display TOYOTA RAV4 2006 Service User Guide

2AZ-FE ENGINE CONTROL SYSTEM – SFI SYSTEMES–31
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TERMINALS OF ECM
HINT:
The standard normal voltage between each pair of ECM
terminals is shown in the table below. The appropriate
conditions for checking each pair of terminals are also
indicated. The result of checks should be compared with the
standard normal voltage for that pair of terminals, displayed in
the Specified Condition column. The illustration above can be
used as a reference to identify the ECM terminal locations.
A107881E05
Symbols (Terminal No.) Wiring Colors Terminal Descriptions ConditionsSpecified
Conditions
BATT (A9-20) - E1 (B30-104) W - BRBattery (for measuring
battery voltage and for
ECM memory)Always 9 to 14 V
+BM (A9-3) - E1 (B30-104) LG - BRPower source of throttle
actuatorAlways 9 to 14 V
IGSW (A9-28) - E1 (B30-104) B - BR Ignition switch Ignition switch ON 9 to 14 V
+B (A9-2) - E1 (B30-104) B - BR Power source of ECM Ignition switch ON 9 to 14 V
+B2 (A9-1) - E1 (B30-104) B - BR Power source of ECM Ignition switch ON 9 to 14 V
OC1+ (B30-100) - OC1- (B30-
123)BR - LCamshaft timing oil control
valve (OCV)IdlingPulse generation (see
waveform 1)
MREL (A9-44) - E1 (B30-104) O - BR EFI relay Ignition switch ON 9 to 14 V
VG (B30-118) - E2G (B30-116) R - LG Mass air flow meterIdling, Shift lever position P or N, A/
C switch OFF0.5 to 3.0 V
THA (B30-65) - ETHA (B30-88) W - BRIntake air temperature
sensorIdling, Intake air temperature 20
C
(68
F)0.5 to 3.4 V
THW (B30-97) - ETHW (B30-96) GR - BREngine coolant
temperature sensorIdling, Engine coolant temperature
80
C (176F)0.2 to 1.0 V
VCTA (B30-67) - ETA (B30-91) Y - BRPower source of throttle
position sensor (specific
voltage)Ignition switch ON 4.5 to 5.5 V
VTA1 (B30-115) - ETA (B30-91) G - BRThrottle position sensor
(for engine control)Ignition switch ON,
Throttle valve fully closed0.5 to 1.1 V
Ignition switch ON,
Throttle valve fully open3.3 to 4.9 V
VTA2 (B30-114) - ETA (B30-91) L - BRThrottle position sensor
(for sensor malfunction
detection)Ignition switch ON,
Throttle valve fully closed2.1 to 3.1 V
Ignition switch ON,
Throttle valve fully open4.6 to 5.0 V

ES–342AZ-FE ENGINE CONTROL SYSTEM – SFI SYSTEM
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1. WAVEFORM 1
Camshaft timing oil control valve (OCV)
2. WAVEFORM 2
Heated oxygen sensor
HINT:
In DATA LIST, item O2S B1 S2 shows the ECM input
values from the heated oxygen sensor.
3. WAVEFORM 3
Injector No. 1 (to No. 4) injection signal
HINT:
The wavelength becomes shorter as the engine rpm
increases.
4. WAVEFORM 4
Knock sensor
HINT:
• The wavelength becomes shorter as the engine rpm
increases.
• The waveforms and amplitudes displayed differ
slightly depending on the vehicle.
A093229E02
ECM Terminal Names Between OC1+ and OC1-
Tester Ranges 5 V/DIV., 1 msec./DIV.
Conditions Idling
A088863E05
ECM Terminal Names Between OX1B and EX1B
Tester Ranges 0.2 V/DIV., 200 msec./DIV.
Conditions Engine speed maintained at 2,500 rpm
for 2 minutes after warming up sensor
A093279E04
ECM Terminal Names Between #10 (to #40) and E01
Tester Ranges 20 V/DIV., 20 msec./DIV.
Conditions Idling
A085286E03
ECM Terminal Names Between KNK1 and EKNK
Tester Ranges 1 V/DIV., 1 msec./DIV.
Conditions Engine speed maintained at 4,000 rpm
after warming up engine

