Fa20 Engine Control PDF

Last Modified: 3-27-2012 6.
4 K From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000002QU600LX
Title: FA20 ENGINE CONTROL: ACCELERATOR PEDAL: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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Last Modified: 3-27-2012 6.4 A From: 201203
Title: FA20 ENGINE CONTROL: ACCELERATOR PEDAL: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL ACCELERATOR PEDAL ASSEMBLY
NOTICE:
Avoid excessive force to the accelerator pedal assembly.
Do not disassemble the accelerator pedal assembly.
(a) Install the accelerator pedal assembly with the 2 nuts.
Torque: 7.5 N·m (77 kgf·cm, 66in·lbf)
(b) Connect the accelerator pedal assembly connector.
2. INSTALL ACCELERATOR PEDAL ROD COVER
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(a) Engage the new clip, and install the accelerator pedal rod cover.
3. INSTALL ACCELERATOR PEDAL ROD STOPPER

(a) Install the accelerator pedal rod stopper.
4. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL

Last Modified: 3-27-2012 6.4 G From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000003IHM006X
Title: FA20 ENGINE CONTROL: ACCELERATOR PEDAL: ON-VEHICLE INSPECTION (2013 FR-S)
ON-VEHICLE INSPECTION
1. INSPECT ACCELERATOR PEDAL ASSEMBLY

(a) Connect the Techstream to the DLC3.
(b) Turn the ignition switch to ON.
(c) Turn the Techstream on.
(d) Enter the following menus: Data List / Accel Sensor Out No. 1 and Accel Sensor Out No. 2.
(e) Read the value displayed on the Techstream.
Standard Voltage:
ACCELERATOR PEDAL OPERATION ACCEL SENSOR OUT NO. 1 ACCEL SENSOR OUT NO. 2
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Released 0.5 to 0.8 V 0.5 to 0.8 V
Depressed 2.4 to 3.5 V 2.4 to 3.5 V

Title: FA20 ENGINE CONTROL: ACCELERATOR PEDAL: REMOVAL (2013 FR-S)
REMOVAL
1. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL
2. REMOVE ACCELERATOR PEDAL ROD STOPPER
(a) Remove the accelerator pedal rod stopper.
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3. REMOVE ACCELERATOR PEDAL ROD COVER
(a) Disengage the clip, and remove the accelerator pedal rod
cover.
4. REMOVE ACCELERATOR PEDAL ASSEMBLY

(a) Disconnect the accelerator pedal assembly connector.
(b) Remove the 2 nuts and the accelerator pedal assembly.

Last Modified: 3-27-2012 6.4 K From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000001BOE00FX
Title: FA20 ENGINE CONTROL: AIR FUEL RATIO SENSOR: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM000000MUG00UX
Title: FA20 ENGINE CONTROL: AIR FUEL RATIO SENSOR: INSPECTION (2013 FR-S)
INSPECTION
1. INSPECT AIR FUEL RATIO SENSOR
(a) Measure the resistance according to the value(s) the table

below.
Standard Resistance:
TESTER CONNECTION CONDITION SPECIFIED CONDITION
1-2 20°C (68°F) 1.98 to 2.64 Ω
1-4 Always 10 kΩ or higher
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Text in Illustration
Component without harness connected

*a
(Air Fuel Ratio Sensor)
If the result is not as specified, replace the air fuel ratio

sensor.
Model Year: 2013 Model: FR-S Doc ID: RM000000MUF00WX
Title: FA20 ENGINE CONTROL: AIR FUEL RATIO SENSOR: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL AIR FUEL RATIO SENSOR
(a) Using SST, install the air fuel ratio sensor onto the
exhaust manifold.
SST: 09224-00010
Without SST - Torque: 21 N·m (214 kgf·cm, 16ft·lbf)
With SST - Torque: 18 N·m (184 kgf·cm, 13ft·lbf)
NOTICE:
If a component has been dropped or subjected to a
strong impact, replace it.
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HINT:
This torque value is effective when SST is parallel to the

torque wrench.
The "with SST" torque value is effective when using SST
with a fulcrum length of 30 mm (1.18 in.).
The "with SST" torque value is effective when using a
torque wrench with a fulcrum length of 180 mm (7.087
in.).
If using a torque wrench with a different length, or
connecting the torque wrench and SST at an angle, refer
to the alternate torque values .
(b) Engage the 2 clamps.
(c) Connect the air fuel ratio sensor connector.
2. CONNECT BATTERY NEGATIVE TERMINAL
3. INSPECT FOR EXHAUST GAS LEAK

Model Year: 2013 Model: FR-S Doc ID: RM000000MUI00YX
Title: FA20 ENGINE CONTROL: AIR FUEL RATIO SENSOR: REMOVAL (2013 FR-S)
REMOVAL
1. DISCONNECT BATTERY NEGATIVE TERMINAL
2. REMOVE AIR FUEL RATIO SENSOR
(a) Disconnect the air fuel ratio sensor connector.
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(b) Disengage the 2 clamps.
(c) Using SST, remove the air fuel ratio sensor from the
exhaust manifold.
SST: 09224-00010
Model Year: 2013 Model: FR-S Doc ID: RM000001BO600QX
Title: FA20 ENGINE CONTROL: CAMSHAFT OIL CONTROL VALVE: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM000003IHH008X
Title: FA20 ENGINE CONTROL: CAMSHAFT OIL CONTROL VALVE: INSPECTION (2013 FR-S)
INSPECTION
1. INSPECT CAMSHAFT TIMING OIL CONTROL VALVE
(a) Measure the resistance according to the value(s) in the

table below.
1-2 20°C (68°F) 6.85 to 7.65 Ω
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*a
(Camshaft Timing Oil Control Valve)
If the result is not as specified, replace the camshaft

timing oil control valve.
Model Year: 2013 Model: FR-S Doc ID: RM000001BO500PX
Title: FA20 ENGINE CONTROL: CAMSHAFT OIL CONTROL VALVE: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL CAMSHAFT TIMING OIL CONTROL VALVE (for Exhaust Side of Bank 2)
(a) Install the back-up ring to the camshaft timing oil control valve.
(b) Apply a light coat of engine oil to a new O-ring and install it to the camshaft timing oil control
valve.
(c) Install the camshaft timing oil control valve with the 2 bolts.
NOTICE:
If a component has been dropped or subjected to a strong impact, replace it.
Make sure that the O-ring is not damaged or does not jump out of position during installation.
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(d) Connect the camshaft timing oil control valve connector.
2. INSTALL CAMSHAFT TIMING OIL CONTROL VALVE (for Intake Side of Bank 2)
valve.
NOTICE:
3. INSTALL AIR CLEANER CAP WITH AIR CLEANER HOSE
4. INSTALL CAMSHAFT TIMING OIL CONTROL VALVE (for Exhaust Side of Bank 1)
valve.
NOTICE:
5. INSTALL CAMSHAFT TIMING OIL CONTROL VALVE (for Intake Side of Bank 1)
valve.
NOTICE:
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Model Year: 2013 Model: FR-S Doc ID: RM000003IHI00AX
Title: FA20 ENGINE CONTROL: CAMSHAFT OIL CONTROL VALVE: ON-VEHICLE INSPECTION (2013 FR-S)
1. INSPECT CAMSHAFT TIMING OIL CONTROL VALVE

(b) Start the engine.
(d) Turn the A/C switch on.
(e) Inspect the camshaft timing oil control valve (for intake side).
(1) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Linear (Bank 1).
(2) Check the engine speed while operating the camshaft timing oil control valve assembly (for
intake side) using the Techstream.
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OK:
TESTER OPERATION SPECIFIED CONDITION
0 deg (CA) Normal engine speed
36 deg (CA) Engine idles roughly or stalls
If the operation is not as specified, check the camshaft timing oil control valve, wire harness
and ECM.
(3) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Linear (Bank 2).
intake side) using the Techstream.
OK:
and ECM.
(f) Inspect the camshaft timing oil control valve (for exhaust side).
(1) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Exhaust Linear
(Bank 1).
exhaust side) using the Techstream.
OK:

and ECM.
(3) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Exhaust Linear
(Bank 2).
exhaust side) using the Techstream.
OK:
and ECM.
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Model Year: 2013 Model: FR-S Doc ID: RM000001BO700QX
Title: FA20 ENGINE CONTROL: CAMSHAFT OIL CONTROL VALVE: REMOVAL (2013 FR-S)
REMOVAL
2. REMOVE CAMSHAFT TIMING OIL CONTROL VALVE (for Intake Side of Bank 1)
(a) Disconnect the camshaft timing oil control valve

connector.
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(b) Remove the 2 bolts and the camshaft timing oil control valve.
(c) Remove the O-ring from the camshaft timing oil control
valve.
*1 O-ring
*2 Back-up Ring
(d) Remove the back-up ring from the camshaft timing oil control valve.
3. REMOVE CAMSHAFT TIMING OIL CONTROL VALVE (for Exhaust Side of Bank 1)

connector.
valve.
*1 O-ring
*2 Back-up Ring
4. REMOVE AIR CLEANER CAP WITH AIR CLEANER HOSE
5. REMOVE CAMSHAFT TIMING OIL CONTROL VALVE (for Intake Side of Bank 2)
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connector.
valve.
*1 O-ring
*2 Back-up Ring
6. REMOVE CAMSHAFT TIMING OIL CONTROL VALVE (for Exhaust Side of Bank 2)
connector.
valve.
*1 O-ring
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*2 Back-up Ring
Model Year: 2013 Model: FR-S Doc ID: RM000002Q9U00HX
Title: FA20 ENGINE CONTROL: CAMSHAFT POSITION SENSOR: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM000002Q9T00JX
Title: FA20 ENGINE CONTROL: CAMSHAFT POSITION SENSOR: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL VVT SENSOR (for Exhaust Side of Bank 2)

(a) Apply a light coat of engine oil to the new O-ring of the VVT sensor.
(b) Install the VVT sensor with the bolt.
(c) Connect the VVT sensor connector.
2. INSTALL NO. 1 ENGINE UNDER COVER
3. INSTALL VVT SENSOR (for Intake Side of Bank 2)

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(c) Connect the VVT sensor connector
4. INSTALL VVT SENSOR (for Exhaust Side of Bank 1)

5. INSTALL VVT SENSOR (for Intake Side of Bank 1)


Model Year: 2013 Model: FR-S Doc ID: RM000002Q9V00JX
Title: FA20 ENGINE CONTROL: CAMSHAFT POSITION SENSOR: REMOVAL (2013 FR-S)
REMOVAL
2. REMOVE VVT SENSOR (for Intake Side of Bank 1)
(a) Disconnect the VVT sensor connector.
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(b) Remove the bolt and VVT sensor.
(c) Remove the O-ring from the VVT sensor.
3. REMOVE VVT SENSOR (for Exhaust Side of Bank 1)
4. REMOVE VVT SENSOR (for Intake Side of Bank 2)

5. REMOVE NO. 1 ENGINE UNDER COVER
6. REMOVE VVT SENSOR (for Exhaust Side of Bank 2)
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Model Year: 2013 Model: FR-S Doc ID: RM000002Q9Y00JX
Title: FA20 ENGINE CONTROL: CRANKSHAFT POSITION SENSOR: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM000002QA000KX
Title: FA20 ENGINE CONTROL: CRANKSHAFT POSITION SENSOR: INSPECTION (2013 FR-S)
INSPECTION
1. INSPECT CRANKSHAFT POSITION SENSOR

table below.
1-2 Always 1836 to 2244 Ω
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Component without harness connected:
*a
(Crankshaft Position Sensor)
If the resistance is not as specified, replace the crankshaft

position sensor.
Model Year: 2013 Model: FR-S Doc ID: RM000002Q9X00JX
Title: FA20 ENGINE CONTROL: CRANKSHAFT POSITION SENSOR: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL CRANKSHAFT POSITION SENSOR

(a) Install the crankshaft position sensor with the bolt.
(b) Connect the crankshaft position sensor connector.
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Model Year: 2013 Model: FR-S Doc ID: RM000002Q9Z00JX
Title: FA20 ENGINE CONTROL: CRANKSHAFT POSITION SENSOR: REMOVAL (2013 FR-S)
REMOVAL
2. REMOVE CRANKSHAFT POSITION SENSOR
(a) Disconnect the crankshaft position sensor connector.
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(b) Remove the bolt and crankshaft position sensor.
Model Year: 2013 Model: FR-S Doc ID: RM0000047VL005X
Title: FA20 ENGINE CONTROL: ECM: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM0000047NH009X
Title: FA20 ENGINE CONTROL: ECM: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL ECM BRACKET

(a) Engage the 2 claws, and install the new ECM bracket to the ECM.
NOTICE:
After attaching the ECM bracket to the ECM, do not remove the ECM bracket.
If the ECM bracket is attached to the ECM the wrong way around, replace ECM bracket with new
items.
2. INSTALL ECM
NOTICE:
When replacing the ECM, do not use ECM with different specifications.
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(a) Install the ECM with the 2 nuts.
(b) Connect the 4 connectors to the ECM.
NOTICE:
Be sure to securely connect the connectors.
3. INSTALL CONTROL UNIT RELAY ASSEMBLY
4. INSTALL GLOVE COMPARTMENT DOOR ASSEMBLY
5. INSTALL INSTRUMENT SIDE PANEL RH
7. PERFORM INITIALIZATION
Model Year: 2013 Model: FR-S Doc ID: RM0000047NJ009X
Title: FA20 ENGINE CONTROL: ECM: REMOVAL (2013 FR-S)
REMOVAL
NOTICE:
If the ECM or ECM bracket have replaced, use the new ECM and new ECM bracket.
2. REMOVE INSTRUMENT SIDE PANEL RH
3. REMOVE GLOVE COMPARTMENT DOOR ASSEMBLY
4. REMOVE CONTROL UNIT RELAY ASSEMBLY
5. REMOVE ECM
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(a) Disconnect the 4 connectors from the ECM.
(b) Remove the 2 nuts and the ECM.
NOTICE:
If a component has been dropped or subjected to a
strong impact, replace it.
6. REMOVE ECM BRACKET
(a) Disengage the 2 claws, and remove ECM bracket.

Model Year: 2013 Model: FR-S Doc ID: RM000003II1008X
Title: FA20 ENGINE CONTROL: ENGINE COOLANT TEMPERATURE SENSOR: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM000000MTM00NX
Title: FA20 ENGINE CONTROL: ENGINE COOLANT TEMPERATURE SENSOR: INSPECTION (2013 FR-S)
INSPECTION
1. INSPECT ENGINE COOLANT TEMPERATURE SENSOR
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*1 Resistance *2 Temperature
*3 Acceptable - -

*a - -
(Engine Coolant Temperature Sensor)
(a) Partially soak the sensor in the water and warm up the water.
(b) Measure the resistance according to the value(s) in the table below.
Approximately. 20°C (68°F) 2.35 to 2.65 kΩ

1-2
Approximately. 80°C (176°F) 0.305 to 0.331 kΩ
NOTICE:
When checking the engine coolant temperature sensor in water, keep the terminals dry. After the
check, wipe the engine coolant temperature sensor dry.
If the result is not as specified, replace the engine coolant temperature sensor.
Title: FA20 ENGINE CONTROL: ENGINE COOLANT TEMPERATURE SENSOR: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL ENGINE COOLANT TEMPERATURE SENSOR

(a) Install a new gasket to the engine coolant temperature sensor.
(b) Using a 19 mm union nut wrench, install the engine coolant temperature sensor to the cylinder
head sub-assembly.
Torque: 18 N·m (184 kgf·cm, 13ft·lbf)
NOTICE:
If a component has been dropped or subjected a strong impact, replace it.
Use the torque value compensation formula to calculate the torque value for use when a torque
wrench is combined with a tool such as a ball joint lock nut wrench .
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(c) Connect the engine coolant temperature sensor connector.
2. INSTALL INTAKE MANIFOLD
3. FILL ENGINE COOLANT
4. INSPECT COOLANT LEAK
5. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL (for High Pressure)

Title: FA20 ENGINE CONTROL: ENGINE COOLANT TEMPERATURE SENSOR: REMOVAL (2013 FR-S)
REMOVAL
2. DRAIN ENGINE COOLANT
3. REMOVE INTAKE MANIFOLD
4. REMOVE ENGINE COOLANT TEMPERATURE SENSOR
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(a) Disconnect the engine coolant temperature sensor
connector.
(b) Using a 19 mm union nut wrench, remove the engine

coolant temperature sensor.
Title: FA20 ENGINE CONTROL: ENGINE OIL TEMPERATURE SENSOR: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM000000MTM00PX
Title: FA20 ENGINE CONTROL: ENGINE OIL TEMPERATURE SENSOR: INSPECTION (2013 FR-S)
INSPECTION
1. INSPECT ENGINE OIL TEMPERATURE SENSOR
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*a Resistance *b Temperature

*c Acceptable *d
(Engine oil Temperature Sensor)
(a) Partially soak the sensor in the water and warm up the water.
Approximately 20°C (68°F) 2.25 to 2.65 kΩ

1-2
Approximately 80°C (176°F) 0.305 to 0.331 kΩ
NOTICE:
When checking the engine oil temperature sensor in water, keep the terminals dry. After the
check, wipe the engine oil temperature sensor dry.
If the result is not as specified, replace the engine oil temperature sensor.
Title: FA20 ENGINE CONTROL: ENGINE OIL TEMPERATURE SENSOR: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL ENGINE OIL TEMPERATURE SENSOR

(a) Install a new gasket to the engine oil temperature sensor.
(b) Using a 19 mm deep socket wrench, install the engine oil temperature sensor to the cylinder head
sub-assembly.
(c) Connect the engine oil temperature sensor connector.
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Title: FA20 ENGINE CONTROL: ENGINE OIL TEMPERATURE SENSOR: REMOVAL (2013 FR-S)
REMOVAL
3. REMOVE ENGINE OIL TEMPERATURE SENSOR

(a) Disconnect the engine oil temperature sensor connector.
(b) Using a 19 mm deep socket wrench, remove the engine

oil temperature sensor.
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*1 19 mm Deep Socket Wrench

Model Year: 2013 Model: FR-S Doc ID: RM000001BOD00FX
Title: FA20 ENGINE CONTROL: HEATED OXYGEN SENSOR: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM000000MUK00UX
Title: FA20 ENGINE CONTROL: HEATED OXYGEN SENSOR: INSPECTION (2013 FR-S)
INSPECTION
1. INSPECT HEATED OXYGEN SENSOR
(a) Measure the resistance according to the value(s) the

table below.
1-2 20°C (68 °F) 5.0 to 6.4 Ω
1-4 Always 10 kΩ or higher
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*a
(Heated Oxygen Sensor)
If the result is not as specified, replace the heated oxygen

sensor.
Model Year: 2013 Model: FR-S Doc ID: RM000000MUJ00VX
Title: FA20 ENGINE CONTROL: HEATED OXYGEN SENSOR: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL HEATED OXYGEN SENSOR
(a) Using SST, install the heated oxygen sensor onto the
exhaust manifold assembly.
SST: 09224-00010
without SST - Torque: 21 N·m (214 kgf·cm, 16ft·lbf)
with SST - Torque: 18 N·m (184 kgf·cm, 13ft·lbf)
HINT:
This torque value is effective when SST is parallel to the
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torque wrench.
The "with SST" torque value is effective when using SST
with a fulcrum length of 30 mm (1.18 in.).
The "with SST" torque value is effective when using a
torque wrench with a fulcrum length of 180 mm (7.087
in.).
If using a torque wrench with a different length, or
connecting the torque wrench and SST at an angle, refer
to the alternate torque values
(b) Engage the 2 clamps.
(c) Connect the oxygen sensor connector.
2. INSPECT FOR EXHAUST GAS LEAK
3. INSTALL REAR ENGINE UNDER COVER RH

(a) Instal the 3 clips, and connect the engine under cover rear RH.
4. INSTALL NO. 1 ENGINE UNDER COVER
5. INSTALL FRONT TIRE

Model Year: 2013 Model: FR-S Doc ID: RM000000MUM00VX
Title: FA20 ENGINE CONTROL: HEATED OXYGEN SENSOR: REMOVAL (2013 FR-S)
REMOVAL
1. REMOVE FRONT TIRE RH
2. REMOVE NO. 1 ENGINE UNDER COVER
3. DISCONNECT REAR ENGINE UNDER COVER RH
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(a) Remove the 3 clips, and disconnect the rear engine under
cover RH.
4. REMOVE HEATED OXYGEN SENSOR
(a) Disconnect the oxygen sensor connector.
(b) Disengage the 2 clamps.
(c) Using SST, remove the oxygen sensor from the exhaust
manifold assembly.
SST: 09224-00010
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Model Year: 2013 Model: FR-S Doc ID: RM000002QV300OX
Title: FA20 ENGINE CONTROL: IGNITION COIL AND SPARK PLUG: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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ILLUSTRATION
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ILLUSTRATION
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ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM0000053AP003X
Title: FA20 ENGINE CONTROL: IGNITION COIL AND SPARK PLUG: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL SPARK PLUG (for Bank 1)
(a) Using the spark plug wrench 14 mm, tilt extension bar 35
mm and universal joint 54 mm, and install the 2 spark
plugs onto the cylinder head sub-assembly.
NOTICE:
If a component has been dropped or subjected a strong
impact, replace it.
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2. INSTALL IGNITION COIL ASSEMBLY (for Bank 1)
(a) Install the 2 ignition coils onto the cylinder head cover sub-assembly with the 2 bolts.
NOTICE:
(b) Connect the 2 ignition coil connectors to the ignition coil.
3. INSTALL INJECTOR DRIVER
4. INSTALL SPARK PLUG (for Bank 2)
mm and universal joint 54 mm, and install the 2 spark
plugs onto the cylinder head sub-assembly.
NOTICE:
If a component has been dropped or subjected a strong
impact, replace it.
5. INSTALL IGNITION COIL ASSEMBLY (for Bank 2)

(a) Install the 2 ignition coils onto the cylinder head cover sub-assembly with the 2 bolts.
NOTICE:
(b) Connect the 2 ignition coil connectors to the ignition coil.
6. INSTALL INJECTOR COVER (for Bank 2)

(a) Install the injector cover with the 2 bolts.
(b) Engage the clamp, and install the fuel hoses.
7. REMOVE SST
(a) Hoist the engine assembly up with an engine sling device and a mini crane.
(b) Remove the SST.
SST: 09250-53010
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(c) Install the 2 nuts.
(d) Remove the rope that is tying the front exhaust pipe sub-assembly to the front suspension cross
member sub-assembly.
8. REMOVE ENGINE HANGER
9. INSTALL EXHAUST MANIFOLD
10. CONNECT ENGINE WIRE

(a) Connect the engine wire with the wire harness clamp bracket mount bolt and 3 clamps.
(b) Connect the engine wire with the 4 clamps.
12. INSTALL FRONT SUSPENSION UPPER TO COWL BRACE SUB-ASSEMBLY LH
13. INSTALL FRONT SUSPENSION UPPER TO COWL BRACE SUB-ASSEMBLY RH

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Model Year: 2013 Model: FR-S Doc ID: RM000002QV400RX
Title: FA20 ENGINE CONTROL: IGNITION COIL AND SPARK PLUG: REMOVAL (2013 FR-S)
REMOVAL
1. SET HOOD SUB-ASSEMBLY
3. REMOVE FRONT SUSPENSION UPPER TO COWL BRACE SUB-ASSEMBLY LH
4. REMOVE FRONT SUSPENSION UPPER TO COWL BRACE SUB-ASSEMBLY RH
6. DISCONNECT ENGINE WIRE
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(a) Disengage the 4 clamps, and disconnect the engine wire.
(b) Disengage the 3 clamps and wire harness clamp bracket

mount bolt, and disconnect the engine wire.
7. REMOVE EXHAUST MANIFOLD
8. INSTALL ENGINE HANGER
9. SET SST
(a) Tie the front exhaust pipe sub-assembly onto the front
suspension cross member sub-assembly using rope.
HINT:
This operation is necessary in order to prevent the front

exhaust pipe sub-assembly from falling off.
(b) Remove the 2 nuts.
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(c) Install the engine hanger with the bolt.
(d) Hoist the engine assembly up with an engine sling device and a mini crane.
(e) Install the SST to between the engine mount and front.
SST: 09250-53010
10. REMOVE INJECTOR COVER (for Bank 2)
(a) Disengage the clamp, and disconnect the fuel hoses.

(b) Remove the 2 bolts and injector cover.
11. REMOVE IGNITION COIL ASSEMBLY (for Bank 2)
(a) Disconnect the 2 ignition coil connectors from the ignition

coil assembly.
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(b) Remove the 2 bolts and remove the 2 ignition coils.
12. REMOVE SPARK PLUG (for Bank 2)
mm and universal joint 54 mm, and remove the 2 spark
plugs.
13. REMOVE INJECTOR DRIVER
14. REMOVE IGNITION COIL ASSEMBLY (for Bank 1)
(a) Disconnect the 2 ignition coil connectors from the ignition

coil assembly.
(b) Remove the 2 bolts and remove the 2 ignition coils.
15. REMOVE SPARK PLUG (for Bank 1)
mm and universal joint 54 mm, and remove the 2 spark
plugs.
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Model Year: 2013 Model: FR-S Doc ID: RM000003IGF006X
Title: FA20 ENGINE CONTROL: IGNITION SYSTEM: ON-VEHICLE INSPECTION (2013 FR-S)
1. PERFORM SPARK TEST
(a) Check for DTCs .
NOTICE:
If any DTC is present, perform troubleshooting in accordance with the procedure for that DTC.
(b) Remove the 4 ignition coils and 4 spark plugs .
(c) Hoist the engine assembly up with an engine sling device and a mini crane.
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(d) Remove the SST.
SST: 09250-53010
(e) Install the 2 nuts.
(f) Remove the 2 bolts and injector cover (bank 1).

(g) Disconnect the 2 fuel injector connectors.
(h) Install the injector cover (bank 1).
(i) Install the injector driver with the 3 bolts.
HINT:
Do not connect the upper side 2 connectors.
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(j) Disconnect the 2 fuel injector connectors.
(k) Connect the cable to the negative battery terminal.
(l) Install the air cleaner case sub-assembly with the hose.
(m) Install a spark plug to each ignition coil and connect the ignition coil connector.
(n) Ground the spark plug.
(o) Check that spark occurs while the engine is being cranked.
(p) Check whether sparks occur.
NOTICE:
Ground the spark plugs when checking them.
Do not crank the engine for more than 2 seconds.
Do not use an ignition coil and spark plug that has been dropped or subjected to a strong impact.
(q) If spark does not occur, perform the following procedure.
2. INSPECT IGNITION COIL AND SPARK PLUG

(a) Perform the spark test in accordance with the following procedure.
(1) Check that the wire harness side connector of the ignition coil assembly is securely connected.
Result:
RESULT PROCEED TO
NG Connect securely
OK Go to next step
(2) Perform a spark test on each ignition coil assembly.
1. If there is a cylinder where sparks do not occur, replace its ignition coil with the
ignition coil of a cylinder where sparks occur normally.
2. Crank the engine and visually check that sparks occur at the cylinder with the
normally operating ignition coil.
Result:
RESULT PROCEED TO
OK Replace ignition coil assembly
NG Go to next step
(3) Perform a spark test on each spark plug.
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1. If there is a cylinder where sparks do not occur, replace its spark plug with the spark
plug of a cylinder where sparks occur normally.
2. Crank the engine and visually check that sparks occur at the cylinder with the
normally operating spark plug.
Result:
RESULT PROCEED TO
OK Replace spark plug
NG Inspect the ignition system
(b) Disconnect the cable from the negative battery terminal.
(c) Remove the air cleaner case sub-assembly with hose.
(d) Remove the 3 bolts and the injector driver.
(e) Remove the 2 bolts and the injector cover (bank 1).
(f) Connect the 2 fuel injector connectors.
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(g) Install the 2 bolts and the injector cover.
(h) Install the 3 bolts and the injector driver.
(i) Connect the 4 connectors to the injector driver. Move the lock levers in the direction indicated by
the arrow to lock the 3 connectors.
*1 Lock Lever
Connector with Lock Lever

Connector without Lock Lever
(j) Connect the 2 fuel injector connectors.
(k) Install the injector cover (bank 1) with the 2 bolts.
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(l) Remove the 2 nuts.
(m) Hoist the engine assembly up with an engine sling device and a mini crane.
(n) Install the SST.
SST: 09250-53010
(o) Install the ignition coil assembly and spark plug .
(p) Clear the DTCs .

(q) Check for DTCs .
HINT:
Reinstall the sensors, connectors, etc. and restore the previous vehicle conditions before rechecking for
DTCs.
3. INSPECT SPARK PLUG
NOTICE:
When replacing a spark plug, make sure to use the designated spark plug because an ion current
type misfire detection system is used for the spark plug.
Do not damage the platinum tip. If the spark plug has been dropped, make sure to replace it with a
designated new spark plug.
Do not use a wire brush for cleaning.
Do not attempt to adjust the electrode gap of a used spark plug.
Make sure to use SST to check gaps, preventing the platinum tip from being damaged.
If damaged, replace it with a designated new spark plug.
(a) Check the electrode using a megohmmeter:
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*a Ground
(1) Measure the resistance according to the value(s) in

the table below.
Standard Insulation Resistance:
TESTER CONNECTION CONDITION SPECIFIED

CONDITION
Spark plug (terminal part) - 10 MΩ or

Always
Body ground higher
HINT:
If the result is not as specified, clean the spark plug with

a spark plug cleaner and measure the resistance again.
If a megohmmeter is not available, perform the following
simple inspection instead.
(b) Alternative inspection method:
(1) Quickly accelerate the engine to 4000 rpm 5 times.
(2) Remove the spark plug .
(3) Visually check the spark plug.
If the electrode is dry, the spark plug is functioning

properly. If the electrode is damp, proceed to the next
step.
HINT:
If a megohmmeter is not available, perform the following

simple inspection instead.
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(4) Install the spark plug .
(c) Check the spark plug for any damage to its threads and insulator.
HINT:
If there is any damage, replace the spark plug.
Recommended Spark Plug:
MANUFACTURER PRODUCT
DENSO made ZXE27HBR8
(d) Reference:
(1) Using SST, check the spark plug electrode gap.
*a Spark Plug Electrode Gap
SST: 09240-00020
Maximum electrode gap for a used spark plug:
1.0 mm (0.0394 in.)
If the gap exceeds the maximum, replace the spark plug.
NOTICE:
Never attempt to adjust the gap of a used plug.
Electrode gap for a new spark plug:

0.7 to 0.8 mm (0.0276 to 0.0315 in.)
(e) Clean the spark plugs.
If the electrode has traces of wet carbon, clean the electrode with a spark plug cleaner and then dry
it.
Standard air pressure:
588 kPa (6.0 kgf/cm 2 , 85 psi)

Standard duration:
20 seconds or less
HINT:
Only use a spark plug cleaner when the electrode is free of oil. If the electrode has traces of oil, use
gasoline to clean off the oil before using the spark plug cleaner.
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Last Modified: 3-27-2012 6.4 R From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000001BOZ00FX
Title: FA20 ENGINE CONTROL: IGNITION SYSTEM: PARTS LOCATION (2013 FR-S)
PARTS LOCATION
ILLUSTRATION
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ILLUSTRATION
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Last Modified: 3-27-2012 6.4 U From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000003IGE006X
Title: FA20 ENGINE CONTROL: IGNITION SYSTEM: SYSTEM DIAGRAM (2013 FR-S)
SYSTEM DIAGRAM
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Model Year: 2013 Model: FR-S Doc ID: RM000001BO400JX
Title: FA20 ENGINE CONTROL: KNOCK SENSOR: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM000000MTF00WX
Title: FA20 ENGINE CONTROL: KNOCK SENSOR: INSPECTION (2013 FR-S)
INSPECTION
1. INSPECT KNOCK SENSOR
(a) Measure the resistance according to the value(s) the table

below.
1-2 20°C (68°F) 532 to 588 kΩ
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*a
(Knock Sensor)
If the result is not as specified, replace the knock sensor.

Model Year: 2013 Model: FR-S Doc ID: RM000000MTE00WX
Title: FA20 ENGINE CONTROL: KNOCK SENSOR: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL KNOCK SENSOR

(a) Install the 2 knock sensors onto the cylinder block with the 2 bolts as shown in the illustration.
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*a Bank 1
*b Bank 2
Engine Front Side
(b) Connect the 2 knock sensors connectors.
2. INSTALL INTAKE MANIFOLD

Model Year: 2013 Model: FR-S Doc ID: RM000000MTH00WX
Title: FA20 ENGINE CONTROL: KNOCK SENSOR: REMOVAL (2013 FR-S)
REMOVAL
2. REMOVE INTAKE MANIFOLD
3. REMOVE KNOCK SENSOR
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(a) Disconnect the 2 knock sensor connectors.
(b) Remove the 2 bolts and the 2 knock sensor.

Model Year: 2013 Model: FR-S Doc ID: RM000003IHS006X
Title: FA20 ENGINE CONTROL: MASS AIR FLOW METER: COMPONENTS (2013 FR-S)
COMPONENTS
ILLUSTRATION
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Model Year: 2013 Model: FR-S Doc ID: RM000000MTL00MX
Title: FA20 ENGINE CONTROL: MASS AIR FLOW METER: INSPECTION (2013 FR-S)
INSPECTION
1. INSPECT MASS AIR FLOW METER
(a) Perform a visual check for any foreign matter on the

platinum hot wire (heater) of the mass air flow meter
shown in the illustration.
*1 Platinum Hot Wire (Heater)
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OK:
There is no foreign matter.
If the result is not as specified, replace the mass air flow

meter.
(b) Measure the resistance according to the value(s) in the

table below.

*a
(Mass Air Flow Meter)
-20°C (-4°F) 13.6 to 18.4 kΩ
1-2 20°C (68°F) 2.21 to 2.69 kΩ
60°C (140°F) 0.49 to 0.67 kΩ
If the resistance is not as specified, replace the mass air

flow meter.
Model Year: 2013 Model: FR-S Doc ID: RM000003IHR006X
Title: FA20 ENGINE CONTROL: MASS AIR FLOW METER: INSTALLATION (2013 FR-S)
INSTALLATION
1. INSTALL MASS AIR FLOW METER

(a) Install the mass air flow meter with the 2 screws.
(b) Connect the mass air flow meter.
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Model Year: 2013 Model: FR-S Doc ID: RM000003IHU006X
Title: FA20 ENGINE CONTROL: MASS AIR FLOW METER: ON-VEHICLE INSPECTION (2013 FR-S)
NOTICE:
Perform the mass air flow meter inspection according to the procedures below.
Only replace the mass air flow meter when the mass air flow value in the Data List is not within the
normal operating range (with the engine stopped) or there is foreign matter on the mass air flow
meter platinum hot wire (heater).

(a) Read the value using the Techstream.
NOTICE:
Perform the inspection with the vehicle indoors and on a level surface.
Perform the inspection of the mass air flow meter while it is installed to the air cleaner case
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(installed to the vehicle).
During the test, do not use the exhaust air duct to perform suction on the exhaust pipe.
(1) Connect the Techstream to the DLC3.
(2) Turn the ignition switch to ON.
(3) Turn the Techstream on.
(4) Enter the following menus: Data List / MAF.
(5) Wait for 30 seconds, and read the values on the Techstream.
Standard:
TESTER DISPLAY CONDITION STANDARD CONDITION
Engine not running

MAF 0.47 gm/sec or less
30 seconds after turning ignition switch to ON
If the result is not as specified, replace the mass air flow meter.
If the result is within the specified range, inspect the mass air flow meter .
Model Year: 2013 Model: FR-S Doc ID: RM000003IHT006X
Title: FA20 ENGINE CONTROL: MASS AIR FLOW METER: REMOVAL (2013 FR-S)
REMOVAL
2. REMOVE MASS AIR FLOW METER
(a) Disconnect the mass air flow meter connector.
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(b) Remove the 2 screws and the mass air flow meter.
Model Year: 2013 Model: FR-S Doc ID: RM00000480H005X
Title: FA20 ENGINE CONTROL: RELAY: ON-VEHICLE INSPECTION (2013 FR-S)
1. INSPECT EFI MAIN 1 RELAY

table below.
TESTER CONDITION SPECIFIED

CONNECTION CONDITION
Battery voltage not applied to 10 kΩ or

1 and 2 terminals higher
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3-5
Battery voltage applied to 1
Below 1 Ω
and 2 terminals
If the result is not as specified, replace the EFI main 1

relay.

table below.


3-5
Below 1 Ω
and 2 terminals

relay.

table below.

3-5
Below 1 Ω
and 2 terminals

relay.
4. INSPECT IG2 RELAY

table below.
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3-5
Below 1 Ω
and 2 terminals
If the result is not as specified, replace the IG2 relay.
5. INSPECT INJ RELAY

table below.


3-5
Below 1 Ω
and 2 terminals
If the result is not as specified, replace the INJ relay.
6. INSPECT ETCS RELAY

table below.

3-5
Below 1 Ω
and 2 terminals
If the result is not as specified, replace the ETCS relay.
7. INSPECT C/OPEN RELAY

table below.
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3-5
Below 1 Ω
and 2 terminals
If the result is not as specified, replace the C/OPEN relay.

Last Modified: 3-27-2012 6.4 D From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000000PDM0MBX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: BASIC INSPECTION (2013 FR-S)
BASIC INSPECTION
When a malfunction is not confirmed by the DTC check, troubleshooting should be carried out for all
circuits considered to be possible causes of the problem. In many cases, by carrying out the basic engine
check shown in the following procedure, the location of the problem can be found quickly and efficiently.
Therefore, using this check is essential when engine troubleshooting.
1. CHECK BATTERY VOLTAGE
NOTICE:
Carry out this check with the engine stopped and the ignition switch off.
Result
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RESULT PROCEED TO
11 V or higher OK
Below 11 V NG
NG CHARGE OR REPLACE BATTERY
OK
2. CHECK WHETHER ENGINE CRANKS
NG PROCEED TO PROBLEM SYMPTOMS TABLE
OK
3. CHECK WHETHER ENGINE STARTS
NG GO TO STEP 6
OK
4. CHECK AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY
(a) Visually check that the air cleaner filter element sub-assembly is not excessively
contaminated with dirt or oil.
REPLACE AIR CLEANER FILTER ELEMENT

NG SUB-ASSEMBLY
OK
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5. CHECK IDLING SPEED
(a) Check the engine idling speed .
TROUBLESHOOT IDLING SPEED AND

NG PROCEED TO NEXT STEP
OK
6. CHECK FUEL PRESSURE
(a) Check the fuel pressure .
TROUBLESHOOT FUEL PRESSURE AND

NG PROCEED TO NEXT STEP
OK
7. CHECK FOR SPARK
(a) Perform a spark test .

TROUBLESHOOT SPARK AND PROCEED TO
NG NEXT STEP
OK PROCEED TO PROBLEM SYMPTOMS TABLE
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2/5/2014 TIS - Scion 2013 FR-S Repair Manual (RM20S0U)
L ast Modified: 4-14-2014 6.6 J Doc ID: RM000004G8F0CEX

Model Y ear: 2013 Model: FR-S P rod Date Range: [03/2012 - ]
Title: FA20 ENGINE CONTROL: SFI SYSTEM: Brake Override System; 2013 MY FR-S [03/2012 - ]
Brake O verride System
DESCR I P TI ON
When the vehicle is being driven with the accelerator pedal depressed, depressing the brake pedal
without releasing the accelerator pedal will activate the brake override system to restrict driving torque.
The conditions for activating the brake override system as well as the items that are controlled are
explained below.
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Activation Conditions:
Vehicle is running at or above the specified speed.
The accelerator pedal is depressed, and then the brake pedal is depressed.
NO TICE:
The vehicle may not enter the brake override system control due to the relation of the accelerator
pedal angle and the vehicle's speed.
I tems Controlled:
Driving torque is restricted.
HINT:
During brake override system control, the value for the accelerator pedal angle (which is used for
engine control) is forcibly reduced to a specified value. For this reason, the Data List value for
Accelerator Position will be replaced with a specified value regardless of the actual accelerator
https://techinfo.toyota.com/t3Portal/resources/jsp/siviewer/index.jsp?dir=rm/RM20S0U&href=xhtml/RM000000PD80E1X.html&locale=en&model=FR-S&MY=20… 1/6
pedal angle (Accel Sens. No. 1 Volt %, Accel Sens. No. 2 Volt %)
Deactivation Conditions:
When the Stop Light Switch turns OFF or the actual accelerator pedal angle increases or
decreases beyond the specified range.
I N SP ECTI ON P R OCEDUR E
I nspection M ethod
Drive at 10 km/h (6.25 mph), depress the accelerator pedal by 1/2 to 3/4 and keep it in that position.
Under these conditions, if the brake pedal is depressed, then the brake override system has been
activated.
CAU TIO N:
When carrying out the inspection, use a place where you are able to carry it out safely and also
pay close attention to your surroundings.
Also, when driving make absolutely sure that all road traffic laws, such as speed limits, are observed.
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HINT:
Under normal conditions, the Accelerator Position value changes in response to the Accel Sens. No.
1 Volt % value. For more information on the numerical values, refer to the Data List .
If the Data List values of Accelerator Position and Accel Sens. No. 1 Volt % do not match, and the
value of Accelerator Position changes but the value of Accel Sens. No. 1 Volt % is constant, this
confirms that brake override system has activated. (Data can be captured relatively easily by using
the snapshot function in the Data List. Confirm the data after performing the drive test.)
NO TICE:
The brake override system restricts driving torque if the brake pedal is depressed when driving
with the accelerator pedal depressed. If a customer reports experiencing loss of torque after the
accelerator and brake pedals have both been intentionally depressed, explain to the customer
that this is not a malfunction, and that the customer should avoid depressing both the accelerator
and brake pedals at the same time.
Example: While operating the accelerator pedal, the customer uses their left foot to operate the
brake pedal.
P R OCEDUR E
1. CHECK DTC OUTPUT
(b) Turn the ignition switch to ON and turn the Techstream on.
(c) Enter the following menus: System Select / Health Check.
(d) Check DTCs.

Result
RESULT PROCEED TO
DTC is not output A
DTCs are output B
B GO TO DTC CHART
2. READ VALUE USING TECHSTREAM (STOP LIGHT SWITCH AND and ST1)
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(c) Enter the following menus: Powertrain / Engine / Data List / Stop Light Switch and ST1.
(d) Check the Data List indication when the brake pedal is depressed and released.
OK:
TECHSTREAM DISPLAY CONDITION SPECIFIED CONDITION
Brake pedal released OFF

Stop Light Switch
Brake pedal depressed ON
Brake pedal released OFF

ST1
Brake pedal depressed ON
NG INSP ECT STO P L IGHT SW ITCH ASSEMBL Y
OK
3. INSPECT BRAKE PEDAL
(a) Inspect and adjust the brake pedal (for Manual Transmission) .
(b) Inspect and adjust the brake pedal (for Automatic Transmission) .
HINT:
If the stop light switch turns ON too late, the start of brake override system control may be
delayed; if it turns ON too soon, brake override system control may begin too early, so conduct
inspection of the brake pedal and stop light switch assembly.
RESULT PROCEED TO
OK A
NG (for Manual Transmission) B
NG (for Automatic Transmission) C
B REP AIR O R REP L ACE BRAKE P EDAL
C REP AIR O R REP L ACE BRAKE P EDAL
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4. READ VALUE USING TECHSTREAM (ACCELERATOR PEDAL SENSOR)
(c) Enter the following menus: Powertrain / Engine / Data List / Accel Sens. No. 1 Volt % and Accel
Sens. No. 2 Volt %.
(d) Read the value displayed on the Techstream.

OK:
TECHSTREAM CONDITION SPECIFIED CONDITION

DISPLAY
Accel Sens. No. 1

Volt % Accelerator Pedal
Values smoothly change following accelerator
Released → Depressed →
Accel Sens. No. 2 pedal operation
Released
Volt %
HINT:
For numerical values of Accel Sens. No. 1 Volt % and Accel Sens. No. 2 Volt %, refer to the Data List
.
REP L ACE ACCEL ERATO R P EDAL SENSO R

NG
ASSEMBL Y
OK
5. READ VALUE USING TECHSTREAM (VEHICLE SPEED)
(c) Start the engine.
(d) Enter the following menus: Powertrain / Engine / Data List / Vehicle Speed.

Standard:

DISPLAY
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Vehicle stopped, engine running 0 km/h (0 mph)
Vehicle Speed Vehicle running at constant speed between 16.1 No large fluctuations when driving
to 64.4 km/h (10 to 40 mph) at a constant speed
CAU TIO N:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
HINT:
Data can be captured relatively easily by using the snapshot function in the Data List. Confirm the
data after performing the drive test.
NG GO TO METER / GAU GE SY STEM
OK
6. READ VALUE USING TECHSTREAM (F R, F L, RR, RL WHEEL SPEED)
(d) Enter the following menus: Chassis / ABS/VSC/TRAC / Data List / FR Wheel Speed, FL Wheel
Speed, RR Wheel Speed and RL Wheel Speed.

Standard:

DISPLAY
FR Wheel
Speed Vehicle stopped, engine running 0 km/h (0 mph)
FL Wheel
Speed
RR Wheel
Vehicle running at constant speed between 16.1 No large fluctuations when driving
Speed
to 64.4 km/h (10 to 40 mph) at a constant speed
RL Wheel
Speed
CAU TIO N:
HINT:
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Data can be captured relatively easily by using the snapshot function in the Data List. Confirm the
data after performing the drive test.
NG INSP ECT FRO NT O R REAR SP EED SENSO R
OK END
Model Year: 2013 Model: FR-S Doc ID: RM000000PDQ0U4X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: CHECK FOR INTERMITTENT PROBLEMS (2013 FR-S)
CHECK FOR INTERMITTENT PROBLEMS

HINT:
Inspect the vehicle ECM using check mode. Intermittent problems are easier to detect with the
Techstream when the ECM is in check mode. In check mode, the ECM uses 1 trip detection logic, which
is more sensitive to malfunctions than normal mode (default), which uses 2 trip detection logic.
1. Clear DTCs .
2. Switch the ECM from normal mode to check mode using the Techstream .
3. Perform a simulation test.
4. Check and wiggle the harness(es), connector(s) and terminal(s).
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Model Year: 2013 Model: FR-S Doc ID: RM000000PDL0OBX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: CHECK MODE PROCEDURE (2013 FR-S)
CHECK MODE PROCEDURE

HINT:
Compared to normal mode, check mode is more sensitive to malfunctions. Therefore, check mode can
detect malfunctions that cannot be detected in normal mode.
NOTICE:
All the stored DTCs and freeze frame data are cleared if: 1) the ECM is changed from normal
mode to check mode or vice versa; or 2) the ignition switch is turned from ON to ACC or off
while in check mode. Before changing modes, always check and note any DTCs and freeze frame
data.
1. CHECK MODE PROCEDURE

(a) Check and ensure the following conditions:
(1) Battery voltage is 11 V or higher.
(2) Throttle valve is fully closed.
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(3) Shift lever is in P, N or neutral.
(4) A/C switch is off.
(b) Turn the ignition switch off.
(c) Connect the Techstream to the DLC3.
(d) Turn the ignition switch to ON.
(e) Turn the Techstream on.
(f) Enter the following menus: Powertrain / Engine / Utility / Check Mode.
(g) Switch the ECM from normal mode to check mode.
(h) Check that the MIL flashes as shown in the illustration.
(i) Start the engine.
(j) Check that the MIL turns off.
(k) Simulate the conditions of the malfunction described by the customer.
(l) Check DTCs and freeze frame data using the Techstream.
Model Year: 2013 Model: FR-S Doc ID: RM000000PDR0C4X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: CHECKING MONITOR STATUS (2013 FR-S)
CHECKING MONITOR STATUS

The purpose of the monitor result (mode 06) is to allow access to the results of on-board diagnostic
monitoring tests of specific components/systems that are not continuously monitored. Examples are
catalysts and evaporative emissions (EVAP) systems.
The monitor result allows the OBD II scan tool to display the monitor status, test value, minimum test
limit and maximum test limit. These data are displayed after the vehicle has been driven to run the
monitor.
When the test value is not between the minimum and maximum test limits, the ECM (PCM) interprets this
as a malfunction. If the test value is on the borderline of the test limits, the component is likely to
malfunction in the near future.
Perform the following procedures to view the monitor status. Although these procedures refer to the
Lexus/Toyota Techstream, the monitor status can be checked using a generic OBD II scan tool. Refer to
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your scan tool operator's manual for specific procedural information.
1. PERFORM MONITOR DRIVE PATTERN

(c) Clear DTCs .
(d) Operate the vehicle in accordance with the applicable drive pattern described in Readiness Monitor
Drive Pattern . Do not turn the ignition switch off.
NOTICE:
The test results will be lost if the ignition switch is turned off.
2. ACCESS MONITOR RESULT

(a) Enter the following menus: Powertrain / Engine / Monitor / Current Monitor / Result.
(b) Confirm the monitor status for each component.
HINT:
The monitor status for each component is displayed in the Result column.
Pass: The component is functioning normally.

Fail: The component is malfunctioning.
(c) Display the test results and test values for a monitor by selecting the icon in the Details column for
that monitor.
3. CHECK COMPONENT STATUS

(a) Compare the test value with the minimum test limit (Min Limit) and maximum test limit (Max
Limit).
(b) If the test value is between the minimum and maximum test limits, the component is functioning
normally. If not, the component is malfunctioning. The test value is usually not near the test limits.
If the test value is on the borderline of the test limits, the component is likely to malfunction in the
near future.
HINT:
The monitor result might on rare occasions be Pass even if the Malfunction Indicator Lamp (MIL) is
illuminated. This indicates the system malfunctioned on a previous driving cycle. This might be caused
by an intermittent problem.
4. MONITOR RESULT INFORMATION
When using a generic scan tool, multiply the test value by the scaling value.
Refer to "Monitor Result" in each DTC related to the monitor .
Advance / Retarded Intake Side (for Bank 1):
MONITOR ID TEST ID SCALING UNIT DESCRIPTION
$35 $8B Multiply by 0.5 °CA VVT slow response (Advance)
$35 $8C Multiply by 0.5 °CA VVT slow response (Retarded)
Advance / Retarded Intake Side (for Bank 2):
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$36 $8B Multiply by 0.5 °CA VVT slow response (Advance)
$36 $8C Multiply by 0.5 °CA VVT slow response (Retarded)
Advance / Retarded Exhaust Side (for Bank 1):
$35 $8D Multiply by 0.5 °CA VVT slow response (Advance)
$35 $8E Multiply by 0.5 °CA VVT slow response (Retarded)
Advance / Retarded Exhaust Side (for Bank 2):
$36 $8D Multiply by 0.5 °CA VVT slow response (Advance)
$36 $8E Multiply by 0.5 °CA VVT slow response (Retarded)
A/F Sensor Bank 1 Sensor 1:
$01 $84 Multiply by 0.004 No dimension A/F sensor minimum value
$01 $85 Multiply by 0.004 No dimension A/F sensor maximum value
$01 $86 Multiply by 0.004 No dimension A/F sensor response
$01 $8F Multiply by 0.004 No dimension A/F sensor fluctuation (Width)
$01 $90 Multiply by 0.004 No dimension A/F sensor fluctuation (Time)
$01 $91 Multiply by 0.004 No dimension Rich to lean delay level
$01 $92 Multiply by 0.001 Second Rich / lean time ratio
$01 $A3 Multiply by 0.004 No dimension Lean to rich delay level

$01 $A4 Multiply by 0.001 Second Lean / rich time ratio
$01 $AC Multiply by 0.001 Second Waiting time for rich side
$01 $AD Multiply by 0.001 Second Rich / lean time difference
$01 $AE Multiply by 0.001 Second Waiting time for lean side
$01 $AF Multiply by 0.001 Second Lean / rich time difference
HO2 Sensor Bank 1 Sensor 2:
$02 $05 Multiply by 0.004 Second Rich to lean sensor threshold time (calculated)
$02 $06 Multiply by 0.004 Second Lean to rich sensor threshold time (calculated)
$02 $07 Multiply by 0.005 V Minimum sensor voltage for test cycle (calculation)
$02 $08 Multiply by 0.005 V Maximum sensor voltage for test cycle (calculation)
Catalyst:
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$21 $89 Multiply by 0.004 No dimension Oxygen storage capacity of catalyst
EVAP Monitor (Cap Off):
$39 $93 Multiply by 0.00025 kPa Mode B test result
EVAP Monitor (0.040"):
$3B $94 Multiply by 0.00025 kPa Mode C test result
$3B $95 Multiply by 0.00025 kPa Mode D test result
EVAP Monitor (0.020"):
$3C $96 Multiply by 0.00025 kPa Mode D test result
$3C $97 Multiply by 0.00025 kPa Mode E test result
$3C $C1 Multiply by 0.00025 kPa Mode 4-1 test result
$3C $C3 Multiply by 0.00025 kPa Mode 5 test result
$3C $C6 Multiply by 0.01 Second Mode 9 test result

$3C $CA Multiply by 0.00025 kPa Mode 16 test result
Purge Flow Monitor:
$3D $98 Multiply by 0.00025 kPa 0.04" mode Z test result
$3D $CB Multiply by 0.01 Second Test 1 result
$3D $CC Multiply by 0.00025 kPa Test 2 result
A/F Sensor Heater Bank 1 Sensor 1:
$41 $9B Multiply by 1 Time Oxygen sensor heater test result
Oxygen Sensor Heater Bank 1 Sensor 2:
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$42 $A2 Multiply by 1 Ω A/F sensor heater impedance
Misfire:
MONITOR TEST SCALING UNIT DESCRIPTION

ID ID
Multiply
$A1 $0B Time Total EWMA misfire count of all cylinders in last ten driving cycles
by 1
When ignition switch ON, total misfire count of all cylinders

Multiply in last driving cycle is displayed.
$A1 $0C Time
by 1 While engine is running, total misfire count of all cylinders
in current driving cycle is displayed.
Multiply
$A2 $0B Time Total EWMA* misfire count of cylinder 1 in last ten driving cycles
by 1
When ignition switch ON, total misfire count of cylinder 1 in

Multiply last driving cycle is displayed.
$A2 $0C Time
by 1 While engine is running, total misfire count of cylinder 1 in
current driving cycle is displayed.
Multiply
by 1

$A3 $0C Time
Multiply
by 1

$A4 $0C Time
Multiply
by 1

$A5 $0C Time
HINT:
*: EWMA (Exponential Weighted Moving Average) misfire counts for last 10 driving cycles (calculated)
Calculation: 0.1 x (current counts) + 0.9 x (previous average) Initial value for (previous average) = 0
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000SXS076X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: DATA LIST / ACTIVE TEST (2013 FR-S)
DATA LIST / ACTIVE TEST

1. DATA LIST
HINT:
Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators
and other items to be read without removing any parts. This non-intrusive inspection can be very
useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed.
Reading the Data List information early in troubleshooting is one way to save diagnostic time.
NOTICE:
In the table below, the values listed under "Normal Condition" are reference values. Do not depend
solely on these reference values when deciding whether a part is faulty or not.
The actual values may differ from the values listed in the chart under "Results of real-vehicle check"
due to climate, weather conditions, etc.
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HINT:
Normal Condition: If no conditions are specifically stated for "idling", the shift lever should be in P, N
or neutral, the A/C switch should be off and all accessory switches should be off.
(a) Warm up the engine.
(b) Turn the A/C switch off.
(c) Turn the ignition switch off.
(d) Connect the Techstream to the DLC3.
(e) Turn the ignition switch to ON.
(f) Turn the Techstream on.
(g) Enter the following menus: Powertrain / Engine / Data List.
HINT:
To display the list box, press the pull down menu button next to Primary. Then select a
measurement group.
When you select a measurement group, the ECU data belonging to that group is displayed.
Measurement Group List / Description
All Data / All data

Primary / -
Engine Control / Engine control system related data
Gas General / -
Gas AF Control / Air fuel ratio control system related data
Gas AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data
Gas Throttle / Gasoline throttle system related data
Gas Intake Control / Intake control system related data
Gas Valve Control / Valve control system related data
Gas Misfire / "Misfire" related data
Gas Starting / "Difficult to start" related data
Gas Rough Idle / "Rough idle" related data
Gas Evaporative / Evaporative system related data
Gas CAT Converter / Catalyst converter related data
Check Mode / Check mode related data
Monitor Status / Monitor status related data
Ignition / Ignition system related data
Charging Control / Charging control system related data
Compression / Data used during "Check the Cylinder Compression" Active Test
AT / Continuously variable transaxle system related data
Vehicle Information / Vehicle information
(h) According to the display on the Techstream, read the Data List.
HINT:
The title used for each group of Data List items in this repair manual does not appear on the
Techstream. However, the name in parentheses after the title, which is a Measurement Group, does
appear on the Techstream. When the name shown in parentheses is selected on the Techstream, all
the Data List items listed for that group will be displayed.
"Result of real-vehicle check" is the assessment of one vehicle. Use it only for reference.
2. Various Vehicle Conditions 1 (All Data)

Vehicle Speed
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TESTER MEASUREMENT ITEM/RANGE NORMAL STORED AS FREEZE FRAME
DISPLAY CONDITION DATA
Vehicle speed/
Actual vehicle
Min.: 0 km/h (0 mph), Max.: 255 km/h Yes
speed
(158 mph)
Diagnostic Note:
This is the current vehicle speed

Vehicle The vehicle speed is detected using the wheel speed sensors.
Speed
Vehicle speed data is delayed when it is displayed. Therefore, even if the
vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does
not always mean that the malfunction occurred when the vehicle was
stopped.
To accurately confirm whether the vehicle was stopped or not, use "SPD
(SP2)" which is the transmission output speed.
Engine Speed
TESTER MEASUREMENT ITEM/RANGE NORMAL CONDITION STORED AS FREEZE FRAME DATA

DISPLAY
Engine speed/ 650 to 800 rpm:

Yes
Min.: 0 rpm, Max.: 16383 rpm Idling
Engine
Speed Diagnostic Note:
When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0
or varies greatly from the actual engine speed.
Calculate Load

DISPLAY
Load calculated by ECM/ 15 to 40%:

Yes
Min.: 0%, Max.: 100% Idling
Diagnostic Note:
Calculate This is the engine load calculated based on the estimated intake manifold pressure.
Load Calculate Load = Estimated intake manifold pressure / maximum intake manifold pressure
x 100 (%)
(For example, when the estimated intake manifold pressure is the same as atmospheric
pressure, Calculate Load is 100%.)
Vehicle Load

DISPLAY
Vehicle load/
- Yes
Min.: 0%, Max.: 25700%
Diagnostic Note:
This is the engine intake air charging efficiency.
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Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow
Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.)
Vehicle Load
HINT:
Due to individual engine differences, intake air temperature, etc., the value may
exceed 100%.
Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm)

(Intake airflow (gm/sec) is MAF)
MAF
TESTER MEASUREMENT ITEM/RANGE NORMAL CONDITION STORED AS FREEZE

DISPLAY FRAME DATA
Airflow rate from Mass Air Flow

1.0 to 3.0 gm/sec: Idling
(MAF) meter/
8 to 13 gm/sec: 3000 rpm Yes
Min.: 0 gm/sec, Max.: 655.35
MAF (without load)
gm/sec
Diagnostic Note:
This is the intake air amount from the mass air flow meter.
Atmosphere Pressure
TESTER MEASUREMENT ITEM/RANGE NORMAL CONDITION STORED AS

DISPLAY FREEZE FRAME
DATA
Atmospheric pressure/
Min.: 0 kPa (0 mmHg), Equivalent to atmospheric pressure
Yes
Max.: 255 kPa (1912 (absolute pressure): Ignition switch ON
mmHg)
Atmosphere
Diagnostic Note:
Pressure
This value is calculated from the intake air amount.
Standard atmospheric pressure: 101 kPa (757 mmHg)
For every 100 m increase in altitude, pressure drops by 1 kPa. This varies by
weather.
MAP

DISPLAY FRAME DATA
80 to 110 kPa: Ignition

intake manifold pressure/
switch ON
Min.: 0 kPa (0 mmHg), Max.: 255 kPa Yes
20 to 48 kPa: Idling
MAP (1912 mmHg)
(A/C off)
Diagnostic Note:
Intake manifold pressure is calculated by manifold absolute pressure sensor.
Engine Oil Temperature Sensor
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TESTER DISPLAY MEASUREMENT NORMAL CONDITION STORED AS FREEZE
ITEM/RANGE FRAME DATA
Engine oil
temperature/ More than 85°C (185°F): After
Yes
Engine Oil Min.: -40°C, Max.: warming up
Temperature Sensor 215°C
Diagnostic Note:
Engine oil temperature is calculated by engine oil temperature sensor.
Coolant Temp
TESTER MEASUREMENT NORMAL CONDITION STORED AS FREEZE FRAME

DISPLAY ITEM/RANGE DATA
Coolant temperature/
75 to 100°C (167 to 212°F): After
Min.: -40°C, Max.: Yes
warming up
215°C
Diagnostic Note:
This is the engine coolant temperature.
Coolant
HINT:
Temp
After warming up the engine, the engine coolant temperature is 75 to 100°C.
After a long soak, the engine coolant temperature, intake air temperature and
ambient air temperature are approximately equal.
If the value is -40°C (-40°F) or higher than 215°C (419°F), the sensor circuit may be
open or shorted.
Intake Air
TESTER MEASUREMENT NORMAL CONDITION STORED AS FREEZE

DISPLAY ITEM/RANGE FRAME DATA
Intake air
temperature/ Equivalent to temperature at location of mass air
Yes
Min.: -40°C, flow meter: Ignition switch ON
Max.: 215°C
Diagnostic Note:
This is the intake air temperature.
Intake Air
HINT:
If the value is -40°C (-40°F) or higher than 215°C (419°F), the sensor circuit is open
or shorted.
Ambient Temperature

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Ambient
temperature/ Equivalent to ambient air temperature:
Yes
Min.: -40°C, Max.: Ignition switch ON
215°C
Ambient Diagnostic Note:

Temperature This is the ambient temperature.
HINT:
Engine Run Time

Engine run time/ Time after engine

Yes
Min.: 0 s, Max.: 65535 s start
Diagnostic Note:
Engine Run This is the time elapsed since the engine started.
Time
HINT:
The time is counted only while the engine is running.
Initial Engine Coolant Temp
TESTER DISPLAY MEASUREMENT ITEM/RANGE NORMAL STORED AS FREEZE FRAME

CONDITION DATA
Initial engine coolant

temperature/ - Yes
Initial Engine Coolant Min.: -40°C, Max.: 119.3°C
Temp
Diagnostic Note:
This is the coolant temperature stored when the ignition switch is turned to ON.
Initial Intake Air Temp
TESTER DISPLAY MEASUREMENT NORMAL STORED AS FREEZE FRAME

ITEM/RANGE CONDITION DATA
Initial intake air

temperature/ - Yes
Initial Intake Air Min.: -40°C, Max.: 119.3°C
Temp
Diagnostic Note:
This is the intake air temperature stored when the ignition switch is turned to ON.
Battery Voltage
TESTER DISPLAY MEASUREMENT ITEM/RANGE NORMAL CONDITION STORED AS FREEZE FRAME DATA
Battery voltage/
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11 to 14 V: Idling Yes
Min.: 0 V, Max.: 65.535 V
Battery Voltage
Diagnostic Note:
If 11 V or less, characteristics of some electrical components may change.
3. Throttle Control 1 (Gas Throttle)

Accelerator Position

Accelerator pedal position/ Actual accelerator pedal

No
Min.: 0%, Max.: 399.9% position
Accelerator Diagnostic Note:
Position This is the accelerator pedal position defined using the learned fully released position
(sensor output) of accelerator pedal position sensor as 0% and the fully depressed position
as 100%.
Accel Sens. No.1 Volt %

DISPLAY FRAME DATA
10 to 20%: Accelerator pedal

Absolute Accelerator Pedal
released
Position (APP) No. 1/ Yes
Min.: 0%, Max.: 100%
fully depressed
Accel Sens. Diagnostic Note:

No.1 Volt % The accelerator pedal position sensor No. 1 output is converted using 5 V = 100%.
HINT:
If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude
that the accelerator pedal position sensor system is normal.
Accel Sens. No.2 Volt %


Absolute APP No. 2/
released
Min.: 0%, Max.: Yes
Accel Sens. No.2 50 to 70%: Accelerator pedal fully
100%
Volt % depressed
Diagnostic Note:
The accelerator pedal position sensor No. 2 output is converted using 5 V = 100%.
Accel Sensor Out No.1

APP sensor No. 1 0.5 to 0.8 V: Accelerator pedal
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voltage/ released
No
Accel Sensor Out Min.: 0 V, Max.: 2.4 to 3.5 V: Accelerator pedal fully
No.1 4.980 V depressed
Diagnostic Note:
This is the raw voltage from the accelerator pedal position sensor No. 1.
Accel Sensor Out No.2

APP sensor No. 2 0.5 to 0.8 V: Accelerator pedal

voltage/ released
No
Min.: 0 V, Max.: 4.980 2.4 to 3.5 V: Accelerator pedal fully
Accel V depressed
Sensor Diagnostic Note:
Out No.2 This is the raw voltage from the accelerator pedal position sensor No. 2.
Accelerator pedal position sensor No. 2 is used to monitor accelerator pedal position sensor
No. 1. When there is a malfunction in sensor No. 1, the ECM uses sensor No. 2 to control the
engine.
Accelerator Idle Position
TESTER MEASUREMENT ITEM/RANGE NORMAL STORED AS

DISPLAY CONDITION FREEZE FRAME
DATA
Whether or not accelerator pedal position sensor

ON: Accelerator
detecting released accelerator pedal/ No
pedal released
Accelerator ON or OFF
Idle Position Diagnostic Note:
This is a parameter calculated by the ECM which indicates whether the accelerator pedal
is in the learned idle position.
Accel Fully Close Learn #1
TESTER DISPLAY MEASUREMENT ITEM/RANGE NORMAL CONDITION STORED AS FREEZE

FRAME DATA
Accelerator fully released learned

2.5 to 6.5 deg: Ignition
value No. 1/ No
switch ON
Accel Fully Close Min.: 0 deg, Max.: 124.5 deg
Learn #1 Diagnostic Note:
This is the value of accelerator pedal position sensor No. 1 learned when the
accelerator pedal is released.
Accel Fully Close Learn #2

FRAME DATA
Accelerator fully released learned

2.5 to 6.5 deg: Ignition
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value No. 2/ No
switch ON
Accel Fully Close Min.: 0 deg, Max.: 124.5 deg
Learn #2 Diagnostic Note:
This is the value of accelerator pedal position sensor No. 2 learned when the
accelerator pedal is released.
Throttle Sensor Volt %

10 to 22%: Throttle
Absolute throttle position
fully closed
sensor/ Yes
Throttle Sensor 80 to 90%: Throttle
Min.: 0%, Max.: 100%
Volt % fully open
Diagnostic Note:
The throttle position sensor No. 1 output is converted using 5 V = 100%.
Throttl Sensor #2 Volt %

Throttle sensor 35 to 45%: Throttle

position #2/ fully closed
Yes
Throttl Sensor #2 Min.: 0%, Max.: 80 to 90%: Throttle
Volt % 100% fully open
Diagnostic Note:
The throttle position sensor No. 2 output is converted using 5 V = 100%.
ST1

ON: Brake pedal

Brake pedal signal/ depressed
No
ON or OFF OFF: Brake pedal
ST1 released
Diagnostic Note:
This is the stop light switch signal.
Throttle Idle Position

DISPLAY FRAME DATA
Whether or not throttle position sensor

ON: Accelerator pedal
detecting idle/ No
released
ON or OFF
Throttle Idle
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Position Diagnostic Note:
This is a parameter calculated by the ECM.
The value is ON when the throttle is at the idle position and OFF when the throttle is
open.
Throttle Require Position

Required throttle
position/ 0.5 to 1.1 V: Idling at P, N or
No
Min.: 0 V, Max.: neutral (A/C off)
Throttle Require 4.980 V
Position
Diagnostic Note:
This is a value calculated by the ECM showing the voltage for the target throttle
valve position.
Throttle Sensor Position

3 to 5%: Throttle
Throttle sensor
fully closed
position/ Yes
65 to 75%: Throttle
Throttle Sensor Min.: 0%, Max.: 100%
fully open
Position
Diagnostic Note:
This is the throttle valve opening amount used for engine control.
This value has no meaning when the ignition switch is ON and the engine is stopped.
Throttle Position No. 1

DISPLAY FRAME DATA
0.5 to 1.1 V:
Throttle fully closed
Throttle position sensor No. 1
3.2 to 4.8 V:
output voltage/ No
Throttle Throttle fully open
Min.: 0 V, Max.: 4.980 V
Position No. 1 0.6 to 1.4 V: Fail-
safe operating
Diagnostic Note:
This is the throttle position sensor No. 1 output voltage.
Throttle Position No. 2

DISPLAY FRAME DATA
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1.5 to 2.2 V:
Throttle fully closed
Throttle position sensor No. 2
4.0 to 4.5 V:
output voltage/ No
Throttle Throttle fully open
Min.: 0 V, Max.: 4.980 V
Position No. 2 1.9 to 2.6 V: Fail-
safe operating
Diagnostic Note:
This is the throttle position sensor No. 2 output voltage.
Throttle Position Command

CONDITION DATA
Throttle position command

value/ - No
Throttle Position Min.: 0 V, Max.: 4.980 V
Command
Diagnostic Note:
Throttle Position Command is the same value as Throttle Require Position.
Throttle Sens Open Pos #1
TESTER MEASUREMENT ITEM/RANGE NORMAL CONDITION STORED AS FREEZE FRAME

DISPLAY DATA
Throttle position sensor No.

0.7 to 1.1 V: Ignition switch
1/ No
Throttle ON
Min.: 0 V, Max.: 4.980 V
Sens
Open Pos Diagnostic Note:
#1 This is the throttle position sensor No. 1 output voltage when there is no current supplied to
the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept
open by the throttle valve opener with the ignition switch ON.
Throttle Sens Open Pos #2

DISPLAY DATA
Throttle position sensor No.

0.7 to 1.1 V: Ignition switch
2/ No
Throttle ON
Min.: 0 V, Max.: 4.980 V
Sens
Open Pos Diagnostic Note:
#2 This is the throttle position sensor No. 2 output voltage when there is no current supplied to
the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept
open by the throttle valve opener with the ignition switch ON.
Throttle Motor Power Supply Relay
TESTER DISPLAY MEASUREMENT NORMAL STORED AS FREEZE

ITEM/RANGE CONDITION FRAME DATA
Throttle motor power

Throttle Motor Power ON: Ignition
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supply relay/ Yes
Supply Relay switch ON
ON or OFF
Throttle Motor DUTY

Throttle actuator/ 2 to 5%: Idling at P, N or neutral

Yes
Throttle Motor Min.: 0%, Max.: 100% (A/C off)
DUTY Diagnostic Note:
This is the output duty ratio of the throttle actuator drive circuit.
Throttle Motor Duty (Open)

Throttle actuator duty

0 to 40%: Idling at P, N or
ratio (open)/ No
neutral (A/C off)
Throttle Motor Min.: 0%, Max.: 255%
Duty (Open) Diagnostic Note:
This is the duty ratio used to drive the throttle actuator and open the throttle valve.
It is an ECM command signal.
Throttle Motor Duty (Close)

DISPLAY DATA
Throttle actuator duty ratio

0 to 40%: Idling at P, N or neutral
(close)/ No
(A/C off)
Min.: 0%, Max.: 255%
Diagnostic Note:
This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an
Throttle ECM command signal.
Motor
Duty HINT:
(Close)
During idling, the throttle valve opening angle is usually controlled using a duty ratio drive
signal which closes the throttle valve. However, when carbon deposits build up, it may be
necessary to open the throttle valve more than the throttle valve opener does. In that case,
the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the
throttle valve.
Throttle Fully Close Learn

FRAME DATA
Throttle valve fully closed

0.35 to 0.85 V: Ignition
(learned value)/ No
switch ON
Min.: 0 V, Max.: 4.980 V
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Throttle Fully Diagnostic Note:
Close Learn The ECM uses this learned value to determine the fully closed (and fully
open) position of the throttle valve.
Learning is performed immediately after the ignition switch is turned to
ON.
+BM Voltage

+BM voltage/ 11 to 14 V: Ignition switch

No
Min.: 0 V, Max.: 79.998 V ON
+BM Voltage
Diagnostic Note:
This is the power supply for the electronic throttle actuator.
Actuator Power Supply
TESTER DISPLAY MEASUREMENT NORMAL CONDITION STORED AS FREEZE FRAME

ITEM/RANGE DATA
Actuator power supply/ ON: Ignition switch

No
Actuator Power ON or OFF ON
Supply Diagnostic Note:
If +BM power is lost, this item changes to OFF.
Throttle Position

Throttle valve opening angle/

Min.: 0 deg, Max.: 499.99 - Yes
Throttle Position deg
Diagnostic Note:
This value has no meaning when the ignition switch is ON and the engine is stopped.
4. Idle Speed Control (Gas Rough Idle)

ISC Flow
TESTER MEASUREMENT ITEM/RANGE NORMAL STORED AS FREEZE

DISPLAY CONDITION FRAME DATA
Flow rate calculated using information from

each sensor/ - Yes
Min.: 0 g/s, Max.: 299.99 g/s
Diagnostic Note:
This is the total ISC airflow amount (the amount of intake air necessary to maintain
ISC Flow idling).
HINT:
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ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each
compensation amount
ISC Position

Requested throttle opening amount calculated

using ISC control/ - Yes
ISC Min.: 0 deg, Max.: 499.99 deg
Position Diagnostic Note:
This is the throttle valve opening amount while the engine is idling (the throttle valve
opening amount necessary to maintain ISC air flow).
ISC Feedback Value

DISPLAY
ISC feedback amount/

- Yes
Min.: -150 g/s, Max.: 149.99 g/s
Diagnostic Note:
This is the feedback amount necessary to adjust the airflow amount to maintain the target
ISC idling speed.
Feedback
Value HINT:
When the idling speed differs from the target, the feedback amount is adjusted. If the
feedback amount becomes more than a certain value, this will be reflected in the ISC
learned airflow value.
ISC Learning Value

ISC learned airflow value/

Min.: -150 g/s, Max.: 149.99 - Yes
g/s
Diagnostic Note:
This is the learned value of the airflow amount necessary for engine idling.
ISC Learning
Value HINT:
If ISC Feedback Value becomes more than a certain value, this will be reflected in
ISC Learning Value.
ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value +
each compensation amount
Electric Load Feedback Val
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TESTER DISPLAY MEASUREMENT ITEM/RANGE NORMAL STORED AS FREEZE
CONDITION FRAME DATA
Compensation flow rate according to

electrical load/ - Yes
Electric Load Min.: -150 g/s, Max.: 149.99 g/s
Feedback Val
Diagnostic Note:
This is the ISC compensation amount determined according to the electrical load.
Air Conditioner FB Val

Compensation flow rate according to air

conditioner load/ - Yes
Air Conditioner Min.: -150 g/s, Max.: 149.99 g/s
FB Val
Diagnostic Note:
This is the ISC compensation amount determined according to the air conditioner load.
Deposit Loss Flow

DISPLAY
Flow loss due to deposits/

- Yes
Min.: -150 g/s, Max.: 149.99 g/s
Diagnostic Note:
This value indicates the amount of compensation for a decrease in flow passage
area due to the buildup of deposits on the throttle valve.
Check this value for reference when the engine stalls, is difficult to start, or idles
roughly.
Deposit
When the ISC learned value is initialized by disconnecting the battery negative
Loss
terminal or removing the EFI(+B) fuse , performing the following procedures in
Flow
order to quickly relearn the Deposit Loss Flow value. After the Deposit Loss Flow
has been relearned, gradual fine adjustments will continue automatically.
Start the engine cold and allow the engine to idle.

After the engine is warmed up (engine coolant temperature is above
80°C [176°F]), allow the engine to idle for an additional 5 minutes.
Turn the ignition switch off and wait for 30 seconds.
Start the engine again, and allow the engine to idle for 5 minutes.
5. Fuel System (Gas General)

Fuel Press

DISPLAY FREEZE
FRAME DATA
Fuel pressure/
3000 to 5000 kPa (30.6 to 51.0 kgf/cm 2 ,
Min.: 0 kPa (0 kgf/cm 2 , 0 psi),
Yes
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435 to 725 psi): Idling at P, N or neutral after
Fuel Max.: 655350 kPa (6683 kgf/cm
warming up (A/C off)
Press 2 , 95050 psi)
Diagnostic Note:
This item indicates the fuel pressure on the high-pressure side.
Fuel Pump Duty
Fuel pump duty/

Fuel Pump Duty 20 to 70%: Idling Yes
Min.: 0%, Max.: 399.9%
Fuel Level Sensor Impedance

Fuel Level Sensor

Fuel Level Sensor Impedance/ About 100 Ohm: Fuel receiver
No
Impedance Min.: 0 Ohm, Max.: gauge is F position
511.5 Ohm
Injector (Port)

DISPLAY DATA
Injection period of the No. 1 1000 to 2000 μs

cylinder/ Idling after warming Yes
Injector (Port) Min.: 0 μs, Max.: 65535 μs up
Diagnostic Note:
This is the injection period of the No. 1 cylinder (the command value from the ECM).
Injection Volum (Cylinder 1)

Injection volume
(cylinder 1)/ 0 to 0.15 ml: Idling after
Yes
Injection Volum Min.: 0 ml, Max.: warming up
(Cylinder 1) 2.047 ml
Diagnostic Note:
This is the fuel injection volume for 10 injections.
Fuel Pressure Target Value
TESTER MEASUREMENT NORMAL CONDITION STORED AS

DISPLAY ITEM/RANGE FREEZE FRAME
DATA
Target fuel
3 to 5 MPa (31 to 51 kgf/cm 2 , 435 to
pressure/
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725 psi): Idling after warming up
Min.: 0 MPa, Yes
Fuel Pressure Max.: 65.535 7 to 9 MPa (72 to 91 kgf/cm 2 , 1024
Target Value MPa to 8924 psi): 2500 rpm (without load)
Diagnostic Note:
This item indicates the target fuel pressure for the high-pressure fuel pump.
HP FP Discharge Rate

DATA
Fuel volume required by the

0.04 to 0.08 ml: Idling at P, N or
HP FP high pressure fuel pump/ Yes
neutral after warming up (A/C off)
Discharge Min.: 0 ml, Max.: 2.047 ml
Rate Diagnostic Note:
This item indicates the high-pressure fuel pump discharge amount.
Injection Way
Injection mode/
- Yes
Port / Direct / Either
Injection Way
Diagnostic Note:
This item indicates the injection mode.
Injection Switching Status

Prohibition of changing the D-4S
injection method/ - Yes
Injection Switching OK or NG
Status
Diagnostic Note:
This item indicates whether the Control the Injection Way Active Test is prohibited.
Injection Timing (D4)

DATA
Injection timing/
320 to 340 deg(CA): Idling at P, N or
Min.: -3277 deg(CA), Yes
Injection neutral after warming up (A/C off)
Max.: 3276.7 deg(CA)
Timing (D4)
Diagnostic Note:
This item indicates the injection timing of the main injector.
Injection Time (D4)
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Injection time/
0 to 2000 μs: Idling at P, N or neutral after
Min.: 0 μs, Max.: Yes
Injection warming up (A/C off)
65535 μs
Time (D4)
Diagnostic Note:
This item indicates the last injection time of the injector for the number 1 cylinder.
6. EVAP System 1 (All Data)

Vacuum Pump

DISPLAY
Key-off EVAP system pump status/

- Yes
ON or OFF
Vacuum
Diagnostic Note:
Pump
This item changes to ON during the key-off EVAP monitor which is performed approximately
5 hours after the ignition switch is turned off .
7. EVAP System 2 (Gas Evaporative)

EVAP (Purge) VSV

DISPLAY
Purge valve control duty/

- Yes
Min.: 0%, Max.: 100%
Diagnostic Note:
This is the command signal from the ECM.

EVAP
(Purge) This is the purge valve control duty ratio. When EVAP (Purge) VSV is any value
VSV except 0%, EVAP purge* is being performed.
*: Gasoline vapor from the fuel tank is being introduced into the intake system
via the purge VSV.
When the engine is cold or immediately after the engine is started, EVAP (Purge)
VSV is 0%.
Evap Purge Flow
Purge flow/
- Yes
Min.: 0%, Max.: 399.9%
Evap Purge Flow Diagnostic Note:
This is the percentage of total engine airflow contributed by EVAP purge operation.
(Evap Purge Flow = Purge flow / Engine airflow x 100 (%))
Purge Density Learn Value
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DISPLAY
Purge density learned value/

- Yes
Min.: -200%, Max.: 199.993%
Diagnostic Note:
Purge Density Learn Value is the proportion of the decrease in injection volume (based on
the change in the air fuel ratio feedback compensation value) related to a 1% purge flow
rate.
When Purge Density Learn Value is a large negative value, the purge effect is large.
The purge density is determined from the change in the air fuel ratio feedback
Purge
compensation value when purge flow is introduced.
Density
Purge density learning is performed so that the feedback compensation value is 0 +/-2%.
Learn Value
HINT:
Usually, the value is approximately +/-1%.

1%: The concentration of HC in the purge gas is relatively low.
0%: The concentration of HC in the purge gas is approximately equal to the
stoichiometric air fuel ratio.
Large negative values indicate that the concentration of HC in the purge gas is
relatively high.
Vapor Pressure Pump

DISPLAY FRAME DATA
Vapor pressure/
Approximately 100 kPa (750
Min.: 0 kPa (0 mmHg), Max.: No
mmHg): Ignition switch ON
1441.77 kPa (10814.17 mmHg)
Diagnostic Note:
This is the EVAP system pressure monitored by the canister pressure sensor.
Vapor
HINT:
Pressure
Pump Except for when the monitor is running, this value should be approximately the same as
atmospheric pressure.
As Vapor Pressure Pump is almost the same as Atmosphere Pressure when the engine is
stopped, these items can be used to help determine if the canister pressure sensor
characteristics are abnormal, if there is noise, or if the sensor output is stuck at a
certain value.
EVAP System Vent Valve

CONDITION DATA
Key-off EVAP system vent valve

EVAP System Vent OFF: Vent
status/ Yes
Valve ON: Close
ON or OFF
EVAP Purge VSV
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DISPLAY
VSV status for EVAP control/

- Yes
ON or OFF
EVAP Purge
VSV Diagnostic Note:
This parameter displays ON when EVAP (Purge) VSV is 30% or more, and displays OFF
when the VSV duty ratio is less than 30%.
Purge Cut VSV Duty

Purge valve duty/

- Yes
Min.: 0%, Max.: 399.9%
Purge Cut VSV Results of real-vehicle check:
Duty
Idling (warm up the engine): 0.0%
Running without load (3000 rpm): 33.3%
8. Air Fuel Ratio Control 1 (All Data)

Target Air-Fuel Ratio

DISPLAY
Target air fuel ratio/

0.8 to 1.2: During idling Yes
Min.: 0, Max.: 1.99
Diagnostic Note:
Target This is the target air fuel ratio used by the ECM.
Air-Fuel
Ratio 1.0 is the stoichiometric air fuel ratio. Values that are more than 1 indicate the system
attempting to make the air fuel ratio leaner. Values that are less than 1 indicate the
system attempting to make the air fuel ratio richer.
Target Air-Fuel Ratio and AF Lambda B1S1 are related.
9. Air Fuel Ratio Control 2 (Gas AF O2 Sensor)

AF Lambda B1S1

Value less than 1 (0.000 to

Output air fuel ratio 0.999) = Rich
associated/ 1 = Stoichiometric air fuel ratio Yes
Min.: 0, Max.: 1.999 Value more than 1 (1.001 to
AF 1.999) = Lean
Lambda
B1S1 Diagnostic Note:
This is the actual air fuel ratio calculated based on the air fuel ratio sensor output.
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Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F
Sensor" function of the Active Test enables the technician to check the voltage output of the
sensor.
AFS Voltage B1S1

DISPLAY FRAME DATA
Air fuel ratio sensor output

About 2.2 V: Idling (warming up
voltage/ Yes
the engine)
Min.: 0 V, Max.: 7.999 V
Diagnostic Note:
AFS This is the voltage output of the air fuel ratio sensor (the voltage cannot be
Voltage measured at the terminals of the sensor). This value is calculated by the ECM based
B1S1 on the current output of the air fuel ratio sensor (refer to AFS Current B1S1 below
for the actual sensor output).
Performing the "Control the Injection Volume" or "Control the Injection Volume for
A/F Sensor" function of the Active Test enables the technician to check the voltage
output of the sensor.
AFS Current B1S1

DISPLAY
Air fuel ratio sensor output current

-0.5 to 0.5 mA:
/ Yes
Idling
Min.: -128 mA, Max.: 127.99 mA
AFS Diagnostic Note:

Current With a stoichiometric air fuel ratio (for example, during idling after the engine is
B1S1
warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5
mA.
When the value is outside the range of 0.7 to 2.2 mA when the fuel-cut is being
performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.
A/F Sensor Impedance B1S1

Air fuel ratio sensor

A/F Sensor impedance/ About 32 Ohm: Idling after
Yes
Impedance B1S1 Min.: 0 Ohm, Max.: warming up
6553.5 Ohm
A/F Heater Duty #1

CONDITION DATA
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Air fuel ratio sensor heater duty
ratio/ 0 to 100% Yes
A/F Heater Duty Min.: 0%, Max.: 399.9%
#1
Diagnostic Note:
When the value is any value except 0%, current is being supplied to the heater.
O2S B1S2

Heated oxygen sensor

0 to 0.9 V: Vehicle driven at constant
output voltage / Yes
speed of 70 km/h (44mph)
Min.: 0 V, Max.: 1.275 V
Diagnostic Note:
This is the output voltage of the heated oxygen sensor.
O2S Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio.
B1S2 Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio.
During air fuel ratio feedback control, the value moves back and forth in the range of 0
to 1 V.
Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F
Sensor" function of the Active Test enables the technician to check voltage output of the
sensor.
O2 Heater B1S2


O2 Heater B1S2 heater/ - Yes
Not Act or Active
O2 Sensor Heater Duty

CONDITION DATA
Oxygen sensor heater duty

ratio/ 0 to 100% Yes
O2 Sensor Heater Min.: 0%, Max.: 400%
Duty
Diagnostic Note:
When the vehicle is any valve except 0%, current is being supplied to the heater.
Short FT #1

DISPLAY
Short-term fuel trim /

-15 to +15% Yes
Min.: -100%, Max.: 99.2%
Short FT
#1 Diagnostic Note:
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This item is the "short-term fuel injection volume compensation ratio" used to maintain the air
fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback.
Long FT #1

DISPLAY
Long-term fuel trim /

-15 to +15% Yes
Min.: -100%, Max.: 99.2%
Diagnostic Note:
The ECM will learn the Long FT values based on Short FT. The goal is to keep Short FT at 0%
to keep the A/F mixture at the stoichiometric ratio.
This value is used to determine whether the system related to air fuel ratio control is
malfunctioning.
The condition of the system is determined based on the sum of Short FT and Long FT
(excluding times when the system is in transition).
Long FT +15% or more: There may be a lean air fuel ratio.
#1 -15 to +15%: The air fuel ratio can be determined to be normal.
-15% or less: There may be a rich air fuel ratio.
The learned value is cleared when the battery cable is disconnected.
Air fuel ratio feedback leaning is divided up according to the engine operating range
(engine speed * load), and separate value are stored for each operating range.
"Long FT #1" indicates the learned value for the current operating range.
[A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1],
[A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the leaned
values for the different operating ranges. The learned value that is the same as
"Long FT #1" indicates the current engine operating range.
Fuel System Status #1

Fuel System Status Fuel system status/

- Yes
#1 ON or OFF
10. Ignition System (Ignition)

IGN Advance

DISPLAY FRAME DATA
Ignition timing advance for No.

