Toyota Corolla (2004+). Manual - part 64
05-181
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
WIRING DIAGRAM
From Terminal 6 of Ignition Switch
ECM
B-W
I2
B-W
Ignition Coil and
1
Igniter No.1
B-W
8
3
R-L
E3
B-W
IGT1
2
L-Y
W-B
4
9
B-W
1
I3
3
Y-G
E3
IGT2
Ignition Coil and
Igniter No.2
2
L-Y
W-B
4
B-W
10
B-W
1
I4
3
GR
E3
IGT3
Ignition Coil and
W-B
Igniter No.3
2
L-Y
W-B
4
J3
H J2 F
J2
F
B-W
Junction
W-B
Connector
J2
F
J2
F
11
1
I5
W
E3
IGT4
Ignition Coil and
3
L-Y
23
Igniter No.4
B-W
L-Y
IGF
E3
2
1
W-B
4
W-B
Noise
EC
Filter
A84929
05-182
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
INSPECTION PROCEDURE
HINT:
Read freeze frame data using the hand−held tester or the OBD II scan tool. Freeze frame data records the
engine conditions when a malfunction is detected. When troubleshooting, it is useful for determining whether
the vehicle was running or stopped, the engine was warmed up or not, the air-fuel ratio was lean or rich,
etc. at the time of the malfunction.
1
PERFORM SIMULATION TEST
(a) Clear the DTC (See page 05-9)
(b) Shuffle arrangement of the ignition coil and igniters.
NOTICE:
Do not shuffle the connectors.
(c)
Perform the simulation test.
Result:
Display (DTC output)
Proceed to
The same DTC is output again
A
The other DTC is output
B
B
REPLACE IGNITION COIL ASSY
(See page 18-2)
A
2
INSPECT ECM(IGT1, IGT2, IGT3, IGT4 AND IGF SIGNAL)
(a) Inspection using the oscilloscope.
IGF
E1
(b) During cranking or idling, check the waveform between
E4
E5
terminals IGT1 to IGT4 and E1, IGF and E1 of the ECM
connector.
Standard:
Item
Contents
CH1: IGT1, IGT2, IGT3, IGT4 - E1
IGT4
IGT3
IGT2
IGT1
Terminal
CH2: IGF - E1
ECM Connector
Equipment Setting
2V/Division, 20ms/Division
A18294
Condition
While the engine is cranking or idling
HINT:
Correct waveform is as shown in the diagram on the left.
CH1
(IGT1 to 4)
GND
CH2
(IGF)
GND
A63956
NG REPLACE ECM (See page 10-11)
OK
05-183
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
3
CHECK HARNESS AND CONNECTOR(IGNITION COIL ASSY - ECM)
(a)
Disconnect the I2, I3, I4 or I5 ignition coil and igniter con-
nector.
E3
(b)
Disconnect the E3 ECM connector.
(c)
Check the resistance between the wire harness side con-
nectors.
IGT1
IGF
Standard (Check for open):
IGT2
Tester Connection
Specified Condition
IGT3
IGF (I2-2) - IGF (E3-23)
IGT4
ECM Connector
A65743
IGF (I3-2) - IGF (E3-23)
Below 1 W
IGF (I4-2) - IGF (E3-23)
IGF (I5-2) - IGF (E3-23)
Wire Harness Side:
I2
I3
I4
I5
Standard (Check for open):
Ignition Coil and Igniter Connector
Tester Connection
Specified Condition
IGT (I2-3) - IGT1 (E3-8)
IGT (I3-3) - IGT2 (E3-9)
Below 1 W
IGT (I4-3) - IGT3 (E3-10)
IGT (I5-3) - IGT4 (E3-11)
IGF
IGT
Standard (Check for short):
Front View
Tester Connection
Specified Condition
A54393
IGF (I2-2) or IGF (E3-23) - Body ground
IGF (I3-2) or IGF (E3-23) - Body ground
10 kW or higher
IGF (I4-2) or IGF (E3-23) - Body ground
IGF (I5-2) or IGF (E3-23) - Body ground
Standard (Check for short):
Tester Connection
Specified Condition
IGT (I2-3) or IGT1 (E3-8) - Body ground
IGT (I3-3) or IGT2 (E3-9) - Body ground
10 kW or higher
IGT (I4-3) or IGT3 (E3-10) - Body ground
IGT (I5-3) or IGT4 (E3-11) - Body ground
(d)
Reconnect the ECM connector.
