TCCS

(Toyota Computer-Controlled System)

TEAM Pub . No .ITM301 EN

 TABLE OF CONTENTS
Page Pag e
ABBREVIATIONS ANO ECU TERMINAL SYMBOLS VEHICLE SPEED SENSOR.. .. .... .. .. .. .. .. .. .. .. 34
A BBREV IATI ONS 1 1. Ree d switch t y pe 34
ECU TERMIN A L Sy M BOLS .. .. .. .... .... .. ...... 2 2 . Phot o c ou pler type.. 34
3 . Electromagn et ic pick up type 35
OUTLINE OF TCCS
4 . MRE t ype .. 36
W HA T IS TCCS? 5
STA SIGNA L 38
HI ST ORY OF T CC S ENGIN E CONT ROL
NSW SIGNA L .. 38
SYS T EM 5
A IC SiGNAL .. .. ...... 39
SYS TEM OESCRIPTION 7
ELECTRICA L LOA D SIGNA L 39
1. Functions of eng ine co ntrol syst em . .. 8
FUEL CONTRO L SWITC H OR
2. Cons t ruction o f eng ine contro l
CONNECTO R 40
syst em 10
EGR GAS TEM PERATURE SENSO R 40
3 . Engine cont rol system diag ram 12
V ARIAB LE RESISTOR 41
ELECTRONIC CONTROL SYSTEM KI CK-DOW N SW IT CH 42
GENERAL 13 W AT ER TEMPERA T URE SWITC H 42
POWE R CIRCUIT RY .. 15 CLUTC H SWiTCH.. .... .. .. .... .. .. .. .. .. .. .. 42
1. Engine w it hout st ep per m otor type KNOCK SENSOR.... 43
ISC v alve , " 15 HA C SENSOR .. .. .. .. 44
2 . Eng ine w it h st e p pe r moto r type VA POR PRE SSURE SENSO R.. .. .. 44
ISC va lve 16
T URBOCHA RGING PRESSU RE SENSOR 44
V C CiRCUiT Ry 16
STOP LA M P SWITCH 45
GROUND CiRCUiTRy 16
OIL PRESSURE SWITC H 45
MANIFOLD PRESSURE SENSO R
IVAC UUM SENSO R) 17 COMM UNICAT IONS SiGN A LS 45

A IR FLOW METE R.. .. .. .. .. 18 1. Th rottle ope ning ang le sig nals... . 45

1. V ane t y pe 18 2 . Th rottle ope ning ang le signals f or
TR C system ... 45
2 . Optica l Kar man v ort ex t ype 21
3 . Cru ise co nt ro l sy stem
3 . Hot -wire type ". 2 1~ 1 com m un ic atio ns s ign al . .. 46
T HROTTLE POSIT ION SENSOR 22 4 . TR C sy st em co mm un ic at ions signa l .. 46
1. On-off ty pe 22 5 . A SS c om m un icat ions s ign al 46
2 . Lin ear t y pe 23 6 . Int erco oler sys te m w arning sig na l 46
G AN D NE SIGNAL GENERA TO RS 24 7 . EHPS sys te m c om muni c at ions
1. In-dist ributor t ype 24 sign al 47
2 . Cam po sition sensor type 27 8 . Eng ine s pee d s ig nal .. .. .. 47
3 . Sepa rat e t yp e 28 9 . Engine im m ob iliser sy ste m
WATER TEM PER ATUR E SENSOR 30 com m un ic ation s s ign al .. 47
INTA KE A IR TEMPERATURE SENSOR 30 OIA GN OSTI C TERM INALIS) 48

OX YG EN SENSOR 10 , SENSOR) 30- 1

EFIIELECTRONIC FUEL INJECTION)
1. Zirc onia element ty pe 30-1
GENERAL. .. .. .. . .... . ... . .. . ... . .. . ..... .. .. .. . 49
2. Ti t ani a element type 32
TYPES OF EFI 52
LEAN M IXTU RE SENSO R 33
1. n-tvce EFI . 52
 Page Page
2 . L-t yp e EFt 52 1. Steppe r motor type . ..... ... ..... .... ...•... 101
FUEL SYSTEM 53 2 . Rot ary solenoid type 10 2
1. Fuel pump 54 3 . Duty-cont rol ACV type 104
2. Fuel pum p controL .. ..... ... 55 4 . On-off control VS V t ype 104
3 . Fuel filter 58 FUNCTIONS OF ENGINE ECU 105
4 . Pulsat ion damper 58 1. St epper mot or type ISC va lve 105
5 . Pressure regul at or 58 2 . Rot ary soleno id t ype ISC valve 10 8
6 . Inj ectors. ... .... ... 59 3 . Dut y-control ACV t ype ISC valve 110
7 . Inj ector d rive m et hods 60 4 . On-oft con t rol VSV type ISC va lve 111
8 . Cold sta rt injector 62
OTHER CONTROL SYSTEMS
9 . Start inject or t ime switc h 62
GENERAL. ... .. ... .... ... ... ...•... .... ... ... ... .... .. 113
10 . Cold st art inject or elect rical
ci rcuitry. . ... ... 63 ECT OD CUT·OFF CONTROL SySTEM .... .•.• 114
A IR INDUCTIDN SYSTEM 64 OXY GEN SENSOR HEATER CONTROL
SYSTEM •. .... ..... ... .... ..•...•• ...•. ..•. ... ... . . 11 4
1. Th rottle body . .. ... ... .. .. .... ... 65
LEAN MIXTU RE SENSOR HEATER
2 . Ai r valve _ 65
CONT ROL SYSTEM . ..... ...••... .... .... ..... . 114
FUNCTIONS OF ENGINE ECU .•... ....•... ..•.. 66
A IR CONDITIONER CONTROL SYSTEM .••. 1 15
1. Fuel inject ion m ethod s and injection
1. Cut-off control 1 15
timing ... ..... ... .... .... .... .... ...... •. .... .•.. 66
2. Magnetic clutch relay contro l 11 5
2 . Fuel injection duration co ntrol .. .. .. ... . 68
EGR CUT-OFF CONTROL SYSTEM 116
ESA (ELECTRONIC SPA RK A DVAN CEI FUEL OCTAN E JU DGM ENT .. . .. .. .... •.. .. ... ..116
GENERAL. .... ....... . .... ... . ... .. ... .. .•... .. ... .. ... 80 SCV SYSTEM •..... .... .. .. .... ...... ... ... ... .... •..117
1. Ign it io n t im ing and eg nine ru nni ng AC IS 12 0
cond itions 80 1. Ty pe 1 120
2. Ign ition t im ing and gas ol ine qualit y 81 2 . Typ e 2 12 2
CRAN KSHA FT A NGLE IINITIAL IGNIT ION T·VI S 124
TIMING ANGLE! J UOGEMENT 83
TUR80 CHARGING PRESSURE
IGT SIGNAL 83 CONTROL SYST EM 12 7
IGF SIGNA L. .... .... .... ... .... .... .... ..... ... ..... .. 84 SUPERCHA RGER CONT ROL SYSTEM 128
IGNITION CIRCUITRY .. 84-1 EHPS CONTROL SYST EM 128
1. Conventional ignition c ircuit ry AS CONTROL SYST EM 129
for TCCS .. ... .. . .... .... ..••...•... ... ._ 84-1
AI CONTROL SYSTEM 129
2 . DLl system 86
3 . 015 88 DIAGNOSIS
FUNCTIONS OF ENGINE ECU . 89 GENERA L 13 1
1. Ignit ion tim ing cont rol.. .. .. . ........ 89 PRINCIPLE OF DIAG NOSTIC SySTEM 132
2 . Ignition t im ing adjustme nt ••... .... ..._ 98 " CHECK ENGINE" LAMP A ND VF OR VFl
TERM INAL OUTPUT 133
ISC (IDLE SPEED CONTROLI 1. " CHECK ENGINE" lam p f unc t ions 134
GENERAL. 99 2. V F or V F1 te rm inal output 13 6
ISC VA LV E 101 0 80· 11 13 7-2
 Page Page
DIAG NOSTIC CODES 138 APPENDIX
ENGINE CON TROL SYSTEM
FAI L·SAFE FUN CTION SPECFICATION CHA RT 18 8
FAI L·S AFE FUNCTION 145

BACK·UP FUNCTION DELETED FOR NEW EDITION

BAC K·U P FUNCTION 147 ............. .. ... .. 118, 1 19, 125, 126 , 141 t o 144,
166 and 174
T ROUBLESHOOTI NG
GENERAL. 14 9
HOW T O CA RRY OUT
TROUB LESHOOTING 1 50
PRE·D IAG NOS TIC QUEST ION ING " . . 1 52
SYM PTOM CHA RT ... .. .. .. "" ."" """ .. """. 1 54

!".i CHECKIN G A ND CLEAR ING DIAGNOSTIC

CODES
" CHECK ENGINE" LAMP CH ECK 159
OUTPUT OF DIAGNOSTIC CODES
1 . Norm al mode 159
2 , T est mode ,,, ,, .,,, ,, 16 1
CLEARING DIAGNO STIC COD E" "" "" " " " 162

!".i SYM PTOM SIM ULA TION " "" """" " " " " " " .163

!".i BA SIC INSPECTION " " " "" " " " " "" " " "" " " 16 7
!".i INS PECTION AND ADJUSTMENT
GENERAL" ." .. " . "" ." . ." " " . ." . .. ". " . ." . "" 17 1
IDLE SPEE D AN D IDLE MIXTURE " """" ". 172
MANIFOLD PRESSURE SENSO R
IV ACU UM SENSOR)"" " " " " " " " " " " " . 17 5
TH ROTTLE POSITION SENSOR
ILi NEA R TYPE) AND THROTT LE
WDY 17 7
DISTRIBUTOR IG AND NE SIGNALS) " """ 180
INTAKE A IR TEM PERA TURE SENSOR " " " . 18 1
FEEDBA CK CORRECT ION " " " " " "" " " " " . 18 2
Mode ls w it h oxygen sensor
(0 2 sensor) , , ,. " , , ,, .. 18 2
M odels w ith lean mixture sensor "" " .. ,,, 18 3
VARIABLE RESISTOR " """ "" " """"",," . 184
ISC VALV E
IDUTY· CONT ROL ACV TYPE) " . "" "" ". 186
 ABBREVIATIONS AND ECU TERMINAL SYM BOLS - Abb revia tions

ABBREVIATIONS AND ECU TERMINAL SYM BOLS

ABBREVIATIONS
ABS An ti-Lock Brake System SCV Sw ir l Cont rol Va lve
ABV Air Bypass V alve SST Speci al Service To ol
AC Altern ati ng Curr ent SW Sw itch
A/C Air Con ditioner TCCS Toyota Compute r-Cont rolled System
ACIS A co ust ic Control Ind ucti on Syst em TOC Top Dead Cent er
ACV Air Cont rol V alve m CL*' Toyota Diagnostic Communication
AI Air Inj ection link o r Tota l Diag no stic
Communicati on Li nk
AS Air Sucti on
TEMS Toyot a Electronica lly-M odu lated
ASV Air Switching V alve Suspension
A/T Aut om atic Tr ansmission Tr Transist or
BTOC Bef ore To p Dead Cent er TRC* 2 Tr acti on Control
CA Crankshaft An gl e T-VIS Toyota-Variab le Inducti on Syst em
CALIF. Calif orni a TWC Three-Way Catalyst
CCS Cr uise Con trol Sy stem U.S. Un ited State s
CO Carb on Mo nox ide VSV Vacuu m Sw itchi ng V alve
DIS Direct Ign iti on Sy st em wi Wi th
DLI Dist ributorless Ign it io n w/o Without
EC Euro pean Count ries 4WD 4-Wheel-Dr ive
ECT Elect ron ically-Controll ed Tra nsm issio n
ECU Elect ronic Contro l Unit *1 In vehic les sold at Lex us de alers in the U.S. and
EFI Electronic Fuel Inject io n Canad a, th is is ca lled t he " Total Di ag no st ic
EGR Exhaust Gas Recircul ati on Com munication Link " . In Toyotas so ld in other
co unt ries, and in Toyotas so ld at Toyota dealers
EHPS Elect ro-Hydrau lic Pow er Steerin g in the U.S. and Canada , it is call ed t he "Tov cta
ESA Electron ic Spark A dva nce D i ag no st ic Commu n icat io n Li nk " . In t h is
FED. Federal ma nual, it i s ca lled t he " To y ot a Di ag no st ic
Com m unicat io n link" .
GEN. Gen eral Countries
*2 In the U.S. and Canada, th is is abbrev iated t o
HAC High-A ltitude Compensation TRAC.
HC Hyd roc arbon NOTE - - - - - - - - - - - -,
HIC Hy br id Integrated Circu it A bb reviations in accordance w ith SAE terms
IIA Integrated Igniti on Assembly are use d f or vehicles sold in the U .S.A. and
ISC Idl e Speed Control Canada . Refer t o the Repair Ma nual fo r dif-
LED light Emin in g Diode f erences betw een SAE t erms and Toyota
LS Lean Mixtu re Sensor t erm s.
MRE Magnet ic Resist ance Element
MIT M anu al Tr ansmission Exampl e:
NOx Ox ides of Nitrogen ECM Engine Control M od ul e
DC Oxidati on Catalyst I = Eng ine ECU)
00 Overdrive
0, Oxygen EeT Eng ine Coo lan t T empe rat ure
PS Power Steerin g
1= THWI
 ABBREVIATIONS AND ECU TERMINAL SYMBOLS - ECU Term inal Symbols

ECU TERMINAL SYMBOLS

SYMBOL MEANING SYMBOL MEANING
ABS Antl-Lock Brake System ISC1 Idle Speed Contro l Signa l No.1
ACC' Acc eleration Signal No .1 (f rom ISC2 Id le Speed Contro l Sign al No.2
T hrott le Position Sensor) ISC3 Id le Speed Control Signa l NO.3
ACC2 Acceleration Signa l No .2 (f rom ISC4 Id le Speed Control Sig nal No.4
Thrott le Posit io n Senso r)
KD Kick-Down
A/C A ir Cond it ioner
KNK Knock Sensor
ACMG A ir Conditioner Magnet ic Clutch
KS Karman Sig nal
ACT Air Conditioner Cut·Off
L' Throttle Valve Ope ning Sig nal No.1
AI Air Injection
12 Thr ott le Valve Ope ning Sig nal No.2
AS Air Suction
L3 Th rottle Valve Open ing Signal No. 3
AID Auto Dri ve (Cruise Cont ro l System)
LP Lamp
+B Batt ery
LS Lean M ixture Sensor
+B' Battery No .1
LSW Lean Burn Switch
BATT Battery
M -REL EFI Main Relay
BF Battery Fail Safe
N/C Ne ut ral Clutch Sw itc h
BRK Brake
NE Number of Engi ne Revo lutions
OFG Defogger Signal
EO' Earth No. 01 (Ground) NE- N umber of Engine Revol ut ions
E02 Earth No. 02 lG round ) Signal Minus (-)
E' Earth No.1 (Grou nd) NEO Number of Engi ne Revo lutions
E2 Earth No.2 (Ground) Signal Output

ECT Electronically-Controlled T ransmission No.l0 (f or Injectors)

ELS Electrical Load Signa l No.20 (fo r Injectors)

EGR Exhaust Gas Recircu lati on NSW Ne utral Start Switch

FC Fuel Pump Co ntro l OX Oxygen Senso r

FP Fuel Pum p Control Relay OX @ Oxygen Sensor @

FPU Fuel Pressure-Up OIL Oil Pressu re
FS Fail -Safe Relay 00 Overd ri ve
G Group (Cranks haft A ng le Sig nal) PS Power Stee ring
Group No.1 (Crankshaft Ang le Signal) PSW Power Switch (in Th rottle Position
G'
Sensor)
G2 Group No.2 (Crankshaft A ng le Signal)
PIM Pressure, Intake Ma nifold
G- Group Mi nus (- )
R-P Regular or Premiu m Gasoline Signal
HAC High-Altitude Compensation
RSC Rotary Solenoid Valve Closed
HT Heater (for Oxygen Sensor or Lean
Mixture Sensor) RSO Rotary Solenoid Valve Open

IDL Id le Switch (in Throttle Posit ion SCV Swi rl Control Valve
Sensor) SPO Vehicle Speed
IGOA Ig nition Distribution Sig nal A SP2 Vehicle Speed No.2
IGOB Ig nition Dist ribution Signa l B SP2- Vehicle Speed No.2 M inus (-)
IGF Ign ition Failure (Confirmation) Signal STA Starter
IGSW Ig nit ion Switch STJ Cold Start Injector
IGT Ig nition Timi ng Signa l

2
 AB BREVIATlONS AND ECU TERM INAL SYMBOLS - ECU Terminal Sym bol s

SYM BOL M EANI NG

STP St op Lam p Swit ch
T Test Term inal
TEl Test Term inal, Engine No.1
TE2 Test Termi nal. Engi ne No. 2
THA Th ermo, Int ake Air
THG Th erm o, Exhaust Gas
THW Th erm o, W ater
TR Tract ion Control
T-VIS Toyo t a-Variabl e Ind uct io n System
TSW Wate r Tem perature Swit ch
VAF Voltage, A ir-Fuel Ratio Contro l
VB Vol t age, Batt ery
VC Vo lt age, Co nstant
VF V oltage, Feed back
VG V olt age, Gram Intake A ir
V-ISC VSV Type Id le Speed Con trol
VS Vol ta ge, Slide Signal
VSH Vo lta ge, Su b-Throttl e Ang le
VTA V olta ge, Throttle Angl e
VTH V ol tage, Th rottle A ng le
W " CHECK ENGINE" W arn ing Lamp
WIN W arning Lam p, Intercool er

3
 OUTLINE OF Tees -
OUTLINE OF TCCS
WHAT IS TCCS?
" TCCS" (Toyota Cornputer-Ccntrolled Sy stem ) is
t he genera l name f or a system w hich exerci ses
co m prehens iv e and highly precise con trol of the
eng ine, d rive t rain, bra ke system. and othe r
syst ems by means of an ECU* (elect ronic control
un it) , at the heart of w hich is a microco m puter.
Previously , TCe S was used as an eng ine contro l
sys tem fo r on ly EFI (elec tron ic fu el inj ect ion ),
ESA (e lect ro nic spark adva nce), ISC (id le spee d
control), diag nos is. etc.
Late r, con tro l sy stems utili zing other separate
ECU s we re d eve loped an d ado pted f o r th e
co nt ro l of syst ems othe r tha n the engine also .
Curr entl y, the te rm "TCCS" has come t o mean a
co mp re he nsive contro l system w hich lncorpo-
TCes
ENG INE ECU
ECT
ECU
ESA
DIAGNOSIS
TEMS
ECU
CONCEPTUAL DIAGRAM OFTCCS
Th is m an ual exp lai ns the TCCS type engine
con trol syste m . Fo r de ta ils conce rn ing ot her
system s (ECT, A SS, TEM S, etc.l , p lease refe r t o
t he train in g ma nua l fo r each individ ual system .
W hat is TeeS?
rates cont ro l systems co nt ro ll ed by v arious ECUs
to ens ure basic vehicle performance. not only
running , t urni ng and stopping .
* At Toyot a, a co m pu te r which cont ro ls each
type of syst em is called an " ECU-.
REFERENCE- - - - - - - -- - ,
On som e ve hicle m od els. the eCT has its own
ECU, ca lled the MECT ECU " . (T he ECU fo r
en g ine contro l is ca lled th e " Engine ECU " in
th is case. l On mode ls in w hic h th e ECT doe s
not have its own separate ECU, the ECT uses
the ECU fo r eng ine co ntro l, w h ic h is then
ca lled the " Engine and ECT ECU" .
A/C
ECU
ISC
TRC
ECU
OHP 1
In add it ion. thi s m an u al assumes t hat you have
m astered the co ntents of t he manual fo r Step 2,
vo l. 5 (EFI). If yo u have not, plea se read that
ma nua l carefull y befo re beg inning th is one .
5
 OUTLINE OF Tees - History of TCCS Engine Co ntrol Syste m

HISTORY OF rccs ENGINE CONTROL SYSTEM

Th e ECU used f or co nvent io nal EFI i n export engine co n t ro l sy st em u sin g TC CS. Now,
model s beginn ing in 1979 was t he ana log circu it however, the TCe S engi ne co ntro l syste m not
type, which co nt ro lle d the injectio n vo lume only co ntro ls En but also ESA, wh ich contro ls
based on the time requi red f or a capacitor to be ign it io n t im ing ; ISC, w hic h contro ls th e id le
charged and discha rg ed . spe ed, and other su ch advance d systems; as
The micro com pute r-co nt rolled type was added well as the diag nost ic , fail-safe, and back-up
beg inning in 1981. That w as th e beginning of t he functions.

CYL.
ENGINE M ODELS
A RR. 1980 198 5 1990 1995
K series (4 K·E)
E series (3E-E) 12E-E. 4 E-FE, 5E-FEJ
--- I
>
A series 14A-GE, 4AG-ZE) , , ,
14A· FE. 5A ·FE. 7A -FE J
I
>
,
S series 12S-E) -- -- ---
I 1S-i. , S-E. 2S-EI 13S-FE. 5S-FE. , :>
L4 3S-GE. 3S-GTEJ
A series (22A·EI - - --.-
I 22R·TEI I22R·EJ !
>
Y series (3Y -E)
14Y-EJ
--- I
>
AZ series 11 AZ-E. 2AZ·E, 2AZ· FE. 3AZ·FEI !
>
. >
TZ series [2 TZ-FE. 2TZ -FZE] I
. .
G series (1G-E1l 1G-FEI - -- - -~
. ----- - ~.. - - - - - - +... -
(l G·GEI ~
..
-- .. ..
M series (4M -E. 5M -E. 5M-GEI ,
-~- - - -~ -- - - - - - - ~ - - - --
,
L6 15M -GE. 6M -GE. 7M -GE. 7M-GTEI , I
:>
, ,
JZ series [2J Z-GE, 2JZ-GTEI I
>
F series (3F-EI I I:> ,
FZ series 11 FZ-FEI ! :>
V6
VZ series (2V Z· FE)l3VZ-E, 3V Z-FE. 5VZ·FEl ! :>
MZ series 11MZ -FEl I
:>
VB UZ series 11UZ·FEI !
>
INTAKE Al A SENSING DEVI CES
Vane type air f low meter •
Manifold pressure (vacuum) sensor •
,
,•
Opt ical Karm an vo rtex ty pe air flow met er
Hot -wi re t ype mass air flow meter •
I: No longer in production models - - - .- : EFI rEFI control onlyl
I: Current prod uct mod els c:::::::) : TCeS l EFt. ESA. rs c . Diag nosis . et c l

6
 OUTLINE OF Tees - Sy stem Description

SYSTEM DESCRIPTION
T he f uncti o ns of th e engi ne cont ro l syste m
inclu de EFI, ESA, an d ISC, w hic h cont ro l basic
en g ine performance; a d iagno st ic f unct ion ,
whic h is usefu l whe n repairs are m ade; and fail-
safe and bac k-up functio ns. w hic h ope rate when
any of these control syst em s ma lfunctio n.
In addit io n, the re are aux iliary eng in e co ntro l
devices on th e engine. suc h as the 00 cut-off con-
t rol sys te m. int ak e air con t ro l sys t em, and others.
These functions are all cont ro lled by the Engi ne
ECU.

Fuel pump
M anif old pressure
senso r

Throttl e posi tion senso r

Inject or

Knock sensor
Distributor=:'===J;;;~~~'fi~
and ignite r d~\=",~o::::'-':'1:=-';-' Igni ti on switch
Water temp . se.n~s=o=,_~~~~:::,,::::~-;~ Circu it op ening relay
Oxygen sensor Eng ine ECU
V ariable resisto r"
Check connect or
Idle speed contr ol
valve
Vehicle speed sensor
Intake air temp . sensor

..Ap plicable only to General Count ry specif ication vehicles without ox ygen sensor .

LAY OUT OF ENGINE CONTROL SYSTEM COM PONENT S

(COROLLA 4A·FE ENGINE FOR EUROPE A pr .. 199 2 )

7
 OUTLINE OF Tees - Syst em Descript ion
1. FUNCTIONS OF EN GIN E CONTROL SYSTEM
EFI (ELECTRONIC FUEL INJECTION)
A n electric f uel pu m p supplies suffic ie nt fu el,
un der a consta nt pressure, to t he inject ors.
These inject o rs inject a me t er ed qua ntity of f ue l
i nto th e inta ke man ifold in acc orda nce w it h
signa ls from t he Engine ECU.
T he Engi ne ECU receives signa ls f ro m va rious
se nso rs ind ic ati ng cha ng ing eng in e o pe rat i ng
co nd it ions such as:
• Ma nifold pressu re (PIM ) or in t ake air vo lu m e
IVS, KS 0 ' VGJ
• Crankshaft ang le (G )
• Engine spee d (NE)
• Acceleration/dece le ratio n (VTA)
• Coo lant tem peratu re (THW )
• Inta ke ai r temperatu re (THAI
et c.
T hese signals are ut ilized by the Engine ECU to
determ ine the inject io n duratio n necessa ry fo r
the o pt im al ai r-fue l rat io t o suit t he present
eng ine run ning conditio ns.
Fuel
+
Injecto r
OHP 3
8
ESA (ELECTRONIC SPARK ADVANCEI
The Engi ne ECU is programmed w it h data th at
w ill ens ure op tim al ig nition t i m i ng unde r any
and all operat ing co ndit ions. Based on t his dat a,
and on da ta provi de d by th e se nso rs t ha t
m on ito r .va rlo us eng ine o pe rat i ng co nditi o ns ,
suc h as t hose shown bel ow , the Eng ine ECU
sends lGT (ignitio n t imi ng) signals t o t he igni te r
t o tri gger t he spa rk at precisely t he rig ht insta nt .
• Cran kshaft ang le (G)
• Engine speed (NE)
• M ani f o ld p ressure (P1M) or int ake air volume
(VS, KS or VG I
• Coola nt te m pe rat ure (THW )
etc.
Ignit er and ignition coil
Sp ark plug Di st ri but or
OHP 3
 OUTLI NE OF Tees - System Description

DIAG NOSTIC FUNCTION

ISC (IDLE SPEED CONTROL)

The Eng i ne ECU is p rogrammed w ith target T he Eng ine ECU is constantly m onit o ri ng t he
engi ne speed v al ues t o respon d t o d iffe re nt sig na ls that are in pu t t o it fro m the v ari o us
eng ine conditions such as: senso rs. If it det ects any ma lfu ncti on s in the
in put sig nals, t he Engin e ECU sto res data on the
• Coola nt te mpe rat ure (THWI
mal fu nctio n i n it s m emo ry and li g ht s th e
• Ai r condit ioner on/ott (AlCI
" CHECK ENGINE" lamp . W hen necessa ry , it
etc .
di splays th e ma lfunction by light ing the " CHECK
ENGINE" lamp , display in g on a tes te r" or ou tput -
Se nsors t ra nsm it signa ls to the Eng in e ECU,
t ing a voltage signal.
wh ich , by means of t he ISC v alve, controls t he
• OBD - II sca n tool or T OYOTA hand -held t est er
f low of ai r th ro ugh the throttle valve by pass and
adj usts t he idle speed to the ta rge t v alue.

ISC valve

" CHECK ENGINE" lamp

OHP 4

FAIL-SAFE FUN CTION

o If t he signals in pu t to the Eng i ne EeU are

abn ormal , the Eng ine ECU switches to sta nda rd
values st o red in it s internal m em o ry t o co ntro l
t he engine. This makes it possi ble t o contro l t he
engine so as to co nt inu e m ore-or-l ess no rm al
QHP 4
vehic le ope rati on.

BACK-U P FUNCTION

Eve n if th e Engine ECU itself becomes pa rt ially

in o perat iv e, the back-up fu nction can co nt inue t o
execute fu el i njection and i g n it io n tim ing
contro l. Thi s m akes it possible t o co ntrol the
eng ine so as t o co nt i nue more- or-Iess no rmal
vehicle operatio n.

OTHER CONTROL SYSTEMS

In some eng ines , t he 0 0 cut -off co ntrol system,

in ta ke air contro l system , and some oth er au x-
ili ary syste ms are also co nt ro lled by the Engin e
ECU.

9
~
~ OU TLINE OF Tees - Sy stem Descri pti on

2. CONSTRUCTION OF ENGINE CONTROL SYSTEM

BLOCK DIAGRAM
Th e eng ine co nt ro l system ca n be broadl y T he sens ors and actu at ors w hic h form th e ba sis
divid ed i nto th ree gro up s: t he sensors, th e of an engine cont rol syste m used in an engine
Engin e ECU and th e actuat o rs. w it h an oxygen se nso r are shown be lo w .

SENSORS ACTUA TO RS'"

-
MAN IFOL D PRESSU RE EFI
SENSO R l D-T YPE EFI) -- -- - - --- -- --- ---- -
PIM #10 NO. 1 AN D 3 INJ ECT ORS
A IR FLOW METER " :!. VS , KS #20
(L·T YPE EFI) orVG NO. 2 A ND 4 INJECT ORS

DISTRI BUT O R ESA

---------------------------- IGT --- - - - -- - - - -- -- - - -
• Cra nkshaft angle sig nal G IGNITER
• Engine spee d signal NE IGF
THW IGNITION COIL
WATER TEMP. SENSOR

TH A DISTRIBUTOR
INTAKE AI R TEM P, SENSOR

SPA RK PLU GS
THR OT TLE POS ITION SENSOR
----Idling
------------------------
• sig nal IDL
ISC
• Thro ttle position signal VTA
ISC -------- --- -- - - - - --
IDLE SPEED CONT ROL VALV E
IGNIT ION SW ITC H (RSC)
ENGINE RSO
(ST TERM INA l) ECU
---------- ----------------- - STA OXYGEN SENSOR HEATER
• Starting signal CONTR OL
HT
SPO OXYG EN SENSOR HEA TER
V EHICLE SPEED SENSOR

OXYG EN SENSOR FUEL PUM P CONTROL

OX
FC ---- - - -- - - --- -
VA RIABLE RESISTOW 3 VA F CIRCU IT OPENING RELAY

NSW
NEUT RAL START SW ITC H W CHECK ENGINE LA MP
(Diagnostic code displa y)
TA ILLIGHT & ELS
DEFOGGER RELA YS

A /C
I AIR CON DIT IONER

KN K
I KNOCK SENSOR

TE
I CHECK CONN ECTOR
TE,

BATT +8
I BAT T ERY II EFI MAI N RELAY I
* 1 Act uators onl y relat ed profo undly t o t he engine control are show n here.
*2 A lt hough a Ootyp e EFI is shown in the above fi gu re and a L-ty pe EFI senso r is also shown for ref erence.
*3 A pplicable only t o General Count ry speci f icatio n vehicl es without oxyge n senso r.

COROLLA 4 A· FE ENGINE FOR EUROPE (A pr., 1992)

10
 OUTLINE OF Tees - Sy stem Desc ri ptio n

COMPONENTS AND FUNCTIONS REFERENCE ----------~

The sig n als u sed f o r each contro l may differ for
The se nso r s, Eng ine ECU , and actuato rs , wh i ch so me en g in es .
are t he basis of t he engine contr ol system, are
shown in t h e fo llo wing t able, a lo n g w it h t heir
r e lat i o n s h i p wit h the m ain f un ct io ns o f t he
engine control syste m, EFI , ESA and ISC .

SIG-
COMPONENTS FUNCTI ONS EFI ESA ISC
NALS
Manifold pressure senso r
(vacuum senso r) tn-tvoe PIM Sens es intake manifold pressure.
EFIl
.... ....... 0 0
A ir f low meter VS, KS
Senses intake air v olume.
(l-type EFI) orVG
G Senses cranksha ft angle. 0 0
Distributor
NE Senses engine speed. 0 a0
Water te mp. sensor THW Senses coolant temperature. a a a
Int ake air temp. sensor THA Senses intake air temperatur e. a
Throttle position sensor IDL Senses when throttle va lve is fu lly dosed. a a a
ton -ott type)
.. .............................. - ... - .. - . PSW Senses when th rottle valve near fully open . a
Senso rs
Throttle posi tion sensor IDL Senses when throttle val ve is fu lly closed. a a ()
(linea r t y pe) VTA Senses throttle valve opening angle. 0
Igni ti on switch STA Senses when ignition switch is start pos ition. 0 a a
Vehicle speed sensor SPD Senses ve hi de speed. 0 a
Oxygen sensor
(0 2 senso r)
ox Senses oxygen density in exhaust gas. a
It is used to change the air-fuel ratio of the idle
Variable res istor VAF
mixtu re. a
Senses whe ther t ransmission is in " P" or "N " ,
Neutral sta rt switch NSW
or in some other gear. a
Taillight & defogger relays ELS Senses elec trical load . 0
Ai r conditioner AIC Senses whether air conditioner is on or off . 0 r'
'"
Knock sensor KNK Senses engine knocking . 0
Determ ines inject ion du ration and t iming, igni-
tion ti ming, idle spee d, etc .. based upon data
Engine ECU
from sensors and data stored in memory , and
a a 0
sends app ropriate signals to con trol actuators .
Inject s fuel into in t ake manifold in accordance
Injec tors
No .l0
NO.20 w it h signals f rom Engine ECU.
a
When IGT sig nals from Engine ECU go off,
IGT primary cur rent to ignit er is int erru pted, ,nd
Ac t uators
Ignit er
IGF spa rk s are ge nerated by spark plugs. Igniter
a
th en sends IGF signals to Engine ECU.
Controls idle speed by changing v olume of air
Idle speed co ntrol va lve ISC f lowing through th rottle valve bypass in accor- ()
dance w it h sign als from Engine ECU.

"
 OUTLINE OF Tees - Syste m Descriptio n

3 . ENGIN E CONTROL SYSTEM DIAGRAM

Neutral start Speed Combinatio n

se nso r m ete r

c:
swrtc h
I
Check c o nnec t or
r----c i aill ig ht relay
Def o gg er rela y
Ign it io n sw it oh
L . -J Circu it ope ni ng
-0"

relay
" CHEC K

Fuel pump _ JL 1 riEL ENGINE"

lamp
I

{Itt Air
conditi oner ro Engine ECU
c::J ~ Ba ttery

Fuel t an k amplifier

Distrib utor and

ig n iter

•, I
~T
-
1/ II o~ t- Manifold pressure Va riable
K ~ j sensor
-
resistor •

lr 11
··••

~
~ Ox y g en sens 0'

.:
Iot a ke air
tern p . se nsor ""to
T h rottle I I
ISC va lve position
sensor S

Press ure ,.:U,atm /

'f-
Inject o r
Kn oc k
se ns or Water temp . senso r
, I1I I
TW C
un
• Applicable on ly to Gene ral Count ry specification v ehic les withou t o xy gen senso r.

CO ROLLA 4 A -FE ENGI NE FOR EUROPE (Apr ., 19 9 2 )

12
 ELECTRONIC CONTROL SYSTEM - Gener al

ELECTRONIC CONTROL SYSTEM

GENERAL
Th e eng i ne co ntro l system can be d ivid ed into
three groups: sensors (and t he signa ls output by
t hem ), th e ECU, and actua to rs. This sectio n
describes only t he senso r (signa l) syste ms.
ECU f unctio ns are divide d into EFI co ntro l, ESA
co nt ro l, ISC control. di agnosti c fu nct ion, fa il-safe
funct ion , back-u p fun ct ion and othe rs. Each of
t hese f unctions is cove re d in a separate section
of this m anua l.
Act uator fu nct io ns are also cove red
sepa rate section .
Th e fo llowing ta ble shows the specifications f or
t he 4A· FE eng ine. Informa t ion on sensors (and
t heir signa ls) m a r ked w ith a ci rcle in the
"A PPEN DIX " co l u mn is in cl u d ed in the
specifications f or each eng ine in t he APPENDIX
sect ion (page 188) at t he back of this man ua l.
Sensors (sig na ls) covered in Step 2, vo l. 5 (EFI),
are cove red in outl ine fo rm only in this manual.
If t her e is a ci rcle in t he "STEP 2 (EFU " co lumn in
in a th e fo llowing t able, re fer to t he Step 2, vol. 5
(EFI), for a deta iled exp la nation of the rel ev ant
sensors (and t heir signa ls).

PAGE
STEP 2
SENSO RS (SIGNA LS) (T HIS ITEM · REMARK AP PENDIX
(EFI)
MAN UAl)
Engine without stepper
motor type ISC valve
15 0
Power ci rc uitry
Engine w it h stepper
motor type ISC va lve
16

VC circ u itry 16 0
Ground circu itry 16 0
Manif old pressu re sensor
(vacuum sensor)
17 0 0
Vane type 18 0 0
Op tical Karman vortex
Ai r fl o w meter
type
21 0
Hot-wire type 21 -1

Throttle On -off type 22 0 0

po siti on sensor Linear type 23 0 0
In-di stribu t or type 24 0 0
G and N E signal
generators
Cam position sensor t ype 27 0
Sepa rate type 28 0
Wa ter temperature sensor 30 0 0
Intake air te mperatu re sens or 30 0 0
Oxy ge n sensor Zirconia el em ent type 31 0 Wi th TW C 0 0
(0 2 senso r) Tit ania element type 32 0
lean m ixture sensor 33 0
* Specifi cations for Carella A E101 4A-FE engine (Apr ., 1992) (Con tinued on next paq e ]

13
 ELECTRONIC CONTROL SYSTEM - Gene ral

PAGE
ITEM- STEP 2
SEN SORS (SIGNALS) (TH IS REMARK APPEND IX (EFI)
MANUAL)
Reed switc h type 34
Pho t o coup ler t ype 34
Ve hicle sp eed Electromagnetic p ick up
sens or type
35
MRE (m agnet ic resist anc e
element! t yp e
36 0
ST A (ignit ion switc h ) signal 38 0 r>
~

NSW (neutral sta rt switch) signal 38 0

Ale (air co nditionerl sig nal 39 0
Elec t ric al load sig na l 39 0
Fuel co ntro l sw itc h or connec t or 40
Cali f ornia
EGR ga s temperature sens or 40 0 spec if ic at ion m od els
Except w ith oxyge n
Vari abl e resist or 4' 0 senso r
Kick-down swit ch 42
Water t emper ature switch 42
Clu tc h s w itch 42
W it h kno cki ng
Knock sen sor 43 0 co rrect ion f or ESA 0
HAC (hi gh -alti t ude cc m pensationl sen sor 44
Turbo charging pre ssure sensor 44
St op lam p sw itc h 45
Oil pressur e switch 45
Th rottle opening ang le
signals
45
Thr ot tle opening angle
signals f or T AC (tra ction 45
co nt rol! system
Crui se c ont ro l sys tem
co m m unic at ions signal
46
TRC sy st em
com m unic at ions signal
46
Co m m u nic at ions
si gnals A BS (ant i-lock brake
sys tem ) communications 46
signal
Int ercooler system
wa rn ing signa l
46
EH PS (elec t ro- hy drau lic
power steering ) system 47
co mmunications signal
Engine speed signal 47
Diagnostic t erm inal Is) 47 0
- Specifications for Corolla AE101 4A· FE eng me (A pr., 1992)

14
 ELECTRONIC CONTROL SYSTEM - Powe r Circuitry

POWER CIRCUITRY
This circuitry supplies po we r to the Engi ne ECU, ELECTRICAL CIRCUITRY
and includes the ig nition switc h and the EFt main
Engine ECU
relay . T here are tw o t y pes of th is ci rcu itry in EFI fuse BATT
use . In one, cu rren t f lows d i rec tly fr om t he
ig nition switch t o t he EFt m ain rel ay coil to
Ignition
sw itc h
I --:::-
,
+B

operate the EFI m ain re lay (t he type without the ~ :+8 1

L • ••

El
st ep per mot or type ISC valve ). In the other, the ER -
Engine ECU operates the EFI main relay d irectly m ain

(t he type with the st ep pe r moto r t ype ISC Batte ry -,, relay

valve ).
-
1. ENG INE WITHOUT STEPPER M OT OR
- ~ ~

TYPE ISC VALVE OHP 7

The followi ng d iagram s show the type in w hic h

the EFI main relay is operated di rectl y from the To stop lamp sw itch Engine ECU
ignit ion switch. When the ig ni t io n switch is STOP fu se t BATT
turned on , cur rent flow s to the coi l of the EFI EFI f use r=- +B
main re lay, causi ng the co nt act s to close. This
~ :+ 8 1
k •••

su ppl ies po we r t o the +B and +B1 termina ls of

the Eng ine ECU. Battery vo ltage is supp li ed at I~n
switch
EIT-
main ~
all t im es t o the BATT termina l of th e Eng ine ECU relay

t o prev ent the diag nosti c co des an d othe r data Batter y 7,

in it s mem o ry from be ing e rased w he n t he
-
ignition sw itc h is turn ed off.
- - -
OHP 7
T he re are two types of circ uitry f o r the type Some models only
w ithou t a step pe r moto r, de pe ndi ng on t he
ve hic le m od el.

15
 ELECTRONIC CON TROL SYSTEM - Power Circ uitry, VC Cir cuitry, Ground Circuitry

2. ENGINE WITH STEPPER MOTOR TYPE ELECTRICAL CIRCUITRY

ISC VALVE Engine ECU
The diag ram be low shows the ty pe in w hi ch th e BATT
EFI ma in relay is operated fro m the Engine ECU.
In en g i nes w it h t he ste ppe r m otor type ISC
valve. sin ce i n iti al set co nt ro l is carried o ut
-- +B
;+ B1·
"----
I
5-V constant-
Voltage circuit

w hen t he ign itio n switc h is t u rn ed off. power is

supplied t o t he Engin e ECU for t his pu rp ose for
<D
VC

oTHW . THA
r-
I
Microprocessor

app r ox im at ely 2 seco nds after t he ig nit io n

switch is turned off. (Fo r fu rth er detail s. see etc . * Some models only OHP 8
page 105.) W hen the ig niti on swi tc h is t urned on ,
battery vo lt age is suppli ed to t he IGSW te rm ina l
CD Ou tputs 5 V f ro m t he 5·Y co nstant- vo ltage
ci rcui t.
of th e Engine ECU . and the EFI ma in relay
con t ro l circ uit ry in t he Engine ECU sends a signa l
® Outp ut s 5 Y f ro m the 5·Y constant-voltag e
circuit th roug h a resistor.
to th e M -REL t erm ina l of t he Eng i ne ECU .
NOTE - - - - - - - - - - - _____
tu rn ing on t he EFI m ai n relay. This sig nal causes
When t he YC ci rcu it is op en or shorted , eac h of
cur rent t o fl ow to the co i l, clos ing the co nt acts
t he sensors using the 5 V co nstant vo ltage of
of t he EFI m ain relay and supp ly ing power t o th e
the VC is no longer activated .
+ B an d +Bl termina ls of the Eng ine ECU. Batte ry
In addition . since the mic roprocessor will no
vo lt age is sup p lied at all times t o th e BATT
longer be activa ted w hen the VC circuit is
t erm in al of th e Engi ne ECU to prevent t he
shorted. t he en gine ECU w ill not ope rate . A s a
diag nostic co des and ot he r dat a in it s memo ry
resu lt . t he en gi ne will stall.
f ro m bein g erased wh en t he ig nitio n swit ch is
t urn ed off.
GROUND CIRCUITRY
ELECTRICAL CIRCUITRY
The Eng in e ECU has the f ollow ing t hree ty pes of
Engine ECU basic ground circ uitry:
EFI f use BATT • El term inal . which grounds t he Eng in e ECU.
+B • E2 termi nal . w hic h g ro un ds the senso rs.
1+ 81'
, - -- • EOl and E02 termina ls. which ground th e d rive
Ignition M-REL circuit s fo r t he inj ect o rs or ISC va lve. etc.
switch
IGSW Th ese ground circuits are co nnected in si de t he
El Engi ne ECU as sho wn in the fo llowing diag ra m .
Batt ery :
ELECTRICAL CIRCUITRY
• Some models only Engine ECU
OHP 7

VC CIRCUITRY To sensors
E2

The Eng in e ECU generates a co nstant 5 volts to

powe r th e m ic rop ro ce sso r from t he battery
vo lt ag es suppli ed to the +B and +8 1 termi na ls.
Th e Engi ne ECU supplies t his 5 V of pow er t o t he
senso rs th roug h circuitry like that shown be low.
To gro und I El

EO'

E02

OH P 8
16
 ELECTRONIC CONTROL SYSTEM - Ma nifold Pressur e Sen sor (Vacuu m Sensor)

MANIFOLD PRESSURE SENSOR

(VACUUM SENSOR)
The manifold pressure se nsor is used w ith 0 - A change in the intake ma nifold pressure causes
t y pe EFI for sens i ng th e i n t ake manifo ld the shape of t he silico n chip to change, an d t he
pressu re. resista nce v alu e of th e chip fluctu at es in
T his is o ne of the most im porta nt senso rs in 0 - acco rdance w ith t he de gree of deform ation.
type EFi. Th is fluctuati o n in the resistan ce v alue is
By me ans of an IC bu ilt i nto th is sens or, the convert ed to a volta ge si gnal by t he IC built into
m ani f old pressure se nso r se nses t he intake the sens or an d is t hen sent to the Engine ECU
m an if o ld pressu re as a PIM sig na l. T he Eng in e fro m the PIM t erm i nal as an int ake m an if o ld
ECU then dete rm ines the bas ic injecti on du rati on pressure sig na l. T he VC t er m i nal of the Engine
and basic ign iti on advance ang le on t he basi s of ECU supp lies a co nsta nt 5 volts as a pow er
t his PIM sig nal. so urce f or th e IC.

Silicon chip IV)

4

Vacuum chamber

t
Intake manifold pressure o 20 60 100 kPa labs)
OHP 9 (760,29.9) (610,24 .01 (310. 12.2) (10, 0 .4) (m m Hg,
in .Hg
Silicon chip
Intake manifold pressure [v ac uum]!

OHP 9
Vacuum
chamber ELECTRICAL CIRCUITRY

Manifold pressure
Filter sensor Engine ECU
VC
t I
5V

Intake manifold pressure R

OHP 9 PIM

Ie
E2
OPERATION AND FUNCTION
I I E1

l ~'td
A silico n chip combined w ith a vacuu m ch amber
m aintained at a pred et er m in ed vacuu m i s 1
i nco rpo rate d in t o the senso r unit . On e side of
the chip is expose d to i ntake m an ifol d pr essu re
7
Silicon chip
To intake manifold

and t he other side is ex posed t o the i nte rn al OHP 10

vacu um cham ber.

17
 ELECTRONIC CONTROL SYSTEM _ Manif old Pressu re Sen sor (Vacu um Sensor).
Air Flo w Met er

NOTE -----------~
AIR FLOW METER
The man ifo ld pre s su re se nsor uses th e
The air f low mete r is used w it h L tv pe EFI for
v acu um in the v acu um chambe r that is b uilt
sensing the intake air vo lum e.
into it. Th e vacu u m in t h is chamber is close to
a perfect v acu um, and is n ot infl uence d by t he In L-tvpe EFI. this is o ne of t he most im p ortant
senso rs . Th e intake ai r vo lum e signal is used to
ch an g es in atmosphe ric pressu re t hat occ ur
ca lcu late t he basic injectio n d u ratio n and bas ic
due to change s in altitude .
Th e ma nifo ld p ressu re sens o r compa res t he ignit io n ad v anc e ang le.

int ake m ani fo ld p ressu re to t hi s v acu um. and T he f oll o wing t hree t ypes of air flo w meter are

o ut p ut s a PIM signal w hich is n ot influenced used :

by chan ges in at mospheric p ressure. Vane ty pe

Volume air flow
Th is perm its th e ECU t o keep th e air-f uel ratio mete r {
Opti cal Karman vort ex ty pe
at t he o pt im al level even at hi gh altit udes.
Mass air fl ow
- Hot -wir e type
meter

1 . VANE TYPE
Perfect Atmospheric
vacuum pressure
There are tw o types of vane type air flow m et er.
101.3 200 The se diffe r i n t h e n ature of t hei r ele ct rica l
(760, 29.9) (1500,59.1 )
ci rcu it ry. but t he com p onents f or t he two types

-----_
101 .3
Absolute pressure

o
.
are th e sam e.
This type of air f lo w m eter is co m po sed of ma ny
c omp o n en t s. as show n in t he f oll o w in g
(760, 29.9) (0, 0)

I Vacuum j (sea level)

il lustration :

Potent iom eter

0 :'
(0, OJ

Vacuum I (high altitude)

Slider
- _J'-
Compensati on
OHP 10 plat e
Return spring

Intake air
~~
temp.
sensor To air intake
chamber

Idle mixtu re
From air cleaner adju sti ng screw
Bypass passage
Measuri ng plat e
OHP 11

18
 ELECTRONIC CONTROL SYSTEM - Ai r Flow Me ter

OPERATION AND FUNCTION REFERENCE- - - - - - - - - - ,

When air passes t h rou gh the ai r flo w meter from
the air cleaner, it pushes open the mea suring
plate until t he force acti ng on the mea suring
plate is in eq uilib rium w ith t he ret urn spring .
The potentiometer, wh ich is connect ed coa xially
wit h the measuri ng plat e, converts the i nt ake ai r
volu me to a voltage sig na l (VS signal) wh ich is
sent to t he Engi ne ECU . The da m pi ng cham be r
and compensati on p late act to preve nt t he
m easuri ng plate f rom v ib rat ing w hen t he ai r
int ake volum e cha ng es sudden ly .
Potent io mete r
vs
Standa rd Adjustment Mark of Id le Mixture
Adjusting Screw
A s show n in the i ll ust r at io n, a t wo di gi t
number is sta m ped o n the ai r f low m et er nea r
th e id le mi xt ure adjusti ng screw. Th is number
ind icates t he d ist ance from the bo dy upper
su rf ace to t he f lat surface of t he screw when
th e VS vo lta ge of th e air flow m eter is at th e
sta ndard vo lta ge at t he ti m e t hat th e volume
of air t hrou gh th e bypass w as adju sted during
f inal in specti on of t he ai r f low m eter at the
fact ory. For ex am ple, if the numbe r is "30" , it
m ean s that the di st ance w as 13.0 mm (0.51 1
in) . If the n um ber is " 26", it in d icat es th e
dist ance w as 12.6 mm (0.496 in ).

