Appendix D

Technical Reference & Specifications

Diagnostic Tester

Fig. D-1
TL874fD01

Engine Control Systems II - Course 874

D-1

Appendix D

DIAGNOSTIC REFERENCE INFORMATION

Vane Air Flow Meter (Vs)

Circuit
Description

The vane air flow meter is located in the intake air duct between the air
cleaner housing and the engine throttle body. It provides the ECM
information on the amount of load placed on the engine by directly
measuring intake air volume.
During engine operation, intake air flow reacts against the meters
measuring plate, which causes it to deflect in proportion to the volume
of air flow. This movement is transferred through a shaft to a movable
arm on the meters potentiometer (variable resistor). The Vs signal to
ECM varies according to the potentiometers position.
The vane air flow meter also houses the intake air temperature sensor
and a fuel pump switch. The fuel pump switch is used to maintain fuel
pump operation after start-up (when sufficient air flow exists to open
the measuring plate).

Vane
Air Flow Meter
Vc

E2

5.0
Voltage (V)

The Vs signal represents

the amount of load
placed on the engine.
The potentiometer
provides a variable
voltage signal back to
the Vs terminal of the
ECM.

As shown in the graph, Vs

signal voltage decreases with
higher air flow (larger
measuring plate opening). The
Vc - E2 line represents the 5V
reference source.

Vs

E2

NOTE: The 22R-E and 4A-GE

engines use an air flow meter
with opposite voltage logic.

0
Measuring Plate Opening

ECM

Air Flow Meter

Vc

r2

r1

Vc

5V Vc
R1

Vs
Vs

Pump Switch

E2

E2

E1

E1

Microcomputer
R2

Fig. D-2
TL874fD02

D-2

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Technical Reference & Specifications

Troubleshooting
Hints

The air flow meter is provided a regulated 5V reference at Vc terminal.

As indicated in the graph, the voltage reading at Vs terminal with
Ignition ON, Engine OFF should be between 3.7V - 4.3V.
Once the engine is started, Vs signal voltage should decrease to
indicate initial measuring plate opening.
The r2 resistor (which is connected in parallel to the r1) allows the
meter to continue to provide a Vs signal in the event an open occurs
in the main potentiometer (r1).
The R1 and R2 resistors provide the ECM with self-diagnostic
capabilities and also provides a fail-safe voltage in the event of an
open circuit.

OBD Diagnostic
Trouble Codes

OBD II
Diagnostic
Trouble Codes

Typical Serial
Data

DTC #

Effected Circuit

Diagnostic Trouble Code Detection Condition

31

Vs Circuit

Open or Short (Vc) in Air Flow Meter Circuit for Specified Time

32

Vs Circuit

Open or Short (Vc Vs) in Air Flow Meter Circuit

for Specified Time

DTC #

Effected Circuit

P0100

Air Flow Meter

Circuit

Air Flow Meter Circuit Malfunction

P0101

Air Flow Meter

Circuit

Air Flow Meter Circuit Range/Performance Problem

Diagnostic Trouble Code Detection Condition

Data Source

Name

Units

Warm Idle

OBD

Vs

volts

2.5V 0.5V1

OBD II

____________

____________

____________

V-BoB

Vs

volts

2.5V 0.5V1

1. 3VZ-FE = 2.8V 0.6V

Engine Control Systems II - Course 874

D-3

Appendix D

DIAGNOSTIC REFERENCE INFORMATION

Karman Vortex Air Flow Meter (Ks)

Circuit
Description

Like the vane air flow meter, the Karman Vortex Air Flow Meter is
located between the air cleaner housing and the engine's throttle body.
It also provides the ECM with the same type of information; an intake
air volume signal that is used to determine the amount of load placed
on the engine.
The operation of the Karman Vortex Air Flow Meter differs from that of
the vane type. During engine operation, a swirling effect is created in
the intake air stream when it reacts against the meter's vortex
generator. A sample of this pulsating air is then applied to a movable
metal foil mirror, which causes it to flutter. The oscillating mirror causes
light from the photo coupler's LED to be alternately applied and diverted
from a phototransistor.
As a result, the phototransistor rapidly switches the 5V Ks signal to the
ECM. As shown in the diagram, the frequency of the Ks signal increases
proportionally with intake air flow.

