2005 TOYOTA AVENSIS ESP

05CID±01
±
DIAGNOSTICS SFI SYSTEM(1AZ±FSE)
05±309
AVENSIS REPAIR MANUAL (RM1018E)
DIAGNOSTIC TROUBLE CODE CHART
HINT:
Parameters listed in the chart may not be exactly the same as your readings due to\
the type of instrument
or other factors.

If a malfunction code is displayed during the DTC check in the check mode, check the circuit f\
or the codes
listed in the table below. For details of each code, refer to the ''See page '' under the respective ''DTC No.''
in the DTC chart.



\f  \b
 *1
CHK ENG 
P0010
(05±322)Camshaft Position ºAº Actuator
Circuit (Bank 1)
Open or short in OCV circuit

OCV

ECM

P0011
(05±325)Camshaft Position ºAº ±Timing
Over± Advanced or System Per-
formance (Bank 1)
Valve timing

OCV

VVT controller assembly

P0012
(05±325)Camshaft Position ºAº ±Timing
Over± Retarded (Bank 1)
VVT controller assembly

ECM

P0016
(05±329)Crankshaft Position ± Camshaft
Position Correlation (Bank 1
Sensor A)
Mechanical system (Timing chain has jumped a tooth, chain
stretched)

ECM

P0031
(05±330)Oxygen Sensor Heater Circuit
Low (Bank 1 Sensor 1)

Open in heater circuit of heated oxygen sensor

Heated oxygen sensor heater

EFI relay

EFI fuse

EFI No. 2 fuse

ECM

P0032
(05±330)Oxygen Sensor Heater Circuit
High (Bank 1 Sensor 1)
Short in heater circuit of heated oxygen sensor

Heated oxygen sensor heater

ECM

P0037
(05±330)Oxygen Sensor Heater Control
Circuit Low (Bank 1 Sensor 2)
Same as DTC No. P0031
P0038
(05±330)Oxygen Sensor Heater Control
Circuit High (Bank 1 Sensor 2)
Same as DTC No. P0032
P0051
(05±330)Oxygen Sensor Heater Circuit
Low (Bank 2 Sensor 1)
Same as DTC No. P0031
P0052
(05±330)Oxygen Sensor Heater Circuit
High (Bank 2 Sensor 1)
Same as DTC No. P0032
P0057
(05±330)Oxygen Sensor Heater Control
Circuit Low (Bank 2 Sensor 2)
Same as DTC No. P0031
P0058
(05±330)Oxygen Sensor Heater Control
Circuit High (Bank 2 Sensor 2)
Same as DTC No. P0032
P0100
(05±336)Mass or volume Air Flow Circuit
Ohti ifltiit

P0102
(05±336)Mass or volume Air Flow Circuit
Low Input
Open or short in mass air flow meter circuit

Mass air flow meter

ECM

P0103
(05±336)Mass or volume Air Flow Circuit
High Input
ECM

P0105
(05±342)Manifold Absolute Pressure/
Barometric Pressure Circuit
P0107
(05±342)Manifold Absolute Pressure/
Barometric Pressure Circuit Low
Input
Open or short in manifold absolute pressure sensor circuit

Manifold absolute pressure sensor

ECM

P0108
(05±342)Manifold Absolute Pressure/
Barometric Pressure Circuit High
Input
ECM


05±304
± DIAGNOSTICSSFI SYSTEM (1AZ±FSE)
AVENSIS REPAIR MANUAL (RM1018E)Hand±held Tester DisplayDiagnostic Note Normal Condition *
1Measurement Item/Range
(Display)
O2FT B1 S1
Short term fuel trim associated
with the bank 1 sensor 1/
Min.: ±100 %, Max.: 100 %
0 20 %Same as SHORT FT #1
O2FT B1 S2
Short term fuel trim associated
with the bank 1 sensor 2/
Min.: ±100 %, Max.: 100 %
0 20 %Same as SHORT FT #1
O2FT B2 S1
Short term fuel trim associated
with the bank 2 sensor 1/
Min.: ±100 %, Max.: 100 %
0 20 %Same as SHORT FT #2
O2FT B2 S2
Short term fuel trim associated
with the bank 2 sensor 2/
Min.: ±100 %, Max.: 100 %
0 20 %Same as SHORT FT #2
FUEL SYS #1
Fuel system status (Bank1) /
OL or CL or OL DRIVE or
OL FAULT or CL FAULT
Idling after warming up: CL

OL: Open Loop±has not yet sa-
tisfied conditions to go closed
loop.

CL: Closed Loop±using heated
oxygen sensor(s) as feed back
for fuel control.

