2005 TOYOTA AVENSIS diagnostic

05−262
− DIAGNOSTICSECD SYSTEM (1CD−FTV)(From September, 2003)
AVENSIS Supplement (RM1045E)
(d)DIAGNOSTICS TROUBLE CODE DESCRIPTION FOR COMMON RAIL SYSTEM:
DTC No.Description
P0087Fuel pressure sensor output status at fixed value
P0088Internal fuel pressure too high (200 MPa [2,039 kgf/cm2, 29,007 psi] or more)
P0093Fuel leaks in high−pressurized area
P0190Open or short in fuel pressure sensor circuit (Low or high output)
P0191Fuel pressure sensor output out of range (Low output)
P0192Open or short in fuel pressure sensor circuit (High output)
P0193Open or short in fuel pressure sensor circuit (Sensor1and/or 2 relation)
P0200Open or short in EDU or injector circuit
P0627Open or short in suction control valve circuit
P1229Fuel over−feed
P1238Injection malfunction, exclude open or short in injector circuit
P1271Open or short in pressure discharge valve circuit
P1272Closed malfunction of the pressure discharge valve

A81479
Injection Control Diagram:
Accelerator Pedal
Position Sensor
Camshaft Position Sensor
Crankshaft Position Sensor
(NE Signal)
Other Sensors
Fuel TankFeed
Pump
Eccentric
CamPlungerCheck Valve Fuel Pressure SensorCommon Rail EDU
TWV
Orifice
Orifice
Nozzle
NeedleControl
Chamber
Piston
Injector ECM
Suction
Control
ValveSolenoid
Valve
− DIAGNOSTICSECD SYSTEM (1CD−FTV)(From September, 2003)
05−263
AVENSIS Supplement (RM1045E)
4. INJECTION CONTROL SYSTEM DESCRIPTION
The ECM controls the fuel injection system by using the injectors and supply pump. The ECM determines
the fuel injection volume and timing by controlling both duration and timing of energization to the solenoid
valve in the injector, and determines the injection pressure by controlling the suction control valve located
on the supply pump.
The feed pump is used to pump fuel from the fuel tank into the supply pump.

A81480
Plunger A: Pumping End
Plunger B: Suction EndPlunger A: Suction Start
Plunger B: Pumping Start Check Valve
Eccentric Cam
Ring Cam
Plunger B
Plunger A
Plunger A: Pumping Start
Plunger B: Suction StartPlunger A: Suction End
Plunger B: Pumping End Supply Pump Operation Diagram:
From
Feed Pump
To Common Rail Suction
Control
Valve
05−264
− DIAGNOSTICSECD SYSTEM (1CD−FTV)(From September, 2003)
AVENSIS Supplement (RM1045E)
5. SUPPLY PUMP OPERATION SYSTEM DESCRIPTION
The rotation of the eccentric cam causes the ring cam pushes plunger A upward as illustrated below. The
spring force pulls plunger B (located on the opposite of plunger A) upward. As a result, plunger B draws the
fuel in, and plunger A pumps the fuel at the same time.

A81483
Suction Control Valve
Operation at Small
Opening:Plunger
To p−Dead CenterPlunger
Bottom−Dead CenterPumping
Starting Point
Cam
Stroke: Fuel Pumping Volume
Check Valve
Small
Opening
(1)
(2)(3)
(1) (2) (3) Suction
Control
Valve
A81484
Pumping
Starting Point
Large
Opening
(1)
(2)(3) Cam
Stroke
(1) (2) (3): Fuel Pumping Volume Suction Control Valve
Operation at Large
Opening:
Suction
Control
Valve
− DIAGNOSTICSECD SYSTEM (1CD−FTV)(From September, 2003)
05−265
AVENSIS Supplement (RM1045E)
6. SUCTION CONTROL VALVE OPERATION SYSTEM DESCRIPTION
HINT:
The ECM controls the suction control valve operation to regulate the fuel volume that is pumped by the sup-
ply pump to the common rail. This control is performed to adjust the internal fuel pressure of the common
rail to the targeted injection pressure.
(a) Small opening of the suction control valve:
(1) When the opening of the suction control valve is small, the fuel suction path is kept narrow. There-
fore the transferable fuel volume is reduced.
(2) The suction volume becomes small due to the narrow path despite the plunger stroke being full.
The difference between the geometrical volume and suction volume creates vacuum.
(3) Pumping will start at the time when the fuel pressure becomes higher than the common rail pres-
sure.
(b) Large opening of the suction control valve:
(1) When the opening of the suction control valve is large, the fuel suction path is kept wide. There-
fore the transferable fuel volume is increased.
(2) If the plunger stroke is full, the suction volume becomes large because of the wide path.
(3) Pumping will start at the time when the fuel pressure becomes higher than the common rail pres-
sure.

