Engine Control System: Section

ENGINE CONTROL SYSTEM
B ENGINE

SECTION EC EC
E
CONTENTS
PRECAUTIONS .......................................................... 2 Throttle Valve Closed Position Learning and Idle Air F
Precautions for Supplemental Restraint System Volume Learning ..................................................... 10
(SRS) “AIR BAG” and “SEAT BELT PRE-TEN- Fuel Pressure Inspection ........................................ 12
SIONER” .................................................................. 2 TROUBLE DIAGNOSIS ............................................ 15 G
General Precautions for Service Operations ............ 2 Diagnosis Procedure .............................................. 15
PREPARATION ........................................................... 4 Diagnosis Chart by Symptom ................................. 18
Special Service Tools ............................................... 4 Component Parts Location ..................................... 29
H
ENGINE CONTROL SYSTEM .................................... 5 Circuit Diagram ....................................................... 34
Overview .................................................................. 5 ECM Terminal Arrangement ................................... 35
System Diagram ....................................................... 6 CAN Communication .............................................. 38
Vacuum Piping Diagram ........................................... 7 ECM Input/Output Signal Standard ........................ 38 I
Sensors and Actuators Control Items ...................... 7 CONSULT-II Functions ........................................... 45
BASIC SERVICE PROCEDURE ................................ 9 Self-Diagnosis Function (Without CONSULT-II) ..... 53
Inspection of Idle Speed, Ignition Timing, and Air/ Table of CONSULT-II Data Monitor Reference Value... 57 J
Fuel Ratio ................................................................. 9 Fail-Safe Function .................................................. 60
Accelerator Pedal Released Position Learning ...... 10
K
EC-1
PRECAUTIONS
PRECAUTIONS PFP:00001
Precautions for Supplemental Restraint System (SRS) “AIR BAG” and “SEAT
BELT PRE-TENSIONER” ABS002V2
The Supplemental Restraint System such as “AIR BAG” and “SEAT BELT PRE-TENSIONER”, used along
with a front seat belt, helps to reduce the risk or severity of injury to the driver and front passenger for certain
types of collision. Information necessary to service the system safely is included in the SRS and SB section of
this Service Manual.
WARNING:
● To avoid rendering the SRS inoperative, which could increase the risk of personal injury or death
in the event of a collision which would result in air bag inflation, all maintenance must be per-
formed by an authorized NISSAN/INFINITI dealer.
● Improper maintenance, including incorrect removal and installation of the SRS, can lead to per-
sonal injury caused by unintentional activation of the system. For removal of Spiral Cable and Air
Bag Module, see the SRS section.
● Do not use electrical test equipment on any circuit related to the SRS unless instructed to in this
Service Manual. SRS wiring harnesses can be identified by yellow and/or orange harnesses or
harness connectors.
General Precautions for Service Operations ABS002C7
● Before connecting or disconnecting the ECM harness con-

nector, turn ignition switch OFF and disconnect negative
battery terminal. Failure to do so may damage the ECM
because battery voltage is applied to ECM even if ignition
switch is turned off.
GIA0013D
● Before replacing ECM, perform “ECM Terminals and Refer-

ence Value” inspection and make sure ECM functions prop-
erly. Refer to EC-38, "ECM Input/Output Signal Standard" .
PBIA3003E
EC-2
PRECAUTIONS
● When measuring ECM signals with a circuit tester, never

allow the two tester probes to contact. A
Accidental contact of probes will cause a short circuit and
damage the ECM power transistor.
EC
G
SEF348N
EC-3
PREPARATION
PREPARATION PFP:00002
Special Service Tools ABS002C8
Description Application
Fuel pressure gauge

For measuring fuel pressure
ST1959 0000
ZZA0061D
Socket for heated oxygen sensor 1

Removal and Installation of heated oxygen
removal and installation
sensor 1
KV101 13700
ZZA1007D
CONSULT-II
Diagnosis program card
PBIA3527J
System Inspection and Diagnosis
CONSULT-II CONVERTER
EG1190 0000
PBIA3526J
Check adapter V
EG1755 0000
(for SMJ 150-pin connector)
ZZA1194D
For ECM input/output signal inspection
Harness adapter
EG1755 0200
(150-pin→ 121-pin conversion
adapter)
PBIA3004J
EC-4
ENGINE CONTROL SYSTEM PFP:23710

A
Overview ABS002C9
● Engine control system, which uses single ECM to control fuel injection, ignition timing, idle speed, and
EVAP canister purge volume. EC
● Electric throttle control actuator system is used to control various torques for better driving feel.
● Easier function inspection and trouble diagnosis is required for engine control system. For that reason,
trouble diagnosis system applicable to CONSULT-II is used. C
● Hall IC type crankshaft position sensor (POS) and camshaft position sensor (PHASE) have been adopted.
OVERVIEW OF ECM CONTROLS D

Control Item Description of control
● Controls throttle position according to driving condition, using throttle control motor integrated
Electric throttle control E
electric throttle control actuator.
● With SOFIS control, amounts of injected fuel are optimized to improve exhaust performance
and response.
Fuel injection control F
● Corrects air/fuel ratio even under transitional condition such as abrupt change. Improves driv-
ability through air/fuel ratio feedback learning control.
● Obtains optimum ignition timing for every driving condition, using hall IC type crankshaft posi-
tion sensor (POS) and camshaft position sensor (PHASE). G
● Adopts electronic distribution system (NDIS) in which each cylinder is equipped with an ignition
Ignition timing control coil incorporating a power transistor for better ignition performance.
● Performs knock control, in which ignition timing is retarded or advanced according to the pres- H
ence of knocking, so that optimum ignition timing is selected according to operating conditions
and fuel in use.
● Variably controls amount of air necessary for idle speed control, using electric throttle control I
Idle speed control
actuator.
Fuel pump control ● Turns fuel pump relay ON/OFF depending on engine speed signal.
● Turns air conditioner relay OFF during acceleration or in high engine speed range to reduce J
Air conditioner cut-off control
engine load.
Heated oxygen sensor 1 heater
● Accelerates warm up of heated oxygen sensor 1, and improves air/fuel ratio feedback function.
control K
● Controls cooling fan relay to switch between ON and OFF, according to signals of vehicle
Cooling fan control
speed, coolant temperature, or air conditioner.
● Performs duty control of intake valve timing control solenoid valve, and obtains optimum valve L
Intake valve timing control
timing suitable to driving condition.
EVAP canister purge volume
● Performs duty control of the EVAP canister purge volume depending on operating conditions.
control M
Integrated control for Engine, ● Obtains optimum engine torque and lockup via CAN communication when shifting, to reduce
A/T, and CVT shift shock.
● Ensures vehicle's safe operation and enables vehicle to be driven in an emergency when any of
Fail-safe function the major system components (mass air flow sensor, engine coolant temperature sensor, etc.)
has malfunctioned.
● To simplify trouble diagnosis, a self-diagnosis system is adopted that supports CONSULT-II.
Diagnostic system ● This is equipped with additional self-diagnostic functions for components of exhaust control sys-
tem which influences emissions.
EC-5
System Diagram ABS002CA
PBIB1047E
EC-6
Vacuum Piping Diagram ABS002CB
EC
J
PBIA0157E
Number Location
K
1 EVAP canister purge volume control solenoid valve - central piping
2 EVAP canister purge volume control solenoid valve - intake manifold
Sensors and Actuators Control Items ABS002CC

L
Main sensors and actuators related to the engine control are listed below.
M
EC-7
Integrated control for Engine, A/T, CVT

Fuel injection con-
EVAP canister purge volume control

trol
Air/fuel ratio feedback control
Air conditioner cut-off control
Intake valve timing control

Ignition timing control
Fuel injection control
Control Item
Cooling fan control

Fuel pump control
Idle speed control
Fuel cut control
Self-diagnosis
●: Significant impact to control
Fail-safe
Crankshaft position sensor (POS) ● ● ● ● ● ● ● ❍ ❍ ● ❍
Camshaft position sensor (PHASE) ● ● ● ● ● ● ● ❍ ❍ ● ❍
Mass air flow sensor ● ● ❍ ● ❍ ❍ ❍ ❍
Engine coolant temperature sensor ❍ ● ❍ ❍ ❍ ❍ ❍ ● ❍ ❍ ❍ ❍
Heated oxygen sensor 1 ● ❍ ❍ ❍
Knock sensor ❍ ❍ ❍
Vehicle speed sensor (CAN communication) ❍ ❍ ❍ ❍ ❍ ❍ ❍ ❍ ❍ ❍ ❍
Throttle position sensor ❍ ❍ ● ❍ ❍ ❍ ❍ ❍ ❍
Accelerator pedal position sensor ❍ ❍ ❍ ❍ ❍ ● ❍ ❍ ❍ ❍ ❍
Sensors
START * ● ❍ ❍ ❍ ❍ ❍ ❍ ❍
Ignition switch
IGN ● ● ● ● ● ● ❍ ❍ ❍ ❍ ❍
Air conditioner switch ❍ ❍ ❍ ❍ ❍
PNP switch ❍ ❍ ❍ ❍ ❍ ❍ ❍
Power steering pressure sensor ❍ ❍ ❍ ❍
Electrical load switch ❍
Refrigerant pressure sensor ❍ ❍ ❍
Intake air temperature sensor ❍ ❍
Reverse switch (CAN communication) ❍
Battery voltage ❍ ❍ ❍
Fuel injector ● ● ● ❍
Power transistor ● ❍
Ignition system
Ignition coil ●
Throttle control motor ● ❍ ❍
Fuel pump relay ●
Actuators
Fuel pump ●
ECM relay ● ● ● ● ● ● ● ● ❍ ● ●
Cooling fan relay ❍ ●
Air conditioner relay ❍ ● ❍ ❍
EVAP canister purge volume control sole-
❍ ●
noid valve
Intake valve timing control solenoid valve ❍ ❍ ● ❍ ❍
*: Start switch ON judgement is made using crankshaft position sensor (POS) signal, camshaft position sensor
(PHASE) signal and battery voltage drop during start-up.
EC-8
BASIC SERVICE PROCEDURE
BASIC SERVICE PROCEDURE PFP:00018

A
Inspection of Idle Speed, Ignition Timing, and Air/Fuel Ratio ABS002UZ
IDLE SPEED STANDARD VALUE

Transaxle A/T CVT EC
Idle speed
700±50 650±50
[N, P position] (rpm)
(725 - 800) (725 - 800)
(* when air conditioner ON) C
Ignition timing (°BTDC/rpm) 15±2/700 16±2/650
CO density (%) 1.0 or less
HC density (ppm) 300 or less D
*: Varies depending on air conditioner refrigerant pressure.
CAUTION:
Idle speed may exceed standard value when intake air temperature is high (60°C or more). This is because idle-up correction is E
performed.
● Turn ignition switch ON, and check that no malfunction is detected by self-diagnosis.
● Check that no air conditioner load, power steering pump load, or other electrical loads are applied to F
engine.
● Perform inspection with selector lever set in N or P position.
● Fully warm up engine and transaxle. G
INSPECTION OF IDLE SPEED

With CONSULT-II H
1. Select “ENG SPEED” in DATA MONITOR mode.
2. Check that idle speed is 700±50 rpm for A/T vehicles, and 650±50 rpm for CVT vehicles.
CAUTION: I
If idle speed is outside standard range, perform EC-11, "PROCEDURE FOR “IDLE AIR VOLUME
LEARNING”"
J
Without CONSULT-II
1. Connect induction type (current detection type) tachometer to
primary wire of No. 1 cylinder to check idle speed.
K
● Primary wire for No. 1 cylinder is looped and longer than those
for other cylinders. It is used for detecting idle speed and ignition
timing.
L
2. Check that idle speed is 700±50 rpm for A/T vehicles, and
650±50 rpm for CVT vehicles.
CAUTION:
If idle speed is outside standard range, perform EC-11, "PRO- M
CEDURE FOR “IDLE AIR VOLUME LEARNING”"
PBIA0151E
IGNITION TIMING INSPECTION

