change time TOYOTA AVENSIS 2005 Service User Guide

A58692
Waveform of heated oxygen
Sensor in front of CatalystNormal CatalystWaveform of Heated Oxygen
Sensor behind Catalyst
A58693
Engine Speed
2,500 ± 3,000 rpm
Idling
IG SW OFF
Warmed up 3 min. Check Time (a)(b)(c) (d)
± DIAGNOSTICSSFI SYSTEM (1ZZ±FE/3ZZ±FE)
05±91
AVENSIS REPAIR MANUAL (RM1018E)
DTC P0420 CATALYST SYSTEM EFFICIENCY BELOW
THRESHOLD (BANK 1)
CIRCUIT DESCRIPTION
The ECM compares the 2 waveforms of the heated oxygen sensors located before and after the catalyst
to determine whether or not the catalyst performance has deteriorated.
Air±fuel ratio feedback compensation keeps the waveform of the heated oxygen sensor in front of the cata-
lyst alternates between back and forth, from rich to lean.
If the catalyst is functioning normally, the waveform of the heated oxygen sensor behind the catalyst switches
back and forth between rich and lean much more slowly than the waveform of the heated oxygen sensor
in front of the catalyst.
When both waveforms change at a similar rate, it indicates that the catalyst performance has deteriorated.
DTC No.DTC Detecting ConditionTrouble Area
P0420
After engine and catalyst are warmed up, and while vehicle is
driven within set vehicle and engine speed range, waveforms
of heated oxygen sensors have same amplitude (2 trip detec-
tion logic)
Gas leakage in exhaust system

Heated oxygen sensor

Three±way catalytic converter

ECM
CONFIRMATION DRIVING PATTERN
05B43±02

A63955
GND
CH1
(G2)
CH2
(NE+) GND
05±88
±
DIAGNOSTICS SFI SYSTEM(1ZZ±FE/3ZZ±FE)
AVENSIS REPAIR MANUAL (RM1018E)
DTCP0340CAMSHAFT POSITION SENSOR CIRCUIT MALFUNCTION
CIRCUIT DESCRIPTION
The camshaft position sensor (G2 signal) consists of a magnet, iron core \
and pickup coil.
The G2 signal plate has 3 teeth on its outer circumference and is instal\
led on the camshaft timing pulley.
When the camshafts rotate, the protrusion on the signal plate and the air gap on the pickup coil changes,
causing fluctuations in the magnetic field and generating an electromoti\
ve force in the pickup coil.
The NE signal plate (crankshaft timing pulley) has 34 teeth and is instal\
led to the crankshaft. The NE signal
sensor generates 34 signals at every engine revolution. The ECM detects \
the crankshaft angle and the en-
gine revolution based on the NE signals, and the cylinder and the angle of the VVT based on the combination
of the G2 and NE signals.
DTC No.DTC Detecting ConditionTrouble Area
P0340

No camshaft position sensor signal to the ECM during crank-
ing

Open in NE± circuit

Open or short in camshaft position sensor circuit

Camshaft position sensor

Intake camshaft

Timing chain has jumped a tooth

ECM
Reference: Inspection using the oscilloscope.
HINT:
The correct waveform is as shown on the left.
ItemContents
TerminalCH1: G2 ± NE±
CH2: NE+ ± NE±
Equipment Set5V/DIV, 20ms/DIV
ConditionDuring cranking or idling
WIRING DIAGRAM
Refer to DTC P0335 on page05±84.
INSPECTION PROCEDURE
HINT:
Read freeze frame data using \f  \b \f\f
 Freeze frame data records the engine conditions when
a malfunction is detected. When troubleshooting, it is useful for determi\
ning whether the vehicle was running
or stopped, the engine was warmed up or not, the air±fuel ratio was lea\
n or rich, etc. at the time of the mal-
function.
05B42±03