OL DRIVE: Open loop due to
driving conditions (fuel enrich
FUEL SYS #2
Fuel system status (Bank2) /
OL or CL or OL DRIVE or
OL FAULT or CL FAULT
Idling after warming up: CLdriving conditions. (fuel enrich-
ment)

OL FAULT: Open loop due to de-
tected system fault.

CL FAULT: Closed loop but one
of heated oxygen sensors, which
is used for fuel control, is func-
tioning improperly.
FC IDLFuel cut idle/ ON or OFFFuel cut operation: ON
FC IDL= ºONº when throttle valve
fully closed and engine speed is
over 1,500 rpm.
MILMIL status/ ON or OFFMIL ON: ON

O2 LR B1 S1
Oxygen sensor lean rich bank 1
sensor 1:
Response time for oxygen sensor
output to switch from lean to rich/
Min.: 0 ms, Max.: 16,711 ms
O2 LR B2 S1
Oxygen sensor lean rich bank 2
sensor 1:
Response time for oxygen sensor
output to switch from lean to rich/
Min.: 0 ms, Max.: 16,711 ms
Idling after warming up:
O2 RL B1 S1
Oxygen sensor rich lean bank 1
sensor 1:
Response time for oxygen sensor
output to switch from rich to lean/
Min.: 0 ms, Max.: 16,711 ms
Idling after warming u:
0 to 1,000 msec.

O2 RL B2 S1
Oxygen sensor rich lean bank 2
sensor 1:
Response time for oxygen sensor
output to switch from rich to lean/
Min.: 0 ms, Max.: 16,711 ms
STARTER SIGStarter signal/ ON or OFFCranking: ON

A/C SIGA/C signal/ ON or OFFA/C ON: ON

PNP SW [NSW] *2Park/neutral position switch signal/
ON or OFFP or N position: ON

± DIAGNOSTICSSFI SYSTEM (1AZ±FSE)
05±305
AVENSIS REPAIR MANUAL (RM1018E)Hand±held Tester DisplayDiagnostic Note Normal Condition *
1Measurement Item/Range
(Display)
ELECT LOAD SIGElectrical load signal/
ON or OFF
Tail light switch ON: ON

Defogger switch ON: ON

STOP LIGHT SWStop light switch/
ON or OFF
Brake pedal depressed: ON

Brake pedal released: OFF

PS OIL PRESS SWPower steering signal/
ON or OFF

While turning the steering wheel:
ON

While not turning the steering
wheel: OFF
The idle±up control is performed
when PS is ON.
PS SIGNALPower steering signal/
ON or OFFWhen the steering wheel is turned:
ONThis signal is usually ON status
until the IG switch is turned OFF.
SCV VSVVSV status for intake air control
valve/ ON or OFFVSV operation: ON

FUEL PUMP / SPDFuel pump/speed status/
ON/H or OFF/M,LIdling: ON

EVAP VSVVSV status for EVAP control/
ON or OFFVSV operating: ONVSV for EVAP is controlled by the
ECM (ground side duty control)
VVT CTRL B1VVT control status (bank 1)/
ON or OFFVVT system operation: ON

IGNITIONIgnition counter/ Min.: 0, Max.: 4000 to 400

CYL #1, #2, #3, #4Misfire ratio of the cylinder 1 to 4/
Min.: 0 %, Max.: 50 %0 %This item is displayed in only idling
MISFIRE RPMEngine RPM for first misfire range/
Min.: 0 rpm, Max.: 6,375 rpmMisfire 0: 0 rpm

FC TAUFuel Cut TAU: Fuel cut during very
light load/ ON or OFFFuel cut operating: ON
The fuel cut is being performed un-
der very light load to prevent the
engine combustion from becoming
incomplete.
CHECK MODECheck mode/ ON or OFFCheck mode ON: ONSee step 3
O2 RL B1 S2
Oxygen sensor rich lean bank 1
sensor 2:
Response time for oxygen sensor
output to switch from rich to lean/
Min.: 0 ms, Max.: 16,702.5 ms
Idling after warming up:
O2 RL B2 S2
Oxygen sensor rich lean bank 2
sensor 2:
Response time for oxygen sensor
output to switch from rich to lean/
Min.: 0 ms, Max.: 16,702.5 ms
Idling after warming u:
0 to 1,000 msec.

