Toyota Diagnosis Master Training Course

Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
Verifying and Reproducing the Symptoms Diagnostic Questioning
Diagnostic questioning involves asking the customer about the

conditions when the symptoms occurred to reproduce those
symptoms.
1. What the technician must keep in mind when perform-
ing diagnostic questioning
• Not to use technical terms and speak in words unfamiliar to
the customer.
• Ask the customer using examples so that the customer can
easily answer.
Example
Where: Right front tire?
When: When you are driving?
What do you do: If you depress the brake, can you hear the
sound?
How: A squeaking sound can be heard?
Since when: When did the symptoms begin?
(1/3)
2. What the technician should understand about diagnos-

tic questioning
When performing diagnostic questioning, it is essential for the
technician to completely understand the conditions required to
�� reproduce the symptoms that the customer points out.
��
(1) What the technician has to understand
�� • When the symptoms are reproduced:
Confirm the customer's requests and demands
�� • When the symptoms are not reproduced:
��
Confirm the conditions required to reproduce the symptoms
��
��
��
��
��
��
��
��
(2/3)
(2) What the technician should ask the customer for refer-
ence
There is a list of questions that make it easier for the techni-
cian to troubleshoot if he has asked beforehand. But those
are only for reference and the technician should not have any
�� preconceptions or fixed ideas.
��
�� REFERENCE:
��
�� Cases in diagnostic questioning
�� (See “Basic Skills” of “Fundamentals of Troubleshooting” on
�� PDF(2 of 2) Attachment A-1,A-2)
��
��
(3/3)
©2003 TOYOTA MOTOR CORPORATION. All right reserved.

-1-
Verifying and Reproducing the Reproducing the Symptoms

Symptoms
The thinking method when the technician reproduces the symptoms
When the technician attempts to reproduce the symptoms that the customer points
out, he has to keep in mind the following points.
• To correctly troubleshoot, it is important to create conditions and circumstances
that are similar to those that exist when the symptoms occur, based on the informa-
tion gathered from diagnostic questioning.
1. Confirm the symptoms through a road test

• This test should be performed under the conditions related to when the symptoms
occur, based on the information obtained through diagnostic questioning and freeze
frame data of ECU.
HINT:
If possible, it is best to perform the road test with the customer.
2. Reproducing method when the vehicle is stopped

This test is performed when the vehicle is stopped in order to reproduce the symp-
toms whose reproductivity is low or that occur while driving.
(1) Check the diagnosis code
When a malfunction code is output
If the malfunction code is displayed, focus on the system relevant to that code to
reproduce the symptoms using the reproduction method.
When a normal code is output
If the code is normal, focus on the actuator system that the diagnosis did not detect
and reproduce the symptoms using the reproduction method.
(2) Reproduction method
(See “Reproduction method” of “Troubleshooting” in this chapter)
(1/1)
Malfunction Judgement Judge Whether the Symptoms are Malfunction or Not
When the customer complains, it is important to determine

whether the cause comes from the vehicle, the customer's
usage or both.
��
�� It is also necessary to judge the customer's vehicle perfor-
��
mance whether the customer's requirement is equal or not
��
by comparing it to another vehicle of the same model. If the
performance level is equal, it is nearly impossible to remove
the cause of the complaint by repair, so the technician should
judge that the complaint is not a malfunction symptom but the
customer's expectation, and deal with it from another perspec-
tive. If the level is considerably worse than that of another
vehicle of the same model, the technician should judge that the
��
complaint is a malfunction and perform troubleshooting.
When the technician compares the customer's vehicle with

��
��
�� another vehicle of the same model.
• The driving conditions should be the same.
• If the technician cannot judge whether there is a malfunction
or not, he should consult with several colleagues, evaluate and
make a decision.
(1/1)
-2-
Troubleshooting Outline
With regards to the inspection for troubleshooting, besides the

inspection method you have learned, a method to identify the
malfunction location is needed.
When you troubleshoot, combine several inspections to per-
form an estimation to find the cause.
• Reproduction method
• Diagnostic inspection
• ECU data inspection
• Engine rotation resistance inspection
• Engine starting condition inspection
• Ignition, glow system inspection
• Fuel system inspection
• Compression system inspection
• Power balance inspection
• A/F inspection
• Oil loss via the piston rings/valve guides inspection
• Exhaust condition inspection
• Terminal contact pressure inspection
(1/1)
Troubleshooting Reproduction Method
The technician should perform the reproduction using a tech-

��
nique based on the conditions that result in the symptoms that
the customer points out. Depending on the conditions in which
the symptoms occur, the reproduction method should be per-
formed by combining several techniques.
1. Apply vibration
2. Apply heat and/or cold
��
�� 3. Apply water
�� 4. Apply electrical load
��
��
�� HINT:
During the procedure, if the connector is unintentionally dis-
connected or connected, the contact condition changes and
the symptoms may not be reproduced. Until the symptoms
are confirmed by the reproduction, do not attempt to discon-
nect and connect the connector. The connector should not be
��
��
��
�� disconnected and connected until the symptoms have been
��
confirmed and the technician can perform troubleshooting.
If the symptoms are reproduced when the technician vibrates

the wire harnesses, or heats or cools the parts, the cause can
be judged to be there. In this case, perform the reproduction
method while measuring the voltage to determine whether or
not the malfunction occurs at the specified voltage in order to
determine the malfunction location.
(1/5)
-3-
1. Apply vibration
Similar to when the vehicle vibrates to create a situation where
the engine is inclined or the wire harness is pulled, vibrate the
sensors and wire harnesses in order to reproduce the malfunc-
tion including poor contact.
Inspection method
• Parts and sensors
Lightly tap the parts and sensors with a finger in order to check
whether or not the malfunction occurs.
NOTICE:
For relays, the contacts will open when there is a strong
impact. Therefore even if they are normal, a malfunction may
� occur.
�
• Wire harness and connector
Lightly swing the wire harnesses up and down or right and left
to check for a malfunction.
For the wire harness in particular, focus inspection on the base
of the connectors, the fulcrum of the vibration and the through
part of the body.
NOTICE:
If the terminal is disconnected within the connector, carelessly
pushing in the wire harness will connect the terminal, prevent-
ing the malfunction from being reproduced.
• Engine vibration
Malfunction of the wire harnesses in the engine compartment
may occur when the engine is tilting due to torque reactive
force. In an A/T vehicle, stalling an engine in the D or R range
may reproduce the symptoms.
(2/5)
2. Apply heat or cold

To create a condition where parts expand or contract due to a
temperature change, heat and cool the parts in order to repro-
duce poor contact or a short circuit.
Inspection method
Apply heat or cold to parts using a hair drier, spot air condi-
tioner, refrigerator, and so on to check whether the malfunction
occurs or not.
NOTICE:
�� • Heat to a temperature where the technician can still touch
by hand (approximately 60 degrees centigrade (140 degrees
�� Fahrenheit) or less)
• Do not directly heat or cool the electronic parts by opening
the lid of the ECU, etc.
(3/5)
-4-
3. Apply water
To create the conditions where water enters or condensation is
produced in the connector, apply water to the vehicle in order
to reproduce the malfunction, including poor contact or a short
circuit.
��
Inspection method
Apply water to the vehicle in order to check whether the mal-
function occurs or not.
NOTICE:
• Do not directly apply water to the engine compartment, but
spray the front of the radiator to indirectly apply moisture to the
vehicle.
• Do not directly apply water to the electronic parts.
HINT:
If rain leaks into the cabin, water may enter the ECU or con-
nector through the wire harness. Therefore, this should be
checked, especially if the vehicle has a history of leaks.
(4/5)
4. Apply electrical load

To create the conditions where the battery voltage drops or
fluctuations occur, apply a large electrical load to reproduce
the malfunction, including a voltage drop or fluctuation.
Inspection method
Turn on all electrical devices, including heater blower, head-
lamp, rear window defogger to inspect for the malfunction.
(5/5)
Troubleshooting Diagnostic Inspection
Outline
�� To efficiently proceed with troubleshooting, use diagnostic
codes in order to identify the malfunctioning area.
The following are judged by identifying the codes.
�� • When DTC is displayed
The sensors, actuators, wiring and ECUs in the systems indi-
�� cated by the malfunction codes may have a malfunction.
�� • When normal DTC is displayed
Systems that have a diagnostic function can be judged normal.
�� Therefore, the malfunction may be in the systems that have no
diagnostic function so proceed to this inspection.
HINT:
�� The systems that have no diagnostic function include the igni-
tion secondary system, fuel system, etc.
��
��
��
�� • When No DTC is displayed
��
�� The ECUs themselves do not operate or the power source
�� system of the ECU has a malfunction.
��
HINT:
Check mode
In normal mode, if a malfunction only momentarily occurs, it
cannot be detected because it does not satisfy the diagnostic
conditions. By switching into check mode, malfunction which
occur momentarily, such as poor contact, can be detected.
(1/2)
-5-
Troubleshooting Diagnostic Inspection
Purpose of inspection
Check whether the identified diagnostic code accords with the actual malfunction
symptoms.
The malfunction systems that the code indicates may not accord with the system
that actually indicates the malfunction.
Inspection method
(1) Inspect the diagnostic code and freeze frame data and record them.
(2) Clear the diagnostic code and reproduce the malfunction symptoms based on
diagnostic questioning.
HINT:
To judge whether the displayed code when the vehicle was brought in is caused by
a current malfunction or past malfunction, clear the displayed code once and then
perform the reproduction test.
(3) Identify the diagnostic code again and judge whether the code is related to the
malfunction or not.
Criteria
• If the same code is displayed, it can be judged that the malfunction currently
occurs in the system that the code indicates.
• If a code that is not related to the malfunction is displayed, or a normal code is
displayed, the current malfunction is caused by something else. Therefore, perform
troubleshooting appropriate for the malfunction symptoms.
(2/2)
Troubleshooting Data of ECU Inspection
Inspect the condition of the ECU (input signal, output signal) when the malfunction
occurs and determine the cause by checking the data of ECU.
�� • Freeze frame data
Freeze frame data is data of ECU when the diagnostic codes are recorded.
Malfunctions are judged depending on whether the malfunction signal system is an

open circuit or short circuit, based on the type of freeze frame data.
Example:
When the codes from the water temperature signal system are detected:
Check the freeze frame data on the water temperature signal. If the temperature
is -40 degrees centigrade, the malfunction can be judged to be an open circuit. If
it is 200 degrees centigrade or more, the malfunction can be judged to be a short
circuit.
HINT:
• Freeze frame data is deleted when the diagnostic codes are cleared or the modes
are switched. Therefore, check freeze frame data immediately after checking diag-
nostic codes.
• As for diagnosis detection, there is time lag between malfunction occurrence and
detection.
Therefore, it is not the data at the time of malfunction occurrence but the data after
the time lag is stored in memory as a freeze frame data.
• By referring to the freeze frame data, it is possible to estimate to some degree,
the running conditions at the time of the malfunction. (1/2)
• ECU data
ECU conditions can be checked by using ECU data even if the diagnostic codes
are not identified. The auto trigger function makes it possible to automatically record
the ECU data before and after the malfunction is found.
The function to record ECU data on the hand-held tester (snap shot) makes it pos-
sible to analyze ECU data when the malfunction occurs. This function can locate
malfunctions that the diagnostic codes do not output, including the wrong sensor
range and actuator system malfunctions.
Inspection methods
Refer to the ECU data and determine what has greatly changed since the symp-
toms occurred or if something has an abnormal value.
(2/2)
-6-
Troubleshooting Engine Rotation Resistance Inspection
This inspection determines whether the cause of the engine not correctly cranking is
in the starting system or in the engine proper.
Inspection method
(1) Remove all spark plugs/glow plugs
(2) Place the offset wrench on the crankshaft pulley bolt and turn it to measure the
rotating resistance.
Criteria
Since there is no standard value for engine rotation resistance, compare it with a
normal engine.
• When the engine rotation resistance is extremely large
Remove all drive belts and recheck the engine rotation resistance.
Criteria
• Rotation resistance is large:
malfunction in the engine
• Rotation resistance is small:
malfunction in the auxiliary components
HINT:
Perform the inspection under the conditions in which the malfunctions occurred
such as when it is cold or hot.
(1/1)
Troubleshooting Engine Starting Condition Inspection
�� The cause of malfunctions related to engine starting differs depending on whether
the initial combustion occurs or not, or whether starting takes too much time or not.
��
��
��
��
Therefore, inspect the engine starting condition to determine the cause of the mal-
function.
Inspection method
Crank the engine to check the engine starting condition.
Criteria (gasoline engine)

1. No initial combustion, does not start
One of the three engine elements (that affect engine performance) may have
caused a malfunction.
2. Takes time to start
Based on the fact that the engine can start, the three engine elements can be
judged as normal. Therefore, the malfunction may be caused by the air fuel ratio
when starting.
3. Initial combustion occurs but immediately stalls
The ignition system and the compression system can be judged as normal. Also,
the fuel system can be judged as normal only when the engine starts. Therefore,
the malfunction may be caused by a drop in fuel pressure, ISCV (Idle Speed Con-
trol Valve), etc.
HINT:
If the malfunction is caused by the ISCV opening, starting while depressing the
accelerator pedal maintains the amount of intake air and the engine runs without
stalling.
Criteria (diesel engine)

1. No initial combustion, does not start
Takes a long time to start
The malfunction may be caused by one of the three engine elements.
HINT:
In the fuel system, a malfunction of the injection timing will not cause engine start-
ing to become difficult.
2. Initial combustion occurs but immediately stalls
The glow system and compression system can be judged as normal. The fuel
system can be judged to be normal only when the engine starts. Therefore, the mal-
function may be caused by the injection pump operation when the engine is idle.
(1/1)
-7-
Troubleshooting Ignition and Glow System Inspection
Inspection method (gasoline engine)

Remove the spark plug and crank the engine to check for a spark at the tip of the
plug and the spark's strength.
NOTICE:
Before inspecting, remove the injector connector so that fuel does not inject.
Criteria
• A spark appears at the tip of the spark plug, and there is no electrical leak.
• To judge the strength of the spark, compare with a spark plug from a normal
engine and if a large difference is not found, it should be normal.
HINT:
Pay attention to the strength of the spark in normal engines on a daily basis.
Inspection method (diesel engines)

Inspect the following in the glow system.
• Lighting time of the glow indicator lamp
• Pre-heat function
• After-glow function
HINT:
For this procedure, refer to the Repair Manual.
(1/1)
Troubleshooting Fuel System Inspection
Inspection method (gasoline engines)

Inspect the following when cranking the engine.
(1) Pinch the engine compartment fuel hose with your fingers and check whether or
not fuel pressure is applied.
(2) Check the sound that the injector is making.
Criteria
• Fuel pressure is applied to the fuel hose, then tension increases and the hose
pulsates.
When there is no fuel pressure:
A malfunction may exist in the fuel pump system
• Injector is making a sound
When the injector is not making a sound:
Exchange the connector with one from the next cylinder. If a sound can be heard,
the injector can be judged as normal.
The malfunction can be found between the ECU and the wire harness.
(1/2)
�� Inspection method (diesel engines)
When inspecting a diesel engine's fuel system, separate the system into its com-
��
�
partment segments and check into which part the fuel comes.
(1) Is the fuel coming to the injection nozzle?
Loosen the union at the injection nozzle when cranking the engine to check the fuel
injection condition.
�� NOTICE:
��
�� Cover the injection nozzle with a cloth so that the fuel does not spatter.
�� Criteria
When fuel spurts intermittently from the loosened part while cranking, it is normal.
(2) Is the fuel in the injection pump?
Check the sound of the fuel cut solenoid.
Criteria
If a sound can be heard when the ignition switch is ON and OFF, it is normal.
(3) Is the fuel coming into the injection pump?
Disconnect the pipe at the injection pump inlet and check whether fuel is supplied
when it is sent by priming pump pressure.
Criteria
When fuel comes out of the inlet, the passage between the fuel tank and injection
pump is normal.
HINT:
• If there is no malfunction in (1) to (3) above, the malfunction is in the injection
pump.
• For the common rail diesel engine, an inspection cannot be performed at the
injection nozzle.
(2/2)
-8-
Troubleshooting Compression System Inspection
Inspection method
Using a compression gauge, measure the compression pressure.
Criteria
The standard value differs depending on the engine model, therefore refer to the
Repair Manual.
When compression pressure is low

Fill the cylinder with oil and check the change in the compression pressure.
• Does not change: cylinder head side
• Changes: cylinder block side
HINT:
As a quick inspection for compression pressure, the following methods are avail-
able.
• Check whether or not the compressed air comes out of the plug hole when crank-
ing.
• Check whether or not the cam shaft pulley rotates when cranking by looking
through the service hole of the timing belt cover.
・A lack of compression due to a cut in the timing belt can be found by listening to
the sound made when cranking.
(1/1)
Troubleshooting Cylinder Power Balance Inspection
By confirming the change in the engine speed when the combustion of each cylin-
der is stopped in turn for power balance inspection, judge whether or not the mal-
function affects the specific cylinder or all the cylinders.
Inspection method (gasoline engines)

Remove the injector connectors one by one while the engine revolves to check the
engine speed and how the vibration changes.
Criteria
The engine speed does not decrease, or if there is a cylinder that has a small
change, the malfunction is in the cylinder.
HINT:
When judgement is difficult, slightly increasing the engine speed will make it easier.
(1/2)
Inspection method (diesel engines)

To check the engine speed and vibration, control the amount of fuel injected into
the cylinders by slowly loosening and tightening the union nut of the injection
nozzle, check the engine speed and vibration.
Criteria
The engine speed does not decrease, or if there is a cylinder that has almost no
change, the malfunction is in the cylinder.
HINT:
• If one cylinder injects more than other cylinders or if there is more power than
other cylinders, the engine revolves unstably.
In such a case, loosening the union nut to release the fuel may stabilize engine
revolution.
• With a common rail diesel engine
Using an intelligent tester, stop the fuel injection in each cylinder to perform the
inspection.
(2/2)
-9-
Troubleshooting Air Fuel Ratio (A/F) Inspection
�� To determine whether the malfunction is a rich or a lean air fuel mixture.
��
Criteria
�� Using an intelligent tester, check the voltage of the O2 sensor or short term fuel
�� trim.
The factors that change the A/F balance
�� (1) When the A/F ratio is small (rich)
Consider the factors that cause the fuel system injection amount to increase, or
��
��
inject continuously
• Sensor range/performance problem
• Poor contact with the ground of the sensor system
�� • Injector dribbling
etc.
(2) When the A/F ratio is great (lean)

Consider the factors that cause the fuel system injection amount to decrease.
• Sensor range/performance problem
• Fuel pressure is low
• Poor contact with the ground of the injector system
• O2 sensor system malfunction (the signal shows the mixture is rich)
• Absorption of fuel due to carbon accumulation
etc. (1/1)
Troubleshooting Oil Loss Via the Piston Ring/the Valve Guides Inspection
When burning oil causes white smoke to be seen in the exhaust gas, changing the
engine rpm to change the volume of white smoke allows you to judge whether oil
loss via the piston rings or oil loss via the valve guides exists. As well, disassemble
the engine and judge the condition of the accumulated carbon.
Exhaust gas inspection
• Judge if there is oil loss via the piston rings
After warming up the engine, race it at approximately 2000 to 3000 rpm to check
the state of the exhaust gas
Criteria
• White smoke increases when the engine is raced
• White smoke increases when rpm rises
• Judge if there is oil loss via the valve guides

After warming up the engine, let it idle for approximately 5 minutes then race it to
check the state of the exhaust gas.
Criteria
White smoke will discharge for approximately 30 to 60 seconds at the start of
racing, but the amount will gradually reduce.
(1/4)
Why the cause of white smoke can be determined by oil loss via the piston rings
(1) The temperature in the combustion chamber is low when the engine is idle,
therefore even if oil loss from the piston rings occurs, the oil does not burn. There-
fore, the volume of white smoke is small.
(2) When engine speed increases, the temperature in the combustion chamber
rises as does the amount of oil supplied to the cylinders. As a result, the amount of
white smoke discharged increases.
��
��
(2/4)
-10-
Troubleshooting Oil Loss Via the Piston Ring/the Valve Guides Inspection
Why the cause of white smoke can be determined by oil loss via the valve guides
(1) The negative pressure of the intake manifold is high when the engine is idle, so
oil is sucked into the combustion chamber from the valve stem. However, the tem-
perature in the combustion chamber is low, so the oil attaches to the carbon, etc.
��
and accumulates on the valve or combustion chamber, decreasing the amount of
white smoke.
(2) When racing the engine from the above state (1), the temperature of the com-
bustion chamber increases, instantly burning the accumulated oil, causing a great
deal of white smoke to discharge. When the oil is completely burnt, the amount of
�� white smoke decreases.
�� (3) If the engine is continuously raced, the temperature in the combustion cham-
ber rises, so even if the oil is sucked in, it is burnt before accumulating, therefore
decreasing the amount of white smoke.
(3/4)
Engine disassembly inspection

• With oil loss via the piston rings
A lot of carbon attaches to the outer circumference at the top of
the piston.
• With oil loss via the valve guides
A lot of carbon attaches to the intake valve face, at the top of
the piston, or to the exhaust valve stem. In addition, oil can also
attach to these parts, making them wet.
HINT:
When oil loss via the valve guides is discovered, remove the
intake and exhaust valves and inspect the conditions at the
face and stem.
(4/4)
Troubleshooting Exhaust Condition Inspection
Inspect the diesel engine's combustion condition based on the discharged smoke.
• With white smoke
White smoke is caused by combustion at a comparatively low temperature and is
discharged when the injected fuel is not burnt.
The cause of white smoke may be conditions where the fuel injection timing is
retarded, or the after glow does not operate when it is cold, etc. For these reasons,
checking the conditions when white smoke is discharged can determine the cause
of the malfunction.
(1) White smoke is discharged regardless of the condition
• Internal malfunction of the injection pump
• Compression pressure is low
• Fuel cetane number is low
etc.
(2) White smoke is discharged when it is cold
Operational malfunction of the after glow
HINT:
White smoke is sometimes discharged because engine oil or water enters the com-
bustion chamber. In this case, checking the smell of the discharged gas will make
it possible to judge whether engine oil or water has caused a fuel ignition failure.
Check the smell by fanning the smoke by hand so as not to directly inhale it.
• With black smoke

When injected fuel particles are exposed to a high temperature and there is a lack of
oxygen, the fuel becomes soot. Black smoke is this soot. Only the outside of the fuel
drop is burnt, not the center.
The following can be considered causes of black smoke: a large amount of fuel
is injected, a small amount of air is taken in, the injection timing of the fuel is fast,
atomization is poor, etc.
(1/1)
-11-
Troubleshooting Terminal Contact Pressure Inspection
When a malfunction such as poor contact occurs momentarily, inspect the contact
pressure to determine where the malfunction area is.
(1) Disconnect the connector
(2) Visually check for rust or foreign matter on the connector terminals.
(3) Check for looseness or damage on the staked position of the terminal. Lightly
pull the wire harness and check that they are not disconnected.
(4) Turn up the engaging surface of the female connector and insert a male terminal
unit into each one of the female terminals, one at a time.
HINT:
Prepare a male terminal from an identical model connector by cutting one repair
wire, and use that when testing the female terminal.
(5) Hold the female connector by hand, wiggle it to the right and left and check
whether the inspected terminal sinks due to its weight.
Criteria
• When the constriction of the male terminal can be seen, it has contact pressure
and is judged to be normal.
• When the constriction of the male terminal hides in the connector, it has no con-
tact pressure, so replace the terminals or connectors.
(1/1)
Recurrence Prevention The Thinking of Recurrence Prevention
The malfunction has not been completely resolved if the problem recurs immedi-
ately after repair. Therefore, it is important to pursue the true cause of the problem
so that it will not recur.
Important points for preventing recurrence
• Is it an independent occurrence, or was it caused by another part?
When starting the engine is difficult due to incomplete ignition by the smoldering
spark plug, even if the malfunction is resolved by replacing or cleaning the plug, if
the cause is not inspected, the malfunction could recur.
• Is it due to the life of the part?
Parts will degrade after a long period of use, causing heat resistance and durabil-
ity to worsen or become worn. As a result, they will not be able to maintain their
original performance. Therefore, it is important to help the customer understand the
concept that a part has a predetermined life.
• Is it due to improper maintenance?
Even if the amount of oil used increases due to the engine malfunction, the true
cause of the engine malfunction might be engine wear caused by oil degradation
due to insufficient oil maintenance. Therefore, it is important to help the customer
understand the importance of maintenance.
• Is it due to improper handling, operation or usage conditions?
Even when usage or road conditions are the same, a difference in acceleration or
shifting may cause malfunctions. Check for improper handling including rally driv-
ing, over-load, and toeing through diagnostic questioning.
• Is the customer's expected performance too high?
If there are no malfunctions and the performance of the customer's vehicle is no
worse than others of the same model, it is important to explain to the customer the
function/performance of the vehicle based on diagnostic questioning to help him
understand.
(1/1)
-12-
Exercises
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get a
incorrect answer, please return to the text to review the material and find the correct answer. When all questions
have been answered correctly, you can go to the next Chapter.
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-13-
Question-1
Mark each of the following statements True or False.
Correct
No. Question True or False
Answers
1. When performing diagnostic questioning, it is important not to have
preconceptions or fixed ideas. j True n
k
l
m
n j False
k
l
m
2. When performing diagnostic questioning, confirm only the customer's requests j True n
k
l
m
n j False
k
l
m
and demands.
3. During the road test, drive under all the conditions, which the customer habitually m
n True m
j
k
l n False
j
k
l
uses.
4. When symptoms that the customer points out do not occur, reproduce them n True n
j
k
l
m j False
k
l
m
using the reproduction method.
5. To reproduce the symptoms, confirm the when, in what occasion, how, frequency, n
j True n
k
l
m j False
k
l
m
etc. through diagnostic questioning.
Question-2
Correct
Answers
1. Engine rotation resistance inspection can determine whether the cause of the
engine not correctly cranking is in the starting system or in engine proper. n True n
j
k
l
m j False
k
l
m
2. When inspecting the engine starting condition, if there is no initial combustion nor n
j True n
k
l
m j False
k
l
m
does it start, the malfunction is in one of the three engine elements.
3. When compression pressure is low in compression system inspection, whether n True n

j
k
l
m j False
k
l
m
the malfunction is on the cylinder head side or cylinder block side can be
estimated by checking whether compressed air is released from the plug hole
when cranking.
4. When inspecting cylinder power balance, if it is difficult to check the change of j True n
k
l
m
n j False
k
l
m
the engine speed when stopping the combustion in each cylinder, decreasing the
engine speed makes it easier to judge.
5. When inspecting oil loss via the piston rings and via the valve guides, if racing j True n
k
l
m
n j False
k
l
m
the engine after warming up discharges a large amount of white smoke and rising
engine speed increases the amount of discharged white smoke, it can be judged
to be oil loss via the piston rings.
-14-
Question-3
Correct
Answers
1. When performing a diesel engine's exhaust condition inspection, if white smoke
is discharged while it is cold, an operation malfunction of the after glow can be j True n
k
l
m
n j False
k
l
m
considered.
2. When inspecting the air fuel ratio, only when the air fuel mixture is rich, can you j True n
k
l
m
n j False
k
l
m
estimate the malfunction location.
3. When inspecting a diesel engine's fuel system, separate the system into its n True n
j
k
l
m j False
k
l
m
compartment segments and check into which part the fuel comes.
4. When inspecting an EFI gasoline engine's fuel system, if the injector's sound n True n
j
k
l
m j False
k
l
m
cannot be heard, exchange the connector with one on the next cylinder. If the
sound cannot be heard, the malfunction can be judged to be in the electrical
system of the injector.
5. When a malfunction, such as poor contact occurs momentarily, after estimating j True n
k
l
m
n j False
k
l
m
the malfunction area using the reproduction method, determine the malfunction
area through the terminal contact pressure inspection.
Question-4
Correct
Answers
1. Diagnostic questioning is asking the customer about the conditions of the
malfunctioning components. j True n
k
l
m
n j False
k
l
m
2. When reproducing the symptoms that the customer points out, it is important to j True n
k
l
m
n j False
k
l
m
create conditions and circumstances that are similar to those that exist when the
symptoms occur.
3. It is important to determine whether the cause is on the vehicle side or the n True n
j
k
l
m j False
k
l
m
customer's usage.
4. When troubleshooting, if only using the reproduction method to determine the n True n
j
k
l
m j False
k
l
m
malfunction area, it is not necessary to perform the basic inspection such as
ignition timing, idle speed, etc.
5. After eliminating the malfunction, it is important to pursue the true cause of the j True n
k
l
m
n j False
k
l
m
problem so that it will not recur.
-15-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills "Attachment A-1"
In the case of engine stall or hesitation

Diagnostic questions Concrete questioning Understandable information
- What do the symptoms feel like - Customer's request
Symptom
- The relation to the other malfunctions
- When the symptom occurs - Based on the date and time, weather
When, the occasion and temperature at that time can be
estimated.
- The place where the malfunction - Based on the distance and time to the
frequently occurs place where the malfunction occurs, the
engine's warm-up condition can be
The place
estimated.
- Based on the geography, engine load
and engine speed can be ' estimated.
- In the case of engine stall - Customer's habitual operation condition
- Whether during brake operation can be estimated
- Deceleration condition - The vehicle condition when the
- The speed at which deceleration malfunction occurs can be estimated.
starts
- In the case of hesitation
- Whether at starting acceleration
How - How is the acceleration pedal
depressed
- How is the accelerator opening
- Which is the gear position when
the symptom occurs
- Whether at overtaking acceleration
- Initial speed? last speed
- A/C switch ON/OFF condition
Others - Frequency
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills "Attachment A-2"
In the case of insufficient power

Diagnostic questioning Concrete questioning
- Poor acceleration
Which power is insufficient - Poor uphill performance
- Comparison with other model
- Timing
- Period of time
Since when, the occasion
- Weather
- Frequency
The place - The place where the customer specially feels insufficiency of power
Starting acceleration
- How is the accelerator pedal depressed
- How is the accelerator opening
Overtaking acceleration
- Initial speed
- How is the accelerator pedal depressed
Which type of driving
- Last speed
Heavy load is applied
- How is the acceleration pedal depressed
- Engine speed
- Driving speed
- Gear position of the transmission
- Vehicle condition
Others - A/C switch ON/OFF condition
- Type of fuel
Diagnosis Master Technician - Fundamentals of Troubleshooting Fundamentals
Fundamentals of Troubleshooting How to Approach Troubleshooting
The most important points for troubleshooting

• Correctly identify the symptoms of the malfunction.
When troubleshooting, it is important to correctly identify the symptoms that the
customer points out.
• Work efficiently to determine the estimated cause in order to find the true cause.
To correctly and promptly perform troubleshooting, systematic work is required.
Estimation must be backed up by logic and facts

When estimating the cause, a technician must not rely on his sixth sense without
any logical back-up.
Asking the question "why" is of great importance. When a technician makes an esti-
mations about the cause, he must check whether facts that support this estimation
exist or not.
To troubleshoot the true cause, the technician must adopt a habit of following the
cause-and-effect relationship of each item by observing the following cycle: esti-
mate and verify, estimate and verify.
(1/1)
Fundamentals of Troubleshooting Troubleshooting Procedure
The troubleshooting procedure consists mainly of five stages.

When a technician troubleshoots, and does not follow the nec-
essary procedure, the malfunction could become complicated
and finally the technician may perform irrelevant repair proce-
dure due to the wrong estimation.
To prevent this, he should understand the five stages accu-
��
�� rately when troubleshooting.
��
��
��
��
��
��
��
��
(1/10)
�� Stage 1:
�� Verifying and reproducing the symptom
Verifying and reproducing the symptoms is the first step in trou-
bleshooting. The most important element in troubleshooting is
to correctly observe the factual malfunction (symptoms) that
�� the customer points out and make an appropriate judgement
without any preconceptions.
��
��
��
��
��
(2/10)
-1-
What is diagnostic questioning?

To reproduce the symptoms, ask the customer about the condi-
tions under which the symptoms occur.
��
��
��
��
��
��
��
��
(3/10)
�� Stage 2:
�� Determining whether or not it is a malfunction
When a customer makes a complaint, there are various cases.
Not all of the symptoms are related to malfunctions but could
be characteristics inherent to that vehicle. If a technician repairs
a vehicle that has no malfunction, he will not only be wasting
valuable wasting time, but will lose the customer's trust.
��
What is a malfunction?
An abnormal condition that occurs in a certain portion of the
equipment, causing defective function.
��
��
��
(4/10)
�� Stage 3:
�� Estimating the cause of the malfunction
Estimating the cause of the malfunction should be done sys-
tematically based on the malfunction symptom that the techni-
cian has confirmed.
��
��
��
��
��
(5/10)
-2-
To accurately estimate the cause of the malfunction

��
��
��
��
��
��
��
��
(6/10)
�� Stage 4:
�� Inspecting the suspected area and finding the cause
Troubleshooting is a step-by-step repetitive process for
approaching the true cause of a malfunction based on facts
(data) obtained through verification (inspection).
��
��
��
��
(7/10)
Important points for inspection

��
��
��
��
��
��
��
(8/10)
-3-
�� Stage 5:
�� Recurrence prevention
Repairs are completed not just when the malfunction is elimi-
nated, but when the fear of recurrence has also been removed.
��
��
��
(9/10)
Important points for preventing recurrence

��
��
��
��
��
��
(10/10)
-4-
Exercises

Answers Answers
Correct Correct
Answer Answer

-5-
Question-1
Which one of the following statements about how to approach troubleshooting is True?
j 1.
k
l
m
n At first, correctly identify the malfunction symptoms.
j 2.
k
l
m
n It is important for a technician to rely on his sixth sense in order to prompt repairs.
n 3.
j
k
l
m Inspection of all the parts related to the malfunction can be repaired quickly.
j 4.
k
l
m
n If the malfunction is eliminated, it is not necessary to seek its true cause of the malfunction.
Question-2
Which one of the following statements about troubleshooting is True?
n 1.
j
k
l
m When troubleshooting, it is not the symptoms that the customer points out that are important,
rather the symptoms that the technician himself confirms.
j 2.
k
l
m
n To correctly and promptly perform troubleshooting, it is necessary to systematically inspect based on
the five stages.
j 3.
k
l
m
n To seek the true cause of the malfunction, it is important to securely inspect all the components one by
one.
n 4.
j
k
l
m To promptly perform repair, inspect all of the suspected areas without following the required procedures.
Question-3
Correct
Answers
1. Diagnostic questioning is asking the customer about the conditions under which
the malfunction occurred in order to reproduce the symptom. j True n
k
l
m
n j False
k
l
m
2. A malfunction is a symptom that a customer points out. n True n

j
k
l
m j False
k
l
m
3. As for estimation of the malfunction cause, referring to a lot of information will j True n
k
l
m
n j False
k
l
m
increase the estimatable cause, so obtain only a necessary information.
4. When inspecting, use a tester as much as possible. j True n

k
l
m
n j False
k
l
m
5. Complete repair is not only eliminating the malfunction symptoms but removing n True n
j
k
l
m j False
k
l
m
the fear that the malfunction could recur.
-6-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
Increased Fuel Consumption Outline
Increased fuel consumption frequently is a result of the vehicle usage and road
conditions rather than vehicle malfunction. Therefore, it is important to accurately
understand the customer's habitual usage and required level. In this chapter, the
items regarding the estimated causes of increased fuel consumption are explained.
� • Since when?
Understand the relationship between engine warm-up and A/C usage, the change
of the vehicle condition and the malfunction.
• Compared to what?
Find the difference between the target vehicle that the customer compares and the
� customer's vehicle and troubleshoot the cause of the increased fuel consumption.
• How is it used?
Troubleshoot the cause of the increased fuel consumption based on the customer's
usage.
• How is it measured?
Troubleshoot the cause of the customer's measurement error.
(1/1)
Increased Fuel Consumption Since When?
1. Seasonal variation of fuel consumption

When the air conditioner is used in summer, fuel consumption increases. The
��
�� degree of increase depends on the air conditioner load which is affected by the
��
temperature and moisture. In winter, the fuel consumption also increases, because
fast idling is performed for longer than the usual in order to warm up the engine.
��
��
2. Fuel consumption change over time
�� Knocking occurs because carbon in the combustion chamber accumulates for
�� a long period of time. Knock control retards the ignition timing increasing fuel
�� consumption. If the ignition timing retards by five degrees, the fuel consumption
increases by approximately 6%. When a brand new vehicle runs approximately
5,000 to 10,000 km, the fuel consumption decreases by 5 to 10 %. This is because
the friction to the engine, drive train, tires, etc. is reduced.
��
3. Rapid change in the fuel consumption
�� "Fuel consumption has increased a lot compared to last year," "Suddenly, the
�� fuel consumption has increased, " a sort of malfunction may have occurred to the
�� vehicle.
��
��
��

��
(1/1)
-1-
Increased Fuel Consumption Compared to What?
Increase in displacement 1. Difference in the engine

• In general, fuel consumption is greater when the engine displacement is larger.
The main cause being that friction increases as the engine is larger and the vehicle
weight is heavier.
• The fuel consumption in the normally used range is almost the same despite of
the characteristics of the engine; an engine that has great torque at a low speed
and that has great at a high speed. The gear ratio of the engine that has great
torque at a low speed is set smaller, however, in this case, the fuel consumption
can be said to be decreased.
Characteristics of torque
• In an engine equipped with a turbocharger/supercharger, the driver frequently
depresses the accelerator pedal more than is necessary, because of its slow
reaction when moment of starting and accelerating. As a result, the turbocharger/
supercharger functions, starting the acceleration to be greater than is necessary
and the fuel consumption increases.
HINT:
Turbocharger/supercharger Minimum fuel consumption rate
The minimum fuel consumption rate shown by the engine performance curve is
when the throttle valve is fully opened and it is not always equal to the fuel con-
sumption in the normally used range.
(1/5)
2. Vehicle weight difference

�� As the vehicle weight is greater, fuel consumption increases. The increase in
�� vehicle weight does not greatly affect the fuel consumption while driving at a con-
��
stant speed on a flat road. But, when repetitively starting, accelerating and climbing
uphill, the vehicle weight largely affects the fuel consumption.
��
��
��
3. Difference in style (aerodynamics)
�� The air resistance increases against the square of the vehicle speed. Therefore,
in low-speed driving, the air resistance does not affect the fuel consumption, but in
� �� high-speed driving, it largely affects the fuel consumption.
��
HINT:
The air resistance is in proportion to the multiplication of the Cd value of the frontal
projected area. In other words, even if the Cd value is small, the frontal projected
area is large, so the air resistance becomes large. Therefore, even if the Cd value
in a large vehicle is small, the air resistance is not always small. In short, it cannot
�� be said that the fuel consumption will decrease.
��
��
��
��
��
� ��
��
(2/5)
-2-
Increased Fuel Consumption Compared to What?
4. Difference in transmission and gear ratio

• Generally, when the gear ratio is small, engine speed is kept low and the throttle
valve opening becomes large to drive with the equal power. As a result, the engine
�� pumping loss decreases and fuel consumption decreases.
�� • When comparing a manual transmission vehicle (hereafter referred to as an
M/T vehicle) with an automatic transmission vehicle (hereafter referred to as an
A/T vehicle), in low-speed driving, the fuel consumption of an A/T vehicle is larger
than that of an M/T vehicle due to torque converter slip. On the other hand, in high-
speed driving where the lock-up functions, the fuel consumption in both vehicles
becomes equal.
��
��
�
��
��
�
��
��
��
��
��
��
��
��
��

�
��
(3/5)
HINT:
Pumping loss
Pumping loss is the resistance when the engine sucks in the air. When the throttle
valve opening is small, pumping loss is large.
��
��
��
�� 5. Tire difference
The reason why the tire affects the fuel consumption is that the majority of the
rolling resistance during running resistance is in the tire. The tire rolling resistance
varies depending on the air pressure or tire type.
��
��
(4/5)
6. Difference between the actual vehicle and the catalogue data

The fuel consumption in the catalogue is measured under a specified condition.
Therefore, in many cases, the running conditions are different from those per-
formed by customers, the fuel consumption increases depending on the conditions;
average running speed is low, the ratio of vehicle stoppage is high, sudden accel-
eration is performed, etc.
• Causes due to roads and surroundings
Temperature and moisture are different
Wind influences
Speed changes considerably due to slope, inclination and humps on the roads
• Cause on the vehicle side
Vehicle weight is different
Keeping the throttle opening constant is difficult even during constant running
Change with over time (Vehicle friction change, carbon accumulation)
(5/5)
-3-
Increased Fuel Consumption Customer Usage?
1. Warming up and running distance

��
A long period of warm-up will waste the fuel. When the engine is cold, more fuel
� is required and the idling speed is high due to fast idling. Based on these facts,
�� when the running distance is short, the running time ratio when the engine is cold
��
increases and the fuel consumption increases.
�� HINT:
��
�� Warming up
To improve fuel consumption, reduce the warming up time as much as possible.
Even in winter, stop warming up when the water temperature indicator begins to
��
move (water temperature 40 to 50 degree centigrade).
� � ��
2. Laden condition and the number of occupants

��
As the load and the number of occupants increase, the weight becomes heavier
and fuel consumption increases.
��
��
��
��
��
��
��
��
� ��
��
(1/5)
�� 3. Use of air conditioner
��
When turning the compressor of the air conditioner, engine
� power is used, increasing fuel consumption. The operation
rate of the compressor increases as the temperature and
�� moisture becomes higher. The amount of air blow decreases
��
��
as the vehicle speed lowers, and the cooling performance of
the condenser becomes worse. Accordingly, the load applied
�� to the engine increases. Therefore, on a congested road when
�� the temperature is high, fuel consumption increases by 20 to
�� 30 %.
��
�� 4. Electrical load
The load to the alternator increases as the quantity of electric-
ity used increases, so fuel consumption increases.
��
��
(2/5)
5. Running in the city and on congested roads
Running under these conditions increases the fuel consumption, because the
average vehicle speed is low, the amount of time the vehicle is stopped becomes
Fuel efficiency is longer, and frequent acceleration and deceleration is performed. On a intermit-
additionally worsened tently congested road where there is frequent acceleration and deceleration, the
fuel consumption will be greater than on a road where the vehicle speed is consid-
Intermittently traffic congestion erably low.
• Average vehicle speed
Average vehicle speed can be simply calculated by distance and time. But when
the vehicle runs long distance, there are congested roads and not congested roads
during this running, so it is necessary to obtain each value by separating a certain
block. In this case, it is necessary to clearly separate the ratio between the low-
speed and high-speed running distances.
Traffic congestion where • Vehicle stoppage time
vehicle rund extremely slow speed When the vehicle stops, fuel is consumed, however, the running distance is 0 km,
so the fuel efficiency becomes 0km/l. As the stoppage time becomes longer, fuel
Average vehicle speed efficiency worsens.
(3/5)
-4-
Increased Fuel Consumption Customer Usage?
6. Running on the highway

On highways, When the vehicle runs at a constant speed, the
��
fuel consumption often increases. But when the speed rises,
��
��
the fuel consumption increases. Generally, decreasing a speed
of 100 km/h to 80 km/h, the fuel consumption is reduced by 10
��
�� to 30 %.
7. Starting and accelerating

Fast start or sudden acceleration consumes more fuel than
usual in order to reach the same distance or speed. Generally,
�� a fast start or sudden acceleration consumes fuel equivalent to
�� the amount consumed by running run approximately 100 m. To
reduce fuel consumption, maintain a certain vehicle-to-vehicle
�� distance and constant speed.
��
��
��

(4/5)
�� 8. Wasting acceleration operation

�� Racing consumes fuel equivalent to the amount consumed by
�� running approximately 50 m.
��
9. Shift operation
��
Generally, unless the driveability worsens, such as the occur-
� ��
�� rence of knocking, using a higher gear and making the engine
�� speed lower will reduce the fuel consumption.
��
��
� ��
(5/5)
Increased Fuel Consumption How is it Measured?
Many customers calculate fuel consumption by the full tank

method. However, calculation by this method can lead to dif-
�� ferent results. Therefore, it is necessary to pay attention to the
�� following points.
1. Fuel filling method and difference

When fuel is filled in the tank after running, the amount has to
�� be equal to that before running. However, vehicle inclination,
the person who fills, filling speed, etc. are not same, so the
amount filled will be different. Accordingly, the calculated result
for fuel consumption will be different.
��
(1/3)
-5-
Increased Fuel Consumption How is it Measured?
2. Fuel filling timing and difference

When fuel is filled when only a small amount has been con-
�
sumed, the running distance is also short. Therefore, the fuel

�
�� consumption under this running condition can be calculated.

�� On the other hand, when fuel is filled when the tank is almost
�
empty, the running distance is long and the vehicle has been
�
�
exposed to a variety of running patterns. Therefore, the fuel
� �� calculation result will be an average of the total results.
��
�
��
��
�
(2/3)
3. Important points to remember when measurement

To calculate the fuel consumption accurately, perform a road
�� test based on the diagnostic questioning, with a fuel consump-
�� tion meter and a hand-held tester attached and record data
that shows the change in fuel consumption under different road
conditions and driving methods.
�� Points for measurement and specific example
(See “Malfunction Knowledge” of “Fundamentals of Trouble-
shooting” on PDF(2 of 2) Attachment D-1)
��
(3/3)
Increased Oil Consumption Outline
The amount of engine oil absolutely reduces by running. The passages into which
the engine oil flows to lubricate each part of engine consists of the passage to the
oil pan and to the combustion chamber or to enter exhaust gas without not return-
ing to the oil pan. The engine oil entered the combustion chamber and exhaust gas
is burnt.
The passage in which the oil reduces

• The passage through which the oil lubricating the cylinder wall enters combustion
chamber.
• The passage enters the combustion chamber from the gaps between the valve
stem and the valve guide bush.
• The passage through which the oil contained in the blow-by gas is sucked into
the combustion chamber with the gas.
• The passage through which the oil that lubricating the turbocharger bearing
passes from the compressor side to the combustion chamber and from the turbine
side to the exhaust gas.
The cause influences the amount of oil consumption

• The amount of oil entering the combustion chamber increases due to engine
malfunction.
• The engine malfunction occurs due to oil maintenance failure.
• The amount of oil consumption changes depending on the habitual usage and
driving method.
(1/2)
-6-
Increased Oil Consumption Outline
��
Important points to remember when measuring the oil
Inspection timing
Immediately after the engine stops, the oil has not completely returned to the oil
�� pan from the cylinder head, therefore, the oil level is lower. Also, when filling oil, it
�� takes time to for it to reach the oil pan. As a result, the oil level is low if the level is
checked immediately after the oil has been filled.
��
��
Oil temperature
When the oil temperature is high, the oil expands, so the oil level becomes high.
When the oil temperature is low due to insufficient warm up, the viscosity is
high and the returned oil amount to the oil pan from the cylinder head becomes
reduced. As a result, the oil level becomes low.
��
��
��
Inspection place
When parking the vehicle in an inclined place, the oil surface in the oil pan inclines
and the oil level cannot be measured accurately.
��
�
�
�
�
(2/2)
Increased Oil Consumption Measure the Oil Consumption Amount
�
(1) The oil surface level in the oil pan differs depending on the vehicle inclination,
oil temperature and the amount of returned oil from the cylinder head. Inspection
should be performed under the same conditions.
��
��
Oil level inspection conditions

• A level surface
• Engine warming up (water temperature 80 degrees centigrade)
• Measure the oil level five minutes after the engine stops.
��
(2) The required period of measurement can be calculated based on the custom-
er's running distance for a month and the consumption amount.
(3) Measure the filled oil accurately using a measuring cylinder.

�
�
HINT:
In the customer's measurement, the difference is large and reliability is low,
therefore, accurately measure the consumption amount. It is necessary to judge
�� whether the amount is appropriate or not based on the result.
�
��
�
��
��
(1/1)
-7-
Increased Oil Consumption Oil Degradation and Abrasion Inside the Engine
If the oil and oil filter is not changed periodically, the engine oil
degrades. When the oil degrades, not only the consumption
��
��
amount increases, but also the abrasion inside the engine
��
��
is accelerated and the amount of oil consumption further
increases.
• Oil degradation
��
If the oxides, abrasion chips, soot, moisture, etc. produced by
being burnt mix into the oil, the oil degrades, and the purifica-
�� tion or lubrication performance decreases. In a diesel engine,
��
the soot mixes into the oil, the oil viscosity becomes higher,
the scrape off performance of the oil lubricating the cylinder
becomes worse. As a result, the amount of oil mixed into the
combustion chamber increases.
Compared to a gasoline engine, diesel fuel contains much
more sulfur and acids are found in the burnt gas.
Therefore, diesel engine oil is more easily degraded than
�� gasoline engine oil. If the oil change period for a diesel engine
�� is the same as that for a gasoline engine, engine abrasion is
abnormally accelerated.
• Abrasion inside the engine
When the oil is degraded, sludge, etc. is produced. Therefore,
the abrasion inside the engine is accelerated and the oil loss
via the piston rings and the valve guides occur.
(1) Oil loss via the piston rings
If the cylinder wall or the piston rings are worn, its oil scraping
off performance worsens. Therefore, the amount of oil con-
sumption increases.
If the piston rings and the ring groove are worn, the ring pump-
ing performance increases and the oil amount pumped into the
combustion chamber increases. Therefore, the amount of oil
consumption increases.
(2) Oil loss via the valve guides
If the valve stem, the valve guide bush and the oil seal
are worn, the oil amount entering the combustion cham-
ber increases. Therefore, the amount of oil consumption
increases.
Inspection methods
Oil loss via the piston rings, oil loss via the valve guides
inspection
(See “Fundamentals of Troubleshooting” » “Basic Skills” »
“Troubleshooting”)
(1/1)
Increased Oil Consumption The Cause of Increased Oil Consumption
1. Laden conditions
��
��
As the number of occupants and items increases, the engine
load becomes larger. As a result, the acceleration pedal is
depressed more than usual. Therefore, the compression pres-
sure and the combustion pressure becomes higher.
Accordingly, as the force that presses down the piston or
shock becomes larger, the piston inclines in the cylinder or the
shape of the piston ring alters, thus the oil splashing lubrica-
tion performance becomes worse.
Furthermore, since the cylinder and the piston temperature
��
becomes higher, the engine oil vaporizes and the amount of
��
consumption increases.
��
��
�� In a diesel engine, since the fuel injection amount increases
��
when the load is heavy, more soot is produced and the oil
degradation is accelerated.
��
��
�� (1/2)
-8-
Increased Oil Consumption The Cause of Increased Oil Consumption
2. Oil loss when the engine brake is used

When the engine brake is applied, the vacuum pressure is high, therefore, the
amount of oil entering the combustion chamber increases and the oil consumption
increases.
��
When driving on a highway or uphill, the vehicle speed is often controlled by accel-
��
eration operation, so the using frequency of the engine brake becomes high and
the amount of oil consumption increases.
3. High engine speed

As the engine speed becomes higher, the piston moves more quickly. Therefore,
it is more difficult for the piston ring to splash lubrication the oil on the inside of the
cylinder wall.
Furthermore, the amount of oil that the crank shaft scrapes off also increases, and
the oil supply increases. As a result, the amount of oil consumption increases.
4. In the case of a vehicle with turbocharger

In the case of a vehicle with turbocharger, the oil is exposed to high temperatures
(approximately 700 degrees centigrade), so oil degradation is quicker.
Further, the turbo charger applies a heavier load, so as a result, it consumes a
greater amount of oil.
(2/2)
Abnormal Sound of Engine Mechanically Abnormal Sound and Noise
The engine consists of many parts, and each part operates by a sliding or rotational
movement. The portion that slides or moves by rotational movement has clearance
without exception and when this clearance becomes larger than the specification,
an abnormal sound or noise can be heard.
The sound resulting from abrasion in the engine has the following character-
istics
1. Occurrence condition
• When the engine is cold, the sound is loud.
• When the oil viscosity is insufficient, the sound is loud.
• When the hydraulic pressure is low, the sound is loud.
• When accelerating, the sound is loud.
• When the load is heavy, the sound is loud.
2. Sound types
• Sliding sound: the sound of things rubbing together.
• Hitting sound: the sound produced by hitting.
• Other sounds: Generally obscured and complicated sounds.
HINT:
• Sound when idling
(See “Malfunction Knowledge” of “Fundamentals of Troubleshooting” on PDF(2 to
2) Attachment D-2)
• Sound in the specified engine speed range
2) Attachment D-3)
• Sound at various engine speed range
2) Attachment D-4)
(1/1)
-9-
Abnormal Sound of Engine Abnormal Sound and Noise Caused by Abnormal Combustion
1. Knocking
During acceleration, a high-pitch hitting sound is produced.
The piston and the valve receive a bad influence and the engine may be damaged.
Main cause
• Poor fuel quality
Octane number of the fuel is lower than the required
• Ignition timing is advance
If the ignition timing is advanced, combustion is performed suddenly. As a result,
knocking occurs.
• Spark plug failure
The overheated spark plug becomes a heat spot and causes pre-ignition.
Suitable temperature for spark plug: approximately 450 to 950 degrees centigrade
(self-cleaning temperature)
• Carbon accumulation in the combustion chamber
If carbon accumulates in the combustion chamber, the carbon prevents the heat
from being dissipated and the engine overheats.
The heated portion becomes a heat spot and causes pre-ignition.
• Air fuel mixture ratio is lean
During high speeds and with a heavy load, if the air fuel mixture ratio is lean,
knocking will occur easily.
• Over load operation
When the engine load is excessive, knocking will occur easily.
HINT:
If the vehicle is continued to be driven while knocking occurs, the malfunction as
shown below could occur.
• Overheating
• Metal damage due to engine overheating
• The amount of fuel consumption increases due to reduced heat efficiency
• Spark plug, piston and valve melt down.
• Cylinder head gasket breakage.
(1/4)
2. Run on (dieseling)
This is a phenomenon in which spontaneous combustion occurs. This phenom-
�� enon is caused when the fuel sucked in by the inertia of the crankshaft or flywheel,
overheated spark plug that ignites the unburned gas and the carbon accumulated
��
��
��
in the combustion chamber becomes a heat source even after the ignition switch is
��
turned off.
HINT:
In an EFI engine, when the ignition switch is turned on, the fuel stops. Therefore,
run on does not occur.
Main cause
• Inappropriate fuel
The fuel self-ignition temperature or octane number is low.
• High intake temperature
The compressed air fuel mixture temperature becomes higher than the self-ignition
temperature.
• High-pressure compression (high-speed, high-load running)
Combustion temperature and the combustion chamber wall temperature are both
high.
When the pressure is high, the compressed air fuel mixture temperature also
becomes high.
• Carbon accumulation inside the combustion chamber
When carbon accumulates inside the combustion chamber, the carbon prevents
the heat from being dissipated and the engine overheats.
The overheated portion becomes a heat spot.
• Spark plug failure
Spark plug is over-burned and becomes heat a spot.
• Idling speed is high
The amount of intake air when the throttle valve is fully closed is large.
• Engine overheating
Temperatures of combustion chamber parts become higher.
• Ignition timing retards
The maximum burning temperature lowers, but the combustion duration becomes
longer and the exhaust temperature becomes higher.
The temperature near the exhaust valve rises and becomes the heat source of the
spontaneous combustion.
(2/4)
-10-
Abnormal Sound of Engine Abnormal Sound and Noise Caused by Abnormal Combustion
3. After fire
Air fuel mixture is discharged without completely being combusted inside the com-
bustion chamber. This unburned gas is retarded in the exhaust system and burnt
explosively.
When the air fuel mixture is excessively rich, and the ignition timing slightly retards,
this phenomenon may occur.
Main cause
• Air fuel mixture is excessively rich
There is an oxygen shortage and the air fuel mixture cannot be combusted com-
pletely.
The unburned gas is heated in the exhaust pipe, and "after fire" occurs.
• Sudden deceleration and shifting down
Intake pipe vacuum pressure suddenly rises and the air fuel mixture becomes
excessively rich.
Since charging efficiency also worsens, the two elements of "good compression"
and "good air fuel mixture" are not satisfied. As a result, the combustion becomes
unstable and "after fire" tends to occur.
• Ignition timing retards
Combustion duration becomes longer, the combustion process continues until the
end of the explosion stroke and after burn occurs.
• Misfire
Sometimes misfire occurs due to a malfunction in the ignition system.
Unburned gas is heated in the exhaust pipe and after fire occurs.
(3/4)
4. Back fire
This symptom occurs as a result of the air fuel mixture being taken in is com-
busted. This is because the combustion process still continues even when combus-
tion in the cylinder becomes slow and when the intake valve opens in the case of
excessively lean air fuel mixture or ignition timing retardation, etc..
"Back fire" tends to occur when starting while the engine is cold when accelerating
during warm up.
Main cause
• Air fuel mixture is excessively lean
Combustion becomes slow and the combustion duration becomes longer. When
the combustion process is not completed in the explosion stroke and continues to
the next intake stroke, "back fire" occurs.
• Heat spot occurs
When heat spot occurs due to overheating, the air fuel mixture is ignited in the
intake stroke. The air fuel mixture is combusted in the intake manifold and "back
fire" occurs.
• Inappropriate valve timing and ignition timing
If these timings are inaccurate due to mis-operation, back fire occurs and the
engine does not run.
(4/4)
Vehicle Pull Outline
The cause of vehicle pull is sometimes on the vehicle side and sometimes due to
the road conditions or customer's habitual usage.
When performing troubleshooting for vehicle pull, it is important to understand the
cause of it.
Judgement of vehicle pull
It is difficult to judge vehicle pull by using an electrical tester, etc. So, perform a
road test and judge whether it is a malfunction or not.
• Compare with another vehicle of the same model
• Measure how much it moves within a certain distance
HINT:
Measure how many meters the vehicle offsets in 100 meters.
Cause of vehicle pull

• Force generated on the tire
• Influence of alignment
• Influence of road surface
��
(1/1)
-11-
Vehicle Pull Force Generated on the Tire
�� The force generated on the tire may cause vehicle pull. The typical phenomenon is
shown below.
• Ply steer
The transverse direction force is generated due to the ply direction of the tire belt.
When the tires are rotated straight ahead, the force that tries to move the tires in
the transverse direction along the ply is referred to as ply steer.
• Conicity
When applying a lateral force to the surface of a standing tire, portion contacting
with the ground will alter shape evenly. However, unevenness of the tread, the
force that returns it to the original shape is not equal. If rolling the tire in this condi-
tion, the tire rolls in the direction where the reaction force is smaller. In this condi-
tion, the force in the transverse direction is referred to as conicity.
Inspection methods regarding whether the force generating on a tire affects vehicle
pull or not.
• Change the left and right tires. Or remove the tire from the wheel and reverse.
Ply steer: The direction does not change at all.
Conicity: The direction changes.
(1/1)
Vehicle Pull Influence of Alignment
�� Vehicle pull occurs when there is an imbalance between the
forces: moving to the right and to the left.
Alignment that has conformity with vehicle pull.

• Difference between right and left of cambers
Moves to the positive (+) side
• Difference between right and left of casters
Moves to the smaller side
• Difference between right and left of the king pin angles
�� Moves to the negative side when braking
(1/1)
Vehicle Pull Influence of Road Surface
As for trails, each center of contact on the ground between right and left are differ-
ent, so the king pin offset dimension of the right and that of the left differ. Therefore,
since the moment around the king pin axis differs between right and left, the steer-
ing wheel moves to the side where the moment is larger.
Influenced conditions
• Depth of the trails:
As the trail becomes deeper, the level becomes larger.
• Width of the tires:
As the tire width becomes wider, the level becomes larger.
• Tire tread rigidity:
As the tire tread rigidity becomes higher, the level becomes higher.
HINT:
Some roads are slightly sloped for drainage. For this reason, the steering becomes
unstable in only a specific place, or the direction differs when going somewhere
and returning to the original place.
(1/1)
-12-
Brake Squeaking Outline
What is brake squeaking?

Brake squeaking is a vibrated symptom caused by the friction between the pads
and rotor. This vibration is transmitted as a sound. This symptom is referred to as
"self-excited vibration," and differs from the "forced vibration," such as body vibra-
tion. Self-excited vibration produces a further vibration to itself and as the vibration
becomes stronger, the energy becomes greater.
Sound generation and how the sound is transmitted
Brake squeaking is compared to a howling phenomenon. The howling phenom-
enon is produced by the following process: a sound enters the microphone from
�� the speaker, amplified by the amplifier, repeatedly comes out of the speaker, and
��
finally becomes louder sound.
If this symptom is compared to a brake, it is as follows. Speaker: rotor

Microphone: pads
Volume level of amplifier: coefficient of pad friction
Distance between the microphone and the speaker: attenuation (effectiveness of
�� the shims)
��
��
��
(1/1)
Brake Squeaking Construction of Brake and Brake Squeaking
In the case of self-excited vibration, once a vibration is generated, the vibration is

��
��
amplified and it becomes greater. As the amplitude becomes larger, greater attenu-
ation will be required to stop the vibration. In the brake construction, pads and the
rotor contact closely, so it is difficult to attenuate the vibration.
��
Generated frequency
�� In the case of brake squeaking, the generated frequency varies. Even if brake
��
�� squeaking at a certain frequency is reduced, another brake squeaking will be gen-
�� erated at different frequency. The frequency varies depending on the model and it
�� is difficult to reduce anything more than the general vibration. The effectiveness of
�� the reduction sometimes appears, but sometimes it does not appear.
��
The relationship between the brake squeaking and the brake
�� Brake squeaking is generated by the friction between the pads and the rotor, so
��
�� there is a correlation between the pad friction coefficient and brake squeaking.
Therefore, the prevention of brake squeaking and the improvement of brake effec-
tiveness are rather difficult to achieve at the same time. In fact, a large amount of
energy is transmitted to the rotor in the pads that are effective, the brake squeak-
ing tends to occur.
(1/2)
Conditions that tends to cause brake squeaking
• When the vehicle is left or the brake is cooled
Brake squeaking tends to occur due to the increase of the brake pad friction coef-
ficient caused by the oxidation of the rotor and pads surfaces, or pad moisture
absorption.
• When the brake is cooled down under high temperature conditions
When the temperature of the pad is over 200 degrees centigrade, the resin inside
the pads decomposes and the pad surface loses its abrasiveness. When the
temperature then drops, the friction coefficient increases. As a result, the brake
squeaking tends to occur.
HINT:
When the temperature of the pad becomes high, the paint on the sides sometimes
become whitish, helping to judge the thermal history.
• When the rotor ground trace cannot be seen
When the abrasive chips of the pad attaches to the rotor surface, the rotor surface
is ground by the pads, accordingly. When the surface irregularity decreases, the
friction coefficient increases. As a result, the brake squeaking tends to occur.
HINT:
Brake squeaking reproduction test
• Perform this test by altering the pedal depressing force on a slope.
• Increase the brake temperature and leave it for 30 minutes. Then perform this
test.
• Leave the brake overnight to decrease the brake temperature. Then perform this
test. (2/2)
-13-
Brake Squeaking Brake Squeaking Reducing Method
�� • Inspection of the anti-squeal shim and application of

grease
��
Check for peeling or warping of rubber on the anti-squeal shim
��
surface. Apply grease to the grease pan and claw of the anti-
squeal shim. By using grease, this procedure improves the
attenuation force and changes the contact between the caliper
and pad.
��
• Piston back
�� Press the piston of the caliper back once. In this procedure,
correcting the gouging of the piston and sliding it smoothly
helps to maintain the stable contact of the pads.
��
(1/2)
• Pad backing inspection and repair

Check for warping of the pad backing. If warping is found,
grind the backing.
This procedure helps to even the contact of the piston and cali-
per claw to the pads.
• Pads torque reception surface file and grease applica-
tion
Check the contact truck. If the pads contact unevenly, file the
surface with sandpaper to correct it so that it evenly contacts
with the caliper mounting.
Apply grease to the torque reception surface.
�� This procedure helps to reduce the friction to the torque recep-
�� tion surface and to make the pad stable.
��
��
��
(2/2)
Poor Braking Effectiveness Outline
Poor braking effectiveness indicates not only the case where the brake does not
operate at all even when the brake pedal is depressed, but also the case where
the brake effectiveness is weak against the depressing force or there is no pedal
feel.
When troubleshooting poor braking effectiveness, it is vital to have a thorough
compensation of the technical aspects in order to understand why the braking
�� effectiveness worsens.
Poor braking effectiveness mainly occurs under the following conditions.

1. When there is a malfunction in the brake system
2. When the vacuum pressure in the brake booster is not maintained
3. When fade phenomenon or vapor lock occurs
4. When the vehicle gross weight is increased due to passengers or laden weight
5. When driving on a submerged road
6. When the friction coefficient changes between the tire and the road surface
(1/1)
-14-
Poor Braking Effectiveness Poor Braking Effectiveness
1. In the case when there is a malfunction in the brake

�� system
�� Trouble in the brake system usually occurs in the rubber parts
��
�� of the hydraulic system such as the brake hose, the piston
�� cup, etc. Long -term use of the rubber parts in the system
�� results in deterioration, which causes fluid leakage. Moreover,
��
emergency braking may result in a deteriorated part bursting
�� suddenly, causing the braking system to lose control.
��
��
There are two brake hydraulic systems in the brake system
��
concerning safety. However, when either of these systems
�� have a malfunction, braking will be affected.
��
(1/9)
��
2. When the vacuum pressure in the brake booster is not
��
�� maintained
If the engine stalls while driving, the vacuum pressure in the
��
��
��
�� booster is not maintained.
Pressure in the booster is not secured. In this case, the brake
��
��
��
��
functions correctly only once. The brake pedal will feel heavy
��
and the brake seems to be ineffective after the second trial.
� �� HINT:
�� Even when the booster does not operate, it does not mean
�� that the brake effectiveness is not gained. If the driver fully
�� depresses the brake pedal, braking is effective although the
��
deceleration rate is less than normal.
(2/9)
3. In the case where fade phenomenon or vapor lock

occurs
Fade phenomenon
The resin contained in the friction materials of the pad and
shoe produce gas when the temperature of the pad and shoe
increases.
Poor braking effect results if the gas that acts as a lubricant
reduces the friction coefficient. The fade phenomenon tends to
occur especially during the initial period because the pad and
shoe contains appropriate conditions for producing the gas.
(3/9)
-15-
HINT:
The thermal history can be checked by disassembling the
brake unit responsible for the fade phenomenon.
��
��
(4/9)
Vapor lock
�� The driver doesn't feel any reaction from the brake pedal and
the braking effect is reduced when bubbles occur in the brake
fluid. The bubbles are produced when the heat in the pad and
shoe is transferred to the brake fluid and the fluid boils.
Conditions causing vapor lock
• After stopping a vehicle, the brake unit is not cooled down by
sufficient airflow.
• The brake fluid is not changed for a long time.
HINT:
�� Be sure to remove the air from the fluid. Once the vapor lock
occurs, bubbles remain in the piping although the brake pedal
�� operating force returns to normal after the brake cools down.
��
��
��
��
(5/9)
4. In the case where the vehicle gross weight is increased

�� due to passengers or laden weight
�� As the vehicle weight becomes heavier, stopping inertia
becomes greater. The stopping distance will be longer even if
� the brake pedal is depressed with the same force.
��
��
��
(6/9)
-16-
5. In the case where driving on a submerged road

Temporary poor braking effect is caused by the low friction
coefficient due to the lubricating action of the water when the
friction material in the brake becomes wet. Repeated braking
allows the water to evaporate and regain the braking effect
with friction heat.
(7/9)
6. When the friction coefficient changes between the tire

and road surface
Tires tend to slip and the stopping distance becomes longer
when running on a wet or snow covered road or using worn
tires. If emergency braking is applied under such conditions,
�� tires will lock and make the vehicle unstable resulting in a spin.
��
��
��
��
��
��
(8/9)
REFERENCE
Braking and Pedal Operating Force Check
1. Maximum braking force check
Measure braking force using a brake tester
Criteria
There must be no difference when comparing with another
vehicle of the same model.
��
2. Compare the breaking force and pedal operating force
Measure the breaking force and pedal operating force using a
pedal effort meter and brake tester.
��
��
Criteria
There must be no difference when comparing with another
��
��
� ��
��
(9/9)
-17-
Exercises

Answers Answers
Correct Correct
Answer Answer

-18-
Question-1
Which one of the following statements about increased oil consumption is True?
j 1.
k
l
m
n The amount of engine oil does not reduce by running.
n 2.
j
k
l
m The amount of the returned engine oil to the oil pan reduces when engine is not sufficiently warmed up.
So, measure the oil level after the engine is sufficiently warmed up.
j 3.
k
l
m
n If the oil degrades, the amount of oil consumption due to the degradation increases, but there is no
correlation with abrasion inside the engine.
n 4.
j
k
l
m When engine speed is high, the amount of oil consumption increases, but while the engine brake is
being applied, no oil is consumed.
Question-2
Which one of the following statements about vehicle pull is True?
j 1.
k
l
m
n Whether vehicle pull stability is caused by a malfunction of the vehicle or not can be judged
subjectively using a tester.
j 2.
k
l
m
n If the force generated by the tire causes vehicle pull, the vehicle will always move in opposite
direction after exchanging the right and left tires.
n 3.
j
k
l
m If there is imbalance between right and left of the camber caster king pin angle, vehicle pull
occurs.
j 4.
k
l
m
n Trails or inclinations in roads does not affect vehicle pull.
Question-3
Which one of the following statements about brake squeaking sounds is True?
j 1.
k
l
m
n The braking effect and brake squeaking are correlated with each other, therefore ineffective pads
make the squeaking sounds easy to generate.
j 2.
k
l
m
n High brake temperatures easily cause squeaking sounds.
j 3.
k
l
m
n Brake squeaking occurs at a frequency. Therefore, the sound will surely stop if attenuation process is
performed on that frequency.
n 4.
j
k
l
m In some cases, making a change in the contact between the caliper and the pad by applying grease to
the grease reservoir and claw of the anti-squeal shim attenuates the squealing sounds.
-19-
Question-4
Correct
Answers
1. If fuel consumption rapidly increased without any change in the customer's
j True n
habitual usage, it can be estimated that a malfunction has occurred to the vehicle. n
k
l
m j False
k
l
m
2. When the engine oil degrades, sludge etc. is produced and clogs the worn area n True n
j
k
l
m j False
k
l
m
inside the engine. As a result, the amount of oil consumption temporarily
decreases.
3. Vehicle pull occurs when forces to move towards the right and left are n True n
j
k
l
m j False
k
l
m
balanced.
4. Brake squeaking is caused by friction between the pad and the rotor. n True n
j
k
l
m j False
k
l
m
5. When vapor lock occurs and braking effectiveness is reduced, the brake fluid n True n
j
k
l
m j False
k
l
m
evaporates. So replenish the brake fluid.
Question-5
Correct
Answers
1. Increased fuel consumption is mainly caused by the vehicle malfunction and
does not occur in accordance with the customer's habitual usage or road n True n
j
k
l
m j False
k
l
m
conditions.
2. Regarding the malfunction of increased oil consumption, measurement of the oil n True n
j
k
l
m j False
k
l
m
consumption amount that the customer performed is not accurate, therefore
unreliable. So, it is necessary to measure the oil consumption amount accurately
and judge whether it is a malfunction or not based on the result.
3. Since subjective judgment of poor steering stability using a tester or the like is j True n
k
l
m
n j False
k
l
m
impossible, conduct a road test to determine whether or not a steering stability
malfunction exists.
4. Brake squeaking is caused by the friction force between the tire and the road n True n
j
k
l
m j False
k
l
m
surface when brake is applied vibrates brake, and the vibration is transmitted
as a sound.
5. A poor braking effect is not only when the brake is ineffective even after the brake n
j True n
k
l
m j False
k
l
m
pedal has been depressed, but also when the braking effect is weaker compared
to normal or when no response is felt by depressing the pedal.
-20-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge "Attachment D-1"
Points for measurement and specific example

Cause of increased fuel consumption Example of consulting method How to take data
Driving on the various types of roads and have the customer understand the · Comparison between congested road and suburban
difference in fuel consumption. At the same time, have the customer know the road
road condition where he drives.
Road condition HINT: · Comparison between driving uphill and flat road.
The conditions other the driving courses should be the same as much as possible. · The commuting road of the customer and that of his
fried to which fuel consumption is compared.
Have the customer and another person drive on the same road and have the · Comparison between driving method by paying
Driving method customer understand the difference in fuel consumption caused by the driving attention to the shift and acceleration.
method.
Using condition
Engine load Drive on the same road with applying load and without applying load. Have the · Comparison when the electrical loads such as air
customer understand the difference in fuel consumption caused by the load. conditioner are ON with when these are OFF.
· Comparison between the differences in load and the

number of occupants
Short trip Have the customer understand the difference in fuel consumption between short · Comparison between short trip and long trip.
trip and long trip, or when the engine is cold and after the engine is warmed up.
· Comparison of starting when the engine is cold and
when the engine is warmed up.
· Comparison between the warming up duration.
Drive on the same road before the vehicle was brought in and after the vehicle · Comparison when the vehicle is brought in and after
has been repaired. Then, have the customer understand the difference in fuel it is repaired.
Vehicle malfunction consumption.
Have the customer understand the difference in fuel consumption by illegally · Comparison when the standard brand such as tires
customized or non-genuine parts are used. and the non-genuine parts.
Sound when idling

Estimated cause Check point
Water pump bearing trouble - Check the water pump body using a sound scope.
- Fill engine oil from the outside of the oil seal or spray anti-squeaking agent on the surface.
Oil seal noise
The sound becomes smaller or eliminated.
- Check the timing case cover using a sound scope.
Play in the direction of the camshaft thrust. The noise becomes louder when the engine is heated.
After idling, the sound becomes smaller or eliminated when the engine speed is higher than the idle speed.
- Check the camshaft bearing by placing a sound scope on the camshaft bearing cap.
Wearing of camshaft bearing
The noise becomes smaller as the engine speed becomes high.
Adjust the valve clearance.
Poor contact between the valve and the valve seat. Check the contact between the valve and the seat by placing a sound scope close to the cylinder head.
The vacuum gauge indicator moves largely.
Check by depressing the clutch pedal.
Play in the direction of the crankshaft thrust. When the sound stops, the play is large.
When depressing the clutch pedal, the crankshaft is pushed forward. As a result, thrust play is eliminated and the sound
stops.
Check the intake manifold, the air cleaner connections, etc.
Air intake
Clog the position estimated the air is taken in using engine oil, grease, a cloth, etc.
Sound in the specified engine speed range

Sound can be heard when sudden acceleration after idling is performed.
Belt slip Adjust the belt tension to the specified value.
Check the belt for wear, cracks, or oil stains.
Contacting noise of the bearing or the brush to alternator Remove the belt, and check the noise while rotating the pulley by hand.
When the engine is cold, the side knock is loud, however, as the temperature rises, the sound reduces, or stops.
Piston side knock As for the aluminium alloyed piston, the expansion is larger than the cylinder. So, piston clearance becomes small and the
side knock also becomes small.
When the spark plug does not spark, the sound changes and generally, it becomes smaller.
Loud noise from the bottom of the engine is heard when accelerating after the engine is warm up, or immediately after the
acceleration.
Connecting rod bearing knock
When the engine speed is in the range that the sound is produced, if the spark plug does not spark, the sound changed,
generally eliminates.
Loud noise from the bottom of the engine is heard when accelerating after the engine is warm up, or immediately after the
acceleration.
Crankshaft bearing knock Even when the spark plug does not spark, the sound changes little.
The sound of the crankshaft bearing knock is lower and duller comparing with that of the connecting rod bearing knock.
Piston pin knock becomes louder as the engine temperature rises.
Piston pin knock
Piston pin knock sounds more solid than the piston knock.
Cooling fan isn’t centered Check the fan for a bend, poor placement, or rolling.
The sound becomes louder when suddenly accelerating
The fly-wheel bolt is loosened The sound becomes smaller or eliminates when fully depressing the clutch pedal.
The sound similar to the crankshaft bearing knock can be heard rather solid.
Sound at various engine speed range

Increased valve clearance and the contact failure Adjust the valve clearance.
Check the sound by placing a sound scope on the valve.

Valve stick sound
Spray engine oil or anti-squeaking agent, the sound becomes smaller or eliminates.
Check by placing a wet cloth, etc. on the exhaust system to block.

Exhaust gas leaks
The sound becomes louder when the engine speed suddenly rises.
Check by making the spark plug not spark
The sound becomes smaller or eliminates when the spark plug does not spark.
Compression gas leaks
If there is a leak, oil spurts out.
When the gasket is damaged, the combustion gas escapes into the cooling system. As a result, bubbles may be
generated at the top of the radiator.
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
Outline Outline
Confirm the flow of troubleshooting based on the five stages of

��
��
��
troubleshooting method using examples of engine and harsh
�� engagement of the driving system in A/T vehicle.
��
��
• Difficulty in starting the engine
• Idling trouble
�� • Engine stall and hesitation
�� • Insufficient power
�� • Harsh engagement of the driving system in A/T vehicle
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
(1/1)
Difficulty in Starting the Engine Outline
Malfunctions regarding the engine start are roughly classified into two groups.
��
• The engine is not cranked properly
• The engine is cranked but does not start easily
��
When devising the procedures for troubleshooting for difficulty in starting the
�� engine, pay attention to the following points.
�� • In order to start the engine, adequate cranking speed and the three elements in
the engine are necessary. Therefore, it is important to do a systematic inspection to
��
discover the position of the malfunction cause
• By effectively using the diagnostic function of engine ECU, troubleshooting can
��
proceed efficiently
��
REFERENCE:
��
Flow of troubleshooting
(See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(2 of 3)
Attachment B-1)
��
��
��
(1/1)
-1-
Difficulty in Starting the Engine Flow of Troubleshooting
�� 1. Cranking condition inspection

(1) To start the engine, a certain cranking speed is required. In this inspection, judge
whether the speed required for starting the engine is maintained or not.
�� (2) When the cranking speed is adequate, proceed to the troubleshooting for igni-
tion, fuel and compression, which are referred to as the three elements in the
�� engine.
�� (3) If the cranking speed is not adequate due to the malfunction in the starting
system, the engine does not start even if its condition is normal.
�� Inspection methods
Inspect the normal engine cranking speed using a vehicle of the same model and
�� compare it to the customer's vehicle.
��
��
HINT:
The minimum cranking speed required for starting the engine:
�� • 60 to 120 rpm (gasoline engine)
��
• 50 to 150 rpm (diesel engine)
��
��
��
��
(1/8)
�� 2. Cranking condition inspection after the battery is replaced

In some cases, the cause of the malfunction gets caught in a vicious circle as in the
following:
�� The engine does not start
↓
�� The customer cranks for a long period of time
�� ↓
The battery becomes weak (discharged)
↓
�� Cranking speed is inadequate
�� In this case, replace the battery first and then inspect the cranking speed and start-
��
��
ability.
��
When it is abnormal even after the battery is replaced
��
When adequate cranking speed is not obtained, proceed to troubleshooting starting
system and engine rotational resistance inspection.
��
��
��
��
(2/8)
-2-
�� 3. Engine rotational resistance inspection

When the engine is not cranked properly, the two causes, a malfunction in the start-
ing system and the excessively large engine rotational resistance are suspected.
��
When the engine rotational resistance is normal
�� A malfunction in the starting system will be suspected.
�� The capability of the starting system decreases and the engine is not adequately
cranked.
When the engine rotational resistance is not normal
�� The engine rotational resistance will be excessively large.
The starting system is normal but the engine rotational resistance is excessively
�� large, causing the engine not to be adequately cranked.
��
��
Inspection methods
��
��
Engine rotation resistance inspection
(See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
��
��
��
��
(3/8)
4. Conformity with the result of the DTC output

Even if the DTC indicates abnormality, the malfunction that the DTC indicates is
��
different from the malfunction that the customer points out. Therefore, inspect the
relationship between the DTC and the problem symptom.
Normal DTC is displayed
The cause of the malfunction can be estimated in the area that has no DTC.
�� DTC is displayed
��
Check the conformity between the output result of the DTC and the problem symp-
tom.
No DTC is displayed
�� When no DTC is displayed, the ECU itself can be considered not to operate prop-
erly. Therefore, the malfunction can be judged to be in the power source or the
relevant area.
��
��
Inspection methods
�� Diagnostic inspection
��
�� HINT:
�� Data of ECU inspection
�� (See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
��
(4/8)
-3-
5. Confirm the symptoms of "difficulty in starting the engine"

��
The expression "difficulty in starting the engine" does not specify a cause of the
malfunction. The cause is different depending on whether the initial combustion
�� occurs or not, or if it takes a longer time but the engine starts. In this stage, the
�� cause of the malfunction is narrowed down by understanding the specific symptoms
�� of "difficulty in starting the engine."
��
�� Engine starting condition inspection
��
��
��
��
��
��
��
��
��
��
��
��
��
(5/8)
�� 6. Three elements inspection

When neither the DTC is displayed nor the initial combustion occurs, the mal-
function can be considered to be in the three elements. In "The three elements
inspection," narrow down the cause of the malfunction to either the ignition, fuel, or
��
compression element.
In the case of the gasoline engine:
�� • Ignition system
��
When the ignition spark is weak or has no spark, the DTC relating to the ignition
signal or relevant area is not displayed. As a result, the malfunction is not judged to
be in the ignition primary system but in the ignition secondary system.
��
��
�� Ignition and glow systems inspection
• Fuel systems
Judge whether the fuel pressure exists or not, the injector o perates or not.
When the fuel pressure does not exist, the malfunction can be judged to be in the fuel pump and relevant area.
Inspection methods
Fuel system inspection (See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
• Compression system
The drop in compression pressure causes difficulty in starting the engine. In this case, before the engine starting difficulty occurs, a
malfunction is caused by poor idling or a malfunction caused by insufficient power.
Inspection methods
Compression system inspection (See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
In the case of the diesel engine:
• Glow system
When the malfunction is in the glow system, the intake air temperature does not sufficiently rise. Therefore, the engine might not
start or may take longer time to start.
Inspection methods
Ignition and glow systems inspection (See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
• Fuel system
When there is difficulty in starting the engine due to insufficient fuel supply, it is difficult to consider that the malfunction occurs in
more than two cylinders at the same time. This is because the malfunction cause is likely to be in the parts through which the fuel
is passed after its delivery, such as the injection nozzle and delivery pipe. So, these parts are not the main cause of the malfunc-
tion. Therefore, systematically inspect the parts to the injection pump and narrow down the cause of the malfunction.
Inspection methods
Fuel system inspection (See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
In a diesel engine, fuel is not ignited unless it is adequately compressed, that is the engine does not start. In "The three elements
inspection," inspect the compression and judge whether the sucked air is adequately compressed or not.
It is important to strongly consider the case where the malfunction of the compression system causing difficulty in starting the
engine does not occur when only one cylinder fails, but when more than one cylinder fails at the same time.
Inspection methods
Compression system inspection (See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
(6/8)
-4-
7. Narrow down the malfunction based on the problem symptoms

�� Narrow down the cause of the malfunction based on the symptoms that "takes time
�� to start the engine" and the situation that "difficulty in starting the engine" occurs. If
the symptom is serious, the engine may not start even if there are no differences in
the cause.
It is important to supply the appropriate A/F ratio to start the engine. The A/F ratio
�� greatly affects the engine's startability, so establish the priority of the causes that
�� affect the A/F ratio depending on the malfunction occurrence.
��
��

��
��
��
��
��
��
��
��
��
��

��
��
(7/8)
REFERENCE
Judge A/F Ratio due to the Wet Condition of the Spark Plug
After cleaning the spark plug, stop the cranking before the engine starts and check
the wet condition of the spark plug.
If the spark plug is wet, the A/F ratio can be judged to be small.
This judgement is largely affected by the engine condition prior to checking the
spark plug.
Even when the A/F is lean, the spark plug becomes wet due to a longer cranking
time or misfire and therefore, the A/F ratio may be judged to be rich. So, it is nec-
essary for the technician to make a judge based on this method.
(8/8)
-5-
Idling Trouble Outline
The problem symptoms due to poor idling are classified into two groups.
�� • The engine does not smoothly turn and the engine vibrates.
• The idling speed is abnormal (the speed is high, low, hunting).
�� When dividing the procedures for troubleshooting for poor idling, pay attention to
the following point.
• In the case of idling trouble, the troubleshooting method or the area of malfunction
��
��
��
��
cause is greatly different depending on the malfunction occurrence condition.
�� It is important to perform the complete malfunction occurrence condition confirma-
tion and narrow down the malfunction whether rough idle or idling trouble.
REFERENCE:
�� Flow of troubleshooting
�� (See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(3 to 3)
�� Attachment C-1)
��
��
��
��
��
��
��
(1/1)
Idling Trouble Flow of Troubleshooting
1. Verify poor idling

�� Regarding poor idling, the cause of the malfunction differs depending on "rough
idle" or "abnormal idling speed." So, narrow down the cause of the malfunction by
understanding the condition of the poor idling.
�� Rough idle
Rough idle is a symptom when the engine does not smoothly turn and vibration is
occurring.
�� Abnormal idling speed
�� Abnormal idling speed is a symptom when the engine speed is not in the specified
range.
Specific examples:
�� • The idling speed is high
• The idling speed is low
• Hunting
�� • The first idle is low
• Drop in the rotating speed when the load to the engine changes
etc.
HINT:
��
• Even when the symptom is a rough idle, the malfunction sometimes may be
caused by abnormal idling speed (idling speed is low).
• The engine vibration in the diesel engine is larger than that in the gasoline engine
when idling if the technician cannot determine the cause, make a judge based on a
comparison with another vehicle of the same model.
(1/9)
-6-
�� 2. Conformity with the result of the DTC output

�� relationship between the DTC and the problem symptom.
• Normal DTC is displayed

�� The cause of the malfunction can be estimated in the area that has no DTC.
• DTC is displayed
Check the conformity between the output result of the DTC and the problem symp-
��
��
��
��
tom.
Inspection methods
��
HINT:
Data of ECU inspection
��
��
��
��
��
(2/9)
3. Cylinder power balance inspection

Judge the malfunction as either " affects a specific cylinder" or "affects all the cylin-
�� ders".
Inspection methods
Cylinder power balance inspection
��
�� Gasoline engine:
• When the malfunction affects only a specific cylinder, proceed to troubleshooting
for the three engine elements in the cylinder.
�� • When the malfunction affects all the cylinders, proceed to the air fuel ratio.
��
�� Diesel engine:
��
��
��
��
��
��
��
��
• When the malfunction affects only a specific cylinder, narrow down the cause of
�� the malfunction based on the difference whether the power in the cylinder is strong
or not during the cylinder power balance inspection.
• When the malfunction affects all the cylinders, inspect the exhaust gas condition
and narrow down the malfunction cause to either the three elements.
(3/9)
-7-
4. Inspect the gasoline engine's three elements

�� When the malfunction affects only a specific cylinder, it can be condsidered to be in
the one of the three elements in the engine. Narrow down the malfunction to either
the ignition, fuel or compression element.
��
• Ignition system
When the ignition spark is weak or has no spark, the diagnosis code relating to the
ignition signal or relevant area is not displayed. As a result, the malfunction is not
�� judged to be in the ignition primary system but in the ignition secondary system.
��
��
Inspection methods
�� Ignition and glow system inspection
• Fuel system
Judge whether the injector operates or not.
Inspection methods
Fuel system inspection
Measure the compressed pressure using a compression gauge.
Inspection methods
Compression system inspection
(4/9)
5. Inspect the diesel engine's three elements

When the malfunction affects a specific cylinder, narrow down the malfunction
�� cause based on the power of the cylinder, that is, whether it indicates strong power
or weak power, in the cylinder power balance.
(1) When one cylinder power is strong, narrow down the malfunction cause
based on the exhaust smoke.
Exhaust condition inspection
��

��
When the exhaust is normal
Combustion is considered to be normal, so inspect the fuel system to determine
whether the amount of fuel injection from the injection nozzle is insufficient or noth-
��
ing at all, etc.
• Fuel leak in the injection pipe, etc.
• Injection nozzle failure
�� • Injection pump failure
��
When the exhaust is white smoke

Misfire is considered, so inspect the compression and glow systems that may pos-
sibly contain the cause of the abnormal combustion.
Inspection methods
• Ignition and glow system inspection
(2) When one cylinder power is strong, consider strong explosion pressure
as a cause. An increase in the injection amount due to a fuel system mal-
function is considered.
• Injection nozzle failure
• Injection pump failure
HINT:
When the amount of fuel injection increases, the amount of black smoke increases
under the conditions of sudden acceleration with no load and diesel knock may
occur.
(5/9)
-8-
��
6. Inspect the air fuel ratio in the gasoline engine
When the malfunction affects all cylinders, it is important when troubleshooting to
judge whether the A/F is rich or lean. In this inspection, perform an A/F inspection
and narrow down the malfunction cause.
Inspection methods
Air fuel ratio (A/F) inspection
��
��
(6/9)
�� 7. Inspect the exhaust gas in the diesel engine

When the malfunction affects all the cylinders, inspect the exhaust gas condition
and narrow down the malfunction cause to either the three elements.
Inspection methods
• Exhaust condition inspection
��
��
When white smoke is exhausted
When the temperature is low, a diesel knock sound occurs for a few minutes imme-
diately after the engine starts. When white smoke is exhausted, inspect the after
�� glow function.
��
��
�� HINT:
When the malfunction is in the after glow function, ignition retard time becomes
longer, diesel knocking sound increases, and white smoke is exhausted.
When white smoke is not exhausted

If air is mixed into the fuel, the amount of fuel injection does not become constant.
Pressure inequality also causes rough idling, so inspect fuel and compression sys-
tems.
Inspection methods
• Ignition and glow system inspection
(7/9)
�� 8. Narrow down the malfunction based on the abnormal idling speed condi-
�� tion
When idling speed is high or hunting occurs, the intake air volume is considered to
be too great.
�� When idling speed is low, the intake air volume is considered to be too small.
�� Here, narrow down the malfunction cause by checking the idling speed.
��
Gasoline engine:
When idling speed is high or hunting occurs
(1) ISCV system
�� • ISCV failure
�� • ISCV control system failure (ECU, wire harness)
• Water temperature sensor range/performance problem
(2) System of the engine proper
• Throttle body system malfunction (throttle valve does not fully closed)
• Intake system air sucking
When idling speed is low

(1) ISCV system
• ISCV body failure
• ISCV control system failure (ECU, wire harness)
• Water temperature sensor range/performance problem
(2) System of the engine proper
• Throttle body system failure (throttle valve full-closed position failure)
• Clog in intake system
• Engine rotational resistance is increased
(8/9)
-9-
�� 9. The causes in diesel engine

• The cause of high idling speed
Narrow down the cause of the idling speed being higher than the specified value
to be in
�� the accelerator wire or in the injection pump.
��
Inspection methods
Check whether the injection pump adjusting lever returns to the correct position or
not.
• When it returns
�� Adjust idling speed
�� When the malfunction is not eliminated even though the idling speed has been
�� adjusted,
the malfunction is considered to be in the injection pump.
• When it does not return
Adjust accelerator wire
When the malfunction is not eliminated even though the accelerator wire has
been
adjusted, the malfunction is considered to be the result of accelerator wire drag or
idle-up
device failure.
• The cause of low idling speed
Narrow down the cause of the idling speed being lower than the specified value to
be
either in the idle-up device, engine proper or in the injection pump.
Inspection methods
As a cause of low idling speed, inspect whether the idle-up devices such as the
A/C
switch or power steering operates or not.
• Idling speed is low only when the idle-up device is ON
Idle-up device failure
• Idling speed is low when the idle-up device is both ON and OFF
Idle speed poor adjustment
Engine rotational resistance is large
Injection pump failure
HINT:
When the injection pump fails, the injection volume in all cylinders equally
decreases. As
a result, the engine speed becomes slow.
(9/9)
Engine Stall and Hesitation Outline
Engine stall
�� There are many conditions under which engine stall occurs.
• When the engine is idling, the engine speed becomes unstable and the engine
stalls.
��
��
• While the vehicle is running, when the accelerator pedal is released because
�� there is a red traffic signal, the engine stalls.
��
• When accelerating or going over humps, the engine loses power and stalls.
�� As for engine stall, reproducing the problem symptoms is difficult in most cases.
In order to reproduce the symptoms during troubleshooting, it is necessary to
ascertain from the customer the conditions under which engine stall occurs. After
the engine stalls, difficulty in restarting or poor idling often occurs. This is also an
�� important point when troubleshooting.
��
Hesitation
Hesitation is considered to be a light symptom of engine stall. But the symptom
�� occurs only momentarily so a speedy, yet accurate inspection should be performed
while the hesitation occurs. As for the cause of the hesitation, there are roughly two
types, mechanical type in the engine, for example, the valve stick, and electrical
�� type, for example, the operating EFI system. Further, another cause, such as an
�� ECT shifting problem, can also be considered, so it is necessary to understand the
�� malfunction from a wide point of view.
��
REFERENCE:
��
��
(See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(2 to 3)
Attachment B-2)
(1/1)
-10-
Engine Stall and Hesitation Flow of Troubleshooting

�� Even if the DTC indicates abnormality, the malfunction that the DTC indicates is
Inspection methods
��
��
When there is conformity between the DTC and symptom

��
��
• If the symptom continuously occurs, the malfunction is judged to be in the area
�� where the DTC is indicated.
• If the symptom does not occur, it is necessary to inspect while the malfunction is
occurred by using the reproducing method.
��
Reproduction method
��
�� HINT:
�� When there is a hesitation malfunction, using diagnosis test mode, ascertain the
malfunction area in which the malfunction momentarily occurs, and efficiently
narrow down the malfunction cause.
��
(1/4)
�� 2. Narrowing down using the data of ECU

By analyzing the data of ECU when the malfunction occurs, judge whether the
sensor range/performance problem or the malfunction related to the actuator can
be narrowed down or not.
��
��
��
��
(2/4)
-11-
Engine Stall and Hesitation Flow of Troubleshooting
3. Symptom occurrence condition confirmation

As for engine stall or hesitation, when there is difficulty in restarting or poor idling
�� accordingly, or when the problem symptom occurs by using the reproduction
method, etc. the occurrence conditions vary. Here, performing troubleshooting that
matches in the symptom occurrence condition efficiently narrows down the mal-
function cause.
(1) Difficulty in restarting after engine stalls
�� After the symptom occurs, proceed with the inspection following troubleshooting for
��
��
��
��
��
��
��
��
difficulty in engine restarting.
�� Difficulty in starting the engine
�� (See “Difficulty in starting the enginepage” in this chapter)
�� (2) Restarts but idling trouble occurs after engine stalls
�� When the engine stalls as a result of poor idling, proceed with the inspection by fol-
�� lowing troubleshooting for poor idling.
��
�� Idling trouble
�� (See “Idling trouble” in this chapter)
(3) Symptoms occurs by reproduction method

When the malfunction occurs by using a reproduction method, the malfunction
cause can be judged to be the area in which applied the reproduction method. Per-
form the troubleshooting narrowing down the malfunction at the area.
Inspection methods
Reproduction method
(4) Engine stall without idling trouble and difficulty in restarting the engine
The symptom occurs, however, when neither difficulty in restarting nor poor idling
is accompanied by it, the symptom recurs only momentarily. Therefore, to observe
the symptom is rather difficult. But when the symptom occurs, if the following items
are inspected, the malfunction cause can be narrowed down to the fuel system or
ignition system.
<1> Narrow down ignition system
It is difficult to clearly judge that the malfunction cause is in the ignition system. So
narrow down the fuel system and after confirming that the system has no malfunc-
tion, inspect the parts and the connectors in the ignition system using reproduction
method.
<2> Narrow down fuel system
• Fuel pressure inspection
When the symptom occurs, check whether the fuel pressure exists or not.
In the case where fuel pressure exists
• Injector and injection control and the relevant area
• Ignition system
In the case where fuel pressure does not exist
• Fuel pressure feed system including the fuel pump
• Fuel pump control system
Inspection methods
Fuel system inspection
• Air fuel ratio inspection

Using a hand-held tester, judge the A/F condition when the symptom occurs based
on the O2 sensor voltage.
Inspection methods
Air fuel ration (A/F) inspection
HINT:
When it is not possible to narrow down the cause to the ignition and fuel systems,
inspect for causes other than those relating to engine control.
• ECTs
• Mechanical cause in the engine
• The cause of A/F rich and lean that is not observed with the tester.
(3/4)
-12-
Engine Stall and Hesitation REFERENCE

Narrow Down Using Tachometer
During a road test, narrow down whether the malfunction cause is in the ignition
primary side or not by observing how much the indicator of the tachometer drops
when the problem symptom recurs. In the tachometer or tune up tester that counts
��
the number of counterelectromotive generated in the ignition primary coil and
converts it into the engine speed, if a malfunction occurs in the ignition primary
system, the indicator of the tachometer distinctively drops.
Inspection methods
Inspect the movement of the indicator in the tachometer when hesitation occurs.
Criteria:
• When the indicator dramatically drops:
A malfunction in the primary ignition system
• When the indicator gradually drops:
A malfunction in an area other than the primary ignition system
HINT:
This inspection cannot be performed in the system where the ECU counts the Ne
signal, etc. and sends the engine speed to the tachometer.
(4/4)
Insufficient Power Outline
�� The causes of insufficient power are roughly classified as follows.