IGN BTDC -5 to 10 deg.: Idling at
1 cylinder/ Yes
Advance N position
Min.: -64 deg., Max.: 63.5 deg.
Knock Feedback Value

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Knocking feedback value/
Min.: -1024 deg(CA), Max.: 1023.9 - Yes
deg(CA)
Diagnostic Note:
This is the ignition timing retard compensation amount determined by the presence or
absence of knocking.
Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock
Feedback Value*3
Example: 21 deg(CA) = 10° + 14° - 3°
*1: The most retarded timing value is a constant determined by the engine speed and engine
load.
*2: The knock correction learned value is calculated as shown below in order to keep Knock
Feedback Value as close to -3 deg(CA) as possible.
When Knock Feedback Value is less than -4 deg(CA), Knock Correct Learn Value is slowly
Knock decreased.
Feedback When Knock Feedback Value is more than -2 deg(CA), Knock Correct Learn Value is slowly
Value increased.
*3: The base value is -3 deg(CA) and is adjusted based on the presence or absence of
knocking. When there is no knocking, the value is increased, and when knocking is present,
the value is decreased.
HINT:
If Knock Feedback Value does not change around the time when knocking occurs even
though knocking continues (for example, stays at -3 deg(CA)), it can be determined that
knocking is not being detected.
Possible Causes:
There is a problem with the knock sensor sensitivity.

The knock sensor is improperly installed.
There is a problem with a wire harness.
Knock Correct Learn Value

Knocking correction learned value/

Min.: -1024 deg(CA), Max.: 1023.9 - Yes
deg(CA)
Diagnostic Note:
Refer to "Knock Feedback Value".
When there is knocking or a lack of power, compare the following values to another vehicle of
the same model.
Engine speed
Calculate Load
Knock IGN Advance
Correct Knock Feedback Value
Learn Knock Correct Learn Value
Value
Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced.
Knock Correct Learn Value is small: Knocking is present and the ignition timing is being
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retarded.
HINT:
When knocking continues even though Knock Correct Learn Value is less than that of the
vehicle being used for comparison (in other words, the ignition timing is being retarded but
the knocking is not stopping), there may be a buildup of deposits or other such problems
due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).
Idle Spark Advn Ctrl #1 to #4

Idle Individual cylinder timing advance compensation

Spark amount (No. 1 to No. 4)/ - Yes
Advn Min.: -16 deg(CA), Max.: 15.875 deg(CA)
Ctrl #1
Idle
Spark
Advn Diagnostic Note:
Ctrl #2 This is the ignition timing advance compensation amount used to stabilize idling
Idle (each cylinder has a separate value). When the speed for a certain cylinder drops,
Spark the system advances the timing for that particular cylinder in an attempt to restore
Advn the speed and stabilize idling.
Ctrl #3 It may be possible to use this item to help determine specific cylinders which are not
Idle operating normally.
Spark
Advn
Ctrl #4
11. VVT Control 1 (All Data)

VVT Aim Angle #1, #2
VVT hold duty learned value for bank 1

(bank 2)/ - Yes
VVT Aim Min.: 0%, Max.: 399.9%
Angle Diagnostic Note:
#1, #2 This value represents the duty ratio necessary to operate the camshaft timing oil control valve
in order to block the camshaft timing oil control valve path and maintain the advanced state of
the VVT controller. This is only available during the Active Test.
VVT Change Angle #1, #2

VVT displacement angle for bank 1

(bank2)/ - Yes
Min.: -320 DegFR, Max.: 320 DegFR
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VVT Change Diagnostic Note:
Angle #1, #2 This is the VVT displacement angle during forced operation.
This is only available during the Active Test.
By checking the VVT Change Angle during the Active Test, it is also possible to
determine whether or not the camshaft position sensor signal is being output.
VVT OCV Duty #1, #2

VVT camshaft timing oil control valve operation

duty for bank 1 (bank2)/ - Yes
VVT OCV Duty Min.: 0%, Max.: 399.9%
#1, #2 Diagnostic Note:
This is the requested duty value for forced operation.
VVT Ex Hold Lrn Val #1, #2

VVT exhaust hold duty ratio learned value for

bank 1 (bank2)/ - Yes
VVT Ex Min.: 0%, Max.: 399.9%
Hold Lrn
Val #1, Diagnostic Note:
#2 This value represents the duty ratio necessary to operate the camshaft timing oil control
valve in order to block the camshaft timing oil control valve path and maintain the advanced
state of the VVT controller. This is only available during the Active Test.
VVT Ex Chg Angle #1, #2

VVT exhaust displacement angle for

bank 1 (bank2)/ - Yes
VVT Ex Chg Angle Min.: 0 DegFR, Max.: 639.9 DegFR
#1, #2 Diagnostic Note:
This is the displacement angle during forced operation. This is only available during
the Active Test.
VVT Ex OCV Duty #1, #2

VVT exhaust camshaft timing oil control valve

duty for bank 1 (bank2)/ - No
VVT Ex OCV Min.: 0%, Max.: 399.9%
Duty #1, #2 Diagnostic Note:
This is the requested duty value for forced operation.
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Target VVT Angle #1, #2

CONDITION DATA
Target VVT angle for bank 1

(bank2)/
- Yes
Target VVT Angle #1, Min.: -320 DegFR, Max.: 320
#2 DegFR
Diagnostic Note:
Target VVT Ex Angle #1, #2

Target VVT exhaust angle for bank

1 (bank2)/ - Yes
Target VVT Ex Angle Min.: 0 DegFR, Max.: 640 DegFR
#1, #2
Diagnostic Note:
VVT OCV Current #1, #2

DATA
VVT camshaft timing oil control valve

0.55 to 0.85 A: Idling
VVT OCV output current for bank 1 (bank2)/ Yes
after warming up
Current #1, Min.: 0 A, Max.: 1.99 A
#2 Diagnostic Note:
VVT Ex OCV Current #1, #2

DATA
VVT exhaust camshaft timing oil control

0.55 to 0.85 A: Idling
VVT Ex OCV valve output current for bank 1 (bank2)/ Yes
after warming up
Current #1, Min.: 0 A, Max.: 1.99 A
#2 Diagnostic Note:
12. VN Turbo (All Data)

VN Turbo Type
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Turbo type/
Not No
Not/Commo/Vacuum/CAN
VN Turbo Type
Diagnostic Note:
This is the type of the turbo charger.
13. Catalyst (Gas CAT Converter)

Catalyst Temp B1S1

Catalyst temperature/
Min.: -40°C, Max.: - Yes
Catalyst Temp 6513.5°C
B1S1
Diagnostic Note:
This is the temperature of the front catalyst estimated by the ECM.

Starter Signal

ON: Starter operating

Starter signal/
Starter Signal OFF: Starter not Yes
ON or OFF
operating
Starter Control
ON: Starter operating

Starter signal/
Starter Control OFF: Starter not Yes
ON or OFF
operating
Starter Cut Relay
Starter cut relay/

Starter Cut Relay - Yes
ON or OFF
ACC Relay
ACC relay/
ACC Relay - Yes
ON or OFF
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Neutral Position SW Signal

ITEM/RANGE DATA
Neutral Position SW PNP switch status/ ON: Shift lever in P, N or

Yes
Signal ON or OFF neutral
Clutch Switch

ON: Clutch pedal

Clutch switch status/ depressed
Clutch Switch Yes
ON or OFF OFF: Clutch pedal
released
Stop Light Switch

ON: Brake pedal

Stop Light Stop light switch status/ depressed
Yes
Switch ON or OFF OFF: Brake pedal
released
A/C Signal
A/C switch status/

A/C Signal ON: A/C on Yes
ON or OFF
A/C Pressure Normal SW

FRAME DATA
Air conditioning pressure

A/C Pressure ON: Air conditioning
sensor status/ Yes
Normal SW pressure sensor on
ON or OFF
Closed Throttle Position SW

ON: Throttle fully

Closed throttle position
Closed Throttle closed
switch/ Yes
Position SW OFF: Throttle
ON or OFF
open
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Rear Defogger SW

Rear Defogger Rear defogger switch/ ON: Rear defogger switch

No
SW ON or OFF ON
Blower Fan SW

Blower fan switch/ ON: Blower fan switch

Blower Fan SW No
ON or OFF ON
Head Light Switch

Head Light Head light switch/ ON: light control switch tail
No
Switch ON or OFF on
Front Wiper Switch

ITEM/RANGE DATA
Front Wiper Front wiper switch/ ON: Front wiper switch

No
Switch ON or OFF ON
Ignition Status
Ignition switch/ ON: Ignition switch

Ignition Status Yes
ON or OFF ON
Fuel Cut Condition

ITEM/RANGE DATA
Fuel Cut Fuel cut condition/ ON: Fuel cut

Yes
Condition ON or OFF operating
15. Check Mode (Check Mode)

Check Mode
Check mode/
Check Mode ON: Check mode on No
ON or OFF
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16. Test Result (Monitor Status)
Monitor Information 1
TESTER DISPLAY MEASUREMENT ITEM/RANGE NORMAL DIAGNOSTIC STORED AS FREEZE

CONDITION NOTE FRAME DATA
N position monitor/
NSW Test Result - *1 No
Compl or Incmpl
Check mode result for heated

OXS1 Test Result oxygen sensor / - *1 No
Compl or Incmpl
Check mode result for air fuel

A/F Test Results
ratio sensor/ - *1 No
#1
Compl or Incmpl
Check mode result for starter

Starter SW Test
switch/ - *1 No
Result
Compl or Incmpl
Comprehensive component
Complete Parts
monitor/ - *1 No
Monitor
Not Avl or Avail
Fuel System Fuel system monitor/

- *1 No
Monitor Not Avl or Avail
Check mode result for misfire

Misfire Test
monitor/ - *1 No
Result
Not Avl or Avail
EGR/VVT monitor/
EGR/VVT Monitor - *1 No
Not Avl or Avail
EGR/VVT monitor/
EGR/VVT Monitor - *1 No
Compl or Incmpl
O2S(A/FS) O2S (A/FS) heater monitor/

- *1 No
Heater Monitor Not Avl or Avail
O2S(A/FS) O2S (A/FS) heater monitor/

- *1 No
Heater Monitor Compl or Incmpl
O2S(A/FS) O2S (A/FS) monitor/

- *1 No
O2S(A/FS) O2S (A/FS) monitor/

- *1 No
Monitor Compl or Incmpl
A/C monitor/
A/C Monitor - *1 No
Not Avl or Avail
A/C monitor/
A/C Monitor - *1 No
Compl or Incmpl
2nd air monitor/

2nd Air Monitor - *1 No
Not Avl or Avail
2nd air monitor/

2nd Air Monitor - *1 No
Compl or Incmpl
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EVAP monitor/
EVAP Monitor - *1 No
Not Avl or Avail
EVAP monitor/
EVAP Monitor - *1 No
Compl or Incmpl
Heated Catalyst Heated catalyst monitor/

- *1 No
Heated Catalyst Heated catalyst monitor/

- *1 No
Monitor Compl or Incmpl
Catalyst monitor/
Catalyst Monitor - *1 No
Not Avl or Avail
Catalyst monitor/
Catalyst Monitor - *1 No
Compl or Incmpl
*1:
Avail: The monitor is available on the vehicle.
Not Avl: The monitor is not available on the vehicle.
Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at
some time in the past. This item does not change when the ignition switch is turned off. However, the
item changes back to Incmpl when DTCs are cleared or the battery cable is disconnected.
Monitor result (mode 06): The last judgment result is output. This is not cleared when the ignition
switch is turned off, but is cleared when DTCs are cleared.
Monitor Information 2
TESTER DISPLAY MEASUREMENT NORMAL DIAGNOSTIC STORED AS FREEZE

ITEM/RANGE CONDITION NOTE FRAME DATA
Comprehensive
Component
component monitor/ - *2 No
Monitor ENA
Unable or Enable
Comprehensive
Component
component monitor/ - *2 No
Monitor CMPL
Compl or Incmpl

- *2 No
Monitor ENA Unable or Enable

- *2 No
Monitor CMPL Compl or Incmpl
Misfire Monitor Misfire monitor/

- *2 No
ENA Unable or Enable
Misfire Monitor Misfire monitor/

- *2 No
CMPL Compl or Incmpl
EGR/VVT Monitor EGR monitor/

- *2 No
EGR/VVT Monitor EGR monitor/

- *2 No
O2S (A/FS) heater

Heater Monitor
monitor/ - *2 No
ENA
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Unable or Enable
O2S (A/FS) heater

Heater Monitor
monitor/ - *2 No
CMPL
Compl or Incmpl
O2S(A/FS) Monitor O2S (A/FS) monitor/

- *2 No
O2S(A/FS) Monitor O2S (A/FS) monitor/

- *2 No
A/C monitor/
A/C Monitor ENA - *2 No
Unable or Enable
A/C monitor/
A/C Monitor CMPL - *2 No
Compl or Incmpl
2nd Air Monitor 2nd air monitor/

- *2 No
2nd Air Monitor 2nd air monitor/

- *2 No
EVAP monitor/
EVAP Monitor ENA - *2 No
Unable or Enable
EVAP Monitor EVAP monitor/

- *2 No
Heated Cat Heated catalyst monitor/

- *2 No
Monitor ENA Unable or Enable
Heated Cat Heated catalyst monitor/

- *2 No
Monitor CMPL Compl or Incmpl
Catalyst Monitor Catalyst monitor/

- *2 No
Catalyst Monitor Catalyst monitor/

- *2 No
*2:
Enable: The monitor is available on the vehicle.
Unable: The monitor is not available on the vehicle.
Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed during the
current trip. The item changes back to Incmpl when the ignition switch is turned off.
Monitor result (mode 06): The last judgment result is output. This is not cleared when the ignition
switch is turned off, but is cleared when DTCs are cleared. Therefore, only when DTCs are cleared at the
beginning of a trip do the system monitor (Monitor Information 2) and monitor result (mode 06) match.

TC Terminal
TC terminal status/
TC Terminal - No
ON or OFF
# Codes (Include History)
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# Codes (Include Number of codes/

0 No
History) Min.: 0, Max.: 255
MIL
MIL status/
MIL - No
ON or OFF
MIL ON Run Distance

Distance driven with MIL

on/
- No
MIL ON Run Min.: 0 km, Max.: 65535
Distance km
Diagnostic Note:
This is the distance driven after a DTC is stored.
Running Time from MIL ON

Running time from MIL

Running Time from MIL ON/
- No
ON Min.: 0 min, Max.: 65535
min
Time after DTC Cleared

ITEM/RANGE DATA
Time after DTCs cleared/

Time after DTCs
Min.: 0 min, Max.: 65535 Yes
cleared
Time after DTC min
Cleared Diagnostic Note:
This is the time elapsed after DTCs were cleared. Time elapsed after the ignition
switch is turned off is not counted.
Distance from DTC Cleared

Distance driven after DTCs
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cleared/ Distance driven after DTCs
Yes
Distance from DTC Min.: 0 km, Max.: 65535 cleared
Cleared km
Diagnostic Note:
This is the distance driven after DTCs were cleared.
Warmup Cycle Cleared DTC

Warmup cycles after DTCs

cleared/ - Yes
Min.: 0, Max.: 255
Warmup Diagnostic Note:
Cycle This is the number of warmup cycles after the DTCs were cleared.
Cleared DTC This is the number of times the engine was warmed up* after DTCs were cleared (or after
the vehicle left the factory).
*: An engine warmup is defined as the engine coolant temperature rising 20°C (104°F) or
more and reaching a temperature of 70°C (158°F) or higher after the engine is started.
Dist Batt Cable Disconnect

DISPLAY FRAME DATA
Distance driven after battery

Dist Batt Cable Total distance vehicle driven after
cable disconnected/ Yes
Disconnect battery cable disconnected
Min.: 0 km, Max.: 65535 km
IG OFF Elapsed Time

CONDITION DATA
Time after ignition switch

IG OFF Elapsed off/
- Yes
Time Min.: 0 min, Max.: 655350
min
OBD Requirements

ITEM/RANGE DATA
OBD OBD II (California

OBD requirement No
Requirements ARB)
Number of Emission DTC

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Emissions-related DTCs - No
Number of Emission
DTC Diagnostic Note:
This is the number of emissions-related DTCs.
TC and TE1

TC and CG (TE1) terminals of

TC and TE1 DLC3/ - Yes
ON or OFF
18. Misfire (Gas Misfire)

Cylinder #1 Misfire Count to Cylinder #4 Misfire Count

CONDITION DATA
Cylinder #1 Misfire Misfire count of cylinders 1

Count to 4/ 0 to 16 Yes
Cylinder #2 Misfire Min.: 0, Max.: 255
Count Diagnostic Note:
Cylinder #3 Misfire This is the misfire count for each individual cylinder.
Count This counter is incremented by one for each misfire and is cleared every 200
Cylinder #4 Misfire revolutions.
Count Check this item to help determine the malfunctioning cylinder.

Engine Speed (Starter Off)

Engine speed when starter

off/
- Yes
Engine Speed (Starter Min.: 0 rpm, Max.: 51199
Off) rpm
Diagnostic Note:
This is the engine speed immediately after starting the engine.
Starter Count

Number of times starter turned on after ignition

switch turned to ON/ - Yes
Starter Min.: 0, Max.: 255
Count
Diagnostic Note:
This is the number of times the starter turned on during the current trip.
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Run Dist of Previous Trip

DISPLAY
Distance driven during previous trip/

- Yes
Min.: 0 km, Max.: 655.35 km
Diagnostic Note:
Before 5 seconds elapse after starting the engine, which is DTC P1604 (Startability
Malfunction) detection duration, this parameter indicates the distance driven during the
previous trip.
Run Dist
After 5 seconds elapse after starting the engine, this parameter indicates the distance driven
of
during the current trip calculated from the vehicle speed signal.
Previous
Trip HINT:
Run Dist of Previous Trip in freeze frame data which were present when the startability
malfunction occurred (DTC P1604 detected) indicates the distance driven during the
previous trip, but in all other cases, such as for the snapshot data of Data List (real-time
measurements), or for freeze frame data which were present when the DTCs other than
P1604 were detected, the value indicates the distance driven during the current trip.
Engine Starting Time

CONDITION DATA
Time elapsed before engine

starts/ - Yes
Min.: 0 ms, Max.: 655350 ms
Engine Starting Diagnostic Note:
Time This is the time elapsed after the starter turns on until the engine speed reaches
400 rpm.
This value is cleared 5 seconds after the engine is started and the value is displayed
as 0 ms.
Previous Trip Coolant Temp

Engine coolant temperature during

previous trip/ - Yes
Min.: -40°C, Max.: 215°C
Previous Trip Diagnostic Note:
Coolant Temp Before 120 seconds elapse after starting the engine, this parameter indicates the
engine coolant temperature at the end of the previous trip.
After 120 seconds elapse after starting the engine, this parameter indicates the engine
coolant temperature during the current trip.
Previous Trip Intake Temp
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Intake air temperature during

Min.: -40°C, Max.: 215°C
Previous Trip Diagnostic Note:
Intake Temp Before 120 seconds elapse after starting the engine, this parameter indicates the
intake air temperature at the end of the previous trip.
After 120 seconds elapse after starting the engine, this parameter indicates the intake
air temperature during the current trip.
Engine Oil Temperature

Engine oil temperature (estimated

Engine Oil
temperature)/ - Yes
Temperature
Min.: -40°C, Max.: 215°C
Previous Trip Eng Oil Temp

Engine oil temperature during

Previous Trip Eng Oil
Temp
Min.: -40°C, Max.: 215°C
Ambient Temp for A/C

Ambient temperature for
Ambient Temp for
A/C/ - Yes
A/C
Min.: -40°C, Max.: 215°C
Previous Trip Ambient Temp

Ambient temperature during

Previous Trip Ambient
Temp
Min.: -40°C, Max.: 215°C
Engine Start Hesitation

CONDITION DATA
History of hesitation during engine

start/ - Yes
ON or OFF
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Engine Start
Hesitation Diagnostic Note:
This value changes to ON when the engine speed does not reach 500 rpm during
cranking.
Low Rev for Eng Start

History of low engine speed after

engine start/ - Yes
Low Rev for ON or OFF
Eng Start Diagnostic Note:
This flag changes to ON when the engine speed drops to 200 rpm or less within
approximately 2 seconds of starting the engine.
Fuel Cut Elps Time

CONDITION DATA
Time elapsed before engine

Fuel Cut Elps starts/
- Yes
Time Time elapsed after fuel cut/
Min.: 0 sec, Max.: 67107 sec
Engine Oil Temp for Eng Start

History of engine oil temperature

Engine Oil Temp for
during engine start/ - Yes
Eng Start
Min.: -40 deg, Max.: 215 deg
A/F Learn Value Idle #1

CONDITION DATA
Air fuel ratio learn value of idle

area/ -15 to +15% Yes
A/F Learn Value Min.: -50%, Max.: 49.6%
Idle #1 Diagnostic Note:
Learning is performed when idling with the engine warmed up (engine coolant
temperature is 80°C [176°F] or higher).
A/F Learn Value Idle #1 (Dual)

CONDITION DATA
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Air fuel ratio learn value of idle
A/F Learn Value Idle Min.: -50%, Max.: 49.6%
#1 (Dual) Diagnostic Note:
Learning is performed when idling with the engine warmed up (engine coolant
temperature is 80°C [176°F] or higher).
A/F Learn Value Low #1

Air fuel ratio learn value of low load

A/F Learn Min.: -50%, Max.: 49.6%
Value Diagnostic Note:
Low #1 Learning is performed when driving with the engine warmed up (engine coolant temperature
is 80°C [176°F] or higher) and operating in the low load range (when the range of engine
loads is divided into four parts).
A/F Learn Value Mid1 #1

Air fuel ratio learn value of middle1 load

A/F Min.: -50%, Max.: 49.6%
Learn
Mid1 #1 Learning is performed when driving with the engine warmed up (engine coolant temperature
is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load
range (when the range of engine loads is divided into four parts).
A/F Learn Value High #1

Air fuel ratio learn value of high load

A/F Learn Min.: -50%, Max.: 49.6%
High #1 Learning is performed when driving with the engine warmed up (engine coolant temperature
is 80°C [176°F] or higher) and operating in the high load range (when the range of engine
A/F Learn Value Low #1 (Dual)

Air fuel ratio learn value of low load

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A/F Learn Min.: -50%, Max.: 49.6%
Low #1 Learning is performed when driving with the engine warmed up (engine coolant temperature
is 80°C [176°F] or higher) and operating in the low load range (when the range of engine
A/F Learn Value Mid1 #1 (Dual)

Air fuel ratio learn value of middle1 load

A/F Min.: -50%, Max.: 49.6%
Learn
Mid1 #1 Learning is performed when driving with the engine warmed up (engine coolant temperature
is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load
range (when the range of engine loads is divided into four parts).
A/F Learn Value High #1 (Dual)

Air fuel ratio learn value of high load

A/F Learn Min.: -50%, Max.: 49.6%
High #1 Learning is performed when driving with the engine warmed up (engine coolant temperature
is 80°C [176°F] or higher) and operating in the high load range (when the range of engine
A/C Magnetic Clutch Relay

A/C magnetic clutch

A/C Magnetic Clutch
relay/ ON: A/C on Yes
Relay
ON or OFF
Electrical Fan Motor

CONDITION DATA
Electric fan motors operation

Electrical Fan
status/ - Yes
Motor
ON or OFF
Electric Cooling Fan Relay #1
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Electric cooling fan relay

Electric Cooling Fan ON: Cooling fan relay
No. 1/ Yes
Relay #1 No. 1 ON
ON or OFF
Electric Cooling Fan Relay #2

Electric cooling fan relay

Electric Cooling Fan ON: Cooling fan relay
No. 2/ Yes
Relay #2 No. 2 ON
ON or OFF
Brake Override System

ITEM/RANGE DATA
Brake override system

Brake Override ON: Brake override
operation/ Yes
System system ON
ON or OFF
Idle Fuel Cut
TESTER MEASUREMENT NORMAL CONDITION STORED AS FREEZE FRAME DATA

DISPLAY ITEM/RANGE
Fuel cut at idle/ ON: Fuel cut

Yes
ON or OFF operating
Idle Fuel Cut Diagnostic Note:
Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is
high.
FC TAU

Fuel cut TAU (fuel cut during very light

ON: Fuel cut
load)/ Yes
operating
ON or OFF
FC TAU
Diagnostic Note:
This is the fuel cut performed under a very light load to prevent the engine combustion
from becoming incomplete.
Immobiliser Fuel Cut

CONDITION DATA
Status of immobiliser fuel

Immobiliser Fuel
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cut/ - Yes
Cut
ON or OFF
Immobiliser Fuel Cut History

CONDITION DATA
Status of the immobiliser fuel cut

history/ - Yes
History
ON or OFF
Fuel Dilution Estimate

Fuel dilution estimate/

Fuel Dilution
Min.: 0 ml, Max.: 1279.9 - No
Estimate
ml
20. Compression (Compression)

Engine Speed of Cyl #1 to #4

Engine Engine speed for cylinder No. 1 to No.

Speed 4/ - Yes
of Cyl Min.: 0 rpm, Max.: 51199 rpm
#1
Engine
Speed Diagnostic Note:
of Cyl This is output only when Check the Cylinder Compression is performed using the Active Test.
#2 This is the engine speed for each cylinder measured during the engine cranking.
Engine When there is compression loss, the engine speed for that cylinder increases.
Speed
HINT:
of Cyl
#3 When multiple cylinders have compression loss, the engine speeds for multiple cylinders
Engine increase and it is not possible to determine which cylinders have compression loss. At this
Speed time, it is necessary to actually perform a compression measurement.
of Cyl
#4
Av Engine Speed of All Cyl

CONDITION DATA
Average engine speed for all

cylinders/ - No
Av Engine Speed of Min.: 0 rpm, Max.: 51199 rpm
All Cyl Diagnostic Note:
This is output only when Check the Cylinder Compression is performed using the
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Active Test.
21. Automatic Transmission (All Data)
Refer to Automatic Transmission System .
Received MIL from ECT

Received MIL from MIL status/

- Yes
ECT ON or OFF
Shift Position Sig from ECT

Received Shift Position Signal

Shift Position Sig from ECT/ Same as actual gear
Yes
from ECT 1st, 2nd, 3rd, 4th, 5th, 6th, 7th ratio
or 8th
SPD (NT)

DATA
Lock-up ON (After warming up engine):

Input turbine speed Input turbine speed (NT) equal to engine
SPD (speed sensor NT)/ speed
Yes
(NT) Min.: 0 rpm, Max.: Lock-up OFF (Idling at P or N position):
12750 rpm Input turbine speed (NT) nearly equal to
engine speed
ECT Lock Up
ECT lock up status/

ECT Lock Up - Yes
ON or OFF
Shift SW Status (P Range)

CONDITION DATA
Park/neutral position switch ON: Shift lever in P

Shift SW Status (P
status/ OFF: Shift lever not Yes
Range)
ON or OFF in P
Shift SW Status (R Range)
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CONDITION DATA
Park/neutral position switch ON: Shift lever in R

Shift SW Status (R
Range)
ON or OFF in R
Shift SW Status (N Range)

CONDITION DATA
Park/neutral position switch ON: Shift lever in N

Shift SW Status (N
Range)
ON or OFF in N
Sports Mode Selection SW

ON: Shift lever in M, "+" or

Sport mode select switch
Sports Mode "-"
status/ Yes
Selection SW OFF: Shift lever not in M,
ON or OFF
"+" or "-"
Shift SW Status (D Range)

CONDITION DATA
Park/neutral position switch ON: Shift lever in D

Shift SW Status (D
Range)
ON or OFF in D
Spark Timing Retard Request from ECT

Status of the spark timing retard

Spark Timing Retard
request from ECT/ - Yes
Request from ECT
ON or OFF
Fuel Cut Request from ECT

CONDITION DATA
Status of the fuel cut request

Fuel Cut Request from
from ECT/ - Yes
ECT
ON or OFF
Torque Down Prohibit Request to ECT
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Status of the torque down prohibit

Torque Down Prohibit
request to ECT/ - Yes
Request to ECT
ON or OFF
Torque Down Request from VSC

Status of the torque down request

Torque Down Request
from VSC/ - Yes
from VSC
ON or OFF
Torque Up Request from VSC

Status of the torque up request

Torque Up Request
from VSC/ - Yes
from VSC
ON or OFF
Torque Down Prohibit Request to VSC

Status of the torque down prohibit

Torque Down Prohibit
request to VSC/ - Yes
Request to VSC
ON or OFF
Torque Up Prohibit Request to VSC

Status of the torque up prohibit

Torque Up Prohibit
request to VSC/ - Yes
Request to VSC
ON or OFF
22. ACTIVE TEST
HINT:
Using the Techstream to perform Active Tests allows relays, VSVs, actuators and other items to be
operated without removing any parts. This non-intrusive functional inspection can be very useful
because intermittent operation may be discovered before parts or wiring is disturbed. Performing
Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be
displayed while performing Active Tests.
(a) Warm up the engine.
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(b) Turn the ignition switch off.
(f) Enter the following menus: Powertrain / Engine / Active Test.
(g) According to the display on the Techstream, perform the Active Test.
TESTER TEST PART CONTROL RANGE DIAGNOSTIC NOTE

DISPLAY
All injectors are tested at the

same time.
This test is possible when the
following conditions are met:
Engine speed is
3000 rpm or less.
Engine coolant
temperature is
80°C (80°F) or
more.
Injection volume can be

changed in fine gradations
Control the
Change injection Between -12.5% and within control range.
Injection
volume 24.8% Control the Injection Volume
Volume
enables the checking and
graphing of the air fuel ratio
sensor and the heated oxygen
sensor voltage outputs.
To conduct the test, enter the
following menus: Active Test /
Control the Injection Volume /
AFS Voltage B1S1 and O2S
B1S2.
During the Active Test, air fuel
ratio feedback control and
feedback learning are
stopped.
All injectors are tested at the

same time.
This test is possible when the
Engine speed is
3000 rpm or less.
Engine coolant
temperature is
80°C (80°F) or
more.
Control the Control the Injection Volume

Injection Change injection for A/F Sensor enables the
-12%/0%/12%
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Volume for volume checking and graphing of the
A/F Sensor air fuel ratio sensor and the
heated oxygen sensor voltage
outputs.
To conduct the test, enter the
following menus: Active Test /
Control the Injection Volume
for A/F Sensor / AFS Voltage
B1S1 and O2S B1S2.
During the Active Test, air fuel
ratio feedback control and
feedback learning are
stopped.
Activate the
Activate purge
VSV for Evap ON/OFF Engine is stopped.
VSV control
Control
Perform this test when the following

conditions are met:
Control the
A/C magnet clutch Ignition switch is ON.
A/C Magnet ON/OFF
control Engine is stopped.
Clutch
Shift lever is in P, N or
neutral.

conditions are met:
Control the
Activate fuel Ignition switch is ON.
Fuel Pump / ON/OFF
pump Engine is stopped.
Speed
neutral.

conditions are met:
Control the
Ignition switch is ON.
Fuel Pump Fuel pump control 25%/80%
Engine is stopped.
Duty
neutral.
ON: TC and TE1 are

connected.
OFF: TC and TE1 are
disconnected.
Turn on and off Perform this test when the
Connect the following conditions are met:
TC and TE1 ON/OFF
TC and TE1
connection Ignition switch is
ON.
Engine is stopped.
Shift lever is in P, N
or neutral.
Control the
Control electric Perform this test when the ignition
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Electric ON/OFF
cooling fan switch is ON.
Cooling Fan

conditions are met:
Activate the
Activate ACC cut Ignition switch is ON.
ACC Cut ON/OFF
relay Engine is stopped.
Relay
neutral.
This test is possible when the following

conditions are met:
Control the Ignition switch is ON.

ETCS Engine is stopped.
Throttle actuator Close/Open
Open/Close Accelerator pedal is fully
Slow Speed depressed.
neutral.
Control the
ETCS
Throttle actuator Close/Open Same as above.
Open/Close
Fast Speed
Control the
Control injection Between -16 deg(CA) and Test possible during vehicle stopping
Injection
timing #1 15.87 deg(CA) and engine idling.
Timing #1
Control the
Injection
Timing #2
Control the
Injection
Timing #3
Control the
Injection
Timing #4
Control the
Control the target
Target Fuel -12.5 to 24.8% Perform the test at below 3000 rpm.
fuel pressure
Pressure

conditions are met:
Control the Control the
Voltage of voltage of 12.8 to 14.3 V Engine is idling.
Alternator alternator Shift lever is in P, N or
neutral.

conditions are met:
Engine speed is 3000 rpm or

Perform 3 pattern
Control the less
in order to
Injection Either/Port/Direct Engine coolant temperature is
operate fuel
Way 80°C (176°F ) or more.
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injection
neutral.
Perform the port mode within 3 minutes.

conditions are met:

Perform 3 pattern
less
D-4S (A/F in order to Either/Port/Direct
Engine coolant temperature is
Control) operate air fuel -12.5 to 24.8%
80°C (176°F ) or more.
ratio control
neutral.

conditions are met:

Either/Port/Direct
Perform 3 pattern less
D-4S (Fuel Selected cylinder
in order to Engine coolant temperature is
Cut) (cylinder #1 to
operate fuel cut 80°C (176°F ) or more.
#4)
neutral.

conditions are met:

Perform 3 pattern
D-4S less
in order to Either/Port/Direct
(Injection Engine coolant temperature is
operate injection -12.5 to 24.8%
Volume) 80°C (176°F ) or more.
volume
neutral.

conditions are met
Control the Selected cylinder Vehicle is stopped.

Select (cylinder #1 to #1/#2/#3/#4 Engine is idling.
Cylinder Fuel #4) injector fuel ON/OFF Shift lever is in P, N or
Cut cut neutral.
Speed sensor is normal.
*1

conditions are met
Vehicle is stopped.
Control the
All cylinder fuel Engine is idling.
All Cylinders ON/OFF
cut Shift lever is in P, N or
Fuel Cut
neutral.
Speed sensor is normal.
*1
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conditions are met
Vehicle is stopped.
Engine is idling.
Check the Check the cylinder Shift lever is in P, N or
Cylinder compression ON/OFF neutral.
Compression pressure Speed sensor is normal.
*1
Fuel injection and ignition stop in all
cylinders.
*2

conditions are met:
Activate the
Activate starter Ignition switch is ON.
Starter Cut ON/OFF
cut relay Engine is stopped.
Relay
neutral.
Control the
Control the target Test possible during vehicle stopping
Target 500 to 2000 rpm
engine speed and engine idling.
Engine Speed
Engine stalls or idles roughly

when the VVT actuator is
operated.
Perform this test when the
Control the Control VVT (for Engine is idling.

VVT Linear intake side of -27 to 36 deg (CA) Shift lever is in P, N
(Bank 1) bank 1) or neutral.
DTCs related to the VVT
system may be stored due to
Active Test operation, but this
does not indicate a
malfunction.

operated.
Control the Control VVT (for Engine is idling.

VVT Linear intake side of -27 to 36 deg (CA) Shift lever is in P, N
(Bank 2) bank 2) or neutral.

does not indicate a
malfunction.
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operated.
Control the
Control VVT (for Engine is idling.
VVT Exhaust
exhaust side of 0 to 51 deg (CA) Shift lever is in P, N
Linear (Bank
bank 1) or neutral.
1)
does not indicate a
malfunction.

operated.
Control the
Control VVT (for Engine is idling.
VVT Exhaust
exhaust side of 0 to 51 deg (CA) Shift lever is in P, N
Linear (Bank
bank 2) or neutral.
2)
does not indicate a
malfunction.
NOTICE:
*1:
If the display of the Data List item Catalyst OT MF F/C item is Not Avl, perform this Active Test with
the vehicle stopped and the engine idling.
If the display of the Data List item Catalyst OT MF F/C item is Avail, perform this Active Test as
described below.
a. Stop the engine, turn the ignition switch to ON.

b. Enter the Control the Select Cylinder Fuel Cut.
c. Select the cylinder for fuel cut (cylinder #1 to #4) and turn the Active Test ON (press
the RIGHT or LEFT button).
d. Start the engine.
HINT:
*2: When cranking the engine, each cylinder measures the engine speed. In this Active Test, the fuel
and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At
this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other
cylinders, it can be determined that the compression pressure of that cylinder is lower than the other
cylinders.
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1. Warm up the engine.
2. Turn the ignition switch off.
3. Connect the Techstream to the DLC3.
4. Turn the ignition switch to ON.
5. Turn the Techstream on.
6. Enter the following menus: Powertrain / Engine / Active Test / Check the Cylinder
Compression.
HINT:
To display the entire Data List, press the pull down menu button next to Primary. Then
select Compression.
7. Push the snapshot button to turn the snapshot function on.
HINT:
Using the snapshot function, data can be recorded during the Active Test.
8. While the engine is not running, press the RIGHT or LEFT button to change Check the
Cylinder Compression to ON.
HINT:
After performing the above procedure, Check the Cylinder Compression will start. Fuel
injection for all cylinders is prohibited and each cylinder engine speed measurement
enters standby mode.
9. Crank the engine for about 10 seconds.
HINT:
Continue to crank the engine until the values change from the default value (51199
rpm).
10. Monitor the engine speed (Engine Speed of Cyl #1 to #4) displayed on the Techstream.
HINT:
At first, the Techstream displays extremely high cylinder engine speed values. After
approximately 10 seconds of engine cranking, each cylinder engine speed measurement
will change to the actual engine speed.
NOTICE:
Do not crank the engine continuously for 20 seconds or more.
If it is necessary to crank the engine again after Check the Cylinder Compression
has been changed to ON and the engine has been cranked once, press Exit to
return to the Active Test menu screen. Then change Check the Cylinder
Compression to ON and crank the engine.
Use a fully-charged battery.
23. SYSTEM CHECK
HINT:
Performing a System Check enables the system, which consists of multiple actuators, to be operated
without removing any parts. In addition, it can show whether or not any DTCs are stored, and can
detect potential malfunctions in the system. The System Check can be performed with the Techstream.
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(d) Enter the following menus: Powertrain / Engine / Utility.
(e) Perform the System Check by referring to the table below.
TESTER TEST PART CONTROL DIAGNOSTIC NOTE

DISPLAY RANGE
Evaporative If no pending DTCs are output after

System Perform 5 steps in order to 35°C performing this test, the system is
Check operate EVAP key-off monitor (95°F) or functioning normally.
(Automatic automatically less Refer to EVAP Inspection Procedure
Mode) .
Evaporative
Used to detect malfunctioning
System Perform 5 steps in order to 35°C
parts.
Check operate EVAP key-off monitor (95°F) or
Refer to EVAP Inspection Procedure
(Manual manually less
.
Mode)
Model Year: 2013 Model: FR-S Doc ID: RM000000PDC0GNX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: DEFINITION OF TERMS (2013 FR-S)
DEFINITION OF TERMS
TERM DEFINITION
Description of what ECM monitors and how it detects malfunctions (monitoring

Monitor Description
purpose and details).
Group of diagnostic trouble codes that are output by ECM based on same
Related DTCs
malfunction detection logic.
Preconditions that allow ECM to detect malfunctions.

Typical Enabling
With all preconditions satisfied, ECM stores DTC when monitored value(s) exceeds
Condition
malfunction threshold(s).
Order of monitor priority, applied if multiple sensors and components are involved
Sequence of in single malfunction detection process.
Operation Each sensor and component is monitored in turn, when previous detection
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operation is completed.
Required
Sensors and components used by ECM to detect each malfunction.
Sensor/Components
Number of times ECM checks for each malfunction during each driving cycle.
"Once per driving cycle" means ECM only performs checks for that malfunction
Frequency of
once during single driving cycle.
Operation
"Continuous" means ECM performs checks for that malfunction whenever enabling
conditions are met.
Minimum time for which ECM must detect continuous deviation in monitored
Duration value(s) in order to store DTC. Timing begins when Typical Enabling Conditions are
met.
Malfunction
Value beyond which ECM determines malfunctions exist and stores DTCs.
Thresholds
Timing of MIL illumination after malfunction is detected.

"Immediate" means ECM illuminates MIL as soon as malfunction is detected.
MIL Operation
"2 driving cycles" means ECM illuminates MIL if same malfunction is detected
second time during next sequential driving cycle.
Model Year: 2013 Model: FR-S Doc ID: RM000000PDJ0VLX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: DIAGNOSIS SYSTEM (2013 FR-S)
DIAGNOSIS SYSTEM
1. DESCRIPTION
When troubleshooting OBD II (On-Board Diagnostics) vehicles, the Techstream (complying with SAE
J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the
vehicle's ECM (Engine Control Module) can be then read.
OBD II regulations require that the vehicle's on-board computer illuminates the MIL (Malfunction
Indicator Lamp) on the instrument panel when the computer detects a malfunction in:
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a. The emission control system and components.
b. The powertrain control components (which affect vehicle emissions).
c. The computer itself.
In addition, the applicable DTCs prescribed by SAE J2012 are stored in the ECM memory. If the
malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs
remain stored in the ECM memory.
To check the DTCs, connect the Techstream to the DLC3. The Techstream displays output DTCs,
freeze frame data, and a variety of engine data. The DTCs and freeze frame data can be cleared
with the Techstream. In order to enhance OBD function on vehicles and develop the Off-Board
diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a
network which uses a pair of data transmission lines spanning multiple computers and sensors. It
allows for high speed communications between the systems and simplification of the wire harness
connections.
2. NORMAL MODE AND CHECK MODE
The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip
detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an
option for technicians. In check mode, 1 trip detection logic is used for duplicating malfunction symptoms
and increasing the system's ability to detect malfunctions, including intermittent problems (Techstream
only).
3. 2 TRIP DETECTION LOGIC
When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st
trip). If the same malfunction is detected during the next subsequent drive cycle, the MIL is
illuminated (2nd trip).
4. DLC3 (Data Link Connector 3)

(a) Check the DLC3 .
5. FREEZE FRAME DATA
The ECM records vehicle and driving condition information as freeze frame data the moment a DTC
is stored. When troubleshooting, freeze frame data can be helpful in determining whether the
vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel
ratio was lean or rich, as well as other data stored at the time of a malfunction.
6. BATTERY VOLTAGE
Standard voltage:
11 to 14 V
If voltage is below 11 V, replace or recharge the battery.
7. MIL (Malfunction Indicator Lamp)

(a) The MIL is illuminated when the ignition switch is first turned to ON (the engine is not running).
(b) The MIL turns off when the engine is started. If the MIL remains illuminated, the diagnosis system
has detected a malfunction or abnormality in the system.
HINT:
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If the MIL is not illuminated when the ignition switch is first turned to ON, check the MIL circuit
.
8. ALL READINESS
HINT:
With "All Readiness", you can check whether or not the DTC judgment has been completed by using
the Techstream.
You should check "All Readiness" after simulating malfunction symptoms or for validation after
finishing repairs.
(d) Clear DTCs .
(e) Turn the ignition switch off and wait for at least 30 seconds.
(f) Turn the ignition switch to ON and turn the Techstream on.
(g) Perform the DTC judgment driving pattern to run the DTC judgment.
(h) Enter the following menus: Powertrain / Engine / Utility / All Readiness.
(i) Input the DTCs to be confirmed.
(j) Check the DTC judgment result.
TECHSTREAM DESCRIPTION
DISPLAY
DTC judgment completed

NORMAL
System normal

ABNORMAL
System abnormal
DTC judgment not completed

INCOMPLETE
Perform the driving pattern after confirming DTC enabling conditions
Unable to perform DTC judgment

N/A Number of DTCs which do not fulfill DTC preconditions has reached ECU
memory limit
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Last Modified: 3-27-2012 6.4 S From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000000PDF0FSX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: DIAGNOSTIC TROUBLE CODE CHART (2013 FR-S)
DIAGNOSTIC TROUBLE CODE CHART

HINT:
Factors such as instrument type may cause readings to differ slightly from stated values. If any DTCs
are output during a check mode DTC check, check the circuit for the DTCs listed in the table below. For
details of each DTC, refer to the "See page" below.
*: The MIL flashes when a catalyst damaging misfire is detected.
DTC DETECTION ITEM MIL MEMORY SEE

CODE PAGE
DTC
P000A Camshaft Position "A" - Timing Slow Response Bank 1 Comes on
stored
DTC
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P000B Camshaft Position "B" - Timing Slow Response Bank 1 Comes on
stored
DTC
P000C Camshaft Position "A" - Timing Slow Response Bank 2 Comes on
stored
DTC
P000D Camshaft Position "B" - Timing Slow Response Bank 2 Comes on
stored
DTC
P0010 Camshaft Position "A" Actuator Circuit (Bank 1) Comes on
stored
Camshaft Position "A" - Timing Over-Advanced or System DTC

P0011 Comes on
Performance (Bank 1) stored
DTC
P0013 Camshaft Position "B" Actuator Circuit / Open (Bank 1) Comes on
stored
Camshaft Position "B" - Timing Over-Advanced or System DTC

P0014 Comes on
Crankshaft Position - Camshaft Position Correlation (Bank 1 DTC

P0016 Comes on
Sensor A) stored

P0017 Comes on
Sensor B) stored

P0018 Comes on
Sensor A) stored

P0019 Comes on
Sensor B) stored
DTC
P0020 Camshaft Position "A" Actuator Circuit (Bank 2) Comes on
stored
Camshaft Position "A" - Timing Over-Advanced or System DTC

P0021 Comes on
DTC
P0023 Camshaft Position "B" Actuator Circuit / Open (Bank 2) Comes on
stored
Camshaft Position "B" - Timing Over-Advanced or System DTC
P0024 Comes on
DTC
P0030 A/F Sensor Heater Control Circuit (Bank 1 Sensor 1) Comes on
stored
Oxygen (A/F) Sensor Heater Control Circuit Low (Bank 1 Sensor DTC
P0031 Comes on
1) stored
Oxygen (A/F) Sensor Heater Control Circuit High (Bank 1 DTC

P0032 Comes on
Sensor 1) stored
DTC
P0037 Oxygen Sensor Heater Control Circuit Low (Bank 1 Sensor 2) Comes on
stored
DTC
P0038 Oxygen Sensor Heater Control Circuit High (Bank 1 Sensor 2) Comes on
stored
DTC
P0068 MAP / MAF - Throttle Position Correlation Comes on
stored
DTC
P0087 Fuel Rail / System Pressure - Too Low Comes on
stored
DTC
P0088 Fuel Rail / System Pressure - Too High Comes on
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stored
DTC
P0101 Mass Air Flow Circuit Range / Performance Problem Comes on
stored
DTC
P0102 Mass or Volume Air Flow Circuit Low Input Comes on
stored
DTC
P0103 Mass or Volume Air Flow Circuit High Input Comes on
stored
Manifold Absolute Pressure / Barometric Pressure Circuit Low DTC

P0107 Comes on
Input stored
Manifold Absolute Pressure / Barometric Pressure Circuit High DTC

P0108 Comes on
Input stored
DTC
P0111 Intake Air Temperature Sensor Gradient Too High Comes on
stored
DTC
P0112 Intake Air Temperature Circuit Low Input Comes on
stored
DTC
P0113 Intake Air Temperature Circuit High Input Comes on
stored
Engine Coolant Temperature Circuit Range / Performance DTC

P0116 Comes on
Problem stored
DTC
P0117 Engine Coolant Temperature Circuit Low Input Comes on
stored
DTC
P0118 Engine Coolant Temperature Circuit High Input Comes on
stored
DTC
P0122 Throttle Position Sensor Circuit Low Input Comes on
stored
DTC
P0123 Throttle / Pedal Position Sensor / Switch "A" Circuit High Input Comes on
stored
DTC
P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control Comes on
stored
Coolant Thermostat (Coolant Temperature Below Thermostat DTC

P0128 Comes on
Regulating Temperature) stored
DTC
P0131 Oxygen Sensor Circuit Low Voltage (Bank 1 Sensor 1) Comes on
stored
DTC
P0132 Oxygen Sensor Circuit High Voltage Bank1 Sensor1 Comes on
stored
DTC
P0134 Oxygen Sensor Circuit No Activity Detected (Bank 1 Sensor 1) Comes on
stored
DTC
P0137 Oxygen Sensor Circuit Low Voltage (Bank 1 Sensor 2) Comes on
stored
DTC
P0138 Oxygen Sensor Circuit High Voltage (Bank 1 Sensor 2) Comes on
stored
DTC
P013A Oxygen Sensor Slow Response - Rich to Lean Bank 1 Sensor 2 Comes on
stored
DTC
P013B O2 Sensor Slow Response - Lean to Rich (Bank 1 Sensor 2) Comes on
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stored
DTC
P013E O2 Sensor Delayed Response - Rich to Lean (Bank 1 Sensor 2) Comes on
stored
DTC
P013F O2 Sensor Delayed Response - Lean to Rich (Bank 1 Sensor 2) Comes on
stored
DTC
P0140 Oxygen Sensor Circuit No Activity Detected (Bank 1 Sensor 2) Comes on
stored
DTC
P0141 Oxygen Sensor Heater Circuit (Bank 1 Sensor 2) Comes on
stored
DTC
P014C A/F Sensor Slow Response - Rich to Lean Bank 1 Sensor 1 Comes on
stored
DTC
P014D A/F Sensor Slow Response - Lean to Rich Bank 1 Sensor 1 Comes on
stored
DTC
P015A A/F Sensor Delayed Response - Rich to Lean Bank 1 Sensor 1 Comes on
stored
DTC
P015B A/F Sensor Delayed Response - Lean to Rich Bank 1 Sensor 1 Comes on
stored
DTC
P0171 System Too Lean (Bank 1) Comes on
stored
DTC
P0172 System Too Rich (Bank 1) Comes on
stored
DTC
P0191 Fuel Rail Pressure Sensor Circuit Range / Performance Comes on
stored
DTC
P0192 Fuel Rail Pressure Sensor Circuit Low Input Comes on
stored
DTC
P0193 Fuel Rail Pressure Sensor Circuit High Input Comes on
stored
DTC
P0196 Engine Oil Temperature Sensor (Range/Performance) Comes on
stored
DTC
P0197 Engine Oil Temperature Sensor Low Comes on
stored
DTC
P0198 Engine Oil Temperature Sensor High Comes on
stored
DTC
P0201 Injector Circuit / Open - (Cylinder 1) Comes on
stored
DTC
stored
DTC
stored
DTC
stored
DTC
P0222 Throttle / Pedal Position Sensor / Switch "B" Circuit Low Input Comes on
stored
DTC
P0223 Throttle / Pedal Position Sensor / Switch "B" Circuit High Input Comes on
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stored
DTC
P0230 Fuel Pump Primary Circuit Comes on
stored
Comes DTC
P0300 Random / Multiple Cylinder Misfire Detected
on/Blinks* stored
Comes DTC
P0301 Cylinder 1 Misfire Detected
on/Blinks* stored
Comes DTC
on/Blinks* stored
Comes DTC
on/Blinks* stored
Comes DTC
on/Blinks* stored
DTC
P0327 Knock Sensor 1 Circuit Low Input (Bank 1 or Single Sensor) Comes on
stored
DTC
P0328 Knock Sensor 1 Circuit High Input (Bank 1 or Single Sensor) Comes on
stored
DTC
P0332 Knock Sensor 2 Circuit Low Input (Bank 2) Comes on
stored
DTC
P0333 Knock Sensor 2 Circuit High Input (Bank 2) Comes on
stored
DTC
P0335 Crankshaft Position Sensor "A" Circuit Comes on
stored
DTC
P0336 Crankshaft Position Sensor Range / Performance Comes on
stored
DTC
P0340 Camshaft Position Sensor Circuit Malfunction Comes on
stored
Camshaft Position Sensor "A" Circuit Range / Performance DTC
P0341 Comes on
(Bank 1 or Single Sensor) stored
DTC
P0345 Camshaft Position Sensor "A" Circuit (Bank 2) Comes on
stored
Camshaft Position Sensor "A" Circuit Range / Performance DTC

P0346 Comes on
(Bank 2) stored
DTC
P0351 Ignition Coil "A" Primary / Secondary Circuit Comes on
stored
DTC
P0352 Ignition Coil "B" Primary / Secondary Circuit Comes on
stored
DTC
P0353 Ignition Coil "C" Primary / Secondary Circuit Comes on
stored
DTC
P0354 Ignition Coil "D" Primary / Secondary Circuit Comes on
stored
DTC
P0365 Camshaft Position Sensor "B" Circuit (Bank 1) Comes on
stored
Camshaft Position Sensor "B" Circuit Range / Performance DTC

P0366 Comes on
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(Bank 1) stored
DTC
P0390 Camshaft Position Sensor "B" Circuit (Bank 2) Comes on
stored
Camshaft Position Sensor "B" Circuit Range / Performance DTC

P0391 Comes on
(Bank 2) stored
DTC
P0420 Catalyst System Efficiency Below Threshold (Bank 1) Comes on
stored
DTC
P0441 Evaporative Emission Control System Incorrect Purge Flow Comes on
stored
Evaporative Emission Control System Pressure Sensor Range / DTC

P0451 Comes on
Performance stored
Evaporative Emission Control System Pressure Sensor / Switch DTC

P0452 Comes on
Low Input stored
Evaporative Emission Control System Pressure Sensor / Switch DTC

P0453 Comes on
High Input stored
Evaporative Emission Control System Leak Detected (Gross DTC

P0455 Comes on
Leak) stored
Evaporative Emission Control System Leak Detected (Very DTC

P0456 Comes on
Small Leak) stored
DTC
P0458 Evaporative Emission System Purge Control Valve Circuit Low Comes on
stored
DTC
P0459 Evaporative Emission System Purge Control Valve Circuit High Comes on
stored
DTC
P0461 Fuel Level Sensor "A" Circuit Range / Performance Comes on
stored
DTC
P0462 Fuel Level Sensor "A" Circuit Low Comes on
stored
DTC
P0463 Fuel Level Sensor "A" Circuit High Comes on
stored
DTC
P0500 Vehicle Speed Sensor "A" Comes on
stored
DTC
P0506 Idle Air Control System RPM Lower than Expected Comes on
stored
DTC
P0507 Idle Air Control System RPM Higher than Expected Comes on
stored
DTC
P050A Cold Start Idle Air Control System Performance Comes on
stored
DTC
P050B Cold Start Ignition Timing Performance Comes on
stored
DTC
P0560 System Voltage Comes on
stored
DTC
P0604 Internal Control Module Random Access Memory (RAM) Error Comes on
stored
DTC
P0605 Internal Control Module Read Only Memory (ROM) Error Comes on
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stored
DTC
P0606 ECM / PCM Processor Comes on
stored
DTC
P060A Internal Control Module Monitoring Processor Performance Comes on
stored
DTC
P060B Internal Control Module A/D Processing Performance Comes on
stored
DTC
P0616 Starter Relay Circuit Low Comes on
stored
DTC
P0617 Starter Relay Circuit High Comes on
stored
DTC
P062D No. 1 Fuel Injector Driver Circuit Performance Comes on
stored
DTC
P062F Internal Control Module EEPROM Error Comes on
stored
DTC
P0700 Transmission Control System (MIL Request) Comes on
stored
DTC
P0851 Park / Neutral Switch Input Circuit Low Comes on
stored
DTC
P0852 Park / Neutral Switch Input Circuit High Comes on
stored
Does not DTC

P1109 Throttle Deposit Malfunction
come on stored
DTC
P1160 Throttle Valve Return Spring Malfunction Comes on
stored
Does not DTC

P1170 Port Injector Fuel Performance
come on stored
Does not DTC
P117B Direct Injector Fuel Performance
come on stored
DTC
P1235 High Pressure Fuel Pump Circuit Comes on
stored
DTC
P1261 DI Injector Circuit / Open - (Cylinder 1) Comes on
stored
DTC
stored
DTC
stored
DTC
stored
DTC
P1449 Evaporative Emission System Lid Open Switch Stuck ON Comes on
stored
DTC
P1451 Fuel Tank Pressure Sensor Range/Performance Comes on
stored
Does not DTC

P1603 Engine Stall History
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come on stored
Does not DTC

P1604 Startability Malfunction
come on stored
DTC
P2096 Post Catalyst Fuel Trim System Too Lean (Bank 1) Comes on
stored
DTC
P2097 Post Catalyst Fuel Trim System Too Rich (Bank 1) Comes on
stored
DTC
P2101 Throttle Actuator Control Motor Circuit Range/Performance Comes on
stored
DTC
P2102 Throttle Actuator Control Motor Circuit Low Comes on
stored
DTC
P2103 Throttle Actuator Control Motor Circuit High Comes on
stored
Does not DTC

P2109 Throttle / Pedal Position Sensor "A" Minimum Stop Performance
come on stored
DTC
P2119 Throttle Actuator Control Throttle Body Range / Performance Comes on
stored
DTC
P2122 Throttle / Pedal Position Sensor / Switch "D" Circuit Low Input Comes on
stored
DTC
P2123 Throttle / Pedal Position Sensor / Switch "D" Circuit High Input Comes on
stored
DTC
P2127 Throttle / Pedal Position Sensor / Switch "E" Circuit Low Input Comes on
stored
DTC
P2128 Throttle / Pedal Position Sensor / Switch "E" Circuit High Input Comes on
stored
Throttle / Pedal Position Sensor / Switch "A" / "B" Voltage DTC

P2135 Comes on
Correlation stored
Throttle / Pedal Position Sensor / Switch "D" / "E" Voltage DTC
P2138 Comes on
Correlation stored
DTC
P2195 Oxygen (A/F) Sensor Signal Stuck Lean (Bank 1 Sensor 1) Comes on
stored
DTC
P2196 Oxygen (A/F) Sensor Signal Stuck Rich (Bank 1 Sensor 1) Comes on
stored
DTC
P219A Bank 1 Air-Fuel Ratio Imbalance Comes on
stored
Evaporative Emission System Leak Detection Pump Control DTC

P2401 Comes on
Circuit Low stored
DTC
P2402 Evaporative Emission Leak Detection Pump Stuck ON Comes on
stored
Evaporative Emission System Leak Detection Pump Sense DTC

P2404 Comes on
Circuit Range / Performance stored
Evaporative Emission System Switching Valve Control Circuit DTC

P2419 Comes on
Low stored
DTC
P2420 Evaporative Emission Pressure Switching Valve Stuck OFF Comes on
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stored
DTC
P2610 ECM / PCM Internal Engine Off Timer Performance Comes on
stored
DTC
U0073 Control Module Communication Bus "A" Off Comes on
stored
DTC
U0101 Lost Communication with TCM Comes on
stored
DTC
U0122 Lost Communication with Vehicle Dynamics Control Module Comes on
stored
DTC
U0140 Lost Communication with Body Control Module Comes on
stored
Lost Communication with Instrument Panel Cluster (IPC) DTC

U0155 Comes on
Control Module stored
DTC
U0402 Invalid Data Received from TCM Comes on
stored
DTC
U0416 Invalid Data Received from Vehicle Dynamics Control Module Comes on
stored
Invalid Data Received from Instrument Panel Cluster Control DTC

U0423 Comes on
Module stored
Model Year: 2013 Model: FR-S Doc ID: RM000000PDK0XMX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: DTC CHECK / CLEAR (2013 FR-S)
DTC CHECK / CLEAR

NOTICE:
When the diagnosis system is changed from normal mode to check mode or vice versa, all DTCs
and freeze frame data recorded in normal mode are cleared. Before changing modes, always
check and make a note of DTCs and freeze frame data.
HINT:
DTCs which are stored in the ECM can be displayed on the Techstream. The Techstream can display
the current, pending and permanent DTCs.
If a malfunction is detected during the current driving cycle, current and permanent DTCs are
stored.
Some DTCs are not stored if the ECM does not detect the same malfunction again during a second
consecutive driving cycle. However, such malfunctions, detected on only one occasion, are stored as
pending DTCs.
Current and pending DTCs can be cleared by using the Techstream or by disconnecting the cable
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from the negative (-) battery terminal. However, permanent DTCs cannot be cleared using either of
these two methods.
After clearing current DTCs using the Techstream (or by disconnecting the cable from the negative
battery terminal), permanent DTCs can be cleared when the system is determined to be normal for
the relevant DTCs and then the universal trip is performed. The driving pattern to obtain a normal
judgment is described under the "Confirmation Driving Pattern" for the respective DTC.
2 Trip Detection Examples
Store
Malfunction detected
condition
System determined to be normal

Pending
or
DTC Clear
DTCs cleared using Techstream
condition
or
Cable disconnected from negative (-) battery terminal
Store
Malfunction detected (2nd trip)
condition
No malfunctions in 40 driving cycles

Current
or
DTC Clear
condition
or
Store
Malfunction detected (2nd trip)
condition
Ignition switch turned to ON after normal judgment obtained in 3 consecutive

driving cycles
or
Permanent After DTCs cleared using Techstream or cable disconnected from negative (-)
DTC Clear battery terminal, normal judgment obtained and universal trip performed (not for
condition misfire and fuel system DTCs)
or
After DTCs cleared using Techstream or cable disconnected from negative (-)
battery terminal, malfunction not detected when universal trip driving performed
(misfire and fuel system DTCs)
ON Malfunction detected (2nd trip)
Ignition switch turned to ON after normal judgment obtained in 3 consecutive

driving cycles
MIL or
OFF
or
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HINT:
Obtaining a normal judgment and performing a universal trip driving pattern can be done in the
same driving cycle or in different driving cycles.
It is unnecessary to obtain a normal judgment if the DTCs are misfire or fuel system DTCs.
1. CHECK DTC
(d) Enter the following menus: Powertrain / Engine / Trouble Codes.
(e) Check DTCs and freeze frame data, and then write them down.
(f) Check the details of the DTCs .
2. CLEAR DTC (Pending and Current DTC)

(e) Clear DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream)

(a) Perform either of the following operations:
NOTICE:
After turning ignition switch off, waiting time may be required before disconnecting the cable
from the negative (-) battery terminal. Therefore, make sure to read the disconnecting the cable
from the negative (-) battery terminal notices before proceeding with work .
(1) Disconnect the cable from the negative (-) battery terminal for more than 1 minute.
(2) Remove the EFI (+B) fuse from the engine room relay block assembly located inside the engine
compartment for more than 1 minute.
4. CLEAR PERMANENT DTC
HINT:
Even if the following procedure is not performed, permanent DTCs are cleared by obtaining a normal
judgment during 3 consecutive driving cycles.
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(e) Check if permanent DTCs are stored.
HINT:
If permanent DTCs are not output, it is not necessary to continue this procedure.
(f) Clear DTCs.
(g) Perform the respective confirmation driving patterns in order to obtain a normal judgment for the
output DTCs.
HINT:
Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs.
For the confirmation driving pattern, refer to the procedures for the relevant DTC .
(h) Perform the universal trip.
HINT:
The driving pattern to obtain a normal judgment and the universal trip driving can be performed
consecutively in the same driving cycle.
1. Idle the engine for 30 seconds or more.

2. Drive the vehicle at 40 km/h (25 mph) or more for a total of 5 minutes or more.
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and
traffic laws.
HINT:
It is possible to complete the drive pattern even if the vehicle decelerates to less than
40 km/h (25 mph) during the driving cycle provided that the vehicle is driven at 40
km/h (25 mph) or more for a total of 5 minutes.
3. Allow 10 minutes or more to elapse from the time the engine is started.
(i) Enter the following menus: Powertrain / Engine / Trouble Codes.
(j) Check that the permanent DTCs have been cleared.
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HINT:
The permanent DTCs are cleared when the universal trip is completed.
L ast Modified: 4-14-2014 6.6 J Doc ID: RM000001F7102QX

Model Y ear: 2013 Model: FR-S P rod Date Range: [03/2012 - 05/2013]
Title: FA20 ENGINE CONTROL: SFI SYSTEM: ECM Power Source Circuit; 2013 MY FR-S [03/2012 -
05/2013]
ECM P ow er Source Circuit
DESCR I P TI ON
When the ignition switch is turned to ON, the IGSW signal is input into the ECM. This turns the internal
transistor ON, causing the current to flow to the EFI MAIN1 relay coil, which closes the relay, supplying
power to the ECM +B and +B2 terminals.
W I R I N G DI A GR A M
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NO TICE:
Inspect the fuses for circuits related to this system before performing the following inspection
procedure.
P R OCEDUR E
1. INSPECT ECM (POWER SOURCE VOLTAGE)
(a) Turn the ignition switch to ON.
(b) Measure the voltage according to the value(s) in the

table below.
Standard Voltage:

CONDITION
A34-6 (+B) - A36-4 Ignition switch
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12 to 14 V
(E01) ON
A33-1 (+B2) - A36-4 Ignition switch

12 to 14 V
(E01) ON
Component with harness connected

*a
(ECM)
NG GO TO STEP 4
OK
2. CHECK HARNESS AND CONNECTOR (ECM - BODY GROUND)
(a) Disconnect the ECM connector.
A36-4 (E01) - Body ground Always Below 1 Ω
REP AIR O R REP L ACE HARNESS O R

NG CO NNECTO R
OK
3. INSPECT ECM (IGSW TERMINAL VOLTAGE)

table below.
Standard Voltage:
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CONDITION
A33-27 (IGSW) - A36-4 Ignition switch

10 to 13 V
(E01) ON

*a
(ECM)
NG GO TO STEP 8
OK REP L ACE ECM
4. INSPECT ECM (SSHUT TERMINAL VOLTAGE)

table below.
Standard Voltage:
TESTER CONNECTION SWITCH SPECIFIED

CONDITION CONDITION
A35-13 (SSHUT) - A36-4 Ignition switch

approximately 0 V
(E01) ON

*a
(ECM)

NG
CO NNECTO R
OK
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5. INSPECT RELAY (EF I MAIN1)
(a) Inspect the EFI MAIN1 relay .
NG REP L ACE REL AY ( EFI MAIN1 )
OK
6. CHECK HARNESS AND CONNECTOR (EF I MAIN1 RELAY - ECM)
(a) Remove the EFI MAIN1 relay from the engine room relay block assembly.
(b) Disconnect the ECM connector.
(c) Measure the resistance according to the value(s) in the table below.
Standard Resistance (Check for open):
EFI MAIN1 relay terminal 1 - A35-13 (SSHUT) Always Below 1 Ω
EFI MAIN1 relay terminal 3 - A34-6 (+B) Always Below 1 Ω
EFI MAIN1 relay terminal 3 - A33-1 (+B2) Always Below 1 Ω

Standard Resistance (Check for short):

CONDITION
EFI MAIN1 relay terminal 1 or A35-13 (SSHUT) - Body ground Always 10 kΩ or higher
EFI MAIN1 relay terminal 3, A34-6 (+B) or A33-1 (+B2) - Body

Always 10 kΩ or higher
ground

NG
CO NNECTO R
OK
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7. INSPECT TERMINAL VOLTAGE (EF I MAIN1 RELAY )
(a) Remove the EFI MAIN1 relay from the engine room relay
block assembly.
EFI MAIN1 relay terminal 2 - Body ground Always 11 to 14 V
EFI MAIN1 relay terminal 5 - Body ground Always 11 to 14 V
*1 Engine Room Relay Block Assembly
*2 EFI MAIN1 Relay Terminal

NG
CO NNECTO R
OK
8. CHECK HARNESS AND CONNECTOR (IG2 RELAY - ECM)
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(a) Remove the IG2 relay from the engine room relay block assembly.
IG2 relay terminal 3 - A33-27 (IGSW) Always Below 1 Ω
IG2 relay terminal 1 - Body ground Always Below 1 Ω
IG2 relay terminal 3 or A33-27 (IGSW) - Body ground Always 10 kΩ or higher

NG CO NNECTO R
OK
9. INSPECT RELAY (IG2)
(a) Inspect the IG2 relay .
NG REP L ACE REL AY ( IG2 )
OK
10. INSPECT TERMINAL VOLTAGE (IG2 RELAY )
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(a) Remove the IG2 relay from the engine room relay block
assembly.
IG2 relay terminal 5 - Body ground Always 11 to 14 V
*2 IG2 Relay Terminal

NG
CO NNECTO R
OK
CHECK HARNESS AND CONNECTOR (IG2 RELAY - IGNITION OR STARTER SWITCH

11.
ASSEMBLY )
(a) Remove the IG2 relay from the engine room relay block assembly.
(b) Disconnect the ignition or starter switch assembly connector.
IG2 relay terminal 2 - D55-6 (IG2) Always Below 1 Ω
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IG2 relay terminal 2 or D55-6 (IG2) - Body ground Always 10 kΩ or higher

NG CO NNECTO R
OK
12. INSPECT IGNITION OR STARTER SWITCH ASSEMBLY
(a) Inspect the ignition or starter switch assembly .
REP L ACE IGNITIO N O R STARTER SW ITCH

NG
ASSEMBL Y

OK
CO NNECTO R
L ast Modified: 4-14-2014 6.6 J Doc ID: RM0000011IO036X

Title: FA20 ENGINE CONTROL: SFI SYSTEM: EVAP System; 2013 MY FR-S [03/2012 - ]
EVAP System
R ELA TED DTCS

DTC MONITORING ITEM SEE
NO. PAGE
P0441 Purge flow
Difference between canister pressure sensor (built into canister pump module) output value and
P0451
manifold absolute pressure sensor output value
P0452 Canister pressure sensor (built into canister pump module) voltage low
P0453 Canister pressure sensor (built into canister pump module) voltage high
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P0455 EVAP gross leak
P0456 EVAP small leak
P0458 Purge valve voltage low
P0459 Purge valve voltage high
P1449 Air filter clogged (built into canister pump module)
P1451 Pipe clogged
Reference orifice high-flow (built into canister pump module)

P2404
Reference orifice low-flow (built into canister pump module)
P2401 Leak detection pump stuck OFF (built into canister pump module)
P2402 Leak detection pump stuck ON (built into canister pump module)
P2419 Vent valve stuck closed (built into canister pump module)
P2420 Vent valve stuck open (vent) (built into canister pump module)
P2610 Soak timer (built into ECM)
If any EVAP system DTCs are stored, the malfunctioning area can be determined using the table below.
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NO TICE:
If the reference pressure difference between the first and second checks is more than the specification, all the
DTCs relating to the reference pressure (P0455, P0456, P1451, P2404) will all be stored.
DESCR I P TI ON
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*1 Purge Valve *2 EVAP Hose (to Intake Manifold)
*3 EVAP Hose (from Charcoal Canister Assembly) *4 Fuel Tank
Canister Pump Module

- Canister Pressure Sensor
*5 - Leak Detection Pump *6 Fuel Tank Cap Assembly
- Vent Valve
- Canister filter
*7 Air Inlet Port *8 Charcoal Canister Assembly
*9 Purge Line - -
*a Location of EVAP (Evaporative Emission) System - -
HINT:
The canister pressure sensor, the canister filter, the leak detection pump and the vent valve are built into the
canister pump module.
*1 Intake Manifold *2 Throttle Valve
*3 Purge Valve *4 Cut-off Valve
*5 Fuel Tank *6 Fuel Tank Cap Assembly
*7 Fuel Tank Vent Valve *8 Charcoal Canister Assembly (Charcoal Filter)
*9 Canister Filter *10 Canister Pump Module
*11 ECM *12 Soak Timer
*13 Air Cleaner - -
*a EVAP System Circuit - -
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NO TICE:
In the EVAP system of this vehicle, turning ON the vent valve does not seal off the EVAP system. To check for
leaks in the EVAP system, disconnect the air inlet drain hose and apply pressure from atmospheric side of the
charcoal canister assembly.
While the engine is running, if a predetermined condition (closed-loop, etc.) is met, the purge valve is opened by the
ECM and fuel vapors stored in the charcoal canister assembly are purged to the intake manifold. The ECM changes
the duty cycle ratio of the purge valve to control purge flow volume.
The purge flow volume is also determined by the intake manifold pressure. Atmospheric pressure is allowed into the
charcoal canister assembly through the vent valve to ensure that the purge flow is maintained when negative
pressure (vacuum) is applied to the charcoal canister assembly.
The following two monitors run to confirm appropriate EVAP system operation.
1. Purge flow m onitor
The purge flow monitor consists of the 2 monitors. The 1st monitor is conducted every time and the 2nd monitor is
activated if necessary.
The 1st monitor
While the engine is running and the purge valve (Vacuum Switching Valve) is on (open), the ECM
monitors the purge flow by measuring the EVAP pressure change. If the variation in the pressure is
less than threshold, the ECM begins the 2nd monitor.
The 2nd monitor
The vent valve is turned ON (closed) and the EVAP pressure is then measured. If the variation in the
pressure is less than threshold, the ECM interprets this as the purge valve being stuck closed, and
illuminates the MIL and stores DTC P0441 (2 trip detection logic).
Atmospheric pressure check:

In order to ensure reliable malfunction detection, the variation between the atmospheric pressures,
before and after of the purge flow monitor, is measured by the ECM.
*1 ECM *2 Soak Timer
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*3 Purge Valve (on) *4 Fuel Tank Cap Assembly
*5 Fuel Tank *6 Canister Filter
*7 Leak Detection Pump (off) *8 Canister Pressure Sensor
*9 Charcoal Canister Assembly *10 Vent Valve (off)
*11 Canister Pump Module *12 Reference Orifice (0.02 inch)
*a EVAP Purge Flow *b to Intake Manifold
COMPONENT OPERATION
Charcoal
Canister Contains activated charcoal to absorb EVAP (Evaporative Emissions) generated in fuel tank.
Assembly
Located in fuel tank. Valve closes by its own weight when vehicle overturns to prevent fuel from
Cut-off valve
spilling out.
Purge valve Opens or closes line between charcoal canister assembly and intake manifold. ECM uses purge valve
(Vacuum to control EVAP purge flow. In order to discharge EVAP absorbed by charcoal canister assembly to
Switching intake manifold, ECM opens purge valve. EVAP discharge volume to intake manifold controlled by
Valve) purge valve duty cycle (current-carrying time). (Open: on, Close: off)
Fuel tank Located in the fuel tank. Passes evaporative emissions occurring during fueling to the charcoal
vent valve canister assembly. Additionally, this mechanism also detects when the fuel tank is full.
Built into ECM. To ensure accurate EVAP monitor, measures 5 hours (+/-15 min) after ignition switch
Soak timer is turned off. This allows fuel to cool down, stabilizing EVAP pressure. When approximately 5 hours
elapsed, ECM activates (refer to fig. 3).
Canister
pump Consists of (a) to (d) below. Canister pump module cannot be disassembled.
module
Vents and closes EVAP system. When ECM turns valve on, EVAP system is closed. When ECM turns
(a) Vent valve off, EVAP system is vented. Negative pressure (vacuum) is created in EVAP system to check for
valve EVAP leaks by closing purge valve, turning on vent valve (closing it) and operating leak detection
valve EVAP leaks by closing purge valve, turning on vent valve (closing it) and operating leak detection
pump (refer to fig. 1).
(b) Canister
Indicates pressure as voltages. ECM supplies regulated 5 V to pressure sensor, and uses feedback
pressure
from sensor to monitor EVAP system pressure (refer to fig. 2).
sensor
(c) Leak
detection Creates negative pressure (vacuum) in EVAP system for leak check.
pump
(d) Has opening with 0.02 inch diameter. Vacuum is produced through orifice by closing purge valve,
Reference turning off vent valve and operating leak detection pump, to monitor reference pressure. Reference
orifice pressure indicates a small leak of EVAP.
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*1 Canister *2 Reference Orifice (0.02 Inch)
*3 Canister Pressure Sensor - -

*a Canister Pump Module (fig. 1) *b Airflow
*c Condition: Purge Flow *d Condition: Leak Check
*e Vent Valve: off (vent) *f to Canister Filter (Atmosphere)
*g Leak Detection Pump: off *h Vent Valve: on (closed)
*i Leak Detection Pump: on - -
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cardiagn.com
Refer to DTC P0451 .
NO TICE:
Inspect the fuses for circuits related to this system before performing the following inspection procedure.
The Techstream is required to conduct the following diagnostic troubleshooting procedure.
HINT:
Using the Techstream monitor results enables the EVAP (Evaporative Emission) system to be confirmed.
Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as
freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine
if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or
rich, and other data from the time the malfunction occurred.
P R OCEDUR E
1. CONF IRM DTC
(a) Turn the ignition switch off and wait for 10 seconds.
(c) Turn the ignition switch off and wait for 10 seconds.
(d) Connect the Techstream to the DLC3.
(e) Turn the ignition switch to ON and turn the Techstream on.
(f) Enter the following menus: Powertrain / Engine / Trouble Codes.
(g) Confirm DTCs and freeze frame data.
If any EVAP system DTCs are stored, the malfunctioning area can be determined using the table below.
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NO TICE:
If the reference pressure difference between the first and second checks is more than the specification, all the
DTCs relating to the reference pressure (P0455, P0456, P1451, P2404) will all be stored.
NEXT
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2. PERF ORM EVAP SY STEM CHECK (AUTOMATIC MODE)
NO TICE:
The Evaporative System Check (Automatic Mode) consists of 5 steps performed automatically by the
Techstream. It takes a maximum of approximately 24 minutes.
Do not perform the Evaporative System Check when the fuel tank is more than 90% full because the cut-off
valve may be closed, making the fuel tank leak check unavailable.
Do not run the engine during this operation.
When the temperature of the fuel is 35°C (95°F) or more, a large amount of vapor forms and any check
results become inaccurate. When performing the Evaporative System Check, keep the fuel temperature below
35°C (95°F) and the coolant temperature below 45°C (113°F).
(d) Clear the DTCs .
(e) Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check / Automatic Mode.
(f) After the EVAP SYSTEM CHECK is completed, check for pending DTCs by entering the following menus:
Powertrain / Engine / Trouble Codes.
NEXT
3. PERF ORM EVAP SY STEM CHECK (MANUAL MODE)
https://techinfo.toyota.com/t3Portal/resources/jsp/siviewer/index.jsp?dir=rm/RM20S0U&href=xhtml/RM000000PD80E1X.html&locale=en&model=FR-S&MY=… 10/28
cardiagn.com
NO TICE:
In the Evaporative System Check (Manual Mode), the series of 5 Evaporative System Check steps are
performed manually using the Techstream.
(e) Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check / Manual Mode.
NEXT
NEXT
4. PERF ORM EVAP SY STEM CHECK (STEP 1/ 5)
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(a) Check the EVAP pressure in step 1/5.
Result
DTC RESULT SUSPECTED TROUBLE AREA PROCEED

* TO
- Virtually no variation in EVAP pressure Not yet determined A
EVAP pressure is less than -0.224 kPa(gauge) [2 Leak detection pump stuck
P2404 B
mmHg(gauge)] OFF
*: These DTCs are already present in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC"
procedure above.
B GO TO STEP 9

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(a) Check the EVAP pressure in steps 2/5.
Result
DTC* RESULT SUSPECTED TROUBLE AREA PROCEED

TO
- Virtually no variation in EVAP pressure Not yet determined A
Vent valve stuck

close
EVAP pressure fluctuates by more than +/- 0.3 kPa (gauge) [2 Reference orifice
P2404 B
mmHg (gauge)] high-flow
Reference orifice
low-flow
procedure above.
HINT:
The first reference pressure is the value determined in step 2/5.
B GO TO STEP 1 2
A
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Result
DTC* RESULT SUSPECTED PROCEED

TROUBLE AREA TO
EVAP pressure increases by 0.2 kPa (gauge) [2 mmHg (gauge)] or more

- Not yet determined A
within 12 seconds.
EVAP pressure increases by less than 0.2 kPa (gauge) [2 mmHg

Vent valve stuck
P2404 (gauge)] within 12 seconds. B
open
Virtually no variation in EVAP pressure
procedure above.
B GO TO STEP 1 4
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Result

TROUBLE AREA TO
EVAP pressure is more than -5 kPa (gauge) [-38 mmHg (gauge)] within 900 Not yet
- A
seconds determined
EVAP pressure is reference pressure -0.9 kPa [- 7 mmHg] less then -5 kPa
P1451 Pipe clogged B
(gauge) [-38 mmHg (gauge)] within 27 seconds
procedure above.
B GO TO STEP 1 8
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(b) Compare the EVAP pressure in step 4/5 and the reference pressure (step 5/5).
Result

TROUBLE AREA TO
Not yet
EVAP pressure increases by 0.3 kPa (gauge) [2 mmHg (gauge)] or less determined
- A
within 40 seconds. (no leakage from
EVAP system)
EVAP pressure increases by more than 0.3 kPa (gauge) [2 mmHg (gauge)]
P2404 EVAP gross leak B
within 40 seconds of proceeding from step 4/5 to 5/5
EVAP pressure from step 4/5 higher than [reference pressure (step 4/5) x
P0455 EVAP gross leak B
0.377]
P0456 EVAP pressure from step 4/5 higher than reference pressure (step D) EVAP small leak B
procedure above.
A GO TO STEP 2 7
B GO TO STEP 2 0
9. PERF ORM ACTIVE TEST USING TECHSTREAM (ACTIVATE THE VACUUM PUMP)
(a) Enter the following menus: Powertrain / Engine / Active Test / Activate the Vacuum Pump.
(b) Measure the voltage according to the value(s) in the table below.
Front view of wire harness connector

*a
(to Canister Pump Module)
Result
TESTER CONDITION TEST RESULT SUSPECTED PROCEED

CONNECTION TROUBLE AREA TO
Approximately Power source wire

0 V when OFF harness of leak A
and ON detection pump
Wire
harness
Leak
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or
detection connector
10 to 13 V
pump on between
G8-4 - Body when OFF B
and off leak
ground and ON
(Active Test detection
ON and pump
OFF) and ECM
ECM
10 to 13 V
when OFF Leak detection
C
Approximately pump
0 V when ON
B GO TO STEP 1 1
C GO TO STEP 2 8
10. INSPECT CANISTER PUMP MODULE (POWER SOURCE F OR LEAK DETECTION PUMP)
(a) Turn the ignition switch off.
(b) Disconnect the canister pump module connector.
(c) Turn the ignition switch to ON.
(d) Measure the voltage according to the value(s) in the table below.
Result
TESTER CONDITION TEST SUSPECTED TROUBLE AREA PROCEED

CONNECTION RESULT TO
11 to 14
Canister pump module A
G8-3 - Body Ignition V
ground switch ON Wire harness or connector between canister pump
Below 1 V B
module and battery
A GO TO STEP 2 8
B GO TO STEP 2 5
11. CHECK HARNESS AND CONNECTOR (CANISTER PUMP MODULE - ECM)
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(c) Disconnect the ECM connector.
(d) Measure the resistance according to the value(s) in the table below.
A35-8 (MPMP) - G8-4 Always Below 1 Ω
A35-8 (MPMP) or G8-4 - Body ground Always 10 kΩ or higher
Result
RESULT SUSPECTED TROUBLE AREA PROCEED TO
OK ECM A
NG Wire harness or connector between ECM and canister pump module B
A GO TO STEP 3 0
B GO TO STEP 2 5
12. INSPECT CANISTER PUMP MODULE (VENT VALVE OPERATION)


*a
(Canister Pump Module)
(c) Apply the battery voltage to terminals G8-5 and G8-1 of the canister pump module.
(d) Touch the canister pump module to confirm the vent valve operation.
Result
CONDITION TESTER SUSPECTED TROUBLE AREA PROCEED

RESULT TO
Wire harness or connector between vent valve

and ECM
Leak detection pump performance deteriorates
Operating A
Apply battery voltage to Leak detection pump circuit malfunctioning (large
terminals G8-5 and G8-1 resistance exists in the circuit)
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ECM
Not
Vent valve B
operating
B GO TO STEP 2 8
Standard Resistance (Check for Open):
A35-1 (VPMP) - G8-1 Always Below 1 Ω
Standard Resistance (Check for Short):
A35-1 (VPMP) or G8-1 - Body ground Always 10 kΩ or higher
Result
RESULT SUSPECTED TROUBLE AREA PROCEED TO
OK ECM A
NG Wire harness or connector between ECM and canister pump module B
A GO TO STEP 3 0
B GO TO STEP 2 5
14. INSPECT CANISTER PUMP MODULE (POWER SOURCE F OR VENT VALVE)
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*a
Result
TESTER SWITCH SPECIFIED SUSPECTED TROUBLE AREA PROCEED

CONNECTION CONDITION CONDITION TO
Wire harness or connector between vent

valve and ECM
Vent valve
G8-5 - Body Ignition 11 to 14 V A
Charcoal canister assembly (charcoal filter
ground switch ON inside canister) clogged
ECM
Below 1 V Power source wire harness of vent valve B
B GO TO STEP 2 5
A
A
15. INSPECT CANISTER PUMP MODULE (VENT VALVE OPERATION)


*a
(c) Apply the battery voltage to terminals G8-5 and G8-1 of the pump module.
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(d) Touch the canister pump module to confirm the vent valve operation.
Result
CONDITION TESTER SUSPECTED TROUBLE AREA PROCEED

RESULT TO
Wire harness or connector between vent valve

and ECM
Leak detection pump performance deteriorates
Operating A
Apply battery voltage to Leak detection pump circuit malfunctioning (large
terminals G8-5 and G8-1 resistance exists in the circuit)
ECM
Not
Vent valve B
operating
B GO TO STEP 2 8
Result
TESTER CONDITION TEST SUSPECTED TROUBLE AREA PROCEED

CONNECTION RESULT TO
Charcoal canister assembly (charcoal filter inside

Below 1 Ω canister) clogged A
A35-1 (VPMP) - ECM
Always
G8-1
10 kΩ or Wire harness or connector between ECM and charcoal
B
higher canister assembly pump module
B GO TO STEP 2 5
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17. INSPECT CANISTER PUMP MODULE (CHARCOAL F ILTER INSIDE CANISTER)
(a) Check for filter blockage in the charcoal canister assembly .

