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STEP 3 / VOLUME 1
TCCS
(TOYOTA COMPUTERCONTROLLED SYSTEM)
FOREWORD
This Training Manual has been prepared for the use of technicians employed by Toyota's overseas
distributors and dealers . This manual, "TCCS (Toyota Computer-Controlled System)", is Volume 1 of
the thirteen Training Manuals which constitute Step 3 of the program of skills which all Toyota New
TEAM* technicians should master. It should also be used by the instructor in conjunction with the
accompanying Instruction Guide .
The titles of the New TEAM Step 3 Training Manuals are as follows :
VOL .
TRAINING MANUALS
VOL .
TRAINING MANUALS
Fundamentals of Electronics
10
11
Full-Time 4WD
12
13
It is not enough just to "know" or "understand" - you need to master each task so that you can do
it . For this reason, theory and practice have been combined in this Training Manual . The top of each
page is marked either with a Q symbol to indicate that it is a Theory page or a symbol to indicate
that it is a Practice page .
Note that in regards to inspection and other procedures mentioned in the Practice section, this
Training Manual contains only the main points to be learned ; please refer to the relevant Repair
Manual(s) for details .
The following notations often occur in this manual, with the meanings as explained :
CAUTION
NOTICE
NOTE
A potentially hazardous situation which could result in injury to people may occur i f
Damage to the vehicle or components may occur if instructions are not followed .
Information not required to pass the TEAM certification, but which may be useful t o
REFERENCE
instructors and to trainess who wish to gain a deeper knowledge of the subject .
*TEAM : TEAM stands for 'Technical Education for Automotive Maste ry' , which is a training program divided into three steps
according to the technician's technical level . This program makes it possible for technicians to receive the appropriate training for their
level in a systematic manner so as to help them achieve the skills and efficiency of skilled technicians in the sho rtest possible time .
This Training Manual explains the TCCS engine control system based on the 4A-FE engine . However,
representative engines other than the 4A-FE engine have sometimes been selected to explain
mechanisms not found" on the 4A-FE engine . In this way, explanations of as many mechanisms as
possible have been included .
All information contained in this manual is the most up-to-date at the time of publication . However,
we reserve the right to make changes without prior notice .
TABLE OF CONTENT S
Page
Page
OUTLINE OF TCC S
WHAT IS TCCS? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
HISTORY OF TCCS ENGINE CONTROL
6
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1 . Functions of engine control system . . . 8
2 . Construction of engine control
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3 . Engine control system diagram . . . . . . . . . 1 2
ELECTRONIC CONTROL SYSTE M
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
POWER CIRCUITRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1 . Engine without stepper motor typ e
ISC valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2 . Engine with stepper motor type
ISC valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
VC CIRCUITRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
GROUND CIRCUITRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
MANIFOLD PRESSURE SENSO R
(VACUUM SENSOR) . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
AIR FLOW METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1 . Vane type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2 . Optical Karman vortex type . . . . . . . . . . . . . . 21
3 . Hot-wire type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21- 1
THROTTLE POSITION SENSOR . . . . . . . . . . . . . . . . 22
1 . On-off type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2 . Linear type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3
G AND NE SIGNAL GENERATORS . . . . . . . . . . . . 24
1 . In-distributor type . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2 . Cam position sensor type . . . . . . . . . . . . . . . . 27
3 . Separate type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8
WATER TEMPERATURE SENSOR . . . . . . . . . . . . . 30
INTAKE AIR TEMPERATURE SENSOR . . . . . . . 30
OXYGEN SENSOR (02 SENSOR) . . . . . . . . . . . 30- 1
1 . Zirconia element type . . . . . . . . . . . . . . . . . . . 30-1
2 . Titania element type . . . . . . . . . . . . . . . . . . . . . . . . .32
LEAN MIXTURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . 33
TERMINAL(S) . . . . . . . . . . . . . . . 4 8
1 Oa1N00 IV
6Z l" * *"*'* " * . . . . . . . '*- ' W31S A S 1 0a1N00 St/
8Z L"""""""""""' VY31SAS 1 0 8 1N00 SdH3
8Z
VY31SAS 1 O 81 N00 8 3Jab'H 08 3dfl S
LZl
VY31SAS 10a1N0 0
3Fif1SS3 8 d 9 NI 9 at/H008!lfll
t, Z I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SI A- 1
6Zl
Z adAl Z
ZZl
.
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.
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. L adAl L
OZL
OZ l
Slob'
L LL
VY31SAS AD S
ti l l
. W31S .lS
10H1N00 a31d3H >:IOSN3S N3D A X0
Ell
ASA
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . wa3sAs
98
Il0 ' Z
....... .... .. ....... ...... .. .. .. .....
L ~8
. SOOl J03
Ajlmajlo uol llu6i leuol J uanuo0 L
SIG
l-b8
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ltlNJIS 3 9 I
.. .... .. ....... .. .. .. ...... ....... .. .. .. .
E8
. lb'N`JIS 1 9 I
E8 """"""' 1N3W3 9 Oflf (3lJNb' DNIWI 1
i,8
99
Pag e
Page
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
DIAGNOSTIC CODES
FAIL-SAFE FUNCTIO N
FAIL-SAFE FUNCTION
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 5
DELETED FOR NEW EDITIO N
BACK-UP FUNCTIO N
BACK-UP FUNCTION
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 7
TROUBLESHOOTIN G
GENERAL . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
HOW TO CARRY OU T
TROUBLESHOOTING
. . . . . . . . . . . . . . . . . . . . . . . . . . 150
PRE-DIAGNOSTIC QUESTIONING . . . . . . . . . . . . . 152
SYMPTOM CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 4
CHECKING AND CLEARING DIAGNOSTIC
CODE S
"CHECK ENGINE" LAMP CHECK . . . . . . . . . . . . . 159
OUTPUT OF DIAGNOSTIC CODE S
1 . Normal mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 9
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
DIAGNOSTIC CODE . . . . . . . . . . . . . . . . 16 2
2 . Test mode
CLEARING
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
SPEED AND IDLE MIXTURE . . . . . . . . . . . . . 172
GENERAL . .
IDLE
APPENDIX
. . . . . . . . 180
INTAKE AIR TEMPERATURE SENSOR . . . . . . . 181
FEEDBACK CORRECTION . . . . . . . . . . . . . . . . . . . . . . . 182
DISTRIBUTOR (G AND NE SIGNALS)
. . . . . . . . . . 182
. . . . . . . . . . 183
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
ISC VALV E
(DUTY-CONTROL ACV TYPE)
. . . . . . . . . . . . . . 186
AC Alternating Current
SW Switch
TDCL *1
Al Air Injection
AS Air Suctio n
Tr Transisto r
BTDC
CA Crankshaft Angl e
CALIF Californi a
CCS Cruise Control System
CO Carbon Monoxid e
DIS Direct Ignition System
w/o Without
w/ Wit h
4WD
4-Wheel-Drive
HC Hydrocarbo n
/-- iw 1 c
Canada . Refer to the Repair Manual for differences between SAE terms and Toyota
terms .
Example :
ECM Engine Control Module
OC Oxidation Catalyst
(= Engine ECU )
OD Overdrive
02 Oxygen
PS Power Steering
SYMBOL MEANIN G
No .10
(for Injectors)
No .20
(for Injectors )
OX Oxygen Senso r
OX + Oxygen Sensor ~+
FS Fail-Safe Rela y
G Group (Crankshaft Angle Signal )
OD Overdrive
G1 Group No .
G2 Group
G- Group Minus (- )
HAC High-Altitude Compensatio n
HT Heater (for Oxygen Sensor or Lean
Mixture Sensor )
PS Power Steerin g
PSW Power Switch (in Throttle Position
Sensor )
PIM Pressure, Intake Manifol d
R-P Regular or Premium Gasoline Signal
RSC Rota ry Solenoid Valve Close d
RSO Rota ry Solenoid Valve Open
F4$
SYMBOL MEANING
STP Stop Lamp Switch
T Test Termina l
TE1 Test Terminal, Engine No . 1
TE2 Test Terminal, Engine No . 2
THA Thermo, Intake Ai r
THG Thermo, Exhaust Gas
THW Thermo, Wate r
TR Traction Contro l
T-VIS Toyota-Variable Induction System
TSW Water Temperature Switc h
VAF Voltage, Air-Fuel Ratio Control
VB Voltage, Battery
VC Voltage, Constant
VF Voltage, Feedbac k
VG Voltage, Gram Intake Air
V-ISC VSV Type Idle Speed Control
VS Voltage, Slide Signa l
VSH Voltage, Sub-Throttle Angle
VTA Voltage, Throttle Angle
VTH Voltage, Throttle Angl e
W "CHECK ENGINE" Warning Lamp
WIN Warning Lamp, Intercooler
OW3W
OUTLINE OF TCC S
WHAT IS
TCCS ?
REFERENCE
TCCS
OHP 1
11
engine
only
controls
EFI, but
also
TCCS . Now ,
control
system not
ESA, which controls
fail-safe,
and back-up
CYL .
ENGINE MODELS
ARR .
1980
K series ( 4K-E)
1985
1990
199 5
-- ~
S series ( 2S-E )
(1 S-i,
L4
1S-E,
3S-GE, 3S-GTE ]
R series ( 22R-E )
(22R-TE) [22R-E]
Y series ( 3Y-E )
[4Y-E ]
G series ( 1G-E)[1G-FE ]
----- ~
(1G-GE)
L6
JZ series
[2JZ-GE,
2JZ-GTE]
F series ( 3F-E)
FZ series [ 1 FZ-FE ]
VZ series ( 2VZ-FE)[3VZ-E, 3VZ-FE, 5VZ-FE ]
V6
MZ series [1 MZ-FE ]
V8
UZ series [1UZ-FE ]
etc)
SYSTEM DESCRIPTIO N
The functions of the engine control system In addition, there are auxiliary engine control
include EFI, ESA, and ISC, which control basic devices on the engine, such as the OD cut-off conengine performance ; a diagnostic function, trol system, intake air control system, and others .
which is useful when repairs are made ; and fail- These functions are all controlled by the Engine
safe and back-up functions, which operate when ECU .
any of these control systems malfunction .
Fuel pum p
Manifold pressure
sensor
"E
Knock senso r
Distributor
and
igniter
,(
Ignition switc h
Check connecto r
Idle speed control
valv e
Intake air temp . senso r
"Applicable only to General Country specification vehicles without oxygen sensor .
conditions such as :
(VS, KS or VG )
Acceleration/deceleration (VTA)
Coolant temperature (THW )
etc .
Fue l
Sensor s
+
Engine
EC U
Sensors
OHP 3
OHP 3
"CHECK ENGINE"
ISC valve
FAIL-SAFE FUNCTIO N
If the signals input to the Engine ECU are
Sensors
OHP 4
BACK-UP FUNCTIO N
Even if the Engine ECU itself becomes partially
inoperative, the back-up function can continue to
execute fuel injection and ignition timing
control . This makes it possible to control the
engine so as to continue more-or-less normal
vehicle operation .
ACTUATORS* '
MANIFOLD PRESSURE I I I I EF I
SENSOR (D-TYPE EFI )
PIM ~10
NO .1 AND 3 INJECTOR S
VS,
KS
AIR FLOW METER*2
or VG
NO .2 AND 4 INJECTOR S
(L-TYPE EFI )
#20
DISTRIBUTOR
--------------------------- Crankshaft angle signa l
Engine speed signa l
WATER TEMP . SENSO R
ES A
IG T
G
NE
IGNITE R
IG F
TH W
IGNITION COI L
TH A
DISTRIBUTO R
t
SPARK PLUG S
ID L
T
A
IGNITION SWITCH
(ST TERMINAL )
Starting signa l
VARIABLE
RESISTOR- 3
TAILLIGHT &
ST A
IS C
IS C
RSC
ENGINE IRSO I
ECU
SP D
OX
VA F
HT
NS W
W
EL S
DEFOGGER RELAY S
AIR CONDITIONE R
KNOCK SENSO R
CHECK CONNECTOR
A/ C
KN K
TE
TE
BATT I 1
+13
Actuators only related profoundly to the engine control are shown here .
* 2
Although a D-type EFI is shown in the above figure and a L-type EFI sensor is also shown for reference .
*3
10
REFERENCE
COMPONENTS
Manifold pressure senso r
( vacuum sensor) ( D-type
EFI )
Air flow meter
(L-type EFI)
SIGNAL S
PIM
NE
THW
THA
IDL
PSW
IDL
Ignition switch
STA
SPD
OX
Variable resistor
VAF
NSW
IS C
VTA
(02 sensor)
ESA
( linear type)
Oxygen sensor
EFI
VS, KS
or V G
Distributor
Sensors
FUNCTIONS
ELS
Air conditioner
A/C
Knock sensor
KNK
Engine ECU
Injectors
No .10
No .20
Actuators
Igniter
IGT
primary
IGF
ISC
11
Speed
senso r
Neutral start
switch
Combination
mete r
Taillight relay
Check connecto r
Defogger relay
r-o
Ignition
switc h
Circuit opening
rela y
Fuel pump
CHECK
~ ENGINE "
~ lam p
Fuel tank
i f
Air
conditioner
amplifier
Batter y
Engine EC U
Distributor and
ignite r
Variable
resistor *
Oxygen sensor
(02 sensor)
Pressure regulator /
Injector
Knock
sensor
TW C
12
411
of this manual .