05JL5−01
05−536− DIAGNOSTICSELECTRONIC CONTROLLED AUTOMATIC
TRANSAXLE [ECT] (U151E)
AVENSIS Supplement (RM1045E)
MECHANICAL SYSTEM TESTS
1. PERFORM MECHANICAL SYSTEM TESTS
(a) Measure the stall speed.
The object of this test is to check the overall performance of the transaxle and engine by measuring
the stall speeds in the D and R positions.
NOTICE:
SPerform the test at the normal operating ATF (Automatic Transmission Fluid) temperature 50
to 80˚C(122 to176˚F).
SDo not continuously run this test for longer than10 seconds.
STo ensure safety, do this test in a wide, clear level area which provides good traction.
SThe stall test should always be carried out in pairs. One technician should observe the condi-
tions of wheels or wheel stoppers outside the vehicle while the other is doing the test.
(1) Chock the 4 wheels.
(2) Connect an hand−held tester to the DLC3.
(3) Fully apply the parking brake.
(4) Keep your left foot pressed firmly on the brake pedal.
(5) Start the engine.
(6) Shift into the D position. Press all the way down on the accelerator pedal with your right foot.
(7) Quickly read the stall speed at this time.
Stall speed: 2,250á150 rpm
(8) Do the same test in the R position.
Stall speed: 2,250á150 rpm
Evaluation:
ProblemPossible cause
(a) Stall engine speed is low in D and R positions
SEngine power output may be insufficient
SStator one−way clutch not operating properly
HINT: If the value is less than the specified value by 600 rpm or
more, the torque converter could be faulty.
(b) Stall engine speed is high in D position
SLine pressure is too low
SForward clutch slipping
SU/D (Underdrive) brake slipping
SU/D (Underdrive) one−way clutch not operating properly
SNo.1one−way clutch not operating properly
(c) Stall engine speed is high in R position
SLine pressure is too low
SReverse clutch slipping
S1st and reverse brake slipping
SU/D (Underdrive) brake slipping
(d) Stall engine speed is high in D and R positionsSLine pressure is too low
SImproper fluid level

− DIAGNOSTICSELECTRONIC CONTROLLED AUTOMATIC
TRANSAXLE [ECT] (U151E)05−537
AVENSIS Supplement (RM1045E)
(b) Measure the time lag.
(1) When the shift lever is shifted while the engine is idling, there will be a certain time lapse or lag
before the shock can be felt. This is used for checking the condition of the direct clutch, forward
clutch, and1st and reverse brake.
NOTICE:
SPerform the test at the normal operating ATF temperature 50 to 80˚C(122 to176˚F).
SBe sure to allow1minute interval between tests.
SPerform the test three times, and measure the time lags. Calculate the average value of the three
time lags.
(2) Connect an hand−held tester to the DLC3.
(3) Fully apply the parking brake.
(4) Start and warm up the engine and check idle speed.
Idle speed: approx. 700 rpm (In N position and A/C OFF)
(5) Shift the lever from N to D position. Using a stop watch, measure the time from when the lever
is shifted until the shock is felt.
Time lag: N
D less than1.2 seconds
(6) In the same way, measure the time lag for N
R.
Time lag: N
R less than1.5 seconds
Evaluation (If N
DorN
R time lag is longer than the specified):
ProblemPossible cause
N
D time lag is longer
SLine pressure is too low
SForward clutch worn
SNo.1one−way clutch not operating properly
SU/D (Underdrive) one−way clutch not operating
SU/D (Underdrive) brake worn
N
R time lag is longer
SLine pressure is too low
SReverse clutch worn
S1st and reverse brake worn
SU/D (Underdrive) brake worn