OK:
No blockages in the charcoal canister assembly.
OK GO TO STEP 3 0
NG GO TO STEP 2 4
18. INSPECT EVAP HOSE (CHARCOAL CANISTER ASSEMBLY - CANISTER PUMP MODULE)
(a) Check for blockages in the EVAP purge line between the charcoal canister assembly and canister pump
module.
OK:
No blockages in the EVAP purge line between the charcoal canister assembly and canister pump module.
NG GO TO STEP 2 6
OK
19. INSPECT EVAP HOSE (CHARCOAL CANISTER ASSEMBLY - F UEL TANK)
(a) Check for blockages in the EVAP purge line between the charcoal canister assembly and fuel tank.
(a) Check for blockages in the EVAP purge line between the charcoal canister assembly and fuel tank.
OK:
No blockages in the EVAP purge line between the charcoal canister assembly and fuel tank.
OK GO TO STEP 2 4
NG GO TO STEP 2 6
20. CHECK F UEL TANK CAP ASSEMBLY
(a) Check that the fuel tank cap assembly is correctly installed and confirm that the fuel tank cap assembly
meets OEM specifications.
(b) Tighten the fuel tank cap assembly firmly (only one click sound could be heard).
Result
TEST RESULT SUSPECTED TROUBLE AREA PROCEED

TO
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fuel tank cap assembly correctly
- A
installed
fuel tank cap assembly improperly installed

Defective fuel tank cap assembly
fuel tank cap assembly loose B
fuel tank cap assembly does not meet OEM
specifications
Defective fuel tank cap assembly - B
No fuel tank cap assembly - C
B GO TO STEP 2 2
C GO TO STEP 2 3
21. LOCATE EVAP LEAK PART
(a) Check for leakage from EVAP system (hose, disconnection, cracks, etc.).
(b) Repair or replace the leak point.
NEXT GO TO STEP 2 9
22. CORRECTLY REINSTALL OR REPLACE F UEL TANK CAP ASSEMBLY

22. CORRECTLY REINSTALL OR REPLACE F UEL TANK CAP ASSEMBLY
HINT:
When reinstalling the fuel tank cap assembly, tighten it firmly (only one click sound could be head).
When replacing the fuel tank cap assembly, use a fuel tank cap assembly that meets OEM specifications, and
install it firmly.
NEXT GO TO STEP 2 9
23. REPLACE F UEL TANK CAP ASSEMBLY
HINT:
When installing the fuel tank cap assembly, tighten it firmly (only one click sound could be head).
NEXT GO TO STEP 2 9
24. REPLACE CHARCOAL CANISTER ASSEMBLY
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(a) Replace the charcoal canister assembly .
NO TICE:
When replacing the charcoal canister assembly, check the canister pump module interior and related pipes for
water, fuel and other liquids. If liquids are present, check for disconnections and/or cracks in the following: 1)
the pipe from the air inlet port to the canister pump module; 2) the canister filter; and 3) the fuel tank vent
hose.
Check for filter blockage in the canister filter. If the canister filter has blockages, replace the canister pump
module.
*1 Fuel Tank Vent Hose *2 Air Inlet Port
*3 Drain Hose *4 Fuel Tank
*5 Charcoal Canister Assembly - -
Inspection Area
*a - -
(check for disconnection and/or cracks)
NEXT GO TO STEP 2 9
25. REPAIR OR REPLACE HARNESS OR CONNECTOR
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NEXT GO TO STEP 2 9
26. REPAIR OR REPLACE EVAP PURGE LINE (PURGE VALVE - CANISTER)
NEXT GO TO STEP 2 9
27. REPAIR OR REPLACE PARTS AND COMPONENTS INDICATED BY OUTPUT DTCS
(a) Repair the malfunctioning areas indicated by the DTCs that had been confirmed when the vehicle was
brought in.
NEXT GO TO STEP 2 9
28. REPLACE CHARCOAL CANISTER ASSEMBLY
(a) Replace the canister pump module .
NO TICE:
When replacing the charcoal canister assembly, check the canister pump module interior and related pipes for
water, fuel and other liquids. If liquids are present, check for disconnections and/or cracks in the following: 1)
the pipe from the air inlet port to the canister pump module; 2) the canister filter; and 3) the fuel tank vent
hose.
Check for filter blockage in the canister filter. If the canister filter has blockages, replace the canister filter.
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*1 Fuel Tank Vent Hose *2 Air Inlet Port
*3 Vent Hose *4 Fuel Tank
*5 Charcoal Canister Assembly - -
Inspection Area
*a - -
(check for disconnection and/or cracks)
NEXT
NO TICE:
Do not run the engine in this step.
(f) After the Evaporative System Check is completed, check for pending DTCs by entering the following
menus: Powertrain / Engine / Trouble Codes.
Result
RESULT PROCEED TO
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EVAP system DTCs are output A
No DTCs output
B
(No pending DTCs output)
B END
30. REPLACE ECM
(a) Replace the ECM .
NEXT
NO TICE:
(f) After the Evaporative System Check is completed, check for pending DTCs by entering the following
menus: Powertrain / Engine / Trouble Codes.
HINT:
If no pending DTCs are found, the repair has been successfully completed.
NEXT END
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000PDO0IEX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: FAIL-SAFE CHART (2013 FR-S)
FAIL-SAFE CHART
If any of the following DTCs are stored, the ECM enters fail-safe mode to allow the vehicle to be driven
temporarily or stops fuel injection.
DTC FAIL-SAFE OPERATION FAIL-SAFE DEACTIVATION

CODE CONDITION
P000A
P000C
P0010
P0011
P0016 After recovery in normal
P0018 Fix intake VVT control at intermediate position status, turn the ignition
P0020 switch to ON again
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P0021
P0341
P0345
P0346
P000B
P000D
P0013
P0014
P0017
After recovery in normal
P0019
Fix exhaust VVT control at maximum retard angle status, turn the ignition
P0023
switch to ON again
P0024
P0365
P0366
P0390
P0391
P0031
P0032
P0037
P0131
P0132
P0134
P0137
Stop air fuel ratio feedback control status, turn the ignition
P0138
switch to ON again
P013A
P013B
P013E
P013F
P0140
P0141
P0087
P0088
Stop fuel pump assembly drive (high pressure side) After recovery in normal
P0191
Fix fuel pressure at 0.4 MPa (4.07 kgf/cm 2 , 57.9 psi). status, turn the ignition
P0192
Cut fuel at 1500 rpm or more switch to ON again
P0193
P1235
P0101
Make the engine load the manifold absolute pressure converted
P0102 Return to normal status
estimated value
P0103
P0068
Make the manifold absolute pressure value the mass air flow meter
P0107 Return to normal status
converted estimated value
P0108
P0111
P0112 Fix inlet air temperature at 20°C (68°F) Return to normal status
P0113
P0116
P0117 Fix coolant temperature at 70°C ( 158°F)
Return to normal status
P0118 Stop intake and exhaust VVT
P0125
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P0172 Stop purge control Return to normal status
P0196
P0197 Fix engine oil temperature at 70°C (158°F) Return to normal status
P0198
P062D
Cut fuel at 1500 rpm or more
P1262 status, turn the ignition
Cut fuel to abnormal cylinders
P1263 switch to ON again
P1264
P0201
P0202
Cut fuel to abnormal cylinders status, turn the ignition
P0203
switch to ON again
P0204
P062F
P0122
P0123
P0222
P0223
P0604
P0605
Stop electronic throttle control, and fix the throttle valve opening
P060A status, turn the ignition
angle (5 degrees)
P060B switch to ON again
P1160
P2101
P2102
P2103
P2109
P2119
P2135
P0327
P0328
Maximum retard angle Return to normal status
P0332
P0333
P0451 Stop leak detection pump control Return to normal status
P0500 Fix ECU recognized vehicle speed at 10 km/h (6.2 mph) Return to normal status
P0851
Turn off the gear position display within the combination meter Return to normal status
P0852
P1451
Fix atmospheric pressure at 101.3 kPa (760 mmHg) Return to normal status
P2404
Accelerator pedal sensor assembly has 2 sensor circuits: Main and

P2122
Sub If either circuit malfunctions, substitute the normal accelerator After recovery in normal
P2123
position sensor until the prescribed angle. status, turn the ignition
P2127
If both circuits malfunction, fix accelerator position at prescribed switch to ON again
P2128
angle (12%).
Fix accelerator pedal angle After recovery in normal
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P2138 Stop electronic throttle control, and fix the throttle valve status, turn the ignition
opening angle switch to ON again
Model Year: 2013 Model: FR-S Doc ID: RM000000PDS0SJX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: FREEZE FRAME DATA (2013 FR-S)
FREEZE FRAME DATA

1. DESCRIPTION
The ECM records vehicle and driving condition information as freeze frame data the moment a DTC
is stored. When troubleshooting, freeze frame data can be helpful in determining whether the
vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel
ratio was lean or rich, as well as other data recorded at the time of a malfunction.
Freeze frame data records the engine conditions (fuel system information, calculated load,
engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when a malfunction
is detected.
HINT:
If it is impossible to duplicate the problem even though a DTC is output, check the freeze frame
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data.
The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the
Techstream, 5 separate sets of freeze frame data can be checked.
3 data sets from before the DTC was stored

1 data set from when the DTC was stored
1 data set from after the DTC was stored
These data sets can be used to simulate the condition of the vehicle from around the time of the
occurrence of the malfunction. The data may assist in identifying the cause of the malfunction, and in
judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA
Refer to "Data List / Active Test" .

L ast Modified: 4-14-2014 6.6 J Doc ID: RM000000ZRM0EXX

Title: FA20 ENGINE CONTROL: SFI SYSTEM: Fuel Injector Circuit; 2013 MY FR-S [03/2012 - 05/2013]
Fuel Injector Circuit
DESCR I P TI ON
The fuel injectors (for port injection) are attached to the intake manifold, and inject fuel into the intake
manifold based on the ECM signals.
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NO TICE:
procedure.
P R OCEDUR E
1. INSPECT F UEL INJECTOR ASSEMBLY (POWER SOURCE)
(a) Disconnect the fuel injector assembly connectors.
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(c) Measure the voltage according to the value(s) in the table below.
Standard Voltage:
TESTER CONNECTION SWITCH CONDITION SPECIFIED CONDITION
C8-1 - Body ground Ignition switch ON 11 to 14 V

*a
(to Fuel Injector Assembly)
*b No. 1 cylinder
*c No. 2 cylinder
*d No. 3 cylinder
*e No. 4 cylinder
NG GO TO STEP 4
OK
2. INSPECT F UEL INJECTOR ASSEMBLY (INJECTION AND VOLUME)
(a) Check the fuel injector injection and volume .
NG REP L ACE FU EL INJ ECTO R ASSEMBL Y
OK
3. CHECK HARNESS AND CONNECTOR (F UEL INJECTOR ASSEMBLY - ECM)
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(a) Disconnect the fuel injector assembly connector.
C8-2 - A36-12 (#10) Always Below 1 Ω
C30-2 - A36-22 (#20) Always Below 1 Ω
C9-2 - A36-32 (#30) Always Below 1 Ω
C31-2 - A36-13 (#40) Always Below 1 Ω
C1-2 or A36-12 (#10) - Body ground Always 10 kΩ or higher

NG CO NNECTO R
OK REP L ACE ECM
4. CHECK HARNESS AND CONNECTOR (F UEL INJECTOR ASSEMBLY - EF I MAIN1 RELAY )
(a) Disconnect the fuel injector assembly connector.
(b) Remove the EFI MAIN1 relay from the engine room relay block assembly.
C8-1 - EFI MAIN1 relay terminal 3 Always Below 1 Ω
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C8-1 or EFI MAIN1 relay terminal 3 - Body ground Always 10 kΩ or higher

NG
CO NNECTO R
OK CHECK ECM P O W ER SO U RCE CIRCU IT
L ast Modified: 4-14-2014 6.6 J Doc ID: RM000001F70022X

Title: FA20 ENGINE CONTROL: SFI SYSTEM: Fuel Pump Control Circuit; 2013 MY FR-S [03/2012 - ]
Fuel P ump Control Circuit
DESCR I P TI ON
The fuel pump circuit (low pressure side) is comprised of the ECM, fuel pump assembly (low pressure
side), and fuel pump control ECU assembly (which operates the fuel pump [low pressure side]). The ECM
judges the speed of the fuel pump assembly (low pressure side) based on the engine output. This speed
is converted into a loading signal, which is sent to the fuel pump control ECU assembly. The fuel pump
control ECU assembly adjusts the fuel pump operating speed (low pressure side), based on the signal
sent from the ECM.
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I N SP ECTI ON P R OCEDUR E cardiagn.com

NO TICE:
procedure.
P R OCEDUR E
1. PERF ORM ACTIVE TEST USING TECHSTREAM (CONTROL THE F UEL PUMP/ SPEED)
(d) Enter the following menus: Powertrain / Engine / Active Test / Control the Fuel Pump/Speed.
(e) Check whether the fuel pump operating sound occurs when performing the Active Test on the
Techstream.
Result
RESULT PROCEED TO
Fuel pump operating sound does not occur A
Fuel pump operating sound occurs B
B GO TO STEP 8
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A
2. PERF ORM ACTIVE TEST USING TECHSTREAM (CONTROL THE F UEL PUMP)
(d) Enter the following menus: Powertrain / Engine / Active

Test /Control the Fuel Pump Duty.
(e) Measure the voltage according to the value(s) in the

table below.
Standard Voltage:
3 (FP+) - 4 (FP-) FPC Duty: 25% 3.2 to 4.05 V
3 (FP+) - 4 (FP-) FPC Duty: 80% 8.8 to 12.5 V

*a
(Fuel Pump Assembly)
(f) Enter the following menus: Powertrain / Engine / Active

Test / Control the Fuel Pump/Speed.
(g) Measure the voltage according to the value(s) in the

table below.
Standard Voltage:

ON
3 (FP+) - 4 (FP-) (FPC Duty: 9.0 to 14.0 V
25%)
HINT:
Be sure to measure the voltage with all the connectors
connected.
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Before performing this inspection, check that the battery
voltage is between 11 and 14 V (not depleted).
NG GO TO STEP 6
OK
3. CHECK HARNESS AND CONNECTOR (ECM - F UEL PUMP CONTROL ECU ASSEMBLY )
(b) Disconnect the fuel pump control ECU assembly connector.
A35-19 (FPC) - G12-2 (FPC) Always Below 1 Ω

A35-19 (FPC) or G12-2 (FPC) - Body ground Always 10 kΩ or higher

NG
CO NNECTO R
OK
4. REPLACE F UEL PUMP ASSEMBLY
(a) Replace the fuel pump assembly .
NEXT
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5. CHECK CONF IRM WHETHER MALF UNCTION HAS BEEN SUCCESSF ULLY REPAIRED
(a) Check the fuel pump operation .

OK:
Malfunction has been repaired successfully.
NG REP L ACE ECM
OK END
6. REPLACE F UEL PUMP CONTROL ECU ASSEMBLY
(a) Replace the fuel pump control ECU assembly .
NEXT

OK:
NG REP L ACE ECM
OK END
8. INSPECT F UEL PUMP CONTROL ECU ASSEMBLY (POWER SOURCE VOLTAGE)
(a) Disconnect the fuel pump control ECU assembly

connector.
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Standard Voltage:
G12-1 (+B) - Body ground Ignition switch ON 11 to 14 V
Front view of wire harness connector:

*a
(to Fuel Pump Control ECU Assembly)
NG GO TO STEP 1 4
OK
CHECK HARNESS AND CONNECTOR (F UEL PUMP - F UEL PUMP CONTROL ECU
9.
ASSEMBLY )
(a) Disconnect the fuel pump connector.
G7-4 (FP-) - G12-5 (FP-) Always Below 1 Ω
G7-3 (FP+) - G12-6 (FP+) Always Below 1 Ω
G7-4 (FP-) or G12-5 (FP-) - Body ground Always 10 kΩ or higher
G7-3 (FP+) or G12-6 (FP+) - Body ground Always 10 kΩ or higher
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NG
CO NNECTO R
OK
10. INSPECT F UEL PUMP ASSEMBLY
(a) Inspect fuel pump assembly .
NG REP L ACE FU EL P U MP ASSEMBL Y
OK
11. CHECK HARNESS AND CONNECTOR (F UEL PUMP CONTROL ECU ASSEMBLY - ECM)
G12-4 (E)- Body ground Always Below 1 Ω

NG
CO NNECTO R
OK
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12. REPLACE F UEL PUMP CONTROL ECU ASSEMBLY
(a) Replace the fuel pump control ECU assembly .
NEXT

OK:
NG REP L ACE ECM
OK END
CHECK HARNESS AND CONNECTOR (C/ OPEN RELAY - F UEL PUMP CONTROL ECU
14.
ASSEMBLY )
(a) Remove the C/OPEN relay from the engine room relay block assembly.
C/OPEN relay terminal 3 - G12-1 (+B) Always Below 1 Ω
C/OPEN relay terminal 1 - Body ground Always Below 1 Ω
C/OPEN relay terminal 3 or G12-1 (+B) - Body ground Always 10 kΩ or higher

NG
CO NNECTO R
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OK
15. INSPECT TERMINAL VOLTAGE (C/ OPEN RELAY )
(a) Remove the C/OPEN relay from the engine room relay
block assembly.

table below.
Standard Voltage:

CONDITION
C/OPEN relay terminal 5 - Body

IG ON 11 to 14 V
ground
*2 C/OPEN Relay Terminal
NG GO TO ECU P O W ER SO U RCE CIRCU IT
OK
16. CHECK HARNESS AND CONNECTOR (C/ OPEN RELAY - ECM - IG2 RELAY )
(b) Remove the C/OPEN relay and IG2 relay from the engine room relay block assembly.
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C/OPEN relay terminal 2 - A33-27 (IGSW) Always Below 1 Ω
C/OPEN relay terminal 2 - IG2 relay terminal 3 Always Below 1 Ω

CONDITION
C/OPEN relay terminal 2, A33-27 (IGSW) or IG2 relay terminal 3 -

Body ground

NG CO NNECTO R
OK REP L ACE ECM
Model Year: 2013 Model: FR-S Doc ID: RM000000PD90TLX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: HOW TO PROCEED WITH TROUBLESHOOTING (2013 FR-S)
HOW TO PROCEED WITH TROUBLESHOOTING

HINT:
*: Use the Techstream.
1. VEHICLE BROUGHT TO WORKSHOP
NEXT
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2. CUSTOMER PROBLEM ANALYSIS
NEXT
3. CONNECT TECHSTREAM TO DLC3*
HINT:
If the display indicates a communication fault in the Techstream, inspect the DLC3.
When any CAN communication system DTCs are output, perform troubleshooting on the CAN
communication system first.
NEXT
4. CHECK DTC AND FREEZE FRAME DATA*
(a) Check for DTCs and freeze frame data .
HINT:
Record or print DTCs and freeze frame data if necessary.

NEXT
5. CLEAR DTC AND FREEZE FRAME DATA*
(a) Clear DTCs and freeze frame data .
NEXT
6. CONDUCT VISUAL INSPECTION
NEXT
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7. SELECT CHECK MODE DIAGNOSIS*
(a) Switch the ECM from normal mode to check mode.
HINT:
Refer to Check Mode Procedure .
NEXT
8. CONFIRM PROBLEM SYMPTOMS
(a) Confirm problem symptoms.
HINT:
If the engine does not start, first perform the "Check DTC" procedure and "Conduct Basic Inspection"
procedure below.
Result
RESULT PROCEED TO
Malfunction does not occur A
Malfunction occurs B
B GO TO STEP 10
9. SIMULATE SYMPTOMS
HINT:
Refer to Symptom Simulation .
NEXT
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10. CHECK DTC*
(a) Check for DTCs.
HINT:
Refer to DTC Check / Clear .
Result
RESULT PROCEED TO
Trouble code output A
No trouble code output B
B GO TO STEP 12
11. REFER TO DTC CHART
(a) Refer to Diagnostic Trouble Code Chart .
NEXT
12. CONDUCT BASIC INSPECTION
(a) Conduct basic inspection .

Result
RESULT PROCEED TO
Malfunctioning parts not confirmed A
Malfunctioning parts confirmed B
B GO TO STEP 17
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13. REFER TO PROBLEM SYMPTOMS TABLE
(a) Refer to Problem Symptoms Table .

Result
RESULT PROCEED TO
Malfunctioning circuit confirmed A
Malfunctioning parts confirmed B
B GO TO STEP 17
14. CHECK ECM POWER SOURCE CIRCUIT
(a) Check the ECM power source circuit.
HINT:
Refer to ECM Power Source Circuit .

NEXT
15. CONDUCT CIRCUIT INSPECTION
Result
RESULT PROCEED TO
Malfunction not confirmed A
Malfunction confirmed B
B GO TO STEP 18
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16. CHECK FOR INTERMITTENT PROBLEMS
(a) Check for intermittent problems.
HINT:
Refer to Check for Intermittent Problems .
NEXT
17. CONDUCT PARTS INSPECTION
NEXT
18. IDENTIFY PROBLEM
NEXT
19. ADJUST AND/OR REPAIR
NEXT
20. CONDUCT CONFIRMATION TEST
NEXT END
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L ast Modified: 4-14-2014 6.6 J Doc ID: RM000000WZ10ULX

Title: FA20 ENGINE CONTROL: SFI SYSTEM: MIL Circuit; 2013 MY FR-S [03/2012 - ]
MIL Circuit
DESCR I P TI ON
The MIL (Malfunction Indicator Lamp) is used to indicate vehicle malfunctions detected by the ECM. When
the ignition switch is turned to ON, power is supplied to the MIL circuit, which illuminates the MIL.
The MIL operation can be checked visually: When the ignition switch is turned to ON, the MIL should be
illuminated and should turn off after engine is started. If the MIL remains illuminated or is not illuminated,
conduct the following troubleshooting procedure using the Techstream.
I N SP ECTI ON P R OCEDUR E cardiagn.com

NO TICE:
procedure.
P R OCEDUR E
1. CHECK THAT MIL IS ILLUMINATED
(a) Perform troubleshooting in accordance with the table below.

Result
RESULT PROCEED TO
MIL remains ON A
MIL does not illuminate B
MIL illuminates for several seconds, but turns off after engine is started C
B GO TO STEP 3
C CHECK FO R INTERMITTENT P RO BL EMS
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2. CHECK WHETHER MIL TURNS OF F
(e) Check if any DTCs have been detected. Note down any DTCs.
Result
RESULT PROCEED TO
No DTC detected A
Any DTCs detected B
HINT:
Check for detected DTCs output from other ECUs which relate to the MIL.
B REP AIR CIRCU ITS INDICATED BY O U TP U T DTCS
A GO TO METER / GAU GE SY STEM
3. CHECK THAT ENGINE STARTS

Result
RESULT PROCEED TO
Engine starts A
Engine does not start* B
HINT:
*: The Techstream cannot communicate with the ECM.
B GO TO VC O U TP U T CIRCU IT
A REP L ACE CO MBINATIO N METER
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Last Modified: 3-27-2012 6.4 C From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000000PDU0OMX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P000A,P000C,P0011,P0021: Camshaft Position "A" - Timing
Slow Response Bank 1 (2013 FR-S)
DTC P000A Camshaft Position "A" - Timing Slow Response Bank 1
DTC P000C Camshaft Position "A" - Timing Slow Response Bank 2
Camshaft Position "A" - Timing Over-Advanced or System Performance

DTC P0011
(Bank 1)
Camshaft Position "A" - Timing Over-Advanced or System Performance

DTC P0021
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(Bank 2)
DESCRIPTION
The Variable Valve Timing (VVT) system adjusts the intake valve timing to improve driveability. The
engine oil pressure turns the VVT controller to adjust the valve timing.
The camshaft timing oil control valve is a solenoid valve and switches the engine oil line. The valve moves
when the ECM applies 12 V to the solenoid. The ECM changes the energizing time to the solenoid (duty-
cycle) in accordance with the camshaft position, crankshaft position, throttle position, etc.
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DTC DTC DETECTION CONDITION TROUBLE AREA
NO.
Integrated deviations in target intake valve timing and actual

Valve timing
intake valve timing per specified time exceed thresholds for 15
P000A Camshaft timing oil
seconds (bank 1).
control valve (for
(2 trip detection logic)
intake side of bank
1)
Oil control valve
filter
Deviation in target intake valve timing and actual intake valve Camshaft timing
P0011 timing exceeds thresholds (bank 1). gear assembly (for
(2 trip detection logic) intake side of bank
1)
ECM
Integrated deviations in target intake valve timing and actual

Valve timing
intake valve timing per specified time exceed thresholds for 15
P000C Camshaft timing oil
seconds (bank 2).
control valve (for
intake side of bank
2)
Oil control valve
filter
Deviation in target intake valve timing and actual intake valve Camshaft timing
P0021 timing exceeds thresholds (bank 2). gear assembly (for
(2 trip detection logic) intake side of bank
2)
ECM
MONITOR DESCRIPTION
The ECM optimizes the intake valve timing using the Variable Valve Timing (VVT) system to control
the intake camshaft. The VVT system includes the ECM, the camshaft timing oil control valve and
the VVT controller (camshaft timing gear assembly). The ECM sends a target duty-cycle control
signal to the camshaft timing oil control valve. This control signal regulates the oil pressure supplied
to the VVT controller. The VVT controller can advance or retard the intake camshaft.
If the difference between the target and actual intake valve timings is large, and changes in the
actual intake valve timing are small, the ECM interprets this as the VVT controller stuck malfunction
and stores a DTC.
These DTCs indicate that the VVT controller cannot operate properly due to camshaft timing oil
control valve malfunctions or the presence of foreign objects in the camshaft timing oil control
valve.
MONITOR STRATEGY
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P000A: VVT intake method with mid-position start functional check
(Bank 1)
P000C: VVT intake method with mid-position start functional check
(Bank 2)
Related DTCs
P0011: VVT intake method with mid-position start functional check
(Bank 1)
P0021: VVT intake method with mid-position start functional check
(Bank 2)
Required Sensors/Components Camshaft timing oil control valve

(Main) Camshaft timing gear assembly
Crankshaft position sensor

Required Sensors/Components
VVT sensor
(Related)
Engine coolant temperature sensor
Frequency of Operation Continuous
15 seconds: P000A, P000C

Duration 7 seconds: P0011, P0021 (Target error)
1 second: P0011, P0021 (Mid lock position)
MIL Operation 2 driving cycles
Sequence of Operation None
TYPICAL ENABLING CONDITIONS

All
Monitor runs whenever following DTCs P0340, P0345 (Camshaft position sensor - intake with variable
not stored valve timing (VVT))
Battery voltage 10.9 V or more

Engine speed 500 rpm or higher
Engine oil temperature 0°C (32°F) or higher
P000A, P000C
VVT feedback control Active
Change of VVT target angle during 64 msec Less than 3.84°CA
VVT target position 0°CA or more
P0011, P0021 (Target error)
P0011, P0021 (Mid lock position)
VVT command Mid lock position
Elapsed time after engine start 0.5 seconds or more
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TYPICAL MALFUNCTION THRESHOLDS
P000A, P000C
Sigma (VVT target position - VVT actual position) More than 4000°CA or less than -4000°CA
P0011, P0021 (Target error)
VVT target position - VVT actual position More than 7°CA or less than -7°CA
P0011, P0021 (Mid lock position)
MONITOR RESULT
Refer to detailed information in Checking Monitor Status .
CONFIRMATION DRIVING PATTERN

2. Turn the ignition switch to ON and turn the Techstream on.
3. Clear DTCs (even if no DTCs are stored, perform the clear DTC operation) .
4. Turn the ignition switch off and wait for at least 30 seconds.
6. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or
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higher.
7. Perform the following the confirmation driving pattern.
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic
laws.
a. Idle the engine for 10 seconds or more [A].

b. Accelerate the vehicle to 97 km/h (60 mph) or more within 20 seconds [B].
c. Drive the vehicle at 97 km/h (60 mph) or more for 20 seconds or more [C].
d. Release the accelerator pedal to Decelerate until the vehicle speed decreases to less
than 64 km/h (40 mph) [D].
HINT:
Release the accelerator pedal fully to perform the fuel-cut.
e. Drive the vehicle at 60 km/h (40 mph) or less for 20 seconds or more [E].
f. Accelerate the vehicle to 97 km/h (60 mph) or more within 10 seconds [F].
g. Release the accelerator pedal and stop the vehicle [G].
8. Enter the following menus: Powertrain / Engine / Trouble Codes.

9. Read pending DTCs.
HINT:
If a pending DTC is output, the system is malfunctioning.

If a pending DTC is not output, perform the following procedure.
10. Enter the following menus: Powertrain / Engine / Utility / All Readiness.
11. Input the DTC: P000A, P000C, P0011 or P0021.
12. Check the DTC judgment result.
DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

INCOMPLETE Perform driving pattern after confirming DTC enabling
conditions

N/A Number of DTCs which do not fulfill DTC preconditions has
reached ECU memory limit
HINT:
If the judgment result shows NORMAL, the system is normal.

If the judgment result shows ABNORMAL, the system has a malfunction.
13. If the test result is INCOMPLETE or N/A and no DTC is output, perform a universal trip and
check for permanent DTCs .
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HINT:
If a permanent DTC is output, the system is malfunctioning.

If no permanent DTC is output, the system is normal.
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT:
If DTC P000A or P0011 is displayed, check the intake camshaft circuit for the right bank VVT
system (bank 1).
If DTC P000C or P0021 is displayed, check the intake camshaft circuit for the left bank VVT system
(bank 2).
Bank 1 refers to the bank that includes the No. 1 cylinder*.
*: The No. 1 cylinder is the cylinder which is farthest from transmission.

Bank 2 refers to the bank that does not include the No. 1 cylinder.
Read freeze frame data using the Techstream. The ECM records vehicle and driving condition
information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame
data can help determine if the vehicle was moving or stationary, if the engine was warmed up or
not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
PROCEDURE
CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P000A, P000C, P0011
1.
OR P0021)

(e) Read DTCs.

Result
RESULT PROCEED TO
DTC P000A, P000C, P0011 or P0021 is output A
DTC P000A, P000C, P0011 or P0021 and other DTCs are output B
HINT:
If any DTCs other than DTC P000A, P000C, P0011 or P0021 are output, troubleshoot those DTCs first.
B GO TO DTC CHART
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A
PERFORM ACTIVE TEST USING TECHSTREAM (OPERATE CAMSHAFT TIMING OIL

2.
CONTROL VALVE)
(e) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Linear (Bank
1), Control the VVT Linear (Bank 2).
(f) Check the engine speed while operating the camshaft timing oil control valve (for intake
camshaft) using the Techstream.
OK:
TECHSTREAM OPERATION SPECIFIED CONDITION
HINT:
Refer to "Data List / Active Test" [VVT OCV Duty #1, VVT OCV Duty #2 and VVT Change Angle #1, VVT
Change Angle #2] .
CHECK VALVE TIMING (CHECK FOR LOOSE
NG TIMING CHAIN AND JUMPED TEETH)
OK
3. CHECK WHETHER DTC OUTPUT RECURS (DTC P000A, P000C, P0011 OR P0021)
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(f) Turn the ignition switch to ON.
(g) Turn the Techstream on.
(h) Start the engine and warm it up.
(i) Drive the vehicle in accordance with the driving pattern described in the Confirmation Driving
Pattern.
(j) Enter the following menus: Powertrain / Engine / Trouble Codes / Pending.
(k) Read pending DTCs.

Result
RESULT PROCEED TO
DTC is not output A
DTC P000A, P000C, P0011 or P0021 is output B
HINT:
DTC P000A, P000C, P0011 or P0021 may be stored when foreign objects in the engine oil are caught in
some parts of the system. The DTC will remain stored even if the system returns to normal after a
short time. These foreign objects may then be captured by the oil filter.

B TIMING CHAIN AND JUMPED TEETH)
A CHECK FOR INTERMITTENT PROBLEMS
4. CHECK VALVE TIMING (CHECK FOR LOOSE TIMING CHAIN AND JUMPED TEETH)
(a) Check the valve timing .
NG ADJUST VALVE TIMING
OK
5. INSPECT CAMSHAFT TIMING OIL CONTROL VALVE (FOR INTAKE CAMSHAFT)
(a) Inspect the camshaft timing oil control valve (for intake camshaft) .
REPLACE CAMSHAFT TIMING OIL CONTROL

NG VALVE (FOR INTAKE CAMSHAFT)
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OK
6. INSPECT CAMSHAFT TIMING GEAR ASSEMBLY
(a) Inspect the camshaft timing gear assembly .
HINT:
DTC P000A, P000C, P0011 or P0021 may be stored when foreign objects in the engine oil are
caught in some parts of the system. The DTC will remain stored even if the system returns to
normal after a short time. These foreign objects may then be captured by the oil filter.
REPLACE CAMSHAFT TIMING GEAR

NG ASSEMBLY (FOR INTAKE CAMSHAFT)
OK
7. CHECK WHETHER DTC OUTPUT RECURS (DTC P000A, P000C, P0011 OR P0021)

Pattern.

Result
RESULT PROCEED TO
DTC is not output A
DTC P000A, P000C, P0011 or P0021 is output B
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HINT:
DTC P000A, P000C, P0011 or P0021 may be stored when foreign objects in the engine oil are caught in
B REPLACE ECM
END
A
Model Year: 2013 Model: FR-S Doc ID: RM000000XH80G0X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P000B,P000D,P0014,P0024: Camshaft Position "B" - Timing
Slow Response Bank 1 (2013 FR-S)
DTC P000B Camshaft Position "B" - Timing Slow Response Bank 1
DTC P000D Camshaft Position "B" - Timing Slow Response Bank 2
Camshaft Position "B" - Timing Over-Advanced or System Performance

DTC P0014
(Bank 1)
Camshaft Position "B" - Timing Over-Advanced or System Performance

DTC P0024
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(Bank 2)
DESCRIPTION
The Variable Valve Timing (VVT) system adjusts the exhaust valve timing to improve driveability. The
engine oil pressure turns the VVT controller to adjust the valve timing.
The camshaft timing oil control valve is a solenoid valve and switches the engine oil line. The valve moves
when the ECM applies 12 V to the solenoid. The ECM changes the energizing time to the solenoid (duty-
cycle) in accordance with the camshaft position, crankshaft position, throttle position, etc.
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NO.
Integrated deviations in target exhaust valve timing and actual

Valve timing
exhaust valve timing per specified time exceed threshold for 25
P000B Camshaft timing oil
seconds (bank 1).
control valve (for
exhaust side of bank
1)
Camshaft oil control
valve filter (bank 1)
Deviation in target exhaust valve timing and actual exhaust Camshaft timing
P0014 valve timing exceeds threshold for 8 seconds (bank 1). gear assembly (for
(2 trip detection logic) exhaust side of bank
1)
ECM
Integrated deviations in target exhaust valve timing and actual

Valve timing
exhaust valve timing per specified time exceed threshold for 25
P000D Camshaft timing oil
seconds (bank 2).
control valve (for
exhaust side of bank
2)
Camshaft oil control
valve filter (bank 2)
Deviation in target exhaust valve timing and actual exhaust Camshaft timing
P0024 valve timing exceeds threshold for 8 seconds (bank 2). gear assembly (for
(2 trip detection logic) exhaust side of bank
2)
ECM
MONITOR DESCRIPTION
The ECM optimizes the exhaust valve timing using the Variable Valve Timing (VVT) system to control the
exhaust camshaft. The VVT system includes the ECM, the camshaft timing oil control valve and the VVT
controller (camshaft timing exhaust gear assembly). The ECM sends a target duty-cycle control signal to
the camshaft timing oil control valve. This control signal regulates the oil pressure supplied to the VVT
controller. The VVT controller can advance or retard the exhaust camshaft.
If the difference between the target and actual exhaust valve timing is large, and changes in the actual
exhaust valve timing are small, the ECM interprets this as a VVT controller stuck malfunction and stores a
DTC.
MONITOR STRATEGY
P000B: VVT exhaust method without mid-position start (Bank
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1)
P000D: VVT exhaust method without mid-position start (Bank
2)
Related DTCs
P0014: VVT exhaust method without mid-position start (Bank
1)
P0024: VVT exhaust method without mid-position start (Bank
2)
Camshaft timing oil control valve

Required Sensors/Components (Main)
Camshaft timing exhaust gear assembly

VVT sensor
(Related)
25 seconds: P000B, P000D

Duration
8 seconds: P0014, P0024

All
Monitor runs whenever following P0365, P0390 (Camshaft position sensor - exhaust with variable
DTCs not stored valve timing (VVT))
Engine oil temperature 0°C (32°F) or higher

P000B, P000D
Change of VVT target angle during 64 msec Less than 3.84°CA
VVT target position 0°CA or more

P000B, P000D
Sigma (VVT target position - VVT actual position) More than 4000°CA or less than -4000°CA
P0014, P0024
MONITOR RESULT
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higher.
CAUTION:
laws.

HINT:

HINT:

11. Input the DTC: P000B, P000D, P0014 or P0024.
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DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
HINT:
If DTC P000B or P0014 is displayed, check the exhaust camshaft circuit for the right bank VVT
system (bank 1).
If DTC P000D or P0024 is displayed, check the exhaust camshaft circuit for the left bank VVT
system (bank 2).
DTC P0014 or P0024 may be stored when foreign objects in the engine oil are caught in some parts
of the system. The DTC will remain stored even if the system returns to normal after a short time.
Those foreign objects may then be captured by the oil filter.
PROCEDURE
CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P000B, P000D, P0014
1.
OR P0024)
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(e) Read DTCs.

Result
RESULT PROCEED TO
DTC P000B, P000D, P0014 or P0024 is output A
DTC P000B, P000D, P0014 or P0024 and other DTCs are output B
HINT:
If any DTCs other than P000B, P000D, P0014 or P0024 are output, troubleshoot those DTCs first.
B GO TO DTC CHART

2.
CONTROL VALVE)
(e) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Exhaust
Linear (Bank 1), Control the VVT Exhaust Linear (Bank 2).
(f) Check the engine speed while operating the camshaft timing oil control valve (for exhaust
camshaft) using the Techstream.
OK:
HINT:
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Refer to "Data List / Active Test" [VVT Ex OCV Duty #1, VVT Ex OCV Duty #2 and VVT Ex Chg Angle
#1, VVT Ex Chg Angle #2] .

NG TIMING CHAIN AND JUMPED TEETH)
OK
3. CHECK WHETHER DTC OUTPUT RECURS (DTC P000B, P000D, P0014 OR P0024)
Pattern.
Result
RESULT PROCEED TO
DTC P000B, P000D, P0014 or P0024 is output A
DTC is not output B
HINT:
DTC P000B, P000D, P0014 or P0024 may be stored when foreign objects in the engine oil are caught in
B CHECK FOR INTERMITTENT PROBLEMS
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4. CHECK VALVE TIMING (CHECK FOR LOOSE TIMING CHAIN AND JUMPED TEETH)
OK
5. INSPECT CAMSHAFT TIMING OIL CONTROL VALVE (FOR EXHAUST CAMSHAFT)
(a) Inspect the camshaft timing oil control valve (for exhaust camshaft) .

NG VALVE (FOR EXHAUST CAMSHAFT)
OK
6. INSPECT CAMSHAFT TIMING EXHAUST GEAR ASSEMBLY

(a) Inspect the camshaft timing exhaust gear assembly .
HINT:
DTC P000B, P000D, P0014 or P0024 may be stored when foreign objects in the engine oil are
caught in some parts of the system. The DTC will remain stored even if the system returns to
normal after a short time. These foreign objects may then be captured by the oil filter.
REPLACE CAMSHAFT TIMING EXHAUST GEAR

NG ASSEMBLY
OK
7. CHECK WHETHER DTC OUTPUT RECURS (DTC P000B, P000D, P0014 OR P0024)
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Pattern.

Result
RESULT PROCEED TO
DTC is not output A
DTC P000B, P000D, P0014 or P0024 is output B
HINT:
DTC P000B, P000D, P0014 or P0024 may be stored when foreign objects in the engine oil are caught in
B REPLACE ECM
A
END
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000PDW0MSX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0010,P0020: Camshaft Position "A" Actuator Circuit (Bank
1) (2013 FR-S)
DTC P0010 Camshaft Position "A" Actuator Circuit (Bank 1)
DTC P0020 Camshaft Position "A" Actuator Circuit (Bank 2)
DESCRIPTION
Refer to P000A .

NO.
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Open or short in camshaft timing
Oil control valve current is less than 0.306 A for oil control valve circuit (for intake
intake camshaft circuit for 2 seconds or more side of bank 1)
P0010
(bank 1). Camshaft timing oil control valve
(1 trip detection logic) (for intake side of bank 1)
ECM

Oil control valve current is less than 0.306 A for oil control valve circuit (for intake
intake camshaft circuit for 2 seconds or more side of bank 2)
P0020
(1 trip detection logic) (for intake side of bank 2)
ECM
MONITOR DESCRIPTION
This DTC is designed to detect open or short in the camshaft timing oil control valve (for intake camshaft)
circuit. If the camshaft timing oil control valve's duty-cycle is excessively high or low while the engine is
running, the ECM will illuminate the MIL and store the DTC.
MONITOR STRATEGY
P0010: Oil control valve for intake-VVT circuit continuity (Bank
1)
Related DTCs
P0020: Oil control valve for intake-VVT circuit continuity (Bank
2)
Required Sensors/Components (Main) camshaft timing oil control valve
-
(Related)

Duration 2 second
MIL Operation Immediate

Monitor runs whenever following DTCs not present None
Camshaft timing oil control valve control duty 99.61% or more

Camshaft timing oil control valve control actual current Less than 0.306 A
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higher.
7. With the vehicle stationary, depress the accelerator pedal and maintain an engine speed of
between 2500 and 3000 rpm for 40 seconds or more [A].
8. Drive the vehicle at 10 km/h (6.25 mph) or more for 1 minute or more [B].
CAUTION:
laws.

HINT:

12. Input the DTC: P0010 or P0020.
DISPLAY

NORMAL
System normal
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ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
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HINT:
If DTC P0010 is displayed, check the intake camshaft circuit for the right bank VVT system (bank
1).
If DTC P0020 is displayed, check the intake camshaft circuit for the left bank VVT system (bank 2).
PROCEDURE
1. READ DTC OUTPUT

(d) Clear the DTC after recording the freeze frame data and DTC.
(e) Turn the ignition switch off.
(f) Start the engine and allow the engine to idle.
(g) Enter the following menus: Powertrain / Engine / Trouble Codes.
(h) Read DTCs.

Result
RESULT PROCEED TO
DTC P0010 or P0020 is output A
DTC is not output B
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A
2. INSPECT CAMSHAFT TIMING OIL CONTROL VALVE (FOR INTAKE CAMSHAFT)
(a) Inspect the camshaft timing oil control valve (for intake camshaft) .

NG VALVE (FOR INTAKE CAMSHAFT)
OK
CHECK TERMINAL VOLTAGE (POWER SOURCE OF CAMSHAFT TIMING OIL

3.
CONTROL VALVE)
(a) Disconnect the camshaft timing oil control valve (for

intake camshaft connector).
Standard Voltage:
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*A Bank 1
*B Bank 2

*a
(to Camshaft Timing Oil Control Valve)
NG INSPECT RELAY (EFI MAIN1)
OK
CHECK HARNESS AND CONNECTOR (CAMSHAFT TIMING OIL CONTROL VALVE -

4.
ECM)
(a) Disconnect the camshaft timing oil control valve (for intake camshaft connector).
A36-17 (OC1) - C7-2 Always Below 1 Ω

A36-17 (OC1) or C7-2 - Body ground Always 10 kΩ or higher
REPAIR OR REPLACE HARNESS OR

NG CONNECTOR
OK REPLACE ECM
5. INSPECT RELAY (EFI MAIN1)
(a) Inspect EFI MAIN1 relay .
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REPLACE RELAY (EFI MAIN1)
NG
OK
CHECK WIRE HARNESS AND CONNECTOR (CAMSHAFT TIMING OIL CONTROL

6.
VALVE - EFI MAIN1 RELAY)
EFI MAIN1 relay terminal 3 - C7-1 Always Below 1 Ω
EFI MAIN1 relay terminal 3 or C7-1 - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK CHECK ECM POWER SOURCE CIRCUIT
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Model Year: 2013 Model: FR-S Doc ID: RM000000XH70FAX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0013,P0023: Camshaft Position "B" Actuator Circuit /
Open (Bank 1) (2013 FR-S)
DTC P0013 Camshaft Position "B" Actuator Circuit / Open (Bank 1)
DTC P0023 Camshaft Position "B" Actuator Circuit / Open (Bank 2)
DESCRIPTION
Refer to P000B .

NO.
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Oil control valve current is less than 0.306 A for oil control valve circuit (for
exhaust camshaft circuit for 2 seconds or more exhaust side of bank 1)
P0013
(1 trip detection logic) (for exhaust side of bank 1)
ECM

Oil control valve current is less than 0.306 A for oil control valve circuit (for
exhaust camshaft circuit for 2 seconds or more exhaust side of bank 2)
P0023
(1 trip detection logic) (for exhaust side of bank 2)
ECM
MONITOR DESCRIPTION
This DTC is designed to detect open or short in the camshaft timing oil control valve (for exhaust
camshaft) circuit. If the camshaft timing oil control valve's duty-cycle is excessively high or low while the
engine is running, the ECM will illuminate the MIL and store the DTC.
MONITOR STRATEGY
P0013: Oil control valve for exhaust-VVT circuit continuity (Bank
1)
Related DTCs
P0023: Oil control valve for exhaust-VVT circuit continuity (Bank
2)
Required Sensors/Components (Main) Exhaust camshaft timing oil control valve
-
(Related)

Duration 2 seconds
MIL Operation Immediately

Camshaft timing oil control valve control duty 99.61% or more

Camshaft timing oil control valve control actual current Less than 0.306 A
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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal
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ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
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HINT:
If DTC P0013 is displayed, check the exhaust camshaft circuit for the right bank VVT system (bank
1).
If DTC P0023 is displayed, check the exhaust camshaft circuit for the left bank VVT system (bank
2).

PROCEDURE
1. READ DTC OUTPUT

(d) Clear the DTC after recording the freeze frame data and DTC.
(f) Start the engine and allow the engine to idle.
(h) Read DTCs.

Result
RESULT PROCEED TO
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DTC is not output B
2. INSPECT CAMSHAFT TIMING OIL CONTROL VALVE (FOR EXHAUST CAMSHAFT)
(a) Inspect the camshaft timing oil control valve (for exhaust camshaft) .

NG VALVE (FOR EXHAUST CAMSHAFT)
OK
CHECK TERMINAL VOLTAGE (POWER SOURCE OF CAMSHAFT TIMING OIL

3.
CONTROL VALVE)
(a) Disconnect the camshaft timing oil control valve (for
exhaust camshaft connector).
Standard Voltage:
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*A Bank 1
*B Bank 2

*a
(to Camshaft Timing Oil Control Valve)
OK

4.
ECM)
(a) Disconnect the camshaft timing oil control valve (for exhaust camshaft) connector.
A36-7 (OE1) - C5-2 Always Below 1 Ω

A36-7 (OE1) or C5-2 - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK REPLACE ECM
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NG
OK

6.
EFI MAIN1 RELAY)

NG CONNECTOR
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Model Year: 2013 Model: FR-S Doc ID: RM000000WC20GWX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P014C,P014D,P015A,P015B: A/F Sensor Slow Response -
Rich to Lean Bank 1 Sensor 1 (2013 FR-S)
DTC P014C A/F Sensor Slow Response - Rich to Lean Bank 1 Sensor 1
DTC P014D A/F Sensor Slow Response - Lean to Rich Bank 1 Sensor 1
DTC P015A A/F Sensor Delayed Response - Rich to Lean Bank 1 Sensor 1
DTC P015B A/F Sensor Delayed Response - Lean to Rich Bank 1 Sensor 1
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DESCRIPTION

NO.
The "Rich to Lean response rate deterioration level*" value is

P014C standard or less for 70 seconds.
The "Lean to Rich response rate deterioration level*" value is Air fuel ratio
P014D standard or more for 70 seconds. sensor
(2 trip detection logic) Air fuel ratio
sensor heater
The "Rich to Lean delay level*" value is standard or more. ECM
P015A
The "Lean to Rich delay level*" value is standard or more.

P015B
*: Calculated by ECM based on the air fuel ratio sensor output.
MONITOR DESCRIPTION
P014C, P014D (Asymmetric slow response)
The ECM monitors the time that the air fuel ratio sensor output waveform is at its maximum and minimum
as time(m) and Time(n) respectively.
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If the difference between the average time(m) and the average time(n) is the specified value or more,
and the air fuel ratio sensor output waveform time of decreasing lambda is less than the air fuel ratio
sensor output cumulative time, then P014C is stored, and if this is more, P014D is stored.
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P014C, P014D (Symmetric slow response)
The ECM monitors the amount of change from the air fuel ratio sensor for each specified period, and when
the total variation exceeds a specified value, P014C or P014D is stored.
P015A, P015B (Asymmetric delayed start)
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The ECM monitors the time that the air fuel ratio sensor output waveform is at its maximum and minimum
as time(m) and time(n) respectively.
If the difference between the average time(m) and the average time(n) is the specified value or more,
and time(m) is the specified value or more, then P015A is stored, and if time(n) is the specified value or
more, then P015B is stored.
P015A, P015B (Symmetric delayed start)
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If the average value for the Lambda maximum value and minimum value is the specified value or more,
then P015A and P015B are stored.
MONITOR STRATEGY
P014C: Primary oxygen sensor response (Asymmetric slow response
Rich to Lean)
P014D: Primary oxygen sensor response (Asymmetric slow response
Lean to Rich)
P014C and P014D: Primary oxygen sensor response (Symmetric slow
response)
Related DTCs
P015A: Primary oxygen sensor response (Asymmetric delayed start
Rich to Lean)
P015B: Primary oxygen sensor response (Asymmetric delayed start
Lean to Rich)
P015A and P015B: Primary oxygen sensor response (Symmetric
delayed start)
(Main)
Required Sensors/Components Speed sensor

(Related) Crankshaft position sensor
Frequency of Operation Once per driving cycle
70 seconds: P014C, P014D

Duration 30 seconds: P015A, P015B (Asymmetric delayed start)
90 seconds: P015A, P015B (Symmetric delayed start)
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All
Monitor runs whenever following DTCs not stored None
Battery voltage 10.9 V or higher
Fuel system Closed loop
Impedance of air fuel ratio sensor 0 to 65 Ω
Elapsed time after engine start 40 seconds or more
Engine coolant temperature 0°C or higher
Intake air mass per second 10 g/sec or more
Elapsed time for fuel cut not active 3 seconds or more
Engine Not idling
Learning value of EVAP density during purge Less than 0.2
Total time of canister purge 20 seconds or more
Change of intake air mass during 1/2 engine revolution Less than 0.02 g/rev

P014C (Asymmetric slow response)
Sum of DL (time of decreasing lambda) / Sum of total time Less than 0.39
Average of time(m) (local minimum) - Average of time(n) (local maximum) 0.08 seconds or more
P014D (Asymmetric slow response)

Sum of DL (time of decreasing lambda) / Sum of total time 0.63 or more
Average of time(n) (local maximum) - Average of time(m) (local minimum) 0.1 seconds or more
P014C, P014D (Symmetric slow response)
Sum of lambda ({(lambda(n) - lambda(n-1)} - Less than 7 (varies with accumulated value of
{(lambda(n-1) - lambda(n-2)}) lambda variation)
P015A (Asymmetric delayed start)
Average of time(m) (local minimum) 0.35 seconds or more
Average of time(m) (local minimum) - Average of time(n) (local maximum) 0.25 seconds or more
P015B (Asymmetric delayed start)
Average of time(n) (local minimum) 0.35 seconds or more
Average of time(n) (local maximum) - Average of time(m) (local minimum) 0.25 seconds or more
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Average of (maximum lambda - minimum lambda) 0.08 or more
MONITOR RESULT
Refer to Checking Monitor Status .

higher.
HINT:
Check the engine coolant temperature is 20°C (68°F) or less at engine started.
CAUTION:
laws.
a. Drive the vehicle at 80 km/h (50 mph) or more for 20 minutes or more [A].
b. Stop the vehicle.
c. Idle the engine for 1 minute or more [B].

HINT:

11. Input the DTC: P014C, P014D, P015A or P015B.
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DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
HINT:
A low air fuel ratio sensor voltage could be caused by a rich air fuel mixture. Check for conditions
that would cause the engine to run rich.
A high air fuel ratio sensor voltage could be caused by a lean air fuel mixture. Check for conditions
that would cause the engine to run lean.

Sensor 1 refers to the sensor closest to the engine assembly.
Sensor 2 refers to the sensor farthest away from the engine assembly.
data can be helpful in determining whether the vehicle was moving or stationary, whether the
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engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data
recorded at the time of a malfunction.
PROCEDURE
CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P014C, P014D, P015A
1.
OR P015B)
(e) Read the DTCs.

Result:
RESULT PROCEED TO
DTC P014C, P014D, P015A or P015B is output A
DTC P014C, P014D, P015A or P015B and other DTCs are output B
HINT:
If any DTCs other than DTC P014C, P014D, P015A or P015B are output, troubleshoot those DTCs first.
B GO TO DTC CHART
A
2. INSPECT AIR FUEL RATIO SENSOR (HEATER RESISTANCE)
(a) Inspect the air fuel ratio sensor .
NG REPLACE AIR FUEL RATIO SENSOR
OK
3. CHECK HARNESS AND CONNECTOR (AIR FUEL RATIO SENSOR - ECM)
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CONNECTOR (AIR FUEL RATIO SENSOR -
NG ECM)
OK
4. CHECK AIR FUEL RATIO SENSOR
(a) Check that the proper air fuel ratio sensor is installed to the vehicle.
SECURELY REINSTALL AIR FUEL RATIO

NG SENSOR
OK
5. PERFORM CONFIRMATION DRIVING PATTERN
(a) Drive the vehicle according to the Confirmation Driving Pattern.
NEXT
6. CHECK WHETHER DTC OUTPUT RECURS (DTC P014C, P014D, P015A OR P015B)
(d) Enter the following menus: Powertrain / Engine / Trouble Codes / Pending.
(e) Read the DTCs.

Result:
RESULT PROCEED TO
DTC P014C, P014D, P015A or P015B is output A
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DTC is not output B
7. REPLACE AIR FUEL RATIO SENSOR
(a) Replace the air fuel ratio sensor .
NEXT
(a) Drive the vehicle according to the Confirmation Driving Pattern.
NEXT
CHECK WHETHER DTC OUTPUT RECURS (DTC P014C, P014D, P014E, P014F,
9.
P015A, P015B, P015C OR P015D)
(d) Enter the following menus: Powertrain / Engine / Trouble Codes / Pending.
(e) Read the DTCs.

Result:
RESULT PROCEED TO
DTC is not output A
DTC P014C, P014D, P015A or P015B is output B
CHECK ENGINE TO DETERMINE CAUSE OF
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B EXTREMELY RICH OR LEAN ACTUAL AIR FUEL
RATIO
END
A
Model Year: 2013 Model: FR-S Doc ID: RM000000PDV0M3X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0016-P0019: Crankshaft Position - Camshaft Position
Correlation (Bank 1 Sensor A) (2013 FR-S)
DTC P0016 Crankshaft Position - Camshaft Position Correlation (Bank 1 Sensor A)
DTC P0017 Crankshaft Position - Camshaft Position Correlation (Bank 1 Sensor B)
DTC P0018 Crankshaft Position - Camshaft Position Correlation (Bank 2 Sensor A)
DTC P0019 Crankshaft Position - Camshaft Position Correlation (Bank 2 Sensor B)
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DESCRIPTION
In the VVT (Variable Valve Timing) system, the appropriate intake and exhaust valve open and close
timing is controlled by the ECM. The ECM performs intake and exhaust valve control by performing the
following: 1) controlling the camshaft and camshaft timing oil control valve, and operating the camshaft
timing gear: and 2) changing the relative positions of the camshaft and crankshaft.

NO.
Valve timing
Camshaft timing oil control
One of the following conditions is met (2 trip detection
valve (for intake side of
logic):
bank 1)
Slip intake valve timing for 1 second (bank Oil control valve filter (bank
P0016
1). 1)
Intake camshaft position has slipped from the Camshaft timing gear
central lock position for 1 second (bank 1). assembly (for intake side of
bank 1)
ECM
Valve timing
logic):
valve (for exhaust of bank 1)
Slip exhaust valve timing for 5 seconds (bank Oil control valve filter (bank
P0017 1). 1)
Exhaust camshaft position has slipped from Camshaft timing gear
the central lock position for 5 seconds (bank assembly (for exhaust side
1). of bank 1)
ECM
Valve timing
valve (for intake side of
logic):
bank 2)
Slip intake valve timing for 1 second (bank Oil control valve filter (bank
P0018
2). 2)
Intake camshaft position has slipped from the Camshaft timing gear
central lock position for 1 second (bank 2). assembly (for intake side of
bank 2)
ECM
Valve timing
One of the following conditions is met (2 trip detection Camshaft timing oil control
logic): valve (for exhaust side of
bank 2)
Slip exhaust valve timing for 5 seconds (bank
Oil control valve filter (bank
P0019 2).
2)
Exhaust camshaft position has slipped from
Camshaft timing gear
the central lock position for 5 seconds (bank
assembly (for exhaust side
2).
of bank 2)
ECM
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MONITOR DESCRIPTION
To monitor the correlation of the intake camshaft position and crankshaft position, the ECM checks the
VVT learned value while the engine is idling. The VVT learned value is calibrated based on the camshaft
position and crankshaft position. The intake valve timing is set to the most retarded angle while the
engine is idling. If the VVT learned value is out of the specified range in consecutive driving cycles, the
ECM illuminates the MIL and stores DTC P0016 (bank 1) or P0018 (bank 2).
To monitor the correlation of the exhaust camshaft position and crankshaft position, the ECM checks the
VVT learned value while the engine is idling. The VVT learned value is calibrated based on the camshaft
position and crankshaft position. The exhaust valve timing is set to the most advanced angle while the
engine is idling. If the VVT learned value is out of the specified range in consecutive driving cycles, the
ECM illuminates the MIL and stores DTC P0017 (bank 1) or P0019 (bank 2).
MONITOR STRATEGY
P0016: Crankshaft / Camshaft correlation (intake) functional check
(Bank 1)
P0017: Crankshaft / Camshaft correlation (exhaust) functional
check (Bank 1)
Related DTCs
P0018: Crankshaft / Camshaft correlation (intake) functional check
(Bank 2)
P0019: Crankshaft / Camshaft correlation (exhaust) functional
check (Bank 2)
Required Sensors/Components Camshaft timing gear assembly

(Main) Camshaft timing exhaust gear assembly
Required Sensors/Components VVT sensor

1 second: P0016, P0018

Duration
5 second: P0017, P0019

All
Engine coolant temperature 50°C (122°F) or higher
VVT feedback control Not active
VVT target position Less than 0.01°CA
Learning experienced flag Set
Duration of no power steering switch change 3 seconds or more
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Duration of no neutral switch change 3 seconds or more
P0016, P0018
Engine speed 1400 to 3000 rpm
P0017, P0019

P0016, P0018 (One tooth misalignment)
Actual angle of camshaft - Learning value of the base position 10°CA or more
P0016, P0018 (Two teeth misalignment)
Actual angle of camshaft Less than 28°CA or more than 87°CA
P0017, P0019 (One tooth misalignment)
Actual angle of camshaft - Learning value of the base position 10°CA or more
P0017, P0019 (Two teeth misalignment)
Actual angle of camshaft Less than 58°CA or more than 117°CA

cardiagn.com
higher.
CAUTION:
laws.

HINT:

12. Input the DTC: P0016, P0017, P0018 or P0019.
DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

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HINT:

WIRING DIAGRAM
Refer to DTC P0010 for the camshaft timing oil control valve (for intake camshaft) circuit .
Refer to DTC P0013 for the camshaft timing oil control valve (for exhaust camshaft) circuit .
HINT:
If DTC P0016 or P0017 is displayed, check the intake camshaft circuit for the right bank VVT
system (bank 1).
If DTC P0018 or P0019 is displayed, check the intake camshaft circuit for the left bank VVT system
(bank 2).

PROCEDURE
CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P0016, P0017, P0018
1.
OR P0019)
(e) Read DTCs.

Result
RESULT PROCEED TO
DTC P0016, P0017, P0018 or P0019 is output A
DTC P0016, P0017, P0018 or P0019 and other DTCs are output B
HINT:
If any DTCs other than P0016, P0017, P0018 or P0019 are output, troubleshoot those DTCs first.
B GO TO DTC CHART
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A

2.
CONTROL VALVE)
HINT:
If the VVT system can be operated through the Active Test, it can be assumed that the VVT system is
operating normally.
(c) Turn the A/C on.
(d) Turn the Techstream on.
(e) Warm up the engine.
(f) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Linear (Bank
1) or Control the VVT Exhaust Linear (Bank 1) / VVT Change Angle #1, VVT Ex Chg Angle #1,
VVT Change Angle #2, VVT Ex Chg Angle #2.
(g) Perform the Active Test. Check that the displacement angle varies.
OK:
Displacement angle varies.
INSPECT CAMSHAFT TIMING OIL CONTROL

NG VALVE (FOR INTAKE OR EXHAUST
CAMSHAFT)
OK
3. CHECK VALVE TIMING

Result
RESULT PROCEED TO
NG A
OK B
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CHECK WHETHER DTC OUTPUT RECURS (DTC
B P0016, P0017, P0018 OR P0019)
A ADJUST VALVE TIMING
INSPECT CAMSHAFT TIMING OIL CONTROL VALVE (FOR INTAKE OR EXHAUST

4.
CAMSHAFT)
(a) Inspect the camshaft timing oil control valve (for intake or exhaust camshaft) .

NG VALVE (FOR INTAKE OR EXHAUST
CAMSHAFT)
OK
5. INSPECT OIL CONTROL VALVE FILTER AND OIL PIPE
(a) Check that the oil control valve filter and oil pipe are not clogged.
OK:
The oil control valve filter and oil pipe are not clogged.
CLEAN OR REPLACE OIL CONTROL VALVE

NG FILTER AND OIL PIPE
OK
INSPECT CAMSHAFT TIMING GEAR ASSEMBLY (FOR INTAKE OR EXHAUST

6.
CAMSHAFT)
(a) Inspect the camshaft timing gear assembly (for intake camshaft or exhaust camshaft) .

NG ASSEMBLY (INTAKE OR EXHAUST
CAMSHAFT)
OK
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7. CHECK WHETHER DTC OUTPUT RECURS (DTC P0016, P0017, P0018 OR P0019)
Pattern.

Result
RESULT PROCEED TO
DTC is not output A
DTC P0016, P0017, P0018 or P0019 is output B

B REPLACE ECM
END
A
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000WC10PBX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0030-P0032: A/F Sensor Heater Control Circuit (Bank 1
Sensor 1) (2013 FR-S)
DTC P0030 A/F Sensor Heater Control Circuit (Bank 1 Sensor 1)
DTC P0031 Oxygen (A/F) Sensor Heater Control Circuit Low (Bank 1 Sensor 1)
DTC P0032 Oxygen (A/F) Sensor Heater Control Circuit High (Bank 1 Sensor 1)
DESCRIPTION
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HINT:
When any of these DTCs is stored, the ECM enters fail-safe mode. The ECM turns off the air fuel
ratio sensor heater in fail-safe mode. Fail-safe mode continues until the ignition switch is turned off.
Although the DTC titles say oxygen sensor, these DTCs relate to the air fuel ratio sensor.
Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located
near the engine assembly.
The ECM provides a pulse width modulated control circuit to adjust the current through the heater.
The air fuel ratio sensor heater circuit uses a relay on the +B side of the circuit.

NO.
Air fuel ratio sensor impedance is greater than 65 Ω for

P0030 10 seconds or more.
Open or short in air fuel ratio
Air fuel ratio sensor heater voltage is less than 1.2 V for
sensor circuit
P0031 1 second or more.
ECM
Air fuel ratio sensor heater voltage is 1.2 V or more for
P0032 2 seconds or more.
HINT:

MONITOR DESCRIPTION
The ECM uses information from the air fuel ratio sensor to regulate the air fuel ratio and keep it close to
the stoichiometric level. This maximizes the ability of the three-way catalytic converter to purify the
exhaust gases.
The air fuel ratio sensor detects oxygen levels in the exhaust gas and transmits the information to the
ECM. The inner surface of the sensor element is exposed to the outside air. The outer surface of the sensor
element is exposed to the exhaust gas. The sensor element is made of platinum-coated zirconia and
includes an integrated heating element.
The zirconia element generates a small voltage when there is a large difference in the oxygen
concentrations between the exhaust gas and outside air. The platinum coating amplifies this voltage
generation.
The air fuel ratio sensor is more efficient when heated. When the exhaust gas temperature is low, the
sensor cannot generate useful voltage signals without supplementary heating. The ECM regulates the
supplementary heating using a duty-cycle approach to adjust the average current in the sensor heater
element. If the heater current is outside the normal range, the signal transmitted by the air fuel ratio
sensor becomes inaccurate. As a result, the ECM is unable to regulate the air fuel ratio properly.
When the current in the air fuel ratio sensor heater is outside the normal operating range, the ECM
interprets this as a malfunction in the sensor heater and stores a DTC.
MONITOR STRATEGY
P0030: Primary oxygen sensor - Heater functional check
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Related DTCs P0031: Primary oxygen sensor - Heater circuit continuity
P0032: Primary oxygen sensor - Heater circuit continuity
Required Sensors/Components (Main) Air fuel ratio sensor heater
Required Sensors/Components (Related) -
10 seconds: P0030
Duration 1 second: P0031
2 seconds: P0032
2 driving cycles: P0030

MIL Operation
Immediate: P0031, P0032

P0030
P0122, P0123, P0222, P0223 (Throttle position sensor)

P0300, P0301, P0302, P0303, P0304 (Misfire)
P0604, P0605 (ROM in ECM)
P1160 (Throttle return spring)
P2101, P2102 (Throttle actuator control motor)
Monitor runs whenever following DTCs
P2109 (Throttle position sensor minimum stop)
not stored
P2119 (Throttle actuator control)
P2122, P2123, P2127, P2128 (Accelerator pedal position sensor
(APPS) circuit)
P2135 (Throttle position sensor (TPS) correlation)
P2138 (Accelerator pedal position sensor (APPS) correlation)

Heater energize continuously Active
Elapsed time after fuel cut. 20 seconds or more
P0031
Air fuel ratio sensor heater control duty Less than 87.5%
P0032
Air fuel ratio sensor heater control duty 12.5% or more

P0030
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Impedance of air fuel ratio sensor 65 Ω or higher
P0031
Air fuel ratio sensor heater ON voltage Less than 1.2 V
P0032
Air fuel ratio sensor heater ON voltage 1.2 V or higher

cardiagn.com
higher.
CAUTION:
laws.

HINT:

12. Input the DTC: P0030, P0031 or P0032.
DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

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HINT:

WIRING DIAGRAM
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NOTICE:
procedure.
HINT:
Refer to "Data List / Active Test" [A/F Heater Duty #1] .

Change the fuel injection volume using the Control the Injection Volume function provided in the
Active Test and monitor the air fuel ratio sensor output voltage . If the sensor output voltage
does not change (almost no reaction) while performing the Active Test, the sensor may be
malfunctioning.
PROCEDURE
OK
2. INSPECT TERMINAL VOLTAGE (POWER SOURCE OF AIR FUEL RATIO SENSOR)
cardiagn.com
Standard Voltage:
C14-2 (+B) - Body ground Ignition switch ON 11 to 14 V

*a
(to Air Fuel Ratio Sensor)
OK

A34-5 (HA1A) - C14-1(HA1A) Always Below 1 Ω
A34-5 (HA1A) or C14-1 (HA1A) - Body ground Always 10 kΩ or higher

NG CONNECTOR
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OK
4. CHECK WHETHER DTC OUTPUT RECURS (P0030, P0031 OR P0032)
(h) Start the engine.
(i) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving
Pattern.
(j) Enter the following menus: Powertrain / Engine / Trouble Codes.
(k) Read DTCs.

Result
RESULT PROCEED TO
DTC is not output A
DTC P0030, P0031or P0032 is output B
B REPLACE ECM
(a) Check the EFI MAIN2 relay .

NG
OK
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CHECK HARNESS AND CONNECTOR (AIR FUEL RATIO SENSOR - EFI MAIN2
6.
RELAY)
EFI MAIN2 relay terminal 3 - C14-2 (+B) Always Below 1 Ω
EFI MAIN2 relay terminal 3 or C14-2 (+B) - Body ground Always 10 kΩ or higher

NG CONNECTOR

Model Year: 2013 Model: FR-S Doc ID: RM000000PFA0P5X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0037,P0038,P0141: Oxygen Sensor Heater Control Circuit
Low (Bank 1 Sensor 2) (2013 FR-S)
DTC P0037 Oxygen Sensor Heater Control Circuit Low (Bank 1 Sensor 2)
DTC P0038 Oxygen Sensor Heater Control Circuit High (Bank 1 Sensor 2)
DTC P0141 Oxygen Sensor Heater Circuit (Bank 1 Sensor 2)
DESCRIPTION
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NO.
Heated oxygen sensor heater voltage is less than battery

P0037 voltage X 0.3 V for 10 seconds or more.
Open or short in heated
Heated oxygen sensor heater voltage is battery voltage X oxygen sensor heater
P0038 0.2 V or more for 10 seconds or more. circuit
(2 trip detection logic) Heated oxygen sensor
ECM
Heated oxygen sensor heater voltage is less than battery
P0141 voltage X 0.88 V for 10 seconds or more.
MONITOR DESCRIPTION
The sensing portion of the heated oxygen sensor has a zirconia element which is used to detect the
oxygen concentration in the exhaust gas. If the zirconia element is at the appropriate temperature, and
the difference between the oxygen concentrations surrounding the inside and outside surfaces of the
sensor is large, the zirconia element generates voltage signals. In order to increase the oxygen
concentration detecting capacity of the zirconia element, the ECM supplements the heat from the exhaust
with heat from a heating element inside the sensor.
The ECM monitors the current applied to the heated oxygen sensor heater to check the heater for
malfunctions.
If the heater current is outside the normal range, the signal transmitted by the heated oxygen sensor
becomes inaccurate. When the current in the heated oxygen sensor heater is outside the normal operating
range, the ECM interprets this as a malfunction in the sensor heater and stores a DTC.
MONITOR STRATEGY
P0037: Secondary oxygen sensor - Heater circuit continuity
Related DTCs P0038: Secondary oxygen sensor - Heater circuit continuity
P0141: Secondary oxygen sensor - Heater functional check
Required Sensors/Components (Main) Heated oxygen sensor heater
10 seconds (8 msec. X 1250 count): P0037

Duration 2.56 seconds (8 msec. X 320 count): P0038
10 seconds (4 msec X 1250 count): P0141

P0037
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Elapsed time after engine start 1 second or more
Heated oxygen sensor heater control duty Less than 75%
P0038
Heated oxygen sensor heater control duty 20% or more
P0141
Engine coolant temperature 60°C (140 °F) or higher
Impedance of air fuel ratio sensor Less than 65 Ω
Heated oxygen sensor heater control duty Less than 70%
Air fuel ratio sensor heater control duty Less than 75%

P0037
Output voltage Battery voltage X 0.2 or more
P0038
Output voltage Battery voltage X 0.3 or more
P0141
Judgement voltage Less than Battery voltage X 0.88
MONITOR RESULT
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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

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conditions

HINT:

HINT:

WIRING DIAGRAM
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NOTICE:
procedure.
HINT:

Refer to "Data List / Active Test" [O2 Heater B1S2 and O2 Heater Curr Val B1S2] .
When the values for the Data List item O2 Heater Curr Val B1S2 is not 0 A, the heater is on.
Change the fuel injection volume using the Control the Injection Volume function provided in the
Active Test and monitor the heated oxygen sensor output voltage . If the sensor output
voltage does not change (almost no reaction) while performing the Active Test, the sensor may be
malfunctioning.
PROCEDURE
1. INSPECT HEATED OXYGEN SENSOR (HEATER RESISTANCE)
(a) Inspect the heated oxygen sensor .
NG REPLACE HEATED OXYGEN SENSOR
OK
2. INSPECT TERMINAL VOLTAGE (POWER SOURCE OF HEATED OXYGEN SENSOR)
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(a) Disconnect the heated oxygen sensor connector.
Standard Voltage:

*a
(to Heated Oxygen Sensor)
OK
3. CHECK HARNESS AND CONNECTOR (HEATED OXYGEN SENSOR - ECM)
A36-6 (HT1B) - C13-1 (HT1B) Always Below 1 Ω
A36-6 (HT1B) or C13-1 (HT1B)- Body ground Always 10 kΩ or higher
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NG CONNECTOR
OK
4. CHECK WHETHER DTC OUTPUT RECURS (DTC P0037 OR P0038)
Pattern.

Result
RESULT PROCEED TO
DTC is not output A
DTC P0037, P0038 or P0141 is output B
B REPLACE ECM
(a) Check the EFI MAIN2 relay .

NG
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OK
CHECK HARNESS AND CONNECTOR (HEATED OXYGEN SENSOR - EFI MAIN2

6.
RELAY)

NG CONNECTOR

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Model Year: 2013 Model: FR-S Doc ID: RM000001BFY08MX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P050A,P050B: Cold Start Idle Air Control System
Performance (2013 FR-S)
DTC P050A Cold Start Idle Air Control System Performance
DTC P050B Cold Start Ignition Timing Performance
DESCRIPTION
Cold start emission reduction strategy (CSERS) is employed to shorten the time to catalyst light-off from
cold start. CSERS consists of retarded ignition timing and increased engine idle speed for a calibrated
period of time. This monitor detects malfunctions of the estimated exhaust gas temperature, ECM
commanded ignition timing and engine idle speed not reaching the target values.
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NO.
The engine speed does not achieve the target engine speed for 7
Throttle with
P050A seconds with engine cooled down.
motor body
assembly
Mass air flow
meter
PCV system
Air cleaner
The ignition timing is not retarded for 7 seconds, despite rapid filter element
P050B warming control of the catalyst (to retard the ignition timing). Intake system
(2 trip detection logic) VVT system
Wire harness
or connector
ECM
MONITOR STRATEGY
P050A: Cold start emission reduction strategy functional check
Related DTCs
P050B: Cold start emission reduction strategy functional check
Required Sensors/Components (Main) Throttle with motor body assembly
Mass air flow meter

Required Sensors/Components (Related) Vacuum sensor assembly
14 seconds: P050A (Case 1)

Duration 7 seconds: P050A (Case 2)
10 seconds: P050B

All
Atmospheric pressure 75.06 kPa(abs) [563 mmHg(abs)] or higher
Vehicle speed Less than 2 km/h (1.2 mph)
Throttle position Less than 0.296%
Elapsed time after gear position change N ←→ D 3 seconds or more
P050A (Case 1)
Idle speed control Active
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Commanded ignition timing with CSERS Less than 3°CA
P050A (Case 2)
Engine coolant temperature Less than 80°C (176°F)
Integrated amount of intake Less than 800 g (varies with engine coolant temperature at engine
air start)
P050B
Less than 800 g (varies with engine coolant temperature at engine

Integrated amount of intake air
start)
Commanded ignition timing with

Less than 3°CA
CSERS

P050A (Case 1)
Estimated exhaust gas temperature*

Less than 298°C
*: (Manifold absolute pressure X Coefficient 1) + {(Actual engine speed - Target
(568.4°F)
engine speed) X Coefficient 2}
P050A (Case 2)
Actual engine speed - Target engine speed Less than -300 rpm
P050B
Final commanded ignition timing - Commanded ignition timing with CSERS More than 7°CA

6. Enter the following menus: Powertrain / Engine / Data List / Coolant Temp, Intake Air.
7. Check that "Coolant Temp - Intake Air" is less than 5°C (9°F).
HINT:
If the conditions are not met, then turn the ignition switch off, and wait until the conditions
are met.
higher.
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HINT:

12. Input the DTC: P050A or P50B.
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
HINT:
information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data
can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the
air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
NOTICE:
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procedure.
PROCEDURE
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P050A OR P050B)
(e) Read DTCs.

Result
RESULT PROCEED TO
DTC P050A or P050B is output A
DTC P050A or P050B and other DTCs are output B
HINT:
If any DTCs other than P050A or P050B are output, troubleshoot those DTCs first.
B GO TO DTC CHART
A
2. READ VALUE USING TECHSTREAM (FUEL TRIM)
HINT:
Calculate the total fuel trim values to check the characteristic deviation of the mass air flow meter.
(d) Enter the following menus: Powertrain / Engine / Data List / Short FT #1 and Long FT #1.
(e) Read the values displayed on the Techstream at engine idle.
(f) Add together the Short FT #1 and Long FT #1 values to obtain the total fuel trim.
Standard:
Total of Short FT #1 and Long FT #1 values is between -20% and 20%.
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NG CHECK PCV SYSTEM
OK
3. INSPECT THROTTLE WITH MOTOR BODY ASSEMBLY (THROTTLE VALVE)
(a) Check that there are no deposits around the throttle valve and throttle valve condition.
OK:
No deposits around the throttle valve and throttle valve moves smoothly.
Result
RESULT PROCEED TO
NG A
OK B

B P050A OR P050B)
4. REPLACE THROTTLE WITH MOTOR BODY ASSEMBLY

(a) Replace the throttle with motor body assembly .
CHECK WHETHER DTC OUTPUT RECURS

NEXT (DTC P050A OR P050B)
5. CHECK PCV SYSTEM
(a) Check the PCV hose connections .

OK:
PCV valve and hose are connected correctly and are not damaged.
NG REPAIR OR REPLACE PCV HOSE
OK
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6. CHECK INTAKE SYSTEM
(a) Check the intake system for vacuum leaks .

OK:
No leaks from the intake system.
NG REPAIR OR REPLACE INTAKE SYSTEM
OK
7. CHECK AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY
(a) Visually check that the air cleaner filter element is not excessively contaminated with dirt or
oil.
OK:
The air cleaner filter element is not excessively contaminated with dirt or oil.
REPLACE AIR CLEANER FILTER ELEMENT

NG SUB-ASSEMBLY
OK
8.
CONTROL VALVE)
(a) Operate the VVT system through the Active test, and check if the VVT system is operating
normally.
(1) Perform the Active Test, referring to DTC P000A inspection procedure (VVT system for
intake camshaft) .
(2) Perform the Active Test, referring to DTC P000B inspection procedure (VVT system for
exhaust camshaft) .
NG CHECK AND REPAIR VVT SYSTEM
OK
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9. READ VALUE USING TECHSTREAM (MAF)

OK P050A OR P050B)
CHECK HARNESS AND CONNECTOR (MASS

NG AIR FLOW METER CONNECTOR
CONNECTION)
10. REPAIR OR REPLACE PCV HOSE
(a) Repair or replace the PCV valve or hose.

11. REPAIR OR REPLACE INTAKE SYSTEM
(a) Repair or replace the intake system.

12. REPLACE AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY
(a) Replace the air cleaner filter element sub-assembly .

13. CHECK AND REPAIR VVT SYSTEM
(a) Check and repair the VVT system.
HINT:
Refer to DTC P000A Inspection Procedure (VVT system for intake camshaft) .
Refer to DTC P000B Inspection Procedure (VVT system for exhaust camshaft) .
NEXT
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14. CHECK WHETHER DTC OUTPUT RECURS (DTC P050A OR P050B)
NOTICE:
In this operation, the engine must be cold (approximately the same as the engine coolant
temperature recorded in the freeze frame data).
(f) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving
Pattern.
(g) Enter the following menus: Powertrain / Engine / Utility / All Readiness.
(h) Input the DTC: P050A or P050B.
(i) Check the DTC judgment result.

Result
RESULT PROCEED TO
NORMAL (DTC is not output) A
ABNORMAL (DTC P050A or P050B is output) B

CHECK HARNESS AND CONNECTOR (MASS AIR
B FLOW METER CONNECTOR CONNECTION)
CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER CONNECTOR

15.
CONNECTION)
(a) Check the connection and terminal contact pressure of connectors and wire harnesses
between the mass air flow meter and ECM .
HINT:
Repair any problems.
NEXT
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16. CHECK WHETHER DTC OUTPUT RECURS (DTC P050A OR P050B)
NOTICE:
Pattern.

Result
RESULT PROCEED TO
ABNORMAL (DTC P050A or P050B is output) A
NORMAL (DTC is not output) B
END
B
17. CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - ECM)

NG CONNECTOR
OK
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18. REPLACE MASS AIR FLOW METER
(a) Replace the mass air flow meter .
HINT:
If the results of the inspections performed in step 9 indicated no problem, proceed to the next step
without replacing the mass air flow meter.
NEXT
19. CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED
NOTICE:
Pattern.

Result
RESULT PROCEED TO
ABNORMAL (DTC P050A or P050B is output) B
B REPLACE ECM
END
A
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Model Year: 2013 Model: FR-S Doc ID: RM000000XH6022X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P062D,P1261-P1264: No. 1 Fuel Injector Driver Circuit
DTC P062D No. 1 Fuel Injector Driver Circuit Performance
DTC P1261 DI Injector Circuit / Open - (Cylinder 1)
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DESCRIPTION
The D-4S system has two fuel injection methods. One is the in-cylinder direct injection method that
directly injects pressurized fuel into the combustion chamber. The other is the intake port injection
method. The ECM determines which fuel injection method to use in accordance with the engine conditions.
For the in-cylinder direction injection method, the injector driver (EDU) in the engine room operates the
fuel injectors (for direction injection) at high speeds. The EDU receives fuel injection request signals from
the ECM and converts the signals to high voltage / high current injector operation signals to operate the
fuel injectors (for direction injection).
The fuel injection sequence occurs in numerical order from No. 1 to No. 4.
The ECM monitors the EDU at all times. If drivers or fuel injectors are malfunctioning, the EDU sends fuel
injector operation condition signals (fail signals IJF1 to IJF2) to the ECM. When the ECM receives the
signals, the ECM stops the fuel injection control of the appropriate cylinders, cuts voltage to the
appropriate injector relay, and illuminates the MIL.

NO.
Open or short in
When injection is finished in all cylinders, the diagnostic signal
injector driver (EDU)
from the EDU does not change (open or short in the injector or
P062D circuit
EDU circuit).
Injector driver (EDU)
ECM
Open or short in fuel

injector (for direct
injection) circuit (No.
When the injection of No. 1 cylinder is finished, the diagnostic 1 cylinder)
signal from injector driver (EDU) does not change (open or Injector driver (EDU)
P1261
short in No. 1 cylinder injector circuit ). Fuel injector
(1 trip detection logic) assembly (for direct
injection) (No. 1
cylinder)
ECM

P1262
injection) (No. 2
cylinder)
ECM
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P1263
injection) (No. 3
cylinder)
ECM

P1264
injection) (No. 4
cylinder)
ECM
MONITOR STRATEGY
P062D: Fuel injector driver circuit functional check
P1261: Direct fuel injector functional check (Cylinder 1)
Related DTCs P1262: Direct fuel injector functional check (Cylinder 2)
Required Sensors/Components Fuel injector assembly (for direct injection)

(Main) Injector driver (EDU)
-
(Related)
0.225 seconds or more (varies with engine speed): P062D

Duration 20 counts [0.33 seconds or more (varies with engine speed)]: P1261,
P1262, P1263, P1264

Monitor runs whenever following DTCs are not present None
Engine speed Less than 7450 rpm
Injection time 0.7 msec or more
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P062D
Falling edge for all injectors Not detected
P1261, P1262, P1263, P1264
Falling edge of injector output signal from injector driver (EDU) Not detected

3. Record the Freeze Frame Data.
4. Clear the DTCs (even if no DTCs are stored, perform the clear DTC procedure) .
7. Based on engine speed, engine load and other freeze frame data stored in the ECM, reproduce
the conditions present when the DTC was stored.
9. Read the DTC.
HINT:
If a DTC is output, the system is malfunctioning.