Compensatio n Air flow meter

plate Idle mixture
adjusti ng screw
Damping
chamber

From air cleaner c::/

/ "-''''C.-i-J~ Measuring plate

O HP 11

IDLE MIXTURE ADJUSTING SCREW

Number
An id le mi xture adj ust ing screw is inclu ded i n
the bypass passage. T his screw is used to adj ust
t he v o lu m e of intake ai r w hic h bypasses th e
measuri ng plate, and can be used to adjust th e Idle mixture
adjusting screw
idl e m ixture. (Some eng ines are equ ipped w it h
air fl ow meters wh ic h are sea led w it h an
aluminum p lug. )

u:::

19
 ELECTRONIC CONTROL SYSTEM - A ir Flow M et er

V S SIGNAL

There are two types of va ne type air f low mete r,
w h ich di ffer i n t he nature of t h ei r elect r ica l
circuitry. In on e type, t he VS volta ge fa ll s when
t he air in t ake vo lum e becom es large and in t he
oth er type, th e VS v ol t age rises when the ai r
intake vol ume becomes large.
(1) Typ e 1
The Engi ne ECU ha s a bu ilt-in co nsta nt-vo ltage
circui t, wh ich sup pl ies a const ant 5 V to t he VC
t erm i nal of t he ai r fl ow m et er. Co nseq uently,
the ou t p ut vo lt age at t h e VS t er m i nal w il l
always ind icat e t he exact opening ang le of t he
m easur ing plate, an d t herefo re, t he exact intake
air vo lume.
Fuel pump switch
Potent iomet er
'2j Type 2
Th is t ype of air flow meter is sup plied w ith
battery vo ltage from the VB te rminal.
T his ty pe of air fl ow m et er does not have a
con st ant vo lt age (5 V) supplied f rom t he Eng ine
ECU, so the vo lt ag e dete rm ined by the rat io of
t he re sistances of t he resist or between VB and
VC an d t he resist o r between VC and E2 is input
t o t he Engine ECU via the VC te rm ina l.
As a result, eve n w he n th e VS v o lta ge is
affected by fluct uati ons in t he batte ry vo ltage,
t he Eng i ne ECU , by ex ecu t i ng th e f oll ow in g
calculat i on, can detect t he int ake ai r vo lume
accu rate ly:
Intake air vo lum e _
VB - E2 VB - E2
"IV"CC-::' E"2ii-,-::-''' 21 ~ VC VS
IV'"'SC-::' E'?i
For further details, see St ep 2, vol. 5 (EFIl .
Fuel pump switch
.. --_ ... --_.- -- _ ..Pot
_---entiomete
_. - -_... -.r

'-
FC E1 E2 VC E2 VS THA FC E1 E2 VB VC VS THA
(E 1) (FC) IE1) IFel

OHP 12 OHP 12

,
Voltage of battery
VB H E2

VCH E2

VC +-+ E2 Voltage (V)

VS H E2

Voltage tV)

o L-----=::=:::::::::
Measuring plate opening angle __ o L-- - - - - - _
(intake air v olu me! Measuring plate opening angle -
OHP 12 (Intake sir volume)
20 OHP 12
 ELECTRONIC CONTROL SYSTEM - Air Flow Met er

2 . OPTICAL KA RM AN VORTEX TVPE

This type of ai r f low m et er di rec t ly senses th e of a pi ece of t hin me ta l f oil (called a "m irro r") to

in take air vo lum e optical ly . Comp ar ed t o t he t he pressu re of th e vo rtexes and opti ca ll y

vane type air flow m eter, it can be m ade sma lle r detecting t he v ib rat ions of t he m i rr or b y m eans
and li ght er in w eight. The sim plif ied construct ion of a photocoup ler (an LEO combine d with a

of th e air passage also reduces inlet resi stance. phot otran sis to r),
Th is air f low meter is co nst ructe d as shown in
t he fo llowing ill ustration:

Mirror LED Leaf spring

From
air •
~"Ji~;i~~~~~~·
~ Vortex
creaner generator
OHP 13

Th e i nt ake ai r v o lu m e (KS) sig na l is a puls e

Vortex Pnotot ranslstor
generator sig nal like th at shown below . W he n t he inta ke
OHP 13
ai r vol u me i s lo w , t h is sig na l has a low
OPERATION ANO FUNCTION frequen cy . W he n the intake air vo lume is hig h,
t hi s sig na l has a high f requency.
A pilla r (calle d t he "vortex ge ne rator") placed in
t he m idd le of a uniform flow of ai r ge ne rates a
vo rt ex calle d a " Karma n v o rtex" down -st ream h
nnnnn ~ ~n nn ~II~~~
~i~I:~:J UUUUL_._ J~~~~L J~~~m
H;9
of the pilla r.
T he freq uen cy "f" of the Ka rma n vo rtex t hu s
l ow High
ge nerate d, th e ve locity of t he ai r "V" an d th e Int ake air volume
di am ete r of the p ill ar " d " hav e th e fo llowi ng OHP 13
relati onsh ip:

V ELECTRICAL CIRCUITRV
f = K x
d
Eng ine ECU

~Iy~~ Air f low met er

VC
5V

Pillar (vortex generator)

KARMAN VORTEX KS
OHP 13 ~.
~q" E2
Utilizing t h is pri ncip le, the freq uenc y of th e
vo rt ex es gen er ated by th e vo rtex gen er at or is LED E1 I
m easured , maki ng it possible to det ermine t he
air fl ow vo lume .
Photoira nsistor
1
Vo rtexes are detected by subj ect ing t he surface
OHP 13

21
 ELECTRONIC CONTROL SY STEM - Ai r Flow Meter

3 . HOT -W IRE TYPE

Inst ead of measuring int ak e air volume in t he man -
ne r of othe r air fl o w meters , a hot -wire t yp e air
flow met er m easures inta ke air m ass direct ly .
The st ru cture is bot h co mpact and lig htweig ht. In
addition, there is onl y a low level of int ake
resista nce by the sensor.
Hav in g no mechanic al fun ction s it o ffers a
superior durability .
OPERATION ANO FUNCTI C' N
Curre nt flow s to t he hot -w ire (heat er) ca us ing it
t o be heated . Whe n air fl ow s throu gh the w ire.
the hot-wire is co oled co rrespo ndi ng to the intake
air ma ss. By c ontrolling th e current f lowing to the
hot -w ire in order to keep th e h ot -wire temperature
const ant. t hat current bec omes proportion al to in -
t ake air mass . In t ake air m ass can t hen be
m easured by det ecting t hat curr ent. In c ase of
ho t -w ire t y pe air f low meters . t his current is con -
ve rted into a voltage t hat is th en out put to th e
Engine ECU.

Current

Intake ~

"~'-j
Hot-w ire
(heat e rl
Ther m ist or

REFE RENCE - - -- - - - - ---..

A hot -wi re type air fl o w meter as shown below
Hot-w ire [heater ]"
is used on so me m odel s.
"Constan t t emperature

IVI

Int ake air

Hot -w ire
Int ake air mass _ (g/sec.)
The rmistor

21-1
 ELECTRONIC CONTROL SYSTEM - Air Flow Meter

Di agram Indic ati ng Prin ciple o f Elect ri c al Circui t ry

In an actual air fl o w m eter, a ho t -wire is inc or- Engine

pcret ed in t o the br id ge circuit. Th is br idge ci rcui t Air flow mete r ECU
ha s t he characte ristic of t he potentia ls at p oi nts A
Ra [t hermistor]
,----,
and B bei ng equ al w hen the product of re sist ance Rh (hot-wire; heater)
.. / '
alo ng t he diagonal lin e is equal HRa + R31 . R1 = VG
Rh . R21. W hen t he hot -wire (Ahl is co ole d by in -
t ake air, resist ance decr eases resu lt ing in the for-
VG-
mat ion of a diffe rence bet we en th e pot ent ials of
po int s A an d B. A n ope ratio nal am pl if ier det ect s
Operat ional
t hi s di fference and causes a rise in the volt age ap- amplif ier
pli ed to the ci rc uit (incr eases t he cur ren t fl o w ing
t o t he h ot-w ir e IRh)) . W he n t hi s is don e, t he
te mpe ratu re of t he hot -wi re (Ah ) aga in rises
resu lt ing in a corr espo n di ng increase in resist anc e ~ REFERENCE - - -- - - - - - ______
until t he potentials of points A an d B be c ome The v o lt age (V ) requ i red to rai s e th e
equal (t he vo lt ag es of po ints A and B bec om e te m pe rat u re of t he ho t -w ire (Rhl by t he amount
higherl . By ut ilizing t he propert ies o f t hi s type o f o f AT from t he intake air temperature remains
bridge circ uit, the air f lo w me t er is able t o c on stant at all t imes eve n if the in ta ke air
m easu re intake air mass by det ect ing t he voltage te m pe ratu re changes . tn addit io n. t he cooling
at po in t B. Moreo v er , in t h is system , t he cap aci t y o f t he air is always pr op ortional to t he
t emperat ure of the ho t -w ire tRhl is continu ou sly intake air m ass. Con sequ ently , if t h e intake air
ma inta ined at a cons ta nt te mpe rature h ighe r than m ass rem ain s t h e same, t he out put of t he air
t he t emperature of t he int ake air by us ing t he t he r- fl o w m et er w ill not cha nge ev en if there is a
m ist or tRa). change in intake air t emperature .
Co n sequent ly, since intak e air ma ss c an be
m e a su r ed ac c ura te ly e ve n if int ake air 20 ' C H T . _ ,~ ~_o~.= ~e_~RL\~:_'::t~::
t em perat u re ch ange s. it is n ot necessary f or th e
Engin e ECU t o co rrect th e f ue l in jection durat ion
OO C+ dT . - - - - - - - -- - - - - - - ~- - - ----
V
for t h e inta ke air tem p erature. In add ition . w hen
vlntakex t emperat ure
air den sity d ecreases at h igh altitudes . t he c oo lin g
capacit y o f t he air d ecrea ses in com par ison w ith
t he same int ak e air volu me at sea level. A s a
resu lt , t he amount o f cooling of the hot -w ire is
NOTE - - - - - - - - - - - ______
redu c ed . Since t he in take air m ass de t ected will
A n intake air tem peratu re sens or is not required
also d ecr ease t he h ig h -alt it u de com pens at ion cor-
for the measurem ent of intake air m ass due to
rection is not necessary .
t he properties o f a ho t -w ir e t y pe air flow meter.
However , sinc e intake air t emperat ure is re-
qui red for other electron ic c ontrol sy stem s of
the engine . the hot-wire type air fl o w meter has
the built-in intake air t emperature sensor.

21-2
 ELECTRONIC CONTROL SYSTEM - Throttle Position Sensor

THROTTLE POSITION SENSOR

Th e t h rottle positi on sen sor is m ounted on the
t h rottle body. Thi s sen sor co nverts the t hrottl e
ope n ing an g le t o a vo lt age and sends it to t he
IOL -
Engine ECU as the throttle o peni ng angle signal.
Th e IDL sig nal is used m ain ly in fue l cut-off
PSW - -f.-- -J+i-
contro l and igniti on timing co rrect ions and the LSW -~=

VTA o r PSW signal is used main ly fo r in cre asing E

t he fue l i nject io n v o l um e to i ncrease engi ne
o ut pu t.
Th er e are two types of t hrott le posit ion sensor, (3': With L1. L2 and L3 terminals
as fo llows:
• On -off type L3
• linea r type L2

1. O N-O FF TYPE

This type of throttl e po sition se ns o r de tects

PSW
w hether t he engi ne is idling or running unde r a E
heavy load by means of the idle (l OLl contact or Ll
po wer (PSW) contact . IOL

Other terminal s or co nt acts can also be used to '4 '1 With ACC 1 and ACC2 t erminals
perform other funct ions, de pend ing on the type
of engine. These include : the lea n burn switch
(LSWI con tact. for lean bu rn correctio n; t he 11,
L2, and L3 term inals for control of t he ECT; t he
ACC1 a nd ACC2 te rmi nals for se nsin g
acce lera tion; etc. For further det ail s, see Step 2,
vo l. 5 (EFI).

ELECTRICAL CIRCUITRY (2·CONTACT TYPE)

Engine ECU
PSW ___ Throttle positio n
sens or

ID~ =~
:=t:::~: IOL +8 or 5V

<, E
L
/"
On ,,/ " PSW +8 or 5V
IDL H E Off
L.
On
PSW H E Off
OHP 14
Throttl e valve -+ Open
OHP 14

22
 ELECTRONIC CONTROL SYSTEM - Throttle Positi on Senso r

2. LINEAR TYPE
This sens or is co m p osed of tw o slide rs (at th e ELECTRICAL CIRCUITRY
tips o f w hic h ar e m ounted the contact s f or t he
IDL and VTA sign als, resp ectively). Engine ECU
Thrott le posit ion
sensor
A co ns t ant 5 V is appl ied t o the VC t ermi n al
VC
from the Engine ECU. A s the contact slides along
the res istor in accord ance w it h t h e th ro ttle v alve
(Open)
VTA .,' 5V

~.\
opening angle, a vo lt age is appl ied t o the VTA IDL .,' L. +8
termina l in propo rtio n t o this an gle. E2
(Closed) E1
When the throttle v alve is cl osed co m plete ly,
the c ontact fo r th e IDL sig n al con nects the IOL
and E2 termin als.
1
To other ECU(s)
OHP 15
The VTA an d IOL output sig nals are as shown in
the table be lo w . * De pe ndi ng o n t he mo del, t his circuit ry may
incl u de b oth re sist ors Rl and R2, Rl o nly, or R2
only.

Slider (contact for

IOL signal)
NOTE -----------~

Recent linear type throttle po sition sensors in -

clude models without an IOl poin t and t h e

a-=VTA model w it h an IOL point but its terminal is n ot

connected t o the Engine ECU. In these models ,
vc
the Engine ECU detects idling condit ion p erfor-
Open ming learn ed control by using th e VTA signal .
Slider (contact for
Resistor VTA signal)
OHP 15

IVI
5 - 12 r--.-- - - - - - - - -,
5 - ---- - - - - -- --- - - -- --
4
3
2
1

o I
Idling Fully open
Closed +-- Throttl e valve --+ Open

OHP 15

23
 ELECTRONIC CONTROL SYSTEM -
G AND NE SIGNAL GENERATORS
Th e G and NE sig na ls are gen erated by t he
t i m ing roto rs o r sig na l plates and t he pi ckup
coils. T hese signals are used by t he Eng ine ECU
to detect t he cran kshaft angl e and engine speed .
Th ese sig na ls are very import ant not only for t he
EFI system but also for th e ESA system .
T he senso rs w hich generate these signals can be
di vided int o t he f oll owing t hree types depend ing
on t hei r i nst all at io n positio n , but their basic
constructio n and o perati on ar e t he sam e:
• In-dist ribut or type
• Cam posit ion sensor type
• Separat e type
1. IN-DISTRIBUTOR TYPE
Th e convent iona l gove rn o r advance an d vacuum
advance m ech an ism s hav e been elim inate d in
t he d i st ributor used w ith th e TCC S engin e
co nt rol system, since spark adva nce is cont ro lled
electro nica lly by the Engi ne ECU. The di stributor
in t he engi ne co nt rol syste m conta ins the tim ing
roto rs and pick up coils for t he G an d NE signals .
G signal
t iming roto r
NE pickup coil
G pickup coil
o G pickup coil
OHP 16
The n umber of teeth o n t he rotor an d t he
number of pickup co ils differ depe nd ing on the
en g ine. Below , w e w ill ex plain t he const ruct ion
and op erat ion of t he G and NE signal generators
24
G and NE Sig na l Generato rs
t hat use a sing le picku p coil and a a-toot h rotor
f or th e G signal, and a sing le pi cku p co il and 24-
toot h rotor f or t he NE sig nal.
G SIGNAL
T he G signal info rms t he Eng ine ECU of the
standa rd cra nkshaft angle, which is used to
dete rm i ne th e inj ecti on t im ing and ig n iti on
t iming i n rel at ion to the TDC (top dead cente r) of
each cy linder.
T he compo ne nts of the dist ributor used to
ge nerate t hese signals are as foll ow s:
1) T he G signa l timing ro to r, which is fi xed to
the di strib uto r shaft and t u rn s once f o r
eve ry two rot at ion s of the crankshaft.
2) The G pickup co il, which is mo unted o n t he
inside of t he distributor housing.
The G signal t im ing rotor is provided w it h fou r
t eet h w h ich act ivate th e G pic kup coil f our ti m es
per each rev ol utio n of t he d istr ibutor sha ft,
ge ner ating the wavef or ms show n in the chart
shown below. From t hese signals, t he Engine ECU
det ects wh en each piston is near T DC (ex -
am ple: BTDC 10 ° CA * I.
• Depending on engine models .
G signal
t iming rotor
o
OHP 16
1 t urn oftiming rotor
180 CA (crankshaft angle)
0
G signal " I~~
OHP 16
 ELECTRONIC CONTROL SYSTEM - G and NE Signa l Generators

NE SIGNAL ELECTRICAL CIRCU ITRY, AND G AND NE

SIGNAL WAVEFORMS
Th e N E si gn al is use d by the Eng in e ECU to
(1) G signal (1 pickup coi l, 4 teeth)
detect the engi n e speed . NE si gnals are
NE signal (1 pickup coil , 24 t eeth)
gene rated in the picku p coil by the timing rot or
in th e same w ay as with the G signal. The o nly Eng ine EeU

differen ce is t hat th e tim ing r ot or fo r the N E

signal ha s 24 t eeth . It acti vates the NE picku p
co il 24 times pe r ea ch rev ol ut i o n of th e <? G

G-

e
d is t r ibut o r shaft, gen er ating t he w av eforms
sh own in t he cha rt . Fr om these sig nal s, t he NE

Engine ECU detect s t he en gine speed as we ll as

each 30' change in th e eng ine crankshaft angle. 1 OHP 17

I'ao' CAl
NE pickup co il G sig nal

NE signal

OHP 17

i2: G s ignal (1 pickup coil. 2 teeth)

NE sig nal t imi ng rotor NE si gnal (1 pickup coil. 24 teeth)
OHP 16
Eng ine EeU

1/2 t urn of timing rot or

\. -I 0 "
G

G-

NE signal
e r
NE

OHP 17

--t+- 3O' CA
OHP 16
360" eA

G signal

NE sign al

OHP 17

25
 ELECTRONIC CONTROL SYSTEM - G and NE Signa l Generat o rs

(3) G1 and G2 signals (2 pickup coils, 1 tooth) $) G signal (1 pickup coil, 1 tooth)
NE signal (1 pickup coil, 24 teeth) NE signal 11 pickup coil, 4 teeth)

Engi ne ECU Engine ECU

G
Gl
G·
G2
L"l @}
G· ~
Igniter
~

e . NE

r:
-
, .£
OHP 18 OHP 19

720° CA 720 ° CA

G2 sig nal -----~------

NE signal ~I ~-' I

NESignal ~
i--j OHP 19
1800 CA OHP 18
(6; NE signal (2 pickup coils, 4 teeth)
@ NE signal (1 pickup coil , 4 teeth I
Eng ine ECU
Engine ECU
NE

Ignit er
ftm...
NE
NE·

'\)\,
l r
JlIL
OHP 19

OHP 18

NE signal

NE sig nal
OHP 19

Thi s type of ci rc uit has two N E p ickup co ils

OHP 18
co nnected in se ries . This is fo r t he purpose of
p reventi ng no ise i n the N E signa l durin g
o perat ion of the ig nition co il.

26
 ELECTRONIC CONTRO L SYSTEM - G and NE Signal Generato rs

(7; G signal (1 pickup coil, 1 t oot h) 2 . CAM POSITION SENSOR TYPE

NE signal (2 p ickup coils, 4. t eeth) The co nst ructio n and operation of the cam posi -
tion sensor is th e sam e as f or the in-distributor
Engine ECU t ype, exc ep t f or t he elimi nation of t he v olta ge
G d ist ribution sys tem f rom t he distrib utor.
G
I G-
NE G signal timing rotor

!
E
'I NE-

r OHP 20
NE pickup coil
720" CA NE signa l
t iming rotor
G sig nal -{- - - - - - - - '\r-

OHP 21

NE signal
ELECTRICAL CIRCUITRY. AND G A ND N E
1--1 SIGNAL WAVEFORMS
180" CA
OHP 20
G1 a nd G2 signals (2 pickup coil s, 1 tooth)
Th is ci rcuit also has two NE pickup co il s fo r t he NE s ignal (1 pickup coil, 24 teet hl
sam e purpose as the ci rcuit in ® on t he pr evious
Engine ECU
page.

- G..!.
NOTE - -- - - - -- - - --r-->,
G2
Depend in g o n the en gine m od el, t here are ' ''~,

also so m e Engine ECU s in w hic h t he G- G-

t erm inal is g rounded t hro ug h a di ode.
NE
When the di ode is included i n t he ci rcuit, a
read ing of app ro xi mately 0 .7 V is o bt ained r
w he n m easuring the vo ltage between G- and OHP 21
720 " CA
E1. 1- ----'-'-'---'--'- - -1
Engi ne ECU
G1 signar { t-
Gl G2 sign al - - - - -

G-

NE
E1 J NE signal

• OHP 20
OHP 21

27
 ELECTRONIC CONTROL SYSTEM - G and NE Sig nal Gen erators

3 . SEPARATE TY PE G SIGNAL

Compa red to th e othe r types, t he sepa rate type
G and NE signa l gen erator diffe rs in th e senso r
insta lla t io n posit io n, as shown in th e f oll ow ing
ill ustrati on. How ever, th e basi c f un ction is th e
same .
G p'ickup
COil (G1 )
G pickup
coil (G2)
NE pickup coil
OHP 22
Rota tio n of the G signa l plate on the cam sh aft
and the N E sig na l plate o n th e crankshaft alte rs
t he ai r gap betwee n th e pr ojectiont s ! of t he
plate and t he G pick up coil and the NE pickup
co il . T h e change i n t he gap gene rates an
elec t romotive f orce i n th e p icku p co il. Thi s
crea te s t he G and NE signals.
Th e G1 sig nal inf orm s the Engi ne ECU of t he
sta nd ar d cra n kshaf t ang le , w hic h is used to
determi ne the i nj ectio n tim ing and i g nit i o n
ti ming in rel at ion t o com pression TOC of cy li nder
N O. 6. The G2 signa l c o nveys t he sa me
inform ati on f or cylinder NO.1 .
The senso rs t hat generate these sign als co nsi st
of a sig nal plate, w hich is f ixed t o the camsh aft
ti mi ng pu lley and turns on ce p er eve ry t wo
rotations of the crankshaft ; an d a pic kup co il for
t he G si g na l, wh ic h is fitted to the di strib uto r
ho using .
Th e G sig na l plate is pr ovided w it h a p roj ection
wh ic h activates the G pi ckup co il once per each
ro t ation of the cams haft, generating w aveforms
like th ose shown in t he f oll ow i ng ch art. From
t hese signa ls, the Engine ECU detect s w hen th e
No . 6 and N o . 1 pi st on s are nea r th ei r
compressio n TOC.
Camshaft t iming Camshaft
pulley
~\. O~S~~\~~to

G pickup coil
OHP 22
G PICKUP COIL

360" CA

G 1 signal

G2 signal - 1----'---\, - - - +
No. 6 cy linder
near TO C
compression
No . 1 cylin der
near T OC
co mpression
No . 6 cy lind er
near TOC
compression
-
NE PICKUP COIL OHP 22

28
 ELECTRONIC CONTROL SYSTEM - G and NE Sig nal Gener ato rs

NE SIGNAL ELECTRICAL CIRCUITRY . AND G AND NE

SIGNAL WAVEFORMS
The NE signa l is used by the Eng in e ECU to
det ect the eng i ne spee d . T he En g in e ECU
dete rm ines t he basic injectio n duratio n and basic (1) G 1 signal (1 pickup coil, 1 tooth )
ig ni t io n advance ang le by th ese sig nals. NE G2 signa l (1 pickup coil. 1 t oothl
sig nals are gene rated in t he NE pickup coil by NE sig nal 11 pickup coil, 12 t eeth )
the NE signal plate like the G sig na ls. The on ly
d ifference is that the signal plate f o r the NE
signa l has 12 t eeth instead of just o ne . Engin e ECU
Th erefore, 12 NE signals are generated pe r each
eng ine revolution. I
. Gl
G-
Fro m these signa ls, the Engine ECU detects t he G2
engi ne spe ed as well as each 30' cha nge in the I
cr ankshaft ang le. . NE
I NE· iI
Timing belt
NE
. El I
OHP 23

signal Plate:..._j~~1
~W
G1 s ignal { -- - - - - --- J\,
NE pickup coil
~c,"nkShaft
~ timing pulley
G2 signal - - - - - -

OHP 22

One rotati on of NE s ignal plate NE signal

OHP 23

NE signaI ttttitiftttt-f-H'tItt-ItI-tttt-

--++- 30°CA
OHP 22

29
 ELECT RONIC CONTROL SYSTEM - G and NE Signa l Genera tors

CZ1 G signa l (1 pickup c oil. 1 tooth) This type of NE sig nal is able t o detect both
NE signa l (1 picku p c oil. 3 6 m inu s 2 teeth) eng ine speed and cranks haft angle at the po rt ion
o f two teeth m issing . It is unable, howeve r, to
Engine ECU
dist ingui sh betwee n t he TO e of t he co mpressio n
G22 + st roke and t hat of t he exha us t st ro ke . T he G
(00 G22-
signal is us ed fo r this purpose .
NE +
( 00'
NE - REFER ENCE ---------~
4A -FE eng ine w hic h app l ies th e En g in e ECU
E1
made by Bosc h uses G sig nal generator of t he
J. hall eleme nt t yp e.
Ha ll element wi ll gene rate elect ro mot ive f or c e
in pr opor t io n t o t he changes of t he ma gne tic
f lux .

NOTE ---------------------------~
Th e G signal tim ing rotor of t he abo ve descr ibed type in (2) is integrat ed into a single unit with t he cam -
sha f t. whil e t he NE signal t im ing rot or is inte gra ted int o a single un it w ith the cra nk sh aft t im ing pulle y .
Also . t he G sig nal generat or is loc ated in the distributor dep ending on t he engine models .

Timing belt

Camshaft
Crankshaft ->~ .!.--I ~
G signal ti ming
rot or protru sion G pickup coil
Cylinder head NE pickup coil
Crankshaft
t iming pulley

NE signal t iming rot or

29 -1
 ELECTRONIC CONTROL SYSTEM - Wate r Temperature Sensor,
Intake A ir Tem per ature Sens or

WATER TEMPERATURE INTAKE AIR TEMPERATURE

SENSOR SENSOR
Th is se n so r d etect s the coo la nt t em perat ure by Th is se ns or detect s th e t emperature of th e
mea n s of an internal t he rm ist o r. int ake air by mean s of an inte rn al t he rmistor.

Thermi stor
Therm ist or
OHP 25
OHP 24

40 CD For Ootyp e EFI

~~
20 I Inta ke air
~ .....-, tem p. sensor
10
,1\ I fh
8
6

~~'~ -jkrf
4
so
~
2
•
;; 1
.~ O.B
a: 0.6 Atr cleaner case
0.4 OHP 25
0.2 ® For L-type EFI
(vane typel

