3 Way Cat 2004 Onwards

FOREWORD
This manual covers the Three Way Catalytic System (TWC) equipped on the
Toyota Forklift trucks 7FGCU15, 18 7FGUl7FDU 15 - 32 7FGCU 20 - 32
7FGUl7FDU 35 - 80 7FGCU 35 - 70. Please use this manual for quick
accurate servicing of these and as the tool for sales and service activities.
As this manual is edited as a supplement to the repair manual which is al-

ready published, please refer to the manual below for the matters not de-
scribed in this manual.
This manual deals with the Three Way Catalytic System as of January 2004.
Please understand that disagreement can take place between the descrip-
tions in the manual and actual engines due to changes in designs and speci-
fications.
Any changes or modification thereafter will be informed by Toyota Indus-
trial Equipment Parts & Service News.
(Reference)
Repair Manuals related to this manual is as follows:

TOYOTA INDUSTRIAL EQUIPMENT REPAIR MANUAL
7FGCU15, 18 7FGCSU20 (NO. CU028)
7FGUl7FDU 15 - 32 7FGCU 20 - 32 (NO. CU027-2)
7FGUl7FDU 35 - 80 7FGCU 35 - 70 (NO. CU030-1)
4Y ENGINE (NO. CE602-2)
GM6-262 ENGINE (NO. C4630)
TOYOTA Material Handling Company

A Division of TOYOTA INDUSTRIES CORPORATION
SECTION INDEX
NAME I SECTION
GENERAL
;
TROUBLESHOOTING
ENGINE SPEED ADJUSTMENT
GENERAL
Page
TERMINOLOGY ............................................................. 0-2
OPERATIONAL TIPS .................................................... 0-3
CIRCUIT TESTER ......................................................... 0-5
STANDARD BOLT AND NUT
TIGHTENING TORQUE ............................................ 0-7
PERIODIC MAINTENANCE ................................... 0-9
TERMINOLOGY
Caution:
lmportant matters of which negligence may cause accidents. Be sure to observe them.
Note:
lmportant items of which negligence may cause accidents, or matters in operation procedure
requiring special attention.
Standard: Values showing allowable range in inspection and adjustment.
Limit: Maximum or minimum allowable value in inspection or adjustment.

OPERATIONAL TIPS
1. Safe operation safety First
(1) Always wear protectors (safety cap, glasses, During operation, always mind safety
gloves, shoes, etc.) correctly. and prevent acc~dents.
(2) To prevent scalding, do not touch the radiator,
muffler, exhaust pipe or the like immediately
after stopping the engine.
(3) Keep clothes and tools away from rotating
parts while the engine is running.
(4) Keep the ignition switch in the OFF position
and remove the ignition key except when start-
ing the engine.
(5) When hoisting a heavy item, select the cor-
rect wire rope and pay attention to the hoist-
ing angle.
(6) After jacking up, always support with rigid
stands.
(7) Always apply the parking brake and place
chocks on the front and rear sides of the front
wheels during such operations as disassem-
bly, reassembly, inspection and adjustment.
2. Preparation before disassembly

(1) Prepare mechanic tools, SSTs, measuring instruments, oil and grease, and new non-reusable
parts.
(2) Before disassembling complicated portions, provide punchlmatch marks in places not affecting
functions as preparation for easy reassembly.
3. Caution during disassembly

(1) Each time a part is removed, inspect it for the installed state and any deformation, damage, rough-
ening or surface defect.
( 2 ) Arrange the removed parts orderly with clear distinction between those to be replaced and those to
be used again.
(3) Sufficiently clean and wash the parts to be used again.
(4) Select a clean place and use clean tools especially when disassembling hydraulic units.
4. Repair of fuel system

Pay attention to the following points when repairing the fuel injection type engine because of the high
pressure involved:
(1) When removing a union bolt, loosen it gradually while preventing fuel splashing with waste cloth.
(2) Tighten each connecting part to the specified torque.
(3) Attach the specified clip to each connecting part.
5. Inspection and measurement

(1) Inspect each reusable part as required to judge whether it can be used again or not.
6. Installation
(1) Install correct parts according to the correct procedure while observing the determined standards
(tightening torque, adjustment values, etc.). (Use the center value in the specified range for the
tightening torque and adjustment value.)
( 2 ) Always use genuine parts for replacement of existing parts.
(3) Always use new oil seals, O-rings, gaskets and cotter pins.
(4) Coat seal packing on gaskets depending on the places, coat specified oil or grease on specified
sliding contact parts, and coat MP grease on oil seal lips before reassembly.
7. Adjustment and operation check

(1) Adjust to the service standard values by using gauges, a circuit tester, etc.
8. Waste liquid disposal