Karman Vortex
Air Flow Meter
Inside the Karman
Vortex air flow meter,
intake airflow oscillates
a movable mirror which
turns a light sensitive
photo transistor
on and off.

High
Voltage
Signal (Ks)

Volts

Low
Time
Low

High

Air Flow Meter

As shown in the
diagram, the Ks
5V square wave
signal increases in
frequency with
higher intake air
volume.

ECU
5V Vc
Vc

Vc

Ks

Ks

E2

E2

Fig. D-3
TL874fD03

D-4

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Technical Reference & Specifications

Troubleshooting
Hints

Remember a 5V signal operating at a 50% duty cycle will read

approximately 2.5V. Since Ks operates at approximately 50% duty
cycle during engine operation, Ks signal voltage will provide little
useful information during diagnosis.
Ks signal frequency changes dramatically with engine load changes.
For this reason, observing Ks frequency changes would provide the
most useful diagnostic information. Accurate Ks signal inspection
requires using an oscilloscope or high quality digital multimeter with
frequency capabilities (non-OBD vehicles).

OBD Diagnostic
Trouble Codes

OBD II
Diagnostic
Trouble Codes

Typical Serial
Data

DTC #

Effected Circuit

Diagnostic Trouble Code Detection Condition

31

Ks Circuit

DTC #

Effected Circuit

P0100

Air Flow Meter

Circuit

Air Flow Meter Circuit Malfunction

P0101

Air Flow Meter

Circuit

Air Flow Meter Circuit Range/Performance Problem

Open or Short in Air Flow Meter Circuit for Specified Time

Diagnostic Trouble Code Detection Condition

Data Source

Name

Units

Warm Idle

OBD

Ks

ms

40ms 15ms

OBD II

____________

____________

____________

V-BoB

Ks

ms

40ms 15ms

Engine Control Systems II - Course 874

D-5

Appendix D

DIAGNOSTIC REFERENCE INFORMATION

Mass (Hot-Wire) Air Flow Meter (VG)

Circuit
Description

The Mass Air Flow Meter provides some distinct advantages over the
"volume" type air flow meters. Since this type of air flow meter directly
measures air mass (and not just volume), any factor affecting the
density of the intake air will influence the output signal. These factors
include air temperature, humidity and altitude.
This type of Mass Air Flow Meter uses a "hot wire" and thermistor
placed in a path of sample intake air flow. It operates on the theory
that the hot wire is cooled by incoming air mass, in proportion to air
flow. The circuit is the hot wire and incoming air flow by regulating bot
wire current flow with the power transistor.
The circuit operates as a "feedback" system to equalize the electrical
potential between points A and B. If a difference exists, the operational
amplifier varies the output of the power transistor to rebalance the
circuit. In this way, a variable DC voltage signal is output to the VG
terminal of the ECM.

Mass
Air Flow Meter

As shown in the graph, VG

signal voltage increases with
higher intake air mass. The
ECM interprets higher VG
voltage as increased load
placed on the engine,
increasing injection quality
and retarding spark.

The Mass Air Flow Meter

signal takes into account
any factor affecting air
mass or density, such as:
air temperature, humidity
and altitude.
Incoming air cools the
hot wire, lowering its
resistance value and
increasing output voltage
at point B (VG signal).

+B
Power Transistor

Thermistor
Platinum Hot Wire
A

Output Voltage

Fig. D-4
TL874fD04

D-6

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Technical Reference & Specifications

Troubleshooting
Hints

Unlike volume airflow meters, this hot-wire mass air flow meter uses
battery voltage (+B) rather than the 5V-reference voltage source VC.
A VG signal check may be performed with Ignition ON, Engine OFF:
While blowing towards the hot wire, observe the VG signal changes.
On OBD II vehicles the following diagnostic rule applies:

OBD Diagnostic
Trouble Codes

OBD II
Diagnostic
Trouble Codes

Typical Serial
Data

a MAF reading of 0 gm/sec would indicate an open in +B circuit or

open or short in VG circuit.

a MAF reading of 271 gm/sec or more would indicate an open in

VG- (ground) circuit.

