EFI system Service manual

TO INDEX

EFI SYSTEM

1. GENERAL PRECAUTIONARY MEASURES ......... EF– -1 2

1.1 INSTRUCTIONS ON USE OF THIS

SERVICE MANUAL ........................................ EF–

-1 2

1.2 HANDLING INSTRUCTIONS ON CATALYTIC

CONVERTER-EQUIPPED VEHICLES ............ EF–

-1 3

1.3 ITEMS TO BE OBSERVED WHEN MOBILE

COMMUNICATION SYSTEM IS MOUNTED .. EF–

-1 3

1.4 IMMOBILIZER SYSTEM-EQUIPPED

VEHICLES ..................................................... EF–

-1 4

1.5 ITEMS TO BE OBSERVED DURING

SYSTEM CIRCUIT CHECK ............................ EF–

-1 4

1.6 ITEMS TO BE OBSERVED WHEN

USING OBD II GENERIC SCAN TOOL

OR DS-21 DIAGNOSIS TESTER .................... EF–

-1 6

1.7 HANDLING INSTRUCTIONS ON

ENGINE CONTROL SYSTEM ........................ EF–

-1 6

2. CONNECTING PROCEDURE FOR SST

(EFI COMPUTER CHECK SUB-HARNESS) .......... EF– -1 8

3. SYSTEM DESCRIPTION ........................................ EF– -1 9

3.1 LOCATION OF ELECTRONIC

CONTROL PARTS ......................................... EF–

-1 9

3. SYSTEM DESCRIPTION (S221) ............................ EF–13-1


CONTROL PARTS (S221) ............................. EF–13-1

3. SYSTEM DESCRIPTION (M201) ............................ EF–13-4


CONTROL PARTS (M201) ............................. EF–13-4

3.2 SYSTEM DIAGRAM ....................................... EF–

-1 14

3.2 SYSTEM DIAGRAM (S221) ........................... EF–16-1

3.3 WIRING DIAGRAM ........................................ EF–

-1 17

3.4 ARRANGEMENT OF EFI ECU

TERMINAL ..................................................... EF–

-1 20

4. GENERAL PRECAUTIONARY

MEASURES IN ENGINE DIAGNOSIS ................... EF– -1 23

4. 1 PRECAUTIONARY MEASURES

FOR REPAIRS OF FUEL SYSTEMS ........... EF–

-1 23

4. 2 FUEL PRESSURE RELIEVING

PROCEDURE ............................................ EF–

-1 25

4. 3 FUEL LEAK CHECK .................................. EF–

-1 25

4. 4 PRECAUTIONARY MEASURES

DURING TROUBLE-SHOOTING ............... EF–

-1 25

5. ENGINE DIAGNOSIS ........................................... EF– -1 26

5. 1 GENERAL INFORMATION ........................ EF–

-1 26

5. 2 HOW TO PROCEED WITH

TROUBLE-SHOOTING .............................. EF–

-1 32

5. 3 INQUIRY SHEET ........................................ EF–

-1 40

5. 4 DTC CHART SPECIFICATIONS

FOR M101, M201, J102 AND S221 ........... EF–

-1 41

5. 5 FAIL-SAFE FUNCTION

FOR M101, M201, J102 AND S221 ........... EF–

-1 45

5. 6 MATRIX TABLE FOR TROUBLE-

SHOOTING ACCORDING TO

MALFUNCTIONING PHENOMENA ........... EF–

-1 47

5. 7 CHECKING PROCEDURE FOR

COMMON ITEMS IN CHART ..................... EF–

-1 48

5. 8 CHECKING PROCEDURE FOR DTC ........ EF–

-1 52

5. 9 ERASING PROCEDURE FOR DTC ........... EF–

-1 57

5.10 BASIC ENGINE CHECK FLOW CHART .... EF–

-1 59

5.10 BASIC ENGINE CHECK FLOW CHART

(S221) ........................................................ EF– 59-1

5.11 SCAN TOOL DATA (ECU DATA) .............. EF–

-1 62

5.12 CHECK OF ECU AND ITS CIRCUIT .......... EF–

-1 64

5.13 INSPECTION PROCEDURE FOR

FUEL SYSTEM ........................................... EF–

-1 67

5.14 CIRCUIT INSPECTION .............................. EF–

-1 71

5.15 UNIT CHECK ............................................. EF–

-1 184

5.16 SST (Special Service Tools) ...................... EF–

-1 189

JEF00001-00000

EF

EF–2

1. GENERAL PRECAUTIONARY MEASURES

1.1 INSTRUCTIONS ON USE OF THIS SERVICE MANUAL

This service manual has been compiled in such a way that the manual may be used both in regions where the type certification is implemented based on the EC exhaust emission approval, and other regions.

Hence, with regard to the assignment, reading, erasing of trouble codes and those steps of checks, repairs and confirmation, the service manual contains the procedures for both cases; One is a procedure that uses the DS-21 diagnosis tester or the OBD II generic scan tool, and the other is a procedure that does not use this tester or tool.

Therefore, the following instructions given below must be observed.

1. About Use of DS-21 Diagnosis Tester or OBD II Generic Scan Tool

• Regions where type certification is implemented based on EC exhaust emission approval

Make sure to use the DS-21 diagnosis tester or the OBD II generic scan tool.

• Other regions

You may use or not use the DS-21 diagnosis tester or the OBD II generic scan tool.

You may perform the operation, employing whichever method that will be easier to you.

2. Instructions To Be Followed Concerning Trouble Codes

Trouble codes, such as P0105/31 (4-digit code/2-digit code) are posted additionally.

• Regions where type certification is implemented based on EC exhaust emission approval

Make sure to use only 4-digit trouble codes (e.g. P0105) which have been assigned according to the ISO regulations.

• Other regions

You may perform the operation using the 4-digit code, employing the DS-21 diagnosis tester or the OBD II generic scan tool. Or you may perform the operation using the 2-digit codes

(e.g. 31), without the use of the tester or tool.

You may perform the operation, employing whichever method that will be easier to you.

NOTE:

• The OBD II generic scan tool means a scan tool complying with the ISO 14230 (KWP2000) format.

• In cases where the OBD II generic scan tool is employed, not all malfunction codes (4-digit codes) can be read out. It should be noted that only those trouble codes in which “zero” follows after “P”, for example, P0XXX, can be read out.

• The accuracy of the 2-digit codes in diagnosing malfunctioning components is slightly inferior to that of the 4-digit codes.

• Hereinafter, those regions where the type certification is implemented based on the EC exhaust emission approval, is referred to as the “EU specifications.”

JEF00337-00000

EF–3

1.2 HANDLING INSTRUCTIONS ON CATALYTIC CONVERTER-EQUIPPED VEHICLES

WARNING:

• When a great amount of unburnt gas is admitted into the catalytic converter, overheating is prone to occur, resulting in a fire hazard.

To avoid such trouble in advance, be certain to observe the following precautions. Also, be sure to explain such precautions to your customers.

1. Use only unleaded gasoline to catalytic converter-equipped vehicles.

2. Avoid idling the engine for a prolonged length of time.

Do not run the engine continuously at idle speed for more than 20 minutes.

WARNING:

• Immediately check and repair the vehicle if the fast idle speed or idle speed is unstable or the system exhibits malfunction. Failure to observe this warning may result in a fire hazard.

3. Be sure to observe the following points when performing the spark jump tests.

(1) The spark jump test must be limited to cases where such test is absolutely necessary. Also, be sure to finish the test in the shortest possible time.

(2) Never race the engine during the test.

(3) Be sure to shut off the fuel supply when performing the spark jump test in advance.

4. Do not run the engine when the fuel tank becomes nearly empty.

Failure to observe this caution will cause misfiring. Also, it will apply excessive load to the catalytic converter, even leading to catalyst damage.

5. Be sure to avoid coasting with the ignition switch turned OFF. Moreover, be certain to avoid applying the brake for a prolonged period of time.

6. Do not dispose of the waste catalyst along with parts contaminated with gasoline or oil.

JEF00002-00000

1.3 ITEMS TO BE OBSERVED WHEN MOBILE COMMUNICATION SYSTEM IS

MOUNTED

For those motor vehicles equipped with a mobile communication system, such as a bidirectional wireless telephone and cellular phone, be sure to observe the following precautionary measures.

1. Install the antenna as far away as possible from the ECU and sensors of the electronically-controlled system of the vehicle.

2. The wire of the antenna should be routed at least 30 cm away from the ECU and sensors of the electronically-controlled system of the vehicle. For details concerning the arrangement of the ECU and sensors, refer to the arrangement diagram of the components in the relevant section.

3. Do not wind the antenna feeder line together with other wires. Avoid routing the antenna feeder in parallel with other harnesses whenever possible.

4. The antenna and feeder line should be properly adjusted.

5. Never install a strong mobile communication system.

JEF00003-00000

EF–4

1.4 IMMOBILIZER SYSTEM-EQUIPPED VEHICLES

1. The immobilizer system is formed by communication between the Immobilizer ECU and the EFI ECU by means of the rolling code. The rolling code will be automatically retained both in the immobilizer ECU and in the EFI ECU when the engine is started once with the key of the immobilizer system. The engine will not start if the rolling code in the immobilizer ECU and EFI ECU are not identical. Therefore, the engine will not start when using the EFI ECU which was mounted before on another vehicle with the immobilizer system without resetting the rolling code.

2. When the EFI ECU of a vehicle equipped with the immobilizer system was replaced, based on the results of the trouble shooting, and related troubles have been remedied, it is impossible, due to its construction, to confirm that the malfunction was caused by the former EFI ECU by installing the EFI ECU again. Incidentally, this confirmation is possible in the case of vehicles without the immobilizer system.

Therefore, it is not necessary to install the former EFI ECU again to carry out the reconfirmation.

In the case of vehicles without the immobilizer system, be sure to carry out this re-installation and reconfirmation.

3. In the case of vehicles equipped with the immobilizer system, once the engine is started for the confirmation test, etc. after the malfunction has been remedied, that EFI ECU can not be used for other vehicles with the immobilizer system, unless a measure is taken.

NOTE:

• When you would like to use each ECU of the vehicle concerned on vehicles equipped with other immobilizer system, initialize the ECU, using the diagnosis tester (DS-21), before removing the ECU from the vehicle. Then, remove the ECU and install it on another vehicle. If you perform the key registration, using the master key of this vehicle, each ECU can be used separately or as a set.

• When the EFI ECU is to be replaced with a new one, it is possible to start the engine by using the master key with the terminal T for immobilizer ECU (ECU-T) of the data link connector grounded with a jump wire.

• Please refer to Section BE of the service manual.

JEF00004-00000

1.5 ITEMS TO BE OBSERVED DURING SYSTEM

CIRCUIT CHECK

1. Before connecting and disconnecting the connectors and terminals, be sure to turn OFF the ignition switch or disconnect the negative (–) terminal from the battery.

Otherwise, the harness is judged to have an open wire, and the fail-safe function will be applied.

On the other hand, when the negative (–) terminal of the battery is disconnected, the diagnosis code will be erased. Therefore, if it is necessary to confirm the diagnosis code, be sure to perform the confirmation in advance.

2. When disconnecting the connector, never pull the harness. Rather, hold the connector properly with the connector unlocked and pull it.

When connecting the connector, be sure to positively insert the connector, until you hear a clicking sound when the lock is engaged.

IG “OFF”

JEF00005-00001

JEF00006-00002

EF–5

3. Do not directly touch the terminals of parts which incorporate a microcomputer.

4. When a test probe is applied to the terminal to which a voltage is applied, care must be exercised so that two test probes may not come in contact with each other, so that short circuit may not take place.

5. When the connector is connected to the ECU, never connect an ohmmeter between the ECU connector and the sensor or actuator. Failure to observe this caution may damage the ECU or sensor or actuator.

JEF00007-00003

Ω

JEF00008-00004

6. When a test probe is applied to the connector, be sure to bring it from the rear side (harness side) of the connector.

In the case of connectors where it is impossible to apply a test probe from the rear side, such as water-proof connectors, apply the test probe from the connector side. At this time, be very careful not to bend the male terminal of the connector or open the female terminal.

7. Be sure to use a voltmeter/ohmmeter whose internal impedance is at least 10 kΩ/V.

When a voltmeter/ohmmeter whose internal impedance is less than 10 kΩ/V is used, it may cause the ECU to malfunction or give a wrong evaluation.

8. When checking the terminal for the connecting condition, be sure to check the male terminal for a bend and the female terminal for an excessive opening. Furthermore, check both terminals for locking (looseness), rust formation, dust adhesion, etc.

9. Prior to the measurement of the voltage of each terminal, make sure that the battery voltage is 11 V or more. If the terminal voltage is checked with a low battery voltage, it may lead to a wrong diagnosis.

JEF00009-00005

100

70

50

40

30

200

Ω

500

OC V A

0

0

0

AC V

BTEST

50

10

2

100

20

4

20

15

10

5

150

30

5 40

8

0

Ω

250

50

10

AC V

BTEST

OC V A

20 K

Ω/V DC 10 KΩ/V AC

JEF00010-00006

V

JEF00011-00007

EF–6

1.6 ITEMS TO BE OBSERVED WHEN USING OBD

II GENERIC SCAN TOOL OR DS-21

DIAGNOSIS TESTER

CAUTION:

For enhanced safety, be sure to observe the following points:

• Before using the OBD II generic scan tool or the DS-21 diagnosis tester, be sure to thoroughly read the instruction manual of the OBD II generic scan tool or the instruction manual of the DS-21 diagnosis tester.

• When driving the vehicle with the OBD II generic scan tool or the DS-21 diagnosis tester connected to the vehicle, route the cables in such a way that they may not interfere with the driving.

(That is to say, the cables should be routed away from the feet, pedals, steering wheel and shift lever.)

• When performing the test driving, using the OBD II generic scan tool or the DS-21 diagnosis tester, two persons are needed. One person drives the vehicle, while the other person operates the OBD II generic scan tool or the DS-21 diagnosis tester.

JEF00012-00000

1.7 HANDLING INSTRUCTIONS ON ENGINE CONTROL SYSTEM

1. The ECU, sensors, etc. are precision parts. Be very careful not to give strong impacts to those parts during the installation and removal. Never use those parts to which impacts have been given (for example, in cases where the parts were dropped on the floor).

2. When the test is carried out on a rainy day or the vehicle is washed, care must be exercised so that no water may be admitted and the ECU, connectors, sensors, actuators, etc. may not get wet.

3. Never disconnect the connector from the battery terminal while the engine is running. At the moment when the connector is disconnected from the battery terminal, a great counter electromotive force (approx. 100 V) may be generated, thus damaging the ECU.

4. Never connect the connectors to the wrong terminals of the battery. Failure to observe this caution may break the inside of the battery instantly.

JEF00013-00000

5. Never remove the cover from the ECU proper or the bracket on the ECU proper side. Furthermore, do not touch the attaching screws.

JEF00014-00009

EF–7

6. In cases where the ECU was judged to be malfunctioning and the vehicle has been remedied by replacing it, install the removed ECU (which has been judged to be malfunctioning) again to confirm that the original malfunction is reproduced. Then, the ECU can be finally judged to have been malfunctioning.

7. Tachometer connection

Connect the tachometer probe to the measuring terminal of the SST connecter.

CAUTION:

• This does not apply if your tachometer is a pick-up type.

• Never allow the tachometer probe to touch the ground, for it could result in damage to the ignitor and/or ignition coil.

• Some kinds of tachometers may not be suited for the ignition system of the vehicle. Therefore, ensure that your tachometer is compatible with the ignition system of the vehicle.

SST: 09991-87404-000

SST connector

Tacho-meter terminal

Earth

JEF00015-00000

SST

JEF00016-00010

EF–8

2. CONNECTING PROCEDURE FOR SST

(EFI COMPUTER CHECK SUB-

HARNESS)

When the ECU terminal voltage is measured with the ECU connector connected to the engine ECU, connect the SST, following the procedure given below.

NOTE:

• The terminal number of the SST connector is the same

as the ECU connector (page EF–20).

1. Turn OFF the ignition switch. Or, disconnect the battery ground cable from the negative (–) terminal of the battery with the ignition switch turned OFF.

Disconnect the battery ground cable from the negative (–) terminal of the battery.

CAUTION:

• Be sure to memorize the malfunction code before disconnecting the battery cable. Otherwise the malfunction code(s) will be erased by disconnecting the battery cable.

2. Remove the glove compartment sub assembly. [M101,

M201 & J102]

Remove the EFI-ECU cover [S221]

Push

Pull

Revision 2

IG “OFF”

[M101, M201 & J102]

YEF00002-00001

Pull ( Except for M201 )

Push

[S221]

YEF00003-00002

YEF00004-00003

3. Disconnect the wire harness connectors from the EFI ECU connectors at the cowl side of the passenger seat.

4. Connect the following SST between the wire harness connectors and the EFI ECU connectors.

SST: 09842-97203-000

5. Reconnect the battery ground cable to the negative (–) terminal of the battery.

CAUTION:

• When disconnecting or reconnecting the EFI ECU connectors, be sure to disconnect the battery ground cable from the negative (–) terminal of the battery with the ignition switch and all accessory switches in the off state.

• When installing a new battery, care must be exercised not to mistake the battery polarity. Failure to observe this caution could cause ECU malfunction.

• Before using the SST, be sure to check to see if short or open wire exists between the terminals of the SST.

Wire harness

EFI ECU

Top qwe

!2!3!4

@3@4@5

#4#5#6

$5$6$7

%6%7%8

^7^8^9

&8&9*0

*9(0(1

<Viewed from arrow A> o!0!1

@0@1@2

#1#2#3

$2$3$4

%3%4%5

^4^5^6

&5&6&7

*6*7*8

SST

SST connector Arrow A

YEF00005-00004

EF–9

3. SYSTEM DESCRIPTION

3.1 LOCATION OF ELECTRONIC CONTROL PARTS

3.1.1 FOR EU SPECIFICATIONS OF M101

Valve for ISC

Manifold absolute pressure sensor

Data link connector

Linear throttle sensor

Ignition coil

Front O

2

sensor

(Bank 1 sensor 1)

Crank angle sensor

Fuel pump

Relay block

Engine control unit (ECU)

Injector

Intake air temperature sensor

Engine coolant temperature sensor

Rear O

2

sensor

(Bank 1 sensor 2)

Neutral start switch

(Only for A/T)

VSV for EVAP

Ignitor unit

Cam angle sensor

JEF00021-00014

EF–10

3.1.2 FOR EU SPECIFICATIONS OF J102



Vehicle speed sensor

(Low-grade vehicles except A/T vehicle)

Ignitor unit

Cam angle sensor

VSV for EVAP

Valve for ISC

Relay block


Fuel pump


Oil control valve

Injector

Rear O

2 sensor

(Bank 1 sensor 2)

Ignition coil

Front O

2

sensor

(Bank 1 sensor 1)

Crank angle sensor


(Only for A/T)

Data link connector

(DLC)


JEF00022-00015

EF–11

3.1.3 FOR AUS AND GENERAL SPECIFICATIONS OF M101


Valve for ISC

Data link connector


Ignition coil

O

2

sensor

Fuel pump

Crank angle sensor Relay block



Injector

VSV for EVAP



(Only for A/T)

Knock sensor

Cam angle sensor

JEF00023-00016

EF–12

3.1.4 FOR AUS AND GENERAL SPECIFICATIONS OF J102





Cam angle sensor

VSV for EVAP

Valve for ISC

Relay block


Fuel pump

Oil control valve


Injector

Ignition coil

Crank angle sensor

O

Knock sensor

2

sensor


(Only for A/T)


Data link connector

(DLC)

JEF00024-00017

EF–13

3.1.5 FOR LEADED SPECIFICATIONS OF J102

VSV for EVAP





Valve for ISC



Fuel pump

Oil control valve

Relay block

Injector

A/F adjuster

Ignition coil


(Only for A/T)

Crank angle sensor

Cam angle sensor

Knock sensor


Data link connector

(DLC)

JEF00025-00018

EF–13-1

3. SYSTEM DESCRIPTION (S221)

3.1 LOCATION OF ELECTRONIC CONTROL PARTS (S221)

3.1.6 FOR EU SPECIFICATIONS OF S221

Revision 1

sEF00006-00005

Revision 1

3.1.7 FOR AUS AND GENERAL SPECIFICATIONS OF S221

EF–13-2

sEF00007-00006

EF–13-3

3.1.8 FOR LEADED SPECIFICATIONS OF S221

Revision 1

sEF00008-00007

Revision 2

3. SYSTEM DESCRIPTION (M201)

3.1 LOCATION OF ELECTRONIC CONTROL PARTS (M201)

3.1.9 FOR EU SPECIFICATIONS OF M201

EF–13-4



Valve for ISC

Data link connector


Ignition coil

Front oxygen sensor

(Bank 1 sensor 1)

Crank angle sensor

Relay block


Injector

Engine coolant temperature sensor Neutral start switch

(Only for A/T)

Rear oxygen sensor

(Bank 1 sensor 2)

VSV for purge

Ignitor unit

Cam angle sensor

Fuel pump

YEF00006-00005

EF–13-5

3.1.10 FOR AUS AND GENERAL SPECIFICATIONS OF M201

Data link connector

Valve for ISC


Manifold absolute

pressure sensor


Ignition coil oxygen sensor

Crank angle

sensor

Injector

VSV for purge


Cam angle sensor


(Only for A/T)

Knock sensor

Fuel pump

Relay block


Revision 2

YEF00007-00006

EF–14

3.2 SYSTEM DIAGRAM

3.2.1 FOR EU SPECIFICATIONS OF M101, M201 and J102

Revision 2

Intake air temp. sensor

Air cleaner

Ignition coil


Throttle body

Valve for ISC


VSV for purge

Ignitor unit

(With ion current detection)

Surge tank

PCV valve

Charcoal canister

IMB ECU

Data link connector


A/T ECU

+B

Malfunction indicator lamp


(Only for A/T)

Front O

2

sensor heater

Front O

2

sensor

(Bank 1 sensor 1)

Rear O

2

sensor heater

Rear O

2

sensor

(Bank 1 sensor 2)

Crank angle sensor

Three-way catalyst

Oil control valve

Cam angle sensor

Injector

DVVT controller

(Dynamic variable valve timing controller)


YEF00009-00037

Revision 2

3.2.2 FOR AUS AND GENERAL SPECIFICATIONS OF M101, M201 and J102

EF–15


Air cleaner

Ignition coil


Throttle body

Valve for ISC


VSV for purge

(In case of M101

& M201)

Surge tank

PCV valve

(In case of J102)

Charcoal canister

IMB ECU

Data link connector


A/T ECU

+B



(Only for A/T)

O

2

sensor

Knock sensor

Crank angle sensor

Three-way catalyst

Oil control valve

Cam angle sensor

Injector

DVVT controller



YEF00010-00039

EF–16



Air cleaner

Ignition coil


Throttle body

Valve for ISC


VSV for purge

Surge tank

PCV valve

Charcoal canister

IMB ECU

Data link connector


A/T ECU

A/F adjuster

+B


Knock sensor


(Only for A/T)

Crank angle sensor

Oil control valve

Cam angle sensor

Injector

DVVT controller



JEF00031-00022

Revision 1

3.2 SYSTEM DIAGRAM (S221)

3.2.4 FOR EU SPECIFICATIONS OF S221

EF–16-1

EFI ECU

(Atmospheric pressure sensor built-in) sEF00009-00008

EF–16-2

3.2.5 FOR AUS AND GENERAL SPECIFICATIONS OF S221

Revision 1

EFI ECU sEF00010-00009

Revision 1

3.2.6 FOR LEADED SPECIFICATIONS OF S221

EF–16-3

EFI ECU sEF00011-00010

Revision 2

3.3 WIRING DIAGRAM

3.3.1 FOR EU SPECIFICATIONS OF M101, M201, J102 AND S221

EF–17

GSW2

A/B ECU

E1

COM0

COM1

RENG

A/T ECU

Compressor magnet clutch

Magnet clutch relay

Radiator fan motor

Radiator fan relay Water temperature switch


Oil control valve

Rotary ISC

#4

VSV for purge

#3

#2

#1

Injector

(Not equipped with immobilizer)

F/P relay

(Equipped with immobilizer)

F/P motor

Main relay

To spark plugs

Ignitor unit

Gas pressure switch


Tachometer

Speedometer

P/S hydraulic pressure switch

Defogger switch

SIO2

Immobilizer ECU

Stop lamp switch

Tail lamp switch

Defogger

High-mount stop lamp

Stop lamp R

Stop lamp L

Meter illumination lamp

Clearance lamp

Tail lamp

A/C evaporator temperature sensor

Pressure sensor


Engine coolant temp. sensor (high-precision type)


Rear O

2

sensor heater

Rear O

2

sensor

Front O

2

sensor heater

Front O

2

sensor

(M/T only)

Starter relay

(A/T only)

P, N range switch (A/T only)

(A/T only) (J102 only)

STA 10 A

Starter

Crank angle sensor

Cam angle sensor (G sensor)

(M/T only)

Map constant switch signal

YEF00012-00011

EF–18

3.3.2 FOR AUS AND GENERAL SPECIFICATIONS OF M101, M201, J102 AND S221

Revision 2

E1

COM0

COM1

RENG

A/T ECU

GSW2

A/B ECU


Magnet clutch relay

Radiator fan motor

Radiator fan relay

Malfunction indication lamp

Oil control valve

Rotary ISC

#4

VSV for purge

#3

#2

#1

Injector

F/P relay

(Not equipped

with immobilizer)


Main relay

F/P motor

To ignition plugs

Ignition coil 4

Ignition coil 3

Ignition coil 2

Ignition coil 1

AM 60 A

(M/T only)

Starter relay

(A/T only)


(A/T only)

(J102 only)

STA 10 A

Starter

Gas pressure switch

Defogger switch

SIO2

Immobilizer ECU

Stop lamp switch

Tail lamp switch

Tachometer Speedometer



Defogger


Stop lamp R

Stop lamp L

Meter illumination

Clearance lamp

Tail lamp


Pressure sensor


Engine coolant temp. sensor


Front O

2

sensor

Knock sensor (resonance)

Crank angle sensor

Cam angle sensor (G sensor)

(M/T only)

YEF00013-00012

Revision 1

3.3.3 FOR LEADED SPECIFICATIONS OF J102 AND S221

EF–19

GSW2

A/B ECU

E1

COM0

COM1

RENG

A/T ECU


Magnet clutch relay

Radiator fan

Radiator fan relay


Oil control valve

Rotary ISC

#4

#3

#2

VSV for purge

#1

Injector

(Not equipped with immobilizer)

F/P relay


F/P motor

Main relay

Ignition coil 4

Ignition coil 3

Ignition coil 2

Ignition coil 1

(M/T only)

Starter relay

(A/T only)


(A/T only) (J102 only)

STA 10 A

Starter

Gas pressure switch

SIO2

Immobilizer ECU

Stop lamp switch

Tail lamp switch


Tachometer



A/F adjuster

Defogger switch

Speedometer

Pressure sensor


Engine coolant temp. sensor (high-precision type)


Knock sensor (resonance)

Crank angle sensor

Cam angle sensor

(M/T only)

Map constant switch signal

Defogger


Stop lamp R

Stop lamp L

Meter illumination lamp

Clearance lamp

Tail lamp sEF00014-00013

EF–20

3.4 ARRANGEMENT OF EFI ECU TERMINAL

3.4.1 FOR EU SPECIFICATIONS OF M101, M201, J102 AND S221

Revision 2

28

61

82

27 26 25 24 23

60 59 58 57 56 55 54

81 80 79

22 21

53 52 51

20 19 18 17 16

50 49 48 47 46 45 44 43

78

77

15 14 13 12 11 10 9 8

76 75 74

42 41 40 39 38 37

73 72 71 70 69

7 6

36 35 34 33 32 31 30 29

68 67 66

5 4 3 2 1

65 64 63 62

Connector A (31 - pole) Connector B (24 - pole)

Connector C (17 - pole) Connector D (22 - pole)

YEF00037-00028

CONNECTOR A

27

28

51

52

53

54

No.

21

22

23

24

25

26

N1+

N2+

E1

#40

#30

#20

#10

OCV+

N1–

N2–

KNK

ISC

Contents of connection

Crank angle sensor (+)

Cam angle sensor (+)

Sensor system ground

Injector (#4 cylinder)




Oil control valve (+)

Crank angle sensor (–)

Cam angle sensor (–)

—

Rotary ISC

CONNECTOR B

17

18

19

20

43

44

45

No.

14

15

16

ICMB

PIM

VC

E2

FCCP

VFP

OXH1

IE

VTH

THW


Ignitor unit (With ion current detection)

Pressure sensor signal

Linear throttle sensor power supply

Sensor ground

—

—

Front oxygen sensor heater

Ion current sensor ground



CONNECTOR C

11

12

13

37

38

39

No.

8

9

10

SIO1

T

DEF

A/T

MGC

FAN1

SPD

ACSW

BLW


Diagnosis tester

Test terminal

Defogger switch

Neutral start switch (Only for A/T)

A/C Magnet clutch relay

Radiator fan relay (Without 2-step control)


A/C Switch

Heater blower switch

CONNECTOR D

5

6

7

29

30

31

32

No.

1

2

3

4

BAT

FC1

W

ATTX

SIO2

TRRQ

+B1

E21

FC2

REV

ATRX


Memory back-up supply

Fuel pump relay (With IMB)


Serial data transmission to A/T ECU

Serial port for IMB

—

Power supply

A/C Evaporator temp. sensor ground

Fuel pump relay (Without IMB)

Engine speed signal

Serial data reception from A/T ECU

No.

55

56

57

58

59

60

61

79

80

81

82

ALTC

VSV2

IG4

IG3

IG2

IG1

OCV–

PRG

VSV1

ALT

E01


—

—

Ignition signal (#4 cylinder)




Oil control valve (–)

Purge control VSV

—

—

Power supply system ground

49

50

74

75

76

77

78

No.

46

47

48

VCPM

E2PM

ACLK

ACEN

OXH2

OX2

OX1

THA

ACVR

PST


Pressure sensor power supply

Pressure sensor ground

—

—

Rear oxygen sensor heater

Rear oxygen sensor

Front oxygen sensor


—

P/S Pressure switch

69

70

71

72

73

No.

40

41

42

STP

AUX

FAN2

SEL2

SEL1

H/L

ACEV

OX3

Stop lamp switch


—

—

—

Map constant switch signal (Only for M/T)

Tail lamp switch

A/C Evaporator temp. sensor

—

62

63

64

65

66

67

68

No.

33

34

35

36

ATNE

VF

FPOF

+B2

VCO

VTHO

IDLO

FCO

TRPR

ACT

STA


Engine speed signal to A/T ECU

VF monitor terminal

Fuel pump relay OFF

Power supply

—

—

—

—

—

—

Starter signal

YEF00038-00000

YEF00039-00000

YEF00040-00000

YEF00041-00000

Revision 2

3.4.2 FOR AUS AND GENERAL SPECIFICATIONS OF M101, M201, J102 AND S221

EF–21

28

61

82

27 26 25 24 23

60 59 58 57 56 55 54

81 80 79

22 21

53 52 51

20 19 18 17 16

50 49 48 47 46 45 44 43

78

77

15 14 13 12 11 10 9 8

76 75 74

42 41 40 39 38 37

73 72 71 70 69

7 6

36 35 34 33 32 31 30 29

68 67 66

5 4 3 2 1

65 64 63 62



YEF00042-00029

CONNECTOR A

26

27

28

51

No.

21

22

23

24

25

52

53

54

N1+

N2+

E1

#40

#30

#20

#10

OCV+

N1–

N2–

KNK

ISC












Knock sensor

Rotary ISC

CONNECTOR B

17

18

19

20

No.

14

15

16

43

44

45

ICMB

PIM

VC

E2

FCCP

VFP

OXH1

IE

VTH

THW


—



Sensor ground

—

—

—

—



CONNECTOR C

No.

8

9

10

11

12

13

37

38

39

SIO1

T

DEF

A/T

MGC

FAN1

SPD

ACSW

BLW


Diagnosis tester

Test terminal

Defogger switch





A/C Switch


CONNECTOR D

6

7

29

30

No.

1

2

3

4

5

31

32

BAT

FC1

W

ATTX

SIO2

TRRQ

+B1

E21

FC2

REV

ATRX






Serial port for IMB

—

Power supply



Engine speed signal


No.

55

56

57

58

59

60

61

79

80

81

82

ALTC

VSV2

IG4

IG3

IG2

IG1

OCV–

PRG

VSV1

ALT

E01


—

—






Purge control VSV

—

—


49

50

74

75

No.

46

47

48

76

77

78

VCPM

E2PM

ACLK

ACEN

OXH2

OX2

OX1

THA

ACVR

PST




—

—

—

—

Oxygen sensor


—

P/S Pressure switch

69

70

71

72

73

No.

40

41

42

STP

AUX

FAN2

SEL2

SEL1

H/L

ACEV

OX3

Stop lamp switch


—

—

—


Tail lamp switch


—

63

64

65

66

No.

33

34

35

36

62

67

68

ATNE

VF

FPOF

+B2

VCO

VTHO

IDLO

FCO

TRPR

ACT

STA

—

—

—

—



VF monitor terminal

Fuel pump relay OFF

Power supply

—

—

Starter signal

YEF00043-00000

YEF00044-00000

YEF00045-00000

YEF00046-00000

EF–22


28

61

82

27 26 25 24 23

60 59 58 57 56 55 54

81 80 79

22 21

53 52 51

20 19 18 17 16

50 49 48 47 46 45 44 43

78

77

15 14 13 12 11 10 9 8

76 75 74

42 41 40 39 38 37

73 72 71 70 69

7 6

36 35 34 33 32 31 30 29

68 67 66

5 4 3 2 1

65 64 63 62


CONNECTOR A

26

27

28

51

No.

21

22

23

24

25

52

53

54

N1+

N2+

E1

#40

#30

#20

#10

OCV+

N1–

N2–

KNK

ISC












Knock sensor

Rotary ISC

CONNECTOR B

17

18

19

20

No.

14

15

16

43

44

45

ICMB

PIM

VC

E2

FCCP

VFP

OXH1

IE

VTH

THW


—



Sensor ground

—

—

—

—



CONNECTOR C

No.