• Poor acceleration
The vehicle can run smoothly, but acceleration as a reaction of the throttle valve
�� opening is not done.
The power does not react to the throttle valve opening change.
• Insufficient power
When driving uphill, speed cannot be gained.
��
The power when the throttle valve is fully opened is insufficient.
When troubleshooting for insufficient power, it is necessary to pay attention to the

�� following.
(1) Understand what the customer points out and what he wants you to do.
(2) To perform an accurate troubleshooting, fully perform diagnostic questioning. If
the vehicle still has diagnosis codes, it is important to check the freeze frame data
��
and create the similar conditions and surroundings to those when the symptom
occurs so as to reproduce the symptom.
(3) It is difficult to make a judgement based on the value from the tester, etc., so
�� perform a road test paying attention to the following factors.
• Drive another vehicle of the same model and compare it with the one in which the
��
symptom occurs.
• Actively involve two or three other people in the road test and make a judgement
based on several opinions.
�� • Perform a road test with the customer whenever possible.
��
��
HINT:
As for troubleshooting for insufficient power, it is important to judge the entire
vehicle, not only the engine but also the drive train system, brake system, etc. and
perform the appropriate procedures.
REFERENCE:
(See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(3 to 3)
Attachment C-2)
(1/1)
-13-
Insufficient Power Flow of Troubleshooting

��
different from the malfunction that the customer points out. Therefore, confirm the
HINT:
��
(1/5)
2. Vehicle condition inspection

�� (1) Basic inspection
��
When the symptom confirmation is difficult unless driving, for example, insufficient
power, to proceed the work efficiently, perform the basic inspection before the road
��
�� test. The malfunction cause may be found in this basic inspection.
��
��
�� Basic inspection
��
(See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(2 of 3) Attach-
�� ment B-3)
HINT:
��
�� A basic inspection is performed before verifying the symptom that the customer
��
�� points out. Inspect the condition of the vehicle, take notes, and then perform a road
��
�� test without altering the state of the vehicle.
��
(2) Symptom confirmation by road test
�� • Drive the vehicle together with the customer and perform the road test.
�� • If the test cannot be performed with the customer, perform road test according to
�� the information obtained from the diagnostic questioning and the symptom occur-
rence condition based on the freeze frame data.
�� • Confirm the system and judge whether it is malfunction or not, there is conformity
�� between DTC and/or vehicle inspection result and malfunction.
��
��
HINT:
If every DTC functions are used during the road test, it will be easier to find the mal-
�� function cause.
• When performing a road test in check mode, the possibility of DTC detection will
be higher.
• Use equipment to store the ECU data, perform the road test, and analyze the ECU
data when the malfunction occurs. These procedures can detect an abnormality that
the DTC does not output, such as a sensor range/performance problem or a mal-
function in the actuator.
(2/5)
-14-
�� 3. Narrowing down using data of ECU

By analyzing the data of ECU when the malfunction occurs, judge whether the
sensor range/performance problem that cannot be detected by the DTC and mal-
functions in the actuators, can be narrowed down or not.
Inspection methods
��
��
��
��
��
��
��
��
(3/5)
�� 4. Troubleshooting method determined according to road test

�� • Some symptoms of insufficient power appear characteristically depending on the
��
malfunction cause. Therefore, it is important to perform the road test while keeping
�� the malfunction cause and the characteristics of its appearance in mind.
• A diesel engine vehicle does not exhaust white smoke while warmed up. If white
��
��
smoke is observed, it can be judged to be a malfunction. However, immediately after
��
�� the engine starts in extremely low temperatures, it may appear the white smoke, but
�� in fact this is actually vapor, so it is important to observe carefully.
��
Perform diesel smoke density inspection at no-load sudden acceleration beforehand
�� to narrow down the malfunction cause by combining the inspection result with the
��
��
�� symptom occurrence condition at load test.
��
��
Malfunction areas and symptom appearances
�� (See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(2 to 3) Attach-
�� ment B-4)
��
��
�� HINT:
�� Verify the symptom occurrence conditions without having any preconceptions and
��
��
judge where the malfunction cause exists. In some cases, the malfunction cause is
��
not only in the engine control system but also in the mechanical portion or drive train
�� system relevant area, etc.
��
�� (4/5)
-15-
�� 5. When there is a white smoke in diesel engine

Narrow down the malfunction cause depending on the conditions in which the white
smoke occurs.
��
��
• White smoke is exhausted from almost all engine speed ranges
As for this cause, a malfunction in the fuel and the compression system is consid-
�� ered.
��
• Water is mixed into the fuel.
• Fuel cetane rating is low.
��
�� • Compression pressure is low.
��
��
��
��
etc.
��
�� • White smoke is exhausted when the engine speed is in the middle to high
�� range
��
��
As for this cause, a malfunction in the injection pump itself, intake and fuel systems
�� are considered.
�� • Clogging of fuel filter
�� • Dirt of air cleaner element
�� • Injection pump internal failure
��
��
��
��
etc.
��
Inspection methods
��
��
��
Exhaust condition inspection
(5/5)
Harsh Engagement of the Driving Outline

System in A/T Vehicle
�� The symptoms relating to strong shocks in the driving system in an A/T vehicle can
roughly be separated into two types.
• Only shock is sensed
�� • Both shock and sound are sensed
When both shock and sound are sensed, even if the shock itself is not strong, since
�� the sounds which is sensed by the ears and the shock which is sensed by the
�� body are synchronized, the degree of complaint tends to be large. The conditions
in which a strong shock occurs varies depending on the causes, such as starting,
shifting, accelerating, sudden throttle opening and closing, etc.
�� When proceeding with troubleshooting for strong shock in an A/T vehicle, it is nec-
��
essary to pay attention to the following.
• It is important to judge whether the shock is malfunction level or not, because a
certain shock is not avoidable when shifting due to the construction and function of
A/T vehicle.
To be able to judge accurately, it is important to drive an A/T vehicle on a daily basis
in order to become familiar with the level in each model, so as to develop a good
sense of judgement regarding whether it is a malfunction or not.
• As for the cause of the strong shock, the malfunction area can be significantly
narrowed down based on the malfunction occurrence conditions. A cause other
than an A/T can also be considered, so it is important to understand the occurrence
conditions and problem symptoms accurately.
HINT:
When using an unspecified ATF, it negatively affects the shock when the clutch
engages or slips, so it is important to use the specified one. As the coefficient of
friction becomes larger, the greater the shift shock will be.
REFERENCE:
(See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(2 of 3)
Attachment B-5)
(1/1)
-16-
Harsh Engagement of the Driving Flow of Troubleshooting

��
1. Basic inspection
Inspection methods
Perform "Basic Inspection" in the Repair Manual.
�� 2. Conformity with the result of the DTC output (ECT)

�� Normal DTC is displayed
��
�� The cause of the malfunction can be estimated in the area that has no DTC.
�� DTC is displayed
��
��
�� Check the conformity between the output result of the DTC and the problem symp-
tom.
No DTC is displayed
�� When no DTC is displayed, the ECU itself can be considered not to operate prop-
�� erly. Therefore, the malfunction can be judged to be in the power source or the
relevant area.
Inspection methods
��
Diagnostic inspection
HINT:
• Data of ECU inspection
�� • DTC and problem symptoms
When DTC is detected, the code may be related to the shock reducing control. But,
the contents greatly affect the engine or ECT control, other symptom problems may
be accompanied by the malfunction.
For example, when IDL contact is always OFF, the malfunction of the engine hunt-
ing or idling speed failure is more significant than that of the shock when shifted
from N to D position.
In the DTC that is related to ECT relevant area, if the S1 or S2 solenoid valve rel-
evant area DTC is output, the symptom may rather be felt shifting point failure or
insufficient power than the strong shock.
(1/8)
HINT:
Tips for inspection
• Throttle cable mark position
When fully closed
There is stroke margin between the mark and the outer cable tip
When fully opened
The cable has clearance margin (not tight)
• The deformation of the throttle cable bracket and cable connecting conditions on
the transmission side
(2/8)
-17-
Harsh Engagement of the Driving Flow of Troubleshooting

�� 3. Narrow down whether A/T or others according to road test
��
Hold the gear in position, so as not to shift it, and verify whether the shock occurs
or not when accelerating and decelerating. Narrow down whether the malfunction
cause is in the A/T itself or in other areas.
��
HINT:
If the shock occurs under this condition, the cause can be judged to be in the driv-
ing train and suspension devices, that is not in the A/T. In this case, gear noise may
be accompanied by shock.
��
Causes other than A/T
�� Drive train and suspension failures
�� • Engine mount failure
• Rattle and play of propeller shaft and drive shaft are large
• Backlash in the differential is large
• Suspension installation condition is bad
etc.
(3/8)
4. Narrow down by occurrence condition and inspection result

�� The occurrence of a strong shock caused by the A/T itself, happens only when
��
shifting. Therefore, based on the shock occurrence conditions, considering what
the acting elements are or what commonly occurs can narrow down the cause.
��

��
��
��
��
(4/8)
Strong shock when both the shift lever is moved and the gear is changed
It is considered that the cause is not in each acting element but in the line pres-
sure, which in relation to all the acting elements, is excessively high.
��
��
HINT:
If this occurrence timing is same as the ATF changed timing, wrong ATF may be
used.
��
��
��
��
��
(5/8)
-18-
Harsh Engagement of the Driving REFERENCE

System in A/T Vehicle Flow of Troubleshooting
Line pressure adjustment
Line pressure changes depending on the number of the throttle valve E ring.
Adding one E ring reduces approximately 0.2 kg/cm².
(6/8)
Flow of Troubleshooting
�� Strong shock only when the gear is changed

�� • When a strong shock occurs when all the gears are change
Since the gear is changed when the shifting point is high and the engine speed
is rather high, the shock becomes strong. In vehicles other than ECT ones, an
�� extremely low governor pressure is considered to a cause. In an ECT vehicle,
��
vehicle speed affecting the shifting point control and an throttle position signal are
��
��
��
considered to be causes.
�� HINT:
�� When a vehicle speed lower than that of the actual speed is input or a greater
�� throttle signal than that of the actual throttle opening is input, the shifting point will
��
be higher.
Both vehicle speed signals and throttle signals are DTC items, but in the DTC
�� detection level malfunction, a strong shock will not occur.
Example:
�� When an abnormal code regarding the vehicle speed signal is detected; because
��
��
��
��
there are two sensors When an abnormal code regarding the throttle signal is
detected; the shifting point will be conversely low, because the throttle opening is
activated to 0 degrees in response to the fail safe function.
��
��
�� The malfunction in the vehicle speed signal may affect other systems (engine, TRC,
��
��
ABS, etc.), so check it.
�� • Strong shock when gear is changed only to a specific gear position
�� When gear is changed to the gear, the cause will be considered to be in the acting
��
element.
(7/8)
Strong shock only when the shift lever is shifted from N to D or from N to R
��
The malfunction is considered to be in the acting element related to D or R.
�� The malfunction area is judged to be in the acting element which is not commonly
used.
(1) Only when shift lever is shifted from N to D
• Accumulators and servos in C1
�� • Scot control system, STP signal is not input, NSW signal is not input (ECT vehicle
�� only)
(2) Only when shift lever is shifted from N to R

• Accumulators and servos in C2
• Accumulators and servos in B3
(8/8)
-19-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples "Attachment B-1"
1.Cranking condition inspection
OK NG
2.Cranking condition inspection after the battery is replaced
Troubleshoot discharged
NG Possible to start
battery
OK 3.Engine rotational resistance inspection
OK NG Malfunction of the engine proper
Malfunction of the starting system
4.Conformity with the result of the DTC output
Normal DTC is displayed DTC is displayed

No DTC is displayed
Malfunction in the ECU and

No conformity With conformity power source system
Troubleshoot according to the DTC
5.Confirm the symptoms of "difficulty in starting the engine"
Initial combustion does not

Initial combustion occurs but
occur and the engine cannot Takes longer time to start
the engine immediately stalls
start
Diesel engines
Does the engine stall when the

6.Three elements inspection
accelerator pedal is depressed?
Gasoline engines
7.Narrow down the malfunction

NG OK Yes No
based on the problem symptoms
Malfunction of the Malfunction of the

ISCV system fuel pump system
Ignition and Fuel system Compression

glow system system
1. Conformity the result of the DTC output.
With conformity No DTC is output

No conformity or
normal DTC is
output
Malfunctions in
Malfunctions Malfunctions do not ECU, power source
continuously occur continuously occur and the relevant
area
Troubleshooting according to DTC while

Troubleshooting according to DTC.
using a reproduction method
2. Narrowing down using the data of ECU
Cannot be narrowed Can be narrowed Troubleshooting the area narrowed down

down down
3. Symptom occurrence condition confirmation
Engine stall without

Difficulty in Restarts but idling Symptoms occurs
idling trouble and
restarting after trouble occurs after by reproduction
difficulty in restarting
engine stalles engine stalls method
the engine
Troubleshooting for Troubleshooting for Troubleshooting Narrow down the

difficulty in starting poor idling the area where it malfunction in the
the engine is narrowed down gasoline engine form the
three elements
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples "Attachment B-3
Basic inspection
System Inspection
· When fully depressing the accelerator pedal, whether the throttle valve fully opens or not
· Whether the amount of coolant and engine oil is good or not, whether the drive belt tension is
good or not
(overheat is suspected)
· Whether rough idling exists or not
Engine (compression pressure drop in a specific cylinder is suspected)

· Whether the air cleaner element has dirt or not
(clog in intake system is suspected)
· Whether the diesel smoke level when sudden accelerating without load is
good or not (diesel engine only)
· Whether no load maximum speed is good or not (diesel engine only)
· Whether the clutch slip exists or not
· The amount of ATF is good or not
Drive train (AT slip is suspected)

· Whether stall speed is good or not
(AT slip and torque converter failure are suspected)
Brake · Whether the brake drag exists or not
Others · Whether the fuel sedimenter indicator operates or not

Malfunction areas and symptom appearances

Malfunction areas Road test methods (symptom appearances)
Turbocharger/ Due to insufficient boost pressure, insufficient power is felt when vehicle starts or a heavy load is applied.
Supercharger When sudden accelerating without load, diesel smoke level inspection is normal (diesel engine)
When a heavy load is applied and the engine speed is high, there is a shortage of intake air and insufficient power is felt.
Intake system Feeling that engine speed has hit its peak, however engine speed does not increase.
When sudden accelerating without load, a lot of black smoke is exhausted in the diesel smoke level inspection (diesel engine)
Due to excessive EGR volume, insufficient power is felt when vehicle starts or a heavy load is applied.
EGR system
When sudden accelerating without a load, more black smoke is exhausted in the diesel smoke level inspection (diesel engine)
Due to clogging in exhaust system, there is a shortage of intake air, and insufficient power is felt when a heavy load is applied and there the engine
Exhaust system speed is high.
When driving with the throttle valve fully open in 1st or 2nd gear, the maximum speed is lower.
After driving for a while with a heavy load applied and engine speed high, insufficient power is felt.
The water temperature indicator indicates high temperature. Knocking is often accompanied.
Cooling system
In the case of diesel engine, even if overheat occurs, insufficient power is not immediately felt. Until when a malfunction in the cylinder head gasket,
piston, etc. occurs, insufficient power is not felt, so it is necessary to pay attention (diesel engine).
Due to fuel supply shortage, insufficient power is felt when a heavy load is applied or the engine speed is high.
Fuel system When driving with the throttle valve fully open in 1st or 2nd gear, the maximum speed is lower.
Engine stall also may occur.
If injection timing advances, insufficient power is felt when vehicle starts or a heavy load is applied and diesel knocking sound is loud (diesel engine).
Injection timing
When sudden accelerating without a load, black smoke volume is large in the diesel smoke level inspection (diesel engine)
Due to injection volume shortage, insufficient power is felt in the heavy load range, from low speed to high speed (diesel engine).
Injection volume
When sudden accelerating without a load, diesel smoke level inspection is small (diesel engine)
Compression pressure Insufficient power is felt in all ranges from the starting acceleration.
Due to clutch or brake slip, vehicle speed does not follow the engine speed increase.
The symptom significantly appears when running with half throttle.
Automatic transmission
Due to shifting point failure, both engine speed increase and vehicle speed increase is retard.
Due to the lock up clutch full-time operation, both engine speed increase and vehicle speed increase is retarded.
1. Basic inspection
2. Comformity with the result of the DTC output (ETC)
All the basic inspection items are

There are abnormalities in the basic inspection or
normal and DTC is normal or there
there is conformity between DTC and the symptoms
is no conformity
Malfunction is not Adjust or repair, then

eliminated perform road test
Malfunction is
eliminated
3. Narrow down whether A/T or others according to road test
With shock Without shock
Cause other than A/T Cause in A/T
4. Narrow down by occurrence condition and inspection result
Strong shock when both the shift lever Strong shock only when the Strong shock only when shifted
is moved and the gear is changed gear is changed from N to D or from N to R
Acting elements relevant

Line pressure to D or R range
inspection
When a strong shock occurs

when all the gears are Strong shock when gear is changed
change (shifting point is high) only to a specific gear position
OK NG
Operation element in accumulator, servo system
ATF poor quality Line pressure

regulation circuit
failure ECT vehicle
Unspecified ATF
Other than ECT Vehicle speed signal,

throttle signal inspection
Governor pressure
inspection
Vehicle speed Throttle signal

signal is incorrect is incorrect
OK NG
Throttle pressure system Governor pressure system Speed sensor Throttle position
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples "Attachment C-1"
1.Verify poor idling
Rough idle Abnormal idling

speed
Set the idle speed to the specified range
The symptoms are eliminated
The symptoms are not eliminated
2.Conformity with the result of the DTC output
DTC is displayed
Normal code
is displayed Normal code
With conformity is displayed
No conformity No conformity
Troubleshoot according to the DTC
8.Narrow down the malfunction based on

3.Cylinder power balance inspection
the abnormal idling speed condition
The malfunction The malfunction affects

affects all the cylinders The causes in
a specific cylinder gasoline engine
4. 5. 6. 7. 9.
Inspect the Inspect the Inspect the air Inspect the The causes in
gasoline diesel fuel ratio in exhaust gas diesel engine
engine’s engine's the gasoline in the diesel
engine engine ISCVsystem Systems
three three
of the
elements elements
engine
proper
The causes of The causes of low

NG There is a cylinder There is a cylinder
OK high idling speed idling speed
whose power is weak whose power is strong
How is exhaust condition? Immediately No white smoke

Ignition Fuel Compression Clog in the after starting the
system system system injector,unstab engine there is
le injection With white smoke Without white smoke white smoke Fuel - Idle up device Fuel - Auxiliary devices
quantity etc. Large Small system - Cold shart system - Engine proper
(Rich) (Lean) improvement device
Glow Compression Fuel Fuel Glow Compression Fuel

system system system system system system system
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples "Attachment C-2"
Clear the DTC
2. Vehicle condition inspection
Malfunction confirmation according to a road test
Malfunction is Malfunction is not Symptom reproduction according to a reproduction method, or a

reproduced reproduced work from diagnostic questioning
Judgement whether it is a malfunction or not
Judgement to be Consult with the different view point from

malfunction Judgment not to be malfunction
the malfunction
No conformity between DTC/result of vehicle Conformity between DTC, result of vehicle

inspection and the actual symptoms inspection and the actual symptoms
Troubleshooting
3. Narrowing down using the data of ECU Repair the areas judged as malfunction in
according to DTC
the vehicle inspection
Cannot be narrowed down Can be narrowed down Troubleshooting the area narrowed down
4. Troubleshooting method determined according to road test
Engine Drive train system

relevant area relevant area
Automatic transmission
5. When there is a white smoke in the Supercharger Intake Exhaust Fuel Cooling Engine three
diesel engine and turbocharger system system system system elements
In all the engine speed, this occurs In middle to high engine speed, this occurs
Fuel system Engine relevant area Injection pump intermal pressure
NG OK
Warning lamp of the Compression pressure
fuel sedimenter inspection and repair
- Air cleaner element dirt
Clogging of fuel filter, fuel
- Air duct crush
pipe, or hose
- Air hose crush
- Injection pump failure:
timer is stuck on the low speed side
OFF ON OK
Injection timing
inspection, repair Fuel sedimenter and
fuel tank drain
Fuel cetance Injection pump failure:

rating is low - Feed pump failure
- Regulating valve failure
Diagnosis Master Technician - Fundamentals of Troubleshooting Examination
• Please take this examination after finishing all the chapters

in this book.
• Click the "Start Examination" button.
• Type all of your answers into the examination form on the
screen.
• After all the questions are finished, click the "Write results"
button at the bottom of the screen.
• A new window will appear. After inputting all required fields
into the answer form, print it out and submit it to the
instructor.
2003 TOYOTA MOTOR CORPORATION. All right reserved.
-1-
Q-1 Which one of the following statements about troubleshooting is True?
j A. It is more important to repair the area where the customer points out than first confirming the
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malfunction symptoms.
j B.
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n All the symptoms that the customer points out are malfunctions, so repair all of them.
j C. Determine the malfunctioning systems based on the vehicle's function, construction and operation,
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and starting with an inspection of the system, narrow the target down gradually to the inspection of
individual parts.
j D. If the malfunction is eliminated, the malfunction will not recur.
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Q-2 Which one of the following statements about troubleshooting is False?
j A. When troubleshooting, it is important to correctly identify the malfunction symptoms that the
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customer points out.
j B. To correctly and promptly perform troubleshooting, systematic work based on the five stages is
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required.
j C. To troubleshoot the true cause of the malfunction, the technician must adopt a habit of following
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the cause-and-effect relationship of each item by observing the following cycle: estimate and verify,
estimate and verify.
j D. To promptly repair when troubleshooting, inspect all suspected areas without following the required
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procedures.
Q-3 Which one of the following statements about diagnostic questioning and the
reproducing symptom is True?
j A. When performing diagnostic questioning, use technical terms to obtain more detailed information
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from the customer.
j B.
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n When performing diagnostic questioning, completely understand the conditions what the customer
points out to reproduce the symptoms.
j
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n C. To reproduce the symptoms, it is important to reproduce the conditions where the malfunction does
not occur based on the information from diagnostic questioning.
j D. Try not to perform a road test to reproduce the symptoms with the customer, because he may point
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out another malfunction.
Q-4 Which one of the following statements about the reproduction method is False?
j A. Apply further vibration, similar to when the vehicle vibrates to create a situation where the engine is
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inclined or wire harness is pulled.
j B.
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n Apply electrical load to the vehicle to create a condition where the engine vibrates.
j C. Apply water to the vehicle to create a condition where water enters the connector or condensation
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is produced.
j D. Apply heat or cold to the vehicle to create a condition where parts expand or contract through a
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temperature change.
-2-
Q-5 Which one of the following statements about the diagnostic inspection is True?
j A. When DTC is output, any of the sensors, actuators, wiring and ECUs on the systems that the
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malfunction codes indicate may have a malfunction.
j B. When normal code is output, the electrical system can be judged not to have malfunction.
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j C. When DTC is not output, the actuator system, which has no diagnostic function, has a malfunction.
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j D. Normal mode can detect more malfunctions which occur momentarily, such as poor contact, than
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test mode.
Q-6 Which one of the following statements about data of ECU inspection is True?
j A. Freeze frame data remains recorded even when the diagnostic code is deleted.
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j B. Freeze frame data records the road conditions when the ECU records a diagnostic code.
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n C. ECU data cannot be confirmed unless the diagnostic code is detected.
j
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j D. Confirming the ECU data may discover the cause of the malfunction when the diagnostic code is not
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output.
Q-7 Which one of the following statements about the ignition and glow systems, fuel
system and compression system inspection is True?
j A. Before inspecting a gasoline engine's ignition system, perform the injector connector disconnection
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or other procedures so that the fuel does not inject.
j B. When inspecting an EFI gasoline engine's fuel system, disconnect the fuel hose in the engine
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compartment while cranking and check whether or not gasoline comes out.
n C. When inspecting a diesel engine's fuel system, if fuel is not injected into the cylinder, the fuel pump
j
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has a malfunction.
j D. When compression pressure is low during compression system inspection, fill the cylinder with a little
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amount of oil and if compression pressure changes, the malfunction may be in the cylinder head side.
Q-8 Which one of the following statements about cylinder power balance is True?
j A. By confirming the change in engine speed when the combustion of each cylinder is stopped in turn,
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judge whether or not the malfunction is in fuel system or compression system.
j B. In a diesel engine, controlling the amount of fuel injected into the cylinders by loosening the union nut
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of the injection nozzle, check the engine speed and vibration.
j C. The engine speed does not decrease, or if there is a cylinder that has almost no change, the cylinder
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is normal.
j D. In a common rail diesel engine, cylinder power balance inspection cannot be done.
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Q-9 Which one of the following statements about oil loss via the piston rings and (via) the
valve guides inspection is True?
j A. To perform oil loss via the valve guides inspection, after warming up the engine, race it at
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approximately 2000 to 3000 rpm to check the state of the exhaust gas.
j B. To perform oil loss via the piston rings inspection, after warming up the engine, leave it for 4 to 5
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minutes at idle and race it to inspect the exhaust condition.
n
j
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m C. In the case of oil loss via the piston rings, white smoke increases when the engine speed rises.
j D. In the case of oil loss via the valve guides, white smoke increases while the engine is idle.
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-3-
Q-10 Which one of the following statements about a diesel engine's exhaust condition
inspection is True?
j A. By inspecting the exhaust condition, the engine's combustion condition can be judged.
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j B. Black smoke is product that is discharged under the condition where combustion is performed at
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comparatively low temperature and injected fuel is not burnt.
j C. When injected fuel particles are exposed to a high temperature and a lack of oxygen, the fuel
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becomes soot. White smoke is this soot.
j D. Black smoke may be discharged because engine oil or water enters the combustion chamber.
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Q-11 Which one of the following statements about recurrence prevention is True?
j A. Repairing the malfunction area eliminates the malfunction, so it is not necessary to check the
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influence on other areas.
j B.
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n When maintenance is performed at your own work shop, poor maintenance is not the cause, so
troubleshoot estimating the life of components.
j C. The customer's way of driving or habitual usage is irrelevant to the malfunction, therefore it is not
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necessary from the view point of recurrence prevention to confirm this at diagnostic questioning from
the sight of recurrence prevention.
j D. If there are no malfunctions and the performance of the customer's vehicle is no worse than others
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of the same model, troubleshoot whether the customer's expectations are high or not.
Q-12 Which one of the following illustrations correctly shows the reproduction method?
j A. Apply impact
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n j B. Apply heat and cold
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Cooled air
Malfunction
j C. Apply water
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n j D. Apply electrical load
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-4-
Q-13 Which one of the following statements about the cause of increased fuel consumption
is True?
j A. The smaller the engine displacement, the fuel consumption increases.

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n B. The shorter the warm-up idling time, the fuel consumption increases.
j
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j C. The greater the electrical load, the fuel consumption increases, due to increased load on the
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alternator.
j D. On express ways, the fuel consumption increases because of constant speed driving.
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Q-14 Which one of the following statements about the characteristics of abnormal sounds
in the gasoline engine caused by abrasion in the engine is True?
j A. Sounds are small after the engine is warmed up.

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j B. Sounds are small when oil viscosity is low.
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j C. Sounds are small when accelerating.
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j D. Sounds are small when no load is applied to the engine.
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Q-15 Which one of the following statements about the main causes of poor braking
effectiveness is True?
j A. When the amount of the brake fluid reduce to the minimum level of the master cylinder.
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j B. Driving on a submerged road.
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j C. When the friction coefficient between the tire and road surface increases.
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j D. When the brake is slightly warmed by several application while driving.
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-5-
Diagnosis Master Technician

Fundamentals of Troubleshooting
No. Select. Ans. HINT:

1 C Using the keyboard, fill in your name, and ID No. on this form.
2 D Push the "Print" button to print this page.

3 B When you receive instruction from your instructor, submit
4 B the saved file to the instructor using FAX, e-mail or a floppy
disc.
5 A The print button does not function for Internet Explorer
6 D versions below 5.0.
7 A In such cases, please print out the answers using the print
function of the browser (under "File").
8 B
9 C Reference:
When instructed by the instructor, go to "File" pull-down
10 A menu at the top of the window and select "Save as" to save
11 D the answer sheet in a folder such as "My documents".
12 D Before saving, be sure to select "Web file (*.htm; *.html)" or
"Text file (*.txt)" according to the file format that was
13 C
instructed.
14 D
15 B
Chapter
Instruction
Examination
Excercise
Send by
Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
-6-
Diagnosis Master Technician - Gasoline Engine Control System Outline of Engine Control System
Outline of Engine Control System Computer Control of Gasoline Engine

A gasoline engine produces power
through the explosion of a mixture of
Three essential elements of gasoline engine
gasoline and air. The three essential ele-
ments for a gasoline engine to produce
1. Good air-fuel mixture 2. Good compression 3. Good spark power are the following:
1. Good air-fuel mixture
2. Good compression
3. Good spark
To achieve these three elements simul-
taneously, it is important to precisely
control the formation of the air-fuel mix-
ture and the timing of the sparks.
Before 1981, the only engine control
system in existence was the EFI (Elec-
tronic Fuel Injection), which used a com-
puter to control the fuel injection volume.
In addition to the EFI, there are now var-
ious computer-controlled systems,
including the ESA (Electronic Spark
Advance), ISC (Idle Speed Control),
diagnostic systems, etc.
REFERENCE:
Toyota uses a computer-controlled sys-
tem called the TCCS (Toyota Computer-
Controlled System) to optimally control
the fuel injection, ignition timing, driv-
etrain, brake system, and other systems
in accordance with the operating condi-
tions of the engine and the vehicle.
(1/1)
Process of Computer Control

Sensors Actuators For the computer to function properly, it
requires a comprehensive system com-
prised of various input and output
U devices.
EC
On an automobile, sensors such as a
water temperature sensor or an air flow
meter correspond to the input device.
And actuators such as injectors or ignit-
ers correspond to the output device. At
Toyota, the computer that controls a sys-
tem is called an ECU (Electronic Control
Wire harness
Unit). The computer that controls the
engine is called an engine ECU (or
ECM*: Engine Control Module).
The sensors, actuators, and the engine
ECU are connected with wiring har-
nesses. Only after the engine ECU pro-
cesses the input signals from the
sensors and outputs control signals to
the actuators can the entire system
operate as a computer-controlled sys-
tem.
*The ECM is SAE (Society of Automo-
tive Engineers) terminology.
(1/1)

-1-
Outline of EFI (Electronic Fuel Injec-

tion) System
The EFI system uses various sensors to
detect the operating conditions of the
engine and the vehicle. In accordance
with the signals from these sensors, the
ECU calculates the optimal fuel injection
volume and operates the injectors in
order to inject the proper volume of fuel.
During ordinary driving, the engine ECU
determines the fuel injection volume for
achieving the theoretical air-fuel ratio, in
order to ensure the proper power, fuel
consumption, and exhaust emission lev-
els simultaneously.
Starting and Constant-speed High-load driving At other times, such as during warm-up,
warm-up driving
acceleration, deceleration, or high-load
driving conditions, the engine ECU
detect those conditions with the various
sensors and then corrects the fuel injec-
tion volume in order to ensure an opti-
mal air-fuel mixture at all times.
(1/1)
Outline of ESA (Electronic Spark

Advance) System
The ESA system detects the conditions
10 10 10
of the engine based on the signals pro-
0 0 0
10
0
10
0
10
0
vided by various sensors, and controls
the spark plugs to generate sparks at the
appropriate timing.
Based on engine speed and engine
load, the ESA precisely controls the igni-
tion timing so that the engine can gener-
ate improve power, purify exhaust
gases, and prevent knocking in an effec-
tive manner.
(1/1)
Outline of ISC (Idle Speed Control)

System
The ISC system controls the idle speed
Fast idle so that it is always appropriate under
varying conditions (warm-up, electrical
ON
load, etc.).
To minimize fuel consumption and noise,
an engine must operate at a speed that
is as low as possible while maintaining a
stable idle. Moreover, the idle speed
Engine Idle-up must be increased to ensure the proper
speed
warm-up and drivability when the engine
START Idle after is cold or the air conditioner is being
warm-up
used.
(1/1)
-2-
Outline of Diagnostic System

The engine ECU contains a diagnostic
system.
The ECU constantly monitors the signals
that are being input by various sensors.
CHECK If it detects a malfunction with an input
signal, the ECU records the malfunction
in the form of DTCs (Diagnostic Trouble
Codes) and illuminates the MIL (Mal-
YES NO ENTER
HELP F1 F2 F3
1 2 3
RCV F4 F5 F6
4 5 6
SEND F7 F8 F9
7 8 9
EXIT F0 ON
0 #
function Indicator Lamp). If necessary,

OFF
RS232 DATA LINK

I/P
the ECU can output the DTCs by blink-

ing the MIL or displaying the DTCs or
other data on the display panel of a
handheld tester.
The diagnostic functions that output the
DTCs and datas of a malfunction on a
hand-held tester are a highly advanced
and complex form of electronics system.
Because a diagnostic system must com-
ply with the regulations of each country,
its contents vary slightly by destination.
(1/1)
-3-
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Description Description
The engine control system consists of three groups
including sensors (and sensor output signals), engine
ECU, and actuators. This chapter explains the sensors
(signals), power circuitry and ground circuitry, and sensor
Sensor Actuator
terminal voltages.
Sensor Engine ECU Actuator The engine ECU functions are divided into EFI control,
ESA control, ISC control, diagnosis function, fail-safe and
Sensor Actuator backup functions, and other functions. These functions
and the actuator functions are explained in separate
chapters.
Engine ECU
EFI ESA ISC
Other
function
Fail-safe
Diagnosis & backup Other
function
(1/1)

-1-
Preliminary Knowledge Power Circuitry

The power circuitry is the electrical circuits that supply
power to the engine ECU. These electric circuits include
the ignition switch, the EFI main relay, etc.
The power circuitry actually used by the vehicle consists
of the following two types.
(1/3)
Engine ECU
1. Control by ignition switch
EFI BATT As shown in the illustration, the diagrams show the
type in which the EFI main relay is operated directly
+B
Ignition from the ignition switch.
switch
+B1*
When the ignition switch is turned on, current flows to
the coil of the EFI main relay, causing the contacts to
EFI E1 close. This supplies power to the +B and +B1 termi-
main
relay nals of the engine ECU.
Battery voltage is supplied at all times to the BATT ter-
minal of the engine ECU to prevent the diagnostic
codes and other data in its memory from being erased
when the ignition switch is turned off.
* Some models only
(2/3)
2. Control by engine ECU

The power circuitry in the illustration is the type where
operation of the EFI main relay is controlled by the
Ignition Engine ECU engine ECU.
switch
This type requires that power be supplied to the
IGSW
engine ECU for several seconds after the ignition
EFI BATT
switch is turned OFF. Therefore, the turning ON and
OFF of the EFI main relay is controlled by the engine
+B ECU.
M-REL
When the ignition switch is turned ON, battery voltage
A/F HTR relay
is supplied to the IGSW terminal of the engine ECU,
E1
and the EFI main relay control circuitry in the engine
EFI main relay
Key
ECU sends a signal to the M-REL terminal of the
unlock engine ECU, turning on the EFI main relay. This signal
warning
switch
causes current to flow to the coil, closing the contacts
of the EFI main relay and supplying power to the +B
terminal of the engine ECU.
Battery voltage is always supplied to the BATT termi-
nal for the same reason as for the control by ignition
switch type.
Air-fuel ratio sensors In addition, some models include a special relay for
the air-fuel ratio sensor heater circuitry which is
required large amount of current.
REFERENCE:
In models where the engine ECU controls the engine
immobiliser system, the EFI main relay is also con-
trolled by the key unlock warning switch signal.
(3/3)
-2-
Ground Circuitry
The engine ECU contains the following three basic
ground circuits.
Engine ECU
Sensors +B 1. Ground for engine ECU operation (E1)
The E1 terminal is the engine ECU unit ground termi-
nal, and is normally connected close to the air intake
chamber of the engine.
2. Sensor grounds (E2, E21)
Actuators The E2 and E21 terminals are sensor ground termi-
E2 +B nals, and these are connected to the E1 terminal in
the engine ECU.
E21 These prevent the sensors from detecting erroneous
+B voltage values by keeping the sensor ground potential
E1
and engine ECU ground potential at the same level.
E01
3. Grounds for actuator operation (E01, E02)
The E01 and E02 terminals are actuator ground termi-
E02
nals, such as for the actuators, ISC valve, and air-fuel
ratio sensor heater, and, as with the E1 terminal, they
are connected close to the air intake chamber of the
engine.
Air intake chamber
(1/1)
-3-
Sensor Terminal Voltage

ECU
BATT The sensors convert various information into voltage
Constant-voltage
+B circuit change that can be detected by the engine ECU. There
are many types of sensor signals, but there are five main
Throttle position
sensor 5V types of methods for converting the information into volt-
5V
VC age. Understanding the characteristics of these types
makes it possible to determine during measurement if the
0~5V terminal voltage is correct or not.
Microprocessor
E2
E1
1. Using VC voltage (VTA, PIM)

ECU
BATT A5V constant voltage (VC voltage) for operating the
Constant-voltage microprocessor is created inside the engine ECU by
+B circuit
the battery voltage. This constant voltage, which is
Throttle position
5V
supplied as the sensor power source, is the VC termi-
sensor 5V
nal voltage.
VC
In this type of sensor, a voltage (5 V) is applied
0~5V between the VC and E2 terminals from the constant-
Microprocessor
voltage circuit in the engine ECU as shown in the illus-
tration. Then, this sensor substitutes the detected
E2
throttle valve opening or the intake manifold pressure
E1
for the voltage change between 0 and 5 V in order to
output.
SERVICE HINT:
If the constant-voltage circuit malfunctions or the VC cir-
cuit shorts, the power supply to the microprocessor will be
cut-off, causing the engine ECU to stop functioning and
the engine to stall.
2. Using a thermistor (THW, THA)

ECU
A thermistor's resistance value changes in accor-
Constant-voltage
dance with the temperature. For this reason, ther-
5V
circuit mistors are used in such devices as the water
temperature sensor and intake air temperature sen-
R
A sor, to detect changes in temperature.
Microprocessor As shown in the illustration, voltage is supplied to the
sensor thermistor from the constant-voltage circuit (5
Sensor
(Thermistor) V) in the engine ECU via resistor R. The properties of
E2 the thermistor are used by the engine ECU to detect
the temperature using the change in voltage at point A
E1
in the illustration.
When the thermistor or wire harness circuit is open,
the voltage at point A becomes 5 V, and when there is
a short from point A to the sensor, the voltage
becomes 0 V. Therefore, the engine ECU will detect a
malfunction using the diagnosis function.
-4-
3. Using voltage ON/OFF

ECU
(1) Devices using a switch (IDL, NSW)
5V Constant-voltage
When the voltage turns ON and OFF, it causes the
circuit sensor to detect the switch ON/OFF condition.
Sensors A voltage of 5 V is applied to the switch by the engine
(Transistor (Switch
used) used) ECU. The engine ECU terminal voltage is 5 V when
Microprocessor the switch is OFF, and 0 V when the switch is ON.
The engine ECU uses this change in voltage to detect
the sensor condition.
In addition, some devices use a battery voltage 12 V.
(2) Devices using a transistor (IGF, SPD)
This is a device that uses transistor switching instead
of a switch. As with the above device, the turning ON
and OFF of the voltage is used to detect the sensor
operation condition.
As with devices that use a switch, a voltage of 5 V is
applied to the sensor from the engine ECU, and the
engine ECU uses the change in terminal voltage when
the transistor turns ON or OFF to detect the condition
of the sensor.
In addition, some devices use a battery voltage 12 V.
4. Using a power supply other than from the engine

ECU ECU (STA, STP)
Stop lamp
The engine ECU determines whether another device
switch is operating by detecting the voltage that is applied
Microprocessor when another electrical device is operating.
The illustration shows a stop lamp circuit, and when
the switch is ON, a battery voltage 12 V is applied to
Stop the engine ECU terminal, and when the switch is OFF,
lamp the voltage becomes 0 V.
5. Using voltage generated by the sensor (G, NE, OX,

ECU
KNK)
As the sensor generates and outputs power itself, a
voltage does not need to be applied to the sensor.
The engine ECU determines the operation condition
Microprocessor by the voltage and frequency of the generated power.
HINT:
When inspecting the engine ECU terminal voltage, the
Pickup
coil NE signal, KNK signal and etc. are output in an AC
waveform. Therefore, highly accurate measurements
can be taken using an oscilloscope.
(1/1)
-5-
Sensor and Signals Air Flow Meter

The air flow meter is one of the most
Hot-wire type Vane type
important sensors because it is used in
to Air intake
chamber L-type EFI to detect the intake air mass
or volume.
Signal of the intake air mass or volume
to Air intake is used to calculate the basic injection
chamber
duration and basic ignition advance
from Air cleaner
from Air cleaner
angle.
The air flow meter is largely classified
Optical Karman vortex type into two types, mass air flow meters that
detect the intake air mass, and volume
air flow meters,intake air mass, and vol-
ume air flow meters, respective types
from to Air
Air
Karman
intake include the following.
cleaner vortexes chamber
Air flow
Mass air flow meter: Hot-wire type
Volume air flow meter: Vane type and
optical Karman vortex type
Currently, most models use the hot-wire
type of air flow meter because it has
superior measurement accuracy, lighter
weight, and better durability.
(1/5)
REFERENCE
Potentiometer
Potentiometer E2 VS Vane Type
VC
Compensation The vane type air flow meter is com-
Slider plate
posed of many components, as shown
Return spring Compensation Damping
to Air intake
in the illustration.
plate chamber
Intake air chamber When air passes through the air flow
temp.
sensor meter from the air cleaner, it pushes
to Air intake
chamber from Air open the measuring plate until the force
cleaner
Measuring plate acting on the measuring plate is in equi-
Idle mixture VS signal
librium with the return spring.
from Air cleaner adjusting screw The potentiometer, which is connected
VC E2
Bypass passage 5.0 coaxially with the measuring plate, con-
Measuring plate
Voltage (V) VS E2 verts the intake air volume to a voltage
signal (VS signal) which is sent to the
0
Measuring plate opening angle
engine ECU.
(Intake air volume)
(1/1)
-6-
REFERENCE
Mirror LED Leaf spring
Optical Karman Vortex Type
This type of air flow meter directly senses the intake air
volume optically.Compared to the vane type air flow
from to Air meter, it can be made smaller and lighter in weight. The
Air intake
cleaner
Karman
chamber
simplified construction of the air passage also reduces
vortexes
Air flow intake air resistance.
A pillar (called the "vortex generator" placed in the middle
of a uniform flow of air generates a vortex called a "Kar-
Pressure directing Phototransistor
Vortex aperture man vortex" down-stream of the pillar. As the generated
generator Karman vortex frequency is proportional to the air flow
speed, the air flow volume can be calculated by measur-
LED Phototransistor
ing the vortex frequency.
Vortexes are detected by subjecting the surface of a
Mirror piece of thin metal foil (called a "mirror") to the pressure
of the vortexes and optically detecting the vibrations of
Pressure the mirror by means of a photocoupler (an LED combined
directing
Vortex aperture with a phototransistor).
generator The intake air volume (KS) signal is a pulse signal like
that shown in the illustration. When the intake air volume
High is low, this signal has a low frequency. When the intake
Voltage
signal air volume is high, this signal has a high frequency.
Low
Low High
Intake air volume
(1/1)
1. Hot-wire type
(1) Construction
As shown in the illustration, the construction of the
hot-wire type of air flow meter is very simple.
The compact and lightweight mass air flow meter
shown in the illustration at left is a plug-in type that is
installed onto the air passage,and causes part of the
intake air to flow through the detection area. As shown
in the illustration, a hot-wire and thermistor,which are
used as a sensor, are installed in the detection area.
By directly measuring the intake air mass, detection
Intake air
precision is improved and there is almost no intake air
temp. sensor resistance. In addition, since there are no special
Thermistor Air flow
mechanisms, this meter has excellent durability.
The air flow meter shown in the illustration also has a
Platinum hot-wire built-in intake air temperature sensor.
(2/5)
-7-
(2) Operation and function

Current
As shown in the illustration, current flows to the hot-
wire (heater) causing it to be heated. When air flows
around the wire, the hotwire is cooled corresponding
Intake air to the intake air mass. By controlling the current flow-
ing to the hot-wire in order to keep the hot-wire tem-
Cool
perature constant, that current becomes proportional
to intake air mass. Intake air mass can then be mea-
sured by detecting that current. In case of hot-wire
Hot-wire (heater)*
type air flow meters, this current is converted into a
voltage that is then output to the engine ECU from the
*Constant temperature VG terminal.
5V
Output voltage (VG)
0 Intake air mass (g/sec.)
(3/5)
(3) Inner Circuit

In an actual air flow meter, as shown in the illustration,
Engine ECU
a hot-wire is incorporated into the bridge circuit. This
Air flow meter
bridge circuit has the characteristic of the potentials at
point A and B being equal when the product of resis-
Operational tance along the diagonal line is equal ([Ra+ R3]
amplifier
R1=Rh R2).
Ra (thermistor) Rh (hot-wire; heater) When the hot-wire (Rh) is cooled by intake air, resis-
Air VG
tance decreases resulting in the formation of a differ-
ence between the potentials of points A and B. An
R3 operational amplifier detects this difference and
A B causes a rise in the voltage applied to the circuit
(increases the current flowing to the hot-wire (Rh)).
R2 R1 VG− When this is done, the temperature of the hot-wire
(Rh) again rises resulting in a corresponding increase
in resistance until the potentials of points A and B
become equal (the voltages of points A and B become
higher).
By utilizing the properties of this type of bridge circuit,
the air flow meter is able to measure intake air mass
by detecting the voltage at point B.
(4/5)
-8-
In this system, the temperature of the hot-wire (Rh) is

continuously maintained at a constant temperature higher
Engine ECU
than the temperature of the intake air by using the ther-
Air flow meter
mistor (Ra). Consequently, since intake air mass can be
measured accurately even if intake air temperature
Operational changes, it is not necessary for the engine ECU to correct
amplifier
the fuel injection duration for the intake air temperature.
Ra (thermistor) Rh (hot-wire; heater) In addition, when air density decreases at high altitudes,
Air VG
the cooling capacity of the air decreases in comparison
with the same intake air volume at sea level. As a result,
R3 the amount of cooling for the hot-wire is reduced. Since
A B the intake air mass detected will also decrease, the high-
altitude compensation correction is not necessary.
R2 R1 VG
HINT:
The voltage (V) required to raise the temperature of
the hot-wire (Rh) by the amount of É¢T from the intake
air temperature remains constant at all times even if
Hot-wire (Rh) temp. the intake air temperature changes. In addition, the
20°C+ T cooling capacity of the air is always proportional to the
0°C+ T
intake air mass. Consequently, if the intake air mass
V remains the same, the output of the air flow meter will
V Intake air temp.
20°C not change even if there is a change in intake air tem-
0°C perature.
(5/5)
Manifold Pressure Sensor (Vacuum Sensor)

Vacuum chamber The manifold pressure sensor is used with D-type EFI for
Silicon chip Manifold pressure
sensing the intake manifold pressure. This is one of the
sensor Engine ECU most important sensors in D-type EFI.
VC
5V By means of an IC built into this sensor, the manifold
R
PIM pressure sensor senses the intake manifold pressure as a
IC PIM signal. The engine ECU then determines the basic
E2
E1
injection duration and basic ignition advance angle on the
basis of this PIM signal.
Filter to lntake manifold As shown in the illustration, a silicon chip combined with a
Silicon chip vacuum chamber maintained at a predetermined vacuum
Intake manifold pressure
is incorporated into the sensor unit. One side of the chip
is exposed to intake manifold pressure and the other side
(V) is exposed to the internal vacuum chamber.Therefore,
4 high-altitude compensation correction is not required
because the intake manifold pressure can be measured
Output voltage (PIM)
3
accurately even when the altitude changes.
2 A change in the intake manifold pressure causes the
shape of the silicon chip to change, and the resistance
1 value of the chip fluctuates in accordance with the degree
of deformation.
0 20 60 100 kPa The voltage signal into which this resistance value fluctu-
(760) (610) (310) (10) (mmHg ation is converted by the IC is the PIM signal.
Intake manifold pressure [vacuum])
(absolute pressure)
SERVICE HINT:
If the vacuum hose connected to the sensor comes off,
the fuel injection volume will reach the maximum, and the
engine will not run properly. In addition, if the connector
comes off, the engine ECU will switch to the fail-safe
mode.
(1/1)
-9-
Throttle Position Sensor

The throttle position sensor is installed on the throttle
Throttle body
body. The sensor converts the throttle opening angle to
voltage, which is sent to the engine ECU as the throttle
Throttle opening signal (VTA). In addition, some devices output an
position individual IDL signal. Others determine it at idle when the
sensor
VTA voltage is below the standard value.
Currently, two types, the linear type and hall element
type, are used.In addition, 2-system output is used to
improve reliability.
Linear type Hall element type
Hall IC
Magnets
(1/3)
REFERENCE
On-Off Type
This type of throttle position sensor uses an idle (IDL)
PSW
contact and power (PSW) contact to detect whether the
E
engine is idling or is running under a heavy load.
IDL
When the throttle valve is completely closed, the IDL con-
tact is ON and the PSW contact is OFF.
The engine ECU determines that the engine is idling.
Engine ECU When the accelerator pedal is depressed, the IDL contact
Throttle position
sensor turns OFF, and when the throttle valve opens beyond a
IDL +B or 5V certain point, the PSW contact turns ON, at which time
the engine ECU determines that the engine is running
E under a heavy load.
PSW +B or 5V
On
IDL E
Off
On
Off
PSW E
Throttle valve Open
(1/1)
- 10 -
1. Linear type
Slider (contact for As shown in the illustration, this sensor consists of two
IDL signal)
Closed sliders and a resistor, and contacts for the IDL and
E2
VTA signals are provided on the ends of each.
IDL When the contact slides along the resistor in sync with
VTA
the throttle valve opening angle, the voltage is applied
VC to the VTA terminal proportionally to the throttle open-
Open ing angle.
Engine ECU
Resistor
Throttle position
sensor
When the throttle valve is completely closed, the IDL
VC signal contact is connected to the IDL and E2 termi-
Slider (contact for 5V
VTA signal)
(Open) VTA nals.
IDL +B HINT:
E2
• Recent linear type throttle position sensors include
(Closed) E1
models without an IDL contact or models that have
an IDL contac but it is not connected to the engine
to other ECU(s)
ECU. These models use the VTA signal to perform
5
12 learned control and detect idling condition.
Output voltage (V)
• Some models use two-system output (VTA1, VTA2)

Output voltage (V)
5 5
to improve reliability.
IDL output
VTA2
ut put
Ao
VT VTA1
Idling Fully open Fully close Fully open

Closed Throttle valve Open Closed Throttle valve Open
(2/3)
2. Hall element type

The hall element type throttle position sensor consists
Throttle valve of a hall ICs made of hall elements and of magnets
that rotates around them. The magnets are installed
above the same axis as the throttle shaft and rotates
together with the throttle valve.
When the throttle valve opens, the magnets rotate at
the same time, and the magnets change their position.
At this time, the hall IC detects a change in the mag-
Magnets
Hall IC netic flux caused by the change in the magnet's posi-
(for Throttle position sensor)
Throttle shaft
tion, and the resulting hall effect outputs voltage from
the VTA1 and VTA2 terminals in accordance with the
amount of change. This signal is sent to the engine
Throttle position ECU as the throttle valve opening signal.
sensor Engine Output
Magnet ECU voltage (V) This sensor not only accurately detects the throttle
5 valve opening, but it also uses a non-contact method
VTA1 VTA2
Hall
and has a simple construction, so it does not break
E
IC down easily. In addition, to maintain the reliability of
Hall VC 5V VTA1
IC
this sensor, it outputs signals from two systems with
VTA2 different output characteristics.
0
Throttle valve Throttle valve
Magnet fully close fully open
Throttle valve opening angle
(3/3)
- 11 -
REFERENCE
Magnetic field Hall Effect
(Magnetic flux density)
The hall effect is the electrical potential difference that
occurs perpendicular to the current and magnetic field
when a magnetic field is applied perpendicular to the cur-
rent flowing in a conductor. In addition, the voltage gener-
ated by this electrical potential difference changes
proportionally to the applied magnetic flux density.
The hall element type throttle position sensor utilizes this
principle to convert the change in throttle valve position
(opening) to a change in flux density to accurately mea-
sure the change in throttle valve position.
Output voltage
VH
(mA)
0 Magnetic flux density
(1/1)
Accelerator Pedal Position Sensor

Sensor
Accelerator pedal
Sensor
operational operational The accelerator pedal position sensor
Fully close range
position sensor range Fully open converts the amount that the accelerator
Pedal
Pedal
operational operational pedal is depressed (angle) to an electri-
range
range cal signal that is sent to the engine ECU.
Fully Fully
In addition, to ensure reliability, this sen-
close open sor outputs signals from two systems
with differing output characteristics.
There are two types of accelerator pedal
EP2 VPA2 VCP2 EP1 VPA VCP1 position sensors, the linear type and the
hall element type.
5V
Output voltage
VPA2 1. Linear type

The construction and operation of
VPA
this sensor is basically the same as
0 Fully Fully the linear type throttle position sen-
close open
Accelerator pedal depressed angle sor.
Of the signals from the two systems,
one is a VPA signal that linearly out-
puts the voltage within the entire
range of the accelerator pedal
depression. The other is the VPA2
signal, which outputs the offset volt-
age from the VPA signal.
SERVICE HINT:
Do not remove the sensor. Extremely
fine position adjustment is required
when installing the sensor. Therefore,
replace the accelerator pedal assembly
when the sensor malfunctions.
(1/2)
- 12 -
2. Hall element type

The construction and operation of
this sensor is basically the same as
the hall element type throttle position
Magnet sensor.
To ensure better reliability, an inde-
pendent electrical circuit is provided
for each of the two systems.
Hall IC
Accelerator pedal arm
Accelerator pedal
position sensor
V
Magnet
5
VPA
EPA Output voltage VPA2

Hall VCPA
IC Engine VPA
VPA2 ECU
Hall
IC 0
EPA2
Fully Fully
VCP2 close open
Accelerator pedal depressed angle
Magnet
(2/2)
G and NE Signal Generators

The G signal and NE signal are gener-
ated by the pickup coil, in which the
Camshaft position sensor camshaft position sensor or crankshaft
position sensor, and the signal plate or
the timing rotor. The information from
these two signals is combined by the
engine ECU to comprehensively detect
Crankshaft position sensor the crankshaft angle and engine speed.
These two signals are not only very
important to the EFI systems but to the
ESA system as well.
Crankshaft position sensor Camshaft position sensor
(1/3)
- 13 -
REFERENCE
In-distributor Type
G signal timing rotor
As shown in the illustration, this type has
NE signal timing rotor a timing rotor and pickup coil built into
the distributor for G and NE signals
respectively.
G pickup coil
NE pickup coil The number of teeth on the rotor and the
Distributor number of pickup coils differ depending
shaft on the engine model.
NE pickup coil
The engine ECU is provided with the
G signal timing NE signal
rotor timing rotor crankshaft angle information, which
serves as the standard, by the G signal,
and with the engine speed information
by the NE signal.
G pickup coil
1/2 turn of timing rotor

1 turn of timing rotor
180°CA (crankshaft angle)
NE signal
G signal
30°CA
(1/1)
1. Camshaft position sensor (G signal generator)

On the camshaft opposite the camshaft position sen-
sor is a G signal plate with a protrusion(s). The num-
Engine ECU
bers of protrusions are 1, 3, or another number
G22 + depending on the engine model. (There are 3 protru-
G G22 - sions in the illustration.) When the camshaft rotates,
NE + the air gap between the protrusions on the camshaft
NE NE - and the sensor changes. This change in gap gener-
ates a voltage in the pickup coil built into the sensor,
E1 resulting in the G signal. This G signal is sent as the
information of the standard crankshaft angle to the
engine ECU, which combines it with the NE signal
from the crankshaft position sensor to determine the
compression TDC (Top Dead Center) of each cylinder
for ignition and detect the crankshaft angle. The
engine ECU uses this to determine the injection dura-
720°CA tion and the ignition timing.
G signal SERVICE HINT:

360°CA When a G signal from the sensor is not received by the
engine ECU, there are models where the engine keeps
NE signal running, and a model where the engine stops.
10°CA 30°CA
(2/3)
- 14 -
2. The crankshaft position sensor (NE signal genera-

tor)
NE signal is used by the engine ECU to detect the
Engine ECU crankshaft angle and engine speed. The engine ECU
G22+ uses the NE signal and G signal to calculate the basic
G G22- injection duration and basic ignition advance angle.
NE + As with the G signal, the NE signal is generated by the
NE NE - air gap between the crankshaft position sensor and
the protrusions on the NE timing rotor periphery
E1
installed on the crankshaft.
The illustration shows a type of signal generator with
34 protrusions on the NE timing rotor periphery and an
area with two teeth missing. The area with two teeth
missing can be used to detect the crankshaft angle,
720°CA
but it cannot determine whether it is at the TDC of the
compression cycle or the TDC of the exhaust cycle.
The engine ECU combines the NE signal and G signal
G signal to comprehensively and accurately determine the
crankshaft angle. In addition to this, some signal gen-
360°CA
erators have 12, 24, or another number of protrusions,
NE signal
but the crankshaft angle detection accuracy varies
depending on the number of protrusions. For exam-
10°CA 30°CA
ple, types with 12 protrusions have a crankshaft angle
detection accuracy of 30°CA.
SERVICE HINT:
When the NE signal from the sensor is not received by
the engine ECU, the engine ECU determines that the
engine has stopped, causing the engine to stop.
(3/3)
- 15 -
Water Temperature Sensor/ Intake Air

Water temperature sensor Intake air temperature sensor Temperature Sensor
Click on the bulb mark or the underlined
sentence.
The water temperature sensor and
Thermistor
Intake air intake air temperature sensor have built-
temp. sensor
40 in thermistors for which the lower the
20
10
Air flow temperature, the larger the resistance
8
6
value and, conversely, the higher the
Resistance (k )
4 Engine ECU temperature, the lower the resistance

2 THW
(THA) 5V
value. And this change of the thermistor
1
0.8
0.6 E2
resistance value is used to detect the
0.4 THW
(THA) E2 E1
changes in the coolant and intake air
0.2 temperatures.
As shown in the illustration, the built-in
-20 0 20 40 60 80 100 120
(-4) (32)(68)(104)(140)(176)(212)(248)
resistor in the engine ECU and the ther-
Water temperature sensor
Temperature ° C (°
F) (Intake air temperature sensor) mistor in the sensor are in connected in
series in the electric circuit so that the
signal voltage detected by the engine
ECU changes in accordance with the
changes in the thermistor resis-
tance.When the temperature of the cool-
ant or intake air is low, the thermistor
resistance becomes large, creating a
high voltage in the THW and THA sig-
nals.
1. Water temperature sensor
The water temperature sensor mea-
sures the temperature of the engine
coolant. When the engine coolant
temperature is low, the idling must be
increased, the injection duration
increased, the ignition timing angle
advanced, etc., to improve drivability
and to warm up. For this reason, the
water temperature sensor is indis-
pensable for the engine control sys-
tem.
2. Intake air temperature sensor
The intake air temperature sensor
measures the temperature of the
intake air. The air amount and den-
sity changes according to the air
temperature. Therefore, even if the
air amount detected by the air flow
meter is the same, the amount of fuel
that is injected must be corrected.
However, hot-wire type air flow meter
directly measures the air mass.
Therefore, the correction is not
required.
(1/1)
- 16 -
Oxygen Sensor (O2 Sensor)
V
To maximum the exhaust purification function of the
Ambient air engine with TWC (Three-Way Catalytic Converter), the
air-fuel ratio must be kept within a narrow range around
Flange
the theoretical air-fuel ratio. The oxygen sensor detects
whether the oxygen concentration in the exhaust gas is
richer or leaner than the theoretical air-fuel ratio. The sen-
Platinum sor is mainly installed in the exhaust manifold, but the
Zirconia element location and number that are installed differ depending on
Platinum the engine.
The oxygen sensor contains an element made of zirco-
nium oxide (ZrO2), which is a type of ceramic. The inside
Exhaust gas
and outside of this element is covered with a thin coating
Protective of platinum. The ambient air is guided into the inside of
cover
the sensor and the outside of the sensor is exposed to the
Theoretical air-fuel ratio
ECU exhaust gas.
1
At high temperatures (400°C [752°F] and higher), the zir-
Output voltage (V)
0.45V 5V
conium element generates a voltage as a result of the
OX
No air Much air large difference between the oxygen concentrations on
into into
exhaust gas exhaust gas Oxygen R the inside and outside of the zirconium element.
sensor In addition, the platinum acts as a catalyst to cause a
E1 chemical reaction between the oxygen and carbon mon-
0 oxide (CO) in the exhaust gas. Therefore, this reduces
Richer Leaner the amount of oxygen and increases sensor sensitivity.
Air-fuel ratio
When the air-fuel mixture is lean, there is much oxygen in
the exhaust gas so that there is only a little difference in
the oxygen concentration between the inside and outside
of the zirconium element. Therefore, the zirconium ele-
ment will only generate a low voltage (nearly 0 V). Con-
versely, when the air-fuel mixture is rich, there is almost
no oxygen in the exhaust gas. For this reason, there is a
large difference in the oxygen concentration between the
inside and outside of the sensor so that the zirconium ele-
ment generates a relatively large voltage (approx. 1 V).
Based on the OX signal output by the sensor, the engine
ECU increases or decreases the fuel injection volume so
that the average air-fuel ratio is maintained at the theoret-
ical air-fuel ratio.
Some zirconium oxygen sensors have heaters to heat the
zirconia element. This heater is also controlled by the
engine ECU. When the amount of the intake air is low (in
other words, when the exhaust gas temperature is low),
current is sent to the heater to heat the sensor.
(1/1)
- 17 -
Air-fuel (A/F) Ratio Sensor

As with the oxygen sensor, the air-fuel ratio sensor
(V) Air-fuel ratio sensor (V) Engine ECU detects the oxygen concentration in the exhaust gas.
4.2 1 Conventional oxygen sensors are such that the output
Oxygen sensor output

AF＋
A/F sensor data
3.3V voltage tends to change drastically at the boundary of the

Oxygen theoretical air-fuel ratio. In comparison, the air-fuel ratio
sensor Air-fuel
ratio sensor sensor applies a constant voltage to obtain a voltage that
is nearly proportional to the oxygen concentration. This
2.2 0.1 3.0V improves the air-fuel ratio detection accuracy.
AF−
11 14.7 19 The output illustration shows an air-fuel ratio sensor dis-
Air-fuel ratio played in a hand-held tester. A circuit that maintains a
Output characteristics
constant voltage on the AF+ and AF- terminals of the
engine ECU is built in. Therefore, the output condition of
High
the air-fuel ratio sensor cannot be detected by a voltme-
(rich) ter. Please use the hand-held tester.
OX sensor The output characteristics of the air-fuel ratio sensor
output
make it possible to corrects as soon as there is a change
Low
(lean) in the air-fuel ratio, which makes the air-fuel ratio feed-
Hard Hard
acceleration deceleration back correction faster and more accurate.
High
(lean) As with some oxygen sensors, the air-fuel ratio sensor
A/F sensor also has a heater for maintaining detection performance
data when the exhaust temperature is low. However, the air-
Low
(rich)
fuel ratio sensor heater requires much more current than
the heaters in the oxygen sensors.
(1/1)
Vehicle Speed Sensor

The speed sensor detects the actual speed at which the
Transmission vehicle is running.
output shaft The sensor outputs the SPD signal, and the engine ECU
uses this signal mainly to control the ISC system and the
air-fuel ratio during acceleration or deceleration as well as
other uses.
The MRE (Magnetic Resistance Element) types are the
main type of speed sensor used, but recently many mod-
els use the SPD signal from the ABS ECU.
1. MRE type
Driven gear
Speed sensor
(1) Construction
This sensor is installed on the transaxle, transmission,
or transfer, and is driven by the drive gear of the out-
put shaft.
As shown in the illustration, the sensor is built-in and
HIC (with built-in MRE)
consists of a HIC (Hybrid Integrated Circuit) with a
MRE and magnetic rings.
Magnetic rings
(1/2)
- 18 -
REFERENCE
Reed switch type Photocoupler type Other Type Speed Sensors
to
Speedometer 1. Reed switch type
cable
This sensor is in the analog combination meter and
to Speedometer cable
contains a magnet that is rotated by the speedometer
Magnet Reed switch
cable as shown in the illustration. The magnetic force
Slotted
wheel
at the four locations, where the magnetÅfs N pole and
S
N
S pole change places, opens and closes the reed
N
S switch contacts in accordance with the rotation of the
magnet.In other words, the reed switch turns ON and
LED
Phototransistor OFF four times for each rotation of the speedometer
Photocoupler
cable.
Electromagnetic pickup type
2. Photocoupler type
Rotor Coil Core Speed sensor
Rotor This sensor is in the combination meter and contains
Magnet
N S a photocoupler consisting of a phototransistor and a
LED. The light emitted by the LED is repeatedly
Engine allowed to pass through and is blocked by the rotation
ECU
of a slotted wheel. There are 20 slots around the
wheel. This generates 20 pulse signals for each cable
rotation.
3. Electromagnetic pickup type
This sensor is attached to the transmission and
Speed sensor Output shaft detects the rotational speed of the transmission output
shaft.
When the transmission output shaft turns, the gap
between the coil core and the rotor is expanded and
contracted by the teeth on the rotor. This increases or
decreases the magnetic field that passes through the
core and generates an AC voltage in the coil.
(1/1)
(2) Operation
20-Pole type speed sensor Constant voltage circuit The MRE resistance changes depending on the direc-
+B tion of the magnetic force applied to the MRE. When
NS
NSN the direction of the magnetic force changes according
1
to the rotation of the magnet attached to the magnetic
SNS
SN
2 MRE 4 to
Magnetic
SNS
Combination ring, the MRE output becomes an AC waveform as

SN
ring 3
NS meter
NSN
Comparator shown in the illustration. The comparator in the sensor
converts this AC waveform into a digital signal and
outputs it.
N S N
The waveform frequency is determined by the number
Magnetic ring (rotating)
of poles of the magnets attached to the magnetic ring.
2
MRE output There are two types of magnetic rings, 20-pole type
4
and 4-pole type, depending on the vehicle model. The
1
Comparator output 20-pole type generates a 20-cycle waveform (in other
0
Speed sensor output

12V words, twenty pulses for each rotation of the magnetic
0V
ring), and the 4-pole type generates a 4-cycle wave-
form.
Output voltage type Variable resistance type
In some models, the signal from the speed sensor
Combination ECU ECU
Speed meter Speed passes through the combination meter before arriving
5V 5V
sensor sensor at the engine ECU, and in the other models, the signal
5V
or SPD SPD from the speed sensor arrives directly at the engine
12V
ECU.
The output circuits of the speed sensor consist of the
to other to other output voltage type and the variable resistance type.
ECU(s) ECU(s)
(2/2)
- 19 -
Knock Sensor
The knock sensor is attached to the cyl-
inder block, and sends a KNK signal to
the engine ECU when engine knocking
High
Knock sensor
is detected. The engine ECU receives
to Engine ECU the KNK signal and retards the ignition
Voltage
timing to suppress the knocking.
This sensor contains a piezoelectric ele-
ment, which generates an AC voltage
Low Frequency High when knocking causes vibration in the
Diaphragm
cylinder block and deforms the element.
The engine knock frequency is in the
range of 6 to 13 kHz depending on the
KNK signal waveforms
Piezoelectric
0.5V/Division
engine model. The proper knock sensor
element Engine ECU is used in accordance with the knocking
with Open/short circuit 5V generated by each engine.
detection type There are two types of knock sensors.
KNK1 0V or 2.5V
As can be seen from the graph, one type
generates a high voltage in a narrow
EKNK
vibration frequency range, and the other
generates a high voltage in a wide vibra-
5 msec./Division
Piezoelectric Resistor tion frequency range.
element 2.5V : with Open/short circuit detection type.
Recently some sensors that detect open
and short circuits, as shown in the illus-
tration, have come into use. In this type
of circuit, 2.5 V is constantly supplied so
the KNK signal is also output with a 2.5
V base frequency.
(1/1)
STA (Starter) Signal / NSW (Neutal

STA signal electrical circuitry Start Switch) Signal
(M/T) Engine ECU
Ignition
switch • STA (Starter) signal
STA The STA signal is used to detect
ST whether or not the engine is crank-
Neutral
start ing.
switch
(A/T) M The main role of the signal is to gain
Starter E1 approval from the engine ECU to
increase the fuel injection volume
during cranking.
As can be seen from the circuit dia-
gram, the STA signal detects in the
NSW signal electrical circuitry Engine ECU engine ECU the same voltage that is
+B supplied to the starter.
NSW • NSW (Neutral Start Switch) signal
Ignition This signal is only used in vehicles
switch Neutral start switch
STA
with an automatic transaxle, and is
ST used to detect the shift lever position.
The engine ECU uses this signal to
Circuit
opening M determine if the shift lever is in the
relay,
etc.
Starter "P" or "N" position, or other position.
The NSW signal is mainly used to
control the ISC system.
(1/1)
- 20 -
A/C (Air Conditioner) Signal / Electri-

A/C signal electrical circuitry
cal Load Signal
Engine ECU
• A/C (Air Conditioner) signal
Electrical load signal electrical circuitry
The A/C signal differs depending on
A/C
Taillight
Engine ECU the vehicle model, but it detects if the
relay
to Taillight
magnetic clutch of the air conditioner
A/C
magnetic
control switch or the air conditioner switch is ON.
clutch The A/C signal is used by the ignition
Taillight timing control during idling, ISC sys-
Rear window
defogger SW tem control, fuel cut-off, and other
ELS
functions.
Engine ECU
Rear window
A/C
defogger
• Electrical load signal
amplifier
The electrical load signal is used to
A/C A/C detect if the headlights, rear window
switch defogger, or other devices are ON.
As can be seen in the circuit dia-
gram, this signal circuit has several
electric load signals. Depending on
the vehicle model, these are com-
piled together and sent to the engine
ECU as a single signal, or each sig-
nal is sent individually to the engine
ECU.
Electric load signals are used to con-
trol the ISC system.
(1/1)
Variable Resistor
The variable resistor is used to change the air-fuel ratio
Idle mixture adjusting screw
during idling and to adjust the idling CO.
L : Lean side
The variable resistor is installed in models without an oxy-
L
R : Rich side
gen sensor or air fuel ratio sensor.
When the idle mixture adjusting screw is turned to the R
R
Idle mixture direction, the contact inside the resistor moves to

adjusting
Connector increase the VAF terminal voltage. Conversely, when the
screw
screw is turned to the L direction, the VAF terminal volt-
age is decreased.
When the VAF terminal voltage increases, the engine
Resistor
Connector ECU slightly increases the fuel injection volume to make
the air-fuel mixture a little richer.
Engine ECU HINT:
Variable
resistor As the vane type air flow meter has an idle mixture
VC 5V adjusting screw in its body, a variable resistor is not
Rich required even if there is no oxygen sensor.
VAF
Lean E2
E1
Idle mixture
adjusting screw
(1/1)
- 21 -
Communication Signals
The communication signals are sent among different ECUs and are used to make operational adjustments for each
other.
1. TRC (Traction Control) system communication signal
The throttle opening (VTA1 and VTA2) signals are measured by the main and sub throttle position sensors and
sent to the skid control ECU from the engine ECU. Conversely the TR signal is sent to the engine ECU from the
skid control ECU to inform that the traction control is operating. When the skid control ECU outputs the TR sig-
nal, the engine ECU performs a variety of corrections related to the traction control, such as retarding the igni-
tion timing.
2. ABS (Anti-Lock Brake System) communication signal
This signal is output when the ABS system is operating. It is used for fuel cut-off control and, when necessary,
reduces the engine brake effect.
3. EHPS (Electro-Hydraulic Power Steering) system communication signal
When the engine coolant temperature or engine speed are extremely low, the EHPS vane pump motor operates,
which might cause an excessive alternator load. To avoid this, the power steering ECU sends this signal to the
engine ECU to have the ISC increase the idling speed.
4. Cruise control system communication signal
This signal is used to request the retarding of the ignition timing and is sent to the engine ECU from the cruise
control ECU.
5. Engine speed signal
The engine speed signal is the NE signal, and input in the engine ECU. Then, its waveform is rectified so that it
can be output to the skid control ECU and etc.
6. Engine immobiliser system communication signal
The engine ECU communicates with the transponder key ECU or the transponder key amplifier to ensure that
the engine can only be started by an ignition key having the same ID as that registered in the engine ECU or
transponder key ECU. When an attempt is made to start the engine using a key other than one with the regis-
tered ID, the engine ECU prohibits the fuel injection and ignition to prevent the engine from starting.
7. Throttle opening angle signal
The throttle opening (VTA) signal from the throttle position sensor is processed by the engine ECU, and then is
combined with the L1, L2, and L3 signals and sent to the ECT ECU, suspension control ECU, and other sys-
tems.
8. Multiplex communication system communication signals
For the communication signals from (1) to (8), only the signals required by the various communicating ECUs are
sent and received. In vehicles that use the multiplex communication system, the engine ECU, A/C ECU, theft
deterrent ECU, combination meter, and etc., construct around the gateway ECU and body ECU. This allows the
sensor signals required by the ECU to be received via another ECU not involved with the signal in the communi-
cation network. The engine ECU can also receive the required sensor signals from another ECU or can also
pass along signals required for other ECUs through its MPX1 and MPX2 terminals.
(1/1)
- 22 -
Others
1. Stop lamp switch 2. EGR gas temperature sensor 1. Stop lamp switch
The signal from the stop lamp switch is used to detect
Engine ECU
+B Engine ECU brake operation. The STP signal voltage is the same
EGR gas
EGR valve temperature 5V as the voltage supplied to the stop lamp as shown in
Stop lamp sensor
switch the illustration.
THG
STP or BRK
Lamp failure
2. EGR gas temperature sensor
relay* E2 The EGR gas temperature sensor is installed inside
Stop lamps
E1 the EGR valve and uses a thermistor to measure the
EGR gas temperature.
* Some vehicle models only
3. Fuel control switch or connector
The fuel control switch or connector notifies the
engine ECU of whether the gasoline that is being used
3. Fuel control switch or connector is regular or premium.
Engine ECU
HINT:
Fuel control switch
or connector Some models use a fuel control connector in place of
R-P
+B a fuel control switch. This connector should be con-
nected when premium gasoline is used, and is discon-
nected when regular gasoline is used. In other
models, this is reversed.
Fuel control connector
For information regarding the connector position or
the regular/premium gasoline switching method, refer
to the Owner’s Manual.
(1/4)
4. Water temperature switch

The water temperature switch is attached to the cylin-
4. Water temperature switch 5. Clutch switch der block, and turns ON when the coolant temperature
become high.
Engine ECU Engine ECU
Water temperature 5. Clutch switch

switch Clutch switch
TSW N/C
The clutch switch is under the clutch pedal and
+B +B
detects whether or not the clutch pedal is being fully
depressed.
6. HAC (High-Altitude Compensation) sensor
The HAC sensor detects changes in the atmospheric
pressure. The construction and operation are the
same as those of the manifold pressure sensor.
6. HAC sensor This sensor is sometimes in the engine ECU and
HAC sensor Engine ECU sometimes outside of it.
VC
5V
When driving at high altitude, the atmospheric pres-
sure decreases as does the air density. Thus, L-type
HAC
EFI engines, except those with hot-wire type air flow
IC
E2 meters, tend to make the air-fuel mixture rich. The
E1
HAC sensor compensates for this deviation in the air-
fuel ratio.
Silicon Atmospheric pressure
chip
(2/4)
- 23 -
7. Vapor pressure sensor

The vapor pressure sensor measures the pressure of
7. Vapor pressure sensor 8. Turbocharging pressure sensor
the fuel vapor in the fuel tank. The basic construction
(V) (V)
5 5 and operation of the sensor are the same as those of
Output voltage
Output voltage
4 4 the manifold pressure sensor.
3 3
Unlike the output characteristic of that sensor, how-
2 2
ever, the vapor pressure sensor can detect slight
Atmospheric
pressure changes in vapor pressure.
1 1
0 0
8. Turbocharging pressure sensor
− 3.5 0 ＋1.5 kPa 13 100 200 kPa
(− 26) (0) (＋11)(mmHg) (100) (750) (1500) (mmHg) The turbocharging pressure sensor detects the intake
Pressure Turbocharging pressure manifold pressure that is charged by the turbocharger.
(absolute pressure)
The basic construction and operation of the sensor
are the same as those of the manifold pressure sen-
sor.
9. Oil pressure switch If the intake manifold pressure charged in the turbo-
Oil pressure Engine ECU charger becomes extremely high, the engine ECU will
warning lamp
cut the fuel supply to protect the engine.
＋B
OIL 9. Oil pressure switch
The oil pressure switch signal is used to determine the
Oil pressure Oil pressure
low engine oil pressure. The oil pressure signal is
sender switch used to control the ISC system.
When the oil pressure is low, the lubrication and cool-
ing of the engine components will be hindered. There-
fore, the engine ECU will increase idling speed, etc.,
to restore the oil pressure to the normal level.
(3/4)
10. Kick-down switch

Engine ECU The kick-down switch is also called the full-throttle
Kick-down
switch switch, and it is directly installed beneath the floor
KD panel of the accelerator pedal.
+B
Accelerator
pedal
Kick-down
switch
Accelerator Kick-down
pedal switch
Accelerator
Item pedal
Throttle Fully Fully Fully

valve closed opened opened
Kick-down
OFF OFF ON
switch
(4/4)
- 24 -
Diagnostic Terminal
When the engine ECU stores a DTC
(Diagnostic Trouble Code) in memory,
HELP
YES
F1
1
NO
F2
2
ENTER
F3
3
Engine ECU
the DTC must be checked and repairs
RCV
DLC1
F4 F5 F6
4 5 6
SEND F7 F8
must be performed.
F9
7 8 9
EXIT F0 ON
0 #
OFF
RS232 DATA LINK

I/P
E1 The DLC contains a DLC3 SIL terminal,

which is required to display the DTC to
TE1
DLC3
TE1 communicate directly with the engine
ECU when the handheld tester is used,
DLC2
TE1, TE2, E1, TC and CG terminals
TE2 which cause the MIL to flash.
E1
TE1
TE2
E1
DLC1
SIL SIL
TC TC
DLC3
CG
DLC2
(1/1)
- 25 -
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.

Answers Answers
Correct Correct
Related Text Related Text
Incorrect Incorrect
Answer Answer

- 26 -
Question- 1
The following statements pertain to the electric circuit of the engine control system. Mark each of statement True or
False.
No. Question True or False Correct Answers
The constant power supply (BATT) of the power circuitry function

1 True False
the backup when the power circuitry is abnormal.
Depending on models, the battery supplies the power to the enjgine

2 True False
ECU for a while even if the ignition switch is turned off.
Grounds of all sensors and actuators are grounded the body nearby
3 True False
the parts.
The VC terminal supplies 5 V of constant voltage generated in the

4 True False
engine ECU for sensor's power source.
All sensors have a power circuit from the engine ECU or battery to
5 True False
operate.
Question- 2
The following statements pertain to the hot-wire type air flow meter. Mark each of statements True or False.
It has excellent durability since there are no special mechanical fea-

1 True False
tures.
2 It has a simple construction and an optimal sensor. True False
3 It measures the intake air volume by use of the hot-wire. True False
4 It measures the intake air mass by use of the hot-wire. True False
Question- 3
The following statements pertain to the throttle position sensor. Select the statement that is True.
1. The throttle position sensor outputs the VTA signal step by step in accordance with the throttle opening
angle.
2. For the throttle position sensor without an IDL contact, the engine ECU uses the VTA signal to perform
learned control and detect idling condition.
3. For the throttle position sensor without an IDL contact, the engine ECU receives the IDL signal from other
ECUs to control.
4. For the throttle position sensor without an IDL contact, the engine ECU determines 0 V position of the
VTA signal as the idling condition.
- 27 -
Question- 4
The following statements pertain to the G and NE signal generator. Mark each of statements True or False.
The G signal is sent to the engine ECU as the standard crankshaft

1 True False
angle information.
The NE signal is sent to the engine ECU as the engine speed sig-
2 True False
nal.
The engine can continue running substituting the G signal even if

3 True False
the NE signal stops.
When the G signal stops, there are models where the engine keeps
4 True False
running, and a model where the engine stops.
Question- 5
The following statements pertain to the water temperature sensor and intake air temperature sensor. Select the
statement that is True.
1. The water temperature sensor is turned on when the coolant temperature becomes high.
2. The intake air temperature sensor measures the density of the intake air.
3. When the circuit of the built-in thermistor opens, the sensor terminal voltage in the engine ECU becomes
0 V.
4. As the coolant or intake air temperature are low, the sensor terminal voltage in the engine ECU becomes
high. Conversely, the sensor terminal voltage becomes low as temperature are high.
Question- 6
The following statements pertain to the speed sensor. Select the statement that is True.
1. The speed sensor measures the crankshaft rotational speed of the engine.
2. In the MRE type speed sensor, the SPD signal is converted into the digital signal in the combination
meter.
3. Some vehicle models use the SPD signal of the ABS ECU as the speed signal.
4. The speed signal goes through the combination meter surely to operate the speedometer.
- 28 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
EFI (Electronic Fuel Injection) Description

The EFI system uses various sensors to
Throttle position sensor Manifold detect the engine condition and vehicle
pressure
sensor running condition. And the engine ECU
calculates at the optimum fuel injection
volume, and causes the injectors to
Air flow meter Injector
inject the fuel.
The figure shows the basic EFI configu-
Engine ECU Camshaft position sensor
ration.
• Engine ECU
This calculates the optimum fuel
injection duration based on the sig-
nals from the sensors.
Oxygen
sensor Oxygen
Water temp. sensor
• Air flow meter or manifold pres-
sensor
sure sensor
This detects the intake air mass or
Crankshaft position sensor manifold pressure.
• Crankshaft position sensor
This detects the crank angle and
engine speed.
• Camshaft position sensor
This detects the standard crank
angle and the camshaft timing.
• Water temperature sensor
This detects the coolant temperature.
• Throttle position sensor
This detects the throttle valve open-
ing angle.
• Oxygen sensor
This detects the oxygen concentra-
tion in the exhaust gas.
(1/1)
Types of EFI
Air Air There are two types of EFI system clas-
sified by the amount of the intake air
detection method.
Air flow meter
1. L-EFI (Air-flow control type)
Intake manifold Intake manifold This type uses an air flow meter to
Detection detect the amount of the air flowing in
of intake Manifold pressure
air mass Injection sensor Injection the intake manifold.
Engine Injector Engine Injector There are two types of detection
Detection
of intake
methods: One directly measures the
Engine speed Fuel
manifold Engine speed Fuel intake air mass, and one makes cor-
pressure
rections based on the air volume.
Engine ECU Engine ECU 2. D-EFI (Manifold pressure control
Injection volume Injection volume
control control type)
This type measures the pressure in
the intake manifold to detect the
amount of the intake air using the
intake air density.
(1/1)

-1-
Fuel System Description

The fuel is taken from the fuel tank by
Pressure regulator the fuel pump and sprayed under pres-
sure by an injector.
Fuel pump
The fuel pressure in the fuel line must be
Fuel pump filter
regulated to maintain stable fuel injec-
tion by the pressure regulator and pulsa-
tion damper.
Fuel filter Main components
• Fuel tank
Delivery pipe
• Fuel pump assembly
• Fuel pump
• Fuel pump filter
• Fuel filter
Pulsation
damper • Pressure regulator
Fuel tank
Injector • Delivery pipe
Pressure regulator • Injector
• Pulsation damper
Fuel tank
Delivery pipe
Injector Pulsation Fuel filter

damper
Fuel pump
Fuel pump assembly
Fuel pump filter
(1/1)
Fuel Pump
The fuel pump is installed in the fuel tank
Check valve and is integrated with the fuel filter, pres-
sure regulator, fuel sender gauge, etc.
The pump impeller is turned by the
Relife valve
motor to compress the fuel.
The check valve closes when the fuel
Motor Inlet port
Outlet port pump is stopped to maintain the pres-
Casing
sure in the fuel line and make it easier to
Blade
Pump impeller restart the engine.
Fuel pump filter
If there is no residual pressure, vapor
lock can easily occur at high tempera-
tures, making restarting difficult.
The relief valve opens when the pres-
Fuel Impeller sure on the outlet side becomes too high
in order to prevent the fuel pressure
from becoming too high.
(1/1)
-2-
Pressure Regulator
The pressure regulator controls the fuel pressure to the
to Injector
injector at 324 kPa (3.3 kgf/cm2). (Values may differ
depending on engine models)
In addition, the pressure regulator maintains the residual
pressure in the fuel line in the same way as the fuel pump
Valve
check valve.
There are two types of fuel regulation methods.
1. Type 1
This type controls the fuel pressure at a constant pres-
sure.
When the fuel pressure exceeds the force of the pres-
to Fuel tank sure regulator's spring, the valve opens to return fuel
to the fuel tank and regulate the pressure.
HINT:
The injection port of the injector is applied the vacuum
by the manifold vacuum, which draws out the fuel.
Pressure regulator
This vacuum is always changing depending on the
engine conditions. Therefore, for this type the engine
Fuel filter
ECU calculates the fuel injection amount per injection
duration in accordance with the changes in the intake
manifold vacuum to ensure that the injector properly
from Fuel pump injects the fuel.
(1/2)
2. Type 2
to
Intake manifold Diaphragm This type is equipped with a delivery pipe that continu-
ally regulates the fuel pressure to keep the fuel pres-
sure higher than a determined pressure from the
manifold pressure.
The basic operation is the same as type 1, but
because the manifold vacuum is applied to the dia-
Valve
phragm's upper chamber, the fuel pressure is con-
from trolled by changing the fuel pressure when the valve is
Delivery pipe
opened in accordance with the manifold vacuum.
The fuel is returned to the fuel tank via the fuel return
pipe.
HINT:
The injection port of the injector is applied the vacuum
to Fuel tank
by the manifold vacuum, which draws out the fuel.
Fuel tank This vacuum is always changing depending on the
Pulsation damper engine conditions. Therefore, for this type the fuel
pressure is continuously regulated in accordance with
the intake manifold vacuum to keep the fuel pressure
above a set pressure to maintain a set injection
amount per injection duration.
Pressure regulator Fuel return pipe
(2/2)
-3-
Pulsation Damper
The pulsation damper uses a diaphragm to absorb a
slight amount of fuel pressure pulsation generated by the
fuel injection and the compression of the fuel pump.
SERVICE HINT:
The fuel pressure can be inspected easily by the screw of
the pulsation damper.
HINT:
Some engine models do not have a pulsation damper.
(1/1)
Injector
The injector injects fuel into the intake
Injector
ports of the cylinders in accordance with
the signal from the engine ECU.
O-ring The signals from the engine ECU cause
current to flow in the solenoid coil, which
causes the plunger to be pulled, opening
the valve to inject the fuel.
Because the plunger stroke does not
Grommet Valve Coil change, the amount of the fuel injection
is controlled at the time the current is
flowed to the solenoid.
SERVICE HINT:
Plunger
Handling of the O-ring:
• The O-ring must not be reused.
• When installing the O-ring, first coat
it with new gasoline.
• When installing the injector to the
delivery pipe, be careful not to dam-
age the O-ring.
With the injector installed in the deliv-
ery pipe, turn the indicator by hand. If
it does not rotate smoothly, the O-
ring is damaged.
(1/1)
-4-
Fuel Filter/Fuel Pump Filter

1. Fuel filter
The fuel filter removes dirt and impu-
rities from the fuel that is com-
pressed by the fuel pump.
2. Fuel pump filter
The fuel pump filter removes dirt and
impurities from the fuel before enter-
ing the fuel pump.
SERVICE HINT:
If a fuel filter becomes clogged, it will
Fuel pump filter reduce the fuel pressure sent to the
injector, causing difficulties with engine
Fuel filter starting or poor drivability.
HINT:
• Some fuel pumps are installed on
the outside of the fuel tank.
• In some models a union bolt or vari-
ous types of quick connectors are
used to connect the fuel line.
(1/1)
Fuel Pump Control

1. Basic operation
The fuel pump only operates when the engine is run-
ning.
Circuit
opening Even when the ignition switch is turned ON, if the
EFI relay relay
Fuel pump engine is not running, the fuel pump will not operate.
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
-5-
(1) Ignition switch ON:

When the ignition switch is in the IG position, the EFI
relay turns on.
Circuit
opening
EFI relay relay
Fuel pump
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
(2) Ignition switch START:

When the engine cranks, a STA signal (starter signal)
is sent to the engine ECU from the ST terminal of the
ignition switch.
Circuit When the STA signal is input into the engine ECU, the
opening
EFI relay relay
Fuel pump
engine turns on the transistor and the circuit opening
relay is turned on. Then, current is allowed to flow into
the fuel pump in order to operate the fuel pump.
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
-6-
(3) Engine cranking/running

At the same time the engine is running, the engine
ECU receives the NE signal from the crankshaft posi-
tion sensor, continuing the transistor on to keep the
Circuit fuel pump operating.
opening
EFI relay relay
Fuel pump
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
(4) If engine is stopped:

Even when the ignition switch is ON, if the engine is
stopped, the NE signal will no longer be input into the
engine ECU, so the engine ECU will turn off the tran-
Circuit sistor, which turns off the circuit opening relay, causing
opening
EFI relay relay
Fuel pump
the fuel pump to stop.
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
-7-
SERVICE HINT:
• DLC 1
DLC1 +B SST There are some vehicles equipped with a DLC1 as
shown at left.
When +B terminal and FP terminal of the DLC1 are
FP
shorted using an SST with the ignition switch turned
DLC1
Circuit
ON, the current will flow to the fuel pump without pass-
opening ing through the circuit opening relay to operate the
EFI relay relay
Fuel pump fuel pump.
In this way, the inspection of the fuel pressure or pump
operation can be performed by forcing the fuel pump
IG to operate.
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
(1/5)
2. Fuel pump speed control

This control reduce the fuel pump speed to decrease
the pump wear and electrical power when much fuel is
Circuit not required, such as when the engine is running at
opening Fuel pump low speed.
EFI relay relay control relay
Fuel pump
A When the current flows into the fuel pump through the
contact B of the fuel pump control relay and the resis-
B tor, the fuel pump operates at low speed.
Resistor
IG When the engine is cranking, when the engine is run-
ning at high speed, or at heavy loads, the engine ECU
ST
Engine ECU
switches the contact of the fuel pump control relay into
Ignition
switch A in order to operate the fuel pump at high speed.
FP Microprocessor
FC
E1
STA
NE
NE signal
(2/5)
-8-
HINT:
ON-OFF control with speed control (by engine
EFI relay Fuel pump ECU Fuel pump
ECU and fuel pump ECU)
FP+
Some models control the fuel pump speed using the
FP- fuel pump ECU instead of the circuit opening relay,
fuel pump control relay and resistor.
In addition, this type of control also has a fuel pump
system diagnostic function.
FPC When a malfunction is detected, a signal is sent from
Engine the fuel pump ECU to DI terminal of the engine ECU.
D1 ECU
(3/5)
3. Fuel pump shut-off system

Circuit Some vehicles have a mechanism where the fuel
opening pump control stops the fuel pump in the following con-
EFI relay relay
Fuel pump
ditions to maintain safety.
(1) When an airbag inflates:
When the SRS driver's, front passenger's, or side air-
IG
bag inflates, the fuel cut-off control stops the fuel
pump.
ST
Ignition Engine ECU When the engine ECU detects an airbag inflation sig-
switch nal from the center airbag sensor assembly, the
FC Microprocessor
engine ECU turns off the circuit opening relay to stop
the fuel pump operation.
After the fuel cut-off control operates, the fuel cut-off
STA control can be cancelled by turning the ignition switch
NE OFF, causing the fuel pump to reoperate.
NE signal
E1
GSFC
GSW
Center airbag sensor assembly
(4/5)
-9-
(2) When the vehicle crashes or rolls over:

When the vehicle crashes, the fuel pump inertia
switch will turn off the fuel pump to minimize fuel leak-
Reset System diagram
switch age.
EFI main The fuel pump inertia switch is located between the
relay
+B
Fuel
FP+ fuel pump ECU and the engine ECU.
Fuel
pump
FP-
M
pump When the ball in the switch moves at a collision, the
Fuel pump ECU
inertia switch switch is separated from the contact to turn it OFF and
DI FPC
Contact stop the fuel pump operation.
Link
point Fuel pump After this fuel cut-off operates, push the reset switch to
inertia switch
the top to reset the fuel cut-off control, causing the fuel
pump to reoperate.
Fuel pump Engine
inertia switch ECU
Ball
Acceleration
Link
Contact Contact
point point
(ON) (OFF)
Ball
Movement
Normal Detecting a collision
(5/5)
Injection Duration Control Fuel Injection Methods and Injection Timing

The fuel injection methods are to inject the fuel indepen-
dently in each cylinder or to simultaneously inject the fuel
Indipendent (Sequential)
into all the cylinders. There are also various injection tim-
ings, such as injecting at a determined timing or injecting
in accordance with the changes in the amount of the
intake air or engine speed.
The basic fuel injection method and injection timing are
as follows. In addition, the larger the injection volume is,
the start of the injection timing becomes faster.
Groups
Simultaneous
360
Crankshaft angle
- 10 -
1. Independent (Sequential)
Fuel is injected independently for each cylinder once
for every two crankshaft rotations.
Independent (Sequential)
Intake stroke Fuel injection