(1) Drain waste liquid from the vehicle, receive it in a container.
Since unauthorized discharge or disposal of oil, fuel, coolant, oil filters, battery and other harmful
substances may adversely affect human health and disrupt the environment, always store waste
liquid with classification by type and ask a specialized company for appropriate disposal.
9. Protection of functional parts

(1) Before connecting the battery terminals after the end of vehicle inspection and service, sufficiently
check each connector for connection failure or incomplete connection.
Connection failure or imperfect connection of a controller connector, especially, may dam-
age elements in the controller.
10. Handling of electronic parts
(1) Do not apply any shock to electronic parts of a com-

puter or relay.
(2) Do not let electronic parts be exposed to high tem-
perature or humidity.
(3) Do not touch the connector terminal since it may cause
a defect due to deformation or static electricity.
CIRCUIT TESTER
Both analog and digital circuit testers may be used. It is necessary to use them selectively according to the
purpose.
Analog type: This is convenient for seeing the movement during operation or checking the operation state.
The reading can be used mostly for reference.
Digital type: It is possible to read the measured value fairly accurately. To observe the movement and
operation state, however, is hard.
1. Difference in measurement between the analog and digital types

* The measurement result may be different between the analog and digital types. Use either circuit
tester according to its instruction manual.
Cautions when there is difference in polarity between analog and digital circuit testers are described
below.
(1) Analog circuit tester
Forward direction Reverse direction Example of measurement result

Tester range: xkQ range
Q Forward direction:
-
L
a,
Continuity shall exist. IIkR
-
a,
+
m m
a, B
Y u Y Reverse direction:
m
z
m No continuity. M
(2) Digital circuit tester
Forward d~rection Reverse direction Example of measurement result

Tester range: XMR range
a, a, a,
I) n
e Q
2 e Forward direction:
--
Q Q
--
Q L
a, L
a,
a,
m Continuity shall exist. 2MQ
m m m
-
a,
a,
Y
a, a,
u Reverse direction:
U Y
m 0
m 2 No continuity.
3
2. Difference in measurement result according to each circuit tester
The circuit tester power supply voltage is any of 1.5 V, 3.0 V and 6.0 V.
The tester power supply voltage affects measurement of the resistance of a semiconductor such as
a diode.
The diode characteristics are as shown in the figure below.
Different resistance values are measured for the same diode
when two circuit testers having different supply voltages are
used.
This manual mainly describes the measurement results us-

ing a 3.0-V analog circuit tester.
3. Difference in measurement result according to the measurement range (analog type)

In the analog type circuit tester, the internal circuit is changed when the measurement range is changed
over to vary the circuit resistance. The measurement result, therefore, varies with the measurement
range even when the same diode is measured.
Select the measurement range, therefore, specified in the

repair manual.
Variable resistor
!I,
c
!? Resistor
L
3
0
1 PW1)
Resistor
csw2i
r v i t a g e : 1.5 v
@O
Red 6@
Black
STANDARD BOLT AND NUT TIGHTENING TORQUE
The tightening torque is not indicated for standard bolts and nuts.
Judge the tightening torque, therefore, as follows:
1. Find out the type of bolt from the list below. Then, find the bolt tightening torque from the table.
2. The nut tightening torque can be judged from the mating bolt type according to the method in 1 above.
LIST OF BOLT TYPES AND STRENGTH
Judgment by actual part Judgment by part No.
Shape and description TYPe Hexagon bolt
4=4T
Hexagon bolt Number in relief
@
= 5T
or hallmark on = 6T Part No. example
(Standard the head 7 = 7T 91611 - 4 0 6 2 5
bottom 8 = 8T
L'
surface) Length (mm)
Hexagon bolt
0 No mark 4T
Nominal diameter (mm)
(collared No mark 4T Nominal

bottom) diameter
Hexagon bolt
(standard
bottom surface)
Hexagon bolt
8 Two relief lines
on the head
Two relief lines

5r
(collared on the head 6T

bottom)
Hexagon bolt
(standard
bottom surface)
0 Three relief lines
on the head
7T
Stud bolt
Part No. example