· 20 0 20 40 60 80 100 120
(-4) (32) (68)( 104 )(140)(176)(212)(248)
Temperature <>C (OF)

~~~~~~~~¥:
OHP 24

ELECTRICAL CIRCUITRY Int ake air

temp. sensor;; • A ir flo w m et er
OHP 25
Engi ne ECU
(optical Karman vortex typel
TH W
(T H A) t 6V

E2 A ir fl ow meter~~~~~~~,
TH W
ITHAI E2 E1 I
L J

-=-
Wate r te mpe rature
sensor
~
Intake air
temp. sensor
OHP 25
(intake air tem peratu re sensor)
OHP 24

30
 Intake A ir Tem perature Sensor.
ELECT RONIC CONTROL SYSTEM Oxyge n Sensor (02Sens or)

(ho t- w ire type )

OXYGEN SENSOR (02 SENSOR)
A ir flo w meter In order fo r engines equip ped with th e TWC
(t hree-way ca ta lytic co nve rte r) to ac hieve th e
best purification pe rformance, it is necessary f or
t he air-fue l rat io t o be kept withi n a narrow
range nea r the theoret ica l (stoi chiometri c) air-
fue l ratio .
Int ake air T he o xygen sensor sen ses whet he r the ai r- fuel
t emp. sensor
rat io is r iche r o r lean er t han t he t he oret ica l air-
fue l ratio. It is locat ed in the ex haust manifo ld,
in t he fro nt e xhau st pipe, etc. (Th is d iffe rs
de pe nd ing on th e eng ine mod eL)
The followin g ty pes of oxygen senso r a re used ;
ElECTRICAL CIRCUITRY
th ey differ m a inly in th e m at e rial us ed fo r th e
The electrica l circu itry of th e intake air
e lem e nt :
temp erature sensor is basically the same as that
of the wate r temperatu re sensor. See th e • Zirco nia e lement type
d iagram f or the electrical ci rc uitr y o f the wat er • Titan ia element type
temperature se nsor.
r. ZIRCONIA ELE M ENT TYPE

This oxy gen sen sor co ns ists of a eleme nt made

of zirconiu m dioxide (Zr02 , a kind of ceram ic).
This e lement is co ated on both the inside and
ou tside with a thin layer of platinum. Ambie nt
air is int rod uced int o the insi de of the senso r,
an d the o utside of the se nso r is expos ed to
exha us t gases.

Ambient air
'. :f
....'''''-' -- Flange
Platinum
r .1--. Zirconia element
Platinum
co
Protective - --ill =
=
cover =
Exhaust gas

30-1
 ELECTRONIC CONTROL SYSTEM - Oxygen Sensor (02 Sensor)

OPERATION NOTE - - - -- - - - - - - __..

If the oxygen co ncentration on t he inside surface Even if th e oxygen senso r is norma l. if t he out-
of the zirconia element differs great ly from t hat side of the oxygen sensor is c ontaminated with
on the outside surface at high tempe ratures mu d , etc., it coul d pre ve nt o utside air fro m get-
(400 °C [752°F I o r hig h er) , the zirconia element
ting into t he oxyge n sensor. Th e differen ce bet-
generates a voltage, which acts as an OX signal
ween the oxygen concentrat io ns in the outside
to the En g in e ECU, keepi ng it inform ed at all
times about the c oncent rat io n of oxygen in the air and t he exhau st gas will fall , so t he oxygen
exhaust ga s. sensor will always be sending a lean sig nal to
When the air-fue l mixture is lean, there is a lot t he ECU .
of oxygen in the exhaust gas, so there is little
difference between the o xy gen concentration
inside and ou tside the sensor element. For this ELECTRICAL CIRCUITRY
reason, the voltage generated by the zircon ia Engine ECU
element is low (cl ose t o 0 V). Con versely, if the
a ir-fuel mixture is rich, the o xygen i n t he 0. 45 V
ex haus t gas almost disappears . Th is create s a ox
large difference in the o xygen concentrations
inside an d outside the sensor, so the vo lt age R
generated by the zirconia eleme nt is compara-
t ive ly large (approximately 1 V).
Oxygen ".fL-
sensor '<, :. - - 4- - - -=-t--' E1

Theor etical
air-fuel ratio
, OHP 26

~
•
£1'" Noair
nto
Much air
g xhaust ga
into
exhaust gas
'5
c,
'5
o
o l!=_~i-_­
Aicher __ Air-fuel __ Leaner
Ino air} ratio (much air) OHP 26

Th e platinum (wit h which t he ele me nt is coa te d)

ope rates as a cata lyst, cau sing the oxygen and
t he CO (ca rbon monoxide) in t he ex ha ust ga s to
react with ea ch other. Thi s d ec re ases the
o xygen volu m e an d increases t he sensit iv ity of
the sensor.
Based on t he sig na l output by t his sen sor, t he
En g ine ECU increases o r redu ces the in j ect ion
volume t o keep t he al r-t ue l rat io at a co nsta nt
val ue near the th eoretical air-fuel rat io.
Some zirconia oxygen sensors are provided with
a heater wh ich heats the zirconia element. The
heat er is also controlled by t he ECU. When the
in t ake ai r vo lume is low (that is, when t h e
temperature of t he exha ust gas is low), current
fl ows to the heat er t o h eat the sensor.
Fo r furthe r details, see page 114.

31
 ELECTRONIC CONTRO L SYSTEM - Oxygen Senso r (02 Senso r)

2 . T ITAN IA ELEMENT TYPE

Theo ret ical
Th is o xygen senso r co ns ists of a semico nd uct o r air-fuel rati o
F-- -
ele ment m ad e of titanium dio xi de (Ti 0 2, w h ic h
is, li ke Z r02, a kind of cera m ic). This senso r u ses
a th ick film type titan ia e lement fo rmed on the No air M uch air
int o into
f ront end of a lami nated substrate to detect t he ex haust gass exhaust gass
oxy gen co nce nt ration in the exh aust gas.

Rich er ¢ Ai ~-fuel Q l eaner

Lead wire
Protective __ Tit a nia element
cover
OHP 27
OPERATIO N
The properties of ti t ani a a re s uc h t hat its
re s is tance c ha ng es in ac cord a nce wit h t he
oxygen co nc ent rat ion of t he exhaus t g as. T h is
res ista nce cha nges abruptly at th e bound ary
be tween a lea n a nd a rich theo retica l ai r-fue l
rat io , as shown i n th e f ol low ing gra ph. The
res ist a nce of titan ia a lso ch anges great ly in
respo nse to cha nges in temperature. A heate r is
the refo re b uilt into t he la min ate d s u bstra te to
keep the tem pe rature of t he element consta nt .
tno air) rat io (much air) OHP 27
Th is se ns or is co nnected t o th e Engin e ECU, as
shown in th e fo llow ing ci rcuit diagra m. A 1V
pote nt ia l is s up plied at all t imes t o t he OX ~
ter m inal by the Engine ECU. The Engine ECU has
a bui lt-in com parato r* w h ich co mpares the
vo ltage d ro p at the OX term ina l (d ue to t he
change in re si stan ce of t he titan ia) t o a
refe re nce vo ltage (0.45 V} . If the re s ult s hows
th at t he OX vo lt age is greate r than 0.45 V (th at
is, if the oxygen senso r res istan ce is low), t he
Engi ne ECU ju dg es th at the ai r-fue l ratio is rich.
If the OX vo ltage is lowe r t han 0.45 V (oxygen
se nsor resista nce hig h), it jud ges tha t t he air-
fuel rat io is lean.
"See pa ge 37 fo r details o n the com parator.
elECTRICAL CIRCUITRY
Engine ECU

OX ®

Oxygen
sensor 0.45 V
ox

Check
connecto r

OHP 27

32
 ELECTRONIC CONTR OL SYSTEM - Lean Mixture Sensor

LEAN MIXTURE SENSOR The lean mixtu re se nso r has be en ado pt ed t o

The lea n mi xture se nso r is constr uc te d in
basi call y t he same w ay as t he zirconia element
type o xygen senso r, but it s use differs.
ass u re that the air-fue l rat io is kept with in a
predet ermi ned ran ge, t he re by i m p roving f uel
econ omy as w ell as dri vability .
Thi s sen sor also comes w it h a heater to heat th e
zirc onia elem ent. Th e heat er is controll ed in t he
same way as t he heat er of th e oxygen senso r.
For further deta ils, see page 114.

ELECTRICAL CIRCUITRY
Engine ECU

LS
0-1 V
l ean
Heater _....c:!=;~~
Protective - -- 111
Zirconia element
mixtu re
sensor to E2

cover
OHP 28
E1 I
OPERATIO N
Th e zi rco n ia ele m en t t ype o xygen se nso r
operates on t he prin ci pl e that a vo lt age w ill be
1 OHP 28

gene rated if t h e diffe re nce i n t he oxygen REFERE NCE- - - - - - - - - - ,

co ncentration ins id e and outs ide the sensor is W he n t he air-f uel mixture is ext remely lean
g reat. (abo ut 20:1), co m bust ion w ill be acco mpa nied
In the lean mi xture sensor, however, a vo ltage by red uctions in NOx (oxi des of nitrogen), CO,
ap p l ied t o t he zi rco n ia e le m en t w hen th e and HC (hyd rocarbo n gas), as shown in the
temperature is hi gh (650°C [ 1202°FJ o r greater). g raph be low. Th is is a goo d t hin g up to a
re sults in a current flow w it h a va lue w hic h is po int . How ev er, if t he air-f ue l m ixture is to o
pro portional to t he oxyge n concentration in the lean , not o n ly w i ll He concentrati o ns
ex haust g as. increase, but the engine wi ll lose powe r
and/o r m isfi re.
In othe r wo rds, w he n th e ai r-f ue l m ixture is rich,
Theoretical
there w ill be no oxyge n in th e ex haust gas , so
air-fuel ratio
no c u r re nt w il l flo w thr ou gh t he zi rcon i a NOx
CO HC (PPM )
element. W he n t he air-fue l mixt ure is lean . o n (%) (pPM
the ot her hand, the re w ill be a lot of oxygen in 3000
th e ex haust ga s and t he amo unt of cu rre nt 12 60 0
fl ow i ng throu gh t he zi rco nia el em ent w ill be \
\ '
, \ HC
large, as shown in th e f ollow in g graph. 2000
\ ,
8 400
\
" ,
j
--
CO \
\
\ , ,/ 1000

4 200

NOx

o
12 14
' -
--- - 22

15:1 20:1 25:1 Aicher - Air-fuel ratio - leaner

Air-fuel ratio
OHP 28
33
 ELECTRONIC CONTROL SYSTE M - Vehi cle Speed Senso r

VEHICLE SPEED SENSOR 2 . PHOTOCOUPLER TYPE

Th is sen so r senses the act u al speed at wh ich the Th is senso r is mou nted in th e c ombi natio n
vehicl e is t rav el ing . It o utputs an SPD sig n al, me ter. It incl udes a p hotocoupl er mad e from an
w h ich is used m ain ly to contro l t he ISC sy st em , LED, w hic h is aimed at a p ho tot ran si sto r. T he
an d to co nt ro l the air-fue l ra t io du r ing LED and photot ran sisto r are sep arat ed by a
acce le rat ion , decele rat ion . et c. sl otte d w h ee l. w h ic h is dri v en by t he
T here are f our ty pes of speed senso r: speed o mete r ca b le . T h e slots in th e slo tte d
wheel generat e li gh t pulses as the w heel tu rn s,
• Reed sw itch type
with t he li g ht em itted by th e LED d ivi ded int o 20
• Pho t ocoupler type
pu lses f or each revo lu ti on of the cable. Th ese 20
• Electromag netic pic kup ty pe
pu lses are conve rte d t o f our pu lses by t he di git al
• M RE (m ag n et ic resist ance eleme nt ) ty pe
m et er com puter, t hen sent as sig nals t o th e ECU.

t. REED SWITCH TYPE To

speedometer
Th is se ns o r is m ou nted in the ana log cable

combi na tion m et er. It co nta ins a m agn et w h ich

is rotated by t he speedomete r cable, turn i ng t he
reed switch on and off. Th e ree d switch goes on Siotted - - H
an d off f ou r t imes each t ime t he sp eedometer wheel
cab le rotates once.
T h e ma g ne t h as t he p o larit ies show n in th e
figu re below . T h e m agnet ic fo rc e at t he fou r ,II Phot ot ransistor
LED
areas of t ra ns it ion bet ween t he N and S po les of Phot ocoupler
OHP 29
the mag ne t opens an d closes t he contacts of the
reed sw it ch as t he magnet rotates .
ELECTRICAL CIRCU ITRY
11 To speedomete r cable
Reed switc h +B Engine ECU
Magnet
Combination
meter Pulse
conversion

cV circuit
SPD r 5V

OHP 29
I,t g;\
ELECTRICAL CIRCU ITRY
Engine ECU J;! To ot her
I
- ECU(s)
5V Phot ot ransistor
SPD
OHP 29

Reed
sw itch
To other ECU(s)

OHP 29
34
 ELECTRONIC CONTROL SYSTEM - Vehicle Speed Senso r

3. ELECTROMAG NETIC PICKUP TYPE

This se nso r is fitt e d to the t ransmiss ion and Rotor Coil Core Speed sens or

~ -'-iN / -S ~
detects the rotationa l speed of the t ra nsmiss ion
output s haft.
This sensor cons ists of a pe rmanent magnet. a
co il, and a co re. A rotor with fou r teeth is
o /' - -
,
Magn et
- -,
Eng i ne
ECU
mo unted on the tra nsmissi on out put s ha ft.
OHP 30

.V
Gen er ated
•~
wavefo rm
•
">
0
0
~
,
c,
'5
0
Speed sensor
OHP 30 -V
OHP 30

M agn et
Core
ELECTRICAL CIRCUITRY

Engi ne ECU

Coit
SP2
OHP 30
Speed
OPERATION sens or
When t he t ra nsm ission output shaft rot ates, the
SP2-
distance be tw een th e co re of th e coil a nd the
E, I
rot o r incre ases and decre ase s beca us e of the
te eth .
The number of lines of magnetic fo rce passi ng
1
OHP 30
throu gh th e co re inc reases or d e cr e a s e s
accordingly, and AC (a lternati ng current) vo ttage
is gene rated in t he co il.
Si nce th e fre q ue ncy of t h is AC volt age is
prop orti on a l to the rotation a l speed of t he rotor,
it can be us ed to detect the ve hic le speed.

35
 ELECTRONIC CONTROL SYSTEM - Vehicle Speed Sensor

4. MRE (MAGNETIC RESISTANCE The f requency of t he wavef o rm is in acco rdance

ELEMENT) TYPE
T his se nsor is m ou nted on t he t ransm iss io n o r
the transf er and is d ri ven by t he drive gear of
th e ou t put shaft .
w it h the nu mbe r of po les of the magnet fined to
the magnetic r ing . Th er e are two ty pes of
mag netic ring (de pen d ing on the vehic le mode l):
th e type w ith twenty m ag net ic po le s, and t he
type with fo ur m agnet ic po les. The 20-pole type
generates a 20-c yc le w avef o r m (i.e ., twe nty
pulses for eac h rotation of the mag net ic ri ng l.
w h ile t he 4-po le t ype gene rates a 4-cycle
w av eform .
Constant vol tage circuit .B

To
Speed sensor OHP 31 combinatio n
meter
This sen sor co ns ists of an Hie (hybrid inte g rated
circ uit ) wi t h a built-in MRE (ma gn eti c resist ance
20-POLE TYPE SPEED SENSOR
element) an d a m ag netic ri ng .

Hie
(wit h built-in MAE) Magnetic ring
(rotat ing) , ,
MAE output ,
\~./
. ,,
,
.. ., .. ...
..,-v-, ,.
,.' \ /

Comparat or 1
Magnetic ring output o
OHP 31
OPERATION Speed '2V
sensor OV
The resist ance value of the MRE changes accor - out put OHP 31
ding t o th e d irect ion of the lines of magn et ic f or ce
app lied to it . In th e 20-pole type, t he f requency of t he digita l

T hus, t he direction of the lines of mag net ic f orce si gna l is converted fro m twenty pulses for each

is changed by t he rotati on of the magnet f itted t o revolu t ion of t he mag netic ring to fo ur pulses by

t he mag netic ring w it h t he result that the out put th e pulse conversion circuit in t he co m binat ion

of t he MRE becomes an alt ern at ing wa veform as meter, then t he sig na l is sent to the Engi ne ECU.

shown in t he illustrat ion on t he abov e righ t . (See electrica l circuitry at rig ht .)

Th e compa rator in t he speed sensor con verts t he
alternating w avefo rm into a d ig ital sig na l, w hich
is then inverted by the transisto r befo re be ing
sent t o the combination meter, as shown in the
ill ust rat ion at right abo ve .
In the case of the a-pole t y pe, t here are two
diffe re nt kinds : in one type. the sig na l from the
speed sensor passes t h rough t he comb inat ion
meter befo re g oi ng to the Eng ine ECU; in the
other type. this sig na l goes di rectly to the
Engi ne ECU w it ho u t pass i ng t hroug h t he
co m b inat ion m et er . (See electrica l ci rcuit ry at
right.)

36
 ELECTRONIC CONTROL SYSTEM - Vehicle Speed Sensor

The outp ut circuit ry of t he s peed sensor diffe rs ELECTRICAL CIRCUITRY

dependi ng on the ve hicle m od el. As a reeutt, the ill 2a-pole type (output Yoltage typel
output s ignal a lso diff e rs de pe ndi ng on the
m od el: one type is the outp ut vo ltage type and
the other is the variable res istan ce type. 20 pulses 4 pulses Engine ECU
Speed Combination'JLJL
The types of MRE-ty pe speed s e ns or pres e nt ly senso r JUUllUUl meter 5V
5V
used by Toyot a ar e s hown in the followin g ta ble. 0' SPO
12 V
(As of Mar., 1991)

[\ TYPE OF
M AGNETIC RING
TYPE OF SIGNAL
Pulse conversion circuit

20-pole type
CD (20 pulses/rev. I Output vo ltage type OHP 33
(0 V ... 5 - 12 VI
0
- ' - a-pete ty pe
(4 pulses/ rev.) Variable resista nce
® 4-pole type (output yoltage type)
® type (0 n ... ~)

Engine ECU
REFERENCE- - -- - - - - - - , 4 pulses .( pulses ;:;c==-=.:..;,
Speed Combination'JLJL
Comparator
The comparator circuit se lects e ithe r of the
se nsor
5V
JLJL meter 5V
0' SPO
two input vo ltages as th e reference vo lta ge 12 V
and then co mpa res the refer en ce vo ltage wit h
the ot her in p ut vol tage to judge w h ich is
larger o r s ma ller. If input voltage @ is taken
Input circuit
as t he refe ren ce vo lt age in th e exa m p le
circ uit s hown be low, th e relat ion sh ip between
th e input and the o utp ut becom es as fo llows: OHP 33

+6 INP UT OUTPUT
® a-pete ty pe (variable resistance type)
~outPut A>6 Hi (1 )

A<B Lo (0)
Engine ECU
OHP 32 Speed .( pulses
OHP 32
se nsor
The speed sensor us es this fun ction to convert JLJL 5V
the alternat ing waveform into a dig ital s igna l: SPO

, ~ - -.
, To other ECU(s)
, '

1
o
OHP 33
OHP 32

37
 ELECTRONIC CONTROL SYSTEM - STA Signa l, NSW Signal

STA (STARTER) SIGNAL NSW (NEUTRAL START

This sig nal is used to judge if the engi ne is being
cra n ked . Its m ain f unct io n is t o all ow the Eng ine
ECU to increase the fue l injection vo lume du ri ng
cr an kin g . As ca n be und er stood f rom the f igure
bel ow, the STA sig nal is voltage the same
volta ge as that s upplied to the st arte r moto r.
ELECTRICA L CIRCUITRY
Engi ne ECU
SWITCH) SIGNAL
In ve hic les w ith an au tomatic transmission or
tra ns ax le, this s igna l is used by t he Eng ine ECU
to determine whet her the s hift [ever is in the
" P" o r " N" pos it ion, o r in so me other position.
The NSW signa l is us ed ma inly in cont rolling the
ISC system.
ELECTRICAL CIRCUITRY

STA Engine ECU

Ne utral +B
start
Batt e ry switch St a rter NSW
(AfT )
M

Circuit
E1 opening
relay,
etc.

OHP 34

OHP 34

REFERENCE:- - - - - - - - - - , NOT E - - - - -- - - - - - ,
'l . Th e Eng i ne ECU j udg es w he t he r t he 1. When the ignitio n switc h is in the START
engi ne is cra n king ba sed on th e STA pos ition, battery volta ge is s up plied to the
sig nal. There are also en gi nes w hi ch use NSW terminal .
th e N E sig na l t o judge the engi n e runn ing 2. Whe n t he ignition switch is in a position
conditions du ring st art ing. other t han START, a nd the neutr al start
2. In so me engi n e models. if the STA sig na l sw itch is open (i.e ., the t rans m ission is in
N
is in put w hil e the en g ine is ru nn ing, it "L "2", "0 " or "R">, the voltage at the
,

could result in the eng ine stall ing . NSW te rm inal is high .
3. When th e ign ition switch is in a position
other tha n START, and the neutra l start
sw itch is closed Ii.e., t he t ransmission is in
Up " o r " N" ), t he vo ltage at the NSW
term ina l is low d ue to the e lect rical load
at the starter motor, etc .

38
 ELECTRONIC CONTROL SYSTEM - AlC Signa l, Elect r ical Loa d Sign al

AIC (AIR CONDITIONER) ELECTRICAL LOAD SIGNAL

SIGNAL
Th is sig na l sen se s w hen t he ai r co nd it ioner
mag netic clut ch is on or air condit ioner switc h is on .
Th is sig nal is used t o cont rol t he ignition t iming
d urin g idli ng, and to contro l t he ISC sys tem, t he
f uel cut-off speed , and ot he r function s.
ELECTRICAL CIRCUITRY
Engine ECU
T hi s signal dete ct s w hen t he head lamps, rear
w indow defogge r, etc ., are o n.
Depend ing on t he ve hicle model, t he circ uitry fo r
t his sig nal can have a num be r of elect rical loa d
sig nals w hich are bro ught togethe r and i nput
int o the Engi ne ECU as a sing le signa l, as shown
in th e f o ll owi ng electrica l circuit . o r it can have
each signal i nput t o t he Engi ne ECU sepa rate ly .
T his sig nal is used f or co nt rol of th e ISC syste m .

ELECTRICAL CIRCUITRY

AlC Engine EeU

Taillamp
rel ay
AlC r----i-""<4- To tail lam p co nt rol SW
magn eti c
cl utc h
Ta illam p
Rea r wi ndow
defogger SW
ELS
~

Battery Rear window

OHP 34 defogge r

OHP 34
AIC
a mplifier Engine ECU

A/C -----( A /C
switch

39
 ElECTRONIC CONTROL SYSTEM - Fuel Co nt rol Sw itch or Connector,
EGR Gas Te mperature Sens or

FUEL CONTROL SWITCH OR EGR GAS TEMPERATURE

CONNECTOR
This sw itch or connector info rms the Engine ECU
wh et her the gasoline being used is regular or
premium .
Thi s signa l is used m ain ly in controlling the ESA
syst em. Th e Eng in e ECU h a s t wo sets o f
ad van ce ang le data for differe nt t ypes o f
gaso li ne (reg ula r or premium ). If th e Eng ine ECU
j udge s that reg u lar ga sol in e is bei ng used . it
uses t he data f o r the sm al ler angl e of advance .
If it judges that premium gasol ine is being used.
it uses th e data fo r the larger ang le of advance.
ELECTRICAL CIRCUITRY
Engi ne ECU
Fuel cont ro l switch
o rco n~r
SENSOR
Th is sensor' is m ou nted i n t he EGR valve. It
dete cts the t em p erat ur e of the EGR gas . Thi s
sensor is composed of a th er mi stor, and it
resem bl es th e water t em perat ure senso r o r
int ake air temperat ure sensor. Th e signa ls f ro m
t h is sensor are used in t h e diagnostic system .
Whe n t his sensor detect s EGR gas t em p erat ures
bel o w a predeterm ined level during EGA sys tem
operation, the Eng ine ECU judges t hat t he EGR
sys t em is ma lfun ct ioni ng and lights t he "'CHECK
ENGINE" lam p to inf o rm the drive r.
ELECTRICAL CIRCU ITRY
Engine ECU
EGA gas
EG~ l ve

r
temperatu re
I -'" I R-P 5V
sensor
TH G
~
l-

E2
QHP 35 E, I
NOTE -----------~ I
Fuel Control Connector QHP 35

In some vehicle models. t his connector should REFERENCE - -- - - - - - - -r-r--,

be connected when permium gasoline is used. Some recent D-EFI sys t em s do not use an EGR
and disconnected when regular gasolin e is us - gas te mper ature sens or. In t h ese sy ste ms, EGR
ed. In other models, the situation is the op- operat ion is checked by detecti ng f lu ctuatio ns
posite . in t he intake manifol d pressure w it h a manif old
Refer to the owner's ma nual for the location of pressure sensor (vacu um sensor) ,
the connector and the changeover procedure
betw een regular ga soline and p rem ium
gasoline .

Fuel contro l connector

40
 ELECTRONIC CONTROL SYSTEM - Variable Resisto r

VARIABLE RESISTOR
NO TE - -- - - - - -- - --,
This resist or is provided in n -t voe EFI syste ms and It is u su all y not n ecessa ry to adjust the id le
L-t yp e EFI w ith optical Kar man vortex t yp e air m ixture in most m o dels, provided t h at t h e
f low meter or hot-wire t yp e air fl o w m et er w hic h vehicle is in good con d it io n. Howeve r, if it
are not equi pped wit h an oxyge n sensor. It is used
does become necessary t o do so, alw ays use
t o ch ange t he ai r-f uel rat io of t h e id le mixt ure .
a CO m et er. If a CO meter is not ava il able. it
is best not to attempt to adj u st t he idle
m ixture if at all possible.
o
REFERENC E - - - - - -- - - - _..
1. In t he vane ty pe air flow m et er, th e idl e mi x-
Idle mixt ure tu re c an be adjusted by t urn ing the idle m ix-
adjusti ng
Connector screw tu re adjusting sc rew in t he air fl o w met er.
(Some engi nes are equipped w it h air f low
me te rs whic h are seale d w it h an alu m inum
plug .)

Resist or
OHP 35

Turn ing th e id le m ixt u re adju st ing sc rew

clockwise move s the contacts inside th e resisto r,
rai sing the VAF terminal vo lt age . Co nverse ly,
tu rn ing th e screw c o unterclockwise lo we rs t he
VAF t erm in al vo lt age.
W he n th e VAF term ina l vo ltage ri ses, t h e Engine
Idle mixture
ECU i nc reases the inj ecti o n vo lume sl ig htly,
adjusting screw
ma king th e air-fuel m ixtu re a littl e richer.

ELECTRICAL CIRCUITRY
2. In D-t yp e EFI syste ms and L-t yp e EFI w it h
Engine ECU opt ical Karma n vo rtex type air f lo w meter
Variable or ho t -wire type air f lo w meter w it h an ox -
resisto r
yge n senso r, th e ECU uses the signa ls from
t he o xygen sensor t o co rrect t he air -f uel

\ ; rat io of th e idle mu xture, so t here is no

l ean E2 sepa rate dev ice f or ad jus t ing t he idle m ix-

I t ure .

~
El

Idle mixtu re
adjust ing screw
1
OHP 35

41
 ELECTRONIC CONTROL SYSTEM - Kick-down Swi tch.
Wate r Te mp . Switch , Clutch Switch

KICK-DOW N SWITCH* WATER TEMPERATURE

The kic k-do wn switch is fitte d to th e floor pan el
di rectly un der t he a cce lerator pe dal. W hen the
acce lerato r pedal is d epressed beyond th e f u ll
t h rottle open ing lev el, th e kic k-down swit ch
turns o n and sends a KD sig nal t o the ECU. This
KD sig nal is used for powe r enric hme nt.
* Th is sw itch is also ca lled th e "ful l thrott le
switch" in ot her ma nua ls.
-LL_~
SWITCH
T hi s sw it ch sen ds sig nals t o t he Engi ne ECU
w he n t he eng ine is about to overheat. When t he
Engine ECU recei ve s t his signal, it co ntrol s t h e
EFI syste m and ai r c ondition er cut-off co nt ro l
syste m in order to low er t h e fuel co mbu st io n
t emperatu re .
ELECTRICA L CIRCUITRY

\~l
\I~~ Accelerator
Wate r tem perature
sw itch
Engi ne ECU

~ pedal , - -- jcr;:::;:: TSW +B

~
Kick -d own switc h OHP 36

ACCELE - Kick·d ow n
switch
RAT OR
PEDAL
OHP 36

CLUTCH SWITCH
T h e cl utch swit ch is loc ated und er the clutc h
Accelerator p edal, and is used to detect w h et her or n ot t he
ITEM ped al
clutch h as bee n app lied. This sig n al is u sed
THROTTLE Fu lly Fu l ly Ful ly m ain ly to contro l th e fuel cut-off eng ine speed
VA LVE close d open ed open ed
(See page 78), the reby reducing em ission s.
KICK-DOW N
O ff Off On ELECTRICAL CIRCUITRY
SW ITCH

Engine ECU
ELECTRICAL CIRCUITRY
Clutch sw itc h
Engi ne ECU N/C
, - -- jcr;:::;::
ot---"'-''9-<r"''V'- +B
Kick -down
Sr7l KD

OHP 36

OHP 36

42
 ELECTRONIC CONTROL SYSTEM - Knock Sensor

KNOCK SENSOR
,'T',
T he knock se nso r is m ount ed o n t he cyli nder '.,
block and detect s kn ocking in th e engi ne. ,: I , I

,
, , ,,
,
,, ,,
,, ,,
, ,,
,, ,,
"

Knock sensor Low - Frequency - High

OHP 37
To Engine ECU ELECTRICAL CIRCUITRY

Engine EC U
OHP 37

W hen eng i ne knocking occu rs, th e Engi ne ECU

uses t he KNK sig nal t o reta rd t he ig nit io n t imi ng
Knock sensor
in order t o prevent the knocking .
T h is senso r contai ns a p ie zoelectr ic eleme nt o KNK

w hic h ge nerat es a v o lta ge w he n it b eco m es

defo rmed as a resul t of cy linder block vibrat ion
du e t o knocking .

OHP 37
REFER ENCE- - - - - - - - - - ,
The Engine ECU j ud ges whether t he eng ine is
kn ock in g by m easu rin g w het he r t he KNK
sig nal v o lt age has peaked above a ce rta in
v olt age leve l or not . W he n t he Eng ine ECU
ju dg es t hat the engine is kn ocking, it reta rds
t he ig nit ion t iming. W he n the knoc king stops,
t he ignition t im in g is adv anc ed aga in after a
pre determ ined period of time .
Piezoelectr ic element
OHP 37

Si nce the eng ine knocks at a frequ en cy of I Strong

appro xim ate ly 7 kHz, the vo lt age o ut put by th e I

kno ck sensor is at its hig hest level at about that
frequ ency.
There are two types of knock senso r. One type
gen er ates high vo lta ges ov er a narro w rang e of Time _
v i b r at io n f re quen cie s, w h i le t he oth er t ype KNK SIGNAL
gene rates hig h v o lt ages over a w ide range of
vibration f requ encies .

43
 HA C Sens or. Vapo r Press ure Sensor,
ELECTRONIC CONTROL SYSTEM -
Turbocharging Pressu re Sensor

HAC (HIGH-ALTITUDE TURBOCHARGING PRESSURE

COMPENSATION) SENSOR SENSOR
The HA C sen sor se ns es c hanges in t he at - Th e tu rb och argi ng p ressure senso r se nses the
mosph eric pressure. It s constructi on an d opera - t urbocharg ing pressure (intake m an if o ld
t ion a re t he s a me as t ho se of th e man ifold p ressure). It s co nstruction and operat ion are t he
pressure sensor (See page 17). same as those of t he manifo ld p ress ure senso r
Th is sensor c an be mounted eit her in t h e Engine (See page 17).
ECU . or in t he pa ssenger compartment separat ely If t he t u rboc ha rgi ng p ress u re becomes
from t h e Eng ine ECU . Curr entl y , t he type abno rmal ly h ig h. t h e En gine ECU cu ts off t he
mounted in the En gine ECU is u sed t he most. supp ly of f uel to pr otect th e engi ne.
Whe n driving at high alt it udes. there is not only a
d ec rease in t he atm os pheric p ress ure , but also a Silicon chip
d rop in t he den sit y of the int ake air. As a resu lt .
the air-f uel rat io de v iates toward the ric h sid e in
eng in es w it h L t v pe EFI (excl ud ing ho t -wire type Vacuum .-H~"
chamber
air flow met ers) . The HAC sen sor c orrects for
these de vi ation s in t h e air-f ue l ratio .

ELECTRICAL CIRCUITRY Filter

(t yp e with sensor mounted separately)
t Int ake manifold pressure
HAC sensor Engine ECU OHP 38
VC
5V IV)
5
HAC
IC
E2 f •
4

1 1 ~ 11
El I -
~
•
"0
3

Silicon
chip ~
1 --,,
>
c, 2
t Atmospheric pressure OHP 38 0

VAPOR PRESSURE SENSOR

0 13 100 200 kPa
Basic op erat ion and c onst ruc t ion is t he same as (100.3.9) (750.29.5) (1500.59.1) (mmHg, in.Hg)
Turbochargin g pressure (absolute pressure)
that of a ma nifold p ressure sensor or turbocha rg -
ing pre ssure sens or. Output characteristics dif f er, OHP 38

ho wev er , to enab le the det ec t ion o f small ELECT RICAL CIRCUITRY

ch ang es in v ap or pressure .
Turbocharging
IV ) pressure sensor Engine ECU
5
g, 4
I
VC
$ 5V
"~ 3 PIM
~ 2 At mospheric pressure IC
5 1 E2
o
O '--'----~::.....~-
- 3.5 o + 1.5 kPa I ~ El I
f- 26) (01 1+11 1 (mmH g)
Pressure D"-~
. . -/ . To j~take
1
Silicon chip manifold OHP 38
44
 ELECTRONIC CONTROL SYSTEM -
Sto p La m p Switch, Oil Pres s ure Switch,
Comm unicatio ns Sig nals

STOP LAMP SWITCH COMMUNICATIONS SIGNALS

This sig nal is used to detect w hen t he b rakes Communications signals are signals that are sent
have been appl ied . The 5TP signal voltage is t he between di ffe re nt ECU s to ma ke it poss ible f or
same as the vo ltage supplied to the stop lamps. them to coo rdi nate their ope rat ions.
as seen in the diagram below . Thes e commun ication s signals are explained
The 5TP signa l is used mai nly to contro l the fuel below.
c ut-off e ngi ne speed. (The fuel cut-off engine
s peed is reduced s lightly when t he ve hicle is 1. THROTTLE OPENING ANGLE SIGNALS
braking.)
The throttle opening a ngle (VTAI s ignal from the
ELECTRICAL CIRCUITRY throttle position senso r is p rocessed by th e
En g in e EeU , then s en t to t he ECT feU •
•B Engi ne ECU
Suspension EeU, etc., as combinations of the L1.
L2, and LJ signals.
rilJ St~p lamp
l...f.JSWlt c h
ELECTRICAL CIRCUITRY
STP or BRK
ECT scu Eng ine Ee U
[ra iTijj'-fiilij-iiij
!p
. , a.r~_.--..J
----,
- 5V -rro

Stop la m ps

_ • Some v ehi cl e models on ly

OHP 39

OIL PRESSURE SWITCH

f '----------'
OHP 39
T h is signa l is used to ju dge w he t he r t he eng ine
o il pressu re is lo w o r hi gh . Th e oil pressu re
2. THROTTLE OPENING ANGLE SIGNALS
sig nal is used main ly i n cont ro lling the ISC FOR TRC (TRACTION CONTROLI
syste m. SYSTEM

ELECTRICAL CIRCUITRY Th ese signa ls are the throttle ope ning ang le
(VTA l and VTA2) sig nals w hich are input f rom
Oil press ure th e m ain and sub throttle position sensors, then
warning lamp
Engi ne ECU passed o n by t he Engi ne fe U t o the TRC Ee u.
. B o-- j"}-- -,
ELECTRICAL CIRCUITRY
OIL
TRC EeU Engine scu
r"'-'" - -
Oil : ~-l Oi l
pressure ! :•. ! "0 "0
p ress ure • VTH VTH
•• VTAl
•u•
: 'f:- :
sender t+ l
!
switch
0
•u
0
T "c, "
c,

OHP 39 .2
e VSH VSH ,a
.e
VTA:1
:; :;
- -
OHP 39

45
 ELECTRONIC CONTROL SYSTEM - Com mu nicat io ns Signals

3. CRUISE CONTROL SYSTEM 5 . ABS (ANTI-LOCK BRAKE SYSTEM)

COMMUNICATIONS SIGNAL COMMUNICATIONS SIGNAL

Th is sig nal is the igniti on tim ing retard requ est Th is signa l det ects wh en th e ASS syste m is
sig nal that is sent from t he Cruise Co ntrol ECU o pe r atin g. It is used i n fu el cut-oft con t ro l t o
t o the Engine ECU. reduce th e effective ne ss of engine bra ki ng as
necessary .
ELECTRICAL CIRCUITRY
ElECTRICAL CIRCUITRY
Cruise Contro l
ECU Engi ne ECU Engine ECU
ASS ECU

ElG AID r 5V

AB S
,
f _
5V

1
~

OHP 40
OHP 40

4. TRC SYSTEM COMMUNICATIONS

SIG NAL
This sig na l is se nt f rom t he TRC ECU t o t he
Engi ne ECU to info rm it th at t ract ion contro l is in
operation. W hen the TRC ECU ou tputs t he TR
sig nal, th e Engine ECU executes v arious types of
co rrect io ns relat ed to tra cti on co ntro l, su ch as
ret arding t he ig nit io n t im ing .
6 . INTERCOOLER SYSTEM WARNING
SIGNAL
When tro ubl e occurs in t he interco oler system in
ve hicles equipped w it h a turboch ar gi ng sys te m
havi ng a w at e r-c oole d t ype int e rcoo le r, the
Interco oler ECU sends t his sig nal to the Engine
ECU, w hich light s the "C HECK ENGINEH lamp.

ELECTRICAL CIRCUITRY ELECTRICAL CIRCUITRY

TRC ECU Engine EClJ Intercooler

ECU Engine ECU

5V
TR

OHP 40
OHP 40

46
 ELECTRONIC CONTROL SYSTEM - Commu nication s Sig nal s

7. EHPS (ELECTRO-HYDRAULIC POWE R 9. ENGINE IM M 0 81 L1 SER SYSTEM COM -

STEERING) SYSTEM COMMU N ICA-
TION S SIGNAL
When t he en g ine coo lant te m pe rat u re or t he
engine speed is ext reme ly low , th e load o n t he
alternato r co ul d become excessive whe n t he
vane pump m otor of t he EHPS is driven.
To preve nt t h is, the Pow er Stee rin g ECU sen ds
t his sig nal t o th e Engin e ECU, w hic h t he refore
causes t he ISC t o increase th e engin e speed.
ElECTRICAL CIRCUITRY
Pow er Ste ering ECU Engine ECU
M UNICATI ONS SIGNAL
Th e Eng ine ECU gen erates a roll ing cod e based on
ce r t a i n pa ra m et e r s. and se n ds it t o t he
Transpo nder Key ECU (IM O t ermin al] .
Upon rece iv ing t he rolling co de f ro m th e Engine
ECU, th e Tran sponder Key ECU converts the ro il -
in g co de acco rdi ng to cert ain parameters . and
sen ds it t o the Eng in e ECU (IM I t erminal).
If t he co rrec t sig na l is not sent by th e Trans po nde r
Key ECU, t he Eng ine ECU wi ll proh ibit fue l injec-
t ion and IGT sig nal , thus d isabling t he engine.

ELECTRICAL CIRCUITRY
r-r- 5V
PS ~ Transponder
Key ECU Engine ECU

+8
EFII IMO
OHP 41

R EF E R E N CE----------~
EFIO 1M !
EHPS is a type of power st eerin g in w hich th e
vane pum p is driven by an elect ric motor.

8. ENGINE SPEED SIG NAL

T his is t he NE si g nal, w h ic h is i npu t to t he

Eng ine ECU, t hen undergoes wa vef o rm shap ing
and is ou t put to t he T RC ECU, etc .

ELECTRICAL CIRCUITRY

THC ECU Engine ECU

r-r-
NE
5 Vi
.""e
~
NED NED
Ot "c -
'0

c,

,l, c..::.
OHP 41

47
 ELECT RONI C CO NT RO L SY ST EM - Diagnost ic T erm ina l (5 )

DIAGNOSTIC TERMINAL(S)
The T o r TE1 te rminal is locat ed in th e check
co nnecto r in t he engi ne co m pa rtmen t an d t he
TE1 and TE2 term i nals are locat ed in t he T DCL
(Toyota diag nostic comm unication l ink) in t he
passenge r co mpa rtment (located u nde r th e
instrument pan el).
OHP 41
NOTE - - - - - - - -- - - -...
O BD~ Il compatible engines of vehicles sold in
the U.S.A. and Can ad a are equipped with a
DlC3 in addition t o the check connector
IDLC1 ; Data link Connector 11 and TDCL
IDLC2). Conse quent ly , it does not have a TE2
terminal of OLC1 or TE2 or TE1 terminal of
DLC2 . In addition. in case of reading diagnostic
cod es, t he tester fo r exc lus ive use - must be
co nnected t o DlC3 .
For further details. see page 137-2.
- OBD ~n sca n tool or TOYOTA hand -hel d
t est er

TDCL- ++--=
OHP 41
TOyaTA hand -
held tester
W hen t hese terminals are con necte d w it h the E1
t ermin al, diag nostic codes fo r either t he norma l DLC3
mo de o r the test mode ca n be read f ro m th e ELECTRICAL CIRCUITRY
bli nk ing of t he "C HECK ENG INE" lam p i n th e
co m binat io n meter. For further deta ils, see page
OLC1 Engine ECU
159 .

ELECTRICA L CIRCUITRY E'

TE,
Engi ne ECU
TE,

DlC2&~~
T or TE 1

E'
TDCL
E, TEl El
SDL
TE2 DLC3
OHP 41
REFERENCE- - - - - - - - - - ,
1. The TDCL is provided in so me ve hic le
m o del s eq uipped wit h th e TC CS type
eng ine co ntro l system .
2 . In some vehicle m odel s, the TE2 termin al
is locat ed in the check co nn ecto r.

48
 EFI - General

EFI (ELECTRONIC FUEL INJECTION)

GENERAL
T he Engine ECU calc ulates t he bas ic f uel
inje ct ion du rat ion i n acco rdance wit h two
sig nals: 1) the intake man ifo ld pressure signal (in
O-type EFI) f rom the ma nifold pressure sensor,
or t he i ntake ai r vol um e signal (in t -rv pe EFI)
from the air f low m eter, and 2) t he engine speed
signal. It bases its calculatio ns on a program
stored in its memory.
The Engine EeU also determin es the optimum
fu el inject io n durati on for each engine condition
based on signa ls from various othe r sensors.

Manifold pressure sensor

Pressure regula tor
Air cleaner
fu el fi lter

Engine ECU
Ignition Fuel tank
sw itc h (with built -in
l!=== = =!Jfuer pu mp)

Batte ry , Engine
speed Sensors

= OHP 42
BASIC CONSTRU CTION OF D-TYPE ER SYSTEM

Ai r fl ow m ete r

Engin e ECU

-. Engine
speed Sensors

OHP 42

BASIC CONSTRUCTIO N OF L-TYPE ER SVSTEM

49
 EFI - General

T he fo ll ow ing t able shows t he specif ications fo r
th e 4A·FE engi ne. Item s marked w ith a circle in
t he " A PPEN DIX" col um n are incl ude d in t he
specif icat ion s f o r each engi ne in the A PPENDIX
sectio n (page 18 8 ) in t he back of t his ma nual.
Those it em s covered in Ste p 2, vo l. 5 (EFI), ar e
covere d in outl ine f orm o nly in th is m anu al, o r
t heir d ifferences on ly are cove red. If t here is a
ci rcle i n t he " ST EP 2 (EFI)" co l um n in th e
fa l lowi ng t able, ref er t o t he Tra ining Man ual f or
Step 2, vol. 5 (EFI), f o r a deta iled ex planat ion for
the relevant item s.

PAG E
ST EP 2
EFI (ELECTRONIC FUEL INJECTION) (TH IS ITEM " REMARK A PPENDIX (EFI)
MANUA L)
D-t voe EFI (manifold
pressu re c on trol t ype) 52 0 0 0
Types of EFI
t -t v oe EFI (air flow co ntrol
type) 52 0 0
Fuel In-t ank type 54 0 0
pump In-li ne type 54 0
'-'
On -off contro l (by ECU) 55 0
On -off con t rol (by f ue l pu mp 0
switch )
56 <:»

Fuel pu mp By en gine ECU

con trol On-o ff wit h fuel pu m p
co nt ro l relay and
57
co nt rol
w it h resistor
speed By engi ne ECU
co ntrol with fu el pump 57
ECU

E
Fuel f ilt er 58 0 0
••
~ Puls ation damp er 58 0
.,
>
•
u,
Pressure
regula t or
Norma l ty pe
Pressu re -up con t rol system
58
58
0 0

Injec t ors 59 0 0 0
'-'

High -resist ance

Volta g e- injectors
60 () 0 0
Injector
drive con t rol Lo w -resistance 0
60 0
met hod inject ors "
Current cont rol 61 0
Cold start inject or 62 r>
'-'
Sta rt inject or t ime switc h 62 0
'-'

Col d start Con trolled by sta rt inject or

injec tor t ime switch
63 0
elec t rical
circu it ry Controlle d by ECU 63

Ai r
Throttl e body 65 0 0
in duct ion Ai r Wax type 65 0 0
system valve Bi-m et al type 65 0 0
" Specifica tions fo r Coroll a 4A-FE engi ne (A pr. , 199 2) (Co nt inu ed on ne xt p age )

50
 EFI - General

PAGE
STEP 2
EFI (ELECTRONIC FUEL INJECTION ) (THIS ITEM - REMARK APPENDIX (EFI)
MAN UAl)
Simultan eous 66 0
Fuel 2 groups 66 0 0
injection
methods 3 groups 67 0
, nd 4 groups 67 0
injection
tim ing Independent 67 "U
For 1S-i 67 0
Start injection control 70 0
Basic For D-t ype EFI 71 0
injection
duration
control For L-type EFI 72 0
Intake air temp. correction 72 0 0
Aft er-sta rt enrichment 73 0 ()
=> Wa rm-up enrichment 73 0 0
u
w
•c Powe r enrichment 7' 0 0
.'" e
c
w
Air-fuel
ratio
Acceleration
enrichment 7. 0
correct ion

"•
~
c correction
0 during
e u Deceleration
0 c transition 7.
lean correction
.~
0 •c
u
,c ,•
u,
-e
c
-
.~
Afte r-
start
injection
control
0
.~

u
e
<5
Air-fu e l
ration
Oxygen sensor

feedback Lean mixture

75
75
0 With TWC 0
0
.~ u correction sensor
u c
• CO emission cont rol Except wi th oxyge n

.,
0

u,
.2
~
c
•
-'0
correction
Idling stabi lity
correction
76

77
0
0
sensor

High-altitude com-
pensation correction
77

During
deceleration
78 0 0
Fuel At high engine
cut-off speeds
78 0
At high vehicle
78
speeds
Volta ge correct ion 79 0 0

• Specificat ions for Corolla 4A -FE engine lAp r.. 1992 )

51
 EFI - Types of EFI

TYPES OF EFI A;,

EFI s yst e ms ca n be divided into two ty pes D
accord ing to t he method used to sense the
volume of int ake air.

1. D·TYPE EFI (MANIFOLD PRESSURE Detection of

CONTROL TYPE) intake
air volume

This type m ea su res the st re ng th of the vac uum

in t he intake m an ifold , t hereby sens ing th e
vo lume of air by its den sity.
Inj ection volu me
control
Air
OHP 43
D
l II Injecnc n

II
INTAKE MAN IFOLD r+
I r A NIFOLD
PRESSURE SENSOR
1' 1 I
ENGINE I INJECTOR I
Dete cti on
of intake Engin e speed
m anifold - Fue
pr essure
OHP 43

I ENGINE ECU
Injection vo lume control
OHP 43

Optical Karman vortex type

OHP 43

MANIFOLD PRESSURE SENSOR

OHP 43

2 . L· TYPE HI lAIR FLOW CONTROL

TYPE)

Th is type d irectly se nses t he a mou nt of air

flow ing into th e intake ma nifold by means of an
air flow mete r.

AIR FLOW METER

52
 EFI - Fuel Sy stem

FUEL SYSTEM
Fuel pumped out of t he fu el t an k by th e fu el
pum p passes t hroug h the f uel filter, t hen is sent
to t he injectors. The f ue l p ressu re at th e
in jecto rs is m aint ain ed at a co nstant hig h level
(285 kPa [2 .9 kg f /c m 2 ; 41 .2 psi ] o r 2 5 0 kPa [2 .55
kgf/cm 2 ; 35.5 psi], depending o n t he engin e
mod el) , w h ic h is g reate r t ha n t he i ntake
m an if ol d p ress ure. W hen fue l is inject ed , t he
fue l pressu re in th e fue l li ne changes slig htly.
Some engi nes are eq uipped w ith a pulsatio n
d amper t o pr ev en t t his f rom occ u rr in g. One
inject or is mounted in fro nt of each cyli nde r
(except in t he case of t he sing le-point in jector
f o r t he 1S-i engi ne), and t he amo unt of f uel
inj ect ed is co n tro lled by t he le ngt h of t ime
cu r rent is sent to t he injectors.
A single co ld sta rt injector is also moun ted in the
in t ake cham ber t o imp rove st art ab ilit y i n co ld
weathe r. (This system is not incl uded in some
engi nes .)
The injection du rat ion of th e cold sta rt injector is
co nt ro ll ed by a sta rt i nj ect o r t im e switch. (In
so me eng ines, it is co nt ro lle d by both t he ECU
an d t he start injecto r t ime swltch.)

_ Solenoid -----'
=-- re sisto r" ------;
Pressure
regulat or

-
Pulsati on
da mpe r" Fuel
fi lt er

Cold start
tnlecto r" ,-l..s-L
Fuel
pump :::::!...-

EngineEfC~U~4F::;:~t~~[=1==~;;;;~L==J
IS
\7
•
I
'I
Fuel tank

~
Start injector • Some models only.
ti me switch" Ignition /
switch OHP 44
REFERENCE,- - -- -- - - -- -- - - - - - - -- - - - - - - - - ,
1. Mult i-poi nt Inject ion 2. Singl e-poi nt Inje ct ion (Ce ntral Injection l
Each cy linder ha s its own i njector, and The single in j ect o r is mounted in t he
fue l is injected in fro nt of the intake ports throttl e body and f ue l is i nj ect ed at th is
near t he cyl inde rs . This is the m eth o d point i nt o t he in ta ke air st rea m . T his
used in m ost EFI eng ines . m eth od is used in th e 1S-j eng ine on ly .

C~
.0. ~ Injectors

- I~~ 'r
\TI~\;,tt-

53
 EFI - Fuel System

1. FUEL PUMP

IN-TANK TYPE IN-LINE TYPE

Th is type of fuel pum p is m oun ted inside th e fuel This type of fu el pum p is mounte d outside the
tan k. fuel tank. Th is ty pe is no longer in use at Toy ota.
This t y pe produ ces much tess pulsat io n and
noi se the in-li ne t yp e. Curr ently, only thi s type is
used in Toy ota ve hicles.

Silencer - - ....

Check v alve - - - -- - Diaphrag m

ch am ber
Relief valve- - - - - -tl'
Check valve
Bru sh

Moto r { Armatu
Ma g netr-o.:::-=-=-=-=-=-=-=-=-=-=-=-~~~~;m; Bru sh - ----1:,.
Motor A rma t ur e

Magnet - --::-11
Im peller- - - - - _

Pum p spacer

Filter Relief va lve ~

OHP 45 Filter ---~/'C Roto r

OHP 45

~ 0\ Pum p spacer

~
actor
Roll.' I r'! <J \
o '" ()
O utlet \f'"'\'U1~.7 Inlet

OHP 45
<:»
OHP 45

54
 EFI - Fuel System

2 . FUEL PUMP CONTROL

The f uel p ump in a vehicl e equ ipped w it h an EFI
eng i ne op erate s o nly w hen th e engi ne is
run ni ng . T h is is t o preven t fue l from bein g
pumped t o the eng in e w hen t he ign it ion sw itch
is on but t he eng ine is stopped .
The f o ll owing types of fuel pump co ntrol are in
use at prese nt :
The sta rte r op erates next and t he eng ine begi ns
to crank, at w hich poin t th e Eng in e ECU recei ves
an NE sig na l. Thi s sig nal causes the t ransi st o r
insid e the Engin e ECU t o go o n, and cur rent
t he refore f lows t o t he L2 co il of t he ci rc uit-
opening rel ay .
': ,~) Engine started

After the eng ine st arts and t he ign ition switch is

By Engine ECU
ret urn ed f rom th e START posit ion (ST t erm in al )
On-off
control - - - [ By fu el to t he ON position (IG terminal) , cur re nt f lowi ng
pump sw itc h to the LJ co il of t he circ uit -o pe ning re lay is cut
Fuel pump
control
By Engine ECU, off, However, curre nt co nt in ues t o f low t o th e L2
method
On -off - [ fuel pum p cont rol coil, w hile th e engi ne is running , du e to t he
co ntrol relay and resistor
tr ansistor in sid e th e Engine ECU bei ng on . As a
:~~~d By Engi ne ECU
co ntrol and fuel pump re su lt, t he ci rc u it-ope ning re lay stay s o n,
ECU
allowing th e fuel pump to co nt inue ope rat ing ,

ON·OFF CONTROL IBY ENGINE ECUI * (~) Engine stopped

(1) Engine cranking W hen the en g ine stops, t he NE signa l to t he

Engine ECU st ops. Th is t urns off t he t ransist o r,
When t he engi ne is cranki ng, current fl ow s f ro m
t hereby cu tting off t he f low of cu rre nt to th e 12
the IG termina l of the ign ition swit ch to the L,
coil of t he circuit-o pe ning rel ay . As a result, t he
coil of th e EFI m ain relay, t urn ing the relay on.
circ uit -o pe n ing rela y t ur ns off, t urnin g off t he
At the same ti me, cu rr ent f lows from the ST
f uel pump.
t ermi na l of t he ignit ion switc h t o the LJ coil of
t he circuit-cpenl nq rel ay, t urning it on to op erate • D-EFI sy stem s and L-t y pe EFI wi th op tical Kar -
t he f ue l pum p. ma n vo rt ex ty pe ai r f low m et er o r hot -wire
t yp e air fl ow m et er .

Check +B Circuit- openi ng retev

connecto r FP
Fuel pum p
FP E
EFI ma in relay
FP
U Engine ECU
+B R C'
U
IG
ST Tr
STA E NE
Ignit io n switch
Battery
* Som e mode ls onl y.
OHP 46

55
 EFI - Fuel Sy st em

REFERENCE,- - - - - - - - - - - -- - - - - - - - - - - -- - - - ,
Circuit-opening Relay

T h e r e s i st or R and th e ca p ac ito r C i n the vol u me (f u el pump s co n t ro ll ed by f u el pump

ci rcuit -ope n i n g r e la y are f o r the pu r p o se of
p reve n t i n g th e re l ay c onta ct s f r om o p e n i n g
whe n cu rre n t sto ps fl o w in g i n c o i l L2 d u e t o
elect r ica l noi se (f ue l pumps con t rol le d b y t he
ECU ) o r t o sudde n d r op s in t h e i n ta ke air
sw it ch).
Th ey also serve to prevent sp ar ks f rom b ein g
gene rat ed at t h e rel ay co nt act s.
On some r e c e n t m odels , an L3 co il is not
provided in th e circ u it-o pe ni n g relay .

ON-OFF CONTROL (BY FUEL PUMP SWITCH )'

(1) Engine cranking to t he La co il of th e circ uit-o pe ning relay is cut

off. How ever, curre nt co nt inues to fl o w to the 12
When t he eng ine is cra nking, current flows from
coil, wh ile the engi ne is runn in g, due t o th e fue l
t he IG term inal o f the ig nit io n switch t o t he L,
pump switch in si de t h e air fl o w me te r bein g on.
coi l of th e EFI ma in re lay, t urn ing the re lay on .
As a resu lt, th e ci rc uit-open ing relay stays on,
Cu rrent al so flo ws from the ST term ina l of the
allowing the fuel pu m p to co ntinue op erating.
ignit ion sw itch to the L3 c oil of t he ci rcuit-
ope nin g relay, turning it on to operate t h e f u el
~~) Engine stopped
pu m p. Af te r the engi ne st arts, t he cy li n ders
begin draw ing i n air, c aus in g t he measu ri ng W h en th e eng in e sto ps. the measu ri ng pl at e
plat e insid e t he air f low mete r t o open . Th is comp letely closes and t he f ue l pum p switc h is
turns o n t he fuel pump switch , which is tu rned off. Th is cuts off t h e f low of cu rre nt to
co nnected to t he m easur in g plate, and curre nt th e 1.2 coil of t he circu it-ope ning relav. As a
fl ow s to the La coil ofthe circuit-opening re lay . result , t he circu it-opening re lay goes off an d t he
f uel pump stops operat ing.
:~) Engine started
• L-ty p e EFI wi th va ne type air fl ow me ter .
After the engine starts an d the ig nit ion switch is
t u rn ed f rom START back t o ON, cu rre nt f lowing

Check +B Circuit-opening relay

FP
connector It!!~~f-'-''----r------:t-I
Fuel pum p
EFI main relay FP E
FP
Fuel pump switch
+B

E
Ignition switch
Batt ery
~ - - L~
2P fuel pump check connector (some
engines only)
OHP 46
56
 EFt - Fu el Syst em

ON-O FF CONTROL W ITH SPEED CONTROL (BY

ENGIN E ECU, FUEL PUMP CON TROL RELAY AND Fuel pump
RESISTOR ) control relay

---fr~~;t=~~i=j
A
Th e basi c operat ion of th is sy st em is the same Circuit --
opening
relay B
as th at of t he previ ously-mentioned on -off type
f uel pump control syst em, but in t hi s system , t h e
ECU changes the speed of the f uel pump in two High
speed
st ag es c o rr esp o n d in g to the amount of f u el
required by the eng i ne . W it h t h is system ,
electric po wer consumpt ion is reduced and fu el
pum p durability is improved. Engine EC U

(1) At low speeds

When t he engin e is idling , or und er normal
driv ing co nd itions (t h at is, w hen a sma ll amou nt
of fue l is satisfactory), the Engine ECU t urns on
t he f uel pump control re lay . T he point of this
re lay contact s contact 8 , and t he cu rrent t o the
f ue l pum p f lows t hrough a resist or, causing t he
f uel pump to run at low speed .
ON-OFF CONTROL WITH SPEED CON TROL (BY
ENGINE ECU AND FUEL PUM P ECU)
The basic operat ion of th is system is t he same as
t he types t hat have been explained th u s fa r . In
t his system , ho w ever, on -off control and speed
co ntro l o f t he f ue l pum p is perfor m ed ent irely by
t he Fuel Pump ECU b ased on th e signa ls f rom the
Eng ine ECU.

Fuel pump T he Fu el Pum p ECU i s wired as sh ow n in the

contro l relay following di agram . Sig nals f rom t his ECU are use d
to switch t he fue l pum p spee d back and f ort h bet -
---jfro;~~==i~~::::;=l
A
opening
Circuit __ w een 2 ste ps. In ad dit io n, t he Fuel Pum p ECU is
relay B
Resist or. equipped w ith a f uel pu m p system diag nos is fun c-
t ion . W h en t rou ble is dete cted , signa ls are sent
Fuel Low f rom t he 0 1 te rm inal t o th e Eng ine ECU.
pump M speed

Fuel Pump
Engine ECU ECU Check
En gine ECU connector
FPC +B
\ FP
(Z\ At high speeds

W hen the engine is operat ing at high speeds or

und er heavy loads, t he Engi ne EGU turns off the
f uel pump con t rol relay . The po int o f this re lay c on- FP
tacts co ntact A , and the current to th e f u el pu mp DJ

fl o ws direc tl y to t he pu mp w it ho ut passin g
through the resist or , causi ng t he fu el pump to run E

at high speed .
T he f uel pu mp also ru ns at hig h speed while the
engin e is st art ing.

57
 EFI - Fuel System

3. FUEL FILTER 5. PRESSURE REGULATOR

The fu el fi lt er fi lt ers out di rt an d other fo reign The pressure regu lator regula tes the fue l
pa rtic les f ro m t he f uel. pressure to the injectors in accordance with the
int ake manifold pressure.
Out
1J'
Spring
Int ake
cham ber Diaphragm
- '
o Check valve From
"de livery
pipe
Element

1J
4. PULSATION DAMPER
In OHP 48
•
To fuel retu rn hose
OHP 48

Th e pu lsa t io n damper abs o rbs variat ion s in f uel PRESSURE· UP CONTROL SYSTEM
li ne pr essure by m eans of a d iaph ragm .
In so me engi nes, the f uel pr essu re is in creased by
th e Engine ECU w hen t he t em perature o f t he
coolant or amb ient t em per atu re of th e engine is
t oo hi gh d uri ng eng ine cranking . The Engine ECU
Diap hragm
c auses m ore air t o be draw n into the chamber of
.. From fuel pump the pr essure regu lator t o increase t he fue l
pressure . T hi s pre ve nt s vap or lock at high en gi ne
t em pe rat ures in orde r t o h elp t he eng ine sta rt
when it is w arm .

Pressure
regulator vsv
Delivery pipe
OHP 48 From
de l ivery ~
REFERENCE- - - - - - - - - - , pipe
In the 4A·FE engi ne and some other eng ine
.()
To fuel
mod els , the pulsati o n damper is no long er return hose 1
Air TSW
necessary beca u se t he f ue l lin e has bee n
sim pli f ied . Wale,
temp.
~
sw itch ~ _ THW , THA PIM,
NE, etc .
~ Some models only OHP 48

58
 EFI - Fuel Sys te m

If the e ng in e is cra nked w hen th e co o la nt 2 . In addition to the m odels described in 1

tempe r ature is 10Qoe (212 °F) or h igh er , the
Engine ECU t u r ns o n the VS V (the
t emperatu re depe nds on th e engine rnod ell .
Wh en the V SV goes o n, at mosphe ric air is
introduce d in t o the di aph rag m cha m ber of t he
pr essure reg ulator. caus ing t he fu el pressure to
becom e higher t han t hat un der no rma l eng i ne
o pe rat ing co nd it ions . After t he eng ine is sta rted ,
t he VSV rem ain s on fo r about two m i nutes.
Th er e are so m e engi ne m od el s in w hich a water
tempe rat ure sensor (THW) is used inst ead of a
w at er t em per at ure sw itch lTSWI .
ab ove . ther e are also models in which t he
exact pressure regu lat or is pro vided in th e f uel
t ank . Since th er e is no f uel return pipe. it
become s difficult for air bleed once it has
ente red t he f uel pipe . It is for th is reason
t hat m ore t ime is req uired t o start the
engine af ter the fu el filter or sim ilar co mpo-
nent has been repl aced .
6 . INJECTORS
The i nject or is an electro m ag net ic ally-ope rate d

There are al so eng ines in w hich other signal s nozzle w h ic h in jects fuel in accord ance with

be si de s t he coola nt te m pera t ure are used in signa ls f rom t he ECU.

p ressu re- up co ntro l. These sig nals i ncl ude t he Inlet

int ake air t emperature (THA) sig nal, t he intake
ai r vol ume IVS o r PIM ) sign al, and t he engine
•
speed (N E) signal.

VSV:on

Ti
o·
VSV: off
Solenoid
~J1
N~
o~
- ~N
~
N O
Plunger

101.3
___1; _ Intake
11kgf/cm2 } At mosphere manifol d
L::Jl - . vacuum
1\ b...~_ N ee d l e
valve
0' -- - - - - - - - - - - I \
SIDE -FEED TYP E TO P-FEED TYPE
OHP 48
NOTE - - - - - - - - - - - --., OHP 49

1. On some recent models. intake manifo ld

NOTE - - - - -- - - - - - ,
pressu re is not connect ed to the pressure
Interna l Resistance of Injector
regulator.
The re ar e two types of inj ect or . which differ in
Fuel pressure is always maintained at a con-
t heir in t ern al resistance level :
st ant pr essure higher than the atmospheric
pressu re. As a result. changes in inject ion
• High-resist anc e type: approx.1 3 .8 Q

volume ca used by intake manifold pressure

• l ow -resist ance t ype: ap pro x . 1.5 -- 3 Q

are correcte d by the Engine ECU .

59
 EFI - Fue l System

7 . INJECTOR DRIVE METHODS VO LTAGE CONTROL M ETH OD FOR LOW -

RESISTANC E INJECTORS
There are two injecto r drive metho ds. On e is t he
vo lt age control m et hod , an d t he oth er is th e T he electrical ci rcu itry f or thi s t ype of inject or,
cu rrent control method . as we ll as its ope rat io n, are basica lly th e same
as fo r the hlq h- resls t ance inj ect o r, bu t si nce a
High-resi st an c e low-resi st ance i njecto r is used. a so leno id
inje ct or s
(Most eng ines) re si st or is co nnected b etween t he ig ni t i o n
Volt age swit ch and the inj ect ors.
contro l
Th e ele ct rica l circuit ry f or sim ultaneous inj ectio n
Low-resistanc e (See pag e 66) is shown below .
Injector inj ec to rs
drive (Som e eng ines)
met hod
Ig nition sw itch
--<

Low-
resi st ance
inject ors

VO LT AGE CONTROL METHOD

RESISTANC E INJE CTORS
FOR HIGH-
! No. 'Ob, ~T,C
~
. B L coo
Nox:_ 2.0_'_ _ .
,;.. ett er v ~
Bat t ery vol tage is app lied t o t he in ject o r s
directly v ia t he ig nitio n swi tc h. E02 ~
W he n t he t ransistor (Tr ) in the Eng ine ECU goes
on, curre nt f low s f ro m t erm ina ls No . 10 and No . OHP 49

20 t o E01 and E02. W hi le t he T r is o n, curre nt

fl ow s t hroug h t he inject ors and f uel is i nject ed .
The elect ri cal ci rcuit ry f or simu ltaneous inject ion
(See page 66) is show n below.

Ig nit ion sw it ch

Eng in e ECU
Hig h-
resi st ance t
i nj ectors

t No. 10 Tc
No. 20
EO'
E02 0::-"

OHP 49

60
 EFI - Fuel Sys tem

CURRENT CONTR OL METHOD (10' 4A-GE

engine wit h D-type EFII

In in ject o rs t hat use t his m et h od , t he sole no id

resistor is e limi na ted, and a low - r esist ance
i nj ecto r is co nnected d irect ly t o t he batte ry .
Current f low is contro lle d by sw itch i ng
t ran sistor in t he Eng ine ECU o n and off.
W he n t he injecto r plunge r is pu lled in, a heavy
cu r re nt f low s. ca us ing t he amperag e to r ise
q uickly . This causes the ne ed le valve to open
qu ic kly. result ing in im proved inject io n respo nse
an d reduced ineffect ive inject ion durat ion.
Wh il e the plu ng er is hel d in. the c urre nt is
red uced, p rev en t in g th e injecto r co i l fr o m
ge nerat ing heat , as w ell as reduci ng powe r
co ns um pt ion .
0,
This curre nt bui ld s up until the pot ent ial at point
II A" reach es a cer t ain va lue, th en the inj ect or
drive circuit switches Tr l off. Th e switc hing on
a an d off of T r1 is re peated at a f req uen cy of
ro ugh ly 20 kH z ove r th e d u ratio n of the
inj ect io n. In t his way, t he current t o t he injector
so lenoid coi ls is co ntro lled (w hen the +6 vo ltage
is 14 V, t he curre nt pulling in t he inj ect or plunger
is app roxima tely 8 A. w hile it is abo ut 2 A w hile
t he plunger is being hel d in ).
Tr2 absorbs co unte r-e lectro m otive f orce from the
injecto r so lenoid co il w hile Tn is being switched
on and off. t hu s prev enting sudden redu ct ions in
cu rrent.
If an extreme ly larg e cu rre nt f lows t o the
injecto rs for any reaso n, the fa il-safe ma in relay
goes off. cutting off th e f low of cu rre nt to t he
injecto rs.

Vo ltage
waveform REFER ENCE,- - - -- - - - - - ,
The current co nt rol method was used in t he
4A·GE eng ine w ith Ootype EFI, which was
A mperage - -'- c1 pro du ced bet w een A ug ust, 1983, an d May,
waveform 198 7.
Op en

Injector Close -tF

, q mnon Fail-safe
m ain relay *
Engine ECU
Ineffective switch
i njection d ur at ion
OHP 50 .@ ......._._. _-------- ---
-- S--"
!
FS .....
CIl --
•

fl -
INJ
fuse" - •
T he drive circuitry f or t his injecto r is as show n in • SF :

rD
low-
t he fi gure at t he right. Battery v olta ge is applied resistance ~ IJ:: 1,;:_' Tn i
Injectors
to the ignit io n switch, th en t o th e f ail -saf e m ain
·• Batt ery
rela y o r INJ f use. th en to t he inj ect o rs. and I I-- No. l 0 _. , ~\
fi nall y t o t he Eng ine ECU. · No. 20 A #
:&tn
Injector
Th e f ail-saf e ma i n rel ay is con nected i n such a EOl or E02 drive

w ay that it is g ro u nded t hrou g h t he i njector 1 circuit ry

d rive circuitry v ia t he FS term inal of t he Eng in e

ECU . Th e relay t he refore goe s o n whe n t he
ig nition sw itch is t urned o n. This t u rns on Tn in
t he Eng i ne ECU, letting cu rre nt f low t o th e
inject o r so lenoids.
OHP 50
* In vehicles prod uced be tw een A ugust, 1984 ,
and M ay, 1987, an INJ fu se was used in place
of t he f ail-saf e main rel ay .

61
 EFI - Fuel System

B. COLD START INJECTOR 9. START INJECTOR TIME SWITCH

T he function of th e cold sta rt injecto r is t o The f unct io n of t he start injector time switch is
ma intain engine startabil ity w hen it (the engine) t o control the ma ximum injectio n durat io n of the
is cold . Thi s i njector operate s o n ly du ring co ld start i njecto r.
cranking when t he coola nt te mpe rat ure is low .

Solenoid coil - __

Plunger ·I f-- - Heat cons

--
<,
Bi-metal
ele me nt
OHP 50
OHP 51
NOTE - - - - - - - - - - - ,
On many cu rrent engine mod els. t he cold start
system has been di scontinu ed . In stead . st ar-
ting injecti on cont rol, which is under the con-
tr ol of t he Engine ECU, cont ro ls t he injection of
fu el during st art ing.

62
 EFI - Fuel System

10. COLD START INJECTOR ELECTRICAL

CIRCUITRY
CONTRO LLED BY ST ART INJECTOR TIME CONTROLLED BY ECU 1STJ CONTROLI
SWITCH
In orde r t o im pro v e startab ility w he n t he engi ne
W he n the engine is c ra nked w h ile t h e eng ine is co ld, t h e inject ion durati on of t he cold start
coolant t em p er ature is low , t he duratio n of co ld inject o r is co n tro lled no t o n ly b y t he start
sta rt inj ect o r o perat ion is cont ro lled by t h e sta rt injector time switch b ut also by t he Eng ine ECU
in j ect o r t i me switc h. in accordan ce w it h t he coo lant t emperat ure.
Control of the inject ion duration of t he cold start
ST terminal injecto r co n t in u es t o be ca rried out by t he sta rt
inj ect or t ime switch. as s hown by shaded area A
in the fi gu re bel ow, but co ntrol is also exe rcised
by th e En g ine ECU, as shown by shaded area B
STJ STA STA STJ in t he fig u re .
Heat c
~
~ Engine ECU

Bim e.t. 1
ete me nt
""~ i.,
~
\'-j
Water te mp. THW
sensor
r-
"0
•""
ST termi nal
""" Cold start inject 0'
STA
STJ
0
e
Start Injector _ STA STJ STJ STA (,;JJ- c,
0
time sw itch - •
.2

~(
OHP 51 :;;
'--- '-

Cold start J,
8 injector Start injector
"'•"
0 6
ti me switch OHP 51

0
.~

••
"
'o
0
4
0
.~
0 8
• 2
E
"'•"
0 8
0 0
- 20 0 20 40 60 .~

(-4) (32) (68l (104) (140 ) ••

Coolant tempe rature "C (OF)
""
0
4

o On or off depending on engine model

0

"'•
0

·0
2
A. B
B
OHP 51
o 40 60
(-4) (32) (68) (104) (140l
Coolant temperature "C ("F)

A: Controlled by start injecto r ti me switch

B: Contro lled by ECU
A, B: Controlled by start inject or t ime switc h and
ECU
OHP 51

63
 EFI - A ir Induction Syst em

AIR INDUCTION SYSTEM

Th is sy st em supp lies th e air necessary f or
comb ustion to t he cy linde rs. A ir passes throug h
t he air clea ner, t hen th ro ugh t he air f low m et er
(i n L tvpe EFI on ly), t he thrott le body, the ai r
int ake chamber, and t he intake m anif old , t he n is
f ed into each cyl i nder. In an EFI eng i ne,
r eleasin g t he accelerator p ed al c loses th e
t hrottle va lve f ul ly , so du r ing idl in g o r fas t
id li ng , air b y passes t he t hrottle v alve and is
taken d irectly in t o the cy li nde rs v ia t he bypass
passage in the t hrottle body o r ISC valve .
W hen t he coo lant t empe rature is low , t he air
valve ope ns an d air p asses t h r o ug h it (i n
ad dit ion to passin g t hro ug h t he t hrott le bod y as
usu al ) and ente rs the air int ake cham be r. Thi s
ext ra air rai ses t he id le speed to aid in en gi ne
warm-up.
In eng in es eq uipped wit h som e t y pes of ISC
va lves, t he above is perform ed not by an air
va lve , but by t he ISC va lve. Please ref er t o t he
secti on on th e tSC syst em (see pag e 99 ).

,-------------
,
A IR : AIR FLOW THROTILE AIR INTAKE INTAKE
CLEA NER : M ETER BODY CHAM BER MANIFOLD
¢ CYLINDERS
: (t -tvoe EFI)

A IR VALVE I
and/or jc::::.
ISC VALVE

Th r ottle bod y
Air cleaner Bypass passage Idle speed adj ust ing screw

Air
inta ke
ch amber

Air valve

o - TYPE EA (engi ne without ISC valve l OH P 52

Idle speed adjusting screw

Air f low meter (Some mo dels on ly )

Engine ISC valve

' CU

L - T YPE EFI (eng ine w it h ISC va lve )

OHP 52

64
 EFI - A ir Inducti o n Sys t em

1. THROTTLE BODY 2. AIR VALVE

The t hrottle bod y co nsist s of the t hrottle v alve,
w hic h co nt ro ls t he i nt ake ai r vo lum e d u ring
no rm al engi ne ope ra tion, a b ypass pa ssage
through wh ich a small vo lu m e of air pa sses
during idling , and a throttle po sit ion sensor
w h ich det ects the ope ni ng ang le of th e th rottle
v alv e. Some throttle bod ies are also equipped
w it h a da sh pot which cau ses the t hrottle va lve
to return g radually w hen it is closed or w it h a
w ax type ai r va lve .
Duri ng id li ng , t he throttle v alv e is fu ll y closed.
As a result, int ake air f lo w s t hr ough t he bypass
passage into the ai r intake cham ber.
The eng in e speed during idli ng can be adjusted
b y th e i d le spee d adjust i ng sc rew, w hic h
inc reases o r de creases the vo lume of ai r pa ssing
through t he bypa ss passag e. (See the illust ration
of t he w ax t yp e air valve at right.)
T he ai r v alve contro ls th e engi ne id li ng speed
w hen t he eng ine is col d.
So me eng ines eq ui pped w it h an lSC v alve do
not use th is air valve. (Fo r fu rt he r deta ils on the
ISC va lve, see page 99.)
WAX TYPE
Th e wax t yp e air va lve co nsists of a therm o
va lve and a gate va lv e.
The t he rmo va lve is f i lled w it h t he rmo wax. The
vo lu me of t his wax changes accordin g to t he
coo lant temper at u re. The wax type ai r va lve
utilizes th ese cha racte risti cs of t he the rmo w ax
to o pen and cl o se the ga te va lve in o rde r to
contro l the eng ine id ling speed.
Idle speed a djusti~
n g screw
_ Throttl e
Bypass passage valve

From c:::::> To air

air eo intake chamber
cleaner

1ftI Thermo valve

Gate valve

Dashpot
fi
Coolant
OHP 53

OHP 53
BI-METAL TYPE
NOTE- - - -- - - - -- - , T he bi-metal ty pe air va lve cons ists of a bi-
1. Th e id le speed adjusting screw adjust s the meta l elem ent, a he at co il, and a gate v alve.
idle speed , just as the throttle adjusting Current f lo w s si m ul ta neo us ly to th e heat co il
screw does on a carburetor . and the fu el pum p. Thi s heat s t he eleme nt,
2. In engines equipped w it h a stepper m ot or causing it t o change shape . This in t urn ca uses
type or rot ary solenoid t ype ISC valve, the the gate to close gradu ally.
vo lume of air fl ow ing t hrough the bypass
Heat coil
passage is co ntrolled by t he ISC valve.
Theref ore, in some engines , the idle speed
adj ust ing screw is set t o the fully-closed
position at the factory , while in others , an
id le adjusting screw is not provided.

From air cleaner OHP 53

65
 EFI - Functions of Eng ine ECU

FUNCTIONS OF ENGINE ECU

1. FUEL INJECTION METHODS AND
T he Engin e ECU c al cu lates the basi c fue l
INJECTION TIMING
inj ecti o n d u ra t io n i n accordance wi t h t w o
sig na ls: 1) t he intake m an if o ld pressure sig na l Fue l inj ecti o n methods in clud e the m et hod in
f ro m t he manifo ld pressure se nsor (in n -tvp e wh ich fue l is i njected by the in j ect ors in t o all

EFI), o r t he intake air vo lume signal f ro m the ai r cyl inders sim ultaneo us ly, the met hod in which

f low m ete r (i n L t vpe EFIl ; and 2) t he eng ine t h e cyl in ders are arran ged into severa l g roups

speed si gn al. It ba ses its ca lculation s on a and f uel is inj ect ed into g ro ups of cy linde rs in

program st ored in it s m em or y . seq uence, and the method in wh ich f ue l is

Th e Eng in e ECU al so det ermines the opti mum inj ect ed i nt o each cy li n der separa tely. Fue l
fuel inj ect ion durati on f or each engine cond iti on inj ecti on t iming can also differ depend ing on t he

bas ed on sign als f rom v ario us ot her sensors . engi ne m ode l, w it h some eng ines being started

Cont rol by th e Eng ine ECU o f t he fu el pump, f uel at al l times w it h a predetermined tim ing an d

press ure -up funct ion , an d co ld st art inject o r are other engines be ing sta rte d w it h an in j ect io n

cove re d i n t he secti o n on the fue l system (See timing cal culated by the ECU in accorda nce with

p age 53 ), and co nt ro l o f t h e oxyg en senso r th e intake air vo lum e, engine speed, etc.

heater is cover ed in the sec t io n o n t he ot he r T he basi c f ue l in j ect ion methods and i nj ect ion
co nt ro l systems (See page 113). timing ar e as follows:

INJECT ION M ETHODS INJECTION TIMING ENGINES* 1

4A-GE (D-ty pe HI, 1989 and
Int ake st roke before)
1 4A-FE (engines wlo lean
5 m ixture sensor)
3
SIMULTA NEOUS
6; 1S-E, 2S-E, 3S-FE, 55-FE
2 5M-GE, 6M-GE
4 4Y-E
00 360 0 7200
22A-E. 22R-TE
Crankshaft angle OHP 54 3VZ-E, 3F-E* 2
Note: This graph shows t he injectio n timing for th e
6M-GE eng ine. 2E·E,3E-E
2AZ·E,21Z·FE

Intake st ro ke Ignition Fuel injecti on

~
5
1G-GE
2 GROUPS 4A-GE (L-type EFI)
4A-GE (D-type EFI. 1989 and
after)
4A-GZE

66
 EFI - Functi on s of Engine ECU

INJ ECTION M ETHODS INJ ECTION TIMING ENGINES'"

Intake stroke Ig nit ion Fuel inj ect ion

1
5
3 7M -GE
3 GROUPS 6 7M-GTE
2
4 2VZ-FE
00 36 0 0 720°
Crankshaft angle OHP 54
Note: This graph show s th e injecti on t imi ng for t he
7M-GE eng ine.
Intake st ro ke

4 GROUPS
1UZ-FE

O· 3 60 0 720 0 1080 0
Crankshaft angle OHP 54
Intake st roke Ignit io n Fuel inj ect io n
/
35-GE
INDEPENDENT 3S-GTE
(SEQUENTIA L)
4A·FE (eng ines w/lean
O· mi xture senso r)
360° 720" 1080"
Crankshaft ang le

OHP 54

Int ake st roke 1 Ign itio n Fuel injection

FOR 15·i 15-i

O· 360 " 72 0" 1080°

Crankshaft angl e OHP 54

* 1 Appli cab le eng ines were ma nufa ctured in Sept em ber 1991 .
Ref er t o the respect ive engine Repair Manual s o r Electrical W iring Diagram s f or lat er changes and add i-
tions .
* 2 Th e fu el injection volume in t he 3F-E eng ine is controll ed separately f or t he front t hre e cy lind ers an d t he
rear t hre e cy linders . Ho wever , sin ce fu el is injected int o the f ront and rear cylin ders once each tim e t he
cran kshaft turns, injecti on is sim ult ane ous .
NOTE - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ____
There ar e some eng ine s in w hich bas ic fuel injection methods and the injection method employed during
starting are different.

67
 EFI - Function s of Eng ine ECU

2. FUEL INJECTION DURATION CONTROL

Th e actual f uel inj ect ion duration is determ ined not stable du ring c ranking . See page 70 for m or e
by t wo t h ings: 1) the ba s ic injection duratio n. d et ail s.) Co rrect io n s d iffe r depend ing o n the
w h ic h is . in t u rn , determ in ed by th e in t ake air eng ine model, because eac h respectiv e en gi ne
v o lume and t he engine speed; an d 2 ) v ariou s has it s ow n c ha racterist ics to t ake i nto
c o rrect io ns based on sig nals f rom t he v ariou s consideration.
senso rs . (Du ring eng ine starting [crank ing], Th e followi ng ta b le shows th e m ain co ntro ls t hat
howev er , fu el injectio n du ration is d et erm in ed m ake up fue l in j ecti on co ntrol:
d ifferent ly, because th e am ount of intake air is

Basic inj ect ion duration control

Start ing inj ectio n control
---E Intake air te mp. cor rectio n
Voltage correction

Basic injection du ration cont rol

Fuel injection
Intake air te mp. correction
durati on cont rol
After-start enrichment
Warm -up enri chment
Air-f uel rati o correct ion during
t ransition
__ --+__ Injection -+- Pow er enrichment
After-start injecti on control cor rection s
Ai r-fuel ratio feedback
correctio n
CO emission cont rol correction
Idling stabil ity correction
High -altitude compensation
correction
Fuel cut-off
Voltage correct ion

REFEREN CE - - - - - - - - - - - - - - - - - - - - - - - - - - -__.
Fuel injection duratio n co nt ro l con sists of sy n-

-[
~~~~~~Ig inje ction
c h ro no us inject ion, in w hic h inje ction is pe r-
f orm ed at a pr ed etermined c ran ksh aft an gle as Synchronous
injection
d esc rib ed above as w ell as asy nchronous injec -
Fuel Aft er-start injection
tio n in w h ic h in je ction is pe rfor med irr esp ectiv e injection control
of the c ra nks haft angl e. duration
cont rol
Asynch ronou s injection co nsists of starting in- Starting injectio n control
j ect ion co nt rol in w hich inj ect io n is pe rfo rmed
Asynchronous
on ly once du ring c ran k ing an d acceleration in - inject ion -{
ject ion in w h ic h inj ect ion is performed on ly Acceleration injection
control
once dur ing accele ratio n.

