DTC P1604 Startability Malfunction |
for Preparation Click here
DESCRIPTION
This DTC is stored when the engine does not start even though the STA signal is input or when the engine takes a long time to start, and when the engine speed is low or the engine stalls just after the engine starts.Using the Techstream, the conditions present when the DTC was stored can be confirmed by referring to the freeze frame data. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.
It is necessary to check if the vehicle ran out of fuel before performing troubleshooting, as this DTC is also stored when there is engine starting trouble due to running out of fuel.
DTC No. | DTC Detection Condition | Trouble Area |
P1604 | Either condition is met (1 trip detection logic):
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- *1: for Automatic transaxle models
- *2: for Manual transaxle models
Reference waveforms showing a normal cold engine start |
Reference waveforms showing a normal warm engine start |
Reference values when there is an air leak in the intake system during starting difficulty |
Engine | |||||||
Current | P1604: Startability Malfunction | ||||||
Time Freeze Frame Data | |||||||
Item | Data1 | Data2 | Data3 | Data4 | Data5 | Unit | |
Engine Speed | 1489 | 986 | 345 | 186 | 124 | rpm | |
Calculate Load | 36.2 | 28.2 | 31.4 | 92.4 | 94.6 | % | |
Vehicle Load | 7.9 | 7.9 | 9.2 | 7.2 | 6.0 | % | |
MAF | 10.12 | 5.04 | 2.79 | 0.81 | 0.68 | gm/sec | |
Atmosphere Pressure | -0 | -0 | -0 | -0 | -0 | kPa | |
Coolant Temp | 85 | 85 | 85 | 85 | 85 | °C | |
Intake Air | 39 | 39 | 39 | 39 | 39 | °C | |
Battery Voltage | 13.222 | 13.300 | 12.109 | 11.972 | 11.854 | V | |
Throttle Sensor Volt % | 16.5 | 16.5 | 16.0 | 15.6 | 15.6 | % | |
Throttl Sensor #2 Volt % | 48.2 | 48.2 | 47.8 | 47.2 | 47.2 | % | |
Throttle Sensor Position | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | % | |
Throttle Motor DUTY | 16.5 | 16.5 | 16.0 | 15.6 | 15.6 | % | |
Injector (Port) | 3628 | 2620 | 2744 | 2744 | 2744 | μs | |
Injection Volume (Cylinder 1) | 3.062 | 0.226 | 0.226 | 0.226 | 0.226 | ml | |
Fuel Pump/Speed Status | ON | ON | ON | ON | ON | ||
EVAP (Purge) VSV | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | % | |
Evap Purge Flow | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | % | |
Purge Density Learn Value | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | ||
EVAP System Vent Valve | OFF | OFF | OFF | OFF | OFF | ||
EVAP Purge VSV | OFF | OFF | OFF | OFF | OFF | ||
Purge Cut VSV Duty | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | % | |
Target Air-Fuel Ratio | 0.998 | 0.998 | 0.998 | 0.998 | 0.998 | ||
AF Lambda B1S1 | 0.999 | 0.999 | 0.999 | 0.999 | 0.999 | ||
AFS Voltage B1S1 | 3.258 | 3.258 | 3.258 | 3.258 | 3.258 | V | |
O2S B1S2 | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | V | |
Short FT #1 | 0.000 | 0.000 | 0.000 | 0.000 | 0.000 | % | |
Long FT #1 | 8.782 | 4.354 | -2.665 | -2.665 | -2.665 | % | |
Total FT #1 | 0.058 | 0.058 | 0.058 | 0.058 | 0.058 | ||
Fuel System Status #1 | OL | OL | OL | OL | OL | ||
IGN Advance | 0.0 | 10.5 | 16.5 | 18.0 | 18.0 | Deg | |
Knock Feedback Value | -1.5 | -1.5 | -1.5 | -1.5 | -1.5 | °CA | |
Knock Correct Learn Value | 17.0 | 17.0 | 17.0 | 17.0 | 17.0 | °CA | |
Starter Signal | Close | Close | Close | Close | Close | ||
Ambient Temperature | 21 | 21 | 21 | 21 | 21 | °C |
INSPECTION PROCEDURE
- NOTICE:
- Inspect the fuses for circuits related to this system before performing the following inspection procedure.
- HINT:
- In contrast to normal malfunction diagnosis for components, circuits and systems, DTC P1604 is used to determine the malfunctioning area from the problem symptoms and freeze frame data when the user mentions problems such as starting difficulty.
As these DTCs can be stored as a result of certain user actions, even if these DTCs are output, if the customer makes no mention of problems, clear these DTCs without performing any troubleshooting and return the vehicle to the customer. - If any other DTCs are output, perform troubleshooting for those DTCs first.
- When the Data List item "Immobiliser Fuel Cut" is ON, the engine cannot be started.
- Read freeze frame data using the Techstream. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.
- When confirming the freeze frame data, be sure to check all 5 sets of freeze frame data (Click here).
- When confirming freeze frame data, if there are multiple items related to the cause of the malfunction, perform troubleshooting for all related items.
- Try to start the vehicle under the conditions recorded in the freeze frame data which were present when the malfunction occurred. Confirm the data at this time and compare it with the freeze frame data.
- If the malfunction does not reoccur, carefully check the vehicle conditions from when the malfunction occurred using freeze frame data.
- When performing inspections, jiggle the relevant wire harnesses and connectors in an attempt to reproduce malfunctions that do not always occur.
- If the same inspection or replacement procedure appears 2 times when performing an inspection procedure, it is not necessary to repeat the procedure the second time.
Malfunction Recurrence and Inspection Areas |
Freeze frame data exists, but the malfunction (starting difficulty) has not reoccurred and the malfunction conditions are unknown.
The engine speed recorded in the freeze frame data is 0 rpm (the engine does not crank).
- HINT:
- One of the following problems may be present: battery depletion, excess engine friction, a starter malfunction or a crankshaft position sensor malfunction.
- If the battery voltage is less than 6 V during cranking, there is a high probability that engine friction is abnormal.
- If the battery voltage drops to 5 V or less when starting the engine, the battery may be malfunctioning.
- Even when the engine speed is indicated as 0 rpm, if the battery voltage fluctuates while cranking the engine, it can be concluded that cranking is being performed. In such a case, the crankshaft position sensor and/or an ECM may be malfunctioning.
All engine speeds recorded in the freeze frame data are between 100 and 250 rpm (the engine cranks but there is no combustion).
- HINT:
- If the engine speed is between 100 and 250 rpm (no initial combustion), there may be a wiring problem or a complete failure of an ignition or fuel system part.
- Due to an engine coolant temperature sensor malfunction, the fuel injection volume is extremely high or low and the engine may not be able to be started.
The engine speed recorded in the freeze frame data is 250 rpm or higher (the initial combustion and starter turnoff timing is too late).
- HINT:
- If the engine speed is 250 rpm or higher (combustion occurs but the initial combustion and starter turnoff timing is too late), the fuel injection volume is often incorrect (too low or too high) and determining the cause of the malfunction is often difficult.
- Due to an engine coolant temperature sensor malfunction, the fuel injection volume is extremely high or low and engine starting trouble may occur.
- If Long FT #1 is incorrect, there may be a fuel supply problem due to the injectors or fuel pump being clogged, etc.
- If the engine cranking speed is too high, compression loss may have occurred due to carbon interfering with the valve operation.
When the malfunction (starting difficulty) can be reproduced, or malfunction conditions are known, perform the following inspections ("Problem symptoms" and "Systems to inspect"):
Problem symptoms
- The engine does not crank.
- HINT:
- The starter is normal if a noise that indicates the starter pinion gear is extending is heard. The battery may be fully depleted or there may be excess engine friction.
- The engine cranking speed is abnormal.
- HINT:
- If the engine cranking speed is too high (for example, 300 rpm or higher with no combustion), compression loss may have occurred because carbon interfered with valve operation, etc.
- There is no initial combustion.
- HINT:
- If there is no initial combustion, there is probably a wiring problem or an ignition or fuel system part malfunction.
- The engine stalls after starter turnoff.
- HINT:
- If the engine stalls after starter turnoff, the air-fuel ratio may be incorrect or the VVT may have a problem returning.
- The initial combustion and starter turnoff occur late.
- HINT:
- If the initial combustion and starter turnoff occur late, the fuel injection volume is probably incorrect (too low or too high).
- HINT:
- Causes of fuel system malfunctions according to conditions present at the time of the malfunction.
- When 2 to 3 minutes have elapsed after stopping the engine: Fuel pressure loss due to the pressure regulator failing to maintain the fuel pressure.
