Intake System On-Vehicle Inspection

Check that there is no air suction or leaks at the points shown in the illustration.

Check for leakage or clogging between the air cleaner housing and turbocharger inlet, and between the turbocharger outlet and cylinder head.

Check for leakage or clogging between the cylinder head and turbocharger inlet, and between the turbocharger outlet and exhaust pipe.

Connect the intelligent tester to the DLC3.

Start the engine and turn the tester on.

Warm up the engine.

HINT:

Be sure to perform the inspection when the engine coolant temperature is between 75 and 90°C (167 and 194°F).

Enter the following menus: Powertrain / Engine and ECT / Data List / All Data.

Take a snapshot of the Data List items with the intelligent tester shown in the illustration.

HINT:

1. Graphs can be displayed by transferring the stored snapshot from the tester to a PC. Intelligent Viewer must be installed on the PC.
   
2. The condition of the turbocharger can be determined by fully depressing the accelerator pedal while driving at 15 km/h (9 mph) in 2nd gear to accelerate the vehicle (obey all laws and regulations, and pay attention to driving conditions while driving the vehicle), and then comparing MAP with Target Booster Pressure at an engine speed of 3000 rpm.
   

Compare MAP with Target Booster Pressure.

Standard:

MAP is within 30 kPa of Target Booster Pressure when accelerating with accelerator pedal fully depressed.

HINT:

1. The specification above denotes the difference between the absolute pressure values.
   
2. The inspection above is only for vehicles equipped with a manual transmission.
   

1. Warm up the engine.
   

   HINT:

   Be sure to perform the inspection when the engine coolant temperature is between 75 and 90°C (167 and 194°F).





2. Using a 3-way connector, connect SST (turbocharger pressure gauge) between the manifold absolute pressure sensor and the gas filter.
   

   SST

   09992-00242
   

   Text in Illustration

   *1	Gas Filter
   *2	3-Way Connector

3. Fully apply the parking brake and chock the 4 wheels.
   

4. While depressing the clutch pedal, fully depress the accelerator pedal. Measure the boost pressure at maximum engine speed (approximately 4600 rpm).
   

   Standard pressure (Gauge pressure):

   10 to 40 kPa (0.10 to 0.41 kgf/cm², 1.5 to 5.8 psi)
   

   If the pressure is below the standard, the following problems may be present.
   
   1. The intake system or exhaust system has leakage or blockage.
      
   2. The turbocharger sub-assembly or turbo motor driver is malfunctioning.
      
   3. The EGR valve does not close.
      
   4. The diesel throttle body does not open.
      
   5. The vacuum hose connected to the diesel turbo pressure sensor (manifold absolute pressure sensor) is cracked or disconnected.
      
   6. The mass air flow meter is malfunctioning.
      
   7. A fuel injector is malfunctioning.
      
   If the pressure is higher than the standard, check the turbocharger and/or boost control components (turbo motor driver, pressure sensor, vacuum hose, wire harness, etc.).
   

Chart showing the suspected trouble areas when the pressure is lower than the standard.

HINT:

1. ○: If a problem listed in the leftmost column of the chart exists, or if the part in the leftmost column of the chart has a malfunction, the value of the Data List item in the uppermost row of the chart will meet the conditions shown in the row labeled "Value which represents a malfunction".
   
2. The values in the chart are applicable when the engine coolant temperature is between 75 and 90°C (167 and 194°F).
   
3. The values in the chart are valid in an area with an absolute atmospheric pressure higher than 95 kPa. (Standard atmospheric pressure is 101 kPa. Atmospheric pressure decreases by 1 kPa for every 100 m increase in altitude, and is also affected by the current weather conditions.)
   
4. When the altitude increases, atmospheric pressure and MAP decrease.
   

HINT:

1. ^*1: These values are measured when the transmission is in 2nd gear, the accelerator pedal is fully depressed, the vehicle is accelerating, and the engine speed is 3000 rpm.
   
2. ^*2: The Accel Position is the accelerator opening angle (%) for engine control use. The value indicates around 100% when the accelerator pedal fully depressed. If the value does not indicate around 100% when the accelerator pedal fully depressed, the accelerator pedal position sensor circuit or the pedal itself is malfunctioning. When the MIL is illuminated, even with the accelerator pedal fully depressed and an Accel Position of below 70%, it means the fail-safe is restricting the accelerator.
   
3. ^*3: Check that the Actual EGR Valve Pos. is always following the Target EGR Position value (e.g. the Actual EGR Valve Pos. is around fully closed position when the Target EGR Position value indicates 0%). The EGR valve may be malfunctioning if the value is stuck or does not fluctuate smoothly. However, in some cases the EGR valve may be malfunctioning even if the Actual EGR Valve Pos. and EGR Lift Sensor Volt % values are normal. Inspect the EGR valve for any defects (deposits, valve stuck, poor movement, etc.) if necessary.
   
4. ^*4: DTC P0400 may be stored at this time. If the actual EGR valve position follows the target EGR valve position slowly, a feeling of hesitation may occur.
   
5. ^*5: If Injection Feedback Val # of a cylinder is not within -3 to +3 mm³/st, the corresponding cylinder may have a malfunction (injector or compression). However, in some cases the cylinder may be malfunctioning even if the value is within -3 to +3 mm³/st because these values are injection volume correction values calculated by the ECM at the engine idling and not correction values for the high engine load condition related to the boost pressure control and engine output performance.
   