68
 EFI - Functions of Engin e ECU

The rel ati onship bet ween fu el injectio n d urat io n REFE RE NCE:- - - - - - - - - - -..
cont rol and the maj or sig na ls from each sensor is The signals used f or each ty pe of contro l may
shown in the f oll ow ing tab le: differ depending on th e engine m odel.

w w
~

SIGNALS
w
lEw z w
~
~
:>
!;;
:>
!;;
~
~
0
00
z
~
-c
z
.
~ x
Ow ~
o 0
"
z
~
w
w w
" 0
>- ~
'" '" o Q
~~ ~
'3 E ~ 00

~ zc S! -c e, wZ
f<~ 00
~
~ 0 w 0
ii'
00
~
0
> ~- ~"
0
~ t;:
~
0
w
w
e,
w
>-
w
>- '"
Z
w
~
:>
ur
w
e, ~
w :> >- 00
~ >-~ c,

'"Zw \<s s
w ~ ~
~i:' - ~
X >- ;; 00 w - 00
'"-cZ '"aZw
~w
m ~z
> ~
Z w ;0 ~
-c
~
w
w :> ww 1= ~ -c w ~
!!l -c~w ~

~'" ~~ , ~
0
"0>x "
~ ~
Z e,
~ ~'"w ~~ x~
>- ~ 0 ~ -c xw ;0 ii'-c !:!o 0
Z~
m -~ ~d x
>-
~
o
Z
w
0
U
>-
Z w
> > xu
>-

FUEL INJECTION DURATION CONTROL 00 <;

~

'" 00

~ ~" ;< ~ o
~
0 u,
m
• .> 0~ w 00 -c -c ~
~~ "
x 1'3
ii:
"'>0"
Z
>- >- " ~
~

'" > x 00

St arti ng inje ction co nt rol 0 0 0 0 0

Basic inj ect ion For D-ty pe EFI 0 0
duration con trol For L-type EFI 0 0
Inta ke air temp. co rrectio n 0
Afte r-start enrich ment 0 0
Wa r m -u p enrichme nt 0
Powe r enr ichment 0 0 0 0
Acceleration
Air-fuel rati o enri chment 0 0 0 0 0 0
co r rection correct ion
du ring Dece leratio n
t ransiti o n le an 0 0 0 0 0 0
After-start
•c
0
co rrection
injection co nt ro l jj Ai r-fuel Oxygen 0
~ ratio sensor
"0 fee dback Lean m ixtu re
0
c correction sens or 0
0
'g CO em ission control
0 0
."-
c
correc t ion *
- Idli ng sta bi lity co rrectio n 0 0
High -alti tud e co m pensation
correctio n 0
During
decel eration 0 0 0 0
Fuel cut-off At high
eng ine 0
speeds
At high
ve hicle 0
spee ds
Vo lta ge cor rect ion 0

* Only eng ines witho ut oxygen sensor or lean mixture senso r.

69
 EFI - Fu ncti on s o f Eng ine ECU

START INJECTION CONTROL RELEVANT SIGNALS - - - - -- - -,

• Cra n ksh aft ang le (G)
During engi ne sta rti ng, it is diffi cult f or th e
• Engine spe ed (NE)
m ani fo ld pressure senso r (for D-type EFI) o r t he
• Co olant t emper ature (THW)
air f low mete r (fo r L-ty p e EFI) to acc urate ly
• Int ake ai r tempe rat ure (THA)
sense t he m ani f old p ressure or the amo un t of air
• Battery v olt age (+6)
b eing taken i n, d ue t o larg e fluc tu ati on s in
engi ne speed . For this reason, the Eng ine ECU
REFERENCE- - - - - - - - - -,
sele ct s fro m it s m em o ry a b a sic i njectio n
In so me eng in e m odel s, th e st art er (ST A )
d u ra ti on t ha t is su itab le f or the coo lant
sig n al is also use d t o in f orm t h e Engine ECU
t emperature and en gine spee d, regardless o f in -
t hat th e en gin e is b ein g cranked.
ta ke man ifold pre ss ure or in ta ke air volume. It
t hen adds to this an intake air temperatu re c orrec -
t io n (See page 72) an d a vo lta ge co rrect io n (See
page 79) t o obta in the actual inj ection dur at ion.
Whe n th e wea t he r is co ld , t h e co ld start
in j ecti o n syste m ope rates in o rd er to im p rove
start ab ility (See page 631 .

Basic injection duration

_ _ _ _ _ duri ng starting
·THW
oNE

Int ake air temperatu re

+---- correctio n
- THA

- Voltage correction
• +B

Actual injecti on duration

Inject ion signal during starti ng

OHP 55
-g ,, - - - - On some models, inject ion
,,
•E ,, duration increases as
engine speed decreases.
X,
,,
,

-----r------

Low 20 High
(68 )
Coolant temperat ure °C (OF)
OHP 55

70
 EFI - Funct ions o f En gine ECU

AFTER-START INJECTION CONTROL CD Basic injection du ration

W he n t h e en g ine is runnin g at a mo re -o r-less FOR O-TYPE EFI

stea dy speed ab ove a predete r mi ne d r pm , t he
This is t h e m ost b asic inject ion duration, and is
Eng ine ECU det erm in es t h e inj ecti o n sign al
determ ined by the ma nifo ld p ressu re IP IM
durati on as exp la ined b elow :
signal ) and th e en g ine sp eed (N E sig nal). The
In jection sig na l d u ra tio n :=. b asi c inj ecti on in tern al me mo ry of t he En g in e ECU co ntai ns
d ur ati o n x i nj ecti on correctio n" + v oltag e d at a o n v ario u s ba sic inject ion du rati o n s for
co rrect ion various ma nifold pressu res and eng ine speeds.

* Injeetion c o rrect ion is t he sum and prod uct of RELEVANT SIGNALS - - - - - - ----,
various correction coefficients.
• Intake ma nifo ld pr essure (PIM )
• Engi ne speed (NE)

REFERENCE- - - - - - - - - - ,

I J
Basic injection durat ion
Since the int ake effi ci enc y va ries de pendin g on
1-- - - . VS , KS, VG or PIM
_ • NE t he va lve cl earance , t he int ake air vo lu me m ay
,---;;-~ ,,
,, ,,
va ry even if t he int ak e manifold pressure stays
, t h e same .

~
' ----'----------0 ' Injection corrections Th eref ore, in n-tvne EFI, w he n t he valve
' I-- ·THW cl earan ce v aries, t he air-fuel rat io o f t he air-f uel
• THA mixtu re w ill ch ange slig htly .
• PSW or VTA • Since eng ines equipped w it h an o xy gen sen-
• Others
sor co rrec t inject ion durat ion according to
Voltage correcti on the air-fuel rat io f eed back co rrectio n, t he
I-- air -f uel ratio is always maint ained at the op -
• +8
t imal lev el.

Actual injecti on d u ratio~

• In engin es w hich are no t equipped w ith an
, o xyg en sens or, t he air -f uel rat io is adju st ed
Injectio n signal by a va riable resistor (See page 41).
OHP 55

71
 EFI - Function s of Engine ECU

FOR L-TYPE EFI (2) Injection corrections

T his is the m ost basi c inject io n d urat io n, and is The Eng ine ECU is kep t info rm ed of eng in e
de term in ed by the v o lum e of air be ing ta ken in running co nd it io ns at each m om ent by m eans of
lVS, KS or VG sig nal) and t he engi ne spee d fNE sig nals f ro m v ario us sens ors. It then ma kes
signal). T he bas ic inj ecti on dur ation can be ex - va r ious co r rec t io ns in the ba sic i nj ect ion
pressed as f ollow s: du rat ion based o n these sig nals.

Basic inj ect ion Int ake air vo lume INTAKE A IR TEMPE RATURE CORRECTION
duratio n "" K x
Engine speed
T he d ensity of th e intake ai r w i l l chang e

w her e K: correct ion coe ffici ent
RELEVA NT SIGNA LS -
• Int ak e air volum e lVS, KS or VG )
• Engi ne speed (NE)
dependi ng on its t em peratu re. For th is reas on ,
th e En gine ECU mu st be kept ac cura t e ly
- - - - - - ---, info rm ed of the intake ai r temperatu re (b y
m ean s of the intake air temperature sen sor) so
that it can adj ust t he injecti on d ur at io n to
ma i nt ain t he ai r-fu el r at io t hat i s curre nt ly
req uired by t he eng ine. Fo r this pu rp ose, the
ECU consi ders 2QoC (68°F) t o be t he "st andard
t em pera tu re " and increases or d ecrea ses the
am ount of fu el injected depending upon w het her
t he intake air t emperatu re falls be low o r ri ses
above t hi s tempe rat ure.
This co rrect ion resu lt s in an increase or decrease
in th e injection vo lume by a m ax im um of about
10% (f or the Karman vo rtex type ai r f low meter,
t hi s is about 20% ).
NOTE -----------~
In case of hot-wire type air flow meters , sin ce
the air flow meter itself outputs a signal that is
corrected by the intake air temperature, the ln-
take air tem pe rature corre ction is not
necessary .

E
•
'0
~
8
e
o
-~ 1.0

8
l ow 20 Hig h
(6B)
Intake air tem perature °C (OF)
QHP 55
[ ; RELEVAN T SIGNAL
~ntake air temperature (THA )

72
 Efl - Funct ion s of Eng in e ECU

AFTER-STA RT ENRICHM ENT WARM-U P ENRICHM ENT

Im m ediat el y afte r starting (eng in e speed above Since f ue l vapo rizati on is poor when t he engine
a predet ermi ne d rpm ), t he Eng ine ECU caus es an is co ld, t he engi ne will run p oorly if a rich er fu el
ex t ra amo u nt o f f ue l t o b e su pp lied for a mixt ure is not supplied.
p redet erm ined perio d t o aid in stabilizing eng ine For t his reason. w hen th e coola nt tempe rature is
operat i o n . Th e i n it i al after- sta rt en r ich me nt lo w , th e w ate r tem pe rat ure se nso r so inform s
co r rect ion is d et e r min ed by the c o o l an t th e Eng in e ECU , which inc reases the amount of
t em p erat u re, and th e am oun t grad u al ly f all s fu el inj ect ed t o c om pensate until th e coolant
the reafter at a certai n consta nt rat e. tempera t u re r each es t he pr ed et e r m i n ed
W h en t h e tem pe rat ure is extrem ely lo w , thi s tempe ra ture .
en rich men t r o u g hl y dou bl es t he i njectio n W he n t h e t emperat u re is ext reme ly low, t h is
vo lume . e nr ich me n t r o u g h ly do u bles t he i nje c t io n
vo lum e.

-•
c
'0
c
~o •
'0
o iE
§ 1.0 --- ••• ••• •• • •• • •• ••---- - - - - -- ~
o
ti c
•e .s 1.0
o t;
u ,~
60* .
Low - (140)- - HIgh o
u
Coolant tempe rature QC (QF)
Low _ 60*- High
* Depending on t he engine models. OHP 56 (140)
Coolant temp erature QC (QF)
RELEVA NT SIGNALS - -- - - - - --, O HP 56
Depending on t he engine models.
• Engine spee d (NE)
• Coo lant te m perat ure (T HW ) RELEVA NT SIGNAL - - - - - - - -
[:"Coolant t empe rat ure (THW)
REFERENCE- - - - - - - - - - ,
In so me eng ine m od els, t h e sta rte r (STA ) REFERENCE- - - - - - - - - - ,
signal is used as a con diti on f or begin ning this In so me eng ine m od els , the am ount of t his
co r rect ion. enr ic hm ent ch anges slig htly w he n t h e lD L
signa l goes on or off. and it also ch an ges in
acco rdance w it h t he eng ine speed.

73
 EFI - Functi on s of Engi ne ECU

POWER ENRICHMENT AIR- FU EL RAT IO CORRECT ION DURING

TRANSITIONS
When t he eng ine is ope rating under a heavy
A " t ransition" is t he moment w hen the en gine
l oad , t he i nject ion v o lu m e is i ncr eased i n
r pm ch anges. eit he r du r ing acceleration o r
accorda nce w it h th e load in o rde r to ensure
deceleration. During 8 t ransitio n. the inj ect io n
pr oper engi ne operat ion .
vo lume m ust be increased o r d ecre ased to
M eth od s fo r sens ing wheth er t he engi ne is
assu re pr oper engine pe rf ormance.
o pe rat ing unde r a heavy load differ de pen di ng
a. Acceler ation Enri chm ent Correcti on
on t he engine mode l. In so m e eng i nes, it is
Whe n t h e En g ine ECU detect s eng i ne
dete rm ined by th e th rottle valv e ope ning angl e.
accele ra t ion based on si g nals f r om the
w hile in ot her eng ines . it is determ ined by th e
variou s sen sors, it in c rea ses the inj ect ion
intake air vol u me. Th is enr ic hment in cr eases th e
v olume to im prove ac ce le ra t ion
inject ion vo lum e by 10 t o 30%.
performance.

RELEVANT SIGNALS - -- - - - - ..., The init ial co rr ect ion v alue is determined by
th e coo la nt t emper ature and the rate of
• Throttle positi o n (PSW or YTA)
acce le ra t ion. Th e a mou n t gr adu a lly
• Intake manifo ld p ressure (PIM) or inta ke ai r
decreas es f rom that point.
volume IVS. KS or V G)
• Eng ine speed (NEI
b. Decel er at ion Lean Cor re ctio n
When the ECU dete cts eng in e deceleration,
REFERENCE- - - - - - - - - - ,
it decrea ses th e i n j ec t i o n vo lum e as
1. In some engine m od els. the amou nt of
necessary t o p rev ent over- ric h i nj ection
i ncre ase also differ s in accord ance with
during decele rat ion .
t he coola nt tem perat ure.
2. In so m e eng ine m od els. when th e coo lant RELEVANT SIGNALS - - - - ----,
t em perature is hig h , t he fue l inject ion
• Int ake man ifo ld pressure (PIMI o r int ake air
amou nt is i ncreased to low e r the exhaust
vo lum e (V S, KS or V G)
gas te m pe rat ure and t o p reven t the
• Engi ne speed (NE)
eng ine f rom overheat ing .
• Vehicle speed (SPD)
3. In so me eng i ne m o dels. t he kic k-down
• Th rottle pos ition (IDL, PSW o r VTA)
sw itch (KD) sig nal is used as a co nd it ion
• Coolant tempe ratu re ITHW)
fo r beg ining t his co rrection .

74
 EFI - Fun ct ions of En gine ECU

AIR-FUEL RATI O FEEOBACK CORRECT ION

Engine ECU
a. Oxyg en Sen sor
Inj ection vol ume Lean
Th e Engi n e ECU co rr ect s t he In jecti on d ura t ion signal
Increased
ba sed o n th e si gn als fro m th e o xyg en sens o r t o
Decreased
keep the ai r-fu el rati o w it h in a n ar row rang e Rich
signal
n ear the theoret ical air- fu el rat io . (Th is is c all ed Lean Oxygen
a " closed- loop" o peratlon.) Injector mixture
~"A-=-Lhse nsor
In o rde r t o prev ent ove rhe at in g of the cata ly st
an d assu re good eng ine ope ration , air-f ue l rati o
f eedback does n ot OCCl'r under th e f o ll o win g
co n di t ions (ope n-lo op ope rat ion):

• Duri ng eng ine sta rting

• Du ring after-start enrichment OHP 56

• During power enrichm ent

• W hen t he c oo lan t temp era t u re is below a [ ; RELEVA NT SIGNAL
predeterm in ed lev el ~O xyg e n sens or (O X )
• W he n fu el cut-o ff occurs
• W he n t he lean sig nal conti nues lon ger t h an a
predet erm in ed time Tw o o xyg en sens ors are used o n so me m odels.
Even if t he signal of the mai n oxygen sens or
cha nges ove r ti me, t he air -fuel rat io can be m ain -
The ECU c o m p ares t he vo ltage o f th e signa ls
tai ned w ithin a n arrow rang e near t he t heoret ical
se n t f ro m th e oxy ge n se nso r w it h a
air -f uel rat io by u sing a su b ox yg en sen sor . In add i-
pred et er m ined vo lt age. If the v o ltage of a signa l
tion, cata lyst det eri orat io n c an be also detect ed
is higher th an that voltage, it j udges t he air-fu el
by com parin g t he signals of t he t w o oxyg en sen-
rati o t o b e ri cher t ha n th e t he o retica l ai r-fue l
sors .
ratio and reduces, at a co nsta nt rat e, t he amount
of fu el inj ected . If t he vo lta ge o f a signa l is
lower, it judge s th at the ai r-fue l rati o is leaner
than the t heoret ical air-fue l ratio. and in crea ses
the amount of fuel injected . To Engine ... - -- - - - - - - --,
T he corre cti on coeffici en t used b y th e ECU ECU
Main oxy gen
va ri es o ver a range o f 0. 8 to 1.2, and is 1.0
sensor
during an o pen loop op eration.
Sub oxyge n
sensor
High
(rich)

O
sigXnal I 'r-.
IV
" ,'-' '---"
r

Catalytic converter

Lo w
(lea 01
Correction ./
r--
----
rati o '<,
'I
Decreased Increased
OHP 56
75
 EFI - Fun ction s of En g ine ECU
N OTE ---------------------------~
Air-fuel ratio learned control;
When engine condition changes over t ime. the
air-f uel ratio that is created from basi c in jection
duration calculated by the Engi ne ECU deviates
f ro m the theor etical air -fuel ratio . W hen this
happens. time is required for the alr-f uel ratio t o
ret urn to the t heoretical air-f uel ratio by air-fuel
ratio feedback correction . The dev iatio n may
also exceeds the correction range of air-fuel
rat io feedback correction .
Con sequently . t he Engine ECU remembers the
cent ral value o f the c orrect ion ratio and cor-
rec t s t he am ount of deviat ion f rom t he central
value Ial for basic injection durat ion . Thi s tu nc -
Correct ion
rat io
1.2 f--':===~----.-
0.8f-- -- - - - - -
Lean mixt ure
Normal - - -- - - -
condit ion
b. Lean M ixtu re Sen so r
Th e ECU co rre cts t he inj ect ion dura t ion b ased on
sig na ls f rom t he lean m ixt ure senso r t o keep t he
alr-fu e! rati o within t he " lean" range . (Th is is
call ed a "closed- loo p" ope ratlon.I
In order to pre vent ov erheati ng of t h e c at aly st
and assure g ood eng ine operati on , air-fuel rat io
f eed back doe s not occu r under t he f ol low i ng
con dit ions (o pen- lo o p oper at io n);
• During eng ine starting
• Du ring after-st art enrichment
• During po wer enrichment
• W h en t he coola nt t em perature is b el ow a
predete rm ined level
• W hen f u el cut-off occ urs
76
t ion is referred to as air-fuel ratio learn ed con-
t rol, and the val ue remembered by the En gin e
ECU is ref err ed to as t he learn ed v alu e.
A s a resu lt o f t his learn ed co ntrol. air-f uel f eed -
back correct ion is constantly able t o correc t
t he central va lue of t h e correct io n rat io wit h a
va lue of 1.0 .
This enables t h e air-fuel rati o to re t urn rapidly
w it hin a narrow ran ge near t he theor et ical air-
fuel rati o . Further m ore. lea rned co ntrol is per -
f orm ed w hen feedback correct io n is bein g per-
formed .
- - - - -- 1.2
"---- - - -0.8
--1 .0
I Correct ion
range
.. Over life
t ime
T he ECU de te rm ines th e ta rget ai r-fuel ra tio
b ased on sig na ls f ro m t h e senso rs. It th en
conve rts t h is ratio to an elect r ic cu rrent an d
com pares t his curre nt with t he current fro m th e
lean mixture sens or. If the cur rent from t he lean
m ixt ure sensor is larg er t ha n the ta rget current,
it ju dges th e air-fuel rat io t o be leaner t han the
t ar get air-fue l rat io and increases th e amo unt of
f ue l inj ect ed . If t he c u rr ent f rom t he lean
mixture sensor is sma ller, it judges th at the air-
fuel ratio is richer t ha n t he ta rge t ai r-f ue l rat io ,
an d redu ces the amou nt of fue l inject ed .
T h e co rrecti o n c oeffic ie nt used by t he ECU
va ries over a rang e of 0.8 t o 1.2, and is 1.0
d uri ng an ope n- loop ope rat io n.
 EFI - Fun c t ion s o f Engin e ECU

Large

lS
,I hi I/"' !f ' 1 I
Target
Engine ECU
Injection volume
signal current
1'-' 1'-' I' I Increasad Idle
mixture
Small Decreased adiusttr u
Correct ion ~ ./ screw
ratio r--- r-,
Decreased
/ -;
Increased
---- OHP 57

Engi ne ECU
Injection volume Lean Rich
signal mixture
Increased

Decreased

Rich
OHP 57
Lean
signal
.,
mixture ., D- type EFI w itho ut oxygen sensor
L tvpe EFI witho ut oxygen sensor bu t with op-
t ical Karm an v ort ex type air flo w meter or
hot-wi re type air f low me ter

m
Rich
mixt ure T he ECU also re d uces CO emissions by
con tro lling the inject io n vol ume in accordance
w it h th e en gine speed.

OHP 57 RELEVANT SIGNALS - - - -- - - ,

RE LEVAN T SIGNAL - - -
[:";ean mixture sensor (LSI
CO EMISSION CONTROL CORRECTION
(D-ty pe EFI· 1 and L-type EFI·2l
T he injecti o n v o l um e can
m anu all y adjusting t he va r iable resi stor (See
pag e 41 ). T hi s ca n be used to adj ust the v o lu me
of CO em issions.
• Va riab le resi stor (VA F)
• Engi ne spe ed (N E)
- - -- -
NOTICE ------------~
It is usually no t necessary to adjust t he idle
m ixture in most models, provided that the
vehicle is in good condition. How ever . if it
does become nece ssary to do so. always us e
be adju sted by a CO meter. If a CO meter is no t ava ila ble. it
is best not to atte m pt to adju st the idl e
mixture if at all possible.
RE FERENCE ----------~
Idle mixture W hen the vo lt age of t he t erm inal VA F is 0 . 1 V
adjusting or less or 4 .9 V or more, the Engi ne ECU discon-

SS~(
screw
tin ues CO em ission co nt rol co rrection .

( . .l " . J

6- ;
'z:~::::::
.c ~

Variable resistor

77
 EFI - Funct ion s of Engi ne ECU

IDLING STABILITY CORRECTION

(D-type EFI on ly )
~
c
T he f ue l i nj ection v o lu m e is in cr eased or •
-a
decr eased in acco rda nce w it h changes in t he it:
•oo
engine spe ed in o rde r t o achi eve idling stabil ity. c
o
In orde r t o do t h is, t he inject io n v o l um e is .;:; 1.0 ---- ---._,
in creased w hen t he eng ine speed drops, an d is ~
o
decreased w he n it ri ses. u
101. 3 kPa
RE LEVANT SIGNALS - -- - - - -- (760. 2 9 .91 (m m Hg, i n. Hg)

• Engine sp eed (NE) High - At heri Low

(lo w alt it ude) mosp enc pressure -- (high alti tude)
• Thrott le posit ion (IDL)
OHP 58

REFEREN CE:----------~
I RELEVANT SIGNAL - - - - - - - -

In so m e engi ne mode ls , eng ine id li ng is j-High*altitude co m pensat ion (HAC)

det ect ed by t he change of the intake m anifol d

FUEL CUT-OFF
pressure (PIM) sig nal.
a. Fue l Cut -Off during Dece lerati on
HIGH-ALTITUDE COMPENSATION CORRECTION During dece lerat io n from a hi gh engi ne speed
Il.-t v pe EFI w it h va ne type air fl ow m ete r or op- w it h t he t hrottle v alve com plete ly closed (idl e
t ical Karm an voltex t ype air fl ow me te r only )
cont act on). t he ECU ha lts inject ion of f ue l in
T he densit y of oxyge n in the ato mc sph ere is o rder t o improv e fu el econo my an d redu ce
low er at high altitud es. A s a result , the amount of undesirable em issi o ns .
int ake air f lo w m easured by t he air flow met er Whe n t he engin e spee d fa lls be low a
beco mes grea te r t han the am oun t of oxyge n ac- predet ermin ed lev el o r th e throttl e va lve is
tu ally bein g taken int o th e engine. T his m eans o pened (i dle co nt act offL f ue l i nj ecti o n is
t hat if th e fu el were inject ed under t he same condi- resum ed .
tio ns as at sea level, the air-f uel m ixtu re w ould T he fue l cut-off engi ne speed and t he f ue l
becom e richer . i nj ection res um p t io n eng ine speed are hi gh
For t his re aso n, the ECU co r rects t he f uel w hen th e coolant temperature is low. Th ere are
injection volum e based on sig na ls from the hlq h- also some eng ine m odel s in w hi ch t hese eng ine
altitude co m pensat ion sen sor and t he air fl ow spee ds drop du ring braking (Le ., when t he stop
m ete r . lamp sw itch is on) .
Th is corr ection decre ases t he in jecti on vo lum e
by ab out 10% at 1000 meters ab ove sea lev el
(f or exa mp le). Fuel cut -off
"2~ 2,000
••
c Injection resumption
tn
c
w

Low - Coo lant te mp er atu re - Hig h

OHP 58

78
 EFI - Functio ns of Eng ine ECU

RELEVA NT SIGNALS - - -- - - - ---, (~) Volt age correction

• Throttle posit ion (lOLl
The re is a slig ht dela y between t he time th at the
• Eng in e speed ( NE)
Eng ine ECU sen ds an i nj ect ion sig na l t o the
• Coo lant te m perature (THW)
in j ect ors and th e t ime t hat th e inj ect o rs act ually
• Stop lam p sw itc h (STP)
ope n. Th is d el ay beco m es lon ger the m ore t he
v o lt age of th e battery d ro ps. T hi s mea ns t hat
REFER ENCE - -- - - - - - - - ->,
t he length o f ti m e t ha t th e i nject o r va lves
1 . In some ma nual t ransm ission m odels, the
rem ain op en wou ld beco m e sho rte r th an t hat
cl utch sw it ch IN/C) signal is also used as a
ca lc u late d by t he ECU, ca us i ng t he actua l air-
condition f or f uel cut -o ff .
f ue l rati o t o beco m e hi gher Il.e.. lean er ) t han
2 . T here are som e m odels in w hich t he f ue l
t hat req u ir ed by the en gine, if t his w ere not
w ill be cut off w hen t he injecti on volu me
prevented by volt age co rrect ion.
during decelerati on fa lls below t he pr edet er-
In vo lt age co rrect io n, t he ECU co mpe nsates f or
mi ned level eve n if the t hro ttle val v e is not
this delay by len gth enin g t he durat ion of the
co mp lete ly cl osed (idle co ntact off).
inject ion sig nal by a pe riod co rrespo nding t o t he
le ngt h of t he delay . Th is corrects the act ua l
inject ion per iod so t hat it co rr esponds w it h that
b. Fue l Cut-Off at Hig h Engin e Speeds calc u lat ed by the ECU . (The am o un t of th is
To pre v en t engi ne over-run, f uel i njecti on is co rrect ion va lue depends on t he eng ine mode l.)
halted if t he eng i ne s pee d ri ses above a
predeterm ined level. Fuel inj ecti o n is resu m ed Injectio n
Voltage correction signal
w hen th e engi ne spee d f all s below t his lev el.
/
G RELEVANT SIGNA L
=Eng ine speed (NE)
On

t..1
I
Off I
Ope n

I ni e~,
c. Fuel Cut- Off at High Vehic le Speeds
In som e ve hicles, f uel inject io n is halted if t he Closed
vehicl e's spee d exceeds a predet er m in ed lev el. actually open
Fuel inj ect ion resumes after t he spee d dro ps OHP 58
be lo w a predet erm ined level.
)o
G RELEVANT SIGNAL
:Vehicle speed (SPO) .0
~-

NOTE - - - - - - - - - - - ____
.-
'2 3':
.- E
.::: r::::
~ .g
~ l!! Standard operating
Th e Engi ne ECU als o performs v arious other 0 '
U"O delay t ime
correctio ns in additio n t o t hes e (page 7 2 to
79). l ow-
Batt ery vo ltage tV)
OHP 58

G RELEVANT SIGNAL
=Batte ry volta ge (+8)

79
 ESA - General

ESA (ELECTRONIC SPARK ADVANCE)

GENERAL
The ESA (el ectron ic spark advance) syst em is a mecha nica l adva ncer) con t ro ls the ig nit ion
syst em i n w h ic h an ECU (r at he r th an a t im ing of t he ign ition system.

Distributor

Ig n it er

Engine
Ig nit io n ECU
switch Ig nition co il

o
Batte ry T S park plug
Sensors

= OHP 59

BASIC CONSTRUCTION OF ESA

1. IGNITION TIMING AND ENGINE RUNNING CONDI TIONS

In o rder t o m ax imize engine output effic ie ncy,
t he ai r-fuel m ixture must be ig nite d w hen th e
ma ximum combustion pressure occurs; tha t is. at
about 10 aft er T OC (t op dead cent er).
0
How ev er. the t ime f ro m ig nit io n of t he ai r-f uel
m ixtu re to t he de ve lopme nt of m ax imum
combustio n pressure v arie s depen ding on t he
engine speed and th e m an ifol d pr essu re; ign it ion
m ust occur e arlie r w he n t he engi ne speed is
higher and lat e r w he n it is l o w er. In co n-
v en t io n al EFI. t he t im i ng is ad v anced and
retarded by a g o vern or ad vanc er in
d ist ri butor.
Fu rt herm ore. ignit io n m ust also be ad vanced
w hen the man if o ld pressure is low Ii.e.• w hen
t he re is a strong v acuum ). In convention al EFI.
t his is achieve d by t he vacuu m ad va ncer in t he
d ist ributor.
How ever, o pti mal ig nition t iming is also affected
by a number of othe r facto rs besides engine
speed and intake ai r volume, suc h as t he shape
of the combu st ion cha m ber. the t emp er atu re
in side t he co m bu stion cha mbe r, etc . For th is
reason, governor and va cu um adva nce rs ca nnot
provide ideal ig niti on t i m i ng fo r t he engine. In
the ESA syste m, th e en gi ne is prov ided with
nearl y ideal igniti on ti m in g characte ristics.
The ESA w o rks as fo llows: the ECU det ermi nes
ig nit io n t im ing from it s inte rna l m em o ry. which
t he co nta ins t he o pt i m al ignition timin g data f or
each en g ine running co nditio n, then sends the
appro priate ig nit ion ti mi ng sig nal t o t he ignite r.
Since t he ESA always ensu res opti ma l ig nitio n
tim in g, both fu el effic ie ncy and eng i ne pow er
out put are m ainta in ed at op tim al levels.

80
 ESA - General

2 . IGNITION TIMING AND GASOLINE

Ideal ignitio n QUALITY
timing
•uo -. In some engine m ode ls , two ig n ition timin g

-e
•> advance patterns, acc ord ing to the f uel octane
• rating (premium or reg ular), are st ored in the
Go v ern or ad vancer ECU. Th e ignition t im ing can be ch anged t o mat ch
t he gasoline being used {premium or reg ular ) by
ope rat ing the f uel cont rol sw it ch or con nec to r
Engine s peed - - High (See page 40).
OHP 69
ADVANCI NG BV ENGINE SPEED In some engine m od els, this is done autom atically
by t he Eng ine ECU ' s fuel octane judgement fun -
ct io n (See p age 116).

Ideal igniti on
ti ming .-

ESA

Vacuum advancer

Manif old vacuum - High

OHP 59
VACUUM A DVA NCING

81
 ESA - Gen er al

T he f ollow ing table shows the speci f ic at io ns for
th e 4A -FE engin e. Items ma rked w it h ci rcles in
t he " A PPEN DIX" col umn are incl uded in t he
spec if ic at ion s f or each eng ine in t he A PPEN DIX
sec tio n (page 18 8 ) in the bac k of t hi s man ual.
In addition, f or t hose item s wit h circle in the
" STEP 2 (IGNITIO N)" co lum n in th e fo ll ow ing
table, ref e r to t he Ste p 2, ve l. 3 (Ig nition
System ) m anual for a detail ed exp lanat io n of
t he relevant items.

PA GE
ESA (ElECTRON IC SPARK A DVANCE ) (T HIS ITEM * STEP2
REMA RK A PPENDIX (IGN ITION)
MANUAL)
Cran kshaft ang le (init ial ignition timi ng
angle ) j udg em ent 83 o
IGT /ignition t imi ng) signa l 83 o
IGF (ignit ion conf irm at ion) signa l 84 o
Convent ional ignit ion circ uitry
for TCCS
85 o o o
Ignition DLI (dist ribut orless ign it ion )
cir cuit ry sys tem
86
DIS (direct ign iti on system) 88 o
Sta rt ing ignition c ontrol 91 o
Basic ignition adva nce ang le 92 o
Wa rm -up co rrect ion 93 o
Ov er-temperatu re co rrection 93
Stab le idli ng correction 94 o
~ -0
_ eE
0
EGR co rr ection 94 o With EGR
..... ...
~Ql Eo 8c: 0
;; 0 Ai r-f uel rati o f eedba ck
, ~,o~,~,~e'~t~io~n-'---
Ql r
+ 95 o With o xygen sensor -jf-
f--_=-_+ f-- ~
c ~ g
c: Kno c kin g c orrection 95 o Wi th knock sensor
! .~ :~ ~ Torqu e c ontro l co rrection 96
'0 :;::; .!2l O
VI.§ 't:
C Transit ion correc t ion 97 o
§ :t::" III :~ <Il Cru ise c ontrol co rrection 97
·flc~ .~ §
C ~ .2l Ql ·fl Tr act ion contro l 97
~ 4: .~U ~ ,L,~o~,~,e~'~t~io~n==-:-:==-t
~ 8 AC IS (acoust ic co ntrol
+ -t --tI + -j
o ... induct ion system ) 97
o ~ co rrection
o Interc ooler failure
97
co rr ection
M aximum an d mi nimu m
adva nce angl e co ntrol
97 o
Igniti on ti ming adju stm ent 98 o
"Specifications fo r Coro lla 4A-FE eng ine (Ap r. , 199 2)

82
 ESA - Cra n ksha ft Ang le (In itia l Igniti on Timing Ang le) Judgement , IGT Signal

CRANKSHAFT ANGLE (INITIAL IGT (IGNITION TIMING) SIGNAL

IGNITION TIMING ANGLE)
The En g in e ECU sen ds an IGT sig na l t o th e
JUDGEMENT
ign it er based on sig na ls f ro m eac h se nsor so as
T he ECU j udges that t he c ran kshaft h as reached t o ac h ieve th e opt imal ig n ition timing . Th is IGT
5°, 7° or 10° BT OC (d epen di n g o n t he en g ine s ig na l goes on ju st before t he ig n ition t iming
model) when it receives the first NE signa l (point calcu lat ed by t he micr o processor, then g o es off.
® in t he illustratio n be low) following a G s ignal The spa rk p lug f ires at t he p oint when t his signal
(point @>. goes off.
Th is angle is known as t he " in it ial ig n ition t im i ng
an g le" . TDC TOC TOC
Igniti on
TIMING ROTOR POINT @ POINT @ ,,
G IGT -
,\
G SIGNAL
-
signa l
(
TIM ING ROTOR
1L
IJJ JItt
AND G PICKUP
COIL
( \ TDC
-------------- - --- ---- -_._--_._-- --- --- -------
5",7' or 10'BTDC
\ Advance
TOC ----\ ang le
,,
I _NE

(I tr
NE SIGNAL
TIMING ROTOR Initial ingnition t im ing 5", 7" or 10"
AND NE PICKUP BTOC
COIL (depending on engine model)
OHP 61

OHP 60

PO int ~)

Point @)
5°, r or 10° BToC

NE - H--

1J~~~-;~ <~~~'<
Ignit ion
I I I I
I
I
IGT ....I 1--
I
I
1
I
_ oJ
I
I
~- - - - -
IGT w it h init ial igniti on timi ng
IGT with t iming advanced
OHP 60

83
 ESA - IGF Signal

IGF (IGNITION CONFIRMATION) SIGNAL

Th e cc u n te r- e le ctr om o t lve fo r ce t hat is w het he r ig niti on act ua lly occ urre d o r not.
gen er at ed w he n th e p r im ary c u rre nt is Thi s sign al is used f or diag nos is (See page 131)
i nt er rupted causes th is circuit t o send an IGF and th e fell- safe f unct io n (See page 145).
si g na l to the ECU. which detects by thi s sig nal

~ r-
Ig ni
Igniter Engine ECU
coi l

19 nition
~ II!
.
IGF !lig nal
ge ner at ion
circuit
('I
'"
-
IOF

* '1t- e-'.
,
•0

-
sw it ch , lOT .s ;S
-,-
CC
0>0
, Ignit ion :Eli
" .0
,- ~ . ;:: cont rol
B atte ry "• .-•
T ." circuit

f-- >-o .!!!, "

= OHP 61

NOTE - - - - - - - - - - - - - - - - - - - -- - - - - - - ---..
In so me recent mode ls, the IGF signal is generated ac cording to the primary cur rent v alue. In these
models. IGF is switched on when IGT is on, and IGF is sw it ched off when t he primary current exceeds the
predetermined value .

FOR RECE NT MODELS FOR PREVIOUS MODELS

ON
ON IGT OFF
lOT
OFF ,,
Primary - ~ - ~ ~, -

, Primary '2 V
c urre nt 0 vo lt age o ,, ,,
ON ' I
ON IOF
IOF
OFF OFF_----JnL...-_----JrL

• The counter-ele ct romo t ive fo rce

84
 ESA - Ig ni t ion Circ ui try

IGNIT ION CIRCUITRY

Th e ope ratio n of th e ignit ion sys te m in TCCS is The types of ignit ion system in TCCS can be dif -
basically t he same as t he o peratio n of th e fe re ntiated by t he met hod used t o distribute cur-
ignition syste m in conventio nal EFI, except tha t rent to th e spark plug s: eit her t he conven ti on al
t he ig n iter in th e latte r is t urned on and off t y pe. in w hich a distrib utor is used. or DLI
direct ly by th e signal gene rator. (distributcrless ign it ion ) and DIS (direct ign it io n
Distributor Spark syste m ). in w hic h no dist ribut or is used .
Signal plugs
In th is section , we w ill ex plain t he op erat ion of
generator Ignition
coil (;::;~=

<> ( UI), 1--- - -<1

• •
bot h t he co nven tional ig nit ion system used in
TCCS, and t he DLI and DIS. For an ex planatio n of
t he operat ion of the ig nition system f or the co n-
ven tion al EFI, refer t o St ep 2 , vol.3 (Ign it io n
Sys tem).
OHP 62
CONVENTIONAL EFI

REFERE NCE ---------~

In the TCCS, th e si g na ls fro m th e signa l An ignit er is included in th e Engine ECU of t he
ge ne ra to r f irst pass t hro ug h th e ECU bef ore 4A -FE engine m ade by Bosc h.
going t o t he ignit er.
Signal Spark
generator
C~~P:IU9S

IGT •

Tees
OHP 62

1. CONVENTIONAL IGNITION CIRCUITRY FOR TCC S

Th e m ic ro p rocess or in th e ECU determines the a hig h v o lta ge (of ap prox. 20 t o 35 kV) t o be

igniti on t im ing ba sed on the G (G1 and G2) and
NE sig na ls, as we ll as on sig nals from eac h
sens o r. Afte r d ete rminin g th e ignition t im i ng ,
t he ECU sen ds an IGT signa l t o t he ignite r.
W he n t he IGT sig nal goes off. tra ns istor Tr2 in
t he ignite r goes off. As a re su lt , the primary
current to t he ignit ion coi l is interrupted , caus ing
generated by the secon da ry coil in t he ig nit ion
co il. Th is in turn cau ses sparks t o be g enera t ed
by the spark p lugs.
Th e igni t er in corporat es the fo llo wing circuitry in
order t o delive r a sta ble seco ndary volt age and
assure syst em rel iability:

84- 1
 E$A - Ignit ion Circu it ry

DWELL ANGLE CONTROL CIRCUIT IGF SIGNAL GENERATION CIRCUIT

Thi s circ u it co nt ro ls t he len gt h of ti m e during T his ci rcuit generates t he IGF sig n al and sends it

w hich T r2 is on, in o rde r t o ass ure the prop er t o th e ECU.

secon dary vo lt age.