1. Install timing light onto primary wire for No. 1 cylinder.
2. Check that ignition timing/idle speed is 15±2°BTDC/700 rpm for
A/T vehicles, and 16±2°BTDC/650 rpm for CVT vehicles.
CAUTION:
If ignition timing is outside of standard range, perform EC-11,
"PROCEDURE FOR “IDLE AIR VOLUME LEARNING”"
PBIA0506E
EC-9
CO/HC DENSITY INSPECTION

The vehicle uses an air/fuel ratio feedback system with a learning function. Because a wide compensation
range is available, no additional CO/HC density adjustment is necessary.
● Warm up the engine to the normal operating temperature. Confirm idle speed and ignition timing are
within the standards.
● Then, warm up engine even further by running at 2,500 to 3,000 rpm for 2 minutes.
● Return to the idle speed and check CO/HC density with a CO/HC meter under no load.
● When measured values are outside the standard, check condition of air/fuel ratio feedback with the follow-
ing steps:
With CONSULT-II
1. Select “HO2S1 MNTR (B1)” in DATA MONITOR mode.
2. Keep engine speed at approximately 2,000 rpm, and check that
“RICH” and “LEAN” are alternately displayed.
SEF820Y
Without CONSULT-II
1. Inspect using self-diagnostic mode II (Heated oxygen sensor 1
monitor). (Refer to EC-57, "DIAGNOSTIC TEST MODE II -
HEATED OXYGEN SENSOR 1 MONITOR" .)
2. Keep engine speed at approximately 2,000 rpm. Then, check
that MIL lights up at least 5 times for 10 seconds.
NOTE:
Air/fuel ratio feedback control is active at idle. However, increase
engine speed when inspecting.
SAT652J
Accelerator Pedal Released Position Learning ABS002V3
DESCRIPTION
“Accelerator Pedal Released Position Learning” is an operation to learn the fully released position of the accel-
erator pedal by monitoring the accelerator pedal position sensor output signal. It must be performed each time
harness connector of accelerator pedal position sensor or ECM is disconnected.
OPERATION PROCEDURE
1. Make sure that accelerator pedal is fully released.
2. Turn ignition switch “ON” and wait at least 2 seconds.
3. Turn ignition switch “OFF” wait at least 10 seconds.
4. Turn ignition switch “ON” and wait at least 2 seconds.
5. Turn ignition switch “OFF” wait at least 10 seconds.
Throttle Valve Closed Position Learning and Idle Air Volume Learning ABS002V0
OVERVIEW
When electric throttle control actuator connector or ECM connector is disconnected, it is necessary for ECM to
learn throttle valve closed position (throttle position sensor output with throttle valve fully closed) after reinstal-
lation. Thus, throttle valve closed position learning is performed.
When electric throttle control actuator or ECM is replaced, minimum required idle air volume needs to be
learned. Thus, throttle valve closed position learning and idle air volume learning are performed.
Idle air volume learning is necessary even when idle speed or ignition timing is outside of standard range.
Note that idle air volume learning is equivalent to conventional base idle speed adjustment by IAS.
EC-10
OPERATION PROCEDURE FOR THROTTLE VALVE CLOSED POSITION LEARNING

1. Turn ignition switch from ON to OFF. (And hold it for approximately 5 seconds after turning it OFF.) A
2. Check that throttle valve operates. (Check for operating sound.)
3. Upon completion of above, learning is complete.
EC
CAUTION:
Throttle valve closed position learning cannot be performed with CONSULT-II.
PROCEDURE FOR “IDLE AIR VOLUME LEARNING” C
With CONSULT-II
1. Perform throttle valve closed position learning.
2. Fully warm up engine and transaxle. (Engine coolant temperature: 70 to 99°C) D
3. Set the selector lever to N or P position. Make sure engine is free of electrical loads such as air condi-
tioner, power steering pump, and other electrical components.
4. Perform following steps at idle. E
a. Touch “START” of “IDLE AIR VOL LEARN” in WORK SUPPORT
mode.
CAUTION: F
It will take approximately 20 seconds to complete the learn-
ing. Do not turn ignition switch OFF during this time.
G
H
SEF454Y
b. When learning is complete, “CMPLT” is displayed. I

c. Check that learning has been completed by checking “IDL A/V
LEARN” screen in DATA MONITOR mode.
J
Learning completed: CMPLT
Learning not yet completed: YET
5. Check that idle speed and ignition timing are within the stan- K
dards.
6. If values are outside the standard, perform “Idle air volume
learning” again. MBIB0238E L
Without CONSULT-II
CAUTION: M
If malfunction is found in accelerator pedal position sensor system, idle air volume learning cannot be
started.
1. Perform throttle valve closed position learning.
2. Fully warm up engine and transaxle. (Engine coolant temperature: 70 to 99°C)
3. Set the selector lever to N or P position. Make sure engine is free of electrical loads such as air condi-
tioner, power steering pump, and other electrical components.
EC-11
4. Follow procedure below to start idle air volume learning.
PBIA0225E
Fuel Pressure Inspection ABS002V1
QUICK INSPECTION
With CONSULT-II
1. Turn ignition switch ON (engine stopped).
2. Press “ON” or “ON/OFF” on “FUEL PUMP RELAY” screen in
ACTIVE TEST mode.
3. Pinch the fuel feed hose with fingers. Hose should feel hard and
pulsating.
PBIA0154E
Without CONSULT-II
● When fuel pump is operating (with ignition switch ON for 1 second or when cranking), pinch fuel feed hose
with fingers to check tension and pulsation.
RELEASE OF FUEL PRESSURE
CAUTION:
To secure safety, relieve fuel pressure before removal of fuel piping.
With CONSULT-II
1. Start engine.
EC-12
2. Press “START” on “FUEL PRESSURE RELEASE” screen in WORK SUPPORT mode.

3. After engine stalls, crank it 2 or 3 times to consume fuel in fuel line. A
4. Turn ignition switch OFF.
Without CONSULT-II EC
1. Disconnect fuel pump fuse.
2. Start engine.
3. After the engine stalls, crank it 2 or 3 times to consume fuel in C
fuel line.
4. Turn ignition switch OFF, and install the fuel pump fuse.
D
E
PBIA0600E
FUEL PRESSURE INSPECTION

WARNING: F
Do not use fuel hose connecting method that is used to measure fuel pressure for other purposes.
CAUTION:
● To remove/install fuel hose safely and securely. G
● Use the fuel pressure gauge for fuel pressure inspection.
● When measuring fuel pressure, check every 3 minutes that fuel is not leaking from fuel hose con-
nection point. H
● Do not inspect fuel pressure while other systems are operating. Errors may occur in fuel pressure
value.
1. Release the fuel pressure. I
2. Prepare fuel hose for fuel pressure measurement, and install fuel pressure gauge.
CAUTION:
J
● Fuel hose for fuel pressure measurement must be commercial service tool (genuine part).
● Use long fuel hose for fuel pressure measurement to prevent hose from undergoing excessive
tension.
K
3. Remove fuel hose, and install fuel hose for fuel pressure mea-
surement using hose clamp.
CAUTION:
● Remove oil and dirt on hose insertion portion using gas-
L
oline-soaked shop cloth.
● Apply appropriate amount of gasoline to hose insertion
portion. M
● Insert fuel hose for fuel pressure measurement until it
contacts 1st spool of fuel tube.
● Hose clamp must be genuine part (part number:
PBIA0316E
16439 N4710 or 16439 40U00).
● Install hose clamp within 1 - 2 mm from hose end. Tighten it to specified torque.
Hose clamp tightening torque: 1 - 1.5 N·m (0.1 - 0.15 kg·m)

4. Connect fuel hose for fuel pressure measurement. Then, pull hose with force of approximately 100 N
(approx. 10 kg) to check that hose does not come off from fuel tube.
EC-13
5. Turn ignition switch ON, and check that there is no fuel leakage.
6. Start engine, and check that there is no fuel leakage.
7. Check that fuel pressure is within standard range.
At idle: 0.35 MPa (3.6 kg/cm2
)
CAUTION:
When measuring fuel pressure, check every 3 minutes that
fuel is not leaking from fuel hose connection point.
PBIA0315E
● If the vehicle shows poor starting, check fuel pressure with fuel pump operating for approximately 1 sec-
ond after ignition switch is turned ON, and during cranking.
For 1 second after ignition switch : 0.35 MPa (3.6 kg/cm2 )
is turned ON, and when cranking
CAUTION:
When measuring fuel pressure, check every 3 minutes that fuel is not leaking from fuel hose con-
nection point.
● If fuel pressure does not satisfy standard, check items below.
CAUTION:
Also check fuel pressure at increased engine speed.
– Ineffective pressure regulator
– Clogged fuel piping
– Clogged fuel filter
– Poor fuel pump discharge
EC-14
TROUBLE DIAGNOSIS
TROUBLE DIAGNOSIS PFP:00004

A
Diagnosis Procedure ABS002CG
1. The most important point in performing trouble diagnosis is to

thoroughly understand the vehicle systems (both control and EC
mechanical).
ECM uses data from many sensors to control actuators such as
injector and ignition coil. Actuator's function enables engine
(mechanical system) to rotate, and its sensor transmits ever- C
changing information to ECM. It is important to understand this
relationship.
D
MEF036D
E
2. It is also important to clarify customer concerns before starting
the inspection.
To do so, malfunction content needs to be reproduced and fully F
understood.
Ask the customer about his/her concerns carefully. In some
cases, it will be necessary to check the symptoms by driving the
vehicle with the customer. G
CAUTION:
Customers are not experts. It is dangerous to make
guesses like “He/She probably means ...” or “I guess he/ H
she is talking about this symptom”. EFJ0028D
3. It is essential to confirm symptoms right from the beginning in I

order to insure all errors are completely repaired.
For an intermittent error, it is important to reproduce the symp-
tom based on an interview with the customer and past exam- J
ples. Do not perform an inspection on an ad hoc basis. Most
intermittent errors are caused by poor contacts. In this case, it
will be effective to shake the suspected harness or connector by
hand. When repairs are performed without any symptom check, K
no one can judge if the error has actually been eliminated.
4. Next important thing is to identify whether cause lies in ECM
control signal circuit or mechanical system (engine body, acces- SEF233G
L
sory parts, etc.). It is important to use CONSULT-II or check
ECM input/output signals.
When checking ECM input/output signals, connect check adapter (special service tool) to ECM. This is to M
prevent wrong diagnosis such as poor contact.
Special service : Check adapter V (EG1755 0000) (for SMJ 150-pin connector)
tools Harness adapter (EG1755 0200) (for 150-pin to 121-pin conversion adapter)
5. To determine whether ECM input/output signals are normal or not, use reference values (guide) for input/
output data, specified in this section. If it is difficult to determine, then use other-model data to measure
under identical conditions and compare. In trouble diagnosis, it is best for you to have access to data col-
lected under normal conditions.
EC-15
TROUBLE DIAGNOSIS
DIAGNOSIS WORKFLOW
There are many different malfunction symptoms. So there is no perfect trouble diagnosis technique applicable
to all malfunctions. Experience is also important to achieving an accurate trouble diagnosis.
Nonetheless, an accurate trouble diagnosis can be performed by applying similar procedures, regardless of
the malfunction symptom. Following the flow chart shown below, perform trouble diagnosis.
PBIA0003E
CAUTION:
If multiple self-diagnostic malfunctions are detected, start diagnosis from sensor system.
EC-16
TROUBLE DIAGNOSIS
DIAGNOSTIC WORKSHEET
Overview A
● In order to clarify the malfunction symptom, it is important to ask
the customer and collect information about their concerns.
● Ask the customer about what symptoms are present under what EC
conditions. Use the information to clarify the symptom.
● Use the trouble diagnosis sheet to be certain not to miss any
vital information. C
D
SEF907L
Example of worksheet E
PBIB1048E
EC-17
TROUBLE DIAGNOSIS
Diagnosis Chart by Symptom ABS002CH
RELATIONSHIP BETWEEN MALFUNCTIONING SYMPTOMS AND THE SENSOR CIRCUIT

