lock TOYOTA T100 1996 Factory Repair Manual

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− DIAGNOSTICSENGINE (5VZ−FE)
1996 TOYOTA T100 (RM449U)
DTC P0171 System too Lean (Fuel Trim)
DTC P0172 System too Rich (Fuel Trim)
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)
Air intake (hose loose)
Fuel line pressure
Injector blockage
Heated oxygen sensor (bank 1 sensor 1) malfunction
Mass air flow meter
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)
Fuel line pressure
Injector leak, blockage
Heated oxygen sensor (bank 1 sensor 1) malfunction
Mass air flow meter
Engine coolant temp. sensor
HINT:
When DTC P0171 is recorded, the actual air−fuel ratio is on the LEAN side. When DTC P0172 is re-
corded, 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 ± 25 %, the system
is functioning normally.
INSPECTION PROCEDURE
1 Check air induction system (See page SF−5).
NG Repair or replace.
OK
DI0US−01

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ECM
KNK1
KNK2E1
E1 617
316 E6
E6E6
E6
(M/T)(A/T) BB
GRGR EC1
EC11
2 1
1 Knock Sensor 1
(On right bank)
Knock Sensor 2
(On left bank) DI−188
− DIAGNOSTICSENGINE (5VZ−FE)
1996 TOYOTA T100 (RM449U)
DTC P0325 Knock Sensor 1 Circuit Malfunction
DTC P0330 Knock Sensor 2 Circuit Malfunction
CIRCUIT DESCRIPTION
Knock sensors are fitted one to the right bank and left bank of 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.DTC Detecting ConditionTrouble Area
P0325No knock sensor 1 signal to ECM with engine speed between
1,760 rpm and 5,600 rpmOpen or short in knock sensor 1 circuit
Knock sensor 1 (looseness)
ECM
P0330No knock sensor 2 signal to ECM with engine speed between
1,760 rpm and 5,600 rpmOpen or short in knock sensor 2 circuit
Knock sensor 2 (looseness)
ECM
If the ECM detects the above diagnosis conditions, it operates the fail safe function in which the corrective
retard angle value is set to the maximum value.
WIRING DIAGRAM
DI0UU−01

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ECM
Vapor Pressure
Sensor
VSV for Vapor
Pressure Sensor
Fuel Tank
Charcoal Canister VSV
for EVAP(1)
(2)
(3) (4)
(5) fig. 1
(6)
DI−212
− DIAGNOSTICSENGINE (5VZ−FE)
1996 TOYOTA T100 (RM449U)
DTC P0441 Evaporative Emission Control System
Incorrect Purge Flow
CIRCUIT DESCRIPTION
The vapor pressure sensor and VSV for vapor pressure sensor are used to detect abnormalities in the evap-
orative emission control system.
The ECM decides whether there is an abnormality in the evaporative emission control system based on the
vapor pressure sensor signal.
DTCs P0441 and P0446 are recorded by the ECM when evaporative emissions leak from the components
within the dotted line in fig. 1 below, or when there is a malfunction in either the VSV for EVAP, the VSV for
vapor pressure sensor, or in the vapor pressure sensor itself.
DTC No.DTC Detecting ConditionTrouble Area
P0441
Pressure in charcoal canister does not drop during purge
control (2 trip detection logic)
Open or short in VSV circuit for EVAP
Open or short in VSV circuit for vapor pressure sensor
Open or short in vapor pressure sensor circuit
VSV for EVAP
VSV for vapor pressure sensor
Vapor pressure sensor
Vacuum hose cracks, holed blocked, damaged or
disconnected ((1), (4), (5) and (6) in fig. 1)
Charcoal canister cracks, holed or damaged
During purge cut−off, pressure in charcoal canister is very
low compared with atmospheric pressure
(2 trip detection logic)
DI9AE−01

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ON
E2(−)VC(+)
DI−214
− DIAGNOSTICSENGINE (5VZ−FE)
1996 TOYOTA T100 (RM449U)
2 Check vacuum hose between throttle body and VSV for EVAP, VSV for EVAP and
charcoal canister, charcoal canister and VSV for vapor pressure sensor, VSV for
vapor pressure sensor and vapor pressure sensor.
CHECK:
(a) Check that the vacuum hose is connected correctly.
(b) Check the vacuum hose for looseness and disconnection.
(c) Check the vacuum hose for cracks, hole, damage and blockage.
NG Repair or replace.
OK
3 Check voltage between terminals VCC and E2 of ECM connector.
PREPARATION:
(a) Remove the glove compartment (See page SF−61).
(b) Turn ignition switch ON.
CHECK:
Measure voltage between terminals VC and E2 of ECM con-
nector.
OK:
Voltage: 4.5 − 5.5 V
NG Check and replace ECM (See page IN−26).
OK

