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Old 08-27-2006, 03:23 PM   #46
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Re: Tacoma FAQs and Information

'05-'06 TACOMA RADIO REMOVAL

Q: I just traded my beloved '99 Taco in for a new 2006 double cab TRD. Awesome truck! Anyway, I need to get behind my radio to plug into the CD changer port on the stock radio so I can attach my cable to hook in my iPOD. I reviewed the forums but did not see this anywhere. Can someone lead me to how to do remove the radio before I attack my brand new truck with a screw driver? The radio is the standard in dash 6-disc changer...the near-eye level mount. Thanks for any help!

A: The following link is to an article for an i-pod hook up. It shows you how to remove the factory radio. Basically you will have to pull the center of the dash apart because the radio is integrated into it.

http://homepage.mac.com/ebones/PhotoAlbum13.html

Thanks TcmaBoy
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Old 09-13-2006, 02:36 PM   #47
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Re: Tacoma FAQs and Information

TRANSMISSION FLUIDS

Q: My '97 Tacoma is a little low in tranny fluid. I checked the book and it states using Dextron ll Automatic Tansmission Fluid. I have been to two different stores in the area and no one seems to have it. Is there another name that it goes by? What gives???? I even called the Toyota Dealer and he said that Dextron ll is the correct fluid for my Tacoma. What's going on? I feel as though I'm in a twilight zone!!!! I even checked Advance Auto online and there isn't a listing for it there either. Any help would be appreciated!


A: You can use Dexron III anytime Dexron II was recommended.

From Chevron.com:
Maintaining Your Transmission

These days there's no such thing as "normal" driving conditions. Heavy stop-and-go traffic, frequent short trips, trailer towing; they all put your engine to the supreme test and can take a toll on your transmission. Under these tough conditions, you can help your transmission run better and longer when you follow the vehicle manufacturer's severe service schedule and change the automatic transmission fluid at the recommended intervals (typically every 15,000 to 30,000 miles). Also, if you suspect that your ATF has oxidized or deteriorated between service intervals, you may want to consult with your local automotive service center.

Selecting the proper quality of ATF is not as easy as it once was. In the past, ATF came in two types: DEXRON®, MERCON® or ATF Type F. However, as transmissions have become more advanced, automobile manufacturers have introduced fluids specifically designed for their transmissions. Always check your owner's manual for the required type of ATF.
Here are the most commonly specified ATFs:

DEXRON® -III
This is a specification for General Motors vehicles, but many foreign manufactures specify a DEXRON approved ATF as well. DEXRON-III can be used in transmissions that call for DEXRON-IIE or DEXRON-II.

MERCON®
Most Ford vehicles manufactured between 1980 and 1999 specify a MERCON ATF. ATFs that meet DEXRON-III requirements usually meet the MERCON requirements as well.


MERCON® V
Beginning with the 1997 model year, Ford introduced a higher performance level ATF with the MERCON V specification. Many Ford automatic transmissions from 1999 on will require a MERCON V fluid. The most notable exceptions are the E40D, 4R100, and CD4E transmissions, which still specify regular MERCON ATF.

Type F
Type F is specifically designed for all pre-1977 Ford vehicles and some makes between 1977 and 1981. Effective March 1997, Ford discontinued administration of approvals for Type F fluids. However, there are still many vehicles on the road that use Type F. Type F and MERCON fluids are not interchangeable.



ATF+3® /ATF+4®
DaimlerChrysler has had their own ATF specifications for many years, but as of 1997, Chrysler owners' manuals no longer list DEXRON as an acceptable replacement. ATF+3 is a readily available mineral oil-based ATF that is suitable in any application calling for ATF PLUS® , ATF+2® , or a Type 7176® fluid. Vehicles manufactured after 1999 require ATF+4® , a synthetic-based ATF only available through DaimlerChrysler.
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Old 09-17-2006, 03:57 AM   #48
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Re: Tacoma FAQs and Information

ALTERNATIVE REFRIGERANTS TO R12 AND R134A

Here is an interesting article on alternative refrigerants:

A/C: New Alternative Refrigerants

by Larry Carley

If you have bought any R-12 refrigerant lately, you know it is pretty pricey stuff. Last year, the price peaked at about $20 a pound ($600 for a 30 lb. tank) in some areas of the country. This year some predict the price could shoot as high as $30 to $33 per lb. ($1000 per tank!) if we get a long hot summer. Consequently, people are searching for less expensive alternatives to recharge their A/C systems.

NO DROP-INS
Though some alternative refrigerants are being marketed as "drop-in" replacements for R-12, there is really no such thing. According to the EPA, the concept of a "drop-in" replacement for R-12 is a marketing myth. Such words imply a substitute refrigerant will perform the same as R-12 under all conditions, that it will require no modifications to the A/C system or changes in lubricant, and that it is compatible with R-12 and can be added to a system that still contains R-12. Federal law prohibits the topping off A/C systems with refrigerants that are different from what is in the system—unless all of the old refrigerant is first removed so the system can be converted to a new refrigerant.

The truth is no substitute refrigerant meets all of these requirements. There are, however, a number of alternative refrigerants that have been reviewed by the EPA and have been found to meet the EPA’s SNAP (Significant New Alternatives Policy) criteria for environmental acceptability and usage. The SNAP rules prohibit flammable refrigerants or ones that contain ozone-damaging CFCs.

But just because a refrigerant meets the EPA's usage criteria does not mean it is endorsed or "approved" by the EPA, or that it will perform well as a refrigerant.

THE ALTERNATIVES
There are currently seven alternative refrigerants from which to choose. One is R-134a, which is the only alternative currently approved by all vehicle manufacturers worldwide for new vehicles as well as for converting older R-12 applications. The OEMS say R-134a can perform well in most R-12 systems provided the proper retrofit procedures are followed. The also recommend R-134a because it is a single component refrigerant, unlike most of the alternatives which are blends of two to four ingredients.

The OEMS do not like blends because blends can undergo "fractionation." This is when the individual ingredients in a blend separate for various reasons. Fractionation can be caused by chemical differences between the refrigerants (lighter and heavier elements don’t want to stay mixed), different rates of leakage through seals and hoses (smaller molecules leak at a higher rate than larger ones), and different rates of absorption by the compressor oil and desiccant. Fractionation is a concern because it can change the overall composition of the blend once it is in use, which can affect the performance characteristics of the refrigerant. Fractionation also makes it difficult to recycle a blended refrigerant because what comes out of the system may not be the same mix that went into the system.

The OEMS also say limiting the alternatives to one (R-134a) simplifies things, reduces the risk of cross-contamination and eliminates the need for multiple recovery machines (EPA rules require a separate dedicated recovery only or recovery/recycling machine for each type of refrigerant serviced).

BLENDS
Alternative refrigerants that have been found acceptable for automotive applications or are currently being reviewed by the EPA include the following blends:
  • Free Zone (RB-276). Supplied by Refrigerant Gases, this blend contains 79% R-134a, 19% HCFC-142b and 2% lubricant.
  • Freeze 12. Supplied by Technical Chemical, this blend contains 80% R-134a and 20% HCFC-142b.
  • FRIGC (FR-12). Made by Intermagnetics General and marketed by Pennzoil, this blend contains 59% R-134a, 39% HCFC-124 and 2% butane.
  • GHG-X4 (Autofrost & McCool Chill-It). This blend is supplied by Peoples Welding Supply and contains 51% R-22, 28.5% HCFC-124, 16.5% HCFC-142b and 4% isobutane (R-600a).
  • GHG-HP. Also supplied by Peoples Welding Supply, this blend contains 65% R-22, 31% HCFC-142b and 4% isobutane (R-600a).
  • Hot Shot\Kar Kool. Supplied by ICOR, this blend contains 50% R-22, 39% HCFC-124, 9.5% HCFC-142b and 1.5% isobutane (R-600a).
The suppliers of the alternative blends say their products typically cool better than straight R-134a in systems designed for R-12, and do not require changing the compressor oil or desiccant in some cases. Changing the desiccant to XH-7 is usually recommended if an R-12 system is converted to R-134a. The desiccant should also be replaced if a blend contains R-22 because R-22 is not compatible with XH-5 or XH-7 desiccant. The recommended desiccant in this case would be XH-9.

The suppliers of the alternative blends also insist the fractionation problem is exaggerated and do not foresee any major problems with recovering and recycling their products (recycling blends is currently illegal, but the EPA is reviewing its feasibility).

Are blends establishing a niche in the marketplace? One supplier of these products said they sold over a million pounds of their alternative refrigerant last year alone! Most are predicting increased sales as the price of R-12 continues to rise and stockpiles dwindle.

MACS FIELD STUDY
A field study of various refrigerants conducted by the Mobile Air Conditioning Society (MACS) compared the cooling performance of R-12, R-134a and three blended refrigerants (Freeze 12, FRIGC and McCool Chill-It). The study found that all the alternative refrigerants (including R-134a) did not cool as well as R-12 in the vehicles tested (a 1990 Pontiac Grand Am and a 1987 Honda Accord). But the study did find that the blends outperformed R-134a in the Honda (but not the Pontiac). The increase in A/C outlet temperature with the different refrigerants ranged from less than a degree to almost 11 degrees.

ILLEGAL REFRIGERANTS
Another class of alternative refrigerants has also appeared on the scene: illegal refrigerants. Some products that have been introduced (OZ-12, HC-12a, R-176 and R-405a) do not meet the EPA’s criteria for environmental acceptability or safety. Flammable refrigerants such as OZ-12 and HC-12a that contain large quantities of hydrocarbons (propane, butane, isobutane, etc.) have been declared illegal for use in mobile A/C applications, but are still turning up in vehicle systems anyway because of their cheap price.
Flammable refrigerants pose a significant danger to a vehicle’s occupants should a leak occur. A spark from a cigarette or a switch can ignite the leaking refrigerant causing an explosion and turning the vehicle’s interior into an inferno. It only takes about four ounces of a flammable hydrocarbon refrigerant such as propane or butane to create an explosive mixture inside a typical automobile passenger compartment.

Frontal collisions can also release the refrigerant if the condenser is damaged, which could result in a severe underhood fire causing extensive damage to the vehicle.

There’s also a risk to service technicians who might encounter leaks while servicing a vehicle or operating recovery/recycling equipment.

Merely topping off an A/C system with a flammable hydrocarbon can make the entire charge of refrigerant flammable if the amount added exceeds a certain percentage: 10% in the case of an R-12 system and only 5% with R-134a! That’s only three or four ounces of hydrocarbon depending on the overall capacity of the system.

Flammable refrigerants are used in some stationary applications as well as truck trailer refrigeration units because there’s less risk of leakage or fire. Also, the amount of refrigerant is typically much less, only five or six ounces total instead of several pounds.

BOOTLEGGERS & COUNTERFEITERS
Less dangerous but equally illegal is bootleg R-12 that’s being smuggled into the U.S. from offshore. Though most of the industrialized nations have stopped manufacturing R-12 (production ended here December 31, 1995), R-12 is still being made in some Third World countries including Mexico. Some of this product is finding its way past customs in mislabeled containers or concealed in various ways. The EPA warns that much of the refrigerant it has confiscated thus far is of poor quality, contaminated by air, moisture, R-22 and other substances. The EPA has worked with customs authorities and the FBI to make a number of arrests. Fines for violating the clean air rules can run up to $25,000 per instance.

Counterfeiting branded product is another scam that’s being perpetrated to turn a fast buck in today’s market. Cylinders of counterfeit Allied Signal Genetron R-12 have reportedly been turning up in various parts of the country. The cylinders do not contain R-12 but some "unknown" refrigerant. Allied Signal says the counterfeit boxes do not have cut-outs where lot numbers strapped on cylinders would appear and there are no bar codes or white painted stripes on the sides. The number "Q 1167" may also appear on the bottom of the packaging. The cylinders themselves may be marked with a pressure-sensitive decal whereas the genuine product has markings printed on the cylinder itself.

CONTAMINATED REFRIGERANT
The high price of R-12 has also lead to an increase in incidences of virgin R-12 being adulterated with other less expensive refrigerants. Most technicians assume a tank of virgin refrigerant is pure, but some are finding that’s not the case. Some supplies say they now test every single tank of refrigerant to make sure it contains the proper refrigerant and that the quality of the refrigerant meets specifications.

