How to Read Codes 1992 V6 Toyota Pick Up
Original author: Jim Brink
Edited and updated by: Roger Brown
Visitor # 274290 since 28.AUG.2010
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Contents:
- Introduction
- Reading the Trouble Codes
- Problem Codes and Possible Causes
- Early on 22RE engines
- Later 22RE engines
Introduction:
All Toyota vehicles with electronic fuel injection utilise the Toyota EFI or TCCS engine management system. This system incorporates many features to enhance performance, emissions, and bulldoze-ability. One feature is the Self Diagnostic System. The self diagnostic arrangement monitors engine operations and when a item sensor or input varies out of specified operating parameters, the "Bank check Engine" will be illuminated.
The check engine lamp alerts the driver or technician that a problem exists in the EFI/TCCS ECU or Due eastngine Control Unit or "computer." When the check engine light is illuminated, it is indicating that a problem in the engine direction system has been detected. At this time, a "code" may be stored in the ECU which pinpoints a possible component in the EFI/TCCS organisation. Past checking the trouble codes, a possible problem could be narrowed downward to a number of causes. While not an exact diagnostic tool, the check engine light and self-diagnostic system tin can get the individual working on his/her truck close to a possible fault, and, hopefully, to a successful repair.
Listed below are one and 2 digit trouble codes for the EFI/TCCS systems and possible causes. Every bit mentioned above, this is not an exact scientific discipline. Many other component failures tin cause similar symptoms that can "mask" the bodily cause. EFI/TCCS figurer interrogation is one of the last steps to engine diagnostics. A thorough inspection of the simple items should be washed prior to whatever figurer-related repairs. Sometimes it'south the unproblematic things that volition become y'all. In addition, use caution when working on the electrical arrangement of your vehicle. Not only is the electric arrangement delicate to water, static electricity, and outright physical abuse, the ignition organisation puts out high voltage as well and you lot can exist seriously injured if you practice not do basic safety.
Reading the Trouble Codes:
Reading the diagnostic trouble codes is very easy. You will need a paper clip to curt the bank check connectors of the diagnostic connector. The diagnostic connector comes in ii types. The early on organization is located on the inner-left fender well and is a round, green connector, usually located well-nigh the air cleaner. Simply jump the two terminals in this connector with the ignition switch in the "ON" position and the engine off. Subsequently models, '87 and newer utilize a multiple terminal "DIAGNOSTIC" connector which is a small, rectangular-shaped gray "box", commonly located near the right fender in the engine compartment. To go codes out of this type of connector, jump the "TE" and "E1" or "TE1" and "E1" terminals. Finding these terminals is easy as the inside cover of the diagnostic connector contains a schematic of the connector pivot-outs. If the nether hood emission decal (VECI) is still intact on your vehicle, the proper pins for this are outlined there too.
 |  |
| Early model EFI Diagnostic Connectors TE-E1 is circled in lite blue | After-model EFI/TCCS Diagnostic Connector |
The trouble codes will announced as flashes of the bank check engine lamp. Be certain the ignition primal is on, the engine off, and your pes off of the accelerator when reading the codes.
- On the early 22RE engines ('85-'87), there are only "one-digit" codes, that is the entire lawmaking will be counted out in 1 - 13 flashes.
- Later model 22RE engines ('88-'95) tin can have ii different code types may appear:
- Ane-digit and 2 digit.
- One digit codes accept an judge four.five second delay between flashes with the check engine low-cal illuminating for almost a one-half of a second.
- Ii digit codes have a 2.5 second delay between them.
- For example a lawmaking 2 flashes the check engine lamp two times in a little over ane second: I I.
- If two unmarried digit codes are stored, such as a code two and a code four, the lamp may flash as such: ....I I....I I I I. Crude examples just you get the thought.
- Two digit codes are like but will flash the lamp with the first number first and the 2d number last.
- An example of a code twelve is I ....Two and a code twenty four is I I..IIII.
- Ane-digit and 2 digit.
Trouble Codes and Possible Causes:
- Early 22RE
- Later 22RE
In reading the trouble code descriptions and probable causes, the most likely causes are listed first followed past less likely causes. So, you'll meet "Defective ECU" listed in many codes equally a probable cause. SInce information technology is listed last, it is the to the lowest degree likely cause of any of the problems. So don't assume that if you have a couple of codes that all list "Defective ECU" as a probable cause, that you have a lacking ECU. Certain it is possible, merely if things basically piece of work aside from the store trouble code, your ECU is probably OK. And don't forget how the various sensors are wired up. You'll have the sensor, possibly with some wires coming off it, that in turn connects to the engine wiring harness. That is where most folks recall of looking for "open" or "short" circuits. But those wires besides run all the fashion back to the ECU where they plug in with i of the 3 large connectors. So don't forget the other finish of those wires.