Ignition
1
3
4
2
0 360 1080
Crankshaft angle
2. Groups
The fuel is injected for each group once for every two
Groups
Ignition crankshaft rotations.
• 2 groups
1
5
• 3 groups
2 groups 3 • 4 groups
6
2
4
1
5
3
3 groups
6
2
4
1
8
4
4 groups 3
6
5
7
2
0 360 1080
Crankshaft angle
- 11 -
3. Simultaneous
The fuel is simultaneously injected to the respective
cylinders once for each rotation of the crankshaft.
The amount of fuel required for combustion is injected
over two injections.
Simultaneous

Ignition
1
3
4
2
0 360 1080
Crankshaft angle
(1/1)
Fuel Injection Duration Control

The engine ECU changes the fuel injection volume by
changing the injector injection duration.
Injection Duration = The actual fuel injection duration is determined by the fol-
Basic injection duration + Corrective injection duration
lowing two items.
1. The basic injection duration is determined by the
amount of the intake air and the engine speed.
2. The various corrective injection durations are deter-
Start Warm-up Air-fuel ratio Acceleration Fuel cut-off
mined by the signals from the various sensors.
enrichment enrichment feedback enrichment
correction
The injection duration that the engine ECU finally outputs
into the injector is added various corrections to the basic
injection duration.
There are following corrections:
• Start enrichment
• Warm-up enrichment
• Air-fuel ratio feedback correction (some models only)
• Acceleration enrichment
• Fuel cut-off
• Power enrichment
Power enrichment Intake air temp. correction
• Other corrections
- 12 -
• Various corrections and signals
Various corrections
Basic
Sensor Signal injection Start Warm-up Air-fuel Acceleration Fuel Power
duration enrichment enrichment ratio feedback enrichment cut-off enrichment
correction
Air flow meter/

Manifold pressure VG / PIM
sensor
Crankshaft
position sensor NE
Camshaft
position sensor G
Water temp.
sensor THW
IDL
Throttle
position sensor
VTA
Oxygen sensor OX1A, OX1B
Various Corrections
START 1. Start enrichment
ON
The basic injection duration cannot be calculated from
the amount of the intake air because the engine speed
is low and the changes in the amount of the intake air
are large at starting. For this reason, the fuel injection
duration at starting is determined from the coolant
Long temperature.
The coolant temperature is detected by the water tem-
perature sensor.
Injection
duration
The lower the water temperature is the fuel vaporiza-
tion becomes worse. Therefore, the air-fuel mixture is
made richer by lengthening the injection duration.
Short The engine ECU determines that the engine is being
started when the engine speed is 400 rpm or less.
0
Low Coolant temp. High
In addition, when the engine speed suddenly falls
below 400 rpm due to a sudden increase of the load
400rpm Normal on the engine, a hysteresis is used to prevent the
condition
engine ECU from determining that an engine that has
already been started is being started again unless the
engine speed falls below 200 rpm.
Starting
state
SERVICE HINT:
Hysteresis
When there is a malfunction with the water temperature
sensor, it can be considered as the worse startability.
REFERENCE:
To improve startability while the engine was cold, the old
type of EFI had a cold start injector and cold start time
switch in addition to the regular injector to increase the
fuel volume at starting.
(1/11)
- 13 -
2. Warm-up enrichment
The amount of the fuel injection is increased because
the fuel vaporization is poor during the cold engine.
When the coolant temperature is low, the fuel injection
duration is increased to make the air-fuel mixture
richer in order to attain the drivability during the cold
engine.
The maximum correction is twice as long as normal
temperature.
Large
SERVICE HINT:
Amount When there is a malfunction with the water temperature
of injection
duration sensor, it can be considered as poor drivability.
correction
Small
0
Low Coolant temp. High
(2/11)
3. Air-fuel ratio feedback correction (For most mod-

els)
Rich
When there are no major fluctuations in the engine
Oxygen sensor 0.45 V load or engine speed, such as when idling or driving at
constant speed after warming up, fuel (air-fuel mixture
Lean
close to the theoretical air-fuel ratio) is supplied based
on the amount of the intake air.
The following corrections are activated when driving at
a constant speed after warming up.
(1) Feedback control using the oxygen sensor (Air-fuel
Rich ratio feedback control):
ECU Determination The engine ECU determines the basic injection dura-
of Engine ECU
tion to achieve the theoretical air-fuel ratio.
Lean
However, a slight deviation from the theoretical air-fuel
ratio occurs in accordance with the actual engine con-
ditions, changes over time, and other conditions.
Therefore, an oxygen sensor detects the oxygen con-
centration in the exhaust gas to determine if the cur-
rent fuel injection duration becomes the theoretical air-
Feedback fuel ratio against the amount of the intake air.
correction
If the engine ECU determines from signals of the oxy-
gen sensor that the air-fuel ratio is richer than the the-
Decrease Decrease
oretical air-fuel ratio, it shortens the injection duration
Increase Increase to make the air-fuel mixture leaner. Conversely, if it
determines that the air-fuel ratio is lean, it will lengthen
the injection duration to make the air-fuel mixture
richer.
The feedback control operates to maintain the aver-
age air-fuel ratio at the theoretical air-fuel ratio by
repeatedly performing minor corrections. (This is
called a "closed-loop" operation.)
(3/11)
- 14 -
In order to prevent overheating of the catalyst and assure

good engine operation, air -furl ratio feedback does not
occur under the following conditions (open-loop opera-
tion):
• During engine starting
• During after-start enrichment
• During power enrichment
Air-fuel ratio learned control • When the coolant temperature is below a determined
level
• When fuel cut-off occurs
Correction 1.2
ratio Rich mixture • When the lean signal continues longer than a deter-
1.2
1.0
Correction
range
mined time
1.0
a a The center point (a) changes during the feedback control
a 0.8
0.8 such as time passes. In this case, the center point is
Lean mixture forced to be returned to the center. If it is not, it will cause
Central feedback value
the out of the correction range of the feedback control.
Normal condition Over life time This is called air-fuel ratio learned control or long fuel
trim.
(4/11)
(2) Feedback control using the air-fuel ratio sensor (A/F

sensor):
(V)
Air-fuel ratio sensor
(V)
The output voltage of the oxygen sensor changes rap-
AF+
Oxygen sensor output
Data of A/F sensor
3.3V 4.2 1 idly around the theoretical air-fuel ratio as shown in

the illustration (upper).
Air-fuel
ratio
Engine
ECU Oxygen
The A/F sensor data which the engine ECU attains is
sensor sensor displayed in the hand-held tester. (When the air-fuel
AF- ration is lean, the voltage is high. Conversely, the volt-
3.0V 2.2 0.1
11 14.7 19 age is low when rich.)
Air-fuel ratia
As a result, the detection precision of the air-fuel ratio
Output characteristics has been improved.
If the current air-fuel ratio changes from the theoretical
air-fuel ratio as shown in the illustration (below), the
Rich engine ECU continuously corrects the air-fuel ratio
Disorder A/F sensor
Theoretical using the oxygen sensor signal.
air-fuel ratio For the A/F sensor, however, the engine ECU corrects
Lean Oxygen sensor instantly by determining the amount of change from
the theoretical air-fuel ratio.
Oxygen
sensor Correction at a
constant proportion
Injection
volume
A/F sensor Immediate correction
(5/11)
- 15 -
(3) CO emission control correction for vehicles without an

Engine ECU
oxygen sensor or A/F sensor:
Variable
Injection volume resistor For vehicles without an oxygen sensor or A/F sensor,
Richer a variable resistor can be used to adjust the CO con-
Decreased
L
Idle mixture
adjusting centration (%) during idling.
Increased screw Turning the resistor to the R side makes the concen-
R
Leaner
tration richer, and turning it to the L side makes it
leaner.
Injector Rich mixture
For vehicles equipped with an oxygen sensor or A/F
sensor, however, CO adjustment is not required dur-
ing idling because these vehicles are automatically
adjusted to the proper air-fuel ratio using the sensor
Lean mixture signal.
L R
SST
180
(6/11)
4. Acceleration enrichment
The air-fuel ratio becomes lean, especially during the
start of acceleration because a fuel supply lag tends to
occur during acceleration against the rapid change of
the amount of the intake air when the accelerator
pedal is depressed.
Large For this reason, the injection duration is lengthened to
increase the fuel injection volume against the intake
Correction air to prevent the air-fuel mixture from becoming lean.
volume The acceleration is determined by the speed of the
change in the throttle valve opening angle.
Small The correction during acceleration increases greatly
Small Change of the amount Large
during the start of acceleration and is gradually
of the intake air reduced thereafter until the increase has ended.
In addition, the more rapid the acceleration is, the
larger the fuel injection volume increase.
Sudden acceleration
Large
Correction
volume Slow acceleration
Small
Time
(7/11)
- 16 -
5. Fuel cut-off
During deceleration, injection operation is stopped
according to the deceleration condition in order to
reduce the harmful exhaust gases and improve the
engine braking effect. Then the fuel cut-off control is
activated to cut-off the fuel injection.
The state of deceleration is determined from the throt-
tle valve opening and the engine speed. When the
Fuel cut-off throttle valve is closed and the engine speed is high, it
is determined that the vehicle is decelerating.
Engine speed
Fuel cut-off control

Injection resumption
The fuel cut-off control stops the fuel injection when the
engine speed is higher than a determined speed and the
throttle valve is closed.
Fuel injection will resume when the engine speed slows
to a determined speed or the throttle valve is opened.
The fuel cut-off engine speed and fuel injection resump-
tion engine speed will increase when the coolant temper-
Low Coolant temperature High ature is low.
In addition, the fuel cut-off engine speed and fuel injection
resumption engine speed are increased when the air con-
ditioner switch is on to prevent the engine speed from fall-
ing and an engine from stalling.
There are also some engine models in which these
engine speeds drop during braking (i.e., when the stop
light switch is on).
(8/11)
6. Power enrichment
As there is a large amount of the intake air at heavy
loads, such as when climbing a steep hill, it is difficult
to sufficiently mix the injected fuel with the intake air.
And all of the intake air is not used during combustion,
causing some to remain.
Therefore, more fuel than for the theoretical air-fuel
ratio is injected to use all of the intake air in combus-
tion to increase power.
Heavy loads are determined from the throttle position
sensor opening, engine speed, and intake air mass
(VG or PIM).
The greater the intake air mass (VG or PIM) or the
higher the engine speed is, the ratio of the increased
amount becomes larger.
In addition, the amount is further increased when the
throttle valve opening angle becomes a certain value
or more.
The correction of the increased amount is from
approx. 10% to 30%.
(9/11)
- 17 -
7. Intake air temperature correction

The air density changes depending on the air tempera-
ture.
For this reason, a correction must be made to increase or
decrease the fuel volume in accordance with the intake
air temperature to optimize the mixture ratio required for
the current engine conditions.
The intake air temperature is detected by the intake air
temperature sensor.
Correction coefficient
The engine ECU is set to a standard intake air tempera-

ture of 20 °C (68 °F).
The correction amount is determined when the tempera-
ture rises above or falls below this temperature.
1.0
When the intake air temperature is low, the amount is
increased because the air density is high. When at high
temperature, the amount is decreased because the air
density is low.
Low 20 High
(68) The correction of the increased/decreased amount is
Intake air temperature
approx. 10%.
HINT:
For hot-wire type air flow meters, the air flow meter
itself outputs a corrective signal for the intake air tem-
perature. Therefore, intake air temperature correction
is not required.
(10/11)
8. Voltage correction
Voltage correction Injection signal
There is a slight delay between the time where the
On
engine ECU sends an injection signal to the injector,
and the time when the injector actually injects the fuel.
If there is a severe drop in battery voltage, then this
Off delay will be longer.
This means that the time the injector injects the fuel is
Open
shorter than the time calculated by the engine ECU.
Therefore, the ratio of air becomes higher (in other
Close words, leaner) than the mixture ratio required by the
engine.
Injector actually open
For this reason, the engine ECU adjusts this by mak-
ing the injector injection duration longer in accordance
with the battery voltage drop.
Corrective injection
duration (msec)
Standard operating delay time
14
Low Battery voltage (V) High
(11/11)
- 18 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 19 -
Question- 1
The following statements pertain to the EFI. Mark each of the following statements True or False.
The engine ECU always determines the proper fuel injection volume
1 True False
based on the signals from various sensors.
The check valve of the fuel pump closes to maintain the remaining
2 True False
pressure in the fuel line when the fuel pump is stopped.
The pressure regulator of recent models constantly controls the fuel

3 True False
pressure at higher pressure against the intake manifold pressure.
The pulsation damper absorbs the fuel pressure pulsation in the fuel
4 True False
line.
Question- 2
The following illustration shows the fuel pump control circuit. For its operation, select the statement that is False.
1. The engine ECU turns on the circuit opening relay and the fuel pump operates while the ignition switch is
at IG position.
2. The STA signal is input in the engine ECU and the fuel pump operates while the ignition switch is at ST
position.
3. The NE signal is input in the engine ECU while the engine is running and the fuel pump operates contin-
uously.
4. If the engine is stalled, the fuel pump is stopped because the NE signal is not input in the engine ECU
even if the ignition switch is at IG position.
Circuit opening
EFI relay relay Fuel pump
IG
ST Engine ECU
Ignition
switch FC Microprocessor
E1
STA
NE
NE signal
- 20 -
Question- 3
The following statements pertain to the basic injection duration. Mark each of the following statements True or
False.
The basic injection duration is determined by the accelerator open-

1 True False
ing angle and the engine speed.
The corrective injection duration is calculated from the engine condi-

2 True False
tion detected by various sensors.
Actual injection duration = Basic injection duration + Corrective

3 True False
injection duration
The injection duration becomes longer by the warm-up enrichment

4 True False
because the fuel is difficult to be vaporized during a cold engine.
Question- 4
About the condition that the air-fuel ratio feedback correction stops, mark each of the following statements True or
False.
1 During engine starting. True False
After engine warm-up (Coolant temperature: more than 50°C

2 True False
(122 °C))
3 During correction of acceleration enrichment and power enrichment. True False
4 During the fuel cut-off control. True False
When the output from the oxygen sensor is 0 V (lean) more than 15
5 True False
seconds.
Question- 5
The following statements pertain to the acceleration enrichment. Select the statement that is True.
1. The acceleration is detected by the vehicle speed sensor.
2. For the acceleration enrichment, the fuel increases greatly during the start of the acceleration and is
gradually reduced thereafter until the increase has ended.
3. The more rapid acceleration is, the smaller the injection volume increases.
4. The acceleration is detected by the crankshaft position sensor and camshaft position sensor.
- 21 -
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
The ESA (Electronic Spark Advance) system is a system
that uses the engine ECU to determine the ignition timing
based on the signals from the various sensors.
The engine ECU calculates the ignition timing from the
optimum ignition timing stored in memory to match the
engine conditions, and then sends the ignition signal to
the igniter.
Ignition timing (advanced angle)
The optimum ignition timing is basically determined using

engine speed and intake air mass (manifold pressure).
High
Amount of intake air Engine speed

(Manifold pressure)
High
ESA map
(1/1)

-1-
Construction
IDL Throttle position
sensor The ESA system consists of the various
Air flow meter
sensors, engine ECU, igniters, ignition
VG coil, and spark plugs.
PIM
ECU Role of the sensors
KNK Manifold
G Pressure
sensor • Camshaft position sensor (G sig-
IGT
IGF Ignition coil Camshaft nal):
with igniter position
THW sensor This detects the standard crank
angle and the camshaft timing.
NE OX1A
• Crankshaft position sensor (NE
signal):
This detects the crank angle and
Oxygen
sensor
Knock engine speed.
Water sensor
No.1 temperature
sensor • Air flow meter or manifold pres-
Crankshaft sure sensor (VG or PIM signal):
position sensor
This detects the intake air mass or
manifold pressure.
• Throttle position sensor (IDL sig-
nal):
This detects the idling condition.
• Water temperature sensor (THW
signal):
This detects the coolant temperature.
• Knock sensor (KNK signal):
This detects knocking condition.
• Oxygen sensor (OX signal):
This detects the oxygen concentra-
tion in the exhaust gas.
Role of the engine ECU
The engine ECU receives the signals
from the sensors, calculates the opti-
mum ignition timing for the engine
conditions, and sends the ignition
signal (IGT) to the igniter.
Role of the igniter
The igniter responds to the IGT sig-
nal output by the engine ECU to
intermittently apply the primary cur-
rent to the ignition coil. It also sends
the ignition confirmation signal (IGF)
to the engine ECU.
(1/1)
-2-
Ignition Circuitry Description

The engine ECU determines the ignition
timing based on the G signal, NE signal
Ignition coil
with igniter +B and the signals from other various sen-
ECU
sors.
Constant IGT When the ignition timing has been deter-
voltage circuit
Drive mined, the engine ECU sends the IGT
circuit
G signal to the igniter.
Micro- While the IGT signal sent to the igniter is
processor IGF signal
generation ON, the primary current flows to the igni-
NE circuit
IGF
tion coil. While the IGT signal turns OFF,
the primary current to the ignition coil is
Spark plug
shut off.
At the same time, the IGF signal is sent
to the engine ECU.
ECU Ignition coil Ignition order
with igniter Currently, the main ignition circuitry used
IGT1 IGT1 ON
No.1 cylinder
OFF is the DIS (Direct Ignition System).
IGT3 ON
IGT3 OFF The engine ECU distributes the high-
No.3 cylinder
IGT4
IGT4
ON voltage current to the cylinders by send-
No.4 cylinder OFF
IGT2
ON
ing each IGT signal to the igniters in the
IGT2
IGF
No.2 cylinder OFF order of ignition.
IGF ON
This makes it possible to provide highly
OFF
DIS (Direct Ignition System) accurate ignition timing control.
(1/1)
REFERENCE
Distributor Type Ignition Circuitry
The distributor type ignition circuitry is a
system that uses a distributor to send
Distributor
high-voltage current to the spark plugs.
Ignition
Igniter
coil No.1 cylinder The distributor type ignition circuitry con-
IGT
ducts basically the same control as the
No.3 cylinder
DIS.
ECU However, because there is only a single
igniter and ignition coil, only one IGT and
IGF
No.4 cylinder IGF are output.
The high voltage generated by the igni-
No.2 cylinder tion coil is distributed to each cylinder by
High-tension code
the distributor.
(1/1)
-3-
IGT and IGF Signal

TDC TDC TDC
Ignition
1. IGT signal
The engine ECU calculates the optimum ignition tim-
IGT ing according to the signals from various sensors and
180° (4 cylinders)
120° (6 cylinders) sends the IGT signal to the igniter.
The IGT signal is turned ON immediately before the
Ignition
ignition timing calculated by the microprocessor in the
TDC engine ECU, and then is turned OFF. When the IGT
IGT signal is turned OFF, the spark plug sparks.
Advance
angle
Initial ignition timing 5°,7° or 10° BTDC
(depending on engine model)
2. IGF signal
Ignition order The igniter sends an IGF signal to the engine ECU by
ON using the counter-electromotive force that is gener-
IGT1
OFF
ated when the primary current to the ignition coil is
ON
IGT3 shut off or by using the primary current volume. When
OFF
the engine ECU receives the IGF signal, it determines
ON
IGT4 that ignition occurred. (This does not mean, however,
OFF
that there was actually a spark.)
ON
IGT2 If the engine ECU does not receive an IGF signal, the
OFF
diagnosis function operates and a DTC is stored in the
IGF
ON engine ECU and the fail-safe function operates and
OFF stops injecting fuel.
(1/1)
Control of ESA Outline of Ignition Timing Control

The ignition timing control consists of
two basic controls.
At starting Initial ignition timing angle 1. Starting ignition control
The starting ignition control is per-
Basic ignition advance
formed by conducting ignition at the
angle predetermined crankshaft angle
After starting regardless of the engine operation
Corrective ignition conditions.
advance angle
This crankshaft angle is called the
Actual ignition timing
“initial ignition timing angle”.
2. After-start ignition control
Ignition
Starting ignition control Initial ignition timing angle The after-start ignition timing control
timing
control is performed with the initial ignition
After-start ignition control Initial ignition timing angle timing angle, the basic ignition
Basic ignition advance angle advance angle, which is calculated
Warm-up correction by the engine load and engine
Corrective Over-temperature correction
ignition speed, and various corrections.
advance Stable idling correction
control
Knocking correction
Other correction
Maximum and minimum advance
angle control
(1/1)
-4-
REFERENCE
Timing rotor Point A Point B Initial Ignition Timing Angle Judge-
ment
Point A
G signal The initial ignition timing angle is deter-
G
G signal mined as follows.
timing rotor
and G pickup Point B When the engine ECU receives the NE
coil 5°,7°or 10°
BTDC
5°,7°or 10°
BTDC
signal (point B in figure at left) after
receiving the G signal (point A in the fig-
NE ure at left), it determines that it is the ini-
5°,7°or 10° BTDC
tial ignition timing angle when the
Ignition Ignition crankshaft reaches 5 ° , 7 °, or 10 ° (this
NE
NE signal TDC signal differs between engine models) BTDC
timing rotor
and NE pickup
(Before Top Dead Center).
IGT
coil
IGT with initial ignition timing
IGT with timing advanced
(1/1)
Starting Ignition Control and After-start Ignition Con-

trol
Engine ECU
1. Starting ignition control
Back-up IC When starting the engine, the engine speed is low and
Microprocessor
the intake air mass is unstable, so the VG or PIM sig-

G
nal cannot be used as control signals.
NE
Therefore, the ignition timing is set to the initial ignition
IGT timing angle.
This initial ignition timing angle is controlled in the
Initial ignition timing angle
signal generation circuit engine ECU backup IC.
In addition, the NE signal is used to determine when
the engine is being started, and an engine speed of
500 rpm or less indicates start-up is occurring.
HINT:
Depending on the engine model, there are some
types that determine the engine is being started when
the engine ECU receives a starter signal (STA).
2.After-start ignition control

After-start ignition control is the control that is acti-
Engine ECU
vated while the engine is running after starting.
Back-up IC This control is performed by making various correc-
Microprocessor
tions to the initial ignition timing angle and basic igni-

Various
G signals tion advance angle.
NE (VG,PIM etc.) Ignition timing = initial ignition timing angle + basic
ignition advance angle + corrective ignition advance
IGT
angle
When after-start ignition control is activated, the IGT
signal is calculated by the microprocessor and output
via the backup IC.
(1/1)
-5-
Basic Ignition Advance Angle

The basic ignition advance angle is determined using the
A/C on (some models only) NE signal and the VG signal or PIM signal. The NE and
VG signal data used to determine the basic ignition
advance angle
advance angle is stored in the engine ECU memory.
Basic ignition
1. Control when the IDL signal is ON

When the IDL signal is ON, the ignition timing is
advanced in accordance with the engine speed.
HINT:
0
Low Engine speed High In some engine models the basic ignition advance
angle is changed depending on whether or not the air
Ignition timing (advance angle)
conditioner is ON or OFF. (See dotted line area at left.)

In addition, of these models, some have an advance
angle of 0 during standard idling speed.
2. Control when the IDL signal is OFF
The ignition timing is determined in accordance with
the NE signal and VG or PIM signal based on the data
stored in the engine ECU.
High
Amount of intake air Engine speed Depending on the model, two basic ignition advance
(Manifold pressure) angles are stored in the engine ECU. The data for one of
High
these is used to determine the advance angle based on
ESA map the fuel octane value, so the data that matches the fuel
used by the driver can be selected.
In addition, some models of vehicles with fuel octane
judgment capability use the KNK signal to automatically
change the data used to determine the ignition timing.
(1/1)
Corrective Ignition Advance Control

1
1. Warm-up correction
An advanced angle is used for the ignition timing
Advance angle
when the coolant temperature is low to improve driv-

ability. Some engine models conduct correction
advancing in response to the intake mass.
0 The ignition timing angle is advanced approx. 15° by
this correction function during extremely cold condi-
80* tions.
(140)
Coolant temperature °C (°F) HINT:
*Depending on engine model. For some engine models, the IDL signal or NE signal
is used as a related signal for this correction.
2. Over-temperature correction
2
When the coolant temperature is extremely high, the
0 ignition timing is retarded to prevent knocking and
overheating.
Advance angle
The ignition timing angle is retarded a maximum of 5°

by this correction.
-5 HINT:
Some engine models also use the following signals for
100* correction.
(230)
• Intake air mass signal (VG or PIM)
Coolant temperature °C (°F)
• Engine speed signal (NE)
*Depending on the engine model.
• Throttle position signal (IDL)
etc.
(1/4)
-6-
3. Stable idle correction

If the engine speed changes from the target idling
3
speed while idling, the engine ECU regulates the igni-
Advance
tion timing to stabilize the engine speed.
angle
The engine ECU continuously calculates the average
engine speed, so if the engine speed falls below the
target engine speed, the engine ECU advances the
0
ignition timing by the predetermined angle.

Retard
If the engine speed exceeds the target idling speed,

angle
the engine ECU retards the ignition timing by the pre-

Minus 0 Plus
determined angle.
Difference from target idle speed The ignition timing angle can be varied a maximum of
±5 ° by this correction.
REFERENCE:
Some engine models conduct angle advancement
according to whether the air conditioner is turned ON
or OFF.
In addition, some models only make this correction
when the engine speed is below the target engine
speed.
(2/4)
4. Knocking correction
If knocking occurs in the engine, the knocking sensor
converts the vibration generated by the knocking into
4 a voltage signal (KNK signal) and sends it to the
engine ECU.
The engine ECU determines whether the knocking is
0 strong, medium, or weak from the strength of the KNK
Advance angle
signal.
Then it corrects the ignition timing by retarding it in
accordance with the strength of the KNK signal. In
other words, when the knocking is strong, the ignition
timing is retarded a great deal, and when the knocking
Weak Engine knocking Strong is weak, the ignition timing is only retarded slightly.
When the engine knocking ceases, the engine ECU
stops retarding the ignition timing and advances it a lit-
tle at a time by the predetermined timing.
Engine knocking Timing retarded This advancing is conducted until knocking occurs
occurs
again, and then when the knocking occurs the control
is repeated by retarding the ignition timing.
The ignition timing angle is retarded a maximum of
Timing advanced Engine knocking 10 ° by this correction.
stops
Some models conduct this correction over nearly the
entire range of the engine load, and other models only
conduct this correction during high loads.
(3/4)
-7-
5. Other correction
There are some engine models that add the following corrections to the ESA system to more correctly and accu-
rately control the ignition timing.
(1) Air-fuel ratio feedback correction
During air-fuel ratio feedback correction, the engine speed varies in accordance with increase/decrease of the
fuel injection volume.
To maintain stable idling, the ignition timing is advanced during the air-fuel feedback correction to match the
injection amount.
This correction is not performed while the vehicle is driving.
(2) EGR (Exhaust Gas Recirculation) correction
When the EGR is operating and the IDL contact is turned OFF, the ignition timing is advanced in accordance
with the intake air mass and engine speed to improve drivability.
(3) Torque control correction
For vehicles equipped with an ECT (Electronically-Controlled Transmission), the transmission or transaxle plan-
etary gear unit clutch and brake generate a certain amount of shock during shifting. Some models retard the
ignition timing to lower the engine torque when shifting up or down to minimize this shock.
(4) Transition correction
When changing from deceleration to acceleration, the ignition timing is advanced or retarded in accordance with
the acceleration.
(5) Cruise control correction
When driving downhill while the cruise control is in operation, a signal is sent from the cruise control ECU to the
engine ECU to retard the ignition timing minimize the change in engine torque generated by the fuel cut-off dur-
ing engine braking to execute smooth cruise control.
(6) Traction control correction
The ignition timing is retarded when traction control is operating to lower the engine torque.
(4/4)
Maximum and Minimum Advance Angle Control

When there is trouble with the predetermined ignition tim-
ing from the initial ignition timing, basic ignition advance
angle and corrective ignition advance angle, it will affect
Maximum advance angle 35° 45° the engine performance harmfully.
To prevent this, the engine ECU controls the actual igni-
Minimum advance angle -10° 0°
tion angle (ignition timing) to make the total for the basic
Advance angle = Basic ignition advance angle
ignition advance angle and corrective ignition advance
+ angle more or less than the determined value.
Corrective ignition advance angle
(1/1)
-8-
Ignition Timing Inspection
Initial ignition timing angle The ignition timing angle set during ignition timing adjust-
ment/inspection is called the "standard ignition timing".
The standard ignition timing consists of the initial ignition
Fixed ignition advance timing and the fixed ignition advance angle*.
angle *The fixed ignition advance angle is the value that is out-
put during ignition timing adjustment that is stored in the
Standard ignition
timing angle
engine ECU and that is unrelated to the correction used
during normal driving.
E1 The ignition timing adjustment/inspection are conducted
as follows.
• Make a short between the DLC1 (Data Link Connector
E1 TE1 1), DLC2, or DLC3 TE1 (TC)-E1 (CG) terminals, and
TE1 DLC1 TC DLC2 set the standard ignition timing. The standard ignition
timing differs by model as shown in the table at left, so
when making this adjustment, refer to the appropriate
DLC3 CG Repair Manual.
• When the standard ignition timing is not suitable,
Engine Initial Fixed ignition Standard adjustment is required.
model ignition timing advance angle ignition timing
HINT:
Type 1 10° BTDC 0° BTDC 10° BTDC
• When the IDL signal is off, even if there is a short
Type 2 5° BTDC 5° BTDC 10° BTDC between the TE1 (TC) and E1 (CG) terminals, the
ignition timing cannot be set.
Type 3 7° BTDC 0° BTDC 7° BTDC
• For recent models, the ignition timing cannot be
adjusted because sensors for the G and NE signals
are fixed to the engine.
(1/1)
-9-
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 10 -
Question- 1
The following statements pertain to the ESA (Electronic Spark Advance) system. Mark each of statements True or
False.
The engine ECU calculates the optimum ignition timing to match the
1 True False
engine conditions by receiving signals from various sensors.
2 The engine ECU sends the ignition signal (IGT) to the igniter. True False
The igniter responds to the IGT signal output by the engine ECU to
3 True False
intermittently apply the primary current to the ignition coil.
The igniter sends the ignition confirmation signal (IGF) to the engine
4 True False
ECU when the spark plug is ignited.
Question- 2
The following statements pertain to the ignition timing adjustment. Select the statement that is False.
1. The standard ignition timing consists of the initial ignition timing and the fixed ignition advance angle.
2. The standard ignition timing is fixed with the throttle valve fully closed (IDL ON) when the engine is warm.
3. The ignition timing can be fixed when there is a short between terminals TE1 (TC) - E1 (CG) and the IDL
signal is on.
4. For some models that sensors for the G and NE signals are fixed to the engine, the ignition timing cannot
be adjusted.
Question- 3
From the following word group, select the words that correspond to each number in the illustration.
Ignition Starting ignition control ( 1 )

timing
control After-start ignition control Initial ignition timing angle
( 2 )
Warm-up correction
( 3 )
Over-temperature correction
Stable idling correction
Knocking correction
Other correction
( 4 )
a) Basic ignition advance angle b) Maximum and minimum advance angle control c) Initial ignition timing angle
d) Corrective ignition advance control
Answer: 1. 2. 3. 4.
- 11 -
Question- 4
The following statements pertain to the corrective ignition advance control of the ESA system. Select the statement
that is False.
1. The warm-up correction is performed in order to advance the ignition timing and improve the drivability
when the coolant temperature is low.
2. The over-temperature correction prevents knocking and overheating by retarding the ignition timing when
the coolant temperature is extremely high.
3. The stable idle correction is performed as the basic ignition advance angle is not become larger/smaller
than a determined value.
4. The knocking correction is performed retarding when the knocking occurs. However, it is performed
advancing when no knocking occurs.
- 12 -
Diagnosis Master Technician - Gasoline Engine Control System ISC (Idle Speed Control)
Starter
The ISC (Idle Speed Control) system is
STA IDL
Throttle position sensor
provided with a circuit that bypasses the
throttle valve, and the air volume drawn
Neutral start switch NSW in from the bypass circuit is controlled by
SPD ECU ISCV the ISCV (Idle Speed Control Valve).
ELS The ISCV uses the signal from the
A/C THW engine ECU to control the engine at the
optimum idling speed at all times.
NE
The ISC system consists of the ISCV,
engine ECU, and various sensors and
Vehicle speed sensor
switches.
Electric load Water
temperature
sensor 1. When starting
A/C amplifier
The bypass circuit is opened to improve
startability.
Crankshaft position sensor
2. When warming-up the engine

When the coolant temperature is low,
the idling speed is increased so that
the engine runs smoothly (fast idle).
As the coolant temperature rises, the
idling speed is decreased.
3. Feedback control and estimate

control
• When A/C is used
• When headlights are used
When the shift lever is shifted from N to
D or from D to N while the vehicle is
stopped.
In the above cases, if the load increases

or changes, the idle speed is increased
or prevented from changing.

-1-
ISCV (Idle Speed Control Valve) Types of ISCV

The ISCV is a device that controls the
1 2
Throttle valve Throttle valve amount of the intake air during idling
using the signal from the engine ECU
and controls the idling speed.
There are two types of ISCV as follows.
Thottle
ISCV
control
motor 1. Type that bypasses the throttle
valve and controls the amount of
the intake air:
ECU ECU
Because the throttle valve is com-
pletely closed during idling, the ISCV
ETCS-i bypasses the required air volume
Rotary solenoid type Stepper motor type
during idling.
2. Type that controls the amount of
the intake air using the throttle
valve:
With this type, the throttle valve
proper controls the amount of the
intake air during idling.
This system is called ETCS-i (Elec-
tronic Throttle Control System-intelli-
gent), and conducts other control
functions in addition to amount of the
intake air control during idling. Refer
to "ETCS-i" of the group in the “Other
Control System” of the chapter for
details.
(1/1)
Rotary Solenoid Type

A
The rotary solenoid type ISCV consists
Coil
of a coil, IC, permanent magnet, valve,
and is attached to the throttle body.
The IC uses the duty signal from the
engine ECU to control the direction and
Valve
Permanent magnet A
to Air intake from Air cleaner
amount of current that flows in the coil
chamber and control the amount of air that
Open A-A cross section bypasses the throttle valve, rotating the
High
valve.
Coil
1. Operation
Duty ratio
When the duty ratio is high, the IC
RSO IC moves the valve in the opening direc-
ECU tion, and when the duty ratio is low,
the IC moves the valve in the closing
Close direction.
Low
The ISCV performs opening and
closing in this way.
HINT:
If there is trouble, such as an open
circuit, that causes the electricity to
stop flowing to the ISCV, the valve is
made to open at a set position by the
force of the permanent magnet.
This will maintain an idling speed of
approx. 1,000 to 1,200 rpm.
(1/1)
-2-
REFERENCE:
Old Type Rotary Solenoid ISCV
flom Air cleaner
flom Air cleaner The old type rotary solenoid ISCV
Bimetal strip
received the duty signals from the
engine ECU apply the current to two
Valve hausing
coils to change the amount the valve
opens and control the amount of the
intake air.
Coil The bimetal strip in the ISCV responds
Valve
to the engine coolant temperature to
Guard
maintain the appropriate valve opening
for the engine warm-up state.
Permanent magnet Valve A guard is also installed to prevent the
to Air intake chamber to Air intake chamber
valve from being stuck completely open
or closed if some kind of electrical trou-
ble occurs.
(1/1)
1. Operation
Coil A Valve open
Closed
direction When electricity is sent to coil A (RSO)
for a long time, the valve is caused to
RSO move in the opening direction.
Bimetal strip
S
N
+B
Opened
Valve direction
RSC
OFF(12V)
RSO
ON(0V)
4ms
Coil B OFF(12V)
RSC
ON(0V)
(The ON and OFF of RSO and RSC are reversed.)
Valve close
When electricity is sent to coil B for a
Coil A Closed
direction long time, the valve is caused to move in
the closing direction.
RSO
Bimetal strip
S
N
+B
Valve Opened
direction
RSC
OFF(12V)
RSO
ON(0V)
4ms
Coil B OFF(12V)
RSC
ON(0V)
(The ON and OFF of RSO and RSC are reversed.)
(1/1)
-3-
Other Types of Bypass ISCV

I
from Air cleaner

Duty-control ACV type
Valve
The duty-control ACV type ISCV controls the amount of
the intake air flowing in the bypass circuit by the duty sig-
nal from the engine ECU cause current to flow to the sole-
noid coil to open the valve.
The larger the duty ratio of the electricity flows to the sole-
noid coil, the farther the valve opens.
Solenoid coil
to Air intake chamber
ON-OFF control VSV type

The ON-OFF control VSV type ISCV controls the amount
from Air cleaner
of the intake air flowing in the bypass circuit by the ON/
to Air Intake chamber OFF signal from the engine ECU cause current to flow to
Valve the solenoid coil to open the valve.
When current flows to the solenoid coil, the idling speed
is increased in increments of approx. 100 rpm.
Solenoid coil
(1/1)
Stepper Motor Type

The stepper motor-type ISCV is attached to the intake
chamber. The valve installed at the end of the rotor is in
Valve
Stopper pin or out by the rotation of the rotor to control the air volume
flowing in the bypass circuit.
to 1. Operation
Air intake
chamber The step motor utilizes the principle of pulling and
rebounding of the permanent magnet (rotor) when a
magnetic field is generated by electricity flowing in the
coil. As shown in the illustration at bottom left, current
flows at C1 causing the magnet to be pulled. When
from the current to C1 is cut off at the same time, the cur-
Rotor Air cleaner
Stator coil
rent is made to flow to C2, and the magnet is pulled to
C3
C4 C1 C2
C3
Valve shaft C2. The subsequent switching the current to in order
C2 C4 of C3 and C4 in the same manner is used to rotate the
C1 C1
C4 C2 magnet.
The magnet can also rotate in the opposite direction
S
C3 C3
N
C2 C4 by switching the current in the direction from C4 to C3,

C1 C1 C2, and C1.
C4 C2 This arrangement is used to move the magnet to pre-
S
C3 C3 determined positions.
N
C2 C4
An actual step motor uses 4 coils to create 32 steps
C1 C1
C4 C2 for 1 rotation of the magnet (rotor). (Some motors
C3 C3
C2 C1 C4 have 24 steps per rotation.)
-4-
• Valve open
When electricity is sent to coil A (RSO) for a long time,
the valve is caused to move in the opening direction.
• Valve close
When electricity is sent to coil B for a long time, the
valve is caused to move in the closing direction.
(1/1)
-5-
Function of ISC Operation of Rotary Solenoid Type

1. Staring control
1 When the engine ECU receives a starter signal (STA),
Open
it determines that the engine is starting and opens the
ISCV to improve startability.
The ISCV opening is controlled according to the
ISCV opening
engine speed signal (NE) and coolant temperature

signal (THW).
Close
Coolant temperature High
2. Warm-up (fast-idle) control

2 After the engine starts, the engine ECU opens the
High Starting ISCV in accordance with the coolant temperature
(THW) to increase the idling speed. As the coolant
Fast idle temperature rises, the engine ECU controls the ISCV
toward closing direction to decrease the idle speed.
Idle speed
When the engine is cold, the idling speed is unstable

due to such factors as the engine oil viscosity being
high and poor fuel atomization.
For this reason, the idling speed must be made higher
Low than normal to stabilize it. This is called fast idling.
Coolant temperature 80°C
(1/2)
3. Feedback control
For feedback control, the target idling speed stored in the engine ECU and the actual idling speed are com-
pared. Then, the ISCV is controlled to correct the actual idling speed to the target idling speed.
When the actual idling speed is lower than the target idling speed: The ISCV is opened to correct the idling
speed to the target idling speed. When the actual idling speed is higher than the target idling speed: The ISCV is
closed to correct the idling speed to the target idling speed.
In addition, the target idling speed varies depending on the engine condition, such as whether the neutral switch
is ON or OFF, electric load signal is ON or OFF, or air conditioner switch is ON or OFF.
4. Engine speed change estimate control
The engine speed change estimate control estimates the change in idling speed from the engine load and con-
trols the ISCV accordingly.
When the shift lever is changed from D to N or N to D, or when there is a change in engine load immediately
after an electrical component, such as the tail lamp relay, defogger relay, or air conditioner switch operates, the
idling speed increases or decreases. The feedback control then increases or decreases the idling speed, but the
idling speed is unstable until the target idling speed is reached.
For this reason, when the engine ECU receives an engine load signal from an electrical component, etc., the
ISCV is controlled before the idling speed changes to reduce the amount of idling speed change.
5. Other controls
• The engine ECU opens the ISCV when the IDL point of the throttle position sensor is closed (accelerator pedal
is released) to prevent a sudden drop in the engine speed.
• In vehicles equipped with EHPS (Electro-Hydraulic Power Steering), the electrical load increases when the
EHPS operates. Therefore, the engine ECU opens the ISCV to prevent the idling speed from dropping.
(2/2)
-6-
Operation of Stepper Motor Type

1. Starting set-up
The starting set-up sets the ISCV in the fully opened
position when the engine is stopped (when the engine
ECU does not receive the NE signal) to improve start-
Ignition switch ability the next time the engine is started.
ISCV is set fully open
OFF • Main relay control
The engine ECU instructs that electrical power contin-
ued to be supplied to the main relay for a little while
even after the ignition switch is turned OFF in order to
set the ISCV in the fully opened position. After the
ISCV has been set, the engine ECU stops supplying
power to the main relay.
2. After-start, warm-up (fast-idle) and feedback con-

A trol
Fully open
A-B: After-start control These controls are basically the same as for the rotary
B-C: Warm-up control
C-D: Feedback control solenoid type.
B After the engine is started, the valve closes from the
ISCV position
fully opened position to the open position determined

for the engine speed and coolant temperature, and
C then the valve gradually closes as the coolant temper-
D
ature rises.
When the coolant temperature reaches 80°C (176 °F),
20 80 feedback control is used to maintain the target idling
(68) (176)
speed.
Coolant temperature °C(°F)
-7-
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

-8-
Question- 1
The following illustrations show the ISCV (Idle Speed Control Valve) types. From the following word group, select
the type that correspond to each illustration.
1 2 3
a) ETCS-i b) Rortary solenoid type c) Duty-control ACV type d) Stepper motor type
Answer: 1. 2. 3.
Question- 2
The following statements pertain to the ISC (Idle Speed Control) system. Mark each of statements True or False.
It controls the bypass circuit to draw in (amount of air) and the

1 True False
engine at the optimum idling speed at all times.
At starting, it narrows the opening angle of the bypass circuit in

2 True False
order to improve the startability.
At cold engine, it controls the bypass circuit to be opened wide so

3 True False
that the idle speed is stable.
Question- 3
The following statements pertain to the rotary solenoid type ISCV. Select the statement that is False.
1. It controls the opening angle by rotating the valve .
2. The valve opening angle is controlled by changes of the current order flowed into the coils.
3. The valve opening angle is controlled by the direction and amount of current.
4. If the connector is disconnected, the engine keeps rotating because the valve is opened at a constant
opeing angle.
-9-
Question- 4
The following statements pertain to the ISCV control. Select the statement that is False.
1. In the starting control, the ISCV is opened in order to improve the startability.
2. In the warm-up control, the ISCV is controlled at the optimum opening angle in accordance with the cool-
ant temperature during cold engine.
3. In the feedback control, the ISCV is controlled in the closing direction when the actual idle speed is lower
than the target idle speed.
4. In the engine speed change estimate control, the ISCV is controlled by estimating the idle speed change
when a signal is input in the engine ECU.
- 10 -
Question- 1
The following statements pertain to the ESA (Electronic Spark Advance) system. Mark each of statements True or
False.
The engine ECU calculates the optimum ignition timing to match the
1 True False
engine conditions by receiving signals from various sensors.
2 The engine ECU sends the ignition signal (IGT) to the igniter. True False
The igniter responds to the IGT signal output by the engine ECU to
3 True False
intermittently apply the primary current to the ignition coil.
The igniter sends the ignition confirmation signal (IGF) to the engine
4 True False
ECU when the spark plug is ignited.
Question- 2
The following statements pertain to the ignition timing adjustment. Select the statement that is False.
1. The standard ignition timing consists of the initial ignition timing and the fixed ignition advance angle.
2. The standard ignition timing is fixed with the throttle valve fully closed (IDL ON) when the engine is warm.
3. The ignition timing can be fixed when there is a short between terminals TE1 (TC) - E1 (CG) and the IDL
signal is on.
4. For some models that sensors for the G and NE signals are fixed to the engine, the ignition timing cannot
be adjusted.
Question- 3
From the following word group, select the words that correspond to each number in the illustration.
Ignition Starting ignition control ( 1 )

timing
control After-start ignition control Initial ignition timing angle
( 2 )
Warm-up correction
( 3 )
Over-temperature correction
Stable idling correction
Knocking correction
Other correction
( 4 )
a) Basic ignition advance angle b) Maximum and minimum advance angle control c) Initial ignition timing angle
d) Corrective ignition advance control
Answer: 1. 2. 3. 4.
- 11 -
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
A majority of engine control systems are equipped with
ETCS-i Throttle body the following systems, although there are differences
Throttle valve
Accelerator pedal among engines, in addition to the EFI, ESA, and ISC sys-
position sensor
tems.
Engine ECU
All of these systems are controlled by the engine ECU.
• ETCS-i (Electronic Throttle Control System-intelligent)
Throttle control • VVT-i (Variable Valve Timing-intelligent)
motor
• VVTL-i (Variable Valve Timing and Lift-intelligent)
VVT-i Lock pin • Oxygen sensor/Air fuel ratio sensor heater control
system
• Air conditioner control system
• Cooling fan control
Intake
camshaft • ACIS (Acoustic Control Induction System)
Vane • AI (Air Injection) control system/AS (Air Suction) con-
Housing (fixed on Intake camshaft) trol system
• Evaporative emission control system
VVTL-i ACIS
High-speed cam Front • Air intake control system
Intake air
control valve • Fuel octane judgement
• ECT OD cut-off control system
• EGR cut-off control system
Low-and medium- • T-VIS (Toyota-Variable Induction System)
speed cam
• SCV (Swirl Control Valve) system
• Turbocharging pressure control system
• Supercharger control system
Actuator • EHPS (Electro-Hydraulic Power Steering) control sys-
tem
(1/1)
ETCS-i (Electronic Throttle Control Description

System-intelligent)
The ETCS-i (Electronic Throttle Control System-intelli-
gent) is a system that uses a computer to electrically con-
trol the throttle valve opening.
Conventional throttle valve opening has been controlled
Throttle body
by directly a cable from the accelerator pedal to the throt-
Throttle valve Throttle position tle valve to open and close it. In this system, the cable is
sensor
eliminated, and the engine ECU uses the throttle control
Accelerator pedal
position sensor motor to control the throttle valve opening angle to the
Throttle
control motor
optimum amount in response to the amount that the
accelerator pedal is depressed. In addition, the accelera-
tor pedal opening angle is detected by the accelerator
pedal position sensor, and the throttle valve opening
angle is detected by the throttle position sensor.
The ETCS-i system consists of the accelerator pedal
position sensor, engine ECU, and throttle body. The throt-
tle body contains the throttle valve, throttle control motor,
throttle position sensor, and other components.
Engine ECU Various signals
(1/1)

-1-
Construction and Operation

Throttle body construction and operation
As shown in the illustration, the throttle body consists of a
throttle valve, throttle position sensor that detects the
Throttle control motor
throttle valve opening, throttle control motor that opens
and closes the throttle valve, and a return spring that
returns the throttle valve to a fixed position. The throttle
Throttle valve motor employs a DC motor that has good responsiveness
and consumes little power.
The engine ECU controls the amount and direction of the
current flowing to the throttle control motor, turns or holds
the motor, and opens and closes the throttle valve via the
reduction gear. The actual throttle valve opening is
detected by the throttle position sensor, and this is fed
back to the engine ECU.
When current is not flowing to the motor, the return spring
Reduction gears
opens the valve to a fixed position (approx. 7°). However,
Throttle return spring
during idling the valve is closed more than this fixed posi-
tion.
Throttle position
sensor
HINT:
• When the engine ECU detects a malfunction, it turns
ON the malfunction indicator lamp in the combination
meter while cutting off the power to the motor, but
because the throttle valve is kept open to approx. 7°,
the vehicle can still be driven to a safe location.
• The initial model with the ETCS-i used a magnetic
clutch between the motor and the throttle valve,
which could be used to connect to and disconnect
from the motor.
(1/1)
-2-
Controls
The ETCS-i controls the throttle valve opening angle to
the optimum amount in accordance with the amount
1. Normal-mode control, Power-mode control and which the accelerator pedal is depressed.
Snow-mode control
1. Normal-mode control, Power-mode control and

Snowmode control
Basically, the normal-mode is used, but the control
Power-mode switch can be used to switch to the snow-mode or
power-mode.
• Normal-mode control
opening angle
Throttle valve
Normal-mode
This is the basic control that maintains a balance of
easy operation and smooth driving.
• Snow-mode control
Snow-mode
This control keeps the throttle valve opening smaller
than when in the normal-mode to prevent slipping
when driving on a slippery road, such as a snowy
road.
Accelerator pedal
depressed angle • Power-mode control
Conceptual diagram In this mode the throttle valve is open much wider
than in the normal-mode. Therefore, this provides a
more direct response against the accelerator pedal
operation and more powerful driving than the nor-
mal-mode. This mode is only provided in some mod-
els.
(1/4)
2. Torque activated power train control

This control makes the throttle valve opening smaller
or larger than the accelerator pedal depression angle
2. Torque activated power train control to attain smooth acceleration.
The illustration shows when the accelerator pedal kept
: with Control at a certain depressed position. For models without
: without Control
the torque activated power train, the throttle valve is
opened nearly in sync with the accelerator pedal
Vehicle’s motion, which, for a short period of time, causes the
longitudinal G
vehicle's longitudinal G to rise rapidly and then gradu-
0
Time ally decline.
Compared to this, in models with torque activated
power train control, the throttle valve is opened gradu-
Throttle valve
opening angle ally so that the vehicle's longitudinal G continues for a
long time to attain smooth acceleration.
0
Accelerator
pedal depressed Constant opening
angle
0
(2/4)
-3-
3. Other controls
(1) Idle speed control
This controls the throttle valve on the closing side to maintain the ideal idling speed.
(2) Shift shock reduction control
This control reduces the throttle valve opening angle and lowers the engine torque simultaneously with the ECT
(Electronically Controlled Transmission) control when the automatic transmission shifts to reduce the shift
shock.
(3) TRAC (Traction Control) throttle control
If excessive slip is generated by the drive wheels, as part of the TRAC system, the request signal from the skid
control ECU will close the throttle valve to reduce the power to promote vehicle stability and attain driving force.
(4) VSC (Vehicle Skid Control) coordination control
This controls the throttle valve opening angle using integrated control with the skid control ECU to make maxi-
mum utilization of the VSC system control effect.
(5) Cruise control
In the conventional cruise control, the cruise control ECU opens and closes the throttle valve via a cruise control
actuator and cable. But with ETCS-i, the engine ECU, which contains an integrated cruise control ECU, directly
controls the throttle valve opening angle via a throttle control motor to perform the cruise control operation.
(3/4)
4. Fail-safe
• If the engine ECU detects a malfunction in the
ETCS-i system, it turns ON the malfunction indicator
4. Fail-safe lamp in the combination meter to notify the driver.
• The accelerator pedal position sensor contains sen-
sor circuits for two systems, main and sub. If a mal-
Injectors Engine ECU Igniters
function occurs in one of the sensor circuits, and the
engine ECU detects an abnormal voltage difference
in the signals between the two sensor circuits, the
engine ECU switches to the limp mode. In the limp
mode the remaining circuit is used to calculate the
accelerator pedal opening angle and the vehicle is
Return spring driven with the throttle valve opening restricted more
Open
than normally. In addition, if there seemed to be a
malfunction with both circuits, the engine ECU
M places the throttle valve in the idling state.
At this time, the vehicle can only be moved within the
Throttle
control motor
idling range.
Accelerator pedal Close
position sensor Throttle Throttle • The throttle position sensor also contains sensor cir-
position sensor valve
cuits for two systems, main and sub. If a malfunction
Accelerator pedal Throttle body
occurs in the sensor circuit(s), and the engine ECU
detects an abnormal voltage between the two sensor
circuits, the engine ECU cuts off the current to the
throttle control motor and then switches to the limp
mode. At this time, the throttle valve opening is fixed
by the return spring, and the injection volume and
ignition timing are controlled by the accelerator pedal
signal. The engine output is greatly restricted, but the
vehicle can be driven.
• When the engine ECU detects a malfunction in the
throttle control motor system, then the same control
as for a malfunction of the throttle position sensor
occurs.
(4/4)
-4-
VVT-i (Variable Valve Timing-intelligent) Description

Generally, the valve timing is fixed, but the VVT-i system
uses the hydraulic pressure to shift the intake camshaft
Camshaft
Throttle position rotation and vary the valve timing. This makes it possible
sensor
VVT-i controller position sensor to increase output, improve fuel efficiency, and lower
emissions.
Engine ECU
As shown in the illustration, this system is designed to
control the valve timing by shifting the intake camshaft
Water temp. Air flow meter rotation within an approximate 40° range of the crankshaft
sensor
angle to attain a valve timing that is optimum for the
engine conditions based on the signals from the sensors.
Camshaft timing The valve timing is controlled as explained below.
Crankshaft oil control valve
position
sensor
Crankshaft position
sensor Engine ECU
Camshaft
Air flow meter Target valve timing timing oil
control valve
Throttle position
sensor Feedback
Duty control
Water temp. sensor Correction
Camshaft position
sensor Actual valve timing
Vehicle speed signal
• During low temperature, during low speed at light

load, or during light load
The intake valve timing is retarded and the valve over-
lap is reduced to reduce the exhaust gas blowback to
Full load performance
the intake side. This stabilizes idling and improves fuel
During low and medium speed efficiency and startability.
at high load
• During medium load, or during low and medium
speed at heavy load
The intake valve timing is advanced and the valve
overlap is increased to increase the internal EGR and
Engine
reduce the pumping loss. This improves emission
load During high speed control and fuel efficiency. In addition, at the same
at high load
time the intake valve’s closing timing is advanced to
During medium load reduce intake blowback to the intake side and improve
the volumetric efficiency.
• During high speed at heavy load
The intake valve timing is advanced and the valve
Engine speed overlap is increased to increase the internal EGR and
During low temperature, during low speed reduce the pumping loss. This improves emission
at light load, or during light load
control and fuel efficiency. In addition, at the same
time the intake valve’s closing timing is advanced to
reduce intake blowback to the intake side and improve
: Valve timing is advanced. the volumetric efficiency.
: Valve timing is retarded.
In addition, feedback control is used to keep the actual
intake valve timing at the target valve timing using the
camshaft position sensor.
(1/1)
-5-
Construction
VTT-i controller
Vane The VVT-i system actuator consists of a VVT-i controller
Lock pin (fixed on Intake camshaft)
that shifts the intake camshaft, oil pressure that is the
motive force of the VVT-i controller, and a camshaft timing
oil control valve that controls the oil passage.
1. VVT-i controller
Intake
camshaft The controller consists of a housing that is driven by a
timing chain and vanes that are fixed on the intake
Housing
camshaft.
Oil pressure The oil pressure sent from the intake camshaft
advance or retard side passage rotates the VVT-i con-
at a Stop in Operation troller vanes in the circumferential direction to continu-
Lock pin ously change the intake valve timing.
When the engine is stopped, the intake camshaft
Camshaft timing oil control valve
moves to the maximum retard state to maintain start-
Spool valve ability. When the oil pressure does not reach the VVT-
Oil pressure
Spring i controller immediately after engine start, the lock pin
Drain Drain
locks the VVT-i controller operation mechanism to pre-
vent knocking noise.
REFERENCE:
Coil
In addition to the above, there is a type where the pis-
(Advance side)
Plunger ton moves in the axial direction between the helical
(Retard side)
splines of the outer gear (corresponds to the housing)
and inner gear (directly attached to the camshaft) to
shift the camshaft phase.
2. Camshaft timing oil control valve
The camshaft timing oil control valve follows the duty
control from the engine ECU to control the spool valve
position and distribute the oil pressure applied to the
VVT-i controller to the advance side or retard side.
When the engine is stopped, the intake valve timing is
at the maximum retard angle.
(1/1)
-6-
Operation
The camshaft timing oil control valve selects the passage
to the VVT-i controller in accordance with the amount of
current from the engine ECU. The VVT-i controller rotates
the intake camshaft in accordance to the position to which
VVT-i controller
1. Advance
the oil pressure is applied, to advance, retard, or keep the
valve timing.
The engine ECU calculates the optimum valve timing
under the various operating conditions in accordance with
Vane Camshaft timing the engine speed, intake air volume, throttle position, and
oil control valve
coolant temperature to control the camshaft timing oil
Engine ECU control valve. In addition, the engine ECU uses the sig-
nals from the camshaft position sensor and crankshaft
position sensor to calculate the actual valve timing, and
executes feedback control to attain the target valve tim-
ing.
Oil Drain
pressure
Rotating direction 1. Advance
When the camshaft timing oil control valve is placed in
the state shown in the illustration by the engine ECU,
the oil pressure acts on the timing advance side vane
chamber to turn the intake camshaft in the valve tim-
ing advance direction.
2. Retard
When the camshaft timing oil control valve is placed in
the state shown in the illustration by the engine ECU,
the oil pressure acts on the timing retard side vane
chamber to turn the intake camshaft in the direction of
the valve timing retard direction.
2. Retard
Vane
Engine ECU
Drain Oil pressure

Rotating direction
-7-
3. Hold
The engine ECU calculates the target valve timing
angle in accordance with the operating conditions.
After setting to the target valve timing, the camshaft
timing oil control valve keeps the oil passage closed
as shown in the illustration, to keep the current valve
3. Hold
timing.
Engine ECU
Oil pressure
(1/1)
VVTL-i (Variable Valve Timing and Lift-intelligent) Description

The VVTL-i system is based on the VVT-i system and
employs a cam changeover mechanism to change the
Oil control valve amount of the intake and exhaust valve lift. This makes it
Oil pressure switch (for VVTL)
possible to attain high power without affecting the fuel
Camshaft position sensor
economy or emissions performance.
Throttle position The basic construction and operation of the VVT-i mecha-
sensor
Water temp. nism is the same as that of the VVT-i system. Switching
sensor
Vehicle speed between two cams with different lift amounts is used to
Engine ECU signal change the amount of the valve lift.
Oil control valve For the cam changeover mechanism, the engine ECU
(for VVT) Air flow meter
switches between two cams using the oil control valve for
Crankshaft position VVTL based on the signals from the water temperature
sensor
sensor and the crankshaft position sensor.
Hydraulic circuit
Oil control valve
Low-and medium-speed cam
VVTL (for VVTL)
High-speed cam
L H
VVT
H L
Oil filter
from Oil main hole
(1/1)
-8-
Construction
Camshaft position sensor The VVTL-i system configuration components are nearly
Oil control valve (for VVTL)
Oil pressure switch
to Cam changeover
the same as those of the VVT-i system. The special com-
mechanism ponents for the VVTL-i system are the oil control valve for
VVTL and the camshafts and rocker arms.
1. Oil control valve for VVTL
Drain Oil pressure Spool valve The oil control valve for VVTL controls the oil pressure
applied to the high-speed cam side of the cam
changeover mechanism using the spool valve position
Oil control valve (for VVT) control conducted by the engine ECU.
2. Camshafts and rocker arms
To change the amount of the valve lift, the camshaft
Low-and medium-speed cam
has two types of cams, a low- and medium-speed cam
High-speed cam
and a high-speed cam, for each cylinder.
The cam changeover mechanism is built into the
Oil Roller rocker arm between the valves and cams. The oil
hole
pressure from the oil control valve for VVTL reaches
Pad
the oil hole in the rocker arm, and this oil pressure
pushes the lock pin below the pad. This fixes the pad
and engages the high-speed cam.
When the oil pressure is not being applied, the lock
Lock pin
pin is returned by the spring force and the pad is
Rocker arm freed. This makes the pad able to move freely in the
vertical direction and disables the high-speed cam.
(1/1)
-9-
Operation
The intake and exhaust camshafts have cams with two
Rocker arm
Rocker shaft
Oil pressure switch "OFF" different lift amounts for each cylinder, and the engine
Engine ECU switches these cams to the operating cam by oil
LO HI LO HI LO HI LO HI
ECU pressure.
Cam changeover mechanism 1. Low- and medium-speed (engine speed: below

Oil control 6000 rpm)
valve "OFF"
HI LO HI LO HI LO HI LO As shown in the illustration at the top, the oil control
Oil pressure Drain valve opens the drain side. Therefore, the oil pressure
does not act on the cam changeover mechanism.
As shown in the illustration at the bottom, the oil pres-
sure is not acting on the lock pin. Therefore, the lock
Low-and medium-speed cam pin is pushed by the spring in the lock release direc-
High-speed cam tion. In this manner, the pad repeats a disabling recip-
rocal movement. Therefore this lifts the valves by the
low- and medium-speed cam.
Roller
Pad
Lock pin
Moves freely
(1/2)
2. High-speed (engine speed: over 6,000 rpm/coolant

temp.: higher than 60°C)
Rocker arm
Oil pressure switch "ON"
As shown in the illustration at the top, the drain side of
Rocker shaft
Engine
oil control valve is closed so that the oil pressure is
LO HI LO HI LO HI LO HI
ECU acting on the high-speed cam of the cam changeover
mechanism.
Cam changeover mechanism At this time, as shown in the illustration at the bottom,
Oil control
valve "ON" inside the rocker arm, the oil pressure is pushing the
HI LO HI LO HI LO HI LO lock pin below the pad to secure the pad in the rocker
Oil pressure arm. Therefore, the high-speed cam pushes down the
rocker arm before the low- and medium-speed cam
contacts the roller. This lifts the valves by the high-
speed cam.
Low-and medium-speed cam At this time, the engine ECU simultaneously detects
High-speed cam that the cam has changed over to the high-speed cam
based on the signal from the oil pressure switch.
Roller
Pad
Lock state
Oil pressure
(2/2)
- 10 -
Other Controls Oxygen Sensor/Air Fuel Ratio Sensor Heater Control

System
The detection capability of the oxygen sensor and A/F
(air-fuel) ratio sensor decline at low temperatures (under
400°C). Therefore, some oxygen sensor or A/F ratio sen-
+B +B Engine ECU sor are provided with a heater to heat the elements.
The engine ECU controls the amount of the current of the
AF1+
heater in accordance with the intake air mass and engine
speed. In other words, when the engine load is small and
A/F ratio the exhaust gas temperature is low, the amount of the
sensor
current flowing to the heater increases in order to main-
AF1— tain the sensor efficiency. However, when the engine load
Heater and exhaust gas temperature increase, the heater is
HTAF1
stopped operating or the amount of the current flowing to
OX the heater is decreased.
Oxygen
sensor
HT
Heater
E01 and E02
(1/1)
Air Conditioner Control System

+B
The engine ECU turns OFF the A/C compressor in accor-
Magnetic
dance with vehicle conditions to maintain good drivability
A/C
clutch
SW and acceleration performance. For example, when rapidly
relay
accelerating from a low engine speed, the engine ECU
turns OFF the A/C compressor in accordance with the
Various
A/C amplifier sensors vehicle speed, engine speed, throttle valve position, and
intake manifold pressure or intake air mass. There are
ACT
two types of air conditioner control systems.
A/C Various
Engine ECU
sensors One type indirectly controls the air conditioner operation
Magnetic via the A/C amplifier. The engine ECU sends an ACT sig-
clutch nal to the A/C amplifier to disengage the magnetic clutch
+B of the A/C compressor. In the other type, the engine ECU
directly controls the air conditioner operation by operating
Magnetic the magnetic clutch relay.
clutch
relay With some engine models, after the air conditioner switch
is turned ON, the magnetic clutch operation is delayed for
ACMG
Various a moment. At this time, the engine ECU opens the ISC
Engine ECU sensors valve to increase the engine speed to prevent the engine
A/C speed from dropping when the air compressor operates.
A/C
A/C
This delay control function is called air conditioner com-
control
assembly SW pressor delay control.
Magnetic
clutch Various
sensors
(1/1)
- 11 -
Cooling Fan Control

There are various types of cooling fan controls in addition
to the one shown in the illustration. Up to now, the fan
speed was controlled by having the water temperature
switch control the fan relay. Currently, some engine ECUs
Magnetic
clutch
Fan relay control the fan relay to control the fan speed, or the cool-
No.1
relay ing fan ECU to control the fan speed.
HINT:
Cooling fan As shown in the illustration, low speed operation low-
M motor
ers the voltage applied to the motor using a resistor
Water placed in series in the circuit to reduce the cooling fan
temp. speed, or two motors are connected in series to
sensor
Lo Hi Fan relay reduce the fan speed.
No.2
THW
Engine ECU
A/C amplifier
A/C
Resistor pressure
switch
(1/1)
ACIS (Acoustic Control Induction System)

The ACIS (Acoustic Control Induction System) changes
Actuator
the effective length of the intake manifold to increase
VSV
power over a wide range from low speed to high speed.
Throttle position sensor This system uses an intake air control valve to divide the
Vacuum tank
Intake air control valve intake manifold into two stages that make it possible to
change the effective length of the intake manifold to
Engine match the engine speed and throttle valve opening.
ECU
There are several types of ACIS. The example used here
is that for the 3UZ-FE engine.
1. Construction
The main components of the system are described
Crankshaft position sensor below.
(1) Intake air control valve
Atmosphere
Front The intake air control valve is in the intake air cham-
Intake air
control valve ber, and is opened and closed to change the effective
length of the intake manifold in two stages.
(2) VSV (Vacuum Switching Valve)
According to the ACIS signal from the engine ECU,
the VSV control the vacuum, which is the power
source for operating the actuator of intake air control
to Actuator
valve.
Actuator from Vacuum
tank
(3) Vacuum tank
The vacuum tank has a built-in check valve. And it
stores the vacuum applied to the actuator so that the
intake air control valve can be fully closed even in the
low-vacuum condition.
(1/2)
- 12 -
2. Operation
(1) When the air intake control valve closes (VSV ON) (1) When the air intake control valve closes (VSV ON)
: Effective intake manifold length When the engine ECU turns ON the VSV to match the
VSV ON long pulsation cycle, a vacuum is applied to the actua-

tor diaphragm chamber. This closes the control valve.
This in turn, lengthens the effective length of the
intake manifold, which improves the air intake effect
60
and power in the low- and medium-speed ranges due
to the intake air pulsation effect.
(2) When the air intake control valve open (VSV OFF)
4700 (rpm)
Engine speed When the engine ECU turns OFF the VSV to match
the short pulsation cycle, atmospheric pressure is
applied to the actuator diaphragm chamber, opening
(2) When the air intake control valve open (VSV OFF) the control valve. When the control valve opens, the
: Effective intake manifold length effective length of the intake manifold is shortened,
VSV OFF which provides maximum air intake effectiveness to
increase power in the high-speed range.
60
4700 (rpm)
Engine speed
(2/2)
AI (Air Injection) Control System/AS (Air Suction)

Air injection control system Control System
Engine ECU Relay The AI control system/AS control system is a system that
Air injection valve Air filter
feeds air into the exhaust manifold to recombust the
uncombusted gas in the exhaust to lower HC and CO
VSV
emissions. The difference between these two systems is
that the AI control system uses a pump to force feed the
Electric air pump
IN EX
air while the AS control system uses the vacuum created
in the exhaust manifold to draw in air. The AI control sys-
tem will be explained here.
This system is operated by the engine ECU when HC and
CO exhaust emissions increase when the engine is cold
and the vehicle is decelerating. This system is not used
under any other conditions.
Air suction control system
From air cleaner
When all of the operation conditions exist, the engine
VSV ECU operates the electric air pump while the VSV oper-
AS
Engine ECU ates at the same time to feed the intake manifold vacuum
Check valve AS valve
to the air injection valve. This opens the passage to feed
the compressed air to the exhaust manifold.
The engine ECU estimates the total volume of gas flow-
Reed valve
ing in the TWC based on the signal from the air flow
meter.
Air Throttle valve
flow
meter REFERENCE:
Past AI control systems kept the air pump operating at
all times.
Therefore, an ASV (Air Switching Valve) was used
instead of an air injection valve to expel the com-
pressed air when the system was not in operation.
(1/1)
- 13 -
Evaporative Emission Control System

The evaporative emission control system prevents evapo-
ORVR Tank valve assembly
(On-board refueling vapor recovery) valve rated fuel from the fuel tank from being released into the
(North America only)
Charcoal canister atmosphere by having the evaporative emissions be tem-
porarily absorbed by a charcoal canister. These emis-
Tank pressure valve
sions are later taken in and combusted after the engine
warms up.
Vapor pressure
sensor Construction
The evaporative emission control system has passages
and valves among the air cleaner, intake manifold, char-
Vacuum coal canister, and fuel tank as shown in the illustration.
check valve
These are used to open and close the VSV, etc., to allow
the engine ECU to control the movement of evaporated
VSV (for EVAP) fuel for the entire system.
Air inlet valve
VSV
(for Canister closed valve)
to Engine Air drain valve
Air valve assembly
(1/2)
REFERENCE
VSV
(for EVAP) Vapor pressure Monitoring
Purge valve sensor Charcoal
to Engine canister
The monitoring sequence is conducted when the air tem-
perature sensor and the water temperature sensor show
nearly the same values, such as during cold engine star-
tup.
The engine ECU uses the vapor pressure sensor to con-
tinuously monitor the fuel tank pressure, and when a mal-
VSV Canister VSV
function is detected in the pressure, a DTC (Diagnosis
(for Canister closed (for Pressure Trouble Code) is stored in memory and the malfunction
closed valve) valve switching valve)
Pressure
switching valve
indicator lamp is turned ON to warn the driver.
The engine ECU closes the canister closed valve and
Canister Open
closed valve Close opens the purge valve and pressure switching valve to
Pressure Open apply a vacuum to the entire system. When sufficient vac-
switching valve Close
Open uum is applied, the engine ECU closes the purge valve to
Purge valve
Close close the passages throughout the system. After this, the
Abnormal engine ECU conducts monitoring to check for leaks as
vapor
pressure the system pressure is gradually increased to a set vac-
uum.
Normal
The engine ECU then operates the valves in the order of
vapor canister closed valve and then pressure switching valve,
Cold start pressure
Engine coolant/intake air Negative Fuel tank VSV (for Canister
and then determines as the pressure changes whether or
near same temp. pressure & charcoal closed valve), not the VSVs are good.
occurs canister VSV (for Pressure
leak check switching valve)
testing
(1/1)
- 14 -
Operations
• Purge flow
Charcoal canister When the engine reaches certain conditions, the
engine ECU opens the VSV (for canister closed valve)
while controlling the VSV (for EVAP) using duty ratio
control. This causes the intake manifold vacuum to
open the air inlet valve and allow the gas absorbed by
the canister to be taken together with air from the air
cleaner via the VSV (for canister closed valve) into the
intake manifold.
The engine ECU uses duty ratio control for the VSV
(for EVAP) to prevent an excessive purge flow during
VSV (for EVAP) idling and other conditions, engine failure, and emis-
sions from worsening.
Air inlet valve
VSV
(for Canister closed valve)
to Engine Air drain valve
(2/2)
Air Intake Control System

Check valve VSV Air intake control valve
The air intake control system is divided into two air
cleaner inlets, and one of these inlets is provided with a
valve, which is opened and closed to attain suitable air
intake efficiency in accordance with the engine speed.
This reduces the intake air noise in the low-speed range.
1. Construction
This system consists of the air intake control valve unit
in the air cleaner inlet, the VSV (Vacuum Switching
Valve) to control the vacuum which is the power
source, and the check valve to prevent atmospheric
air from flowing into the air intake chamber.
Crankshaft 2. Operation
Engine ECU position
sensor When the engine is running in the low- to mid-speed
Air intake Open
range, the engine ECU closes the air intake control
chamber
valve. This causes an air intake on just one side,
VSV which reduces the air intake noise.
Check valve
When the engine is running in the high-speed range,
Air Close the engine ECU opens the air intake control valve to
Engine speed High allow air to be taken in from the two air inlets to
Air intake Air intake control valve condition improve the air intake efficiency.
control valve
Air
(1/1)
- 15 -
Others
The following systems are also controlled by the engine ECU.
1. Fuel octane judgement
Depending on the model, the engine ECU determines the octane rating of the gasoline being used from the
engine knocking signal of the knock sensor and then switches its internal ignition map to “premium” or “regular”
to match the fuel being used.
2. ECT OD cut-off control system
To maintain good drivability and acceleration performance, the engine ECU sends an OD cut-off signal to the
ECT ECU based on the signals from the water temperature sensor and vehicle speed sensor to prevent the
automatic transmission from shifting into overdrive.
In addition, in several engines the engine ECU sends the 3rd-gear cut-off signal to the ECT ECU.
3. EGR cut-off control system
This system shuts off the EGR (Exhaust Gas Recirculation) to maintain drivability when the engine is warming
up, during high-speed driving, etc.
4. T-VIS (Toyota-Variable Induction System)
A valve is provided on one of the two intake manifolds of each cylinder to close the valve during low engine
speeds and open the valve during high engine speeds. This improves engine performance in both the engine
low- and high-speed ranges.
5. SCV (Swirl Control Valve) system
A valve is provided on one of the two intake ports of each cylinder to close the valve during low engine speeds
and open the valve during high engine speeds in order to improve engine performance in both the engine low-
and high-speed ranges. In addition, the other intake port has been given a shape so that its cross-sectional area
is gradually decreased as it moves forward to increase the flow speed of the intake air passing through here.
This causes the intake air to swirl in the cylinder increasing combustion efficiency and improving fuel efficiency in
the low-speed range.
6. Turbocharging pressure control system
By controlling the boost pressure applied to the actuator for the waste gate valve, this system controls the air
intake turbocharging pressure. This improves engine power while maintaining engine durability thus improving
drivability.
7. Supercharger control system
This system controls everything related to the supercharger, such as starting and stopping the supercharger,
and opening and closing the air bypass when the supercharger is stopped.
8. EHPS (Electro-Hydraulic Power Steering) control system
This control is only provided in vehicles with an EHPS that uses an electric motor to drive the vane pump. This
system controls the vane pump motor speed. For example, the vane pump is stopped to ensure the startability
or prevent the engine from stalling when the engine is cold or the engine speed is extremely low.
(1/1)
- 16 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 17 -
Question- 1
The following statements pertain to the ETCS-i system. Mark each of statements True or False.
1 The ETCS-i is a system to directly open or close the throttle valve. True False
For the accelerator pedal of recent ETCS-i, the accelerator pedal

2 True False
position sensor is installed on the pedal.
Only the throttle valve and throttle control motor are installed on the
3 True False
throttle body.
When the current does not flow into the throttle motor, the throttle
4 True False
valve is completely closed.
Question- 2
The following statements pertain to the VVT-i system. Mark each of statements True or False.
The VVT-i system uses the oil pressure to vary the valve timing and
1 True False
improve the output or fuel consumption, etc.
The VVT-i controller shifts the camshaft rotation to perform three

2 True False
operations: advance, retard, and hold.
The VVT-i controller becomes at retarding the most by the return

3 True False
spring when the engine is stopped.
4 During a cold engine, the intake valve is advanced to stabilize idling. True False
Question- 3
The following statements pertain to the VVTL-i system. Select the statement that is True.
1. This system enlarges the amount of the valve lift under heavy load to improve the engine output.
2. This system uses the oil pressure to shift the intake camshaft rotation and change only the valve timing
3. This system opens and closes the valve which is installed in one side of the intake manifolds to improve
the engine performance.
4. This system is united with the cam changeover mechanism to change the amount of the lift and the VVT-
i system.
- 18 -
Diagnosis Mater Technician - Gasoline Engine Control System Diagnosis
The engine ECU possesses an OBD (On-Board Diagnos-
tic) function which constantly monitors each sensor and
actuator. If it detects a malfunction, the malfunction is
Sensors
recorded as a DTC (Diagnostic Trouble Code) and the
MIL (Malfunction Indicator Lamp) on the combination
MIL meter lights up to inform the driver.
(Malfanction Indicator Lamp) By connecting the hand-held tester to DLC3, direct com-
munication with the engine ECU can be performed via
Diagnosis terminal SIL to confirm the DTC.
circuit
The DTC can also be confirmed by causing the MIL to
blink, then checking the blinking pattern.
ECU HINT:
The MIL may also be called the CHECK ENGINE
warning light or engine system warning light.
DLC3 YES NO ENTER
F1 F2 F3
HELP 1 2 3
F4 F5 F6
RCV 4 5 6
F7 F8 F9
SEND 7 8 9
F0 ON
EXIT 0 #
OFF
SIL Hand-held tester
(1/1)
Type of OBD
Type of OBD Model
(On-Board diagnostic) (Destination) To confirm the DTC or data recorded by the engine ECU,
a diagnosis system called MOBD, CARB OBD II, EURO
MOBD
(Multiplex)
All OBD or ENHANCED OBD II is used to communicate
directly with the engine ECU.
CARB OBD II North American
Each of these systems displays a 5-digit DTC on the
(California air resources board) hand-held tester.
European
countries
1. MOBD
EURO OBD
(European spec.) The MOBD is diagnosis system unique to Toyota. It
can be used to check the DTC or data for ToyotaÅfs
ENHANCED OBD II North American
own items.
2. CARB OBD II
The CARB OBD II is an emission diagnostic system
used in the USA and Canada. It is used to check the
DTC or data for items required by US and Canadian
regulations.
3. EURO OBD
The EURO OBD is an emission diagnostic system
used in Europe. It is used to check the DTC or data for
items required by European regulations.
4. ENHANCED OBD II
The ENHANCED OBD II is a diagnostic system used
in the USA and Canada.
It is used to check items required by US and Canadian
regulations, and check the DTC or data for ToyotaÅfs
own items.
HINT:
The earlier type of OBD used the MIL blinking pattern
to check the DTC.
The system read the data output by the engine ECU
without communicating with the engine ECU.
(1/1)

-1-
Principal of Diagnosis
(V) Abnormal range
5 The engine ECU receives signals from the sensors in the
Normal range
for diagnostic system
form of voltage.
4 The engine ECU can determine the conditions of the
THW voltage
Normal range for engine engine or the vehicle running by detecting the changes in
3
the voltage of the signals that are output by the sensors.
Normal range
2 for diagnostic system
Thus, the engine ECU constantly monitors the input sig-
THW nals (voltage), compares them to the reference values
1 that are stored in the engine ECU's memory, and deter-
Abnormal range
mines any abnormal conditions.
0 The graph on the left shows the characteristics of a water
-50 0 50 100 150 (°C)
-58 32 122 212 302 (°F) temperature sensor. Normally, the voltage of the water
Temperature
temperature sensor should vary between 0.1V and 4.8V.
When a voltage within this range is input, the engine ECU
determines that the condition is normal. If short (the input
voltage is less than 0.1 V) or broken wire (the input volt-
Ex: DTC monitoring conditions for oxygen sensor
age is more than 4.8 V) occurs, it determines abnormal.
However, even if the range of 0.1V to 4.8V is normal for
Vehicls speed 20 sec. 20 sec. 20 sec.
or more or more or more diagnostic purposes, it may indicate a malfunction
40 km/h depending on the engine condition.
(24 mph)
The monitoring conditions of the DTC from the engine
Idling ECU differ according to the DTC, such as the requirement
of driving, changes in the coolant temperature, etc., so
100 sec. 20 sec. 20 sec.
or more or more or more
30 sec. refer to the Repair Manual for details
Function of MIL
1 The MIL has the following functions.
1. Lamp check function (engine stopped)
400 rpm
OFF The MIL is turned on when the ignition switch is turned
to ON, and it turns off when the engine speed reaches
Hysteresis 400 rpm or more, to check whether the bulb is func-
ON
tioning or not.
200 rpm
2. Malfunction indicator function (engine running)
If the engine ECU detects a malfunction in a circuit,
the engine ECU is monitoring while the engine is run-
ning, it turns on the MIL to inform the driver of a mal-
function.
When the malfunction has returned to normal, the
Driving cycle
#1 #2 #3 #4 #5 #6
lamp goes off after 5 seconds. For CARB OBD II and
2
EURO OBD, when a malfunction returns to normal,
the MIL turns off if no malfunction is detected in three
1st fault continuous driving cycles.
Failure
HINT:
DTCs include some items where the DTC is stored in
MIL ON
the engine ECU by detecting a malfunction, but the
5 sec. OFF MIL does not turn on.
Return to normal
MIL ON 3. Diagnostic code display function
(for CARB OBDII
and EURO OBD) OFF When shorted the terminals TE1-E1 on vehicles
After 3 driving cycles equipped with only DLC1 and DLC2, the DTC is dis-
played by the MIL blinking pattern.
On vehicles equipped with DLC3, when shorted the
terminals TC-CG, there are systems where the DTC is
displayed by the MIL blinking pattern, and systems
where the MIL does not blink.
*Driving cycle: One driving cycle refers to the period from

when the engine is started until the engine is stopped.
(1/1)
-2-
Driving cycle
1. MIL-ON one driving cycle detection
1 #1 If a malfunction is detected during one driving cycle,
the engine ECU turns the MIL on. The DTC and
freeze frame data are simultaneously stored in the
1st fault engine ECU when the MIL turns on.
Failure
HINT:
MIL ON The freeze frame data is input/output signal data
stored in the engine ECU when the DTC is detected.
DTC
memory
Freeze
frame data
2. MIL-ON two driving cycle detection

Driving cycle
2 #1 #2 If the same malfunction is detected during two contin-
uous driving cycle, the engine ECU turns the MIL on
at two driving cycle. When the MIL turns on, the DTC
1st fault 2nd fault
Failure
and freeze frame data are simultaneously stored in
the engine ECU. In this case, the malfunction that is
detected at one driving cycle is stored as the pending
MIL code in the engine ECU. However the pending code is
ON
cleared if the same malfunction is not detected at two
DTC
memory driving cycle. The function is activated when a mal-
function occurs mainly in the emission system.
Freeze
frame data
3. MIL blinking
3 If a misfire that may damage the catalytic converter is
detected in the first driving cycle, the MIL blinks.
If the same misfire is detected in the second driving
Driving Driving cycle, the MIL blinks, and the DTC and freeze frame
cycle cycle
#1 #2 data are recorded in the engine ECU memory.
If the misfire symptoms decline, the MIL changes from
blinking to continuous illumination.
1st fault 2nd fault

Failure
Blinking ON
MIL
Condition is
improved better
DTC
memory
Freeze
frame data
(1/1)
-3-
DTC (Diagnostic Trouble Codes) DTC Output

DTCs are output as either 5-digit or 2-digit codes.
DIAG. TROUBLE CODES
In the Repair Manual, the detection item, detecting condi-
E C U : OBD/MOBD tion and trouble area are included for each DTC, so refer
Number of DTCs: 1 to the Repair Manual when troubleshooting.
P0115 Water Temperature
Circuit 1. 5-digit DTCs
D T C Malfunction
For 5-digit DTCs, connect the hand-held tester to
DLC3 to communicate directly with the engine ECU
and display the DTC on the tester screen for confirma-
tion.
[Exit] to Continue
2. 2-digit DTCs
Confirm 2-digit DTCs by observing the MIL blinking
pattern.
Short between terminals TE1 (Tc) - E1 (CG) of DLC1
(Data Link Connector 1), DLC2 or DLC3 to make the
MIL blink and output the DTC.
22
Confirm the DTC using the blinking pattern of the
ON lamp.
OFF
TE1 DLC1 2 2 2 2
E1 ON
Normal
OFF
TE1
E1
DLC2
In the event of tow or more malfunction codes, indi-

DIAG. TROUBLE CODES cation will begin from the smaller numbered code
E C U : OBD/MOBD and continue in order to the larger.
Number of DTCs: 1
P0115 Water Temperature
To short between the terminals, use the diagnosis check
Circuit wire (SST: 09843- 18020 or 09843-18040).
D T C Malfunction
HINT:
• On some vehicles with DLC3, it is not possible to
output 2-digit DTCs.
• There are also some models where 2-digit DTCs
can be checked using a handheld tester. Connect
[Exit] to Continue
the hand-held tester to the DLC and read the MIL
blinking pattern to confirm the 2-digit DTC on the
tester screen.
12 and 31
0.5 sec. 1.5 sec.
4.5 sec. 2.5 sec. 4.5 sec.
ON
OFF
0.5 sec.
Repeat
One cycle
Start
(1/1)
-4-
REFERENCE:
1 Increase 5.0V Terminal VF Output
Terminal VF is the terminal that outputs the engine ECU
2.5V data.
Terminal VF outputs the following data.
Decrease 1. Air-fuel ratio feedback corrective value

0V
Output is normally fixed at 2.5 V, but a 5 V output pro-
vides feedback that the amount of fuel is being
2 increased, so it is possible that the air-fuel ratio has
OX signal
become lean.
0.45V
Conversely, a 0 V output provides feedback that the
amount of fuel is being decreased, so it is possible
Rich Lean Rich that the air-fuel ratio has become rich.
5V However it is necessary to pay attention for 0 V output
when the engine does not meet the conditions of the
VF 0V
feedback such as a cold engine.
2. Oxygen sensor signal
3 When shorted terminals TE1 and E1, and set the
Normal
5V throttle position sensor (IDL) contact to off, the output
the oxygen sensor signal is 5 V for a rich signal and 0
V for a lean signal.
However, if the feedback control is not operating, 0 V
Abnormal
0V is standard.
3. Diagnosis results
When shorted terminal TE1 and E1 (IDL contact is
on), 5 V is output if the diagnosis results are normal,
or 0 V if a DTC has been stored.
(1/1)
DTC Clear
CLEAR DTCs
The engine ECU records DTCs using a constant power
supply, so DTCs are not cleared when the ignition switch
T H I S O P E R AT I O N W I L L
is turned to off.
CLEAR ALL DTC,
FREEZE FRAME,AND
Accordingly, in order to clear DTCs, it is necessary to use
READINESS TEST DATA. a hand-held tester to communicate with the engine ECU
and clear the DTCs, or remove the EFI fuse or battery
cable to cut off the constant engine ECU power supply.
DO YOU WISH TO However, care is required, because cutting off the con-
CONTINUE? stant engine ECU power supply also clears the learning
values recorded in the engine ECU memory.
PRESS [YES] OR [NO]
REFERENCE:
The hand-held tester communicates with the engine
The battery voltage is applied all time.
ECU, enabling it to do the following in addition to DTC
output and clearing.
ECU
EFI fuse • Check the freeze frame data.
BATT
• Check the data monitored by the engine ECU.
lgnition switch +B1 • Perform an active test that forces the actuators to
drive
+B
Main relay
Battery
E1
(1/1)
-5-
Diagnostic Mode Selection Function

Ex. Water temperature circuit malfunction
The diagnostic system has two modes: Normal mode and
Normal mode check mode.
Detection level
1. Normal mode
Detects when open or short circuit
occurs continuously for over 500 ms Use this mode for normal diagnosis.
in THW circuit.
2. Check mode
This mode provides higher diagnostic detection sensitivity
than normal mode and makes it easier to detect malfunc-
Check mode tions.
Detection level It is easier to detect DTCs in this mode when performing
Detects when open or short circuit malfunction reproduction tests on the vehicle.
occurs for even 50 ms in THW circuit.
All DTCs and the freeze frame data will be cleared at this
mode.
HINT:
There are two types for the check mode: By switching
from normal mode when using a hand-held tester to
communicate with the engine ECU, or by switching
from normal mode when using TE1 and TE2 on the
DLC.
(1/1)
Fail-safe and Back-up Function
Fail-safe Function
Purpose of the fail-safe function
If the ECU detects a malfunction in any of the input signal systems, the fail-safe function controls the engine using
standard values contained in the engine ECU, or stops the engine to prevent engine problems or catalytic overheat-
ing which might occur if control continued based on the circuitry with abnormal signals.
The relationship between circuitry with abnormal signals and the fail-safe function is shown in the table below.
Signal
Circuitry with abnormal signals Fail-safe function
name
Ignition confirmation signal
IGF Fuel injection is stopped.
circuitry
The fuel injection duration and the ignition timing are

Manifold pressure sensor signal
PIM fixed or calculating by the VTA throttle opening and
circuitry
engine speed.
The fuel injection duration and the ignition timing are

Air flow meter signal circuitry VG fixed or calculating by the VTA throttle opening and
engine speed.
Throttle position sensor signal Control at the standard value.

VTA
circuitry (Valve opening angle : 0 or 25…)
Water temperature sensor Control at the standard value.
THW
signal circuitry (Coolant temperature : 80…C)
Intake air temperature sensor Control at the standard value.
THA
signal circuitry (Intake air temperature : 20…C)
The corrective retard angle is set to the maximum
Knock sensor signal circuitry KNK
value.
(1/1)
-6-
Fail-safe and Back-up Function
Back-up Function
The back-up function switches over to fixed signal control by the back-up IC to permit driving in cases when a mal-
function occurs in the microcomputer inside the engine ECU.
The back-up function only controls basic functions, so it is unable to provide the same level of engine performance
as when the engine is operating normally.
1. Operation of the back-up function
The engine ECU switches to back-up mode if the microcomputer is unable to output the ignition timing (IGT) sig-
nal. When back-up mode is executed, the fuel injection duration and ignition timing are activated at their respec-
tive fixed values in response to the starter signal (STA) and IDL signal.
The MIL also lights up to inform the driver of a malfunction. (The engine ECU does not record a DTC.)
The fixed values for the fuel injection duration and ignition timing in response to the STA signal and IDL signal are
shown in the list below.
STA IDL Fuel injection duration Ignition timing
ON 20.0 ms
ON 3.5 ms
OFF
OFF 6.0 ms
(Values in the list vary by model.)
(1/1)
-7-
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

-8-
Question- 1
Mark each of statements True or False.
5-digit DTCs can be read by connecting the hand-held tester to the

1 DLC 3 (Data Link Connector 3) to communicate directly with the True False
engine ECU.
2-digit DTCs can be read with the MIL (Malfunction Indicator Light)
2 blinking pattern by shorting between terminals TE1 (TC) - E1 (CG) True False
of DLC (Data Link Connector).
Signals sent from sensors to the engine ECU are the amount of cur-
3 True False
rent.
The check mode of the diagnosis system provides sensitive diag-

4 True False
nostic detection and makes it easier to detect malfunction.
Question- 2
The following statements pertain to the DTC. Select the statement that is False.
1. The DTC is stored in the engine ECU when the engine ECU determines that the voltage sent from sen-
sors is abnormal.
2. The monitoring condition from the engine ECU differ according to the DTC, such as the requirement of
driving.
3. The DTC is stored surely when it is detected during one driving cycle.
4. In some DTCs, the freeze frame data is stored simultaneously when the DTC is stored in the engine
ECU.
Question- 3
The following illustration below shows a MIL blinking pattern. Select the corresponding DTC number from the
choices below.
1. 13
2. 22
3. 31
4. 44
ON
OFF
-9-
Diagnosis Master Technician - Gasoline Engine Control System Examination
Examination
• Please take this examination after finishing all the chapters in this book.
• Type all of your answers into the examination form on the screen.
• After all the questions are finished, click the "Write results" button at the bottom of the screen.
• A new window will appear. After inputting all required fields into the answer form, print it out and submit
it to the instructor.