8

9

10

11

12

13

37

38

39

SIO1

T

DEF

A/T

MGC

FAN1

SPD

ACSW

BLW


Diagnosis tester

Test terminal

Defogger switch





A/C Switch


CONNECTOR D

No.

1

2

5

6

3

4

7

29

30

31

32

BAT

FC1

W

ATTX

SIO2

TRRQ

+B1

E21

FC2

REV

ATRX






Serial port for IMB

—

Power supply



Engine speed signal



JEF00047-00030

60

61

79

80

No.

55

56

57

58

59

81

82

ALTC

VSV2

IG4

IG3

IG2

IG1

OCV–

PRG

VSV1

ALT

E01


—

—






Purge control VSV

—

—


49

50

74

75

No.

46

47

48

76

77

78

VCPM

E2PM

ACLK

ACEN

OXH2

OX2

OX1

THA

ACVR

PST

—

—

—

—




—


—

P/S Pressure switch

No.

40

41

42

69

70

71

72

73

STP

AUX

FAN2

SEL2

SEL1

H/L

ACEV

OX3

Stop lamp switch

—


—

—


Tail lamp switch


A/F adjuster

No.

33

34

35

36

62

63

64

65

66

67

68

ATNE

VF

FPOF

+B2

VCO

VTHO

IDLO

FCO

TRPR

ACT

STA



VF monitor terminal

Fuel pump relay OFF

Power supply

A/F adjuster power supply

—

—

—

—

—

Starter signal

JEF00048-00000

JEF00049-00000

JEF00050-00000

JEF00051-00000

EF–23

4. GENERAL PRECAUTIONARY MEASURES IN ENGINE DIAGNOSIS

4.1 PRECAUTIONARY MEASURES FOR REPAIRS OF FUEL SYSTEMS

1. Prior to performing operations of the fuel system, remove the cable of the negative (–) terminal from the battery.

NOTE:

• When the cable of the negative terminal is removed, the memories concerning the diagnosis codes and radio will be simultaneously erased. Therefore, before removing the cable of the negative terminal from the battery, the diagnosis codes should be outputted and checked. Also, the channels memorized in the radio should be recorded, if necessary.

2. Be sure not to smoke when performing operations of the fuel system. Also never carry out any operations near naked flame.

3. The fuel supply line (between the fuel pump and fuel delivery pipe) is still pressurized even if the engine has been turned off. Therefore, before loosening or removing the fuel supply line, be sure to relieve the fuel pressure, following the “Fuel pressure relieving procedure.”

Even if the fuel pressure has been relieved, a small amount of fuel will spill when the fuel supply line is disconnected. Hence, before removing, cover the portion to be removed with a cloth to prevent the fuel from splashing.

JEF00059-00032

4. The connection method of fuel hoses or evaporative emission hoses differs, depending upon the type of the pipe.

When connecting the fuel hoses or evaporative emission hoses again, be sure to correctly connect and clamp them by referring to the figure on the right.

Ensure that no twist nor fault is present after connecting.

(1) Fuel hose q Hose insertion length

Insert the hose in such a way that L

1 becomes 0 -

2 mm.

w Clip position

Clamp the hose in such a way that L

2 becomes 2 -

5 mm. (The clip shall not be placed at the bulge or spool of the pipe. Also the clip shall not go beyond the hose end.)

L

2

L

1

In case of bulge spool

(Double spool)

L

2

L

1

In case where stopper is provided

(Stopper differs, depending upon location)

JEF00060-00033

EF–24

(2) Vacuum hose q Hose insertion length

Insert the hose in such a way as the figure on the right shows.

w Clip position

The clip end position is about 2 mm away from the hose end.

3 mm or less



Radius ends

L

1

3 mm or less

In case of round shape

L

2

JEF00061-00034

(3) Purge hose q Hose insertion length

Insert the hose in such a way that L

1 becomes 0 -

3 mm.

w Clip position

Clamp the hose in such a way that L

2 becomes 2 -

7 mm.



L

1

L

2

Radius ends

In case of round shape

JEF00062-00035

5. When installing the fuel filter union bolt to the fuel filter, use a new gasket and tighten to the specified torque.

6. When installing the injector, fuel supply pipe, fuel pressure regulator or pulsation damper, use a new “O” ring or gasket. Apply gasoline or silicone oil to the “O” ring before assembling.

JEF00063-00000

EF–25

4.2 FUEL PRESSURE RELIEVING PROCEDURE

CAUTION:

• Never perform this operation while the engine is still hot. Failure to observe this caution may damage the catalyst.

After confirming that the engine is cold, relieve the fuel pressure, following the procedure given below.

1. Place the shift lever of the transmission in the “N” position.

In the case of automatic transmission vehicles, place the shift lever in the “P” position. Apply the parking brake and place chocks at the wheels.

JEF00064-00000

2. Remove the relay block cover.

3. Remove the fuel pump relay from the relay block.

4. Start the engine. Leave the engine running, until it stops due to running-out of the fuel.

5. Install the fuel pump relay. Install the relay block cover.

Fuel pump relay

JEF00065-00036

4.3 FUEL LEAK CHECK

After the fuel system has been repaired, perform the following check in order to ensure that no fuel leakage is present.

1. Turn ON the ignition switch for three seconds. Then turn it OFF. Repeat this operation three or four times so as to apply fuel pressure to the fuel system.

2. Under this state, ensure that the fuel system exhibits no fuel leakage at any point.

JEF00066-00000

4.4 PRECAUTIONARY MEASURES DURING TROUBLE-SHOOTING

1. Before the diagnosis information memorized in the ECU memory is confirmed, never disconnect the connector from the ECU, the battery cable from the battery, the ECU earth wire from the engine, or the main fuse.

2. The diagnosis information memorized in the ECU memory can be erased by using the DS-21 diagnosis tester or the OBD-II generic scan tool in the same way as the check. Therefore, before using the tester, read its instruction manual so as to understand the functions furnished and how to use it.

3. Priority in trouble-shooting

If the priority in trouble-shooting for a number of diagnosis codes is given in the concerned DTC flow chart, make sure to follow the priority.

If not given, follow the priority given below and perform the trouble-shooting for each diagnosis trouble code (DTC).

(1) DTC’s other than DTC P0171/25, DTC P0172/26 (too lean/too rich in fuel system), and DTC 0300/17,

DTC P0301-P0304/17, DTC P0314/-(misfire found)

(2) DTC P0171/25, DTC P0172/26 (too lean/too rich in fuel system)

(3) DTC 0300/17, DTC P0301-P0304/17, DTC P0314/-(misfire found)

4. Before conducting checks, be sure to read the “Precautionary measures in checking system circuit.”

Carry out the diagnosis, while paying utmost attention to those points requiring such attention.

JEF00067-00000

EF–26

5. ENGINE DIAGNOSIS

5.1 GENERAL INFORMATION

The engine and engine control system of this vehicle are controlled by the ECU. Furthermore, the vehicle is provided with the on-board diagnosis system. Therefore, when any abnormality takes place in the input/output systems (sensors, actuators, harnesses, connectors, etc.) of the engine control system, the ECU memorizes the system concerned and informs the driver by making the malfunction indicator lamp (MIL, warning lamp) illuminate or flash. Also the malfunction is informed to the operator by means of the data link connector (DLC, diagnosis connector).

When trouble-shooting the engine, it is imperative for you to get the general idea of the onboard diagnostic system, and fully understand the precautionary measures in trouble-shooting, the items to be observed and how to use testers. Then, conduct the trouble-shooting, following the flow chart that indicates the correct procedure for the engine trouble-shooting.

JEF00068-00000

5.1.1 ON-BOARD DIAGNOSTIC SYSTEM OF VEHICLES

FOR EUROPE

The vehicles for Europe have the following functions that comply with the 1999/102/EC (generally called EURO-OBD) standards.

1. When the ignition switch is turned ON, the malfunction indicator lamp (MIL) goes on. When no malfunction has been detected, the lamp will go out after the engine has started. (Check for a blown bulb)

2. While the engine is running, if the ECU detects any malfunction in the emission control system/components that will affect the emissions from the vehicle, or in the power train control components, or if any malfunction is detected in the ECU itself, the ECU illuminates or flashes the MIL

(only when misfire is detected which will damage the catalyst). Then, the ECU memorizes the malfunction area (DTC by ISO15031-6/SAEJ2012).

If that malfunction will not occur in three successive runnings, the MIL is automatically turned off. However, the

DTC will be recorded in the ECU memory.

NOTE:

• The MIL is illuminated only by the malfunction that affects the emissions from the vehicle. (Only items bearing a circle (“O” mark) in the MIL column on page

EF–41)

H

C

F

E

DTC No.

P0105/31

P0110/43

P0115/42

P0116/42

P0120/41

Manifold pressure pressure

De

Intake air malfunctio n

Engine co malfunction

Engine coo circuit mance

Throttle/P switch “A”

30

40

50

60

80 100

60

40

20

10

0

20

0 km/h

2

3 D

4

Malfunction evaluation method

1 trip

JEF00069-00037

MIL

!

1 trip

!

1 trip

!

2 trip

1 trip

!

!

JEF00070-00038

EF–27

3. It is possible to read out various data from the engine ECU by connecting the OBD II generic scan tool which complies with the ISO 14230 format or DS-21 diagnosis tester to the DLC of the vehicle. You can perform trouble-shooting efficiently by checking these data (DTC, freeze-frame data, current data, O

2 sensor monitor data, etc.).

DLC

4. The DTC is composed of the ISO standard code (specified by ISO 15031-6) and the manufacturer’s designation code. The ISO standard code should be set pursuant to the ISO. On the other hand, the manufacturer’s designation code can be freely set forth by the manufacturer within a specified limit.

5. Many DTC’s have a 2 trip detection logic which assures avoidance of wrong detection and functions only when a malfunction is surely occurring. However, another diagnosis mode is provided, in which only a one-time final confirmation test is necessary for a service mechanic to confirm that the malfunction has been completely remedied after the repair.

The mode can be switched on with the OBD II generic scan tool or the DS-21 diagnosis tester. (In the case of the

DS-21 diagnosis tester, the “Continuous monitoring results” of “Vehicle communication in CARB mode” must be selected.

JEF00071-00039

Diagnostic trouble code

P 0 1 1 6 (Power train)

B: Body

C: Chassis

P: Power train

U: Net work

Designation trouble code

Vehicle’s system

0: Regulation

1: Maker

1 & 2: Fuel and air metering

7 & 8: Transmission

DTC No.

P0141/24

De

Oxygen sens or malfunction

JEF00072-00040


2 trip

MIL

!

P0171/25

Fuel trim

(Air-fuel malfunction

2 trip

!

P0172/26

Fuel trim


2 trip !

JEF00073-00041

Vehicle communication

Indication of malfunction code

Erasing of malfunction code

Data display for freeze frame data

Indication of current data

Front O

2

sensor test results

Rear O

2

sensor test results

Continuous monitoring results

Mode 01 select function

JEF00000-00042

6. When a malfunction is detected, the engine and running conditions at that moment are memorized as a freezeframe data in the ECU memory.

7. 2 trip detection logic

When a malfunction is detected for the first time, that malfunction is temporarily memorized in the engine ECU memory. (First running). If the same malfunction is detected again during the second running, the MIL is illuminated and the DTC is determined. (Second running).

(However, the ignition switch should be turned off between the first running and the second running.)

JEF00075-00043

EF–28

8. Freeze-frame data

When a malfunction is detected for the first time, the engine and running conditions at that moment are memorized in the memory.

The engine and running conditions are recorded at the moment when the malfunction was found (fuel system, calculated load, engine coolant temperature, fuel trim, engine revolution speed, vehicle speed, etc.). Therefore, the freeze-frame data is useful during the trouble-shooting to determine whether the vehicle was running or stopped, the engine was hot or not, the air-to-fuel ratio was lean or rich when the malfunction occurred.

(a) CARB mode

Data display

FSYS

ECT

LONG

RPM

02

23

°C

0.0 %

0 rpm

LOAD

SHRT

MAP

VS

Malfunction code: P0105

Press “F1” key.

0.0 %

0.0 %

146 kPa

0 Km/h

(b) DAIHATSU mode

Data display

ECT

RPM

ITA

–30

°C

0.0 rpm

–1.0

°

MAP

VS

TAU

146 kPa

0 Km/h

0.00 mS


Press “F1” key.

JEF00076-00104

9. Updating freeze-frame data

Since the ECU is able to memorize the freeze-frame data for a single malfunction, the freeze-frame data shown in

Item “1” below has priority when data is memorized.

If the freeze-frame data shown in Item “1” below is detected when the freeze-frame data shown in Item “2” below has already been memorized, the freeze-frame data “2” is replaced by the freeze-frame data “1”.

PRIORITY

1

2

FREEZE FRAME DATA

Freeze frame data at initial detection of malfunction among misfire detected (P0300-P0304 and P0314), fuel system too lean (P0171) and fuel system too rich (P0172)

Freeze frame data when a malfunction other than those in

“1” above is detected

NOTE:

• If the malfunction which occurs later has a lower priority or the same priority as the former one, the data is not updated.

JEF00077-00000

10. Erasing of MIL-related malfunction code (DTC)

In the case of electronically-controlled automatic transmission-equipped vehicles of EU spec. only, selecting

“Erasing of DTC (Only EU spec. AT)” will erase all the

DTC’s on the EFI ECU side, MIL-related DTC’s on the A/T

ECU side (items with a circle in the MIL column on page

EF–41) and freeze-frame data.



Erasing of DTC (Only EU spec. AT)

Erasing of DTC (Others)

Indication of freeze frame data


Indication of parts ECU No.

Actuator driving

Trace record for malfunction

Security access select function

JEF00078-00044

11. Erasing of freeze-frame data

The freeze-frame data is erased simultaneously when the

DTC is erased.

In the case of except for electrically-controlled automatic transmission-equipped vehicles, the freeze-frame data can be erased simultaneously by erasing the DTC through selection of the “Erasing of DTC (Others)”

5.1.2 ON-BOARD DIAGNOSTIC SYSTEM OF VEHICLES

OTHER THAN THOSE FOR EUROPE

1. When the ignition switch is turned ON, the MIL goes on.

When no malfunction has been detected, the lamp will go out after the engine has started. (Check for a blown bulb)

2. While the engine is running, if the ECU detects any malfunction in the engine control system/components, or if any malfunction is detected in the ECU itself, the ECU illuminates the MIL.

In addition to the illumination of the MIL, the corresponding diagnostic trouble code (DTC) is memorized in the engine ECU memory. When the malfunction has been remedied or the system returns to its normal state, the MIL automatically goes out. However, the DTC remains memorized in the engine ECU memory.

3. It is possible to read out various data from the engine ECU by connecting the DS-21 diagnosis tester to the DLC of the vehicle. You can perform trouble-shooting accurately and efficiently by checking these data (DTC, freeze-frame data, current data, O

2 sensor monitor data, etc.).

(Only when DS-21 diagnosis tester is used)

EF–29








Actuator driving

Trace record for malfunction

Security access select function

JEF00079-00045

H

C

F

E

30

40

50

60

80 100

60

40

20

10

0

20

0 km/h

2

3 D

4

JEF00080-00046

Abnormal

Normal

Memorized

Illuminated

Extinguished

Extinguished

5 sec.

JEF00081-00047

DLC

JEF00082-00048

4. The DTC (diagnostic trouble code) is set to a four-digit code in accordance with ISO standard. Furthermore, the conventional two-digit code is also provided. The four-digit code can be read out by the DS-21 diagnosis tester. The two-digit code has been set forth by the DMC itself. This code can be read by observing the flashing pattern of the

MIL. (For details, see page EF–53.)

DTC No.

Detection item

4-digit code 2-digit code

P0105/31

Manifold absolute pressure/barometric pressure circuit malfunction

P0110/43

Intake air temp. circuit malfunc.

JEF00083-00049

EF–30

5. Some DTC’s have a 2 trip detection logic which assures avoidance of wrong detection and functions only when a malfunction is surely taking place.

6. When a malfunction is detected, the engine and running conditions at that moment are memorized as a freezeframe data in the ECU memory.

DTC No.

P0141/24

De

Oxygen sens or malfunction


2 trip

P0171/25

Fuel trim


2 trip

MIL

!

!

P0172/26

Fuel trim


2 trip

!

JEF00084-00050

7. 2 trip detection logic

When a malfunction is initially detected, that malfunction is temporarily memorized in the engine ECU memory. (First running) If the same malfunction is detected again during the second running, the MIL is illuminated and the DTC is determined. (Second running)

(However, the ignition switch should be turned off between the first running and the second running.)

JEF00085-00000

8. Freeze-frame data

The ECU memorizes the engine and running conditions in its memory at the moment when the ECU detects a malfunction for the first time. (The figure on the right shows an example.)

Therefore, it is possible to know the engine and running conditions when the malfunction was detected (such as whether the engine was hot or not, the vehicle was running or stopped, the air-to-fuel ratio was lean or rich) by checking the freeze-frame data. By utilizing the freezeframe data, it is possible to proceed with the troubleshooting efficiently.

The freeze-frame data can be read out only by using the

DS-21 diagnosis tester.

DAIHATSU mode

Data display

ECT

RPM

ITA

–30

°C

0.0 rpm

–1.0

°

MAP

VS

TAU

146 kPa

0 Km/h

0.00 mS


Press “F1” key.

JEF00086-00105

EF–31

9. Updating freeze-frame data

Since the ECU is able to memorize the freeze-frame data for a single malfunction, the freeze-frame data shown in

Item “1” below has priority when the data is memorized.

If the freeze-frame data shown in Item “1” below is detected when the freeze-frame data shown in Item “2” below has already been memorized, the freeze-frame data “2” is replaced by the freeze-frame data “1”.

PRIORITY

1

2

FREEZE FRAME DATA

Freeze frame data at initial detection of malfunction among fuel system too lean (P0171) and fuel system too rich (P0172)

Freeze frame data when a malfunction other than those in

“1” above is detected

NOTE:

• If the malfunction which occurs later has lower priority or the same priority as the former one, the data is not updated.

JEF00087-00000

10. Erasing of freeze-frame data

The freeze-frame data is erased simultaneously when the

DTC is erased.

(1) When the DS-21 diagnosis tester is used:

Select “Erasing of DTC (Others)” of the “Vehicle communication.” Press the execution key (F1 key).

(2) When the DS-21 diagnosis tester is not used:

See page EF–58.

5.1.3 DATA LINK CONNECTOR (DLC, COMMON DESTINA-

TIONS)

The vehicle engine ECU uses the ISO14230 (Euro-OBD) protocol.

As regards the position, connector shape and pin arrangement, the DLC is in accordance with the ISO 15031-3

(SAEJ1962) and has complied with the ISO14230 format.

The OBD II serial data line (K line of ISO14230) is used for the

OBD II generic scan tool or the DS-21 diagnosis tester in order to communicate with the ECU.

Terminal No.

7

4

16

Connection/voltage or resistance Condition

Bus + line/pulse generation

Chassis ground/

↔ Body ground 10 Ω or less

Battery positive/

↔ Body ground 9 - 14 V

During transmission

Always

Always








Actuator driving

Trace record for malfunction select function

JEF00088-00051

+B

ECU-T EFI-T

REV

16 15 14 13 12 11 10 9

8 7 6 5 4 3 2 1

DLC

Body ground

ECU ground

OBD II serial data line

(K line of ISO 14230)

DLC

JEF00089-00052

EF–32

NOTE:

• With the cable of the DS-21 diagnosis tester connected to the DLC through the SST, turn ON the ignition switch. If the power indicator of the tester will not go on, conduct the following checks and repair any malfunctioning parts.

SST: 09991-87404-000

Power indicator (switch section)

JEF00090-00053

Connect the DS-21 diagnosis tester to another vehicle. Turn

ON the ignition switch.

When Power indicator of

DS-21 diagnosis tester goes on:

Malfunction on vehicle side

Check DLC, +B and earth

• Voltage check of BAT terminal

• Continuity check between terminal E and body

When Power indicator of

DS-21 diagnosis tester will not go on:

Malfunction of DS-21 diagnosis tester proper

JEF00091-00000

5.2 HOW TO PROCEED WITH TROUBLE-SHOOTING

The engine control system is equipped with diagnosis functions which are capable of diagnosing malfunctioning sections. These functions give important clues in trouble-shooting. The flow chart on the next page shows how to proceed with trouble-shooting by using these diagnosis functions.

The flow chart shows how the diagnostic trouble code check can be used effectively. Moreover, when its results are fully reviewed, you can determine whether you are going to do the trouble-shooting according to diagnosis trouble codes or the trouble-shooting according to malfunctioning phenomena.

The diagnosis of this system is equipped with a battery back-up function (a function which supplies power for diagnosis memory even if the ignition switch is turned OFF.)

NOTE:

• When no DS-21 diagnosis tester or OBD-II generic scan tool is used, the DTC or freeze-frame data in the flow chart can not be read out.

JEF00092-00000

EF–33

5.2.1 ENGINE DIAGNOSIS FLOW CHART

NOTE:

• For details of each step, refer to the next page.

Bring in malfunctioning vehicle

Inquiry with customer

Obtain full information about conditions and environment where malfunction occurred.

Check and making record of DTC/freeze-frame data

∗

Erasing of DTC/freeze-frame data

Confirmation of reproduction of malfunctioning phenomenon

Confirm phenomenon and grasp malfunctioning situation. (If phenomenon can not be reproduced, use information obtained through inquiry and malfunction reproducing method.)

Malfunctioning phenomenon exists.

No malfunctioning phenomenon exists.

Confirmation by malfunction reproducing simulation method

DTC indicated.


Recheck and record of DTC/freeze-frame data

No DTC indicated.


No DTC indicated.

No malfunctioning phenomenon exists.

Narrow down malfunctioning systems.

Basic check Visual check

Check and repair by means of chart according to DTC

Trouble-shooting according to malfunctioning phenomena

Check and repair for malfunction which occurs intermittently.

∗

NO

Final confirmation (DTC confirmation) test

Is vehicle restored to its normal state?

YES

Finish

Confirm that the malfunctioning phenomenon that customer spoke about has been remedied completely.

System is normal.

There is a strong likelihood that a malfunction occurred in the past in the wire harness or connector of the system which was indicated at time of initial DTC check.

Hence, check the wire harness or connector concerned.

JEF00093-00000

EF–34

5.2.2 INQUIRY WITH CUSTOMER

In your attempt to remove the causes for a malfunction of the vehicle, you will not able to remove the causes unless you actually confirm the malfunctioning phenomenon. No matter how long you continue operations, the vehicle may not resume the normal state unless you confirm the malfunctioning phenomenon. The inquiry with the customer is a vital information collecting activity which is to be conducted previous to the confirmation of malfunctioning phenomenon. This inquiry will provide you with an important clue in an effort to reproduce the malfunctioning phenomenon.

Furthermore, the information obtained by the inquiry can be referred to during the trouble-shooting. Hence, instead of making general questions, it is necessary to focus your questions on the items related to the malfunction.

The following five main points of the inquiry given below are the most important points in analyzing the malfunction. In some cases, the information about malfunctions which took place in the past and about the history of previous repairs, which seem to have nothing to do with the current malfunction, may prove to be helpful in solving the malfunction. Hence, it is important to obtain as much information as possible and keep them accurately in mind as reference information when trouble-shooting the malfunctioning phenomenon.

Main points in analysis of malfunction told by customer

• What? ............................... Vehicle model, name of system

• When? .............................. Date, time, frequency of occurrence

• Where?

............................. Condition of road

• Under what conditions? ... Running conditions, driving conditions, weather conditions

• What happened? ............. How customer felt about malfunctioning phenomenon

JEF00094-00000

5.2.3 CHECK, RECORD AND ERASING OF DTC/FREEZE-FRAME DATA

When the DTC of the diagnosis is indicated, it is necessary to confirm whether that a system malfunction took place in the past or is still taking place, and confirm how the malfunction is related with the reproduced malfunction. To confirm this, you have to indicate the DTC/freeze-frame data twice. That is to say, you indicate the DTC/freeze-frame data, erase the data, and confirm the malfunctioning phenomenon.

Then, you indicate the DTC/freeze-frame data again.

Please check the DTC’s (including unidentified DTC’s) by referring to the “DTC checking procedure” section. When any DTC’s are indicated, print or write down the DTC and freeze-frame data. Then, erase them by referring to the “DTC erasing procedure.” If you fail to erase the DTC at this time, you may make a wrong diagnosis, conclude that the normal circuit is malfunctioning, or face difficulty in trouble-shooting.

JEF00095-00000

EF–35

5.2.4 CONFIRMATION OF REPRODUCTION OF MALFUNCTIONING PHENOMENA

In the course of trouble-shooting, the operator can not pinpoint the cause for the malfunction unless he confirms the phenomenon. For this purpose, it is indispensable to reproduce the malfunctioning phenomenon by creating conditions and environments that are similar to those where the malfunction occurred, based on the information obtained through the inquiry with the customer.

As for phenomena which can not be reproduced easily, it is necessary to produce running conditions that are similar to those when the malfunction occurred (road surface condition, weather condition, driving condition). For this end, it is of great importance to try to reproduce the malfunction persistently by applying external factors, such as vibration (moving wire harnesses and relays by hand), heat (applying hot air) and water (applying moisture).

Vibration, heat or moisture can constitute causes for malfunction that are difficult to reproduce. Therefore, with the vehicle in a stationary state, you can perform the following malfunction reproduction simulation tests given below.

Moreover, if you presume a section (part) which can cause a malfunction and connect a tester, etc. to that section so as to confirm the malfunctioning phenomenon, you can also achieve a function evaluation of that section (part).

JEF00096-00000

MALFUNCTION REPRODUCTION SIMULATION TEST

METHODS

1. Vibration method:

When vibration is thought to be the main cause

(1) Connector

Lightly shake the connector vertically and laterally.

(2) Wire harness

Lightly shake the wire harness vertically and laterally.

The points to be checked are connector joints, the vibrating point and the section where the wire harness is passing through the body.

(3) Parts, sensors

With your finger, apply light vibrations to a part of the sensor which is presumed to be the cause for the malfunction. Check to see if the malfunction is reproduced.

NOTE:

• Be careful not to apply too strong vibration to a relay, for it can cause an open wire in the relay.

JEF00097-00054

Shake lightly

JEF00098-00055

JEF00099-00056

EF–36

2. Cool/hot method:

When a suspected section is likely causing the malfunction when it is cold or hot

Heat a component which is presumed to be causing the malfunction by using a dryer or the like.

Check to see if the malfunction occurs.

CAUTION:

• Do not heat the section beyond 60°C. (Temperature limit to assure that no damage be made to the component.)

• Do not directly heat the parts inside the ECU.

3. Water applying method:

When the malfunction is believed to occur on rainy days or under humid conditions

Apply water to the vehicle. Check to see if the malfunction occurs.

NOTE:

• Never apply water directly to the engine compartment.

By applying water to the front of the radiator, you can indirectly change the temperature and humidity.

• Never apply water directly to the electronic parts.

• If rain leaks into the vehicle compartment, rain may get into the inside of the ECU through the wire harnesses.

If the vehicle has experienced any rain leakage before, utmost attention must be paid in respect to this point.

Dryer

Malfunction

Cooling agent

JEF00100-00057

JEF00101-00058

4. Others:

When the malfunction is believed to occur when a heavy electric load is applied

Turn ON all electric loads, including the heater blower, headlights, rear window defogger, etc.

Check to see if the malfunction occurs.

ON

JEF00102-00059

EF–37

5.2.5 RECHECK AND MAKING RECORD OF DTC/FREEZE-FRAME DATA

By checking the DTC/freeze-frame data after confirming the reproduction of the malfunctioning phenomenon, it is possible to judge whether the system related to the DTC that was indicated before confirmation of the reproduction is now functioning properly or not. Then, you are to proceed to one of the following three steps.

1. When a DTC was indicated at the time of checking the DTC and the same DTC is indicated after the confirmation of reproduction of the malfunction, it indicates that the malfunction is still persisting in the diagnosis circuit. Proceed to the trouble-shooting according codes.

2. When no abnormal code is indicated, although the occurrence of malfunction was observed during the confirmation of reproduction of malfunction, a malfunction other than those related to the diagnosis system is likely taking place. Proceed to the trouble-shooting according to malfunctioning phenomena.

3. When no malfunction is observed during the confirmation of reproduction of malfunction, and the normal code is indicated at the check of the DTC, it is presumed that an abnormality, such as poor contacts at the harnesses and connectors, occurred in the past, but now they are functioning properly.

Check the harnesses and connectors of those systems related to the DTC that was indicated before the confirmation of reproduction of the malfunctioning phenomenon.

JEF00103-00000

5.2.6 BASIC CHECK

It is possible to narrow down the malfunctioning sections by performing the basic engine check, following the “basic engine check flow chart.”

JEF00104-00000

5.2.7 VISUAL INSPECTION

Check the wire harnesses and connectors of the systems that were indicated at the initial DTC check, following the procedure of the “visual and contact pressure checks.”

JEF00105-00000

EF–38

5.2.8 CHECK AND REPAIR BY CHART ACCORDING TO DTC’S

The following table shows the checking procedure. You can perform efficient and accurate trouble-shooting by utilizing the DTC indicated at the time of rechecking the DTC. Perform the trouble-shooting by following the checking procedure shown in the flow corresponding to each DTC.

The following shows an example of the engine DTC chart.

• DTC No.

This shows the diagnosis trouble code

“4-digit code/2-digit code.” The 4-digit code is in accordance with the ISO/SAE

Regulations. The 2-digit code is set forth by the DMC itself.

• Trouble area

This shows areas where malfunctions are likely occurring.

• MIL (malfunction indicator lamp)

! : MIL is illuminated.

— : MIL will not go on.

• Detection item

This item indicates a malfunctioning system or contents of malfunction.

• Malfunction evaluation method

This indicates whether the 1 trip detection logic or 2 trip detection logic is employed to evaluate a malfunction.

DTC (specified by ISO/SAE regulations) chart

NOTE:

• Vehicles for some destinations do not have certain DTC numbers that are listed in the chart.

DTC No.

P0105/31

P0110/43

P0115/42

P0116/42

Detection item Trouble area

Manifold absolute pressure/ barometric pressure circuit malfunction

Intake air temperature circuit malfunction

Engine coolant temperature circuit malfunction

Engine coolant temperature circuit range/performance problem

• Open wire or short in absolute pressure sensor

circuit

• Manifold absolute pressure sensor

• Engine ECU

• Open wire or short in intake air temperature

sensor circuit

• Intake air temperature sensor

• Engine ECU

• Open wire or short in water temperature sensor

circuit

• Engine coolant temperature sensor

• Engine ECU


• Cooling system

• Open wire or short in throttle position sensor circuit

• Throttle position sensor


MIL

1 trip

1 trip

1 trip

2 trip

!

!

!

!

JEF00106-00061

EF–39

5.2.9 CHECK AND REPAIR BY MATRIX TABLE FOR TROUBLESHOOTING ACCORDING TO MAL-

FUNCTIONING PHENOMENA

This table can be used when trouble-shooting a malfunction which persists although the normal code is indicated at time of the DTC recheck. However, before performing trouble-shooting, carry out the basic check to narrow down possible causes for the malfunction. For example, if the spark check of the basic check proves that there is no problem, it can be presumed that the ignition system is normal. Also, you can narrow down further possible causes based on the information obtained through inquiry to the customer.

NOTE:

• If any malfunction can not be detected by the diagnosis system although the malfunctioning phenomenon exists, that malfunction is not covered by the detection range of the diagnosis system or the malfunction exists in a system other than the diagnosis-related systems.

JEF00107-00000

5.2.10 CHECK OF MALFUNCTIONS WHICH OCCUR INTERMITTENTLY

Check parts where malfunctions occur intermittently, such as wire harnesses and connectors, by following the section “Check of malfunctions which occur intermittently and poor contacts.” At that time, focus checks on the circuits related to the systems of the DTC’s that were indicated at the time of initial DTC check.

JEF00108-00000

5.2.11 FINAL CONFIRMATION TEST

Confirm that the malfunctioning phenomenon pinpointed by the customer has been completely eliminated. If the remedied parts are related to the DTC, erase the DTC once and carry out the DTC confirmation test. Ensure that no DTC is indicated. At this time, for improved efficiency of operations, use the

“continuous monitoring results” function. (In the case of the

DS-21 diagnosis tester, select the “Continuous monitoring results” of the vehicle communication in CARB mode.)




Data display for freeze frame data


Front O

2

sensor test results

Rear O

2

sensor test results



JEF00109-00062

EF–40

5.3 INQUIRY SHEET

If you make an inquiry sheet in advance, as shown in the example below, you can completely make all necessary inquiries.

The following shows a standard form. This should be altered according to the characteristic of conditions of each market.

[INQUIRY SHEET]

Name of customer Vehicle model

Inquiry sheet

Engine - N/A, T/C, Transmission - 4M/T, 5M/T,

S/C, carburetor,

2WD, 4WD 2A/T, 3A/T,

Frame No.

Registration date

. .

EFI, LPG

Date of malfunction

. .

4A/T

Running distance km

Details of vehicle

Equipment:

[Sex] of customer (driver) [Age] [Occupation] [Places where vehicle is mainly used] [Parking place]

Symptom

Meteorological conditions

Engine condition

Road

Male

Poor starting

Faulty idling

Poor drive-ability

Engine stall

Driving conditions

Female

From when malfunction has started?

Frequency of occurrence

Weather

Temperature

Approx. Urban district/suburb/seacoast/mountain/others Outdoor/indoor

• No initial explosion takes place.

• Hard starting (cold engine, hot engine, always)

• Other (

• Explosion is incomplete although initial explosion takes place.

• No cranking takes place.

