2005 TOYOTA AVENSIS Circuit

A93655
17
E10SPDECM
V–W 18
C11 Combination Meter
J/C
5
E13 E15 V
BR
EHJ10H
V–W
(LHD) J20H
(RHD)J10H
(LHD) J20H
(RHD)
– DIAGNOSTICSSFI SYSTEM (1ZZ–FE/3ZZ–FE)(From February, 2004)
05–159
AVENSIS REPAIR MANUAL SUPPLEMENT
(RM1098E)
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT:
Read freeze frame data using the intelligent tester II. Freeze frame data record 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.
1 CHECK OPERATION OF SPEEDOMETER
(a) Drive the vehicle and check if the operation of the speedometer in the combination meter is normal.
HINT:
The vehicle speed sensor is operating normally if the speedometer reading is normal.
NG CHECK SPEEDOMETER CIRCUIT
(See page 05–1510 of Pub. No. RM1018E AVEN-
SIS)
OK

A96006
2
EFI
1 1
FL MAINW–BEFI Relay
1 43 5
2
EA1
B–W
V5
EVAP VSV
219
E12
MREL 4
E10 44
44
42 1
B–W
W–G 1 IE1 2
GR13
EC 1 1A
4A
4B1
1
B–G
BatteryB–W
EFI
No. 2 B–Y
B–G
EVP1ECM
Engine
Room
R/B No.1Engine
Room
R/B No.4 Engine Room R/B No.4
GR
– DIAGNOSTICSSFI SYSTEM (1ZZ–FE/3ZZ–FE)(From February, 2004)
05–155
AVENSIS REPAIR MANUAL SUPPLEMENT
(RM1098E)
DTC P0443 EVAPORATIVE EMISSION CONTROL
SYSTEM PURGE CONTROL VALVE CIRCUIT
CIRCUIT DESCRIPTION
In order to reduce hydrocarbon (HC) emissions, evaporated fuel from the fuel tank is routed through the char-
coal canister to the intake manifold for combustion in the cylinders.
The ECM changes the duty signal to the EVAP VSV so that the intake of HC emissions is appropriate for
the driving conditions (engine load, engine speed, vehicle speed, etc.) after the engine is warmed up.
DTC No.DTC Detection ConditionTrouble Area
P0443Proper response to ECM command does not occur (1 trip
detection logic)Open or short in EVAP VSV circuit
EVAP VSV
ECM
WIRING DIAGRAM
05KO8–02

A65745
E12
EVP1 ECM Connector
0A52933
Wire Harness Side:
EVAP VSV Connector
V5
A66053
Engine Room R/B No. 4:EFI Relay
0A52933
Wire Harness Side:
EVAP VSV Connector
V5
–
DIAGNOSTICS SFI SYSTEM (1ZZ–FE/3ZZ–FE)(From February, 2004)
05–157
AVENSIS REPAIR MANUAL SUPPLEMENT
(RM1098E)
4 CHECK HARNESS AND CONNECTOR(ECM – EVAP VSV)
(a) Disconnect the E12 ECM connector.
(b) Disconnect the V5 EVAP VSV connector.
(c) Check the resistance.
Standard (Check for open):
Tester ConnectionSpecified Condition
EVAP VSV (V5–2) – EVP1 (E12–19)Below 1 Ω
Standard (Check for short):
Tester ConnectionSpecified Condition
EVAP VSV (V5–2) or PRG (E12–19) – Body ground10 kΩ or higher
(d) Reconnect the ECM connector.
(e) Reconnect the EVAP VSV connector.
NG REPAIR OR REPLACE HARNESS OR CONNECTOR
OK
5 CHECK HARNESS AND CONNECTOR(EFI RELAY – EVAP VSV)
(a) Remove the EFI relay from the engine room R/B No. 4.
(b) Disconnect the V5 EVAP VSV connector.
(c) Check the resistance. Standard (Check for open):
Tester ConnectionSpecified Condition
EVAP VSV (V5–1) – EFI relay (3)Below 1 Ω
Standard (Check for short):
Tester ConnectionSpecified Condition
EVAP VSV (V5–1) or EFI relay (3) – Body ground10 kΩ or higher
(d) Reinstall the EFI relay
(e) Reconnect the EVAP VSV connector.
NG REPAIR OR REPLACE HARNESS OR CONNECTOR
OK
INSPECT ECM POWER SOURCE CIRCUIT ( See page 05–195)