-1-
Q-1 The following words pertain to the three essential elements for a gasoline engine. Select the word that is
False.
A. Good air-fuel mixture
B. Good compression
C. Good intake air volume
D. Good spark
Q-2 The following statements pertain to the process of computer control. Select the statement that is True.
A. Signals from sensors operate the actuators through the engine ECU.
B. The engine ECU calculates the timing and/or duration, etc. to operate the actuators by using the input
signals from sensors .
C. The actuators detect the engine condition by signals from sensors in order to operate.
D. Sensors output the operation signal to the actuators.
Q-3 The following statements pertain to the time when the VC circuit in the engine control system shorts.
Select the statement that is True.
A. The engine ECU becomes in the fail-safe mode, and the vehicle can barely run.
B. The engine stalls because there is no power supply for the microprocessor.
C. The power supply is provided from other power sources, and the vehicle can run without problems.
D. The engine ECU determines an internal failure and turns the MIL on to stop the engine.
Q-4 The following statements pertain to the hot-wire type air flow meter. Select the statement that is True.
A. The current flows into the hot-wire in order to keep the same temperature as that of the intake air.
B. It measures the intake air volume by the frequency of the vortex generated in the air flow.
C. It measures the intake air mass depending on the amount of the current which is necessary to keep the
hot-wire temperature constant.
D. It controls the current amount by changing the resistance value of the internal variable-resistor to keep
the hot-wire temperature.
-2-
Q-5 The following statements pertain to the manifold pressure sensor. Select the statement that is True.
A. If the vacuum hose comes off, the fuel injection becomes the maximum and the engine will not run prop-
erly.
B. As the vacuum pressure becomes larger (high vacuum), the sensor outputs high PIM voltage.
C. The voltage of the PIM signal becomes approx. 4 V at idling.
D. If the connector comes off, the fuel injection becomes the maximum and the engine will not run properly.
Q-6 The following statements pertain to the oxygen sensor and the air-fuel ratio sensor. Select the statement
that is True.
A. The oxygen sensor outputs 1 V when the air-fuel ratio is lean. It outputs 0 V when rich.
B. The oxygen sensor detects the oxygen amount in the exhaust gas.
C. The oxygen sensor detects the difference of the oxygen concentration between inside and outside of the
sensor.
D. The air-fuel ratio sensor outputs approx. 4 V (high) when the air-fuel ratio is rich and approx. 2.2 V (low)
when it is lean.
Q-7 The following statements pertain to the knock sensor. Select the statement that is True.
A. The built-in piezoelectric element deforms by the knocking vibration and generates a voltage.
B. The built-in piezoelectric element generates a voltage by the sound wave of specified knocking fre-
quency.
C. The output voltage from the knock sensor is less than 0.5 V.
D. As the knocking frequency is wide, only the sensor which can cover the wide range of the frequency is
used.
Q-8 The following statement pertain to the fuel injection volume of the injector. Select the statement that is
True.
A. The fuel injection volume is controlled by changing the amount that the plunger of the injector lifts.
B. The fuel injection volume is controlled by the duration that the current is applied to the solenoid of the
injector.
C. The fuel injection volume is controlled by the amount of current into the solenoid of the injector.
D. The fuel injection volume is controlled by the fuel pressure applied to the injector.
-3-
Q-9 The following statements pertain to the fuel injection methods and injection timing. Select the statement
that is True.
A. In the independent (sequential) injection type, the fuel is injected independently for each cylinder once for
every crankshaft rotation.
B. In the groups injection type, the fuel is injected for each group once for every crankshaft rotation.
C. In the simultaneous injection type, the fuel is simultaneously injected to all cylinders once for every
crankshaft rotation.
D. In all the above three injection types, the fuel is always injected at the set timing.
Q-10 Select the sensor(s) which signal becomes the base for the start enrichment correction.
A. Water temperature sensor
B. Air flow meter (or Manifold pressure sensor)
C. Oxygen sensor
D. All sensors above 1-3
Q-11 The following statements pertain to the fuel cut-off control during deceleration. Select the statement that is
False.
A. To reduce the harmful exhaust gases and improve the engine braking effect during deceleration, the fuel
cut-off control is activated.
B. The engine ECU determines that all conditions at deceleration when the throttle valve is closed.
C. The fuel injection will be resumed when the engine speed drops to a determined speed during the fuel
cut-off control.
D. The fuel injection will be resumed when the throttle valve is opened during fuel cut-off control.
Q-12 The following statements pertain to the air-fuel feedback correction. Select the statement that is True.
A. The air-fuel feedback correction is activated when the engine condition changes rapidly.
B. When the engine ECU determined by the oxygen sensor signal that the air-fuel mixture is richer than the
theoretical air-fuel ratio, the fuel injection duration is shorten to make the air-fuel mixture leaner.
C. The air-fuel feedback correction by the oxygen sensor controls the air-fuel mixture to be the theoretical
air-fuel ratio constantly.
D. The air-fuel feedback correction by the A/F sensor is activated at rich and lean repeatedly.
-4-
Q-13 The following statements pertain to the IGT and IGF signal. Select the statement that is True.
A. The amount of intake air increases at heavy loads. To use all the intake air for combustion, the fuel injec-
tion volume and output are increased.
B. Detection of the heavy load is determined by the opening angle of the throttle position sensor, the engine
speed or the amount of intake air.
C. The ratio that the fuel increases by the power enrichment is 50 - 100 %.
D. The larger the intake air mass or the higher the engine speed is, the ratio of the power enrichment is
large.
Q-14 The following statements pertain to the IGT and IGF signal. Select the statement that is True.
A. In DIS (Direct Ignition System), all IGT signals are sent to each igniter at the same timing.
B. The engine ECU distribute the IGT to each igniter in the order of ignition.
C. The primary current of the ignition coil is shut off when the IGT signal is ON.
D. When the IGF signal is input in the engine ECU, the diagnosis or the fail-safe function is activated.
Q-15 The following statements pertain to the ignition timing control. Select the statement that is False.
A. The initial ignition timing angle is fixed when the engine is started.
B. The ignition timing is controlled by both the basic ignition advance angle and the corrective ignition
advance control after the engine is started.
C. The basic ignition advance angle is determined by the engine speed and the amount of intake air or man-
ifold pressure.
D. The corrective ignition advance control controls the ignition timing to match the engine condition in accor-
dance with signals from each sensor.
Q-16 The following statements pertain to the corrective ignition advance control of the ESA system. Select the
A. The warm-up correction is performed in order to prevent knocking or overheating when the coolant tem-
perature is extremely high.
B. The over-temperature correction is performed to improve the drivability when the coolant temperature is
low.
C. The stable idle correction is performed when the engine speed is changed from the target idle speed.
D. The knocking correction is performed to retard the ignition timing a great deal when the knocking is
strong. However, the ignition timing is only retarded slightly when the knocking is weak.
-5-
Q-17 The following statements pertain to the ISCV (Idle Speed Control Valve). Select the statement that is True.
A. It controls the idle speed by controlling the bypass circuit (the amount of air) at idling in accordance with
signals from the engine ECU.
B. The ETCS-i (Electronic Throttle Control System - intelligent) is the ISCV to bypass through the throttle
valve.
C. The rotary solenoid type moves the valve by controlling the current order flowed into the coils.
D. The stepper motor type controls the direction and amount of the current flowed into the coil to turn the
valve.
Q-18 The following statements pertain to the ISCV control. Select the statement that is False.
A. The ISCV is controlled before the idle speed changes when the air conditioner switch is ON.
B. The ISCV controls the actual idle speed to the target idle speed.
C. The valve opening angle is increased to improve the startability when the engine is started.
D. The stepper motor type ISCV is fixed at the fully-closed position to improve the next startability when the
engine is stopped.
Q-19 The following statements pertain to the ETCS-i system. Select the statement that is True.
A. If a malfunction is detected in the throttle position sensor, the engine ECU is switched to the limp mode,
but the vehicle can run.
B. The ETCS-i system controls the throttle valve opening to attain the powerful driving at all times based on
signals from various sensors.
C. The throttle valve is completely closed and the ISC valve controls the amount of the intake air at idling
condition that the accelerator is released.
D. If a malfunction is detected in the throttle control motor, the engine ECU turns the MIL on to stop the
engine.
Q-20 The following statements pertain to the VVT-i system. Select the statement that is True.
A. The VVT-i system shifts the intake camshaft rotation into two steps to vary the valve timing.
B. The VVT-i controller switches over two cams that the valve timing is different.
C. The camshaft timing oil control valve distributes the oil pressure into the VVT-i controller in accordance
with the signal from the engine ECU.
D. The VVT-i system controls the valve timing by only the engine speed and coolant temperature.
-6-
Q-21 The following statements pertain to the time when a malfunction occurs in the oil pressure circuit of the
cam changeover mechanism of VVTL-i system. Select the statement that is True.
A. The MIL turns on to stop the engine.
B. The valve lift remains the lift amount by the low- and medium-speed cam when the oil pressure is insuffi-
cient.
C. The valve lift is fixed at the condition before a malfunction occurs, and the vehicle can only be driven to a
safe location.
D. When the oil pressure is excessive, the valve lift is fixed to the lift amount by the high-speed cam and the
engine is stopped for the engine protection.
Q-22 The following statements pertain to the system that the engine ECU controls. Select the statement that is
False.
A. The heater control system of the oxygen sensor/air-fuel ratio sensor controls the heater to heat the ele-
ment at all times when the engine is running.
B. In the air conditioner control system, operation of the air conditioner is cut off at sudden acceleration from
low vehicle speed.
C. In some models of the cooling fan control, the engine ECU controls the operation of the cooling fan by
use of the water temperature signal (THW).
D. The ACIS increases the output by changing the effective length of the intake manifold with the intake air
control valve.
Q-23 The following statements pertain to the DTC (Diagnostic Trouble Code). Select the statement that is True.
A. The hand-held tester can read 2-digit DTC by directly communicating with the engine ECU.
B. 5-digit DTC can be read by MIL (Malfunction Indicator Light) blinking pattern.
C. It is necessary to use the hand-held tester or shut the constant power off such as removing the EFI fuse
when clearing the DTC.
D. The freeze frame data can be checked in the check mode.
Q-24 The following statements pertain to the MIL. Select the statement that is False.
A. The MIL goes off after 5 seconds when the malfunction has returned to normal or goes off if no malfunc-
tion is detected in three continuous driving cycles when a malfunction returns to normal.
B. When the MIL is turned on, the DTC is stored surely in the engine ECU.
C. If the same malfunction is detected during two driving continuous driving cycle, there is also a type of MIL
to be turned on.
D. Reading the DTC by the MIL blinking pattern can be performed by shorting terminals between TE1 (TC)
- E1 (CG) of the DLC (Data Link Connector).
-7-
Q-25 The following statements pertain to the fail-safe and the back-up functions. Select the statement that is
False.
A. The fail-safe function controls the engine using standard values contained in the engine ECU or stops
the engine if a malfunction is detected in any of signal systems.
B. The fail-safe function improve the detection sensibility of the DTC in order to detect a malfunction easily.
C. The back-up function switches over to fixed signal control to permit driving in cases when a malfunction
occurs in the microcomputer inside the engine ECU.
D. When the back-up function mode is executed, the fuel injection duration and ignition timing are controlled
at their respective fixed values in response to the starter signal (STA) and IDL signal.
-8-
Gasoline Engine Control System

Using the keyboard, fill in your name, and ID No. on this form.
1 C Push the "Print" button to print this page.
2 B When you receive instruction from your instructor, submit the saved file to the
instructor using FAX, e-mail or a floppy disc.
3 B The print button does not function for Internet Explorer versions below 5.0.
In such cases, please print out the answers using the print function of the
4 C browser (under "File").
5 A
Reference:
6 C When instructed by the instructor, go to "File" pull-down menu at the top of the
window and select "Save as" to save the answer sheet in a folder such as "My
7 A
documents".
8 B Before saving, be sure to select "Web file (*.htm; *.html)" or "Text file (*.txt)"
according to the file format that was instructed.
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Chapter
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Instruction
13 A Examination
Excercise
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Send by
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-9-
Diagnosis Mater Technician - Diesel Engine Control System General
What is EFI-diesel What is EFI-diesel?

The ECU detects the operating condi-
tions of the engine based on the signals
Sensors Actuators from various sensors. Based on this
Engine speed
information, the ECU electrically controls
Injection volume
sensor control the fuel injection volume and injection
timing to reach an optimal level by oper-
Accelerator ating the actuators.
position sensor
ECU Injection timing
control
Crankshaft
position sensor
Other sensors and

switches Other controls
Diagnosis
(1/2)
The EFI-diesel system electronically controls the fuel

Diesel (Mechanical type)
injection volume and injection timing to reach an optimal
level. In doing so, the following merits are realized:
1. High engine output
2. Low fuel consumption
3. Low exhaust emissions
4. Low noise
EFI-diesel 5. Reduced discharge of white and black smoke
6. Improved startability
• Diesel (Mechanical type)

Injection volume: Governor (Mechanical)
Pump
Injection timing: Timer
Fuel filter
Governor
Timer
Fuel tank Nozzle

-1-
• EFI-diesel
Injection volume: SPV (ECU control)
Pump
Injection timing: TCV (ECU control)
Fuel filter SPV
Timer
TCV ECU
Fuel tank Nozzle
(2/2)
REFERENCE
List of Abbreviations
• A/C...Air Conditioner
• ECT...Electronic Controlled Transmission
• ECU...Electronic Control Unit
• EDU...Electronic Driver Unit
• EFI...Electronic Fuel Injection
• E/G...Engine
• EGR...Exhaust Gas Recirculation System
• ISC...Idle Speed Control
• SCV...Suction Control Valve
• SPV...Spill Control Valve
• TCV...Timing Control Valve
• TDC...Top Dead Center ←→ Bottom Dead Center
• VRV...Vacuum Regulating Valve
• VSV...Vacuum Switching Valve
Types of EFI-diesel Types of EFI-diesel
1. Conventional EFI-diesel
There are two types of EFI-diesel:
2. Common-rail diesel
-2-
1. Conventional EFI-diesel
Fuel injection volume and timing is controlled electron-
Pump
ically.
Fuel filter SPV The control mechanism used for the pumping, distri-
bution, and injection processes is based on the mech-
anism used in the mechanical type diesel system.
TCV ECU
Injection volume control: SPV
Injection timing control: TCV
Fuel tank
Nozzle Axial Plunger Type Pump*
Radial Plunger Type Pump*
*As with the mechanical type pump, there are two
types of pumps, named based on the shape of their
pumping portion.
2. Common-rail EFI-diesel
Instead of having the pump itself distribute fuel to the
cylinders, the fuel is stored in the rail at a pressure
Pressure sensor
Common-rail that is necessary for injection.
As with the EFI system of a gasoline engine, the injec-
tors open and close in accordance with the injection
Fuel filter Pump signals from the ECU to realize optimal fuel injection.
SCV ECU
Injection volume control: injector opening duration
Injection timing control: injector starting timing
Injector
Fuel tank
REFERENCE
Main Engine Types Using EFI-diesel
Conventional EFI-diesel
• 5L-E
(Axial plunger type pump)
• 1KZ-TE E/G
(Axial plunger type pump)
• 1HD-FTE E/G
(Radial plunger type pump)
• 15B-FTE E/G
(Radial plunger type pump)
Common-rail EFI-diesel
1CD-FTV E/G
1KD-FTV E/G
2KD-FTV E/G
1ND-TV E/G
-3-
Conventional EFI-diesel System Configuration of Conventional EFI-diesel

System configuration of conventional
1. Sensors
2. Actuator
3. ECU and Others
REFERENCE
Layout of Components (1HD-FTE E/G)
Engine ECU Turbo pressure sensor
Intake air temp. sensor EGR valve

VSV (for turbo
pressure sensor)
Intake heater
VSV (for intake shutter)
Accelerator
pedal position
sensor
VSV (for EGR)
DLC3
EDU Accelerator
Vacuum regulating valve pedal switch
Crank shaft position sensor
Injection pump Water temp. sensor
1. Sensors
(1) Accelerator pedal position sensor
Detects the accelerator opening angle and the idling
condition.
(2) Intake air temperature sensor
Detects the intake air temperature.
(3) Turbo pressure sensor
Detects the intake manifold pressure.
(4) Water temperature sensor
Detects the water temperature.
(5) Crankshaft position sensor
Detects the crankshaft angle reference position.
(6) Speed sensor
Mounted on the rotor cam of the pump, this sensor
detects the engine speed and the cam angle of the
pump.
(7) Fuel temperature sensor
Detects the fuel temperature.
(2/5)
-4-
2. Actuator
(1) EGR Valve (Exhaust Gas Recirculation Valve)
Control the inflow volume of the EGR gases.
(2) SPV (Spill Control Valve)
Controls the fuel injection volume.
(3) TCV (Timing Control Valve)
Controls the fuel injection timing.
(3/5)
3. ECU and Other parts

(1) ECU (Electronic Control Unit)
Determines the operating conditions based on the sig-
nals from various sensors and sends optimal engine
control signals.
(2) EDU (radial plunger type pump only)
Amplifies the ECU signals and actuates the SPV.
(3) Pump
Pumps and distributes fuel.
(4) Fuel filter and sedimenter
Removes foreign particles and water from fuel.
(5) Injection nozzle
Injects fuel that has been pumped by the pump.
(4/5)
4. Flow of fuel and signals in conventional EFI-diesel

(1) Flow of fuel
The feed pump inside the pump draws up fuel from
the fuel tank into the pump. The fuel is pressurized by
the pump and distributed to the injection nozzle of
each cylinder.
The fuel pressure causes the injection nozzle to open
injecting fuel into the cylinder.
(2) Flow of signal
The ECU receives signals from various sensors in
order to determine the operating conditions of the
engine.
Then, the ECU sends signals to control the SPV and
TCV in the pump in order to achieve an optimal fuel
injection volume and timing.
HINT:
The fuel return circuit from the injection nozzle or
injection pump is not illustrated at left, but the fuel
return circuit is attached to the actual fuel system.
(5/5)
-5-
Common-rail EFI-diesel System Configuration of Common-rail EFI-diesel

System configuration of common-rail EFI-diesel
1. Sensors
2. Actuator
3. ECU and other parts
(1/5)
-6-
REFERENCE
System Configuration of Conventional EFI-diesel
Layout of components (1CD-FTV E/G)
Injectors
Injector
EDU
Glow
Glowplugs
plugs
Engine ECU
DLC3
Fuel pressure
sensor Airflow
Air flow Meter
meter
Common-rail Glow plugs
EGR valve
Electric vacuum regulator valve
(for EGR valve control)
Supply pump
Diesel throttle
Water temp. sensor
Crankshaft position sensor VSV (for EGR valve)
1. Sensor
(1) Air flow meter
Detects the intake air volume.
(2) Accelerator pedal position sensor
Detects the accelerator opening angle and idling con-
ditions.
(3) Camshaft position sensor
Identifies the cylinders.
(4) Intake air temperature sensor
Detects the intake air temperature.
(5) Turbo pressure sensor
Detects the intake manifold pressure.
(6) Water temperature sensor
Detects the coolant temperature.
(7) Crankshaft position sensor
Detects the rotational angle of the crankshaft.
(8) Fuel pressure sensor
Detects the fuel pressure in the common-rail.
(9) Fuel temperature sensor
Detects the fuel temperature.
(2/5)
-7-
2. Actuator
(1) Injector
Injects fuel in accordance with signals.
(2) EGR valve
(Exhaust Gas Recirulation valve)
Opens and closes in accordance with the signals from
the ECU to recirculate the exhaust gases in order to
reduce the amount of emissions.
(3) SCV
(Suction Control Valve)
Mounted on the supply pump, the SCV regulates the
volume of fuel that is drawn into the supply pump.
(3/5)
3. ECU and Other parts

(1) ECU (Electronic Control Unit)
Determines the operating conditions based on the sig-
nals from various sensors in order to send optimal
control signals to the engine.
(2) EDU
Amplifies the ECU signals to actuate the injectors.
(3) Common-rail
Stores the fuel that has been compressed by the sup-
ply pump to a pressure that is required for injection.
(4) Supply pump
Increase the pressure of the fuel required for injection
and feeds the fuel to the common-rail.
(5) Fuel filter and sedimenter
Removes foreign particles and water from the fuel.
(4/5)
4. Flow of fuel and signals in common-rail EFI-diesel

(1) Flow of fuel and signal in common diesel
The feed pump in the supply pump draws up the fuel
from the fuel tank. The fuel that has been pressurized
by the supply pump to reach the proper injection pres-
sure is fed into the common-rail where it is stored.
The stored fuel is distributed via the injection pipes to
the injectors of the cylinders, and when the injectors
are operated, the fuel is injected.
(2) Flow of signal
The ECU collects information from the sensors and
sends signals to the SCV in order to attain the target
fuel pressure.
In addition, the pressure signal from the common-rail
is fed back into the ECU. The ECU sends signals to
the EDU to operate the injectors, the EDU applies the
raised voltage to the injectors, and the injectors inject
the fuel.
HINT:
The fuel return circuit from the injector, supply pump
or common-rail is not illustrated at left, but the fuel
(5/5)
-8-
Basic Control Items

Basic Control Items
Functions controlled by the ECU in conventional EFI-diesel and common-rail EFI-diesel:
Fuel system Other

Injection volume control Engine control
Injection timing control ISC control

EGR control
Injection rate control
Idle vibration reduction control
Main relay control
Intake system
ECU communication control
Intake air restriction control
ECT control
Pre-heating
Diagnosis function
Glow plug control

Fail-safe function
Service Hint
Problem Symptoms Table (for Conventional EFI-diesel)
When the malfunction code is not confirmed by the DTC check and the problem still can not be confirmed in the
basic inspection, perform troubleshooting according to the numbered order given in the table below.
Symptom
• Does not crank (Difficult to start)
Suspect area:
• Starter
• Starter relay
• Neutral start switch circuit (A/T)
• Difficult to start at cold engine
Suspect area:
• Intake heater control circuit
• STA signal circuit
• Heater idle-up switch circuit
• Injection nozzle
• Fuel filter
• Engine ECU
• Injection pump
• Difficult to start at hot engine
Suspect area:
• Fuel filter
• Compression pressure
• Engine ECU
• Injection pump
• Engine stall soon after starting
Suspect area:
• Fuel filter
• ECU power source circuit
• Engine ECU
• Injection pump
• Others (Engine stall)
Suspect area:
-9-
• Spill valve relay circuit
• Engine ECU
• Injection pump
• Incorrect first idle (Poor idling)
Suspect area:
• Fuel filter
• Engine ECU
• Injection pump
• High engine idle speed (Poor idling)
Suspect area:
• A/C signal circuit
• Engine ECU
• Injection pump
• Lower engine idle speed (Poor idling)
Suspect area:
• EGR control circuit
• Valve clearance
• Fuel line (Air bleed)
• Engine ECU
• Injection pump
• Rough idling (Poor idling)
Suspect area:
• Valve clearance
• Engine ECU
• Injection pump
• Hunting at hot engine (Poor idling)
Suspect area:
• Valve clearance
• Engine ECU
• Injection pump
• Hunting at cold engine (Poor idling)
Suspect area:
• Valve clearance
• Engine ECU
• Injection pump
• Hesitation/Poor acceleration (Poor drivability)
Suspect area:
• Fuel filter
• Engine ECU
• Injection pump
• Knocking (Poor drivability)
Suspect area:
• Engine ECU
- 10 -
• Black smoke (Poor drivability)
Suspect area:
• Engine ECU
• Injection pump
• White smoke (Poor drivability)
Suspect area:
• Fuel filter
• Engine ECU
• Injection pump
• Surging/Hunting (Poor drivability)
Suspect area:
• Engine ECU
• Injection pump
(1/1)
Problem Symptoms Table (for Common-rail EFI-diesel)
When the malfunction code is not confirmed the DTC check and problem still can not be confirmed in the basic
inspection,then proceed to this step and perform troubleshooting according to the numbered order given in the table
below.
Symptom
• Does not crank (Difficult to start)
Suspect area:
• Starter
• Starter relay
• Water temp. sensor
• Difficult to start at cold engine
Suspect area:
• Injector
• Fuel filter
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Difficult to start at hot engine
Suspect area:
• Injector
• Fuel filter
• Engine ECU
• Supply pump
• Diesel throttle
• Engine stall soon after starting
Suspect area:
• Fuel filter
• Injector
• Engine ECU
• Supply pump
• Diesel throttle
• Others (Engine stall)
Suspect area:
• Injector
• Engine ECU
• Supply pump
- 11 -
• Diesel throttle
• Incorrect first idle (Poor idling)
Suspect area:
• Fuel filter
• Injector
• Engine ECU
• Supply pump
• High engine idle speed (Poor idling)
Suspect area:
• Injector
• Engine ECU
• Supply pump
• Lower engine idle speed (Poor idling)
Suspect area:
• Injector
• Valve clearance
• Engine ECU
• Supply pump
• Diesel throttle
• Rough idling (Poor idling)
Suspect area:
• Injector
• Valve clearance
• Engine ECU
• Supply pump
• Diesel throttle
• Hunting at hot engine (Poor idling)
Suspect area:
• Injector
• Valve clearance
• Engine ECU
• Supply pump
• Diesel throttle
• Hunting at cold engine (Poor idling)
Suspect area:
• Injector
• Valve clearance
• Engine ECU
• Supply pump
• Diesel throttle
• Hesitation/Poor acceleration (Poor drivability)
Suspect area:
• Injector
• Fuel filter
- 12 -
• Engine ECU
• Supply pump
• Diesel throttle
• Knocking (Poor drivability)
Suspect area:
• Injector
• Engine ECU
• Supply pump
• Black smoke (Poor drivability)
Suspect area:
• Injector
• Engine ECU
• Supply pump
• Diesel throttle
• White smoke (Poor drivability)
Suspect area:
• Injector
• Fuel filter
• Engine ECU
• Supply pump
• Diesel throttle
• Surging/Hunting (Poor drivability)
Suspect area:
• Injector
• Engine ECU
• Supply pump
(1/1)
Timing Gear Installation

Reinstall the injection pump by aligning the marks on the
crankshaft timing gear, idler gear, and the pump drive
gear in order to match the phase of the pump and the
engine.
(1/1)
- 13 -
Common-rail EFI-diesel Timing Belt Installation

Also on the common-rail EFI-diesel, align the matching
Matching mark 1
marks on the pulleys in a similar manner.
The SCV and the plunger in the pump can be synchro-
nized by aligning the position of the pump pulley.
Matching mark 2
Matching mark 3
• Matching mark 1
• Matching mark 2
• Matching mark 3
(1/1)
- 14 -
Nozzle Leakage Pipe Leak Inspection

Hollow screw
New gasket (A) Perform a leak check after reinstalling the nozzle leakage
pipe.
After installing the nozzle leakage pipe to the cylinder
head (on some models), attach the turbo pressure gauge
(SST) to the pipe, pressurize it, and make sure that there
are no leaks.
No.1 nozzle
leakage pipe
New gasket (B)
Cylinder head
(1/1)
- 15 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 16 -
Question- 1
The following illustrations 1-3 show the diesel engine type. From the word group, select the word that corresponds
to each illustration.
a) Diesel (Mechanical type) b) Conventional EFI-diesel c) Common-rail EFI-diesel
Answer: 1. 2. 3.
Question- 2
While the control of the injection volume and timing of the conven-
tional EFI-diesel is effected by the ECU, the fuel pressurizing and
1 True False
distribution mechanisms are identical to the conventional mechani-
cal type.
In both the conventional EFI-diesel and common-rail EFI-diesel sys-

2 tems, the injection volume and timing are precisely controlled by the True False
ECU to match the driving conditions.
In the conventional EFI-diesel, the injectors are controlled according

3 True False
to the signals from the ECU.
- 17 -
Question- 3
The following table shows the parts that control the injection volume and injection timing.
From the word group, select the word that corresponds to 1-4 in the table.
Injection volume Injection timing
Mechanical diesel Governor ( 1 )
Conventional EFI-diesel ( 2 ) ( 3 )
Common-rail EFI-diesel ( 4 ) Injector
a) SCV (Suction Control Valve) b) Injection Nozzle c) Timer d) TCV (Timing Control Valve) e) Injector
f) EDU (Electric Driver Unit) g) SPV (Spill Control Valve)
Answer: 1. 2. 3. 4.
- 18 -
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
Outline Fuel System of Conventional EFI-diesel

In the conventional EFI-diesel, control of injection timing
Fuel filter, sedimenter SPV (injection volume control) and volume is performed electronically. The device that
generates the fuel pressure is the same pump used in an
ordinary diesel engine.
HINT:
TCV return circuit is attached to the actual fuel system.
(Injection timing control)
Fuel tank
Injection nozzle
(1/2)
The fuel that is drawn up by the feed pump travels from

Fuel filter, sedimenter SPV (injection volume control) the fuel tank through the fuel filter, and is introduced into
the pump where it becomes pressurized and then
pumped by the plunger inside of the injection pump. This
process is the same as in an ordinary diesel pump. The
fuel in the pump chamber becomes pressurized by the
feed pump so that it is between 1.5 and 2.0 MPa. Further-
TCV
more, in accordance with the signals from the ECU, the
(Injection timing control) SPV controls the injection volume (injection duration) and
the TCV controls the fuel injection timing (injection start-
ing timing).
Fuel tank
Injection nozzle HINT:
(2/2)
Type of Pump
A conventional EFI-diesel uses one of the two types of
Axial plunger type pump Radial plunger type pump
distributor pump: an axial plunger type pump, and a radial
plunger type pump with a higher injection pressure.
• Internal construction of axial plunger type pump
SPV (Spill Control Valve)
Speed sensor
Feed pump
Roller ring
Rotor Plungers
Cam plate TCV (Timing Control Valve)

-1-
• Internal construction radial plunger type pump

SPV (Spill Control Valve) Speed sensor
Feed pump
Rotor
Rollers
Plungers
TCV (Timing Control Valve) Cam ring
(1/1)
REFERENCE
Injection Pressure for Each Type of Pump
Axial Plunger Type Pump

Approx. 80 MPa maximum
(used on 5L-E 1KZ-TE, etc.)
Radial Plunger Type Pump

Approx. 130 MPa maximum
(used on direct-injection engines such as 1HD-FTE, 15B-FTE, etc.)
(1/1)
Pump Construction of Pump Portion of Axial Plunger Type

Pump
The pump consists of the following:
• Roller ring
-2-
• Rollers
• Cam plate
• Plungers
(1/1)
Operation of Pump Portion of Axail Plunger Type

Pump
(1/1)
-3-
Construction of Pump Portion of Radial Plunger Type

Pump
The pump consists of the following:
• Cam ring
• 4 rollers
• 4 plungers
(1/1)
-4-
REFERENCE
Pump for 6-Cylinder Type
Pump for 4-cylinder type Pump for 6-cylinder type
(1/1)
Operation of Pump Portion of Radial Plunger Type

Pump
(1/1)
Injection Volume Outline of SPV

There are two types of SPV (Spill Control Valve) that con-
Conventional type SPV Direct-acting type SPV
trol the injection volume.
• Conventional type SPV
(used in axail plunger type pump)
• Direct-acting type SPV
(used in the radial plunger type pump for high-pres-
sure applications)
(1/1)
Conventional Type SPV

Coil Pilot valve 1. Construction
The conventional type SPV consists of two valves:
Pilot spring
main valve and pilot valve.
Main spring Main valve
(1/2)
-5-
2. Operation
• At normal condition
The pilot valve of the SPV is normally closed, as elec-
tricity runs through the coil. The fuel pressure and the
spring force causes the main valve to close passage
"A" as well, due to the pressure from the inside of the
valve being greater than that of the outside of the
valve.
• When the signal from the engine ECU is turned off
When the signal from the ECU turns off, causing the
current applied to the coil to turn off, the pilot valve
moves upward by the force of the pilot spring, causing
passage "B" to open.
• When the pilot valve is opened
Then, the pressure that is applied above the main
valve decreases. As a result, the main valve ascends,
causing passage "A" to open.
(2/2)
Direct-acting Type SPV

1. Construction
Coil In contrast to the conventional type SPV, the direct-acting
type SPV, which is fitted in a pump with a higher fuel pres-
sure, achieves high levels of response and spill charac-
Spool valve teristics.
ECU
Furthermore, the signals from the ECU are amplified by
the EDU to operate the valve at a high voltage of approxi-
ECU
Spring mately 150V when closing the valve. Thereafter, the valve
remains closed at a low voltage.
(1/2)
2. Operation
• At normal condition
The spool valve is pulled downward to close the pas-
sage because the coil is energized.
• When the current does not flow into the coil
When the current to the coil is turned off, the pressure
of the fuel pushes the spool valve upward to open the
passage.
(2/2)
-6-
REFERENCE
(v) Starting Voltage of Direct-acting SPV
When the direct-acting type SPV starts to operate,
approximately 150V are applied to the coil. Thereafter,
150 duty-cycle control is effected at a lower voltage.
Time
(1/1)
Operation of Pump and SPV

Axial plunger type pump
There are two types of plungers:
• Axial plunger type pump
• Radial plunger type pump
Radial plunger type pump
(1/1)
Axial plunger Type Pump and SPV

Operation
• Intake stroke
SPV closes.
Plunger moves left.
Fuel is drawn into chamber.
• Injection
SPV closes.
Plunger moves right.
Fuel pressure rises and fuel is pumped.
• Injection ends
SPV opens.
Due to fuel relief, pressure decreases.
Injection ends.
When the conditions for fuel cut-off have been met,

the pressure does not increase because the SPV
remains constantly open.
(1/1)
-7-
Radial Plunger Type Pump and SPV

Operation
• Intake stroke
SPV opens.
Rollers and plungers expand outward, drawing fuel
into the chamber.
• Pressure rises
SPV closes.
Rollers and plungers contract, causing pressure to
rise.
• Injection
SPV closes.
Rotor rotates and connects the rotor's pumping port
and distribution port, allowing the fuel to be pumped.
• Injection ends
SPV opens.
Due to fuel relief, pressure decreases.
Injection ends.
When the conditions for fuel cut-off have been met,

the pressure does not increase because the SPV
remains constantly open.
(1/1)
Injection Volume Adjustment

The injection volume is adjusted by
Start of injection operating the SPV in accordance with
the signals from the ECU to vary the tim-
Plunger
ing of the ending of the injection.
Close
SPV
Open
Decrease Initial condition

d o Increase
(1/1)
Injection Timing Construction of TCV (Timing Control Valve)

The construction of the timing control valve is shown in
Coil the illustration in the left.
Moving core Spring
Stator core
(1/2)
-8-
The construction of the timer is shown in the illustration in

the left.
Roller ring
Timer piston TCV (Timing Control Valve)
(2/2)
Operation of Timer of Axial Plunger Type Pump

The TCV valve is controlled by the ratio (duty-cycle ratio)
of the ON/OFF time of the current that is applied to the
coil. The length of time that the valve remains open, with
the current ON, controls the fuel pressure in the timer pis-
ton.
Advance
When the length of time that the valve remains open is
short (the ratio of the current being applied is low), the
amount of fuel that is bypassed becomes smaller. Thus,
the timer piston moves to the left to rotate the roller ring in
the direction of timing advance.
Retard
long (the ratio of the current being applied is high), the
amount of fuel that is bypassed becomes greater. Thus,
the timer piston moves to the right by the force of the
spring to rotate the roller ring in the direction of timing
retard.
(1/1)
Operation of Timer of Radial Plunger Type Pump

The TCV valve is controlled by the ratio (duty-cycle ratio)
of the ON/OFF time of the current that is applied to the
coil. The length of time that the valve remains open, with
the current ON, controls the fuel pressure in the timer pis-
ton.
Advance
short (the ratio of the current being applied is low), the
amount of fuel that is bypassed becomes smaller. Thus,
the timer piston moves to the left to rotate the roller ring in
the direction of timing advance.
Retard
long (the ratio of the current being applied is high), the
amount of fuel that is bypassed becomes greater. Thus,
the timer piston moves to the right by the force of the
spring to rotate the roller ring in the direction of timing
retard.
(1/1)
-9-
Service Hint Injection Pump Installation

Install the injection pump by aligning the matching mark
on the injection pump with the reference position mark on
the engine.
Because the ECU recognizes the injection timing and
makes appropriate corrections, it is not necessary to
adjust the injection timing after assembly, as with the
mechanical diesel pump.
(1/1)
SPV Inspection
Inspect the SPV by removing the connector and measur-
ing the resistance between the SPV terminals.
(1/1)
TCV Inspection
Inspect the TCV coil by removing the connector and mea-
suring the resistance between the TCV terminals.
- 10 -
Inspect the operation of the TCV by connecting the posi-

tive (+) and negative (-) terminals of the battery to the
TCV terminals and checking the clicking sound of the
solenoid.
(1/1)
- 11 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 12 -
Question- 1
The following illustration shows the axial plunger type injection pump.
From the word group, select the part to perform the following controls (1-4).
1. Pumps the fuel from fuel tank.

2. Pumps and distributes the fuel.
3. Controls the injection volume.
4. Controls the injection timing.
a) Feed Pump
g
b) Speed Sensor
b c) Rotor
d) Roller Rin
e) Cam Plate
f) TCV
a
g) SPV
d h) Plunger
c h
e
f
Answer: 1. 2. 3. 4.
Question- 2
The following illustration shows the radial plunger type injection pump.
From the word group, select the part to perform the following controls (1-4).
1. Pumps the high pressure fuel.

2. Distributes the fuel.
3. Controls the injection volume.
4. Controls the injection timing.
a) Feed Pump
g b b) Speed Sensor
c) Cam ring
d) Roller
f a e) Plunger
f) Rotor
g) SPV
d h) TCV
e
c
h
Answer: 1. 2. 3. 4.
- 13 -
Question- 3
The axial plunger type injection pump used in the conventional EFI-
1 diesel uses a greater injection pressure than the radial plunger type True False
injection pump.
The axial plunger type injection pump and the radial plunger type
injection pump (both used in the conventional EFI-diesel) have the
2 True False
same fuel pressurizing and distribution systems.
However, their injection volume and timing controls differ.
Question- 4
The following illustrations show the SPV. From the word group, select the words that correspond to 1-4 in the table.
Name (1)
Application for High injection pressure pump
Operating voltage (2)
Name (3)
Application for Ordinary pump
Operating voltage (4)
a) Direct-acting type SPV b) Conventional SPV c) Normal voltage d) High voltage
Answer: 1. 2. 3. 4.
Question- 5
When the power is turned ON to the SPV, the fuel passage opens
1 True False
and the injection ends.
The SPV controls the relief timing of the fuel that has been pressur-
2 True False
ized by the plunger in order to regulate the injection volume.
The TCV regulates the operating stroke of the plunger in order to

3 True False
regulate the injection start timing.
The ECU activates the TCV and controls the amount of the pressur-
4 ized fuel that is applied to the timer piston in order to regulate the True False
injection timing.
- 14 -
Question- 6
The inspection of the coils for the SPV and the TCV is performed by
1 True False
measuring the resistance between the terminals.
To reinstall the injection pump of the conventional EFI-diesel on the

2 engine, the injection timing must be adjusted just as with the True False
mechanical diesel pump.
- 15 -
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
Outline System Configuration of Supply Pump

1. Outline
The fuel that has been drawn up from the feed pump
located inside the supply pump is pressurized to the
required pressure.
The plunger in the pump generates the required injec-
tion pressure. The pressure varies by engine speed
and load conditions from 20 MPa at idle, to 135 MPa
under high-load, high-speed operating conditions. (In
the conventional EFI-diesel, the pressure is between
10 to 80 MPa.)
The ECU commands the SCV (Suction Control Valve)
to adjust the fuel pressure, regulating the volume of
fuel that enters the supply pump.
The ECU constantly detects the fuel pressure in the
common-rail by means of the fuel pressure sensor,
and effects feedback control.
(1/2)
2. Parts name
Fuel pressure sensor Pressure limiter
Injection pipe
ECU
Common-rail
ECU
Fuel inlet
pipe Supply pump
Feed pump
Injector
SCV
Fuel filter &

sedimenter
(2/2)
Supply Pump Appearance of the Supply Pump

1. Parts name
Fuel return Fuel temperature
Regulator valve sensor
Sensor
Inlet
Outlet
Inner cam
SCV
Check valve (Suction Control Valve)
(1/2)

-1-
2. 2KD-FTV and 1ND-TV engine
MPROP
Fuel return (Magnetic
Proportional
Outlet valve)
Inlet
Inlet
Fuel return
Fuel temperature
SCV sensor
(Suction Control Valve) Outlet
for 2KD-FTV engine for 1ND-TV engine
(2/2)
Internal Construction of Supply Pump

1. Regulator valve
2. Feed pump
3. SCV (Suction Control Valve)
4. Check valve
5. Plunger
6. Inner cam
7. Delivery valve
(1/1)
Fuel Flow of the Supply Pump

The fuel in the supply pump flows in the following order:
• Feed pump
• SCV (Suction Control Valve)
• Check valve
• Plunger
• Delivery valve
(1/3)
-2-
There are two systems of fuel passages

in the supply pump.
to Fuel tank
SCV1 SCV2
ECU
Check valve
Plungers
Delivery valve
Valve
to Common-rail
(2/3)
2KD-FTV Engine
Check valve
For the fuel flow of the supply pump,
which is used in the 2KD-FTV engine,
plunger B draws the fuel in while plunger
A pumps it out as illustrated on the left.
Thus, plunger A and B send the fuel into
Plunger Eccentric the common-rail by drawing in and
A cam pumping out the fuel in turn.
to
Common-rail
Plunger Ring
B cam
SCV
from
Feed pump
(3/3)
REFERENCE
Fuel Flow of Supply Pump
Plunger A
1ND-TV Engine
Outer cam
The supply pump used in 1ND-TV
engine has three plungers as illustrated
Inner cam on the left, and sends the fuel into the
common-rail by drawing in and pumping
MPROP
out the fuel in turn. This process is basi-
to
Common-rail cally the same as that in the 2KD-FTV
except that the 1ND-TV uses three
plungers.
The 1ND-TV engine also controls the
from
Feed pump fuel volume drawn into the plunger with
the MPROP (Magnetic Proportional
Plunger B
Valve), which has the same function as
Plunger C SCV (Suction Control Valve).
(1/1)
-3-
Generation of Fuel Pressure in the Supply Pump

The two sets of opposing plungers are driven by the inner
cam via the rollers.
The inner cam is driven by the engine via the timing belt.
The inside of the inner cam, which is elliptic, comes in
contact with the roller.
As the inner cam rotates, it causes the plunger to move
reciprocally, and the resulting suction and pumping of fuel
generates pressure.
(1/2)
2KD-FTV Engine
The rotation of the eccentric cam causes the ring cam to
rotate with an offset axis. The ring cam rotates and
pushes one of the two plungers upward as it pulls the
other plunger upward or vice versa for the downward
direction.
For the supply pump, plunger B is pushed down to com-
press the fuel and send it into the common-rail when
plunger A is pulled downward to draw the fuel in. Con-
versely, when plunger A is pushed up to compress the
fuel and send it to the common-rail, plunger B is pulled up
to draw the fuel up.
(2/2)
Regulation of the Fuel Pressure by the Supply Pump

1. SCV
2. Check valve
3. Plunger
4. Inner cam
5. Delivery valve
The fuel that has been fed by the feed pump travels via
the SCV and the check valve, becomes pressurized by
the plunger, and is pumped via the delivery valve to the
common-rail.
(1/3)
-4-
REFERENCE
SCV Control of the Supply Pump
The SCV operates under the duty-cycle control of the
ECU.
At the same time, current control is effected to limit the
amount of electrical current that flows during the ON
period, thus preventing the coil in the SCV from damage.
SCV open (Duty control)
Fuel pressure signal
(1/1)
2KD-FTV and 1ND-TV Engine

The fuel supplied by the feed pump is
drawn through the SCV (or MPROP)
and the check valve. Then, it is com-
pressed by the plunger, and is pumped
up through the check valve via the deliv-
ery valve to the common-rail.
(2/3)
To regulate the generation of fuel pressure, the volume of

fuel that enters the supply pump is regulated by varying
the opening/closing time of the SCV or MPROP.
SCV opening/closing time: long
SCV opening/closing time: short

(3/3)
-5-
Common-rail Construction of Common-rail

The common-rail stores the high-pressure fuel that has
been generated by the supply pump and distributes the
fuel via the injection pipes to the injectors of the cylinders.
Because the fuel is under extremely high pressure,
proper care must be taken to prevent leaks.
Fuel pressure sensor

Detects the pressure in the rail and feeds it back to the
ECU.
Pressure limiter
In case of a system failure in which the pressure in the
common-rail rises to an abnormal level, this valve opens
to release the pressure.
Returns to the fuel tank.
REFERENCE
Operation of the Pressure Limiter
The pressure limiter operated mechanically to release the
pressure in case the pressure in the common-rail rises to
an abnormal level.
• Pressure limiter inactive
• Pressure limiter active
(1/1)
-6-
2KD-FTV Engine

Pressure limiter
Pressure discharge valve
: to Injector
:from Supply pump
:to Fuel tank
(2/3)
REFERENCE
Operation of Pressure Discharge
Valve/Pressure Regulator
OFF
When the fuel pressure of the common-
rail becomes higher than the target
Pressure injection pressure, the pressure dis-
discharge ECU charge valve receives a signal from
valve
engine ECU, in order to open the valve
and send fuel back to the fuel tank so
that the fuel pressure can return to the
target injection pressure.
Common-rail
1. At target fuel pressure (common-rail

or injection pressure)
OFF
Pressure
discharge ECU
valve
Common-rail
-7-
2. Over target fuel pressure (common-

rail or injection pressure)
ON HINT:
The fuel pressure regulator of 1ND-
TV E/G has a different appearance,
Pressure but functions the same.
discharge ECU
valve
to fuel tank
Common-rail
(1/1)
1ND-TV Engine
Fuel pressure The fuel pressure regulator receives the
sensor signal from engine ECU and adjusts the
fuel pressure inside the common-rail.
: to injector Fuel pressure

regulator
: from Supply pump
(high pressure)
: to Fuel tank
: from Supply pump
(fuel return)
(3/3)
REFERENCE
Operation of Pressure Discharge
Valve/Pressure Regulator
OFF
When the fuel pressure of the common-
rail becomes higher than the target
Pressure injection pressure, the pressure dis-
discharge ECU charge valve receives a signal from
valve
engine ECU, in order to open the valve
and send fuel back to the fuel tank so
that the fuel pressure can return to the
target injection pressure.
Common-rail
-8-
1. At target fuel pressure (common-rail

or injection pressure)
OFF
Pressure
discharge ECU
valve
Common-rail
2. Over target fuel pressure (common-

rail or injection pressure)
ON HINT:
The fuel pressure regulator of 1ND-
TV E/G has a different appearance,
Pressure but functions the same.
discharge ECU
valve
to fuel tank
Common-rail
(1/1)
Injector Injector Overview

The signals from the ECU are amplified by the EDU to
operate the injector. High voltage is used particularly
when the valve is open in order to open the nozzles.
The injection volume and timing are controlled by adjust-
ing the opening and closing timing of the injectors, just as
in the EFI system of a gasoline engine.
• Injection volume control
• Injection timing control
(1/1)
-9-
Construction of Injector
Correction resistor ECU ECU
Solenoid valve
Return port
Orifice
Control chamber
Needle
Correction Resistor of Injector

Given the same injection interval, mechanical variances
will still cause the injection volume from injector to injector
to vary.
To enable the ECU to correct these variances, the injec-
tors are provided with a correction resistor for each injec-
Correction
resistor tor.
E Based on information received from each correction
Solenoid C
EDU resister, the ECU corrects the variances in injection vol-
U
Injector ume between the injectors. These correction resistors are
provided to enable the ECU to identify the injectors, and
for 1CD-FTV
are not connected to the injector circuit.
HINT:
The correction resistor,which is listed above, is not
attached to the injector of 1ND-TV E/G.
3 types of injectors are adopted based on the differ-
ence of the injection volume, and the indentification
numbers (A, B, C) are attached on the top of each
injector.
Identification mark
for 1ND-TV
(1/1)
REFERENCE
Types of Injector Correction Resistor for 1CD-FTV E/G
There are 25 types of injectors as indicated below, each provided with a different correction resistor.
When replacing an injector, the ECU automatically makes the proper fuel correction, so it is not necessary to
replace it with one with the same correction resistance.
Tip No. Resistance Tip No. Resistance
1 30.9 14 549
2 41.2 15 665
3 53.6 16 825
4 68.1 17 1020
5 84.5 18 1240
6 105 19 1540
7 130 20 1910
8 158 21 2370
9 196 22 3010
10 243 23 4020
11 301 24 5760
12 365 25 9530
13 442
- 10 -
Injector Operations
1. Before the injector operation
The fuel that has been fed from the common-rail sepa-
rates into the control chamber and the bottom of the
needle.
In this state, the needle is pushed down by the pres-
sure in the control chamber and by the spring, and the
nozzle remains closed.
2. When the solenoid valve opens
When the actuating voltage is applied by the ECU-
EDU, the solenoid valve opens and the pressure in
the control chamber decreases.
3. When the needle opens
Due to the operation of the orifice, the pressure at the
bottom of the needle remains high, and the nozzle
opens to inject fuel.
4. When the solenoid valve closes
When the voltage applied by the ECU-EDU ends, the
spring force causes the solenoid valve to close and
the pressure in the control chamber increases again.
5. When the needle closes
Due to the pressure in the control chamber and the
force of the spring, the needle descends and closes
the nozzle to end the injection.
(1/1)
Service Hint Precautions for Removing and Reinstalling Parts

The common-rail system consists of precision parts and
Injector uses highly pressurized fuel. Therefore, extreme care
Injection pipe
must be taken to ensure that foreign matter does not
enter the system.
1. Thoroughly clean and wash the work area to remove
any dirt or rust before disassembling any parts in
Fuel inlet pipe order to prevent the interior of the fuel system from
becoming contaminated during disassembly.
2. Place the parts in plastic bags to prevent the entry of
Common-rail foreign matter and to protect the sealing surfaces from
damage during storage.
Supply pump 3. Thoroughly clean the parts before assembly, making
sure that their sealing surfaces are free of foreign mat-
ter such as dust or cutting chips.
(1/1)
- 11 -
Injection Pipe Installation

Observe the precautions given below in order to install
the injection pipes.
1. To reinstall a removed part to its original position,
wash the injection pipes and make sure that their seal-
ing surfaces are free of foreign matter or cuts before
installing the pipes.
2. Because the injection pipes cannot accommodate
excessive alignment changes, changes in the combi-
nation of the installed parts must be avoided.
(The pipes should not be reused on a different engine,
and the cylinder order of the injectors should not be
altered.)
3. For the same reason, also replace the pipes with new
parts if a part that affects the alignment must be
replaced.
Instances in which the injection pipes must be
replaced :
When injectors or the common-rail is replaced.
Instance in which the fuel inlet pipe must be
replaced :
When the supply pump or the common-rail is replaced.
(1/1)
REFERENCE
Pipe Fitting Conditions
The common-rail EFI-diesel system maintains fuel at an
extremely high pressure.
The areas in which the pipes and parts are joined use a
type of pipe union that is sealed by deforming its sealing
surface.
For this reason, if either the injector, common-rail, or the
supply pump is replaced, the pipes must also be replaced
because their matching surfaces have been changed.
Failure to replace the pipe will cause a fuel leak.
(1/1)
Fuel Leak Inspection

Check for fuel leaks after tightening the union.
Use the active mode of a hand-held tester to increase the
fuel pressure in order to check for fuel leaks.
Before starting the engine, first inspect the assembly con-

ditions. Then, operate the engine at idle to check for fuel
leaks. Finally, perform an active test.
To perform an active test, select the Fuel Leak Test in the

active test mode of a hand-held tester.
If a hand-held tester is unavailable, quickly depress the

accelerator pedal entirely to accelerate to the maximum
engine speed, and maintain that speed for 2 seconds.
Repeat this operation several times.
(1/1)
- 12 -
SCV Inspection
SCV1 SCV2
Inspect the SCV as Follows:
Disconnect the SCV1and SCV2 connectors.
Using an ohmmeter, measure the resistance between ter-
minals as shown.
Specified Resistance:1.5-1.7 at 20 °C (degrees Cel-
sius),68 °F (degrees Fahrenheit)
If the resistance does not equal the specified resistance
above, replace the pump.
(1/1)
Common-rail
The common-rail, pressure limiter, and the fuel pressure
sensor may not be reused.
Both the pressure limiter and the fuel pressure sensor are
fitted through plasticity deformation. Therefore, once they
are removed, they must be replaced together with the
common-rail.
HINT:
These components are available as a single inte-
grated service part.
(1/1)
Injector Installation
The installation of the injectors must be performed care-
fully.
Using clean diesel fuel, wash the sealing surfaces of the
injectors and injection pipes just before their installation.
Make sure to follow the installation instructions given in
the Repair Manual of the respective model.
Pay particular attention to the installation direction of the
injectors and their alignment with the cylinder head.
(1/1)
Power Balance Test Procedure

Through the use of the active test mode of the hand-held
tester, a power balance test can be performed by dis-
abling the injector, one cylinder at a time.
Because the fuel in the pipe is highly pressurized, never
start the engine with the unions of the pipes loosened.
Fuel is injected at a high pressure via electronically con-
trolled injectors. Therefore, the opening pressure tests or
spray pattern tests for the injection nozzles of the conven-
tional diesel engine are not applicable to these injectors.
(1/1)
- 13 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 14 -
Question- 1
The following illustration shows the construction of the common-rail EFI-diesel system.
From the word group, select the words that correspond to 1-5 in the illustration.
3 a) ECU
1
b) EDU
4 c) Common-rail
d) Supply pump
e) Injection pump
2
f) Injection nozzle
g) Injector
Answer: 1. 2. 3. 4. 5.
Question- 2
In the common-rail EFI-diesel system, the supply pump itself pres-

1 surizes the fuel and distributes it to the cylinders, just as in the con- True False
ventional EFI-diesel system.
In the common-rail EFI-diesel system, the fuel injection volume and

timing are controlled by regulating the length of time the injectors
2 True False
remain open and by controlling the injection timing, just as in the EFI
system of a gasoline engine.
In the supply pump, the SCV adjusts the volume of the fuel that is
3 drawn into the plunger, and the generated fuel pressure is controlled True False
by increasing or decreasing the volume of fuel that is drawn in.
Question- 3
A fuel leak inspection on the common-rail EFI-diesel system can be

conducted by performing an ACTIVE TEST through the use of the
1 True False
hand-held tester. If the hand-held tester is unavailable, a leak
inspection can be performed by revving the engine.
When replacing a common-rail, the injection pipes must also be

2 True False
replaced.
- 15 -
Question- 4
The following illustration shows the construction parts of the supply pump.
From the word group, select the words that correspond to 1-5 in the illustration.
a) SCV (Suction Control Valve)

3 b) Delivery valve
2
c) Inner cam
1
d) Feed pump
e) Plunger
5
4
Answer: 1. 2. 3. 4. 5.
Question- 5
The following statements pertain to the function of the pressure limiter. Select the statement that is True.
1. Adjust the pressure in the common-rail.
2. Relieves the pressure if the pressure in the common-rail increases to an abnormally high level.
3. Detects the pressure in the common-rail.
4. Detects the temperature of the fuel and determines its viscosity according to the temperature.
- 16 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Outline EFI-diesel Electronic Control System

Diagram
Actuators
Electronic control systems vary slightly
Sensors Computer
by engine type.
Engine speed sensor EDU • Electronic control of conventional
Water temp. sensor
SPV
Accelerator pedal
EFI-diesel
Fuel injection volume • Electronic control of common-rail
Positioning sensor
Intake air temp. sensor
Turbo pressure sensor ECU TCV
Fuel temp. sensor
Fuel pressure sensor Fuel injection timing
...etc
Switches Other controls
Intake
A/C switch restriction
Ignition switch EGR
Accelerator pedal switch Glow plug
Diagnosis Control
Blower switch
...etc
...etc Fail-safe
(1/1)
ECU Overview
In terms of electronic control, the role of the ECU is to
ECU determine the fuel injection volume, fuel injection timing,
and intake air volume suit able for the driving conditions,
based on the signals received from various sensors and
Sensors switches. In addition, the ECU outputs signals to operate
Actuators actuators. The both EFI-diesel and common-rail systems.
Switches
(1/1)

-1-
Electronic Control System Diagram

Engine type:
• 5L-E (Axial plunger pump type)
Sensors Actuators
TDC Fuel injection volume
control
NE SPV
Engine speed sensor Spill control valve
Intake air pressure PIM Intake ristrictor

sensor
control
THA LUA, B
Intake air temp. sensor Throttle control
motor
THW
Water temp. sensor
Fuel injection timing
control
Accelerator pedal fully PDL TCV
closed switch Timing control valve
Accelerator pedal VA, VAS

position sensor Glow plug control
IDL
G-IND
Glow indicator lamp
Throttle valve fully THOP ECU S-REL
opened switch
Glow plug relay
THF
Fuel temp. sensor
EGR control
EGR
Ignition switch Vacuum regulating
STA valve
Starting signal (ST terminal)
IGSW
Ignition signal (IG terminal)
Air conditioner cut-off

control
Combination meter SP1
ACT
Vehicle speed signal Air conditioner
amplifier
EGLS
EGR valve position sensor
W Malfunction indicator
lamp
Air conditioner amplifier
AC1 CLK
A/C switch signal DATA Injection pump correction unit
+B BATT
Main relay Battery
-2-
• 1KZ-TE (Axial plunger pump type)
Sensors Actuators
Turbo pressure sensor PIM
Fuel injection volume
Intake manifold pressure signal control
SPV
Spill control valve
Engine speed sensor NE
Engine speed signal
SVR
Spill control relay
Crankshaft position sensor TDC
Crankshaft angle signal

THW
Water temp. sensor control
TCV
Timing control valve
THA
THF
Fuel temp. sensor Glow plug control
G-IND
Glow indicator lamp
Throttle position sensor
IDL S-REL
Glow plug relay
Idling signal VA
Throttle position signal
Intake constrictor
Correction resistors VRP ECU control
VRT
S/TH1
VSV1
Ignition switch
STA S/TH2
Starting signal [ST terminal] VSV2
IGSW
Ignition signal [IG terminal]
Combination meter SP1 EGR control

Vehicle speed signal EGR
Vacuum regulating valve
Neutral start switch NSW

Neutral start signal Air conditioner cut-off
control
Air conditioner amplifier A/C ACT

Air conditioner
A/C switch signal
amplifier
STP
Stop light switch
M-REL
Main relay
IMI
Transponder key computer
IMO
TE1 W
Check connector or TDCL Malfunction indicator lamp
TE2
+B BATT
Main relay Battery
-3-
• 1HD-FTE (Radial plunger pump type)
Sensors Actuators
Turbo pressure sensor PIM
SPVD
Engine speed sensor NE EDU

SPVF
Engine speed signal
Spill control valve

Crankshaft position sensor TDC
Crankshaft angle signal
SVR
Spill control relay
THW
Water temp. sensor
THA Fuel injection timing

TCV control
THF
Fuel temp. sensor Timing control valve
Accelerator pedal
IDL
position sensor
Intake heater control
VA. VAS
Idling signal G-IND
Accelerator pedal Glow indicator lamp
position signal IREL
Intake heater relay
Accelerator pedal switch

PDL
Accelerator pedal fully
close signal Intake constrictor
control
DATA
Injection pump S/TH
calibration unit VSV
CLK
Ignition switch
Starting signal [St terminal]

STA ECU EGR control
IGSW EGR
Ignition signal [Ig terminal]
Vacuum regulating valve
EGRC
Combination meter SP1 VSV [for cut-off]
PA
HSW VSV [for turbo pressure sensor]
Idle-up switch
Idle-up switch signal

Air conditioner amplifier AC1 control
A/C switch signal
ACT Air conditioner
Power heater amplifier VCH THWO amplifier
Power heater signal
Neutral start switch Power heater cut-off

NSW
control
Neutral start signal
VCT
FSW Power heater
1st gear position switch amplifier
Power steering oil PS

pressure switch EFI+
Transmission ECU
EFI-
ECT+
ECT ECU
ECT- MREL
IM Main relay
Transponder key computer
IMO
TC W
Data link connector 3 Malfunction indicator lamp
SIL
+B BATT
Main relay Battery
-4-
• 15B-FTE (Radial plunger pump type)
Sensors Actuators
Turbo pressure sensor
PIM Fuel injection volume
SPVD
Atmosphere pressure signal
EDU
NE SPVF
Engine speed sensor
Spill control valve
TDC
THW
Water temp. sensor SPR
Spill control relay
THA
THF
Fuel temp. sensor TCV control
Timing control valve

Accelerator pedal
position sensor VA.VAS
Idling signal IDL

Intake heater control
Accelerator pedal GIND
Glow indicator lamp
position signal
IREL
Intake heater relay
Accelerator pedal switch
PDL
closed signal Diesel throttle
control
Injection pump DATA LUA.B

Control valve
calibration unit
CLK
PA
Ignition switch VSV [for turbo pressure sensor]
STA
Starting signal [ST terminal]
IGSW
ECU
lgnition signal [IG terminal]
EGR control
EGR
Combination meter Vacuum regulating
SP1
valve
EGRC
ECU VSV [for cut-off]
Power steering oil PS

pressure switch
Combination meter
PTO TAC
PTO position switch
Tachometer
Air conditioner amplifier AC1

A/C switch signal
Air conditioner
cut-off control
Shift position switch FSW
ACT Air conditioner
1st gear signal
amplifier
Back up lamp switch

Reverse gear signal
W
Malfunction indicator lamp
NSW
Neutral position switch
EXSW
Exhaust brake switch
EXB
CLSW
Clutch switch Exhaust brake solenoid
VAP
Work accelerator sensor
TC MREL
Data link connector 3 Main relay
SW
+B BATT
Main relay Battery
-5-
• 1CD-FTV (Common-rail type)
Sensors Actuators
Crankshaft position sensor NE TWV1
No. 1 Injector
Crankshaft angle signal TWV2 E No. 2 Injector
D
TWV3 U No. 3 Injector
Camshaft position sensor G
TWV4 No. 4 Injector
Camshaft angle signal
PCR INJF
RINJ4
RINJ3
Turbo pressure sensor PIM RINJ2
Intake manifold pressure signal RINJ1
Atmosphere pressure signal
THF PCV1, 2
Intake air temp. sensor Suction control valve
THAR
THW
Water temp. sensor Diesel throttle control
LU A, B
THOP Step motor
Throttle valve fully opened switch
HREL
Accelerator pedal Heater relay
position sensor IDL
Idling signal VA. VAS EGR control

Accelerator pedal
position signal EGR Vacuum regulating
valve
Accelerator pedal switch EGRC
PDL VSV [for cut-off]
closed signal
ECU
VG Glow plug control
Air flow meter G-IND
Glow indicator lamp
THF
Fuel temp. sensor SREL
Glow plug relay
EUREL
Ignition switch EDU relay
STA
Starting signal [ST terminal] IGSW
lgnition signal [IG terminal] TAC
Tachometer
PA
Combination switch SP1 VSV [for turbo pressure sensor]

Blower switch BLM control
Blower switch signal ACT Air conditioner

amplifier
A/C switch signal

Combination meter
DF
Alternator
THWO
Engine coolant temp.
MXH gauge
MAX-HOT switch
IMI MREL
Immobiliser ECU Main relay
IMO
TC W
Data link connector 3 Malfunction indicator lamp
SIL
+B BATT
Main relay Battery
-6-
• 1KD-FTV (Common-rail type)
Sensors Actuators
NE #1
Crankshaft position sensor No. 1 Injector
#2 E No. 2 Injector
D
G #3 U No. 3 Injector
#4 No. 4 Injector
PCR
INJF
INJ4
Turbo pressure sensor PIM INJ3
Intake manifold pressure signal INJ2
Atmosphere pressure signal INJ1
THA
Intake air temp. sensor PCV1, 2
Suction control valve
Water temp. sensor THW

Diesel throttle control
THOP
Throttle valve fully opened switch LU A, B
Step motor
Accelerator pedal position VA, VAS

sensor EGR control
VG EGR
Air flow meter Vacuum regulating
THAF valve
THF EGRC
Fuel temp. sensor VSV [for EGR valve close]
Turbocharger compensate VTB

Glow indicator lamp
resister
ECU G-IND
Glow plug relay
TRC
Skid control ECU
SREL
ENG Glow plug control
STP
Stop light switch
EDUREL
EDU relay
HSW, VCV
Power heater switch
VCH TAC
Tachometer
Ignition switch
STA
PA
Starting signal (ST terminal) IGSW VSV [for turbo pressure sensor]
Turbocharger control
Combination meter SPD
VN A, B
Vehicle speed signal Step motor
Air conditioner amplifier AC

Air conditioning cut-off
A/C switch signal control
DF ACT
Alternator Air conditioning
amplifier
IMI
Immobiliser ECU
IMO MREL
Main relay
SIL
Data link connector 3
W
TC Malfunction indicator lamp
Check connector
+B BATT
Main relay Battery
-7-
• 2KD-FTV (Common-rail type)
Sensors Actuators
NE #1
Crankshaft position sensor No. 1 Injector
#2 E
No. 2 Injector
D
#3 U No. 3 Injector
G
Camshaft position sensor #4 No. 4 Injector
INJF
VG
Air flow meter RINJ4
RINJ3
THA RINJ2
Atmospheric temp. sensor
RINJ1
VELF
EGR valve position sensor
PCV
THIA Suction control valve
PRV
THW Pressure discharge valve
Water temp. sensor
Intake restrictor control

PIM LU+A,
LU+B
Throttle control motor
PCR LU-A,
LU-B
EGR control
Accelerator pedal VPA1 EGR
position sensor E-VRV
VPA2
ECU
OILM
Throttle valve fully THOP Monitor ECU
opened switch
Glow plug control
THF SREL
Fuel temp. sensor
Glow plug relay
GIND
Ignition switch Glow indicator light
STA
Starting signal (ST terminal) EDUREL
IGSW EDU relay
PA
VSV [for turbo pressure sensor]
Combination meter SP1
TACH
Vehicle speed signal Tachometer
STP MREL
Stop light switch Main relay
ST-
DF W Malfunction indicator
Alternator
lamp
HSW
Warm up switch Exhaust gas control
HEXF1
Tc, SIL VSV
Data link connector 3
WFSE
+B BATT
Main relay Battery
-8-
• 1ND-TV (Common-rail type)
Sensors Actuators
#10
NE No. 1 Injector
#20
No. 2 Injector
#30
No. 3 Injector
G
#40
No. 4 Injector
PINJ4
VG PINJ3
Air flow meter
PINJ2
Atmospheric temp. sensor THAF
PINJ1
PCV
MPROP
THW
Water temp. sensor
Intake restrictor
control
PC
Fuel pressure sensor ITV
VPC E-VRV
Accelerator pedal VPA1

position sensor EGR control
VPA2
EGR
E-VRV
Ignition switch
STA
Starting signal (ST terminal) Glow plug control
IGSW ECU
GREL
Glow plug relay
GIND
Combination meter SPD Glow indicator light
Vehicle speed signal PRV

Fuel pressure regulator
STP1 TACH
Stop light switch Tachometer
STP2
Cooling fan control

FAN
A/C switch signal Cooling fan relay
MREL
CLSW Main relay
Clutch switch
CE Malfunction indicator
TXCT
lamp
RXCK
Transponder key amplifier
CODE
control
Power heaters switch MHSW ACT

Air conditioner amplifier
PHP1
SIL
Data link connector 3 PTC heater relay
PHR1
+B BATT
Main relay Battery
(1/1)
-9-
EDU About the EDU

The EDU is a high-voltage generation
device. Fitted between the ECU and an
actuator, the EDU boosts the battery
ECU EDU voltage, and actuates the following
Conventional EFI-disesl
(Radial plunger type) based on the signals from the ECU the
direct-acting type SPV in the conven-
[V] tional EFI-diesel, or the injected in the
Time
0
common-rail system.
The EDU generates high voltage in
either case when the valve is closed.
ECU EDU HINT:
The EDU of 1ND-TV engine is inside
Common-rail EFI-diesel the ECU.
(1/1)
REFERENCE
About Direct-acting Type SPV
The direct-acting type SPV is used in a radial plunger
type high-pressure pump. A high-capacity coul is pro-
vided to allow the SPV to respond quickly under high fuel
pressure conditions.
Therefore, a high voltage level is required to energize the
coil.
(1/1)
About the EDU

ECU → (Signal) → EDU control circuit
EDU control circuit → (Signal) → High voltage generation
circuit (amplification)
High voltage generation circuit → (High voltage) → SPV
→ EDU → Ground
SPV → (Vertification signal) → ECU
A. High voltage generation circuit

B. Control circuit
(1/1)
- 10 -
Sensor Mounted Position of Sensors

1. 1KZ-TE Engine
• Speed sensor
• Fuel temperature sensor
• Intake air temperature sensor
• Throttle position sensor
• Turbo pressure sensor
(1/6)
2. 1HD-FTE/15B-FTB Engine
• Speed sensor
• Accelerator pedal position sensor
• Intake air temperature sensor
(2/6)
3. 1CD-FTV Engine
• Air flow meter/intake air temperature sensor (at air
cleaner)
• Intake air temperature sensor (at intake manifold)
(3/6)
4. 1KD-FTV Engine
Fuel temperature sensor
Air flow meter/intake air temperature sensor(at air
cleaner)
Accelerator pedal position sensor
Intake air temperature sensor (at intake manifold)
(4/6)
- 11 -
5. 2KD-FTV Engine
• Pressure discharge valve
• Airflow meter/intake air temperature sensor (at air
cleaner)
• Intake air temperature sensor (at intake manifold)
(5/6)
6. 1ND-TV Engine
• Fuel pressure regulator
• Air flow meter/intake air temperature sensor
(6/6)
Construction and Operation of Sen-

Accelerator sensor
sors
Speed sensor
The sensor which sends the signal to
the engine ECU is shown in the left dia-
Crankshaft position sensor gram.
Intake air temperature sensor
Fuel temperature sensor
Sir flow meter
(1/1)
- 12 -
Accelerator Sensor
There are two types of accelerator sen-
sors. One is an accelerator pedal posi-
[v] tion sensor, which forms an assembly
5.0
together with the accelerator pedal. This
sensor, which is a Hall element type,
detects the accelerator opening angle. A
Output voltage that corresponds to the acceler-
ator opening angle can be detected at
Voltage the output terminal.
10 90
Sensor rotation angle (deg.)
(1/2)
Accelerator Sensor
The other is a throttle position sensor,
which is mounted at the venturi and is a
type that uses a variable resistor.
Fully close Fully open
Circuit
Close
Open
Open
Close
(2/2)
Engine Speed Sensor

Sensor The engine speed sensor is fitted in the injection pump. It
consist of a rotor that is pressed over a drive shaft, and a
Rotor sensor. Electric signals are generated in the sensor (coil)
in accordance with the rotation of the rotor.
(1/3)
- 13 -
Engine Speed Sensor

Here is the relationship between the rotation of the rotor
and the generated waveform.
The ECU counts the number of pulses to detect the
engine speed.
The rotor makes half a revolution for each revolution of
the engine.
The ECU detects the reference angle from the missing
tooth portion, which is located along the cicumference of
the rotor.
(2/3)
Engine Speed Sensor

The 1CD-FTV common-rail EFI-diesel engine uses the
crankshaft position sensor to detect the engine speed just
as in the EFI system of a gasoline engine, in place of the
engine speed sensor used in a conventional EFI-diesel
engine.
The crankshaft position sensor of the common-rail EFI-
diesel engine outputs the same NE signal that is output
by the engine speed sensor of the conventional EFI-die-
sel engine.
(3/3)
Crankshaft Position Sensor

Coil Magnet The crankshaft position sensor is mounted on the engine
block. It detects the crankshaft angle reference position in
the form of a TDC signal.
HINT:
The crankshaft position sensor of common-rail type
Pickup bracket output the engine speed (NE) signals.
It detects the crank angle based on these NE signals.

Protrusion
(1/2)
A pulse is generated when the protrusion provided on the

crankshaft padded near the sensor due to the revolution
of the crankshaft. A pulse is generated once for every
360 CA revolution of the crankshaft, and this is detected in the
form of a crankshaft angle reference position signal.
(2/2)
- 14 -
Camshaft Position Sensor

A camshaft position sensor is used on some engines
(1CD-FTV) in place of a crankshaft angle reference posi-
tion is detected in the form of a G signal.
(1/2)
1ND-TV Engine
For the 1ND-TV engine a hall element type camshaft
position sensor is used.
Timing sprocket
The timing trigger on the timing sprocket detects the posi-
tion of the camshaft by sending one signal for every two
G signal (720 CA) revolutions of the crankshaft.
Timing trigger
(2/2)
Turbo Pressure Sensor

Silicon chip
Vacuum chamber The turbo pressure sensor is connected
to the intake manifold via an air hose
and a VSV, and detects the intake mani-
fold pressure (intake air volume).
Filter Electric circuit
Output
voltage
Pressure
Load side (mmHg) Turbo side
(1/1)
- 15 -
REFERENCE
Turbo Pressure Sensor
The VSV operates in accordance with
the signals form the ECU and switched
the pressure that is applied to the actua-
tor between atmosphere and vacuum.
• Vacuum
• Atmosphere
(1/1)
Water temperature sensor Fuel temperature sensor Water Temperature/Intake Air Temper-
ature/Fuel Temperature Sensor
There are three types of temperature
sensors that are used for controlling
the EFI-diesel:
The water temperature sensor is
mounted on the engine block to detect
the temperature of the engine coolant.
The intake air temperature sensor is
mounted on the intake pipe of the engine
and detects the temperature of the
intake air.
The fuel temperature sensor is mounted
on the pump and detects the tempera-
ture of the fuel.
Intake air temperature sensor

(1/2)
Each type of temperature sensor has a

Thermistor built-in thermistor whose resistance var-
ies in accordance with the temperature
and its characteristics are as indicated in
the diagram.
Characteristics
(kΩ) 30
20
10
5
3
2
Resistance
1
0.5
0.3
0.2
0.1
-20 0 20 40 60 80 100 120
Coolant temperature (°C)
(2/2)
- 16 -
Fuel Pressure Sensor

5 The fuel pressure sensor that is used in
4 the common-rail type diesel detects the
Output 3 fuel pressure in the common-rail.
voltage 2V Based on the signals from the fuel pres-
2 sure sensor, the ECU controls the SCV
50MPa
1 (Suction Control Valve) to generate a
prescribed fuel pressure in accordance
50 100 150 with the driving conditions.
Pressure PC (MPa)
(1/1)
Air Flow Meter

A hot-wire type air flow meter has been adopted in the
common-rail EFI-diesel to detect the intake air volume.
(1/1)
- 17 -
Functions
Functions Controlled by the ECU
Outline
Other
Injection volume control Engine control
Injection timing control ISC control
EGR control
Injection rate control Idle vibration reduction
control
Intake restrictor control Main relay control
Glow-plug control ECU transmission control

ECT control
Diagnosis function
Fail-safe function
(1/3)
Determining injection volume and

injection timing of conventional EFI-
EFI-diesel diesel
Accelerator sensor
Speed sensor
Turbo pressure sensor EDU SPV

ECU
Water temp. sensor TCV
Fuel temp. sensor
Starter signal
• Control of injection volume
EFI-diesel
Accelerator sensor
Speed sensor

ECU
Water temp. sensor TCV
Fuel temp. sensor
Starter signal
- 18 -
• Control of injection timing
EFI-diesel
Accelerator sensor
Speed sensor

ECU
Water temp. sensor
TCV
Fuel temp. sensor
Starter signal
(2/3)
Determining injection volume and

Common-rail EFI-diesel injection timing of common-rail EFI-
Accelerator sensor diesel
Engine speed
(Crankshaft position sensor)
Turbo pressure sensor/

air flow meter
(Intake air volume)
ECU EDU Injector
Water temp. sensor
Fuel temp. sensor
Starter signal
• Control of injection volume

Accelerator sensor
Engine speed

air flow meter
(Intake air volume)
ECU EDU Injector
Water temp. sensor
Fuel temp. sensor
Starter signal
- 19 -
• Control of injection timing

Accelerator sensor
Engine speed

air flow meter
(Intake air volume)
ECU EDU Injector
Water temp. sensor
Fuel temp. sensor
Starter signal
(3/3)
Determining Injection Volume Determining Injection Volume

The ECU performs the following three functions to deter-
mine the injection volume:
1. Calculation of basic injection volume
2. Calculation of maximum injection volume
3. Comparison of basic injection volume and maximum
injection volume
(1/5)
1. Calculation of basic injection vol-

ume
ECU The calculation of the basic injection
Engine speed volume is made based on the signals
Calculation of
basic injection of the engine speed and the amount
volume
ISC correction of pedal effort applied to the acceler-
Accelerator pedal
A/C switch ator pedal.
opening angle Water temp.
Basic injection volume pattern

100%
Full Ioad
50%
Injection
volume 30%
Idle 20%
10%
Partial Load
Engine speed (rpm)
(2/5)
- 20 -
2. Calculation of maximum injection

volume
Engine Maximum injection volume The calculation of the maximum
speed
ECU Varies by required volume injection volume is made based on
Intake air the signals from the engine speed
Coolant Injection volume - large
temperature volume sensor (NE sensor), water tempera-
Maximum ture sensor, intake air temperature
Intake air injection Intake air sensor, fuel temperature sensor, and
temperature volume - small
volume turbo pressure. In the common-rail
calculation Engine speed type, the signals from the fuel pres-
Fuel sure sensor are also used.
temperature
Intake air
pressure Fuel pressure
(Common-rail only)
(3/5)
REFERENCE
Intake air pressure correction Injection Volume Correction
Increase Intake air pressure correction
Turbo pressure Correction The injection volume is corrected in
ECU Coefficient
sensor
1
accordance with the intake air pressure
Decrease (volume).
3
Intake air pressure Intake air temperature correction
sensor output (v)
The density of the intake air (air volume)
varies in accordande with the tempera-
Intake air temp. correction ture of the intake air.
Increase
(Low intake air temperature → Injection
1 volume increase correction)
Intake air temp. Correction
ECU Coefficient
sensor
40
Intake air
temperature (deg)
(1/2)
Fuel temperature correction

Fuel temperature correction High fuel temperature → Injection vol-
ume increase correction
Increase rpm
Fuel temperature Cold engine correction
ECU Correction
sensor Coefficient
1 Low water temperature → Injection vol-
ume increase correction
40 Fuel pressure correction
Fuel temperature
In a common-rail type diesel, the
changes in the fuel pressure in the com-
Cold engine correction mon-rail are detected based on the sig-
nals from the fuel pressure sensor. If the
Increase
Water
fuel pressure is lower than the target
temperature ECU Correction pressure, the length of time the injector
Coefficient
sensor 1 nozzles remain open is extended.
Water 10
temperature
(2/2)
- 21 -
Calculation of maximum injection vol-

ume
The ECU compares the calculated basic
injection volume and the maximum
injection volume and determines the
smaller one to be the injection volume.
Accelerator 60 % constant speed driving

Accelerator 100 % sudden acceleration
(4/5)
3. Comparison of basic injection volume and maxi-

mum injection volume
The difference in the actual injection volume in the
ECU SPV conventional EFI-diesel created by the mechanical
+5V variances that occur from pump to pump are cor-
rected.
VRP
E2
(5/5)
- 22 -
REFERENCE
About the Correction ROM
About the correction ROM :
Authorized workshops such as pump service shops use special tools to measure the pumps to replace the correc-
tion ROMs or to make corrective adjustments.
Other types of corrections:
In addition to the injection volume that has been determined here, fuel temperature correction is also made on some
vehicle models. If the fuel temperature is high, the actual injection volume is lower (due to the low density) than the
instructed value. Therefore, the instructed value must be increased.
(1/1)
Determining Injection Timing Determining Injection Timing

The ECU performs the following functions to determine
the injection timing:
1. Determination of the target injection timing
2. Detection of the actual injection timing
3. Comparison of the target injection timing and the
actual injection timing
4. Comparison of the target injection timing and the
actual injection timing
(1/6)
Engine speed 1. Determination of the target injec-

ECU tion timing
Accelerator Determining
The target injection timing is deter-
pedal opening Basic target mined by calculating the basic injec-
angle target
injection timing injection tion timing through the engine speed
timing and the accelerator pedal opening
Coolant
temperature angle, and by adding a correction
value based on the water tempera-
Intake air ture, intake air pressure, and the
pressure Correction intake air temperature.
value
Intake air
temperature
(on some models)
(2/6)
- 23 -
Intake air pressure
correction 1. Determination of the target injec-
Timing (°CA) tion timing
advance rpm
Basic target
injection timing Large 4
(°CA)
Full load Intake air pressure
sensor output
Target
injection
15 Water temperature
timing
correction
Light load
Timing Water
Engine speed (rpm) advance (°CA) temperature
Large
4
Engine speed (rpm)
(3/6)
2. Detection of the actual injection
timing
The detection of the actual injection
Engine
ECU timing is performed through a calcu-
lation based on the engine speed
Speed and crankshaft position signals. As
Detecting actual
Correction with injection volume control, the
injection timing
Crankshaft variances that occur in injection tim-
position ing control between pumps are cor-
rected through the use of a
correction resistor or a correction
ROM.
Correction
resistor
(4/6)
Injection start
REFERENCE
Injection Timing Detection
Injection pressure
(Nozzle) Conventional EFI-diesel
The cam plate and the rotor (which generates the NE sig-
nal of the engine speed sensor) rotate in unison. There-
Cam plate fore, the ECU is able to detect the timing when the
movement of plunger
plunger moves and an actual injection takes place by way
of the position of the NE signal.
NE signal
(Standard)
To address the phase discrepancy that occurs between

NE signal Phase Discrepancy the actual injection timing and the NE signal due to the
pump A individual variances of the pumps, a correction resister is
used to correct and recognize it as the standard position.
Phase Discrepancy
NE signal
pump B
- 24 -
Compare the NE signal and the TDC signal of the crank-

shaft angle sensor and calculates the injection timinng in
relation to the engine crankshaft angle as being the actual
injection timing.
NE signal
TDC signal
(1/1)
3. Comparison of the target injection
timing and the actual injection tim-
ECU ing
The ECU compares the target injec-
Target injection timing Correction
tion timing and the actual injection
timing and sends timing advance and
timing retard signals to the timing
Injection timing Duty-cycle ratio calculation control valve so that the actual injec-
comparison (Timing advance/ timing retard) TCV
tion timing and the target injection
timing match.
Actual injection timing Correction
(5/6)
REFERENCE
Determining Injection Timing
(1/1)
- 25 -
4. Comparison of the target injection
timing and the actual injection tim-
ECU ing
Engine As with the conventional EFI-diesel,
speed
Basic Injection the basic injection timing of the com-
timing ECU Injector
mon-rail EFI-diesel is determined
Injection
Accelerator determination
pedal opening
timing through the engine speed and the
angle accelerator pedal opening angle, and
by adding a correction value based
on the water temperature and the
Coolant
Correction intake air pressure (volume). The
temperature
value ECU sends injection signals to the
Intake air EDU and advances or retards the
pressure timing to adjust the injection starting
/volume timing.
(6/6)
Starting Control Injection Volume Control During

Starting
The starting injection volume is deter-
mined by adjusting the basic injection
Injection volume volume in accordance with the starter
ECU determination ON signals (ON time) and coolant tem-
Basic injection perature sensor signals.
Starter signal
volume
When the engine is cold, the coolant
temperature will be lower and the injec-
Starting correction tion volume will be greater.
Low coolant temperature
Water temp. Correction
sensor Injection
volume
High coolant temperature
E/G rpm
(1/2)
To determine the starting injection timing

is corrected in accordance with the
starter signals, water temperature and
engine speed.
When the water temperature is low, if
Starter
signal
ECU the engine speed is high, the injection
timing is advanced.
Target injection
timing
Coolant correction Injection timing
temp. advance
Low coolant temperature

Engine high engine rpm
speed
(2/2)
- 26 -
Injection Rate Control Split Injection

A radial plunger type pump performs
split injection (two-time injection) when
starting the engine at an extremely low
temperature (or under -10 degrees) to
Spill control valve improve startability and reduce the gen-
0
opening current eration to white and black smoke.
Spill control valve Open
Injection
Cam lift
Nozzle lift 0
(1/1)
Pilot Injection
The common-rail EFI-diesel uses pilot
injection. In the pilot injection system, a
small amount of fuel is initially injected
Injection with pilot Current injection
before the main injection. When the
Pilot injection main injection starts, the fuel that has
Nozzele lift Main injection been injected in advance is already
ignited, enabling the fuel of the main
injection to ignite smoothly.
Cylinder
pressure
(1/1)
Idle Speed Control Idle Speed Control

Based on the signals from the sensors,
the ECU calculates the target speed in
Accelerator pedal ECU accordance with the driving conditions.
opening angle The ECU then compares the target
Target speed calculation
value with the (engine speed) signal
Coolant temp. from the engine speed sensor and con-
Comparison Injection Actuators trols the actuators(SPV/injector) to regu-
Fuel temp.
volume (SPV/injector) late the injection volume in order to
correction correct the idle speed.
Starter signal Speed detection
Neutral signal Engine speed sensor
A/C switch
Power heater switch
(1/2)
- 27 -
The ECU effects idle-up control (in order to improve the

engine's warm-up performance) during fast idle when the
engine is cold, or during air conditioner/power heater
operations. Also, in order to prevent fluctuations in idle
ECU speed caused by a reduction in engine load that occurs
when the A/C switch is turned off, the volume is automati-
cally corrected before the engine speed fluctuates.
Idle-up control
Prospective control
(2/2)
Idle Vibration Reduction Control Idle Vibration Reduction Control

This control detects the fluctuations in
the engine speed during idle caused by
the variances in the injection pump or
nozzles, and corrects the injection vol-
The injection ume for each cylinder.
volume is corrected Consequently, idle vibration and noise
so that all the t are reduced.
values become
equal.
(1/1)
Other Types of Controls Other Types of Controls

1. Engine speed correction control
1.
Symptom:
Increased injection volume due to a rise in the pres-
sure in the pump.
Description of control:
Injection volume reduced according to the engine
Engine speed
(Engine speed sensor)
ECU speed.
2. ECT control
2.
Symptom:
Shocks occurs during shifting.
Shift information Description of control:
Injection volume is reduced during shifting.
ETC E/G
ECU
(1/4)
- 28 -
3. Glow plug control (Axial plunger type pump)

3.
Symptom:
Glow plugs turn ON when starting a cold engine.
Controls glow plug conditions according to the coolant
Water temp.
ECU temperature.
sensor
Glow plug
4. Intake heater control (Radial plunger type pump)

4.
Symptom:
Intake heater turns ON to warm up the intake air when
starting a cold engine.
Controls intake heater conditions according to the
Water temp. Intake coolant temperature.
sensor ECU heater
(2/4)
5. Air condition cut control

5.
Symptom:
Load is reduced during acceleration or uphill driving.
Vehicle Description of control:
speed Turns OFF the A/C compressor for a certain length of
sensor time when the vehicle speed and the accelerator
A/C opening angle become higher than prescribed values.
ECU Timer
Accelerator compressor
pedal
position
sensor
(3/4)
- 29 -
6. Dulling control
6.
Symptom:
Torque fluctuation due to change in the injection vol-
Throttle opening angle ume during acceleration.
(Throttle position sensor) Description of control:
The injection volume is changed gradually immedi-
ately after the accelerator is opened or closed.
ECU
Engine speed
(Engine speed sensor)
Accelerator
opening
100
angle
(%)
0
Large
with Control
Injection
without Control
volume
Time
(4/4)
Fuel Pressure Control Determining Common-rail Fuel Pres-

sure
A fuel pressure that matches the operat-
ing conditions of the engine is calculated
Basic
injection
ECU according to the actual injection volume
that has been determined based on the
volume Injection signals from the sensors, and the engine
volume speed. The ECU sends signals to the
Maximum
injection SCV to adjust the fuel pressure that is
volume generated by the supply pump.
Determination of
Correction fuel pressure
SCV
Engine
speed
(1/1)
- 30 -
REFERENCE
Determining Common-rail Fuel Pres-
MPa sure
Full load
Common-rail fuel
pressure
No load
Engine speed
- 31 -
Injection Volume and Injection Timing Table
Injection Volume and Injection Timing Table
Injection volume control
Basic Maximum injection volume correction

Supply Basic maximum
Engine type Intake air Intake air Water Fuel Fuel
pump type injection injection Starting
pressure temperature temperature temperature pressure
Axial plunger 1KZ-TE
5L-E
Radial plunger
1HD-FTE (Spilt injection control
when starting)
15B-FTE
1CD-FTV
1KD-FTV
Common-rail
2KD-FTV
1ND-TV
Injection timing control

Injection timing correction
Supply Basic timing
Engine type Water Intake air Intake air
pump type injection Starting
temperature pressure temperature
Axial plunger 1KZ-TE
5L-E
Radial plunger
1HD-FTE
15B-FTE
1CD-FTV
Common-rail 1KD-FTV
2KD-FTV
1ND-TV
Other control
Engine type Supply

pump type ISC Stable idling Diesel throttle Intake shutter Injection rate
Axial plunger 1KZ-TE Vacuum
5L-E Motor
Radial plunger
1HD-FTE Spilt injection control when starting
15B-FTE Motor
1CD-FTV Motor Pilot injection control
1KD-FTV Motor Pilot injection control

Common-rail
2KD-FTV Motor Pilot injection control
1ND-TV Vacuum Pilot injection control
- 32 -
Diagnosis Diagnostic Functions

As with the EFI system of the gasoline engine, the EFI-
diesel also features a diagnostic MOBD (OBD) function.
The MIL (Malfunction Indicator Lamp) illuminates if a mal-

function is detected in the ECU itself or in the electrical
system.
The area of the malfunction will be indicated by a

DTC(Diagnostic Trouble Code) number. After the mal-
function has been resolved, the MIL will disappear. How-
ever, the DTC will remain stored in the ECU memory.
(1/2)
Check (Test) mode

Diagnosis The diagnosis function consisted of a normal mode and a
check (or test) mode.
While the normal mode performs normal diagnosis, the
check (or test) mode features an increased level of sensi-
Normal mode Check (Test)
tivity to detect even more detailed malfunction conditions.
mode
Freeze frame data

Freeze frame data The ECU stores in its memory the conditions of the
engine at the time the malfunction occurred. The condi-
tions that existed at that time can be later retrieved and
reviewed through the use of a hand-held tester.
Fail-safe
Fail-safe The ECU assumes the fail-safe mode if a malfunction
occurs in some of the diagnostic items. This mode initial-
izes the signals to their prescribed values in order to
enable the vehicle to be driven.
(2/2)
DTC (Diagnostic Trouble Code) Dis-

play
Depending on the model, the check con-
nector might come as a DLC or DLC3.
The DTC (Diagnostic Trouble Code) can
be monitored by shorting the terminals
of the connector and counting the num-
ber of blinks. If no malfunctions have
occurred, the number of blinks will corre-
spond to normal conditions.
(1/2)
- 33 -
One of the methods for accessing the DTCs (Diagnostic

DLC1 Trouble Codes) is to use a hand-held tester.
The DTC numbers can be displayed on the hand-held
tester screen.
Check connector
A hand-held tester can be used also for displaying the

conditions of the engine or of the sensor signals (refer-
ence values) in addition to displaying the DTC numbers.
DLC3
DLC3
Active Test Active Test

During an active test, a diagnostic tester is used for out-
putting commands to the ECU in order to drive the actua-
tors. This test determines the integrity of the system or
parts by monitoring the operation of the actuators or by
reading the engine ECU data.
ECU Actuator
(1/1)
Service Hint Reading the DTC (Diagnostic Trouble Codes)

In the Repair Manual, the detection item, detecting condi-
SST Check connector Hand-held tester tion and trouble area are included for each DTC, so refer
to the Repair Manual when troubleshooting.
DLC3
ON
OFF
(1/1)
- 34 -
Inspection Using a Circuit Tester

Perform an inspection in accordance with the Inspection
Chart for each diagnostic trouble code. The inspection
method is identical to the electronic fuel injection (EFI)
system of a gasoline engine.
ECU inspection
Measuring the voltage and resistance at the ECU/EDU
terminals.
(1/2)
Relay inspection
Measuring the voltage and resistance of the relay termi-
Continuity
nals.
Sensor inspection
Measuring the voltage and resistance between the sen-
Battery Ohmmeter sor terminals.
E2G
VG
Air
Voltmeter
(2/2)
Inspection Using a Hand-held Tester

Through the use of a hand-held tester, the conditions of
the ECU, EDU and sensor can be monitored on the
tester.
In the negative test mode, the hand-held tester can acti-
vate the actuators in order to simulate the vehicle's oper-
ating conditions.
(1/2)
Follow the instructions given bellow to clear the

DTCs(Diagnostic Trouble Codes) that are stored in ECU
memory.
Execute "Clear" on the hand-held tester.
Disconnect the specified fuse and the positive terminal for
the battery (this procedure differs from model to model).
(2/2)
- 35 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 36 -
Question- 1
The following chart shows the electronic control system of the conventional EFI-diesel system. From the word
group, select the word that corresponds to 1-5 in the chart.
(2) (3)
(1)
ECU (4)
Other controls
Intake
restriction
EGR
Switches Glow plug
(5) control
...etc
Fail-safe
a) EDU b) Diagnosis c) Sensors d) SPV (Spill Control Valve) e) TCV (Timing Control Valve)
Answer: 1. 2. 3. 4. 5.
Question- 2
The following statements pertain to the functions of each sensor.
From the word group, select the sensor that corresponds to each statement.
1. Detects the accelerator opening. 2. Detects the pressurizing conditions of the fuel.
3. Detects the intake manifold pressure. 4. Detects the crankshaft angle reference position.
a) Crankshaft position sensor b) Air flow meter c) Turbo pressure sensor d) Fuel pressure sensor
e) Accelerator sensor f) Fuel temperature sensor
Question- 3
The following graph shows the calculation of the maximum injection volume. When the accelerator depressing
angle is 40%, select the number 1-4 in the graph for proper injection volume.
(CA) 100%
1
2
Injection
3
volume
60%
4 40%
0%
Engine speed
Answer: 1. 2. 3. 4.
- 37 -
Question- 4
The injection volume control function of the ECU calculates the opti-
1 mal injection volume based on the signals received from the sen- True False
sors, and outputs the control signals.
The EFI-diesel system constantly calculates the optimal injection

volume. However, this system cannot correct the changes in the
2 True False
injection volume due to the mechanical variances of the injection
pump.
Question- 5
The injection timing control function outputs a timing advance signal

1 True False
if the target injection timing is earlier than the actual injection timing.
Because the ECU constantly controls the engine idle to a specific

2 speed in accordance with the coolant temperature, the idle speed True False
drops when the air conditioner or the power heater is operated.
The conventional EFI-diesel system provides a pilot injection before

3 True False
the main injection in order to realize the smooth ignition of fuel.
Question- 6
In the common-rail EFI-diesel, the actual injection volume is deter-

mined by calculating the fuel pressure that matches the operating
1 True False
conditions of the engine based on the engine speed, and the result-
ing fuel pressure control signals are output to the SCV.
When the ECU detects malfunction in the electrical system, the

2 ECU alerts the driver of the malfunction and stores a DTC (Diagnos- True False
tic Trouble Code).
The sensors can be inspected by measuring the resistance value

3 True False
between their terminals.
- 38 -
Diagnosis Master Technician - Diesel Engine Control System Other Devices
Diesel Throttle Outline (1CD-FTV/15B-FTE)

The diesel throttle is mounted on the
intake manifold. The throttle valve, which
Diesel throttle control motor
operates independently from the accel-
Throttle valve
erator pedal, uses the diesel throttle
Engine speed signal
control motor (step motor) to regulate
Engine
Water temp. Signal the throttle opening accordance with the
ECU Accelerator pedal position signal signals received from the ECU.
Atmosphere pressure signal Purpose :
1. Ensures an optimal amount of EGR
volume throughout the operating
range by increasing the intake mani-
fold vacuum.
2. Reduces the intake noise and vibra-
tion by closing the throttle valve at
idle.
3. Reduces vibrations by fully closing
the throttle when stopping the engine
in order to reduce the amount of air
intake volume.
(1/2)
Diesel Throttle Operation

1. When the engine is running, the opening of the throttle
is optimally adjusted according to the engine speed,
engine load conditions, and the EGR volume.
2. When the engine is stopped, the throttle closes fully to
shut off the intake of air. By minimizing the compres-
sion in the cylinder, vibrations that occur when stop-
ping the engine are reduced.
(2/2)
REFERENCE
Chamber A
Intake Constrictor Control (1KZ-TE)
Chamber B
The intake constrictor control contains a
Main valve
Accelerator Actuator main valve and a sub valve. The main
pedal valve operates with the accelerator
Atmosphere
pedal and the sub valve operates with
the actuators that function with two
from Vacuum pump VSVs (VSV1 and VSV2), which operate
in accordance with the signals received
from the ECU.
Sub valve
Atmosphere
Throttle position signal

Engine
Engine speed signal
Water temp. signal ECU Ignition switch
(1/1)

-1-
Intake Shutter Outline and Operation of Intake Shut-

ter
Actuator The intake shutter is mounted on the
Intake
shutter intake manifold. The intake shutter is
from Vacuum pump fully open when the engine is operating.
To stop the engine, the VSV operates in
Atmosphere accordance with the signals from the
Engine ECU, and the actuator closes the intake
lgnition switch
ECU shutter. As a result, the amount of vibra-
tion is reduced when the engine is
stopped.
REFERENCE
VSV (Vacuum Switching Valve)
to Actuator Signals received from the ECU cause the VSV to switch
the pressure applied to the actuator between atmospheric
from Vacuum
pump and vacuum pressures.
Atmosphere
(1/1)
EGR (Exhaust Gas Recirculation) EGR (Exhaust Gas Recirculation)

System
Vacuum regulator valve In the EGR system, the ECU controls

Throttle position sensor the vacuum regulator valve based on the
Vacuum Pump
signals that are sent by various sensors,
Engine speed sensor
in order to operate (open and close) the
ECU
Water temp. sensor EGR valve.
This causes a portion of the post-com-
Intake manifold pressure
signal
bustion gases to recirculate through the
Intake
intake manifold to slow down the com-
EGR
valve bustion speed.
Exhaust This lowers the combustion tempera-
Vacuum damper manifold
ture and reduces the generation of nitro-
gen oxides.
Through the adoption of the diesel throt-
tle, it has become possible to increase
the intake manifold pressure in order to
stabilize the EGR volume.
(1/1)
-2-
Vacuum Regulator Valve

from Vacuum pump The vacuum regulator valve operates in accordance with
to EGR valve the signals from the ECU to turn ON/OFF the vacuum
(generated by the vacuum pump) that actuates the EGR
valve.
Atmosphere
(1/1)
EGR Valve
The vacuum that is sent by the vacuum regulator valve
operates (opens and closes) the EGR valve to introduce
the post-combustion gases into the intake manifold.
EGR gas
EGR valve
Intake air
(1/1)
Operation of EGR System

The operation of the EGR is stopped under the conditions listed below in order to ensure drivability and reduce
black smoke.
• When the coolant temperature is low.
• When the vehicle is being driven under high-load conditions.
• When the engine is decelerating (the EGR operates during idle).
• When the vehicle is being driven at high altitudes.
(1/3)
On 15B-FTE and 1HD-FTE engines, the mounting posi-

EGR valve EGR valve tion of the EGR valve has been improved in order to pre-
vent its performance from being affected by the intake air
temperature.
E/G E/G
15B-FTE engine Ordinary engine
(2/3)
-3-
On the 15B-FTE engine, a dual construction EGR pipe

has been adopted. The coolant water flows along the out-
side of the pipe to cool the EGR gases. Thus, the intake
air is prevented from being warmed by the EGR gases.
EGR gas
In
Out
A
A
Water
A-A cross section
(3/3)
Service Hint Intake Shutter Inspection

To inspect the intake shutter, connect a vacuum gauge to
the diaphragm, and verify that the actuator rod moves
when the specified amount of vacuum is applied to it.
Measure the resistance between the VSV terminals for

the intake shutter.
Ohmmeter
Continuity
(1/1)
Diesel Throttle Inspection

An inspection of the diesel throttle consists of an inspec-
tion of the throttle motor.
Remove the throttle motor connector and measure the
resistance between the specified terminals.
(1/1)
-4-
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

-5-
Question- 1
1 The EGR volume can be stabilized by regulating the diesel throttle. True False
2 The diesel throttle opens fully to reduce when stopping the engine. True False
While the engine is at idle, the throttle valve of the diesel throttle
3 True False
opens wide to stabilize the idle speed.
Question- 2
The following statements pertain to the intake shutter. Mark each of the following statements True or False.
1 Reduces vibrations that occur when stopping the engine. True False
2 The intake shutter is operated by a step motor. True False
3 The intake shutter is operated by a diaphragm. True False
4 The intake shutter is operated by ECU signals. True False
Question- 3
1 The EGR system reduces the generation of nitrogen oxides. True False
An engine that is equipped with a diesel throttle can raise its intake
2 True False
manifold vacuum to stabilize the EGR volume.
The EGR valve is actuated by a motor in accordance with ECU sig-

3 True False
nals.
After the engine has warmed up, the EGR operates at idle. How-
4 ever, when the vehicle is operating at high-load conditions, the oper- True False
ation of the EGR stops to reduce the emission of black smoke.
-6-
Diagnosis Master Technician - Diesel Engine Control System Examination
Examination

-1-
Q-1 The following statements pertain to the conventional EFI-diesel system. Select the statement that is False.
A. In the conventional EFI-diesel system, the injection of fuel is electrically controlled by the ECU.
However, the mechanisms for pumping and distributing the fuel are the same as in the mechanical type
pump
B. In the conventional EFI-diesel system, the SPV controls the fuel injection volume in place of the gover-
nor, and the TCV regulates the injection timing in place of the timer.
C. In the conventional EFI-diesel system, an axial plunger type pump or a radial plunger type pump is used.
Although these pumps differ in construction, their injection pressure is controlled to the same pressure.
D. In the conventional EFI-diesel system, the injection volume and injection timing are optimally controlled
to suit the driving conditions, in accordance with the signals received from the various sensors.
As a result, fuel economy has been improved and the amount of exhaust smoke has been reduced.
Q-2 The following statements pertain to the SPV operation. Select the statement that is False.
A. When voltage is applied to the solenoid coil of the SPV, the valve opens to relieve the fuel pressure.
When the voltage is cut off, the pressurized fuel pushes the valve back to close.
B. When the engine is stopped, the voltage to the SPV is cut off, the valve opens, and no fuel is pumped.
C. The conventional EFI-diesel system does not contain a fuel cut off solenoid. Instead, the fuel is cut off by
the SPV.
D. When an open circuit occurs in the solenoid coil of the SPV, no fuel is pumped.
Q-3 The following statements pertain to the TCV of the conventional EFI-diesel. Select the statement that is
True.
A. The conventional EFI-diesel pump uses a TCV, which controls the injection timing in place of the timer
piston of the mechanical type pump.
B. There are two types of TCVs: the pilot type and the direct-acting type. The direct-acting type TCV is used
in the radial plunger type pump.
C. Enclosed in the pump, the TCV operates upon receiving the signals from the ECU in order to effect tim-
ing advance and retard control by directly rotating the roller ring.
D. The TCV operates electrically to control the injection timing by varying the pressure that is applied to the
timer piston.
-2-
Q-4 The following statements pertain to the injection volume control of the conventional EFI-diesel system.
A. The opening and closing timing of the SPV is changed to increase or decrease the volume of fuel that is
drawn into the plunger in order to control the injection volume.
B. As the plunger begins to move, once the SPV closes, the fuel begins to be pumped. Delaying the pump-
ing start time reduces the actual pumping stroke of the plunger, thus reducing the injection volume.
C. As the plunger moves and the fuel in the chamber becomes pressurized to a prescribed pressure, the
injection starts. Then, the SPV opens to vary the timing for relieving the highly pressurized fuel in the
chamber in order to control the injection volume.
D. Along with the movement of the plunger, the SPV closes its valve at the time the injection starts, and
opens the valve at the end of the injection. The closing duration is regulated to control the injection vol-
ume.
Q-5 The following illustration shows the injection pump of the conventional EFI-diesel.
Select the appropriate combination of parts to control the fuel injection volume and timing.
A. 1 and 2
B. 1 and 3
1
C. 2 and 3
4
D. 3 and 4
2
3
-3-
Q-6 The following illustrations and statements pertain to the precautions for the assembly of the conventional
EFI-diesel system. Select the one that is False.
A. To reinstall the pump, the matching marks of the B. After reinstalling the nozzle leakage pipe to the
timing gear must be aligned to match the phase cylinder head, attach the turbo pressure gauge to
of the pump with the phase of the engine. the pipe, pressurize it, and make sure that there
are no leaks.
C. If the matching marks on the timing gear are D. After installing the pump on the engine, use the
aligned, it will suffice to install the pump by align- SST to measure the plunger stroke. Then, rotate
ing the matching mark on the injection pump and the pump assembly in order to adjust the plunger
the reference position of the engine. stroke to be within the range indicated in the
Repair Manual.
Q-7 The following statements pertain to the servicing of the conventional EFI-diesel system. Select the state-
ment that is False.
A. To inspect the direct-acting type SPV, measure the resistance between the terminals.
B. To inspect the direct-acting type SPV, the battery voltage can be applied to the SPV to check for its oper-
ating sound.
C. To inspect the TCV, measure the resistance between the terminals.
D. To inspect the TCV the battery voltage can be applied to the TCV to check for its operating sound.
-4-
Q-8 The following illustrations show the construction parts of the common-rail EFI-diesel system. From the fol-
lowing statements, select the one that is False.
A. The check valve (1) of the supply pump opens to draw the fuel into the plunger, which has been con-
trolled by the SCV, and closes during pumping.
B. The common-rail stores the highly pressurized fuel that has been pressurized by the supply pump.
C. The pressure limiter that is mounted on the common-rail relieves the fuel if the fuel in the common-rail
reaches an abnormally high pressure.
D. The fuel pressure sensor that is mounted on the common-rail detects the abnormally high pressure of the
fuel in the common-rail and sends a signal to the ECU to relieve the fuel.
Q-9 The following statements pertain to the mechanism of fuel pressure regulation. Select the statement that is
True.
A. When the opening time of the SCV is long, the volume of fuel that is drawn into the plunger increases,
causing the fuel pressure to rise.
B. When the SCV remains open, the fuel is relieved and pumped, causing the fuel pressure to decrease.
C. When the open timing of the SCV is early, the pressurized fuel in the plunger becomes relieved early,
causing the fuel pressure to decrease.
D. The SCV receives the signals from the ECU to control the generated fuel pressure so that the fuel pres-
sure in the common-rail can be kept constantly at a prescribed pressure even if the engine speed
increases.
-5-
Q-10 The following statements pertain to the control of the injection volume and injection timing. Select the
statement that is False.
A. The engine ECU controls the opening and closing duration of the injector's valve to control injection vol-
ume.
B. The injection timing is controlled by regulating the timing in which the injection signals from the ECU are
sent to the injectors.
C. The injection volume changes when there is a difference between the pressure value detected by the
fuel pressure sensor and the actual fuel pressure in the common-rail.
D. The injection timing changes when there is a difference between the pressure value detected by the fuel
pressure sensor and the actual fuel pressure in the common-rail.
Q-11 The following statements pertain to the correction resistor of the common-rail injector. Select the statement
that is False.
A. The correction resister of the injector is connected to the solenoid circuit of the injector in series.
B. Because injectors have mechanical differences, their differences are accommodated by providing differ-
ent correction resistors.
C. Based on the information on the correction resistance values, the ECU corrects the variances in the
injection volume.
D. To indicate the difference of the fuel injection volume, there are differences in values of correction resis-
tors of each injector.
Q-12 The following statements pertain to the inspection and replacement of the common-rail EFI-diesel injec-
tors. Select the statement that is False.
A. The resistance value between the terminals is measured during an injector inspection.
B. To reinstall injectors, attention must be paid to the direction in which the injectors are installed and their
alignment.
C. During an injection test of the injectors, the pipe unions at the injectors must be loosened with the engine
at idle, in order to stop the injection through fuel leaks.
D. A fuel leak between the injector and pipe can be inspected at a high pressure by performing an active
test through the use of a hand-held tester.
-6-
Q-13 The following statements pertain to the replacement of the injection pipes of the common-rail EFI-diesel.
A. If only the injectors are replaced with new ones, the injection pipes can be reused.
B. If both the injectors and the common-rail are replaced with new ones, the injection pipes can be reused.
C. If both the injectors and the common-rail that have been removed are reinstalled, the injection pipes can
be reused.
D. Once the injection pipes have been removed, they cannot be reused.
Q-14 The following statements pertain to the possible causes of fluctuation of the injection volume between
injectors. Select the statement that is True.
A. The fuel pressure in the common-rail becomes somewhat lower than the fuel pressure required by the
engine speed, due to improper operation of the SCV.
B. There is an open circuit in the correction resistor of the injector.
C. When the pressure limiter does not operation and the fuel pressure inside the common-rail becomes
extremely high.
D. When the SCV does not operate and the fuel pressure generated in the supply pump becomes low.
Q-15 The following statements pertain to the functions of the EDU. Select the statement that is True.
A. While the EDU is receiving the signals from the ECU, its voltage is constantly amplified in order to oper-
ate the actuators at a high voltage.
B. Upon receiving the signals from the ECU, the voltage is amplified only during the startup in order to oper-
ate the actuators.
C. Upon receiving the signals from the ECU, the voltage is amplified in accordance with the duty-cycle ratio.
D. Upon receiving the signals from the ECU, the EDU converts them into duty-cycle signals and sends them
to the actuators. When the signals are OFF, they are amplified to a high voltage in order to close the
valves of the actuators.
-7-
Q-16 From the following sensors (a-d), select the appropriate sensor that generates the waveform show in the
illustration.
A. Engine speed sensor
B. Crankshaft position sensor for conventional EFI-diesel
C. Crankshaft position sensor for common-rail EFI-diesel

360 CA
D. Camshaft position sensor
Q-17 The following statements pertain to the calculation of the injection volume. Select the statement that is
False.
A. The basic injection volume is determined by engine speed and the accelerator opening angle.
B. The maximum injection volume is determined by signals from sensors in accordance with the driving
conditions.
C. The actual injection volume is equal to the basic injection volume determined by the signals received
from various sensors.
D. To calculate the injection volume, the engine ECU compares the basic injection volume and the maxi-
mum injection volume, and determines the smaller one to be the injection volume.
Q-18 The following statements pertain to the injection volume correction. Select the statement that is False.
A. When the intake air temperature is low, a correction is made to increase the injection volume.
B. When the fuel temperature increases, a correction is made to increase the injection volume.
C. When the coolant temperature is high, a correction is made to increase the injection volume.
D. When the intake air pressure (volume) is high a correction is made to increase the injection volume.
-8-
Q-19 The following statements pertain to the calculation of the injection timing. Select the statement that is
False.
A. The injection timing is determined by the ECU according to the condition of the coolant temperature, and
based on the calculation of the engine speed and the accelerator opening.
B. In the conventional EFI-diesel, the actual injection timing is calculated based on the engine speed sensor
and the crankshaft position sensor.
C. In both the conventional EFI-diesel and the common-rail EFI-diesel, various corrections are involved in
determining the injection timing.
D. In both the conventional EFI-diesel and the common-rail EFI-diesel, the target injection timing and the
actual injection timing are compared, and the ECU outputs a timing advance or timing retard signal.
Q-20 The following statements pertain to the ECU control of common-rail EFI-diesel. Select the statement that is
False.
A. The ECU determines the fuel pressure generated based on the actual injection volume that has been
determined by the signals received from various sensors and the engine speed at that time.
B. Even if the engine speed is the same, the fuel pressure generated increases if the accelerator opening is
large.
C. After determining the fuel pressure, the ECU sends a fuel pressure control signal to the SCV, and regu-
lates the volume of fuel that is drawn into the plunger in order to control the fuel pressure.
D. The fuel pressure generated is fed back to the ECU by the supply pump in order to constantly maintain
an optimal fuel pressure.
Q-21 The following statements pertain to the self-diagnosis system. Select the statement that is False.
A. A malfunction in the electronic system is determined by the ECU and the area of the malfunction is dis-
played by the DTC (Diagnostic Trouble Code).
B. The self-diagnosis function consists of a normal mode that displays the area of the malfunction by DTC,
and a check (or test) mode that tests the self-diagnosis function of the ECU itself.
C. The ECU can store the conditions of the engine in ECU's memory when the DTC detected so that the
conditions can be later verified through the use of a hand-held tester.
D. If some of the sensors malfunction and cannot output correct signals, the ECU will replace them with pre-
scribed values to enable the vehicle to be driven.
-9-
Diesel Engine Control System

2 A When you receive instruction from your instructor, submit the saved file to the
3 D The print button does not function for Internet Explorer versions below 5.0.
4 C browser (under "File").
5 A
Reference:
6 D When instructed by the instructor, go to "File" pull-down menu at the top of the
7 B
documents".
8 D Before saving, be sure to select "Web file (*.htm; *.html)" or "Text file (*.txt)"
9 A
10 D
11 A
Chapter
12 C
Instruction
13 C Examination
Excercise
14 B
Send by
Results Instructor
15 B FAX / E-mail
Floppy disc
16 B
17 C
18 C
19 D
20 D
21 B
NAME :
ID :
- 10 -
Diagnosis Master Technician - Hand-held Tester Hand-held Tester
Principal of OBD (On-Board Diagnosis) What Is Diagnosis?

