EFI SYSTEM

TO INDEX 

EF 

EFI SYSTEM 

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

1.1 INSTRUCTIONS ON USE OF THIS 

SERVICE MANUAL ........................................ EF–-1 2 

1.2 HANDLING INSTRUCTIONS ON CATALYTIC 

CONVERTER-EQUIPPED VEHICLES ............ EF–-1 3 

1.3 ITEMS TO BE OBSERVED WHEN MOBILE 

COMMUNICATION SYSTEM IS MOUNTED .. EF–-1 3 

1.4 IMMOBILIZER SYSTEM-EQUIPPED 

VEHICLES ..................................................... EF–-1 4 

1.5 ITEMS TO BE OBSERVED DURING 

SYSTEM CIRCUIT CHECK ............................ EF–-1 4 

1.6 ITEMS TO BE OBSERVED WHEN 

USING OBD II GENERIC SCAN TOOL 

OR DS-21 DIAGNOSIS TESTER .................... EF–-1 6 

1.7 HANDLING INSTRUCTIONS ON 

ENGINE CONTROL SYSTEM ........................ EF–-1 6 

2. CONNECTING PROCEDURE FOR SST 

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

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

3.1 LOCATION OF ELECTRONIC 

CONTROL PARTS ......................................... EF–-1 9 

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


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

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


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

3.2 SYSTEM DIAGRAM ....................................... EF–-114 

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

3.3 WIRING DIAGRAM ........................................ EF–-117 

3.4 ARRANGEMENT OF EFI ECU 

TERMINAL ..................................................... EF–-120 

4. GENERAL PRECAUTIONARY 

MEASURES IN ENGINE DIAGNOSIS ................... EF–-123 

4. 1 PRECAUTIONARY MEASURES 

FOR REPAIRS OF FUEL SYSTEMS ........... EF–-1 23 

4. 2 FUEL PRESSURE RELIEVING 

PROCEDURE ............................................ EF–-1 25 

4. 3 FUEL LEAK CHECK .................................. EF–-1 25 

4. 4 PRECAUTIONARY MEASURES 

DURING TROUBLE-SHOOTING ............... EF–-1 25 

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

5. 1 GENERAL INFORMATION ........................ EF–-1 26 

5. 2 HOW TO PROCEED WITH 

TROUBLE-SHOOTING .............................. EF–-1 32 

5. 3 INQUIRY SHEET ........................................ EF–-1 40 

5. 4 DTC CHART SPECIFICATIONS 

FOR M101, M201, J102 AND S221 ........... EF–-1 41 

5. 5 FAIL-SAFE FUNCTION 

FOR M101, M201, J102 AND S221 ........... EF–-1 45 

5. 6 MATRIX TABLE FOR TROUBLE- 

SHOOTING ACCORDING TO 

MALFUNCTIONING PHENOMENA ........... EF–-1 47 

5. 7 CHECKING PROCEDURE FOR 

COMMON ITEMS IN CHART ..................... EF–-1 48 

5. 8 CHECKING PROCEDURE FOR DTC ........ EF–-1 52 

5. 9 ERASING PROCEDURE FOR DTC ........... EF–-1 57 

5.10 BASIC ENGINE CHECK FLOW CHART .... EF–-1 59 

5.10 BASIC ENGINE CHECK FLOW CHART 

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

5.11 SCAN TOOL DATA (ECU DATA) .............. EF–-1 62 

5.12 CHECK OF ECU AND ITS CIRCUIT .......... EF–-1 64 

5.13 INSPECTION PROCEDURE FOR 

FUEL SYSTEM ........................................... EF–-1 67 

5.14 CIRCUIT INSPECTION .............................. EF–-1 71 

5.15 UNIT CHECK ............................................. EF–-1184 

5.16 SST (Special Service Tools) ...................... EF–-1189 

JEF00001-00000

EF–2 

1. GENERAL PRECAUTIONARY MEASURES 

1.1 INSTRUCTIONS ON USE OF THIS SERVICE MANUAL 

This service manual has been compiled in such a way that the manual may be used both in regions where 

the type certification is implemented based on the EC exhaust emission approval, and other regions. 

Hence, with regard to the assignment, reading, erasing of trouble codes and those steps of checks, repairs 

and confirmation, the service manual contains the procedures for both cases; One is a procedure that uses 

the DS-21 diagnosis tester or the OBD II generic scan tool, and the other is a procedure that does not use 

this tester or tool. 

Therefore, the following instructions given below must be observed. 

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

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

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

• Other regions 

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

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

2. Instructions To Be Followed Concerning Trouble Codes 

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

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

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

to the ISO regulations. 

• Other regions 

You may perform the operation using the 4-digit code, employing the DS-21 diagnosis tester or 

the OBD II generic scan tool. Or you may perform the operation using the 2-digit codes 

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

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

NOTE: 

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

• In cases where the OBD II generic scan tool is employed, not all malfunction codes (4-digit codes) 

can be read out. It should be noted that only those trouble codes in which “zero” follows after “P”, for 

example, P0XXX, can be read out. 

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

of the 4-digit codes. 

• Hereinafter, those regions where the type certification is implemented based on the EC exhaust 

emission approval, is referred to as the “EU specifications.” 

JEF00337-00000

EF–3 

1.2 HANDLING INSTRUCTIONS ON CATALYTIC CONVERTER-EQUIPPED VEHICLES 

WARNING: 

• When a great amount of unburnt gas is admitted into the catalytic converter, overheating is prone to 

occur, resulting in a fire hazard. 

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

explain such precautions to your customers. 

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

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

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

WARNING: 

• Immediately check and repair the vehicle if the fast idle speed or idle speed is unstable or the system 

exhibits malfunction. Failure to observe this warning may result in a fire hazard. 

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

(1) The spark jump test must be limited to cases where such test is absolutely necessary. Also, be sure 

to finish the test in the shortest possible time. 

(2) Never race the engine during the test. 

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

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

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

even leading to catalyst damage. 

5. Be sure to avoid coasting with the ignition switch turned OFF. Moreover, be certain to avoid applying the 

brake for a prolonged period of time. 

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

JEF00002-00000 

1.3 ITEMS TO BE OBSERVED WHEN MOBILE COMMUNICATION SYSTEM IS 

MOUNTED 

For those motor vehicles equipped with a mobile communication system, such as a bidirectional wireless 

telephone and cellular phone, be sure to observe the following precautionary measures. 

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

system of the vehicle. 

2. The wire of the antenna should be routed at least 30 cm away from the ECU and sensors of the electronically-controlled 

system of the vehicle. For details concerning the arrangement of the ECU and sensors, 

refer to the arrangement diagram of the components in the relevant section. 

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

with other harnesses whenever possible. 

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

5. Never install a strong mobile communication system. 

JEF00003-00000

EF–4 

1.4 IMMOBILIZER SYSTEM-EQUIPPED VEHICLES 

1. The immobilizer system is formed by communication between the Immobilizer ECU and the EFI ECU by 

means of the rolling code. The rolling code will be automatically retained both in the immobilizer ECU 

and in the EFI ECU when the engine is started once with the key of the immobilizer system. The engine 

will not start if the rolling code in the immobilizer ECU and EFI ECU are not identical. Therefore, the engine 

will not start when using the EFI ECU which was mounted before on another vehicle with the immobilizer 

system without resetting the rolling code. 

2. When the EFI ECU of a vehicle equipped with the immobilizer system was replaced, based on the results 

of the trouble shooting, and related troubles have been remedied, it is impossible, due to its construction, 

to confirm that the malfunction was caused by the former EFI ECU by installing the EFI ECU 

again. Incidentally, this confirmation is possible in the case of vehicles without the immobilizer system. 

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

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

3. In the case of vehicles equipped with the immobilizer system, once the engine is started for the confirmation 

test, etc. after the malfunction has been remedied, that EFI ECU can not be used for other vehicles 

with the immobilizer system, unless a measure is taken. 

NOTE: 

• When you would like to use each ECU of the vehicle concerned on vehicles equipped with other immobilizer 

system, initialize the ECU, using the diagnosis tester (DS-21), before removing the ECU 

from the vehicle. Then, remove the ECU and install it on another vehicle. If you perform the key registration, 

using the master key of this vehicle, each ECU can be used separately or as a set. 

• When the EFI ECU is to be replaced with a new one, it is possible to start the engine by using the 

master key with the terminal T for immobilizer ECU (ECU-T) of the data link connector grounded with 

a jump wire. 

• Please refer to Section BE of the service manual. 

JEF00004-00000 

1.5 ITEMS TO BE OBSERVED DURING SYSTEM 

CIRCUIT CHECK 

1. Before connecting and disconnecting the connectors and 

terminals, be sure to turn OFF the ignition switch or disconnect 

the negative (–) terminal from the battery. 

Otherwise, the harness is judged to have an open wire, 

and the fail-safe function will be applied. 

On the other hand, when the negative (–) terminal of the 

battery is disconnected, the diagnosis code will be 

erased. Therefore, if it is necessary to confirm the diagnosis 

code, be sure to perform the confirmation in advance. 

2. When disconnecting the connector, never pull the harness. 

Rather, hold the connector properly with the connector 

unlocked and pull it. 

When connecting the connector, be sure to positively insert 

the connector, until you hear a clicking sound when 

the lock is engaged. 

IG “OFF” 

JEF00005-00001 

JEF00006-00002

EF–5 

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

a microcomputer. 

4. When a test probe is applied to the terminal to which a 

voltage is applied, care must be exercised so that two test 

probes may not come in contact with each other, so that 

short circuit may not take place. 

5. When the connector is connected to the ECU, never connect 

an ohmmeter between the ECU connector and the 

sensor or actuator. Failure to observe this caution may 

damage the ECU or sensor or actuator. 

Ω 

JEF00007-00003 

6. When a test probe is applied to the connector, be sure to 

bring it from the rear side (harness side) of the connector. 

In the case of connectors where it is impossible to apply a 

test probe from the rear side, such as water-proof connectors, 

apply the test probe from the connector side. At this 

time, be very careful not to bend the male terminal of the 

connector or open the female terminal. 

JEF00008-00004 

7. Be sure to use a voltmeter/ohmmeter whose internal impedance 

is at least 10 kΩ/V. 

When a voltmeter/ohmmeter whose internal impedance is 

less than 10 kΩ/V is used, it may cause the ECU to malfunction 

or give a wrong evaluation. 

8. When checking the terminal for the connecting condition, 

be sure to check the male terminal for a bend and the female 

terminal for an excessive opening. Furthermore, 

check both terminals for locking (looseness), rust formation, 

dust adhesion, etc. 

9. Prior to the measurement of the voltage of each terminal, 

make sure that the battery voltage is 11 V or more. If the 

terminal voltage is checked with a low battery voltage, it 

may lead to a wrong diagnosis. 

Ω 

OC V A 

500 

200 

0 

00 

AC V 

BTEST 

100 

70 

50 

10 

2 

50 40 

100 

20 

4 

30 

20 

150 

30 

5 

15 

200 

40 

8 

10 

5 

250 

50 

10 

AC V 

BTEST 

20 KΩ/V DC 10 KΩ/V AC 

JEF00009-00005 

0 

Ω 

OC V A 

JEF00010-00006 

V 

JEF00011-00007

EF–6 

1.6 ITEMS TO BE OBSERVED WHEN USING OBD II GENERIC SCAN TOOL OR DS-21 

DIAGNOSIS TESTER 

CAUTION: 

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

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

read the instruction manual of the OBD II generic scan tool or the instruction manual of the DS-21 

diagnosis tester. 

• When driving the vehicle with the OBD II generic scan tool or the DS-21 diagnosis tester connected 

to the vehicle, route the cables in such a way that they may not interfere with the driving. 

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

lever.) 

• When performing the test driving, using the OBD II generic scan tool or the DS-21 diagnosis 

tester, two persons are needed. One person drives the vehicle, while the other person operates 

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

JEF00012-00000 

1.7 HANDLING INSTRUCTIONS ON ENGINE CONTROL SYSTEM 

1. The ECU, sensors, etc. are precision parts. Be very careful not to give strong impacts to those parts 

during the installation and removal. Never use those parts to which impacts have been given (for example, 

in cases where the parts were dropped on the floor). 

2. When the test is carried out on a rainy day or the vehicle is washed, care must be exercised so that no 

water may be admitted and the ECU, connectors, sensors, actuators, etc. may not get wet. 

3. Never disconnect the connector from the battery terminal while the engine is running. At the moment 

when the connector is disconnected from the battery terminal, a great counter electromotive force (approx. 

100 V) may be generated, thus damaging the ECU. 

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

break the inside of the battery instantly. 

JEF00013-00000 

5. Never remove the cover from the ECU proper or the 

bracket on the ECU proper side. Furthermore, do not 

touch the attaching screws. 

JEF00014-00009

EF–7 

6. In cases where the ECU was judged to be malfunctioning 

and the vehicle has been remedied by replacing it, install 

the removed ECU (which has been judged to be malfunctioning) 

again to confirm that the original malfunction is reproduced. 

Then, the ECU can be finally judged to have 

been malfunctioning. 

JEF00015-00000 

7. Tachometer connection 

Connect the tachometer probe to the measuring terminal 

of the SST connecter. 

CAUTION: 

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

type. 

• Never allow the tachometer probe to touch the ground, 

for it could result in damage to the ignitor and/or ignition 

coil. 

• Some kinds of tachometers may not be suited for the 

ignition system of the vehicle. Therefore, ensure that 

your tachometer is compatible with the ignition system 

of the vehicle. 

SST: 09991-87404-000 

SST 

connector 

Tacho-meter 

terminal 

Earth 

SST 

JEF00016-00010

EF–8 Revision 2 

2. CONNECTING PROCEDURE FOR SST 

(EFI COMPUTER CHECK SUB- 

HARNESS) 

When the ECU terminal voltage is measured with the ECU 

connector connected to the engine ECU, connect the SST, following 

the procedure given below. 

NOTE: 

• The terminal number of the SST connector is the same 

as the ECU connector (page EF–20). 

1. Turn OFF the ignition switch. Or, disconnect the battery 

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

with the ignition switch turned OFF. 

Disconnect the battery ground cable from the negative (–) 

terminal of the battery. 

CAUTION: 

• Be sure to memorize the malfunction code before disconnecting 

the battery cable. Otherwise the malfunction 

code(s) will be erased by disconnecting the battery 

cable. 

Push 

Pull 

[M101, M201 & J102] 

Pull ( Except for M201 ) 

IG “OFF” 

YEF00002-00001 

Push 

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

M201 & J102] 

Remove the EFI-ECU cover [S221] 

[S221] 

YEF00003-00002 

3. Disconnect the wire harness connectors from the EFI ECU 

connectors at the cowl side of the passenger seat. 

4. Connect the following SST between the wire harness connectors 

and the EFI ECU connectors. 

SST: 09842-97203-000 

EFI ECU 

Wire 

harness 

YEF00004-00003 

Top 

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

terminal of the battery. 

CAUTION: 

• When disconnecting or reconnecting the EFI ECU connectors, 

be sure to disconnect the battery ground cable 

from the negative (–) terminal of the battery with the ignition 

switch and all accessory switches in the off state. 

• When installing a new battery, care must be exercised 

not to mistake the battery polarity. Failure to observe 

this caution could cause ECU malfunction. 

• Before using the SST, be sure to check to see if short 

or open wire exists between the terminals of the SST. 

qwe 

!2!3!4 

@3@4@5 

#4#5#6 

$5$6$7 

%6%7%8 

^7^8^9 

&8&9*0 

o!0!1 

@0@1@2 

#1#2#3 

$2$3$4 

%3%4%5 

^4^5^6 

&5&6&7 

*6*7*8 

SST 

SST 

connector 

Arrow A 

*9(0(1 

 

YEF00005-00004

EF–9 

3. SYSTEM DESCRIPTION 

3.1 LOCATION OF ELECTRONIC CONTROL PARTS 

3.1.1 FOR EU SPECIFICATIONS OF M101 

Valve for ISC 

Data link connector 

Manifold absolute pressure sensor 

Linear throttle sensor 

Ignition coil 

Front O2 sensor 

(Bank 1 sensor 1) 

Fuel pump 

Crank angle sensor 

Relay block 

Engine control 

unit (ECU) 

Injector 

Intake air temperature sensor 

Engine coolant 

temperature sensor 

Rear O2 sensor 


Neutral start switch 

(Only for A/T) 

Ignitor unit 

Cam angle sensor 

VSV for EVAP 

JEF00021-00014

EF–10 

3.1.2 FOR EU SPECIFICATIONS OF J102 


VSV for EVAP 

Manifold absolute 

pressure sensor 

Vehicle speed sensor 

(Low-grade vehicles except A/T vehicle) 

Ignitor unit 


Valve for ISC 

Relay block 

Linear throttle 

sensor 

Fuel pump 

Oil control valve 


unit (ECU) 

Injector 

Ignition coil 











(DLC) 

JEF00022-00015

EF–11 

3.1.3 FOR AUS AND GENERAL SPECIFICATIONS OF M101 

Valve for ISC 


Manifold absolute pressure sensor 


Ignition coil 

O2 sensor 

Fuel pump 


Relay block 


unit (ECU) 

Injector 






Knock sensor 


VSV for EVAP 

JEF00023-00016

EF–12 

3.1.4 FOR AUS AND GENERAL SPECIFICATIONS OF J102 


VSV for EVAP 






Valve for ISC 

Relay block 


sensor 

Fuel pump 



unit (ECU) 

Injector 

Ignition coil 

O2 sensor 


Knock sensor 






(DLC) 

JEF00024-00017

EF–13 

3.1.5 FOR LEADED SPECIFICATIONS OF J102 


VSV for EVAP 





Valve for ISC 


unit (ECU) 


sensor 


Injector 

Ignition coil 


Knock sensor 

Cam angle 

sensor 





A/F adjuster 


(DLC) 

Fuel pump 

Relay block 

JEF00025-00018

EF–13-1 Revision 1 

3. SYSTEM DESCRIPTION (S221) 

3.1 LOCATION OF ELECTRONIC CONTROL PARTS (S221) 

3.1.6 FOR EU SPECIFICATIONS OF S221 

Vehicle speed 

sensor 

Data link 

connector 

(DLC) 

Engine control unit 

(ECU) 




Intake air temp. 

sensor 

Oil control 

valve 



temperature 

sensor 

VSV for EVAP 

Cam angle 

sensor 

Injector 

Neutral start 

switch (Only for A/T) 

Fuel pump 



Ignitor unit 



Relay block 

Ignition coil 

sEF00006-00005

Revision 1 

EF–13-2 

3.1.7 FOR AUS AND GENERAL SPECIFICATIONS OF S221 

Vehicle speed 

sensor 

Data link 

connector 

(DLC) 


(ECU) 

Knock sensor 





temperature 

sensor 


sensor 

VSV for EVAP 

Cam angle 

sensor 

Injector 

Neutral start 


Fuel pump 

Oil control 

valve 


O2 sensor 

Relay block 

Ignition coil 

sEF00007-00006


3.1.8 FOR LEADED SPECIFICATIONS OF S221 

Vehicle speed 

sensor 

A/F adjuster 

Data link 

connector 

(DLC) 


(ECU) 

Knock sensor 





sensor 

VSV for EVAP 

Injector 

Oil control 

valve 


Relay block 

Ignition coil 


temperature 

sensor 

Cam angle 

sensor 

Neutral start 


Fuel pump 

sEF00008-00007

Revision 2 

EF–13-4 

3. SYSTEM DESCRIPTION (M201) 

3.1 LOCATION OF ELECTRONIC CONTROL PARTS (M201) 

3.1.9 FOR EU SPECIFICATIONS OF M201 




unit (ECU) 

Valve for ISC 



Ignition coil 

Front oxygen 

sensor 


Crank angle 

sensor 

Injector 



Rear oxygen sensor 




Relay block 


VSV for purge 

Ignitor unit 


Fuel pump 

YEF00006-00005


3.1.10 FOR AUS AND GENERAL SPECIFICATIONS OF M201 




sensor 

Ignition coil 


Valve for ISC 

unit (ECU) 


oxygen sensor 

Crank angle 

sensor 

Injector 

Fuel pump 

Relay block 


VSV for purge 





Knock sensor 


YEF00007-00006


3.2 SYSTEM DIAGRAM 

3.2.1 FOR EU SPECIFICATIONS OF M101, M201 and J102 

Intake air temp. sensor 

Air cleaner 


Throttle body 

Valve for ISC 

Ignition coil 



VSV for purge 

Ignitor unit 

(With ion 

current 

detection) 

PCV valve 

Surge 

tank 

IMB ECU 




(Atmospheric pressure sensor built-in) 

A/T ECU 

+B 

Malfunction 

indicator 

lamp 



Front O2 sensor heater 




Injector 

Charcoal canister 



DVVT controller 

(Dynamic variable valve 

timing controller) 



Rear O2 sensor heater 



Three-way catalyst 

YEF00009-00037

Revision 2 

EF–15 

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


Air cleaner 


Throttle body 

Valve for ISC 

Ignition coil 



VSV for purge 

(In case of M101 

& M201) 

PCV valve 

Surge 

tank 

(In case of J102) 


IMB ECU 




A/T ECU 

+B 

Malfunction 

indicator 

lamp 



Injector 



O2 sensor 

Knock 

sensor 







Three-way catalyst 

YEF00010-00039

EF–16 



Air cleaner 


Throttle body 

Valve for ISC 

Ignition coil 



VSV for purge 

PCV valve 

Surge 

tank 


IMB ECU 




A/T ECU 

A/F adjuster 

+B 



Malfunction 

indicator 

lamp 

Injector 



Knock 

sensor 







JEF00031-00022

Revision 1 

EF–16-1 

3.2 SYSTEM DIAGRAM (S221) 

3.2.4 FOR EU SPECIFICATIONS OF S221 

Ignition coil 

+B 


(Atmospheric pressure sensor built-in) 

Ignitor unit 

(With ion 

current 

detection) 

IMB ECU 





sensor 

Throttle body 





Surge tank 

Injector 

Oil control 

valve 

Air cleaner 


PCV valve 

Valve for ISC 

VSV for purge 

A/T ECU 

Crank angle 

sensor 

Three-way 

catalyst 

Charcoal 

canister 

Malfunction 

indicator 

lamp 








(Bank 1 sensor 1) Rear O2 sensor heater 



sEF00009-00008


3.2.5 FOR AUS AND GENERAL SPECIFICATIONS OF S221 

Ignition coil 

Injector 

Air cleaner 


IMB ECU 



Oil control 

valve 


PCV valve 

Three-way 

catalyst 

Throttle body 





sensor 



Surge tank 

Valve for ISC 

O2 sensor 

Knock 

sensor 

A/T ECU 

Malfunction 

indicator 

lamp 

+B 

VSV for purge 



Crank angle 

sensor 




Charcoal 

canister 

sEF00010-00009

Revision 1 

EF–16-3 

3.2.6 FOR LEADED SPECIFICATIONS OF S221 

Ignition coil 

Injector 

Air cleaner 


IMB ECU 



Oil control 

valve 


PCV valve 

Throttle body 





sensor 



Surge tank 

Knock 

sensor 

Valve for ISC 

A/F 

adjuster 

A/T ECU 

VSV for purge 

Malfunction 

indicator 

lamp 

+B 



Crank angle 

sensor 




Charcoal 

canister 

sEF00011-00010

M 

M 

Revision 2 

EF–17 

3.3 WIRING DIAGRAM 

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

21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 

22 

36 35 34 33 32 31 30 29 

68 67 66 65 64 63 62 

42 41 40 39 38 37 

73 72 71 70 69 

45 44 43 

76 75 74 

48 47 46 

77 

50 49 

78 

26 25 24 23 

60 59 58 57 56 55 54 

81 80 79 

27 

53 52 51 

28 

61 

82 

IG switch 

IG1 IG1 IG1 

IG1 

IG2 

ST 

ACC 

IG1 

IG2 

ST 

BATT BATT BATT BATT 

Tail 

40 A 

Defogger 

15 A 

Heater 

20 A 

Gauge back 

10 A 

AC 20 A or 

A/C 10 A 

Radiator fan 

30 A 

IG 

ECU 

10 A 

EFI 

15 A 

Engine 

10 A 

(M/T only) 

Starter relay 

(A/T only) 

D 

E 

GSW2 

Magnet clutch relay 

M 

F 

F 

F 

F 

12 

13 

Radiator 

fan relay Water temperature switch 

B 

#4 

#3 

#2 

Malfunction indicator lamp 


VSV for purge 

#1 

Injector 

(Not equipped with immobilizer) 

F/P relay 

Rotary ISC 

Main relay 

To spark plugs 

C1 

C2 

I/C 

B2 

C3 

C4 

F 

A 

3 

61 

28 

54 

79 

25 24 

26 

27 

30 

2 

36 

7 

1 

43 

14 

57 

58 

59 

60 

11 

P, N range switch (A/T only) 

(A/T only) (J102 only) 

STA 10 A 

Starter 

68 


70 82 23 22 52 21 51 75 20 74 50 16 44 45 76 17 46 15 47 72 41 29 78 37 31 9 34 8 71 40 5 10 38 39 

Gas pressure switch 


A/C switch 

SIO2 

Immobilizer ECU 


E 

Tachometer 

P/S hydraulic pressure switch 

A/C evaporator temperature sensor 

Pressure sensor 


Heater 

blower motor 

D 

Stop 

10 A 

Door 

control 

ECU 

Speedometer 

Resistance 

for switching 

constant value 

Heater resistor 

Tail lamp switch 

Engine coolant temp. sensor (high-precision type) 

A A 

Defogger switch 

Stop lamp 

switch 

Tail 

10 A 

Defogger 

High-mount stop lamp 

Stop lamp R 

Stop lamp L 

Meter illumination lamp 

L R 

Clearance lamp 

L R 

Tail lamp 

Heater blower 

switch 

Body 

earth 

Ignitor unit 

Compressor 

magnet clutch 

Radiator fan motor 

(Equipped with 

immobilizer) 

F/P motor 

B1 

S1 

S2 

S3 

S4 

I/O 

G2 

G1 

Engine 

earth 

Ignition coils 

AM 

60 A 

A/B ECU 

E1 

COM0 

COM1 

RENG 

A/T ECU 

BATT 

35 

33 4 32 


Cam angle sensor (G sensor) 

(M/T only) 

Map constant switch signal 

– + 






F 

B 

YEF00012-00011

M 

M 


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

21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 

22 

36 35 34 33 32 31 30 29 

68 67 66 65 64 63 62 

42 41 40 39 38 37 

73 72 71 70 69 

45 44 43 

76 75 74 

48 47 46 

77 

50 49 

78 

26 25 24 23 

60 59 58 57 56 55 54 

81 80 79 

27 

53 52 51 

28 

61 

82 

IG switch 

ACC 

IG1 IG1 IG1 

IG1 

IG1 

IG2 

IG2 

ST ST 

BATT BATT BATT BATT 

AM 60 A 

Tail 

40 A 

Defogger 

15 A 

Heater 

20 A 

Gauge, back 

10 A 

A/C 10 A 

Radiator fan 

30 A 

IG 

ECU 

10 A 


15 A 

Engine 

10 A 

(M/T only) 

B 

F/P relay 

Main relay 

B 

E D 

Ignition coil 4 




E1 

COM0 

COM1 

RENG 

A/T ECU 

GSW2 

A/B ECU 

Compressor magnet clutch 


Radiator 

fan relay 

VSV for purge 

#4 

#3 

#2 

#1 

Rotary ISC 


Malfunction indication lamp 


M 

F/P motor 

To ignition plugs 

Engine 

earth 

Body 

earth 

32 

4 

33 

35 

12 

13 

3 

61 

28 

54 

79 

24 

25 

26 

27 

30 

2 

36 

7 

1 

57 

58 

59 

60 

Starter relay 

(A/T only) 



STA 10 A 

Starter 

BATT 

(Not equipped 

Injector with immobilizer) 

(Equipped with 

immobilizer) 

11 

68 


70 82 23 22 52 21 51 53 75 16 44 45 76 17 46 15 47 72 41 29 78 37 31 9 34 8 71 40 5 10 38 39 

Gas pressure 

switch 

(M/T only) 

D 


A/C switch 

E 

SIO2 


Data link 

connector 

Stop 

10 A 


Tachometer Speedometer 




– + 



Engine coolant temp. sensor 



Resistance for 

switching 


Knock sensor (resonance) 


Cam angle sensor (G sensor) 

Heater blower 

motor 


Stop lamp 

switch 

Door control 

ECU 

Tail 

10 A 

B 

Defogger 

Stop lamp R 

Stop lamp L 

L R 


L R 

Tail lamp 

Heater blower 

switch 


Meter illumination 

YEF00013-00012

M 

M 

Revision 1 

EF–19 

3.3.3 FOR LEADED SPECIFICATIONS OF J102 AND S221 

21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 

22 

36 35 34 33 32 31 30 29 

68 67 66 65 64 63 62 

42 41 40 39 38 37 

73 72 71 70 69 

45 44 43 

76 75 74 

48 47 46 

77 

50 49 

78 

26 25 24 23 

60 59 58 57 56 55 54 

81 80 79 

27 

53 52 51 

28 

61 

82 

IG switch 

IG1 BATT IG1 

IG1 

IG2 

ST 

ACC 

IG1 

IG2 

ST 

BATT 

BATT BATT BATT 

Tail 

40 A 

Defogger 

15 A 

Heater 

20 A 

Gauge back 

10 A 

A/C 10 A 

Radiator fan 

30 A 

IG 

ECU 

10 A 


15 A 

Engine 

10 A 

(M/T only) 

B 

Starter relay 

(A/T only) 

D 

E 

GSW2 

A/B ECU 

E1 

COM0 

COM1 

RENG 

A/T ECU 


Radiator 

fan relay 


#4 

#3 

#2 





B 


VSV for purge 

#1 

Injector 

(Not equipped with immobilizer) 

F/P relay 

M 



STA 10 A 

Starter 

35 33 4 32 

12 

13 

3 

61 

28 

54 

79 

24 

25 

26 

30 

2 

36 

7 

1 

58 57 

59 

60 

11 

68 


70 82 23 22 52 21 51 53 16 44 45 76 17 46 15 47 

62 73 72 41 29 78 37 31 9 34 8 71 40 5 10 38 39 

Gas pressure switch 


A/C switch 

SIO2 




A/F adjuster 

E 

Tachometer 

Heater 

blower motor 

D 

Stop 

10 A 

Door 

control 

ECU 

Resistance 

for switching 





Speedometer 

Stop lamp 

switch 

Tail 

10 A 

Defogger 


Stop lamp R 

Stop lamp L 

Meter illumination lamp 

L R 


L R 

Tail lamp 

Heater blower 

switch 

Body 

earth 

Main relay 

Radiator fan 

Rotary ISC 

Compressor 

magnet clutch 

(Equipped 

with immobilizer) 

F/P motor 

Engine 

earth 

AM 

60 A 

27 

BATT 


(M/T only) 

Map constant switch signal 

– + 



Engine coolant temp. sensor (high-precision type) 


Knock sensor (resonance) 



F 

B 

sEF00014-00013


3.4 ARRANGEMENT OF EFI ECU TERMINAL 

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

28 

61 

82 

27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 

60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33 32 31 30 29 

81 80 79 

78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 

Connector A (31 - pole) Connector B (24 - pole) Connector C (17 - pole) Connector D (22 - pole) 

CONNECTOR A 

No. 

21 

22 

23 

24 

25 

26 

27 

28 

51 

52 

53 

54 

N1+ 

N2+ 

E1 

#40 

#30 

#20 

#10 

OCV+ 

N1– 

N2– 

KNK 

ISC 

CONNECTOR B 

No. 

14 

15 

16 

17 

18 

19 

20 

43 

44 

45 

ICMB 

PIM 

VC 

E2 

FCCP 

VFP 

OXH1 

IE 

VTH 

THW 

CONNECTOR C 

No. 

8 

9 

10 

11 

12 

13 

37 

38 

39 

CONNECTOR D 

No. 

1 

2 

3 

4 

5 

6 

7 

29 

30 

31 

32 

SIO1 

T 

DEF 

A/T 

MGC 

FAN1 

SPD 

ACSW 

BLW 

BAT 

FC1 

W 

ATTX 

SIO2 

TRRQ 

+B1 

E21 

FC2 

REV 

ATRX 

Contents of connection 

Crank angle sensor (+) 

Cam angle sensor (+) 

Sensor system ground 

Injector (#4 cylinder) 




Oil control valve (+) 

Crank angle sensor (–) 

Cam angle sensor (–) 

— 

Rotary ISC 


Ignitor unit (With ion current detection) 

Pressure sensor signal 

Linear throttle sensor power supply 

Sensor ground 

— 

— 

Front oxygen sensor heater 

Ion current sensor ground 


Engine coolant temperature sensor 


Diagnosis tester 

Test terminal 


Neutral start switch (Only for A/T) 

A/C Magnet clutch relay 

Radiator fan relay (Without 2-step control) 


A/C Switch 

Heater blower switch 


Memory back-up supply 

Fuel pump relay (With IMB) 


Serial data transmission to A/T ECU 

Serial port for IMB 

— 

Power supply 

A/C Evaporator temp. sensor ground 

Fuel pump relay (Without IMB) 

Engine speed signal 

Serial data reception from A/T ECU 

No. 

55 

56 

57 

58 

59 

60 

61 

79 

80 

81 

82 

No. 

46 

47 

48 

49 

50 

74 

75 

76 

77 

78 

No. 

40 

41 

42 

69 

70 

71 

72 

73 

No. 

33 

34 

35 

36 

62 

63 

64 

65 

66 

67 

68 

ALTC 

VSV2 

IG4 

IG3 

IG2 

IG1 

OCV– 

PRG 

VSV1 

ALT 

E01 

VCPM 

E2PM 

ACLK 

ACEN 

OXH2 

OX2 

OX1 

THA 

ACVR 

PST 

STP 

AUX 

FAN2 

SEL2 

SEL1 

H/L 

ACEV 

OX3 

ATNE 

VF 

FPOF 

+B2 

VCO 

VTHO 

IDLO 

FCO 

TRPR 

ACT 

STA 


— 

— 

Ignition signal (#4 cylinder) 




Oil control valve (–) 

Purge control VSV 

— 

— 

Power supply system ground 


Pressure sensor power supply 

Pressure sensor ground 

— 

— 

Rear oxygen sensor heater 

Rear oxygen sensor 

Front oxygen sensor 


— 

P/S Pressure switch 


Stop lamp switch 

— 

— 

— 

Map constant switch signal (Only for M/T) 


A/C Evaporator temp. sensor 

— 


Engine speed signal to A/T ECU 

VF monitor terminal 

Fuel pump relay OFF 

Power supply 

— 

— 

— 

— 

— 

— 

Starter signal 

YEF00037-00028 

YEF00038-00000 

YEF00039-00000 

YEF00040-00000 

YEF00041-00000

Revision 2 

EF–21 

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

28 

61 

82 

27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 

60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33 32 31 30 29 

81 80 79 

78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 


CONNECTOR A 

No. 