Inspect the power source voltage.

1. Disconnect the manifold absolute pressure sensor connector.
   





2. Measure the voltage according to the value(s) in the table below.
   

   Standard Voltage:

   Tester Connection	Switch Condition	Specified Condition
   3 VC(+) - 1 E(-)	Ignition switch ON	4.75 to 5.25 V

   Text in Illustration

   *a	Front view of wire harness connector (to Manifold Absolute Pressure Sensor)

   If the result is not as specified, inspect the wire harness or ECM (Toyota Fortuner RM0000013FU047X.html).
   

3. Connect the manifold absolute pressure sensor connector.
   

Check the power supply.

1. Turn the ignition switch to ON.
   

2. Disconnect the vacuum hose from the manifold absolute pressure sensor.
   





3. Measure the voltage according to the value(s) in the table below.
   

   Standard Voltage:

   Tester Connection	Condition	Specified Condition
   E6-28 (PIM +) - E7-28 (E2 -)	13.3 kPa (100 mmHg, 3.94 in.Hg)	0.0 to 0.3 V
   	26.6 kPa (199 mmHg, 7.85 in.Hg)	0.1 to 0.4 V
   	40 kPa (300 mmHg, 11.81 in.Hg)	0.3 to 0.6 V

   Text in Illustration

   *1	Vacuum Pump
   	Vacuum

   HINT:

   The values in the "Condition" column are gauge pressures.

   If the result is not as specified, replace the manifold absolute pressure sensor.
   




4. Using SST, measure the voltage according to the value(s) in the table below.
   

   SST

   09992-00242
   

   Standard Voltage:

   Tester Connection	Condition	Specified Condition
   E6-28 (PIM +) - E7-28 (E2 -)	19.6 kPa (0.20 kgf/cm2, 2.84 psi)	0.05 to 0.3 V
   	39.2 kPa (0.40 kgf/cm2, 5.68 psi)	0.25 to 0.55 V
   	58.8 kPa (0.60 kgf/cm2, 8.53 psi)	0.45 to 0.75 V
   	78.5 kPa (0.80 kgf/cm2, 11.4 psi)	0.65 to 0.95 V
   	98.0 kPa (1.00 kgf/cm2, 14.2 psi)	0.9 to 1.2 V

   Text in Illustration

   Pressure

   HINT:

   The values in the "Condition" column are gauge pressures.

   If the result is not as specified, replace the manifold absolute pressure sensor.
   

Remove the No. 1 exhaust manifold heat insulator (Toyota Fortuner RM00000143U00UX_01_0012.html) and No. 1 turbo insulator (Toyota Fortuner RM00000143U00UX_01_0011.html).

Check the stroke.

NOTICE:

Make sure the connectors of the DC motor are properly installed.

1. Turn the ignition switch from ON to off.
   

2. Check the operation of the DC motor. Check that the motor rod stroke is as shown in A to D in the illustration below.
   





3. After the DC motor operates, visually check that the vane activation link contacts the fully closed stopper.
   

   NOTICE:

   Never loosen or tighten the lock nut of the fully closed stopper.

   
   
   
   
   
   
   

   Text in Illustration

   *1	Motor Rod	*2	Lock Nut
   *3	Fully Closed Stopper	*4	Ignition Switch
   *a	Motor Rod Stroke	*b	Fully Closed Stopper Contact
   *c	Ignition Switch OFF Time	-	-

   If the result is not as specified, check the ECM(Toyota Fortuner RM0000013FU047X.html) and turbo motor driver (Toyota Fortuner RM000002PPM01VX.html).
   

Check the voltage of the turbo motor driver.

1. Turn the ignition switch to ON.
   

2. Measure the voltage according to the value(s) in the table below.
   

   Standard Voltage:

   Tester Connection	Specified Condition
   T34-3 (+B) - Body ground	9 to 14 V

   Text in Illustration

   *a	Component with harness connected (Turbo Motor Driver)

   If the result is not as specified, refer to the following procedures (Toyota Fortuner RM000002PPN02LX.html).
   

Check the resistance of the wire harness side connector.

1. Turn the ignition switch off.
   

2. Disconnect the turbo motor driver connector.
   

3. Measure the resistance according to the value(s) in the table below.
   

   Standard Resistance:

   Tester Connection	Specified Condition
   T34-4 (GND) - Body ground	Below 1 Ω

   Text in Illustration

   *a	Front view of wire harness connector (to Turbo Motor Driver)

   If the result is not as specified, refer to the following procedures (Toyota Fortuner RM000002PPN02LX.html).
   

Connect the turbo motor driver connector.

Check the turbo motor signal.

OK:

Tester Connection	Tool Setting	Condition	Specified Condition
(a) Between E7-10 (VNTO) and E6-7 (E1) (b) Between E7-17 (VNTI) and E6-7 (E1)	(a) 5 V/Division, 20 msec./Division (b) 5 V/Division, 50 msec./Division	Idling with warm engine	Refer to illustration

1. Connect an oscilloscope to the terminals of the ECM.
   

2. While idling the engine, check the waveform of the ECM.
   

   HINT:

   The waveform varies depending on the turbocharger operation.

   If the result is not as specified, replace the turbo motor driver.