A66651A±A SectionAir Solid Electrolyte
(Zirconia Element)
Platinum ElectrodeHeater
Exhaust Gas
CoverIdeal Air±Fuel Mixture
Output Voltage
Richer ± Air Fuel Ratio ± Leaner Element
AA
± DIAGNOSTICSSFI SYSTEM (1AZ±FE)
05±211
AVENSIS REPAIR MANUAL (RM1018E)
DTC P0136/27 OXYGEN SENSOR CIRCUIT MALFUNCTION
(BANK 1 SENSOR 2)
DTC P0156/29 OXYGEN SENSOR CIRCUIT MALFUNCTION
(BANK 2 SENSOR 2)
CIRCUIT DESCRIPTION
The heated oxygen sensor is the lamination type. Compared to the conventional type, the sensor and heater
portions of the lamination type are narrower overall. Because the heat of the heater acts directly on the alumi-
na and zirconia (of the sensor portion) it accelerates the activation of the sensor.
To obtain a high purification rate for the CO, HC and NOx components of the exhaust gas, a three±way cata-
lytic converter is used. But for the most efficient use of the three±way catalytic converter, the air±fuel ratio
must be precisely controlled so that it is always close to the stoichiometric air±fuel ratio.
The heated oxygen sensor has the characteristic whereby its output voltage changes suddenly in the vicinity
of the stoichiometric air±fuel ratio. This is used to detect the oxygen concentration in the exhaust gas and
provide the ECM with feedback control the air±fuel ratio.
When the air±fuel ratio becomes LEAN, the oxygen concentration in the exhaust gas increases. And the
heated oxygen sensor informs the ECM of the LEAN condition (low voltage, i.e. less than 0.45 V).
When the air±fuel ratio is RICHER than the stoichiometric air±fuel ratio, the oxygen concentration in the ex-
haust gas is reduced. And the heated oxygen sensor informs the ECM of the RICH condition (high voltage,
i.e. more than 0.45 V). The ECM judges by the voltage output from the heated oxygen sensor whether the
air±fuel ratio is RICH or LEAN and controls the injection time accordingly. However, if the malfunction of the
heated oxygen sensor causes an output of abnormal voltage, the ECM becomes unable to perform accurate
air±fuel ratio control.
The heated oxygen sensors include a heater which heats the zirconia element. The heater is controlled by
the ECM. When the intake air volume is low (the temperature of the exhaust gas is low), current flows to the
heater in order to heat the sensor for the accurate oxygen concentration detection.
DTC NoDTC Detection ConditionTrouble Area
The following condition continues for 480 sec. or more:
Open or short in heated oxygen sensor (bank 1, 2 sensor 2)
circuitP0136/27
P0156/29
g

During driving with the engine warmed up, voltage output of
the heated oxygen sensor remains at 0.45 V or more, or 0.60circuit

Heated oxygen sensor (bank 1, 2 sensor 2)
Heated o gen sensor heater (bank 1 2 sensor 2)P0156/29the heated oxygen sensor remains at 0.45 V or more, or 0.60
V or less.
Heated oxygen sensor heater (bank 1, 2 sensor 2)

EFI relay
05C6X±01

A58686
Vehicle speed40 km/h
(25 mph)
IG SW OFF Once
40 sec.
or more
60 sec.
or more 10 sec.Twice
40 sec.
or more
12 times
40 sec.
or more
10 sec.10 sec.
(
1) (