- When 15 to 120 minutes have elapsed after stopping the engine: Problem with injector fuel seal.
- When a long time has elapsed after stopping the engine: Pressure regulator is stuck open.
- The engine does not crank.
Systems to inspect.
- Intake system
- Ignition system
- Fuel system
- Intake system
INSPECTION FLOW |
Freeze frame data exists, but the malfunction (starting difficulty) has not reoccurred and the malfunction conditions are unknown.
Freeze Frame Data Item Result Suspected Area Procedure Engine Speed 0 rpm (no engine cranking at all) - Battery fully depleted
- Engine assembly (excess friction)
- Starter assembly
- Immobiliser system
- Crankshaft position sensor
- ECM
4 to 9 100 to 250 rpm (engine cranks but no initial combustion*1) - Fuel pump control system
- Ignition system
- Engine coolant temperature sensor
- Fuel injection system
10 to 14 250 rpm or higher (combustion occurs but initial combustion and starter turnoff*2 occur late) - Engine assembly (compression loss)
- Fuel injection system
- Fuel pump control system
15 to 23 - HINT:
- *1: First combustion after cranking begins.
- *2: Condition when engine speed increases and starter can be turned off.
- Battery fully depleted
When the malfunction (starting difficulty) can be reproduced, or when malfunction conditions are known.
Problem symptoms
Problem Symptom Suspected Area Suspected Component Procedure The engine does not crank Battery malfunction - Battery fully depleted
26 to 31 Starting system - Starter (includes pinion gear wear or tooth damage)
- Starting system
Immobiliser system - Immobiliser system
Engine assembly - Engine assembly (excess friction)
- Drive plate wear or tooth damage*1
- Flywheel wear or tooth damage*2
Cranking speed too low Battery malfunction - Battery fully depleted
32 to 34 Starting system - Starter assembly
Engine assembly - Engine assembly (excess friction)
Cranking speed too high Engine assembly - Engine assembly (compression loss)
There is no initial combustion Fuel supply problem - Maintenance of fuel pressure by pressure regulator
- Fuel injector leak
- Fuel leak from fuel line
- Fuel pump control system
- Fuel pump
35 to 50 Ignition system malfunction - Spark plug
- Crankshaft position sensor
- Ignition coil
Engine stalls after starter turnoff Air suction - Intake system connections
51 to 57 Deposits in throttle body - Throttle body
VVT valve does not return properly - Camshaft timing oil control valve (for intake or exhaust camshaft)
- VVT system
Mass air flow meter sub-assembly malfunction - Mass air flow meter
The initial combustion and starter turnoff occur late Engine coolant temperature sensor malfunction - Engine coolant temperature sensor
58 to 72 Mass air flow meter sub-assembly malfunction - Mass air flow meter
Abnormal air fuel ratio learning value - Air fuel ratio sensor
Deviation from fuel injection characteristics - Fuel injector
Wet-fouled or dry-fouled spark plug - Spark plug
Lack of fuel pressure - Pressure regulator
- Fuel pump
- Fuel pump control system
- *1: for Automatic transaxle models
- *2: for Manual transaxle models
- Battery fully depleted
Systems to inspect
Troubleshooting by System Suspected Area Suspected Component Procedure Fuel system troubleshooting A Abnormal air fuel ratio learning value - Fuel injector
92 to 99
100 to 107Rough idling - Crankshaft position sensor
Abnormal fuel pressure - Fuel
- Fuel leak from fuel line
- Fuel pump
- Pressure regulator
Fuel system troubleshooting B Abnormal concentration of HC in surge tank - Purge VSV system
- Fuel injector
- Intake valve
108 to 110 Fuel system troubleshooting C Injection signal system malfunction - Fuel injector
- Crankshaft position sensor
- Camshaft position sensor (for intake or exhaust camshaft)
- ECM
74 to 79 Intake system troubleshooting Difference between ISC target value and opening angle when idling - Engine assembly (compression loss)
- Valve timing
- Engine coolant temperature sensor
- ECM
89 to 91
111 to 113Ignition system troubleshooting Camshaft and/or crankshaft position sensor signal malfunction - Crankshaft position sensor system (including sensor installation)
- Camshaft position sensor (for intake or exhaust camshaft) system (including sensor installation)
- ECM
80 to 88
114 to 122- Fuel injector
1.CHECK ANY OTHER DTCS OUTPUT AND RECORD FREEZE FRAME DATA (IN ADDITION TO DTC P1604) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Trouble Codes.
Read the DTCs and record the Freeze Frame Data.
- HINT:
- This freeze frame data shows the actual engine conditions when engine starting trouble occurred.
- When confirming the freeze frame data, be sure to check all 5 data sets of freeze frame data.
- The fourth set of freeze frame data is the data recorded when the DTC is stored.
- Result:
Result Proceed to Only DTC P1604 is output A DTCs other than P1604 are output B
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A | |
2.CHECK ENGINE IMMOBILISER SYSTEM |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Data List / All Data / Immobiliser Fuel Cut.
Read the value displayed on the Techstream.
- OK:
- Immobiliser Fuel Cut is OFF
- Result:
Result Proceed to OK A NG (w/ smart key system) B NG (w/o smart key system) C
- HINT:
- If the engine is cranked immediately after reconnecting the battery cable (key verification for immobiliser system not completed), the engine cannot be started. Key verification needs to wait for several seconds after turning the ignition switch to ON.
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A | |
3.CHECK MALFUNCTION CONDITION |
Confirm the problem symptoms.
- Result:
Result Proceed to Freeze frame data exists, but the problem symptoms cannot be reproduced and the malfunction conditions are unknown A The problem symptoms can be reproduced, or the malfunction conditions are known B
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A | |
4.READ FREEZE FRAME DATA |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored (Click here).
- Result:
Freeze Frame Data Item for DTC P1604 Suspected Area Proceed to Engine Speed Battery Voltage All 0 rpm (no engine cranking at all) Minimum voltage is less than 5 V Battery fully depleted A Minimum voltage is 5 V or higher - Starter malfunction
- Crankshaft position sensor system
- Excess engine friction
- Immobiliser system
- ECM
B 100 to 250 rpm (engine cranks but no initial combustion) - - Fuel pump control system
- Ignition system
- Engine coolant temperature sensor
- Immobiliser system
- Fuel injection system
C 250 rpm or higher (combustion occurs but initial combustion and starter turnoff occur late) - - Engine assembly
- Fuel injection system
- Fuel pump control system
D - Starter malfunction
- HINT:
- When DTC P1604 is stored, either "Engine Start Hesitation"*1 or "Low Rev for Eng Start"*2 in the Freeze Frame Data will be ON. If "Low Rev for Eng Start" is ON, proceed to E.
- *1: This value turns ON when the engine speed does not reach a certain value for a certain period of time when starting the engine.
- *2: This value turns ON when the engine stalls immediately after starting the engine. If "Low Rev for Eng Start" is ON, as there is a possibility that the low engine speed or engine stall was caused by the user, confirm the following freeze frame data items.
- Immobiliser Fuel Cut
- Engine Speed (Starter off)
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A | ||
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5.READ FREEZE FRAME DATA |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored (Click here).
- Result:
Freeze Frame Data Item for DTC P1604 Result Suspected Area Proceed to Battery Voltage Minimum voltage is 6 V or higher and voltage does not fluctuate*1 Starter system A Minimum voltage is 6 V or higher and voltage fluctuates*2, *3 - Crankshaft position sensor system
- ECM
B Minimum voltage is 5 to 6 V*4 - Excess engine friction
- Battery fully depleted
C - Crankshaft position sensor system
- HINT:
*1: The 5 sets of freeze frame data show approximately the same battery voltage.- *2: The 5 sets of freeze frame data show different battery voltages.
- *3: If the voltage fluctuates, it can be determined that cranking is being performed normally. When the engine speed is 0 rpm, the crankshaft position sensor system and/or the ECM may be malfunctioning.
- *4: There may be excess engine friction. Make sure that the crankshaft rotates smoothly when turning it by hand. Excess engine friction may have occurred temporarily. Remove the cylinder head cover and oil pan, and check for foreign matter such as iron fragments. If there is a malfunction or signs of a malfunction present, perform a detailed inspection by disassembling all the parts.
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A | ||
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6.CHECK CRANKSHAFT POSITION SENSOR INSTALLATION |
Check the tightening and installation condition of the crankshaft position sensor bolt.
Check the connection of the crankshaft position sensor connector.
- OK:
- Sensor is installed correctly.
