How to Read Codes 1992 Toyota Pick Up
Original author: Jim Brink
Edited and updated by: Roger Chocolate-brown
Visitor # 274382 since 28.AUG.2010
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Contents:
- Introduction
- Reading the Trouble Codes
- Trouble Codes and Possible Causes
- Early 22RE engines
- Afterward 22RE engines
Introduction:
All Toyota vehicles with electronic fuel injection utilize the Toyota EFI or TCCS engine direction system. This system incorporates many features to heighten performance, emissions, and drive-ability. 1 characteristic is the Self Diagnostic Arrangement. The self diagnostic arrangement monitors engine operations and when a item sensor or input varies out of specified operating parameters, the "Cheque Engine" will exist illuminated.
The cheque engine lamp alerts the driver or technician that a problem exists in the EFI/TCCS ECU or Engine Control Unit or "estimator." When the bank check engine light is illuminated, information technology is indicating that a trouble in the engine management system has been detected. At this time, a "code" may be stored in the ECU which pinpoints a possible component in the EFI/TCCS arrangement. Past checking the problem codes, a possible problem could be narrowed down to a number of causes. While not an exact diagnostic tool, the check engine light and self-diagnostic system can get the individual working on his/her truck close to a possible error, and, hopefully, to a successful repair.
Listed beneath are one and two digit trouble codes for the EFI/TCCS systems and possible causes. As mentioned above, this is non an verbal science. Many other component failures tin can cause similar symptoms that can "mask" the actual cause. EFI/TCCS reckoner interrogation is one of the concluding steps to engine diagnostics. A thorough inspection of the elementary items should be washed prior to whatsoever estimator-related repairs. Sometimes it's the elementary things that will get you lot. In improver, use caution when working on the electrical arrangement of your vehicle. Not but is the electric system delicate to h2o, static electricity, and outright concrete corruption, the ignition system puts out high voltage besides and y'all can be seriously injured if you practise not exercise bones safety.
Reading the Trouble Codes:
Reading the diagnostic trouble codes is very piece of cake. You will need a paper clip to short the check connectors of the diagnostic connector. The diagnostic connector comes in two types. The early system is located on the inner-left fender well and is a round, green connector, unremarkably located near the air cleaner. Simply bound the 2 terminals in this connector with the ignition switch in the "ON" position and the engine off. Later models, '87 and newer use a multiple terminal "DIAGNOSTIC" connector which is a modest, rectangular-shaped gray "box", usually located near the correct fender in the engine compartment. To get codes out of this type of connector, jump the "TE" and "E1" or "TE1" and "E1" terminals. Finding these terminals is easy as the within encompass of the diagnostic connector contains a schematic of the connector pivot-outs. If the under hood emission decal (VECI) is nevertheless intact on your vehicle, the proper pins for this are outlined there too.
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| Early model EFI Diagnostic Connectors TE-E1 is circled in light bluish | Later-model EFI/TCCS Diagnostic Connector |
The trouble codes volition appear as flashes of the check engine lamp. Be sure the ignition primal is on, the engine off, and your foot off of the accelerator when reading the codes.
- On the early on 22RE engines ('85-'87), there are only "one-digit" codes, that is the entire lawmaking will be counted out in ane - xiii flashes.
- Later model 22RE engines ('88-'95) tin can have two different code types may appear:
- Ane-digit and two digit.
- I digit codes take an approximate 4.five 2nd delay between flashes with the bank check engine lite illuminating for virtually a half of a second.
- 2 digit codes have a ii.5 second delay between them.
- For example a code two flashes the check engine lamp two times in a little over one second: I I.
- If two single digit codes are stored, such as a code 2 and a code 4, the lamp may flash as such: ....I I....I I I I. Rough examples just you get the idea.
- Two digit codes are like but will wink the lamp with the kickoff number kickoff and the second number last.
- An example of a code twelve is I ....2 and a code twenty four is I I..IIII.
- Ane-digit and two digit.