Early 22RE engines:
| Lawmaking | DESCRIPTION / Likely CAUSE(Due south) |
| 1 | Normal operation (no code stored) |
| 2 | Open or shorted Air Flow Meter (AFM) circuit - Lacking AFM - Defective Electronic Command Unit (ECU) |
| 3 | No indicate from igniter four times in succession - Defective Igniter - Defective Main Relay circuit - Lacking ECU |
| four | Open or shorted Water Thermo Sensor (THW) circuit - Defective THW - Lacking ECU |
| five | Open or shorted Oxygen Sensor (O2) circuit - Lean or rich indication (with injectors full rich or full lean) - Lacking O2 sensor - Defective ECU |
| half dozen | No engine revolution sensor (Ne) signal to ECU - Ne beingness over grand RPM in spite of no Ne point to ECU - Lacking Igniter circuit - Defective Igniter - Lacking benefactor - Defective ECU |
| 7 | Open up or shorted Throttle Position Sensor (TPS) circuit - Lacking TPS - Defective ECU |
| 8 | Open up or shorter Air Thermo Sensor citcuit - Defective intake air thermo sensor circuit (encounter AFM) - Defective ECU |
| 9 | not used? |
| 10 | No starter switch signal for ECU west/ vehicle speed = 0 and engine RPM > 800 - Defective Vehicle Speed Sensor (VSS) - Defecticve main relay excursion - Defecticve igniter switch to starter excursion - Defective ECU |
| 11 | Brusque circuit in Check Connector T with A/C switch ON or TPS - IDL point OFF - Defective A/C switch - Defective TPS circuit - Lacking TPS - Defective ECU |
| 12 | Knock command Sensor (KS) signal has not reached judgement level in succession - Lacking KS circuit - Defective KS - Defective ECU |
| thirteen | Knock CPU (Sensor?) faulty |
Some possible causes of the above trouble codes:
- Codse 3 and 6 bespeak to the curlicue and ignitor, try a new one.
- Some other symptom is an erratic fatory tachometer, as the tach. signal comes from the ignitor circuit.
- Any of the TPS codes; test out the Throttle Position Sensor both at the sensor and at the ECU connector,
- As well make sure the TPS connector is tight.
- Any of the AFM codes; test out the Air Period Meter both at the sensor and at the ECU connector,
- As well make sure the AFM connector is tight.
- Any of the Knock Sensor codes; check the connector and wiring at the Knock Sensor, it is a shielded wire and is somewhat delicate.
Later 22RE engines:
| ONE-DIGIT | TWO-DIGIT | POSSIBLE Cause OF Lawmaking/SYMPTOM |
| 1 | NONE | SYSTEM NORMAL |
| -- | xi | LOSS OF POWER SUPPLY TO ECU --IGNITION SWITCH/CIRCUIT --MAIN RELAY/CIRCUIT --ECU |
| 6 | 12 | RPM Signal-NO SIGNAL TO ECU FROM Distributor ("Ne" OR "G") Later on ENGINE HAS BEEN CRANKED --DISTRIBUTOR/Excursion --STARTER Bespeak CIRCUIT --IGNITER/IGNITER CIRCUIT --ECU |
| -- | 13 | SAME Equally Above BUT Later ENGINE HAS RUN AT 1,000-i,500 RPM --DISTRIBUTOR/DISTRIBUTOR CIRCUIT --ECU |
| 3 | 14 | IGNITION SIGNAL--NO "IGF" Bespeak TO ECU --IGNITER/IGNITER CIRCUIT --IGNITER AND IGNITION Curlicue/Excursion --ECU |
| v | 21 | OXYGEN SENSOR Indicate/OXYGEN SENSOR HEATER SIGNAL OPEN OR Brusk IN OXYGEN SENSOR OR OXYGEN SENSOR Indicate |
