2005 TOYOTA AVENSIS fuel type

01±40
± INTRODUCTIONTERMS
AVENSIS REPAIR MANUAL (RM1018E)Abbreviations Meaning
OEMOriginal Equipment Manufacturing
OHCOverhead Camshaft
OHVOverhead Valve
OPTOption
ORVROn±board Refilling Vapor Recovery
O/SOversize
P & BVProportioning And Bypass Valve
PCSPower Control System
PCVPositive Crankcase Ventilation
PKBParking Brake
PPSProgressive Power Steering
PTCPositive Temperature Coefficient
PSPower Steering
PTOPower Take±Off
P/WPower Window
R & PRack And Pinion
RAMRandom Access Memory
R/BRelay Block
RBSRecirculating Ball Type Steering
R/FReinforcement
RFSRigid Front Suspension
RHRight±Hand
RHDRight±Hand Drive
RLYRelay
ROMRead Only Memory
RrRear
RRSRigid Rear Suspension
RWDRear±Wheel Drive
SDNSedan
SENSensor
SICSStarting Injection Control System
SOCState Of Charge
SOHCSingle Overhead Camshaft
SPECSpecification
SPISingle Point Injection
SRSSupplemental Restraint System
SSMSpecial Service Materials
SSTSpecial Service Tools
STDStandard
STJCold±Start Fuel Injection
SWSwitch
SYSSystem
T/ATransaxle
TACHTachometer
TBIThrottle Body Electronic Fuel Injection
TCTurbocharger
TCCSTOYOTA Computer±Controlled System
TCVTiming Control Valve
TDCTop Dead Center
TEMP.Temperature
TEMSTOYOTA Electronic Modulated Suspension

0505J±04
05±16
±
DIAGNOSTICS SFI SYSTEM (1ZZ±FE/3ZZ±FE)
AVENSIS REPAIR MANUAL (RM1018E)
DIAGNOSTIC TROUBLE CODE CHART
HINT:
Parameters listed in the chart may not be exactly the same as your reading 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.
DTC No.
(See page)Detection ItemTrouble Area*1
CHK ENGMemory
P0100
(05±24)Mass Air Flow Circuit Malfunc-
tion
Open or short in mass air flow meter circuit

Mass air flow meter

ECM

P0110
(05±30)Intake Air Temperature Circuit
Malfunction
Open or short in intake air temp. sensor circuit

Intake air temp. sensor (built into mass air flow meter)

ECM

P0115
(05±34)Engine Coolant Temperature Cir-
cuit Malfunction
Open or short in engine coolant temperature sensor circuit

Engine coolant temperature sensor

ECM

P0116
(05±38)Engine Coolant Temperature Cir-
cuit Range/Performance Prob-
lem
Engine coolant temperature sensor

Thermostat
P0120
(05±39)Throttle Pedal Position Sensor/
Switch ºAº Circuit Malfunction
Open or short in throttle position sensor circuit

Throttle position sensor

ECM

P0121
(05±44)Throttle Pedal Position Sensor/
Switch ºAº Circuit Range/Perfor-
mance Problem

Throttle position sensor
P0125
(05±45)Insufficient Coolant Temp. for
Closed Loop Fuel Control

Open or short in heated oxygen sensor circuit

Heated oxygen sensor

Air induction system

Fuel pressure

Injector

Gas leakage on exhaust system

ECM

P0130*3
(05±54)
Oxygen Sensor Circuit Malfunc-
tion (Bank 1 Sensor 1)

Open or short in heated oxygen sensor circuit

Heated oxygen sensor

Air induction system

Fuel pressure

Injector

P0133*3
(05±60)
Oxygen Sensor Circuit Slow Re-
sponse (Bank 1 Sensor 1)

Open or short in heated oxygen sensor circuit

Heated oxygen sensor

Air induction system

Fuel pressure

Injector

ECM

P0135
(05±65)Oxygen Sensor Heater Circuit
Malfunction (Bank 1 Sensor 1)
Open or short in heater circuit of heated oxygen sensor

Heated oxygen sensor heater

ECM

P0136
(05±54)Oxygen Sensor Circuit Malfunc-
tion (Bank 1 Sensor 2)
Open or short in heated oxygen sensor circuit