ES–382AZ-FE ENGINE CONTROL SYSTEM – SFI SYSTEM
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DIAGNOSIS SYSTEM
1. DESCRIPTION
When troubleshooting OBD II (On-Board Diagnostics)
vehicles, the intelligent tester (complying with SAE
J1987) must be connected to the DLC3 (Data Link
Connector 3) of the vehicle. Various data in the vehicle's
ECM (Engine Control Module) can be then read.
OBD II regulations require that the vehicle's on-board
computer illuminate the MIL (Malfunction Indicator
Lamp) on the instrument panel when the computer
detects a malfunction in:
(a) The emission control system components.
(b) The powertrain control components (which affect
vehicle emissions).
(c) The computer itself.
In addition, if the applicable DTCs (Diagnostic Trouble
Codes) prescribed by SAE J2012 are not recorded on 3
consecutive trips, the MIL turns off automatically but the
DTCs remain recorded in the ECM memory.
To check DTCs, connect the intelligent tester to the
DLC3. The tester displays DTCs, freeze frame data, and
a variety of the engine data. The DTCs and freeze frame
data can be erased with the tester (see page ES-35).
In order to enhance OBD function on vehicles and
develop the Off-Board diagnosis system, CAN
(Controller Area Network) communication is introduced
in this system. It minimizes the gap between technician
skills and vehicle technology. CAN is a network, which
uses a pair of data transmission lines, spanning multiple
computers and sensors. It allows high speed
communication between the systems and simplifies the
wire harness connection.
Since this system is equipped with the CAN
communication, connecting the CAN VIM (Vehicle
Interface Module) to the intelligent tester is necessary to
display any information from the ECM. (Also the
communication between the intelligent tester and the
ECM uses CAN communication signals.) When
confirming the DTCs and any data of the ECM, connect
the CAN VIM between the DLC3 and the intelligent
tester.
2. NORMAL MODE AND CHECK MODE
The diagnosis system operates in normal mode during
normal vehicle use. In normal mode, 2 trip detection
logic is used to ensure accurate detection of
malfunctions. Check mode is also available as an option
for technicians. In check mode, 1 trip detection logic is
used for simulating malfunction symptoms and
increasing the system's ability to detect malfunctions,
including intermittent problems (intelligent tester only)
(see page ES-38).
FI00534
B127989E01

2AZ-FE ENGINE CONTROL SYSTEM – SFI SYSTEMES–39
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3. 2 TRIP DETECTION LOGIC
When a malfunction is first detected, the malfunction is
temporarily stored in the ECM memory (1st trip). If the
same malfunction is detected during the next
subsequent drive cycle, the MIL is illuminated (2nd trip).
4. FREEZE FRAME DATA
Freeze frame data records the engine conditions (fuel
system, calculated engine load, engine coolant
temperature, fuel trim, engine speed, vehicle speed,
etc.) when malfunctions are detected. When
troubleshooting, freeze frame data can help determine if
the vehicle was moving or stationary, if the engine was
warmed up or not, if the air-fuel ratio was lean or rich,
and other data from the time the malfunction occurred.
5. DLC3 (Data Link Connector 3)
CAUTION:
*: Before measuring the resistance, leave the vehicle
as is for at least 1 minute and do not operate the
ignition switch, any other switches or the doors.
If the result is not as specified, the DLC3 may have a
malfunction. Repair or replace the harness and
connector.
HINT:
The DLC3 is the interface prepared for reading various
data from the vehicle's ECM. After connecting the cable
of the intelligent tester to the CAN VIM, turn the ignition
switch ON and turn the tester ON. If a communication
failure message is displayed on the tester screen (on the
tester: UNABLE TO CONNECT TO VEHICLE), a
problem exists in either the vehicle or tester. In order to
identify the location of the problem, connect the tester to
another vehicle.
A082779E83
Symbols Terminal No. Names Reference terminal Results Condition
SIL 7 Bus "+" line 5 - Signal ground Pulse generation During transmission
CG 4 Chassis ground Body ground 1
or less Always
SG 5 Signal ground Body ground 1
or less Always
BAT 16 Battery positive Body ground 9 to 14 V Always
CANH 6 CAN "High" line14 - CANL 54 to 69
Ignition switch OFF*
Battery positive 6 k
or higher Ignition switch OFF*
4 - CG 200
or higher Ignition switch OFF*
CANL 14 CAN "Low" lineBattery positive 6 k
or higher Ignition switch OFF*
4 - CG 200
or higher Ignition switch OFF*

