2005 TOYOTA AVENSIS diagram

−
DIAGNOSTICS SFI SYSTEM (2AZ−FSE)
05 −1 01
AVENSIS Supplement (RM 1045E)
DTC P0 134 OXYGEN SENSOR CIRCUIT NO ACTIVITY
DETECTED (BANK 1 SENSOR 1)
DTC P0 154 OXYGEN SENSOR CIRCUIT NO ACTIVITY
DETECTED (BANK 2 SENSOR 1)
CIRCUIT DESCRIPTION
Refer to DTC P0 130 on page 05 −82.
DTC No.DTC Detection ConditionTrouble Area
P0 134
P0 154
After engine is warmed up, heated oxygen sensor (sensor 1)
output does not indicate RICH (greater than 0.45 V) even once
when conditions (a), (b), (c), (d) and (e) continue for at least 65
seconds ( 1 trip detection logic):
(a) Engine speed: 1,400 rpm or more
(b) Vehicle speed: 130 km/h (8 1 mph)
(c) Throttle valve is not fully closed
(d) 180 seconds or more after starting engine
(e) Engine coolant temperature is more than 40 _ C( 104 _ F)
S Open or short in heated oxygen sensor circuit
S Heated oxygen sensor (Bank 1, 2 Sensor 1)
S Heated oxygen sensor heater (Bank 1, 2 Sensor 1)
S EFI relay
S Air induction system
S Fuel pressure
S PCV hose connection
S PCV valve and hose
S Injector
S Gas leakage in exhaust system
S ECM
HINT:
S After confirming DTCs P0134 and P0154, confirm the output voltage of the heated oxygen sensor (bank
1, 2 sensor 1) in the DIAGNOSIS / OBD/MOBD / DATA LIST / ALL using the hand−held tester If the
output voltage of the heated oxygen sensor is less than 0.1 V, the heated oxygen sensor circuit may
be open or short.
S Bank 1 refers to the No. 1 and No. 4 cylinders.
SBank 2 refers to the No. 2 and No. 3 cylinders.
SSensor 1refers to the sensor closest to the engine assembly.
WIRING DIAGRAM
Refer to DTC P0 130 on page 05 −82.
05CKB −02

A85516
G and NE Signal Waveforms5V/
Division
G 20 msec./Division (Idling)
NE
A64984Camshaft Position Sensor
C1
Component Side:
05
−384
−
DIAGNOSTICS ECD SYSTEM (1CD−FTV)(From September, 2003)
AVENSIS Supplement (RM1045E)
DTC P0340 CAMSHAFT POSITION SENSOR ”A” CIRCUIT (BANK1 OR SINGLE SENSOR)
CIRCUIT DESCRIPTION
Camshaft position sensor (G signal) consists of a magnet, iron core and pickup coil.
The G signal plate has one tooth on its outer circumference and is installed on the camshaft timing pulley.
When the camshafts rotate, the protrusion on the signal plate and the air gap on the pickup coil change,
causing fluctuations in the magnetic field and generating voltage in the pickup coil.
The ECM detects each cylinder position based on a combination of the G signal and a signal from the crank-
shaft position sensor (NE signal).
DTC No.DTC Detection ConditionTrouble Area
No camshaft position sensor si gnal to ECM durin g crankingOpe o sho t i ca shaft positio se so ci c itNo camshaft position sensor signal to ECM during cranking
(2 trip detection logic)S Open or short in camshaft position sensor circuit
S Camshaft position sensorP0340No camshaft position sensor signal to ECM at engine speed of
650 rpm or more
(1 trip detection logic)S Camshaft position sensor
S Camshaft timing pulley
S ECM
Reference: Inspection using the oscilloscope.
During idling the correct waveform is as shown in the diagram
on the left.
Tester ConnectionSpecified Condition
G+ (E12 −23) −G− (E12 −31)Correct waveform is as shown
WIRING DIAGRAM
Refer to DTC P0335 on page 05 −381.
INSPECTION PROCEDURE
HINT:
Read freeze frame data using the hand−held tester. Freeze frame data records the engine conditions when
a malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was
running or stopped, 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 INSPECT CAMSHAFT POSITION SENSOR
(a) Disconnect the C1 camshaft position sensor connector.
(b) Measure the resistance between the terminals of the
crankshaft position sensor.
Standard:
Tester ConnectionSpecified Condition
12835 to 1,400
at cold1−21,060 to 1,645
at hot
NOTICE:
”Cold” and ”Hot” shown above mean the temperature of
the coils themselves. ”Cold” is from −10_C( 14 _F) to 50 _C
( 1 22 _F) and ”Hot” is from 50 _C( 122 _F) to 100 _C(2 12_F).
(c) Reconnect the camshaft position sensor.
05B5J −07