MIL ON RUN DIST
Distance since activation of check
engine warning light/
Min.: 0 km, Max.: 65,535 km
When there is no DTC: 0 km

FUEL PRESS
Fuel high pressure inside fuel de-
livery pipe/
Min.: 0 MPa, Max.: 819 MPa
Idling: 8 to 13 MPa

Running without load (3,000
rpm): 9.5 to 10.5 MPa


*1: If no conditions are specifically stated for ºldlingº, it means the shift lever is at the N or P position, the A/C
switch is OFF and all accessory switches are OFF.
*
2: For A/T only


A19802
Throttle Position Sensor ECM
Magnet
Magnet
IC No.2 IC No.1
VC
VTA1
E2 VTA2Throttle Position Sensor Output Voltage (V)
Fail Safe Angle
*1
Usable Range
Throttle Valve Opening Angle (deg)84 6.5
0 5
2.58
2.25
0.95
0.69
Throttle Valve Fully Opened
(Throttle Position Opening Position Expressed as Percentage
(VTA1) 64 to 96 %)
Fail Safe Angle 6.5
(Throttle Position Opening Position Expressed as Percentage
(VTA1) about 16 %) Throttle Valve Fully Closed
(Throttle Position Opening Position Expressed as Percentage
(VTA1) 10 to 24 %)
*1:
VTA1 VTA2
± DIAGNOSTICSSFI SYSTEM (1AZ±FSE)
05±357
AVENSIS REPAIR MANUAL (RM1018E)
CIRCUIT DESCRIPTION
HINT:

This electrical throttle system is no used throttle cable.

This throttle position sensor is non±contact type.
The throttle position sensor is mounted on the throttle body to detect the opening angle of the throttle valve.
Since this sensor is electronically controlled with hall elements, accurate control and reliability can be ob-
tained. It has 2 sensors to detect the throttle opening angle and a malfunction of the throttle position sensor.
The voltage is applied to the terminals VTA1 and VTA2 of the ECM changes between 0 V and 5 V in propor-
tion to the opening angle of the throttle valve. The VTA1 is a signal to indicate the actual throttle valve open-
ing angle which is used for the engine control, and the VTA2 is a signal to indicate the information about the
opening angle which is used for detecting a malfunction.
The ECM judges the current opening angle of the throttle valve from these signals input from terminals VTA1
and VTA2, and the ECM controls the throttle motor to make the throttle valve angle properly in response to
the driving condition.

± DIAGNOSTICSSFI SYSTEM (1AZ±FSE)
05±415
AVENSIS REPAIR MANUAL (RM1018E)
DTC P0200 INJECTOR CIRCUIT / OPEN
DTC P0201 INJECTOR CIRCUIT / OPEN ± (CYLINDER 1)
DTC P0202 INJECTOR CIRCUIT / OPEN ± (CYLINDER 2)
DTC P0203 INJECTOR CIRCUIT / OPEN ± (CYLINDER 3)
DTC P0204 INJECTOR CIRCUIT / OPEN ± (CYLINDER 4)
CIRCUIT DESCRIPTION
The Electronic Driver Unit (EDU) has been adopted to operate the injector at high speed. The EDU enables
the injector to drive in high±speed rate under high±pressure fuel condition using its internal DC/DC converter
that provides high voltage and quick±charging system.
The ECM constantly monitors the EDU. If the ECM detects abnormal condition, it will stop the engine.
DTC No.DTC Detection ConditionTrouble Area
P0200
No IJF signals to ECM despite crankshaft rotating 10 times
(1 trip detection logic).
P0200No IJF signals to ECM despite crankshaft rotating 20 times
during cranking (2 trip detection logic).
Open or short in EDU circuit

EDU (Injector driver)
P0201
P0202
P0203
P0204
No IJF signals of each cylinder to ECM 20 times successively
(1 trip detection logic).
(j )

Fuel injector assy

ECM
05CKG±01

A81710
Camshaft
Fuel Relief ValveECM
Fuel Pressure Sensor
Pulsation Damper
Fuel Tank
Fuel Pressure
Regulator Fuel Injector
Spill Valve
High±Pressure Fuel Pump
Low±Pressure
Fuel PumpFuel Delivery Pipe Reference (Fuel system diagram)
Pump
Plunger
High±Pressure Fuel Line Low±Pressure
Fuel Line
Check Valve
05±410
± DIAGNOSTICSSFI SYSTEM (1AZ±FSE)
AVENSIS REPAIR MANUAL (RM1018E)
DTC P0191 FUEL RAIL PRESSURE SENSOR CIRCUIT
RANGE/PERFORMANCE
CIRCUIT DESCRIPTION
The high±pressure fuel system consists of the spill valve, pump plunger, check valve, fuel relief valve and
fuel pressure sensor. The spill valve opens and closes the low±pressure fuel line (from the fuel tank), the
pump plunger operated by the camshaft pressurizes fuel, the check valve mechanically opens and closes
the high±pressure fuel line (to the fuel delivery pipe), the fuel relief valve prevents fuel pressure from becom-
ing extremely high, and the fuel pressure sensor located on the fuel delivery pipe monitors fuel pressure.
The high±pressure fuel pump is mounted on the cylinder head cover, and its plunger is operated by the cam
located between #3 and #4 on the intake camshaft. Let the plunger moves up and down by the camshaft
rotations, it produces vacuum to suck fuel and pressurizes the fuel. This fuel then pushes the check valve
open and flows into the fuel delivery pipe. The ECM opens and closes the spill valve to regulate the fuel
pressure to the target fuel pressure 8 to 13 MPa (81.6 to 132.6 kgf/cm
2, 1,160 to 1,885 psi). 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.
If the internal fuel pressure of the fuel delivery pipe exceeds beyond the standard pressure 14 MPa (142.8
kgf/cm
2, 2,030 psi), the fuel relief valve installed on gateway of the fuel delivery pipe discharges the fuel pres-
sure and then returns the fuel back to the fuel tank.
DTC No.DTC Detection ConditionTrouble Area
P0191
After the fuel pressure is stable for 3 seconds or more, the
following condition (a) or (b) continues for more than 10 se-
conds:
(a) ECM did not command the high±pressure fuel pump to
open the spill valve, but fuel pressure increases 3 MPa
(30.6 kgf/cm
2, 435 psi).
(b) Despite ECM commanded the high±pressure fuel pump to
open the spill valve, fuel pressure decreases 5 MPa (51.0
kgf/cm
2, 725 psi).

