change time TOYOTA CAMRY 1999 Service Repair Manual
[x] Cancel search | Manufacturer: TOYOTA, Model Year: 1999, Model line: CAMRY, Model: TOYOTA CAMRY 1999Pages: 4592, PDF Size: 55.16 MB
Page 628 of 4592
BE0AK±03
N02332
1
2 3
± BODY ELECTRICALCOMBINATION METER
BE±47
2267 Author: Date:
INSPECTION
1. INSPECT SPEEDOMETER ON±VEHICLE
Using a speedometer tester, inspect the speedometer for allow-
able indication error and check the operation of the odometer.
HINT:
Tire wear and tire over or under inflation will increase the indica-
tion error.
If error is excessive, replace the speedometer.
USA (mph)CANADA (km/h)
Standard indication Allowable rangeStandard indication Allowable range
20 18 ± 24 20 17 ± 24
40 38 ± 44 40 38 ± 46
60 56 ± 66 60 57.5 ± 67
80 78 ± 88 80 77 ± 88
100 98 ± 110 100 96 ± 109
120 118 ± 132 120 115 ± 130
140 134 ± 151.5
160 153 ± 173
2. INSPECT VEHICLE SPEED SENSOR OPERATION
(a) Connect the positive (+) lead from the battery to terminal
1 and negative (±) lead to terminal 2.
(b) Connect the positive (+) lead from the tester to terminal
3 and the negative (±) lead to terminal 2.
(c) Rotate the shaft.
(d) Check that there is voltage change from approx. 0 V to
11 V or more between terminals 2 and 3.
HINT:
The voltage change should be performed 4 times for every rev-
olution of the speed sensor shaft.
If operation is not as specified, replace the sensor.
3. INSPECT TACHOMETER ON±VEHICLE
(a) Connect a tune±up test tachometer, and start the engine.
NOTICE:
Reversing the connection of the tachometer will dam-
age the transistors and diodes inside.
When removing or installing the tachometer, be care-
ful not to drop or subject it to heavy shocks.
Page 763 of 4592
BE0AK±03
N02332
1
2 3
± BODY ELECTRICALCOMBINATION METER
BE±47
2267 Author: Date:
INSPECTION
1. INSPECT SPEEDOMETER ON±VEHICLE
Using a speedometer tester, inspect the speedometer for allow-
able indication error and check the operation of the odometer.
HINT:
Tire wear and tire over or under inflation will increase the indica-
tion error.
If error is excessive, replace the speedometer.
USA (mph)CANADA (km/h)
Standard indication Allowable rangeStandard indication Allowable range
20 18 ± 24 20 17 ± 24
40 38 ± 44 40 38 ± 46
60 56 ± 66 60 57.5 ± 67
80 78 ± 88 80 77 ± 88
100 98 ± 110 100 96 ± 109
120 118 ± 132 120 115 ± 130
140 134 ± 151.5
160 153 ± 173
2. INSPECT VEHICLE SPEED SENSOR OPERATION
(a) Connect the positive (+) lead from the battery to terminal
1 and negative (±) lead to terminal 2.
(b) Connect the positive (+) lead from the tester to terminal
3 and the negative (±) lead to terminal 2.
(c) Rotate the shaft.
(d) Check that there is voltage change from approx. 0 V to
11 V or more between terminals 2 and 3.
HINT:
The voltage change should be performed 4 times for every rev-
olution of the speed sensor shaft.
If operation is not as specified, replace the sensor.
3. INSPECT TACHOMETER ON±VEHICLE
(a) Connect a tune±up test tachometer, and start the engine.
NOTICE:
Reversing the connection of the tachometer will dam-
age the transistors and diodes inside.
When removing or installing the tachometer, be care-
ful not to drop or subject it to heavy shocks.
Page 1031 of 4592
BR2237
BR0AK±03
BR2238
1st3rd
2nd
GOOD
NO GOOD
± BRAKEBRAKE BOOSTER ASSEMBLY
BR±17
2040 Author: Date:
BRAKE BOOSTER ASSEMBLY
ON±VEHICLE INSPECTION
1. OPERATING CHECK
(a) Depress the brake pedal several times with the engine off
and check that there is no change in the pedal reserve
distance.
(b) Depress the brake pedal and start the engine. If the pedal
goes down slightly, operation is normal.
2. AIR TIGHTNESS CHECK
(a) Start the engine and stop it after 1 or 2 minutes. Depress
the brake pedal several times slowly.
If the pedal goes down farthest the 1st time, but gradually rises
after the 2nd or 3rd time, the booster is air tight.
