ENGINE CONTROL SYSTEM OPERATION INSPECTION [13B-MSP]

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Input Signal System Investigation Procedure

1.  Find an unusual signal. (See Finding unusual signals.)

2.  Locate its source. (See Locating the source of unusual signals.)

3.  Repair or replace the defective part.

4.  Confirm that the unusual signal has been erased.

Finding unusual signals

1.  Start the engine and idle the vehicle. You can assume that any signals that are out of the specifications by a wide margin are unusual.

2.  When recreating the problem, any sudden change in monitor input signals that is not consciously created by the driver can be judged as unusual.

Locating the source of unusual signals

Caution

•  Compare the M-MDS monitor voltage with the measurement voltage using the digital measurement system function. If you use another tester, misreading may occur.

•  When measuring voltage, attach the tester GND to the GND of the PCM that is being tested, or to the engine itself. If this is not done, the measured voltage and actual voltage may differ.

•  After connecting the pin to a waterproof coupler, confirming continuity and measuring the voltage, inspect the waterproof connector for cracks. If there are any, use sealant to fix them. Failure to do this may result in deterioration of the wiring harness or terminal from water damage, leading to problems with the vehicle.

Hall or piezo-electric type (TP sensor, APP sensor and BARO sensor)

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Investigate the input signal system for hall or piezo-electric type

1.  When you get an unusual signal, measure the #1 PCM terminal voltage.

•  If the #1 terminal voltage and the M-MDS monitor voltage are the same, proceed to the next step.

•  If there is a difference of 0.5 V or more, inspect for the following points concerning the PCM connector:

―  Female terminal opening is loose.

―  Coupler (pin holder) damage

―  Pin discoloration (blackness)

―  Wiring harness/pin crimp is loose or disconnected.

2.  Measure the #2 sensor terminal voltage.

•  If there is a 0.5 V or more difference between the sensor and the M-MDS voltages, inspect the wiring harness for an open or short circuits.

•  If the sensor and the M-MDS voltages are the same, inspect for the following points concerning the sensor connector:

―  Female terminal opening is loose.

―  Coupler (pin holder) damage

―  Pin discoloration (blackness)

•  If there are no problems, proceed to next investigation.

Investigate the standard power supply system for hall or piezo-electric type

•   Confirm that the #3 terminal is at 5 V.

―  If the measured voltage on the #3 terminal is 5 V, inspect the following points on the sensor connector.

―  If there is no problem, inspect for the following:

•  Female terminal opening loose

•  Coupler (pin holder) damage

•  Pin discoloration (blackness)

―  If the #3 terminal measures other than 5 V, inspect for the following:

•  Open or short circuit in wiring harness

•  Wiring harness/pin crimp is loose or disconnected.

Investigate the GND system for hall or piezo-electric type

•  Confirm that terminal sensor #5 is at 0 V.

―  If it is at 0 V, inspect the sensor.

•  If necessary, replace the sensor.

―  If not, inspect for the following:

•  Open or short circuit in wiring harness

•  Female terminal opening is loose causing an open or short circuit in wiring harness

•  Coupler (pin holder) damage

•  Pin discoloration (blackness)

•  Wiring harness/pin crimp is loose or disconnected.

Hot wire type (fuel tank level sensor and mass air flow (MAF) sensor)

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Investigate the GND system for hot wire type

•  Confirm that terminal sensor #4 is at 0 V.

―  If it is at 0 V, inspect the sensor.

•  If necessary, replace the sensor.

―  If not at 0 V, inspect for the following:

•  Open circuit in wiring harness

•  Female terminal opening is loose.

•  Coupler (pin holder) damage

•  Pin discoloration (blackness)

•  Wiring harness/pin crimp is loose or disconnected.

Investigate the input signal system for hot wire type

1.  When you get an unusual signal, measure the #1 PCM terminal voltage.

•  If the #1 terminal voltage and the M-MDS monitor voltage are the same, proceed to the next step.

•  If there is a difference of 0.5 V or more, inspect for the following points concerning the PCM connector:

―  Female terminal opening is loose.

―  Coupler (pin holder) damage

―  Pin discoloration (blackness)

―  Wiring harness/pin crimp is loose or disconnected.

2.  Measure the #2 sensor terminal voltage.

•  If there is a 0.5 V or more difference between the sensor and the M-MDS voltages, inspect the wiring harness for an open or short circuits.