)

• Fast idling ineffective

• Idling speed too high

• Other (

)

• Hesitation (during start, during acceleration, during deceleration, during a certain period)

• Backfire

• Other (

• Lack of power

• Idling speed too low

• Idling unstable (cold engine, hot engine, always)

• Poor acceleration

)

• Knocking

• Poor blow

• During idling (during warming up, after warming up) • At time of starting • During running (

• Immediately after vehicle stops (Re-start possible, Re-start impossible) • Under loaded state (Air conditioner, electric load, power steering)

)

• Other (

)

• Since vehicle was purchased as a new car

• At all times • Under a certain condition (

• At all times

• Fine • Cloudy

• Temperature (about

• Rain • Snow

• Recently (

)

°C) (Spring, summer, autumn, winter) since what year/

• Other (

• Sometimes

• When cold

• Urban district month )

)

• After warming-up

• Suburb

• During warming-up (Water temperature about

• Highway • Mountainous road (Uphill, downhill)

• No relation • During racing under no load

• During running (Vehicle speed: km/h, Engine speed:

• During turn (right curve, left curve) rpm, MT Which gear?)

°C)

Other situations

State of malfunction indicator lamp (MIL)

• Illuminated or flashing at all times • Illuminated or flashing sometimes • Will not go on.

Indication of DTC

• Reading out by using OBD II generic scan tool or DS-21 diagnosis tester

• Reading-out of MIL flashing pattern by shorting terminal T

During checking

2nd time

• Normal

• Normal

• Malfunction code (

• Malfunction code (

)

)

JEF00110-00063

Revision 2

EF–41

5.4 DTC CHART SPECIFICATIONS FOR M101, M201, J102 AND S221

The parameters indicated in the table may vary, depending upon the system types and specifications. This applies to vehicles for all destinations.

For details of the checking of each code, refer to the DTC chart for each code.

YEF00015-00000

5.4.1 DTC CHART SPECIFICATIONS

1. Codes specified by ISO/SAE

DTC No.

P0105/31

P0110/43

P0115/42

P0116/42*

1

P0120/41

P0130/21

P0133/21*

1

P0135/23*

1

P0136/22*

1

P0141/24*

1

P0171/25

P0172/26


Manifold absolute pressure/ barometric pressure circuit malfunction

Intake air temp. circuit malfunction

Engine coolant temp. circuit malfunction

Engine coolant temp. circuit range/performance problem

Throttle/pedal position sensor/switch “A” circuit malfunction

Oxygen sensor circuit malfunction (Bank 1 sensor 1)

Oxygen sensor circuit slow response

(Bank 1 sensor 1)

Oxygen sensor heater circuit malfunction

(Bank 1 sensor 1)

Oxygen sensor circuit malfunction (Bank 1 sensor 2)

· Open wire or short in manifold absolute pressure sensor circuit

· Manifold absolute pressure sensor

· Engine ECU

· Open wire or short in intake air temp. sensor circuit

· Intake air temp. sensor

· Engine ECU

· Open wire or short in water temp. sensor circuit

· Engine coolant temperature sensor

· Engine ECU

· Engine coolant temp. sensor

· Cooling system

· Open wire or short in throttle position sensor circuit

· Throttle position sensor

· Engine ECU

· Air induction system

· Fuel pressure

· Injector injection

· Open wire or short in heated oxygen sensor circuit

· Heated oxygen sensor

· Air induction system

· Fuel pressure

· Injector injection

· Open wire or short in heated oxygen sensor circuit

· Heated oxygen sensor

· Engine ECU

· Open wire or short in heater circuit of oxygen sensor

· Oxygen sensor heater

· Engine ECU

· Open wire or short in heater circuit of oxygen sensor

· Oxygen sensor

· Engine ECU

Oxygen sensor heater circuit malfunction (Bank 1 sensor 2)

Fuel trim system too lean

(Air-fuel ratio lean malfunction, bank 1)

Fuel trim system too rich

(Air-fuel ratio rich malfunction, bank 1)

· Same as DTC No. P0135/23

· Air intake (hose loose)

· Fuel line pressure

· Injector blockage or leakage

· Open wire or short in oxygen sensor circuit

· Oxygen sensor

· Manifold absolute pressure sensor

· Engine coolant temperature sensor

· Gas leakage on exhaust system

· Purge VSV for EVAP

· Engine ECU


1 trip

1 trip

1 trip

2 trip

1 trip

2 trip

2 trip

2 trip

2 trip

2 trip

2 trip

2 trip

MIL

!

!

!

!

!

!

!

!

!

!

!

!

YEF00016-00000

EF–42

P0340/14

P0420/27*

1

P0443/76

P0505/71

P0710/38*

3

P0711/38*

3

P0715/37*

3

P0720/42*

3

P0725/86*

3

P0753/61*

3

P0758/62*

3

P0763/63*

3

P0768/64*

3

P0773/65*

3

DTC No.

P0300/17*

1

P0301/17 *

1

P0302/17 *

1

P0303/17 *

1

P0304/17 *

1

P0314/—*

P0325/18*

P0335/13

P0500/52*

P0500/52

1

4

6


Random/multiple cylinder misfire detected

Misfire detected

-Cylinder 1

-Cylinder 2

-Cylinder 3

-Cylinder 4

Single cylinder misfire

(Cylinder not specified)

(EU regulation)

Knock sensor 1 circuit malfunction

Crankshaft position sensor

“A” circuit malfunction

Camshaft position sensor circuit malfunction

Catalyst system efficiency below threshold

Evaporative emission control system purge control valve circuit malfunction

Vehicle speed sensor malfunction

Vehicle speed sensor malfunction

Idle control system malfunction

• Ignition system

• Injector

• Fuel pressure

• Compression pressure

• Valve clearance

• Valve timing

• Ion current sensor


• Open wire or short in engine wire

• Connector connection


• Engine ECU

• Open wire or short in knock sensor 1 circuit

• Knock sensor 1 (looseness)

• Engine ECU

• Open wire or short in crank angle sensor circuit

• Crank angle sensor

• Signal rotor

• Engine ECU

• Open wire or short in cam angle sensor circuit

• Cam angle sensor

• Engine ECU

• Three-way catalytic converter

• Open wire or short in (heated) oxygen sensor circuit

• (Heated) oxyger sensor

• Open wire or short in VSV circuit for EVAP

• VSV for EVAP

• Engine ECU

• Open wire or short in vehicle speed sensor circuit

• Combination meter

• Vehicle speed sensor

• Engine ECU


• Open wire or short in signal line from A/T ECU or

ABS ECU or vehicle speed sensor

• Engine ECU or A/T ECU or ABS ECU


• Open wire or short in ISC valve circuit

• Engine ECU

Transmission fluid temperature sensor circuit malfunction

Transmission fluid temperature sensor circuit range/performance

Turbiue speed sensor circuit malfunction

Output speed sensor circuit malfunction

Engine speed input circuit malfunction

Solenoid No. 1

Refer to the AT section

Solenoid No. 2

Solenoid No. 3

Duty solenoid

Lock up solenoid circuit malfunction


2 trip

1 trip

1 trip

1 trip

2 trip

2 trip

2 trip

2 trip

1 trip

1 trip

2 trip

1 trip

2 trip

2 trip

1 trip

1 trip

1 trip

1 trip

1 trip

MIL

MIL flashing during misfire detection

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

JEF00114-00000

Revision 1

EF–43

2. Codes specified by DMC

DTC No.

P1105/32*

1

P1130/29*

5

P1300/36*

1

P1346/75

P1349/73

P1510/54

P1520/51

P1530/44

P1560/61

P1600/83*

2

P1601/81*

2

P1602/82*

3

P1656/74

P1703/72*

3

P1780/66*

3


Barometric pressure sensor circuit malfunction

A/F adjuster circuit malfunction

Ion system malfunction

VVT sensor circuit range/ performance problem

VVT system malfunction

Starter signal circuit malfunction

Switch signal circuit malfunction

A/C evaporator temp. sensor circuit malfunction

ECU back up power source circuit malfunction

Immobilizer signal malfunction

Immobilizer signal circuit malfunction

Serial communication problem between EFI ECU and A/T ECU

OCV circuit malfunction

• Engine ECU

• Open wire or short in A/F adjuster circuit malfunction

• A/F adjuster

• Engine ECU

• Open wire or short in Ion system circuit

• Ignitor unit

• Ignition coil (All cylinders)

• Spark plug (All cylinders)

• Engine ECU

• Mechanical system (Skipping teeth of timing chain, wrong installation of timing chain and chain tensioner)

• Engine ECU

• Valve timing

• OCV

• VVT controller assembly

• Engine ECU

• Open wire in starter signal circuit

• Engine ECU

• Open wire or short in A/C switch circuit

• A/C switch

• Open wire or short in linear throttle sensor circuit

• Linear throttle sensor

• Open wire or short in neutral start switch circuit

• Neutral start switch

• Open wire or short in A/C evaporator temp. sensor circuit

• A/C evaporator temp. sensor

• Engine ECU

• Open wire in back up power source circuit

• Engine ECU

• Engine ECU

• Open wire or short in immobiliger signal circuit

• Immobilizer ECU

• Engine ECU

• Open wire or short in serial communication circuit

• A/T ECU

• Engine ECU

• Open wire or short in OCV circuit

• OCV

• Engine ECU

Lock-up clutch status malfunction

Refer to AT section

Switch solenoid


MIL

1 trip

!

1 trip

2 trip

2 trip

2 trip

2 trip

1 trip

1 trip

1 trip

1 trip

1 trip

1 trip

1 trip

2 trip

1 trip

—

!

!

!

!

—

—

!

—

—

!

!

!

!

sEF00053-00000

EF–44

Revision 2

NOTE:

• MIL ..... Malfunction indicator lamp.

However, in the case of A/T vehicles of M101 and M201, the 2-digit codes of DTC No. can be read out through the flashing pattern of the D range lamp.

In the other hand, in case of A/T vehicles of J102 and S221, the 2-digit codes of DTC No.

can be read out through the flashing pattern of the O/D OFF lamp.

• When the “O” mark is shown in the MIL column, the lamp will go on for that DTC No., but when the

“—” mark is shown, the lamp will not go on for that DTC No. However, the data other than the switch signal system (P1520/51) are memorized in the backup memory. Therefore, it is possible to read out the DTC No. by using the diagnosis tester DS-21.

• DTC No. with *1 mark ..... Only for European specifications

But, only in the case of DTC No. P0314, it is possible to read out this DTC

No. by means of the “continuos monitoring results” function of the CARB mode.

• DTC No. with *2 mark ..... Only for vehicles with immobilizer

• DTC No. with *3 mark ..... Only for vehicles with electronically-controlled A/T

• DTC No. with *4 mark ..... Not provided only for European specifications

• DTC No. with *5 mark ..... Only for leaded specifications of J102 and S221

• DTC No. with *6 mark ..... Low-grade vehicles of J102 except for A/T vehicle and S221

YEF00017-00000

Revision 2

EF–45

5.5 FAIL-SAFE FUNCTION FOR M101, M201, J102 AND S221

When any of the following DTC’s has been detected, the ECU enters the fail-safe mode in order to make it possible for the vehicle to drive for evacuation and to ensure safety. When the malfunction is remedied to a normal condition, the fail-safe control will be released.

However, the diagnosis results will remain memorized. Hence, it is necessary to determine whether the malfunction still persists or not.

YEF00018-00000

5.5.1 FAIL-SAFE SPECIFICATIONS

DTC No.

P0105/31

P0110/43

P0115/42

P0120/41

P0136/22*

1

P0325/18*

3

P1105/32*

1

P1300/36*

1

P1349/73

P1530/44

P1600/83*

2

P1601/81*

2

Detected item

When the signal from the intake manifold pressure sensor exhibits an open wire or short circuit

Fail-safe operation

• The signal from the intake manifold pressure sensor is set to the value determined from the throttle opening angle, engine revolution speed and ISC opening angle.

• The ignition timing is changed to the control based on the pressure determined from the engine revolution speed and the above value.

• The fuel will be cut when the throttle opening angle and engine revolution speed exceeds the respective set values.

When the signal from the intake air temperature sensor exhibits an open wire or short circuit

• The signal from the water temperature sensor is set to a constant value.

When the signal from the engine coolant temperature sensor becomes open or shorted.

• The signal from the engine coolant temperature sensor becomes a constant value.

• At this time, the radiator fan is turned on.

(Except for EU spec.)

When the signal from the throttle position sensor exhibits an open wire or short circuit

• The signal from the throttle position sensor is set to a constant value.

When an abnormality is encountered in the signal from the rear O

2

sensor

• The feedback of the rear O

2

sensor is stopped

• The correction coefficient of the feedback of the rear O

2

sensor is set to the value determined from the engine revolution speed and pressure.

When the signal from the knock sensor becomes open or shorted.

• The ignition timing is retarded.

When the signal from the atmospheric pressure sensor exhibits an open wire or short circuit

• The signal from the atmospheric pressure sensor is set to a constant value.

When the Ion current signal from the ignitor unit becomes open or shorted.

• The ignition timing is retarded.

When an abnormality is encountered in the valve timing control

• The learning of the most retard timing is prohibited.

• The control of air-to-fuel ratio learning is prohibited.

• The idle speed control is changed.

When the signal from the evaporator temperature sensor exhibits an open wire or short circuit for more than a certain length of time

• The air conditioner will be cut.

When abnormality occurs in writing and reading-out of the rolling codes into/from the E 2 PROM during the immobilizer communication

When the rolling codes cannot be exchanged between the EFI ECU and the immobilizer ECU or the rolling codes are not matched

• The injection and ignition are prohibited.

(Only for vehicles with the EU, Israel, AUS and Saudi Arabian specifications)

YEF00019-00000

EF–46

DTC No.

P1602/82

P1656/74

Detected item Fail-safe operation

When the signal from A/T ECU or from the EFI ECU becomes open or shorted.

• The signal from the A/T ECU or from the EFI ECU becomes a constant value.

When an abnormality is encountered in the control voltage of the oil control valve for more than a certain length of time

• The continuity control of the oil control valve is prohibited.

NOTE:

• DTC No. with *1 mark ..... Only for vehicles with European specifications

• DTC No. with *2 mark ..... Only for vehicles equipped with immobilizer

• DTC No. with *3 mark ..... Except for vehicles with European specifications

JEF00118-00000

EF–47

5.6 MATRIX TABLE FOR TROUBLE-SHOOTING ACCORDING TO MALFUNCTIONING

PHENOMENA

In cases where no malfunction code was detected during the DTC check and no malfunction can be still confirmed during the basic check, perform the trouble-shooting, referring to the following table.

See page

Suspect area

Malfunction phenomena

Engine does not crank (Does not start)

Engine cranks normally (Difficult to start)

No initial combustion takes place

Although initial combustion takes place, combustion is not complete

Hard starting (during cold period)

Hard starting (during hot period)

Fast idle is not effective

Idle revolution speed is too low

Idle revolution speed is too high

Unstable/Rough idling

Hunting during idling

Engine stalls when accelerator pedal is depressed

Engine stalls when accelerator pedal is released

Engine stalls during idling

Engine stalls when A/C switch is turned on

Engine stalls when shifting from N to D

Hesitation during acceleration period

Hunting during running

Lack of output

Knocking

Back fire/After fire

JEF00119-00000

EF–48

5.7 CHECKING PROCEDURE FOR COMMON ITEMS IN CHART

1. For proper trouble-shooting, the detailed checking procedure for each circuit in the chart according to the DTC chart or the chart according to malfunctioning phenomena is provided later on.

2. If the trouble-shooting for all components, wire harnesses and connectors, except for the ECU, reveals that no malfunction is occurring, most likely the ECU is malfunctioning. Therefore, if the diagnosis has been carried out without any malfunction, then the ECU will be checked and eventually replaced even though no malfunction has been found in the ECU. Hence, make sure that any malfunctioning phenomenon is occurring. Or, in cases where no malfunction is occurring, be sure to proceed with the checks, using the malfunction reproduction simulation test method.

3. Each of the procedures “Check of Wire Harnesses and Connectors,” “Check of Malfunction which

Occurs Intermittently” and “Check and Replacement of ECU” appearing in the checking procedure is an element operation common in each system check (checking procedure) and can apply to various systems. Hence, the checks should be conducted, following these procedures as summarized below.

JEF00120-00000

5.7.1 CHECK OF WIRE HARNESSES AND CONNECTORS

Malfunctions of the wire harness and connectors are caused by an open wire or short circuit.

Open Wire: This is caused by detached wire harness, poor contact inside the connector, detached connector terminal, and so forth.

NOTE:

• The wires are rarely cut at the center. In most cases, an open wire occurs at the connectors. Particularly, the connectors of the sensor and actuator should be checked very carefully.

• Poor contact is caused by rust formation at the connector terminal, foreign substances adhered to the terminal, or drop in the contact pressure between the male and female terminals of the connector.

Simply disconnect the connector once, and then, reconnect it. It may change the contacting condition, thus returning to the normal operation.

Hence, if no abnormality was found when the wire harness and connector were checked during the troubleshooting, and if the malfunction ceases to exist after completion of the checks, then the wire harness or connector was most likely causing the malfunction.

Loosen

Tension

JEF00121-00064

JEF00122-00065

EF–49

Short Circuit: This is caused by a short circuit between the wire harness and the body ground or by an internal short circuit of the switches, etc.

NOTE:

• If a short circuit is present between the wire harness and the body ground, thoroughly check to see if the wire harness is caught in the body, if the wire is rubbed and the insulator section is ruptured, thus contacting other parts, and if the wire is clamped properly.

Continuity check (check for open wire)

1. Disconnect the connector on both sides of the ECU and sensor.

Sensor side

JEF00123-00066

ECU side

JEF00124-00067

2. Measure the resistance between the relevant terminals of the connector.

Resistance: 10

Ω or less

JEF00125-00068

NOTE:

• Lightly shake the wire harness in a longitudinal direction as well as in a horizontal direction when the resistance is measured.

• In the case of non-waterproof connectors, the test probe should be inserted into the connector from each wire harness side.

• In cases where the waterproof connector is checked without removing the waterproof rubber, be very careful not to deform the connector terminal when applying the test probes.

Sensor side

Ω

Tester probes

JEF00126-00069

ECU side

JEF00128-00071

EF–50

Check of resistance (check for short circuit)

1. Disconnect the connector on both sides.

2. Measure the resistance between the relevant terminal of the connector and the body ground. Moreover, be sure to check for the connectors on both sides.

Resistance: 1 M

Ω or more

NOTE:

• Lightly shake the wire harness in a longitudinal direction as well as in a horizontal direction when the resistance is measured.

Sensor side

Ω

ECU side

JEF00129-00072

JEF00130-00073

5.7.2 VISUAL INSPECTION AND CONTACT PRESSURE

CHECK

1. Disconnect the connectors on both sides of the relevant harness.

2. Visually check that no rust formation is present at the connector terminal section. Also, check that no foreign substance is admitted.

3. Check the staked section for looseness and damage.

Moreover, check that the terminal will not be detached by lightly pulling the wire harness from the connector.

4. Prepare the same male terminal as that of the connector terminal. Insert it into the female terminal and check the pulling force.

The terminal having a smaller pulling force, compared with other terminals, may cause poor contact.

NOTE:

• In cases where rust formation is present at the terminal section, foreign substances have been admitted, or the contact pressure has dropped between the male terminal and the female terminal, the contact condition may change by disconnecting and reconnecting the connector once, thus resulting in “No malfunction.”

Therefore, if the check results of the wire harness and connector reveal that there is no malfunction, confirm the malfunctioning phenomenon. At this time, if no malfunctioning phenomena is reproduced, most likely the poor contact between the male terminal and the female terminal was causing the malfunction.

Pull lightly

Looseness of staked section

JEF00131-00074

Male terminal for check

JEF00132-00075

EF–51

5.7.3 CHECK FOR MALFUNCTION WHICH OCCURS IN-

TERMITTENTLY AND POOR CONTACT

Occasionally the relay or solenoid becomes seized. However, most malfunctions which occur intermittently are temporary open wires caused by a poor connection or wrong wiring inside the circuit.

Therefore, perform the check, observing the following points.

1. Check the connector and terminal.

Perform the check for the items related to open wire under

“Check of Wire Harness and Connector” on page EF–48.

2. Visual Inspection and Contact Pressure Check

Perform the check, following the items under “Visual

Inspection and Contact Pressure Check” on page EF–50.

JEF00133-00000

5.7.4 CHECK AND REPLACEMENT OF ECU

First, check the ground circuit of the ECU. If any malfunction is found, repair the ground circuit. If no malfunction is found, replace the ECU.

1. Disconnect the ECU connector. Check the ground terminals E1 and E2 on the ECU side and wire harness side for bending. Also, check the contact pressure.

2. Measure the resistance between each of the ECU ground terminals E1 and E2 (harness side) and the body ground.

Moreover, measure the voltage across the power supply terminal (harness side) and the body ground.

Resistance: 10

Ω or less

Voltage: Battery voltage

NOTE:

• When the ECU ground circuit is checked, there are cases where the contact condition of the terminal may change by disconnecting and reconnecting the connector, thus resulting in “No malfunction.” Therefore, if the check results of the ECU ground circuit reveal that there is “no malfunction,” again connect the ECU connector to confirm that the malfunction occurs. Then, you can judge that the ECU unit is faulty.

ECU side

Ground

Wire harness side

JEF00134-00076

Wire harness side

Ω

Ground

JEF00135-00077

EF–52

5.8 CHECKING PROCEDURE FOR DTC

Prior to the check, check the malfunction indicator lamp (MIL), following the procedure given below.

5.8.1 CHECK OF MALFUNCTION INDICATOR LAMP

1. Ensure that the malfunction indicator lamp goes on when the ignition switch is turned ON, but with the engine not running.

NOTE:

• If the malfunction indicator lamp (MIL) fails to go on, perform the trouble-shooting for the combination meter.

2 Ensure that the malfunction indicator lamp goes out when the engine starts.

If the lamp remains illuminated or is flashing, the diagnosis system is detecting a malfunction. Therefore, a DTC is memorized in the ECU.

If no DTC is memorized in the ECU, perform the troubleshooting for the malfunction indicator lamp circuit.

5.8.2 CHECK OF DTC, USING DS-21 DIAGNOSIS TESTER

OR OBD II GENERIC SCAN TOOL

1. Prepare the DS-21 diagnosis tester or OBD II generic scan tool.

2. With the ignition switch turned OFF, connect the DS-21 diagnosis tester or the OBD II generic tester to the data link connector (DLC) located at the lower section of the instrument panel on the driver’s seat side. At this time, the DS-

21 tester should be connected to the DLC with the following SST interposed, and the OBD II generic tester should be connected directly.

SST: 09991-87404-000

3. Turn ON the ignition switch and turn ON the main switch of the tester.

H

C

F

E

Extinguished

30

40

50

60

80 100

60

40

20

10

0

20

0 km/h

2

3 D

4

JEF00136-00078

400 rpm

Illuminated

200 rpm

Hysteresis

JEF00137-00079

DLC

JEF00138-00080

4. Check the DTC and freeze-frame data. Print them out or write them down.

(For the operating procedure, refer to the instruction manual of the tester.)

In cases where the OBD II generic scan tool is used, it is possible to take a reading of only the DTC’s provided for in the ISO/SAE. It is, however, impossible to take a reading of the DTC’s specified by the DMC.





Erasing of DTC (Other)




Actuator driving


JEF00139-00081

(1) Furthermore, as regards the check of unidentified twotrip DTC (DTC that has been detected only once), select the “Continuous monitoring results” of the “vehicle communication” in CARB mode and press “F1” key. If any DTC has been detected, it will be indicated.

(2) In this case, too, the OBD II generic scan tool will indicate only the DTC’s provided for in the ISO/SAE. It is impossible to take a reading of DTC’s specified by the

DMC.

EF–53




Data display for freeze frame


Front O

2

sensor test results

Rear O

2

sensor test results



JEF00140-00082

DTC indication sample

Indication of code

P0105

Pressure sensor

P0110


P0115

Press “F1” key.

Freeze frame data indication sample

Data display

ECT

RPM

ITA

–30

°C

0.0 rpm

–1.0

°

MAP

VS

TAU

146 kPa

0 Km/h

0.00 mS


Press “F1” key.

JEF00141-00083

5. After completion of the check, turn OFF the main switch of the tester and ignition switch. Disconnect the SST from the data link connector. Then, disconnect the tester from the

SST.

JEF00142-00000

5.8.3 CHECK OF DTC WITHOUT USING DS-21 DIAGNOSIS

TESTER OR OBD II GENERIC SCAN TOOL

1. With the ignition switch turned OFF, connect the following

SST to the data link connector (DLC) located at the lower section of the instrument panel on the driver’s seat side.

SST: 09991-87404-000

Data link connector (DLC)

SST connector

SST

JEF00143-00084

EF–54

2. Connect the terminal between the EFI test terminal and the earth terminal of the SST connector with a jump wire as indicated in the illustration.

SST: 09991-87403-000

3. Turn the ignition switch to the “ON” position. At this time,

Be careful not to start the engine.

EFI test terminal

SST connector

Earth terminal

SST

JEF00144-00085

4. Read out the diagnostic trouble code (DTC) by observing the flashing number of the malfunction indicator lamp.

JEF00145-00086

5. The illustration shows an example of the flashing pattern of the normal code.

The engine check lamp glows for 0.25 second, right after the ignition switch has been turned ON. After a lapse of

0.25 second, the check engine lamp again glows for

0.25 second.

Then, this pattern will be repeated.

Glowing

0.25 Sec.

6. The illustration shows an example of the flashing pattern of the code No. 21.

The diagnosis code is composed of two digits. These two numbers are indicated by blinking of the check engine lamp. Four seconds after the ignition switch has been turned ON, the check lamp indicates first the number of the tens digit of the diagnosis code by glowing the same times as the number. The lamp glows for 0.5 second each time and then it is extinguished for 0.5 second. After a pause of 1.5 seconds, the check lamp indicates the number of the units digit of the diagnosis code by glowing the same times as the number. The lamp glows for 0.5 second each time and then it is extinguished for 0.5 second. Then, this pattern will be repeated after a pause of 4 seconds.

Extinguished

0.25 Sec.

JEF00146-00087

In case of malfunction code number 21

0.5 Sec.

0.5 Sec.

0.5 Sec.

Glowing

Extinguished

4 Sec.

1.5 Sec.

JEF00147-00088

EF–55

7. The illustration shows an example of the flashing pattern of the codes No. 21 and 31.

In cases where plural malfunction codes have been detected, the two-digit diagnosis codes are indicated in the sequence of the code number, starting from a smaller number. Each diagnosis code is indicated in the above described pattern. A pause of 2.5 seconds occurs between the outputs of respective diagnosis codes, thus separating one from the others. After all of the plural diagnosis codes that have been detected are indicated, the check engine lamp is extinguished for four seconds. Then, the detected plural diagnosis codes will be indicated again.

In case of malfunction code number 21 and 31

Glowing

Extinguished

2.5 Sec.

4 Sec.

JEF00148-00089

8. For the details of malfunctions, refer to the DTC chart.

9. After completion of the check, disconnect the jump wire and turn OFF the ignition switch.

Then, disconnect the SST from the DLC.

NOTE:

• In cases where plural malfunction codes have been detected, the indication will be made progressively, starting from the smaller number to the larger number.

• In cases where the DS-21 diagnosis tester or the

OBD II generic scan tool is not used, it is impossible to take a reading of unidentified two-trip DTC from the

SST connector.

JEF00149-00000

EF–56

NOTE:

• When malfunctioning phenomena are to be reproduced without using the DS-21 diagnosis tester or OBD II generic scan tool, follow the procedure given below to detect the DTC.

(1) It is assumed that 2 trip detection logic is used for the DTC detection.

(2) Therefore, after a malfunctioning phenomenon is first reproduced, turn OFF the ignition switch.

(3) Then, repeat the same reproduction procedure once again.

(4) When the malfunction is reproduced again, the malfunction indicator lamp goes on and the DTC is

memorized in the engine ECU. For reading out of the DTC, refer to page EF–53.

JEF00150-00000

NOTE:

• When malfunctioning phenomena are to be reproduced with the DS-21 diagnosis tester or OBD II generic scan tool connected to the DLC, the “Continuous monitoring results” function can be used. (In the case of the DS-21 diagnosis tester, select the “Continuous monitoring results” of the “Vehicle communication” in CARB mode.)

This function makes it possible to indicate the DTC when the malfunctioning phenomenon is first reproduced.

(Request of onboard monitoring test results of ISO

15031-5 Continuous monitoring system)




Data display for freeze frame


Front O

2

sensor test results

Rear O

2

sensor test results



JEF00151-00090

EF–57

5.9 ERASING PROCEDURE FOR DTC

The DTC and freeze-frame data can be erased through the following methods.

1. The DS-21 diagnosis tester or OBD II generic scan tool is used to erase the DTC.

(For the operating procedure, refer to the instruction manual.)

2. The power supply to the ECU is shut off to erase the DTC without using the DS-21 diagnosis tester or OBD II generic scan tool.

(Disconnect the negative (–) terminal from the battery or detach the EFI fuse.)

JEF00152-00000

5.9.1 WHEN DS-21 DIAGNOSIS TESTER OR OBD II

GENERIC SCAN TOOL IS USED:

1. In the same way as the check of DTC, connect the DS-21 diagnosis tester to the data link connector (DLC) with the following SST interposed. Or, connect the OBD II generic scan tool directly.

SST: 09991-87404-000

DLC

2. Turn ON the ignition switch. Then, turn ON the main switch of the tester.

3. In the case of the DS-21 diagnosis tester, erase the DTC by using the “Erasing of DTC (Only EU spec. AT)

(Electronically-controlled A/T vehicles for EU spec. only) or Erasing of DTC (Others) (Except for electronically-controlled A/T vehicles for EU spec.) of the “Vehicle communication” in DAIHATSU mode.”

4. After completion of the erasing, turn OFF the main switch of the tester and ignition switch. Disconnect the SST from the data link connector and disconnect the DS-21 diagnosis tester from the SST. Or, disconnect the OBD II generic scan tool.

JEF00153-00091








Actuator driving


JEF00154-00092

EF–58

5.9.2 WHEN DS-21 DIAGNOSIS TESTER OR OBD II

GENERIC SCAN TOOL IS NOT USED:

Erasure by disconnecting EFI fuse

To erase the diagnostic trouble codes (DTCs) memorized in the ECU after malfunctions have been repaired, disconnect the EFI fuse from the relay block for at least 30 seconds with the ignition switch turned OFF.

[When ambient temperature is about 20°C.]

NOTE:

• It is possible to complete this erasing for approximately

30 seconds. In some cases, however, it may take longer.

Furthermore, the erasing can be made by disconnecting the circuit, such as the battery power supply and fusible link. In cases where the battery terminal is to be disconnected, record the radio channels in advance.

After completion of the operation, set the radio channels the same as before.

• In cases where the same malfunction (DTC) cannot be detected again during the 40 cycles of the engine warming-up, the DTC and freeze-frame data will be automatically erased from the ECU memory. (Only in the case of vehicles with EU specifications)

• Warming-up cycle

The warming-up cycle refers to a driving cycle that sufficiently allows the water temperature to rise by at least

22°C above the temperature at the time of engine starting and to reach at least 70°C.

• Driving cycle

The driving cycle consists of the engine starting and engine stopping.

FUEL

PUMP

RAD

EFI (ST)

(MGC)

NOTICE

•

•USE THE DESIGNATED FUSES ONLY.

AM

60 A

(ABS)

50 A

TAIL

40 A

HEAD

30 A

RAD

30 A

JEF00155-00093

Revision 2

EF–59

5.10 BASIC ENGINE CHECK FLOW CHART

When the ECU is detecting no DTC during the reproduction test of malfunctioning phenomena and when no abnormality is found by the visual inspection, it is necessary to progressively perform the trouble-shooting for circuits which are most likely causing the malfunctions.

In many cases, sections causing malfunctions can be narrowed down quickly and effectively by performing the basic engine check indicated in the following flow chart. Therefore, it is very important to perform this check for the engine trouble-shooting.

YEF00020-00000

5.10.1 BASIC ENGINE CHECK (page 1 of 3) FOR M101, M201 and J102

1

2

3

4

Is the battery voltage 11 V or more with the engine in a stopped state?

YES

Does the engine crank?

YES

Does the engine start?

YES

Check the engine idle speed

1. Warm up the engine, until the engine coolant temperature reaches 90

°C or more.

2. Turn OFF all electric load switches (including A/C switch).

3. In the case of M/T vehicles, set the transmission to neutral. (In the case of A/T vehicles, set the shift lever to the “P” position.)

4. Connect the DS-21 tester to the DLC with the SST interposed, or connect the OBD

2 generic scan tool to the DLC directly.

Then, check the idle speed.

SST: 09991-87404-000

NO

NO

NO

NO

Charge the battery or replace it.

Go to “Matrix Table for Trouble-Shooting According to Malfunctioning Phenomena” on page EF–47.

Go to Step 6.

• When DS-21 diagnosis tester or OBD 2 generic scan tool is not used:

Tachometer terminal

(REV)

Earth

SST


5. When the DS-21 tester or OBD 2 generic scan tool is not used, connect a tachometer to the REV terminal.

Spec.: 650 - 750 rpm

(M/T & A/T vehicles)

YES

5 Check the ignition timing

1. When the DS-21 diagnosis tester is not used, connect the terminal T of the SST connector to the earth terminal, using a jump wire.

SST: 09991-87403-000

• When DS-21 diagnosis tester is not used:

Test

SST

SST

When the DS-21 diagnosis tester is used, select the “T terminal ON” of the actuator driving so as to short the terminal T.

2. Attach the clip of the timing light to the wire harness for timing light connection.

3. Is the timing mark of the crankshaft within a range of the indicator for ignition timing check provided on the timing chain cover?

Spec.: 6

± 2° (BTDC)

NOTE:

• After checking, release the shorting of the terminal T by using the “Actuator driving” function.

YES

Go to “Matrix Table for Trouble-Shooting

According to Malfunctioning Phenomena” on page EF–47.

NO

Timing mark

6

± 2°

Earth

• When DS-21 diagnosis tester is used:

Actuator driving

T terminal ON

T terminal OFF

T terminal released select function

Check the timing chain for wrong assembling. Also, check the plunger protruding amount of the tensioner.

YEF00021-00014

EF–59-1

Revision 1

5.10 BASIC ENGINE CHECK FLOW CHART (S221)

When the ECU is detecting no DTC during the reproduction test of malfunctioning phenomena and when no abnormality is found by the visual inspection, it is necessary to progressively perform the trouble-shooting for circuits which are most likely causing the malfunctions.