| 4 | 22 | Water TEMPERATURE SENSOR Betoken--Open up OR SHORT IN H2o TEMP. SENSOR SIGNAL --WATER TEMPERATURE SENSOR Excursion --WATER TEMPERATURE SENSOR --ECU |
| 8 | 24 | INTAKE AIR TEMPERATURE SENSOR SIGNAL--OPEN OR Short IN INTAKE AIR TEMP. Bespeak --INTAKE AIR TEMPERATURE Excursion --INTAKE AIR TEMPERATURE SENSOR --ECU |
| -- | 25 | AIR/FUEL RATIO LEAN INDICATOR--LEAN Point SENT TO ECU FROM O2 SENSOR --INJECTOR Error(S) --FUEL Pressure level --OXYGEN SENSOR --AIRFLOW METER OR MAP SENSOR --IGNITION --ECU |
| -- | 26 | AIR/FUEL RATIO RICH INDICATOR --SAME Every bit ABOVE --COLD START INJECTOR |
| -- | 27 | SUB-OXYGEN SENSOR CIRCUIT OR SUB-OXYGEN SENSOR HEATER Circuit --SUB OXYGEN SENSOR/HEATER/CIRCUIT --ECU |
| -- | 28 | No.2 OXYGEN SENSOR/OXYGEN SENSOR HEATER --SAME Every bit Lawmaking 21 |
| 2 | 31 | MANIFOLD AND/OR AIRFLOW METER SENSOR Indicate CIRCUIT --AIRFLOW METER/CIRCUIT --MANIFOLD Pressure level SENSOR/Excursion --ECU |
| -- | 32 | AIRFLOW METER SIGNAL (VANE-Type) --AIRFLOW METER./CIRCUIT --ECU |
| 14 | 34 | TURBOCHARGER Pressure--Aberrant TURBOCHARGER Pressure --TURBO CHARGER --AIRFLOW METER/MANIFOLD/TURBOCHARGER Pressure SENSOR --INTERCOOLER SYSTEM --ECU |
| -- | 35 | TURBOCHARGER PRESSURE SENSOR SIGNAL --TURBOCHARGER PRESSURE SENSOR --ECU |
| 7 | 41 | THROTTLE POSITION SENSOR Indicate--OPEN OR Brusque IN TPS SIGNAL --TPS SENSOR --TPS Signal/Circuit --ECU |
| 9 | 42 | VEHICLE SPEED SENSOR SIGNAL Excursion--NO SPD. SIGNAL FOR SEVERAL SECONDS WHILE VEHICLE IS OPERATED UNDER HEAVY LOAD (TPS/MAP/AIR FLOW INPUTS) --SPEED SENSOR/Circuit --ECU |
| 10 | 43 | STARTER Betoken--NO "STA" Bespeak TO ECU UNTIL ENGINE SPEED EXCEEDS 800RPM --IGNITION SWITCH/CIRCUIT --ECU |
| eleven | 51 | SWITCH SIGNALS IDL (tps) CONTACTS OFF, NEUTRAL START SWITCH OFF, A/C SWITCH "ON" SIGNAL TO ECU WITH DIAGNOSTIC Bank check CONNECTOR SHORTED --A/C SWITCH/CIRCUIT --A/C AMPLIFIER --TPS/CIRCUIT --NEUTRAL Starting time SWITCH/Circuit --ECU |
| 12 | 52 | KNOCK SENSOR SIGNAL--Open OR SHORT IN KNOCK SENSOR SIGNAL --KNOCK SENSOR/CIRCUIT ECU |
| 13 | 53 | KNOCK Control Point IN ECU --ECU |
| -- | 71 | EGR VALVE MALFUNCTION--Exhaust GAS TEMPERATURE BELOW SPEC. FOR EGR Control --EGR SYSTEM --EGR GAS TEMPERATURE SENSOR/CIRCUIT |
| - - | 72 | AIR CONDITIONER COMPRESSOR RELAY/RELAY Point --A/C COMPRESSOR RELAY/CIRCUIT --ECU |
While a lot of the possible faults in the EFI system point to the ECU itself, it should be noted that ECU failure is not common. The ECU should exist replaced only as a concluding resort or if all diagnoses points to a bad ECU. Ordinarily, troublesome EFI issues are a result of poor grounds, shorted wiring, and bad connections at sensors.When all else fails, carefully consult your mill repair transmission. Information technology contains more comprehensive diagnostic information and great electric wiring diagrams.
Happy "Diagnosticating!"
Jim Brink (toytech@off-road.com) - Toyota/ASE Certified Chief Automotive Technician
Source: https://www.4crawler.com/4x4/CheapTricks/TroubleCodes/index.shtml
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