A81003
MREL B−W
GR8
3 EFI MAIN Relay
W−BE9 E13
2 IE1
EE1
EFIB−R
(LHD) 1
B5
Battery FL MAINV4
VRV
VN 10
1
1
1
1A1 1
12 12 W
B−W 10GR
Engine Room R/B No. 1ECM
2
1
Engine Room
R/B No. 3 3
3 B
EC B−Y
(RHD) 05−376
− DIAGNOSTICSECD SYSTEM (1CD−FTV)(From September, 2003)
AVENSIS Supplement (RM1045E)
DTC P0234 TURBO/SUPER CHARGER OVERBOOST
CONDITION
DTC P0299 TURBO/SUPER CHARGER UNDERBOOST
DTC P1251TURBO/SUPER CHARGER OVERBOOST
CONDITION (TOO HIGH)
CIRCUIT DESCRIPTION
DTC No.DTC Detection ConditionTrouble Area
P0234
When the condition that the turbocharger pressure exceeds the
standard value for 0.5 second or more
(1 trip detection logic)SVRV
SOpen or short in VRV circuit
TbhP0234
P0299
P1251Actual turbocharger pressure is deviated 20 kPa (150 mmHg,
5.9 in.Hg) or more from the simulated target pressure for 60
seconds
(1 trip detection logic)STurbocharger
SVacuum hose
SEGR valve
SECM
WIRING DIAGRAM
05I7M−01

A81481
EDU Wiring Diagram:COM3
COM1 COM2
Pressure
Discharge
Valve
Injector
INJ#1
INJ#4INJ#2INJ#3
PRV
GND
EDU Connector
Control
Circuit
DC/DC
Converter
From Battery
IJT#1
IJT#4
IJT#2 IJT#3 PRD
INF
ECM
Maximum 150 V
Confirmation
Pulse Command
Pulse
Warning: Terminal J, I, H, K, L, M, N and S are high voltage
E4
E5
Maximum 150 V
EDU
05
−368
−
DIAGNOSTICS ECD SYSTEM (1CD−FTV)(From September, 2003)
AVENSIS Supplement (RM1045E)
DTC P0200 INJECTOR CIRCUIT / OPEN
HINT:
S For more information on the EDU, see page 05 −255.
S If P0200 is present, refer to the diagnostic trouble codes (DTCs) table for the fuel system on page
05 −255.
CIRCUIT DESCRIPTION
The EDU has been adopted to drive the injector at high speeds. The EDU has realized the high −speed driv-
ing under high −pressurized fuel conditions using the DC/DC converter that provides a high −voltage, and the
quick −charging system.
Soon after the EDU receives an injection command (IJT) signal from the ECM, the EDU responds to the com-
mand with injector injection confirmation (IJF) signal when the current is applied to the injector.
05DVZ −02

A81001
B−Y (RHD)
BATTECM
E102 7
IE3B−Y
10
EE17
IO1
INJF E1325
R−B
E57
IJF B−W
+B
E91
B−W 6
IK1 B−W
GR
MREL 8
GR 2
IE1 E9
Y
IREL 10 4
IE2 E9Y GR
B−WB−W
111
1 1 1 11
1 3
2 5EFI
MAIN
Relay1 3
2 5EDU
Relay
R−B
B7
EE1(LHD) (RHD)
EDU
#1 E1324
G−W
IJT#1
#2 E1323
W−R
IJT#2
#3 E1322
R−W
IJT#3
#4 E1321
W−L
IJT#4E56
E53
E52
E55
1
11 2
EFI
1A
3
3
B
FL MAIN
BatteryEngine
Room
R/B No. 1
Engine Room
R/B No. 3W−B
W−B
EC(Shielded)
D J12 E J12
E J13 D J13
BR J/CBR
W−B G
EIE48
BATTERY
E5 GND1W INJ#1
E44
12B−R I5 Injector No. 1
B
INJ#4
E43
12B−R I8 Injector No. 4
Y
INJ#2
E42
12L I6 Injector No. 2
V
INJ#3
E41
12L I7 Injector No. 3 B−R
COM1E45
L
COM2E46 BRE58
E47
COM3 BPRD E1332
R−L
E54
PRD Engine
Room
R/B No. 1
(Shielded)
D J12BRPRV 1
EA1
2
EA1 1
2W
W
B
P3
Pressure
Discharge
Valve
B−R (LHD)
B−R (LHD)
B−Y (RHD)
05−370
− DIAGNOSTICSECD SYSTEM (1CD−FTV)(From September, 2003)
AVENSIS Supplement (RM1045E)
TYPICAL MALFUNCTION THRESHOLDS
Threshold
If injection missing counter* is accumulated the specified number of times successively, or if injection missing counter for one of the
cylinders is accumulated the specified number of times successively (Approximately 1 second or more)
*: Injection missing counter increments when no IJF signal from the EDU is sent despite the ECM sending the IJT signals
WIRING DIAGRAM