The primary threat of contamination, though, is that of accidentally cross-contaminating refrigerants when vehicles are professionally serviced. Because the law requires all refrigerants to be recovered, there’s a potential risk of contaminating when recovery and recycling equipment is connected to a vehicle. The problem is compounded, many say, by the proliferation of alternative and illegal refrigerants.

The dangers of cross-contamination are the effects it can have on cooling performance and component reliability. R-12 and R-134a are not compatible refrigerants because R-134a will not mix with and circulate mineral-based compressor oil (which may lead to compressor failure). Nor is R-134a compatible with the moisture-absorbing desiccant XH-5, which is used in many R-12 systems.

Intermixing refrigerants can also raise compressor head pressures dangerously. Adding R-22 (which is used in many stationary A/C systems but is not designed for use in mobile A/C applications) to an R-12 or R-134a system may raise head pressures to the point where it causes the compressor to fail. Straight R-22 can cause extremely high discharge pressure readings (up to 400 or 500 psi!) when underhood temperatures are high. R-22 is also not compatible with XH-5 and XH-7 desiccants used in most mobile A/C systems.

R-134a also requires its own special type of oil: either a polyakylene (PAG) oil or a polyol ester (POE) oil. The OEMS mostly specify a variety of different PAG oils because some compressors require a heavier or lighter viscosity oil for proper lubrication (though General Motors does specify only a single grade of PAG oil for most service applications). The aftermarket generally favors POE oil because POE is compatible with both R-12 and R-134a and unlike PAG oil it will mix with mineral oil. Mineral oil, as a rule, should still be used in older R-12 systems.

DECISIONS, DECISIONS
The use of alternative refrigerants such as blends will likely grow because they’re a cheap alternative to R-12. The OEMs don’t like it, but the EPA has said it will let the market decide the fate of alternative blends. Consequently, you need to be aware of what’s potentially out there and be prepared to handle (or not handle) blends.

To minimize the risk of cross-contamination, the EPA requires that each type of refrigerant (including blends) have unique service fittings (permanently installed) and proper labeling. The EPA also requires shops to use a separate dedicated recovery/recycling machine for R-12 and R-134a, plus one or more additional recovery only machines for any other refrigerants that might be used. For this reason, many shops may choose to avoid blends. But fleets may find blends to be an acceptable alternative if they don’t want to convert (or it would cost too much to convert) their vehicles over to R-134a.

To protect recycling equipment and customer’s vehicles against cross-contamination or bad refrigerant, service facilities should use a refrigerant identifier to check every vehicle before it is serviced. An identifier can also help the shop monitor the quality of their recycled refrigerant as well as any virgin refrigerant that might be purchased.

Most identifiers that are available today can only tell you if the system contains pure R-12, R-134a, hydrocarbons, or R-22 or an "unknown" refrigerant. Each blend has its own characteristic finger print, but because of the fractionation problem getting a precise fix on exactly what’s in a vehicle isn’t as easy as it sounds.

The best advise is this: if you don’t know what type of refrigerant is in your vehicle, take it to a shop that has a refrigerant identifier and have it checked. Intermixing different refrigerants can cause cooling problems as well as shorten the life of the compressor.

CONTAMINATION ALERT!
As the use of alternative refrigerants grows, so does the risk of cross-contamination. A recent survey by the Florida EPA revealed some startling results. When they tested the refrigerant recovery tanks in about 100 shops, here’s what they found:

Thirty-eight percent of the recovery tanks showed some type of contamination! Independent repair garages and service shops had the lowest rate of contamination, but it was still 32% (nearly one out of three). Used car dealers were the worst, with 71% of their recovery tanks (almost three out of four) showing signs of contamination.

Air contamination was the worst problem, being present in 22% of the tanks tested overall. But cross-contamination between R-12 and R-134a was also found in 15% of the tanks. The most cross-contamination (29%) was discovered in used car dealers.

RETROFIT OR NOT?
The OEMS say R-12 should be used in all R-12 systems as long as it is available because R-12 provides the best cooling performance in these applications. They say there’s no need to retrofit to R-134a or to use any other refrigerant as long as the system is cooling normally. But if the system requires major repairs such as a new compressor or condenser, the cost to retrofit may be justified.

The OEMS say switching an older R-12 system to R-134a does not require a lot of modifications in many instances. Changing the accumulator or receiver-dryer, removing the old compressor oil and replacing the high pressure switch is generally all that’s needed—a job that can usually be done for less than $200. For more information, consider purchasing the R134A RETROFIT GUIDE on this website.

OEM as well as aftermarket retrofit kits are now available for such conversions. But some vehicles (namely those with viton compressor seals, compressors that can’t handle higher head pressures or have small condensers) aren’t so easy to convert. Changing some of these vehicles over to R-134a requires extensive and expensive modifications. So for these applications there are no kits or easy answers—other than to switch to a blend refrigerant if R-12 becomes too expensive or is unavailable.
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Old 09-17-2006, 08:04 PM   #49
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Re: Tacoma FAQs and Information

OBDII DTC CODES

A primer on OBDII DTC codes:
http://www.overboost.com/story.asp?id=1286&r=1

See also:
http://www.obd-codes.com/trouble_codes/index.php

Here are a list of generic and Toyota-specific DTC codes from http://www.iequus.com/assets/manuals/3100E.pdf

DTC Codes in BOLD have troubleshooting guide at the end of this post.

The above document also provided Manufacturer-specific DTC codes for Honda, General Motors, Ford, and Chrysler.

DIAGNOSTIC TROUBLE CODE DEFINITIONS
The following Diagnostic Trouble Code Definitions lists represent the most complete information currently available. OBD II is an evolving system, and new codes and definitions will be added as the system matures. ALWAYS consult the vehicle’s service manual for code definitions not included in these lists.

The following code definition lists provide both Generic Diagnostic Trouble Code Definitions and Manufacturer-Specific Diagnostic Trouble Code Definitions for the following vehicles:

• OBD II Powertrain “GENERIC” (P0XXX) Diagnostic Trouble Codes. OBD II Generic Diagnostic Trouble Codes and their definitions apply to all makes and models of import and domestic vehicles that are “OBD II COMPLIANT”.

• OBD II Powertrain “MANUFACTURER SPECIFIC” (P1XXX) Diagnostic Trouble Codes. OBD II Manufacturer-Specific Diagnostic Trouble Codes and their definitions apply only to vehicles produced by the specific manufacturer (Ford, GM, Toyota etc.).

GENERIC OBD II CODE DEFINITIONS
P0010 "A" Camshaft Position Actuator Circuit (Bank 1)
P0011 "A" Camshaft Position - Timing Over-Advanced or System Performance (Bank 1)
P0012 "A" Camshaft Position - Timing Over-Retarded (Bank 1)
P0013 "B" Camshaft Position - Actuator Circuit (Bank 1)
P0014 "B" Camshaft Position - Timing Over-Advanced or System Performance (Bank 1)
P0015 "B" Camshaft Position - Timing Over-Retarded (Bank 1)
P0020 "A" Camshaft Position Actuator Circuit (Bank 2)
P0021 "A" Camshaft Position - Timing Over-Advanced or System Performance (Bank 2)
P0022 "A" Camshaft Position - Timing Over-Retarded (Bank 2)
P0023 "B" Camshaft Position - Actuator Circuit (Bank 2)
P0024 "B" Camshaft Position - Timing Over-Advanced or System Performance (Bank 2)
P0025 "B" Camshaft Position - Timing Over-Retarded (Bank 2)
P0030 HO2S Heater Control Circuit (Bank 1 Sensor 1)
P0031 HO2S Heater Control Circuit Low (Bank 1 Sensor 1)
P0032 HO2S Heater Control Circuit High (Bank 1 Sensor 1)
P0033 Turbo Charger Bypass Valve Control Circuit
P0034 Turbo Charger Bypass Valve Control Circuit Low
P0035 Turbo Charger Bypass Valve Control Circuit High
P0036 HO2S Heater Control Circuit (Bank 1 Sensor 2)
P0037 HO2S Heater Control Circuit Low (Bank 1 Sensor 2)
P0038 HO2S Heater Control Circuit High (Bank 1 Sensor 2)
P0042 HO2S Heater Control Circuit (Bank 1 Sensor 3)
P0043 HO2S Heater Control Circuit Low (Bank 1 Sensor 3)
P0044 HO2S Heater Control Circuit High (Bank 1 Sensor 3)
P0050 HO2S Heater Control Circuit (Bank 2 Sensor 1)
P0051 HO2S Heater Control Circuit Low (Bank 2 Sensor 1)
P0052 HO2S Heater Control Circuit High (Bank 2 Sensor 1)
P0056 HO2S Heater Control Circuit (Bank 2 Sensor 2)
P0057 HO2S Heater Control Circuit Low (Bank 2 Sensor 2)
P0058 HO2S Heater Control Circuit High (Bank 2 Sensor 2)
P0062 HO2S Heater Control Circuit (Bank 2 Sensor 3)
P0063 HO2S Heater Control Circuit Low (Bank 2 Sensor 3)
P0064 HO2S Heater Control Circuit High (Bank 2 Sensor 3)
P0065 Air Assisted Injector Control Range/Performance
P0066 Air Assisted Injector Control Circuit or Circuit Low
P0067 Air Assisted Injector Control Circuit High
P0070 Ambient Air Temperature Sensor Circuit
P0071 Ambient Air Temperature Sensor Range/Performance
P0072 Ambient Air Temperature Sensor Circuit Low Input
P0073 Ambient Air Temperature Sensor Circuit High Input
P0074 Ambient Air Temperature Sensor Circuit Intermittent
P0075 Intake Valve Control Solenoid Circuit (Bank 1)
P0076 Intake Valve Control Solenoid Circuit Low (Bank 1)
P0077 Intake Valve Control Solenoid Circuit High (Bank 1)
P0078 Exhaust Valve Control Solenoid Circuit (Bank 1)
P0079 Exhaust Valve Control Solenoid Circuit Low (Bank 1)
P0080 Exhaust Valve Control Solenoid Circuit High (Bank 1)
P0081 Intake Valve Control Solenoid Circuit (Bank 2)
P0082 Intake Valve Control Solenoid Circuit Low (Bank 2)
P0083 Intake Valve Control Solenoid Circuit High (Bank 2)
P0084 Exhaust Valve Control Solenoid Circuit (Bank 2)
P0085 Exhaust Valve Control Solenoid Circuit Low (Bank 2)
P0086 Exhaust Valve Control Solenoid Circuit High (Bank 2)