SENSORS (SIGNALS)
PAG E
(THI S
MANUAL)
15
16
ITEM
REMARK
APPENDIX
STEP 2
(EFI )
Power circuitry
VC circuitry
16
Ground circuitry
16
0
0
17
Vane type
Air flow meter
type
Hot-wire type
18
21
21- 1
Throttle
On-off type
22
position sensor
Linear type
23
In-distributor type
24
27
Separate type
28
G and NE signa l
g enerators
30
30
Oxygen sensor
(02 sensor)
31
32
With TW C
33
13
SENSORS (SIGNALS)
PAG E
(THIS
ITEM*
REMARK
MANUAL)
Reed switch type
34
Photocoupler type
34
Electromagnetic pickup
typ e
35
36
38
38
39
39
40
40
r~
Variable resistor
41
Vehicle speed
sensor
Kick-down switch
42
42
Clutch switch
42
Knock sensor
43
44
44
45
45
45
45
Communications
signals
46
TRC system
communications signa l
46
46
Intercooler system
warning signa l
46
EHPS lelectro-hydrauli c
power steering) system
communications signa l
47
47
47
14
APPENDIX
STEP 2
(EFI )
0
0
Californi a
specification model s
Except with oxyge n
senso r
With knockin g
correction for ES A
POWER CIRCUITRY
This circuitry supplies power to the Engine ECU,
ELECTRICAL CIRCUITR Y
Engine EC U
EFI fuse
BATT
OHP 7
STOP fuse
Engine EC U
Battery
OHP 7
15
ELECTRICAL CIRCUITRY
Engine EC U
Some
OHP 8
models only
ELECTRICAL CIRCUITR Y
GROUND CIRCUITR Y
The Engine ECU has the following three types of
Engine ECU
EFI fus e
Battery
ELECTRICAL CIRCUITRY
Some models only
Engine ECU
/I -
OHP 7
VC CIRCUITRY
The Engine ECU generates a constant 5 volts to
power the microprocessor from the battery
voltages supplied to the +B and +B1 terminals .
The Engine ECU supplies this 5 V of power to the
sensors through circuitry like that shown below .
To sensors .
E2
El
To ground E01
E0 2
OHP 8
16
pressure .
This is one of the most important sensors in D-
type EFI .
3
rn
OHP 9
[vacuum] )
OHP 9
ELECTRICAL CIRCUITR Y
Manifold pressure
sensor
VC
f
Intake manifold pressure
Engine EC U
PI M
OHP 9
IC
5 V
R
E2
El
To intake manifol d
Silicon chip
OHP 10
vacuum chamber .
17
NOTE
The manifold pressure sensor uses the
vacuum in the vacuum chamber that is built
used :
Vane type
-F
L Optical
1 . VANE TYP E
Pe rf ect
Atmospheri c
vacuum pressur e
101 .3
(760, 29 .9 )
0
(0, 0 )
Vacuum
illustration :
(sea level )
Potentiomete r
0
(0, 0 )
Vacuum
Slide r
(high altitude)
OHP 10
Return spring
Idle mixture
adjusting scre w
Bypass passag e
Measuring plate
OHP 1 1
18
REFERENCE
Potentiometer
Idle mixture
adjusting scre w
OHP 1 1
Idle mixture
adjusting screw
19
VS SIGNAL
f2 )
Type 2
FC E1 E2 VC E2
(E1) (FC)
VS
THA
~a~n~a~ff ;o-ts a
v
OHP 1 2
OHP 12
Voltage of ba tte ry
VBHE 2
VC
E2
Voltage (V)
VC H E 2
VS H E 2
5 .0-i
Voltage (V)
"
VS H E2
0 1
Measuring plate opening angl e
LED
Phototransisto r
Leaf sprin g
r=^
From
I To air
moo,
air
intake
Karman
creaner
W~'M ~9 vn .toYO~ chambe r
Mirro r
~ Pressur e
rt
Vo ex generato r
Vo rtex
Pressuredirectin
___
. . 9 Phntntrancictn r
generator OHP 1 3
High
Voltage
signa l
Low
Low
Hig h
Intake air volume
OHP 1 3
relationship :
ELECTRICAL CIRCUITR Y
f - K x d
Engine EC U
Air flow mete r
OHP 1 3
Phototransistor
OHP 1 3
21
3 . HOT-WIRE TYPE
Instead of measuring intake air volume in the manner of other air flow meters, a hot-wire type air
flow meter measures intake air mass directly .
The structure is both compact and lightweight . In
addition, there is only a low level of intake
resistance by the sensor .
Having no mechanical functions it offers a
superior durability .
Thermisto r
~ REFERENC E
A hot-wire type air flow meter as shown below
F
Hot-wire (heater) *
(g/sec .)
In an actual air flow meter, a hot-wire is incorporated into the bridge circuit . This bridge circuit
Engine
EC U
REFERENCE
mistor (Ra) .
Consequently, since intake air mass can be
20C+ A T -0C+OT --
20C
0C
NOTE
An intake air temperature sensor is not required
for the measurement of intake air mass due to
the properties of a hot-wire type air flow meter .
However, since intake air temperature is required for other electronic control systems of
the engine, the hot-wire type air flow meter has
the built-in intake air temperature sensor .
2 3-contact type
as follows :
On-off type
Linear typ e
1 . ON-OFF TYP E
This type of throttle position sensor detects
whether the engine is idling or running under a
heavy load by means of the idle (IDL) contact or
IDL
ACC2
1 2-contact type
PSW ~
E
IDL
On
IDL H E
Of
f
On
OHP 1 4
---)
Open
OHP 14
22
2 . LINEAR TYP E
This sensor is composed of two sliders (at the
ELECTRICAL CIRCUITRY
NOT E
Recent linear type throttle position sensors include models without an IDL point and the
model with an IDL point but its terminal is not
connected to the Engine ECU . In these models,
the Engine ECU detects idling condition performing learned control by using the VTA signal .
Slider ( contact for
VTA signal)
OHP 1 5
(V)
5-12
fi
}
Idlin g
Closed
Open
OHP 15
23
G SIGNA L
1 . IN-DISTRIBUTOR TYP E
BTDC10CA*) .
1800
CA (crankshaft angle )
G signal
OHP 1 6
24
1 G signal
OHP 1 7
NE signal
1800 CA
OHP 1 7
OHP 1 6
Engine ECU
NE signal
OHP 1 7
rrur
r rrr
30 CA
OHP 16
G signa l
NE signal
180 CA
OHP 17
25
Engine EC U
Engine ECU
OHP 1 9
OHP 1 8
720 CA
720 CA
G1 signal ' ~
G signa l
G2 signal
I
NE signa l
NE signal
U IVU U
180 0
OHP 1 9
180 CA OHP 18
-1\
Igniter
OHP 1 9
M1
180 CA
OHP 1 8
180 CA
NE signal
NE signal
OHP 1 9
OHP 18
26
The construction and operation of the cam position sensor is the same as for the in-distributor
type, except for the elimination of the voltage
Engine ECU
G pickup coil
OHP 2 0
7200
NE
NE pickup coil
NE signal
timing rotor
CA
OHP 2 1
signal--'
~. yi
1800
CA
OHP 2 0
G1 and G2 signals
NE signal
Engine EC U
Gl f
~-- NOT E
Depending on the engine model, there are
G2
Lml-
also some Engine ECUs in which the Gterminal is grounded through a diode .
NE
720 CA
El .
Engine ECU
G1 signa l
G2 signal -
NE signal
11--.1
1800 CA
V
OHP 21
OHP 20
27
3 . SEPARATE TYP E
G SIGNA L
same .
G pickup
coil (G2)
compression TDC .
Camshaft timin g
pulle y
Camshaf
t
I
L~ _
G pickup coi l
OHP 2 2
G PICKUP COI L
G1 signa l
G2 signal
No . 6 cylinder
near TDC
compressio n
NE PICKUP COIL
28
3600
CA
No . 1 cylinder
near TDC
compression
No . 6 cylinder
near TDC
compressio n
OHP 2 2
F*1
NE SIGNAL
The NE signal is used by the Engine ECU to
detect the engine speed . The Engine EC U
NE signal
Engine ECU
OHP 2 3
rfimmimlii~
7200
CA
G1 signa l
G2 signa l
NE pickup coil
OHP 2 2
One rotation of NE signal plat e
hI
NE signal
J
1800
CA
OHP 23
NE signal
~r~rrur~ r irr
i ~ - 30 CA
OHP 22
29
G signal
NE signal
Engine EC U
e~N
(NE
,,-- REFERENC E
4A-FE engine which applies the Engine ECU
made by Bosch uses G signal generator of the
hall element type .
Holl element will generate electromotive force
in proportion to the changes of the magnetic
flux .
/
720C A
I
G signa l
360C A
A~B
NE signal
YYVV W Y
RA A ~ a 0 ~I
L --I L
_I
10CA 30CA
NOTE
The G signal timing rotor of the above described type in Z) is integrated into a single unit with the camshaft, while the NE signal timing rotor is integrated into a single unit with the crankshaft timing pulley .
Also, the G signal generator is located in the distributor depending on the engine models .
Camshaft
G pickup coi l
Cylinder head
~
Thermisto r
Thermistor
OHP 2 5
OHP 24
100 120
(
ELECTRICAL CIRCUITRY
Engine ECU
Intake air
temp . senso r
Water temperature
senso r
(intake air temperature sensor)
OHP 2 5
OHP 24
30
(hot-wire type)
ELECTRICAL CIRCUITR Y
The electrical circuitry of the intake air
Flang e
= Platinu m
L- Zirconia elemen t
Platinu m
Protective
cover
,,-- NOT E
the ECU .
Even if the oxygen sensor is normal, if the outside of the oxygen sensor is contaminated with
mud, etc ., it could prevent outside air from getting into the oxygen sensor . The difference between the oxygen concentrations in the outside
air and the exhaust gas will fall, so the oxygen
sensor will always be sending a lean signal to
ELECTRICAL CIRCUITRY
Engine EC U
Oxygen
sensor
Theoretical
air-fuel ratio
OHP 2 6
>
m
M No air Much air
o into int o
exhaustga exhaustgas
.. .
>
DCL
i\
O
0
Theoretical
8i air-fuel rati o
x
T ~
U
V
No air
into
exhaust gass
Much air
int o
exhaustgas s
Richer a Air-fuel
(no air) ratio
c* Leaner
Protective
cover
OPERATION
ELECTRICAL CIRCUITRY
Engine EC U
OX~
+
1 V
0.45 V
OX
Check
connector
OHP 2 7
32
Lean
mixture
sensor
Heate r
Protective
cove r
OPERATION
The zirconia element type oxygen sensor
operates on the principle that a voltage will be
generated if the difference in the oxygen
concentration inside and outside the sensor is
great .
In the lean mixture sensor, however, a voltage
applied to the zirconia element when the
temperature is high (650C [1202F] or greater),
results in a current flow with a value which is
proportional to the oxygen concentration in the
exhaust gas .
In other words, when the air-fuel mixture is rich,
there will be no oxygen in the exhaust gas, so
no current will flow through the zirconia
element . When the air-fuel mixture is lean, on
the other hand, there will be a lot of oxygen in
the exhaust gas and the amount of current
flowing through the zirconia element will be
large, as shown in the following graph .
OHP 2 8
REFERENCE
When the air-fuel mixture is extremely lean
(about 20 :1), combustion will be accompanied
by reductions in NOx (oxides of nitrogen), CO,
and HC (hydrocarbon gas), as shown in the
graph below . This is a good thing up to a
point . However, if the air-fuel mixture is too
lean, not only will HC concentrations
increase, but the engine will lose power
and/or misfire .
Theoretical
air-fuel ratio
NOx
(PPM)
CO HC
(%) I (PP M
300 0
12 ~ 60 0
\ \HC
\
8 d 40 0
200 0
\ \~
CO
100 0
\
\
4
20 0
NOx
0
10
12
14
16
18
20
22
2 . PHOTOCOUPLER TYP E
Photocoupler typ e
Slo tted
wheel
ELECTRICAL CIRCUITR Y
Engine EC U
+B
Combination
meter Puls e
conversio n
circuit
OHP 2 9
ELECTRICAL CIRCUITRY
Engine ECU
Phototransistor
OHP 2 9
34
OHP
29
Rotor
output shaft.
This sensor consists of a permanent magnet, a
coil, and a core . A rotor with four teeth is
mounted on the transmission output shaft .
OHP 3 0
+V
OHP 30
-V
OHP 3 0
ELECTRICAL CIRCUITRY
Engine EC U
OHP 3 0
OPERATION
When the transmission output shaft rotates, the
distance between the core of the coil and the
rotor increases and decreases because of the
teeth .
The number of lines of magnetic force passing
OHP 3 0
35
F*
+B
Magnetic ring
(rotating )
MRE output
OHP 3 1
OPERATION
The resistance value of the MRE changes accor-
Comparator 1
output 0
Speed 12 V~
sensor 0 V
output
OHP 3 1
36
ELECTRICAL CIRCUITRY
-11-`
MRE-type
sensor
111111111111
mete r
30,
20-pole type
(20 pulses/rev .)
4-pole typ e
(4 pulses/rev .)
TYPE OF SIGNA L
Variable resistanc e
type (0 12 H
OHP 3 3
-)
REFERENCE
4 pulses 4 pulses
Speed Combinatio n
Comparator
sensor
Engine EC U
-1 LJ L mete r
Input circui t
INPUT
OHP 3 3
OUTPU T
OHP 32
A> B
Hi (1 )
A<B
Lo (0 )
OHP 3 2
OHP 32
OHP 3 3
37
ELECTRONIC
Engine EC U
OHP 34
OHP 3 4
REFERENCE
1 . The Engine ECU judges whether th e
engine is cranking based on the STA
signal . There are also engines which use
38
1*
ELECTRICAL CIRCUITRY
Engine EC U
A/C
magnetic
clutch
OHP 3 4
OHP 34
A/C
amplifie r
A/C
switch
Engine ECU
A/C
39
13
ELECTRICAL CIRCUITRY
ELECTRICAL CIRCUITRY
Engine ECU
Engine EC U
OHP 3 5
NOT E
Fuel Control Connecto r
OHP 3 5
REFERENCE
posite .