21 

22 

23 

24 

25 

26 

27 

28 

51 

52 

53 

54 

N1+ 

N2+ 

E1 

#40 

#30 

#20 

#10 

OCV+ 

N1– 

N2– 

KNK 

ISC 

CONNECTOR B 

No. 

14 

15 

16 

17 

18 

19 

20 

43 

44 

45 

ICMB 

PIM 

VC 

E2 

FCCP 

VFP 

OXH1 

IE 

VTH 

THW 

CONNECTOR C 

No. 

8 

9 

10 

11 

12 

13 

37 

38 

39 

CONNECTOR D 

No. 

1 

2 

3 

4 

5 

6 

7 

29 

30 

31 

32 

SIO1 

T 

DEF 

A/T 

MGC 

FAN1 

SPD 

ACSW 

BLW 

BAT 

FC1 

W 

ATTX 

SIO2 

TRRQ 

+B1 

E21 

FC2 

REV 

ATRX 












Knock sensor 

Rotary ISC 


— 



Sensor ground 

— 

— 

— 

— 





Test terminal 






A/C Switch 








— 

Power supply 





No. 

55 

56 

57 

58 

59 

60 

61 

79 

80 

81 

82 

No. 

46 

47 

48 

49 

50 

74 

75 

76 

77 

78 

No. 

40 

41 

42 

69 

70 

71 

72 

73 

No. 

33 

34 

35 

36 

62 

63 

64 

65 

66 

67 

68 

ALTC 

VSV2 

IG4 

IG3 

IG2 

IG1 

OCV– 

PRG 

VSV1 

ALT 

E01 

VCPM 

E2PM 

ACLK 

ACEN 

OXH2 

OX2 

OX1 

THA 

ACVR 

PST 

STP 

AUX 

FAN2 

SEL2 

SEL1 

H/L 

ACEV 

OX3 

ATNE 

VF 

FPOF 

+B2 

VCO 

VTHO 

IDLO 

FCO 

TRPR 

ACT 

STA 


— 

— 







— 

— 





— 

— 

— 

— 

Oxygen sensor 


— 




— 

— 

— 




— 





Power supply 

— 

— 

— 

— 

— 

— 


YEF00042-00029 

YEF00043-00000 

YEF00044-00000 

YEF00045-00000 

YEF00046-00000

EF–22 


28 

61 

82 

27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 

60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 34 33 32 31 30 29 

81 80 79 

78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 

CONNECTOR A 

No. 

21 

22 

23 

24 

25 

26 

27 

28 

51 

52 

53 

54 

N1+ 

N2+ 

E1 

#40 

#30 

#20 

#10 

OCV+ 

N1– 

N2– 

KNK 

ISC 

CONNECTOR B 

No. 

14 

15 

16 

17 

18 

19 

20 

43 

44 

45 

CONNECTOR C 

No. 

8 

9 

10 

11 

12 

13 

37 

38 

39 

SIO1 

T 

DEF 

A/T 

MGC 

FAN1 

SPD 

ACSW 

BLW 

CONNECTOR D 

No. 

1 

2 

3 

4 

5 

6 

7 

29 

30 

31 

32 

ICMB 

PIM 

VC 

E2 

FCCP 

VFP 

OXH1 

IE 

VTH 

THW 

BAT 

FC1 

W 

ATTX 

SIO2 

TRRQ 

+B1 

E21 

FC2 

REV 

ATRX 













Knock sensor 

Rotary ISC 


— 



Sensor ground 

— 

— 

— 

— 





Test terminal 






A/C Switch 








— 

Power supply 





No. 

55 

56 

57 

58 

59 

60 

61 

79 

80 

81 

82 

No. 

46 

47 

48 

49 

50 

74 

75 

76 

77 

78 

No. 

40 

41 

42 

69 

70 

71 

72 

73 

No. 

33 

34 

35 

36 

62 

63 

64 

65 

66 

67 

68 

ALTC 

VSV2 

IG4 

IG3 

IG2 

IG1 

OCV– 

PRG 

VSV1 

ALT 

E01 

VCPM 

E2PM 

ACLK 

ACEN 

OXH2 

OX2 

OX1 

THA 

ACVR 

PST 

STP 

AUX 

FAN2 

SEL2 

SEL1 

H/L 

ACEV 

OX3 

ATNE 

VF 

FPOF 

+B2 

VCO 

VTHO 

IDLO 

FCO 

TRPR 

ACT 

STA 


— 

— 







— 

— 





— 

— 

— 

— 

— 


— 




— 

— 

— 




A/F adjuster 





Power supply 

A/F adjuster power supply 

— 

— 

— 

— 

— 


JEF00047-00030 

JEF00048-00000 

JEF00049-00000 

JEF00050-00000 

JEF00051-00000

EF–23 

4. GENERAL PRECAUTIONARY MEASURES IN ENGINE DIAGNOSIS 

4.1 PRECAUTIONARY MEASURES FOR REPAIRS OF FUEL SYSTEMS 

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

battery. 

NOTE: 

• When the cable of the negative terminal is removed, the memories concerning the diagnosis codes 

and radio will be simultaneously erased. Therefore, before removing the cable of the negative terminal 

from the battery, the diagnosis codes should be outputted and checked. Also, the channels memorized 

in the radio should be recorded, if necessary. 

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

near naked flame. 

3. The fuel supply line (between the fuel pump and fuel delivery pipe) is still pressurized even if the engine 

has been turned off. Therefore, before loosening or removing the fuel supply line, be sure to relieve the 

fuel pressure, following the “Fuel pressure relieving procedure.” 

Even if the fuel pressure has been relieved, a small amount of fuel will spill when the fuel supply line is 

disconnected. Hence, before removing, cover the portion to be removed with a cloth to prevent the fuel 

from splashing. 

JEF00059-00032 

4. The connection method of fuel hoses or evaporative emission 

hoses differs, depending upon the type of the pipe. 

When connecting the fuel hoses or evaporative emission 

hoses again, be sure to correctly connect and clamp them 

by referring to the figure on the right. 

Ensure that no twist nor fault is present after connecting. 

(1) Fuel hose 

q Hose insertion length 

Insert the hose in such a way that L1 becomes 0 - 

2 mm. 

w Clip position 

Clamp the hose in such a way that L2 becomes 2 - 

5 mm. (The clip shall not be placed at the bulge or 

spool of the pipe. Also the clip shall not go beyond 

the hose end.) 

L1 

L2 

In case of bulge spool 

(Double spool) 

L2 

L1 

In case where stopper is provided 

(Stopper differs, depending upon location) 

JEF00060-00033

EF–24 

(2) Vacuum hose 


Insert the hose in such a way as the figure on the 

right shows. 


The clip end position is about 2 mm away from the 

hose end. 

3 mm or less 



Radius ends 

3 mm or less 

In case of round shape 

(3) Purge hose 


Insert the hose in such a way that L1 becomes 0 - 

3 mm. 


Clamp the hose in such a way that L2 becomes 2 - 

7 mm. 

L1 

L2 

JEF00061-00034 



L1 

L2 

Radius ends 

In case of round shape 

5. When installing the fuel filter union bolt to the fuel filter, use 

a new gasket and tighten to the specified torque. 

6. When installing the injector, fuel supply pipe, fuel pressure 

regulator or pulsation damper, use a new “O” ring or gasket. 

Apply gasoline or silicone oil to the “O” ring before assembling. 

JEF00062-00035 

JEF00063-00000

EF–25 

4.2 FUEL PRESSURE RELIEVING PROCEDURE 

CAUTION: 

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

the catalyst. 

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

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

In the case of automatic transmission vehicles, place the shift lever in the “P” position. Apply the parking 

brake and place chocks at the wheels. 

2. Remove the relay block cover. 

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

4. Start the engine. Leave the engine running, until it stops 

due to running-out of the fuel. 

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

Fuel pump relay 

JEF00064-00000 

JEF00065-00036 

4.3 FUEL LEAK CHECK 

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

is present. 

1. Turn ON the ignition switch for three seconds. Then turn it OFF. Repeat this operation three or four times 

so as to apply fuel pressure to the fuel system. 

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

JEF00066-00000 

4.4 PRECAUTIONARY MEASURES DURING TROUBLE-SHOOTING 

1. Before the diagnosis information memorized in the ECU memory is confirmed, never disconnect the 

connector from the ECU, the battery cable from the battery, the ECU earth wire from the engine, or the 

main fuse. 

2. The diagnosis information memorized in the ECU memory can be erased by using the DS-21 diagnosis 

tester or the OBD-II generic scan tool in the same way as the check. Therefore, before using the tester, 

read its instruction manual so as to understand the functions furnished and how to use it. 

3. Priority in trouble-shooting 

If the priority in trouble-shooting for a number of diagnosis codes is given in the concerned DTC flow 

chart, make sure to follow the priority. 

If not given, follow the priority given below and perform the trouble-shooting for each diagnosis trouble 

code (DTC). 

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

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

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

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

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

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

JEF00067-00000

EF–26 

5. ENGINE DIAGNOSIS 

5.1 GENERAL INFORMATION 

The engine and engine control system of this vehicle are controlled by the ECU. Furthermore, the vehicle is 

provided with the on-board diagnosis system. Therefore, when any abnormality takes place in the input/output 

systems (sensors, actuators, harnesses, connectors, etc.) of the engine control system, the ECU memorizes 

the system concerned and informs the driver by making the malfunction indicator lamp (MIL, warning 

lamp) illuminate or flash. Also the malfunction is informed to the operator by means of the data link connector 

(DLC, diagnosis connector). 

When trouble-shooting the engine, it is imperative for you to get the general idea of the onboard diagnostic 

system, and fully understand the precautionary measures in trouble-shooting, the items to be observed and 

how to use testers. Then, conduct the trouble-shooting, following the flow chart that indicates the correct 

procedure for the engine trouble-shooting. 

JEF00068-00000 

5.1.1 ON-BOARD DIAGNOSTIC SYSTEM OF VEHICLES 

FOR EUROPE 

The vehicles for Europe have the following functions that comply 

with the 1999/102/EC (generally called EURO-OBD) standards. 

1. When the ignition switch is turned ON, the malfunction indicator 

lamp (MIL) goes on. When no malfunction has 

been detected, the lamp will go out after the engine has 

started. (Check for a blown bulb) 

H 

C 

F 

E 

50 

60 

40 

80 100 

30 60 

40 

20 

20 

10 0 

0 

km/h 

2 3 4 

D 

2. While the engine is running, if the ECU detects any malfunction 

in the emission control system/components that 

will affect the emissions from the vehicle, or in the power 

train control components, or if any malfunction is detected 

in the ECU itself, the ECU illuminates or flashes the MIL 

(only when misfire is detected which will damage the catalyst). 

Then, the ECU memorizes the malfunction area (DTC 

by ISO15031-6/SAEJ2012). 

If that malfunction will not occur in three successive runnings, 

the MIL is automatically turned off. However, the 

DTC will be recorded in the ECU memory. 

NOTE: 

• The MIL is illuminated only by the malfunction that affects 

the emissions from the vehicle. (Only items bearing 

a circle (“O” mark) in the MIL column on page 

EF–41) 

DTC No. 

P0105/31 

P0110/43 

P0115/42 

P0116/42 

P0120/41 

De 

Manifold 

pressure 

pressure 

Intake air 

malfunction 

Engine co 

malfunction 

Engine coo 

circuit 

mance 

Throttle/P 

switch “A” 

Malfunction 

evaluation method 

1 trip 

1 trip 

1 trip 

2 trip 

1 trip 

JEF00069-00037 

MIL 

! 

! 

! 

! 

! 

JEF00070-00038

EF–27 

3. It is possible to read out various data from the engine ECU 

by connecting the OBD II generic scan tool which complies 

with the ISO 14230 format or DS-21 diagnosis tester 

to the DLC of the vehicle. You can perform trouble-shooting 

efficiently by checking these data (DTC, freeze-frame 

data, current data, O2 sensor monitor data, etc.). 

DLC 

4. The DTC is composed of the ISO standard code (specified 

by ISO 15031-6) and the manufacturer’s designation 

code. The ISO standard code should be set pursuant to 

the ISO. On the other hand, the manufacturer’s designation 

code can be freely set forth by the manufacturer within 

a specified limit. 

5. Many DTC’s have a 2 trip detection logic which assures 

avoidance of wrong detection and functions only when a 

malfunction is surely occurring. However, another diagnosis 

mode is provided, in which only a one-time final confirmation 

test is necessary for a service mechanic to confirm 

that the malfunction has been completely remedied after 

the repair. 

The mode can be switched on with the OBD II generic 

scan tool or the DS-21 diagnosis tester. (In the case of the 

DS-21 diagnosis tester, the “Continuous monitoring results” 

of “Vehicle communication in CARB mode” must be 

selected. 

6. When a malfunction is detected, the engine and running 

conditions at that moment are memorized as a freezeframe 

data in the ECU memory. 

7. 2 trip detection logic 

When a malfunction is detected for the first time, that malfunction 

is temporarily memorized in the engine ECU 

memory. (First running). If the same malfunction is detected 

again during the second running, the MIL is illuminated 

and the DTC is determined. (Second running). 

(However, the ignition switch should be turned off between 

the first running and the second running.) 

B: Body 

C: Chassis 

P: Power train 

U: Net work 

0: Regulation 

1: Maker 

DTC No. 

P0141/24 

P0171/25 

P0172/26 

Diagnostic trouble code 

P0116(Power train) 

De 

Oxygen sensor 

malfunction 

Fuel trim 

(Air-fuel 

malfunction 

Fuel trim 

(Air-fuel 

malfunction 

Designation trouble 

code 

Vehicle’s system 

1 & 2: Fuel and air metering 

3 : Ignition system or misfire 

. 

7 & 8: Transmission 

Vehicle communication 

Malfunction 


2 trip 

2 trip 

2 trip 

JEF00071-00039 

JEF00072-00040 

MIL 

Indication of malfunction code 

Erasing of malfunction code 

Data display for freeze frame data 

Indication of current data 

Front O2 sensor test results 

Rear O2 sensor test results 

Continuous monitoring results 

Mode 01 select function 

! 

! 

! 

JEF00073-00041 

JEF00000-00042 

JEF00075-00043

EF–28 

8. Freeze-frame data 

When a malfunction is detected for the first time, the engine 

and running conditions at that moment are memorized 

in the memory. 

The engine and running conditions are recorded at the 

moment when the malfunction was found (fuel system, calculated 

load, engine coolant temperature, fuel trim, engine 

revolution speed, vehicle speed, etc.). Therefore, the 

freeze-frame data is useful during the trouble-shooting to 

determine whether the vehicle was running or stopped, 

the engine was hot or not, the air-to-fuel ratio was lean or 

rich when the malfunction occurred. 

(a) CARB mode 

Data display 

FSYS 02 LOAD 0.0 % 

0.0 % 

ECT 

LONG 

RPM 

23°C 

0.0 % 

0 rpm 

(b) DAIHATSU mode 

Data display 

SHRT 

MAP 

VS 

Malfunction code: P0105 

Press “F1” key. 

146 kPa 

0 Km/h 

ECT 

RPM 

ITA 

–30°C 

0.0 rpm 

–1.0° 

MAP 

VS 

TAU 

146 kPa 

0 Km/h 

0.00 mS 



9. Updating freeze-frame data 

Since the ECU is able to memorize the freeze-frame data 

for a single malfunction, the freeze-frame data shown in 

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

If the freeze-frame data shown in Item “1” below is detected 

when the freeze-frame data shown in Item “2” below 

has already been memorized, the freeze-frame data “2” is 

replaced by the freeze-frame data “1”. 

JEF00076-00104 

PRIORITY 

1 

2 

FREEZE FRAME DATA 

Freeze frame data at initial detection of malfunction among 

misfire detected (P0300-P0304 and P0314), fuel system 

too lean (P0171) and fuel system too rich (P0172) 

Freeze frame data when a malfunction other than those in 

“1” above is detected 

NOTE: 

• If the malfunction which occurs later has a lower priority 

or the same priority as the former one, the data is 

not updated. 

JEF00077-00000 

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

In the case of electronically-controlled automatic transmission-equipped 

vehicles of EU spec. only, selecting 

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

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

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

EF–41) and freeze-frame data. 



Erasing of DTC (Only EU spec. AT) 

Erasing of DTC (Others) 

Indication of freeze frame data 


Indication of parts ECU No. 

Actuator driving 

Trace record for malfunction 

Security access 

select function 

JEF00078-00044

EF–29 

11. Erasing of freeze-frame data 

The freeze-frame data is erased simultaneously when the 

DTC is erased. 

In the case of except for electrically-controlled automatic 

transmission-equipped vehicles, the freeze-frame data 

can be erased simultaneously by erasing the DTC through 

selection of the “Erasing of DTC (Others)” 

5.1.2 ON-BOARD DIAGNOSTIC SYSTEM OF VEHICLES 

OTHER THAN THOSE FOR EUROPE 

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

When no malfunction has been detected, the lamp will go 

out after the engine has started. (Check for a blown bulb) 










Security access 


H 

C 

F 

E 

50 

60 

40 

80 100 

30 60 

40 

20 

20 

10 0 

0 

km/h 

JEF00079-00045 

2 3 4 

D 

2. While the engine is running, if the ECU detects any malfunction 

in the engine control system/components, or if 

any malfunction is detected in the ECU itself, the ECU illuminates 

the MIL. 

In addition to the illumination of the MIL, the corresponding 

diagnostic trouble code (DTC) is memorized in the engine 

ECU memory. When the malfunction has been remedied 

or the system returns to its normal state, the MIL automatically 

goes out. However, the DTC remains memorized 

in the engine ECU memory. 

3. It is possible to read out various data from the engine ECU 

by connecting the DS-21 diagnosis tester to the DLC of 

the vehicle. You can perform trouble-shooting accurately 

and efficiently by checking these data (DTC, freeze-frame 

data, current data, O2 sensor monitor data, etc.). 

(Only when DS-21 diagnosis tester is used) 

Abnormal 

Normal 

Memorized 

Extinguished 

Illuminated 

JEF00080-00046 

Extinguished 

5 sec. 

JEF00081-00047 

DLC 

4. The DTC (diagnostic trouble code) is set to a four-digit 

code in accordance with ISO standard. Furthermore, the 

conventional two-digit code is also provided. The four-digit 

code can be read out by the DS-21 diagnosis tester. The 

two-digit code has been set forth by the DMC itself. This 

code can be read by observing the flashing pattern of the 

MIL. (For details, see page EF–53.) 

DTC No. 

4-digit code 

P0105/31 

2-digit code 

Detection item 

JEF00082-00048 


pressure/barometric 

pressure circuit malfunction 

P0110/43 

Intake air temp. circuit malfunc. 

JEF00083-00049

EF–30 

5. Some DTC’s have a 2 trip detection logic which assures 

avoidance of wrong detection and functions only when a 

malfunction is surely taking place. 

6. When a malfunction is detected, the engine and running 

conditions at that moment are memorized as a freezeframe 

data in the ECU memory. 

DTC No. 

P0141/24 

P0171/25 

De 

Oxygen sensor 

malfunction 

Fuel trim 

(Air-fuel 

malfunction 

Malfunction 


2 trip 

2 trip 

MIL 

! 

! 

P0172/26 

Fuel trim 

(Air-fuel 

malfunction 

2 trip 

! 

7. 2 trip detection logic 

When a malfunction is initially detected, that malfunction is 

temporarily memorized in the engine ECU memory. (First 

running) If the same malfunction is detected again during 

the second running, the MIL is illuminated and the DTC is 

determined. (Second running) 

(However, the ignition switch should be turned off between 

the first running and the second running.) 

JEF00084-00050 

JEF00085-00000 

8. Freeze-frame data 

The ECU memorizes the engine and running conditions in 

its memory at the moment when the ECU detects a malfunction 

for the first time. (The figure on the right shows an 

example.) 

Therefore, it is possible to know the engine and running 

conditions when the malfunction was detected (such as 

whether the engine was hot or not, the vehicle was running 

or stopped, the air-to-fuel ratio was lean or rich) by 

checking the freeze-frame data. By utilizing the freezeframe 

data, it is possible to proceed with the troubleshooting 

efficiently. 

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

DS-21 diagnosis tester. 

DAIHATSU mode 

Data display 

ECT 

RPM 

ITA 

–30°C 

0.0 rpm 

–1.0° 

MAP 

VS 

TAU 



146 kPa 

0 Km/h 

0.00 mS 

JEF00086-00105

EF–31 

9. Updating freeze-frame data 

Since the ECU is able to memorize the freeze-frame data 

for a single malfunction, the freeze-frame data shown in 

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

If the freeze-frame data shown in Item “1” below is detected 

when the freeze-frame data shown in Item “2” below 

has already been memorized, the freeze-frame data “2” is 

replaced by the freeze-frame data “1”. 

PRIORITY 

1 

2 

FREEZE FRAME DATA 

Freeze frame data at initial detection of malfunction 

among fuel system too lean (P0171) and fuel system 

too rich (P0172) 

Freeze frame data when a malfunction other than those in 

“1” above is detected 

NOTE: 

• If the malfunction which occurs later has lower priority 

or the same priority as the former one, the data is not 

updated. 

JEF00087-00000 

10. Erasing of freeze-frame data 

The freeze-frame data is erased simultaneously when the 

DTC is erased. 

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

Select “Erasing of DTC (Others)” of the “Vehicle communication.” 

Press the execution key (F1 key). 

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

See page EF–58. 

5.1.3 DATA LINK CONNECTOR (DLC, COMMON DESTINA- 

TIONS) 

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

As regards the position, connector shape and pin arrangement, 

the DLC is in accordance with the ISO 15031-3 

(SAEJ1962) and has complied with the ISO14230 format. 

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

OBD II generic scan tool or the DS-21 diagnosis tester in 

order to communicate with the ECU. 











+B ECU-T EFI-T REV 

16 15 14 13 12 11 10 9 

8 7 6 5 4 3 2 1 

JEF00088-00051 

DLC 

Body ground 

ECU ground 

OBD II serial data line 

(K line of ISO 14230) 

Terminal No. 

7 

Connection/voltage or resistance 

Bus + line/pulse generation 

4 Chassis ground/↔ Body ground 10 Ω or less 

16 Battery positive/↔ Body ground 9 - 14 V 

Condition 

During transmission 

Always 

Always 

DLC 

JEF00089-00052

EF–32 

NOTE: 

• With the cable of the DS-21 diagnosis tester connected 

to the DLC through the SST, turn ON the ignition 

switch. If the power indicator of the tester will not go 

on, conduct the following checks and repair any malfunctioning 

parts. 

SST: 09991-87404-000 

Power indicator (switch section) 

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

ON the ignition switch. 

JEF00090-00053 

When Power indicator of 

DS-21 diagnosis tester 

goes on: 

When Power indicator of 

DS-21 diagnosis tester 

will not go on: 

Malfunction on vehicle side 

Check DLC, +B and earth 

• Voltage check of BAT terminal 

• Continuity check between terminal E and body 

Malfunction of DS-21 diagnosis tester proper 

JEF00091-00000 

5.2 HOW TO PROCEED WITH TROUBLE-SHOOTING 

The engine control system is equipped with diagnosis functions which are capable of diagnosing malfunctioning 

sections. These functions give important clues in trouble-shooting. The flow chart on the next page 

shows how to proceed with trouble-shooting by using these diagnosis functions. 

The flow chart shows how the diagnostic trouble code check can be used effectively. Moreover, when its results 

are fully reviewed, you can determine whether you are going to do the trouble-shooting according to 

diagnosis trouble codes or the trouble-shooting according to malfunctioning phenomena. 

The diagnosis of this system is equipped with a battery back-up function (a function which supplies power 

for diagnosis memory even if the ignition switch is turned OFF.) 

NOTE: 

• When no DS-21 diagnosis tester or OBD-II generic scan tool is used, the DTC or freeze-frame data 

in the flow chart can not be read out. 

JEF00092-00000

EF–33 

5.2.1 ENGINE DIAGNOSIS FLOW CHART 

NOTE: 

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

Bring in malfunctioning vehicle 

Inquiry with customer 

Obtain full information about conditions 

and environment where malfunction 

occurred. 

Check and making record of DTC/freeze-frame data 

∗ 

Erasing of DTC/freeze-frame data 

Confirmation of reproduction of 

malfunctioning phenomenon 

Confirm phenomenon and grasp malfunctioning 

situation. (If phenomenon 

can not be reproduced, use information 

obtained through inquiry and malfunction 

reproducing method.) 

Malfunctioning 

phenomenon exists. 

No malfunctioning 


Confirmation by malfunction reproducing simulation method 

DTC indicated. 



Recheck and record of DTC/freeze-frame data 

No DTC indicated. 



Basic check 

No DTC indicated. 

No malfunctioning 

⎫ 

⎪ 

⎪ 

⎪ 

phenomenon exists. ⎬ 

⎪ 

⎪ 

⎪ 

⎪ 

Visual check ⎭ 

Narrow down 

malfunctioning 

systems. 

Check and repair by means of 

chart according to DTC 

Trouble-shooting according to 

malfunctioning phenomena 

Check and repair for malfunction 

which occurs intermittently. 

∗ 

NO 

Final confirmation (DTC confirmation) test 

Is vehicle restored to its normal state 

Confirm that the malfunctioning 

phenomenon that customer 

spoke about has been remedied 

completely. 

YES 

Finish 

System is normal. 

There is a strong likelihood 

that a malfunction 

occurred in the past in 

the wire harness or connector 

of the system 

which was indicated at 

time of initial DTC check. 

Hence, check the wire 

harness or connector 

concerned. 

JEF00093-00000

EF–34 

5.2.2 INQUIRY WITH CUSTOMER 

In your attempt to remove the causes for a malfunction of the vehicle, you will not able to remove the causes 

unless you actually confirm the malfunctioning phenomenon. No matter how long you continue operations, 

the vehicle may not resume the normal state unless you confirm the malfunctioning phenomenon. The 

inquiry with the customer is a vital information collecting activity which is to be conducted previous to the 

confirmation of malfunctioning phenomenon. This inquiry will provide you with an important clue in an effort 

to reproduce the malfunctioning phenomenon. 

Furthermore, the information obtained by the inquiry can be referred to during the trouble-shooting. Hence, 

instead of making general questions, it is necessary to focus your questions on the items related to the malfunction. 

The following five main points of the inquiry given below are the most important points in analyzing the malfunction. 

In some cases, the information about malfunctions which took place in the past and about the history 

of previous repairs, which seem to have nothing to do with the current malfunction, may prove to be 

helpful in solving the malfunction. Hence, it is important to obtain as much information as possible and 

keep them accurately in mind as reference information when trouble-shooting the malfunctioning phenomenon. 

Main points in analysis of malfunction told by customer 

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

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

• Where ............................. Condition of road 

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

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

JEF00094-00000 

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

When the DTC of the diagnosis is indicated, it is necessary to confirm whether that a system malfunction 

took place in the past or is still taking place, and confirm how the malfunction is related with the reproduced 

malfunction. To confirm this, you have to indicate the DTC/freeze-frame data twice. That is to say, 

you indicate the DTC/freeze-frame data, erase the data, and confirm the malfunctioning phenomenon. 

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

Please check the DTC’s (including unidentified DTC’s) by referring to the “DTC checking procedure” section. 

When any DTC’s are indicated, print or write down the DTC and freeze-frame data. Then, erase them 

by referring to the “DTC erasing procedure.” If you fail to erase the DTC at this time, you may make a wrong 

diagnosis, conclude that the normal circuit is malfunctioning, or face difficulty in trouble-shooting. 

JEF00095-00000

EF–35 

5.2.4 CONFIRMATION OF REPRODUCTION OF MALFUNCTIONING PHENOMENA 

In the course of trouble-shooting, the operator can not pinpoint the cause for the malfunction unless he 

confirms the phenomenon. For this purpose, it is indispensable to reproduce the malfunctioning phenomenon 

by creating conditions and environments that are similar to those where the malfunction occurred, 

based on the information obtained through the inquiry with the customer. 

As for phenomena which can not be reproduced easily, it is necessary to produce running conditions that 

are similar to those when the malfunction occurred (road surface condition, weather condition, driving condition). 

For this end, it is of great importance to try to reproduce the malfunction persistently by applying external 

factors, such as vibration (moving wire harnesses and relays by hand), heat (applying hot air) and 

water (applying moisture). 

Vibration, heat or moisture can constitute causes for malfunction that are difficult to reproduce. Therefore, 

with the vehicle in a stationary state, you can perform the following malfunction reproduction simulation 

tests given below. 

Moreover, if you presume a section (part) which can cause a malfunction and connect a tester, etc. to that 

section so as to confirm the malfunctioning phenomenon, you can also achieve a function evaluation of that 

section (part). 

JEF00096-00000 

MALFUNCTION REPRODUCTION SIMULATION TEST 

METHODS 

1. Vibration method: 

When vibration is thought to be the main cause 

(1) Connector 

Lightly shake the connector vertically and laterally. 

(2) Wire harness 

Lightly shake the wire harness vertically and laterally. 

The points to be checked are connector joints, the 

vibrating point and the section where the wire harness 

is passing through the body. 

JEF00097-00054 

Shake lightly 

(3) Parts, sensors 

With your finger, apply light vibrations to a part of 

the sensor which is presumed to be the cause for 

the malfunction. Check to see if the malfunction is 

reproduced. 

NOTE: 

• Be careful not to apply too strong vibration to a relay, 

for it can cause an open wire in the relay. 

JEF00098-00055 

JEF00099-00056

EF–36 

2. Cool/hot method: 

When a suspected section is likely causing the malfunction 

when it is cold or hot 

Heat a component which is presumed to be causing 

the malfunction by using a dryer or the like. 

Check to see if the malfunction occurs. 

CAUTION: 

• Do not heat the section beyond 60°C. (Temperature 

limit to assure that no damage be made to the component.) 

• Do not directly heat the parts inside the ECU. 

Dryer 

Malfunction 

Cooling agent 

JEF00100-00057 

3. Water applying method: 

When the malfunction is believed to occur on rainy 

days or under humid conditions 

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

occurs. 

NOTE: 

• Never apply water directly to the engine compartment. 

By applying water to the front of the radiator, you can 

indirectly change the temperature and humidity. 

• Never apply water directly to the electronic parts. 

• If rain leaks into the vehicle compartment, rain may get 

into the inside of the ECU through the wire harnesses. 

If the vehicle has experienced any rain leakage before, 

utmost attention must be paid in respect to this point. 

JEF00101-00058 

4. Others: 

When the malfunction is believed to occur when a 

heavy electric load is applied 

Turn ON all electric loads, including the heater 

blower, headlights, rear window defogger, etc. 

Check to see if the malfunction occurs. 

ON 

JEF00102-00059

EF–37 

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

By checking the DTC/freeze-frame data after confirming the reproduction of the malfunctioning phenomenon, 

it is possible to judge whether the system related to the DTC that was indicated before confirmation of 

the reproduction is now functioning properly or not. Then, you are to proceed to one of the following three 

steps. 

1. When a DTC was indicated at the time of checking the DTC and the same DTC is indicated after the 

confirmation of reproduction of the malfunction, it indicates that the malfunction is still persisting in the 

diagnosis circuit. Proceed to the trouble-shooting according codes. 

2. When no abnormal code is indicated, although the occurrence of malfunction was observed during the 

confirmation of reproduction of malfunction, a malfunction other than those related to the diagnosis system 

is likely taking place. Proceed to the trouble-shooting according to malfunctioning phenomena. 

3. When no malfunction is observed during the confirmation of reproduction of malfunction, and the normal 

code is indicated at the check of the DTC, it is presumed that an abnormality, such as poor contacts 

at the harnesses and connectors, occurred in the past, but now they are functioning properly. 

Check the harnesses and connectors of those systems related to the DTC that was indicated before the 

confirmation of reproduction of the malfunctioning phenomenon. 

JEF00103-00000 

5.2.6 BASIC CHECK 

It is possible to narrow down the malfunctioning sections by performing the basic engine check, following 

the “basic engine check flow chart.” 

JEF00104-00000 

5.2.7 VISUAL INSPECTION 

Check the wire harnesses and connectors of the systems that were indicated at the initial DTC check, following 

the procedure of the “visual and contact pressure checks.” 

JEF00105-00000

EF–38 

5.2.8 CHECK AND REPAIR BY CHART ACCORDING TO DTC’S 

The following table shows the checking procedure. You can perform efficient and accurate trouble-shooting 

by utilizing the DTC indicated at the time of rechecking the DTC. Perform the trouble-shooting by following 

the checking procedure shown in the flow corresponding to each DTC. 

The following shows an example of the engine DTC chart. 

• DTC No. 

This shows the diagnosis trouble code 

“4-digit code/2-digit code.” The 4-digit 

code is in accordance with the ISO/SAE 

Regulations. The 2-digit code is set forth 

by the DMC itself. 

• Detection item 

This item indicates a malfunctioning 

system or contents of malfunction. 

• Trouble area 

This shows areas where malfunctions 

are likely occurring. 

• MIL (malfunction indicator lamp) 

! : MIL is illuminated. 

— : MIL will not go on. 

• Malfunction evaluation method 

This indicates whether the 1 trip 

detection logic or 2 trip detection 

logic is employed to evaluate a 

malfunction. 

DTC (specified by ISO/SAE regulations) chart 

NOTE: 

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

DTC No. Detection item Trouble area 

Malfunction 


MIL 

P0105/31 

Manifold absolute pressure/ 

barometric pressure circuit 

malfunction 

• Open wire or short in absolute pressure sensor 

circuit 

• Manifold absolute pressure sensor 

• Engine ECU 

• Open wire or short in intake air temperature 

sensor circuit 

• Intake air temperature sensor 


• Open wire or short in water temperature sensor 

circuit 

• Engine coolant temperature sensor 


1 trip ! 

P0110/43 

Intake air temperature circuit 

malfunction 

1 trip ! 

P0115/42 

Engine coolant temperature 

circuit malfunction 

1 trip ! 

P0116/42 


circuit range/performance 

problem 


• Cooling system 

2 trip ! 

• Open wire or short in throttle position sensor circuit 

• Throttle position sensor 

JEF00106-00061

EF–39 

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

FUNCTIONING PHENOMENA 

This table can be used when trouble-shooting a malfunction which persists although the normal code is indicated 

at time of the DTC recheck. However, before performing trouble-shooting, carry out the basic 

check to narrow down possible causes for the malfunction. For example, if the spark check of the basic 

check proves that there is no problem, it can be presumed that the ignition system is normal. Also, you can 

narrow down further possible causes based on the information obtained through inquiry to the customer. 