(b) Depress the brake pedal while the engine is running, and
stop the engine with the pedal depressed. If there is no
change in the pedal reserve travel after holding the pedal
for 30 seconds, the booster is air tight.
Page 1259 of 4592
± DIAGNOSTICSENGINE (5S±FE)
DI±47
282 Author: Date:
DTC P0116 Engine Coolant Temp. Circuit Range/
Performance Problem
CIRCUIT DESCRIPTION
Refer to DTC P0115 (Engine Coolant Temp. Circuit Malfunction) on page DI±41.
DTC No.DTC Detecting ConditionTrouble Area
If THW < ±7°C (19.4°F) or THA < ±7°C (19.4°F) 20 min. or
more after starting engine, engine coolant temp. sensor value
is 30°C (86°F)*1 20°C (48°F)*2 or less
(2 trip detection logic)
If THW ±7°C (19.4°F) and THA ±7°C (19.4°F) and 10°C
(50°F) at engine start, 5 min. or more after starting engine,
engine coolant temp. sensor value is 30°C (86°F)*1 20°C
(48°F)*2 or less
(2 trip detection logic)
P0116 If THW 10°C (50°F) and THA 10°C (50°F) at engine
start, 2 min. or more after starting engine, engine coolant temp.
sensor value is 30°C (86°F)*1 20°C (48°F)*2 or less
(2 trip detection logic)Engine coolant temp. sensor
Cooling system
When THW 35°C (95°F) and 60°C (140°F), THA
±6.7°C (19.9°F) when starting the engine, condition (a) and
(b) continues:
(a) Vehicle speed is changing (Not stable)
(b) Water temperature change is lower than 3°C (37.4°F) from
the water temperature since when sterting the engine
(2 trip detection logic)
*1: Except California Specification vehicles.
*2: Only for California Specification vehicles.
INSPECTION PROCEDURE
HINT:
If DTCs P0115 (Engine Coolant Temp. Circuit Malfunction) and P0116 (Engine Coolant Temp. Circuit
Range/Performance Problem) are output simultaneously, engine coolant temp. sensor circuit may be
open. Perform troubleshooting of DTC P0115 first.
Read freeze frame data using TOYOTA hand±held tester or OBD II 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.
1 Are there any other codes (besides DTC P0116) being output?
YES Go to relevant DTC chart.
NO
DI00Q±05
Page 1267 of 4592
A00477
Atmosphere
Cover
Exhaust GasPlatinum
Electrode
Solid Electrolyte
(Zirconia Element)
Platinum
Electrode
Heater
Air±Fuel Ratio
(V)
2.6 4.0
3.8
3.6
3.4
3.2
3.0
2.8
2.4
12 13 14 15 16 17 18
Coating (Ceramic)
ECM Monitored
A/F Sensor Voltage
19
± DIAGNOSTICSENGINE (5S±FE)
DI±55
290 Author: Date:
DTC P0125 Insufficient Coolant Temp. for Closed Loop
Fuel Control (Only for California Spec.)
CIRCUIT DESCRIPTION
To obtain a high purification rate for the CO, HC and NOx components of the exhaust gas, a three±way
catalytic 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 A/F sensor has the characteristic that provides output voltage
* approximately proportional to the exist-
ing 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 malfunctioning, ECM is unable to per-
form 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 temp. of the exhaust gas is low), current flows to the heater
to heat the sensor for accurate oxygen concentration detection.
*: The voltage value changes at the inside of the ECM only.
DTC No.DTC Detecting ConditionTrouble Area
P0125
After engine is warmed up, A/F sensor output* does not
change when conditions (a), (b), and (c) continue for at least
1.5 min.:
*: Output value changes at inside of ECM only
(a) Engine speed: 1,500 rpm or more
(b) Vehicle speed: 40 ~ 100 km/h (25 ~ 62 mph)
(c) Throttle valve is not fully closedFuel system
Injector
Ignition system
Gas leakage on exhaust system
Open or short in A/F sensor circuit
A/F sensor
ECM
DI1JU±03
Page 1273 of 4592
P21242 FI7210
A00027
Atmosphere
Flange
Platinum Electrode
Solid Electrolyte
(Zirconia Element)
Platinum Electrode
Heater
Coating (Ceramic)
Exhaust GasCoverIdeal Air±Fuel Mixture
Output Voltage
Richer ± Air Fuel Ratio ± Leaner
± DIAGNOSTICSENGINE (5S±FE)
DI±61
296 Author: Date:
DTC P0125 Insufficient Coolant Temp. for Closed Loop
Fuel Control (Except California Spec.)
CIRCUIT DESCRIPTION
To obtain a high purification rate for the CO, HC and NOx components of the exhaust gas, a three±way
catalytic 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 where by 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 feedback to the computer for control of the air±fuel ratio.