NOTE - - - - - - - - - - - , LOCK·UP PREVENTION CIRCUIT

A dwe ll ang le control circuit is provided in the

Engine ECU in recent engines. Th e ignit er starts
the fl ow o f primary current when t he IGT sign al
is on and stops that current w hen it is off. T he
Engine ECU lengt hens the dwe ll angle by adva n-
cing t h e t im ing by which the IGT signal is
sw it ch ed on when engine speed increases .
Th is circuit fo rces Tr2 to go off if it locks up (that
is, if cu rrent fl ow s co ntin uous ly for a pe rio d
long er t han a pr ed et erm in ed peri od). in orde r t o
protect the ignitio n co il an d T r2'
OVER-VOLTAGE PREVENTION CIRCUIT

T hi s ci rc ui t force s Tr2 t o g o off if the p o w er

su pply vo lta ge b ecomes too high, i n ord er t o
protect Tr2 an d t he ig nit ion coi l.

~
Ig nit
Ign ite r Engine ECU Sensor
co il

lq nit io n
~~ II~
.
Over-voltage
preventio n
circui t
IGF signal
g en eration
ci rcuit
('I
m
-
IGF 5 V$
5V

1
swit ch "
mo
-,
,~

~ .Q
,;,,: -c
T r, ) - Ignition H~well
6---.
angle
control circuit
co ntrol
-
IGT
r-, 1+- Micro·
p roc esso r
Input
circ uit
G
NE

Batt ery T . "' ."

~ .-

~ .~
,h
circu it H o'''u"lOO k • ••••"''''" I

-
OHP 62

85
 ESA - Ignition Circ uit ry

2. DLI (DISTRIBUTORLESS IGNITION) SYSTEM

OLi is an el ectron ic spa rk di st ri bution sys te m

w hi ch di stributes hig h voltages directl y from t h e
ign it ion co ils t o t he spark pl ug s w it hout t he need
of a co nventio n al di st ributor. It di ffe rs f rom the
co nvent ional t ype of ig nit ion system as sh o w n
below:
IgnitIon
Ignit er coils Spark Spark

~=====
PI "g~
,
•
Dist ributo r plug s
-,
Ignition
coil

'------ - . - --I

OHP 63
OHP 63
DU SYSTEM CONVENTIONAL IGNIT ION CIRCUITRY FOR TCCS

Ignit ion Igniter Engi ne ECU

coils,
IGF signal \:<In" .nt
IGF VO_cl,co" I
~:jl
generation
~.ensors
I
circuit
.", ,§ 1
~
IGOA 0
JJTl "- I-- r , - u"
I ~ 311
Ignition Input Micro-
cln:"~ ~ ,§ 2
sw itch iii '" circuit I IGOS processo r ~
,
~ t><;. . I-- :s! ~ 'o, C- ,!"E
31
Ol",,,,, ~ ._
0
0-
-e e Dwell angl e IGT -
Batte ry Spark ~ ~h"_ 1+ :§.2 i- control ,...J
IT plug s c.. "~ () ~
~
circuit

- - -
OHP 63

In the DLI, the igniter is co nnected to th e Engine
ECU as shown in t h e fi g ure ab ove . Th er e are
t h ree ignit ion coi ls: o ne fo r cylinders No.1 and
No. 6, one f or cylinde rs No.2 and No.5, and one
f or cylinde rs No .3 and No. 4. Th e ECU sen ds
cy linder identif icat io n sig nals (IGOA and IGOB)
and the IGT signa l t o th e ignit er in acc or dance
w it h t he G 1, G2 and NE signals f rom th e c am posi-
tion sens or w hi ch det ects t he cranks haf t angle ,
en gine speed and various sensors .
Th e igniter distributes t h e prim ary curren t t o the
t hree ignition co ils based on th ese sig nals. Fo r
t his rea so n, t he spa rk plug s i n cylin de rs No. 1
and No .6 fire simu lta n eously , as do t hose i n
cy li nde rs NO.2 and NO.5 and cylinders NO.3
and NO. 4. In other w o rds, each spa rk pl ug is
ignit ed two ti mes in o ne cyc le.

86
 E5A - Igniti on Circ uit ry

~
Since th e IGT sig na l from th e ECU must be
di st ribut ed t o three coil s, t he ECU out p uts two lGDA IGDB
cylinde r identification signa ls (IGDA and IGDBI. CYLINDERS

T he tim ing of each signal is shown in t he chart NO.1 and No.6 0 ,

bel ow . No.5 and NO. 2 0 0
The m icro pr ocessor is informed of when cy li nder No.3 and NO.4 1 0
No. 1 is at 100 BTDC b y the next NE sl 9 nal OHP 64
followi ng the G2 signal. and outputs the IGOA
and IGOB signal s st o red in memory in the NOTE - - - - - - - - - - - ,

co m b ination that corresponds to the orde r in High -voltag e Diode

w hich t he cyli nde rs are fired, as shown in t he On so me m odels. since t he ign ition coils have

ta ble to t he rig ht abo ve. high-voltage dio des buil t into t he sec ondary

The cyl inder identificati on circ u it in the ig nit er side . judgme nt of the co nt inuit y ca nno t be con-

distributes t he IGT signa l to the trans istor drive firmed by usin g an ord inary ohmmet er .

circuit t hat is connect ed t o the re levant ignition

coil, based on the combinat ion of these sig nal s.
k { ~ I I [F'Om +B
p~~~" ~
T
Switch ing of t he IGOA and IGOB sig nal s from 1
To Ignite'
to a and f ro m a to 1 is syn chronized w ith the IGT
signal. Other ci rc uits are th e same as those in Hig h·v ottage diode
t he ign ite r f or the conven ti onal type.

f--- - - - -360 · CA ----~,

,,,
G, -i- -- - - - - - - - -- - -'\r-u
,
---

G2J}v No. 1 BTOC 10 0

(co mpression) 300 CA
: . ... .----1r- ,

,,
No . 1 ignition NO. 5 ignit ion NO.3 ignition NO.6 ignition

T[e---- !f----::::==(_ -L-

IG
:0
IGOA - - '," ' - - - - -,0
Ie - 1
'1 :0,
i - - - - -7'

IGDB ~ ' 10 10 t ..
OHP 64

87
 ESA - Ig nit ion Circ uit ry

3 . DIS (DIRECT IGNITION SYSTEM )

Sim ilar to OLl , DIS is t h e syste m t o dist ribute the high vol t age direct ly t o t he spa rk plugs f rom igni t ion co ils
wit hout using a dist ributor . T here are va rious t y pes of current DIS syste ms, incl ud.ing t hose in w hich an igni-
tion coil is pro vided f or each cyli nder and t hose in w hic h an ign it ion coi l is provi de d f or every t w o cylin ders
(See Step 2, Vol. 3, " Ignit io n Sy stem" ). The elect rica l circuit ry show n here is f or t he t yp e in w hic h an igni-
tion co il is provi ded f or eac h cy li nder .

Igniter Engine ECU

Constant
I v.olt age
CirCuli I
-- j
~ .s» - - IGT,

'G'
J...

<;
r-r-r-

.,
Ignit io n
sw itc h ~ ~ W.J- .~
0
I<----
.,
~

G'
••
•
~

~
E-
II ro- ~ I<---- .=
0 0
0 '0 !:!:E
-
'0 0 0.
~ or ~

r::n- •
.~
~
0
0
.2
0
c,
~ensors
f... II
- -
c, 0
is -0 er :;;
'-J

Battery
-
T
,, f....-' II
t t
Sp ar k Ig n it ion
plug s coi ls Lo ck
--r - --r
Dwell angle
G'.
'G'
""I '--

-
~
preve nt io n c on t rol
clfcui t CIICUlf

----COnstant Ign it ion TACH ,IGF

current
d eleCt ing sign al outpu t
conuol
cir cu it circui t circ uit >-- TAC H

- L
2JZ-GTE ENGINE (May, 19 93)
Con t rol by t he Engi ne ECU is b asic ally th e same
as t hat of an ordi nary ESA . The difference is th at
ON
0
I
0
I
,,
0

the Engin e ECU h as t he same numb er o f IGT IGT ,

OFF - - f l ,
0

0
signals as t he number of ignit ion coils. IGT signals ON 0

are then sent to t he ignit er accord ing t o t he igni-

IGT s
OFF n
t ion sequence . ON
IGT 3
OFF 11
ON
IGTij
OFF 11 0
0
ON
IGT2
OFF r---u...:..
0
0 0
,
ON
n.
0
IGT4
OFF

ON
IGF-
OFF

- The IGF signals in DIS is normally HI (ON),

and t urns t o LO (OFF) during igniti on.

88
 ESA - Fun ction s of Engine ECU

FUNCTIONS OF ENGINE ECU

1. IGNITIO N TIMING CONTROL
Ig nition tim ing co ntrol consists of two ba s ic co ntrols:

• Sta rting ignition control • Afte r-sta rt ignition control

Wh en th e engine is cranking, ignition occ urs at a Va rious cor rec t ions a re a dded t o t he init ia l
ce rtain fixed cranks ha ft a ngl e , re ga rdl es s of ig nitio n t imi ng ang le and t he bas ic ign itio n
e ng ine ope ratin g co nd itio ns. Th is is ca lled advance ang le duri ng no rmal operation.
"initial ig nition ti m ing an gle ".

D-- Initi al Ignition timi ng angle D-- Initial ignition timi ng angle

OHP 65
'D - - -L
: 0 :
i-
'

,
Basic ignition adv ance
J -angle

'D, []-
: 0: ,
,
Corrective ignition
advance angles
I. ~I
Actual ignition timi ng
OHP 65
REFERE NCE:- - - - - - - - - - --.,
Note that, in afte r-sta rt ignition contro l, each
ty pe of correction differs de pen ding on the
eng ine mod el.

Sta rting ign ition control - - - - Init ial ign itio n ti ming angle
Ignit ion
t imi ng Initial ignition t imi ng angle
control Basic ign iti on advance angle
-[
Afte r-sta rt ignit ion cont rol Warm- up correction
Over-tem p. correctio n
Stable idling cor rection
Correct ive EGR correctio n
ignit ion
advance Ai r-fuel rati o feed back cor rectio n
control Knocking correctio n
Torq ue cont rol correction
Other correctio n
Max imum and minimu m
adva nce angle cont rol

89
 ESA - Function s of Eng ine ECU

The rel ationship bet ween t he maj or contro ls the REFE RENCE- - - - - - - - - - ,
make up ig nitio n t im ing co ntrol a nd the majo r The sig na ls use d fo r ce rta in co nt ro ls m ay
signa ls f ro m each se nso r is show n in th e differ depen ding on the eng ine.
following tab le.

:I:
w U
w
o OW"
w w
:;;
:>
Z
0
~

'z<" 0 w '"0 0
t:
s 'z"
~ E
SIGNALS c: w
0
~"-
O
~
~,
~
0
> '"0 t;:
w
w
c,
:>
I-!<
'"zw w
c,
<n",
~O "
U
0
'"w '"zw '"wU
> -
z0_ "- 0 1- Z
z ",
>-
e: <w "'< =
- ~
w
w
~
<
:I: z :'\ ~
~
"'
I- U
Zz
w
sc
w
:;;'" w w 1=
"'"z l3
w 0:;; o Oz Z
S I-<'"w ,,~ "-?T
w:> 0 z Ow >- :I:
w
"", w U I- Uo o
< X >
a>
z '" ~ =
'"
:I:
I- '"
U
0 ~ u
w
:> '"
z
w
-"- ~ O

<
IGNITION TIMI NG CONTROL
:;; '"-> s::I: 0
a>
+ 0: "'"
<n .
~
g s:~ o w
z
X
0
c,
c, , "Z
>0
<n .
"-a I- '" '" '"
Starting ignition control 0 0
Basic ignition advance angle 0 0 0 0 0
~~ •0 Warm-up correction 0 0 0
0 0
a
0 •>
"0
Over-temperature correction 0
0
a
:~
•0 Stable idling correction 0 0 0
0 a
.2' :e0 EGR correction 0 0 0 0 0
~ .2'
• • Air-fuel ratio feedback correction
~ > 0 0 0
'i j -
• .e Knocking correction 0
'"< .

·0
00
Uo
~

Torque control correction - 0 0 0 0

• Torque control correction also uses the vehicle speed (SP2) signal. This signal is used to control the ECT. For further
details, see Step 3, vel. 4 (ECT).

90
 ESA - Functions of Engine ECU

STARTING IGNITION CONTROL AFTER-START IGNITION CONTROL

Starting ign ition control is carried out once After-start ign ition cont ro l is carr ied o ut during
immediately after i np ut of the NE signal normal operation.
following the G (G1 or G21 signal. Th is ig nit ion The va rious corrections (w hi ch are ba sed on
tim ing is call ed " i ni t ial ig nition ti ming ang le ". si gnals fro m the rel evant sens ors) are add ed to
For further details. see page 83 . the initial ig nitio n tim ing ang le and t o t he basic
During starting. when t he engine spe ed is still ignition advance angle (w hic h is determ ined by
bel ow a specified rpm (usually around 500 rpm). the intake m anif old pressure signal or the intake
since the intake manif ol d pressure (PIM) signa l air volume sig nal, and by engine speed signal):
or the int ake air vol ume (VS . KS or V Gl sig nal is Ig nition tim ing = in itial ignit ion timing ang le
unst able, th e ign ition t iming is fixed at the in itial ig - + basic ignition advance angl e
nition tim ing (w hic h differs depending on the + co r rec t ive ig n ition advance
engin e m odell . Thi s initial ignit ion t iming is set ang le
dir ectly by the bac k-up IC in th e Engine ECU. During normal operation of after-start ignition
control . t he ign itio n t iming (IGTI sign al
RELEVANT SIGNA LS - -- - - - - -, calculated by th e mi croprocessor is o utp ut
• Crankshaft angle (G) through the back-up IC.
• Engine speed (NE)

Engine ECU
REFERENCE- -- - - - - - - - ,
In some engine model s. t he st art er (STA) Back-up IC ·••
0

sig na l is also used to in form the ECU that the

++ •
engine is being cranked.
G
NE - "c,~
0
•
"
~
IGT
Various
signals

JU\.

Engine ECU

Back-up IC "0 OHP 65

••
++ •
"~
NE
G
- c,
0
•
.s

a~gle
IGT
JU\.
InaL ;gn ;tion t;mlng
signal generation circuit

OHP 65

91
 ESA - Function s of Eng ine ECU
CD Basic ignition advance angle
The basic igniti on adv anc e ang le in the ESA
syst em co rresp on ds to t he v acuum advan ce and
gove rno r ad va nce ang les i n co nve nt ional EFI.
Data on the optima l basic ig niti on adva nce angl e
(wh ic h co rres po nd to th e eng i ne speed and
i ntake m an if o ld pr essu re or in t ake air vo lum e)
are he ld in th e m emo ry of t he Eng ine ECU.
IDLE CONTA CT CLOSED ION I
T he ign it io n t im ing is ad va nced in acco rda nce
w it h th e en g ine speed w hen th e idl e contact
closes.
1 NC on (some models only)
o low _ Engine speed _
RELEVA NT SIGNALS - -- - -
• Throttle position (IDL)
• Engi ne speed (NEl
REFERENCE - - - - -- - -
In som e eng ine mo de ls, the basic ignit ion ad-
va nce angle changes (as shown by t he dotted
lin e in t he graph above ) depe nding on whether
t he air co ndit ione r is on o r off .
In addit ion . t here are also model s in w hich the
adva nce ang le is " 0" at the time of t he sta n-
dard idle spee d .
92
IDLE CONTACT OPEN {OFFI
The Eng ine ECU dete rmi nes t he basic ignition
ad vance angle based on da ta sto red i n it s
me mo ry , and based on t he i nt ake man ifold
pressu re (o r t he intake air v ol um e) and eng ine
speed.
In some eng i ne mode ls, t wo t y pes of bas ic
ig n it i on ad va nce ang le data are stored i n
m emory . One or t he other of these two sets of
dat a is then use d, depending on t he fu el octa ne
rat ing (premiu m o r regu lar) .
The driver can select the dat a to be used by
setting t he f uel cont ro l switch o r co nnecto r to
m atch t he octane rat ing of the gasoline used.
In v eh icles eq u ipped w ith t he f uel oct ane
j udg men t capab il ity, the r elev ant d at a are
accessed automatica lly in acco rda nce with t he
knock (KNK) sig nal f rom t he knock senso r (See
pag e 116).
High RELEV A NT SIGNALS - - - - - -- "
• Int ake m an ifold press ure (PIMI or intake air
OHP 66
volum e (VS . KS o r V G)
- - --, • Engine speed (NE)
• Throttle position lID L)
• Fuel co nt rol swit ch or connector (A-PI
• Engine knocking (KNK)
- - "'
 ESA - Fun cti o ns of Eng ine ECU

(2) Correct ive ignit io n advance co nt ro l

WA RM·UP CORRECTION OVER·TEMPERATURE CORRECTION

The ign iti o n tim ing is advanced t o i mp rov e To p rev en t knocki ng and overhe ati ng. the
driva bility w hen th e coo lant tem pe rat ure is low . ig nit io n t i min g is ret ard ed w he n the co ola nt
In some eng ine models. this co rrect ion ch ang es te mperat ure is extremely high .
t he advance angle in acco rdance w it h t he intake The ign it io n t im in g angle is ret ard ed a maximum
m an ifo ld pressu re o r the inta ke ai r vo lume. of ap proximately 5° by this co rrection.
The ig niti on t i ming ang le is
ap p ro xi m at el y 15" by t his correction du ri ng
extreme ly co ld weather.
advanced by

i o ...• .......••.. ~

•
C>
e
~ -<;1 :
• '1 0 ·
•cc 12301
Coolant temperature "C {"Fl
~ 0 .• ---- ------- - •• •• •• ••• • •- • Depending on the engine mod els .

OHP 66
60· [ RELEVANT SIGNAL
(1 401
Coolant temperatu re "C ("F J ~ Coo lan t te mpe ratu re (THW)
"Dependinq on t he engi ne model s.
OHP 66
REFERENCE- - - - - -- - - - ,
In some en g in e m odel s, t he fo llowing sig na ls
RELEVANT SIGNA LS - - -- - - - , are also used for t his co rrect io n.
• Coo lant t em perat ure (T HW ) • Intake m an if o ld pressu re (PIM ) signa l or
• Int ake m ani fo ld pressu re (PIM) or int ake air int ake air vo lume (VS , KS or V G) sig nal
vo lume (VS. KS or V G) • Eng ine speed (NE) signal
• Throttle posit ion (I0 L) sig nal
REFE RE NCE- - - - - - - -- -, et c.
In so m e eng ine models, t he t hrottle pos it ion
(I0 L) sig nal o r t he eng ine speed (NE) sig nal is
used as th e relev ant sig nal fo r t his co rrecti on.

93
 ESA - Funct io ns of Engine ECU

STA BLE IDLING CORRECTION EGR CORRECTION

W hen the engine speed du ri ng idling has f lu c- W hen the EGR is op erat ing and the JDL co ntact
t uate d f ro m t he ta rge t idl e spee d, the Eng ine ECU is off, t he igniti on timing is advanced accord ing
adj usts th e ig ni t io n timin g t o st abi lize t he eng ine to t he v olume of t he intake air and the eng ine
speed . speed to im prove drivability.
The ECU is co nst an tl y ca lc ulat ing t he avera ge
eng ine speed . If t he eng ine spe ed falls below RELEVANT SIGNALS - -- - -- - ..,
the t arget speed, th e ECU advances the ig nit ion • Int ake ma nifold p ress ure IPIM) or in take air
t im ing by a predet erm ined angle . If th e eng ine vol ume (VS , KS or VG )
speed r ises above the target speed , t he ECU • Eng ine spee d (NE)
ret ard s th e ign iti on t imi ng by a predete rm i ned • Th rottle posit ion (IDL and PSW or VTA)
angle. The ig nit io n t iming ang le is ch an ge d a
ma xim um of ap p r oxi m at e ly ± 5° by th i s
co rr ect io n.
This co rr ection is not ex ecut ed whe n the eng ine
exc eeds a predeterm ined speed .

•ue
••
~o
"'~
oI -_.__._-_._..__....
-c
"
~'O
. 0
.
I
'" •L=--==__-i;---==,--.""
c, _ 0 (0)
Difference from target idle speed
OHP 66
RELEVANT SIGNA LS - - - - -- - -,
• Engine speed (NE)
• Throttle po sit io n (lOL l
• Vehic le spee d (SPD)

REFEREN CE- - - - - - - - - ---,

1. In so me eng ine models, the advance ang le
ch ang es depend ing on whether th e air
co ndit ioner is on o r off.
2. In some eng ine m odel s, t hi s co rrection only
o perates when the engine speed is below
the target engine speed .

94
 ESA - Funct ion s of Engine ECU

AIR-FUEL RATIO FEEOBACK CORRECTION KNOC KING CORRECTION

(engi nes w it h ox ygen sen sor)
If eng ine kno cking occu rs , th e knoc k se nsor
Du ri ng air-f uel rat io f eed back co r rect io n. th e con verts t he v ibrat io ns create d by the knocking
engine speed va ries according to the inc rease o r in t o vo ltag e signal s and sends t hem t o th e
dec rease in the fue l inj ect i on v o l ume . Th e Engi ne ECU.
engine is especially sensitive to changes in the
Igniter & coil
air-fue l ratio w hen it is idling. so stable idling is Distri butor
ensured by advancing the ign it ion timing at th is
t im e in order t o match the f uel inject io n vol ume Spark plug

of air-fuel ratio feed back co rrect ion . Se nsor

Th e ig nitio n ti m i ng ang le is advanced a
max imum of approximately 5° by t his correction.
Th is correction is not executed while t he vehic le Knock
sensor
is being driven .
OHP 67

RELEVAN T SiG NALS - - -- - -- ,

• Oxygen sensor (O X )
The ECU judges w he t her the st re ng t h of t he
• Throttle posit ion (IDl)
kn ock ing is at o ne of t hree leve ls , st rong ,
• Vehicle speed (SPD)
medi um o r wea k, accord ing to t he st rength of
th e KNK si gn als, and ch anges the co rrect ive
ignition ret ard ang le according ly . In other wo rds .
if t he knocking is st ro ng, th e igniti o n t im ing is
reta rde d a lot , w hile if knocking is w eak , it is
reta rded only a little.
Whe n eng ine kn ocki ng stops, the ECU sto ps
ret ardi ng an d beg ins advancin g the ig nition
t iming by fi xe d ang les a li tt le at a time .
Th is ig nit io n t im ing adv anc e co nt in ue s until
engi ne kno cking recurs, at wh ich po int th e
ignitio n ti m ing is aga in retarded .
The ignit ion t im ing ang le is ret arded a ma xim um
of approximately 10° by t his corr ectio n.
Ret ar din g of the ignit ion t im ing during knocking
is carried out w it hi n the knocking co rr ect io n
range. In so me eng ines, this m eans w he n the
engi ne is operating under a heavy lo ad (vacuum
below ap pro x. 26.7 kPa [20 0 m m Hg, 7.9 in .Hg]),
w hi le in ot her eng ines, it co vers v irt ua lly th e full
engine load range .

95
'"-'11
~ ESA - Functions of Engine EeU

T h e ECU f eeds back signa ls fr o m t h e kn ock TORQUE CONTROL CORRECTION

sensor to correct t he ig nit ion t iming as shown
In the cas e of ve hicles eq uipped w ith t he EeT
bel ow .
(elect ro nica lly-control led t r ansm issi on ), ea ch
EN GINE KNOCKIN G TIMI NG clut ch an d brake in t he pla netary gea r unit of t he
OCCURS RETARDED tra ns miss io n o r t ran s axle g enerat es s hock to
some exte nt du rin g shi fti ng . In so m e m od els.
TIM ING ENG INE KNOCK ING
thi s sho ck is m inimized by de lay ing t he ig nitio n
AD VANCED STOPS
ti m in g when ge ars are up- o r down-shifted .
OHP 67
W hen gear sh ift i ng starts , t he Engin e ECU
reta rds t he engine ignition t im ing t o reduce t he
eng ine t o rq ue.
•
OJ 0 ...
c As a resu lt , t he shock o f engage ment of t he
•
•o clutches an d br akes of t he planeta ry ge ar uni t is

~L
reduced and t he gea r shift ch ange is perform ed
smoothly.
The ig nit ion t im ing angle is reta rded a max imum
W e a k - Engi ne knocki ng - St rong of appro xim ately 20" by t his co rrect io n.
Thi s co r rect io n i s n ot pe rfo r med w hen th e
OHP 67
coolant tem perature or b attery v oltage is belo w
a pr edetermined level.
~ R E LE VA N T SIGNA L
~ Eng ine knocking (KNK) RELEVAN T SIGNA LS - - -- - - --,
• Engine spee d (NE)
• Throttle pos ition (VTA)
• Coo la nt tem per at ure (T HW)
• Batter y vo ltage (+8)

96
 ESA - Funct ion s of Eng ine ECU

OTHER CORRECTIONS M AXIMUM AN D MINIMUM A DVANCE A N GLE

CONTROL
Engines have been deve loped w ith the f ollowi ng
correct io ns added to th e ESA sy stem (in additio n If the igniti on timing (i nitia l ignitio n tim in g +

to the va rious correctio ns expla ined so far), in basic ignit io n advance an gle + corrective ignit io n

o rder to adju st t he ign iti o n tim ing w ith adva nce ang le) beco mes a bno rma l, engine

extreme ly f ine precision. op eration w ill be adversely affected.

To prevent this, the Engi ne ECU co ntrols t he

a. T ran sition Correction actua l ig nition angle (ignition t im ing ) so t hat t he

During the t rans iti o n (cha nge) from deceleratio n sum of the b asic ignition ad van ce ang le and

to accele ration , the ign ition t i ming is eit her correct ive ig nitio n advance an g le cannot be

advanced or reta rd ed t emporari ly in accordance g reate r or less than cert ain v alues.

w it h the accelerat io n. T hese va lues are :

MA X. ADVAN CE ANG LE
b. Cru ise Contro l Co rrect ion
When driving d ownhill unde r cr uise co ntro l, in MIN. A DVANCE ANGLE - 10
0
- 0
0

order to prov id e smoot h cruise control ope rat io n

and m inim ize chang es in engi ne torque caused
A dvance angle = Basic ignition adva nce ang le
by fue l cut-off du e t o eng in e braking , a sig nal is
+ co rr ec tive ignit io n adv anc e
sent from the Crui se Control ECU t o the Engine
ang le
ECU to ret ard the ig nit io n tim ing .

c. T ract ion Contro l Co rr ect io n

This ret ards the ig nit ion t iming , th us low ering
the t orqu e o ut pu t by th e engine , w he n the
coo lant tempe rat ure is ab ove a pre determ i ned
temperature and t he t racti o n co nt rol system is
o perat ing .

d. AC IS (A co ust ic Con tro l Induction Syste m)

Correction
When the engine s peed rises abo ve a
predete rmined level. the A CIS operat es. At t hat
time, the Engine ECU advances the igniti on
ti mi ng simulta neously, t h us im p rovin g o ut put.
See page 120 f or deta il s on the A CIS.

e. Intercool er Failure Correction

Th is co rre ct ion ret ards the ig nit ion timing if t he
int ercoo ler fa il signal goes o n.

97
 ESA - Functi ons of Eng in e ECU

2. IGNITION TIMING ADJUSTMENT

T he angl e to w hic h t he igniti o n t im ing is set T he stand a r d i gn iti o n ti min g d iffers

d uring ignit ion tim i ng adjust m ent is ca lled t h e dep end ing on the engin e m od el, as show n in
" st an dard ig nitio n t imin g ." It co nsists of t he the f o ll o w in g t abl e. W hen t u ning up th e
init ial ig nition t imi ng (See pa ge 831, pl us a fi xed eng ine, ref er t o t he re pair m anual f or t he
igni t ion adva nce angle (a val ue that is sto red in relevant eng ine.
t he ECU and output du ri ng tim ing adjustm ent
rega rdless of th e co rrectio ns, et c., that are used FIXED
INITIAL STA NDARD
ENGINE IGN ITION
during no rmal v ehicl e oper ation ). IGNIT IO N IGNITION
M OD EL ADVA NCE
TIMIN G TIM ING
A NGLE
o - ,nlllal Igniti on ti m ing ang le Type , 10" STDC 0" BTDC 10" BTDC

,,, 0 ,,'
'OJ-
,
Typ e 2 5° BTDC 5° BTDC 10" BTDC

Fixed igni tion advance Type 3 7° BTDC 0" BTDC r BTDC

angle OHP 68
I. tl
Standard ignition 2) If t he sta n da rd ig niti on ti min g is n ot as
ti ming angle OHP 68
specified above, adj ust it .
Ign itio n tim ing ad justment is carr ie d o ut as
NOTE - - - - - - - - - - - ,
fo llows:
1. Even if t erminal T1 or TEl and term inal El
1) Se t t he s ta n dard igni t i o n t imi n g by ar e connected , the ig nition timing will not
c on necting term ina l Tt (or TE, ) of th e chec k be fi xed at the st andard ignition timing
connector or T DCL w it h te rm in al El , w it h th e unless the idle cont acts are on .
idle co nt acts on. T his w ill cause th e sta n dard 2 . Si nce the G and NE signal generators ar e f ix -
ignit ion tim ing sig na l t o be output f rom th e ed in recent models, there are cases in
b ack-u p IC in t he same way as du rin g aft er- which ignition t iming cannot be adjusted .
st art ignit ion cont rol (See page 91),

Check connecto r
SS T T or TEl E1

OHP 68
TDCL

SS T E' TEl
OHP 68

98
 ISC - Gene ral

ISC (IDLE SPEED CONTROL)

GENERAL
The ISC system contro ls th e idl e speed by me ans
of t he ISC v alve t o cha ng e t he vo lume of ai r
fl owi ng throug h the t hrott le va lve by pass in
acco rda nce wi th sig na ls fro m th e ECU.
Th ere are fo ur types of ISC va lve . as f oll ow s:
• Ste pper m otor type
• Rotary so le no id type
• Duty-cont rol A CV (air co nt rol valve) type
The co nt ro l f u nct ions in t he ISC system d iffe r
depend in g on t he eng ine.
T he p ow er stee ring i dle- u p m ech ani sm is
contro ll ed by a sepa rate idle-up device (see Step
2, vo l. " [ " Steeri ng System "! f o r more details).
Since t he v olume of air passed throug h t he d uty-
co ntro l AC V type ISC va lve and the o n- off
co ntro l VSV type ISC va lve is small, a separat e

• On-off co nt ro l VSV (vacuu m switc hing v alve) air va lve f o r co ntrolling the greate r amou nt of
air needed du ring co ld starting is also p rov ided.
ty pe
See page 65 fo r det ai ls on th is air valve .