(e)
Reconnect the ignition coil and igniter connector.
NG REPAIR OR REPLACE HARNESS OR
CONNECTOR
OK
05-184
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
4
INSPECT IGNITION COIL ASSY(POWER SOURCE)
Wire Harness Side:
(a) Disconnect the I2, I3, I4 or I5 ignition coil and igniter con-
I2
I3
I4
I5
nector.
Ignition Coil and Igniter Connector
(b) Check the resistance between the wire harness side con-
nectors.
Standard (Check for open):
Tester Connection
Specified Condition
GND (I1-4) - Body ground
+B (+) GND (-)
GND (I2-4) - Body ground
Below 1 W
Front View
GND (I3-4) - Body ground
A54393
GND (I4-4) - Body ground
(c)
Turn the ignition switch ON position.
(d) Measure the voltage between the terminal of the wire har-
ness side connector and body ground.
Standard:
Tester Connection
Specified Condition
+B (I2-1) - GND (I2-4)
+B (I3-1) - GND (I3-4)
9 to 14 V
+B (I4-1) - GND (I4-4)
+B (I5-1) - GND (I5-4)
(e) Reconnect the ignition coil and igniter connector.
OK REPLACE IGNITION COIL ASSY
(See page 18-2)
NG
05-185
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
5
CHECK HARNESS AND CONNECTOR(IGNITION COIL ASSY - IGNITION SWITCH)
Wire Harness Side:
(a) Disconnect the I2, I3, I4 or I5 ignition coil and igniter con-
I2
I3
I4
I5
nector.
Ignition Coil and Igniter Connector
(b) Disconnect the I10 ignition switch connector.
(c)
Check the resistance between the wire harness side con-
nectors.
Standard (Check for open):
Tester Connection
Specified Condition
+B
+B (I2-1) - IG2 (I10-6)
Front View
A54393
+B (I3-1) - IG2 (I10-6)
Below 1 W
+B (I4-1) - IG2 (I10-6)
+B (I5-1) - IG2 (I10-6)
Wire Harness Side:
Standard (Check for short):
I10
Ignition Switch Connector
Tester Connection
Specified Condition
+B (I2-1) or IG2 (I10-6) - Body ground
+B (I3-1) or IG2 (I10-6) - Body ground
10 kW or higher
+B (I4-1) or IG2 (I10-6) - Body ground
IG2
+B (I5-1) or IG2 (I10-6) - Body ground
(d) Reconnect the ignition coil and igniter connector.
Front View
(e) Reconnect the ignition switch connector.
A66267
NG REPAIR OR REPLACE HARNESS OR
CONNECTOR
OK
REPLACE IGNITION COIL ASSY (See page 18-2)
05-186
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
05DIP-01
DTC
P0420
CATALYST SYSTEM EFFICIENCY BELOW
THRESHOLD (BANK 1)
CIRCUIT DESCRIPTION
The ECM compares the two waveforms of the heated oxygen sensors located before and after the catalyst
to determine whether or not the catalyst performance has deteriorated.
Air-fuel ratio feedback compensation keeps the waveform of the heated oxygen sensor in front of the cata-
lyst alternates between back and forth, from rich to lean.
If the catalyst is functioning normally, the waveform of the heated oxygen sensor behind the catalyst switches
back and forth between rich and lean much more slowly than the waveform of the heated oxygen sensor
in front of the catalyst.
When both waveforms change at a similar rate, it indicates that the catalyst performance has deteriorated.