Hexagon bolt 92132-40614
(standard
bottom surface) 0 Four relief lines
on the head 8T Length (mm)
Nominal diameter (mm)
Welded bolt 4T
Stud bolt
k No mark
Approximately 2 mm
4T
hollow on either or 6T
both ends
TIGHTENING TORQUE TABLE
Standard tightening torque N-m(kgf-cm) [ft-lbfl
Nominal Pitch Standard
Type diameter Collared
bottom
bottom
mm mm surface
6 1 .O 5.4 (55) [48 in-lbfl 5.9 (60) [52 in-lbfl
8 1.25 13 (130) [9] 14 (145) [ l o ]
10 1.25 25 (260) [I91 28 (290) [21]
4T
12 1.25 47 (480) [35] 53 (540) [39]
14 1.5 75 (760) [55] 83 (850) [61]
16 1.5 113 (1150) [83] 127 (1300) [94]
6 1 .O 6.5 (65) 156 in-lbfl 7.4 (75) [65 in-lbfl
8 1.25 16 (160) [I21 17 (175) [ I 31
10 1.25 32 (330) [24] 35 (360) [26]
5r
12 1.25 59 (600) [43] 66 (670) [48]
14 1.5 91 (930) [67] 103 (1050) [76]
16 1.5 137 (1400) [ l o l l 157 (1600) [I161
6 1 .O 7.8 (80) [69 in-lbfl 8.8 (90) 178 in-lbfl
8 1.25 19 (195) 1141 21 (215)[16]
10 1.25 39 (400) [29] 43 (440) [32]
6T
12 1.25 72 (730) [53] 79 (810)[59]
14 1.5 108 (1100) [80] 123 (1250) [go]
16 1.5 172 (1750) [I271 191 (1950) [I411
6 1 .O 11 (110) [8] 12 (120) 191
8 1.25 25 (260) [I91 28 (290)[21]
10 1.25 52 (530) [38] 58 (590)[43]
iT
12 1.25 95 (970) [70] 103 (1050) [76]
14 1.5 147 (1500) [ I 081 167 (1700) [I231
16 1.5 226 (2300) [I661 255 (2600) [I881
6 1 .O 12 (125) [9] 14 (145) [9]
8 1.25 29 (300) [22] 32 (330) [24]
10 1.25 61 (620) [45] 68 (690) [50]
8T
12 1.25 108 (1100) [80] 123 (1250) [go]
14 1.5 172 (1750) [I271 196 (2000) [I451
- 16 1.5 265 (2700) [I951 299 (3050) [221]
PERIODIC MAINTENANCE
INSPECTION METHOD
I : Inspection. Repair or replacement if required.
M : Measurement. Repair or adjustment if required.
T : Retightening C : Cleaning L : Lubrication
* : For new vehicle * : Soapy water *2 : Detector *3 : Flaw detector
Inspection Period Every Every Every Every

6 weeks 3 months 6 months 12 months
Every Every Every Every
Item 250 hours 500 hours 1000 hours 2000 hours
ENGINE
Three way 1. Exhaust gas (carbon monoxide) concen- M t t t
exhaust tration measurement
2. Exhaust system piping joint loosening T
control and damage
system
3. Vacuum piping damage I t t t
4. Vacuum sensor damage I
5. Injector cleaning and damage (LPG C.1
model)
6. Registor damage (LPG model) I
7 . ABCV damage I
8. Waler temperature sensor damage I
9. Oxygen sensor damage I
FUNCTIONAL PARTS REMOVAL
INSPECTION.INSTALLATI0N
.
Page
GENERAL .................................................................. 1-2
LIST OF LPG EXHAUST PURIFICATION
SYSTEMITHREE WAY CATALYTIC
SYSTEM (TWC) .......................................................... 1-3
THREE WAY CATALYTIC SYSTEM (TWC)
CONFIGURATION DIAGRAM .................................. 1-3
OPERATING PRINCIPLE AND
PERFORMANCE OF EXHAUST
PURIFICATION SYSTEM .......................................... 1-5
MUFFLER ..................................................................... 1-6
AIR-FUEL RATIO CONTROL ECU ............................ 1-7
CARBURETOR ............................................................... 1 - I5
ANTI-TAMPERING ......................................................... 1-15
REGULATOR SET ......................................................... 1-17
LPG INJECTOR .............................................................. 1 - I9
RESISTOR ...................................................................... 1-20
OXYGEN SENSOR ................................................ 1-21
VACUUM SENSOR ............................................... 1-23
DIAGNOSIS (SELF DIAGNOSTIC FUNCTION) .... 1-24
COMPONENTS ..................................................... 1-25
GENERAL
Toyota has implemented the following changes to comply with the 2004 *EPA 1 CARB exhaust emission
regulations. These regulations apply to all lift trucks shipped with the 4Y and GM6-262 engines.
* EPA : United States Environmental Protection Agency

CARB : California Air Resources Board
1. The differences from the 2001 CARB regulations are explained below.
The 2001 CARB regulations : The regulations apply to California lift truck sales only.
The 2004 EPAI CARB regulations : The regulations apply to all lift trucks sold in America (100%
application). For both the gasoline and GasolineILPGlift trucks.
Sales proportion Of the vehicles Development of the vehicles corresponding to the rule
applicable to the regulation
II 2001
Rule of CARB in
I2001
1 CA 25% in province 1 -
The other (Export, etc)
1 CA: Standard equipment. 1 OPT (For LPG only)

. .
2002 CA 50% in province - Exception of CA:

OPT. (For LPG only)
2003 CA 75% in province -
Standard equipment OPT
(For LPG only. For gasoline (For LPG only. For gasoline
only. For the gasoline / LPG only. For the gasoline 1
2006 combination only) LPG combination only)
Organize In-use testing

Toyota will collect sold lift trucks from the market and implement exhaust gas emission as specified by
CARB. Toyota modify the composition to improve the durability of the catalytic and unity to the du-
rable-type catalytic muffler.
Modify the three way catalytic system.