P0100 Mass or Volume Air Flow Circuit Malfunction
P0101 Mass or Volume Circuit Range/Performance Problem
P0102 Mass or Volume Circuit Low Input
P0103 Mass or Volume Circuit High Input
P0104 Mass or Volume Circuit Intermittent
P0105 Manifold Absolute Pressure/Barometric Pressure Circuit Malfunction
P0106 Manifold Absolute Pressure/Barometric Pressure Circuit Range/Performance Problem
P0107 Manifold Absolute Pressure/Barometric Pressure Circuit Low Input
P0108 Manifold Absolute Pressure/Barometric Pressure Circuit High Input
P0109 Manifold Absolute Pressure/Barometric Pressure Circuit Intermittent
P0110 Intake Air Temperature Circuit Malfunction
P0111 Intake Air Temperature Circuit Range/Performance Problem
P0112 Intake Air Temperature Circuit Low Input
P0113 Intake Air Temperature Circuit High Input
P0114 Intake Air Temperature Circuit Intermittent
P0115 Engine Coolant Temperature Circuit Malfunction
P0116 Engine Coolant Temperature Circuit Range/Performance Problem
P0117 Engine Coolant Temperature Circuit Low Input
P0118 Engine Coolant Temperature Circuit High Input
P0119 Engine Coolant Temperature Circuit Intermittent
P0120 Throttle/Pedal Position Sensor/Switch A Circuit Malfunction
P0121 Throttle/Pedal Position Sensor/Switch A Circuit Range/Performance Problem
P0122 Throttle/Pedal Position Sensor/Switch A Circuit Low Input
P0123 Throttle/Pedal Position Sensor/Switch A Circuit High Input
P0124 Throttle/Pedal Position Sensor/Switch A Circuit Intermittent
P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control
P0126 Insufficient Coolant Temperature for Stable Operation
P0127 Intake Air Temperature Too High
P0128 Coolant Thermostat (Coolant Temperature Below Thermostat Regulating Temperature)
P0130 O2 Sensor Circuit Malfunction (Bank 1 Sensor 1)
P0131 O2 Sensor Circuit Low Voltage (Bank 1 Sensor 1)
P0132 O2 Sensor Circuit High Voltage (Bank 1 Sensor 1)
P0133 O2 Sensor Circuit Slow Response (Bank 1 Sensor 1)
P0134 O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 1)
P0135 O2 Sensor Heater Circuit Malfunction (Bank 1 Sensor 1)
P0136 O2 Sensor Circuit Malfunction (Bank 1 Sensor 2)
P0137 O2 Sensor Circuit Low Voltage (Bank 1 Sensor 2)
P0138 O2 Sensor Circuit High Voltage (Bank 1 Sensor 2)
P0139 O2 Sensor Circuit Slow Response (Bank 1 Sensor 2)
P0140 O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 2)
P0141 O2 Sensor Heater Circuit Malfunction (Bank 1 Sensor 2)
P0142 O2 Sensor Circuit Malfunction (Bank 1 Sensor 3)
P0143 O2 Sensor Circuit Low Voltage (Bank 1 Sensor 3)
P0144 O2 Sensor Circuit High Voltage (Bank 1 Sensor 3)
P0145 O2 Sensor Circuit Slow Response (Bank 1 Sensor 3)
P0146 O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 3)
P0147 O2 Sensor Heater Circuit Malfunction (Bank 1 Sensor 3)
P0148 Fuel Delivery Error
P0149 Fuel Timing Error
P0150 O2 Sensor Circuit Malfunction (Bank 2 Sensor 1)
P0151 O2 Sensor Circuit Low Voltage (Bank 2 Sensor 1)
P0152 O2 Sensor Circuit High Voltage (Bank 2 Sensor 1)
P0153 O2 Sensor Circuit Slow Response (Bank 2 Sensor 1)
P0154 O2 Sensor Circuit No Activity Detected (Bank 2 Sensor 1)
P0155 O2 Sensor Heater Circuit Malfunction (Bank 2 Sensor 1)
P0156 O2 Sensor Circuit Malfunction (Bank 2 Sensor 2)
P0157 O2 Sensor Circuit Low Voltage (Bank 2 Sensor 2)
P0158 O2 Sensor Circuit High Voltage (Bank 2 Sensor 2)
P0159 O2 Sensor Circuit Slow Response (Bank 2 Sensor 2)
P0160 O2 Sensor Circuit No Activity Detected (Bank 2 Sensor 2)
P0161 O2 Sensor Heater Circuit Malfunction (Bank 2 Sensor 2)
P0162 O2 Sensor Circuit Malfunction (Bank 2 Sensor 3)
P0163 O2 Sensor Circuit Low Voltage (Bank 2 Sensor 3)
P0164 O2 Sensor Circuit High Voltage (Bank 2 Sensor 3)
P0165 O2 Sensor Circuit Slow Response (Bank 2 Sensor 3)
P0166 O2 Sensor Circuit No Activity Detected (Bank 2 Sensor 3)
P0167 O2 Sensor Heater Circuit Malfunction (Bank 2 Sensor 3)
P0168 Fuel Temperature Too High
P0169 Incorrect Fuel Composition
P0170 Fuel Trim Malfunction (Bank 1)
P0171 System too Lean (Bank 1)
P0172 System too Rich (Bank 1)
P0173 Fuel Trim Malfunction (Bank 2)
P0174 System too Lean (Bank 2)
P0175 System too Rich (Bank 2)
P0176 Fuel Composition Sensor Circuit Malfunction
P0177 Fuel Composition Sensor Circuit Range/Performance
P0178 Fuel Composition Sensor Circuit Low Input
P0179 Fuel Composition Sensor Circuit High Input
P0180 Fuel Temperature Sensor A Circuit Malfunction
P0181 Fuel Temperature Sensor A Circuit Range/Performance
P0182 Fuel Temperature Sensor A Circuit Low Input
P0183 Fuel Temperature Sensor A Circuit High Input
P0184 Fuel Temperature Sensor A Circuit Intermittent
P0185 Fuel Temperature Sensor B Circuit Malfunction
P0186 Fuel Temperature Sensor B Circuit Range/Performance
P0187 Fuel Temperature Sensor B Circuit Low Input
P0188 Fuel Temperature Sensor B Circuit High Input
P0189 Fuel Temperature Sensor B Circuit Intermittent
P0190 Fuel Rail Pressure Sensor Circuit Malfunction
P0191 Fuel Rail Pressure Sensor Circuit Range/Performance
P0192 Fuel Rail Pressure Sensor Circuit Low Input
P0193 Fuel Rail Pressure Sensor Circuit High Input
P0194 Fuel Rail Pressure Sensor Circuit Intermittent
P0195 Engine Oil Temperature Sensor Malfunction
P0196 Engine Oil Temperature Sensor Range/Performance
P0197 Engine Oil Temperature Sensor Low
P0198 Engine Oil Temperature Sensor High
P0199 Engine Oil Temperature Sensor Intermittent

P0200 Injector Circuit Malfunction
P0201 Injector Circuit Malfunction - Cylinder 1
P0202 Injector Circuit Malfunction - Cylinder 2
P0203 Injector Circuit Malfunction - Cylinder 3
P0204 Injector Circuit Malfunction - Cylinder 4
P0205 Injector Circuit Malfunction - Cylinder 5
P0206 Injector Circuit Malfunction - Cylinder 6
P0207 Injector Circuit Malfunction - Cylinder 7
P0208 Injector Circuit Malfunction - Cylinder 8
P0209 Injector Circuit Malfunction - Cylinder 9
P0210 Injector Circuit Malfunction - Cylinder 10
P0211 Injector Circuit Malfunction - Cylinder 11
P0212 Injector Circuit Malfunction - Cylinder 12
P0213 Cold Start Injector 1 Malfunction
P0214 Cold Start Injector 2 Malfunction
P0215 Engine Shutoff Solenoid Malfunction
P0216 Injection Timing Control Circuit Malfunction
P0217 Engine Overtemp Condition
P0218 Transmission Over Temperature Condition
P0219 Engine Overspeed Condition
P0220 Throttle/Pedal Position Sensor/Switch B Circuit Malfunction
P0221 Throttle/Pedal Position Sensor/Switch B Circuit Range/Performance Problem
P0222 Throttle/Pedal Position Sensor/Switch B Circuit Low Input
P0223 Throttle/Pedal Position Sensor/Switch B Circuit High Input
P0224 Throttle/Pedal Position Sensor/Switch B Circuit Intermittent
P0225 Throttle/Pedal Position Sensor/Switch C Circuit Malfunction
P0226 Throttle/Pedal Position Sensor/Switch C Circuit Range/Performance Problem
P0227 Throttle/Pedal Position Sensor/Switch C Circuit Low Input
P0228 Throttle/Pedal Position Sensor/Switch C Circuit High Input
P0229 Throttle/Pedal Position Sensor/Switch C Circuit Intermittent
P0230 Fuel Pump Primary Circuit Malfunction
P0231 Fuel Pump Secondary Circuit Low
P0232 Fuel Pump Secondary Circuit High
P0233 Fuel Pump Secondary Circuit Intermittent
P0234 Engine Overboost Condition
P0235 Turbocharger Boost Sensor A Circuit Malfunction
P0236 Turbocharger Boost Sensor A Circuit Range/Performance
P0237 Turbocharger Boost Sensor A Circuit Low
P0238 Turbocharger Boost Sensor A Circuit High
P0239 Turbocharger Boost Sensor B Circuit Malfunction
P0240 Turbocharger Boost Sensor B Circuit Range/Performance
P0241 Turbocharger Boost Sensor B Circuit Low
P0242 Turbocharger Boost Sensor B Circuit High
P0243 Turbocharger Wastegate Solenoid A Malfunction
P0244 Turbocharger Wastegate Solenoid A Range/Performance
P0245 Turbocharger Wastegate Solenoid A Low
P0246 Turbocharger Wastegate Solenoid A High
P0247 Turbocharger Wastegate Solenoid B Malfunction
P0248 Turbocharger Wastegate Solenoid B Range/Performance
P0249 Turbocharger Wastegate Solenoid B Low
P0250 Turbocharger Wastegate Solenoid B High
P0251 Injection Pump A Rotor/Cam Malfunction
P0252 Injection Pump A Rotor/Cam Range/Performance
P0253 Injection Pump A Rotor/Cam Low
P0254 Injection Pump A Rotor/Cam High
P0255 Injection Pump A Rotor/Cam Intermitted
P0256 Injection Pump B Rotor/Cam Malfunction
P0257 Injection Pump B Rotor/Cam Range/Performance
P0258 Injection Pump B Rotor/Cam Low
P0259 Injection Pump B Rotor/Cam High
P0260 Injection Pump B Rotor/Cam Intermitted
P0261 Cylinder 1 Injector Circuit Low
P0262 Cylinder 1 Injector Circuit High
P0263 Cylinder 1 Contribution/Balance Fault
P0264 Cylinder 2 Injector Circuit Low
P0265 Cylinder 2 Injector Circuit High
P0266 Cylinder 2 Contribution/Balance Fault
P0267 Cylinder 3 Injector Circuit Low
P0268 Cylinder 3 Injector Circuit High
P0269 Cylinder 3 Contribution/Balance Fault
P0270 Cylinder 4 Injector Circuit Low
P0271 Cylinder 4 Injector Circuit High
P0272 Cylinder 4 Contribution/Balance Fault
P0273 Cylinder 5 Injector Circuit Low
P0274 Cylinder 5 Injector Circuit High
P0275 Cylinder 5 Contribution/Balance Fault
P0276 Cylinder 6 Injector Circuit Low
P0277 Cylinder 6 Injector Circuit High
P0278 Cylinder 6 Contribution/Balance Fault
P0279 Cylinder 7 Injector Circuit Low
P0280 Cylinder 7 Injector Circuit High
P0281 Cylinder 7 Contribution/Balance Fault
P0282 Cylinder 8 Injector Circuit Low
P0283 Cylinder 8 Injector Circuit High
P0284 Cylinder 8 Contribution/Balance Fault
P0285 Cylinder 9 Injector Circuit Low
P0286 Cylinder 9 Injector Circuit High
P0287 Cylinder 9 Contribution/Balance Fault
P0288 Cylinder 10 Injector Circuit Low
P0289 Cylinder 10 Injector Circuit High
P0290 Cylinder 10 Contribution/Balance Fault
P0291 Cylinder 11 Injector Circuit Low
P0292 Cylinder 11 Injector Circuit High
P0293 Cylinder 11 Contribution/Balance Fault
P0294 Cylinder 12 Injector Circuit Low
P0295 Cylinder 12 Injector Circuit High
P0296 Cylinder 12 Contribution/Balance Fault
P0298 Engine Oil Over Temperature