Air

Air cleaner
ISC valve

tJ ) h,mer
int ake
b

r-
)
,, [~~ ~
f- /
l-
I
Thrott le valve
D
~~~ II
~
Engine ECU
Igniti on
1\ tI "

~
s witch

-,!,-
<0
B atte ry •
•
-'- Sensors

;j;

BASIC CONSTRUCTI ON OF ISC

OHP 69

99
 ISC - General

The following table shows the specific at io ns f o r specifications f o r each eng ine in t he A PPENDIX
the 4A -FE engi ne . It em s w ith ci rcl es in th e sect ion (page 18 8 1 at t he back of this manual.
" A PPEN DIX" co lu m n a re i nc lu d ed in t he

PAGE
ISC (IDLE SPEED CON TROll lTHIS ITEM" REMA RK APPENDI X
MANUAL)
St epper motor type 101 C
ISC valve
Rota ry solen oid type 102 0 C
~
Duty -control A CV type 104 ~

On -Off co ntrol V$V t yp e 104 0

Starting set -up 10 5
After-start control 106

Stepper
Wa rm-up tfast -idle] co nt rol 106 I
motor type Feedback control 10 7
I$C valve En gine speed change
107
estimate control
Electrical load idl e-up
:> 107
co ntro l
u
w
Ot her co ntrols 107
•c
c
m Starting contr ol 108 0
w Wa rm -up (fast- idle)
'0 Rota ry control
108 0
•c solenoid
Feedba ck control 108 0
."cc
0 type ISC
valve Engine speed change
,
u,
est imate cont rol
109 0
Other contr ols 109 0
Sta rting co ntrol 110
Duty-control Feedba ck cont rol 110
ACV type Engine speed change
ISC valve est imate control
110
Con stant duty co ntrol 110
On-off co nt rol V SV type ISC valve 11 1
. .
" Specifications for Carolla AE101 4A-FE eng ine (Ap r •• 19 92 )

100
 ISC - ISC Valve

ISC VALVE
Valve
1 . STEPPER MOTOR TYPE

T he ISC va lve is m ounted o n t he ai r intake

cha mbe r or throttle bod y . In o rder t o contro l t he
speed at w hich the eng ine id les, it in cr eases or Valve seat
Stator
decreases (based upon signals f ro m the Engi ne Valve shaft
ECU ) the amo unt of int ake air tha t is allowed to
Stopper plate
by pass th e throttle valve.
The idle speed adj ust ing sc rew " is set to th e f ull y
closed position at t he fa ctory, because t he id le OHP 70

speed is co ntrolled by th e ISC va lve .

* The use of t he id le speed adju sti ng screw has
been disco nt inued in recent mod els.

Idle speed adjusti ng screw "

Air flow meter
Thrott le valve

From Air
air
cleaner ..,. .;::::: " _ _·"'~~~~lintake
chamber
• Small - Number of steps - l arge

sensors--{~~_~~~ ----...... 1
Engine
ECU
ISC
valve
J
To cylinders
• Rotor.. . con st ru ct ed of a 16-po le pe rrne -
nent magnet. (T he nu m ber of poles
OHP 70

OHP 70 di ffers depend ing o n th e engi ne .)

• Stato r... two sets of 16-p ol e co res , eac h of
CONSTRUCTION w hic h is sta gg ere d by half a pitc h
in rel at ion t o the other. Tw o co ils
A steppe r m otor is buil t into the ISC valve. T hi s
are w oun d aro und eac h co re, each
mot or ro t at es t he roto r c l o c kw i se or
coi l b ei ng w o u nd in o ppo sit e
cou nt ercl ockw ise, m oving the va lve i n or out.
di rect ions. (The number of pol es
This in t urn in creases or decreases t he clearance
differs depending on t he engine.)
betwee n the v alve and va lve seat, regu lating
t he amount of ai r t hat is allowed to pa ss
Cores
th rough . The ISC valv e has 125 steps from the
f ull y closed to t he fully open position .
Sin ce t he air f low capacity of t he st epper m ot or
t ype ISC v alve is larg e, it is also used fo r
contro lli ng fast id le . It is not necessary to use it
in co mbi natio n with an air va lve . OHP 70

OPERATION
Current f lo ws th rough one of the fo ur co ils of
th e sta t o r in tu rn in acco rdance w ith the o ut put
from the ECU. Th e flow of current in co il 8 1 is as
show n in the f ollowin g ill ust rat ion :

101
 ISC - ISC Valve

2 . ROTARY SOLENOID TYPE

Coils Sta tor
51
B1
53
52
3 The ISC valve is mounted on th e throttle body,
and intake a ir that bypasses t he th rottle va lve
passes th ro ugh it.
B2
54 3 ,
The IS C va lve is op erated by signa ls from the
Engine ECU, a nd contro ls the amount of intake

Pole pattern
of stator
I I
N
HJi i i i
5 N 5
air that is allowed to bypass t he throttle valve.
Althou gh older model s st ill had an idle s peed ad -
justing sc rew , its us e has been discont inued in re -
OHP 71 cent models .
MOVEMENT OF VA LVE
The va lve s haft is s cre wed into the rotor. The
s ha ft is preve nted from t urning by mea ns of a Air
intake
sto pper plate, so it moves in and ou t as the rot or Throttle valv e cham ber

rotates. Th is co nt rols t he clear ance betwee n the From

ai r
va lve and valve se at, de creas ing or increasin g it c1eaner-'L_ _.r~---::::'9 Ir:"-''--'
to regul at e th e amount of air all owed th rough
the byp ass . Sensors ---~~~~
ROTATION OF ROTOR
To
~
cylinder
The directi on of rot at ion of th e rotor is rever sed
OHP 72
by cha ngi ng the o rde r in whi ch current is
a llowed to pa ss through t he fou r co ils. If the
stat or and rot or are th e 16-pole ty pe, the rotor is The IS C va lve is a s m a ll, lig htwe ig ht rot a ry
rotated a bou t 11 (1 /32 of a revol ut io n) each
0
sole noid type valve.
time curre nt passes through the co ils. Since t he air flow capacity of the rotary solenoid
Whe n the rotor rot ates on e st ep, the po s itiona l type IS C va lve is high , it is also us ed fo r
re lationship s hown in the figure below develops, co nt rolling fast idle . It is not necess ary to use it
and th e st at or coils become ex cited. Since t he N in co mbination with an air va lve.
po les ten d to be attracted to the S poles in the
s tato r and rotor, and s ince like poles in t he
st ato r and rot or ten d to re pel each othe r, t he
rotor rot at es one step.
Stato r I"I 'I "I ,'I I
'." ,,} "' ,'
Rot or "
~,N::;;
I
s
" s
I
Sta tor
~-----: 1/32 revolut ion
Rotor ~~r=,.::...-'-"---'C
~ _ ./'\ Repul sion
- ->

¢ Attracti on
OHP 71
102
 ISC - ISC Valve

• Coits (T, and T2)

Oppo s ing each ot he r and s urrou ndi ng the
Byp ass air passage

Coo lant passage A I Valve body

per m an e nt m ag net . t he two co ils act as
e lect romag ne t s t hat exe rt no rt h-p o la rity
magn etic fo rce on t he s ides facing t he
pe rmanent mag net w he n t he ECU gene rates
a d ut y s ig na l. The ECU th us ca uses t he
pe rmane nt mag net to rotate, co ntro lling the
Bim et al -f-'~=: m agn eti c inte ns ity of t he fie ld produ ced by
eleme nt '0>=/0
Perman ent th e coils .
m agne t
Valve Coils • Bimeta llic st rip asse mbly
Valve shaft
The bime t allic st rip, s im ilar to the one fo und
A' in a regula r carbu re tor a ssembl y, detect s
OHP 72 changes in coolan t te mper ature via the val ve
body.
The g ua rd attach ed t o o ne e n d of t he
Fro m To air intake b imet allic s t rip se ns es t he pos ition of th e
air cleane r cha mber
l} 1) va lve s haft leve r runnin g t hrough th e notch
in th e gu ard : t he leve r w ill not trigge r
bimeta llic strip opera tio n as lon g as t he ISC
- - Bypass po rt
syste m is ope rating no rma lly, i.e ., as long as
t he b imeta llic st rip do es not co nt act the
n ot c hed sect io n o n t he g ua rd . Thi s
Va lve mecha nism ac ts as a fa il-sa fe device th at
To PIS idl e-u p
air contro l va lv e p re ve nt s t he e n g ine fr om ru n nin g at
inlet
excessive ly high or low s peeds due to a
Cross-sectio n A-A '
defect in the ISC syste m's e lectrica l circuitry.
OHP 72

Permanent ceur . Engine ECU

• Perma ne nt magnet magn et ; r - ------1 ISC1

Bypass po rt ISC2
Locat ed at th e e nd of th e va lve s haft, t he
cyli n drica l perman e nt m agn et rot ates w he n Valve
Sensors
its two poles a re repe lled by the m agn etism
exe rte d by coils T1 and Ts.

• Va lve
Anchored t o t he m id s ect ion of the valv e
ceur,
Fixed Valve shaft
s haft, th e valve co nt ro ls the amou nt of a ir pin - -'::'1\
Bimetal st rip
pa ss ing th ro ugh the bypa s s po rt, revo lving
on the s ha ft tog eth er w it h t he pe rman en t OHP 72
m agnet.

103
 ISC - ISC Va lve

r - NOTE - - - -- - - - - - -- -, In act u al operat io n, cu rre nt t o t h e c o il is

Duty Rat io sw itche d on an d o ff each 100 m sec., so t h e
po sit ion of th e sol eno id v alve is det erm ined by
The " duty rat io " is t h e rat io of th e interva l
th e propo rt io n of ti me th at t he sign al is on as
du ring w h ic h cu rrent fl o w s t o t he int e rv al
compared t o t he t im e it is off It.e., by t he duty
du ring wh ic h cu rre nt does n ot f lo w i n one
rat io). In ot he r wo rds, th e valve opens wider th e
cy cle of a si gnal . T he f igure bel o w sh ows th e
lo nger curre nt f lo w s t o th e co il.
ti me in on e cycle du ri ng wh ich cu rrent f low s
and does not fl o w .
A: Curre nt f low s (on)
B: Current does no t f low (off)
(O n) - jl.--r-
, - +--I
A
- Duty ratio (%) 4. ON-OFF CONTROL VSV TYPE
0 -
(Off)
I-;;- :
A
A +B x 100 Th e c onst ru ction of t his type of ISC valve is as
shown in t he fi g ure below . Sig n als f ro m t he
Engine ECU caus e curre nt t o f lo w t o t he coil.
1 cycle
Th is excites th e coil , w hich opens t he v alv e,
LOW DUTY RATIO HIGH DUTY RATIO
(On ) (On) in creasin g t he idle sp eed by appro xim ate ly 100

:JLJULJL :nnnn
(O ff) (Off)
rp m . (Fast -idle sp eed is cont roll ed u sin g an air
v alve. )

OHP 73

3 . DUTY·CON TROl ACV TYPE

The construction of t his type of ISC v alve is as

shown i n the f o llo win g f igu re. W hil e current
flow s acco rdi ng to si gn als f rom t h e Eng ine ECU, Valve
.
From air
cleaner

t To air intake
chamber
t he co il b ecomes excit ed and th e valve moves.
Th is ch anges t he ga p betw een th e so le noi d
va lve an d t he va lv e body, co ntro lli n g t h e idl e
speed . (Note , h o w eve r, t hat the fa st-id le sp eed
is cont ro lled us ing an ai r va lve.)

Solenoid coil
From air cleaner
OHP 73

'"

Solenoid coil

'"
To air intake chamber
OHP 73

104
 ISC - Functi o ns of Engi ne ECU

FUNCTIONS OF ENGINE ECU

t. STEPPER MOTOR TYP E ISC VALVE

This type of ISC va lve is connected to the Eng ine
ECU as shown in t he f oll owing diag ra m . Target
id ling speeds for eac h coolant tem per at ure and
air cond itioner ope rating state are stored in the
ECU' s m em o ry .
When t he ECU ju dges f ro m the th ro tt le va lve
opening ang le and vehicle speed signa ls t ha t the
eng ine is id ling, it sw itch es on Tr 1 to Tn , in th at
order, in accordance with the ou tput of th ose
sign als. Thi s sen ds curr ent to t he ISC va lve coil,
until t h e target idli ng spee d is rea ched .

Engine ECU ~ Sensors ISC vatve

BATT T" ISCl

Bl B f[lrl
+ 8 1* ~
, ---- Microprocessor

hf1iI
EFI main relaYr, - I$C2
+B
51 5 5 5 LIJU
M-REL Tr3 I$C3 -
d,. --f[ )
IGSW
L Main relay
control circuit
T" ISC4

F!- ~ EOl or E02

Battery -,, Ignition switch

Lf
* Some models only
OHP 74
STARTING SET-UP
Whe n the eng ine is stopped {no NE sig nal to the CURRENT TO
CONDITIONS
ECUI, t he ISC v alve ope ns f u lly (to the 125t h MAIN RELAY
ste p) t o im pr ove sta rtability when t he eng ine is Ignitio n switch on ON
rest arted .
Ignit ion switch off ON
• M ain Rela y (lSC Va lve Set-up) Control lISC valve set-up is t
co mp lete) OFF
T he su pply of power to t h e ECU an d ISC
va lve must be co nt inued f o r a f ew m o m ent s,
even after t he ign it ion switch is turned off, I RELEVANT SIGNAL - - -- -- -
i n orde r t o allow th e ISC va lve t o be set up L Eng ine speed (NEI
(fu ll y opened) for t he next engi ne start-up.
T heref ore, the ECU out put s 12 V f ro m th e M- NOTE - - - - - - - - - - - ,
REL t erm in al until the ISC valve is set up, in St epper mot or type ISC valv es w ill enter a hold

order to keep t he m ain relay on. On ce set -up state w he n the power is interrupted. As a

is co mplete, it cuts off t he fl o w of cu rre nt to resu lt, they are stopped at t he position where

the ma in rel ay coi l. t hey were when the power was int errupt ed.

105
 ISC - Funct ions of Engine ECU

AFTER-STAR T CONTROL WARM-UP (FAST-IDLE) CONTROL

Du e to t he p revious set- up of t he ISC valv e, the A s t he co o l ant wa r ms up, t he ISC v alve
am o u nt of ai r pa ssi ng th ro ug h t he ISC v alve cont inues t o g radua ll y close f rom the point to
during sta rt ing is t he m axim um am ount possib le. w hich it closed d uring sta rti ng . W hen the coo lant
This allows th e eng in e t o sta rt eas ily . t em perat ure reaches abo ut SO°C (176°F), fas t-
How ever, afte r th e en gi ne ha s st arted, it s speed idle co nt rol by th e ISC valve ends.
w ou ld ri se too hig h if th e ISC v alv e w ere kept A
fu ll y op en, so w he n t he engine reaches a certain 125
A -B: Afte r-start contro l
speed (t his speed be ing dete rmined by t he B-C: W arm-up co nt ro l
t empe rat ure of th e co o la ntl during or afte r B;,
,,
st art i ng, t he ECU begins sending sig na ls to the ,,,
" ,
ISC va lve, ca using it t o close f ro m st ep 125 (fu ll y .ll :,
E ,
c
open ) to a poi nt d et ermin ed b y t he coo lant
z"
te m peratu re.
For example, if th e co olant t emperatu re is 2QoC 20 80
16BI (176)
(6S0F) d uri ng st a rt i ng , t he IS C v alv e w i ll Cool ant te m perature ' C (' F)
g rad u ally clo se from t he f ull y -open posit io n OHP 75
(st ep 125, o r po int Al t o po int B w hen eng ine
RELEVA NT SIGNALS-- - - - - - --,
speed reach es th e pre determ ine d level.
• Engine speed (NE)
A • Cootant t em pe ratu re (THW)
125
• T hrottle po siti on HDl )
A-B: After-start con t rol
• Vehic le speed (SPD)
B',,
,,
" ,,
.ll
E
z"
20
(6 8)

Coo lant tem perat ure °C (OF)

OHP 75

RELEVANT S IGNA LS;-------~

• Engi ne spee d (NE)
• Cool ant t emperature (THW l
• Throttle posit ion (lD l)
• Veh icl e sp eed (SPD)

106
 ISC - Funct ions of Engin e ECU

FEEDBACK CONTRO L ENGINE SPEED CHANGE ESTIMATE CONTROL

Feedback con t ro l is ca r ried out w hen t he id le
co ntact is on, t he veh icle spee d is below a
pred ete rmined sp ee d , and
t emperatu re is abo ut 80°C (176°F).
If the di ffe ren ce bet w een the act ual eng ine
spe ed and th e t arget spe ed sto re d in the
m em ory of t he ECU is m ore t ha n 20 rpm, t he
ECU sends a sig na l t o t he ISC va lve . te lli ng it t o
inc rease or decr ease the vol um e of ai r passing
Im m ed iat ely after t he neutral sta rt switch or air
con d it ione r switch is operate d, t he engi ne load
t he co o la n t also cha nges. To prevent t he eng ine spee d from
cha ng ing becau se of t his, t he ECU sends sig nals
t o th e ISC va lve t o open or close it by a f ixed
am ount before cha nges in t he eng ine speed can
occur.
RELEVA NT SIGNALS - -- - - -- -,

through the b yp ass passag e so t hat t he actual • Eng ine speed (N E)

eng ine speed w ill match t he targ et speed. • Neut ra l sta rt switch (NSW)
• T hr ott le pos it io n (IDLI
A
125 "- -- --- -. - - - - - - A:B~ -Ah;r·-sta rt- control
• Vehicle speed (SPO)
B-C: Warm-up control • A ir co nditione r (A/ C)
a C·D: Feedback cont rol
~ B:
"0 ELECTRICAL LOAD IDLE-UP CONTROL
0;
D Since the generat ing ca pac ity of t he alternator in-
,
E c
z creases w he n an electrica l load is app lied , the
Engine ECU opens the step position by a ce rta in
20 80
(68) (17 6 ) number of steps in orde r t o increase the id le speed
Coolant temperature °C (OF) OHP 75 w hen there has been a voltage drop at the + B t er-
mi nal or IGSW term inal or w hen a signal has been
Targ et speeds also differ dep ending on eng in e applied t o t he LP terminal, DFG te rm inal or ELS t er-
conditi on s, suc h as w het he r the ne utral sta rt min al.
sw it ch is o n o r off, and w het he r t he ai r
co ndi t ione r switc h is on o r off. RELEVANT SIGNA LS - - -- - - -----,
• Electrical lo ad (LP, DFG. o r ELS)
NOTE - - -- - - - - - - - ,
• Engi ne spee d (NE)
Stepper motor t ype ISC va lves also control idl e
• Th ro tt le positi on (lOLl
up of the air conditioner .
• Vehicl e speed (SPD)

RELEVANT SIGNALS - - - - - - -----, OTHER CONTROLS

• Engi ne speed (NEI
In addit io n to the above co ntrols, some engi nes
• Th rottle pos ition (IOL)
are also pr ovid ed w it h a co nt rol in w hich t he ISC
• Vehicle speed (SPO)
v a lv e o p e ra t es li k e a das h po t durin g
• Coolant temperature (THW)
decele ration , an d a co nt ro l in w hic h the ISC
• Air conditioner (A/C)
va lve o pe ns sli g ht ly w hen t he o il p ressure
• Ne utra l start swit ch (NSW)
switch goes on .

107
 ISC - Functions of Eng ine ECU

2. ROTARY SOLENOID TYPE ISC VALVE

Th is type of ISC valve is c onnect ed to t he Engi ne full id le speed range, rega rd less of whether t he
ECU as shown in t he di ag ram b elow. The ISC eng ine is cold or hot. (A ir cond itione r idle-up is
v alve carr ies out f eed back c ontro l t hro ugh duty handl ed by a separate idle-u p device . * )
control (f ro m a d uty ratio of 0 to 100 % ) over the * In rece nt m ode ls, id le up of the air c ondit ion er is
also perf or m ed by t he ISC valve .
Engine ECU
Ignition sw itch
ISC valve
r= ISe1
L..::..J (RSC)"111...
,
EFI main relay ••0 'l.L
+ B1·
-- •
0
,0
0
-Ll"\
J ISC2 Ul.I"
(ASO)
:.- +B
0, "'r

~
.-0
BAn I--- Sensors
Batt ery
E' "
- - - • Some models ani y
OHP 76

STARTING CONTROL
A s the eng in e is started, t he ISC valve is opened
in acc orda nce w it h ex ist in g engine operati ng
c on d it io ns, based on dat a stored i n the ECU
memo ry . This im proves st art ability.
RELEVANT SIGNA LS - - - - - - - - - ,
• Coo lant temperatu re (THW)
• Eng ine speed (NE)
WA RM-UP (FAST-IDLE) CONTROL
A fte r the eng ine h as starte d, t h is f un ct io n
co nt ro ls the f ast id le speed in acco rdance with
t he coo lant temperatu re .
Fu rt hermo r e, t he b e low - m en ti o n ed feedback
co nt ro l is c ar ried out to ensure t hat the eng ine
id le sp eed matches t he t arg et idl e speed , t he
data for w hich are stored in the ECU.
RE LEVANT SIGNALS - - - - - - - ,
• Coolant tempe rat ure (THW )
• Engine speed (NE)
FEEDBACK CONTROL
W h en all feed b ack contro l ope rating cond itions
have been establ ished afte r the eng ine has
st arted , the ECU constantly com p ares the actual
engine speed and the target id ling speed store d
in it s m em o ry . Th e ECU sends co ntro l sig nals to
the ISC v alve as necessa ry in order to adj ust the
actua l eng ine spe ed to match the t arget id ling
sp eed.
In ot her w o rds, w h en the actua l eng ine speed is
lo w er tha n the ta rget id li ng speed, t he ECU
sends sig na ls to the ISC va lve to open it .
Conversely , whe n the actual eng ine speed is
hig h er th an the target idli n g speed , it sends
control signa ls to the va lve to close it.
Ta rget speeds also diffe r depend ing on engine
run nin g conditio ns, such as w hether the ne ut ral
start swit ch is on or off, w hether t he elec t ric al
load signal is on or off , and whether the ai r co ndi -
t io ner sw itch is on or off.
RE LEVANT SIGNA LS - - - - - - - --,
• Engine speed (NE)
• Th rottle pos ition (lOLl
• Vehi cl e speed (SPO)
• Neutra l sta rt switch (NSWI
• Electrica l load (l P, DFG. or ElS)
• A ir c ondi ti one r (A/C) *
* Some models only

108
 ISC - Funct ion s of Engi ne ECU

ENGINE SPEED CHAN GE ESTIMATE CONTROL ~ N OTE -----------~

Immediate ly after th e n eutral st art sw itch. t ai l 1. When t erminal T or T El of the check c on -

lamp relay , defo gger relay or air condit ioner nect o r or TDCl is c onnec t ed w it h t erminal

sw itc h is op erat ed, t he engi ne load also changes. E1. t he Engine ECU gradu all y chan ges the
To prevent the engine spe ed f ro m chang ing becau- duty ratio o f the ISC va lve for seve ral

se of t his, t he ECU sen ds sig nals to the ISC valve sec onds an d ev en tua lly f ixed th e duty ratio

to open or close it by a f ixed amount before at a cons t ant va lue .

changes in t he engi ne speed can occu r. A s a result . engine speed returns t o t he

original idle speed after in cr easing for

RELEV A NT SIGNALS - - - - - - - - , several seco nds.

• Neutra l st art switc h (NSW) 2 . When the curre nt f lo w in g t o the coil is int er-

• Elect rical load (LP. DFG, or ELS) rupted due t o di sconnection of the ISC

• Engine spee d (NE) valv e connector or other reason. the v alve

st ops at the position at which the S or N
• Air conditione r lA/Cl *
pol e of the permanent magnet is f acing the

* Some m od els only core of the co il.

A s a res ult . idl e spee d is slight ly lower
OTHER CONTROLS when the eng ine is c old and slig htly higher
Co ntrol s ot h er than tho se descri be d above after t he engine ha s warme d up than du rin g
incl u de da shpot co ntro l. w hich cont rols the ISC normal operat ion . (Exa m ple : Id le speed
valve so as to preven t a su dde n d ro p du e t o after wa rm -up is approxim at ely 1000 -
sudden ch ang es in engi ne spee d w hen t h e ID L 1200 rpm. I
conta ct in t he th rottle p osition sen sor closes.
In some ve hic le mode ls equ ip ped w it h EHP S
(e lect ro- h yd ra u lic powe r st ee r i ng ). the id le
speed is als o inc reased whe neve r th e elect rical
load in creases greatly d ue to t he ope ratio n of
th e EHPS.
A not he r cont rol . u sed i n so me t urboc h arg ed
engines. prevents th e t urbine f ro m seiz in g up if Aft er
t h e hydrauli c pre ssu re shou ld d rop t oo low t o When cold warmed-up

pro v id e suf fic ie nt turb ine lu bri cat ion w he n t he

idle sp eed retu rns t o no rmal f o ll o wi n g hig h-
speed or high -load ope rat io n. It do es t his b y
caus ing the idle speed t o drop g rad ua ll y so t h at
the oi l p ump w ill supply a suffic ie nt am o unt of
oil to the tu rb ocharg er.

109
 ISC - Funct io ns of Engine ECU

3. DUTY-CONTROL ACV TYPE ISC VALVE

T he du ty -con trol ACV co nt ro ls th e vo lume of ai r ECU, t hu s helpin g to stab ilize t he id le speed.

passi ng t hro ug h the t hrottle va lv e by mea ns of (Du ring warm- up, t he f ast-Idle spee d is
sig nals (dut y sig na ls) f rom t he Engin e ECU, and co n t rol led by th e ai r v alv e.) Con t ro l is as
is mounted on t he inta ke ma nif old . T he air f low explai ned be lo w .
vol ume is d et er m ined b y t he rati o of t he lengt h
of t i m e t hat t he ai r f low vo lume sig nal f rom t he NOTE - -- - - - - - - - --,
ECU is on to th e length of t ime t hat it is off. Connect ing the T (o r T El) t erm ina l t o t he El
If t he id le speed ha s d ro pped due to changes in t ermi nal of t he ch ec k co nnect o r o r TDC L
engi ne runn ing co nd itions or cha nges in the ca uses t he ECU t o f ix t he ACV op ening angle
elec t rical loa d (as w hen t he air co nd it io ner t o a ce rta in v al ue, r ega rdl ess of eng ine
switc h o r ne ut ra l sta rt sw itc h is ope rat ed, etc.). op er at ing condit io ns.
t he A CV co nt rols the volu me of air by passing
t he th rottl e v alve acco rd ing to si g na ls f ro m t he

Ignitio n switch

V·ISC
Engi ne ECU

o"
~-' L-.--_--' A ir
intake EO' • •• ~t===,s ensors
o.
Batt ery T and " 0
.!:! 0
~_-P'--, c h a m be r E02 sa
Throttle valve

OHP 77

STA RTING CONTROL ENGINE SPEED CHANGE ESTIMATE CONTROL

To i m prove sta rt ab ility du ri ng cra nki ng , STA The du ty ratio chang es w hen the air condit ioner
goes on, caus ing t he ACV to o pen f u lly. switc h o r neu tral st art switc h is oper ated. Th is
hel ps t o li m it changes in t he id le speed .
~ RELEVANT SIGNA L
~l g n it i on sta rt er switc h (STA) RE LEVA NT SIGNALS- - - - - - - --..,
• Ne ut ra l start sw it ch (NSW)
FE EDBACK CONTROL • A ir condit ione r (A/C)
The ECU cha nges the d uty rat io of t he V- ISC
sig na l t o m aint ain t he idle spee d u nde r CONSTA NT DUTY CONTROL
co ndit io ns ot he r t han st art ing control , eng ine The ECU maintains t he ACV at a f ixed open i ng
speed change esti m ate co nt ro l, and const ant ang le w hen the idl e co ntact is off o r t he air
d uty co nt rol. cond itioner switch is on .

RELEVA NT SIGNA L - - - - - - - - , RE LEVANT SIGNA LS- - - -- - ---..,

• Engi ne speed INEl • Thr ottle posit ion (l OLl
• Coo lant temperat ure (TH W ) • Air cond it ioner lA/C)

110
 ISC - Fun cti ons of Engin e ECU

4. ON-OFF CONTROL VSV TYPE ISC VALVE

Th e Eng ine ECU sen ds sig nals to t he VSV, in During w a rm -u p. the fast -Idle speed is
accordance with signa ls from va rious sensors, to cont ro ll ed by t he air valve.
cause the eng ine to id le at t he app ro p riate T he fo ll owing diagram show s one example of
sp eed . connections between the VSV and ECU.

Ignition switch Engine ECU

To other
r-r-r-r-r-r....+"./~o + .... --o_ syst ems
'I Sensors {::::
==~E==r~l
Defogger
Tail - i itCh
lamp +~
relay V·ISC ( .Jt-
/ - Defogger
- re lay
'r
Battery ,,
~
I~ -
I
lig ht -
Rear
Ij contro l window VSV
T switch defogger

-- ...I... - OHP 78

CONDITIONS FOR VSV OPERATION b. On to Off

a . Off to On
• W hen t he engine is cranking and im mediate ly
afte r starti ng.
• W he n e ngi ne s p e ed f al ls be l ow
pred et erm in ed rp m (de pe nd ing on t he neutral
st art sw it ch signa l) w it h t he id le co ntact on " .
• Sev er al sec o nds af te r sh iftin g f r om " P" o r
..N" into any ot her rang e w it h t he id le con ta ct
on (AfT ve hicles) . *
• The light co nt ro l switch is turned on.
• T he rear w ind ow def ogger switch is t u rned
on.
* The VSV sta y s off un de r th is con ditio n if check
t er m in als T or TE 1 is co nn ected t o El.
Ho wever, if the light control switch or rear w in-
do w def ogg er switch is turned on, the V SV
goes on .
• W hen a predetermi ned period of t im e has
elap sed after the eng ine has started .
• W h en engi ne speed r ises a bove a
a predete rm ine d rpm (de pe nd ing o n t he neut ral
start switch sig na l) w it h the idle co ntact on
and t he NC m agn et ic clutch di seng aged .
• Af te r a set t im e ha s e lapsed af te r t he
t rans m issio n is shi fte d fro m " P" or " N" into
any ot he r ran ge and th e e ngi ne spee d is
above a pre dete rm ine d rpm wi th the id le
co ntact o n and t he Al e m agn eti c cl utch
d isengaged (AfT vehicles) .
• The li ght con trol switch is turned off.
• T he rear window defogger switc h is t u rned
off .

111
 ISC - Funct ion s of Engine ECU
NOTE -----------------------------~
learned Control
Besides the previously m en tion ed co nt rol. learn-
ed contro l is also u sed for co n trol of the ISC
va lve .
Normally . t he Engi ne ECU c ontrols the idl e
speed by chang in g the ISC val ve posit io n .
However. sinc e t he engine' s running condi-
t ions cha nge o ve r time. the idl e spee d also
chang es (eve n t ho ug h t he va lve posit ions re o
main t he same) .
So t hroug h feedback co nt rol, the Engine ECU
outputs ISC signa ls to return t he idl e speed to
t he target lev el . The ISC v alve po sition w he n
t he ta rget speed is reach ed is stored in ba ck -up
112
memory . and is use d thereafter in idling . This is
known as learned c ontrol.
If all power to t he Engine ECU is cut off due to
the EFI fu se or STOP fuse being rem oved or a
battery cable being di sc onn ec t ed. the learned
v alu e st ored in back-up memory w ill b e erased .
Therefor e. wh en the engine is restarted . the
ISC va lv e po sition is set at t he initial value
stored in memory .
A t this t im e. the idle spee d may not be the
same as t he t ar get spee d. but w h en the engine
w arm s up and feedback cont ro l sta rts, it will
gradually ap proach the t arget spe ed .
 OTHER CONTROL SYSTEM S - Genera l

OTHER CONTROL SYSTEMS

GEN ERAL
Some TCCS type en gine co ntrol sy stems include As w ith th e systems des cri bed up to th is po int ,
not on ly t he EFI, ESA, an d ISC systems t hese systems are cont ro lled by t he Eng in e ECU.
expl ain ed so f ar, bu t also (d epend ing on t he Th e fo llow ing t able show s th e specificatio ns for
engi ne mode ll the sy stems exp la ined i n the t he 4A-FE engine.
follow ing pages.

PAGE
SYSTEMS (THIS ITEM- REMAR K
M AN UAl)
ECT OD cut-off c on trol system
Oxygen sen sor heater co ntrol system
"'
11. 0
l ean mi xture sensor heat er control system 11.

A ir c onditi oner
Cut-oft control 115 0
co nt rol syst em M agnetic clutch
relay co nt rol
115
EGR cut -off control system 116 0 With EGR
Fuel oc ta ne judgment 116
SCV (sw irl cont rol va lve) sys te m "7
ACI S (acous tic control Typ e 1 120
induct ion sys tem) Typ e 2 12 2
T-VIS (To yo t a-va riable induction syst em) 12.
Turbocharging pressu re co n tro l system 127
Superchar ger co nt rol sys tem 128
EHPS (elect ro -hydraulic power stee ring)
cont rol system
128
AS (air suct ion) cont rol sys tem 129
Al (air injec ti on ) cont rol sys tem 129
• Specifica tions for Co ro lla 4A -FE engine (A or.. 1992 )

113
 OTHER CONTROL SYSTEMS _ ECT O~ Cut-off Control System. Oxygen Sensor Heater Control System.
Lean Mixture Sensor Heater Control System

ECT OD CUT-OFF CONTROL SYSTEM OXYGEN SENSOR HEATER

The Engin e ECU sends an 00 (overd rive) cut-off
sig nal to th e ECT ECU based o n sig nals fr om th e
wa te r t em per at u re senso r and veh icl e speed
senso r t o p ro hib it the t ran smi ssion f rom shi fting
into overd rive. The purpose of t his co ntro l is to
ma i nt ai n g o od d r ivab ility and acce lerati on
perf o rma nce.
In so me engines, the Eng in e ECU al so sends a
3r d-ge ar cut- off signa l to t he ECT ECU.
Fo r further deta i ls, see Step 3, vol. 4 (ECT).
CONTROL SYSTEM
The Engine ECU cont ro ls the operat io n of t he
oxygen sensor heate r according t o the intake ai r
vo lume and engi ne speed: When the eng ine load
is small and t he exhaust g as tempe rature is
consequen t ly low , t his heat er is operated t o
mainta in senso r effic ien cy . How ever, when t he
engine lo ad and exha ust gas te mpe ratu re
increases greatly, heat er ope rati on is stopped to
preve nt dete rio rat ion of t he sensor.

+6 Engi ne ECU
ECT ECU Eng ine ECU
Ox
THW, SPo I
5V ~ l
0 01 _ _ ECT or 00
Oxyg en
sensor l!
- --.
HT
He , te ' ~
EOl and E02

~ 1 OHP 79

The 00 cut-o ff sig na l and 3rd-gear cut-ott signa l LEAN MIXTURE SENSOR
ap pear as f o ll ow s: HEATER CONTROL SYSTEM
IVI (No rmal
Th e ECU co nt ro ls t he o pe ra t ion of t he lea n
High __ _ _ _ _ __ _ _ _ - - ope rat ing
vol tage
mixtu re sensor heater accordi ng t o t he t hro ttle
condit io n)
posit io n, int ake manifold p ressure, eng ine speed ,
Low
voltage 00 cut-off and coola nt tem per at ure signals.
(less signal
than l V)'--- _ T he tem pera t u re r an g e i n w hich th e lean
m ixtu re sensor can o pera te co rrect ly is ve ry
narrow, so t he ECU keeps it w it hin t hat rang e by
control ling the amount of current t hat it all ows
(V) to f low t o t he lea n mixtu re senso r heat er.
High
vol tage +6 Engine ECU
Low 3rd- gear
v olta ge cut-off L$
(less signal
th an 1V) '--- _
Lean ~
mixt ure
OHP 79 senso r I, '
E2
He, ter HT
EO l and E02 <..1T

114
1 OHP 79
 OTHER CONTROL SYSTEMS - A ir Con dit ione r Co nt ro l Syste m

AIR CONDITIONER CONTROL SYSTEM

1 . CUT-OFF CONTROL 2 . MAGNET IC CLUTCH RELAY
CONTRO L
The Engi ne ECU sen ds a sig nal (A CT) t o th e ai r
Th is air cond it ione r cont rol f u nct io n differ s f rom
co nd it io n er am p li fier t o di seng a ge t he ai r
t h e p revi o u slv - m ent lon ed t ype i n th at t he
cond itioner co m p resso r magnet ic clutch in order
Engine ECU cont ro ls t h e m ag ne ti c clutch relay
t o sto p oper at io n of t he ai r co n dit io n i ng at
di rec tly .
certain eng ine sp eeds, int ake m an ifo ld pressures
Whe n the Engine ECU de tects th e air con dit io ne r
(o r intake ai r v ol um es), veh icle speed s and
(AlC ) sig na l f rom t he air c o nditioner c ont ro l
t hrottle v alve open ing ang les .
ass em bly, bu t do es n ot det ect t h e req u isite ai r
T he air c ond it ione r is t u rn ed off during qu ick
co nd itio ne r cu t-o ff c o n d it io n s f r om vari o u s
acc ele rat io n from low eng ine speeds (depend ing
sen sors (see cut-oft cont ro l t o t he left), th is ECU
on t he ve h ic le speed, t hrottle valve po sit io n, and
outp uts a m agn et ic clut ch (ACMG l sig n al t o t h e
in ta ke m an if o ld p ressu re o r intake air volum e) .
m ag netic clutch relay . t urning it on. As a result.
T his helps mai nta i n g oo d acce lerati on
t h e magnet ic c lu t ch g oes o n and th e air
perfo rm ance .
co nditione r comp resso r op erat es.
T he air co nditio ner is also t urned off when th e
Th is ai r cond itio n er co ntro l fu n ct io n is al so
eng ine is idling at sp eed below a p redete rmined
p rovided w it h an air co mp ress o r delay co nt ro l.
rp m . T his p revents th e engine f rom st allin g.
The ope rat io n o f th is is the same as t h at in the
In some e ngi ne model s, m ag n et ic c lu t c h air cond it io ner cut-off contro l f un ct io n.
op erati o n is also delayed fo r a pred etermined
+8
length of t i m e after th e air con dit io ne r switch is
t u rned o n. Du r in g t h is t ime, t he Eng i ne ECU Magn et;c~
opens t he ISC valve t o offset th e d rop i n t he
engi ne speed due t o the o perat io n of t he air
conditi oner co m p res so r. Thi s pr event s t h e id le
clutch
relay
- 0
speed f ro m d rop pi ng. Various
senlors
T h is latter cont ro l f uncti o n is cal led t he "a i r ACMG
co n dit ioner com p resso r del ay contro l" . Engine ECU

+8 AlC
J-
Magneti c
clut ch
relay
AlC
SW
Magnetic
clutch
(N Ccom-
- 00
AlC
control
assembly

va~ious
'\
~
AlC
SW

pressor) - sensors

Various
sensors OHP 80

AlC amplifier

ACT
AlC Engine ECU Various
sensors
ttl Magnet ic clutch
Lll (Ale compressor)
=

OHP 80
115
 OTHER CONTROL SYSTEMS - EGA Cut-off Control System, Fuel Octa ne Judg ment

EGR CUT-OFF CONTROL

SYSTEM
This sy st em actuates the VSV , wh ich th er efore
c auses atmos p heric air instea d of i nta ke
manifold vacuum t o act on the EGA (exhaust gas
reci rcu lat io n) vacu um m od ulat or. This shuts off
the EGA to mai ntain d rivability w he n t he engine
co olant is cold or du ring hlq h-speed driv ing etc .

Sensors
OPERATION
Exhaust gas
Th e Engine ECU act uates t he VSV , shutting off
th e EG A whe n the coo lan t temperature is be lo w
a p re determine d t empe rature o r w he n t h e FUEL OCTANE JUDGMENT
eng ine sp eed is ab ove a set speed (r o ugh ly
4.000 to 4,500 rpm ), t o maintain d rivability. The Th e Eng i ne ECU i n so me e ngi ne m od el s

ECU al so actuates the VSV to shut off the EGR dete rmi nes the octane rat ing of t he g asol ine

w he n the int ake air v o lu m e is above a b ein g used (whet he r it i s " p remi u m- o r
predeterm ined level o r when the fu el cu t -off "re pula r" ! according to en gi ne knoc king si gnals
fun ct ion is o n in order to ma int ain EGA valve f rom t he knock sensor.

durabil ity.
Th rottle valv e
OPERATION

Th e ECU judges w het her t he ga so lin e i s

vsv
" pre m iu m" or " reg ular " ba sed o n the retard
angle of the ignition t iming, w hich is determined
by the st rength of eng ine knocki ng w he n the
coo lant temperature is ab ove a pre dete rmined
EGR valve
te mpe rat u r e. It j udge s t he gaso li ne to be
"regula r" w hen the eng ine knoc ks severe ly and
Sensors Exhaust gas t he reta rd an g le is la rge r t han a p redetermined
val ue. It j udg es t he gasoline t o be " p rem ium "
wh en t he engi ne knocks o nly m ildly and th e
ret ard angle is sma ller t ha n a pr ede term in ed
OHP 81 va lu e. T he EeU st ores th e r es ult of th is
REFERE NCE - - - - - - - - -_____ judgment until it j udg es that the octa ne rating of
So me recent mod els use ste pper m ot or type t he gaso li ne has changed.
EGR valves. An EGR vacuum modulator and
V SV are not provided in thi s system . The
Engin e EeU co nt rols EGR volu me and cut-off .
In add it ion, w hen curre nt is not app lied to the
EGA va lve, t he va lve is fu lly close d by the f orce
of a return sprin g .

116
 OTHER CONTROL SYSTEMS - SCV Syst em

SCV (SWIRL CONTROL VALVE) SYSTEM

T he intake po rt has be en di vided longit ud in all y W h en th e eng ine is ru nning unde r a ligh t lo ad or
into two passages as shown i n the foll owi ng below a ce rt ain rpm , this valve cl oses, cre ati ng a
illustration . powerfu l swi r l. Thi s i n c rease s co m b u st i o n
The sw ir l co nt ro l v alv e, w h ic h is opened and eff iciency, thereby imp rovin g fuel economy.
clo sed by the intake ma n ifo ld va c u um , is Under a heavy load or over a certain rpm , the
mou nted in pas sage @. va lve o pens, inc reas ing int ake efficiency , a nd
thus improving engine output.
A s wi rl cont ro l va lve is provided in t he int a ke
Exhaust v alve port of each cylinde r.
Sw ir l co nt rol Int ak e v alve
v alv e (clos ed) &~~~~

-1t\-- Cy li nder SWirl~ Swirl co nt ro l

Int ake valve

"
port --
,, ~ V S V

'~m
Passage :B)

Pass ag e '~B)
QHP 82
f J\
l

Sw ir l co nt ro l
actuat o r
~'jJ
•

Int ake v alve OHP 82

Intake
- \' .J._port

OHP 82

Engine
ECU
SCV

Swirl cont ro l
actu ato r
o
Th rott le o Distri b ut or
pos ition
senso r
Man ifo ld
pressu re
senso r

Sw ir l co nt ro l valve OHP 82

117
 OTHER CONTRO L SYSTEM S - ACIS

ACIS (ACOUSTIC CONTROL INDUCTION SYSTEM)

The AC tS cha ng es t h e effect ive le ngt h of t h e here fo r conve nie nce "Type 1" a nd "Type 2".
intake man ifo ld in orde r t o i ncre ase ai r int ake T hey d iffer both in th eir basic design and in the
efficie ncy . Ther e a re two ty pes of ACIS, called n um b er of ai r c ont ro l va lv es u sed.

1 . T YPE 1

GENERAL

Th is ty pe of ACIS has only one air con t rol va lve . dist r ibutor. Th is air c ont ro l va lve is o pened and
T h is is located in t he air in t ake cha m ber and is close d by t h e Eng ine ECU v i a a VSV and an
used to inc rease t he intak e effic iency o f t he air actuato r.
supplied t o t he cyl inders . It does th is in resp on se Th is m akes it poss ib le t o i m p ro v e en g i ne
t o cha nges in t he t hrott le ope ning (VT A ) sig n al perf orma nce at b oth lo w and h igh eng i ne
se nt from t he t hrottle pos ition sensor, a nd the spee ds .
en g i ne speed ( N El sig na l sen t fr om th e

Thrott le valve Air control valve

Vacuum tank

Distributor

VTA NE

Engine ECU

Actuato r

OHP 84

Ai r control valve Air control valve

closed opened

Ai r int ake
I <>
-_--I
---,
-,
cha mber
Air con trol
v alv e
Act uator Low .. Engine speed _ High
:io"tr.L.- vsv OHP 84
~i J~v--vacu u m
'" tan k OHP 84

120
 OTHER CONTROL SYSTEMS - ACIS

OPERATION

The ECU t u rn s t he VSV on or o ff, depending on

t he t h rottle o pen ing angle and t he eng ine spee d.
as expla ined below:
S et speed

VSV: on VSV: o ff
(Air control va lve : (Ai r co nt ro l
•tn closed) valve: open)
g 60 1-- - - - - - -jf-- - - - -
m
c
'0
•o
c, VSV: off VSV: on
(A ir co ntro l v alv e: (Air control
• open ) va lve: closed)
~s:
... O'-:::::=-
Low- -'---;::':-::::-"'::-!=-:---''-:=-=
Engine speed

OHP 85

(1) V SV t urn ed on

Closing air co nt rol valve ha s th e same effect as

lengt h enin g the int ak e manifold .

.-'"'
Air control v alve
(cl ose d )

oc
~Z

~~j
]~ Th rottle va lve
~;
0: ci OHP 85
~ Z

(2) VSV turned off

Open ing air cont rol valve ha s t he same effect as

sho rtening t he int a ke ma nifold .

Ai r cont rol va lve

(open)

OHP 85

121
 OTHER CONTROL SYSTEMS - ACIS

2. TYPE 2
GENE RAL

In this ty pe of ACIS. th e air contro l valves a re acco rdanc e with en g in e ru nning con d it ions, th e
located in front of t he No.2 air int a ke c ha m ber. same effect as le ngt heni ng o r shorteni ng t he
By o pe ni n g and cl o si n g t h es e v alves in intake manifo ld (as in Type 11 ca n be obtained.

No.2 air
inta ke cham ber
Air contr ol valves

Act uator

Air contrOJ~
Vacuu m t an k valve ~
vsv - ----,.::
OHP 86
Cro ss section A-A'
OHP 87

NO.1 ai r int ake chamber

Vac uum tank

From
air Q
cl eaner
vsv

Ac t u at o r r::--":---,

Inta ke
ma nifold
/1=~::~=1::~=~::~=r
Engine speed
NO. 2
Ij t~jl\ air intake ""LT -
chamber

......- 'combustion
cham ber
A OHP 86

122
 OTHER CONTROL SYSTEMS - ACIS

OPERATION

('I) Low and medium speeds (below set sp eed )

The ECU tu rn s t he VSV on w hen th e eng ine is

runni ng at low t o m edium speeds . Therefore. the
v acu u m (su pp lied by the vacuu m ta n k) causes
th e act uator t o close t he air co ntro l va lves f ully .
By clos ing th e air co nt ro l va lves. t he s ame effect
as len g t hening t he in t ake m anifo ld is obtai n ed.
This improves inta ke efficie ncy in t he low- a nd
med ium-sp eed ranges.

Throttle valve Air contro l

~W ~ho~~ ba~~ intake valve (closed)
-:Z:-==. .. No.2 air

.--....
--
'L
~
intake
chamber

o Vacuum
c tank

OHP 87

(~ High speed (above set speed)

Whe n th e eng ine s pe ed ris e s above t he

predeterm ined speed. the ECU tu rn s the VSV off
and th e at m o sp her ic air acts di rect ly upo n the
actuato r. Therefo re. t he sp ri ng damper causes
the act uator t o open the air contro l va lves fully.
By o pen in g t he air co ntrol v alv es. t he same
effect as sho rte ni ng the intake m an ifo ld is
ob ta in ed. Th is shifts t he peak in ta ke effici ency
t o t he h igh eng i ne speed ra nge, im p rovi ng
output in the high-speed rang e.

- Air control
valve (open)

-~

OHP 87 123
n
~ OTHER CONTROL SYSTEMS - T-VIS

T-VIS (TOYOTA-VARIABLE INDUCTION SYSTEM)

GENERAL

a. The intake man ifold passage lead ing to each b. Th e intake air control va lves f or all cylinders
cy linder is divided into two pa rts . One of are co nst ructed as one unit. an d are opened
these (the va riable induction passage) is and closed together by an act uator.
provided w ith an intake air control va lve .
c. The improvement in the performance of th e
T his valve ope ns and closes in acco rda nce
engi ne due to t he adoption of T-VIS is shown
w ith the speed of t he engi ne , t hus act ing as
in the graph below.
a variable induction valve . This m a kes it
possible to improve engine pe rforma nce in
the lew -sp eed ran ge wit h out sacrif ici ng t he
h ig h engine speed an d o utp ut t hat are
d isti nct ive features of engi nes w ith f ou r
v alves per cy linder.

Eng ine ~N:=.E

=- ~
ECU

T-VIS
Int ake air
control va lve;----- l _.

Vac uum
t a nk
Actuato r
vsv OHP 88

Constricte d Inta ke air control

intake port va lves o pe n/clos e
,•
e- Enlarged
B
• - - -- .. ~ ../ intake port
e
0>
c / - --- ,
ur

Low - Eng ine speed - High

OHP 88

Vacuu m tan k VSV Int ake ai r

Act uat o r
co ntrol valves

OHP 88

124
 OTHER CO NTROL SYSTEM S - Turbocharging Pressu re Contro l System

TU RBOCHARGING PRESSURE CONTROL SYSTEM

T he Engine ECU t urn s t he V SV on and off * to Th i s ma x i m izes engine perfo rmance an d
contro l t he tu rbochar ging pressu re in acco rdance ma i n tains e ngine d u rabi li ty , as we ll as
w it h th e t y pe of gas oline bei ng used (regu lar or supp ressing knocking unde r all engine r un ning
pre m ium) , th e coo lant te m perature, int ake ai r cond itions, includ i ng w ar m -u p, irrespecti ve of
t em perat u re, intake air vo lu me , and engi ne th e gasol ine oct ane rating.
speed . ., Th e VSV is cont ro lled wit h t he duty rat io in
som e models .

Turbocharger
,. ,..
To exhaust pipe
rom air

L
¢:::::l
ow meter

Actuator Waste
L... ~ gate
v
SVj i b .-I
II ~
valve

From exhaust
o = I To intercooler

~ 0 Ilr P manifold

I Engine Various
I ECU sensors OHP 90

OPERATI ON

T he VSV is tu rned on by t he ECU to increase t he The VSV does not turn o n unless all of the ab ove
t urbochar g in g pressu re w hen t he f uel is judged co nditio ns are met , eve n w he n prem ium
to be pre m i um by t he f uel octane ju dgme nt gaso line is used .
f un ct io n (See pa ge 116). an d w hen t he coo la nt
t em perat ure and int ake ai r temperatu re are RE FERENCE,- - - - - - - - - - -r->,

w it hin a p re determ i ne d te m pe rat u re, an d t he For a deta iled ex planation of t he const ruct ion
int ake ai r volume is above a p red et erm i ned and ope ratio n of th e turboc ha rger, see Step 3,
lev el. vol. 2 (Turbocha rge r and Supercharger).

127
 OTHER CON TROL SYSTEM S - Supercha rg er Co ntro l Syst em, EHPS Cont ro l Syst em

SUPERCHARGER CONTROL EHPS (ELECTRO-HYDRAULIC

SYSTEM
Th e Engin e ECU co nt ro ls th e sup erc harger rel ay ,
t hu s t urn ing t he supercharger mag neti c clutch o n
an d off. It als o co ntro ls sup erch arg er op era t io n
by contro lli ng t he supercharger by pass v alv e
(ste pper motor type) .
In addition, the ECU co nt ro ls the ACV t o reduce
superch arger o il co nsumpt io n.
Suspercharger bypass
valve (stepper moto r ty pe)
+8
POWER STEERING) CONTROL
SYSTEM
In ve h ic les eq ui p ped w it h the EHPS, w hen the
engi ne coolant tempera t ure o r the en gine sp eed
is v ery lo w , th e lo ad o n t he alternator is
inc reas ed w he n the v ane pu mp m otor o f t he
EHPS is d riven . This con dit ion makes it easie r f or
poo r eng ine st artability o r en gi ne st alli n g to
occur. To prevent th is , th e v ane pu mp m ot o r is
Engine ECU
stopped during cold st arting or w hen t he engine
sp eed is extremely low .

~
A B1,AB2
Int ercooler AB3 , AB4
_ ,
-
---'
_ "
8 0

" ,---''-----in''r';::'"")
_
Supe,c ha ,ger
magnetic clutch
relay
PS ECU

NE, THW
Engine ECU
r;:-
~ + B-¥WS'-f'O"
M't-'N'c"'" 0
•
Supercharger 5V ~ ••u
ACV
HI PSCT
).IT -
0
c,
0
~

+8 lAir con trol .s

valve) ,I,, ~
Su percharger magneti c
clutch ACV
OHP 90

REFEREN CE- - - - - - - - - - ,
EHPS is a type of power stee ring in w hic h the
vane pum p is driven by an electric motor.
REFERREN CE - -- - - - - - - - ,
In pr eviou s m odels, V SV and A BV (air byp ass
va lve) have been used in st ead of a super-
charge r by pass va lve.
For a det eiled ex plana ti on o f t he c ons t ru cti on
and operat ion of t he superc harg er, see Step 3,
vel. 2 tTur bocharqer and Sup erch arger).

128
 OTHER CONTROL SYSTEMS - AS Control System . A I Control Syste m

AS (AIR SUCTION) CONTROL AI (AIR INJECTION) CONTROL

SYSTEM
The A S system is o p er at ed by t he ECU whe n
exhaust emissions t end t o i nc reas e; e.g .• w he n
th e en gi ne is co ld and dur ing dec el er ati on .
Und er other o perati ng co nditio ns. thi s syste m
does not operate t o prev ent overheating of t he
TWC (t h ree-way cet alvetl .
SYSTEM
Th e A I syste m is op erat ed by t h e ECU w hen
exh au st emissi ons te nd t o increase; e.g ., w he n
the eng ine is co ld an d d u r ing dec el er at i o n.
Und er ot he r cond it ions . t his system does no t
oper ate to pr event ove rhea t ing o f t he TWC.

OPERATION'
OPERATIO N *
The ECU switches on the VSV f o r the AS system
an d op era tes the A S system w he n all of t he
foll ow ing co nditi ons are m et :
a . Engine c old
• Coolant t em per atu re below 35 °C 19 5° F)
• EFI po w er enric hm ent no t opera t ing.
• Engin e speed belo w a pre determ ined level.
b. Deceler at ion
• Coola nt t em per atu re above 35 °C (95 ° F)
• lDL con tact closed (accelerator pedal com -
pletely released .)
• Engine speed between abo ut 100 0 and 3000
rpm .
W he n it is act ivate d by t h e ECU, t h e VS V
introd uces intake m ani f ol d vacuu m into the ASV
(ai r switc hi ng va lve) dia ph rag m ch am b er.
Thi s causes the air disch ar ged by t he air pump t o
p ass thro ugh th e check va lve and be i njected
into t he cyl inde r h ead ' s exha ust p ort. If t h e
sup p ly o f curre n t to th e V SV is stoppe d ,
at mosphe ric ai r is introd uc ed into t he AS V 's
di aphragm cha m ber and the p assage to t he ai r
inj ecti on exha ust p o rt is cl osed off, res ult ing in
th e dischar ged ai r pu shin g against the spring
in side t h e ASV an d b ein g di sch ar ged outside
throu g h t he si lence r.
.. Dep end in g on the engine mod els.

* Depen ding on t he eng ine models.

From air cl eaner

From air cleaner

VSV
AS V
/'>S Air pump
ECU ECU AI
AS valve

Check valva

A ir
flow
meter
OHP 91 OHP 91

129
 OTHER CONTROL SYSTEMS - A I Cont rol Sy stem

REFER ENCE - - - - -- - - - ______

T here are some recent models in w hich t he
Engine ECU sends t he ve hicle speed signal or
engine speed signal to combination met er. The
combination me t er t he n op er at e s th e
speedometer and tac home te r based on these
signals.

13 0
 DIAGNOSIS - General

DIAGNOSIS
GENERAL
Th e ECU co ntains a buil t-i n diag nostic system. In m o st eng ines, th e contents of t he d iag nost ic
Depen ding on t he ve hicle m od el. t he d iag nost ic memory can be checked by con nect ing term in al
system has a no rma l m od e only , o r it can have a T or TEl w it h E1 of t he check connecto r or TDCL
norma l m ode and a test mode . (Toyota d iagnost ic co mm u nicat io n l in k) and
In the no r m a l mode , th e ECU (wh ic h is co unt ing the nu m ber of times t he " CHECK
constantly m o nitori ng m ost sensors) li g ht s the ENG INE" lamp blinks.
"C HECK ENG INE " lam p w hen it det ect s a
malfunction in certa in senso rs or their ci rcuit ry .
A t th e same ti me, t he ECU reg ister s t he system
con ta ini ng t he m alfuncti on in its memory. Th is
inform ati o n is ret ain ed in memory even after t he
igniti on switc h is t urn ed off. W hen t he vehi cle is
OHP 92
broug ht in t o the sho p because of trou ble in t he
eng ine co ntro l system , t he co nten ts of t he
m em o ry may be c hec ked to ide nt ify the NOTE - - - - - - - - - - - _____
malfunction . In t he case of 080 - H used f or veh icles so ld in
the U .S. A. and Canada , an OBO-ll scan tool or
TO YOTA hand-h eld test er is required to read
dia gnosti c codes (See page 137-21.

In some old er model engines . th e contents of t he

diag n ostic m em ory ca n be checked by
"CHECK ENGINE" co nnecti ng a serv ice w ire to t erm i nals T and El
lamp
of t he check co nn ector and an analog vo lt me te r
OHP 92
t o te rm inals V F and El of t he EFI se rvice
The " CHECK ENG INE" lam p does not light when connector , th en check ing t he vo ltage
ce rta in m al fu ncti o ns are detecte d (See pages fl uctuat io ns .
13 8 t o 14 0 1. beca use t hose m alfunctions would
In rec ent models , a test m ode f un ction has bee n
not ca use any m aj or t ro u bl e such as en gi ne
adde d to t he fu nctions of the diagnost ic system
sta lli ng.
fo r t he purpose of detecti ng int ermittent prob lems
(such as poor co ntact ) w hich are difficult t o
A fte r a ma lfuncti on is co rrect ed, th e " CHECK
det ect in t he no rmal mo de.
ENG INE " lam p t urns off. How eve r. t he ECU
m em o ry reta ins a record of t he sys tem in w hic h
the ma lfunctio n occ urr ed.

131
 DIAGNO SIS - Gener al, Princ iple of Diagn ost ic System

T he t est m ode is used on ly by the t echnicia n for PRINCIPLE OF DIAGNOSTIC

tro ub lesh oot ing th e en gi ne control sy st em . SYSTEM
Com pared t o the normal mode, it ha s been gi ven
The signal level t hat signifi es to the ECU t hat an
a great er sens it ivity. Fo r ex am ple. in the norma l
input or output signal is normal is f ixed for that
m ode. t he ECU will light t he " CHECK ENGINE "
sig nal.
lamp and reg ist er t he problem in memory if t he
When sig nals for a particula r ci rcuit are
sa me t r oub le is d ete cted two t ime s in
abno rmal with respect to this fi xed lev el, t hat
success ion; in t he te st mode. howeve r, t he ECU
ci rc uit is d iagn osed as bei ng abnorma l. For
w il l light t h e " CHECK ENG INE " lam p and
examp le. w he n th e coo la nt temperat ure signa l
regi ster it i n me m ory if the t rou bl e is det ect ed
circ uit i s norm al, th e vo ltage at the TH W
eve n o nce .
t ermin al is in a fixed range between 0 .1 t o 4 .9 V.
The t est m od e i s made ope rative by t he
Thi s sig nal c i rc uit i s d iagnosed as bei ng
t ec h n ici an by m ea ns of a pred et ermin ed
ab no rm al w hen th e THW termi nal volta ge is less
proce dure.
t han 0 .1 V (a coo la nt t em per ature of 139°C
The method of read ing th e diagnostic codes in
1282 ° FJ or greater) or greater tha n 4 .9 V (a
the t est mode i s t he same as i n t he no rmal
coo lant te mperature of -50"C [-58°Fl o r lower).
mode. The method s f o r u ti lizing the norm al
m ode and test m ode is exp la ined in the
TROUBLE SHOOTING section (p age 149).

The item s w hich cau se t he ECU t o light t he .],=~~~~ _ _ Abnormal rang e

THW Normal range

" CHECK ENGINE" lamp and the it ems regi st ered
• / to re ngin e
in m em o ry w hen t he ECU detects tro uble differ '"
~ 3 Norm al range Normal range
depend ing o n the m ode as well as on the vehicle g 2 f or diagnost ic sys tem fo r diagnostic system
model. Please refer to the repair man ua l f or t he s
aff ecte d v e hicle . Se e CHECKI N G AN D
i=
CLEA RING DIAGNOSTIC CODES (page ' 59) fo r o [;;:=~±===~=
' 39
th e n orm al m o d e and t est mo de setting
p roced ure, co de output m eth o ds. an d co de
clea ring methods.
In addi tion. v arious ty pes of info rmation are
output by t he VF te rmi nal of th e check
connector, depe nding on the state of t he T o r QHP 92

1£1 terminal and the st ate of the IDL contacts of

the thrott le posit ion senso r . Fo r details, see VF
OR VF1 TERMI NAL OUTPUT in th is section (page
1361.

132
 DIAGNOSIS - " CHECK ENGINE" Lamp and VF o r VFl Termi nal Outp ut

"CHECK ENGINE" LAMP AND VF OR VF1 TERMINAL OUTPUT

The " CHECK ENGI NE" lam p and the o utp ut t he sta te of t he T, TE1 or TE2 * 5 t erm inal Iof the
v olt age of t he VF o r VFl termi na l have the check co nnector or TDCLI and the idle contact in
foll owi ng fun ct ions w h ich differ depend in g on th e th rottle pos ition sensor.

Tor TEl TE24 5 IDl " CHECK ENGINE" LAMP V F or V Fl TERMINAL OU TPUT
TERM INAL TERMINAL CON TAC T

Increased injection
5V v olume

Increased inje ction

3 .75 V
Off v olum e

Norma l
• Bulb c heck function -- ---- - - - - - - - .... ................
2.5 V A ir· f uel ratio feedbac k
(eng ine stopped ) Resul t s o f air ·fuel
Of f correction stopped • 1
lo pe nl
• W arning di splay fun ct ion rati o learned con tr ol 4'
with nor m al m od e Decreased inj ection
leng ine operating } 1. 2 5 V
Off vo lume
lo pen)
Dec rea sed inject ion
On volume
OV ...... ........ ...... ....... --
A ir-fue l rat io fe edback
correction stopp ed - 1

On Off
• Bulb ch ec k fun ction
(eng ine st coped j
(T E2 and El
term ina ls
• Warning d isp la y f unc t ion Eng ine ECU d at a
On wit h test mode
connected )
(eng ine operating)

Result s of oxy ge n sen- 5V Rich signal

scr signal proces sing
Lean signal or o pen loop
DV operation H
Diag nost ic code display fun ction - ....... ... -. -. - -- - - -. - . ... - .....................
Off w ith no r mal m ode 4 3 5V
Feed bac k correct io n not
Result s o f lean mix - or
Off taking place
ture sensor sig nal pro- 2 . 5V
On tcpenl
rr cr T El ce ssing Feed back co rrection
and El
OV tak ing place
terminals
co nnec ted) 5V Normal
On Result s of diagnostic
OV Malfunct ion code st ared

On Off
(T E2 and E1 Diagnostic code display fun ct ion
Engine ECU da ta
t erminals with test mode · 3
con nec ted ) On

-, Some syst em s have five levels, as shown here, w hile other syste ms have o nly t hree levels (0 V, 2. 5 V and 5 Vl.
-2 The VF or VFl term inal out put wh en air-fuel rat io feedba ck correct ion is not being carr ied out is either 0 V or 2.5 V,
depending on t he veh icle .
-3 Som e models do not display diagnostic codes when t he idle contact are off.
- 4 "Open-Ieee ope ration- refe rs to the state in w hich the oxygen sensor sig nal is not being used for co ntrol (See
page 75).
-5 Qnly models hav ing a t est mode.

133
 DIAGNOSIS - "C HECK ENGINE " Lam p and VF or VFl Term inal Out put

1 . "CHECK ENGINE " LAMP FUNCTIONS REFE RENCE- - - - - - - - - - ,

LAM P CHECK FUNCTI ON (T o r TE1 t erminal off)
The " CHECK ENG INE" lam p g oes o n w hen t he
ignition swit ch is t urn ed on to inform t he driver
that it has not burn t out. It goes out aga in wh en
the eng ine speed reach es 500 rpm . (The engi ne
speed ma y differ i n some eng ine m ode ls.)
Super Monitor Display
W hen t he resu lts of a d iagnostic ou tput f rom
the warni ng lam p t ermi nal (terminal W) are
di splayed o n a super monitor, th e diagnost ic
code di splay w ill not appear on the monitor, if
t he in ject ion sig nal is input to the Super
M onit or ECU by th e Eng ine ECU even on ce .

+B Super Monitor
Engin e ECU ECU
W

o "0
CHECK About 200 rp m OHP 93 T

WA RNIN G DISPLAY FUNCTION IT or TE1

t ermi nal off) Sw itches

W hen t ro ub le occ urs and t he ECU has det ected its

occ urrence in one of t he input/o utput signa l cl r-
cults connected t o t he ECU (t hat is , on e of those
ma rked " ON" in the " CHECK ENGINE" LA MP co l-
2-TRIP DETECTION LOGIC
um n of t he table on page 13 8), the " CHECK
ENGINE" lam p goe s on t o alea rt the driv er . Th e Some diagno st ic codes , such as codes 2 1 and 2 5
lam p goes off w hen condit io ns are restored t o no r- (See page 1381. use "z-tno dete ct ion log ic " .
ma l. (Th is occ urs only at an engine spee d of 500 W ith t his logi c, w hen a ma lf unct io n is f irst
rpm or higher). det ect ed, it is t emp or arily sto red in ECU mem or y .
If t he same malfu ntion is detecte d again , t his se-
DIAGNOSTIC CODE DISPLAY FUNCTION IT or cond det ection causes t he " CHECK ENGINE"
TE1 t erminal c nl lamp to lig ht up. (Howeve r, th e ig niti on switch
m ust be tu rn ed off bet w een t he 1st ti me and 2nd
If t he T or TEl t ermina l is co nnecte d to t he El
t ime ).
t er m inal (afte r the ignition sw itc h is turned onl,
diag nost ic co des are d isp layed in order f rom the 1st malfu nction 2nd ma lfunct ion
detection dete ction
sma llest t o the largest code. w it h t he num ber of (temporarily (wa rning
recorded ) li g ht li ght s u p)
ti m es th e " CHECK ENG INE " l am p b li n ks
indicat ing t he m alf unction co de number.
In so me eng ines , a te st mode has been provided
w h ich m ake s the dia gn ost ic syst em m o re IG SW IG SW IG SW IG SW
00 off on off
sensi t ive. This syst em is also pro v ided w it h a
OHP 93
TE2 t erm in al in th e TDCL o r che ck con nect or .
See CHECKING AND CLEARING DIAG NOSTIC In t he t est mode. t he " CHECK ENGINE" lam p
CODES (pag e 159) for the no rmal mode and test lights up the 1st time a malfunctio n is detected.
mo de setti ng procedu re and the code output
met hods .

134
 DIAGNOSIS - " CHECK ENGINE" Lamp an d VF o r VF1 Term inal Output

DIAGNOSTIC MODE AND " CHECK ENGINE "

LAMP

The diagn osti c mode (no rmal o r test) an d t he
o utput of t he " CHECK EN GIN E- lamp can be
selected by ch angi ng the con nections of th e T o r
TE1 . TE2 and E1 te r m in als o n t he c heck
co nnect or o r TDCL. as shown in the table below.
See CHECKIN G AN D CLEARING DIAGNOSTIC
CODES (page 159) for the norm al mode an d t est
m od e setti ng p rocedure and the co de output
m ethods.

T OR TEl A ND El TE2 AND El DIAGNOSTIC

- CHECK ENGINE- LAMP
TERMI NALS TERM INALS MO DE

Open Norm al Warns drive r of malfun ctio n

Open
Connected Test Not ifi es technici an of malfunct ion

Out puts diagno stic results (nature of malfunct ion ). by

Ope n No rm al
nu mber of t imes lam p bli nks.
Connecte d
Outputs diagnostic results (nature of malfunction ). by
Conne cted Test
num ber of ti mes lam p blinks.

135
 DIAGNOSIS - "C HECK ENGINE" Lamp and VF o r VF1 Te rm inal Output

2 . VF OR VFl TERMINAL OUTPUT NOTE - - - - - - - - - - - - ,