Toyota added the water temperature sensor and the vacuum sensor (LPG specification) to sense the
engine condition to precisely control the air-fuel ratio to reduce exhaust gas emissions.
For both the gasoline and gasoline / LPG specifications:
Toyota has added the three way emission control system, which also operates when the engine is
idling. This stabilizes the idle speed and keeps the exhaust emissions within EPAICARB regulations.
LIST OF LPG EXHAUST PURIFICATION SYSTEM1
Device Purpose function
Reductions in CO, HC and NOx

Three way catalytic muffler
(Monolithic type platinumlrhodium
catalysts)
Air-fuel ratio control components

Carburetor (Apaptor)
Regulator set (LPG)
Regulates the actual air-fuel ratio to
Injector (LPG) approximate the theoretical air-fuel ratio.
ABCV (Gasoline)
Oxygen sensor
TWC ECU
Vacuum sensor
Water temperature sensor Informs the operator when the system is

abnormal.
Check engine lamp (On the combination lamp)
Crankcase emission control system Reduction in HC

After-burning of blowby gas
THREE WAY CATALYTIC SYSTEM (TWC) CONFIGURATION DIAGRAM
Gasoline
Air connector Air cleaner
Check engine lamp
Vacuum sensor
-------------. -------* -------

Oxygen sensor
GasolineILPG
Check engine lamp
Three way catalytic muffler
- - - - - - - - - - - - - - - - * - - - - - - - - - - - - - -
8 8
LPG
Check engine lamp
% 8
-----------------------------------------------------
OPERATING PRINCIPLE AND PERFORMANCE OF EXHAUST PURIFICA-
TION SYSTEM
OPERATING PRINCIPLE
A signal from an oxygen sensor attached to the exhaust manifold allows the ECU to judge whether the air-
fuel ratio is richer or leaner than the theoretical air-fuel ratio. This enables the three way catalytic to effi-
ciently purify the CO, HC and NOx contained in exhaust gases.
Reaction formula
CO 2C0+02 > 2C02 ) Oxidization
NOx 2N0+2CO > N2+2C02 Reduction
Note:
4 Engine performance curve The range in which the air-fuel ratio is regulated is
outside of the diagonally-shaded portion in the fig-
ure at the left.
I b
Engine rpm
1-6
THREE WAY CATALYTIC SYSTEM (TWC) MUFFLER

CONSTRUCTION
4Y, GM6-262
Inlet Exhaust gas
Monolithic type catalyst
Outlet
The monolithic type platinum/rhodium three way catalysts are built in to reduce CO, HC and NOx.
Operation
1. Exhaust gases emitted from LPG gas (or gasoline) flow into the monolithic type catalyst.
2. The CO and HC in the exhaust gases are oxidized and a catalyst that is applied to the monolithic
honeycomb surfaces reduces NOx, thus eliminating harmful emission gases.
Three way catalyst
This one catalyst is suitable for processing the three con-
stituents of CO, HC and NOx in exhaust gases. As shown in
the figure at the left, it is necessary to keep the air-fuel ratio
close to the theoretical air-fuel ratio in order to obtain high
purification performance. For this reason, the three way cata-
lytic system regulates the air-fuel ratio to be close to the theo-
retical air-fuel ratio.
--
AIR-FUEL RATIO CONTROL ECU

Electrical circuit diagram
Gasoline (4Y, GM6-262)

+I 1
z
Lii
J
u
P 5
2
z -
W1
Lii
0 4 1
Y
Gi
Q I
W
0 0 0
i _1
5 u K K m m
TWC ECU
~:
;
!
I
r
-
L1
3
- -
-,
I
I
~! I
_1
1
m
C gs -
- :
I 2 I
2 5 P I 11-4 1
22 ! I I
u+ : .I I
4 +u
$15
,
:
(I a
i
O W
, I,
5$ !
-E E
t5 2%
s iL I: !II 4" I
0
-
z
0 >
m u
II 1 \..if( !
B$~
1
i
a 5 L ~ I ! 3a ,I
L- 2 5 gI
- 1..... 4 I1 -
I
u
C
I
LPG (4Y, GM6-262)
' >
TWC ECU
0
g0 2 x
0
-
il
LPG & Gasoline (4Y)
7"
(FUSE)
- - BATTI
BATT2
IGNITION S W l l C H
(FUSE)
ST
VCC
PIM
- 12v
(FUSE)
E2
FUEL CONNECT TO THE PRIMARY