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OK | |
7.CHECK CRANKSHAFT POSITION SENSOR |
Disconnect the crankshaft position sensor connector.
Check for oil on the connector terminals.
- OK:
- No oil on the terminals.
Reconnect the crankshaft position sensor connector.
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OK | |
8.CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) |
Disconnect the crankshaft position sensor connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B13-1 - B31-93 (NE+) Always Below 1 Ω B13-2 - B31-117 (NE-) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B13-1 or B31-93 (NE+) - Body ground Always 10 kΩ or higher B13-2 or B31-117 (NE-) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the crankshaft position sensor connector.
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OK | |
9.CHECK CRANKSHAFT POSITION SENSOR |
Replace the crankshaft position sensor (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
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OK | ||
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10.READ FREEZE FRAME DATA |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored (Click here).
- Result:
Freeze Frame Data Item for DTC P1604 Suspected Area Proceed to Coolant Temp, Ambient Temp for A/C, Intake Air Coolant Temp, Ambient Temp for A/C Fuel Pump/Speed Status Difference between Coolant Temp, Ambient Temp for A/C and Intake Air is 10°C (18°F) or more*1 Coolant Temp is 125°C (257°F) or more, or lower than Ambient Temp for A/C by 15°C (59°F) or more - Engine coolant temperature sensor A Other than above All 5 sets of freeze frame data are ON - B At least 1 of the 5 sets of freeze frame data is OFF Fuel pump control circuit C Difference between Coolant Temp, Ambient Temp for A/C and Intake Air is less than 10°C (18°F)*2 - At least 1 of the 5 sets of freeze frame data is OFF Fuel pump control circuit C All 5 sets of freeze frame data are ON - B
- HINT:
- *1: A long time had not elapsed after stopping the engine.
- *2: A long time had elapsed after stopping the engine.
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A | ||
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11.PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP/SPEED) |
Connect the Techstream to the DLC3.
Disconnect the fuel pump connector.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump/Speed.
Measure the voltage according to the value(s) in the table below.
- Standard Voltage:
Tester Connection Condition Specified Condition L17-4 - Body ground Active Test is being performed 11 to 14 V
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the fuel pump connector.
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OK | |
12.CHECK FUEL INJECTOR ASSEMBLY (POWER SOURCE VOLTAGE) |
Disconnect the fuel injector connector.
Turn the ignition switch to ON.
Measure the voltage according to the value(s) in the table below.
- Standard Voltage:
Tester Connection Switch Condition Specified Condition B9-1 - Body ground Ignition switch ON 11 to 14 V B10-1 - Body ground Ignition switch ON 11 to 14 V B11-1 - Body ground Ignition switch ON 11 to 14 V B12-1 - Body ground Ignition switch ON 11 to 14 V
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the fuel injector connector.
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OK | |
13.PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP/SPEED) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump/Speed.
When performing the Active Test, check for fuel leakage from the fuel pipes.
- Result:
Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- When performing the Active Test, if there is no operating noise from the fuel pump, the fuel pump system may be malfunctioning.
- Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected.
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A | ||
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14.CHECK FUEL SYSTEM |
Check for foreign matter such as iron particles around the fuel pump (fuel pump, fuel pump filter, and inside the fuel tank), and for signs that the fuel pump was stuck.
- Result:
Result Proceed to There is foreign matter or signs that fuel pump was stuck A There is no foreign matter and no signs that fuel pump was stuck B
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A | ||
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15.READ FREEZE FRAME DATA |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored (Click here).
- Result:
Freeze Frame Data Item for DTC P1604 Suspected Area Proceed to Coolant Temp, Ambient Temp for A/C, Intake Air Coolant Temp, Ambient Temp for A/C Long FT #1 Engine Speed Difference between Coolant Temp, Ambient Temp for A/C and Intake Air is 10°C (18°F) or more Coolant Temp is 125°C (257°F) or more, or lower than Ambient Temp for A/C by 15°C (59°F) or more - - Engine coolant temperature sensor A Other than above -15% or less, or +15% or more - - Fuel pump control system
- Fuel injector assembly
B -15 to +15% Minimum speed is 300 rpm or more* Engine assembly C Minimum speed is below 300 rpm - Fuel system
- Intake air system
D Difference between Coolant Temp, Ambient Temp for A/C and Intake Air is less than 10°C (18°F) - -15% or less, or +15% or more - - Fuel pump control system
- Fuel injector assembly
B -15 to +15% Minimum speed is 300 rpm or more* Engine assembly C Minimum speed is below 300 rpm - Fuel system
- Intake air system
D - Fuel pump control system
- HINT:
- *: Compression loss may have occurred in the engine assembly.
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A | ||
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16.INSPECT FUEL INJECTOR ASSEMBLY |
Check that no carbon is stuck to the fuel injector assembly.
- OK:
- No carbon present.
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OK | |
17.CHECK FUEL SYSTEM |
Check for foreign matter such as iron particles around the fuel pump (fuel pump, fuel pump filter, and inside the fuel tank), and for signs that the fuel pump was stuck.
- Result:
Result Proceed to There is foreign matter or signs that fuel pump was stuck A There is no foreign matter and no signs that fuel pump was stuck B
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A | ||
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18.READ FREEZE FRAME DATA |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored (Click here).
- Result:
Freeze Frame Data Item for DTC P1604 Result Suspected Area Proceed to Coolant Temp Engine coolant temperature is 40°C (104°F) or less*1 Pressure regulator A Engine coolant temperature is 40 to 90°C (104 to 194°F)*2 Fuel injector assembly B Engine coolant temperature is 90°C (194°F) or more*3 Pressure regulator A
- HINT:
- *1: If the engine coolant temperature is 40°C (104°F) or less (after stopping the engine and the vehicle is not driven for a long period of time), the pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability to maintain fuel pressure after stopping the engine.
- *2: If the engine coolant temperature is 40 to 90°C (104 to 194°F) (15 to 120 minutes have passed after stopping the engine), there may be fuel leaking from a fuel injector.
- *3: If the engine coolant temperature is 90°C (194°F) or more (2 to 5 minutes have passed after stopping the engine), there may be a problem with the pressure regulator failing to maintain the fuel pressure. Attach a fuel pressure gauge and check the ability to maintain fuel pressure after stopping the engine.
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A | |
19.CHECK FUEL PRESSURE |
- HINT:
- For the fuel pressure inspection, refer to the following procedures (Click here).
Attach a fuel pressure gauge and check the fuel pressure after stopping the engine.
- Standard:
- 147 kPa (1.5 kgf/cm2, 21 psi) or higher (5 minutes after stopping the engine)
- HINT:
- If the engine cannot be started, read the values after cranking the engine.
- Result:
Result Proceed to NG A OK B
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A | ||
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20.CHECK FUEL INJECTOR ASSEMBLY |
Clean the inside of the surge tank with compressed air.
After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes.
- Result:
Result Proceed to 400 ppm or higher A Less than 400 ppm B
- HINT:
- If the concentration is 400 ppm or higher, a fuel injector may have a sealing problem.
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A | |
21.CHECK FUEL INJECTOR ASSEMBLY |
Inspect the fuel injectors (Click here).
- Result:
Result Proceed to NG A OK B
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A | ||
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22.CHECK THROTTLE BODY |
Check if carbon is in the air flow passage.
- Result:
Result Proceed to Carbon in passage A No carbon present B
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A | ||
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23.CHECK INTAKE SYSTEM |
Check the intake system for vacuum leaks (Click here).
- OK:
- No leaks from intake system.
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OK | |
24.PERFORM SIMULATION TEST |
Check if the engine can be started.
- Result:
Result Proceed to Engine can be started A Engine cannot be started B
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A | ||
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25.CHECK MALFUNCTION CONDITION |
Confirm the problem symptoms.
- HINT:
- The problem symptoms below can be determined by reading the freeze frame data.
- Result:
Problem Symptom Suspected Area Proceed to The engine does not crank - Battery fully depleted
- Starter (includes pinion gear wear or teeth damage)
- Starter system
- Engine assembly (excess friction)
- Drive plate wear or teeth damage*4
- Flywheel wear or teeth damage*5
A Abnormal cranking speed - Battery fully depleted
- Starter
- Engine assembly (excess friction, compression loss)
B There is no initial combustion (combustion does not occur even once)*1 - Fuel pressure of pressure regulator maintained
- Fuel injector leak
- Fuel leak from fuel line
- Fuel pump control system
- Fuel pump
- Spark plug
- Crankshaft position sensor
- Ignition coil system
C The engine stalls after starter turnoff (engine stalls immediately after the first time the engine speed increases)*2 - Intake system connections
- Throttle body
- Camshaft timing oil control valve
- Mass air flow meter sub-assembly
D The initial combustion and starter turnoff occur late*3 - Engine coolant temperature sensor
- Mass air flow meter sub-assembly
- Air fuel ratio sensor
- Heated oxygen sensor
- Fuel injector
- Spark plug
- Pressure regulator
- Fuel pump
- Fuel pump control system
E - Battery fully depleted
- HINT:
- If there is hesitation (cranking speed is slow and combustion occurs before passing TDC) during the initial cranking period, the battery charge may be insufficient or the starter may be malfunctioning.
