Section 6

Fuel System Diagnosis

Injectors

Delivery Pipes

Pulsation Damper

Fuel Filter

Pressure Regulator
Fuel Pump
Fuel Tank

Learning Objectives: 1. Determine fuel system response and corrective actions.

2. Determine the causes of a rich fuel trim condition.
3. Determine the causes of a lean fuel trim condition.

Engine Control Systems II - Course 874

 Section 6
Fuel System Diagnosis

Fuel Injection System Injectors

Delivery Pipes

Pulsation Damper

Fuel Filter

Fuel Tank

Pressure Regulator
Fuel Pump

Fig. 6-1
TL874f601

Overview The ECM adjusts the amount of fuel injected into the cylinder to meet a
variety of operating conditions. The fuel system’s purpose is to deliver
and inject the proper amount of fuel at the correct time. The ECM can
provide a limited correction for variances in the fuel system. The fuel
system monitor reports the amount of the correction.

Fuel system problems are usually no fuel or an inadequate amount of fuel.

Fuel System Fuel trim refers to the feedback compensation value compared against
Monitor the basic injection time. Fuel trim includes short-term and long-term
fuel trim. The ECM monitors its ability to control fuel trim.

The ECM fuel system monitor looks at the total or sum of both the short
term and long term fuel trim to monitor its ability to control the A/F
mixture. Should the ECM be forced to take both short term and long
term fuel trim to the extreme rich or lean limit of control, a fault is
recorded and a DTC will be set on the next trip if the condition is still
present. The fuel trim monitor is a continuous monitor.

Engine Control Systems II - Course 874 6-1

Section 6

Fuel Trim Monitor

P0171, P0172

Fig. 6-2
TL874f602

Fuel Trim
DTC(s)

P0171, P0174: When the A/F Ratio feedback is stable after the engine is at operating
System Too Lean temperature and the fuel trim has reached its limit of correction to the
rich side. (two trip logic)

P0172, P0175: When the A/F Ratio feedback is stable after the engine is at operating
System Too Rich temperature and the fuel trim has reached its limit of correction to the
lean side. (two trip logic)

6-2 TOYOTA Technical Training

 Fuel System Diagnosis

If Correction Exceeds
Exhaust Oxygen Content Fuel Trim Correction Failure Threshold
Fuel Trim percentage increases P0171,
High
(adds fuel) P0174

Fuel Trim percentage decreases P0172,

Low
(subtracts fuel) P0175

Feedback from the O2 or A/F sensor influences short-term fuel trim and
short-term fuel trim influences long trim fuel trim. Short-term values are
temporary and not stored when the ignition key is turned off. Long-term
values are stored in memory because they are part of the basic injection
duration. Long term values affect injection duration in closed and open
loop because they are used to calculate basic injection duration. It is
important to remember that the actual fuel trim will be the opposite of
the DTC. A system too lean, DTC P0171 will mean the ECM is making
a + or rich correction.

Fuel Trim
TROUBLE CODE......... P0171
In this screen, P0171
CALC LOAD.............. 45%
was set when the Long
MAP................ 46KPa-a
Term Fuel Trim reached
ENGINE SPD.......... 647rpm
35%.
COOLANT TEMP....... 197.6˚F
INTAKE AIR.......... 77.0˚F
CTP SW.................. ON
VEHICLE SPD........... 0MPH
SHORT FT #1........... 0.7%
LONG FT #1........... 35.8%
FUEL SYS #1............. CL
FUEL SYS #2......... UNUSED
FC IDL................. OFF
STARTER SIG............ OFF
A/C SIG................ OFF
PNP SW [NSW]........... OFF
ELECT LOAD SIG......... OFF
STOP LIGHT SW........... ON
PS OIL PRESS SW........ OFF
PS SIGNAL............... ON
ENG RUN TIME............ 92
Fig. 6-3
TL874f603

Engine Control Systems II - Course 874 6-3

Section 6

Fuel System A fuel system monitor DTC does not mean the fuel system itself is at
Checks fault, but that there is a condition that is driving the fuel trim out of
range. For example, excessively high fuel system pressure could cause
the fuel trim to decrease beyond the parameter stored in the ECM. A
misfiring cylinder may cause the fuel trim to go rich.

SST Hose
Checking Fuel Pressure SST
(Pressure Gauge)
A pressure gauge is used to obtain
accurate fuel pressure readings. If the
pressure is too high, it is typically the
fuel pressure regulator. If too low, the SST
fuel hoses, fuel pump, filter and pressure
regulator needs to be checked.

