DI−4

DIAGNOSTICS − ENGINE
DI1I6−05

PRE−CHECK
1. DIAGNOSIS SYSTEM
(a) Description for Euro−OBD (European spec.)
S When troubleshooting Euro−OBD vehicles, the
only difference from the usual troubleshooting pro-
cedure is that you connect to the vehicle the OBD
scan tool complying with ISO 15031−4 or hand−
held tester, and read off various data output from
FI2547
the vehicle’s engine ECU.
S Euro−OBD regulations require that the vehicle’s
on−board computer lights up the check engine
warning light on the instrument panel when the
computer detects a malfunction in the emission
control system / components or in the power train
control components which affect vehicle emissions,
or a malfunction in the computer. In addition to the
check engine warning light lighting up when a mal-
f unct ion is det ect ed, t he applicable Diagnost ic
Trouble Codes (DTC) prescribed by ISO 15031−4
are recorded in the engine ECU memory (See page
DI−18). If the malfunction does not reoccur in 3 con-
secutive trips, the check engine warning light goes
off automatically but the DTCs remain recorded in
the engine ECU memory.

Hand−Held Tester S To check the DTCs, connect the OBD scan tool or
hand−held tester to Data Link Connector 3 (DLC3)
on the vehicle. The OBD scan tool or hand−held
tester also enables you to erase the DTCs and
check freezed frame data and various forms of en-
gine data. (For operating instructions, see the OBD
scan tool’s instruction book.)
DTCs include ISO controlled codes and manufac-
DLC3 D07986 turer controlled codes. ISO controlled codes must
be set as prescribed by the ISO, while manufacturer
controlled codes can be set freely by the manufac-
turer within the prescribed limits. (See DTC chart on
page DI−18)
S The diagnosis system operates in normal mode
during normal vehicle use. It also has a check mode
for technicians to simulate malfunction symptoms
and troubleshoot. Most DTCs use 2 trip detection
logic* to prevent erroneous detection, and ensure
thorough malfunction detection. By switching the
engine ECU to check mode when troubleshooting,
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the technician can cause the check engine warning

light to light up for a malfunction that is only detected
once or momentarily. (hand−held tester only) (See
step 2)
S *2 trip detection logic: When a malfunction is 1st de-
tected, the malfunction is temporarily stored in the
engine ECU memory. (1st trip) If the same malfunc-
tion is detected again during the second drive test,
this 2nd detection causes the check engine warning
light to light up. (2nd trip)
(However, the IG switch must be turned OFF be-
tween the 1st trip and the 2nd trip.)
S Freeze frame data:
Freeze frame data records the engine condition
when a misfire (DTCs P0300/93 − P0304/93) or fuel
trim malfunction (DTCs P0171/25) or other mal-
function (first malfunction only), is detected.
Because freeze frame data records the engine
conditions (fuel system, calculated load, engine
coolant temperature, fuel trim, engine speed, ve-
hicle speed, etc.) when the malfunction is detected,
when troubleshooting it is useful for determining
whether the vehicle was running or stopped, the en-
gine warmed up or not, the air−fuel ratio lean or rich,
etc. at the time of the malfunction.
S Priorities for troubleshooting:
If troubleshooting priorities for multiple DTCs are
given in the applicable DTC chart, these should be
followed.
If no instructions are given troubleshoot DTCs according to the
following priorities.
(1) DTCs other than fuel trim malfunction (DTCs
P0171/25) and misfire (DTCs P0300/93 −
P0304/93).
(2) Fuel trim malfunction (DTCs P0171/25).
(3) Misfire (DTCs P0300/93 − P0304/93).
(b) Description for M−OBD (Except European spec.)
S When troubleshooting Multiplex OBD (M−OBD) ve-
hicles, the only difference from the usual trouble-
shooting procedure is that you connect the hand−
held tester to the vehicle, and read off various data
output from the vehicle’s engine ECU.
S The vehicle’s on−board computer lights up the
check engine warning light (CHK ENG) on the
instrument panel when the computer detects a mal-
function in the computer itself or in drive system
components. In addition to the check engine warn-
ing light lighting up when a malfunction is detected,
the applicable Diagnosis Trouble Code (DTC) are
recorded in the engine ECU memory.
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DIAGNOSTICS − ENGINE

(See page DI−18)