MONITOR DESCRIPTION
The vehicle is equipped with the two oxygen sensors (O2S). One is mounted upstream from the three-way
catalytic (TWC) converter (front heated oxygen sensor ”sensor 1” ), the second is mounted downstream
(heated oxygen sensor ”sensor 2” ). The catalyst efficiency monitor compares the sensor 1 and 2 signals
in order to calculate TWC ability to store oxygen.
During normal operation, the TWC stores and releases oxygen as needed. This results in low oxygen varia-
tions in the post TWC exhaust stream as shown.
Waveform of Heated
Waveform of Heated
Oxygen Sensor
Oxygen Sensor
(before Catalyst)
(after Catalyst)
Normal Catalyst
Waveform of Heated
Waveform of Heated
Oxygen Sensor
Oxygen Sensor
(after Catalyst)
(before Catalyst)
Abnormal Catalyst
A84948
As the TWC’s efficiency degrades, its ability to store oxygen is reduced. This causes higher variations in post
TWC exhaust stream oxygen content and results in increased sensor 2 signal activity as shown.
When running the monitor, the ECM compares sensor1 and sensor 2 signals over a specific time to deter-
mine the TWC efficiency. The ECM begins by calculating the signal length for both sensors.
05-187
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
Heated Oxygen Sensor Signal Length:
Signal Length
Sensor
Output
Voltage
Time
A82718
DTC No.
DTC Detection Condition
Trouble Area
After engine and catalyst are warmed up, and while vehicle is
F Gas leakage in exhaust system
driven within set vehicle and engine speed range, waveforms
P0420
F Heated oxygen sensor (bank 1 sensor 1, 2)
of heated oxygen sensors have same amplitude (2 trip detec-
F Three-way catalytic converter
tion logic)
MONITOR STRATEGY
Related DTCs
P0420
Bank 1 catalyst is deterioration
Main sensors
Front and rear heated oxygen sensor
Mass air flow sensor, engine coolant temperature
Required sensors/components
Related sensors
sensor, engine speed sensor, intake air tempera-
ture sensor
Frequency of operation
Once per driving cycle
Duration
90 seconds
MIL operation
2 driving cycles
Sequence of operation
None
TYPICAL ENABLING CONDITIONS
Specification
Item
Minimum
Maximum
The monitor will run whenever the follow-
See ”List of Disable a Monitor” (On page 05-25)
ing DTCs are not present
Battery voltage
11 V
-
Intake air temperature
-10_C (14_F)
-
Idle
OFF
Intake air amount
8.5 g/sec
25 g/sec
Engine speed
-
4,000 rpm
Engine coolant temperature
75_C (167_F)
-
Estimated catalyst temperature conditions
1 and 2
are met:
1. Upstream catalyst
500_C (932_F)
900_C (1,472_F)
2. Downstream catalyst
350_C (932_F)
900_C (1,472_F)
Fuel system status
Closed loop
05-188
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
TYPICAL MALFUNCTION THRESHOLDS
Detection Criteria
Threshold
Catalyst deterioration level
0.6 or more
Number of times detection
3 times
COMPONENT OPERATING RANGE
Parameter
Standard Value
Catalyst deterioration level (heated oxygen sensor signal
0 to 0.1
length)
MONITOR RESULT (MODE 06 DATA)
Conversion
Test ID
Comp ID
Description of Test Data
Description of Test Limit
Unit
Factor
Catalyst deterioration (bank 1) lev-
Multiply by
Malfunction criteria for catalyst de-
$01
$01
el determined by waveforms of the
-
0.007812
terioration
heated oxygen sensor.
(no dimension)
Refer to page 05-27 for detailed information on Checking Monitor Status.
05-189
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
CONFIRMATION DRIVING PATTERN
Engine Speed
(c)
(d)
2,500 to 3,000 rpm
(b)
Idling
IG SW OFF
(a)
Warmed up
3 minutes
Check
Time
A58693
(a) Connect the hand-held tester to the DLC3, or connect the
probe of the oscilloscope between terminals OX1A,
OX1B and E1 of the ECM connector.
