Refer to DTC P0412 ().

The intake camshaft VVT sensor (VV1 and VV2 signal) consists of a magnet and MRE (Magnetoresistive Element).

Refer to DTC P0412 ().

Refer to DTC P0416 ().

If there is no signal from the crankshaft position sensor despite the crankshaft revolving, the ECM interprets this as a malfunction of the sensor.

When the sensor output voltage remains at below 0.3 V, or higher than 4.7 V for more than 4 seconds, the ECM stores a DTC.

A flat-type knock sensor (non-resonant type) has a structure that can detect vibrations between approximately 5 kHz and 15 kHz.

Knock sensors are fitted onto the engine block to detect engine knocking.

Each knock sensor contains a piezoelectric element which generates a voltage when it becomes deformed.

Refer to DTC P2195 ().

The air fuel ratio sensor generates a voltage* that corresponds to the actual air-fuel ratio. This sensor voltage is used to provide the ECM with feedback so that it can control the air-fuel ratio. The ECM determines the deviation from the stoichiometric air-fuel ratio and regulates the fuel injection time. If the air fuel ratio sensor malfunctions, the ECM is unable to control the air-fuel ratio accurately.

The accelerator pedal position sensor is mounted on the accelerator pedal bracket. The accelerator pedal position sensor has 2 sensor elements and 2 signal outputs: VPA and VPA2. VPA is used to detect the actual accelerator pedal angle (used for engine control) and VPA2 is used to detect malfunctions in VPA.

If the misfire rate exceeds the threshold level, the ECM illuminates the MIL and stores a DTC.

The ECM monitors the actual accelerator pedal position (throttle valve opening angle) through the signals from VPA and VPA2, and controls the throttle actuator according to these signals.