2AZ-FE ENGINE CONTROL SYSTEM – SFI SYSTEMES–41
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DTC CHECK / CLEAR
NOTICE:
When the diagnosis system is changed from normal
mode to check mode or vice versa, all DTCs and freeze
frame data recorded in normal mode are erased. Before
changing modes, always check and make a note of any
DTCs and freeze frame data.
HINT:
• DTCs which are stored in the ECM can be displayed on
the intelligent tester. The intelligent tester can display
current and pending DTCs.
• Some DTCs are not set if the ECM does not detect the
same malfunction again during a second consecutive
driving cycle. However, such malfunctions, detected on
only one occasion, are stored as pending DTCs.
1. CHECK DTC (Using intelligent tester)
(a) Connect the intelligent tester to the DLC3.
(b) Turn the ignition switch ON.
(c) Turn the tester ON.
(d) Select the following menu items: DIAGNOSIS /
ENHANCED OBD II / DTC INFO / CURRENT
CODES or PENDING CODES.
(e) Check the DTC(s) and freeze frame data, and then
write them down.
(f) Check the details of the DTC(s) (see page ES-51).
2. CLEAR DTC (Using intelligent tester)
(a) Connect the intelligent tester to the DLC3.
(b) Turn the ignition switch ON.
(c) Turn the tester ON.
(d) Select the following menu items: DIAGNOSIS /
ENHANCED OBD II / DTC INFO / CLEAR CODES.
(e) Press the YES button.
3. CLEAR DTC (Without using intelligent tester)
(a) Perform either of the following operations.
(1) Disconnect the cable from the negative (-)
battery terminal for more than 1 minute.
(2) Remove the EFI and ETCS fuses from the
engine room relay block (located inside the
engine compartment) for more than 1 minute.

ES–422AZ-FE ENGINE CONTROL SYSTEM – SFI SYSTEM
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FREEZE FRAME DATA
1. DESCRIPTION
Freeze frame data records the engine conditions (fuel
system, calculated load, engine coolant temperature,
fuel trim, engine speed, vehicle speed, etc.) when a
malfunction is detected. When troubleshooting, it can
help determine if the vehicle was running or stopped, the
engine was warmed up or not, the air-fuel ratio was Lean
or Rich, and other data from the time the malfunction
occurred.
HINT:
If it is impossible to duplicate the problem even though a
DTC is detected, confirm the freeze frame data.
The ECM records engine conditions in the form of freeze
frame data every 0.5 seconds. Using the intelligent
tester, 5 separate sets of freeze frame data can be
checked.
– 3 data sets before the DTC was set.
– 1 data set when the DTC was set.
– 1 data set after the DTC was set.
These data sets can be used to simulate the condition
of the vehicle around the time of the occurrence of the
malfunction. The data may assist in identifying the
cause of the malfunction, and in judging whether it
was temporary or not.
2. LIST OF FREEZE FRAME DATA
A103809E11
LABEL
(Intelligent Tester Display)Measurement Item Diagnostic Note
INJECTOR Injection period of No. 1 cylinder -
IGN ADVANCE Ignition advance -
CALC LOAD Calculated load Calculated load by ECM
VEHICLE LOAD Vehicle load -
MAF Mass air flow volumeIf approximately 0.0 g/sec.:
• Mass air flow meter power source circuit
open or short
• VG circuit open or short
If 160.0 g/sec. or more:
• E2G circuit open
ENGINE SPD Engine speed -
VEHICLE SPD Vehicle speed Speed indicated on speedometer
COOLANT TEMP Engine coolant temperatureIf -40
C (-40F), sensor circuit open
If 140
C (284F) or more, sensor circuit
shorted
INTAKE AIR Intake air temperature If -40
C (-40F), sensor circuit open
If 140
C (284F) or more, sensor circuit
shorted
AIR-FUEL RATIO Ratio compared to stoichiometric level -
PURGE DENSITY Learning value of purge density -
EVAP PURGE FLOWRatio of evaporative purge flow to intake air
volume-
EVAP PURGE VSV EVAP purge VSV duty ratio -
KNOCK CRRT VAL Correction learning value of knocking -