(b) Start the engine and warm it up with all the accessories
switched OFF until the engine coolant temperature be-
comes stable.
(c)
Run the engine at 2,500 to 3,000 rpm for about 3 minutes.
(d) After confirming that the waveform of the bank 1 sensor
1 (OX) which oscillates between 0 V and 1 V under a feed-
back to the ECM, check the waveform of the bank 1 sen-
sor 2 (OX).
HINT:
If there is malfunction in the system, the waveform of ”sensor
OX Signal Waveform (Oscilloscope)
2” (OXL2) may become a similar to the one of ”sensor1” (OXL1)
1.0 V
shown in the diagram on the left.
0 V
200 msec. /Division
A58694
05-190
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
INSPECTION PROCEDURE
HINT:
Read freeze frame data using the hand−held tester or the OBD II scan tool. Freeze frame data records the
engine conditions when a malfunction is detected. When troubleshooting, it is useful for determining whether
the vehicle was running or stopped, the engine was warmed up or not, the air-fuel ratio was lean or rich,
etc. at the time of the malfunction.
1
CHECK OTHER DTC OUTPUT(IN ADDITION TO DTC P0420)
(a) Connect the hand-held tester or the OBD II scan tool to the DLC3.
(b) Turn the ignition switch ON and push the hand-held tester or the OBD II scan tool main switch ON.
(c)
Select the item ”DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES”.
(d) Read the DTCs.
Result:
Display (DTC output)
Proceed to
P0420
A
P0420 and other DTCs
B
HINT:
If any other codes besides P0420 are output, perform the troubleshooting for those DTCs first.
B
GO TO RELEVANT DTC CHART
(See page 05-35)
A
2
CHECK FOR EXHAUST GAS LEAKAGE
NG REPAIR OR REPLACE EXHAUST GAS
LEAKAGE POINT (See page 15-2)
OK
3
INSPECT HEATED OXYGEN SENSOR(BANK 1 SENSOR 1) (See page 05-101)
Refer to the hint below.
NG REPLACE HEATED OXYGEN SENSOR
OK
4
INSPECT HEATED OXYGEN SENSOR(BANK 1 SENSOR 2) (See page 05-128)
Refer to the hint below.
NG REPLACE HEATED OXYGEN SENSOR
OK
REPLACE THREE-WAY CATALYTIC CONVERTER(EXHAUST MANIFOLD)
05-191
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
HINT:
Hand-held tester only:
F
The following procedure enables the technician to identify a trouble area if malfunction in both front
and rear heated oxygen sensors other than the catalyst converter, or the malfunction that indicates
the actual air-fuel ratio extremely RICH or LEAN.
F
Narrowing down the trouble area is possible by performing ”A/F CONTROL” ACTIVE TEST (heated
oxygen sensor or other trouble areas can be distinguished).
(a) Perform ACTIVE TEST using hand-held tester (A/F CONTROL).
HINT:
”A/F CONTROL” is ACTIVE TEST which changes the injection volume -12.5 % or +25 %.
(1)
Connect the hand-held tester to the DLC3 on the vehicle.
(2)
Turn the ignition switch ON.
(3)
Warm up the engine by running the engine speed at 2,500 rpm for approximately 90 seconds.
(4)
Select the item ”DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / A/F CONTROL”.
(5)
Perform ”A/F CONTROL” with the engine in an idle condition (press the right or left button).
Result:
Heated oxygen sensor reacts in accordance with increase and decrease of injection volume
+25 % rich output: More than 0.5 V,
-12.5 % lean output: Less than 0.4 V
NOTICE:
There is a delay of few seconds in the sensor 1 (front sensor) output, and there is about 20 seconds
delay at maximum in the sensor 2 (rear sensor).