In many cases, sections causing malfunctions can be narrowed down quickly and effectively by performing the basic engine check indicated in the following flow chart. Therefore, it is very important to perform this check for the engine trouble-shooting.

sEF00022-00000

5.10.1 BASIC ENGINE CHECK (page 1 of 3) FOR S221

NO

1

2

3

4

Is the battery voltage 11 V or more with the engine in a stopped state?

YES

Does the engine crank?


YES

YES

Check the engine idle speed

1. Warm up the engine, until the engine coolant temperature reaches 90

°C or more.

2. Turn OFF all electric load switches (including A/C switch).

3. In the case of M/T vehicles, set the transmission to neutral. (In the case of A/T vehicles, set the shift lever to the “P” position.)

4. Connect the DS-21 tester to the DLC with the SST interposed, or connect the OBD II generic scan tool to the DLC directly.

Then, check the idle speed.

SST: 09991-87404-000

NO

NO

NO

Charge the battery or replace it.


Go to Step 6.

• When DS-21 diagnosis tester or OBD II generic scan tool is not used:

SST connector

Tachometer terminal

Earth

SST


• When DS-21 diagnosis tester is

not used:

5. When the DS-21 tester or OBD II generic scan tool is not used, connect a tachometer to the REV terminal.

Spec.: 600 - 700 rpm (M/T)

650 - 750 rpm (A/T)

YES

5 Check the ignition timing

1. When the DS-21 diagnosis tester is not used, connect the terminal T of the SST connector to the earth terminal, using a jump wire.

SST: 09991-87403-000

Test

SST

When the DS-21 diagnosis tester is used, select the “T terminal ON” of the actuator driving so as to short the terminal T.

2. Attach the clip of the timing light to the wire harness for timing light connection.

3. Is the timing mark of the crankshaft within a range of the indicator for ignition timing check provided on the timing chain cover?

Spec.: 6

± 2° (BTDC)

NOTE:

• After checking, release the shorting of the terminal T by using the “Actuator driving” function.

YES



NO

6

± 2°

Timing mark

SST

Earth


Actuator driving

T terminal ON

T terminal OFF

T terminal released

Check the timing chain for wrong assembling. Also, check the plunger protruding amount of the tensioner.

select function sEF00023-00015

EF–60

Revision 2

BASIC ENGINE CHECK (page 2 of 3) FOR M101, M201 and J102

6 Fuel pressure check (simple check)

1. Ensure that the fuel tank is filled with sufficient fuel.

2.

When DS-21 diagnosis tester is not used:

(1) Remove the fuel pump relay and connect a jump wire, as indicated in the illustration.

SST: 09991-87403-000

(2) Check that the pulsation damper screw rises when the ignition switch is turned ON.

3.

When DS-21 diagnosis tester is used:

(1) Connect the DS-21 diagnosis tester to the DLC with the SST interposed.

SST: 09991-87404-000

(2) Turn ON the ignition switch.

Then, select the “Fuel pump driving” of the actuator driving among the individual functions so as to drive the fuel pump. Does the pulsation damper screw rise?

Jump wire

EFI


Relay block

FUEL

PUMP

[DEFG] RAD

EFI

[ST] [HEAD]

[MGC]

NOTICE

USE THE DESIGNATED FUSES ONLY.

A2 82661-97218

AM

60 A

(ABS)

50 A

(EPS)

30 A

TAIL

40 A

HEAD

30 A

RAD

30 A


Actuator driving

Fuel pump driving

Fuel pump stopped

Fuel pump released select function

NO

YES

7

Spark check


2. Remove the IG coils and spark plugs

(all cylinders #1, 2, 3 and 4).

3. Install the spark plug to the IG coil. Connect the IG coil connector to the IG coil.

4. Ground the spark plug.

5. Crank the engine. At this time, check to see if each spark plug sparks.

Is it in a good condition?

NO

YES

8 Confirmation of operation of fuel injector

1. Install the spark plugs, IG coils and fuel pump relay. Connect the connector of the IG coil.

2. Using a sound scope, check each injector for operation sound while the engine is being cranked or idling.

Can you hear operation sound of all injectors?

EFI

Go to “Check of Fuel Pump and F/P Regulator”.

Relay block

FUEL

PUMP

[DEFG] RAD

EFI

[ST] [HEAD]

[MGC]

NOTICE


A2 82661-97218

AM

60 A

(ABS)

50 A

(EPS)

30 A

TAIL

40 A

HEAD

30 A

RAD

30 A

Go to “Check of Ignition System.”

NO

Go to “Check of Fuel Injector Circuit”.

YES

Go to Step 9.

YEF00024-00016

Revision 1

EF–60-1

BASIC ENGINE CHECK (page 2 of 3) FOR S221

6 Fuel pressure check (simple check)

1. Ensure that the fuel tank is filled with sufficient fuel.

2.

When DS-21 diagnosis tester is not used:

(1) Remove the fuel pump relay and connect a jump wire, as indicated in the illustration.

SST: 09991-87403-000

(2) Check that the pulsation damper screw rises when the ignition switch is turned ON.

3.

When DS-21 diagnosis tester is used:

(1) Connect the DS-21 diagnosis tester to the DLC with the SST interposed.

SST: 09991-87404-000

(2) Turn ON the ignition switch.

Then, select the “Fuel pump driving” of the actuator driving among the individual functions so as to drive the fuel pump. Does the pulsation damper screw rise?

Jump wire

EFI

NO

YES

7 Spark check


2. Remove the IG coils and spark plugs

(all cylinders #1, 2, 3 and 4).

3. Install the spark plug to the IG coil. Connect the IG coil connector to the IG coil.

4. Ground the spark plug.

5. Crank the engine. At this time, check to see if each spark plug sparks.

Is it in a good condition?

NO

EFI

YES

8

Confirmation of operation of fuel injector

1. Install the spark plugs, IG coils and fuel pump relay. Connect the connector of the IG coil.

2. Using a sound scope, check each injector for operation sound while the engine is being cranked or idling.

Can you hear operation sound of all injectors?


Relay block

FUEL

PUMP

[DEFG] RAD

EFI

[ST] [HEAD]

[MGC]

NOTICE


A2 82661-97218

AM

60 A

(ABS)

50 A

(EPS)

30 A

TAIL

40 A

HEAD

30 A

RAD

30 A

DLC

Actuator driving

Fuel pump driving

Fuel pump stopped

Fuel pump released

Go to “Check of Fuel Pump and F/P Regulator”.

Relay block

FUEL

PUMP

[DEFG] RAD

EFI

[ST] [HEAD]

[MGC]

NOTICE


A2 82661-97218

AM

60 A

(ABS)

50 A

(EPS)

30 A

TAIL

40 A

HEAD

30 A

RAD

30 A

Go to “Check of Ignition System.”

Sound scope

Pulsation damper select function

NO

Go to Step 9.

YES

Go to “Check of Fuel Injector Circuit”.

sEF00025-00017

Revision 2

BASIC ENGINE CHECK (page 3 of 3) FOR M101, M201 and J102

9

Inspection of compression pressure

1. Warm up the engine.

2. With the IG switch turned OFF, remove all of the IG coils and spark plugs.

3. Temporarily remove the main relay and fuel pump relay.

4.

Insert a compression gauge into the spark plug hole.

5. Depress the accelerator pedal fully.

6. While cranking the engine, measure the compression pressure.

7. Repeat the steps 4, 5 and 6 to perform the measurement for all cylinders.

K3-VE engine

Specified Value: 1471 kPa

Limited Value: 1079 kPa

(330 rpm. difference between cylinders is less than 147 kPa)

K3-VE2 engine




NOTE:

• Be sure to use a fully-charged battery.

Also the measurement should be performed in the shortest possible length of time.

Main relay

Fuel pump relay

NO

YES

10

Inspection of idle CO and HC concentrations (only for leaded spec.)

1. Warm up the engine completely.

NOTE:

• Warm up the engine, until the fan motor starts to operate.

2. Measure CO and HC concentrations at idle speed.

Specified Value:

CO concentration: 1

± 0.5 %

HC concentration:

Not to exceed 700 rpm

NO

YES



Perform the checks, referring to the section EM.

Tester

Measurement of CO and HC


EF–61

YEF00026-00018

EF–61-1

BASIC ENGINE CHECK (page 3 of 3) FOR S221

9 Inspection of compression pressure


2. With the IG switch turned OFF, remove all of the IG coils and spark plugs.

3. Temporarily remove the main relay and fuel pump relay.

4.

Insert a compression gauge into the spark plug hole.

5. Depress the accelerator pedal fully.

6. While cranking the engine, measure the compression pressure.

7. Repeat the steps 4, 5 and 6 to perform the measurement for all cylinders.

K3-VE engine




NOTE:

• Be sure to use a fully-charged battery.

Also the measurement should be performed in the shortest possible length of time.

Main relay

Fuel pump relay

NO

YES

10

Inspection of idle CO and HC concentrations (only for leaded spec.)

1. Warm up the engine completely.

NOTE:

• Warm up the engine, until the fan motor starts to operate.

2. Measure CO and HC concentrations at idle speed.

Specified Value:

CO concentration: 1

± 0.5 %

HC concentration:

Not to exceed 700 rpm

NO

YES




Tester

Measurement of CO and HC


Revision 1

sEF00027-00019

EF–62

Revision 2

5.11 SCAN TOOL DATA (ECU DATA)

The following data values given below are representative values obtained under the “normal condition,” using the scan tool. Please refer to these values.

However, there are cases where the system is functioning normally even if the measured value is different from the values listed here. Therefore, no judgment as to whether any malfunction is occurring or not should be made only on the basis of these data under the “normal condition.”

NOTE:

• The data monitor value may vary significantly, depending on slight difference in the measurement, difference in the measurement environment, deterioration due to passage of time in the vehicle, and so forth. Therefore, it is difficult to indicate the definite reference values. Hence, there are cases where malfunctions are occurring even when the measured value is within the reference value.

• With regard to minor phenomenon, such as hesitation and rough idling, it is necessary to make total evaluation, based on all the data monitor items, by sampling the data of the vehicle of the same type under the same conditions and comparing them.

• In the case of the OBD ΙΙ generic scan tool, it is possible to take a reading of the values with an asterisk mark in the following table.

• When checking the data under a condition where the engine is “idling” or “racing,” the shift lever should be placed in the “N” or “P” range, the A/C switch should be turned OFF, and all accessory switches should be turned OFF.

YEF00028-00000

5.11.1 SCAN TOOL DATA FOR K3-VE/K3VE2

1. Items specified by CARB

DS-21 diagnosis tester display Signal name

FUEL SYSTEM (Fuel system status)

CALC LOAD

(Calculated load value)

COOLANT TEMP

(Engine coolant temperature)

SHORT FT (Short term fuel trim)

LONG FT (Long term fuel trim)

ENGINE SPEED

VEHICLE SPEED

IGN ADVANCE (Ignition timing advance for No. 1 cylinder)

INTAKE AIR TEMP

MANI ABS PRESS

(Intake manifold absolute pressure)

FSYS

LOAD

ECT

SHRT

LONG

RPM

VS

ITA

IAT

MAP

At idle speed with no load after warming up

Vehicle condition

At idle speed after warming up

K3-VE2

K3-VE

Reference values under normal condition

O2 (Closed loop)

1.5 - 2.0 %

1.7 - 2.2 %

At 2500 r/min. with no load after warming up

Cold start ~ Warming-up running

K3-VE2

K3-VE

When engine has warmed up completely

During fail-safe function (At time of starting)

During fail-safe function (After starting)



5.0 - 6.3 %

5.9 - 7.3 %

Value should be rising gradually.

80 - 100

°C

20

°C

80

°C

–20 - +20 %

–16 - +16 %

When engine is running at a constant speed

There should be no remarkable variation, rpm

At idle speed with no load after warming-up

M/T

A/T

M101

J102

S221

M201

All

650 - 750 rpm

600 - 700 rpm

During running (Compared with speedometer)

At idle speed with no load after warming up

When idle switch is OFF

When engine is running

There should be no remarkable difference, Km/h

–2 - 8

°

Changes should be made according to running conditions,

°

Changes should be made according to running conditions.

°C

When ignition switch is ON

(Vacuum hose is released to atmosphere)

Around 100 kPa

When idling (After warming-up, with no load)

K3-VE2

K3-VE

650 - 750 rpm

63 - 72 kPa

65 - 73 kPa

Revision 2

EF–63

DS-21 diagnosis tester display Signal name

MANI ABS PRESS

(Intake manifold absolute pressure)

THROTTLE POS

(Absolute throttle position)

OXYGEN SENSOR S1

(Heated oxygen sensor 1)

OXYGEN SENSOR S2*

(Heated oxygen sensor 2)

MAP

O

O

O

O

TP

2

2

2

2

FP

FV

RP

RV

Vehicle condition


K3-VE2

M/T

K3-VE

34 - 72 kPa

35 - 73 kPa

During fail-safe function

K3-VE2

A/T

K3-VE

When accelerator pedal is operated

32 - 70 kPa

33 - 71 kPa

Changes should be made according to pedal operation. %


When engine is running at

2000 r/min., for 3 min. or longer after warming up.

M101, J102, M201

S221

–5 - 5 %

0.05 - 0.95 V

20 - 77 %

25 - 87.5 %

0.05 - 0.95 V

MIL ON RUN DIST

(Distance since actwiation of MIL)

DWM When there is no DTC 0 Km

YEF00029-00000

2. Items specified by DMC

DS-21 diagnosis tester display Signal name Vehicle condition


Approx. 14 V BATTERY VOLTAGE

ELECTRIC LOAD

AIR CONDITIONING

(If equipped)

CTP SWITCH

(Closed throttle position switch)

BAT

DSW

AC

IDL

When engine is running at 5000 rpm (25

°C)

When light, heater blower, defogger or radiator fan switch is ON

When air conditioner switch is set to “ECON” or “A/C”

When throttle valve is switched from fully closed state to opened stale

“OFF”

→“ON”

“OFF”

→“ON”

“ON”

→“OFF”

INJ PULSE WIDTH

(Fuel injection pulse width)

TAU



When ignition switch is ON


Value should be decreasing gradually.

1 - 3 ms

0 %

Value should be decreasing gradually

5 - 15 %

18 - 45 %

ISC DUTY RATIO ISC


When air conditioner switch is set to “ON”

When automatic transmission in shifted from

Q range to O range

When light, heater or defogger switch is ON


9 - 22 %

ACTUAL DISP ANGLE OF IN CAM

(Actual displacement angle of intake cam)

TARGET DISP ANGLE OF IN CAM

(Target displacement angle of intake cam)

VT

VTT

During vehicle running


During vehicle running

7 - 19 %

0 - 2

°CA

The value changes, depending on the driving conditions.

°CA

0

°CA

The value changes, depending on the driving conditions.

°CA

NOTE:

• The items with an asterisk (*) mark is provided only for the EU specifications. Therefore, in the case of the non-EU specification vehicles, no indication will be made.

YEF00030-00000

EF–64

5.12 CHECK OF ECU AND ITS CIRCUIT

The ECU and its circuit can be checked by measuring the voltage and resistance at the ECU connector. In order to narrow down the cause further after the cause has been decided to a certain system, it is imperative to measure the voltage and resistance of the external route of the ECU. The measurement of the voltage and resistance is conducted during the system check, following the procedure given below.

CAUTION:

• The ECU cannot be checked by itself. Never connect a voltmeter or an ohmmeter to the ECU with the connector disconnected from the ECU.

• When conducting the continuity test or measuring the resistance, turn OFF the ignition switch once. Then, disconnect the connector at the ECU.

5.12.1 VOLTAGE CHECK

1. Installation of SST

First, install the SST between the engine ECU and the vehicle harness.

For the installation procedure, refer to the section under

“Connecting Procedure for SST” on page EF–8.

2. Measure the voltages between the respective terminals of the SST connectors.

3. Check to see if the measured values conform to the specification in accordance with the following table

“Characteristics of ECU Output.”

NOTE:

• Make sure that the battery voltage is 11 V or more with the ignition switch turned ON, for each terminal voltage is affected by the battery voltage.

EFI ECU

Wire harness

Disconnect the ECU connector

JEF00168-00000

JEF00169-00100

EFI ECU

Wire harness

SST connector

V

SST

JEF00170-00101

Revision 2 Correction

EF–65

STANDARD VOLTAGES FOR M101, M201, J102 AND S221

System to be checked

Power supply system

Pressure sensor system

Throttle sensor system

Engine coolant temperature sensor system

Intake air temperature sensor system

Vehicle speed sensor system

Knock sensor system

Cam angle sensor system

Crank angle sensor system

O

2

sensor system

Front

Rear

Ignitor unit system

(Ion current sensor)

Injector system

Ignition system

ISC driving signal system

Oil pressure switch for power steering system

Fuel pump system

Equipped with immobilizer/

Not equipped with immobilizer

VF monitor system

R, Q range signal detecting system

Evaporator temperature sensor system

Air conditioner input signal system

Headlamp system

Defogger system

Blower system

Radiator fan control system

Stop lamp system

Terminals u (+B1) - @3 (E1)

#6 (+B2) - @3 (E1) q (BAT) - @3 (E1)

$6 (VCPM) - $7 (E2PM)

!5 (PIM) - $7 (E2PM)

!6 (VC) - !7 (E2)

$4 (VTH) - !7 (E2)

$5 (THW) - !7 (E2)

&6 (THA) - !7 (E2)

#7 (SPD) - @3 (E1)

%3 (KNK) - @3 (E1)

@2 (N2+) - %2 (N2–)

@1 (N1+) - %1 (N1–)

&5 (OX1) - !7 (E2)

&4 (OX2) - !7 (E2)

!4 (ICMB) - $3 (IE)

@7 (#10) - @3 (E1)

@6 (#20) - @3 (E1)

@5 (#30) - @3 (E1)

@4 (#40) - @3 (E1)

^0 (IG1) - @3 (E1)

%9 (IG2) - @3 (E1)

%8 (IG3) - @3 (E1)

%7 (IG4) - @3 (E1)

%4 (ISC) - @3 (E1)

&8 (PST) - @3 (E1) w (FC1) - @3 (E1)

#0 (FC2) - @3 (E1)

#4 (VF) - @3 (E1)

!1 (A/T) - @3 (E1)

&2 (ACEV) - @9 (E21)

#8 (ACSW) - @3 (E1)

&1 (H/L) - @3 (E1)

!0 (DEF) - @3 (E1)

#9 (BLW) - @3 (E1)

!3 (RFAN) - @3 (E1)

$0 (STP) - @3 (E1)

Measurement conditions

When IG is “ON”

When IG is “ON”

At all times

When IG is “ON”

Sensor released to atmosphere

After engine starting

When IG is “ON”

Throttle valve fully closed

Throttle valve fully opened

When warming up engine

(Water temperature: 60 - 120

°C)

When warming up engine

Reference values

Battery voltage

4.5 - 5.5 V

3.3 - 4.0 V

Value changes, according to accelerator opening angle

4.5 - 5.5 V

0.4 - 0.8 V

3.2 - 5.0 V

0.2 - 1.0 V

0.1 - 4.8 V

Driving wheels are turned slowly

When idling, racing

When idling

When idling

After engine speed is held at 3000 rpm for four minutes

After engine speed is held at 3000 rpm for four minutes

0 = 5 V

Generation of wave form



0.05 - 0.95 V

0.05 - 0.95 V

When idling Generation of wave form

When IG is “ON”

When cranking

When IG is “ON”

When cranking

During idling

Oil pressure switch “ON”

Oil pressure switch “OFF”

With fuel pump in a stopped state

During idling (or when cranking)

After engine speed is held at 3000 rpm for four minutes (Terminal T shorted)

R, Q range

Other than R, Q range

When air conditioner is “ON”

When air conditioner is operating

When air conditioner is not operating

Tail lamp illuminated

Tail lamp extinguished

When defogger switch is “ON”

When defogger switch is “OFF”

When heater blower switch is “ON”

When heater blower switch is “OFF”

When water temperature switch is “ON”

When water temperature switch is “OFF”

When stop lamp switch is “ON”

When stop lamp switch is “OFF”

Battery voltage

Generation of pulse

Battery voltage

Generation of pulse

Generation of pulse

0 - 0.5 V

Battery voltage

Battery voltage

2 V or less

0 = 5 V (Pulse)

0 - 0.5 V

Approx. 10 V

0.15 - 4.8 V

Battery voltage

0 - 0.5 V

Battery voltage

0 - 0.5 V

Battery voltage

0 - 0.5 V

0 - 0.5 V

Battery voltage

1 V or less

Battery voltage

Battery voltage

0 - 0.5 V

YEF00031-00000

EF–66

System to be checked

Variable valve timing

Evaporator purge control system

Magnet clutch control system

Engine revolution output system

Communication signal control system

Fuel pump OFF system

A/F adjuster

Terminals

@8 (OCV+) - ^1 (OCV–)

&9 (PRG) - @3 (E1)

!2 (MGC) - @3 (E1)


When idling

When idling

When racing (3000 rpm)

When air conditioner is operating (Air conditioner switch and heater blower switch are ON.)

When air conditioner is not operating

When idling

#1 (REV) - @3 (E1) i (SIO1) - @3 (E1)

#5 (FPOF) - @3 (E1)

^2 (VCO) - @9 (E21)

&3 (OX3) - @9 (E21)

When idling

When ignition switch is “ON” during normal operation

Stopping of driving of fuel pump, when encountered with emergency

When ignition switch is “ON”

When rotor is rotated in R direction and L direction with ignition switch turned “ON”

Reference values

4 V or less

Battery voltage

Generation of pulse

1 V or less

Battery voltage

Generation of pulse

Generation of pulse

5 V

Generation of pulse

4.5 - 5.5 V

Voltage should change.

JEF00172-00000

5.12.2 RESISTANCE CHECK

1. Installation of SST

First, install the SST between the engine ECU and the vehicle harness. However, the SST connector at the ECU side should not be connected.

For the installation procedure, refer to the section under

“Connecting Procedure for SST” on page EF–8.

EFI ECU

Wire harness

The SST connector should not be connected

Ω

JEF00176-00103

2. Measure the resistances between the respective terminals.

3. Check to see if the measured resistances conform to the specification in accordance with the following table

“Standard Resistances for M101 and J102.”

NOTE:

• Make sure that the ignition switch is turned OFF during the measurement.

• The following table shows the resistance at the time when the temperature of parts is 20°C.

JEF00177-00000

Revision 2

STANDARD RESISTANCES FOR M101, M201, J102 AND S221

System

Front O

2

sensor system

Rear O

2

sensor system

Cam angle sensor system

Crank angle sensor system

Injector system

Variable valve timing system

Purge VSV system

A/F adjuster

Ground system

Terminals

@0 (OXH1) - u (+B1)

%0 (OXH2) - u (+B1)

@2 (N2+) - %2 (N2–)

@2 (N1+) - %1 (N1–)

@7 (#10) - u (+B1)

@6 (#20) - u (+B1)

@5 (#30) - u (+B1)

@4 (#40) - u (+B1)

@3 (OCV+) - ^1 (OCV–)

&9 (PRG) - u (+B1)

^2 (VCO) - @9 (E21)

@3 (E1) - Body ground

*2 (E01) - Body ground

Circuit

Front O

2

sensor heater and main relay

Rear O

2

sensor heater and main relay

Camshaft angle sensor

Crankshaft angle sensor

No. 1 - 4 Fuel injector

Oil control valve

Purge control VSV

A/F adjuster

Ground

EF–67

Standard resistance

11.7 - 14.5

Ω

11.7 - 14.5

Ω

1850 - 2450

Ω

1850 - 2450

Ω

13.4 - 14.2

Ω

6.9 - 7.9

Ω

30 - 34

Ω

3500 - 6500

Ω

10

Ω or less

YEF00032-00000

5.13 INSPECTION PROCEDURE FOR FUEL SYSTEM

CAUTION:

• Before you start the check, be sure to conduct the fuel pressure eliminating operation according to the “fuel pressure relieving procedure” at page EF–25. Furthermore, after completion of the check operation, ensure that no fuel leakage is present by performing the check according to the “fuel leak check” at page EF–25.

YEF00033-00000

5.13.1 INSPECTION OF FUEL FLOW

1. Loosen the hose band at the fuel pipe. Then remove the fuel hose from the fuel pipe.

2. Connect a suitable fuel hose (about 2 meter long) to the fuel pipe.

YEF00034-000020

3. Insert one end of the fuel hose in a measuring cylinder.

CAUTION:

• Even after the fuel pressure has been released, the fuel line still has a slight residual pressure.

Hence, be sure to gradually remove the pipe so as to prevent fuel from splashing.

• Since the fuel will flow out, be certain to place a suitable container or cloth under the fuel pipe so that no fuel may get to the resin or rubber parts of the vehicle.

YEF00035-000021

EF–68

4. Temporarily remove the fuel pump relay. Then, connect the terminal with a jump wire as illustration.

5. Turn the ignition switch to the “ON” position for 10 seconds. Then, turn off the ignition switch.

6. Measure the amount of fuel collected in the measuring cylinder.

Specified Amount of Fuel: 190 m

Ror more

NOTE:

• Check to see if leakage is present at the fuel lines.

Also, check the fuel lines for deformation or choking.

Revision 2

5.13.2 INSPECTION OF FUEL PRESSURE

1. Install a fuel pressure gauge between the delivery pipe and the main pipe.

2. Turn the ignition switch to the “ON” position.

3. Check to see if the fuel pressure conforms to the specified pressure.

Specified Value: 324 ± 5 kPa

NOTE:

• If the fuel pressure is less than the specification, check the fuel pump.

5.13.3 INSPECTION OF FUEL INJECTORS

1. Using a sound scope, check to see if each injector emits an operating sound when the engine is being started or cranked.

NOTE:

• If a sound scope is not available, apply a screwdriver or the like to the injector. So you can feel an operating vibration.

• If the injector emits no operating sound, check the wiring or connectors. Then, perform the following procedure.

[M101, M201, J102]

EFI

Relay block

FUEL

PUMP

[DEFG] RAD

EFI

[ST] [HEAD]

[MGC]

NOTICE

USE THE DESIGNATED FUSES ONLY.

A2 82661-97218

AM

60 A

(ABS)

50 A

(EPS)

30 A

TAIL

40 A

HEAD

30 A

RAD

30 A

YEF00036-00022

Pressure

gauge

[S221]

YEF00037-00023

YEF00038-00024

YEF00000-00025

2. Disconnect the injector connector of the engine wire.

3. Remove the fuel delivery pipe. Then, remove the injectors.

CAUTION:

• Even after the fuel pressure has been released, the fuel line still has a slight residual pressure. Therefore, make sure to put a cloth or the like to prevent fuel from splashing.

4. Measure the resistance between the terminals of each injector.

Specified Resistance: 13.4 - 14.2 (at 20°C)

NOTE:

• If the resistance is not within the specification, replace the injector.

• If the resistance will conform to the specification, perform the following procedure.

5. Remove the fuel pump relay.

6. Using a test lamp (12 V 6 W), check to see if the lamp will illuminate as illustration when the engine is being cranked.

If not, check the wiring harness and ECU output.

7. Turn the ignition switch to the “OFF” position.

EF–69

Ω

JEF00185-00111

JEF00186-00112

8. Using a suitable string or wire, connect the injector and the fuel delivery pipe, as indicated in the figure.

9. Connect a jump wire across the terminals, as indicated in

Step 4 of Paragraph 5.13.1.

10. Insert the injector into the measuring cylinder.

11. Turn the ignition switch to the “ON” position.

12. Connect the SST wire to the battery terminal for 15 seconds.

WARNING:

• Be sure to use hose bands at the joint section between hoses and pipes, etc. so that the hose may not be disconnected unexpectedly.

• Utmost care must be exercised so that no spark may be emitted when connecting the SST to the battery.

Furthermore, be sure to place the battery on the windward side and as far away as possible from the measuring cylinder. Moreover, never conduct this operation in a tightly-closed room.

Hose band

String

Injector

SST

(09268-87702)

JEF00187-00113

SST(09268-87702) SST(09842-30070)

Battery

JEF00188-00114

EF–70

13. Measure the amount of fuel collected in the measuring cylinder.

Specified Amount of Fuel

Variation Between Injectors

Approx. 40 - 54 ml

5 ml or less

NOTE:

• Attach a suitable vinyl hose to the tip-end of the injector so as to prevent fuel from splashing.

• Conduct the measurement two or three times for each injector.

• Before the injector is pulled out, make certain to turn off the ignition switch.

• When removing the injector, use a suitable cloth or the like so as to prevent fuel from splashing.

• Prior to the test, perform air bleeding for the fuel hose.

JEF00189-00115

14. Check to see if any fuel leakage is present from the injector nozzle, when the SST wire is removed from the battery terminal.

Specification: Less than one drop of fuel per minute

NOTE:

• If the leakage exceeds the specified value, replace the injector.

15. Turn OFF the ignition switch.

16. Install the injector grommet and O-ring to the injectors.

NOTE:

• Install a new O-ring to the O-ring seal section.

JEF00190-00116

17. Install the injectors and the fuel delivery pipe.

NOTE:

• After completion of the assembling, ensure that the injector can be turned smoothly by your hand, although there is a slight resistance due to friction.

• Make sure that the connector of the injector is located at the inside of the engine and is directed in a upward direction.

O-ring

JEF00191-00117

Fuel delivery pipe

Cylinder lead

Insulator

JEF00192-00118

EF–71

5.14 CIRCUIT INSPECTION

DTC P0105/31

Manifold Absolute Pressure/Barometric

Pressure Circuit Malfunction

WIRING DIAGRAM

X44 X45 X46

Wire harness side

EFI ECU

(PIM) (VCPM)

15 46

X45 X46


X44

(E2PM)

47

JEF00193-00119

CIRCUIT DESCRIPTION

The manifold absolute pressure sensor detects the intake manifold pressure as a voltage.

Since the manifold absolute pressure sensor does not use the atmospheric pressure as a criterion, but senses the absolute pressure inside the intake manifold (the pressure in proportion to the present absolute vacuum 0), it is not influenced by fluctuations in the atmospheric pressure due to high altitude and other factors. This permits it to control the air-fuel ratio at the proper level under all conditions.

DTC No.

P0105/31

DTC Detecting condition

Open or short manifold absolute pressure sensor circuit

V

5

4.2

4

3

2

1

PIM VCPM = 5 V

13.3

120 kPa

100 900

Manifold absolute pressure mmHg

JEF00194-00120

Trouble area

• Open wire or short in manifold absolute pressure sensor circuit


• Engine ECU

If the ECU detects DTC P0105/31, it operates the fail-safe function, keeping the ignition timing and injection volume constant and making it possible to drive the vehicle.

NOTE:

• After confirming DTC P0105/31, use the OBD

II generic scan tool or DS-21 diagnosis tester to confirm the manifold absolute pressure from “CURRENT DATA”

Manifold absolute pressure

0 kPa

130 kPa or more

Trouble area

PIM circuit short

VCPM circuit open or short

PIM circuit open

E2PM circuit open

EF–72

INSPECTION PROCEDURE

When using DS-21 diagnosis tester or OBD II generic scan tool:

1 Check of output value of MAP sensor

1. With the IG switch turned OFF, connect the DS-21 diagnosis tester to DLC through the SST or connect the OBD II generic scan tool directly to DLC.

SST: 09991-87404-000

2. After turning ON the IG switch, turn ON the main switch of the tester. Read the intake manifold absolute pressure value of the DS-21 diagnosis tester or OBD II generic scan tool.

Is the measured value the same as the atmospheric pressure (approx. 100 kPa)?

SST

NO

2 Check of power supply voltage of MAP sensor

1. After turning OFF the main switch of the tester, turn OFF the IG switch.

2. Connect the SST between the ECU connectors and the wire harness connectors.

SST: 09842-97203-000

3. Ensure that the voltage between the SST terminals 46 and 47 is within the specified valve when the ignition switch is turnef to the ON position.

Specified Value: 4.5 - 5.5 V

Is the voltage within the specified value?

NOTE:

• If no voltage appears, check the ECU power supply circuit.

YES

3 Check of MAP sensor

1. With the IG switch turned OFF, disconnect the vacuum hose at the surge tank side.

2.

After turning ON the IG switch, turn ON the main switch of the tester.

3. Apply a negative pressure to the vacuum hose, using a MityVac.

4. Check the manifold absolute pressure value under following conditions.

Applying Vacuum Displayed Value on Scan Tool

0

27 kPa (200 mmHg)

Approx. 100 kPa (Approx. 760 mmHg)

Approx. 73 kPa (Approx. 560 mmHg)

67 kPa (500 mmHg) Approx. 33 kPa (Approx. 260 mmHg)

Is the measured value the same as that shown above?

NO

YES

Check malfunction that occurs intermittently or

poor contact. (Refer to page EF–51.)

V

SST

45 46 47 48

56

57

49 50 51

58 59 60

52 53 54

61 62 63 64

55

65 66

NO

Check or replace the ECU. (Refer to page

EF–51.)

YES

EF–73

Check for intermittent trouble caused by freeze in the vacuum passage, wire harness

or connector. (Refer to EF–48.)

4

Check of harness between MAP sensor and

ECU

1.

2.

3.

After turning OFF the main switch of the tester, turn OFF the IG switch.

Disconnect the harness from the MAP sensor.

Disconnect the SST connectors at the

ECU side.

Connector X44 at sensor side-Connector

$7 at ECU side (E2PM).


!5 at ECU side (PIM).


$6 at ECU side (VCPM).

Are the check results for open wire and short OK?

YES

Check and replacement of vacuum hose and MAP sensor

If the vacuum hose has restriction or rapture, replace the vacuum hose. If the vacuum hose does not have it, replace the

MAP sensor.

SST

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

63 64 65

55

66

X44 X45 X46

Wire harness side

V

NO

Repair or replace the harness or connector.

JEF00195-00121

When not using DS-21 diagnosis tester or OBD II generic scan tool:

SST 1 Check of ECU input signal PIM

1.

Set the SST (sub-harness). (Refer to page EF–8.)