3)
(
4)
Idling(
2) (

3)
(
4) (

3)
(
5)
±
DIAGNOSTICS SFI SYSTEM(1AZ±FE)
05±213
AVENSIS REPAIR MANUAL (RM1018E)
CONFIRMATION DRIVING PATTERN
1.Connect the hand±held tester to the DLC3. (
1)
2.Switch the hand±held tester from the normal mode to the check mode (See page 05±149). (
1)
3. Start the engine and let the engine idle for 60 seconds or more. (
2)
4. Drive the vehicle at 40 km/h (25 mph) or more for 40 seconds or more. \
(
3)
5. Let the engine idle for 10 seconds or more. (
4)
6. Perform steps 4 to 5 12 times. (
5)
HINT:
If a malfunction exists, the CHK ENG will be illuminated on the multi±\
information display during step 6.
NOTICE:
If the conditions in this test are not strictly followed, detection of t\
he malfunction will be impossible.
If you do not have a hand±held tester, turn the ignition switch OFF after performing steps from 3 to
6, then perform steps from 3 to 6 again.
INSPECTION PROCEDURE
HINT:
Hand±held tester only:
Narrowing down the trouble area is possible by performing ACTIVE TEST of the following \
ºA/F CONTROLº
(A/F sensor, heated oxygen sensor or other trouble areas can be distinguished).
(a) Perform ACTIVE TEST using the hand±held tester (A/F CONTROL).
HINT:
ºA/F CONTROLº is an ACTIVE TEST which changes the injection volume\
±12.5 % or +25 %.
(1) Connect the hand±held tester to the DLC3 on the vehicle.
(2) Turn the ignition switch ON.
(3) Warm up the engine with the engine speed at 2,500 rpm for approximately. 90 sec.
(4) Select the item ºDIAGNOSIS / OBD/MOBD / ACTIVE TEST / A/F CONTROLº\
.
(5) Perform ºA/F CONTROLº with the engine in an idle condition (press\
the right or left button).
Result:
A/F sensor reacts in accordance with increase and decrease of injection \
volume:
+25 %
rich output: Less than 3.0 V
±12.5 %
lean output: More than 3.35 V
Heated oxygen sensor reacts in accordance with increase and decrease of injection volume:
+25 %
rich output: More than 0.55 V
±12.5 %
lean output: Less than 0.4 V

A73819A±A SectionAirSolid Electrolyte
(Zirconia Element)
Platinum
Electrode Heater
Exhaust Gas
Cover Element
A
A
ECM Monitored
A/F Sensor Voltage
Air±Fuel Ratio
± DIAGNOSTICSSFI SYSTEM (1AZ±FE)
05±249
AVENSIS REPAIR MANUAL (RM1018E)
DTC P2255/28 OXYGEN SENSOR REFERENCE GROUND
CIRCUIT LOW (FOR A/F SENSOR)(BANK 2
SENSOR 1)
DTC P2256/28 OXYGEN SENSOR REFERENCE GROUND
CIRCUIT HIGH (FOR A/F SENSOR)(BANK 2
SENSOR 1)
CIRCUIT DESCRIPTION
HINT:
This DTC is recorded when A/F sensor has a malfunction, although the caption is healed oxygen sensor.
The air±fuel ratio sensor are the lamination type. Compared to the conventional type, the sensor and heater
portions of the lamination type are narrower overall. Because the heat of the heater acts directly on the alumi-
na and zirconia (of the sensor portion) it accelerates the activation of the sensor.
To obtain a high purification rate of the CO, HC and NOx components of the exhaust gas, a three±way cata-
lytic converter is used. For the most efficient use of the three±way catalytic converter, the air±fuel ratio must
be precisely controlled so that it is always close to the stoichiometric air±fuel ratio.
The A/F sensor has the characteristic that it provides output voltage* being approximately proportional to
the existing air±fuel ratio. The A/F sensor output voltage* is used to provide feedback for the ECM to control
the air±fuel ratio.
By the A/F sensor output, the ECM can determine the deviation amount from the stoichiometric air±fuel ratio
and control the proper injection time immediately. If the A/F sensor is out of order, ECM is unable to perform
the accurate air±fuel ratio control.
The A/F sensor is equipped with a heater which heats the zirconia element. The heater is controlled by the
ECM. When the intake air volume is low (the temperature of the exhaust gas is low), the current flows to the
heater to heat the sensor for the accurate oxygen concentration detection.
*: The voltage value changes at the inside of the ECM only.

05±306
± DIAGNOSTICSSFI SYSTEM (1AZ±FSE)
AVENSIS REPAIR MANUAL (RM1018E)
7. ACTIVE TEST
HINT:
Performing the ACTIVE TEST using the hand±held tester allows the relay, VSV, actuator and so on to oper-
ate without parts removal. Performing the ACTIVE TEST as a first step of troubleshooting is one method
to shorten diagnostic time.
It is possible to display the DATA LIST during the ACTIVE TEST.
(a) Warm up the engine.
(b) Turn the ignition switch OFF.
(c) Connect the hand±held tester to the DLC3.
(d) Turn the ignition switch ON.
(e) Push the ºONº button of the hand±held tester.
(f) Select the item ºDIAGNOSIS / OBD/MOBD / ACTIVE TESTº
(g) According to the display on tester, perform the ºACTIVE TESTº.
Hand±held Tester DisplayTest DetailsDiagnostic Note
INJ VOL
[Test Details]
Control the injection volume
Min.: ±12.5 %, Max.: 25 %
[Vehicle Condition]
Engine speed: 3,000 rpm or less
All injectors are tested at once.