The table below shows the possible symptoms caused by malfunction of each sensor circuit.
Error Symptoms Sensor malfunction (possible cause)
● Open circuit in crankshaft position sensor (POS) or camshaft position sensor (PHASE)
signal circuit
No initial combustion ● Open circuit in mass air flow sensor ground
● Open circuit in ECM power supply
Impossible to
● Poor connection between ECM and connector, water entry
start
● Open or short circuit in engine coolant temperature sensor signal circuit, resistance is
large or small.
Initial combustion
● Open or short circuit in sensor ground
● Momentary open circuit in signal circuit of crankshaft position sensor (POS) or camshaft
position sensor (PHASE)
● Open circuit in mass air flow sensor signal circuit. Signal output value is large or small.
● Open circuit in mass air flow sensor power supply
large or small.
Cold engine ● Open or short circuit in throttle position sensor signal circuit
● Fluctuation in throttle position sensor signal output
● Open or short circuit in accelerator pedal position sensor signal circuit
● Fluctuation in accelerator pedal position sensor signal output
● Open circuit in PNP switch signal circuit
Poor starting
● Open circuit in mass air flow sensor signal circuit, output value is large or small
After warm-up
large or small.
EC-18
TROUBLE DIAGNOSIS

A
● Engine coolant temperature sensor resistance is small.
● Open or short circuit in throttle position sensor signal circuit
EC
Fast idle is not effective ● Open or short circuit in accelerator pedal position sensor signal circuit
● Open circuit in PNP switch signal circuit C
● Open circuit in mass air flow sensor signal or power supply circuit
● Open or short circuit in engine coolant sensor temperature signal circuit, or resistance D
value is large
● Fluctuation in throttle position sensor signal output E
● Improper throttle valve sensor adjustment
High idle rpm
● Fluctuation in accelerator pedal position sensor signal output F
● Open circuit in power steering pressure sensor signal circuit
● Open or short circuit in sensor ground G
H
Low idle rpm ● Open circuit in PNP switch signal circuit
Poor idle
● Momentary open circuit in signal circuit of crankshaft position sensor (POS) or camshaft I
● Open circuit in mass air flow sensor power supply J
Inconsistent idle when small.
engine is cold.
● Open or short circuit in heated oxygen sensor 1 signal circuit K
● Open or short circuit in sensor ground L
position sensor (PHASE) M
● Open or short circuit in engine coolant temperature sensor signal circuit, or resistance
value is large
Inconsistent idle after
warming up ● Open or short circuit in heated oxygen sensor 1 signal circuit
EC-19
TROUBLE DIAGNOSIS

large or small.
Poor power output ● Open or short circuit in heated oxygen sensor 1 signal circuit
● Open or short circuit in knock sensor signal circuit, or signal output value is large.
large or small.
Poor acceleration ● Open or short circuit in knock sensor signal circuit, or signal output value is large.
Poor driving ● Poor connection between ECM and connector, water entry
control ● Momentary open circuit in signal circuit of crankshaft position sensor (POS) or camshaft
large or small.
Engine rpm does not
increase smoothly. ● Open or short circuit in throttle position sensor signal circuit
Surge during accelera- ● Open or short circuit in engine coolant temperature sensor signal circuit, resistance is
tion large or small.
EC-20
TROUBLE DIAGNOSIS

A
EC
Surge during constant large or small.
speed drive C
● Open or short circuit in heated oxygen sensor 1 signal circuit
D
● Mass air flow sensor signal output value is small. E
Poor driving ● Open or short circuit in engine coolant temperature sensor signal circuit, resistance is
control small.
Knocking ● Knock sensor signal circuit output value is small.
F
● Poor connection between ECM and connector, water entry G
● Mass air flow sensor signal output value is small.
Backfire
● Open or short circuit in throttle position sensor signal circuit H
I
After-burn ● Vehicle speed signal not received
EC-21
TROUBLE DIAGNOSIS

● Open circuit or momentary open circuit in crankshaft position sensor (POS) or camshaft
position sensor (PHASE) circuit
● Mass air flow sensor signal output value is large or small.
● Open circuit in mass air flow sensor ground
● Engine coolant temperature sensor resistance is large or small.
At idle
● Open circuit in ignition switch signal circuit
Driving
Engine stall
● Engine coolant temperature resistance value is large or small
During deceleration ● Fluctuation in throttle position sensor signal output
● Vehicle speed signal not received
● Open circuit in mass air flow sensor ground or power supply circuit
During a heavy load ● Vehicle speed signal not received
● Open circuit in electrical load switch signal circuit
EC-22
TROUBLE DIAGNOSIS

A
● Engine coolant temperature sensor resistance is large.
Overheat ● Knock sensor signal circuit output value is small.
EC
● Open or short circuit in engine coolant temperature sensor signal circuit, resistance is C
large or small.
● Open or short circuit in intake air temperature sensor signal circuit
● Open or short circuit in heated oxygen sensor 1 signal circuit D
● Open or short circuit in knock sensor signal circuit, signal output value is large.
Poor fuel consumption efficiency
● Vehicle speed signal not received
● Open or short circuit in throttle position sensor signal circuit E
● Short circuit in PNP switch signal circuit
● Open circuit in power steering pressure sensor signal circuit F
G
RELATIONSHIPS BETWEEN MALFUNCTIONING SYMPTOMS AND ACTUATOR CIRCUITS
The table below shows the possible symptoms caused by malfunction of each actuator circuit.
Error Symptoms Actuator malfunction (probable cause) H
● Open circuit in fuel injector power supply circuit, drive circuit, ground circuit, open circuit
in coil
● Short in fuel injector circuit I
No initial combustion ● Foreign material intrusion or clogged fuel injector nozzle hole
● Open circuit in ignition signal circuit
● Open circuit in ignition coil power supply, ground circuit, open circuit in coil J
Impossible to
start ● Open circuit in fuel pump relay circuit
● Open circuit in fuel injector power supply circuit, drive circuit, open circuit in coil
K
● Short in fuel injector circuit
Initial combustion ● Foreign material intrusion or clogged fuel injector nozzle hole
● Open circuit in ignition signal circuit L
● Open circuit in ignition coil power supply, ground circuit, open circuit in coil
● Short in fuel injector circuit M
● Foreign material intrusion or clogged fuel injector nozzle hole
Cold engine
● Open or short circuit in throttle control motor
● Short in EVAP canister purge volume control solenoid valve circuit
Poor starting ● Open circuit in fuel injector power supply circuit, drive circuit, open circuit in coil
After warm-up
EC-23
TROUBLE DIAGNOSIS
Error Symptoms Actuator malfunction (probable cause)

Fast idle is not effective
● Idle air volume learning is not completed.
High idle rpm ● Open or short circuit in throttle control motor
Low idle rpm
● Momentary open circuit in fuel injector ground circuit
Inconsistent idle when
engine is cold.
Poor idle
● Fuel pressure regulator stuck
● Foreign material clogged in fuel injector injection part
Inconsistent idle after
warming up
EC-24
TROUBLE DIAGNOSIS

A
EC
Poor power output ● Open circuit in ignition signal circuit
Poor acceleration ● Open circuit in ignition coil power supply, ground circuit, open circuit in coil C
● Short in EVAP canister purge volume control solenoid valve circuit D
● Open or short circuit in intake valve timing control solenoid valve circuit
● Short in fuel injector circuit E
Engine rpm does not
increase smoothly.
● Open circuit in ignition coil power supply, ground circuit, open circuit in coil F
G
● Open circuit in fuel injector power circuit or drive circuit, momentary open circuit in
ground circuit, or open circuit in coil
Poor driving H
control Surge (during accelera- ● Open circuit in ignition signal circuit
tion) ● Open circuit in ignition coil power supply, ground circuit, open circuit in coil
● Momentary open circuit in fuel pump relay circuit
I
● Open or short circuit in intake valve timing control solenoid valve circuit
● Momentary open circuit in fuel injector power supply circuit, drive circuit, ground circuit, J
open circuit in coil
● Momentary open circuit in fuel injector circuit
Surge ● Foreign material clogged in fuel injector injection part K

(Constant speed) ● Momentary open circuit in ignition signal circuit
● Momentary open circuit in ignition coil power supply, ground circuit
● Momentary open circuit in fuel pump relay circuit L
Knocking
● Fuel injector nozzle hole clogged with foreign material. M
Backfire
● Short in fuel injector drive circuit
● Foreign material intrusion into fuel injector nozzle hole
After-burn ● Open circuit or momentary open circuit in ignition signal circuit
● Open circuit or momentary open circuit in ignition coil power supply, ground circuit. Open
circuit in coil.
EC-25
TROUBLE DIAGNOSIS

● Open circuit or momentary open circuit in fuel injector power supply circuit, drive circuit,
ground circuit. Open circuit or momentary open circuit in coil.
At idle ● Open circuit or momentary open circuit in ignition signal circuit
● Open circuit or momentary open circuit in ignition coil power supply, ground circuit. Open
circuit in coil.
● Open circuit or momentary open circuit in fuel pump relay circuit
● Open circuit in fuel injector power supply circuit, drive circuit, ground circuit, open circuit
in coil
Driving ● Foreign material intrusion or clogged fuel injector nozzle hole
Engine stall ● Open circuit in fuel pump relay circuit
● Open circuit or momentary open circuit in fuel injector power supply circuit or ground cir-
cuit or open circuit or momentary open circuit in coil
During deceleration
● Open circuit or momentary open circuit in fuel injector power supply circuit, drive circuit,
ground circuit. Open circuit or momentary open circuit in coil.
● Short in fuel injector drive circuit
During a heavy load
● Fuel injector nozzle hole clogged with foreign material.
Poor fuel consumption efficiency ● Open circuit or short circuit in EVAP canister purge volume control solenoid valve circuit
RELATIONSHIP BETWEEN MALFUNCTIONING SYMPTOM AND THE ENGINE MAIN BODY/

AUXILIARY COMPONENT
Combustion consists of three elements: compression pressure, fuel mixture, and sparking. When these ele-
ments are all normal, no malfunctions are caused in gasoline-type engine. ECM controls fuel mixture and
sparking (ignition timing), but if malfunctions (errors) occur in mechanical components of the engine, a non-
standard condition results. Here, possible symptoms caused by an engine mechanical malfunction are shown.
Hopefully, they can be used during trouble diagnosis. (The table below contains general symptoms and some
of them may not be applicable.)
EC-26
TROUBLE DIAGNOSIS
EC
PBIB1049E
EC-27
TROUBLE DIAGNOSIS
Main body malfunction Description/notable characteristics of the symptom

Air sucked from oil level gauge
● Air/fuel ratio becomes LEAN.
Air sucked from oil filler cap
● High air/fuel correction factor.
Loose air duct
(Downstream of mass air flow sensor) ● Low suction power (vacuum pressure) of intake manifold.
* Use a pressure gauge to check the suction.
Wrong canister pipe connection
* Generally applicable to air suction in air intake system
Cracks in intake manifold
PCV valve kept open Noise (high hissing tone)
Fuel mixture
Clogged fuel strainer Symptom depends on clogging status. This tends to happen during
Clogged air cleaner element high-speed or high load operation.
Ineffective fuel pressure regulator Symptom varies depending on fuel pressure.