SST: 09842-97203-000

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

2. With the IG switch turned ON, measure the voltage between the SST terminals

!5 and $7 (PIM-E2PM).


Is the measured value within the specified value?

45 46 47 48

56 57 58 59

49 50 51

52 53 54

60 61 62

63 64 65

55

66

V

YES



NO

2 Check of power supply voltage of MAP sensor

1. Next, ensure that the voltage between the SST terminals $6 and $7 is within the specified value.



NOTE:


SST

45 46 47 48

56 57

49 50 51

58 59 60

52 53 54

61 62 63 64

55

65 66

V

EF–74

YES


1. With the harness connected, disconnect the vacuum hose at the surge tank side.

2. Apply a negative pressure to the vacuum hose, using a MityVac.

3. Ensure that the voltage between the SST terminals !5 and $7 is within the following specified voltage under the following conditions.

Applying Vacuum

0

27 kPa (200 mmHg)

Displayed Value on voltage meter

3.3 - 4.0 V

2.6 - 3.1 V

67 kPa (500 mmHg) 1.5 - 1.8 V

Is the measured value within the values in the table above?

Correction

NO


EF–51.)

SST

1 2

3

4

12 13 14 15

5

6

7

16 17 18

8

9

10 11

19 20 21

22

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66

V

4

NO

Check of harness between MAP sensor and ECU

1. Turn OFF the IG switch.

2. Disconnect the harness from the MAP sensor.

3. Disconnect the SST connectors at the

ECU side.

4. Connector X44 at sensor side-Connector

$7 at ECU side (E2PM).


!5 at ECU side (PIM).


$6 at ECU side (VCPM).


YES

Check and replacement of vacuum hose and MAP sensor

If the vacuum hose has restriction or rapture, replace the vacuum hose. If the vacuum hose does not have it, replace the

MAP sensor.

YES

Check for intermittent trouble caused by freeze in vacuum passage, wire harness or

connector. (Refer to EF–48.)

SST

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

63 64 65

55

66

X44 X45 X46

Ω

NO

Repair or replace of harness or connector.

JEF00196-00122

EF–75

DTC P0110/43

WIRING DIAGRAM

Intake Air Temp. Circuit Malfunction

EFI ECU

(THA)

76

X33

X33 X34

Wire harness side

X34

(E2)

17

JEF00197-00123


The intake air temperature sensor, which detects the intake air temperature, is located at the air cleaner.

A thermistor built in the sensor changes the resistance value according to the intake air temperature.

The lower the intake air temperature, the greater the thermistor resistance value, and the higher the intake air temperature, the lower the thermistor resistance value.

When the resistance value of the intake air temp. sensor changes in accordance with changes in the intake air temperature, the potential at terminal THA also changes. Based on this signal, the engine ECU increases the fuel injection volume to improve driveability during cold engine operation.

Low

Temperature

High

HINT:

DTC No.

P0110/43


Open wire or short in intake air temp. sensor circuit

JEF00198-00124

Trouble area

• Open wire or short in intake air temp. sensor circuit

• intake air temp. sensor

• Engine ECU

After confirming DTC P0110/43, use the DS-21 diagnosis tester or OBD II generic scan tool to confirm the intake air temperature from the CURRENT DATA.

Temperature displayed

–40

°C

140

°C or more

Malfunction

Open circuit

Short circuit

EF–76


NOTE:

• If DTC P0110/43 (Intake Air Temp. Circuit Malfunction), P0115/42 (Engine Coolant Temp. Circuit

Malfunction), are P0120/41 (Throttle/Pedal Position Sensor/Switch “A” Malfunction) are outputted simultaneously, E2 (Sensor Ground) may be open.

• Read the freeze frame data, using the DS-21 diagnosis tester or OBD II generic scan tool. Because the freeze frame data records the engine conditions when the malfunction was detected, when troubleshooting the freeze frame data is useful to determine whether the vehicle was running or stopped, the engine warmed up or not, the air-fuel ratio lean or rich, etc. at the time of the malfunction.


1


SST: 09991-87404-000

2. After turning ON the IG switch, turn ON the main switch of the tester. Read the intake air temperature value of the

DS-21 diagnosis tester or OBD II generic scan tool.

Is the measured value the same as the actual intake air temperature?

SST

NO

–40

°C ……………… Go to Step 2

140

°C or more ……. Go to Step 4

YES

Check malfunction that occurs intermittent-

ly or poor contact. (Refer to page EF–51.)

2

Check of open wire in harness or inside engine ECU (1)


2. Disconnect the connector of the intake air temperature (IAT) sensor.

3. Connect a jump wire between the harness terminals X33 and X34 of the IAT sensor.

SST: 09991-87403-000



Is the measured value 140

°C or above?

NO

Go to Step 3.

SST

YES

Check the IAT sensor connector or terminal for connecting condition. If they are satisfactory, replace the IAT sensor.

EF–77

3



2.


SST: 09842-97203-000

3. Disconnect the jump wire from the IAT sensor connector.

4. Next, connect the jump wire between the SST connector terminals &6 and !7.




°C or above?

YES

The harness between the IAT sensor and the ECU is open. Repair or replace the harness.

4

Check of short in harness or inside engine

ECU (1)


2. Disconnect the connector of the intake air temperature (IAT) sensor.



Is the measured value –40

°C?

5

NO


ECU (2)


2.

Disconnect the connector B of the SST from the ECU connector.




°C?

NO

Check or replace the engine ECU. (Refer to page EF–51.)

SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

67 68 69 7

0 71 72 7

3 74 75 76

87

78 79 80 81

82 83 84

85 86

77

88

Check the ECU connector or terminal for connecting condition. If they are satisfactory, replace the engine ECU.

NO

Replace the IAT sensor.

YES

EFI ECU

Wire harness

Disconnect the connector

B only.

SST

Connector B

YES


JEF00199-00125

EF–78


1 Check of ECU input signal THA

1. Set the SST (sub-harness). (Refer to page EF–8.)

2. With the IG switch turned ON, measure the voltage between the SST connectors &6 and !7 (THA-E2) under the following condition given below.

Intake air temp.

°C

20

60

Specified value

1.8 - 2.9 V

0.6 - 1.2 V


SST

1

2

3

4

5

6

7

12 13 14 1

5 16 17 18

8

9

10 11

19 20 21

22

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

85 86

87

77

88

2

NO

Check of harness between IAT sensor and

ECU


2. Disconnect the harness from the IAT sensor.


ECU side.

4. Referring to page EF–48, check the harness and connector for open wire or short.


&6 at ECU side (THA).


!7 at ECU side (E2).


YES

3 Check of IAT sensor

Unit check of IAT sensor

(Refer to page EF–184.)

Are the unit check results OK?

V

YES



Ω

SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

X33 X34

Wire harness side

NO


YES

Check or replace the engine ECU.


Replace the IAT sensor.

NO

JEF00200-00126

EF–79

DTC P0115/42

WIRING DIAGRAM

Engine Coolant Temp. Circuit Malfunction

EFI ECU

(THW)

45

(E2)

17

To combination meter

H21

+ –

X30

X30X31

H21

Wire harness side


X31

BNDR

JEF00201-00127


A thermistor built into the engine coolant temp. sensor changes the resistance valve according to the engine coolant temperature.

The structure of the sensor and connection to the engine ECU is the same as in the DTC P0110/43 (Intake

Air Temp. Circuit Malfunction).

DTC No.

P0115/42


Open wire or short in engine coolant temp. sensor circuit

Trouble area

• Open wire or short in engine coolant temp. sensor circuit

• Engine coolant temp. sensor

• Engine ECU

NOTE:

• After confirming DTC P0115/42 use the OBD II generic scan tool or DS-21 diagnosis tester to confirm the engine coolant temperature from CURRENT DATA.

Temperature displayed

–40

°C

140

°C or more

Malfunction

Open circuit

Short circuit

JEF00202-00000


NOTE:


Malfunction), P0120/41 (Throttle/Pedal Position Sensor/Switch “A” Malfunction) are output simultaneously, E2 (Sensor Ground) may be open.

• Read freeze frame data using DS-21 diagnosis tester or OBD II generic scan tool.

Because freeze frame records the engine conditions when the malfunction is detected, when troubleshooting it is useful for determining whether the vehicle was running or stopped, the engine warmed up or not, the air-fuel ratio lean or rich, etc. at the time of the malfunction.

EF–80


1


SST: 09991-87404-000

2. After turning ON the IG switch, turn ON the main switch of the tester. Read the engine coolant temperature of the


Is the measured value the same as the actual water temperature?

SST

NO

–40

°C ……………… Go to Step 2

140

°C or more ……. Go to Step 4

YES



2



2. Disconnect the connector of the engine coolant temperature (ECT) sensor.

3. Connect a jump wire between the harness terminals X30 and X31 of the ECT sensor.

SST: 09991-87403-000

4. After turning ON the IG switch, turn ON the main switch of the tester. Read the engine coolant temperature value of the



°C or above?

NO

Go to Step 3.

SST

YES

Check the ECT sensor connector or terminal for connecting condition. If they are satisfactory, replace the ECT sensor.

SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

3



2.


SST: 09842-97203-000

3. Disconnect the jump wire from the ECT sensor connector.

4.

Next, connect the jump wire between the SST connector terminals $6 and u.




°C or above?

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66

YES

The harness between the ECT sensor and the ECU is open. Repair or replace the harness.

4


ECU (1)


2. Disconnect the connector of the engine coolant temperature (ECT) sensor.

3. After turning ON the IG switch, turn ON the main switch of the tester. Read the coolant temperature value of the DS-21 diagnosis tester or OBD II generic scan tool.


°C?

5

NO


ECU (2)


2. Disconnect the connector B of the SST from the ECU connector.




°C?

NO



EF–81

NO

Check the ECU connector and terminal for connecting condition. If they are satisfactory, replace the engine ECU.

Replace the ECT sensor.

YES

EFI ECU

Wire harness


B only.

SST

Connector B

YES


JEF00203-00128

EF–82


1 Check of ECU input signal THW


2. With the IG switch turned ON, measure the voltage between the SST terminals

$5 and !7 (THW-E2) under the following condition given below.

Intake air temp.

°C

20

60

Specified value

1.8 - 2.9 V

0.5 - 1.2 V


SST

1

2

3

4

12 13 14 15

5

6

7

16 17 18

8

9

10 11

19 20 21

22

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66

2

NO

Check of harness between ECT sensor and

ECU


2. Disconnect the harness from the IAT sensor.


ECU side.



$5 at ECU side (THW).


!7 at ECU side (E2).


3

YES

Unit check of ECT sensor



4

YES



Replace the ECT sensor.

NO

V

YES



Ω

SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

X30X31

H21

Wire harness side

NO


JEF00204-00129

EF–83

DTC P0116/42

Engine Coolant Temp. Circuit Range/

Performance Problem

WIRING DIAGRAM

Refer to Section DTC P0115/42.

JEF00205-00000


Refer to Engine Coolant Temp. Circuit Malfunction.

DTC No.

P0116/42


When the engine starts, the engine coolant temp. is between –7.5

°C or more and less than 40°C. And

5 min. or more after the engine starts, engine coolant temp. sensor value is 40

°C or less.

(2 trip detection logic)

Trouble area


• Cooling system

JEF00206-00000


NOTE:

• If DTC “P0115/42” (Engine Coolant Temp. Circuit Malfunction) and “P0116/42” (Engine Coolant

Temp. Circuit Range/Performance Problem) are output simultaneously, engine coolant temp. sensor circuit may be open. Perform troubleshooting of DTC P0115/42 first.


• In the troubleshooting for the water temperature sensor system, only the use of DS-21 diagnosis tester or OBD II generic scan tool will be able to determine whether open wire, short (P0115) or functional malfunction (P0116).

1

Are codes other than DTC P0116/42 outputted?

YES

Go to applicable DTC flow chart.

NO

2 Check of thermostat

(Conduct the check of thermostat in Section CO.)

Are the check results OK?

YES

Replace the engine coolant temperature

(ECT) sensor.

Replace the thermostat.

NO

JEF00207-00000

EF–84

DTC P0120/41

Throttle/Pedal Position Sensor/Switch “A”

Circuit Malfunction

WIRING DIAGRAM

EFI ECU

(VC)

16

(VTH)

44

(E2)

17

X99 XT1 XT0

Wire harness side

X99 XT0XT1

Full opened

Full closed


BNDR

JEF00208-00130


The linear throttle sensor is mounted in the throttle body and detects the throttle valve opening angle.

When the throttle valve is fully closed, a voltage of approximately 0.4 - 0.8 V is applied to terminal VTH of the engine

ECU. The voltage applied to the terminals VTH of the engine

ECU increases in proportion to the opening angle of the throttle valve and becomes approximately 3.5 - 5.0 V when the throttle valve is fully opened. The engine ECU judges the vehicle driving conditions from these signals input from terminal

VTH, uses them as one of the conditions for deciding the airfuel ratio correction, power increase correction and fuel-cut control etc.


VC

VTH

Engine ECU

5 V

E2

JEF00209-00131

DTC No.

P0120/41


Condition (1) or (2) continues with more than 0.6 sec:

1. VTH < 0.2 V

2. VTH > 4.8 V

Trouble area



• Engine ECU

NOTE:

• After confirming “DTC P0120/41”, use the DS-21 diagnosis tester or OBD II generic scan tool to confirm the throttle valve opening percentage and closed throttle position switch condition.

Throttle valve opening position expressed as percentage

Throttle valve fully closed Throttle valve fully open

Trouble area

0 %

Approx. 100 %

0 %

Approx. 100 %

VC line open

VTH line open wire or short

E2 line open

EF–85


NOTE:


Malfunction, P0120/41 (Throttle/Pedal Position Sensor/Switch “A” Malfunction) are output simultaneously, E2 (Sensor Ground) may be open.



1 Check of output value of liner throttle sensor


SST: 09991-87404-000

2. After turning ON the IG switch, turn ON the main switch of the tester. Read the throttle valve opening value of the DS-21 diagnosis tester or OBD II generic scan tool.

Throttle valve Throttle valve opening %

Fully closed

Fully open

0.0

100.0


SST

YES



2

NO

Check of power supply voltage at linear throttle sensor harness side


2. Disconnect the connector of the linear throttle sensor.

3. Measure the voltage between the terminals X99 of wire harness connector and body ground when the ignition switch is turned to the ON position.


Is the voltage within the specified value?

Wire harness side

X99 XT1 XT0

V

NO

YES

Go to Step 5.

EF–86

3

Check of linear throttle sensor


2. Measure the resistance between the respective terminals.

Terminal

X99 - XT1

Condition Standard value k

Ω

2.5 - 6.0

XT1 - XT0 Throttle valve fully closed

XT1 - XT0 Throttle valve fully opened

0.1 - 1.3

1.7 - 4.2


YES

4 Check of ECU input signal VTH

1.


2.

With the IG switch turned ON, measure the voltage between the SST connector

$4 and !7 (VTH-E2) under the following condition given below.

Fhrottle value

Fully closed

Fully open

Specified value

0.4 - 0.8 V

3.5 - 5.0 V


YES



5

Check of power supply voltage at linear throttle sensor ECU side



3. With the IG switch turned ON, measure the voltage between the SST connectors !6 and !7 (VTH-E2).



NOTE:


YES

Check the harness and connector between the engine ECU and the linear throttle sensor (VC line) for open wire or short.


A

XT0XT1 X99

As viewed from arrow A


NO

Replace the linear throttle sensor.

SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

V

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

NO

Check the harness and connector between the engine ECU and the linear throttle sensor

(VTH line) for open wire or short.


V

SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

NO



JEF00210-00132

EF–87


1 Check of ECU input signal VTH


2. With the IG switch turned ON, measure the voltage between the SST connectors $4 and !7 (VTH-E2) under the following condition given below.

Throttle valve

Fully closed

Fully open

Specified value

0.4 - 0.8 V

3.5 - 5.0 V


1

2

3 4

12 13 14 15

5 6

7

8

9

10 11

16 17 18

19 20 21

22

23 24 25 2

6 27 28 29

34 35 36 3

7 38 39 40

30 31 32

41 42 43

33

44

V

YES



NO

2 Check of linear throttle sensor


2. Disconnect the linear throttle sensor.

Terminal

X99 - XT1

Condition Standard value k

Ω

2.5 - 6.0

XT1 - XT0

XT1 - XT0

Throttle valve fully closed

Throttle valve fully opened

0.1 - 1.3

1.7 - 4.2


A

XT0XT1 X99



NO

Replace the linear throttle sensor.

3

YES

Check the harness and connector between the engine ECU and the linear throttle sensor (VC, VTH, E2 line) for open wire

or short. (Refer to page EF–48.)

YES



NO


JEF00211-00133

EF–88

DTC P0130/21

Oxygen Sensor Circuit Malfunction (Bank 1

Sensor 1)

WIRING DIAGRAM

IG SW

ACC

IG No. 1

IG No. 2

ST

ACC

IG1

IG2

ST

1

3

R/B

Main relay

Fuel pump relay

5

13

4

6

J/C

EFI ECU

23 (E1)

Front O

2

sensor

#UL

X28

#UJ #UK

Front O

2

sensor heater

Rear O

ZK0

2

sensor XJ5

#JZ

#JY

Rear O

2

sensor heater

75 (OX1)

20 (OXH1)

74 (OX2)

50 (OXH2)

17 (E2)

2 (FC1, W/IMB)

30 (FC2, L/IMB)

7 (+B1)

36 (+B2)

Fuel pump

#UK #UJ

X28 #UL

#JY #JZ

XJ5 ZK0

Front Rear

Wire harness side

JEF00212-00134


The front oxygen sensor (bank 1, sensor 1) detects the concentration of oxygen contained in the exhaust gas according to the magnitude of the electromotive force that is being generated in itself. When the air-to-fuel ratio becomes richer than the stoichometric ratio, a greater electromotive force (approx.

1 volt) is applied to the ECU. Conversely, when the ratio becomes leaner than the stoichometric ratio, a smaller electromotive force (approx. 0 volt) is applied to the ECU. In this way, the ECU determines whether the air-to-fuel ratio is rich or lean.

Based on this evaluation, the injection time is controlled.

DTC No.

P0130/21

Stoichometric ratio

Richer-air fuel ratio-leaner

JEF00213-00135


When the following conditions (a) and (b) continue for more than a certain length of time:

(a) After engine warming-up, the signal from the oxygen sensor continuously remains in the non-rich state, not becoming rich even once.

(b) Voltage output of oxygen sensor remains at 0.3 V or more, or 0.6 V or less, during idling after engine is warmed up. (2 trip detection logic)

Trouble area

• Air induction system

• Fuel pressure

• Injector injection

• Open or short in heated oxygen sensor circuit

• Heated oxygen sensor

• Engine ECU

EF–89

NOTE:

• “Sensor 1” means a sensor which is located near the engine block.

• Using the DS-21 diagnosis tester or OBD II generic scan tool, confirm the output voltage of the oxygen sensor (bank 1, sensor 1) from the current data.

If the output voltage of the oxygen sensor (bank 1, sensor 1) is 0.1 V or less, most likely the circuit of the oxygen sensor (bank 1, sensor 1) is open or shorted.

CONFIRMATION ENGINE RACING PATTERN

Engine speed

2,500 - 3,000 rpm e

Idling

IG SW OFF q w

Warmed up 3 min. or so r

Time q With the IG switch turned OFF, connect the DS-21 diagnosis tester to DLC through the SST. Turn

ON the IG switch and the main switch of the tester. Set the tester to the “Continuos monitoring results” of the CARB mode.

w Start the engine. Keep on warming the engine for more than five minutes until the engine cooling water temperature reaches 90°C or above. e Race the engine for about three minutes at 2500 to 3000 rpm.

r After one minute of idling, press the F1 key of the tester. Check to see if the DTC P0130 is outputted.

JEF00214-00136

CAUTION:

• If the condition in this test is not strictly followed, detection of the malfunction will not be possible.

• If you do not have the DS-21 diagnosis tester, turn the ignition switch OFF after performing steps w to r, then perform steps w to r again.

EF–90


NOTE:


1

Are other codes (those other than DTC

P0130/21) outputted?

2

NO

Check of harness between oxygen sensor and ECU

1. With the IG switch turned OFF, set the

SST (sub-harness). (Refer to page EF–8.)

However, the SST connectors at the ECU side should remain disconnected.

2. Disconnect the oxygen sensor connector.


Are the check results for open wire and short between the connector X28 of the oxygen sensor at the harness side and the SST terminal &5 OK?

YES

Go to the relative DTC chart.

SST

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

77

85 86 87

88

Wire harness side

#UK #UJ

X28 #UL

Ω

3

YES

Check of output voltage of oxygen sensor during idling

1.

Connect the oxygen sensor and SST connectors, respectively.

2. Connect the DS-21 diagnosis tester to

DLC through the SST.

SST: 09991-87404-000

3.

Warm up the engine at 2500 rpm for about 90 seconds.

4. Turn ON the main switch of the tester to read the output voltage of oxygen sensor during idling.

Specified Value:

The voltage varies repeatedly between a range from a voltage below 0.3 V and to a voltage above 0.6 V. (See the diagram below.)

1 V

0.6

V

0.3

V

0 V

OK

NO


NG NG NG

EF–91

NO

4

Check of misfire

Check to see if any misfire is occurring by monitoring the DTC and data list.


YES

5

Check of air induction system

Check the following items given below:

• Check of the engine oil level gauge, oil filler cap and PCV hose for disconnection.

• Check of parts of the air induction system between the cylinder head and the throttle body for disconnection, looseness, or cracks.

6

YES

Check of fuel pressure



7

YES

Check of injector injection



8

YES

Check of gas leakage of exhaust system


9

YES

Check of output voltage of oxygen sensor unit

1. Warm up engine completely

2. Disconnect the connector of the oxygen sensor with IG switch OFF

3. Connect a voltmeter to the connector terminal of oxygen sensor

4. Hold the engine racing speed for

3 minutes at 2000 rpm.

at this time, ensure that the reading of the volt meter is within the specified value.

Specified Value:

Does the voltmeter exhibit an output voltage of 0.2 V or more at least one time?


Go to Step 10.

YES

NO

Perform troubleshooting for misfire.

(Go to troubleshooting of DTC P0300/17,

P0301-304/17.)

Repair or replace the induction system.

NO

Check and repair fuel pump, fuel pipe line and filter.

Replace the injector.

NO

Repair or replace.

NO

V

Oxygen sensor

+B HT

E1 OX

NO

EF–92

NO

Replace the oxygen sensor

(Bank 1, sensor 1)

10 Perform confirmation engine racing pattern.

11 Is there DTC P0130/21 being output again?

NO

12 Did the vehicle run out of fuel in the past?

YES

DTC P0130/21 is caused by running out of fuel.

YES



YES



NO



JEF00215-00137

EF–93

DTC P0133/21

Oxygen Sensor Circuit Slow Response

(Bank 1 Sensor 1)

WIRING DIAGRAM

Refer to DTC P0130/21 (Oxygen sensor circuit malfunction (Bank 1 sensor 1))

JEF00216-00000



DTC No.

P0133/21


Response time for heated oxygen sensor voltage output to change from rich to lean, or form lean to rich, is more than a certain length of time during idling after engine is warmed up.


NOTE:

• Sensor 1 refers to the sensor closer to the engine block.

Trouble area

• Air induction system

• Fuel pressure

• Injector injection

• Open or short in heated oxygen sensor circuit

• Heated oxygen sensor

• Engine ECU

JEF00217-00000


NOTE:


1



2

NO



SST (sub-harness). (Refer to page EF–8.)

However, the SST connectors at the ECU side disconnected.



• Are the check results for open wire and short between the connector X28 of the oxygen sensor at the harness side and the SST terminal &5 OK?

YES


SST

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

77

85 86 87

88

Wire harness side

#UK #UJ

X28 #UL

Ω

EF–94

3

YES


1.




SST: 09991-87404-000

3. Turn OFF all accessory switches. Warm up the engine at 2500 rpm, until the radiator fan makes one turn.

4. Turn ON the main switch of the tester.

Read the output voltage of the oxygen sensor when the engine is idling and the radiator fan is not operating.

Specified Value:

The voltage varies repeatedly between a range from a voltage below

0.32 V and to a voltage above

0.58 V. (See the diagram below.)

1

0.58

V

0.32

V

0

V

V

NO

4





OK

NO


NG NG

3 sec. or more

Go to Step 8.

YES

NG

NG

YES

5 Check of fuel pressure



YES

6 Check of injector injection



NO

Repair or replace induction system.


NO

EF–95

7

YES








Specified Value:



NO

Replace the oxygen sensor. (Bank 1, sensor 1)

8

Perform confirmation engine racing pattern.

(Refer to DTC P0130/21 chart)

9 Is there DTC P0133/21 being output again?

YES

Check or replace ECU. (Refer to page

EF–51.)


Oxygen sensor

+B HT

E1 OX

NO

YES



NO

V



JEF00218-00138

EF–96

DTC

DTC

P0135/23

P0141/24

WIRING DIAGRAM

Oxygen Sensor Heater Circuit Malfunction


Oxygen Sensor Heater Circuit Malfunction


1

IG SW

ACC

IG No. 1

IG No. 2

ST

R/B

Main relay

3

Fuel pump relay

5

13

Fuel pump

4

6

J/C

EFI ECU

23 (E1)

Front O

2

sensor

#UL

#UJ

X28

#UK

Front O

2

sensor heater

Rear O

ZK0

2

sensor XJ5

#JZ

#JY

Rear O

2

sensor heater

75 (OX1)

20 (OXH1)

74 (OX2)

50 (OXH2)

17 (E2)

2 (FC1, W/IMB)

30 (FC2, L/IMB)

7 (+B1)

36 (+B2)

#UK #UJ

X28 #UL

#JY #JZ

XJ5 ZK0

Front

Wire harness side

Rear

ACC

IG1

IG2

ST

JEF00219-00139



DTC No.

P0135/23

P0141/24


When the battery voltage is above 7.5 V and the heater terminal voltage of the ECU is above 1.0 V when the heater is operating or below 7.5 V when the heater is not operating:


Trouble area

• Open wire or short in heater circuit of oxygen sensor

• Oxygen sensor heater

• Engine ECU

JEF00220-00000

EF–97


NOTE:


SST

1 Check of output voltage of ECU


2. Measure the voltage between the SST connectors @0 (OXH1), %0 (OXH2) and the body ground under the following conditions given below.


IG switch ON After engine started

Front oxygen sensor

Battery voltage Below 1.0 V/Immediately after

Rear oxygen sensor Battery voltage Below 1.0 V/After more than 3 minutes


1 2

3

4

12 13 14 15

5

6

7

16 17 18

8

9

10 11

19 20 21

22

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66

V

YES



NO

2 Unit check of oxygen sensor

Check the resistance of the front and rear oxygen sensor heaters.



YES

Check and repair the harness or connector between the main relay and oxygen sensor and the engine ECU.


NO

Replace the oxygen sensor.

JEF00221-00140

EF–98

DTC P0136/22

Oxygen Sensor Circuit Malfunction (Bank 1

Sensor 2)

WIRING DIAGRAM

1

IG SW

ACC

IG No. 1

IG No. 2

ST

3

R/B

Main relay

Fuel pump relay

5

13

Fuel pump

4

6

J/C

EFI ECU

23 (E1)

Front O

2

sensor

#UL

#UJ

X28

#UK

Front O

2

sensor heater

Rear O

ZK0

2

sensor

XJ5

#JZ

#JY

Rear O

2

sensor heater

75 (OX1)

20 (OXH1)

74 (OX2)

50 (OXH2)

17 (E2)

2 (FC1, W/IMB)

30 (FC2, L/IMB)

7 (+B1)

36 (+B2)

#UK #UJ

X28 #UL

#JY #JZ

XJ5 ZK0

Front

Wire harness side

Rear

ACC

IG1

IG2

ST

JEF00222-00141



DTC No.

P0136/22


Voltage output of heated oxygen sensor remains at

0.4 V or more or 0.5 V or less when vehicle is driven at 100 km/h or more after engine is warmed up


Trouble area

• Open wire or short in heated oxygen sensor circuit

• Oxygen sensor

• Engine ECU

HINT:

Sensor 2 refers to the sensor farther away from the engine block.

JEF00223-00000

EF–99

CONFIRMATION DRIVING PATTERN

Vehicle speed

50 km/h

40 sec. or more e

Idling

IG SW OFF q w

Warmed up r t q With the IG switch turned OFF, connect the DS-21 diagnosis tester to DLC through the SST. Turn


w Start the engine. With all switch turned OFF, keep on warming the engine until the engine coolant temperature reaches 90°C or above. e Accelerate the vehicle until the vehicle speed reaches 50 km/h or more in the

™ range in the case of automatic transmission vehicles; in the 1st

→ 2nd gear in the case of manual transmission vehicles. Keep on running the vehicle at that speed for at least 40 seconds.

r Under this condition, release the foot off from the accelerator pedal so as to decelerate the vehicle. Maintain the idling state. t After one minute of idling, press the F1 key of the tester. Check to see if the DTC P0130 is outputted.

CAUTION:

• If the conditions in this test are not strictly followed, detection of the malfunction will not be possible.

• If you do not have DS-21 diagnosis tester, turn the ignition switch OFF after performing steps w to t, then perform steps w to t again.

WARNING:

• Be sure to conduct the confirmation test, while observing the instructions at page EF–6.

JEF00224-00142


NOTE:


EF–100

1



2

NO



SST (sub-harness). (Refer to page

EF–8.)

However, the SST connectors at the

ECU side should remain disconnected.



Are the check results for open wire and short between the connector XJ5 of the oxygen sensor at the harness side and the SST terminal &4 OK?

3

YES


1.


2.

Connect the DS-21 diagnosis tester to


SST: 09991-87404-000


4. Turn ON the main switch of the tester.

Race the engine at 4000 rpm for three minutes by depressing the accelerator pedal.

5.

Under the condition of Step 4, release the foot off from the accelerator pedal so as to allow the engine to idle.

6.

Read the output voltage of the oxygen sensor between Steps 4 to 5.

Specified Value:

The voltage should become 0.4 V or below and 0.55 V or more, respectively, at least one time.


YES


SST

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

85 86 87

77

88

#JY

XJ5 ZKO

Wire harness side

Ω

NO


4

NO








Specified Value:



NO


EF–101

YES

Check malfunction that occurs intermittently

ently or poor contact. (Refer to page EF–51)

V

+B HT

E1 OX

Oxygen sensor

YES



JEF00225-00143

EF–102

DTC P0171/25

System too Lean (Fuel Trim)

DTC P0172/26

System too Rich (Fuel Trim)

WIRING DIAGRAM

IG SW

ACC

IG No. 1

IG No. 2

ST

ACC

IG1

IG2

ST

1

R/B

13

Injector

#1

#2

#3

#4

EFI ECU

Main relay

23 (E1)

17 (E2)

82

(E01)

Front O

2

sensor

X28

4

Fuel pump relay

#UK

Front O

2

sensor heater

75 (OX1)

20 (OXH2)

3 5

Fuel pump

6

#UK #UJ

X28 #UL

J/C

2 (FC1, W/IMB)

30 (FC2, L/IMB)

7 (+B1)

36 (+B2)

Wire harness side

JEF00226-00144


The fuel trim means the feedback compensation value that will compensate the basic injection time. The fuel trim comes in two kinds: the short-term fuel trim and the long-term fuel trim.

The short-term fuel trim is a short-term fuel compensation to be carried out to maintain the air-to-fuel ratio at the stoichometric air-to-fuel ratio. The signal from the oxygen sensor indicates whether the current air-to-fuel ratio is rich or lean than the stoichometric air-to-fuel ratio. Hence, if the air-to-fuel ratio is rich, the fuel injection amount will be reduced. Conversely, if the air-to-fuel ratio is lean, the fuel injection amount will be increased.

The long-term fuel trim is overall fuel compensation over a long period of time in order to compensate a continuos deviation of the short-term fuel trim from the central value, which will be caused by the engine’s inherent characteristics, the wear due to operation over a long period of time and the change in operational environment.

If the sum of the short-term fuel trim and long-term fuel trim exceeds a certain value and proves to be lean or rich, the system will detect it as a malfunction, thereby illuminating the MIL lamp.

EF–103

DTC No.

P0171/25

P0172/26


When the following conditions given below occur while the air-to-fuel feedback after the engine warming-up is being executed:

• The air-to-fuel is too lean:

(The total fuel trim (the sum of the short-term fuel trim and long-term fuel trim) exceeds the set value.)

• The air-to-fuel is too rich:

(The total fuel trim is less than the set value.)


Trouble area

• Air intake (hose loose)

• Fuel line pressure

• Injector blockage or leakage

• Open wire or short in oxygen sensor circuit

• Oxygen sensor malfunction



• Gas leakage on exhaust system

• Purge VSV for EVAP

• Engine ECU

NOTE:

• If the vehicle has experienced any run out of fuel, the air-to-fuel ratio becomes lean, thus recording the DTC P0171/25.

JEF00227-00000

CONFIRMATION ENGINE DRIVING PATTERN

70 Km/h e

Idling

IG SW OFF q w


Time q With the IG switch turned OFF, connect the DS-21 diagnosis tester to DLC through the SST. Turn


w Start the engine. Keep on warming the engine for more than five minutes until the engine cooling water temperature reaches 90°C or above. e Run the vehicle for more than five minutes at a speed of 70 km/h with the gear selected to the 5th gear or the D range.

r After one minute of idling, press the F1 key of the tester. Check to see if the DTC P0171/0172 is detected.

CAUTION


• If you do not have DS-21 diagnosis tester, turn the ignition switch OFF after performing steps w to r, then perform steps w to r again.

WARNING:


JEF00228-00145

EF–104


NOTE:



1


P0171/25 or P0172/26) outputted?

YES


NO

2 Check of air induction system




NO

Repair or replace the induction system.

3

YES




4

YES

Check of purge VSV for EVAP

(Go to trouble-shooting of DTC P0443/76.)


5

YES

Performance check of engine water temperature sensor



YES

6

Check of MAP sensor



YES

7 Check of fuel pressure




NO

NO

Replace the purge VSV for EVAP

NO

Replace the engine coolant temp. sensor.

Replace the MAP sensor.

