2007 TOYOTA SIENNA sensor

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEMES–29
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(c) Monitor Status
(1) Check the Readiness Monitor status displayed
on the tester.
(2) If the status does not switch to COMPL
(complete), make sure that the preconditions
have been met and then perform the Drive
Pattern again.
5. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2)
SENSOR HEATER MONITORS (FRONT A/F AND
REAR HO2 SENSOR TYPE)
(a) Preconditions
The monitor will not run unless:
• The MIL is OFF.
(b) Drive Pattern
(1) Connect an intelligent tester to the DLC3.
(2) Turn the ignition switch to the ON position.
G039003E10
A078886E24

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PROBLEM SYMPTOMS TABLE
HINT:
When a malfunction is not confirmed by a DTC (Diagnostic
Trouble Code) check and the cause of problem cannot be
identified through a basic inspection, troubleshoot according
to the priority order indicated in the table below.
SFI SYSTEM
Symptom Suspected Area See page
Engine does not crank (does not start)1. Immobilizer systemEI-2
2. StarterST-7
3. STARTER RelayST-14
4. Cranking holding function circuitES-461
No initial combustion (does not start)1. ECM power source circuitES-437
2. Ignition systemIG-5
3. Fuel pump control circuitES-451
4. InjectorFU-16
5. VC output circuitES-444
6. ECMES-498
Difficult to start (engine cranks normally)1. Electronic Throttle Control System (ETCS)ES-329
2. Fuel pump control circuitES-451
3. Ignition systemIG-5
4. Spark plugIG-7
5. CompressionEM-3
6. InjectorFU-16
7. VC output circuitES-444
Difficult to start with cold engine1. Cranking holding function circuitES-461
2. Electronic Throttle Control System (ETCS)ES-329
3. Fuel pump control circuitES-451
4. Spark plugIG-7
5. Ignition systemIG-6
6. InjectorFU-16
7. Engine coolant temperature sensorES-516
Difficult to start with hot engine1. Cooling fan systemCO-4
2. Cranking holding function circuitES-461
3. Electronic Throttle Control System (ETCS)ES-329
4. Fuel pump control circuitES-451
5. Spark plugIG-7
6. Ignition systemIG-5
7. InjectorFU-16
8. Engine coolant temperature sensorES-516
High engine idle speed (poor idling)1. Electronic Throttle Control System (ETCS)ES-329
2. ECM power source circuitES-437
3. A/C signal circuit (Compressor circuit) -
4. Acoustic Control Induction System (ACIS)ES-470
5. PCV hoseEC-15
6. ECMES-498

ES–322GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM
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Low engine idle speed (poor idling)1. Electronic Throttle Control System (ETCS)ES-329
2. ECM power source circuitES-437
3. A/C signal circuit (Compressor circuit) -
4. Acoustic Control Induction System (ACIS)ES-470
5. PCV hoseEC-5
6. InjectorFU-16
7. ECMES-498
Rough idling (poor idling)1. Electronic Throttle Control System (ETCS)ES-329
2. InjectorFU-16
3. Ignition systemIG-6
4. CompressionEM-3
5. Fuel pump control circuitES-451
6. Spark plugIG-7
7. Acoustic Control Induction System (ACIS)ES-470
8. PCV hoseEC-5
Hunting (poor idling)1. Electronic Throttle Control System (ETCS)ES-329
2. ECM power source circuitES-437
3. Fuel pump control circuitES-451
4. Spark plugIG-7
5. Ignition systemIG-6
6. InjectorFU-16
7. Acoustic Control Induction System (ACIS)ES-470
8. PCV hoseEC-5
Hesitation/Poor acceleration (poor driveability)1. InjectorFU-16
2. Fuel pump control circuitES-451
3. Ignition systemIG-6
4. Spark plugIG-7
5. Air Intake Control System (AICS)ES-470
6. A/T faulty (U151E)AX-6
7. A/T faulty (U151F)AX-6
Surging (poor driveability)1. Fuel pump control circuitES-451
2. Spark plugIG-7
3. Ignition systemIG-6
4. InjectorFU-16
Engine stalls soon after starting1. Fuel pump control circuitES-451
2. Electronic Throttle Control System (ETCS)ES-329
3. Crankshaft position sensorES-514
4. Spark plugIG-7
5. Ignition systemIG-6
6. InjectorFU-16
Engine stalls during A/C operation1. A/C signal circuit (Compressor circuit) -
2. ECMES-498
Unable/difficult to refuel Refueling valve (canister) -
Engine vibrates frequently when idling (Active Control) Active control engine mount circuitES-397 Symptom Suspected Area See page