NOTE: 

• If any malfunction can not be detected by the diagnosis system although the malfunctioning phenomenon 

exists, that malfunction is not covered by the detection range of the diagnosis system or the 

malfunction exists in a system other than the diagnosis-related systems. 

JEF00107-00000 

5.2.10 CHECK OF MALFUNCTIONS WHICH OCCUR INTERMITTENTLY 

Check parts where malfunctions occur intermittently, such as wire harnesses and connectors, by following 

the section “Check of malfunctions which occur intermittently and poor contacts.” At that time, focus 

checks on the circuits related to the systems of the DTC’s that were indicated at the time of initial DTC 

check. 

JEF00108-00000 

5.2.11 FINAL CONFIRMATION TEST 

Confirm that the malfunctioning phenomenon pinpointed by 

the customer has been completely eliminated. If the remedied 

parts are related to the DTC, erase the DTC once and carry 

out the DTC confirmation test. Ensure that no DTC is indicated. 

At this time, for improved efficiency of operations, use the 

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

DS-21 diagnosis tester, select the “Continuous monitoring results” 

of the vehicle communication in CARB mode.) 




Data display for freeze frame data 






JEF00109-00062

EF–40 

5.3 INQUIRY SHEET 

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

inquiries. 

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

each market. 

[INQUIRY SHEET] 

Inquiry sheet 

Name of customer Vehicle model Engine - N/A, T/C, 

S/C, carburetor, 

EFI, LPG 

Details 

of 

vehicle 

Symptom 

Transmission - 4M/T, 5M/T, 

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

4A/T 

Frame No. Registration date . . Date of malfunction . . Running distance km 

Equipment: 

[Sex] of customer (driver) 

Male 

Poor starting 

Faulty idling 

Poor drive-ability 

Engine stall 

Female 

From when malfunction has started 

Frequency of occurrence 

Meteorological 

conditions 

Engine condition 

Road 

Driving conditions 

Other situations 

Weather 

Temperature 

[Age] [Occupation] 

Approx. 

• No initial explosion takes place. 

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

• Other ( ) 

[Places where vehicle is mainly used] [Parking place] 

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

• Explosion is incomplete although initial explosion takes place. 

• No cranking takes place. 

• Idling speed too low 

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

• Fast idling ineffective 

• Idling speed too high 

• Other ( ) 

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

• Knocking 

• Backfire • Lack of power • Poor acceleration • Poor blow 

• Other ( ) 

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

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

• Other ( ) 

• Since vehicle was purchased as a new car • Recently ( since what year/ month ) 

• At all times • Under a certain condition ( ) • Sometimes 

• At all times 

• Fine • Cloudy • Rain • Snow • Other ( ) 

• Temperature (about °C) (Spring, summer, autumn, winter) 

• When cold • After warming-up • During warming-up (Water temperature about °C) 

• Urban district • Suburb • Highway • Mountainous road (Uphill, downhill) 

• No relation • During racing under no load 

• During running (Vehicle speed: km/h, Engine speed: rpm, MT Which gear) 

• During turn (right curve, left curve) 

State of malfunction indicator lamp (MIL) • Illuminated or flashing at all times • Illuminated or flashing sometimes • Will not go on. 

Indication of DTC 

• Reading out by using OBD II generic 

scan tool or DS-21 diagnosis tester 

• Reading-out of MIL flashing pattern by 

shorting terminal T 

During checking 

2nd time 

• Normal • Malfunction code ( ) 

• Normal • Malfunction code ( ) 

JEF00110-00063

Revision 2 

EF–41 

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

The parameters indicated in the table may vary, depending upon the system types and specifications. This 

applies to vehicles for all destinations. 

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

YEF00015-00000 

5.4.1 DTC CHART SPECIFICATIONS 

1. Codes specified by ISO/SAE 


P0105/31 

P0110/43 

P0115/42 

P0116/42* 1 

P0120/41 

P0130/21 

P0133/21* 1 

P0135/23* 1 

P0136/22* 1 

P0141/24* 1 

P0171/25 

P0172/26 

Manifold absolute pressure/ 

barometric pressure circuit 

malfunction 

Intake air temp. circuit 

malfunction 

Engine coolant temp. circuit 

malfunction 

Engine coolant temp. circuit 

range/performance problem 

Throttle/pedal position 

sensor/switch “A” circuit 

malfunction 

Oxygen sensor circuit 

malfunction (Bank 1 sensor 1) 


slow response 


Oxygen sensor heater 





Oxygen sensor heater circuit 


Fuel trim system too lean 

(Air-fuel ratio lean 

malfunction, bank 1) 

Fuel trim system too rich 

(Air-fuel ratio rich 

malfunction, bank 1) 

· Open wire or short in manifold absolute pressure sensor circuit 

· Manifold absolute pressure sensor 

· Engine ECU 

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

· Intake air temp. sensor 

· Engine ECU 

· Open wire or short in water temp. sensor circuit 

· Engine coolant temperature sensor 

· Engine ECU 

· Engine coolant temp. sensor 

· Cooling system 

· Open wire or short in throttle position sensor circuit 

· Throttle position sensor 

· Engine ECU 

· Air induction system 

· Fuel pressure 

· Injector injection 

· Open wire or short in heated oxygen sensor circuit 

· Heated oxygen sensor 

· Air induction system 

· Fuel pressure 

· Injector injection 

· Open wire or short in heated oxygen sensor circuit 

· Heated oxygen sensor 

· Engine ECU 

· Open wire or short in heater circuit of oxygen sensor 

· Oxygen sensor heater 

· Engine ECU 

· Open wire or short in heater circuit of oxygen sensor 

· Oxygen sensor 

· Engine ECU 

· Same as DTC No. P0135/23 

· Air intake (hose loose) 

· Fuel line pressure 

· Injector blockage or leakage 

· Open wire or short in oxygen sensor circuit 

· Oxygen sensor 

· Manifold absolute pressure sensor 

· Engine coolant temperature sensor 

· Gas leakage on exhaust system 

· Purge VSV for EVAP 

· Engine ECU 

Malfunction 


1 trip 

1 trip 

1 trip 

2 trip 

1 trip 

2 trip 

2 trip 

2 trip 

2 trip 

2 trip 

2 trip 

MIL 

! 

! 

! 

! 

! 

! 

! 

! 

! 

! 

! 

2 trip ! 

YEF00016-00000

EF–42 


Malfunction 


P0300/17* 1 Random/multiple cylinder • Ignition system 

MIL 

misfire detected 

• Injector 

flashing 

• Fuel pressure 

during 

Misfire detected 

P0301/17* • Compression pressure 

misfire 

-Cylinder 1 

P0302/17* • Valve clearance 

detection 

-Cylinder 2 

P0303/17* • Valve timing 

-Cylinder 3 

P0304/17* • Ion current sensor 

2 trip 

-Cylinder 4 


• Open wire or short in engine wire 

Single cylinder misfire 

P0314/—* 1 

• Connector connection 

! 

(Cylinder not specified) 


(EU regulation) 


• Open wire or short in knock sensor 1 circuit 

P0325/18* 4 Knock sensor 1 circuit 

• Knock sensor 1 (looseness) 

1 trip ! 

malfunction 


• Open wire or short in crank angle sensor circuit 

Crankshaft position sensor • Crank angle sensor 

P0335/13 

1 trip 

• Signal rotor 

! 

“A” circuit malfunction 


• Open wire or short in cam angle sensor circuit 

Camshaft position sensor 

P0340/14 

• Cam angle sensor 

1 trip ! 



• Three-way catalytic converter 

P0420/27* 1 Catalyst system efficiency 

• Open wire or short in (heated) oxygen sensor circuit 2 trip ! 

below threshold 

• (Heated) oxyger sensor 

short in VSV circuit for EVAP 

! 

• Open wire or short in vehicle speed sensor circuit 

• Combination meter 

P0500/52* 6 Vehicle speed sensor 

2 trip 

malfunction 

• Vehicle speed sensor 

! 



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


P0500/52 

ABS ECU or vehicle speed sensor 

2 trip ! 

malfunction 

• Engine ECU or A/T ECU or ABS ECU 


P0505/71 

1 trip ! 

Transmission fluid 

P0710/38* 3 temperature sensor circuit 

1 trip ! 

malfunction 

Transmission fluid 

P0711/38* 3 temperature sensor circuit 

2 trip ! 

range/performance 

Turbiue speed sensor circuit 

P0715/37* 3 

malfunction 

1 trip ! 

Output speed sensor circuit 

P0720/42* 3 

malfunction 

2 trip ! 

Refer to the AT section 

P0725/86* 3 Engine speed input circuit 

2 trip ! 

malfunction 

P0753/61* 3 Solenoid No. 1 1 trip ! 



P0768/64* 3 Duty solenoid 1 trip ! 

P0773/65* 3 Lock up solenoid circuit 

1 trip ! 

malfunction 

JEF00114-00000 

Idle control system 

Evaporative emission 

• Open wire or short in ISC valve circuit 

• Open wire or 

P0443/76 

malfunction 

control system purge control 


• VSV for EVAP 

2 trip 

valve circuit malfunction • Engine ECU 

MIL

Revision 1 

EF–43 

2. Codes specified by DMC 


P1105/32* 1 

P1130/29* 5 

Barometric pressure sensor 


A/F adjuster circuit 

malfunction 


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

• A/F adjuster 


Malfunction 


MIL 

1 trip ! 

1 trip — 

P1300/36* 1 Ion system malfunction 

• Open wire or short in Ion system circuit 

• Ignitor unit 

• Ignition coil (All cylinders) 

• Spark plug (All cylinders) 


2 trip ! 

P1346/75 

P1349/73 

P1510/54 

P1520/51 

P1530/44 

P1560/61 

P1600/83* 2 

P1601/81* 2 

P1602/82* 3 

VVT sensor circuit range/ 

performance problem 

VVT system malfunction 

Starter signal circuit 

malfunction 

Switch signal circuit 

malfunction 

A/C evaporator temp. sensor 


ECU back up power source 


Immobilizer signal 

malfunction 

Immobilizer signal circuit 

malfunction 

Serial communication 

problem between EFI ECU 

and A/T ECU 

• Mechanical system (Skipping teeth of timing chain, 

wrong installation of timing chain and chain tensioner) 


• Valve timing 

• OCV 

• VVT controller assembly 


• Open wire in starter signal circuit 


• Open wire or short in A/C switch circuit 

• A/C switch 

• Open wire or short in linear throttle sensor circuit 

• Linear throttle sensor 

• Open wire or short in neutral start switch circuit 

• Neutral start switch 

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

• A/C evaporator temp. sensor 


• Open wire in back up power source circuit 



• Open wire or short in immobiliger signal circuit 

• Immobilizer ECU 


• Open wire or short in serial communication circuit 

• A/T ECU 


• Open wire or short in OCV circuit 

• OCV 


2 trip ! 

2 trip ! 

2 trip ! 

1 trip — 

1 trip — 

1 trip ! 

1 trip — 

1 trip — 

1 trip ! 

P1656/74 OCV circuit malfunction 1 trip ! 

P1703/72* 3 Lock-up clutch status 

2 trip ! 

malfunction 

Refer to AT section 

P1780/66* 3 Switch solenoid 1 trip ! 

sEF00053-00000


NOTE: 

• MIL ..... Malfunction indicator lamp. 

However, in the case of A/T vehicles of M101 and M201, the 2-digit codes of DTC No. can 

be read out through the flashing pattern of the D range lamp. 

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

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

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

“—” mark is shown, the lamp will not go on for that DTC No. However, the data other than the switch 

signal system (P1520/51) are memorized in the backup memory. Therefore, it is possible to read out 

the DTC No. by using the diagnosis tester DS-21. 

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

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

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

mode. 

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

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

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

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

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

YEF00017-00000

Revision 2 

EF–45 

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

When any of the following DTC’s has been detected, the ECU enters the fail-safe mode in order to make it 

possible for the vehicle to drive for evacuation and to ensure safety. When the malfunction is remedied to a 

normal condition, the fail-safe control will be released. 

However, the diagnosis results will remain memorized. Hence, it is necessary to determine whether the malfunction 

still persists or not. 

YEF00018-00000 

5.5.1 FAIL-SAFE SPECIFICATIONS 

DTC No. Detected item Fail-safe operation 

P0105/31 

P0110/43 

P0115/42 

P0120/41 

P0136/22* 1 

P0325/18* 3 

P1105/32* 1 

P1300/36* 1 

P1349/73 

P1530/44 

P1600/83* 2 

P1601/81* 2 

When the signal from the intake 

manifold pressure sensor exhibits 

an open wire or short circuit 

When the signal from the intake air 

temperature sensor exhibits an open 

wire or short circuit 

When the signal from the engine 

coolant temperature sensor 

becomes open or shorted. 

When the signal from the throttle 

position sensor exhibits an open 

wire or short circuit 

When an abnormality is encountered 

in the signal from the rear O2 sensor 

When the signal from the knock 

sensor becomes open or shorted. 

When the signal from the 

atmospheric pressure sensor 

exhibits an open wire or short circuit 

When the Ion current signal from the 

ignitor unit becomes open or 

shorted. 


in the valve timing control 

When the signal from the evaporator 

temperature sensor exhibits an open 

wire or short circuit for more than a 

certain length of time 

When abnormality occurs in writing 

and reading-out of the rolling codes 

into/from the E 2 PROM during the 

immobilizer communication 

When the rolling codes cannot be 

exchanged between the EFI ECU 

and the immobilizer ECU or the 

rolling codes are not matched 

• The signal from the intake manifold pressure sensor is set to the 

value determined from the throttle opening angle, engine 

revolution speed and ISC opening angle. 

• The ignition timing is changed to the control based on the 

pressure determined from the engine revolution speed and the 

above value. 

• The fuel will be cut when the throttle opening angle and engine 

revolution speed exceeds the respective set values. 

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

value. 

• The signal from the engine coolant temperature sensor becomes 

a constant value. 

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

(Except for EU spec.) 

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

value. 

• The feedback of the rear O2 sensor is stopped 

• The correction coefficient of the feedback of the rear O2 sensor is 

set to the value determined from the engine revolution speed and 

pressure. 

• The ignition timing is retarded. 

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

constant value. 

• The ignition timing is retarded. 

• The learning of the most retard timing is prohibited. 

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

• The idle speed control is changed. 

• The air conditioner will be cut. 

• The injection and ignition are prohibited. 

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

specifications) 

YEF00019-00000

EF–46 

DTC No. Detected item Fail-safe operation 

P1602/82 

P1656/74 

When the signal from A/T ECU or 

from the EFI ECU becomes open or 

shorted. 


in the control voltage of the oil 

control valve for more than a certain 

length of time 

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

constant value. 

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

NOTE: 

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

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

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

JEF00118-00000

EF–47 

5.6 MATRIX TABLE FOR TROUBLE-SHOOTING ACCORDING TO MALFUNCTIONING 

PHENOMENA 

In cases where no malfunction code was detected during the DTC check and no malfunction can be still 

confirmed during the basic check, perform the trouble-shooting, referring to the following table. 

See page 

Suspect area 

Malfunction phenomena 

Starter and starter relay EF–158 

EF–178 

ECU power source circuit 

EF–181 

Fuel pump control circuit 

– 

Injector circuit 

– 

Fuel filter/Fuel line 

EF–145 

Ignition coil (W/Ignitor) circuit 

EF–185 

Spark plug 

– 

Hose, etc., disconnected 

Refer to 

EC section 

PCV valve 

Refer to 

AT section 

A/T faulty 

EF–134 

ISC valve circuit 

Engine does not crank (Does not start) 

Poor starting 

Engine cranks normally (Difficult to start) 

No initial combustion takes place 

Although initial combustion takes place, 

combustion is not complete 

Hard starting (during cold period) 

Hard starting (during hot period) 

Fast idle is not effective 

Poor idling 

Idle revolution speed is too low 

Idle revolution speed is too high 

Unstable/Rough idling 

Hunting during idling 

Engine stalls when accelerator pedal is depressed 

Engine stalling 

Engine stalls when accelerator pedal is released 

Engine stalls during idling 

Engine stalls when A/C switch is turned on 

Engine stalls when shifting from N to D 

Hesitation during acceleration period 

Poor running 

Hunting during running 

Lack of output 

Knocking 

Back fire/After fire 

JEF00119-00000

EF–48 

5.7 CHECKING PROCEDURE FOR COMMON ITEMS IN CHART 

1. For proper trouble-shooting, the detailed checking procedure for each circuit in the chart according to 

the DTC chart or the chart according to malfunctioning phenomena is provided later on. 

2. If the trouble-shooting for all components, wire harnesses and connectors, except for the ECU, reveals 

that no malfunction is occurring, most likely the ECU is malfunctioning. Therefore, if the diagnosis has 

been carried out without any malfunction, then the ECU will be checked and eventually replaced even 

though no malfunction has been found in the ECU. Hence, make sure that any malfunctioning phenomenon 

is occurring. Or, in cases where no malfunction is occurring, be sure to proceed with the checks, 

using the malfunction reproduction simulation test method. 

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

Occurs Intermittently” and “Check and Replacement of ECU” appearing in the checking procedure is 

an element operation common in each system check (checking procedure) and can apply to various 

systems. Hence, the checks should be conducted, following these procedures as summarized below. 

JEF00120-00000 

5.7.1 CHECK OF WIRE HARNESSES AND CONNECTORS 

Malfunctions of the wire harness and connectors are caused 

by an open wire or short circuit. 

Open Wire: This is caused by detached wire harness, 

poor contact inside the connector, detached 

connector terminal, and so forth. 

Loosen 

NOTE: 

• The wires are rarely cut at the center. In most cases, 

an open wire occurs at the connectors. Particularly, the 

connectors of the sensor and actuator should be 

checked very carefully. 

• Poor contact is caused by rust formation at the connector 

terminal, foreign substances adhered to the terminal, 

or drop in the contact pressure between the male 

and female terminals of the connector. 

Simply disconnect the connector once, and then, reconnect 

it. It may change the contacting condition, thus 

returning to the normal operation. 

Hence, if no abnormality was found when the wire harness 

and connector were checked during the troubleshooting, 

and if the malfunction ceases to exist after 

completion of the checks, then the wire harness or connector 

was most likely causing the malfunction. 

Tension 

JEF00121-00064 

JEF00122-00065

EF–49 

Short Circuit: 

This is caused by a short circuit between 

the wire harness and the body 

ground or by an internal short circuit of 

the switches, etc. 

NOTE: 

• If a short circuit is present between the wire harness 

and the body ground, thoroughly check to see if the 

wire harness is caught in the body, if the wire is rubbed 

and the insulator section is ruptured, thus contacting 

other parts, and if the wire is clamped properly. 

Continuity check (check for open wire) 

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

sensor. 

Sensor side 

ECU side 

JEF00123-00066 

2. Measure the resistance between the relevant terminals of 

the connector. 

Resistance: 10 Ω or less 

JEF00124-00067 

NOTE: 

• Lightly shake the wire harness in a longitudinal direction 

as well as in a horizontal direction when the resistance 

is measured. 

• In the case of non-waterproof connectors, the test 

probe should be inserted into the connector from each 

wire harness side. 

Tester probes 

JEF00125-00068 

• In cases where the waterproof connector is checked 

without removing the waterproof rubber, be very careful 

not to deform the connector terminal when applying the 

test probes. 

Sensor side 

Ω 

ECU side 

JEF00126-00069 

JEF00128-00071

EF–50 

Check of resistance (check for short circuit) 

1. Disconnect the connector on both sides. 

2. Measure the resistance between the relevant terminal of 

the connector and the body ground. Moreover, be sure to 

check for the connectors on both sides. 

Resistance: 1 MΩ or more 

Sensor side 

Ω 

ECU side 

NOTE: 

• Lightly shake the wire harness in a longitudinal direction 

as well as in a horizontal direction when the resistance 

is measured. 

JEF00129-00072 

5.7.2 VISUAL INSPECTION AND CONTACT PRESSURE 

CHECK 

1. Disconnect the connectors on both sides of the relevant 

harness. 

2. Visually check that no rust formation is present at the connector 

terminal section. Also, check that no foreign substance 

is admitted. 

3. Check the staked section for looseness and damage. 

Moreover, check that the terminal will not be detached by 

lightly pulling the wire harness from the connector. 

4. Prepare the same male terminal as that of the connector 

terminal. Insert it into the female terminal and check the 

pulling force. 

The terminal having a smaller pulling force, compared with 

other terminals, may cause poor contact. 

NOTE: 

• In cases where rust formation is present at the terminal 

section, foreign substances have been admitted, or the 

contact pressure has dropped between the male terminal 

and the female terminal, the contact condition may 

change by disconnecting and reconnecting the connector 

once, thus resulting in “No malfunction.” 

Therefore, if the check results of the wire harness and 

connector reveal that there is no malfunction, confirm 

the malfunctioning phenomenon. At this time, if no malfunctioning 

phenomena is reproduced, most likely the 

poor contact between the male terminal and the female 

terminal was causing the malfunction. 

Pull lightly 

Looseness of staked section 

Male terminal for check 

JEF00130-00073 

JEF00131-00074 

JEF00132-00075

EF–51 

5.7.3 CHECK FOR MALFUNCTION WHICH OCCURS IN- 

TERMITTENTLY AND POOR CONTACT 

Occasionally the relay or solenoid becomes seized. However, 

most malfunctions which occur intermittently are temporary 

open wires caused by a poor connection or wrong wiring inside 

the circuit. 

Therefore, perform the check, observing the following points. 

1. Check the connector and terminal. 

Perform the check for the items related to open wire under 

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

2. Visual Inspection and Contact Pressure Check 

Perform the check, following the items under “Visual 

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

JEF00133-00000 

5.7.4 CHECK AND REPLACEMENT OF ECU 

First, check the ground circuit of the ECU. If any malfunction 

is found, repair the ground circuit. If no malfunction is found, 

replace the ECU. 

1. Disconnect the ECU connector. Check the ground terminals 

E1 and E2 on the ECU side and wire harness side for 

bending. Also, check the contact pressure. 

Wire harness 

side 

ECU side 

Ground 

2. Measure the resistance between each of the ECU ground 

terminals E1 and E2 (harness side) and the body ground. 

Moreover, measure the voltage across the power supply 

terminal (harness side) and the body ground. 

Resistance: 10 Ω or less 

Voltage: Battery voltage 

NOTE: 

• When the ECU ground circuit is checked, there are 

cases where the contact condition of the terminal may 

change by disconnecting and reconnecting the connector, 

thus resulting in “No malfunction.” Therefore, if the 

check results of the ECU ground circuit reveal that 

there is “no malfunction,” again connect the ECU connector 

to confirm that the malfunction occurs. Then, 

you can judge that the ECU unit is faulty. 

Wire harness side 

Ω 

JEF00134-00076 

Ground 

JEF00135-00077

EF–52 

5.8 CHECKING PROCEDURE FOR DTC 

Prior to the check, check the malfunction indicator lamp (MIL), 

following the procedure given below. 

5.8.1 CHECK OF MALFUNCTION INDICATOR LAMP 

1. Ensure that the malfunction indicator lamp goes on when 

the ignition switch is turned ON, but with the engine not 

running. 

NOTE: 

• If the malfunction indicator lamp (MIL) fails to go on, 

perform the trouble-shooting for the combination meter. 

H 

C 

F 

E 

50 

60 

40 

80 100 

30 60 

40 

20 

20 

10 0 

0 

km/h 

2 3 4 

D 

JEF00136-00078 

2 Ensure that the malfunction indicator lamp goes out when 

the engine starts. 

If the lamp remains illuminated or is flashing, the diagnosis 

system is detecting a malfunction. Therefore, a DTC is 

memorized in the ECU. 

If no DTC is memorized in the ECU, perform the troubleshooting 

for the malfunction indicator lamp circuit. 

400 rpm 

Extinguished 

Illuminated 

200 rpm 

Hysteresis 

5.8.2 CHECK OF DTC, USING DS-21 DIAGNOSIS TESTER 

OR OBD II GENERIC SCAN TOOL 

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

scan tool. 

2. With the ignition switch turned OFF, connect the DS-21 diagnosis 

tester or the OBD II generic tester to the data link 

connector (DLC) located at the lower section of the instrument 

panel on the driver’s seat side. At this time, the DS- 

21 tester should be connected to the DLC with the following 

SST interposed, and the OBD II generic tester should 

be connected directly. 

SST: 09991-87404-000 

JEF00137-00079 

DLC 

JEF00138-00080 

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

the tester. 

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

write them down. 

(For the operating procedure, refer to the instruction manual 

of the tester.) 

In cases where the OBD II generic scan tool is used, it is 

possible to take a reading of only the DTC’s provided for in 

the ISO/SAE. It is, however, impossible to take a reading of 

the DTC’s specified by the DMC. 





Erasing of DTC (Other) 







JEF00139-00081

EF–53 

(1) Furthermore, as regards the check of unidentified twotrip 

DTC (DTC that has been detected only once), select 

the “Continuous monitoring results” of the “vehicle 

communication” in CARB mode and press “F1” key. If 

any DTC has been detected, it will be indicated. 

(2) In this case, too, the OBD II generic scan tool will indicate 

only the DTC’s provided for in the ISO/SAE. It is 

impossible to take a reading of DTC’s specified by the 

DMC. 




Data display for freeze frame 






DTC indication sample 

Indication of code 

P0105 


P0110 


P0115 

JEF00140-00082 


Freeze frame data indication sample 

Data display 

ECT 

RPM 

ITA 

–30°C 

0.0 rpm 

–1.0° 

MAP 

VS 

TAU 

146 kPa 

0 Km/h 

0.00 mS 



5. After completion of the check, turn OFF the main switch of 

the tester and ignition switch. Disconnect the SST from the 

data link connector. Then, disconnect the tester from the 

SST. 

JEF00141-00083 

JEF00142-00000 

5.8.3 CHECK OF DTC WITHOUT USING DS-21 DIAGNOSIS 

TESTER OR OBD II GENERIC SCAN TOOL 

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

SST to the data link connector (DLC) located at the lower 

section of the instrument panel on the driver’s seat side. 

SST: 09991-87404-000 

Data link connector (DLC) 

SST connector 

SST 

JEF00143-00084

EF–54 

2. Connect the terminal between the EFI test terminal and 

the earth terminal of the SST connector with a jump wire 

as indicated in the illustration. 

SST: 09991-87403-000 

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

Be careful not to start the engine. 

EFI test terminal 

SST 

connector 

Earth 

terminal 

4. Read out the diagnostic trouble code (DTC) by observing 

the flashing number of the malfunction indicator lamp. 

SST 

JEF00144-00085 

5. The illustration shows an example of the flashing pattern 

of the normal code. 

The engine check lamp glows for 0.25 second, right after 

the ignition switch has been turned ON. After a lapse of 

0.25 second, the check engine lamp again glows for 

0.25 second. 

Then, this pattern will be repeated. 

Glowing 

0.25 Sec. 

JEF00145-00086 

Extinguished 

0.25 Sec. 


of the code No. 21. 

The diagnosis code is composed of two digits. These two 

numbers are indicated by blinking of the check engine 

lamp. Four seconds after the ignition switch has been 

turned ON, the check lamp indicates first the number of 

the tens digit of the diagnosis code by glowing the same 

times as the number. The lamp glows for 0.5 second each 

time and then it is extinguished for 0.5 second. After a 

pause of 1.5 seconds, the check lamp indicates the number 

of the units digit of the diagnosis code by glowing the 

same times as the number. The lamp glows for 0.5 second 

each time and then it is extinguished for 0.5 second. Then, 

this pattern will be repeated after a pause of 4 seconds. 

JEF00146-00087 

In case of malfunction code number 21 

0.5 Sec. 

0.5 Sec. 

0.5 Sec. 

Glowing 

Extinguished 4 Sec. 

1.5 Sec. 

JEF00147-00088

EF–55 


of the codes No. 21 and 31. 

In cases where plural malfunction codes have been detected, 

the two-digit diagnosis codes are indicated in the 

sequence of the code number, starting from a smaller 

number. Each diagnosis code is indicated in the above 

described pattern. A pause of 2.5 seconds occurs between 

the outputs of respective diagnosis codes, thus 

separating one from the others. After all of the plural diagnosis 

codes that have been detected are indicated, the 

check engine lamp is extinguished for four seconds. Then, 

the detected plural diagnosis codes will be indicated 

again. 

In case of malfunction code number 21 and 31 

Glowing 

Extinguished 

2.5 Sec. 

4 Sec. 

JEF00148-00089 

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

9. After completion of the check, disconnect the jump wire 

and turn OFF the ignition switch. 

Then, disconnect the SST from the DLC. 

NOTE: 

• In cases where plural malfunction codes have been detected, 

the indication will be made progressively, starting 

from the smaller number to the larger number. 

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

OBD II generic scan tool is not used, it is impossible to 

take a reading of unidentified two-trip DTC from the 

SST connector. 

JEF00149-00000

EF–56 

NOTE: 

• When malfunctioning phenomena are to be reproduced 

without using the DS-21 diagnosis tester or OBD II 

generic scan tool, follow the procedure given below to 

detect the DTC. 

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

the DTC detection. 

(2) Therefore, after a malfunctioning phenomenon is 

first reproduced, turn OFF the ignition switch. 

(3) Then, repeat the same reproduction procedure 

once again. 

(4) When the malfunction is reproduced again, the 

malfunction indicator lamp goes on and the DTC is 

memorized in the engine ECU. For reading out of 

the DTC, refer to page EF–53. 

JEF00150-00000 

NOTE: 

• When malfunctioning phenomena are to be reproduced 

with the DS-21 diagnosis tester or OBD II generic scan 

tool connected to the DLC, the “Continuous monitoring 

results” function can be used. (In the case of the DS-21 

diagnosis tester, select the “Continuous monitoring results” 

of the “Vehicle communication” in CARB mode.) 

This function makes it possible to indicate the DTC 

when the malfunctioning phenomenon is first reproduced. 

(Request of onboard monitoring test results of ISO 

15031-5 Continuous monitoring system) 




Data display for freeze frame 






JEF00151-00090

EF–57 

5.9 ERASING PROCEDURE FOR DTC 

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

following methods. 

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

used to erase the DTC. 

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

2. The power supply to the ECU is shut off to erase the DTC 

without using the DS-21 diagnosis tester or OBD II generic 

scan tool. 

(Disconnect the negative (–) terminal from the battery or 

detach the EFI fuse.) 

JEF00152-00000 

5.9.1 WHEN DS-21 DIAGNOSIS TESTER OR OBD II 

GENERIC SCAN TOOL IS USED: 

1. In the same way as the check of DTC, connect the DS-21 

diagnosis tester to the data link connector (DLC) with the 

following SST interposed. Or, connect the OBD II generic 

scan tool directly. 

SST: 09991-87404-000 

DLC 

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

of the tester. 

3. In the case of the DS-21 diagnosis tester, erase the DTC 

by using the “Erasing of DTC (Only EU spec. AT) 

(Electronically-controlled A/T vehicles for EU spec. only) 

or Erasing of DTC (Others) (Except for electronically-controlled 

A/T vehicles for EU spec.) of the “Vehicle communication” 

in DAIHATSU mode.” 

4. After completion of the erasing, turn OFF the main switch 

of the tester and ignition switch. Disconnect the SST from 

the data link connector and disconnect the DS-21 diagnosis 

tester from the SST. Or, disconnect the OBD II generic 

scan tool. 











JEF00153-00091 

JEF00154-00092

EF–58 

5.9.2 WHEN DS-21 DIAGNOSIS TESTER OR OBD II 

GENERIC SCAN TOOL IS NOT USED: 

Erasure by disconnecting EFI fuse 

To erase the diagnostic trouble codes (DTCs) memorized in 

the ECU after malfunctions have been repaired, disconnect 

the EFI fuse from the relay block for at least 30 seconds with 

the ignition switch turned OFF. 

[When ambient temperature is about 20°C.] 

NOTE: 

• It is possible to complete this erasing for approximately 

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

longer. 

Furthermore, the erasing can be made by disconnecting 

the circuit, such as the battery power supply and 

fusible link. In cases where the battery terminal is to be 

disconnected, record the radio channels in advance. 

After completion of the operation, set the radio channels 

the same as before. 

• In cases where the same malfunction (DTC) cannot be 

detected again during the 40 cycles of the engine 

warming-up, the DTC and freeze-frame data will be automatically 

erased from the ECU memory. (Only in the 

case of vehicles with EU specifications) 

• Warming-up cycle 

The warming-up cycle refers to a driving cycle that sufficiently 

allows the water temperature to rise by at least 

22°C above the temperature at the time of engine starting 

and to reach at least 70°C. 

• Driving cycle 

The driving cycle consists of the engine starting and 

engine stopping. 

FUEL 

PUMP 


(ST) 

10 A 

HEAD 

NOTICE 

• 

•USE THE DESIGNATED FUSES ONLY. 

15 A 


AM 

60 A 

10 A 

BACK UP 

15 A 

HORN•HAZ 

(ABS) 

50 A 

20 A 

(A/C) 

TAIL 

40 A 

HEAD 

30 A 

RAD 

(MGC) 

RAD 

30 A 

JEF00155-00093

Revision 2 

EF–59 

5.10 BASIC ENGINE CHECK FLOW CHART 

When the ECU is detecting no DTC during the reproduction test of malfunctioning phenomena and when 

no abnormality is found by the visual inspection, it is necessary to progressively perform the trouble-shooting 

for circuits which are most likely causing the malfunctions. 

In many cases, sections causing malfunctions can be narrowed down quickly and effectively by performing 

the basic engine check indicated in the following flow chart. Therefore, it is very important to perform this 

check for the engine trouble-shooting. 

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

YEF00020-00000 

1 

Is the battery voltage 11 V or more with the 

engine in a stopped state 

NO 

Charge the battery or replace it. 

2 

3 

Does the engine crank 

Does the engine start 

YES 

YES 

NO 

NO 

Go to “Matrix Table for Trouble-Shooting According 

to Malfunctioning Phenomena” on page EF–47. 

Go to Step 6. 

4 

YES 

Check the engine idle speed 

• When DS-21 diagnosis tester or OBD 2 

generic scan tool is not used: 

1. Warm up the engine, until the engine coolant 

temperature reaches 90°C or more. 

2. Turn OFF all electric load switches (including 

A/C switch). 

3. In the case of M/T vehicles, set the transmission 

to neutral. (In the case of A/T vehicles, 

set the shift lever to the “P” position.) 

4. Connect the DS-21 tester to the DLC with 

the SST interposed, or connect the OBD 

2 generic scan tool to the DLC directly. 

Then, check the idle speed. 

SST: 09991-87404-000 

NO 

Tachometer (REV) 

terminal 

Earth 



SST 

5. When the DS-21 tester or OBD 2 generic 

scan tool is not used, connect a tachometer 

to the REV terminal. 

Spec.: 650 - 750 rpm 

(M/T & A/T vehicles) 

• When DS-21 diagnosis tester is 

not used: 

5 Check the ignition timing 

YES 

1. When the DS-21 diagnosis tester is not used, 

connect the terminal T of the SST connector 

to the earth terminal, using a jump wire. 