Heated oxygen sensor
P0141
(05±65)Oxygen Sensor Heater Circuit
Malfunction (Bank 1 Sensor 2)
Open or short in heater circuit of heated oxygen sensor

Heated oxygen sensor heater

ECM


A66651A±A SectionAir Solid Electrolyte
(Zirconia Element)
Platinum ElectrodeHeater
Exhaust Gas
CoverIdeal Air±Fuel Mixture
Output Voltage
Richer ± Air Fuel Ratio ± Leaner Element
AA
± DIAGNOSTICSSFI SYSTEM (1ZZ±FE/3ZZ±FE)
05±45
AVENSIS REPAIR MANUAL (RM1018E)
DTC P0125 INSUFFICIENT COOLANT TEMP. FOR
CLOSED LOOP FUEL CONTROL
CIRCUIT DESCRIPTION
The heated oxygen sensor is the planar type. Compared to the conventional type, the sensor element and
the heater portions have a narrower overall. The heater can directly conduct its heat to the zirconia element
via the alumina, it helps to accerate the sensor activation.
To obtain a high purification rate for the CO, HC and NOx components of 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 air ± fuel ratio.
The heated oxygen sensor has the characteristic whereby its output voltage changes suddenly in the vicinity
of the stoichiometric air±fuel ratio. This is used to detect the oxygen concentration in the exhaust gas and
provide the ECM with feedback control the air±fuel ratio.
When the air±fuel ratio becomes LEAN, the oxygen concentration in the exhaust gas increases. And the
heated oxygen sensor informs the ECM of the LEAN condition (low voltage, i. e. less than 0.45 V ).
When the air±fuel ratio is RICHER than the stoichiometric air±fuel ratio, the oxygen concentration in the ex-
haust gas is reduced. And the heated oxygen sensor informs the ECM of the RICH condition (high voltage,
i. e. more than 0.45V). The ECM judges by the voltage output from the heated oxygen sensor whether the
air±fuel ratio is RICH or LEAN and controls the injection time accordingly. If the malfunction of the heated
oxygen sensor causes an output of abnomal voltage, the ECM becomes unable to perform accurate air±fuel
ratio control.
The heated oxygen sensors include a heater which heats the zirconia element. The heater is controlled by
the ECM. When the intake air volume is low (the temperature of the exhaust gas is low), current flows to the
heater in order to heat the sensor for the accurate oxygen concentration detection.
DTC NoDTC Detecting ConditionTrouble Area
P0125
After engine is warmed up, heated oxygen sensor output* does
not change when conditions (a), (b), (c) and (d) continue for at
least 1.5 min:
*: Output value changes at inside of the ECM only
(a) Engine speed: 1,400 rpm or more
(b) Vehicle speed: 40 to 100 km/h (25 to 62 mph)
(c) Throttle valve is not fully closed
(d) 180 sec. or more after starting engine
Open or short in heated oxygen sensor circuit

Heated oxygen sensor

Air induction system

Fuel pressure

Injector

Gas leakage in exhaust system

ECM
05C69±01

A58697
Intake Air
Chamber
Throttle Valve
To Cylinder
ISC Valve
Valve
ECM
Signal From
Air
Cleaner
From
Terminal 2 of
EFI No.1 Fuse
(See Page 05±124)
A79101
2 VISC DUTY1
GND 3
I10
ISC Valve
G±R5
E13 RSDECM
B±R 12
EA1 B±R
W±B7
E13 E01
W±B
EG
05±100
±
DIAGNOSTICS SFI SYSTEM (1ZZ±FE/3ZZ±FE)
AVENSIS REPAIR MANUAL (RM1018E)
DTC P0505 IDLE CONTROL SYSTEM MALFUNCTION
CIRCUIT DESCRIPTION
The rotary solenoid type of the idle speed control (ISC) valve is
located under the throttle body and intake air bypassing the
throttle valve is directed to the ISC valve through the passage.
In this way the intake air volume bypassing the throttle valve is
regulated, controls the engine speed.
The ECM operates the ISC valve only to perform idle±up and
provide feedback for the target idling speed.
DTC No.DTC Detecting ConditionTrouble Area
P0505Idle speed continues to vary greatly from target speed
(1 trip detection logic)