•  If the sensor and the M-MDS voltages are the same, inspect the following points concerning the sensor connector:

―  Female terminal opening is loose.

―  Coupler (pin holder) damage

―  Pin discoloration (blackness)

―  Wiring harness/pin crimp is loose or disconnected.

•  If there are no problems, proceed to next investigation.

Investigate the electrical supply system for hot wire type

•  Confirm that the sensor #3 terminal is B+.

―  If the measured voltage on the #3 terminal is B+, inspect the following points on the sensor connector.

―  If there is no problem, inspect for the following:

•  Female terminal opening is loose.

•  Coupler (pin holder) damage

•  Pin discoloration (blackness)

―  If the #3 terminal measures other than B+, inspect the following:

•  Open or short circuit in wiring harness

•  Wiring harness/pin crimp is loose or disconnected.

Thermistor type (IAT sensor and ECT sensor)

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Investigate the input signal system for thermistor type

1.  When you get an unusual signal, measure the #1 PCM terminal voltage.

•  If the #1 terminal voltage and the M-MDS monitor voltage are the same, proceed to the next step.

•  If there is a difference of 0.5 V or more, inspect the following points concerning the PCM connector:

―  Female terminal opening loose

―  Coupler (pin holder) damage

―  Pin discoloration (blackness)

―  Wiring harness/pin crimp is loose or disconnected.

2.  Measure the #2 sensor terminal voltage.

•  If there is a 0.5 V or more difference between the sensor and the M-MDS voltages, inspect the wiring harness for an open or short circuits.

•  If the sensor and the M-MDS voltages are the same, inspect the following points concerning the sensor connector:

―  Female terminal opening is loose.

―  Coupler (pin holder) damage

―  Pin discoloration (blackness)

―  Wiring harness/pin crimp is loose or disconnected.

•  If there are no problems, proceed to next investigation.

Investigate the GND system for thermistor type

•  Confirm that terminal sensor #3 is at 0 V.

―  If it is at 0 V, inspect the sensor. If necessary, replace the sensor.

―  If not, inspect for the following:

•  Open circuit in wiring harness

•  Female terminal opening is loose.

•  Coupler (pin holder) damage

•  Pin discoloration (blackness)

•  Wiring harness/pin crimp is loose or disconnected.

Main Relay Operation Inspection

1.  Verify that the main relay clicks when the ignition switch is turned to the ON position and off.

•  If there is no operation sound, inspect the following:

―  Main relay (See RELAY INSPECTION.)

―  Wiring harness and connector between battery and main relay terminal A.

―  Wiring harness and connector between PCM terminal 1AW, 1BE and main relay terminal C.

―  Wiring harness and connector between PCM terminal 1Q and main relay terminal E.

―  Wiring harness and connector between PCM terminal 1AY and engine fuse.

Intake Manifold Vacuum Inspection

1.  Verify air intake hoses are installed properly.

2.  Start the engine and run it at idle.

3.  Disconnect the vacuum hose between the intake manifold and purge solenoid valve from the intake manifold side.

4.  Connect a vacuum gauge to the intake manifold and measure the intake manifold vacuum.

•  If not as specified, inspect the following:

―  Air suction at throttle body and intake manifold installation points

―  Fuel injector insulator

―  Engine compression

(See COMPRESSION INSPECTION [13B-MSP].)

Note

•  Air suction can be located by engine speed change when lubricant is sprayed on the area where suction is occurring.

Drive-by-wire Control System Inspection

Engine coolant temperature compensation inspection

1.  Connect the M-MDS to the DLC-2.

2.  Select the following PIDs:

•  ECT

•  IAT

•  RPM

3.  Verify that the engine is cold, then start the engine.

4.  Verify that the engine speed decreases as the engine warms up.

•  If the engine speed does not decrease or decreases slowly, inspect the following:

―  ECT sensor and related wiring harness

(See ENGINE COOLANT TEMPERATURE (ECT) SENSOR INSPECTION [13B-MSP].)

―  Throttle body and related wiring harness

(See THROTTLE BODY INSPECTION [13B-MSP].)

Load compensation inspection

1.  Start the engine and run it at idle.

2.  Connect the M-MDS to the DLC-2.

3.  Select the RPM PID.

Note

•  Excludes temporary idle speed drop just after the loads are turned on.

4.  Verify that the engine speed is within the specification under each load condition.

•  If load condition is not as specified, inspect the following:

―  A/C switch and related wiring harness

(See CLIMATE CONTROL UNIT INSPECTION [MANUAL AIR CONDITIONER].)