If a DTC is not output, perform the following procedure.
11. Input the DTC: P062D, P1261, P1262, P1263 or P1264.
DISPLAY
NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE
Perform driving pattern after confirming DTC enabling conditions

reached ECU's memory limit
HINT:
If the judgment result shown ABNORMAL, the system has a malfunction.

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HINT:

WIRING DIAGRAM
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HINT:
If DTC P1261 is output, check the No. 1 fuel injector (for direct injection) (No. 1 cylinder) circuit.
If the current from the INJ relay is cut because DTC P062D is stored, DTC P1235 will be stored even
if the fuel pump assembly (for high pressure) is normal.
PROCEDURE
1. CHECK DTC OUTPUT
(e) Read the DTCs.

Result:
RESULT PROCEED TO
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P1261, P1262, P1263 and/or P1264 are output A
DTC P062D is output B
CHECK HARNESS OR CONNECTOR (ECM -

B INJECTOR DRIVER (EDU))
2. CHECK HARNESS AND CONNECTOR
(a) Disconnect the injector driver (EDU) connectors.
C3-2 (IJ1-) - C3-5 (IJ1+) 20°C (68°F) 1.74 to 2.04 Ω
C4-1 (IJ2-) - C4-4 (IJ2+) 20°C (68°F) 1.74 to 2.04 Ω
C3-1 (IJ3-) - C3-4 (IJ3+) 20°C (68°F) 1.74 to 2.04 Ω
C4-3 (IJ4-) - C4-6 (IJ4+) 20°C (68°F) 1.74 to 2.04 Ω
HINT:
The standard values shown are fuel injector assembly resistance values.
C3-2 (IJ1-) or C3-5 (IJ1+) - Body ground 20°C (68°F) 1 MΩ or higher
INSPECT FUEL INJECTOR ASSEMBLY (FOR

NG DIRECT INJECTION)
OK
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3. CHECK HARNESS AND CONNECTOR (ECM - INJECTOR DRIVER (EDU))
(a) Disconnect the ECM connectors.
(b) Disconnect the injector driver (EDU) connector.
A36-14 (#1) - C1-3 (IJT1) Always Below 1 Ω
A36-14 (#1) or C1-3 (IJT1) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
4. CLEAR DTC
NEXT
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5. CHECK ECM (ECM OUTPUT VOLTAGE)
(a) Disconnect the injector driver (EDU) connector.
(b) Inspect the ECM using an oscilloscope.
(1) While cranking the engine, check waveform the

terminals of the ECM connector.
Standard:
Signal waveform appears as shown in the illustration.
A36-14 (#1) or A36-23 (#4) - Body

ECM Terminal ground
Name A36-25 (#2) or A36-24 (#3) - Body
ground
Tester Range 2 V/DIV., 4 ms./DIV.
Condition Cranking

*a
(ECM)
NG REPLACE ECM
OK REPLACE INJECTOR DRIVER (EDU)

6. CHECK HARNESS OR CONNECTOR (ECM - INJECTOR DRIVER (EDU))
A34-11 (IJF1) - C1-6 (IJF1) Always Below 1 Ω
A34-31 (IJF2) - C1-5 (IJF2) Always Below 1 Ω
A34-11 (IJF1) or C1-6 (IJF1) - Body ground Always 10 kΩ or higher
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A34-31 (IJF2) or C1-5 (IJF2) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
7. CHECK TERMINAL VOLTAGE (ECM OUTPUT VOLTAGE)
(1) While start the engine, check waveform the

Standard:
A34-11 (IJF1) - Body ground

ECM Terminal Name
A34-31 (IJF2) - Body ground
Condition Idling

*a
(ECM)
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NG REPLACE ECM
8. INSPECT FUEL INJECTOR ASSEMBLY (FOR DIRECT INJECTION)
(a) Inspect the resistance of the fuel injector (for direct injection) .
REPLACE FUEL INJECTOR ASSEMBLY (FOR

NG DIRECT INJECTION)

OK CONNECTOR
Model Year: 2013 Model: FR-S Doc ID: RM000000U5B0MLX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0068: MAP / MAF - Throttle Position Correlation (2013 FR-
S)
DTC P0068 MAP / MAF - Throttle Position Correlation
DESCRIPTION

NO.
One of the following conditions is met (2 trip detection logic):

Open or short in
Manifold absolute pressure sensor voltage is less than manifold absolute
1.25 V for 5 seconds or more when throttle position is pressure sensor
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P0068 16° or more with driving. circuit
Manifold absolute pressure sensor voltage is more than Manifold absolute
3.3 V for 10 seconds or more when throttle position is pressure sensor
5.13° or less with driving. ECM
MONITOR DESCRIPTION
The manifold absolute pressure sensor is affixed to the intake manifold.
If the manifold absolute pressure is low in spite of driving conditions that would suggest this would be
high, or if this is high in spite of driving conditions that would suggest this would be low, then this DTC is
detected.
MONITOR STRATEGY
Related DTCs P0068: Manifold absolute pressure sensor rationality check
Required Sensors/Components (Main) Manifold absolute pressure sensor
Required Sensors/Components (Related) Crankshaft position sensor
5 seconds: Low side monitor

Duration
10 seconds: High side monitor

All
P0107, P0108 (Manifold absolute pressure (MAP) sensor)

P0111, P0112, P0113 (Intake air temperature (IAT) sensor)
P0117, P0118 (Engine coolant temperature (ECT) sensor)
not stored
(APPS) circuit)
Low Side Monitor
Engine coolant temperature 60°C (140°F) or more
Intake air 0.36 g/rev or more
Throttle position 8% or more
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High Side Monitor
Intake air Less than 0.35 g/rev

Low Side Monitor
Manifold absolute pressure sensor voltage [Manifold absolute Less than 1.25 V [21.66 kPa (162
pressure] mmHg)]
High Side Monitor
Manifold absolute pressure sensor voltage [Manifold absolute More than 3.3 V [21.66 kPa (162
pressure] mmHg)]

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higher.
CAUTION:
laws.

HINT:

HINT:

11. Input the DTC: P0068.
DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

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HINT:

WIRING DIAGRAM
Refer to P0107 .
NOTICE:
procedure.
HINT:
PROCEDURE
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P0068)

(e) Read DTCs.
Result
RESULT PROCEED TO
DTC P0068 is output A
DTC P0068 and other DTCs are output B
B GO TO DTC CHART
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OK:
REPAIR OR REPLACE INTAKE SYSTEM

NG
OK
3. CHECK PCV HOSE CONNECTIONS

OK:
No leaks from intake system.
REPAIR OR REPLACE PCV HOSE

NG
OK
4. REPLACE MANIFOLD ABSOLUTE PRESSURE SENSOR

(a) Replace the manifold absolute pressure sensor .
NEXT
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Pattern.
(j) Enter the following menus: Powertrain / Engine / Utility / All Readiness.
(k) Input the DTC: P0068.
(l) Check the DTC judgment.

Result:
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

memory limit
END
NEXT
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Model Year: 2013 Model: FR-S Doc ID: RM000000PG603AX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0087: Fuel Rail / System Pressure - Too Low (2013 FR-S)
DTC P0087 Fuel Rail / System Pressure - Too Low
DESCRIPTION
The high-pressure fuel system consists of the spill control valve, pump plunger and fuel pressure sensor.
The spill control valve opens and closes the low-pressure fuel line (from the fuel tank), the pump plunger
(operated by the camshaft) pressurizes fuel and the fuel pressure sensor located on the fuel delivery pipe
monitors fuel pressure.
The fuel pump assembly (for high pressure) is installed to the cylinder head cover (bank 2) and is driven
by the cam located at the intake camshaft.
The plunger moves up and down by the camshaft rotations, and produces a vacuum to suck fuel and
pressurizes the fuel. This fuel flows into the fuel delivery pipe. The ECM opens and closes the spill control
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valve to regulate the fuel pressure to the target fuel pressure. In order to obtain and maintain the target
pressure, the ECM monitors the fuel pressure using the fuel pressure sensor and performs the feedback
control.
HINT:
The spill control valve, pump plunger are built into the fuel pump assembly (for high pressure).
DTC DTC DETECTION TROUBLE AREA

NO. CONDITION
Leak of fuel
Fuel pipe (Fuel tank - Fuel pump assembly (for high
pressure) [bank 1 or bank 2])
Fuel pipe (Fuel pump assembly (for high pressure) - Fuel
Fuel pressure is lower than
injector assembly [for direct injection])
P0087 the target value.
Fuel injector assembly (for direct injection)
Fuel pump assembly (for high pressure)
Injector driver (EDU)
Fuel pump assembly
ECM
MONITOR DESCRIPTION
If the fuel pressure decreases even after the ECM commands the high-pressure fuel pump to close the
spill control valve, a DTC is output.
MONITOR STRATEGY
P0087: High pressure fuel system monitor functional check
Related DTCs
(Pressure too low)
Required sensors/Components
Fuel pressure sensor
(Main)
-
(Related)
Frequency of operation Continuous
Duration 10 seconds
MIL operation Immediately
Sequence of operation None

Monitor runs whenever following DTC not stored None
Elapsed time after engine start 10 seconds
Elapsed time after fuel cut 2 seconds or more
Target fuel pressure change during 64 msec Less than 2.4 MPa (24.4 kgf/cm 2 , 348 psi)
Direct injection ratio 0% or more
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Actual fuel pressure - Target fuel pressure Less than -3.5 MPa (-35.7 kgf/cm 2 , -508 psi)

9. Read the DTC.
HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

HINT:

HINT:

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HINT:
can be helpful in determining whether the vehicle was moving or stationary, whether the engine was
warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the
time of a malfunction.
PROCEDURE
1. CHECK FUEL LEAK (HIGH PRESSURE SIDE)
(a) Check around and beneath the car for fuel leaks, fumes, etc.
OK:
No fuel leaks present.
REPAIR OR REPLACE FUEL LEAK POINT

NG
OK
2. CHECK OTHER DTCS OUTPUT (IN ADDITION TO DTC P0087)

(c) Enter the following menus: Powertrain / Engine / Trouble Codes.
(d) Read the DTCs.

Result:
RESULT PROCEED TO
HINT:
If any DTCs other than P0087 are output, troubleshoot those DTCs first.
B GO TO DTC CHART
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A
3. CHECK IF VEHICLE HAS RUN OUT OF FUEL IN PAST
(a) Has the vehicle run out of fuel in the past?
DTC CAUSED BY RUNNING OUT OF FUEL

NO
YES
4. READ VALUE USING TECHSTREAM (FUEL PRESS)
(d) Enter the following menus: Powertrain / Engine / Data List / Fuel Press.
(e) Read Fuel Press when racing the engine.

Result:
RESULT PROCEED TO
Fuel Press value varies. A
Fuel Press value does not increase. B
Fuel Press value does not vary. C
B CHECK FUEL LEAK (HIGH PRESSURE SIDE)
C REPLACE FUEL PRESSURE SENSOR
PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP /

5.
SPEED)
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(d) Enter the following menus: Powertrain / Engine / Active Test / Control the Fuel Pump /
Speed.
(e) When performing the Active Test, check for an operating sound from the fuel pump.
NG CHECK FUEL PUMP OPERATION
OK
6. CHECK FUEL PRESSURE (LOW PRESSURE SIDE)
(a) Check the fuel pressure (low pressure side) .
NG REPLACE FUEL PRESSURE REGULATOR
OK
(c) Enter the following menus: Powertrain / Engine / Data List / Fuel Press.
(d) Check changes in the fuel pressure when the engine is stopped.
HINT:
Turn the ignition switch to ON immediately after turning the ignition switch off.
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Result
RESULT PROCEED TO
The fuel pressure drops immediately after turning the ignition switch off. A
The fuel pressure is nearly maintained, or with moderate variations. B
B REPLACE INJECTOR DRIVER (EDU)
8. INSPECT FUEL PUMP ASSEMBLY (FOR HIGH PRESSURE)
(a) Inspect the fuel pump assembly (for high pressure) .

REPLACE FUEL PUMP ASSEMBLY (FOR HIGH
NG PRESSURE)
OK
9. REPLACE INJECTOR DRIVER (EDU)
(a) Replace the fuel injector driver (EDU) .
NEXT
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(g) Start the engine and warm it up.
(h) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving
Pattern.
(j) Read the DTC.

Result:
RESULT PROCEED TO
DTC is not output B
END
B
A
11. REPLACE FUEL PUMP ASSEMBLY (FOR HIGH PRESSURE)
(a) Replace the fuel pump assembly (high pressure side) .
HINT:
If the fuel pump assembly (for high pressure) has been replaced in step 8, then proceed to step 13
without replacing the fuel pump assembly (for high pressure).
NEXT
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Pattern.
(j) Read the DTC.

Result:
RESULT PROCEED TO
DTC is not output B
END
B
A
(c) Enter the following menus: Powertrain / Engine / Data List / Fuel Press.
(d) Check changes in the fuel pressure when the engine is stopped.
HINT:
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Result
RESULT PROCEED TO
The fuel pressure drops immediately after turning the ignition off. A
The fuel pressure is nearly maintained, or with moderate variations. B

B DIRECT INJECTION)
A REPLACE ECM
Model Year: 2013 Model: FR-S Doc ID: RM000000PG7039X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0088: Fuel Rail / System Pressure - Too High (2013 FR-S)
DTC P0088 Fuel Rail / System Pressure - Too High
DESCRIPTION

NO.
Fuel pressure is higher than the target value for 10 Fuel pump assembly (for high
P0088 seconds or more. pressure)
(1 trip detection logic) ECM
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MONITOR DESCRIPTION
If the fuel pressure does not decrease even after the ECM commands the high-pressure fuel pump to open
the spill control valve, a DTC is output.
If there is minimal difference between the fuel pressure before and after the fuel relief valve operates, a
DTC is output.
MONITOR STRATEGY
P0088: High pressure fuel system monitor functional check
Related DTCs
(Pressure too high)
Fuel pressure sensor
(Main)
-
(Related)
Duration 10 seconds

Elapsed time after fuel cut 2 seconds or more
Target fuel pressure change during 64 msec Less than 2.4 MPa (24.4 kgf/cm 2 , 348 psi)
Direct injection ratio 0% or more

Actual fuel pressure - Target fuel pressure More than 6 MPa (61.2 kgf/cm 2 , 871 psi)

9. Read the DTC.
HINT:
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DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

HINT:

HINT:
HINT:
can be helpful in determining whether the vehicle was moving or stationary, whether the engine was
warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the
time of a malfunction.
PROCEDURE
1. CHECK OTHER DTCS OUTPUT (IN ADDITION TO DTC P0088)
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(d) Read the DTCs.

Result:
RESULT PROCEED TO
HINT:
B GO TO DTC CHART
2. PERFORM ACTIVE TEST USING TECHSTREAM
(b) Start the engine and turn the Techstream on.
(c) Enter the following menus: Powertrain / Engine / Active Test / Control the Target Fuel
Pressure / Fuel Press.
(d) Check that the fuel pressure fluctuates when the target fuel pressure changes.
HINT:
The Active Test operation lowers the target fuel pressure by 12.5% or increase the target fuel
pressure by 24.8%.
OK:
Fuel pressure fluctuates.
NG REPLACE FUEL PRESSURE SENSOR
OK
3. REPLACE FUEL PUMP ASSEMBLY (FOR HIGH PRESSURE)
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(a) Replace the fuel pump assembly (for high pressure) .
NEXT
4. CHECK IF DTC OUTPUT RECURS (SEE IF DTC P0088 IS OUTPUT AGAIN)
(b) Turn the Techstream on.
(c) Clear the DTCs .
(d) Drive the vehicle in accordance with the driving pattern described in the Confirmation Driving
Pattern.
(e) Enter the following menus: Powertrain / Engine / Trouble Codes.
(f) Read the DTCs.

Result:
RESULT PROCEED TO
DTC is not output B
END
B
A REPLACE ECM
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Model Year: 2013 Model: FR-S Doc ID: RM000000PF40ACX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0101: Mass Air Flow Circuit Range / Performance Problem
(2013 FR-S)
DTC P0101 Mass Air Flow Circuit Range / Performance Problem
DESCRIPTION

NO.
One of the following conditions is met (2 trip detection logic): Mass air
flow meter
Mass air flow meter voltage is less than 1.13 V for 5 seconds or
Intake
P0101 more when throttle position is 16° or more with driving.
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system
Mass air flow meter voltage is more than 1.88 V for 10 seconds
PCV hose
or more when throttle position is 5.13° or less with driving.
connections
MONITOR DESCRIPTION
The mass air flow meter is a sensor that measures the amount of air flowing through the throttle valve.
The ECM uses this information to determine the fuel injection time and to provide an appropriate air fuel
ratio. Inside the mass air flow meter, there is a heated platinum wire which is exposed to the flow of
intake air. By applying a specific electrical current to the wire, the ECM heats it to a specific temperature.
The flow of incoming air cools both the wire and an internal thermistor, affecting their resistance. To
maintain a constant current value, the ECM varies the voltage applied to the mass air flow meter. The
voltage level is proportional to the airflow through the sensor, and the ECM uses it to calculate the intake
air volume.
The ECM monitors the average engine load value ratio to check the mass air flow meter for malfunctions.
The average engine load value ratio is obtained by comparing the average engine load calculated from the
MAF meter output to the average engine load estimated from the driving conditions, such as the engine
speed and the throttle opening angle. If the average engine load value ratio is below the threshold value,
the ECM determines that the intake air volume is low, and if the average engine load value ratio is above
the threshold value, the ECM determines that the intake air volume is high.
If this is detected in 2 consecutive driving cycles, the MIL is illuminated and the DTC is stored.
MONITOR STRATEGY
Related DTCs P0101: Mass air flow meter rationality check
Required Sensors/Components (Main) Mass air flow meter

VVT sensor
Required Sensors/Components (Related)
Throttle position sensor
5 seconds: Low side monitor

Duration
10 seconds: High side monitor

All
P0068, P0107, P0108 (Manifold absolute pressure (MAP) sensor)

P0102, P0103 (Mass air flow (MAF) sensor)
P0117, P0118, P0125 (Engine coolant temperature (ECT)
sensor)
P0335, P0336 (Crankshaft position sensor)
P0340, P0345 (Camshaft position sensor - Intake with variable
valve timing (VVT))
Monitor runs whenever following DTCs P0506, P0507 (Idle speed control (ISC))
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not stored P0604, P0605 (ROM in ECM)
(APPS) circuit)
Low Side Monitor
Throttle position 8% or more
Intake manifold pressure 53.32 kPa [400 mmHg] or higher
High Side Monitor
Intake manifold pressure Less than 53.32 kPa [400 mmHg]

Low Side Monitor
Mass air flow meter voltage [Mass air flow] Less than 1.13 V [1.87 g/sec]
High Side Monitor
Mass air flow meter voltage (fuel system in rich) [Mass air flow] More than 1.88 V [10.6 g/sec]
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higher.
CAUTION:
laws.

HINT:

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

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HINT:

HINT:

WIRING DIAGRAM
NOTICE:
procedure.
HINT:
PROCEDURE

(e) Read DTCs.

Result
RESULT PROCEED TO
HINT:
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GO TO DTC CHART

OK:

NG
OK

OK:

NG
OK
NEXT
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Pattern.
(k) Input the DTC: P0101.

Result
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal
INCOMPLETE

memory limit
END
NEXT
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000U5B0MNX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0102,P0103: Mass or Volume Air Flow Circuit Low Input
(2013 FR-S)
DTC P0102 Mass or Volume Air Flow Circuit Low Input
DTC P0103 Mass or Volume Air Flow Circuit High Input
DESCRIPTION
The mass air flow meter is a sensor that measures the amount of air flowing through the throttle valve.
The ECM uses this information to determine the fuel injection time and to provide the appropriate air fuel
ratio.
Inside the mass air flow meter, there is a heated platinum wire which is exposed to the flow of intake air.
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By applying a specific electrical current to the wire, the ECM heats it to a given temperature. The flow of
incoming air cools both the wire and an internal thermistor, affecting their resistance. To maintain a
constant current value, the ECM varies the voltage applied to the wire and internal thermistor. The voltage
level is proportional to the airflow through the sensor, and the ECM uses it to calculate the intake air
volume.
The circuit is constructed so that the platinum hot wire and the temperature sensor create a bridge circuit,
and the power transistor is controlled so that the potentials of A and B remain equal to maintain the
predetermined temperature.
HINT:
When any of these DTCs is stored, the ECM enters fail-safe mode. During fail-safe mode, the ignition
timing is calculated by the ECM, according to the engine speed and throttle valve position. Fail-safe
mode continues until a pass condition is detected.

NO.
Mass air flow meter voltage is 0.127 V or less for 0.5
P0102 seconds or more. Open or short in mass air flow
(1 trip detection logic) meter circuit
Mass air flow meter voltage is 4.723 V or more for 0.5 Mass air flow meter
P0103 seconds or more. ECM
HINT:
When any of these DTCs are output, check the air-flow rate using the Techstream. Enter the following
menus: Powertrain / Engine / Data List / MAF.
MASS AIR FLOW RATE (GM/SEC) MALFUNCTION
Open in mass air flow meter power source circuit

Approximately 0.0
Open or short in VG circuit
160.0 or more Open in E2G circuit
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MONITOR DESCRIPTION
If there is a defect in the mass air flow meter or an open or short circuit, the voltage level deviates from
the normal operating range. The ECM interprets this deviation as a malfunction in the mass air flow meter
circuit and stores a DTC.
MONITOR STRATEGY
P0102: Mass air flow meter circuit continuity (Low voltage)
Related DTCs
P0103: Mass air flow meter circuit continuity (High voltage)
Required Sensors/Components (Main) Mass air flow meter
Duration 0.5 seconds


P0102
Mass air flow meter voltage [Mass air flow] Less than 0.127 V [0.0 g/sec]
P0103
Mass air flow meter voltage [Mass air flow] More than 4.723 V [248.1 g/sec]
COMPONENT OPERATING RANGE

Mass air flow meter voltage [Mass air flow] 0.127 to 4.651 V [0.01 to 235.37 g/sec]
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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

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HINT:

HINT:

WIRING DIAGRAM
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NOTICE:
procedure.
HINT:
PROCEDURE
1. READ DTC OUTPUT
(e) Read DTCs.

Result
RESULT PROCEED TO
DTC P0103 is output B
CHECK HARNESS AND CONNECTOR (SENSOR

B GROUND)
2. CHECK TERMINAL VOLTAGE (POWER SOURCE OF MASS AIR FLOW METER)
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(c) Measure the voltage according to the value(s) in the

table below.
Standard Voltage:

CONDITION CONDITION
C16-3 (+B) - Body Ignition switch

11 to 14 V
ground ON

*a
(to Mass Air Flow Meter)
NG CHECK RELAY (EFI MAIN1)
OK

C33-22 (VG) - C16-5 (VG) Always Below 1 Ω
C33-29 (E2G) - C16-4 (E2G) Always Below 1 Ω
C33-22 (VG) or C16-5 (VG) - Body ground Always 10 kΩ or higher
C33-29 (E2G) or C16-4 (E2G) - Body ground Always 10 kΩ or higher

NG CONNECTOR
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OK
(a) Inspect the mass air flow meter, referring to the On-vehicle Inspection for Mass Air Flow
Meter .
(b) Inspect the mass air flow meter, referring to the Inspection for Mass Air Flow Meter .
(c) Inspect the function of the mass air flow meter.
(1) Connect the Techstream to the DLC3.
(2) Turn the ignition switch to ON.
(3) Turn the Techstream on.
(4) Enter the following menus: Powertrain / Engine / Data List / MAF.
(5) Start the engine.
(6) Check that the MAF value changes when the engine is raced.
OK:
The reading changes.
NG REPLACE MASS AIR FLOW METER

OK REPLACE ECM
5. CHECK HARNESS AND CONNECTOR (SENSOR GROUND)
C16-4 (E2G)- Body ground Always Below 1 Ω

NG AIR FLOW METER - ECM)
OK REPLACE MASS AIR FLOW METER
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A33-29 (E2G) - C16-4 (E2G) Always Below 1 Ω
A33-29 (E2G) or C16-4 (E2G) - Body-ground Always 10 kΩ or higher

NG CONNECTOR
OK REPLACE ECM
7. CHECK RELAY (EFI MAIN1)


NG
OK
8. CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - EFI MAIN1 RELAY)
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NG CONNECTOR

Model Year: 2013 Model: FR-S Doc ID: RM000000U5B0MMX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0107,P0108: Manifold Absolute Pressure / Barometric
Pressure Circuit Low Input (2013 FR-S)
DTC P0107 Manifold Absolute Pressure / Barometric Pressure Circuit Low Input
DTC P0108 Manifold Absolute Pressure / Barometric Pressure Circuit High Input
DESCRIPTION
Manifold absolute pressure sensor uses a built-in sensor to detect the intake manifold pressure as a
voltage. Additionally, because this measures the absolute pressure as the pressure within the intake
manifold without detecting the atmospheric pressure as a standard value, this enables measurements
without being influenced by changes in atmospheric pressure from altitude or other causes.
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NO.
Manifold absolute pressure sensor voltage is 0.61 V

P0107 or less for 0.5 seconds or more. Open or short in manifold
(1 trip detection logic) absolute pressure sensor circuit
Manifold absolute pressure
Manifold absolute pressure sensor voltage is 3.906 V sensor
P0108 or more for 0.5 seconds or more. ECM
HINT:
When any of these DTCs are output, check the manifold absolute pressure using the Techstream. Enter
the following menus: Powertrain / Engine / Data List / MAP.
MANIFOLD ABSOLUTE PRESSURE (KPA [MMHG]) MALFUNCTION
Approximately 0 [0] Short in MAP circuit
Short in VC circuit
141 [1058] or more Open in PIM circuit
Open in E1 circuit
MONITOR DESCRIPTION
The ECM calculates the manifold absolute pressure based upon the manifold absolute pressure sensor
output voltage. If the manifold absolute pressure output voltage is outside the normal range, there may be
an abnormality with the manifold absolute pressure, or an open or short in the circuit. In these cases, the
ECM will light the check engine warning light, and store the DTC.
MONITOR STRATEGY
P0107: Manifold absolute pressure sensor range check (Low
voltage)
Related DTCs
P0108: Manifold absolute pressure sensor range check (High
voltage)
Required Sensors/Components (Main) Manifold absolute pressure sensor
-
(Related)
Duration 2 seconds

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P0107
Manifold absolute pressure sensor voltage [Manifold absolute Less than 0.61 V [0.35 kPa (3
pressure] mmHg)]
P0108
Manifold absolute pressure sensor voltage [Manifold absolute More than 3.906 V [110.22 kPa (827
pressure] mmHg)]

Manifold absolute pressure sensor voltage [Manifold 0.647 to 3.897 V [1.56 to 109.9 kPa (12 to
absolute pressure] 824 mmHg)]

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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

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HINT:

WIRING DIAGRAM
NOTICE:
procedure.
HINT:
PROCEDURE
1. READ VALUE USING TECHSTREAM (MAP)
(d) Enter the following menus: Powertrain / Engine / Data List / MAP.

Standard:
Nearly equal to atmosphere pressure
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Reference Value
CONDITION MAP
Ignition switch ON 80 to 110 kPa
HINT:
Standard atmospheric pressure is 101 kPa (758 mmHg). For every 100 m (328 ft) increase in altitude,
pressure drops by 1 kPa. This varies by weather.
CHECK TERMINAL VOLTAGE (POWER

NG SOURCE OF MANIFOLD ABSOLUTE
PRESSURE SENSOR)
OK CHECK INTERMITTENT PROBLEMS
CHECK TERMINAL VOLTAGE (POWER SOURCE OF MANIFOLD ABSOLUTE

2.
PRESSURE SENSOR)
(a) Disconnect the manifold absolute pressure sensor

connector.

table below.
Standard Voltage:

CONDITION CONDITION
C18-3 (VC) - C18-1 Ignition switch

4.5 to 5.5 V
(E2) ON
C18-2 (PIM) - C18-1 Ignition switch

4.0 to 5.0 V
(E2) ON

*a
(to Manifold Absolute Pressure Sensor)
CHECK HARNESS AND CONNECTOR

NG (MANIFOLD ABSOLUTE PRESSURE SENSOR -
ECM)
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OK
NEXT

Pattern.
(j) Read the DTC.

Result:
RESULT PROCEED TO
DTC is not output B
END
B
A REPLACE ECM
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CHECK HARNESS AND CONNECTOR (MANIFOLD ABSOLUTE PRESSURE SENSOR -
5.
ECM)
(a) Disconnect the manifold absolute pressure sensor connector.
A36-19 (VC) - C18-3 (VC) Always Below 1 Ω
A34-20 (PIM) - C18-2 (PIM) Always Below 1 Ω
A36-29 (E1) - C18-1(E2) Always Below 1 Ω
A36-19 (VC) or C18-3 (VC) - Body ground Always 10 kΩ or higher
A34-20 (PIM) or C18-2 (PIM) - Body ground Always 10 kΩ or higher
A36-29 (E1) or C18-1 (E2) or Body ground Always 10 kΩ or higher

NG CONNECTOR
OK REPLACE ECM
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000001WPH06PX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0111: Intake Air Temperature Sensor Gradient Too High
(2013 FR-S)
DTC P0111 Intake Air Temperature Sensor Gradient Too High
DESCRIPTION
The intake air temperature sensor, mounted on the mass air flow meter, monitors the intake air
temperature. The intake air temperature sensor has a built-in thermistor with a resistance that
varies according to the temperature of the intake air. When the intake air temperature is low, the
resistance of the thermistor increases. When the temperature is high, the resistance drops. These
variations in resistance are transmitted to the ECM as voltage changes.
The intake air temperature sensor is powered by a 5 V supply from the THA terminal of the ECM,
via resistor R.
Resistor R and the intake air temperature sensor are connected in series. When the resistance value
of the intake air temperature sensor changes, according to changes in the intake air temperature,
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the voltage at terminal THA also varies. Based on this signal, the ECM increases the fuel injection
volume when the engine is cold to improve driveability.
DTC DTC DETECTION CONDITION TROUBLE

NO. AREA
The difference between maximum and minimum values for inlet air temperature
Mass air
P0111 sensor voltage is less than 0.02 V for 1 second or more.
flow meter
MONITOR DESCRIPTION
The ECM performs OBD II monitoring based on the values from the intake air temperature sensor. If there
is no change of the sensor value within the normal range, the ECM will not be able to perform OBD II
monitoring or will misdiagnose that there is a malfunction in the sensor. The ECM detects when the intake
air temperature sensor value is stuck by performing monitoring after the ignition switch is turned off or the
engine is started (short soak or long soak).
MONITOR STRATEGY
Related DTCs P0111: Intake air temperature sensor rationality check
Required Sensors/Components (Main) Intake air temperature sensor
Duration Immediately

P0112, P0113 (Intake air temperature (IAT) sensor)
sensor)
P0500 (Vehicle speed sensor (VSS))
Monitor runs whenever following DTCs P1160 (Throttle return spring)
not stored P2101, P2102 (Throttle actuator control motor)
(APPS) circuit)
Integrated amount of intake air 6500 g or more
Either of the following condition is met: A or B
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A. All of the following conditions are
(a), (b) and (c)
met:
(a) Time period 10 seconds
(b) Vehicle speed 4 km/h (2.5 mph) or higher
(c) Intake air mass per second 10 g/sec or more
B. All of the following conditions are

(a) and (b)
met:
(a) Time period 10 seconds
(b) Vehicle speed Less than 40 km/h (24.9 mph)

Intake air temperature sensor maximum voltage - Intake air temperature sensor Less than 0.02
minimum voltage V

6. Check that engine coolant temperature is 30°C (86°F) or less.
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7. Start the engine.
CAUTION:
laws.

b. Drive the vehicle at 80 km/h (50 mph) or more for 8 minutes or more [B].
c. Stop the vehicle and idle the engine for 30 seconds or more [C].
d. Drive the vehicle at 80 km/h (50 mph) or more for 30 seconds or more [D].
e. Stop the vehicle and idle the engine for 30 seconds or more [E].
f. Drive the vehicle at 80 km/h (50 mph) or more for 30 seconds or more [F].
g. Stop the vehicle and idle the engine for 30 seconds or more [G].

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal
conditions

HINT:

HINT:

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WIRING DIAGRAM
Refer to P0112 .
HINT:
PROCEDURE
(e) Read DTCs.

Result
RESULT PROCEED TO
DTC P0111 and other DTCs are output A

HINT:
B REPLACE MASS AIR FLOW METER
A GO TO DTC CHART
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000PF30NNX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0112,P0113: Intake Air Temperature Circuit Low Input
(2013 FR-S)
DTC P0112 Intake Air Temperature Circuit Low Input
DTC P0113 Intake Air Temperature Circuit High Input
DESCRIPTION
The intake air temperature sensor, mounted on the mass air flow meter, monitors the intake air
temperature. The intake air temperature sensor has a built-in thermistor with a resistance that
varies according to the temperature of the intake air. When the intake air temperature is low, the
resistance of the thermistor increases. When the temperature is high, the resistance drops. These
variations in resistance are transmitted to the ECM as voltage changes.
cardiagn.com
The intake air temperature sensor is powered by a 5 V supply from the THA terminal of the ECM,
via resistor.
Resistor and the intake air temperature sensor are connected in series. When the resistance value
of the intake air temperature sensor changes, according to changes in the intake air temperature,
the voltage at terminal THA also varies. Based on this signal, the ECM increases the fuel injection
volume when the engine is cold to improve driveability.
HINT:
When DTC P0112 or P0113 is stored, the ECM enters fail-safe mode. During fail-safe mode, the
intake air temperature is estimated to be 20°C (68°F) by the ECM. Fail-safe mode continues until
a pass condition is detected.

NO.
Intake air temperature sensor voltage is less than

P0112 0.4 V for 0.5 seconds or more. Open or short in intake air
(1 trip detection logic) temperature sensor circuit
Intake air temperature sensor
Intake air temperature sensor voltage is 4.707 V (built into mass air flow meter)
P0113 or more for 0.5 seconds or more. ECM
HINT:
When any of these DTCs are output, check the intake air temperature using the Techstream. Enter the
following menus: Powertrain / Engine / Data List / Intake Air.
TEMPERATURE DISPLAYED MALFUNCTION
-40°C (-40°F) Open circuit
215°C (419°F) Short circuit

MONITOR DESCRIPTION
The ECM monitors the sensor voltage and uses this value to calculate the intake air temperature. When
the sensor output voltage deviates from the normal operating range, the ECM interprets this as a
malfunction in the intake air temperature sensor circuit and stores a DTC.
MONITOR STRATEGY
P0112: Intake air temperature sensor range check (Low
voltage)
Related DTCs
P0113: Intake air temperature sensor range check (High
voltage)
Required Sensors/Components (Main) Intake air temperature sensor
-
(Related)
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P0112
Intake air temperature sensor voltage [Intake air Less than 0.4 V [Higher than 132.8°C
temperature] (271°F)]
P0113
Intake air temperature sensor voltage [Intake air More than 4.91 V [Below -46.9°C (-
temperature] 52.4°F)]

Intake air temperature sensor voltage [Intake air 0.435 to 4.698 V [-44.6 to 128.53°C (-48.3 to

cardiagn.com
higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

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HINT:

WIRING DIAGRAM
HINT:
PROCEDURE
1. READ VALUE USING TECHSTREAM (INTAKE AIR TEMPERATURE)
(d) Enter the following menus: Powertrain / Engine / Data List / Intake Air.

OK:
Same as actual intake air temperature.
Result
RESULT PROCEED TO
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-40°C (-40°F) A
215°C (419°F) B
Same as actual intake air temperature C
HINT:
If there is an open circuit, the Techstream indicates -40°C (-40°F).

If there is a short circuit, the Techstream indicates 215°C (419°F).
READ VALUE USING TECHSTREAM (CHECK FOR

B SHORT IN WIRE HARNESS)
C CHECK FOR INTERMITTENT PROBLEMS
2. READ VALUE USING TECHSTREAM (CHECK FOR OPEN IN WIRE HARNESS)

(b) Connect terminals 1 and 2 of the mass air flow meter connector on the wire harness side.
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(f) Enter the following menus: Powertrain / Engine / Data List / Intake Air.
(g) Read the value displayed on the Techstream.

Standard value:
215°C (419°F)
*1 Mass Air Flow Meter
*2 ECM

*a
(to Mass Air Flow Meter)


A33-12 (THA) - C16-1 (THA) Always Below 1 Ω
A36-29 (E1) - C16-2 (E2) Always Below 1 Ω

NG CONNECTOR
OK REPLACE ECM
4. READ VALUE USING TECHSTREAM (CHECK FOR SHORT IN WIRE HARNESS)
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(b) Connect the Techstream to the DLC3.
(e) Enter the following menus: Powertrain / Engine / Data List / Intake Air.
(f) Read the value displayed on the Techstream.

Standard value:
-40°C (-40°F)
*1 Mass Air Flow Meter
*2 ECM


A33-12 (THA) or C16-1(THA) - Body ground Always 10 kΩ or higher
A36-29 (E1) or C16-2 (E2) - Body ground Always 10 kΩ or higher

NG CONNECTOR
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OK REPLACE ECM
Model Year: 2013 Model: FR-S Doc ID: RM000000PFB0PSX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0116: Engine Coolant Temperature Circuit Range /
Performance Problem (2013 FR-S)
DTC P0116 Engine Coolant Temperature Circuit Range / Performance Problem
DESCRIPTION

NO.
Thermostat
The engine coolant temperature has not dropped completely 6
Engine coolant
P0116 hours after ignition switch turned off.
temperature
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sensor
MONITOR DESCRIPTION
If the engine coolant temperature sensor value does not change after the warmed up engine is stopped
and then the next cold engine start is performed, it is determined that a malfunction has occurred. If this
is detected in 2 consecutive driving cycles, the MIL is illuminated and the DTC is stored.
MONITOR STRATEGY
P0116: Engine coolant temperature sensor stuck rationality
Related DTCs
check
Required Sensors/Components (Main) Engine coolant temperature sensor
(Related)

P0112, P0113 (Intake air temperature (IAT) sensor)
not stored
P0462, P0463 (Fuel level sensor (FL))
Soak time 6 hours or more
Elapsed time after electric circuit turned

Less than 60 seconds
on (ignition switch ON)
Engine coolant temperature at the end 70.2°C (158.2°F) or higher (varies with estimated ambient
of the previous driving cycle temperature at previous ignition switch off)

Engine coolant temperature - Intake air temperature 15°C (59°F) or higher

3. Enter the following menus: Powertrain / Engine / Data List / Coolant Temp.
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higher.
8. Turn the ignition switch off and leave the vehicle for 6 hours or more.
HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:
HINT:

HINT:
If any of DTCs P0117, P0118 or P0125 are output simultaneously with DTC P0116, the engine
coolant temperature sensor may have an open or a short circuit. Troubleshoot those DTCs first.
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When the DTC is output, check the engine coolant temperature using the Techstream. Enter the
following menus: Powertrain / Engine / Data List / Coolant Temp. If the Coolant Temp value is lower
than the actual engine coolant temperature, the engine coolant temperature sensor circuit may be
malfunctioning. In this case, check the wire harnesses and connectors (and those connections)
between the ECM and the engine coolant temperature sensor first.
PROCEDURE
(e) Read DTCs.

Result
RESULT PROCEED TO
HINT:
If any DTCs and other than P0116 are output, troubleshoot those DTCs first.
B GO TO DTC CHART
A
2. INSPECT THERMOSTAT
(a) Inspect the thermostat (thermostat opening temperature) .
NG REPLACE THERMOSTAT
REPLACE ENGINE COOLANT TEMPERATURE

OK SENSOR
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000PF50PIX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0117,P0118: Engine Coolant Temperature Circuit Low
Input (2013 FR-S)
DTC P0117 Engine Coolant Temperature Circuit Low Input
DTC P0118 Engine Coolant Temperature Circuit High Input
DESCRIPTION
A thermistor, whose resistance value varies according to the engine coolant temperature, is built into the
engine coolant temperature sensor. The structure of the sensor and its connection to the ECM are the
same as those of the intake air temperature sensor.
HINT:
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When any of DTCs P0117 and P0118 is stored, the ECM enters fail-safe mode. During fail-safe mode,
the engine coolant temperature is estimated to be 70°C (158°F) by the ECM. Fail-safe mode continues
until a pass condition is detected.

NO.
Short in engine coolant

Engine coolant temperature sensor voltage is less than temperature sensor circuit
P0117 0.47 V for 0.5 seconds or more. Engine coolant temperature
(1 trip detection logic) sensor
ECM
Open in engine coolant

Engine coolant temperature sensor voltage is more than temperature sensor circuit
P0118 4.698 V for 0.5 seconds or more. Engine coolant temperature
ECM
HINT:
When any of these DTCs are output, check the engine coolant temperature using the Techstream. Enter
the following menus: Powertrain / Engine / Data List / Coolant Temp.
TEMPERATURE DISPLAYED MALFUNCTION
-40°C (-40°F) Open circuit
215°C (419°F) Short circuit
MONITOR DESCRIPTION
The engine coolant temperature sensor is used to monitor the engine coolant temperature. The engine
coolant temperature sensor has a thermistor with a resistance that varies according to the temperature of
the engine coolant. When the coolant temperature is low, the resistance in the thermistor increases. When
the temperature is high, the resistance drops. These variations in resistance are reflected in the output
voltage from the sensor. The ECM monitors the sensor voltage and uses this value to calculate the engine
coolant temperature. When the sensor output voltage deviates from the normal operating range, the ECM
interprets this as a fault in the engine coolant temperature sensor circuit and stores a DTC.
MONITOR STRATEGY
P0117: Engine coolant temperature sensor range check (Low
voltage)
Related DTCs
P0118: Engine coolant temperature sensor range check (High
voltage)
Required Sensors/Components (Main) Engine coolant temperature sensor
-
(Related)
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P0117
Engine coolant temperature sensor voltage [Engine coolant Less than 0.47 V [Higher than 122.8°C
temperature] (253°F)]
P0118
Engine coolant temperature sensor voltage [Engine coolant More than 4.698 V [Below -46.2°C (-

Engine coolant temperature sensor voltage [Engine 0.479 to 4.688 V [-43.85 to 121.85°C (-46.9
coolant temperature] to 251.3°F)]

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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

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HINT:

WIRING DIAGRAM
HINT:
If DTC P0117 is stored, check that the engine does not overheat (the DTC P0117 may be stored
due to engine overheating).
PROCEDURE
1. READ VALUE USING TECHSTREAM (ENGINE COOLANT TEMPERATURE)
(d) Enter the following menus: Powertrain / Engine / Data List / Coolant Temp.

Standard value:
Between 75 and 100°C (167 and 212°F) with warm engine.
Result
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RESULT PROCEED TO
-40°C (-40°F) A
215°C (419°F) B
Between 75 and 100°C (167 and 212°F) C
HINT:

If there is a short circuit, the Techstream indicates higher than 215°C (419°F).
READ VALUE USING TECHSTREAM (CHECK FOR

B SHORT IN WIRE HARNESS)
2. READ VALUE USING TECHSTREAM (CHECK FOR OPEN IN WIRE HARNESS)

connector.
(b) Connect terminals 1 and 2 of the engine coolant temperature sensor connector on the wire
harness side.
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(f) Enter the following menus: Powertrain / Engine / Data List / Coolant Temp.

Standard value:
Higher than 215°C (419°F)
*1 Engine Coolant Temperature Sensor
*2 ECM

*a
(to Engine Coolant Temperature Sensor)
CHECK HARNESS AND CONNECTOR (ENGINE

NG COOLANT TEMPERATURE SENSOR - ECM)

OK SENSOR
CHECK HARNESS AND CONNECTOR (ENGINE COOLANT TEMPERATURE SENSOR -

3.
ECM)
(a) Disconnect the engine coolant temperature sensor connector.
A36-30 (THW) - C35-2 (THW) Always Below 1 Ω

NG CONNECTOR
OK REPLACE ECM
4. READ VALUE USING TECHSTREAM (CHECK FOR SHORT IN WIRE HARNESS)
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connector.
(e) Enter the following menus: Powertrain / Engine / Data List / Coolant Temp.

Standard value:
-40°C (-40°F)
*1 Engine Coolant Temperature Sensor
*2 ECM
CHECK HARNESS AND CONNECTOR (ENGINE

NG COOLANT TEMPERATURE SENSOR - ECM)

OK SENSOR
CHECK HARNESS AND CONNECTOR (ENGINE COOLANT TEMPERATURE SENSOR -
5.
ECM)
A36-30 (THW) or C35-2 (THW) - Body ground Always 10 kΩ or higher

NG CONNECTOR
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OK REPLACE ECM
L ast Modified: 4-14-2014 6.6 C Doc ID: RM000004GKG01MX

Title: FA20 ENGINE CONTROL: SFI SYSTEM: P119E,P119F,P219A; Bank 1 Air-Fuel Ratio Imbalance for
Port Injection; 2013 MY FR-S [05/2013 - ]
DTC P119E Bank 1 Air-Fuel Ratio Imbalance for P ort Injection
DTC P119F Bank 1 Air-Fuel Ratio Imbalance for Direct Injection
DTC P219A Bank 1 Air-Fuel Ratio Imbalance
DESCR I P TI ON
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NO.
Crankshaft position sensor signal fluctuates in port injection

P119E Fuel injector assembly
air fuel ratio feedback control.
(for port injection)
Crankshaft position sensor signal fluctuates in direct Fuel injector assembly
P119F
injection air fuel ratio feedback control. (for direct injection)
Intake system
Gas leaks from exhaust
logic):
system
Air fuel ratio sensor signal fluctuates in air fuel Ignition system
P219A
ratio feedback control. Compression pressure
Crankshaft position sensor signal fluctuates in air Air fuel ratio sensor
fuel ratio feedback control. ECM
M ON I TOR DESCR I P TI ON
Fuel System Air Fuel Ratio Cylinder I mbalance M onitor
The ECM uses the air fuel ratio sensor and crankshaft position sensor to monitor the difference in air fuel
ratios between the cylinders caused by differences in injection volumes between the cylinders, leakage
in the intake or exhaust system, etc.
When the air fuel ratios of the cylinders are lean or rich with respect to each other, the ECM determines
that a problem is present and stores a DTC.
Air Fuel Ratio Sensor M onitoring M ethod

When the system detects a difference in air fuel ratios between the cylinders due to fluctuation in the air
fuel ratio sensor output over 1 engine cycle (2 crankshaft revolutions), the system determines that there
is a problem.
Crankshaft P osition Sensor M onitoring M ethod

The system monitors the engine speed variation and when the variation becomes large, the system
determines that there is a difference in air fuel ratios between the cylinders, which it determines to be a
problem.
M ON I TOR STR A TEGY

P119E: Fuel system air fuel ratio cylinder imbalance functional check
(for port fuel injection)
Related DTCs P119F: Fuel system air fuel ratio cylinder imbalance functional check
(for direct injection)
P219A: Fuel system air fuel ratio cylinder imbalance functional check
Required Sensors/Components Air fuel ratio sensor
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(Main) Crankshaft position sensor
Mass air flow meter

(Related)
Speed sensor
200 revolutions: Air fuel ratio sensor monitoring method

Duration
400 revolutions: Crankshaft position sensor monitoring method
TY P I CA L EN A BLI N G CON DI TI ON S
All
Monitor runs whenever the following DTCs are not stored None
P 1 1 9 E, P 1 1 9 F and P 2 1 9 A ( Crankshaft P osition Sensor Monitoring Method)
Accelerator pedal position 0%
Estimated time after engine start 30 seconds or more
Engine coolant temperature Higher than 60°C (140°F)
Fuel system status (Air fuel ratio sensor) Closed loop
P 2 1 9 A ( Air Fuel Ratio Sensor Monitoring Method)
Estimated time after engine start 30 seconds or more
Engine coolant temperature Higher than 60°C (140°F)
Fuel system status (Air fuel ratio sensor) Closed loop
Intake air mass per revolution 0.55 to 0.8 g/rev (varies with engine speed)
Change of intake air mass during 1/2 engine revolution Less than 0.005 g/rev
TY P I CA L M A LFU N CTI ON THR ESHOL DS

P 1 1 9 E and P 2 1 9 A ( Crankshaft P osition Sensor Monitoring Method)
Higher than 30.7 rpm (for Automatic Transmission)

The average of the crankshaft speed (varies with engine speed)
fluctuation at port fuel injection Higher than 18.3 rpm (for Manual Transmission)
(varies with engine speed)
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P 1 1 9 F and P 2 1 9 A ( Crankshaft P osition Sensor Monitoring Method)
Higher than 25.5 rpm (for Automatic Transmission)

The average of the crankshaft speed fluctuation (varies with engine speed)
at direct fuel injection Higher than 16.5 rpm (for Manual Transmission)
(varies with engine speed)
P 2 1 9 A ( Air Fuel Ratio Sensor Monitoring Method)
Either following condition is met A or B
A. The average of the positive gradient of air More than 0.001125 (varies with engine speed and
fuel ratio sensor output intake air mass per revolution)
B. The average of the negative gradient of air Less than 0.000975 (varies with engine speed and
fuel ratio sensor output intake air mass per revolution)
CON FI R M A TI ON DR I VI N G P A TTER N

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6. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F)
or higher.
HINT:
CAU TIO N:

HINT:
11. Input the DTC: P119E, P119F or P219A.
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

HINT:
HINT:
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Refer to P0030 .
Refer to P0335 .
HINT:
Read freeze frame data using the Techstream. Freeze frame data records the engine condition
when malfunctions are detected. When troubleshooting, freeze frame data can help determine if
the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was
lean or rich, and other data from the time the malfunction occurred.
*: The No. 1 cylinder is the cylinder which is farthest from the transmission.
P R OCEDUR E
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P219A)
(e) Read the DTCs.

Result
RESULT PROCEED TO
DTC P119E, P119F or P219A is output A
DTC P119E, P119F, P219A and other DTCs are output B
HINT:
If any DTCs other than P219A are output, troubleshoot those DTCs first.
B GO TO DTC CHART
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2. READ VALUE USING TECHSTREAM (F REEZE F RAME DATA)
(c) Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which
were present when the DTC was stored .
Freeze Frame Data Items for DTC P 1 1 9 E, P 1 1 9 F and P 2 1 9 A
Vehicle Speed
Engine Speed
Calculate Load
Accelerator Idle Position
Short FT #1
Long FT #1
Cylinder #1 Misfire Count to Cylinder #4 Misfire Count
HINT:
When the sum of Short FT and Long FT is positive, the engine is running lean, and when the sum is
negative, the engine is running rich.
DTC stored during It is possible to conclude that the problem was detected due to a "lean
idling imbalance" (detected using crankshaft speed variation).
DTC stored while It is possible to conclude that the problem was detected due to a "rich
vehicle being driven imbalance" (detected using the air fuel ratio sensor).
NEXT
3. PERF ORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME)
(d) Warm up the engine.
HINT:
The A/C switch and all accessory switches should be off and the shift lever should be in P, N or
neutral position.
(e) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume /
Cylinder #1 to #4 Misfire Count.
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HINT:
When the "Control the Injection Volume" Active Test is selected (injection volume is 0%), if a
misfire count increases, proceed to step 6 (Check Intake System).
(f) Perform the Control the Injection Volume operation with the engine idling.
(g) Check the misfire counts ("Cylinder #1 Misfire Count" to "Cylinder #4 Misfire Count") while
decreasing the injection volume in 5% increments.
NO TICE:
Do not decrease the injection volume by higher than 20%.
The cylinder whose misfire count has not increased can be assumed to be running rich. Therefore,
perform inspections while focusing on that cylinder.
NEXT
4. CHECK F OR EXHAUST GAS LEAK
(a) Check for exhaust gas leaks.

OK:
No gas leaks.
NG REP AIR O R REP L ACE EXHAU ST SY STEM
OK
5. CHECK INTAKE SY STEM

OK:
No leaks in the intake system.
NG REP AIR O R REP L ACE INTAKE SY STEM
OK
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(a) Inspect the spark plug of the cylinder causing the imbalance .
NG REP L ACE SP ARK P L U G
OK
7. CHECK F OR SPARK (SPARK TEST)
HINT:
If the result of the spark test is normal, proceed to the next step.
NEXT
8. CHECK CY LINDER COMPRESSION PRESSURE
(a) Measure the cylinder compression pressure of the misfiring cylinder .
CHECK ENGINE TO DETERMINE CAU SE O F L O W

NG
CO MP RESSIO N
OK
9. CHECK HARNESS AND CONNECTOR (POWER SOURCE VOLTAGE)
(a) Disconnect the fuel injector assembly (for port injection)

connector.
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Standard Voltage:

*a
*b No. 1 cylinder
*c No. 2 cylinder
*d No. 3 cylinder
*e No. 4 cylinder
NG GO TO FU EL INJ ECTO R CIRCU IT
OK
10. CHECK HARNESS AND CONNECTOR (F UEL INJECTOR ASSEMBLY - ECM)
(a) Check the harness and connector of fuel injector assembly (for port injection) .
(b) Check the harness and connector of fuel injector assembly (for direct injection) .

NG CO NNECTO R
OK
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11. CHECK F UEL INJECTOR ASSEMBLY OF CY LINDER CAUSING IMBALANCE
(a) Check the fuel injector assembly (for port injection) [whether fuel volume is high or low, and
whether injection pattern is poor] .
(b) Check the fuel injector assembly (for direct injection) [whether fuel volume is high or low, and
whether injection pattern is poor] .
Result
RESULT PROCEED TO
OK A
Fuel injector assembly (for port injection) is NG. B
Fuel injector assembly (for direct injection) is NG. C
REP L ACE FU EL INJ ECTO R ASSEMBL Y ( FO R P O RT

B INJ ECTIO N)
REP L ACE FU EL INJ ECTO R ASSEMBL Y ( FO R

C
DIRECT INJ ECTIO N)
12. CHECK F OR CAUSE OF F AILURE
(a) If the cause of the problem has not been found even after performing the troubleshooting
procedure, perform the inspection below.
(b) Check the intake valve for deposits.
HINT:
As the DTC may have been stored due to deposits on the intake valve, remove the cylinder head
and check the intake valve.
NEXT
13. CONF IRM WHETHER MALF UNCTION HAS BEEN SUCCESSF ULLY REPAIRED
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Pattern.
(j) Check for DTCs.

P219A is not output.
NEXT END
Model Year: 2013 Model: FR-S Doc ID: RM000000PF60PBX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0122,P0123,P0222,P0223,P2135: Throttle Position Sensor
Circuit Low Input (2013 FR-S)
DTC P0122 Throttle Position Sensor Circuit Low Input
DTC P0123 Throttle / Pedal Position Sensor / Switch "A" Circuit High Input
DTC P0222 Throttle / Pedal Position Sensor / Switch "B" Circuit Low Input
DTC P0223 Throttle / Pedal Position Sensor / Switch "B" Circuit High Input
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DTC P2135 Throttle / Pedal Position Sensor / Switch "A" / "B" Voltage Correlation
DESCRIPTION
HINT:
These DTCs relate to the throttle position sensor.
The throttle position sensor is mounted on the throttle with motor body assembly, and detects the opening
angle of the throttle valve. This sensor is a non-contact type sensor. It uses Hall-effect elements in order
to yield accurate signals even in extreme driving conditions, such as at high speeds as well as very low
speeds.
The throttle position sensor has 2 sensor circuits, each of which transmits a signal, VTA1 and VTA2. VTA1
is used to detect the throttle valve angle and VTA2 is used to detect malfunctions in VTA2. The sensor
signal voltages vary between 0 V and 5 V in proportion to the throttle valve opening angle, and are
transmitted to the VTA1 and VTA2 terminals of the ECM.
As the valve closes, the sensor output voltage decreases and as the valve opens, the sensor output
voltage increases. The ECM calculates the throttle valve opening angle according to these signals and
controls the throttle actuator in response to driver inputs. These signals are also used in calculations such
as air fuel ratio correction, power increase correction and fuel-cut control.
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NO.
Throttle position sensor (built into

The voltage of VTA1 is 0.273 V or less for 0.024 throttle with motor body assembly)
P0122 seconds or more. Short in VTA1 circuit
(1 trip detection logic) Open in VC circuit
ECM

throttle with motor body assembly)
The voltage of VTA1 is more than 4.736 V for
Open in VTA1 circuit
P0123 0.024 seconds or more.
Open in E1 circuit
Short between VC and VTA1 circuits
ECM

The voltage of VTA2 is 1.153 V or less for 0.024 throttle with motor body assembly)
P0222 seconds or more. Short in VTA2 circuit
(1 trip detection logic) Open in VC circuit
ECM

throttle with motor body assembly)
The voltage of VTA2 is 4.772 V or more for 0.024
Open in VTA2 circuit
P0223 seconds or more.
Open in E1 circuit
Short between VC and VTA2 circuits
ECM
Short between VTA1 and VTA2

Deviation in voltages of VTA1 and VTA2 exceed circuits
P2135 thresholds for 0.212 seconds or more. Throttle position sensor (built into
(1 trip detection logic) throttle with motor body assembly)
ECM
HINT:
When any of these DTCs are output, check the throttle valve opening angle using the Techstream.
Enter the following menus: Powertrain / Engine / Data List / Throttle Position No. 1 and Throttle
Position No. 2.
Throttle Position No. 1 is the VTA1 signal, and Throttle Position No. 2 is the VTA2 signal.
Reference (Normal Condition):
TECHSTREAM ACCELERATOR PEDAL FULLY ACCELERATOR PEDAL FULLY

DISPLAY RELEASED DEPRESSED
Throttle Position No.

0.5 to 1.1 V 3.2 to 4.8 V
1
Throttle Position No.

1.5 to 2.2 V 4.0 to 4.5 V
2
MONITOR DESCRIPTION
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The ECM uses the throttle position sensor to monitor the throttle valve opening angle. There are several
checks that the ECM performs to confirm the proper operation of the throttle position sensor.
A specific voltage difference is expected between the sensor terminals, VTA1 and VTA2, for
each throttle valve opening angle. If the difference between VTA1 and VTA2 is incorrect, the
ECM interprets this as a malfunction in the sensor circuit, and stores a DTC.
VTA1 and VTA2 each have a specific voltage range. If VTA1 or VTA2 is outside the normal
operating range, the ECM interprets this as a malfunction in the sensor circuit, and stores a
DTC.
VTA1 and VTA2 should never be close to the same voltage level. If VTA1 is within 0.02 V of
VTA2, the ECM determines that there is a short circuit in the sensor circuit, and stores a DTC.
If the malfunction is not repaired successfully, a DTC is stored 10 seconds after the engine is next started.
MONITOR STRATEGY
P0122: Throttle position sensor circuit continuity (Low Voltage)
(Sensor 1)
P0123: Throttle position sensor circuit continuity (High Voltage)
(Sensor 1)
Related DTCs P0222: Throttle position sensor circuit continuity (Low Voltage)
(Sensor 2)
P0223: Throttle position sensor circuit continuity (High Voltage)
(Sensor 2)
P2135: Throttle position sensor rationality check
(Main)
-
(Related)
0.024 seconds: P0122, P0123, P0222, P0223

Duration
0.212 seconds: P2135

Battery voltage 6 V or more

P0122
VTA1 voltage (Throttle position) Less than 0.273 V (5.46%)
P0123
VTA1 voltage (Throttle position) More than 4.736 V (94.73%)
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P0222
VTA2 voltage (Throttle position) Less than 1.153 V (3.82%)
P0223
VTA2 voltage (Throttle position) More than 4.772 V (94.30%)
P2135
VTA2 - VTA1 Less than 3.79% (varies with VTA1)

VTA1 voltage (Throttle position) 0.382 to 4.504 V (7.64 to 90.09%)
VTA2 voltage (Throttle position) 1.262 to 4.696 V (6.54 to 92.41%)

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higher.
CAUTION:
laws.

HINT:

12. Input the DTC: P0122, P0123, P0222, P0223 or P2135.
DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

cardiagn.com
HINT:

FAIL-SAFE
When any of these DTCs or other DTCs relating to Electronic Throttle Control System (ETCS) malfunctions
are stored, the ECM enters fail-safe mode. During fail-safe mode, the ECM cuts the current to the throttle
actuator, and the throttle valve is returned to a specified throttle angle by the return spring. The ECM then
adjusts the engine output by controlling the fuel injection (intermittent fuel-cut) and ignition timing, in
accordance with the accelerator pedal angle, to allow the vehicle to continue at a minimal speed. If the
accelerator pedal is depressed firmly and gently, the vehicle can be driven slowly.
Fail-safe mode continues until a pass condition is detected, and the ignition switch is then turned off.
WIRING DIAGRAM
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HINT:
PROCEDURE
1. READ VALUE USING TECHSTREAM (THROTTLE POSITION SENSOR)
(d) Enter the following menus: Powertrain / Engine / Data List / Throttle Position No. 1 and
Throttle Position No. 2.
(e) Read the values displayed on the Techstream.

Result
WHEN ACCELERATOR PEDAL WHEN ACCELERATOR PEDAL TROUBLE AREA PROCEED

RELEASED DEPRESSED TO
THROTTLE THROTTLE THROTTLE THROTTLE

POSITION NO. 1 POSITION NO. 2 POSITION NO. 1 POSITION NO. 2
(VTA1) (VTA2) (VTA1) (VTA2)
0 to 0.2 V 0 to 1.75 V 0 to 0.2 V 0 to 1.75 V VC circuit open
4.5 to 5.0 V 4.5 to 5.0 V 4.5 to 5.0 V 4.5 to 5.0 V E2 circuit open
0 to 0.2 V, 1.9 V to 2.6 V 0 to 0.2 V, 1.9 V to 2.6 V VTA1 circuit open or A
or 4.5 to 5.0 V (Fail-safe) or 4.5 to 5.0 V (Fail-safe) ground short
0.6 V to 1.4 V 0 to 1.75V, 0.6 V to 1.4 V 0 to 1.75 V, VTA2 circuit open or

(Fail-safe) or 4.8 to 5.0 V (Fail-safe) or 4.8 to 5.0 V ground short
3.2 to 4.8 V 4.0 to 4.5 V Throttle position

0.5 to 1.1 V 1.5 to 2.2 V B
(Not fail-safe) (Not fail-safe) sensor circuit normal

B (THROTTLE POSITION SENSOR DTCS)
2. CHECK HARNESS AND CONNECTOR (THROTTLE POSITION SENSOR - ECM)
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(a) Disconnect the throttle with motor body assembly connector.
A36-18 (VTA1) - C15-6 (VTA1) Always Below 1 Ω
A36-28 (VTA2) - C15-4 (VTA2) Always Below 1 Ω
A36-19(VC) or C15-5 (VC) - Body ground Always 10 kΩ or higher
A36-18 (VTA1) or C15-6 (VTA1) - Body ground Always 10 kΩ or higher
A36-29 (E1) or C15-4 (VTA2) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
3. INSPECT ECM (VC VOLTAGE)
(a) Disconnect the throttle with motor body assembly

connector.
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Standard Voltage:
C15-5 (VC) - C15-3 (E2) Ignition switch ON 4.5 to 5.5 V

*a
(to Throttle with Motor Body Assembly)
NG REPLACE ECM
OK
NEXT
5. CHECK WHETHER DTC OUTPUT RECURS (THROTTLE POSITION SENSOR DTCS)

(e) Start the engine.
Pattern.
(h) Read DTCs.

Result
RESULT PROCEED TO
DTC P0122, P0123, P0222, P0223 and/or P2135 are output A
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DTC is not output B
END
B
A REPLACE ECM
Model Year: 2013 Model: FR-S Doc ID: RM000000T9P0BWX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0125: Insufficient Coolant Temperature for Closed Loop
Fuel Control (2013 FR-S)
DTC P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control
DESCRIPTION

NO.
Cooling
system
Despite estimated engine coolant temperature is 20°C (68 °F) or more,
Engine
engine coolant temperature sensor value is less than 20°C (68 °F) for
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P0125 coolant
300 seconds or more.
temperature
sensor
Thermostat
MONITOR DESCRIPTION
The diagnostic system monitors for a functional check of the engine coolant temperature sensor. If the
engine coolant temperature does not reach the temperature to enable the closed loop air/fuel ratio control
within a predetermined time after engine start, the diagnostic system determines a malfunction of engine
coolant temperature sensor and stores the DTC.
MONITOR STRATEGY
Related DTCs P0125: Engine coolant temperature sensor range check

Required Sensors/Components (Main) Thermostat
Cooling system
-
(Related)
120 seconds: Closed loop temperature -10°C (14°F)

Duration 300 seconds: Closed loop temperature -10 to 20 °C (14 to
68°F)

P0300, P0301, P0302, P0303, P0304 (Misfire)
Monitor runs whenever following
DTCs are not present
(APPS) circuit)
[Diagnostic value(n-1) + 64 + 7.9 (varies with vehicle speed and

Diagnostic value(n)
lowest engine coolant temperature)] or more
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higher.
HINT:

CAUTION:
laws.

HINT:

DISPLAY
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NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
HINT:
If any of DTCs P0116, P0117 or P0118 are set simultaneously with DTC P0125, the engine coolant
temperature sensor may have an open or a short circuit. Troubleshoot those DTCs first.
PROCEDURE
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(e) Read the DTCs.
Result:
RESULT PROCEED TO
HINT:
B GO TO DTC CHART
(a) Inspect the thermostat .
OK
3. CHECK COOLING SYSTEM
(a) Check for defects in the cooling system that might cause the system to be too cold, such as
abnormal radiator fan operation or any modifications.
REPAIR OR REPLACE COOLING SYSTEM

NG

OK SENSOR
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Model Year: 2013 Model: FR-S Doc ID: RM000000TB3096X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0128: Coolant Thermostat (Coolant Temperature Below
Thermostat Regulating Temperature) (2013 FR-S)
Coolant Thermostat (Coolant Temperature Below Thermostat Regulating

DTC P0128
Temperature)
DESCRIPTION
At the same time as using the engine coolant temperature sensor to determine the engine coolant
temperature, the ECM estimates the engine coolant temperature. If the difference between the estimated
and actual engine coolant temperatures exceeds a predetermined value, then the DTC is stored, notifying
of a malfunction in the functioning of the thermostat.

NO.
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Thermostat
Abnormal (open) thermostat functioning Cooling system
P0128 detected. Engine coolant temperature
ECM
MONITOR DESCRIPTION
The ECM estimates the engine coolant temperature based on the starting temperature, engine loads, and
engine speeds. The ECM then compares the estimated temperature with the actual engine coolant
temperature. If the difference between the estimated engine coolant temperature and the actual engine
coolant temperature exceeds the specified value, the ECM interprets this as a malfunction in the
thermostat or the engine cooling system and stores the DTC.
MONITOR STRATEGY
Related DTCs P0128: Thermostat functional check
Thermostat

Required Sensors/Components (Related)
Speed sensor
Duration Immediately

All
P0101, P0102, P0103 (Mass air flow (MAF) sensor)
sensor)
P0300, P0301, P0302, P0303, P0304 (Misfire)
P0335, P0336 (Crankshaft position sensor)
P0340, P0345 (Camshaft position sensor - Intake with variable
valve timing (VVT))
not stored
(APPS) circuit)
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Ambient temperature -7°C (19.4°F) or higher
Vehicle speed 30 km/h (18.6 mph) or higher
Case 1
Modeled engine coolant temperature 60°C (140°F) or higher
Case 2
Modeled engine coolant 70.2°C (158.4°F) or higher (varies with ambient temperature at
temperature engine start)
Case 3
Modeled engine coolant 47.1°C (116.8°F) or higher (varies with ambient temperature at
temperature engine start)

Case 1
Actual engine coolant temperature Less than 60°C (140°F)
Sigma (Modeled engine coolant temperature - 1731.6°C (3148.9°F) or higher (varies with engine
Actual engine coolant temperature) coolant temperature at engine start)
Case 2
Less than 77.8°C (172°F) (varies with ambient

Actual engine coolant temperature
temperature at engine start)
Case 3
Modeled engine coolant temperature - Actual

11.1 °C (52°F) or higher
engine coolant temperature
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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:
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HINT:

HINT:
When the DTC is output, check the engine coolant temperature using the Techstream. Enter the
following menus: Powertrain / Engine / Data List / Coolant Temp. If the Coolant Temp value is lower
than the actual engine coolant temperature, the engine coolant temperature sensor circuit may be
malfunctioning. In this case, check the wire harnesses and connectors (and those connections)
between the ECM and the engine coolant temperature sensor first.
PROCEDURE

(e) Read DTCs.

Result
RESULT PROCEED TO
HINT:
B GO TO DTC CHART
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2. CHECK COOLING SYSTEM
(a) Check for defects in the cooling system that might cause the system to be too cold, such as
abnormal cooling fan operation or any modifications.
REPAIR OR REPLACE COOLING SYSTEM

NG
OK
(a) Inspect the thermostat (thermostat opening temperature) .
OK REPLACE ECM
Model Year: 2013 Model: FR-S Doc ID: RM0000028K60CZX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0131,P0132,P0134: Oxygen Sensor Circuit Low Voltage
(Bank 1 Sensor 1) (2013 FR-S)
DTC P0131 Oxygen Sensor Circuit Low Voltage (Bank 1 Sensor 1)
DTC P0132 Oxygen Sensor Circuit High Voltage Bank1 Sensor1
DTC P0134 Oxygen Sensor Circuit No Activity Detected (Bank 1 Sensor 1)
DESCRIPTION
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HINT:
Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and
located near the engine assembly.

NO.
One of the following conditions is met for 1 second or more (1 trip

detection logic):
The voltage of A1A+ is less than 0.4 V.

P0131 The voltage of A1A- is less than 0.4 V.
The difference between voltage of A1A+ and voltage of A1A-
Open or short
is less than 0.1 V and the voltage of A1A- is more than 3.8
in air fuel
V and less than 4.7 V.
ratio sensor
circuit
One of the following conditions is met for 1 second or more (1 trip
Air fuel ratio
detection logic):
sensor
P0132
The voltage of A1A+ is more than 4.7 V. ECM
The voltage of A1A- is more than 4.7 V.
Air fuel ratio sensor impedance is 450 Ω or more for 5 seconds or

P0134 more.
MONITOR DESCRIPTION
These DTCs are output when there is an open or short in the air fuel ratio sensor circuit, or if the air fuel
ratio sensor output drops. To detect these problems, the voltage of the air fuel ratio sensor is monitored
when turning the ignition switch to ON, and the admittance (admittance is an electrical term that indicates
the ease of flow of current) is checked while driving. If the voltage of the air fuel ratio sensor is between
0.6 V and 4.5 V, it is considered normal. If the voltage is out of the specified range, or the admittance is
less than the standard value, the ECM determines that there is a malfunction in the air fuel ratio sensor. If
the same malfunction is detected in next driving cycle, the MIL is illuminated and a DTC is stored.
MONITOR STRATEGY
P0131: Primary oxygen sensor - ECM input voltage circuit
continuity
Related DTCs P0132: Primary oxygen sensor - ECM input voltage circuit
continuity
P0134: Primary oxygen sensor - Output voltage circuit continuity
(Main)
-
(Sub)
1 second: P0131, P0132

Duration
5 seconds: P0134
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All
P0131, P0132
P0134
Accumulated variation of front lambda sensor heater control duty per 70% or higher for 36 seconds or
0.128 sec. more

P0131
Either of following conditions is met: A, B, C or D
A. A1A+ terminal voltage Less than 0.4 V
B. A1A- terminal voltage Less than 0.4 V
C. Difference of A1A+ terminal voltage and A1A- terminal

Less than 0.1 V
voltage
Less than 4.7 V and higher than 3.8

D. A1A- terminal voltage
V
P0132
Either of following conditions is met: A or B
A. A1A+ terminal voltage 4.7 V or higher
B. A1A- terminal voltage 4.7 V or higher
P0134
Impedance of air fuel ratio sensor 450 Ω or higher
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higher.
CAUTION:
laws.

HINT:
HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal
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conditions

HINT:

HINT:

WIRING DIAGRAM
HINT:

Refer to "Data List / Active Test" [AFS Voltage B1S1] .
NOTICE:
procedure.
PROCEDURE
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A34-19 (A1A+) - C14-3 (A1A+) Always Below 1 Ω
A34-18 (A1A-) - C14-4 (A1A-) Always Below 1 Ω
A34-5 (HA1A) - C14-1 (HA1A) Always Below 1 Ω
A34-19 (A1A+) or C14-3 (A1A+) - Body ground Always 10 kΩ or higher
A34-18 (A1A-) or C14-4 (A1A-) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
NEXT
3. CHECK WHETHER DTC OUTPUT RECURS (DTC P0131, P0132 OR P0134)
(h) Drive the vehicle in accordance with the driving pattern described in the Confirmation Driving
Pattern.
(i) Enter the following menus: Powertrain / Engine / Utility / All Readiness.
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(j) Input the DTC: P0131, P0132 or P0134.
(k) Check the DTC judgment.

Result
RESULT PROCEED TO
ABNORMAL (DTC P0131, P0132 or P0134 is output) B
B REPLACE ECM
END
A
Model Year: 2013 Model: FR-S Doc ID: RM000000WBY0GEX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0137,P0138,P013A,P013B,P013E,P013F,P0140: Oxygen Sensor Circuit Low Voltage
(Bank 1 Sensor 2) (2013 FR-S)
DTC P0137 Oxygen Sensor Circuit Low Voltage (Bank 1 Sensor 2)
DTC P0138 Oxygen Sensor Circuit High Voltage (Bank 1 Sensor 2)
DTC P013A Oxygen Sensor Slow Response - Rich to Lean Bank 1 Sensor 2
DTC P013B O2 Sensor Slow Response - Lean to Rich (Bank 1 Sensor 2)
DTC P013E O2 Sensor Delayed Response - Rich to Lean (Bank 1 Sensor 2)
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DTC P013F O2 Sensor Delayed Response - Lean to Rich (Bank 1 Sensor 2)
DTC P0140 Oxygen Sensor Circuit No Activity Detected (Bank 1 Sensor 2)
DESCRIPTION
In order to obtain a high purification rate of the carbon monoxide (CO), hydrocarbon (HC) and nitrogen oxide (NOx) components in
the exhaust gas, a TWC (Three-Way Catalytic Converter) is used. For the most efficient use of the TWC, the air fuel ratio must be
precisely controlled so that it is always close to the stoichiometric air fuel level. For the purpose of helping the ECM to deliver
accurate air fuel ratio control, a Heated Oxygen (HO2) sensor is used.
The HO2 sensor is located behind the TWC, and detects the oxygen concentration in the exhaust gas. Since the sensor is integrated
with the heater that heats the sensing portion, it is possible to detect the oxygen concentration even when the intake air volume is
low (the exhaust gas temperature is low).
When the air fuel ratio becomes lean, the oxygen concentration in the exhaust gas is rich. The HO2 sensor informs the ECM that the
post-TWC air fuel ratio is lean (low voltage, i.e. less than 0.45 V).
Conversely, when the air fuel ratio is richer than the stoichiometric air fuel level, the oxygen concentration in the exhaust gas
becomes lean. The HO2 sensor informs the ECM that the post-TWC air fuel ratio is rich (high voltage, i.e. more than 0.45 V). The
HO2 sensor has the property of changing its output voltage drastically when the air fuel ratio is close to the stoichiometric level.
The ECM uses the supplementary information from the HO2 sensor to determine whether the air fuel ratio after the TWC is rich or
lean, and adjusts the fuel injection time accordingly. Thus, if the HO2 sensor is working improperly due to internal malfunctions, the
ECM is unable to compensate for deviations in the primary air fuel ratio control.
NO.
Heated Oxygen (HO2) sensor voltage is less than 0.03 V.

P0137
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Heated Oxygen (HO2) sensor voltage is 1.2 V or more for 2.5 seconds or more.
P0138
The response rate for heated oxygen sensor voltage to change from 0.5 V (rich) to 0.2 V
P013A (lean) is slow for 2 seconds or more.
Heated oxygen
The response rate for heated oxygen sensor voltage to change from 300 mV (lean) to 500 sensor circuit
P013B mV (rich) is slow for 4 seconds or more. Heated oxygen
Gas leak from
Heated oxygen sensor voltage is slow in dropping to 0.5 V or less for 4 seconds or more.
P013E exhaust system
Heated oxygen sensor voltage is slow in increasing to 0.3V or more for 120 seconds.
P013F
One of the following conditions is met for 180 seconds or more (2 trip detection logic):
P0140 The minimum voltage of heated oxygen sensor does not drop below 0.15 V.
The maximum voltage of heated oxygen sensor does not exceed 0.55 V.
MONITOR DESCRIPTION
1. Abnormal Voltage Output of Heated Oxygen (HO2) Sensor (DTC P013B, P013F or P0140)
If the sensor is not functioning properly, the voltage output variation is small. For example, when the HO2 sensor voltage does not
decrease to less than 0.15 V and does not increase to more than 0.55 V, the ECM determines that the sensor voltage output is
abnormal and stores DTC P013B, P013F or P0140.
2. Open in Heated Oxygen (HO2) Sensor Circuit (DTC P0137)
During active air fuel ratio control, the ECM calculates the Oxygen Storage Capacity (OSC)* of the Three-Way Catalytic Converter
(TWC) by forcibly regulating the air fuel ratio to become rich or lean.
If the HO2 sensor has an open or short, or the voltage output of the sensor noticeably decreases, the OSC indicates an
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extraordinarily high value. Even if the ECM attempts to continue regulating the air fuel ratio to become rich or lean, the HO2 sensor
output does not change.
While performing active air fuel ratio control, when the target air fuel ratio is rich and the HO2 sensor voltage output is 0.03 V or
less (lean), the ECM interprets this as an abnormally low sensor output voltage and stores DTC P0137.
HINT:
*: The TWC has the capability to store oxygen. The OSC and the emission purification capacity of the TWC are mutually related.
The ECM determines whether the catalyst has deteriorated, based on the calculated OSC value .
3. Extremely High Output Voltage of Heated Oxygen (HO2) Sensor (DTC P0138)
The ECM continuously monitors the HO2 sensor output voltage while the engine is running.
DTC P0138 is stored if the HO2 sensor voltage output is more than 1.2 V.
4. Abnormal Voltage Output of Heated Oxygen (HO2) Sensor During Fuel-cut (DTC P013A or P013E)
The sensor output voltage drops to below 0.2 V (extremely lean status) immediately when the vehicle decelerates and fuel cut is
operating. If the voltage does not drop to below 0.5 V for 4 seconds or more, or voltage does not drop from 0.5 V to 0.2 V, the
ECM determines that the sensor response has deteriorated, illuminates the MIL and stores a DTC.
MONITOR STRATEGY
P0137: Secondary oxygen sensor - A lack of circuit continuity output range check
P0138: Secondary oxygen sensor - A lack of circuit continuity output range check
P013A: Secondary oxygen sensor - Response rate functional check
Related DTCs P013B: Secondary oxygen sensor - Response rate functional check
P013E: Secondary oxygen sensor - Response rate functional check
P013F: Secondary oxygen sensor - Response rate functional check
P0140: Secondary oxygen sensor - Output voltage rationality check
(Main)

Mass air flow meter
(Related)
Once per driving cycle: Active air fuel ratio control detection, heated oxygen sensor abnormal
Frequency of Operation voltage during fuel cut.
Continuous: Other
20 seconds: P0137 (Case 1)

40 seconds: P0137 (Case 2 and 3)
2.5 seconds: P0138
Duration 2 seconds: P013A
4 seconds: P013B, P013E
120 seconds: P013F
180 seconds: P0140

P0137 (Case 1)
Short term fuel trim 0.7 to 1.35
Intake air mass per second 10 g/sec
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P0137 (Case 2)
Continuous time of secondary oxygen sensor heating 30 seconds or more
Fuel shut-off Not experienced
P0137 (Case 3)
Continuous time of secondary oxygen sensor heating 30 seconds or more
Fuel shut-off Experienced
P0138
P013A

Integrated time of heated oxygen sensor heater operation 180 seconds or more
Engine speed when deceleration fuel cut starts 1000 rpm or higher
Heated oxygen sensor output voltage when fuel cut starts 0.55 V or more
Elapsed time for fuel cut 5 seconds or more
Engine coolant temperature when fuel cut starts 60°C (140°F) or higher
Estimated temperature of heated oxygen sensor element when fuel cut 500°C (932°F) or higher
P013B
Fuel cut Not active
P013E
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Engine speed when deceleration fuel cut starts 1000 rpm or higher
Heated oxygen sensor output voltage when fuel cut starts 0.55 V or more
Air fuel ratio enrichment compensation Not active
P013F
Engine speed when deceleration fuel cut finish 500 rpm or higher
Heated oxygen sensor output voltage when fuel cut finish Less than 0.15 V
Fuel cut Not active
P0140
P0030 (Air fuel ratio sensor - heater)

P0037, P0038 (Heated oxygen sensor - heater)
P0300, P0301, P0302, P0303, P0304 (Misfire)
Monitor runs whenever following DTCs not present
P2122, P2123, P2127, P2128 (Accelerator pedal position sensor (APPS)
circuit)
P2195, P2196 (Air fuel ratio sensor - output voltage)
Target commanded output voltage of heated oxygen

0.6 V or more
sensor
Intake air mass per second 10 g/sec or higher
Fuel system status Closed loop
All of the following conditions are experienced. A, B and C
A. Time of fuel cut in deceleration 5 seconds or more
B. Engine speed 1000 rpm or higher
C. Short term fuel trim 0.7 to 1.35
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P0137
Minimum output voltage caused by a lack of circuit continuity Less than 0.03 V
P0138
Maximum output voltage caused by a lack of circuit continuity 1.2 V or more
P013A
Response time from rich (0.5 V) to lean (0.2 V) if output voltage decrease from 0.55 V to 0.15 V 0.491 seconds or more
P013B
Response time from lean (0.3 V) to rich (0.5 V) if output voltage increase from 0.25 V to 0.55 V 4 seconds or more
P013E
Response time from fuel cut start to heated oxygen sensor output reaching 0.5 V 4 seconds or more
P013F
Response time from fuel cut start to heated oxygen sensor output reaching 0.3 V 120 seconds or more (32 msec. X 3750 count)
P0140
Either of the following condition is met: A or B
A. Maximum output voltage Less than 0.55 V
B. Minimum output voltage 0.15 V or more
MONITOR RESULT

6. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or higher.
CAUTION:
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d. Release the accelerator pedal to Decelerate until the vehicle speed decreases to less than 64 km/h (40 mph)
[D].
HINT:

HINT:

11. Input the DTC: P0137, P0138 P13A, P013B, P013E, P013F or P0140.
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

N/A Number of DTCs which do not fulfill DTC preconditions has reached ECU memory
limit
HINT:

13. If the test result is INCOMPLETE or N/A and no DTC is output, perform a universal trip and check for permanent DTCs
.
HINT:

WIRING DIAGRAM
HINT:
Malfunctioning areas can be identified by performing the Control the Injection Volume function provided in the Active Test. The
Control the Injection Volume function can help to determine whether the air fuel ratio sensor, heated oxygen sensor and other
potential trouble areas are malfunctioning.
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The following instructions describe how to conduct the Control the Injection Volume operation using the Techstream.

4. Warm up the engine at an engine speed of 2500 rpm for approximately 90 seconds.
5. Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume.
6. Perform the Active Test operation with the engine idling (press the RIGHT or LEFT button to change the fuel injection
volume).
7. Monitor the output voltages of the air fuel ratio and heated oxygen sensors (AFS Voltage B1S1 and O2S B1S2) displayed on
the Techstream.
HINT:
Change the fuel injection volume within the range of -12.5% to +12.5%. The injection volume can be changed in fine
gradations.
Each sensor reacts in accordance with increases and decreases in the fuel injection volume.
TECHSTREAM DISPLAY (SENSOR) INJECTION VOLUME STATUS VOLTAGE
AFS Voltage B1S1 +12.5% Rich Below 2.0 V

(Air fuel ratio) -12.5% Lean Higher than 2.4 V
O2S B1S2 +12.5% Rich Higher than 0.55 V

(Heated oxygen) -12.5% Lean Below 0.4 V
NOTICE:
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.
CASE AIR FUEL RATIO SENSOR OUTPUT VOLTAGE HEATED OXYGEN SENSOR OUTPUT VOLTAGE MAIN SUSPECTED
TROUBLE AREA
1 -
Air fuel
ratio
sensor
Air fuel
ratio
2 sensor
heater
Air fuel
ratio
sensor
circuit
Heated
oxygen
sensor
Heated
oxygen
3 sensor
heater
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Heated
oxygen
sensor
circuit
Fuel
injector
assembly
Fuel
pressure
Gas leak
from
4
exhaust
system
(air fuel
ratio
extremely
rich or
lean)
Following the Control the Injection Volume procedure enables technicians to check and graph the voltage outputs of both
the air fuel ratio and heated oxygen sensors.
To display the graph, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / AFS
Voltage B1S1 and O2S B1S2; and then press the graph button on the Data List view.
NOTICE:
Inspect the fuses for circuits related to this system before performing the following inspection procedure.
HINT:

Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame
data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or
stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the
malfunction occurred.
PROCEDURE
1. READ OUTPUT DTC (DTC P0137, P0138, P013A, P013B, P013E, P013F AND P0140)
(e) Read DTCs.