- *1: If there is no initial combustion, a wire harness may be malfunctioning, or the ignition or fuel system may be malfunctioning.
- *2: If the engine stalls after starter turnoff, the air-fuel ratio may be incorrect or the camshaft timing oil control valve may have a problem returning.
- *3: If the initial combustion and starter turnoff occur late, the fuel injection volume may be incorrect (too low or too high).
- *4: for Automatic transaxle models
- *5: for Manual transaxle models
|
| ||||
|
| ||||
|
| ||||
|
| ||||
A | |
26.PERFORM SIMULATION TEST |
When cranking the engine, check for a noise indicating that the starter pinion gear is extending, and check that the starter pinion gear is not spinning freely.
- Result:
Problem Symptom Suspected Area Proceed to A noise indicating that the starter pinion gear is extending is heard and the starter pinion gear is not spinning freely*1 - Battery
- Excess engine friction
- Starter
A A noise indicating that the starter pinion gear is extending is heard but the starter pinion gear is spinning freely - Drive plate*2
- Flywheel*3
- Starter
B A noise indicating that the starter pinion gear is extending is not heard - Battery
- Starter
- Starter system
C - Battery
- HINT:
- *1: The battery may be fully depleted or there may be excess engine friction.
- *2: for Automatic transaxle models
- *3: for Manual transaxle models
|
| ||||
|
| ||||
A | |
27.INSPECT BATTERY |
Inspect the battery (Click here).
|
| ||||
OK | |
28.CHECK ENGINE ASSEMBLY |
Check that the crankshaft rotates smoothly when rotating it by hand.
- OK:
- Crankshaft rotates smoothly.
- HINT:
- Excess engine friction may have occurred temporarily. Remove the cylinder head cover and oil pan, and check for foreign matter such as iron fragments. If there is a malfunction or signs of a malfunction present, perform a detailed inspection by disassembling all the parts.
|
| ||||
OK | ||
|
29.CHECK STARTER ASSEMBLY |
Remove the starter assembly (Click here).
Check for starter pinion gear wear and damage.
- Standard:
- There is no wear or damage.
Result Result Proceed to NG A OK (Automatic transaxle models) B OK (Manual transaxle models) C
Install the starter assembly (Click here).
|
| ||||
|
| ||||
A | ||
|
30.INSPECT BATTERY |
Inspect the battery (Click here).
|
| ||||
OK | |
31.INSPECT STARTER ASSEMBLY |
Inspect the starter assembly (Click here).
|
| ||||
OK | ||
|
32.PERFORM SIMULATION TEST |
Check the cranking speed.
- Result:
Problem Symptom Suspected Area Proceed to Cranking speed is slow (100 rpm or less) - Battery
- Starter assembly
- Excess engine friction
A Cranking speed is fast (300 rpm or more)* Engine compression loss B - Battery
- HINT:
- *: If the cranking speed is fast, there may be compression loss.
|
| ||||
A | |
33.INSPECT BATTERY |
Inspect the battery (Click here).
|
| ||||
OK | |
34.CHECK ENGINE ASSEMBLY |
Check that the crankshaft rotates smoothly when rotating it by hand.
- OK:
- Crankshaft rotates smoothly.
- HINT:
- Excess engine friction may have occurred temporarily. Remove the cylinder head cover and oil pan, and check for foreign matter such as iron fragments. If there is a malfunction or signs of a malfunction present, perform a detailed inspection by disassembling all the parts.
|
| ||||
OK | ||
|
35.CHECK FUEL INJECTOR ASSEMBLY |
Using a sound scope or screwdriver, check for an fuel injector assembly operating noise while cranking the engine.
- OK:
- Fuel injector assembly operating noise is heard.
|
| ||||
OK | |
36.CHECK FUEL PRESSURE |
Inspect the fuel pressure (Click here).
|
| ||||
OK | |
37.CHECK SPARK PLUG AND SPARK |
Check for sparks (Click here).
|
| ||||
OK | |
38.CONFIRM VEHICLE CONDITION |
Confirm the conditions present when the malfunction occurred based on the customer problem analysis.
- Result:
Problem Symptom Suspected Area Proceed to When the engine is stopped and a long time has passed, engine starting trouble occurs*1 Pressure regulator is stuck open A When the engine is stopped and approximately 15 to 120 minutes have passed, engine starting trouble occurs*2 Fuel injector leak B When the engine is stopped and approximately 2 to 3 minutes have passed, engine starting trouble occurs*3 Failure to maintain fuel pressure by pressure regulator A Condition other than above, or there is an inconsistency in the conditions present when engine starting trouble occurs - C*4
- HINT:
- *1: The pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability to maintain fuel pressure after stopping the engine.
- *2: Fuel may be leaking from a fuel injector assembly.
- *3: The pressure regulator may not be able to maintain the fuel pressure. Attach a fuel pressure gauge and check the ability to maintain fuel pressure after stopping the engine.
- *4: From step 73, perform fuel system troubleshooting C (steps 74 to 79).
|
| ||||
|
| ||||
A | |
39.CHECK FUEL PRESSURE |
- HINT:
- For the fuel pressure inspection, refer to the following procedures (Click here).
Attach a fuel pressure gauge and check the fuel pressure after stopping the engine.
- Result:
Result Proceed to Less than 147 kPa (1.5 kgf/cm2)
(5 minutes after stopping the engine)A 147 kPa (1.5 kgf/cm2) or higher
(5 minutes after stopping the engine)B*
- HINT:
- If the engine cannot be started, check the fuel pressure after cranking the engine.
- *: From step 73, perform fuel system troubleshooting C (steps 74 to 79).
|
| ||||
A | ||
|
40.CHECK FUEL INJECTOR ASSEMBLY |
After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes.
- Result:
Result Proceed to 400 ppm or higher A Less than 400 ppm B*
- HINT:
- If the concentration is 400 ppm or higher, a fuel injector may have a sealing problem.
- *: From step 73, perform fuel system troubleshooting C (steps 74 to 79).
|
| ||||
A | ||
|
41.INSPECT SPARK PLUG |
Inspect the spark plugs (Click here).
- HINT:
- Even if the spark plug of only one cylinder is malfunctioning, replace the spark plugs of all cylinders.
|
| ||||
OK | |
42.READ VALUE USING TECHSTREAM (ENGINE SPEED) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Data List / Engine Speed.
Start the engine.
While running the engine, read the Engine Speed value.
- Standard:
- A value that matches the actual engine speed is constantly output.
- HINT:
- Check the engine speed using a line graph.
- If the engine cannot be started, check the engine speed while cranking the engine.
- If the engine speed is 0 rpm, the crankshaft position sensor may have an open or short circuit.
|
| ||||
OK | |
43.CHECK IGNITION COIL ASSEMBLY (POWER SOURCE VOLTAGE) |
Disconnect the ignition coil connector.
Turn the ignition switch to ON.
Measure the voltage according to the value(s) in the table below.
- Standard Voltage:
Tester Connection Switch Condition Specified Condition B26-1 (+B) - B26-4 (GND) Ignition switch ON 11 to 14 V B27-1 (+B) - B27-4 (GND) Ignition switch ON 11 to 14 V B28-1 (+B) - B28-4 (GND) Ignition switch ON 11 to 14 V B29-1 (+B) - B29-4 (GND) Ignition switch ON 11 to 14 V
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
- When this inspection is performed, the MIL may illuminate. After finishing the inspection, check and clear the DTCs (Click here).