DTC #

Effected Circuit

Diagnostic Trouble Code Detection Condition

31

VG Circuit

DTC #

Effected Circuit

P0100

Air Flow Meter

Circuit

Air Flow Meter Circuit Malfunction

P0101

Air Flow Meter

Circuit

Air Flow Meter Circuit Range/Performance Problem

Open or Short in Air Flow Meter Circuit for Specified Time

Diagnostic Trouble Code Detection Condition

Data Source

Name

Units

Warm Idle

OBD

VG

gm/sec

3.8 1.2 gm/sec

OBD II

VG

gm/sec

3.8 1.2 gm/sec

V-BoB

VG

volts

0.7V to 1.7V

Engine Control Systems II - Course 874

D-7

Appendix D

DIAGNOSTIC REFERENCE INFORMATION

Engine Coolant Temperature Sensor Circuit (ECT)

Circuit
Description

The Engine Coolant Temperature sensor circuit is used to monitor

engine temperature, supplying the ECM with important information to
determine fuel enrichment, spark angle, idle speed control, and
emissions control system status.
The sensor, which is typically located near the thermostat housing, is a
negative temperature coefficient (NTC) thermistor. Sensor resistance
falls as the temperature rises. The sensor is connected in series with a
pull-up resistor in the ECM, which acts as a voltage divider. As
resistance of the sensor falls with increasing coolant temperatures, the
voltage drop across the sensor also falls. The sensor circuit, therefore,
generates an analog voltage signal, which varies inversely with the
temperature of the engine coolant.
Pull-up resistor Rl can have a resistance value of either 2.7K or 5K
depending on engine application The chart below shows the normal
signal voltage characteristics for both resistance values.

Engine Coolant
Temperature
Sensor Circuit
The Engine Coolant
Temperature sensor
monitors engine
temperature by use of a
voltage divider circuit.
The pull-up resistor in
the ECM is fixed value
while the resistance of
the sensor thermistor
varies inversely with
coolant temperature.

Fig. D-5
TL874fD05

D-8

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Technical Reference & Specifications

Troubleshooting
Hints

The Engine Coolant Temperature sensor signal is represented on a

Diagnostic Tester in F or C temperature units. When using the
Vehicle Break-out Box (V-BoB), coolant temperature can be displayed
either in temperature units or as a voltage (by toggling the F7 key.)
Engine Coolant Temperature sensor information is replaced by a
failsafe value whenever the ECM detects a fault in the circuit. When
troubleshooting with a Diagnostic Tester, using the OBD data stream,
failsafe value is displayed rather than actual value.
To quick check circuit integrity using the OBD data stream, install
a 1.2KW resistor across the ECT sensor harness terminals. If
temperature displayed on Diagnostic Tester reads between
approximately 35C (95F) to 43C (110F), the electrical circuit is good.
To quick check circuit integrity using OBD II or V-BoB data stream:

OBD Diagnostic
Trouble Codes

Disconnect sensor harness: displayed temperature should go to

approximately -40C (-40F) (5V)

Short sensor harness THW to E2: displayed temperature should go

to approximately 120C (248F) (0V)

DTC #
22

OBD II
Diagnostic
Trouble Codes

Typical Serial
Data

DTC #

Effected Circuit

Diagnostic Trouble Code Detection Condition

Engine Coolant
Detects an open or short circuit in the Engine Coolant
Temperature
Temperature circuit for more than a specified amount of time.
Sensor Circuit

Effected Circuit

Diagnostic Trouble Code Detection Condition

P0115

Engine Coolant
Detects an open or short circuit in the Engine Coolant
Temp. Circuit
Temperature circuit for more than a specified amount of time.
Malfuntion

P0116

Engine Coolant Detects sensor range or performance problem by monitoring the

Temp. Circuit time it takes for sensor signal to reach and exceed a specified
Range Problem minimum temperature.