Open or short in high±pressure fuel pump (spill valve) circuit

High±pressure fuel pump

Low±pressure fuel pump

Fuel pipe

Fuel relief valve

Fuel pressure regulator

ECM
05CKF±01

A81711
ECMManifold Absolute
Pressure Sensor
Brake Booster
Air Cleaner Case
Throttle
Valve
To Cylinder
Intake Manifold Check ValveBrake Booster
Pressure Sensor
05±462
±
DIAGNOSTICS SFI SYSTEM(1AZ±FSE)
AVENSIS REPAIR MANUAL (RM1018E)
DTCP0556BRAKE BOOSTER PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE
CIRCUIT DESCRIPTION
Refer to DTC P0555 on page 05±459.
DTC No.DTC Detection ConditionTrouble Area
P0556
When either one of the following conditions (a), (b), (c) or (d)\
is
satisfied (1 trip detection logic):
(a) If pressure inside the intake manifold is low, the brake
booster internal pressure is 38 kPa (285 mmHg, 11.2
in.Hg) or more higher than the intake manifold internal
pressure and this condition remains for more than 10
sec. (Pressure leaks caused by hose disconnection, etc).
(b) Pressure inside the brake booster stays low or at fixed lev- el, despite the vehicle has driven and stopped 10 times
(Vacuum stuck caused by hose clogged, etc).
(c) While the brake pedal is released, the pressure inside the brake booster is 32 kPa (240 mmHg, 9.4 in.Hg) or more
higher than the intake manifold internal pressure and this
condition remains for more than 1 sec. (Pressure leaks).
(d) After running the engine for more than 100 sec. with the brake pedal released and the negative pressure (vacuum)
has accumulated in the brake booster, the following two
conditions are satisfied despite depressing the brake
pedal for more than 1 sec. (Vacuum stuck):

Internal pressure of the brake booster does not increase

Internal pressure of the brake booster is 32 kPa (240 mmHg,
9.4 in.Hg) or more lower than the internal pressure of the
intake manifold

Vacuum hose (between the brake booster and intake man-
ifold, the brake booster and brake booster pressure sensor,
and the intake manifold and manifold absolute pressure
sensor)

Open or short in brake booster pressure sensor circuit

Brake booster pressure sensor

Manifold absolute pressure sensor

Brake booster

Open or short in stop light switch circuit

Stop light switch

ECM
WIRING DIAGRAM
Refer to DTC P0555 on page 05±459.
05CKO±01

A76875
ECM
EVP1 34
E13 EFI Relay
1 1 23
Engine Room
J/B No. 4B±W
1MREL 8
E9
Battery FL MAIN B±G2 5
GR
V5
VSV (EVAP)
2
W±G EFI No. 2 1
B±G
W±B
ECW±B
4A
14B11AEFI
1B±Y
1
2 4
4
44
4
4
B±W Engine Room
R/B No. 1
and
Engine Room
J/B No. 1Engine Room R/B No. 4
GR
B±W
EA113IE1 2
± DIAGNOSTICSSFI SYSTEM (1AZ±FSE)
05±449
AVENSIS REPAIR MANUAL (RM1018E)
DTC P0443 EVAPORATIVE EMISSION CONTROL
SYSTEM PURGE CONTROL VALVE CIRCUIT
CIRCUIT DESCRIPTION
To reduce HC emissions, evaporated fuel from the fuel tank is routed through the charcoal canister to the
intake manifold for combustion in the cylinders.
The ECM changes the duty signal to the VSV for the EVAP so that the intake quantity 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

Open of short in VSV circuit for EVAP

VSV for EVAP

ECM
WIRING DIAGRAM
05CK6±01