Poor quality gasoline Symptom varies depending on oil quality.
EGR valve kept open —
Air/fuel ratio becomes LEAN, resulting in high air/fuel correction fac-
Valve deposit
tor.
Engine may stall with a slight stepping on the acceleration pedal
Excessive EVAP canister purge volume
(especially in summer).
Improper high-tension cord connection Check the igniting sequence.
Improper ignition timing adjustment —
Sparking
Malfunctioning spark plug —

Leakage from high-tension cord
Symptom varies depending on the level of leakage.
Leakage from distributor cap.
Compression pressure
Symptom varies depending on contact condition and the number of

Improper bulb contact
cylinders.
Symptom varies depending on degree of wear and the number of cyl-

Worn piston ring
inders.
Clogged three way catalyst/exhaust system In some cases, after engine stall, re-starting is possible.
Engine may stall during deceleration, or with power steering pump
Low idle base speed
load, or electrical loads.
Dragging of brakes Tires/wheels are hot.
Other
Belt tension too high —

High A/C load Too much refrigerant
High A/T load Insufficient ATF amount (FR type vehicle)
Foreign substance in fuel tank (such as pieces
With low fuel, this may easily occur.
of plastic)
Clogged/restricted radiator/condenser —
EC-28
TROUBLE DIAGNOSIS
Component Parts Location ABS002CI
EC
J
PBIB1050E
Main component part Type Location K

Fuel injector High resistance Intake manifold
EVAP canister purge volume control solenoid L
Solenoid type Intake manifold, upper
valve
(duty control)
Actuator circuit
Intake valve timing control solenoid valve Intake valve timing control cover
Molded Rocker cover M
Ignition coil
(with power transistor) (On each spark plug)
Fuel pump Electric motor/turbine Under rear seat
Fuel pressure regulator Diaphragm (Inside fuel tank)
Direct current motor type

Throttle control motor Built into electric throttle control actuator
(DC motor)
EC-29
TROUBLE DIAGNOSIS
Main component part Type Location

Crankshaft position sensor (POS) Cylinder block, rear, RH
Hall IC
Camshaft position sensor (PHASE) Cylinder head, rear
Mass air flow sensor Hot wire Air cleaner
Knock sensor Piezoelectric Cylinder block, RH
Accelerator pedal position sensors 1, 2 Built into accelerator pedal assembly
Sensor circuit
Variable resistance
Throttle position sensors 1, 2 Built into electric throttle control actuator
Engine coolant temperature sensor Water control valve housing
Thermistor
Intake air temperature sensor With mass air flow sensor
Zirconia
Heated oxygen sensor 1 Exhaust manifold
(with heater)
Power steering piping, rear of engine
Power steering pressure sensor
Ceramic compartment
Refrigerant pressure sensor Left and side of radiator
ECM 121-pin digital control type
Behind of glove box
ECM relay Compact general relay (2M)
EC-30
TROUBLE DIAGNOSIS
EC
PBIA4514E
EC-31
TROUBLE DIAGNOSIS
PBIA4515E
EC-32
TROUBLE DIAGNOSIS
EC
PBIA0303E
EC-33
TROUBLE DIAGNOSIS
Circuit Diagram ABS002CJ
PBIA4501E
EC-34
TROUBLE DIAGNOSIS
ECM Terminal Arrangement ABS002CK
EC
PBIA3002E D
Code in ( ), following terminal number, is data link connector
Terminal number Description
E
1 ECM ground
2 —
3 Throttle control motor power supply F
4 Throttle control motor 2 (close)
5 Throttle control motor 1 (open)
6 — G
7 —
8 —
H
9 —
10 —
11 — I
12 Power steering pressure sensor
13 Crankshaft position sensor (POS)
J
14 Camshaft position sensor (PHASE)
15 Knock sensor
16 — K
17 —
18 —
L
19 EVAP canister purge volume control solenoid valve
20 —
21 — M
22 No. 3 cyl. Injector
24 Heated oxygen sensor 1 heater
25 —
26 —
27 —
28 —
29 Camshaft position sensor (PHASE) ground
30 Crankshaft position sensor (POS) ground
31 —
32 —
33 —
34 Intake air temperature sensor
EC-35
TROUBLE DIAGNOSIS

35 Heated oxygen sensor 1
36 —
37 —
38 —
39 —
40 —
43 —
44 —
45 —
46 Refrigerant pressure sensor power supply
47 Throttle position sensor power supply
48 —
49 Throttle position sensor 1
50 Mass air flow sensor
51 —
52 —
53 —
54 Knock sensor ground
55 —
56 —
57 Sensor ground (power steering pressure sensor, refrigerant pressure sensor)
58 —
59 —
60 No. 3 cyl. Ignition coil
62 Intake valve timing control solenoid valve
63 —
64 Mass air flow sensor power supply
65 Power steering pressure sensor power supply
66 Throttle position sensor ground
67 Mass air flow sensor ground
69 Refrigerant pressure sensor
70 —
71 —
72 Engine coolant temperature sensor
73 Engine coolant temperature sensor ground
74 Heated oxygen sensor 1 ground
75 —
76 —
77 —
78 —
EC-36
TROUBLE DIAGNOSIS

A
81 — EC
82 Accelerator pedal position sensor 1 ground
83 Accelerator pedal position sensor 2 ground
84 Headlamp switch C
85 (KLINE) K-line (ECM data transmits/receives)
86 CAN communication line L
D
87 —
88 —
89 Cooling fan relays 2, 3 (Hi) E
90 Accelerator pedal position sensor 1 power supply
91 Accelerator pedal position sensor 2 power supply
F
92 Accelerator pedal position sensor signal output (To TCM or CVT C/U)
93 Rear window defogger switch
94 CAN communication line H G
95 —
96 Blower fan switch
H
97 Cooling fan relay 1 (Low)
98 Accelerator pedal position sensor 2
99 ICC switch (Models with ICC) I
100 —
101 Stop lamp switch
102 PNP switch
J
103 Engine speed signal output (To TCM or CVT C/U)

104 Throttle control motor relay
K
105 Air conditioner relay
107 — L
108 Brake switch (Models with ICC)
109 (IGN) Ignition switch (IGN)
M
110 Air conditioner switch
111 ECM relay
112 —
113 Fuel pump relay
114 —
115 (−) ECM ground
116 (−) ECM ground
117 —
118 —
119 ECM power supply
120 ECM power supply
121 ECM power supply (battery power supply)
EC-37
TROUBLE DIAGNOSIS
CAN Communication ABS002CL
SYSTEM DESCRIPTION
CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle mul-
tiplex communication line with high data communication speed and excellent error detection ability. Many elec-
tronic control units are equipped onto a vehicle, and each control unit shares information and links with other
control units during operation (not independent). In CAN communication, control units are connected with 2
communication lines (CAN H line, CAN L line) allowing a high rate of information transmission with less wiring.
Each control unit transmits/receives data but selectively reads required data only.
INPUT/OUTPUT SIGNAL CHART
T: Transmit R: Receive
Signals ECM TCM Combination meter
Accelerator pedal position signal T R
Engine speed signal T R R
Engine coolant temperature signal T R
Output shaft revolution signal R T
A/T self-diagnosis signal R T
ECM Input/Output Signal Standard ABS002CM
REFERENCE VALUE LIST

● Voltages measured with circuit tester, and sample waveforms
obtained with oscilloscope are shown below for each ECM ter-
minal. Measurement data varies depending on variation in parts
as well as many other factors. Such factors include vehicle his-
tory, driving conditions, environmental conditions, maintenance
status, measuring instrument/method, etc. Data shown below
are reference values.
PBIA3003E
PBIA3002E
Termi-
nal Description Measuring condition Measured value (V)
number
1 ECM ground Always Approx. 0
3 Throttle control motor power supply Ignition switch ON, engine running Battery voltage
At idle after warming up
4 Throttle control motor (close signal) Approx. 1 - 2.5
At approx. 2,000 rpm
5 Throttle control motor (open signal) Approx. 0.1 - 0.25
Not steering at idle Approx. 0.7
12 Power steering pressure sensor
Steering at idle Approx. 1 - 4
EC-38
TROUBLE DIAGNOSIS
Termi-
nal Description Measuring condition Measured value (V) A
number
Approx. 3
EC

C
PBIA0527J
13 Crankshaft position sensor (POS)
Approx. 3 D
At approx. 2,000 rpm E
PBIA0528J F
Approx. 2.3
G
H
ECD0884D
14 Camshaft position sensor (PHASE)
Approx. 2.5
I

J
ECD0885D
K
Approx. 0 - 2
CAUTION:
Measurement varies depending on
15 Knock sensor Engine running circuit tester measuring range L
(internal resistance). Voltage
becomes higher as range becomes
higher.
M
EC-39
TROUBLE DIAGNOSIS
Termi-
number
At idle after warming up Battery voltage
Battery voltage → Relatively lower
than battery voltage (Duty ratio:
approx. 10%)
Air conditioner ON at idle after warm-

up
PBIA2606J
EVAP canister purge volume control
19 Voltage and duty ratio vary depending
solenoid valve
on driving condition.
Approx. 10.5 (Duty ratio: approx. 35%)
PBIA2595J
Voltage and duty ratio vary depending

on driving condition.
Approx. 10.5
At cranking
ECK0202D
Battery voltage
22 No. 3 cylinder injector

ECK0203D
Relatively lower than battery voltage
ECK0204D
Approx. 7

24 Heated oxygen sensor 1 heater
PBIA0212J
At approx. 3,600 rpm or more Battery voltage
EC-40
TROUBLE DIAGNOSIS
Termi-
number
Camshaft position sensor (PHASE)
29 Always Approx. 0
ground EC
Crankshaft position sensor (POS)
30 Always Approx. 0
ground
Intake air temperature is approx. 20°C. Approx. 3.5 C
34 Intake air temperature sensor
Intake air temperature is approx. 80°C. Approx. 1.2
Changes: approx. 0.1 - 0.4 ⇔ approx.
0.6 - 0.9 D
At idle after warming up E
PBIA0529J F
35 Heated oxygen sensor 1
Changes: approx. 0.1 - 0.4 ⇔ approx.
0.6 - 0.9
G
PBIA0530J
Refrigerant pressure sensor power I

46 Ignition switch ON, engine running Approx. 5
supply
47 Throttle position sensor power supply Ignition switch ON, engine running Approx. 5
Ignition switch ON, engine stopped
J
Accelerator pedal fully released 0.36 or more
(D position)
Ignition switch ON, engine stopped K
Accelerator pedal fully depressed 4.75 or less
(D position)
Ignition switch ON Approx. 1 L
50 Mass air flow sensor At idle after warming up Approx. 1.4
At approx. 2,000 rpm Approx. 1.7
54 Knock sensor ground Always Approx. 0
M
Sensor ground (power steering pres-

57 sure sensor, refrigerant pressure sen- Always Approx. 0
sor)
EC-41
TROUBLE DIAGNOSIS
Termi-
number
Approx. 0.2
At cranking
ECQ1693D
Approx. 0.1
60 No. 3 cylinder ignition signal