Data
Source

Name

Units

Warm Idle

THW
shorted to
E2

Circuit
Open

OBD

ECT

F or C

85C to 104C
(185F) to (220F)

80C
(176F)

80C
(176F)

F or C

85C to 104C
(185F) to (220F)

120C
(248F)

-40C
(-40F)

F or C
or volts

85C to 104C
(185F) to (220F)
0.1V to 0.5V

120C
(248F) or
0V

-40C
(-40F) or
5V

COOLANT
OBD II

V-BoB

TEMP.
THW

Engine Control Systems II - Course 874

D-9

Appendix D

DIAGNOSTIC REFERENCE INFORMATION

Throttle Position (TP) and Closed Throttle Position (CTP)

Sensor Circuit
Circuit
Description

The Throttle Position sensor is attached to the throttle body. It monitors

throttle valve opening angle and closed throttle status.
The sensor generates an analog voltage signal, which varies in
proportion to throttle opening, from low to high as the throttle is
opened. The TP sensor also includes a digital idle contact switch, which
is closed at idle and opens as the throttle is tipped open. Signal
characteristics are represented by the graph shown below.
Information from the this sensor is used by the ECM to make
judgments about power enrichment, deceleration fuel cut, idle air
control, spark advance angle corrections, and the status of emissions
control sub-systems.

Throttle
and Closed
Throttle Position
Sensor Circuit

(V)

TP signal can be easily

measured with a voltmeter or a
scan tool. The voltage signal
moves from low to high as the
throttle opens. The CTP signal
is low at idle and goes high
when the throttle is opened.

5-12
5
4

Throttle position sensor

uses a potentiometer and
simple switch contact to
monitor throttle angle
and closed throttle
status.

ut
utp
O
VTA

3
2
1
0

Fully Open

Idling

Closed

Throttle Valve

Open

Scan data is displayed in

degrees throttle valve angle or
in percentage of opening.

ECM
Throttle Position Sensor

5V
VC

12V

VTA
IDL
E2

Fig. D-6
TL874fD06

D-10

TOYOTA Technical Training

Technical Reference & Specifications

Troubleshooting
Hints

Throttle Position sensor signal is represented differently on OBD and

OBD II data streams. OBD displays opening angle in degrees ranging
from 0 to 75. OBD II displays throttle opening as a percentage of
wide-open throttle, ranging from about 5% to 80%.
On V-BoB, TP sensor signal is represented in degrees opening angle or
as an analog voltage (by toggling the F7 key).
Throttle angle scan data defaults to a failsafe value when a fault is
detected in the TP sensor circuit. Depending on application, throttle
angle will go to either 30 or 0 when a fault is detected, as long as the
CTP switch remains open. When the CTP switch closes, the signal
defaults to 0 and remains there. If the fault is intermittent, the TP
signal will return to normal only after the vehicle speed sensor
indicates 0 mph.
To quick check the circuit using a Diagnostic Tester, observe serial
data while depressing the accelerator pedal to wide open. Signal
should increase to near maximum. For intermittent problems, use
V-BoB data or oscilloscope.
Code 51 for CTP switch contact will only set when an open circuit
fault is detected. Shorted CTP will cause fuel cut to occur above fuel
cut rpm threshold.

OBD Diagnostic
Trouble Codes

OBD II
Diagnostic
Trouble Codes

Typical Serial
Data

DTC #

Effected Circuit

Diagnostic Trouble Code Detection Condition

41

Open or short detected in the VTA line to ECM for more than a
Throttle Position
specified amount of time. (NOTE: disconnected sensor will not
Sensor Circuit
set code 41)

51

Switch Condition Open detected in Closed Throttle Position switch circuit (NOTE: Only displays
when TE1 is grounded [code display mode]. Will also display if PNP signal
Signal
indicates trans in gear or if A/C input is ON. Code does not store in memory.

DTC #

Effected Circuit

Diagnostic Trouble Code Detection Condition

P0100

Open detected in circuit (VTA lower than specified with CTP

Throttle Position
switch open)
Sensor Circuit
Short detected in circuit (VTA higher than specified voltage)

P0121

Throttle Position
Sensor Signal With CTP switch closed, VTA is greater than specified voltage
Range Problem

Data Source

Name

Units

Key ON/Wide
Open Throttle

Warm Idle

OBD

Throttle

Open

> 70

OBD II

Throttle POS

% Open

65% to 75%

7% to 11%

V-BoB

VTA

Open or volts

>70 or 3.5Vto 4.8V 0 or 0.2V to 0.8V

Engine Control Systems II - Course 874

D-11

Appendix D

DIAGNOSTIC REFERENCE INFORMATION

Power Distribution Circuit

Circuit
Description

The power distribution circuit consists of a Main Relay, the ignition

switch, the ECM, and related wiring. There are basically two different
types of power distribution circuits, ECM controlled and ignition switch
controlled.
ECM controlled power distribution is used on applications with a Step
Motor IAC system. All other applications use the ignition switch
controlled system. In both cases, the power distribution electrical wiring
carries electrical current from the battery, through the Main Relay,
through the ECM, and back to the battery through the E1 ground.