\1
VARIABLE RESISTO R
NOTE
This resistor is provided in D-type EFI systems and
1 . In the vane type air flow meter, the idle mixture can be adjusted by turning the idle mixture adjusting screw in the air flow meter .
(Some engines are equipped with air flow
meters which are sealed with an aluminum
plug . )
OHP 3 5
OHP 35
41
Switch ,
ELECTRONIC CONTROL SYSTEM - Kick-down
Water Temp . Switch, Clutch Switc h
13
Accelerato r
e----peda l
Kick-down switch
ACCELERATOR
OHP 3 6
Kick-dow n
switc h
PEDAL
OHP 3 6
~.
CLUTCH SWITCH
The clutch switch is located under the clutch
ITEM
THROTTLE
VALVE
KICK-DOW N
SWITCH
Accelerato r
peda l
Fully
closed
Fully
opened
Full y
opene d
Off
Off
On
ELECTRICAL CIRCUITRY
Engine ECU
OHP 3 6
OHP 3 6
42
KNOCK SENSO R
The knock sensor is mounted on the cylinder
block and detects knocking in the engine .
Low
Frequency
Hig h
OHP 3 7
ELECTRICAL CIRCUITRY
Engine EC U
OHP 37
REFERENCE
The Engine ECU judges whether the engine is
Diaphrag m
AM l
Piezoelectric element
OHP 3 7
Strong
Ignition
Weak
Ignitio n
Time
KNK SIGNAL
43
HAC (HIGH-ALTITUDE
COMPENSATION) SENSOR
TURBOCHARGING PRESSURE
SENSO R
The HAC sensor senses changes in the atmospheric pressure . Its construction and opera-
If the
turbocharging pressure
becomes
Silicon chi p
Engine ECU
HAC sensor
intake
manifold pressure
OHP 38
(V)
5
4
3
Atmospheric pressure
OHP 3 8
1
0
13
100
200
kPa
(100, 3 .9) (750, 29 .5) (1500, 59 .1) (mmHg, in .Hg)
Turbocharging pressure (absolute pressure)
OHP 3 8
ELECTRICAL CIRCUITRY
(V )
5
4
3
2
1
0
Atmospheric pressur e
k
1
-3. 5
(-26)
0
+1 .5 kPa
(0) (+11) (mmHg)
Pressure
44
Engine ECU
COMMUNICATIONS SIGNALS
below .
braking . )
ELECTRICAL CIRCUITR Y
~Stop lamp
switch
ELECTRICAL CIRCUITR Y
STP or BR K
Lamp
Engine ECU
ECT ECU
failure;
relay'
- -
Stop lamps
L _____J
TRC ECU
VTH
VT H 01
VSH
VSH
VTA 1
OHP 39
45
ELECTRICAL CIRCUITRY
ELECTRICAL CIRCUITR Y
ABS ECU
OHP 4 0
Engine EC U
OHP 4 0
ELECTRICAL CIRCUITR Y
ELECTRICAL CIRCUITR Y
TRC ECU
Engine EC U
OHP 40
46
Intercooler
ECU
Engine EC U
OHP 4 0
9 . ENGINE IMMOBILISER
MUNICATIONS SIGNA L
ELECTRICAL CIRCUITR Y
Key ECU, the Engine ECU will prohibit fuel injection and IGT signal, thus disabling the engine .
Engine EC U
ELECTRICAL CIRCUITR Y
Transponder
Key ECU
Engine EC U
EFII IMO
OHP 4 1
REFERENCE
EHPS is a type of power steering in which the
vane pump is driven by an electric motor .
EFIO IMI
Engine EC U
OHP 41
47
DIAGNOSTIC TERMINAL(S )
The T or TE1 terminal is located in the check
connector in the engine compartment and the
TE1 and TE2 terminals are located in the TDCL
(Toyota diagnostic communication link) in the
passenger compartment ( located under the
instrument panel) .
NOTE
OBD-II compatible engines of vehicles sold in
the U .S .A . and Canada are equipped with a
DLC3 in addition to the check connector
(DLC1 ; Data Link Connector 1) and TDCL
(DLC2) . Consequently, it does not have a TE2
terminal of DLC1 or TE2 or TE1 terminal of
DLC2 . In addition, in case of reading diagnostic
Check connecto r
OHP 41
connected to DLC3 .
For further details, see page 137-2 .
OBD-II scan tool or TOYOTA hand-hel d
teste r
TDCL
OHP 4 1
Engine EC U
El
OHP 4 1
REFERENCE
1 . The TDCL is provided in some vehicl e
models equipped with the TCCS type
engine control system .
2 . In some vehicle models, the TE2 terminal
is located in the check connector .
48
DLC 3
ELECTRICAL CIRCUITR Y
EFI - Genera l
EFI
(ELECTRONIC
FUEL INJECTION )
GENERAL
The Engine ECU calculates the basic fuel signal . It bases its calculations on a program
injection duration in accordance with two stored in its memo ry .
signals : 1) the intake manifold pressure signal (in The Engine ECU also determines the optimum
D-type EFI) from the manifold pressure sensor, fuel injection duration for each engine condition
or the intake air volume signal (in L-type EFI) based on signals from various other sensors .
from the air flow meter, and 2) the engine spee d
Manifold pressure senso r
Pressure regulato r
Air cleaner
Fuel filter
Engine EC U
Fuel tank
(with built-in
fuel pump )
Engine
speed
Sensors
OHP 42
BASIC CONSTRUCTION OF D-TYPE EFI SYSTE M
Engine EC U
Engine
speed
Sensors
EFI - Genera l
The following table shows the specifications for their differences only are covered . If there is a
the 4A-FE engine . Items marked with a circle in circle in the "STEP 2 (EFI)" column in the
the "APPENDIX" column are included in the following table, refer to the Training Manual for
specifications for each engine in the APPENDIX Step 2, vol . 5 (EFI), for a detailed explanation for
section (page 188) in the back of this manual . the relevant items .
Those items covered in Step 2, vol . 5 (EFI), are
covered in outline form only in this manual, o r
PAG E
pressure
T ypes o f EFI
control type)
ITEM
52
In-tank type
54
pump
In-line type
54
55
switch )
Fuel pump
control
On-off
control
By engine EC U
with fuel pump
control relay an d
with
resisto r
speed
control
By engine EC U
ith fuel pump
EC U
Fuel filter
Pressure
regulator
58
58
High-resistance
injector s
Low-resistanc e
injectors
0
0
60
60
61
62
62
63
Controlled by ECU
63
Throttle body
65
Air
Wax type
65
valve
Bi-metal type
65
50
59
Ai r
induction
system
58
Current control
Cold start
injector
electrica l
circuitry
57
Voltagecontrol
STEP 2
(EFI )
57
Normal type
Injectors
Injector
drive
method
APPENDIX
56
58
Pulsation damper
REMARK
52
Fuel
(THIS
MANUAL)
EFI - Genera l
PAGE
(THIS
MANUAL )
Fuel
injectio n
methods
and
Simultaneous
66
2 groups
66
3 groups
67
4 groups
67
Independent
67
For 1 S-i
67
ITEM*
REMARK
APPENDIX
STEP 2
(EFI )
injectio n
timing
70
For D-type EFI
71
72
injectio n
duratio n
control
72
After-start enrichment
73
Warm-up enrichment
73
Power enrichment
74
74
Air-fuel
ratio
Acceleratio n
enrichment
C0
correction correction
during
Deceleration
transition
lean correctio n
0
~
Afterstart
injection
control
74
Air fuel
Oxygen sensor
ratio n
Lean mixture
feedback
correction senso r
75
~
~
CO emission control
correction
LL
:3
-0
o
With TW C
76
Idling stability
correctio n
77
77
Fuel
cut-off
75
During
deceleratio n
78
At high engine
speed s
78
At high vehicle
speed s
78
79
Voltage correction
(Apr .,
1992)
51
EFI - Types of EF I
TYPES OF EFI
EFI systems can be divided into two types
according to the method used to sense the
AIR FLOW METE R
Detection of
intake
air volume
Injectio n
INTAKE MANIFOL D
Engine spee d
ENGINE ECU
Ai r
I/ F
INJECTO R
Injection volume
control
&-- Fuel
OHP 43
Injectio n
INTAKE MANIFOL D
MANIFOLD
PRESSURE SENSOR
i
ENGIN E
Detection
of intake
manifold
pressure
INJECTOR
Engine spee d
Fuel
Vane type
OHP 4 3
I
ENGINE ECU
Hot-wire type
52
FUEL SYSTEM
Fuel pumped out of the fuel tank by the fuel
engines . )
Solenoid
resistor*
lCPressure
regulato r
Cold sta rt
injector *
Injector s
--------------T
r-REFERENC E
1 . Multi-point Injectio n
Each cylinder has its own injector, and
Xb
53
1 . FUEL PUM P
IN-TANK TYPE IN-LINE TYP E
This type of fuel pump is mounted inside the fuel
tank .
fuel
Silence r
Diaphragm chambe r
Check valve -
Brus h
Motor
Mj5LX
]TER--A
00
Armature
Magne t
Pump space r
Relief valv e
Roto r
OHP 45
Filter
OHP 4 5
Outlet Inlet
t Casin g
it
Blade
Impeller
OHP 45
54
OHP 4 5
opening relay .
use at present :
~2 Engine started
After the engine sta rts and the ignition switch is
By Engine EC U
On-off
contro l
Fuel pump
control
method
I On-of f
L control
L
with
speed
control
By fuel
pump switc h
By Engine ECU,
fuel pump control
relay and resistor
By Engine ECU
and fuel pump
EC U
($)
1)
Engine crankin g
Engine stopped
Battery
55
REFERENCE
Circuit-opening Relay
The resistor R and the capacitor C in the
switch) .
SWITCH) *
~) Engine crankin g
~3 Engine stopped
~2 Engine sta rt ed
Check (m p T~
Circuit-opening rela y
connecto r
Battery
IN
2P fuel pump check connector (some
engines only)
OHP 4 6
56
Fuel pump
control rela y
High
spee d
Engine ECU
Engine ECU .
The Fuel Pump ECU is wired as shown in the
Fuel pump
control rela y
Engine EC U
5 . PRESSURE REGULATO R
Out
Q
Q
In
OHP 4 8
4
To fuel return hos e
4 . PULSATION DAMPER
OHP 48
Delive
ry
pipe
OHP 4 8
REFERENCE
From
delive ry~>
pipe
58
OHP 4 8
6 . INJECTOR S
Inlet
VSV : on
101 .3
(1 kgf/cmz )
0
OHP 48
NOTE
1 . On some recent models, intake manifol d
pressure is not connected to the pressure
regulator .
Fuel pressure is always maintained at a constant pressure higher than the atmospheric
pressure . As a result, changes in injection
SIDE-FEED TYPE
TOP-FEED TYPE
OHP 4 9
,,-- wv I
Internal Resistance of Injector
There are two types of injector, which differ in
their internal resistance level :
High-resistance type : approx . 13 .8 Q
Low-resistance type : approx . 1 .5 ^- 3 Sd
59
Voltage
contro l
Injector
drive
method
Ignition switc h
Current
control
Low-resistance injectors
(No longer in use )
Ignition switch
OHP 49
60
OHP 49
consumption .
current .
If an extremely large current flows to the
injectors for any reason, the fail-safe main relay
goes off, cutting off the flow of current to the
On
Injection Of
f
signal ~
injectors .
Voltage 12 V, 20kHz
waveform
0V i
REFERENCE
The current control method was used in the
4A-GE engine with D-type EFI, which was
~CT
BA
Amperage
waveform
1987 .
Ineffective
injection duration
Fail-safe *
Ignition
switch main relay
Engine EC U
OHP 50
OHP 5 0
injector solenoids .
61
Plunger
Heat coils
Bi-metal
elemen t
Contact s
OHP 50
OHP 5 1
NOTE
On many current engine models, the cold start
system has been discontinued . Instead, starting injection control, which is under the control of the Engine ECU, controls the injection of
fuel during starting .
62
ST terminal
in the figure .
STA
Engine EC U
STJ I I STA
OHP 5 1
U
N
N
C
-20 0 20 40 60
(-4) (32) (68) (104) (140 )
Coolant temperature C (F )
6-
co
4-
0a i
-S
A, B
20
-20
20
40
60
63
warm-up .
AIR
CLEANER
AIR FLOW
METER
(L-type EFI)
THROTTLE
BOD Y
AIR INTAKE
CHAMBER
INTAKE
MANIFOL D
CYLINDER S
AIR VALVE
and/o r
ISC VALV E
Thro tt le bod y
Air cleane r
Air
intake
chambe r
N
Air valv e
OHP 5 2
N
L -TYPE EFI ( engine with ISC valve)
OHP 5 2
64
2 . AIR VALVE
Bypass passag e
Thro
tt le
valv e
OHP 53
Coolant
BI-METAL TYPE
NOTE
Bi-metal \
IP~ chambe r
element
Gate valve
OHP 5 3
65
FUNCTIONS OF ENGINE EC U
1 . FUEL INJECTION METHODS AND
INJECTION TIMIN G
INJECTION TIMING
INJECTION METHODS
ENGINES* '
SIMULTANEOU S
5
'
3
3
63
2
t
4
0 360 720`
5M-GE, 6M-G E
4Y- E
22R-E, 22R-TE
3VZ-E, 3F-E*
2E-E ,
3E-E
2RZ-E, 2TZ-F E
Ignition Fuel injectio n
Intake stroke ~T .