SST: 09991-87403-000 

When the DS-21 diagnosis tester is used, 

select the “T terminal ON” of the actuator 

driving so as to short the terminal T. 

2. Attach the clip of the timing light to the wire 

harness for timing light connection. 

3. Is the timing mark of the crankshaft within a 

range of the indicator for ignition timing 

check provided on the timing chain cover 

Spec.: 6 ± 2° (BTDC) 

NOTE: 

• After checking, release the shorting of the 

terminal T by using the “Actuator driving” 

function. 

YES 

Go to “Matrix Table for Trouble-Shooting 

According to Malfunctioning Phenomena” on 

page EF–47. 

Timing 

mark 

NO 

6 ± 2° 

Test 

Earth 

Check the timing chain for wrong assembling. 

Also, check the plunger protruding 

amount of the tensioner. 

SST 

SST 


used: 


T terminal ON 

T terminal OFF 

T terminal released 


YEF00021-00014


5.10 BASIC ENGINE CHECK FLOW CHART (S221) 

When the ECU is detecting no DTC during the reproduction test of malfunctioning phenomena and when 

no abnormality is found by the visual inspection, it is necessary to progressively perform the trouble-shooting 

for circuits which are most likely causing the malfunctions. 

In many cases, sections causing malfunctions can be narrowed down quickly and effectively by performing 

the basic engine check indicated in the following flow chart. Therefore, it is very important to perform this 

check for the engine trouble-shooting. 

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

1 

2 

3 

4 

Is the battery voltage 11 V or more with the 

engine in a stopped state 

Does the engine crank 


YES 

YES 

YES 

Check the engine idle speed 

1. Warm up the engine, until the engine coolant 

temperature reaches 90°C or more. 

2. Turn OFF all electric load switches (including 

A/C switch). 

3. In the case of M/T vehicles, set the transmission 

to neutral. (In the case of A/T vehicles, 

set the shift lever to the “P” position.) 

4. Connect the DS-21 tester to the DLC with 

the SST interposed, or connect the OBD II 

generic scan tool to the DLC directly. 

Then, check the idle speed. 

SST: 09991-87404-000 

NO 

NO 

NO 

NO 

Charge the battery or replace it. 



Go to Step 6. 

• When DS-21 diagnosis tester or OBD II 

generic scan tool is not used: 

SST 

connector 

Tachometer 

terminal 

Earth 

SST 



sEF00022-00000 

5. When the DS-21 tester or OBD II generic 

scan tool is not used, connect a tachometer 

to the REV terminal. 

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

650 - 750 rpm (A/T) 

5 Check the ignition timing 

YES 

1. When the DS-21 diagnosis tester is not used, 

connect the terminal T of the SST connector 

to the earth terminal, using a jump wire. 

SST: 09991-87403-000 

When the DS-21 diagnosis tester is used, 

select the “T terminal ON” of the actuator 

driving so as to short the terminal T. 

2. Attach the clip of the timing light to the wire 

harness for timing light connection. 

3. Is the timing mark of the crankshaft within a 

range of the indicator for ignition timing 

check provided on the timing chain cover 

Spec.: 6 ± 2° (BTDC) 

NOTE: 

• After checking, release the shorting of the 

terminal T by using the “Actuator driving” 

function. 

YES 


According to Malfunctioning Phenomena” on 

page EF–47. 

NO 

6 ± 2° 

Timing mark 

Check the timing chain for wrong assembling. 

Also, check the plunger protruding 

amount of the tensioner. 


not used: 

Test 

Earth 

SST 

SST 


used: 


T terminal ON 

T terminal OFF 

T terminal released 


sEF00023-00015


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

6 Fuel pressure check (simple check) 

1. Ensure that the fuel tank is filled with 

sufficient fuel. 

2. When DS-21 diagnosis tester is not 

used: 

(1) Remove the fuel pump relay and 

connect a jump wire, as indicated in 

the illustration. 

SST: 09991-87403-000 

(2) Check that the pulsation damper 

screw rises when the ignition switch 

is turned ON. 

3. When DS-21 diagnosis tester is used: 

(1) Connect the DS-21 diagnosis tester 

to the DLC with the SST interposed. 

SST: 09991-87404-000 

(2) Turn ON the ignition switch. 

Then, select the “Fuel pump driving” 

of the actuator driving among the 

individual functions so as to drive the 

fuel pump. Does the pulsation damper 

screw rise 

Jump 

wire 


FUEL 

PUMP 


• When DS-21 diagnosis tester is not used: 

(DGEF) 

15 A 

(POWER) 

30 A 


15 A 

BACK UP 

10 A 

[ST] 

NOTICE 

USE THE DESIGNATED FUSES ONLY. 

A2 82661-97218 

Relay block 

AM 

60 A 

STOP 

15 A 

(MGO) 

10 A 

HORN-HAZ 

15 A 

[HEAD] 

[DEFG] 

RAD 

[MGC] 

(ABS) (EPS) TAIL HEAD RAD 

50 A 30 A 40 A 30 A 30 A 

• When DS-21 diagnosis tester is used: 


Fuel pump driving 

Fuel pump stopped 

Fuel pump released 


7 Spark check 

YES 

NO 

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

1. Remove the fuel pump relay from the 

relay block. 

2. Remove the IG coils and spark plugs 

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

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

the IG coil connector to the IG coil. 

4. Ground the spark plug. 

5. Crank the engine. At this time, check to 

see if each spark plug sparks. 

Is it in a good condition 

NO 


FUEL 

PUMP 


(DGEF) 

15 A 

(POWER) 

30 A 


15 A 

BACK UP 

10 A 

[ST] 

NOTICE 


A2 82661-97218 

Relay block 

AM 

60 A 

STOP 

15 A 

(MGO) 

10 A 

HORN-HAZ 

15 A 

[HEAD] 

[DEFG] 

RAD 

[MGC] 


50 A 30 A 40 A 30 A 30 A 

Go to “Check of Ignition System.” 

YES 

8 Confirmation of operation of fuel injector 

1. Install the spark plugs, IG coils and fuel 

pump relay. Connect the connector of 

the IG coil. 

2. Using a sound scope, check each injector 

for operation sound while the engine 

is being cranked or idling. 

Can you hear operation sound of all 

injectors 

YES 

NO 

Go to “Check of Fuel Injector Circuit”. 

Go to Step 9. 

YEF00024-00016

Revision 1 

EF–60-1 

BASIC ENGINE CHECK (page 2 of 3) FOR S221 

6 Fuel pressure check (simple check) 

1. Ensure that the fuel tank is filled with 

sufficient fuel. 

2. When DS-21 diagnosis tester is not 

used: 

(1) Remove the fuel pump relay and 

connect a jump wire, as indicated in 

the illustration. 

SST: 09991-87403-000 

(2) Check that the pulsation damper 

screw rises when the ignition switch 

is turned ON. 

3. When DS-21 diagnosis tester is used: 

(1) Connect the DS-21 diagnosis tester 

to the DLC with the SST interposed. 

SST: 09991-87404-000 

(2) Turn ON the ignition switch. 

Then, select the “Fuel pump driving” 

of the actuator driving among the individual 

functions so as to drive the 

fuel pump. Does the pulsation damper 

screw rise 

Jump 

wire 


FUEL 

PUMP 


• When DS-21 diagnosis tester is not used: 

(DGEF) 

15 A 

(POWER) 

30 A 


15 A 

BACK UP 

10 A 

[ST] 

NOTICE 


A2 82661-97218 

Relay block 

AM 

60 A 

STOP 

15 A 

(MGO) 

10 A 

HORN-HAZ 

15 A 

[HEAD] 

[DEFG] 

RAD 

[MGC] 


50 A 30 A 40 A 30 A 30 A 

DLC 

Pulsation damper 


Fuel pump driving 

Fuel pump stopped 

Fuel pump released 


7 Spark check 

YES 

NO 

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

1. Remove the fuel pump relay from the relay 

block. 


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

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



5. Crank the engine. At this time, check to 


Is it in a good condition 

NO 


FUEL 

PUMP 


(DGEF) 

15 A 

(POWER) 

30 A 


15 A 

BACK UP 

10 A 

[ST] 

NOTICE 


A2 82661-97218 

Relay block 

AM 

60 A 

STOP 

15 A 

(MGO) 

10 A 

HORN-HAZ 

15 A 

[HEAD] 

[DEFG] 

RAD 

[MGC] 


50 A 30 A 40 A 30 A 30 A 

Go to “Check of Ignition System.” 

YES 

8 Confirmation of operation of fuel injector 

1. Install the spark plugs, IG coils and fuel 

pump relay. Connect the connector of 

the IG coil. 

2. Using a sound scope, check each injector 

for operation sound while the engine 

is being cranked or idling. 

Can you hear operation sound of all injectors 

Sound scope 

YES 

NO 

Go to “Check of Fuel Injector Circuit”. 

Go to Step 9. 

sEF00025-00017

Revision 2 

EF–61 

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

9 Inspection of compression pressure 

1. Warm up the engine. 

2. With the IG switch turned OFF, remove 

all of the IG coils and spark plugs. 

3. Temporarily remove the main relay and 

fuel pump relay. 

4. Insert a compression gauge into the 

spark plug hole. 

5. Depress the accelerator pedal fully. 

6. While cranking the engine, measure the 

compression pressure. 

7. Repeat the steps 4, 5 and 6 to perform 

the measurement for all cylinders. 

K3-VE engine 

Specified Value: 1471 kPa 

Limited Value: 1079 kPa 

(330 rpm. difference between 

cylinders is less than 147 kPa) 

K3-VE2 engine 



(300 rpm. difference between 

cylinders is less than 147 kPa) 

Main 

relay 


NOTE: 

• Be sure to use a fully-charged battery. 

Also the measurement should be performed 

in the shortest possible length 

of time. 

10 

YES 

Inspection of idle CO and HC 

concentrations (only for leaded spec.) 

NO 

1. Warm up the engine completely. 

NOTE: 

• Warm up the engine, until the fan 

motor starts to operate. 

2. Measure CO and HC concentrations at 

idle speed. 

Specified Value: 

CO concentration: 1 ± 0.5 % 

HC concentration: 

Not to exceed 700 rpm 

Perform the checks, referring to the section EM. 

Tester 

Measurement of CO and HC 

YES 

NO 


According to Malfunctioning Phenomena” 

on page EF–47. 


YEF00026-00018


BASIC ENGINE CHECK (page 3 of 3) FOR S221 

9 Inspection of compression pressure 


2. With the IG switch turned OFF, remove 

all of the IG coils and spark plugs. 

3. Temporarily remove the main relay and 

fuel pump relay. 

4. Insert a compression gauge into the 

spark plug hole. 

5. Depress the accelerator pedal fully. 

6. While cranking the engine, measure the 

compression pressure. 

7. Repeat the steps 4, 5 and 6 to perform 

the measurement for all cylinders. 

K3-VE engine 



(330 rpm. difference between cylinders 

is less than 147 kPa) 

Main 

relay 


NOTE: 

• Be sure to use a fully-charged battery. 

Also the measurement should be performed 

in the shortest possible length 

of time. 

10 

YES 

Inspection of idle CO and HC 

concentrations (only for leaded spec.) 

NO 


NOTE: 

• Warm up the engine, until the fan motor 

starts to operate. 

2. Measure CO and HC concentrations at 

idle speed. 


CO concentration: 1 ± 0.5 % 

HC concentration: 

Not to exceed 700 rpm 


Tester 

Measurement of CO and HC 

YES 

NO 


According to Malfunctioning Phenomena” 

on page EF–47. 


sEF00027-00019


5.11 SCAN TOOL DATA (ECU DATA) 

The following data values given below are representative values obtained under the “normal condition,” 

using the scan tool. Please refer to these values. 

However, there are cases where the system is functioning normally even if the measured value is different 

from the values listed here. Therefore, no judgment as to whether any malfunction is occurring or not should 

be made only on the basis of these data under the “normal condition.” 

NOTE: 

• The data monitor value may vary significantly, depending on slight difference in the measurement, 

difference in the measurement environment, deterioration due to passage of time in the vehicle, and 

so forth. Therefore, it is difficult to indicate the definite reference values. Hence, there are cases 

where malfunctions are occurring even when the measured value is within the reference value. 

• With regard to minor phenomenon, such as hesitation and rough idling, it is necessary to make total 

evaluation, based on all the data monitor items, by sampling the data of the vehicle of the same type 

under the same conditions and comparing them. 

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

mark in the following table. 

• When checking the data under a condition where the engine is “idling” or “racing,” the shift lever 

should be placed in the “N” or “P” range, the A/C switch should be turned OFF, and all accessory 

switches should be turned OFF. 

5.11.1 SCAN TOOL DATA FOR K3-VE/K3VE2 

1. Items specified by CARB 

DS-21 diagnosis tester display Signal name Vehicle condition 

FUEL SYSTEM (Fuel system status) 

CALC LOAD 

(Calculated load value) 

COOLANT TEMP 

(Engine coolant temperature) 

SHORT FT (Short term fuel trim) 

LONG FT (Long term fuel trim) 

ENGINE SPEED 

VEHICLE SPEED 

IGN ADVANCE (Ignition timing 

advance for No. 1 cylinder) 

INTAKE AIR TEMP 

MANI ABS PRESS 

(Intake manifold absolute 

pressure) 

FSYS 

LOAD 

ECT 

SHRT 

LONG 

RPM 

VS 

ITA 

IAT 

MAP 

At idle speed after warming up 

When engine is running 

O2 (Closed loop) 

At idle speed with no load after 

warming up 

At 2500 r/min. with no load after 

warming up 

K3-VE2 

K3-VE 

K3-VE2 

K3-VE 

1.5 - 2.0 % 

1.7 - 2.2 % 

5.0 - 6.3 % 

5.9 - 7.3 % 

Cold start ~ Warming-up running 

Value should be rising gradually. 

When engine has warmed up completely 

80 - 100°C 

During fail-safe function (At time of starting) 

20°C 

During fail-safe function (After starting) 

80°C 


–20 - +20 % 


–16 - +16 % 

When engine is running at a constant speed 

There should be no 

remarkable variation, rpm 

M101 

J102 

650 - 750 rpm 

At idle speed with no load after M/T 

S221 

warming-up 

M201 600 - 700 rpm 

A/T All 

650 - 750 rpm 

During running (Compared with speedometer) 

There should be no 

remarkable difference, Km/h 

At idle speed with no load after warming up 

–2 - 8° 

When idle switch is OFF 

Changes should be made 

according to running conditions, ° 

When ignition switch is ON 

(Vacuum hose is released to atmosphere) 

When idling (After warming-up, 

with no load) 

K3-VE2 

K3-VE 

Reference values under 

normal condition 

Changes should be made according 

to running conditions. °C 

Around 100 kPa 

63 - 72 kPa 

65 - 73 kPa 

YEF00028-00000

Revision 2 

EF–63 


MANI ABS PRESS 

(Intake manifold absolute 

pressure) 

THROTTLE POS 

(Absolute throttle position) 

OXYGEN SENSOR S1 

(Heated oxygen sensor 1) 

OXYGEN SENSOR S2* 

(Heated oxygen sensor 2) 

MIL ON RUN DIST 

(Distance since actwiation of MIL) 

2. Items specified by DMC 

MAP 

TP 

O2FP 

O2FV 

O2RP 

O2RV 

During fail-safe function 

When accelerator pedal is operated 


When engine is running at 

2000 r/min., for 3 min. or 

longer after warming up. 



34 - 72 kPa 

35 - 73 kPa 

32 - 70 kPa 

33 - 71 kPa 

Changes should be made 

according to pedal operation. % 

–5 - 5 % 

0.05 - 0.95 V 

20 - 77 % 

25 - 87.5 % 

0.05 - 0.95 V 

DWM When there is no DTC 0 Km 

M/T 

A/T 

K3-VE2 

K3-VE 

K3-VE2 

K3-VE 

M101, J102, M201 

S221 

YEF00029-00000 


BATTERY VOLTAGE 

ELECTRIC LOAD 

AIR CONDITIONING 

(If equipped) 

CTP SWITCH 

(Closed throttle position switch) 

INJ PULSE WIDTH 

(Fuel injection pulse width) 

ISC DUTY RATIO 

ACTUAL DISP ANGLE OF IN CAM 

(Actual displacement angle of 

intake cam) 

TARGET DISP ANGLE OF IN CAM 

(Target displacement angle of 

intake cam) 

BAT 

DSW 

AC 

IDL 

TAU 

ISC 

VT 

VTT 

When engine is running at 5000 rpm (25°C) 

When light, heater blower, defogger or 

radiator fan switch is ON 

When air conditioner switch is set to “ECON” 

or “A/C” 

When throttle valve is switched from fully 

closed state to opened stale 


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

When ignition switch is ON 



When air conditioner switch is set to “ON” 

When automatic transmission in shifted from 

Q range to O range 

When light, heater or defogger switch is ON 


During vehicle running 


During vehicle running 



Approx. 14 V 

“OFF”→“ON” 

“OFF”→“ON” 

“ON”→“OFF” 

Value should be decreasing 

gradually. 

1 - 3 ms 

0 % 

Value should be decreasing 

gradually 

5 - 15 % 

18 - 45 % 

9 - 22 % 

7 - 19 % 

0 - 2 °CA 

The value changes, depending 

on the driving conditions. °CA 

0 °CA 

The value changes, depending 

on the driving conditions. °CA 

NOTE: 

• The items with an asterisk (*) mark is provided only for the EU specifications. Therefore, in the case 

of the non-EU specification vehicles, no indication will be made. 

YEF00030-00000

EF–64 

5.12 CHECK OF ECU AND ITS CIRCUIT 

The ECU and its circuit can be checked by measuring the 

voltage and resistance at the ECU connector. In order to narrow 

down the cause further after the cause has been decided 

to a certain system, it is imperative to measure the voltage 

and resistance of the external route of the ECU. The measurement 

of the voltage and resistance is conducted during the 

system check, following the procedure given below. 

JEF00168-00000 

CAUTION: 

• The ECU cannot be checked by itself. Never connect a 

voltmeter or an ohmmeter to the ECU with the connector 

disconnected from the ECU. 

• When conducting the continuity test or measuring the 

resistance, turn OFF the ignition switch once. Then, 

disconnect the connector at the ECU. 


Wire 

harness 

Disconnect 

the ECU 

connector 

5.12.1 VOLTAGE CHECK 

1. Installation of SST 

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

harness. 

For the installation procedure, refer to the section under 

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

2. Measure the voltages between the respective terminals of 

the SST connectors. 

3. Check to see if the measured values conform to the specification 

in accordance with the following table 

“Characteristics of ECU Output.” 

NOTE: 

• Make sure that the battery voltage is 11 V or more with 

the ignition switch turned ON, for each terminal voltage 

is affected by the battery voltage. 

Wire 

harness 


V 

SST 

JEF00169-00100 

SST connector 

JEF00170-00101

Revision 2 Correction EF–65 

STANDARD VOLTAGES FOR M101, M201, J102 AND S221 

System to be checked Terminals Measurement conditions Reference values 

Power supply system 

Pressure sensor system 

Throttle sensor system 


sensor system 

Intake air temperature 

sensor system 

u (+B1) - @3 (E1) 

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

q (BAT) - @3 (E1) 

$6 (VCPM) - $7 (E2PM) 

!5 (PIM) - $7 (E2PM) 

!6 (VC) - !7 (E2) 

$4 (VTH) - !7 (E2) 

$5 (THW) - !7 (E2) 

When IG is “ON” 


At all times 


Sensor released to atmosphere 

After engine starting 


Throttle valve fully closed 

Throttle valve fully opened 

When warming up engine 

(Water temperature: 60 - 120°C) 

Battery voltage 

4.5 - 5.5 V 

3.3 - 4.0 V 

Value changes, according to 

accelerator opening angle 

4.5 - 5.5 V 

0.4 - 0.8 V 

3.2 - 5.0 V 

0.2 - 1.0 V 

&6 (THA) - !7 (E2) When warming up engine 0.1 - 4.8 V 

Vehicle speed sensor system #7 (SPD) - @3 (E1) Driving wheels are turned slowly 0 = 5 V 

Knock sensor system %3 (KNK) - @3 (E1) When idling, racing Generation of wave form 

Cam angle sensor system @2 (N2+) - %2 (N2–) When idling Generation of wave form 

Crank angle sensor system @1 (N1+) - %1 (N1–) When idling Generation of wave form 

O2 sensor system 

Ignitor unit system 

(Ion current sensor) 

Injector system 

Ignition system 

Front 

Rear 

ISC driving signal system 

Oil pressure switch for 

power steering system 

Fuel pump system 

Equipped with immobilizer/ 

Not equipped with 

immobilizer 

VF monitor system 

R, Q range signal 

detecting system 

Evaporator temperature 

sensor system 

Air conditioner input signal 

system 

Headlamp system 

Defogger system 

Blower system 

Radiator fan control system 

Stop lamp system 

&5 (OX1) - !7 (E2) 

&4 (OX2) - !7 (E2) 

!4 (ICMB) - $3 (IE) 

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

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

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

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

^0 (IG1) - @3 (E1) 

%9 (IG2) - @3 (E1) 

%8 (IG3) - @3 (E1) 

%7 (IG4) - @3 (E1) 

%4 (ISC) - @3 (E1) 

&8 (PST) - @3 (E1) 

w (FC1) - @3 (E1) 

#0 (FC2) - @3 (E1) 

#4 (VF) - @3 (E1) 

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

&2 (ACEV) - @9 (E21) 

#8 (ACSW) - @3 (E1) 

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

!0 (DEF) - @3 (E1) 

#9 (BLW) - @3 (E1) 

!3 (RFAN) - @3 (E1) 

$0 (STP) - @3 (E1) 

After engine speed is held at 3000 rpm for four minutes 

After engine speed is held at 3000 rpm for four minutes 

When idling 


When cranking 


When cranking 

During idling 

Oil pressure switch “ON” 

Oil pressure switch “OFF” 

With fuel pump in a stopped state 

During idling (or when cranking) 

After engine speed is held at 3000 rpm for four 

minutes (Terminal T shorted) 

R, Q range 

Other than R, Q range 

When air conditioner is “ON” 

When air conditioner is operating 

When air conditioner is not operating 

Tail lamp illuminated 

Tail lamp extinguished 

When defogger switch is “ON” 

When defogger switch is “OFF” 

When heater blower switch is “ON” 

When heater blower switch is “OFF” 

When water temperature switch is “ON” 

When water temperature switch is “OFF” 

When stop lamp switch is “ON” 

When stop lamp switch is “OFF” 

0.05 - 0.95 V 

0.05 - 0.95 V 

Generation of wave form 


Generation of pulse 




0 - 0.5 V 



2 V or less 

0 = 5 V (Pulse) 

0 - 0.5 V 

Approx. 10 V 

0.15 - 4.8 V 


0 - 0.5 V 


0 - 0.5 V 


0 - 0.5 V 

0 - 0.5 V 


1 V or less 



0 - 0.5 V 

YEF00031-00000

EF–66 

System to be checked Terminals Measurement conditions Reference values 

Variable valve timing @8 (OCV+) - ^1 (OCV–) When idling 

4 V or less 

Evaporator purge control 

When idling 


system 

&9 (PRG) - @3 (E1) 

When racing (3000 rpm) 


Magnet clutch control 

system 

Engine revolution output 

system 

Communication signal 

control system 

!2 (MGC) - @3 (E1) 

#1 (REV) - @3 (E1) 

i (SIO1) - @3 (E1) 

When air conditioner is operating (Air conditioner 

switch and heater blower switch are ON.) 

When air conditioner is not operating 

When idling 

When idling 

1 V or less 




Fuel pump OFF system 

#5 (FPOF) - @3 (E1) 

When ignition switch is “ON” during normal 

operation 

Stopping of driving of fuel pump, when 

encountered with emergency 

5 V 


A/F adjuster 

^2 (VCO) - @9 (E21) 

&3 (OX3) - @9 (E21) 

When ignition switch is “ON” 

When rotor is rotated in R direction and L 

direction with ignition switch turned “ON” 

4.5 - 5.5 V 

Voltage should change. 

JEF00172-00000 

5.12.2 RESISTANCE CHECK 

1. Installation of SST 

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

harness. However, the SST connector at the ECU 

side should not be connected. 

For the installation procedure, refer to the section under 

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


Wire 

harness 

The SST 

connector 

should not be 

connected 

Ω 

2. Measure the resistances between the respective terminals. 

3. Check to see if the measured resistances conform to the 

specification in accordance with the following table 

“Standard Resistances for M101 and J102.” 

NOTE: 

• Make sure that the ignition switch is turned OFF during 

the measurement. 

• The following table shows the resistance at the time 

when the temperature of parts is 20°C. 

JEF00176-00103 

JEF00177-00000

Revision 2 

EF–67 

STANDARD RESISTANCES FOR M101, M201, J102 AND S221 

System 

Terminals 

Circuit 

Standard resistance 

Front O2 sensor system 

@0 (OXH1) - u (+B1) 

Front O2 sensor heater and main relay 

11.7 - 14.5 Ω 

Rear O2 sensor system 

%0 (OXH2) - u (+B1) 

Rear O2 sensor heater and main relay 

11.7 - 14.5 Ω 

Cam angle sensor system 

@2 (N2+) - %2 (N2–) 

Camshaft angle sensor 

1850 - 2450 Ω 

Crank angle sensor system 

@2 (N1+) - %1 (N1–) 

Crankshaft angle sensor 

1850 - 2450 Ω 

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

Injector system 

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

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

No. 1 - 4 Fuel injector 

13.4 - 14.2 Ω 

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

Variable valve timing system 

@3 (OCV+) - ^1 (OCV–) 


6.9 - 7.9 Ω 

Purge VSV system 

&9 (PRG) - u (+B1) 


30 - 34 Ω 

A/F adjuster 

^2 (VCO) - @9 (E21) 

A/F adjuster 

3500 - 6500 Ω 

Ground system 

@3 (E1) - Body ground 

*2 (E01) - Body ground 

Ground 

10 Ω or less 

YEF00032-00000 

5.13 INSPECTION PROCEDURE FOR FUEL SYSTEM 

CAUTION: 

• Before you start the check, be sure to conduct the fuel pressure eliminating operation according to 

the “fuel pressure relieving procedure” at page EF–25. Furthermore, after completion of the check 

operation, ensure that no fuel leakage is present by performing the check according to the “fuel leak 

check” at page EF–25. 

YEF00033-00000 

5.13.1 INSPECTION OF FUEL FLOW 

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

fuel hose from the fuel pipe. 

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

fuel pipe. 

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

CAUTION: 

• Even after the fuel pressure has been released, the 

fuel line still has a slight residual pressure. 

Hence, be sure to gradually remove the pipe so as to 

prevent fuel from splashing. 

• Since the fuel will flow out, be certain to place a suitable 

container or cloth under the fuel pipe so that no 

fuel may get to the resin or rubber parts of the vehicle. 

YEF00034-000020 

YEF00035-000021


4. Temporarily remove the fuel pump relay. Then, connect the 

terminal with a jump wire as illustration. 

5. Turn the ignition switch to the “ON” position for 10 seconds. 

Then, turn off the ignition switch. 

6. Measure the amount of fuel collected in the measuring 

cylinder. 

Specified Amount of Fuel: 190 mRor more 

NOTE: 

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

Also, check the fuel lines for deformation or choking. 


Relay block 

FUEL 

PUMP 

(DGEF) 

15 A 

(POWER) 

30 A 


15 A 

BACK UP 

10 A 

STOP 

15 A 

(MGO) 

10 A 

HORN-HAZ 

15 A 

[DEFG] 

RAD 


[ST] 

[HEAD] 

[MGC] 

NOTICE 


A2 82661-97218 

AM 

60 A 

(ABS) 

50 A 

(EPS) TAIL HEAD RAD 

30 A 40 A 30 A 30 A 

5.13.2 INSPECTION OF FUEL PRESSURE 

1. Install a fuel pressure gauge between the delivery pipe 

and the main pipe. 

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

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

pressure. 

Specified Value: 324 ± 5 kPa 

NOTE: 

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

the fuel pump. 

5.13.3 INSPECTION OF FUEL INJECTORS 

1. Using a sound scope, check to see if each injector emits 

an operating sound when the engine is being started or 

cranked. 

NOTE: 

• If a sound scope is not available, apply a screwdriver 

or the like to the injector. So you can feel an operating 

vibration. 

• If the injector emits no operating sound, check the 

wiring or connectors. Then, perform the following procedure. 

[M101, M201, J102] 

[S221] 

Pressure 

gauge 

YEF00036-00022 

YEF00037-00023 

YEF00038-00024 

YEF00000-00025

EF–69 

2. Disconnect the injector connector of the engine wire. 

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

CAUTION: 

• Even after the fuel pressure has been released, the 

fuel line still has a slight residual pressure. Therefore, 

make sure to put a cloth or the like to prevent fuel from 

splashing. 

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

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

Ω 

JEF00185-00111 

NOTE: 

• If the resistance is not within the specification, replace 

the injector. 

• If the resistance will conform to the specification, perform 

the following procedure. 

5. Remove the fuel pump relay. 

6. Using a test lamp (12 V 6 W), check to see if the lamp will 

illuminate as illustration when the engine is being cranked. 

If not, check the wiring harness and ECU output. 

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

8. Using a suitable string or wire, connect the injector and 

the fuel delivery pipe, as indicated in the figure. 

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

Step 4 of Paragraph 5.13.1. 

10. Insert the injector into the measuring cylinder. 

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

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

String 

Hose band 

SST 

(09268-87702) 

JEF00186-00112 

Injector 

WARNING: 

• Be sure to use hose bands at the joint section between 

hoses and pipes, etc. so that the hose may not be disconnected 

unexpectedly. 

• Utmost care must be exercised so that no spark may 

be emitted when connecting the SST to the battery. 

Furthermore, be sure to place the battery on the windward 

side and as far away as possible from the measuring 

cylinder. Moreover, never conduct this operation 

in a tightly-closed room. 

SST(09268-87702) 

SST(09842-30070) 

Battery 

JEF00187-00113 

JEF00188-00114

EF–70 

13. Measure the amount of fuel collected in the measuring 

cylinder. 

Specified Amount of Fuel 

Variation Between Injectors 

Approx. 40 - 54 ml 

5 ml or less 

NOTE: 

• Attach a suitable vinyl hose to the tip-end of the injector 

so as to prevent fuel from splashing. 

• Conduct the measurement two or three times for each 

injector. 

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

the ignition switch. 

• When removing the injector, use a suitable cloth or the 

like so as to prevent fuel from splashing. 

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

JEF00189-00115 

14. Check to see if any fuel leakage is present from the injector 

nozzle, when the SST wire is removed from the battery 

terminal. 

Specification: Less than one drop of fuel per minute 

NOTE: 

• If the leakage exceeds the specified value, replace the 

injector. 

15. Turn OFF the ignition switch. 

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

NOTE: 

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

JEF00190-00116 

17. Install the injectors and the fuel delivery pipe. 

NOTE: 

• After completion of the assembling, ensure that the injector 

can be turned smoothly by your hand, although 

there is a slight resistance due to friction. 

• Make sure that the connector of the injector is located 

at the inside of the engine and is directed in a upward 

direction. 

O-ring 

JEF00191-00117 

Fuel delivery pipe 

Cylinder lead 

Insulator 

JEF00192-00118

EF–71 

5.14 CIRCUIT INSPECTION 

DTC P0105/31 

WIRING DIAGRAM 

Manifold Absolute Pressure/Barometric 

Pressure Circuit Malfunction 

(PIM) (VCPM) 

15 46 


(E2PM) 

47 

X45 

X46 

X44 X45 X46 




X44 

CIRCUIT DESCRIPTION 

The manifold absolute pressure sensor detects the intake 

manifold pressure as a voltage. 

Since the manifold absolute pressure sensor does not use the 

atmospheric pressure as a criterion, but senses the absolute 

pressure inside the intake manifold (the pressure in proportion 

to the present absolute vacuum 0), it is not influenced by fluctuations 

in the atmospheric pressure due to high altitude and 

other factors. This permits it to control the air-fuel ratio at the 

proper level under all conditions. 

JEF00193-00119 

V PIM VCPM = 5 V 

5 

4.2 

4 

3 

2 

1 

13.3 120 kPa 

100 900 mmHg 

Manifold absolute pressure 

JEF00194-00120 

DTC No. 

P0105/31 

DTC Detecting condition 

Open or short manifold absolute pressure sensor 

circuit 

Trouble area 

• Open wire or short in manifold absolute pressure 

sensor circuit 



If the ECU detects DTC P0105/31, it operates the fail-safe function, keeping the ignition timing and injection 

volume constant and making it possible to drive the vehicle. 

NOTE: 

• After confirming DTC P0105/31, use the OBD II generic scan tool or DS-21 diagnosis tester to confirm 

the manifold absolute pressure from “CURRENT DATA” 

Manifold absolute pressure 

0 kPa 

130 kPa or more 

Trouble area 

PIM circuit short 

VCPM circuit open or short 

PIM circuit open 

E2PM circuit open

EF–72 

INSPECTION PROCEDURE 

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

1 Check of output value of MAP sensor 

1. With the IG switch turned OFF, connect 

the DS-21 diagnosis tester to DLC through 

the SST or connect the OBD II generic 

scan tool directly to DLC. 

SST: 09991-87404-000 

SST 

2. After turning ON the IG switch, turn ON 

the main switch of the tester. Read the 

intake manifold absolute pressure value 

of the DS-21 diagnosis tester or OBD II 

generic scan tool. 

Is the measured value the same as the 

atmospheric pressure (approx. 100 kPa) 

NO 

2 Check of power supply voltage of MAP sensor 

1. After turning OFF the main switch of the 

tester, turn OFF the IG switch. 

2. Connect the SST between the ECU connectors 

and the wire harness connectors. 

SST: 09842-97203-000 

3. Ensure that the voltage between the SST 

terminals 46 and 47 is within the specified 

valve when the ignition switch is turnef to 

the ON position. 

Specified Value: 4.5 - 5.5 V 

YES 

Check malfunction that occurs intermittently or 

poor contact. (Refer to page EF–51.) 

SST 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

V 

Is the voltage within the specified value 

NOTE: 

• If no voltage appears, check the ECU 

power supply circuit. 

3 Check of MAP sensor 

YES 

1. With the IG switch turned OFF, disconnect 

the vacuum hose at the surge tank side. 


the main switch of the tester. 

3. Apply a negative pressure to the vacuum 

hose, using a MityVac. 

4. Check the manifold absolute pressure value 

under following conditions. 

NO 

Check or replace the ECU. (Refer to page 

EF–51.) 