If the malfunction has been repaired, the check en-
gine warning light goes off automatically but the
DTCs remain recorded in the engine ECU memory.
S To check the DTCs, connect the hand−held tester
to Data Link Connector 3 (DLC3) on the vehicle. or
read the number of blinks of the check engine warn-
ing light when TC and CG terminals on the DLC3
are connected. The hand−held tester also enables
you to erase the DTCs and activate the several ac-
tuators and check freezed frame data and various
forms of engine data (For operating instructions,
see the hand−held tester instruction book.)
S The diagnosis system operates in normal mode
during normal vehicle use. It also has a check (test)
mode for technician to simulate malfunction symp-
toms and troubleshoot. Most DTCs use 2 trip detec-
tion logic to prevent erroneous detection and en-
sure thorough malfunction detection. By switching
the engine ECU to check (test) mode using hand−
held tester when troubleshooting, the technician
can cause the check engine warning (CHK ENG) to
light up for a malfunction that is only detected once
or momentarily. (Hand−held tester only)
(See step 3.)
S * 2 trip detection logic
When a logic malfunction is fist detected, the mal-
function is temporally stored in the engine ECU
memory. If the same malfunction is detected again
during the second drive test, this second detection
cases the check engine warning (CHK ENG) to light
up.
The 2 trip repeats the same mode for 2 times. (How-
ever, the IG switch must be turned OFF between the
1st trip and 2nd trip)
S Freeze frame data:
Freeze frame data records the engine condition
when malfunction is detected.
Because freeze frame data records the engine
conditions (fuel system, calculator load, water tem-
perature, fuel trim, engine speed, vehicle speed,
etc.) when the malfunction is detected, when trou-
bleshooting it is useful for determining whether the
vehicle was running or stopped, the engine warmed
up or not, the air−fuel ratio lean or rich, etc. at the
time of the malfunction.

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DIAGNOSTICS − ENGINE

(c) Check the DLC3.

The vehicle’s engine ECU uses the ISO 9141−2(Euro−
OBD) / ISO 14230(M−OBD) communication protocol.
1 2 3 4 5 6 7 8 The terminal arrangement of DLC3 complies with ISO
9 10 1112 1314 15 16 15031−03 and matches the ISO 9141−2 / ISO 14230 for-
mat.

DLC3

A04550

Terminal No. Connection / Voltage or Resistance Condition

7 Bus † Line / Pulse generation During transmission
4 Chassis Ground / « Body Ground 1 W or less Always
16 Battery Positive / « Body Ground 9 − 14 V Always
HINT:
If your display shows ”UNABLE TO CONNECT TO VEHICLE”
when you have connected the cable of the OBD scan tool or
hand−held tester to DLC3, turned the ignition switch ON and
operated the hand−held tester, there is a problem on the vehicle
side or tool side.
S If communication is normal when the tool is connected to
another vehicle, inspect DLC3 on the original vehicle.
S If communication is still not possible is when the tool is
connected to another vehicle, the problem is probably in
the tool itself, so consult the Service Debarment listed in
the tool,s instruction manual.

2. INSPECT DIAGNOSIS (Normal Mode)

(a) Check the check engine warning light.
(1) The check engine warning (CHK ENG) comes on
when the ignition switch is turned ON and the en-
gine is not running.
HINT:
If the check engine warning (CHK ENG) does not light up, trou-
bleshoot the combination meter.
FI2547 (2) When the engine is started, the check engine warn-
ing light should go off. If the lamp remains on, the
diagnosis system has detected a malfunction or ab-
normality in the system

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DIAGNOSTICS − ENGINE

(b) Check the DTC, using hand−held tester.

NOTICE:
(Hand−held tester only): When the diagnosis system is
switched from normal mode to check (test) mode, it erases
all DTCs and freezed frame data recorded in normal mode.
So before switching modes, always check the DTCs and
freezed frame data, and note them down.
(1) Prepare the hand−held tester.
(2) Connect the hand−held tester to DLC3.
(3) Turn the ignition switch ON and switch the hand−
held tester main switch ON.
(4) Use the hand−held tester to check the DTCs and
freezed frame data; note them down. (For operating
instructions, see the hand−held tester,s instruction
book.)
(5) See page DI−18 to confirm the details of the DTCs.

(c) If you have no hand−held tester, perform the following

TC
step (1) to (6).
(1) Turn the ignition switch ON.
(2) Using SST, connect between terminals 13 (TC) and
4 (CG) of DLC3.
SST 09843 − 18040

CG A04438

(3) Read the DTC from the check engine warning light
0.25 sec. (CHK ENG).