2 CHANGE , S I D E OF THE IGNITION COIL SHIELDED L l N t
SWlTCl I ..................................
-
-
WATER TEMP
THW
O IGNITER SENSOR (
ENGINE BLOCK-
STA
I I - .
- -
4 GAS
RLY 1
IEL1
SEL2
SEL3
[
) GFUL
() LFC
I CHECK CONNECTOR
SW (SPARE) 0
q-
>
S W I (SPARE)
0
FUL SO-L]( BLOCK
ELECTRONIC SW (SPARE) 0
GOVERNOR ECU
SW2 (SPARE) -
-
Appearance of TWC ECU and layout of connector pins
Appearance of ECU and
layout of connector pins
A view
I Terminal No. 1 Svmbol Details of connection

1 1 IG- 1
IG - Ignition (primary)
2 / W /
Warning lamp (warning, abnormality display)
3 E 3 I (Model detection) GND
1 4 1 LFC I LPG solenoid (slow)
, , I
5 FCM4 ABCV 4-phase
6 FCM3 ABCV 3-phase
7 RLY2 Relav drive outout 2
8 1 VF I
System check output
9 1
TE1 I
Test terminal 1
1 1 0 1E4 I (Model detection) GND 1
11 SW1 Switch input 1
12 THW Water temperature sensor 1
13 VCC Vacuum sensor power source
14 RLY I [Shutdown reauest outoutl , .
15 FCM2 ABCV 2-phase
16 FCMI ABCV I-phase
17 / GFUL 1
(Gasoline) Fuel supply control
18 I LFUL 1, (LPG)
, . . . control
, Fuel suoolv
19 I INJ / LPG injector (for over-excitation energization)

20 I RES ( LPG injector (with resistor)
1 21 1 BAT2 I Power source (for memorv) 1
BATTI I Power source (for memor
1 25 / STA I .,
Starter sianal I
26 SEL4 Model detection terminal 4
28 OXM Oxvaen monitor
29 1 OX / Oxygen sensor
30 1 TE2 I Test terminal 2
31 SW2 Switch input 2
32 FM PIM sensor signal
33 E2 Sensor system ground
35 SELI Model detection terminal I
1
I 1
36
37
38 /
LPG
GAS
El
I
I
I
Fuel system detection terminal (LPG)
Fuel system detection terminal (GAS)
Sensor svstem around
" 1 1
I 39
40
E02
E01
Power system ground
Power system ground
Explanatory diagram of operation and air-fuel ratio control parameters
Gasoline
1v
Oxygen sensor
0 v
I
Rich
Lean
Comparator output
I
I I
I
I
- I
I
TFR w TFL
I
I
Richllean signal I I
L i"
e
I
I (T I )
+- Tot
ABCV operation
Air-fuel I
ratio (TI)
w
I ,
KPL
I
I
Too
Rich
VR : Oxygen sensor comparator output
TI (TII) : ABCV step count drive speed constant
KPL.KPR : Skip constants
TFR.TFL : Oxygen sensor inversion delay constant
Too,Toc: ABCV step inversion delay constant
LPG
Rich : a Rich
RichILean signal Lean j 1 Lean

I
VR : Reference voltage for Oxygen
A Aax -.-.-.-.-- F : Injector
sensor drive ferquency (40Hz)
Tm : Maximum injection time

PL TV : Invalid injection time
TINJ : Injection time (Conduction time)
TlNJ
KL PR TP : Resistor short-circuit time (4ms)
PL : Injection time skip constant
: lnjection time integration constant
- - - - - - - - - - - . - - - . - . - - - . - . - . - - - . - . - . - . -Tv
. KL
PR : Injection time skip constant
*
Time
KR : lnjection time integration constant
<Electric current waveform of injector>
F (25ms)
TP (4ms),:(
: TINJ
-
>#
-I I.
8 ,
1 I
Air-fuel ratio control conditions (Gasoline)
Fuel system Power field

ON Air
Fixed step (Power field)
(power) side
Main t r----
I
I
field Fixed Step
(When; water
t e m p e ~ t u r eIS
Air intake low) Feedback field (Main field)
OFF pipe I
I
pressure I
I
I
Fully
closed1
I
Slow
field 4 (When II Feedback field (Slow field)
Vacuum stopped, I
side starting) I
I (When starting) (After starting)

I
-
Engine stopped Low I
Engine speed b High
I
I
FIB allowed water temperature (60°C)