―  Fan switch and related wiring harness

(See CLIMATE CONTROL UNIT INSPECTION [MANUAL AIR CONDITIONER].)

―  CAN signal and related wiring harness (P/S operation signal)

Standard

Throttle position (TP) sweep inspection

1.  Connect the M-MDS to the DLC-2.

2.  Turn the ignition switch to the ON position.

3.  Verify that none of the following DTC are displayed:

•  P0122, P0123, P0222, P0223, P2101, P2107, P2108, P2109, P2112, P2119, P2122, P2123, P2127, P2128, P2135, P2138

―  If any one DTC is displayed, perform DTC inspection.

4.  Access the TP_REL PID.

5.  Verify that the PID reading is within the CTP value. (See PCM INSPECTION [13B-MSP].)

•  If the PID reading is out of range, perform the following:

―  Remove the air duct from throttle valve body.

―  Verify that the throttle valve opens when accelerator pedal is depressed.

•  If the throttle valve opens, inspect the throttle position sensor and the related wiring harness.

•  If the throttle valve does not open, inspect the throttle actuator control motor and the related wiring harness.

6.  Gradually depress the throttle pedal and verify that the PID reading increases lineally.

•  If the PID reading drops momentarily, inspect the following:

―  TP sensor

7.  Fully depress the throttle pedal and verify that the PID reading is within the WOT value. (See PCM INSPECTION [13B-MSP].)

•  If the PID reading is out of range, perform the following:

―  Remove the air duct from throttle valve body.

―  Verify that the throttle valve opens when throttle pedal is depressed.

•  If the throttle valve opens, inspect the throttle position sensor and the related wiring harness.

•  If the throttle valve does not open, inspect the throttle actuator control motor and the related wiring harness.

Brake override system operation inspection (From FE10**-301152)

Note

•  If the brake override system operates normally after performing the following inspection, the PCM detects DTC P2299.

1.  Start the engine and run it is idling.

2.  Verify that the engine speed is approx. 1,200 rpm (MT) / idle speed (AT) while the all of the following conditions are met.

•  Neutral or CPP switch ON (MT)

•  P, or N position (AT)

•  Engine speed of 1,200 rpm or more other than idle

•  Brake pedal depressed

•  If the engine speed is approx. 1,200 rpm (MT) / idle speed (AT), clear the PCM DTC using the M-MDS. (System operation is normal.)

•  If the engine speed does not is approx. 1,200 rpm (MT) / idle speed (AT), inspect for the following parts, then repair or replace the malfunctioning part:

―  Neutral switch (MT)

(See NEUTRAL SWITCH INSPECTION [13B-MSP].)

―  Clutch switch (MT)

(See CLUTCH PEDAL POSITION (CPP) SWITCH INSPECTION [13B-MSP].)

―  APP sensor

(See ACCELERATOR PEDAL POSITION (APP) SENSOR INSPECTION [13B-MSP].)

―  TR switch (AT)

(See TRANSMISSION RANGE (TR) SWITCH INSPECTION [SJ6A-EL].)

―  Brake switch

(See BRAKE SWITCH INSPECTION BRAKE SWITCH INSPECTION.)

―  Communication between PCM and TCM (AT)

(See FOREWORD [MULTIPLEX COMMUNICATION SYSTEM (L.H.D.)].)

(See FOREWORD [MULTIPLEX COMMUNICATION SYSTEM (R.H.D.)].)

Variable Dynamic Effect Intake-air (VDI) Operation Inspection (13B-MSP(high-power))

1.  Connect the M-MDS to the DLC-2.

2.  Access the RPM PID.

3.  Start the engine.

4.  Inspect the rod operation under the following condition:

Rod operation

•  If the rod operation is not as specified, inspect as follows:

(1)  Stop the engine.

(2)  Connect the M-MDS to the DLC-2.

(3)  Verify that DTC P0076 or P0077 is not displayed.

•  If DTC P0076 or P0077 is shown, perform DTC inspection.

(See DTC TABLE [13B-MSP].)

(4)  Inspect the VDI solenoid valve.

(See VARIABLE FRESH AIR DUCT (VFAD) SOLENOID VALVE INSPECTION [13B-MSP].)

•  If the VDI solenoid valve is not normal, replace the VDI solenoid valve.