Residual fuel pressure is also checked.

After the engine is shut off, there needs
to be a residual pressure in the system.
After the engine has been off for a
period of time (usually five minutes), the
SST Hose
pressure is checked. If pressure is not as
specified, the fuel pump, connectors,
hoses, regulator and injectors need to be
checked.

Fuel Tube Connector

Fig. 6-4
TL874f604

Fuel Delivery Use a fuel pressure gauge or observe pulsation damper bolt head to
System confirm adequate pressure (see Course 852). Normal pressure confirms
Inspection fuel pump operation and the electrical circuit between relay and pump.

Circuit Inspection Using V-BoB: Inspect the following signals for

behavior as indicated above; STA, Fc (where applicable), +B, NE. Refer
to the appropriate Repair Manual circuit inspection charts and to the
Engine Control System schematic in the EWD for troubleshooting
details.

Applicable Active Tests (OBD II only): Fuel Pump test, performed with
ignition ON, will confirm circuit opening relay, all related wiring, and
ECM control functions.

For NE signal inspection, use oscilloscope display.

6-4 TOYOTA Technical Training

 Fuel System Diagnosis

Fuel Injector When the engine is cranked, the injectors are pulsed by the ECM to
Drive System supply the desired cranking A/F Ratio. Injection pulse width is based on
inputs from the crankshaft speed sensor (NE), crankshaft position sensor
[G], and engine coolant temperature (THW). The ECM also monitors the
IGF signal for fuel injection Fail-Safe control in the event that adequate
ignition is not maintained.

The ECM pulses the fuel injectors either simultaneously, in groups, or

sequentially, depending on application and operating conditions. The
injector driver circuits energize the injectors by providing a ground path
for current flow.

Strategy As the engine is cranked, the ECM looks for the STA signal, which
indicates that the engine is cranking. Basic injection is calculated using
the Engine Coolant Temperature (ECT) sensor as primary input.

Next the ECM looks for a crankshaft position signal to determine injector
sequence and the crankshaft speed signal to determine pulse frequency.

Finally, the ECM compares the ignition confirmation (IGF) signal with the
ignition trigger (IGT) signal to confirm that ignition events are taking
place. If these signals are all present, the ECM will pulse the fuel
injectors (#10, #20….#etc.) based on a starting enrichment program.

Inspection Quick Checks:

• To determine if injector(s) are being pulsed, connect an injector test

light (noid light) across an injector wire harness. A blinking light
indicates normal driver circuit operation.

• Do not rely on an injection pulse signal from serial data stream for
this test. During IGF fuel cut Fail-Safe, serial data may display an
injection pulse even though the injector drivers are not operating.
Repair any IGF problems before troubleshooting the injectors.

• To determine if fuel delivery is taking place – after cranking, remove

a spark plug and check for fuel.

• Using Diagnostic Tester serial data, observe the STA and ENGINE SPD
signals while cranking the engine.

• Circuit Inspection Using a DVOM or V-BoB: Inspect the following

signals for behavior as indicated above; STA, (THW), NE, G, IGF, IGT,
#10, #20…#etc. Refer to the appropriate Repair Manual circuit
inspection charts and to the Engine Control System schematic in the
EWD for troubleshooting details.

Engine Control Systems II - Course 874 6-5

Section 6

• For inspection of NE, G, IGF, and IGT signals, use oscilloscope

display or a DVOM.

Fuel SST Hose

Injector Testing
Using SSTs, the fuel
injector is tested for
volume and leakage.
Both specifications are SST Union
given in the Reapir
Manual.
SST Clamp
The volume is a
measurement of how
much fuel comes out of
the injector in a given
time period.

The leakage test checks

for leaks and a loss of
pressure in a given time Fig. 6-5
period. TL874f605

Other Checks There are other systems and components that can cause the fuel trim to
go out of range. The following is a general list. Always consult the
Repair Manual for specific procedures.

• Air Induction System: Check that all components are in place and
properly sealed. Inspect hoses for damage. Inspect the air filter.

• PCV System: Inspect hose and system.

• Inspect the Engine Coolant Temperature Sensor: The ECT sensor

circuit with abnormal resistance can cause the fuel trim to go out of
range. ECT readings should match engine temperature.

• Ignition System: Cylinder misfire can drive the fuel trim out of
range.

• Exhaust System Leak: A leaking exhaust system can change the

oxygen or A/F sensor signal. Inspect and repair any leaks.

• Check O2 Sensor or A/F Sensor Response: Do this after

confirming all other systems are good.

6-6 TOYOTA Technical Training