ON ON ON ON

OFF OFF OFF

0.25 sec.
FI0294

0.5 sec. 1.5 sec. (4) As an example, the blinking patterns for codes, nor-
mal, 12 and 31 are as shown on the illustration.
4.5 sec. 4.5 sec.
(5) Check the details of the malfunction using the DTC
2.5 chart on page DI−18.
ON sec. (6) After completing the check, disconnect terminals 13
OFF
0.5 sec. (TC) and 4 (CG) and turn off the display.
Repeat
HINT:
One Cycle In the event of 2 or more malfunction cords, indication will begin
Start from the smaller numbered cord and continue in order to the
BR3589

larger.
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DIAGNOSTICS − ENGINE

NOTICE:
S When simulating symptoms without a hand−held tes-
ter to check the DTCs, use normal mode. For codes
on the DTCs, chart subject to ”2 trip detection logic”,
turn the ignition switch OFF after the symptom is sim-
ulated the first time. Then repeat the simulation pro-
cess again. When the problem has been simulated
twice, the check engine warning light Iights up and
the DTCs, are recorded in the engine ECU
S Check the 1st trip DTC using Mode7 for ISO 15031
(Continuous Test Results of Euro−OBD function in
hand−held tester).
3. INSPECT DIAGNOSIS (Check (Test) Mode)
HINT:
Hand−held tester only:
Compared to the normal mode, the check mode has an in-
creased sensitivity to detect malfunctions.
Furthermore, the same diagnostic items which are detected in
the normal mode can also be detected in the check (test) mode.
(a) Check the DTC.
(1) Initial conditions
S Battery positive voltage 11V or more.
S Throttle valve fully closed.
S Transmission in ”P” or ”N” position.
S Air conditioning switched OFF.
(2) Turn ignition switch OFF.
(3) Prepare the hand−held tester.
(4) Connect the hand−held tester to DLC3 on the at the
lower left of the instrument panel.
(5) Turn the ignition switch ON and switch the push the
hand−held tester ON.

(6) Switch the hand−held tester normal mode to check

(test) mode. (Check that the check engine warning
light (CHK ENG) flashes.)
Flashing (7) Start the engine. (The check engine warning (CHK
ON ENG) light goes out after the engine start.)
OFF (8) Simulate the conditions of the malfunction de-
scribed by the customer.
0.13 Second NOTICE:
FI3605 Leave the ignition switch ON until you have checked the
DTC, etc.
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(9) After simulating the malfunction conditions, use the

hand−held tester diagnosis selector to check the
DTCs and freezed frame data, etc.
HINT:
Take care not to turn the ignition switch OFF. Turning the ignition
switch OFF switches the diagnosis system from check (test)
mode to normal mode. so all DTCs, etc. are erased.
(10) After checking the DTCs, inspect the applicable cir-
cuit.
(b) Clear the DTC.
The following actions will erase the DTCs and freezed
frame data.
S Operating the hand−held tester to erase the
codes. (See the hand−held tester’s instruc-
tion book for operating instructions.)
S Disconnecting the battery terminals or EFI
fuse.
NOTICE:
If the hand−held tester switches the engine ECU from nor-
mal mode to check mode or vice−versa, or if the ignition
switch is turned from ON to ACC or OFF during check
mode, the DTCs and freezed frame data will be erased.

Interface Box (c) Using break−out−box and hand−held tester

Vehicle Harness (1) Hook up the break−out−box and hand−held tester
to the vehicle.
(2) Read the engine ECU input/output values following
Engine the prompts on the tester screen.
ECU HINT:
Hand−held tester has a ”Snapshot” function. This records the
measured values and is effective in the diagnosis of intermittent
Break−Out−Box N09348 problems.
Please refer to the hand−held tester/break−out−box operator,s
manual for further details.

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4. FAIL−SAFE CHART
If any of the following codes is recorded, the engine ECU enters fail−safe mode.
DTC No. Fail−Safe Operation Fail−Safe Deactivation Conditions
P0110/24 Intake air temp. is fixed at 20˚C (68˚F) Returned to normal condition
P0115/22 Water temp. is fixed at 80˚(176˚F) Returned to normal condition
The following condition must be repeated at least 2 times
consecutively
P0120/41 VTA is fixed at 0˚
When closed throttle position switch is ON:
0.1 V % VTA and 0.95 V

P0325/52 Max. timing retardation IG switch OFF

High RPM for cut is prohibited Returned to normal condition
P0500/42
ISC control prohibited