Result
RESULT PROCEED TO
P0137, P0138, P013A, P013B, P013E, P013F or P0140 is output A
P0137, P0138, P013A, P013B, P013E, P013F or P0140 and other DTCs are output B
HINT:
If any DTCs other than P0136, P0137, P0138 or P0139 are output, troubleshoot those DTCs first.
B GO TO DTC CHART
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A
2. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME)
(e) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume.
(f) Change the fuel injection volume using the Techstream, and monitoring the voltage output of heated oxygen sensors
displayed on the Techstream.
(g) Read the heated oxygen (HO2) sensor output voltage while idling.
HINT:
Change the fuel injection volume within the range of - 12.5% and +12.5%.
The heated oxygen sensor is displayed as O2S B1S2, on the Techstream.
The heated oxygen sensor has a maximum output delay of approximately 20 seconds.
If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be
malfunctioning.
Standard:
The heated oxygen (HO2) sensor output voltage alternates between more than 0.55 V and less than 0.4 V.
NG CHECK FOR EXHAUST GAS LEAK
OK
3. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME)
(f) Change the fuel injection volume using the Techstream and monitor the voltage output of the air fuel ratio and
heated oxygen sensors displayed on the Techstream.
HINT:
Change the fuel injection volume within the range of -12% and +12%. The injection volume can be changed in fine
gradations within the range.
The air fuel ratio sensor is displayed as AFS Voltage B1S1, and the heated oxygen sensor is displayed as O2S B1S2, on the
Techstream.
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.
malfunctioning.
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Result
TECHSTREAM DISPLAY (SENSOR) VOLTAGE VARIATION PROCEED TO
Alternates between more and less than 2.2 V OK
AFS Voltage B1S1 (A/F) Remains at more than 2.2 V NG
Remains at less than 2.2 V NG
HINT:
A normal heated oxygen sensor voltage (O2S B1S2) reacts in accordance with increases and decreases in fuel injection volumes.
When the air fuel ratio sensor voltage remains at either less or more than 2.2 V despite the heated oxygen sensor indicating a
normal reaction, the air fuel ratio sensor is malfunctioning.
CHECK ENGINE TO DETERMINE CAUSE OF EXTREMELY RICH OR

OK LEAN ACTUAL AIR FUEL RATIO (FUEL INJECTOR, FUEL SYSTEM,
INTAKE SYSTEM, ETC.)
4. CHECK FOR EXHAUST GAS LEAK
(a) Inspect for exhaust gas leaks from the exhaust manifold sub-assembly and exhaust pipes.
OK:
No gas leakage.
REPAIR OR REPLACE EXHAUST GAS LEAK POINT

NG
OK
5. INSPECT HEATED OXYGEN SENSOR (HEATER RESISTANCE)
(a) Inspect the heated oxygen sensor .
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OK
6. CHECK HARNESS AND CONNECTOR (HEATED OXYGEN SENSOR - ECM)
A36-6 (HT1B) - C13-1 (HT1B) Always Below 1 Ω
A34-21 (OX1B) - C13-3 (OX1B) Always Below 1 Ω
A36-6 (HT1B) or C13-1 (HT1B) - Body ground Always 10 kΩ or higher
A34-21 (OX1B) or C13-3 (OX1B) - Body ground Always 10 kΩ or higher
REPAIR OR REPLACE HARNESS OR CONNECTOR

NG
OK
7. REPLACE HEATED OXYGEN SENSOR
(a) Replace the heated oxygen sensor .
NEXT
8. CHECK WHETHER DTC OUTPUT RECURS (P0137, P0138, P013A, P013B, P013E, P013F OR P0140)
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(i) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern.
(k) Input the DTC: P0137, P0138, P013A, P013B, P013E, P013F or P0140.
(l) Check the DTC judgment result.

Result
RESULT PROCEED TO
ABNORMAL (DTC P0137, P0138, P013A, P013B, P013E, P013F or P0140 is output) B
B REPLACE AIR FUEL RATIO SENSOR
END
A
9. REPLACE HEATED OXYGEN SENSOR
(a) Replace the heated oxygen sensor .
NEXT
10. CHECK WHETHER DTC OUTPUT RECURS (P0137, P0138, P013A, P013B, P013E, P013F OR P0140)

(k) Input the DTC: P0137, P0138, P013A, P013B, P013E, P013F or P0140.
(l) Check the DTC judgment result.

Result
RESULT PROCEED TO
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ABNORMAL (DTC P0137, P0138, P013A, P013B, P013E, P013F or P0140 is output) B
B REPLACE HEATED OXYGEN SENSOR
END
A
Model Year: 2013 Model: FR-S Doc ID: RM000000WC30M6X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0171,P0172,P1170,P117B: System Too Lean (Bank 1) (2013 FR-S)
DTC P0171 System Too Lean (Bank 1)
DTC P0172 System Too Rich (Bank 1)
DTC P1170 Port Injector Fuel Performance
DTC P117B Direct Injector Fuel Performance
DESCRIPTION
The fuel trim is related to the feedback compensation value, not to the basic injection time. The fuel trim consists of both the short-
term and the long-term fuel trim.
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The short-term fuel trim is fuel compensation that is used to constantly maintain the air fuel ratio at stoichiometric levels. The
signal from the air fuel ratio sensor indicates whether the air fuel ratio is rich or lean compared to the stoichiometric ratio. This
triggers a reduction in the fuel injection volume if the air fuel ratio is rich and an increase in the fuel injection volume if it is lean.
Factors such as individual engine differences, wear over time and changes in operating environment cause short-term fuel trim to
vary from the ideal theoretical value. The long-term fuel trim controls overall fuel compensation. The long-term fuel trim
compensates for long term deviations of the fuel trim from the ideal theoretical value. These long term deviations result from the
corrections made by the short-term fuel trim.
If both the short-term fuel and long-term fuel trim are lean or rich beyond predetermined values, it is interpreted as a malfunction,
the ECM illuminates the MIL and sets a DTC.

NO.
Intake system
Fuel injector assembly
Mass air flow meter
Engine coolant
temperature sensor
With warm engine and stable air fuel ratio feedback, fuel trim considerably in error Fuel pressure
P0171 to lean side. Gas leaks from exhaust
(2 trip detection logic) system
Open or short in air fuel
ratio sensor circuit
PCV valve and hose
PCV hose connections
ECM
Wire harness or
connector
Mass air flow meter

Engine coolant
temperature sensor
With warm engine and stable air fuel ratio feedback, fuel trim considerably in error Ignition system
P0172 to rich side. Fuel pressure
(2 trip detection logic) Gas leaks from exhaust
system
Open or short in air fuel
ratio sensor circuit
ECM
Wire harness or
connector

Although a DTC is stored for a rich or lean condition, the amount of fuel trim during
P1170 direct injection is normal for 9 seconds.
Fuel pressure
ECM

Although a DTC is stored for a rich or lean condition, the amount of fuel trim during
P117B port injection is normal for 9 seconds.
Fuel pressure
ECM
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HINT:
When DTC P0171 is set, the actual air-fuel ratio is on the lean side. When DTC P0172 is set, the actual air-fuel ratio is on the
rich side.
If the vehicle runs out of fuel, the air-fuel ratio is lean and DTC P0171 may be set. The MIL is then illuminated.
When DTC P1170 or P117B is output , it may not be possible to precisely determine whether the port injection or the direct
injection is malfunctioning, depending on the conditions. In this case, perform an Active Test (control the injection way) to
determine which injection system is malfunctioning.
MONITOR DESCRIPTION
Under closed loop fuel control, fuel injection volumes that deviate from those estimated by the ECM cause changes in the long-term
fuel trim compensation value. The long-term fuel trim is adjusted when there are persistent deviations in the short-term fuel trim
values. Deviations from the ECM's estimated fuel injection volumes also affect the average fuel trim learning value, which is a
combination of the average short-term fuel trim (fuel feedback compensation value) and the average long-term fuel trim (learning
value of the air fuel ratio). If the average fuel trim learning value exceeds the malfunction threshold, the ECM interprets this as a
malfunction in the fuel system and sets a DTC.
MONITOR STRATEGY
P0171: Fuel system main feedback control functional check (System too lean)
P0172: Fuel system main feedback control functional check (System too rich)
Related DTCs
P1170: Fuel system main feedback control functional check (Direct injection fail)
P117B: Fuel system main feedback control functional check (Port injection fail)
Required Sensors/Components (Main) Fuel system

Required Sensors/Components (Related) Mass air flow meter
9 seconds X 3 times: P0171 and P0172

Duration
9 seconds: P1170 and P117B
2 driving cycles: P0171 and P0172

MIL Operation
Immediately: P1170 and P117B

All

P0102, P0103 (Mass air flow (MAF) sensor)
P0300, P0301, P0302, P0303, P0304 (Misfire)
P0458, P0459 (Solenoid valve for purge control)
P0461, P0462, P0463 (Fuel level sensor (FL))
Monitor runs whenever following DTCs not present
P2122, P2123, P2127, P2128 (Accelerator pedal position sensor (APPS) circuit)
P2195, P2196 (Air fuel ratio sensor - output voltage)
P0171
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Intake air mass per revolution More than 0.12 g/rev (varies with engine speed)
Change of intake air mass during 1/2 engine rev. 0.02 g/rev or less
Oil attenuation Not determined
P0172
Intake air mass per revolution More than 0.12 g/rev (varies with engine speed)
Change of intake air mass during 1/2 engine rev. 0.02 g/rev or less
Oil attenuation Not determined
Integrated time of canister purge after engine start 20 seconds or more
P1170
Enable condition to detect malfunction in P0171 or P0172 Satisfied
P0171 or P0172 malfunction Detected
Direct injection ratio 100%
P117B
Enable condition to detect malfunction in P0171 or P0172 Satisfied
P0171 or P0172 malfunction Detected
Port injection ratio 100%

P0171
Diagnostic value [Air fuel ratio sensor short term fuel trim + air fuel ratio sensor long term 30% or higher (varies with intake
fuel trim + (measured lambda - target lambda)] air mass per second)
P0172
Diagnostic value [Air fuel ratio sensor short term fuel trim + air fuel ratio sensor long term Less than -30% (varies with intake
fuel trim + (measured lambda - target lambda)] air mass per second)
P1170, P117B
Diagnostic value [Air fuel ratio sensor short term fuel trim + air fuel ratio sensor long term fuel trim + Less than 15% or higher
(measured lambda - target lambda)] than -15%
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HINT:
CAUTION:

HINT:

11. Input the DTC: P0171, P0172, P1170 or P117B.
DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

INCOMPLETE

limit
HINT:

.
HINT:

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HINT:
Malfunctioning areas can be identified by performing the Control the Injection Volume for A/F Sensor function provided in the
Active Test. The Control the Injection Volume for A/F Sensor function can help to determine whether the air fuel ratio sensor,
heated oxygen sensor and other potential trouble areas are malfunctioning.
The following instructions describe how to conduct the Control the Injection Volume for A/F Sensor operation using the
Techstream.

5. Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F Sensor / Gas AF Control /
AFS Voltage B1S1 and O2S B1S2.
volume).
the Techstream.
HINT:
Change the fuel injection volume within the range of -12.5% to +12.5%.


NOTICE:
CASE AIR FUEL RATIO SENSOR (SENSOR 1) OUTPUT HEATED OXYGEN SENSOR (SENSOR 2) OUTPUT MAIN SUSPECTED
VOLTAGE VOLTAGE TROUBLE AREA
1 -
Air fuel
ratio
sensor
Air fuel
ratio
2 sensor
heater
Air fuel
ratio
sensor
circuit
Heated
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oxygen
sensor
Heated
oxygen
3 sensor
heater
Heated
oxygen
sensor
circuit
Fuel
injector
assembly
Fuel
pressure
Gas leak
from
4
exhaust
system
(Air fuel
ratio
extremely
rich or
lean)
Following the Control the Injection Volume for A/F Sensor procedure enables technicians to check and graph the voltage
outputs of both the air fuel ratio and heated oxygen sensors.
To display the graph, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F
Sensor / Gas AF Control / AFS Voltage B1S1 and O2S B1S2; and then press the graph button on the Data List view.
HINT:

data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle
was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as
other data recorded at the time of a malfunction.
A low air fuel ratio sensor voltage could be caused by a rich air fuel mixture. Check for conditions that would cause the
engine to run rich.
A high air fuel ratio sensor voltage could be caused by a lean air fuel mixture. Check for conditions that would cause the
engine to run lean.
PROCEDURE
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P0171, P0172, P1170 AND/OR P117B)
(e) Read the DTCs.

Result:
RESULT PROCEED TO
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P0171, P0172, P1170 or P117B A
P0171, P0172, P1170 and/or P117B and other DTCs B
HINT:
If any DTCs other than P0171, P0172, P1170 or P117B are output, troubleshoot those DTCs first.
B GO TO DTC CHART
2. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME FOR A/F SENSOR)
(c) Turn Techstream on.
(d) Warm up the engine and run the engine at an engine speed of 2500 rpm for approximately 90 seconds.
(e) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F Sensor / AFS
Voltage B1S1 and O2S B1S2.
(f) Perform the Control the Injection Volume for A/F Sensor operation with the engine in an idling.
(g) Monitor the output voltages of the A/F and HO2 sensors (AFS Voltage B1S1 and O2S B1S2) displayed on the
Techstream.
HINT:
Change the fuel injection volume within the range of -12.5% to 12.5%.
malfunctioning.
AFS Voltage B1S1 12.5% Rich Less than 2.0 V

(A/F) -12.5% Lean More than 2.4 V
O2S B1S2 12.5% Rich More than 0.55 V

(HO2) -12.5% Lean Less than 0.4 V
Result:
STATUS STATUS A/F CONDITION AND SUSPECTED TROUBLE AREA PROCEED TO

AFS VOLTAGE B1S1 O2S B1S2 A/F SENSOR CONDITION
Lean/Rich Lean/Rich Normal - A
Ventilation valve and hose

Ventilation hose connections
Injector for port injection
Gas leakage from exhaust system
Lean Lean Actual air-fuel ratio lean A
Air induction system
Fuel pressure
Mass Air Flow (MAF) meter
Engine Coolant Temperature (ECT) sensor
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Ignition system
Rich Rich Actual air-fuel ratio rich Fuel pressure A
Mass air flow (MAF) meter
Engine coolant temperature (ECT) sensor
Lean Lean/Rich A/F sensor malfunction Air fuel ratio sensor B
Rich Lean/Rich A/F sensor malfunction Air fuel ratio sensor B
Lean: During the Control the Injection Volume for A/F Sensor Active Test, the air fuel ratio sensor output voltage (AFS Voltage) is
consistently higher than 2.4 V, and the heated oxygen sensor output voltage (O2S) is consistently below 0.4 V.
Rich: During the Control the Injection Volume for A/F Sensor Active Test, the AFS Voltage is consistently below 2.0 V, and the O2S
is consistently higher than 0.55 V.
Lean/Rich: During the Control the Injection Volume for A/F Sensor Active Test, the output voltage of the heated oxygen sensor
alternates correctly.
HINT:
Refer to "Data List / Active Test" [AFS Voltage B1S1 and O2S B1S2] .
B INSPECT AIR FUEL RATIO SENSOR
3. CHECK FREEZE FRAME DATA
(a) Check freeze frame data, and understand the status of vehicles when abnormalities occur.
HINT:
The 5 separate sets of freeze frame data can be used to check the engine status before and after storing of the DTC.
Use freeze frame data to check if the engine was idling or running.
FREEZE FRAME DATA
Engine Speed Fuel System Status #1 O2S B1S2
Calculate Load Short FT #1 Evap Purge Flow
Vehicle Speed Long FT #1 Shift Position Sig from ECT
MAF AFS Voltage B1S1 Coolant Temp
NEXT
4. CHECK VEHICLE CONDITION
HINT:
When checking trouble during abnormal status, use the following procedure.
(a) Remove the EFI (+B) fuse, wait 60 seconds or more, and connect the fuse.
HINT:
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Clear the ECM feedback learning value.
After clearing the DTC, initial diagnosis of the electronically controlled throttle is performed. Accordingly, engine start after
clearing DTC takes place 10 seconds or more after turning the ignition switch ON.
(d) Turn Techstream on.
(f) Increase or decrease injection quantities by 1 step.
HINT:
This operation stops feedback compensation and feedback learning, enabling checking of trouble.
(g) Start the engine.
(h) Refer to the running state freeze frame data, reproduce the conditions in which the abnormality occurred, and check
the trouble.
Result:
RESULT PROCEED TO
Trouble can be confirmed. A
Trouble cannot be confirmed. B
B READ VALUE USING TECHSTREAM (SHORT FT #1 AND LONG FT #1)

(a) Specify the location of the trouble from the following, then conduct inspections and replacements.
NOTICE:
If only the check light is lit, and it is not possible to specify the location of the trouble, then go to step 3.
TROUBLE SYMPTOM CAUSE TROUBLESHOOTING DIAGNOSTIC NOTE

AREA
Rough
idling
Deviation in
Mass air Pausing at
characteristic of the Refer to . -
flow meter start-up
mass air flow meter
MIL lights
up only.
Very long
unattended idle
time
Long running
distance
Refer to for port
Long-term usage of
Fuel injector assembly injection.
MIL lights up only. regular gasoline
blockage Refer to for direct
injection. From the vehicle usage
conditions above, there may
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be a blockage in the fuel
injector assembly.
During driving, the MIL lights
up often.
Fuel injector
assembly Problem with oil-
(for port tightness results in
injection or a rich side
direct abnormality
injection) If a high
Engine concentration of HC
stalls when within the intake
the vehicle Refer to for port manifold after the
Problem with oil-
stops injection. engine stopped,
tightness in fuel
(restart is Refer to for direct this results in a rich
injector assembly
possible). injection. side abnormality.
MIL lights From scorching on
up only. the spark plug,
there may be a fuel
system
abnormality.
DTC P0088 may
have been stored.
Fuel pump
assembly
malfunction
Low
Refer to for fuel
pressure
pump control circuit (low
Engine stall side fuel
Fuel pump pressure side).
Poor pressure -
assembly Refer to for fuel
acceleration abnormality
pressure (low pressure
Low
side).
pressure
side fuel
system
blockage
Air sucked in from the

Check intake manifold gasket
intake manifold -
inspection.
gasket.
Rough Damage to
Start the engine, and in idle condition If air is being drawn into the
Intake idling intake
block off individual hoses connected hose, the fuel compensation
system MIL lights system
to the intake manifold, and check quantity (total of feedback
up only. hoses
that the fuel compensation quantity compensated value and
Continuous
(total of feedback compensated value feedback learning value) is
the purge
and feedback learning value) large, and this drops with a
VSV stuck
decreases. racing condition.
on
Air fuel Air fuel ratio sensor Air fuel ratio sensor system
Rough idling Refer to .
ratio sensor malfunction DTC may be stored.
(b) After the trouble area is repaired, Check that the trouble symptom is resolved.
Result
RESULT PROCEED TO
Trouble symptom resolved A
Trouble symptom not resolved B
B READ VALUE USING TECHSTREAM (SHORT FT #1 AND LONG FT #1)
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A
6. CLEAR DTC
NEXT
7. READ VALUE USING TECHSTREAM (SHORT FT #1 AND LONG FT #1)
(d) Start the engine.
(e) Enter the following menus: Powertrain / Engine / Data List / Short #1, Long FT #1.
(f) Read the value Short #1 and Long FT #1.

Result:

Short FT #1 + Long FT #1 Vehicle condition when the malfunction occurs (Idling or driving) -20% to +20%
HINT:
If the trouble occurs during high speed driving, it is possible to take measurements at medium or low speeds by matching the
intake air volume to that at the time of the trouble by shifting down.
NG READ VALUE USING TECHSTREAM (SHORT FT #1 AND LONG FT #1)
OK
(a) Check the diagnostic table and freeze frame data again, and if there is no abnormality, finish operations.
HINT:
In the event of running out of gas, the fuel compensation quantity will increase by +35% or more, and if this continues for 2
trips, this is a lean abnormality, and P0171 may be stored.
Repeated short trips (a short time between the ignition switch ON and turning it off or short distance driving) result in
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gasoline vaporizing at subsequent engine warm-up, and P0172 as a result of increased blow-by gas may be stored.
END
NEXT
(d) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Way / Port.
(e) Read the value Short FT #1 and Long FT #1.

Standard:
Short FT #1 + Long FT #1 Idling -20% to +20%
(f) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Way / Direct.
(g) Read the value Short FT #1 and Long FT #1.

Standard:
Short FT #1 + Long FT #1 Idling -20% to +20%
Result:
CONTROL THE INJECTION WAY PROCEED TO
PORT DIRECT
OK OK A
OK NG B
NG OK C
NG NG D
B READ VALUE USING TECHSTREAM (FUEL PRESS)
C INSPECT FUEL INJECTOR ASSEMBLY (FOR PORT INJECTION)
D CHECK EMISSION CONTROL SYSTEM
(a) Check the diagnostic table and freeze frame data again, and if there is no abnormality, finish operations.
HINT:
In the event of running out of gas, the fuel compensation quantity will increase by +35% or more, and if this continues for 2
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trips, this is a lean abnormality, and P0171 may be stored.
Repeated short trips (a short time between turning the ignition switch ON and turning it off or short distance driving) result in
gasoline vaporizing at subsequent engine warm-up, and P0172 as a result of increased blow-by gas may be stored.
END
NEXT
11. CHECK EMISSION CONTROL SYSTEM
(a) Check emission control system .
REPAIR OR REPLACE EMISSION CONTROL SYSTEM

NG
OK

OK:
No leaks in intake system.

NG
OK
(a) Inspect the engine coolant temperature sensor .
NG REPLACE ENGINE COOLANT TEMPERATURE SENSOR
OK
(e) Enter the following menus: Powertrain / Engine / Data List / MAF.
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(f) Read MAF with the engine speed at 3000 rpm.
Standard:
MAF Engine speed at 3000 rpm 8 to 13 g/s
CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER

NG CONNECTOR CONNECTION)
OK
15. CHECK IGNITION SYSTEM
(a) Check the ignition system .
REPAIR OR REPLACE IGNITION SYSTEM

NG
OK

OK:
No gas leaks.
Result:
RESULT PROCEED TO
Abnormal A
Normal B

B
CONNECTOR CONNECTION)
REPAIR OR REPLACE EXHAUST SYSTEM

A
OK
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NG
OK

NEXT
(e) Enter the following menus: Powertrain / Engine / Data List / Short FT #1, Long FT #1.

Standard:
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Short FT #1 + Long FT #1 Idling or racing -20% to +20%
HINT:
NG CHECK FUEL PRESSURE (LOW PRESSURE SIDE)
END
OK

B
REPAIR OR REPLACE FUEL SYSTEM (LOW PRESSURE SIDE)

A
(e) Enter the following menus: Powertrain / Engine / Data List / Fuel Press.

Standard:
Fuel Press Idling 3000 to 5000 kPa (30.6 to 50.9 kgf/cm 2 , 436 to 725 psi)
HINT:
The A/C switch and all accessory switches should be off, and the shift lever should be in the N, P or neutral position, and the
engine should be fully warmed up.
If the result is other than the standard value, there may be a fuel system (high pressure side) abnormality.
REPAIR OR REPLACE FUEL SYSTEM (HIGH PRESSURE SIDE)

NG
OK
23. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION WAY)
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(d) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Way / Direct.
(e) Read the value Fuel Press Target Value, Short FT #1 and Long FT #1.
Standard:
TECHSTREAM DISPLAY CONDITION PROCEED TO
FUEL PRESSURE TARGET VALUE SHORT FT #1 + LONG FT #1
3 to 5 MPa (30.6 to 50.9 kgf/cm 2 , 436 to 725 psi) - A
5 MPa (50.9 kgf/cm 2 , 725 psi) or more +20% or more B
5 MPa (50.9 kgf/cm 2 , 725 psi) or more -20% or less Idling C
3 MPa (30.6 kgf/cm 2 , 436 psi) or less +20% or more C
3 MPa (30.6 kgf/cm 2 , 436 psi) or less -20% or less D
HINT:
B READ VALUE USING TECHSTREAM (FUEL PRESS)
C REPLACE FUEL PRESSURE SENSOR
D REPLACE FUEL INJECTOR ASSEMBLY (FOR DIRECT INJECTION)
24. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION WAY)
(e) Read the value Fuel Press Target Value, Short FT #1 and Long FT #1.
Standard:
TECHSTREAM DISPLAY CONDITION PROCEED TO
FUEL PRESSURE TARGET VALUE SHORT FT #1 + LONG FT #1
3 to 5 MPa (30.6 to 50.9 kgf/cm 2 , 436 to 725 psi) -25% or less

A
3 to 5 MPa (30.6 to 50.9 kgf/cm 2 , 436 to 725 psi) +30% or more Idling
5 MPa (50.9 kgf/cm 2 , 725 psi) or more -25% to 25% B
HINT:
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A REPLACE ECM

Standard:
Fuel Press Engine running → Ignition switch OFF → Ignition switch ON Fuel Press value decrease moderately.
HINT:
After approximately 10 minutes, fuel pressure reaches 0 kPa.
Depending on the vehicle condition, after turning the ignition switch to ON, fuel pressure may rise moderately.
Result:
RESULT PROCEED TO
Fuel pressure rises or drops moderately. A
Fuel pressure drops immediately after turning the ignition switch off. B
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B REPLACE FUEL PUMP ASSEMBLY (FOR HIGH PRESSURE)
A REPLACE FUEL INJECTOR ASSEMBLY (FOR DIRECT INJECTION)
26. INSPECT FUEL INJECTOR ASSEMBLY (FOR PORT INJECTION)
(a) Inspect the fuel injector assembly (for port injection) .
NG REPLACE FUEL INJECTOR ASSEMBLY (FOR PORT INJECTION)
OK REPLACE ECM
27. CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER CONNECTOR CONNECTION)
(a) Check the connection and terminal contact pressure of connectors and wire harness between the mass air flow
meter and ECM .
HINT:
NEXT
28. CLEAR DTC

NEXT
(e) Enter the following menus: Powertrain / Engine / Data List / Short FT #1, Long FT #1

Standard:
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Short FT #1 + Long FT #1 Vehicle condition when the malfunction occurs (Idling or driving) -20% to +20%
NG CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - ECM)
END
OK
A33-22 (VG) - C16-5 (VG) Always Below 1 Ω
A33-22 (VG) or C16-5 (VG) - Body ground Always 10 kΩ or higher
A33-29 (E2G) or C16-4 (E2G) - Body ground Always 10 kΩ or higher

NG
OK
HINT:
If the result of the inspection performed in step 8 indicated no problem, proceed to the next step without replacing the mass
air flow meter.
NEXT
32. CLEAR DTC
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NEXT
(e) Enter the following menus: Powertrain / Engine / Data List / Short FT #1, Long FT #1.

Standard:
Short FT #1 + Long FT #1 Idling or racing -20% to +20%
HINT:
NG REPLACE ECM
END
OK
Model Year: 2013 Model: FR-S Doc ID: RM000000XH502XX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0191-P0193: Fuel Rail Pressure Sensor Circuit Range /
DTC P0191 Fuel Rail Pressure Sensor Circuit Range / Performance
DTC P0192 Fuel Rail Pressure Sensor Circuit Low Input
DTC P0193 Fuel Rail Pressure Sensor Circuit High Input
DESCRIPTION
The fuel pressure sensor is installed on the delivery pipe. The sensor changes fuel pressure to an electrical
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signal and sends the signal to the ECM. Then the ECM controls the pump discharge using this feedback to
maintain the fuel's target pressure. If the sensor output stops, the ECM will stop the high pressure side
fuel pump and supply fuel using the low pressure side fuel pump.

NO.
One of the following conditions is met (2 trip detection logic): Open or short
in fuel
Fuel pressure is 1.9 MPa or more 5 hours after ignition
pressure
switch turned off.
P0191 sensor circuit
Fuel pressure is 1.84 MPa or less for 10 seconds or more
Fuel pressure
with engine running when 5 hours or more elapsed after
sensor
ignition switch turned off.
ECM
Short in fuel
pressure
Fuel pressure sensor voltage is too low for 2.5 seconds or more. sensor circuit
P0192
(1 trip detection logic) Fuel pressure
sensor
ECM
Open in fuel
pressure
Fuel pressure sensor voltage is too high for 2.5 seconds or more. sensor circuit
P0193
(1 trip detection logic) Fuel pressure
sensor
ECM
HINT:
After confirming DTC P0192 or P0193, use the Techstream to confirm the fuel pressure in the delivery
pipe by entering the following menus: Powertrain / Engine / Data List / Fuel Press.
FUEL PRESSURE (KPA) MALFUNCTION
Approximately 0 PR, E1 circuit short
Approximately 26000 PR, VC circuit short
MONITOR DESCRIPTION
These DTCs are set if the fuel pressure sensor output voltage is out of the standard range. The DTCs
stand for an open or short malfunction of the sensor circuit.
If these DTCs are set, the ECM enters fail-safe mode and limits the engine power. Fail-safe mode
continues until the ignition switch is turned off.
MONITOR STRATEGY
P0191: Fuel pressure sensor rationality check
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Related DTCs P0192: Fuel pressure sensor output range check (Low voltage)
P0193: Fuel pressure sensor output range check (High voltage)
Required Sensors/Components (Main) Fuel Pressure Sensor
-
(Related)
Once per driving cycle: P0191

Frequency of Operation
Continuous: P0192, P0193
0.1 seconds: P0191 (Stuck high monitor)

Duration 10 seconds: P0191 (Stuck low monitor)
2.5 seconds: P0192, P0193

MIL Operation
Immediately: P0192, P0193

All
P0191 (Stuck High Monitor)
Elapsed time after ignition switch ON 0.1 seconds or more
High pressure fuel pump Off
P0191 (Stuck Low Monitor)

Target fuel pressure 4 MPa (40.8 kgf/cm 2 , 581 psi) or higher
Vehicle speed 30 km/h (18.6 mph) or more
Direct injection Active
High pressure fuel pump Off

P0191 (Stuck High Monitor)
Fuel pressure sensor value Higher than 1.9 MPa (19.4 kgf/cm 2 , 276 psi)
P0191 (Stuck Low Monitor)
Fuel pressure sensor value Less than 1.84 MPa (18.7 kgf/cm 2 , 267 psi)
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P0192
Fuel rail pressure sensor voltage [Fuel pressure] Less than 0.208 V [0 MPa (0 kgf/cm 2 , 0 psi)]
P0193
Fuel rail pressure sensor voltage [Fuel More than 4.78 V [26.75 MPa (273 kgf/cm 2 , 3880
pressure] psi)]

Fuel rail pressure sensor voltage [Fuel 0.306 to 4.639 V [0.00 to 25.87 MPa (0 to 263.8 kgf/cm 2 , 0
pressure] to 3752 psi)]

P0191
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higher.
between 2500 and 3000 rpm for 40 seconds or more.
8. Drive the vehicle at 30 km/h (18.75 mph) or more for 1 minute or more [A].
CAUTION:
laws.
9. Turn the ignition switch off and leave vehicle for 5 hours or more [B].
higher.
13. Drive the vehicle at 30 km/h (18.75 mph) or more for 1 minute or more [C].
CAUTION:
laws.
HINT:

DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

HINT:
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P0192, P0193

higher.
CAUTION:
laws.

HINT:

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DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
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HINT:
PROCEDURE
(d) Enter the following menus: Powertrain / Engine / Data List / Fuel Press.
(e) Read the values.

Result:
FUEL PRESSURE (KPA) PROCEED TO
26000 or more
A
Approximately 0
3000 to 5000* B
HINT:
*: The value must change when the engine is moving or stationary.
2. INSPECT FUEL PRESSURE SENSOR (FUEL PRESSURE SENSOR POWER SOURCE)
(a) Disconnect the fuel pressure sensor connector.
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Standard Voltage:
C10-1 (VC) - Body ground Ignition switch ON 4.5 to 5.5 V

*a
(to Fuel Pressure Sensor)
CHECK HARNESS AND CONNECTOR (ECM -

NG FUEL PRESSURE SENSOR)
OK
3. INSPECT ECM (PR VOLTAGE)

(a) Start the engine.
Standard Voltage:
A34-9 (PR) - A36-29 (E1) Idling with warm engine 1.0 to 1.7 V

*a
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(ECM)
HINT:
The fuel pressure in the delivery pipe is 3 to 5 MPa.

NG FUEL PRESSURE SENSOR)
OK REPLACE ECM
4. CHECK HARNESS AND CONNECTOR (ECM - FUEL PRESSURE SENSOR)
(a) Disconnect the ECM connectors.
(b) Disconnect the fuel pressure sensor connector.
A34-9 (PR) - C10-3 (PR) Always Below 1 Ω
A34-9 (PR) or C10-3 (PR) - body ground Always 10 kΩ or higher
A34-29 (E1) or C10-2 (E2) - body ground Always 10 kΩ or higher

CONNECTOR (ECM - FUEL PRESSURE
NG SENSOR)
OK REPLACE FUEL PRESSURE SENSOR
5. CHECK HARNESS AND CONNECTOR (ECM - FUEL PRESSURE SENSOR)
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A36-19 (VC) or C10-1 (VC) - Body ground Always 10 kΩ or higher

CONNECTOR (ECM - FUEL PRESSURE
NG SENSOR)
OK REPLACE ECM
Model Year: 2013 Model: FR-S Doc ID: RM000000PFB0PRX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0196-P0198: Engine Oil Temperature Sensor
(Range/Performance) (2013 FR-S)
DTC P0196 Engine Oil Temperature Sensor (Range/Performance)
DTC P0197 Engine Oil Temperature Sensor Low
DTC P0198 Engine Oil Temperature Sensor High
DESCRIPTION
The resistance of the thermistor within the oil temperature sensor changes in accordance with variations in
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the oil temperature. The method for connecting the oil temperature sensor and the ECM is the same as for
the intake air temperature sensor.
HINT:
If any DTC is stored, the ECM enters fail-safe mode. During operation of fail-safe mode, the ECM sets
the engine oil temperature determined value at 70°C (158°F). Operation of fail-safe mode continues
until the ECM restores normal operation.

NO.
Despite estimated engine oil temperature is higher than 45°C (113°F),

P0196 engine oil temperature sensor value is lower than 45°C (113°F).
Engine oil
Engine oil temperature sensor voltage is less than 0.203 V for 0.5
temperature
sensor
ECM
Engine oil temperature sensor voltage is more than 4.698 V for 0.5
MONITOR DESCRIPTION
P0196
When a cold engine start is performed and then the engine is warmed up, if the Engine oil temperature
sensor value is less than specified value, it is determined that a malfunction has occurred. If this is
detected in 2 consecutive driving cycles, the ECM interprets this as a malfunction in the engine oil
temperature sensor and stores a DTC.
P0197, P0198
The ECM monitors the sensor voltage and uses this value to calculate the engine oil temperature. When
the sensor output voltage deviates from the normal operating range, the ECM interprets this as a
malfunction in the engine oil temperature sensor circuit and stores a DTC.
MONITOR STRATEGY
P0196: Engine oil temperature sensor functional check
P0197: Engine oil temperature sensor functional check (Low
Related DTCs voltage)
P0198: Engine oil temperature sensor functional check (High
voltage)
Required Sensors/Components (Main) Engine oil temperature sensor
-
(Related)

250 to 550 seconds: P0196

Duration
0.5 seconds: P0197, P0198
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Immediately: P0196
MIL Operation
2 driving cycles: P0197, P0198

P0196
P0112, P0113 (Intake air temperature

(IAT) sensor)
P0117, P0118, P0125 (Engine coolant
temperature (ECT) sensor)
P0122, P0123, P0222, P0223 (Throttle
position sensor)
P0197, P0198 (Engine oil temperature
(EOT) sensor)
P2101, P2102 (Throttle actuator control
Monitor runs whenever following DTCs not stored
motor)
P2109 (Throttle position sensor minimum
stop)
P2122, P2123, P2127, P2128
(Accelerator pedal position sensor
(APPS) circuit)
P2135 (Throttle position sensor (TPS)
correlation)
P2138 (Accelerator pedal position sensor
(APPS) correlation)

Diagnostic value (n) [Diagnostic value (n-1) + 64 + 3.0 1732125 - (39285 X Lowest engine oil
(varies with lowest engine oil temperature and vehicle speed)] coolant after engine start)
P0197, P0198

P0196
Actual engine oil temperature Less than 45°C (113°F)
P0197
Engine oil temperature sensor voltage [Engine oil temperature] Less than 0.203 V [165.54°C (330°F)]
P0198
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Engine oil temperature sensor voltage [Engine oil temperature] More than 4.698 V [-46.24°C (-51.2°F)]

Engine oil temperature sensor voltage [Engine oil 0.210 to 4.688 V [163.70 to -43.85 °C (326.7 to
temperature] -46.9°F)]

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6. Start the engine and warm it up until the engine oil temperature reaches 75°C (167°F) or
higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

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HINT:

WIRING DIAGRAM
HINT:
When the DTC is output, check the engine oil temperature using the Techstream. Enter the
following menus: Powertrain / Engine / Data List / Engine Oil Temperature. If the Engine Oil
Temperature value is lower than the actual engine oil temperature, the engine oil temperature
sensor circuit may be malfunctioning. In this case, check the wire harnesses and connectors (and
those connections) between the ECM and the engine oil temperature sensor first.
PROCEDURE
1. READ VALUE USING TECHSTREAM (ENGINE OIL TEMPERATURE)
(d) Enter the following menus: Powertrain / Engine / Data List / Engine Oil Temperature.
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Result
RESULT PROCEED TO
-40°C (-40°F) A
215°C (419°F) B
Between 75 and 100°C (167 and 212°F) C
HINT:

If there is a short circuit, the Techstream indicates higher than 215°C (419°F).
READ VALUE USING TECHSTREAM (ENGINE

B OIL TEMPERATURE)
C CHECK INTERMITTENT PROBLEMS

(a) Disconnect the Engine oil temperature sensor
connector.
(b) Connect terminals 1 and 2 of the Engine oil temperature sensor connector on the wire
harness side.
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(f) Enter the following menus: Powertrain / Engine / Data List / Engine Oil Temperature.

Standard value:
215°C (419°F)
*1 Engine oil temperature sensor
*2 ECM

*a
(to Engine oil temperature sensor)

NG ENGINE OIL TEMPERATURE SENSOR)
REPLACE ENGINE OIL TEMPERATURE

OK SENSOR
3. CHECK HARNESS AND CONNECTOR (ECM - ENGINE OIL TEMPERATURE SENSOR)
A36-20 (OT) - C21-2 (OT) Always Below 1 Ω
REPAIR OR REPLACE HARNESS AND

NG CONNECTOR
OK REPLACE ECM
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(a) Disconnect the Engine oil temperature sensor
connector.
(e) Enter the following menus: Powertrain / Engine / Data List / Engine Oil Temperature.

Standard Value:
-40°C (-40°F)
*1 Engine oil temperature sensor
*2 ECM

NG ENGINE OIL TEMPERATURE SENSOR)
REPLACE ENGINE OIL TEMPERATURE

OK SENSOR
5. CHECK HARNESS AND CONNECTOR (ECM - ENGINE OIL TEMPERATURE SENSOR)
A36-20 (OT) or C21-2 (OT) - Body ground Always 10 kΩ or higher
REPAIR OR REPLACE HARNESS AND

NG CONNECTOR
OK REPLACE ECM
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Model Year: 2013 Model: FR-S Doc ID: RM000001O9K02AX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0201-P0204: Injector Circuit / Open - (Cylinder 1) (2013
FR-S)
DTC P0201 Injector Circuit / Open - (Cylinder 1)
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DESCRIPTION
The D-4S system has two injection systems. One is the in-cylinder direct injection system that directly
injects pressurized fuel into the combustion chamber. The other is the intake port injection system. The
ECM determines the percentage of in-cylinder direct injection to the intake port injection systems in
accordance with the engine speed and load.

NO.

injector (for port
injection) circuit
Received diagnostic information (open circuit detected / GND (No. 1 cylinder)
short / +B short or overheating) from the fuel injector IC INJ fuse
P0201
continuously 10 times or more (No. 1 cylinder). Fuel injector
(1 trip detection logic) assembly (for port
injection) (No. 1
cylinder)
ECM

injector (for port
injection) circuit
P0202
injection) (No. 2
cylinder)
ECM
injector (for port
injection) circuit
P0203
injection) (No. 3
cylinder)
ECM

injector (for port
injection) circuit
P0204
injection) (No. 4
cylinder)
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ECM
MONITOR DESCRIPTION
The ECM monitors the injection control of the port injector. If a malfunction is detected in the port injector
circuit, the ECM cancels the injection control for the corresponding cylinder and turns on the MIL.
MONITOR STRATEGY
P0201: Fuel injector circuit continuity (Cylinder 1)
Related DTCs
Required sensors/Components (Main) Fuel injector assembly (for port injection) (cylinder 1 to 4)
Required sensors/Components (Sub) None

Injection time 0.001 seconds or more

Fuel cut Not active

Signal of malfunction from fuel injector IC On
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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

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HINT:

HINT:

WIRING DIAGRAM
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HINT:
If DTC P0201 is output, check the No. 1 fuel injector assembly (for port injection) (No. 1 cylinder)
circuit.
circuit.
circuit.
circuit.
PROCEDURE
1. CHECK ANY OTHER DTCS OUTPUT

(e) Read the DTCs.

Result:
RESULT PROCEED TO
P0201, P0202, P0203 and P0204 are output A
P0201, P0202, P0203 or P0204 is output B
P0201, P0202, P0203 or P0204 and other DTCs are output C
B INSPECT RELAY (EFI MAIN1)
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C GO TO DTC CHART
2. CHECK FUEL INJECTOR ASSEMBLY (POWER SOURCE VOLTAGE)
(a) Disconnect the fuel injector assembly (for port

injection) connector.
Standard Voltage:


*a
*b No. 1 cylinder
*c No. 2 cylinder
*d No. 3 cylinder
*e No. 4 cylinder
OK
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CHECK HARNESS AND CONNECTOR (ECM - FUEL INJECTOR ASSEMBLY (FOR PORT
3.
INJECTION))
(b) Disconnect the fuel injector assembly (for port injection) connector.
A36-12 (#10) - C8-2 Always Below 1 Ω
A36-22 (#20) - C30-2 Always Below 1 Ω
A36-32 (#30) - C9-2 Always Below 1 Ω
A36-13 (#40) - C31-2 Always Below 1 Ω
A36-12 (#10) or C8-2 - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
(a) Inspect the fuel injector assembly (for port injection) .

NG PORT INJECTION)
OK REPLACE ECM
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NG
OK
CHECK HARNESS AND CONNECTOR (EFI MAIN1 RELAY - FUEL INJECTOR

6.
ASSEMBLY)
(a) Disconnect the fuel injector assembly (for port injection) connector.


NG CONNECTOR
OK GO TO ECM POWER SOURCE CIRCUIT
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Model Year: 2013 Model: FR-S Doc ID: RM000000T8X0C9X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0230: Fuel Pump Primary Circuit (2013 FR-S)
DTC P0230 Fuel Pump Primary Circuit
DESCRIPTION
When a malfunction in the fuel pump control circuit (low pressure side) is detected, DTC P0230 is stored.
The fuel pump control circuit (low pressure side) consists of the ECM, fuel pump assembly and fuel pump
control ECU (which operates the fuel pump assembly). Based on the engine output, the ECM determines
the fuel pump speed. The speed is then converted to a duty signal and sent to the fuel pump control ECU.
Based on the signal sent from the ECM, the fuel pump control ECU adjusts the fuel pump assembly
operation speed among 3 settings. The fuel pump control ECU also has a self-diagnosis function. Based on
the fuel pump control circuit (low pressure side) condition, the fuel pump control ECU outputs a diagnostic
signal to the ECM, and the ECM determines if there is a malfunction in the fuel pump control circuit (low
pressure side).
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NO.
Open or short in fuel pump control circuit

(low pressure side)
Open or short in fuel pump circuit for 2.5
C/OPEN relay
Fuel pump assembly
Fuel pump control ECU
ECM
MONITOR DESCRIPTION
To monitor the fuel pump control circuit (low pressure side), the ECM checks the fuel pump control signal
(FPC) and diagnostic signal (DI). The FPC voltage varies between approximately 0 V and approximately 12
V (duty signal). Based on the condition of the fuel pump control ECU malfunction, the DI voltage varies
between approximately 0 V and approximately 12 V. The ECM then compares the variation of the FPC
voltage and DI voltage, and determines if the fuel pump control circuit (low pressure side) is
malfunctioning. When the ECM determines that the fuel pump control circuit (low pressure side) is
malfunctioning, a DTC is stored immediately.
MONITOR STRATEGY
Related DTCs P0230: Fuel pump control circuit continuity
Required sensors/Components (Main) Fuel pump control ECU
Required sensors/Components (Related) -
MIL operation 2 driving cycles


Fuel level 15% or more
After engine starting 180 seconds or more
Fuel pump control On

Fuel control ECU output diagnostic signal Low
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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal
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ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
Refer to Fuel Pump Control Circuit .
This troubleshooting procedure is based on the premise that the engine is started. If the engine is not
started, proceed to Problem Symptoms Table .
NOTICE:
procedure.
PROCEDURE
1. INSPECT TERMINAL VOLTAGE (+B OF FUEL PUMP CONTROL ECU)
(a) Disconnect the fuel pump control ECU connector.
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Standard Voltage:
G12-1 (+B) - Body ground Ignition switch ON 11 to 14 V

*a
(to Fuel Pump Control ECU)
NG INSPECT RELAY (C/OPEN)
OK
2. CHECK HARNESS AND CONNECTOR (FUEL PUMP CONTROL ECU - BODY GROUND)
G12-4 (E) - Body ground Always Below 1 Ω

NG CONNECTOR
OK
3. CHECK HARNESS AND CONNECTOR (ECM - FUEL PUMP CONTROL ECU)
(b) Disconnect the fuel pump control ECU connector.
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A35-10 (DI) - G12-3 (DI) Always Below 1 Ω
A35-10 (DI) or G12-3 (DI) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
4. INSPECT FUEL PUMP ASSEMBLY
(a) Inspect the fuel pump assembly .
CHECK HARNESS AND CONNECTOR (FUEL

NG PUMP CONTROL ECU - FUEL PUMP
ASSEMBLY)
OK
5. REPLACE FUEL PUMP CONTROL ECU
(a) Replace the fuel pump control ECU .
NEXT
6. CONFIRM WHETHER DTC OUTPUT RECURS
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(d) Crank the engine for 15 seconds.
(e) Idle the engine for 1 minute.
(f) Enter the following menus: Powertrain / Engine / DTC.
(g) Read the DTCs.

Result
RESULT PROCEED TO
No DTC output A
DTC P0230 output B
B REPLACE ECM
END
A
CHECK HARNESS AND CONNECTOR (FUEL PUMP CONTROL ECU - FUEL PUMP
7.
ASSEMBLY)
(b) Disconnect the fuel pump assembly connectors.
G12-5 (FP-) - G7-4 (FP-) Always Below 1 Ω
G12-6 (FP+) - G7-3 (FP+) Always Below 1 Ω
G12-5 (FP-) or G7-4 (FP-) - Body ground Always 10 kΩ or higher
G12-6 (FP+) or G7-3 (FP+) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK REPLACE FUEL PUMP ASSEMBLY
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8. INSPECT RELAY (C/OPEN)
(a) Inspect the C/OPEN relay .
REPLACE RELAY (C/OPEN)

NG
OK
9. INSPECT RELAY (C/OPEN RELAY OPERATION)
(a) Check the relay operation sound when the ignition switch is turned to ON.
Result:
ITEM CONDITION STANDARD
C/OPEN RELAY Ignition switch OFF → Ignition switch ON Operation sound is heard.

NG CONNECTOR
OK
10. CHECK HARNESS AND CONNECTOR (C/OPEN RELAY - FUEL PUMP CONTROL ECU)
(a) Remove the C/OPEN relay from the engine room relay block assembly.
(b) Disconnect the fuel pump control ECU connector.
C/OPEN relay terminal 3 - G12-1 Always Below 1 Ω
C/OPEN relay terminal 1 - Body ground Always Below 1 Ω
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C/OPEN relay terminal 3 or G12-1 - Body ground Always 10 kΩ or higher

NG CONNECTOR

Model Year: 2013 Model: FR-S Doc ID: RM000000XH30QQX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0300-P0304: Random / Multiple Cylinder Misfire Detected
(2013 FR-S)
DTC P0300 Random / Multiple Cylinder Misfire Detected
DTC P0301 Cylinder 1 Misfire Detected
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DESCRIPTION
When the engine misfires, high concentrations of hydrocarbons (HC) enter the exhaust gas. Extremely
high hydrocarbon concentration levels can cause an increase in exhaust emission levels. Extremely high
concentrations of hydrocarbons can also cause increases in the three-way catalytic converter temperature,
which may cause damage to the three-way catalytic converter. To prevent this increase in emissions and
to limit the possibility of thermal damage, the ECM monitors the misfire count. When the temperature of
the three-way catalytic converter reaches the point of thermal degradation, the ECM blinks the MIL. To
monitor misfires, the ECM uses both the VVT sensor and the crankshaft position sensor. The VVT sensor is
used to identify any misfiring cylinders and the crankshaft position sensor is used to measure variations in
the crankshaft rotation speed. Misfires are counted when the crankshaft rotation speed variations exceed
predetermined thresholds. If the misfire count exceeds the threshold levels, and could cause emission
control system performance deterioration, the ECM illuminates the MIL and stores a DTC.
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NO.
Simultaneous misfiring of several cylinders occurs and one of the

following conditions is met (2 trip detection logic):
A misfire occurs that may damage the three-way

P0300
catalytic converter (MIL blinks).
Open or short in
An emission deterioration misfire occurs (MIL
engine wire
illuminates).
harness
Connector
Misfiring of the No. 1 cylinder occurs and one of the following
connection
conditions is met (2 trip detection logic):
Vacuum hose
A misfire occurs that may damage the three-way connections
P0301
catalytic converter (MIL blinks). Ignition system
An emission deterioration misfire occurs (MIL Fuel injector
illuminates). assembly (for port
injection)
Misfiring of the No. 2 cylinder occurs and one of the following Fuel injector
conditions is met (2 trip detection logic): assembly (for
direct injection)
P0302 Fuel pressure (low
pressure side)
Fuel pressure (high
illuminates).
pressure side)
Mass air flow meter
Misfiring of the No. 3 cylinder occurs and one of the following
Engine coolant
conditions is met (2 trip detection logic):
temperature sensor
A misfire occurs that may damage the three-way Compression
P0303
catalytic converter (MIL blinks). pressure
An emission deterioration misfire occurs (MIL Valve timing
illuminates). PCV valve and hose
PCV hose
Misfiring of the No. 4 cylinder occurs and one of the following connections
conditions is met (2 trip detection logic): Intake system
ECM
P0304
illuminates).
When DTCs for misfiring cylinders are randomly stored, but DTC P0300 is not stored, it indicates that
misfires have been detected in different cylinders at different times. DTC P0300 is only stored when
several misfiring cylinders are detected at the same time.
MONITOR DESCRIPTION
The ECM illuminates the MIL and stores a DTC when either one of the following conditions, which could
cause emission deterioration, is detected (2 trip detection logic).
Within the first 1000 crankshaft revolutions after the engine starts, an excessive number of
misfires (approximately 20 to 50 misfires per 1000 crankshaft revolutions) occurs once.
An excessive number of misfires (approximately 20 to 50 misfires per 1000 crankshaft
revolutions) occurs a total of 4 times.
The ECM flashes the MIL and stores a DTC when either one of the following conditions, which could cause
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damage to the three-way catalytic converter, is detected (2 trip detection logic).
At a high engine speed, a sufficient amount of misfires to damage the catalyst occurring within
200 crankshaft revolutions is detected once.
At a normal engine speed, a sufficient amount of misfires to damage the catalyst occurring
within 200 crankshaft revolutions is detected 3 times.
MONITOR STRATEGY
P0300: Multiple cylinder misfire
P0301: Cylinder 1 misfire (crankshaft speed fluctuation)
Related DTCs P0302: Cylinder 2 misfire (crankshaft speed fluctuation)

VVT sensor

Required Sensors/Components (Related) Intake air temperature sensor
Mass air flow meter
1000 crankshaft revolutions (Emissions-related misfire)

Duration
200 crankshaft revolutions (Catalyst-damaging misfire)
2 driving cycles: Emission-related misfire

MIL Operation
MIL flashes immediately: Catalyst-damaging misfire

P0011, P0021 (VVT intake method (A) with mid-
position start)
P0030, P0031, P0032 (Air fuel ratio sensor - heater)
P0068, P0107, P0108 (Manifold absolute pressure
(MAP) sensor)
P0111, P0112, P0113 (Intake air temperature (IAT)
sensor)
P0117, P0118, P0125 (Engine coolant temperature
(ECT) sensor)
P0131, P0132 (Air fuel ratio sensor - ECM input
voltage)
P0134, P2195, P2196 (Air fuel ratio sensor - output
voltage)
P0171, P0172 (Fuel system main feedback control)
Monitor runs whenever following DTCs not P0335, P0336 (Crankshaft position sensor)
stored P0340, P0345 (Camshaft position sensor - intake with
VVT)
P0365, P0390 (Camshaft position sensor - exhaust with
VVT)
P0458, P0459 (Solenoid valve for purge control)
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P0851, P0852 (Neutral position switch)
P2122, P2123, P2127, P2128 (Accelerator pedal
position sensor (APPS) circuit)
P2138 (Accelerator pedal position sensor (APPS)
correlation)
Change of manifold absolute pressure (MAP)

Less than 13.3 kPa (100 mmHg)
during 1/2 engine rev.
Throttle position change during 16 ms Less than 16.8%
Fuel cut Not active
VSC or A/T torque control Not active
EVAP system monitoring Not active
Battery voltage 8 V or higher
21.7 kPa (163 mmHg) or more (A/T) (varies with

engine speed)
MAP
20.9 kPa (157 mmHg) or more (M/T) (varies with
engine speed)

Monitor Period of Emission-related Misfire
Misfire percentage in 1000 rev. 1.9% or more
Monitor Period of Catalyst-damaging Misfire (MIL Blinks)
Misfire percentage in 200 rev. 5% or more (varies with engine speed)
MONITOR RESULT

4. Record the DTC(s) and freeze frame data.
5. Clear DTCs (even if no DTCs are stored, perform the Clear DTC procedure) .
6. Using the Techstream, switch the ECM from normal mode to check mode .
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7. Read the misfire counts of each cylinder, Cylinder #1 Misfire Count to Cylinder #4 Misfire
Count, with the engine idling. If any misfire count is displayed, skip the following confirmation
driving pattern.
8. Drive the vehicle so that the vehicle conditions displayed in Engine Speed and Calculate Load of
the Data List are the same as the freeze frame data. Perform this step several times.
HINT:
In order to store misfire DTCs, it is necessary to operate the vehicle for the period of time
shown in the table below, confirm the Misfire RPM and Misfire Load in the Data List.
ENGINE SPEED DURATION
Idling 8.0 minutes or more
1000 4.5 minutes or more
9. Check whether misfires have occurred by checking DTCs and freeze frame data.
HINT:
Do not turn the ignition switch off until the output DTC(s) and freeze frame data have been
recorded. When the ECM returns to normal mode (default), the stored DTC(s), freeze frame
data and other data are cleared.
10. Record the DTC(s), freeze frame data and misfire counts.
12. Clear DTCs (even if no DTCs are stored, perform the Clear DTC procedure) .
HINT:
If any DTCs other than misfire DTCs are output, troubleshoot those DTCs first.
If the misfire does not recur when the vehicle is brought to the workshop, reproduce the conditions
stored in the ECM as freeze frame data.
If the misfire still cannot be reproduced even though the conditions stored in the ECM as freeze
frame data have been reproduced, one of the following factors is considered to be a possible cause
of the problem:
a. There was insufficient fuel in the tank.

b. Improper fuel was used.
c. The spark plugs have been contaminated.
d. The problem requires further diagnosis.
After finishing repairs, check the misfire counts of the cylinders (Cylinder #1 Misfire Count to
Cylinder #4 Misfire Count).
Be sure to confirm that no misfiring cylinder DTCs are stored again by conducting the confirmation
driving pattern after finishing repairs.
When one of Short FT #1 or Long FT #1 in the freeze frame data is outside the range of +/-15%,
the air fuel ratio may be rich (-15% or less) or lean (+15% or more).
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When Coolant Temp in the freeze frame data is below 75°C (167°F), the misfires have occurred
only while warming up the engine.
An extremely imbalanced drive wheel which causes body vibration may cause misfire DTCs to be
stored.
NOTICE:
procedure.
PROCEDURE
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO MISFIRE DTCS)
(e) Read DTCs.

Result
RESULT PROCEED TO
DTC P0300, P0301, P0302, P0303 and/or P0304 are output A
DTC P0300, P0301, P0302, P0303 and/or P0304 and other DTCs are output B
HINT:
If any DTCs other than P0300, P0301, P0302, P0303 and P0304 are output, troubleshoot those DTCs
first.
B GO TO DTC CHART

OK:
PCV valve and hose are correctly connected and are not damaged.

NG
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OK
3. READ VALUE USING TECHSTREAM (PORT INJECTION)
(d) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Way /
Port.
(e) Start the engine and allow the engine to idle.
(f) Read the Cylinder #1 Misfire Count to Cylinder #4 Misfire Count or DTCs displayed on the
Techstream.
Result
MISFIRE COUNT PROCEED TO
Most misfires occur in only 1 or 2 cylinders A
3 cylinders or more have equal misfire counts A
There are no misfire counts B
READ VALUE USING TECHSTREAM (CYLINDER

B MISFIRE COUNT)
A
4. READ VALUE USING TECHSTREAM (DIRECT INJECTION)
Direct.
Techstream.
Result
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MISFIRE COUNT PROCEED
TO
PORT DIRECT
Most misfires occur in only 1 or 2 cylinders Most misfires occur in only 1 or 2 cylinders A
3 cylinders or more have equal misfire 3 cylinders or more have equal misfire
B
counts counts
Most misfires occur in only 1 or 2 cylinders There are no misfire counts C
3 cylinders or more have equal misfire

There are no misfire counts D
counts
B CHECK INTAKE SYSTEM

C PORT INJECTION)
CHECK FUEL PRESSURE (LOW PRESSURE

D SIDE)
(a) Inspect the spark plug of the misfiring cylinder .

NG REPLACE SPARK PLUG
OK
6. CHECK FOR SPARK (SPARK TEST)
HINT:
NEXT
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7. CHECK CYLINDER COMPRESSION PRESSURE

NG LOW COMPRESSION
OK REPLACE ECM

OK:

NG
OK
9. READ VALUE USING TECHSTREAM (COOLANT TEMP)

(e) Read the Coolant Temp twice, when the engine is both cold and warmed up.
Standard:
With cold engine
Same as ambient air temperature.
With warm engine
Between 75 and 100°C (167 and 212°F)

NG SENSOR
OK
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(e) Enter the following menus: Powertrain / Engine / Data List / MAF, Coolant Temp and Engine
Speed.
(f) Allow the engine to idle until Coolant Temp reaches 75°C (167°F) or higher.
(g) Read MAF with the engine speed at 3000 rpm.

Standard:
Between 13.0 gm/sec and 14.0 gm/sec (shift lever: N, A/C: Off).

CONNECTION)
OK

Result
RESULT PROCEED TO
ABNORMAL A
NORMAL B
CHECK HARNESS AND CONNECTOR (MASS AIR

B FLOW METER CONNECTOR CONNECTION)
A ADJUST VALVE TIMING
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NG INSPECT FUEL PUMP ASSEMBLY

OK PORT INJECTION)
NG REPLACE FUEL PUMP ASSEMBLY
OK GO TO FUEL INJECTOR CIRCUIT
14. READ VALUE USING TECHSTREAM (CYLINDER MISFIRE COUNT)
Direct.
Techstream.
Result
PORT DIRECT
There are no misfire counts There are misfire counts A
There are no misfire counts There are no misfire counts B
READ VALUE USING TECHSTREAM (CYLINDER

B MISFIRE COUNT)

A DIRECT INJECTION)
15. READ VALUE USING TECHSTREAM (CYLINDER MISFIRE COUNT)
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(b) Start the engine and turn the Techstream on.
(c) Clear DTCs ( ).
(d) Enter the following menus: Powertrain / Engine / Data List / Misfire RPM, Misfire Load,
Cylinder #1 to #4 Misfire Count and Injection Way.
(e) Monitor all of the misfire count values or DTCs and Injection Way displayed on the
Techstream.
Result
MISFIRE COUNTS INJECTION WAY PROCEED TO
There are no misfire counts - A
Most misfires occur in only 1 or 2 cylinders Either B
3 cylinders or more have equal misfire counts Either C
There are misfire counts Direct D
B INSPECT SPARK PLUG
C CHECK INTAKE SYSTEM

D DIRECT INJECTION)

(a) Inspect the spark plug of the misfiring cylinder .
OK
17. CHECK FOR SPARK (SPARK TEST)
HINT:
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NEXT

NG LOW COMPRESSION
OK REPLACE ECM

OK:

NG
OK
Standard:
With cold engine
With warm engine

NG
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SENSOR
OK
(e) Enter the following menus: Powertrain / Engine / Data List / MAF, Coolant Temp and Engine
Speed.

Standard:

CONNECTION)
OK
OK
CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER CONNECTOR

23.
CONNECTION)
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(a) Check the connection and terminal contact pressure of connectors and wire harnesses
between the mass air flow meter and ECM .
HINT:
NEXT
24. CHECK WHETHER DTC OUTPUT RECURS
(i) Warm up the engine.
(j) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving
Pattern.
(k) Enter the following menus: Powertrain / Engine / Utility / All Readiness.
(l) Input the DTC: P0300, P0301, P0302, P0303 or P0304.
(m) Check the DTC judgment result.

Result
RESULT PROCEED TO
ABNORMAL
A
(P0300, P0301, P0302, P0303 or P0304 output)
NORMAL
B
(No DTC output)
END
B
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A33-12 (THA) - C16-1 (THA) Always Below 1 Ω
A33-12 (THA) or C16-1 (THA) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
HINT:
If the results of the inspections performed in steps 15 and 20 indicated no problem, proceed to the
next step without replacing the mass air flow meter.
NEXT
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Pattern.
(l) Input the DTC: P0300, P0301, P0302, P0303 or P0304.

Result
RESULT PROCEED TO
NORMAL
A
(No DTC output)
ABNORMAL
B
(P0300, P0301, P0302, P0303 or P0304 output)
B REPLACE ECM
END
A
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000SVT0NQX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0327,P0328,P0332,P0333: Knock Sensor 1 Circuit Low
Input (Bank 1 or Single Sensor) (2013 FR-S)
DTC P0327 Knock Sensor 1 Circuit Low Input (Bank 1 or Single Sensor)
DTC P0328 Knock Sensor 1 Circuit High Input (Bank 1 or Single Sensor)
DTC P0332 Knock Sensor 2 Circuit Low Input (Bank 2)
DTC P0333 Knock Sensor 2 Circuit High Input (Bank 2)
cardiagn.com
DESCRIPTION
A flat-type knock sensor (non-resonant type) has a structure that can detect vibrations between
approximately 5 kHz and 15 kHz.
Knock sensor is fitted onto the engine block to detect engine knocking.
The knock sensor contains a piezoelectric element which generates a voltage when it becomes deformed.
The voltage is generated when the engine block vibrates due to knocking. Any occurrence of engine
knocking can be suppressed by delaying the ignition timing.

NO.
Knock sensor voltage is less than 0.154 V for 1 second

P0327 or more (bank 1). Open or short in knock sensor
(1 trip detection logic) circuit (bank 1)
Knock sensor voltage is more than 4.838 V for 1 Knock sensor (bank 1)
P0328 second or more (bank 1). ECM
Knock sensor voltage is less than 0.154 V for 1 second

P0332 or more (bank 2). Open or short in knock sensor
(1 trip detection logic) circuit (bank 2)
Knock sensor voltage is more than 4.838 V for 1 Knock sensor (bank 2)
P0333 second or more (bank 2). ECM
HINT:
When DTC P0327, P0328, P332 or P0333 is stored, the ECM enters fail-safe mode. During fail-safe
mode, the ignition timing is delayed to its maximum retardation. Fail-safe mode continues until the
ignition switch is turned off.
MONITOR DESCRIPTION
If the output voltage transmitted by the knock sensor remains low or high for more than 1 second, the
ECM interprets this as a malfunction in the sensor circuit and the ECM illuminates the MIL and sets a DTC.
MONITOR STRATEGY
P0327: Knock sensor range check (Low voltage) (Bank 1)
P0328: Knock sensor range check (High voltage) (Bank 1)
Related DTCs
P0332: Knock sensor range check (Low voltage) (Bank 2)
P0333: Knock sensor range check (High voltage) (Bank 2)
Required Sensors/Components (Main) Knock sensor
Duration 1 second
cardiagn.com

P0327, P0332
Knock sensor voltage Less than 0.154 V
P0328, P0333
Knock sensor voltage More than 4.838 V

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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

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HINT:

WIRING DIAGRAM
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HINT:
If DTC P0327 or P0332 is displayed, check the knock sensor circuit for the right bank (bank 1).
If DTC P0328 or P0333 is displayed, check the knock sensor circuit for the left bank (bank 2).
PROCEDURE
1. CHECK TERMINAL VOLTAGE (+B OF KNOCK SENSOR)

(a) Disconnect the knock sensor connector.
Standard Voltage:
C36-1 - C36-2 Ignition switch ON 2.4 to 2.6 V
C34-1 - C34-2 Ignition switch ON 2.4 to 2.6 V
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*a
(to Knock Sensor)
*b Bank 1
*c Bank 2

NG KNOCK SENSOR)
OK
2. INSPECT KNOCK SENSOR
(a) Inspect the knock sensor .
NG REPLACE KNOCK SENSOR
OK

Pattern.
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(l) Input the DTC: P0327, P0328, P0332, or P0333.

Result
RESULT PROCEED TO
NORMAL
A
(No DTC output)
ABNORMAL
B
(P0327, P0328, P0332, or P0333 output)
B REPLACE ECM
4. CHECK HARNESS AND CONNECTOR (ECM - KNOCK SENSOR)
(a) Disconnect the knock sensor connector.
A34-28 (KNK1) - C36-2 Always Below 1 Ω
A34-17 (KNK2) - C34-2 Always Below 1 Ω

A36-29 (E1) - C36-1 Always Below 1 Ω
A36-29 (E1) - C34-1 Always Below 1 Ω
A34-28 (KNK1) or C36-2 - Body ground Always 10 kΩ or higher
A34-17 (KNK2) or C34-2 - Body ground Always 10 kΩ or higher
A36-29 (E1) or C36-1 - Body ground Always 10 kΩ or higher
A36-29 (E1) or C34-1 - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
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Pattern.
(l) Input the DTC: P0327, P0328, P0332 or P0333.

Result
RESULT PROCEED TO
NORMAL
A
(No DTC output)
ABNORMAL
B
(P0327, P0328, P0332, or P0333 output)
B REPLACE ECM
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000TCW0R7X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0335,P0336: Crankshaft Position Sensor "A" Circuit (2013
FR-S)
DTC P0335 Crankshaft Position Sensor "A" Circuit
DTC P0336 Crankshaft Position Sensor Range / Performance
DESCRIPTION
The crankshaft position sensor system consists of a No. 1 crankshaft position sensor plate and
Magnetoresistive Element (MRE) type sensor. The crankshaft angle sensor plate is installed on the
crankshaft. The crankshaft position sensor generates 30 signals per crankshaft revolution. The ECM uses
the camshaft position signal to distinguish between the cylinders, and uses the crankshaft position signal
to detect the crankshaft position and engine speed.
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NO.
Open or short in crankshaft

position sensor circuit
No crankshaft position sensor signal is sent to the ECM
P0335 while cranking for 3 seconds or more.
Crankshaft angle sensor plate
(crankshaft sub-assembly)
ECM

Crankshaft position sensor signal is not 30 counts per 1
Crankshaft angle sensor plate
P0336 revolution of crankshaft.
(crankshaft sub-assembly)
ECM
MONITOR DESCRIPTION
If there is no signal from the crankshaft position sensor despite the crankshaft revolving, the ECM
interprets this as a malfunction of the sensor and the ECM illuminates the MIL and sets a DTC.
MONITOR STRATEGY
P0335: Crankshaft position sensor circuit continuity
Related DTCs
P0336: Crankshaft position sensor rationality check
Required sensors/Components (Main) Crankshaft position sensor
Required sensors/Components (Related) VVT sensor
3 seconds: P0335
Duration
10 revolutions: P0336
Immediately: P335
MIL operation

P0335
Starter switch On
P0336

P0335 (Crankshaft position sensor)
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not present
P2122, P2123, P2127, P2128 (Accelerator pedal position
sensor (APPS) circuit)

P0335
Crankshaft position sensor signal No signal
P0336
Crankshaft position sensor signal during 1 revolution Not 30

HINT:
If the engine could not be started, crank engine for 10 seconds.

7. Idle the engine for 20 seconds or more.
HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal
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conditions

HINT:

HINT:

WIRING DIAGRAM
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HINT:
If no problem is found by this diagnostic troubleshooting procedure, check for problems by referring
to the engine mechanical section.
The engine speed can be checked by using the Techstream. To perform the check, follow the
procedures below:
a. Connect the Techstream to the DLC3.

b. Start the engine.
c. Turn the Techstream on.
d. Enter the following menus: Powertrain / Engine / Data List / Engine Speed.
The engine speed may be indicated as zero despite the engine running normally. This is
caused by a lack of NE signals from the crankshaft position sensor. Alternatively, the engine
speed may be indicated as lower than the actual engine speed if the crankshaft position
sensor output voltage is insufficient.
PROCEDURE
1. READ VALUE USING TECHSTREAM (ENGINE SPEED)
(d) Enter the following menus: Powertrain / Engine / Data List / Engine Speed.
(e) Start the engine.
(f) Read the values displayed on the Techstream while the engine is running.
OK:
Correct values are displayed.
Result
RESULT PROCEED TO
NG A
OK B
HINT:
To check the engine speed change, display the graph on the Techstream.
If the engine does not start, check the engine speed while cranking.
If the engine speed indicated on the Techstream remains zero (0), there may be an open or short in
the Crankshaft Position sensor circuit.
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A
2. INSPECT CRANKSHAFT POSITION SENSOR
(a) Inspect the crankshaft position sensor .
NG REPLACE CRANKSHAFT POSITION SENSOR
OK
3. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM)
(b) Disconnect the crankshaft position sensor connector.
C34-16 (NE+) - C33-1 (NE+) Always Below 1 Ω

C34-27 (NE-) - C33-2 (NE-) Always Below 1 Ω
C34-16 (NE+) or C33-1 (NE+) - Body ground Always 10 kΩ or higher
C34-27 (NE-) or C33-2 (NE-) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
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4. CHECK SENSOR INSTALLATION (CRANKSHAFT POSITION SENSOR)
(a) Check the crankshaft position sensor installation.

OK:
Sensor is installed correctly.
NG SECURELY REINSTALL SENSOR
OK
5. INSPECT CRANKSHAFT (TEETH OF SENSOR PLATE)
(a) Check the teeth of the No. 1 crankshaft position sensor plate.
OK:
Sensor plate does not have any cracks or deformation.
REPLACE NO. 1 CRANKSHAFT POSITION

NG SENSOR PLATE
OK
6. REPLACE CRANKSHAFT POSITION SENSOR
(a) Replace the crankshaft position sensor .
NEXT
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(f) Turn the ignition switch to ON and turn the tester on.
Pattern.
(j) Read DTCs.

Result
RESULT PROCEED TO
No DTC is output A
P0335 or P0336 is output B
HINT:
If the engine does not start, replace the ECM.
B REPLACE ECM
END
A
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000WBZ0JFX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0340,P0341,P0345,P0346: Camshaft Position Sensor
Circuit Malfunction (2013 FR-S)
DTC P0340 Camshaft Position Sensor Circuit Malfunction
Camshaft Position Sensor "A" Circuit Range / Performance (Bank 1 or

DTC P0341
Single Sensor)
DTC P0345 Camshaft Position Sensor "A" Circuit (Bank 2)
DTC P0346 Camshaft Position Sensor "A" Circuit Range / Performance (Bank 2)
cardiagn.com
DESCRIPTION
The intake camshaft VVT sensors consist of a magnet and MRE (Magnetic Resistive Element).
The VVT camshaft drive gear has a sensor plate with 3 teeth on its outer circumference. When the gear
rotates, changes occur in the air gaps between the sensor plate and MRE, which affects the magnetic field.
As a result, the resistance of the MRE material fluctuates. The VVT sensor converts the gear rotation data
to pulse signals, uses the pulse signals to determine the camshaft angle, and sends it to the ECM.
The crank angle sensor generates 30 signals for each engine rotation. Based on combination of the VVT
sensor signals and crankshaft position sensor signals, the ECM detects the crankshaft angle. Then the ECM
uses this data to control fuel injection time and injection timing. Also, based on the crankshaft position
sensor signal, the ECM detects the engine speed.

NO.

Open or short in VVT
logic):
sensor circuit (for intake
No VVT sensor for intake side signal input side of bank 1)
P0340 during crankshaft 1.5 rotations (bank 1). VVT sensor (for intake side
No VVT sensor for intake side signal is sent to of bank 1)
the ECM while cranking for 3 seconds or more Camshaft timing gear
(bank 1). assembly (bank 1)
Jumped tooth of timing
VVT sensor for intake side signal is not 3 during chain for intake camshaft
P0341 crankshaft 2 rotations (bank 1). (bank 1)

Open or short in VVT
logic):
sensor circuit (for intake
No VVT sensor for intake side signal input side of bank 2)
P0345 during crankshaft 1.5 rotations (bank 2). VVT sensor (for intake side
No VVT sensor for intake side signal is sent to of bank 2)
the ECM while cranking for 3 seconds or more Camshaft timing gear
(bank 2). assembly (bank 2)
Jumped tooth of timing
VVT sensor for intake side signal is not 3 during chain for intake camshaft
P0346 crankshaft 2 rotations (bank 2). (bank 2)
MONITOR DESCRIPTION
If no signal is transmitted by the VVT sensor despite the engine running, or the rotations of the camshaft
and the crankshaft are not synchronized, the ECM interprets this as a malfunction of the sensor.
MONITOR STRATEGY
P0340: Camshaft position sensor - Intake with VVT circuit continuity
(Bank 1)
P0341: Camshaft position sensor - Intake with VVT rationality check
(Bank 1)
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Related DTCs
P0345: Camshaft position sensor - Intake with VVT circuit continuity
(Bank 2)
P0346: Camshaft position sensor - Intake with VVT rationality check
(Bank 2)
VVT sensor (Bank 1 and 2)
(Main)
(Sub)
Once per driving cycle: P340, P0345 (First monitor)

Frequency of Operation Continuous: P340, P0345 (Second monitor)
3 seconds: P340, P0345 (First monitor)

Duration 7 revolutions: P340, P0345 (Second monitor)
2 revolutions: P341, P0346

All
P0340, P0345 (First monitor)
Starter On

P0341, P0346

P0340, P0345 (First monitor)
Intake VVT sensor signal No signal
P0340, P0345 (Second monitor)
Intake VVT sensor signal during 1.5 revolutions No signal
P0341, P0346
Intake VVT sensor signal during 2 revolutions Not 3
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higher.
CAUTION:
laws.

HINT:

DISPLAY
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NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
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HINT:
If DTC P0340 or P0341 is displayed, check the VVT sensor for intake side circuit for the right bank
(bank 1).
If DTC P0345 or P0346 is displayed, check the VVT sensor for intake side circuit for the left bank
(bank 2).

If no problem is found by this diagnostic troubleshooting procedure, troubleshoot the engine
mechanical system.
PROCEDURE
1. CHECK VVT SENSOR FOR INTAKE SIDE (SENSOR POWER SOURCE)

table below.
Standard Voltage:

CONDITION CONDITION
C12-1 (VV1-) - Body Ignition switch

11 to 14 V
ground ON
C26-1 (VV2-) - Body Ignition switch

11 to 14 V
ground ON
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*A Bank 1
*B Bank 2

*a
(to VVT Sensor for Intake Side)
OK
2. CHECK HARNESS AND CONNECTOR (VVT SENSOR FOR INTAKE SIDE - ECM)
(b) Disconnect the VVT sensor connector.
A34-26 (VV1+) - C12-2 (VV1+) Always Below 1 Ω
A34-34 (VCV) - C12-3 (VC) Always Below 1 Ω

A34-26 (VV1+) or C12-2 (VV1+) - Body ground Always 10 kΩ or higher
A34-34 (VCV) or C12-3 (VC) - Body ground Always 10 kΩ or higher

CONNECTOR (VVT SENSOR FOR INTAKE
NG SIDE - ECM)
OK
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3. CHECK SENSOR INSTALLATION (VVT SENSOR FOR INTAKE SIDE)
(a) Check the VVT sensor installation.

OK:
SECURELY REINSTALL VVT SENSOR FOR

NG INTAKE SIDE
OK
4. CHECK CAMSHAFT TIMING GEAR ASSEMBLY (TEETH OF PLATE)
(a) Check the teeth of the sensor plate.

OK:
Sensor plate teeth do not have any cracks or deformation.
NG ASSEMBLY
OK
OK
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6. REPLACE VVT SENSOR FOR INTAKE SIDE
(a) Replace the VVT sensor .
NEXT
CHECK WHETHER DTC OUTPUT RECURS (DTC P0340, P0341, P0345 AND/OR
7.
P0346)
(f) Start the engine.
(g) Turn the Techstream on
Pattern.

(j) Read the DTCs.
Result:
RESULT PROCEED TO
DTC is not output A
HINT:
B REPLACE ECM
END
A
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NG
OK
CHECK HARNESS AND CONNECTOR (VVT SENSOR FOR INTAKE SIDE - EFI MAIN1
9.
RELAY)
(a) Disconnect the VVT sensor for intake side connector.
EFI MAIN1 relay terminal 3 - C12-1 (VV1-) Always Below 1 Ω
EFI MAIN1 relay terminal 3 - C26-1 (VV2-) Always Below 1 Ω
EFI MAIN1 relay terminal 3 or C12-1 (VV1-) - Body ground Always 10 kΩ or higher
EFI MAIN1 relay terminal 3 or C26-1 (VV2-) - Body ground Always 10 kΩ or higher

CONNECTOR (VVT SENSOR FOR INTAKE
NG SIDE - ECM)
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000XH40PUX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0351-P0354: Ignition Coil "A" Primary / Secondary Circuit
(2013 FR-S)
DTC P0351 Ignition Coil "A" Primary / Secondary Circuit
DTC P0352 Ignition Coil "B" Primary / Secondary Circuit
DTC P0353 Ignition Coil "C" Primary / Secondary Circuit
DTC P0354 Ignition Coil "D" Primary / Secondary Circuit
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DESCRIPTION
A Direct Ignition System (DIS) is used on this vehicle.
The DIS is a 1-cylinder ignition system in which each cylinder is ignited by one ignition coil and one spark
plug is connected to the end of each secondary wiring. A powerful voltage, generated in the secondary
wiring, is applied directly to each spark plug. The spark current of the spark plugs passes from the ground
electrodes to the center electrode.
The ECM determines the ignition timing and transmits the ignition (IGT) signals to each cylinder. Using the
IGT signal, the ECM turns the power transistor inside the igniter on and off. The power transistor, in turn,
switches on and off the current to the primary coil. When the current to the primary coil is cut off, a
powerful voltage is generated in the secondary coil. This voltage is applied to the spark plugs, causing
them to spark inside the cylinders.
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NO.
Received diagnostic information (open circuit detected / GND short /

+B short or overheating) from the ignition coil driver IC for No. 1
P0351
ignition coil assembly continuously 10 times or more.
Ignition system
Received diagnostic information (open circuit detected / GND short / Open or short in
+B short or overheating) from the ignition coil driver IC for No. 2 IGT circuit (1 to
P0352
ignition coil assembly continuously 10 times or more. 4) between
(1 trip detection logic) ignition coil and
Received diagnostic information (open circuit detected / GND short / ECM
+B short or overheating) from the ignition coil driver IC for No. 3 Ignition coil (No.
P0353 1 to No. 4
(1 trip detection logic) cylinder)
ECM
Received diagnostic information (open circuit detected / GND short /
+B short or overheating) from the ignition coil driver IC for No. 4
P0354
MONITOR DESCRIPTION
If the ECM receives the malfunction signal from the ignition coil driver IC, it interprets this as a fault in the
igniter and stores a DTC.
MONITOR STRATEGY
P0351: Ignition Coil "A" Primary / Secondary Circuit
P0352: Ignition Coil "B" Primary / Secondary Circuit
Related DTCs
P0353: Ignition Coil "C" Primary / Secondary Circuit
P0354: Ignition Coil "D" Primary / Secondary Circuit
Required Sensors/Components (Main) Igniter
Duration 2.5 seconds (256 msec. X 10 counts)
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Ignition dwell time 0.002 seconds or more
Ignition cut Not active

Signal of malfunction from ignition coil driver IC On

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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

cardiagn.com
HINT:

WIRING DIAGRAM
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NOTICE:
procedure.
HINT:
These DTCs indicate malfunctions relating to the primary circuit.

If DTC P0351 is output, check the No. 1 ignition coil (No. 1 cylinder) circuit.
PROCEDURE

(f) Shuffle the arrangement of the ignition coils (among No. 1 to No. 4 cylinders).
NOTICE:
Do not change the location of the connectors.
(g) Drive the vehicle in accordance with the driving pattern described in the Confirmation Driving
Pattern.
(h) Enter the following menus: Powertrain / Engine / Trouble Codes.
(i) Read DTCs.
cardiagn.com
Result
RESULT PROCEED TO
Same DTC output A
Different ignition coil DTC output B
B REPLACE IGNITION COIL
2. INSPECT TERMINAL VOLTAGE (POWER SOURCE OF IGNITION COIL)
(a) Disconnect the ignition coil connectors.
Standard Voltage:

*a
(to Ignition Coil)
*b No. 1 cylinder
*c No. 2 cylinder
*d No. 3 cylinder
*e No. 4 cylinder
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NG CONNECTOR
OK
3. CHECK HARNESS AND CONNECTOR (IGNITION COIL - BODY GROUND)
(a) Disconnect the ignition coil connectors.
C38-2 (GND) - Body ground Always Below 1 Ω

NG CONNECTOR
OK
4. CHECK HARNESS AND CONNECTOR (IGNITION COIL - ECM)
(b) Disconnect the ignition coil connectors.
A36-21 (IGT1) - C38-3 (IGT1) Always Below 1 Ω
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A36-21 (IGT1) or C38-3 (IGT1) - Body ground Always 10 kΩ or higher
A36-8 (IGT4) or- C27-3 (IGT4) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK REPLACE ECM
Model Year: 2013 Model: FR-S Doc ID: RM000000YTB0FIX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0365,P0366,P0390,P0391: Camshaft Position Sensor "B"
Circuit (Bank 1) (2013 FR-S)
DTC P0365 Camshaft Position Sensor "B" Circuit (Bank 1)
DTC P0366 Camshaft Position Sensor "B" Circuit Range / Performance (Bank 1)
DTC P0390 Camshaft Position Sensor "B" Circuit (Bank 2)
DTC P0391 Camshaft Position Sensor "B" Circuit Range / Performance (Bank 2)
cardiagn.com
DESCRIPTION
The exhaust camshaft VVT sensors consist of a magnet and MRE (Magnetic Resistive Element).
The exhaust camshaft has a sensor plate with 2 teeth on its outer circumference.
When the exhaust camshaft rotates, changes occur in the air gaps between the 2 teeth and MRE, which
affects the magnet. As a result, the resistance of the MRE material fluctuates. The VVT sensor converts
the exhaust camshaft rotation data to pulse signals, uses the pulse signals to determine the camshaft
angle, and sends it to the ECM.
The crank angle sensor generates 30 signals for each engine rotation. Based on combination of the VVT
signals and NE signal, the ECM detects the crankshaft angle. Then the ECM uses this data to control fuel
injection time and injection timing. Also, based on the NE signal, the ECM detects the engine speed.

NO.
No VVT sensor for exhaust side signal input during

Open or short in VVT sensor
P0365 crankshaft 7.5 rotations (bank 1).
circuit (for exhaust side of bank
1)
VVT sensor (for exhaust side of
2 VVT sensor for exhaust side signals are not output bank 1)
P0366 during crankshaft 2 rotations (bank 1). Exhaust camshaft (bank 1)
(1 trip detection logic) Jumped tooth of timing chain
ECM
No VVT sensor for exhaust side signal input during

Open or short in VVT sensor
P0390 crankshaft 7.5 rotations (bank 2).
circuit (for exhaust side of bank
2)
VVT sensor (for exhaust side of
2 VVT sensor for exhaust side signals are not output bank 2)
P0391 during crankshaft 2 rotations (bank 2). Exhaust camshaft (bank 2)
(1 trip detection logic) Jumped tooth of timing chain
ECM
MONITOR DESCRIPTION
If no signal is transmitted by the VVT sensor despite the engine running, or the rotations of the camshaft
and the crankshaft are not synchronized, the ECM interprets this as a malfunction of the sensor and the
ECM illuminates the MIL and sets a DTC.
MONITOR STRATEGY
P0365: Camshaft Position Sensor "B" Circuit (Bank 1)
P0366: Camshaft Position Sensor "B" Circuit Range / Performance
(Bank 1)
Related DTCs
P0390: Camshaft Position Sensor "B" Circuit (Bank 2)
P0391: Camshaft Position Sensor "B" Circuit Range / Performance
(Bank 2)
VVT sensor for exhaust side (bank 1 and 2)
(Main)
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(Related)
7.5 revolutions: P0365, P0390

Duration
2 revolutions: P0366, P0391


P0365, P0390
Exhaust VVT sensor signal No signal
P0366, P0391
Exhaust VVT sensor signal during 2 revolutions Not 2

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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal
ABNORMAL
System abnormal

conditions

HINT:

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HINT:

WIRING DIAGRAM
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HINT:
If DTC P0365 or P0366 is displayed, check the VVT sensor circuit for the right bank (bank 1).
If DTC P0390 or P0391 is displayed, check the VVT sensor circuit for the left bank (bank 2).