Reconnect the ignition coil connector.
|
| ||||
OK | |
44.CHECK HARNESS AND CONNECTOR (IGNITION COIL - ECM) |
Disconnect the ignition coil connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B26-2 (IGF) - B31-82 (IGF1) Always Below 1 Ω B27-2 (IGF) - B31-82 (IGF1) Always Below 1 Ω B28-2 (IGF) - B31-82 (IGF1) Always Below 1 Ω B29-2 (IGF) - B31-82 (IGF1) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B26-2 (IGF) or B31-82 (IGF1) - Body ground Always 10 kΩ or higher B27-2 (IGF) or B31-82 (IGF1) - Body ground Always 10 kΩ or higher B28-2 (IGF) or B31-82 (IGF1) - Body ground Always 10 kΩ or higher B29-2 (IGF) or B31-82 (IGF1) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the ignition coil connector.
|
| ||||
OK | |
45.CHECK HARNESS AND CONNECTOR (IGNITION COIL - ECM) |
Disconnect the ignition coil connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B26-3 (IGT1) - B31-109 (IGT1) Always Below 1 Ω B27-3 (IGT2) - B31-108 (IGT2) Always Below 1 Ω B28-3 (IGT3) - B31-107 (IGT3) Always Below 1 Ω B29-3 (IGT4) - B31-106 (IGT4) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B26-3 (IGT1) or B31-109 (IGT1) - Body ground Always 10 kΩ or higher B27-3 (IGT2) or B31-108 (IGT2) - Body ground Always 10 kΩ or higher B28-3 (IGT3) or B31-107 (IGT3) - Body ground Always 10 kΩ or higher B29-3 (IGT4) or B31-106 (IGT4) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
- If the wire harness is normal, after replacing the ignition coil, check if engine starting trouble occurs again. If engine starting trouble occurs again, proceed to step 73 and perform troubleshooting for the ignition system (steps 80 to 88).
Reconnect the ECM connector.
Reconnect the ignition coil connector.
|
| ||||
OK | ||
|
46.PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP/SPEED) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump/Speed.
When performing the Active Test, check for an operating sound from the fuel pump.
- Standard:
Techstream Operation Specified Condition ON Operating sound heard OFF Operating sound not heard
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
|
| ||||
OK | |
47.PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP/SPEED) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump/Speed.
When performing the Active Test, check for fuel leakage from the fuel pipes.
- Result:
Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected.
- If there are no fuel leaks, after inspecting the fuel pump control system, check if engine starting trouble occurs again. If engine starting trouble occurs again, proceed to step 73 and perform fuel system troubleshooting (steps 74 to 79).
|
| ||||
A | ||
|
48.READ VALUE USING TECHSTREAM (ENGINE SPEED) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Data List / Engine Speed.
Start the engine.
While running the engine, read the Engine Speed value.
- Standard:
- A value that matches the actual engine speed is constantly output.
- HINT:
- Check the engine speed using a line graph.
- If the engine cannot be started, check the engine speed while cranking the engine.
- If the engine speed is 0 rpm, the crankshaft position sensor may have an open or short circuit.
|
| ||||
OK | |
49.CHECK FUEL INJECTOR ASSEMBLY (POWER SOURCE VOLTAGE) |
Disconnect the fuel injector assembly connector.
Turn the ignition switch to ON.
Measure the voltage according to the value(s) in the table below.
- Standard Voltage:
Tester Connection Switch Condition Specified Condition B9-1 - Body ground Ignition switch ON 11 to 14 V B10-1 - Body ground Ignition switch ON 11 to 14 V B11-1 - Body ground Ignition switch ON 11 to 14 V B12-1 - Body ground Ignition switch ON 11 to 14 V
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the fuel injector assembly connector.
|
| ||||
OK | |
50.CHECK HARNESS AND CONNECTOR (FUEL INJECTOR ASSEMBLY - ECM) |
Disconnect the fuel injector assembly connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B9-2 - B31-86 (#10) Always Below 1 Ω B10-2 - B31-85 (#20) Always Below 1 Ω B11-2 - B31-84 (#30) Always Below 1 Ω B12-2 - B31-83 (#40) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B9-2 or B31-86 (#10) - Body ground Always 10 kΩ or higher B10-2 or B31-85 (#20) - Body ground Always 10 kΩ or higher B11-2 or B31-84 (#30) - Body ground Always 10 kΩ or higher B12-2 or B31-83 (#40) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the fuel injector assembly connector.
|
| ||||
OK | ||
|
51.INSPECT MASS AIR FLOW METER |
Inspect the mass air flow meter sub-assembly (Click here).
|
| ||||
OK | |
52.CHECK INTAKE SYSTEM |
Check for air suction in the intake system [vacuum hose disconnection, cracks, damaged gaskets, etc.] (Click here).
- HINT:
- If the accelerator pedal is released after racing the engine, the inspection is easier to perform because the vacuum inside the intake manifold increases and the air suction noise becomes louder.
- If Short FT #1 and Long FT #1 are largely different from the normal values when idling (intake air volume is small) and almost the same as the normal values when racing the engine (intake air volume is high), air leakage may be present.
- Standard:
- There is no air suction.
|
| ||||
OK | |
53.CHECK THROTTLE BODY |
Disconnect the throttle body connector.
- HINT:
- When the connector is disconnected, the vehicle enters fail-safe mode and the throttle valve opening angle is 4 to 7°.
Crank the engine and check that it starts.
- Result:
Result Proceed to Engine starts A Engine does not start B
Connect the throttle body connector.
- HINT:
- When this inspection is performed, the MIL may illuminate. After finishing the inspection, check and clear the DTCs (Click here).
|
| ||||
A | |
54.CHECK THROTTLE BODY |
Check if carbon is in the air flow passage.
- Standard:
- No carbon present.
|
| ||||
OK | |
55.PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE VVT LINEAR) |
Connect the Techstream to the DLC3.
Start the engine.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the VVT Linear (Bank 1).
- HINT:
- When performing the Active Test, make sure the A/C is on and the shift lever is in neutral.
Check the engine speed while operating the Oil Control Valve (OCV) using the Techstream.
- OK:
Techstream Operation Specified Condition 0% Normal engine speed 100% Engine idles roughly or stalls
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- When the results of the inspection using the Active Test are normal but the valve operating noise is abnormal, check the valve for any signs of problems.
- If the camshaft timing oil control valve is stuck on, the valve overlap increases and combustion worsens due to the internal EGR which may cause rough idle or cause the engine to stall.
|
| ||||
OK | |
56.PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE VVT EXHAUST LINEAR) |
Connect the Techstream to the DLC3.
Start the engine.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the VVT Exhaust Linear (Bank 1).
Check the engine speed while operating the oil control valve using the Techstream.
- OK*:
Techstream Operation Specified Condition 0% Normal engine speed 100% Engine idles roughly or stalls
- Result:
Result Proceed to NG A OK B
- HINT:
- *: From step 73, perform intake system troubleshooting (steps 89 to 91). If engine starting trouble still occurs, perform fuel system troubleshooting A (steps 92 to 99).
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- When the results of the inspection using the Active Test are normal but the valve operating noise is abnormal, check the valve for any signs of problems.
- If the camshaft timing oil control valve is stuck on, the valve overlap increases and combustion worsens due to the internal EGR which may cause rough idle or cause the engine to stall.
|
| ||||
A | ||
|
57.CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - ECM) |
Disconnect the mass air flow meter sub-assembly connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B2-5 (VG) - B31-69 (VG) Always Below 1 Ω B2-4 (E2G) - B31-92 (E2G) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B2-5 (VG) or B31-69 (VG) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
- If the wire harness is normal, after replacing the mass air flow meter sub-assembly, check if engine starting trouble occurs again. If engine starting trouble occurs again, proceed to step 73 and perform intake system troubleshooting (steps 89 to 91). If engine starting trouble still occurs, perform fuel system troubleshooting A (steps 92 to 99).
Reconnect the ECM connector.
Reconnect the mass air flow meter sub-assembly connector.
|
| ||||
OK | ||
|
58.INSPECT ENGINE COOLANT TEMPERATURE SENSOR |
Inspect the engine coolant temperature sensor (Click here).
- HINT:
- If the engine coolant temperature sensor is malfunctioning, after replacing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 73 and perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
|
| ||||
OK | |
59.CHECK HARNESS AND CONNECTOR (ENGINE COOLANT TEMPERATURE SENSOR - ECM) |
Disconnect the engine coolant temperature sensor connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B58-2 - B31-64 (THW) Always Below 1 Ω B58-1 - B31-65 (ETHW) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B58-2 or B31-64 (THW) - Body ground Always 10 kΩ or higher B58-1 or B31-65 (ETHW) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
- If the wire harness or connector is malfunctioning, after replacing or repairing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 73 and perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
Reconnect the ECM connector.
Reconnect the engine coolant temperature sensor connector.
|
| ||||
OK | |
60.INSPECT MASS AIR FLOW METER |
Inspect the mass air flow meter sub-assembly (Click here).