ES–422GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM
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In order to enhance OBD function on vehicles and
develop the Off-Board diagnosis system, CAN
communication is introduced in this system (CAN:
Controller Area Network). It minimizes a gap
between technician skills and vehicle technology.
CAN is a network, which uses a pair of data
transmission lines, spanning multiple computers
and sensors. It allows a high speed communication
between the systems and to simplify the wire
harness connection.
Since this system is equipped with the CAN
communication, connecting the CAN VIM (VIM:
Vehicle Interface Module) with an intelligent tester is
necessary to display any information from the ECM.
(Also the communication between the intelligent
tester and the ECM uses CAN communication
signal.) When confirming the DTCs and any data of
the ECM, connect the CAN VIM between the DLC3
and the intelligent tester.
2. NORMAL MODE AND CHECK MODE
(a) The diagnosis system operates in normal mode
during normal vehicle use. In normal mode, 2 trip
detection logic is used to ensure accurate detection
of malfunctions. Check mode is also available as an
option for technicians. In check mode, 1 trip
detection logic is used for simulating malfunction
symptoms and increasing the system's ability to
detect malfunctions, including intermittent problems
(intelligent tester only) (See page ES-43).
3. 2 TRIP DETECTION LOGIC
(a) When a malfunction is first detected, the
malfunction is temporarily stored in the ECM
memory (1st trip). If the same malfunction is
detected during the next subsequent drive cycle, the
MIL is illuminated (2nd trip).
4. FREEZE FRAME DATA
(a) The ECM records vehicle and driving condition
information as freeze frame data the moment a DTC
is stored. When troubleshooting, freeze frame data
can be helpful in determining whether the vehicle
was running or stopped, whether the engine was
warmed up or not, whether the air-fuel ratio was
lean or rich, as well as other data recorded at the
time of a malfunction.
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ES–462GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM
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FREEZE FRAME DATA
1. DESCRIPTION
(a) The ECM records vehicle and driving condition
information as freeze frame data the moment a DTC
is stored. When troubleshooting, freeze frame data
can be helpful in determining whether the vehicle
was running or stopped, whether the engine was
warmed up or not, whether the air-fuel ratio was
lean or rich, as well as other data recorded at the
time of a malfunction.
HINT:
If it is impossible to duplicate the problem even
though a DTC is detected, confirm the freeze frame
data.
(b) The ECM records engine conditions in the form of
freeze frame data every 0.5 seconds. Using the
intelligent tester, five separate sets of freeze frame
data, including the data values at the time when the
DTC was set, can be checked.
• 3 data sets before the DTC was set
• 1 data set when the DTC was set
• 1 data set after the DTC was set
These data sets can be used to simulate the
condition of the vehicle around the time of the
occurrence of the malfunction. The data may assist
in identifying of the cause of the malfunction, and in
judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA
G038619E05
LABEL
(Intelligent Tester Display)Measurement Item Diagnostic Note
Freeze DTC Freeze DTC -
INJECTOR (PORT) Injector -
IGN ADVANCE Ignition advance -
CALC LOAD Calculate load Calculated load by ECM
VEHICLE LOAD Vehicle load -
MAF Mass air flow volumeIf value is approximately 0.0 g/s:
• Mass air flow meter power source circuit
open or shorted
• VG circuit open or shorted
If value is 160.0 g/s or more:
• E2G circuit open
ENGINE SPD Engine speed -
VEHICLE SPD Vehicle speed Speed indicated on speedometer
COOLANT TEMP Engine coolant temperatureIf value is -40
C (-40F), sensor circuit open
If value is 140
C (284F), sensor circuit
shorted
INTAKE AIR Intake air temperatureIf value is -40
C (-40F), sensor circuit open
If value is 140C (284F), sensor circuit
shorted
AIR-FUEL RATIO Air-fuel ratio -
PURGE DENSITY Learning value of purge density -
EVAP PURGE FLOW Purge flow -
EVAP PURGE VSV EVAP purge VSV duty ratio -
KNOCK CRRT VAL Correction learning value of knocking -