Applying Vacuum 

0 

27 kPa (200 mmHg) 

67 kPa (500 mmHg) 

Displayed Value on Scan Tool 

Approx. 100 kPa (Approx. 760 mmHg) 



Is the measured value the same as that 

shown above 

NO 

YES

EF–73 

4 

Check of harness between MAP sensor and 

ECU 

1. 

2. 

3. 

After turning OFF the main switch of the 


Disconnect the harness from the MAP sensor. 

Disconnect the SST connectors at the 

ECU side. 

Connector X44 at sensor side-Connector 

$7 at ECU side (E2PM). 


!5 at ECU side (PIM). 


$6 at ECU side (VCPM). 

Are the check results for open wire and 

short OK 

Check for intermittent trouble caused by 

freeze in the vacuum passage, wire harness 

or connector. (Refer to EF–48.) 

YES 

Check and replacement of vacuum hose 

and MAP sensor 

If the vacuum hose has restriction or rapture, 

replace the vacuum hose. If the 

vacuum hose does not have it, replace the 

MAP sensor. 

SST 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

X44 X45 X46 


V 

NO 

Repair or replace the harness or connector. 

JEF00195-00121 

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

1 Check of ECU input signal PIM 

1. Set the SST (sub-harness). (Refer to 

page EF–8.) 

SST: 09842-97203-000 

2. With the IG switch turned ON, measure 

the voltage between the SST terminals 

!5 and $7 (PIM-E2PM). 


Is the measured value within the specified 

value 

SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

V 

NO 

YES 



2 Check of power supply voltage of MAP sensor 

1. Next, ensure that the voltage between 

the SST terminals $6 and $7 is within the 

specified value. 



value 

NOTE: 



SST 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

V

EF–74 

Correction 


YES 

1. With the harness connected, disconnect 

the vacuum hose at the surge tank side. 

2. Apply a negative pressure to the vacuum 

hose, using a MityVac. 

3. Ensure that the voltage between the SST 

terminals !5 and $7 is within the following 

specified voltage under the following 

conditions. 

Applying Vacuum 

0 

27 kPa (200 mmHg) 

67 kPa (500 mmHg) 

Displayed Value on voltage meter 

3.3 - 4.0 V 

2.6 - 3.1 V 

1.5 - 1.8 V 

Is the measured value within the values 

in the table above 

NO 


EF–51.) 

SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

V 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

4 

NO 

Check of harness between MAP sensor 

and ECU 

1. Turn OFF the IG switch. 

2. Disconnect the harness from the MAP 

sensor. 

3. Disconnect the SST connectors at the 

ECU side. 

4. Connector X44 at sensor side-Connector 

$7 at ECU side (E2PM). 


!5 at ECU side (PIM). 


$6 at ECU side (VCPM). 


short OK 

YES 

Check and replacement of vacuum hose 

and MAP sensor 

If the vacuum hose has restriction or rapture, 

replace the vacuum hose. If the vacuum 

hose does not have it, replace the 

MAP sensor. 

YES 

Check for intermittent trouble caused by 

freeze in vacuum passage, wire harness or 

connector. (Refer to EF–48.) 

SST 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

X44 X45 X46 

Ω 

NO 

Repair or replace of harness or connector. 

JEF00196-00122

EF–75 

DTC P0110/43 Intake Air Temp. Circuit Malfunction 



(THA) 

76 

(E2) 

17 

X33 

X33 

X34 


X34 


The intake air temperature sensor, which detects the intake air 

temperature, is located at the air cleaner. 

A thermistor built in the sensor changes the resistance value 

according to the intake air temperature. 

The lower the intake air temperature, the greater the thermistor 

resistance value, and the higher the intake air temperature, 

the lower the thermistor resistance value. 

When the resistance value of the intake air temp. sensor 

changes in accordance with changes in the intake air temperature, 

the potential at terminal THA also changes. Based on 

this signal, the engine ECU increases the fuel injection volume 

to improve driveability during cold engine operation. 

Resistance 

Low High 

JEF00197-00123 

Low 

Temperature 

High 

HINT: 

DTC No. 

P0110/43 


Open wire or short in intake air temp. sensor circuit 

JEF00198-00124 

Trouble area 

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

• intake air temp. sensor 


After confirming DTC P0110/43, use the DS-21 diagnosis tester or OBD II generic scan tool to confirm the 

intake air temperature from the CURRENT DATA. 

Temperature displayed 

–40°C 

140°C or more 

Malfunction 

Open circuit 

Short circuit

EF–76 


NOTE: 

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

Malfunction), are P0120/41 (Throttle/Pedal Position Sensor/Switch “A” Malfunction) are outputted simultaneously, 

E2 (Sensor Ground) may be open. 

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

the freeze frame data records the engine conditions when the malfunction was detected, when troubleshooting 

the freeze frame data is useful to determine whether the vehicle was running or stopped, 

the engine warmed up or not, the air-fuel ratio lean or rich, etc. at the time of the malfunction. 


1 1. With the IG switch turned OFF, connect 

the DS-21 diagnosis tester to DLC 

through the SST or connect the OBD II 

generic scan tool directly to DLC. 

SST: 09991-87404-000 

SST 



intake air temperature value of the 

DS-21 diagnosis tester or OBD II generic 

scan tool. 


actual intake air temperature 

YES 

Check malfunction that occurs intermittently 

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

NO 

–40°C ……………… Go to Step 2 

140°C or more ……. Go to Step 4 

2 

Check of open wire in harness or inside 

engine ECU (1) 



2. Disconnect the connector of the intake 

air temperature (IAT) sensor. 

3. Connect a jump wire between the harness 

terminals X33 and X34 of the IAT 

sensor. 

SST: 09991-87403-000 





scan tool. 

Is the measured value 140°C or above 

SST 

Go to Step 3. 

NO 

YES 

Check the IAT sensor connector or terminal 

for connecting condition. If they are satisfactory, 

replace the IAT sensor.

EF–77 

3 






page EF–8.) 

SST: 09842-97203-000 

3. Disconnect the jump wire from the IAT 

sensor connector. 

4. Next, connect the jump wire between 

the SST connector terminals &6 and !7. 





scan tool. 


SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

YES 

The harness between the IAT sensor and 

the ECU is open. Repair or replace the harness. 

NO 

Check the ECU connector or terminal for connecting 

condition. If they are satisfactory, 

replace the engine ECU. 

4 

Check of short in harness or inside engine 

ECU (1) 



2. Disconnect the connector of the intake 

air temperature (IAT) sensor. 





scan tool. 

Is the measured value –40°C 

NO 

5 


ECU (2) 

YES 

Replace the IAT sensor. 



2. Disconnect the connector B of the SST 

from the ECU connector. 





scan tool. 



Wire 

harness 

Disconnect 

the connector 

B only. 

SST 

Connector B 

NO 

Check or replace the engine ECU. (Refer 

to page EF–51.) 

YES 


JEF00199-00125

EF–78 


1 Check of ECU input signal THA 


page EF–8.) 


the voltage between the SST connectors 

&6 and !7 (THA-E2) under the following 

condition given below. 

Intake air temp. °C 

20 

60 

Specified value 

1.8 - 2.9 V 

0.6 - 1.2 V 


value 

SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

V 

2 

NO 

Check of harness between IAT sensor and 

ECU 


2. Disconnect the harness from the IAT sensor. 


ECU side. 

4. Referring to page EF–48, check the harness 

and connector for open wire or 

short. 


&6 at ECU side (THA). 


!7 at ECU side (E2). 


short OK 

YES 



SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

X33 X34 


Ω 

3 Check of IAT sensor 

YES 

Unit check of IAT sensor 

(Refer to page EF–184.) 

Are the unit check results OK 

NO 


YES 

Check or replace the engine ECU. 


Replace the IAT sensor. 

NO 

JEF00200-00126

EF–79 

DTC P0115/42 Engine Coolant Temp. Circuit Malfunction 


(THW) 

45 


(E2) 

17 

To combination meter 

+ – 

X30X31 

H21 


Engine 

coolant 

temperature 

sensor 

X30 

X31 

H21 

BNDR 

JEF00201-00127 


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

coolant temperature. 

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

Air Temp. Circuit Malfunction). 

DTC No. 

P0115/42 


Open wire or short in engine coolant temp. sensor 

circuit 

Trouble area 

• Open wire or short in engine coolant temp. sensor 

circuit 

• Engine coolant temp. sensor 


NOTE: 

• After confirming DTC P0115/42 use the OBD II generic scan tool or DS-21 diagnosis tester to confirm 

the engine coolant temperature from CURRENT DATA. 

Temperature displayed 

–40°C 

140°C or more 

Malfunction 

Open circuit 

Short circuit 

JEF00202-00000 


NOTE: 


Malfunction), P0120/41 (Throttle/Pedal Position Sensor/Switch “A” Malfunction) are output simultaneously, 


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

Because freeze frame records the engine conditions when the malfunction is detected, when troubleshooting 

it is useful for determining whether the vehicle was running or stopped, the engine 

warmed up or not, the air-fuel ratio lean or rich, etc. at the time of the malfunction.

EF–80 


1 1. With the IG switch turned OFF, connect 




SST: 09991-87404-000 

SST 



engine coolant temperature of the 


scan tool. 


actual water temperature 

YES 



NO 

–40°C ……………… Go to Step 2 

140°C or more ……. Go to Step 4 

2 





2. Disconnect the connector of the engine 

coolant temperature (ECT) sensor. 

3. Connect a jump wire between the harness 

terminals X30 and X31 of the ECT 

sensor. 

SST: 09991-87403-000 



engine coolant temperature value of the 


scan tool. 


SST 

Go to Step 3. 

NO 

YES 

Check the ECT sensor connector or terminal 

for connecting condition. If they are satisfactory, 

replace the ECT sensor. 

3 






page EF–8.) 

SST: 09842-97203-000 

3. Disconnect the jump wire from the ECT 

sensor connector. 

4. Next, connect the jump wire between 

the SST connector terminals $6 and u. 





scan tool. 


SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66

EF–81 

YES 

The harness between the ECT sensor and 

the ECU is open. Repair or replace the harness. 

NO 

Check the ECU connector and terminal for 

connecting condition. If they are satisfactory, 

replace the engine ECU. 

4 


ECU (1) 



2. Disconnect the connector of the engine 

coolant temperature (ECT) sensor. 



coolant temperature value of the DS-21 

diagnosis tester or OBD II generic scan 

tool. 


YES 

Replace the ECT sensor. 

NO 

5 


ECU (2) 



2. Disconnect the connector B of the SST 






scan tool. 



Wire 

harness 

Disconnect 

the connector 

B only. 

Connector B 

SST 

NO 



YES 


JEF00203-00128

EF–82 


1 Check of ECU input signal THW 


page EF–8.) 


the voltage between the SST terminals 

$5 and !7 (THW-E2) under the following 


Intake air temp. °C 

20 

60 


1.8 - 2.9 V 

0.5 - 1.2 V 


value 

SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

V 

2 

NO 

Check of harness between ECT sensor and 

ECU 


2. Disconnect the harness from the IAT sensor. 


ECU side. 



short. 


$5 at ECU side (THW). 


!7 at ECU side (E2). 


short OK 

YES 



SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

X30X31 

H21 


Ω 

3 

YES 

Unit check of ECT sensor 



NO 


4 

YES 



Replace the ECT sensor. 

NO 

JEF00204-00129

DTC P0116/42 


Refer to Section DTC P0115/42. 

Engine Coolant Temp. Circuit Range/ 

Performance Problem 

EF–83 

JEF00205-00000 


Refer to Engine Coolant Temp. Circuit Malfunction. 

DTC No. 

P0116/42 


When the engine starts, the engine coolant temp. is 

between –7.5°C or more and less than 40°C. And 

5 min. or more after the engine starts, engine coolant 

temp. sensor value is 40°C or less. 

(2 trip detection logic) 

Trouble area 


• Cooling system 

JEF00206-00000 


NOTE: 

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

Temp. Circuit Range/Performance Problem) are output simultaneously, engine coolant temp. sensor 

circuit may be open. Perform troubleshooting of DTC P0115/42 first. 





• In the troubleshooting for the water temperature sensor system, only the use of DS-21 diagnosis 

tester or OBD II generic scan tool will be able to determine whether open wire, short (P0115) or functional 

malfunction (P0116). 

1 

Are codes other than DTC P0116/42 outputted 

2 Check of thermostat 

NO 

(Conduct the check of thermostat in Section 

CO.) 

Are the check results OK 

YES 

Go to applicable DTC flow chart. 

YES 

Replace the engine coolant temperature 

(ECT) sensor. 

Replace the thermostat. 

NO 

JEF00207-00000

EF–84 

DTC P0120/41 


Throttle/Pedal Position Sensor/Switch “A” 

Circuit Malfunction 


(VC) (VTH) 

16 44 

(E2) 

17 

X99 XT1 XT0 


X99 XT0XT1 

Full 

opened 

Full 

closed 


BNDR 


The linear throttle sensor is mounted in the throttle body and 

detects the throttle valve opening angle. 

When the throttle valve is fully closed, a voltage of approximately 

0.4 - 0.8 V is applied to terminal VTH of the engine 

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

ECU increases in proportion to the opening angle of the throttle 

valve and becomes approximately 3.5 - 5.0 V when the 

throttle valve is fully opened. The engine ECU judges the vehicle 

driving conditions from these signals input from terminal 

VTH, uses them as one of the conditions for deciding the airfuel 

ratio correction, power increase correction and fuel-cut 

control etc. 


JEF00208-00130 

Engine ECU 

VC 

5 V 

VTH 

E2 

JEF00209-00131 

DTC No. 

P0120/41 


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

1. VTH < 0.2 V 

2. VTH > 4.8 V 

Trouble area 




NOTE: 

• After confirming “DTC P0120/41”, use the DS-21 diagnosis tester or OBD II generic scan tool to confirm 

the throttle valve opening percentage and closed throttle position switch condition. 

Throttle valve opening position expressed as percentage 


Throttle valve fully open 

0 % 

0 % 

Approx. 100 % 

Approx. 100 % 

Trouble area 

VC line open 

VTH line open wire or short 

E2 line open

EF–85 


NOTE: 


Malfunction, P0120/41 (Throttle/Pedal Position Sensor/Switch “A” Malfunction) are output simultaneously, 







1 Check of output value of liner throttle sensor 





SST: 09991-87404-000 

SST 

2. After turning ON the IG switch, turn ON the 

main switch of the tester. Read the throttle 

valve opening value of the DS-21 diagnosis 

tester or OBD II generic scan tool. 

Throttle valve 

Fully closed 

Fully open 


Throttle valve opening % 

0.0 

100.0 

2 

NO 

Check of power supply voltage at linear 

throttle sensor harness side 



2. Disconnect the connector of the linear 

throttle sensor. 

3. Measure the voltage between the terminals 

X99 of wire harness connector and 

body ground when the ignition switch is 

turned to the ON position. 


Is the voltage within the specified value 

YES 




X99 XT1 XT0 

V 

YES 

Go to Step 5. 

NO

EF–86 

3 Check of linear throttle sensor 


2. Measure the resistance between the 

respective terminals. 

Terminal 

X99 - XT1 

XT1 - XT0 

Condition 


Standard value kΩ 

2.5 - 6.0 

0.1 - 1.3 

XT1 - XT0 Throttle valve fully opened 1.7 - 4.2 


A 

XT0XT1 X99 

As viewed from 

arrow A 


sensor 

YES 

4 Check of ECU input signal VTH 


page EF–8.) 


the voltage between the SST connector 

$4 and !7 (VTH-E2) under the following 


Fhrottle value 

Fully closed 

Fully open 


0.4 - 0.8 V 

3.5 - 5.0 V 


value 

NO 

Replace the linear throttle sensor. 

SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

V 

YES 



NO 

Check the harness and connector between 

the engine ECU and the linear throttle sensor 

(VTH line) for open wire or short. 


5 

Check of power supply voltage at linear 

throttle sensor ECU side 



page EF–8.) 



!6 and !7 (VTH-E2). 



value 

NOTE: 



SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

V 

YES 


the engine ECU and the linear throttle 

sensor (VC line) for open wire or short. 


NO 



JEF00210-00132

EF–87 


1 Check of ECU input signal VTH 


page EF–8.) 



$4 and !7 (VTH-E2) under the following 



Fully closed 

Fully open 


0.4 - 0.8 V 

3.5 - 5.0 V 


value 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

V 

NO 

2 Check of linear throttle sensor 


2. Disconnect the linear throttle sensor. 

Terminal Condition Standard value kΩ 

X99 - XT1 

2.5 - 6.0 

XT1 - XT0 Throttle valve fully closed 0.1 - 1.3 

XT1 - XT0 Throttle valve fully opened 1.7 - 4.2 


YES 



A 

XT0XT1 X99 

As viewed 

from arrow A 


sensor 

3 

YES 


the engine ECU and the linear throttle 

sensor (VC, VTH, E2 line) for open wire 

or short. (Refer to page EF–48.) 

NO 

Replace the linear throttle sensor. 

YES 

NO 




JEF00211-00133

EF–88 

DTC P0130/21 


Oxygen Sensor Circuit Malfunction (Bank 1 

Sensor 1) 

IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

F/L 60 A 

1 

3 

R/B 

15 A 


Main 

relay 

Fuel 

pump 

relay 

5 

13 

10 A 

ECU 

IG 

4 

6 

Front 

X28 

O2 sensor 

#UL 

#UJ #UK 


Rear O2 sensor XJ5 

ZK0 

#JZ #JY 



23 (E1) 

75 (OX1) 

20 (OXH1) 

74 (OX2) 

50 (OXH2) 

17 (E2) 

2 (FC1, W/IMB) 

30 (FC2, L/IMB) 

J/C 

7 (+B1) 

36 (+B2) 

Fuel 

pump 

#UK #UJ 

X28 #UL 

#JY #JZ 

XJ5 ZK0 

Front 

Rear 



The front oxygen sensor (bank 1, sensor 1) detects the concentration 

of oxygen contained in the exhaust gas according 

to the magnitude of the electromotive force that is being generated 

in itself. When the air-to-fuel ratio becomes richer than 

the stoichometric ratio, a greater electromotive force (approx. 

1 volt) is applied to the ECU. Conversely, when the ratio becomes 

leaner than the stoichometric ratio, a smaller electromotive 

force (approx. 0 volt) is applied to the ECU. In this way, 

the ECU determines whether the air-to-fuel ratio is rich or lean. 

Based on this evaluation, the injection time is controlled. 

Output voltage 

Stoichometric ratio 

Richer-air fuel ratio-leaner 

JEF00212-00134 

JEF00213-00135 

DTC No. 

P0130/21 


When the following conditions (a) and (b) continue 

for more than a certain length of time: 

(a) After engine warming-up, the signal from the oxygen 

sensor continuously remains in the non-rich 

state, not becoming rich even once. 

(b) Voltage output of oxygen sensor remains at 0.3 V 

or more, or 0.6 V or less, during idling after 

engine is warmed up. (2 trip detection logic) 

Trouble area 

• Air induction system 


• Injector injection 

• Open or short in heated oxygen sensor circuit 

• Heated oxygen sensor 

• Engine ECU

EF–89 

NOTE: 

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

• Using the DS-21 diagnosis tester or OBD II generic scan tool, confirm the output voltage of the oxygen 

sensor (bank 1, sensor 1) from the current data. 

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

the oxygen sensor (bank 1, sensor 1) is open or shorted. 

CONFIRMATION ENGINE RACING PATTERN 

Engine speed 

2,500 - 3,000 rpm 

e 

Idling 

IG SW OFF 

q 

w 

Warmed up 

3 min. or so 

r 

Time 

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

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

of the CARB mode. 

w Start the engine. Keep on warming the engine for more than five minutes until the engine cooling 

water temperature reaches 90°C or above. 

e Race the engine for about three minutes at 2500 to 3000 rpm. 

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

JEF00214-00136 

CAUTION: 

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

• If you do not have the DS-21 diagnosis tester, turn the ignition switch OFF after performing steps 

w to r, then perform steps w to r again.

EF–90 


NOTE: 





1 

Are other codes (those other than DTC 

P0130/21) outputted 

2 

NO 

Check of harness between oxygen sensor 

and ECU 

1. With the IG switch turned OFF, set the 

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

However, the SST connectors at the ECU 

side should remain disconnected. 

2. Disconnect the oxygen sensor connector. 



short. 


short between the connector X28 of the 

oxygen sensor at the harness side and 

the SST terminal &5 OK 

YES 

Go to the relative DTC chart. 

SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 


#UK #UJ 

X28 #UL 

Ω 

3 

YES 

Check of output voltage of oxygen sensor during 

idling 

1. Connect the oxygen sensor and SST 

connectors, respectively. 

2. Connect the DS-21 diagnosis tester to 

DLC through the SST. 

SST: 09991-87404-000 

3. Warm up the engine at 2500 rpm for 

about 90 seconds. 

4. Turn ON the main switch of the tester to 

read the output voltage of oxygen sensor 

during idling. 


The voltage varies repeatedly between 

a range from a voltage 

below 0.3 V and to a voltage 

above 0.6 V. (See the diagram 

below.) 

NO 


OK NG NG NG 

1 

0.6 

0.3 

0 

V 

V 

V 

V

EF–91 

4 Check of misfire 

NO 

Check to see if any misfire is occurring 

by monitoring the DTC and data list. 


Go to Step 10. 

YES 

YES 

5 Check of air induction system 

Check the following items given below: 

• Check of the engine oil level gauge, oil filler 

cap and PCV hose for disconnection. 

• Check of parts of the air induction system 

between the cylinder head and the throttle 

body for disconnection, looseness, or 

cracks. 

NO 

Perform troubleshooting for misfire. 

(Go to troubleshooting of DTC P0300/17, 

P0301-304/17.) 

6 

Check of fuel pressure 

YES 



NO 

Repair or replace the induction system. 

7 

YES 

Check of injector injection 



NO 

Check and repair fuel pump, fuel pipe line 

and filter. 

YES 

NO 

8 

Check of gas leakage of exhaust system 

Replace the injector. 


YES 

NO 

9 

Check of output voltage of oxygen sensor 

unit 

Repair or replace. 

1. Warm up engine completely 

2. Disconnect the connector of the oxygen 

sensor with IG switch OFF 

3. Connect a voltmeter to the connector terminal 

of oxygen sensor 

4. Hold the engine racing speed for 

3 minutes at 2000 rpm. 

at this time, ensure that the reading of 

the volt meter is within the specified value. 


Does the voltmeter exhibit an 

output voltage of 0.2 V or more at 

least one time 

Oxygen 

sensor 

+B HT 

E1 OX 

V 

Are the check results OK

EF–92 

NO 

Replace the oxygen sensor 

(Bank 1, sensor 1) 

YES 



10 Perform confirmation engine racing pattern. 

11 Is there DTC P0130/21 being output again 

NO 

12 Did the vehicle run out of fuel in the past Check or replace the engine ECU. 


YES 

YES 

DTC P0130/21 is caused by running out of 

fuel. 

NO 



JEF00215-00137

EF–93 

DTC P0133/21 

Oxygen Sensor Circuit Slow Response 

(Bank 1 Sensor 1) 


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

JEF00216-00000 



DTC No. 

P0133/21 

NOTE: 

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



Response time for heated oxygen sensor voltage 

output to change from rich to lean, or form lean to 

rich, is more than a certain length of time during 

idling after engine is warmed up. 


Trouble area 

• Air induction system 


• Injector injection 

• Open or short in heated oxygen sensor circuit 

• Heated oxygen sensor 


JEF00217-00000 

NOTE: 





1 



2 

NO 


and ECU 


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

However, the SST connectors at the ECU 

side disconnected. 




short. 

• Are the check results for open wire and 




YES 


SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 


#UK #UJ 

X28 #UL 

Ω

EF–94 

3 

YES 


during idling 

1. Connect the oxygen sensor and SST connectors, 

respectively. 



SST: 09991-87404-000 

3. Turn OFF all accessory switches. Warm 

up the engine at 2500 rpm, until the 

radiator fan makes one turn. 

4. Turn ON the main switch of the tester. 

Read the output voltage of the oxygen 

sensor when the engine is idling and the 

radiator fan is not operating. 



a range from a voltage below 

0.32 V and to a voltage above 

0.58 V. (See the diagram below.) 

NO 


NG 

OK NG NG NG 

1 

V 

0.58 V 

0.32 V 

0 

V 

3 sec. or more 

NO 



• Check of the engine oil level gauge, oil filler 

cap and PCV hose for disconnection. 


between the cylinder head and the throttle 

body for disconnection, looseness, or 

cracks. 

Go to Step 8. 

YES 

5 Check of fuel pressure 

YES 



NO 

Repair or replace induction system. 

YES 

6 Check of injector injection 



NO 


and filter.

EF–95 

YES 

NO 

7 


unit 












Does the voltmeter exhibit an output 

voltage of 0.2 V or more at 


Oxygen 

sensor 

+B HT 

E1 OX 

V 


NO 

Replace the oxygen sensor. (Bank 1, sensor 

1) 

YES 



8 Perform confirmation engine racing pattern. 

(Refer to DTC P0130/21 chart) 

9 Is there DTC P0133/21 being output again 

YES 

Check or replace ECU. (Refer to page 

EF–51.) 

NO 



JEF00218-00138

EF–96 

DTC P0135/23 

DTC P0141/24 


Oxygen Sensor Heater Circuit Malfunction 


Oxygen Sensor Heater Circuit Malfunction 


IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

F/L 60 A 

1 

R/B 

Main 

relay 

15 A 


Fuel 

pump 

relay 

3 5 

13 

10 A 

ECU 

IG 

4 

6 

X28 


#UL 

#UJ 

#UK 



ZK0 

#JZ 

#JY 


23 (E1) 


75 (OX1) 

20 (OXH1) 

74 (OX2) 

50 (OXH2) 

17 (E2) 


30 (FC2, L/IMB) 

J/C 

7 (+B1) 

36 (+B2) 

Fuel 

pump 

#UK #UJ 

#JY #JZ 

X28 #UL 

XJ5 ZK0 

Front 


Rear 



JEF00219-00139 

DTC No. 

P0135/23 

P0141/24 


When the battery voltage is above 7.5 V and the 

heater terminal voltage of the ECU is above 1.0 V 

when the heater is operating or below 7.5 V when 

the heater is not operating: 


Trouble area 

• Open wire or short in heater circuit of oxygen sensor 

• Oxygen sensor heater 


JEF00220-00000

EF–97 


NOTE: 





1 Check of output voltage of ECU 


page EF–8.) 

2. Measure the voltage between the SST 

connectors @0 (OXH1), %0 (OXH2) and 

the body ground under the following 

conditions given below. 

Measurement conditions 

IG switch ON After engine started 

Front oxygen sensor Battery voltage Below 1.0 V/Immediately after 

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


SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

V 

NO 

2 Unit check of oxygen sensor 

Check the resistance of the front and rear 

oxygen sensor heaters. 



YES 



YES 

Check and repair the harness or connector 

between the main relay and oxygen sensor 

and the engine ECU. 


NO 

Replace the oxygen sensor. 

JEF00221-00140

EF–98 

DTC P0136/22 


Oxygen Sensor Circuit Malfunction (Bank 1 

Sensor 2) 

IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

F/L 60 A 

1 

R/B 

Main 

relay 

15 A 


Fuel 

pump 

relay 

3 5 

13 

10 A 

ECU 

IG 

4 

6 

X28 


#UL 

#UJ 

#UK 



ZK0 

#JZ 

#JY 


23 (E1) 


75 (OX1) 

20 (OXH1) 

74 (OX2) 

50 (OXH2) 

17 (E2) 


30 (FC2, L/IMB) 

J/C 

7 (+B1) 

36 (+B2) 

Fuel 

pump 

#UK #UJ 

X28 #UL 

#JY #JZ 

XJ5 ZK0 

Front 

Rear 




JEF00222-00141 

DTC No. 

P0136/22 


Voltage output of heated oxygen sensor remains at 

0.4 V or more or 0.5 V or less when vehicle is driven 

at 100 km/h or more after engine is warmed up 


Trouble area 

• Open wire or short in heated oxygen sensor circuit 

• Oxygen sensor 


HINT: 

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

JEF00223-00000

EF–99 

CONFIRMATION DRIVING PATTERN 

Vehicle speed 

50 km/h 

40 sec. or more 

e 

Idling 

IG SW OFF 

w 

q 

Warmed up 

r 

t 




w Start the engine. With all switch turned OFF, keep on warming the engine until the engine coolant 

temperature reaches 90°C or above. 

e Accelerate the vehicle until the vehicle speed reaches 50 km/h or more in the range in the 

case of automatic transmission vehicles; in the 1st → 2nd gear in the case of manual transmission 

vehicles. Keep on running the vehicle at that speed for at least 40 seconds. 

r Under this condition, release the foot off from the accelerator pedal so as to decelerate the vehicle. 

Maintain the idling state. 

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

CAUTION: 

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

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

t, then perform steps w to t again. 

WARNING: 

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

JEF00224-00142 


NOTE: 




the engine warmed up or not, the air-fuel ratio lean or rich, etc. at the time of the malfunction.

EF–100 

1 



2 

NO 


and ECU 


SST (sub-harness). (Refer to page 

EF–8.) 

However, the SST connectors at the 

ECU side should remain disconnected. 




short. 


short between the connector XJ5 of the 



YES 


SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

#JY 

XJ5 ZKO 


Ω 

3 

YES 


during idling 





SST: 09991-87404-000 


4. Turn ON the main switch of the tester. 

Race the engine at 4000 rpm for three 

minutes by depressing the accelerator 

pedal. 

5. Under the condition of Step 4, release 

the foot off from the accelerator pedal 

so as to allow the engine to idle. 

6. Read the output voltage of the oxygen 

sensor between Steps 4 to 5. 


The voltage should become 0.4 V 

or below and 0.55 V or more, 

respectively, at least one time. 


NO 

Repair or replace the harness or connector.

EF–101 

4 

NO 


unit 















YES 


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

Oxygen 

sensor 

+B HT 

E1 OX 

V 

NO 


2) 

YES 



JEF00225-00143

EF–102 

DTC P0171/25 System too Lean (Fuel Trim) 

DTC P0172/26 System too Rich (Fuel Trim) 


IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

Injector #1 

1 

R/B 

13 

10 A 

ECU 

IG 

#2 

#3 


F/L 60 A 

3 

15 A 


Main 

relay 

Fuel 

pump 

relay 

5 

Fuel 

pump 

4 

6 

#UK #UJ 

X28 #UL 

J/C 

#4 

X28 


#UK 


23 (E1) 

17 (E2) 

75 (OX1) 

20 (OXH2) 


30 (FC2, L/IMB) 

7 (+B1) 

36 (+B2) 

82 

(E01) 


JEF00226-00144 


The fuel trim means the feedback compensation value that will compensate the basic injection time. The 

fuel trim comes in two kinds: the short-term fuel trim and the long-term fuel trim. 

The short-term fuel trim is a short-term fuel compensation to be carried out to maintain the air-to-fuel ratio at 

the stoichometric air-to-fuel ratio. The signal from the oxygen sensor indicates whether the current air-to-fuel 

ratio is rich or lean than the stoichometric air-to-fuel ratio. Hence, if the air-to-fuel ratio is rich, the fuel injection 

amount will be reduced. Conversely, if the air-to-fuel ratio is lean, the fuel injection amount will be increased. 

The long-term fuel trim is overall fuel compensation over a long period of time in order to compensate a 

continuos deviation of the short-term fuel trim from the central value, which will be caused by the engine’s 

inherent characteristics, the wear due to operation over a long period of time and the change in operational 

environment. 

If the sum of the short-term fuel trim and long-term fuel trim exceeds a certain value and proves to be lean 

or rich, the system will detect it as a malfunction, thereby illuminating the MIL lamp.

EF–103 

DTC No. 

P0171/25 

P0172/26 


When the following conditions given below occur 

while the air-to-fuel feedback after the engine 

warming-up is being executed: 

• The air-to-fuel is too lean: 

(The total fuel trim (the sum of the short-term fuel 

trim and long-term fuel trim) exceeds the set 

value.) 

• The air-to-fuel is too rich: 

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


Trouble area 

• Air intake (hose loose) 

• Fuel line pressure 

• Injector blockage or leakage 

• Open wire or short in oxygen sensor circuit 

• Oxygen sensor malfunction 



• Gas leakage on exhaust system 

• Purge VSV for EVAP 


NOTE: 

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

the DTC P0171/25. 

JEF00227-00000 

CONFIRMATION ENGINE DRIVING PATTERN 

70 Km/h 

e 

Idling 

IG SW OFF 

q 

w 

Warmed up 

5 min. or so 

r 

Time 




w Start the engine. Keep on warming the engine for more than five minutes until the engine cooling 

water temperature reaches 90°C or above. 

e Run the vehicle for more than five minutes at a speed of 70 km/h with the gear selected to the 5th 

gear or the D range. 

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

detected. 

CAUTION 



r, then perform steps w to r again. 

WARNING: 


JEF00228-00145

EF–104 


NOTE: 






1 


P0171/25 or P0172/26) outputted 

NO 



• Check of the engine oil level gauge, 

oil filler cap and PCV hose for disconnection. 


between the cylinder head and 

the throttle body for disconnection, 

looseness, or cracks. 

YES 


3 

YES 

Check of injector injection 



NO 

Repair or replace the induction system. 

4 

YES 

Check of purge VSV for EVAP 

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



NO 

5 

YES 

Performance check of engine water temperature 

sensor 



NO 

Replace the purge VSV for EVAP 


YES 



NO 

Replace the engine coolant temp. sensor. 


YES 



Replace the MAP sensor. 

NO

EF–105 

YES 

8 Check of gas leakage of exhaust system 


NO 


and filter. 

9 

YES 


and ECU 


SST (sub-harness). (Refer to page 

EF–8.) 

However, the SST connectors at the 

ECU side should remain disconnected. 




short. 





NO 

Repair or replate. 

SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 


#UK #UJ 

X28 #UL 

Ω 

10 

YES 


during idling 





SST: 09991-87404-000 

3. Warm up the engine at 2500 rpm for 

about 90 seconds. 

4. Turn ON the main switch of the tester to 

read the output voltage of oxygen sensor 

during idling. 



a range from a voltage below 

0.3 V and to a voltage above 0.6 V. 

(See the diagram below.) 

NO 


OK NG NG NG 

1 

0.6 

0.3 

0 

V 

V 

V 

V

EF–106 

NO 

YES 

11 


unit 















Oxygen 

sensor 

+B HT 

E1 OX 

V 


NO 


1) 

YES 



12 Perform confirmation driving pattern. 

13 

Is there DTC P0171/25 or P0172/26 being 

output again 

NO 

14 Did vehicle run out of fuel in the past 

YES 

Check or replace the engine ECU 


YES 

DTC P0171/25 is caused by running out of 

fuel. 