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A00784
VSV is OFF VSV is ON
DI−216
− DIAGNOSTICSENGINE (5VZ−FE)
1996 TOYOTA T100 (RM449U)
6 Check the purge flow.
PREPARATION:
(a) Connect the TOYOTA hand−held tester to the DLC3.
(b) Select the ”ACTIVE TEST” mode on the TOYOTA hand−
held tester.
(c) Disconnect the VSV vacuum hose for EVAP from the
charcoal canister.
(d) Start the engine.
CHECK:
When the VSV for the EVAP is operated by the TOYOTA
hand−held tester, check whether the disconnected hose ap-
plies suction to your finger.
OK:
VSV is ON:
Disconnected hose applies suction to your finger.
VSV is OFF:
Disconnected hose applies no suction to your finger.
OK Go to step 10.
NG
7 Check vacuum hose between throttle body and VSV for EVAP, VSV for EVAP and
charcoal canister.
CHECK:
(a) Check that the vacuum hose is connected correctly.
(b) Check the vacuum hose for looseness and disconnection.
(c) Check the vacuum hose for cracks, hole, damage and blockage.
NG Repair or replace.
OK

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VSV Connector
START
For M/T
For A/TE2 (−) PTNK (+)
E2 (−) PTNK (+)
DI−218
− DIAGNOSTICSENGINE (5VZ−FE)
1996 TOYOTA T100 (RM449U)
10 Connect TOYOTA hand−held tester, when VSV connector for vapor pressure sen-
sor is disconnected and VSV for EVAP is ON, measure voltage between terminals
PTNK and E2 of ECM connector.
PREPARATION:
(a) Connect the TOYOTA hand−held tester to the DLC3.
(b) Disconnect the VSV connector for the vapor pressure
sensor.
(c) Select the ”ACTIVE TEST” mode on the TOYOTA hand−
held tester.
(d) Start the engine.
CHECK:
Measure voltage between terminals PTNK and E2 of ECM con-
nector, when VSV for EVAP is ON, using the TOYOTA hand−
held tester.
OK:
Voltage: 2.0 V or less
OK Go to step 13.
NG
11 Check vacuum hose between charcoal canister and VSV for vapor pressure sen-
sor, vapor pressure sensor and VSV for vapor pressure sensor.
CHECK:
(a) Check that the vacuum hose is connected correctly.
(b) Check the vacuum hose for looseness and disconnection.
(c) Check the vacuum hose for cracks, hole, damage and blockage.
NG Repair or replace.
OK

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ON
E2(−)VC(+)
− DIAGNOSTICSENGINE (5VZ−FE)
DI−221
1996 TOYOTA T100 (RM449U)
OBD II scan tool (excluding TOYOTA hand−held tester):
1 Check VSV connector for EVAP, VSV connector for vapor pressure sensor and
vapor pressure sensor connector for looseness and disconnection.
NG Repair or connect VSV or sensor connectors.
OK
2 Check vacuum hoses between throttle body and VSV for EVAP, VSV for EVAP
and charcoal canister, charcoal canister and VSV for vapor pressure sensor, VSV
for vapor pressure sensor and vapor pressure sensor.
CHECK:
(a) Check that the vacuum hose is connected correctly.
(b) Check the vacuum hose for looseness and disconnection.
(c) Check the vacuum hose for cracks, hole, damage and blockage.
NG Repair or replace.
OK
3 Check voltage between terminals VCC and E2 of ECM connector.
PREPARATION:
(a) Remove the glove compartment (See page SF−61).
(b) Turn ignition switch ON.
CHECK:
Measure voltage between terminals VC and E2 of ECM con-
nector.
OK:
Voltage: 4.5 − 5.5 V
NG Check and replace ECM (See page IN−26).
OK