2AZ-FE ENGINE CONTROL SYSTEM – SFI SYSTEMES–43
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KNOCK FB VAL Feedback value of knocking -
ACCEL POS #1Absolute Accelerator Pedal Position (APP)
No.1-
ACCEL POS #2 Absolute APP No. 2 -
THROTTLE POS Throttle sensor positioning -
THROTTLE POS Throttle position -
THROTTLE POS #2 Throttle sensor positioning #2 -
THROTTLE MOT Throttle motor -
O2S B1 S2 Heated oxygen sensor outputPerforming INJ VOL or A/F CONTROL
function of ACTIVE TEST enables technician
to check output voltage of sensor
AFS B1 S1 A/F sensor outputPerforming INJ VOL or A/F CONTROL
function of ACTIVE TEST enables technician
to check output voltage of sensor
TOTAL FT #1 Total fuel trim -
SHORT FT #1 Short-term fuel trimShort-term fuel compensation used to
maintain air-fuel ratio at stoichiometric air-fuel
ratio
LONG FT #1 Long-term fuel trimOverall fuel compensation carried out in long-
term to compensate a continual deviation of
short-term fuel trim from central valve
FUEL SYS #1 Fuel system status• OL (Open Loop): Has not yet satisfied
conditions to go closed loop
• CL (Closed Loop): Using A/F sensor as
feedback for fuel control
• OL DRIVE: Open loop due to driving
conditions (fuel enrichment)
• OL FAULT: Open loop due to detected
system fault
• CL FAULT: Closed loop but A/F sensor,
which used for fuel control malfunctioning
O2FT B1 S2 Fuel trim at heated oxygen sensor -
AF FT B1 S1 Fuel trim at A/F sensor -
AFS B1 S1 A/F sensor current -
CAT TEMP B1S1 Estimated catalyst temperature (sensor 1) -
CAT TEMP B1S2 Estimated catalyst temperature (sensor 2) -
S O2S B1S2Sub heated oxygen sensor impedance
(sensor 2)-
INI COOL TEMP Engine coolant temperature at engine start -
INI INTAKE TEMP Intake air temperature at engine start -
INJ VOL Injection volume -
STARTER SIG Starter switch (STSW) signal -
PS SW Power steering signal -
PS SIGNAL Power steering signal (history)Signal status usually ON until ignition switch
turned OFF
CTP SW Closed throttle position switch -
A/C SIGNAL A/C signal -
PNP SW (NSW) Park/Neutral Position (PNP) switch signal -
ELECT LOAD SIG Electrical load signal -
STOP LIGHT SW Stop light switch -
BATTERY VOLTAGE Battery voltage -
ATM PRESSURE Atmosphere pressure -
EVAP (Purge) VSV EVAP Purge VSV -
FUEL PUMP/SPD Fuel pump/speed status -LABEL
(Intelligent Tester Display)Measurement Item Diagnostic Note