Problem Codes and Possible Causes:
- Early 22RE
- After 22RE
In reading the problem code descriptions and probable causes, the well-nigh likely causes are listed first followed by less likely causes. And so, you'll meet "Lacking ECU" listed in many codes equally a probable cause. SInce it is listed last, it is the least likely cause of any of the problems. So don't assume that if you lot take a couple of codes that all list "Lacking ECU" as a probable cause, that you lot have a defective ECU. Sure it is possible, merely if things basically work aside from the store trouble code, your ECU is probably OK. And don't forget how the various sensors are wired upward. You'll take the sensor, mayhap with some wires coming off it, that in plough connects to the engine wiring harness. That is where nigh folks call back of looking for "open" or "short" circuits. But those wires besides run all the way back to the ECU where they plug in with one of the 3 large connectors. So don't forget the other end of those wires.
Early on 22RE engines:
| Lawmaking | DESCRIPTION / Likely CAUSE(South) |
| 1 | Normal functioning (no code stored) |
| 2 | Open up or shorted Air Flow Meter (AFM) circuit - Defective AFM - Defective Electronic Control Unit (ECU) |
| 3 | No indicate from igniter 4 times in succession - Defective Igniter - Defective Main Relay circuit - Lacking ECU |
| 4 | Open or shorted Water Thermo Sensor (THW) circuit - Lacking THW - Defective ECU |
| 5 | Open or shorted Oxygen Sensor (O2) excursion - Lean or rich indication (with injectors full rich or full lean) - Defective O2 sensor - Defective ECU |
| 6 | No engine revolution sensor (Ne) signal to ECU - Ne being over 1000 RPM in spite of no Ne point to ECU - Defective Igniter circuit - Lacking Igniter - Lacking distributor - Defective ECU |
| 7 | Open or shorted Throttle Position Sensor (TPS) circuit - Defective TPS - Defective ECU |
| 8 | Open or shorter Air Thermo Sensor citcuit - Defective intake air thermo sensor circuit (run across AFM) - Lacking ECU |
| 9 | not used? |
| x | No starter switch signal for ECU due west/ vehicle speed = 0 and engine RPM > 800 - Defective Vehicle Speed Sensor (VSS) - Defecticve principal relay circuit - Defecticve igniter switch to starter circuit - Lacking ECU |
| 11 | Short circuit in Cheque Connector T with A/C switch ON or TPS - IDL point OFF - Lacking A/C switch - Defective TPS excursion - Defective TPS - Defective ECU |
| 12 | Knock control Sensor (KS) betoken has non reached judgement level in succession - Defective KS circuit - Lacking KS - Defective ECU |
| 13 | Knock CPU (Sensor?) faulty |
Some possible causes of the above trouble codes:
- Codse 3 and half-dozen point to the coil and ignitor, try a new one.
- Another symptom is an erratic fatory tachometer, equally the tach. betoken comes from the ignitor excursion.
- Any of the TPS codes; exam out the Throttle Position Sensor both at the sensor and at the ECU connector,
- Also make sure the TPS connector is tight.