Low P Engine water temperature High
1. If the coolant is below the feedback (FIB) allowed water temperature (when operating the auto choke),
air-fuel mixture control is not performed. (Priority to warming up the engine.)
2. If the air intake pipe pressure is judged to be in the power field, air-fuel mixture control is not performed.
(Priority to warming up the engine.)
3. Air-fuel mixture control is performed when the FIB allowed water temperature is exceeded and it is not
in the power field.
For air-fuel mixture control during idling, in order to stabilize the idling speed relative to air-fuel mixture
control in the main field, control is performed at a low frequency.
Air-fuel ratio control conditions (LPG)
Fuel system
Cranking
field
Main
field
Feedback field (Main field) u
r - i a,
Q
Injection (Fixed injection) Q
I when I Injection
0
*
V)
starting
L - J stopped - Fii&;njzGI
when
- c
.-o
0
I
.-
a,
accelerating I -c
field Feedback fied (Slow field)

(Fixed injection)
I (When s t a r t i n g p A (After starting) (Overrun

condition)
Engine stopped 4 Engine speed High
starter 1 OFF I
1. Once the oxygen sensor reaches operating temperature and the sensor starts to send a signal to the
TWC ECU, feedback control starts when the exhaust gas becomes rich, regardless of the water
temperature. (Shown by A in the figure.)
2. Sometimes the exhaust gas may still be lean even with the oxygen sensor operating. At this time, the
feedback control will not start. If this happens, the accelerator pedal must be depressed and then
released in order to create a rich mixture.
CARBURETOR
The size of the carburetor and how it is adjusted controls the air-fuel ratio in all lift truck engines. Moreover,
the adjustment points are sealed according to the 2004 CARB regulations so that no modifications can be
made in the field.
ANTI-TAMPERING
In accordance with 2004 gas emission regulations, all new carburetors and regulators installed on 4Y and
GM6-262 engines are fitted with anti-tampering devices to prevent fuel mixture adjustments to the:
Gasoline carburetor idle mixture adjusting screw
LPG regulator idle mixture adjusting screw
The tampering plug should not be removed.

If either the carburetor or regulator are disassembled and rebuilt because of a breakdown, use SST to
adjust the idle mixture and idle speed. After performing this work, the adjustment screw must be sealed
using a new tampering plug.
Use a hammer to install the plug.
Refer to page 3-21 for the adjustment method using the SST.
4Y carburetor GM6-262 carburetor
LPG regulator
- - -- -----
ABCV (Air Bleed Control Valve) (Gasoline, Gasoline / LPG)
Slow air bleed Main air bleed
Air connector
The ABCV installed in the carburetor system to vary the air bleed flow rates in the slow and main lines for
air-fuel ratio control (refer to the Gasoline and GasolineILPG illustrations on pages 1-3 and 1-4). A stepper
motor is installed in the ABCV and is driven by the TWC ECU. The stepper motor operates within a range
of 0 - 100 steps and the rotating direction and needle opening are controlled by the signals from the TWC
ECU. The needles are connected to a threaded shaft. As the motor armature rotates, the shaft and
needles move up and down opening and closing the air bleed passages.
REGULATOR SET
Injector union
\
Construction
A fuel union for the injector is mounted on the upper surface of the air-fuel ratio control regulator.
The injector fuel union is connected to the primary chamber of the regulator.
INNER VENT TYPE LPG REGULATOR (LPG, GASILPG)
Resonator (4Y only)
LPG regulator
Inner vent hose
,Carburetor
5
5 LPG ~njector
LPG fuel
There is an inner vent circuit mounted between the LPG regulator and the air intake downstream from the
air cleanerlfilter. The inner vent circuit changes the pressure in the secondary chamber of the LPG regula-
tor from atmospheric, used in conventional models, to the intake air pressure downstream from the air
cleaner/filter. By the addition of this circuit, the correct amount of fuel will be supplied regardless of whether
there is a blockage in the air cleaner.
Resonator (4Y: LPG, GASILPG)

In 4Y engine vehicles, a resonator is installed in the inner vent hose. The resonator is a hollow box and
operates like a muffler. The role of the resonator is to control the pressure variations caused by the intake
air pulsation as the engine operates. If this pressure variation becomes too large, the correct volume of fuel
cannot be supplied and the engine will not run.
(GM6-262 engine vehicles are not equipped with resonators. The GM6-262 has 6 cylinders, so the intake
air pulsation is less compared to that of 4Y (4 cylinder) engines.)
LPG INJECTOR
Operation
An LPG injector is mounted on the base of the carburetor. The LPG injector regulates the fuel mixture to
keep it close to the theoretical air-fuel ratio.
RESISTOR
Since the LPG injector is open for a longer period of time than an automotive injector, it can be affected by
the amount of heat generated from a high amount of current flow going through the injector coil. To reduce
the current flow while the LPG injector is on, two circuits in parallel are necessary both controlled by the
TWC ECU. One circuit opens the injector using battery source voltage and the other holds the injector
open. A resistor is used in this circuit to control the current flow in the LPG injector after it has opened thus
reducing the amount of heat generated. Refer to the wiring diagrams on pages 1-8 - 1-10 and charts on
page 1-12.
OXYGEN SENSOR
An Oxygen sensor is installed in the exhaust pipe before the catalytic muffler and it generates electromotive
force (voltage) in accordance with oxygen concentration (air-fuel ratio) in the exhaust gas. The voltage
output increases when the exhaust is rich (lack of oxygen) or decreases when the exhaust is lean (too
much oxygen). The TWC ECU uses this input to judge whether the air-fuel ratio is rich or lean, and it
increases or decreases the injection quantity.
Oxygen sensor
Construction and operation
The Oxygen sensor is constructed as shown in the fig-