5
3
2 GROUPS
6
2
1G-GE
4A-GE ( L-type EFI )
.'
0 360 720
Crankshaft angle OHP 54
Note : This graph shows the injection timing for th e
1G-GE engine .
66
13
INJECTION TIMING
ENGINES* '
5
3
7M-G E
3 GROUPS
7M-GTE
2VZ-FE
3600 720 0
i
i
3
6
5
7
2
1_ 01
i
j
i
1UZ-F E
f
i
0 360 720 1080
Crankshaft angle OHP 54
Intake stroke Ignition Fuel injectio n
3S-G E
INDEPENDENT
( SEQUENTIAL)
3S-GT E
2
mixture sensor )
Crankshaft angle
OHP 54
Intake stroke i Ignition Fuel injectio n
1
FOR 1S-i
3
4
S- i
,-- NOTE
There are some engines in which basic fuel injection methods and the injection method employed during
starting are different .
67
consideration .
Fuel injection
duration control
After-sta rt enrichment
Warm-up enrichmen t
Air-fuel ratio correction during
transitio n
Injection
correction s
Power enrichment
Air-fuel ratio feedback
correctio n
CO emission control correction
Idling stability correction
High-altitude compensation
correctio n
f
Fuel cut-of
Voltage correctio n
,,-- REFERENC E
Fuel injection duration control consists of syn-
Starting injection
~ contro l
Synchronous
F injectio n
_After-start injection
control
Fuel
injection
duration
control
68
Asynchronous
injection
L Acceleration
contro l
injection
SIGNALS
w w
0 _J a.
D
xN
w
C7 p
xu
Neu
;o
as
0 0 0
0
0
1
0
0
Air-fuel
ratio
feedback
correction
0
M
0
0
Acceleratio n
enrichment
correctio n
Deceleratio n
lean
correctio n
Oxygen
senso r
0
O
High-altitude compensation
correction
Durin g
deceleration
At hig h
engine
speed s
Voltage correction
0 0
At hig h
vehicle
speed s
(L
=
Lean mixture
senso r
CO emission contro l
correction *
Fuel cut-off
U_
N
0
0
Power enrichment
42
za ?d
Warm-up enrichment
injection control
cc
=d
After-sta rt enrichment
After-sta rt
v)
xa
Air-fuel ratio
correction
during
transition
ww
duration control
V)
(L
M
LU
_J
7h
~ H
Basic injection
W a- CC U)
P:
HL
0
0
-To-
69
rt
during sta in g
THW
N E
Voltage correction
+B
Low
70
20
(68)
Coolant temperature C (F)
High
OHP 55
REFERENCE
In some engine models, the starter (STA)
signal is also used to inform the Engine ECU
that the engine is being cranked .
FOR D-TYPE EF I
-RELEVANT SIGNALS
Intake manifold pressure (PIM)
Engine speed (NE )
REFERENCE
NE
the same .
TH W
TH A
PSW or VTA
Injection corrections
Other s
Voltage correction
+B
71
2 Injection corrections
Basic injection
Intake air volume
duration =K x Engine spee d
-RELEVANT SIGNAL S
,,- ivv I rIn case of hot-wire type air flow meters, since
the air flow meter itself outputs a signal that is
corrected by the intake air temperature, the intake air temperature correction is not
necessary .
20
Low
(68 )
Intake air temperature C (F )
-RELEVANT
OHP 5 5
SIGNA L
High
WARM-UP ENRICHMENT
temperature .
volume .
volume .
1 .0 r
-------------------------------
0 A*
Low ~ (6 O
- Hig h
OHP 5 6
Low
60" ~High
(140 )
Coolant temperature C (F )
-RELEVANT SIGNALS
OHP 5 6
-RELEVANT SIGNA L
Coolant temperature (THW)
REFERENCE
In some engine models, the starter (STA)
REFERENCE
correction .
73
POWER ENRICHMENT
AIR-FUEL RATIO
TRANSITION S
A "transition"
CORRECTION DURING
rf ormance .
-RELEVANT SIGNAL S
volume (VS, KS or VG )
(_ REFERENC E
1 . In some engine models, the amount of
increase also differs in accordance with
the coolant temperature .
2 . In some engine models, when the coolant
temperature is high, the fuel injection
amount is increased to lower the exhaust
gas temperature and to prevent the
engine from overheating .
3 . In some engine models, the kick-down
switch (KD) signal is used as a condition
for begining this correction .
74
a . Oxygen Senso r
The Engine ECU corrects the injection duration
based on the signals from the oxygen sensor to
keep the air-fuel ratio within a narrow range
near the theoretical air-fuel ratio . (This is called
a "closed-loop" operation . )
In order to prevent overheating of the catalyst
and assure good engine operation, air-fuel ratio
feedback does not occur under the following
conditions (open-loop operation) :
During engine sta rt in g
OHP 5 6
RELEVANT SIGNAL
~Oxygen sensor (OX)
predetermined leve l
When fuel cut-off occur s
When the lean signal continues longer than a
predetermined tim e
changes over time, the air-fuel ratio can be maintained within a narrow range near the theoretical
air-fuel ratio by using a sub oxygen sensor . In addition, catalyst deterioration can be also detected
by comparing the signals of the two oxygen sensors .
High
(rich)
Catalytic converte r
Decreased Increased
OHP 56
75
tion is referred to as air-fuel ratio learned control, and the value remembered by the Engine
ECU is referred to as the learned value .
As a result of this learned control, air-fuel feedback correction is constantly able to correct
the central value of the correction ratio with a
value of 1 .0 .
This enables the air-fuel ratio to return rapidly
within a narrow range near the theoretical airfuel ratio . Furthermore, learned control is performed when feedback correction is being performed .
1 .0
0 .8
Lean mixtur e
Normal
conditio n
Over life
tim e
76
Large
LS
signa l
Target
curren t
Idle
mixture
adjustinc
scre w
Smal l
Correction
ratio
Decreased Increase d
OHP 57
Engine ECU
OHP 5 7
RELEVANT SIGNA L
Lean mixture sensor (LS)
CO EMISSION CONTROL CORRECTION
(D-type EFI'' and L-type EFI'z )
The injection volume can be adjusted by
manually adjusting the variable resistor (See
page 41) . This can be used to adjust the volume
of CO emissions .
RELEVANT SIGNALS
Variable resistor (VAF)
Engine speed (NE )
NOTICE
It is usually not necessary to adjust the idle
mixture in most models, provided that the
vehicle is in good condition . However, if it
does become necessa ry to do so, always use
a CO meter . If a CO meter is not available, it
is best not to attempt to adjust the idle
mixture if at all possible .
REFERENCE
When the voltage of the terminal VAF is 0 .1 V
or less or 4 .9 V or more, the Engine ECU discontinues CO emission control correction .
Variable resistor
77
101 .3
kPa
-RELEVANT
SIGNA L
undesirable emissions .
resumed .
become richer .
injection volume based on signals from the highaltitude compensation sensor and the air flow
m ete r .
- High
OHP 58
78
3 Voltage correctio n
- REFERENC E
1 . In some manual transmission models, the
Voltage correctio n
Injection
signa l
RELEVANT SIGNA L
Engine speed (NE )
Off
Ope n
Closed
Injector
actually open
OHP
68
IYV I C
----------------------------
Standard
operating
delay tim e
Low
14
Ba
tt e ry
- High
voltage (V)
OHP 58
RELEVANT SIGNA L
Ba tt e ry voltage (+B)
79
l-6 L
OW3W
ESA - Genera l
Ignite r
Ignition coi l
OHP 59
BASIC CONSTRUCTION OF ES A
higher and later when it is lower . In conventional EFI, the timing is advanced and
the
distributor .
distributor .
80
ESA - Genera l
advance r
Hig h
Engine speed -
Ideal ignitio n
timing
ESA
Vacuum advance r
Manifold vacuum
Hig h
OHP 59
VACUUM ADVANCIN G
81
ESA - Genera l
"STEP
PAG E
(THIS
2 (IGNITION)"
ITEM
REMARK
MANUAL)
Crankshaft angle ( initial ignition timing
angle) judgement
83
~ )
83
84
0
0
Ignitio n
c i rcu i tr y
85
86
88
w
(D
C
0
C
92
Warm-up correction
93
Over-temperature correction
93
94
EGR correction
94
0
0
0
With EG R
95
96
.~
LL
Knocking correction
a) U
0 a)
97
97
Traction control
correctio n
97
97
Intercooler failure
correctio n
Maximum and minimum
advance angle contro l
Ignition timing adjustment
(IGNITION )
Transition correction
STEP 2
95
correctio n
"
C
91
APPENDIX
97
97
98
82
ESA - Crankshaft Angle ( Initial Ignition Timing Angle) Judgement, IGT Signa l
(poin t
TIMING ROTOR
POINT A .
r~
POINT B '
G
signa l
-r-k
IGTJ ~
180 ( 4 cylinders)
120 (6 cylinders)
G SIGNA L
TIMING ROTO R
AND G PICKU P
COI L
Ignition
~-f
V
TD C
-.4
NE SIGNAL
TIMING ROTO R
-N E
l
AND NE PICKUP
COIL
IGT
Advance
angle
OHP 60
Point A,'
Point (B;)
50 , 7 or
100 BTDC
NE
,, ,Ignitio n
r
i
IGT
-J
-J `--- ~
83
7
4
IGF
(IGNITION
CONFIRMATION) SIGNAL
Igniter
Engine ECU
IG F
II
IGF signal
generation
Ignitio n
switc h
circui t
0 a IGT
Ignition
2
. . r rnntrn l
-~
circuit
Battery
IN~
II h I
I- >
OHP 6 1
~ NOTE
In some recent models, the IGF signal is generated according to the primary current value . In these
models, IGF is switched on when IGT is on, and IGF is switched off when the primary current exceeds the
predetermined value .
ON
ON
IGT OF
F
------~ -
Primary
current
IGT
N
IGF O
OFF
Primary
voltage
IGF
OFF ~
12 V
0
ON
OF F
84
IGNITION CIRCUITRY
The operation of the ignition system in TCCS is The types of ignition system in TCCS can be difbasically the same as the operation of the ferentiated by the method used to distribute curignition system in conventional EFI, except that rent to the spark plugs : either the conventional
the igniter in the latter is turned on and off
type, in which a distributor is used, or DLI
directly by the signal generator .
Distributo r
Signal
Ignition
Igniter coi l
generator
CONVENTIONAL EFI
OHP 6 2
Spark
Ignition ,
Igniter coi l
ECU
_Vv
IGT
TCC S
OHP 62
/--
IYV I C
Ignition
coil \
Senso r
Ilk
Ignition
switc h
Microprocessor
Input
circuit
G
NE
Battery
OHP 6 2
85
EC U
OHP 63
OHP 63
DLI SYSTE M
Ignition
coil s
Engine EC U
Igniter
Ignition
switc h
Drive
circu i
Drive
Input
circuit
~
a
circuit
Battery
Drive
circuit
Dwell angle
control
circuit
OHP 63
86
SIGNAL S
IGDA
IGD B
CYLINDERS
No . 1 and No . 6
below .
The microprocessor is informed of when cylinder
No . 5 and No . 2
No . 3 and No . 4
OHP 6 4
/-IVV 1 C
High-voltage Diod e
On some models, since the ignition coils have
To spar k
plugs
From + B
L To ignite r
High-voltage diod e
3600
CA
720 C A
G1
G2
No . 1 BTDC 10 '
(compression)
,0
r
OHP 64
87
Igniter
Constant
voltage
circuit
GT
0m
GT
Ignition
switc h
m
m
U
a)
>
I
Battery
Spark Ignition
plugs coils
Sensor s
IGT z
ii
NE
0
a
GT o
IGF
Lock
prevention
circui t
Constan
current
control
circuit
Dwell angle
control
Circui t
Ignition
delecting
circuit
F-I
TACH, lGF
signal outpu
circuit
TAC H
ON
OFF ~
signals as the number of ignition coils . IGT signals O N
IGT5
are then sent to the igniter according to the igniOF F
tion sequence .
ON
the Engine ECU has the same number of IGT IGT,
IGT 3
OF F
IGT 6
ON
OF F
IGT 2
ON
OFF
IGT4
ON
OF F
IGF* ON
OFF
88
OHP 65
!4 01
Actual ignition timing
OHP 6 5
REFERENCE
Note that, in after-start ignition control, each
type of correction differs depending on the
engine model .
Warm-up correction
Over-temp . correction
Stable idling correction
Corrective
ignition
advance
control
EGR correctio n
Air-fuel ratio feedback correction
Knocking correctio n
Torque control correction
Other correction
Maximum and minimum
advance angle control
89
SIGNALS
>
LL
W
o d
O
ZD
Za
(D
P:
(L
LL
~ ~ Q"'
Q ~
LL
x
U
0
Cn
~ a
U)
LU
(n
U)
ga
z
(D
_J
H!
OW
Se
_j O
0
Z
~V
zz
~O
Z ~
u. O
YO
m
~>
>
_J
Q
F
V) >O
0
0
Warm-up correction
Over-temperature correction
M
C0
_
m
Knocking correction
U c~or
~
CL
a
Z
0
0
0
EGR correction
~>
0
0
C7
0
0
Torque control correction also uses the vehicle speed (SP2) signal . This signal is used to control the ECT . For further
details, see Step 3, vol . 4 (ECT) .
90
normal operation .
unstable, the ignition timing is fixed at the initial ignition timing (which differs depending on the
engine model) . This initial ignition timing is set
directly by the back-up IC in the Engine ECU .