If no problem is found by this diagnostic troubleshooting procedure, troubleshoot the engine
mechanical system.
PROCEDURE
1. CHECK VVT SENSOR FOR EXHAUST SIDE (SENSOR POWER SOURCE)

(a) Disconnect the VVT sensor for exhaust side connector.
Standard Voltage:
C6-1 (EV1-) - Body ground Ignition switch ON 11 to 14 V
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*A Bank 1
*B Bank 2

*a
(to VVT Sensor for Exhaust Side)
OK
2. CHECK HARNESS AND CONNECTOR (VVT SENSOR FOR EXHAUST SIDE - ECM)
(b) Disconnect the VVT sensor connector.
A34-14 (EV1+) - C6-2 (EV1+) Always Below 1 Ω

A34-14 (EV1+) or C6-2 (EV1+) - Body ground Always 10 kΩ or higher

CONNECTOR (VVT SENSOR FOR EXHAUST
NG SIDE - ECM)
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OK
3. CHECK SENSOR INSTALLATION (VVT SENSOR FOR EXHAUST SIDE)
(a) Check the VVT sensor installation.

OK:
SECURELY REINSTALL VVT SENSOR FOR

NG EXHAUST SIDE
OK
4. CHECK CAMSHAFT TIMING GEAR ASSEMBLY (TEETH OF PLATE)
(a) Check the teeth of the sensor plate.

OK:
Sensor plate teeth do not have any cracks or deformation.

NG ASSEMBLY
OK
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OK
6. REPLACE VVT SENSOR FOR EXHAUST SIDE
(a) Replace the VVT sensor for exhaust side .
NEXT
7. CHECK WHETHER DTC OUTPUT RECURS (DTC P0365, P0366, P0390 OR P0391)
(f) Start the engine.
Pattern.
(i) Enter the following menus: Powertrain / Engine / Trouble Codes / Pending.
(j) Read the DTC.

Result:
RESULT PROCEED TO
DTC is not output A
HINT:
B REPLACE ECM
END
A
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NG
OK
CHECK HARNESS AND CONNECTOR (VVT SENSOR FOR EXHAUST SIDE - EFI
9.
MAIN1 RELAY)
(a) Disconnect the VVT sensor for exhaust side connector.
EFI MAIN1 relay terminal 3 - C6-1 (EV1-) Always Below 1 Ω
EFI MAIN1 relay terminal 3 - C25-1 (EV2-) Always Below 1 Ω

EFI MAIN1 relay terminal 3 or C6-1 (EV1-) - Body ground Always 10 kΩ or higher
EFI MAIN1 relay terminal 3 or C25-1 (EV2-) - Body ground Always 10 kΩ or higher

CONNECTOR (VVT SENSOR FOR EXHAUST
NG SIDE - ECM)
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Model Year: 2013 Model: FR-S Doc ID: RM00000220S035X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0420: Catalyst System Efficiency Below Threshold (Bank
1) (2013 FR-S)
DTC P0420 Catalyst System Efficiency Below Threshold (Bank 1)
DESCRIPTION
The ECM uses sensors mounted in front of and behind the Three-Way Catalytic Converter (TWC) to
monitor its efficiency.
The first sensor, the air fuel ratio sensor, sends pre-catalyst information to the ECM. The second sensor,
the heated oxygen sensor, sends post-catalyst information to the ECM.
In order to detect any deterioration in the three-way catalytic converter, the ECM calculates the oxygen
storage capacity of the three-way catalytic converter. This calculation is based on the voltage output of
the heated oxygen sensor while performing active air fuel ratio control.
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The ECM uses the oxygen storage capacity value to determine the state of the three-way catalytic
converter. If any deterioration has occurred, the ECM illuminates the MIL and stores the DTC.
This system determines the deterioration of the entire catalyst system (including the front and rear
catalysts), by using the oxygen storage capacity value of the front catalyst, that is more sensitive than the
rear catalyst, as the representative value. Therefore, be sure to replace the front and rear catalysts
together when catalyst replacement is necessary.

NO.

Diagnostic value is more than the Air fuel ratio sensor
standard value under active air-fuel Heated oxygen sensor
P0420
ratio control. Front exhaust manifold assembly (TWC: Front
(2 trip detection logic) catalyst) and front exhaust pipe assembly
(TWC: Rear catalyst)
CATALYST LOCATION
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*1 TWC: Front Catalyst *2 TWC: Rear Catalyst
*3 Exhaust Manifold *4 Air Fuel Ratio Sensor
*5 Heated Oxygen Sensor *6 Front Exhaust Pipe Sub-Assembly
*7 Front Exhaust Pipe Assembly *8 Center Exhaust Pipe Assembly
*9 Tail Exhaust pipe Assembly - -
MONITOR DESCRIPTION
The ECM uses diagnostic values to determine deterioration of the catalyst. If the diagnostic value exceeds
a specified value, the catalyst is considered deteriorated, and the DTC is stored.
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The diagnostic values are based upon the catalyst monitor value (CM) calculated by changes in the air fuel
ratio sensor lambda and changes in the heated oxygen sensor output voltage, and in the response rate
calculated from the heated oxygen sensor response time.
*: Diagnostic Value = CM X (1 + Response rate)
MONITOR STRATEGY
P0420: Catalyst monitor with sufficient sensor performance for other
Related DTCs
monitors functional check
Required Sensors/Components Air fuel ratio sensor

(Main) Heated oxygen sensor

Mass air flow meter
Manifold absolute pressure sensor
(Related)
Duration 30 to 55 seconds

P0068, P0107, P0108 (Manifold absolute pressure (MAP)
sensor)
sensor)
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sensor)
P0131, P0132 (Air fuel ratio sensor - ECM input voltage)
voltage)
P0137, P0138 (Heated oxygen sensor - a lack of circuit
Monitor runs whenever following DTCs are not
continuity)
present
P0140 (Heated oxygen sensor - output voltage)
P2096, P2097 (Post catalyst fuel trim system)
correlation)
Intake air mass per second 5 g/sec or more, and less than 30 g/sec
Estimated exhaust gas temperature in a

440°C (824°F) or more
catalyst
Elapsed time
(difference between actual and target lambda 1 second
< 0.15)
Vehicle speed 70 km (43.4 mph) or higher
Change of intake air mass during 1/2 engine

Less than 0.02 g/rev
rev.
Heated oxygen sensor output change, lean to

Experienced
rich after fuel cut
Evaporative system monitor Not active
Integrated time of canister purge after engine

35 seconds or more
start
Estimated temperature of secondary oxygen

500°C or higher
sensor element
4800 g or more (varies with estimated ambient

Integrated amount of intake air per second
temperature)
Atmospheric pressure 75.06 kPa [563 mmHg] or more
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Diagnostic value* 10 or more
*: Refer to Monitor Description
MONITOR RESULT

higher.
HINT:
CAUTION:
laws.

HINT:

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DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:

CONDITIONING FOR SENSOR TESTING
1. Connect the Techstream to the DLC3 [A].

2. Start the engine and warm it up with all the accessories switched off, until the engine coolant
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temperature stabilizes [B].
3. Run the engine at an engine speed of between 2500 rpm and 3000 rpm for at least 3 minutes
[C].
4. While running the engine at 3000 rpm and 2000 rpm for 2 seconds, check the waveforms of
the air fuel ratio and heated oxygen sensors using the Techstream [D].
HINT:
If either of the voltage outputs of either the air fuel ratio or heated oxygen sensor does not
fluctuate, or either of the sensors makes a noise, the sensor may be malfunctioning.
If the voltage outputs of both the sensors remain lean or rich, the air fuel ratio may be extremely
lean or rich. In such cases, enter the following menus: Powertrain / Engine / Active Test / Control
the Injection Volume for A/F Sensor.
If the three-way catalytic converter has deteriorated, the heated oxygen sensor (located behind the
three-way catalytic converter) voltage output fluctuates up and down frequently, even under
normal driving conditions (active air fuel ratio control is not performed).
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HINT:
If a malfunction cannot be found when troubleshooting DTC P0420, a lean or rich abnormality may
be the cause. Perform troubleshooting by following the inspection procedure for P0171 (System Too
Lean) and P0172 (System Too Rich).

PROCEDURE
(e) Read the DTCs.

Result:
RESULT PROCEED TO
HINT:
B GO TO DTC CHART
2. PERFORM ACTIVE TEST USING TECHSTREAM (Control the Injection Volume)
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(b) Start the engine and warm it up.
(d) Run the engine at an engine speed of 2500 rpm for approximately 90 seconds.
(e) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume
(f) Perform the Active Test operation with the engine idling (press the RIGHT or LEFT button to
change the fuel injection volume).
(g) Monitor the voltage outputs of the air fuel ratio sensor and heated oxygen sensor (AFS
Voltage B1S1 and O2S B1S2) displayed on the Techstream.
HINT:
Change the fuel injection volume within the range of - 12.5% to +12.5%.
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 the sensor output voltage does not change (almost no reaction) while performing the Active Test,
the sensor may be malfunctioning.
Standard:
TECHSTREAM DISPLAY INJECTION VOLUME STATUS VOLTAGE

(SENSOR)


Result:
STATUS STATUS A/F CONDITION AND MISFIRE MAIN SUSPECTED TROUBLE PROCEED
AFS O2S A/F AND AREAS TO
VOLTAGE B1S2 HO2 SENSOR
B1S1 CONDITIONS
Three-Way Catalytic
Converter (TWC)
Gas leakage from
exhaust system

Lean Lean/Rich - Air fuel ratio sensor
malfunction
B
Rich Lean/Rich - Air fuel ratio sensor
malfunction

Lean/Rich Lean - Gas leakage from
malfunction
exhaust system
C
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Lean/Rich Rich - Gas leakage from
malfunction
exhaust system
Extremely rich or lean

Actual air-fuel ratio May actual air-fuel ratio
Lean Lean
lean occur Gas leakage from
exhaust system
D
Extremely rich or lean
Actual air-fuel ratio actual air-fuel ratio
Rich Rich -
lean Gas leakage from
exhaust system
Lean: During Control the Injection Volume for A/F Sensor, the air fuel ratio sensor output voltage (AFS
Voltage B1S1) is consistently higher than 2.4 V, and the heated oxygen sensor output voltage (O2S
B1S2) is consistently below 0.4 V.
Rich: During Control the Injection Volume for A/F Sensor, the AFS Voltage B1S1 is consistently below 2.0
V, and the O2S B1S2 is consistently higher than 0.55 V.
Lean/Rich: During Control the Injection Volume for A/F Sensor of the Active Test, the output voltage of
the air fuel ratio sensor and heated oxygen sensor alternate correctly.
C CHECK FOR EXHAUST GAS LEAK
D CHECK FOR EXHAUST GAS LEAK

A

OK:
No gas leaks.
REPAIR OR REPLACE EXHAUST GAS LEAK

NG POINT
OK
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4. REPLACE EXHAUST MANIFOLD (TWC: FRONT CATALYST)
(a) Replace the exhaust manifold (TWC: front catalyst) .
REPLACE FRONT EXHAUST PIPE

NEXT ASSEMBLY (TWC: REAR CATALYST)

OK:
No gas leaks.

NG POINT
OK REPLACE HEATED OXYGEN SENSOR

OK:
No gas leaks.
NG POINT
CHECK CAUSE OF EXTREMELY RICH OR

OK LEARN ACTUAL AIR FUEL RATIO
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Model Year: 2013 Model: FR-S Doc ID: RM000000SWF0AFX

Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0441: Evaporative Emission Control System Incorrect Purge
Flow (2013 FR-S)
DTC P0441 Evaporative Emission Control System Incorrect Purge Flow
DTC SUMMARY
DTC MONITORING MALFUNCTION DETECTION TROUBLE AREA DETECTION DETECTION
NO. ITEM CONDITION TIMING LOGIC
While engine running, following

conditions successively met:
The pressure
difference between
non-purge and purge
Purge valve
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is less than 0.075 kPa
Purge line
(gauge) [1 mmHg
Connector/wire
(gauge)]. While
harness (Purge
P0441 Purge flow Regardless of forced engine 2 trip
valve - ECM)
vent valve on (close) running
ECM
and purge being
Leak from
carried out, the
EVAP system
pressure difference
between non-purge
and purge is less than
0.075 kPa (gauge) [1
mmHg (gauge)].
DESCRIPTION
The description can be found in EVAP (Evaporative Emission) System .
MONITOR DESCRIPTION
The purge flow monitor runs while the engine is running. The purge flow monitor consists of 2 monitors. The
1st monitor is conducted every time and the 2nd monitor is activated if necessary.
The 1st monitor
While the engine is running and the purge valve is on (open), the ECM monitors the purge
flow by measuring the EVAP pressure change. If the variation in the pressure is more than
threshold, the ECM begins the 2nd monitor.
The 2nd monitor
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The vent valve is turned on (closed) and the EVAP pressure is then measured. If the variation
in the pressure is more than threshold, the ECM interprets this as the purge valve being stuck
closed, and illuminates the MIL and stores DTC P0441 (2 trip detection logic).
MONITOR STRATEGY
Related DTC P0441: Incorrect purge flow in ELCM functional check
Purge valve
Canister pump module
26 seconds: 1st stage

Duration
21 seconds: 2nd stage

All
1st Stage
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2nd Stage
Vehicle speed 30 km/h (18.6 mph) or higher
Lambda 0.76 to 1.25
Ambient temperature -25.0°C (-13°F) or higher
Short-term fuel trim 0.9 or higher

1st Stage
Pressure without purge - Pressure with purge Less than 0.075 kPa(gauge) [1 mmHg(gauge)]
2nd Stage
Pressure without purge - Pressure with purge Less than 0.666 kPa(gauge) [5 mmHg(gauge)]
MONITOR RESULT

3. Clear DTCs (even if no DTCs are stored, perform the clear DTC procedure) .
6. Start the engine and wait 15 minutes or more.
HINT:

9. Enter the following menus: Powertrain / Engine / Utility / All readiness.

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DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE You should perform driving pattern after confirming DTC enabling
conditions

N/A Number of DTCs which do not fulfill DTC preconditions has reached
ECU memory limit
HINT:

If the judgment result shows INCOMPLETE or N/A, perform the following procedure.
NOTICE:
The Evaporative System Check (Automatic Mode) consists of 5 steps performed automatically
by the Techstream. It takes a maximum of approximately 24 minutes.
Do not perform the Evaporative System Check when the fuel tank is more than 90% full
because the cut-off valve may be closed, making the fuel tank leak check unavailable.
When the temperature of the fuel is 35°C (95°F) or higher, a large amount of vapor forms
and any check results become inaccurate. When performing the Evaporative System Check,
keep the fuel temperature below 35°C (95°F).
15. Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check / Automatic
Mode.
16. After the Evaporative System Check is completed, check for All Readiness by entering the following
menus: Powertrain / Engine / Utility / All Readiness.
DISPLAY

NORMAL
System normal

ABNORMAL
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System abnormal

INCOMPLETE

N/A Number of DTCs which do not fulfill DTC preconditions has reached
ECU memory limit
HINT:

19. If the judgment result is INCOMPLETE or N/A and no pending DTC is output, perform a universal
trip and check for permanent DTCs .
HINT:

PROCEDURE
PERFORM ACTIVE TEST USING TECHSTREAM (ACTIVATE THE VSV FOR EVAP
1.
CONTROL)
(a) Connect a Techstream to the DLC3.

(b) Disconnect the vacuum hose (canister side) from the
purge valve.
(e) Enter the following menus: Powertrain / Engine / Active

Test / Activate the VSV for EVAP Control.
(f) When the purge valve is operated using the Techstream,

check whether the port of the purge valve applies suction to
your finger.
OK:
TESTER OPERATION TESTER OPERATION
VSV ON Purge valve port applies suction to finger
VSV OFF Purge valve port applies no suction to finger
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*a Purge valve ON
*b Purge valve OFF
NG REPLACE PURGE VALVE
OK
2. INSPECT EVAP LEAK PART
(a) Check for leakage from EVAP system (hose, disconnection, cracks, etc.).
OK:
No leakages in the EVAP purge line
NG REPAIR OR REPLACE EVAP PURGE LINE
OK
3. REPLACE PURGE VALVE
(a) Replace the purge valve .

PERFORM EVAP SYSTEM CHECK (AUTOMATIC
NEXT MODE)
4. REPAIR OR REPLACE EVAP PURGE LINE
NEXT
5. PERFORM EVAP SYSTEM CHECK (AUTOMATIC MODE)
NOTICE:
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Do not perform the Evaporative System Check when the fuel tank is more than 90% full because the
cut-off valve may be closed, making the fuel tank leak check unavailable.
When the temperature of the fuel is 35°C (95°F) or more, a large amount of vapor forms and any
check results become inaccurate. When performing an Evaporative System Check, keep the fuel
temperature below 35°C (95°F).
(e) Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check / Automatic
Mode.
(f) After the Evaporative System Check is completed, check for pending DTCs by entering the
following menus: Powertrain / Engine / Trouble Codes.
Result
RESULT PROCEED TO
EVAP system DTCs are output A
No DTCs output
B
(No pending DTCs output)
END
B
A
6. REPLACE ECM
NEXT
7. PERFORM EVAP SYSTEM CHECK (AUTOMATIC MODE)
NOTICE:
Do not perform the Evaporative System Check when the fuel tank is more than 90% full because the
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cut-off valve may be closed, making the fuel tank leak check unavailable.
(e) Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check / Automatic
Mode.
HINT:
END
NEXT
Model Year: 2013 Model: FR-S Doc ID: RM0000012MC083X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0451-P0453: Evaporative Emission Control System
Pressure Sensor Range / Performance (2013 FR-S)
Evaporative Emission Control System Pressure Sensor Range /

DTC P0451
Performance
DTC P0452 Evaporative Emission Control System Pressure Sensor / Switch Low Input
DTC P0453 Evaporative Emission Control System Pressure Sensor / Switch High Input
DTC SUMMARY
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DTC MONITORING MALFUNCTION TROUBLE AREA DETECTION TIMING DETECTION
NO. ITEM DETECTION LOGIC
CONDITION
Difference
The difference
between
between the
canister
canister pressure EVAP
pressure
sensor output monitoring
sensor output
value and the Canister pump (ignition
P0451 value and 2 trip
manifold absolute module switch off)
manifold
pressure sensor Connector/wire Engine
absolute
output value with harness running
pressure
the ignition switch (Canister
sensor output
ON is large. pump module
value
- ECM)
EVAP system
Ignition
hose (pipe
Canister EVAP pressure switch ON
from air inlet
pressure sensor less than EVAP
P0452 port to 1 trip
sensor low 0.973 V for 1 monitoring
canister pump
input second. (ignition
module,
switch off)
canister filter,
fuel tank vent
hose) Ignition
Canister EVAP pressure ECM switch ON
pressure sensor more than EVAP
P0453 1 trip
sensor high 4.095 V for 1 monitoring
input second. (ignition
switch off)
HINT:
The canister pressure sensor is built into the canister pump module.
DESCRIPTION
MONITOR DESCRIPTION
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1. DTC P0451: Difference between canister pressure sensor output value and manifold absolute
pressure sensor output value
If the difference between the atmospheric pressure calculated using the canister pressure
sensor and that calculated using the MAP sensor exceeds the specified value, then the
ECM determines there is a canister pressure sensor abnormality. The ECM then
illuminates the MIL and stores the DTC (2 trip detection logic).
2. DTC P0452: Canister pressure sensor voltage low
If the canister pressure sensor voltage output (pressure) is below 0.973 V: 51.71
kPa(abs) [388 mmHg(abs)], the ECM interprets this as an open or short circuit in the
canister pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then
3. DTC P0453: Canister pressure sensor voltage high
If the canister pressure sensor voltage output (pressure) is 4.095 V: 108.99 kPa(abs)
[818 mmHg(abs)] or more, the ECM interprets this as an open or short circuit in the
canister pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then
MONITOR STRATEGY
P0451: ELCM pressure sensor rationality
Related DTC P0452: ELCM pressure sensor range check (Low voltage)
P0453: ELCM pressure sensor range check (High voltage)
Required Sensors/Components (Main) Canister pump module


Duration
1 second: P0452, P0453

MIL Operation
Immediately: P0452, P0453

All
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P0451
Ignition switch On
Elapsed time after ignition switch ON 0.5 to 60 seconds
Soak time 60 seconds or more
ELCM vacuum pump Not active
ELCM switching valve Off (Open)
Purge control Not active
P0452, P0453
Either of the following conditions is met: A or B
A. Ignition switch On
B. Activated by soak timer Satisfied

P0451
ELCM pressure at ignition switch ON - MAP at ignition switch ON Higher than 4.7329 KPa (36 mmHg)
P0452
ELCM pressure sensor output voltage [ELCM pressure] Less than 0.973 V [51.71 KPa (388 mmHg)]
P0453
ELCM pressure sensor output voltage [ELCM pressure] More than 4.095 V [108.99 KPa (818 mmHg)]

ELCM pressure sensor output voltage [ELCM 1.016 to 4.087 V [52.49 to 108.85 KPa (394 to 817
pressure] mmHg)]
MONITOR RESULT

NOTICE:
Do not perform the Evaporative System Check when the fuel tank is more than 90% full because
the cut-off valve may be closed, making the fuel tank leak check unavailable.
When the temperature of the fuel is 35°C (95°F) or higher, a large amount of vapor forms and any
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check results become inaccurate. When performing the Evaporative System Check, keep the fuel

3. Enter the following menus: Powertrain / Engine / Data List / Intake Air.
4. Check that the intake air temperature is between 4.4 and 35°C (40 and 95°F).
8. Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check /
Automatic Mode.
9. After the Evaporative System Check is completed, check for All Readiness by entering the
following menus: Powertrain / Engine / Utility / All readiness.
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

12. If the judgment result is INCOMPLETE or N/A and no pending DTC is output, perform a
universal trip and check for permanent DTCs .
HINT:

WIRING DIAGRAM
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NOTICE:
When a vehicle is brought into the workshop, leave it as it is. Do not change the vehicle condition.
For example, do not tighten the fuel cap.
Do not disassemble the canister pump module.
The Techstream is required to conduct the following diagnostic troubleshooting procedure.
procedure.
PROCEDURE
1. CONFIRM DTC AND EVAP PRESSURE
(b) Turn the ignition switch to ON (do not start the engine).
(e) Read DTCs.
(f) Enter the following menus: Powertrain / Engine / Data List / Vapor Pressure Pump.
(g) Read the EVAP (Evaporative Emission) pressure displayed on the Techstream.
Result
DISPLAY (DTC TEST RESULT SUSPECTED TROUBLE AREA PROCEED
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OUTPUT) TO
Canister pressure sensor

P0451 - C
Manifold absolute pressure sensor
Wire harness/connector (ECM -

Below 75 kPa(abs) [563 Canister pressure sensor)
P0452 A
mmHg(abs)] Canister pressure sensor
Short in ECM circuit

Higher than 110 kPa(abs) Canister pressure sensor)
P0453 B
[825 mmHg(abs)] Canister pressure sensor
Open in ECM circuit
CHECK HARNESS AND CONNECTOR (CANISTER

B PUMP MODULE - ECM)
READ VALUE USING TECHSTREAM

C (ATMOSPHERE PRESSURE)

Result
TESTER CONDITION SPECIFIED SUSPECTED TROUBLE AREA PROCEED

CONNECTION CONDITION TO

Canister pressure sensor)
Below 10 Ω A
Short in canister pressure sensor
A35-20 (PPMP) - circuit
Always
Body ground
10 kΩ or
Canister pressure sensor) B
higher
Short in ECM circuit
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READ VALUE USING TECHSTREAM
B (ATMOSPHERE PRESSURE)
(a) Disconnect the canister pump module connector.
Result
TESTER CONDITION SPECIFIED SUSPECTED TROUBLE AREA PROCEED

CONNECTION CONDITION TO
10 kΩ or
Short in canister pressure sensor circuit A
A35-20 (PPMP) - higher
Always
Body ground Short in wire harness/connector (ECM -
Below 10 Ω B
Canister pressure sensor)

A CONNECTOR (CANISTER PUMP MODULE - ECM)
B REPLACE ECM
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G8-8 - Body ground Always 100 Ω or less
Standard Voltage:
G8-6 - Body ground Ignition switch ON 4.5 to 5.5 V
G8-7 - Body ground Ignition switch ON 4.5 to 5.5 V
Result
TEST RESULT SUSPECTED TROUBLE AREA PROCEED

TO
Voltage and resistance within standard

Open in canister pressure sensor circuit A
ranges
Voltage and/or resistance outside Open in wire harness/connector (ECM - Canister

B
standard ranges pressure sensor)

*a
B REPLACE ECM
A
5. REPLACE CANISTER PUMP MODULE

NEXT (AFTER REPAIR)
REPAIR OR REPLACE HARNESS OR CONNECTOR (CANISTER PUMP MODULE -

6.
ECM)

NEXT (AFTER REPAIR)
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7. REPLACE ECM

NEXT (AFTER REPAIR)
8. READ VALUE USING TECHSTREAM (ATMOSPHERE PRESSURE)
(d) Enter the following menus: Powertrain / Engine / Data List / Atmosphere Pressure.
(e) Compares Atmosphere Pressure displayed with the Techstream to the actual atmosphere
pressure.
Result
RESULT PROCEED
TO
Difference with the actual atmosphere pressure is less than 27 kPa (abs) [203 mmHg
A
(abs)].
Difference with the actual atmosphere pressure is 27 kPa (abs) [203 mmHg (abs)] or
B
more.
B REPLACE CANISTER PUMP MODULE
9. READ VALUE USING TECHSTREAM (MAP)
(d) Enter the following menus: Powertrain / Engine / Data List / MAP.
(e) Compares the MAP displayed with the Techstream to the actual atmosphere pressure.
Result
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RESULT PROCEED
TO
Difference with the actual atmosphere pressure is less than 27 kPa (abs) [203 mmHg
A
(abs)].
Difference with the actual atmosphere pressure is 27 kPa (abs) [203 mmHg (abs)] or
B
more.
REPLACE MANIFOLD ABSOLUTE PRESSURE

B SENSOR
A CHECK INTERMITTENT PROBLEMS

NEXT (AFTER REPAIR)

NEXT (AFTER REPAIR)
12. CHECK WHETHER DTC OUTPUT RECURS (AFTER REPAIR)
(h) Perform the Evaporative System Check using the Techstream, referring to the Confirmation
Driving Pattern.
(i) Enter the following menus: Powertrain / Engine / Utility / All Readiness.
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(j) Input the DTC: P0451, P0452 or P0453.
(k) Check the DTC judgment result.

Result
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

memory limit
END
NEXT
Model Year: 2013 Model: FR-S Doc ID: RM000000SWH09OX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0455,P0456,P1451,P2404: Evaporative Emission Control
System Leak Detected (Gross Leak) (2013 FR-S)
DTC P0455 Evaporative Emission Control System Leak Detected (Gross Leak)
DTC P0456 Evaporative Emission Control System Leak Detected (Very Small Leak)
DTC P1451 Fuel Tank Pressure Sensor Range/Performance
Evaporative Emission System Leak Detection Pump Sense Circuit Range /

DTC P2404
Performance
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DTC SUMMARY
Leak detection pump creates

Fuel cap
negative pressure (vacuum) in
(loose)
EVAP system and EVAP system
Leakage
pressure is measured. Reference
from While
EVAP gross pressure is measured at start and
P0455 EVAP ignition 2 trip
leak end of leak check.
line switch off
If stabilized pressure is higher than
(canister
[second reference pressure x
- fuel
0.377], ECM determines that EVAP
tank)
system has a large leak.
Leakage
from
EVAP
line
(purge
Leak detection pump creates valve -
negative pressure (vacuum) in canister)
EVAP system and EVAP system Leakage
pressure is measured. Reference from While
EVAP small pressure measured at start and canister
P0456 ignition 2 trip
leak end of leak check. pump switch on
If stabilized pressure is higher than module
second reference pressure, ECM Leakage
determines that EVAP system has from fuel
a small leak. tank
Leakage
from
canister
Blockage
in EVAP
line
(canister
- fuel
tank)
Blockage
in EVAP While
A blockage in the EVAP system
P1451 EVAP clogged line ignition 2 trip
pipe is detected.
(purge switch on
valve -
canister)
Blockage
in
canister
pump
module
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Leak detection pump ending
pressure is more than the
threshold.
The difference between the leak Leak While
EVAP
P2404 detection pump highest pressure detection ignition 2 trip
malfunction
and lowest pressure is the pump switch on
threshold value or more.
The vent valve abnormality is
detected.
DESCRIPTION
MONITOR DESCRIPTION
5 hours*1 after the ignition switch is turned off, the leak detection pump creates negative pressure
(vacuum) in the EVAP (Evaporative Emission) system. The ECM monitors for leaks and actuator
malfunctions based on the EVAP pressure.
HINT:
*: If the enable conditions are not satisfied 5 hours after the ignition switch is turned off, the monitor
check starts 2 hours later. If the enable conditions are still not satisfied 7 hours after the ignition
switch is turned off, the monitor check starts 2.5 hours later.
SEQUENCE OPERATION DURATION
A Leak detection pump monitor 300 seconds
B First reference pressure measurement 40 seconds
C Vent valve monitor 12 seconds
D Pipe clogging monitor 900 seconds

E Second reference pressure measurement 40 seconds
*: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize.
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*1 Purge valve: OFF (closed) *2 Purge valve: ON (open)
*3 Vent Valve: OFF (vent) *4 Vent Valve: ON (closed)
*5 Leak Detection Pump: OFF *6 Leak Detection Pump: ON
*7 Reference Orifice (0.02 inch) *8 Canister Pressure Sensor
*9 Canister *10 Fuel Tank
*11 Canister Pump Module *12 Canister Filter
Operation A: Operation B, E:
*a *b
Atmospheric Pressure Measurement Reference Pressure Measurement
Operation C: Operation D:
*c *d
EVAP System Pressure Measurement Purge valve Monitor
*e Atmospheric Pressure *f Negative Pressure
(a) P0455: EVAP (Evaporative Emission) gross leak
In operation C, the leak detection pump creates negative pressure (vacuum) in the EVAP
system and the EVAP system pressure is measured. If the stabilized system pressure is
higher than [second reference pressure x 0.377] (near atmospheric pressure), the ECM
determines that the EVAP system has a large leak, illuminates the MIL and stores the DTC (2
trip detection logic).
(b) P0456: EVAP very small leak
In operation C, the leak detection pump creates negative pressure (vacuum) in the EVAP
system and the EVAP system pressure is measured. If the stabilized system pressure is
higher than second reference pressure, the ECM determines that the EVAP system has a
small leak, illuminates the MIL and stores the DTC (2 trip detection logic).
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MONITOR STRATEGY
P0455: Evaporative system functional check (0.040 inch leak)
P0456: Evaporative system functional check (0.020 inch leak)
Related DTC P1451: Evaporative system functional check (Pipe clogging)
P2404: Evaporative system functional check (ELCM
performance)
Purge valve
-
(Related)
Frequency of Operation Once per driving cycle: P0455, P0456, P1451 and P2404
Duration 23 minutes

All
P0455, P0456, P1451, P2404
Soak time 5, 7 or 9.5 hours
Engine coolant temperature 4.4 to 45°C (39.9 to 113°F)
Intake air temperature 4.4°C (39.9°F) or higher
75.06 to 110 kPa(abs) [563 to 825

Atmospheric pressure
mmHg(abs)]
EVAP density learning during previous driving cycle Completed
Learning value of EVAP density during purge in previous

Less than 0.2
driving cycle
Integrated value of purge airflow during previous driving 3000 or higher (varies with engine coolant
cycle temperature)
EVAP leak check diagnostic Not completed
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P0455
Tank pressure Higher than [reference pressure x 0.377 - (-45.5)]
P0456
Tank pressure Less than (reference pressure x 0.377 - (-45.5))
P1451
Time it takes to become [reference pressure for functional check - 0.941 kPa or 4.9726 Less than 27
kPa [7 mmHg or 37 mmHg]] seconds
P2404
Either of following conditions met A, B, C or D
A: Operation A ending pressure -0.224 kPa [-2 mmHg] or higher
B. Maximum pressure - minimum

0.314 kPa [2 mmHg] or higher
pressure at operation B and E
Less than -3.9717 kPa [-30 mmHg] or higher than -0.9419

C. Ending pressure at operation B and E
kPa [-7 mmHg] (varies with atmospheric pressure)
D. Operation C ending pressure -

Less than 0.224 kPa [2 mmHg]
reference pressure for functional check
MONITOR RESULT
NOTICE:

3. Clear DTCs (even if no DTCs are stored, perform the clear DTC procedure).
Automatic Mode.
following menus: Powertrain / Engine / Utility / All Readiness.
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DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:

PROCEDURE
(e) Read the DTCs.

Result:
RESULT PROCEED TO
DTC P0455, P0456, P1451 or P2404 is output A
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DTC P0455, P0456, P1451 or P2404 and other DTCs are output B
B GO TO DTC CHART
A GO TO EVAP SYSTEM
Model Year: 2013 Model: FR-S Doc ID: RM000000VSO0FWX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0458,P0459: Evaporative Emission System Purge Control
Valve Circuit Low (2013 FR-S)
DTC P0458 Evaporative Emission System Purge Control Valve Circuit Low
DTC P0459 Evaporative Emission System Purge Control Valve Circuit High
DESCRIPTION
To reduce hydrocarbon emissions, evaporated fuel from the fuel tank is routed through a charcoal canister
to the intake manifold for combustion in the cylinders.
The ECM changes the duty signals to the purge valve (Vacuum Switching Valve for Purge Control) so that
the intake amount of hydrocarbon emissions is appropriate for the driving conditions (engine load, engine
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speed, vehicle speed, etc.) after the engine is warmed up.

NO.
The voltage of purge valve circuit is low for 2.5 seconds

P0458 or more. Open or short in purge valve
(2 trip detection logic) circuit
The voltage of purge valve circuit is high for 2.5 purge valve
P0459 seconds or more. ECM
MONITOR DESCRIPTION
The ECM monitors the output terminal voltage when the vacuum switching valve assembly is actuated. By
turning the FET in the ECM on and off, the purge valve assembly is subject to duty control. If the ECM
control value (drive signal) and the output terminal voltage duty cycle continue to not match, then the
ECM interprets this as a malfunction in the vacuum switching valve circuit, illuminates the MIL, and stores
the DTC.
MONITOR STRATEGY
P0458: Solenoid valve for purge control functional check
Related DTCs
P0459: Solenoid valve for purge control functional check
Required sensors/Components (Main) Purge valve
Required sensors/Components (Related) -
MIL operation 2 driving cycles

All
P0458
After engine starting 1 second or more
Purge valve control duty ratio Less than 75%
P0459
After engine starting 1 second or more
Purge valve control duty ratio More than 25%
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P0458
Drain voltage of FET for purge valve Less than battery voltage X 0.38
P0459
Current of FET for purge valve More than 3.5 A

higher.
HINT:
CAUTION:
laws.

HINT:

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DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
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NOTICE:
procedure.
HINT:
Read freeze frame data using the Techstream. Freeze frame data records the engine condition when
malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle
was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich,
and other data from the time the malfunction occurred.
PROCEDURE
1.
CONTROL)
(a) Connect a Techstream to the DLC3.

(b) Disconnect the vacuum hose (canister side) from the purge valve.
(e) Enter the following menus: Powertrain / Engine / Active Test / Activate the VSV for EVAP
Control.
(f) When the purge valve is operated using the Techstream, check whether the port of the purge
valve applies suction to your finger.
OK:
VSV ON Purge valve port applies suction to finger
VSV OFF Purge valve port applies no suction to finger
*a Purge valve ON
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*b Purge valve OFF
Result
RESULT PROCEED TO
NG A
OK B
CHECK HARNESS AND CONNECTOR (PURGE

B VALVE - EFI MAIN1 RELAY)
2. INSPECT PURGE VALVE
(a) Inspect the purge valve .
OK
3. INSPECT PURGE VALVE (POWER SOURCE)
(a) Disconnect the purge valve connector.
Standard Voltage:
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d1-1 - Body ground Ignition switch ON 11 to 14 V

*a
(to Purge valve)
OK
4. CHECK HARNESS AND CONNECTOR (PURGE VALVE - ECM)
(b) Disconnect the purge valve connector.
A36-11 (PRG) - d1-2 Always Below 1 Ω

A36-11 (PRG) or d1-2 - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
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Pattern.
(j) Read DTCs.

Result
RESULT PROCEED TO
No DTC is output A
HINT:
B REPLACE ECM


NG
OK
7. CHECK HARNESS AND CONNECTOR (PURGE VALVE - EFI MAIN1 RELAY)
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d1-1 - EFI MAIN1 relay terminal 3 Always Below 1 Ω
d1-1 or EFI MAIN1 relay terminal 3 - Body ground Always 10 kΩ or higher

NG CONNECTOR

Model Year: 2013 Model: FR-S Doc ID: RM000000PF60PCX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0461-P0463: Fuel Level Sensor "A" Circuit Range /
DTC P0461 Fuel Level Sensor "A" Circuit Range / Performance
DTC P0462 Fuel Level Sensor "A" Circuit Low
DTC P0463 Fuel Level Sensor "A" Circuit High
DESCRIPTION
The signal output from the sender gauge assembly installed in the fuel tank is converted to a CAN
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communication signal using the combination meter assembly, and this signal is input into the ECM as a
remaining fuel signal.

NO.
Compared with the estimated fuel consumption, the actual variation

Fuel sender
P0461 in the fuel sender gauge assembly signal is small.
gauge
assembly
Fuel sender gauge assembly voltage is less than 0.35 V for 2.5 Fuel sender
P0462 seconds or more. gauge
(2 trip detection logic) assembly No. 2
Combination
Fuel sender gauge assembly voltage is higher than 7.183 V for 1 meter
P0463 second or more. assembly
MONITOR DESCRIPTION
The ECM uses the fuel sender gauge to monitor the amount of furl. There are several checks that the ECM
performs to confirm the proper operation of the fuel sender gauge.
P0461
If the fuel sender gauge variation is lower than the estimated fuel consumption calculated from the
fuel injection quantity and the engine speed, the ECM interprets this as a malfunction in the fuel
sender gauge, and stores the DTC.
P0462, P0463
If an open or short in the fuel sender gauge signal line is detected, the ECM interprets this as a
malfunction in the fuel sender gauge, and stores the DTC.
MONITOR STRATEGY
P0461: Fuel level sensor rationality check
Related DTCs P0462: Fuel level sensor range check (Low voltage)
P0463: Fuel level sensor range check (High voltage)
Fuel sender gauge assembly

Fuel sender gauge assembly No. 2
Required Sensors/Components (Related) Combination meter assembly
Immediately: P0461
Duration 2.5 seconds: P0462
1 second: P0463
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P0461

sensor)
P0462, P0463 (Fuel level sensor (FL))
Monitor runs whenever following DTCs P1160 (Throttle return spring)
not stored P2101, P2102 (Throttle actuator control motor)
(APPS) circuit)
U0073, U0155, U0423 (CAN system)
Fuel cut Not active
Integrated amount of intake air mass 165375 g or more
P0462, P0463
Monitor runs whenever following DTCs not stored U0073, U0155, U0423 (CAN system)

P0461
Maximum fuel level - Minimum fuel level Less than 5.2%
P0462
Fuel sender gauge voltage (Resistance) Less than 0.35 V (10.5 Ω)
P0463
Fuel sender gauge voltage (Resistance) More than 7.183 V (432 Ω)

Fuel sender gauge voltage (Resistance) 0.398 to 7.051 V (12 to 416 Ω)
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P0461
higher.
7. Drive the vehicle and consume more than 30 liters (31.7 US qts) of the fuel.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:
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P0462, P0463

higher .
CAUTION:
laws.

HINT:

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DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

HINT:

WIRING DIAGRAM
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PROCEDURE
(e) Read the DTCs.

Result:
RESULT PROCEED TO
DTC P0461, P0462 or P0463 is output A
DTC P0461, P0462 or P0463 and other DTCs are output B
B GO TO DTC CHART
A GO TO FUEL GAUGE MALFUNCTION

Model Year: 2013 Model: FR-S Doc ID: RM0000012ME0EVX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0500: Vehicle Speed Sensor "A" (2013 FR-S)
DTC P0500 Vehicle Speed Sensor "A"
DESCRIPTION
Vehicles, which are equipped with ABS (Anti-lock Brake System), detect the vehicle speed using the skid
control ECU (brake actuator assembly) and wheel speed sensor. The wheel speed sensor monitors the
wheel rotation speed and sends a signal to the skid control ECU. The skid control ECU converts the wheel
speed signal into a 4-pulse signal and transmits it to the ECM. The ECM determines the vehicle speed
based on the frequency of the pulse signal.

NO.
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Open or short in wheel
The vehicle speed signal from the driving wheels is 300 km/h speed signal circuit
P0500 or more for 2.5 seconds or more. Skid control ECU (Brake
(1 trip detection logic) actuator assembly)
Speed sensor
MONITOR DESCRIPTION
If the driving wheel speed signal input from the skid control ECU indicates speed of 300 km/h (186.42
mph) or more, the ECM interprets this as a malfunction in the speed signal circuit. The ECM then
illuminates the MIL and stores the DTC.
MONITOR STRATEGY
Related DTCs P0500: Vehicle speed sensor (VSS) range check
Speed sensor
Required Sensors/Components (Main) Combination meter
Skid control ECU

Monitor runs whenever following DTCs not present U0073, U0122, U0416 (CAN system)


Vehicle speed More than 300 km/h (186.42 mph)
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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

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HINT:

HINT:

WIRING DIAGRAM
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HINT:
PROCEDURE
1. READ VALUE USING TECHSTREAM (VEHICLE SPEED)
(c) Enter the following menus: Powertrain / Engine / Data List / Vehicle Speed.
(d) Drive the vehicle.

Result
RESULT PROCEED TO
Values displayed on Techstream and speedometer display not equal A
Values displayed on Techstream and speedometer display equal B
A
2. CHECK DTC OUTPUT (VEHICLE STABILITY CONTROL SYSTEM)
(d) Enter the following menus: Chassis / ABS/VSC/TRAC / Trouble Codes.
(e) Read DTCs .

Result
RESULT PROCEED TO
No DTC is output A
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No DTCs are output B
B GO TO VEHICLE STABILITY CONTROL SYSTEM
Pattern.

Result:
RESULT PROCEED TO
DTC is not output A
B REPLACE ECM
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000T8M0MVX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0506,P0507: Idle Air Control System RPM Lower than
Expected (2013 FR-S)
DTC P0506 Idle Air Control System RPM Lower than Expected
DTC P0507 Idle Air Control System RPM Higher than Expected
DESCRIPTION
The idling speed is controlled by the ETCS (Electronic Throttle Control System). The ETCS is comprised of:
1) the one valve type throttle body; 2) the throttle actuator, which operates the throttle valve; 3) the
throttle position sensor, which detects the opening angle of the throttle valve; 4) the accelerator pedal
position sensor, which detects the accelerator pedal position; and 5) the ECM, which controls the ETCS.
Based on the target idling speed, the ECM controls the throttle actuator to provide the proper throttle
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valve opening angle.

NO.
The engine speed is not close to the target engine speed for 30 seconds
Electronic
P0506 or more (Actual engine speed - target engine speed) < -100 rpm).
throttle
control
system
Intake
The engine speed is not close to the target engine speed for 30 seconds system
P0507 or more (Actual engine speed - target engine speed) >= 200 rpm). PCV hose
(2 trip detection logic) connections
ECM
MONITOR DESCRIPTION
The ECM monitors the idling speed and idling air flow volume to conduct Idle Speed Control (ISC). The
ECM determines that the ISC system is malfunctioning if the difference between the target engine idling
speed and actual engine idling speed exceeds the threshold for 30 seconds or more.
MONITOR STRATEGY
P0506: Idle speed control (ISC) functional check
Related DTCs
P0507: Idle speed control (ISC) functional check
Required Sensors/Components (Main) Electronic throttle control system

Required Sensors/Components (Related) Engine coolant temperature sensor
Speed sensor

Duration 30 seconds

P0068, P0107, P0108 (Manifold absolute pressure
(MAP) sensor)
P0117, P0118, P0125 (Engine coolant temperature
(ECT) sensor)
P0122, P0123, P0222, P0223 (Throttle position
sensor)
P0131, P0132 (Air fuel ratio sensor - ECM input
voltage)
voltage)
P0300, P0301, P0302, P0303, P0304 (Misfire)
Monitor runs whenever following DTCs not stored P0461, P0462, P0463 (Fuel level sensor (FL))
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P0851, P0852 (Neutral position switch)
P2122, P2123, P2127, P2128 (Accelerator pedal
position sensor (APPS) circuit)
correlation)
Atmospheric pressure 75.06 kPa [563 mmHg] or more
Closed control in ISC Active
Lambda 0.81 to 1.1
Elapsed time after A/C switch OFF ←→ ON 5.1 seconds or more
Elapsed time after changing intake manifold

5.1 seconds or more
pressure =< 4 kPa (30 mmHg)
Vehicle speed 0 km/h (0 mph)
Elapsed time after neutral switch OFF ←→ ON 5.1 seconds or more

P0506
Actual engine speed - Target engine speed Less than -100 rpm
P0507
Actual engine speed - Target engine speed More than 200 rpm
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higher.
CAUTION:
laws.
a. Drive the vehicle at 10 km/h (6.25 mph) or more for 1 minute or more [A].
c. Idle the engine for 10 minutes or more [B].

HINT:

DISPLAY
NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:

cardiagn.com
HINT:

HINT:
The following conditions may also cause DTC DTC P0506 or P0507 to be stored:
a. The floor carpet overlapping slightly onto the accelerator pedal, causing the accelerator
pedal to be slightly depressed and therefore the throttle valve position to be slightly
open.
b. The accelerator pedal being not fully released.
Refer to "Data List / Active Test" [Engine Speed, ISC Feedback Value and ISC Learning Value]
.
PROCEDURE
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P0506 AND P0507)

(e) Read DTCs.

Result
RESULT PROCEED TO
DTC P0506 or P0507 and other DTCs are output B
HINT:
If any DTCs other than P0506 or P0507 are output, troubleshoot those DTCs first.
B GO TO DTC CHART
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OK:

NG
OK

OK:
No leaks from the intake system.

NG
OK
(a) Check the throttle with motor body assembly condition .

OK:
Throttle valve is not contaminated with foreign objects and moves smoothly.
REPLACE THROTTLE WITH MOTOR BODY

NG ASSEMBLY
OK
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5. CONFIRM WHETHER DTC OUTPUT RECURS
(d) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving
Pattern.
(e) Read DTCs.

Result
RESULT PROCEED TO
No DTC is output B
END
B

Model Year: 2013 Model: FR-S Doc ID: RM000000T8P0ZQX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0560: System Voltage (2013 FR-S)
DTC P0560 System Voltage
MONITOR DESCRIPTION
The battery supplies electricity to the ECM even when the ignition switch is off. This power allows the ECM
to store data such as DTC history, freeze frame data and fuel trim values. If the battery voltage falls
below a minimum level, the memory is cleared and the ECM determines that there is a malfunction in the
power supply circuit. When the engine is next started, the ECM illuminates the MIL and stores the DTC.

NO.
Open in back up
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power source
Back up power source terminal voltage is 3.5 V or less with the
circuit
P0560 engine running for 2.5 seconds or more.
Battery
Battery terminals
ECM
HINT:
If DTC P0560 is stored, the ECM does not store other DTCs or the data stored in the ECM is partly
cleared.
MONITOR STRATEGY
P0560: Back-up power supply for memory of ECM functional
Related DTCs
check
Required Sensors/Components (Main) ECM
-
(Related)


Voltage of back-up power Less than 3.5 V
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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

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HINT:

HINT:

WIRING DIAGRAM
NOTICE:
procedure.
After turning ignition switch off, waiting time may be required before disconnecting the cable from
the negative (-) battery terminal. Therefore, make sure to read the disconnecting the cable from
the negative (-) battery terminal notices before proceeding with work .
HINT:
PROCEDURE
1. CHECK HARNESS AND CONNECTOR (ECM - BATTERY)
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NOTICE:
(a) Disconnect the cable from the negative (-) battery terminal .
(b) Disconnect the cable from the positive (+) battery terminal.
A33-2 (BATT) - Battery positive (+) terminal Always Below 1 Ω
A33-2 (BATT) or Battery positive (+) terminal - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
2. INSPECT CHARGING SYSTEM
(a) Inspect the charging system .
REPAIR OR REPLACE MALFUNCTIONING

NG PARTS
OK
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(g) Drive the vehicle in accordance with the driving pattern described in the Confirmation Driving
Pattern.
(i) Read DTCs.

Result
RESULT PROCEED TO
DTC is not output A
B REPLACE ECM

Model Year: 2013 Model: FR-S Doc ID: RM000000W950HAX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0604-P0606,P060A,P060B,P062F: Internal Control Module
Random Access Memory (RAM) Error (2013 FR-S)
DTC P0604 Internal Control Module Random Access Memory (RAM) Error
DTC P0605 Internal Control Module Read Only Memory (ROM) Error
DTC P0606 ECM / PCM Processor
DTC P060A Internal Control Module Monitoring Processor Performance
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DTC P060B Internal Control Module A/D Processing Performance
DTC P062F Internal Control Module EEPROM Error
DESCRIPTION
P0604
The ECM continuously monitors its internal memory status. This self-check ensures that the ECM
functioning properly. It is diagnosed by internal "mirroring" of the main CPU and sub CPU to detect the
Random Access Memory (RAM) errors. If outputs from these CPUs are different and deviate from the
standard, the ECM stores the DTC.
P0605
The ECM continuously monitors its internal memory status. This self-check ensures that the ECM
functioning properly. It is diagnosed by internal "mirroring" of the main CPU and sub CPU to detect the
Read Only Memory (ROM) errors. If outputs from these CPUs are different and deviate from the standard,
the ECM stores the DTC.
P0606
The ECM continuously monitors its main and sub CPUs. This self-check ensures that the ECM is functioning
properly. If outputs from the CPUs are different and deviate from the standard, the ECM stores the DTC.
P060A
The main CPU and sub CPU of the ECM perform data communication between each other. The main CPU
monitors the communications and WDC pulses from the sub CPU. If the malfunction is detected, the ECM
stores the DTC.
P060B
If a communication error occurs in the ECM, the ECM stores the DTC.
P062F
The ECM monitors its internal operation. If the ECM detects an internal malfunction, the ECM stores the
DTC.
DTC DTC SETTING CONDITION TROUBLE AREA
ECM internal error (RAM)

P0604 ECM
ECM internal error (ROM)

P0605 ECM
ECM internal error (Processor)

P0606 ECM
ECM internal error (Monitoring processor)

P060A ECM
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ECM internal error (A/D processor)
P060B ECM
ECM internal error (EEPROM)

P062F ECM
MONITOR STRATEGY
P0604: RAM in ECM functional check
P0605: ROM in ECM functional check
P0606: Control module processor functional check
Related DTCs P060A: Internal control module monitoring processor performance
functional check
P060B: Internal control A/D processing performance functional check
P062F: Internal control EEPROM error functional check
ECM
(Main)
-
(Related)
Continuous: P0604, P0605, P0606, P060A, P060B

Once per driving cycle: P062F
0.512 seconds: P0604, P0605

2 times: P0606 (Instruction check) (Case 1)
0.512 seconds: P0606 (Instruction check) (Case 2)
0.504 seconds: P0606 (Software flow check)
0.048 seconds: P0606 (Output driver communication check)
Duration 0.048 seconds: P0606 (CAN register check)
0.024 seconds: P060A (Disable function observation IC)
0.016 seconds: P060A (Malfunction of observation IC calculation)
0.2 seconds: P060A (Observation IC resister monitoring)
0.2 seconds: P060B
2 driving cycles: P062F

All
P0604, P0605
Ignition switch OFF to ON
P0606 (Instruction Check) (Case 1)
Ignition switch OFF to ON
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ETCS relay On
P0606 (Software Monitor Check)
ETCS relay On
P060A (Disable Function Observation IC)
Main throttle sensor circuit continuity No failure
Sub throttle sensor circuit continuity No failure
Throttle sensor rationality check No failure
Microcomputer disable Off
Observation IC disable On
P060A (Malfunction of Observation IC Calculation)
Microcomputer disable On
P060A (Observation IC Resister Monitoring)

P060B

P0604
Setting value can be written in all RAM area, and the values can be read correctly Fail to read correctly
P0605
Comparing Check sum data on ROM with Calculated sum data Not equal
Instruction error Detect
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Calculated data through CPU and FPU (Floating point number Processing Unit) are compared Not
with expectation equal
P0606 (Software Flow Check)
Software flow error Detect
P0606 (Output Driver Communication Check)
Driver IC communication Malfunction
Port voltage of driver IC check Low
P0606 (CAN Resister Check)
Comparison of data written to CAN register with data read from the CAN register Not equal
P060A (Disable Function Observation IC)
Throttle angle - Memory throttle angle when monitoring More than 1.6%
P060A (Malfunction of Observation IC Calculation)
TAC disable request from observation IC Not detected
P060A (Observation IC Resister Monitoring)
Comparison of data written to observation IC register with data read from the observation IC Not
register equal
P060B
A. A/D voltages for monitoring - 0 at target A/D voltages 0 V More than 0.01953 V
B. 5 - A/D voltages for monitoring at target A/D voltages 5 V More than 4.97925 V
P062F (Observation IC Resister Monitoring)
Fail writing to EEPROM Yes

4. Turn the Techstream off.
5. Turn the ignition switch off.
6. Disconnect the Techstream.
7. Disconnect the cable from the negative (-) battery terminal and wait for 1 minute.
8. Connect the cable to the negative (-) battery terminal.
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11. Wait 16 seconds or more.
13. Read the pending DTCs.
HINT:

15. Input the DTC: P0604, P0605, P0606, P060A, P060B or P062F.
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:
HINT:

Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information
as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help
determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio
was lean or rich, and other data from the time the malfunction occurred.
PROCEDURE
1. READ DTC OUTPUT (DTC P0604, P0605, P0606, P060A, P060B AND/OR P062F)
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(f) Turn the Techstream off.
(g) Disconnect the Techstream.
(h) Disconnect the cable from the negative (-) battery terminal and wait for 1 minute.
(i) Connect the cable to the negative (-) battery terminal.
(j) Connect the Techstream to the DLC3.
(k) Turn the ignition switch to ON.
(l) Turn the Techstream on.
(m) Wait for 16 seconds or more.
(n) Enter the following menus: Powertrain / Engine / Trouble Codes.
(o) Read the DTCs.

Result:
RESULT PROCEED TO
DTC is not output A
DTC DTC P0604, P0605, P0606, P060A, P060B or P062F is output B

B REPLACE ECM
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Model Year: 2013 Model: FR-S Doc ID: RM000000TA0123X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0616,P0617: Starter Relay Circuit Low (2013 FR-S)
DTC P0616 Starter Relay Circuit Low
DTC P0617 Starter Relay Circuit High
MONITOR DESCRIPTION
While the engine is being cranked, battery voltage is applied to terminal STA of the ECM. If the ECM
detects the starter control (STA) signal after the engine is started, it determines that there is a
malfunction in the STA circuit. The ECM then illuminates the MIL and stores the DTC.
DTC NO. DTC DETECTION CONDITION TROUBLE AREA
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Starter system
No starter signal is input when engine started.
P0616 ST relay circuit
ECM
Starter system
Starter signal remains input after engine started.
P0617 ST relay circuit
ECM
MONITOR STRATEGY
P0616: Starter switch circuit without push start system functional
check
Related DTCs
P0617: Starter switch circuit without push start system functional
check
ST relay
Park/neutral position switch assembly
(Main)
Ignition or starter switch assembly
Required Sensors/Components Speed sensor

Immediately: P0616
Duration
60 seconds: P0617

P0616
Monitor runs whenever following DTCs not stored P0500 (Vehicle speed sensor (VSS))
Engine condition Stop to Run
Vehicle speed Less than 1 km/h (0.6 mph)
P0617
Monitor runs whenever following DTCs not stored P0500 (Vehicle speed sensor (VSS))
Engine condition Run

P0616
Starter signal 1 Off
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P0617
Starter signal 1 On

6. Idle the engine for 1 second or more.
HINT:


DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal
conditions

HINT:

HINT:

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WIRING DIAGRAM
Refer to Starter Signal Circuit .
NOTICE:
procedure.
HINT:
The following troubleshooting flowchart is based on the premise that the engine can be cranked
normally.
If the engine does not crank, proceed to Problem Symptoms Table .

PROCEDURE
1. READ VALUE USING TECHSTREAM (STARTER SIGNAL, STARTER SWITCH)
(d) Enter the following menus: Powertrain / Engine / Data List / Starter Signal and Starter
Switch.
(e) Read the value displayed on the Techstream when the ignition switch is turned to ON and
cranking.
OK:
TECHSTREAM DISPLAY CONDITION NORMAL CONDITION
Ignition switch ON OFF

Starter Signal
Cranking ON
Ignition switch ON OFF

Starter Switch
Cranking ON
Result
RESULT PROCEED TO
NG A
OK B
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B CHECK WHETHER DTC OUTPUT RECURS
2. INSPECT RELAY (ST)
(a) Inspect the ST relay .
REPLACE RELAY (ST)

NG
OK
3. CHECK HARNESS AND CONNECTOR (ST RELAY - ECM)
(a) Remove the ST relay from the engine room relay block assembly.

ST relay terminal 3 - A33-17 (STSW2) Always Below 1 Ω
ST relay terminal 1 - A35-26 (STA) Always Below 1 Ω
ST relay terminal 3 or A33-17 (STSW2) - Body ground Always 10 kΩ or higher
ST relay terminal 1 or A35-26 (STA) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK CHECK STARTER SIGNAL CIRCUIT
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Pattern.
(j) Read DTCs.

Result
RESULT PROCEED TO
No DTC is output A
HINT:
B REPLACE ECM
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Model Year: 2013 Model: FR-S Doc ID: RM000002KQO09CX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0700: Transmission Control System (MIL Request) (2013
FR-S)
DTC P0700 Transmission Control System (MIL Request)
DESCRIPTION
The ECM and TCM communicate with each other via the CAN communication line. If the TCM detects an
automatic transmission malfunction, the ECM receives this signal.

NO.
Automatic transmission system malfunction received from Automatic transmission

P0700 the TCM system
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MONITOR STRATEGY
P0700: Transmission control system (MIL request) functional
Related DTCs
check
Required Sensors/Components (Main) ECM
-
(Related)

Monitor runs whenever following DTCs not stored U0073, U0101, U0402 (CAN system)

MIL request flag from TCM Set
WIRING DIAGRAM
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NOTICE:
HINT:
PROCEDURE
1. CHECK DTC OUTPUT (AUTOMATIC TRANSMISSION SYSTEM)
(d) Enter the following menus: Powertrain / ECT / Trouble Codes.
(e) Read DTCs.

Result
RESULT PROCEED TO
DTC is not output A
DTC is output B
B GO TO AUTOMATIC TRANSMISSION SYSTEM
2. READ OUTPUT DTC
(d) Clear the DTC .
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(i) Read DTCs.

Result
RESULT PROCEED TO
DTC is not output A
B REPLACE ECM

Model Year: 2013 Model: FR-S Doc ID: RM000000XCT0QKX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P0851,P0852: Park / Neutral Switch Input Circuit Low
(2013 FR-S)
DTC P0851 Park / Neutral Switch Input Circuit Low
DTC P0852 Park / Neutral Switch Input Circuit High
DESCRIPTION
NO.
Manual
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Transmission
Open or short in
neutral position
switch signal
Manual Transmission circuit
Neutral position
No non-neutral position detected in shift change running state switch
(judged based on changes in the relationship between vehicle ECM
speed and engine speed) (2 trip detection logic)
P0851
Automatic
Automatic Transmission Transmission
The CAN data received from the TCM is "P or N" position signal Open or short in
while the park/neutral position switch assembly is not in P or N park/neutral
position. (2 trip detection logic) position switch
signal circuit
Park/neutral
position switch
assembly
ECM
TCM
Manual
Transmission
Open or short in
neutral position
switch signal
Manual Transmission circuit
Neutral position
No neutral position detected in shift change running state switch
(judged based on changes in the relationship between vehicle ECM
speed and engine speed) (2 trip detection logic)
P0852 Automatic
Automatic Transmission Transmission
The CAN data received from the TCM is other than "P or N" Open or short in
position signal while the park/neutral position switch assembly park / neutral
is in P or N position. (2 trip detection logic) position switch
signal circuit
Park/neutral
position switch
assembly
ECM
TCM
MONITOR DESCRIPTION
Manual Transmission
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The ECM detects the shift change status from the neutral position switch signal, and detects the
current selected gear from the engine speed and vehicle speed. If the neutral position switch signal
and the shift change status cannot be coordinated, the ECM interprets this as a malfunction,
illuminates the MIL, and stores the DTC.
Automatic Transmission
If the ECM cannot coordinate the N, P or neutral information from the park/neutral position switch
signal with the shift information sent from the TCM through CAN communication, then the ECM
interprets this as a malfunction, illuminates the MIL, and stores the DTC.
MONITOR STRATEGY
P0851: Neutral position switch circuit continuity (Low voltage)
Related DTCs
P0852: Neutral position switch circuit continuity (High voltage)
Park/neutral position switch assembly

Neutral position switch
3 counts: Manual transmission

Duration
6.4 seconds: Automatic transmission

Manual Transmission
Monitor runs whenever following DTCs not present P0500 (Vehicle speed sensor (VSS))
ST relay Off
Starter Off
Driving condition change from the following condition A to B: -
A. All of the following conditions are met: (a) and (b)
(a) Vehicle speed Less than 0 km/h (0 mph)
(b) Engine speed 550 to 880 rpm
B. All of the following conditions are met: (a) and (b)
(a) Vehicle speed 64 km/h (39.8 mph) or more
(b) Engine speed 1600 to 2600 rpm
Automatic Transmission
Monitor runs whenever following DTCs not present U0073, U0101, U0402 (CAN system)
ST relay Off
Starter Off
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Range switch on automatic transmission (TCM) ON
Engine speed 500 rpm or more

P0851 (Manual Transmission)
Switch signal for manual transmission Less than battery voltage X 0.19
P0852 (Manual Transmission)
Switch signal for manual transmission More than battery voltage X 0.6
P0851 (Automatic Transmission)
Park/neutral position switch signal Less than battery voltage X 0.19
Park/neutral position from TCM On
P0852 (Automatic Transmission)
Park/neutral position switch signal More than battery voltage X 0.6
Park/neutral position from TCM Off

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higher.
7. Change gear position 3 times or more during Accelerating vehicle to 64 km/h (40 mph) [A].
(for Manual Transmission)
CAUTION:
laws.
8. Drive the vehicle at 10 km/h (6.25 mph) or more for 1 minute or more [B]. (for Automatic
Transmission)
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

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HINT:

HINT:

WIRING DIAGRAM
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NOTICE:
procedure.
HINT:
Stop light switch assembly conditions can be checked using the Techstream.
a. Connect the Techstream to the DLC3.

b. Turn the ignition switch to ON.
c. Turn the Techstream on.
d. Enter the following menus: Powertrain / Engine / Data List / Stop Light Switch and ST1.
e. Check the Data List indication when the brake pedal is depressed and released.
BRAKE PEDAL OPERATION STOP LIGHT SWITCH ST1
Depressed ON ON
Released OFF OFF
PROCEDURE
1. CHECK VEHICLE TYPE
(a) Confirm the transmission.

Result
RESULT PROCEED TO
Manual Transmission A
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Automatic Transmission B
INSPECT TERMINAL VOLTAGE (POWER

B SOURCE OF PARK/NEUTRAL POSITION
SWITCH ASSEMBLY)
2. INSPECT TERMINAL VOLTAGE (POWER SOURCE OF NEUTRAL POSITION SWITCH)
(a) Disconnect the neutral position switch connector.
Standard Voltage:
A54-1 - A54-2 Ignition switch ON 11 to 14 V


*a
(to Neutral Position Switch)

NG (NEUTRAL POSITION SWITCH - ECM)
OK
3. INSPECT NEUTRAL POSITION SWITCH
(a) Inspect the neutral position switch .
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NG REPLACE NEUTRAL POSITION SWITCH
OK CHECK FOR INTERMITTENT PROBLEMS
4. CHECK HARNESS AND CONNECTOR (NEUTRAL POSITION SWITCH - ECM)
(b) Disconnect the neutral position switch connector.
A33-16 (NSW) - A54-2 Always Below 1 Ω
A33-4 (EC) - A54-1 Always Below 1 Ω
A33-16 (NSW) or A54-2 - Body ground Always 10 kΩ or higher
A33-4 (EC) or A54-1 - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK REPLACE ECM
INSPECT TERMINAL VOLTAGE (POWER SOURCE OF PARK/NEUTRAL POSITION

5.
SWITCH ASSEMBLY)
(a) Disconnect the park/neutral position switch assembly

connector.
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Standard Voltage:
L2-4 - L2-5 Ignition switch ON 11 to 14 V

*a
(to Park/Neutral Position Switch Assembly)

NG (PARK/NEUTRAL POSITION SWITCH
ASSEMBLY - ECM - BODY GROUND)
OK
6. INSPECT PARK/NEUTRAL POSITION SWITCH ASSEMBLY
(a) Inspect the park/neutral position switch assembly .
REPLACE PARK/NEUTRAL POSITION

NG SWITCH ASSEMBLY

CHECK HARNESS AND CONNECTOR (PARK/NEUTRAL POSITION SWITCH
7.
ASSEMBLY - ECM - BODY GROUND)
(b) Disconnect the park/neutral position switch assembly connector.
A33-16 (NSW) - L2-4 Always Below 1 Ω
L2-5 - Body ground Always Below 1 Ω
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A33-16 (NSW) or L2-4 - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK REPLACE ECM
Model Year: 2013 Model: FR-S Doc ID: RM0000043HM01EX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P1109,P2109: Throttle Deposit Malfunction (2013 FR-S)
DTC P1109 Throttle Deposit Malfunction
DTC P2109 Throttle / Pedal Position Sensor "A" Minimum Stop Performance
DESCRIPTION
The idling speed is controlled by the Electronic Throttle Control System (ETCS). The ETCS is comprised of
a throttle actuator, which operates the throttle valve, and a throttle position sensor, which detects the
opening amount of the throttle valve. The ECM controls the throttle actuator to adjust the throttle valve
opening amount so that the idling speed is maintained at the target idling speed.
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NO.
ISC learning value is 95% or more of the maximum learning ISC learning Throttle with
P1109 value, and 50% or more deposit is accumulated for 10 seconds continuously. motor body
(5 trip detection logic) assembly
The throttle position sensor opening angle when learning the fully-
Throttle with
closed position is less than 9.975°or more than 20.025°.
P2109 motor body
When the throttle actuator current is off, the difference between
assembly
the actual throttle position and the fully-closed position is less than
1.162°.
HINT:
The ISC learned value is the calculated intake air amount corresponding to the throttle opening
amount necessary to maintain the idling speed.
This malfunction is only detected once per trip. After it has been detected once, the system will not
monitor for the malfunction for the rest of the trip.
The system uses the throttle with motor body assembly and mass air flow meter assembly to detect
this malfunction.
MONITOR DESCRIPTION
If there are deposits in the throttle valve, a decrease in the ISC flow rate may cause engine stall or
unstable idling. Therefore, the necessary ISC flow rate for idling is maintained using the ISC learned value
and feedback. The ECM stores this DTC if the ISC learned value approaches its limit.
MONITOR STRATEGY
Related DTCs P2109: Throttle position sensor minimum stop rationality check
Required Sensors/Components (Main) Throttle position sensor

-
(Related)
0.008 seconds: Case 1

Duration
0.08 seconds: Case 2


Case 1
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Throttle minimum stop position Less than -4.02% (0.399 V) or more than 4.02% (0.801 V)
Case 2
Throttle position at ignition switch OFF to ON - Throttle minimum stop Less than 0.71% (0.035
position V)

higher.
7. Depress the accelerator pedal fully and release the accelerator pedal.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal
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ABNORMAL
System abnormal

conditions

HINT:

HINT:

NOTICE:
Never clean the throttle with motor body assembly.
HINT:
Read freeze frame data using the Techstream. Freeze frame data records engine conditions when a
malfunction occurs. This information can be useful when troubleshooting.
Since a pending DTC is not stored for this DTC, it takes time to confirm whether the malfunction
has been successfully repaired by checking for this DTC. When confirming whether the malfunction
has been successfully repaired, compare "ISC Learning Value" recorded in the freeze frame data
with "ISC Learning Value" in the Data List after repairs have been made to save time.
PROCEDURE
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO P2109)
(e) Read DTCs.

Result
RESULT PROCEED TO
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HINT:
B GO TO DTC CHART

A ASSEMBLY
Model Year: 2013 Model: FR-S Doc ID: RM000000PFX0SWX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P1160,P2119: Throttle Valve Return Spring Malfunction
(2013 FR-S)
DTC P1160 Throttle Valve Return Spring Malfunction
DTC P2119 Throttle Actuator Control Throttle Body Range / Performance
DESCRIPTION
The electronic throttle control system is composed of the throttle actuator, throttle position sensor,
accelerator pedal position sensor, and ECM. The ECM operates the throttle actuator to regulate the throttle
valve in response to driver inputs. The throttle position sensor detects the opening angle of the throttle
valve, and provides the ECM with feedback so that the throttle valve can be appropriately controlled by
the ECM.
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NO.
After setting throttle valve opening angle at 40% in throttle actuator

control, the change in opening angle is less than 2°after throttle actuator Throttle with motor
P1160
has been off. body assembly
Electronic
throttle
control
The throttle valve opening angle continues to vary greatly from the target system
P2119 opening angle. Wire
(1 trip detection logic) harness
or
connector
ECM
MONITOR DESCRIPTION
P1160
When the ECM cuts the power supply to the throttle actuator, the throttle valve returns to the fully-closed
position by the spring. If the throttle valve does not return with ETCS relay off, the ECM judges throttle
valve is stuck and then the ECM illuminates the MIL and stores the DTC.
P2119
The ECM determines the actual opening angle of the throttle valve from the throttle position sensor signal.
The actual opening angle is compared to the target opening angle commanded by the ECM. If the
difference between these two values is outside the standard range, the ECM interprets this as a
malfunction in the electronic throttle control system. The ECM then illuminates the MIL and stores the
DTC.
MONITOR STRATEGY
P1160: Throttle return spring functional check
Related DTCs
P2119: Throttle actuator control functional check
Required Sensors/Components (Main) Throttle actuator (throttle with motor body assembly)
-
(Related)
Immediately: P1160
5 seconds: P2119 (Case 1 and Case 5)
2 seconds: P2119 (Case 2)
Duration
More than 248 msec (varies with throttle position): P2119 (Case
3)
1 second: P2119 (Case 4)
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All
P1160
Ignition switch Off
Time after ignition switch off 3.392 seconds
Throttle position sensor 1 circuit DTC Not detected
Throttle position sensor 2 circuit DTC Not detected
Throttle position sensor rationality DTC Not detected
P2119 (Case 1)
ETCS relay On
P2119 (Case 2)
ETCS relay On

P2119 (Case 3)
ETCS relay On
Throttle position sensor 1 value More than target throttle position
P2119 (Case 4)
ETCS relay On
Throttle position sensor 1 value Less than target throttle position
P2119 (Case 5):
ETCS relay On
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P1160
Throttle position sensor 1 at diagnosis start - throttle position sensor 1 Less than 1.6%
P2119 (Case 1 and Case 2)
Throttle motor control duty More than 95%
P2119 (Case 3, Case 4 and Case 5)
Target throttle position - throttle position sensor More than 3.72% (varies with target throttle
1 position)

higher.
8. Drive the vehicle at 10 km/h (6.25 mph) or more for 1 minute or more.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal
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conditions

HINT:

HINT:

FAIL-SAFE
When this DTC or other DTCs relating to Electronic Throttle Control System (ETCS) malfunctions are
stored, the ECM enters fail-safe mode. During fail-safe mode, the ECM cuts the current to the throttle
actuator, and the throttle valve is returned to a fully closed throttle angle by the return spring. The ECM
then adjusts the engine output by controlling the fuel injection (intermittent fuel-cut) and ignition timing,
in accordance with the accelerator pedal opening angle, to allow the vehicle to continue running at a
minimal speed. If the accelerator pedal is depressed firmly and gently, the vehicle can be driven slowly.
WIRING DIAGRAM
NOTICE:
Never clean the throttle with motor body assembly.
procedure.
HINT:
Refer to "Data List / Active Test" [Throttle Position Commanded, Throttle Position No. 1, Throttle
Motor Current, Throttle Motor Duty (Open) and Throttle Motor Duty (Close)] .
PROCEDURE
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1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P1160 OR P2119)
(e) Read DTCs.

Result
RESULT PROCEED TO
DTC P1160 and/or P2119 is output A
DTC P1160 and/or P2119 and other DTCs are output B
HINT:
If any DTCs other than P1160 and/or P2119 are output, troubleshoot those DTCs first.
B GO TO DTC CHART
2. READ VALUE USING TECHSTREAM (THROTTLE POSITION)

(g) Enter the following menus: Powertrain / Engine / Data List / Throttle Position No. 1 and
Throttle Position Command.
(h) Read the values displayed on the Techstream while fully depressing and releasing the
accelerator pedal quickly.
Result
RESULT PROCEED TO
cardiagn.com
Throttle Position No. 1 does not change A
Throttle Position No. 1 changes even a little B
HINT:
When a DTC is output, the system changes to fail-safe mode. Therefore, only use the data up until the
time the DTC is stored for confirmation.
INSPECT THROTTLE WITH MOTOR BODY

B ASSEMBLY (VISUALLY CHECK THROTTLE
VALVE)
INSPECT THROTTLE WITH MOTOR BODY ASSEMBLY (RESISTANCE OF THROTTLE

3.
ACTUATOR)
(a) Inspect the throttle with motor body assembly .

NG ASSEMBLY
OK
INSPECT THROTTLE WITH MOTOR BODY ASSEMBLY (VISUALLY CHECK THROTTLE
4.
VALVE)
(a) Check for contamination between the throttle valve and housing. If necessary, clean the
throttle with motor body assembly. Also, check that the throttle valve moves smoothly.
OK:
Throttle valve is not contaminated with foreign objects and moves smoothly.

NG ASSEMBLY
OK
5. READ VALUE USING TECHSTREAM (THROTTLE POSITION)
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(g) Enter the following menus: Powertrain / Engine / Data List / Throttle Position No. 1, Throttle
Position No. 2 and Throttle Position Command.
(h) Read the values displayed on the Techstream while wiggling the ECM wire harness.
(j) Read DTCs.

Result
RESULT PROCEED TO
Value in Data List changes when wire harness is wiggled, or DTC is output A
Other than above B
B CHECK WHETHER DTC OUTPUT RECURS
A
REPAIR OR REPLACE HARNESS OR CONNECTOR (ECM - THROTTLE WITH MOTOR
6.
BODY ASSEMBLY)
(a) As the DTC was stored due to a change in the contact resistance of the connector, repair or
replace the wire harness or connector.
END
NEXT
NEXT
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Pattern.
(j) Read DTCs.

Result
RESULT PROCEED TO
DTC is not output A
DTC P1160 and/or P2119 is output B

B REPLACE ECM
END
A
cardiagn.com
Model Year: 2013 Model: FR-S Doc ID: RM000000XCU02ZX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P1235: High Pressure Fuel Pump Circuit (2013 FR-S)
DTC P1235 High Pressure Fuel Pump Circuit
DESCRIPTION
The fuel pump assembly (for high pressure) is attached to the insulator, which is attached to the cylinder
head cover. The pump activates according to the position of the cam on the intake side camshaft (bank
2).
The fuel pump assembly (for high pressure) increases the pressure of the fuel supplied from the fuel
pump in the fuel tank to the specified fuel pressure according to the operating condition, and it feeds the
fuel to the fuel delivery pipe.

NO.
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Open or
short in fuel
pump (for
When fuel pump for high pressure is operating, the diagnostic signal high
from injector driver (EDU) does not change (open or short in the fuel pressure)
P1235
pump (for high pressure) circuit). Fuel pump
(1 trip detection logic) assembly
(for high
pressure)
ECM
MONITOR STRATEGY
Related DTCs P1235: High pressure fuel pump functional check
Required Sensors/Components (Main) Fuel pump assembly (for high pressure)
Required Sensors/Components (Related) Injector driver (EDU)
Duration 20 counts [More than 0.1 seconds (varies with engine speed)]

Monitor runs whenever these DTCs are not
None
present

Starter Off
Active crank angle of high pressure fuel More than 7°CA (varies with engine speed) and less than
pump 148°CA

High pressure fuel pump output signal No falling edge detected

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9. Read the DTC.
HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

HINT:

HINT:

WIRING DIAGRAM
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HINT:
If the current from the INJ relay is cut because DTC P062D is stored, DTC P1235 will be stored even
if the fuel pump assembly (for high pressure) is normal.
PROCEDURE
1. INSPECT FUEL PUMP ASSEMBLY (FOR HIGH PRESSURE)
(a) Inspect the fuel pump assembly (for high pressure) .
REPLACE FUEL PUMP ASSEMBLY (FOR HIGH

NG PRESSURE)
OK
CHECK HARNESS AND CONNECTOR (INJECTOR DRIVER (EDU) - FUEL PUMP
2.
ASSEMBLY)
(b) Disconnect the fuel pump assembly (for high pressure) connector.
C2-3 (FP-) - C29-2 Always Below 1 Ω
C2-4 (FP+) - C29-1 Always Below 1 Ω
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C2-3 (FP-) or C29-2 - Body ground Always 10 kΩ or higher
C2-4 (FP+) or C29-1 - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
3. CHECK HARNESS AND CONNECTOR (ECM - INJECTOR DRIVER (EDU))
A34-32 (FPD) - C1-8 (FPD) Always Below 1 Ω
A34-13 (FPF) - C1-7 (FPF) Always Below 1 Ω

A34-32 (FPD) or C1-8 (FPD) - Body ground Always 10 kΩ or higher
A34-13 (FPF) or C1-7 (FPF) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
4. INSPECT ECM (FPD VOLTAGE)
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(1) While idling the engine, check the waveform the

ECM Terminal Name A34-32 (FPD) - Body ground
Condition Idling

*a
(ECM)
*b FPD Terminal Waveform Normal Waveform
Standard:
HINT:
The FPD terminal waveform is output only right after the

engine starts. If this DTC is stored when the engine is started
from ignition switch off, the system enters fail-safe mode and
the waveform is not output.
NG INSPECT ECM (FPD VOLTAGE)
OK
5. INSPECT ECM (FPF VOLTAGE)
(1) While idling the engine, check the waveform the terminals of the ECM connector.
CH1: A34-32 (FPD) - Body ground

ECM Terminal Name
CH2: A34-13 (FPF) - Body ground
Condition Idling
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*a
(ECM)
*b FPD Terminal and FPF Terminal Waveform Normal Waveform
*c FPF Terminal Waveform NG Waveform 1
*d FPF Terminal Waveform NG Waveform 2
HINT:
*: If the FPF terminal waveform is similar to the FPF terminal waveform NG waveform 1, stop the
engine and disconnect injector driver (EDU) connector. Then, while cranking the engine, check to see if
there is a difference between the FPF terminal waveform and the previous one.
Result:
FPD FPF TERMINAL WAVEFORM PROCEED

TERMINAL TO
WAVEFORM
OK OK A
Does not change from NG waveform 1 (FPF terminal waveform

remains at GND even after disconnecting the injector driver (EDU) A
NG connector and cranking the engine)
OK waveform
1* Changes to NG waveform 2 (FPF terminal waveform rises from GND
after disconnecting the injector driver (EDU) connector and cranking B
the engine)
OK NG waveform 2 B
B REPLACE INJECTOR DRIVER (EDU)
A REPLACE ECM
6. INSPECT ECM (FPD VOLTAGE)
(c) Inspect the ECM using an oscilloscope.
(1) While cranking the engine, check the waveform the

ECM Terminal Name A34-32 (FPD) - Body ground
Condition Cranking
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*a
(ECM)
*b FPD Terminal Waveform Normal Waveform
Standard:
NG REPLACE ECM

Model Year: 2013 Model: FR-S Doc ID: RM000005967000X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P1449: Evaporative Emission System Lid Open Switch
Stuck ON (2013 FR-S)
DTC P1449 Evaporative Emission System Lid Open Switch Stuck ON
DTC SUMMARY
DTC MONITORING MALFUNCTION TROUBLE AREA DETECTION DETECTION
NO. ITEM DETECTION CONDITION TIMING LOGIC
Clogged on EVAP
line (drain tube)
Clogged on EVAP
The canister pressure line (canister pump While
Canister filter
P1449 sensor output value has module - drain ignition 2 trip
clogged
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rapidly changed. separator) switch off
Clogged on canister
pump module
(drain separator)
DESCRIPTION
MONITOR DESCRIPTION
The ECM monitors for canister filter in the canister pump module. The pressure is checked every 5 seconds
and if the pressure difference becomes more than threshold, stops the EVAP system monitor. The ECM
then illuminates the MIL and stores the DTC (2 trip detection logic).
MONITOR STRATEGY
P1449: Evaporative Emission System Lid Open Switch Stuck
Related DTC
ON
Purge valve
-
(Related)
Duration 6 seconds

Elapsed time after engine 20 seconds or more
ELCM vacuum pump Not active
ELCM switching valve Off (Open)
All of the following condition are met A and B
A. Pressure difference in 0.064 seconds Less than 0.66661 kPa [5 mmHg]
B. Period to satisfy above condition 18.12 seconds or more

Pressure difference in 5 seconds 1.21 kPa [9 mmHg] or more
MONITOR RESULT
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NOTICE:

3. Clear DTCs (even if no DTCs are stored, perform the clear DTC procedure).
Automatic Mode.
following menus: Powertrain / Engine / Utility / All Readiness.
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal
conditions

HINT:

HINT:

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PROCEDURE
1. INSPECT EVAP HOSE (DRAIN TUBE)
(a) Check for filter blockage in the drain tube.

OK:
OK: No blockages in the drain tube.
NG REPLACE EVAP HOSE (DRAIN TUBE)
OK
2. INSPECT EVAP HOSE (CANISTER PUMP MODULE - DRAIN SEPARATOR)
(a) Check for filter blockage in the EVAP purge line between the canister pump module and drain
separator.
OK:
No blockages in the EVAP purge line between the canister pump module and drain separator.
REPLACE EVAP HOSE (CANISTER PUMP

NG MODULE - DRAIN SEPARATOR)
OK
3. INSPECT DRAIN SEPARATOR
(a) Check for filter blockage in the drain separator.