When the air±fuel ratio becomes LEAN, the oxygen concentration in the exhaust increases and the heated
oxygen sensor informs the ECM of the LEAN condition (small electromotive force: 0 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 (large electromo-
tive force: 1 V).
The ECM judges by the electromotive force from the heated oxygen sensor whether the air±fuel ratio is RICH
or LEAN and controls the injection time accordingly. However, if malfunction of the heated oxygen sensor
causes output of abnormal electromotive force, the ECM is 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 to heat the sensor for accurate oxygen concentration detection.
DTC No.DTC Detecting ConditionTrouble Area
P0125
After engine is warmed up, heated oxygen sensor (bank 1
sensor 1) output does not indicate RICH even once when
conditions (a), (b) and (c) continue for at least 1.5 min.:
(a) Engine speed: 1,500 rpm or more
(b) Vehicle speed: 40 ~ 100 km/h (25 ~ 62 mph)
(c) Throttle valve does not fully closed
Fuel system
Injector
Ignition system
Gas leakage on exhaust system
Open or short in heated oxygen sensor (bank 1 sensor 1)
circuit
Heated oxygen sensor (bank 1 sensor 1)
ECM
DI00T±05
Page 1283 of 4592
± DIAGNOSTICSENGINE (5S±FE)
DI±71
306 Author: Date:
DTC P0133 Heated Oxygen Sensor Circuit Slow Re-
sponse (Bank 1 Sensor 1) (Ex. CA Spec.)
CIRCUIT DESCRIPTION
Refer to DTC P0125 (Insufficient Coolant Temp. for Closed Loop Fuel Control (Except California Spec.)) on
page DI±55.
DTC No.DTC Detecting ConditionTrouble Area
P0133
Response time for heated oxygen sensor's voltage output to
change from rich to lean, or from lean to rich, is 1 sec. or more
during idling after engine is warmed up
(2 trip detection logic)
Heated oxygen sensor
Fuel trim malfunction
HINT:
Sensor 1 refers to the sensor closer to the engine body.
INSPECTION PROCEDURE
HINT:
Read freeze frame data using TOYOTA hand±held tester or OBD II scantool. 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.
1 Are there any other codes (besides DTC P0133) being output?
YES Go to relevant DTC chart.
NO
DI4NF±01
Page 1291 of 4592
± DIAGNOSTICSENGINE (5S±FE)
DI±79
314 Author: Date:
DTC P0171 System too Lean (Fuel Trim)
(Only for California Spec.)
DTC P0172 System too Rich (Fuel Trim)
(Only for California Spec.)
CIRCUIT DESCRIPTION
Fuel trim refers to the feedback compensation value compared against the basic injection time. Fuel trim
includes short±term fuel trim and long±term fuel trim.
Short±term fuel trim is the short±term fuel compensation used to maintain the air±fuel ratio at its ideal
theoretical value.
The signal from the A/F sensor is approximately proportional to the existing air±fuel ratio, and ECM compar-
ing it with the ideal theoretical value, the ECM reduces fuel volume immediately if the air±fuel ratio is rich
and increases fuel volume if it is lean.
Long±term fuel trim compensates the deviation from the central value of the short±term fuel trim stored up
by each engine tolerance, and the deviation from the central value due to the passage of time and changes
of using environment.
If both the short±term fuel trim and long±term fuel trim exceed a certain value, it is detected as a malfunction
and the MIL lights up.
DTC No.DTC Detecting ConditionTrouble Area
P0171
When air±fuel ratio feedback is stable after engine warming up,
fuel trim is considerably in error on rich side
(2 trip detection logic)
Gas leakage on exhaust system
Air intake (loose hoses)
Fuel line pressure
Injector blockage
Manifold absolute pressure sensor
Engine coolant temp. sensor
A/F sensor
P0172
When air±fuel ratio feedback is stable after engine warming up,
fuel trim is considerably in error on lean side
(2 trip detection logic)
Gas leakage on exhaust system
Fuel line pressure
Injector leak, blockage
Manifold absolute pressure sensor
Engine coolant temp. sensor
A/F sensor
HINT:
When the DTC P0171 is recorded, the actual air±fuel ratio is on the lean side. When DTC P0172 is
recorded, the actual air±fuel ratio is on the rich side.
If the vehicle runs out of fuel, the air±fuel ratio is lean and DTC P0171 is recorded. The MIL then comes
on.
If the total of the short±term fuel trim value and long±term fuel trim value is within + 38 %, the system
is functioning normally.