- HINT:
- If the mass air flow meter sub-assembly is malfunctioning, after replacing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 73 and perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
|
| ||||
OK | |
61.CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - ECM) |
Disconnect the mass air flow meter sub-assembly connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B2-5 (VG) - B31-69 (VG) Always Below 1 Ω B2-4 (E2G) - B31-92 (E2G) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B2-5 (VG) or B31-69 (VG) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
- If the wire harness or connector is malfunctioning, after replacing or repairing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 73 and perform fuel system troubleshooting A (steps 100 to 107, fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113 and ignition system troubleshooting (steps 114 to 122), in that order.
Reconnect the ECM connector.
Reconnect the mass air flow meter sub-assembly connector.
|
| ||||
OK | |
62.READ VALUE USING TECHSTREAM |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Data List / Atmosphere Pressure and Long FT #1.
Read the value.
- Result:
Data List Item Result Suspected Area Proceed to Long FT #1 +25% or more or less than -25% - Air fuel ratio sensor
- Heated oxygen sensor
- Mass air flow meter sub-assembly
- Fuel injector assembly
- ECM
A Atmosphere Pressure 80 kPa (600 mmHg) or less (when altitude is 0 m) Both Data List items listed above Values are other than above - B - Air fuel ratio sensor
|
| ||||
A | |
63.PERFORM SIMULATION TEST |
Remove the EFI MAIN and ETCS fuses from the engine room relay block.
After 60 seconds or more elapse, install the EFI MAIN and ETCS fuses.
Check if the engine can be started.
- Result:
Result Proceed to Engine can be started A Engine cannot be started B
|
| ||||
A | |
64.INSPECT AIR FUEL RATIO SENSOR |
Connect the Techstream to the DLC3.
Start the engine, turn off all accessory switches and warm up the engine until the engine coolant temperature stabilizes.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Data List / Fuel System Status #1.
Confirm that Fuel System Status #1 is CL.
Enter the following menus: Powertrain / Engine and ECT / Data List / AF Lambda B1S1.
Confirm that AF Lambda B1S1 is within the range of 0.95 to 1.05 when idling.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume / All Data / AFS Voltage B1S1 and O2S B1S2.
Read the output voltage from the air fuel ratio sensor when increasing and decreasing the fuel injection volume.
- Standard:
Techstream Display Injection Volume Specified Condition AFS Voltage B1S1 12% Air fuel ratio sensor output voltage is below 3.1 V -12% Air fuel ratio sensor output voltage is higher than 3.4 V
- HINT:
- The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.
- If there is almost no response from the air fuel ratio sensor, a malfunction of the air fuel ratio sensor is suspected.
- If the air fuel ratio sensor is malfunctioning, after replacing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 73 and perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
|
| ||||
OK | |
65.INSPECT HEATED OXYGEN SENSOR |
Inspect the heated oxygen sensor (Click here).
- HINT:
- If the heated oxygen sensor is malfunctioning, after replacing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 73 and perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
|
| ||||
OK | |
66.PERFORM SIMULATION TEST |
Check if the idling speed is stable after starting the engine.
- OK:
- Idling speed is stable.
- HINT:
- After replacing the fuel injector assembly or mass air flow meter sub-assembly, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 73 and perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
|
| ||||
OK | ||
|
67.CHECK FUEL PRESSURE |
Inspect the fuel pressure (Click here).
|
| ||||
OK | |
68.INSPECT SPARK PLUG |
Inspect the spark plugs (Click here).
- Result:
Result Proceed to All cylinders are normal A One cylinder is abnormal*1 B All cylinders are abnormal*2, *3 C
- HINT:
- *1: If one cylinder is abnormal, replace the spark plug of that cylinder and inspect the ignition and fuel system for that cylinder. After performing repairs, check if engine starting trouble occurs again. If engine starting trouble still occurs, proceed to step 73 and perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
- *2: If all cylinders are abnormal, replace the spark plugs of all cylinders and check if engine starting trouble occurs again. If engine starting trouble still occurs, proceed to step 73 and perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
- *3: Engine starting trouble may occur if the vehicle is driven extremely short distances repeatedly.
|
| ||||
|
| ||||
A | |
69.CONFIRM VEHICLE CONDITION |
Confirm the conditions present when the malfunction occurred based on the customer problem analysis.
- Result:
Problem Symptom Suspected Area Proceed to When the engine is stopped and a long time has passed, engine starting trouble occurs*1 Pressure regulator is stuck open A When the engine is stopped and approximately 15 to 120 minutes have passed, engine starting trouble occurs*2 Fuel injector leak B When the engine is stopped and approximately 2 to 3 minutes have passed, engine starting trouble occurs*3 Failure to maintain fuel pressure by pressure regulator A Condition other than above, or there is an inconsistency in the conditions present when engine starting trouble occurs - C*4
- HINT:
- *1: The pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability to maintain fuel pressure after stopping the engine.
- *2: Fuel may be leaking from a fuel injector assembly.
- *3: The pressure regulator may not be able to maintain the fuel pressure. Attach a fuel pressure gauge and check the ability to maintain fuel pressure after stopping the engine.
- *4: From step 73, perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
|
| ||||
|
| ||||
A | |
70.CHECK FUEL PRESSURE |
- HINT:
- For the fuel pressure inspection, refer to the following procedures (Click here).
Attach a fuel pressure gauge and check the fuel pressure after stopping the engine.
- Result:
Result Proceed to Less than 147 kPa (1.5 kgf/cm2)
(5 minutes after stopping the engine)A 147 kPa (1.5 kgf/cm2) or higher
(5 minutes after stopping the engine)B*
- HINT:
- If the engine cannot be started, check the fuel pressure after cranking the engine.
- *: From step 73, perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
|
| ||||
A | ||
|
71.CHECK FUEL INJECTOR ASSEMBLY |
Clean the inside of the surge tank with compressed air.
After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes.
- Result:
Result Proceed to 400 ppm or higher A Less than 400 ppm B*
- HINT:
- If the concentration is 400 ppm or higher, a fuel injector may have a sealing problem.
- *: From step 73, perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
|
| ||||
A | ||
|
72.PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP/SPEED) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump/Speed.
When performing the Active Test, check for fuel leakage from the fuel pipes.
- Result:
Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected.
- If there are no fuel leaks, after inspecting the fuel pump control system, check if engine starting trouble occurs again. If engine starting trouble still occurs, proceed to step 73 and perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
|
| ||||
A | ||
|
73.CHECK MALFUNCTION CONDITION |
If the malfunction could not be identified during the inspection in steps 38, 39, 40 and 47, perform fuel system troubleshooting C (steps 74 to 79).
- Result:
Performed Step Troubleshooting by System Procedure Proceed to Steps 38, 39, 40 and 47 Fuel system troubleshooting C 74 to 79 A
If the malfunction could not be identified during the inspection in step 45, perform ignition system troubleshooting (steps 80 to 88).
- Result:
Performed Step Troubleshooting by System Procedure Proceed to Step 45 Ignition system troubleshooting 80 to 88 B
If the malfunction could not be identified during the inspection in steps 55, 56 and 57, perform intake air system troubleshooting (steps 89 to 91). If engine starting trouble still occurs, perform fuel system troubleshooting A (steps 92 to 99).
- Result:
Performed Step Troubleshooting by System Procedure Proceed to Step 55, 56, 57 Intake air system troubleshooting 89 to 91 C Fuel system troubleshooting A 92 to 99
If the malfunction could not be identified during the inspection in steps 58, 59, 60, 61, 64, 65, 66, 68, 69, 70, 71, 72, perform fuel system troubleshooting A (steps 100 to 107), fuel system troubleshooting B (steps 108 to 110), intake air system troubleshooting (steps 111 to 113), and ignition system troubleshooting (steps 114 to 122), in that order.
- Result:
Performed Step Troubleshooting by System Procedure Proceed to Steps 58, 59, 60, 61, 64, 65, 66, 68, 69, 70, 71, 72 Fuel system troubleshooting A 100 to 107 D Fuel system troubleshooting B 108 to 110 Intake air system troubleshooting 111 to 113 Ignition system troubleshooting 114 to 122
|
| ||||
|
| ||||
|
| ||||
A | |
74.INSPECT FUEL INJECTOR ASSEMBLY |
Inspect the fuel injectors assembly (Click here).
|
| ||||
OK | |
75.CHECK FUEL INJECTOR ASSEMBLY (POWER SOURCE VOLTAGE) |
Disconnect the fuel injector assembly connector.
Turn the ignition switch to ON.
Measure the voltage according to the value(s) in the table below.