OK:
No blockages in the drain separator.
NG REPLACE DRAIN SEPARATOR
OK
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NEXT PERFORM EVAP SYSTEM
5. REPLACE EVAP HOSE (DRAIN TUBE)
6. REPLACE EVAP HOSE (CANISTER PUMP MODULE - DRAIN SEPARATOR)
7. REPLACE DRAIN SEPARATOR
(a) Replace the drain separator.
NEXT
8. PERFORM EVAP SYSTEM
NOTICE:
(e) Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check /
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Automatic Mode.
HINT:
END
NEXT
Model Year: 2013 Model: FR-S Doc ID: RM0000021140ENX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P1603: Engine Stall History (2013 FR-S)
DTC P1603 Engine Stall History
DESCRIPTION
After starting the engine, this DTC is stored when the engine stops without the ignition switch being
operated.
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 has run out of fuel before performing troubleshooting, as this DTC is
also stored when the engine stalls due to running out of fuel.
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NO.
Air leak in intake

system
Purge valve
Brake booster
Mass air flow meter
Engine coolant
temperature sensor
Thermostat
Power supply circuit
(purge valve, air fuel
ratio sensor, fuel
injector assembly,
ignition coil assembly)
Fuel pump assembly)
Fuel pump control
circuit (low pressure
side)
After monitoring for startability problems (P1604) finishes and
Fuel line
starting the engine, with the engine running, the engine stops
PCV valve and hose
P1603 (the engine speed drops to 300 rpm or less) without the
Camshaft timing oil
ignition switch being operated.
control valve
Knock sensor
Ignition system
Air conditioning
system
Power steering system
Electrical load signal
system
Charging system
Automatic
transmission system
Park/neutral position
switch assembly
ECM
Wire harness or
connector
Engine immobiliser
system
HINT:
In contrast to normal malfunction diagnosis for components, circuits and systems, DTCs P1603 is
used to determine the malfunctioning area from the problem symptoms and freeze frame data
when the user mentions problems such as engine stall.
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.
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Use any information from the customer problem analysis about the condition of the vehicle at the
time when the problem occurred (how the engine stopped, conditions when the engine was
restarted, etc.) as a reference.
SYMPTOM SUSPECTED AREA
Engine vibration occurs and engine stops Air-fuel ratio abnormal
Ignition system, injection stoppage, high load from

Engine stops with no engine vibration
external parts
Engine can be started with accelerator pedal

Insufficient air volume
depressed
Rough idling after engine started Air-fuel ratio abnormal, abnormal combustion
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 .
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 operate 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 the data when the engine
is idling (engine warmed up, no load, and shift lever in D, N or neutral) and compare these data
with the freeze frame data.
Inspections take into account the fact that the malfunction may not have reoccurred and place
emphasis on checking the vehicle conditions present at the time when the malfunction occurred.
When performing inspections, jiggle the relevant wire harnesses and connectors in an attempt to
reproduce malfunctions that do not always occur.
Inspection flow:
Using freeze frame data, narrow down the parts to be inspected according to the vehicle conditions
at the time when the malfunction occurred.
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1:
If the engine stalled when the intake air volume was low (during idling or deceleration), there
may be a decrease in torque due to an incorrect air-fuel ratio, etc.
If the engine stalled when the intake air volume was high (during driving or acceleration), there
may be a major malfunction such as continuous misfire due to ignition stoppage, fuel injection
stoppage, etc. and the torque drops to zero.
2:
If the engine speed decreased slowly, there may have been a decrease in torque due to an air-
fuel ratio that was incorrect (by approximately 20 to 30%), etc.
If the engine speed decreased rapidly, there may have been a malfunction such as when the
engine misfires almost continuously due to ignition stoppage, fuel injection stoppage, etc., or
when the external load increases due to an external part malfunctioning.
3:
If the air-fuel ratio is abnormal, there may have been an intake air leak, sensor malfunction, or
fuel supply problem.
If the vehicle was normal, the air volume may have been insufficient or the ignition timing may
have been incorrect.
P1603 inspection flow: Narrow down the parts to be inspected according to the vehicle conditions at the
time when the malfunction occurred (freeze frame data).
VEHICLE ENGINE SUSPECTED AREA PRIMARY PARTS TO INSPECT PROCEDURE

STATE SPEED
Power supply
circuit
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Ignition system Igniter
Ignition coil 10, 38, 52
abnormal abnormal
assemblies
Spark plug
Intake system
connections
Air suction 5 to 9
Purge valve system
Brake booster
Sensor
malfunction
(value from Mass air flow meter 11 to 23
sensor too Engine coolant
lean) temperature
Air-fuel ratio sensor
abnormal Sensor Air fuel ratio sensor
malfunction system
(value from Thermostat 39 to 51
sensor too
Slowly rich)
decreases
and engine Fuel pump control
stalls circuit
Fuel supply
Purge valve system 24 to 37
problem
Fuel line
ECM
Intake system
connections
Idling or Problem with Mass air flow meter
53 to 55
decelerating air passage Brake booster
Intake air volume PCV valve and hose
insufficient Purge valve system
Excessive Camshaft timing oil
56 to 59
valve overlap control valve
Knock sensor
Does not Engine coolant
Ignition timing
operate as temperature 60 to 64
incorrect
expected sensor
Mass air flow meter
Power supply
Ignition and
Power circuit (fuel injector
injection stops
temporarily assembly (for port 65, 66
(electrical system
cut injection), ignition
malfunction)
coil assembly)
Air conditioning
Rapidly system
decreases Electrical load
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and engine signal system
stalls* Power steering
External part Increase in system
67 to 69
malfunctioning load Automatic
transmission
system
Park/neutral
position switch
assembly
Crankshaft
Power
position sensor or
temporarily Check DTCs 1
VVT sensor
cut
malfunction
Mass air flow Foreign matter

Mass air flow meter 70 to 73
meter adhesion
Power supply
Accelerating - Ignition and
Power circuit (fuel injector
injection stops
temporarily assembly (for port 74, 75
(electrical system
cut injection), ignition
malfunction)
coil assembly)
Fuel pump control

Fuel supply
Fuel leak, clog circuit 76 to 80
problem
Fuel line
*: If the engine stalls immediately after the injection method is switched from port injection to direct
injection, the injector driver (EDU) may be malfunctioning.
NOTICE:
procedure.
PROCEDURE
1. CHECK FOR ANY OTHER DTCS OUTPUT
(c) Read the DTCs .

Result
RESULT PROCEED TO
Only DTC P1603 is output A
DTCs other than P1603 are output B
HINT:
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B GO TO DTC CHART
OK:
Immobiliser Fuel Cut is OFF.
Result
RESULT PROCEED TO
Abnormal A
Normal B
B READ FREEZE FRAME DATA

A
3. CHECK ENGINE IMMOBILISER SYSTEM
(c) Idle the engine
(d) Enter the following menus: Powertrain / Engine / Data List / Immobiliser Communication and
Immobiliser Fuel Cut.
(e) Check the Data List indication.

Result
DATA LIST ITEM RESULT
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Immobiliser Communication ON
Immobiliser Fuel Cut OFF
NG CHECK ENGINE IMMOBILISER SYSTEM
OK
4. READ FREEZE FRAME DATA
Result
PROBLEM SYMPTOM FREEZE FRAME DATA ITEM SUSPECTED AREA PROCEED

TO
CLOSED ENGINE TOTAL OF SHORT
THROTTLE SPEED FT AND LONG FT
POSITION
SW
Air suction
Sensor
All 5 sets of malfunction
freeze frame data (value from
A
are +15% or sensor too
more*2 lean)
Fuel supply
problem
When idling or
decelerating, engine Decreases At least 1 of the 5
speed slowly decreases slowly*1 sets of freeze Sensor malfunction
and engine stalls (value from sensor B
frame data is -
too rich)
15% or less*3
All 5 sets of
freeze frame Intake air
data are ON volume
All 5 sets of
freeze frame data insufficient
C
are from -15% to Ignition
+15% timing
incorrect
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Injection
stoppage,
When idling or ignition
decelerating, engine Decreases stoppage
- D
speed rapidly decreases rapidly*1
and engine stalls Load from
external
parts
Sensor
malfunction
Injection
When accelerating or
At least one stoppage,
driving at constant - - E
is OFF ignition
speed, engine stalls
stoppage
Fuel supply
problem
HINT:
*1: A rapid decrease in engine speed may be caused by an electrical fault in the shared wiring of all
or a number of cylinders, an increase in load from external parts, etc. The engine speed is
considered to have decreased rapidly if either of the following conditions applies.
Otherwise, the engine speed is considered to have decreased slowly.
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a. In the freeze frame data, the decrease in engine speed from #3 to #5 is 400 rpm or
more.
b. In the freeze frame data, the engine speed at #5 is 120 rpm or less.
If the vehicle speed is 30 km/h or less and the difference between Engine Speed and SPD (NT) is
100 rpm or less, inspect the automatic transmission. (Depending on the rate of vehicle deceleration,
the engine speed may have decreased due to the A/T lock-up release being late.)
*2: When a DTC is stored, feedback compensation increases because the air-fuel ratio is
determined to be lean.
*3: When a DTC is stored, feedback compensation decreases because the air-fuel ratio is
determined to be rich.
B CHECK IGNITION SYSTEM
C CHECK IGNITION SYSTEM
CHECK TERMINAL VOLTAGE (FUEL INJECTOR

D POWER SOURCE)
E CHECK FREEZE FRAME DATA
(a) Check for air leakage in the intake system [vacuum hose disconnection, cracks, damaged
gaskets, etc.] .
HINT:
If the accelerator pedal is released after racing the engine, the inspection is easier to perform
because the vacuum inside the intake pipes increases and the air suction noise becomes louder.
If Short FT and Long FT are largely different from the normal values when idling (the intake air
volume is small) and almost the same as the normal values when racing the engine (the intake air
volume is high), air leakage may be present.
OK:
There is no air leakage.

NG
OK
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6. CHECK PURGE VALVE
(a) Disconnect the purge hose (on the canister side) of the
purge valve.
(c) Idle the engine.
(d) Disconnect the connector of the purge valve.
(e) Check if air flows through the purge valve.

OK:
Air does not flow.
(f) Connect the connector of the purge valve.
(g) Connect the purge hose of the purge valve.
HINT:
When this inspection is performed, the MIL may illuminate. After finishing the inspection, check and
clear DTCs .
OK
Result
FREEZE FRAME DATA RESULT SUSPECTED AREA PROCEED
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ITEM TO
At least 1 of the 5 sets of freeze frame Air suction from brake

A
Stop Light Switch data is ON booster
All 5 sets of freeze frame data are OFF - B
B CHECK IGNITION SYSTEM
8. READ VALUE USING TECHSTREAM (SHORT FT)

(c) Start the engine and warm it up until the engine coolant temperature stabilizes.
HINT:
The A/C switch and all accessory switches should be off.
(d) Idle the engine.
(e) Using the Techstream, read the value of Short FT #1 in the Data List while depressing the
brake pedal.
Standard:
Short FT #1 changes by +10% or less.
HINT:
When air leakage from the brake booster is present, the feedback compensation increases because the
air-fuel ratio becomes lean.
NG INSPECT BRAKE BOOSTER ASSEMBLY
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OK
9. PERFORM DRIVE TEST
(b) Start the engine and warm it up until the engine coolant temperature stabilizes.
HINT:
(d) Using the Techstream, read the value of Short FT #1 in the Data List.
Standard:
DATA LIST CONDITION SPECIFIED

CONDITION
Short FT #1 + Long The conditions of the vehicle are matched to those present
-15 to +15%
FT #1 when the problem occurs
NG INSPECT BRAKE BOOSTER ASSEMBLY
OK
(a) Perform ignition system On-vehicle Inspection .

NG PARTS, COMPONENT AND AREA
OK
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Result

ITEM TO
Below 90% of the current value of the

Calculate Load Mass air flow meter A
vehicle*1
Air fuel ratio

sensor
AFS Voltage B1S1 2.2 V or higher*2 B
Wire harness or
connector
HINT:
*1: If the mass air flow meter is malfunctioning and incorrectly measures the pressure to be less
than the actual intake manifold pressure, the freeze frame data will show a low engine load value.
*2: If the air fuel ratio sensor is malfunctioning and constantly outputs a value indicating the air-
fuel ratio is lean, the actual air-fuel ratio will become rich and the engine may stall.
PERFORM ACTIVE TEST USING TECHSTREAM

B (CONTROL THE INJECTION VOLUME FOR A/F
SENSOR)
A
12. CHECK MASS AIR FLOW METER
(a) Remove the mass air flow meter.
(b) Check for foreign matter in the airflow passage of the mass airflow meter.
Result
RESULT PROCEED TO
Visible foreign matter is not present A
Visible foreign matter is present B
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A
13. CHECK HARNESS AND CONNECTOR (ECM - MASS AIR FLOW METER)
(a) Disconnect the ECM.
(b) Disconnect the mass air flow meter connector.
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.
NG CONNECTOR
OK
HINT:
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(d) Using the Techstream, read the value of Calculate Load in the Data List.
Standard:
DATA LIST SPECIFIED CONDITION
Calculate Load 90 to 110% of the current value of the vehicle
Result
RESULT PROCEED TO
Abnormal A
Normal B
A REPLACE MASS AIR FLOW METER
PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME

15.
FOR A/F SENSOR)
(c) Start the engine, turn off all accessory switches and warm up the engine until the engine
coolant temperature stabilizes.
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for A/F Sensor.
(f) Read the output voltage from the air fuel ratio sensor when increasing and decreasing the
fuel injection volume.
Standard:
TECHSTREAM DISPLAY SPECIFIED CONDITION
Control the Injection Volume for A/F Sensor

Air fuel ratio sensor output voltage is below 2.0 V
(+12.5%)
Control the Injection Volume for A/F Sensor (- Air fuel ratio sensor output voltage is higher than
12.5%) 2.4 V
Result
RESULT PROCEED TO
Abnormal A
Normal B
HINT:
A
16. CHECK TERMINAL VOLTAGE (AIR FUEL RATIO SENSOR POWER SOURCE)
(b) Turn ignition switch to ON.
Standard Voltage:
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*a
HINT:
not always occur.
REPAIR AIR FUEL RATIO SENSOR POWER

NG SOURCE CIRCUIT
OK
(a) Disconnect the ECM.
(b) Disconnect the air fuel ratio sensor connector.
HINT:
not always occur.
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NG CONNECTOR
OK
Result
FREEZE FRAME DATA ITEM RESULT PROCEED

TO
Difference in temperature between each

A
Initial Engine Coolant Temp, Ambient Temp for item is less than 10°C*1
A/C, Initial Intake Air Temp Difference in temperature between each
B
item is 10°C or more*2
HINT:
*1: A long time had elapsed after stopping the engine.
*2: A long time had not elapsed after stopping the engine.
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Result
FREEZE FRAME DATA ITEM RESULT SUSPECTED AREA PROCEED

TO
Engine coolant
Range
temperature sensor A
A
Thermostat
Initial Engine Coolant Temp, Coolant Temp,
Engine Run Time Range
Engine coolant temperature sensor B
B
Range
- C
C
HINT:
This step is not directly related to engine stall.

INSPECT ENGINE COOLANT TEMPERATURE
B SENSOR
C READ FREEZE FRAME DATA
HINT:
For the thermostat inspection, refer to the following procedures .
Result
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RESULT PROCEED TO
Abnormal A
Normal B

B SENSOR
A REPLACE THERMOSTAT
Result

ITEM TO
Engine coolant
Coolant Temp 120°C or higher
temperature sensor
A
Coolant Temp, Ambient Engine coolant temperature is lower than Engine coolant
Temp for A/C outside temperature by 15°C or more temperature sensor
Both freeze frame data

Values are other than above - B
items listed above

NG SENSOR
OK
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CHECK HARNESS AND CONNECTOR (ECM - ENGINE COOLANT TEMPERATURE
23.
SENSOR)
(b) Disconnect the engine coolant temperature sensor connector.
HINT:
not always occur.

NG CONNECTOR
OK
Result
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FREEZE FRAME DATA RESULT SUSPECTED PROCEED
ITEM AREA TO
At least 1 of the 5 sets of freeze frame data is

Purge valve A
EVAP (Purge) VSV not 0%
All 5 sets of freeze frame data are 0% - B
HINT:
If the purge valve is stuck closed, air-fuel ratio compensation by the purge valve is incorrectly
adjusted, and then the air-fuel ratio becomes lean and the engine may stall.

B (CONTROL THE FUEL PUMP DUTY)
25.
CONTROL)
purge valve.
(e) Enter the following menus: Powertrain / Engine / Active Test / Activate the VSV for Evap
Control.
(f) Operate the purge valve and check the airflow.
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OK:
ACTIVATE THE VSV FOR EVAP CONTROL SPECIFIED CONDITION
ON Air flows
OFF Air does not flow
Result
RESULT PROCEED TO
NG A
OK B
*a Purge valve ON (Air flows)
*b Purge valve OFF (Air does not flow)
HINT:
Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not
always occur.

B (CONTROL THE FUEL PUMP DUTY)
A
26. INSPECT PURGE VALVE
(a) Inspect the purge valve .
OK
27. CHECK TERMINAL VOLTAGE (PURGE VALVE POWER SOURCE)
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Standard Voltage:
d1-1 - Body ground Ignition switch ON 11 to 14 V

*a
(to Purge Valve)
HINT:
not always occur.
REPAIR PURGE VALVE POWER SOURCE

NG CIRCUIT
OK
28. CHECK HARNESS AND CONNECTOR (PURGE VALVE - ECM)
A36-11 (PRG) - d1-2 Always Below 1 Ω
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A36-11 (PRG) or d1-2 - Body ground Always 10 kΩ or higher
HINT:
not always occur.

NG CONNECTOR
OK
29. CLEAR DTC
NEXT
30. READ VALUE USING TECHSTREAM (EVAP (Purge) VSV)
HINT:
(c) Idle the engine for 15 minutes or more.
(d) Using the Techstream, read the value of EVAP (Purge) VSV in the Data List.
Standard:
EVAP (Purge) VSV Value other than 0% is displayed
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Result
RESULT PROCEED TO
Abnormal A
Normal B
31. PERFORM ACTIVE TEST USING TECHSTREAM
purge valve.

(e) Enter the following menus: Powertrain / Engine / Active Test / Activate the VSV for Evap
Control.
(f) Operate the purge valve and check the airflow.

OK:
ACTIVATE THE VSV FOR EVAP CONTROL SPECIFIED CONDITION
ON Air flows
OFF Air does not flow
Result
RESULT PROCEED TO
NG A
OK B
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*a VSV ON (Air flows)
*b VSV OFF (Air does not flow)
HINT:
Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not
always occur.
32. CHECK CONNECTOR CONNECTION CONDITION (ECM)
(a) Check the ECM connector connection condition.
HINT:
not always occur.
RECONNECT CONNECTOR CORRECTLY

NG
OK REPLACE ECM
33. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP DUTY)
(d) Enter the following menus: Powertrain / Engine / Active Test / Control the Fuel Pump Duty.
Standard:
CONTROL THE FUEL PUMP DUTY SPECIFIED CONDITION
25 or 80% Operating sound heard
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OFF Operating sound not heard
Result
RESULT PROCEED TO
Abnormal A
Normal B
HINT:
not always occur.
While performing the Active Test, make sure that there is no fuel leakage from the pipes, no signs
that fuel has leaked, and no fuel smell.
If the fuel pump operating noise is abnormal, proceed to step 34.
B CHECK FUEL SYSTEM
CHECK FUEL PUMP CONTROL CIRCUIT (LOW

OK PRESSURE SIDE)
35. CHECK FUEL SYSTEM
(a) Check the fuel system.
Check the fuel pump operation.

Check the fuel leaks.
Check the fuel pressure (low pressure side).
Check the fuel pressure (high pressure side).
Perform the Active Test [D-4S (Fuel Cut)].
HINT:
For the fuel system On-vehicle Inspection, refer to the following procedures .
Result
RESULT PROCEED TO
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Abnormal A
Normal B
(a) Check for foreign matter such as iron particles around the fuel pump assembly (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
HINT:
If there is foreign matter such as iron particles on the fuel pump, fuel filter or fuel tank, remove the
foreign matter.
REPAIR OR REPLACE FUEL SYSTEM

B
A

Check the fuel pressure (low pressure side).
Check the fuel pressure (high pressure side).
HINT:
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END
OK

OK
Result

TO
110% or more of the current value

Calculate Load Mass air flow meter A
of the vehicle*1
Air fuel ratio

sensor
AFS Voltage B1S1 Below 2.4 V*2 B
Harness and
connector
Both freeze frame data items

Values are other than above - C
listed above
HINT:
*1: If the mass air flow meter is malfunctioning and incorrectly measures the intake air volume to
be higher than the actual volume of air flowing through the intake manifold, the freeze frame data
will show a high engine load value.
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*2: As the air fuel ratio sensor output is low before the sensor warms up, the value at that time
cannot be used for diagnosis. If the air fuel ratio sensor is malfunctioning and constantly outputs a
value indicating the air-fuel ratio is rich, the actual air-fuel ratio will become lean and the engine
may stall.

B (CONTROL THE INJECTION VOLUME FOR A/F
SENSOR)
C READ FREEZE FRAME DATA
(a) Remove the mass airflow meter.
(b) Check for foreign matter in the airflow passage of the mass air flow meter.
Result
RESULT PROCEED TO

A
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HINT:
not always occur.

NG CONNECTOR
OK
HINT:

Standard:
OK
PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME

43.
FOR A/F SENSOR)
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(c) Start the engine, turn off all accessory switches and warm up the engine until the engine
coolant temperature stabilizes.
for A/F Sensor.
(f) Read the output voltage from the air fuel ratio sensor when increasing and decreasing the
fuel injection volume.
Standard:
TECHSTREAM DISPLAY SPECIFIED CONDITION
Control the Injection Volume for A/F Sensor

Air fuel ratio sensor output voltage is below 2.0 V
(+12.5%)
Control the Injection Volume for A/F Sensor (- Air fuel ratio sensor output voltage is higher than
12.5%) 2.4 V
Result
RESULT PROCEED TO
Abnormal A
Normal B
HINT:
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A
44. CHECK TERMINAL VOLTAGE (AIR FUEL RATIO SENSOR POWER SOURCE)
Standard Voltage:

*a
HINT:
not always occur.
REPAIR AIR FUEL RATIO SENSOR POWER

NG SOURCE CIRCUIT
OK
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HINT:
not always occur.

NG CONNECTOR
OK
Result
FREEZE FRAME DATA ITEM RESULT PROCEED

TO
Difference in temperature between each

A
Initial Engine Coolant Temp, Ambient Temp for item is less than 10°C*1
A/C, Initial Intake Air Temp Difference in temperature between each
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B
item is 10°C or more*2
HINT:

Result

TO
Engine coolant
Range
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temperature sensor A
A
Thermostat
Initial Engine Coolant Temp, Coolant Temp,
Engine Run Time Range
Engine coolant temperature B
B
Range
- C
C
HINT:

B SENSOR
C CHECK FUEL SYSTEM
HINT:
For the thermostat inspection, refer to the following procedures .
Result
RESULT PROCEED TO
Abnormal A
Normal B
HINT:

B SENSOR
A REPLACE THERMOSTAT
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Result

ITEM TO
Engine coolant
Coolant Temp 120°C or higher
temperature sensor
A
Coolant Temp, Ambient Engine coolant temperature is lower than Engine coolant
Temp for A/C outside temperature by 15°C or more temperature sensor
Both freeze frame data

items listed above
B CLEAR DTC
HINT:
For the engine coolant temperature sensor inspection, refer to the following procedures .
Result
RESULT PROCEED TO
Normal A
Abnormal B

B SENSOR

51.
SENSOR)
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HINT:
not always occur.

NG CONNECTOR


OK
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Result

TO
Below 80% of the current value

A
Total of ISC Learning Value and ISC of the vehicle Intake air volume
Feedback Value 80% or more of the current value insufficient
B
of the vehicle

B (CONTROL THE VVT LINEAR)
(a) Check for air leakage in the intake system [vacuum hose disconnection, cracks, damaged
gaskets, etc.] .
HINT:
If the accelerator pedal is released after racing the engine, the inspection is easier to perform
because the vacuum inside the intake pipes increases and the air suction noise becomes louder.
If Short FT and Long FT are largely different from the normal values when idling (the intake air
volume is small) and almost the same as the normal values when racing the engine (the intake air
volume is high), air leakage may be present.
OK:

NG
OK
(a) Check the intake system.
Inspect the brake booster assembly .

Inspect the mass air flow meter .
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Check the PCV hose .
Inspect the PCV valve .
Inspect the purge valve .
Result
RESULT PROCEED TO
Abnormal A
Normal B

A PARTS, COMPONENT AND AREA
56. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE VVT LINEAR)
(c) Warm up the engine.
(d) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Linear
(Bank1) or Control the VVT Linear (Bank2).
HINT:
When performing the Active Test, make sure the A/C is on and the shift lever is in P, N or neutral.
(e) Check the engine speed while operating the camshaft timing oil control valve using the
Techstream.
OK:
HINT:
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.

NG VALVE
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OK

57.
ECM)

connector.
Standard Voltage:
*A Bank 1
*B Bank 2

*a
(to Camshaft Timing Oil Control Valve for Intake Side)
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HINT:
not always occur.

NG CONNECTOR
OK
PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE VVT EXHAUST

58.
LINEAR)
(d) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Exhaust
Linear (Bank1) or Control the VVT Exhaust Linear (Bank2).
HINT:
When performing the Active Test, make sure the A/C is on and the shift lever is in P, N or neutral
position.
(e) Check the engine speed while operating the camshaft timing oil control valve using the
Techstream.
OK:
HINT:
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.
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NG VALVE
OK

59.
ECM)

connector.
Standard Voltage:

*A Bank 1
*B Bank 2

*a
(to Camshaft Timing Oil Control Valve for Exhaust Side)
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HINT:
not always occur.

NG CONNECTOR
OK
Result
FREEZE FRAME DATA ITEM SUSPECTED AREA PROCEED
TO
IGN ADVANCE KNOCK CORRECT
LEARN VALUE
Engine coolant
temperature sensor
Differs from the current value of the Less than 3° A
Mass air flow meter
vehicle by 10° or more Knock sensor
3° or more -
Differs from the current value of the B

- -
vehicle by less than 10°
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HINT:
For the engine coolant temperature sensor inspection, refer to the following procedures .

NG SENSOR
OK

62.
SENSOR)

HINT:
not always occur.

NG CONNECTOR
OK
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63. INSPECT MASS AIR FLOW METER (INTAKE AIR TEMPERATURE SENSOR)
(a) Inspect the mass air flow meter .
HINT:
If the intake air temperature sent to the ECM is higher than the standard due to the mass air flow
meter (intake air temperature sensor) malfunctioning, the ignition timing may become delayed.
OK
64. READ VALUE USING TECHSTREAM
HINT:

(d) Using the Techstream, read the value of IGN Advance and Knock Correct Learn Value in the
Data List.
Result
FREEZE FRAME DATA ITEM PROCEED

TO
IGN ADVANCE KNOCK CORRECT LEARN
VALUE
Differs from the current value of the vehicle by 10° or Less than 3° A
more 3° or more
Differs from the current value of the vehicle by less than B

-
10°
HINT:
If the results of the checks performed in steps 56 to 64 were all normal and the sum of ISC Feedback
Value and ISC Learning Value in the Data List is 120% of the normal value or more, check for carbon
deposits in the throttle with motor body assembly. If there are carbon deposits, clean them off to
finish the troubleshooting procedure.
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END
B
A CHECK KNOCK SENSOR CIRCUIT
65. CHECK TERMINAL VOLTAGE (FUEL INJECTOR POWER SOURCE)
Standard Voltage:
CYLINDER TESTER CONNECTION SWITCH CONDITION SPECIFIED CONDITION
No. 1 C8-1 - Body ground Ignition switch ON 11 to 14 V


*a
(to Fuel Injector Assembly (for Port Injection))
*b No. 1 cylinder
*c No. 2 cylinder
*d No. 3 cylinder
*e No. 4 cylinder
HINT:
not always occur.
A rapid decrease in engine speed may have been caused by a malfunction in all or multiple
cylinders. (There may be an electrical malfunction in the wiring shared by all the cylinders.)
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REPAIR FUEL INJECTOR POWER SOURCE
NG CIRCUIT
OK

OK
Result
FREEZE FRAME DATA ITEM SUSPECTED PROCEED

AREA TO
A/C SIGNAL AIR CONDITIONER FB VAL
A/C Signal display does not

-
change from OFF Except for A/C
A
Value displayed for Air Conditioner FB Val system
A/C Signal display changes from does not increase

OFF to ON*1 Value displayed for Air Conditioner FB Val
A/C system B
increases
HINT:
*1: Check not only the on/off state of the air conditioner but also the change in air conditioner load.
The normal value for the ISC learned value is engine displacement (liters) x 0.9.
Even if the results are normal, the power steering system and/or A/C system may have been
malfunctioning. If there are no problems with other parts, inspect the power steering system and/or
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A/C system.
B CHECK AIR CONDITIONING SYSTEM
Result

AREA TO
ELECTRIC LOAD FEEDBACK VAL DIFFERENCE VEHICLE
BETWEEN ENGINE SPEED
SPEED AND SPD
(NT)
Value
Electrical
displayed for
- - load signal C
Electric Load
circuit
Val changes
Electrical Load Signal display Less Automatic

At least 1 of the 5 than 30 transmission B
changes from OFF to ON*3, or
Value sets of freeze km/h system
value displayed for Electric Load
displayed for frame data is less
Feedback Val increases*1 30 km/h
Electric Load than 100 rpm - A
or more
Val does not
change All 5 sets of freeze
frame data are - - A
100 rpm or more
Less Automatic
At least 1 of the 5 than 30 transmission B
sets of freeze km/h system
Electrical Load Signal display frame data is less
does not change from OFF, or than 100 rpm 30 km/h
- - A
value displayed for Electric Load or more
Feedback Val does not increase
All 5 sets of freeze
frame data are - - A
100 rpm or more
HINT:
*1: If the Electrical Load Signal display changes from OFF to ON, or the "Electric Load Feedback
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Val" increases, it probably is a malfunction due to a change in electrical load. Check the generator
and the continuity and connections between the generator and ECM.
The normal value for the ISC learned value is engine displacement (liters) x 0.9.
Even if the results are normal, the electrical load signal system and/or Automatic transmission
system may have been malfunctioning. If there are no problems with other parts, inspect the
electrical load system and/or Automatic transmission system.
B CHECK AUTOMATIC TRANSMISSION SYSTEM
C CHECK GENERATOR CIRCUIT
Result

TO
SHIFT SW STATUS (P RANGE) NEUTRAL POSITION
SHIFT SW STATUS (N RANGE) SW SIGNAL
Park/neutral position switch
In D or R, NSW is ON A
P and N position are both OFF in at assembly
least one data set Automatic transmission
In D or R, NSW is OFF B
system
All 5 sets of freeze frame data are ON - - C
HINT:
Even if the results are normal, the park/neutral position switch assembly and/or Automatic
transmission system may have been malfunctioning. If there are no problems with other parts, inspect
the park/neutral position switch assembly and/or Automatic transmission system.
B CHECK AUTOMATIC TRANSMISSION SYSTEM
INSPECT PARK/NEUTRAL POSITION SWITCH

A ASSEMBLY
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Result
FREEZE FRAME DATA ITEM RESULT SUSPECTED PROCEED

AREA TO
Calculate Load decreases while Throttle Sensor Mass air flow

A
Throttle Sensor Position, Position increases meter
Calculate Load Calculate Load does not decrease while Throttle
- B
Sensor Position increases
CHECK TERMINAL VOLTAGE (FUEL INJECTOR

B POWER SOURCE)

(a) Remove the mass air flow meter.
(b) Check for foreign matter in the airflow passage of the mass airflow meter.
Result
RESULT PROCEED TO
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HINT:
not always occur.

NG CONNECTOR
OK
HINT:
Standard:
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OK
Standard Voltage:


*a
(to Fuel Injector Assembly (for Port Injection))
*b No. 1 cylinder
*c No. 2 cylinder
*d No. 3 cylinder
*e No. 4 cylinder
HINT:
not always occur.
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A rapid decrease in engine speed may have been caused by a malfunction in all or multiple
cylinders. (There may be an electrical malfunction in the wiring shared by all the cylinders.)
REPAIR FUEL INJECTOR POWER SOURCE

NG CIRCUIT
OK

OK
76. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP DUTY)

(d) Enter the following menus: Powertrain / Engine / Active Test / Control the Fuel Pump Duty.
Standard:
CONTROL THE FUEL PUMP DUTY SPECIFIED CONDITION
25 or 80% Operating sound heard
Result
RESULT PROCEED TO
Abnormal A
Normal B
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HINT:
not always occur.
While performing the Active Test, make sure that there is no fuel leakage from the pipes, no signs
that fuel has leaked, and no fuel smell.
If the fuel pump operating noise is abnormal, proceed to step 77.
B CHECK FUEL SYSTEM
CHECK FUEL PUMP CONTROL CIRCUIT (LOW

OK PRESSURE SIDE)

Check the fuel pressure.
Check the fuel pressure (for high pressure).
HINT:
Result
RESULT PROCEED TO
Abnormal A
Normal B
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(a) Check for foreign matter such as iron particles around the fuel pump assembly (fuel pump,
fuel pump filter and inside the fuel tank), and for signs that the fuel pump was stuck.
Result
RESULT PROCEED TO
HINT:
If there is foreign matter such as iron particles on the fuel pump, fuel filter or fuel tank, remove the
foreign matter.

B


Check the fuel pressure.
Check the fuel pressure (for high pressure).
HINT:

END
OK
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81. CLEAR DTC
END
NEXT
Model Year: 2013 Model: FR-S Doc ID: RM0000021150D5X

Title: FA20 ENGINE CONTROL: SFI SYSTEM: P1604: Startability Malfunction (2013 FR-S)
DTC P1604 Startability Malfunction
DESCRIPTION
This DTC is stored when the engine does not start even though the starter 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.

NO.
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Engine
immobiliser
system
Engine assembly
(excess friction,
compression
loss)
Starter assembly
Crankshaft
position sensor
VVT sensor
Engine coolant
temperature
sensor
Fuel pump
assembly
Fuel pump
control circuit
(low pressure
side)
Fuel pipes
Fuel injector
assembly (for
port injection)
The engine speed is less than 500 rpm with the starter signal on for a Throttle with
certain amount of time (Depending on the engine coolant temperature motor body
P1604
and atmospheric pressure). assembly
After the engine starts (engine speed is 500 rpm or more), the engine Pressure
speed drops to 300 rpm or less immediately. regulator
Battery
Flywheel (for
Manual
Transmission)
Drive plate (for
Automatic
Transmission)
Spark plug
Ignition coil
circuit
Intake system
Camshaft timing
oil control valve
Mass air flow
meter
Air fuel ratio
sensor
Valve timing
Fuel
Purge valve
Intake valve
Exhaust valve
ECM
HINT:
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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 .
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.
1. Malfunction Recurrence and Inspection Areas

(a) Freeze frame data exists, but the malfunction (starting difficulty) has not reoccurred and the malfunction
conditions are unknown.
(1) 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 9 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.
If the battery voltage fluctuates while cranking the engine, it can be concluded that cranking is
being performed. When the engine speed is 0 rpm, the crankshaft position sensor and/or ECM may
be malfunctioning.
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(2) 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.
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(3) 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 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.
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(b) When the malfunction (starting difficulty) can be reproduced, or malfunction conditions are known, perform the
following inspections ("Problem Symptoms" and "Systems to Inspect").
(1) Problem Symptoms
1. 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.
2. 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.
3. 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.
4. 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.
5. 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.
(2) Systems to Inspect

1. Intake system
2. Ignition system
3. Fuel system
2. INSPECTION FLOW
(a) Freeze frame data exists, but the malfunction (starting difficulty) has not reoccurred and the malfunction
conditions are unknown.
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FREEZE FRAME RESULT SUSPECTED AREA PROCEDURE
DATA ITEM
Battery fully depleted

Engine assembly
(excess friction)
Starter assembly
0 rpm (no engine cranking at all) Engine immobiliser 4 to 9
system
Crankshaft position
sensor
ECM
Fuel pump control

circuit (Low pressure
Engine Speed
side)
100 to 250 rpm (engine cranks but no initial
Ignition system 10 to 14
combustion*1)
Engine coolant
temperature sensor
Fuel injection system
Engine assembly
(compression loss)
250 rpm or higher (combustion occurs but initial Fuel injection system
15 to 23
combustion and starter turnoff*2 occur late) Fuel pump control
side)
HINT:
*1: First combustion after cranking begins.

*2: Condition when engine speed increases and starter can be turned off.
(b) When the malfunction (starting difficulty) can be reproduced, or when malfunction conditions are known.
(1) Problem Symptoms
PROBLEM SYMPTOM SUSPECTED AREA SUSPECTED COMPONENT PROCEDURE
Battery malfunction Battery fully depleted
Starter assembly (includes pinion

Starting system gear wear or tooth damage)
Starting system
The engine does not crank 26 to 31
Engine immobiliser system Engine immobiliser system
Engine assembly (excess friction)

Engine assembly
Drive plate wear or tooth damage
Battery malfunction Battery fully depleted
Cranking speed too low Starting system Starter assembly
32 to 34
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Engine assembly Engine assembly (excess friction)
Engine assembly (compression

Cranking speed too high Engine assembly
loss)
Cannot maintain pressure due to

pressure regulator malfunction
Fuel injector leak
Fuel supply problem Fuel leak from fuel line
Fuel pump control circuit (Low
There is no initial combustion pressure side) 35 to 49
Fuel pump assembly
Spark plug
Ignition system malfunction Crankshaft position sensor
Ignition coil assembly
Air suction Intake system connections
Throttle with motor body

Deposits in throttle body
Engine stalls after starter assembly
50 to 56
turnoff
VVT valve does not return
Camshaft timing oil control valve
properly
Mass air flow meter

Mass air flow meter
malfunction
Engine coolant temperature Engine coolant temperature

sensor malfunction sensor
Mass air flow meter

Mass air flow meter
malfunction
Abnormal A/F learned value Air fuel ratio sensor

The initial combustion and Deviation from fuel Fuel injector assembly (for port 57 to 71
starter turnoff occur late injection characteristics injection)
Wet-fouled or dry-fouled
Spark plug
spark plug
Pressure regulator
Fuel pump assembly
Lack of fuel pressure
Fuel pump control circuit (low
pressure side)
(2) Systems to Inspect
TROUBLESHOOTING SUSPECTED AREA SUSPECTED COMPONENT PROCEDURE

BY SYSTEM
Fuel injector assembly (for port

Abnormal A/F learned value
injection)
Rough idling Crankshaft position sensor

Fuel system 87 to 94
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troubleshooting A 95 to 102
Fuel
Fuel leak from fuel line
Abnormal fuel pressure
Fuel pump assembly
Pressure regulator
Purge valve system

Fuel system Abnormal concentration of HC in Fuel injector assembly (for port
103 to 105
troubleshooting B surge tank injection)
Intake valve

injection)
Fuel system
Injection signal system malfunction Crankshaft position sensor 73 to 76
troubleshooting C
VVT sensor
ECM
Engine assembly (compression

loss)
Intake system Difference between ISC target value Valve timing 84 to 86
troubleshooting and opening angle when idling Engine coolant temperature 106 to 108
sensor
ECM

system (including sensor
Ignition system Camshaft and/or crankshaft position installation) 77 to 83
troubleshooting sensor signal malfunction VVT sensor system (including 109 to 115
sensor installation)
ECM
PROCEDURE
1. CHECK FOR ANY OTHER DTCS OUTPUT AND RECORD FREEZE FRAME DATA
(d) 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
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Only DTC P1604 is output A
DTCs other than P1604 are output B
B GO TO DTC CHART
2. CHECK ENGINE IMMOBILISER SYSTEM
(d) Enter the following menus: Powertrain / Engine / Data List / Immobiliser Fuel Cut.

OK:
Immobiliser Fuel Cut is OFF.
HINT:
After reconnecting the battery cable, if the engine is started immediately (without waiting 1.8 seconds after turning
the ignition switch to ON), the engine will stop (due to the key verification process). The engine can be started
after that.
REPAIR ENGINE IMMOBILISER SYSTEM

NG
OK
3. CHECK MALFUNCTION CONDITION
(a) Confirm the problem symptoms.

Result
RESULT PROCEED
TO
Freeze frame data exists, but the starting difficulty cannot be reproduced and it is unknown what kind of
A
starting difficulty occurred
The problem symptoms can be reproduced, or the malfunction conditions are known B
B CONFIRM PROBLEM SYMPTOM
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A
(c) Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were
present when the DTC was stored .
Result

TO
ENGINE SPEED BATTERY VOLTAGE
Minimum voltage
Battery fully depleted A
is below 5 V
Starter malfunction
All 5 sets of freeze frame data are 0 rpm (no engine Crankshaft position
cranking at all) sensor system
Minimum voltage
Excess engine friction B
is 5 V or higher
Engine immobiliser
system
ECM
Fuel pump control

side)
Ignition system
60 to 250 rpm (engine cranks but no initial
- Engine coolant C
combustion)
temperature sensor
Engine immobiliser
system
Engine assembly
250 rpm or higher (combustion occurs but initial
- Fuel pump control D
combustion and starter turnoff occur late)
side)
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.
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Engine Speed (Starter Off)
Shift SW Status (R, D Range)
B CHECK FREEZE FRAME DATA
C CHECK FREEZE FRAME DATA
D CHECK FREEZE FRAME DATA
CHARGE OR REPLACE BATTERY

A
Result
FREEZE FRAME RESULT SUSPECTED AREA PROCEED

DATA ITEM TO
Crankshaft position
Minimum voltage is 9 V or higher and voltage
sensor system A
fluctuates*2, *3
ECM
Battery Voltage Minimum voltage is 9 V or higher and voltage

Starter system B
does not fluctuate*1
Excess engine friction
Minimum voltage is 5 to 9 V*4 C
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. When the engine speed is 0
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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.
B CHECK STARTER SIGNAL CIRCUIT
CHECK AND REPAIR ENGINE OR BATTERY

C
6. CHECK CRANKSHAFT POSITION SENSOR (SENSOR INSTALLATION)
(a) Check the tightening and installation condition of the crankshaft position sensor bolt.
(b) Check the connection of the crankshaft position sensor connector.

Result
RESULT PROCEED TO
Normal A
Abnormal B
B SECURELY REINSTALL SENSOR
A
7. CHECK CRANKSHAFT POSITION SENSOR
(b) Check for oil on the connector terminals.

OK:
No oil on the terminals.
OK
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A34-16 (NE+) - C33-1 (NE+) Always Below 1 Ω
A34-27 (NE-) - C33-2 (NE-) Always Below 1 Ω
A34-16 (NE+) or C33-1 (NE+) - Body ground Always 10 kΩ or higher
A34-27 (NE-) or C33-2 (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.

NG
OK
(b) Check the engine start operation.

OK:
NG REPLACE ECM
END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)

OK
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Result

AREA TO
COOLANT TEMP, AMBIENT TEMP COOLANT TEMP, AMBIENT FUEL PUMP DUTY
FOR A/C, INTAKE AIR TEMP FOR A/C
Coolant Temp is 125°C or Engine coolant

higher, or below Ambient Temp - temperature A
for A/C by 15°C or more sensor
Difference between Coolant Temp, No sets of freeze

- B
Ambient Temp for A/C and Intake frame data are 0%
Air is 10°C or more*1
Other than above Fuel pump
At least 1 of the 5
control circuit
sets of freeze C
(low pressure
frame data is 0%
side)
Fuel pump
At least 1 of the 5
control circuit
Difference between Coolant Temp, sets of freeze C
(low pressure
Ambient Temp for A/C and Intake - frame data is 0%
side)
Air is less than 10°C*2
No sets of freeze
- B
frame data are 0%
HINT:
PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL

B THE FUEL PUMP / SPEED)
CHECK FUEL PUMP CONTROL CIRCUIT (LOW PRESSURE

C
SIDE)
A REPLACE ENGINE COOLANT TEMPERATURE SENSOR
11. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED)
(c) Enter the following menus: Powertrain / Engine / Active Test / Control the Fuel Pump / Speed.
(d) When performing the Active Test, check for an operating sound from the fuel pump.
OK:
CONTROL THE FUEL PUMP / SPEED SPECIFIED CONDITION
ON Operating sound heard
HINT:
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Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.
REPAIR FUEL PUMP CONTROL CIRCUIT (LOW PRESSURE

NG SIDE)
OK
Standard Voltage:


*a
*b No. 1 cylinder
*c No. 2 cylinder
*d No. 3 cylinder
*e No. 4 cylinder
HINT:
occur.
REPAIR FUEL INJECTOR POWER SOURCE CIRCUIT

NG
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OK
(d) 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:
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.
B CHECK FUEL SYSTEM
REPAIR OR REPLACE FUEL LINE

A
(a) Check for foreign matter such as iron particles around the fuel pump assembly (fuel pump, fuel pump
filter, and inside the fuel tank), and for signs that the fuel pump was stuck.
Result
RESULT PROCEED TO
B PERFORM SIMULATION TEST

A
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Result

TO
COOLANT TEMP, AMBIENT COOLANT TEMP, AMBIENT LONG FT ENGINE
TEMP FOR A/C, INTAKE AIR TEMP FOR A/C SPEED
Coolant Temp is 125°C or

higher, or below Ambient Engine coolant
- - A
Temp for A/C by 15°C or temperature sensor
more
Fuel
pump
control
circuit
-15% or (low
less, or pressure
- B
+15% or side)
Difference between Coolant more Fuel
Temp, Ambient Temp for A/C injector
and Intake Air is 10°C or assembly
more (for port
Other than above injection)
Minimum
speed is 300
Engine assembly C
rpm or
more*1
-15 to
+15% Fuel
Minimum
system
speed is less
Intake D
than 300
air
rpm
system
Fuel
pump
control
circuit
-15% or (low
less, or pressure
- B
+15% or side)
more Fuel
injector
assembly
Difference between Coolant
(for port
Temp, Ambient Temp for A/C
- injection)
and Intake Air is less than
10°C
Minimum
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speed is 300
Engine assembly C
rpm or
more*1
-15 to
+15% Fuel
Minimum
system
speed is less
Intake D
than 300
air
rpm
system
HINT:
*1: Compression loss may have occurred in the engine assembly.
INSPECT FUEL INJECTOR ASSEMBLY (FOR PORT

B INJECTION)
CHECK AND REPAIR ENGINE

C
D CHECK FREEZE FRAME DATA
A REPLACE ENGINE COOLANT TEMPERATURE SENSOR
(a) Check that no carbon is stuck to the fuel injector assembly (for port injection).
OK:
No carbon present.
REPLACE FUEL INJECTOR ASSEMBLY (FOR PORT

NG
INJECTION)
OK
(a) Check for foreign matter such as iron particles around the fuel pump assembly (fuel pump, fuel pump
filter, and inside the fuel tank), and for signs that the fuel pump was stuck.
Result
RESULT PROCEED TO
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A
Result
FREEZE FRAME DATA ITEM RESULT SUSPECTED AREA PROCEED TO
Engine coolant temperature is 40°C or less*1 Pressure regulator A
Coolant Temp Engine coolant temperature is 40 to 90°C*2 Fuel injector B
Engine coolant temperature is 90°C or higher*3 Pressure regulator A
HINT:
*1: If the engine coolant temperature is 40°C or less (after stopping the engine and the vehicle has not been
driven for a long period of time), the pressure regulator may be stuck open. Attach a fuel pressure gauge and check
the ability of the system to maintain fuel pressure after stopping the engine.
*2: If the engine coolant temperature is 40 to 90°C (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 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 of the pressure regulator to maintain fuel pressure after stopping the engine.
B CHECK FUEL INJECTOR ASSEMBLY (FOR PORT INJECTION)

A
HINT:
For the fuel pressure inspection, refer to the following procedures .
(a) Attach a fuel pressure gauge and check the fuel pressure after stopping the engine.
Standard:
147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine)
HINT:
If the engine cannot be started, read the values after cranking the engine.
Result
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RESULT PROCEED TO
Abnormal A
Normal B
A REPLACE FUEL PRESSURE REGULATOR ASSEMBLY
20. CHECK FUEL INJECTOR ASSEMBLY (FOR PORT INJECTION)
(a) Clean the inside of the surge tank with compressed air.
(b) After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes.
Result
RESULT PROCEED TO
4000 ppm or more A
Less than 4000 ppm B
HINT:
If the concentration is 4000 ppm or more, a fuel injector assembly may have a sealing problem.
B CHECK THROTTLE WITH MOTOR BODY ASSEMBLY
A
(a) Inspect the fuel injector assemblies (for port injection) .

Result
RESULT PROCEED TO
Abnormal A
Normal B
B CHECK THROTTLE WITH MOTOR BODY ASSEMBLY

A INJECTION)
22. CHECK THROTTLE WITH MOTOR BODY ASSEMBLY
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(a) Check if carbon is in the airflow passage.
Result
RESULT PROCEED TO
Carbon in passage A
No carbon present B
B CHECK INTAKE SYSTEM
A REPLACE THROTTLE WITH MOTOR BODY ASSEMBLY

OK:

NG
OK
24. PERFORM SIMULATION TEST
(a) Check if the engine can be started.

Result
RESULT PROCEED TO
Engine can be started A
Engine cannot be started B
B CONFIRM PROBLEM SYMPTOM
END
A
25. CONFIRM PROBLEM SYMPTOM
(a) Confirm the problem symptoms.
HINT:
The problem symptoms below can be determined by reading the freeze frame data.
Result
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PROBLEM SYMPTOM SUSPECTED AREA PROCEED
TO

Starter assembly (includes
pinion gear wear or tooth
damage)
Starter system
Engine assembly (excess
The engine does not crank A
friction)
Flywheel wear or tooth damage
(for Manual Transmission)
Drive plate wear or tooth
damage (for Automatic
Transmission)

Starter assembly
Abnormal cranking speed B
Engine assembly (excess
friction, compression loss)
Pressure regulator fuel

pressure maintenance
Fuel injector leak
Fuel leak from fuel line
There is no initial combustion (combustion does not occur even
pressure side) C
once)*1
Fuel pump assembly
Spark plug
system
Ignition coil system
Intake system connections

Throttle with motor body
The engine stalls after starter turnoff (engine stalls immediately assembly
D
after the first time the engine speed increases)*2 Camshaft timing oil control
valve
Mass air flow meter system
Engine coolant temperature

sensor
Mass air flow meter
The initial combustion and starter turnoff occur late*3 E
injection)
Spark plug
Pressure regulator
Fuel pump assembly
pressure side)
HINT:
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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).
C CHECK FUEL INJECTOR ASSEMBLY (FOR PORT INJECTION)
D INSPECT MASS AIR FLOW METER
E INSPECT ENGINE COOLANT TEMPERATURE SENSOR
(a) 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

TO
Battery
A noise indicating that the starter pinion gear is extending is heard and
Excess engine friction A
the starter pinion gear is not spinning freely*1
Starter assembly
Fly wheel (for Manual

Transmission)
A noise indicating that the starter pinion gear is extending is heard but Drive plate (for
B
the starter pinion gear is spinning freely Automatic
Transmission)
Starter assembly
Battery
A noise indicating that the starter pinion gear is extending is not heard Starter assembly C
Starter system
HINT:
*1: The battery may be fully depleted or there may be excess engine friction.
B CHECK STARTER ASSEMBLY
C INSPECT BATTERY
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A
27. INSPECT BATTERY
(a) Check the electrolyte quantity.

OK:
Electrolyte quantity is within the specified range.
(b) Inspect the specific gravity.
(1) Inspect the specific gravity of each cell.

Standard specific gravity:
1.25 to 1.29 (electrolyte is at 20°C (68°F))
HINT:
If the result is not as specified, recharge or replace the battery.

It is not necessary to inspect a maintenance-free battery.
(c) Inspect the battery voltage.
(1) Turn the ignition switch off and turn on the headlights for 20 to 30 seconds. This will remove the
surface charge from the battery.
(2) Measure the battery voltage.

Standard voltage:
12.5 to 12.9 V (electrolyte is at 20°C (68°F))
HINT:
(3) Measure the battery voltage when cranking the engine.

Standard:
Approximately 6 V or higher (0°C (32°F) or higher)
HINT:
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When the battery is depleted, the horn becomes quieter.

NG
OK
28. CHECK ENGINE ASSEMBLY
(a) 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.
REPAIR OR REPLACE ENGINE ASSEMBLY

NG
OK INSPECT STARTER ASSEMBLY
29. CHECK STARTER ASSEMBLY
(a) Remove the starter assembly .

(b) Check for starter pinion gear wear and damage.
OK:
There is no wear or damage.
Result
RESULT PROCEED TO
Abnormal A
Normal (for Manual Transmission) B
Normal (for Automatic Transmission) C
B REPLACE FLYWHEEL SUB-ASSEMBLY
C REPLACE DRIVE PLATE AND RING GEAR SUB-ASSEMBLY
A REPLACE STARTER ASSEMBLY
30. INSPECT BATTERY
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OK:

HINT:

Standard voltage:
HINT:

Standard:
HINT:

NG
OK
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31. INSPECT STARTER ASSEMBLY
(a) Inspect the starter assembly .
NG REPLACE STARTER ASSEMBLY
OK CHECK STARTER SIGNAL CIRCUIT
(a) Check the cranking speed.

Result
PROBLEM SYMPTOM SUSPECTED AREA PROCEED TO
Battery
Cranking speed is slow (100 rpm or less) Starter assembly A
Excess engine friction
Cranking speed is fast (300 rpm or more)*1 Engine compression loss B
HINT:
*1: If the cranking speed is fast, there may be compression loss.
CHECK AND REPAIR ENGINE ASSEMBLY

B
A
33. INSPECT BATTERY

OK:
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HINT:


Standard voltage:
HINT:

Standard:
HINT:

NG
OK
34. CHECK ENGINE ASSEMBLY
(a) 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.
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NG
OK INSPECT STARTER ASSEMBLY
(a) Using a sound scope or screwdriver, check for fuel injector operating noise while cranking the engine.
OK:
Fuel injector operating noise is heard.
NG READ VALUE USING TECHSTREAM (ENGINE SPEED)
OK
(a) Inspect the fuel pressure .

NG
THE FUEL PUMP / SPEED)
OK
37. CHECK SPARK PLUG AND SPARK
(a) Check for sparks .
NG CHECK SPARK PLUG
OK
38. CONFIRM VEHICLE CONDITION
(a) Confirm the conditions present when the malfunction occurred based on the customer problem analysis.
Result

TO
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When the engine is stopped and a long time has passed, engine
Pressure regulator is stuck open A
starting trouble occurs*1
When the engine is stopped and approximately 15 to 120 minutes have

Fuel injector leak B
passed, engine starting trouble occurs*2
When the engine is stopped and approximately 2 to 3 minutes have Failure to maintain fuel pressure
A
passed, engine starting trouble occurs*3 by pressure regulator
Condition other than above, or there is an inconsistency in the

- C*4
conditions present when engine starting trouble occurs
HINT:
*1: The pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability of the system 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 of the pressure regulator to maintain fuel pressure after stopping the engine.
*4: From step 72, perform fuel system troubleshooting C (steps 73 to 76).
B CHECK FUEL INJECTOR ASSEMBLY (FOR PORT INJECTION)
C CHECK MALFUNCTION CONDITION
HINT:
Result
RESULT PROCEED TO
Below 147 kPa (1.5 kgf/cm 2 ) (5 minutes after stopping the engine) A
147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine) B*1
HINT:
If the engine cannot be started, check the fuel pressure after cranking the engine.
B CHECK MALFUNCTION CONDITION
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(a) After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes.
Result
RESULT PROCEED TO
4000 ppm or more A
Less than 4000 ppm B*1
HINT:

A INJECTION)
41. CHECK SPARK PLUG
(a) Inspect the spark plugs .
HINT:
Even if the spark plug of only one cylinder is malfunctioning, replace the spark plugs of all cylinders.
OK
(c) Enter the following menus: Powertrain / Engine / Data List / Engine Speed.
(e) While running the engine, read the value of Engine Speed.
OK:
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.
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NG CHECK CRANKSHAFT POSITION SENSOR CIRCUIT
OK
43. CHECK TERMINAL VOLTAGE (IGNITION COIL POWER SOURCE)
(a) Disconnect the ignition coil assembly connectors.
Standard Voltage:
*a
(to Ignition Coil Assembly)
*b No. 1 cylinder
*c No. 2 cylinder
*d No. 3 cylinder
*e No. 4 cylinder
HINT:
occur.
CHECK IGNITION COIL POWER SOURCE CIRCUIT

NG
OK
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44. CHECK HARNESS AND CONNECTOR (IGNITION COIL ASSEMBLY - ECM)
(a) Disconnect the ignition coil assembly connector.
A36-21 (IGT1) - C38-3 Always Below 1 Ω
A36-21 (IGT1) or C38-3 - Body ground Always 10 kΩ or higher
HINT:
occur.
NG
OK
45. CHECK HARNESS AND CONNECTOR (IGNITION COIL ASSEMBLY - BODY GROUND)
(a) Disconnect the ignition coil assembly connector.
C38-2 - Body ground Always Below 1 Ω
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HINT:
occur.
If the wire harness is normal, after replacing the ignition coil assembly, check if engine starting trouble occurs
again. If engine starting trouble occurs again, proceed to step 72 and perform troubleshooting for the ignition
system (steps 78 to 83).

NG
OK REPLACE IGNITION COIL ASSEMBLY
(d) When performing the Active Test, check for an operating sound from the fuel pump.
OK:
CONTROL THE FUEL PUMP / SPEED SPECIFIED CONDITION
ON Operating sound heard
HINT:
Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur.

NG
SIDE)
OK
Result
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RESULT PROCEED TO
HINT:
occur.
If there are no fuel leaks, after inspecting the fuel pump control circuit, check if engine starting trouble occurs
again. If engine starting trouble occurs again, proceed to step 72 and perform fuel system troubleshooting C
(steps 73 to 77).

B SIDE)

A
(c) Enter the following menus: Powertrain / Engine / Data List / Engine Speed.
(e) While running the engine, read the value of Engine Speed.
OK:
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
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Standard Voltage:

*a
*b No. 1 cylinder
*c No. 2 cylinder
*d No. 3 cylinder
*e No. 4 cylinder
HINT:
occur.
NG
OK
NG INSPECT ENGINE COOLANT TEMPERATURE SENSOR
OK
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(a) Check for air leakage in the intake system [vacuum hose disconnection, cracks, damaged gaskets, etc.]
.
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 and Long FT are largely different from the normal values (differ by more than 15%) when idling
(intake air volume is small) and almost the same as the normal values when racing the engine (for example,
when maintaining a speed of 3000 rpm) (intake air volume is high), air leakage may be present.
OK:

NG
OK
HINT:
When the connector is disconnected, the vehicle enters fail-safe mode.
(b) Crank the engine and check that it starts.

Result
RESULT PROCEED TO
Engine starts A
Engine does not start B
(c) Connect the throttle with motor body assembly connector.
HINT:
When this inspection is performed, the MIL may illuminate. After finishing the inspection, check and clear DTCs
.

B THE VVT LINEAR)
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(a) Check if carbon is in the airflow passage.
OK:
No carbon present.
NG REPLACE THROTTLE WITH MOTOR BODY ASSEMBLY
OK
54. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE VVT LINEAR)
(d) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Linear (Bank1) or Control
the VVT Linear (Bank2).
HINT:
When performing the Active Test, make sure the A/C is on and the shift lever is in P, N or neutral position.
(e) Check the engine speed while operating the camshaft timing oil control valve using the Techstream.
OK:

HINT:
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 the engine to stall.
REPLACE CAMSHAFT TIMING OIL CONTROL VALVE (FOR

NG
INTAKE SIDE)
OK
55. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE VVT EXHAUST LINEAR)
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(d) Enter the following menus: Powertrain / Engine / Active Test / Control the VVT Exhaust Linear (Bank1) or
Control the VVT Exhaust Linear (Bank2).
HINT:
When performing the Active Test, make sure the A/C is on and the shift lever is in P, N or neutral position.
(e) Check the engine speed while operating the camshaft timing oil control valve using the Techstream.
OK*1:
Result
RESULT PROCEED TO
NG A
OK B
HINT:
*1: From step 72, perform intake system troubleshooting (steps 84 to 86). If engine starting trouble still occurs,
perform fuel system troubleshooting A (steps 87 to 94).
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 the engine to stall.
REPLACE CAMSHAFT TIMING OIL CONTROL VALVE (FOR

A EXHAUST SIDE)
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HINT:
occur.
If the wire harness is normal, after replacing the mass air flow meter, check if engine starting trouble occurs
again. If engine starting trouble occurs again, proceed to step 72 and perform intake system troubleshooting
(steps 84 to 86). If engine starting trouble still occurs, perform fuel system troubleshooting A (steps 87 to 94).

NG
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 72 and perform fuel system troubleshooting A (steps 95 to 102), fuel system troubleshooting B (steps 103 to
105), intake system troubleshooting (steps 106 to 108), and ignition system troubleshooting (steps 109 to 114), in
that order.
REPLACE ENGINE COOLANT TEMPERATURE SENSOR

NG
OK
58. CHECK HARNESS AND CONNECTOR (ENGINE COOLANT TEMPERATURE SENSOR - ECM)
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HINT:
occur.
If the wire harness or connector is malfunctioning, after replacing or repairing it, check if engine starting trouble
step 72 and perform fuel system troubleshooting A (steps 95 to 102), fuel system troubleshooting B (steps 103
to 105), intake system troubleshooting (steps 106 to 108), and ignition system troubleshooting (steps 109 to
115), in that order.

NG
OK
HINT:
If the mass air flow meter 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 72 and
perform fuel system troubleshooting A (steps 95 to 102), fuel system troubleshooting B (steps 103 to 105), intake
system troubleshooting (steps 106 to 108), and ignition system troubleshooting (steps 109 to 115), in that order.
OK
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HINT:
occur.
If the wire harness or connector is malfunctioning, after replacing or repairing it, check if engine starting trouble
step 72 and perform fuel system troubleshooting A (steps 95 to 102), fuel system troubleshooting B (steps 103
to 105), intake system troubleshooting (steps 106 to 108), and ignition system troubleshooting (steps 109 to

NG
OK

(c) Enter the following menus: Powertrain / Engine / Data List / Atmospheric Pressure and Long FT.
Result
DATA LIST ITEM RESULT SUSPECTED AREA PROCEED

TO
+25% or more or less than -

Long FT Air fuel ratio sensor
25%
Mass air flow meter
A
80 kPa or less (when elevation Fuel injector assembly (for port
Atmosphere Pressure injection)
is 0 m)
ECM
Both Data List items listed

above
B CHECK FUEL PRESSURE (LOW PRESSURE SIDE)
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A
(a) Remove the EFI MAIN and ETCS fuses from the engine room relay block assembly.
(b) After 60 seconds or more elapse, install the EFI MAIN and ETCS fuses.
(c) Check if the engine can be started.

Result
RESULT PROCEED TO
Engine can be started A
Engine cannot be started B
B CHECK FUEL PRESSURE (LOW PRESSURE SIDE)

(d) Enter the following menus: Powertrain / Engine / Data List / Fuel
System Status #1.
(e) Confirm that Fuel System Status #1 is CL.
(f) Enter the following menus: Powertrain / Engine / Data List / AF

Lambda B1S1.
(g) Confirm that AF Lambda B1S1 is both within the range of 0.95 to
1.05 when idling.
(h) Enter the following menus: Powertrain / Engine / Active Test /

Control the Injection Volume for A/F sensor.
(i) Read the output voltage from the air fuel ratio sensor when
increasing and decreasing the fuel injection volume.
Standard:
TECHSTREAM INJECTION SPECIFIED CONDITION

DISPLAY VOLUME
Air fuel ratio sensor output voltage is
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+12.5%
AFS Voltage below 2.0 V
B1S1 Air fuel ratio sensor output voltage is
-12.5%
higher than 2.4 V
Result
RESULT PROCEED TO
Normal A
Abnormal B
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 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
72 and perform fuel system troubleshooting A (steps 95 to 102), fuel
system troubleshooting B (steps 103 to 105), intake system
troubleshooting (steps 106 to 108), and ignition system
troubleshooting (steps 109 to 115), in that order.

(a) Check if the idling speed is stable after starting the engine.
OK:
Speed is stable.
HINT:
After replacing the fuel injector assembly or mass air flow meter, check if engine starting trouble occurs again. If
engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 72 and
perform fuel system troubleshooting A (steps 95 to 102), fuel system troubleshooting B (steps 103 to 105), intake
system troubleshooting (steps 106 to 108), and ignition system troubleshooting (steps 109 to 115), in that order.

NG
INJECTION)
(a) Inspect the fuel pressure .
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NG
OK
66. CHECK SPARK PLUG
(a) Inspect the spark plugs .

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 72 and perform fuel system troubleshooting A (steps 95 to 102), fuel system
troubleshooting B (steps 103 to 105), intake system troubleshooting (steps 106 to 108), and ignition system
troubleshooting (steps 109 to 115), 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 72 and perform fuel system troubleshooting
A (steps 95 to 102), fuel system troubleshooting B (steps 103 to 105), intake system troubleshooting (steps 106
to 108), and ignition system troubleshooting (steps 109 to 115), in that order.
*3: Engine starting trouble may occur if the vehicle is driven extremely short distances repeatedly.
B REPLACE SPARK PLUG (ABNORMAL CYLINDER)
C REPLACE SPARK PLUG (ALL)
67. CONFIRM VEHICLE CONDITION
(a) Confirm the conditions present when the malfunction occurred based on the customer problem analysis.
Result

TO
When the engine is stopped and a long time has passed, engine
Pressure regulator is stuck open A
starting trouble occurs*1
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When the engine is stopped and approximately 15 to 120 minutes have
Fuel injector leak B
passed, engine starting trouble occurs*2
When the engine is stopped and approximately 2 to 3 minutes have Failure to maintain fuel pressure
A
passed, engine starting trouble occurs*3 by pressure regulator
Condition other than above, or there is an inconsistency in the

- C*4
conditions present when engine starting trouble occurs
HINT:
*1: The pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability of the system 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 of the pressure regulator to maintain fuel pressure after stopping the engine.
*4: From step 72, perform fuel system troubleshooting A (steps 95 to 102), fuel system troubleshooting B (steps
103 to 105), intake system troubleshooting (steps 106 to 108), and ignition system troubleshooting (steps 109 to
B CHECK PURGE VALVE
C CHECK MALFUNCTION CONDITION
HINT:
Result
RESULT PROCEED TO
Below 147 kPa (1.5 kgf/cm 2 ) (5 minutes after stopping the engine) A
147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine) B*1
HINT:
If the engine cannot be started, check the fuel pressure after cranking the engine.
*1: From step 72, perform fuel system troubleshooting A (steps 95 to 102), fuel system troubleshooting B
(steps 103 to 105), intake system troubleshooting (steps 106 to 108), and ignition system troubleshooting
(steps 109 to 114), in that order.
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(a) Disconnect the purge hose (on the canister side) of the purge
valve.

OK:
Air does not flow.
(g) Connect the purge hose of the purge valve.
HINT:
.

OK
Result
RESULT PROCEED TO
4000 ppm or more A
Less than 4000 ppm B*1
HINT:
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*1: From step 72, perform fuel system troubleshooting A (steps 95 to 102), fuel system troubleshooting B
(steps 103 to 105), intake system troubleshooting (steps 106 to 108), and ignition system troubleshooting

A INJECTION)
Result
RESULT PROCEED TO
HINT:
occur.
If there are no fuel leaks, after inspecting the fuel pump control circuit, check if engine starting trouble occurs
again. If engine starting trouble still occurs, proceed to step 72 and perform fuel system troubleshooting A
(steps 95 to 102), fuel system troubleshooting B (steps 103 to 105), intake system troubleshooting (steps 106
to 108), and ignition system troubleshooting (steps 109 to 114), in that order.
B
SIDE)

A
72. CHECK MALFUNCTION CONDITION
(a) If the malfunction could not be identified during the inspections in steps 38, 39, 40 and 47, perform fuel
system troubleshooting C (steps 73 to 76).
Result
PERFORMED STEP TROUBLESHOOTING BY SYSTEM PROCEDURE PROCEED TO
Steps 38, 39, 40 and 47 Fuel system troubleshooting C 73 to 76 A
(b) If the malfunction could not be identified during the inspection in step 45, perform ignition system
troubleshooting (steps 77 to 83).
Result
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Step 45 Ignition system troubleshooting 77 to 83 B
(c) If the malfunction could not be identified during the inspections in steps 55, 56 and 57, perform intake
air system troubleshooting (steps 84 to 86). If engine starting trouble still occurs, perform fuel system
troubleshooting A (steps 87 to 94).
Result
Intake air system troubleshooting 84 to 86

Step 55, 56, 57 C
Fuel system troubleshooting A 87 to 94
(d) If the malfunction could not be identified during the inspections in steps 58, 59, 60, 63, 64, 66, 67, 68,
70 and 71, perform fuel system troubleshooting A (steps 95 to 102), fuel system troubleshooting B (steps
103 to 105), intake air system troubleshooting (steps 106 to 108), and ignition system troubleshooting
Result
Fuel system troubleshooting A 95 to 102
Fuel system troubleshooting B 103 to 105

Steps 57, 58, 59, 60, 63, 64, 66, 67, 68, 70 and 71 D
Intake air system troubleshooting 106 to 108
Ignition system troubleshooting 109 to 115
B CHECK CRANKSHAFT POSITION SENSOR
C READ VALUE USING TECHSTREAM (ISC LEARNING VALUE)
D CHECK FUEL PRESSURE (LOW PRESSURE SIDE)

A
(a) Inspect the fuel injector assemblies (for port injection) .

NG INJECTION)
OK
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Standard Voltage:

*a
*b No. 1 cylinder
*c No. 2 cylinder
*d No. 3 cylinder
*e No. 4 cylinder
HINT:
occur.

NG
OK
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OK:
NG CHECK VVT SENSOR

OK
76. CHECK VVT SENSOR

OK:
NG REPLACE ECM
END (VVT SENSOR IS DEFECTIVE)

OK

OK:

OK
(a) Check the tightening and installation condition of the VVT sensor bolt.
(b) Check the connection of the VVT sensor connector.

OK:
OK
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HINT:
occur.

NG
OK
80. CHECK HARNESS AND CONNECTOR (VVT SENSOR (INTAKE SIDE) - ECM)
Standard Voltage:
C12-1 (VV1-) - Body ground Ignition switch ON 11 to 14 V
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*A Bank 1
*B Bank 2

*a
(to VVT Sensor (Intake Side))
HINT:
occur.

NG
OK
81. CHECK HARNESS AND CONNECTOR (VVT SENSOR (EXHAUST SIDE) - ECM)
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Standard Voltage:
*A Bank 1
*B Bank 2

*a
(to VVT Sensor (Exhaust Side))

HINT:
occur.

NG
OK
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OK:
NG CHECK VVT SENSOR

OK

OK:
NG REPLACE ECM

OK
84. READ VALUE USING TECHSTREAM (ISC LEARNING VALUE)

(c) Start the engine and warm it up until the engine coolant temperature stabilizes with the A/C switch and
all the accessory switches off.
(d) Enter the following menus: Powertrain / Engine / Data List / ISC Learning Value.
Result
DATA LIST ITEM RESULT SUSPECTED AREA PROCEED TO
Valve timing
(engine displacement (liters) x 0.9) or more A
ISC Learning Value Compression
Less than (engine displacement (liters) x 0.9) - B
B INSPECT ENGINE COOLANT TEMPERATURE SENSOR
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(a) Inspect the compression .

NG
OK ADJUST VALVE TIMING
OK
HINT:
(a) 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/cm 2 )
5 minutes after stopping engine 147 kPa (1.5 kgf/cm 2 ) or higher

NG
OK
88. READ VALUE USING TECHSTREAM (LONG FT)
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(c) Enter the following menus: Powertrain / Engine / Data List / Long FT.
Result
Wire harness or connector

-15 to +15% A
Long FT Fuel
+15% or more, or less than -15% Fuel injector assembly B

B
INJECTION)
(a) Check if the idling speed is stable after starting the engine and if an unstable idling speed has ever
occurred in the past.
Result
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.
REPLACE FUEL
B

OK:
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OK
HINT:
occur.

NG
OK

OK:
NG REPLACE ECM

OK
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Result
RESULT PROCEED TO
HINT:
occur.
be malfunctioning.
B INSPECT FUEL PUMP ASSEMBLY

A

HINT:
Make sure there is no foreign matter such as iron particles on the fuel pump assembly 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 REPLACE FUEL PRESSURE REGULATOR ASSEMBLY
HINT:
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Result
RESULT PROCEED TO
147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine) A
Below 147 kPa (1.5 kgf/cm 2 ) (5 minutes after stopping the engine) B

B
96. READ VALUE USING TECHSTREAM (LONG FT)
(c) Enter the following menus: Powertrain / Engine / Data List / Long FT.
Result

-15 to +15% A
Long FT Fuel
+15% or more, or less than -15% Fuel injector assembly B

B
INJECTION)
(a) Check if the idling speed is stable after starting the engine and if an unstable idling speed has ever
occurred in the past.
Result
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:
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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.
REPLACE FUEL
B

OK:
OK

HINT:
occur.
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NG
OK

OK:
NG REPLACE ECM

OK
Result
RESULT PROCEED TO
HINT:
occur.
be malfunctioning.
B INSPECT FUEL PUMP ASSEMBLY

A
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HINT:
Make sure there is no foreign matter such as iron particles on the fuel pump assembly 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
(a) Disconnect the vacuum hose (on the canister side) of the purge
valve.


OK:
Air does not flow
(g) Connect the vacuum hose of the purge valve.
HINT:
.
NG INSPECT PURGE VALVE
OK
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Result
RESULT PROCEED TO
4000 ppm or more A
Less than 4000 ppm B
HINT:
B CHECK INTAKE VALVE

A
INJECTION)
105. CHECK INTAKE VALVE
(a) Check if carbon is on the intake valves.

Result
RESULT PROCEED TO
Carbon present A
No carbon present B
B READ VALUE USING TECHSTREAM (ISC LEARNING VALUE)
CLEAN INTAKE VALVE

A
106. READ VALUE USING TECHSTREAM (ISC LEARNING VALUE)
(c) Start the engine, turn off all accessory switches and warm up the engine until the engine coolant
temperature stabilizes.
(d) Enter the following menus: Powertrain / Engine / Data List / ISC Learning Value.
Result
Valve timing
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(engine displacement (liters) x 0.9) or more A
ISC Learning Value Compression
Less than (engine displacement (liters) x 0.9) - B
B INSPECT ENGINE COOLANT TEMPERATURE SENSOR
(a) Inspect the compression .

NG
OK ADJUST VALVE TIMING
OK

OK:
OK
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(a) Check the tightening and installation condition of the VVT sensor bolt.
(b) Check the connection of the VVT sensor connector.

OK:
OK

HINT:
occur.

NG
OK
112. CHECK HARNESS AND CONNECTOR (VVT SENSOR (INTAKE SIDE) - ECM)
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Standard Voltage:
*A Bank 1
*B Bank 2

*a
(to VVT Sensor (Intake Side))

HINT:
occur.

NG
OK
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113. CHECK HARNESS AND CONNECTOR (VVT SENSOR (EXHAUST SIDE) - ECM)
Standard Voltage:
*A Bank 1
*B Bank 2

*a
(to VVT Sensor (Exhaust Side))

HINT:
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occur.

NG
OK

OK:
NG CHECK VVT SENSOR

OK

OK:
NG REPLACE ECM

OK
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Model Year: 2013 Model: FR-S Doc ID: RM000000WC30M5X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P2096,P2097: Post Catalyst Fuel Trim System Too Lean (Bank 1) (2013 FR-S)
DTC P2096 Post Catalyst Fuel Trim System Too Lean (Bank 1)
DTC P2097 Post Catalyst Fuel Trim System Too Rich (Bank 1)
DESCRIPTION
The sub fuel trim is related to the feedback compensation value, not to the basic injection time. The sub fuel trim consists of both
the short-term and the long-term fuel trim between the front catalyst and rear catalyst.
The short-term fuel trim is fuel compensation that is used to constantly maintain the air fuel ratio at stoichiometric levels. The
signal from the air fuel ratio sensor indicates whether the air fuel ratio is rich or lean compared to the stoichiometric ratio. This
triggers a reduction in the fuel injection volume if the air fuel ratio is rich and an increase in the fuel injection volume if it is lean.
Factors such as individual engine differences, wear over time and changes in operating environment cause short-term fuel trim to
vary from the ideal theoretical value. The long-term fuel trim controls overall fuel compensation. The long-term fuel trim
compensates for long term deviations of the fuel trim from the ideal theoretical value. These long term deviations result from the
corrections made by the short-term fuel trim.
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If both the short-term fuel and long-term fuel trim are lean or rich beyond predetermined values, it is interpreted as a malfunction,
the ECM illuminates the MIL and sets a DTC.

NO.
With warm engine and stable air fuel ratio feedback, sub fuel trim considerably
Intake system
P2096 in error to lean side
injection)
Fuel injector assembly (for
direct injection)
Mass air flow meter
Engine coolant temperature
sensor
Fuel pressure
With warm engine and stable air fuel ratio feedback, sub fuel trim considerably Gas leaks from exhaust system
P2097 in error to rich side Open or short in air fuel ratio
(2 trip detection logic) sensor circuit
PCV valve and hose
PCV hose connections
ECM
HINT:
When DTC P2096 is set, the actual air-fuel ratio is on the lean side. When DTC P2097 is set, the actual air-fuel ratio is on the
rich side.
If the vehicle runs out of fuel, the air-fuel ratio is lean and DTC P2096 may be set. The MIL is then illuminated.
MONITOR DESCRIPTION
Under closed loop fuel control, fuel injection volumes that deviate from those estimated by the ECM cause changes in the long-term
fuel trim compensation value. The long-term fuel trim is adjusted when there are persistent deviations in the short-term fuel trim
values. Deviations from the ECM's estimated fuel injection volumes also affect the average fuel trim learning value, which is a
combination of the average short-term fuel trim (fuel feedback compensation value) and the average long-term fuel trim (learning
value of the air fuel ratio). If the average fuel trim learning value exceeds the malfunction threshold, the ECM interprets this as a
malfunction in the fuel system and sets a DTC.
MONITOR STRATEGY
P2096: Post Catalyst Fuel Trim System Too Lean (Bank 1)
Related DTCs
P2097: Post Catalyst Fuel Trim System Too Rich (Bank 1)
Fuel system

Required Sensors/Components (Related) Mass air flow meter
Duration 1 second (1 time)

P0137, P0138 (Heated oxygen sensor - a lack of circuit continuity)
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Monitor runs whenever following DTCs not present P1160 (Throttle return spring)
P2102 (Throttle actuator control motor)
P2122, P2123, P2127, P2128 (Accelerator pedal position sensor (APPS) circuit)
Post catalyst long term fuel trim system control Active

P2096
Post catalyst long term fuel trim value Less than -0.037
P2097
Post catalyst long term fuel trim value 0.028 or higher

HINT:
CAUTION:

HINT:

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DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

limit
HINT:

.
HINT:

WIRING DIAGRAM
HINT:
Malfunctioning areas can be identified by performing the Control the Injection Volume for A/F Sensor function provided in the
Active Test. The Control the Injection Volume for A/F Sensor function can help to determine whether the air fuel ratio sensor,
heated oxygen sensor and other potential trouble areas are malfunctioning.
The following instructions describe how to conduct the Control the Injection Volume for A/F Sensor operation using the
Techstream.

5. Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F Sensor / Gas AF Control /
AFS Voltage B1S1 and O2S B1S2.
volume).
the Techstream.
HINT:
Change the fuel injection volume within the range of -12.5% to +12.5%.
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NOTICE:
CASE AIR FUEL RATIO SENSOR (SENSOR 1) OUTPUT HEATED OXYGEN SENSOR (SENSOR 2) OUTPUT MAIN SUSPECTED
VOLTAGE VOLTAGE TROUBLE AREA
1 -
Air fuel
ratio
sensor
Air fuel
ratio
2 sensor
heater
Air fuel
ratio
sensor
circuit
Heated
oxygen
sensor
Heated
oxygen
3 sensor
heater
Heated
oxygen
sensor
circuit
Fuel
injector
assembly
Fuel
pressure
Gas leak
from
4
exhaust
system
(Air fuel
ratio
extremely
rich or
lean)
Following the Control the Injection Volume for A/F Sensor procedure enables technicians to check and graph the voltage
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outputs of both the air fuel ratio and heated oxygen sensors.
To display the graph, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F
Sensor / Gas AF Control / AFS Voltage B1S1 and O2S B1S2; and then press the graph button on the Data List view.
HINT:

data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle
was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as
other data recorded at the time of a malfunction.
A low air fuel ratio sensor voltage could be caused by a rich air fuel mixture. Check for conditions that would cause the
engine to run rich.
A high air fuel ratio sensor voltage could be caused by a lean air fuel mixture. Check for conditions that would cause the
engine to run lean.
PROCEDURE
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P2096 AND/OR P2097)
(e) Read the DTCs.

Result:
RESULT PROCEED TO
P2096 or P2097 A
P2096 and/or P2097 and other DTCs B
HINT:
B GO TO DTC CHART
2. PERFORM SYSTEM CHECK (CONTROL THE INJECTION WAY)
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(e) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Way / Port.
(f) Read the value Short #1 and Long FT #1.

OK:
Short FT #1 + Long FT #1 = Between -19% and +19%
(g) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Way / Direct.
(h) Read the value Short FT #1 and Long FT #1.

OK:
Short FT #1 + Long FT #1 = Between -19% and +19%
Result:
ITEM PROCEED TO
PORT DIRECT
OK OK A
OK NG B
NG OK C
NG NG D
B CHECK FUEL PRESSURE SENSOR
C CHECK FUEL INJECTOR ASSEMBLY (FOR PORT INJECTION)
D CHECK PCV HOSE CONNECTIONS
3. CHECK IF VEHICLE HAS RUN OUT OF FUEL IN PAST

NO CHECK FOR INTERMITTENT PROBLEMS
DTC CAUSED BY RUNNING OUT OF FUEL

YES

OK:

NG
OK
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OK:

NG
OK
6. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME FOR A/F SENSOR)
(c) Turn Techstream on.
(d) Warm up the engine and run the engine at an engine speed of 2500 rpm for approximately 90 seconds.
(e) Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F Sensor / AFS
Voltage B1S1 and O2S B1S2.
(f) Perform the Control the Injection Volume for A/F Sensor operation with the engine in an idling.
(g) Monitor the output voltages of the A/F and HO2 sensors (AFS Voltage B1S1 and O2S B1S2) displayed on the
Techstream.
HINT:
Change the fuel injection volume within the range of -12.5% to 12.5%.
malfunctioning.
AFS Voltage B1S1 12.5% Rich Less than 2.0 V

(A/F) -12.5% Lean More than 2.4 V
O2S B1S2 12.5% Rich More than 0.55 V

(HO2) -12.5% Lean Less than 0.4 V
Result:
STATUS STATUS A/F CONDITION AND SUSPECTED TROUBLE AREA PROCEED TO

AFS VOLTAGE B1S1 O2S B1S2 A/F SENSOR CONDITION
Ventilation valve and hose

Ventilation hose connections
Injector for port injection
Lean Lean Actual air-fuel ratio lean A
Air induction system
Fuel pressure
Mass Air Flow (MAF) meter
Engine Coolant Temperature (ECT) sensor
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Ignition system
Rich Rich Actual air-fuel ratio rich Fuel pressure A
Mass air flow meter
ECT sensor
Lean Lean/Rich A/F sensor malfunction Air fuel ratio sensor B
Rich Lean/Rich A/F sensor malfunction Air fuel ratio sensor B
Lean: During the Control the Injection Volume for A/F Sensor Active Test, the air fuel ratio sensor output voltage (AFS Voltage) is
consistently higher than 2.4 V, and the heated oxygen sensor output voltage (O2S) is consistently below 0.4 V.
Rich: During the Control the Injection Volume for A/F Sensor Active Test, the AFS Voltage is consistently below 2.0 V, and the O2S
is consistently higher than 0.55 V.
Lean/Rich: During the Control the Injection Volume for A/F Sensor Active Test, the output voltage of the heated oxygen sensor
alternates correctly.
HINT:
B INSPECT AIR FUEL RATIO SENSOR (HEATER RESISTANCE)

Standard:
With cold engine
With warm engine
OK
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(e) Enter the following menus: Powertrain / Engine / Data List / MAF, Coolant Temp and Engine Speed.

Standard:

NG
OK

OK:
No gas leaks.
OK PERFORM CONFIRMATION DRIVING PATTERN
REPAIR OR REPLACE EXHAUST SYSTEM

NG

OK
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NG
OK
NEXT
(d) Turn the ignition switch off and wait for at least 30 seconds.
(f) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern.
NEXT
14. CHECK WHETHER DTC OUTPUT RECURS (DTC P2096 AND/OR P2097)
(a) Enter the following menus: Powertrain / Engine / Trouble Codes.
(b) Read the pending DTCs.

Result:
RESULT PROCEED TO
P2096 and/or P2097 A
DTC is not output B
END
B
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A

Result:
RESULT PROCEED TO
NG A
OK B

B CONNECTOR CONNECTION)
16. CHECK FUEL PUMP OPERATION (LOW PRESSURE SIDE)
OK
17. CHECK FUEL LEAK (LOW PRESSURE SIDE)
(a) Check for fuel leaks (low pressure side).

OK:
No leaks.
REPAIR OR REPLACE FUEL SYSTEM (LOW PRESSURE SIDE)

NG
CHECK AND REPLACE FUEL PUMP, PRESSURE REGULATOR, FUEL

OK LINE AND FILTER
18. CHECK FUEL PRESSURE SENSOR
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(f) While revving the engine, check that the fuel pressure fluctuates.
Standard:
Idling
3000 to 5000 kPa (30.6 to 50.9 kgf/cm 2 , 436 to 725 psi).
HINT:
NG CHECK MISFIRE COUNT
OK
HINT:
(e) Read the value Short FT #1, Long FT #1 and Fuel Pump Duty.
Result:
ITEM PROCEED TO
FUEL PUMP DUTY SHORT FT #1 + LONG FT #1
10% to 40% - A
40% or more -20% or less B
10% or less +20% or more B
40% or more +20% or more C
10% or less -20% or less D
B REPLACE FUEL PRESSURE SENSOR
C INSPECT INJECTOR DRIVER (EDU)
D REPLACE ECM
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HINT:
(e) Read the value Short FT #1, Long FT #1 and Fuel Pump Duty.
Result:
ITEM PROCEED TO
FUEL PUMP DUTY SHORT FT #1 + LONG FT #1
10% to 40% -25% or less A
10% to 40% -25% to +25% B
10% to 40% +25% or more A
A REPLACE FUEL INJECTOR ASSEMBLY (FOR DIRECT INJECTION)
21. CHECK MISFIRE COUNT

(e) Enter the following menus: Powertrain / Engine / Active test / Control the Injection Way / Direct.
(f) Allow the engine to idle.
(g) Monitor all of the misfire count values that are displayed on the Techstream: Powertrain / Engine / Data List /
Cylinder #1 Misfire Count to Cylinder #4 Misfire Count.
If no misfire counts occur for any of the cylinders, perform the following procedure:
(1) Move the shift lever to D.
(2) Monitor all of the misfire rate values that are displayed on the Techstream.
Result:
No misfire counts, or misfire counts occur randomly in all cylinders A
Misfire counts occur in particular cylinder B
B REPLACE FUEL INJECTOR ASSEMBLY (FOR DIRECT INJECTION)
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22. INSPECT INJECTOR DRIVER (EDU)
(a) Replace the injector driver (EDU) with known good ones from another vehicle.
NOTICE:
Do not disconnect and reconnect the connectors with the ignition switch to ON, as the injector driver (EDU) may be
damaged.
(e) Clear the DTCs .
(f) Turn the ignition switch off and wait for at least 30 seconds.
(g) Turn the ignition switch to ON and turn the Techstream on.
(k) Read the pending DTCs.