Open or short in ISC valve circuit

ISC valve is stuck or closed

PCV hose

A/C switch circuit

Air induction system

ECM
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT:
Read freeze frame data using \f  \b \f\f
 Freeze frame data records the engine conditions when
a malfunction is detected. When troubleshooting, it is useful for determi\
ning whether the vehicle was running
or stopped, the engine was warmed up or not, the air±fuel ratio was lea\
n or rich, etc. at the time of the mal-
function.
05B46±02

A66651A±A SectionAir Solid Electrolyte
(Zirconia Element)
Platinum ElectrodeHeater
Exhaust Gas
CoverIdeal Air±Fuel Mixture
Output Voltage
Richer ± Air Fuel Ratio ± Leaner Element
AA
± DIAGNOSTICSSFI SYSTEM (1AZ±FE)
05±211
AVENSIS REPAIR MANUAL (RM1018E)
DTC P0136/27 OXYGEN SENSOR CIRCUIT MALFUNCTION
(BANK 1 SENSOR 2)
DTC P0156/29 OXYGEN SENSOR CIRCUIT MALFUNCTION
(BANK 2 SENSOR 2)
CIRCUIT DESCRIPTION
The heated oxygen sensor is the lamination type. Compared to the conventional type, the sensor and heater
portions of the lamination type are narrower overall. Because the heat of the heater acts directly on the alumi-
na and zirconia (of the sensor portion) it accelerates the activation of the sensor.
To obtain a high purification rate for the CO, HC and NOx components of the exhaust gas, a three±way cata-
lytic converter is used. But 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 air±fuel ratio.
The heated oxygen sensor has the characteristic whereby its output voltage changes suddenly in the vicinity
of the stoichiometric air±fuel ratio. This is used to detect the oxygen concentration in the exhaust gas and
provide the ECM with feedback control the air±fuel ratio.
When the air±fuel ratio becomes LEAN, the oxygen concentration in the exhaust gas increases. And the
heated oxygen sensor informs the ECM of the LEAN condition (low voltage, i.e. less than 0.45 V).
When the air±fuel ratio is RICHER than the stoichiometric air±fuel ratio, the oxygen concentration in the ex-
haust gas is reduced. And the heated oxygen sensor informs the ECM of the RICH condition (high voltage,
i.e. more than 0.45 V). The ECM judges by the voltage output from the heated oxygen sensor whether the
air±fuel ratio is RICH or LEAN and controls the injection time accordingly. However, if the malfunction of the
heated oxygen sensor causes an output of abnormal voltage, the ECM becomes unable to perform accurate
air±fuel ratio control.
The heated oxygen sensors include a heater which heats the zirconia element. The heater is controlled by
the ECM. When the intake air volume is low (the temperature of the exhaust gas is low), current flows to the
heater in order to heat the sensor for the accurate oxygen concentration detection.
DTC NoDTC Detection ConditionTrouble Area
The following condition continues for 480 sec. or more:
Open or short in heated oxygen sensor (bank 1, 2 sensor 2)
circuitP0136/27
P0156/29
g

During driving with the engine warmed up, voltage output of
the heated oxygen sensor remains at 0.45 V or more, or 0.60circuit

Heated oxygen sensor (bank 1, 2 sensor 2)
Heated o gen sensor heater (bank 1 2 sensor 2)P0156/29the heated oxygen sensor remains at 0.45 V or more, or 0.60
V or less.
Heated oxygen sensor heater (bank 1, 2 sensor 2)