05JL4−01
05 −534−
DIAGNOSTICS ELECTRONIC CONTROLLED AUTOMATIC
TRANSAXLE [ECT] (U 151E)
AVENSIS Supplement (RM 1045E)
ROAD TEST
1. PROBLEM SYMPTOM CONFIRMATION
(a) Based on the result of the customer problem analysis, try to reproduce the symptoms. If the problem
is that the transaxle does not shift up, shift down, or the shift point is too high or too low, conduct the
following road test referring to the automatic shift schedule and simulate the problem symptoms.
2. ROAD TEST
NOTICE:
Perform the test at the ATF (Automatic Transmission Fluid) temperature 50 to 80 ˚C( 122 to 176 ˚F) in
the normal operation.
(a) D position test: Shift into the D position and fully depress the accelerator pedal and check the following points.
(1 ) Check up −shift operation.
Check that 1
2, 2
3, 3
4 and 4
5th up −shifts take place, and that the shift points conform
to the automatic shift schedule (see page 03 −33).
HINT:
5th Gear Up −shift Prohibition Control
S ATF temperature is −2 ˚C (28 ˚F ) or less.
5th and 4th Gear Lock −up Prohibition Control
S Brake pedal is depressed.
S Accelerator pedal is released.
S Engine coolant temperature is 60 ˚C( 140 ˚F) or less.
(2) Check for shift shock and slip. Check for shock and slip at the 1
2, 2
3, 3
4 and 4
5th up −shifts.
(3) Check for abnormal noise and vibration. Check for abnormal noise and vibration when up −shifting from 1
2, 2
3, 3
4 and 4
5
while driving with the shift lever in the D position, and check while driving in the lock −up condition.
HINT:
The check for the cause of abnormal noise and vibration must be done thoroughly as it could also be due
to loss of balance in the differential, torque converter clutch, etc.
(4) Check kick −down operation.
Check vehicle speeds when the 2nd to 1st, 3rd to 2nd, 4th to 3rd, and 5th to 4th kick −downs take
place while driving with the shift lever in the D position. Confirm that each speed is within the
applicable vehicle speed range indicated in the automatic shift schedule (see page 03 −33).
(5) Check for abnormal shock and slip at kick −down.
(6) Check the lock −up mechanism.
SDrive in D position (5th gear), at a steady speed (lock −up ON).
SLightly depress the accelerator pedal and check that the engine speed does not change
abruptly.
HINT:
SThere is no lock −up function in the 1st, 2nd and 3rd gear.
S4th lock −up operates while uphill −downhill control is active in the D position.
SIf there is a big jump in engine speed, there is no lock −up.

− DIAGNOSTICSELECTRONIC CONTROLLED AUTOMATIC
TRANSAXLE [ECT] (U151E)05−535
AVENSIS Supplement (RM1045E)
(b) S position test
Shift to the S position, depress the accelerator pedal and check the following points:
(1) Check shift operation.
SWhile driving in the D position and 5th gear, shift into the S position and back to the D posi-
tion. Check that the gear change 5
4 down−shift and 4
5up−shift can be performed.
SWith the shift lever in the S position (while the vehicle is stopped), shift into the ”+” position
to check that the shift position on the combination meter changes as follows:1
2, 2

3, 3
4 and 4
5.
SWhile driving in the 4(S) position and 4th gear (at a vehicle speed of approximately 40 to
50 km/h (25 to 31mph)), shift into the ”−” position and check if the 3rd gear down−shift oc-
curs and the engine brake performs properly.
SWhile driving in the 3(S) position and 3rd gear (at a vehicle speed of approximately 30 to
40 km/h (19 to 25 mph)), shift into the ”−” position and check if the 2nd gear down−shift
occurs and the engine brake performs properly.
SWhile driving in the 2(S) position and 2nd gear (at a vehicle speed of approximately 20 to
30 km/h (12to19 mph)), shift into the ”−” position and check if the1st gear down−shift oc-
curs and the engine brake performs properly.
HINT:
Manual shift (S position) is prohibited under either of the following conditions:
SDown−shifting may cause engine overrun.
SThe driver continuously down−shifts. (Down−shifting to1st gear may not be performed.)
(c) R position test:
Shift into the R position, lightly depress the accelerator pedal, and check that the vehicle moves back-
ward without any abnormal noise or vibration.
CAUTION:
Before conducting this test ensure that the test area is free from people and obstruction.
(d) P position test:
Stop the vehicle on a grade (more than 5˚) and after shifting into the P position, release the parking
brake. Then, check that the parking lock pawl holds the vehicle in place.
(e) Uphill/downhill control function test:
(1) Check that the gear does not up−shift to the 4th or 5th gear while the vehicle is driving uphill.
(2) Check that the gear automatically down−shifts from the 5th to 4th or from the 4th to 3rd gear when
brake is applied while the vehicle is driving downhill.