Injection volume is gradually
changed between ±12.5 and 25
%.
A/F CONTROL
[Test Details]
Control the injection volume
±12.5 or 25 % (Change the injection volume ±12.5 % or 25 %.)
[Vehicle Condition]
Engine speed: 3,000 rpm or less
The following procedure of A/F
CONTROL enables the user to
check its output (show its graph
indication) of sensor 1 and sensor
2:
For displaying the graph indication,
enter ºACTIVE TEST / A/F CON-
TROL / USER DATAº, then select
ºO2S B1 S1 and O2S B1 S2º by
pressing ºYESº button and push
ºENTERº button before pressing
ºF4º button.
SCV VSV
[Test Details]
Activate the VSV for intake air control valve.
ON or OFF


EVAP VSV (ALONE)
[Test Details]
Activate the VSV for EVAP control
ON or OFF


FUEL PUMP / SPD
[Test Details]
Control the fuel pump
ON or OFF


VVT CTRL B1
[Test Details]
Active the VVT system (Bank 1).
ON or OFF
ON: Rough idle or engine stall.

OFF: Normal engine speed.
TC/TE1
[Test Details]
Connect the TC and TE1
ON or OFF


FC IDL PROHBT
[Test Details]
Control the idle fuel cut prohibit
ON or OFF

±
DIAGNOSTICS SFI SYSTEM(1AZ±FSE)
05±355
AVENSIS REPAIR MANUAL (RM1018E)
DTCP0116ENGINE COOLANT TEMP. CIRCUIT
RANGE/PERFORMANCE PROBLEM
CIRCUIT DESCRIPTION
Refer to DTC P0115 on page 05±351.
DTC No.DTC Detection ConditionTrouble Area
P0116
When THW is greater than ±40
C (±40
F) but less than 60
C
(140
F), and THA is greater than ±6.7
C (20
F), and when
starting engine, conditions (a) and (b) continue (2 trip detection
logic):
(a)Vehicle speed is changing (Not stable)
(b)THW change is lower than 3
C (5.4
F) from THW since
when starting engine

Cooling system

Engine coolant temperature sensor

Thermostat
INSPECTION PROCEDURE
HINT:

If different DTCs related to different systems that have terminal E2 as the ground terminal are output
simultaneously, terminal E2 may be open.

Read freeze frame data using the hand±held tester. Freeze frame data records the engine conditions
when a malfunction is detected. When troubleshooting, it is useful for deter\
mining whether the vehicle
was running or stopped, the engine was warmed up or not, the air±fuel ra\
tio was lean or rich, etc. at
the time of the malfunction.
1READ OUTPUT DTC(IN ADDITION TO P0116)
(a)Read the DTC using the hand±held tester.
Result:
DisplayProceed to
Only ºP0116º is output.A
ºP0116º and other DTCs are output.B
HINT:
If any other codes besides ºP0116º are output, perform the troubleshooting for those DTCs first.
BGO TO RELEVANT DTC CHART (See page 05±309)
A
2INSPECT THERMOSTAT (See page 16±27)
NGREPLACE THERMOSTAT (See page 16±35)
OK
REPLACE ENGINE COOLANT TEMPERATURE SENSOR
05CK2±01

A00309
V1
Manifold Absolute Pressure Sensor
18
E13ECM
5V
E1 1R±W
33
G±W
2 3
BR28
E2 PIM VC
VOUT
GNDE13
E13 VCC
± DIAGNOSTICSSFI SYSTEM (1AZ±FSE)
05±343
AVENSIS REPAIR MANUAL (RM1018E)
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT:

If different DTCs related to different systems that have terminal E2 as the ground terminal are output
simultaneously, terminal E2 may be open.