WITH STEP TYPE IACV

Power
Distribution
Circuit
With Step Motor IACV
When the ignition switch
is in the Start or Run
position, current flows to
the ECM IGSW terminal,
signaling the ECM to
turn on the MREL circuit.
The ECM sends current
through the MREL circuit
and Main Relay pull-in
winding, to ground. This
closes the power contact,
causing current to flow to
the ECM +B terminals.

WITHOUT STEP TYPE IACV

Without Step Motor IACV

When the Ignition switch
is in the Start or Run
position, current flows
through the main relay
pull-in winding, to
ground, causing the
power contact to close.
This causes current to
flow through the power
contact to the ECM +B
terminals.
Fig. D-7
TL874fD07

D-12

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Technical Reference & Specifications

DIAGNOSTIC REFERENCE INFORMATION

Fuel Pump Control Circuit

Circuit
Description

Fuel pump control methods differ between models that use a vane air
flow meter and those that do not. On models using a vane air flow meter,
a fuel pump switch located inside the meter is used to maintain fuel
pump operation once the engine has started. During cranking, the STA
signal commands the circuit opening relay to provide power to the fuel
pump. After start-up, intake air flow opens the air flow meter's measuring
plate closing the fuel pump switch. As a result, the circuit opening relay
will maintain fuel pump operation after the engine has started.
On other systems, the circuit opening relay still operates the fuel pump
from the STA command during cranking; however after the engine has
started, the ECM must switch on the Fc circuit to continue pump
operation. On this type of system, the ECM must continue to see an
engine speed signal (NE) in order to continue operating the fuel pump
after the engine has started.

Fuel Pump
Control Circuit
During cranking, the
circuit opening relay
powers the fuel pump
based on the STA signal
command.
After start-up fuel control
differs in that systems
using a vane air flow
meter use a fuel pump
switch to maintain pump
operation. All others use
ECM control of the Fc
signal to maintain fuel
pump operation.

Terminal

+B

Fc

Fp

Cranking

12V

12V

Engine
Running

12V

< 1V

12V

Condition

As shown in the chart, Fc

control voltage is pulled low
(grounded) by either the fuel
pump switch (when intake
air flow is sufficient) or the
ECM (when Ne signal is
above a specified rpm) to
keep the fuel pump
operating after start-up.

Fig. D-8
TL874fD08

Engine Control Systems II - Course 874

D-13

Appendix D

DIAGNOSTIC REFERENCE INFORMATION

Injector Drive Circuit

Circuit
Description

The design of the injector drive circuit determines when each injector
delivers fuel in relation to the operating cycle of the engine. Depending
on the engine application, the drive circuit design may be either a
Simultaneous, Grouped, or Sequential type. In all designs, voltage is
supplied to the injectors from the ignition switch or EFI main relay and
the ECM controls injector operation by turning on the driver transistor
grounding the injector circuit.
On Simultaneous type drive circuits, all injectors are pulsed at the same
time by a common driver circuit. Injection occurs once per engine
revolution, just prior to TDC No. 1 cylinder. Twice per engine cycle, onehalf of the calculated fuel is delivered by the injectors. With Grouped
drive circuits, injectors are grouped in pairs and a separate driver
controls each group of injectors. Injection is timed to pulse just prior to
TDC for the leading cylinder in the pair. On Sequential drive circuits,
each injector is controlled separately and is timed to pulse just prior to
each intake valve opening.

Injector Drive Signal

Depending on engine application, the
injector drive circuit may be either a
Simultaneous, Grouped or Sequential type.

100ms/Division (Idling)

The horizontal line in the scope pattern

above represents battery voltage applied to
the injector circuit. As the injector driver
turns on (to open the injector) the signal
drops to near 0V. Once the driver opens (to
close the injector) a voltage spike occurs as
a result of the collapsing magnetic field.