NO 



JEF00229-00146

EF–107 


1 


P0171/25 or P0172/26) outputted 

NO 



• Check of the engine oil level gauge, oil 

filler cap and PCV hose for disconnection. 

• Check of parts of the air induction sys - 

tem between the cylinder head and the 

throttle body for disconnection, looseness 

or cracks. 

YES 



YES 




NO 

YES 




NO 

Check and repair the fuel pump, fuel pipe line 

and filter. 

5 

YES 

Performance check of engine water temperature 

sensor 




NO 


YES 



NO 

Replace the engine coolant temp. sensor 

7 

YES 

After installing a satisfactory oxygen sensor 

(bank 1, sensor 1), perform the confirmation 

driving pattern. 

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

outputted 

Replace the MAP sensor. 

NO 

YES 

Check or replace the engine ECU 


NO 

Replace the oxygen sensor (bank 1, sensor 1) 

that was mounted originally on the vehicle. 

JEF00230-00000

EF–108 

DTC P0314/— 

Single Cylinder Misfire (Cylinder not 

Specified) 

DTC P0300/17 Random/Multiple Cylinder Misfire Detected 

DTC P0301/17 Cylinder 1 Misfire Detected 





IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

F/L 60 A 

1 

R/B 

15 A 


Main 

relay 

Fuel 

pump 

relay 

3 5 

13 

10 A 

ECU 

IG 

4 

6 

Injector 

#1 

#2 

#3 

#4 

27 (#10) 


26 (#20) 

(IG1) 60 

25 (#30) (IG2) 59 

24 (#40) (ICMB) 14 

(IG3) 58 

(IG4) 57 

(E01) 82 

(E1) 23 

10 A 

Engine 

Ignitor unit 

B1 B2 

C1 

G1 

S1 

C2 

S2 

I/O 

C3 

S3 

S4 

C4 

G2 

I/C 

IG coil 

#1 

#2 

#3 

#4 

Spark 

plug 

J/C 

7 (+B1) 

36 (+B2) 

(IE) 43 

Engine earth 

Fuel 

pump 

+ – + – + – + – 

X50X51 X52 X53 X54 X55 X97 X98 

#1 #2 #3 #4 

Fuel injector wire harness side 

JEF00231-00147

EF–109 


MISFIRE: 

• The ignitor unit detects the ion current that flows in proportion to the combustion pressure. This ion 

current is converted into a voltage, which will be inputted to the ECU. If the voltage value is below a 

certain value, the ECU evaluate it as a misfire and counts its occurrence numbers. 

When the misfire rate becomes or exceeds a number that indicates deteriorated engine conditions, 

this state will cause the malfunction indicator lamp (MIL) to be illuminated. 

If such a misfire is occurring whose misfire rate is high enough that the driving condition will most 

likely cause the catalyst to be overheated, the malfunction indicator lamp (MIL) will flash. 

DTC No. 

P0314/— 

P0300/17 

P0301/17 

P0302/17 

P0303/17 

P0304/17 


Misfiring of random/multiple cylinders is detected 

during any particular 400 or 2,000 ignitions. 

For any particular 400 ignitions for engine, misfiring 

is detected which can cause catalyst overheating 

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

For any particular 2,000 ignitions for engine, 

misfiring is detected which causes a deterioration in 

emissions (2 trip detection logic) 

Trouble area 

• Ignition system (Igniter unit etc.) 

• Iion system (Igniter unit etc.) 

• Injector 


• Valve clearance 


• In Mani abs. pressure sensor 


• Open wire or short in engine wire 

• Connector connection 

• Compression pressure 


NOTE: 

• When the 2 or more codes for a misfiring cylinder are recorded repeatedly but no random/multiply 

cylinder misfire code is recorded, it indicates that the misfire were detected and recorded at different 

times. 

• When any one or any two or more of P0301 through P0304/17 codes are outputted, the code P0314 

is memorized without fail. However, only when the function “Continuos monitoring results” of the 

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

JEF00232-00000 


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

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

3. Erase the DTC. 

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

CARB mode. 

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

GINE RPM. CALC LOAD in the freeze frame data or MISFIRE RPM, MISFIRE LOAD in the data list. 

If any malfunction is detected, the code P0314 will be outputted. (When F1 key is pressed:) 

If you have no DS-21 diagnosis tester, turn the ignition switch OFF after the symptom is simulated the first 

time. 

Then repeat the simulation process again. 

NOTE: 

• In order to memorize DTC of misfire, it is necessary to drive around MISFIRE RPM, MISFIRE LOAD 

in the data list for the following period of time. 

Engine speed 

Idling 

1000 rpm 

2000 rpm 

3000 rpm 

Time 

3 minutes 30 seconds or more 

3 minutes or more 

1 minutes 30 seconds or more 

1 minutes or more

EF–110 

6. Check whether there is misfire or not by monitoring DTC and the freeze frame data. After that, record 

them. 

7. Turn ignition switch OFF after least 5 seconds. 

WARNING: 


JEF00233-00000 


NOTE: 

• If it is the case that any DTC besides misfire is memorized simultaneously, first perform the troubleshooting 

for them. 





• When the vehicle is brought to the workshop and the misfire is not occurred, misfire can be confirmed 

by reproducing the condition of freeze frame data. Also, after finishing the repair, confirm that 

there is no misfire. (See the confirmation driving pattern) 

• When either of SHORT FT, LONG FT in the freeze frame data is besides the range of ±20 %, there is 

a possibility that the air-fuel ratio is inclining either to RICH (–20 % or less) or LEAN (+20 % or more). 

• When COOLANT TEMP in the freeze frame data is less than 80°C (176°F), there is a possibility of 

misfire only during warning up. 

• In the case that misfire cannot be reproduced, the reason may be because of the driving with lack of 

fuel, the use of improper fuel, a stain of spark plug, and etc. 

• If an open wire exists in the ion signal input line between the ignitor unit and the EFI ECU, it may be 

detected as misfire. 

1 

Visual check of inside of engine compartment 

• Check the connecting conditions of the 

wire harnesses and connectors. 

• Check the vacuum hoses, purge hoses, 

fuel hoses and pipes for disconnection 

and breakage. 


2 

YES 

Check of spark plug and spark of misfiring 

cylinder 


relay block. 


(misfire cylinders) 

3. Install the spark plug to the IG coil. 

Connect the IG coil connector to the IG 

coil. 

4. Ground the spark 

5. Crank the engine at this time, check to 

see if the spark plug sparks. 

6. If no spark occurs, conduct the check 

according to the check procedure for 

spark plug (at page EF–185). 


FUEL 

PUMP 


(DGEF) 

15 A 

(POWER) 

30 A 


15 A 

BACK UP 

10 A 

[ST] 

NOTICE 


A2 82661-97218 

AM 

60 A 

NO 

Repair or replace, then confirm that there 

is no misfire. (See confirmation driving pattern) 

Relay block 

STOP 

15 A 

(MGO) 

10 A 

HORN-HAZ 

15 A 

[HEAD] 

[DEFG] 

RAD 

[MGC] 


50 A 30 A 40 A 30 A 30 A

EF–111 

3 

YES 

Check of ECU output signal of injector of 

misfiring cylinder 

1. With the IG switch twrned OFF, perform 

2. restoration. 

Set the SST (sub-harness). (Refer to 

page EF–8.) 



terminal of an injector in which misfire is 

taking place among the SST connectors 

@7 through @4 and the body ground. 

Specified Value: Battery voltage 

4. 

Observation of injector waveform with 

oscilloscope (reference) 

Check voltage waveform between the 

SST connectors @7 through @4 and *2 

(E01) while engine is idling. 


NO 

Replace the spark plug or check the ignition 

system and ion system. 


CAUTION: 

• Do not use any spark plugs other than 

those designated. 

[Reference] 

When an oscilloscope is used, the injector 

control signal produces such waveforms, as 

shown in the diagram below. (The frequency 

or injection time can not be specified.) 

NO 

4 Unit check of injector of misfiring cylinder 


2. Disconnect the injector connector of the 

misfiring cylinder. 

3. Measure the resistance between the 

injector terminals. 


13.4 to 14.2 Ω at 20°C 


Go to Step 6. 

YES 

Ω 

Ohmmeter 

YES 

5 Check of harness between injector and ECU 

1. Disconnect the SST connectors from the 

EFI ECU (with the IG switch turned OFF). 



short. 

• Connector X51 of #1 injector at harness 

side - SST connector @7 








short OK 


SST 

X50X51 

NO 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

#1 Fuel injector 


Ω

EF–112 

YES 



NO 


6 

Check of ion system 

(Go to troubleshooting of DTC P1300/36.) 


7 

Check of fuel pressure 

YES 


NO 



YES 




NO 

Check and repair the fuel pump, pressure 

regulator, fuel pipe line and filter. 

YES 

9 Check of manifold absolute pressure sensor 



Replace injector 

NO 

10 

YES 

Performance check of engine water 




NO 

Replace the manifold absolute pressure sensor 

YES 

Check compression pressure, valve 

clearance and valve timing 

NO 

Replace the engine coolant temp. sensor 

JEF00234-00148

EF–113 

DTC P0325/18 Knock Sensor 1 Circuit Malfunction 



(E1) 

23 

(KNK) 

53 

#1b 

J/C 

XN5 

Knock sensor 

XN5 

Wire harness 

side 

JEF00235-00149 


Knock sensor are fitted to the cylinder block to detect engine knocking. This sensor contains a piezoelectric 

element which generates a voltage when it becomes deformed, which occurs when the cylinder block 

vibrates due to knocking. If engine knocking occurs, ignition timing is retarded to suppress it. 

DTC No. 

P0325/18 



When the signal from the knock sensor exceeds the 

voltage preset according to the engine revolution 

speed continuous by for more than a certain length 

of time while accelerating at a certain engine revolution 

speed of 2000 rpm or more. 

Trouble area 

• Open wire or short in knock sensor circuit 

• Knock sensor (Looseness) 


JEF00236-00000 

NOTE: 





EF–114 

1 Check of continuity of knock sensor circuit 

1. 

2. 


page EF–8.) However, the SST connector 

“A” should remain disconnected 


With the IG switch turned OFF, measure 

the resistance between the SST connector 

%3 and the body ground. 

Specified Value: 1 MΩ or higher 


Wire 

harness 

Disconnect 

the connector 

A only. 

SST 


Connector A 

[Reference] 

Check by oscilloscope 

1. Connect the SST connector “A” to 

the ECU. 

2. Start the engine and keep it idling. 

3. Connect the positive : and negative 

; probes of an oscilloscope to 

the SST connector terminals ^4 

and @3, respectively. 

4. When the waveforms as shown in 

the right figure are observed, the 

knock sensor circuit is functioning 

properly. 

(The measurement can be conducted 

using the oscilloscope function 

of the DS-21 diagnosis tester.) 

NOTE: 

• The waveform at the time of racing 

becomes greater than that at 

the time of idling. 

SST 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

+ 

– 

When an oscilloscope is used, the signal of the knock 

sensor will become as indicated in the figure above. 

(The waveform cannot be specified.) 

2 Check of knock sensor 

1. 

2. 

3. 

NO 

Disconnect the connector of the knock 

sensor with ignition switch OFF 

Remove the knock sensor from the 

cylinder block. 

Using an ohmmeter, check the resistance 

between the terminal and body. 

Specified Value: 1 MΩ or higher 


Go to Step 3. 

YES 

Lead wire

EF–115 

YES 

3 Check the harness and connector between 

the engine ECU and the knock sensor for 

open wire or short. (Refer to page EF–48.) 

NO 

Replace the knock sensor. 

YES 

4 Check the knock sensor for installing 

condition (e.g. looseness). 


NO 


YES 



NO 

Tighten the knock sensor. 

JEF00237-00150

EF–116 

DTC P0335/13 


Crankshaft Position Sensor “A” Circuit 

Malfunction 

AM 

60 A 

IG switch 

BATT 

(M/T only) 

ACC 

IG1 

IG2 

ST 

ST 

Starter relay 

(A/T only) 

(A/T) (STA) 

11 68 

(E1) 

23 


(N1+) 

21 

(N1–) 

51 

(N2+) 

22 

(N2–) 

52 

Body 

earth 

Engine 

earth 

Starter 

(A/T only) 

P.N range 

switch 

J/C 

XAQ 

XAR 

N66 

N74 

N1+ 

N1– 

XAQ XAR 




JEF00241-00153 


The crankshaft angle sensor (NE signal) consists of a signal rotor and a pickup coil. 

The NE signal rotor has 34 teeth and is mounted on the crankshaft. The NE sensor generates 34 signals of 

every engine revolution. The engine ECU detects the standard crankshaft angle based on the N2 + signals, 

the actual crankshaft angle and the engine speed by the NE signals. 

DTC No. 

P0335/13 



No crankshaft angle sensor signal to engine ECU 

during cranking 

Trouble area 

• Open wire or short in crankshaft angle sensor circuit 

• Crankshaft angle sensor 

• Signal rotor 

• Starter 


JEF00242-00000 

NOTE: 





EF–117 

1 

Check of resistance of crank angle sensor 

circuit 

1. 

2. 


page EF–8.) 

However, the SST connector “A” should 

remain disconnected from the ECU connector. 


resistance between the SST terminals 

@1 - %1 (N1 + - N1 – ). 


1850 to 2450 Ω at 20°C 


Wire 

harness 

Disconnect 

the connector 

A only. 

Connector A 

SST 


[Reference] 



the ECU. 




the SST connector terminals between 

@1 and @3 and between @2 




crank angle sensor circuit is functioning 

properly. 

NOTE: 




SST 

Cam angle 

sensor 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

+ 

– 

+ 

– 

Crank angle 

sensor 

When an oscilloscope is used, the signal of the 

cam/crank angle sensor will become as indicated in the 

figure above. (The waveform cannot be specified.) 

NO 

2 Unit check of crank angle sensor 

Go to Step 4. 

YES 

1. Remove the engine under cover RH. 

2. While sliding the connector lock, 

remove the connector. 

3. Using an ohmmeter, measure the resistance 

between the terminals 


1850 - 2450 Ω at 20°C 

Ω 


EF–118 

YES 


the engine ECU and the crank angle 

sensor for open wire or short. (Refer to 

page EF–48.) 


NO 

Replace the crank angle sensor. 

YES 



NO 


4 Check the sensor for installing condition 

and the signal rotor for tooth condition. 

(Check for the air gap, sensor for looseness, 

tooth distortion, adhesion of rust, foreign 

matter, etc. Refer to Section IG.) 


YES 

5 Check of starter signal 

1. 

2. 

Connect the SST connector “A” to the 

ECU. 

Measure the voltage between the SST 

connector terminals ^8 and @3 (STA - 

E1) while the engine is being cranked. 


NO 

Tighten the sensor. Replace the signal rotor. 

SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

V 


67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

YES 

Check or replace the ECU. 


NO 

Repair or replace the harness or connector 

(M/T: between engine ECU - IG switch, A/T: between 

engine ECU - starter). 

JEF00243-00154

EF–119 

DTC P0340/14 


Camshaft Position Sensor Circuit 

Malfunction 

AM 

60 A 

IG switch 

BATT 

(M/T only) 

ACC 

IG1 

IG2 

ST 

ST 

Starter relay 

(A/T only) 

(A/T) (STA) 

11 68 

(E1) 

23 


(N1+) 

21 

(N1–) 

51 

(N2+) 

22 

(N2–) 

52 

Body 

earth 

Engine 

earth 

Starter 

(A/T only) 

P.N range 

switch 

J/C 

XAQ 

XAR 

N66 

N74 

N2+ 

N2– 

N66 N74 


wire harness side 



JEF00247-00157 


The camshaft angle sensor (N2 + signal) consists of a signal rotor and a pickup coil. 

The N2 + signal rotor has three timing pins on its outer disk surface and is integrated with the intake 

camshaft. The detection of the actual camshaft position and the discrimination of cylinders are carried out 

by these three timing pins (360-180-180° CA). 

DTC No. 

P0340/14 



No camshaft angle sensor signal to engine ECU 

during cranking 

Open in N2 circuit 

Trouble area 

• Open wire or short in camshaft angle sensor circuit 

• Camshaft angle sensor 

• Starter 


JEF00248-00000 

NOTE: 





EF–120 

1 

Check of resistance of cam angle sensor circuit 

1. 

2. 


page EF–8.) 

However, the SST connector “A” should 

remain disconnected from the ECU connector. 


resistance between the SST terminals 

@2 - %2 (N2 + - N2 – ). 

Specified Value: 1850 to 2450 Ω 



Wire 

harness 

Disconnect 

the connector 

A only. 

Connector A 

SST 

[Reference] 



the ECU. 




the SST connector terminals between 

@2 and @3 and between @1 




cam angle sensor circuit is functioning 

properly. 

NOTE: 




Cam angle 

sensor 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

+ 

– 

+ 

– 

Crank angle 

sensor 

When an oscilloscope is used, the signal of the 

cam/crank angle sensor will become as indicated in the 

figure above. (The waveform cannot be specified.) 

NO 

2 Unit check of cam angle sensor 

Go to Step 4. 

YES 

1. Remove the air intake chamber. 

2. Dis connect the camshaft angle sensor 

connector. 

3. Using an ohmmeter, measure the 

resistance between the terminals 


1850 - 2450 Ω at 20°C 

Ω 


EF–121 

YES 


the engine ECU and the cam angle sensor 

for open wire or short. (Refer to page 

EF–48.) 


NO 

Replace the cam angle sensor. 

SST 

Ω 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

N66 N74 


YES 



4 Check the sensor for installing condition 

and the timing rotor pins for condition. 

(Check for the air gap, sensor for looseness, 

pin distortion, adhesion of rust, foreign 

matter, etc. Refer to Section EM.) 


NO 


YES 

5 Check of starter signal 

1. 

2. 

Connect the SST connector “A” to the 

ECU connector. 

Measure the voltage between the SST 

connector terminals ^8 and @3 (STA - 

E1) while the engine is being cranked. 


NO 

Tighten the sensor. Repair the timing rotor pins. 

SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

V 


67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

YES 



NO 

Repair or replace the harness or connector 

(M/T: between engine ECU - IG switch, A/T: between 

engine ECU - starter). 

JEF00249-00158

EF–122 

DTC P0420/27 Catalyst System Efficiency Below Threshold 


IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

F/L 60 A 

1 

3 

R/B 

15 A 


Main 

relay 

Fuel 

pump 

relay 

5 

13 

10 A 

ECU 

IG 

4 

6 

Front 

X28 

O2 sensor 

#UL 

#UJ 

#UK 



ZK0 

#JZ 

#JY 



23 (E1) 

75 (OX1) 

20 (OXH1) 

74 (OX2) 

50 (OXH2) 

17 (E2) 


30 (FC2, L/IMB) 

Fuel 

pump 

J/C 

7 (+B1) 

36 (+B2) 

#UK #UJ 

#JY #JZ 

X28 #UL 

XJ5 ZK0 

Front Rear 


JEF00250-00159 


The ECU monitors the concentration of oxygen in the exhaust gas that is flowing through the three-way catalytic 

converter, using the rear oxygen sensor. When the catalyst is functioning properly, the varying cycle 

of the output voltage of the rear oxygen sensor is slower than that of the output voltage of the front oxygen 

sensor. However, if both the output waveforms of the front and rear sensors are varying at the same rate, it 

indicates that the catalyst performance has deteriorated. 

DTC No. 

P0420/27 


When both the waveforms of the front and rear 

oxygen sensors indicate the same frequency when 

the vehicle is running at a predetermined speed 

with the engine revolutional speed within a 

predetermined range: 


Trouble area 

• Three-way catalyst 

• Open wire or short in oxygen sensor circuit 

• Oxygen sensor 

JEF00251-00000

EF–123 


Vehicle speed 

50 km/h 

e 

Idling 

IG SW OFF 

q 

w 

Warmed up 

5 min. or so 

r 

Time 


on the IG switch and the main switch of the tester. Set the tester to the “continuous monitoring results” 


w Start the engine. With all switch turned OFF, keep on warming the engine until the engine coolant 

temperature reaches 90°C or above. 

e Run at a constant speed of 50 km/h for about five minutes (in the 4th gear in the case of manual 

transmission vehicles; in Î range in the case of automatic transmission vehicles). 

r After one minute of idling, press the F1 key of the tester. Check to see if the DTC P0420 in out 

putted. 

JEF00252-00160 

CAUTION 



r, then perform steps w to r again. 

WARNING: 


JEF00253-00161 


NOTE: 





EF–124 

1 



2 

NO 

Check of front oxygen sensor (bank 1, sensor 

1) 



YES 


3 

YES 

Check of rear oxygen sensor (bank 1, sensor 

2) 




NO 

YES 

4 Perform the confirmation driving pattern. 


NO 

5 Is DTC P0420/27 being outputted again 

YES 

Replace the three-way catalytic converter. 

NO 


poor contact. 


JEF00254-00000

EF–125 

DTC P0443/76 


Evaporative Emission Control System Purge 

Control Valve Circuit Malfunction 

IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

1 

R/B 

13 

10 A 

ECU 

IG 

Injector 

#1 

#2 

#3 


F/L 60 A 

15 A 


Main 

relay 

4 

#4 

#7M #7N 

79 (PRG) 

(E01) 82 

Fuel 

pump 

relay 

3 

5 

6 


30 (FC2, L/IMB) 

Fuel 

pump 

J/C 

+ – 

7 (+B1) 

36 (+B2) 

#7M #7N 



When the execution conditions for the evaporative emission 

purging are met, the ECU performs the duty control for the 

VSV for evaporative emission purging and purges the evaporative 

emissions into the combustion chamber. 

Throttle body 

Combustion 

chamber 

Charcoal 

canister 

Atmosphere 

ECU 

JEF00255-00162 

VSV for EVAP 

Fuel tank 

JEF00256-00163 

DTC No. 

P0443/76 


When open wire or short takes place in VSV circuit 

for EVAP while the execution conditions for the 

evaporative emission purging are being met: 


Trouble area 

• Open wire or short in VSV circuit for EVAP 

• VSV for EVAP 

• Engine ECU

EF–126 


NOTE: 





When using DS-21 diagnosis tester: 

1 

Operation check of EVAP purge control 

system 

1. 

2. 

3. 

4. 

With the IG switch turned OFF, connect 

the DS-21 diagnosis tester to the DLC 

through the SST. 

SST: 09991-87404-000 

Disconnect the hose going to the VSV 

from the charcoal canister. 

Turn ON the IG switch, and turn ON the 

main switch of the tester. Erase the 

DTC. Select the “Purge VSV” of the “Actuator 

driving.” 

When executing “ON” and “OFF”, 

check the operation of the VSV for purging. 

VSV “OFF” ... No air continuity should 

exist when air is blown 

into the hose. 

VSV “ON” .... Air continuity should 

exist when air is blown 

into the hose. 


SST 

Atmospheric port Purging side 

Tank side 

Blow air 

NO 

2 Check of purge hose and passage 

1. 

2. 

3. 

4. 

Execute the VSV “Release” so as to 

return the VSV for purging to the original 

operating state. 

Start the engine and keep the engine 

racing. 

Disconnect the hose going from the 

VSV for purging to the intake manifold. 

Apply your finger to the disconnected 

hose. Ensure that a negative pressure is 

applied. 

Specification: 

Negative pressure should be 

applied. 

YES 


and poor contact. (Refer to page EF–51.) 

Purge hose 

Charcoal 

canister 

VSV for EVAP 

Throttle body 

Purge hose 

5. 

Check the hose for connecting state, 

leakage, restriction, bending and deterioration. 


EF–127 

3 

YES 

Check of power supply voltage of VSV for 

purging 

NO 

Clean, repair or replace. 

1. Turn OFF the main switch of the tester. 

Turn OFF the IG switch. 

2. Disconnect the VSV connector. 


the voltage between the harness side 

connector #7M of VSV and the body 

earth. 


#7M #7N 


V 


4 

YES 

Check of harness between ECU and VSV 

for purging 

1. 

2. 


the SST (sub-harness). (Refer to page 

EF–8.) 

Do not connect the SST connector to 

the ECU. 

Referring to page EF–48, check the harness 


short. 

Connector #7N at VSV harness side - 

connector &9 at ECU side (PRG) 


short OK 

NO 

Check the harness and connector between the 

VSV for purging and the battery, and the main 

relay for open wire or short. Repair or replace, 

as required. (Refer to page EF–48.) 

SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

Ω 

#7M #7N 


YES 

5 Unit check of VSV for purging 



NO 


EF–128 

YES 

6 Check of ECU output signal 

1. 

2. 

3. 

Connect the connector to VSV for purging. 

Connect the SST connector to the 

EFI ECU. Connect the hoses that have 

been disconnected to the original 

places. 

When the engine is cold, with the 

engine idling, measure the voltage between 

the SST connector &9 and *2 

(PRG - E01). 


After warming up the engine (after the 

radiator fan has operated at least one 

time), measure the voltage between the 

SST connectors &9 and *2 (PRG - E01) 

for more than two minutes with the accelerator 

pedal depressed. 


The voltage should become 0 to 

1 V within the two minutes. 


NO 

Replace the VSV for purging. 

SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

V 

YES 



NO 


EF–51.) 

JEF00258-00164 

When not using DS-21 diagnosis tester: 

1 Check of ECU output signal 

1. 

2. 

3. 


page EF–8.) 

When the engine is cold, with the 

engine idling, measure the voltage between 

the SST connectors &9 and *2 

(PRG - E01). 


After warming up the engine (after the 

radiator fan has operated at least one 

time), measure the voltage between the 

SST connectors &9 and *2 (PRG - E01) 

for more than two minutes with the accelerator 

pedal depressed. 


The voltage should become 0 to 

1 V within the two minutes. 


SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

V

EF–129 

2 

YES 

Check of power supply voltage of VSV for 

purging 


2. Disconnect the VSV connector. 


the voltage between the harness side 

connector #7M of VSV and the body 

earth. 



NO 

Check or replace the engine ECU. (Refer to 


#7M #7N 


V 

3 

YES 

Check of harness between ECU and VSV 

for purging 

1. 

2. 


the SST (sub-harness). (Refer to page 

EF–8.) 


the ECU. 



short. 

Connector #7N at VSV harness side - 

connector &9 (PRG) at ECU side 


short OK 

NO 


VSV for purging and the battery, and the main 

relay for open wire and short. Repair or 

replace, as required. (Refer to page EF–48.) 

SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

Ω 

#7M #7N 


YES 

4 Unit check of VSV for purging 



NO 


YES 



NO 

Replace the VSV for purging. 

JEF00258-00165

EF–130 

DTC P0500/52 Vehicle Speed Sensor Malfunction 



(E2) 

17 

(SPD) 

37 

J/C 

X03 (B11) 

Combination meter 

Speedometer 

cable 

Vehicle 

speed sensor 

N 

S S 

N 

Z83 (B10) 

J/C 

C21 F19 X03 Z83 H20 H22 H61 T37 WB0 H05 X01 



This sensor is mounted in the combination meter. It contains a 

magnet which is rotated by the speedometer cable. The reed 

switch is turned ON and OFF four times for every revolution of 

the speedometer. It is then transmitted to the ECU. The ECU 

determines the vehicle speed based on the frequency of 

these pulse signals. 

Transaxle 

Cable 

Combination 

meter 

4-pulse 

JEF00338-00233 

ECU 

DTC No. 

P0500/52 


No signal is inputted from the speed sensor to the 

ECU for a certain length of time when the fuel cut 

operation is performed during deceleration. 


JEF00339-00234 

Trouble area 


• Open wire or short in vehicle speed sensor circuit 


• Engine ECU

EF–131 

1 Operation check of speedometer 

1. Run the vehicle. 

Does the speedometer indicate the vehicle 

speed correctly 

NOTE: 

• If the speedometer indication is normal, 

the speedometer system is functioning 

normally. 

2 

YES 

Check of input signal of speed sensor to 

ECU 

1. 

2. 

Set the SST (sub-harness) (Refer to 

page EF–8.) 

Check that the voltage between the SST 

terminals #7 and !7 is within the following 

specified value when the vehicle is 

moving with the ignition switch turned 

ON. 


0 ↔ 4.5 to 5.5 V for pulse signal 

NO 

Check the speedometer circuit and combination 

meter (including speedometer gear & meter 

cable) 

SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

V 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

NO 

3 Check of speed sensor (reed switch) 


2. Remove the combination meter. 

3. Ensure that continuity occurs four times 

at the terminals B10 and B11 of the combination 

meter while the speedometer 

drive shaft completes a turn. 


Continuity should occur four times 

per turn of speedometer drive 

shaft. 

YES 



Speedometer drive shaft 

B10 

B11 

YES 

4 Check for open and short in harness and 

connector between the engine ECU and 

vehicle speed sensor. 


NO 

Replace the speed sensor (combination meter). 

YES 



NO 


JEF00340-00235

EF–132 

DTC P0500/52 Vehicle Speed Sensor Malfunction 



(E2) 

17 

(SPD) 

37 

J/C 

X03 (SPSR) 

Combination meter 

A/T ECU 

H83 

or 

ABS ECU 

or 

Z83 (E) 

Vehicle speed 

sensor 

J/C 

H82 C21 G06 O20 H05 H80 X01 Z83 

H61 H83 X03 N58 H22 H20 H56 

F19 

A10 

Z08 



A vehicle speed sensor driven by a microcomputer is used. 

Signals driven by the microcomputer in the combination meter 

are inputted into the EFI ECU, based on the signals from the 

A/T ECU in the case of automatic transmission vehicles; from 

ABS ECU in the case of ABS-equipped vehicles; from the vehicle 

speed sensor mounted on the transaxle in the case of 

other vehicles. 

The EFI ECU determines the vehicle speed based on the frequency 

of these pulse signals. 

A/T ECU 

or 

ABS ECU 

or 

Transaxle 

Combination 

meter 

4-pulse 


JEF00259-00166 

ECU 

JEF00260-00167 

DTC No. 

P0500/52 


No signal from the speed sensor is inputted into the 

ECU for a certain length of time during the fuel cut 

operation at time of deceleration. 


Trouble area 


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

ABS ECU 


• Engine ECU or A/T ECU or ABS ECU

EF–133 

1 Operation check of speedometer 

1. Run the vehicle. 

Does the speedometer indicate the vehicle 

speed properly 

NOTE: 

• If the speedometer indication is normal, 

the speedometer system is functioning 

properly. 

YES 

2 Check of input signal to EFI ECU 

1. 

2. 

Set the SST (sub-harness) (Refer to 

page EF–8.) 

Check that the voltage between the SST 

terminals #7 and !7 is within the following 

specified value when the vehicle 

moves and the ignition switch is turned 

to the ON position. 


0 ↔ 4.5 to 5.5 V for pulse signal 

NO 

Check of A/T ECU, ABS ECU or vehicle speed 

sensor circuit, and combination meter 

(Refer to sections A/T, BE and BR.) 

SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

V 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

3 

NO 

Check of harness between EFI ECU and 

combination meter 

1. Turn OFF the IG switch. Disconnect the 

SST connector at the ECU side. 

2. Remove the combination meter. 

3. Disconnect the harness from the combination 

meter. 



short. 

• SST connector #7 - Harness side connector 

X03 of combination meter 

• Harness side connector Z83 of combination 

meter - Body ground 


short OK 

YES 



SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

H82 C21 G06 O20 H05 H80 X01 Z83 

H61 H83 X03 N58 H22 H20 H56 F19 A10 Z08 

Ω 

YES 

Replace the combination meter. 

NO 


JEF00261-00168

EF–134 

DTC P0505/71 Idle Control System Malfunction 


IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

F/L 60 A 

1 

3 

R/B 

15 A 


Main 

relay 

Fuel 

pump 

relay 

Fuel 

pump 

5 

13 

10 A 

ECU 

IG 

4 

6 

P 

N 

D 

2 

L 

Starter 

relay 

coil 

Neutral 

start 

SW 

J/C 

J/C 

Meter 

10 A 

GAUGE 

BACK 


11 (A/T) 

(E01) 82 

(RFAN) 13 

(PST) 78 

(ACSW) 38 

(BLW) 39 

2 (DEF) 

(W/IMB.) 10 

(H/L) 71 

30 

(L/IMB.) 

(ISC) 54 

7 

36 (E1) 23 

XU1 XU3 XU2 


To radiator fun relay 

To P/S oil pressure SW 

To A/C SW 

To heater blower SW 

To defogger SW 

To tail lamp SW 

J/C 

XU1 

XU2 

ISC 

Valve 

XU3 


The rotary solenoid type ISC valve is located in front of the intake 

manifold and the intake air bypassing the throttle valve is 

directed to the ISC valve through a passage. 

In this way the intake air volume bypassing the throttle valve is 

regulated, controlling the engine speed. 

The engine ECU operates only the ISC valve to perform idleup 

and provide feedback for the target idling speed. 

From 

air cleaner 

Magnet 

Auxiliary air port 

Coil 

Valve 

JEF00262-00169 

To 

intakemanifold 

JEF00263-00170 

DTC No. 

P0505/71 


Open wire or short in ISC valve circuit 

Trouble area 

• Open wire or short in ISC valve circuit 

• ISC valve 

• Engine ECU

EF–135 


NOTE: 

• Read the freeze frame data, using the DS-21 diagnosis tester. Because the freeze frame data 

records the engine conditions when the malfunction was detected, when troubleshooting the freeze 

frame data is useful to determine whether the vehicle was running or stopped, the engine warmed up 

or not, the air-fuel ratio lean or rich, etc. at the time of the malfunction. 


1 Operation check of ISC valve 

1. 




SST: 09991-87404-000 

SST 

2. Warm up the engine fully. 

3. Turn ON the main switch of the DS-21 

diagnosis tester. 

4. With the engine idling, select the “ISC” in 

the “Actuator driving.” Execute the “5 % 

open” and “50 % open”, respectively. 

Does the engine speed increase or 

decrease in accordance with the change 

in the ISC duty ratio (5 %, 50 %) 

NO 

2 Check of power supply voltage of ISC valve 

1. 

2. 

3. 

Turn OFF the main switch of the tester. 


Disconnect the connector of the ISC 

valve. 

Measure the voltage between the terminals 

XU3 of the wire harness connector 

and the body ground when the ignition 

switch is turned to the ON position. 


YES 




XU1 XU3 XU2 

V 

Is the measured value the specified value

EF–136 

YES 

3 Check of input signal of ISC valve 

1. 

2. 

After warming up the engine fully, turn 

ON the main switch of the DS-21 diagnosis 

tester. 

With the engine idling, select the “ISC” in 

the “Actuator driving.” Execute the “5 % 

open” and “50 % open”, respectively. 

Measure the voltage between XU1 and 

XU2. 

Does the voltage increase or decrease 

in accordance with the change in the 

ISC duty ratio (5 %, 50 %) 

NO 


ISC valve and the battery, and main relay for 

open wire and short. (Refer to page EF–48.) 