- Whatsoever of the AFM codes; test out the Air Flow Meter both at the sensor and at the ECU connector,
- Also 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 Code/SYMPTOM |
| one | NONE | Arrangement NORMAL |
| -- | 11 | LOSS OF POWER SUPPLY TO ECU --IGNITION SWITCH/CIRCUIT --MAIN RELAY/Excursion --ECU |
| six | 12 | RPM SIGNAL-NO SIGNAL TO ECU FROM DISTRIBUTOR ("Ne" OR "G") AFTER ENGINE HAS BEEN CRANKED --Distributor/Excursion --STARTER SIGNAL Excursion --IGNITER/IGNITER CIRCUIT --ECU |
| -- | 13 | Same Equally To a higher place But AFTER ENGINE HAS RUN AT i,000-1,500 RPM --DISTRIBUTOR/Benefactor Excursion --ECU |
| 3 | 14 | IGNITION SIGNAL--NO "IGF" Bespeak TO ECU --IGNITER/IGNITER Excursion --IGNITER AND IGNITION Scroll/CIRCUIT --ECU |
| v | 21 | OXYGEN SENSOR SIGNAL/OXYGEN SENSOR HEATER SIGNAL OPEN OR SHORT IN OXYGEN SENSOR OR OXYGEN SENSOR Indicate |
| 4 | 22 | H2o TEMPERATURE SENSOR SIGNAL--OPEN OR SHORT IN H2o TEMP. SENSOR Indicate --WATER TEMPERATURE SENSOR Circuit --WATER TEMPERATURE SENSOR --ECU |
| 8 | 24 | INTAKE AIR TEMPERATURE SENSOR SIGNAL--OPEN OR SHORT IN INTAKE AIR TEMP. Signal --INTAKE AIR TEMPERATURE Excursion --INTAKE AIR TEMPERATURE SENSOR --ECU |
| -- | 25 | AIR/FUEL RATIO LEAN INDICATOR--LEAN SIGNAL SENT TO ECU FROM O2 SENSOR --INJECTOR FAULT(S) --FUEL Force per unit area --OXYGEN SENSOR --AIRFLOW METER OR MAP SENSOR --IGNITION --ECU |
| -- | 26 | AIR/FUEL RATIO RICH INDICATOR --Same As Higher up --Common cold Showtime 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 --Aforementioned AS Code 21 |
| 2 | 31 | MANIFOLD AND/OR AIRFLOW METER SENSOR SIGNAL Circuit --AIRFLOW METER/CIRCUIT --MANIFOLD Pressure SENSOR/Circuit --ECU |
| -- | 32 | AIRFLOW METER Signal (VANE-TYPE) --AIRFLOW METER./CIRCUIT --ECU |
| 14 | 34 | TURBOCHARGER Pressure level--ABNORMAL TURBOCHARGER PRESSURE --TURBO CHARGER --AIRFLOW METER/MANIFOLD/TURBOCHARGER PRESSURE SENSOR --INTERCOOLER SYSTEM --ECU |
| -- | 35 | TURBOCHARGER Pressure SENSOR Bespeak --TURBOCHARGER PRESSURE SENSOR --ECU |
| seven | 41 | THROTTLE POSITION SENSOR SIGNAL--Open up OR Short IN TPS Point --TPS SENSOR --TPS SIGNAL/CIRCUIT --ECU |
| ix | 42 | VEHICLE SPEED SENSOR SIGNAL Circuit--NO SPD. Indicate FOR SEVERAL SECONDS WHILE VEHICLE IS OPERATED Under HEAVY LOAD (TPS/MAP/AIR Catamenia INPUTS) --SPEED SENSOR/CIRCUIT --ECU |
| ten | 43 | STARTER Betoken--NO "STA" Point TO ECU UNTIL ENGINE SPEED EXCEEDS 800RPM --IGNITION SWITCH/CIRCUIT --ECU |
| xi | 51 | SWITCH SIGNALS IDL (tps) CONTACTS OFF, NEUTRAL Outset 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 START SWITCH/Excursion --ECU |
| 12 | 52 | KNOCK SENSOR Betoken--Open up OR SHORT IN KNOCK SENSOR Signal --KNOCK SENSOR/CIRCUIT ECU |
| xiii | 53 | KNOCK CONTROL Indicate 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 Signal --A/C COMPRESSOR RELAY/CIRCUIT --ECU |
While a lot of the possible faults in the EFI organization point to the ECU itself, it should be noted that ECU failure is not mutual. The ECU should be replaced only as a last resort or if all diagnoses points to a bad ECU. Usually, troublesome EFI problems are a outcome of poor grounds, shorted wiring, and bad connections at sensors.When all else fails, carefully consult your factory repair transmission. Information technology contains more than comprehensive diagnostic data and smashing electrical wiring diagrams.
Happy "Diagnosticating!"
Jim Brink (toytech@off-route.com) - Toyota/ASE Certified Chief Automotive Technician
Source: https://www.4crawler.com/4x4/CheapTricks/TroubleCodes/index.shtml
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