A83860
Waveform of Heated
Oxygen Sensor
(in front of TWC)Waveform of Heated
Oxygen Sensor
(behind TWC)
Waveform of Heated
Oxygen Sensor
(behind TWC) Normal Catalyst
Deteriorated Catalyst Waveform of Heated
Oxygen Sensor
(in front of TWC) 05–150
– DIAGNOSTICSSFI SYSTEM (1ZZ–FE/3ZZ–FE)(From February, 2004)
AVENSIS REPAIR MANUAL SUPPLEMENT
(RM1098E)
DTC P0420 CATALYST SYSTEM EFFICIENCY BELOW
THRESHOLD (BANK 1)
CIRCUIT DESCRIPTION
This vehicle has two Heated Oxygen (O2) sensors. One is located in front of the Three–Way Catalyst Con-
verter (TWC), and the other is mounted behind the TWC. Each signal output of the sensors is converted into
a waveform inside the ECM. The front O2 sensor is used to monitor the air–fuel ratio by the ECM, and whose
signal prompts the ECM to perform air–fuel ratio feedback control. As a result, the air–fuel ratio is balanced,
and the waveform of the front O2 sensor oscillates between rich and lean regularly.
To determine whether or not the catalyst performance has deteriorated, the ECM compares the waveforms
of the front and rear O2 sensors. While the catalyst is functioning normally, the waveform of the rear O2 sen-
sor fluctuates between rich and lean more slowly than the front O2 sensor’s waveform. When the rear O2
sensor ’s waveform frequently fluctuates, it indicates that the catalyst performance deteriorates.
05KO7–02

+25 %
–12.5 %
More than 0.5 V
Less than 0.4V
Case 1
Case 2
Case 3
Case 4
Output Voltage of Heated Oxygen
Sensor (sensor 1: front sensor)
Injection volume
Output voltage
Output Voltage of Heated Oxygen
Sensor (sensor 2: rear sensor)Main Suspect
Trouble Area
OK
+25 %
–12.5 %
More than 0.5 V
Less than 0.4V
Injection volume
Output voltage
+25 %
–12.5 %
More than 0.5 V
Less than 0.4V
Injection volume
Output voltage
Sensor 1: front sensor
(Sensor 1, heater, sensor 1
circuit)
+25 %
–12.5 %
More than 0.5 V
Less than 0.4V
Injection volume
Output voltage
+25 %
–12.5 %
Injection volume
Output voltage
NG
+25 %
–12.5 %
Injection volume
Output voltage
NG
+25 %
–12.5 %
Injection volume
Output voltage
NG
+25 %
–12.5 %
Injection volume
Output voltage
NGExtremely rich or lean actual
air–fuel ratio
(Injector, fuel pressure, gas
leakage in exhaust system,
etc.) OK
OK
OK
Almost no reaction

Sensor 2: rear sensor
(Sensor 2, heater, sensor 2
circuit)
Almost no reaction Almost no reactionAlmost no reaction
05–154
– DIAGNOSTICSSFI SYSTEM (1ZZ–FE/3ZZ–FE)(From February, 2004)
AVENSIS REPAIR MANUAL SUPPLEMENT
(RM1098E)
The following A/F Control procedure enables the technician to check and graph the voltage output of both
the heated oxygen sensors.
To display the graph, select the following menu items on the tester: View / Line Graph.

A63955
GND
CH1
(G2+)
CH2
(NE+) GND
05–140
–
DIAGNOSTICS SFI SYSTEM (1ZZ–FE/3ZZ–FE)(From February, 2004)
AVENSIS REPAIR MANUAL SUPPLEMENT
(RM1098E)
DTC P0340 CAMSHAFT POSITION SENSOR ”A” CIRCUIT (BANK 1 OR SINGLE SENSOR)
DTC P0341 CAMSHAFT POSITION SENSOR ”A” CIRCUIT RANGE/PERFORMANCE (BANK 1
OR SINGLE SENSOR)
CIRCUIT DESCRIPTION
The Camshaft Position (CMP) sensor consists of a magnet and an iron core which is wrapped with coppe\
r
wire, and is installed on the cylinder head. When the camshaft rotates, each \
of 3 teeth on the camshaft
passes through the CMP sensor. This activates the internal magnet in the sensor, generating a voltage in
the copper wire. The camshaft rotation is synchronized with the crankshaft rotation. When the crankshaft
turns twice the voltage is generated 3 times in the CMP sensor. The generated voltage in the sensor acts
as a signal, allowing the ECM to locate the camshaft position. This signal is then used to con\
trol ignition tim-
ing, fuel injection timing, and the VVT system.
DTC No.DTC Detection ConditionTrouble Area
P0340
No camshaft position sensor signal to ECM during cranking
(2 trip detection logic)Open or short in camshaft position sensor circuit
 Camshaft position sensor
Camshaft timing pulleyP0340(2 trip detection logic)
No camshaft position sensor signal to ECM at engine speed
of 600 rpm or more (1 trip detection logic)Camshaft timing pulley
 Jumped tooth of timing chain
 ECM
P0341While crankshaft rotates twice, camshaft position sensor signal
is input to ECM 12 times or more (1 trip detection logic)
Open or short in camshaft position sensor circuit
 Camshaft position sensor
 Camshaft timing pulley
 Jumped tooth of timing chain
 ECM
HINT:
DTC P0340 indicates a malfunction related to the CMP sensor (+) circuit (the wi\
re harness between
the ECM and CMP sensor, and the CMP sensor itself).
DTC P0341 indicates a malfunction related to the CMP sensor (–) cir\
cuit (the wire harness between
the ECM and CMP sensor, and the CMP sensor itself).
Reference: Inspection using the oscilloscope.
HINT:
The correct waveform is as shown on the left.
G2+ stands for the camshaft position sensor signal, and
NE+ stands for the crankshaft position sensor signal.
ItemContents
TerminalCH1: G2+ – NE–
CH2: NE+ – NE–
Equipment Setting5V/Division, 20ms/Division
ConditionDuring cranking or idling
WIRING DIAGRAM
Refer to DTC P0335 on page 05–136.
05B5J–14