The on-board diagnostic system is the vehicle's self-diag-
nosis function that is provided by the ECU (Electronic
Wire harness Wire harness
Control Unit).
Upon receiving the signals from the sensors that detect
ECU the conditions of the vehicle, the ECU transmits signals to
the actuators optimally for the current conditions.
The ECU receives signals from the sensors in the form of
voltage.
Sensor
Actuator The ECU can determine the conditions of the system by
detecting the changes in the voltage of the signals that
are output by the sensors.
Thus, the ECU constantly monitors the input signals (volt-
age), compares them to the standard values that are
stored in the ECU's memory, and determines any abnor-
(V) Abnormal range mal conditions.
5
Normal range The graph on the left shows the characteristics of a water
4
for diagnostic system temperature sensor.
Normally, the voltage of the water temperature sensor
THW voltage
Normal range for engine

3 should vary between 0.1V and 4.8V. If a voltage within
Normal range this range is input, the ECU determines that the condition
2 for diagnostic system is normal. If it is a short circuit (the input voltage is less
THW
1
than 0.1V) or an open circuit (the input voltage is more
Abnormal range than 4.8V), the ECU determines that it is abnormal.
0
If the ECU determines the input signal to be abnormal,
-50 0 50 100 150 (°C) the ECU illuminates the MIL (Malfunction Indicator Light)
-58 32 122 212 302 (°F)
Temperature to alert the driver and stores a DTC (Diagnostic Trouble
Code) in its memory.
(1/1)
Reading DTCs
Displaying the DTCs on the tester Displaying the DTCs through
the blinking of the MIL The DTCs can be displayed on the
tester's display in the form of 5-digit
P0115 22 codes by connecting a hand-held tester
ON to DLC3 (Data Link Connector 3).
OFF 2 2 2 2 2-digit DTCs can be output through the
blinking of the MIL by shorting the termi-
DLC3 nals TE1 and E1 (or TC and CG) of DLC
YES NO ENTER
F1 F2 F3
HELP 1 2 3
F4 F5 F6
RCV 4 5 6
E1
F7 F8 F9
SEND 7 8 9
1, 2, or 3.
F0 ON
EXIT 0 #
OFF
HINT:
Note that for some vehicles with Die-
DLC1
TE1 sel EFI, only 2-digit DTCs are dis-
TC
played.
Example :
TE1
E1
DLC2 DLC3
DTC 22: Water temperature sensor cir-
CG
cuit malfunction
DTC 24 (1): Intake air temp. sensor cir-
cuit malfunction
DTC24 (2): Atmospheric temp. sensor
circuit malfunction
(1/1)

-1-
Outline of Hand-held Tester What Is Hand-held Tester?

The DTCs that are stored in the ECU can be displayed on
a handheld tester by establishing communication directly
I/O cartridge with the ECU.
(for CARB OBD II)
In addition, the hand-held tester can clear the DTCs from
Display
the ECU's memory.
The hand-held tester provides other functions such as
LEDs
displaying the information data by communicating with
the ECU by various sensors, or serving as a voltmeter or
an oscilloscope.
HINT:
Keyboard • The hand-held tester is also called an intelligent
YES NO ENTER
Program card tester or an OBD-II scan tool.
HELP F1
1
F2
2
F3
3
• An I/O cartridge, which supports CARB OBD-II, is
RCV
available either as a cartridge type or a substrate
F4 F5
4 5
F6
6
SEND F7 F8
Screen contrast control
7 F9
EXIT F0
0
8
ON
9
type.
#
OFF
RS232 DATA LINK

I/P
Power connector
Nicad battery pack
RS232 port
Instrumentation port
DLC (Data Link Connector)
(1/1)
REFERENCE
Touch Panel Type Tester
The touch panel type tester is the next
generation of the hand-held tester.
It is possible to operate it by only touch-
ing the keys that are displayed on the
screen, without operating the keyboard
as with the conventional type.
1. Functions
Basic operation and functions are the
same as the conventional type.
2. Characteristics
The screen is easier to see than that
of the conventional type, and the
communication speed with the ECU
is faster.
(1/1)
-2-
Keyboard
A menu item can be selected and information can be
entered by operating the keys on the keyboard.
Tester key function
Besides those shown above, there are other ways to
operate the keys. See the Diagnostic Toolset OperatorÅfs
Manuals for details.
ON Turn the tester on.

YES NO ENTER
# and EXIT Turn the tester off.
Move the cursor (highlight) on the display up or down
F1 F2 F3 and left or right.
HELP 1 2 3 YES and NO
Answer questions asked on the Tester display.
Display and select data parameters to monitor.
Confiirm information on the display.
F4 F5 F6 Terminate a numeric entry.
ENTER
RCV 4 5 6 Move ahead in procedures.
Select a highlighted menu entry.
HELP Display a summary of the active keys.
F7 F8 F9 Display information about the highlighted item.
SEND 7 8 9 and HELP
(Not available in all modes.)
Send information (data only) to an external device
SEND
such as printer.
F0 ON
EXIT 0 # EXIT
Return to a previous step in procedures.
Return to normal operation after the HELP key
has been pressed.
OFF Used to select and control modes.
0-9 / F0-F9 Input data to the Tester.
Used as "Hot Keys" for displays.
(1/1)
Display
F1 key : Data list F2 key : LED / list
To change the data display on the dis-
INJECTOR
······································· 2 . 3 ms INJECTOR ······································· 2 . 1 ms
·······································
IGN ADVANCE 6.5deg ING·······································
ADVANCE 8.0deg play, press keys F1 through F4.
·······································
IAC DUTY RATIO 37.9% ·······································
····································································
IAC DUTY RATIO 37.1% To change the font size, press key F9.
·······································
CALC LOAD 18% CALC ·······································
LOAD 17%
······································· 2 g m / s
MAF MAF······································· 2gm/s
·······································
ENGINE SPD 871rpm ENGINE ·······································
SPD 874rpm
1. F1 Key: Data list
·······································
COOLANT TEMP 83˚C COOLANT ·······································
TEMP 84˚C This display, which lists data numeri-
·······································
INTAKE AIR 25˚C INTAKE AIR
······································· 25˚C
·······································
THROTTLE POS 10% ·······································
····································································
THROTTLE POS 10% cally, is the default display.
·······································
CTP SW ON CTP FC MIL STARTE
·······································
VEHICLE SPD 0km/h SW IDL SIG 2. F2 Key: LED (Light-Emitting
·······································
O2S B1 S1 0.08V ON OFF ON OFF Diode)/ list
This display shows the ON/OFF sta-
tus of the detected switch signals by
illuminating the LEDs.
F3 key : Bar graph F4 key : Line graph
A green LED illuminates when a sig-
·······································2 . 0 ms
INJECTOR OxL·······································
SIGNAL RICH nal is ON, and a red LED illuminates
0 10 20 30 32 ·······································
IGNITION 4 5 ˚ CA
·······································
ING ADVANCE 7.5deg
when a signal is OFF.
–64 –32 0 32 64
IAC·······································
DUTY RATIO 36.7%
3. F3 Key: Bar graph
00 25 50 75 100 This display shows the values of the
·······································
CALC LOAD 17%
0 32 50 0 100 data in a bar graph format.
·······································
MAF 2gm/s
0 2002 400 600 700 4. F4 Key: Line graph
This display shows the values of the
data in a line graph format.
(1/1)
-3-
Tester Cable Connections

To connect the hand-held tester to a vehicle, select and
enter the vehicle model and the system for checking the
data and the DTCs on the tester. Then, select and use a
HELP
YES
F1
1
NO
F2
2
ENTER
F3
3
cable that can be connected to the DLC (Data Link Con-
nector) that appears on the tester's display panel.
RCV F4
4
F5
5
F6
6 E
B
SEND O
PR
F7
Autoprobe
F8
7 8
F9
9
EXIT F0 TO
0
ON
# U
OFF
A
RS232 DATA LINK

I/P
1. DLC3 type
Use DLC and DLC3 cables. On vehicles for Europe
and General countries, connect a VIM (Vehicle Inter-
DLC cable face Module) between the DLC and DLC3 cables.
2. DLC1 or DLC2 type
DC power cable Use a DLC cable, VIM, and a DLC1 or DLC2 cable.
VE
HICL
MO INTE
E
DU RFAC
LE E
VIM HINT:
Battery power is supplied automatically to the tester
when a DLC1 or DLC3 cable is connected.
DLC3 cable
for North American
(OBD II cable)
DLC1 cable
DLC2 cable
DLC3 cable
for Europe and General
(MOBD cable)
(1/1)
Initial Setup Outline of Initial Setup

The first step after connecting the hand-held tester to a
vehicle is the initial setup.
The initial setup must be performed to change the set-
tings because the data that is stored on the program card
varies by destination or for the peripheral devices such as
a printer.
Normally, the initial setup is performed only when the
tester is used for the first time, so this step is unnecessary
at other times.
The following appears on the display panel:
APPLICATION SELECT / 1: DIAGNOSIS
↓
MAIN MENU / 9: SETUP
And proceeds to the "SETUP" display.
(1/2)
-4-
Outline of Initial Setup

The following items can be set up on the hand-held
tester:
1. CLOCK/CALENDAR
Sets the date and time.
2. PRINTER BAUD
Sets the output speed to the printer.
SETUP MENU 3. PRINTER SELECT
1: CLOCK/CALENDAR Selects the type of printer to be connected.
2: PRINTER BAUD
3: PRINTER SELECT 4. UNIT CONVERSION
4: UNIT CONVERSION
5: BRAND SELECT Changes the units.
6: D ATA B A S E S E L E C T
7: BACKLIGHT SET
8: ENH OBD II HELP
9: SELF TEST
5. BRAND SELECT
BRAND SELECTION Selects the brand of the vehicle (Toyota, Lexus, or
Lexus & Toyota) on which the hand-held tester will be
used.
Lexus
When a brand is selected, only the models for that
To y o t a
L e x u s & To y o t a
brand will be displayed on the screen, in order to facil-
itate the selection of the desired model.
6. DATA BASE SELECT

Ve h i c l e S e l e c t i o n Changes the selection of the database on the hand-
Ty p e held tester.
Usually, it is unnecessary to make a change here
North American because the database for the destination is already
Europe and Gen set as the default.
Use Default When necessary, the database may be changed and
reverted to the original setting by selecting "Use
Default".
Make sure to use the database for the vehicle model
on which the hand-held tester will be used, because
using a database that does not match the vehicle
model can result in an improper normal/abnormal
judgment.
HINT:
It is necessary to return to the screen at the beginning
of turning the power ON or to turn the power ON again
when changing the database settings. The database
will not be updated if this operation is not activated.
Changing the database will also change the items in
the "FUNCTION SELECT" display.
(1/1)
-6-
7. BACKLIGHT SET
Turns the backlight on the hand-held tester ON/OFF.
8. ENH OBD II HELP
Changes the Enhanced OBD-II to use the "* + HELP"
function.
9. SELF TEST
Checks the hand-held tester for malfunctions.
SETUP MENU
1: CLOCK/CALENDAR
2: PRINTER BAUD
3: PRINTER SELECT
4: UNIT CONVERSION
5: BRAND SELECT
6: D ATA B A S E S E L E C T
7: BACKLIGHT SET
8: ENH OBD II HELP
9: SELF TEST
(2/2)
Type of OBD
History of OBD
As vehicle control systems evolved from the mechanically to the electronically controlled type, it became increas-
ingly difficult for the technicians to make the proper pass-fail judgment during troubleshooting. At this time, the OBD
system came into existence.
With advances in technology, a greater number of systems started operating under many ECUs, prompting the
appearance of new OBD systems, including OBD systems that comply with the regulations adopted by the regions
in which the vehicles are operated.
The chart below shows the chronology of the OBD systems.
Type of OBD 1980 1985 1990 1995 2000

1980
OBD
(On-Board Diagnostic)
1996
MOBD
(Multiplex On-Board Diagnostic)
1994
CARB OBD II
(California Air Resources Board)
1998
EURO OBD
-6-
Outline of OBD/MOBD
The MOBD (Multiplex On-Board Diagnostic) system enables a hand-held tester to directly communicate with the
ECU when the tester is connected to the DLC3 on the vehicle, in order to read DTCs and data.
1. Characteristics of MOBD:
Destinations: Europe and General Countries
5 digits: (P####), (B####), and (C####) *Each "#" indicates a number or an alphabet.
For some models with diesel EFI, only 2-digit DTCs will be displayed even when the tester directly communi-
cated.
However it is possible to read DTC in detail through using the sub-code (1) or (2) than MIL blinking pattern.
2. Principal functions of MOBD:
• Able to read DTCs
• Able to read the ECU data
• Able to perform active tests
(1/1)
REFERENCE
OBD DTC Display
• DTCs can be read through the blink-
ing of the MIL by shorting terminals
YES
HELP
NO
F1
1
F2
ENTER
2
F3
3
TE1 (or Tc) and E1 (or CG).
RCV
SEND
F4
F7
4
7
F5
F8
5
8
F6
F9
6
9
• On some models, 2-digit DTCs can
be displayed by connecting the hand-
F0 ON
EXIT 0 #
OFF
W
held tester to a DLC1 or DLC2 con-
VIM E1 TE1
nector.
In this case, the hand-held tester does
not establish communication directly
with the ECU. Instead, the tester shorts
terminals TE1 and E1 through the VIM,
DLC1 or DLC2 thus causing the MIL to blink. Then, the
tester reads the blinking pattern of the
E1 TE1 W
MIL and shows it on the display panel in
the form of a DTC.
With this method, it takes some time for
E1 TE1 W
+B the tester to read the blinking pattern of
MIL
the MIL.
ECU ON
OFF 2 2 2 2
(1/1)
-7-
Outline of CARB OBD-II EURO OBD and ENHANCED OBD-II
The CARB OBD-II (California Air Resources Board On-Board Diagnostic-II) and EURO OBD systems enable the
hand-held tester to read the DTCs and data when the tester is connected to the DLC3 on the vehicle. By using
these diagnostic systems, DTCs and data, which pertain to the powertrain for the emission system complied with
the regulations of the respective area. The CARB OBD-II and EURO OBD do not provide the active test function
found in the MOBD.
1. Characteristics of CARB OBD-II:
Destination: North America (U.S.A. and Canada)
DTC indication: 5 digits (P####) *Each "#" indicates a number or an alphabet.
2. Characteristics of EURO OBD:
Destination: Europe
DTC indication: 5 digits (P####) *Each "#" indicates a number or an alphabet.
3. Main functions of CARB OBD-II and EURO OBD:
• Able to read DTCs
• Able to read the ECU data
4. Differences between CARB OBD-II and EURO OBD:
The CARB OBD-II and EURO OBD are almost identical, except for the difference in the regulations adopted in
North America and Europe.
Some of the items that appear on the display panel or the values at which the engine ECU determines an abnor-
mal condition are affected by this difference.
HINT:
• The methods for operating the hand-held tester for the CARB OBD-II and EURO OBD are the same as for the
OBD/MOBD.
• Because these diagnostic systems comply with regulations, it is unnecessary to select the vehicle model.
• The items that appear on the "FUNCTION MENU" of the CARB OBD-II and EURO OBD are different.
5. Enhanced OBD-II
The Enhanced OBD-II system enables the hand-held tester to read the CARB OBD-II DTCs and data in compli-
ance with the regulations, as well as Toyota's own DTCs and data. In addition, this system enables the hand-
held tester to perform active tests.
(1/1)
Comparison of OBD Functions
The table below shows a comparison of the functions of the various OBD systems.
Type of OBD Reading data Reading DTCs Active test Vehicle select
OBD *1
MOBD
CARB OBD-II
EURO OBD
ENHANCED
OBD II *2
*1: It can only read the signals that are output by the ECU, as it does not establish communication
with the ECU.
*2: It may be necessary to select the vehicle model by selecting "ENH OBD-II HELP" in the "SETUP MENU".
-8-
OBD / MOBD Process for Selecting OBD/MOBD Functions

The procedure for operating the hand-held tester is pro-
vided below, using OBD/MOBD as an example.
The following is the procedure for displaying the data by
selecting the Engine & ECT ECU on the hand-held tester.
Proceed to the”DIAGNOSTIC MENU” as follows:
APPLICATION SELECT / 1: DIAGNOSIS
↓
MAIN MENU/1: OBD/MOBD
↓
VEHICLE SELECT (Model Selection) / Corolla
↓
VEHICLE SELECT (Model Code Selection) / NZE121
↓
VEHICLE SELECT (Vehicle Selected)
↓
OBD/MOBD MENU / 2: Engine and ECT
*Verify Connection*
↓
DIAGNOSTIC MENU
(1/1)
-9-
Diagnostic Menu
Listed below are the data that can be read with the OBD/
MOBD:
1. DATA LIST
Details are explained in the following pages.
2. DTC INFO
DIAGNOSTIC MENU 3. ACTIVE TEST
ENGINE
1: D ATA L I S T
2: DTC INFO 4. SNAPSHOT
3: ACTIVE TEST
4: SNAPSHOT Details are explained in the following pages.
5: SYSTEM CHECK
6: RESET MEMORY 5. SYSTEM CHECK
This function checks individual systems, such as the
8: CHECK MODE
Oxygen sensor system.
6. RESET MEMORY
This function is used for erasing the learning values
stored in the ECU's memory for times, such as after
replacing a component related to the system.
7. MONITOR STATUS (Only OBD-II is displayed.)
This function is used for determining the state of the
emissionrelated systems that are being monitored by
the engine ECU.
8. CHECK MODE
This mode raises the detection sensitivity of diagnosis
so as to detect even momentary abnormalities.
HINT:
When you select the “CHECK MODE”, the following
prompt message will appear on the display panel, if all
DTCs and freeze frame data are stored in the ECU:
“OK to clear?”
If you proceed in the “CHECK MODE” by clicking the
“YES” button, the freeze frame data will be cleared.
Therefore, make sure to check the freeze frame data
before selecting the “CHECK MODE” if the data is not
checked. Details of the freeze frame data will be
explained later.
Although this menu appears as a result of selecting
the engine & ECT ECU, the same menu will appear
even if other ECUs are selected.
(1/1)
- 10 -
Data List
Various pieces of data in the ECU can be displayed and
checked by selecting the items that appear in the
“SELECT DATA” menu.
• ALL
This function displays all the data of the ECU that are
considered necessary for troubleshooting that can be
detected by sensors.
S E L E C T D ATA
Press keys F1 through F4 to change the displays on
the screen.
ALL • USER DATA
U S E R D ATA
E X T E N D D ATA With this function, data items can be selected as many
MISFIRE as you want to check.
AT M
O2 SENSOR Only the data for which the "NO" on the display has
FUEL SYS been changed to "YES" will appear on the display.
C ATA LY T I C
E VA P • EXTEND DATA
This function displays all the data that are transmitted
from the ECU.
• MISFIRE
• ATM
• O2 SENSOR
• FUEL SYS
• CATALYTIC
• O2S HTR
The six data items indicated above enable you to
select and display the data that pertains to the respec-
tive systems.
(1/1)
DTC Info
Select the items shown in the “DTC INFO MENU” to dis-
play and check the DTCs that are stored in the ECU.
DTC INFO MENU

ENGINE
1: CURRENT CODES
2: HISTORY CODES
3: PENDING CODES
4: CLEAR CODES
5: R E PA I R C O N F I R M
- 11 -
1. CURRENT CODES
If the ECU has DTCs stored in its memory, this screen
will show the DTCs.
If the ECU does not have DTCs stored, the following
appears on the display:
"NO DTC CODES"
HINT:
For some models with Diesel EFI, 2-digit DTCs are
DIAG. TROUBLE CODES displayed. Some models with Diesel EFI cannot read
E C U : OBD/MOBD the DTCs by using the hand-held tester.
Number of DTCs: 2
P0100 Mass Air Flow Further, as the DTC display can vary slightly, please
Circuit refer to the Repair Manual.
Malfunction
*P0110 Intake Air

Example:
Temperature
Circuit
DTC22: Water temperature sensor circuit malfunction
Malfunction DTC24 (1): Intake air temp. sensor circuit malfunction
DTC24 (2): Atmospheric temp. sensor circuit malfunction
[Exit] to Continue
(1/2)
Freeze frame data

If the display panel shows a DTC preceded by a "*" mark,
the ECU will store the freeze frame data with the DTC.
The freeze frame data contains various pieces of data
that were stored at the time the ECU detected the mal-
function.
Only the predetermined data items become stored in the
ECU's memory as the freeze frame data.
Freeze frame data can be used to check the conditions
that were present at the time the malfunction occurred on
the vehicle.
(2/2)
- 12 -
2. HISTORY CODES
Select this item to display the DTCs stored in the ECU
in the past.
3. PENDING CODES
If a pending code* has been stored, select this item to
check it.
DTC INFO MENU

ENGINE
1: CURRENT CODES
2: HISTORY CODES
3: PENDING CODES
4: CLEAR CODES
4. CLEAR CODES
This function clears the DTCs from the ECU's mem-
ory.
A prompt message will appear on the display panel,
asking if you wish to continue with the clear.
Press "YES" to clear, or "NO" if you do not wish to
clear.
HINT:
CLEAR DTCs Beware that if you clear the DTCs, you will clear the
T H I S O P E R AT I O N W I L L
freeze frame data at the same time.
CLEAR ALL DTC, This is because the freeze frame data is attached to
FREEZE FRAME, AND the DTCs.
R E A D I N E S S T E S T D ATA .
Therefore, if you have not yet checked the freeze
frame data, press "NO" to cancel the clear.
DO YOU WISH TO
CONTINUE?
PRESS [Yes] OR [No]
(1/1)
- 13 -
5. REPAIR CODES
After a problem has been repaired on the vehicle,
select this item to check if the repair has been com-
pleted. This function is applicable only to certain
DTCs.
*Pending code
When a DTC is detected for 2 driving cycle in row (1 driv-
ing cycle is the period from when the engine starts to
DTC INFO MENU when it stops), it is registered in the ECU as a DTC (2
ENGINE
driving cycle detection logic code). However, if a DTC is
1: CURRENT CODES detected only in the 1st of 2 consecutive cycles, it is regis-
2: HISTORY CODES
3: PENDING CODES tered as a pending code, and then cleared when it is not
4: CLEAR CODES detected in the next cycle.
(1/1)
ACTIVE TEST
The ACTIVE TEST enables you to check the operation of
the actuator systems by forcing the actuators to activate.
Select and perform the item that you wish to active test on
the display.
• In the active test display, the item to be tested appears
at the bottom.
• To activate the actuator, press the right and left arrow
keys.
HINT:
To ensure safety and protect the vehicle, limits are
imposed on active tests.
Therefore, an active test is cancelled before the actu-
ator operates beyond its limits or restricted by time.
(1/1)
- 14 -
REFERENCE
1- (1) Using a Hand-held Tester for Troubleshooting
Input signal Output signal
The following procedures are for using the hand-held
ECU ISCV (actuator) tester to troubleshoot the systems that are controlled by
the ECU.
In this example, the problem is with an idle speed that
A /C
does not increase when the air conditioner switch is
A/C switch
turned ON.
ECU data
A/C switch ON
A/C switch signal ON
YES
HELP
RCV
SEND
EXIT
NO
F1
F4
F7
1
OFF
F2
F5
F8
F0
2
0
ENTER
F3
F6
F9
ON
3
#
1. Checking the data list
Turn ON the A/C switch in the vehicle, and use the
Normal area Abnormal area hand-held tester to check whether a normal air condi-
tioner switch signal (which is "ON" in this case) is
being output.
1- (2) (1) Normal air conditioner switch signal (ON)
Input signal Output signal Perform the active test to identify the problem area on
ECU ISCV (actuator) the output side.
(2) Abnormal air conditioner switch signal (OFF)
A /C
The problem is with the switch or with the input signals
A/C switch
reaching the ECU.
ECU data
A/C switch ON
YES
HELP
NO
F1
1
F2
2
ENTER
F3
3
A/C switch signal OFF
F4 F5 F6
RCV 4 5 6
F7 F8 F9
SEND 7 8 9
F0 ON
EXIT 0 #
OFF
Abnormal area Normal area
(1/2)
2. Active test
2- (1) If the input data is normal, perform the active test to
Output signal Idle up
confirm the operating conditions of the engine.
ECU ISCV (actuator) (1) Idling-up did increase with the active test
It is determined that the ISCV (Idle Speed Control
Valve) is operating normally. Therefore the ISCV
A /C
(which is the actuator) and the wiring harness are nor-
A/C switch mal, it can be determined that the problem is in the
Active test
YES
HELP
NO
F1
1
F2
2
ENTER
F3
3
A/C switch signal ON ECU.
F4 F5 F6
RCV 4 5 6
F7 F8 F9
SEND 7 8 9
(2) Idling-up did not increase with an active test

F0 ON
EXIT 0 #
OFF
Abnormal area Normal area It is determined that the ISCV is not operating. There-
fore, there can be determined a problem with the
ISCV, wiring harness, or the ECU. (To identify the
source of the problem, it is necessary to inspect the
2- (2)
individual components.)
Output signal
As described above, the problem areas can be easily
ECU ISCV (actuator) identified by using the data list and active test func-
tions for troubleshooting the systems that are con-
trolled by the ECU.
A /C
A/C switch
Active test
YES
HELP
NO
F1
F4
1
F2
F5
2
ENTER
F3
F6
3
A/C switch signal ON
RCV 4 5 6
F7 F8 F9
SEND 7 8 9
F0 ON
EXIT 0 #
OFF
Abnormal area
(2/2)
- 15 -
SNAPSHOT
The snapshot function stores the data from the engine
ECU in the hand-held tester.
By storing the data at normal conditions, you will be able
to compare it to abnormal data when such a condition
occurs.
1. MANUAL SNAPSHOT
Press the “ENTER” key to manually take a snapshot
SNAPSHOT MENU of the data.
ENGINE
2. CODES SNAPSHOT
1: MANUAL SNAPSHOT
2: CODES SNAPSHOT A snapshot of the data is taken automatically when a
3: REPLAY SNAPSHOT
4: TRIGGER SNAPSHOT
DTC is detected.
5: U S E R D ATA
3. REPLAY SNAPSHOT
This function replays the snapshot data that has been
stored.
4. TRIGGER SNAPSHOT
This function is for setting up the trigger points.
5. USER DATA
This function is for setting up the display items of the
stored snapshot data.
(1/1)
Customize Outline of CUSTOMIZE

In the "CUSTOMIZE" display, vehicle convenience func-
tions, such as the door lock function that is controlled by
the ECU, can be set up or changed.
Various convenience functions can be set up by entering
the vehicle model information in accordance with the
instructions on the display panel of the hand-held tester.
"Changing the method for unlocking all the doors" is used
as an example in the following procedure for customizing
the functions:
APPLICATION MENU / 2: CUSTOMIZE
FUNCTION SELECT / 02: DOOR LOCK
FUNCTION SELECT / 01: UNLK/KEY TWICE
After proceeding in the sequence indicated above, you
can select the following methods for unlocking all the
doors: "Press switch once to unlock the doors" or "Press
switch twice to unlock the doors".
HINT:
The "APPLICATION MENU" and "FUNCTION
SELECT" will appear on the display for all vehicle
models. However, the subsequent steps to the
"FUNCTION SELECT" will appear only on the vehicle
models that can be customized.
(1/1)
- 16 -
Autoprove Outline of AUTOPROBE

Values such as voltage can be measured by connecting
the autoprobe to the hand-held tester.
The following items can be measured with the autoprobe
function:
1. CALIBRATE
Calibrates the autoprobe function.
AUTOPROBE MENU
1: C A L I B R AT E
2: V O LTA G E
3: FREQUENCY
4: DUTY CYCLE
5: OSCILLOSCOPE
2. VOLTAGE
V O LT M E T E R The hand-held tester can be used as a voltmeter.
Place the autoprobe on the area to be measured in
order to obtain a digital display of the voltage.
12.6
MIN MAX
VDC
0.0V 0.0V
- 17 -
3. FREQUENCY
Checks the frequency.
4. DUTY CYCLE
Checks the duty cycle ratio.
AUTOPROBE MENU
1: C A L I B R AT E
2: V O LTA G E
3: FREQUENCY
4: DUTY CYCLE
5: OSCILLOSCOPE
5. OSCILLOSCOPE
.2ms A:1V 1 . 0 0V a
The hand-held tester can be used as an oscilloscope.
It can display the waveforms of the electric signals.
1. TIME 2. VOLT 3. LVL 4. GND

5. 6. TRIG 7. HOLD 8. MENU
(1/1)
Print Out Outline of Printout

The data that appears on the display panel can be printed
by connecting a printer to the handheld tester.
Pressing the "SEND" key will print all the data even if it
does not appear on a single screen. Press the "# and
AC/DC power supply
SEND" keys to print only the characters or data that
appear on the screen.
YES NO ENTER
HELP F1 F2
1 2
F3
3
RCV F4 F5
4 5
F6
6
SEND F7 F8
7 8
F9
9
EXIT F0 ON
0 #
OFF
RS232 DATA LINK

I/P
Printer
(1/1)
- 18 -
Exercise
Exercise, you can use the reference button to check the pages related to the current question. When you get
a incorrect answer, please return to the text to review the material and find the correct answer. When all
questions have been answered correctly, you can go to the next Chapter.
In this chapter, the Work Sheet is prepared as a part of exercises.
Click on the following underline, and open the Work Sheet.
Then, print it out before using.
Chapter All
Next Chapter All
Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

How to use the Worksheet
In this chapter, the Work Sheet is prepared as a part of exercises.

Click on the Worksheet Download, and the Worksheet opens.
Print it out and fill your name in.
According to the questions, write the actual measuring value, etc.
Hand it to the Instructor after writing in the Worksheet.
- 19 -
Question- 1
The following statements pertain to the 5-digit DTC display of the hand-held tester. Mark each of statements True or
False.
The hand-held tester displays the 5-digit DTCs by directly communi-

1 True False
cating with the ECU.
The hand-held tester displays the 5-digit DTCs by communicating

2 True False
with the ECU via the DLC 3 (Data Link Connector 3).
The hand-held tester reads with the MIL (Malfunction Indicator

3 True False
Lamp) blinking pattern and displays the 5-digit DTCs.
Question- 2
The following statements pertain to the function of the hand-held tester. From the word group, select the words that
correspond to each function.
1. Function to check the data that the ECU monitors. 2. Function to check the DTC that the ECU stores.
3. Function to force the actuator to drive. 4. Function to detect the momentary abnormal value by
raising the DTC sensitivity than normal.
a) Active test b) Snapshot c) Data list d) Autoprobe e) Check mode f) Clear codes
g) Current codes h) Freeze frame data
Answer: 1. 2. 3. 4.
- 20 -
Diagnosis Master Technicain - Hand-held Tester Examination
Examination

-1-
Q-1 The following illustration shows the display of the hand-held tester. Select the following statement that is
True.
A. Displays the 3 DTCs are detected.
B. Displays that the freeze frame data is stored in the DTC P0110.
DIAG. TROUBLE CODES
E C U : OBD/MOBD
Number of DTCs: 2 C. Displays the ECU data.
P0100 Mass Air Flow
Circuit
Malfunction
* P0110 Intake Air

D. Displays the display of the executive active test.
Temperature
Circuit
Malfunction
ENTER = FREEZE FRAME
[Exit] to Continue
Q-2 The following statements pertain to the function of the hand-held tester. Select the statement that is True.
A. The SNAPSHOT function can change the convenient function of the vehicle that the ECU controls.
B. The autoprobe function can measure the voltage or duty ratio.
C. The freeze frame data can store the ECU's data in several minutes.
D. The CUSTOMIZE function can check the ECU data which is stored simultaneously when the DTC is
detected.
Q-3 The following statements pertain to the OBD (On-Board Diagnostic). Select the statement that is False.
A. It is necessary to select the proper OBD before use because the inspection portion varies by the used
area or destination.
B. MOBD can check only the DTC or data of the power train related to the emission system under the regu-
lation of the destination.
C. MOBD can check the data that the DTC or ECU monitors by connecting with the DLC 3 connector.
D. MOBD can check Toyota's own DTC or the data that the ECU monitors.
-2-

Hand-held Tester

1 B Push the "Print" button to print this page.
3 B The print button does not function for Internet Explorer versions below 5.0.
browser (under "File").
Reference:
When instructed by the instructor, go to "File" pull-down menu at the top of the
documents".
Before saving, be sure to select "Web file (*.htm; *.html)" or "Text file (*.txt)"
Chapter
Instruction
Examination
Excercise
Send by
Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
-3-
Diagnosis Master Technician - Electrical Course Troubleshooting for Electrical
Outline Outline
Roof harness Recently, it has become common for the ECU to control the
Instrument functions of various electrical systems and the range of sys-
Body harness
panel harness
tems under that control is also increasing. As a result, riding
Rear harness comfort of the vehicle has been realized.
Junction block
However, this does not mean that ECU control can fully elimi-
nate failures in the electrical system.
This chapter describes the basic idea for troubleshooting of the
electrical system.
Tips for Troubleshooting

・ Troubleshooting for the electrical system
Rear
・ Troubleshooting using the EWD (Electrical Wiring Diagram)
door ・ Knowledge about basic electrical parts
Front harness Fuel harness harness ・ The idea behind troubleshooting electrical circuits
ABS harness ・ Voltage applied to the electrical circuit
Battery cable A/C harness ・ How to troubleshoot basic electrical circuits
Front door harness ・ How to troubleshoot ECU-controlled systems
Control harness
(1/1)
Verifying the Symptom and Diagnostic Questioning Troubleshooting Electrical Systems
What you should keep in mind when inspecting and trouble-

shooting electrical systems is how the current flows when the
This is OK.
system operates and how the voltage changes. It is therefore
What about
the "Hi" button? essential to fully understand the construction and functions of
the electrical system using an EWD and NCF, and to compre-
Sometimes
hend the content and significance of inspections described in
it doesn't blow. the Repair Manual.
1. Confirming malfunction conditions
The electrical system has various additional functions, and
Should be 12V here ... even similar systems may operate in different ways depending
on the model. It is therefore essential to determine whether the
condition is normal or abnormal. This helps to narrow down the
12V cause of a malfunction to a certain extent.
2. Is the power source correctly connected?
The electrical system does not operate unless a power source
is connected. Inspect whether the electrical system is con-
nected to a power source and voltage is properly applied to the
system.
3. Voltage applied when electrical systems operate
Whenever the electrical systems operate, voltage is always applied and current flows. The technician can therefore check the
voltage to determine which area in the system is normal. In particular, knowing what the voltage appearing on the electrical tester
indicates, and making effective use of the EWD allows the technician to efficiently narrow down the areas suspected of malfunction.
4. Whether the parts are damaged or not
If malfunction areas can be estimated, they can then be judged whether they are damaged or not by measuring the resistance of
each area or checking continuity using an electrical tester.
(1/1)
Verifying the Symptom and Diagnostic Questioning Troubleshooting Using EWD
1. Necessity of EWD
Relay Locations
The EWD used in troubleshooting electrical equipment can
provide information about electrical equipment required for
troubleshooting, including circuitry, location and connection
Electrical Wiring Routing
conditions of the electrical equipment.
Connector List
D2 D2 D2
(LHD) (RED) GRAY BLACK
1 2
1 2 3 4 5 6 1 2 3 4 5 6
1 2
D7 D8 D9 D10
BLACK BLACK
System Circuits
1 1
1 2 3 4 5 6
1 2
Parts Number of
Connectors
©2003 TOYOTA MOTOR CORPORATION. All right reserved. (1/2)

-1-
Verifying the Symptom and Diagnostic Questioning Troubleshooting Using EWD
2. Using the EWD

Procedures for troubleshooting with the EWD are as follows.
(1) Look at and understand how the wire harness and connector are positioned.
Confirm the positions and number of connectors referring to “Electrical Wiring
Routing” described in the EWD.
(2) Confirm the terminal arrangement of the connector. Based on the connector
number, confirm the shape of the connector and the pin number referring to the
“Connector List”.
(3) Confirm the connections with other relevant parts. Find the system name
related to the target part from the index of “System Circuit”, and observe the
system circuit.
(4) Find the target part based on the connector number, part name, etc., and con-
firm the connections with other relevant parts.
(5) Remove the parts judged to have a malfunction from the vehicle, and perform a
unit inspection of each part.
(6) Inspect the wire harness for open and short circuits of the wire harness based
on the “System Circuit”.
Hmmm ...
(7) Further, to efficiently perform troubleshooting, confirm the relationship of the
I should look here ...
fuse and the electrical devices connected to the fuse as well as the fuse and the
electrical devices connected to the body ground. Also confirm the position of the
ground points, and the internal circuit of the junction block, etc.
(2/2)
Verifying the Symptom and Diagnostic Questioning Knowledge of Basic Electrical Parts
1. Causes of fuse blowout

Fuses become bad for two reasons:
(1) They wear out due to the current being constantly switched
Open fuse due to heat fatigue Fuse blown by overcurrent on and off, which causes the fusible material to crack (this is
called “heat fatigue”).
Cracked Melted
(2) They blow out (the fusible material melts) due to an over-
current (overload) in the circuit.
HINT:
If the fuse has become bad due to heat fatigue, simply replace
it with a new fuse. If a fuse blows out due to short-circuiting of
the wire harness or electrical parts, the short circuit must be
located and repaired.
(1/4)
2. Knowledge of wire-to-wire
Combination
meter
Clock
Some wire harnesses connecting electrical equipment use a

1 IC1 Buckle SW RH connector called a wire-to-wire, which connects wires to each
occupant other. Using such connectors successfully improves service-
detection
sensor ability for wire harness replacement, and also reduces the
repair cost.
Seat Position
Buckle SW
Sensor
PBEW LBE+ LSP+ LSP-

Occupant
Detection
RBE+ Sensor
Airbag sensor Buckle SW LH

assembly
1 BD1
BE1 BE1 BE1

BE1 BE1 BE1
Wire-to-Wire
Junction connector BO
BP
(2/4)
-2-
3. Knowledge of relays
Relays are generally designed so that the contact points on
the switch side connect when battery voltage is applied to the
coil side.
Normal open type Normal closed type
This type of relay is referred to as a “normal open type”.
On the contrary, there is another type of relay in which the
contact points on the switch side are normally connected but
become disconnected when battery voltage is applied to the
coil side. This type of relay is referred to as a “normal closed
type”.
Signals that input into or output from the ECU are classified
into those affecting control when a switch is on and those
affecting control when a switch is off. The “normal open type”
is used when the control was mainly on, and the “normal
closed type” is used when control was off.
For this reason, it is essential to confirm the type of relay with
the EWD and Repair Manual when performing a unit inspec-
tion.
(3/4)
4. Ground point
Inspection of the ground point tends to be overlooked during
electrical circuit inspection. Poor contact with the ground point
will prevent the current from properly flowing into the electrical
circuit, and will be the cause of the malfunction.
10v
Poor contact
(4/4)
5. Open circuit
An open circuit in the vehicle’s wire harness will rarely occur
in the middle portion, but will likely occur at the connectors.
When inspecting an open circuit, pay particular attention to
Open circuit (poor contact) the connectors of the individual electrical equipment and the
caused by insufficient caulking
junction connectors. Be very careful of the caulked part where
terminals and wires are connected.
(4/4)
-3-
6. Short circuit
The wire harness may cause a short circuit if it is caught in the
body. Since the wire harness is clamped in various locations,
poor clamping, foreign matter or rusting often result in a short
circuit. To prevent this, be sure to inspect the wire harness for
poor clamping or rusting.
HINT:
For typical cases where a malfunction is detected when the
vehicle is vibrated, the malfunction may be due to an open or
short circuit in the wire harness. Reproduce the malfunction by
shaking or vibrating the connector to determine the malfunc-
tion area.
(4/4)
Verifying the Symptom and Diagnostic Questioning The Thinking Behind Troubleshooting for Electrical Circuits
to Ignition SW Basic techniques for troubleshooting electrical circuits include

Example: IG terminal voltage inspection, continuity/resistance inspection and short
[A]-Ignition SW ON circuit inspection.
[B]-Ignition SW and SW1 ON Fuse
[C]-Ignition SW, SW1 and Relay ON
(SW2 OFF) [A] 1. Voltage inspection
(1) Establish conditions in which voltage is present at the
check point.
SW 1 Voltmeter (2) Using a voltmeter, connect the negative (-) lead to a good
[B]
0
ground point or negative (-) battery terminal and positive (+)
lead to the connector or component terminal.
v
This check can be done with a test light instead of a voltmeter.
Relay + -
[C]
HINT:
12v When measuring the value of battery voltage at a certain area
SW 2 Solenoid (e.g., light portion), the value has two meanings.
・ In the normal case, voltage drop generated by a resistor, that
is, bulb.
・ In the case of troubleshooting, battery voltage is applied to
the bulb (there is potential difference between a circuit on the
battery side and that on the body ground side).
(1/3)
2. Continuity/resistance inspection
п 0 (1) Disconnect the battery terminal or wire so there is no volt-
Ohmmeter
п 0 п 0 age between the check points.
Ohmmeter (2) Contact the two leads of an ohmmeter to each of the check
+
ǡ -
+
kǡ
- +
kǡ
- points.
(3) If the circuit has a diode, reverse the two leads and check
again.
When contacting the negative lead to the diode positive side
SW Diode and the positive lead to the negative side, there should be con-
tinuity.
Digital type Analog type
(4) Use a volt/ohmmeter with high impedance (10 k 㱅 /V mini-
mum) for troubleshooting of the electrical circuit.
(2/3)
-4-
Verifying the Symptom and Diagnostic Questioning The Thinking Behind Troubleshooting for Electrical Circuits
to Ignition SW 3. Short circuit inspection

Example: IG terminal (1) Remove the blown fuse and disconnect all loads of the
[A]-Ignition SW ON fuse.
[B]-Ignition SW and SW1 ON Test light Fuse case (2) Connect a test light in place of the fuse.
[C]-Ignition SW, SW1 and Relay ON
(Connect the Relay) and
(3) Establish conditions in which the test light comes on.
Short [A] (4) Disconnect and reconnect the connectors while watching
SW2 OFF (or Disconnect SW2)
the test light. The short lies between the connector where the
SW 1 test light stays lit and the connector where the light goes out.
Short [B] (5) Find the exact location of the short by lightly shaking the
problem wire along the body.
Disconnect
Disconnect
Relay
CAUTION:
Light ・ Do not open the cover or the case of the ECU unless abso-
Short [C]
lutely necessary. (If the IC terminals are touched, the IC may
Disconnect
be destroyed by static electricity.)
・ When replacing the internal mechanism (ECU part) of the
SW 2 Solenoid digital meter, be careful that no part of your body or clothing
comes in contact with the terminal leads from the IC etc. of the
replacement part (spare part). (3/3)
Verifying the Symptom and Diagnostic Questioning Voltage Applied to Electrical Circuits
Generally, it is difficult to find the malfunction area in an

electrical system only by looking at the outside appearance.
Therefore, it is important to know the voltage in the circuit to
0v find the malfunction. In this unit, the troubleshooting method is
Fusible link described, using the lighting system as an example.
A
1. When the switch is OFF

Relay
Fuse Since no current flows in the relay coil, the relay point remains
OFF, and the light does not come on. Here, voltage is applied
Battery B to the fusible link, relay coil, switch and relay point.
12V 12v 12v The voltmeter always indicates 12 V when it is connected to
any part of the red or black line in the circuit diagram.
This is because the battery voltage is applied equally in an
Switch 0v area terminated by open-circuited sites since no electric cur-
Light rent flows. When measuring voltage between points A and B,
the voltmeter indicates 0 V. This is because 12 V have been
applied equally to points A and B, and there is no potential dif-
ference between them.
(1/3)
2. When the switch is ON

When the switch is turned on, the relay points are turned on,
current is allowed to flow into the light, and the light comes on.
12v When current flows into the electrical circuit, potential differ-
Fusible link ence is produced on both ends of the resistor, and voltage is
applied.
In this circuit, the relay coil and light have internal resistance
Relay Fuse and these parts are connected in parallel. Therefore, 12 V are
applied to the relay coil and light.
Battery The wire harness, fusible link, fuse, switch and relay point also
12V 12v have their own resistance, but such resistance is generally
considered to be ignorable so long as poor contact is not evi-
dent or there are no problems with its capacity.
Switch 12v
ON
Light
(2/3)
-5-
Verifying the Symptom and Diagnostic Questioning Voltage Applied to Electrical Circuits
3. Poor contact status

If poor contact occurs in an electrical circuit, current does not
V
easily flow into the area and therefore it functions as a kind of
resistor. This is referred to as contact resistance, in which the
current flows so that voltage can be applied to both ends.
When poor contact occurs at a relay point in the circuit, the
voltage applied to the light, which is connected in series to the
2v relay point, decreases by an amount of voltage equivalent to
the contact resistance of the relay point.
Fusible link
Assuming that the relay point is applied with a voltage of 2
Relay
V, the light will only be applied with a voltage of 10 V, which
Fuse reduces current flow in the light, and darkens the light to a cor-
Poor
Battery contact
responding degree.
12V
Switch 10v
ON Light
(3/3)
Judge and Inspect Malfunctions Troubleshooting Method for Basic Electrical Circuit
Using a basic circuit, the troubleshooting method will be

explained. In this unit, a diagnosis that assumes a malfunc-
tion case where the headlight does not come on even when
the light control switch is turned to the HEAD position, is per-
Fusible link formed.
1. Voltage measurement in each part

Relay
Fuse The results of the voltage measurements are as follows:
a: Power supply voltage: 12 V
Battery 12v
b: Relay coil voltage: 12 V
12V c: Headlight voltage: 12 V
12v
b 2. Diagnosing
Switch 12v This condition of voltage is the same as that in the switch-ON
a Light state described in the unit of “Voltage Applied to Electrical Cir-
cuits”.
c
Inactivation of the headlight in this condition is due to no cur-
rent flowing into the headlight. If current does not flow, despite
the fact that voltage is applied, it means that the circuit opens
in that area. That is, the reason for the headlight not coming
on, is due to an open circuit of the filament in the bulb. Thus,
when troubleshooting the electrical circuit, checking voltage
helps to judge whether it is damaged or not without measuring
each resistance or current in each part.
(1/1)
Judge and Inspect Malfunctions Troubleshooting Method for ECU-Controlled Systems
1. Outline
The majority of the systems responsible for managing compli-
cated functions are controlled by the ECU.
The ECU receives input signals from switches, sensors, etc.
and drives actuator or the like when a particular condition is
satisfied. Therefore, it is the equivalent to a brain in the electri-
cal system controlling input/output signals.
To perform this, a variety of circuits are connected to the ECU
to control the systems, so it is very difficult to troubleshoot.
However, troubleshooting by properly following the order
ECU makes it possible to promptly determine the malfunction area.
Input Output
(1/5)
-6-
Example: Cruise control system Power source circuit 2. Troubleshooting method

from Battery In troubleshooting the ECU-controlled systems malfunction,
or lgnition switch
when all the systems do not operate, possibly the ECU is not
operating at all, and the malfunction in power source circuit is
suspected.
Speed sensor (SP2)
+B, IG On the other hand, when a specific system does not operate,
the input/output signal circuit related to the system can be
Throttle control motor judged to be abnormal.
Stop light switch As seen above, when troubleshooting the ECU-controlled sys-
Engine ECU tems, it is possible to narrow down the malfunction cause by
Cruise control switch knowing which systems are controlled by the ECU, and their
Combination meter symptoms.
Only when no abnormality is found in the circuits which are
Neutral start switch connected to the ECU, should the ECU finally be replaced.
GND
Output
Input signal circuit Power source circuit signal circuit
(2/5)
3. Inspection method for power source system circuit

(1) +B circuit
ECU Battery voltage should be supplied to operate ECUs, so every
ECU has a +B (positive battery) circuit. Since the +B circuit
+B generally retains memory in the ECU, the circuit is directly con-
Ignition nected to the battery and the voltage is always supplied.
switch Therefore, in inspection of the +B circuit, it is judged to be
IG normal if the battery voltage is detected in measurement
between the +B terminal and the body ground with an electri-
cal tester.
GND
Battery (2) IG circuit
Similarly to the +B circuit, there is a circuit to operate the ECU
when the ignition switch is turned to the ON position. During
an IG circuit inspection, if there is battery voltage between the
IG terminal and the body ground when the ignition switch is
turned on, the IG circuit can be judged to be normal.
(3) GND circuit

Besides the power source system, a GND circuit in the ground
system is also necessary to operate the ECU. During a GND
circuit inspection, if there is always continuity between the
GND terminal and body ground, the GND circuit can be judged
to be normal.
(3/5)
4. Inspection method for input/output signal system cir-
cuit
(1 ) ECU (1) Switch circuit
When the wire harness that includes a switch is inspected,
Voltage directly connect the vehicle side wire harness terminal which
leads to the switch to the body ground.
When the switch belonging to the switch circuit to be inspected
is turned on with the ECU connector disconnected, if there is
IC
continuity between the vehicle side wire harness and body
ground, the wiring including the switch can be judged to be
normal.
Switch
(4/5)
-7-
(2) Motor circuit

When the wire harness that includes a motor is inspected,
(2) directly apply battery voltage to the wire harness terminal on
the vehicle side, which is connected to the motor.
ECU The motor, such as a power window motor, turns in the normal
and reverse direction to raise or lower the window glass by
Motor
switching positive (+) and negative (-) terminals that apply bat-
Tr
tery voltage. Therefore, switch the polarity of the terminal to
M
check whether it properly operates not.
IC
(4/5)
REFERENCE
Troubleshooting by Replacement
A/C Switch
Example:
The air conditioning system is abnormal It is inevitable for a unit inspection in the troubleshooting, but
in the case of some electrical equipment that includes sensors,
A/C the equipment may not be inspected in the continuity inspec-
tion or an inspection in which battery voltage is applied.
Water Temperature Sensor In this case, replace it with a normally operating part, and if the
system correctly operates, the replaced part can be judged to
have a malfunction.
However, this is a final troubleshooting method only for the
parts with difficulty in a unit inspection. When a unit inspection
is possible, it is important to exactly determine whether the
malfunction is due to the part or not.
(1/1)
5. Replace the ECU

When any of the individual circuits connected to the ECU are
judged to have no malfunction, yet the malfunction cannot
be eliminated, the electrical equipment that should finally be
Speed sensor (SP2) judged as having a malfunction is the ECU. Basically, an ECU
unit inspection is impossible. Therefore, it is a device which
Throttle control motor should be replaced finally in the process of troubleshooting.
Stop light switch Also, the ECU is less likely to have a malfunction, so the ECU
should only be replaced after reconfirming the proper connec-
Engine ECU tion of its connector and proper grounding of the wire harness.
Cruise control switch
Combination meter
Neutral start switch
(5/5)
-8-
Exercises

Answers Answers
Correct Correct
Answer Answer

-9-
Question-1
Which one of the following statements about the important points for troubleshooting electrical circuits is False?
j 1.
k
l
m
n Confirm the malfunction condition before checking whether the part is good or not.
j 2.
k
l
m
n Confirm whether the power source is correctly connected or not.
j 3.
k
l
m
n Measure the voltage using EWD, etc. when each electrical device operates.
j 4.
k
l
m
n In troubleshooting, perform all the procedures about what the customer said at diagnostic questioning.
Question-2
The following items are related to the Electrical Wiring Diagram for troubleshooting an Electrical System.
For each of the following items (1 to 4), choose the function it performs (a to d).
1. Connector List 2. Ground point
3. Electrical Wiring Routing 4. System Circuit
a) The positions and number of connectors.
b) The shape of the connector and the pin number.
c) The circuit related to the target part.
d) The electrical devices connected to the body ground.
1 2 3 4
Question-3
The following statements are about troubleshooting method when a diagnosis that assumes a malfunction case where
the headlight does not come on.
Fill in the blank spaces (1 to 4) in the following paragraph by choosing the correct word from the list (a to d).
Inactivation of the headlight is due to no current flowing into ( 1 ). If current does not flow, despite the fact that
( 2 ) is applied, it means that ( 3 ) in that area. That is, the reason for the headlight not coming on, is due to
the fact that ( 4 ) of headlight bulb opens. Thus, when troubleshooting the electrical circuit, checking voltage
helps to judge whether it is damaged or not without measuring each resistance or current in each part.
a) the Circuit Opens
b) Voltage
c) Headlight
d) Filament
1 2 3 4
-10-
Diagnosis Master Technician - Electrical Course Discharged Battery
Outline Flow of Troubleshooting
1. Discharged battery
The following are malfunctions and complaints concerning the discharged battery.
・ The battery is discharged.
・ The starter does not turn, preventing the engine from starting.
・ The engine can be started now, even though the battery was previously
discharged.The customer thinks that the battery should be checked.
2. The main cause of malfunction

The following are causes of discharged battery malfunctions.
・ The switches are left turned on (light control switches, etc.).
・ A malfunction problem in the battery or in the charging system.
・ An imbalance between the amount the customer habitually uses and the alterna-
tor generates.
3. Handling method for discharged battery

The following knowledge and skills are necessary for handling the discharged bat-
tery.
・ Understanding of the customer’s habitual usage.
・ Correct technical knowledge regarding discharged batteries.
(1/2)
4. Flow of troubleshooting
Customer problem analysis check
Verify the Handle the discharged battery malfunction by following these
symptom and
diagnostic three steps.
questioning. The battery is charged Engine start Engine start
impossible possible
are left turned on. (1) Verify the symptom and diagnostic questioning
・ Perform diagnostic questioning with the customer and verify
Cranking state inspection the information regarding the vehicle.
・ Understand the customer’s habitual usage of the vehicle.
Diagnostic questioning
(2) Judge and inspect the malfunction symptom
Inspect the battery and the charging system, etc. to judge
Vehicle inspection
Judge and
inspect the
whether the malfunction problem is caused by a problem on
malfunction the vehicle side or is due to the customer’s habitual usage.
symptom.
Judged to be a Judged not to be a malfunction (3) Inspect the charge and discharge balance
malfunction
Offer appropriate advice to the customer by ascertaining the
[Example] true cause of the malfunction based on the charge and dis-
Drives the vehicle only at
Systematic troubleshooting night because works night charge balance inspection, and try to prevent the malfunction
shift.
The charge and discharge from recurring.
Repair balance is bad because of
low-speed driving in traffic
jams. REFERENCE:
Inspect the
charge and Flow of troubleshooting
Ascertain the cause of the malfunction.
discharge Explain to the customer so that they (See “Discharged Battery” of “Electrical” on PDF (2 to 2)
balance. can understand the situation. Attachment
A-1) (2/2)

-1-
Verifying the Symptom and Diagnostic Questioning Points for Troubleshooting
For troubleshooting concerning the discharged battery, it is

1 necessary to keep the following points in mind.
1. The battery degrades even if it has not been used. The

degree of degradation will greatly differ depending on the con-
ditions under which the vehicle has been used.
2. While the engine is running, if the electrical output that the

alternator generates is greater than that consumed, the battery
will be charged.
2 3
3. Conversely, if the electricity expended is greater than the
amount the alternator generates, the battery will also supply
electricity, causing it to become discharged.
HINT:
The amount the battery can charge and the amount it dis-
charges is called the charge and discharge balance. If this bal-
ance significantly worsens, the battery becomes discharged.
Charge and discharge balance is good: Charge and discharge balance is bad:
the battery charges. the battery discharges.
(1/1)
Verifying the Symptom and Diagnostic Questioning Diagnostic Questioning
Concerning the specific diagnostic questioning about the dis-

charged battery, the following conditions should be known.
1. Previous battery maintenance history and maintenance

condition
In addition to questioning the customer, also check the inspec-
tion and maintenance booklet.
・ History of battery change
・ Frequency of refilling the battery fluid
・ History of charging the battery, change in the specific gravity,
etc.
(1/1)
2. How the electrical devices for the charge and discharge

balance have been used
Not only at the time when the battery became discharged, but
also verify the electrical load that the customer uses on a daily
basis.
・ Headlights and fog lamps (the lights are turned off when the
vehicle stops at an intersection, etc.)
・ A/C (AUTO position, ECNO mode, etc.)
・ Whether or not post-installed parts or components are used
and how they are used
・ How other electrical devices are used
(1/1)
-2-
Verifying the Symptom and Diagnostic Questioning Diagnostic Questioning
3. When the customer leaves the vehicle

・ Check whether the switches have remained turned on or not,
when the customer leaves the vehicle. (Check the condition
when the vehicle was brought in.)
・ Check the ignition key condition when the customer leaves
the vehicle.
(1/1)
Judge and Inspect Malfunctions Outline
Verify the symptom and 1. Outline of judgement and inspection of malfunctions

diagnostic qquestioning. To troubleshoot for a discharged battery, it is necessary to
2. judge whether the malfunction symptom is caused by a prob-
Judge and inspect the Vehicle inspection lem on the vehicle side or not by inspecting the related electri-
malfunction symptom. -Inspect battery function
-Inspect connection of circuits cal devices including the charging system while accurately
-Inspect charging function determining whether the battery is good or not.
-Inspect parasitic current
3-(1)
( ) 3-(2)
( ) 2. Vehicle inspection items
・ Inspect battery function: If the battery is degraded, the
Judged not to be a
Judged to be a malfunction
malfunction electromotive force becomes smaller and the voltage drop
[Example] when it is received some load becomes greater, which may
Drives the vehicle cause the starter not to turn correctly.
Systematic troubleshooting only at night
because works
Repair night shift.
The charge and ・Inspect connection of circuits: If looseness or poor contact
Ascertain the cause of the
dis
scharge balance exists in the circuit connection, the current does not flow cor-
is b
bad because of
Inspect the
th charge
h and
malfunction.
Explain to the customer so that
low
w-speed driving in rectly, which could cause the alternator or IC regulator not to
trafffic jams. operate correctly.
discharge balance. they
y can understand the situation.
・ Inspect charging function: If the charging system does
not correctly generate electricity, the battery charge becomes
A insufficient and will be discharged. If the battery is over-
A
charged, the amount of battery fluid decreases and may cause
the amount of battery charge to be insufficient or promote its
degradation.
・ Inspect parasitic current: Even if all the switches are
turned off, current flows into every electrical device. If this
current is large, the battery discharge becomes larger, which
causes a discharged battery.
3. Post inspection consultation

(1) When the symptom is judged as a malfunction: If the
malfunction problem is on the vehicle side based on the result
of the inspection, the problem is judged to be a malfunction.
Therefore, troubleshoot to determine the malfunction cause.
(2) When the symptom is not judged as a malfunction: If

the malfunction problem is not on the vehicle side based on
the result of the inspection, and there is no other cause that
leads to the malfunction symptom, it is necessary to consult
with the customer from a different view point regarding the
malfunction. This is because the malfunction is considered to
be a result of the customer’s habitual usage.
(1/1)
-3-
Judge and Inspect Malfunctions REFERENCE

Battery Life
1. Factors that determine battery life

Battery life changes depending on the using conditions or environment.
(1) Frequency that the battery is charged and discharged
If the battery is frequently charged and discharged, the battery life becomes
shorter and if the battery is not frequently charged and discharged, the battery life
becomes longer.
(2) Difference in load of the vehicle
Heavy loads will need to be supplied with a large amount of electrical power upon
ignition. Therefore, even if the battery performance slightly drops, it can easily
reach the limit of its use.
(3) Difference in temperature
When the temperature decreases, the battery’s amount of electrical power
decreases. During winter, upon engine starting the battery requires a large amount
Gas generation is of power, so the battery can easily become discharged.
insufficient.
2. Judge the life of the battery
The life of the battery can also be determined by the following.
(1) Cloud of the electrolyte, the amount of precipitate
The electrolyte cloud becomes significant or the quantity of precipitate increases.
(2) Change in electrolyte quantity
・ The amount of electrolyte significantly decreases. (An increase in the fluid filling
frequency)
・ The difference in the decreasing rate between each cell is large.
(3) Conditions while charging
・ Fluid temperature abnormally increases while charging.
・ Even when charging has finished, gas generation is abnormally insufficient.
(1/1)
Inspect Battery Function
1. Check the amount of electrolyte fluid

Inspect battery function
Check the amount of fluid in each cell.
Check the amount of electrolyte fluid
OK Low
Check specific gravity Refill
OK Large difference in the Small specific

specific gravity of each gravity (all cells)
cell
Inspect recharging
and charging condition
OK NG
Load test (High-discharge)
OK NG
Judge the battery as degraded and replace it

(1/4)
-4-
Judge and Inspect Malfunctions Inspect Battery Function
・ Criterion
The fluid level should be between the “UPPER” and the
“LOWER” levels.
HINT:
If the fluid level is below the “LOWER” level, refill the battery
fluid.
However, if water is filled, the specific gravity cannot be cor-
EL rectly measured. So, recharge before checking the specific
LEV
ER gravity.
UPP EL
LEV
R
LOWE
(1/4)
2. Check specific gravity

Check the specific gravity in each cell.
Check the amount of electrolyte fluid
OK Low

cell
Inspect recharging
OK NG
OK NG

(2/4)
・ Criteria
(1) The specific gravity should be in the specified range shown
in the Repair Manual.
(2) The difference in the specific gravity of each cell should be
0.04 or less.
HINT:
Float ・ Specific gravity only shows the battery charged (discharged)
Hydrometer
condition. Therefore, with only a specific inspection, the bat-
tery’s degradation cannot be judged.
・ If there is a great difference in the specific gravity of each
cell, the following conditions are presumed.
・ Inside short circuit in the battery
・ The concentration increases due to the fluid shortage
(water
evaporation)
・ The concentration decreases due to water filling
(2/4)
-5-
3. Inspect recharging and charging condition

When the specific gravity is high or low, after recharging the
Check the amount of electrolyte fluid battery, inspect the voltage and specific gravity.
The battery’s degradation can be judged by this method.
OK Low
HINT:
Check specific gravity Refill As preparation for the “load voltage measurement,” recharging
is performed to adjust specific gravity.
cell
Inspect recharging
OK NG
OK NG

(3/4)
・ Criteria
(1) Voltage
・ The voltage at the beginning of charging should be 15 V or
less.
・ The voltage at the end of charging should be 15 V or more.
(If the voltage is abnormal, the possibility of sulfation is high)
(2) Specific gravity

・ After charging, specific gravity should be in the specified
V range shown in the Repair Manual.
・ The difference in the specific gravity of each cell should be
0.04 or less.
CAUTION:
Charge the battery with the normal charge. (The charging cur-
rent should be set at approximately 1/10 of the battery capac-
ity.)
(3/4)
-6-
4. Load test (High-discharge)

After the engine is warmed up, make it impossible to start.
Check the amount of electrolyte fluid Then, measure the battery voltage when the engine is cranked
with the ignition switch in the ST position (the starter is turned)
for 5 seconds.
OK Low

cell
Inspect recharging
OK NG
OK NG

(4/4)
・ Criterion
The standard value is not set, compare the value with the
same models.
HINT:
・ If the battery receives any load, the voltage decreases
even when it is 12 V because current consumption increases.
Therefore, measure the voltage with load and judge the battery
V capacity based on how much it decreases.
・ When the current that is approximately four times as much
as the battery capacity passes into the circuit (example: in
the case of a 50 Ah battery, approximately 200 A), if a battery
tester indicates 9 V or more after a period of 5 seconds, the
voltage can be judged as good.
(4/4)
Judge and Inspect Malfunctions Inspect the Connection in Each Circuit
Inspect the connecting condition in each circuit.

・ Connection in each terminal of the alternator
・ Connection of the battery terminal
・ Fuse
・ Fusible link condition
・ Criterion
(1) There is no looseness or poor contact in any of the connec-
tions.
(2) There is no burning, cutting of the fuses or fusible links.
(1/1)
-7-
Judge and Inspect Malfunctions Inspect Charging Function
Perform the following inspection about charging.

1. Inspect the alternator and V-belt
1.
・ Criterion
(1) The V-belt tension, and deflection should be in the specified
range shown in the Repair Manual.
(2) There are no abnormal sounds from the alternator while the
engine is running.
(1/1)
2. No load test (adjusting voltage inspection)

・ Inspecting condition
2. Inspect with the minimum electrical load (the output is 10 A or
less).
・ Criterion
The generated voltage should be kept constant (adjusting volt-
A V age).
(1/1)
3. Load test (output current inspection)

・ Inspecting condition
3. Use the electrical equipment as much as possible to apply a
large load (apply 30 A or more).
・ Criterion
A V The alternator should output depending on the load.
Headlight HI beam
Heater blower HI
Rear window defogger ON
(1/1)
-8-
Judge and Inspect Malfunctions Inspect Parasitic Current
Inspect parasitic current

Turn all the switches off and measure the discharged current
from the battery.
・ Criterion
The standard value is not set, compare with the same model.
HINT:
A ・ When measuring the parasitic current, connect the tester
without cutting the battery negative (-) terminal circuit.
・ If the battery negative (-) terminal circuit on the vehicle side
is cut, connect the tester between the battery negative (-) ter-
minal on the vehicle side to that on the battery, and leave until
the parasitic current becomes stable and measure the parasitic
current.
(1/1)
REFERENCE
Parasitic Current
1. What is parasitic current?
In general, parasitic current is the current flowing when no electrical devices are
used. For the vehicle, parasitic current is the current that flows when the ignition
switch is off.
In the vehicle, the following current flows as parasitic current to retain the memory
in the system.
・ Stand-by current of the microcomputer, etc. that arranges the preparation and
waits to restart.
・ Current for the diagnostic system memory or radio channel selection information,
H M :00
etc.
・ Current necessary for clock operation, etc.
2. Examples of parasitic current flowing into various equipment
Clock approx. 2.0 mA
ECT ECU approx. 3.0 mA
Airbag sensor assembly approx. 0.1 mA
ABS ECU approx. 2.0 mA
The key left in the ignition key cylinder(With key unlock warning switch) approx. 3.0 mA
3. Malfunction cause in the parasitic current
Usually, parasitic current flows only a few mA to 50 mA, which does not affect the
battery function.
However, the following causes, etc. may result in several hundred mA of parasitic
current, which could result in a discharged battery.
・ The switches are left on or the lights in the luggage room, etc. remain on.
・ The malfunction of equipment or wiring.
・ Power supplying method to the post-installed parts are not correct (always pass
electricity when the ignition switch is off).
・ The customer always inserts the key into the ignition key cylinder. (1/1)
Charge and Discharge Balance Outline of Charge and Discharge Balance
1. Inspect charge and discharge balance

If any malfunction cannot be found on the vehicle side accord-
(A)
ing to the vehicle inspection, the customer’s habitual usage
Engine: at approximately 2,000 rpm may be severe. In this case, inspect the charge and discharge
balance based on the information from the diagnostic ques-
tioning.
Output
current 2. Important point about the charge and discharge balance
The alternator’s output performance has a characteristic which
is shown in the illustration. When the electrical load exceeding
the alternator’s output performance is used, the battery dis-
charge compensates for the alternator’s output current.
If such conditions continue for a long period of time, the battery
will become discharged.
To prevent this, it is necessary to inspect the current, which is
0 2 4 6 8 10 flowing into the electrical device, and the alternator’s output
Alternator speed (x1,000 rpm) performance when the battery is discharged and to judge
whether or not the charge and discharge balance is good, that
is, whether the battery is in a charged or discharged state.
-9- (1/1)
Charge and Discharge Balance Inspection Procedure for Charge and Discharge Balance
1. Inspect current consumption

(1) After the engine is warmed up, keep the speed at approxi-
Current consumption of electrical load = a + b
a
mately 2,000 rpm and wait until the current stops flowing into
the battery.
A XX A
Current "a"
Current "b"
+b HINT:
A XX A ・ An alternator can reach the maximum rating output at around
2,000 rpm.
-b
・ Inspect with the battery fully charged.
XX A
(2) While keeping the engine speed at approximately 2,000

XX A rpm, apply the electrical load that the customer used in the
same order and measure each current consumption and all the
current consumption (a + b in the illustration). Measure the bat-
V XX A tery voltage (c in the illustration) at this time.
Voltage "c"
HINT:
Add up the current load. When the alternator’s generating volt-
age cannot be maintained constant, the current consumption
of the electrical load can be judged as more than the alterna-
tor’s maximum output. (1/3)
2. Inspect the alternator's output
Current "a"
(1) After the engine is warmed up, keep the speed at approxi-
A mately 2,000 rpm and wait until the current stops flowing into
the battery.
A
HINT:
Inspect with the battery fully charged.
(2) While keeping the engine speed at approximately 2,000
rpm, apply the total electrical load that the customer used.
(3) Change the engine speed to obtain the engine speed at the
point where the alternator’s output current (“a” in the illustra-
tion) becomes equal to the total consumption current mea-
sured at “1. Inspect current consumption.”
HINT:
4 5
3 6 This engine speed is the minimum engine speed that can keep
2
1
7 Apply the total electrical the charge and discharge balance against the consumption
8 load that the customer used
0
X1000rpm
current used by the customer’s electrical load. This engine
speed is defined as “N” rpm. (2/3)
3. Judge the charge and discharge balance

(1) Obtain the ratio of the engine speed when the battery is discharged while driv-
ing and the engine speed N as calculated in “2. Alternator output inspection”.
・ Criterion
If the ratio when driving at the engine speed that the alternator’s output current
exceeds the consumption current is more than half, the charge and discharge bal-
Judge the charge and discharge balance ance can be judged as good.
<B : good
A= (2) If the judgement is difficult using the above procedure, correctly measure
A>B : bad
the amount of the battery’s charge and discharge (Ah) using a charger counter
Charge
B (VF-600), etc.
Engine
speed 4. Recurrence prevention
Since the true cause of the discharged battery frequently depends on the customer’
s using conditions, it is important to accurately advise and explain to the customer.
"N" rpm It is necessary to give advice in order to let the customer know how to prevent the
battery from becoming discharged by explaining the result of the charge and dis-
A charge balance (gain his understanding of the situation).
If the technician fails to offer advice, the customer will not understand the true
Discharge
cause of the discharged battery and will continue the same habitual usage.
Time As a result, the possibility of a malfunction recurrence is likely.
(3/3)
-10-
Exercises

Answers Answers
Correct Correct
Answer Answer

-11-
Question-1
The following statements refer to points for troubleshooting the battery. Which statement is true?
j 1.
k
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n A battery does not degrade regardless of whether it has been used or not.
j 2.
k
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n A battery definitely degrades. When the battery is discharged, it should be replaced with a new one.
j 3.
k
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m
n If the amount of electricity consumed is greater than the amount the alternator generates, the battery will
also supply electricity, causing it to become discharged.
j 4.
k
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n When the battery is discharged, there is a high possibility that the starter has a malfunction.
Question-2
"Inspect battery function" is included among the inspection items for the discharged battery. For each of the following
blanks (1 to 6), choose the correct description (a to f) in relation to "Inspection procedure" and "Criterion," respectively.
Inspection procedure Criterion
Check the amount of

electrolyte fluid 1 2
Check specific gravity Check the specific gravity in each cell. 3
Inspect recharging and

charging condition
4 5
Compare the battery voltage with
Load test (High-discharge) 6 that of vehicles the same model,
the voltage should be the equal.
a. The fluid levels in all cells should be between the "UPPER" and "LOWER" levels
b. Specific gravity should be within the specified range shown in the Repair Manual. Also, the difference of specific
gravity in each cell should be 0.04 or less.
c. After the engine is warmed up, make it impossible to start. Then, inspect the battery voltage when the engine is
cranked with the ignition switch in the ST position for 5 seconds.
d. The voltage should be 15 V or less at the beginning of charging, and 15V or more at the end of charging. Also,
the difference of specific gravity in each cell should be 0.04 or less.
e. Check the amount of fluid in each cell.
f. When specific gravity is low, that is, the difference of specific gravity is large, after recharging the battery, inspect
the voltage and specific gravity.
1 2 3 4 5 6
-12-
Question-3
The following statement refers to the description about the charge and discharge balance of the battery. Fill in the
blank spaces (1 to 4) by choosing the correct term from the list (a to d).
When ( 1 ) exceeding the alternator's ( 2 ) is used, the battery ( 3 ) compensates for the alternator's output
current. If such conditions continue for a long period of time, the battery will become discharged.
To prevent this, it is necessary to inspect the current, which is flowing into ( 1 ), and the alternator's ( 2 ) under
the condition where the battery is discharged and to judge whether or not the charge and discharge balance is
good, that is, the battery is in a ( 3 ) or ( 4 ) state.
a) charge (or charged)
b) discharge (or discharged)
c) the electrical load (the electrical device)
d) output performance
1 2 3 4
-13-
Diagnosis Master Technician - Electrical Course Discharged Battery "Attachment A-1"
Customer problem analysis check

Verify the symptom and
diagnostic questioning.
The battery is Engine start Engine start
discharged because impossible possible
the switches are left
turned on. Cranking state inspection
Diagnostic questioning
Vehicle inspection
Judge and inspect the - Inspect battery function
malfunction symptom. Check the amount of electrolyte fluid
OK Low
OK Large difference in Small specific

the specific gravity gravity (all cells)
of each cell
Recharged and charged condition inspection

OK NG
OK NG
- Inspect connection of circuits

- Inspect charging function
- Inspect parasitic current
Judged to be a Judged not to be a

malfunction malfunction
[Example]
Systematic troubleshooting Drives the vehicle only at night
because works night shift.
Repair The charge and discharge
balance is bad because of low-
speed driving in traffic jams.
Inspect the charge and Ascertain the cause of the malfunction.

discharge balance. Explain to the customer so that they
can understand the situation.
Diagnosis Master Technician - Electrical Course Examination

in this course.
screen.
• After all the questions are finished, click the "Write Results"
instructor.
-1-
Q-1 The following statements refer to the battery function inspection. Select the statement
that is False.
j A. As a result of measuring the battery fluid, the amount of fluid is insufficient, so I filled the battery
k
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m
n
fluid and charge the battery.
j B. As a result of measuring the specific gravity in each cell, it is less than specification, so I judged
k
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m
n
that the battery is degraded and replace it.
j C. As a result of confirming the battery voltage when the battery charge is completed, the voltage is
k
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m
n
low, so I judged that it is sulfation and replace the battery.
j D. As a result of measuring the load voltage, it is not different with another vehicle of the same model,
k
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m
n
so I judged that there is no problem in battery capacity.
Q-2 The following statements refer to the specific diagnostic questioning for a discharged
battery. Select the statement that is False.
j A. Check whether the customer leaves the switches turned on when he/she leaves the vehicle.
k
l
m
n
j B. Check whether any loud noises occurred around the battery, when it was discharged.
k
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m
n
j C. In addition to questioning the customer, to check the maintenance condition refer to the inspection
k
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n
and maintenance booklet.
j D. Not only at the time when the battery went discharged, but also verify the electrical load that the
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n
customer used on a daily basis. In addition, check whether the lights are turned off when the vehicle
stops at an intersection, whether the post-installed parts or components are used, etc.
Q-3 The following statements refer to descriptions about the charge and discharge balance
inspection and recurrence prevention. Select the statement that is True.
j A. By inspecting the alternator's output, the maximum engine speed that can maintain the charge and
k
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m
n
discharge balance against the electrical load that the customer uses habitually consumption current
can be determined.
j B. If the ration when driving at the engine speed that the alternator's output current exceeds the
k
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m
n
consumption current is more than half, the charge and discharge balance can be judged as false.
j C. To inspect the current consumption, add up the electrical load. When the alternator's generating
k
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n
voltage cannot be mainlined at a constant level, the current consumption of the electrical load can
be judged as less than the alternator's maximum output.
j D. If the technician fails to offer advice to the customer, the customer will not understand the true
k
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n
cause of the discharged battery and will continue the same habitual usage. As a result, the
possibility of a malfunction recurrence is likely.
-2-
Q-4 The following illustration is an example of an electrical circuit in a lighting system.

Select the correct voltage of "a" and "b," if the relay contact point becomes 2V by
poor relay contact.
j A. "a" = 12V, "b" = 0V

k
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m
n
j B. "a" = 12V, "b" = 10V
k
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m
n
j C. "a" = 12V, "b" = 12V
k
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m
n
j D. "a" = 12V, "b" = 14V
k
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n
Q-5 Which one of the following statements about the troubleshooting method for ECU
controlled electrical systems is True?
j A. When troubleshooting the electrical system, first inspect power supply system to check whether
k
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m
n
the voltage is correctly applied or not.
j B. When all the systems do not operate in an electrical system, the malfunction in either one of the
k
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n
input or output signal is suspected.
j C. When troubleshooting the electrical system controlled by ECU, understand the functions that the
k
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n
ECU controls and determine the malfunction cause according to the symptoms.
j D. Firstly, replace the ECU when the electrical system that is controlled by the ECU does not operate.
k
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n
-3-

Electrical
1 B Using the keyboard, fill in your name, and ID No. on this form.
2 B Push the "Print" button to print this page.

3 D When you receive instruction from your instructor, submit
disc.
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versions below 5.0.
In such cases, please print out the answers using the print
Reference:
menu at the top of the window and select "Save as" to save
the answer sheet in a folder such as "My documents".
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Chapter
Instruction
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-4-
Diagnosis Master Technician - MPX Course Outline of MPX
Outline Description
One characteristic of recent vehicle is the rapid development of

electronic control.
• Various systems
• Precise control
One problem that results is the great increase in harnesses.

To address this, each manufacturer has actively developed
MPX (Multiplex Communication System).
An ECU that controls each linked system makes the establish-

ment of MPX possible.
(1/1)
Outline Advantages
Adopting MPX creates the following advantages.

• It reduces the number of harnesses.
• The information sharing enables reduction of the number of
switches, sensors and actuators.
• As the ECU near the switches and sensors reads signal infor-
mation and transmits the signal to other ECUs, the harness
length can be shortened.
(1/1)
-1-
Outline History
*1: Low-speed unidirectional communication. (Power window master switch to body ECU 1 kbps)
*2: Leading full-fledged TOYOTA Multiplex Communication System. (Four ECU, 5kbps protocol similar to BEAN).
*3: Expanded to 11 ECU to support hand-held tester.
*4: Expanded to 28 ECU and adopted multi-bus body communication system and gateway ECU. (1/1)
What is MPX? Description
1. What is MPX?
A system in which many different ECUs are linked to a single
communication line (bus line) and data (messages) are mutu-
ally transmitted among ECUs through the line.
For adoption of MPX, TOYOTA Motor Corporation developed a
new communication protocol named BEAN (Body Electronics
Area Network).
Note that an individual control unit (ECU) connected to a bus
line is called a “node” in MPX.
2. Node
This originally means “knot” and indicates one logical structure
of the network.
A computer network consists of various terminals and devices.
The “node” numeralizes these components and decides the
structure or role. In the multiplex network, “node” refers mainly
to each ECU.
REFERENCE:
Communication Line
(1/1)
-2-
Reference Communication Line
The terminals of the communication lines used in the MPX are usually expressed
MPX1, MPX2, and so on.
When the transistor is turned on, the bus level becomes High = “1.” This is called
Dominant. While the transistor is turned off, the bus level becomes Low = “0.” This
is called Recessive.
If any one of the nodes linked to the communication line outputs “1,” the bus signal
level will be “1.”
Only when all nodes output “0” will make the bus signal level “0.”
(the node which outputs “1” precedes others.)
HINT:
• Dominant
Bus status is “ dominant” (or “active”). “1” in BEAN
• Recessive
Bus status is “recessive” (or “passive”). “0” in BEAN
The communication line functions during transmission and reception as follows.

1. During transmission
Each node monitors bus status while transmitting data.
(for arbitration and RSP judgement)
2. During reception
Although no node can transmit data during reception, the transmitting part can be
activated only at a timing of receiving RSP.
(ACK or NAK is output)
HINT:
Regarding RSP, ACK, and NAK, explain at “Detail of Message” mentioned later.
(1/1)
What is MPX? Main Characteristics of MPX
1. Daisy chain connection

In BEAN, the communication line is not the conventional bus
form but a ring form.
As a result, reliability against the line break increases.
• Conventional bus
If the line is cut, communication with the ECUs after the cut
fails.
• BEAN’s bus
The daisy chain configuration enables communication to con-
tinue using another route even if the communication line is cut.
HINT:
If the line in the network is cut at more than one point, commu-
nication will be impossible.
(1/1)
-3-
What is MPX? Main Characteristics of MPX
2. Sleep and wake-up

When the user is using the vehicle, MPX is in “wake-up state,” however, the system
judges that the user is off the vehicle, it stops communication of all the nodes
(ECUs) so as to prevent parasitic current. This state is called “Sleep”.
At this time, all the ECUs become energy-saving mode except for “wake-up detect-
ing” function.
“Sleep” and “wake-up” change as follows.

(1) When the system detects the condition in which a user has been away from the
vehicle, all nodes stop communicating. This state is called “Sleep.”
(2) ECUs in the system enter an energy-saving mode, except for a wake-up detect-
ing function.
(3) During sleep, if any of the relevant switches are operated (when user opens the
door or unlock the door with a key, for example), the ECU that detected the opera-
tion will leave the energy-saving mode and restart its communication.
(4) At the initial time of transmission after wake-up, it will send a “wake-up” mes-
sage to the other ECUs to awaken.
HINT:
When the ignition switch is set to ACC or LOCK and all the doors are closed, and
a predetermined time has elapsed after the last switch operation, the ECUs fall
asleep simultaneously. When one ECU awakes from its sleep, this wakes the other
ECUs up.
(1/1)
What is MPX? Type of communication system
The following methods are used to perform communication.