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEMES–47
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KNOCK FB VAL Feedback value of knocking -
ACCEL POS #1Absolute Accelerator Pedal Position (APP)
No. 1-
ACCEL POS #2 Absolute APP No. 2 -
THROTTLE POS Throttle positionRead value with ignition switch on (Do not
start engine)
THROTTLE POS Throttle sensor positioningRead value with ignition switch on (Do not
start engine)
THROTTLE POS#2 Throttle sensor positioning #2Read value with ignition switch on (Do not
start engine)
THROTTLE MOT Throttle motor -
O2S B1 S2 Heated oxygen sensor outputPerforming INJ VOL or A/F CONTROL
function of ACTIVE TEST enables technician
to check voltage output of sensor
O2S B2 S2 Heated oxygen sensor outputPerforming INJ VOL or A/F CONTROL
function of ACTIVE TEST enables technician
to check voltage output of sensor
AFS B1 S1 A/F sensor outputPerforming INJ VOL or A/F CONTROL
function of ACTIVE TEST enables technician
to check voltage output of sensor
AFS B2 S1 A/F sensor outputPerforming INJ VOL or A/F CONTROL
function of ACTIVE TEST enables technician
to check voltage output of sensor
TOTAL FT #1 Total fuel trim of bank 1 -
TOTAL FT #2 Total fuel trim of bank 2 -
SHORT FT #1 Short-term fuel trim of bank 1Short-term fuel compensation used to
maintain air-fuel ratio at stoichiometric air-fuel
ratio
LONG FT #1 Long-term fuel trim of bank 1Overall fuel compensation carried out in long-
term to compensate for a continual deviation
of short-term fuel trim from central valve
SHORT FT #2 Short-term fuel trim of bank 2Short-term fuel compensation used to
maintain air-fuel ratio at stoichiometric air-fuel
ratio
LONG FT #2 Long-term fuel trim of bank 2Overall fuel compensation carried out in long-
term to compensate for a continual deviation
of short-term fuel trim from central valve
FUEL SYS #1 Fuel system status (bank 1)• OL (Open Loop): Has not yet satisfied
conditions to go closed loop
• CL (Closed Loop): Using heated oxygen
sensor as feedback for fuel control
• OL DRIVE: Open loop due to driving
conditions (fuel enrichment)
• OL FAULT: Open loop due to detected
system fault
• CL FAULT: Closed loop but heated
oxygen sensor, which used for fuel control
malfunctioning
FUEL SYS #2 Fuel system status (bank 2)• OL (Open Loop): Has not yet satisfied
conditions to go closed loop
• CL (Closed Loop): Using heated oxygen
sensor as feedback for fuel control
• OL DRIVE: Open loop due to driving
conditions (fuel enrichment)
• OL FAULT: Open loop due to detected
system fault
• CL FAULT: Closed loop but heated
oxygen sensor, which used for fuel control
malfunctioning
O2FT B1 S2 Fuel trim at heated oxygen sensor Same as SHORT FT #1LABEL
(Intelligent Tester Display)Measurement Item Diagnostic Note

ES–482GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM
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O2FT B2 S2 Fuel trim at heated oxygen sensor Same as SHORT FT #2
AF FT B1 S1 Fuel trim at A/F sensor -
AF FT B2 S1 Fuel trim at A/F sensor -
CAT TEMP B1 S1 Catalyst temperature -
CAT TEMP B2 S1 Catalyst temperature -
CAT TEMP B1 S2 Catalyst temperature -
CAT TEMP B2 S2 Catalyst temperature -
S O2S B1 S2 Heated oxygen sensor impedance (Sensor 2) -
S O2S B2 S2 Heated oxygen sensor impedance (Sensor 2) -
INI COOL TEMP Initial engine coolant temperature -
INI INTAKE TEMP Initial intake air temperature -
INJ VOL Injection volume -
STARTER SIG Starter signal -
PS SW Power steering signal -
PS SIGNAL Power steering signal (history)This signal status usually ON until ignition
switch turned off
CTP SW Closed throttle position switch -
A/C SIGNAL A/C signal -
ELECT LOAD SIG Electrical load signal -
STOP LIGHT SW Stop light switch -
BATTERY VOLTAGE Battery voltage -
ATM PRESSURE Atmospheric pressure -
FUEL PMP SP CTL Fuel pump speed control status -
ACIS VSVVSV for Air Intake Control Induction System
(AICS)-
VVT CTRL B2 VVT control (bank 2 Intake side) status -
EVAP (Purge) VSV EVAP purge VSV -
FUEL PUMP/SPD Fuel pump speed statusVSV for EVAP controlled by ECM (ground
side duty control)
VACUUM PUMP Key-off EVAP system pump status -
EVAP VENT VAL Key-off EVAP system vent valve status -
FAN MOTOR Electric fan motor -
TC/TE1 TC and TE1 terminals of DLC3 -
ACM ACM control status -
VVTL AIM ANGL #1 VVT aim angle -
VVT CHNG ANGL #1 VVT change angle -
VVT OCV DUTY B1 VVT OCV operation duty -
VVT EX HOLD B1VVT exhaust hold duty ratio learning value
(bank 1 Exhaust side)-
VVT EX CHG ANG1 VVT change angle (bank 1 Exhaust side) -
VVT EX OCV D B1VVT OCV (bank 1 Exhaust side) operation
duty-
VVTL AIM ANGL#2 VVT aim angle (bank 2 Intake side) -
VVT CHNG ANGL#2 VVT change angle (bank 2 Intake side) -
VVT OCV DUTY B2 VVT OCV (bank 2 Intake side) operation duty -
VVT EX HOLD B2VVT exhaust hold duty ratio learning value
(bank 2 Exhaust side)-
VVT EX CHG ANG2 VVT change angle (bank 2 Exhaust side) -
VVT EX OCV D B2VVT OCV (bank 2 Exhaust side) operation
duty- LABEL
(Intelligent Tester Display)Measurement Item Diagnostic Note