•  If the VDI solenoid valve is normal, inspect the following:

―  Vacuum hose and vacuum chamber for looseness or damage

―  Shutter valve actuator

(See VARIABLE FRESH AIR DUCT (VFAD) ACTUATOR INSPECTION [13B-MSP].)

―  Shutter valve stuck open or closed

Secondary Shutter Valve (SSV) Operation Inspection

1.  Connect the M-MDS to the DLC-2.

2.  Access the RPM PID.

3.  Start the engine.

4.  Inspect rod operation under the following conditions:

Rod operation

•  If the rod operation is not specified, inspect as follows:

(1)  Verify that DTC P0661 or P0662 is not displayed.

•  If DTC P0661 or P0662 are shown, perform DTC inspection.

(See DTC TABLE [13B-MSP].)

(2)  Inspect the SSV solenoid valve.

(See SECONDARY SHUTTER VALVE (SSV) SOLENOID VALVE INSPECTION [13B-MSP].)

•  If the SSV solenoid valve is not normal, replace the SSV solenoid valve.

•  If the SSV solenoid valve is normal, inspect the following:

―  Vacuum hose and vacuum chamber for looseness or damage

―  Shutter valve actuator

(See SECONDARY SHUTTER VALVE (SSV) ACTUATOR INSPECTION [13B-MSP].)

―  Shutter valve stuck open or closed

Auxiliary Port Valve (APV) Control Inspection

1.  Connect the M-MDS to the DLC-2.

2.  Verify DTC P2009 or P2010 is not displayed.

•  If DTC P2009 or P2010 are displayed, perform DTC inspection.

(See DTC TABLE [13B-MSP].)

3.  Access the ECT and RPM PIDs.

4.  Start the engine and warm-up it above the ECT PID 70 °C {158 °F}.

5.  Verify that PCM terminal 2AN voltage is 1.5 V or more during idle and decreases to less than 1.5 V when the engine speed is increased.

6.  If not as specified, proceed to next step.

7.  Inspect and repair or replace the following wiring harnesses and connectors for an open or short circuit.

•  APV position sensor terminal A—PCM terminal 2AN

•  APV motor terminal A—PCM terminal 2F

•  APV motor terminal B—PCM terminal 2D

8.  Remove the APV motor and APV.

(See INTAKE MANIFOLD DISASSEMBLY/ASSEMBLY [13B-MSP].)

9.  Inspect for the following

•  APV motor

(See AUXILIARY PORT VALVE (APV) MOTOR INSPECTION [13B-MSP].)

•  APV (stuck open or close)

Jet Air Fuel Mixing System Operation Inspection

Note

•  When the hose and/or nozzle of the jet air fuel mixing system are clogging, the engine has rough-idle.

1.  Verify that the jet air fuel mixing system hose is connected properly, according to INTAKE-AIR SYSTEM VACUUM HOSE ROUTINE DIAGRAM. (See INTAKE-AIR SYSTEM VACUUM HOSE ROUTING DIAGRAM [13B-MSP].)

•  If the hose is not connected properly, connect the hose properly.

2.  Verify that there is no collapse, crack and divide in each intake-air system hoses.

•  If there is collapse, crack or divide, repair or replace suspected part.

3.  Verify that there is no collapse, crack and divide between air hose and jet air fuel mixing pipe.

•  If there is collapse, crack or divide, repair or replace suspected part.

4.  Perform the Intake Manifold Vacuum Inspection. (See Intake Manifold Vacuum Inspection)

•  If there is malfunction, repair or replace suspected part, according to inspection results.

5.  Connect the M-MDS to DLC-2.

6.  Monitor following PIDs.

•  MAF (MAF sensor)

•  ETC_DSD (target throttle valve opening angle)

7.  Measure the air flow amount for jet air fuel mixing nozzle according to following “Nozzle air flow amount measurement procedure”.

•  If there is no air flow, remove the objection for following points;

―  Jet air fuel mixing nozzle

―  Hose between jet air fuel mixing nozzle and air hose

Nozzle air flow amount measurement procedure

1.  Start the engine and warm up it to normal operating temperature.

2.  Set the throttle valve opening angle to 1.5—2.0 ° using the M-MDS simulation function PID ETC_DSD.

3.  Monitor the PID MAF value and record it as “MAF A”.

4.  Pick the hose between jet air fuel mixing nozzle and air hose with Step 2 condition.

5.  Monitor the PID MAF value and record it as “MAF B” with Step4.

6.  Calculate the nozzle air flow amount using the following formula.

•  “Nozzle air flow amount”=“MAF A” - “MAF B”

Fuel Injector Operation Inspection

Fuel injector (FP) (RP) operation inspection

1.  Start the engine and let it at idle.

2.  Inspect fuel injector control signal wave profile at the following PCM terminals.

(See PCM INSPECTION [13B-MSP].)