1. BEAN (Body Electronics Area Network)
(1) Baud rate: 10 kbps (bps: bit per second)
(2) This system is used for MPX for vehicle control systems.
2. One-way communication
(1) Baud rate: 1000 bps
(2) Performed for the communication between power window master switch
and body ECU. This is only one-way communication to the predetermined ECU
because of one-way communication system.
3. AVC-LAN (Audio Visual Communication - Local Area Network)
(1) Baud rate: 17 kbps
(2) This system is used for the communication for the audio system, navigation
system, etc.
4. UART (Universal Asynchronous Receiver/Transmitting)
(1) Baud rate: 9600 - 19200 bps
(2) This system is used for the communication between ECUs related to the con-
trol of vehicles: between engine ECU and skid control ECU, engine ECU and HV
(Hybrid Vehicle) ECU, etc.
5. Serial data link
(1) Baud rate: 333 bps
(2) This system is used for the communication between the wireless door lock con-
trol receiver and body ECU, etc.
6. Smart communication
(1) Baud rate: 125 kbps
(2) This system is used for the communication between engine ECU RH and
engine ECU LH (CENTURY), etc.
REFERENCE:
bps: Abbreviation of Bits Per Second (transmission speed)
• Unit of transfer speed.
• The information transfer speed between two terminals is called transfer speed.
• This expresses the number of bits transferring per second. For example, if 100
bits per second are transferred, the data signal speed is 100 bps.
(1/1)
-4-
What is BEAN? Description
1. Outline
BEAN is a multiplex communication protocol that is made for data transmission
among ECUs that control electrical or electronic devices. (Exclusively used for
Toyota products)
2. Protocol
Protocols are the essential rules governing data communication performed between
different type of devices or computers. They determine various conditions, such as
physical and software-like, for communication.
For example, the format of communication data or transmission characters must be
decided in advance between the communication devices.
3. Message structure of BEAN

The BEAN’s message consists of “Start of frame” and “End of frame.” For efficient
communication, “periodic transmission” that is transmitted periodically and “event
transmission” that is transmitted when something happens are prepared.
REFERENCE:
Detail of Message
Periodic Transmission and Event Transmission
(1/1)
Reference Detail of Message
1. Detail of message
Abbreviation Message name Role
SOF Start of frame Start bit
PRI Priority Precedence
ML Message length Total bytes of data (including 2
bytes for ID) are shown in binary.
DST-ID Destination ID • Broadcast communication (to
all nodes): $FE
• Broadcast communication (to
groups): $D1-D3
• Point-to-point communication
(to specified nodes): Each Node ID
MES-ID Message ID Contents of message
DATA Data Variable length (Specified by ML)
CRC Cyclic redundancy For error detection
check
EOM End of message Indicates that message up to
CRC is completed.
RSP Response Sending node: none
Receiving node:
(ACK) when normal
(NAK) when abnormal
HINT:
RSP is output only to receiving
nodes.
EOF End of frame Indicates that all of message is
completed.
2. Reception error (RSP) and retry
If a node on the receiving end detects an error in a message, the error will be
informed to the node on the transmitting end by RSP. Then, the node will transmit
the same message again. (Up to three times including initial transmission)
3. CRC code (error check of transmitted data)
A sequence of data from PRI to DATA is set in binary numbers. When the binary
numbers are divided by a fixed polynomial (X8+X4+X+1), there could be a remain-
der. CRC code is represented by the number of the remainder. If the binary
numbers of the data from PRI to CRC are exactly divisible by the polynomial on
the receiving end (in other words, the remainder is “0”), the data will be judged as
normal.
(1/1)
-5-
Reference Periodic Transmission and Event Transmission
In BEAN, the following three types of transmission timing are available.
1. Periodic transmission:
•Data is transmitted at periodic intervals.
•Periodic transmission timing (duration of interval: t)
2. Event transmission:
•Data is transmitted by switch operation.
•Event transmission timing
3. Combination type (periodic and event transmission)

While the switch is ON, the timer for the periodic transmission is reset.
(1/1)
What is BEAN Main Characteristics of BEAN
1. Adoption of multi-master (CSMA/CD) system

All of the nodes linked to a communication line have equal rights to transmit
(request) their own messages.
HINT:
Compared with this, in the master-slave system, the master computer controls all
the slaves and the slave computers only respond to the request from the master.
(1/2)
-6-
What is BEAN Main Characteristics of BEAN
2. Destination of message
To switch between broadcast communication and point-to-point communication is possible.
•฀Broadcast communication: Transmitting a message to all nodes
•฀Point-to-point communication: Transmitting a message to designated node(s)
3. Adoption of non-destructive arbitration method
When more than one node start requesting, this system determines which one has the highest priority according to the predeter-
mined order (arbitration) and prevents data from being destroyed due to collision.
4. Detecting error at receiving node and sending ERROR information to sending node
When an error is detected and informed (communication is not completed normally), the node on the transmitting end will automati-
cally send the message again.
5. Variable message length
The length of a message can be changed in the MPX circuit.
6. Transmission speed: 10 kbps
REFERENCE:
CSMA/CD Method and Destination of Message
Arbitration
(2/2)
-7-
Reference CSMA/CD Method and Destination of Message
1. CSMA/CD method
(1) Timing of transmission start
Only when the bus is not congested (when no node is transmitting signals), do all of the nodes have and equal chance to transmit
signal messages.
HINT:
• “The bus is not congested” means that a sequence of 7 bits or more of “0” (recessive signal) is identified on a bus line.
As a rule, while a node is transmitting signals, the other nodes cannot start transmission.
• If the occupancy rate becomes extraordinarily high, a lower priority message may be delayed or sometimes may not be transmit-
ted.
(In CSMA/CD method, bus occupancy rate is controlled so that this rate should be 70 % or less in the worst condition.
(2) Bus occupancy rate (Throughput)
This indicates how much a bus line is occupied by message signals.
Transmission timing of each message is assigned by “communication bit assignment” so that this rate should be 70 % or less in the
worst condition. (time of 30 % or more the bus is not occupied)
2. Destination of message
In BEAN, receiving ends can be specified using any of the following three methods:
• Broadcast communication: Transmitting a message to all nodes
• Point-to-point communication: Transmitting a message to designated node(s)
• Area (1-3) broadcast communication: Transmitting a message to a designated group of nodes
(nodes are divided into groups according to their function.)
HINT:
Once a node identifies that the DST-ID is not for itself, it will not proceed with any reception (to decrease traffic on a bus line).
(1/1)
Reference Arbitration
An example of three nodes simultaneously starting to transmit messages:

• Node 1 starts outputting “1”“110010...”
HINT:
If a node continuously outputs “1” from the start, the highest priority will be ensured.
1. All of the nodes shall output ”1” as SOF (start bit).
2. Node 3 that output “0” at this point monitors the bus and notices “1” is being
output. Therefore, it determines itself recessive and stops transmission.
3. Node 2 that output “0” at this point monitors the bus and notices “1” is being
output. Therefore, it determines itself recessive and stops transmission.
HINT:
• The right to send its request first is given to Node 1.
• The arbitration function assigns priority to each message. Nodes rejected by the
arbitration withdraw their messages and at the next time when the bus is not con-
gested, they will attempt to transmit them again. Note that this arbitration functions
only when many nodes start transmitting their message at the same time.
Therefore, if a node has already started transmitting its signal message, the other
nodes cannot interrupt it. The basic concept is “First come, first served.” If many
nodes are in standby status, at the point that the predominant message has fin-
ished and the bus becomes empty, SOF (a start bit) will be output by all of nodes.
Some nodes may be slightly delayed; however, short delay is acceptable.
(1/1)
-8-
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-9-
Question-1
The following statements refer to the advantages of adopting a multiplex communication system. Select
the statement that is True.
n 1.
j
k
l
m Various systems can share the switches and sensors, enabling reduction of the number of wire
harnesses.
n 2.
j
k
l
m Though various systems can share the switches and sensors, the number of wire harnesses increases.
n 3.
j
k
l
m The reliability of increasingly complex systems becomes greater.
n 4.
j
k
l
m The multiplex communication system enables quick troubleshooting of the increasingly complex
electrical components.
Question-2
Which of the following statements about the "sleep" and "wake-up" state of the multiplex communication system
is True.
j 1. When the ignition switch is set to the ACC or LOCK position, the ECUs enter the "sleep" mode to save
k
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m
n
power consumption.
n 2.
j
k
l
m When the system judges that user have left the vehicle, the ECUs enter the "sleep" mode to save power
consumption.
j 3.
k
l
m
n When the user opens the door, only the relevant ECUs leave the "sleep" mode and enter the "wake-up"
mode.
n 4.
j
k
l
m When the engine stops, ECUs enter the "sleep" mode to save power consumption.
Question-3
Which of the following statements about the BEAN (Body Electronics Area Network) is True.
n 1.
j
k
l
m The BEAN is used to control the audio system.
n 2.
j
k
l
m The BEAN adopts the one way communication system.
n 3.
j
k
l
m The BEAN is used for communication between the engine ECU and the skid control ECU or HV
(Hybrid Vehicle) ECU.
n 4.
j
k
l
m The BEAN is a multiplex communication protocol that is made for data transmission among ECUs that
control electrical or electronic devices.
-10-
Diagnosis Master Technician - MPX Course Function of MPX
Function of MPX (LS430...UCF30 Series) Outline
1. Description
Depending on the models, the structure of MPX is largely dif-
ferent. In this training material, LS430 (UCF30 series) is used
to explain the function of MPX
(1/5)
2. Multi-bus communication
Corresponding to the enlarged control area and increased
control data due to the diversification and higher performance
of the communication system, a MPX has been adopted that
comprises three buses (for the instrument panel, the door and
the column systems).
(2/5)
3. Gateway ECU
The gateway ECU, which performs central control over four
communication networks (including three for the body (BEAN)
and one for the audio/visual system (AVC-LAN)), has been
adopted.
(3/5)
-1-
Function of MPX (LS430...UCF30 Series) Outline
4. Network composition
Each network consists of computers (ECU: Electronic Control
Unit) that deal with common and important data required for
basic control of each section.
Therefore, even if a local error occurs on the line, it will not
affect the whole system of the vehicle.
(4/5)
5. Back-up bus
The protect the lighting system (turn signal lights, taillights,
stop lights, and rear fog lights) in case the communication is
disrupted due to a malfunction in the steering column bus,
a back-up bus is provided between the combination switch,
driver side J/B ECU, and luggage room J/B ECU.
6. Fail-safe line
Fail-safe lines are provided between the combination switch
and front light ECU, between the combination switch and pas-
senger side J/B ECU in order to ensure the low-beam head-
light and wiper HI operation.
(5/5)
Function of MPX (LS430...UCF30 Series) Door System Bus
1. Outline
Each ECU connected to the bus for door system (MPX line)
transmits and receives control data mainly concerning the
power window control system, the power seat control system,
the door lock control system, the theft deterrent system, etc.
*1: Without smart key system

*2: With smart key system
*3: With automatic (raindrop sensing) wiper system
*4: With moon roof system
*5: With power seat system
*6: With rear power seat system
(1/3)
-2-
Function of MPX (LS430...UCF30 Series) Door System Bus
2. ECUs comprising door bus
ECUs • Function and system control

Theft Deterrent ECU • Door lock system
• Theft deterrent system
• Smart key system
• Wireless door lock control system
• Double locking system
Steering lock ECU • Steering lock system
• Engine immobiliser system (w/ Smart key system)
Transponder key ECU • Engine immobiliser system (w/o Smart key system)
Driver/Passenger/Rear right/Rear left door ECU • Power window control system
• Remote control mirror system
• Retract mirror system
• Door closer system
• Automatic glare-resistant EC mirror system
• Mirror heater system
• Power shoulder belt anchorage system
Power seat control ECU (Seat position ECU) • Driver’s power seat system
• Driving position memory system
Rear seat ECU • Rear passenger power seat system
• Vibration seat system
Rain sensor • Automatic wiper system (Auto position)
Sliding roof control ECU • Sliding roof system
Rear seat control switch • Rear passenger’s power seat system
• Seat heater system (Rear)
(2/3)
3. Layout of ECUs
(3/3)
-3-
Function of MPX (LS430...UCF30 Series) Column System Bus
1. Outline
Each ECU connected to the bus for column system (MPX line)
transmits and receives data mainly concerning the lighting
system, the luggage compartment door, etc.
Also, they supply data about various switches to other net-
works via the gateway ECU.
In preparation for an error of multi-bus for column system, a
back-up line for the lighting system control (one-way commu-
nication line) is connected from the combination switch ECU to
driver side J/B ECU to luggage room J/B ECU.
*1: With LEXUS park assist system

*2: With LEXUS link system
(1/3)
2. ECUs comprising column bus

Driver side J/B control ECU • Front light system (Headlight, Front fog light, Front turn signal light etc.)
• Automatic light control system
• Light auto turn off system
• Illumination system (switch illuminations, combination meter illumination)
• Driver side buckle illumination
• Illuminated entry system
• Rheostat light control system
• Daytime running light system
• Power shoulder belt anchorage system
Luggage room J/B control ECU • Rear seat buckle illumination
• Luggage compartment light
• Luggage door opener system
• Luggage door closer system
• Fuel lid opener system
• Rear combination light system
Front light ECU • Front light system (Headlight, Front fog light, Front turn signal light etc.)
Clearance sonar ECU • LEXUS park assist system
Combination switch • Combination switch signal (Lighting system, Wiper and washer system)
Steering pad switch • Steering pad switch signal
Tilt and telescopic steering ECU • Tilt and telescopic steering system
Mayday ECU • Cellular mobile telephone
• LEXUS link system
(2/3)
-4-
Function of MPX (LS430...UCF30 Series) Column System Bus
3. Layout of ECUs
(3/3)
Function of MPX (LS430...UCF30 Series) Instrument Panel System Bus
1. Outline
Each ECU connected to the bus for instrument panel system
(MPX line) transmits and receives control data mainly concern-
ing the heater and air conditioning system, meter and gauge
system, etc.
Also, they supply data concerning the engine ECU, center
airbag sensor assembly, etc., to other networks via the gate-
way ECU.
(1/3)
-5-
Function of MPX (LS430...UCF30 Series) Instrument Panel System Bus
2. ECUs comprising instrument panel bus

Combination meter • Combination meter system (Gauge, Indicator, Warning)
• Fuel gauge system
• Buzzer (Key remainder warning, Seat belt warning, Light-on warning,
Moon roof open warning)
A/C ECU • Air conditioning system
• Clock
Airbag sensor assembly • SRS airbag control system
• Seat belt pretentioner
• Front passenger seat belt warning system
Engine and ECT ECU • Engine control system (Engine revolution signal, Shift position signal)
Skid control ECU • ABS system
• VSC system
• Brake assist system
• Traction control system
• Electric brake force distribution system
• Progressive power steering system
Center cluster panel • Center integration control system
• Air conditioning system
Passenger side J/B control ECU • Illumination and interior light system (Vanity light, interior light, front
personal light, step light, ignition key illumination, Door courtesy light)
• Passenger side buckle illumination
• Illuminated entry system
• Wiper and washer system
• Electrical tension reducer system
(2/3)
3. Layout of ECUs
(3/3)
-6-
Function of MPX (LS430...UCF30 Series) Gateway ECU
Principle of gateway ECU

The gateway ECU centrally controls the whole communication
system by transferring or relaying data among each of 3 multi-
bus body communication systems.
Three multi-bus body communication system, audio/visual
communication system, and M-OBD (Multiplex on-board diag-
nostic) system are adopted in the gateway ECU.
Information about the vehicle’s specifications and equipment
are stored in the non-volatile memory IC built in the gateway
ECU and these data are transmitted to each ECU through a
multi-bus.
REFERENCE:
1. Data transfer
2. Data relay
3. M-OBD system
4. Non-volatile IC memory
(1/1)
Reference Data Transfer Function, Data Relay Function and M-OBD System
1. Data transfer in multi-bus communication system

The gateway ECU has three communication circuits for BEAN so that it can transmit and receive the relevant data to/from the three
networks individually.
The CPU in the gateway ECU reads out a destination code (DST-ID) from the data received by these communication circuits,
selects the data required to be sent to another network system and executes appropriate data transfer (routing).
Therefore, by dealing with only the require control data, as it can be shared, the bus occupancy rate is lowered to stabilize commu-
nication quality.
2. Data relay between BEAN and AVC-LAN

The gateway ECU has another communication circuit for AVC-LAN which has a communication method that is different from BEAN,
in addition to the three communication circuits for BEAN.
When the CPU in the gateway ECU receives the data to be sent to AVC-LAN, it will convert them into compatible data followed by
the protocol for AVC-LAN and execute the transmission. (Gateway function)
Similarly, some of the received data in the communication circuit for AVC-LAN will be relayed to the BEAN side, if necessary.
3. M-OBD system
By connecting and operating a hand-held tester as a diagnostic tool to a vehicle (DLC3: data link connector No.3), this system can
access each ECU via the MPX.
Therefore, this system can output a diagnosis trouble code indicating the ECU which stops communication, and the communication
line error (+B short/GND short/AVC-LAN is impossible to communicate) as a diagnosis function of MPX.
In addition, this system performs diagnosis concerning data, active test, customizing, etc., the operation check, and configuration
change or adjustment of control specification. (For details of the M-OBD system, refer to the Repair Manual.)
4. Non-volatile IC memory
A storage device which can keep restoring the data without a power supply.
(1/1)
-7-
MPX of Other Models System Diagram
This illustration is taken from models released in 2002.
(1/1)
-8-
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-9-
Question-1
The multiplex communication system in LEXUS LS430 (UCF30 series) has the fail-safe line. Which of the
following statements about the fail-safe line function is True.
n 1.
j
k
l
m The fail-safe line is a function that enables the multiplex communication system operation, even when
there is an open or a short circuit in the multiplex communication circuit, using other multiplex
communication circuit.
n 2.
j
k
l
m The fail-safe line is a function to ensure the low-beam headlight and wiper HI operation, even when the
multiplex communication circuit is faulty.
n 3.
j
k
l
m The fail-safe line is a function to stop the vehicle and its engine automatically when the multiplex
communication circuit is faulty.
j 4.
k
l
m
n The fail-safe line is a function that initializes all ECUs related to the multiplex communication system,
when the multiplex communication circuit fault is detected.
Question-2
Which of the following statements about the bus line (communication line) in the multiplex communication
system is False.
n 1.
j
k
l
m The MPX system has a back-up bus to operate the important functions when a malfunction occurs in
the regular bus line.
j 2.
k
l
m
n The MPX system has the fail-safe line to operate the important functions when a malfunction occurs in
the regular bus line.
j 3.
k
l
m
n The MPX system always has the two bus-lines to enable normal operation of the functions when a
malfunction occurs in a bus line.
j 4.
k
l
m
n In the MPX system that has more than one bus lines, the gateway ECU relays the data.
-10-
Diagnosis Master Technician - MPX Course Diagnosis Function
Diagnosis Function Description
The electric equipment of models with MPX have two separate

main systems.
• The system controlled by MPX.
• The system controlled by direct connection.
For this reason, to search for a malfunction in the system

controlled by MPX, it is important to understand the following
points:
• What is the input information (switch and sensor) of each
ECU? To which ECU is the information transferred?
• Based on the received information, under which conditions
should the actuator be operated?
HINT:
It is necessary to refer to Repair Manuals, etc., to understand
the different points in each model, and to specify what type of
system the vehicle with the malfunction has.
(1/1)
Diagnosis Function How to Perform Diagnosis
1. Check weather or not the DTC (Diagnosis Trouble Code) is output.
Check whether or not the DTC at body/gateway ECU is output with a hand-held
tester.
Yes
See “DTC is output.”
No (The MPX line is normal)

See “DTC is not output.”
2. Daisy chain connection

• As the communication line is in a daisy chain configuration, even if one point on
the line is cut off, communication can be rerouted with no malfunction, and the diag-
nosis trouble code will indicate “NORMAL”.
• However, if two points are cut off, a communication error occurs and the diagnosis
trouble code “ECU is not connected” is input.
(1/2)
(2/2)
-1-
Diagnosis Function DTC is Output
1. Communication trouble can be separated into 2 main types: disconnection

and short-circuit.
HINT:
• Disconnection:
Only a part of the line cannot be used for communication; some parts can be com-
municated.
• Short-circuit:
Due to the stop of all communications, all functions related to the communication
also stop.
(1) Cause-disconnection
• Line break of wire harness (one or more line break in daisy chain)
• Disconnection of connector, down time of ECU (breakage of ECU power supply or
ground, trouble inside ECU)
(2) Cause-short-circuit
• Short circuit in wire harness or communication line inside of ECU
2. When communication error occurs, perform the diagnosis at engine ECU

By checking diagnosis at engine ECU, it is possible to determine whether the mal-
function is a communication error between the hand-held tester and body/gateway
ECU or only in the body/gateway ECU itself.
(1) Communication error
Communication problem between hand-held tester and body/gateway ECU
• Check body/gateway ECU power supply and the ground
• Check the wire harness between DLC3 and body/gateway ECU, and check the
ground of DLC3
(2) When P1645 is output, the malfunction is in MPX.
Trouble inside body ECU (when power supply and the ground is normal)
(1/1)
-2-
Diagnosis Function DTC is Not Output
Check diagnosis in each system.
HINT:
Perform the trouble diagnosis while referring to the Repair Manual and EWD,
because the diagnosis is different depending on the models.
In addition, the typical method is shown as follows.
1. Check switch or sensor

Perform DATA LIST with a hand-held tester.
(1) Single malfunction on a switch or sensor
(2) Malfunction on ECU input circuit
2. Check actuator
Perform ACTIVE TEST with a hand-held tester.
(1) Single malfunction on an actuator
(2) Malfunction on ECU input circuit
3. Check wire harness

Referring to the Repair Manual and EWD, check the wire harnesses between ECU
and switch, sensor or actuator.
(1) Disconnection of a connector in electrical equipment.
(2) Single malfunction in electrical equipment.
(3) Malfunction of wire harness.
(1/1)
-3-
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-4-
Question-1
Which of the following statements about the procedure for the MPX system troubleshooting is False.
n 1.
j
k
l
m Connecting a hand-held tester to the DLC3, display the DATA LIST and check the functions of the
sensors and switches.
n 2.
j
k
l
m Connecting a hand-held tester to the DLC3, output the DTC and check if the MPX communication line
is normal.
j 3.
k
l
m
n It is important to understand how the vehicle multiplex communication is linked each other.
j 4.
k
l
m
n If a malfunction occurs in the system related to the MPX, replace the body ECU and the gateway ECU
in the beginning.
-5-
Diagnosis Master Technician - MPX Course Examination

in this book.
screen.
instructor.
-1-
Q-1 Which of the following statements about the bus (communication line) in the multiplex
communication system is True?
j A. All ECUs can be united into one unit.

k
l
m
n
j B. Several ECUs are connected to one bus, enabling sharing various signals (information).
k
l
m
n
j C. Each ECU has its own bus allowing signals (information) to be shared among the buses.
k
l
m
n
j D. Uses is referred to as the "gateway ECU".
k
l
m
n
Q-2 The following statements refer to the daisy chain connection in the multiplex
communication system. Select the statement that is True.
j A. Because the daisy chain connection is adopted for the bus line, the bus line continues normal
k
l
m
n
operation even if the line shorts to the body ground.
j B.
k
l
m
n Because the daisy chain connection is adopted for the bus line, the bus line continues normal
operation even if the line shorts to the positive (+) power source side.
j C. Because the daisy chain connection is adopted for the bus line, the bus line continues normal
k
l
m
n
operation even if the line has a cut.
n
j
k
l
m D. All of the ECUs are connected in daisy chain connection.
Q-3 Which of the following statements about the BEAN characteristics is False?
j A. All the ECUs have equal rights to transmit their own data.
k
l
m
n
j B. All the ECUs always transmit data to the preditermined ECU.
k
l
m
n
j C. If the two ECUs transmit data at the same time, the data that have higher priority is transmitted.
k
l
m
n
j D. The length of a message (data) can freely be changed.
k
l
m
n
Q-4 Which of the following statements about the gateway ECU function is False?
j A. When performing diagnosis function, the gateway ECU is connected to the DLC3 and outputs all the
k
l
m
n
DTCs regarding the vehicle.
j B. In many cases, the gateway ECU has the non-volatile memory IC inside, storing information about
k
l
m
n
the vehicle's specifications and equipment.
j C. The gateway ECU converts the data between the BEAN (MPX system) and other protocols
k
l
m
n
(networks such as AVC-LAN, etc.)
n D. The gateway ECU relays the data in more than one buses.
j
k
l
m
-2-
Q-5 Choose the MPX communication line from A to D in the figure below.
j A.
k
l
m
n
j B.
k
l
m
n
j C.
k
l
m
n
j D.
k
l
m
n
-3-

MPX

1 B Using the keyboard, fill in your name, and ID No. on this form.

3 B When you receive instruction from your instructor, submit
4 A the saved file to the instructor using FAX, e-mail or a floppy
disc.
5 D The print button does not function for Internet Explorer
versions below 5.0.
In such cases, please print out the answers using the print
Reference:
menu at the top of the window and select "Save as" to save
the answer sheet in a folder such as "My documents".
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instructed.
Chapter
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-4-
Diagnosis Master Technician - MPX Course CAN (Controller Area Network)
CAN (Controller Area Network) Description

In addition to the use of the BEAN (Body
CAN system diagram (RX330)
Electronic Area Network) and AVC-LAN
(Audio Visual Communication-Local
Area Network), from 2003 the MPX sys-
tem will employ the use of the CAN
(Controller Area Network) to control the
CAN J/C chassis electrical control system.
Skid control ECU
No.2
CAN J/C
Steering sensor No.1
Yaw rate &

deceleration sensor DLC3
(1/1)
Layout of CAN Components

Layout of CAN components (RX330)
In the RX330, the CAN consists of the
Steering sensor CAN J/C No.1
following parts, which locations are
shown in the illustration.
• CAN J/C (Junction Connector) No.1
• CAN J/C No.2
• Skid control ECU
• Steering sensor
• Yaw rate and deceleration sensor
DLC3
Yaw rate &
• DLC3
deceleration sensor
Skid control ECU CAN J/C No.2
(1/1)

-1-
Features of CAN
Electrical wiring diagram (RX330) 1. General
• The CAN comprises 2 junction con-
CAN-L nectors forming the main bus line
SIL CAN-H
and the sub bus lines connecting
each ECU and sensors. The main
bus line has a resister at the end to
DLC3 provide stability for the circuit.
• The CAN in the RX330 is equipped
Skid control
among the skid control ECU, steering
ECU sensor, yaw rate and deceleration
120
sensor and DLC3.
• The CAN uses a twisted-pair wire as
Steering
sensor
the communication line, so the bus
Junction connector No.2
line has a + (high) line and a - (low)
line.
Yaw rate & • A DTC for a CAN communication
deceleration sensor
120 :CAN main bus line (High) error is output to the hand-held tester
:CAN sub bus line (High) from the DLC3 via the serial commu-
:CAN main bus line (Low) nication line for diagnosis of skid
Junction connector No.1 :CAN sub bus line (Low) control ECU. The DLC3 is equipped
:Serial communication line with CAN-H and CAN-L terminals for
CAN diagnosis.
(1/5)
2. Communication wire
Communication wire
An AV (Automobile Vinyl) single wire
Single wire voltage drive
is used for BEAN communication,
and a twisted-pair wire is used for
CAN and AVC- LAN communication.
AV single wire
(1) AV single wire
ECU ECU This is a lightweight single communi-
AV single wire cation wire that consists of a single
core line surrounded by insulation.
Voltage is applied to this line in order
to drive communication, and this sys-
tem is called a "Single wire voltage
drive".
Differential voltage drive
(2) Twisted-pair wire
Twisted-pair wire
In this communication wire, a pair of
(For AVC-LAN)
lines are twisted together and cov-
ered with insulation. Communication
+ +
ECU ECU
is driven by applying positive (+) and
- - negative (-) voltage to two lines in
(For CAN) Twisted-pair wire
order to send a single signal.
This system, which is called a "Differ-
ential voltage drive", can reduce a
noise.
(2/5)
-2-
3. Differences of CAN, BEAN and

AVC-LAN
Differences of CAN, BEAN and AVC-LAN

• The protocols (rules) differ between
the CAN, BEAN and AVC- LAN.
Chassis electrical
If ECUs use different types of data
Control Body electrical system control such as communication speed, com-
system control
munication wire, and signals, they
CAN BEAN AVC-LAN will be unable to understand each
Protocol (TOYOTA original) (TOYOTA original)
(ISO standard) other. Therefore, protocols must be
established among them.
500 k bps
Communication speed
(Max. 1 M bps)
Max.10 k bps Max.17.8 k bps • The CAN communication speed is
much faster than BEAN and AVC-
Communication wire Twisted-pair wire AV signal wire Twisted-pair wire LAN. When the chassis control sys-
tem uses BEAN and AVC- LAN with
a slower communication speed than
Drive type Differential voltage Single wire voltage Differential voltage
drive drive drive CAN, this could mean that system
control is delayed.
Data length 1-8 Byte (Variable) 1-11 Byte (Variable) 0-32 Byte (Variable)
For this reason, the chassis control
system uses the CAN, which has a
fast communication speed and can
send and receive a large quantity of
data at one time.
(3/5)
4. Diagnosis
Diagnostic trouble codes (RX330)
If the CAN has communication inter-
DTC combination chart
ruption at the ECU or sensors, multi-
DTC Detection item ple DTCs (Diagnostic Trouble
U0121 Codes) are output simultaneously to
U0123 indicate the malfunction location.
U0124 Skid control ECU communication interruption DTCs are output to the hand-held
U0126 tester from the DLC3 via the serial
Simultaneous output
communication line for diagnosis of
U0126 Steering sensor communication interruption the skid control ECU.
U0123
U0124 Yaw rate & deceleration sensor communication interruption
Simultaneous output
DTC chart output from skid control ECU

DTC Detection item
U0121 CAN communication function fault
Communication interruption between skid control ECU - yaw rate &
U0123
deceleration sensor (no yaw rate signal)
Communication interruption between skid control ECU - yaw rate &

U0124
deceleration sensor (no deceleration sensor signal)
Communication interruption between skid control ECU - steering

U0126
sensor
(4/5)
-3-
• The DLC3 is equipped with CAN-H

CAN-H, CAN-L terminals
and CAN-L terminals for the CAN
diagnosis.
CAN-H - CAN-L Inspection It is possible to determine if there is
Resistance
Bus line condition CG CAN-H SIL an open or short on the main bus line
value
by measuring the resistance value
Normal
Sub bus line open
between terminals. It is possible to
54 67 (Except DLC3 bus line, DTC output) determine if there is a short between
Short between bus line - power supply/ground the bus line-power supply/ground by
(DTC output)
measuring the resistance value
More than Sub bus line open (DLC3 bus line, No DTC) between the CAN-H or CAN-L termi-
67 Main bus line open
CAN-L BAT
nal, and the BAT or CG terminal.
Less than
54
Short between bus lines DLC3 • For details of the CAN diagnosis sys-
tem, refer to the Repair Manual.
Inspection for short between bus line - power supply/ground
Inspection item Resistance value Bus line condition

1k or more No bus line malfunction if no DTC output
CAN-H BAT
Less than 1k Short between bus line - power supply/ground
CAN-L BAT
CAN-H CG
CAN-L CG
(5/5)
CAN-L CAN-H
SIL
DLC3
Skid control
ECU
120
Steering
sensor Junction connector No.2
Yaw rate & :CAN main bus line (High)

deceleration sensor
:CAN sub bus line (High)
120
:CAN main bus line (Low)
:CAN sub bus line (Low)
:Serial communication line
Junction connector No.1
-4-
CAN Wire Harness Repairing

1. Wire harness repair
(1) After repairing the wire harness,
Bypass wire wrap the repaired part with a vinyl
tape.
NOTICE:
The CAN-L wire harness and CAN-H
wire harness must be installed
together all the time.
The difference in the length of the
CAN-L wire harness and CAN-H wire
harness should be within 100 mm
(3.937 in.).
Repair wire
(2) Do not perform the bypass wiring
between the connectors.
NOTICE:
If you perform the bypass wiring, the
characteristic of the twisted wire har-
ness will be lost.
Tester probes
2. Connector handling
(1) When inserting tester probes into a
connector, insert them from the rear
of the connector.
(2) If it is impossible to check resistance
from the back of the connector, use a
repair wire to check it.
See the Repair Manual for details.

(1/1)
-5-
Exercise

Answers Answers
Correct Correct
Answer Answer

-6-
Question- 1
The following statements pertain to the CAN (Controller Area Network), which is used in LEXUS RX330. Select the
1. The CAN has main bus lines and sub bus lines, which are connected to the ECUs and sensors.
2. The main bus line and sub bus line have a resistor to provide a stability.
3. The CAN uses the twisted-pair wire and AV single wire as the communication line.
4. Diagnosis of CAN is performed only by the hand-held tester.
Question- 2
The following statements pertain to the difference between CAN, BEAN and AVC-LAN. Select the statement that is
True.
1. The CAN, BEAN and AVC-LAN control the body electrical system.
2. The CAN and BEAN use the twisted-pair wire and the AVC-LAN uses the AV single wire.
3. The communication speed of CAN is greatly faster than that of BEAN and AVC-LAN.
4. All the communication protocols of MPX are TOYOTA original.
Question- 3
The following statements pertain to the CAN diagnosis system. Select the statement that is False.
1. The DLC3 is equipped with CAN-H and CAN-L terminals for the CAN diagnosis.
2. The CAN DTC can output by the hand-held tester, or make a short between CAN-H and CAN-L termi-
nals.
3. It is possible to determine if there is a short circuit by measuring the resistance between the CAN-H and
CAN-L terminals.
4. Diagnosis of CAN differs by the models.
-7-
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
How to Proceed with Troubleshooting Basic Troubleshooting Procedure for

MPX
Basic troubleshooting procedure for MPX The basics are very important in trouble-
shooting MPX. Listen carefully to the
customer's report and complaint, asking
for as much detail as possible, and trou-
bleshoot in the following sequence:
1. Verifying and reproducing the
ge5 symptoms.
Sta
ge4 2. Determining whether or not it is a

Sta
malfunction.
ge3
Sta 3. Estimating the cause of the mal-
function.
ge2
Sta
4. Inspecting the suspected area and
ge1
discovering the cause.
Sta
5. Recurrence prevention.
The important thing for resolving mal-

functions are to correctly grasp the exist-
ing conditions, and to think logically why
such a malfunction occurs.
(1/1)
General
Troubleshooting procedure flowchart Follow the flow chart on the left to conduct MPX trouble-
shooting.
Vehicle brought to workshop.
1. Diagnostic question
Conduct diagnostic question by 5W1H: what, when,
where, who, why, how. Carefully listen to the cus-
1. Diagnostic question
tomer's report or complaint, which could contain many
helpful hints, and be sure to take notes.
2. Confirmation of symptoms
2. Confirmation of symptoms
When there are symptoms, think about the reasons
behind each of those symptoms, in order to estimate
3. Check MPX communication by hand-held tester. the possible cause of the malfunction.
(1) Check customized data.
(2) Check DTC information.
If there are no symptoms, perform a simulation. Also,
(3) Check ECU data. verify with the customer what the problems match the
customer's report or complaint.
3. Check MPX communication
4. Estimate malfunction area.
Use the hand-held tester to check the following items:
(1) Check the customized data.
5. Identify and fix problem. (2) Check the DTC (Diagnosis Trouble Code) information.
(3) Check the ECU data.
Finish 4. Estimate malfunction area
Estimate the possible cause of the malfunction based
on the above results.
5. Identify and fix problem
Refer to the Repair Manual and the Electrical Wiring
Diagram to troubleshoot, identify the malfunction area,
and perform a repair.
(1/1)

-1-
Check MPX Communication

1. Check customized data
Check customized data
Verify the settings of the functions that have been cus-
tomized by using hand-held tester customize function.
The present settings must be verified because some
functions may have been stopped, or their sensitivity
or time may have been changed.
Refer to the "Effective Uses of the Hand-Held Tester"
for details.
APPLICATION SELECT
1: DIAGNOSIS
2: CUSTOMIZE
3: ECU REPROGRAM
(1/2)
Check customized data Check customized data
ITEM SELECT CUSTOMIZE

WIRELESS D LOCK OPEN DOOR WARN
01: WIRELESS OPER
02: HAZARD ANS BACK 1: OFF
03: UP/WIRELESS 2: ON
04: DOWN/WIRELESS
05: OPEN DOOR WARN
06: AUTO LOCK DELAY
07: TRUNK LID OPER CURRENT >>> ON
08: UNLOCK/2 OPER [ENTER] to Customize
[EXIT] to Quit
-2-
2. Check DTC information

Check DTC information There are two methods for outputting DTCs. This sec-
tion explains mainly the troubleshooting method using
the hand-held tester.
• DTC output by the hand-held tester
OBD/MOBD MENU
1: CODES (ALL) (1) Connect the hand-held tester.
2: ENGINE AND ECT (2) Enter diagnosis mode.
3: AIR SUSPENSION
4: ABS / VSC (3) Enter the OBD/M-OBD menu, then enter the BODY
5: CCS ECU/GATEWAY ECU.
6: AIR CONDITIONER (4) Check the DTC.
7: IMMOBILISER
8: SRS AIRBAG HINT:
9: GATEWAY When the DIAGNOSIS about multiplex communica-
tion system is performed, BODY ECU or GATEWAY
ECU should operate correctly. If not, the multiplex
communication system cannot perform self-diagnosis.
Hand-held tester
DLC3
(2/2)
REFERENCE
Check DTC information DTC Output by Short Wire (SST)
• DTC output by short wire (SST : Part No. 09843-
OPEN DOOR WARNING LIGHT
18040)
(1) Using the SST, make short circuit between terminals
TC and CG of the DLC3.
(2) To read the blinking pattern of OPEN DOOR WARN-
ING LIGHT.
HINT:
DLC3
CG • Refer to the Repair Manual for details on the DTCs.
• The DTCs cannot be read through this method on
some vehicle models. In this case, use the hand-held
tester.
• In the models in which DTC are detected by "OPEN
DOOR WARNING", it is necessary to check that the
TC
warning light works correctly.
SST : Part No. 09843-18040
(1/1)
-3-
Check DTC Information
Example to DTC (Diagnosis Trouble Code)
Faulty communication system can be checked with DTC(s).
The following is the codes that show the communication errors, and they are broadly divided into 2 groups:
One caused by short circuit and the other caused by disconnection.
Examples of DTC:
Communication line DISCONNECTION
Driver door ECU is not con- Cyclical transmission from each Communication impossible with
B1211
nected/communication stops. ECU is interrupted specific ECU.
Engine ECU is not connected/ Cyclical transmission from each Communication impossible with
B1261
communication stops ECU is interrupted. specific ECU.
Communication line SHORT
Communication circuit error1/ communica- Entire system bus communication

B1214 +B short
tion bus malfunction impossible
Communication circuit error2 / communica- GND Entire system bus communication

B1215
tion bus malfunction short impossible
HINT:
Refer to the Repair Manuals for details.
(1/2)
Check weather the DTC is output or not.

Check whether the DTC at Body ECU/Gateway ECU is
DTC is output
output with the hand- held tester.
Body ECU/
Gateway ECU Yes
Communication See "DTC is output."
possible
No (The MPX communication line is normal)
See "DTC is not output."
Second line cut
First line REFERENCE:

Communication cut Communication
possible impossible Daisy chain connection
• As the MPX communication line is in a daisy chain
configuration, even if one point on the communication
line is cut off, communication can be rerouted with no
DTC is not output malfunction, and the DTC will indicate "NORMAL".
Body ECU/
• However, if two points are cut off, a communication
Gateway ECU error occurs and the DTC "ECU is not connected/com-
Communication munication stop" is output.
possible
First line
Communication cut Communication
possible possible
(2/2)
-4-
DTC is Output
Disconnection (Bus line open)
1. Communication trouble can be separated into 2
main types:
Disconnection and short circuit.
Unable to communicate
Disconnection:
(1) Only a part of the communication line cannot be used
for communication; some parts can be communicated.
Cut
(2) Cause disconnection
Communication line break of wire harness (one or
Cut
more communication line break in daisy chain)
Disconnection of connector, down time of the ECU
(breakage of ECU power supply or ground, trouble
inside the ECU)
Short circuit:
Short circuit (Bus line short) (1) Due to the stop of all communications, all functions
Unable to communicate related to the communication also stop.
(2) Cause short circuit
Short circuit in wire harness or communication line
+B short inside of the ECU
GND short
(1/2)
-5-
2. When communication error occurs, perform the

diagnosis at engine ECU
By checking diagnosis at the engine ECU, it is possi-
ble to determine whether the malfunction is a commu-
nication error between the hand-held tester and Body
ECU/Gateway ECU or only in the Body ECU/Gateway
Communication error ECU itself.
with Body ECU or Gateway ECU
(1) Communication error
Communication problem between the hand-held
tester and Body ECU/Gateway ECU
Engine ECU • Check Body ECU/Gateway ECU power supply and
the ground.
• Check the wire harness between the DLC3 and Body
ECU/Gateway ECU, and check the ground of DLC3.
(2) When P1645 is output, a malfunction is in MPX.
DLC3 Bus Trouble inside the Body ECU (when power supply and
the ground is normal)
Body ECU or
Gateway ECU
(2/2)
Communication Line Disconnection

Outline
(1) When a communication error due to communication
line break occurs, DTC "ECU is not connected/com-
Body ECU/ munication stop" is output from the Body ECU/Gate-
Gateway ECU
way ECU.
ECU A (2) If the DTC which indicates "ECU is not connected/
Communication Communication
circuit circuit communication stop" is output, it is possible to identify
which the ECU can not communicate, and to guess
which point is broken.
circuit circuit
ECU C ECU B
Communication
stops
(1/3)
-6-
Estimate malfunction area

Body ECU/ Example
Gateway ECU The illustration in the left determines that
ECU A the DTC of "B ECU is not connected/
circuit circuit communication stop" is output in the
MPX system in which ECU A, ECU B
and ECU C are connected around the
Body ECU/Gateway ECU. Since this
system is Daisy Chain communication, 2
breakages or ECU failure must be esti-
circuit circuit mated.
ECU C ECU B
Communication
stops
Wire harness break between ECU A and ECU B

or ECU B and ECU C Possible to check
Defective ECU B power supply, defective grounding Possible to check
Communication line in ECU A, B and C Possible to check
Inner communication line in ECU B Impossible to check
Failure in ECU B itself Impossible to check
(2/3)
Body ECU/
Gateway ECU
ECU A
circuit circuit
circuit circuit
ECU C ECU B
Communication
stops

-7-
Body ECU/
Gateway ECU
ECU A
circuit circuit
circuit circuit
ECU C ECU B
Communication
stops

Body ECU/
Gateway ECU
ECU A
circuit circuit
circuit circuit
ECU C ECU B
Communication
stops

-8-
Body ECU/
Gateway ECU
ECU A
circuit circuit
circuit circuit
ECU C ECU B
Communication
stops

Body ECU/
Gateway ECU
ECU A
circuit circuit
circuit circuit
ECU C ECU B
Communication
stops

-9-
Troubleshooting procedure
(Communication line disconnection)
Body ECU/
Gateway ECU Check for continuity between Repair or replace
ECU A and B, B and C. NG the defective part.
ECU A
Communication Communication OK
circuit circuit
Check power supply and Repair or replace
grounding to ECU B. NG the defective part.
OK
Check communication line in Replace the defective

ECU A, B and C for continuity. NG ECU.
circuit circuit
ECU C ECU B OK
If all the above checks are OK,

Communication replace ECU B.
stops
(3/3)
Body ECU/
ECU A
circuit circuit
OK

circuit circuit
ECU C ECU B OK

stops
- 10 -
Body ECU/
ECU A
circuit circuit
OK

circuit circuit
ECU C ECU B OK

stops
ECU A
Body ECU/ Communication
Gateway ECU circuit Check for continuity between Repair or replace
Communication OK
circuit
OK

OK
Communication Communication If all the above checks are OK,

circuit circuit replace ECU B.
ECU C ECU B
Communication
stops
- 11 -
Body ECU/
ECU A
circuit circuit
OK

circuit circuit
ECU C ECU B OK

stops
Communication Line Short

(Communication line short) Outline
• When a communication line is short-circuited, the
Body ECU/
Gateway ECU entire bus line shows 12 V for +B short and 0 V for
ECU A
GND short, so it is impossible to find out the specific
Communication Communication short point.
circuit circuit • Therefore, disconnect connectors of each ECU one
by one in the following order to separate each part
from the communication circuit of the Body ECU/Gate-
way ECU and check whether a faulty code is output or
not.
• This is the most effective and easiest way to specify
Communication Communication the defective part.
circuit Short circuit
circuit
ECU C ECU B HINT:
It is not very effective to use the hand-held tester Data
Hand-held tester 1ms A: 5 5.00 Sh
List function and Active Test function when there is a
oscilloscope
function 12V
short in the communication line because of a stoppage of
MPX communication among the ECUs.
0V
Zoom 1x
1.TIME 2. OLT 3.L L 4.GND
5. 6.TRIG 7.HOLD 0.MENU
(1/2)
- 12 -
Troubleshooting procedure for short circuit

Troubleshooting procedure The followings are examples for a short circuit in a daisy
(Communication line short) chain connection.
Body ECU/
Gateway ECU
ECU A ECU B ECU C
1. Disconnect the connector of ECU A and check the

DTC.
- 13 -
2. Disconnect the connector of ECU B and check the

DTC.
3. Connect the connector of ECU A and check the DTC.
- 14 -
4. Disconnect the connector of ECU C and check the

DTC.
5. Connect the connector of ECU B and check the DTC.
- 15 -
6. Check each wire harness for +B / GND short circuit .

HINT:
(Communication line short) It is only necessary to disconnect one connector from
a ECU that is connected to the MPX communication
line when disconnecting a ECU. (It is not necessary to
BODY ECU/
disconnect all the connector from the ECU.)
Gateway ECU
ECU A ECU B ECU C
(2/2)
DTC is Not Output

Hand-held tester If DTC is not output, check the diagnosis in each system.
HINT:
Perform the trouble diagnosis while referring to the
Repair Manual and EWD (Electrical Wiring Diagram),
DATA LIST (Example) ACTIVE TEST(Example)
because the diagnosis is different depending on the
models.
CURRENT DATA MENU TEST DATA MENU
CCS D-DOOR In addition, the typical method is shown as follows.
1: DATA LIST 1: ACTIVE TEST
2: MANUAL SNAPSHOT
3: CODES SNAPSHOT
4: REPLAY SNAPSHOT 1. Check switch or sensor
5: TRIGGER POINT Perform the DATA LIST with the hand-held tester.
6: USER SELECT
(1) Single malfunction on a switch or sensor
(2) Malfunction on the ECU input circuit
2. Check actuator
Perform the ACTIVE TEST with the hand-held tester.
VEHICLE SPD 0MPH P/W AUTO SW OFF (1) Single malfunction on an actuator
MEMORY SPD 0MPH P P/W AUTO SW OFF
THROTTLE 0deg RR P/W AUTO SW OFF
(2) Malfunction on the ECU input circuit
MAIN INDCT SW-S OFF RL P/W AUTO SW OFF
MAIN INDCT SW-M OFF LIMIT SW OFF
CANCEL SW OFF LOCK POS SW OFF
See “Effective Uses of Hand-Held Tester” for details.
SET/COAST SW OFF MIR POS SEN V 1.43V
RES/ACC SW OFF MIR POS SEN H 1.48V
STP LIGHT SW2-M OFF GLASS POS-1/4 OK
STP LIGHT SW2-S OFF GLASS POS-2/4 OK
STP LIGHT SW1-S OFF GLASS POS-3/4 OK
SHIFT D POS OFF P/W UP/DOWN OFF
(1/2)
- 16 -
3. Check wire harness

Electrical wiring diagram Referring to the Repair Manual and EWD, check the
wire harnesses between the ECU and switch, sensor
Example:LEXUS LS430 (Pub No.EWD435F) or actuator.
D door
(1) Disconnection of a connector in electrical equip-
ment.
MPX-IG (2) Single malfunction in electrical equipment.
(3) Malfunction of wire harness.
Power window master SW
PW DUP E DT2 SC1 SC3

W/L DDN AUTO DT1 DT3 SC2
BDR SIG PWS MUP PWE DT2 SC1 SC3

WLSW MDN AUTO DT1 DT3 SC2
Driver door ECU
UP LMT
GND DN SGND PLS CTY
Junction
connector
D U E PLS Door courtesy SW

LMT front LH
Power window motor front LH

(2/2)
Summary
MPX troubleshooting is not very difficult.
Listen carefully to the customer's report, verify the symp-
toms, and estimate or identify the cause of the malfunc-
tion from the symptoms.
By troubleshooting in a systematic manner, you will
promptly discover the cause of the malfunction.
(1/1)
- 17 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 18 -
Question- 1
Answer true or false for the following descriptions of MPX troubleshooting.
Estimate the malfunctioning locations from the malfunction symp-

1 True False
toms, and methodically proceed with troubleshooting.
In MPX troubleshooting, it is very effective to run an active test with

2 True False
the hand-held tester and check the state of the sensors.
When a "ECU is not connected/Communication stop" DTC is output,

3 there is a problem in the wire harness, so inspecting the wire har- True False
ness connected to the malfunctioning ECU will reveal the fault.
When there is a short circuit in the MPX communication bus line, it

is not effective to troubleshoot using the active test and data list of
4 True False
the hand-held tester, because the communication of that bus to all
ECUs has been stopped.
Question- 2
Choose the correct troubleshooting method for MPX communication line disconnection.
1. First, try changing the ECU that communication has stopped.
2. First, check the power source and ground circuit of the ECU that communication has stopped.
3. First, check for the wire harness of the MPX communication line that is connected to the ECU that com-
munication has stopped.
4. First, check for faults in the communication lines inside of the ECU that communication has stopped.
Cut
Cut
- 19 -
Question- 3
Choose the incorrect troubleshooting method for MPX communication line short circuits.
1. Check the DTC outputs while removing one by one the ECUs connected to the communication lines.
2. Remove all of the ECUs connected to the communication line and check the wire harness of the MPX
communication line.
3. There is no fixed sequence for removing ECUs, so check the EWD for how the ECUs are connected to
each other and carefully consider which is the best removal sequence.
4. When removing each ECU from the communication line, remove only one connector connected to that
line, as it is unnecessary to remove all the connectors.
+B short
GND short
- 20 -
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
Effective Uses of Hand-Held Tester Description

A hand-held tester is used to correctly determine existing
Effective uses of the hand-held tester conditions and to effectively minimize the troubleshooting
for troubleshooting
time.
1. Customize function The following functions of the hand-held tester are partic-
2. DTC information function ularly effective for MPX troubleshooting:
3. Data list function
4. Snapshot function
• Change function of electrical/electronics system by
5. Active test function customize function
6. Oscilloscope function • Confirm DTC (Diagnostic Trouble Codes) by DTC
information function
• Confirm ECU data by data list function
• Memorize the ECU data by snapshot function
• Check actuator operation by active test function
• Check MPX communication line signal waveform by
oscilloscope function
(1/1)
Customize Function
Hand-held tester functions
The customize function is one of the functions that are
1. Customize function available only on MPX systems.
Various functions can be combined on MPX, such as the
wireless-linked power window open and close operation,
the vehicle speed-sensitive locking of the doors, or the
shift-linked unlocking of the doors.
While these functions are convenient, some customers
prefer not to use them. In this event,the setting of these
APPLICATION SELECT functions can be changed by using a hand-held tester.
1: DIAGNOSIS With the customize function, the settings of the various
2: CUSTOMIZE
3: ECU REPROGRAM
functions can be changed according to customer prefer-
ences.
Because various functions can be disabled by changing
their settings, it is important to check during troubleshoot-
ing whether they have been disabled.
REFERENCE:
Customize Function Table for LEXUS LS430 (UCF30
Series)
(1/1)

-1-
ITEM SELECT CUSTOMIZE

WIRELESS D LOCK OPEN DOOR WARN
01: WIRELESS OPER
02: HAZARD ANS BACK 1: OFF
03: UP/WIRELESS 2: ON
04: DOWN/WIRELESS
05: OPEN DOOR WARN
06: AUTO LOCK DELAY
07: TRUNK LID OPER CURRENT >>> ON
08: UNLOCK/2 OPER [ENTER] to Customize
[EXIT] to Quit
-2-
CUSTOMIZE FUNCTION TABLE FOR LEXUS LS430

Initial Setting
System Content Selection
Europe Australia G.C.C. Countries
All door's Unlock Operation
ON OFF OFF ON/OFF
(Door Key Operated Once)
Door Lock All door's Unlock Operation
Control OFF ON ON ON/OFF
(Door Key Operated Twice)
System
One side door's Unlock Operation
OFF OFF OFF ON/OFF
(Door Key Operated Twice)
Outer Foot
Light Illumination Time 15 sec. 15 sec. 15 sec. -/7.5/15/30 sec.
Light
Wireless Operation Permission Permission Permission Permission/Prohibition
Wireless-linked Power Window
ON ON ON ON/OFF
Open Operation
Wireless-linked Power Window
ON OFF ON ON/OFF
Close Operation
Door Ajar Warning Operation ON ON ON ON/OFF
Automatic Lock Operation 30 sec. 30 sec. 30 sec. 60/30 sec.
Wireless Door P ressed Once/0.8 sec.
0.8 sec. Pressed 0.8 sec. Pressed 0.8 sec. Pressed
Lock Remote Trunk Lid Open Operation P ressed Continuously
Continuously Continuously Continuously /P ressed Twice/ Non-operation
Control
System All door's Unlock Operation
ON OFF OFF ON/OFF
(Button Operated Once)
All door's Unlock Operation
OFF ON ON ON/OFF
(Button Operated Twice)
One side door's Unlock Operation
OFF OFF OFF ON/OFF
(Button Operated Twice)
Panic Alert Operation — ON — ON/OFF *1
Answer Back Operation ON ON ON ON/OFF
Theft Deterrent
Passive M ode OFF OFF OFF ON/OFF
System
Power Window Key-linked Open Operation ON ON ON ON/OFF
System Key-linked Close Operation ON ON ON ON/OFF
Front Buzzer OFF OFF OFF ON/OFF
LEXUS Park
Rear Buzzer ON ON ON ON/OFF
Assist System
Buzzer Volume 3 3 3 1/2/3/4/5 (Small - Large)
Delay Time of lights Illumination 0.15 sec. — 0.15 sec. 1.0/0.15 sec.*2
Automatic
Sensitive Adjustment 0 0 0 -40/-20/0/20/40 %
Light Control
System Light OFF Delay Adjustment — 30 sec. — 0/30/60/90 sec.*1
Control Logic Switchover — — — —
Light Illumination time 15 sec. 15 sec. 15 sec.
Interior lights illuminate when the doors are

ON ON ON ON/OFF
Illuminated unlocked by the operation of the door key.
Entry System
Fade-in-out Control ON ON ON ON/OFF
Lighting Control of the front interior light by
ON ON ON ON/OFF
turning the ACC OFF.
Vehicle Speed Switching Operation ON ON ON ON/OFF
Wiper System Vehicle Speed Sensing Vehicle Speed Vehicle Speed Vehicle Speed Vehicle Speed Sensing/
Drip-preventive Operation Sensing Sensing Sensing 3 sec./OFF
Key Reminder Buzzer Volume Large Large Large Small/M edium/Large
Reminder
Key Reminder Buzzer
System 0.9 sec. 0.9 sec. 0.9 sec. 0.6/0.9/1.2 sec.
Sounding Interval
Door Key-linked Open Operation ON ON ON ON/OFF
Door Key-linked Close Operation ON ON ON ON/OFF
Transmitter Operation Linked
ON ON ON ON/OFF
Open Operation
M oon Roof Transmitter Operation Linked
ON — ON ON/OFF
Close Operation
Door Key-linked Operation Selection Slide Slide Slide Slide/Tilt
Transmitter Operation Linked
Slide Slide Slide Slide/Tilt
Operation Selection
*1
: Only for Australia M odel
*2
: Except Australia M odel
-3-
DTC Information Function

After verifying the customer's report against the symp-
2. DTC information functions
toms, check for DTCs.
If any DTCs are output, the malfunction can be deter-
mined to be in the electrical system.
DTC information will help to identify the malfunction area.
APPLICATION SELECT
1: DIAGNOSIS
2: CUSTOMIZE
3: ECU REPROGRAM
(1/1)
MAIN MENU OBD MOBD MENU

FOR EUROPE AND GEN
1: OBD/MOBD 1: CODES (ALL)
2: BREAK-OUT BOX 2: ENGINE AND ECT
3: NVH 3: AIR SUSPENSION
4: EURO OBD 4: ABS / VSC
5: CCS
6: AUTOPROBE 6: AIR CONDITIONER
7: 02S/RPM CHECK 7: IMMOBILISER
8: SNAPSHOT REVIEW 8: SRS AIRBAG
9: SETUP 9: GATEWAY
-4-
DIAGNOSTIC MENU DTC INFO MENU

GATEWAY GATEWAY
1: PRESENT CODES
2: DTC INFO 2: PAST CODES
4: CLEAR CODES
DIAG. TROUBLE CODES DIAG. TROUBLE CODES

ECU: GATEWAY ECU: GATEWAY
Number of DTCs: 0 Number of DTCs: 12
B1215 Door system
communication bus
malfunction(GND
short)
B1216 Rear right door
NO DTC CODES
ECU communication
stop
[EXIT] to Continue
-5-
Data List Function

Using the data list, various data of switches and sensors
3. Data list function
can be read. Using these data, it may be possible to
determine if switches and sensors are functioning prop-
erly or the ECU receives the input data.
For example, when a power window auto switch is
pressed, the data list will show it to be "ON" if its signal is
being properly input to the ECU. If the data list shows that
switch to be "OFF" continuously, it indicates that its signal
OBD/MOBD MENU has not been transmitted to the ECU.
1: D-DOOR Therefore, carefully observe the different condition on the
2: P-DOOR
3: RR-DOOR data list with the switch pressed and released.
4: RL-DOOR
5: D-SEAT
6: RR-SEAT
7: RL-SEAT
8: REAR SEAT
9: SLIDE ROOF
(1/1)
DIAGNOSTIC MENU SELECT DATA

D-DOOR
ALL
1: DATA LIST USER DATA
2: DTC INFO CUSTOMIZE
3: ACTIVE TEST DIAG & CUSTOMIZE
4: SNAPSHOT
-6-
P/W AUTO SW OFF P/W AUTO SW ON

P P/W AUTO SW OFF P P/W AUTO SW OFF
RR P/W AUTO SW OFF RR P/W AUTO SW OFF
RL P/W AUTO SW OFF RL P/W AUTO SW OFF
LIMIT SW ON LIMIT SW ON
LOCK POS SW ON LOCK POS SW ON
MIR POS SEN V 2.86V MIR POS SEN V 2.86V
MIR POS SEN H 2.50V MIR POS SEN H 2.48V
GLASS POS-1/4 OK GLASS POS-1/4 OK
GLASS POS-OPEN OK GLASS POS-OPEN OK
Snapshot Function
The snapshot function allows to be recorded for a prede-
4. Snapshot function
termined length of time. By observing the transition of
data, it is possible to determine when a malfunction
occurs, and thus estimate the cause of the malfunction.
OBD/MOBD MENU
1: D-DOOR
2: P-DOOR
3: RR-DOOR
4: RL-DOOR
5: D-SEAT
6: RR-SEAT
7: RL-SEAT
8: REAR SEAT
9: SLIDE ROOF
(1/1)
-7-
DIAGNOSTIC MENU SNAPSHOT MENU

D-DOOR D-DOOR
1: DATA LIST 1: MANUAL SNAPSHOT

2: DTC INFO 2: CODES SNAPSHOT
3: ACTIVE TEST 3: REPLAY SNAPSHOT
4: SNAPSHOT 4: TRIGGER POINT
5: USER DATA
P/W AUTO SW OFF P/W AUTO SW OFF

LIMIT SW ON LIMIT SW OFF
W a i t : Ma nua l Tr i g g e r W a i t : M anual Tr i g g e r
0 30 0 30
-8-
P/W AUTO SW OFF

LIMIT SW OFF
T r i g g e r : 1 3 . 8 0 se c
0 30
Active Test Function

The active test function is very effective for checking the
5. Active test function
operation of actuators.
For example, if a door lock motor is not functioning with
Sensor the switch but it can be operated by the active test, it can
ECU be determined that the malfunction is not in the transmis-
S witc h sion from the ECU to the actuator, or in the actuator itself.
Body ECU/
Gateway
ECU
ACTIVE TEST
Sensor DATA L I S T
ECU
S witc h
Actuator
(1/1)
-9-
DIAGNOSTIC MENU SELECT DATA

D-DOOR
P/W UP/DOWN
1: DATA LIST DOOR LOCK
2: DTC INFO DEAD LOCK
3: ACTIVE TEST MIRR UP/DOWN
4: SNAPSHOT MIRR RIGHT/LEFT
MIRR FOLD/RETRN
FOOT LIGHT
MIRR HEATER
IN HANDLE ILUMI
P/W AUTO SW OFF P/W AUTO SW OFF

P P/W AUTO SW OFF P P/W AUTO SW OFF
RR P/W AUTO SW OFF RR P/W AUTO SW OFF
RL P/W AUTO SW OFF RL P/W AUTO SW OFF
LIMIT SW ON LIMIT SW ON
LOCK POS SW OFF LOCK POS SW ON
MIR POS SEN V 2.86V MIR POS SEN V 2.86V
MIR POS SEN H 2.50V MIR POS SEN H 2.50V
DOOR LOCK LOCK DOOR LOCK UNLOCK
- 10 -
Oscilloscope Function
The oscilloscope function can determine whether signals
6. Oscilloscope function
are being properly output from the MPX communication
line or other sensors.
Although determining a MPX malfunction using oscillo-
scope waveforms is a complex process, the fact that the
signals are being output by the MPX communication line
indicates that the data is transmitting properly.
However, if electrical noise enters the MPX communica-
APPLICATION SELECT tion line, the ECU might determine that the noise is a mal-
1: DIAGNOSIS function, and in rare cases, the ECU might stop the
2: CUSTOMIZE
3: ECU REPROGRAM operation. Therefore, pay attention to this possibility (par-
ticularly in the vicinity of strong radiowave transmission
lines or broadcasting stations).
(1/1)
MAIN MENU MENU

FOR EUROPE AND GEN
1: OBD/MOBD 1: CALIBRATE
2: BREAK-OUT BOX 2: VOLTAGE
3: NVH 3: FREQUENCY
4: EURO OBD 4: DUTY CYCLE
5: OSCILLOSCOPE
6: AUTOPROBE
7: 02S/RPM CHECK
8: SNAPSHOT REVIEW
9: SETUP
- 11 -
1ms A:5V 5.00V Sh
Zoom 1
1.TIME 2.VOLT 3.LUV 4.GND
5. 6.TRIG 7.HOLD 0.MENU
Summary
Effective uses of the hand-held tester
for troubleshooting The hand-held tester provides various functions that are
useful for troubleshooting. To use a hand-held tester
effectively, it is important to thoroughly understand its
functions.
Use the hand-held tester extensively during the trouble-
shooting of the case studies in order to familiarize your-
self with its effective use.
(1/1)
- 12 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 13 -
Question- 1
Choose the false statement concerning MPX troubleshooting using a hand-held tester.
1. The data list function is effective for checking the sensor and switch signals.
2. In MPX, the customize function can shut down all the functions of the system, so first it is necessary to
check if the functions of the system are working.
3. An active test is performed to inspect the functions of the actuator. If the actuator operates normally, it
can be determined that there is no problem in the wire harnesses connecting the ECU to the actuator or
in the actuator itself.
4. The oscilloscope function is used to check the waveform to see whether or not the MPX communication
line is working properly.
Question- 2
Choose the false statement concerning the items that can be customized when using the hand-held tester on the
LS430 (UCF30 series).
1. Automatic light control system: sensitive adjustment.
2. Illuminated entry system: interior lights illuminate when the doors are unlocked by the operation of the
door key.
3. Wireless door lock remote control system: unlocking operation for all the doors (button operated twice).
4. Reminder system: key reminder buzzer operation.
Question- 3
Mark each of statements True or False.
If the hand-held tester is effectively used, the present state can be

1 True False
precisely determined and troubleshooting time can be reduced.
When there is a malfunction in systems which the customize func-

2 tion can shut down, first check the current settings of the customize True False
function.
If there is a signal from the MPX communication line when it is

3 checked in the oscilloscope function, it can be determined that there True False
are no faults in MPX communication.
When there is a malfunction in systems,, if the sensor and switch

4 signals are normal on the data list, but do not operate through the True False
active test, an actuator malfunction can be determined.
- 14 -
Examination

-1-
Q-1 The following statements pertain to an advantage of the MPX System. Select the statement that is True.
A. The number of harnesses, switches and sensors increases.
B. The number of harnesses increases; however, the number of switches and sensors decreases.
C. The number of harnesses, switches and sensors decreases.
D. The number of harnesses decreases; however, the number of switches and sensors do not change.
Q-2 The following statements pertain to the BEAN (Body Electronics Area Network) of the MPX System. Select
the statement that is True.
A. This system is used for the communication between Power Window Master Switch and Body/Gateway
ECU.
B. This system is used for the Body electrical/electronics system multiplex communications.
C. This system is used for the communication between Door Control Receiver and Body/Gateway ECU, etc.
D. This system is used for the communication between engine ECU RH and engine ECU LH (CENTURY),
etc.
Q-3 Select the correct name of the system that is used for the communication for AUDIO SYSTEM or NAVIGA-
TION SYSTEM, etc.
A. AVC-BAN (Audio Visual Communication-Bus Area Network)
B. AVC-GAN (Audio Visual Communication-Global Area Network)
C. AVC-LAN (Audio Visual Communication-Local Area Network)
D. AVC-WAN (Audio Visual Communication-Wide Area Network)
Q-4 The following statements pertain to the definition of BEAN and a protocol of the MPX System.
A. BEAN is an abbreviation of "Bus Electronics Area Network" and a special protocol (regulation for com-
munication) for the MPX System that directs the data communication between buses that control the
electrical equipment.
B. BEAN is an abbreviation of "Body Electronics Area Network" and a special protocol (regulation for com-
munication) for the MPX System that directs the data communication between ECUs that control the
NETWORK.
C. BEAN is an abbreviation of "Body Electronics Area Network" and a special protocol (regulation for com-
engine electrical equipment.
D. BEAN is an abbreviation of "Body Electronics Area Network" and a special protocol (regulation for com-
electrical/electronics equipments.
-2-
Q-5 The following statements pertain to the CAN (Controller Area Network) system, which is used in LEXUS
RX330. Select the statement that is True.
A. The CAN uses a twisted-pair wire and AV single wire as the communication line, so the bus has a +
(high) line and a -(low) line.
B. The DTCs for the CAN communication errors concerning the brake control system are stored in the skid
control ECU. These DTCs are output via the serial communication line to the DLC3.
C. The CAN comprises two junction connectors forming the two main bus lines and the two sub bus lines
connecting each ECU and sensors. The main bus lines have resisters at the end to provide stability for
the circuit.
D. The DLC3 is equipped with CAN-H and CAN-L terminals for CAN diagnosis. It is possible to check the
DTC(s) when make short these two terminals.
Q-6 The following statements pertain to the CAN (Controller Area Network) system, which is used in LEXUS
RX330. Select the statement that is True.
A. The CAN and BEAN use the twisted-pair wire. Communication is driven by applying positive(+) and neg-
ative(-) voltage to the two lines, which is called a "Differential Voltage Drive".
B. The CAN communication speed is much faster than BEAN and AVC-LAN to control body electronics and
chassis control system.
C. If the CAN has communication error at ECU or sensors, multiple DTCs are output simultaneously to indi-
cate the malfunction location.
D. The CAN is established among the skid control ECU, the body ECU, steering sensor, yaw rate & deceler-
ation sensor and DLC3.
-3-
Q-7 The following statements pertain to the CAN (Controller Area Network) diagnosis system, which is used in
LEXUS RX330. Select the statement that is False.
A. The DTCs for CAN communication the brake control system can be read by connecting the SST (09843-
18040) to the TC and CG terminals of the DLC3, and observing the blinking of the VSC warning light. (for
except U.S.A. and Canada)
B. If the resistance between the CAN-H and CAN-L terminal of the DLC3 is around 120É¹, it is able to esti-
mate that there is an open circuit of the main bus line in the CAN system.
C. It is possible to determine if there is a short circuit in the CAN system by measuring the resistance
between the CAN-H and CAN-L terminal of the DLC3.
D. It is also possible to determine if there is a short circuit in the CAN system by measuring the resistance
between the TC and CG terminals of the DLC3.
Electrical wiring diagram (RX330)
CAN-L
SIL CAN-H
DLC3
Skid control
ECU
120
Steering
sensor Junction connector No.2
Yaw rate &

deceleration sensor
120 :CAN main bus line (High)
:CAN sub bus line (High)
:CAN main bus line (Low)
Junction connector No.1 :CAN sub bus line (Low)
:Serial communication line
-4-
Q-8 The following illustration shows a vehicle equipped with the MPX System. Hypothetically the condition that
the DTC "ECU B is disconnected/communication stops" is output is assumed. Select the answer that is a
probable location of the malfunction.
A. One breakage between ECU A and ECU B in the illustration.
B. Two breakages between ECU A and ECU B, and between ECU B and ECU C in the illustration.
C. The ECU B's internal communication bus line short circuit in the illustration.
D. One short circuit between ECU B and ECU C in the illustration.
Body ECU/
Gateway ECU
ECU A
circuit circuit
circuit circuit
ECU C ECU B
Communication
stops
-5-
Q-9 In the following illustration, the DTC of communication bus malfunction (GND short) is output. Select the
answer that is a probable location of the malfunction.
A. Two breakages between ECU A and ECU B, and between ECU B and ECU C in the illustration.
B. Two breakages between Body ECU and ECU A, and between Body ECU and ECU C in the illustration.
C. The internal circuit in both of ECU A and C in the illustration.
D. One short circuit (with GND) in somewhere on the communication bus line in the illustration.
Body ECU/
Gateway ECU
ECU A
circuit circuit
circuit circuit
ECU C ECU B
Communication
stops
Q-10 The following table assumes the condition that a DTC, implying ECU disconnection, is output in the MPX
System. Select the correct symptom of malfunction.
DTC NO. Detection item Symptom of malfunction

B1211 Driver door ECU is disconnected
A. All communication is impossible.
B. Communication with driver's door ECU is impossible.
C. Communication with driver's and passenger's door ECUs is impossible.
D. Communication with all ECUs, switches and actuators in the driver's door is impossible.
-6-
Q-11 The following table assumes the condition that a DTC, implying short circuit, is output in the MPX System.
Select the correct symptoms of malfunction.
DTC NO. Detection item Symptoms of malfunction

B1214 Communication circuit error /
Communication bus malfunction
A. All communication is impossible.
B. Communication with a specified ECU is impossible.
C. Communication with driver's and passenger's door ECUs is impossible.
D. DTC outputs however communication is possible.
Q-12 The following flowchart shows how to determine the malfunction when the DTC of "ECU B is discon-
nected", is output. Select the correct sentense for the blank box.
A. Check the power supply and ground of ECU A.
B. Check the power supply and ground of ECU B.
C. Check the power supply and ground of ECU C.
D. Check the power supply and ground of Body ECU/Gateway ECU.
Body ECU/
ECU A
circuit circuit
Repair or replace
NG the defective part.
OK

circuit circuit
ECU C ECU B OK

stops
-7-
Q-13 The following sentence shows how to determine the malfunction when the DTC of "ECU B is discon-
nected", implying disconnection, is output. Select the correct answer.
A. When a line is short-circuited, the entire potential in the communication line shows 0V for +B short and
12V for GND short, so it is impossible to specify the short point. Therefore, disconnect the connectors of
each ECU one by one in the specified order to separate each part from the communication circuit of the
Body ECU or Gateway ECU and check whether the faulty code disappears.
B. When a line is short-circuited, the entire potential in the communication line shows 12V for +B short and
0V for GND short, so it is impossible to specify the short point. Therefore, disconnect the connectors of
each ECU one by one in the specified order to separate each part from the communication circuit of the
Body ECU or Gateway ECU and check whether the faulty code is disappears.
C. When a line is short-circuited, the entire potential in the communication line shows 12V for +B short and
0V for GND short, so it is possible to specify the short point. Therefore, verify the DTC and replace the
faulty ECU.
D. When a line is short-circuited, the entire potential in the communication line shows 0V for +B short and
12V for GND short, so it is possible to specify the short point. Therefore, verify the DTC and replace the
faulty ECU.
Body ECU/
Gateway ECU
ECU A
circuit circuit
circuit circuit
ECU C ECU B
Communication
stops
Q-14 The following statements pertain to the function of hand-held tester. Select the statement that is False.
A. Changing the settings for the vehicle's electrical systems and electronic systems.
B. Detecting the vehicle's malfunction in DTS(s) and displaying them on screen.
C. Displaying the operating status of the vehicle's sensors through a graph on screen.
D. Performing genuine audio and navigation software updates.
-8-
Q-15 The following statements pertain to the troubleshooting method with hand-held tester. Select the state-
ment that is True.
A. Using the hand-held tester, the malfunction area is always made clear and repairs finish quickly.
B. Using the hand-held tester effectively, it enables repair time to be shortened, etc.
C. Using the hand-held tester helps to understand the kind of malfunction but not the cause of the malfunc-
tion, so repair time is not affected much.
D. The hand-held tester can specify the malfunction area, but would only be used in unique situations due to
the amount of time needed for the check.
-9-

MPX Troubleshooting

3 C The print button does not function for Internet Explorer versions below 5.0.
4 D browser (under "File").
5 B
Reference:
6 C When instructed by the instructor, go to "File" pull-down menu at the top of the
7 D
documents".
8 B Before saving, be sure to select "Web file (*.htm; *.html)" or "Text file (*.txt)"
9 D
10 B
11 A
Chapter
12 B
Instruction
13 B Examination
Excercise
14 D
Send by
15 B Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
- 10 -
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
Outline Outline
When driving on a highway, if the steering wheel or the body vibrates or an unpleas-
ant booming noise is heard from some unknown place, the driver would feel anxious
not only about the discomfort but also about possible malfunctions, even if the
symptom is not damaging the vehicle's function. This body vibration and noise is
referred to as the "vibration and noise," the contents of which you will learn about
here.
�� When troubleshooting vibration and noise, randomly starting without any theoretical
basis often results in wasting a lot of time.
��
��
��
It is important to have a thorough knowledge of vibration and noise, and understand

the mechanisms that generate them, and to perform the appropriate inspection and
repair.
HINT:
The noise explained here refers to the sound that is generated by body vibration.
Abnormal sound in the interior are not included.
(1/1)
Vibration and Sound What is Vibration and Sound?
�� We experience vibrations with our hands and feet or body, and
sounds with our ears. How vibrations and noises are sensed
��
��
��
�� varies depending on the person who experiences them. Even if
�� vibration and noise is generated simultaneously, some people
sense both, others sense only vibration or noise, and the rest
do not sense anything. This is because vibration and noise are
�� related to one's sensitivity.
� ��
1. Vibration and sound is essentially the same
�� A sound is the vibration (pressure fluctuation) of the air, and
�� vibrations and sounds are both expressed as "waves." They
are represented by frequency, the number of waves per
second. By the variation in their frequency, waves are sensed
sometimes as a vibration, and in other cases, as a noise.
��
�� How vibration and sound is sensed depending on the fre-
quency
• 20Hz or less → Vibration only
• 20 to 200Hz → Vibration and sound
• 200Hz to 20kHz → Sound only
• 20Hz to 20kHz → Audible range
• Over 20kHz → Ultrasonic waves
(High frequency sound that is not audible to the human ear)
HINT:
A rough estimate of the frequency can be done depending on
whether a vibration or a sound is felt.
(1/1)
Vibration and Sound How We Sense Sounds
We can only sense a sound when it is within a certain fre-

quency range and strength as a "sound." Therefore, a sound
�� is not always heard when something vibrates. A vibration is
not sensed as a sound even if it has a lot of energy, unless its
frequency exceeds a certain level.
(1/2)
-1-
Vibration and Sound How We Sense Sounds
• Audible range
��
�� The audibility of the human ear is influenced by frequency.

��
��
��
Even if the dB values are the same, sounds with different
��
��
frequencies are heard differently in terms of their loudness.
��
�� Generally, the audibility is poor for sounds with lower or higher
frequencies. This is true especially for lower frequencies. For
��
example, a sound of 500Hz can be heard at point A. But a
�� sound of 100Hz is heard at point B, 50Hz sound is felt only
�� at point C. For the booming noise under 100Hz, which is paid
��
special attention as a vehicle noise, it can hardly be heard as
��
��
�� a sound. However, its vibration energy is great, therefore the
�� booming noise is felt also as a vibration, accompanied with
�� unpleasant noise.
��
�� HINT:
�
The line of the minimum auditory level in this graph indicates
�� the minimum level for the person with very good ears. The
�� average value for the general person may be indicated within
�� the dotted line.
(2/2)
Vibration and Sound Kinds of Vibration
1. Rigid body vibration

When an object is held by a spring and is functioning only as a
weight, its vibration is called a rigid body vibration.
The rigid body vibration can be thought of as a simple relation
between a spring and a weight.
• The resonance point in the rigid body vibration

Generally, an object has a natural frequency of its own. The
vibration becomes large at a specific resonance point. So, in
the rigid body vibration, when a vibrating force is added, the
vibration begins at that frequency. Then resonance occurs
when the frequency reaches natural frequency of that object,
which in turn greatly increases the vibration.
HINT:
For the vehicle,
• Body = weight
Suspension spring = spring
• Engine = weight
Engine mount rubber = spring
(1/3)
2. Elastic vibration
The vibration of a continuous body which occurs when pluck-
ing a string with a finger is called the elastic vibration.
When the frequency is lower, regarding the problem like "riding

comfort", the vehicle body can be thought of as a weight which
does not bend or deform. But when the vehicle body vibrates
at a frequency which causes the problem like "body shake",
the vehicle body is not only a weight (rigid body), but should
be thought as an elastic vibrating element which is accompa-
nied with deformation such as bending or twisting of the body
itself.
(2/3)
-2-
Vibration and Sound Kinds of Vibration
• The resonance point in the elastic vibration

� In elastic vibration, there is more than one resonance point.
�
When a string is plucked, vibrations occur in various frequen-
��
� cies as shown in the figure. In these frequencies, as for a to n
which are remarkable, their relationship is the following: making
� a as the first order, b is the second order (twice), c is the third
� order (three times), n is the "n" th order ("n" times). The a to
n can be thought of as a resonance point of the string. In the
elastic vibration, as seen above, the vibration becomes large at
each resonance point when the vibrating force is added.
��
(3/3)
How are Vibration and Noise Transmitted Outline
�� Basically, vibration and sound are transmitted in the same way.
��
Let us take a look at the process of how a vibration is gener-
�� ated and transmitted to the human body as a vibration or a
sound.
�� • Transmission process of vibrations and sounds
(1) Vibration is generated
��
�� (2) Vibration grows
(3) Vibration is transmitted
�� (4) Vibration or sound appears
��
• The case of an electric guitar
(1) Strings vibrate
(2) Vibration is amplified by an amplifier
��
�� (3) Vibration is transmitted via a wire
(4) Sound is heard via a speaker
• An example of the case of a vehicle
(1) Engine vibrates
(2) Exhaust pipe vibrations grows
(3) Vibration is transmitted via the O-ring
(4) Vehicle body vibrates
(1/1)
How are Vibration and Noise Transmitted Vibration Source
1. Vibrating force
Even if there is an object which can vibrate, vibration does not
occur without some kind of external force. The vibrating force is
the force which makes vibration occur forcibly.
As the vibrating force in the vehicle, there are some forces

such as combustion pressure in the engine, unbalanced tires or
propeller shaft, run-out generated in each portion.
Typical vibration force in vehicle

(1) Torque fluctuation in engine
(2) Tire imbalance
(3) Tire run-out
(4) Tire uniformity
(5) Imbalance in propeller shaft
(6) Second order vibration of propeller shaft
(1/8)
-3-
(1) Torque fluctuation in engine

In each cylinder of a four-cycle engine, one combustion for
every two crankshaft rotation is repeated generating the torque
fluctuation.
In-line four-cylinder engine:

Four combustions per two crankshaft revolutions occur, caus-
ing two torque fluctuations per one crankshaft revolution.
��
Two vibrations per one revolution (second order vibration) are
generated.
In-line six-cylinder engine:

Six combustions per two crankshaft revolutions occur, causing
three torque fluctuations per one crankshaft revolution. Three
vibrations per one revolution (third order vibration) are gener-
ated.
(2/8)
�� (2) Tire imbalance

�� Wheel balance can be divided into "static balance" and
�� "dynamic balance". If there is any insufficient balance, the tires
� will vibrate.
��
��
Static balance
��
�� The balance that exists when a tire is not rotating. The radial
�� weight balance as that from the center of the wheel.
��
�� Dynamic balance
�� The balance that exists when a tire is rotating. The balance of
��
the centrifugal force which causes lateral vibration.
��
�� (3/8)
(3) Tire run-out

Because tires are made by bonding rubber together layer by
layer, there are thick portions and thin portions. So the circum-
ference of tires is not always perfect circle. Also, even if the cir-
cumference is completely circular, a tire will become eccentric
and then fluctuate if the center of axle and tire rotation does not
coincide.
Radial run-out
When a tire with radial run-out is rotated, that makes the vehi-
cle fluctuate up and down.
Lateral run-out
If lateral run-out exists in a tire or a disc wheel, it will cause
uneven wearing of the tire, and also lead to unstable driving.
��
(4/8)
-4-
(4) Tire uniformity

Tire uniformity refers to uniformity of weight, dimensions and rigidity. However uni-
��
��
� �� formity of weight is the same as wheel balance and uniformity of dimensions is the
�� same as run-out.
Due to this, the word uniformity here is used to mean "uniformity of rigidity".
��
� �� The force that is generated when rotating a tire with uneven rigidity:
�� • RFV (Radial Force Variation)
Force fluctuation in the direction of radius of tire (vertical direction)
��
�
�� • LFV (Lateral Force Variation)
�� Force fluctuation in the lateral direction of tire
• TFV(Tractive Force Variation)

Force fluctuation in the direction of tire rotation.
HINT:
In the uniformity, the most important is RFV. A tire with a high RFV imposes a verti-
cal vibration on the axle, which can lead to excessive vibration during high-speed
driving.
��
�� (5/8)
�� (5) Imbalance in propeller shaft

If there is any imbalance in the propeller shaft that causes
vibration and noise. ("Imbalance" means the same thing as in
the case of tire.)
Main causes of imbalance

• Run-out of propeller shaft
If propeller shaft fluctuates, one vibration per one revolution is
generated.
��
�� • Run-out of differential companion flange and propeller shaft
��
center flange
If there is run-out (radial/lateral run-out) in each flange, that
offsets the rotational center of the propeller shaft. This is a big
factor in lost balance.
HINT:
Run-out is the same thing as the offset of the rotational center,
which causes the lack of rotational balance.
(6/8)
(6) Second order vibration of propeller shaft

The joint of the propeller shaft has some angle due to the struc-
� ture of a vehicle.
Torque fluctuation
��
In the case of Hooke's joints, joint angle creates torque fluc-
tuation in the output shaft. This fluctuation is generated twice
per one propeller shaft revolution, which appears as a second
order vibration.
Secondary couple
At a joint portion, a force proportional to the joint angle and
input torque is generated. This force is called secondary
couple, because this force fluctuates twice per one revolution of
the propeller shaft. Secondary couple, different from the torque
fluctuation, exists in each joint angle.
(7/8)
-5-
How are Vibration and Noise Transmitted REFERENCE

The "n" th Order Vibration
Rotation number and the "n" th order vibration
�� The vibration which occurs "n" times in one revolution is called the "n" th order
�� vibration. The frequency of the noise and vibration can be calculated by multiplying
the number of rotation by the "n".
Typical examples in the vehicle

1. One vibration per one revolution → The first order vibration (frequency = revolu-
tion x 1)
• Unbalanced tire
��
• Unbalanced propeller shaft
• Run-out in each portion
��
��
2. Two vibrations per one revolution → The second order vibration (frequency =
revolution x 2)
• Torque fluctuation in four-cylinder engine
• Torque fluctuation caused by propeller shaft joint angle
��
3. Three vibrations per one revolution → The third order vibration (frequency =
revolution x 3)
�� • Torque fluctuation in six-cylinder engine
��
Continued same as above

"n" times vibrations during one revolution
→ the "n" th order vibration (frequency = revolution x n)
(8/8)
How are Vibration and Noise Transmitted Resonating System
If vibrating force is applied to the spring and weight as shown

in the figure, vibration rapidly becomes large when the fre-
quency of the applied force reaches a certain frequency level.
This phenomenon is known as "resonance."
��
��
��
��
(1/4)
�� 1. Mechanism of the resonance

If vibrating force is applied to the spring and weight by a crank
��
fitted to a motor, the weight begins to move up and down.

�� (1) The amplitude of the sinker weight movement is relatively
�� small when the frequency (motor revolution) is low.
��
�� (2) The amplitude gradually increases as the frequency is
�� increased.
(3) When increasing to a higher frequency, the amplitude

reaches the maximum at a specific frequency. This is the state
of resonance and the frequency at that state is called the reso-
�� nance point.
(4) If the frequency is increased further beyond the resonance

point, the amplitude starts to decrease gradually.
��
(2/4)
-6-
-6
How are Vibration and Noise Transmitted Resonating System
2. Resonance, noise and vibration of a vehicle

Resonance increases vehicle noise and vibration. An unbal-
anced tire causes "body vibration" at a certain speed range. An
unbalanced propeller shaft causes "booming noise" at a certain
speed range. These symptoms are all caused by resonance.
Therefore, when handling vehicle noise and vibration, make
sure to think about the resonance.
��
��
��

��
��
(3/4)
3. Natural frequency
Resonance occurs because each vibrating element has its
��
own original frequency. This frequency is called "natural fre-
quency."
��
��
�� Summary of natural frequency
�� (1) If spring is strong (spring constant is high), natural fre-
quency is high.
�� = (2) If a weight is light, natural frequency is high.
��
� �� (3) Depending on the level of a vibrating force, the amplitude
will be changed. However, the natural frequency cannot be
changed.
��
��
��
(4/4)
How are Vibration and Noise Transmitted Transmitting System and Vibrating Element
1. Transmitting system
A vibration caused by a vibrating force and amplified by
resonance causes the O-ring of the exhaust pipe and engine
mounts to vibrate, transmitting a noise to the cabin. The pas-
sage which transmits the vibration or noise is called the trans-
mitting system.
2. Vibrating element (sound generator)

Vibrating element (sound generator) is the portion which gen-
erates vibration or noise. In a vehicle, they could be the vehicle
body, steering wheel, and floor panel, etc.
(1/1)
-7-
Method of Indicating Vibration and Sound Method of Indicating Vibration
�� When expressing vibration, we generally say "large", "small",

�� "rough", "fine". The magnitude of a vibration is indicated as the
amplitude, and its fineness is referred to as its frequency.
��
��
��
��
��
��
��
��
(1/3)
�� Even if the amplitude is the same, depending on the frequency,

�� we usually feel a vibration differently. Therefore, the magnitude
��
��
��
��
of a vehicle vibration is expressed as its acceleration.
��
Acceleration (m/s²)
Acceleration means the change in speed within a specific
��
��
��
period of time, and for the unit, m/s² is used.
� �
Gravitational acceleration (G)

"G" is a unit of vibration acceleration based on gravitational
acceleration (9.8 m/s²)
��
1G = (9.8 m/s²)
��
��
��
� �
��
��
��
(2/3)
Method of Indicating Vibration and Sound REFERENCE

Amplitude and Frequency
1. If the steering wheel vibrates in amplitude of about 1 cm in
the direction of the rotation, and if frequency is low, the steer-
�� ing wheel moves slowly. And the vibration felt by hand is small.
→ Acceleration is small.
2. Even in the same situation, if the frequency becomes higher

because of the increased vehicle speed, the steering wheel
movement becomes faster. So the vibration felt by hand is
large.
→ Acceleration is large.
��
Even if the amplitude is the same, the higher the frequency
is the larger the acceleration becomes. If the frequency is the
same, the larger the amplitude is the larger the acceleration
becomes.
(3/3)
-8-
Method of Indicating Vibration and Sound Method of Indicating Noise
1. Method for indicating noise

A sound is indicated by the amplitude and frequency of waves,
in the same way as vibration. The tone of the sound is decided
by the shape of the waves.
��
�� • Amplitude = If the amplitude becomes larger, the sound

becomes louder.
• Frequency = If the frequency becomes higher, the pitch of the
sound becomes higher.
• Shape of waves = If the shape is different, the tone is differ-
ent.
The pitch of the sound can be indicated by the frequency. But

�� the sound pressure level is sensuous, so it is impossible to
indicate the sound pressure level by only using the amplitude
�� (the energy of sound). Therefore it is necessary to use various
compensations. For its ease in applying compensation, the unit
called dB (deciBell) is used for applying the sound pressure
level to the human hearing sense.
(1/5)
dB =(deciBell)
• Deci means one tenth. So deciBell is the unit which indicates one tenth of a Bell.
��
• Bell is the unit which compares two sound levels, and indicates the rate of them in
logarithm.
��
��
�
�
�
� � ��
��
��
�
��
��
��
��
�� (2/5)
-9-
Method of Indicating Method of Indicating Noise

Vibration and Sound
Sound pressure level indicated by dB
(1) When the number of sound sources doubles, the level increases by 6dB. When
there are two sound sources of 60dB, the resultant level is 66dB and not 120 dB.
��
��
(2) When the number of sound sources is increased ten times, the level increases
by 20dB. When there are ten sound sources of 60dB each, the resultant level is
80dB rather than 600dB.
�
��
��
�
� �
�
�
��
��
�
�
��
(3/5)
REFERENCE
Degree of Noisiness
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
��
� ��
(4/5)
-10-
Method of Indicating Vibration and Sound Method of Indicating Noise
��
�� 2. Measurement of sounds
�� The measurement of the human hearing sense varies by the frequency. For this
�� reason, a sound level meter measures sounds compensating hearing sensitivity for
� sound frequency.
��
��
�� • A Characteristics
��
In A characteristics, measured sounds are compensated in the way that the result
��
is the closest to the human hearing sense. This type of characteristic is used com-
monly to measure noises of vehicles. Measured values are indicated by the unit
��
��
�� dB(A).
��
��
• C Characteristics
This is a nearly flat type of characteristics. Because it defers from the human hear-
��
�� ing sense, measured values are higher than the sensitivity of the human hearing
��
sense especially in low frequencies. Generally, dB values are higher than at A char-
acteristics. Measured values are indicated by the unit dB(C).
��
• Measurement in setting A characteristics and C characteristics

��
��
��
Figure 2 shows the result of measuring the sound pressure levels of the booming
��
noise heard when the vehicle is driving at a speed of 75km/h (47 mph). When the
�� sound level meter is set at A characteristics, the peak pressure level is 70dB(A) at
75km/h (47 mph). But it changes to 93 dB(C) at 60km/h (37mph) when the meter
��
is set at C characteristics. Thus the vehicle speed and measured value at the peak
�� pressure level vary between A characteristics and C characteristics. So, when mea-
��
suring the malfunctioning vehicle noise, the meter must be set at A characteristics
which is the closest to the human sense of hearing.
(5/5)
-11-
Exercises

Answers Answers
Correct Correct
Answer Answer

-12-
Question-1
For each of the following components (1 to 4), choose the correct description (a to d).
1. Vibrating force 2. Resonating system
3. Transmitting system 4. Vibrating element
a) Vibration grows rapidly b) Vibration is generated c) Vibration or sound appears d) Vibration is transmitted
Question-2
Arrange the following statements into the appropriate order based on the correct transmitting sequence.
a) The vibration is transmitted via the O-ring of the exhaust pipe. (Transmitting system)
b) The exhaust pipe vibration grows. (Resonating system)
c) The floor of the vehicle body vibrates. (Vibrating elements)
d) The engine vibrates. (Vibration source)
Question-3
Correct
Answers
1. Vibration and sound are essentially the same.
n True n
j
k
l
m j False
k
l
m
2. The torque fluctuation of a four-cycle and four-cylinder engine is the fourth j True n
k
l
m
n j False
k
l
m
order vibration, which means four vibrations per revolution are generated.
3. Once resonance occurs, the vibration becomes larger when the frequency j True n
k
l
m
n j False
k
l
m
of the vibrating force increases.
4. When there are two sound sources of 60dB, the resultant level is 120 dB. j True n
k
l
m
n j False
k
l
m
5. The magnitude of a vehicle vibration is generally expressed as its acceleration. j True n

k
l
m
n j False
k
l
m
-13-
Question-4
Correct
Answers
1. Vibration and noise causes discomfort even if they are not damaging the vehicle's
function, they cause the driver to feel anxious about a malfunction. j True n
k
l
m
n j False
k
l
m
2. When troubleshooting vibration and noise, the knowledge based on the theory j True n
k
l
m
n j False
k
l
m
is required.
3. How vibration and noise are sensed varies depending on the frequency. Anyone n True n
j
k
l
m j False
k
l
m
can hear the same noise if the dB of the noises are equal.
4. Vibration and noise are transmitted in basically the same way. n True n
j
k
l
m j False
k
l
m
5. When vibration and noise grows at a certain vehicle speed or engine speed, n True n
j
k
l
m j False
k
l
m
the cause is due to parts in the transmitting system.
-14-
Diagnosis Master Technician - Fundamentals of NVH Transmission and Prevention
Outline Outline
Methods for preventing vibration or noise are as follows:
• Removing the vibrating force

• Stopping the resonance
• Stopping the transmission
• Preventing vibration and noise
etc.
Vibration or noise can be prevented by removing any part of

the transmitting passage.
The most effective way to prevent vibration and noise is to

remove the vibrating force. However, it is difficult to remove it
completely due to the vehicle structure.
Therefore, we explain here the methods for preventing vibra-

�� tion and noise which are mainly used for vehicles, such as
��
�� preventing resonance, stopping transmission, and insulating
�� vibration and noise.
��

��
(1/1)
Isolating Vibrations Damper

Mass damper
A mass damper is a weight attached to the vibrating portion,
��
which shifts resonance point by reducing natural frequency.

By this method, vibration and noise are shifted to the outside
of the normal driving range, resulting in lower vibration and
noise level.
��
NOTICE:
If you place a mass damper carelessly, it may increase the
�� weight applied to that particular portion and cause the risk of
durability loss.
��
(1/3)
REFERENCE
Mass Damper and Natural Frequency
l The relationship between natural frequency and the weight
of a sinker
■ If the weight increases, natural frequency will be set lower.
■ If the weight decreases, natural frequency will be set higher.