OUTPUT OF A IR-FUEL RATIO FEEOBACK 1, W hen adjust ing the idle mixture adjusting
CORRECTIO N (T, TE1 or TE2 term inal off) screw, turn it slowly, a little at a time. If
this scr ew is turned too quickly, ai r-fuel
Th e air-fuel rati o f eedback co rrec t ion amou nt is
ratio feedback correction will be halted
out put in t hree or fi ve level s f rom t he VF o r VF1
and you will not be able to adjust the VF
te rminal of the check co nnecto r. W hen th e va lue
vo ltage.
is norm al, t he ou t put is co nst ant at 2.5 V, but
2. In vehicles in which the idle mixture
w he n the o utput is greate r tha n 2.5 V, it
adjusti ng screw is sealed, the ECU
i nd icat es th at feedback co rrect io n is o n in crease
automatically adjusts the idle mixture.
si de, wh ile an o ut put low er tha n 2.5 V indicat es
Therefore, it is not necessary to adjust
t hat fee d back co rrection is on decrease side.
t he idle mixture.

Increasing 5.0 V - - - T -- - - - - -T - - RE FERENCE- - - - - - - - - - ,

I VF or VF1 Terminal Voltage
I W hen m easured on an oscil loscope, t he
I output wavefo r m of t he VF or V F1 te rmina l

I
Decreasing 0 V - - -'-- - - - - ' - - - - --
vo lt age h as a co n st ant
ap p rox imate ly 32 m sec (depe nd ing o n t he
p e ri od of

OHP 93
engi ne model]. as shown in t he figure below .
On engines wh ic h in clu de a va ne t ype ai r fl ow
me te r, w he n t he VF voltage is othe r t han 2.5 V,
t his voltage ca n be adj usted by t ig ht eni ng the
id le m ixt u re adjust ing sc rew on t he ai r fl ow
mete r.
The V F or V F1 t er min al o ut put w he n air- f ue l
ratio feed back co rrection is not be ing performed
ov
is eit her 0 V or 2.5 V, depen d in g on the veh ic le
model. H
20 msec. 32 msec.
Some ve hicle mo de ls also have a VF2 t ermi nal.
In V-type engi nes w ith a VF2 termi na l, the VF1 W hen a vo ltmeter is u sed to measure the
t ermin al o utp uts info r m at io n on the left bank valu e, a vi rt uall y constant valu e is displayed .
cy li nd ers an d th e V F2 t ermi na l o utp uts
informat io n on t he right ban k cy linders.
In in - line 6-cylinde r engi nes w it h a VF2 term ina l,
the V F1 te rmi na l outp uts inform ati on on t he No .
1 to No. 3 cy li nd e rs, and t he VF2 t ermi na l
o ut p uts in f o rmat ion o n the No. 4 to N o . 6
cyl inde rs.

136
 DIAGNOSIS - " CHECK ENGIN E" Lamp and VF o r VF1 Termi nal Output

OXYGEN SENSOR SIGNAL OUTPUT (T 0' TEl DIA GNOSIS OUT PUT IT or TE1 t erminal on, TE2
t erm inal on. TE2 terminal off. idle co ntact off) t erminal off. idle co ntact on)
To read t he o ut p ut of the oxygen se nso r. (.1) Out put of results
connect term inal T or TE1 with te rm inal E1. w it h
Connect i ng t he T o r TEl t ermin al to t he E1
th e idl e co ntact off. Th en measure t he voltage at
t erm in al causes th e ECU (VF o r VF1 te rm inal) to
t he VF or V F1 t erm inal. (The output fro m th is
signa l whethe r the re are any d ata i n t he
te rmin al is not th e actua l sig na l that is output by
diagnosti c m em o ry o r not. If all the d iag nosti c
th e oxyg en senso r. but a signal t hat has been
resu lts are norm al, a 5 V signa l w ill be output.
digitali zed by the ECU f o r easie r read ing .)
but if any m alfu ncti o n co des are sto re d in
This sig nal is 5 V w he n the in put signal from the
me mory, a 0 V sig nal w ill be o ut put (that is, t he
oxygen senso r is higher t ha n t he com pa r ison
vo ltage at t he V F o r V F1 termi na l w ill fa ll to
v o ltage set by the ECU. and is 0 V w hen th e
zero ).
in put sig na l is low er th an th e co mpa r iso n
volt age or during an open- loop ope rat io n.
Comparison
® Diagn ostic code number out put
voltage

I
1V In o lder m odel engines. diag nostic resu lt s are
(richi
Voltage of
'z-, r-. I
r: read by co nnecti ng an ana log volt me ter t o the
OX signal
VF t e r m in al and cou n t i ng t he n u m ber of
,'--' V '-----'
OV osc ill at io ns of the need le of t he vo lt m et er. This
(lea01
r- r- /-- 5 V num be r corresponds to t he tro uble code num ber.
VF or VF l
terminal OV w hi c h can t hen be looked up to ident ify t he
voltage
t rouble.
OHP 93 See t he re leva nt repair m anua l conc ernin g th e
W he n using a voltmeter t o check air-fue l rat io o ut put met hod f o r t he diag nostic code s and
fe edb ack co rrection. f i rst wa rm up the oxyge n disp lay fo rmat.
sensor by wa rm ing up the eng ine. t he n, wh ile
maint aining eng ine spee d at 2.500 rpm t o keep
t he idle co nta ct off, m easure the VF vo ltage.
(See page 182 for the method of out putting t his
sign al.)

LEAN MI XT URE SENSO R SIGNAL OUTPUT

IT or TE1 t erminal on . TE2 t erm in al off , id le
co ntact of f)

Thi s sig nal is 0 V w hile ai r-f uel ratio f eedback

co rrection is ta kin g place. and 2.5 V or 5 V w he n
air-fuel ra tio f eedback co rrect io n is not taking
pl ace. (See pa ge 183 fo r th e met hod of
o ut pu tting t hi s signal.)

137
 DIAGNOSIS - "CHECK ENGINE" Lamp and VF or VFl Term in al Output

ENGINE ECU DATA OUTPUT (TE2 te rminal on)

In engines hav ing a t est mo de f or diag nos is, the

Engi ne ECU has t he fun cti on to out put dat a
calculated acco rdi ng t o signals f rom eac h sens or .
Outp ut dat a acc ou nts fo r a po rti on of input dat a
f rom sensors and output dat a t o actu at or s. Since
t he dat a is output in t he form of serial co mmu nic a-
t ions, it cannot be read witho ut using a TOYOT A
hand -h e ld tes te r , DI A G NO S IS READER or
DIAG NOSIS MONITOR.
Ref er to the Repair Ma nual or t he Handlin g
Manu al of a T OYO T A h and -h el d t es t er ,
DIAG NOSIS READER 0' DIAGNO SIS MO NITOR
for informatio n on th e readi ng procedure and out-
put pa ramet ers.

REFERENCE ---------~
Serial Comm un ica t ion :

Serial com m unicat ion is one of digit al co m -

mu nicatio n. One piece of dat a is sent by co m -
bin ing hig h ( 1 ) and low (0) signa ls fo r each un it
t im e (t) .
M ult iple pieces of dat a ca n be sent w ith a
single comm unicatio n line .

High

Low

L- J LJ L-.J
t, t, t,

137 -1
 DIAGNOSIS - O BD · II (On -Boa rd D iagnostic Syste m)

,-- R E F E R E N C E---------------------------~

OBD-ll (On-Board Diagnostic system)

O BO regulatio ns refe r to t hose regulat ions us ed in t he U .S. A .
In orde r t o det ec t if t he vehi cl e is em itting harmf ul exhaust gases into t he atm osp here, the OBO sys tem
en ables the Engine ECU * 1 t o det ect any m alf un ct ion s o f t he eng ine and ex haust cont ro l systems and
w arn t he dr iver of such co ndit ions v ia the MCHECK ENGINEMlam p *2.
There are t w o t ypes o f OBO regulations , nam ely OBO- I and OBO-n . OBO- I regulations are sat isfied
w it h t he diagnostic syst em t ha t has been conventio nally u sed by Toyot a. 080 - II reg ulations requir e t he
functions shown in t he t able below ag ains t OBD · I regu lation s.
"" I SA E t erm ; ECM (engine cont rol module)
"2 SAE te rm ; M IL (malf unc t ion ind ic ator lamp )

o = Req ui red x = Not req uire d

Required it em OBO- I oaon
• Det ect ma lfu ncti on s an d t urn on "CHECK ENGIN EMlam p 0 (8 it em s) 0 (4 1 item s)
• Sta ndardize ma lfunction cod es x o
• Output Engine ECU data x 0 (17 it em s)
• Freeze-f ram e data " x 0 (13 it em s)
• Co m m unic at e be t w een Engin e ECU and diag nosti c tool x o
• St andardize diag nostic t ools x o
• Sta ndardi ze diag no sti c co nnecto rs x o
" An Engi ne ECU f un c t ion t o st ore im portant co nt rol dat a into in terna l memor y dur ing th e dete ctio n o f a
m alf un ct io n.

T he main characteristic o f OBD· n is t he unifi ca-
t ion o f diagnosti c co des and t h e use of a
spec ial-purpose t est er. As a result , comm uni ca-
t ion pr otoco l b et ween th e t este r and t he DLC
(Dat e Link Connector) and Engine ECU are sta n-
dardized . Furtherm ore, in t he case of OBD - II,
m easu rement of engi ne rpm and inspection of
eac h f unction of t he Engin e ECU canno t be per-
f ormed w it ho ut usi ng a special-purpose tester .
Toyota employs a syste m in w hich orig ina l
f un ction s h ave been added t o those requ ired by
08 0 - Il regulati ons. Th e follo wi ng descr ibes
some of t he m ajo r d iffe ren c es betw een
To yota ' s co nventiona l OBD system and the
ne w O BO sy stem (OBO - IT) pr ovi ded in ve hic les
sol d in t he U.S .A . and Can ada.
 DIA GNOSI S - OBO- IT (On-Board Diagnostic System)

Conventi onal OBO New OBD IO BD- n)

CHECK ENGINE When a probl em

Lights Lights or blinks
LAM P has been detected

When t he problem Goes off after 2 or 3 trips

Goes off after about 5 seconds
has been solved

DIAGNOSTIC Code 2 digit s te.q.: 25, 3 1) 5 dig its Ie.q. : P0 120 )

CODE
Conn ection of te rminal TE1
Readin g ope ration
and termi nal El

Code di splay ·CHECK ENGINE" lamp blink s

Code cl earing - 1 Remova l of memory fuse

OBD- U scan t ool or
TOYOTA hand -held tester
ENGINE ECU Conne ction of term inal TE2
Reading ope ration
DAT A and te rmina l E1

DIAGNO SIS REDER, DIA GNOSIS

Reading
MON ITOR, or TOYOTA hand-held
instr uments
tester

Out put te rminal Terminal V F Ter minal SDL- 2

Communication Slow (about 1.5 seconds} Fast (about 0 .05 to 1.0 seconds}
rate

Data di splay Many

Few
items

Dat a display SA E stan dard

Toyot a standard
me thod

ACTIV E TEST ' 3 Not available A vailable Iperformed using an

OBD- n scan too l or TO YOTA
FREEZE-FRAM DATA Not available hand -held tes te r)

., In th e case of a new OBO lOBO- n L diagnostic codes can also be cleared by remov ing the memo ry f use in th e
same manner as the conventional OBO.
., SOL; The comm unicati on te rmi nal bet ween the Engine ECU and t he TOYOTA hand-held t este r use the V PW

., (Variable Pulse Width) sys te m in accorda nce w it h the SA E J 1850 requir ement s.
A ctuators (injector, ISC valve , etc.l are operate d by sending a signal fr om t he tes ter to th e Engine ECU.

137-3
 DIAGNOSIS - OBD- II IOn -Boa rd Diagnostic System )

Conven tional OBO New OBO (OBO- nJ

CHECK
IG-
wr~
CHECK ee2 TEl El
CONNECT OR
T~'
IDlGI AN D
TERM INAL
CON NECTOR
(OlC 11 / a~ 0
FP -
'[l'J U
(Only those eeo -
£ D
related to the
Engine ECU )
+B 1 1r1 CD
VFl VF2 TE2 6X2 TT +B

TOCl
E~ W
~
(Ol C2 )

~ ENG "IT
11111 I I I
11)
\\ 1J.- V "I 1// .
TT~ ~
El TE2 TE1 El

OlC3
BATT soi.- :

~ SG- 2

_ ISOL; The communication terminal bet ween the Engine ECU and the TOYOT A hand-held teste r use the V PW
(Variable Pulse W idth) system in accordance w ith the SAE J 1850 requirements,
-2 SG: Signal graund
- 3CG; Chassis graund

137-4
 DIAGNOSIS - Diagn ostic Code s

DIAGNOSTIC CODES
T he " CHECK ENGINE" lam p lig hts up when t ro u -
ble occurs. It goes off aga in 5 secon ds after t he
relevant sys te m is r e s t o r ed to
(Rem ember . howev er . t hat w hen the engi ne
spee d is lo w er t han 500 rpm . t he lamp may light
up f or t he bu lb bu rno ut check.)
If t wo o r m or e pr obl em s ha ve occu rred and are
sto red in mem ory . t he mal fu nc t ion co de s w ill be
disp laye d in order f ro m t he sma lles t co de.
Co de num bers and t heir m eanings for the 4A-
FE eng ine (Corolla AE 101 f or Euro pe) are as
no r ma l. show n in t he follo w ing t able .
Diagnost ic it ems and t he me anings o f t he
malfu nction codes differ dependi ng on t he
engine model. For deta ils . see th e Repair
M anual f o r t he relev ant en gine.
(As Feb., 19 9 2)

NUMBE R OF TI MES
'"C HECK ENGINE"
LAMp · '
.,
CODE DIAG NOSIS
" CHECK ENGIN E" LA MP CIRCUIT RY TROUBLE AREA M EM ORY
NO. BLINK S NO RMAL TEST (ME A NI NG OF TROUBLE CO DE)
MODE M ODE

- ---.f1J1MJlJ1J1 Nor mal - - Out put whon

" othe r co de
"
recorded. - -
0 O pen or short in NE, G
No '" NE'" signal to ECU wi l h in 2 SAconds
,,.
0
circuit
aft er eng ine is cranked. 0

" --.JlJlfl- RPM signa l ON N,A , 0 No '"G " sign8 110 ECU lo r 3 seconds w hen
the eng ine speed is b etween 600 ' pm and
0 Open or sho rt in ST A
0
circ uit
400 0 r pm. 0
' CU
N, '" NE" signal 'CU when th e engi ne
ON N. A.
"
speed is above 1 500 rpm. 0 Open or short in NE ci rcu it
13
---1UlIlfL- RPM signal
N.A . ON
No "G " sig nel to ECU wh ile "NE" sig " al is
input 4 ti mes to ECU w hen engine spee d is
0
0
"A
<CU
0

between 500 rpm an d 4000 rpm.

0 Open or short in IGF or lOT

~
ci rcuit lrom igni ter to ECU
ON
" Ign ition sig nal N.A. No " IGF" signa l to ECU 4 t imes in succession . 0

0
Ig"i te r
' CU
0

0 Open or short in heate,

Open or short ci ,cuit in o xygen senso r heaTer ci rcui t of o xygen sens or
N.A.
wire IHT) . 0 O xyg en sensor heaTe,
Oxygen
0
' CU
zt ----.11JlJL- sensor
ci,cuit
0" Du r in g air · fuel r aT io feedback corr e ct ion, 0 Open or sh or t in o xy gen
0
output volt age ,f oxyge n senso r rem ains
seM or c ircu it
ON beTween 0 .35 V and 0.7 V cont inu ou sly f a, a 0 Oxyg en sens or
cerTai" pe,iod.
• • (2 tdp detection lo gicl
0
' CU
Open shari
'" water
0

Wa te r te mp , O pen Or sho rt ci rcu it in wa ler t emp . sensor "

tem p. sensor circ uit
22 ~ sen sor signal
ON ON signa l ITHW). 0 Wate' temp . sen sor
0
0
' CU
0 Open or sha ri in int ake air
Int ake air
O pe" or shari circu it in inta ke air temp . se nsor te m p . circu it
" ---lUlJ1JU1JL le mp . sensor
sig nal
0" ON
signa l ITH Al . 0

0
Intake ai r temp. senso r
' CU
0

0 Engine gr ound bolt loos @

0 Open in El circ uit
0 Open in injecto r circuit
O xygen sensor output is I@ss th an 0.45 V f or
A ir · fue l 0 Fuel line pr essure
25 -lUUU1JlIlJL ratio lean
malfun c!ion
OFF ON
at leas! 90 sec s. Of more when o xygen senso r
is warmed up Iracin g at 2,000 r pm ). 0
(Inject or b iockag e. etc.l
Open sho rt in o xy gen
0
. ) 12 tr ip deleclion logi c) "
sensor circui t
0 Oxyg en senSor
0 Igni ti on system
0 Open or shon in vac uum
Vacu um
sen.or circ uit
~
Open or sho rt circ u it in manifo ld pressure sen ·
ON ON
" sensor 0
SOr sign al l PIMl. 0 Vacu um sensor
signa l 0
'CU

138
 DIAGNOSIS - Diag no sti c Code s

NUMBER OF TIMES
COD f " C HEC K ENGINE" LAMP
"CHEC K ENGINE"
LAM p· ' DIAGNOSIS
.,
CIRC UITRY TROUBLE AREA MEMORY
NO Bl iNKS NORMAL TEST IMEANING O F TROUBLE COOE)
MO DE MOOE
Th rott le • Open 0 ' ..tIort in Ih , ottlol

" --..1lIlIlJlJL- POOl'l O

-~,
On
OFF ON
Opo"
!IeOSOI'
~ . ho ' l c:i'(:ui t
signal M Al.
• th ,oulol posilion pootil ion sensor ci,c:uit
• Th, o u lol posilion senso,
0
.i gn al • ECU

No " SPO" .;gnal to ECU for 8 "'(:(Ind. when

""'" • "ehicle
OFF N.A. • Open ~

., ---.!1I1IlIlJII Vehic:le speed

HnlO'till"aI
"ehicle is , unn ing.
speed sensor c:;,-cuit
• Vehicle speed . ensor
0 "
No " SPO" .;gnal inpul 10 ECU a lt... ig nit ion
N.A . OFF . w ilch islumed 00 .
• ECU

No " STA" sign'" inpul 10 ECU aller ignition

• Open or ..tIort
tigna l c:',cuil
sl;Vler
'"
aa --11I1I1Il.J1IU S la,l", signal N.A. OFF . ...itch is tumed on, • Opotn or short ;" IG SW or
mil ... ,,,lay
cirl:\lit
•
• ECU
• Open or short in knod
Wilh engine s peed between 1.200 , pm and ten&Of circuit
52 J1fl!1J1JlJ1JL Knor;k lOntO'
ON N.A. 6 . 000 rpm. tignal t, om knor; k .... _ it not • Knoc:k M "~ (Ioose~ ss . 0

""'" input 10 ECO for !a,tain period. lKNKI .1(: .1

• EC U

Oi,.lIlayed w........Ale i. ON. lOL coo,,'" OFF or • AIC . witc:h .ystem

S witc:h
Ie"., •
Th,on le po ,.it ion • • n50'
51 " J1JU1JU1J1.- condition
till"....
N.A. OFF thift is in " R". " 0". " 2 ". Of " L" 'an""
a nd S TA i. O FF w it h t he cn.c:k I.,minal,. E1
IDL ci,c:uit
• Ac:cele'''tor pedal. ""tile
•
and TEt c:onnec:ted a llnt mod• .
• EC U

*1 " ON" displayed in t he diagnosis m ode co lum n in dicat es t hat t he " CHECK ENGI NE" lamp is light ed up
w hen a m alf unct ion is det ected . " OFF" indicates that the " CHECK ENG INE" lam p does not light up dur-
ing m alfunction diagnosis . even if a malf unct ion is detecte d . " N. A. " indicates t hat t he it em is not includ -
ed in malfunct io n diagnosis .
Light ing of the " CHECK ENGINE" lamp v aries depending on eng ine models and the destinations.
" 2 .. 0 .. in t he memory co lum n ind icates t hat a di ag nostic co de is recorded in the ECU me mor y w he n a
malfunct io n is det ected ... x .. indicat es th at a dia gn ost ic co de is not record ed in the ECU memory ev en
if a malfunction is detect ed . A cco rding ly. out put of diagnostic result s in no rma l or test mode is perform -
ed w it h th e ign iti on sw it ch ON .
" 3 " 2 t rip det ection log ic" (See page 134) is on ly active at the nor m al m ode.
"4 Not st ored in m em ory at th e test mode .
"5 IDL co nt act off is not det ected unt il after t he en gine st arts .

139
~
~ DIAGNOSIS - Dia g nost ic Codes

~ RE FE R E N C E
Examples of di agnost ic c odes o f 0 8 0-11 co m- OBD-ll system has a check mode function in
patible engine s in ve hicles so ld ,n th e U.S.A . w hich detecti on of a problem has greater sen -
and Canada a,. sho w below . In t he same sitiv ity t han t he normal mod e.
m an ner as t he conve ntional OBO system , the

• Camry 1M Z-FE en gine ( 1994 mode l yea r )

" CH ECK .,
CODe DIAG NOSIS
CIRCUITRY ENGINE " TROUBLE AREA MEMORY
_0 . LAM P .\ {MEAN ING OF TROBlE CO DE)

P0 10D
Mllss air now circuit 0_ Ope n or short ill maSS a ir flo w m eter circuit wit h ·• Open or shorl in mass ai. flow m ete' circuit
Mass air 'low meter
°
m a lf unc tio n engine s peed 4,000 rpm or less

Cond itions al and b} cont inue w ith engin e speed

· 'CO

M ass a ir flo w circu it 900 .pm Or less :

POlO' range /pe rfo rma nce 0_ 12 trip detection lo g ic ) • • • Ma ss air flow mele, o
pro ble m el Clo sed throt t le position s w itc h; 0 _
b} Msss si, flow meter output > 2 . 2 V

P0 110
Intak e s i, temp. c irc u it
0_ Open 0' s h ort in inta ke air tem p. se nsor circuit
· Open or s hort in inr a ke a ir temp . senso r
ci rc uit
0
ma lfu nc tion • Inta ke air te mp _ sen sor

·• 'CO
Open 0, s hort in e ng ine coo lant temp .
Eng ine coo lant te m p . 0_ Op.", or shOft in eng ine coolant temp. sensor s en s a , circuit
PO' 15 circuit ma lfu nct ion circvit
·· Engin e coolan t t emp. sensa,
' CO
0

Engi ne c oola nt te mp . 20 m in . Of more a lter st art ing e ng ine. engine

0_ c oo lant temp. se nsor va lue is 30 ° C l8 6° Fl of • Engine coolant temp . sensor 0
P011 6 circu it 'a ng e l
pe rforma nce pr oble m
le ss
12 t,ip detection log icl· l · COOlan t s ys t em

., " ON" disp layed in the diagn osi s mo de co lum n in dicat es t hat t he " CHECK ENGIN E" wa rning ligh t is
light ed up w hen a mal fu nc tion is det ect ed .
., "0 " in the memory column indicat es t hat a di ag nosti c code is rec or ded in t he ECU mem or y when a
mal function is detected. Accordi ng ly , ou t put o f di ag nosti c results in no rm al or t est mo de is perform -
ed w it h t he ign it ion sw itch ON .
·3 .. 2 t rip detection logic" (See page 1341.

' 40
 FAIL-SAFE FUNCTIO N - Fail -safe Fun ct ion

FAIL-SAFE FUNCTION
FAIL-SAFE FUNCTION
If t he Eng ine ECU w ere t o cont inue t o cont rol T he fo ll owin g t abl e desc ribes th e prob lems
the eng i ne ba sed on fau lty sig na ls , oth e r w h ich can occu r w hen t rou ble occu rs in th e
m al f u nct io ns co u ld occu r in the eng in e. To various circuits, and the responses of t he f ail -
prevent such a prob lem , the fa il-safe f un ction of safe f unct ion .
t he ECU eit her reli es o n the dat a sto red in (A ci rcl e in the U 4A-F E ENGINE " co l u m n
m emory to allow the engine co ntro l system to indicat es t he prov ision of the f ail-safe fu ncti on
co nt in ue o perating, or sto ps the eng i ne if a in vehic les equipped w it h t he 4A-FE eng ine .)
hazard is ant ici pated .

CIRCUITRY W ITH 4A-FE

ABNORM AL SIG NALS NECESSIT Y OPERATION ENGI NE

If troub le occ u rs i n th e ign ition syste m and Fue l i njection is sto p ped.
ig ni t io n cann ot t ake pl ace (th e ignit ion
Ign itio n confi rma tion
(IGF) si gnal ci rcu itry
co nfi r ma tion [IGF ] si gna l doesn' t reach the
ECU) , the cata lyst co u ld ove rh eat d ue to
o
m isfiring.
.. . Fixed (stan d ard ) va lue s d et erm in ed
~f an ope n ? r short ci rcu it occu rs 10. t he at the t ime of starting by the c ondi-
Ma nifold pressu re
sensor (v acu um
inta ke m anifol d pressure senso r sig nal
. . h b . . . . du rati
,0
IOn a
f th ldl t
e I e c an ac are use
d f
or
sensor) (PIM ) sign al ~1~c~~~~'I ~teed, ::~~:~~eg~I~~ n~i~~I~;a lfj~~n~; t~t~ fu e,l.inject ion dk~ration ~nd the ig - o
circu itry . bT ty to st art the . nr Ion Iml ng rna 109 eng me opera -
ma I I eng me. t ic n po ssible . "!

If an o pe n or short circ uit occu rs in t he ai r Fixed (st andard) va lu es de term ine d

Ai r flo w meter (VS.
KS or V G) signal cir-
cuit ry (some engine
models only)
f low met er signa l ci rcu itry, it b ecomes
impossib le t o de t ect the intake air vol u me
and calc u lation o f t he basic i nject i o n
duration cann ot be done. This results i n
engi n e st alli ng or inabilit y t o st art t he
en gi ne.
at the time of st art ing or by t he co ndi -
ti on of t he idl e c ont act are used for
the f uel inj ec ti on dura tion and th e ig -
nitlon t im ing ma k ing engin e op era-
t ion po s sible.

If an open or short ci rc u it o ccurs in t he Va l ues f o r n orm al ope ra t i on

Tnrottle posit ion (VTA) t h rottle position senso r signa l ci rc uitry, t he (sta nd ar d va lues) are u sed. (These .,
signal circu itry (li near ECU detect s the th ro ttle va lve as b ein g st and ard val ues differ de pe ndi ng o n o
t yp e) either fu l ly open or full y closed. As a resu lt, the en gi ne m o d el.)
the engin e st alls or run s rou gh .

Si nce t he G1 and G2 sig nals are used in If on ly t he G1 or on ly t he G2 signa l is

cyl i nd er ide ntificat ion an d i n d etecti ng t he st ill b ein g re ceive d, t he sta ndard
Eng i ne cr ankshaft
angle sensor (G1 and
cran ksh aft angl e, if an ope n or short circu it cran ksha ft angle can still be j udg ed
o
.,
occ u rs, th e en gi ne can not be con t r oll ed , by t he remai ni ng G sig nal.
G2) signal circuit ry resu lt ing in en gine sta lling o r i na bi li ty t o
start the engin e.
(Continued on next page )
.. t In prev io us models. the back -up mode is entered w h en t erm in al T is off . Th ere were also som e models in w h ich
standard values are use d f or t he intake ma n if old pressu re sig na l if t erminal T is co n nected t o th e E1 t erm inal.
" 2 On ly for m od els w hich ar e equipped w it h th e lean m ix tur e sens or .

14 5
 FAIL SAFE FUNCTION - Fail-safe Functi on

CIRCUITRY W ITH 4A-FE

A BNO RM AL SIGNALS NECESSITY OPERATION ENG I NE

If an open or short ci rcu it occu rs ;n t he Values fa , norm al operatio n

• Water temp. wate r tempe ratur e 0' intak e air (sta nda rd values) are use d . These
sensor (THW)
temperatu re sig nal ci rcui t ry t he ECU standa rd val ues differ dependi ng on
signal circuitry
assumes t hat the temperature i s below engine ch aracteri stics, but ge nerally,
-so-c (· SSOFI or hig her tha n 139" C 127 4°FI. a cool ant temperature of BO°C 0
• Int ake air temp.
T his resu lts in the air-fuel rat io becomi ng ( 176" FI and a n in ta ke a ir
senso r (THAI
signal circuitry too rich or too lean. w hich results in engi ne tem peratu re of 20°C (68"FI are u sed.
stalling o r the engine running ro ugh.

If t he cover of th e lean mixtu re se nsor Ai r-fu el rat io feedbac k co rrecti on I,

beco mes fo ul ed w ith carb o n, t he ECU stopped .
lean m ixt ure sensor ca nnot d et ect the co rr ect oxyge n O·
(lSI signal circuitry concent rati on i n t he ex hau st ga s, so It
cann ot keep t he ai r-f ue l r at i o at th e
op ti mal level.

If an op en or short ci rcui t occu rs in t he The corrective retard ang le is set to

• Knock senso r
knock signal ci rcu it ry. or if trouble occu rs in t he ma ximum val ue.
(KNKI signal
t he knock con t ro l sy ste m i nside t he ECU,
circuitry
whet her kn ocki ng occurs o r not , ig nit io n
ti m ing reta rd co ntrol will not be carried out
• Kno ck contro l
sys tem
by t he knock cont rol system . T hi s cou ld
result i n da mag e to the engine.

If an o pen or short ci rcuit occ urs i n t he HAC Values fa , normal op er ation

Hig h-alti tud e
sensor sig nal ci rc uitry , the hi gh -altitude
co mpe nsation co rrecti on will be either the
(stan dard va lu es) ".u sed . Th.
standa rd atm o sphe ri c p r ess u re
co mpensatior sensor
ma ximum o r th e m inimum v alue. This will v al ue is 10 1 kPa (60 mm Hg. 29.9
(HAC) signal ci rcuit ry
cause t he eng ine to run po orly or redu ce in.Hg).
drivability.

Abnormal i ncreases i n t he turbocharg ing Fail -safe stops engine by stoppi ng

Tu rbocharging
pr essu re or i ntake air volu me , as well as fuel inj ection.
pressure {PIM} signa l
other fact ors, m ay ca use damag e to t he
circuit ry
t urbocharger or engin e.

If t rouble occu rs i n t he m icroprocessor for Tor que contro l co rrect io n (See pag e
Tran sm ission co nt rol
t ran smi ssion co nt rol. the t rans miss io n w ill 96 1 by th e ESA ;, st o p ped .
sig nal
not oper ate pro perly .

If th e am ount of co o lant supp lied to the The igniti on timin g is retarded by 2".
i nte rcoo le r I, i n suffici ent, its cool i ng
capacity w ill d ro p. This will cause the
Inte rcooler ECU (W IN)
temperature of air taken i nto t he cy l inders
signal circu itry
to rise. As a res ult. th e t em perat ure of t he
gas in side the co m bustion chamber will
rise even h ighe r. m aki ng It easy fa ,
knocking to occur.

"Only for models wh ich are equipped w ith the lean mixt u re sensor.

t 46
 BACK-UP FUNCTION - Back-u p function

BACK-UP FUNCTION
BACK-UP FUNCTION
The back -up f un ction is a system which switches
to the back-u p IC f o r f i xe d signal con t rol" if
t rouble occu rs with t he microp rocessor i nside
t he ECU . T his all ow s t he ve hic le t o co ntinue
o pe rat ing , t hou g h it assu res t he continuation of
only basic fu nct ions; norma l performance cannot
be maintained .
" Co nt rol by t he back-up IC i n wh ich the IC uses
prep rog rammed data to co nt rol the ignit io n
ti m ing and fu el injection d urat io n.

Engine ECU
Back -up IC Microp roc essor

NE
r-
G
V ario us
STA signals
elnject ion
10L signal

~hl+!- - 1+6- M alf unc t Ion

- Ignit ion
timing
monItor signal

IGT JUUl
110, 20-·--J'--

OPERATION

Th e ECU s w it ches t o t he back -up mode whe n the
mi cr opr ocesso r st ops out putti ng th e ign ition tim -
ing (IGTl sign al.
W hen t he ECU switch es t o th e back -up m ode , fi x -
ed values " are substituted f or fue l inject ion du ra -
tion and ign ition timing and as a result , engine
operation is maintained . Th e back -up IC sets the
f ixe d v alues " accord ing t o t he co nd it ion of the
ST A sig nal and the idle co ntact . At the same time ,
it lig hts th e " CH ECK ENGINE" lamp t o in f orm the
dr iv er .
(Cod es are not output in t his cas e, ho wever .)
" T hese values di ffer depending on the eng ine
m od el.
In addit io n, on some recent mo dels , w hen t he
back-up m od e is en t ered , t he eng ine is stopped by
interrupting fuel inj ection .
NOTE - - - -- - - - - - - -----.
In the case of co nve nt io nal D-type EFt when
the intake m anifold pre ssure (PIM ) signal w as
ope n or short circuited . th e microproce ssor f or -
cibly swit ched to the back-up mode by inte rr up·
ti ng t he ign iti on t im ing lIGT) signal. M ore
recently. how ever, f ixed valu es for f uel injec-
tion duration and ig niti on t imin g ar e co ntained
within the m icroprocessor. A s a result, when a
pro ble m lik e th at described above occurs , t he
mi croprocessor control s the engine wit h a fa il
saf e function.

' 47
 TROUBLESHOO TING -
TROUBLESHOOTING
GENERAL
T he T CCS eng ine co nt ro l system is a very
co m pl ica ted system requ iri ng a high leve l of
t ec h ni ca l know ledge a nd exper tise
t roubleshoot succ essf ully.
How ev er, t he bas ics of t ro ubleshooting are th e
same w hether an engin e i s equ ipped wit h a
TCCS eng ine co nt ro l syst em or it is a carbureted
engi ne . In particu lar. yo u m ust loo k f or :
• An appro priat e air-f ue l mi xtu re
• A high co mp ression pressure
• Correct ig nit ion ti m ing and powe rf ul spa rks
Gene ra l
M aki ng effective use of th e d iagnost ic sy stem
(See p ag e 13 1) a nd tak ing i n t o c are f u l
to co nsi de ratio n t he th ree it em s menti oned above
w i ll el im i nate t he co mplex it ie s in v o lv ed in
t ro ubleshooti ng ve hicles w it h Te e S.
It is also ve ry im portant to f o llow t he co rrect
pr ocedur es at all ti m es. This sect io n expl ains the
g en eral proced ure s and concepts in v o lv ed i n
t ro ubleshootin g, f rom the point w he n the ve hicle
is brought into t he service shop un til the troub le
is f o un d and repair ed and the confirm ation te st
pe rforme d.
For co rrect t roubl es hoot ing procedu res f o r a
part icular eng ine. see t he Repair M anu al f or t hat
eng ine model.
149
 TROUB LESHOOTING - How t o Carry Out T ro ubl esh oot ing

HOW TO CARRY OUT TROUBLESHOOTING

T he ideal procedu re for troub leshoot ing an d ho w
t o ca rry out the necessary rep airs are ex plain ed
b elow .
( VEHICLE BROUGHT INTO SERVICE SHOP )
,(J,
CD II PRE~DIAGNOSTIC QUESTION IN G II
Ii Page 152 II
,(J,
IT] II CHECKING AND CLEARIN G DIAGN OSTIC CODES (PRECHECK) II
Ii Page 159 /1

II SETTING DIAGNOSTIC TEST M ODE II (For ve hicle s eq uip ped w ith

II diagnostic t est m od e only)
Page 161 II
H
I SYM PTOM CON FIRM ATION I
V Proble m d oes not occu t ,
Pro b lem
0 0 curs.
III II SYM PTOM SIM ULATION II
II Page 163
,(J,
II CHECKING DIAGNOSTIC CODE II
II Page 159 II
No r ma l code .Q. D M alfun cti on co de
o IIIr DIAGNOSTIC CODES
--=..c=-O:-'-":':::-==---
Page 138
--flII
I

o IiIlfl-----"-""'::=~"'------/1
SYMPTOM CHART
Page 154

~ff CIRCUIT INSPECTION 71

[!!] II INSPECTION OF COM PONENTS II ,(J, ~ n @]
i.'=':;dL_=='-';i=::;;;::~='----,f
SYM PTOM SIMU LATION

Ii Page 171 ,(J, Ii "---Fl

n - - == =---- - -"b
Page 163

IDENTIFICATION OF PROBLEM 1< I)

,(J,
@] ADJUSTM ENT ANDIOR REPAIR
Page 171
,(J,
~ CLEARING DIAGNOSTIC CODES
Page 162
,(J,
~ I CONFIRMATION TEST
,(J,
( END ) OHP 95
150
 TROUBLESHOOTING - How t o Carry Out Tr oubleshooting

IT] PRE-DIAGNOSTIC OUESTIONING III SYMPTOM CHART

Refe ring t o t h e Pre-di aq n ostlc Ou esti onin g If a t rou ble was n ot co nf irm ed in st ep m,
Ch ec ksh eet , ask t he cu st om er abo u t th e p erfo rm tr ou blesh ooti ng acco rding t o the in-
pro b lem in as much detail as poss ible. spection item s in t he sym ptom cha rt .

IT] CHECKING AND CLEARING DIAGNOSTIC ~ CIRCUIT INSPECTION

CODES (PRECHECKI
Pro ceed w it h t he diag nosis of each circu it
Bef ore co nf irmi ng the sympto ms, check t he b et w een t he ECU and t he com pone nt in
d iag nosti c co de i n t he n orm al mod e and acco rd ance with t he in sp ec t i o n it ems
m ake a n ot e of any m alfun ction co des di s- conf irmed in step I]] or ste p [2] . Det ermin e
played, t hen cle ar t he codes. w hethe r t he ca use of the t ro ub le is in t he

m SETIING DIAGNOSTIC TEST MODE

senso rs, t he act uato rs , t he w ire ha rness o r
con nector, or th e ECU.
(f or veh ic les eq uippe d with d iagnostic test
m od e.) IDJ IN SPECTION OF COMPONENTS
In order to fi nd t he cause of t he probl em Inspect t he pr oblem ati c com po ne nts.
more qui ck ly , se t th e sys te m in t he
di agn osti c tes t m ode.
[g] SYM PTOM SIMULATION

o SYMPTOM CONFIRMATION
If t he ca us e of t he t rou ble is m o m en t ary
(i nt er m itt ent) interru pti on s or sho rts, pull
Confirm t he symptoms of the probl em . gently o n the wire h arn ess, co nn ecto rs, and

o SYMPTOM SIMULATION
te r m ina ls, an d sh ake them gent ly to iso late
t he pl ace w here th e t rouble is oc curring due
If the symptoms do n ot reap pear, us e t he to poo r co ntac t .
sym pto m sim ulat io n met h od to re p roduce
~ ADJ USTMENT AND/OR REPAIR
them .
After t he cause of t he t ro uble is loc at ed, pe r-
[!] CHECKING DIAGNOSTIC CODE
form th e necessary adj us tm ent or re pa ir .
Ch eck the di agn ost ic co d es. If the n orm al
~ CLEARING DIAGNOSTIC CODES
co de is output, proceed t o ste p [II . If a mal -
funct ion co de is output, pr oceed to ste p III. Clea r t he diag nostic codes.

IT] BASIC INSPECTION ~ CON FIRM ATION TEST

Carry o ut a basic in spection , such as an ig-
nition spa rk che ck, f uel p ress u re chec k, etc .
[!J DIAGNOSTIC CODES
If a m alfu nct ion co de was output in ste p @],
ch eck the trou ble ar ea indica t ed by th e
diag no stic code ch art .
Afte r com ple ting th e adjus tme nt o r repai rs,
check t o see w he ther th e troubl e h as b een
elim inated, and pe rfo rm a tes t drive to m ake
su re t h e ent ire eng ine c ontrol syste m is
o pe rating no rmally an d that the d iagnostic
co de d isp laye d is the n or ma l code .

151
 TROUBLESHOOTING - Pre-diagnost ic Quest ioni ng

PRE-DIAGNOSTIC QUESTIONING (PDQI

Whe n carrying o ut trou bles hoot ing, it is impor- • Who noticed t he probleml
ta nt t hat th e techn ic ian rem em ber to con fi rm the - W ith w hom t he pr ob lem m ost common ly
sy mptoms of the pro blem accu rat ely and ob jec- occ urs
tively, without p reco nce pt io ns . (This means, fo r
• Whatl
exa mple . not to just guess ab o ut the cause of
- Vehicle m ode l
the pro blem , no ma tte r how mu ch expe rience
- System in which problem has occ urred
t he technician is basing his ju dgement on, but t o
ca rry out the t roublesh oot in g st ep by ste p, ac- • Whenl
co rdi ng t o t he direct ions given he re.) - Dat e(s)
No m atter how expe r ienced the t echn ici an , if -c Tlmetsl
trou b l eshoo ting is attempte d be fore the - Frequency of occ u rrence
symptoms have been confirmed , rep ai rs w ill fai l
• Wherel
or a mistaken judg me nt will lea d t o the w rong
- Ty pe of ro ad/terr ain
repairs be ing perfo rmed.
As lo ng as t he symptoms of th e problem ar e • Howl Under what con ditionsl
ma nifesting themselves at t he t ime the vehicle - Engine runn in g co ndit ions
is bro ug ht into t he serv ice sho p, th ey can be - Driv ing co ndi t io ns
co n f i rmed r ight away . How ev er, whe n t he - We ath er
symptoms fai l to ma nifest themse lves, t he
• Why did cust om er bring vehicle in l
t echnician m ust del ibe rately try t o repro d uce
- Sy m pt oms
t he m . Fo r exa m ple, a prob lem t hat occ urs on ly
w he n t he ve hicle is co ld o r t he oc cu rre nce of A sam p le of a PDQ Checksheet is shown on t he
v ibratio n from the road su rf ace d uring d rivin g f oll owi ng page .
canno t be co nfi rme d w he n t he engi ne is w arm ed
up or w hi le t he ve hic le is sitt ing st ill. because
t he condi tio ns un der whi ch t he t rouble occurred
cannot be re pr od uced un der such ci rcumstances.
Th eref o re, w he n attempti ng to ascert ain wh at
th e symptoms ar e, it is ext reme ly important t o
ask the custo mer about th e probl em an d the
co nd it ions under w hich t hey occu rred .

IMPORTANT POINTS IN PDa

The six it em s shown below are espe cially im po r-
ta nt points to remem ber w hen ca rry ing ou t Pre-
diagnostic Questioning .
In f or m at ion on past probl em s (even if th ey are
tho ught t o be unrelat ed t o the present problem )
and t he repa i r hi st o ry of th e vehic le will als o
help in m any cases, so as much informatio n as
possib le should be gathered and it s relationship
wit h th e sym pto ms sho u ld be co r r ectl y
asce rta ined f or ref erence in tro ub les hoot ing .
152
 TROUBLESHOOTING - Pre-d iagnost ic Ques t ioning

I PRE-DIAGNOSTIC QUESTIONING CHECKSHEET I_~a_s~_~~_o,_'s _

Customer's
na m e I Model and model ye ar
Driver' s n am e Frame n o.

Date vehicle
Engi ne model
brought in
km
license n o. Od ometer readi ng
m il es

o Engi ne does
0 Engi ne does not crank o No in itial co m bustion 0 Incom plet e com bu stion
not sta rt

0 Difficu lt to o Engine cra nks slowly

sta rt o Othe r
•E 0 Poor i dling
o No fast idl e o Idling speed: o High o Low ( rp m)
~
0 o Rough idl in g o Ot her
0-
E 0 Poor o Hesitation o Backfi rin g 0 Aft erfi ring (mu ffl er expl osions) 0 Sur gi ng
> dri veability o Knocki ng o Other
'" o Soon after starting 0 After acce lerator peda l is depr essed
0 En gine sta lls o After accelerato r peda l is release d 0 Duri ng Ale operat io n
o Shifting fro m NN" to NO" o Other

0 Othe rs

Datels) of problem
occurrence

Frequency of pro blem o Co nsta nt 0 Somet imes (ti m es per day/month) o Once only
occ ur ren ce o Other

Weather 0 Clear 0 Cloud y 0 Rainy 0 Snowy o vartouszother

~

o. Outdoor o
.u
.-EC
~t
~,

Ou
. temperature

Place /road
conditions
0 Hot

0 Hi ghw ay
0 Rou gh road
0 W arm

o
o
Subur bs
Oth er
0 Coo l

0 Inner ci ty
Cold (appro x. _

o Up hill
oC / _ oF)

0 Do wn hi ll
.u
CO
.2 E Engine temp. o Cold o Warmi ng up 0 No rm al o Ot her
=ec o!oO
0 0 o Sta rti ng o Just after start i ng o Id l ing 0 Racing
us. Engi ne operation o Dri vi ng o Consta nt spe ed o Accele rat io n 0 Deceleration
o Ot her

Condition of " CHECK ENGINE" lam p 0 Always on 0 Flickers o Does not l ight up

151 time lprecheck l 0 Nor m al code 0 M alfu nct ion cooetsj ( )

Dia gnostic code
check 2nd o Normal mode
0 Normal code 0 Malfunction cod etsi ( )
t i me o Test mode

153
 TROU BLESHOO T ING - Sy m ptom Chart

SYM PTOM CHART

If no malfuncti on co de is output and th e pro blem R E F E R ENCE----------~

cannot be co nf i rm ed by a ba sic inspe ction , pro - 1. Th e ECU is not included in th e list of

ceed to t his chart and perform t ro ubleshooti ng . POSSIBLE CAUSES. How ever , jf al l other

T hi s is a cha rt of problem sym pt o ms w hich w as compone nts and circuits che ck out o kay, it

prepa red based on t he 4A -FE engine (Sep ., can be concluded t hat the ECU is pr ob ably
1989)" . at fa ult.
It is m eant o nly t o se rve as a means of 2. Be sure to al so check t he w iri ng ha rness

fa m ilia rizing yo u with basic t roub leshoot ing pro- and co nnect o rs w hen checki ng t he parts

ced u res , and is b y n o m ea ns com p let e. For t he mse lves .

act ual t roub les hooting p rocedu re s, ref er t o t he 3 . One reas on w hy so m e problem s ma y not
repair m anua l f or t he appro pr iate eng ine. be de tected b y the diag nost ic syste m
even w hen t he sympto m s do recur is th at

" Except fo r models w hich ar e eq uipped w it h t he th ey m ay have occu r red outside t h e

lean m ixtu re senso r. diag nost ic system 's ran ge of ab no rmality
dete ctio n or th e pro blem not covered by
the dia gnostic syst em ma y have occurred.
(See page 132.)

POSSIBLE CAUSE
SYMPTOM
SYSTEM COMPONENT PART TYPE OF TROUBLE

Ign ition swi tc h Poo r contact

Pow er sup ply syste m
H I main relay Won't go on

Circuit opening relay Wo n't go on

Fuel pum p W on' t operate

Fuel syste m Injecto rs W on' t inject

Pressure regu lat or Fuel pressure to o low

Engine does No initial Fuel fi lter, fu el line Clogged

not start com bustio n
Cold sta rt injector Wo n't inj ect
Co ld start syst em
Sta rt inj ector time SW Wo n't go on, stays on

Igniter

Ig nit ion system Ignit ion coil No sparki ng

Distri but or

Electronic control Distributor G and NE signals not

sy stem (G and NE sign als) o ut put

154
 TROU BLESHOOTING - Sy m pto m Chart

POSSIBLE CAUSE
SY M PTO M
SYSTEM COMPON ENT PA RT TYPE OF TROUBLE

Circuit o pen ing relay Won' t go o n

Inj ecto rs l eakage, w on 't i njec t

Fuel syste m i nject cont inuously

Pr essure regulator Fuel pressure too low

Fuel fi lter, fuel li ne Clogged

Th ere is
com bu stion Cold sta rt inj ector Won't i nj ect
Engi ne does but eng ine Cold start system
not start does not sta rt Start injector t ime SW Won 't go on
(incomplete
com bust ion) Ign ition system Spark plugs Misfi re

Ai r hoses l eakage
Ai r i nd uction system
Won 't open fu l ly, w on't
Air v alve
open at all

Manifold pressure Voltage or resistance

Electron ic co ntrol senso r (vacuum sensor)
are incorrect, o pen or
syste m short ci rcuit
Wate r te mp. sensor

Cold start in jector Won't i nject

Cold start system
Sta rt injector t ime SW Won't go on

ISC valve Won't open fu lly,

Cold Air i nducti o n system
Air va lve won't open at all

Elect ro nic contro l Water tem p. sensor

Ope n or sho rt circuit
system Intake air te mp. sensor

Injecto rs leakage
Fuel system
Pressu re regul at or Fuel pressure t oo low
Sta rti ng is di ffi cult Hot
Cold sta rt system Co ld sta rt injecto r Leakage

Ai r induction system Ai r va lve Won't open full y

Circuit open ing rela y STA circu it won't go on

Fuel system
Fuel fi lter, fu el li ne Clogging
Always
Col d sta rt system Cold sta rt inj ector Leakage

Ignition system Spark plugs Fou led

155
 TRO UBLESHOOTING - Symptom Chart

POSSIBLE CAUSE
SYMPTO M
SYSTEM COMPONENT PART TYPE OF TROUBLE

ISC valve Wo n't ope n fully,

Air ind uction system
wo n' t ope n at all
Air valve
No fast idle
Electronic con tro l Open or sho rt circuit
Wate r tem p. sensor
system

Cold start system Cold start injector Leaking

Throttle body Won't close fully

Air inducti on syste m ISC valve

Stays open cont in uous ly
Idle speed t oo Ai r valve
high Manifold pressure
sensor (vacuum sensor) Voltage or resistance
are in correct
Electron ic cont rol Water temp. sensor
sys te m
Throttle posit ion sensor Idle contact w on't go on

Ai r conditioner switch St ays on cont inuo usly

Air inductio n system ISC valve Stays closed

Rough idli ng Voltage or resistance

Man ifold pressure
Idle speed too are inco rrect, open or
sensor (vacuum sensor)
low Elect ronic control short circuit
syste m Neut ral start switc h
Wo n't go on
Air condi tio ner switch

Fuel pum p Malfun ct ioning

Inj ecto rs Won't inj ect

Fuel syste m
Pressure reg ulator M alfun ct ion ing

Fuel filter, fuel line Clogge d

Throttle body Air suctio n

Air ind uction system ISC valve

Malfu nctioning
Air valve
Unstable id lin g
Ignit er Malfunctioning
Ignit ion syste m Ignition coil (poo r contact)

Spark plug s M isfire

M anifold pressure
M alfunctio nin g
Elect ro nic cont rol senso r (vacuum sensor)
system Throttle positi on sensor Idle contact won't go on

Oxy gen (0 2) sensor M alf unct ionin g

156
 TRO UBLESHOOTING - Sympto m Chart

POSSIBLE CAUSE
SY M PTOM
SYSTEM COMPONENT PA RT TY PE OF TROUBLE

Fuel pum p Dro p i n flow vo lume

Injectors Drop in injection vo lum e

Fuel syste m
Press ure regu lator Fuel pressur e too low

Fuel filter, f uel li ne Clo gged

Ig niter Malfu nct ion ing

Hesit at es (poor contact )
during Ign iti on syste m Ign iti on coil
accele ratio n Spa rk pl ugs Misfi r e

Manifol d pressure
sensor (vacuum senso r)
Vol t age or resistance
Elect ro nic con tr ol Wate r tem p. sen sor are incorrect, ope n or
sys t em short circu it
Intake air temp. senso r

Thrott le positio n senso r

Oxygen (02) sensor Malfuncti onin g

Fuel pum p Drop in flo w vo lume

Inject ors Drop in injection vol ume

Fuel system
Pressure regulator Fuel pressure too low

Poo r dri v abil ity Fuel filte r, fuel line Clogg ed

Igniter M alf unct ionin g

Ignit io n system Ignition coi l (poor contact)

Backf iri ng Spark plug s M isfi re

Man ifo ld pressure

senso r (va cu um senso r)

Electronic co nt rol W ater temp. sensor Vo lt age o r resista nce

syste m Intake air tem p. sen sor are i ncorrect

Throttle posit ion sensor

Oxyg en (0 2) sensor M alfu nctio ni ng

Fuel system Inj ecto rs Leakage

Col d sta rt injec to r Leakage, i njects

Cold start system continuously

St art i njector ti me SW Stays on cont inuously

Aft erfi ring Ma nifold pressure
(m uffler sensor (vacuum sensor )
ex plosions) Voltage o r resist ance
W ate r temp. sensor are incorrect
Electro nic cont rol
system Intake air te mp. sen sor

Th rottle position senso r Idle co ntact won' t go on

Oxy gen (02) sensor Ma lf uncti on i ng

157
 TROU BLESHOOTING - Symptom Chart

POSSIBLE CAUSE
SY M PTOM
SYSTEM COMPON ENT PART TYPE OF TROUBLE

Fuel pump

Injectors
Drop in flow volume

Dro p in injectio n vo lume

-
Fuel syst em
Pressure regu lator Fuel pressure too low

Fuel filter, f uel li ne Clogged

Insufficient
Poor drivability power Igniti on system Spark plugs Misfire

Man ifold pressure

Elect ro nic control sensor (vacuum sensor) Voltage or resistance
are incorrect
syste m Water tem p. senso r

Thr ottle posit ion sensor PSW sig nal not output

Circuit opening relay FC ci rcuit won't go on

Fuel syste m Leaking, won't inj ect,
Injecto rs
Engi ne stalls injects cont in uously
shortly after
sta rt ing Cold start inject or Leakage, injects
Cold start system conti nuo usly

Start injecto r time SW Stays on conti nuo usly

Engine stalls Manifold pressur e

when accele - sensor (vac uum sensor) Voltage or resistance
Elect ro nic control
rat or pedal is sy st em are incor rect
dep ressed W ater te mp . senso r
Engine stall ing

Thrott le position sensor Malfu nct i oning

Eng ine stalls Air induction syst em
w hen accele - Ai r valve Stays closed
rato r pedal is Elect ro nic cont rol Manifo ld pressure Voltage or resist ance
re lea sed system sensor (vacuum sensor) are incorrect

Engi ne stall s A ir ind uctio n system ISC valve Malf unctioning

when air
con diti oner is
Elect ron ic contro l Ai r cond it io ner switc h Signal not out put
switched on
system

Engine stalls Air ind uctio n system ISC valve Malfu ncti oning
w hen ATM is
shifted from
" N" to " 0" Electro nic cont rol
Neut ral sta rt switch Sig nal not ou tp ut
pos it ion sy ste m

158
 CHECKING AND CLEARING DIAGNOSTIC CODES

CHECKING AND CLEARING DIAGNOSTIC CODES

OBJE CTIVE To learn how to chec k and clear di agn ost ic co des.
PREPARATIO N SS T 09 843- 18020 Diag nos is check wi re
A PPLICAB LE ENGINE 4 A -FE tseo.. 19 8 9 1

REFE RENCE- - -- - -- - - - - - -- - -- - - - - - - - - - - - ,
T h is section basica lly co v ers t he 4A -FE engi n e. How ever, since t h e r OCL an d test m o d e f u nct io n in
t he diag n o sis syste m are no t p rovid ed in t he 4A -FE eng ine , t he p roc ed u res and ill ustratio ns related t o
these it em s are exp lain ed using t he 1UZ-FE (Dec .. 1989) eng ine .

"CHEC K ENGINE" LAM P CHECK

(a) The " CHECK ENGINE" lam p sho uld co m e on w hen
t he ign iti o n swi tc h is tu rn ed o n (engin e not

to CHECK
ENGINE
(b)
ru nn in g).
W hen t h e eng ine is st arted. the "C HECK EN GI NE"
lam p sho u l d go off. If t he li ght re ma ins o n , it
CHECK in dic ate s t h at th e diagn o st ic syste m ha s detected
a m alfu nct i on o r ab no rm ality i n t h e d ia g nostic
sys tem.

Check co nnector OUTP UT OF DIAGN OSTIC CODES

SST 1. NORMAL M ODE
T o output t h e diagn ostic codes, proceed as f o ll ow s:
(a) In itial co n dit ions :
• Battery v o ltag e at 11 V or hi gh er
• Tran smissio n in UN" ran ge
• A ll acc essories sw it ch ed off
(b) Tu rn th e ig n itio n switc h on .

(c) U s in g t he SST, c on ne ct t ermin al T o r T E1 w ith

r ect term inal E1 of t he check co n n ector or the TDCL.

~~t fI: ~
SST 09 843-18 020

~~
t
'-f ~ - SST El
;/
TE1

159
 CHECKING AND CLEARING DIAGNOSTIC CODES

(d) Re ad the d iagnost ic cod e as indicated by t he

number of f lashes of th e " CHECK ENG INE" lamp.

JCH'E'cK'~
~~

DIAGNOSTIC CODES
(1) N ormal co de indicat ion
• Th e la m p w ill al te rn at e ly blink on a nd off 2
tim es pe r se cond .

(2) M alfunction code in dicat ion

As an example, the blinking patterns for cod es 12
and 31 a re as s hown in the illustration at left.
• The lamp will blink t he num ber of t imes eq ua l
to t he ma lfunction co de .
It w ill go off for a longer peri od as follow s:
Repeat
CD Once betwe en the fi rst and secon d di git of
the s ame co de , 1.5 seconds.
CZl Once betwe en one co de and the ne xt
code. 2.5 se conds .
(~) Once betw een all m alf unc ti o n codes, 4.5
seconds.

NOT E:
SST - - , \
• The diagnostic code se ries will be repeated as
lo ng as ch eck connecto r te rm inal s T or TEl and
El are co nn ect ed.
• In th e event of a nu mber of malfunct ion cod es,
indic at ion w ill beg in from the small v alue an d
co nt inue in order t o t he larger value tel.
• When t he automatic tr ansmission is in the " 0 ".
"2 " . " L" or " R" ra nge. or w he n t he air c ondi -
tion er is on , or w he n t he accelerator pedal is
depressed . c ode " 5 1" (s witch condit ion sig nal)
w ill be out put, bu t thi s is nor ma l.
(el Aft er th e diagnostic c ode ch eck, rem ove th e SST
fr om the check connect or or t he TOCL.
SST 098 43- 18 020

- - SST

16 0
 CHECKING AND CLEARING DIAGNOSTIC CODES

2. TEST MO DE
To ou tput th e diag nostic codes. proceed as fo llows:
(a) Init ial co n dit io ns:
• Battery volt ag e at 11 vo lts or highe r
• Throttle va lve f ull y cl osed (id le con t act closed)
• Transmissi on in UN" range
• A ll access o ries switched off
El TE2
(b) Tu rn th e ig nition switch o ff.
(c) Using t he SST, co nnect t erm in al TE2 with termina l
E1 of t he T DCL.
SST 09843· 18 020
(d) Tu rn t he ig nition sw itch on.

On
NOTE: To co nf irm th at th e t est mode is operating,
see w het he r t he "CHECK ENGI NE" lam p bli nks
whe n the ignition switch is turned on.
Off -I ~ Thi s bli nking cycle is faster than blin king cycle of
no rma l code.
0, 13 sec
(e) Sta rt th e engine.
(f) Sim ulate t h e co n d it ions of th e ma lf u nctio n
de scri bed by th e custo me r.
If t he d iagnost ic system detects a ma lfun ct ion, the
"C HECK ENGI NE" lam p w ill go on.

(g) Afte r perform in g a road t est , co nn ect term inal TEl

w it h te rmi na l E1 of t he TOCL usi ng the SST.
SST 09 8 43-18020
(h) Read t he dia gn o st ic co de as i n d ic ated by t he
El TE2 TEl nu mber of t imes t h e " CHECK ENGIN E" la mp
bli nks.
NOT E: Th e met hod u sed t o rea d t he diagnostic
co de is the same as in t he norm al m ode.
m After c om plet ing t his chec k, rem ove the SSTs fro m
t he TD CL.
SST 09843·18 020
NOTE:
• Th e t est m od e w ill not st art if te rmina ls TE2 and
E1 are co nnected after the ig nitio n switch is
t urn ed on .
• If t he engi ne is not crank ed , d iag. code "43"
(starter sig na l) w ill be output, bu t this is no rm al.
• W he n the autom at ic t ra ns m ission is in t he " 0",
"2", " L" o r " R" rang e, o r w h en t he air co n-
d it ion er is on, or w he n t he accel erat or ped al is
depr essed, code " 5 1" (sw itc h con dit ion sig na l)
w ill be out put, but t his is normal.

161
 CHECKING A ND CLEARING DIAG NOSTIC CODES

CLEARING DIAGNOSTIC CODE

(a) Af ter th e tro ub le is repai red, the d iag nostic code
ret ained in m em o ry by t he Engin e ECU m ust be
clea red by removing th e STOP (15 A) f use or EFt
(15 A) f use for 10 secon ds or long er, depending on
th e a m bi ent t emp er a ture (t he lo w er th e
tem perature. th e long er t he fuse must be left ou t)
with t he ignitio n switch off.
NOTE:
• Clearing the me m ory can als o be done by
rem oving the battery ca b le f ro m the n eg ativ e
term inal, b ut in thi s case other m em ory sy ste ms
(radio. clock, etc .) w ill also be clea red
• If it is necess a ry to wo rk on eng ine compon ent s
requiring removal of th e cabl e from t he battery
termin a l, a c heck mu st first be m a d e to see if
any diagnostic codes have been recorded.
(b) After clea ring the m em o ry , pe rfo rm a road t est t o
co nfi rm that a " no rmal" code can now be read .
If t he same diagn ostic co de as befo re appear s, it
ind icates t hat t he tro uble has not been co m plete ly
rem ed ied .

162
 SYMPTOM SIMU LATION

SYMPTOM SIMULATION
Th e most dif fi cu lt probl em s in tro ub lesh o ot in g To do t his, quest io n t he cus to me r cl o sely about
are i nte rm itten t pr oblem s: t hat is. probl em s the p rob le m , usi n g t he Pre- diagnost ic
abou t whic h t he custo me r has a complai nt . but Qu estion i ng Checksheet. t h en t ry to re produce
w hich d o n ot oc cur or cannot be co mfir m ed in the proble m on the customer's ve hicle.
t h e se rv ice sh op. In te rm ittent pro b le ms ofte n T h e sym ptom sim u lat ion m eth od s (ap p ly in g
inclu de com plaints abo ut t he "CHECK ENGINE" vi bration, heat. or hum id ity ) describe d below are
lam p going on and of f errat ically. effective ways of rep roducing th e symptoms f or
T o en sure accu rate di agn o sis of such p ro b le ms. prob le m s of t his nature.
as k th e custome r to p rovide as m uc h in f orm at ion
as possible.

OBJ ECT IVE To learn how to reproduce inte rmittent problems

PREPARATI ON
APPLICA BLE ENGINE

1 VIBRATION METHOD : W he n vibrat ion seems to b e t he maj or cau se.

CON NECTORS
Gently s ha ke th e co n ne ctors vertica lly and h ori -
zonta lly and pu ll on th em :

(a) A re t hey 100se7

(b) Doe s t he wi re harn ess hav e eno ug h slack?

NOTICE Wa tc h especia lly f or:

Dirty ~~ • Dirt y t erm in als

~~
• Loose contact d ue t o sp rea ding of t erm inals

Terminals have spread

163
 SYMPTOM SIMULATION

1 VIBRATION METHOD (cont'd) : When vibration seems to be the major cause.

\ WIRE HARNESS
J.
Gentl y w iggl e th e wi re harness vert ically and

" ..',
,.,»
r·· '
horizonta lly. Connecto r joi nts a nd p laces where wi re

.... h arnesses pa ss t hrough the body are t h e major areas

.. •
'f.!
.-. .
r-,

Gently wi ggle
'

~
t o be checked .

Gently ta p PARTS AND SENSORS

Ge nt ly ta p th e pa rt or s e ns o r in questi on wit h your
~.,(, f ing er.

~ I ~~'-' =<;"---"- NOT E: Rem ember t hat app lyi ng t o o muc h shock t o a
rela y may ca use it to o pe n, m a king it appear t hat it is

~~ the re lay t hat is at faul t when the re is really not hing

wrong wit h it at all.

When the malfunction seems to occur when the suspect

2 HEAT METHOD:
area is heated.
Using a hai r drye r. heat the com po ne nt that is t he
likely cau se of t he malfunction .

NOTICE:
• Do not heat any component to more than 60"C
1140"F) (temperature limit at which the component
can be safely touched with the hendl .
• Never open an ECU and apply heat directly to the
parts inside it.

WATER SPRAY METHOD: When the malfunc~i~n seem~ to occ~r.on a rainy

3 day or under conditions of high humidity.
Cha nge th e tempera t ure a nd a m bie nt humid ity by
spraying wate r o nto th e ve hicle.
NOTICE:
• Never spray water directly into the engine
compartment; spray it onto the front of the radiator
through the grill.
• Never let water come in direct contact with
electronic components.
NOTE:
• If a ve hicle is s ubjec t t o w ate r le a kage. the leaking
wa te r may get into an ECU. When testing a veh icle
with a wate r lea kage prob lem , special cautio n must
be used.
164
 SYMPTOM SIMULATION

4 OTHER: When a malfunction seems to occur due to excessive electrical loads.

Swi tch on all elec t ric al load s es pecially lo ads that

draw a heavy curre nt. such as t he he ate r blower. head
lam ps. rear wi ndow defogger. etc.

165
 BASIC INSPECTION

BASIC INSPECTION
W he n the " no rma l" co de is displa yed dur in g th e
diagnost ic code che ck. t roublesh oot ing shoul d be
p erfo rme d in t he co rrect orde r fo r all p os sib le
ci rc ui ts cons id ere d to be t h e ca use s o f t he
p ro b lem s.
In man y cases, carryin g o ut t he b as ic engine
c hec k shown in the foll ow ing fl ow chart w ill
al low you to locate the cause of th e p rob lem
q u ic k ly an d efficien t ly . For t h is re ason , i t is
es senti al t o perform t h is ins p ect io n before
t rouble shoot ing eng ine p rob lems.

OBJ ECTIVE To learn how to ca rry out ba s ic ins pection of the e ng ine.
PRE PARAT IONS • SST 09 843-1 8020 Diag n os is ch eck wi re
• Eng ine t une-up te ste r (t acho m et er, t im ing light)
APPLICABLE ENG INE 4A -FP IS8p" 1 9 B91
* Exc ept Ca rina II (AT 1 71 ) wit h lea n mixt ure s e ns or

1 Is battery voltage 11 V or more when engine is stopped?

6 NO ) Cha rge or replace battery.

2 Does e ng ine crank?

6 NO ) Go t o Symptom Chart (see page 154) .

3 Does engine start?

6 NO ) Go to step W.

4 Check air filter.

iii Rem ove t h e air fil ter.

I!I Vi sua ll y check t o see whet her the air cleaner

element is excessively dirty, oily or da maged .

miDI If nec essary , c lea n t he e lemen t w it h

c o m p ress ed air: f irst b low f rom t he i nsi d e
Outside th o roughly, then b low off the out side o f t he
element.

NG Replace air clea ner element .

iii Pro cedure m Check or inspection

167
 BASIC INSPECTION

5 Is ai r lea king int o air intake syste m?

./"~
0 I!I Check fo r air leakin g into th e air intake system .

mm
~ '\;~
If t he engine oil dip stick, oil fi lle r cap or PCV
hos e. etc. is loos e o r m iss ing, air can leak into
t he air in ta ke system , ca us ing t he ai r-fu el
/'~--.... ~ m ixture t o becom e t oo lean .
/' i'
~- -jY
,)
l!l3 No a ir leakin g int o th e air inta ke syst em
>~ between the ai r flow me te r and the cy lind e r
->: /
/ /
he a d .

6 NG ) Repair a ir leakag e.

6 Check idle speed.

III 11} Shift th e t ra ns m issio n into the " NO' range.

12} Wa rm up the e ngine to its norma l operating
tempe rature.
Ta C h o m et~ 131 Swi tch off all accesso ries .
141 Switch off the air co ndit ione r.

~' G8- - - - ~
(5) Connect a ta chomete r te st probe to the IG
8 te rmina l of t he check co n nect o r.

Check c~o,[),?Z
0':--
c;.

:'F ')
iii
l!l3
Chec k the idle s peed.
Idle speed: 800 rp m (coo ling fan off)

·-?l t::rJ JmliID • NEVER allow the t achomet e r test p ro be to

t ouch ground as it could res ult in damage to
t he igniter a nd/ or ignit ion coil.
• As some t achometers are no t comp atib le
with this ign it ion system, w e re co m m e nd
that you confirm the compatibilit y of your
unit before use.

6 NG ) Adjust idle speed.

7 Check ignition timing.

III 11 } Connect the tim ing light to th e e ngin e .

121 Run the e ngine at a n idle .

~
131 Using th e SS T, co nnect te rmi na l TE1 w ith

" (t-~ te rminal E1 of t he check connector.

i ~c
SST 09843·1 8020
TE l
~n: .
Check. connector
~
168
 BASIC INSPECTION

7 Check ignition timing [co nt ' d).

I!I Check the ig nition tim ing using a timi ng lig ht.

m3 Ignition timing : 10° BlOC (engine id ling)

ImJDI Tran sm ission in t he ~ N " ran ge.

FURT HER CHECK

iii Disconn ect th e SST.

SST 09843- 18020

I!I. Use a ti m ing light to check w hethe r th e ig nit ion

timing advances properly.

ma Ignit ion ti m ing : the ti m in g m ark m ov es no m o re

th an 5° on each side of the 10 mark.
0

miIDI Tr ansmissio n in t he " N" range.

NG Ad ju s t ignition t iming .

IGo to Symptom Chart (See page 154).

169
 BASIC INSPECTION

8 Check fuel pressu re .

III (1) Be s u re th at t here is eno ug h fu el ;0 t he

t ank .
121 Turn t he ign it ion switch on .
~~ SST _ - - -_ (31 Usi ng t he SST, co nne ct term ina l +8 w it h

'" ~1~·~¥t
term inal FP of the ch eck c onnect or.
SST 09843· 18020

Check
. ~ ,-- - '.,
m Ch eck if t here is p ressure in t he hose from th e
f uel f i lter b y pin ching t h e hose wi t h y o u r
connecto r fi n ge rs .
J\ m;m You sh o u ld hea r th e sou n d of fue l p ass ing
th rough the f u el return ho se.

I!l3 Fue l pressure can be fel t .

~ --)
4:¥~,/L ,,~
1~'~) .J
.
'-'!,,'~
.,. 'v~ ':
~~' ,-;
{