RELEVANT SIGNALS
Engine ECU
REFERENCE
In some engine models, the starter (STA)
signal is also used to inform the ECU that the
engine is being cranked .
Engine EC U
11
OHP 65
NE
'""""
IG T
JUL
Initial ignition timing angl e
l signal generation circuit
OHP 65
91
closes .
om
C
C ~
U C
- f0
>
mCO c o
Low
- Engine speed
RELEVANT SIGNALS
High
volume (VS, KS or VG )
-RELEVANT SIGNALS
Engine speed
(NE)
REFERENCE
In some engine models, the basic ignition advance angle changes (as shown by the dotted
line in the graph above) depending on whether
the air conditioner is on or off .
In addition, there are also models in which the
advance angle is "0" at the time of the standard idle speed .
\1
92
4W
OVER-TEMPERATURE CORRECTIO N
-5
110*
(230)
Coolant temperature C
*Depending
('F)
60*
(140 )
Coolant temperature
RELEVANT SIGNAL
'C ('F)
REFERENCE
In some engine models, the following signals
-RELEVANT SIGNAL S
Coolant temperature (THW )
Intake manifold pressure (PIM) or intake air
volume (VS, KS or VG )
REFERENCE
etc .
93
EGR CORRECTIO N
speed .
The ECU is constantly calculating the average
-RELEVANT SIGNAL S
f_
-RELEVANT SIGNALS
Engine speed (NE )
Throttle position (IDL)
Vehicle speed (SPD )
REFERENCE
1 . In some engine models, the advance angl e
changes depending on whether the air
conditioner is on or off .
2 . In some engine models, this correction only
operates when the engine speed is below
the target engine speed .
94
KNOCKING CORRECTION
Engine ECU .
Distributo r
Spark plug
Sensor
Engine EC U
w
Engine knocking
correctio n circuitry
OHP 6 7
-RELEVANT SIGNALS
Oxygen sensor (OX)
Thro tt le position (IDL)
95
below.
ENGINE KNOCKING
TIMING
OCCUR S
RETARDE D
TIMING
ENGINE KNOCKING
ADVANCED
STOPS
OHP 6 7
OHP 6 7
-RELEVANT SIGNALS
Engine speed (NE )
Thro tt le position (VTA )
Coolant temperature (THW)
Ba tt ery voltage (+B )
96
a . Transition Correctio n
During the transition (change) from deceleration
350 -450
-10 - 0
97
INITIAL
MODEL
IGNITION
TIMING
Type 1
100
Type 2
Type 3
FIXE D
IGNITION
ADVANC E
ANGLE
STANDAR D
IGNITION
TIMIN G
0 BTDC
100 BTDC
5 BTDC
50
BTDC
10 BTDC
70
0 BTDC
7 BTDC
BTDC
BTDC
OHP 6 8
OHP 68
/.-- NOT E
1 . Even if terminal T1 or TE1 and terminal E1
back-up IC in the same way as during afterstart ignition control (See page 91) .
Check connector
TorTE1
El
OHP 68
TDCL
SST
El
TE1
OHP 68
98
ISC - Genera l
ISC
(IDLE
SPEED CONTROL )
GENERA L
The ISC system controls the idle speed by means
type
Air cleane r
Iri
Engine EC U
Ignition
switc h
Battery I i
~
Sensors
OHP 69
99
ISC - Genera l
The following table shows the specifications for specifications for each engine in the APPENDIX
the 4A-FE engine . Items with circles in the section (page 188) at the back of this manual .
"APPENDIX" column are included in th e
ISC valve
Stepper
motor typ e
ISC valve
Rotary
solenoid
type IS C
valve
PAG E
(THIS
MANUAL )
10 1
10 2
10 4
10 4
Starting set-up
10 5
After-start control
10 6
106
Feedback control
10 7
10 7
10 7
Other controls
10 7
108
Warm-up (fast-idle)
contro l
10 8
Feedback control
108
10 9
Other controls
10 9
Starting control
Duty-control
ACV type
Feedback control
11 0
11 0
ISC valve
estimate contro l
11 0
ITEM
L7
11 0
11 1
100
REMARK
APPENDI X
ISC VALV E
Roto r
To air intake
chambe r
Valve sea t
Stator
Valve shaf
t
Stopper plat e
it
From air flow mete r
OHP 7 0
Thro tt le valv e
Small
Engine
ECU
ISC
valve
To cylinder s
OHP 7 0
CONSTRUCTIO N
A stepper motor is built into the ISC valve . This
OHP 7 0
OPERATIO N
Current flows through one of the four coils of
the stator in turn in accordance with the output
from the ECU . The flow of current in coil S1 is as
shown in the following illustration :
101
Coils
Stato r
S1
131
S3
S2
B2
S4
tt
Pole pa ern
of stator
1
N
OHP 7 1
MOVEMENT OF VALVE
tt
Air
intak e
OHP 7 2
Rotor
V..(_C.!!!_!'
Stato r
~- 1/32 revolutio n
Rotor
_L > Repulsion
t
102
Attraction
OHP 71
A'
OHP 7 2
L~
;~
Bypass po rt
up
Valve
alv e
Cross-section A-A'
OHP 7 2
Permanent magnet
Located at the end of the valve shaft, the
cylindrical permanent magnet rotates when
its two poles are repelled by the magnetism
exe rt ed by coils Ti and T2 .
Valv e
Anchored to the midsection of the valve
shaft, the valve controls the amount of air
passing through the bypass port, revolving
on the shaft together with the permanent
Coil T2
Valve shaf
t
magnet .
103
NOTE -
Duty
Ratio
Duty ratio (% )
0
(Off)
A+AB x 100
1 cycl e
0 J
u U
(Off)
OHP 7 3
~ To air intake
chambe r
OHP 7 3
OHP 73
104
FUNCTIONS OF ENGINE EC U
1 . STEPPER MOTOR TYPE ISC VALV E
This type of ISC valve is connected to the Engine opening angle and vehicle speed signals that the
ECU as shown in the following diagram . Target engine is idling, it switches on Tr, to Tr4, in that
idling speeds for each coolant temperature and order, in accordance with the output of those
air conditioner operating state are stored in the signals . This sends current to the ISC valve coil,
ECU's memory . until the target idling speed is reached .
When the ECU judges from the throttle valv e
Engine ECU
BATT
EFI main relayr- Microprocesso r
fl
B+ *
-RE L
IIbII --I
Main relay
control circui t
IGSW
E1
Ignition switch
Battery
\1
OHP 7 4
STARTING SET-U P
When the engine is stopped ( no NE signal to the
ECU), the ISC valve opens fully ( to the 125th
CONDITIONS
Ignition switch on
ON
ON
resta rted .
Main Relay (ISC Valve Set-up) Contro l
The supply of power to the ECU and ISC
valve must be continued for a few moments,
even after the ignition switch is turned off,
in order to allow the ISC valve to be set up
(fully opened) for the next engine start-up .
Therefore, the ECU outputs 12 V from the M-
CURRENT T O
MAIN RELA Y
OF F
RELEVANT SIGNAL
-*Engine speed (NE )
/- NOT E
105
125
---------- -------------
20 80
(68) (176 )
Coolant temperature C (F)
20
(68 )
Coolant temperature C (F )
OHP 75
SIGNALS
106
125
RELEVANT
OHP 7 5
1k
FEEDBACK CONTRO L
ENGINE
occur .
- RELEVANT SIGNALS
------------------ ----------------
20
80
(68) (176 )
Coolant temperature C (F)
when there has been a voltage drop at the + B terminal or IGSW terminal or when a signal has been
minal .
NOTE
Stepper motor type ISC valves also control idle
up of the air conditioner .
RELEVANT
RELEVANT SIGNAL S
SIGNALS
OTHER CONTROL S
In addition to the above controls, some engines
are also provided with a control in which the ISC
valve operates like a dashpot during
deceleration, and a control in which the ISC
valve opens slightly when the oil pressure
switch goes on .
107
Battery
OHP 7 6
STARTING CONTRO L
As the engine is sta rted, the ISC valve is opened
in accordance with existing engine operating
conditions, based on data stored in the ECU
memory . This improves startability .
- RELEVANT SIGNAL S
Coolant temperature (THW)
Engine speed (NE )
WARM-UP (FAST-IDLE) CONTRO L
After the engine has started, this function
controls the fast idle speed in accordance with
RELEVANT SIGNALS
RELEVANT SIGNALS
Engine speed (NE )
FEEDBACK CONTRO L
108
~ 1 V V 1 C
1 . When terminal T or TE1 of the check connector or TDCL is connected with terminal
E1, the Engine ECU gradually changes the
duty ratio of the ISC valve for several
seconds and eventually fixed the duty ratio
at a constant value .
As a result, engine speed returns to the
original idle speed after increasing for
several seconds .
2 . When the current flowing to the coil is interrupted due to disconnection of the ISC
OTHER CONTROL S
1200 rpm . )
Core
Normal
position Valve leve r
n. W/
Guar d
Permanent After
magnet
When cold warmed-up
109
explained below .
NOT E
operating conditions .
Battery
OHP 7 7
STARTING CONTRO L
RELEVANT SIGNA L
Ignition starter switch (STA )
- RELEVANT SIGNAL S
Neutral sta rt switch (NSW)
FEEDBACK CONTRO L
duty control .
conditioner switch is on .
-RELEVANT SIGNAL
Engine speed (NE )
Coolant temperature (THW)
110
RELEVANT SIGNALS
Throttle position (IDL)
Air conditioner (A/C )
speed .
Battery
OHP 7 8
f
b . On to Of
When a predetermined period of time has
elapsed after the engine has started .
after starting .
When engine speed falls below a
on (A/T vehicles) . *
on .
or TE1
is connected to
El .
111
W
NOTE
Learned Contro l
valve .
stored in memory .
112
SYSTEMS
PAG E
(THI S
MANUAL)
11 4
114
11 4
Air conditione r
control system
Cut-off control
115
Magnetic clutc h
11 5
relay control
116
11 6
11 7
ACIS
(acoustic control
induction system)
Type 1
12 0
Type 2
122
12 4
12 7
12 8
12 8
12 9
Al
12 9
REMAR K
ITEM"
L~
With EG R
113
13
ECT ECU
Engine ECU
Oxygen
senso r
HT
Heater
(Normal
operating
condition )
OD cut-off
signa l
(V)
Hig h
voltag e
Low
voltage
(less
than 1V)
3rd-gear
L cut-off
signal
OHP 79
114
OHP
79
1 . CUT-OFF CONTROL
The Engine ECU sends a signal (ACT) to the air
conditioner amplifier to disengage the air
conditioner compressor magnetic clutch in order
to stop operation of the air conditioning at
certain engine speeds, intake manifold pressures
(or intake air volumes), vehicle speeds and
throttle valve opening angles .
The air conditioner is turned off during quick
acceleration from low engine speeds (depending
on the vehicle speed, throttle valve position, and
intake manifold pressure or intake air volume) .
This helps maintain good acceleration
performance .
The air conditioner is also turned off when the
engine is idling at speed below a predetermined
rpm . This prevents the engine from stalling .
In some engine models, magnetic clutch
operation is also delayed for a predetermined
length of time after the air conditioner switch is
OHP 8 0
OHP 80
115
OTHER CONTROL SYSTEMS - EGR Cut-off Control System, Fuel Octane Judgmen t
OPERATIO N
Exhaust ga s
durability .
Thro
tt le valv e
OPERATIO N
vsv
EGR
Air
intake
chamber
The ECU
EGR valve
Sensors Exhaust ga s
i
EGR '
ECU
Battery
S
OHP 8 1
REFERENCE
Some recent models use stepper motor type
EGR valves . An EGR vacuum modulator and
VSV are not provided in this system . The
Engine ECU controls EGR volume and cut-off .
In addition, when current is not applied to the
EGR valve, the valve is fully closed by the force
of a return spring .
116
illustration .
The swirl control valve, which is opened and
closed by the intake manifold vacuum, is
mounted in passage ;A .
Exhaust valve
Swirl control ~ Intake valv e
valve (closed)
Intake
po
rt
Passage B
OHP 82
Passage B
OHP 8 2
Thro tt le
position
sensor
Manifol d
pressur e
sensor valve
OHP 82
117
tt
F
Vacuum tan k
tt
Thro le
position
senso r
Distributo r
e1Z
VTA
NE
Engine ECU
11
Vs V
rr
a~ b tf664@
Actuator
OHP 8 4
closed
Air contro l
\valve
Actuator
VsV
Vacuum
tank OHP 84
120
Low
Engine speed
~ High
OHP 8 4
VSV : off
closed )
VSV : off
(Air control valve:
open )
Low -
(Air contro l
valve : open )
VSV : o n
(Air contro l
valve : closed )
Engine speed
- High
OHP 8 5
1! VSV turned o n
Closing air control valve has the same effect as
lengthening the intake manifold .
OHP 85
(open )
OHP 85
121
No . 2 ai r
intake chambe r
OHP 86
Vacuum tan k
P
Fro m
air
cleane r
[-->
Air
control
valve s
(Po
Vs V
Actuator
Intak e
manifold
Engine
EC U
Engine spee d
Combustion
chamber
122
OHP 86
OHP 87
OHP 87
1 23
Engine
EC U
T-VIS
VS V
OHP 88
Intake manifol d
(air intake chamber)
Low
OHP 88
124
Turbocharge r
OPERATIO N
The VSV is turned on by the ECU to increase the The VSV does not turn on unless all of the abov e
conditions are met, even when premium
turbocharging pressure when the fuel is judged
to be premium by the fuel octane judgment
function (See page 116), and when the coolant
temperature and intake air temperature are
gasoline is used .
REFERENCE
level .