P1300/14 Fuel cut Feturned to normal condition

P1305/15
P1310/14
P1315/15

5. CHECK FOR INTERMITTENT PROBLEMS

HAND−HELD TESTER only:
By putting the vehicle’s engine ECU in check (test) mode, 1 trip detection logic is possible instead of 2 trip
detection logic and sensitivity to detect open circuits is increased. This makes it easier to detect intermittent
problems.
(1) Clear the DTC (See step 3.).
(2) Set the check (test) mode (See step 3.).
(3) Perform a simulation test (See page IN−10).
(4) Check the connector and terminal (See page IN−20).
(5) Check the visual check and contact pressure (See page IN−20).
(6) Handle the connector (See page IN−20).
6. BASIC INSPECTION
When the malfunction code is not confirmed in the DTC check, troubleshooting should be carried out in the
order for all possible circuits to be considered as the causes of the problems. In many cases, by carrying
out the basic engine check shown in the following flow chart, the location causing the problem can be found
quickly and efficiently. Therefore, use of this check is essential in engine troubleshooting.

1 Is battery positive voltage 11V or more when engine is stopped ?

NO Charge or replace battery.

YES

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DIAGNOSTICS − ENGINE

2 Is engine cranked ?

NO Proceed to problem table on page DI−24.

YES

3 Does engine start ?

NO Go to step 7.

YES

4 Check air filter.

PREPARATION:
Remove the air filter.
Outside CHECK:
Visually check that the air filter is not excessively dirty or oily.
HINT:
If necessary, clean the filter with compressed air. First blow from
inside thoroughly, then blow from outside of filter.
Inside
P00495

NG Repair or replace.

OK

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5 Check engine idle speed.

Tachometer PREPARATION:
DLC3
(a) Warm up engine to normal operating temperature.
(b) Switch off all accessories.
9 (TAC) (c) Switch off air conditioning.
(d) Shift transmission into the ”N” position.
(e) Connect the hand−held tester to DLC3 on the vehicle.
(f) If you have no hand−held tester, connect tachometer test
prove to terminal 9 (TAC) of DLC3.
SST Battery A09031 SST 09843−18030
NOTICE:
As some tachometer are not compatible with this ignition
system, we recommend that you confirm the compatibility
of your until before use.
CHECK:
Check the idle speed.
OK:
Idle speed:
1ZZ−FE: 650 − 750 rpm
2ZZ−GE (M/T): 750 − 850 rpm
2ZZ−GE (A/T): 700 − 800 rpm

NG Proceed to problem symptoms table on page

DI−24.

OK

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DIAGNOSTICS − ENGINE

6 Check ignition timing.

PREPARATION:
TC
(a) Warm up engine to normal operating temperature.
(b) Switch off all accessories.
(c) Switch off air conditioning
(d) Shift transmission into the ”N” or ”P” position.
(e) Using SST, connect terminals 13 (TC) and 4 (CG) of
DLC3.
SST 09843−18040
CG (f) Connect the timing light.
CHECK:
Check ignition timing.
OK:
Ignition timing:
1ZZ−FE: 10 − 18˚ BTDC at idle
2ZZ−GE: 8 − 12˚ BTDC at idle

A04438
A09015 A09032

NG Proceed to page IG−1 and continue to trouble-

shoot.

OK

Proceed to problem symptoms table on page

DI−24.

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DIAGNOSTICS − ENGINE

7 Check fuel pressure.

PREPARATION:
(a) Be sure that enough fuel is in the tank.
(b) Turn the ignition switch ON.
(c) Connect the hand−held tester to the DLC3.
(d) Use ACTIVE TEST mode to operate the fuel pump.
(e) If you have no hand−held tester, connect the positive (+)
and negative (−) leads from the battery to the fuel pump
connector (See page FI−6 ).
B07744 CHECK:
Check that the pulsation damper screw rises up when the fuel
pump operates.

NG Proceed to page FI−6, and continue to trouble-

shoot.

OK

8 Check for spark.

PREPARATION:
(a) Remove ignition coil.
(b) Remove the spark plug.
(c) Install the spark plug to the ignition coil, and connect the
ignition coil connector.
(d) Hold the end about 12.5 mm (0.5 in.) from the ground.
(e) Disconnect the injector connector.
CHECK:
A09027 Check if spark occurs while engine is being cranked.
NOTICE:
To prevent excess fuel being injected from the injectors
during this test, don’t crank the engine for more than 5 ~ 10
seconds at a time.

NG Proceed to page IG−1 and continue to trouble-

shoot.

OK

Proceed to problem symptoms table on page

DI−24.