P0300 Random/Multiple Cylinder Misfire Detected
P0301 Cylinder 1 Misfire Detected
P0302 Cylinder 2 Misfire Detected
P0303 Cylinder 3 Misfire Detected
P0304 Cylinder 4 Misfire Detected
P0305 Cylinder 5 Misfire Detected
P0306 Cylinder 6 Misfire Detected
P0307 Cylinder 7 Misfire Detected
P0308 Cylinder 8 Misfire Detected
P0309 Cylinder 9 Misfire Detected
P0310 Cylinder 10 Misfire Detected
P0311 Cylinder 11 Misfire Detected
P0312 Cylinder 12 Misfire Detected
P0313 Misfire Detected with Low Fuel
P0314 Single Cylinder Misfire (Cylinder not specified)
P0320 Ignition/Distributor Engine Speed Input Circuit Malfunction
P0321 Ignition/Distributor Engine Speed Input Circuit Range/Performance
P0322 Ignition/Distributor Engine Speed Input Circuit No Signal
P0323 Ignition/Distributor Engine Speed Input Circuit Intermittent
P0324 Knock Control System Error
P0325 Knock Sensor 1 Circuit Malfunction (Bank 1 or Single Sensor)
P0326 Knock Sensor 1 Circuit Range/Performance (Bank 1 or Single Sensor)
P0327 Knock Sensor 1 Circuit Low Input (Bank 1 or Single Sensor)
P0328 Knock Sensor 1 Circuit High Input (Bank 1 or Single Sensor)
P0329 Knock Sensor 1 Circuit Intermittent (Bank 1 or Single Sensor)
P0330 Knock Sensor 2 Circuit Malfunction (Bank 2)
P0331 Knock Sensor 2 Circuit Range/Performance (Bank 2)
P0332 Knock Sensor 2 Circuit Low Input (Bank 2)
P0333 Knock Sensor 2 Circuit High Input (Bank 2)
P0334 Knock Sensor 2 Circuit Intermittent (Bank 2)
P0335 Crankshaft Position Sensor A Circuit Malfunction
P0336 Crankshaft Position Sensor A Circuit Range/Performance
P0337 Crankshaft Position Sensor A Circuit Low Input
P0338 Crankshaft Position Sensor A Circuit High Input
P0339 Crankshaft Position Sensor A Circuit Intermittent
P0340 Camshaft Position Sensor Circuit Malfunction
P0341 Camshaft Position Sensor Circuit Range/Performance
P0342 Camshaft Position Sensor Circuit Low Input
P0343 Camshaft Position Sensor Circuit High Input
P0344 Camshaft Position Sensor Circuit Intermittent
P0345 Camshaft Position Sensor "A" Circuit (Bank 2)
P0346 Camshaft Position Sensor "A" Circuit Range/Performance (Bank 2)
P0347 Camshaft Position Sensor "A" Circuit Low Input (Bank 2)
P0348 Camshaft Position Sensor "A" Circuit High Input (Bank 2)
P0349 Camshaft Position Sensor "A" Circuit Intermittent (Bank 2)
P0350 Ignition Coil Primary/Secondary Circuit Malfunction
P0351 Ignition Coil A Primary/Secondary Circuit Malfunction
P0352 Ignition Coil B Primary/Secondary Circuit Malfunction
P0353 Ignition Coil C Primary/Secondary Circuit Malfunction
P0354 Ignition Coil D Primary/Secondary Circuit Malfunction
P0355 Ignition Coil E Primary/Secondary Circuit Malfunction
P0356 Ignition Coil F Primary/Secondary Circuit Malfunction
P0357 Ignition Coil G Primary/Secondary Circuit Malfunction
P0358 Ignition Coil H Primary/Secondary Circuit Malfunction
P0359 Ignition Coil I Primary/Secondary Circuit Malfunction
P0360 Ignition Coil J Primary/Secondary Circuit Malfunction
P0361 Ignition Coil K Primary/Secondary Circuit Malfunction
P0362 Ignition Coil L Primary/Secondary Circuit Malfunction
P0365 Camshaft Position Sensor "B" Circuit (Bank 1)
P0366 Camshaft Position Sensor "B" Circuit Range/Performance (Bank 1)
P0367 Camshaft Position Sensor "B" Circuit Low Input (Bank 1)
P0368 Camshaft Position Sensor "B" Circuit High Input (Bank 1)
P0369 Camshaft Position Sensor "B" Circuit Intermittent (Bank 1)
P0370 Timing Reference High Resolution Signal A Malfunction
P0371 Timing Reference High Resolution Signal A Too Many Pulses
P0372 Timing Reference High Resolution Signal A Too Few Pulses
P0373 Timing Reference High Resolution Signal A Intermittent/ Erratic Pulses
P0374 Timing Reference High Resolution Signal A No Pulses
P0375 Timing Reference High Resolution Signal B Malfunction
P0376 Timing Reference High Resolution Signal B Too Many Pulses
P0377 Timing Reference High Resolution Signal B Too Few Pulses
P0378 Timing Reference High Resolution Signal B Intermittent/ Erratic Pulses
P0379 Timing Reference High Resolution Signal B No Pulses
P0380 Glow Plug/Heater Circuit Malfunction
P0381 Glow Plug/Heater Indicator Circuit Malfunction
P0382 Glow Plug/Heater Circuit "B" Malfunction
P0385 Crankshaft Position Sensor B Circuit Malfunction
P0386 Crankshaft Position Sensor B Circuit Range/Performance
P0387 Crankshaft Position Sensor B Circuit Low Input
P0388 Crankshaft Position Sensor B Circuit High Input
P0389 Crankshaft Position Sensor B Circuit Intermittent
P0390 Camshaft Position Sensor "B" Circuit (Bank 2)
P0391 Camshaft Position Sensor "B" Circuit Range/Performance (Bank 2)
P0392 Camshaft Position Sensor "B" Circuit Low Input (Bank 2)
P0393 Camshaft Position Sensor "B" Circuit High Input (Bank 2)
P0394 Camshaft Position Sensor "B" Circuit Intermittent (Bank 2)

P0400 Exhaust Gas Recirculation Flow Malfunction
P0401 Exhaust Gas Recirculation Flow Insufficient Detected
P0402 Exhaust Gas Recirculation Flow Excessive Detected
P0403 Exhaust Gas Recirculation Circuit Malfunction
P0404 Exhaust Gas Recirculation Circuit Range/Performance
P0405 Exhaust Gas Recirculation Sensor A Circuit Low
P0406 Exhaust Gas Recirculation Sensor A Circuit High
P0407 Exhaust Gas Recirculation Sensor B Circuit Low
P0408 Exhaust Gas Recirculation Sensor B Circuit High
P0409 Exhaust Gas Recirculation Sensor "A" Circuit
P0410 Secondary Air Injection System Malfunction
P0411 Secondary Air Injection System Incorrect Flow Detected
P0412 Secondary Air Injection System Switching Valve A Circuit Malfunction
P0413 Secondary Air Injection System Switching Valve A Circuit Open
P0414 Secondary Air Injection System Switching Valve A Circuit Shorted
P0415 Secondary Air Injection System Switching Valve B Circuit Malfunction
P0416 Secondary Air Injection System Switching Valve B Circuit Open
P0417 Secondary Air Injection System Switching Valve B Circuit Shorted
P0418 Secondary Air Injection System Relay "A" Circuit Malfunction
P0419 Secondary Air Injection System Relay "B" Circuit Malfunction
P0420 Catalyst System Efficiency Below Threshold (Bank 1)
P0421 Warm Up Catalyst Efficiency Below Threshold (Bank 1)
P0422 Main Catalyst Efficiency Below Threshold (Bank 1)
P0423 Heated Catalyst Efficiency Below Threshold (Bank 1)
P0424 Heated Catalyst Temperature Below Threshold (Bank 1)
P0425 Catalyst Temperature Sensor (Bank 1)
P0426 Catalyst Temperature Sensor Range/Performance (Bank 1)
P0427 Catalyst Temperature Sensor Low Input (Bank 1)
P0428 Catalyst Temperature Sensor High Input (Bank 1)
P0429 Catalyst Heater Control Circuit (Bank 1)
P0430 Catalyst System Efficiency Below Threshold (Bank 2)
P0431 Warm Up Catalyst Efficiency Below Threshold (Bank 2)
P0432 Main Catalyst Efficiency Below Threshold (Bank 2)
P0433 Heated Catalyst Efficiency Below Threshold (Bank 2)
P0434 Heated Catalyst Temperature Below Threshold (Bank 2)
P0435 Catalyst Temperature Sensor (Bank 2)
P0436 Catalyst Temperature Sensor Range/Performance (Bank 2)
P0437 Catalyst Temperature Sensor Low Input (Bank 2)
P0438 Catalyst Temperature Sensor High Input (Bank 2)
P0439 Catalyst Heater Control Circuit (Bank 2)
P0440 Evaporative Emission Control System Malfunction
P0441 Evaporative Emission Control System Incorrect Purge Flow
P0442 Evaporative Emission Control System Leak Detected (small leak)
P0443 Evaporative Emission Control System Purge Control Valve Circuit Malfunction
P0444 Evaporative Emission Control System Purge Control Valve Circuit Open
P0445 Evaporative Emission Control System Purge Control Valve Circuit Shorted
P0446 Evaporative Emission Control System Vent Control Circuit Malfunction
P0447 Evaporative Emission Control System Vent Control Circuit Open
P0448 Evaporative Emission Control System Vent Control Circuit Shorted
P0449 Evaporative Emission Control System Vent Valve/Solenoid Circuit Malfunction
P0450 Evaporative Emission Control System Pressure Sensor Malfunction
P0451 Evaporative Emission Control System Pressure Sensor Range/Performance
P0452 Evaporative Emission Control System Pressure Sensor Low Input
P0453 Evaporative Emission Control System Pressure Sensor High Input
P0454 Evaporative Emission Control System Pressure Sensor Intermittent
P0455 Evaporative Emission Control System Leak Detected (gross leak)
P0456 Evaporative Emission Control System Leak Detected (very small leak)
P0457 Evaporative Emission Control System Leak Detected (fuel cap loose/off)
P0460 Fuel Level Sensor Circuit Malfunction
P0461 Fuel Level Sensor Circuit Range/Performance
P0462 Fuel Level Sensor Circuit Low Input
P0463 Fuel Level Sensor Circuit High Input
P0464 Fuel Level Sensor Circuit Intermittent
P0465 Purge Flow Sensor Circuit Malfunction
P0466 Purge Flow Sensor Circuit Range/Performance
P0467 Purge Flow Sensor Circuit Low Input
P0468 Purge Flow Sensor Circuit High Input
P0469 Purge Flow Sensor Circuit Intermittent
P0470 Exhaust Pressure Sensor Malfunction
P0471 Exhaust Pressure Sensor Range/Performance
P0472 Exhaust Pressure Sensor Low
P0473 Exhaust Pressure Sensor High
P0474 Exhaust Pressure Sensor Intermittent
P0475 Exhaust Pressure Control Valve Malfunction
P0476 Exhaust Pressure Control Valve Range/Performance
P0477 Exhaust Pressure Control Valve Low
P0478 Exhaust Pressure Control Valve High
P0479 Exhaust Pressure Control Valve Intermittent
P0480 Cooling Fan 1 Control Circuit Malfunction
P0481 Cooling Fan 2 Control Circuit Malfunction
P0482 Cooling Fan 3 Control Circuit Malfunction
P0483 Cooling Fan Rationality Check Malfunction
P0484 Cooling Fan Circuit Over Current
P0485 Cooling Fan Power/Ground Circuit Malfunction
P0486 Exhaust Gas Recirculation Sensor "B" Circuit
P0487 Exhaust Gas Recirculation Throttle Position Control Circuit
P0488 Exhaust Gas Recirculation Throttle Position Control Range/Performance
P0491 Secondary Air Injection System (Bank 1)
P0492 Secondary Air Injection System (Bank 2)