127
SUPERCHARGER CONTROL
SYSTEM
The Engine ECU controls the supercharger relay,
EHPS (ELECTRO-HYDRAULIC
POWER STEERING) CONTROL
SYSTE M
Suspercharger bypas s
Engine EC U
AB,, A8 z
Intercooler
AB3, AB 4
Supercharge r
magnetic clutc h
rela y
PS ECU
Engine EC U
SM C
Supercharge r
+B
+B
AC V
(Air control
valvel
Supercharger magnetic
clutch
Drive pully
ACV
OHP 90
REFERENCE
EHPS is a type of power steering in which the
REFERRENCE
In previous models, VSV and ABV (air bypass
valve) have been used instead of a supercharger bypass valve .
For a deteiled explanation of the construction
and operation of the supercharger, see Step 3,
vol . 2 (Turbocharger and Supercharger) .
128
Al
a . Engine col d
b . Deceleratio n
pletely released . )
Engine speed between about 1000 and 3000
rpm .
VSV
r
Reed valv e
OHP 9 1
129
11
REFERENCE
130
DIAGNOSIS - Genera l
DIAGNOSI S
GENERA L
The ECU contains a built-in diagnostic system .
CHECK
7ENGIN
E
~
OHP 9 2
,- -rvv 1 r
In the case of OBD-II used for vehicles sold in
the U .S .A . and Canada, an OBD-II scan tool or
TOYOTA hand-held tester is required to read
diagnostic codes (See page 137-2) .
"CHECK ENGINE"
lamp
OHP 9 2
fluctuations .
131
PRINCIPLE OF DIAGNOSTIC
SYSTEM
The signal level that signifies to the ECU that an
input or output signal is normal is fixed for that
signal .
When signals for a particular circuit are
abnormal with respect to this fixed level, that
circuit is diagnosed as being abnormal . For
example, when the coolant temperature signal
circuit is normal, the voltage at the THW
terminal is in a fixed range between 0 .1 to 4 .9 V .
This signal circuit is diagnosed as being
abnormal when the THW terminal voltage is less
than 0 .1 V (a coolant temperature of 139C
[282F] or greater) or greater than 4 .9 V (a
coolant temperature of -50C [-58F] or lower) .
132
Abnormal rang e
~+r
3
2
Normal range
/(
Normal rang e
for diagnostic system for diagnostic syste m
0' -~ ~
Abnormal range
i
-50
(-58)
139
(282 )
Coolant temperature C (F )
~
139C
-50C~ / r
(282F
Abnormal
4 .9 V
OHP 9 2
DIAGNOSIS
TorTE1
TERMINAL
TE2+5
TERMINAL
IDL
CONTACT
" CHECK
ENGINE" LAMP
Increased injectio n
5V
volum e
3 .75 V
Off
Bulb check function
(en9ine
Off
(open)
stopped )
Results of air-fuel
Off
2.5
Increased injectio n
volum e
Norma l
---------------------- -------- Air-fuel ratio feedbac k
correction stopped * z
(open)
sed injectio n
Dolum e
Decreased injectio n
On
volum e
--- ------ - - --- -- - ------- Air-fuel ratio feedbac k
0V
correction stopped + 2
On
( TE2 and
El
terminals
connected)
Off
( engine stopped )
W arn i ng di sp l ay
f unct io n
E ng i ne ECU d at a
On
( engine operating)
Results of oxygen sen-
Rich signa l
5V
Off
Off
On
IT or TE1
and E1
(open )
-------
5V
or
2.5V
cessing
operation * 4
0V
taking plac e
5V
Norma l
0V
terminal s
connected)
Resu l ts o f di agnost ic
On
On
(TE2 and E1
terminal s
connected)
Off
On
*t Some systems have five levels, as shown here, while other systems have only three levels (0 V, 2 .5 V and 5
V).
`2 The VF or VF1 terminal output when air-fuel ratio feedback correction is not being carried out is either 0 V or 2 .5 V,
depending on the vehicle .
*3 Some models do not display diagnostic codes when the idle contact are off .
*4 "Open-loop operation" refers to the state in which the oxygen sensor signal is not being used for control (See
page 75) .
50n1y models having a test mode .
133
DIAGNOSIS
REFERENCE
Super Monitor Displa y
Bulb burnout
~*c
500
L
cK About 200 rpm
rpm
About
+ B Super Monito r
Engine ECU
~z
EC U
OHP 9 3
Switches
marked "ON" in the "CHECK ENGINE" LAMP column of the table on page 138), the "CHECK
lamp goes off when conditions are restored to normal . (This occurs only at an engine speed of 500
rpm or higher) .
recorded )
2nd malfunction
detection
(warning
light lights up )
patter n
IG SW
on
IG SW IG SW IG SW
f
off on of
OHP 9 3
DIAGNOSIS
T OR TE1 AND
TERMINALS
Open
El
El
TERMINALS
DIAGNOSTIC
MOD E
Open
Normal
Connected
Test
Open
Normal
Connected
Test
TE2 AND
Notifies
technician of malfunctio n
Connected
malfunction),
by
135
DIAGNOSIS
- "CHECK
TE
voltage .
2 . In vehicles in which the idle mixture
adjusting screw is sealed, the ECU
-REFERENCE
Increasing 5 .0 V
3 .75 V
2 .5 V
1 .25 V
Decreasing
0V
OHP 9 3
I I I
4 V
m ete r .
The VF or VF1 terminal output when air-fuel
2 V
__1
+--- i
0V
model .
Some vehicle models also have a VF2 terminal .
20 msec .
32 msec .
136
DIAGNOSIS
J Output of result s
0V
(lean )
VF or VF1
terminal
voltage
OHP 93
trouble .
See the relevant repair manual concerning the
display format .
137
141
DIAGNOSIS
TOYOTA hand-held
tester,
Low J
t'
t2
t3
FO BD- If
x=
OBD- I
Required item
Detect malfunctions and turn on "CHECK ENGINE" lamp
x
x
Freeze-frame data*
( 8 items)
Not require d
OBD-II
0 (41 items )
0
0 (17 items )
0 (13 items )
0
0
0
*An Engine ECU function to store important control data into internal memory during the detection of a
malfunction .
The main characteristic of OBD-II is the unification of diagnostic codes and the use of a
special-purpose tester . As a result, communication protocol between the tester and the DLC
each function of the Engine ECU cannot be performed without using a special-purpose tester .
CHECK ENGINE
LAMP
DIAGNOSTIC
Conventional OBD
When a proble m
has been detected
Lights
Lights or blinks
5 digits (e .g . : P0120 )
Code
CODE
Reading operation
Code display
Code clearing*'
ENGINE ECU
DATA
Reading operation
Reading
instruments
Connection of terminal TE 1
and terminal
El
Removal of
memory fuse
Connection of terminal TE 2
and terminal
El
teste r
Output terminal
Terminal VF
Terminal SDL* 2
Communication
rate
Few
Man y
Toyota standard
SAE standar d
ACTIVE TEST*3
Not available
FREEZE-FRAM DATA
Not available
Data display
item s
Data displa y
method
*i
+z
In the case of a new OBD (OBD-II), diagnostic codes can also be cleared by removing the memory fuse in the
same manner as the conventional OBD .
SDL ; The communication terminal between the Engine ECU and the TOYOTA hand-held tester use the VPW
( Variable Pulse Width) system in accordance with the SAE J1850 requirements .
Actuators (injector, ISC valve, etc .) are operated by sending a signal from the tester to the Engine ECU .
DIAGNOSIS -
OBD-I[
Conventional OBD
CHECK
CONNECTOR
(DLC) AND
TER MINAL
CHECK
CONNECTOR
(DLC 1 )
TE1
El
O
FP
CC
(Only those
related to the
Engine
tM
TEl
lJ
+B
ECU)
VF1 VF2TE2OX2 TT
TDCL
(DLC2)
ECT
D
CD
+B
W
EN G
TT
El
E1 TE2 TE1
DLC3
BATT
SDL* '
?CG* 3
SDL ; The communication terminal between the Engine ECU and the TOYOTA hand-held tester use the VPW
(Variable Pulse Width) system in accordance with the SAE J1850 requirements .
*zSG ; Signal graund
*3CG ; Chassis graund
DIAGNOSTIC CODE S
The "CHECK ENGINE" lamp lights up when trou-
NO .
-
"C H LA~
C EPNGINE "
CIRCUITRY
BLINKS
J Ll LI LI LI LJ LI LI L
Normal
NORMAL
TEST
MODE
MOD E
TROUBLE AREA
MEMOR Y
12
13
RPM signal
nnnn
n UJ jL_
14
ON
N .A .
ON
N .A .
RPM signal
Ignition signal
N .A .
ON
ON
N .A .
DIAGNOSIS
(MEANING OF TROUBLE CODE)
IIA
No "G" signal to ECU for 3 seconds when
Open or short in STA
the engine speed is between 600 rpm and
circuit
4000 rpm .
EC U
Ignite r
EC U
rt
N .A .
rI
21
n n
Oxygen
sensor
OFF
(HT) .
ON
nnnn
wire
circuit
22
sensor circuit
Water temp .
sensor signal
ON
ON
signallTHWI .
EC U
Open or short in intake ai r
Intake air
24
temp . sensor
OFF
ON
signal
signal ( THA) .
temp . circuit
Air-fue l
25
OFF
ON
malfunction
Open in E1 circui t
Open in injector circui t
Oxygen senso r
Ignition syste m
31
nnnn
sensor
signal
138
Vacuum
ON
ON
sensor circuit
Vacuum senso r
EC U
CODE
NO .
NUMBER OF TIME S
_ CHECK ENGINE " LAMP
CIRC UITRY
BLINKS
nn r
Jn n ULI LI LJ
41
L--
"CHECK ENGINE"
LAMP"
NORMAL
TEST
MODE
MOD E
OFF
ON
OFF
N.A.
42
TROUBLE AREA
position
MEMORY
Throttle
sensor
signal
rI rI fl rl r1 f1
J ll lJ ll LJ U L-
,z
DIAGNOSIS
Vehicle speed
sensor signal
N.A.
OFF
rt
Q,
nn~7n nn n
J LI LI u L~ u U L
43
Starter signal
N .A .
OFF
signal circui t
Open or short in IG SW or
main relay circui t
EC U
Knock sensor
signal
ON
N .A .
etc . )
(looseness,
EC U
Displayed when A/C is ON, IDL contact OFF or
Switch
51's
~_
condition
N .A .
OFF
signals
+ 1
El
IDL circuit
ECU
"ON" displayed in the diagnosis mode column indicates that the "CHECK ENGINE" lamp is lighted up
when a malfunction is detected . "OFF" indicates that the "CHECK ENGINE" lamp does not light up during malfunction diagnosis, even if a malfunction is detected . "N .A ." indicates that the item is not includ-
*2
ed in malfunction diagnosis .
Lighting of the "CHECK ENGINE" lamp varies depending on engine models and the destinations .
" 0" in the memory column indicates that a diagnostic code is recorded in the ECU memory when a
malfunction is detected . " x" indicates that a diagnostic code is not recorded in the ECU memory even
if a malfunction is detected . Accordingly, output of diagnostic results in normal or test mode is performed with the ignition switch ON .
*3
"2 trip detection logic" (See page 134) is only active at the normal mode .
IDL contact off is not detected until after the engine starts .
139
NO .
P0100
CIRCUITRY
Mass air flow circuit
"CHECK
ENGINE"
LAMP ~
ON
malfunction
DIAGNOSIS
(MEANING OF TROBLE
TROUBLE AREA
CODE )
Open or short in mass air flow meter circuit with Open or short in mass air flow meter circui t
engine speed 4,000 rpm or less
MEMOR Y
EC U
P0101
ON
ON
ON
circuit malfunction
circuit
(2 trip detection
logic)
`3
P0110
P0115
circuit
EC U
P0116
circuitrange/
performance problem
ON
less
coolant temp .
sensor
Coolant syste m
+ 1
"ON" displayed in the diagnosis mode column indicates that the "CHECK ENGINE" warning light is
lighted up when a malfunction is detected .
* 2
"0" in the memory column indicates that a diagnostic code is recorded in the ECU memory when a
malfunction is detected . Accordingly, output of diagnostic results in normal or test mode is performed with the ignition switch ON .
*3
140
134) .
FAIL-SAFE FUNCTION -
Fail-safe
Functio n
FAIL-SAFE FUNCTIO N
FAIL-SAFE FUNCTIO N
If the Engine ECU were to continue to control
safe function .
hazard is anticipated .
CIRCUITRY WITH
ABNORMAL SIGNALS
Ignition confirmation
NECESSITY
OPERATION
ECU), the
catalyst
4A-F E
ENGIN E
misfiring .
Manifold pressure
sensor (vacuum
sensor) (PIM) signal
circuit ry
Air
Air flow meter (VS ,
or VG) signal circuitry Isome engine
models only )
models
If an open or sho rt circuit occurs in the at the time of starting by the condi intake manifold pressure sensor signal tion of the idle contact are used fo r
circuit ry , the basic injection duration cannot the fuel injection duration and the ig-
be calculated, resulting in engine stalling or nition timing making engine opera inability to sta the engine .
tion possible .
rt
If an open or sho rt circuit occurs in the air Fixed (standard) values determine d
flow meter signal circuitry, it becomes at the time of starting or by the condiimpossible to detect the intake air volume tion of the idle contact are used fo r
ig and calculation of the basic injection the fuel injection duration and the ig
duration cannot be done . This results in nition timing making engine operastalling or inability to sta rt the tion possible .
engine .
Engine crankshaft
angle sensor (G1 and
rt
In previous models, the back-up mode is entered when terminal T is off . There were also some models in which
standard values are used for the intake manifold pressure signal if terminal T is connected to the El terminal .