•  Terminal 2BB (FP)

•  Terminal 2BD (RP)

3.  If not as specified, inspect the following and repair or replace defective parts.

Front rotor:

•  Open circuit in wiring between fuel injector (FP) terminal A and main relay terminal C

•  Open or short circuit in wiring between fuel injector (FP) terminal B and PCM terminal 2BB

•  Open or short internal circuit or fuel injector (FP)

Rear rotor:

•  Open circuit in wiring between fuel injector (RP) terminal A and main relay terminal C

•  Open or short circuit in wiring between fuel injector (RP) terminal B and PCM terminal 2BD

•  Open or short internal circuit of fuel injector (RP)

Fuel injector (FS) (RS) operation inspection

1.  Connect the M-MDS to the DLC-2.

2.  Start the engine and let it at idle.

3.  Access the RPM PID.

4.  Verify that the fuel injector control wave is not outputted at the following PCM terminal.

(See PCM INSPECTION [13B-MSP].)

•  Terminal 2BC (FS)

•  Terminal 2AZ (RS)

5.  If the fuel injector control signal is outputted, inspect the following and repair or replace defective parts.

•  MAF sensor

•  TP sensor

•  IAT sensor

6.  Inspect the fuel injector control signal wave profile at the following PCM terminals while the RPM PID is 5,000 rpm or over.

(See PCM INSPECTION [13B-MSP].)

•  Terminal 2BC (FS)

•  Terminal 2AZ (RS)

7.  If not as specified, inspect the following and repair or replace defective parts.

Front rotor:

•  Open circuit in wiring between fuel injector (FS) terminal A and main relay terminal C

•  Open or short circuit in wiring between fuel injector (FS) terminal B and PCM terminal 2BC

•  Open or short internal circuit of fuel injector (FS)

Rear rotor:

•  Open circuit in wiring between fuel injector (RS) terminal A and main relay terminal C

•  Open or short circuit in wiring between fuel injector (RS) terminal B and PCM terminal 2AZ

•  Open or short internal circuit or fuel injector (RS)

Fuel Pump Operation Inspection

Caution

•  Connecting the wrong check connector terminal may possibly cause malfunction. Carefully connect the specified terminal only.

1.  Short the check connector terminal F/P to the body GND using a jumper wire.

2.  Remove the fuel-filler cap.

3.  Turn the ignition switch to the ON position.

4.  Verify that the fuel pump operation sound is heard.

•  If no operation sound heard, proceed to next step.

5.  Measure the voltage at the wiring harness side fuel pump connector terminal B.

•  If the voltage is as specified, inspect the following:

―  Fuel pump continuity

―  Fuel pump GND

―  Wiring harness between fuel pump relay and PCM terminal 1H

•  If not as specified, inspect the following:

―  Fuel pump relay

―  Fuel pump resister

―  Wiring harness and connector (Main relay —fuel pump relay—fuel pump resister — fuel pump)

Fuel Pump Control System Inspection

1.  Crank the engine and verify that the fuel pump relay operation sound is heard.

2.  If the operation sound is not heard, inspect the following:

•  Fuel pump relay

•  Wiring harness and connectors (Main relay— fuel pump relay—PCM terminal 1H)

Fuel Pump Speed Control Operation Inspection

1.  Perform the fuel pump operation inspection.

2.  Verify that fuel pump speed control relay operation sound is heard, while cranking the engine.

•  If operation sound is not heard, inspect the following:

―  Fuel pump speed control relay

―  Wiring harnesses and connectors (Main relay—fuel pump speed control relay—PCM terminal 1K)

3.  Remove the fuel-filler cap.

4.  Verify that the fuel pump unit operation sound frequency at cranking is higher than during idle.

•  If it cannot verified, inspect for the following:

―  Fuel pump resister

―  Fuel pump speed control relay

―  Wiring harnesses and connectors (open circuit at fuel pump relay terminal C—fuel pump terminal B)

Spark Test

1.  Release the fuel line pressure. (See BEFORE SERVICE PRECAUTION [13B-MSP].)

2.  Remove the fuel pump relay.

3.  Verify that each high-tension lead and the connector is connected properly.

4.  Inspect the ignition system using the following procedure:

Warning

•  High voltage in the ignition system can cause strong electrical shock which can result in serious injury. Avoid direct contact to the vehicle body during the following spark test.