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEMES–51
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FAIL-SAFE CHART
If any of the following DTCs are set, the ECM enters fail-safe
mode to allow the vehicle to be driven temporarily.
HINT:
• *1: The vehicle can be driven slowly when the accelerator
pedal is depressed firmly and slowly. If the accelerator
pedal is depressed quickly, the vehicle may speed up and
slow down erratically.
• *2: Misfire related fail-safe operations occur when catalyst
overheat malfunctions occur.
DTCs Components Fail-Safe OperationsFail-Safe Deactivation
Conditions
P0031, P0032, P0051 and P0052Air-Fuel Ratio (A/F) Sensor
HeaterECM turns off A/F sensor heater Ignition switch off
P0037, P0038, P0057 and P0058Heated Oxygen (HO2) Sensor
HeaterECM turns off HO2 sensor heater Ignition switch off
P0100, P0102 and P0103 Mass Air Flow (MAF) MeterECM calculates ignition timing
according to engine speed and
throttle valve positionPass condition detected
P0110, P0112 and P0113Intake Air Temperature (IAT)
SensorECM estimates IAT to be 20
C
(68
F)Pass condition detected
P0115, P0117 and P0118Engine Coolant Temperature
(ECT) SensorECM estimates ECT to be 80
C
(176
F)Pass condition detected
P0120, P0121, P0122, P0123,
P0220, P0222, P0223, P0604,
P0606, P0607, P0657, P2102,
P2103, P2111, P2112, P2118,
P2119 and P2135Electronic Throttle Control
System (ETCS)ECM cuts off throttle actuator
current and throttle valve returned
to 6.5
throttle position by return
spring
ECM then adjusts engine output
by controlling fuel injection
(intermittent fuel-cut) and ignition
timing in accordance with
accelerator pedal opening angle,
to allow vehicle to continue at
minimal speed*1Pass condition detected and then
ignition switch turned off
P0300, P0301, P0302, P0303,
P0304, P0305 and P0306*2• Fuel injector
• Electronic Throttle Control
System (ETCS)When misfire occurs, fuel cut is
performed for catalyst overheat
malfunction prevention
• During normal load and
normal engine speed (MIL is
blinking)
- Fuel cut is performed on
malfunctioning cylinder
• During high load and high
engine speed (MIL is
blinking)
- Throttle valve opening angle
control is performed
- All cylinder fuel cut or
malfunction cylinder fuel cutPass condition detected and then
ignition switch turned OFF
P0327, P0328, P0332 and P0333 Knock SensorECM sets ignition timing to
maximum retardIgnition switch off
P0351 to P0356 Igniter ECM cuts fuel Pass condition detected
P2120, P2121, P2122, P2123,
P2125, P2127, P2128 and P2138Accelerator Pedal Position (APP)
SensorAPP sensor has 2 sensor circuits:
Main and Sub
If either of circuits malfunctions,
ECM controls engine using the
other circuit
If both of circuits malfunction,
ECM regards accelerator pedal
as being released. As a result,
throttle valve is closed and engine
idlesPass condition detected and then
ignition switch turned off