ECQ1694D
Approx. 0.2
ECQ1695D
At idle after warming up Battery voltage

Approx. 9 - 11
Intake valve timing control solenoid

62
valve At approx. 2,000 rpm
ECD0874D
CAUTION:
Varies depending on engine speed
and load.
64 Mass air flow sensor power supply Ignition switch ON, engine running Approx. 5
Power steering pressure sensor power
supply
66 Throttle position sensor ground Always Approx. 0
67 Mass air flow sensor ground Always Approx. 0
Accelerator pedal fully released 4.75 or less
(D position)
68 Throttle position sensor 2 (*1)
Accelerator pedal fully depressed 0.36 or more
(D position)
Approx. 1.3
(When air conditioner refrigerant pres-
69 Refrigerant pressure sensor At idle (air conditioner ON)
sure becomes higher, so does volt-
age.)
EC-42
TROUBLE DIAGNOSIS
Termi-
number
Approx. 20°C of engine coolant tem-
Approx. 3.5
perature EC
72 Engine coolant temperature sensor
Approx. 80°C of engine coolant tem-
Approx. 1.2
perature
73
Engine coolant temperature sensor
Always Approx. 0 C
ground
74 Heated oxygen sensor 1 ground Always Approx. 0
Accelerator pedal position sensor 1 D
82 Always Approx. 0
ground
Accelerator pedal position sensor 2
83 Always Approx. 0
ground E
Headlamp switch OFF Approx. 0
84 Headlamp switch
Headlamp switch ON Battery voltage
85 When connected to CONSULT-II Approx. 5 - battery voltage F
(KLINE K-line (ECM data transmits/receives)
) When not connected to CONSULT-II Approx. 6
Approx. 2.4 (varies depending on G

communication status.)
H
86 CAN communication line L Engine running
I
PBIA2024J
Fan not activated Battery voltage

89 Cooling fan relays 2, 3 (Hi)
Fan activated Approx. 0.1 J
power supply
K
power supply
Accelerator pedal position sensor sig- 0.61 - 0.92 L
Accelerator pedal fully released
92 nal output
(To TCM or CVT C/U) Ignition switch ON, engine stopped
3.98 - 4.75
Accelerator pedal fully depressed
Rear window defogger switch OFF Approx. 0 M
93 Rear window defogger switch
Rear window defogger switch ON Battery voltage
Approx. 2.4 (varies depending on
communication status.)
94 CAN communication line H Engine running
PBIA0159J
Blower fan switch OFF Approx. 4.6

96 Blower fan switch
Blower fan switch ON Approx. 0
Cooling fan not activated Battery voltage
97 Cooling fan relay 1 (Low)
Cooling fan activated Approx. 0.1
EC-43
TROUBLE DIAGNOSIS
Termi-
number
0.19 - 0.57
Accelerator pedal position sensor 2 Accelerator pedal fully released
98
(*2) Ignition switch ON, engine stopped
1.88 - 2.35
None of switches is pressed. Approx. 4.3
CRUISE switch is pressed Approx. 0
Set distance selection switch is
ICC switch Approx. 2.2
99 pressed.
(Models with ICC)
ACCEL RES switch is pressed. Approx. 3.7
CANCEL switch is pressed. Approx. 1.3
SET COAST switch is pressed. Approx. 3
Brake pedal released Approx. 0
101 Stop lamp switch
Brake pedal depressed Battery voltage
N or P position Approx. 0
102 PNP switch
Other than the above Battery voltage
Approx. 4.2
PBIA2066J
Engine speed signal output
103
(To TCM or CVT C/U) Approx. 4.2
PBIA2067J
Ignition switch ON, engine running Approx. 0.9

104 Throttle control motor relay
Other than the above Battery voltage
Air conditioner ON Approx. 0.2
105 Air conditioner relay
Air conditioner OFF Battery voltage
0.61 - 0.92
Accelerator pedal fully released
3.98 - 4.75
Brake switch Brake pedal released Battery voltage

108
(Models with ICC) Brake pedal depressed Approx. 0
109 Ignition switch OFF Approx. 0

Ignition switch
(IGN) Ignition switch ON, engine running Battery voltage
Air conditioner switch OFF Approx. 4.9
110 Air conditioner switch
Air conditioner switch ON Approx. 0
Ignition switch ON, engine running Approx. 0.9
111 ECM relay
Ignition switch OFF Battery voltage
EC-44
TROUBLE DIAGNOSIS
Termi-
number
For 1 second after ignition switch is
Approx. 0.9
turned ON EC
113 Fuel pump relay
After that Battery voltage
When cranking and engine running Approx. 1
115 C
116 ECM ground Always Approx. 0
(−)
119 D
120 ECM power supply Ignition switch ON, engine running Battery voltage
121
*1: Voltage of throttle position sensor 2 signal (terminal 68) is converted by ECM internally. Thus, it differs from that on CONSULT-II E
DATA MONITOR display.
*2: Voltage of accelerator pedal position sensor 2 signal (terminal 98) is converted by ECM internally. Thus, it differs from that on CON-
SULT-II DATA MONITOR display.
F
CONSULT-II Functions ABS002CN
OVERVIEW
CONSULT-II executes following by combining data received, commanded, and sent via communication line G
from ECM.
Self-diagnosis mode Description
● Reduces preparation work necessary for inspection. H
● Displays input/output signal data related to the work.
WORK SUPPORT ● Allows control target values for idle speed and ignition timing.
● Clears air/fuel ratio learned. I
● Allows performing “Idle air volume learning”.
● Displays malfunctioning system determined and memorized by ECM and basic inspection
items.
J
SELF-DIAG RESULTS ● Displays freeze frame data.

● Can print out the display.
K
● Erases DTCs recorded in memory.
● Provides useful data along with self-diagnosis results to determine the main cause.
DATA MONITOR ● Displays real-time input/output data of ECM. L
● Records, stores, and prints out the data.
● Displays normal idling data range (after warm-up) for 3 items: mass air flow sensor, basic
DATA MONITOR (SPEC) fuel schedule, and air/fuel ratio correction (B1). Range is displayed in bar or line graph M
form. Graph includes real-time input/output data.
● Can be used to determine and identify main causes based on self-diagnosis results and
ACTIVE TEST data from data monitor.
● Each actuator is activated after receiving a drive signal.
FUNCTION TEST ● OK/NG judgement for main input/output signals can be performed.
ECM PART NUMBER ● Displays part numbers stored by ECM.
EC-45
TROUBLE DIAGNOSIS
OPERATION PROCEDURE
1. Press “ENGINE” on SELECT SYSTEM screen.
2. Perform the necessary trouble diagnosis mode.

For details, refer to CONSULT-II Operation Manual.
SEF838Z
WORK SUPPORT MODE

CONSULT-II assists idle adjustment work. When CONSULT-II sends operation command to ECM, adjustment
control is performed accordingly. However, actual adjustment work is performed by inspector.
Display Item List
WORK ITEM Description
● FUEL PUMP WILL STOP BY TOUCHING “START” DURING IDLING.
FUEL PRESSURE RELEASE
CRANK A FEW TIMES AFTER ENGINE STALLS.
● THE IDLE AIR VOLUME THAT KEEPS THE ENGINE WITHIN THE
IDLE AIR VOL LEARN
SPECIFIED RANGE IS MEMORIZED IN ECM.
● THE COEFFICIENT OF SELF-LEARNING CONTROL MIXTURE
SELF-LEARNING CONT
RATIO RETURNS TO THE ORIGINAL COEFFICIENT.
Allows control target value for initial ignition timing.
TARGET IGN TIM ADJ (*) Note: To check that set ignition timing and actual timing are same,
inspectors must use timing light.
TARGET IDLE RPM ADJ (*) Sets a control target value for the idle speed.
*: This function is not necessary in the usual service procedure.
SELF-DIAG RESULTS MODE

When malfunction occurs in ECM input/output signal circuit, malfunctioning system is recorded. Then, that
particular system name and basic inspection items are displayed. Also, malfunction data recorded is dis-
played.
Operation Procedure (Example: When Mass Air Flow Sensor Signal System Has Malfunction.)
1. Touch “MAF SEN/CIRCUIT [P0100]” on Self-diagnosis result screen.
2. Basic check items are displayed.
CAUTION:
Inspection items are not displayed in some self-diagnosis results.
3. Touch “F. F. DATA” on Self-diagnosis result screen in 1. to display Freeze Frame Data. Freeze Frame
Data shows driving condition when malfunction is detected.
EC-46
TROUBLE DIAGNOSIS
Display Item List

DTC Diagnosis item Malfunction Detection Condition CONSULT-II display MIL Trip
A
NO DTC IS DETECTED.
● No malfunction is detected in any of the cir-
0000 NO FAILURE FURTHER TESTING — —
cuits. EC
MAY BE REQUIRED.
● When engine is stopped (ignition switch ON)
and mass air flow sensor output voltage has
been 4.9V or more for predetermined period. C
● When engine is running and mass air flow
Mass air flow sensor MAF SEN/CIRCUIT
0100 sensor output voltage has been 0.5V or less ON 1
circuit [P0100]
for predetermined period.
D
● When mass air flow sensor output voltage
remains approximately 1V for a predeter-
mined time while engine is running.
E
● Intake air temperature sensor output voltage
Intake air tempera- AIR TEMP SEN/CIRC
0110 has been 4.8V or more (open), or 0.04V or ON 2
ture sensor circuit [P0110]
less (short) for predetermined period.
● Engine coolant temperature sensor output
F
Engine coolant tem-
voltage has been 4.8V or more (open) or COOLANT T SEN/CIRC
0115 perature sensor cir- ON 2
0.04V or less (short) for predetermined [P0115]
cuit
period. G
● Malfunction is found in sensor power supply
circuit.
● Throttle position sensor circuit is open or H
ON* 1
shorted.
Throttle position THRTL POS SEN/CIRC
0120 ● Difference is found in correlation between
sensor circuit [P0120]
throttle position sensor 1 and 2 signals.
I
● Throttle valve closed position learning value
is extremely small or value cannot be — 2
learned.
J
● Accelerator pedal position sensor circuit is
Accelerator pedal open or shorted. ACCEL POS SEN/CIRC
0121 position sensor cir- ON* 1
● Difference is found in correlation between [P0121]
cuit K
accelerator pedal position sensors 1 and 2.
Heated oxygen sen- ● When driving after warm-up, heated oxygen HO2S1 (B1)
0130 ON 2
sor 1 circuit (open) sensor 1 signal circuit becomes open. [P0130]
L
● When driving after warm-up, heated oxygen
Heated oxygen sen- HO2S1 (B1)
0134 sensor 1 output voltage is higher (2 V or ON 2
sor 1 circuit (short) [P0134]
more) than usual.
M
Heated oxygen sen- ● When heated oxygen sensor 1 heater circuit HO2S1 HTR (B1)
0135 ON 2
sor 1 heater circuit is open [P0135]
● After warming up engine, mixture ratio is too
FUEL SYS-LEAN-B1
0171 Air/fuel ratio (LEAN) lean and heated oxygen sensor 1 output is ON 2
[P0171]
stuck and not inverted.
FUEL SYS-RICH-B1
0172 Air/fuel ratio (RICH) rich and heated oxygen sensor 1 output is ON 2
[P0172]
● Knock sensor signal circuit is open or KNOCK SEN/CIRC-B1
0325 Knock sensor circuit — 2
shorted for predetermined time. [P0325]
EC-47
TROUBLE DIAGNOSIS
● At start-up or when engine is running [cam-
shaft position sensor (PHASE) signal is
input], crankshaft position sensor (POS) sig-
nal is not detected for predetermined period.
Crankshaft position CKP SEN/CIRCUIT
0335 ● When engine is running [camshaft position ON 2
sensor (POS) circuit [P0335]
sensor (PHASE) signal is input], non-stan-
dard crankshaft position sensor (POS) signal
waveform is detected for predetermined
period.
● At start-up, camshaft position sensor
(PHASE) signal is not detected for predeter-
mined period.
● When engine is running [crankshaft position
sensor (POS) signal is input], camshaft posi-
Camshaft position
tion sensor (PHASE) signal is not detected CMP SEN/CIRC-B1
0340 sensor (PHASE) cir- ON 2
for predetermined period. [P0340]
cuit
sensor (POS) signal is input], non-standard
camshaft position sensor (PHASE) signal
period.
● When driving after warm-up, vehicle speed
Vehicle speed signal VEH SPEED SEN/CIRC
0500 signal is not input for predetermined period ON 2
circuit [P0500]
under particular condition.
Power steering ● Power steering pressure sensor output volt-
PW ST P SEN/CIRC
0550 pressure sensor cir- age has been 4.7V or more (open), or 0.1V — 2
[P0550]
cuit or less (short) for predetermined period.
● Malfunction occurs in ECM CPU system or ECM
0605 ECM system ON* 1 or 2 (Note)
circuit system. [P0605]
● Malfunction occurs in CAN communication
CAN communication transmit/receive data or in any of control
system units, and data transmission/reception can- CAN COMM CIRCUIT
1000 not be confirmed. — 2
(Related to exhaust [U1000]
performance) ● CAN communication data is not transmitted/
received for predetermined period.
(Other than exhaust [U1001]
ECM power supply ECM BACK UP/CIRC
1065 ● Power is not supplied to ECM for some time. ON 2
circuit [P1065]
● Difference between target position and
Intake valve timing INT/V TIM CONT-B1
1110 actual position exceeds predetermined — 2
control system [P1110]
value.
Intake valve timing
● Intake valve timing control solenoid valve cir- INT/V TIM V/CIR-B1
1111 control solenoid ON 2
cuit is open or shorted. [P1111]
valve circuit
● Because of mechanical trouble of electric
Electric throttle con- ETC ACTR
1121 throttle control actuator, electric throttle con- ON* 1
trol actuator [P1121]
trol actuator does not operate normally.
EC-48
TROUBLE DIAGNOSIS
A
● Difference is found in correlation between
target throttle position and actual throttle
Electric throttle con- position. ETC FUNCTION/CIRC
1122 ON* 1
● Overcurrent is passed through throttle con- EC
trol motor.
ON*
Throttle control ● Throttle control motor relay is stuck to ON or ETC MOT RLY/CIRC Stuck to ON: 1
1123
motor relay circuit OFF. [P1123]
(Stuck
Stuck to OFF: 2
C
to ON)
voltage has been approximately 0.35V or ENG OVER TEMP D
1217 Overheat ON 1
lower for a predetermined time (when engine [P1217]
coolant temperature sensor circuit is normal).
● Ignition signal has not been continuously IGN SIGNAL-PRIMARY
1320 Ignition signal circuit ON 2 E
generated while the engine is running. [P1320]
ICC switch signal ● Operation switch ON signal continues for ASCD SW
1564 — 2
circuit predetermined period. [P1564]
F
ICC control unit cir- ● Non-standard value is commanded from ICC ACC COMMAND VALUE
1568 — 2
cuit control unit. [P1568]
● Brake switch signal (for ICC system) and ASCD BRAKE SW
1572 Brake switch circuit
stop lamp switch signal do not match. [P1572]
— 2 G
Vehicle speed signal