P0500 Vehicle Speed Sensor Malfunction
P0501 Vehicle Speed Sensor Range/Performance
P0502 Vehicle Speed Sensor Circuit Low Input
P0503 Vehicle Speed Sensor Intermittent/Erratic/High
P0505 Idle Control System Malfunction
P0506 Idle Control System RPM Lower Than Expected
P0507 Idle Control System RPM Higher Than Expected
P0508 Idle Control System Circuit Low
P0509 Idle Control System Circuit High
P0510 Closed Throttle Position Switch Malfunction
P0512 Starter Request Circuit
P0513 Incorrect Immobilizer Key ("Immobilizer" pending SAE J1930 approval)
P0515 Battery Temperature Sensor Circuit
P0516 Battery Temperature Sensor Circuit Low
P0517 Battery Temperature Sensor Circuit High
P0520 Engine Oil Pressure/Switch Circuit Malfunction
P0521 Engine Oil Pressure/Switch Range/Performance
P0522 Engine Oil Pressure/Switch Low Voltage
P0523 Engine Oil Pressure/Switch High Voltage
P0524 Engine Oil Pressure Too Low
P0530 A/C Refrigerant Pressure Sensor Circuit Malfunction
P0531 A/C Refrigerant Pressure Sensor Circuit Range/Performance
P0532 A/C Refrigerant Pressure Sensor Circuit Low Input
P0533 A/C Refrigerant Pressure Sensor Circuit High Input
P0534 Air Conditioner Refrigerant Charge Loss
P0540 Intake Air Heater Circuit
P0541 Intake Air Heater Circuit Low
P0542 Intake Air Heater Circuit High
P0544 Exhaust Gas Temperature Sensor Circuit (Bank 1)
P0545 Exhaust Gas Temperature Sensor Circuit Low (Bank 1)
P0546 Exhaust Gas Temperature Sensor Circuit High (Bank 1)
P0547 Exhaust Gas Temperature Sensor Circuit (Bank 2)
P0548 Exhaust Gas Temperature Sensor Circuit Low (Bank 2)
P0549 Exhaust Gas Temperature Sensor Circuit High (Bank 2)
P0550 Power Steering Pressure Sensor Circuit Malfunction
P0551 Power Steering Pressure Sensor Circuit Range/Performance
P0552 Power Steering Pressure Sensor Circuit Low Input
P0553 Power Steering Pressure Sensor Circuit High Input
P0554 Power Steering Pressure Sensor Circuit Intermittent
P0560 System Voltage Malfunction
P0561 System Voltage Unstable
P0562 System Voltage Low
P0563 System Voltage High
P0564 Cruise Control Multi-Function Input Signal
P0565 Cruise Control On Signal Malfunction
P0566 Cruise Control Off Signal Malfunction
P0567 Cruise Control Resume Signal Malfunction
P0568 Cruise Control Set Signal Malfunction
P0569 Cruise Control Coast Signal Malfunction
P0570 Cruise Control Accel Signal Malfunction
P0571 Cruise Control/Brake Switch A Circuit Malfunction
P0572 Cruise Control/Brake Switch A Circuit Low
P0573 Cruise Control/Brake Switch A Circuit High
P0574 Cruise Control System - Vehicle Speed Too High
P0575 Cruise Control Input Circuit
P0576 Cruise Control Input Circuit Low
P0577 Cruise Control Input Circuit High
P0578-P0580 Reserved for Cruise Control Codes

P0600 Serial Communication Link Malfunction
P0601 Internal Control Module Memory Check Sum Error
P0602 Control Module Programming Error
P0603 Internal Control Module Keep Alive Memory (KAM) Error
P0604 Internal Control Module Random Access Memory (RAM) Error
P0605 Internal Control Module Read Only Memory (ROM) Error
P0606 PCM Processor Fault
P0607 Control Module Performance
P0608 Control Module VSS Output "A" Malfunction
P0609 Control Module VSS Output "B" Malfunction
P0610 Control Module Vehicle Options Error
P0615 Starter Relay Circuit
P0616 Starter Relay Circuit Low
P0617 Starter Relay Circuit High
P0618 Alternative Fuel Control Module KAM Error
P0619 Alternative Fuel Control Module RAM/ROM Error
P0620 Generator Control Circuit Malfunction
P0621 Generator Lamp "L" Control Circuit Malfunction
P0622 Generator Field "F" Control Circuit Malfunction
P0623 Generator Lamp Control Circuit
P0624 Fuel Cap Lamp Control Circuit
P0630 VIN Not Programmed or Mismatch - ECM/PCM
P0631 VIN Not Programmed or Mismatch - TCM
P0635 Power Steering Control Circuit
P0636 Power Steering Control Circuit Low
P0637 Power Steering Control Circuit High
P0638 Throttle Actuator Control Range/Performance (Bank 1)
P0639 Throttle Actuator Control Range/Performance (Bank 2)
P0640 Intake Air Heater Control Circuit
P0645 A/C Clutch Relay Control Circuit
P0646 A/C Clutch Relay Control Circuit Low
P0647 A/C Clutch Relay Control Circuit High
P0648 Immobilizer Lamp Control Circuit ("Immobilizer" pending SAE J1930 approval)
P0649 Speed Control Lamp Control Circuit
P0650 Malfunction Indicator Lamp (MIL) Control Circuit Malfunction
P0654 Engine RPM Output Circuit Malfunction
P0655 Engine Hot Lamp Output Control Circuit Malfunction
P0656 Fuel Level Output Circuit Malfunction
P0660 Intake Manifold Tuning Valve Control Circuit (Bank 1)
P0661 Intake Manifold Tuning Valve Control Circuit Low (Bank 1)
P0662 Intake Manifold Tuning Valve Control Circuit High (Bank 1)
P0663 Intake Manifold Tuning Valve Control Circuit (Bank 2)
P0664 Intake Manifold Tuning Valve Control Circuit Low (Bank 2)
P0665 Intake Manifold Tuning Valve Control Circuit High (Bank 2)

P0700 Transmission Control System Malfunction
P0701 Transmission Control System Range/Performance
P0702 Transmission Control System Electrical
P0703 Torque Converter/Brake Switch B Circuit Malfunction
P0704 Clutch Switch Input Circuit Malfunction
P0705 Transmission Range Sensor Circuit Malfunction (PRNDL Input)
P0706 Transmission Range Sensor Circuit Range/Performance
P0707 Transmission Range Sensor Circuit Low Input
P0708 Transmission Range Sensor Circuit High Input
P0709 Transmission Range Sensor Circuit Intermittent
P0710 Transmission Fluid Temperature Sensor Circuit Malfunction
P0711 Transmission Fluid Temperature Sensor Circuit Range/Performance
P0712 Transmission Fluid Temperature Sensor Circuit Low Input
P0713 Transmission Fluid Temperature Sensor Circuit High Input
P0714 Transmission Fluid Temperature Sensor Circuit Intermittent
P0715 Input/Turbine Speed Sensor Circuit Malfunction
P0716 Input/Turbine Speed Sensor Circuit Range/Performance
P0717 Input/Turbine Speed Sensor Circuit No Signal
P0718 Input/Turbine Speed Sensor Circuit Intermittent
P0719 Torque Converter/Brake Switch B Circuit Low
P0720 Output Speed Sensor Circuit Malfunction
P0721 Output Speed Sensor Circuit Range/Performance
P0722 Output Speed Sensor Circuit No Signal
P0723 Output Speed Sensor Circuit Intermittent
P0724 Torque Converter/Brake Switch B Circuit High
P0725 Engine Speed Input Circuit Malfunction
P0726 Engine Speed Input Circuit Range/Performance
P0727 Engine Speed Input Circuit No Signal
P0728 Engine Speed Input Circuit Intermittent
P0730 Incorrect Gear Ratio
P0731 Gear 1 Incorrect Ratio
P0732 Gear 2 Incorrect Ratio
P0733 Gear 3 Incorrect Ratio
P0734 Gear 4 Incorrect Ratio
P0735 Gear 5 Incorrect Ratio
P0736 Reverse Incorrect Ratio
P0737 TCM Engine Speed Output Circuit
P0738 TCM Engine Speed Output Circuit Low
P0739 TCM Engine Speed Output Circuit High
P0740 Torque Converter Clutch Circuit Malfunction
P0741 Torque Converter Clutch Circuit Performance or Stuck Off
P0742 Torque Converter Clutch Circuit Stuck On
P0743 Torque Converter Clutch Circuit Electrical
P0744 Torque Converter Clutch Circuit Intermittent
P0745 Pressure Control Solenoid Malfunction
P0746 Pressure Control Solenoid Performance or Stuck Off
P0747 Pressure Control Solenoid Stuck On
P0748 Pressure Control Solenoid Electrical
P0749 Pressure Control Solenoid Intermittent
P0750 Shift Solenoid A Malfunction
P0751 Shift Solenoid A Performance or Stuck Off
P0752 Shift Solenoid A Stuck On
P0753 Shift Solenoid A Electrical
P0754 Shift Solenoid A Intermittent
P0755 Shift Solenoid B Malfunction
P0756 Shift Solenoid B Performance or Stuck Off
P0757 Shift Solenoid B Stuck On
P0758 Shift Solenoid B Electrical
P0759 Shift Solenoid B Intermittent
P0760 Shift Solenoid C Malfunction
P0761 Shift Solenoid C Performance or Stuck Off
P0762 Shift Solenoid C Stuck On
P0763 Shift Solenoid C Electrical
P0764 Shift Solenoid C Intermittent
P0765 Shift Solenoid D Malfunction
P0766 Shift Solenoid D Performance or Stuck Off
P0767 Shift Solenoid D Stuck On
P0768 Shift Solenoid D Electrical
P0769 Shift Solenoid D Intermittent
P0770 Shift Solenoid E Malfunction
P0771 Shift Solenoid E Performance or Stuck Off
P0772 Shift Solenoid E Stuck On
P0773 Shift Solenoid E Electrical
P0774 Shift Solenoid E Intermittent
P0775 Pressure Control Solenoid "B"
P0776 Pressure Control Solenoid "B" Performance or Stuck Off
P0777 Pressure Control Solenoid "B" Stuck On
P0778 Pressure Control Solenoid "B" Electrical
P0779 Pressure Control Solenoid "B" Intermittent
P0780 Shift Malfunction
P0781 1-2 Shift Malfunction
P0782 2-3 Shift Malfunction
P0783 3-4 Shift Malfunction
P0784 4-5 Shift Malfunction
P0785 Shift/Timing Solenoid Malfunction
P0786 Shift/Timing Solenoid Range/Performance
P0787 Shift/Timing Solenoid Low
P0788 Shift/Timing Solenoid High
P0789 Shift/Timing Solenoid Intermittent
P0790 Normal/Performance Switch Circuit Malfunction
P0791 Intermediate Shaft Speed Sensor Circuit
P0792 Intermediate Shaft Speed Sensor Circuit Range/Performance
P0793 Intermediate Shaft Speed Sensor Circuit No Signal
P0794 Intermediate Shaft Speed Sensor Circuit Intermittent
P0795 Pressure Control Solenoid "C"
P0796 Pressure Control Solenoid "C" Performance or Stuck Off
P0797 Pressure Control Solenoid "C" Stuck On
P0798 Pressure Control Solenoid "C" Electrical
P0799 Pressure Control Solenoid "C" Intermittent

P0801 Reverse Inhibit Control Circuit Malfunction
P0803 1-4 Upshift (Skip Shift) Solenoid Control Circuit Malfunction
P0804 1-4 Upshift (Skip Shift) Lamp Control Circuit Malfunction
P0805 Clutch Position Sensor Circuit
P0806 Clutch Position Sensor Circuit Range/Performance
P0807 Clutch Position Sensor Circuit Low
P0808 Clutch Position Sensor Circuit High
P0809 Clutch Position Sensor Circuit Intermittent
P0810 Clutch Position Control Error
P0811 Excessive Clutch Slippage
P0812 Reverse Input Circuit
P0813 Reverse Output Circuit
P0814 Transmission Range Display Circuit
P0815 Upshift Switch Circuit
P0816 Downshift Switch Circuit
P0817 Starter Disable Circuit
P0818 Driveline Disconnect Switch Input Circuit
P0820 Gear Lever X-Y Position Sensor Circuit
P0821 Gear Lever X Position Circuit
P0822 Gear Lever Y Position Circuit
P0823 Gear Lever X Position Circuit Intermittent
P0824 Gear Lever Y Position Circuit Intermittent
P0825 Gear Lever Push-Pull Switch (Shift Anticipate)
P0830 Clutch Pedal Switch "A" Circuit
P0831 Clutch Pedal Switch "A" Circuit Low
P0832 Clutch Pedal Switch "A" Circuit High
P0833 Clutch Pedal Switch "B" Circuit
P0834 Clutch Pedal Switch "B" Circuit Low
P0835 Clutch Pedal Switch "B" Circuit High
P0836 Four Wheel Drive (4WD) Switch Circuit
P0837 Four Wheel Drive (4WD) Switch Circuit Range/Performance
P0838 Four Wheel Drive (4WD) Switch Circuit Low
P0839 Four Wheel Drive (4WD) Switch Circuit High
P0840 Transmission Fluid Pressure Sensor/Switch "A" Circuit
P0841 Transmission Fluid Pressure Sensor/Switch "A" Circuit Range/Performance
P0842 Transmission Fluid Pressure Sensor/Switch "A" Circuit Low
P0843 Transmission Fluid Pressure Sensor/Switch "A" Circuit High
P0844 Transmission Fluid Pressure Sensor/Switch "A" Circuit Intermittent
P0845 Transmission Fluid Pressure Sensor/Switch "B" Circuit
P0846 Transmission Fluid Pressure Sensor/Switch "B" Circuit Range/Performance
P0847 Transmission Fluid Pressure Sensor/Switch "B" Circuit Low
P0848 Transmission Fluid Pressure Sensor/Switch "B" Circuit High
P0849 Transmission Fluid Pressure Sensor/Switch "B" Circuit Intermittent