STEP	INSPECTION	RESULTS	ACTION
1	Disconnect the high-tension lead from the spark plugs. Remove the spark plugs. Reconnect the spark plugs to the high-tension lead. Ground the spark plugs to the engine. Is a strong blue spark visible at each spark plug while cranking?	Yes	Ignition system is normal.
		No	Some spark plugs do not spark: Go to the next step. All spark plugs do not spark: Go to Step 5.
2	Inspect the spark plugs for damage, wear, carbon deposits and proper plug gap. Are the spark plugs normal?	Yes	Go to the next step.
		No	Replace the spark plugs, then go to Step 1.
3	Inspect the high-tension leads for insulation damage, looseness, shorting or other damage. Are the high-tension leads normal?	Yes	Go to the next step.
		No	Replace the high-tension leads, then go to Step 1.
4	Inspect the following wiring harnesses for an open or short circuit: •  Ignition coil (T/F) terminal A—PCM terminal 2BA •  Ignition coil (L/F) terminal A—PCM terminal 2AX •  Ignition coil (T/R) terminal A—PCM terminal 2AW •  Ignition coil (L/R) terminal A—PCM terminal 2AT Are the wiring harnesses normal?	Yes	Inspect and replace the ignition coil. (See IGNITION COIL INSPECTION [13B-MSP].)
		No	Repair or replace the malfunctioning parts, then go to Step 1.
5	Measure the voltage at terminal C in ignition coil. Is the voltage reading B+?	Yes	Go to the next step.
		No	Inspect the power supply circuit of ignition coil.
6	Does the PCM connector or the ignition coil connector have poor connection?	Yes	Repair or replace the connector, then go to Step 1.
		No	Go to the next step.
7	Are the following items normal? •  Eccentric shaft position sensor and drive belt pulley •  PCM terminal 2BA/2AX/2AW/2AT voltage Specification Approx. 1.5 V	Yes	Inspect for an open or short circuit in the wiring harness and the connector of the eccentric shaft position sensor.
		No	Repair or replace the malfunctioning parts, then go to Step 1.

5.  Install the fuel pump relay.

Cooling Fan Control System Inspection

1.  Connect the M-MDS to the DLC-2.

2.  Verify that DTC P0480, P0481 or P0482 is not displayed.

•  If DTC P0480, P0481 or P0482 are displayed, perform DTC inspection. (See DTC TABLE [13B-MSP].)

3.  Start the engine and run it at idle with ECT PID is below 94 °C {201 °F}.

4.  Verify that both cooling fan No.1 and No.2 do not operate when the A/C and fan switch is off.

•  If the cooling fan No.1 and No.2 operate low speed, inspect for following;

―  Cooling fan relay No.1 (stuck close)

―  Cooling fan relay No.5 (stuck close)

•  If the cooling fan No.1 does not operate but the cooling fan No.2 operates middle speed, inspect for following;

―  Cooling fan relay No.3 (stuck close)

―  Cooling fan relay No.4 (stuck close)

5.  Start the engine and run it at idle with the ECT is 97—100 °C {207—212 °F}.

6.  Verify that both cooling fan No.1 and No.2 operate low speed.

•  If the operation can not be verified, inspect the following points according to cooling fan conditions.

Cooling fan condition		Inspection point
Cooling fan No.1	Cooling fan No.2
Stop	Stop	•  Cooling fan relay No.1 (stuck open) •  Cooling fan motor No.1 (internal circuit open) •  Cooling fan motor No.2 (internal circuit open) •  Open circuit in wiring harness between battery positive post and cooling fan motor No.1 •  Open circuit in wiring harness between cooling fan motor No.1 and cooling fan motor No.2 through cooling fan relay No.2 •  Open circuit in wiring harness between cooling fan motor No.2 and GND
Middle speed	Stop	•  Cooling fan relay No.2 (stuck close)
Stop	Middle speed	•  Cooling fan relay No.4 (stuck close)

7.  Start the engine and run it idle with the ECT is 101—107 °C {214—224 °F}.

8.  Verify that both cooling fan relay No.1 and No.2 operate middle speed.

•  If the operation can not be verified, inspect the following points according to cooling fan conditions.