● Non-standard vehicle speed signal is ASCD VHL SPD SEN
1574 circuit for ICC sys- — 2
detected for ICC system. [P1574] H
tem
● When driving, PNP switch is stuck to ON for P-N POS SW/CIRCUIT
1706 PNP switch circuit ON 2
long a time. [P1706]
● When driving under locked-up condition, a I
Input disc rotation difference between input disc rotation sensor IN PULY SPEED
1715 — 2
sensor signal circuit signal and engine speed signal becomes out [P1715]
of the specified range. J
● When driving, a difference between output
Output shaft rota-
shaft rotation sensor signal and vehicle V/SP SEN (A/T OUT)
1720 tion sensor signal — 2
speed signal from combination meter [P1720]
circuit K
becomes out of the specified range.
Stop lamp switch cir- ● When driving, stop lamp switch is stuck to BRAKE SW/CIRCUIT
1805 ON 1
cuit OFF for a long time. [P1805]
L
Note: Number of trips varies depending on diagnosis content.
CAUTION:
● Among above self-diagnosis items, when one malfunction is detected, related malfunctions may M
also be detected in non engine system self-diagnosis. Check self-diagnoses for other systems.
● When multiple self-diagnostic malfunctions including CAN communication system malfunctions
(code No.: 1000 or 1001) are detected, first perform trouble diagnosis for CAN communication sig-
nal circuit. Then, perform trouble diagnosis for sensors and actuators. (Trouble diagnosis proce-
dure: CAN communication signal circuit → sensors → actuators)
Trip 1: One trip is defined as period, starting when ignition switch is turned ON (engine running) and ending
when it is turned OFF. If malfunction is detected by self-diagnosis during this period, MIL lights up and DTC is
recorded immediately after detection.
Trip 2: If malfunction is initially detected during 1st trip, 1st trip DTC is recorded. Then, when same malfunction
is detected again during next (2nd) trip, MIL lights up and DTC is recorded.
● For trip 1, timing is displayed as “0” immediately after malfunction is detected by self-diagnosis.
● For trip 2, timing is displayed as “1t” when 1st trip DTC is detected (1st trip). When malfunction is detected
again during next (2nd) trip, timing is displayed as “0”. Total timing is updated after every warm-up opera-
tion.
EC-49
TROUBLE DIAGNOSIS
Conditions to Turn Off MIL

● MIL, marked with *, lights off when ignition switch is turned ON (engine starts) again after normal state is
resumed.
● For other diagnosis items, self-diagnosis results shall be erased after normal state is resumed and ignition
switch is turned OFF.
Freeze Frame Data
● Driving conditions stored at the moment a malfunction is detected are displayed.
● This data can be used to reproduce conditions leading up to the malfunction.
● When malfunctions are detected in multiple circuits, only freeze frame data for the first malfunction is
stored and displayed. Similarly, when same malfunction is detected more than once, data stored first is
displayed.
Display Item List
Stored data item Unit Description
● “Fuel injection system status” at the moment a malfunction is detected is displayed.
● One mode in the following is displayed.
FUEL SYS-B1 — “MODE 2”: Open loop due to detected system malfunction
“MODE 3”: Open loop due to driving conditions (power enrichment, deceleration enrichment)
“MODE 4”: Closed loop - using oxygen sensor(s) as feedback for fuel control
“MODE 5”: Open loop - has not yet satisfied condition to go to closed loop
COOLANT TEMP °C ● The engine coolant temperature at the moment a malfunction is detected is displayed.
● “Long-term fuel trim” at the moment a malfunction is detected is displayed.
L-FUEL TRIM-B1 ● The long-term fuel trim indicates much more gradual feedback compensation to the base fuel
schedule than short-term fuel trim.
%
● “Short-term fuel trim” at the moment a malfunction is detected is displayed.
S-FUEL TRIM-B1 ● The short-term fuel trim indicates dynamic or instantaneous feedback compensation to the
base fuel schedule.
ENGINE SPEED rpm ● The engine speed at the moment a malfunction is detected is displayed.
VHCL SPEED km/h ● The vehicle speed at the moment a malfunction is detected is displayed.
B/FUEL SCHDL msec ● The base fuel schedule at the moment a malfunction is detected is displayed.
INT/A TEMP SE °C ● The intake air temperature at the moment a malfunction is detected is displayed.
EC-50
TROUBLE DIAGNOSIS
DATA MONITOR MODE

● Allows determining and identifying the possible source of an error based on self-diagnosis test results. A
● Displays real-time ECM input/output signal data.
● Records and prints out the data before and after the engine malfunction or stall, either automatically or
manually. EC
Display Item List

Monitor item Unit Description C
Engine speed computed from crankshaft position sensor signal and
ENG SPEED rpm
MAS A/F SE-B1 V Mass air flow sensor output voltage D
B/FUEL SCHDL msec Value calculated by ECM
A/F ALPHA-B1 % Average of cycles for air/fuel ratio feedback correction coefficient
E
Value converted into engine coolant temperature from the output
COOLANT TEMP/S °C
voltage of the engine coolant temperature sensor.
HO2S1 (B1) V Heated oxygen sensor 1 output voltage
F
Air/fuel ratio given by heated oxygen sensor 1 during air/fuel ratio
feedback control
RICH: Heated oxygen sensor 1 output is high. Controlling to lower
HO2S1 MNTR (B1) RICH/LEAN
the value for leaner ratio. G
LEAN: Heated oxygen sensor 1 output is low. Controlling to raise
the value for richer ratio.
VHCL SPEED SE km/h Value computed from the vehicle speed signal H
BATTERY VOLT ECM battery voltage
ACCEL SEN 1 Accelerator pedal position sensor 1 output voltage
ACCEL SEN 2 V Accelerator pedal position sensor 2 output voltage I
THRTL SEN 1 Throttle position sensor 1 output voltage
THRTL SEN 2 Throttle position sensor 2 output voltage
J
Value converted from the output voltage of intake air temperature
INT/A TEMP SE °C
sensor into intake air temperature
START SIGNAL* K
CLSD THL POS
AIR COND SIG
P/N POSI SW
L
PW/ST SIGNAL ON/OFF ON/OFF status determined using each input signal
LOAD SIGNAL
M
IGNITION SW
HEATER FAN SW
BREAK SW
INJ PULSE-B1 msec
Value calculated by ECM
IGN TIMING °BTDC
EVAP canister purge volume control solenoid valve duty ratio
PURG VOL C/V %
(The purge flow rate rises as the number increases.)
INT/V TIM (B1) °CA Cam position detected by camshaft position sensor (PHASE)
INT/V SOL (B1) % Intake valve timing control solenoid valve duty ratio
AIR COND RLY
FUEL PUMP RLY ON/OFF
THRTL RELAY Control status calculated by ECM
COOLING FAN LOW/HI/OFF
HO2S1 HTR (B1) ON/OFF
EC-51
TROUBLE DIAGNOSIS
Monitor item Unit Description

IDL A/V LEARN CMPLT/YET State of “Idle air volume learning”
O2SEN HTR DTY % Heated oxygen sensor 1 heater duty ratio
AC PRESS SEN V Refrigerant pressure sensor output voltage
VHCL SPEED SE km/h Displays vehicle speed from TCM or CVT C/U.
MAIN SW
CANCEL SW
RESUME/ACC SW
SET SW ON/OFF Signal from each switch
BRAKE SW1
BRAKE SW2
DIST SW
CRUISE LAMP Control status calculated by ECM
Voltage Displays values measured by voltage probe.
Frequency
DUTY-HI
DUTY-LOW Displays value measured with pulse probe.
PLS WIDTH-HI
PLS WIDTH-LOW
(*): Start switch ON judgement is made using crankshaft position sensor (POS) signal, camshaft position sensor (PHASE) signal and
battery voltage drop during start-up.
DATA MONITOR (SPEC) MODE

● Displays normal idling data range (after warm-up) for 3 items:
MAS A/F SE-B1, B/FUEL SCHDL and A/F ALPHA-B1. Range is
displayed in bar or line graph form. Graph includes real-time
input/output data.
SEF601Z
ACTIVE TEST MODE

Use this mode to determine and identify the details of an error, based on self-diagnosis test results and data
obtained from DATA MONITOR mode. CONSULT-II, instead of the ECM on the vehicle (output), sends a drive
signal to actuators to check their operation.
Display Item List
Active test item Description
● Can increase or decrease the amount of fuel injection (± 25%)
FUEL INJECTION ● Can reproduce conditions resulting from air/fuel ratio-related malfunctions (e.g. hesitation, poor
acceleration, poor racing, etc.) and help solve these malfunctions by pinpointing the causes.
IGNITION TIMING ● Allows correction value setting for retarding (-10 to 0°).
● Stops operation of specified injector. Also, displays engine speed at this time.
POWER BALANCE
● Mainly used to inspect for misfiring cylinders.
● Allows checking the control contents and inspecting the output circuit using a voluntary switch-
COOLING FAN*
ing operation.
● Can increase or decrease the temperature of engine coolant (-30 to 110°C).
ENGINE COOLANT TEMP
● Reproduces malfunctioning conditions with low or high engine coolant temperature.
EC-52
TROUBLE DIAGNOSIS
Active test item Description

A
● Reproduces the malfunctioning conditions (of hesitation, engine stall, etc.) possibly related to
FUEL PUMP RELAY
fuel pump malfunction by switching ON or OFF at your option.
PURG VOL CONT/V ● Can increase or decrease the purge flow rate by changing the duty ratio (0 to 100%).
EC
V/T ASSIGN ANGLE ● Can advance or retard intake camshaft by changing specified angle (±10°).
*: When left “OFF” with engine running, overheat may occur.