Output voltage of heated oxygen
Output voltage of heated oxygen
Mainly suspect
sensor (sensor 1: front sensor)
sensor (sensor 2: rear sensor)
trouble area
Injection volume
Injection volume
+25 %
+25 %
-12.5 %
-12.5 %
Output voltage
Output voltage
Case 1
More than 0.5 V
More than 0.5 V
OK
OK
Less than 0.4 V
Less than 0.4 V
Injection volume
Injection volume
+25 %
+25 %
Sensor 1: front sensor
-12.5 %
-12.5 %
Output voltage
(sensor 1, heater, sensor 1
Case 2
Output voltage
circuit)
More than 0.5 V
No reaction
NG
OK
Less than 0.4 V
Injection volume
Injection volume
+25 %
+25 %
-12.5 %
-12.5 %
Sensor 2: rear sensor
Output voltage
(sensor 2, heater, sensor 2
Case 3
Output voltage
circuit)
More than 0.5 V
No reaction
NG
Less than 0.4 V
OK
Injection volume
Injection volume
Extremely rich or lean actual
+25 %
+25 %
-12.5 %
-12.5 %
air-fuel ratio
Case 4
Output voltage
Output voltage
(Injector, fuel pressure, gas
leakage in exhaust system,
No reaction
NG
No reaction
NG
etc.)
05-192
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
The following of A/F CONTROL procedure enables the technician to check and graph the voltage outputs
of both the heated oxygen sensors.
For displaying the graph indication, enter ”ACTIVE TEST / A/F CONTROL / USER DATA”, then select ”O2S
B1S1 and O2S B1S2” by pressing ”YES” button and push ”ENTER” button before pressing ”F4” button.
05-193
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
05DIQ-01
DTC
P0441
EVAPORATIVE EMISSION CONTROL
SYSTEM INCORRECT PURGE FLOW
DTC
P0446
EVAPORATIVE EMISSION CONTROL
SYSTEM VENT CONTROL CIRCUIT
CIRCUIT DESCRIPTION
The vapor pressure sensor, VSV for canister closed valve (CCV), VSV for pressure switching valve are used
to detect abnormalities in the evaporative emission control system.
The ECM decides whether there is an abnormality in the evaporative emission control system based on the
vapor pressure sensor signal.
DTCs P0441 and P0446 are recorded by the ECM when evaporative emissions leak from the components
within the dotted line in Fig. 1 below, or when there is malfunction in both VSV for EVAP and VSV for pressure
switching valve, or in the vapor pressure sensor itself.
Fig. 1
ECM
Vapor Pressure
Sensor
VSV for
(6)
Pressure
VSV for
VSV
Fuel Tank Over
Switching Valve
CCV
for EVAP
(1)
Fill Check Valve
(4)
(2)
(5)
(10)
(7)
(8)
(11)
(9)
(3)
Charcoal Canister
Fuel Tank
A73631
05-194
DIAGNOSTICS
- SFI SYSTEM (April, 2003)
Open
Open
VSV for CCV
Closed
Open
VSV for
Closed
Closed
Pressure Switching Valve
Open
Closed
Closed
VSV for EVAP
Inner pressure in the tank
P0441
P0442, P0456
P0446
Cold Start
Negative
Tank & Canister
VSV for Pressure
Temperatures of the engine coolant and
Pressure
Leak Check
Switching Valve, CCV
the intake air are almost equal.
Introduction
A73632
Testing
DTC No.