ure to the right. Platinum electrodes are attached on both
sides of a test tube-shaped zirconia element (ZrOZ), and
to protect the electrodes, the outsides of the electrodes
are coated with ceramic. Atmospheric air is in contact
with the inside platinum electrode (constant oxygen con-
tent) and exhaust gas passes over the outer platinum
electrode (variable oxygen content).
This sensor behaves very similar to a single cell battery. The electrodes act as the positive (+) and
negative (-) plates, and the zirconia element acts as the electrolyte. The zirconia element must reach
a temperature of approximately 695OF (370°C) to start allowing current flow to go through it and gener-
ate a voltage. The oxygen sensor will generate a voltage of 0 . 4 5 ~ at the stoichiometric airlfuel ratio
(refer to the chart at the lower right).
Rich airlfuel ratio

The amount of oxygen in the exhaust gas will be very low. This will create a significant difference in the
amount of oxygen ions accumulating on the outside platinum electrode compared to the amount on
the inside electrode. This creates an electrical potential, which can be read as a voltage value. The
voltage value will range from 0.6 - 1.0 volt. This input is understood by the ECU as a rich condition and
the ECU will decrease the injector duration (lean out the system).
Lean airlfuel ratio

The amount of oxygen in the exhaust gas will be very high. There is no significant difference in the
amount of oxygen ions accumulating on the outside platinum electrode compared to the amount on
the inside electrode. This reduces the electrical potential and the voltage value will range from 0.1 -
0.4 volt. This input is understood by the ECU as a lean condition and the ECU will increase the injector
duration (richen the system).
1 z
L
FJ
I
Thlcker (rlch)
-+-
o m Voltage'-----------------
-Platinum (inside)
'Zirconia element
1b
8
2
Thinner (lear)
DriferenceIn oxygen densty Difference ~noxygen density

13 14 15 16 17
Greater (a~r-fuelratlo Smaller) Smaller (a~r-fuelratlo Greater) Th~cker- mlnner
Residual oxygen Oxygen sensor

Air-fuel ratio Mixture air
content in exhaust gas electromotive force
Air-fuel ratio>theoreticalair-fuel ratio Thinner (lean) Greater Smaller
Air-fuel ratio~theoretical
air-fuel ratio Thicker (rich) Lower Higher
Note:
The Oxygen sensor starts to operate at about 370°C or above.
VACUUM SENSOR
The vacuum sensor detects the intake manifold pressure (negative pressure/vacuum) and inputs this
information to the TWC ECU.
I I
Operating Principles and Construction

The pressure sensor contains an absolute vacuum chamber and silicon chip, which detects the change in
pressure in the intake manifold and an lntegrated Circuit (IC), which sends a voltage input to the TWC ECU
as to how much pressure is in the manifold.
The silicon chip is installed between the absolute vacuum chamber and the intake manifold port of the
sensor. The absolute vacuum chamber provides a constant vacuum on one side of the silicon chip. When
manifold pressure (vacuum) is applied to the other side of the chip, the silicon chip will bend from the
pressure difference with the absolute vacuum chamber. When the silicon chip bends it changes resis-
tance, this change is understood by the lntegrated Circuit and is input to the TWC ECU.
To compensate for atmospheric pressure changes caused by weather conditions or location (sea level
against mountain locations), the TWC ECU will read the voltage input from the sensor when the ignition key
is turned on. The manifold pressure will be higher at sea level so the voltage input to the ECU will start at a
higher value.
The chart (shown below) shows the voltage values at different pressures. The pressure sensor is a linear
sensor, which means the values will form a straight line as illustrated in the chart.
Detect~ngpart
(Internal slllcon ch~p) Vacuum sensor
X
2
t
0)
-
+
+-
a
+
c;
-
/
'
S ~ l ~ c oc nh ~ p
4
Intake man~foldpressure
Intake man~foldpressure (Pa)-----, Hlgh
lntake man~foldpressure
DIAGNOSIS (SELF DIAGNOSTIC FUNCTION)
A check engine lamp (warning lamp) is located in the top right corner of the Integrated Monitoring Center.
When the ignition switch is turned ON, the circuit is turned on to check whether the bulb has burnt out or
not. After the engine starts, the lamp turns OFF, if the TWC (Three way catalytic) system is operating
normally.
During lift truck operation, the check engine lamp may come on informing the operator that the TWC (Three
way catalytic) system is not operating correctly.
Check engine lamp