Fig. D-9
TL874fD09

D-14

TOYOTA Technical Training

Technical Reference & Specifications

Troubleshooting
Hints

Diagnostic Trouble Code for injector circuit can set for any misfire,
regardless of cause.
No Diagnostic Trouble Codes for injector circuit on OBD equipped
engines.

OBD II Diagnostic
Trouble Codes

DTC #

Effected Circuit

P0201

Injector Circuit #1

P0202

Injector Circuit #2

P0203

Injector Circuit #3

P0204

Injector Circuit #4

P0205

Injector Circuit #5

P0206

Injector Circuit #6

Diagnostic Trouble Code Detection Condition

Specified cylinder misfire continuously
(two trip detection logic)

Engine Control Systems II - Course 874

D-15

Appendix D

DIAGNOSTIC REFERENCE INFORMATION

Ignition Circuit (IGT & IGF Signals)

Circuit
Description

The ignition timing (IGT) and ignition fail (IGF) signals provide crucial
information in the control of ignition system timing, injection timing,
and Fail-Safe activation. Based on an initial timing angle calculated
from the NE and G signals, the ECM outputs an IGT signal to the
igniter as a reference point from which it determines ignition dwell
period. A special circuit inside the igniter controls the ignition dwell
period by controlling when the power transistor is switched on. When
the ECM determines the proper time to provide spark, it turns the IGT
signal off, which turns the igniter power transistor off, producing a
spark.
The IGF signal is used by the ECM to determine if the ignition system is
working and to protect the catalytic converter. When the ECM does not
detect the IGF signal, the ECM goes into fail-safe mode. With no IGF
signal, the ECM will store a DTC(s), depending on model year and
number of cylinders affected. There are different fail-safe modes
depending on the ignition system, cylinder displacement and model
year. The following is general summary.

IGT & IGF Signal

Relationship
The IGT signal triggers
the igniter power
transistor. Without IGT,
spark will not occur.

IGT
2V/
Division

0V

The IGT signal

trailing edge
indicates the point
where the power
transistor is turned
off, firing the coil.

IGF

The IGF signal confirms

that an ignition event has
occurred. Without IGF,
the ECM shuts down
injection pules.

0V
5ms/Division (Idling)

The IGF signal is

generated by the
igniter each time
spark occurs.

Fig. D-10
TL874fD10

D-16

TOYOTA Technical Training

Technical Reference & Specifications

If there is no IGF signal on engines before 1998 model year, the ECM will
enter fail-safe and turn off all the fuel injectors.
Beginning with the 1998 model year, V-6 and V-8 engines equipped with
direct ignition system with integrated ignition coil/igniter (1 ignition
coil/lighter per cylinder), the engine will still run without the IGF signal,
but the MIL will be on.
Beginning with the 2001 model year on 1 ignition coil/igniter per cylinder
engines, the ECM fail-safe will turn off the fuel injector if there is no IGF
signal for that cylinder and if engine conditions (such as load and
temperature) are sufficient to damage the catalytic converter. If the IGF
signal returns to normal while the engine is running, the injector may
remain off until the next engine start.
Due to the rapid, high frequency nature of these signals, inspection
should be performed using an oscilloscope or high quality digital
multimeter with frequency capabilities.

Troubleshooting
Hints

On older systems, if engine will not start due to missing IGF, injectors
will pulse once or twice during cranking. Use injector test light to
confirm this condition.
Scan data indicates an injection duration even when injectors are
disabled due to IGF fuel cut fail-safe.
Regardless of the type of IGF fail-safe mode, the IGF DTCs must be
diagnosed before attempting to diagnose a fuel system/injection
problem. The IGF DTCs are one trip DTCs.
Use oscilloscope to diagnose IGT and IGF circuits.

OBD Diagnostic
Trouble Codes

OBD II
Diagnostic
Trouble Codes

DTC #

Effected Circuit

14

IGF Circuit

DTC #

Effected Circuit

P1300
Series

IGF/Igniter
Circuit
Malfunction

Diagnostic Trouble Code Detection Condition

ECM does not detect IGF signal for 6 consecutive IGT signals.

Diagnostic Trouble Code Detection Condition

ECM does not detect IGF signal for 6 or 8 consecutive IGT
signals with engine running.

Engine Control Systems II - Course 874

D-17