EFI relay
05C6X±01

A73819A±A SectionAirSolid Electrolyte
(Zirconia Element)
Platinum
Electrode Heater
Exhaust Gas
Cover Element
A
A
ECM Monitored
A/F Sensor Voltage
Air±Fuel Ratio
± DIAGNOSTICSSFI SYSTEM (1AZ±FE)
05±249
AVENSIS REPAIR MANUAL (RM1018E)
DTC P2255/28 OXYGEN SENSOR REFERENCE GROUND
CIRCUIT LOW (FOR A/F SENSOR)(BANK 2
SENSOR 1)
DTC P2256/28 OXYGEN SENSOR REFERENCE GROUND
CIRCUIT HIGH (FOR A/F SENSOR)(BANK 2
SENSOR 1)
CIRCUIT DESCRIPTION
HINT:
This DTC is recorded when A/F sensor has a malfunction, although the caption is healed oxygen sensor.
The air±fuel ratio sensor are the lamination type. Compared to the conventional type, the sensor and heater
portions of the lamination type are narrower overall. Because the heat of the heater acts directly on the alumi-
na and zirconia (of the sensor portion) it accelerates the activation of the sensor.
To obtain a high purification rate of the CO, HC and NOx components of the exhaust gas, a three±way cata-
lytic 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 air±fuel ratio.
The A/F sensor has the characteristic that it provides output voltage* being approximately proportional to
the existing air±fuel ratio. The A/F sensor output voltage* is used to provide feedback for the ECM to control
the air±fuel ratio.
By the A/F sensor output, the ECM can determine the deviation amount from the stoichiometric air±fuel ratio
and control the proper injection time immediately. If the A/F sensor is out of order, ECM is unable to perform
the accurate air±fuel ratio control.
The A/F sensor is equipped with a heater which heats the zirconia element. The heater is controlled by the
ECM. When the intake air volume is low (the temperature of the exhaust gas is low), the current flows to the
heater to heat the sensor for the accurate oxygen concentration detection.
*: The voltage value changes at the inside of the ECM only.

A58697
Intake Air
Chamber
Throttle Valve
To Cylinder
ISC Valve
Valve
ECM
Signal From
Air
Cleaner
From
Terminal 2 of
EFI No.1 Fuse
(See Page 05±257)
A79101
2 +B DUTY1
GND 3
I10
ISC Valve
G±R10
E12 RSDECM
B±R 12
EA1 B±R
W±B7
E12 E1
BR
EF
±
DIAGNOSTICS SFI SYSTEM (1AZ±FE)
05±243
AVENSIS REPAIR MANUAL (RM1018E)
DTC P0511/33 IDLE AIR CONTROL CIRCUIT
CIRCUIT DESCRIPTION
The rotary solenoid type idle speed control (ISC) valve is lo-
cated under the throttle body and intake air bypassing the
throttle valve is directed to the idle speed control (ISC) valve
through the passage.
In this way the intake air volume bypassing the throttle valve is
regulated, controls the engine speed.
The ECM operates the idle speed control (ISC) valve only to
perform idle±up and provide feedback for the target idling
speed.
DTC No.DTC Detecting ConditionTrouble Area
P0511/33Idle speed continues to vary greatly from target speed
(1 trip detection logic)

Open or short in idle speed control (ISC) valve circuit

Idle speed control (ISC) valve is stuck or closed

A/C switch circuit

Air induction system

ECM
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT:
Read freeze frame data using \f  \b \f\f
 Freeze frame data records the engine conditions when
a malfunction is detected. When troubleshooting, it is useful for determi\
ning whether the vehicle was running
or stopped, the engine was warmed up or not, the air±fuel ratio was lea\
n or rich, etc. at the time of the mal-
function.
05C74±01

A76892
V3
Variable Resister
VCC 2
VA F 3
E2
1R±W
P
BR10
EA13
EA19
EA1ECM
5V
VC
VA F
E1
E2 R±W
P
BRE1318
32
E13
28
E13 05±286
± DIAGNOSTICSSFI SYSTEM (1AZ±FE)
AVENSIS REPAIR MANUAL (RM1018E)
VARIABLE RESISTOR CIRCUIT
CIRCUIT DESCRIPTION
The variable resister has been adopted to leaded±type vehicle only.
This resistor is used change the air±fuel ratio of the air±fuel mixture.
The idle mixture is adjusted using this resistor.
Turning the idle mixture adjusting screw clockwise moves the contacts inside the resistor, raising the terminal
VAF voltage. Conversely, turning the screw counterclockwise lowers the terminal VAF voltage.
When the terminal VAF voltage rises, the ECM increases the injection volume slightly, marking the air±fuel
mixture a little richer.
WIRING DIAGRAM
INSPECTION PROCEDURE
NOTICE:
Always use a CO meter when adjusting the idle mixture. If a CO meter is not available, DO NOT AT-
TEMPT TO ADJUST IDLE MIXTURE.
05C7E±01