Cooling fan condition		Inspection point
Cooling fan No.1	Cooling fan No.2
Low speed	High speed	•  Cooling fan relay No.2 (stuck open)
Stop	Middle speed	•  Open circuit in wiring harness between cooling fan relay No.2 and GND
Middle speed	Stop	•  Cooling fan relay No.3 (stuck open) •  Open circuit in wiring harness between battery positive post and cooling fan motor No.2 through cooling fan relay No.3
Middle speed	Low speed	•  Cooling fan motor No.2 (internal circuit open)
Low speed	Middle speed	•  Cooling fan motor No.1 (internal circuit open)
High speed	Middle speed	•  Cooling fan relay No.5 (stuck close)
Middle speed	High speed	•  Cooling fan relay No.4 (stuck close)

9.  Stop the engine.

10.  Disconnect the ECT sensor connector.

11.  Turn the ignition switch to ON position.

12.  Verify that both cooling fan No.1 and No.2 operate high speed.

•  If the operation can not be verified, inspect the following points according to cooling fan conditions.

Cooling fan condition		Inspection point
Cooling fan No.1	Cooling fan No.2
Middle speed	High speed	•  Cooling fan relay No.2 (stuck open) •  Open circuit in wiring harness between battery positive post and cooling fan motor No.1 through cooling fan relay No.5 •  Cooling fan motor No.1 (internal circuit open)
High speed	Middle speed	•  Cooling fan relay No.4 (stuck open) •  Open circuit in wiring harness between battery positive post and cooling fan motor No.2 through cooling fan relay No.2 •  Cooling fan motor No.2 (internal circuit open)

13.  Clear the DTC from the PCM memory using the M-MDS. (See AFTER REPAIR PROCEDURE [13B-MSP].)

Secondary Air Injection (AIR) System Inspection

1.  Connect the M-MDS to the DLC-2.

2.  Verify that DTC P2257, P2258, P2259 or P2260 is not displayed.

•  If DTC P2257, P2258, P2259 or P2260 are displayed, perform DTC inspection.

(See DTC TABLE [13B-MSP].)

3.  Access the ECT PID.

4.  Start the engine and warm it up to the normal operating temperature.

5.  Cool down the engine to that the ECT PID is 30°C {86°F} or less.

6.  Turn the ignition switch to the ON position.

7.  Verify that the PCM terminal 1G voltage is B+ and the AIR pump is not operating.

•  If the PCM terminal 1G voltage is not B+, inspect and repair or replace open or short circuit between PCM terminal 2G and AIR solenoid valve connector B.

•  If the AIR pump is operating inspect for the following:

―  AIR pump relay (stuck closed)

―  Wiring harnesses and connectors (Main relay terminal C—AIR pump relay—PCM terminal 1G/AIR PUMP fuse—AIR pump relay—AIR pump)

8.  Start the engine.

9.  Verify that the AIR pump is operating and the PCM terminal 1G voltage is 0 V after the engine is started.

•  If the AIR pump does not operate, inspect for the following:

―  AIR pump relay (stuck open)

―  AIR pump (internal malfunction)

―  Wiring harnesses and connectors (Main relay terminal C—AIR pump relay—PCM terminal 1G/AIR PUMP fuse—AIR pump relay—AIR pump—GND)

•  If PCM terminal 1G voltage is not 0 V, inspect and repair or replace open or short circuit between PCM terminal 2G and AIR solenoid valve connector B.

•  If the AIR pump operates and PCM terminal 1G is 0 V, inspect for the following:

―  AIR pump (pressure)

―  AIR solenoid valve (stuck or closed)

―  Vacuum hose (Intake manifold—vacuum tank—AIR solenoid valve – AIR control valve)

―  Secondary air passage (AIR pump—AIR control valve—exhaust manifold)

Metering Oil Pump Control Inspection

1.  Verify that the engine oil level is within the normal range.

2.  Connect the M-MDS to the DLC-2.

3.  Race the engine after 90 s or more have elapsed since the engine was started and warmed up. (Maintain engine speed at 4,000 rpm for approx. 10 s)

4.  Verify that DTC P0522, P0523, P1680, P1681, P1682, P1683, P1684, P1685, P1686 or P1687 is not displayed.

•  If DTCs are displayed, perform DTC inspection. (See DTC TABLE [13B-MSP].)