TOYOTA-SPECIFIC OBD II CODE DEFINITIONS
P1100 BARO Sensor Circuit malfunction
P1120 Accelerator Pedal Position Sensor Circuit Malfunction
P1121 Accelerator Pedal Position Sensor Range/Performance Problem
P1125 Throttle Control Motor Circuit Malfunction
P1126 Magnetic Clutch Circuit Malfunction
P1127 ETCS Actuator Power Source Circuit Malfunction
P1128 Throttle Control Motor Lock Malfunction
P1129 Electric Throttle Control System Malfunction
P1130 Air-Fuel Sensor Circuit Range/Performance
P1133 Air-Fuel Sensor Circuit Response Malfunction
P1135 Air-Fuel Sensor Heater Circuit Response Malfunction
P1150 A/F Sensor Circuit Range/Performance Malfunction
P1153 A./F Sensor Circuit Response Malfunction
P1155 A/F Sensor Heater Circuit Malfunction

P1200 Fuel Pump Relay Circuit Malfunction

P1300 Igniter Circuit Malfunction No. 1
P1305 Igniter Circuit Malfunction No. 2 (1998-2000 Land Cruiser, 2000 Celica & Tundra)
P1310 Igniter Circuit Malfunction No. 2 (Except 1998-2000 Land Cruiser, 2000 Celica & Tundra)
P1310 Igniter Circuit Malfunction No. 3 (1998-2000 Land Cruiser, 2000 Celica & Tundra)
P1315 Igniter Circuit Malfunction No. 4 (1998-2000 Land Cruiser, 2000 Celica & Tundra)
P1320 Igniter Circuit Malfunction No. 5 (1998-2000 Land Cruiser & 2000 Tundra)
P1325 Igniter Circuit Malfunction No. 6 (1998-2000 Land Cruiser & 2000 Tundra)
P1330 Igniter Circuit Malfunction No. 7 (1998-2000 Land Cruiser & 2000 Tundra)
P1335 No CKP Sensor Signal Engine Running
P1340 Igniter Circuit Malfunction No. 8 (1998-2000 Land Cruiser & 2000 Tundra)
P1346 VVT Sensor /Camshaft Position Sensor Circuit Range/Performance Problem (Bank 1)
P1349 VVT System Malfunction
P1351 VVT Sensor /Camshaft Position Sensor Circuit Range/Performance Problem (Bank 2)

P1400 Sub-Throttle Position Sensor Malfunction
P1401 Sub-Throttle Position Sensor Range/Performance Problem
P1405 Turbo Pressure Sensor Circuit Malfunction
P1406 Turbo Pressure Sensor Range/Performance Problem
P1410 EGR Valve Position Sensor Circuit Malfunction
P1411 EGR Valve Position Sensor Circuit Ranger/Performance

P1500 Starter Signal Circuit Malfunction
P1510 Boost Pressure Control Circuit Malfunction
P1511 Boost Pressure Low Malfunction
P1512 Boost Pressure High Malfunction
P1520 Stop Lamp Switch Signal Malfunction
P1565 Cruise Control Main Switch Circuit Malfunction

P1600 ECM BATT Malfunction
P1605 Knock Control CPU Malfunction
P1630 Traction Control System Malfunction
P1633 ECM Malfunction ECTS Circuit
P1645 Body ECU Malfunction
P1652 IACV Control Circuit Malfunction
P1656 OCV Circuit Malfunction
P1658 Waste Gate Valve Control Circuit Malfunction
P1661 EGR Circuit Malfunction
P1662 EGR By-Pass Valve Control Circuit Malfunction
P1690 OCV Circuit Malfunction
P1692 OCV Open Malfunction
P1693 OCV Closed Malfunction

P1780 PNP Switch Malfunction

****************************

TROUBLESHOOTING SOME COMMON CODES

P0100
Mass or volume sensor or circuit

Possible Problems
MAF may be disconnected, or a wiring connection may be bad. MAF sensor may be faulty.

Reset the code and see if it comes back.
Verify that the Mass Air Flow Sensor wiring is connected properly and that there are no broken /frayed wires.
Unplug and reconnect the MAF wiring harness
Check the voltage of the MAF sensor (refer to a repair manual for vehicle specific information)
Replace the MAF sensor

P0101
Mass or volume Circuit Range/Performance Problem

Possible Problems
Mass Air Flow (MAF) sensor or circuit. The PCM detects that the actual MAF sensor frequency signal is not within a predetermined range of the calculated MAF value for more than 4.0 seconds.

Reset the code and see if it comes back
Inspect for the following conditions:
An incorrectly routed harness--Inspect the harness of the MAF sensor in order to verify that it is not routed too close to the following components:
- The secondary ignition wires or coils
- Any solenoids
- Any relays
- Any motors
A low minimum air rate through the sensor bore may cause this DTC to set at idle or during deceleration. Inspect for any vacuum leaks downstream of the MAF sensor.
A wide open throttle (WOT) acceleration from a stop should cause the MAF sensor g/s display on the scan tool to increase rapidly. This increase should be from 6-12 g/s at idle to 230 g/s or more at the time of the 1-2 shift. If the increase is not observed, inspect for a restriction in the induction system or the exhaust system.
The barometric pressure (BARO) that is used in order to calculate the predicted MAF value is initially based on the MAP sensor at key ON.
When the engine is running the MAP sensor value is continually updated near WOT. A skewed MAP sensor will cause the calculated MAF value to be inaccurate. The value shown for the MAP sensor display varies with the altitude. With the ignition ON and the engine OFF, 103 kPa is the approximate value near sea level. This value will decrease by approximately 3 kPa for every 305 meters (1,000 feet) of altitude.
A high resistance on the ground circuit of the MAP sensor can cause this DTC to set.
Any loss of vacuum to the MAP sensor can cause this DTC to set.

P0102
Mass or volume Circuit Low Input
Mass Air Flow (MAF) sensor or circuit. MAF circuit had lower than expected voltage (air flow).

Possible Problems
The MAF may be disconnected, or a wiring connection may be bad
The MAF may be dirty or otherwise contaminated (if you use an oiled air filter such as a K&N air filter, some of the oil may have made it's way onto the MAF sensor).
The MAF sensor may be faulty
The vehicle computer may be faulty (very rare)

reset the code and see if it comes back.
Verify that the Mass Air Flow Sensor wiring is connected properly and that there are no broken / frayed wires.
Inspect for any air leaks near the MAF sensor.
Take the MAF out and clean it using a spray cleaner such as brake cleaner or electrical contact cleaner. Be gentle with the sensor.
Check the voltage of the MAF sensor (refer to a repair manual for vehicle specific information)
Replace the MAF sensor.

P0103
Mass or Volume Circuit High Input.

Possible Problems
Mass Air Flow High (MAF) sensor or circuit. MAF circuit had higher than expected voltage (air flow).

The MAF may be disconnected, or a wiring connection may be bad
The MAF sensor may be damaged
The vehicle computer may be faulty (very rare)
reset the code and see if it comes back.
Verify that the Mass Air Flow Sensor wiring is connected properly and that there are no broken / frayed wires.
Inspect for any air leaks near the MAF sensor.
Take the MAF out and clean it using a spray cleaner such as brake cleaner or electrical contact cleaner. Be gentle with the sensor.
Check the voltage of the MAF sensor (refer to a repair manual for vehicle specific information)
Replace the MAF sensor.

P0104
Mass or Volume Circuit Intermittent

Possible Problems
Mass Air Flow High (MAF) sensor or circuit. MAF is producing incorrect air flow readings.

The mass air flow (MAF) circuit is incomplete (broken/frayed wire, etc.)
There is an air leak in the intake system

Reset the code and see if it comes back.
Verify that the Mass Air Flow Sensor wiring is connected properly and that there are no broken / frayed wires.
Inspect for any air leaks near the MAF sensor.
Check the voltage of the MAF sensor (refer to a repair manual for vehicle specific information)
Replace the MAF sensor.

P0105
The description of the expected voltages for the MAP sensor output (backprobing Terminal 2) in the Haynes manual is incorrect. The voltages listed are not the expected voltages, they are the voltage drops expected from the reference voltage.

With the MAP connector attached and the ignition on and the vacuum line disconnected, measure the reference voltage by backprobing terminals 2 and 1. Measure the voltages at these same connectors while applying different vacuums at the port. If your reference voltage without vacuum is 3 volts (for example), then you should see the following voltages at these vacuums:

3.94 in Hg 2.5-2.7 V [3.0 V (reference voltage) minus 0.5-0.3 V]
7.87 in Hg 2.1-2.3 V (3.0 minus 0.9-0.7 V)
11.81 in Hg 1.7-1.9 V (3.0 minus 1.3-1.1 V)
15.75 in Hg 1.3-1.5 V (3.0 minus 1.7-1.5 V)
19.69 in Hg 0.9-1.1 V (3.0 minus 2.1-1.9 V)

Although your MAP may not exactly match what is listed above, the trend should be the same. I don't think there is anything magical about these absolute numbers, it is having a smooth trend that is important. There is bound to be some variation.

P0123
Throttle/Pedal Position Sensor/Switch A Circuit High Input

Possible Problems
Computer has detected that the TPS (throttle position sensor) is reporting too high a voltage.
Symptoms may include: Rough idle, High idle, Surging, or other symptoms may also be present

TPS not mounted securely
TPS circuit short to ground or another wire
Faulty TPS
Damaged computer (PCM)

If there are no symptoms, the simplest thing to do is to reset the code and see if it comes back.
If engine is stumbling or hesitating, carefully inspect all wiring and connectors that lead to the TPS. More than likely the problem is with the TPS wiring.
Check the voltage at the TPS (refer to a service manual for your vehicle for this specific information). If the voltage spikes or is too high (over 4.65 volts with key on, engine off), then that is indicative of a problem.
Carefully trace each wire from the TPS wiring harness to check for breaks, rubbing against other components, etc.

P0125
Insufficient Coolant Temperature for Closed Loop Fuel Control

Possible Problems
After the engine is warmed up, oxygen sensor output does not indicated RICH even once when conditions warrant and continue for at least 1.5 min.
Conditions: Engine speed 1,500 rpm or more, and speed 25-62 mph and throttle valve not completely closed.

Open or short in HO2 sensor circuit or oxygen sensor

or

Engine coolant temperature (ECT) sensor indicates that the engine has not reached the required temperature level to enter closed-loop operation within a specified amount of time after starting the engine.

Insufficient warm up time
Low engine coolant level
Leaking or stuck open thermostat
Faulty coolant temperature sensor

P0132
O2 Sensor Circuit High Voltage (Bank 1 Sensor 1)

Possible Problems
Front oxygen sensor on the driver's side reading is too high.

The oxygen sensor heater circuit is shorted out
The wiring to the sensor is broken / frayed (less likely)

Replace Front driver's side front oxygen sensor. <= Most likely

Other possibilities
Check for wiring problems (shorted, frayed wires)
Check the voltage of the oxygen sensor

P0133
O2 Sensor Circuit Slow Response (Bank 1 Sensor 1)

Possible Problems
Front oxygen sensor on the driver's side voltage output is slower than 1 second rich to lean or lean to rich during idling after engine is warmed up (2 trip detection logic).

Bad HO2 sensor<= Most likely
Check and fix any exhaust leaks
Check for wiring problems (shorted, frayed wires)
Check the frequency and amplitude of the oxygen sensor (advanced)
Check for a deteriorating / contaminated oxygen sensor, replace if necessary
Check for inlet air leaks
Check the MAF sensor for proper operation
See also P0125 above.

P0139
O2 Sensor Circuit Slow Response (Bank 1 Sensor 2)

Possible Problems
Rear oxygen sensor on the driver's side or the ECM does not adjust the air fuel ratio as expected to do so, or not adjusted as often as expected to do so once the engine is warmed or under normal engine use.