Only for models which are equipped with the lean mixture sensor .
145
CIRCUITRY WITH
ABNORMAL SIGNALS
NECESSITY
OPERATION
Water temp .
sensor (THW)
signal circuit ry
signal circuit ry
If the cover of the lean mixture sensor Air-fuel ratio feedback correction i s
becomes fouled with carbon, the ECU stopped .
cannot detect the correct oxygen
concentration in the exhaust gas, so i t
cannot keep the air-fuel ratio at th e
optimal level .
If an open or sho rt circuit occurs in the The corrective retard angle is set t o
knock signal circuit ry , or if trouble occurs in the maximum value .
Knock sensor
(KNK) signal
circuitry
Knock control
system
High-altitude
fuel injection .
If an open or sho rt circuit occurs in the HAC Values for normal operatio n
compensatior sensor
ry
Turbocharging
pressure (PIM) signal
circuit
ry
turbocharger or engine .
Transmission control
signal
ry
*Only for models which are equipped with the lean mixture sensor .
146
4A-F E
ENGIN E
0.
BACK-UP FUNCTIO N
BACK-UP FUNCTIO N
The back-up function is a system which switches
to the back-up IC for fixed signal control* if
be maintained .
Engine ECU
l
Back-up IC
Microprocesso r
STA :::=
IDL
Various
signal s
*Injection 0- O
signal
*Ignitio n
Malfunction
monitor
timing
signal
IGT
Xn
k 1 o,zo -&-
OPERATIO N
The ECU switches to the back-up mode when the
microprocessor stops outputting the ignition tim-
When the ECU switches to the back-up mode, fixed values* are substituted for fuel injection dura-
/__ NOT E
driver .
147
8b l
OW3W
TROUBLESHOOTING - Genera l
TROUBLESHOOTIN G
GENERA L
The TCCS engine control system is a very
complicated system requiring a high level of
troubleshoot successfully .
However, the basics of troubleshooting are the
149
Page 15 2
SYMPTOM CONFIRMATION
SYMPTOM SIMULATIO N
Page 163
,a
CHECKING DIAGNOSTIC CODE
Page 15 9
Normal code
7
~ Malfunction cod e
BASIC INSPECTION
i3
DIAGNOSTIC CODES
Page 167
Page 13 8
SYMPTOM CHART
Page 15 4
CIRCUIT INSPECTIO N
[L
INSPECTION OF
COMPONENTS//
12
~ SYMPTOM SIMULATION
Page 17 1
Page 16 3
~
IDENTIFICATION OF PROBLE M
13
Page 17 1
,a
CLEARING DIAGNOSTIC CODES
14
15
c~
,a
`
CONFIRMATION TEST
C
150
Page 16 2
END
OHP 95
SYMPTOM CHART
CIRCUIT INSPECTIO N
CODES (PRECHECK )
mode . )
In order to find the cause of the problem
more quickly, set the system in the
diagnostic test mode .
SYMPTOM CONFIRMATIO N
SYMPTOM SIMULATIO N
to poor contact .
1 3 ADJUSTMENT AND/OR REPAI R
After the cause of the trouble is located, perform the necessary adjustment or repair .
BASIC INSPECTION
15 CONFIRMATION TEST
Carry out a basic inspection, such as an ignition spark check, fuel pressure check, etc .
8
DIAGNOSTIC CODE S
If a malfunction code was output in step
151
tant that the technician remember to confirm the - With whom the problem most commonly
symptoms of the problem accurately and objec- occur s
tively, without preconceptions . (This means, for
example, not to just guess about the cause o f
What?
l
the problem, no matter how much experience - Vehicle mode
- System in which problem has occurred
the technician is basing his judgement on, but t o
carry out the troubleshooting step by step, ac- When?
cording to the directions given here .)
- Date(s)
No matter how experienced the technician, if -Time(s)
Where 7
or a mistaken judgment will lead to the wrong
. - Type of road/terrai n
repairs being performed
As long as the symptoms of the problem are How? Under what conditions?
manifesting themselves at the time the vehicle - Engine running conditions
is brought into the service shop, they can be - Driving conditions
confirmed right away . However, when the - Weathe r
symptoms fail to manifest themselves, the Why
technician must deliberately try to reproduce
them . For example, a problem that occurs onl y
- Symptoms
when the vehicle is cold or the occurrence of A sample of a PDQ Checksheet is shown on the
vibration from the road surface during driving following page .
cannot be confirmed when the engine is warmed
up or while the vehicle is sitting still, because
the conditions under which the trouble occurred
cannot be reproduced under such circumstances .
Therefore, when attempting to ascertain what
the symptoms are, it is extremely important to
ask the customer about the problem and the
conditions under which they occurred .
IMPORTANT POINTS IN PD Q
The six items shown below are especially important points to remember when carrying out Prediagnostic Questioning .
Information on past problems (even if they are
thought to be unrelated to the present problem)
and the repair history of the vehicle will also
help in many cases, so as much information as
possible should be gathered and its relationship
with the symptoms should be correctly
asce rt ained for reference in troubleshooting .
152
Driver's name
Frame no .
Date vehicle
brought i n
Engine mode l
License no.
Odometer reading
Engine does
not sta
rt
Incomplete combustio n
Othe r
start
CL
E
No initial combustion
Difficult to
km
mile s
Poor idling
No fast idle
Rough idling
Poor
driveability
Hesitation
Knocking
Engine stalls
Idling speed :
Othe r
High
Low ( rpm )
Backfiring
Othe r
Surgin g
Othe r
Other s
Datels) of proble m
occurrenc e
Frequency of problem
occurrence
Constant
Othe r
Weather
Clear
Cloudy
om
Outdoor
E ~
temperatur e
Hot
W~
Place /road
conditions
Highway
Rough road
Engine temp .
Cold
Rainy
Warm
Snowy
Various/othe r
Cool
Suburbs
Othe r
Once onl y
Inner city
Uphill
Downhil l
N V
C
E
e
~o
cg a
Engine operation
Warming up
Idling
Racin g
Driving
Constant speed
Othe r
Acceleration
Deceleratio n
Othe r
Sta rting
Diagnostic code
check
Normal
El
Normal mode
Test mode
Always on
Flickers
Normal code
Malfunction code(s) (
Normal code
El
Malfunction code(s) (
153
SYMPTOM CHART
If no malfunction code is output and the problem
cannot be confirmed by a basic inspection, proceed to this cha rt and pe rform troubleshooting .
This is a cha rt of problem symptoms which was
prepared based on the 4A-FE engine (Sep .,
1989)* .
REFERENCE
1 . The ECU is not included in the list o f
POSSIBLE CAUSES . However, if all other
components and circuits check out okay, it
can be concluded that the ECU is probably
at fault .
2 . Be sure to also check the wiring harness
themselves .
POSSIBLE CAUS E
SYMPTOM
SYSTEM
Power su pp ly s y stem
Fuel system
Engine does
No initial
not sta rt
combustion
COMPONENT PART
TYPE OF TROUBLE
Ignition switch
Poor contact
Won't go o n
Won't go o n
Fuel pump
Won't operate
Injectors
Won't inject
Pressure regulator
Clogge d
Won't inject
Ignite r
Ignition system
Ignition coil
No sparkin g
Distributo r
Electronic contro l
system
154
Distributo r
( G and NE signals)
G and NE signals no t
output
SYMPTOM
SYSTEM
COMPONENT PART
Circuit opening rela y
Won't go on
Injectors
Pressure regulato r
Clogge d
Fuel syste m
Engine does
not sta
rt
There is
combustion
but engine
does not sta
(incomplete
combustion )
rt
Cold sta
rt system
Ignition syste m
rt injecto r
Won't inject
rt injector time S W
Won't go o n
Cold sta
Sta
Spark plug s
Misfire
Air hose s
Leakag e
Air valv e
Electronic control
syste m
Cold sta
rt syste m
Manifold pressure
sensor (vacuum sensor )
Water temp . senso r
Won't inject
rt injector time SW
Won't go o n
ISC valv e
Air induction syste m
Air valv e
Electronic control
syste m
Voltage or resistance
are incorrect, open or
short circuit
rt injecto r
Cold sta
Sta
Col d
TYPE OF TROUBLE
Open or sho
rt circui t
Leakag e
Pressure regulato r
Fuel syste m
rt
Sta ing is
difficult
Ho t
Cold sta
rt syste m
Cold sta
rt injecto r
Leakag e
Air valv e
Cloggin g
rt injecto r
Leakag e
Fuel syste m
Always
Cold sta
Ignition system
Spark plugs
Fouled
155
+~
COMPONENT PART
ISC valve
Ai r induction s y stem
Air valve
TYPE OF TROUBLE
Won't open fully,
won't open at al l
N o fast id l e
Electronic control
syste m
Cold sta rt system
Leakin g
Thrott le body
ISC valve
Air valve
high
Manifold pressure
sensor ( vacuum sensor)
Sta ys op en continuous l y
Voltage or resistanc e
are incorrect
Electronic control
system
Stays on continuousl y
ISC valve
Stays close d
Manifold pressure
sensor (vacuum sensor)
Electronic control
system
Voltage or resistance
are incorrect, open o r
sho rt circuit
Won't g o o n
Fuel s y stem
Fuel pump
Malfunctionin g
Injectors
Won't inject
Pressure regulator
Malfunctionin g
Clogge d
Thrott le body
Air suctio n
ISC valve
Unstable idling
Igniter
Ignition system
Electronic control
system
156
Malfunctionin g
Air valv e
Ignition coil
Malfunctionin g
( poor contact)
Spark plugs
Misfir e
Manifold pressure
sensor (vacuum sensor )
Malfunctionin g
Malfunctionin g
SYMPTOM
SYSTEM
F ue l syst e m
Hesitate s
during
acceleration
Ignition system
COMPONENT PART
Fuel pump
Injectors
Pressure regulator
Clogge d
Igniter
Malfunctionin g
(poor contact )
Ignition coil
Spark plugs
Manifold pressure
sensor (vacuum sensor)
Electronic control
system
TYPE OF TROUBLE
Misfire
Voltag e or resistanc e
are incorrect, open o r
sho rt circui t
F ue l syste m
Poor drivability
Ignition system
Backfiring
Malfunctionin g
Fuel pump
Injectors
Pressure regulator
Clogged
Igniter
Ignition coil
Malfunctionin g
(poor contact )
Spark plugs
Misfire
Manifold pressure
sensor (vacuum sensor)
Electronic control
system
Voltage or resistance
are incorrect
Fuel system
Malfunctionin g
Injectors
Leakag e
Leakage, inject s
continuousl y
Stays on continuousl y
Manifold pressure
sensor (vacuum sensor)
Electronic control
system
Voltage or resistanc e
are incorrect
Idle
Malfunctioning
contact won't go o n
157
SYMPTOM
SYSTEM
COMPONENT PART
TYPE OF TROUBLE
Fuel pump
Injectors
Pressure regulator
Clogged
Ignition system
Spark plugs
Misfir e
Electronic control
Manifold pressure
sensor (vacuum sensor)
Voltage or resistanc e
system
Fuel sy stem
Poor drivability
Insufficient
power
FC circuit won't go o n
Injectors
Leakage, inject s
continuousl y
Stays on continuousl y
Fuel system
Engine stalls
sho rt ly after
sta rt ing
Engine stalling
158
Engine stalls
when accelerator pedal is
depressed
Electronic control
system
are incorrect
Manifold pressure
sensor (vacuum sensor)
Voltage or resistanc e
are incorrect
Malfunctionin g
Air valve
Stays closed
Electronic control
system
Manifold pressure
sensor (vacuum sensor)
Voltage or resistanc e
are incorrect
Engine stalls
when ai r
conditioner i s
switched on
ISC valve
Malfunctionin g
Electronic control
syste m
Engine stalls
when ATM i s
shifted fro m
"N" to "D"
position
ISC valve
Malfunctionin g
Electronic control
syste m
Engine stalls
when accelerator pedal is
released
PREPARATION
APPLICABLE ENGINE
:
:
/--- n~r~nu M ~ ~
--
This section basically covers the 4A-FE engine . However, since the TDCL and test mode function in
the diagnosis system are not provided in the 4A-FE engine, the procedures and illustrations related to
these items are explained using the 1 UZ-FE (Dec ., 1989) engine .
"CHECK
C~3
ENGIN E
CHECK
Check connecto r
or TE1
LAMP CHEC K
CHEC K
SST
ENGINE"
El
TDC L
SST 09843-18020
1L
SST
El
TE1
159
CHEC K
ENGINE~
CHECK ~ ~ ~
DIAGNOSTIC CODE S
(1) Normal code indicatio n
1 sec
On
Of
f
0 .5 sec 1 .5 se c
Start
4 .5
sec
2 .5
~lnsec
OI I2'eC
Off
4 .5 se c
~ ~, ~
u u Repea t
Code 12 Code 3 1
One cycl e
SS T
SST 09843-18020
160
h
0~~~~~~
N
SST
El
TE 2
l u
0 .13 sec
161
(1 5A)
162
SYMPTOM SIMULATIO N
SYMPTOM SIMULATIO N
The most difficult problems in troubleshooting
Wt
SYMPTOM SIMULATIO N
VIBRATION METHOD
(cont'd) :
Gently tap
J~~ JJ l
::2] HEAT
METHOD
Malfunc -
tions
164
SYMPTOM SIMULATION
On
Irv,
,-~,:.--.=~~`_,?
-
165
BASIC INSPECTIO N
BASIC INSPECTIO N
When the "normal" code is displayed during the
diagnostic code check, troubleshooting should be
performed in the correct order for all possible
circuits considered to be the causes of the
problems .