ES–442AZ-FE ENGINE CONTROL SYSTEM – SFI SYSTEM
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VVT CTRL B1 VVT control status -
VA C U U M P U M PKey-off EVAP system leak detection pump
status(see page ES-333)
EVAP VENT VAL Key-off EVAP system vent valve status -
FAN MOTOR Electric fan motor -
TC/TE1 TC and CG (TE1) terminals of DLC3 -
ENG SPEED #1 Engine rpm during No. 1 cylinder fuel cutOutput only when FUEL CUT #1 is performed
using ACTIVE TEST
ENG SPEED #2 Engine rpm during No. 2 cylinder fuel cutOutput only when FUEL CUT #2 is performed
using ACTIVE TEST
ENG SPEED #3 Engine rpm during No. 3 cylinder fuel cutOutput only when FUEL CUT #3 is performed
using ACTIVE TEST
ENG SPEED #4 Engine rpm during No. 4 cylinder fuel cutOutput only when FUEL CUT #4 is performed
using ACTIVE TEST
ENG SPEED ALLAverage of engine rpm values during fuel cut
of No. 1 to No. 4 cylindersOutput only when ACTIVE TEST is performed
VVTL AIM ANGL#1 VVT aim angle -
VVT CHNG ANGL#1 VVT angle -
VVT OCV DUTY B1 VVT OCV operation duty -
FC IDL Fuel cut idleON: when throttle valve fully closed and
engine speed over 3,500 rpm
FC TAU Fuel cut during very light loadFuel cut being performed under very light load
to prevent engine combustion from becoming
incomplete
IGNITION Ignition counter -
CYL #1 Cylinder #1 misfire Only displayed during idling
CYL #2 Cylinder #2 misfire Only displayed during idling
CYL #3 Cylinder #3 misfire Only displayed during idling
CYL #4 Cylinder #4 misfire Only displayed during idling
CYL ALL All cylinders misfire Only displayed during idling
MISFIRE RPM Engine speed when misfire occurred -
MISFIRE LOAD Engine load when misfire occurred -
MISFIRE MARGIN Margin to detect engine misfire -
MIL ON RUN DIST Distance after DTC is detected -
ENG RUN TIME Accumulated engine running time -
TIME DTC CLEAR Cumulative time after DTC cleared -
DIST DTC CLEAR Accumulated distance from DTC cleared -
WU CYC DTC CLEAR Warm-up cycle after DTC cleared -LABEL
(Intelligent Tester Display)Measurement Item Diagnostic Note

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEMES–11
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HOW TO PROCEED WITH
TROUBLESHOOTING
HINT:
*: Use the intelligent tester.
NEXT
NEXT
HINT:
If the display indicates a communication fault in the tester,
inspect the DLC3.
NEXT
HINT:
Record or print DTCs and freeze frame data, if necessary.
NEXT
NEXT
NEXT
NEXT
1VEHICLE BROUGHT TO WORKSHOP
2CUSTOMER PROBLEM ANALYSIS
3CONNECT INTELLIGENT TESTER TO DLC3*
4CHECK DTC AND FREEZE FRAME DATA*
5CLEAR DTC AND FREEZE FRAME DATA*
6CONDUCT VISUAL INSPECTION
7SET CHECK MODE DIAGNOSIS*

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEMES–23
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CHECKING MONITOR STATUS
The purpose of the monitor result (mode 06) is to allow
access to the results of on-board diagnostic monitoring tests
of specific components/systems that are not continuously
monitored. Examples are catalysts, evaporative emissions
(EVAP) and thermostats.
The monitor result allows the OBD II scan tool to display the
monitor status, test value, minimum test limit and maximum
test limit. These data are displayed after the vehicle has been
driven to run the monitor.
When the test value is not between the minimum and
maximum test limits, the ECM (PCM) interprets this as a
malfunction. If the test value is on the borderline of the test
limits, the component is likely to malfunction in the near
future.
Perform the following procedures to view the monitor status.
Although these procedures refer to the Lexus/Toyota
diagnostic tester, the monitor status can be checked using a
generic OBD II scan tool. Refer to your scan tool operator's
manual for specific procedural information.
1. PERFORM MONITOR DRIVE PATTERN
(a) Connect the intelligent tester to the DLC3.
(b) Turn the ignition switch and the tester ON.
(c) Clear the DTCs (see page ES-39).
(d) Run the vehicle in accordance with the applicable
drive pattern described in READINESS MONITOR
DRIVE PATTERN (see page ES-22). Do not turn the
ignition switch OFF.
NOTE:
The test results will be lost if the ignition
switch is turned OFF.
2. ACCESS MONITOR RESULT
(a) Select the following items from the intelligent tester
menus: DIAGNOSIS, ENHANCED OBD II,
MONITOR INFO and MONITOR RESULT. The
monitor status appears after the component name.
• INCMP: The component has not been monitored
yet.
• PASS: The component is functioning normally.
• FAIL: The component is malfunctioning.
(b) Confirm that the component is either PASS or FAIL.
(c) Select the component and press ENTER. The
accuracy test value appears if the monitor status is
either PASS or FAIL.
3. CHECK COMPONENT STATUS
(a) Compare the test value with the minimum test limit
(MIN LIMIT) and maximum test limit (MAX LIMIT).