Faulty oxygen sensor
The wiring to the sensor is broken/frayed
There is an exhaust leak

Faulty HO2 Sensor 2 <= Most likely
Check and fix any exhaust leaks
Check for wiring problems (shorted, frayed wires)
Check the frequency and amplitude of the oxygen sensor (advanced)
Check for a deteriorating / contaminated oxygen sensor, replace if necessary
Check for inlet air leaks
Check the MAF sensor for proper operation

P0153
O2 Sensor Circuit Slow Response (Bank 2 Sensor 1)

Possible Problems
Front oxygen sensor on the passenger's side voltage output is slower than 1 second rich to lean or lean to rich during idling after engine is warmed up (2 trip detection logic).

Bad HO2 sensor<= Most likely
Check and fix any exhaust leaks
Check for wiring problems (shorted, frayed wires)
Check the frequency and amplitude of the oxygen sensor (advanced)
Check for a deteriorating / contaminated oxygen sensor, replace if necessary
Check for inlet air leaks
Check the MAF sensor for proper operation
See also P0125 above.

P0159
O2 Sensor Circuit Slow Response (Bank 2 Sensor 2)

Possible Problems
Rear oxygen sensor on the passenger side or the ECM is not adjusting the air fuel ratio as expected to do so, or not adjusted as often as expected to do so once the engine is warmed or under normal engine use.

Faulty oxygen sensor
Wiring to the sensor is broken/frayed
Exhaust leak

Replace rear passenger side oxygen sensor.
Check and fix any exhaust leaks
Check for wiring problems (shorted, frayed wires)
Check the frequency and amplitude of the oxygen sensor (advanced)
Check for a deteriorating/contaminated oxygen sensor, replace if necessary
Check for inlet air leaks
Check the MAF sensor for proper operation
See also P0125 above.

P0171
System too Lean (Bank 1)

Possible Problems
When the air fuel ratio feedback is stable after engine warming up, the fuel trim is considerably in error on the LEAN side (2 trip detection logic)

Air intake hose loose
Fuel line pressure low (may be from running out of gas)
Injector blockage
HO2 sensor malfuction
MAF meter malfunction
Engine coolant temperature sensor malfunction

Clean MAF meter with electronic circuit cleaner<= most likely
Fix vacuum/intake leak downstream of MAF meter
Inspect fuel lines for cracks, leaks, or pinches
Replace fuel filter
Check fuel pressure at the fuel rail
Check output of HO2 sensor
Check injector performance
Check ECT sensor

P0172
System too Rich (Bank 1)

Possible Problems
When the air fuel ratio feedback is stable after engine warming up, the fuel trim is considerably in error on the RICH side (2 trip detection logic)

Fuel line pressure high
Injector leak
HO2 sensor malfuction
MAF meter malfunction
Engine coolant temperature sensor malfunction

Clean MAF meter with electronic circuit cleaner<= most likely
Inspect all vacuum and PCV hoses, replace if necessary
Inspect fuel lines for cracks, leaks, or pinches
Check fuel pressure at the fuel rail
Check output of HO2 sensor
Check injector performance
Check ECT sensor
Check for adequate spark and ignition

P0174
System too Lean (Bank 2)
See P0171 for Bank 1

P0175
System too Rich (Bank 2)
See P0172 for Bank 1

P0325
No knock sensor 1 signal to ECM with engine speed 2,000 rpm or more.

Possible Problems
Open or short in knock sensor 1 circuit <= Most likely problem. Check sensor connector for good connection and check wire for damage. Wire is easily damaged when head is removed or similar repair work has been accomplished. Sensor can be tested with ohmmeter. There should be no continuity between the sensor terminal and the sensor body. Replace if there is continuity.
Knock sensor 1 loosness - tighten sensor
ECM

P0330
No knock sensor 2 signal to ECM with engine speed 2,000 rpm or more.

Possible Problems
Open or short in knock sensor 2 circuit <= Most likely problem.Check sensor connector for good connection and check wire for damage. Wire is easily damaged when head is removed or similar repair work has been accomplished. Sensor can be tested with ohmmeter. There should be no continuity between the sensor terminal and the sensor body. Replace if there is continuity.
Knock sensor 2 loosness - tighten sensor
ECM

P0401
After the engine is warmed up, the intake manifold absolute pressure is larger than the value calculated by the ECM while the EGR system is ON (2 trip detection logic).

Possible Problems
EGR valve stuck closed <= Most common Clean EGR valve
EGR Vacuum Switching Valve (VSV)
Open or short in VSV circuit for EGR
EGR valve position sensor open or short circuit
Vacuum or EGR hose disconnected
EGR valve position sensor
Manifold absolute pressure sensor malfunction <=See P0105 above for testing MAP sensor
ECM

P0402
After the engine is warmed up, conditions (a) and (b) continue.

(a) The intake manifold absolute pressure is larger than the value calculated by the ECM while the EGR system is ON.

(b) Misfiring is detected during idling (2 trip detection logic).

Possible Problems
EGR valve stuck open <= Most common Clean EGR valve
Vacuum or EGR hose is connected to wrong post
Manifold absolute pressure sensor malfunction
ECM

P0440
The fuel tank pressure is atmospheric pressure after the vehicle is driven for 20 min (2 trip detection logic).


TSB for 5S-FE
EG013-02 '98 and '99 Camry and Solara





"Under certain driving conditions, some 1998 - 1999 model year Camry and Solara vehicles may exhibit a M.I.L. "ON" with DTCs P0440, P0441 and P0446 stored due to an inoperative Vapor Pressure Sensor






3 way Vacuum Switching Valve (VSV). An improved Vapor Pressure Sensor VSV has been developed to correct this condition."

TSB for 5S-FE 1998






EG003-98

Repair Procedure

A. Diagnostics for PO441:

1. Remove Vacuum Hoses between EVAP VSV
and Charcoal Canister and discard.



2. If there is a metal vapor pipe between


EVAP VSV and Charcoal Canister, clean inside of vaporpipe
3. Replace
EVAP VSV and Charcoal Canister assembly with new parts.
4. Install new vacuum hoses between
EVAP VSV and Charcoal Canister.
B. Diagnostics for P0446:
1. Inspect vacuum hoses and pipes between
EVAP (Purge) VSV and Charcoal Canister for leaks.
2. Replace Vapor Pressure VSV and Canister.
NOTE :When performing diagnostics for an occurrence of a
MIL "ON" condition, Diagnostic Trouble Code (DTC) P0441 may be result of debris in Evaporative Emission Control System. This may cause blockage of a vapor line, or a stuck VSV, as described in troubleshooting area of Repair Manual.


Possible Problems
Fuel tank cap incorrectly installed <= Most common
Fuel tank cap cracked or damaged (Toyota part only)
Bad vapor pressure sensor/circuit
Vacuum hose cracked, holed, blocked, damaged or disconnected
Hose or tube cracked, holed, damaged, or loose
Fuel tank/filler neck cracked, holed, or damaged
Charcoal canister cracked, holed, or damaged (collision)

In above description, check hoses between vapor pressur sensor and VSV for vapor pressure sensor and charcoal canister. Also, hose between charcoal canister and fuel tank.

P0441 and/or P0446
Possible Problems
Open or short in VSV circuit for vapor pressure sensor
VSV for vapor pressure sensor
Open or short in vapor pressure sensor circuit
Vapor pressure sensor
Open or short in VSV circuit for EVAP
VSV for EVAP
Vacuum hose cracks, hole, blocked, damaged or disconnected
Charcoal canister cracks, hole, or damaged

(P0446 is not normally associated with a loose or non-sealing gas cap. A loose or non-sealing gas cap triggers P0440)

1. Check the VSV connector for EVAP, VSV connector for vapor pressure sensor and vapor pressure sensor connector for looseness and disconnection

2. Check the vacuum hose between intake manifold and VSV for EVAP, VSV for EVAP and charcoal canister, charcoal canister and VSV for vapor pressure sensor, and VSV for vapor pressure sensor and vapor pressure sensor. Check these hoses for correct connection, looseness, cracks, holes, damage, and blockage.

3. Check voltage between terminals VC and E2 of ECM connector (4.5-5.5 V). (replace ECM if faulty)

4. Check voltages between terminals PTNK and E2 of ECM connector while applying vacuum to vapor pressure sensor (2.9-3.7 V).

If faulty, check for open and short in harness and connector between vapor pressure sensor and ECM. If ok at this point, replace vapor pressure sensor.

If voltage above is ok, Check VSV for EVAP. When ECM terminal EVP is grounded (ignition "ON"), Air should flow in pipe E (inboard on tube) on VSV and out F (outboard on tube) on VSV (Don't use high pressure air for this test). When EVP is not grounded, air does not flow in E and out F.

5. Check operation of VSV for EVAP. Remove VSV from engine. Check that there is continuity between the two terminals (30-34 ohms). If there is no continuity, replace VSV for EVAP.

Check that there is no continuity between either terminal and body. If there is continuity, replace VSV for EVAP.

Check that air does not flow from inner port (E) to outboard port (F).

Check that air flows from port E to F when you apply battery voltage across terminals. If no air flows, replace VSV for EVAP.

6. Check the vacuum hose between intake manifold and VSV for EVAP, and VSV for EVAP and charcoal canister. Check as above.

7. Check for open or short in harness and connector between EFI main-relay and VSV for EVAP and ECM. If faulty, repair or replace harness or connector. If ok, check and replace ECM.

8. Check VSV for vapor pressure sensor. When ECM terminal TPC is grounded (ignition "ON"), Air should flow in pipe E (inboard on tube) on VSV and out F (outboard on tube) on VSV. When TPC is not grounded, air flows out G (outside of connector).

If ok, check and replace charcoal canister.

If not functioning correctly, check function of VSV for vapor pressure sensor. Remove from engine.
Check that there is continuity between the terminals (33-39 ohms). Replace the VSV if there is no continuity.

Check that air flows from port E (inboard in tube) to port G (side of connector).

Check that air flows from port E to port F (outboard in tube) when battery voltage is applied across terminals. Replace VSV if function is incorrect.

9. If good, Check the vacuum hose between charcoal canister and VSV for vapor pressure sensor, and vapor pressure sensor and VSV for vapor pressure sensor - check as above.

11. Check for open and short in harness and connector between EFI main replay and VSV for vapor pressure sensor and ECM.

P0770 Shift Solenoid E Malfunction

Solenoid E (SL) is the torque converter lock-up solenoid. If the torque converter is a little slow locking up, it will set this code. May only be a one-time thing owing to a small particle of something getting jammed in the solenoid. The code may disappear by itself.

If it doesn't right away, check out the color of your tranny fluid. If it is pretty much red or brown and smells ok, then flush the tranny and see if that gets rid of the code. If not, pull out some fluid and add a bottle of Seafoam Trans Tune and run it for 1 or 2k miles. Then flush the transmission again. Check if the code is gone.

If this problem persists, I've been told you'll have to replace the E-solenoid.

There is a Service Bulleting (EG006-00) issued for '00 Siennas on this problem. They get a new torque converter to fix the problem permanently.

The following discussion was submitted by csaxon:

The ECM uses signals from throttle position sensor, airflow meter and crankshaft position sensor to monitor engagement of Torque Converter Clutch (TCC).

The ECM compares engagement condition of TCC with lock-up schedule in memory to detect MECHANICAL trouble of lock-up solenoid, valve body and torque converter. A P0700 trouble code is set when TCC lock-up does not occur during appropriate speed, or lock-up does not release at appropriate speed.

Possible causes are:
* Solenoid is stuck open or closed.
* Valve body clogged or valve stuck.
* TCC malfunction.

There are simple electrical tests to check the solenoid and plunger but the transmission pan must be removed to gain access.

As Brian suggests, if you haven't had your system flushed or changed in awhile it may help but I'm not sure that's cheaper than actually removing the pan and checking the solenoid.

The Toyota service tech can check the system without pan removal with his analyzer.

P1780 PNP Switch Malfunction

http://www.automotiveforums.com/vbul...d.php?t=504073




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Old 10-07-2006, 02:03 PM   #50
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Re: Tacoma FAQs and Information

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Old 11-08-2006, 11:11 PM   #51
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Re: Tacoma FAQs and Information - Search/Read Here Before Posting

POSTING A LINK TO AN IMAGE FILE OR INSERTING AN IMAGE INTO A POST

Get an account at Photobucket.com (or some equivalent host) and upload the images from your computer (or camera directly) to there. Then copy and paste either the Url link to the image file or the Img reference itself to a post. Both the Img link and the Url link are generated under the image on photobucket.com by that site automatically. Here's a couple of examples:

If I post the following link, you only see the link in the post, clicking on it will allow you to download the linked image from photobucket.com:

http://i16.photobucket.com/albums/b8/rogersb/i1010.gif

If I post the IMG link (as below), then I will have the actual image inserted into the post, as long as I don't break the link by moving the image file on photobucket.com. If you do, you have to update the links to that file or you only see a placeholder, no image any more.