XU1 XU3 XU2 

V 


[Reference] 


Duty ratio: 5 % 

Duty ratio: 50 % 

When an oscilloscope is used, the ISC control 

signal becomes the waveform as indicated in 

the figure above. 

NO 

4 Check of output signal of ISC valve of ECU 

1. 

2. 

3. 



Connect the SST between the ECU connectors 


SST: 09842-97203-000 

Warm up the engine. With the engine 

idling, select the “ISC” in the “Actuator 

driving.” Execute the “5 % open” and 

“50 % open”, respectively. Measure the 

voltage between the SST terminals %4 

and @3 (ISC - E1). 

Does the voltage increase or decrease 

in accordance with the change in the 

ISC duty ratio (5 %, 50 %) 

YES 

Replace the ISC valve. 

SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

V

EF–137 

5 

YES 

Check of harness between ISC valve and 

ECU 

1. 

2. 

3. 



Disconnect the SST connector at the 

ECU side. 



short. 

• ISC valve connector XU1 - SST terminal 

%4 (ISC) 


@3 (E1) 


short OK 

NO 



SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

XU1 XU3 XU2 


Ω 

YES 



NO 


JEF00264-00171 


1 Operation check of ISC valve 

Ensure that the engine revolution speed is 

high during the cold period. Also, ensure 

that the engine revolution speed drops as 

the engine warms up and that the idle 

speed is maintained. 


Tachometer 

terminal 

Earth

EF–138 

NO 

2 Check of power supply voltage of ISC valve 


2. Disconnect the connector of the ISC 

valve. 

3. Measure the voltage between the terminals 

XU3 of the wire harness connector 

and the body ground when the ignition 



YES 




XU1 XU3 XU2 

V 

Is the measured value the specified value 

YES 

3 Check of input signal of ISC valve 

1. Warming up the engine fully. 

2. With the engine idling (with the ISC 

valve connector disconnected), measure 

the voltage between XU1 and XU2 

at the harness connector side. 


The voltage should be stable at a 

constant value. (The value of the 

voltage can not be specified.) 

NO 


ISC valve and the battery, and main relay for 

open wire and short. (Refer to page EF–48.) 

V 

XU1 XU3 XU2 


[Reference] 


Idling condition 

(Electrical load “OFF”) 

(Electrical load “ON”) 

When an oscilloscope is used, the ISC control 

signal becomes the waveform as indicated in 

the figure above. (The duty ratio cannot be 

specified.)

EF–139 

NO 

4 Check of output signal of ISC valve of ECU 


2. Connect the SST between the ECU connectors 


SST: 09842-97203-000 

3. 

Warm up the engine. With the engine 

idling (with the ISC valve connector disconnected), 

measure the voltage between 

the SST terminals %4 and @3 (ISC - 

E1). 






YES 

Replace the ISC valve. 

SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

V 

5 

YES 

Check of harness between ISC valve and 

ECU 


2. Disconnect the SST connector at the 

ECU side. 



short. 


%4 (ISC) 


@3 (E1) 


short OK 

NO 



SST 

XU1 XU3 XU2 


23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

Ω 

YES 



NO 


JEF00265-00172

EF–140 

DTC P1105/32 

Barometric Pressure Sensor Circuit 

Malfunction 

WIRING DIAGRAM/CIRCUIT DESCRIPTION 

An atmospheric sensor of the same construction as that of the MAP sensor is mounted in the ECU. 

Therefore, the wiring diagram for the atmospheric sensor is omitted here. 

DTC No. 

P1105/32 


When the following conditions 1 and 2 are met for a 

certain length of time: 

1. The AD conversion value of atmospheric sensor 

is less than 1.6 V. 

2. The AD conversion value of atmospheric sensor 

is 4.7 V or more. 


Trouble area 

JEF00266-00000 


NOTE: 






1 Re-confirmation of DTC 

1. 




SST: 09991-87404-000 

SST 

2. 

3. 

4. 

5. 



DTC. 

(As for the operation, follow the instruction 

manual of the DS-21 diagnosis 

tester.) 



Turn ON the IG switch. Turn ON the 

main switch of the tester. 

Check the DTC. 

Is P1105 indicated 

Replace the ECU. 

YES 

NO 


EF–51.) 

JEF00267-00173

EF–141 



1. 




SST: 09991-87404-000 

2. 

Connect the terminal T and the earth terminal 

of the SST connector with a jump 

wire. 

SST: 09991-87403-000 

SST (2) 

Test 

SST (1) 

3. Remove the EFI fuse. Erase the DTC. 

(As for the erasing method, refer to 


4. Set the EFI fuse to the original position. 

5. Turn ON the IG switch. 

6. Check the DTC. (Read out the flashing 

pattern of the MIL.) 

Is “32” indicated 

Earth 


YES 

NO 


EF–51.) 

JEF00268-00174


DTC P1130/29 A/F Adjuster Circuit Malfunction 



(VCO) (OX3) (E21) 

62 73 29 

(ACEV) 

72 

#YS #YT #YU 

E2 

VCC 

R 

L 

#YU #YS 

#YT 

VAF 



The variable resistor is mounted at the left side of the engine 

compartment at the body side. 

This is a variable resister to adjust the air-to-fuel ratio while the 

engine is idling (after the engine has warmed up). The idle 

CO value is adjusted to the specified value by rotating the 

rotor. 

The letters “R” and “L” are embossed at the root of the connector. 

Higher 

Output 

voltage 

Lower 

sEF00039-00026 

Rotor rotating range 

(Lean side) L R (Rich side) 

sEF00040-00027 

DTC No. 

P1130/29 


Condition (1) or (2) continues with more than a certain length of time 

1. OX3 < 0.2 V 

2. OX3 > 4.8 V 

Trouble area 

• Open wire or short in A/F adjuster circuit 

• A/F adjuster 

• Engine ECU

Revision 1 

EF–143 


NOTE: 

• If DTC P1530/44 (A/C Evaporator Temp. Sensor Malfunction), P1130/29 (A/F Adjuster Circuit 

Malfunction) are output simultaneously, E21 (Sensor Ground) may be open. 

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

frame data records the engine condition when the malfunction is detected, when troubleshooting it is 

useful for determining whether the vehicle was running or stopped, the engine warmed up or not, the 

air-fuel ratio lean or rich, etc. at the time of the malfunction. 

1 

Check of input voltage of A/F adjuster to 

ECU 

1) Set the SST (sub-harness). 


2) Turn ON the IG switch. 

3) Turn the rotor clockwise and counterclockwise. 

Check to see if the voltage 

measured between the SST connectors 

&3 and @9 (OX3 - E21) varies. 

Specified Value: 0.2 V or more, but 

less than 4.8 V 

SST @9 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

&3 

V 


2 

NO 

Check of power supply voltage of A/F 

adjuster 

1) 

Ensure that the voltage between the 

SST terminals ^2 (VCO) and @9 (E21) is 

within the specified value when the ignition 


Specified value: 4.5 - 5.5 V 


YES 



SST 

@9 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

^2 

V 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66


YES 

3 Unit check of A/F adjuster 

1) Turn off the ignition switch. 

2) Disconnect the connector of the A/F 

adjuster. 

3) Check the resistance between the terminals 

below. 


Terminal 

#YS - #YU 

#YT - #YU 

Resistance kΩ 

5 ± 1.5 (25°C) 

The resistance should increase in 

proportion to the turning of the rotor 

in a direction from L to R. 

NO 

Check and replacement of ECU 


Ω #YS 

#YT 

(Refer to 

#YU 

4 

YES 

Check of harness between A/F adjuster and 

ECU 

1) Turn OFF the IG switch. 

2) Disconnect the SST terminals from the 

EFI ECU. 

3) Referring to page EF-48, check the harness 


short, as follows: 

• Connector of A/F adjuster #YS at harness 

side - SST connector ^2 

• Connector of A/F adjuster #YT at harness 

side - SST connector &3 

• Connector of A/F adjuster #YU at harness 



short OK 

NO 

Replace the A/F adjuster. 

SST 

^2 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

#YU #YS 

#YT Wire harness side 

Ω 

YES 



NO 


sEF00041-00028

Revision 2 

EF–145 

DTC P1300/36 Ion System Malfunction 

WIRING DIAGRAM FOR M101, M201 AND J102 

IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

F/L 60 A 

1 

R/B 

15 A 


Main 

relay 

Fuel 

pump 

relay 

3 5 

13 

10 A 

ECU 

IG 

4 

6 

J/C 


(IG1) 60 

(IG2) 59 

(ICMB) 14 

(IG3) 58 

(IG4) 57 

(E01) 82 

(E1) 23 

7 (+B1) 43 

(IE) 

36 (+B2) 

10 A 

ENGINE 

B1 

G1 

S1 

S2 

I/O 

S3 

S4 

G2 

B2 

C1 

C2 

C3 

C4 

I/C 

IG COIL 

N80 

N07 

N05 

N81 

N54 

N53 

N82 

N65 

N64 

N85 

N84 

N83 

#1 

#2 

#3 

#4 

Spark 

plug 

#4 #3 #2 #1 

Fuel 

pump 

To injector 

N85 

N84 

N83 

N82 

N65 

N64 

N81 

N54 

N53 

N80 

N07 

N05 

IG COIL wire harness side 

B1 G1 S1 S2 I/O S3 S4 G2 

I/C C4 C3 C2 C1 

IG2 

IG1 

ACC 

Igniter unit wire harness side 

(ECU side) 


(IG coil side) 

N30 N01 R01 

O12 M01 

AM ST 

IG switch wire harness side 

YEF00042-00029 


This system detects any misfire of the engine by using an ion current which has the same waveforms as 

those of the combustion pressure. When any misfire takes place, no ion current is produced. Therefore, if 

the input voltage at the ECU side is below a certain value, it is judged that a misfire took place. Since the 

detected ion current is very weak, it is amplified in the ignitor unit. In addition, a vibration waveform appears 

in the ion current waveform when knocking takes place. Hence, knocking control is also performed 

by detecting vibration waveforms. This applies only to vehicles mounted with Type K3 engine with EU specifications. 

YEF00043-00000

EF–146 

DTC No. 

P1300/36 


No ion current signal is inputted to the engine ECU 

during engine cranking or engine running. 

Trouble area 






JEF00270-00000 


NOTE: 





• This diagnostic chart is based on the premise that the engine is being cranked under normal conditions. 

If the engine does no crank, proceed to the matrix table for troubleshooting according to malfunctioning 

phenomena on page EF–47. 

• When P1300/36 (ion system malfunction) is outputted, both P0300/17 (random/multiple cylinder misfire 

detected) and P0301/17 - P0304/17 (cylinders 1 to 4 misfire detected) may be outputted simultaneously. 

1 Spark check 


relay block 


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

3. Install the spark plug to the IG coil. connect 



5. Crank the engine. at this time, check to 


WARNING: 

• Sparks will take place. Care must be 

exercised to the surrounding combustible 

objects. 


FUEL 

PUMP 


Relay block 

(DGEF) 

15 A 

(POWER) 

30 A 


15 A 

BACK UP 

10 A 

STOP 

15 A 

(MGO) 

10 A 

HORN-HAZ 

15 A 

[ST] [HEAD] 

[DEFG] RAD 

[MGC] 

NOTICE 

AM (ABS) (EPS) TAIL HEAD RAD 

USE THE DESIGNATED FUSES ONLY. 50 A 30 A 40 A 30 A 30 A 

60 A 

A2 82661-97218 

No spark takes place in all 

cylinders. 

No spark takes place in some 

cylinders. 

Sparks take place in all 

cylinders. 

2 Unit check of spark plug 



Perform the unit check of the 

spark plug for the cylinders 

where no spark takes place. 



Go to Step 5.

Revision 1 

EF–147 

NO 

Replace the spark plug. Perform the spark 

check again. 

No spark takes place. ... Go to Step 3. 

Sparks take place. ........ Go to Step 5. 

CAUTION: 

• Never use spark plugs other than those designated. 

YES 

3 Check of power supply voltage of IG coil 


the connector of the IG coil of each 

cylinder. 


the voltage between the body earth and 

each of the harness-side connectors 

N05, N53, N64 and N83 of each IG coil. 



N05 

IG coil 


V 


Check the harness, connector and fuse for 

open wire and short by referring to page 

EF–48. 

1. 

2. 

NO 


Disconnect the connectors at the ECU 

side of the IG switch and ignitor unit. 

• Between IG switch and ignitor unit terminal 

B1 

• Between IG switch and each of N05, 

N53, N64 and N83 of each IG coil. 


short OK 

Go to Step 5. 

IG2 

IG1 

N30 N01 R01 

O12 M01 

IG switch wire 

harness side 

N05 

YES 

Ω 

IG coil 


Replace the IG switch. 

YES 

NO 

Repair or replace the harness or connector. Or 

replace the fuse. 

sEF00044-00030

EF–148 

5 Check of ignition signal and ion signal 

Check that the ignition signal and ion signal 

are outputted from the ECU and inputted 

by using an oscilloscope. 

1. With the IG switch turned OFF, perform 

the restoration. 


page EF–8.) 

SST: 09842-97203-000 

3. 

4. 

Warm up the engine. (only when the 

engine can start) 

With the engine idling or cranking, connect 

the probe ; of the oscilloscope to 

the SST terminal *2; the probe : to 

each of the SST terminals ^0, %9, %8 and 

%7, respectively. Check the ignition signal 

for all cylinders. 


Pulse waveforms should be confirmed. 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

(4) Ignition signal 

wave form 

Oscilloscope 

+ 

– 

(5) Ion signal wave form 

5. 

As has been done in Step 4), connect 

the probes : and ; of the oscilloscope 

to the SST terminals !4 (ICMB) and $3 

(IE), respectively, and check the ion 

signal. 


Waveforms as shown in the right 

figure should be observed without 

any waveform missing. 

Indication for one cylinder 

Indication for all cylinders 

The circuit is normal when signal 

waveforms shown above are observed. 

Are the ignition signal and ion signal 

observed 

When sparks take place and 

the ignition signal waveform is 

observed, is the ion signal waveform 

observed 

When no spark takes place and 


observed, and no ion signal 

waveform is observed: 


no ignition signal waveform is 




NO 

6 

Check of harness between ECU 

and ignitor unit 

1. Turn OFF IG switch. 

2. Disconnect the SST connector 

of the EFI ECU. 

3. Disconnect the ECU side connector 

of the ignitor unit. 

4. Referring to page EF–63, 

check the harness and connector 

for open wire or short. 

• SST terminal !4 - Harness 

side I/O terminal of ignitor 

unit 

Are the check results for open 

wire and short OK 

YES 

Check malfunction that occurs 

intermittently and poor contact. 


Check or replace the ECU. (Refer 

to page EF–51.)

EF–149 

7 

YES 

Check of harness between ignitor unit and 

IG coil 


and connector for open wire or short. 

1. Disconnect the IG coil side connector of 

the ignitor unit. 

2. Disconnect the connector of each IG 

coil. 

• Between harness side terminal I/C of 

ignitor unit - Harness side terminals 

N80, N81, N82 and N85 of each IG 

coil 


short OK 

NO 


I/C C4 C3 C2 C1 

Ignitor unit 


N80 

Ω 

IG coil 


8 Unit check of ignitor unit 

YES 



NO 


YES 

9 Check of earth circuit of ignitor unit 

1. 

Measure the continuity between the 

engine earth and each of harness side 

terminals G1 and G2 of the ignitor unit. 

Specified Value: Continuity exists. 

Replace the ignitor unit. 

NO 

Ω 


B1 G1 S1 S2 I/0S3 S4 G2 

Ignitor unit 


Engine earth 

YES 

Replace the IG coil. (All cylinders) 

NO 


EF–150 

10 


IG coil 




2. Disconnect each IG coil and the IG coil 

side connector of the ignitor unit. 

• Between harness side terminals N07, 

N54, N65 and N84 of each IG coil and 

harness side terminals C1, C2, C3 and 

C4 of ignitor unit 


short OK 

I/C C4 C3 C2 C1 

Ignitor unit 


N07 

Ω 

IG coil 


11 

YES 


ignitor unit 



1. Disconnect the SST connector from the 


2. Disconnect the ECU side connector of 


Harness side terminals S1, S2, S3, S4 

and I/O of ignitor unit - SST connector 

terminals ^0, %9, %8, %7 and !4 


short OK 

NO 


SST 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

Ignitor unit 


B1 G1 S1 S2 I/0S3 S4 G2 

Ω 

Go to Step 7. 

YES 

NO 


JEF00271-00176

Revision 1 

EF–150-1 

DTC P1300/36 Ion System Malfunction 

WIRING DIAGRAM FOR S221 

IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

F/L 60 A 

1 

R/B 

15 A 


Main 

relay 

Fuel 

pump 

relay 

3 5 

13 

10 A 

ECU 

IG 

4 

6 

J/C 


(IG1) 60 

(IG2) 59 

(ICMB) 14 

(IG3) 58 

(IG4) 57 

(E01) 82 

(E1) 23 

7 (+B1) 43 

(IE) 

36 (+B2) 

10 A 

ENGINE 

B1 

G1 

S1 

S2 

I/O 

S3 

S4 

G2 

B2 

C1 

C2 

C3 

C4 

I/C 

IG COIL 

N80 

N07 

N05 

N81 

N54 

N53 

N82 

N65 

N64 

N85 

N84 

N83 

#1 

#2 

#3 

#4 

Spark 

plug 

#4 #3 #2 #1 

Fuel 

pump 

To injector 

N85 

N84 

N83 

N82 

N65 

N64 

N81 

N54 

N53 

N80 

N07 

N05 

IG COIL wire harness side 

B1 G1 S1 S2 I/O S3 S4 G2 

I/C C4 C3 C2 C1 B2 

IG2 

IG1 

ACC 


(ECU side) 


(IG coil side) 

N30 N01 R01 

O12 M01 

AM ST 


sEF00045-00031 


This system detects any misfire of the engine by using an ion current which has the same waveforms as 

those of the combustion pressure. When any misfire takes place, no ion current is produced. Therefore, if 

the input voltage at the ECU side is below a certain value, it is judged that a misfire took place. Since the 

detected ion current is very weak, it is amplified in the ignitor unit. In addition, a vibration waveform appears 

in the ion current waveform when knocking takes place. Hence, knocking control is also performed 

by detecting vibration waveforms. This applies only to vehicles mounted with Type K3 engine with EU specifications. 

sEF00046-00000


DTC No. 

P1300/36 


No ion current signal is inputted to the engine ECU 

during engine cranking or engine running. 

Trouble area 






sEF00047-00000 


NOTE: 






If the engine does no crank, proceed to the matrix table for troubleshooting according to malfunctioning 

phenomena on page EF–47. 

• When P1300/36 (ion system malfunction) is outputted, both P0300/17 (random/multiple cylinder misfire 

detected) and P0301/17 - P0304/17 (cylinders 1 to 4 misfire detected) may be outputted simultaneously. 

1 Spark check 


relay block 


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

3. Install the spark plug to the IG coil. connect 



5. Crank the engine. at this time, check to 


WARNING: 

• Sparks will take place. Care must be 

exercised to the surrounding combustible 

objects. 


FUEL 

PUMP 


Relay block 

(DGEF) 

15 A 

(POWER) 

30 A 


15 A 

BACK UP 

10 A 

STOP 

15 A 

(MGO) 

10 A 

HORN-HAZ 

15 A 

[ST] [HEAD] 

[DEFG] RAD 

[MGC] 

NOTICE 

AM (ABS) (EPS) TAIL HEAD RAD 

USE THE DESIGNATED FUSES ONLY. 50 A 30 A 40 A 30 A 30 A 

60 A 

A2 82661-97218 

No spark takes place in all 

cylinders. 

No spark takes place in some 

cylinders. 

Sparks take place in all 

cylinders. 

2 Unit check of spark plug 



Perform the unit check of the 

spark plug for the cylinders 

where no spark takes place. 



Go to Step 5.

Revision 1 

EF–150-3 

NO 

Replace the spark plug. Perform the spark 

check again. 

No spark takes place. ... Go to Step 3. 

Sparks take place. ........ Go to Step 5. 

CAUTION: 

• Never use spark plugs other than those designated. 

YES 



the connector of the IG coil of each 

cylinder. 


the voltage between the body earth and 

each of the harness-side connectors 

N05, N53, N64 and N83 of each IG coil. 



N05 

IG coil 


V 


Check the harness, connector and fuse for 

open wire and short by referring to page 

EF–48. 

1. 

2. 

NO 


Disconnect the connectors at the ECU 

side of the IG switch and ignitor unit. 

• Between IG switch and ignitor unit terminal 

B1 

• Between ignitor unit terminal B2 and 

each of N05, N53, N64 and N83 of 

each IG coil. 


short OK 

Go to Step 5. 

IG2 

IG1 

N30 N01 R01 

O12 M01 

IG switch wire 

harness side 

YES 

Ignitor unit wire 

harness side 

B1 G1 S1 S2 I/O S3 S4 G2 

Ω 

Replace the IG switch. 

YES 

NO 

Repair or replace the harness or connector. Or 

replace the fuse. 

sEF00048-00032


5 Check of ignition signal and ion signal 

Check that the ignition signal and ion signal 

are outputted from the ECU and inputted 

by using an oscilloscope. 

1. With the IG switch turned OFF, perform 

the restoration. 


page EF–8.) 

SST: 09842-97203-000 

3. 

4. 

Warm up the engine. (only when the 

engine can start) 

With the engine idling or cranking, connect 

the probe ; of the oscilloscope to 

the SST terminal *2; the probe : to 

each of the SST terminals ^0, %9, %8 and 

%7, respectively. Check the ignition signal 

for all cylinders. 


Pulse waveforms should be confirmed. 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

(4) Ignition signal 

wave form 

Oscilloscope 

+ 

– 

(5) Ion signal wave form 

5. 

As has been done in Step 4), connect 

the probes : and ; of the oscilloscope 

to the SST terminals !4 (ICMB) and $3 

(IE), respectively, and check the ion 

signal. 


Waveforms as shown in the right 

figure should be observed without 

any waveform missing. 

Indication for one cylinder 

Indication for all cylinders 

The circuit is normal when signal 

waveforms shown above are observed. 

Are the ignition signal and ion signal 

observed 

When sparks take place and 


observed, is the ion signal waveform 

observed 






no ignition signal waveform is 




NO 

6 

Check of harness between ECU 

and ignitor unit 

1. Turn OFF IG switch. 

2. Disconnect the SST connector 

of the EFI ECU. 

3. Disconnect the ECU side connector 

of the ignitor unit. 

4. Referring to page EF–63, 

check the harness and connector 

for open wire or short. 

• SST terminal !4 - Harness 

side I/O terminal of ignitor 

unit 

Are the check results for open 

wire and short OK 

YES 

Check malfunction that occurs 

intermittently and poor contact. 


Check or replace the ECU. (Refer 

to page EF–51.)

Revision 1 

EF–150-5 

7 

YES 


IG coil 



1. Disconnect the IG coil side connector of 


2. Disconnect the connector of each IG 

coil. 

• Between harness side terminal I/C of 

ignitor unit - Harness side terminals 

N80, N81, N82 and N85 of each IG 

coil 


short OK 

NO 


I/C C4 C3 C2 C1 B2 

Ignitor unit 


N80 

Ω 

IG coil 


8 Unit check of ignitor unit 

YES 



NO 


YES 

9 Check of earth circuit of ignitor unit 

1. 

Measure the continuity between the 

engine earth and each of harness side 

terminals G1 and G2 of the ignitor unit. 


Replace the ignitor unit. 

NO 

Ω 


B1 G1 S1 S2 I/0S3 S4 G2 

Ignitor unit 


Engine earth 

YES 

Replace the IG coil. (All cylinders) 

NO 


sEF00049-00033


10 


IG coil 




2. Disconnect each IG coil and the IG coil 

side connector of the ignitor unit. 

• Between harness side terminals N07, 

N54, N65 and N84 of each IG coil and 

harness side terminals C1, C2, C3 and 

C4 of ignitor unit 


short OK 

I/C C4 C3 C2 C1 B2 

Ignitor unit 


N07 

Ω 

IG coil 


11 

YES 


ignitor unit 





2. Disconnect the ECU side connector of 


Harness side terminals S1, S2, S3, S4 

and I/O of ignitor unit - SST connector 

terminals ^0, %9, %8, %7 and !4 


short OK 

NO 


SST 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

Ignitor unit 


B1 G1 S1 S2 I/0S3 S4 G2 

Ω 

Go to Step 7. 

YES 

NO 


sEF00050-00034

EF–151 

DTC P1346/75 


VVT Sensor (Camshaft Position Sensor) 

Circuit Range/Performance Problem 

AM 

60 A 

Body 

earth 

IG SW 

BATT 

(M/T only) 

Engine 

earth 

Starter 

ACC 

IG1 

IG2 

ST 

(A/T only) 

ST 

Starter relay 

(A/T only) 

(A/T) 

11 

P.N range 

switch 

(STA) 

68 

J/C 

(E1) 

23 


(N1+) 

21 

(N1–) 

51 

(N2+) 

22 

(N2–) 

52 

XAQ 

XAR 

N66 

N74 

N2+ 

N2– 

N66 N74 





JEF00272-00177 


The camshaft angle sensor (N2 + signal) consists of a signal rotor and a pickup coil. 

The N2 + signal rotor has three timing pins on its outer disk surface and is integrated with the intake 

camshaft. The detection of the actual camshaft position and the discrimination of cylinders are carried out 

by these three timing pins (360-180-180° CA). 

DTC No. 

P1346/75 


Deviation in crankshaft angle sensor signal and 

cam angle sensor signal (2 trip detection logic) 

Trouble area 

• Mechanical system malfunction (Skipping teeth of 

timing chain, chain stretched) 


JEF00273-00000 


NOTE: 





EF–152 

1 Check of valve timing 

Check the timing belt for looseness and 

missing teeth. (For details, refer to EM section.) 

1. Set the No. 1 cylinder to the top dead 

center under compression stroke by 

turning the crankshaft in the normal 

direction. 

(Align the punch mark of the camshaft 

timing pulley with the mating mark of the 

camshaft bearing cap.) 

2. Check that the punch mark of the crankshaft 

timing pulley is aligned with the 

mating mark of the oil pump as shown in 

the right illustration. (b) 

3. Ensure that the applying load at the time 

when the timing belt is pushed 5 mm is 

within the specified value. (c) 


19.6 - 29.4 N (2.0 - 3.0 kgf) 


NOTE: 

• If the crankshaft was turned in the 

reverse direction, redo the check. 

(a) 

Timing mark 

(b) 

Point marks 

(c) 

19.5 mm or less 

YES 



NO 

Adjustment of valve timing 

(Adjustment or replacement of timing belt or 

tensioner) 

For details, refer to EM section. 

JEF00274-00178

EF–153 

DTC P1349/73 VVT System Malfunction 



(E1) 

23 

(OCV+) 

28 

(OCV–) 

61 

+ – 

XAN XAP 


XAN 

XAP 


JEF00275-00179 


The DVVT system controls the intake valve timing to a proper timing in response to the driving conditions. 

The engine ECU controls the OCV (Oil Control Valve) to make the intake valve timing proper. The oil pressure 

controlled by the OCV is supplied to the DVVT controller, and then, the DVVT controller changes the 

relative position between the camshaft and the crankshaft. 

DTC No. 

P1349/73 


Condition (a) or (b) continues after the engine has 

warmed up and when the engine speed is 400 to 

4000 rpm. 

(a) Valve timing does not change from the current 

valve timing. 

(b) Current valve timing is fixed. 


Trouble area 


• Oil control valve 

• DVVT controller assembly 


JEF00276-00000 


NOTE: 





EF–154 

1 Check of valve timing 

Check the timing chain for looseness and 

missing teeth. (For details, refer to EM section.) 

1. Set the No. 1 cylinder to the top dead 

center under compression stroke by 

turning the crankshaft in the normal 

direction. (a) 

(Align the groove of the crankshaft pulley 

with the timing mark of the timing 

chain cover as shown in the illustration.) 

2. Check that the point marks of the camshaft 

timing sprockets are in straight 

line on the timing chain cover surface 

as shown in the illustration. (b) 

3. Check of protruding amount of chain 

tensioner (c) 


Not to exceed 19.5 mm 

4. 

Check of chain tensioner arm and chain 

guide for wear 


The thickness of arm and guide 

should be 0.5 mm or more. 


(a) 

Timing mark 

(b) 

Point marks 

(c) 

19.5 mm or less 

YES 

2 Operation check of oil control valve (OCV) 


page EF–8.) 

2. Start the engine. Warm it up fully. 

3. Disconnect the OCV connector. 

4. Apply the battery voltage between the 

terminals of the OCV connector. 

5. Check the engine idling condition. 


Rough idling or engine stall 

should take place. 

NO 

Repair and adjustment of valve timing 

(Repair or replace the timing chain or tensioner, 

arm, guide, etc.) 

For details, refer to EM section. 

; side : side 


NOTE: 

• Be careful not to mistake the polarity. 

• Pay attention not to make short during 

operation. 

• The energizing time should be limited 

to within one minute. 

OCV 

connector 

B

EF–155 

YES 

3 Check of output voltage of ECU 

1. 

With the IG switch turned ON (the 

engine stopped), measure the voltage 

between the SST connector terminals @8 

(OCV+) and ^1 (OCV–). 

Specified Value: 4.0 V or less 


NO 

Go to Step 5. 

SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

V 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

[Reference] 



Keep the engine idling. 

2. Connect the : and ; probes of 

the oscilloscope to the SST connector 

terminals @8 and ^1, respectively. 

SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

+ 

– 

3. If the waveform shown in the right 

figure is observed, the OCV circuit 

is functioning normally. 

OCV Signal waveform 

GND

EF–156 

YES 

4 Check of harness between OCV and ECU 



ECU. 



short. 

• Harness side connector XAN of valve - 

SST connector @8 (OCV+) 

• Harness side connector XAP of valve - 

SST connector ^1 (OCV–) 


short OK 

NO 


(Refer to page EF–51) 

SST 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

Ω 

XAN XAP 


YES 



NO 


5 Unit check of OCV 


YES 

6 Unit check of DVVT controller 

(Refer to Section EM.) 


NO 

Replace the OCV and go to Step 6. 

YES 

7 Check of oil passage (including OCV) 

(Refer to section EM.) 


There should be no restricted passage 

nor oil leakage. 

NO 

Replace the intake camshaft. 


EF–157 

8 

YES 

Checking whether DTC 1349/73 is 

memorized or not 

1. Restore to the original state. 


the SST. 

SST: 09991-87404-000 

3. Erase the DTC. (Refer to page EF–58.) 

4. Perform the simulation test. 

5. Check to see if DTC 1349/73 is displayed.* 

1 

Is DTC 1349/73 displayed 

Repair the faulty parts of the oil passage. 

SST 

NO 

NO 

The VVT system is functioning properly.* 2 



YES 

* 1 : In the case of vehicles with EU specifications, confirmation can be made by one-trip by using the 

“Continuous monitoring results” function of the CARB mode. 

On vehicles other than those with EU specifications, conduct the simulation test twice. At this time, turn 

OFF the IG switch after the first test. (2 trip) 

* 2 : DTCs P1349/73 are also outputted after foreign objects in the engine oil have been caught in some parts 

of the system, and the system returns to the normal state in a short time. As the engine ECU controls so 

that the foreign objects are ejected, there is no problem about the VVT. There is also no problem since 

the oil filter will get the foreign objects in the engine oil. 

JEF00277-00180

EF–158 

DTC P1510/54 Starter Signal Circuit Malfunction 


F/L 60 A 

1 

IG SW 

R/B 

A/T 

Starter 

relay 

ACC 

IG No. 1 

IG No. 2 

ST 

21 

23 

M14 

10 A 

ECU 

IG 

22 

BNDR1 (A/T) 

M01 

M/T only 

P 

N 

D 

2 

L 

J/C 

Neutral 

start SW 

J/C 

Meter 

10 A 

gauge 

back 

11 (A/T) 

82 

(E01) 


68 (STA) 

ACC 

IG1 

IG2 

ST 

IG2 IG1 ACC 

N30 NO1 R01 

O12 M01 

AM 

ST 

IG switch 


BNDR1 (M/T) 

Starter 

KE2 L34 

M15 M07 M14 

A/T ECU 

Relay block 


JEF00281-00183 


When the engine is being cranked, the intake air flow is slow, so fuel vaporization is poor. A rich mixture is 

therefore necessary in order to achieve good startability. While the engine is being cranked, the battery 

positive voltage is applied to the terminal STA of the engine ECU. The starter signal is mainly used to increase 

the fuel injection volume for the starting injection control and after-start injection control. 

DTC No. 

P1510/54 


Open wire or short in starter signal circuit 


Trouble area 

• Open wire or short in starter signal circuit 


JEF00282-00000 


NOTE: 


If the engine does not crank, proceed to the matrix table for troubleshooting according to malfunctioning 

phenomena on page EF–47.

EF–159 

1 Check of ECU input signal STA 


page EF–8.) 


connectors ^8 and *2 (STA - E01) under 

the following conditions. 

Condition Specified value 

Engine being cranked 6 - 10 V 

After engine has started 0 V 


SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

V 

2 

NO 

Check of harnesses between IG switch and 

ECU (M/T vehicles) and between relay 

block and ECU (A/T vehicles) 


2. Disconnect the connector of the IG 

switch. 

3. Disconnect the SST connector at ECU 

side. 

4. M/T vehicles: 

Connector M01 at IG switch side - Connector 

^8 (STA) at ECU side 

A/T vehicles: 

Connector M14 at relay block side - 

Connector ^8 (STA) at ECU side 


short (according to page EF–48) OK 

YES 



SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

M/T 

M01 

A/T 

M14 

Ω 

YES 



NO 


JEF00283-00184

EF–160 

DTC P1520/51 Switch Signal Circuit Malfunction 


IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

Main 

ACC 

IG1 

IG2 

ST 

MAIN 

1 

F/L 60 A 

R/B 

G03 H63 H64 H66 

H65 Z53 G02 H62 

Neutral start SW 


Neutral 

start 

switch 

(A/T) 

P 

N 

Z53 

To starter 

relay coil 

H66 

H65 

X99 XT1 XT0 




11 (A/T) 

23 

(E1) 

9 

(T) 

A/C SW 

K99 

10 A 

Gauge back 

KC6 

KV2 

20 A 

Heater 

Blower motor 

Resister 

KC6 KV2 K99 

A/C SW 

wire harness 

side 

Linear 

throttle 

sensor 

X99 

XT0 

XT1 

(BLW) 39 

16 (VC) 

44 (VTH) 

(ACSW) 38 

17 (E2) 

Dual 

pressure 

SW 

H M L 

Blower 

switch 

J/C 

JEF00284-00185 


This is used as the normal state judging code for the switch system. While the terminal T is “ON”, if the idle 

switch becomes “OFF” or the air conditioner becomes “ON”, or the shift lever is placed in Î, , Ò, or Â 

range, the DTC is outputted. However, the DTC is diagnosed only when the terminal T is “ON”. No memorization 

is made. 