The A/F sensor output voltage and the short±term fuel trim value can be read using the OBD II scan
tool or TOYOTA hand±held tester.
The ECM controls the voltage of AF and AF terminals of ECM to the fixed voltage. Therefore, it
is impossible to confirm the A/F sensor output voltage without OBD II scan tool or TOYOTA hand±held
tester.
DI1JW±03
Page 1296 of 4592
DI±84
± DIAGNOSTICSENGINE (5S±FE)
319 Author: Date:
DTC P0171 System too Lean (Fuel Trim)
(Except California Spec.)
DTC P0172 System too Rich (Fuel Trim)
(Except California Spec.)
CIRCUIT DESCRIPTION
Fuel trim refers to the feedback compensation value compared against the basic injection time. Fuel trim
includes short±term fuel trim and long±term fuel trim.
Short±term fuel trim is the short±term fuel compensation used to maintain the air±fuel ratio at its ideal
theoretical value. The signal from the heated oxygen sensor indicates whether the air±fuel ratio is RICH or
LEAN compared to the ideal theoretical value, triggering a reduction in fuel volume if the air±fuel ratio is rich,
and an increase in fuel volume if it is lean.
Long±term fuel trim is overall fuel compensation carried out long±term to compensate for continual deviation
of the short±term fuel trim from the central value due to individual engine differences, wear over time and
changes in the usage environment.
If both the short±term fuel trim and long±term fuel trim are LEAN or RICH beyond a certain value, it is
detected as a malfunction and the MIL lights up.
DTC No.DTC Detecting ConditionTrouble Area
P0171
When air±fuel ratio feedback is stable after engine warming up,
fuel trim is considerably in error on RICH side
(2 trip detection logic)
Gas leakage on exhaust system
Air intake (hose loose)
Fuel line pressure
Injector blockage
Heated oxygen sensor (bank 1 sensor 1)
Manifold absolute pressure sensor
Engine coolant temp. sensor
P0172
When air±fuel ratio feedback is stable after engine warming up,
fuel trim is considerably in error on LEAN side
(2 trip detection logic)
Gas leakage on exhaust system
Fuel line pressure
Injector leak, blockage
Heated oxygen sensor (bank 1 sensor 1)
Manifold absolute pressure sensor
Engine coolant temp. sensor
HINT:
When the DTC P0171 is recorded, the actual air±fuel ratio is on the LEAN side. When DTC P0172 is
recorded, the actual air±fuel ratio is on the RICH side.
If the vehicle runs out of fuel, the air±fuel ratio is LEAN and DTC P0171 is recorded. The MIL then
comes on.
If the total of the short±term fuel trim value and long±term fuel trim value is within + 38 %, the system
is functioning normally.
The heated oxygen sensor (bank 1 sensor 1) output voltage and the short±term fuel trim value can
be read using the OBD II scan tool or TOYOTA hand±held tester.
DI4NG±01
Page 1301 of 4592
± DIAGNOSTICSENGINE (5S±FE)
DI±89
324 Author: Date:
DTC P0300 Random/Multiple Cylinder Misfire Detected
DTC P0301 Cylinder 1 Misfire Detected
DTC P0302 Cylinder 2 Misfire Detected
DTC P0303 Cylinder 3 Misfire Detected
DTC P0304 Cylinder 4 Misfire Detected
CIRCUIT DESCRIPTION
Misfire: The ECM uses the crankshaft position sensor and camshaft position sensor to monitor changes in
the crankshaft rotation for each cylinder.
The ECM counts the number of times the engine speed change rate indicates that misfire has occurred. And
when the misfire rate equals or exceeds the count indicating that the engine condition has deteriorated, the
MIL lights up.
If the misfire rate is high enough and the driving conditions will cause catalyst overheating, the MIL blinks
when misfiring occurs.
DTC No.DTC Detecting ConditionTrouble Area
P0300Mi fi i f d li d i d t t d d i ti l
Ignition system
Injector
Fuel line pressure
EGR
P0300
P0301
P0302
P0303
P0304
Misfiring of random cylinders is detected during any particular
200 or 1,000 revolutions
For any particular 200 revolutions for engine, misfiring is de-
tected which can cause catalyst overheating
(This causes MIL to blink)
EGR
Compression pressure
Valve clearance not to specification
Valve timing
Manifold absolute pressure sensor
P0304(This causes MIL to blink)Manifold absolute ressure sensor
Engine coolant temp. sensor
Open or short in engine wire
Connector connection
ECM
HINT:
When the 2 or more codes for a misfiring cylinder are recorded repeatedly but no random misfire code is
recorded, it indicates that the misfires were detected and recorded at different times.
DI011±07