��
�� l The relationship between natural frequency and spring con-
�� stant
■ If spring constant increases, natural frequency will be set
higher.
�� ■ If spring constant decreases, natural frequency will be set

lower.
��
(2/3)
-1-
Isolating Vibrations Damper
Dynamic damper
��
A dynamic damper is a weight and a spring attached to the

vibrating portion, which devides one natural frequency into two
smaller natural frequencies.
�� By this method, resonance point is shifted resulting in lower
�� vibration and noise level.
HINT:
In general, the natural frequency of a dynamic damper should
��
��
��
��
be the same as that of the resonating portion. In this case, the
��
natural frequency of a dynamic damper will be set by the rela-

��
��
��
��
��
tionship between a spring constant and the weight of a sinker

�� in the same definition of a mass damper.
��
��
(3/3)
Soundproofing Vibration Isolating Rubber
Vibration isolating rubber is used for reducing vibration in the

joints of engine mounts, body mounts, and suspension bush,
etc.
The characteristics required for vibration isolating rubber
are:
• A great damping force:
It reduces a large vibration at lower frequencies such as crank-
ing vibration.
• A small spring constant:
It reduces a fine vibration at lower frequencies such as engine
idling vibration.
A damping force is in inverse proportion to a spring constant,
therefore it is difficult for both of them to coexist. In practical
applications, these characteristics are taken into consideration
when choosing the appropriate shape and material. So, there
are various engine mounts designs, such as a cylindrical mount
with a slit in it, and a rubber casing filled with fluid.
HINT:
It is important to maintain clearance and alignment to keep the
damping force of the vibration isolating rubber and spring con-
stant, in order to prevent vibration.
(1/1)
Soundproofing Soundproofing Panel
�� In general, vibration of vehicle's body panel which is a vibrating

element (sound generator) can be reduced by using damping
materials.
Damping materials are as following:
• Undercoat
• Asphalt sheet
��
��
��
• Sandwiched panel
��
��
��
• Restraint type resin sheet
�� etc.
�� A soundproofing panel is also used to block the sound (vibra-
tion of the air). In this case, higher-pitched sound is easier to
block. In order to raise the soundproofing effect of the insulating
panel, there are methods, such as making the panel heavier,
��
making it into a double panel, or inserting a sound-absorbing
material between the two panels. The presence of holes or
��
gaps in the panels greatly reduces their soundproofing effect.
Therefore, it is necessary to inspect for any missing seals or
grommets.
(1/1)
-2-
Soundproofing Sound-absorbing Material
�� Sound absorption means to reduce the sound pressure level by

absorbing the vibration in the air to prevent them from spread-
ing.
Sound-absorbing materials are highly permeable and

porous substances, such as:
• Glass wool
• Felt
�� • Polyurethane foam
etc.
��
��
��
�� In general, sound-absorbing materials can easily absorb high

�� frequency sound. For lower frequency sound, thicker materials
�� are more effective. It is also important to choose the right mate-
��
��
rial and apply it properly to effectively absorb the noise.
��
�� HINT:
The headliner surface of vinyl chloride has a lot of small holes
��
��
��
so that it can insulate the passenger compartment.
(1/1)
-3-
Exercises

Answers Answers
Correct Correct
Answer Answer

-4-
Question-1
Correct
Answers
1. A mass damper consists of springs and weights that are fitted to a resonance
system, which lowers the natural frequency and stagger the resonating point. j True n
k
l
m
n j False
k
l
m
2. A dynamic damper consists of weights that are fitted to a resonance system, j True n
k
l
m
n j False
k
l
m
which divide the natural frequency and staggers the resonating point.
3. The characteristics required for vibration isolating rubber are a great damping n True n
j
k
l
m j False
k
l
m
force and a small spring constant.
4. Sound-absorbing materials are highly permeable and porous substances. n True n

j
k
l
m j False
k
l
m
5. Sound-absorbing materials can easily absorb high frequency sound. For n True n
j
k
l
m j False
k
l
m
lower frequency sound, thinner materials are more effective.
-5-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
Outline Outline
As typical examples of vibrating force in a vehicle, there are
the following: combustion pressure or torque fluctuation in the
engine, unbalanced tires, rough road, imbalance or joint angle
in the propeller shaft, engagement of the gears in transmission
or the differential component, and fluctuations of friction in the
clutch or the brakes.
If all these causes could be reduced to zero, vibration and

noise would not occur. However, it is impossible to fully remove
some of the causes such as the combustion pressure in the
engine, or the external force from a rough road.
The following explanation is about the generation mechanism

for typical vibrating forces in vehicles and how the vehicle
responds to them.
(1/1)
Engine Outline
The cause of vehicle vibration/noise generation is the vibrating force. A typical por-
tion which generates the vibrating force is the engine.
In engines, since the fuel is burned in the combustion chamber and many com-
ponents are moving, many types of vibrating forces is generated. They cause the
engine to vibrate, making itself a vibrator. They are transmitted to the drive train and
the body.
There are a number of factors linked to the generation of the vibrating force in
engines, but among them, the following two factors are especially important. One
is the combustion pressure of the fuel in the combustion chamber. The other is the
inertia force caused by the reciprocating movement of the piston and rotary move-
ment of the crankshaft.
These two factors generate vibration and torque fluctuation in the engine. Factors
other than these two are caused by the mechanical movement of the components,
which cause engine noise.
(1/1)
Engine Torque Fluctuation due to Combustion
The vibrating force due to the combustion pressure causes

torque fluctuation in the crankshaft, which is transmitted to the
drive train.
�� It also acts upon the cylinder block as a reaction force and
causes an engine vibration. The combustion pressure fluctu-
ates less when the engine rpm is high and when an engine
has a larger number of cylinders.
The torque fluctuation becomes larger when the throttle valve

�� opening angle is wide (when the load to the engine is large),
because the combustion pressure increases.
��
��
��
�� Due to the engine structure, torque fluctuation is inevitable.
If the cause of the vibration or noise is the torque fluctuation,
� repair can be very difficult.
� ��

�� (1/5)
-1-
Vehicle side solutions
• Pulley
�� The fluctuation of the combustion pressure causes an elastic
deformation in the crankshaft, which creates torsional vibration.
The torsional vibration increases around the edge of the crank
shaft, so the pulley is designed to have a torsional damper.
(2/5)
• Flywheel
A flywheel retains the engine torque fluctuations as inertia, and
decreases the torque fluctuations for smoother engine revolu-
Engine side tion.
A heavier flywheel may decrease the torque fluctuations
by increasing the inertial efficiency, but gives poor engine
response.
The flywheel must therefore be designed with appropriate
weight, bearing both of these characteristics in mind.
Some engines are provided with flywheels with built-in torsional
dampers to further reduce the torsional vibrations.
A flywheel with torsional damper is divided into two sections.
The damping mechanism comprised of compression springs
are located between these sections, and decrease torsional
vibrations and torque fluctuations.
Transmission side
(3/5)
• Clutch
The clutch transmits torque to the drive train. Therefore, the
��
��
clutch can be one of the transmitting elements for torque fluc-
tuation, that is, vibrating force.
The improvement of the torsional characteristic is effective in
reducing the booming noise and the gear noise in the transmis-
sion or the differential component.
To reduce the booming noise, absorbing the torque fluctuation
��
�� in the engine by decreasing the spring constant of the torsion
spring is effective. On the other hand, it must have enough
torque capacity as a function of clutch disk itself.
HINT:
Some of the lock-up clutch in torque converter have the same
function.
(4/5)
-2-
��
��
��
��
��
��
��
(5/5)
Engine Imbalance due to Inertia
Vibrating forces due to inertia forces are caused by the crank

mechanism and imbalance in the rotating object.
Among the inertia-caused vibrating forces, reciprocating mass
can be balanced to a certain level by selecting the appropri-
ate cylinder arrangement and crankshaft shape. But vibration
caused by unbalanced inertia is likely to remain. To improve
this phenomenon, some engines are equipped with a balance
shaft.
The vibrating force caused by the imbalance in the rotating

object is the engine's first order vibration, regardless of the
�� number of cylinders. The imbalance is reduced by using bal-
ance weights. The force generated by the imbalance increases
in proportion to the square of the rpm, so vibrations amplify
drastically as the rpm increases.
��
(1/2)
� ��
�
Balance shaft
Two balance shafts have been provided in recent in-line four-cylinder engines
�
� having large displacements to reduce engine vibration. Even though the crankshaft
rotates at a constant speed, the speed at which the pistons reciprocate is not the
same: a piston, when it is at the position shown in B, will be moving faster than the
piston when it is at position A.
This will cause the upward inertial force of the piston to be greater than its down-
ward inertial force, so the net balance of inertial forces will be in the upward direc-
tion; this will cause vibration to occur.
In a four-cylinder in-line engine, the pistons in cylinder nos. 1 and 4 are at top dead
center when the pistons in cylinder nos. 2 and 3 are at bottom dead center; that is,
the two sets of pistons are 180 degree out of phase with each other. For this reason,
��
the remaining upward inertial force (mentioned above) will create a type of vibration
�� called " booming", twice for each rotation of the crankshaft. To help cancel out this
vibration, two balance shafts, located below or above the crankshaft, rotate in oppo-
�
site directions form each other, at twice the speed of the crankshaft.
�
� � ��
��
��
��
� � (2/2)
-3-
Engine Intake and Exhaust System Intake System
Intake noise includes the pulsating sound of the air taken in

and the resonance sounds.
A pulsating sound has a relatively high frequency. It is deter-
mined by the air volume, shape of the air cleaner, and the
��
diameter and length of the intake hose.
��
A resonance sound has a relatively low frequency. It is gener-
ated when the frequency of the intake noise and resonance
frequency of the intake system coincide at a particular engine
rpm.
Also, fluctuation of the intake air pressure sometimes emits
radiated sounds from the outside surface of intake system
component. Vibration in the intake system is also transmitted
to the interior.
• Intake resonator
When the frequency of the intake noise coincides with the res-
onance frequency in the cabin or in the intake system, noise
increases causing booming noise and engine noise. An intake
�� resonator is commonly used to alter the resonance frequency
��
in the intake system and thus reduce the booming noise and
engine noise.
• Air cleaner case
Rubber mounts are used in mounting the air cleaner housing
to the body, which prevents the transmitting of intake noises to
the vehicle body.
(1/1)
Engine Intake and Exhaust System Exhaust System
�� Exhaust noise

�� Exhaust noise includes the sound of the gas discharged
��
from the muffler, and radiated sounds from the outside of the
exhaust pipe and muffler.
The discharged sound can be reduced by the silencing char-
acteristics of the muffler. But if the muffler capacity is not large
enough, the engine power output will be affected. Radiated
sound is caused by the vibration of the component walls due to
the fluctuation of the exhaust pressure, which causes vibration
in the ambient air.
Sometimes vibration in the exhaust system is also transmitted
to the vehicle body and generates a transmitted sound.
��
Vehicle side solutions
1. Noise-damping by multi-layered baffles in the muffler.
�� 2. Adding ribs to the muffler walls to provide strength to the
muffler surface.
�� 3. Application of a light-weight and compact side-branch type
sub-muffler for decreased pressure loss.
4. Noise-dampening by a double-layered exhaust pipe.
5. Reducing vibrations by application of a bellows- type flexible
pipe.
6. Installing dynamic dampers in areas of the exhaust pipe that
exhibit strong vibrations in order to reduce these vibrations by
shifting their resonance points.
7. A double-insulating support where the support bracket is
provided with an extra rubber mount.
8. Supporting the exhaust pipe at rigid areas of the body to
reduce transmitting the vibrations to the body.
(1/1)
Other Components of Engine Engine Mounts
Although engine mounts are relatively small, they are important in controlling NVH.
They link the vehicle body to the engine, the largest source of vibration. It is through
these mounts that the engine vibration is transmitted to the body. The vibration from
��
the tires are also transmitted to the engine, causing the engine to resonate with
them.
The three characteristics required for engine mounts are: a large dampening great
ability to dampen vibrations, a small spring constant, and a suitable natural fre-
��
quency.
�� These characteristics are defined as follows:
• A great ability to dampen vibrations reduces the vibration from the engine itself.
• A small spring constant reduces the engine vibration transmitted to the body.
• A suitable natural frequency is a frequency which falls outside of normal operating
vibration range, determined by the engine weight and the engine mount spring con-
stant.
(1/8)
-4-
�� There are various design configurations of engine mounts to comply with vibration-
and sound-proofing requirements.
• Mounts for Linearly-mounted Engines

This type of engine is usually supported at the following three locations: the right
and the left side of the engine block, and the rear mount for the transmission.
��
��
�� (2/8)
�� • Mounts for Transversely-mounted Engines

The right and left mounts are located linearly over the crankshaft, and the front
and rear mounts serve to prevent the engine from "rolling". The center mount also
�� helps to control engine roll.
��
��
��
��
(3/8)
�� • Compression Type

This type of engine mount utilizes the spring force of the rubber insulator to absorb
vertical vibrations.
(4/8)
�� • Shear Type

This type utilizes the rubber insulator's spring force to absorb transverse vibrations.
(5/8)
�� • Cylinder Type

A bushing type mount in which a rubber insulator is sandwiched between an inner
and an outer cylinder.
(6/8)
-5-
�� • Slit Cylinder Type

A cylindrical mount with a slit in it, satisfying spring constants in various directions.
This type is currently in wide use.
(7/8)
�� • Fluid Type (Liquid-Filled Compound)

The rubber casing is filled with fluid. When vibrations in the mount are low, the
damping force is increased by the fluid which moves to and from the chambers
��
�� through the orifices, thus reducing the vibrations. When vibrations in the mount are
�� high, decreasing the elasticity of the rubber decreases the spring constant, thus
improving the vibration-proofing efforts.
��
��
��
(8/8)
Other Components of Engine Fan Noise
Fan noise produced by the cooling fans for the radiator, alter-
nator, and others, become louder in proportion to their rpm.
The fan noise can be produced by fan blades cutting through
the air, or by air turbulences created by components located
behind the fan. Fan noise can be reduced by altering the diam-
eter, quantity, shape or angle of blades, as well as by using
variable-pitch fans or modifying the fan shroud configuration.
In addition, it can be reduced by using a three-stage tempera-
ture-controlled fan coupling or an electric fan which keeps fan
rotation to a minimum.
(1/1)
-6-
Tires Outline
The vibrating force caused by tires can be classified into two

cases; the tire itself generates the vibrating force and uneve-
ness on the paved road cause a vibrating force.
Tire itself generates vibrating force.

• Vibration and noise characteristics
Balance
Run-out
Uniformity
• Related phenomena
Body shake
Steering flutter
Steering shimmy
Body booming noise
Body beating noise
Uneveness on the paved road cause vibrating force, and

tires become an element in the vibrating system.
• Vibration and noise characteristics
Spring constant
Natural frequency
Envelopement characteristic
Tread pattern
• Related phenomena
Ride discomfort
Harshness
Road noise
Pattern noise
(1/1)
Tires Wheel Balance
Due to the weight unbalance of the rotating object, a centrifu-

gal force is generated during rotation, which results in a vibrat-
ing force.
This vibrating force increases in proportion to the square of the
rotation speed increase. If the tire is not well-balanced, vibra-
tion such as shake or flutter may occur.
This is caused by the weight imbalance in the tire or the wheel.

It is also affected by the assembly condition for the tire and the
wheel.
Wheel balance is divided into static balance and dynamic bal-

ance. When either of these balances are insufficient, the tire
vibrates and causes shake or flutter.
��
��
��
(1/4)
-7-
Tires Wheel Balance
1. Static balance
Static balance is the weight balance from the wheel center in
the direction of the radius.
��
��
�� When attaching the weight W1 to the disk installed in the rotat-
��
ing shaft, this disk rotates until the W1 stops at right in the
�� center of the bottom. In other words, it is not balanced stati-
cally. This condition is referred to as "the static balance is lost".
�� In order to keep this balance, attach the same weight as the

� weight W2 at the same distance of the opposite side at 180
�� degrees. So this disk remains static in any position. This condi-
��
�� tion is referred to as " the static balance is kept".
� ��
HINT:
�� Static balance results in the radius vibration.
��
�� (2/4)
�� 2. Dynamic balance

� �� While the static balance is the balance when the tires are
not rotating, the balance during rotation is referred to as the
�
�� dynamic balance.
�� The disk A or B in the figure (1) is not statically balanced.
��
��
However, considering that these two disks as one unit, static
��
��
�� balance remains as long as the W1 and W2 are positioned 180
degrees apart, at the same distance from the center, and with
�� the same amount of weight.
� When rotating these disks, the direction of the centrifugal force

��
applied to the W1 and W2 are different by 180 degrees. There-
fore, the rotating shaft generates power to vibrate the shaft
��
around the line connecting each disk's center of gravity G1 and
G2, which results in vibrating the disk right and left.
��
One way to balance these disks is to balance the W1 and W2
static balance independently.
��
�� HINT:
�� Dynamic balance results in lateral vibration.
(3/4)
REFERENCE
Balance Adjustment
�� Balance adjustments can not be performed from the rubber
��
��
portion of the tire, so attach the balance weight to the rim of
the wheel.
�� • Static balance
�� Attach the half of the weight to the inside and the other half to
the outside to maintain the dynamic balance.
• Dynamic balance
Balance the static unbalance on the inside and the outside
��
independently.
Rotating bodies that have width in the direction parallel to the
axis such as tires have imbalances of different sizes in count-
�� less positions. Therefore, the transversal vibration and the
�� up-down vibration become mixed.
��
A complicated imbalance like this is represented basically as
two imbalances, W3 and W4. This is why the balance adjust-
ment by a balancer is performed on the inside and the outside
of the tire.
The actual balancer adjusts the static and dynamic balance at
the same time. So attach the adjustment weight of a combined
amount, at a combined position on the inside and the outside
of the tire.
(4/4)
-8-
Tires Run-out
�� Since a tire is made by bonding together rubber, there is a in

�� difference in the rubber thickness, the circumference of the tire
��
��
is not a perfect circle.
Even if the tire is perfectly circular, if the tire's rotation center
and the axle are not the same when installing, the tire will
�� become eccentric.
��
��
��
Radial run-out
�� When rotating the tire that has a radial run-out, the rotational
�� radius of the tire increases and decreases, bouncing the
vehicle up and down each time the tire rotates. This in turn,
causes "shake". Possible causes of radial run-out are tire run-
out, wheel run-out and the improper installation of the wheel
and axle hub.
Lateral run-out
When the tire or the disc wheel has lateral run-out, uneven
wearing and unstable driving will be caused. Possible causes
of lateral run-out are expansion in the tire's side wall or wheel
damage.
HINT:
When troubleshooting for the cause of run-out, not only a tire
inspection but also a disc wheel and an axle hub inspection is
required. (1/1)
Tires Uniformity
�� Tire uniformity refers to uniformity of weight, dimensions and

�� rigidity.
��
However, since uniformity of weight is ordinarily called "wheel
��
��
balance" and uniformity of dimensions is called "run-out" unifor-
mity alone usually refers to "uniformity of rigidity".
��
��
When a tire receives a load, it flexes, acting almost as if it were
�� a spring.
The tread, rubber, carcass, belt, and other materials of which
the tire is composed are not uniformly distributed around the
circumference of the tire, so tire rigidity is not uniform.
��
�� As a result, the tire is subject to subtle fluctuations in the way it
flexes as it rotates.
These fluctuations introduce a periodic variation in the force
which it receives from the road surface.
��
This force can be resolved into three components:
• Radial Force Variation (RFV)

�� Fluctuation in the vertical force acting upwards toward the tire's
center (parallel to the tire's radius).
• Lateral Force Variation (LFV)

Fluctuation in the horizontal force acting parallel to the tire's
axis.
• Tractive Force Variation (TFV)

Fluctuation in the horizontal force acting parallel to the tire's
direction of motion.
(1/3)
-9-
Tires Uniformity
60 R 15 88
Among RFV, LFV, and TFV, the most important is RFV.
5/
One On an actual vehicle, a tire with a high RFV imposes a vertical
Load variation (RFV)
19
rotation
vibration on the axle, which can lead to excessive vibration
RFV during high-speed travel.
Constant
Two ways to reduce RFV are (1) to trim minute quantities of
rubber from the tire circumference and (2) to shift the tire so
RFV maximum
Drum Rotational that the point with the maximum RFV lines up with the point on
angle the wheel rim having the minimum radial run-out.
RFV is large This is known as "phase matching".
RFV(kg)
Wheel run-out Before
• Radial run-out and RFV
minimum re-installing One rotation
RFV can be detected by a tester referred to as the "uniformity
machine". Set the tire on the drum of the uniformity machine
and apply the load. Rotate it slowly maintaining a certain dis-
tance between the drum shaft and the tire shaft. The load of
RFV(kg)
RFV is small
the tire shaft will change according to the RFV. This up and
After down load weight change (kg) is the RFV.
re-installing One rotation HINT:
The RFV often correlates to the radial run-out of tires. In this
case, the RFV will decrease by adjusting the radial run-out.
(2/3)
REFERENCE
RFV Mark on Tires
All radial-ply tires and disc wheels used on Toyota vehicles
are marked with painted dots. The white dot on the disc wheel
indicates the point with the minimum radial run-out; the red dot
on the tire, the point with the maximum RFV (radial force varia-
tion). The tire is installed on the disc wheel so that these two
marks match. (The yellow mark on the tire indicates the point
��
with the least weight). When changing a genuine Toyota tire,
be sure to match the white and red marks with each other. Fail-
ure to do so will cause high-speed vibration, even if all wheel
assemblies are correctly balanced.
��
��
(3/3)
Tires Others
�� • Spring Constant

The spring constant of the tire consists of the vertical and front-
to-rear spring constant. The vertical spring constant affects
the riding comfort; the front-to rear spring constant affects the
vibration of the drive train in the front-and-back direction. Tire
air pressure has the largest influence on the spring constant in
addition to structure, shape, load, etc.
(1/4)
-10-
Tires Others
Natural Frequency • Natural Frequency

Tires have their own natural frequency. When the frequency of
the road noise and harshness combines with the natural fre-
quency of the tires, these symptoms worsen.
(2/4)
�� • Envelopment Characteristic

�� The envelopment characteristic is the ability of a tire to wrap
around (envelope) an object on the road surface. This is par-
ticularly related to harshness. Comparing bias tires and radial
tires, bias tires are superior in envelope characteristics. Radial
��
tires have stiff belts in their treads, so their envelopment char-
acteristics are inferior to those of bias tires.
��
��
��
�� (3/4)
�� • Tread Pattern

Tire pattern noise is generated by the tread pattern. Air flow
occurring inside the grooves of a tire, as well as changes in the
rigidity of the tread brought about by repetitive deformations
of the tire grooves' contact area become a source of complex
vibratory forces.
Among the different patterns available, the block-pattern tires
tend to be the noisiest.
��
(4/4)
-11-
Propeller Shaft Imbalance
Imbalance in the propeller shaft causes vibration or noise, like

in tires. The propeller shaft turns faster than tires by the gear
ratio of the differential gear. Therefore, the frequency of the
vibration or noise increases, and is often accompanied by a
booming noise.
Main causes of Imbalance

To adjust the imbalance in the propeller shaft, a vibration meter
or other instrument is necessary. So, performing the adjustment
is difficult in ordinary workshops. Therefore, at first, inspect and
repair the portions which may cause imbalance.
(1) Run-out of the propeller shaft

Run-out is the same thing as the offset of the rotational center,
which causes the unbalanced rotation.
(2) Run-out of the differential companion flange and pro-

peller shaft center flange
If there is run-out in each flange, the rotational center of the
propeller shaft is altered.
(3) Offset centering of propeller shaft and differential com-

panion flange
If the propeller shaft and differential companion flange do not fit
together properly, centering is altered and the balance is lost.
HINT:
Run-out causes first order vibration in all cases.
(1/1)
Propeller Shaft Joint Angle
The propeller shaft joint has some angle due to the structure of a vehicle, so when
��
a propeller shaft rotates, a vibrating force is generated. Vibration frequency is the
second order component of the propeller shaft. This vibrating force is generated due
to the torque fluctuation in the output shaft against the input shaft, and secondary
couple (a type of force) applied to each joint.
• Torque fluctuation
�� In the case of a Hooke's joints, the joint angle generates torque fluctuation in the
input shaft. This torque fluctuation is generated twice per one propeller shaft revolu-
tion.
Torque fluctuation generated in the No.1 joint can be canceled at the No.2 joint by
equalizing the two joint angles (a, b) and combining the phase of the hook as shown
in the illustration. In this case, the amplitude of the torque fluctuation generated in
�� the No.1 and No.2 joints should be the same. Therefore, the joint angle of the No.1
� and No.2 joints should be the same and the output/input shaft should be parallel.
�� HINT:
��
�� Regarding the three-joint propeller shaft, torque fluctuation cannot be completely
canceled. So the joint angle has to be as small as possible.
��
��
��
��
(1/2)
-12-
Propeller Shaft Joint Angle
• Secondary couple
At a joint, a force proportional to the joint angle and input torque is generated. This
force is referred to as the secondary couple, because this force fluctuates twice per
one revolution of the propeller shaft.
Secondary couple, different from torque fluctuation, exists in each joint angle.
Therefore it cannot be stopped by equalizing the angle of the joint to set parallel
input/output shafts. It is necessary to minimize joint angle as much as possible.
(2/2)
-13-
Exercises

Answers Answers
Correct Correct
Answer Answer

-14-
Question-1
Correct
Answers
1. Due to the gasoline engine structure, torque fluctuation is inevitable. If the cause
of the vibration or noise is the torque fluctuation, repair can be very difficult. j True n
k
l
m
n j False
k
l
m
2. The torque fluctuation of the gasoline engine becomes larger when the throttle j True n
k
l
m
n j False
k
l
m
valve-opening angle is narrow.
3. Intake noise includes the pulsating sound of the air taken in and the resonance n True n
j
k
l
m j False
k
l
m
sounds.
4. The vibrating force caused by tires can be classified into two cases; the tire itself n True n
j
k
l
m j False
k
l
m
generates the vibrating force and rough road surface cause a vibrating force.
5. When the propeller shaft is not bell balanced, a vibration occurs, but noise does n True n
j
k
l
m j False
k
l
m
not occur.
Question-2
Correct
Answers
1. The propeller shaft rotating speed is faster than that of the tires, so the
frequency of the vibration higher. j True n
k
l
m
n j False
k
l
m
2. All the vibration from the propeller shaft is first order vibration. n True n
j
k
l
m j False
k
l
m
3. The vibrating force of the propeller shaft is caused by the torque fluctuation and n True n
j
k
l
m j False
k
l
m
secondary couple.
4. To reduce the torque fluctuation of the propeller shaft, the input and output shaft n True n
j
k
l
m j False
k
l
m
should be parallel.
5. To reduce secondary couple, the joint angle should be minimized as much n True n
j
k
l
m j False
k
l
m
as possible.
-15-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
Outline Experiencing NVH
When vibration or noise is generated, in order to judge whether

it is a malfunction or not, it is necessary to experience a variety
of different vibrations and noises in order to detect the source
of the generation.
Typical vibrations and noises are explained as follows.
1. Body shake
2. Steering flutter
3. Steering shimmy
4. Accelerator pedal vibration
5. Shift lever vibration
6. Ride discomfort
7. Harshness
8. Road noise
9. Tire pattern noise
10. Body booming noise
11. Body beating noise
12. Engine noise
13. Wind noise
14. Transmission gear whine
15. Differential gear whine
16. Clutch shudder (judder)
17. Take-off vibration (acceleration vibration)
18. Cranking vibration
19. Vibration at idle
20. Vibration during braking
21. Brake squeal (1/1)
Body Shake Phenomenon
"Shake" is defined as vertical or lateral vibration of the vehicle body and steering
wheel, along with vibration of the seats. Shake usually cannot be felt below a speed
of about 80 km/h (50 mph). Above this speed, shake increases markedly but then
peaks at a certain speed.
HINT:
The frequency of the vibration called "shake" is similar to the frequency of the vibra-
tions made by an impact wrench when it is being used to tighten nuts, etc.
�� Main causes

��
�� • Excessive tire run-out, imbalance or unevenness
• Resonances among engine, springs, steering wheel, seats, and body
��
��
��
(1/1)

-1-
Body Shake Mechanism
1. Runout and imbalance of a tire will cause the tire to generate

a vibrating force during vehicle operation.
2. This vibration is amplified and in turn causes the axles to

vibrate.
3. And the vibration of the axles is transmitted to the vehicle

body and the engine through the suspension.
4. When the transmitted vibrations resonate with the vehicle

�� body, the body vibrates strongly. In addition, when the vibra-
tions of the axles resonate with those of the engine, the engine
vibrates vigorously, which in turn, causes the body to vibrate
even more.
5. These body vibrations are transmitted to the steering wheel

and seats, causing the body, seats, and steering wheel to
�� vibrate.
�� (1/2)
Sometimes the body may shake alternately in the vertical

and lateral directions at approximately 10-second intervals.
This is due to slight differences in the turning radii of the tires,
which create differences in relative runout points between
the right and left tires, or between the front and rear tires. For
this reason, while test driving for body shake, it is important
to maintain the same speed for at least 10 seconds at a time,
before going on to another speed.
�� Body shake usually occurs due to unbalanced or unevenly
worn tires; for this reason, most body shake can be eliminated
by correcting tire balance or reducing runout.
�� (2/2)
Steering Flutter Phenomenon
Steering flutter is a condition in which the steering wheel oscillates 5 to 15 times

per second in the direction of the turn. It occurs at relatively limited but high
speeds; generally more than 80 km/h (50 mph), and the oscillations of the steering
wheel are fairly constant.
HINT:
Flutter resembles the vibrations made by an impact wrench when it is being used to
tighten nuts.
Main causes
•Tire imbalance, run-out, or unevenness
• Resonance between the tires and the steering wheel.
(1/1)
-2-
Steering Flutter Mechanism
1. Any run-out or imbalance in a tire will generate a vibrating

force while the vehicle is in motion.
2. This vibrating force generates an inertial moment at the king-

pin, causing the tires to vibrate laterally. The steering wheel will
oscillate laterally for this reason.
3. At this time, the steering shaft, steering rack, and the tie rods
act as a rigid spring, and the steering wheel acts as the weight
in the example given at the beginning of this book.
4. At a certain vehicle speed, the lateral vibrations of the tires

generated by the centrifugal force resonate with the steering
system, causing the steering wheel to oscillate clockwise and
counterclockwise.
(1/1)
Steering Shimmy Phenomenon and Mechanism
This is a condition in which the steering wheel oscillates clockwise and counter-
clockwise, just as in steering flutter, but at lower vehicle speeds; generally less than
80 km/h (50 mph). This symptom traces its origin to rough road or to braking when
tires or brakes are unevenly worn.
1. Main causes
• Bumpy road.
• Tire deformation or an abrupt vertical vibration caused by braking when tires or
brakes are unevenly worn.
• Resonances among tires, the steering system, and the suspension.
• Play in the steering linkages, a decrease in resistance due to wear, or lack of
hardness or rigidity of the steering linkages.
2. Mechanics of vibration development

A bumpy road, deformations in the tires, or vertical oscillations upon braking can all
trigger vibrations around the front kingpin, causing the steering wheel to shimmy.
The components that transmit these vibrations, and the symptoms of the vibrations,
are identical to those of steering flutter.
HINT:
Although steering flutter and shimmy seem to be identical, they have different
origins. Flutter is forced upon the steering wheel by the steering system resonating
��
with tire vibrations which are caused by imbalance, runout or unevenness in the
tires. Steering shimmy, on the other hand, is a self-perpetuating oscillation trig-
gered by braking on a bumpy road.
(1/1)
-3-
Accelerator Pedal Vibration Phenomenon and Mechanism
This is a high-frequency vibration which occurs at higher engine speeds, but is

unrelated to the vehicle speed. You can feel it with the sole of your foot as it rests
on the accelerator pedal, but the pedal does not pulsate greatly in the depressing
direction of the pedal.
1. Main causes
• Engine vibration
• Vibrations and resonances in the accelerator cable or linkage
• Lack of rigidity in the accelerator cable or linkage

(1) Engine vibration causes the accelerator cable or linkage to vibrate.
(2) The cable or linkage vibrations are transmitted to the accelerator pedal, causing
it to vibrate.
HINT:
In addition to vibration coming directly from the engine, there is also vibration trans-
mitted from the transmission throttle cable to the accelerator cable or linkage.
(1/1)
Shift Lever Vibration Phenomenon and Mechanism
This type of vibration causes the shift lever to oscillate, usually at relatively high
engine rpm. It tends to be more selective about the rpm at which it vibrates. Of
the various types of shift lever vibration, if the vibration occurs when the engine is
idling, see the section on "Vibration at Idle".
1. Main causes
• Out-of-tune engine.
• Imbalance in engine rotating or reciprocating components.
• Resonance in the shift lever, or lack of rigidity of the shift lever.
• Play between the shift lever and linkage, or worn bushings.

(1) Front-engine. Rear-wheel drive vehicles
• Engine torque fluctuations or imbalances in rotating or reciprocating components
generate bending vibrations in the drive train. Moreover, the joint angles or an
unbalanced propeller shaft may further amplify the vibrations.
• The transmission extension housing is thus vibrated vigorously, generating a
vibratory force which is transmitted to the shift lever.
• The shift lever oscillates, since it is mounted on the transmission extension hous-
ing. Any play in the shift lever further amplifies the vibration.
(2) Front-engine. Front-wheel drive vehicles

• An out-of-tune engine runs rough, causes the shift lever assembly to vibrate.
(1/1)
-4-
Ride Discomfort Phenomenon and Mechanism
Here, we are concerned not so much with vehicle vibrations, but with the bounc-
ing and swaying of the entire vehicle i.e., the transmission of every unevenness of
the road surface to the body. These symptoms appear when the vehicle runs over
bumps or uneven road surfaces at particular speeds.
1. Main causes
• Bumpy or uneven road surface
• Tire vibration
• Suspension vibration
"Bump" shocks Slow swaying
2. The development of discomfort
(1) The vehicle body sways when driving over bumps or uneven road surface.
These oscillations are transmitted to the suspension.
(2) The oscillations in the suspension cause the vehicle body to bounce repeatedly,
making it appear to the passengers that the vehicle is swaying.
(1/2)
REFERENCE
Regarding Riding Comfort
1. Ride discomfort is influenced by the sprung weight and the
unsprung weight. Generally, if the sprung weight is large the
vehicle body tends to vibrate less, resulting in good riding
comfort. If the unsprung weight is large, ride comfort worsens.
��
�� Also, if the shock absorber's damping force becomes reduced
or the spring force is too strong, that creates a "floating" or
"bumpy" feeling. So ride discomfort worsens.
�� 2. Regarding ride discomfort, because the suspension speci-
fication varies by the vehicle's design appeal (sporty type,
family-use etc.), it is necessary to consider the user's require-
ments and the type of vehicle.
3. Although vibration can be divided into various types includ-

ing pitching, rolling, and bouncing, in reality, all of them may
�� occur simultaneously.
(2/2)
-5-
Harshness Phenomenon and Mechanism
By harshness, we mean a single-stroke impact such as one produced by striking an

object with a hammer. Along with a loud noise, this impact is felt through the steer-
ing wheel, seats, and the floor. This kind of impact occurs when driving over a gap
or a bump in the road.
1. Main causes
• Envelopment characteristics of tires
• Worn suspension components (bushings, shock absorbers, etc.)
2. Mechanics of noise and vibration development

(1) A longitudinal impact is applied to the tire, causing a sectional deformation,
when the vehicle runs over a bump or a gap in the road.
(2) This impact is further transmitted to the suspension arms. The suspension bush-
ings are therefore compressed, transmitting the abrupt noise or vibration to the
vehicle body.
(1/2)
HINT:
Tire characteristics, and the shape and spring constants of the suspension arm
��
bushings have the most decisive influences in the development of harshness.

��
1. Tire characteristics
(1) Tires with low vibration-transmitting properties are able to absorb vibrations:
�� Usually these are soft tires.
(2) A tire with good envelopment characteristics:
Since radial tires have stiff belts in their treads, their envelopment characteristics
are inferior to those of bias tires.
�� The force of the impact created at the time the tire runs over a bump or a gap on
the road is a combination of the tire's vibration-transmitting and envelopment char-
�� acteristics. For this reason, when a radial tire, which possesses inferior envelop-
��
ment characteristics in comparison to bias tires, rolls over a gap or a bump in the
road, it readily transmits the impact to the suspension at low vehicle speeds. But at
higher speeds, the softer sidewalls of the radial tires are capable of absorbing such
impacts.
2. Suspension arm bushings

The longitudinal slits in the suspension arm bushings are designed to soften the
fore-and- aft impacts applied to the vehicle by allowing the bushings to flex. The
��
inter-rings provide rigidity in the transverse direction.
��
(2/2)
-6-
Road Noise Phenomenon and Mechanism
A continuous rumble or roar at a constant pitch makes up road noise; the volume
of this noise increases with the vehicle speed. This occurs mainly when driving on
poorly-paved roads.
1. Main causes
• Small bumps or depressions in the road surface
• Tires resonating with these irregularities
• Vibration of the suspension (due to improper spring constants of the rubber bush-
ings)
2. Mechanics of noise development

(1) When driving over poorly-paved roads, small vibrations are generated in the
tires. When these vibrations reach a certain frequency, they produce resonances in
the tires which amplify the vibrations.
(2) These vibrations are transmitted from the suspension to the vehicle body, and a
roaring is produced from the body panels.
(1/1)
Tire Pattern Noise Phenomenon and Mechanism
This type of noise occurs often in vehicle with block-or lug-pattern tires when driv-
ing on paved roads. It increases in volume with the vehicle speed.
1. Main cause
• Air-pumping effects of the tread pattern.

(1) When a tire turns on the road surface, air gets trapped between the tread
grooves, and the air is compressed upon contact with the road surface.
(2) As the tire keeps spinning, the compressed air is then freed from the tread - this
is called "air-pumping action" - and expands when released, creating a popping
sound. The multiplication of these sounds produces a roaring noise.
HINT:
Tires with patterns which easily trap air have a tendency to produce louder roars. In
other words, the block or lug tread pattern is more likely to generate noise than rib
pattern.
(1/1)
-7-
Body Booming Noise Phenomenon
This type of noise is felt as a pressure in your ears, and its origin is often unknown
to you. It increases in pitch (frequency) with the vehicle speed. It occurs within a
relatively narrow vehicle speed range centered around 10 km/h, or around 50 rpm if
associated with engine speed.
Main causes
• Out-of-tune engine
• Inertia due to reciprocating motion of pistons, or imbalance in engine
• Unbalanced propeller shaft
• Incorrect propeller shaft joint angle
• Resonances in the exhaust pipe
• Exhaust noise
• Resonances in auxiliary engine components
• Vibration due to torsional stresses on the propeller shaft and drive shafts.
(1/2)
REFERENCE
Body Booming Noise
As most of you must have experienced before, when you climb a high peak or
drive through a tunnel at high speeds, rapid changes in the atmospheric pressure
applies pressure to your eardrums. This may cause discomfort in your ears. The
body booming noise applies similar pressure to your ears. This is caused by large
fluctuations of air pressure in the interior of the vehicle.
(2/2)
Body Booming Noise Mechanism
1. Propeller shaft joint angle

• When a joint angle exists in the propeller shaft, there are two
torque fluctuations for every revolution of the propeller shaft.
These fluctuations become larger as the joint angle increases.
• At certain vehicle speeds these torque fluctuations vibrate the

drive train, and are transmitted through the rear suspension
arm bushings or springs,causing the body panels to vibrate.
This results in the body booming noise.
(1/5)
-8-
2. Out-of-balance propeller shaft

• When the propeller shaft is out of balance, the centrifugal
force created by this imbalance attempts to cause the ends of
the propeller shaft to bend outward and revolve in large circles
around the centerline of the shaft. Of course this does not
actually happen because the propeller shaft is fixed at both
ends. However, it does cause the shaft to vibrate once each
time it rotates.
• This vibratory force attempts to bend the propeller shaft.
• This vibratory force is further transmitted through the engine

rear mounts, center bearing for the propeller shaft, rear sus-
pension bushings, and to the body panels. The body panels
then vibrate, generating the body booming noise.
(2/5)
3. Exhaust pipe vibrations

• The exhaust pipe, being long and narrow, is easily vibrated.
Another important factor which causes it to vibrate vigorously
is that it is attached to the engine, the largest source of vibra-
tions in a vehicle.
• When the exhaust pipe resonates with engine vibration, the

vibration is further amplified and transmitted by way of the
O-rings and muffler clamps to the vehicle body, causing body
booming noise. To isolate the problem area you could remove
the O-rings one by one.
(3/5)
4. Vibration of auxiliary components

If the mounting brackets for the alternator, power steering
pump, or air conditioner compressor are made of material that
is not sufficiently rigid, they will resonate with engine vibra-
tion. The vibration will then be transmitted through the engine
mounts to the body, creating body booming noise.
(4/5)
-9-
HINT:
Body booming noise may be related to either the engine speed or to a certain
vehicle speed.
This can be determined by the following methods:
1. Does it occur when the engine is revved?
2. Does it occur when coasting?
(5/5)
Body Beating Noise Phenomenon
The volume (amplitude) of this noise alters cyclically, coming to you in waves. The
frequency of the noise accelerates with the increase in vehicle speed. This noise
occurs at certain engine and/or vehicle speeds, within a relatively narrow range.
Even weak body beating noises can be noticed easily because of their cyclic loud-
and- soft pattern.
(1/7)
-10-
How a beating sound is created

There must be two separate sounds for the beating noise to occur:
1. When two separate sounds with slightly different frequencies, A and B, occur
simultaneously, their volume varies cyclically, resulting in a beating noise.
2. When the hills (or the valleys) of two different vibration frequencies, A and B,
overlap, they produce a louder noise. And when the hills and the valleys of two dif-
ferent vibration frequencies overlap, they produce a softer noise.
The beating noise frequency can be represented as follows:

Frequency A - Frequency B = Beating noise frequency
Those that we are most apt to sense are beating noises with frequencies of 2 to 6
cycles per second, or 2 to 6 Hz.
Although we have discussed body beating noise here in terms of compound
sounds, the same concept of cyclic development may also be applied to vibrations,
which are the source of sounds.
�
�
Main causes
• Difference in engine and drive train vibration frequencies (torque converter slip-
page, or transmission gear ratio).
• Difference in engine and tire vibrations (differential reduction ratio).
Differences in engine and auxiliary component vibration frequencies (pulley ratio of
crankshaft pulley to accessory pulleys).
(2/7)
�� 1. Torque converter slippage

(1) Noise caused by imbalance
• If there is an imbalance in the pump impeller, and another
behind the turbine runner, such as in the propeller shaft, each
one of these components will produce a vibration.
• Because the torque converter by nature has slippage, the

relative imbalance between the pump impeller and the propel-
ler shaft will appear to rotate gradually around their common
axis.
• When the imbalance of the pump impeller is on the opposite

side in relation to the imbalance of the propeller shaft, vibra-
tions will be smaller than when the imbalances are both on the
same side.
• These two varying vibrations are transmitted to the body

panels through the engine rear support members or suspen-
sion arms bushings to produce the beating noise.
(3/7)
�� (2) Noise caused by torque fluctuations

Besides the previously mentioned vibration caused by imbal-
ances, a combination of engine torque fluctuation, converter
slippage, and torque fluctuation due to joint angle can also
create a vibratory force which develops into body beating
�� noise. It would be more practical to approach this repair from
the propeller shaft side than from inside the engine.
��
��
��
(4/7)
-11-
�� 2. Vibrations due to transmission gear ratio

Besides the body beating noise created by torque converter
slippage, the transmission gear ratio - such as overdrive in
an automatic transmission, or 5th gear in manual -sometimes
causes the engine vibration frequency to approach the drive
train vibration frequency, resulting in body beating noise.
��
��
��
��
��
(5/7)
�� 3. Vibrations due to pulley ratio

If the diameter of an accessory pulley and that of the crank-
shaft are close to integer multiples (e.g., 2 or 4) of each other,
the differences in the vibration frequency of the engine and that
of the accessory become small, and combine to produce body
beating noises. When this is the case, pinpoint the source by
removing the drive belts one at a time. This will enable you to
isolate the problem pulley.
(6/7)
�� 4. Vibrations due to differential reduction ratio

If the frequencies of vibrations created by the non- uniformity
of tires and the frequencies of engine vibrations (or of propeller
shaft vibrations) approach one another owing to the differential
gear ratio, these vibrations also will result in body beating
noises.
(7/7)
-12-
Body Beating Noise Mechanism
1. To determine whether a beating noise is caused by torque converter slippage or

not, you only need to vary the pressure of your foot on the accelerator pedal. If this
alters the frequency of the noise, you have isolated the source of the symptom.
2. A four-cylinder engine is more prone to body beating noise created by torque

�� converter slippage when the joint angle of the propeller shaft is great.
3. Since body beating noises are created by the combination of two different vibra-
tions, they can be eliminated by either increasing the difference between these two
frequencies, or by reducing the vibration of either one.
4. When test driving for these body beating noises, do not accelerate or decelerate
abruptly; if you do this, you will exceed the vehicle or engine speed at which the
symptom may be duplicated.
(1/1)
Engine Noise Phenomenon and Mechanism
A relatively high-pitched noise is whining in the passenger compartment, increasing

in volume with increases in engine rpm, when the vehicle is running at high speeds
or under a heavy load.
1. Main causes
• Mechanical noise from the engine
• Combustion noise
• Fan noise
• Exhaust noise
• Vibrations transmitted through air, engine mounts, hoses, and cables

The following illustration shows the route through which the noises and vibrations
enter the passenger compartment.
��
��
��
��
(1/1)
Wind Noise Phenomenon
This noise can be heard as airflow hissing in the window area. It occurs mostly at
high speeds, and changes in the vehicle speed or in the direction of the wind alter
this noise. Usually the volume of the noise increases with vehicle speed, but the
noise occasionally becomes inaudible depending on the wind direction.
Main causes
• Air disturbances created by irregularities in the vehicle body
• Air leaking through gaps between body panels
(1/1)
-13-
Wind Noise Mechanism
1. Noises created by air disturbances due to body irregu-

larities
When air flows over protrusions or recesses on the vehicle
surface, air disturbances are created behind them. The noises
created by these disturbances then enter the passenger com-
partment through the doors or windows.
2. Noises created by leaking air

At high speeds, the air pressure outside the passenger com-
partment is lower than that of the inside. When this air inside
is forced out through gaps in the weatherstrips or body panels,
and comes into contact with the exterior air flow, noise is gen-
erated.
HINT:
1. Wind noise may occur anywhere, but the four areas shown
in the figure are known to be the more common sources.
2. Some of the countermeasures for wind noise are to apply

body sealant to the body panel gaps, or to align the doors or
windshields.
3. Modern vehicles have less body panel gaps, and thus less
wind noise, than older model vehicles.
(1/1)
Transmission Gear Whine Phenomenon
In this section, we will discuss the noises created by the meshing of gears under
torque. This whine is a relatively high-pitched sound and does not apply a heavy
pressure to your ears. It is more likely to be transmitted from the front of the floor,
and usually in a particular gear.
Main causes
• Rotational fluctuations of the gears due to large backlash
• Lack of rigidity of the transmission or transaxle case
• Lack of rigidity of the engine rear-support member
��
• Resonance in the propeller shaft
• Improper spring constant of the engine mounts
��
(1/2)
-14-
Transmission Gear Whine Phenomenon
HINT:
Distinguish transmission gear whine from differential gear whine in rear-wheel drive
vehicles
��
Since these sounds are alike, it is important to be able to tell them apart.
��
��
��
��
��
��
��
��
��
(2/2)
Transmission Gear Whine Mechanism
1. Front-engine. Rear-wheel drive vehicles

• Rotational fluctuations of the gears due to backlash vibrate
the gears.
• These gear vibrations produce gear whine which is trans-
mitted to the body panels via the transmission case and the
engine rearsupport member.
• In addition, the gear whine which has been amplified by
resonances in the propeller shaft and rear suspension is trans-
mitted to the body by way of the suspension members or the
control arms.
2. Front-engine. Front-wheel drive vehicles

The noise is transmitted from the transaxle case through the
engine mounts, and to the body. Another route is from the
transaxle, through the shift linkage, and then to the body.
Transaxle noise may also be heard directly in the passenger
compartment.
(1/1)
-15-
Differential Gear Whine Phenomenon
In this section we will discuss the noise produced by the meshing of the differential
gears. It is a relatively high-pitched sound, and very similar to transmission gear
whine. There is no heavy pressure felt in your ears. This noise is heard at speeds
above intermediate speeds - that is, above 40 to 50 km/h, or 25 to 32 mph. They
occur at particular vehicle speeds, unrelated to the gear selected.
Main causes
• Vibration due to differential gear meshing
• Lack of rigidity of the differential carrier
FR vehicles
• Propeller shaft vibrations
• Lack of rigidity of the transaxle case
• Vibrations transmitted through engine mounts
HINT:
1. Usually differential gear whine is corrected by replacing the ring and pinion gears
or by adjusting their backlash. Occasionally it may be corrected by aligning the
suspension members, or the differential carrier of rear-wheel drive vehicles with
independent rear suspension.
2. In front-wheel drive vehicles with automatic transaxle, the whine which is pro-
duced by the counter gear of the transaxle is a high-pitched sound.
FF vehicles
(1/1)
Differential Gear Whine Mechanism
1. Front-engine. Rear-wheel drive vehicles

• When the differential ring and pinion gears mesh, the result-
ing backlash produces changes in the rotational speed in both
gears, causing them to vibrate.
• These vibrations in the differential carrier become amplified
when the propeller shaft and the rear suspension resonate with
them.
• These amplified gear vibrations are transmitted to the body,
producing differential gear whine.
2. Front-engine. Front-wheel drive vehicles

Just as with transmission whine, differential noise is transmit-
ted from the transaxle case through the engine mounts, and to
the body. Another route is from the transaxle, through the shift
linkage or speedometer, and then to the body. Transaxle noise
may also be heard directly in the passenger compartment.
(1/1)
-16-
Clutch-shudder (Judder) Phenomenon
This symptom occurs when the clutch is engaged at take-off, shaking the vehicle
in fore- and-aft direction. The shaking stops once the clutch has been completely
engaged. It occurs more often when the vehicle is carrying a heavy load, or when
the clutch pedal is partially depressed for prolonged periods, as when climbing a hill
in heavy traffic.
HINT:
Clutch shudder resembles the vibrations made by an impact wrench such as when
it is being used to tighten nuts.
Main causes
• Worn clutch lining
• Excessive runout of the clutch disc
• Bent diaphragm fingers of the clutch pressure plate
• Resonance in the drive train
(1/1)
Clutch-shudder (Judder) Mechanism
1. When you gradually engage the clutch at take-off, the wear

on the contacting surfaces of the clutch causes them to slip
intermittently, creating fluctuations in the transmitted engine
torque.
2. This torque fluctuation generates torsional vibration in the

drive train. When the torque fluctuation and the torsional vibra-
tion resonate with each other, the torque fluctuation becomes
amplified.
3. These amplified torque fluctuations are transmitted to the

tire, and the vehicle shakes fore and aft.
(1/1)
Take-off Vibration Phenomenon

(Acceleration Vibration)
The body, instrument panel, and steering wheel vibrate slightly on take-off. This
occurs during gradual engagement of the clutch, while the engine is still idling. The
shift lever, front seats, body, and steering wheel also vibrate. When you place your
feet on the rear floor, you can also feel small vibrations. These vibrations occur at
take-off in first gear, at 3/4 to full throttle.
Main causes
• Torque fluctuations in the engine
• Improper engine mount spring constant
• Resonance between the body and the steering wheel
• Excessive joint angle on the three-joint propeller shaft
• Resonating center bearing of the propeller shaft
• Excessive joint angle in the tripod-type constant velocity joint
(1/1)
-17-
Take-off Vibration (Acceleration Vibration) Mechanism
��
1. Engine torque fluctuations
• On take-off, the engine rpm drops when the clutch is
engaged. At this time the engine torque fluctuations increase,
causing the engine to vibrate on its roll axis.
HINT:
�� The "roll axis" of an engine is the centerline based on the
center of gravity around which the engine attempts to roll.
• These vibrations are transmitted to the body via the engine

��
mounts, resulting in instrument panel or steering wheel vibra-
tions.
2. Joint angle of three-joint propeller shaft

• The angle of the propeller shaft (created by the universal
joints) causes torsional force to be applied to the universal
joints, causing vibrations.
• The drive torque at sudden take-off increases this torsional
force.
• The center bearing resonates with this force. The vibration
that has thus been amplified is transmitted to the body.
(1/1)
Cranking Vibration Phenomenon
The body and seats shake slowly when you are cranking the engine. This vibration
occurs immediately upon cranking, and stops the moment the engine has started.
Main causes
• Engine torque fluctuations
• Body resonances
(1/1)
Cranking Vibration Mechanism
1. When the engine is cranked, pressure fluctuations in each

cylinder cause the engine to shake around its roll axis.
2. An opposing force is generated in the body by way of the

engine mounts.
3. This force then generates vibrations in the vehicle body.
HINT:
If unusual sounds accompany these vibrations, you must
check the engine mounts for proper alignment, and to see if
the exhaust pipe is hitting the body anywhere.
(1/1)
-18-
Vibration at Idle Phenomenon
The body, instrument panel, steering wheel shift lever, and seats vibrate slightly.
Some of these vibrations are continuous and some intermittent. The vibrations are
identical to these that you feel when the vehicle is idling poorly. They stop when you
rev the engine.
Main causes
• Engine torque fluctuations
• Resonances in the exhaust pipe
• Vibrations transmitted by the engine mounts
• Vibrations transmitted by the exhaust pipe supports
(1/1)
Vibration at Idle Mechanism
1. Engine torque fluctuations cause the engine to vibrate on its

roll axis. This roll vibration worsens if the load on the engine is
increased, or if the engine is out of tune.
2. These engine vibrations are transmitted through the engine

mounts to the body, causing the body to vibrate.
3. Furthermore, engine vibrations are transmitted to the

exhaust pipe, vibrating it. These vibrations are transmitted to
the body via the exhaust support rings.
4. The steering wheel and the seats also vibrate, accompany-

ing the body vibrations.
HINT:
Vibration at idle is likely to occur when the air conditioner is
turned on, the blower motor is operating, the automatic trans-
mission is except "N" or "P" range, the foot brake or parking
brake are applied, and the vehicle is at a standstill.
(1/1)
Vibration During Braking Phenomenon
The dashboard, steering wheel, and seats vibrate abruptly upon braking. A pulsa-
tion is felt on the brake pedal at the same frequency as this vibration. Although the
frequency is similar to that of body shake, the amplitude of this vibration is greater.
It occurs mostly when you apply the brakes while driving at intermediate to high
speeds.
Main causes
• Excessive runout of disc brake rotors
• Different thicknesses of disc rotors
• Excessive runout of brake drums
• Runout of rear axle shaft flange
(1/1)
-19-
Vibration During Braking Mechanism
1. Any runout of the disc brake rotors or drums causes the disc
pads or shoes to vibrate when the brakes are applied.
2. These vibrations are then transmitted through the hydraulic

system, causing the brake pedal to pulsate.
3. The disc brake rotors are also caused to vibrate simultane-

ously, causing the steering knuckles and axle shafts (or hubs)
to shake both vertically and in the fore-and-aft direction.
4. These vibrations of the axle shafts are transmitted through

�� the suspension to the body, causing the body to resonate and
thus amplifying the vibrations. These vibrations are similar to
body shake.
�� HINT:
When a wheel having excessive runout is mounted with lugnuts
onto the brake drum, it may cause the shoe-contacting surface
of the drum to deform.
(1/1)
Brake Squeal Phenomenon
There are two types of squeal: one is a high-pitched shriek and the other is a low-
pitched growl. A high-pitched shriek occurs during normal braking. It also occurs
during light braking on vehicles with disc brakes. A low-pitched growl occurs just
before the vehicle comes to a stop when the brake pedal is depressed hard.
Main causes
• Fluctuations in brake pad friction or shoe friction (due to hardening of the friction
material).
• Resonances in the brake rotors, drums, or backing plates due to lack of rigidity in
those components.
(1/1)
Brake Squeal Mechanism
�� 1. Disc Brakes

• When the brakes are applied, the friction generated by the
disc pads and rotors cause the disc pads to vibrate.
• The disc rotor resonates with this vibration, creating noise.
HINT:
Some disc brakes use rubber-coated anti-squeal shims, and
some use double-layered anti-squeal shims. Another method
of reducing brake squeal is to apply disc brake grease to both
�� sides of the inner anti-squeal shim(s).
2. Drum Brakes
• When the brakes are applied, the friction generated by
the brake shoes and brake drums cause the brake shoes to
vibrate.
• The brake drums and backing plates resonate with this vibra-
tion, creating noise.
(1/1)
-20-
-20
Exercises

Answers Answers
Correct Correct
Answer Answer

-21-
Question-1
For each of the following phenomena of vibration and noise (1 to 4), choose the correct description (A to D).
1. Engine noise 2. Wind noise
3. Transmission gear whine 4. Differential gear whine
a) High-pitch noise occurs when driving in a certain gear.
b) High-pitch noise occurs above a speed of 40 to 50km/h unrelated to the engine speed.
c) Noise occurs near the window when the vehicle speed is high.
d) High-pitch noise becomes louder as the engine speed increases.
Question-2
The following statements refer to body shake, steering flutter, and steering shimmy. Select the statement that is
True.
j 1.
k
l
m
n Body shake means vertical vibration of the vehicle body and steering wheel above a speed of about
80 km/h.
j 2.
k
l
m
n Steering flutter is a condition in which the steering wheel oscillates in the direction of the turn at relatively
low speed.
j 3.
k
l
m
n Steering shimmy is a condition in which the steering wheel oscillates in the direction of the turn above
a speed of about 80 km/h.
n 4.
j
k
l
m Once steering flutter occurs, vibration continues at a lower speed until the vehicle stops.
Question-3
The following statements refer to the causes of vibration when tires have run-out. Select the statement that is
False.
j 1.
k
l
m
n Body shake
j 2.
k
l
m
n Steering flutter
j 3.
k
l
m
n Steering shimmy
n 4.
j
k
l
m Harshness
-22-
Question-4
Correct
Answers
1. Accelerator pedal vibration occurs at a low speed unrelated to the engine
speed. n True n
j
k
l
m j False
k
l
m
2. Shift lever vibration occurs at a relatively high engine speed. j True n

k
l
m
n j False
k
l
m
3. Harshness is the condition in which the steering wheel, seats and vehicle floor j True n
k
l
m
n j False
k
l
m
vibrates when driving on a flat road.
4. Tire pattern noise easily occurs when driving with block- or lug-pattern tires. j True n
k
l
m
n j False
k
l
m
5. Body booming noise changes in volume periodically. j True n

k
l
m
n j False
k
l
m
Question-5
Correct
Answers
1. In engine noise, high-pitched noise increases as the engine speed becomes
higher. n True n
j
k
l
m j False
k
l
m
2. Body beating noise occurs unrelated to engine and vehicle speeds, in a wide j True n
k
l
m
n j False
k
l
m
range.
3. Wind noise changes related to the vehicle speed and direction of the wind. n True n
j
k
l
m j False
k
l
m
4. Vibration during braking is the condition in which the brake pedal, steering wheel j True n
k
l
m
n j False
k
l
m
etc. vibrates when releasing the pedal after braking once at high speeds.
5. In clutch shudder, vibration stops when the clutch is completely engaged. j True n
k
l
m
n j False
k
l
m
-23-
Diagnosis Master Technician - Fundamentals of NVH Examination

in this book.
screen.
instructor.
-1-
Q-1 The following statements refer to rigid body vibration and elastic vibration. Select the
n A. Elastic vibration is the vibration when an object is held by a spring and is functioning only as a weight.
j
k
l
m
j B. Rigid body vibration is the vibration of a continuous body which occurs when plucking a string with a
k
l
m
n
finger.
n C. In rigid body vibration, there is more than one resonance point.
j
k
l
m
j D. In elastic vibration, there is more than one resonance point.
k
l
m
n
Q-2 Which of the following statements about the natural frequency of a vibration is True?
j A. The lighter the weight, the lower the natural

k
l
m
n j B. The stronger the spring, the lower the natural
k
l
m
n
frequency. frequency.
j C. The amplitude varies according to the applied

k
l
m
n j D. The amplitude varies according to the applied
k
l
m
n
exterior force, but the natural frequency exterior force, the natural frequency changes.
remains unchanged.
Q-3 The following statements refer to amplitude, frequency and sound wave. Select the
j A. If the amplitude becomes larger, the sound becomes louder.

k
l
m
n
j B. If the frequency becomes higher, the pitch of the sound becomes lower.
k
l
m
n
j C. If the waveform is different, the sound becomes louder.
k
l
m
n
j D. Only when the amplitude and the frequency increase together, the sound becomes louder.
k
l
m
n
-2-
Q-4 Which one of the following frequency ranges can be sensed both as a vibration and as
a noise?
j A. 20Hz or less
k
l
m
n
j B. 20Hz to 200Hz
k
l
m
n
j C. 200Hz to 20kHz
k
l
m
n
j D. Over 20kHz
k
l
m
n
Q-5 The following statements refer to the A characteristics and C characteristics of a sound
level meter. Select the statement that is True.
j A. In A characteristics, the value does not indicate the actual noise because the measured sounds are
k
l
m
n
compensated in the way that the result is the closest to the human hearing sense. So A characteristic
is not used for vehicle noise measurement.
j B. C characteristic is a nearly flat type of frequency characteristics. The measured sounds are
k
l
m
n
compensated in the way that the result is the closest to the human hearing sense.
n C. In general, dB(C) is higher than dB(A).
j
k
l
m
j D. When measuring a noise with both A and C characteristics, the vehicle speeds at the peak are the
k
l
m
n
same but the peak values are different.
Q-6 The following statements refer to the prevention of vibration and noise. Select the
j A. Transmitting 2 passages between the vibrating force and the resonating system, and between the
k
l
m
n
transmitting system and the vibrating element must be removed.
j B. Vibration from vehicle's body panel can be reduced by using damping materials.
k
l
m
n
j C. In vehicles, the vibrating force must be removed to prevent vibration and noise.
k
l
m
n
j D. Dynamic dampers eliminate vibration by installing a weight to the resonance system.
k
l
m
n
Q-7 The following statements refer to the causes of vibrating force from the engine. Select
the statement that is False.
j A. The combustion pressure of the fuel in the combustion chamber.

k
l
m
n
j B. The inertia force caused by the rotary movement of the crankshaft.
k
l
m
n
j C. The inertia force caused by the rotary movement of the balance shaft.
k
l
m
n
j D. The inertia force caused by the reciprocating movement of the piston.
k
l
m
n
Q-8 The following statements refer to the solution to reduce the vibrating force from the
engine. Select the statement that is True.
j A. Absorb the torsional vibration of the crankshaft by installing the torsional damper in the crankshaft
k
l
m
n
pulley.
n B. Imbalanced reciprocating mass in the crankshaft can be balanced by lengthening the crankshaft.
j
k
l
m
j C. The first order vibration in a 1AZ-FE in-line four-cylinder engine can be removed by equipping a
k
l
m
n
balance weight shaft.
j D. Removing the inertia force of the rotary movement by lightening the flywheel.
k
l
m
n
-3-
Q-9 The following statements refer to the causes of the vibrating force from the engine
intake and exhaust systems. Select the statement that is True.
j A. A pulsating sound cannot be changed by changing the engine speed.

k
l
m
n
j B. Intake noise can be reduced by the intake resonator that accelerates the intake air speed.
k
l
m
n
j C. The exhaust sound can be reduced by the silencing characteristics of the muffler.
k
l
m
n
j D. Radiated sound of the exhaust noise is caused by the vibration of the O-ring due to the fluctuation of
k
l
m
n
the exhaust pressure.
Q-10 The following statements refer to the causes of the vibrating force from tires. Select the
j A. Sufficient dynamic balance and insufficient static balance causes a vibrating force.
k
l
m
n
j B. Insufficient dynamic balance causes radius vibration.
k
l
m
n
j C. If tires are perfectly circular, vibration in the radial direction on the vehicle does not occur.
k
l
m
n
j D. TFV is the main cause of shaking force among the uniformity of tires.
k
l
m
n
Q-11 The following illustrations and statements refer to the balance weight installation
method when there is imbalance (heavy) in a tire. Select the illustration and statement
that are True.
j A. Install a balance weight at A

k
l
m
n j B. Install a balance weight at B
k
l
m
n
in the illustration. in the illustration.
j C. Install a balance weight at C

k
l
m
n j D. Install a balance weight at D
k
l
m
n
in the illustration. in the illustration.
-4-
Q-12 The following statements refer to the vibrating force in a vehicle. Select the statement
that is False.
j A. The torque fluctuation at the engine

k
l
m
n
n B. Imbalanced tires
j
k
l
m
j C. The damping force of the shock absorber
k
l
m
n
j D. The fluctuations in friction of the clutch or the brake
k
l
m
n
Q-13 The following statements refer to vibration and noise. Select the statement that
is True.
j A. Accelerator pedal vibration occurs at a high speed unrelated to the engine speed.
k
l
m
n
j B. Harshness is the condition in which the steering wheel, seats and vehicle floor vibrates when
k
l
m
n
driving on a flat road.
n C. Tire pattern noise easily occurs when driving with rib pattern tires.
j
k
l
m
j D. Body booming noise is felt as a pressure in your ears.
k
l
m
n
Q-14 The following statements refer to vibration and noise. Select the statement that
is False.
j A. Body beating noise occurs at a certain engine and vehicle speeds, within a relatively narrow range.
k
l
m
n
j B. Wind noise changes related to the vehicle speed and direction of the wind.
k
l
m
n
j C. Clutch shudder is the condition in which the whole body laterally vibrates when the clutch is
k
l
m
n
completely engaged.
j D. Vibration during braking is the condition in which the brake pedal, steering wheel etc. vibrates when
k
l
m
n
braking at high speeds.
Q-15 Which one of the following 2 frequencies creates body beating noise?
j A. 60Hz and 60Hz

k
l
m
n
j B. 60Hz and 30Hz
k
l
m
n
j C. 60Hz and 63Hz
k
l
m
n
j D. 60Hz and 80Hz
k
l
m
n
-5-

Fundamentals of NVH

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Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
Basic Troubleshooting Outline

When troubleshooting vibration and noise, it is important
to understand the mechanisms that generate them.
AUTO
The symptoms of vibration and noise are generated by
vibration starting at the vibration source, traveling through
TEMP
A/C OFF AUTO
the transmitting system and causing the vibrating element

to vibrate.
Vibration and noise can be repaired by cutting off the
transmitting passage anywhere between the vibration
source and the vibrating element. However, the most
effective means is to eliminate the vibration source itself.
Therefore, driving tests and frequency analysis are car-
ried out and the vibration source is ascertained.
In order to ascertain the vibration source, the following

techniques are combined in various ways.
• Methods that narrow down the cause through driving
tests
• Methods that eliminate possible vibration sources
• Methods for estimating the vibration source from its
frequency
• Methods using measuring instrument
• Methods using the five senses
(1/1)
Methods that Narrow Down Possible Causes through

Driving Tests
To narrow down the cause of the vibration and noise
AUTO
TEMP
A/C OFF AUTO
using a driving test, one must drive while not only check-
ing why a vibration and noise occurs, but also checking in
what instance the vibration and noise does not occur.
• What happens if you reving the engine at high

speeds?
• What happens if you shift to neutral?
• What happens if you press down on the clutch pedal?
• What happens if you switch on the air conditioner?
• What happens when you accelerate or decelerate?
• What happens if you change the shift position? etc.
It is necessary to conduct different tests according to the

nature of the vibration and noise and to conduct tests pre-
cisely in a logical order to determine the cause.
HINT:
If vibration and noise occur when revving the engine at high speeds, what does this tell us?
• The only thing that rotates and moves when revving the engine at high speeds is the engine itself.
• Vibration and noises caused by imbalance in the tires or propeller shaft are not generated by revving the engine
at high speeds.
• The possible location of the cause of vibration and noise generated by revving the engine at high speeds is lim-
ited to the engine, exhaust pipe, clutch, and torque converter.
In order to find the location of the cause, it is necessary to narrow down the possible factors.
In order to narrow down these factors, drive the vehicle in different ways to determine whether the vibration and
noise are caused by the engine speed or vehicle speed, whether they are related to the engine or to other parts of
the vehicle.
(1/1)

-1-
Methods that Eliminate Possible

Vibration Sources
These methods narrow down the cause

of vibration and noise by eliminating
possible vibration sources one by one.
However in reality, eliminating possible
vibration sources one by one in vehicles
is not easy, and it is impossible to elimi-
nate them all. Therefore, in the "Methods
that Narrow Down Possible Causes
through Driving Tests" as described
above, this method narrows down possi-
ble causes by operating the vehicle
under different conditions.
Specifically, there are the following

methods.
• Lift up the vehicle and drive with the
tires removed.
• Remove the O-ring of the exhaust
pipe.
• Attach another muffler to the tail pipe
of the muffler and eliminate the
exhaust sound.
• Remove the drive belts that drive the
auxiliary equipment from the engine
in order.
(1/1)
Methods for Estimating the Vibration

Source from its Frequency
1. Methods using measuring instru-
ment
These methods measure the vibra-
tion with a vibration meter and the
noise with a sound level meter, and
obtain the frequency with a fre-
quency analyzer.
If the vibration and noise symptoms
are captured with these measuring
instruments, the cause can be pin-
pointed easily.
Also, using such instruments not only

pinpoints the vibration source, but also
has the following advantages because
the magnitude of the vibration and noise
are expressed in numbers.
• The magnitude can be measured

using a fixed scale.
• The effect of repair work can be
checked accurately.
• Standard for evaluation using the
five senses is made clear.
• Showing specific data is more per-
suasive to the customer.
(1/2)
-2-
2. Methods using the five senses

It is extremely difficult to pinpoint the vibration and
10Hz noise frequency precisely using only the five senses.
However, it is possible to compare two frequencies
and judge which one is higher and which one is lower.
It is also possible to compare the frequency of the cur-
rent problem with the frequency of similar vibrations
experienced in the past and judge whether or not they
are the same.
By sharpening the five senses in this way and specify-
ing the frequency, we are able to narrow down the
number of possible causes of the vibration and noise.
HINT:
At a vehicle speed of 100 km/h, vibration like a massage machine is generated.
(1) The vibration frequency for a massage machine is 40-50 Hz.
(2) What is the frequency for unbalanced tires?
Vehicle speed: 100 km/h
Engine speed: 3,000 rpm
Transmission gear ratio: 1.000
Propeller shaft revolution speed: 3,000 rpm
Differential gear ratio: approximately 4
Tire revolution speed: 3,000/4 = 750 rpm
Frequency: 750/60 = 12.5 Hz
(3) What is the frequency for an unbalanced propeller shaft?
Frequency: 3,000x2÷60 = 100 Hz
(4) Since the frequency of the vibration generated is 40-50 Hz, it can be estimated that the vibration source origi-
nates in an imbalance of the propeller shaft.
At a vehicle speed of 100 km/h, a booming noise is generated.
(1) What is the frequency for an unbalanced propeller shaft?
Frequency: 3,000/60 = 50 Hz
(2) What is the frequency caused by the propeller shaft joint angle?
Frequency: 3,000x2÷60 = 100 Hz
(3) When the frequency of the booming noise is compared with 50 Hz and 100 Hz, it is judged to be the higher, so it
can be estimated that the vibration source is the joint angle of the propeller shaft.
(2/2)
-3-
Vibration and Noise Repairs Malfunction Generating Mechanisms

1. Malfunction generating mecha-
Sound Sound
nisms
Vibration source Resonating Transmitting Vibrating element Vibration
(Vibrating force) system system (Sound generator) of air Vibration and noise are basically the
(1) (2) (3) (4) same.
A vibration source generates vibra-
Vibrating system Noise tion and a resonating system makes
the vibration larger. The vibration
(1) (2)
(4) travels through the transmitting sys-
tem and the vibrating element
vibrates generating noise.
(3)
(4) • Transmission process of vibra-
tions and sounds
(1) Vibration is generated.
(2) Vibration increases.
(1) (2) (3) Vibration is transmitted.
(4) Vibration or sound appears.
(3)
• The case of an electric guitar

(1) Strings vibrate.
(2) Vibration is amplified by an amplifier.
(3) Vibration is transmitted via a wire.
(4) Sound is heard through a speaker.
• An example in the case of a vehicle
(1) Engine vibrates.
(2) Exhaust pipe vibrations increase.
(3) Vibration is transmitted via the O-ring.
(4) Vehicle body vibrates.
2. Concept of repair
There are various methods for repairing vibration and noise.
• Eliminate the vibration force.
• Stop the resonance.
• Stop the transmission.
• Stop the vibration of the vibrating element.
Or any other method as long as it cuts off the vibration transmission passage.
(1/1)
-4-
Repair Methods
vibrating force 1. Reducing the vibrating force
The best method for repairing vibra-
tion and noise problems is to elimi-
-
nate the vibration source. The
foundation of repair work is to first
reduce the vibration force. However,
some vibration forces cannot be
reduced unless a special vehicle
structure is employed. For example
the vehicle is being driven, the
engine rotates and vibration is gener-
ated by fluctuation in the engine
torque. Also, it is impossible to com-
pletely eliminate imbalance among
tires. Instead, in reality methods are
used that reduce such imbalance to
a level to which it is no longer a prob-
lem. In such cases, this method will
be combined with methods 2-4
below.
2. Preventing resonance
In this case, it is necessary to either
lower the resonance level or move
the resonance point outside the con-
stant velocity region. As a method for
doing this, the resonance point can
be altered, for example by installing a
damper. Also, there are cases in
s which the resonance point changes
and vibrates because of inadequate
tightening.
3. Reducing the transmission of

vibration
The transmission of vibration in vehi-
cles is prevented through the use of
vibration isolating rubber. Typical
examples are engine mountings and
suspension bushings. In order to
reduce vibration and noise, vibration
isolating rubber should generally be
soft, but it is not easy to change its
hardness.In repair work, check for
mounting installation entanglement
and rubber aging.
-5-
4. Preventing vibration of the vibrat-

ing element
This method prevents vibration by
pasting vibration absorbent materi-
als such as asphalt sheets on the
floor panels.
(1/1)
Methods Using Measuring Instrument Measuring Vibration and Noise

When isolating and recording vibration
and noise data with measuring instru-
ment, it is necessary to correctly mea-
sure as people would sense them.
People sense noise with their ears, and
sense vibration with various parts of the
body, such as the hands, feet, and back.
They also sense it by seeing it with their
eyes.
It is important to correctly record with a
vibration meter or sound level meter
exactly what the customers sense.
If the vibration and noise pointed out by

customers is accurately isolated and
recorded with measuring instrument, the
cause can then be easily identified
through the frequency analysis dis-
cussed below.
(1/1)
Frequency Analysis
We have already learned that vibration and noise have
frequencies.
Generally, these frequencies have a peak and are distrib-
uted around a specific frequency.
This peak frequency often matches the frequency of the
Hz
vibration source that is causing the vibration and noise
and, by finding the peak frequency, it is possible to spec-
ify the source of where the vibrations are being gener-
ated.
A frequency analyzer can find this frequency from data

measured with a vibration meter or sound level meter.
In order to track down the vibration source from the peak vibration or noise frequency found through frequency anal-
ysis, it is necessary to find the rotational frequencies for the possible vibration sources by calculating them from
such information as the engine speed, vehicle speed, and gear ratios.
If a frequency found through such calculation matches the frequency found through measurement, the object that
has that frequency is the source of where the vibrations are being generated.
(1/1)
-6-
Actual Example of Frequency Analy-

sis
1. Shake
Shake is often caused by tire imbal-
ance.
• Symptoms:
The steering wheel shakes when
Vertical shake driving the vehicle at a speed of 100
(Body and steering wheel km/h and the shaking peaks at 120
vibrate up and down) km/h.
• Results of measurement:
Measuring the vibration of the steer-
ing wheel with a vibration meter
Lateral shake found a peak in vibration at 120 km/
(Body and seat vibrate h.
right and left)
• Results of frequency analysis
When the frequency at the peak was
checked with a frequency analyzer, a
frequency of 18 Hz was confirmed.
• Calculation:
• Results:
Because the result of frequency anal-
ysis (18 Hz) and the tire revolution
speed (17.7 Hz) match, the tires can
be considered to be providing the
vibration force and to be causing the
shaking.
(1/3)
2. Booming noise
Booming noise can be generated by engine problems
such as engine torque fluctuation and propeller shaft
imbalance. Also, because the range of vehicle speed
and engine speed at which the noise occurs are nar-
row, it is necessary to correctly understand the symp-
toms.
• Symptoms:
The noise is generated under the following conditions:
Vehicle speed: 90-110 km/h
Gear position: 4th
Engine speed: 3550-3700 rpm
The noise does not occur when revving the engine at
high speed, but the noise occurs when driving the
vehicle.
• Measurement results:
When the noise was measured with a sound level
meter, a peak in the noise was measured at a vehicle
speed of 100 km/h and engine speed of 3600 rpm.
• Frequency analysis results:
When checked using a frequency analyzer, a peak
frequency of 60 Hz was confirmed.
-7-
• Calculations:
• Results:
The calculations resulted in the same frequency for
engine imbalance and propeller shaft imbalance, but
the noise does not occur when the engine is revved at
high speeds. Therefore, it can be estimated that the
propeller shaft imbalance is the source of the vibration
force.
(2/3)
3. Beat noise
Beat noise is generated when two
frequencies are generated.
• Symptoms:
The noise is generated under the fol-
lowing conditions:
Vehicle speed: 75 km/h - 85 km/h
Gear position: 3rd
Engine speed: 3000-3600 rpm
• Measurement results:
When the noise was measured with
a sound level meter, a peak in the
noise was measured at a vehicle
speed of 80 km/h and engine speed
of 3500 rpm.
• Frequency analysis results:
When the frequency for the peak was
checked with a frequency analyzer, a
waveform was verified with peaks at
171 Hz and 174 Hz.
-8-
• Calculations:
• Results:
From the results of the calculations, it
can be estimated that the beat noise
is caused by resonance between
engine torque fluctuation and propel-
ler shaft secondary vibration.
(In-line 6 cylinders engine)
(3/3)
-9-
Methods Using the Five Senses Outline

1. Physical perception and measured values
In vibration and noise repair, it is important to under-
stand through sensory perception the vibration level in
"G" and the noise level in "dB" as measured by the
measuring equipment.
Technicians should practice on a day-to-day basis so
that they can evaluate the magnitude of vibration and
noise with a fixed scale and provide accurate advice
and judgment for the level of malfunction pointed out
by the customer.
Points for improving sensory perception:
(1) Vibration level "G"

• While reading the magnitude of the vibration using the vibration meter, get a general feel of the magnitude of the
vibration with your senses.
• Use a vibration meter to measure the steering wheel deflection run-out that you have checked visually and com-
pare that with the value from the vibration meter.
Develop the ability to approximate vibration level from your senses.
Example: If it is swings with this much amplitude for one second, that is about 0.2 G.
• Using the magnitude of vibration on the floor and seats felt with your body driving at 100 km/h as the reference,
measure with the vibration meter and assign a evaluation score.
(2) Noise level "dB"
• Use a sound level meter to measure the magnitude of noise felt while driving at 100 km/h and check the value
measured.
For example, if the value measured at 100 km/h is 60 dB, use that as the reference and judge dB values to be
greater or less than that.
• Learn how much change is heard when the dB value changes.
(3) Frequency "Hz"
• Measure the frequencies of familiar vibration and noise, and judge if other frequencies are higher or lower than
this reference.
For example, if the steering wheel vibration when the engine is idling is the engine torque fluctuation frequency,
use this frequency as the reference.
• Using the frequencies of vibration sources found through calculation, judge the frequencies of vibration and
noise you feel with your senses.
(1/2)
2. The importance of the five senses

When evaluating the level of vibration and noise, cor-
rect judgment is made by evaluating quantitatively
15HZ ? using measuring instruments, such as the vibration
30HZ ? meter and the sound level meter.
However, the final judgment about whether or not
vibration and noise are acceptable is made by the
customer, not by measuring instruments.
There are cases in which vibration and noise of the
same magnitude as measured with the measuring
instruments are felt differently by different people, so
sometimes the judgment of the vibration and noise is
made by the five senses of the customer, not by a
number shown on a measuring instrument.
Here, we will learn the following points for evaluation
with the five senses so that all of you can evaluate
vibration and noise quantitatively using the same
scale.
• Uniformity of evaluation conditions
• Knowing the vibration and noise levels for same
model vehicles and competitor vehicles
• Taking into consider special factors for each vehi-
cle model
• Definition of evaluation scores
(2/2)
- 10 -
Points for Evaluation Using the Five Senses

1. Uniformity of evaluation conditions
Making the evaluation conditions as uniform as possible

is important for relative evaluation.
• Vehicle conditions:
Each time you evaluate, not only should the vehicle be
the same model and grade, but the load, number of
passengers, accessories, etc. should also be the
same.
• Clothing, shoes:
The clothing and shoes you wear should be similar to
those used by the customer.
Work to evaluate under the same conditions every
time, including the technician's physical condition.
• Driving tests:
Evaluate on the same roads and under the same con-
ditions that the customer has said he or she experi-
ences.
Do not change these conditions until the evaluation is
completed.
HINT:
• In some cases, it is also necessary to evaluate under
conditions different from those of the customer. Even
in such cases, maintain the identical conditions until
the evaluation is completed.
• In order to evaluate efficiently, evaluate in pairs, with
one person in the driver's seat and one in the back
seat.
2. Knowing the vibration and noise levels for same
model vehicles and competitor vehicles
The foundation for evaluating whether or not the vibra-
tion and noise level pointed out by the customer is a
problem or not is by comparing the level with another
However, customers often judge for themselves how
the vibration and noise level of their own vehicle com-
pares with competitor vehicles. Therefore, we must
adequately understand the vibration and noise levels
for competitor vehicles in our own market and com-
pare the customer's vehicle to other vehicles of the
same model.
3. Taking into consideration special factors for each
vehicle model
Evaluate how the vehicle is used, the age of the cus-
tomer, and the special factors unique to each model.
(1/2)
- 11 -
4. Definition of evaluation scores

Many people carry out the evalua-
tions and their results are averaged
to find the final evaluation.
Having fully understood the grading
Excellent No problem exists strong sales point
system, the evaluation is made on a
Good Acceptable critical customer complain scale from 1 to 5.
HINT:
As we have already learned, it is not
Acceptable few customers complain possible to reduce the vibration and
noise of vehicle to zero.
Therefore, set "3" as the standard for
Poor Unacceptable most customers complain evaluation and judge how far the mal-
function level pointed out by the cus-
Extreme Unacceptable all customers complain tomer deviates from the standard.
Evaluation slightly above or below the description Scores of "1" and "5" are generally not
may be rated as 2.5 , 3.5. used.
Also take the following items into consider when assigning evaluation scores.
Competitiveness: Superiority over competitor vehicle
Vehicle model
Presence/absence of peak(s): Whether or not the vibration and noise levels change
Nature of use: Usage frequency of gear position, vehicle speed, engine speed, etc.
Environment: Wind speed, road surface, weather, and other influences
Dark noise: Balance with other symptoms in the same area as the symptom being
evaluated
Sound tone
(2/2)
- 12 -
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each Exer-
cise, you can use the reference button to check the pages related to the current question. When you get a incorrect
answer, please return to the text to review the material and find the correct answer. When all questions have been
answered correctly, you can go to the next Chapter.

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 13 -
Question- 1
Which of the following statements about the way to look for a vibration source using NVH troubleshooting is incor-
rect?
1. Methods for narrowing down the factors using driving tests
2. Methods for increasing the amount of vibration to the vibrating part
3. Methods for estimating the vibration source from the frequency
4. Methods for specifying the frequency using the five senses and estimating the vibration source
Question- 2
Which of the following statements about the explanation of troubleshooting for vibration and noise using measuring
equipment is correct?
1. If the vibration and noise is confirmed using measuring equipment, there is no need to check the vibra-
tion or noise sensed by people.
2. If the calculated frequency and measured frequency do not match, it is possible that the measurement
was not conducted correctly, so conduct troubleshooting using the calculated frequency.
3. A frequency analyzer can identify the vibration and noise frequency from the data measured by the vibra-
tion meter and sound level meter.
4. It is not a problem if the frequency distribution is known even if the frequency peak is not specified by the
frequency analyzer.
Question- 3
.
To narrow down the cause of the vibration and noise using a driving
test, one must drive while not only checking why a vibration and
1 True False
noise occurs, but also checking in what instance the vibration and
noise does not occur.
To identify the vibration source and resonance system from the fre-
quency obtained using the frequency analyzer, the sources of vibra-
2 True False
tion must be eliminated one at a time and a vibration analysis must
be performed each time a vibration is eliminated.
Eliminating the vibration sources one at a time is a method to nar-

3 True False
row down the cause of a vibration and noise.
Based on values from the vibration meter, sound level meter and
4 frequency analyzer, whether or not repairs were made can be accu- True False
rately confirmed.
If the vibration and noise symptoms can be captured using the fre-
5 True False
quency analyzer, the cause can be easily identified.
- 14 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
Vibration Measurement Outline

Vibration is expressed using the terms vibration velocity,
vibration acceleration, and amplitude. Of these, the vibra-
tion acceleration is most often used for vehicle vibration.
A vibration meter measures vibration quantitatively.

A vibration meter can measure the acceleration, velocity,
displacement, etc. of vibration.
Vibration measurement converts the vibration of the

vibrating element into electric signals with a pickup and
converts these signals into the vibration acceleration,
velocity or displacement with a vibration meter and dis-
plays the result.
Vibration meters are not particularly difficult to conduct

measurements with. However, if the settings are not
made correctly before the measurement, errors in mea-
surement may result. There may be unfamiliar terms as
well. Therefore, we should master accurate knowledge
and handling instructions and learn how to measure
accurately.
HINT:
The "G" is generally used as a unit to measure vibration
acceleration.
(1/1)
Vibration Measurement Vibration Meter Usage

In order to use a vibration meter to mea-
sure vibration accurately, it is necessary
Filter to understand how to correctly operate
HP : 3Hz LP : 50kHz the vibration meter and adjust it to the
Indication proper settings.
DET : EQ PEAK characteristic
RANGE : 1.44 G ACC Measuring
EU : 1.0 E +0 OFF unit Using the vibration meter settings prop-
erly will make measurements more pre-
cise.
ALARM : OFF
ALERT : 1.0 E +0
DANGER : 1.0 E +0 Vibration meter characteristics
• Filter (Frequency filtering character-
istics)
3Hz 10Hz • Indication characteristics
• Measurement unit
• Level range
• Frequency pickup
HINT:
This explanation only covers vibration
meter basics.
For more details, refer to the operations
manual for your vibration meter.
(1/6)

-1-
1. Filter
The frequencies at which vehicle vibration becomes a
Measuring range:3 500Hz Measuring range:50 50kHz problem are often in the range 10-200 Hz.
Even within this range, shake or flutter, and other vibra-
tion malfunction have peaks and are within a narrow fre-
quency range. If the range of frequencies measured is
broad, since extraneous frequencies with no relation to
the malfunction are also measured, there is a possibility
of making mistakes in the measurement.
Vibration meters have filters for restricting the range of

Hz frequencies measured.
3 10 50 500 5k 50k
(1) High-pass filter (HP)
High-pass filter Low-pass filter
Only vibration at frequencies higher than the set fre-
quency is measured. Vibration at frequencies lower
than this does not pass through the filter.
(2) Low-pass filter (LP)
Only vibration at frequencies lower than the set fre-
quency is measured. Vibration at frequencies higher
than this does not pass through the filter.
HINT:
You can restrict the frequency range measured by skill-
fully using the high-pass filter and low-pass filter. Esti-
mate the approximate frequencies for the vibration you
want to measure, then set the filters.
When measuring shake around 15-30 Hz with a vibration

meter with the following type of filters, set the high-pass
filter to 10 Hz and the low-pass filter to 50 Hz.
• High-pass filters: 3 Hz, 10 Hz
• Low-pass filters: 50 Hz, 500 Hz, 5 kHz, 50 kHz
(2/6)
-2-
2. Indication characteristic
The vibration meter pickup converts the detected vibra-
tion into an electrical signal with an AC waveform and
transmits this signal to the vibration meter.
PEAK How this AC waveform is processed and displayed as a
RMS
EQ
PEAK
number on the vibration meter is its indication character-
istics. For different indication characteristics, the same
vibration produces different measured values.
EQ PEAK= 2 RMS Up to this time, the EQ PEAK is mainly used for vehicle
vibration measurement. However, the RMS is used lately.
(1) EQ PEAK (equivalent peak)
This displays peak pressure level for when the actual
vibration waveform is corrected to a sine wave.
For vehicle vibration measurement, this characteristic
141.4V is often used.
100V
RMS
PEAK
PEAK to PEAK
(2)RMS (Root Mean Square)
0V RMS has the characteristic its peak pressure level
equal to 1/ 2 of the EQ PEAK.
This corresponds to the designation generally used for
voltage values for home appliance AC power.
For a 100VAC power supply, if we investigate the
actual voltage, it changes periodically between a max-
imum of 141.4 V and a minimum of -141.4 V.
Even though the peak is 141.4 V, the amount of work
is the same as for a DC voltage of 100 V.
(3)PEAK
This is used for impact vibration and directly tracks
peak pressure level of the vibration waveform.
This indication characteristic shows the value of the
peak of the waveform.
(3/6)
3. Measurement units
Select the measurement units for
what will be measured from the
vibration waveform obtained from the
indication characteristic setting.
Acceleration
Acceleration: "G" is often used for
vehicle vibration measurement.
Typical measurement units:

Speed • Acceleration: m/s2, G
Amplitude
• Speed: mm/s, in./s
• Amplitude: mm, mils
(4/6)
-3-
4. Level range
OVER In the same way as the current set-
ACC EQ-PEA
Q-PEA
P
ting for an ammeter, use the vibration
0.65 0.456
G
meter by setting the desired acceler-
ation (G) level range.
ALERT : 1.00 Always start from higher level ranges
DANGER : 1.00 and work downward to lower level
MAX ranges so that the "OVER" message
is not displayed.
ACC EQ-PEAK HINT:
0.65 4.56
G
• Vehicle vibration does not exceed 1
G. Even when braking so suddenly
ALERT : 1.00 that the ABS is triggered, the vibra-
DANGER : 1.00 tion is around 0.8 G.
MAX • For shake and flutter, if there is vibra-
tion of 0.2 - 0.3 G, it will often be
pointed out as malfunction.
(5/6)
5. Pickup characteristics
There are various pickup types, with
different vibration detection methods,
or frequency characteristics, etc.
Here, we will explain about piezo-
electric type pickups.
Features:
• This type is small and light, and can
cover a comparatively wide range.
• If external force is applied to the
piezoelectric element and strain gen-
erated, voltage is generated.
This strain is proportional to the
acceleration and the voltage
obtained corresponds to the acceler-
ation.
This voltage is measured and dis-
played on the vibration meter.
HINT:
Since the piezoelectric pickup has com-
paratively easy handling, it is widely
used for measuring vehicle vibration.
(6/6)
-4-
REFERENCE:
Pickup Types
Piezoelectric pickups are classified by
Shear type piezoelectric pickup Compression type piezoelectric pickup
structure into two types: the shear type
and the compression type.
• Shear type
Vibration Weight Vibration The structure joins one electrode sur-
Piezoelectric direction direction
face of the piezoelectric element to
element Piezoelectric
element the weight and the other to the case
and causes strain in the shear direc-
tion of the piezoelectric element.
This type is compact and highly sen-
sitive and has minimal noise, so it is
Weight
applicable to the measure of low lev-
els and low frequencies.
• Compression type
The structure joins the weight to the
piezoelectric element and causes
strain in the compression direction of
the piezoelectric element.
This structure is simple and has
great mechanical strength, so it is the
best structure for continued mea-
surement of large acceleration and
shock.
(1/1)
Vibration Measurement Measurement Instructions

1. Points for measurement
Vibration is measured at the location and direction
where the customer has indicated a malfunction as
occuring.
Even if you measure vibration with a vibration meter, if
the vibration that you measure is not the same one
that the customer is talking about, this is meaningless.
Points:
It is important for the malfunction reported by the cus-
tomer and the values measured by the technician point to
the same type of vibration.
• If they do point to the same type of vibration, the mea-
surement may be correct.
• If they do not point to the same type of vibration, the
measurement was not correct.
Change the measurement location or method and
measure again.
HINT:
Check that the results of measuring the vibration with the
vibration meter and results of evaluating it with your five
senses match as follows.
• Change in the magnitude of vibration with vehicle
speed
• Vehicle speed at which the vibration peaks
• When there is vibration and when there is not
(1/4)
-5-
2. Mounting the pickup

(1) Vibration measurement direction
A piezoelectric type pickup cannot measure unless
the direction of the vibration matches the direction of
the piezoelectric element.
It is necessary to align the pickup with the direction of
the vibration being measured.
(2) Pickup weight
When measuring vibration, the weight of the pickup
sometimes acts as a mass damper that changes the
vibration characteristic.
Therefore, the pickup should be comparatively light.
HINT:
The pickup weight is also related to the pickup character-
istics.
It is desirable to have multiple pickups available and use
the appropriate one for each measurement objective, but
this would be costly and unrealistic.
NOTICE:
The pickup is an expensive precision device, so handle it
carefully.
• Do not give a mechanical shock to the pickup, and

drop it.
• Keep off water and dust from the pickup.
• Pickups with built-in amps are easy to handle, but they
are vulnerable to heat, so do not allow them to reach
high temperature. (Use them within the range where
you can carry them by hand and if they heat up, cool
them off before use.)
(2/4)
3. Measurement location
When measuring vibration, mount the pickup to the mea-

surement location using the most appropriate method in
the list below.
Strive to measure in a state close to that under which the
customer drives the vehicle.
• Metal sections
Use a magnet and mount directly.
Measurement is easy.
• Plastic sections (instrument panel, console, shift

Double - sided tape
lever)
Mount the washer with double-sided tape or adhesive.
Mount the magnet to this washer.
Pickup
Washer
-6-
• Steering wheel
Fasten the adapter to the steering wheel with vinyl
Pickup Adapter tape.
Mount the magnet on the adapter in the up/down or
left/right direction and gently attach by hand.
Tape
• Seats
Directly press the pickup against the seat back or seat
cushion with the seat positioned as though someone
was sitting in it.
• Floor
Directly press the pickup against the floor with the
state in which a person is riding or their feet are on the
floor.
Mount with a magnet from the underside of the floor.
• Measurement holding by hand

Mount the adapter and press against the measure-
ment location.
-7-
• Measuring inside the case

Prepare a case of styrofoam and place the pickup in
that case, and sit on this case.
HINT:
Fasten the pickup securely so that there is no play in its
mounting.
When mounting the pickup outside the passenger com-
partment, for example underneath the floor or on the sus-
pension, and conducting a driving test, fasten the pickup
with wire so it will not fall off even if the magnet comes off.
(3/4)
4. Measurement
(1) For shake and flutter, the magnitude of the vibration
Phase cycle
varies periodically.
Acceleration of vibration (G)
Max In such a case, measure long time enough that you

can verify the maximum and minimum values of the
vibration.
HINT:
If you measure at a time when the vibration is at its
maximum before work but after work you measure
when the vibration is at its minimum, the measured
Min value will drop even if the repair is not actually com-
plete.
Time (sec)
(2) Sometimes it can be quite difficult to obtain stable
measurement values during a driving test, for example
due to up and downs of the rough road conditions,
and surrounding conditions.
Ignore momentary changes in the value of vibration
and wait until the value stabilizes and measure it.
Measure multiple times and take the average.
HINT:
If there is an averaging function, use it.
(3) Once you have set the measurement conditions,
maintain them until the work is complete.
(4/4)
-8-
Measuring Noise Outline

Sound reaches the human ear through
the vibration of air.
A sound level meter measures this
vibration of air.
The unit of dB is used for measurement

of noise in vehicles.
Expressing noise numerical makes it
possible to grasp the level of malfunction
quantitatively.
Compared to vibration measurement,

noise measurement is easy.
There are few difficult settings required
for using a sound level meter.
This is even true in actual measurement.
Master the basic knowledge required for
measurement and learn to measure with
high precision.
(1/1)
Measuring Noise Using a Sound Level Meter

In order to use a sound level meter to
accurately measure noise, it is neces-
sary to correctly understand the sound
level meter measurement conditions set-
tings required for measurement.
Using the sound level meter characteris-
tics properly will make measurements
more precise.
Range switch Function switch Sound level meter characteristics:
• Calibration
90-130 A • Indication characteristic
C • Level range
70-110(Cal) • Microphone
50-90 Cal HINT:
30-70 This explanation only covers sound level
meter basics.
For more details, refer to the operations
manual for the sound level meter you
are using.
(1/4)
-9-
1. Calibration
This is the same as the 0-Ω adjustment when measur-
ing resistance with a circuit tester.
In order to correct for the battery voltage, a sound
level meter is also adjusted to the zero point. If a
sound level meter is used without being calibrate, the
indicated values will be inaccurate, so always cali-
Function switch
brated sound level meter before measuring with it.
Calibration A
(1) Switch the range button, function button, etc. to the
2-5V DC
C calibration position.
DC Out AC Out
Cal
Cal
(2) Use the adjustment control to set the value indicated

by the sound level meter to the prescribed calibration
value.
HINT:
• The signals output by the sound level meter in calibra-
tion mode can be used for mutual calibration with
other equipment, such as frequency analyzers.
Calibration signal example:
1 V, 1 kHz sine wave = 94 dB
• When noise is measured for a prolonged period, the
batteries run down and the indicated value shifts, so
calibrate frequently.
(2/4)
- 10 -
2. Indication characteristics
(dB) The human hearing sensory to fre-
+20 F characteristics quency varies from person to person.
C characteristics
+10
The sound level meter makes it pos-
0
-10 sible to select the frequency correc-
tion characteristic in order to correct
Level
-20
-30 A characteristics
the sound sensitivity for frequency.
-40
(dB)
-50
-60
100 C characteristics When measuring vehicle noise, the A
-70
10 20 50 100 200 500 1k 2k 5k 10k 90 characteristic is used.
Frequency (Hz) • A characteristic
Measured value
80
A characteristics The A characteristic is the closet
70 compensation to the human hearing
60
sensory.
Measurements are expressed in dB
50
(A).
50 60 70 80 90 100 • C characteristic
Vehicle speed (km/h)
This is an nearly flat characteristic.
Since this is different from the human
hearing sensory, it shows larger val-
ues than the human hearing sensory,
especially in the low-frequency
region.
In general, the C characteristic
shows a higher level of decibels than
the A characteristic.
Measurements are expressed in dB
(C).
• F characteristic
This is a flat characteristic with none
of the frequencies whatsoever cor-
rected. It is used when analyzing fre-
quencies.
HINT:
Some measurement equipment for mea-
suring noise has no frequency correction
characteristic.
The measured value for such equipment
is the F characteristic, so care is
required when using this data for evalu-
ating noise.
(3/4)
- 11 -
3. Level range
In the same way as the current set-
ting for an ammeter, the level of
noise to be measured can be set for
a sound level meter.
Move from larger ranges to smaller
ones and set the smallest range in
which no overrun is displayed.
Range switch
HINT:
Do not change the level range while
90-130 measuring.
In particular, when using a sound level
70-110(Cal)
meter connected with a frequency ana-
50-90 lyzer or other unit, do not switch until the
measurement is completed.
30-70 Switching the range would disrupt the
mutual calibration.
4. Microphone
The microphone is precision equip-
ment, so it must be handled carefully.
• Do not give a shock or be shocked to
it.
• Do not drop it.
• Keep off water and dust from the
microphone.
(4/4)
Measuring Noise Measurement Instructions

Points for measurement
In measuring noise, it is important to
measure
• At the location pointed out by the
customer in the vehicle
• Near the ear that hears the noise
• In the direction of the ear (front of the
face)
Also, the same as for vibration measure-
ment, it is necessary that the values
measured match the symptoms pointed
out by the customer.
(See the key points for vibration mea-
surement.)
HINT:
Unlike vibration measurement, it's com-
paratively easy to capture the sounds
coming into the human ears with a
sound level meter.
(1/1)
- 12 -
What is Frequency Analysis?