Result:
RESULT PROCEED TO
DTC is not output B
END (INJECTOR DRIVER (EDU) IS DEFECTIVE)

B
A REPLACE FUEL PUMP ASSEMBLY (FOR HIGH PRESSURE)

(a) Check the injection volume (whether fuel volume is high or low, and whether injection pattern is poor).
NG REPLACE FUEL INJECTOR ASSEMBLY (FOR PORT INJECTION)
OK REPLACE ECM
24. CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER CONNECTOR CONNECTION)
(a) Check the connection and terminal contact pressure of connectors and wire harness between the mass air flow
meter and ECM .
HINT:
NEXT
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(f) Start the engine and warm it up.
(g) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern.
NEXT

Result:
RESULT PROCEED TO
DTC is not output B
END
B
A
C33-22 (VG) - C16-5 (VG) Always Below 1 Ω
C33-29 (E2G) - C16-4 (E2G) Always Below 1 Ω
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C33-22 (VG) or C16-5 (VG) - Body ground Always 10 kΩ or higher

NG
OK
HINT:
If the result of the inspection performed in step 8 indicated no problem, proceed to the next step without replacing the mass
air flow meter.
NEXT
(f) Start the engine and warm it up.
(g) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern.
NEXT

Result:
RESULT PROCEED TO
DTC is not output B
END
B
cardiagn.com
A REPLACE ECM
Model Year: 2013 Model: FR-S Doc ID: RM000000PFU0P5X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: P2101-P2103: Throttle Actuator Control Motor Circuit
Range/Performance (2013 FR-S)
DTC P2101 Throttle Actuator Control Motor Circuit Range/Performance
DTC P2102 Throttle Actuator Control Motor Circuit Low
DTC P2103 Throttle Actuator Control Motor Circuit High
DESCRIPTION
The throttle actuator is operated by the ECM and opens and closes the throttle valve using gears.
cardiagn.com
The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on
the throttle with motor body assembly. The throttle position sensor provides feedback to the ECM. This
feedback allows the ECM to appropriately control the throttle actuator and monitor the throttle opening
angle as the ECM responds to driver inputs.
HINT:
This Electronic Throttle Control System (ETCS) does not use a throttle cable.

NO.

Throttle with motor
Throttle actuator current is 8 A or more.
P2101 body assembly
Internal temperature of throttle actuator driving
ECM
circuit is 175°C (347°F) or higher.
Open in throttle
actuator circuit
ECM is turning ETCS relay on but throttle actuator power supply
Throttle with motor
P2102 voltage is 5 V or less.
body assembly
ETCS relay
ECM
Short in throttle
actuator circuit
ECM is turning ETCS relay off but throttle actuator power supply
Throttle with motor
P2103 voltage is 5 V or more.
body assembly
ETCS relay
ECM
MONITOR DESCRIPTION
The ECM monitors the electrical current through the electronic actuator, and detects malfunctions and
open circuits in the throttle actuator based on this value. If the current is outside the standard range, the
ECM determines that there is a malfunction in the throttle actuator. In addition, if the throttle valve does
not function properly (for example, stuck on), the ECM determines that there is a malfunction. The ECM
then illuminates the MIL and stores a DTC.
MONITOR STRATEGY
P2101: Throttle actuator control motor circuit continuity
Related DTCs P2102: Throttle actuator control motor circuit continuity
P2103: Throttle actuator control motor circuit continuity
Required Sensors/Components (Main) Throttle actuator (throttle with motor body assembly)

cardiagn.com
0.6 seconds: P2103

All
P2101
ETCS relay On
CPU communication No failure
Previous diagnosis result No failure
P2102
ETCS relay On
P2103
ETCS relay Off

P2101
Malfunction flag from throttle actuator operation IC Set
P2102
Throttle actuator supply voltage Less than 5 V
P2103
Throttle actuator supply voltage More than 5 V
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higher.
CAUTION:
laws.

HINT:

DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

conditions

HINT:
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HINT:

FAIL-SAFE
When either of these DTCs or other DTCs relating to ETCS (Electronic Throttle Control System)
malfunctions are stored, the ECM enters fail-safe mode. During fail-safe mode, the ECM cuts the current
to the throttle actuator, and the throttle valve is returned to a fully closed throttle angle by the return
spring. The ECM then adjusts the engine output by controlling the fuel injection (intermittent fuel-cut) and
ignition timing, in accordance with the accelerator pedal opening angle, to allow the vehicle to continue
running at a minimal speed. If the accelerator pedal is depressed firmly and gently, the vehicle can be
driven slowly.
WIRING DIAGRAM
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NOTICE:
procedure.
HINT:
The throttle actuator current (Throttle Motor Current) and the throttle actuator duty ratio (Throttle
Motor Duty (Open) / Throttle Motor Duty (Close)) can be read using the Techstream. However, the
ECM shuts off the throttle actuator current when the electronic throttle control system malfunctions.
PROCEDURE
INSPECT TERMINAL VOLTAGE (POWER SOURCE OF THROTTLE WITH MOTOR

1.
BODY ASSEMBLY)
(a) Measure the voltage according to the value(s) in the
table below.
Standard Voltage:

CONDITION
C35-7 (+BM) - Body Ignition switch

11 to 14 V
ground ON

*a
(ECM)
NG INSPECT RELAY (ETCS)
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OK
INSPECT THROTTLE WITH MOTOR BODY ASSEMBLY (RESISTANCE OF THROTTLE

2.
ACTUATOR)
(a) Inspect the throttle with motor body assembly .

NG ASSEMBLY
OK
CHECK HARNESS AND CONNECTOR (THROTTLE WITH MOTOR BODY ASSEMBLY -

3.
ECM)

A36-2 (M+) - C15-2 (M+) Always Below 1 Ω
A36-1 (M-) - C15-1 (M-) Always Below 1 Ω
A36-2 (M+) or C15-2 (M+) - Body ground Always 10 kΩ or higher
A36-1 (M-) or C15-1 (M-) - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK
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INSPECT THROTTLE WITH MOTOR BODY ASSEMBLY (VISUALLY CHECK THROTTLE
4.
VALVE)
(a) Check for foreign objects between the throttle valve and the housing.
OK:
No foreign objects between the throttle valve and housing.
REMOVE FOREIGN OBJECT

NG
OK
(a) Check if the throttle valve opens and closes smoothly.

OK:
Throttle valve opens and closes smoothly.

NG ASSEMBLY
OK REPLACE ECM
6. INSPECT RELAY (ETCS)
(a) Inspect the ETCS relay .
REPLACE RELAY (ETCS)

NG
OK
7. CHECK HARNESS AND CONNECTOR (ETCS RELAY - EFI MAIN1 RELAY - BATTERY)
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(a) Remove the ETCS relay from the engine room relay
block assembly.
Standard Voltage:
5 (ETCS relay holder) - Body ground Always 11 to 14 V
2 (ETCS relay holder) - Body ground Ignition switch ON 11 to 14 V
Result:
RESULT PROCEED TO
Normal A
ETCS relay terminal 5 is abnormal. B

ETCS relay terminal 2 is abnormal. C
*1 Engine room relay block assembly
*2 ETCS relay terminal

B CONNECTOR
C INSPECT RELAY (EFI MAIN1)
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8. CHECK HARNESS AND CONNECTOR (ECM - ETCS RELAY)
(a) Remove the ETCS relay from the engine room relay block assembly.
A35-17 (MCR) - ETCS relay terminal 1 Always Below 1 Ω
A35-7 (+BM) - ETCS relay terminal 3 Always Below 1 Ω
A35-17 (MCR) or ETCS relay terminal 1 - Body ground Always 10 kΩ or higher
A35-7 (+BM) or ETCS relay terminal 3 - Body ground Always 10 kΩ or higher

NG CONNECTOR
OK

NG
OK
10. CHECK HARNESS AND CONNECTOR (ETCS RELAY - EFI MAIN1 RELAY)
(a) Remove the ETCS relay from the engine room relay block assembly.
cardiagn.com
EFI MAIN1 relay terminal 3 - ETCS relay terminal 2 Always Below 1 Ω
EFI MAIN1 relay terminal 3 or ETCS relay terminal 2 - Body ground Always 10 kΩ or higher

NG CONNECTOR

L ast Modified: 4-14-2014 6.6 C Doc ID: RM000000PFZ0PHX

Title: FA20 ENGINE CONTROL: SFI SYSTEM: P2122,P2123,P2127,P2128,P2138; Throttle / Pedal Position
Sensor / Switch "D" Circuit Low Input; 2013 MY FR-S [03/2012 - 05/2013]
DTC P2122 Throttle / P edal P osition Sensor / Sw itch " D" Circuit L ow Input
DTC P2123 Throttle / P edal P osition Sensor / Sw itch " D" Circuit High Input
DTC P2127 Throttle / P edal P osition Sensor / Sw itch " E" Circuit L ow Input
DTC P2128 Throttle / P edal P osition Sensor / Sw itch " E" Circuit High Input
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DTC P2138 Throttle / P edal P osition Sensor / Sw itch " D" / " E" Voltage Correlation
DESCR I P TI ON
HINT:
These DTCs relate to the accelerator pedal sensor assembly.
This electronic throttle control system does not use a throttle cable.
The accelerator pedal sensor assembly is mounted on the accelerator pedal bracket and has 2 sensor
circuits: VPA (main) and VPA2 (sub). This sensor is a non-contact type. It uses Hall-effect elements in
order to yield accurate signals, even in extreme conditions. The voltage, which is applied to terminals VPA
and VPA2 of the ECM, varies between 0 V and 5 V in proportion to the operating angle of the accelerator
pedal (throttle valve).
The ECM monitors the actual accelerator pedal operating angle (throttle valve opening angle) through
the signals from VPA and VPA2, and controls the throttle actuator according to these signals.
HINT:
The accelerator pedal position output voltages of VPA and VPA2 are almost the same.
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*a Accelerator pedal fully released *b Accelerator pedal fully depressed
- - - -

NO.
VPA voltage is less than 0.303 V.

P2122
VPA voltage is 4.737 V or more.

P2123
Open or short in accelerator
VPA2 voltage is less than 0.303 V. pedal sensor circuit
P2127
(1 trip detection logic) Accelerator pedal sensor
assembly
VPA2 voltage is 4.737 V or more.
P2128 ECM
Difference in the signals from VPA and VPA2

P2138 exceeds the threshold.
The accelerator pedal position sensor is mounted on the accelerator pedal bracket. The accelerator pedal
position sensor has 2 sensor elements and 2 signal outputs: VPA and VPA2. VPA is used to detect the
actual accelerator pedal angle (used for engine control) and VPA2 is used to detect malfunctions in VPA.
When the difference between the output voltages of VPA and VPA2 deviates from the standard, the ECM
determines that the accelerator pedal position sensor is malfunctioning. The ECM turns on the MIL and
stores the DTC.

P2122: Accelerator pedal position sensor circuit continuity (Low
voltage) (Sensor 1)
P2123: Accelerator pedal position sensor circuit continuity (High
voltage) (Sensor 1)
P2127: Accelerator pedal position sensor circuit continuity (Low
Related DTCs
voltage) (Sensor 2)
P2128: Accelerator pedal position sensor circuit continuity (High
voltage) (Sensor 2)
P2138: Accelerator pedal position sensor correlation rationality
check
Accelerator pedal sensor assembly
(Main)
-
(Related)
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0.1 seconds: P2122, P2127, P2128
P2122, P2123, P2127, P2128
P2138
Monitor runs whenever following DTCs P2122, P2123, P2127, P2128 (Accelerator pedal position
not stored sensor (APPS) circuit)

P2122
VPA voltage (Accelerator pedal position) Less than 0.303 V (1.6%)
P2123
VPA voltage (Accelerator pedal position) 4.737 V (25.02%) or more
P2127
VPA2 voltage (Accelerator pedal position) Less than 0.303 V (1.6%)
P2128
VPA2 voltage (Accelerator pedal position) 4.737 V (25.02%) or more
P2138
VPA - VPA2 4.44% (varies with VPA2) or more
COM P ON EN T OP ER A TI N G R A N GE
VPA voltage (Accelerator pedal position) 0.394 to 4.729 V (2.08 to 24.97%)
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VPA2 voltage (Accelerator pedal position) 0.394 to 4.729 V (2.08 to 24.97%)

or higher.
CAU TIO N:

HINT:
12. Input the DTC: P2122, P2123, P2127, P2128 or P2138.
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal
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INCOMPLETE

HINT:
HINT:
FA I L-SA FE
The accelerator pedal position sensor has 2 (main and sub) sensor circuits. If a malfunction occurs in
either of the sensor circuits, the ECM detects the abnormal signal voltage difference between the 2
sensor circuits and switches to fail-safe mode. In fail-safe mode, the functioning circuit is used to
calculate the accelerator pedal opening angle to allow the vehicle to continue driving. If both circuits
malfunction, the ECM regards the opening angle of the accelerator pedal as being fully closed. In this
case, the throttle valve remains closed as if the engine is idling.
If a pass condition is detected and then the ignition switch is turned off, the fail-safe operation stops and
the system returns to normal.
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HINT:
This DTC relates to the accelerator pedal position sensor.
P R OCEDUR E
1. READ VALUE USING TECHSTREAM (ACCELERATOR PEDAL POSITION SENSOR)
(d) Enter the following menus: Powertrain / Engine / Data

List / Accel Sensor Out No. 1 and Accel Sensor Out No. 2.
(e) Read the values displayed on the Techstream.

*a Depressed
*b Released
Standard Voltage:
ACCELERATOR ACCEL ACCEL DIFFERENCE BETWEEN

PEDAL SENSOR SENSOR ACCEL SENSOR OUT NO. 1
OPERATION OUT OUT AND ACCEL SENSOR OUT
NO. 1 NO. 2 NO. 2
0.5 to 0.5 to
Released
0.8 V 0.8 V
Less than 10%
2.4 to 2.4 to
Depressed
3.5 V 3.5 V
Result
RESULT PROCEED TO
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NG A
OK B
B CHECK FO R INTERMITTENT P RO BL EMS
2. CHECK HARNESS AND CONNECTOR (ECM - ACCELERATOR PEDAL SENSOR)
(b) Disconnect the accelerator pedal sensor connector.
A35-23 (VPA) - A23-6 (VPA1) Always Below 1 Ω
A35-29 (EPA) - A23-5 (GND) Always Below 1 Ω
A35-21 (VCPA) - A23-4 (VC1) Always Below 1 Ω
A35-31 (VPA2) - A23-3 (VPA2) Always Below 1 Ω
A35-30 (EPA2) - A23-2 (GND2) Always Below 1 Ω
A35-22 (VCP2) - A23-1 (VC2) Always Below 1 Ω
A35-23 (VPA) or A23-6 (VPA1) - Body ground Always 10 kΩ or higher
A35-29 (EPA) or A23-5 (GND) - Body ground Always 10 kΩ or higher
A35-21 (VCPA) or A23-4 (VC1) - Body ground Always 10 kΩ or higher
A35-31 (VPA2) or A23-3 (VPA2) - Body ground Always 10 kΩ or higher
A35-30 (EPA2) or A23-2 (GND2) - Body ground Always 10 kΩ or higher
A35-22 (VCP2) or A23-1 (VC2) - Body ground Always 10 kΩ or higher

NG
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CO NNECTO R
OK
3. INSPECT ECM (VC VOLTAGE)
(a) Disconnect the accelerator pedal sensor connector.
Standard Voltage:
A23-4 (VC1) - A23-5 (GND) Ignition Switch ON 4.5 to 5.5 V
A23-1 (VC2) - A23-2 (GND2) Ignition Switch ON 4.5 to 5.5 V

*a
(to Accelerator Pedal Sensor)
NG REP L ACE ECM
OK
4. REPLACE ACCELERATOR PEDAL SENSOR ASSEMBLY
(a) Replace the accelerator pedal sensor assembly .
NEXT
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5. CHECK WHETHER DTC OUTPUT RECURS (DTC P2122, P2123, P2127, P2128 OR P2138)
(g) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving
Pattern.
(i) Read DTCs.

Result
RESULT PROCEED TO
DTC is not output A
DTC P2122, P2123, P2127, P2128, and/or P2138 is output B
B REP L ACE ECM
A END
cardiagn.com
L ast Modified: 4-14-2014 6.6 C Doc ID: RM000000WC40OFX

Title: FA20 ENGINE CONTROL: SFI SYSTEM: P2195,P2196; Oxygen (A/F) Sensor Signal Stuck Lean (Bank
1 Sensor 1); 2013 MY FR-S [03/2012 - 05/2013]
DTC P2195 O xygen ( A/ F) Sensor Signal Stuck L ean ( Bank 1 Sensor 1 )
DTC P2196 O xygen ( A/ F) Sensor Signal Stuck Rich ( Bank 1 Sensor 1 )
DESCR I P TI ON
HINT:
Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located
near the engine assembly.
cardiagn.com
The air fuel ratio sensor generates a voltage* that corresponds to the actual air fuel ratio. This sensor
voltage is used to provide the ECM with feedback so that it can control the air fuel ratio. The ECM
determines the deviation from the stoichiometric air fuel ratio level, and regulates the fuel injection time.
If the air fuel ratio sensor malfunctions, the ECM is unable to control the air fuel ratio accurately.
The air fuel ratio sensor is the planar type and is integrated with the heater, which heats the solid
electrolyte (zirconia element). This heater is controlled by the ECM. When the intake air volume is low
(the exhaust gas temperature is low), a current flows into the heater to heat the sensor, in order to
facilitate accurate oxygen concentration detection. In addition, the sensor and heater portions are the
narrow type. The heat generated by the heater is conducted to the solid electrolyte through the alumina,
and therefore the sensor activation is accelerated.
In order to obtain a high purification rate of the carbon monoxide (CO), hydrocarbon (HC) and nitrogen
oxide (NOx) components in the exhaust gas, a three-way catalytic converter is used. For the most
efficient use of the three-way catalytic converter, the air fuel ratio must be precisely controlled so that it
is always close to the stoichiometric level.
*: Value changes inside the ECM. Since the air fuel ratio sensor is a current output element, the current
is converted into a voltage inside the ECM. Any measurements taken at the air fuel ratio sensor or ECM
connectors will show a constant voltage.
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NO.
Open or short in air fuel ratio

Lambda is less than 0.85 for 10 seconds in air fuel
sensor circuit
P2195 ratio feed back control
(2 trip detection logic) Intake system
Fuel pressure
Lambda is more than 1.15 for 10 seconds in air fuel port injection)
P2196 ratio feed back control
direct injection)
ECM
HINT:
When any of these DTCs is stored, check the air fuel ratio sensor voltage output by entering the
following menus on the Techstream: Powertrain / Engine / Data List / AFS Voltage B1S1.
Short-term fuel trim values can also be read using the Techstream.
The ECM regulates the voltages at the A1A+ and A1A- terminals of the ECM to a constant level.
Therefore, the air fuel ratio sensor voltage output cannot be confirmed without using the
Techstream.
If an air fuel ratio sensor malfunction is detected, the ECM stores a DTC.
ECM calculates lambda based on air fuel ratio sensor output voltage. If lambda is out of the thresholds
for 10 seconds or more, ECM judges the air fuel ratio sensor is stuck and stores a DTC.

P2195: Primary oxygen sensor - Output voltage out of range
Related DTCs P2196: Primary oxygen sensor - Output voltage out of range
Required Sensors/Components (Main) Air fuel ratio sensor
Required Sensors/Components (Related) Heated oxygen sensor
Duration 10 seconds
sensor)
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sensor)
P0137, P0138 (Heated oxygen sensor - a lack of circuit
continuity)
Monitor runs whenever following DTCs not P0300, P0301, P0302, P0303, P0304 (Misfire)
stored P0458, P0459 (Solenoid valve for purge control)
P0604 (RAM in ECM)
P0605 (ROM in ECM)
correlation)
Atmospheric pressure Higher than 75.06 kPa(abs) [563 mmHg(abs)]
Change of intake air mass during 1/2 Less than 0.02 g/rev
engine
Impedance of primary oxygen sensor 0 to 65 Ω
Vehicle speed 20 km/h (12.4 mph) or more
Intake air mass per second 6 g/sec or more
Integrated time of canister purge after

19.9 seconds or more
engine start
Learning value of EVAP density during

Less than 0.2
purge
Target lambda load correction coefficient -0.05 to 0.05
Either of following condition is met A, B or C
A. Heated oxygen sensor output voltage

Less than 0.1 V and Higher than -0.2 V
feedback target
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B. Heated oxygen sensor feedback adjust On minimum limit
C. Heated oxygen sensor feedback adjust On maximum limit

P2195
Output lambda 0.85 or less
P2196
Output lambda 1.15 or more


or higher.
HINT:
CAU TIO N:

cardiagn.com
HINT:
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

HINT:
HINT:
NO TICE:
procedure.
HINT:
cardiagn.com
A low air fuel ratio sensor voltage could be caused by a rich air fuel mixture. Check for conditions
that would cause the engine to run rich.
A high air fuel ratio sensor voltage could be caused by a lean air fuel mixture. Check for conditions
that would cause the engine to run lean.
P R OCEDUR E
1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO P2195 OR P2196)
(e) Read DTCs.

Result
RESULT PROCEED TO
HINT:
If any DTCs relating to the air fuel ratio sensor (DTCs for the air fuel ratio sensor heater or air fuel
ratio sensor admittance) are output, troubleshoot those DTCs first.
B GO TO DTC CHART
2. CONF IRM IF VEHICLE HAS RUN OUT OF F UEL IN PAST
NO GO TO STEP 4
Y ES
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Pattern.
(k) Input the DTC: P2195 or P2196.

Result
RESULT PROCEED TO
ABNORMAL (DTC P2195 or P2196 is output) A
B DTC CAU SED BY RU NNING O U T O F FU EL
4. READ VALUE USING TECHSTREAM (TEST VALUE OF AIR F UEL RATIO SENSOR)
(e) Drive the vehicle in accordance with the driving pattern described in Confirmation Driving
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Pattern.
(f) Enter the following menus: Powertrain / Engine / Monitor Status / O2S(A/FS) Monitor CMPL.
(g) Check that the status of O2S(A/FS) Monitor CMPL is Complete.
If the status is still Incomplete, drive the vehicle according to the driving pattern again.
(h) Enter the following menus: Powertrain / Engine / Data List / AFS Current B1S1.
(i) Check the test value of the air fuel ratio sensor output current during fuel-cut.
Result
RESULT PROCEED TO
Within normal range (0.7 mA or higher, and lower than 2.2 mA) A
Outside normal range (lower than 0.7 mA, or 2.2 mA or higher) B
B GO TO STEP 1 6
5. READ VALUE USING TECHSTREAM (OUTPUT VOLTAGE OF AIR F UEL RATIO SENSOR)
(d) Warm up the air fuel ratio sensor at an engine speed of 2500 rpm for 90 seconds.
(f) Perform the Control the Injection Volume operation with the engine idling.
(g) Monitor the output voltages of the air fuel ratio and heated oxygen sensors (AFS Voltage B1S1
and O2S B1S2) displayed on the Techstream.
HINT:
Change the fuel injection volume within the range of -12% to +12%. The injection volume can be
changed in fine gradations.
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 the sensor output voltage does not change (almost no reaction) while performing the Active
Test, the sensor may be malfunctioning.
cardiagn.com
AFS Voltage B1S1

+12% Rich Below 2.0 V
(Air fuel ratio)
AFS Voltage B1S1

-12% Lean Higher than 2.4 V
(Air fuel ratio)
O2S B1S2
+12% Rich Higher than 0.55 V
(Heated oxygen)
O2S B1S2
-12% Lean Below 0.4 V
(Heated oxygen)
Result
STATUS OF AFS STATUS OF O2S AIR FUEL RATIO CONDITION AND AIR FUEL RATIO PROCEED
VOLTAGE B1S1 B1S2 SENSOR CONDITION TO
Lean Lean Actual air fuel ratio lean A
Rich Rich Actual air fuel ratio rich A
Lean Lean/Rich Air fuel ratio sensor malfunction B
Rich Lean/Rich Air fuel ratio sensor malfunction B
Lean/Rich Lean/Rich Normal B
Lean: During the Control the Injection Volume Active Test, the air fuel ratio sensor output voltage
(AFS Voltage) is consistently higher than 2.4 V, and the heated oxygen sensor output voltage
(O2S) is consistently below 0.4 V.
Rich: During the Control the Injection Volume Active Test, the AFS Voltage is consistently below 2.0
V, and the O2S is consistently higher than 0.55 V.
Lean/Rich: During the Control the Injection Volume Active Test, the output voltage of the heated
oxygen sensor alternates correctly.
HINT:
B GO TO STEP 1 6
6. CHECK INTAKE SY STEM

OK:
No leaks in the intake system.
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NG REP AIR O R REP L ACE INTAKE SY STEM
OK
7. CHECK F OR EXHAUST GAS LEAK

OK:
No gas leaks.
NG REP AIR O R REP L ACE EXHAU ST SY STEM
OK
8. CHECK F UEL PRESSURE (LOW PRESSURE SIDE)
NG GO TO STEP 1 8
OK
9. INSPECT F UEL INJECTOR ASSEMBLY (F OR PORT INJECTION)
(a) Check the fuel injector assembly (whether fuel volume is high or low, and whether injection
pattern is poor) .

NG
P O RT INJ ECTIO N)
OK
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10. CHECK F UEL PRESSURE (HIGH PRESSURE SIDE)
(a) Check the fuel pressure (high pressure side) .
REP AIR O R REP L ACE FU EL SY STEM ( HIGH

NG P RESSU RE SIDE)
OK
11. INSPECT F UEL INJECTOR ASSEMBLY (F OR DIRECT INJECTION)
(a) Check the fuel injector assembly (for direct injection) .

NG
DIRECT INJ ECTIO N)
OK
12. REPLACE AIR F UEL RATIO SENSOR
NEXT
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Pattern.

Result
RESULT PROCEED TO
ABNORMAL (DTC P2195 or P2196 is output) A
B END
14. REPLACE ECM
NEXT
15. CONF IRM WHETHER MALF UNCTION HAS BEEN SUCCESSF ULLY REPAIRED
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Pattern.

Result
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

memory limit
NEXT END
16. REPLACE AIR F UEL RATIO SENSOR
NEXT
cardiagn.com
Pattern.

Result
RESULT PROCEED TO
ABNORMAL (DTC P2195 or P2196 is output) B
B REP L ACE ECM
A END
18. CHECK F UEL LINE
(a) Check the fuel lines for leaks or blockage.
NG REP AIR O R REP L ACE FU EL L INE
OK REP L ACE FU EL P U MP ASSEMBL Y
cardiagn.com
L ast Modified: 4-14-2014 6.6 C Doc ID: RM000002BHB05SX

Title: FA20 ENGINE CONTROL: SFI SYSTEM: P2401,P2402,P2419,P2420; Evaporative Emission System
Leak Detection Pump Control Circuit Low; 2013 MY FR-S [03/2012 - 05/2013]
DTC P2401 Evaporative Emission System L eak Detection P ump Control Circuit L ow
DTC P2402 Evaporative Emission L eak Detection P ump Stuck O N
DTC P2419 Evaporative Emission System Sw itching Valve Control Circuit L ow
DTC P2420 Evaporative Emission P ressure Sw itching Valve Stuck O FF
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DTC SUM M A R Y
P2401, P2402, P2419 and

Leak
P2420 stored when one of
detection
P2401 following conditions met
pump stuck
during EVAP monitor:
OFF
Leak detection
Canister pump
pump OFF
Leak module
malfunction
detection Connector/wire
P2402 Leak detection While EVAP
pump stuck harness 1 trip
pump ON monitor
ON (Canister pump
malfunction
module - ECM)
Vent valve ON
ECM
Vent valve (closed)
P2419
circuit low malfunction
Vent valve OFF
Vent valve (opened)
P2420
circuit high malfunction
DESCR I P TI ON
While the ECM monitors the EVAP system, it also monitors the status of the leak detection pump and the
vent valve within the canister pump module. If the ECM detects an abnormality in the leak detection
pump or vent valve operational statuses, the ECM stores the DTC, and illuminates the MIL.

P2401: Evaporative emission system leak detection pump circuit
continuity
P2402: Evaporative emission system leak detection pump circuit
continuity
Related DTC
P2419: Evaporative emission system switching valve circuit
continuity
P2420: Evaporative emission system switching valve circuit
continuity
(Main)
-
(Related)
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A. Ignition switch On
B. Activated by soak timer Satisfied

P2401
Drain voltage of FET for leak detection pump Battery voltage X 0.38 V or less
Command signal from ECM Off
P2402
Current of FET for leak detection pump 3.5 A or more
Command signal from ECM On
P2419
Drain voltage of FET for vent valve Battery voltage X 0.38 V or less
Command signal from ECM Off
P2402
Current of FET for vent valve 3.5 A or more
Command signal from ECM On
NO TICE:
The Evaporative System Check (Automatic Mode) consists of 5 steps performed automatically by
the Techstream. It takes a maximum of approximately 24 minutes.
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temperature below 35°C (95°F) and the coolant temperature below 45°C (113°F).

Automatic Mode.
7. After the "Evaporative System Check" is completed, check for All Readiness by entering the
following menus: Powertrain / Engine / Utility / All readiness.
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

HINT:
HINT:
NO TICE:
Do not disassemble the canister pump module.
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procedure.
P R OCEDUR E
1. INSPECT CANISTER PUMP MODULE (POWER SOURCE)
(c) Measure the resistance according to the value(s) in the

table below.
Standard Voltage:
TESTER SWITCH SPECIFIED

CONNECTION CONDITION CONDITION
G8-3 - Body ground Ignition switch ON 11 to 14 V
G8-5 - Body ground Ignition switch ON 11 to 14 V

*a
NG GO TO STEP 4
OK
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A35-8 (MPMP) - G8-4 Always Below 1 Ω
A35-1 (VPMP) - G8-1 Always Below 1 Ω
A35-8 (MPMP) or G8-4 - Body ground Always 10 kΩ or higher
A35-1 (VPMP) or G8-1 - Body ground Always 10 kΩ or higher

NG
CO NNECTO R
OK
3. INSPECT CANISTER PUMP MODULE
(a) Inspect the canister pump module .
NG REP L ACE CANISTER P U MP MO DU L E
OK CHECK INTERMITTENT P RO BL EMS
4. INSPECT RELAY (EF I MAIN1)
NG REP L ACE REL AY ( EFI MAIN1 )
OK
5. CHECK HARNESS AND CONNECTOR (CANISTER PUMP MODULE - EF I MAIN1 RELAY )
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(b) Remove EFI MAIN1 relay from the engine room relay block assembly.
G8-3 - EFI MAIN1 relay terminal 3 Always Below 1 Ω
G8-5 - EFI MAIN1 relay terminal 3 Always Below 1 Ω
G8-3 or EFI MAIN1 relay terminal 3 - Body ground Always 10 kΩ or higher
G8-5 or EFI MAIN1 relay terminal 3 - Body ground Always 10 kΩ or higher

NG
CO NNECTO R
OK GO TO ECM P O W ER SO U RCE CIRCU IT
L ast Modified: 4-14-2014 6.6 C Doc ID: RM000000T6X0B4X

Title: FA20 ENGINE CONTROL: SFI SYSTEM: P2610; ECM / PCM Internal Engine Off Timer Performance;
2013 MY FR-S [03/2012 - 05/2013]
DTC P2610 ECM / P CM Internal Engine O ff Timer P erformance
DTC SUM M A R Y
DTC DTC DETECTION CONDITION TROUBLE
NO. AREA

Timer diagnosis
[(Engine ECU counter - soak timer IC counter) / Engine ECU counter] is
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0.24 or more.
Full count diagnosis
P2610 Soak timer IC counter is not 1023. ECM
Timer diagnosis
The setting time written to the soak timer IC is different to the value
read. Full count diagnosis during wake-up.
When the engine ECU counter is 1.636 seconds or less, the soak timer IC
counter is 1023.
DESCR I P TI ON
The soak timer operates after the ignition switch is turned off. When a certain amount of time has
elapsed after turning the ignition switch off, the soak timer activates the ECM to perform malfunction
checks which can only be performed after the engine is stopped. The soak timer is built into the ECM.
1. While the engine is running, the ECM monitors the synchronization of the soak timer and the
CPU clock. If these two are not synchronized, the ECM interprets this as a malfunction,
illuminates the MIL and stores the DTC.
2. If the soak timer activates the ECM even though only a short amount of time has elapsed
since the ignition switch was turned off, or if the soak timer does not activate the ECM even
though a considerable amount of time has elapsed since the ignition switch was turned off,
the ECM determines that the soak timer is malfunctioning, illuminates the MIL and stores a
DTC the next time the ignition switch is turned ON.

Related DTCs
P2610: ECM engine off timer performance (soak timer IC)
Required
ECM
Sensors/Components
Required
-
Sensors/Components
0.128 seconds: Timer Diagnosis, Full Count Diagnosis and Timer Diagnosis
Duration (Case 1)
Immediately: Timer Diagnosis (Case 2) and Wake-up Diagnosis
All
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Timer Diagnosis
Ignition switch Off
Elapsed time after engine start 10 minutes to 17.05 hours
Full Count Diagnosis
Ignition switch Off
ECM timer 4 seconds or more
Timer Diagnosis ( Case 1 )
Ignition switch Off
Ignition switch Off
W ake-up Diagnosis
Ignition switch On
Soak time 1 hour or more

Timer Diagnosis
[(ECM counter) - (Soak timer IC counter)] / ECM counter More than 0.24
Full Count Diagnosis
Soak timer IC counter Not 1023 counts
Value commanded by ECM = Value received by soak timer IC Yes
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A. Soak timer IC counter when ECM timer is less than 1.636 seconds 1023 counts
B. Soak timer IC counter when ECM timer is more than 2.456 seconds Not 1023 counts
W ake-up Diagnosis
Number of record wake-up counts is less than Number of record wake-up commands Yes
7. Idle the engine for 10 minutes or more.
HINT:
DISPLAY

NORMAL
System normal

ABNORMAL
System abnormal

INCOMPLETE

HINT:
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13. If the test result is INCOMPLETE or N/A and no pending DTC is output, perform a universal trip
and check for permanent DTCs .
HINT:
HINT:
DTC P2610 is stored if an internal ECM problem is detected. Diagnostic procedures are not
required. ECM replacement is required.
P R OCEDUR E
1. REPLACE ECM
NEXT
2. CHECK WHETHER DTC OUTPUT RECURS (IN ADDITION TO DTC P2610)
(h) Start the engine and wait for 10 minutes or more.
(i) Enter the following menus: Powertrain / Engine / Trouble Codes / Pending.
(j) If no pending DTC is output, the repair has been successfully completed.
NEXT END
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Last Modified: 3-27-2012 6.4 R From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000004G5U006X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: PARTS LOCATION (2013 FR-S)
PARTS LOCATION
ILLUSTRATION
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ILLUSTRATION
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ILLUSTRATION
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ILLUSTRATION
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Last Modified: 3-27-2012 6.4 L From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000000PD80E1X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: PRECAUTION (2013 FR-S)
PRECAUTION
1. INITIALIZATION
NOTICE:
If the ECM is replaced, register the ECU communication ID for Immobiliser System .
Perform Registration (VIN registration) when replacing the ECM .
2. WHEN USING TECHSTREAM
CAUTION:
Observe the following items for safety reasons:
Before using the Techstream, read the instruction manual.

Prevent the Techstream cable from being caught on the pedals, shift lever or steering wheel
when driving with the Techstream connected to the vehicle.
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When driving the vehicle for testing purposes using the Techstream, 2 persons are required.
One is for driving the vehicle, and the other operates the Techstream.
Last Modified: 3-27-2012 6.4 L From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000000PD80E1X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: PRECAUTION (2013 FR-S)
PRECAUTION
1. INITIALIZATION
NOTICE:
If the ECM is replaced, register the ECU communication ID for Immobiliser System .
Perform Registration (VIN registration) when replacing the ECM .
2. WHEN USING TECHSTREAM
CAUTION:
Observe the following items for safety reasons:
Before using the Techstream, read the instruction manual.

Prevent the Techstream cable from being caught on the pedals, shift lever or steering wheel
when driving with the Techstream connected to the vehicle.
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When driving the vehicle for testing purposes using the Techstream, 2 persons are required.
One is for driving the vehicle, and the other operates the Techstream.
Last Modified: 3-27-2012 6.4 T From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000000PDG0O4X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: PROBLEM SYMPTOMS TABLE (2013 FR-S)
PROBLEM SYMPTOMS TABLE

HINT:
Use the table below to help determine the cause of problem symptoms. If multiple suspected areas
are listed, the potential causes of the symptoms are listed in order of probability in the "Suspected
Area" column of the table. Check each symptom by checking the suspected areas in the order they
are listed. Replace parts as necessary.
Inspect the fuses and relays related to this system before inspecting the suspected areas below.
SFI System
SYMPTOM SUSPECTED AREA SEE

PAGE
Battery
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Starter
Engine does not crank (Does not start) Park/neutral position switch assembly*1
Clutch start switch assembly*2
Starter signal circuit
ECM power source circuit
Ignition system
Fuel pump control circuit
Fuel pump
Fuel injector circuit
No initial combustion (Does not start) Valve timing
VC output circuit (ECM 5 V output)
VVT sensor (for intake side)
VVT sensor (for exhaust side)
Engine immobiliser system
ECM
Fuel pump (for high pressure)
Fuel injector assembly (for port injection)

Engine cranks normally but difficult to start Starter signal circuit
Intake system
Ignition system
Spark plug
Throttle with motor body assembly
Compression
Fuel line
Ignition circuit
Ignition system
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Incomplete intermittent combustion occurs Fuel injector assembly (for direct injection)
(Does not start) ECM power source circuit
VVT sensor (for intake side)
VVT sensor (for exhaust side)
Engine immobiliser system
Valve timing
Intake system
A/C signal circuit

High engine idle speed
PCV valve and hose
A/C signal circuit

Low engine idle speed (Poor idling)
Fuel pump
Intake system
PCV valve and hose

Compression
Ignition system
Spark plug

Rough idling
Fuel line
Intake system
Purge valve
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PCV valve and hose
Mass air flow meter
Knock sensor
Intake system
Hunting (Poor idling) PCV valve and hose
Mass air flow meter
Fuel line
Spark plug
Ignition system

Hesitation/poor acceleration
Knock sensor
Mass air flow meter

Intake system
Valve timing
Compression
Brake override system
Spark plug
Ignition system
Surging (Poor driveability) Fuel injector assembly (for port injection)
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Mass air flow meter
Variable Valve Timing (VVT) system
Compression
Spark plug
Ignition system

Engine stalls soon after starting
Mass air flow meter
Variable Valve Timing (VVT) system
Intake system
PCV valve and hose
Compression
A/C signal circuit

Engine stalls only during A/C operation
ECM
Fuel system (canister, refueling valve, roll over

Unable/difficult to refuel -
valve, fuel tank, etc.)
*1: for Automatic Transmission

*2: for Manual Transmission
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Model Year: 2013 Model: FR-S Doc ID: RM000000SXQ07MX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: READINESS MONITOR DRIVE PATTERN (2013 FR-S)
READINESS MONITOR DRIVE PATTERN

1. PURPOSE OF READINESS TESTS
The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emission
related components, and indicate any detected abnormalities using DTCs (Diagnostic Trouble
Codes). Since various components need to be monitored during different driving conditions, the
OBD II system is designed to run separate monitoring programs called Readiness Monitors.
To view the status, enter the following menus: Powertrain / Engine / Monitor / Current Monitor /
Current.
When the status of a Readiness Monitor reads Complete, the necessary conditions have been
met for running the performance tests for that Readiness Monitor.
A generic OBD II scan tool can also be used to view the Readiness Monitor status.
HINT:
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Many state Inspection and Maintenance (I/M) programs require the status of vehicle Readiness Monitor
to show Complete before beginning emission tests.
The Readiness Monitor is reset to Incomplete if:
The ECM has lost battery power or blown a fuse.

DTCs have been cleared.
The conditions for running the Readiness Monitor have not been met.
If the Readiness Monitor status shows Incomplete, follow the appropriate Readiness Monitor Drive
Pattern to change the status to Complete.
CAUTION:
Strictly observe posted speed limits, traffic laws, and road conditions when performing these
drive patterns.
NOTICE:
These drive patterns represent the fastest method of satisfying all conditions necessary to
achieve complete status for each specific Readiness Monitor.
In the event of a drive pattern being interrupted (possibly due to factors such as traffic
conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still
achieve complete status upon completion of the drive pattern.
To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed
(driving up and down hills and/or sudden acceleration).
2. VVT SYSTEM MONITOR
(a) Refer to Confirmation Driving Pattern [P0011] .
(b) Refer to Confirmation Driving Pattern [P0014] .
3. CATALYST MONITOR (ACTIVE AIR FUEL RATIO CONTROL TYPE)
4. EVAP SYSTEM MONITOR (KEY OFF TYPE)
(a) Refer to Confirmation Driving Pattern [EVAP System] .
5. AIR FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR MONITORS (ACTIVE AIR
FUEL RATIO CONTROL TYPE)
6. AIR FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR HEATER MONITORS
(FRONT A/F AND REAR HO2 SENSOR TYPE)
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Last Modified: 3-27-2012 6.4 M From: 201203
Model Year: 2013 Model: FR-S Doc ID: RM000000PDT0ACX
Title: FA20 ENGINE CONTROL: SFI SYSTEM: REGISTRATION (2013 FR-S)
REGISTRATION
NOTICE:
The Vehicle Identification Number (VIN) must be input into a replacement ECM.
HINT:
The VIN is a 17-digit alphanumeric vehicle identification number. The Techstream is required to
register the VIN.
1. DESCRIPTION (Using the Techstream)
HINT:
This registration section consists of 2 parts: Read VIN and Write VIN.
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(a) Read VIN: This process allows the VIN stored in the ECM to be read in order to confirm that the 2
VINs, provided with the vehicle and stored in the vehicle ECM, are the same.
(b) Write VIN: This process allows the VIN to be input into the ECM. If the ECM is replaced, or the ECM
VIN and vehicle VIN do not match, the VIN can be registered, or overwritten in the ECM by
following this procedure.
2. READ VIN
(a) Confirm the vehicle VIN.
(e) Enter the following menus: Powertrain / Engine / Utility / VIN / VIN Read.
3. WRITE VIN
(a) Confirm the vehicle VIN.
(e) Enter the following menus: Powertrain / Engine / Utility / VIN / VIN Write.
L ast Modified: 4-14-2014 6.6 J Doc ID: RM000002XN20D5X

Title: FA20 ENGINE CONTROL: SFI SYSTEM: Starter Signal Circuit; 2013 MY FR-S [03/2012 - 05/2013]
Starter Signal Circuit
DESCR I P TI ON
While the engine is being cranked, the current from the ST relay flows to the ECM STSW2 terminal. The
starter start signal flowing to the STSW2 terminal is mainly used to increase the fuel injection quantity
while the engine is starting.
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NO TICE:
procedure.
P R OCEDUR E
1. CHECK WHETHER ENGINE CAN BE CRANKED
(a) Check if the engine can be cranked.

Result
RESULT PROCEED TO
Engine cannot be cranked A
Engine can be cranked B
B GO TO STEP 1 6
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2. READ VALUE USING TECHSTREAM (STARTER SIGNAL)
(a) Connect the Techstream to DLC3.
(d) Enter the following menus: Powertrain / Engine / Data List / Starter Signal.
(e) Check the value displayed on the Techstream when the ignition switch is turned to the ON and
START positions.
OK
IGNITION SWITCH POSITION STARTER SIGNAL
ON Close (OFF)
START Open (ON)
NG GO TO STEP 4
OK
3. CHECK HARNESS AND CONNECTOR (ECM - ST RELAY - STARTER ASSEMBLY )
(b) Disconnect the starter assembly connector.
(c) Remove the ST relay from the engine room relay block assembly.
B1-1 - A33-17 (STSW2) Always Below 1 Ω
B1-1 - ST relay terminal 3 Always Below 1 Ω
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A33-17 (STSW2), ST relay terminal 3 or B1-1 - Body ground Always 10 kΩ or higher

NG
CO NNECTO R
OK
4. INSPECT IGNITION OR STARTER SWITCH ASSEMBLY
(a) Inspect the ignition or starter switch assembly .
REP L ACE IGNITIO N O R STARTER SW ITCH

NG
ASSEMBL Y
OK
CHECK HARNESS AND CONNECTOR (IGNITION OR STARTER SWITCH ASSEMBLY - ST

5.
RELAY )
(a) Disconnect the ignition or starter switch assembly connector.
(b) Remove the ST relay from the engine room relay block assembly.
D55-8 (ST2) - ST relay terminal 5 Always Below 1 Ω
D55-8 (ST2) or ST relay terminal 5 - Body ground Always 10 kΩ or higher

NG
CO NNECTO R
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OK
6. INSPECT TERMINAL VOLTAGE (+B OF IGNITION OR STARTER SWITCH ASSEMBLY )
(a) Disconnect the ignition or starter switch assembly

connector.
Standard Voltage:
D55-2 (AM1) - Body ground Always 11 to 14 V
D55-7 (AM2) - Body ground Always 11 to 14 V
*a Front view of wire harness connector

(to Ignition or Starter Switch Assembly)
Result
RESULT PROCEED TO
NG A
OK (for automatic transmission models) B
OK (for manual transmission models) C
B GO TO STEP 7
C GO TO STEP 1 2
A REP AIR O R REP L ACE HARNESS O R CO NNECTO R
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7. INSPECT PARK/ NEUTRAL POSITION SWITCH ASSEMBLY
(a) Inspect the park/neutral position switch assembly .
REP L ACE P ARK/ NEU TRAL P O SITIO N SW ITCH

NG ASSEMBL Y
OK
CHECK HARNESS AND CONNECTOR (PARK/ NEUTRAL POSITION SWITCH ASSEMBLY -

8.
INHIBITOR RELAY )
(a) Disconnect the park/neutral position switch assembly connector.
(b) Remove the INHIBITOR relay from the engine room relay block assembly.
L2-4 - INHIBITOR relay terminal 1 Always Below 1 Ω
L2-5 - Body ground Always Below 1 Ω
L2-4 or INHIBITOR relay terminal 1 - Body ground Always 10 kΩ or higher

NG
CO NNECTO R
OK
CHECK HARNESS AND CONNECTOR (IGNITION OR STARTER SWITCH ASSEMBLY -

9.
INHIBITOR RELAY )
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(b) Remove the INHIBITOR relay from the engine room relay block assembly.
D55-1 (ST1) - INHIBITOR relay terminal 5 Always Below 1 Ω
D55-1 (ST1) - INHIBITOR relay terminal 2 Always Below 1 Ω

CONDITION
D55-1 (ST1), INHIBITOR relay terminal 2 or INHIBITOR relay terminal 5 -

Body ground

NG
CO NNECTO R
OK
10. CHECK HARNESS AND CONNECTOR (INHIBITOR RELAY - ST RELAY )

(a) Remove the INHIBITOR relay and ST relay from the engine room relay block assembly.
INHIBITOR relay terminal 3 - ST relay terminal 2 Always Below 1 Ω
INHIBITOR relay terminal 3 or ST relay terminal 2 - Body ground Always 10 kΩ or higher

NG CO NNECTO R
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OK
11. CHECK HARNESS AND CONNECTOR (ECM - ST RELAY )
A35-26 (STA) - ST relay terminal 1 Always Below 1 Ω
A33-17 (STSW2) - ST relay terminal 3 Always Below 1 Ω

CONDITION
A35-26 (STA), A33-17 (STSW2), ST relay terminal 1 or ST relay terminal

3 - Body ground
NG REP AIR O R REP L ACE HARNESS O R
CO NNECTO R
P RO CEED TO NEXT SU SP ECTED AREA SHO W N

OK IN P RO BL EM SY MP TO MS TABL E
12. INSPECT CLUTCH START SWITCH ASSEMBLY
(a) Inspect the clutch start switch assembly .
NG REP L ACE CL U TCH START SW ITCH ASSEMBL Y
OK
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CHECK HARNESS AND CONNECTOR (IGNITION OR STARTER SWITCH ASSEMBLY -
13.
CLUTCH START SWITCH)
(b) Disconnect the clutch start switch assembly connector.
D55-1 (ST1) - A20-1 Always Below 1 Ω
D55-1 (ST1) or A20-1 - Body ground Always 10 kΩ or higher

NG CO NNECTO R
OK
14. CHECK HARNESS AND CONNECTOR (CLUTCH START SWITCH ASSEMBLY - ST RELAY )
(a) Disconnect the clutch start switch assembly connector.
A20-2 - ST relay terminal 2 Always Below 1 Ω
A20-2 or ST relay terminal 2 - Body ground Always 10 kΩ or higher
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NG
CO NNECTO R
OK

CONDITION

3 - Body ground

NG CO NNECTO R
P RO CEED TO NEXT SU SP ECTED AREA SHO W N

OK IN P RO BL EM SY MP TO MS TABL E
16. READ VALUE USING TECHSTREAM (ST SIGNAL)
(a) Connect the Techstream to DLC3.
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(d) Enter the following menus: Powertrain / Engine / Data List / Starter Signal.
(e) Check the value displayed on the Techstream when the ignition switch is turned to the ON and
START positions.
OK
IGNITION SWITCH POSITION STARTER SIGNAL
ON Close (OFF)
START Open (ON)
Result
RESULT PROCEED TO
NG A
OK B
P RO CEED TO NEXT SU SP ECTED AREA SHO W N IN

B
P RO BL EM SY MP TO MS TABL E

CONDITION

3 - Body ground
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NG
CO NNECTO R
OK REP L ACE ECM
Model Year: 2013 Model: FR-S Doc ID: RM000000PDB0D3X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: SYSTEM DIAGRAM (2013 FR-S)
SYSTEM DIAGRAM
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Model Year: 2013 Model: FR-S Doc ID: RM000000PDH0K9X
Title: FA20 ENGINE CONTROL: SFI SYSTEM: TERMINALS OF ECM (2013 FR-S)
TERMINALS OF ECM
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HINT:
The standard voltage between each pair of the ECM terminals is shown in the table below. The
appropriate conditions for checking each pair of the terminals are also indicated. The result of checks
should be compared with the standard voltage for that pair of the terminals, and displayed in the
"Specified Condition" column. The illustration above can be used as a reference to identify the ECM
terminal locations.
TERMINAL WIRING TERMINAL DESCRIPTION CONDITION SPECIFIED

NO. (SYMBOL) COLOR CONDITION
A33-1 (+B2) -
V - B-L Power source of ECM Ignition switch ON 12 to 14 V
A36-4 (E01)
Battery(for measuring battery

A33-2 (BATT)
W - B-L voltage and for ECM Always 10 to 13 V
- A36-4 (E01)
memory)
A33-3 (ST1-) BR-B - Brake pedal depressed 11 to 14 V

Stop light switch
- A36-4 (E01) B-L Brake pedal released 0 to 1 V
A33-7 (STP) - Brake pedal depressed 0 to 1 V

A36-4 R - B-L Stop light switch
(E01)*1 Brake pedal released 11 to 14 V
A33-8 (ACP) - Air conditioning pressure Ignition switch ON with A/C on 0 to 1 V

G - B-L
A36-4 (E01) sensor Idling with A/C off 12 to 14 V

A33-12 (THA) BR-G -
(built into mass air flow Ignition switch ON 0.3 to 4.6 V
- A36-29 (E1) Y-B
meter)
A33-14 Ignition switch ON 0 to 1 V

(STSW2) - BR - B-
Starter signal
A36-4 L Cranking 6 to 13 V
(E01)*3
A33-15 Ignition switch ON with clutch

0 to 1 V
(CLSW) - R-Y - pedal depressed
Clutch switch
A36-4 B-L Ignition switch ON with clutch
(E01)*2 10 to 13 V
pedal released
Ignition switch ON, shift lever in

P or N*1
0 to 1 V
W-R - Ignition switch ON, shift lever in
A33-16 Neutral*2
B-L*1
(NSW) - A36- Neutral switch signal
G-B - Ignition switch ON, shift lever
4 (E01)
B-L*2 not in P or N*1
10 to 13 V
Ignition switch ON, shift lever
not in Neutral*2
A33-17 Ignition switch ON 0 to 1 V

BR - B-
(STSW2) - Starter signal
L Cranking 6 to 13 V
A36-4 (E01)
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Pulse
A33-18
B-P - generation
(CANL) - A36- CAN communication line Ignition switch ON
B-L (See
4 (E01)
waveform 1)
Pulse
A33-19
generation
(CANH) - O - B-L CAN communication line Ignition switch ON
(See
A36-4 (E01)
waveform 2)
Ignition switch ON with blower

0 to 1 V
A33-20 (HB) - G-Y - fan switch on
BLOWER relay
A36-4 (E01) B-L Ignition switch ON with blower
10 to 13 V
fan switch off
A33-22 (VG) -
Y - B-G Mass air flow meter Idling with warm engine 0.9 to 4.5 V
A33-29 (E2G)
A33-27
GR - B-
(IGSW) - IG2 relay Ignition switch ON 10 to 13 V
L
A36-4 (E01)
Pulse
A34-5 (HA1A) generation
V - B-L Air fuel ratio sensor heater Idling with cold engine
- A36-4 (E01) (See
waveform 3)
A34-6 (+B) -
V - B-L Power source of ECM Ignition switch ON 12 to 14 V
A36-4 (E01)
A34-9 (PR) - V-B -

Fuel pressure sensor Idling with warm engine 1.0 to 1.7 V
A36-29 (E1) Y-B
Pulse
A34-11 (IJF1) R-Y - Injector for direct injection generation
Idling
- A36-4 (E01) B-L confirmation signal (See
waveform 4)
Pulse
A34-13 (FPF) R-B - High pressure side fuel pump generation
Idling
- A36-4 (E01) B-L (Spill valve) (See
waveform 5)
Pulse
A34-14 Variable valve timing (VVT)
Y-BR - generation
(EV1+) - A36- sensor (Exhaust side (bank Idling with warm engine
B-L (See
4 (E01) 1))
waveform 6)
Pulse
A34-
Y-V - Variable valve timing (VVT) generation
15(VV2+) - Idling with warm engine
B-L sensor (Intake side (bank 2)) (See
A36-4 (E01)
waveform 7)
Pulse
A34-16 (NE+) generation
- A34-27 (NE- B-W Crank position sensor Idling with warm engine (See
) waveform 6
or 7)
A34-17
Approximately
(KNK2) - A36- G - Y-B Knock sensor Ignition switch ON
cardiagn.com
2.5 V
29 (E1)
A34-18 (A1A-
) - A36-4 O - B-L Air fuel ratio sensor Ignition switch ON 2.4 to 2.7 V
(E01)
A34-19
(A1A+) - A36- W - B-L Air fuel ratio sensor Ignition switch ON 2.8 to 3.2 V
4 (E01)
A34-20 (PIM) BR-B - Manifold absolute pressure

Idling with warm engine 1.1 to 2.0 V
- A36-29 (E1) Y-B sensor
A34-21
L-W -
(OX1B) - A36- Heated oxygen sensor Idling with warm engine 0 to 0.9 V
B-L
4 (E01)
Pulse
A34-25 Variable valve timing (VVT)
BR-Y - generation
(EV2+) - A36- sensor (Exhaust side (bank Idling with warm engine
B-L (See
4 (E01) 2))
waveform 6)
Pulse
A34-26
Y-P - B- Variable valve timing (VVT) generation
(VV1+) - A36- Idling with warm engine
L sensor (Intake side (bank 1)) (See
4 (E01)
waveform 7)
A34-28
Approximately
(KNK1) - A36- G - Y-B Knock sensor Ignition switch ON
2.5 V
29 (E1)
Pulse
A34-31 (IJF2) R-G - Injector for direct injection generation
Idling
- A36-4 (E01) B-L confirmation signal (See
waveform 4)
Pulse
A34-32 (FPD) R-W - High pressure side fuel pump generation
Idling
- A36-4 (E01) B-L (Spill valve) (See
waveform 5)
A34-34 (VCV) G-B - Power source of camshaft

Ignition switch ON 4.5 to 5.5 V
- A36-4 (E01) B-L timing oil control valve (OCV)
A35-1 (VPMP) D-L - Vent valve (built into canister

Ignition switch ON 10 to 13 V
- A36-4 (E01) B-L pump module)
A35-5 (IREL) D-W - Idling 10 to 13 V

INJ relay
- A36-4 (E01) B-L Ignition switch ON 0 to 1 V
A35-7 (+BM) R-L - B-

ETCS relay Ignition switch ON 10 to 13 V
- A36-4 (E01) L
A35-8 (MPMP) O-L - Leak detection pump (built Ignition switch ON 10 to 13 V

- A36-4 (E01) B-L into canister pump module)) Leak detection pump ON 0 to 1 V
Fuel pump control (for fuel

A35-10 (DI) - W-B -
pump control malfunctioning Ignition switch ON 10 to 12 V
A36-4 (E01) B-L
detection)
Ignition switch ON
10 to 13 V
cardiagn.com
A35-11 Cooling fan not operated
R-W -
(FAN1) - A36- FAN NO. 3 relay Idling with A/C on or High
B-L
4 (E01) engine coolant temperature 0 to 0.5 V
Cooling fan operated
A35-12
B-R - Idling with A/C on or High
(FAN2) - A36- FAN NO. 2 relay
B-L engine coolant temperature 0 to 0.5 V
4 (E01)
Cooling fan operated
A35-13
LG - B-
(SSHUT) - EFI MAIN1 relay Ignition switch ON 0 to 1 V
L
A36-4 (E01)
Pulse
A35-15
GR-R - Engine speed maintained at generation
(TACH) - A36- Engine speed
B-L 1500 rpm (See
4 (E01)*3
waveform 8)
A35-17 (MCR) L-R - B-

ETCS relay Ignition switch ON 0 to 1 V
- A36-4 (E01) L
Pulse
A35-19(FPC) - SB - B- generation
Fuel pump control Ignition switch ON
A36-4 (E01) L (See
waveform 9)
A35-20 Canister pressure sensor

O-B -
(PPMP) - A36- (built into canister pump Ignition switch ON 1.5 to 4.0 V
B-L
4 (E01) module)
A35-21
L-Y - B- Power source of accelerator
(VCPA) - A36- Ignition switch ON 4.5 to 5.5 V
L pedal position sensor
4 (E01)
A35-22
G-B - Power source of accelerator
(VCP2) - A36- Ignition switch ON 4.5 to 5.5 V
B-L pedal position sensor
4 (E01)
Ignition switch ON, Accelerator Approximately

A35-23(VPA) pedal fully released 0.7 V
Accelerator pedal position
- A35-29 W-L
sensor (for engine control) Ignition switch ON, Accelerator Approximately
(EPA)
pedal fully depressed 3.1 V
A35-26 (STA) B-W - Ignition switch ON 10 to 13 V

ST relay
- A36-4 (E01) B-L Cranking 0 to 1 V

A35-31 Accelerator pedal position pedal fully released 0.7 V
(VPA2) - A35- O - Y-B sensor (for sensor
30 (EPA2) malfunctioning detection) Ignition switch ON, Accelerator Approximately
A35-35 (AC) - L-O - Idling with A/C on 0 to 0.5 V

HEATER relay
A36-4 (E01) B-L Idling with A/C off 12 to 14 V
Pulse
A36-1 (M-) - SB - B- generation
Throttle actuator Idling with warm engine
A36-4 (E01) L (See
cardiagn.com
waveform 10)
Pulse
A36-2 (M+) - G-Y - generation
Throttle actuator Idling with warm engine
A36-4 (E01) B-L (See
waveform 10)
Camshaft timing oil control Pulse
A36-5 (OE2) - BR-L -
valve (OCV) (Exhaust side generation
A36-4 (E01) B-L Idling with warm engine
(bank 2)) (See
waveform 11)
A36-6 (HT1B) R-B - Pulse

Heated oxygen sensor heater generation
- A36-4 (E01) B-L Idling with cold engine
(See
waveform 12)
Camshaft timing oil control Pulse
A36-7 (OE1) - R-W -
valve (OCV) (Exhaust side generation
A36-4 (E01) B-L Idling with warm engine
(bank 1)) (See
waveform 11)
Pulse
A36-8 (IGT4) W-L - generation
Ignition coil (ignition signal) Idling with warm engine
- A36-4 (E01) B-L (See
waveform 13)
Pulse
A36-10
Y-R - generation
(IGT2) - A36- Ignition coil (ignition signal) Idling with warm engine
B-L (See
4 (E01)
waveform 13)
One of the following conditions
is met:
Pulse
A36-11 (PRG) R-G - Ignition switch ON generation
Purge valve
- A36-4 (E01) B-L Idling with warm (See
engine, under purge waveform 14)
control
Pulse
A36-12 (#10) generation
P - B-L Injector for port injection Idling with warm engine
- A36-4 (E01) (See
waveform 15)
Pulse
A36-13 (#40) P-G - generation
Injector for port injection Idling with warm engine
- A36-4 (E01) B-L (See
waveform 15)
Pulse
A36-14 (#1) - generation
W - B-L Injector for direct injection Idling with warm engine
A36-4 (E01) (See
waveform 4)
cardiagn.com
A36-16 (OC2) GR - B- Variable valve timing (VVT) Pulse

- A36-4 (E01) L sensor (Intake side (bank 2)) generation
Idling with warm engine
(See
waveform 11)
A36-17 (OC1) G-W - Variable valve timing (VVT) Pulse

- A36-4 (E01) B-L sensor (Intake side (bank 1)) generation
Idling with warm engine
(See
waveform 11)

A36-18 pedal fully released 0.6 V
LG - Y- Throttle position sensor (for
(VTA1) - A36-
B engine control) Ignition switch ON, Accelerator Approximately
29 (E1)
A36-19 (VC) - Power source for sensor

R - Y-B Ignition switch ON 4.5 to 5.5 V
A36-29 (E1) (specific voltage)
A36-20 (OT) - BR - Y-
Oil temperature sensor Idling 0.5 to 1.4 V
A36-29 (E1) B
Pulse
A36-21
W-R - generation
B-L (See
4 (E01)
waveform 13)
Pulse
A36-22 (#20) P-L - B- generation
- A36-4 (E01) L (See
waveform 15)
Pulse
A36-23 (#4) - LG-R - generation
Injector for direct injection Idling with warm engine
A36-4 (E01) B-L (See
waveform 4)
Pulse
A36-24 (#3) - LG-W - generation
A36-4 (E01) B-L (See
waveform 4)
Pulse
A36-25 (#2) - LG-B - generation
A36-4 (E01) B-L (See
waveform 4)

A36-28 pedal fully released 1.5 V
R-Y - Y- Throttle position sensor (for
(VTA2) - A36-
B sensor malfunction detection) Ignition switch ON, Accelerator Approximately
29 (E1)
A36-30 Idling, Engine coolant

BR-W - Engine coolant temperature
(THW) - A36- temperature 60 to 120°C (176 0.8 to 1.8 V
Y-B sensor
29 (E1) to 248°F)
Pulse
cardiagn.com
A36-31
W-G - generation
B-L (See
4 (E01)
waveform 13)
Pulse
A36-32 (#30) P-B - generation
- A36-4 (E01) B-L (See
waveform 15)
B-L -
A33-4 (EC) -
Body Ground Always Below 1 Ω
Body ground
ground
A33-28
(SLE2) - Body - Shield Always Below 1 Ω
ground
B-R -
A34-1 (E03) -
Body ground
ground
B-W -
A34-2 (E04) -
Body ground
ground
B-W -
A34-3 (E05) -
Body ground
ground
A34-29
(EKNK) - - Shield Always Below 1 Ω
Body ground
A34-30
ground
A34-35
ground
A35-29 (EPA)
L - B-L Ground Ignition switch ON 0 to 1 V
- A36-4 (E01)
A35-30
Y-B -
(EPA2) - A36- Ground Ignition switch ON 0 to 1 V
B-L
4 (E01)
B-Y -
A36-3 (E02) -
Body ground
ground
B-L -
A36-4 (E01) -
Body ground
ground
Y-B -
A36-29 (E1) -
Body Ground Ignition switch ON 0 to 1 V
Body ground
ground
*1: for Automatic Transmission
cardiagn.com
*2: for Manual Transmission
1. WAVEFORM 1
CAN Communication Signal
ECM Terminal Name Between CANL and E01
Tester Range 1 V/DIV., 10 μs./DIV.
Condition Ignition switch ON
HINT:
The waveform varies depending on the CAN communication

signal.
2. WAVEFORM 2
CAN Communication Signal
ECM Terminal Name Between CANH and E01
HINT:
The waveform varies depending on the CAN communication

signal.
3. WAVEFORM 3
Air Fuel Ratio Sensor Heater
ECM Terminal Name Between HA1A and E01
Condition Idling with cold engine
4. WAVEFORM 4
Injector for Direct Injection No. 1 (to No. 4) Injection
Signal
CH1: Between #1 (to #4) and E01

ECM Terminal Name
CH2: Between IJF1or IJF2 and E01
Condition Idling with warm engine
cardiagn.com
HINT:
The wavelength becomes shorter as the engine speed

increases.
5. WAVEFORM 5
Fuel Pump for High Pressure (Spill Valve)
CH1: Between FPD and E01

ECM Terminal Name
CH2: Between FPF and E01
6. WAVEFORM 6
Crankshaft Position Sensor and VVT Sensor for Exhaust
Camshaft
CH1: Between NE+ and NE-

ECM Terminal Name CH2: Between EV1+ and E01
CH3: Between EV2+ and E01
HINT:

increases.
7. WAVEFORM 7
Crankshaft Position Sensor and VVT Sensor for Intake
Camshaft
CH1: Between NE+ and NE-

ECM Terminal Name CH2: Between VV1+ and E01
CH3: Between VV2+ and E01
HINT:

increases.
8. WAVEFORM 8
cardiagn.com
Engine Speed Signal
ECM Terminal Name Between TACH and E01
Condition Engine speed maintained at 1500 rpm
HINT:
The wavelength becomes shorter as the vehicle speed

increases.
9. WAVEFORM 9
Fuel Pump Control
ECM Terminal Name Between FPC and E01
10. WAVEFORM 10
Throttle Actuator
CH1: Between M+ and E01

ECM Terminal Name
CH1: Between M- and E01
CH1: 5 V/DIV., 500 μs./DIV.

Tester Range
CH2: 200 mV/DIV., 500 μs./DIV.
11. WAVEFORM 11
Camshaft Timing Oil Control Valve (OCV)
ECM Terminal Name Between OC1, OC2, OE1 or OE2 and E01
cardiagn.com
12. WAVEFORM 12
Heated Oxygen Sensor
ECM Terminal Name Between HT1B and E01
Condition Idling with cold engine
13. WAVEFORM 13
Ignition Coil (Ignition Signal)
ECM Terminal Name Between IGT (1 to 4) and E01
14. WAVEFORM 14
Purge Valve
ECM Terminal
Between PRG and E01
Name
Tester Range 10 V/DIV., 2 s./DIV.
One of the following conditions is met:

Ignition switch ON
Condition
Idling with warm engine, under
purge control
15. WAVEFORM 15
Injector for Port Injection No. 1 (to No. 4) Injection
Signal
ECM Terminal Name Between # (10 to 40) and E01
cardiagn.com
HINT:

increases.
L ast Modified: 4-14-2014 6.6 C Doc ID: RM0000020H3028X

Title: FA20 ENGINE CONTROL: SFI SYSTEM: U0073,U0101,U0122,U0140,U0155,U0402,U0416,U0423;

Control Module Communication Bus "A" Off; 2013 MY FR-S [03/2012 - 05/2013]
DTC U0073 Control Module Communication Bus " A" O ff
DTC U0101 L ost Communication w ith TCM
DTC U0122 L ost Communication w ith Vehicle Dynamics Control Module
DTC U0140 L ost Communication w ith Body Control Module
cardiagn.com
DTC U0155 L ost Communication w ith Instrument P anel Cluster ( IP C) Control Module
DTC U0402 Invalid Data Received from TCM
DTC U0416 Invalid Data Received from Vehicle Dynamics Control Module
DTC U0423 Invalid Data Received from Instrument P anel Cluster Control Module
DESCR I P TI ON
Refer to CAN communication system for system description .
DTC DTC DETECTION CONDITIONS TROUBLE AREAS

NO.
Wire harness (CANL and

Bus off state for 0.436 seconds or more
U0073 CANH circuits)
ECM

No communication between ECM and TCM for 0.5 seconds CANH circuits)
U0101 or more ECM
(1 trip detection logic) TCM

No communication between ECM and skid control ECU for CANH circuits)
U0122 0.5 seconds or more ECM
(1 trip detection logic) Skid control ECU (Brake
actuator assembly)

No communication between ECM and combination meter CANH circuits)
U0155 assembly for 0.5 seconds or more ECM
(1 trip detection logic) Combination meter
assembly

Invalid data received from TCM for 2 seconds or more CANH circuits)
U0402
cardiagn.com
TCM

Invalid data received from skid control ECU for 2 seconds CANH circuits)
U0416 or more ECM
(1 trip detection logic) Skid control ECU (Brake
actuator assembly)

Invalid data received from combination meter assembly for CANH circuits)
U0423 2 seconds or more ECM
(1 trip detection logic) Combination meter
assembly
The ECM, TCM, skid control ECU (brake actuator assembly) and combination meter assembly
communicate with each other via the CAN communication line. If there is a problem in this communication,
the ECM stores the DTC.

U0073: Control Module Communication Bus Off
U0101: Lost Communication with TCM
U0122: Lost Communication with Vehicle Stability Control Module
U0155: Lost Communication with Instrument Panel Cluster Control
Related DTCs Module (Combination Meter)
U0402: Invalid Data Received from TCM
U0416: Invalid Data Received from Vehicle Stability Control Module
U0423: Invalid Data Received from Instrument Panel Cluster Control

Module
Required
ECM
Sensors/Components (Main)
Required TCM
Sensors/Components Skid control ECU (Brake actuator assembly)
(Related) Combination meter assembly
0.436 seconds: U0073

Duration 0.5 seconds: U0101, U0122 and U0155
2 seconds: U0402, U0416 and U0423
cardiagn.com
All
Starter switch Off
Engine Running
U0073
Monitor runs whenever following DTCs are U0101, U0122, U0155, U0402, U0416, U0423 (CAN
not present system (ECM))
U0101
U0122
U0155
U0402
U0416
U0423

U0073
State of Control module communication bus "A" OFF On
cardiagn.com
U0101
State of lost communication with TCM On
U0122
State of lost communication with skid control ECU On
U0155
State of lost communication with combination meter assembly On
U0402
Communication counter between ECM and TCM Not count up
U0416
Communication counter between ECM and skid control ECU Not count up
U0423
Communication counter between ECM and combination meter assembly Not count up
Go to CAN communication system for troubleshooting .
HINT:
When DTCs indicating a CAN communication system malfunction are output, repair the CAN
communication system before repairing each corresponding sensor.
not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
If the CAN communication malfunctions, there is no data output from the ECM. In this case, some
of the freeze frame data are not correct and not identical with the ECM data, but the ECM data are
correct.
P R OCEDUR E
cardiagn.com
(e) Read the DTCs.
RESULT PROCEED TO
DTC U0073, U0101, U0122, U0155, U0402, U0416 or U0423 is output A
DTC U0073, U0101, U0122, U0155, U0402, U0416 or U0423 and other DTCs are output B
B GO TO DTC CHART
A GO TO CAN CO MMU NICATIO N SY STEM
L ast Modified: 4-14-2014 6.6 J Doc ID: RM000001D6V0LTX

Title: FA20 ENGINE CONTROL: SFI SYSTEM: VC Output Circuit; 2013 MY FR-S [03/2012 - ]
VC O utput Circuit
DESCR I P TI ON
The ECM constantly generates 5 V power from the battery voltages supplied to the +B terminal and +B2
terminal to operate the microprocessor. The ECM also provides this power to the sensors through the VC
output circuit.
cardiagn.com
When the VC circuit is short-circuited, the microprocessor in the ECM and sensors that are supplied with
power through the VC circuit are deactivated because the power is not supplied from the VC circuit.
Under this condition, the system does not start up and the MIL does not illuminate even if the system
malfunctions.
HINT:
Under normal conditions, the MIL is illuminated when the ignition switch is turned to ON. The MIL
goes off when the engine is started.
cardiagn.com
cardiagn.com
P R OCEDUR E
1. CHECK MIL CONDITION
(a) Check that the Malfunction Indicator Lamp (MIL) lights up when turning the ignition switch to
ON.
OK:
MIL lights up.
Result
RESULT PROCEED TO
NG A
OK B
P RO CEED TO NEXT SU SP ECTED AREA SHO W N IN

B
P RO BL EM SY MP TO MS TABL E
cardiagn.com
2. CHECK CONNECTION BETWEEN TECHSTREAM AND ECM
(d) Check for communication between the Techstream and ECM.

Result
RESULT PROCEED TO
Communication is not possible A
Communication is possible B
B GO TO MIL CIRCU IT
3. CHECK MIL (THROTTLE POSITION SENSOR)
(c) Check the MIL.

Result
RESULT PROCEED TO
MIL does not illuminate A
MIL illuminates B
REP L ACE THRO TTL E W ITH MO TO R BO DY

B
ASSEMBL Y
cardiagn.com
4. CHECK MIL (MANIF OLD ABSOLUTE PRESSURE SENSOR)
(a) Disconnect the manifold absolute pressure sensor connector.
(c) Check the MIL.

Result
RESULT PROCEED TO
MIL illuminates B
REP L ACE MANIFO L D ABSO L U TE P RESSU RE

B
SENSO R
5. CHECK MIL (F UEL PRESSURE SENSOR)
(c) Check the MIL.

Result
RESULT PROCEED TO
MIL illuminates B
B REP L ACE FU EL P RESSU RE SENSO R
cardiagn.com
6. CHECK MIL (ACCELERATOR PEDAL SENSOR ASSEMBLY )
(a) Disconnect the accelerator pedal sensor assembly connector.
(c) Check the MIL.

Result
RESULT PROCEED TO
MIL illuminates B
REP L ACE ACCEL ERATO R P EDAL SENSO R

B ASSEMBL Y
7. CHECK MIL (BATTERY CURRENT SENSOR ASSEMBLY )
(a) Disconnect the battery current sensor assembly connector.
(c) Check the MIL.

Result
RESULT PROCEED TO
MIL illuminates B
B REP L ACE BATTERY CU RRENT SENSO R ASSEMBL Y
cardiagn.com
8. CHECK MIL (CANISTER PUMP MODULE)
(c) Check the MIL.

Result
RESULT PROCEED TO
MIL illuminates B
B REP L ACE CANISTER P U MP MO DU L E
9. CHECK HARNESS AND CONNECTOR (EACH SENSOR - ECM)
(b) Disconnect the manifold absolute pressure sensor connector.
(c) Disconnect the fuel pressure sensor connector.

(d) Disconnect the accelerator pedal sensor assembly connector.
(e) Disconnect the battery current sensor assembly connector.
(f) Disconnect the canister pump module connector.
(g) Disconnect the ECM connectors.
(h) Measure the resistance according to the value(s) in the table below.
A36-19 (VC) - Body ground Always 10 kΩ or higher
A35-22 (VCP2) - Body ground Always 10 kΩ or higher
A35-21 (VCPA) - Body ground Always 10 kΩ or higher

NG
cardiagn.com
CO NNECTO R
OK REP L ACE ECM
L ast Modified: 4-14-2014 6.6 K Doc ID: RM000001BQK00HX

Title: FA20 ENGINE CONTROL: THROTTLE BODY: COMPONENTS; 2013 MY FR-S [03/2012 - ]
COM P ON EN TS
I LLUSTR A TI ON
cardiagn.com
I LLUSTR A TI ON
cardiagn.com
L ast Modified: 4-14-2014 6.6 G Doc ID: RM000000MTB00SX

Title: FA20 ENGINE CONTROL: THROTTLE BODY: INSPECTION; 2013 MY FR-S [03/2012 - ]
I N SP ECTI ON
1. INSPECT THROTTLE WITH MOTOR BODY ASSEMBLY

table below.

*a
(Throttle with Motor Body Assembly)
cardiagn.com
1-2 20°C (68°F) 0.3 to 10 Ω
If the result is not as specified, replace the throttle with

motor body assembly.
L ast Modified: 4-14-2014 6.6 A Doc ID: RM000000MTA00VX

Title: FA20 ENGINE CONTROL: THROTTLE BODY: INSTALLATION; 2013 MY FR-S [03/2012 - ]
I N STA LLA TI ON
1. INSTALL THROTTLE WITH MOTOR BODY ASSEMBLY
(a) Install a new gasket to the intake manifold.
(b) Connect the 2 water by-pass hoses to the throttle with motor body assembly with the 2 clamps.
(c) Install the throttle with motor body assembly to the intake manifold with the 4 bolts.
Torque:
8 .0 N·m { 8 2 kgf·cm, 7 1 in·lbf}
(d) Connect the throttle with motor body assembly connector.
cardiagn.com
4. ADD ENGINE COOLANT
5. INSPECT F OR COOLANT LEAK
6. INSPECT THROTTLE WITH MOTOR BODY ASSEMBLY
NO TICE:
Perform the following procedure after replacing the ECM, throttle with motor body assembly or any
throttle with motor body assembly components.
(a) Turn the ignition switch to ON without operating the accelerator pedal.
NO TICE:
If the accelerator pedal is operated, perform the above steps again.
(b) Connect the Techstream to the DLC3 and clear the DTCs .
(c) Start the engine and check that the MIL is not illuminated. After the engine is warmed up, check
that the idle speed is within the specified range when the A/C is switched off.
Standard:
CONDITION ENGINE IDLE SPEED
A/C switched off 650 to 800 rpm
NO TICE:
Be sure to perform this step with all accessories off.
Make sure that the shift lever is in neutral (for manual transmission).
Make sure that the shift lever is in N or P (for automatic transmission).
(d) Enter the following menus: Data List / Throttle Sensor Volt%. Fully depress the accelerator pedal
and check that the value is 80 to 90%.
(e) Perform a road test and confirm that there are no abnormalities.
cardiagn.com
L ast Modified: 4-14-2014 6.6 A Doc ID: RM000000MTD00TX

Title: FA20 ENGINE CONTROL: THROTTLE BODY: REMOVAL; 2013 MY FR-S [03/2012 - ]
R EM OV A L
1. DISCONNECT CABLE F ROM NEGATIVE BATTERY TERMINAL
2. DRAIN ENGINE COOLANT
4. REMOVE THROTTLE WITH MOTOR BODY ASSEMBLY
(a) Disconnect the throttle with motor body assembly
cardiagn.com
connector.
(b) Disconnect the 2 water by-pass hoses from the throttle

with motor body assembly.
(c) Remove the 4 bolts and the throttle with motor body
assembly from the intake manifold.
(d) Remove the gasket from the intake manifold.
L ast Modified: 4-14-2014 6.6 K Doc ID: RM000001BO600RX

Title: FA20 ENGINE CONTROL: VACUUM SENSOR: COMPONENTS; 2013 MY FR-S [03/2012 - ]
COM P ON EN TS
I LLUSTR A TI ON
cardiagn.com
L ast Modified: 4-14-2014 6.6 A Doc ID: RM000001BO500QX

Title: FA20 ENGINE CONTROL: VACUUM SENSOR: INSTALLATION; 2013 MY FR-S [03/2012 - ]
I N STA LLA TI ON
1. INSTALL MANIF OLD ABSOLUTE PRESSURE SENSOR
(a) Apply a light coat of engine oil to a new O-ring and install it to the manifold absolute pressure
sensor.
(b) Install the manifold absolute pressure sensor with the bolt.
Torque:
4 .0 N·m { 4 1 kgf·cm, 3 5 in·lbf}
NO TICE:
cardiagn.com
(c) Connect the manifold absolute pressure sensor connector.
2. INSTALL NO. 1 ENGINE COVER SUB-ASSEMBLY
L ast Modified: 4-14-2014 6.6 G Doc ID: RM000003IHI00BX

Title: FA20 ENGINE CONTROL: VACUUM SENSOR: ON-VEHICLE INSPECTION; 2013 MY FR-S [03/2012 -
]
ON -VEHI CLE I N SP ECTI ON

1. INSPECT MANIF OLD ABSOLUTE PRESSURE SENSOR
(b) Turn the ignition switch to ON with the engine off.
(c) Inspect the manifold absolute pressure sensor.
(1) Enter the following menus: Powertrain / Engine / Data List / Atmosphere Pressure.
(2) Check the atmoshere pressure.
OK:
Almost the same as ambient pressure
cardiagn.com
HINT:
The standard atmospheric pressure is 101 kPa (1.03 kgf/cm2, 14.6 psi).
The atmospheric pressure decreases by 1 kPa (0.01 kgf/cm2, 0.1 psi) as the altitude increases by
100 m.
The atmospheric pressure varies depending on the weather.
L ast Modified: 4-14-2014 6.6 A Doc ID: RM000001BO700RX

Title: FA20 ENGINE CONTROL: VACUUM SENSOR: REMOVAL; 2013 MY FR-S [03/2012 - ]
R EM OV A L
1. DISCONNECT CABLE F ROM NEGATIVE BATTERY TERMINAL
2. REMOVE NO. 1 ENGINE COVER SUB-ASSEMBLY
3. REMOVE MANIF OLD ABSOLUTE PRESSURE SENSOR
(a) Disconnect the manifold absolute pressure sensor

connector.
cardiagn.com
(b) Remove the bolt and manifold absolute pressure sensor.
(c) Remove the O-ring from the manifold absolute pressure

sensor.

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Last Modified: 3-27-2012 6.

Model Year: 2013 Model: FR-S Doc ID: RM000002QU600LX

Title: FA20 ENGINE CONTROL: ACCELERATOR PEDAL: COMPONENTS (2013 FR-S)

Model Year: 2013 Model: FR-S Doc ID: RM000002QU500LX

Title: FA20 ENGINE CONTROL: ACCELERATOR PEDAL: INSTALLATION (2013 FR-S)

1. INSTALL ACCELERATOR PEDAL ASSEMBLY

(a) Install the accelerator pedal assembly with the 2 nuts.

Torque: 7.5 N·m (77 kgf·cm, 66in·lbf)

(b) Connect the accelerator pedal assembly connector.

2. INSTALL ACCELERATOR PEDAL ROD COVER

3. INSTALL ACCELERATOR PEDAL ROD STOPPER

4. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL

Model Year: 2013 Model: FR-S Doc ID: RM000003IHM006X

1. INSPECT ACCELERATOR PEDAL ASSEMBLY

(b) Turn the ignition switch to ON.

(c) Turn the Techstream on.

(e) Read the value displayed on the Techstream.

Depressed 2.4 to 3.5 V 2.4 to 3.5 V

Model Year: 2013 Model: FR-S Doc ID: RM000002QU700LX

Title: FA20 ENGINE CONTROL: ACCELERATOR PEDAL: REMOVAL (2013 FR-S)

1. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL

2. REMOVE ACCELERATOR PEDAL ROD STOPPER

(a) Remove the accelerator pedal rod stopper.

4. REMOVE ACCELERATOR PEDAL ASSEMBLY

(b) Remove the 2 nuts and the accelerator pedal assembly.

Model Year: 2013 Model: FR-S Doc ID: RM000001BOE00FX

Model Year: 2013 Model: FR-S Doc ID: RM000000MUG00UX

1. INSPECT AIR FUEL RATIO SENSOR

(a) Measure the resistance according to the value(s) the table

TESTER CONNECTION CONDITION SPECIFIED CONDITION

1-2 20°C (68°F) 1.98 to 2.64 Ω

1-4 Always 10 kΩ or higher

Component without harness connected

If the result is not as specified, replace the air fuel ratio

Model Year: 2013 Model: FR-S Doc ID: RM000000MUF00WX

1. INSTALL AIR FUEL RATIO SENSOR

This torque value is effective when SST is parallel to the

(b) Engage the 2 clamps.

(c) Connect the air fuel ratio sensor connector.

2. CONNECT BATTERY NEGATIVE TERMINAL

3. INSPECT FOR EXHAUST GAS LEAK

Model Year: 2013 Model: FR-S Doc ID: RM000000MUI00YX

1. DISCONNECT BATTERY NEGATIVE TERMINAL

2. REMOVE AIR FUEL RATIO SENSOR

(a) Disconnect the air fuel ratio sensor connector.

Model Year: 2013 Model: FR-S Doc ID: RM000001BO600QX

Model Year: 2013 Model: FR-S Doc ID: RM000003IHH008X

1. INSPECT CAMSHAFT TIMING OIL CONTROL VALVE

(a) Measure the resistance according to the value(s) in the

TESTER CONNECTION CONDITION SPECIFIED CONDITION

1-2 20°C (68°F) 6.85 to 7.65 Ω

If the result is not as specified, replace the camshaft

Model Year: 2013 Model: FR-S Doc ID: RM000001BO500PX

Torque: 6.4 N·m (65 kgf·cm, 57in·lbf)

Torque: 6.4 N·m (65 kgf·cm, 57in·lbf)

(d) Connect the camshaft timing oil control valve connector.

3. INSTALL AIR CLEANER CAP WITH AIR CLEANER HOSE

Torque: 6.4 N·m (65 kgf·cm, 57in·lbf)

(d) Connect the camshaft timing oil control valve connector.