[IMG]xhttp://i16.photobucket.com/albums/b8/rogersb/i1010.gif[/IMG]

gives you without the "x" at the beginning:

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Re: Tacoma FAQs and Information - Search/Read Here Before Posting

'96 - '98 Tacoma Extended EVAP Warranties

Certain 1996 1997 1998 Toyota's are eligible for extended warrantly/free repairs

The evaporative emission control system warranty will be extended from the current two years or 24,000 miles to 14 years or 150,000 miles. The extended warranty is estimated to cost Toyota about $3 million, and will reduce emissions of hydrocarbons by affected vehicles by an estimated 30 tons, in addition to the 1,200-ton reduction of hydrocarbons achieved by the supplement environmental project.

Owners who have not received a notice within 12 months are encouraged to contact their local Toyota dealer. Owners of affected vehicles who suspect a problem with their evaporative emission control system (including the smell of gasoline vapors) should contact an authorized Toyota dealer for service under the extended evaporative system warranty. Toyota will not cover the cost of repairs or diagnosis for systems other than the evaporative emission system or for repairs performed by parties other than authorized Toyota repair facilities.


See the following list for affected vehicles:



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Re: Tacoma FAQs and Information - Search/Read Here Before Posting

HARD STARTING

Q: My vehicle (100k miles) is acting up when I try to start it on cold mornings (-10,-15 deg C) Canadian weather.

The starter turns 2-3 times then it stops while all the lights in the dash are on. Usually when I try the second or sometimes the third time, the engine eventually starts. Some mornings the starter does not make any noises at all when I try it the first time, but after I try the second time it turns rather slowly and eventually the truck starts up.
I had the same problem about three weeks ago and I purchased a new battery. The truck started OK all this time but now I have the same problem again.

The truck starts OK during the day except when it is parked for 8 hours or more.
I never liked the way the truck starts since I purchased it 2 years ago. The starter needs to turn 4-5 times before the engine starts. All my previous vehicles started at one turn (4 cyl cars).

A: 1. How long a drive do you take? If the new battery solved your problem and now it's back, then it may be you are not driving the truck long enough to charge the battery. Along with this, you may have a big drain on your battery because of an accessory that is running, such as a large amplifier/stereo, etc. A high-current drain would make your alternator work much harder and longer to get the battery recharged. Starting the vehicle in the cold puts a large drain on the battery and the alternator can only put out a limited amount of current to replace that used in starting. Check your battery. If it is poorly charged, then it is likely that the alternator or alternator connections are your problem. It may also be that your alternator drive belt is loose and slipping so that you are not charging the battery as well as you could. Check the drive belt for the alternator and make sure it's tight as it should be.

2. In that respect, your alternator may be inadequate to recharge your battery. Consider having it's output checked. It may not be putting out enough juice to charge the battery quick enough to keep you going. Also, the cable from the alternator may be bad and limiting the current to charge the battery. If you find that the alternator is fine, but the battery is not well charged because you don't drive it but 10 min after you start it, you can replace it with a higher curent alternator to charge the battery faster. Again, make sure the cable from the alternator is in good shape.

3. Help your truck get started by making sure the plugs are fresh and you are using a light-weight synthetic motor oil. Dino oil gets thicker when it is older, but not synthetic. I would recommend you use 0W-20 Mobil1 or equivalent brand in Toronto in the winter.

4. A high-capacity battery is also necessary (as I'm sure you know from living up there). When you buy a battery, make sure you buy one with alot of cold-cranking amps. Maybe, your battery isn't up to the task of day-to-day starting because you didn't get one with adequate reserve capacity.

5. If the truck doesn't start right away under the best of circumstances, you may have a fuel delivery-related problem. Check your fuel filter, lines, and fuel pump to make sure you are getting fuel pressure quickly. There should be no delay in building up fuel pressure. A kink in the line, a dirty/clogged filter, or a bad fuel pump can delay starting until the pressure is adequate. The engine will not get the necessary rich mixture to start until the fuel pressure is up to spec. A rich mixture may not be available if the injectors are partially plugged. You can try cleaning them with some gas treatment or bring them to a shop that specializes in fuel-injector cleaning.

6. Check the current draw on the starter. If the starter is going bad, it will begin to draw alot more current to do the same work and drain the battery to a much greater extent than a good starter. This will make charging the battery take alot longer and wear out your battery sooner.

7. Under any circumstances, a high drain on the battery will cause a loss of electrolyte. Check the electrolyte level in your battery (all cells) and make sure they are up to the recommended level. Fill them as needed with distilled or deionized water.

It's one of those chicken and egg problems where the engine is not able to start quickly and thus drains the battery. The drained battery turns the engine over more slowly and makes it more difficult to start, which drains the battery further.
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Old 04-09-2007, 10:43 PM   #54
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Re: Tacoma FAQs and Information - Search/Read Here Before Posting

Programming Factory Keyless Remotes

http://programyourremote.com/
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Old 05-06-2007, 01:05 AM   #55
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Re: Tacoma FAQs and Information - Search/Read Here Before Posting

BREAKING-IN NEW ENGINES

An interesting article on breaking in 4-stroke engines from a very successful engine builder.

http://www.mototuneusa.com/break_in_secrets.htm

And one about breaking in Lycoming aircraft engines.

http://www.lycoming.com/support/tips...Operations.pdf

See the first page...

"A new, rebuilt or overhauled engine should receive the same start, warm-up and preflight checks as any other engine. There are some aircraft owners and pilots who would prefer to use low power settings for cruise during the break-in period. This is not recommended. A good break-in requires that the piston rings expand sufficiently to seat with the cylinder walls. This seating of the ring with the cylinder wall will only occur when pressures inside the cylinder are great enough to cause expansion of the piston rings. Pressures in the cylinder only become great enough for a good break-in when power settings above 65% are used.
Full power for takeoff and climb during the break-in period is not harmful; it is beneficial, although engine temperatures should be monitored closely to ensure that overheating does not occur. Cruise power settings above 65%, and preferably in the 70% to 75% of rated power range, should be used to achieve a good engine break-in.

Remember that if the new or rebuilt engine is normally aspirated (non-turbocharged), it will be necessary to cruise at lower altitudes to obtain the required cruise power levels. Density altitudes in excess of 8000 feet (5000 feet is recommended) will not allow the engine to develop sufficient cruise power for a good break-in.
For those who still think that running the engine hard during break-in falls into the category of cruel and unusual punishment, there is one more argument for high power settings during engine break-in. The use of low power se
ttings does not expand the piston rings enough, and a film of oil is left on the cylinder walls. The high temperatures in the combustion chamber will oxidize this oil film so that it creates a condition commonly known as glazing of the cylinder walls. When this happens, the ring break-in process stops, and excessive oil consumption frequently occurs. The bad news is that extensive glazing can only be corrected by removing the cylinders and rehoning the walls. This is expensive, and it is an expense that can be avoided by proper break-in procedures.

To summarize, there are just a few items to remember about engine break-in:
1. If a preservative oil has been added by the aircraft manufacturer, drain it no later than the first 25 hours of operation;
2. Follow the engine manufacturer’s recommendation regarding the oil to be used for break-in and the period between changes;
3. Run the engine at high cruise power levels for best piston ring/cylinder wall mating;
4. Continue break-in operation for 50 hours or until oil consumption stabilizes. These simple procedures should eliminate the possibility of cyli
nder wall glazing and should prepare the engine for a long and satisfactory service life."
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Old 12-21-2008, 02:57 PM   #56
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Re: Tacoma FAQs and Information - Search/Read Here Before Posting

Battery Ratings

According to Consumer Reports, car batteries cost and ratings are as follows (best ratings are at the top of each Group):

Group 65
DieHard Platinum 50065 $180 90
Duralast Gold 65-DLG $97 80
CR Best Buy Kirkland Signature 12866 $75 78
NAPA Performance Select 8465 $90 77
AutoCraft Titanium 65-2 $90 77
CR Best Buy EverStart Maxx-65N (North) $75 76
CR Best Buy EverStart Maxx-65S (South) $75 73
Interstate Mega-Tron Plus MTP-65 $114 72
DieHard Gold 33165 (South) $110 67
Duralast 65-DL $88 66
DieHard Gold 33065 (North) $110 62
Interstate Mega-Tron II MT-65 $100 60
DieHard 30065 (North) $90 54
DieHard 30365 (South) $90 50

Group 34/78 & 78
DieHard Platinum 50090 $180 91
Optima RedTop SC34U $150 76
Deka Intimidator 9A78DT $188 75
DieHard SUV, Truck and Van 39990 (South) $120 72
CR Best Buy NAPA Select 84 34/78 $82 67
CR Best Buy AutoCraft Titanium 34/78-4 $83 66
DieHard SUV, Truck and Van 39890 (North) $120 66
Orbital Exide Select ORB78DT-84 $172 66
Interstate Mega-Tron Plus MTP-78DT $113 63
Duralast Gold 34DT-DLG $95 63
EverStart Maxx-78N (North) $75 60
EverStart Maxx-78S (South) $75 59
Interstate Mega-Tron II MT-78DT $99 52

Group 24 /24F
Interstate Mega-Tron Plus MTP-24 $101 83
CR Best Buy EverStart Maxx-24N (North) $75 82
CR Best Buy EverStart Maxx-24S (South) $75 78
DieHard Gold 33123 (South) $110 76
Duralast Gold 24-DLG $89 75
AutoCraft Titanium 24-6 $85 72
DieHard Gold 33023 (North) $110 59
Interstate Mega-Tron II MT-24 $88 43

Group 35
Duralast Gold 35-DLG $93 79
CR Best Buy EverStart Maxx-35N (North) $75 79
DieHard Gold 33035 (North) $110 78
CR Best Buy EverStart Maxx-35S (South) $75 73
Interstate Mega-Tron Plus MTP-35 $90 68
DieHard Gold 33135 (South) $110 64

Group 75
Duralast Gold 75-DLG $89 75
Interstate Mega-Tron Plus MTP-75 $100 75
AutoCraft Titanium 75-3 $85 74
CR Best Buy EverStart Maxx-75N (North) $75 73
CR Best Buy EverStart Maxx-75S (South) $75 73
DieHard Gold 33075 (North) $110 72
DieHard Gold 33175 (South) $110 69
CR Best Buy Kirkland Signature 12869 $60 68
NAPA Select 84 8475 $90 68

Die Hard At Sears and Kmart only.
Duralast At AutoZone only.
Kirkland At Costco only.
NAPA At NAPA only.
Autocraft At Advance Auto Parts only.
EverStart At Wal-Mart only.
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Old 03-06-2009, 06:20 PM   #57
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Re: Tacoma FAQs and Information - Search/Read Here Before Posting

Replace Accessory Belts on 5VZ-FE V6

To remove them, cut them off. To install and adjust tension on new belts work from engine forward, alternator, A/C, then P/S:

Alternator - Pivot bolt is on top, tensioner is on bottom middle of alternator facing driver's side wheel well. Tension lock nut is in front on bottom. Both pivot and lock nut must be loosened to move alternator with tensioner. Loosen tensioner/install belt/tighten tensioner.
Tighten:
Pivot bolt 38 ft-lbs
Lock nut 25 ft-lbs

A/C unit has idler pulley. Remove the skid plate to gain access from bottom. Loosen idler pulley lock nut (center of pulley) and move pulley in with adjusting bolt (driver's side bottom). Tighten idler pulley to 22 in-lbs/install drive belt/adjust belt tension.
Tighten:
Pulley lock nut 29 ft-lbs

Install skid plate

Power steering unit:
Same description as alternator except facing passenger side. You can see the P/S tensioning unit from the top. You have to turn the pully to get access to pivot bolt.
Tighten:
Pivot bolt 32 ft-lbs
Lock nut 32 ft-lbs
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