DTC No. 

P1520/51 


When conditions 1 and 2 below are met: 

1. Terminal T is “ON”. 

2. Idle switch “OFF”, air conditioner “ON” or neutral 

start switch “ON” 

Trouble area 

• Open wire or short in A/C switch circuit 




• Open wire or short in neutral start switch circuit 

• Neutral start switch 


NOTE: 

• When the idle switch becomes “OFF” with the terminal T being “ON”, you can check to see if the IDL 

system of the linear throttle sensor is functioning properly by examining the DTC output. 

• With the engine idling, and the terminal T being “ON”, when the A/C and heater blower switch are 

switched on (air conditioner “ON”), you can check to see if the air conditioner switch system is functioning 

properly by examining the DTC output. 

• With the terminal T being “ON”, when the shift lever is placed in Î, , Ò, or Â range, you can 

check to see if the neutral start switch system is functioning properly by examining the DTC output. 

JEF00285-00000

EF–161 


NOTE: 


Malfunction), P0120/41 (Throttle/Pedal Position Sensor/Switch “A” Malfunction) are outputted simultaneously, 



1 

Check of input signal by A/C switch and idle 

switch to ECU 

1. 

2. 

Turn OFF the IG switch. Connect the 

DS-21 diagnosis tester to the DLC 


SST: 09991-87404-000 


main switch of the tester. Check the 

signals of the A/C switch and idle 

switch. 

(As for the operation, refer to the instruction 


tester.) 

SST 

A/C switch 

OFF 

ON 


Fully closed 

Fully opened 


A/C signal 

indication 

OFF 

ON 

IDL signal 

indication 

ON 

OFF 

2 

NO 

Check of harnesses between A/C switch 

and ECU and between linear throttle sensor 

and ECU 

1. 

2. 

3. 




page EF–8.) 


the ECU. 



short. 


Switch side connector K99 - ECU side 

connector #8 (ACSW) 


Sensor side connector XT1 - ECU 

side connector !7 (E2) 

Sensor side connector XT0 - ECU 

side connector $4 (VTH) 

Sensor side connector X99 - ECU 

side connector !6 (VC) 


short OK 

YES 



SST 


sensor wire 

harness side 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

X99 XT1 XT0 

KC6 KV2 K99 

A/C SW wire harness side 

Ω

EF–162 

3 

YES 

Unit check of A/C switch and liner throttle 

sensor 



NO 


YES 



NO 

Replace the A/C switch or liner throttle sensor. 

JEF00286-00186 


1 Check of ECU input signal 


page EF–8.) 


the voltage between SST !6 and !7 (VC 

and E2), between $4 and !7 (VTH and 

E2), between #8 and @3 (ACSW and E1), 

and between !1 and @3 (A/T and E1). 


• !6 and !7 (VC and E2): 

4.5 - 5.5 V 

• $4 and !7 (VTH and E2): 

When throttle lever is changed 

from full close state to full open 

state, voltage should increase 

proportionally from 0 to 4.8 V. 

• #8 and @3 (ACSW and E1): 

Battery voltage (when A/C 

switch is ON) 

0 - 0.5 V (When A/C switch is 

OFF) 

• !1 and @3 (A/T and E1): 

0 - 0.5 V (P or N range) 

Around 10 V (other than ranges 

above) 

SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

V

EF–163 

2 

NO 

Check of harness between neutral start 

switch and ECU 

(As for the A/C switch and linear throttle 

sensor system, go to Step on previous 

page.) 

1. Turn OFF the IG switch. Disconnect the 

SST connector from the ECU. 



short. 

• Switch side connector H66 (P range) - 

ECU !1 (A/T) 

• Switch side connector H65 (N range) - 

ECU !1 (A/T) 


short OK 

YES 



SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

G03 H63 H64 H66 

H65 Z53 G02 H62 

Neutral start SW 


Ω 

YES 

3 Unit check of neutral start switch 



NO 


YES 



NO 

Replace the neutral start switch. 

JEF00287-00187

EF–164 

DTC P1530/44 A/C Evaporator Temp. Sensor Malfunction 


IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

MAIN 

ACC 

IG1 

IG2 

ST 

MAIN 

1 13 

F/L 60 A 

R/B 

15 A 


Main 

relay 

10 A 

ECU IG 


10 A 

Gauge back 

20 A 

Heater 

KP5 

KK4 


4 

3 

7 (+B1) 

Radiator fan 

30 A 

RAD 

fan 

relay 

18 

J/C 

36 (+B2) 

13 (FAN1) 

17 

A/C 20 A 

MGC 

relay 

12 

CDS 

fan 

relay 

20 

RAD 

THERMO 

SW 

11 

(ACEV) 72 

12 (MGC) 

(E21) 29 

Evaporator 

temperature 

sensor 

J/C 

KP5 

KK4 

A/C SW 

Blower motor 

Resister 


J/C 

A/T ECU 

Magnet 

clutch 

Condenser fan motor 

(BLW) 39 

(ACSW) 38 

Dual 

pressure 

SW 

Blower 

switch 

J/C 


This circuit, located at the rear of the evaporator of the air 

conditioner unit, detects the temperature of the air passing 

through the evaporator. A thermistor is incorporated in the 

sensor. This thermistor has such characteristics that its resistance 

decreases as the temperature rises, while the resistance 

increases as the temperature drops. When the temperature 

becomes about 0°C, the thermistor disengages the magnet 

clutch through the MGC relay, thus preventing frosting. 

Resistance [kΩ] 

4 

2 

JEF00288-00188 

0 

–1001020 

A/C evaporator temperature [°C] 

JEF00289-00189

EF–165 

DTC No. 

P1530/44 


Open wire or short in evaporator temperature circuit 

Trouble area 

• Open wire or short in evaporator temp. circuit 

• Evaporator temperature sensor 



NOTE: 





1 Check of ECU output voltage 

1. 

2. 


page EF–8.) 

With the IG switch turned “ON”, measure 


&2 (ACEV) and @9 (E21). 


0.1 - 4.8 V (Varies, depending 

upon the temperature.) 

(Reference: 1.8 - 2.9 V at 20°C) 


SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

V 

2 

NO 

Check of harness between evaporator temperature 

sensor and ECU 

1. 

2. 

With the IG switch turned OFF, disconnect 

the SST connector from the ECU. 



short. 

• Harness side connector KP5 of sensor 

- ECU &2 (ACEV) 

• Harness side connector KK4 of sensor 

- ECU @9 (E21) 


short OK 

YES 



SST 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

KP5 

KK4 


Ω 

3 

YES 

Unit check of evaporator temperature sensor 



NO 


EF–166 

YES 



NO 

Replace the evaporator temperature sensor 

JEF00290-00190

EF–167 

DTC P1560/61 


ECU Back-up Power Source Circuit 

Malfunction 

IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

1 

O31 

R/B 

13 

10 A 

ECU 

IG 


L35 XM6 KN6 C90 

F/L 60 A 

15 A 


Main 

relay 

Fuel 

pump 

relay 

24 

4 

XM6 

ZS7 

1 (BAT) 

30 (W/O IMB) 

(FC2) 

2 (W/IMB) 

(FC1) 

PD7 E45 OC9 ZS7 

R/B wire harness side 

3 

PD7 

5 

6 

J/C 

7 (+B1) 

36 (+B2) 

Fuel 

pump 

To Injector 

JEF00291-00191 


The battery positive voltage is supplied to the terminal BAT of the engine ECU even when the ignition 

switch is OFF for use by the DTC memory and air-fuel ratio adaptive control value memory, etc. 

DTC No. 

P1560/61 


Open wire in back-up power source circuit 

Trouble area 

• Open wire in back-up power source circuit 


HINT: 

If DTC P1560/61 appears, the engine ECU does not store another DTC. 

JEF00292-00000 


NOTE: 





EF–168 

1 Check of ECU backup power supply voltage 

1. 

2. 


page EF–8.) 



q (BAT) and the body ground. 



SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

V 

2 

NO 

Check of harness between relay block and 

ECU 

1. 

2. 



Remove the harness from the terminal 

: of the battery. 



short. 

• Harness side connector XM6 of R/B - 

ECU q (BAT) 

• Stud bolt of R/B - Battery terminal : 


short OK 

YES 



SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

L35 XM6 KN6 C90 



Ω 

YES 

3 Unit check of EFI fuse 

1. Remove the EFI fuse from the R/B. 

2. Check continuity of the EFI fuse. 


Continuity should exist. 

NO 


EFI Fuse 


YES 



Replace the EFI fuse. 

NO 

JEF00293-00192

EF–169 

DTC P1600/83 Immobilizer Signal Malfunction 


+B 


J/C 

(E1) 

23 

(SIO2) 

5 

(T) 

9 

(SIO1) 

8 

KEY SW 

J/C 

#FZ 

QA2 #J3 

+B SIO2 

T 

KEY IMMOBILIZER ECU 

GND COIL(+) COIL(–) SIO1 

QA6 QA4 QA5 QA3 

QA8 

J/C 

ECU-T 

EFI-T 

DLC 

A/T ECU etc 

SIO1 

SG 

CG 

A/T ECU etc 

Antenna 

(IG key) 

J/C 

+B KEY 

QA2 #FZ 

IG T 

QA0 QA8 

SIO2 

#J3 

SIO1 

QA3 

COL+ 

QA4 

COL– 

QA5 

GND 

QA6 

IND 

QA7 

IMMOBI ECU wire harness side 

JEF00294-00193 


This circuit performs collation and updating of the rolling code in the communication between the immobilizer 

ECU and the EFI ECU. The engine can start only when the collation and updating of the rolling code 

can be done. The rolling code is collated and updated by reading out or writing to non volatile memory 

(E2PROM) of both ECUs. 

DTC No. 


Trouble area 

P1600/83 

In immobilizer communication, 

• When writing of rolling code to E2PROM is 

abnormal: 

or 

• When reading out rolling code from E2PROM is 

abnormal: 


JEF00295-00000

EF–170 




1. 




SST: 09991-87404-000 

SST 

2. 

3. 

4. 

5. 



DTC. 

(As for the operation, follow the instruction 


tester.) 




main switch of the tester. 

Check the DTC. 

Is P1600 indicated 


YES 

NO 


EF–51.) 

JEF00296-00194 



1. 




SST: 09991-87404-000 

2. 

Connect the terminal T and the earth terminal 


wire. 

SST (2): 09991-87403-000 

SST (2) 

Test 

SST (1) 

3. Remove the EFI fuse. Erase the DTC. 

(As for the erasing method, refer to 


4. Set the EFI fuse to the original position. 


6. Check the DTC. (Read out the flashing 

pattern of the MIL.) 

Is “83” indicated 

Earth 


YES 

NO 


EF–51.) 

JEF00297-00195

EF–171 

DTC P1601/81 Immobilizer Signal Circuit Malfunction 


+B 


J/C 

(E1) 

23 

(SIO2) 

5 

(T) 

9 

(SIO1) 

8 

KEY SW 

J/C 

#FZ 

QA2 #J3 

+B SIO2 

T 

KEY IMMOBILIZER ECU 

GND COIL(+) COIL(–) SIO1 

QA6 QA4 QA5 QA3 

QA8 

J/C 

ECU-T 


DLC 

A/T ECU etc 

SIO1 

SG 

CG 

A/T ECU etc 

Antenna 

(IG key) 

J/C 

+B KEY 

QA2 #FZ 

IG T 

QA0 QA8 

SIO2 

#J3 

SIO1 

QA3 

COL+ 

QA4 

COL– 

QA5 

GND 

QA6 

IND 

QA7 

IMMOBI ECU wire harness side 

JEF00298-00196 


When the IG switch is turned ON, communication starts between the immobilizer ECU and the EFI ECU. 

The engine can start only when the communication between the two ECUs is possible and the rolling codes 

are matched. In other cases, fuel injection and ignition are prohibited, thus making engine starting impossible. 

DTC No. 

P1601/81 


When any of the following items takes place in the 

communication between the immobilizer ECU and 

EFI ECU, with the IG switch turned ON: 

• Communication error with immobilizer ECU 

occurs. 

• The rolling codes are not matched. 

Trouble area 

• Open wire or short in immobiliger signal circuit 

• Immobiliger ECU 


JEF00299-00000

EF–172 


1 

Check of harness between immobilizer 

ECU and EFI ECU 

SST 

Ω 

1. 

2. 

3. 


page EF–8.) 


the EFI ECU. 

Disconnect the immobilizer ECU connector. 



short, with the IG switch turned OFF. 

• Connector QA3 at immobilizer ECU 

harness side- SST terminal i (SIO1) 

• Connector #J3 at immobilizer ECU harness 

side - SST terminal t (SIO2) 


short OK 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

Immobilizer connector 

(Wire harness side) 

#J3 QA3 

YES 

2 Check of immobilizer system (1) 

1. 

2. 

3. 

Connect the connector of the immobilizer 

ECU. 

Replace the EFI ECU with a new one. 

Connect the SST connector to the EFI 

ECU. 

Start the engine with the master key. 


NO 


Master key 

(black) 

NO 

3 Check of immobilizer system (2) 

1. 

2. 

3. 

4. 

Replace the immobilizer ECU with a 

new one, with the IG switch turned OFF. 

Connect the SST to the DLC. 

SST: 09991-87404-000 

Connect the ECU-T and the earth terminal 


wire. 

SST: 09991-87403-000 

Start the engine with the master key. 


YES 



ECU-T 

Earth 

NO 

Check the IG key, antenna coil, etc. 

(Refer to section BE.) 

YES 

Check or replace the immobilizer ECU. (Refer 

to section BE.) 

JEF00300-00197

EF–173 

DTC P1602/82 


Serial Communication Problem Between EFI 

and A/T ECU 

A 

+B 

Main relay 

7 (+B1) 

36 (+B2) 


(SIO2) 5 

IG2 

82 (E01) 

(VF) 

34 

(T) 

9 

(SIO1) 

8 

(ATTX) 

4 

(ATRX)(ATNE) 

32 33 

J/C 

IG 

ECU-T 


VF 

Serial data 

line 

SIO1 

SG 

CG 

Data Link Connector 

(DLC) 

J/C 

T COM1COM0 T SIO2 

SIO1 

J/C 

IG2 

T 

+B2 +B1 

A 

J/C 

A/T ECU 

+B1 RENG 

+B2 

IMMOBILIZER 

ECU 

SIO1 

COM0 COM1 SIO1 

A/T ECU connector wire harness side 

JEF00301-00198 


The two serial data lines are pulled up to about 12 V by means of the EFI ECU and A/T ECU. Those EFI 

ECU and A/T ECU send data (to A/T ECU and EFI ECU, respectively) by controlling their grounds. 

As long as the IG switch is ON, the A/T ECU keeps sending to the EFI ECU the data concerning whether or 

not all detectable DTCs have been checked and whether or not any abnormality has been found by the 

check. 

DTC No. 

P1602/82 


With IG switch turned ON when any of the followings 

takes place: 

• Serial communication is abnormal at receiving side 

(A/T → EFI) 

• Serial communication is abnormal at sending side 

(EFI → A/T) 

Trouble area 

• Open wire or short in serial communication link 

circuit 

• Open wire in power or ground circuit of A/T ECU 

• A/T ECU 

• EFI ECU 

JEF00302-00000

EF–174 


NOTE: 





1 Check of signal voltage (1) 

1. 

2. 


page EF–8.) 

With the IG switch turned ON, measure 


#2 (ATRX) and the body ground. 





Is the voltage stable at a certain value 

(other than 0 v or 12 V) 

SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

V 

NO 

YES 



About 0 V 

Change between about 0 - 12 V 

About 12 V 

2 Check of signal circuit 

1. 

2. 

Turn OFF the IG switch. Disconnect 

the connector of the 

A/T ECU. 

Turn ON the IG switch. Measure 

the voltage between the 

A/T ECU connector terminal 

COM0 and the body ground. 

Is the measured voltage about 

12 V (battery voltage) 

Check of malfunction that occurs 

intermittently or check of A/T 

ECU or EFI ECU 

Referring to page EF–51, check 

the malfunction that occurs intermittently 

and poor contact. 


1. Turn OFF the IG switch. Disconnect 

the connector of the 

A/T ECU. 

2. Turn ON the IG switch. Measure 


A/T ECU connector terminal 

COM0 and the body ground. 


0 V 

YES 

NO 

YES 

NO 

YES 

NO 

Check the A/T 

ECU power 

supply and 

check the 

earth circuit 

for short. 

Check the harness 

between 

the EFI and 

the A/T ECU 

for short to 

ground or 

check the EFI 

ECU for faulty 

connectors. 

Check or 

repair the A/T 

ECU or EFI 

ECU. (Refer to 


Repair or 

replace the 

harness or 

connector. 


between 


the A/T ECU 

for open wire 

or check the 

A/T ECU for 

faulty connectors. 

Check or 

replace A/T 

ECU. 

Repair or 

replace the 

harness or 

connector. 

Repair or 

replace the 

harness or 

connector.

EF–175 

3 Check of signal voltage (2) 

1. 

2. 


page EF–8.) 


the voltage between the A/T ECU connector 

(COM1) and the body ground. 





Is the voltage stable at a certain value 

(other than 0 V or 12 V) 

NOTE: 

• When applying a probe to the terminal 

(COM1), apply it from the harness side 

with the connector connected to the 

A/T ECU. 

S101 COM1 COM0 

V 

NO 

YES 



About 0 V 

Change between about 0 - 12 V 

About 12 V 

4 Check of signal circuit 

1. 

2. 

Turn OFF the IG switch. Disconnect 

the SST connector 

from the EFI ECU. 

Turn ON the IG switch. Measure 


SST connector terminal r 

(ATTX) and the body ground. 


12 V (battery voltage) 

Check of malfunction that occurs 

intermittently or check of A/T 

ECU or EFI ECU 

Referring to page EF–51, check 

the malfunction that occurs intermittently 

and poor contact. 


1. Turn OFF the IG switch. Disconnect 

the SST connector 

from the EFI ECU. 

2. Turn ON the IG switch. Measure 


SST connector terminal r 

(ATTX) and the body ground. 


0 V 

YES 

NO 

YES 

NO 

YES 

NO 

Check the EFI 

ECU power 

supply and 

check the 

earth circuit 

for short. 


between 


the A/T ECU 

for short to 

ground or 

check the A/T 

ECU for faulty 

connectors. 

Check or 

repair the EFI 

ECU or A/T 

ECU. (Refer to 


Repair or 

replace the 

harness or 

connector. 


between 


the A/T ECU 

for open wire 

or check the 

EFI ECU for 

faulty connectors. 

Check or 

replace EFI 

ECU. 

Repair or 

replace the 

harness or 

connector. 

Repair or 

replace the 

harness or 

connector. 

JEF00303-00199

EF–176 

DTC P1656/74 OCV Circuit Malfunction 


(E1) 

23 


(OCV+) 

28 

(OCV–) 

61 

+ – 

XAN XAP 


XAN 

XAP 



This circuit operates the spool valve by means of the duty signal 

from the engine control computer so as to switch the oil 

passages at the advanced side and retarded side to the 

DVVT controller. In this way, the valve timing is always controlled 

at the optimum one. 

When the engine is stopped, the camshaft timing oil control 

valve is set to the most retarded state. 

Sleeve 

Drain 

Spring 

(Advanced 

side) 

Oil 

Pressure 

Drain 

(Retard side) 

Spool valve 

Coil 

JEF00304-00200 

Plunger 

DTC No. 

P1656/74 


Open wire or short in oil control valve circuit 

Trouble area 

• Open wire or short in oil control valve circuit 

• Oil control valve 


JEF00305-00201 


NOTE: 





EF–177 

1 Operation check of oil control valve 


page EF–8.) 

2. Start the engine and fully warm it up. 

3. Disconnect the connector of the oil control 

valve (OCV). 

4. Apply the battery voltage to between 

the terminals of the OCV connector. 

5. Check the engine running condition. 

Does rough idling or engine stall take 

place 

B 

YES 

2 Check of ECU output voltage 

1. 

With the engine idling, measure the voltage 

between the SST connector terminals 

@8 (OCV+) and ^1 (OCV–). 

Specified Value: 4.0 V or less 


NO 

Replace the OCV. 

SST 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

V 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

YES 

3 Check of harness between OCV and ECU 



ECU. 



short. 

• Valve harness side connector XAN - 

SST connector @8 (OCV+) 

• Valve harness side connector XAP - 

SST connector ^1 (OCV–) 


short OK 

NO 


EF–51.) 

SST 

45 46 47 48 49 50 51 52 53 54 55 

56 57 58 59 60 61 62 63 64 65 66 

Ω 

XAN XAP 


YES 



NO 


JEF00306-00202

EF–178 

ECU Power Source Circuit 


IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

1 

O31 

R/B 

10 A 

ECU 

IG 

OC8 

13 


L35 XM6 KN6 C90 

F/L 60 A 

15 A 


Main 

relay 

XM6 

24 

ZS7 

4 

1 (BAT) 

30 (W/O IMB) 

(FC2) 


R/B 2 wire harness side 

KN8 PD6 

F69 OC8 

3 

OC9 

Fuel 

pump 

relay 

5 

PD6 

Fuel 

pump 

PD7 

6 

J/C 

To Injector 

2 (W/IMB) 

(FC1) 23 (E1) 

82 (E01) 

7 (+B1) 

36 (+B2) 


IG2 

IG1 

ACC 

N30 N01 R01 

AM 

O12 M01 

ST 


JEF00307-00203 


When the ignition switch is turned ON, battery positive voltage is applied to the coil, closing the contacts of 

the EFI main relay and supplying power to the terminals +B1 and +B2 of the engine ECU. 

JEF00308-00000

EF–179 


1 Check of power supply voltage of ECU 

1. 

2. 


page EF–8.) 



u, #6 through *2 (E01). 



SST 

1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

67 68 69 70 71 72 73 74 75 76 77 

78 79 80 81 82 83 84 85 86 87 88 

V 

2 

NO 


ECU 

1. 

2. 

3. 



Disconnect the harness from the positive 

: terminal of the battery. 



short. 

• Connector PD7 of the relay block at 

the harness side and the SST terminal 

u and #6 

• Stand bolt of the relay block and the 

positive : terminal of the battery 


short OK 

YES 



1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

L35 XM6 KN6 C90 


23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

SST 


Ω 

YES 

3 Unit check of EFI main relay 

1. 

2. 

Disconnect the EFI main relay from the 

relay block. 

Referring to page EF–187, perform the 

check. 


NO 


EF–180 

YES 

4 Unit check of IG switch 

NO 

Replace the EFI main replay. 

1. 

2. 

Disconnect the connector from the IG 

switch. 

With the IG switch disconnected, check 

continuity between the terminals given 

below: 

Switch position Terminal No. to continuity 

LOCK 

ACC 

— 

3 - 4 

LOCK 

ACC 

LOCK 

ACC 

ON 

START 

ACC 

ON 

START 

3 

5 

IG1 

2 1 

4 

IG2 

ON 

START 

1 - 2 - 3 - 4 

1 - 2 - 4 - 5 

ST 

AM 


YES 


the IG switch, relay block and the 

body ground for open wire or short. (Refer 


NO 

Replace the ignition switch 

IG2 

Ω 

N30N01 

R01 

O12 

M01 

IG switch 


OC8 


6 Unit check of EFI fuse 

1. 

2. 

YES 

Disconnect the EFI fuse from the relay 

block. 

Check the EFI fuse for continuity. 


NO 


EFI Fuse 


YES 


EF–51.) 

Replace the EFI fuse. 

NO 

JEF00309-00204

Revision 2 

EF–181 

Fuel Pump Control Circuit 


IG SW 

ACC 

IG No. 1 

IG No. 2 

ST 

ACC 

IG1 

IG2 

ST 

1 

O31 

R/B 

10 A 

ECU 

IG 

OC8 

13 


10 A 

AIR BAG 

F/L 60 A 

3 

OC9 

15 A 


Main 

relay 

Fuel 

pump 

relay 

5 

PD6 

Fuel 

pump 

ZS7 

4 

PD7 

6 

J/C 

30 (W/O IMB) 

(FC2) 

2 (W/IMB) 

(FC1) 23 (E1) 

7 (+B1) 

36 (+B2) 

9 (T) 

8 (SIO1) 

82 (E01) 

J/C 

Data link 

connector 

(DLC) 

L35 XM6 KN6 C90 



KN8 PD6 

F69 OC8 

To Injector 



1 Operation check of fuel pump 

1. 

2. 

3. 

4. 




After turning ON the IG switch, turn ON 

the main switch of the tester. Select the 

actuator driving. 

Select the fuel pump ON so as to 

actuate the fuel pump. 

If the DS-21 diagnosis tester is not available, 

connect a jump wire between the 

terminal T of the DLC and the earth terminal. 

Ensure that the screw of the pulsation 

damper rises in Step 3. 


[M101, M201, J102] 

Pulsation damper 

[S221] 

YEF00051-00035 

Pulsation damper


2 

YES 

Check of power supply circuit of engine 

ECU 

Perform the check according to the 

trouble-shooting of the ECU power source 

circuit. (Refer to page EF–178.) 


NO 



YES 

3 Unit check of fuel pump relay 


NO 

1. 

2. 


the fuel pump relay from the relay 

block. 

Referring to page EF–187, perform the 

check. 


Relay block 

FUEL 

PUMP 

(DGEF) 

15 A 

(POWER) 

30 A 


15 A 

BACK UP 

10 A 

STOP 

15 A 

(MGO) 

10 A 

HORN-HAZ 

15 A 

[DEFG] 

RAD 



[ST] 

[HEAD] 

[MGC] 

NOTICE 

AM (ABS) 

USE THE DESIGNATED FUSES ONLY. 50 A 

60 A 

A2 82661-97218 

(EPS) 

30 A 

TAIL 

40 A 

HEAD 

30 A 

RAD 

30 A 

4 

YES 

Check of voltage at the terminal FC1 or 

FC2 of engine ECU 

NO 

Replace the fuel pump relay. 


page EF–8.) 



connector w (W/IMB) or #0 (W/O IMB) 

and the body ground. 


1 2 3 4 5 6 7 8 9 10 11 

12 13 14 15 16 17 18 19 20 21 22 

23 24 25 26 27 28 29 30 31 32 33 

34 35 36 37 38 39 40 41 42 43 44 

SST 

V 


YES 

5 Unit check of fuel pump 



NO 


relay block and the engine ECU for open wire 

or short. 

sEF00052-00036

EF–183 

6 

YES 


fuel pump 



• Relay block - Fuel pump 

• Fuel pump - Body earth 


short OK 

NO 

Repair or replace the fuel pump. 

YES 


EF–51.) 

NO 


JEF00311-00206

EF–184 

5.15 UNIT CHECK 

5.15.1 INTAKE AIR TEMPERATURE SENSOR 

1. Measure the resistance between the terminals. 

Temperature (°C) 

Resistance (kΩ) 

The figures in ( ) denote reference values. 

–30 

(28.6) 

–20 

(16.2) 

20 

2.45 

80 

0.33 

120 

0.18 

5.15.2 ENGINE COOLANT TEMPERATURE SENSOR 


Temperature (°C) 

Resistance (kΩ) 

The figures in ( ) denote reference values. 

–20 

15.06 

20 

2.44 

80 

0.32 

110 

0.14 

JEF00324-00219 

B 

A 

C 

A C B 

Thermistor for EFI 

Thermistor for water 

temperature meter 

5.15.3 VSV FOR EVAPORATIVE EMISSION PURGING 

1. Perform continuity check between ports. 

Specification: No continuity should exist. 

2. With a voltage applied to the VSV connector terminals, 

perform continuity check between ports. 

Specification: Continuity should exist. 

3. Measure the resistance value between the terminals. 

Specified Value: 30 to 34 Ω at 20°C 

[M101] 

[J100] 

JEF00325-00220 

JEF00326-00232 

VSV for 

purge 

JEF00000-00221

EF–185 

5.15.4 SPARK PLUG 

WARNING: 

• The spark plug may be still very hot. Special care must 

be exercised to avoid getting a burn. 

1. Check the spark plug for fouling or being too burning. 

2. Check the spark plug for plug gap, using a spark plug 

gauge. 


Denso (mm) 

NGK (mm) 

EU spec. 

0.9 - 1.0 

0.9 - 1.0 

Others 

0.7 - 0.8 

1.0 - 1.1 

JEF00327-00222 

3. Check the internal resistance value of the spark plug. 

Specified Value: 3.0 - 7.5 kΩ 

5.15.5 OIL CONTROL VALVE (Only for EU specifications) 

1. With the battery voltage applied to the oil control valve terminals, 

visually check the operation of the valve. 


When the battery voltage is applied, the valve 

should operate. 

Negative ; side 

Positive : side 

NOTE: 

• The right figure indicates the correct polarity (+ or –) 

when applying the voltage. 

• Never apply the battery voltage in excess of one 

minute. 

 


Specified Value: 6.9 to 7.5 Ω at 20°C 

A 

Valve operating direction 

JEF00328-00223

EF–186 

5.15.6 LINEAR THROTTLE SENSOR 

1. Measure the resistance between the VC and the E2. 

Specified Value: 2.5 to 5.0 kΩ 

A 

VTH E2 

VC 

2. Measure the change in resistance between the VTH and 

the E2. 


The resistance value should increase in proportion 

to the opening degree of the throttle lever. 

As viewed 

from arrow A 


sensor 

REFERENCE: 

• When the throttle lever is fully closed, the resistance 

value should be about 0.4 kΩ. 

• When the throttle lever is fully opened, the resistance 

value should be about 3.4 kΩ. 

JEF00329-00224 

5.15.7 NEUTRAL START SWITCH 

1. Check continuity between terminals given below. 

Position 

P 

N 

Terminal 

P 

N 

D 

: Continuity exists. 

2 

L 

E 

P 

L 

D 2 

E 

N 

D 

2 

L 

5.15.8 EVAPORATOR TEMPERATURE SENSOR 

1. Measure the resistance between the connector terminals. 

2. Connect the connectors. Turn ON the air conditioner and 

keep on the operation for five minutes. 

3. With the air conditioner turned OFF, measure the resistance 

between the connector terminals. 


The resistance value should vary between times, 

before and after the operation. 

1 

2 

JEF00330-00225 

REFERENCE: 

• As the temperature drops, the resistance value will 

rise. 

JEF00331-00226

EF–187 

5.15.9 MAIN RELAY & FUEL PUMP RELAY 

1. Turn ON the IG switch. Check to see if the relay is functioning 

through sound and vibration. 

NOTE: 

• The relay may be very hot through its operation. Do not 

touch it with your hand. 

2. Measure the resistance between the terminals q and w. 

Specified Value: 86 to 148 Ω 


Main relay 

NOTE: 

• The measurement should be conducted after the relay 

unit has been soaked at least one hour in an ambient 

temperature of 40°C. 

w 

t 

NO 

e 3 

1 2 

5 

3. Ensure that no continuity exists except between terminals 

q and w. 

4. Apply the battery voltage to between the terminals q and 

w. Ensure that continuity exists between terminals e and 

t. 

q 

5.15.10 FUEL PUMP 

WARNING: 

• Fire is prohibited strictly during the operation. 


2. Using the SST, short between terminals T and E of the 

DLC. Check to see if the relay emits an operating sound. 

SST: 09991-87404-000 

09991-87403-000 


4. Pull out the connector located at the top of fuel tank. 

Measure the resistance between the terminals of the fuel 

pump. 

Specified Value: 0.2 to 3.0 Ω 

Pump 

positive : 

terminal 

Gauge 

positive : 

terminal 

JEF00332-00227 

Pump 

negative ; 

terminal 

Gauge 

negative ; 

terminal 

JEF00333-00228

EF–188 

5.15.11 IGNITOR UNIT (Only for EU specifications) 

1. Measure the resistance between the connector terminals 

given below. 

Specified Value: Refer to the table below. 

Between terminals Resistance value 

B1 

B2 

G1 

G1 

∞ 

∞ 

Between terminals Resistance value 

B1 

B2 

G2 

G2 

∞ 

∞ 

B2 

C1 

C2 

C3 

C4 

I/C 

B2 C1 C2 C3 C4 I/C 

IGNITOR UNIT 

B1 G1 S1 S2 I/O S3 S4 G2 

B1 

G1 

S1 

S2 

I/O 

S3 

S4 

G2 

C1 

G1 

∞ 

C1 

G2 

∞ 

C2 

C3 

G1 

G1 

∞ 

∞ 

C2 

C3 

G2 

G2 

∞ 

∞ 

JEF00334-00229 

C4 

G1 

∞ 

C4 

G2 

∞ 

I/C 

G1 

∞ 

I/C 

G2 

∞ 

S1 

G1 

∞ 

S1 

G2 

3.7 - 4.1 kΩ 

S2 

G1 

∞ 

S2 

G2 

3.7 - 4.1 kΩ 

I/O 

G1 

1.9 - 2.1 kΩ 

I/O 

G2 

∞ 

S3 

G1 

∞ 

S3 

G2 

3.7 - 4.1 kΩ 

S4 

G1 

∞ 

S4 

G2 

3.7 - 4.1 kΩ 

G2 

G1 

∞ 

G1 

G2 

∞ 

5.15.12 FRONT AND REAR OXYGEN SENSORS WITH 

HEATER (Only for EU specifications) 

1. Measure the resistance between the connector terminals 

+B and HT. 

Specified Value: 11.7 to 14.5 Ω at 20°C 

A 

+B HT 

E1 0X 

 

JEF00335-00230

DS-21 

EF–189 

5.16. SST (Special Service Tools) 

Shape Parts number & Name Purpose 

09268-87701-000 

EFI fuel pressure gauge 

Inspection of fuel 

pressure 

09842-30070-000 

EFI inspection wire 


injector 

09268-87702-000 

Inspection measuring tool set 


pressure 


injector 

09842-97203-000 

EFI computer check subharness 

Inspection of computer 

input/output voltage 

09991-87404-000 

Engine control system 

inspection wire 

Diagnosis code check 

09991-87402-000 

Tacho-pluse pick-up wire 

Measurement of engine 

revolution speed 

09991-87403-000 

Diagnosis check wire 

Shorting terminal T 

09243-87201-000 

Idle adjusting wrench 

Adjustment and check 

of variable resister 

DAIHATSU 

09991-87301-000 

Diagnosis tester set 

Reading of diagnosis codes 

Erasing of diagnosis codes 

09965-87201-000 

95170-10020 

NIPPONDENSO JAPAN 

DAIHATSU 

09965-97215-000 (English) 

09965-97216-000 (German) 

09965-97217-000 (Dutch ) 

09965-97218-000 (French) 

Trouble-shooting program card 

Reading of diagnosis codes 

Erasing of diagnosis codes 

JEF00336-00231 

TO INDEX 

TO NEXT SECTION

EFI SYSTEM

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