OBJECTIVE
PREPARATIONS
APPLICABLE ENGINE
before
*Except
Carina
11 (AT 17 1)
NO
j Charge or replace ba
tt e ry .
NO
NO
) Go to ste p
rt ?
8
NG
BASIC INSPECTIO N
NG
Tachometer
NO 1I LE
El
SST~~
_*
TE1
Check co nnecto
168
BASIC INSPECTIO N
(cont'd).
Pr
~~'~ . TI r ~ .d_
, L ,
' ~
iy
FURTHER CHEC K
0
SST
OK
169
NG
154).
BASIC INSPECTION
Check
connector
fingers .
~
o p
FP
SST
6E6i + g
'-
M3
~
~
OK
NG
N G "Ignition
Go to Symptom Cha rt (See page
154).
170
items .
z
INSPECTION AND ADJUSTMENT ITEMS
LU u)
Q =
Z) =
172
175
0
0
0
0
d F
Vane type
Throttle positio n
sensor an d
throttle body
On-off type
Linear type
177
Distributor
G and NE signals
180
181
182
183
Variable resistor
Fuel pressure
Injector operation
Air valve
186
0
0
0
0
0
N~
QF ~LL
0
0
0
0
0
0
0
0
0
0
0
0
"
LL
oa
LL Q
=i6 Ua
7 V
I( 7 W
U
W
a
N U
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Z)
0
0
0
0
0
0
0
0
0
0
0
0
w
~
C14
U>
J
0
0
0
0
W?
0
0
0
0
0
0
0
U)
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
184
ISC valve
# 0
~AT NA ; i
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
: To learn the procedure for inspecting and adjusting the idle speed and idle
mixture .
SST 09843-18020 Diagnosis check wire
PREPARATIONS
APPLICABLE ENGINE
Tachometer CO meter
: 4A-FE ( Sep ., 1989 )
1 . INITIAL CONDITIONS
(a) Air cleaner installe d
(b) All pipes and hoses of the air induction system
connecte d
(c) All vacuum lines connecte d
NOTE : All vacuum hoses for the EGR system, etc .,
should be properly connected .
f
(d) All accessories switched of
(e) EFI system wiring connectors securely connected
(f) Ignition timing correctly set
(g) Transmission in "N" range
2 . WARM UP ENGIN E
Allow the engine to reach its normal operating
temperature .
3 . CONNECT TACHOMETE R
Connect the test probe of a tachometer to the IG ~
terminal of the check connector .
NOTICE :
NEVER allow the tachometer terminal to touch
ground as it could result in damage to the igniter
and/or ignition coil .
As some tachometers are not compatible with this
ignition system, we recommend that you confirm
the compatibility of your unit before use .
4 . CHECK AIR VALVE OPERATION
5 . CHECK AND ADJUST IDLE SPEE D
(a) Race the engine at 2,500 rpm for about 90 seconds .
(b) Using the SST, connect terminal T or TE1 with
terminal El of the check connector .
SST 09843-1802 0
(c) Check the idle speed .
Idle speed (cooling fan off):
2WD (Federal U .S. and Canada) 700 rpm
Others 800 rp m
If not as specified, adjust the idle speed by turning the
idle speed adjusting screw .
NOTE : For Federal U .S . and Canada 2WD manual
transmission vehicles with the Daytime Running Light
System, the idle speed should rise to 800 rpm .
172
1 .5 0 .5 %
173
OBJECTIVE
sensor) .
. Voltmeter ( also called "circuit tester" or "multi-tester")
PREPARATIONS
11 (AT
Vacuum chamber
E2
PIM
VC
~
From intake manifold
175
2W D
Voltage dro p
ECU
PIM
~ooooo000
V oltmete r
v
O
4WD
176
; i mr~dno~
aoooaoooooy~o~ j 11 _ :_]~ ~0
UE2
APPLIED
VACUUM
13 .3
26 .7
40 .0
\ in .Hg gJ
100
( 3.94 J
( 20 0 )
7.87
(11 .81)
( 15 . 5 )
(19~ 6 9)
Voltag e
drop (V)
0 .3-0 .5
0 .7-0 .9
1 .1 -1 .3
1 .5-1 .7
1 .9-2. 1
kPa
30
53 .3
66 .7
400
: To learn the procedure for inspecting and adjusting the throttle position
PREPARATIONS
APPLICABLE ENGINE
Feeler gaug e
: 4A-FE* (Sep ., 1989 )
ON-VEHICLE INSPECTION
1 . INSPECT THROTTLE BOD Y
(a) Check that the throttle linkage moves smoothly .
177
E2
IDL
VTA
E2 VTA IDL E2
CLEARANCE BETWEEN
LEVER AND STOP
SCREW mm (in . )
BETWEE N
TERMINALS
RESISTANCE S2
0(0)
VTA - E2
200 - 80 0
0 .35 (0 .014)
IDL - E2
2,300 or less
0 .59 (0 .023)
IDL - E2
Infinit y
y fA-E2
3,300 - 10,00 0
VC-E2
3,000 - 7,00 0
178
CONTINUITY (IDL - E2 )
0 .35 (0 .014)
Continuity
0 .59 (0 .023)
No continuity
179
PREPARATIONS
APPLICABLE ENGINE
*Except
180
OBJECTIVE
PREPARATION
APPLICABLE ENGINE
Thermistor
181
FEEDBACK CORRECTIO N
OBJECTIVE
PREPARATIONS
:
:
APPLICABLE ENGINE
182
183
VARIABLE RESISTO R
OBJECTIVE
PREPARATION
APPLICABLE ENGINE
184
Voltmete r
00 000ooooory -4-,~JIJJC_ii7~C
ooooo0 00000~ _~i~r_n,r~poo
E2
Ov
0
0
+o
0
185
:
.
APPLICABLE ENGINE
186
187
APPENDIX
ENGINE CONTROL SYSTEM SPECIFICATION CHART
ENGINE
MODEL
1UZ-FE
ENGINE
CONTROL
TCCS
G SIGNALS
SIGNAL2
NE
L-EF I
(KS)
G1, G2 (1 )
NE (12)
THROTTLE
POSITION
FUEL
FEEDBACK
PATTERN
IN
T ON EC
Linear type
L-EFI
4 groups
With o r
Without
With
KNOCK
CONTROL
With
IDLE SPEED
CONTROL VALV E
AND/O R
AIR VALV E
Stepper moto r
Independent
(VG)
(Sequential )
(Sequential)
With or
Withou t
With
With
Stepper moto r
With
With
With
Thermo wax ai r
valv e
With (DIS)
With
Rotary solenoi d
valv e
With
With
Rotary solenoi d
valv e
With
Stepper moto r
3VZ-FE
TCCS
L-EFI
( ~VS)
G1, G2 (1)
NE (24)
Linear
3VZ-E
TCCS
L-EF I
(L VS )
G1, G2 (1 )
NE (24)
Linear type
Simultaneous
5VZ-FE
TCCS
L-EFI
(VG)
G(1)
NE (36-2)
Linear type
Independent
(Sequential)
With
1 MZ-FE
TCCS
L-EFI
(VG)
G(1
NE (36-2
Linear type
Independent
(Sequential)
With or
Without
2JZ-GE
TCCS
L-EF I
(KSI
G1, G211 1
NE (24)
type
(Sequential)
With
Without
3 groups
Without
G1,G2(1 )
NE 1241
Independent
(Sequential)
W it h
Linear
type
ype
D-EFI
(PIM)
L-EFI
ELECTRONI C
SPARK
ADVANCE
CONTROL'S
(DIS)
With
With or
j
j
(VG)
NE2 (36-2)
TCCS
L-EF I
(VG
G1, G2 ( 1 )
NE (12)
Linear type
Independen t
(Sequential)
With
With (DIS)
With
Stepper moto r
1G-FE
EFI
L-EF I
1 SVS)
Without
Simultaneous
Without
Without
Without
Thermowaxai r
valve
3S-FE
TCCS
L-EFI
( l,VSI
Linear type or
IDL, E, PSW
Simultaneous
With or
Without
With
Without
Rotary solenoi d
valve
IDL, E , PSW
Without
Linear type
2 groups
Without
With
Rotary solenoi d
valve
Simultaneous
With
Independent
(Sequential )
Linear type
Independent
(Sequential)
With or
Without
2JZ-GTE
G (4)
NE (24
D-EFI
(PIM)
G (1)
NE (4)
NE
(4)
Gil)
NE
3S-GE
TCCS
L-EFI
( ,VS)
G1, G2 (1)
NE (24)
D-EFI
(PIM )
188
(36-2)
With or
With
Without
With
Rotary solenoid
valve
ENGINE
MODEL
3S-GTE
SIGNALS .
ENGINE
CONTROL
G
NESIGNAL2
SYSTEM"
TCCS
L-EFI
( (,VS)
G1, G2 (1)
NE ( 24)
THROTTLE
FUEL
POSITION
INJECTION
SENSOR*3
PATTERN
Linear type
Independen t
( Sequent ia l)
D-EFI
ELECTRONI C
IDLE SPEE D
CONTROL VALV E
SPARK
KNOCK
ADVANCE
CONTROL`5
CONTROL
With
With
With
Rotary solenoi d
valv e
With o r
Wi t h out
With
Without
Rotary solenoid
va l v e
FEEDBACK
CORRECTION*4
AND/O R
AIR VALV E
(PIM )
5S-FE
TCCS
G (4)
D-EFI
( PIM)
Linear type
Simultaneous
or IDL, E, PSW
NE (24)
G(1)
NE (4)
G1, G2 ( 1
Linear type
Wit h
Independent
With
(Sequential )
NE (24)
G(1
2 groups
NE (36-2 )
4A-FE
TCCS
D-EFI
( PIM)
G (4)
NE (24)
IDL, E , PSW
G1 , G2(1)
Ni (24)
Linear t pe o r
I EL LSW
Linear type
G(1)
NE (4)
j*
G (1
NE ( 36~ 2)
With
Without
Simultaneous
With or
Without
Independent
(Sequential)
With (Lean
mix . sensor)
2 groups
With or
Without
With or
Withou t
With
With
Rotary
solenoid
valve
Independen t
(Sequential )
5A-FE
TCCS
D-EFI
(PIM)
NE 4)
Linear type
Simultaneous
With
With
With
Rotary solenoi d
va lv e
7A-FE
TCCS
D-EFI
( PIM)
G (1)
NE (4)
Linear type
2 groups
With
With
With
Rotary solenoi d
va l v e
Independent
( Sequential )
G 1)
NE (36-2)
2E-E
TCCS
4E-FE
TCCS
D-EFI
(PIM)
D-EF I
(PIM)
NE (4)
IDL , E , PSW
Simultaneous
With
With
Without
NE (4)
IDL, E, PSW
Simultaneous
With
With
Without
Li near type
With or
Without
5E-FE
TCCS
Thermo wax ai r
valv e
ACV & Therm o
wax air valve
Rotary solenoi d
valve
D-EFI
(PIM)
G (1)
NE ( 4)
Linear type
2 groups
With
With
Without
NE (4)
Simultaneous
Rotary solenoi d
valv e
C' (1)
NE (36-2 )
2 groups
With (DIS)
Wit h
189
ENGINE
MODEL
1 FZ-FE
ENGINE
CONTRO L
SYSTEM '
TCCS
L-EF I
((,VS)
FEEDBACK
CORRECTION'0
ELECTRONI C
SPARK
ADVANCE
CONTROL ' S
Independen t
(Sequential)
With
With
With
With or
Without
With
THROTTLE
NESIGNAL+z
SENSOR 3
(1 )
G1, G2
NE (24)
POSITION
Linear type
G (1 I
NE (41
L-EFI
(VG)
G1,G2 ( 1 )
?
NE (24)
NE2 (36-2 )
1 RZ-E
2RZ-E
TCCS
2RZ-FE
3RZ-FE
TCCS
2TZ-FE
TCCS
2TZ-FZE
22R-E
4Y-E
2
3
.s
190
D-EFI
IDLE SPEED
FUEL
INJECTION
PATTERN
G SIGNALS
KNOCK
CONTROL
CONTROL VALV E
AND/O R
AIR VALV E
(PIM)
NE (4)
IDL , E , PSW
Simultaneous
With
With
With or
Without
Thermo wax ai r
valv e
L-EFI
(VG)
G(1)
NE (36-2)
Linear type
2 groups
With
With
With
Rotary solenoi d
valv e
L-EFI
I~,VSI
G1, G2 (1)
NE(24)
Linear type
Simultaneous
With or
Without
With
With
Rotary solenoi d
valv e
TCCS
L-EFI
(VG)
NE (36-2)
Linear type
2 groups
With
With
With
Rotary solenoi d
valv e
EFI
L-EF I
(1'VS)
Without
Simultaneous
Without
Without
Without
Bi-metal
a i r va l v e
TCCS
NE (4)
Linear type
With
With
With
Bi-metal or Therm o
wax air valve
TCCS
(1VS )
NE (4)
IDL, E, PSW
Simultaneous
With
With
Without
L-EFI
G(1
air valv e
The " ~ VS" means the type 1 air flow meter, while the "? VS" means the type 2 air flow meter .
For further details, see page 20 .
The numbers in the parentheses indicate the number of rotor teeth .
Linear type throttle position sensor generally has IDL and VTA terminals .
However, there are cases on some models that they do not use its circuit even if they have IDL terminal or they do
not have IDL terminal itself .
02 sensor is used for the engines equipped with a feedback correction .
The member of 02 sensor differs depending on the engine models and destinations .
Fuel control switch or connector and fuel octane judgement are equipped on some models .
Engine ECU made by Bosch is used .
1 TOYOTA
QUALITY SERVICE
NAME