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DIAGNOSTICS − ENGINE

7. ENGINE OPERATING CONDITION

NOTICE:
The values given below for ”Normal Condition” are representative values, so a vehicle may still be
normal even if its value from those listed here. So do not decide whether a part is faulty or not solely
according to the ”Normal Condition” here.
Hand−held tester display Measurement Item Normal Condition*1
Fuel System Bank 1
FUEL SYS #1 OPEN: Air−fuel ratio feedback stopped Idling after warming up: CLOSED
CLOSED: Air−fuel ratio feedback operating
Idling:
1ZZ−FE: 11.3 − 16.0 %
Calculator Load:
2ZZ−GE: 9.1 − 20.0 %
CALC LOAD Current intake air volume as a proportion of max.
Racing without load (2,500rpm):
intake air volume
1ZZ−FE: 12.3 − 17.9 %
2ZZ−GE: 11.0 − 23.0 %

COOLANT TEMP/WATER TEMP. Water Temp. Sensor Value After warming up: 80 − 95˚C (176 − 203˚F)
SHORT FT #1 Short−term Fuel Trim Bank 1 0 ± 20%
LONG FT #1 Long−term Fuel Trim Bank 1 0 ± 20%
Idling:
1ZZ−FE: 1.4 − 2.0 gm/sec.
2ZZ−GE: 1.5 − 5.0 gm/sec.
MAF/AFM Air Flow Rate Through Mass Air Flow Meter
Racing without load (2,500 rpm):
1ZZ−FE: 5.4 − 7.9 gm/sec.
2ZZ−GE: 5.0 − 15.0 gm/sec.

Idling:
1ZZ−FE: 650 − 750 rpm
ENGINE SPD Engine Speed
2ZZ−GE (MT): 750 − 850 rpm
2ZZ−GE (AT): 700 − 800 rpm

VEHICLE SPD Vehicle Speed Vehicle Stopped: 0 km/h (0 mph)

Ignition Advance:
IGN ADVANCE Idling: BTDC 10 − 18˚
Ignition Timing of Cylinder No. 1
INTAKE AIR Intake Air Temp. Sensor Value Equivalent to Ambient Temp.
Voltage Output of Throttle Position Sensor
Throttle Fully Closed: 6 − 16 %
THROTTLE POS Calculated as a percentage:
Throttle Fully Open: 64 − 98 %
0 V ® 0%, 5 V ® 100%
Idling:
INJECTOR Fuel injection time for cylinder No.1 1ZZ−FE: 1.1 − 2.1 ms
2ZZ−GE: 0.8 − 2.0 ms
Voltage Output of Oxygen Sensor
O2S B1, S1 Idling: 0.05 − 0.95 V
Bank 1, Sensor 1
Oxygen Sensor Fuel Trim Bank 1, Sensor 1
O2FT B1, S1 0 ± 20 %
(Same as SHORT FT #1)

Voltage Output of Oxygen Sensor Bank 1 Sensor

O2S B1, S2*3 Driving 50 km/h (31 mph): 0.05 − 0.95 V
2
Distance since activation of check engine warn-
MIL ON RUN DIST When there is no DTC: 0 km (0 mile)
ing light

Idling:
Intake Air Control Valve Duty Ratio
ISC DUTY RATIO 1ZZ−FE: 25 − 35 %
Opening ratio rotary solenoid type IAC valve
2ZZ−GE: 22 − 35 %
STARTER SIG Starter Signal Cranking: ON
CTP SW Closed Throttle Position Switch Signal Throttle Fully Closed: ON
A/C SIG A/C Switch Signal A/C ON: ON
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DIAGNOSTICS − ENGINE

STOP LIGHT SW Stop Light Switch Signal Stop light switch ON: ON
Fuel Cut Idle: Fuel cut when throttle valve fully
FC IDL Fuel cut operating: ON
closed, during deceleration

PNP SW/NSW *2 Neutral start switch signal P or N position: ON

FC TAU Fuel Cut TAU: Fuel cut during very light load Fuel cut operating: ON
CYL#1, CYL#2, CYL#3, CYL#4 Abnormal revolution variation for each cylinder 0%
A/C CUT SIG A/C Cut Signal A/C S/W OFF: ON
FUEL PUMP Fuel Pump Signal Idling: ON
EVAP (PURGE) VSV EVAP VSV Signal VSV operation: Above 30 %
Total Fuel Trim Bank 1: Average value for fuel
TOTAL FT B1*3 Idling: 0.8 − 1.2 V
trim system of bank 1
*1: If no conditions are specifically stated for ”ldling”, it means the shift lever is at N or P position, the A/C
switch is OFF and all accessory switches are OFF.
*2: A/T only
*3: European spec. only.

1ZZ−FE, 2ZZ−GE ENGINE (RM733E)