Purge Control System Inspection

1.  Start the engine.

2.  Disconnect the vacuum hose at quick release connector.

3.  Put a finger to the purge solenoid valve and verify that there is no vacuum applied when the engine is cold.

•  If there is vacuum, inspect the following:

―  Wiring harness and connectors (Purge solenoid valve—PCM terminal 2C)

―  Purge solenoid valve

4.  Warm up the engine to the normal operating temperature.

5.  Stop the engine.

6.  Connect the M-MDS to the DLC-2 and verify that the DTC P0443 is shown. Perform the DTC inspection. (See DTC TABLE [13B-MSP].)

7.  Turn the ignition switch to the ON position.

8.  Select the ECT PID.

9.  Verify that the engine is warmed up completely.

•  If the engine is not warmed up completely, perform the ECT sensor inspection.

10.  Set the vehicle on the dynamometer or chassis roller.

Warning

•  When the dynamometer or chassis roller is operating, there is a possibility that the operator may come into contact with or be caught up in the rotating parts, leading to serious injuries or death. When performing work while the dynamometer or chassis roller is operating, be careful not to come into contact with or be caught up in any of the rotating parts.

11.  Drive the vehicle at an engine speed of approx. 2000 rpm for 30 s or more.

12.  Put a finger to the purge solenoid valve and verify that there is no vacuum applied during above step 2.

•  If there is no vacuum, inspect the following:

―  Wiring harness and connector (Main relay – purge solenoid valve—PCM terminal 2C)

―  Purge solenoid valve

―  MAF, APP1, APP2, TP_REL and LOAD PIDs

•  If there is vacuum, inspect the following:

―  Vacuum hose (Purge solenoid valve—charcoal canister)

A/C Cut-off Control System Inspection

1.  Start the engine.

2.  Turn the A/C switch and fan switch on.

3.  Verify that the A/C compressor magnetic clutch actuates.

•  If it does not actuate, go to the symptom troubleshooting “No.23 A/C does not work sufficiently“.

(See NO.23 A/C DOES NOT WORK SUFFICIENTLY [13B-MSP].)

4.  Fully open the throttle valve and verify that the A/C compressor magnetic clutch does not actuate for 2—5 s.

•  If it actuates, inspect as follows:

―  A/C relay

―  Open or short to GND circuit in wiring harness and connectors (Ignition switch—A/C relay—PCM terminal 1I)

―  A/C related parts

―  APP1, APP2 PIDs

Variable Fresh Air Duct (VFAD) Control System Operation Inspection (With VFAD)

1.  Connect the M-MDS to the DLC-2.

2.  Access the RPM PID.

3.  Start the engine.

4.  Inspect shutter valve operation under the following conditions.

VFAD shutter valve operation

•  If the shutter valve operation is not as specified, inspect VFAD solenoid valve. (See VARIABLE FRESH AIR DUCT (VFAD) SOLENOID VALVE INSPECTION [13B-MSP].)

―  If the VFAD solenoid valve is not normal, replace VFAD solenoid valve.

―  If the VFAD solenoid valve is normal, inspect the following:

•  Open or short circuit PCM terminal 1AE and VFAD solenoid valve terminal B

•  Open or short circuit main relay and VFAD solenoid valve terminal B

•  Vacuum hose looseness or damage

•  Vacuum chamber cracked or damaged

•  Shutter valve actuator

(See VARIABLE FRESH AIR DUCT (VFAD) ACTUATOR INSPECTION [13B-MSP].)

•  Shutter valve is stuck open or closed.

Rotor Balance Test

Warning

•  High-voltage in the ignition system can cause strong electrical shock which can result in serious injury. Avoid direct contact to the vehicle body during the rotor balance test.

•  High-voltage spark will negatively effect the engine control. To prevent this, the high-tension leads keep away from sensors and wiring harnesses.

Caution

•  If the rotor balance test is performed over a long period of time, it may cause overheating or damage to the catalytic converter. Be very careful when performing the rotor balance test.

Note

•  The purpose of the rotor balance test is to find weak or non-contributing rotors. In this test, the high-tension leads are disconnected one by one to shut off the ignition on each rotor with the engine running. By carrying out the rotor balance test, a total determination of the compression pressure, air/fuel mixture, and ignition is possible.

1.  Connect the M-MDS to the DLC-2.

2.  Access the RPM PID.

3.  Start the engine.

4.  Remove high-tension lead from each rotor and monitor the RPM PID value.

5.  If the RPM PID does not drop, inspect the following:

•  Fuel injector (FP) (RP)

•  Spark plugs

•  High-tension leads

•  Ignition coil

•  Compression pressure