1. Outline
When sound is measured with a sound level meter, it can
only be measured of whole surrounding sounds how
many dB it has, but using a frequency analyzer makes it
possible to measure the dB for each frequency (Hz).
When we use a frequency analyzer, we can measure
vibration and noise as frequencies, which makes it easy
to narrow down the possible vibration sources.
Being able to measure vibration and noise as frequencies

makes it possible to move forward with troubleshooting
with the following method.
• Calculate the frequencies of vehicle vibration and
noise sources.
• Any location whose calculated frequency matches the
measured frequency may be the vibration source.
2. Using a frequency analyzer

Frequencies are analyzed using a dedicated fre-
quency analyzer or using the NVH function of a hand-
held tester.
These functions and usage methods are different, but
since the objective - frequency analysis - is the same,
the basic way of measuring is the same.
HINT:
Use the operations manual together as a reference guide
when using any type of frequency analyzer.
(1/1)
Frequency Analysis Frequency Analyzers

1. Outline of frequency analyzers
UNIT In order to measure frequencies cor-
ACC G RMS rectly, it is necessary to understand
VEL mm/s RMS SE
NS parameter setting correctly and to set
ITIV
DISP mm EQP-P LO
HIG W PA
ITY
657
UNIT
SO H PA SS
UN
RA
DC S
S
A
NG L
E
0.0
10H z
OF z
F
%
1kH 1 mV
/ms appropriately.
These settings include the following.
70
ACC G RMS
VEL mm/s RMS STORE
PRINT
DISP mm EQP-P PAUS
CONT E/ • Parameters settings
These are to set the parameters for
INPUT analyzing the frequency of vibration
SENSITIVITY 657 % and noise.
0.01 mV/ms -2
LOW PASS 1kHz • Screen settings
HIGH PASS 10Hz Frequencies are displayed as a
SOUND CAL OFF graph on the screen of the frequency
RANGE 70
analyzer. These settings to deter-
mine how the screen is used for this
display.
• Other additional function settings
There are additional functions
besides the basic ones. To set them
makes possible to analyze efficiently.
HINT:
Some of the settings explained here are
not present on some model frequency
analyzers.
(1/6)
- 13 -
2. Condition setting items and setting methods

3Hz (1) Filter (high pass: HP; low pass: LP)
10Hz This sets the measurement range according to the fre-
INPUT 1kHz quency measured with the same instructions as for
SENSITIVITY 657 % vibration measurement.
0.01 mV/ms -2 It almost has not meaning for frequency analysis, so
LOW PASS 1kHz
HIGH PASS 10Hz you can set the high pass to minimum and low pass to
SOUND CAL OFF maximum to measure all frequencies.
RANGE 70
1kHz
5kHz
20kHz
(2) Indication characteristic (DET)

This characteristic affects the measurement results as
same as with a vibration meter.
UNIT • Vibration measurement: Use EQ-PEAK or RMS the
ACC G RMS same as for a vibration meter
VEL mm/s RMS • Noise measurement: Use RMS. For some models,
DISP mm EQP-P select the Off state.
HINT:
This is not so important for frequency analysis.
Sound level meters generally measure to use the RMS
characteristic, so there is no function for selecting the
characteristic on the sound level meter itself.
(3) Measurement unit

• Vibration measurement: Select the objects of mea-
G m/s 2
surement, for example acceleration (ACC), velocity
UNIT (VEL), or displacement (DISP), and measurement
ACC G RMS unit, G, m/s, mm, etc.
VEL mm/s RMS Normally, set acceleration (ACC) and Gs.
mm/s
DISP mm EQP-P
inc/s • Noise measurement: Normally dB are used for noise
measurement.
When using dB, it is often necessary to make other
settings.
mm
mils HINT:
When connecting an external input device, such as a
vibration meter or sound level meter, to the frequency
analyzer, you cannot read measurement unit values
directly unless you calibrate between each equipment
and the frequency analyzer.
(2/6)
(4) TRIGGER
This sets the trigger for starting measurement. Nor-
TRIGGER mally, have this setting OFF (FREE) so that no trigger
MODE FREE operates.
SOURCE LEVEL
TRIG POINT 0
PRE/POST OFF
LEVEL 2/8
SLOPE +
- 14 -
(5) WINDOW
SPECTRUM This is a correction characteristic for frequency analy-
WINDOW RECTANGLE sis.
Frequency analysis forms the actual waveform
X-CURSOR Hz according to this correction.
Y-CURSOR LINEAR The available correction characteristics are rectangu-
PEAK LIST OFF lar (RECT) and hanning (HANN).
For vehicle frequency analysis, hanning (HANN) is
used.
RECTANGLE
FLATTOP
HANNING
(6) EU value, 0 dB value settings

It set in such cases as when calibrating with an exter-
EU : 1.0 E +0 OFF nal input unit. Normally, have this setting OFF.
E +0
0dB : 1.0 G OFF • EU value
LEV_DIFF : OFF
This is used to input the reference valve when using
any scale or a specific engineering value.
RS232C BAUDRATE : 4800 This is used when using an external input or non-stan-
JUST_PC: OFF dard vibration pickup.
POWER_SAVE: OFF
• 0 dB value
When using decibels as the unit, this inputs the refer-
OFF ON
ence value at 0 dB.
This is used when using the frequency analyzer con-
nected with a sound level meter.
(7)Others
Sometimes settings for various functions are required,
such as the settings for the main power terminal when
connecting with a PC, power saving function settings,
etc.
This has no direct relationship with frequency analysis
work, so have this setting OFF.
(3/6)
3. Screen setting items and method of the setting

MESUR
ACC 10 : 44 It is important to make the waveform being measured
SPEC 1
PSE STOR easier to view by adjusting the frequency span and
10
EXP level range. If you set these parameters so that the
4 frequencies measured appear at the center of the
1
dB 3.16 screen, you can makes frequency analysis easier.
1kHz
ZM 1 (1) FREQ SPAN
-70 Y 1 This adjusts the display range for the measurement
0.0 Hz 1000.0 Y dB frequencies displayed on the horizontal axis.
500.0 Hz 3.24E-4 m/s 2
It is important to select the appropriate range so that
the peak frequencies come to the center of the
FERQ SPAN screen.
• Vibration measurement
Shake, flutter, propeller shaft primary vibration: 100
Hz range
Propeller shaft secondary vibration, engine torque
fluctuation: 200 Hz range
• Noise measurement
Booming noise, road noise: 100-500 Hz range
Gear noise: 1 kHz range
HINT:
If the 500 Hz frequency range is used for the analysis of
noise in which 1 kHz differential gear noise will appear, it
is impossible to measure it correctly.
- 15 -
(2) ZOOM
MESUR
ACC 10 : 44 This function is for measuring more precise frequen-
SPEC 1
PSE STOR cies on the limited area of the screen.
10
EXP It makes a portion of the screen/frequencies magnified
4 to the setting ratio.
1
dB 3.16 In general, the display is enlarged centered on the
1kHz position of the pointer/marker and frequencies can be
ZM 1
read in units such as 1 Hz or 0.5 Hz.
-70 Y 1 Normally, it's used with zoom OFF (1x).
0.0 Hz 1000.0 Y dB
m/s 2
500.0 Hz 3.24E-4 HINT:
If you use the 500 Hz frequency range on a screen with
ZOOM only 100 lines, the minimum unit you can read is 5 Hz. If
you use the function of zoom to enlarge the display 2x,
then you make it possible to read a minimum of 2.5 Hz.
(4/6)
(3) LEVEL RANGE

MESUR
ACC 10 : 44 This function is to adjusts the level of the acceleration
SPEC 1
PSE STOR Gs, or dBs, whatever on the vertical axis.
10
EXP It is necessary to choose the smallest range in which
4 no overrun is displayed.
1
3.16
dB
1kHz
HINT:
ZM 1 It is good to set the range so that the peak frequency
-70 Y 1 reaches to about 2/3 of the vertical height of the display
0.0 Hz 1000.0 Y dB range.
500.0 Hz 3.24E-4 m/s 2
LEVEL RANGE
(4) Y-EXPAND
MESUR
ACC 10 : 44 This function is to the same as zoom to enlarge the
SPEC 1
PSE STOR horizontal axis, enlarge the vertical axis display.
10
EXP If the level differences are slight and difficult to com-
4 pare accurately, enlarging the vertical axis display
1
dB 3.16 makes the differences larger and easier to judge.
1kHz Normally, it used Y-EXPAND OFF (1x).
ZM 1
-70 Y 1
0.0 Hz 1000.0 Y dB
500.0 Hz 3.24E-4 m/s 2
Y-EXPAND
(5) LOG/LIN
MESUR
ACC 10 : 44 This switches the vertical axis scale display method.
SPEC 1
PSE STOR You can switch between linear (LIN) display and loga-
10
EXP rithmic (LOG) display.
4 In the measurement of vibration and noise, the
1
dB 3.16 dynamic range is large, so logarithmic (LOG) display
1kHz is used for the vertical axis. Of course, when dB are
ZM 1
used for noise measurement, logarithmic (LOG) dis-
-70 Y 1 play is used.
0.0 Hz 1000.0 Y dB
500.0 Hz 3.24E-4 m/s 2
LOG/LIN
- 16 -
(6) MARKER
MESUR
ACC 10 : 44 This displays the level of vibration and noise and fre-
SPEC 1
PSE STOR quency for the position at which marker/pointer is dis-
10
EXP played. Use cursor keys to move the marker/pointer to
4 the position you want to measure, then read off the
1
dB 3.16 frequency and level for that position.
1kHz
ZM 1
-70 Y 1
0.0 Hz 1000.0 Y dB
500.0 Hz 3.24E-4 m/s 2
MARKER
(5/6)
REFERENCE:
Calibration of Sound Level Meter and Frequency Ana-
lyzers
When you connect a sound level meter to a frequency
analyzer, you can display the results as a frequency by
using the frequency analyzer to calculate the electrical
signals output from the sound level meter. However, since
the electrical signals output from the sound level meter
depend on the model, it is necessary to calibrate when
you connect the sound level meter to the frequency ana-
lyzer.
Sinusoidal wave of 1V and 1KHz 1. Sound level meter display and output
94dB Check the decibel value when the sound level meter is
calibrated and the volts output from the sound level
meter at that time.
Calibration signal example
94 dB = 1 V, 1 kHz sine wave
dB 2. Finding the dB reference
If you know the sound level meter's output voltage
during calibration, then you can calculate how many
volts it outputs for 0 dB.
- 17 -
3. Calibrating
You can align both zero points of the sound level meter
and frequency analyzer by inputting A0 (reference volt-
age) found in 2. to the frequency analyzer.
HINT:
A • When you change the sound level meter range, the
20 log =χdB frequency analyzer reading changes, so you must cal-
A0 ibrate each time you change the range.
• You can calibrate by changing the range simply
A0 : Voltage for 0 dB = reference voltage depending on some kinds of frequency analyzers.
A : Output voltage for sound level meter

during calibration
χ: dB value of sound level meter during

calibration
(1/1)
4. Other additional functions

Pause (1) Pause Function
ME
It is extraordinarily difficult to measure while tracking
MESUR
SP SUR
EC
10 : 44
ACC with the eyes frequency waveforms that varies from
10 PS
E AC
C
ST
dB OR
SPEC -70 1 10
1
: 44
PSE STOR moment to moment. You can stop the measurement

500.0 0.0 EX
P
Hz 4
Hz 3.1 1
1kH 6
10
3.2 ZM z
4E-4
1000 1
.0 Y
Y 1
m/s 2 dB
STORE EXP screen at any instant use to the pause function, which
4
makes it easier to read off the values.
PRINT
PAU
CONTSE/ 1
dB 3.16 You release the pause, then you can continue the
1kHz
ZM 1 measurement from that spot.
-70 Y 1
0.0 Hz 1000.0 Y dB
500.0 Hz 3.24E-4 m/s 2
(2) Average Mode

MESUR
ACC 10 : 44 This function is to average the data by specified num-
SPEC
PSE STOR
1 ber of times measurement.
10
We have already seen that you can stop the changing
EXP
4 data with the pause function and measure.
1 However, if you check the frequency with the pause
dB 3.16
1kHz function, variation in exactly when you press the
ZM 1 pause key may cause momentary frequency fluctua-
-70 Y 1
tion to be measured. With average mode, data fluctu-
0.0 Hz 1000.0 Y dB ation is averaged out by measuring number of times,
500.0 Hz 3.24E-4 EXP
as setting you make it possible to measure stable data
2
m/s
LIN
MAX of vibration and noise frequencies.
Averaging INST
- 18 -
(3) Data Memory Function

Memory By storing the measured data, it is possible to com-
ME
SP
SU
EC R
pare data before and after work, or to measure data
MESUR 10 PS
10 : 44
continuously and to analyze whole the data.
E AC
ACC
C
ST
dB OR
SPEC 1
10
: 44
-70 1
500.0 0.0 EX
P
PSE STOR Hz
Hz
3.2
4E-4
3.1
1kH 6
1
4
10
ZM z
1000 1
.0
Y
m/Ys 2 dB 1
STORE EXP
PRINT 4
PAU
CONTSE/ 1
dB 3.16
1kHz
ZM 1
-70 Y 1
0.0 Hz 1000.0 Y dB
500.0 Hz 3.24E-4 m/s 2
(4) Print Out Function

Printing out the data measured before and after work
enables you to compare objective numbers, which is
helpful for explaining the details of the work to the cus-
tomer.
STORE
PRINT
PAUS
CONT E/
(6/6)
Frequency Analysis Hand-held Tester

1. Outline
Frequencies can be analyzed by connecting an acceler-

Pickup ometer or microphone to the hand-held tester.
The NVH function of the hand-held tester has the follow-
ing screens. Use the one that best matches the object for
measurement.
• Two-Dimensional (2-D) Spectral Display Mode

Shows the frequency and sound level for each com-
ponent in two dimensions.
• Three-Dimensional (3-D) Barchart Display Mode
Shows the frequency and sound level for each com-
Microphone
ponent in three dimensions.
• Three-Dimensional (3-D) Raster Display Mode
Shows the time axis, frequency, and sound level for
each component in three dimensions.
HINT:
Components means the engine, driveline, and wheels,
and total of them.
Also, the hand-held tester can make showm the results

on the measurement screen to use various vehicle data
and to calculate vibration source frequencies from the
engine speed and transmission gear ratio.
Using this function together with the measurement data
makes it easy to estimate the cause of the vibration and
noise.
(1/3)
- 19 -
2. NVH functions
Two-Dimensional (2-D) Spectral Display Mode (1) Two-Dimensional (2-D) Spectral Display Mode
Displays the dB values on the Y axis and the frequen-
cies on the X axis and displays the dB value and fre-
quency for the cursor position.
Rpm 2825 Pause 11:15 am
Mph 49 Ave 62.5 Hz
27
12.0
40
20
0 62.5
Wheels Overlap
(2) Three-Dimensional (3-D) Barchart Display Mode

Displays the component names on the X axis, the dB
Three-Dimensional (3-D) Barchart Display Mode
values on the Y axis, and the time on the Z axis and
displays the dB value for each component on a bar
graph.
Mph 49 Ave 62.5 Hz
56 0 35 47
Top Eng Erv Whl

Hz
60 dBg Overlap
Y Z
X : Component
Y : dB
X Z : Time
- 20 -
(3) Three-Dimensional (3-D) Raster Display Mode

Displays the frequencies on the X axis, the dB values
Three-Dimensional (3-D) Raster Display Mode
on the Y axis, and the time on the Z axis.
You can check dB values and frequencies by selecting
the time axis and switch to two-dimensional (2-D)
Rpm 2825 Pause 11:13 am spectral display mode.
Mph 49 Ave 62.5 Hz
40
20
0 62.5
Wheels
Y Z
X : Frequency
Y : dB
X Z : Time
(4) Pause Mode

You can stop the measurement screen with the same
Mph 49 Ave 62.5 Hz
function as for a frequency analyzer.
27
12.0
40
20
0 62.5
Wheels Overlap
Pause
Mph 49 Ave 62.5 Hz
27
12.0
40
20
0 62.5
Wheels Overlap
(2/3)
- 21 -
(5) Data Record Function

Rpm 2830 Pause 10:03 am If memory space is available, the cur-
Mph 46 Ave 62.8 Hz
rent data block is automatically
48 20 38 47
saved and given a "time stamp" (data
Rpm 2825 Pause 05:13 pm and time) showing when pause mode
Mph 49 Ave 62.5 Hz
was entered.
56 0 35 47
Top Eng Erv Whl

Hz
60 dBg Overlap
(10:03/17/01/03)
Top Eng Erv Whl
Hz
60 dBg Overlap
(17:13/17/01/03)
(6) Print Out Function

The hand-held tester has a print out
function for printing out the results of
frequency analysis etc.
(7) Time Axis Mode

The time axis mode displays the time
2ms A : 250g 0.250g ah
on the horizontal axis and can dis-
Rpm 5332 play at regular time intervals.
Mph 60
Zoom 1x
1. TIME 2. G's 3. LVL 4. 0g
5. 6. TRIG 7. HOLD 0. MENU
- 22 -
(8) Review Old Data Function

Rpm
Mph
2830
46
Pause
Ave
11:15 am
62.8 Hz
This is the same as the data memory
function on a frequency analyzer. It
48 20 38 47
can store multiple sets of data.
Mph 49 Ave 62.5 Hz
56 0 35 47
Top Eng Erv Whl

Hz
60 dBg Overlap
Top Eng Erv Whl

Hz
60 dBg Overlap
(3/3)
Tracking Down the Vibration Source Tracking Down the Vibration Source
from the Frequency
Use a vibration meter, sound level
Symptom confirmation meter, or frequency analyzer to analyze
the frequency of each vibration and
noise and track down the vibrating ele-
ments and resonating systems that
Measurement of vibration and noise makes appeared from the frequencies.
Frequency analysis
Ascertain the vibration

source and resonating system
(1/3)
1. Check the symptoms.

Using measuring tools makes it easy for anyone to track
down the cause of vibration and noise that the customer
is complaining about because measuring tools transform
feelings into numbers.
Also, this makes it possible to compare with objective
numbers in the check work after repair and to aid in recur-
rence prevention.
2. Analyze the frequencies.
(1) Peak frequency
A frequency analyzer is used to check the peak fre-
quency.
The peak frequency is often the same frequency as
that of the vibrating force.
(2) Frequency distribution
When measuring sources of elastic vibration, check
the "n"th order vibration of the frequencies.
In some cases, the cause is not only the one peak but
also the resonance point of the "n"th order vibration.
(3) Finding the vibration source through calculation
Find the part that is causing the resonance by calcu-
lating from the peak frequency and the frequency dis-
tribution.
(2/3)
- 23 -
3. Track down the vibration source or

resonating system.
In order to track down the vibration

source or resonating system from the
frequency obtained from frequency anal-
ysis, you need to calculate the frequency
of each part and to find the locations that
match the frequency obtained from fre-
quency analysis.
HINT:
Tracking by measuring the frequency
From the frequency you found, you can
Frequency? track down the vibration by measuring
Frequency? the frequency of transmitting elements.
Frequency?
Vibration root
Frequency?
(3/3)
- 24 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 25 -
Question- 1
Which of the following following statements about the explanation of the vibration meter, sound level meter, or fre-
quency analyzer is correct?
1. The vibration meter measures the vibration, and the unit generally used for vehicle vibration measure-
ment is amplitude (mm).
2. The sound level meter measures the noise and it measures the air's vibration acceleration.
3. The frequency analyzer can display the frequency of a sound measured by the sound level meter.
4. If calibration is performed for each individual piece of measurement equipment, then calibration need not
be performed when the sound level meter is connected to the frequency analyzer.
Question- 2
The result of analysis of a booming noise using a frequency analyzer found a peak frequency of 84 Hz.
From the following conditions, select the possible vibration source.
Vehicle: 6-cylinder gasoline FR vehicle
Vehicle speed: Peak of 70 km/h
Engine speed: Peak of 1,700 rpm
Differential gear ratio: 4.1
1. Engine imbalance
2. Engine torque fluctuation
3. Propeller shaft imbalance
4. Propeller shaft secondary vibration
Question- 3
The result of frequency analysis of a beating sound using a frequency analyzer found a peak frequency of 114 Hz
and 120 Hz under the following conditions.
From the following conditions, select the possible vibration source.
Vehicle: 4-cylinder gasoline FR vehicle
Vehicle speed: Peak of 85 km/h
Engine speed: Peak of 3,600 rpm
Differential gear ratio: 4.1
Tire radius: 0.27 m
1. Engine imbalance and propeller shaft imbalance
2. Engine torque fluctuation and propeller shaft imbalance
3. Engine imbalance and propeller shaft torque fluctuation
4. Engine torque fluctuation and propeller shaft torque fluctuation
- 26 -
Diagnosis Master Technician - Repair of NVH Course Repair of NVH
Shake and Flutter Repair Outline

The tires are often the source of the
vibration force for shaking and fluttering
malfunction. In this case, the malfunc-
1.Pre-inspection
tion is eliminated by precisely correcting
any tire imbalance and vertical run-out.
(1) Tire and wheel inspection The tire balance can be adjusted rela-
(2) Suspension and steering inspection tively easily with a tire balancer. How-
(3) Wheel hub inspection
ever, to avoid errors and mistakes,
(4) Wheel alignment inspection
approach this work with a correct under-
2. Tire and wheel run - out inspection standing of the mechanism of tire bal-
ance adjustment.
Tire vertical run-out arises from the tire
3. Off-the-car balance inspection manufacturing process, so currently
there is no effective method for correct-
ing it. However if we understand the fac-
4. On-the-car balance inspection
tors that increase vertical run-out, by
eliminating them we can reduce vertical
run-out as much as possible.
Shake and flutter can be caused by fac-
tors other than the tires, so be sure to
inspect the suspension, steering, etc.
(1/1)
Pre-inspection
1. Tire and wheel inspection
Inspect the following items.
• Size and specifications
• Appearance (scratches, deforma-
tion, wear)
• Tire air pressure
HINT:
• If there is abnormal wear, inspect
the wheel alignment etc, find the
cause, and repair it.
• Worn tires should be replaced with
new ones before moving ahead
with repair work.
(1/4)

-1-
2. Suspension and steering inspections

(1) Suspension arm inspection
(2) Suspension bushing inspection
• Inspect the state of the bushings at each mounting
section with a tool such as a tire bar.
HINT:
Bushings are designed with cavities to soften the
impact from the road. Bushings are laid out in such a
way that the magnitude and direction of the cavities
reduce vibration and noise.
(3) Shock absorber inspection
(4) Wheel bearing wobble inspection
(5) Steering system inspection
• Balljoint wobble
• Steering linkage wobble, damage
• Rubber bushing fatigue, cracking, and hardening
• Steering gear box installation condition, oil leakage
• Steering damper installation condition, damage, and
oil leakage
(2/4)
3. Wheel hub inspection

(1) Wheel hub run-out inspection
Target values:
Vertical run-out: 0.05 mm max.
Lateral run-out: 0.05 mm max.
(2) Inspection of gaps at hub and wheel fitting sections
• Inspect all the way gaps. The gap at each section
must be no larger than the target value.
Target value: 0.1 mm max.
HINT:
• Since the wheels are positioned by the hub and
wheel fitting sections, if this gap is larger it will cause
vibration.
• Some wheels that are not genuine Toyota parts have
larger hub mounting holes which are likely to cause
vibration when the vehicle is traveling at high
speeds.
(3/4)
4. Wheel alignment inspection

Inspect the wheel alignment accord-
ing to the Repair Manual.
HINT:
• If there is a difference in the align-
ment of the left and right wheels,
the balance of forces between the
left and right tires can break down
and cause vibration.
• If any of the alignment values does
not meet its standard, the vehicle is
more easily affected by the vari-
ances in the road surface and dis-
turbance, and vibration may
increase.
(4/4)
-2-
Tire and Wheel Run-out Inspection

Vertical run-out 1. Tire run-out inspection
11
12 • In order to eliminate the affect of any flat spot, drive
1
the vehicle 10-15 minutes, then immediately put it on
10 2 the lift.
• If there is a large amount of difference between the
9 3 raised and lowered portions of the tread section, affix
tape on to the measurement section before inspect-
Lateral run-out
ing.
8 4
Target values:
7 5 Vertical run-out: 0.3 mm max.
6
HINT:
When aligning the phases, record the vertical run-out
of the tires.
2. Recording the vertical run-out of the tires
(1) Mark twelve lines equally spaced around the circum-
ference of the tire.
Use the position of the air valve as the reference point
(Position 12).
(2) Align the scale of the dial gauge to 0 at the reference
point (Position 12), then record the value range from
the dial gauge to each of the other points (1-11).
(1/4)
REFERENCE
Flat Spot
When stopping When starting off
If you leave the vehicle for a prolonged
period of time with a load applied on the
tires such as during parking, when you
first use the tires afterwards, deforma-
tion remains at the points where they
were in contact with the road. This defor-
mation can cause vibration.
If you drive a vehicle with these type of
flat spots, you will experience a marked
vibration of the vehicle body an steering
wheel. However, these vibrations nor-
mally cease after about 5-15 minutes of
constant driving.
HINT:
Flat spots caused by jamming on the
brakes or the vehicle going into a
spin result from the tire being worn
away by the road surface. Such flat
spots are different from the ones we
are talking about here.
(1/1)
-3-
3. Wheel run-out inspection

Vertical run-out Target values:
Lateral run-out
HINT:
Wheel 12 • When measuring aluminum wheels,
11 1 measure at the finished sections.
Tire
• When aligning the phases, record
10 K L 2
J
A the vertical run-out of the wheels.
B 4. Recording the vertical run-out of
I
9 3 the wheels
C
H
D (1) Record the vertical run-out of the
G E
8 F 4 wheels at each of the points (1-12) in
the diagram recording the vertical
7 5 run-out of the tires.
6
HINT:
Be aware that the positive or nega-
tive signs on the dial gauge (+, -) are
the opposite of those displayed in the
tire run-out inspection.
(2/4)
5. Correcting tire vertical run-out

12 Wheel
through phase alignment
11 1 Position of the maxmum
Tire This work uses the records of the
distance between the
K L
tire and wheel vertical run-out for the tires and
10 2
J
A wheels.
12 • Compare each of the tires lines (A-L)
B
I 11 1 with each other and find the longest
9 3
C line. When combining the tire and the
H
D 10 2 wheel, align the tire's longest line
G E with the wheel's shortest radius.
8 F 4
9 3
HINT:
7 5
6 Projections on the tire itself
The length "K" is the longest, so use the
8 4 tire position "11".
Wheel depression:
Position of the minmum wheel run-out 7 5
6 "D" position
Alignment:
Combined the tire position "11" position
with the tire position "D".
(3/4)
-4-
REFERENCE
Correcting Tire Run-out with Grinding
There is a method for correcting vertical
run-out of a tire by grinding the tire tread
surface using a tire grinding wheel or
other grinding machine.
Key points for grinding
• In order to minimize the amount of
Grinding wheel grinding, align the phases of the tire
and wheel before grinding.
• Remove any stones, nails, etc. and
check to make sure the tires have
standard air pressure.
Parallel
• Grind down the raised portions of the
tread surface bit by bit to the average
Grinding wheel height.
• Keep in mind the grinding method for
flat tires (tires with a curvature of
R600 or greater).
HINT:
For the actual grinding instructions,
refer to the operation manual for the
grinding machine.
(1/1)
6. Correcting vertical run-out of tires when mounted

on the vehicle
2 Execute this operation after adjusting the off-the-car bal-
ance.
3 (1) Measure the vertical run-out of the tires
1
<1> Mount the tire on the vehicle.
4
<2> Measure the vertical run-out of the tire with the
dial gauge.
(2) Correct the vertical run-out of the tires
<1> Change the hub and wheel mounting position
and mount so that the vertical run-out of the tire is
minimized.
<2> With the hub nuts temporarily installed (tightened
by hand), rotate the point with the largest vertical
Large run-out
run-out to the bottom.
<3> Gently bring the tire in contact with the ground
and tighten the hub nuts evenly with a hub nut
wrench.
HINT:
Do not use an impact wrench to tighten the hub nuts.
<4> Measure the vertical run-out of the tire again and
check the effect of the adjustment.
HINT:
After correcting the vertical run-out, draw alignment
marks on the hub and wheel so that the mounting
position can be held in the same position.
(4/4)
-5-
Off-the-car Balance Inspection

1. Outline
We have already learned operation instructions for off-
the-car balance adjustment in the Pro Technician cat-
egory. From now, we will learn the key points for the
operation required for further improving the precision
of these adjustments.
Therefore, the work instructions here are from the per-
spective of dealing with malfunctions. These work
instructions are more complicated than those for gen-
eral maintenance work.
Points for this operation
• Operations are performed according to the instruc-
tions in the balancer operations manual.
• Inspect the balancer periodically in order to maintain
its precision so that operations can be performed
accurately.
• Correct to a target value of 0 g for both the static bal-
ance and dynamic balance.
• Select balance weights appropriate to the wheel and
mount them securely so that they will not come off
while the vehicle is in motion.
(1/5)
2. Balance inspection
Mount the wheel on the balancer.
(1) Center the wheel on the balancer shaft.
The wheel and the hub are positioned by the wheel
center hole.
Therefore, it is also important for the wheel center
hole and the balancer adaptors to be in the correct
position when mounting the wheel on the balancer.
That is why it is necessary to use a highly precise
adaptor that matches the shape of the wheel.
HINT:
• Adjusting the balance with the center out of place will
not eliminate vibration.
-6-
(2) Tightening
Lift up the wheel so that it is accurately centered and
tighten with the wheel in its free state.
(3) Display cut functions
Generally, balancers have a display cut function so
that they will display 0 g even if a slight imbalance
remains on the wheel. When adjusting the balance,
switch off this display cut function so that you can
adjust the imbalance completely to 0 g.
• Types of adaptors
When selecting the balancer adaptor, use one that
Tapered cone adapter not only has the correct diameter, but also has a
degree of taper that matches the shape of the wheel
center and the wheel's finished surface.
Currently, tapered cone types are the most com-
monly used. Bolt fastening types using flanges are
not used because they do not maintain centering
precision.
(2/5)
-7-
Flange type
3. Correcting the balance

(1) Weight mounting position
Wheels on recent models include
some that are designed in such a
way that adjustment weights cannot
be mounted on the bead section of
the wheel rim. For such wheels, use
the balancer compensation function,
a conversion table, or the like in
order to obtain an accurate adjust-
ment.
(2)Checking the adjustment
IN OUT IN OUT Once the balance has been adjusted
to 0 g, check whether or not the
adjustment is of acceptable quality
180 ° with the following procedure.
<1> Loosen the wheel tightening.
<2> Fasten the balancer shaft and
rotate only the wheel itself 180 °.
<3> Tighten the wheel and measure
the balance again.
HINT:
• If the imbalance is no greater than 5
g, the adjustment is of an accept-
able quality.
• If the imbalance is greater than 5 g,
you can judge that the wheel and
balancer shaft centering is off bal-
ance.
If this is the case, check the wheel
and balancer shaft centering, then
adjust the balance.
(3/5)
-8-
4. Tire rim deviation and imbalance

The tire is fitted onto the wheel with a
specific fitting strength. If the strength
is too small, when a large amount of
force is applied in the direction of tire
rotation, for example when the
brakes are jammed, the tires may
rotate and go out of position relative
to the wheels. This causes imbal-
ance and vibration.
HINT:
If fitting strength is too strong, it will
be difficult to remove the tires from
the wheels when you need to.
(4/5)
5. Simple off-the-car balance inspec-

IN OUT IN OUT
tion
(1) Check the balancer zero point.
60g
IN OUT IN OUT
Measure the balance of the balancer
Width Diameter Distance Width Diameter Distance by itself and of the balancer with the
adaptor mounted.
Target: Imbalance of 5 g or less (both
outer surface and inner surface)
(2) Inspect the imbalance amount and
position display, and the adaptor pre-
cision.
IN OUT
<1> Mount the tire on the balancer
60g and correct the balance until it
reads 0 g.
180° IN OUT
<2> Mount a 60 g test weight any-
where on the outer surface of
Width Diameter Distance
the wheel and measure the bal-

ance.
Target values:
• Weight mounting surface
Imbalance: 60 g ± 3 g
Position: 180 ° ± 9 ° from test
weight position
• Opposite side
Imbalance: 6 g max.
<3> Carry out the same inspection
as in <2> on the opposite side.
<4> Remove the test weight, rotate
the mounting positions of the tire
and adaptor 180 °, then mea-
sure the balance.
Target value: Imbalance of 5 g
or less (for both the outer sur-
face and inner surface of tires)
(5/5)
-9-
On-the-car Balance Inspection

1. Outline
The main objective of the on-the-car balancer is to
correct any imbalance originating in deviation of the
wheel and hub center. Therefore, always adjust the
balance of the tire by itself before using the on-the-car
balancer.
Other causes of imbalance besides wheel and hub
center deviation are the wheel cap, valve cap, center
ornament, and magnet lock nuts. Also, there are also
cases in which the hub or drive shaft is unbalanced.
The on-the-car balancer corrects the balance of all of
these.
HINT:
Imbalance occurs
• Even if the balance is adjusted to 0 g with the off-the-
car balancer, since there is clearance where the hub
and the wheel fit together, imbalance is always gen-
erated by the vehicle.
• If the clearance is large where the hub and the wheel
fit together, even if the balance is corrected with the
on-the-car balancer, when the wheel is removed, the
relative positions of the hub and wheel deviate con-
siderably and imbalance occurs.
Points for work
• Work according to the Operation Manual for the bal-
ancer.
• Always inspect and adjust the off-the-car balance
before working on the on-the-car balance.
• Inspect the mounting condition of the wheel cap,
valve cap, center ornament, and magnet lock nuts.
• For full-time 4WD vehicles, refer to the Repair Man-
ual.
• When inspecting the balance of the drive wheels,
drive them with the engine and accelerate/decelerate
gradually.
• Select balance weights appropriate to the wheel and
mount them securely so that they will not come off
while the vehicle is in motion.
(1/5)
- 10 -
2. Balance inspection
(1) On-the-car balancer and off-the-car balancer
As explained earlier, the primary objective of the on-
the-car balancer is to correct imbalance arising from
centering deviation of the wheel and hub.
This imbalance is static balance and the main function
of the on-the-car balancer is to correct static balance.
Therefore, before using the on-the-car balancer, it is
necessary to first use the off-the-car balancer to cor-
rect the static and dynamic balances of the tire.
HINT:
Some on-the-car balancers use an adaptor and can
correct the dynamic balance, but in many cases, their
handling is complicated and somewhat imprecise.
(2) Calibration compensation and pickup stand position
• In order to adjust the sensitivity of an on-the-car bal-
ancer, it is calibrated. (Some models are calibrated
automatically.)
0 • In some cases, if the support position of the pickup
stand is not appropriate, the calibration dial compen-
sation applied may increase, but as long as it is
within the range of compensation, balance inspec-
tion is possible.
However, because in this case the pickup stand may
well be in the state that makes it difficult to measure
vibration, change the support position of the pickup
stand to make the compensation applied as small as
possible for an inspection.
(3) Display cut function
As with an off-the-car balancer, an on-the-car bal-
ancer has a function for cutting the display to 0 g even
if there is a minor imbalance remaining, so switch this
function to OFF.
(2/5)
- 11 -
3. Drive wheel inspection

Sometimes balance inspection is difficult for the front
wheels of FF vehicles or the rear wheels of FR vehi-
cles.
If the measurement values are not stable and the
amount of imbalance and imbalance position change
each time you measure, change the measurement
conditions as follows and measure with conditions that
can provide a stable measurement.
(1) The driving wheels are measured by engine driving,
but even here, try pressing the rollers gently against
the tires being measured.
(2) If the differential is operating differentially, for example
due to brake dragging, eliminate that factor.
(3) Measure varying the measurement speed.
HINT:
If the vehicle speed specified for the balancer is 110
km/h, try measuring at 120 km/h and 140 km/h.
(4) Repeatedly measure a number of times and find a sta-
ble value.
If the balancer has an averaging function, use it.
Causes of measurement difficulties
• Vibration of the wheel on the opposite side of the car
interferes with the vibration of the wheel being mea-
sured and the pickup cannot measure the vibration
accurately.
• Vibration of the engine, transmission, and differential
interfere with the vibration of the wheel being mea-
sured and the pickup cannot measure the vibration
accurately.
HINT:
• Finish both calibration and measurement for one
wheel before moving on to the next.
• Always measure several times and check that the val-
ues have stabilized.
(3/5)
- 12 -
4. Correcting the balance

(1) Off-the-car balancer adjustment weights
An off-the-car balancer comprehensively adjusts the
dynamic balance and the static balance, but an on-
the-car balancer adjusts only the static balance.
Therefore, the off-the-car balancer adjustment
weights and the on-the-car balancer adjustment
weights have different adjustment functions. This fact
should be kept in mind when correcting the on-the-car
balance, and one should be sure to never move or
remove any of the off-the-car balancer adjustment
weights.
HINT:
There are two balance adjustment weights on the
outer surface of the tire of which the on-the-car bal-
ance has been corrected.
(2) Wheel cap
Inspect wheel balance with the wheel cap, valve cap,
center ornament, and magnet lock nuts mouted.
cap The weights of these objects can be causes of imbal-
ance, so mount them all and perform operations under
the same conditions as those under which the cus-
tomer drives the vehicle.
HINT:
Adjustment weights cannot be mounted on the
wheel's outer surface with the wheel cap mounted.
Therefore, correct by mounting the weights on the
inner surface of the wheel.
In this case, it is recommended mount weights slightly
heavier than the weight indicated by the balancer.
(4/5)
5. Balance weight mounting

(1) Maximum weight
The primary objective of the on-the-car balancer is to
correct imbalance arising from deviation of the wheel
and hub center.
Therefore, the adjustment weights required here are
not that heavy, a maximum weight of about 20-30 g. If
the imbalance is unusually severe, hub or axle shaft
may be the cause of the malfunction.
(2) Do not disrupt the dynamic balance
If the weight mounted exceeds 15 g, the dynamic bal-
ance of the wheel may become disrupted. In this case,
divide the weight in half and mount equal amounts to
the outer surface and inner surface of the wheel in
order to avoid disruption.
(3) Note for after finishing correction work
After this correction work, draw an alignment mark on
the wheel and hub so that when the wheel is dis-
mounted, the wheel and hub position remain relative
to one another.
HINT:
If the position of the wheel and hub relative to each
other changes, the adjustment weights will become
unbalanced and cause vibration.
(5/5)
- 13 -
Booming and Beating Noise Repair Outline

If the propeller shaft is unbalanced, this
causes vibration and noise, the same as
1. Pre-inspection if the tires were unbalanced. (The con-
cept of imbalance is the same as for the
(1) Universal joint phase inspection
(2) Center bearing position inspection
tires.)
(3) Center bearing flange run-out inspection The propeller shaft rotates faster than
(4) Universal joint movement inspection the tires by the amount of the differential
(5) Prepeller shaft run-out inspection gear ratio, so the frequency of vibration
(6) Transmission output shaft run-out inspection and noise is higher and in many cases is
(7) Differential, axle rotation inspection accompanied by a booming noise.
(8) Differential companion flange run-out inspection Another feature of propeller shaft vibra-
(9) Differential inspection tion is that even minor amounts of imbal-
2. Propeller shaft balance inspection ance and run-out can cause major
vibration.
3. Propeller shaft joint angle inspection
(1/1)
Pre-inspection
1. Universal joint phase inspection
Intermediate Propeller
shaft shaft
2. Center bearing position inspection

• Inspect the up/down and the left/right alignment and
front/rear position.
90° • Align the center of the bracket and the center of the
bearing.
- 14 -
3. Center bearing flange run-out inspection

HINT:
Since the center bearing flange is supported by rub-
ber, if too much force is applied to it to turn the shaft, it
cannot be measured precisely.
4. Universal joint movement inspection

Inspect the joint for catching and wobbling.
5. Propeller shaft run-out inspection

HINT:
When disassembling the propeller shaft, draw align-
ment marks so that the relative positions of the two
pieces do not change.
30 (1/3)
6. Transmission output shaft run-out inspection

• Oil leak inspection
Inspect for oil leakage from the extension housing oil
seal section.
• Transmission output shaft run-out inspection
Insert the universal joint yoke and check that there is
no wobbling.
HINT:
It is difficult to directly inspect for transmission output
shaft run-out. Therefore, checks such as oil leakage
inspections are performed.
If there is run-out in the shaft, symptoms such as the
following occur.
• The oil seal becomes deformed and oil leaks.
• Bushings wear and wobbling occurs.
- 15 -
7. Differential, axle rotation inspection

(1) Differential backlash and pre-load inspection
Rotate the propeller shaft and check how the rotation
feels.
(2) Check for any strange noises or lack of smoothness in
the rotation of the differential.
(3) Check for brake dragging and inspect how the axle
shafts and wheels rotate.
(2/3)
8. Differential companion flange run-out inspection

Target values:
HINT:
Aligning the phases of the companion flange and the
drive pinion sometimes reduces run-out.
9. Differential inspection
Drive pinion eccentricity inspection
(1) Inspect the ring gear run-out.
(2) Inspect the ring gear backlash.
Target value: 0.13-0.18 mm
HINT:
• Measure three locations on the circumference of the
ring gear and check that there is no change in the
Alignment marks
backlash.
• If there is no ring gear run-out, but there is large vari-
ation in backlash measurements, this may be due to
eccentricity of the drive pinion.
Eccentricity of the drive pinion leads to run-out of the
propeller shaft.
(3/3)
- 16 -
Propeller Shaft Balance Inspection

1. Outline
As with tires, in propeller shaft balance adjustment off-
the-car balance and on-the-car balance are both pos-
sible.
(1) Off-the-car balance
Off-the-car balance of a propeller shaft requires a spe-
cial balancer and is not usually done.
HINT:
• The balance of a three-joint type propeller shaft is
adjusted with the shaft in the already assembled.
• A simple method for judging whether or not the off-
the-car balance is of good quality is to replace the
propeller shaft with one from the same vehicle
model, one that does not have the malfunction being
worked on.
(2) On-the-car balance
Here we explain how to inspect the on-the-car bal-
ance with a vibration meter.
HINT:
Use any dedicated on-the-car propeller shaft balancer
according to the instructions in its operations manual.
(1/7)
2. Items to prepare
Balance piece: Weight Part No. (1) Vibration meter
2g 90937-01147 The vibration meter should be used
4g 90937-01148 with a frequency analyzer.
6g 90937-01149
8g 90937-01150 (2) Strong adhesive tape that can with-
12g 90937-01151
M8x1.25 14g 90937-01152
stand tension
CAUTION:
Weight Part No.
Never use rubber tape or vinyl tape.
Joint bolt:
13g 90101-08082 They can be stretched and cut by
15g 90101-08088 centrifugal force, sending the bal-
17g 90101-08090 ance piece flying out.
19g 90101-08091
(3) Balance piece/joint bolt
Trial weight: Size Part No.
75mm 90460-75004
(4) Graph paper and ruler
78mm 90460-78004
(5) Trial weights (approximately 30 g)
• Make from materials such as wheel
balance weights or steel plates.
HINT:
• For trial weights, using the clamps
on the band type shown in the fig-
ure makes the work easier.
• The clamp bolt section is 20-30 g.
Measure in the weight of the bolt
section by itself in advance.
(2/7)
- 17 -
3. Work procedure
(1) Measure the vibration when the vehicle is received.
(2) Mount the trial weight on the propeller shaft. Measure
the vibration.
Change the trial weight position and measure four
times.
(3) From the results in (2), calculate the amount of imbal-
ance and the direction.
(4) Temporarily mount the adjustment weight.
1
2
(5) Measure the vibration.
If the effect is inadequate, adjust again.
weight (6) When the results are adequate, weld on the adjust-
ment weight.
(7) Check the effectiveness of this repair.
(3/7)
4. Inspection
(1) Lift up
With one person in the driver's seat, put the vehicle up
on the lift and remove the rear tires.
Tighten all the hub nuts.
If necessary, remove the drive shaft and propeller
shaft too.
HINT:
• Put the vehicle on the lift correctly and raise it mak-
Hub nut ing sure it is properly balanced.
• Work in pairs so you can signal back and forth in
order to make the work safe.
1 (2) Propeller shaft phase position marking
4 Mark 1 through 4 with paint at 90° intervals at the pro-
1
peller shaft inspection points.

(3) Vibration meter setting
2
2
3 <1> When using only the vibration meter, set the filter to
cover around 30-150 Hz.
HINT:
Since the frequency varies with the gear ratio, calcu-
late the propeller shaft rotation rate and properly align
the filter band.
<2> Set the pickup for the vibration meter at the tip of the
differential.
(4/7)
- 18 -
(4) Measurements
<1> The driver starts the engine and maintains engine
speed at a constant 80 km/h then signals to the mea-
surer with the horn or the like.
CAUTION:
The vehicle speed is generally 80 km/h.
There are cases in which higher speeds are used in
order to replicate noise symptoms, but for safety's
sake, do not go faster than 120 km/h.
<2> Read the value from the vibration meter and record
it.
HINT:
• Do not use short-duration, extreme values.
• Measure several times and record well-established
data.
• When using the vibration meter together with a fre-
quency analyzer, measure the vibration for the fre-
quency that is the primary vibration of the propeller
1
shaft.
4
Here, you can conduct accurate measurements by

2
using the averaging function.

3
<3> Mount the trial weight at position Mark 1 on the pro-

peller shaft with adhesive tape that can withstand
tension. Measure again with instructions (1) and (2).
<4> Move the trial weight to the positions marked 2-4 and
repeat the measurements.
(5/7)
(5) Calculating the amount of imbalance

1 and its direction
a
<1> Enter the values found with the
Amount of imbalance (Wg) = measurements in (4) on graph
O' paper.
d Average of measured
Wt K
Mark the value for:
4 2
O values
b • Position 1 as a.
c Average of a+b+c+d
• Position 2 as b.
measured
4 • Position 3 as c.
values
Weight mounting • Position 4 as d.
position 3
<2> Find the intersection O' of the per-
pendicular line segments a-c and b-
Value measured when no trial weight mounted d.
Wt : Trial weight (g)
K : 1.1 1.2 (Since the amount of imbalance calculated comes out <3> Find the direction of the imbalance.
a little low, weight 10-20 percent heavier is mounted Direction of imbalance: O' → O
direction
<4> Find the amount of the imbalance
from the equation.
HINT:
If the amount of the imbalance of the
propeller shaft is greater than the trial
weight mounted for measurement,
the calculated value of the weight will
appear much smaller.
In this case, increase the trial weight
and measure again.
(6/7)
- 19 -
5. Correction
1 (1) Mount a balance piece as heavy as the amount of
imbalance found in the direction O' → O.
HINT:
O' Temporarily fasten with strong adhesive tape that can
withstand tension.
4 2
O
(2) Check the effect of the correction.
• Measure the vibration and verify that the vibration
has decreased.
• Verify that there is no noise.
Weight mounting
position 3 HINT:
If the results are inadequate, perform the following
operation.
Weight • Increase or decrease the weight of the balance piece
and check the effect.
• Move the position at which the balance piece is
mounted and check the effect.
3
(3) Weld the balance piece in place.

2
4
HINT:
1
Be careful not to increase the weight too much with

the welding material.
(7/7)
REFERENCE
1
5 Balance Inspection Using the Five
Senses
4
3 1. Mount the trial weight on the posi-
tions marked 1-4 on the propeller
2 O'
shaft and evaluate the noise levels
4
O 2
2 by listening.
5 4 3 2 3 4 5
2 Evaluation method:
3 Evaluate to one of five levels using the
Weight mounting position level with no trial weight mounted as a
4
reference of 3.
5
3 1 2 3 4 5
Good ← Reference → Poor
2.5
x Trial weight = Wg
Average evaluation value 2. Enter the evaluated value on the
Inherently this value is 3 (the value for when no trial weight is mounted), but 2.5 is graph paper.
used to take into account the error generated by the five senses.
3. Mount the weight as heavy as the
amount of the imbalance found from
the equation in the direction of the
imbalance (O' → O) found using the
graph.
HINT:
What is important in adjusting the
balance is to capture in numbers the
way the vibration and noise levels
change when the trial weight is
changed.
In this case, as long as these levels
are expressed in numbers, the
adjustment can use a vibration
meter, noise meter, or the five
senses.
(1/1)
- 20 -
Propeller Shaft Joint Angle Inspec-

tion
Joint angle inspection for up-and-down direction
The propeller shaft joint angle inspection
is carried out in the up/down direction
and the left/right direction.
The range of adjustment for the joint
angle in the up/down direction is large,
but it is small in the left/right direction.
SST
Also, there are many cases in which the
vehicle structure makes it impossible to
set the left/right direction joint angle to
Joint angle inspection for right-and-left direction "zero". Therefore, there are many cases
in which joint angle adjustment actually
means the up/down direction adjust-
ment.
(1/9)
Up/down direction joint angle inspec-

Plumb bob
SST : Driveline angle gauge (09370-50010) tion
1. Items to prepare
(1) Joint angle measuring equipment
300mm Prepare tools to measure angles as
286mm
A digital angle gauge follows.
• SST: Drive line angle gauge
(09370-50010)
1° = 5mm • Digital angle gauge
HINT:
Center bearing position Plumb bob
adjustment washer 5mm The figure shows a simple tool made
25mm
Thickness Part No. from a ruler.
10mm
4.5mm 90201-10008
6.5mm -10007
(2) Graph paper, ruler
9.0mm -10033
(3) Joint angle adjustment washer
11.0mm -10034
13.5mm -10035
(2/9)
- 21 -
2. Measurement
(1) Lift up
Lift up the vehicle so that there is a
load on the rear suspensions
springs.
Horizontal surface
HINT:
Make the total weight of the vehicle
equivalent to that at which a noise
occurs.
(2) Measurement
Protractor
<1> Measure the engine mounting
angle θa.
HINT:
Measure selecting surfaces parallel
Protractor Horizontal surface and perpendicular to the engine
crankshaft.
• Crankshaft pulley
• Oil pan installation surface
• Clutch housing installation surface
<2> Measure the propeller shaft installa-
tion angle θb and θc.
HINT:
Measure with the protractor applied
directly to the propeller shaft.
(3/9)
<3> Measure the differential installation

angle θd.
HINT:
Measure selecting a surface perpen-
dicular to the drive pinion.
• Companion flange surface
• Differential carrier cover installation
surface
• Differential gear installation surface
Protractor <4> Prepare the graph from the values
of θa, θb, θc, and θd.
θa
θd
(4/9)
- 22 -
3. Correction
Based on the results of the measurement, adjust the
mounting, center support bearing, and differential
positions as follows.
• Make the engine angle (θa) and differential angle
(θd) the same.
= Make the joint angles α and β the same.
• Make the engine angle (θa), propeller shaft angle
(θb, θc) and differential angle (θd) as equal as possi-
ble.
= Make the joint angles α and β smaller.
HINT:
• On some models, the joint angle reference value is
written in the Repair Manual.
In this case, use the value given in the Repair Man-
ual.
• After correcting the joint angle, make sure that there
are no unusual vibrations when starting to drive the
vehicle.
(5/9)
Left/right direction joint angle inspec-

tion
1. Items to prepare
• Thread, plumb bob
• Tape (about 50 mm wide)
• Ruler, compass
2. Measurement
(1) Lift up
(2) Measure the engine installation
angle.
• Hang the plumb bob from the crank
pulley and mark the positions on
C D the floor with tape. (Points A and B)
A O2 • Find the center point (O1) between
B
these marks.
O1 Tape • Hang the plumb bob from the trans-
mission deflector section and mark
the positions on the floor with tape.
(Points C and D)
• Find the center point (O2) between
these marks.
• The line between O1 and O2 is the
engine center axis.
(6/9)
- 23 -
(3) Measure the propeller shaft installation angle.

• Hang the plumb bob from the propeller shaft and
mark the positions on the floor with tape. (Points E,
F, G, H, I, J, K, L)
• Find the center points (O3, O4, O5, O6) between
these marks.
• The lines between O3 and O4 and between O5 and
O6 are the propeller shaft center axis.
(4) Measure the drive pinion installation angle.
K L • Hang the plum bob from the companion flange and
G
I J mark the positions on the floor with tape. (Points N
E F H O6
O5 Tape and M)
O4
O3 • Find the center point (O7) between these marks.
• Hang the plumb bob from the left/right axle housings
(drive shafts) and mark the positions on the floor with
tape. (Points P, Q, R, S)
• Find the center points (O8 and O9) between these
marks.
• The line passing through O7 and perpendicular to
O8 to O9 is the drive pinion center axis. (O7-O10)
P Q
R S
M N O8
O10 O9
O7
Tape
(7/9)
(5) Connect the center axes with thread.
O1
O2 O3
O4 O8
O5 O6 O7
O10
O9
(8/9)
- 24 -
3. Correction
Based on the results of the measurement, adjust the
mounting, center support bearing, and differential
positions as follows.
O8
• Make the engine center axis (O1-O2) and differential
O7 center axis (O7-O10) parallel.
O6
O10 =Make the joint angles α and β the same.
O5
• Make the engine center axis (O1-O2), propeller shaft
O9
O1 O2 O3 O4 (O3-O6) and differential center axis (O7-O10) as
straight is possible.
= Make the joint angles α and β smaller.
HINT:
• After correcting the joint angle, make sure that there
are no unusual vibrations when starting to drive the
vehicle.
O8 • For some models, the adjustment instructions are
O7
O6 different from those above, but generally, it is better
O10
to make the joint angles smaller.
O5 O9
O1 O2 O3 O4
(9/9)
- 25 -
Brake Vibration Repair Outline

1. Causes of brake vibration
Causes of brake vibration include the following.
• Excessive run-out of disc brake rotors
• Different thicknesses of disc rotors
• Excessive run-out of brake drums
• Run-out of rear axle shaft flange
Among these, the most significant is different thick-
nesses of disc rotors.
2. Main causes for different thicknesses of disc
rotors
(1) Rust of disc
If a vehicle is kept stationary for long periods of time,
rusting occurs on the surface of the discs.
This causes thickness variations between the portion
that is rusted and the portion that is not.
Furthermore, as long as the vehicle is used only on
infrequen basis, this rust cannot be removed.
(2) Rotor disc run-out
A
If there is disc run-out, a portion of the disc is always
in contact with the brake pad. If left in this condition,
as the running distance becomes longer, (10,000 km
or farther), the portion of the disc making contact with
Run-out the brake pad becomes worn, creating thickness vari-
B
ation. The following reasons can be used as causes of
disc run-out.
• There is run-out of the disc itself (due to disc defor-
mation, etc.).
• There is axle hub run-out (axle hub deformation, axle
bearing worn out.)
• There is run-out created at the point when the disc
wheel was installed.
(Run-out of the disc may also develop due to the
machining accuracy or rigidity, etc. of the disc wheel.
Also, when wheels or tires which are not genuine
parts and have a different offset or when wide tires
are installed, disc run-out may occur when the tires
make contact with the road.)
(3) Brake drag
When the brake caliper does not slide smoothly, this
could indicate that the brake pad and disc are in con-
stant contact and that there is abnormal disc wear cre-
ating thickness variation.
(1/1)
- 26 -
Inspect Disc Thickness Variation

10mm 1. Measurement
(1) Remove front tire brake caliper and brake pad.
(2) Clean the disc.
(3) Using a waterproof marker, draw a circle on the disc
which is approximately 10 mm from and concentric
Divide into 8 equal parts with the outer circumference (bring the pen in contact
with one point on the rotor about 10 mm in from the
outer circumference, then turn the disc rotor 1 revolu-
tion to make the circle).
Then mark 8 equal divisions on that circle.
(4) Using a micrometer, measure the disc thickness at the
marks made in (3).
(5) Calculate the thickness variation.
Thickness variation (mm) =
Maximum Thickness(mm) - Minimum Thick-
ness(mm)
HINT:
Check for disc thickness variation while the brakes are
cold.
(1/1)
Check Wheel Bearing Freeplay

1. Measurement
(1) Remove the disc.
(2) Place a dial indicator near the center of the axle hub
and check the wobble in the bearing shaft direction.
(3) If the values measured in (2) are greater than the
standard value, make repairs.
2. Repair
(1) Remove the cotter pin and lock cap.
(2) Loosen the locknut.
(3) Tighten to the specified torque once again.
(4) Check for freeplay in the wheel bearing.
(5) If the value measured in (4) is greater than the stan-
dard value, replace the wheel bearing.
(1/1)
- 27 -
Inspect Axle Hub Run-out

Inside mounted type
1. Measurement
(1) Remove the disc.
(2) Using a dial indicator, measure the run-out of the axle
hub near the outer circumference of the disc mounting
surface.
HINT:
In the case of the type with the disc mounted on the
inside of the axle hub, measure with reference to the
illustration at left.
Standard values for axle hub run-out are shown in the
Outside mounted type Repair Manual.
(1/1)
Inspect Disc Run-out

1. Measurement
(1) If the disc is the externally mounted type, (tightened
together with the tire), install all the hub nuts.
10mm HINT:
• If installing a new disc, clean the axle hub disc instal-
lation surface.
• Tighten the hub nuts uniformly.
• Don't use the impact wrench.
(2) Using a dial indicator, measure the run-out of the disc
at a position approximately 10 mm inside from the
outer circumference.
HINT:
2
• If the run-out exceeds the standard value, align the
3 position.
• Even if it is within the standard, align the disc posi-
tion to the position where run-out is minimized.
1
2. Position Alignment
4 (1) For the type with the rotor disc mounted on the out-
side of the axle hub, rotate the disc clockwise by the
5 distance of one hub bolt so that each hub bolt hole fits
on the next hub bolt, then mount it again.
For the type with the disc mounted to the inside of the
axle hub, rotate the disc clockwise by the distance of
one hub bolt hole so that each hub bolt fits in the next
hub bolt hole. Since it is necessary to remove and
reinstall the axle hub, make sure there is no freeplay
during installation.
(2) Inspect for disc run-out.
(3) Repeat (1) and (2) only up to the number of times that
there are bolt holes, finding the position where the
run-out is within the standard and is the least.
(1/1)
- 28 -
Inspect Disc Run-out After Installing Wheel

1. Measurement
(1) Install the wheel without installing the brake caliper.
HINT:
• Install all the hub nuts and tighten them uniformly to
the specified torque.
• Don't use an impact wrench.
(2) Using a dial indicator, measure the run-out of the disc.
If the disc's run-out becomes extremely large, check
the wheel.
If it is defective, replace the wheel.
2. Re-positioning the wheel
(1) Remove the wheel, and turn it clockwise so that each
hole is over the next stud.
Reinstall the wheel and tighten the hub nuts.
(2) Measure disc run-out.
(3) Repeat procedures (1) and (2) as many times as there
are stud holes to find the minimum run-out position
which is within specifications.
3. Inspect the wheel
(1) Visually check wheels for deformation or cracks.
(2) Inspect flatness of the wheel fitting surface.
Target value: 0.1 mm (0.004 in.) or less
(1/1)
Inspect Brake Caliper and Brake Pad

1. Inspection
(1) Caliper sliding condition
(2) Uneven pad wear
(3) Anti-squeal shim wear and deformation
(4) Disc brake grease application
HINT:
• If there are any abnormalities, repair them or replace
the appropriate part.
• Apply disc brake grease (08887-80409) to the posi-
tion specified in the Repair Manual.
(1/1)
- 29 -
Resurfacing Discs
1. Outline
There are on-the-car and off-the-car
disc rotor grinders.
As we learned in the section on
adjusting the tire balance, an on-the-
car type can comprehensively cor-
rect, including rotor and hub off cen-
ter arising from installation and hub
run-out.
Therefore, an on-the-car type of
grinder is used for repair.
Points for work
• Work according to the grinder's oper-
ation manual.
• Before grinding, always inspect the
disc rotors and align the phase to
minimize run-out in order to reduce
the amount of grinding necessary.
Position Alignment
(See ”Repair of NVH >> Repair of NVH >>
Brake Vibration Repair >> Inspect Disc
Run-out” )
(1/3)
2. Work procedure
1. Preparations
Conical (1) Preparations
Hub nut ring
• Use a conical ring to fasten the
rotor to the hub.
• Remove the brake calipers.
• Install the silencer band on the
rotor.
• Draw alignment marks on the rotor
and hub.
Silencer band Matching marks
(2) Installing the lathe

2. Installing the lathe
• Install the lathe with the method
appropriate to the model.
Hand • Properly mate the rotor and the
nut
D1 lathe machine using the appropriate
adaptor and shims.
D2
- 30 -
(3) Setting the drive unit

3. Setting the drive unit
(4) Resurfacing
4. Resurfacing
• Grinding to no more than the speci-
fied feed distance each time.
• If you grind several times and feed
the grinder a smaller distance each
time, the rotor surface finish will be
of good quality.
(2/3)
- 31 -
3. Checking after work

10mm (1) Inspect the disc rotors again for run-
out and different thicknesses and
10mm make sure they are within the stan-
dard value.
Divide into 8 equal parts
Inspect Disc Thickness Variation
Thickness Variation” )
Inspect Disc Run-out
Run-out” )
(2) Draw alignment marks on the rotor

and hub so that their relative posi-
tions do not change.
HINT:
• If you use unevenly worn pads or
deformed shims, this may cause
uneven thickness and run-out of the
disk rotor.
• Apply disc brake grease (08887-
80409) correctly to the brake.
Inspect Brake Caliper and Brake Pad
Brake Vibration Repair >> Inspect Brake
Caliper and Brake Pad” )
(3/3)
- 32 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 33 -
Question- 1
Which of the following statements about the explanation for tire balance adjustment is correct?
1. Turn on the balancer display reset function when performing NVH repair work.
2. During on-the-car balance adjustment, remove the weights that are attached during off-the-car balance
adjustment.
3. Before performing on-the-car balance adjustment, perform off-the-car balance adjustment.
4. When performing on-the-car balance adjustment, remove the wheel cap, center ornament, etc.
Question- 2
The following illustration shows the weight mounting position from the propeller shaft imbalance measurement.
Select the appropriate illustration.
1. 2.
1 1
Weight mounting
position
4 2 4 2
Weight mounting
3 position 3
3. 4.
Weight mounting
1
1 position
Weight mounting
position
4 2
4 2
Weight mounting 3
position 3
1 2 3 4
Question- 3
Which of the following statements about the explanation for propeller shaft joint angle adjustment is correct?
1. The joint angle inspections are the "fore and aft" direction and "right and left" direction inspections.
2. The right and left direction joint angle adjustment has a large adjustment range, so generally joint angle
adjustment refers to right and left direction adjustment.
3. Adjust the propeller shaft joint angle until the input angle and output angle joints are at the same angle.
4. The vertical direction joint angle cannot be adjusted due to the vehicle structure.
- 34 -
Diagnosis Master Technician - Repair of NVH Course Wind Noise
What is Wind Noise? Outline

Wind noise is generated by turbulence in
the air (separation) caused by the steps
Body sections from which wind noise is generated
and protrusions on the body and the air
flowing around the vehicle running at
D. Wind noise from B. Wind noise from A. Wind noise around
the upper moulding the moon roof the A-pillar high speed.
C. Wind throb when the The air flow noise generated from the
moon roof is open
E. Transmitted noise from N. Wind throb when the
door glass is open
turbulence reaches the ear of the pas-
the roof header
senger through the door weather strip-
F. Transmitted noise from
M. Wind noise from the ping, body panel, door window glass,
pole antenna, spoiler
the front windshield glass
and other accessories etc.
Wind noise varies by the vehicle speed
O. From the enjoine
hood and the wiper
L. Transmitted noise
from the C-pillar
and the wind direction (the higher the
vehicle speed, the harsher the wind
G. Wind noise from the K. Wind noise around the door noise).
front sections
(At high vehicle speed, the wind noise
J. Transmitted noise from the door
H. Wind noise around the mirror
becomes less when driving with tail
I. Transmitted noise from the door glass wind.)
Turbulence generated by the steps and/
or protruded parts on the vehicle body
surface or gaps produce wind noise.
(1/1)
Turbulence noise Air leak noise

Types of Wind Noise
Wind noise is broadly classified to Tur-
bulence noise, Air leak noise, Reed
noise, Whistling noise and Wind throb.
Reed noise Wind throb
Whistling noise
(Edge tone) (Cavity tone) (Aeolian tone)
1. Turbulence noise
Turbulence noise
A Step accelerates the air flow and
(1) (2) (3) generates turbulence, which causes
the air vibration. At this moment, if
natural wind is varying, this variation
causes the turbulence noise to be
generated.
Vortex
(1) The air is thrown up at the end of
section A to produce a vortex, which
Front roof header hits the body, causing the wind noise
Around A-pillar
to occur.
(2) A Vortex is generated at section B,
Wiper
which hits the body, causing the wind
noise to occur.
(3) The smoothly flowing air generates
Around mirror little wind noise.

-1-
2. Air leak hissing noise

Air leak noise
Air leak noise is generated by poor
air tightness of the body.
The outside noise enter to interior or
Glass run Glass run
the air inside is sucked out to out-
side.
Noise
Air Air leak hissing noise is generated
Inside Glass Outside Inside Glass Outside by:
• Entrance of outside noise through
weak sealed section or gap to inte-
Moon roof
Around wind shield
rior.
• The air in interior is sucked out.
Around mirror
Around door
3. Reed noise
Reed noise The air passing through a narrow
passage vibrates the air, which in
turn vibrates the lip to cause the reed
noise.
The difference in pressure is made
between upper and lower part of lib
causing the lip to vibrate.
Lip of upper molding Lip of door weather strip
Hood seal rubber
4. Whistling noise
Whistling noise
The air passing through a narrow
(Edge tone) (Cavity tone) (Aeolian tone) passage picks up speed to cause the
whistling noise to be generated.
Karman's vortex street
There are 3 types, edge tone, cavity
tone and aeolian tone.
The example of the pole is a type of
the aeolian tone.
Gap between mirror and mirror base
Front grille Gap between headlight and clearance lamp
-2-
5. Wind throb
Wind throb When driving with open moon roof,
turbulence is generated by the sepa-
rated air flow, which resonates with
the air flow that is coming into the
interior and causes the wind throb.
Inside vehicle
6. Transmitted noise
Transmitted noise
The air flowing along the vehicle
body surface is separated by protru-
Roof heder section C-pillar
sion, etc. to cause a turbulence to be
generated, which is transmitted into
theinterior through the body panel,
etc. and heard by passenger as wind
noise.
Door glass
Door panel
(1/1)
Troubleshooting of Wind Noise Outline

There are three main reasons why repair of noise is diffi-
cult.
The first is that confirming the contents of the customer’s
complaint is difficult, the second is the difficulty in locating
the noise source, and the third is that technicians do not
know how to repair the problem.
Although sufficient consideration on the “Wind Noise” is
made when designing a vehicle, there are cases that cus-
tomers subjectively complain even if the sounds are not
caused by malfunctions.
The most important point in troubleshooting is to identify if
the problem is clearly a malfunction or merely that the
customer is not satisfied.
To achieve this, the customer’s complaint must be ana-
lyzed and vehicles condition must be correctly identify
based on the correct understanding of the vehicle’s per-
formance and its condition during normal operation.
(This is essential to achieve maximum efficiency.)
(1/1)
-3-
Customer Complaint
The first step for the troubleshooting is
to understand the content of the cus-
tomer’s complaint correctly.
Customer Confirmation of Investigation of
To do this, it is very important to have a
complaint customer complaint the cause
questioning session with the customer
on the content of complaint.
The following seven items are key points
of questioning:
Confirmation of 1. Type of sound
Repair Completion
repair result Turbulence noise, Reed noise, Whis-
tling noise, Air leak (Hissing
noise),Transmitted noise, Wind throb
If not effective 2. Direction of noise
A-pillar, Front door, Door mirror, Rear
door, Moon roof, B-pillar,C-pillar, etc.
3. Vehicle speed the noise is gener-
ated at
km/h (mph), peak km/h (mph)
4. Operating state of auxiliary equip-
ment
Heater control lever position, Door
window glass position, Moon roof
position, Wiper position, etc.
5. Presence of accessories
Roof rack, Side visor, Spoiler, etc
Is the noise generated after the
accessories are installed?
6. Time, weather, temperature and
wind
Time: (Early) morning, daytime,
(Late) nighttime
Weather: Fair, cloudy Temperature:
High, middle, low
Wind: Strong, medium, weak, tail
wind, head wind,cross wind
7. When the problem first noticed
Since car was new, After installing
accessories (how many months after
the installation?) or after the mileage
of.
HINT:
Checking symptom Checking symptom
The purpose of checking phenomena is to check the content of the customer's

complaint of the customer's complaint on the basis of the check sheet
from the questioning by actually running the vehicle.
It is quite difficult to check wind noise, however, as it is greatly affected by the

driving condition, vehicle speed, and the environment
(such as the direction of wind, velocity and the ground condition, etc).
To correctly understand the wind noise pointed out by customer, it is important

to have the customer involved as much as possible.
(1/1)
-4-
WIND NOISE CHECK SHEET
VIN: Registration Date: km (mile) reading

Vehicle details mile
km
Turbulence Noise Reed Noise Whistling Other

Type of noise
Transmitted Noise Air leak Wind Throb
Location
Vehicle speed mph (km/h) peak mph (km/h)
Moom roof Open or Closed

Driving condition Head lamp Up or Down
Antenna Up or Down
Optional part of Moon roof Air spoiler Door mirror Other

equipment Roof rack Antenna Side visor
Slight
Level of noise Noisy
Very noise
Slight Constant wind Windy

Wind condition
Strong wind Head wind Cross wind
Since the vehicle was new

When the problem After installing an accessory (What is the accessory: )
first noticed? After running mph (km/h)
Other ( )
(If any.)
Comment
-5-
Confirmation of Customer Complaint

Upon verifying the content of the cus-
tomer’s complaint through the checking
of the phenomenon as described in the
preceding item, now search for the noise
source in the next step.
To search for the noise source, first,
locate an area and then isolate the noise
source.
Confirmation of
Repair Completion
repair result
If not effective
1. Aurally check the type and direc-

tion of noise.
Aurally check the type and direction
of the noise by taking a test drive to
locate the area that the noise is com-
ing from.
2. Visually check the area where the

noise is coming from for steps,
gaps and other contours.
Visually check the steps, gaps and
other contours to locate the area.
That the noise is coming from.
(1/5)
-6-
Visual check points:

Turbulence noise • Turbulence noise
Does any contour disturb the air
flow?
This check is difficult visually.
HINT:
According to the type and the direc-
Windshield outside
tion of the noise checked by aural
moulding check, visually check the suspicious
portion.
Check the parts which disturb the
smooth flow of the air.
Air
flow Windshield
glass
• Reed noise
Reed noise End of rubber part
(e.g.: Any wobbling of upper molding
A' lip?)
A HINT:
As the noise is caused by the vibra-
tion of the lip, check the condition of
the lip and place where the air
Wobble enters.
Windshield upper
moulding
Windshield
glass
A-A' cross section
• Whistling noise
Whistling noise Is any section taper-shaped?
Any step in the hole and/or gap?
Any burr in the hole and/or gap?
A Any gap between parts?
Front grill HINT:
As the noise depends on the size of
the clearance between the parts,
A Vortex compare the gap of right and left or
Air flow
with the other car.
Gap
A-A cross section
-7-
• Air leak hissing noise

Air leak hissing noise Push
Pull Moon roof weather strip (1) Check that the doors, door window
glass, moon roof, etc. are all closed
Roof tightly.
panel
Moon roof panel (2) Push or touch weather strips of con-

Paper
tact surface with your finger tip to
check the contact state.
Moon roof inner panel
Excessive deflection degrades seal
ability.
(3) Insert and a piece of paper to and
from such a section.
If extracted easily, the sealing perfor-
mance is no good.
(4) Check the alignment of the door, win-
dow glass, moon roof, etc..
(5) Are the grommets on the doors and
body securely in place?
HINT:
When checking doors and door win-
dows, check the glass run and w/s
for deterioration.
(2/5)
3. Check the differences in noise

while operating the functional
parts
The purpose of this method is to
check the change in noise when the
Normal Hood is slightiy condition of the functional parts such
heightened
as mirror or pole antenna is changed.
Always conduct this method after
screening the area by aural check
and visual check.
HINT:
Mirror is unfolded Mirror is folded
• Change the clearance between the
engine hood and the head lamp
then, check the difference in noise
while driving. (adjust with the hood
bumper cushion height)
Retract Extend • Fold the door mirror.
• Extend the antenna.
(3/5)
-8-

Door
while pushing or pulling the parts
The purpose of this method is similar
Pulling to the Functional check explained
Pushing
before, but mainly applied for reed
noise and air leak noise, not for oth-
ers, because this method can be
applied only for interior parts. Always
conduct this method after screening
Moon roof the area by aural check and visual
check.
Pushing
(4/5)

Door mirror
when tape is applied.
The purpose of this method is to find
the noise source by isolating the pos-
Moon roof
sible area one by one.
If the noise is stopped by taping, the
taping portion is the origin of the
noise.
This method can be applied to most
of wind noise, except wind throb.
Always conduct this method after
Belt moulding
screening the area by aural check,
visual check and functional parts
operation check or pull/push check to
save the time.
HINT:
When applying tape, be sure to apply
it properly to prevent different noise
from being generated from the tape
end.
(5/5)
REFERENCE
Table of Noise Source Finding Proce-
dures by Type of Noise and Source
Type of Turbulence Reed noise Whistling noise Air leak Wind
noise noise hissing noise throb Section
Detection method General
To find a true noise source, use the
door mirror and
clearance lamp
head lamp and
Around A-pillar
Around A pillar
source
Pole antenna,
Gap between
Gap between
glass in open
In open state
Door window
Around door
Around door
weatherstrip
moulding lip
accessories
methods explained already.

mirror base
section
door mirror
spoiler and
Front grille
moon-roof
Moon-roof
Hood seal
Around
Around
rubber
Upper
The noise source finding procedure var-

mirror
Door
state
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ies according to the area and type of

2 2 2 2 2 2 2 2 2 2 2 2 2 - -
noise.
- 3 - - 3 - - 3 3 - 3 3 3 2 2
Use the methods in the order of the
numbers given in the table below for
- - - 3 - - - - - - 4 - 4 - -
finding the cause of the problem within a
3 4 3 4 4 3 3 4 - 3 5 4 5 - -
short time.
If undetectable by these tests, it may possibly

be transmitted noise.
(1/1)
-9-
Investigation of Cause
Customer Confirmation of Investigation of In the troubleshooting of wind noise,
complaint customer complaint the cause investigation of the noise (finding the ori-
gin of the noise) is the biggest portion.
The methods to find the origin of wind
Confirmation of noise are summarized as:
Repair Completion
repair result
1. Aural check to find the kind and
direction of the noise.
If not effective
2. Visual inspection to check the gaps
or clearance among the parts.
3. Checking the change of noise while
operating functional parts.
4. Checking the change of noise while
the parts are pushed or pulled.
5. Taping method to narrow down the
area found by the above 1 to 4.
(1/1)
Repair
1. Outline
When repairing wind noise problems,
it is necessary to make repairs
complaint customer complaint the cause appropriate to the conditions under
which and the location at which the
wind noise occurs.
When making a repair, be sure that:
• The repair method is effective for an
Confirmation of
Completion
extended period of time
Repair
repair result • The repair method does not cause
the malfunction of functional parts
• The repair has a good appearance
If not effective
(1/7)
2. Application of caulking sponge

Air leakage from door glass run
Door glass run By applying the caulking sponge, the
Door glass tension of the lip became stronger
and air tightness was improved.
B Used mainly for filling the part-to-part
gap and improving the surface pres-
Caulking sponge
B' sure to a certain range.
A Caulking sponge
A' Caulking
sponge A-A' cross section (No.1 corner)
Front door glass run
Caulking sponge
B-B' cross section (No.3 corner)

(2/7)
- 10 -
REFERENCE
Repair Kit
There are several thickness of the
sponge.
Cell structure of the sponge in the inte-
rior noise kit are continuous, the struc-
ture permits the air to invade in to the
inside easily.
On the other hand, the cell structure of
the caulking sponge in the wind noise kit
are independent preventing the air from
easily invading in to the inside.
Wind Noise Kit (Part No. 08213-00810)

Wind Noise Kit : 08213-00810
• Caulking sponge sealant No. 1, No.
2, and No. 3
No.1 297×150 (T=3.0) Adhesive tape on only one side.
No.2 297×150 (T=5.0) • Caulking sponge sealant No.4 and
No.3 297×150 (T=10.0)
No.5
W/ Adhesive Tape The sheet is divided into 27 strip. A
strip has a width of 5.0 mm.
No.4 297×150 (T=3.0) • Caulking sponge sealant No.6
No.5 297×150 (T=5.0) Adhesive tape on both sides.
W/ Adhesive Tape ( The sheet is divided into 27 strip.
A strip has a width of 5.0 mm. )
No.6 297×150 (T=5.0)
W/ Adhesive Tape
(1/1)
3. Application of butyl tape

Correction of reed noise from head lamp cover seal
By applying the butyl tape, the enter-
ing of the air to head light cover seal
lip stopped.
Used mainly for sealing, other than
Hood front and rear windshields.
A'
A
Butyl tape
Head lamp Head lamp

cover seal
Radiator grille
A-A' cross section
Headlamp cover seal
Butyl tape
(3/7)
- 11 -
4. Windshield adhesive
Correction of reed noise from upper molding
By applying the butyl tape, the enter-
ing of the air into the front pillar is
Fill cross hatched area stopped. Accordingly, the lip of the
with windshield adhesive Windshield outside windshield moulding is not vibrated
moulding anymore. Butyl tape is windshield
adhesive which is used when wind
shield glass is installed.
Used mainly for sealing front and
A Windshield rear windshield.
A'
Front piller
A-A' cross section
(4/7)
5. Fitting adjustment
Prevention of air leak from around the door
For adjusting the fitting according to
due to defective door fitting
the Repair Manual.
FRONT DOOR ADJUSTMENT
ADJUST DOOR IN FORWARD/REARWARD

AND VERTIVCAL DIRECTIONS
(5/7)
Prevention of air leak from around the door Prevention of air leak from around the door
due to defective door fitting due to defective door fitting
FRONT DOOR ADJUSTMENT FRONT DOOR ADJUSTMENT
ADJUST DOOR IN LEFT/RIGHT ADJUST DOOR LOCK STRIKER

AND VERTIVCAL DIRECTIONS
- 12 -
6. Assembly correction
Fit the door belt moulding securely
For correcting defective part assem-
bly.
NOTICE:
Carefully operate so as not to dam-
age the body or other parts.
Wrong Good
(6/7)
7. Parts replacement
Correction of turbulence noise due to poor part shape
By changing the part, the flow of the
Separation area Re-attachment point air changes (pealing off of the air is
eliminated).
Air flow
A A'
Occurrence mechanism of turbulence noise
Before changing
Air flow
After changing
A-A' cross section

Comparison of air flow by shape of windshield outside moulding
(7/7)
Confirmation of Repair Result

After the repair is completed, check the
following points.
Customer Confirmation of Investigation of 1. The noise is stopped correctly.
2. No other noises are caused as a
result of the repair.
3. Accessories are functioning normally.
Confirmation of
Repair Completion
repair result
If not effective
(1/1)
- 13 -
Case Examples of Troubleshooting Wind Noise Troubleshooting No.1

1. Customer complaint
(1) (3) Noise from around right side door
during high speed driving.
2. Confirmation of customer com-
plaint
A whistling noise is heard.
HINT:
Direction and speed of windis impor-
(2) (4) tant when checking wind noise.
3. Investigation of the cause
(1) The clearance between part to part
and gaps are checked.
(2) The changes of noise when the mir-
ror is moved are checked while driv-
ing the noise changes.
(3) Taping method is applied to narrow
down the problem area.
(4) The origin of the noise is found to be
the gap between mirror cover and
mirror base.
4. Repair
The gap is buried by caulking
sponge.
(1/1)
- 14 -
Wind Noise Troubleshooting No.2

(1) (3)
1. Customer complaint
The noise like air leaking is heard
from left front door window glass.
2. Confirmation of customer com-
plaint
Air leak noise is heard.
HINT:
(2) (4) Direction and speed of wind is impor-
tant when checking wind noise.
3. Investigation of the cause
(1) Alignment of door is checked.
→ OK
(2) Tightness of weather-strip is
checked.
→ OK
(3) Push-pull method is applied while
driving.
→ Noise did not change
(4) Taping method is applied.
→ Noise disappeared
(1/2)
(5) Taping area is narrowed to find spe-

(5) cific noise area.
(6) Disassembling of parts
→ Door frame garnish was removed
and the application of sponge was
found to be poor.
(6)
4. Repair
Caulking sponge was applied.
(2/2)
- 15 -
Exercise

Answers Answers
Correct Correct
Incorrect Incorrect
Answer Answer

- 16 -
Question- 1
Which of the following statements about the types of wind noise is correct?
1. Air leak hissing noise is generated when the body is firmly sealed.
2. The three types of reed noise are edge tone, cavity tone, and aeolian tone.
3. Wind throb is generated while driving with the moon roof open.
4. Whistling noise is generated in areas where the air is flowing smoothly.
Question- 2
Which of the following statements about the method for looking for the locations that are generating wind noise is
incorrect?
1. Affix tape between the parts and check if there is sound coming from the edge of the tape.
2. Move the movable parts (door mirror, etc.) and check if the sound changes.
3. Remove the door and body grommets and check if the sound changes.
4. Visually check to see if there are any areas that are blocking the flow of air over the exterior of the body.
- 17 -
Diagnosis Master Technician - Repair of NVH Course Examination
Examination

-1-
Q-1 Which of the following statements about the method for repairing vibration noise is correct?
A. When repairing automobile vibration noise, removing the cause of the vibration is the perfect repair
method, but it is difficult to eliminate all sources of vibration.
B. Move the resonance point by loosening the bolts and nuts of the various areas.
C. All vibration can be eliminated by hardening the mounting rubber.
D. Remove the floor panel asphalt sheet to prevent vibration.
Q-2 Which of the following statements about the five senses evaluation points when using the five senses to
conduct troubleshooting is incorrect?
A. Unify the evaluation conditions and perform a relative evaluation.
B. Sufficiently understand the level of competing vehicles and then evaluate the level of other vehicles of
the same model and of the customer's vehicle.
C. Perform an evaluation taking into consideration the model's intrinsic factors, such as how the vehicle is
used, the customer's age category, genre, etc.
D. Have one person perform the evaluation and perform a final evaluation.
Q-3 Which of the following statements about the tire balance adjustment is correct?
A. Regularly inspect the balancers and only use those that have maintained their precision.
B. For on-the-car balance adjustment, perform the inspection with the wheel cap, valve cap, center orna-
ment, and magneto lock nuts removed.
C. When performing vibration repair work, turn on the display cut function.
D. When the on-the-car measurement value is not stable and the imbalance amount and imbalance position
change with each measurement, perform the repair by performing only off-the-car balance adjustment.
Q-4 Which of the following statements about the propeller shaft joint angle inspections and balance inspec-
tions is correct?
A. The pre-inspection does not need to be performed if only propeller shaft balance adjustment is per-
formed.
B. The propeller shaft joint angle inspection consists of a vertical and a lateral inspection.
C. There is no impact on the measurement accuracy even if the propeller shaft imbalance amount is larger
than the trial weight amount during balance measurement.
D. Generally, the joint angle should be made large.
-2-
Q-5 Which of the following statements about the brake rotor grinding is correct?
A. Before performing the brake rotor grinding work, inspect the disc rotor, align the phases, minimize the
run-out, and grind off a large amount.
B. The brake rotor should be completely ground in one pass.
C. After grinding the brake rotor, realign the phases again.
D. Use the on-the-car type grinder for the brake rotor grinder.
Q-6 The results of the tire and wheel vertical run-out inspection for performing tire phase alignment are like the
results shown in the illustration.
Select which tire and wheel positions to align to perform tire phase alignment.
A. Tire 1 and wheel 10
B. Tire 11 and wheel 4
C. Tire 11 and wheel 10
D. Tire 1 and wheel 4
Minimum distance position

of tire and wheel
Maximum distance position
of tire and wheel 12 Wheel
11 1 Tire
Maximum position
of wheel run-out
10 K L 2
A
J
B
I
9 3
C
H
D
G E
8 F 4
7 5
6
Minimum position
of wheel run-out
-3-
Q-7 The following illustration shows the method for attaching the off-the-car balancer adapter and the wheel.
Select the appropriate illustration.
A. B.
Finishing surface Finishing surface
Back Surface Back Surface
Balancer Balancer
Adapter
Adapter
Wheel Wheel
C. D.
Finishing surface Finishing surface
Back Surface Back Surface

Balancer Adapter Balancer
Adapter
Wheel Wheel
Q-8 Which of the following statements about the method for using the vibration meter is correct?
A. The measurement accuracy can be improved by having a good understanding of the vibration meter
characteristics.
B. RMS (Root Mean Square) is often used for the indicator characteristics of the vibration meter used to
measure vehicle vibration.
C. When setting the vibration meter level range, change from the small range to the large range, and set in
a range where OVER is not generated.
D. Use the heaviest pickup possible.
Q-9 Which of the following statements about the sound level meter usage method is correct?
A. When using the sound level meter to measure a noise, the correct measurement value will not be dis-
played if calibration is not conducted each time the level range is changed.
B. Calibration is performed to correct the battery voltage, so the indicator value will shift off value if mea-
surement is conducted for a long period of time.
C. Noise measurement is performed by placing a microphone in front of the chest in the location inside the
vehicle indicated by the customer.
D. Use C characteristics when measuring vehicle noise.
-4-
Q-10 Which of the following statements about removing the vibration source and narrowing down the factors is
incorrect?
A. Lift up the vehicle, remove the tire, and drive.
B. Remove the exhaust pipe O-ring.
C. Remove all of the parts that are vibration sources and drive.
D. Remove the engine drive belts in order.
Q-11 Which of the following statements about the pre-inspection that is performed before the tire and wheel run-
out inspection and balance inspection is incorrect?
A. Check the tire and wheel size, appearance, and tire air pressure.
B. Check the suspension and steering bushing fatigue, linkage chatter, and deformation.
C. Check the hub run-out, and hub and wheel engagement gap.
D. Check how well the brakes are working.
Q-12 Which of the following statements about the pre-inspection that is performed before the propeller shaft bal-
ance inspection and joint angle inspection is correct?
A. Perform a differential preload inspection.
B. Check for brake dragging and how well the axle shaft and wheels turns.
C. Check the engine rear oil seal for oil leaks.
D. Check for tire imbalance.
Q-13 Which of the following statements about the questions that are asked of the customer when repairing wind
noise is incorrect?
A. Ask from which direction the noise comes.
B. Ask the engine speed at which the noise occurs.
C. Ask the type of weather, air temperature, and wind conditions when the noise occurs.
D. Ask if the noise occurred after a roof rack, etc., was installed.
Q-14 Which of the following statements about the explanation of the method for finding the cause of wind noise
is incorrect?
A. Check by ear for the type of noise and the direction from which the noise is coming.
B. Check visually for surfaces with level differences, gaps, and other areas that generate noise.
C. Check the difference in the noise when the door is open and when it is closed.
D. Check the difference in the noise when the lining, etc., is pushed and pulled.
-5-

Repair of NVH

1 A Push the "Print" button to print this page.
2 D When you receive instruction from your instructor, submit the saved file to the
3 A The print button does not function for Internet Explorer versions below 5.0.
4 B browser (under "File").
5 D
Reference:
6 B When instructed by the instructor, go to "File" pull-down menu at the top of the
7 D
documents".
8 A Before saving, be sure to select "Web file (*.htm; *.html)" or "Text file (*.txt)"
9 B
10 C
11 D
Chapter
12 B Instruction
Examination
13 B Excercise
14 C
Send by
Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
-6-

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Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills

Verifying and Reproducing the Symptoms Diagnostic Questioning

Diagnostic questioning involves asking the customer about the

2. What the technician should understand about diagnos-

©2003 TOYOTA MOTOR CORPORATION. All right reserved.

Verifying and Reproducing the Reproducing the Symptoms

1. Confirm the symptoms through a road test

2. Reproducing method when the vehicle is stopped

Malfunction Judgement Judge Whether the Symptoms are Malfunction or Not

When the customer complains, it is important to determine

When the technician compares the customer's vehicle with

With regards to the inspection for troubleshooting, besides the

Troubleshooting Reproduction Method

The technician should perform the reproduction using a tech-

If the symptoms are reproduced when the technician vibrates

Troubleshooting Reproduction Method

2. Apply heat or cold

Troubleshooting Reproduction Method

4. Apply electrical load

Troubleshooting Diagnostic Inspection

Troubleshooting Diagnostic Inspection

Troubleshooting Data of ECU Inspection

Malfunctions are judged depending on whether the malfunction signal system is an

Troubleshooting Engine Rotation Resistance Inspection

Troubleshooting Engine Starting Condition Inspection

Criteria (gasoline engine)

Criteria (diesel engine)

Troubleshooting Ignition and Glow System Inspection

Inspection method (gasoline engine)

Inspection method (diesel engines)

Troubleshooting Fuel System Inspection

Inspection method (gasoline engines)

Troubleshooting Compression System Inspection

When compression pressure is low

Troubleshooting Cylinder Power Balance Inspection

Inspection method (gasoline engines)

Inspection method (diesel engines)

Troubleshooting Air Fuel Ratio (A/F) Inspection

(2) When the A/F ratio is great (lean)

• Judge if there is oil loss via the valve guides

Engine disassembly inspection

Troubleshooting Exhaust Condition Inspection

• With black smoke

Troubleshooting Terminal Contact Pressure Inspection

Recurrence Prevention The Thinking of Recurrence Prevention

Chapter All Next Chapter All

Return to page of Return to page of

3. When compression pressure is low in compression system inspection, whether n True n

In the case of engine stall or hesitation

In the case of insufficient power

Fundamentals of Troubleshooting How to Approach Troubleshooting

The most important points for troubleshooting

Estimation must be backed up by logic and facts

Fundamentals of Troubleshooting Troubleshooting Procedure

The troubleshooting procedure consists mainly of five stages.

©2003 TOYOTA MOTOR CORPORATION. All right reserved.

Fundamentals of Troubleshooting Troubleshooting Procedure

What is diagnostic questioning?

Fundamentals of Troubleshooting Troubleshooting Procedure

To accurately estimate the cause of the malfunction

Important points for inspection

Fundamentals of Troubleshooting Troubleshooting Procedure

Important points for preventing recurrence

Chapter All Next Chapter All

��

��

��

�� 8. Wasting acceleration operation

�� consumption under this running condition can be calculated.

�� • Inspection of the anti-squeal shim and application of