NO

EF–105

YES

8

Check of gas leakage of exhaust system


9

YES



SST (sub-harness). (Refer to page

EF–8.)

However, the SST connectors at the

ECU side should remain disconnected.



Are the check results for open wire and short between the connector X28 of the oxygen sensor at the harness side and the SST terminal &5 OK?

YES

10


1.




SST: 09991-87404-000

3.

Warm up the engine at 2500 rpm for about 90 seconds.

4. Turn ON the main switch of the tester to read the output voltage of oxygen sensor during idling.

Specified Value:

The voltage varies repeatedly between a range from a voltage below

0.3 V and to a voltage above 0.6 V.

(See the diagram below.)

1 V

0.6

V

0.3

V

0 V

OK

NO


NO

Repair or replate.

SST

67 68 69 70

71 72 73

78 79 80 8

1 82 83 84

74 75 76

77

85 86 87

88

Wire harness side

#UK #UJ

X28 #UL

Ω

NO


NG NG NG

EF–106

NO

11








Specified Value:



NO


12 Perform confirmation driving pattern.

13

Is there DTC P0171/25 or P0172/26 being output again?

NO

14 Did vehicle run out of fuel in the past?

YES

DTC P0171/25 is caused by running out of fuel.

Go to Step 12.

YES

Oxygen sensor

+B HT

E1 OX

YES



V

YES

Check or replace the engine ECU


NO



JEF00229-00146

EF–107


1


P0171/25 or P0172/26) outputted?

NO

2




• Check of parts of the air induction sys tem between the cylinder head and the throttle body for disconnection, looseness or cracks.

YES


YES

3




Repair or replace.

NO

YES

4




5

YES




YES




7

YES

After installing a satisfactory oxygen sensor (bank 1, sensor 1), perform the confirmation driving pattern.

Is the code (DTC P0171/25 or P0172/26) outputted?

YES

Check or replace the engine ECU


NO

Check and repair the fuel pump, fuel pipe line and filter.


NO

NO

Replace the engine coolant temp. sensor

Replace the MAP sensor.

NO

NO

Replace the oxygen sensor (bank 1, sensor 1) that was mounted originally on the vehicle.

JEF00230-00000

EF–108

DTC

DTC

DTC

DTC

DTC

P0314/—

Single Cylinder Misfire (Cylinder not

Specified)

P0300/17

Random/Multiple Cylinder Misfire Detected

P0301/17

Cylinder 1 Misfire Detected

P0302/17


P0303/17 Cylinder 3 Misfire Detected

DTC P0304/17

WIRING DIAGRAM


IG SW

ACC

IG No. 1

IG No. 2

ST

ACC

IG1

IG2

ST

1

3

R/B

Main relay

Fuel pump relay

5

13

Fuel pump

4

6

J/C

+

Injector

–

#1

#2

#3

#4

EFI ECU

27 (#10)

26 (#20)

25 (#30)

(IG1) 60

(IG2) 59

24 (#40)

(ICMB) 14

(IG3) 58

(IG4) 57

7 (+B1)

36 (+B2)

(E01) 82

(E1) 23

(IE) 43

+ – +

Engine earth

–

Ignitor unit

B1

G1

B2

C1

S1

C2

S2

I/O

S3

C3

S4

G2

C4

I/C

+

X50X51 X52 X53 X54 X55 X97 X98

–

IG coil

#1

Spark plug

#2

#3

#4

#1 #2 #3

Fuel injector wire harness side

#4

JEF00231-00147

EF–109


MISFIRE:

• The ignitor unit detects the ion current that flows in proportion to the combustion pressure. This ion current is converted into a voltage, which will be inputted to the ECU. If the voltage value is below a certain value, the ECU evaluate it as a misfire and counts its occurrence numbers.

When the misfire rate becomes or exceeds a number that indicates deteriorated engine conditions, this state will cause the malfunction indicator lamp (MIL) to be illuminated.

If such a misfire is occurring whose misfire rate is high enough that the driving condition will most likely cause the catalyst to be overheated, the malfunction indicator lamp (MIL) will flash.

DTC No.

P0314/—

P0300/17

P0301/17

P0302/17

P0303/17

P0304/17


Misfiring of random/multiple cylinders is detected during any particular 400 or 2,000 ignitions.

For any particular 400 ignitions for engine, misfiring is detected which can cause catalyst overheating

(This causes MIL to blink) (2 trip detection logic)

For any particular 2,000 ignitions for engine, misfiring is detected which causes a deterioration in emissions (2 trip detection logic)

Trouble area

• Ignition system (Igniter unit etc.)

• Iion system (Igniter unit etc.)

• Injector

• Fuel pressure

• Valve clearance

• Valve timing

• In Mani abs. pressure sensor


• Open wire or short in engine wire

• Connector connection

• Compression pressure

• Engine ECU

NOTE:

• When the 2 or more codes for a misfiring cylinder are recorded repeatedly but no random/multiply cylinder misfire code is recorded, it indicates that the misfire were detected and recorded at different times.

• When any one or any two or more of P0301 through P0304/17 codes are outputted, the code P0314 is memorized without fail. However, only when the function “Continuos monitoring results” of the

CARB mode is used, it is possible to read this code P0314.

JEF00232-00000


1. Connect the DS-21 diagnosis tester or OBD II generic scan tool with IG switch OFF.

2. Record DTC and the freeze frame data with IG switch ON.

3. Erase the DTC.

4. Use the DS-21 diagnosis tester or OBD II generic scan tool to set to “Continuous monitoring results” in

CARB mode.

5. Drive the vehicle several times with the engine speed, load and its surrounding range shown with EN-

GINE RPM. CALC LOAD in the freeze frame data or MISFIRE RPM, MISFIRE LOAD in the data list.

If any malfunction is detected, the code P0314 will be outputted. (When F1 key is pressed:)

If you have no DS-21 diagnosis tester, turn the ignition switch OFF after the symptom is simulated the first time.

Then repeat the simulation process again.

NOTE:

• In order to memorize DTC of misfire, it is necessary to drive around MISFIRE RPM, MISFIRE LOAD in the data list for the following period of time.

Engine speed

Idling

1000 rpm

2000 rpm

3000 rpm

Time

3 minutes 30 seconds or more

3 minutes or more

1 minutes 30 seconds or more

1 minutes or more

EF–110

6. Check whether there is misfire or not by monitoring DTC and the freeze frame data. After that, record them.

7. Turn ignition switch OFF after least 5 seconds.

WARNING:


JEF00233-00000


NOTE:

• If it is the case that any DTC besides misfire is memorized simultaneously, first perform the troubleshooting for them.


• When the vehicle is brought to the workshop and the misfire is not occurred, misfire can be confirmed by reproducing the condition of freeze frame data. Also, after finishing the repair, confirm that there is no misfire. (See the confirmation driving pattern)

• When either of SHORT FT, LONG FT in the freeze frame data is besides the range of ±20 %, there is a possibility that the air-fuel ratio is inclining either to RICH (–20 % or less) or LEAN (+20 % or more).

• When COOLANT TEMP in the freeze frame data is less than 80°C (176°F), there is a possibility of misfire only during warning up.

• In the case that misfire cannot be reproduced, the reason may be because of the driving with lack of fuel, the use of improper fuel, a stain of spark plug, and etc.

• If an open wire exists in the ion signal input line between the ignitor unit and the EFI ECU, it may be detected as misfire.

1

Visual check of inside of engine compartment

• Check the connecting conditions of the wire harnesses and connectors.

• Check the vacuum hoses, purge hoses, fuel hoses and pipes for disconnection and breakage.


2

YES

Check of spark plug and spark of misfiring cylinder

1.

2.

3.

4.

5.

6.

Remove the fuel pump relay from the relay block.

Remove the IG coils and spark plugs

(misfire cylinders)

Install the spark plug to the IG coil.

Connect the IG coil connector to the IG coil.

Ground the spark

Crank the engine at this time, check to see if the spark plug sparks.

If no spark occurs, conduct the check according to the check procedure for

spark plug (at page EF–185).

NO

Repair or replace, then confirm that there is no misfire. (See confirmation driving pattern)

EFI

Relay block

FUEL

PUMP

[DEFG] RAD

EFI

[ST] [HEAD]

[MGC]

NOTICE


A2

82661-97218

AM

60 A

(ABS)

50 A

(EPS)

30 A

TAIL

40 A

HEAD

30 A

RAD

30 A

3

YES

Check of ECU output signal of injector of misfiring cylinder

1.

2.

3.

With the IG switch twrned OFF, perform restoration.


With the IG switch turned ON, measure the voltage between the SST connector terminal of an injector in which misfire is taking place among the SST connectors

@7 through @4 and the body ground.

Specified Value: Battery voltage

4.

Observation of injector waveform with oscilloscope (reference)

Check voltage waveform between the

SST connectors @7 through @4 and *2

(E01) while engine is idling.


NO

4 Unit check of injector of misfiring cylinder

1.

2.

3.

Turn OFF the IG switch.

Disconnect the injector connector of the misfiring cylinder.

Measure the resistance between the injector terminals.

Specified Value:

13.4 to 14.2

Ω at 20°C


YES

5 Check of harness between injector and ECU

1.

Disconnect the SST connectors from the

EFI ECU (with the IG switch turned OFF).

2.

Referring to page EF–48, check the harness and connector for open wire or short.

• Connector X51 of #1 injector at harness side - SST connector @7





EF–111

NO

Replace the spark plug or check the ignition system and ion system.


CAUTION:

• Do not use any spark plugs other than those designated.

[Reference]

When an oscilloscope is used, the injector control signal produces such waveforms, as shown in the diagram below. (The frequency or injection time can not be specified.)

YES

Go to Step 6.

Ω

Ohmmeter


NO

SST

23 24 25 26

34 35 36 37

27 28 29

30 31 32

38 39 40

41 42 43

33

44

X50X51

#1 Fuel injector

Wire harness side

Ω

EF–112

YES


or poor contact. (Refer to page EF–51.)

6

Check of ion system

(Go to troubleshooting of DTC P1300/36.)


7


YES



YES

8 Check of injector injection



YES

9 Check of manifold absolute pressure sensor



10

YES




YES

Check compression pressure, valve clearance and valve timing

NO


Repair or replace.

NO

NO

Check and repair the fuel pump, pressure regulator, fuel pipe line and filter.

Replace injector

NO

NO

Replace the manifold absolute pressure sensor

NO

Replace the engine coolant temp. sensor

JEF00234-00148

DTC P0325/18

WIRING DIAGRAM

Knock Sensor 1 Circuit Malfunction

EF–113

#1b

J/C

(E1)

23

EFI ECU

(KNK)

53

XN5

XN5

Knock sensor

Wire harness side

JEF00235-00149


Knock sensor are fitted to the cylinder block to detect engine knocking. This sensor contains a piezoelectric element which generates a voltage when it becomes deformed, which occurs when the cylinder block vibrates due to knocking. If engine knocking occurs, ignition timing is retarded to suppress it.

DTC No.

P0325/18


When the signal from the knock sensor exceeds the voltage preset according to the engine revolution speed continuous by for more than a certain length of time while accelerating at a certain engine revolution speed of 2000 rpm or more.

Trouble area

• Open wire or short in knock sensor circuit

• Knock sensor (Looseness)

• Engine ECU

JEF00236-00000


NOTE:


EF–114

1

Check of continuity of knock sensor circuit

1.

2.

Set the SST (sub-harness). (Refer to page EF–8.) However, the SST connec-

tor “A” should remain disconnected from the ECU connector.

With the IG switch turned OFF, measure the resistance between the SST connector %3 and the body ground.

Specified Value: 1 M

Ω or higher


EFI ECU

Wire harness


A only.

SST

Connector A

[Reference]

1.

Check by oscilloscope

Connect the SST connector “A” to

2.

3.

the ECU.

Start the engine and keep it idling.

Connect the positive : and negative ; probes of an oscilloscope to

4.

the SST connector terminals ^4 and @3, respectively.

When the waveforms as shown in the right figure are observed, the knock sensor circuit is functioning properly.

(The measurement can be conducted using the oscilloscope function of the DS-21 diagnosis tester.)

NOTE:

• The waveform at the time of racing becomes greater than that at the time of idling.

SST

45 46 47 4

8 49 50 51

56 57 58 5

9 60 61 62

52 53 54

55

63 64 65

66

+

–

23 24 25 26

34 35 36 37

27 28 29

30 31 32

38 39 40

41 42 43

33

44

When an oscilloscope is used, the signal of the knock sensor will become as indicated in the figure above.

(The waveform cannot be specified.)

2 Check of knock sensor

NO

1.

2.

3.

Disconnect the connector of the knock sensor with ignition switch OFF

Remove the knock sensor from the cylinder block.

Using an ohmmeter, check the resistance between the terminal and body.

Specified Value: 1 M

Ω or higher


Go to Step 3.

YES

Lead wire

YES

3 Check the harness and connector between the engine ECU and the knock sensor for

open wire or short. (Refer to page EF–48.)

YES

4 Check the knock sensor for installing condition (e.g. looseness).


YES



EF–115

NO

Replace the knock sensor.

NO


NO

Tighten the knock sensor.

JEF00237-00150

EF–116

DTC P0335/13

Crankshaft Position Sensor “A” Circuit

Malfunction

WIRING DIAGRAM

AM

60 A

IG switch

ACC

IG1

IG2

ST

ST

(A/T) (STA)

11 68

(E1)

23

EFI ECU

(N1+)

21

(N1–)

51

(N2+)

22

(N2–)

52

BATT

Body earth

Engine earth

J/C

XAQ XAR N66 N74

N1+

XAQ XAR

N1–

Wire harness side

Crank angle sensor Cam angle sensor

JEF00241-00153


The crankshaft angle sensor (NE signal) consists of a signal rotor and a pickup coil.

The NE signal rotor has 34 teeth and is mounted on the crankshaft. The NE sensor generates 34 signals of every engine revolution. The engine ECU detects the standard crankshaft angle based on the N2

+ signals, the actual crankshaft angle and the engine speed by the NE signals.

DTC No.


P0335/13

No crankshaft angle sensor signal to engine ECU during cranking

Trouble area

• Open wire or short in crankshaft angle sensor circuit

• Crankshaft angle sensor

• Signal rotor

• Starter

• Engine ECU

JEF00242-00000


NOTE:


1

Check of resistance of crank angle sensor circuit

1.

2.


However, the SST connector “A” should remain disconnected from the ECU connector.

With the IG switch turned OFF, measure resistance between the SST terminals

@1 - %1 (N1

+

- N1

–

).

Specified Value:

1850 to 2450

Ω at 20°C


EF–117

EFI ECU

Wire harness


A only.

SST

Connector A

[Reference]

1.

2.

3.

4.


Connect the SST connector “A” to the ECU.


Connect the positive : and negative ; probes of an oscilloscope to the SST connector terminals between @1 and @3 and between @2 and @3, respectively.

When the waveforms as shown in the right figure are observed, the crank angle sensor circuit is functioning properly.

NOTE:


SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

Cam angle sensor

+

–

+

–

Crank angle sensor

When an oscilloscope is used, the signal of the cam/crank angle sensor will become as indicated in the figure above. (The waveform cannot be specified.)

NO

2 Unit check of crank angle sensor

1.

2.

3.

Remove the engine under cover RH.

While sliding the connector lock, remove the connector.

Using an ohmmeter, measure the resistance between the terminals

Specified Value:

1850 - 2450

Ω at 20°C


Go to Step 4.

YES

Ω

EF–118

YES

3 Check the harness and connector between the engine ECU and the crank angle

sensor for open wire or short. (Refer to page EF–48.)


YES



4

Check the sensor for installing condition and the signal rotor for tooth condition.

(Check for the air gap, sensor for looseness, tooth distortion, adhesion of rust, foreign matter, etc. Refer to Section IG.)


5

Check of starter signal

YES

1.

2.

Connect the SST connector “A” to the

ECU.

Measure the voltage between the SST connector terminals ^8 and @3 (STA -

E1) while the engine is being cranked.



YES

Check or replace the ECU.


NO

Replace the crank angle sensor.

NO


NO

Tighten the sensor. Replace the signal rotor.

SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

41 42 43

33

44

V

67 68 69 70

78 79 80 81

71 72 73

74 75 76

82 83 84

85 86 87

77

88

NO

Repair or replace the harness or connector

(M/T: between engine ECU - IG switch, A/T: between engine ECU - starter).

JEF00243-00154

EF–119

DTC P0340/14

Camshaft Position Sensor Circuit

Malfunction

WIRING DIAGRAM

AM

60 A

IG switch

ACC

IG1

IG2

ST

ST

(A/T)

11

(STA)

68

(E1)

23

EFI ECU

(N1+)

21

(N1–)

51

(N2+)

22

(N2–)

52

BATT

Body earth

Engine earth

J/C

XAQ XAR N66 N74

N2+

N66 N74

N2–

Cam angle sensor wire harness side


JEF00247-00157


The camshaft angle sensor (N2

+

The N2

+ signal) consists of a signal rotor and a pickup coil. signal rotor has three timing pins on its outer disk surface and is integrated with the intake camshaft. The detection of the actual camshaft position and the discrimination of cylinders are carried out by these three timing pins (360-180-180° CA).

DTC No.

P0340/14


No camshaft angle sensor signal to engine ECU during cranking

Open in N2 circuit

Trouble area

• Open wire or short in camshaft angle sensor circuit

• Camshaft angle sensor

• Starter

• Engine ECU

JEF00248-00000


NOTE:


EF–120

1

Check of resistance of cam angle sensor circuit

1.

2.


However, the SST connector “A” should remain disconnected from the ECU connector.

With the IG switch turned OFF, measure resistance between the SST terminals

@2 - %2 (N2

+

- N2

–

).

Specified Value: 1850 to 2450

Ω


EFI ECU

Wire harness


A only.

SST

Connector A

[Reference]

1.

2.

3.

4.


Connect the SST connector “A” to the ECU.


Connect the positive : and negative ; probes of an oscilloscope to the SST connector terminals between @2 and @3 and between @1 and @3, respectively.

When the waveforms as shown in the right figure are observed, the cam angle sensor circuit is functioning properly.

NOTE:


1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

41 42 43

33

44

Cam angle sensor

+

–

+

–

Crank angle sensor

When an oscilloscope is used, the signal of the cam/crank angle sensor will become as indicated in the figure above. (The waveform cannot be specified.)

NO

2 Unit check of cam angle sensor

1.

2.

3.

Remove the air intake chamber.

Dis connect the camshaft angle sensor connector.

Using an ohmmeter, measure the resistance between the terminals

Specified Value:

1850 - 2450

Ω at 20°C


Go to Step 4.

YES

Ω

YES

3 Check the harness and connector between the engine ECU and the cam angle sensor

for open wire or short. (Refer to page

EF–48.)


YES

Check malfunction that occurs intermittently or poor contact. (Refer to page EF–51.)

4 Check the sensor for installing condition and the timing rotor pins for condition.

(Check for the air gap, sensor for looseness, pin distortion, adhesion of rust, foreign matter, etc. Refer to Section EM.)


EF–121

NO

Replace the cam angle sensor.

SST

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66

N66 N74

Wire harness side

Ω

NO


5

Check of starter signal

YES

1.

2.

Connect the SST connector “A” to the

ECU connector.

Measure the voltage between the SST connector terminals ^8 and @3 (STA -

E1) while the engine is being cranked.



YES



NO

Tighten the sensor. Repair the timing rotor pins.

SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

V

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

85 86 87

77

88

NO

Repair or replace the harness or connector

(M/T: between engine ECU - IG switch, A/T: between engine ECU - starter).

JEF00249-00158

EF–122

DTC P0420/27

Catalyst System Efficiency Below Threshold

WIRING DIAGRAM

IG SW

ACC

IG No. 1

IG No. 2

ST

ACC

IG1

IG2

ST

EFI ECU

23 (E1)

R/B

1

13

3

Main relay

Fuel pump relay

Fuel pump

5

4

6

J/C

Front O

2

sensor

#UL

X28

#UJ

#UK

Front O

2

sensor heater

Rear O

2

sensor XJ5

ZK0

#JZ

#JY

Rear O

2

sensor heater

75 (OX1)

20 (OXH1)

74 (OX2)

50 (OXH2)

17 (E2)

2 (FC1, W/IMB)

30 (FC2, L/IMB)

7 (+B1)

36 (+B2)

#UK #UJ

X28 #UL

#JY #JZ

XJ5 ZK0

Front Rear

Wire harness side

JEF00250-00159


The ECU monitors the concentration of oxygen in the exhaust gas that is flowing through the three-way catalytic converter, using the rear oxygen sensor. When the catalyst is functioning properly, the varying cycle of the output voltage of the rear oxygen sensor is slower than that of the output voltage of the front oxygen sensor. However, if both the output waveforms of the front and rear sensors are varying at the same rate, it indicates that the catalyst performance has deteriorated.

DTC No.

Trouble area

P0420/27


When both the waveforms of the front and rear oxygen sensors indicate the same frequency when the vehicle is running at a predetermined speed with the engine revolutional speed within a predetermined range:


• Three-way catalyst

• Open wire or short in oxygen sensor circuit

• Oxygen sensor

JEF00251-00000

EF–123


Vehicle speed

50 km/h e

Idling

IG SW OFF q w


Time q With the IG switch turned OFF, connect the DS-21 diagnosis tester to DLC through the SST. Turn on the IG switch and the main switch of the tester. Set the tester to the “continuous monitoring results” of the CARB mode.

w Start the engine. With all switch turned OFF, keep on warming the engine until the engine coolant temperature reaches 90°C or above. e Run at a constant speed of 50 km/h for about five minutes (in the 4th gear in the case of manual transmission vehicles; in Î range in the case of automatic transmission vehicles).

r After one minute of idling, press the F1 key of the tester. Check to see if the DTC P0420 in out putted.

JEF00252-00160

CAUTION


• If you do not have DS-21 diagnosis tester, turn the ignition switch OFF after performing steps w to r, then perform steps w to r again.

WARNING:


JEF00253-00161


NOTE:


EF–124

1 Are other codes (those other than DTC


2

NO

Check of front oxygen sensor (bank 1, sensor 1)



3

YES

Check of rear oxygen sensor (bank 1, sensor 2)



YES

4 Perform the confirmation driving pattern.

5 Is DTC P0420/27 being outputted again?

YES

Replace the three-way catalytic converter.

YES


Repair or replace.

NO

Repair or replace.

NO

NO

Check malfunction that occurs intermittently or poor contact.


JEF00254-00000

EF–125

DTC P0443/76

Evaporative Emission Control System Purge

Control Valve Circuit Malfunction

WIRING DIAGRAM

IG SW

ACC

IG No. 1

IG No. 2

ST

ACC

IG1

IG2

ST

1

R/B

13

Injector

#1

#2

#3

#4

EFI ECU

(E01) 82

Main relay

#7M #7N

4

79 (PRG)

Fuel pump relay

3 5

6

J/C

Fuel pump

+

#7M #7N

–

2 (FC1, W/IMB)

30 (FC2, L/IMB)

7 (+B1)

36 (+B2)

Wire harness side

JEF00255-00162


When the execution conditions for the evaporative emission purging are met, the ECU performs the duty control for the

VSV for evaporative emission purging and purges the evaporative emissions into the combustion chamber.

DTC No.

P0443/76


When open wire or short takes place in VSV circuit for EVAP while the execution conditions for the evaporative emission purging are being met:


Throttle body

ECU

VSV for EVAP

Atmosphere

Combustion chamber

Charcoal canister

Fuel tank

JEF00256-00163

Trouble area

• Open wire or short in VSV circuit for EVAP

• VSV for EVAP

• Engine ECU

EF–126


NOTE:


When using DS-21 diagnosis tester:

1

Operation check of EVAP purge control system

1.

With the IG switch turned OFF, connect the DS-21 diagnosis tester to the DLC through the SST.

SST: 09991-87404-000

2.

3.

4.

Disconnect the hose going to the VSV from the charcoal canister.

Turn ON the IG switch, and turn ON the main switch of the tester. Erase the

DTC. Select the “Purge VSV” of the “Actuator driving.”

When executing “ON” and “OFF”, check the operation of the VSV for purging.

VSV “OFF” ... No air continuity should exist when air is blown into the hose.

VSV “ON” .... Air continuity should exist when air is blown into the hose.


SST

Atmospheric port

Purging side

Blow air

Tank side

NO

2

Check of purge hose and passage

1.

2.

3.

4.

Execute the VSV “Release” so as to return the VSV for purging to the original operating state.

Start the engine and keep the engine racing.

Disconnect the hose going from the

VSV for purging to the intake manifold.

Apply your finger to the disconnected hose. Ensure that a negative pressure is applied.

Specification:

Negative pressure should be applied.

5.

Check the hose for connecting state, leakage, restriction, bending and deterioration.


YES


and poor contact. (Refer to page EF–51.)

VSV for EVAP

Purge hose

Charcoal canister

Throttle body

Purge hose

3

YES

Check of power supply voltage of VSV for purging

1.

2.

3.

Turn OFF the main switch of the tester.


Disconnect the VSV connector.

With the IG switch turned ON, measure the voltage between the harness side connector #7M of VSV and the body earth.



4

YES

Check of harness between ECU and VSV for purging

1.

2.

With the IG switch turned OFF, connect

the SST (sub-harness). (Refer to page

EF–8.)

Do not connect the SST connector to the ECU.


Connector #7N at VSV harness side - connector &9 at ECU side (PRG)


YES

5

Unit check of VSV for purging



EF–127

Clean, repair or replace.

NO

#7M #7N Wire harness side

V

NO

Check the harness and connector between the

VSV for purging and the battery, and the main relay for open wire or short. Repair or replace,

as required. (Refer to page EF–48.)

SST

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

77

85 86 87

88

Ω

#7M #7N Wire harness side

NO


EF–128

YES

6 Check of ECU output signal

1.

Connect the connector to VSV for purging. Connect the SST connector to the

EFI ECU. Connect the hoses that have

2.

been disconnected to the original places.

When the engine is cold, with the engine idling, measure the voltage between the SST connector &9 and *2

(PRG - E01).


3.

After warming up the engine (after the radiator fan has operated at least one time), measure the voltage between the

SST connectors &9 and *2 (PRG - E01) for more than two minutes with the accelerator pedal depressed.

Specified Value:

The voltage should become 0 to

1 V within the two minutes.


YES


ly and poor contact. (Refer to page EF–51.)

When not using DS-21 diagnosis tester:

1

Check of ECU output signal

1.

2.


When the engine is cold, with the engine idling, measure the voltage between the SST connectors &9 and *2

(PRG - E01).


3.

After warming up the engine (after the radiator fan has operated at least one time), measure the voltage between the

SST connectors &9 and *2 (PRG - E01) for more than two minutes with the accelerator pedal depressed.

Specified Value:

The voltage should become 0 to

1 V within the two minutes.


NO

Replace the VSV for purging.

SST

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

77

85 86 87

88

V

NO


EF–51.)

JEF00258-00164

SST

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

77

85 86 87

88

V

2

YES

Check of power supply voltage of VSV for purging

1.

2.

3.


Disconnect the VSV connector.

With the IG switch turned ON, measure the voltage between the harness side connector #7M of VSV and the body earth.



3

YES

Check of harness between ECU and VSV for purging

1.

2.

With the IG switch turned OFF, connect

the SST (sub-harness). (Refer to page

EF–8.)



Connector #7N at VSV harness side - connector &9 (PRG) at ECU side


YES

4 Unit check of VSV for purging



YES



EF–129

NO


V

#7M #7N

Wire harness side

NO


VSV for purging and the battery, and the main relay for open wire and short. Repair or

replace, as required. (Refer to page EF–48.)

SST

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

77

85 86 87

88

Ω

#7M #7N

Wire harness side

NO


NO

Replace the VSV for purging.

JEF00258-00165

EF–130

DTC P0500/52

WIRING DIAGRAM

Vehicle Speed Sensor Malfunction

(E2)

17


J/C

EFI ECU

(SPD)

37

X03 (B11) Combination meter

Speedometer cable

Z83 (B10)

J/C

C21 F19 X03 Z83 H20 H22 H61 T37 WB0 H05 X01

Wire harness side


This sensor is mounted in the combination meter. It contains a magnet which is rotated by the speedometer cable. The reed switch is turned ON and OFF four times for every revolution of the speedometer. It is then transmitted to the ECU. The ECU determines the vehicle speed based on the frequency of these pulse signals.

JEF00338-00233

Transaxle

Cable

Combination meter

4-pulse

ECU

DTC No.

P0500/52


No signal is inputted from the speed sensor to the

ECU for a certain length of time when the fuel cut operation is performed during deceleration.


JEF00339-00234

Trouble area


• Open wire or short in vehicle speed sensor circuit


• Engine ECU

EF–131

1

Operation check of speedometer

1.

Run the vehicle.

Does the speedometer indicate the vehicle speed correctly?

NOTE:

•

If the speedometer indication is normal, the speedometer system is functioning normally.

2

YES

Check of input signal of speed sensor to

ECU

1.

2.

Set the SST (sub-harness) (Refer to page EF–8.)

Check that the voltage between the SST terminals #7 and !7 is within the following specified value when the vehicle is moving with the ignition switch turned

ON.

Specified Value:

0

↔ 4.5 to 5.5 V for pulse signal

NO

3 Check of speed sensor (reed switch)

1.

2.

3.


Remove the combination meter.

Ensure that continuity occurs four times at the terminals B10 and B11 of the combination meter while the speedometer drive shaft completes a turn.

Specification:

Continuity should occur four times per turn of speedometer drive shaft.

YES

4

Check for open and short in harness and connector between the engine ECU and vehicle speed sensor.


YES



NO

Check the speedometer circuit and combination meter (including speedometer gear & meter cable)

SST

1

2

3

4

12 13 14 15

5

6

7

16 17 18

8

9

10 11

19 20 21

22

V

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

41 42 43

33

44

YES


Speedometer drive shaft

B10

B11

NO

Replace the speed sensor (combination meter).

NO


JEF00340-00235

EF–132

DTC P0500/52

WIRING DIAGRAM

Vehicle Speed Sensor Malfunction

(E2)

17

J/C

EFI ECU

(SPD)

37

X03 (SPSR) Combination meter

Z83 (E)

H83

A/T ECU or

ABS ECU or


J/C

H82 C21 G06 O20 H05 H80

H61 H83 X03 N58 H22 H20 H56 F19 A10

Wire harness side

X01 Z83

Z08

JEF00259-00166


A vehicle speed sensor driven by a microcomputer is used.

Signals driven by the microcomputer in the combination meter are inputted into the EFI ECU, based on the signals from the

A/T ECU in the case of automatic transmission vehicles; from

ABS ECU in the case of ABS-equipped vehicles; from the vehicle speed sensor mounted on the transaxle in the case of other vehicles.

The EFI ECU determines the vehicle speed based on the frequency of these pulse signals.

DTC No.

P0500/52


No signal from the speed sensor is inputted into the

ECU for a certain length of time during the fuel cut operation at time of deceleration.


A/T ECU or

ABS ECU or

Transaxle

Combination meter

4-pulse

ECU


JEF00260-00167

Trouble area


• Open wire or short in signal line from A/T ECU or

ABS ECU


• Engine ECU or A/T ECU or ABS ECU

EF–133

1

Operation check of speedometer

1.

Run the vehicle.

Does the speedometer indicate the vehicle speed properly?

NOTE:

•

If the speedometer indication is normal, the speedometer system is functioning properly.

YES

2

Check of input signal to EFI ECU

1.

2.

Set the SST (sub-harness) (Refer to page EF–8.)

Check that the voltage between the SST terminals #7 and !7 is within the following specified value when the vehicle moves and the ignition switch is turned to the ON position.

Specified Value:

0

↔ 4.5 to 5.5 V for pulse signal

3

NO

Check of harness between EFI ECU and combination meter

1.

2.

3.

4.

Turn OFF the IG switch. Disconnect the

SST connector at the ECU side.

Remove the combination meter.

Disconnect the harness from the combination meter.


• SST connector #7 - Harness side connector X03 of combination meter

• Harness side connector Z83 of combination meter - Body ground


YES

Replace the combination meter.

NO

Check of A/T ECU, ABS ECU or vehicle speed sensor circuit, and combination meter

(Refer to sections A/T, BE and BR.)

SST

1

2

3

4

12 13 14 15

5

6

7

16 17 18

8

9

10 11

19 20 21

22

V

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

41 42 43

33

44

YES



SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

41 42 43

33

44

Ω

H82 C21 G06 O20 H05 H80

H61 H83 X03 N58 H22 H20 H56 F19 A10

X01 Z83

Z08

NO


JEF00261-00168

EF–134

DTC P0505/71

WIRING DIAGRAM

Idle Control System Malfunction

IG SW

ACC

IG No. 1

IG No. 2

ST

1

3

R/B

Main relay

Fuel pump relay

5

13

4

6

Starter relay coil

J/C

P

N

D

2

L

EFI ECU

11 (A/T)

(E01) 82

Neutral start

SW

Meter

J/C

(RFAN) 13

(PST) 78

(ACSW) 38

(BLW) 39

2

(W/IMB.)

(DEF)

10

(H/L) 71

30

(L/IMB.)

(ISC) 54

7

36

(E1) 23

XU1 XU3 XU2

Wire harness side

To radiator fun relay

To P/S oil pressure SW

To A/C SW

To heater blower SW

To defogger SW

To tail lamp SW

XU1

XU2

ISC

Valve

XU3

J/C

Fuel pump

ACC

IG1

IG2

ST

JEF00262-00169


The rotary solenoid type ISC valve is located in front of the intake manifold and the intake air bypassing the throttle valve is directed to the ISC valve through a passage.

In this way the intake air volume bypassing the throttle valve is regulated, controlling the engine speed.

The engine ECU operates only the ISC valve to perform idleup and provide feedback for the target idling speed.

DTC No.

P0505/71


Open wire or short in ISC valve circuit

From air cleaner

Magnet

Auxiliary air port

To intakemanifold

Coil

Valve

JEF00263-00170

Trouble area

• Open wire or short in ISC valve circuit

• ISC valve

• Engine ECU

EF–135


NOTE:

• Read the freeze frame data, using the DS-21 diagnosis tester. Because the freeze frame data records the engine conditions when the malfunction was detected, when troubleshooting the freeze frame data is useful to determine whether the vehicle was running or stopped, the engine warmed up or not, the air-fuel ratio lean or rich, etc. at the time of the malfunction.