- Standard Voltage:
Tester Connection Switch Condition Specified Condition B9-1 - Body ground Ignition switch ON 11 to 14 V B10-1 - Body ground Ignition switch ON 11 to 14 V B11-1 - Body ground Ignition switch ON 11 to 14 V B12-1 - Body ground Ignition switch ON 11 to 14 V
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the fuel injector assembly connector.
|
| ||||
OK | |
76.CHECK HARNESS AND CONNECTOR (FUEL INJECTOR ASSEMBLY - ECM) |
Disconnect the fuel injector assembly connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B9-2 - B31-86 (#10) Always Below 1 Ω B10-2 - B31-85 (#20) Always Below 1 Ω B11-2 - B31-84 (#30) Always Below 1 Ω B12-2 - B31-83 (#40) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B9-2 or B31-86 (#10) - Body ground Always 10 kΩ or higher B10-2 or B31-85 (#20) - Body ground Always 10 kΩ or higher B11-2 or B31-84 (#30) - Body ground Always 10 kΩ or higher B12-2 or B31-83 (#40) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the fuel injector assembly connector.
|
| ||||
OK | |
77.CHECK CRANKSHAFT POSITION SENSOR |
Replace the crankshaft position sensor (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
|
| ||||
OK | ||
|
78.CHECK CAMSHAFT POSITION SENSOR (FOR INTAKE CAMSHAFT) |
Replace the camshaft position sensor (for intake camshaft) (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
|
| ||||
OK | ||
|
79.CHECK CAMSHAFT POSITION SENSOR (FOR EXHAUST CAMSHAFT) |
Replace the camshaft position sensor (for exhaust camshaft) (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
|
| ||||
OK | ||
|
80.CHECK SENSOR INSTALLATION (CRANKSHAFT POSITION SENSOR) |
Check the tightening and installation condition of the crankshaft position sensor bolt.
Check the connection of the crankshaft position sensor connector.
- OK:
- Sensor is installed correctly.
|
| ||||
OK | |
81.CHECK SENSOR INSTALLATION (CAMSHAFT POSITION SENSOR (FOR INTAKE CAMSHAFT)) |
Check the tightening and installation condition of the camshaft position sensor (for intake camshaft) bolt.
Check the connection of the camshaft position sensor (for intake camshaft) connector.
- OK:
- Sensor is installed correctly.
|
| ||||
OK | |
82.CHECK SENSOR INSTALLATION (CAMSHAFT POSITION SENSOR (FOR EXHAUST CAMSHAFT)) |
Check the tightening and installation condition of the camshaft position sensor (for exhaust camshaft) bolt.
Check the connection of the camshaft position sensor (for exhaust camshaft) connector.
- OK:
- Sensor is installed correctly.
|
| ||||
OK | |
83.CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) |
Disconnect the crankshaft position sensor connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B13-1 - B31-93 (NE+) Always Below 1 Ω B13-2 - B31-117 (NE-) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B13-1 or B31-93 (NE+) - Body ground Always 10 kΩ or higher B13-2 or B31-117 (NE-) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the crankshaft position sensor connector.
|
| ||||
OK | |
84.CHECK HARNESS AND CONNECTOR (CAMSHAFT POSITION SENSOR (FOR INTAKE CAMSHAFT) - ECM) |
Disconnect the camshaft position sensor (for intake camshaft) connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B21-1 (VVI+) - B31-94 (G2+) Always Below 1 Ω B21-2 (VVI-) - B31-118 (G2-) Always Below 1 Ω B21-3 (VC) - B31-119 (VCV1) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B21-1 (VVI+) or B31-94 (G2+) - Body ground Always 10 kΩ or higher B21-2 (VVI-) or B31-118 (G2-) - Body ground Always 10 kΩ or higher B21-3 (VC) or B31-119 (VCV1) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunction that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the camshaft position sensor (for intake camshaft) connector.
|
| ||||
OK | |
85.CHECK HARNESS AND CONNECTOR (CAMSHAFT POSITION SENSOR (FOR EXHAUST CAMSHAFT) - ECM) |
Disconnect the camshaft position sensor (for exhaust camshaft) connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B20-1 (VVE+) - B31-98 (EV1+) Always Below 1 Ω B20-2 (VVE-) - B31-120 (EV1-) Always Below 1 Ω B20-3 (VC2) - B31-121 (VCE1) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B20-1 (VVE+) or B31-98 (EV1+) - Body ground Always 10 kΩ or higher B20-2 (VVE-) or B31-120 (EV1-) - Body ground Always 10 kΩ or higher B20-3 (VC2) or B31-121 (VCE1) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunction that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the camshaft position sensor (for exhaust camshaft) connector.
|
| ||||
OK | |
86.CHECK CRANKSHAFT POSITION SENSOR |
Replace the crankshaft position sensor (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
|
| ||||
OK | ||
|
87.CHECK CAMSHAFT POSITION SENSOR (FOR INTAKE CAMSHAFT) |
Replace the camshaft position sensor (for intake camshaft) (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
|
| ||||
OK | ||
|
88.CHECK CAMSHAFT POSITION SENSOR (FOR EXHAUST CAMSHAFT) |
Replace the camshaft position sensor (for exhaust camshaft) (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
|
| ||||
OK | ||
|
89.READ VALUE USING TECHSTREAM (ISC LEARNING VALUE) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Data List / ISC Learning Value.
Start the engine and warm it up until the engine coolant temperature stabilizes with the A/C switch and all the accessory switches off.
- Result:
Data List Item Result Suspected Area Proceed to ISC Learning Value (Engine displacement (liters) x 0.9) or more - Valve timing
- Compression
A Less than (engine displacement (liters) x 0.9) - B - Valve timing
|
| ||||
A | |
90.CHECK CYLINDER COMPRESSION PRESSURE |
Inspect the compression (Click here).
|
| ||||
OK | ||
|
91.INSPECT ENGINE COOLANT TEMPERATURE SENSOR |
Inspect the engine coolant temperature sensor (Click here).
|
| ||||
OK | |
92.CHECK FUEL PRESSURE |
- HINT:
- For the fuel pressure inspection, refer to the following procedures (Click here).
Attach a fuel pressure gauge and check the fuel pressure when cranking the engine and after stopping the engine.
- Result:
Vehicle State Specified Condition Cranking engine 304 to 343 kPa (3.1 to 3.5 kgf/cm2) 5 minutes after stopping engine 147 kPa (1.5 kgf/cm2) or more
|
| ||||
OK | |
93.READ VALUE USING TECHSTREAM (LONG FT #1) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Data List / Long FT #1.
- Result:
Data List Item Result Suspected Area Proceed to Long FT #1 -15 to +15% - Wire harness or connector
- Fuel
A +15% or more, or less than -15% Fuel injector assembly B - Wire harness or connector
|
| ||||
A | |
94.PERFORM SIMULATION TEST |
Check if the idling speed after starting the engine is currently stable and has always been stable in the past.
- Result:
Problem Symptom Suspected Area Proceed to Current unstable idling speed or history of unstable idling speed Crankshaft position sensor system A All current and past idling speeds are stable Fuel B
- HINT:
- Through the customer problem analysis, confirm the fuel being used and the location at which the fuel was added to check if the malfunction is caused by the fuel in the vehicle.
|
| ||||
A | |
95.CHECK SENSOR INSTALLATION (CRANKSHAFT POSITION SENSOR) |
Check the tightening and installation condition of the crankshaft position sensor bolt.
Check the connection of the crankshaft position sensor connector.
- OK:
- Sensor is installed correctly.
|
| ||||
OK | |
96.CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) |
Disconnect the crankshaft position sensor connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B13-1 - B31-93 (NE+) Always Below 1 Ω B13-2 - B31-117 (NE-) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B13-1 or B31-93 (NE+) - Body ground Always 10 kΩ or higher B13-2 or B31-117 (NE-) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the crankshaft position sensor connector.
|
| ||||
OK | |
97.CHECK CRANKSHAFT POSITION SENSOR |
Replace the crankshaft position sensor (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
|
| ||||
OK | ||
|
98.PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP/SPEED) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump/Speed.
When performing the Active Test, check for fuel leakage from the fuel pipes.
- Result:
Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- When performing the Active Test, if there is no operating noise from the fuel pump, the fuel pump system may be malfunctioning.
- Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected.
|
| ||||
A | ||
|
99.INSPECT FUEL PUMP |
Inspect fuel pump (Click here).
- HINT:
- Make sure there is no foreign matter such as iron particles on the fuel pump and no signs that the fuel pump was stuck.
- Make sure the internal connector is securely connected.