Read freeze frame data using the hand±held tester. Freeze frame data records the engine conditions
when a malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle
was running or stopped, the engine was warmed up or not, the air±fuel ratio was lean or rich, etc. at
the time of the malfunction.
1 READ VALUE OF HAND±HELD TESTER(INTAKE MANIFOLD ABSOLUTE
PRESSURE)
(a) Connect the hand±held tester to the DLC3.
(b) Turn the ignition switch ON.
(c) Push the hand±held tester main switch ON.
(d) Select the item ºDIAGNOSIS / OBD/MOBD / DATA LIST / ALL / MAPº and read its value displayed on
the hand±held tester.
Pressure: Same as the atmospheric pressure
Result:
Manifold Absolute Pressure (kPa)Proceed to
142 or moreA
0.0B
OK (Same as present pressure) (*1)C
*1: The value must be changed when the engine is run or stopped.
B Go to step 3
C CHECK FOR INTERMITTENT PROBLEMS
A

A76863
B±Y
Battery FL MAINEngine Room R/B No. 4
L±Y EFI Relay
A6
Mass Air Flow MeterMREL
B±G 4B 1
W±BB±W 53
2
1
29
E138
E9ECM
EFI No. 2
EC 4A 1
Engine Room
J/B No. 4 1A 1
B±G 1 2
EFI 1
Engine Room
R/B No. 1 and
Engine Room
J/B No. 14
4
44
4
4
2
1 W±B
B±W
B±WGR
GRIE1 2
EVG 30
E13VG
G 1
3
2 EA113
± DIAGNOSTICSSFI SYSTEM (1AZ±FSE)
05±337
AVENSIS REPAIR MANUAL (RM1018E)
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT:
Read freeze frame data using the hand±held tester. Freeze frame data records the engine conditions when
a malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running
or stopped, the engine was warmed up or not, the air±fuel ratio was lean or rich, etc. at the time of the mal-
function.
1 READ VALUE OF HAND±HELD TESTER(MASS AIR FLOW RATE)
(a) Connect the hand±held tester to the DLC3.
(b) Start the engine.
(c) Push the hand±held tester main switch ON.
(d) Select the item ºDIAGNOSIS / OBD/MOBD / DATA LIST / ALL / MAFº and read its value displayed on
the hand±held tester.
Result:
Air flow rate (gm/s)Proceed to
0.0A
271.0 or moreB
1
Mass Air Flow Rate
270.0 (*1)C
*1: The value must be changed when the throttle valve is opened or closed.

±
DIAGNOSTICS SFI SYSTEM(1AZ±FSE)
05±325
AVENSIS REPAIR MANUAL (RM1018E)
DTCP0011CAMSHAFT POSITION ºAº ±TIMING OVER±
ADVANCED OR SYSTEM PERFORMANCE
(BANK 1)
DTCP0012CAMSHAFT POSITION ºAº ±TIMING OVER± RETARDED (BANK 1)
CIRCUIT DESCRIPTION
Refer to DTC P0010 on page 05±322.
DTC No.DTC Detection ConditionTrouble Area
P0011
Condition (a) or (b) continues after engine is warmed up and
engine speed at 400 to 4,000 rpm (Problem of the advanced
OCV.):
(a)Valve timing does not change from current valve timing
(b)Current valve timing is fixed

Valve timing

OCV
P0012
Condition (a) or (b) continues after engine is warmed up and
engine speed at 400 to 4,000 rpm (Problem of the retarded
OCV.):
(a)Valve timing does not change from current valve timing
(b)Current valve timing is fixed
OCV

Camshaft timing gear assy

ECM
WIRING DIAGRAM
Refer to DTC P0010 on page 05±322.
INSPECTION PROCEDURE
HINT:
Advanced timing over
(Valve timing is out of specified range)P0011
Retarded timing over
(Valve timing is out of specified range)P0012

If DTC ºP0011 or P0012º is displayed, check VVT system circuit.

Read freeze frame data using the hand±held tester. Freeze frame data records the engine conditions
when a malfunction is detected. When troubleshooting, it is useful for deter\
mining whether the vehicle
was running or stopped, the engine was warmed up or not, the air±fuel ra\
tio was lean or rich, etc. at
the time of the malfunction.
1CHECK VALVE TIMING (See page 14±186)
NGADJUST VALVE TIMING (See page 14±186)
OK
05CDZ±01