1 Operation check of ISC valve

1.


SST: 09991-87404-000

2.

3.

4.

Warm up the engine fully.

Turn ON the main switch of the DS-21 diagnosis tester.

With the engine idling, select the “ISC” in the “Actuator driving.” Execute the “5 % open” and “50 % open”, respectively.

Does the engine speed increase or decrease in accordance with the change in the ISC duty ratio (5 %, 50 %)?

SST

NO

2

Check of power supply voltage of ISC valve

1.

2.

3.



Disconnect the connector of the ISC valve.

Measure the voltage between the terminals XU3 of the wire harness connector and the body ground when the ignition switch is turned to the ON position.


Is the measured value the specified value?

YES



Wire harness side

XU1 XU3 XU2

V

EF–136

YES

3 Check of input signal of ISC valve

1.

2.

After warming up the engine fully, turn

ON the main switch of the DS-21 diagnosis tester.

With the engine idling, select the “ISC” in the “Actuator driving.” Execute the “5 % open” and “50 % open”, respectively.

Measure the voltage between XU1 and

XU2.

Does the voltage increase or decrease in accordance with the change in the

ISC duty ratio (5 %, 50 %)?

NO


ISC valve and the battery, and main relay for

open wire and short. (Refer to page EF–48.)

V

XU1 XU3 XU2

Wire harness side

[Reference]


4 Check of output signal of ISC valve of ECU

1.

2.

3.



Connect the SST between the ECU connectors and the wire harness connectors.

NO

SST: 09842-97203-000

Warm up the engine. With the engine idling, select the “ISC” in the “Actuator driving.” Execute the “5 % open” and

“50 % open”, respectively. Measure the voltage between the SST terminals %4 and @3 (ISC - E1).

Does the voltage increase or decrease in accordance with the change in the

ISC duty ratio (5 %, 50 %)?

Duty ratio: 5 % Duty ratio: 50 %

When an oscilloscope is used, the ISC control signal becomes the waveform as indicated in the figure above.

Replace the ISC valve.

YES

SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

41 42 43

33

44

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

63 64 65

55

66

V

5

YES

Check of harness between ISC valve and

ECU

1.

2.

3.



Disconnect the SST connector at the

ECU side.


• ISC valve connector XU1 - SST terminal %4 (ISC)

• ISC valve connector XU2 - SST terminal @3 (E1)


YES



EF–137

NO


SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

XU1 XU3 XU2

Wire harness side

Ω

NO


JEF00264-00171


1 Operation check of ISC valve

Ensure that the engine revolution speed is high during the cold period. Also, ensure that the engine revolution speed drops as the engine warms up and that the idle speed is maintained.


Tachometer terminal

Earth

EF–138

NO

2 Check of power supply voltage of ISC valve

1.

2.

3.


Disconnect the connector of the ISC valve.

Measure the voltage between the terminals XU3 of the wire harness connector and the body ground when the ignition switch is turned to the ON position.



YES



Wire harness side

XU1 XU3 XU2

V

3 Check of input signal of ISC valve

1.

2.

Specification:

YES

Warming up the engine fully.

With the engine idling (with the ISC valve connector disconnected), measure the voltage between XU1 and XU2 at the harness connector side.

The voltage should be stable at a constant value. (The value of the voltage can not be specified.)

NO


ISC valve and the battery, and main relay for

open wire and short. (Refer to page EF–48.)

V

XU1 XU3 XU2

Wire harness side

[Reference]


Idling condition

(Electrical load “OFF”) (Electrical load “ON”)

When an oscilloscope is used, the ISC control signal becomes the waveform as indicated in the figure above. (The duty ratio cannot be specified.)

NO

4 Check of output signal of ISC valve of ECU

1.

2.


Connect the SST between the ECU connectors and the wire harness connectors.

SST: 09842-97203-000

3.

Warm up the engine. With the engine idling (with the ISC valve connector disconnected), measure the voltage between the SST terminals %4 and @3 (ISC -

E1).

Specification:



5

YES

Check of harness between ISC valve and

ECU

1.

2.

3.


Disconnect the SST connector at the

ECU side.


• ISC valve connector XU1 - SST terminal %4 (ISC)

• ISC valve connector XU2 - SST terminal @3 (E1)


YES



EF–139

Replace the ISC valve.

YES

SST

23 24 25 2

6 27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

45 46 47 48

56 57 58 59

49 50 51

52 53 54

60 61 62

63 64 65

55

66

V

NO


Ω

SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

XU1 XU3 XU2

Wire harness side

NO


JEF00265-00172

EF–140

DTC P1105/32

Barometric Pressure Sensor Circuit

Malfunction

WIRING DIAGRAM/CIRCUIT DESCRIPTION

An atmospheric sensor of the same construction as that of the MAP sensor is mounted in the ECU.

Therefore, the wiring diagram for the atmospheric sensor is omitted here.

DTC No.

Trouble area

P1105/32


When the following conditions 1 and 2 are met for a certain length of time:

1. The AD conversion value of atmospheric sensor is less than 1.6 V.

2. The AD conversion value of atmospheric sensor is 4.7 V or more.

• Engine ECU

JEF00266-00000


NOTE:



1

Re-confirmation of DTC

1.


SST: 09991-87404-000

2.

3.

4.

5.


DTC.

(As for the operation, follow the instruction manual of the DS-21 diagnosis tester.)



Turn ON the IG switch. Turn ON the main switch of the tester.

Check the DTC.

Is P1105 indicated?

SST

Replace the ECU.

YES NO


EF–51.)

JEF00267-00173


1 Re-confirmation of DTC

1.


SST: 09991-87404-000

2.

Connect the terminal T and the earth terminal of the SST connector with a jump wire.

SST: 09991-87403-000

3.

4.

5.

6.

Remove the EFI fuse. Erase the DTC.

(As for the erasing method, refer to page EF–58.)

Set the EFI fuse to the original position.

Turn ON the IG switch.

Check the DTC. (Read out the flashing pattern of the MIL.)

Is “32” indicated?

Replace the ECU.

YES

EF–141

SST (2)

Test

Earth

SST (1)

NO


EF–51.)

JEF00268-00174

EF–142

DTC P1130/29

WIRING DIAGRAM

A/F Adjuster Circuit Malfunction

Revision 1

(VCO) (OX3) (E21)

62 73 29

EFI ECU

(ACEV)

72

#YS #YT #YU

R L

E2 VCC

#YU #YS

#YT

Wire harness side

VAF sEF00039-00026


The variable resistor is mounted at the left side of the engine compartment at the body side.

This is a variable resister to adjust the air-to-fuel ratio while the engine is idling (after the engine has warmed up). The idle

CO value is adjusted to the specified value by rotating the rotor.

The letters “R” and “L” are embossed at the root of the connector.

DTC No.

P1130/29

Higher

Output voltage

Lower

Rotor rotating range

(Lean side) L R (Rich side) sEF00040-00027


Condition (1) or (2) continues with more than a certain length of time

1. OX3 < 0.2 V

2. OX3 > 4.8 V

Trouble area

• Open wire or short in A/F adjuster circuit

• A/F adjuster

• Engine ECU

Revision 1

EF–143


NOTE:

• If DTC P1530/44 (A/C Evaporator Temp. Sensor Malfunction), P1130/29 (A/F Adjuster Circuit

Malfunction) are output simultaneously, E21 (Sensor Ground) may be open.

• Read freeze frame data using DS-21 diagnosis tester or OBD ΙΙ generic scan tool. Because freeze frame data records the engine condition when the malfunction is detected, when troubleshooting it is useful for determining whether the vehicle was running or stopped, the engine warmed up or not, the air-fuel ratio lean or rich, etc. at the time of the malfunction.

1

Check of input voltage of A/F adjuster to

ECU

1)

2)

3)

Set the SST (sub-harness).



Turn the rotor clockwise and counterclockwise. Check to see if the voltage measured between the SST connectors

&3 and @9 (OX3 - E21) varies.

Specified Value: 0.2 V or more, but less than 4.8 V


SST

@9

23 24 25 26

27 28 29

34 35 36 3

7 38 39 40

30 31 32

33

41 42 43

44

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

77

85 86 87

88

&3

V

2

NO

Check of power supply voltage of A/F adjuster

1) Ensure that the voltage between the

SST terminals ^2 (VCO) and @9 (E21) is within the specified value when the ignition switch is turned to the ON position.

Specified value: 4.5 - 5.5 V


YES



SST

@9

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

^2

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66

V

EF–144

YES

3 Unit check of A/F adjuster

1)

2)

3)

Turn off the ignition switch.

Disconnect the connector of the A/F adjuster.

Check the resistance between the terminals below.

Specified Value:

Terminal

#YS - #YU

#YT - #YU

Resistance k

Ω

5

± 1.5 (25°C)

The resistance should increase in proportion to the turning of the rotor in a direction from L to R.

4

YES

Check of harness between A/F adjuster and

ECU

1)

2)

3)


Disconnect the SST terminals from the

EFI ECU.

Referring to page EF-48, check the harness and connector for open wire or short, as follows:

• Connector of A/F adjuster #YS at harness side - SST connector ^2

• Connector of A/F adjuster #YT at harness side - SST connector &3

• Connector of A/F adjuster #YU at harness side - SST connector @9


YES



Revision 1

NO

Check and replacement of ECU (Refer to page EF–51.)

Ω

#YS

#YU

#YT

Replace the A/F adjuster.

NO

SST

^2

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

63 64 65

55

66

Ω

#YU #YS

#YT

Wire harness side

NO


sEF00041-00028

Revision 2

DTC P1300/36

Ion System Malfunction

WIRING DIAGRAM FOR M101, M201 AND J102

IG SW

ACC

IG No. 1

IG No. 2

ST

EF–145

ACC

IG1

IG2

ST

1

R/B

Main relay

13

4

EFI ECU

(IG1) 60

(IG2) 59

(ICMB) 14

(IG3) 58

(IG4) 57

I/O

S3

S4

G2

B1

G1

S1

S2

B2

C1

C2

C3

C4

I/C

IG COIL

N80

N07

N05

#1

N81

N54

N53

#2

Spark plug

N82

N65

N64

#3

N85

N84

N83

#4

Fuel pump relay

3 5

6

J/C

(E01) 82

(E1) 23

7 (+B1)

43

36 (+B2)

(IE)

Fuel pump

B1 G1 S1 S2 I/O S3 S4 G2

Igniter unit wire harness side

(ECU side)

To injector

I/C C4 C3 C2 C1


(IG coil side)

#4

N85

N84

N83

#3

N82

N65

N64

#2

N81

N54

N53

IG COIL wire harness side

#1

N80

N07

N05

IG2

IG1

ACC

N30 N01 R01

O12 M01

AM ST

IG switch wire harness side

YEF00042-00029


This system detects any misfire of the engine by using an ion current which has the same waveforms as those of the combustion pressure. When any misfire takes place, no ion current is produced. Therefore, if the input voltage at the ECU side is below a certain value, it is judged that a misfire took place. Since the detected ion current is very weak, it is amplified in the ignitor unit. In addition, a vibration waveform appears in the ion current waveform when knocking takes place. Hence, knocking control is also performed by detecting vibration waveforms. This applies only to vehicles mounted with Type K3 engine with EU specifications.

YEF00043-00000

EF–146

DTC No.

P1300/36


No ion current signal is inputted to the engine ECU during engine cranking or engine running.

Trouble area


• Ignitor unit



• Engine ECU

JEF00270-00000


NOTE:


• This diagnostic chart is based on the premise that the engine is being cranked under normal conditions. If the engine does no crank, proceed to the matrix table for troubleshooting according to malfunctioning phenomena on page EF–47.

• When P1300/36 (ion system malfunction) is outputted, both P0300/17 (random/multiple cylinder misfire detected) and P0301/17 - P0304/17 (cylinders 1 to 4 misfire detected) may be outputted simultaneously.

1

Spark check

1.

2.

3.

4.

5.

Remove the fuel pump relay from the relay block


(all cylinders #1, 2, 3 and 4)

Install the spark plug to the IG coil. connect the IG coil connector to the IG coil.

Ground the spark plug.

Crank the engine. at this time, check to see if each spark plug sparks.

WARNING:

• Sparks will take place. Care must be exercised to the surrounding combustible objects.

EFI

Relay block

FUEL

PUMP

[DEFG] RAD

EFI

[ST] [HEAD]

[MGC]

NOTICE


A2 82661-97218

AM

60 A

(ABS)

50 A

(EPS)

30 A

TAIL

40 A

HEAD

30 A

RAD

30 A

No spark takes place in all cylinders.

2 Unit check of spark plug



No spark takes place in some cylinders.

Perform the unit check of the spark plug for the cylinders where no spark takes place.



Sparks take place in all cylinders.

Go to Step 5.

Revision 1

YES

3

Check of power supply voltage of IG coil

1.

2.

With the IG switch turned OFF, disconnect the connector of the IG coil of each cylinder.

With the IG switch turned ON, measure the voltage between the body earth and each of the harness-side connectors

N05, N53, N64 and N83 of each IG coil.



NO

4


Check the harness, connector and fuse for open wire and short by referring to page

EF–48.

1.


2.

Disconnect the connectors at the ECU side of the IG switch and ignitor unit.

• Between IG switch and ignitor unit terminal B1

• Between IG switch and each of N05,

N53, N64 and N83 of each IG coil.


Replace the IG switch.

YES

EF–147

NO

Replace the spark plug. Perform the spark check again.

No spark takes place. ... Go to Step 3.

Sparks take place. ........ Go to Step 5.

CAUTION:

• Never use spark plugs other than those designated.

V

N05

IG coil wire harness side

YES

Go to Step 5.

Ω

IG2 IG1

N30 N01 R01

O12 M01


N05


NO

Repair or replace the harness or connector. Or replace the fuse.

sEF00044-00030

EF–148

5 Check of ignition signal and ion signal

Check that the ignition signal and ion signal are outputted from the ECU and inputted by using an oscilloscope.

1.

With the IG switch turned OFF, perform

2.

the restoration.


SST: 09842-97203-000

3.

4.

Warm up the engine. (only when the engine can start)

With the engine idling or cranking, connect the probe ; of the oscilloscope to the SST terminal *2; the probe : to each of the SST terminals ^0, %9, %8 and

%7, respectively. Check the ignition signal for all cylinders.

Specification:

Pulse waveforms should be confirmed.

5.

As has been done in Step 4), connect the probes : and ; of the oscilloscope to the SST terminals !4 (ICMB) and $3

(IE), respectively, and check the ion signal.

Specification:

Waveforms as shown in the right figure should be observed without any waveform missing.

Are the ignition signal and ion signal observed?

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

23 24 25 26

34 35 36 37

27 28 29

30 31 32

38 39 40

41 42 43

33

44

45 46 47 48

56 57 58 59

49 50 51

52 53 54

60 61 62

63 64 65

55

66

67 68 69 70

78 79 80 81

71 72 73

74 75 76

82 83 84

85 86 87

77

88

Oscilloscope

+

–

(4) Ignition signal wave form

(5) Ion signal wave form

Indication for one cylinder Indication for all cylinders

The circuit is normal when signal waveforms shown above are observed.

When sparks take place and the ignition signal waveform is observed, is the ion signal waveform observed?

When no spark takes place and the ignition signal waveform is observed, and no ion signal waveform is observed:

Go to Step 10.

When no spark takes place and no ignition signal waveform is observed, and no ion signal waveform is observed:

6

NO

Check of harness between ECU and ignitor unit

1.

2.

3.

4.

Turn OFF IG switch.

Disconnect the SST connector of the EFI ECU.

Disconnect the ECU side connector of the ignitor unit.


•

SST terminal !4 - Harness side I/O terminal of ignitor unit


YES

Check malfunction that occurs intermittently and poor contact.


Check or replace the ECU. (Refer to page EF–51.)

7

YES

Check of harness between ignitor unit and

IG coil


1.

Disconnect the IG coil side connector of the ignitor unit.

2.

Disconnect the connector of each IG coil.

• Between harness side terminal I/C of ignitor unit - Harness side terminals

N80, N81, N82 and N85 of each IG coil


YES

8 Unit check of ignitor unit



YES

9 Check of earth circuit of ignitor unit

1.

Measure the continuity between the engine earth and each of harness side terminals G1 and G2 of the ignitor unit.

Specified Value: Continuity exists.


YES

Replace the IG coil. (All cylinders)

EF–149

NO


Ω

I/C C4 C3 C2 C1

Ignitor unit wire harness side

N80


NO


Replace the ignitor unit.

NO

B1 G1 S1 S2 I/0S3 S4 G2


Engine earth

Ω

NO


EF–150

10


IG coil


1.

2.


Disconnect each IG coil and the IG coil side connector of the ignitor unit.

• Between harness side terminals N07,

N54, N65 and N84 of each IG coil and harness side terminals C1, C2, C3 and

C4 of ignitor unit


11

YES

Check of harness between EFI ECU and ignitor unit


1.

Disconnect the SST connector from the

EFI ECU.

2.


Harness side terminals S1, S2, S3, S4 and I/O of ignitor unit - SST connector terminals ^0, %9, %8, %7 and !4


Go to Step 7.

YES

Ω

I/C C4 C3 C2 C1


N07


NO


SST

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66


Ω

B1 G1 S1 S2 I/0S3 S4 G2

NO


JEF00271-00176

Revision 1

DTC P1300/36

WIRING DIAGRAM FOR S221

Ion System Malfunction

IG SW

ACC

IG No. 1

IG No. 2

ST

EF–150-1

ACC

IG1

IG2

ST

1

R/B

Main relay

13

4

EFI ECU

(IG1) 60

(IG2) 59

(ICMB) 14

(IG3) 58

(IG4) 57

B1

G1

S1

S2

I/O

S3

S4

G2

B2

C1

C2

C3

C4

I/C

IG COIL

N80

N07

N05

#1

Spark plug

N81

N54

N53

#2

N82

N65

N64

#3

N85

N84

N83

#4

Fuel pump relay

3 5

6

J/C

(E01) 82

(E1) 23

7 (+B1)

43

36 (+B2)

(IE)

Fuel pump

B1 G1 S1 S2 I/O S3 S4 G2


(ECU side)

To injector

I/C C4 C3 C2 C1 B2


(IG coil side)

#4 #3 #2 #1

N85

N84

N83

N82

N65

N64

N81

N54

N53

IG COIL wire harness side

N80

N07

N05

IG2 IG1 ACC

N30 N01 R01

O12 M01

AM ST

IG switch wire harness side sEF00045-00031


This system detects any misfire of the engine by using an ion current which has the same waveforms as those of the combustion pressure. When any misfire takes place, no ion current is produced. Therefore, if the input voltage at the ECU side is below a certain value, it is judged that a misfire took place. Since the detected ion current is very weak, it is amplified in the ignitor unit. In addition, a vibration waveform appears in the ion current waveform when knocking takes place. Hence, knocking control is also performed by detecting vibration waveforms. This applies only to vehicles mounted with Type K3 engine with EU specifications. sEF00046-00000

EF–150-2

DTC No.

P1300/36

Revision 1


No ion current signal is inputted to the engine ECU during engine cranking or engine running.

Trouble area


• Ignitor unit



• Engine ECU sEF00047-00000


NOTE:


• This diagnostic chart is based on the premise that the engine is being cranked under normal conditions. If the engine does no crank, proceed to the matrix table for troubleshooting according to malfunctioning phenomena on page EF–47.

• When P1300/36 (ion system malfunction) is outputted, both P0300/17 (random/multiple cylinder misfire detected) and P0301/17 - P0304/17 (cylinders 1 to 4 misfire detected) may be outputted simultaneously.

1 Spark check

1.

2.

3.

4.

5.

Remove the fuel pump relay from the relay block


(all cylinders #1, 2, 3 and 4)

Install the spark plug to the IG coil. connect the IG coil connector to the IG coil.

Ground the spark plug.

Crank the engine. at this time, check to see if each spark plug sparks.

WARNING:

• Sparks will take place. Care must be exercised to the surrounding combustible objects.

EFI

Relay block

FUEL

PUMP

[DEFG]

RAD

EFI

[ST] [HEAD]

[MGC]

NOTICE


A2 82661-97218

AM

60 A

(ABS)

50 A

(EPS)

30 A

TAIL

40 A

HEAD

30 A

RAD

30 A

No spark takes place in all cylinders.

2 Unit check of spark plug



No spark takes place in some cylinders.

Perform the unit check of the spark plug for the cylinders where no spark takes place.



Sparks take place in all cylinders.

Go to Step 5.

Revision 1

YES

3


1.

2.

With the IG switch turned OFF, disconnect the connector of the IG coil of each cylinder.

With the IG switch turned ON, measure the voltage between the body earth and each of the harness-side connectors

N05, N53, N64 and N83 of each IG coil.



NO

4


Check the harness, connector and fuse for open wire and short by referring to page

EF–48.

1.


2.

Disconnect the connectors at the ECU side of the IG switch and ignitor unit.

• Between IG switch and ignitor unit terminal B1

• Between ignitor unit terminal B2 and each of N05, N53, N64 and N83 of each IG coil.


Replace the IG switch.

YES

EF–150-3

NO

Replace the spark plug. Perform the spark check again.

No spark takes place. ... Go to Step 3.

Sparks take place. ........ Go to Step 5.

CAUTION:

• Never use spark plugs other than those designated.

V

N05


YES

Go to Step 5.

Ω

IG2 IG1

N30 N01 R01

O12 M01



B1 G1 S1 S2 I/O S3 S4 G2

NO

Repair or replace the harness or connector. Or replace the fuse.

sEF00048-00032

EF–150-4

5 Check of ignition signal and ion signal

Check that the ignition signal and ion signal are outputted from the ECU and inputted by using an oscilloscope.

1.

With the IG switch turned OFF, perform

2.

the restoration.


SST: 09842-97203-000

3.

4.

Warm up the engine. (only when the engine can start)

With the engine idling or cranking, connect the probe ; of the oscilloscope to the SST terminal *2; the probe : to each of the SST terminals ^0, %9, %8 and

%7, respectively. Check the ignition signal for all cylinders.

Specification:

Pulse waveforms should be confirmed.

5.

As has been done in Step 4), connect the probes : and ; of the oscilloscope to the SST terminals !4 (ICMB) and $3

(IE), respectively, and check the ion signal.

Specification:

Waveforms as shown in the right figure should be observed without any waveform missing.

Are the ignition signal and ion signal observed?

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

23 24 25 26

34 35 36 37

27 28 29

38 39 40

30 31 32

33

41 42 43

44

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

77

85 86 87

88

Oscilloscope

+

–

(4) Ignition signal wave form

(5) Ion signal wave form

Revision 1

Indication for one cylinder Indication for all cylinders

The circuit is normal when signal waveforms shown above are observed.

When sparks take place and the ignition signal waveform is observed, is the ion signal waveform observed?

When no spark takes place and the ignition signal waveform is observed, and no ion signal waveform is observed:

Go to Step 10.

When no spark takes place and no ignition signal waveform is observed, and no ion signal waveform is observed:

6

NO

Check of harness between ECU and ignitor unit

1.

2.

3.

4.

Turn OFF IG switch.

Disconnect the SST connector of the EFI ECU.



•

SST terminal !4 - Harness side I/O terminal of ignitor unit


YES

Check malfunction that occurs intermittently and poor contact.


Check or replace the ECU. (Refer to page EF–51.)

Revision 1

7

YES


IG coil


1.

Disconnect the IG coil side connector of the ignitor unit.

2.

Disconnect the connector of each IG coil.

• Between harness side terminal I/C of ignitor unit - Harness side terminals

N80, N81, N82 and N85 of each IG coil


YES

8 Unit check of ignitor unit



YES

9 Check of earth circuit of ignitor unit

1.

Measure the continuity between the engine earth and each of harness side terminals G1 and G2 of the ignitor unit.



YES

Replace the IG coil. (All cylinders)

EF–150-5

NO


Ω

I/C C4 C3 C2 C1 B2


N80


NO


Replace the ignitor unit.

NO

B1 G1 S1 S2 I/0S3 S4 G2


Engine earth

Ω

NO


sEF00049-00033

EF–150-6

10


IG coil


1.

2.


Disconnect each IG coil and the IG coil side connector of the ignitor unit.

• Between harness side terminals N07,

N54, N65 and N84 of each IG coil and harness side terminals C1, C2, C3 and

C4 of ignitor unit


11

YES

Check of harness between EFI ECU and ignitor unit


1.


EFI ECU.

2.


Harness side terminals S1, S2, S3, S4 and I/O of ignitor unit - SST connector terminals ^0, %9, %8, %7 and !4


Go to Step 7.

YES

Revision 1

Ω

I/C C4 C3 C2 C1 B2


N07


NO


SST

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66


Ω

B1 G1 S1 S2 I/0S3 S4 G2

NO


sEF00050-00034

EF–151

DTC P1346/75

VVT Sensor (Camshaft Position Sensor)

Circuit Range/Performance Problem

WIRING DIAGRAM

AM

60 A

IG SW

ACC

IG1

IG2

ST

ST

(A/T)

11

(STA)

68

(E1)

23

EFI ECU

(N1+)

21

(N1–)

51

(N2+)

22

(N2–)

52

BATT

J/C

Body earth

Engine earth

XAQ XAR N66 N74

N2+

N66 N74

N2–

Cam angle sensor wire harness side


JEF00272-00177


The camshaft angle sensor (N2

+

The N2

+ signal) consists of a signal rotor and a pickup coil. signal rotor has three timing pins on its outer disk surface and is integrated with the intake camshaft. The detection of the actual camshaft position and the discrimination of cylinders are carried out by these three timing pins (360-180-180° CA).

DTC No.

P1346/75


Deviation in crankshaft angle sensor signal and cam angle sensor signal (2 trip detection logic)

Trouble area

• Mechanical system malfunction (Skipping teeth of timing chain, chain stretched)

• Engine ECU

JEF00273-00000


NOTE:


EF–152

1 Check of valve timing

Check the timing belt for looseness and missing teeth. (For details, refer to EM section.)

1.

Set the No. 1 cylinder to the top dead center under compression stroke by turning the crankshaft in the normal direction.

(Align the punch mark of the camshaft

2.

3.

timing pulley with the mating mark of the camshaft bearing cap.)

Check that the punch mark of the crankshaft timing pulley is aligned with the mating mark of the oil pump as shown in the right illustration. (b)

Ensure that the applying load at the time when the timing belt is pushed 5 mm is within the specified value. (c)

Specified Value:

19.6 - 29.4 N (2.0 - 3.0 kgf)


NOTE:

• If the crankshaft was turned in the reverse direction, redo the check.

(a)

Timing mark

(b) Point marks

YES



(c)

19.5 mm or less

NO

Adjustment of valve timing

(Adjustment or replacement of timing belt or tensioner)

For details, refer to EM section.

JEF00274-00178

EF–153

DTC P1349/73

WIRING DIAGRAM

VVT System Malfunction

(E1)

23

EFI ECU

(OCV+)

28

(OCV–)

61

+ –

XAN XAP

Wire harness side

XAN XAP

Oil control valve

JEF00275-00179


The DVVT system controls the intake valve timing to a proper timing in response to the driving conditions.

The engine ECU controls the OCV (Oil Control Valve) to make the intake valve timing proper. The oil pressure controlled by the OCV is supplied to the DVVT controller, and then, the DVVT controller changes the relative position between the camshaft and the crankshaft.

DTC No.

Trouble area

P1349/73


Condition (a) or (b) continues after the engine has warmed up and when the engine speed is 400 to

4000 rpm.

(a) Valve timing does not change from the current valve timing.

(b) Current valve timing is fixed.


• Valve timing

• Oil control valve

• DVVT controller assembly

• Engine ECU

JEF00276-00000


NOTE:


EF–154

1 Check of valve timing

Check the timing chain for looseness and missing teeth. (For details, refer to EM section.)

1.

Set the No. 1 cylinder to the top dead center under compression stroke by turning the crankshaft in the normal direction. (a)

(Align the groove of the crankshaft pul-

2.

3.

ley with the timing mark of the timing chain cover as shown in the illustration.)

Check that the point marks of the camshaft timing sprockets are in straight line on the timing chain cover surface as shown in the illustration. (b)

Check of protruding amount of chain tensioner (c)

Specified Value:

Not to exceed 19.5 mm

4.

Check of chain tensioner arm and chain guide for wear

Specified Value:

The thickness of arm and guide should be 0.5 mm or more.


(a)

Timing mark

(b) Point marks

YES

2 Operation check of oil control valve (OCV)

1.

2.

3.

4.

5.


Start the engine. Warm it up fully.

Disconnect the OCV connector.

Apply the battery voltage between the terminals of the OCV connector.

Check the engine idling condition.

Specification:

Rough idling or engine stall should take place.


NOTE:

• Be careful not to mistake the polarity.

• Pay attention not to make short during operation.

• The energizing time should be limited to within one minute.

(c)

19.5 mm or less

NO

Repair and adjustment of valve timing

(Repair or replace the timing chain or tensioner, arm, guide, etc.)

For details, refer to EM section.

; side : side

OCV connector

B

YES

3 Check of output voltage of ECU

1.

With the IG switch turned ON (the engine stopped), measure the voltage between the SST connector terminals @8

(OCV+) and ^1 (OCV–).

Specified Value: 4.0 V or less


EF–155

NO

Go to Step 5.

SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66

V

[Reference]

1.

2.


Warm up the engine completely.

Keep the engine idling.

Connect the : and ; probes of the oscilloscope to the SST connector terminals @8 and ^1, respectively.

SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

41 42 43

33

44

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

63 64 65

55

66

+

–

3.

If the waveform shown in the right figure is observed, the OCV circuit is functioning normally.

OCV Signal waveform

GND

EF–156

YES

4 Check of harness between OCV and ECU

1.

2.

3.



ECU.


• Harness side connector XAN of valve -

SST connector @8 (OCV+)

• Harness side connector XAP of valve -

SST connector ^1 (OCV–)


YES



5 Unit check of OCV


YES

6

Unit check of DVVT controller

(Refer to Section EM.)


YES

7 Check of oil passage (including OCV)

(Refer to section EM.)

Specification:

There should be no restricted passage nor oil leakage.


NO


(Refer to page EF–51)

SST

45 46 47 4

8 49 50 5

56 57 58 59

1 52 53 54

60 61 62

63 64 65

55

66

Ω

XAN XAP

Wire harness side

NO


NO

Replace the OCV and go to Step 6.

NO

Replace the intake camshaft.

8

YES

Checking whether DTC 1349/73 is memorized or not

1.

2.

Restore to the original state.

With the IG switch turned OFF, connect the SST.

SST: 09991-87404-000

3.

4.

5.

Erase the DTC. (Refer to page EF–58.)

Perform the simulation test.

Check to see if DTC 1349/73 is displayed.*

1

Is DTC 1349/73 displayed?

SST

EF–157

NO

Repair the faulty parts of the oil passage.

NO

The VVT system is functioning properly.* 2

YES



*

1

: In the case of vehicles with EU specifications, confirmation can be made by one-trip by using the

“Continuous monitoring results” function of the CARB mode.

On vehicles other than those with EU specifications, conduct the simulation test twice. At this time, turn

OFF the IG switch after the first test. (2 trip)

*

2

: DTCs P1349/73 are also outputted after foreign objects in the engine oil have been caught in some parts of the system, and the system returns to the normal state in a short time. As the engine ECU controls so that the foreign objects are ejected, there is no problem about the VVT. There is also no problem since the oil filter will get the foreign objects in the engine oil.

JEF00277-00180

EF–158

DTC P1510/54

Starter Signal Circuit Malfunction

WIRING DIAGRAM

IG SW

ACC

IG No. 1

IG No. 2

ST

M01

M/T only

J/C

ACC

IG1

IG2

ST

R/B

1 23

A/T

Starter relay

22

21

M14

BNDR1 (A/T)

D

2

P

N

L

J/C

Neutral start SW

Meter

11 (A/T)

82

(E01)

EFI ECU

IG2 IG1 ACC

N30 NO1 R01

O12 M01

AM ST


68 (STA)

BNDR1 (M/T)

Starter

A/T ECU

KE2 L34

M15 M07 M14

Relay block wire harness side

JEF00281-00183


When the engine is being cranked, the intake air flow is slow, so fuel vaporization is poor. A rich mixture is therefore necessary in order to achieve good startability. While the engine is being cranked, the battery positive voltage is applied to the terminal STA of the engine ECU. The starter signal is mainly used to increase the fuel injection volume for the starting injection control and after-start injection control.

DTC No.

P1510/54


Open wire or short in starter signal circuit


Trouble area

• Open wire or short in starter signal circuit

• Engine ECU

JEF00282-00000


NOTE:

• This diagnostic chart is based on the premise that the engine is being cranked under normal conditions. If the engine does not crank, proceed to the matrix table for troubleshooting according to malfunctioning phenomena on page EF–47.

SST

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

77

85 86 87

88

EF–159

V

1

Check of ECU input signal STA

1.

2.


Measure the voltage between the SST connectors ^8 and *2 (STA - E01) under the following conditions.

Condition

Engine being cranked

After engine has started

Specified value

6 - 10 V

0 V


2

NO

Check of harnesses between IG switch and

ECU (M/T vehicles) and between relay block and ECU (A/T vehicles)

1.

2.

3.

4.


Disconnect the connector of the IG switch.

Disconnect the SST connector at ECU side.

M/T vehicles:

Connector M01 at IG switch side - Connector ^8 (STA) at ECU side

A/T vehicles:

Connector M14 at relay block side -

Connector ^8 (STA) at ECU side

Are the check results for open wire and

short (according to page EF–48) OK?