~~~~z ",,-.._--
\-~ :- .- - ' . \ f , ...,

./ __ f~ ;\~ .-_~---:¥-.:)... '

--i :--""
~-~~L
'.' -1'\'\·,, \-
'----.,,, !~:i",~~;-'- /
; \>,...-:.- -"

I t:

~ NG ) Re pai r EFI system . (See Step 2. vol. 5. "EFI" .J

9 Check for sparks.

~
Repair ignit ion syste m . (See Step 2. vol . 3
NG ) "'Ig nit io n S yst e m " .l

I Go to Symptom Chart (See page 154).

170
 INSPECTION AND ADJUSTMENT - Gene ral

INSPECTION AND ADJUSTMENT

GENERAL
In t h is sectio n . the b a sic ins pect ion an d Si nce i nspectio n and adju stm ent of the i dle
a dj ust me nt met hods fo r t he major ite ms speed and idle m i xt ure differ depend ing o n the
ind icated in the f oll ow ing t able fo r the 4A-FE ve h icle mode l o r specific at io ns, these are
en gi ne ar e explained . (Note th at i nsp ect ion and inc luded in this m an ual.
adj ust ment methods for items w it h a c i rc le in Fo r inspection an d adj ustment methods for it em s
t h e " STEP 2. EFI" col u mn in the table h ave n ot i ncl uded in t h e foll o w ing table, see t h e
already been explained in Ste p 2. vol. 5 [ " EF1"J. repa ir ma n uals f or engines eq u ip ped with th o se
b ase d on th e 1G -FE engi ne. so t hey are n ot items.
inclu ded in t his Traini ng Ma n ua L)

SPEClFICAnON FOR 4A-FE ENGINE (As of Mar., 1991)

:J CARINA II
-c
::>
COROLLA lAE 9' ) CEUCA (AT 180) (AT 171 1
z rr
INSPECTION AND ADJUSTM ENT ITEMS
wv> ~
-c
::; « ,.•
•. <
;;-
0«
w" . u:
"'· «z . :::l
~
s: '!!
•
V>
N

CJ -
«0..1::.
:I: w N
' :::l
V>«
f-ip u)~ z";
Wu "l« CI1;) N
0..
W
I- N N <!
u ::>ex: u u;;:
«I- p~ ::>· u- CJw hl :::> u :::>- w w _ V>
Idle speed and idle mixture 172 0 0 0 0 0 0 0 0 0 0 0
Manifold pressure sensor (vacuum sensor) 175 0 0 0 0 0 0 0 0 0 0
Air flow meter Vane type - 0
Throttl e position On-off type - 0 0 0 0 0 0 0 0 0 0
sensor and
th rottle body li near type 177 0
Dist ributor G and NE signals 180 0 0 0 0 0 0 0 0 0 0
Water tem perat ure sensor - 0 0 0 0 0 0 0 0 0 0 0
Int ake air tem peratu re sensor 181 0 0 0 0 0 0 0 0 0 0
Oxygen sensor (0 2 sensor) 182 0 0 0 0 0 0 0 0
Feedback correction
l ean mi xture sensor 183 0
Variable resistor ' 84 0
Fuel pump operati on - 0 0 0 0 0 0 0 0 0 0 0
Fuel pressure - 0 0 0 0 0 0 0 0 0 0 0
Injector operat ion - 0 0 0 0 0 0 0 0 0 0 0
Injector Inject ion volume - 0 0 0 0 0 0 0 0 0 0 0
Cold start injector - 0 0 0 0 0 0 0 0 0
Cold start injecto r injection vo lume - 0 0 0 0 0 0 0 0 0
Start injecto r time swi tc h - 0 0 0 0 0 0 0 0 0
Ai r valve - 0 0 0 0 0 0 0 0 0 0 0
EFI main relay - 0 0 0 0 0 0 0 0 0 0 0
Circuit opening relay - 0 0 0 0 0 0 0 0 0 0 0
ISC valv e I Duty control ACV type 186 0 0 0 0 0 0 0 0 0 0
.1 European specification mo dels (mode ls wfTWC or DC ) .5 European specificat ion mode ls (models wlo TWC or
~ Except California specification mode ls DCI
.J California specification models •• l ean mixtu re sensor
•• General Country specification models

171
 IN SPECTION AND ADJUSTMENT - Idle Speed and Idle Mixtu re

IDLE SPEED AND IDLE MIXTURE

OBJECTIVE To lea rn the procedure for i nspect ing and adjusting the id le speed and idle
m ixt ur e.
PREPARATIONS - SST 09843-18020 Di ag nosis check wi re
- Tachomete r - CO meter
APPLICAB LE ENGINE 4A -FE ISep .• 19 B9 1

1. INITIAL CONDITIONS
(a) A ir cleaner installed
(b) Al l pipes and hoses of t he air i nducti on system
connected
(c) A ll v acuum lines connected
NOTE: All v acuum hoses f or t he EGR sys t em , etc .,
should be properly connected .
ld) All accesso ries switched off
(e) H I system w i ring co nnectors securely connected
(f) Ignitio n timing correctly set
(g) Transmission in "N " range
2. WARM UP ENGINE
Allow the engine to reach its normal operating
tempe rature .
3. CONNECT TACHOMETER
Co nnect the test probe of a tachometer to the IG 8
termina l of the check connecto r.
NOTICE:
- NEVER allow the tachometer terminal to touch
ground as it could result in damage to the igniter
and/or ignition coil.
- As some tachometers are not compatible with this
ignition system. we recommend that you confirm
the compatibility of your un it before use.
4. CHECK AIR VALVE OPERATION
5. CHECK AND ADJUST IDLE SPEED
(a) Race the engi ne at 2,500 rpm for about 90 seconds.
(b) Using t he SST, con nect te rm ina l T or T E1 w it h
t erm in al E1 of th e check connector.
SST 09843-18020
Check connector
(e) Check the id le speed .
Idle speed (coo ling fan offl:
2WD (Federal U.S. and Canadal 700 rpm
Others 800 rpm
If not as specified. ad j ust the id le speed by turning the
idle speed adj usting screw.
NOTE : For Feder al U.S. and Canada 2WD man ual
transmission v ehicles with the Dayti me Runn ing Lig ht
System, t he id le speed should rise to 800 rpm .
Id le speed
adjusting screw

17 2
 INSPECTION AND ADJUSTMENT - Idle Speed and Id le Mixture

Cd) Re move the tachomete r a nd SST.

SST SST 09843-18020
--
( p-----
~--

: ~_:"

6. ADJUST IDLE MIXTURE IMODELS WITHOUT rwc:

Tachomete r NOTiCE: It Is usually not necessary to adjust the Idle
A mixture in most models. provided that the vehicle is in
&" i ~ 2. 5~ g ood condit ion . However, if it does be come necessary

-s1,
~ I ,,,"
to do s o, always use a CO meter. If a CO meter is not
avail a ble. it is best not to attempt to adjust the idle
mixture if at all possible.
• pm

90 seco nds Ca) Race t he e ng ine at 2.5 00 rp m for a pp rox . 90

seconds.

(b) Insert a te sti ng probe at least 40 cm (1.3 ttl into

the tailpipe.
CO meter
(c) Mea sure the CO concentration for 1 to 3 min utes.
Idle CO concentration: 1.5 ± 0.5 0/0
(cool ing fan off)

If th e CO co ncent rati o n is not as s pecified, adjust th e

~~-adjusting
' d " screw
id le m ixtu re by turning t he idle mixture adjusting screw
mixt ure
in th e variable resistor .
I~ • If th e co ncentrat ion is wit hin th e s pecificat ion, th is
, adjustme nt is co m plete .
NOTE: Always check the idle s peed afte r t urning the
idle m ixture ad jus ting screw. If it is incorrect. re peat
steps 5 and 6.

173
 INSPECTION AND A DJUSTMENT - M ani f old Pressu re Sensor (Vacuum Sens o r)

MANIFOLD PRESSURE SENSOR (VACUUM SENSOR)

OBJE CTIVE To learn t he pr ocedure for in sp ect in g th e ma nifo ld press ure sensor (vacuum
sensor).
PREPA RATI ONS • Voltm et er (als o called " circuit t est er" or " m ult i-t este r")
• M ityvac (hand-held vac uu m pum p)
APPLICABLE ENGIN E : 4A· FE· (Sep.. 19B91
* Exc ept Carina II (AT 17 1) w ith lean m ixture senso r

Engi ne
Ma nifo l d ECU
p ress u re se nsor
(vacuum senso r)
E2
PIM
VC

Fro m i ntake m anifo ld l LE

_'--.J
Voltmeter INSPE CTION OF MANIFOLD PRESSURE SENSOR
G::J (VACUUM SENSOR)
1. CH ECK POWER SO U RCE V OLTAGE OF M ANIFOLD
PRESSURE SENSOR
(a) Di scon nect th e m anifo ld pressu re sensor connector.
(b) Turn t he ig nit ion switc h on.
(c) Us ing a vo lt m et er, meas ure t he voltage between
term ina ls VC and E2 of the ma nifo ld pr essure sensor
co nnector.
Vo ltag e: 4 - 6 V
2. CHECK POWER OUTPUT OF MANIFOLD PRESSUR E
SENSOR
(a) Turn t h e ignition sw itc h o n.
{bl Discon nect t he va cuum hose at the intake cha mber
side.
(c) Connect a voltmeter to te rm ina ls PIM and E2 of the
ECU, and measure an d record the outp ut vo lt age
un der t he am bient at mosphe ri c pressure.
(d) Using a Mityvac (ha n d-he ld vacuum pum p ), appl y
vacu u m t o th e ma nifo ld pressure se nso r i n
Vacuum
in crements of 13.3 kPa (100 mm Hg , 3.94 in. Hg ) until
th e vacu um reach es 66 .7 kPa (500 m mHg, 19.69
in.Hg).

' 75
 INSPECTION AN D ADJUSTMENT - M anifold Pressure Sensor (Vacuum Sensor)

2WD Iel Measure t he vo ltage drop at each stage .

Vol tage drop

ECU \ . PIM

Ulfl[tffi~~~8P~1' ~'lJclOOODr.j APPLIED

VACUU M
13.3 26.7 40.0 53.3 66.7

e
" I[) JW :JqO::Jq JOCDOOD:J
0[ ,
Volt meter kP,
('3.94
00) OO (11.81
300) (4 00) (5 00 )
i v-.J
p:, ~,~~~
' '
VI I
( mmH g)
in.Hg

Voltage
7.87 ) 15.75 19.69

I I I drop (V) 0.3 - 0.5 0.7 - 0.9 1.1-1 .3 1.5 - 1.7 1.9 - 2.1

4WD

~
ECU PIM
~l
~
,~

Voltmeter
u.J.l
r -r!J E2
'. 7

l ~"
O::tt

176
 INSPECTION AND ADJUSTMENT - Th rott le Position Senso r and Th ro ttle Bod y

THROTTLE POSITION SENSOR (LINEAR TYPE) AND THROTTLE

BODY
OBJECTIVE To lea rn t he proc ed ure for inspecti ng and ad ju sting th e throttle pos it ion
sensor and t hrottle body .
PREPARATIONS • Ohmmeter (also ca lled " ci rcu it test er " o r " m ulti -t est er ")
• Feel er gauge
APPLICABLE ENGINE 4A -FE' ISep. , 19 891
" Only f or Carina IT (AT 171 ) w it h lean m ixture sensor

Thrott le posit ion

sensor

E2 ~-::t "
IDL __

ON-VEHICLE INSPECTION
1. INSPECT THROTTLE BODY
(a) Check th at th e t hrottle li nkage m ove s sm oothly.

(b) Check for vacu um at the N port .

• St art th e eng ine.
• Check for v acuum wi t h your finger.

177
 IN SPECTION AND AD JUSTMENT - Th rottle Pos it ion Sen sor and Throttl e Bod y

2. INSPECT THROTILE POSITION SENSOR

(a) Discon ne ct t he se nso r con nect o r.
(b) In se rt a feele r g aug e between th e t h r ott le st o p
sc rew and stop lev er.
(c) Us in g an o h m meter, me asu re t h e re si st an ce
between eac h te rm inal.
If the resista nce is n ot as s peci fie d, ad ju st or rep lace
t he t h rottle po sit io n senso r.

CLEARANCE BETWEEN BETWEEN

LEVER AND STOP TERMINALS RESISTANCE n
SCREW m m (in.)
0 10) VTA - E2 200 - 800
0.35 (0.014) IDL - E2 2,300 or less
0.59 (0.023) IDL -E2 Infin ity
Throttle valve fully
opened VTA - E2 3,300 - 10,000
VTA IDl E2 - VC- E2 3,000 - 7,000

(dl Reconnect the senso r co n necto r.

INSPECTION OF THROTTLE BODY

1. CLEAN THROTILE BODY
Ial U sin g a so ft brush an d carbureto r c leaner, clean
t he cas t pa rts .
(bl U sing co m p resse d air , c lea n all passages
ape rtu res .
NOTICE: To prevent damage, d o not clean the throttle
position sensor.

2. INSPECT THROTILE BODY VALVE

Che c k t hat t he re is no c le ar ance between the t h rottle
st op sc rew and throttle lev er w he n t he th rottle v alv e is
f ully closed .

'k'FI- Thrott le
lever
,
No clearance

3. INSPECT THROTILE POSITION SENSOR

(See step 2 on "ON ·VEHICLE INSPECTION'"'
4. IF NECESSARY, ADJUST THROTILE POSITION
SENSOR
(a) Loo sen t he two set sc rews of the sensor.

178
 INSPECTION AND A DJU STM ENT - T hr ott le Posit ion Senso r an d Th rott le Body

(b) Insert a 0.47 mm (0.0 19 in .) feeler gauge between

t he t h rottle st o p scr ew and stop lev er.
(c) Con nect the t est pro be of an ohm m ete r to t erm in als
IDL and E2 of th e sensor.
(d) Gradu ally tu rn th e senso r c lockw ise u ntil th e
oh m meter defl ect s. th en sec u re it w it h th e two
scre ws .

0.35 mm or 0.59 mm (e) Reche ck the co nti nu ity bet w een te rmina ls IDL an d

[[[J ~L feele~;"ge E2.

~l~~ ~
-c.,

'''~- ", ' CLEA RANCE BETWEEN LEVER

Ohmm et er -:'~ '\:~
. \/
~ zo .·J
A ND STOP SCREW mm (in.)
CONTINUITY (IDL - E2)

Ln ] t;;~~1' 0.35 (0.014) Con ti nu ity

P:'Bh l ~u 0.59 (0.023) No co nti nuity

179
 INSPECT ION AND ADJUSTMENT - Dis t ributor

DISTRIBUTOR (G AND NE SIGNALS)

OBJECTIVE To learn the proced ure for inspecti ng the dist ributor (G and NE sig nals).
PREPARATIONS • Ohmmete r (also called "circuit tester" or "multi-teste r"!
• Feeler gauge
APPLICABLE ENGINE 4A -FE' tseo.. 19B91
• Except Car ina Il (AT 171 1 w it h lean mi xture sensor

Dist rib ut or Di str ib utor Engine ECU

G G
G sig nal timing rotor -
G-
-------, ~
{ NE "-} . NE
~

r E1

1. INSPECT AIR GAP

Feel er g auge Using a fee ler gauge, measure t he ga p between t he
signal t im ing rotor and the pickup coil projection.
Air gap : 0.2 mm to.008 In.1 or more
Gl pickup
If t he ai r ga p is not as spe cified , re place th e distributor
hou sin g .

,
X
2_ INSPECT SIGNAL GENERATOR (PICKUP COlli
NE ~ Ohmm ete r
RESISTANCE
Using an o hm m et er, m easure t he resi stance be tween
G' - - w .
t he te rminals (G1 and G 8 . NE an d G 8 ).
b G3
Pickup coil resistance (coldl : 185 - 265 Q
",/"".."T
I
-
- ' K-~~ If th e r esi st ance is not as specifi ed. re place the
Gl or NE
, ~1
(~<J
di st ributor ho usi ng .
G9

180
 INSPECTION AND ADJUSTMENT - Intake A ir Tem per ature Sens o r

INTAKE AIR TEMPERATURE SENSOR

OBJECT IVE To [earn t he procedu re f or inspecting th e intake air temperatu re senso r.
PREPARATION Ohm me ter (also called " cl rcult tes te r " or " m ulti-test er" !
APPLICABLE ENGINE 4A-FE tSep ., 19 8 9 1

'0
20
'0
a 8
"• ,•
0
c
•
.~
•• ,
2

0.8
"' 0.•
0.'
Thermi stor
0.2

, I

-20 0 20 40 ' 60 80 10 0 120

(-4) (32) (681l104){140)(176)( 212)(248)
Temperat ure "C (OF)

Ohmmet er
INSPECTION OF INTAKE AIR TEMPERATURE SENSOR

Usin g an ohmm et er. measure t h e resist an ce between

th e te rm inals.
O ;I?+-, Resistance: Refer t o t he chart above.
If the resist ance is no t as specified. replace t he sensor.

181
 INSPECTIO N AND ADJUSTM ENT - Feedback Correction

FEEDBACK CORRECTION
OBJECTIVE To le a rn how to check fe e d back co rrec tio n.
PREPARATIONS • SST 09 843-18020 Diag nos is ch eck w ire
• Ana log type vo ltmete r (also ca lle d "circuit teste r" or "m u lti-te ste r")
APPLICAB LE ENGINE 4A -FE ISep ., '9891

MODELS W/OXYGEN SENSOR (0, SENSOR)

U
Volt me te r

CHECKING FEEDBACK CORRECTION

}
),~ (al Wa rm up the e ng ine to eo°c (176°F).

~~ riVi,~.-~
(b) Connect a vo ltmete r to c hec k co n nector term inals
VF or VF1 a nd El .
0"0 .
El __ C~l J NOTICE: If t ermina ls T o r TE1 and E1 are not connected,
~;;Yo r VFl
>~VF
¥\ ~,
o V, 2.5 V, or 5 V will be output from the VF or VF1
term ina l.
Th e m e a ning of this VF voltage d iffers depending on
, Volt mete r the engine. For furt he r details. s e e page 136.
. I
,11-, (c) Con nect termi na l T or TEl w ith te rm inal El of t he
check co nnecto r.
V

W SST 09843-18020

T orTEl
)2
t--}
~~
D,c;
El- ~ ~ '",
~
: L~-d VF orVFl
tttj ~--

(d) W a rm up the o xyg en s enso r t o op erating

1V

r
(richl temp eratu re by runn ing the eng ine at 2.500 rpm
Vo ltag e • hi I I,... fo r about 2 minutes .
of 0 2 I (e ) Wh ile m ainta ining th e e ng ine s peed at 2.50 0 rpm ,
se nsor
signa l 0'
V 1'--' '-J ~ c heck th at the ne edl e of t he vo lt mete r fluct uate s
(lea eight o r more time s in 10 s econds. -'
VF or VF l nlr-
te rmi nal
voltage
h 5V
0V
1 1 1

'82
 INSPECTION AND ADJUSTMENT - Feedback Co rrection

MODELS W/LEAN MIXTURE SENSOR

Volt meter
CHECKING FEEDBACK CORRECTION
.-
V. (a) W ar m up the engine t o BO"C {176"Fl.
(b) Co nnect a vo lt mete r t o check conn ecto r te rm ina ls
VF or VFl and t t .

•
~D

E'1r~- ~ULJ VF or VF l

(c) Con nec t te rm inal T or TEl w it h t er m i n al El of t h e

Volt mete r check conn ect o r.
SST 098 43·1 80 20
V (d) Wa rm up t he lea n m ixture se n sor t o o p era ti ng
t emperat ure b y running th e eng ine at id le f or at
C--"J.
E
,I iI: -.
T orTEl -=n.J' VForVFl
least 10 m inutes.
(e) To sta rt f ee dbac k co r rectio n, race t he eng ine at
3,500 rpm , then rep eat 20 secon ds lat er.
(f ) Wh ile t h e mainta inin g eng ine spee d at 1,500 rpm,
chec k th e VF t erm inal volta ge .
o V: Air-fuel ratio feedback correction is
t aking place
2.5 V o r 5 V: Air·fuel ratio feedback co rrection is
not t akin g place

' 83
 IN SPECTION A ND ADJUSTME NT - Variable Resistor

VARIABLE RESISTOR
OBJ ECTIVE To learn t he pro cedu re fo r inspecting t he variabl e resist o r.
PREPARAT ION Volt- an d ohm met er (also called " circuit teste r" o r " m ulti -t ester " )"
A PPLICABLE ENGINE 4A-FE ISep.• 19 B9 1

Eng i ne ECU

+B
riable resistor
Id le mix tu re
adjusti ng VC VC
Co nnector
c.wv scr ew VA' VA'
E2
E2

INSPECTION OF VARIABLE RESISTOR

ECU 1. INSPECT V OLTAGE OF VARIABLE RESISTOR

'lHI.till
1 llr1lD~: .I.:UAJ
I( WU"t:1 (a) Us in g a vo ltm et er, m easure the v ol tage between
Vo lt m et er

C:L:
[
v:t
~ ~ ~-E2'\.(;
Uln.
ECU t erm in als VC and E2.
Voltage: 4 - 6 V

0 :' i I I
I I

Ibl M easure t he v o lt ag e between ECU termi na ls VAF

and E2 wh il e slowly t u rni ng t he i dl e mi xt ur e
adju sti ng screw, f irst fu ll y counte rclockwise . t hen
full y cl ockwise.

184
 INSPECTION AND A DJU STM ENT - Va ria ble Resisto r

lc) Check t hat t he vo ltage ch anges smoothly from 0 V

to appro x. 5 V.

Volt met er

, I

2. IN SPECT RESISTA NCE OF VARIABLE RESISTOR

E2 VC (a) Di sco nn ect t he variable resist o r connect or.

"l--Y Ohmmete r (b) Us in g an o hm meter. m easu re t h e resi sta nce

"'if . ~_ ,I ll,; bet w een ter m in al s VC and E2.

Resistan ce: 4 - 6 kQ

~:
V [ -- 0
L 0

-- - - - -~- .::--.

(e) Turn t h e idl e mi xture ad just i ng sc rew full y

co unterclockwise .
(d) Co nne ct an o hm mete r to term ina ls VAF an d E2.
Turn th e adjusting sc rew full y cl ockw ise and che ck
that th e resi st an ce changes f ro m app ro x. 5 kO: to
o n.

E2 ~ VAF

185
 INSP ECTION AND ADJUSTMENT - ISC Valve

ISC VALVE (DUTY -CONTROL ACV TYPE)

OBJECTIVE To learn the procedu re for inspecting the oxygen sensor.
PREPARAT IONS • Ohmm ete r (also called "circuit tester" or "multi-tester")
• 12·V batte ry
A PPLICABLE ENGINE 4A-FE tsco .. 19891

From air cleaner Engine ECU

+8
ISC valve
From EFI
V~ISC
main relay

Solenoid

To intake air chamber

r El

2W D INS PECTION OF ISC VALVE

1. INSPECT ISC VA LVE FOR OPEN CIRCUIT

Using an ohmm ete r. check for continuity betwe en the

termin als.
Resistance: 2WD 30 - 33 n
4WD30-34 Q
If there is no continuity, replace the ISC valve.

4WD

L1L.

~o~
~. Continuity
Ohmmeter

186
 INSPECTION AND ADJUSTMENT - ISC Val v e

2WD 2. INSPECT ISC VALVE FOR GROUNOING

Using an ohm meter, check t ha t the re is n o cont inuity

DO between eac h te rm ina l and body.

0o .
,0

No continuity If t here is con t inuity, repl ace the ISC va lve.

c

Oh mmete r
4WD

Ohmmeter

No continu ity

3. INSPECT ISC VALVE OPERATION

2WD 4WD Air
Air
(a) Check t ha t air d oes not flow fro m pipe E to pipe F.
\
E

No air

(b) A pply b attery volta ge across the te rm ina ls.

2WD Air
(c) Chec k th at air fl o w s from pi pe E to pi pe F.
\ If o pera ti on is not as specified, rep lace the ISC va lve.
E

8 &)
Battery

4W D

It. A ir
,"
\1/"F
E r;;
17
ii /
~f e ®
,(~ Battery

187
APPENDIX
ENGINE CON TROL SYSTEM SPECIFICA T ION CHART

ENGINE THROTTlE FUEL FEEDBACK

ELECTAO NIC IDLE SPEED
ENGINE CONTROL
GSIGNAlS CC RREe-
SPA RK KNOC K CONTROL VALV E
NE SIGNAL' ~ POSITION INJ ECTION
M ODEL
SYSTEM" ' SENSOR - ) PATTER N TION· · ADVANCE CONTROL AND /OR
CON TROL . , AIR VA LV E

l -EFI G1,G2111 With or

lUZ-FE Tees IKS } NE (12)
Linear type 4 g roups
Wi thout
With With St eppe r motor

l -EFI
IVa! I
.;
Independent
lSequential) t t ., t

3VZ-fE TeeS l-EF I

1\0VSl
I Gl,G2111
NE l241 linear type I
Independen t
lSequ ential)
With or
Without W ith W ith St e pper motor

rccs II L-EFI I G1,G2111 Thermo wax air

3VZ-E I.,. VSI Linear type Simultaneous With With With
NE l241 valve

SVZ -FE rccs IL-EFI Gill

NE 13 6 · 21
linear type Independent
'Sequential!
W ith With lOIS , With Rot ary solenoid
valve
<VG'

lMZ-FE Irccs IL·EFI

>VG'
G il l
NE 13 6- 21
linea. type Independent
IS e Cluent ia l!
With or
Wit hout
With tOIS ) With
Rot a ry solenoid
va lve

2 JZ-GE l -EFI 01 ,021 11 Linear type Independent With Stepper moto r

Tees (KS) NEI241 ts eeoennen
With With

O·EFI
IPIMI
; I I
With or
Without
., I t

I I I 3 gr o ups Without t I I

l ·EFI G1.02 111 Ind ep ende nt

tVG) NE 1241 ; (Seque n tiall With I ; I
NE2 t36·2)
l · EFI ot . G2111 Inde pe nd e nt
2JZ·OTE rc cs lVO) NE (12) Linea r ty pe
f Sequentlall
Wit h Wit h lOIS) Wit h S te pp e r moto r

l G-FE l ·EFI Ther mo wax a ir

HI Wit ho ut IDl, 'n. PSW Sim ult aneous Witho ut Witho u t W ithout val ve
I JVSI

l ·EFI 0( 41 Line a r type 0 1 Simultaneou s With or Rotary sol enoid

3S-FE rccs I \.V S I NE (24) IOl . E. PSW Wit hout
With Wit hout val ve

D·fF I vsv & Thermo

(PIMI 1 IDl , E, PSW I Without t 1 wax air valve

G (11 With or Rotary solenoid

1 NE (41 Linear type 2 groups Without t With va lve

t NE (4) t S imu lta ne ous With I t t

I o III I
Independ en t
t t t t
NE (36 -2) ISeCluentia ll

TeeS l -f FI 0 1,02m line ar type Inde penden t With o r VSV & The rmo
3 S-GE NE 1241 ISeq uential) Withou t With With ou t w a x air valve
I t,.VSI

Rot ary solenoid

I t t t t t With va lve

D·fF'
IPIMI I I t t t t

• For notes, s ee page 190.

IBB
 ENGINE THROTTlE FUEL FEEOBACK ELECTRONIC IDLE SPEED
ENGINE CONTROL G SIGNA LS POSITION INJ ECTION CORREC- SPARK KNOCK CONT ROL VALVE
MOOEL NE SIGNAL' Z SENSOR' 3 ADVANCE CONTROL A ND/OR
SYSTEM'" PATTERN TION" CONTROL _5 A IR VA LVE

L-EFI cr . G2 ( 1) Independent Rot ary solenoid

3S-GTE TCCS NE 124) l inear type (Sequent ial) With With Wit h
( ~VS ) valve

D-EFI
(PIMI 1 1 1 1 1 1 I

D-EFI G (4) Linear ty pe With or Rotary solenoi d

5S-FE TCCS IPIM ) NE (24) or IDl, E, PSW Simul taneous Without With Withou t
valve

G (1)
1 NE (4) Linear ty pe 2 groups 1 1 With 1

cr . G2 m
1 NE 124) I
Independent
(Sequent ial) Wi th I I •,
G ( 1)
1 NE l 36· 2) 1 1 I I I I

D-EFI G (4 ) Wi t h or ACV & T hermo

4A-FE TCCS (PIMI NE 124) 10 L. E, PSW Simultaneous With With out
Without w ax air v alve

cr . G2 0) Linear tme or Independent With l Lean

1 NE (24 ) IOl , P W, (Sequent ial) mix. sensor ) I I 1
E, LSW

Rotary solen oid

1 1 Linear ty pe I I I I va lve

G (1) Wit h or Wit h o r

1 NE (4 ) 1 2 groups
Without I Wit hout 1

1., G (1)
NE l 36 -2) 1 1 With I With I

Independent
I I I (Sequential) I 1 I I

SA-FE D·EFI NE 14) Rot ary solenoid

Tee S (PIM) Linear t ype Simultaneous Wit h Wi th Wit h
valve

7A -FE D-EFI G (11 Rota ry solenoid

Tee S (PIM) NE (4 ) Linear type 2 groups Wit h With W ith
valve

G (lI Independent
I NE (36-21 1 (Sequential) I 1 1 I

2E-E D·EFI NE (4] IOL, E, PSW Simul taneous With Therm o w ax air
TCCS (PIMI Wit h With out
valve

D-EFI NE (41 IOL, E, PSW Simultaneous AC V & Thermo

4E·FE TeCS lPIM] With Wit h Wi thout
wa x air valve

With or Rotary solenoi d

1 1 linear type 1 Wit hout I I valve

D·EFI G ( 1) AC V & Thermo

5E·FE TeCS (PIMI NE (41 l inear type 2 groups Wi lh Wit h Without wax air valve

Rot ary solenoid

1 NE (4] 1 Simultaneous 1 1 I valv e

G ( 1)
1 NE l36·2 ) 1 2 groups I Wit h (DIS) Wit h I

* For notes, see page 190.

18 9
 ENGINE THROTTLE FUEL ELECTRONIC IDLE SPEED
ENGINE G SIGNAlS FEEDBACK SPARK KNOCK CONTROL VA LVE
MODEL CONTROL NE SIGNA L· ' POSITION INJECTION CORREC-
SYSTEM · ' SENSOR· ! PATIERN TION '· AD VAN CE CONTROL AND /OR
CONTROL" A IR VA LVE

lFZ-FE l-EFI Gl , G211l linear type Independent

Tees Ii,..V S) NE 124) (Sequent ial) Wit h Wi th Wi th St epP8r mot or

G ill With or
NE l41 Withou t

l-EFI
tVGI
Gl ,G211l
NE 124) With
NE2 (3 6-2)

lRZ-E TCCS D-EFl NE (4 ) IDL, E, PSW Simu ltaneous With With or Thermo walt air
2RZ·E lPIMI Wit h Without valve

2RZ·FE TCCS l -EFI G (1) Linear ty pe 2 groups With Rota ry sol enoid
3AZ·FE (VG) NE 136·2) With Wit h valv e

l-EFI G1 ,G 2 {1} With or Rot ary solenoid

2TZ-FE Tces Linear type Sim ultaneous With With
I I. VSl NE(24} Without valve

2TZ.FZE TCCS l -EFI G ill Linear type 2 group s With Wit h With
Rot ary solenoid
IVGI NE 13 6· 21 valve

l-EFI Bi·metal
22 A·E EFI
( .JV SI
Without IOl . -n. PSW Simultan eous Without Without Without air v alve

Bi-meta l or Thermo
Te e s t NE 14) l inear type With With Wit h walt air v alve

4Y·E TCCS l·EFI

I .!VSI
NE (4 ) IOl , E, PSW Simulta neous With With I Wi thout
VSV & Bi-metal
air v alv e

. , The " (" V S" means the type 1 air fl ow mete r, while the " J V S" means t he type 2 air fl ow met er.
For fu rther details, see page 20.
· 2 The nu mbers in the paren th eses indicate the number of rot or teet h .
· 3 linear t y pe th rottle positi on senso r gen erally has IDl and VTA te rminals .
How ever, there are cases on some mode ls th at th ey do not use it s circuit eve n if t hey have IDl te rmi nal or they do
n ot have IDl t ermin al it self.
• • O 2 senso r is used for th e engi nes equipped w it h a fee dbac k co rrection.
The me mber of O 2 sensor differs depending on th e engine model s and des ti nations.
· 5 Fuel co ntrol sw itch or connec t or and fuel oct ane jud gem ent are equipped on some mod els.
· 6 Engine ECU mad e by Bosch is used .

190