A91219
VCECM
VLU
E2 L−W R−W
BR I18
Intake Shutter (Throttle Valve) Position Sensor
1
3
218
E13
29
E12
28
E13 VC
E2 VTA5V
E1
A81088
E12
ECM Connector
VC
E2 VLU E13
23 1
A92970
Intake Shutter Position
Sensor Connector Wire Harness Side:
VCE2
VTA
I18
Front View
− DIAGNOSTICSECD SYSTEM (1CD−FTV)(From September, 2003)
05−359
AVENSIS Supplement (RM1045E)
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT:
SIf different DTCs related to different systems that have terminal E2 as the ground terminal are output
simultaneously, terminal E2 may have an open circuit.
SRead freeze frame data using the hand−held tester. Freeze frame data records the engine conditions
when a malfunction is detected. When troubleshooting, freeze frame data can help determine if the
vehicle was running or stopped, 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.
1CHECK HARNESS AND CONNECTOR(INTAKE SHUTTER (THROTTLE VALVE)
POSITION SENSOR−ECM)
(a) Disconnect the I18 intake shutter position sensor connec-
tor.
(b) Disconnect the E12 and E13 ECM connectors.
(c) Measure the resistance between the terminals of the E12
and E13 ECM connectors.
Standard:
Tester ConnectionIntake ShutterSpecified Condition
VC (E13−18)
−E2 (E13−28)
2.5 to 5.9 k
VLU (E12−29)Fully closed0.2 to 5.7 kVLU(E1229)
−E2 (E13−28)Fully open2.0 to 10.2 k
(d) Measure the resistance between the terminals of the E12
ECM connector.
Standard (Check for short):
Tester ConnectionSpecified Condition
VC (E13−18)−Body ground10korhigherVLU (E12−29)−Body ground10 kor higher
(e) Reconnect the intake shutter position sensor connector.
(f) Reconnect the ECM connectors.

A81000
ECM
THW E2
1
9
E 13
28
E 13
L
W
1 2
E2
Engine Coolant Temperature Sensor
5V
R
BR
B
−W
2
EC 1
1
EC 1
−
DIAGNOSTICS ECD SYSTEM (1CD −FTV)(From September, 2003)
05 −353
AVENSIS Supplement (RM 1045E)
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT:
S If different DTCs related to different systems that have terminal E2 as the ground terminal are output
simultaneously, terminal E2 may have an open circuit.
S Read freeze frame data using the hand −held tester. Freeze frame data records the engine conditions
when a malfunction is detected. When troubleshooting, freeze frame data can help determine if the
vehicle was running or stopped, 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 READ VALUE OF HAND −HELD TESTER(ENGINE COOLANT TEMPERATURE)
(a) Connect the hand −held tester to the DLC3.
(b) Turn the ignition switch to ON and turn the hand −held tester ON.
(c) Select the item ”DIAGNOSIS / OBD/MOBD / DATA LIST / ALL / COOLANT TEMP” and read its value
displayed on the hand −held tester.
Standard: 75 to 95 _C( 167 to 203 _F) after warming up the engine.
Result:
Temperature DisplayedProceed to
− 40 ˚ C( −40 ˚F )A
140 ˚ C (284 ˚F ) or moreB
OK (Same as actual engine coolant temperature)C
HINT:
S If there is an open circuit, the hand −held tester indicates −40 ˚C( −40 ˚F).
SIf there is a short circuit, the hand −held tester indicates 140 ˚C (284 ˚F) or more.
B Go to step 4
C CHECK FOR INTERMITTENT PROBLEMS (See page 05 −270)
A

A76568
I9
Diesel Turbo Inlet Air
Temperature Sensor
2
1GR
E2 THIAR5V ECM
E13E1320
28
BR 05−332
− DIAGNOSTICSECD SYSTEM (1CD−FTV)(From September, 2003)
AVENSIS Supplement (RM1045E)DTC No.
Proceed toDTC Detection ConditionTrouble Area
P0095Step 1
Open or short in diesel turbo
inlet air temperature sensor
circuit for 0.5 second
(1 trip detection logic)
P0097St4
SShort in diesel turbo inlet air
temperature sensor circuit
for 0.5 second
(SensorresistancevalueisP0097Step 4(Sensor resistance value is
less than 25
[Sensor output
voltage is less than 0.05 V])
(1 trip detection logic)
SOpen or short in diesel turbo inlet air temperature sensor circuit
SDiesel turbo inlet air temperature sensor
SECM
P0098St2
SOpen in diesel turbo inlet air
temperature sensor circuit
for 0.5 second
(Sensor resistance value is
P0098Step 2(Sensorresistancevalueis
more than 156 k
[Sensor
output voltage is more than
4.9 V])
(1 trip detection logic)
HINT:
After confirming DTC P0095, P0097 or P0098, check the intake air temperature in the ”DIAGNOSIS / OBD/
MOBD / DATA LIST / ALL / AMBI TEMP SENS” using the hand−held tester.
Reference:
Temperature DisplayedMalfunction
−40˚C(−40˚F)Open circuit
140˚C (284˚F) or moreShort circuit
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT:
SIf different DTCs related to different systems that have terminal E2 as the ground terminal are output
simultaneously, terminal E2 may have an open circuit.
SRead freeze frame data using the hand−held tester. Freeze frame data records the engine conditions
when a malfunction is detected. When troubleshooting, freeze frame data can help determine if the
vehicle was running or stopped, 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.