YES


YES



Ω

SST

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

85 86 87

77

88

M/T

M01

A/T

M14

NO


JEF00283-00184

EF–160

DTC P1520/51

Switch Signal Circuit Malfunction

WIRING DIAGRAM

IG SW

ACC

IG No. 1

IG No. 2

ST

Main

1

R/B

G03 H63 H64 H66

H65 Z53 G02 H62

Neutral start SW wire harness side


(A/T)

P

N

Z53

To starter relay coil

X99 XT1 XT0

Linear throttle sensor wire harness side

H66

H65

EFI ECU

11 (A/T)

23

(E1)

9

(T)

KC6

K99 KV2

ACC

IG

1

IG

2

ST

MAIN

KC6 KV2 K99

A/C SW wire harness side

Resister


X99

XT0

XT1

(BLW) 39

16 (VC)

44 (VTH)

(ACSW) 38

17 (E2)

H M L

J/C

JEF00284-00185


This is used as the normal state judging code for the switch system. While the terminal T is “ON”, if the idle switch becomes “OFF” or the air conditioner becomes “ON”, or the shift lever is placed in Î, ™, Ò, or Â range, the DTC is outputted. However, the DTC is diagnosed only when the terminal T is “ON”. No memorization is made.

DTC No.

P1520/51


When conditions 1 and 2 below are met:

1. Terminal T is “ON”.

2. Idle switch “OFF”, air conditioner “ON” or neutral start switch “ON”

Trouble area

• Open wire or short in A/C switch circuit

• A/C switch



• Open wire or short in neutral start switch circuit

• Neutral start switch

• Engine ECU

NOTE:

• When the idle switch becomes “OFF” with the terminal T being “ON”, you can check to see if the IDL system of the linear throttle sensor is functioning properly by examining the DTC output.

• With the engine idling, and the terminal T being “ON”, when the A/C and heater blower switch are switched on (air conditioner “ON”), you can check to see if the air conditioner switch system is functioning properly by examining the DTC output.

• With the terminal T being “ON”, when the shift lever is placed in Î, ™, Ò, or Â range, you can check to see if the neutral start switch system is functioning properly by examining the DTC output.

JEF00285-00000

EF–161


NOTE:


Malfunction), P0120/41 (Throttle/Pedal Position Sensor/Switch “A” Malfunction) are outputted simultaneously, E2 (Sensor Ground) may be open.


1

Check of input signal by A/C switch and idle switch to ECU

1.

Turn OFF the IG switch. Connect the

DS-21 diagnosis tester to the DLC through the SST.

SST: 09991-87404-000

2.

Turn ON the IG switch. Turn ON the main switch of the tester. Check the signals of the A/C switch and idle switch.

(As for the operation, refer to the instruction manual of the DS-21 diagnosis tester.)

A/C switch

OFF

ON

A/C signal indication

OFF

ON

Throttle valve

Fully closed

Fully opened


IDL signal indication

ON

OFF

SST

2

NO

Check of harnesses between A/C switch and ECU and between linear throttle sensor and ECU

1.

2.

3.






• A/C switch

Switch side connector K99 - ECU side connector #8 (ACSW)


Sensor side connector XT1 - ECU side connector !7 (E2)

Sensor side connector XT0 - ECU side connector $4 (VTH)

Sensor side connector X99 - ECU side connector !6 (VC)


YES



SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

41 42 43

33

44

Linear throttle sensor wire harness side

Ω

X99 XT1 XT0

KC6 KV2 K99

A/C SW wire harness side

EF–162

3

YES

Unit check of A/C switch and liner throttle sensor



YES



NO


NO

Replace the A/C switch or liner throttle sensor.

JEF00286-00186


1 Check of ECU input signal

1.

2.


With the IG switch turned ON, measure

the voltage between SST !6 and !7 (VC and E2), between $4 and !7 (VTH and

E2), between #8 and @3 (ACSW and E1), and between !1 and @3 (A/T and E1).

Specified Value:

• !6 and !7 (VC and E2):

4.5 - 5.5 V

• $4 and !7 (VTH and E2):

When throttle lever is changed from full close state to full open state, voltage should increase proportionally from 0 to 4.8 V.

• #8 and @3 (ACSW and E1):

Battery voltage (when A/C switch is ON)

0 - 0.5 V (When A/C switch is

OFF)

• !1 and @3 (A/T and E1):

0 - 0.5 V (P or N range)

Around 10 V (other than ranges above)

SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

V

2

NO

Check of harness between neutral start switch and ECU

(As for the A/C switch and linear throttle sensor system, go to Step ™ on previous page.)

1.

Turn OFF the IG switch. Disconnect the

2.

SST connector from the ECU.


• Switch side connector H66 (P range) -

ECU !1 (A/T)

• Switch side connector H65 (N range) -

ECU !1 (A/T)


YES

3 Unit check of neutral start switch



YES



EF–163

YES



SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

Ω

G03 H63 H64 H66

H65 Z53 G02 H62

Neutral start SW wire harness side

NO


NO

Replace the neutral start switch.

JEF00287-00187

EF–164

DTC P1530/44

WIRING DIAGRAM

A/C Evaporator Temp. Sensor Malfunction

IG SW

ACC

IG No. 1

IG No. 2

ST

MAIN

ACC

IG1

IG2

ST

MAIN

R/B

1 13

Main relay

EFI ECU

KP5

KK4

Wire harness side

RAD fan relay

MGC relay

17 12

CDS fan relay

20

4

3

7 (+B1)

36 (+B2)

18

J/C

13 (FAN1)

11

RAD

THERMO

SW

(ACEV) 72

12 (MGC)

KP5

(E21) 29

(BLW) 39

J/C

KK4

Resister

J/C

(ACSW) 38


This circuit, located at the rear of the evaporator of the air conditioner unit, detects the temperature of the air passing through the evaporator. A thermistor is incorporated in the sensor. This thermistor has such characteristics that its resistance decreases as the temperature rises, while the resistance increases as the temperature drops. When the temperature becomes about 0°C, the thermistor disengages the magnet clutch through the MGC relay, thus preventing frosting.

JEF00288-00188

4

2

0

–1001020

A/C evaporator temperature [

°C]

JEF00289-00189

DTC No.

P1530/44

EF–165


Open wire or short in evaporator temperature circuit

Trouble area

• Open wire or short in evaporator temp. circuit

• Evaporator temperature sensor

• Engine ECU


NOTE:


1 Check of ECU output voltage

1.

2.


With the IG switch turned “ON”, measure the voltage between the SST connector &2 (ACEV) and @9 (E21).

Specified Value:

0.1 - 4.8 V (Varies, depending upon the temperature.)

(Reference: 1.8 - 2.9 V at 20

°C)


SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

67 68 69 70

78

79

71 72 73

80 81 82

83

74 75 76

84 85 86

87

77

88

V

2

NO

Check of harness between evaporator temperature sensor and ECU

1.

2.

With the IG switch turned OFF, disconnect the SST connector from the ECU.


• Harness side connector KP5 of sensor

- ECU &2 (ACEV)

• Harness side connector KK4 of sensor

- ECU @9 (E21)


YES



SST

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

85 86 87

77

88

Ω

KP5

KK4

Wire harness side

3

YES

Unit check of evaporator temperature sensor



NO


EF–166

YES


NO

Replace the evaporator temperature sensor

JEF00290-00190

EF–167

DTC P1560/61

ECU Back-up Power Source Circuit

Malfunction

WIRING DIAGRAM

IG SW

ACC

IG No. 1

IG No. 2

ST

ACC

IG1

IG2

ST

1

O31 R/B

13

24

XM6

EFI ECU

1 (BAT)

L35 XM6 KN6 C90

PD7 E45 OC9 ZS7

R/B wire harness side

Main relay

Fuel pump relay

3

PD7

5

4

ZS7

6

30 (W/O IMB)

(FC2)

2 (W/IMB)

(FC1)

J/C

7 (+B1)

36 (+B2)

Fuel pump

To Injector

JEF00291-00191


The battery positive voltage is supplied to the terminal BAT of the engine ECU even when the ignition switch is OFF for use by the DTC memory and air-fuel ratio adaptive control value memory, etc.

DTC No.

P1560/61


Open wire in back-up power source circuit

Trouble area

• Open wire in back-up power source circuit

• Engine ECU

HINT:

If DTC P1560/61 appears, the engine ECU does not store another DTC.

JEF00292-00000


NOTE:


EF–168

1 Check of ECU backup power supply voltage

1.

2.


With the IG switch turned OFF, measure the voltage between the SST connector q (BAT) and the body ground.



2

NO

Check of harness between relay block and

ECU

1.

2.


Remove the harness from the terminal

: of the battery.


• Harness side connector XM6 of R/B -

ECU q (BAT)

• Stud bolt of R/B - Battery terminal :


YES

3

Unit check of EFI fuse

1.

2.

Remove the EFI fuse from the R/B.

Check continuity of the EFI fuse.

Specification:

Continuity should exist.


SST

1

2

3

4

5

6

7

12 13 14 1

5 16 17 18

8

9

10 11

19 20 21

22

V

YES



SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

Ω

L35 XM6 KN6 C90

Wire harness side

PD7 E45 OC9 ZS7

NO


EFI Fuse

YES


Replace the EFI fuse.

NO

JEF00293-00192

EF–169

DTC P1600/83

WIRING DIAGRAM

Immobilizer Signal Malfunction

+B

EFI ECU

(E1)

23

(SIO2)

5

(T)

9

(SIO1)

8

J/C

KEY SW

J/C

#FZ

QA2

+B

#J3

SIO2

T

QA8

KEY

IMMOBILIZER ECU

GND COIL(+)

QA6 QA4

COIL(–) SIO1

QA5 QA3

J/C

ECU-T

SIO1 SG

EFI-T

CG

DLC

A/T ECU etc

A/T ECU etc

J/C

Antenna

(IG key)

+B

QA2

IG

QA0

KEY

#FZ

COL+

QA4

GND

QA6

T

QA8

SIO2

#J3

SIO1

QA3

COL–

QA5

IND

QA7

IMMOBI ECU wire harness side

JEF00294-00193


This circuit performs collation and updating of the rolling code in the communication between the immobilizer ECU and the EFI ECU. The engine can start only when the collation and updating of the rolling code can be done. The rolling code is collated and updated by reading out or writing to non volatile memory

(E2PROM) of both ECUs.

DTC No.

Trouble area

P1600/83


In immobilizer communication,

• When writing of rolling code to E2PROM is abnormal: or

• When reading out rolling code from E2PROM is abnormal:

• Engine ECU

JEF00295-00000

EF–170



1

Re-confirmation of DTC

1.


SST: 09991-87404-000

2.

3.

4.

5.


DTC.

(As for the operation, follow the instruction manual of the DS-21 diagnosis tester.)



Turn ON the IG switch. Turn ON the main switch of the tester.

Check the DTC.

Is P1600 indicated?

Replace the ECU.

YES

SST

NO


EF–51.)

JEF00296-00194


1 Re-confirmation of DTC

1.


SST: 09991-87404-000

2.

Connect the terminal T and the earth terminal of the SST connector with a jump wire.

SST (2): 09991-87403-000

3.

4.

5.

6.

Remove the EFI fuse. Erase the DTC.

(As for the erasing method, refer to page EF–58.)

Set the EFI fuse to the original position.


Check the DTC. (Read out the flashing pattern of the MIL.)

Is “83” indicated?

Replace the ECU.

YES

SST (2)

Test

Earth

SST (1)

NO


EF–51.)

JEF00297-00195

EF–171

DTC P1601/81

WIRING DIAGRAM

Immobilizer Signal Circuit Malfunction

+B

EFI ECU

(E1)

23

(SIO2)

5

(T)

9

(SIO1)

8

J/C

KEY SW

J/C

#FZ

QA2

+B

#J3

SIO2

T

QA8

KEY

IMMOBILIZER ECU

GND COIL(+)

QA6 QA4

COIL(–) SIO1

QA5 QA3

J/C

ECU-T

SIO1 SG

EFI-T

CG

A/T ECU etc

DLC

A/T ECU etc

J/C

Antenna

(IG key)

+B

QA2

IG

QA0

KEY

#FZ

T

QA8

SIO2 SIO1

#J3 QA3

COL+

QA4

GND

QA6

COL–

QA5

IND

QA7

IMMOBI ECU wire harness side

JEF00298-00196


When the IG switch is turned ON, communication starts between the immobilizer ECU and the EFI ECU.

The engine can start only when the communication between the two ECUs is possible and the rolling codes are matched. In other cases, fuel injection and ignition are prohibited, thus making engine starting impossible.

DTC No.

Trouble area

P1601/81


When any of the following items takes place in the communication between the immobilizer ECU and

EFI ECU, with the IG switch turned ON:

• Communication error with immobilizer ECU occurs.

• The rolling codes are not matched.

• Open wire or short in immobiliger signal circuit

• Immobiliger ECU

• Engine ECU

JEF00299-00000

EF–172


1

Check of harness between immobilizer

ECU and EFI ECU

1.

2.

3.


Do not connect the SST connector to the EFI ECU.

Disconnect the immobilizer ECU connector.

Referring to page EF–48, check the harness and connector for open wire or short, with the IG switch turned OFF.

• Connector QA3 at immobilizer ECU harness side- SST terminal i (SIO1)

• Connector #J3 at immobilizer ECU harness side - SST terminal t (SIO2)


YES

2 Check of immobilizer system (1)

1.

2.

3.

Connect the connector of the immobilizer ECU.

Replace the EFI ECU with a new one.

Connect the SST connector to the EFI

ECU.

Start the engine with the master key.


SST

1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

Immobilizer connector

(Wire harness side)

#J3 QA3

Ω

NO


NO

3 Check of immobilizer system (2)

1.

2.

Replace the immobilizer ECU with a new one, with the IG switch turned OFF.

Connect the SST to the DLC.

SST: 09991-87404-000

3.

Connect the ECU-T and the earth terminal of the SST connector with a jump wire.

SST: 09991-87403-000

4.

Start the engine with the master key.


NO

Check the IG key, antenna coil, etc.

(Refer to section BE.)

Master key

(black)

YES


ECU-T

Earth

YES

Check or replace the immobilizer ECU. (Refer to section BE.)

JEF00300-00197

EF–173

DTC

IG2

P1602/82

Serial Communication Problem Between EFI and A/T ECU

WIRING DIAGRAM

A

+B

Main relay

7 (+B1)

36 (+B2)

82 (E01)

EFI ECU

(SIO2) 5

(VF)

34

(T)

9

(SIO1) (ATTX) (ATRX) (ATNE)

8 4 32 33

IG

ECU-T EFI-T

J/C

Serial data line

VF

SIO1 SG

CG

J/C

Data Link Connector

(DLC)

T

SIO1

COM1COM0 T SIO2

IG2

T

A

J/C

A/T ECU

+B1

+B2

RENG

IMMOBILIZER

ECU

J/C

+B2 +B1

SIO1

COM0 COM1 SIO1

A/T ECU connector wire harness side

JEF00301-00198


The two serial data lines are pulled up to about 12 V by means of the EFI ECU and A/T ECU. Those EFI

ECU and A/T ECU send data (to A/T ECU and EFI ECU, respectively) by controlling their grounds.

As long as the IG switch is ON, the A/T ECU keeps sending to the EFI ECU the data concerning whether or not all detectable DTCs have been checked and whether or not any abnormality has been found by the check.

DTC No.

P1602/82


With IG switch turned ON when any of the followings takes place:

• Serial communication is abnormal at receiving side

(A/T

→ EFI)

• Serial communication is abnormal at sending side

(EFI

→ A/T)

Trouble area

• Open wire or short in serial communication link circuit

• Open wire in power or ground circuit of A/T ECU

• A/T ECU

• EFI ECU

JEF00302-00000

EF–174


NOTE:


1 Check of signal voltage (1)

1.

2.


With the IG switch turned ON, measure the voltage between the SST connector

#2 (ATRX) and the body ground.

Specification:


Is the voltage stable at a certain value

(other than 0 v or 12 V)?

SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

V

NO YES



About 0 V Change between about 0 - 12 V About 12 V

2

Check of signal circuit

1.

2.

Turn OFF the IG switch. Disconnect the connector of the

A/T ECU.

Turn ON the IG switch. Measure the voltage between the

A/T ECU connector terminal

COM0 and the body ground.

Is the measured voltage about

12 V (battery voltage)?

YES NO

Check of malfunction that occurs intermittently or check of A/T

ECU or EFI ECU

Referring to page EF–51, check the malfunction that occurs intermittently and poor contact.


YES NO

1.

2.

Turn OFF the IG switch. Disconnect the connector of the

A/T ECU.


A/T ECU connector terminal

COM0 and the body ground.


0 V?

YES NO

Check the A/T

ECU power supply and check the earth circuit for short.

Check the harness between the EFI and the A/T ECU for short to ground or check the EFI

ECU for faulty connectors.


Check or repair the A/T

ECU or EFI

ECU. (Refer to page EF–51.)


Check the harness between the EFI and the A/T ECU for open wire or check the

A/T ECU for faulty connectors.


Check or replace A/T

ECU.

S101 COM1 COM0

EF–175

V

3 Check of signal voltage (2)

1.

2.


With the IG switch turned ON, measure the voltage between the A/T ECU connector (COM1) and the body ground.

Specification:


Is the voltage stable at a certain value

(other than 0 V or 12 V)?

NOTE:

• When applying a probe to the terminal

(COM1), apply it from the harness side with the connector connected to the

A/T ECU.

NO YES



About 0 V Change between about 0 - 12 V About 12 V

4

Check of signal circuit

1.

2.

Turn OFF the IG switch. Disconnect the SST connector from the EFI ECU.


SST connector terminal r

(ATTX) and the body ground.


12 V (battery voltage)?

YES NO

Check of malfunction that occurs intermittently or check of A/T

ECU or EFI ECU

Referring to page EF–51, check the malfunction that occurs intermittently and poor contact.


YES NO

1.

2.

Turn OFF the IG switch. Disconnect the SST connector from the EFI ECU.


SST connector terminal r

(ATTX) and the body ground.


0 V?

YES NO

Check the EFI

ECU power supply and check the earth circuit for short.

Check the harness between the EFI and the A/T ECU for short to ground or check the A/T

ECU for faulty connectors.


Check or repair the EFI

ECU or A/T

ECU. (Refer to page EF–51.)


Check the harness between the EFI and the A/T ECU for open wire or check the

EFI ECU for faulty connectors.


Check or replace EFI

ECU.

JEF00303-00199

EF–176

DTC P1656/74

WIRING DIAGRAM

OCV Circuit Malfunction

(E1)

23

EFI ECU

(OCV+)

28

(OCV–)

61

+ –

XAN XAP

Wire harness side

XAN

Oil control valve

XAP

JEF00304-00200


This circuit operates the spool valve by means of the duty signal from the engine control computer so as to switch the oil passages at the advanced side and retarded side to the

DVVT controller. In this way, the valve timing is always controlled at the optimum one.

When the engine is stopped, the camshaft timing oil control valve is set to the most retarded state.

DTC No.

P1656/74


Open wire or short in oil control valve circuit

Sleeve

Drain

Oil

Pressure Drain

Spool valve

Spring

(Advanced side)

(Retard side)

Coil

Plunger

JEF00305-00201

Trouble area

• Open wire or short in oil control valve circuit

• Oil control valve

• Engine ECU


NOTE:


1

Operation check of oil control valve

1.

2.

3.

4.

5.


Start the engine and fully warm it up.

Disconnect the connector of the oil control valve (OCV).

Apply the battery voltage to between the terminals of the OCV connector.

Check the engine running condition.

Does rough idling or engine stall take place?

YES

2 Check of ECU output voltage

1.

With the engine idling, measure the voltage between the SST connector terminals @8 (OCV+) and ^1 (OCV–).

Specified Value: 4.0 V or less


YES

3 Check of harness between OCV and ECU

1.

2.

3.



ECU.


• Valve harness side connector XAN -

SST connector @8 (OCV+)

• Valve harness side connector XAP -

SST connector ^1 (OCV–)


YES



EF–177

B

NO

Replace the OCV.

SST

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

55

63 64 65

66

V

NO


EF–51.)

SST

45 46 47 48

49 50 51

56 57 58 59

60 61 62

52 53 54

63 64 65

55

66

Ω

XAN XAP

Wire harness side

NO


JEF00306-00202

EF–178

ECU Power Source Circuit

WIRING DIAGRAM

IG SW

ACC

IG No. 1

IG No. 2

ST

ACC

IG1

IG2

ST

1

O31 R/B

13

OC8

24

XM6

Main relay

4

ZS7

Fuel pump relay

3

OC9

5

PD6

6

PD7

J/C

Fuel pump

To Injector

EFI ECU

1 (BAT)

30 (W/O IMB)

(FC2)

2 (W/IMB)

(FC1)

23 (E1)

82 (E01)

7 (+B1)

36 (+B2)

L35 XM6 KN6 C90

PD7 E45 OC9 ZS7

R/B 2 wire harness side

KN8 PD6

F69 OC8


IG2

IG1

ACC

N30 N01 R01

AM

O12 M01

ST


JEF00307-00203


When the ignition switch is turned ON, battery positive voltage is applied to the coil, closing the contacts of the EFI main relay and supplying power to the terminals +B1 and +B2 of the engine ECU.

JEF00308-00000


1 Check of power supply voltage of ECU

1.

2.


With the IG switch turned ON, measure the voltage between the SST connectors u, #6 through *2 (E01).



2

NO

Check of harness between relay block and

ECU

1.

2.

3.


Disconnect the harness from the positive : terminal of the battery.


• Connector PD7 of the relay block at the harness side and the SST terminal u and #6

• Stand bolt of the relay block and the positive : terminal of the battery


YES

3

Unit check of EFI main relay

1.

2.

Disconnect the EFI main relay from the relay block.

Referring to page EF–187, perform the check.


SST

1

2

3

4

5

6

7

12 13 14 1

5 16 17 18

8

9

10 11

19 20 21

22

67 68 69 70

71 72 73

78 79 80 81

82 83 84

74 75 76

85 86

87

77

88

EF–179

V

YES



1

2

3

4

5

6

7

12 13 14 15

16 17 18

8

9

10 11

19 20 21

22

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

SST

L35 XM6 KN6 C90

PD7 E45 OC9 ZS7

Wire harness side

Ω

NO


EF–180

4

Unit check of IG switch

YES

1.

2.

Disconnect the connector from the IG switch.

With the IG switch disconnected, check continuity between the terminals given below:

Switch position

Terminal No. to continuity

LOCK

ACC

ON

—

3 - 4

1 - 2 - 3 - 4

START 1 - 2 - 4 - 5


YES

5

Check the harness and connector between the IG switch, relay block and the

body ground for open wire or short. (Refer to page EF–48.)

6 Unit check of EFI fuse

YES

1.

2.

Disconnect the EFI fuse from the relay block.

Check the EFI fuse for continuity.



NO

Replace the EFI main replay.

IG1

ACC

ON

LOCK

L

O

C

K

AC

C

ON

S

T START

ACC

3

5

2

4

1

IG2

ST

AM

NO

Replace the ignition switch

IG2

N30N0 1

O12 M01


OC8


Ω

NO


EFI Fuse

YES


EF–51.)

Replace the EFI fuse.

NO

JEF00309-00204

Revision 2

Fuel Pump Control Circuit

WIRING DIAGRAM

IG SW

ACC

IG No. 1

IG No. 2

ST

EF–181

ACC

IG1

IG2

ST

1

O31 R/B

13

OC8

EFI ECU

Main relay

4

ZS7

Fuel pump relay

3

OC9

5

PD6

Fuel pump

6

PD7

J/C

To Injector

9 (T)

8 (SIO1)

30 (W/O IMB)

(FC2)

2 (W/IMB)

(FC1)

23 (E1)

82 (E01)

7 (+B1)

36 (+B2)

J/C

Data link connector

(DLC)

L35 XM6 KN6 C90

PD7 E45 OC9 ZS7


[M101, M201, J102]

Pulsation damper

KN8 PD6

F69 OC8


YEF00051-00035


1 Operation check of fuel pump

1.

2.

3.

4.

With the IG switch turned OFF, connect the DS-21 diagnosis tester to DLC through the SST.

After turning ON the IG switch, turn ON the main switch of the tester. Select the actuator driving.

Select the fuel pump ON so as to actuate the fuel pump.

If the DS-21 diagnosis tester is not available, connect a jump wire between the terminal T of the DLC and the earth terminal.

Ensure that the screw of the pulsation damper rises in Step 3.


[S221]

Pulsation damper

EF–182

2

YES

Check of power supply circuit of engine

ECU

Perform the check according to the trouble-shooting of the ECU power source

circuit. (Refer to page EF–178.)


YES

3 Unit check of fuel pump relay

1.

2.

With the IG switch turned OFF, disconnect the fuel pump relay from the relay block.

Referring to page EF–187, perform the check.


4

YES

Check of voltage at the terminal FC1 or

FC2 of engine ECU

1.

2.

3.



Measure the voltage between the SST connector w (W/IMB) or #0 (W/O IMB) and the body ground.



YES

5 Unit check of fuel pump



Revision 1

NO



Repair or replace.

NO

EFI

Relay block

FUEL

PUMP

[DEFG] RAD

EFI

[ST] [HEAD]

[MGC]

NOTICE


A2 82661-97218

AM

60 A

(ABS)

50 A

(EPS)

30 A

TAIL

40 A

HEAD

30 A

RAD

30 A

NO

Replace the fuel pump relay.

1 2

3

4

12 13 14 15

5

6

7

16 17 18

8

9

10 11

19 20 21

22

23 24 25 26

27 28 29

34 35 36 37

38 39 40

30 31 32

33

41 42 43

44

SST

V

NO

Check the harness and connector between the relay block and the engine ECU for open wire or short.

sEF00052-00036

NO

Repair or replace the fuel pump.

EF–183

6

YES

Check of harness between relay block and fuel pump


• Relay block - Fuel pump

• Fuel pump - Body earth


YES


EF–51.)

NO


JEF00311-00206

EF–184

5.15 UNIT CHECK

5.15.1 INTAKE AIR TEMPERATURE SENSOR

1. Measure the resistance between the terminals.

Temperature (

°C)

Resistance (k

Ω)

The figures in ( ) denote reference values.

–30 –20 20 80 120

(28.6) (16.2) 2.45

0.33

0.18

5.15.2 ENGINE COOLANT TEMPERATURE SENSOR


The figures in ( ) denote reference values.

Temperature (

°C)

Resistance (k

Ω)

–20

15.06

20

2.44

80

0.32

110

0.14

JEF00324-00219

5.15.3 VSV FOR EVAPORATIVE EMISSION PURGING

1. Perform continuity check between ports.

Specification: No continuity should exist.

2. With a voltage applied to the VSV connector terminals, perform continuity check between ports.

Specification: Continuity should exist.

3. Measure the resistance value between the terminals.


Ω at 20°C

[M101]

B

A

C

A C B

Thermistor for EFI

Thermistor for water temperature meter

JEF00325-00220

JEF00326-00232

[J100]

VSV for purge

JEF00000-00221

EF–185

5.15.4 SPARK PLUG

WARNING:

• The spark plug may be still very hot. Special care must be exercised to avoid getting a burn.

1. Check the spark plug for fouling or being too burning.

2. Check the spark plug for plug gap, using a spark plug gauge.

Specified Value:

Denso (mm)

NGK (mm)

EU spec.

0.9 - 1.0

0.9 - 1.0

Others

0.7 - 0.8

1.0 - 1.1

3. Check the internal resistance value of the spark plug.

Specified Value: 3.0 - 7.5 k

Ω

JEF00327-00222

5.15.5 OIL CONTROL VALVE (Only for EU specifications)

1. With the battery voltage applied to the oil control valve terminals, visually check the operation of the valve.

Specification:

When the battery voltage is applied, the valve should operate.

NOTE:

• The right figure indicates the correct polarity (+ or –) when applying the voltage.

• Never apply the battery voltage in excess of one minute.


Specified Value: 6.9 to 7.5

Ω at 20°C

Negative ; side

Positive : side

<As viewed from A>

A

Valve operating direction

JEF00328-00223

EF–186

5.15.6 LINEAR THROTTLE SENSOR

1. Measure the resistance between the VC and the E2.

Specified Value: 2.5 to 5.0 k

Ω

2. Measure the change in resistance between the VTH and the E2.

Specification:

The resistance value should increase in proportion to the opening degree of the throttle lever.

REFERENCE:

• When the throttle lever is fully closed, the resistance value should be about 0.4 k

Ω.

• When the throttle lever is fully opened, the resistance value should be about 3.4 k

Ω.

A

VTH E2 VC



JEF00329-00224

5.15.7 NEUTRAL START SWITCH

1. Check continuity between terminals given below.

: Continuity exists.

Position

Terminal

P N D 2 L E

P

N

D

2

L

5.15.8 EVAPORATOR TEMPERATURE SENSOR

1. Measure the resistance between the connector terminals.

2. Connect the connectors. Turn ON the air conditioner and keep on the operation for five minutes.

3. With the air conditioner turned OFF, measure the resistance between the connector terminals.

Specification:

The resistance value should vary between times, before and after the operation.

REFERENCE:

• As the temperature drops, the resistance value will rise.

P

L

D 2

E N

JEF00330-00225

1

2

JEF00331-00226

EF–187

5.15.9 MAIN RELAY & FUEL PUMP RELAY

1. Turn ON the IG switch. Check to see if the relay is functioning through sound and vibration.

NOTE:

• The relay may be very hot through its operation. Do not touch it with your hand.

2. Measure the resistance between the terminals q and w.


Ω

NOTE:

• The measurement should be conducted after the relay unit has been soaked at least one hour in an ambient temperature of 40°C.

3. Ensure that no continuity exists except between terminals q and w.

4. Apply the battery voltage to between the terminals q and w. Ensure that continuity exists between terminals e and t.

5.15.10 FUEL PUMP

WARNING:

• Fire is prohibited strictly during the operation.

1. Turn ON the IG switch.

2. Using the SST, short between terminals T and E of the

DLC. Check to see if the relay emits an operating sound.

SST: 09991-87404-000

09991-87403-000


4. Pull out the connector located at the top of fuel tank.

Measure the resistance between the terminals of the fuel pump.


Ω

Fuel pump relay Main relay w t e

3

NO

1 q

5

2

JEF00332-00227

Pump positive : terminal

Pump negative ; terminal

Gauge positive : terminal

Gauge negative ; terminal

JEF00333-00228

EF–188

5.15.11 IGNITOR UNIT (Only for EU specifications)

1. Measure the resistance between the connector terminals given below.

Specified Value: Refer to the table below.

Between terminals Resistance value

B

B

C

C

C

C

I/C

S

S

I/O

S

S

G

1

2

1

2

3

4

1

2

3

4

2

G1

G1

G1

G1

G1

G1

G1

G1

G1

G1

G1

G1

G1

∞

∞

∞

∞

∞

∞

∞

∞

∞

1.9 - 2.1 k

Ω

∞

∞

∞

Between terminals Resistance value

B

B

C

C

C

C

I/C

S

S

I/O

S

S

G

1

2

1

2

3

4

1

2

3

4

1

G2

G2

G2

G2

G2

G2

G2

G2

G2

G2

G2

G2

G2

∞

∞

∞

∞

∞

∞

∞

3.7 - 4.1 k

Ω

3.7 - 4.1 k

Ω

∞

3.7 - 4.1 k

Ω

3.7 - 4.1 k

Ω

∞

B

2

C

1

C

2

C

3

C

4

I/C

HEATER (Only for EU specifications)

1. Measure the resistance between the connector terminals

+B and HT.


Ω at 20°C

+B HT

E1 0X

<As viewed from A>

B

1

G

1

S

1

S

2

I/O

S

3

S

4

G

2

JEF00334-00229

A

JEF00335-00230

EF–189

5.16. SST (Special Service Tools)

Shape

Parts number & Name

09268-87701-000

EFI fuel pressure gauge

09842-30070-000

EFI inspection wire

D

A

IH

AT

SU

D

S

-2

1

09965-87201-000

D

A

I

H

A

T

S

U

ND

ENSO

JAPAN

09268-87702-000

Inspection measuring tool set

09842-97203-000

EFI computer check subharness

09991-87404-000

Engine control system inspection wire

09991-87402-000

Tacho-pluse pick-up wire

09991-87403-000

Diagnosis check wire

09243-87201-000

Idle adjusting wrench

09991-87301-000

Diagnosis tester set

09965-97215-000 (English)

09965-97216-000 (German)

09965-97217-000 (Dutch )

09965-97218-000 (French)

Trouble-shooting program card

Purpose

Inspection of fuel pressure

Inspection of fuel injector

Inspection of fuel pressure

Inspection of fuel injector

Inspection of computer input/output voltage

Diagnosis code check

Measurement of engine revolution speed

Shorting terminal T

Adjustment and check of variable resister

Reading of diagnosis codes

Erasing of diagnosis codes

Reading of diagnosis codes

Erasing of diagnosis codes

JEF00336-00231

TO INDEX TO NEXT SECTION

EFI system Service manual

Assistant Bot

TO INDEX

EFI SYSTEM

EF–2

1. GENERAL PRECAUTIONARY MEASURES

EF–3

EF–4

EF–5

EF–6

II GENERIC SCAN TOOL OR DS-21

DIAGNOSIS TESTER

1.7 HANDLING INSTRUCTIONS ON ENGINE CONTROL SYSTEM

EF–7

EF–8

2. CONNECTING PROCEDURE FOR SST

(EFI COMPUTER CHECK SUB-

HARNESS)

EF–9

3. SYSTEM DESCRIPTION

EF–10

EF–11

EF–12

EF–13

EF–13-1

3. SYSTEM DESCRIPTION (S221)

EF–13-2

EF–13-3

3. SYSTEM DESCRIPTION (M201)

EF–13-4

EF–13-5

EF–14

EF–15

EF–16

EF–16-1

EF–16-2

EF–16-3

EF–17

EF–18

EF–19

EF–20

EF–21

EF–22

EF–23

4. GENERAL PRECAUTIONARY MEASURES IN ENGINE DIAGNOSIS

EF–24

EF–25

EF–26

5. ENGINE DIAGNOSIS

EF–27

EF–28

EF–29

EF–30

EF–31

EF–32

EF–33

∗

∗

EF–34

EF–35

EF–36

EF–37

EF–38

EF–39

EF–40

EF–41

EF–42

EF–43

EF–44

EF–45

EF–46

EF–47

EF–48

EF–49

EF–50

EF–51

EF–52

EF–53

EF–54

EF–55