ECM PART NUMBER MODE C
Displays part number of ECM mounted on vehicle.
Self-Diagnosis Function (Without CONSULT-II) ABS002CO
D
OVERVIEW
● In self-diagnosis, malfunctioning circuit is stored in ECM memory to simplify trouble diagnosis. This hap-
pens when both of following 2 conditions are met. (1) Malfunction occurs in any of critical sensors/actua- E
tors and in emission control system circuit among sensors necessary for engine control. (2) Malfunction
detection conditions for self-diagnosis are met. Diagnosis results are displayed using either MIL in combi-
nation meter or CONSULT-II. Here, MIL display is described.
● There are 2 types of diagnostic mode: mode 1 and mode 2. Mode 1 is normal mode, and mode 2 is self- F
diagnosis mode or heated oxygen sensor 1 monitor function mode.
OPERATION PROCEDURE G
● For how to activate self-diagnosis mode or heated oxygen sensor 1 monitor and erase self-diagnosis
results, refer to below.
CAUTION: H
When malfunction occurs in accelerator pedal position sensors, self-diagnosis (without CONSULT-II)
cannot be activated. Thus, use CONSULT-II to perform self-diagnosis, and repair malfunctioning part.
PBIA0185E
EC-53
TROUBLE DIAGNOSIS
DIAGNOSTIC TEST MODE I - BULB CHECK

● MIL should turn on when the ignition switch is turned ON
(engine stopped), and go off after the engine starts.
SAT652J
DIAGNOSTIC TEST MODE I - MALFUNCTION WARNING

● When a malfunction is detected by self-diagnosis, the system goes into the malfunction warning mode
and warns the driver by blinking the MIL in the combination meter.
● There are two types of warning indications: items for which warning is given by MIL indication for the first
trip and those for which warning is given by MIL indication for the second trip. For the latter, the MIL will
not light up for the first trip.
DIAGNOSTIC TEST MODE II - SELF-DIAGNOSTIC RESULTS
● In this mode, the MIL blinks (indicating the DTC) to identify the
system that have a malfunction.
● If no malfunction is detected, code No. “0000” is displayed.
PBIA1051E
Display Item List

NO DTC IS DETECTED.
● No malfunction is detected in any of the cir-
0000 NO FAILURE FURTHER TESTING — —
cuits.
MAY BE REQUIRED.
● When engine is stopped (ignition switch ON)
and mass air flow sensor output voltage has
been 4.9V or more for predetermined period.
● When engine is running and mass air flow
Mass air flow sensor MAF SEN/CIRCUIT
0100 sensor output voltage has been 0.5V or less ON 1
circuit [P0100]
for predetermined period.
● When mass air flow sensor output voltage
remains approximately 1V for a predeter-
mined time while engine is running.
● Intake air temperature sensor output voltage
Intake air tempera- AIR TEMP SEN/CIRC
0110 has been 4.8V or more (open), or 0.04V or ON 2
ture sensor circuit [P0110]
less (short) for predetermined period.
Engine coolant tem-
voltage has been 4.8V or more (open) or COOLANT T SEN/CIRC
0115 perature sensor cir- ON 2
0.04V or less (short) for predetermined [P0115]
cuit
period.
EC-54
TROUBLE DIAGNOSIS
A
● Malfunction is found in sensor power supply
circuit.
● Throttle position sensor circuit is open or
ON* 1 EC
shorted.
Throttle position THRTL POS SEN/CIRC
0120 ● Difference is found in correlation between
sensor circuit [P0120]
throttle position sensor 1 and 2 signals.
● Throttle valve closed position learning value C
is extremely small or value cannot be — 2
learned.
● Accelerator pedal position sensor circuit is D
Accelerator pedal open or shorted. ACCEL POS SEN/CIRC
0121 position sensor cir- ON* 1
● Difference is found in correlation between [P0121]
cuit
accelerator pedal position sensors 1 and 2. E
Heated oxygen sen- ● When driving after warm-up, heated oxygen HO2S1 (B1)
0130 ON 2
sor 1 circuit (open) sensor 1 signal circuit becomes open. [P0130]
● When driving after warm-up, heated oxygen F
Heated oxygen sen- HO2S1 (B1)
0134 sensor 1 output voltage is higher (2 V or ON 2
sor 1 circuit (short) [P0134]
more) than usual.
Heated oxygen sen- ● When heated oxygen sensor 1 heater circuit HO2S1 HTR (B1) G
0135 ON 2
sor 1 heater circuit is open [P0135]
FUEL SYS-LEAN-B1
0171 Air/fuel ratio (LEAN) lean and heated oxygen sensor 1 output is ON 2
[P0171] H
FUEL SYS-RICH-B1
0172 Air/fuel ratio (RICH) rich and heated oxygen sensor 1 output is ON 2
[P0172] I
● Knock sensor signal circuit is open or KNOCK SEN/CIRC-B1
0325 Knock sensor circuit — 2
shorted for predetermined time. [P0325]
J
● At start-up or when engine is running [cam-
shaft position sensor (PHASE) signal is
input], crankshaft position sensor (POS) sig-
nal is not detected for predetermined period. K
Crankshaft position CKP SEN/CIRCUIT
0335 ● When engine is running [camshaft position ON 2
sensor (POS) circuit [P0335]
sensor (PHASE) signal is input], non-stan-
dard crankshaft position sensor (POS) signal
L
period.
● At start-up, camshaft position sensor
(PHASE) signal is not detected for predeter- M
mined period.
sensor (POS) signal is input], camshaft posi-
Camshaft position
tion sensor (PHASE) signal is not detected CMP SEN/CIRC-B1
0340 sensor (PHASE) cir- ON 2
for predetermined period. [P0340]
cuit
sensor (POS) signal is input], non-standard
period.
● When driving after warm-up, vehicle speed
Vehicle speed signal VEH SPEED SEN/CIRC
0500 signal is not input for predetermined period ON 2
circuit [P0500]
under particular condition.
Power steering ● Power steering pressure sensor output volt-
PW ST P SEN/CIRC
0550 pressure sensor cir- age has been 4.7V or more (open), or 0.1V — 2
[P0550]
cuit or less (short) for predetermined period.
EC-55
TROUBLE DIAGNOSIS
● Malfunction occurs in ECM CPU system or ECM
0605 ECM system ON* 1 or 2 (Note)
circuit system. [P0605]
● Bulb or circuit malfunction is repeated prede- MIL/CIRC
0650 MIL circuit — 2
termined number of times. [P0650]
(Related to exhaust [U1000]
(Other than exhaust [U1001]
ECM power supply ECM BACK UP/CIRC
1065 ● Power is not supplied to ECM for some time. ON 2
circuit [P1065]
● Difference between target position and
Intake valve timing INT/V TIM CONT-B1
1110 actual position exceeds predetermined — 2
control system [P1110]
value.
Intake valve timing
● Intake valve timing control solenoid valve cir- INT/V TIM V/CIR-B1
1111 control solenoid ON 2
cuit is open or shorted. [P1111]
valve circuit
● Because of mechanical trouble of electric
Electric throttle con- ETC ACTR
1121 throttle control actuator, electric throttle con- ON* 1
trol actuator does not operate normally.
● Difference is found in correlation between
target throttle position and actual throttle
Electric throttle con- position. ETC FUNCTION/CIRC
1122 ON* 1
● Overcurrent is passed through throttle con-
trol motor.
ON*
Throttle control ● Throttle control motor relay is stuck to ON or ETC MOT RLY/CIRC Stuck to ON: 1
1123 (Stuck
motor relay circuit OFF. [P1123] Stuck to OFF: 2
to ON)
voltage has been approximately 0.35V or ENG OVER TEMP
1217 Overheat ON 1
lower for a predetermined time (when engine [P1217]
coolant temperature sensor circuit is normal).
● Ignition signal has not been continuously IGN SIGNAL-PRIMARY
1320 Ignition signal circuit ON 2
generated while the engine is running. [P1320]
ICC switch signal ● Operation switch ON signal continues for ASCD SW
1564 — 2
circuit predetermined period. [P1564]
ICC control unit cir- ● Non-standard value is commanded from ICC ACC COMMAND VALUE
1568 — 2
cuit control unit. [P1568]
● Brake switch signal (for ICC system) and ASCD BRAKE SW
1572 Brake switch circuit — 2
stop lamp switch signal do not match. [P1572]
Vehicle speed signal
● Non-standard vehicle speed signal is ASCD VHL SPD SEN
1574 circuit for ICC sys- — 2
detected for ICC system. [P1574]
tem
● When driving, PNP switch is stuck to ON for P-N POS SW/CIRCUIT
1706 PNP switch circuit ON 2
long a time. [P1706]
EC-56
TROUBLE DIAGNOSIS
A
● When driving under locked-up condition, a
Input disc rotation difference between input disc rotation sensor IN PULY SPEED
1715 — 2
sensor signal circuit signal and engine speed signal becomes out [P1715]
of the specified range. EC
● When driving, a difference between output
Output shaft rota-
shaft rotation sensor signal and vehicle V/SP SEN (A/T OUT)
1720 tion sensor signal — 2
speed signal from combination meter [P1720] C
circuit
becomes out of the specified range.
Stop lamp switch cir- ● When driving, stop lamp switch is stuck to BRAKE SW/CIRCUIT
1805 ON 1
cuit OFF for a long time. [P1805]
D
Note: Number of trips varies depending on diagnosis content.
CAUTION:
● Among above self-diagnosis items, when one malfunction is detected, related malfunctions may E
also be detected in non engine system self-diagnosis. Check self-diagnoses for other systems.
● When multiple self-diagnostic malfunctions including CAN communication system malfunctions
(code No.: 1000 or 1001) are detected, first perform trouble diagnosis for CAN communication sig- F
nal circuit. Then, perform trouble diagnosis for sensors and actuators. (Trouble diagnosis proce-
dure: CAN communication signal circuit → sensors → actuators)
Trip 1: One trip is defined as period, starting when ignition switch is turned ON (engine running) and ending G
when it is turned OFF. If malfunction is detected by self-diagnosis during this period, MIL lights up and DTC is
recorded immediately after detection.
Trip 2: If malfunction is initially detected during 1st trip, 1st trip DTC is recorded. Then, when same malfunction
is detected again during next (2nd) trip, MIL lights up and DTC is recorded. H
Even when 1st trip DTC is being memorized, DTC number is displayed as self-diagnosis result by MIL.
Conditions to Turn Off MIL
I
● MIL, marked with *, lights off when ignition switch is turned ON (engine starts) again after normal state is
resumed.
● For other diagnosis items, self-diagnosis results shall be erased after normal state is resumed and ignition
J
switch is turned OFF.
DIAGNOSTIC TEST MODE II - HEATED OXYGEN SENSOR 1 MONITOR
● In this mode, status of air/fuel ratio is displayed by blinking of K
MIL.
● After warming up engine and keeping engine speed at approxi-
mately 2,000 rpm, check that MIL blinks at least 5 times in 10 L
seconds.
NOTE:
However air/fuel ratio feedback control is performed also at idle,
M
increase engine speed and check.
● During air/fuel ratio feedback control
Heated oxygen sensor 1 output is large (RICH). : OFF PBIA1052E
Heated oxygen sensor 1 output is small (LEAN). : ON

● Air/fuel ratio feedback control is stopped: OFF
● Air/fuel ratio feedback control is clamped: State immediately before clamping is maintained.
Table of CONSULT-II Data Monitor Reference Value ABS002CP
● Values in the table are reference values.