DTC Detecting Condition
Trouble Area
F Fuel tank cap incorrectly installed
Pressure in charcoal canister and fuel tank does not drop dur-
F Fuel tank cap is cracked or damaged
ing purge control (2 trip detection logic)
F Vacuum hose is cracked, holed, blocked, damaged or discon-
P0441
nected ((1), (2), (3), (4), (5), (6), (7), (8), (9), (10) and (11) in
During purge cut-off, pressure is very low compared with at-
Fig. 1)
mospheric pressure (2 trip detection logic)
F Open or short in vapor pressure sensor circuit
FVapor pressure sensor
No rising the fuel tank pressure when commanding the CCV
F Open or short in VSV circuit for EVAP
open after an EVAP leak test
F VSV for EVAP
F Open or short in VSV circuit for CCV
No changing the fuel tank pressure when commanding the
F VSV for CCV
F Open or short in VSV circuit for pressure switching valve
P0446
pressure switching valve for the check after the EVAP leak test
F VSV for pressure switching valve
F Fuel tank is cracked, holed or damaged
A high negative pressure (vacuum) does not occurs in the
F Charcoal canister is cracked, holed or damaged
system when commanding the VSV for EVAP open with the
F Fuel tank over fill check valve is cracked or damaged
CCV closed
F ECM
HINT:
Typical DTC output of each trouble part.
Trouble part
Typical DTC output (*1)
Small Leak
P0442 and/or P0456 (*2)
Medium Leak (ex: Vacuum hose loose)
P0442
Large Leak (ex: Fuel tank cap loose)
P0441 and P0442 and P0446
Open Malfunction
P0441
VSV for EVAP
Close Malfunction
P0441 and P0442 and P0446
Open Malfunction
P0441 and P0442 and P0446
VSV for CCV
Close Malfunction
P0446
Open Malfunction
P0446
VSV for Pressure Switching
Close Malfunction
P0441 and P0442 and P0446
*1: ECM may output some other DTCs combination.
*2: Refer to P0442 and P0456 on page 05-218.
05-195
DIAGNOSTICS
-
SFI SYSTEM (April, 2003)
MONITOR DESCRIPTION
P0441
The ECM checks for a stuck closed malfunction in the VSV for EVAP by commanding it to open with the CCV
closed. If a high negative pressure does not develop inthe fuel tank, the ECM determines that the VSV for
EVAP remains closed. The ECM turns on the MIL and a DTC is set.
The ECM checks for VSV for EVAP ”stuck open” fault by commanding both valves (VSV for EVAP and CCV)
to close at a time when the fuel tank is at atmospheric pressure. If the fuel tank develops a high negative
pressure at this early stage of the test, the ECM determines that the VSV for EVAP is stuck OPEN.
The ECM will turn on the MIL and a DTC is set.
P0446
If there is a malfunction detected in the VSV for evaporative emission (EVAP), the canister closed valve
(CCV) and the VSV for bypass valve; the ECM will illuminate the MIL and set a DTC.
This portion of the EVAP diagnosis checks the following EVAP system functions:
(a) CCV stuck closed.
The ECM checks for a CCV ”stuck closed” malfunction by commanding the CCV to open after an EVAP
leak test. If the fuel tank pressure does not rise (lose vacuum), the ECM determines that the CCV is
stuck closed. The ECM will turn on the MIL and a DTC is set.
(b) VSV for pressure switching valve stuck closed.
The ECM checks for a VSV for pressure switching valve ”stuck closed” malfunction by commanding
the VSV for pressure switching valve to close after an EVAP leak test. If the fuel tank pressure does
not change, the ECM determines that the VSV for pressure switching valve is malfunctioning. The ECM
will turn on the MIL and a DTC is set.
(c)
VSV for EVAP (Purge line to intake manifold) stuck closed.
The ECM checks for a stuck closed malfunction in the VSV for EVAP by commanding it to open with
the CCV closed. If a high negative pressure does not develop inthe fuel tank, the ECM determines that
the VSV for EVAP remains closed. The ECM turns on the MIL and a DTC is set.
MONITOR STRATEGY
P0441
VSV for EVAP malfunction
Canister close valve stuck closed
DTCs
P0446
VSV for pressure switching valve malfunction
VSV for EVAP malfunction
Main
Vapor pressure sensor
Required sensors/components
Engine coolant temperature sensor, intake air
Sub
temperature sensor, vehicle speed sensor
Frequency of operation
Once per drive cycle
P0441 : 90 seconds
Duration
P0446 : 10 seconds
MIL operation
2 drive cycles
Sequence of operation
None