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P24217
P24330
A00125
LOCK
For M/T
For A/TBATT (+)
BATT (+)
FI7107
EFI Fuse
R/B No.2
− DIAGNOSTICSENGINE (5VZ−FE)
DI−245
1996 TOYOTA T100 (RM449U)
INSPECTION PROCEDURE
1 Check voltage between terminal BATT of ECM connector and body ground.
PREPARATION:
Remove the right cowl side trim (See page SF−61).
CHECK:
Measure voltage between terminal BATT of ECM connector
and body ground.
OK:
Voltage: 9 − 14 V
OK Check and replace ECM (See page IN−26).
NG
2 Check EFI fuse.
PREPARATION:
Remove the EFI fuse from the R/B No.2.
CHECK:
Check continuity of EFI fuse.
OK:
Continuity
NG Check for short in all harness and
components connected to EFI fuse.
OK
Check and repair harness or connector
between battery, EFI fuse and ECM.

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Transmission Control
System Check SheetInspector ’s
Name:
Customer ’s Name
Registration No.
Registration Year
Frame No.
Date Vehicle
Brought InOdometer Readingkm
miles / /
/ /
Date Problem
Occurred
How Often Does
Problem Occur?/ /
 Continuous  Intermittent ( times a day)
Symptoms
 Vehicle does not move (  Any position  Particular position )
 No up−shift (  1st → 2nd  2nd → 3rd  3rd → O/D )
 No down−shift (  O/D → 3rd  3rd → 2nd  2nd → 1st )
 Lock−up malfunction
 Shift point too high or too low
 Harsh engagement (  N → D  Lock−up  Any drive position )
 Slip or shudder
 No kick−down
 Others
Check ItemMalfunction
Indicator Lamp
DTC Check1st Time
2nd Time Normal code  Malfunction code (Code )  Normal Remains ON
 Normal code  Malfunction code (Code ) DI−264
− DIAGNOSTICSAUTOMATIC TRANSMISSION
1996 TOYOTA T100 (RM449U)
CUSTOMER PROBLEM ANALYSIS CHECK

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DI−269
1996 TOYOTA T100 (RM449U)
4. ROAD TEST
NOTICE:
Perform the test at normal operating ATF temperature 50 − 80°C (122 − 176°F).
(a) D position test
Shift into the D position and fully depress the accelerator pedal and and check the following points:
(1) Check up−shift operation.
1 → 2, 2 → 3 and 3 → O/D up−shift takes place, at the shift point shown in the automatic shift
schedule (See page SS−49).
HINT:
There is no O/D up−shift or lock−up when the coolant temperature is below 60°C (140°F).
Evaluation:
ProblemPossible cause
If there is no 1→2 up−shiftShift solenoid valve No.2 is stuck
1−2 shift valve is stuck
If there is no 2 →3 up−shiftShift solenoid valve No.1 is stuck
2−3 shift valve is stuck
If there is no 3 →O/D up−shift3−4 shift valve is stuck
If the shift point is defectiveThrottle valve, 1−2 shift valve, 2−3 shift valve, etc. are defective
If the lock up is defectiveShift solenoid valve SL is stuck
Lock−up relay valve is stuck
(2) Check for shift shock and slip.
Check for shock and slip at the 1 → 2, 2 → 3 and 3 → O/D up−shifts.
Evaluation:
ProblemPossible cause
If the shock is excessive
Line pressure is too high
Accumulator is defective
Check ball is defective
(3) Check for abnormal noises and vibration.
Run at the D position lock−up or O/D gear and check for abnormal noises and vibration.
HINT:
The check for the cause of abnormal noises and vibration must be done very thoroughly as it could also be
due to loss of balance in the differential torque converter clutch, etc.
(4) Check kick−down operation.
While running in the D position, 2nd, 3rd and O/D gears, check to see that the possible kick−down
vehicle speed limits for 2 → 1, 3 → 2 and O/D → 3 kick−downs conform to those indicated on
the automatic shift schedule (See page SS−49).
(5) Check abnormal shock and slip at kick−down.
(6) Check the lock−up mechanism.
Drive in D position, O/D gear, at a steady speed (lock−up ON).
Lightly depress the accelerator pedal and check that there is lock−up.
If there is a big jump in engine speed, there is no lock−up.
(b) 2 position test
Shift into the 2 position and fully depress the accelerator pedal and check the following points:
(1) Check up−shift operation.
Check to see that the 1 → 2 up−shift takes place and that the shift point conforms to the automatic
shift schedule (See page SS−49).