● Values in table are values detected by ECM or input/output values sent from ECM. Thus, they may differ
from actual part values. [Example: Ignition timing checked using timing light and display on “IGN TIMING”
screen in DATA MONITOR mode could be different. This happens because value on “IGN TIMING”
screen is calculated by ECM using input signals from various sensors. They are crankshaft position sen-
sor (POS) and other ignition timing related sensors.]
EC-57
TROUBLE DIAGNOSIS
Monitor item Measuring condition Reference value

● Tachometer: connected
ENG SPEED Almost in accordance
● Start engine, and compare with the value displayed by tachometer.
● Engine: after warming up At idle Approx. 1.3V
● A/C switch: OFF
MAS A/F SE-B1
● Selector lever: N or P At approx. 2,000 rpm Approx. 1.6V
● No load
● Engine: after warming up At idle
● A/C switch: OFF
B/FUEL SCHDL Approx. 2.5 - 4 msec
● Selector lever: N or P At approx. 2,000 rpm
● No load
A/F ALPHA-B1 ● After engine warm-up At idle Approx. 75 - 110%
COOLANT TEMP/S ● Engine: after warming up Approx. 80°C or more
At idle Changes: approx. 0.1 - 0.4 ⇔
HO2S1 (B1) ● After engine warm-up
At approx. 2,000 rpm Approx. 0.6 - 0.9
Switches slowly between LEAN

At idle
⇔RICH.
HO2S1 MNTR (B1) ● After engine warm-up
Switches between LEAN ⇔RICH
at least 5 times in 10 seconds.
VHCL SPEED SE ● Drive, and compare with the value displayed on speedometer. Almost in accordance
BATTERY VOLT ● Ignition switch: ON (with engine stopped) Approx. 11 - 14 V
● Accelerator pedal fully released with ignition switch ON and engine
0.61 - 0.92V
stopped
ACCEL SEN 1
● Accelerator pedal fully depressed with ignition switch ON and engine
3.98 - 4.75
stopped
0.39 - 1.15V
stopped
ACCEL SEN 2*1
● Accelerator pedal fully depressed with ignition switch ON and engine
3.77 - 4.71V
stopped
0.36 V or more
THRTL SEN 1 stopped
THRTL SEN 2 *2 ● Accelerator pedal fully depressed with ignition switch ON and engine
4.75 V or less
stopped (D position)
Values according to intake air
INT/A TEMP SE ● Engine: after warming up
temperature
START SIGNAL*3 ● Ignition switch: ON→START→ON OFF→ON→OFF
● Engine: after warming up Accelerator pedal fully released ON
CLSD THL POS ● Ignition switch: ON (with
Accelerator pedal fully depressed OFF
engine stopped)
A/C switch: OFF OFF
AIR COND SIG ● After engine warm-up (idling)
A/C SW: ON (compressor operating) ON
N or P position ON
P/N POSI SW ● Ignition switch: ON
Other than the above OFF
Steering ON
PW/ST SIGNAL ● After engine warm-up (idling)
Not steering OFF
Headlamp or rear window defogger
ON
LOAD SIGNAL ● Ignition switch: ON switch: ON
Both the above switches OFF OFF
IGNITION SW ● Ignition switch: ON→OFF ON→OFF
EC-58
TROUBLE DIAGNOSIS

A
Cooling fan activated ON
HEATER FAN SW ● Ignition switch: ON
Cooling fan not activated OFF
Brake pedal depressed ON EC
BREAK SW ● Ignition switch: ON
Brake pedal released OFF
● Engine: after warming up At idle
● A/C switch: OFF C
INJ PULSE-B1 Approx. 2 - 3.1 msec
● Selector lever: N or P At approx. 2,000 rpm
● No load
D
● After engine warm-up A/T vehicles: Approx. 15°BTDC
At idle
● A/C switch: OFF CVT vehicles: Approx. 16°BTDC
IGN TIMING
● Selector lever: N or P
At approx. 2,000 rpm Approx. 30 - 40°BTDC E
● No load
At idle Approx. 0%
● After engine warm-up
PURG VOL C/V Approx. 25% F
● No load At approx. 2,000 rpm (Varies depending on driving con-
dition.)
INT/V TIM (B1) Varies depending on engine G
● After engine warm-up
INT/V SOL (B1) speed and load.
AIR COND RLY ● A/C SW (compressor): OFF→ON OFF→ON

● During 1 second after ignition switch is turned ON H
ON
FUEL PUMP RLY ● While engine running and cranking
● Other than the above OFF
I
THRTL RELAY ● Ignition switch: ON→OFF ON→OFF
Engine coolant temp: 94°C or less OFF
● After engine warm-up (idling)
COOLING FAN Engine coolant temp: 95°C - 104°C LOW J
● A/C SW: OFF
Engine coolant temp: 105°C or more HI
At approx. 3,600 rpm or more OFF
HO2S1 HTR (B1) ● After engine warm-up K
Other than the above ON
● Engine warmed up (idling) Learning completed: DONE
● A/C SW: OFF L
● Electric load switch: OFF
IDL A/V LEARN
● Selector lever: N or P Learning not yet completed: YET
● Throttle valve closed position M
learning completed
At approx. 3600 rpm or more Approx. 0%
O2SEN HTR DTY ● After engine warm-up
Other than the above Approx. 40 - 50%
Approx. 1.3V (As air conditioner
refrigerant pressure becomes
AC PRESS SEN ● At idle (air conditioner ON)
higher, voltage becomes higher
as well.)
VHCL SPEED SE ● Drive, and compare with the value displayed on speedometer. Almost in accordance
● Main switch is pressed. ON
MAIN SW
● Main switch is not pressed. OFF
● Cancel switch is pressed. ON
CANCEL SW
● Cancel switch is not pressed. OFF
● Resume switch is pressed. ON
RESUME/ACC SW
● Resume switch is not pressed. OFF
EC-59
TROUBLE DIAGNOSIS

● Setting switch is pressed. ON
SET SW
● Setting switch is not pressed. OFF
● Brake pedal depressed OFF
BRAKE SW1
● Brake pedal released ON
● Brake pedal depressed ON
BRAKE SW2
● Brake pedal released OFF
● Set distance selection switch is pressed. ON
DIST SW
● Set distance selection switch is not pressed. OFF
● CRUISE lamp is lit. ON
CRUISE LAMP
● CRUISE lamp is not lit. OFF
*1: Accelerator pedal position sensor 2 voltage is converted by ECM internally. Thus, it differs from ECM terminal signal voltage (ECM
terminal No. 98).
*2: Throttle position sensor 2 voltage is converted by ECM internally. Thus, it differs from ECM terminal signal voltage (ECM terminal No.
68).
*3: Start switch ON judgement is made using crankshaft position sensor (POS) signal, camshaft position sensor (PHASE) signal and
battery voltage drop during start-up.
Fail-Safe Function ABS002CQ
When any of the critical sensors or systems sends a malfunction message, the fail-safe function estimates the
driving conditions with other input signals and selects safer conditions for engine (vehicle) control, based on
data previously stored in ECM.
Major fail-safe items are as follows:
Malfunction
MIL
Related sensors detection Fail-safe condition
indication
condition
● Selects the fuel injection pulse width according to the engine speed and the
throttle opening so that the vehicle can be driven. However, fuel injection will
Mass air flow sensor be inhibited when the engine speed exceeds approximately 2,400 rpm.
● Sets idle speed at 800 rpm.
● Uses estimated engine coolant temperature (varies depending on elapsed
Engine coolant temper- time after start) to perform controls so that vehicle can be driven normally.
ature sensor
Same as ● Turns ON the radiator fan relay.
self-diagno- ● When 1 circuit is open, inhibits fuel injection at approximately 2,500 rpm. ON
Accelerator pedal sis detection However, when connector becomes disconnected, mechanically returns
position sensor conditions.
throttle valve to position where low-speed drive is possible.
● Fixes output to a preset value so the vehicle can be driven.
Throttle position sensor However, fuel injection will be inhibited (fuel cut-off) when engine speed
exceeds approximately 2,500 rpm.
Intake valve timing
● Sets at most retard position, enabling normal drive.
control solenoid valve
● During self-diagnosis related to electric throttle control actuator or ECM, if
MIL circuit is MIL illumination request status continues for 5 trips (*), fuel injection is inhib-
MIL —
open. ited as warning. Fuel injection will be inhibited at approximately 2,500 rpm,
and recovered at approximately 2,000 rpm.
(*) If the vehicle is continued to used while MIL circuit is normal and MIL lights up, fuel injection is inhibited after 5th trip as warning.
EC-60

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ENGINE CONTROL SYSTEM

ENGINE CONTROL SYSTEM

● Before connecting or disconnecting the ECM harness con-

● Before replacing ECM, perform “ECM Terminals and Refer-

● When measuring ECM signals with a circuit tester, never

Special Service Tools ABS002C8

Fuel pressure gauge

Socket for heated oxygen sensor 1

ENGINE CONTROL SYSTEM PFP:23710

OVERVIEW OF ECM CONTROLS D

System Diagram ABS002CA

Vacuum Piping Diagram ABS002CB

Sensors and Actuators Control Items ABS002CC

Integrated control for Engine, A/T, CVT

EVAP canister purge volume control

Air/fuel ratio feedback control

Air conditioner cut-off control

Intake valve timing control

Cooling fan control

BASIC SERVICE PROCEDURE PFP:00018

IDLE SPEED STANDARD VALUE

INSPECTION OF IDLE SPEED

IGNITION TIMING INSPECTION

CO/HC DENSITY INSPECTION

Accelerator Pedal Released Position Learning ABS002V3

OPERATION PROCEDURE FOR THROTTLE VALVE CLOSED POSITION LEARNING

b. When learning is complete, “CMPLT” is displayed. I

4. Follow procedure below to start idle air volume learning.

Fuel Pressure Inspection ABS002V1

2. Press “START” on “FUEL PRESSURE RELEASE” screen in WORK SUPPORT mode.

FUEL PRESSURE INSPECTION

Hose clamp tightening torque: 1 - 1.5 N·m (0.1 - 0.15 kg·m)

TROUBLE DIAGNOSIS PFP:00004

1. The most important point in performing trouble diagnosis is to

3. It is essential to confirm symptoms right from the beginning in I

Diagnosis Chart by Symptom ABS002CH

RELATIONSHIP BETWEEN MALFUNCTIONING SYMPTOMS AND THE SENSOR CIRCUIT

Error Symptoms Sensor malfunction (possible cause)

Error Symptoms Sensor malfunction (possible cause)

Error Symptoms Sensor malfunction (possible cause)

Error Symptoms Sensor malfunction (possible cause)

Error Symptoms Sensor malfunction (possible cause)

Error Symptoms Actuator malfunction (probable cause)

Error Symptoms Actuator malfunction (probable cause)

Surge ● Foreign material clogged in fuel injector injection part K

Error Symptoms Actuator malfunction (probable cause)

RELATIONSHIP BETWEEN MALFUNCTIONING SYMPTOM AND THE ENGINE MAIN BODY/

Main body malfunction Description/notable characteristics of the symptom

Ineffective fuel pressure regulator Symptom varies depending on fuel pressure.

Malfunctioning spark plug —

Symptom varies depending on contact condition and the number of

Symptom varies depending on degree of wear and the number of cyl-

Belt tension too high —

Component Parts Location ABS002CI

Main component part Type Location K

Direct current motor type

Main component part Type Location

Circuit Diagram ABS002CJ