A85286
GND KNK1 Signal Waveform 05–132
– DIAGNOSTICSSFI SYSTEM (1ZZ–FE/3ZZ–FE)(From February, 2004)
AVENSIS REPAIR MANUAL SUPPLEMENT
(RM1098E)
DTC P0325 KNOCK SENSOR 1 CIRCUIT (BANK 1 OR
SINGLE SENSOR)
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)
CIRCUIT DESCRIPTION
The flat type knock sensor (non–resonant type) has a structure that can detect vibration in a wider band of
frequency, from about 6 kHz to 15 kHz and has the following features:
The knock sensor is fitted on the cylinder block to detect engine knocking.
The sensor contains a piezoelectric element which generates voltage when it becomes deformed. This
occurs when the cylinder block vibrates due to knocking. If engine knocking occurs, the ignition timing
is retarded to suppress it.
DTC No.DTC Detecting ConditionTrouble Area
P0325Knock sensor signal level remains at low for more than 10
secondsOpen or short in knock sensor circuit
Knock sensor (under–torqued or looseness)
ECM
P0327Output voltage of the knock sensor is 0.5 V or less
Short in knock sensor circuit
Knock sensor
ECM
P0328Output voltage of the knock sensor is 4.5 V or more
Open in knock sensor circuit
Knock sensor
ECM
HINT:
If the ECM detects DTC P0325, P0327 and/or P0328, it enters fail–safe mode in which the corrective re-
tarded angle value is set to the maximum value.
Reference: Inspection by using the oscilloscope.
The correct waveform is as shown.
ItemContents
TerminalKNK1 – EKNK
Equipment Setting0.01 to 10 V/Division,
0.01 to 10 msec./Division
ConditionAfter warming up the engine,
keep the engine speed at 4,000 rpm
05JOG–03

05–118
– DIAGNOSTICSSFI SYSTEM (1ZZ–FE/3ZZ–FE)(From February, 2004)
AVENSIS REPAIR MANUAL SUPPLEMENT
(RM1098E)
DTC P0300 RANDOM/MULTIPLE CYLINDER MISFIRE
DETECTED
DTC P0301 CYLINDER 1 MISFIRE DETECTED
DTC P0302 CYLINDER 2 MISFIRE DETECTED
DTC P0303 CYLINDER 3 MISFIRE DETECTED
DTC P0304 CYLINDER 4 MISFIRE DETECTED
CIRCUIT DESCRIPTION
When a misfire occurs in the engine, hydrocarbons (HC) enter the exhaust gas in high concentrations. If this
HC concentration is high enough, there could be an increase in exhaust emission levels. High concentra-
tions of HC can also cause temperature of the catalyst to increase, possibly damaging the catalyst. To pre-
vent this increase in emissions and limit the possibility of thermal damage, the ECM monitors the misfire rate.
When the temperature of the catalyst reaches a point of thermal degradation, the ECM will blink the MIL.
For monitoring misfire, the ECM uses both the camshaft position sensor and the crankshaft position sensor.
The camshaft position sensor is used to identify misfiring cylinders and the crankshaft position sensor is used
to measure variations in the crankshaft rotation speed. The misfire counter increments when crankshaft rota-
tion speed variations exceed threshold values.
If the misfiring rate exceeds the threshold and could cause emission deterioration, the ECM illuminates the
MIL.
HINT:
For any particular 200 revolutions of the engine, misfiring which could result in overheating of the cata-
lyst is detected. This will cause the MIL to blink (1 trip detection logic).
For any particular 1,000 revolutions of the engine, misfiring which could result in emission deterioration
is detected. This will cause the MIL to illuminate (2 trip detection logic).
05KOH–02