- Make sure the fuel pump filter is not clogged.
|
| ||||
OK | ||
|
100.CHECK FUEL PRESSURE |
- HINT:
- For the fuel pressure inspection, refer to the following procedures (Click here).
Attach a fuel pressure gauge and check the fuel pressure after stopping the engine.
- Result:
Result Proceed to 147 kPa (1.5 kgf/cm2) or higher
(5 minutes after stopping the engine)A Less than 147 kPa (1.5 kgf/cm2)
(5 minutes after stopping the engine)B
|
| ||||
A | |
101.READ VALUE USING TECHSTREAM (LONG FT #1) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Data List / Long FT #1.
- Result:
Data List Item Result Suspected Area Proceed to Long FT #1 -15 to +15% - Wire harness or connector
- Fuel
A +15% or more, or less than -15% Fuel injector assembly B - Wire harness or connector
|
| ||||
A | |
102.PERFORM SIMULATION TEST |
Check if the idling speed after starting the engine is currently stable and has always been stable in the past.
- Result:
Problem Symptom Suspected Area Proceed to Current unstable idling speed or history of unstable idling speed Crankshaft position sensor system A All current and past idling speeds are stable Fuel B
- HINT:
- Through the customer problem analysis, confirm the fuel being used and the location at which the fuel was added to check if the malfunction is caused by the fuel in the vehicle.
|
| ||||
A | |
103.CHECK SENSOR INSTALLATION (CRANKSHAFT POSITION SENSOR) |
Check the tightening and installation condition of the crankshaft position sensor bolt.
Check the connection of the crankshaft position sensor connector.
- OK:
- Sensor is installed correctly.
|
| ||||
OK | |
104.CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) |
Disconnect the crankshaft position sensor connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B13-1 - B31-93 (NE+) Always Below 1 Ω B13-2 - B31-117 (NE-) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B13-1 or B31-93 (NE+) - Body ground Always 10 kΩ or higher B13-2 or B31-117 (NE-) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the crankshaft position sensor connector.
|
| ||||
OK | |
105.CHECK CRANKSHAFT POSITION SENSOR |
Replace the crankshaft position sensor (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
|
| ||||
OK | ||
|
106.PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP/SPEED) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump/Speed.
When performing the Active Test, check for fuel leakage from the fuel pipes.
- Result:
Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- When performing the Active Test, if there is no operating noise from the fuel pump, the fuel pump system may be malfunctioning.
- Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected.
|
| ||||
A | ||
|
107.INSPECT FUEL PUMP |
Inspect fuel pump (Click here).
- HINT:
- Make sure there is no foreign matter such as iron particles on the fuel pump and no signs that the fuel pump was stuck.
- Make sure the internal connector is securely connected.
- Make sure the fuel pump filter is not clogged.
|
| ||||
OK | |
108.CHECK PURGE VSV |
Disconnect the vacuum hose (on the canister side) of the purge VSV.
Start the engine.
Idle the engine.
Disconnect the purge VSV connector.
Check if air flows through the purge VSV.
- Standard:
- Air does not flow.
Reconnect the purge VSV connector.
Reconnect the vacuum hose.
- HINT:
- When this inspection is performed, the MIL may illuminate. After finishing the inspection, check and clear the DTCs (Click here).
|
| ||||
OK | |
109.CHECK FUEL INJECTOR ASSEMBLY |
Clean the inside of the surge tank with compressed air.
After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes.
- Result:
Result Proceed to 400 ppm or higher A Less than 400 ppm B
- HINT:
- If the concentration is 400 ppm or higher, a fuel injector may have a sealing problem.
|
| ||||
A | ||
|
110.CHECK INTAKE VALVE |
Check if carbon is on the intake valves.
- Result:
Result Proceed to Carbon is present A No carbon is present B
|
| ||||
A | ||
|
111.READ VALUE USING TECHSTREAM (ISC LEARNING VALUE) |
Connect the Techstream to the DLC3.
Turn the ignition switch to ON.
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Data List / ISC Learning Value.
Start the engine, turn off all accessory switches and warm up the engine until the engine coolant temperature stabilizes.
- Result:
Data List Item Result Suspected Area Proceed to ISC Learning Value (engine displacement (liters) x 0.9) or more - Valve timing
- Compression
A Less than (engine displacement (liters) x 0.9) - B - Valve timing
|
| ||||
A | |
112.CHECK CYLINDER COMPRESSION PRESSURE |
Inspect the compression (Click here).
|
| ||||
OK | ||
|
113.INSPECT ENGINE COOLANT TEMPERATURE SENSOR |
Inspect the engine coolant temperature sensor (Click here).
|
| ||||
OK | |
114.CHECK SENSOR INSTALLATION (CRANKSHAFT POSITION SENSOR) |
Check the tightening and installation condition of the crankshaft position sensor bolt.
Check the connection of the crankshaft position sensor connector.
- OK:
- Sensor is installed correctly.
|
| ||||
OK | |
115.CHECK SENSOR INSTALLATION (CAMSHAFT POSITION SENSOR (FOR INTAKE CAMSHAFT)) |
Check the tightening and installation condition of the camshaft position sensor (for intake camshaft) bolt.
Check the connection of the camshaft position sensor (for intake camshaft) connector.
- OK:
- Sensor is installed correctly.
|
| ||||
OK | |
116.CHECK SENSOR INSTALLATION (CAMSHAFT POSITION SENSOR (FOR EXHAUST CAMSHAFT)) |
Check the tightening and installation condition of the camshaft position sensor (for exhaust camshaft) bolt.
Check the connection of the camshaft position sensor (for exhaust camshaft) connector.
- OK:
- Sensor is installed correctly.
|
| ||||
OK | |
117.CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) |
Disconnect the crankshaft position sensor connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B13-1- B31-93 (NE+) Always Below 1 Ω B13-2 - B31-117 (NE-) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B13-1 or B31-93 (NE+) - Body ground Always 10 kΩ or higher B13-2 or B31-117 (NE-) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the crankshaft position sensor connector.
|
| ||||
OK | |
118.CHECK HARNESS AND CONNECTOR (CAMSHAFT POSITION SENSOR (FOR INTAKE CAMSHAFT) - ECM) |
Disconnect the camshaft position sensor (for intake camshaft) connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B21-1 (VVI+) - B31-94 (G2+) Always Below 1 Ω B21-2 (VVI-) - B31-118 (G2-) Always Below 1 Ω B21-3 (VC) - B31-119 (VCV1) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B21-1 (VVI+) or B31-94 (G2+) - Body ground Always 10 kΩ or higher B21-2 (VVI-) or B31-118 (G2-) - Body ground Always 10 kΩ or higher B21-3 (VC) or B31-119 (VCV1) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunction that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the camshaft position sensor (for intake camshaft) connector.
|
| ||||
OK | |
119.CHECK HARNESS AND CONNECTOR (CAMSHAFT POSITION SENSOR (FOR EXHAUST CAMSHAFT) - ECM) |
Disconnect the camshaft position sensor (for exhaust camshaft) connector.
Disconnect the ECM connector.
Measure the resistance according to the value(s) in the table below.
- Standard Resistance (Check for Open):
Tester Connection Condition Specified Condition B20-1 (VVE+) - B31-98 (EV1+) Always Below 1 Ω B20-2 (VVE-) - B31-120 (EV1-) Always Below 1 Ω B20-3 (VC2) - B31-121 (VCE1) Always Below 1 Ω
- Standard Resistance (Check for Short):
Tester Connection Condition Specified Condition B20-1 (VVE+) or B31-98 (EV1+) - Body ground Always 10 kΩ or higher B20-2 (VVE-) or B31-120 (EV1-) - Body ground Always 10 kΩ or higher B20-3 (VC2) or B31-121 (VCE1) - Body ground Always 10 kΩ or higher
- HINT:
- Jiggle the wire harness and connector to increase the likelihood of detecting malfunction that do not always occur.
- Make sure there is not an excessive amount of force applied to the wire harness.
Reconnect the ECM connector.
Reconnect the camshaft position sensor (for exhaust camshaft) connector.
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OK | |
120.CHECK CRANKSHAFT POSITION SENSOR |
Replace the crankshaft position sensor (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
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OK | ||
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121.CHECK CAMSHAFT POSITION SENSOR (FOR INTAKE CAMSHAFT) |
Replace the camshaft position sensor (for intake camshaft) (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
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OK | ||
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122.CHECK CAMSHAFT POSITION SENSOR (FOR EXHAUST CAMSHAFT) |
Replace the camshaft position sensor (for exhaust camshaft) (Click here).
Check the engine start operation.
- OK:
- Malfunction has been repaired successfully.
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OK | ||
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