COMPONENTS
2105
4Y ABCV
(3.WAY CATALYTIC..UL.LP)
-
- 47
(%WAY CATALYTIC..UL-GAP)
>---\
,--r _CX 63 BE
I1
DB I i
BE
GOVERNOR
-.
.
2105-086
63: Vacuum sensor

2311
4Y
(3.WAY CATALYTIC..UL.WLP) (3-WAY CATALYTIC..UL.LP. UL-LPS)
(3-WAY CATALYTIC..4Y-ECS..UL-LP, UL-LPS) (3.WAY

- CATALYTIC) (3-WAY CATALYTIC)
I
I2311-197
1
66: Resonator
TROUBLESHOOTING
Page
INTRODUCTION .................................................... 2-2
CAUTIONS FOR TROUBLESHOOTING .................. 2-3
TROUBLESHOOTING ...............................................2-6
INTRODUCTION
THREE WAY CATALYTIC SYSTEM TROUBLESHOOTING
The three way catalytic system warning lamp (TWC) in the Integrated Monitoring Center will light as a
warning, if there should be any abnormal condition in the air-fuel ratio feedback system.
If the warning lamp is on while the engine is in an operating condition, or when the information that "the
warning lamp lit up while the engine was in an operating condition" is received, it can be considered that
the air-fuel feedback system is in an abnormal condition.
Before starting the troubleshooting check, sufficiently warm up the engine.

After completing the troubleshooting check, take necessary action (to be described later.)
CAUTIONS FOR TROUBLESHOOTING
1. HANDLING OF CONNECTORS
1. Connect and disconnect each connector or terminal al-
ways after disconnecting the battery negative @ terminal.
Since the diagnostic code memory is cleared when the
battery negative @ terminal is disconnected, always
check the diagnostic function code first if required.
2. To disconnect each connector, do not pull the harness

portion but hold and pull the connector body after unlock-
ing.
At the time of connection, push the connector in until it
is locked with clicking sound.
3. When bringing a tester probe into contact with a connec-

tor, bring it from the rear side of the coupler (harness)
4. If insertion from the rear is impossible as in the case of

a waterproof coupler, bring the tester probe carefully
into contact so as not to deform each connector termi-
nal.
It is also possible to measure by using sewing needles
instead of tester probes, carefully prevent contact with
an adjacent pin in such a case.
5. Never touch a connector terminal directly with a hand
6. When bringing a tester probe into contact with a termi-

nal applied with a voltage, pay special attention so as
not to let the tester probe from coming into contact with
the other probe.
2. WIRE HARNESS AND CONNECTOR INSPEC-

TION PROCEDURE
Inspect each wire harness and connector as follows:
Sensor side Computer side
1. Continuity Check
1. Disconnect the connectors at both ends of the respec-

tive harness.
2. Measure the resistance between respective terminals
of the connectors at both ends.
Standard: 10 i2 or less
Caution:
Shake the wire harness lightly up and down and
leftward and rightward for measurement.
[Reference]
Internal disconnection(open circuit) in the center of
wiring on the vehicle is very rare. Most disconnec-
tion occurs at connectors. Sensor connectors, es-
pecially, should be inspected very carefully.
2. Short Circuit lnspection
Sensor side Computer side
1. Disconnect connectors at both ends of the respective
harness.
2. Measure the resistance between corresponding connec-
tor terminals and the frame ground. lnspect at the con-
nectors at both ends.
Standard: 1 MR or more
Caution:
a Shake the harness lightly up and down and left-
Sensor side Computer side ward and rightward during measurement.
3. Measure the resistance between the same connector

internal pins (except between power lines and ground
lines). lnspect at the connectors at both ends.
Standard: 1 MR or more
Caution:
a Short circuit may be caused by pinching of a wire
by the body or by defective clamping.
3. Visual lnspection and Contact Pressure lnspection
Disconnect connectors at both ends of the respective

harness.
Visually check connector terminals for no rusting nor for-
eign matter entrance.
lnspect the crimping portion for no loosening nor dam-
age. Lightly pull the wire harness from the coupler and
confirm that it is not extracted.
Prepare the same male connector as those of connec-

tor terminals. Insert it to each female terminal and in-
spect the necessary extracting force. The terminal re-
quiring less extracting force than others may involve de-
fective contact.
Caution:
Disconnection and reconnection of a connector
Male terminal for inspection in case of rusting or foreign matter entrance at a
terminal or low contact pressure between male and
female terminals may change the contact state to
show no abnormality. If the inspection result of a
wire harness or connector is normal, check the
defect phenomenon. If the defect is not shown
again, defective contact between the male and fe-
male terminals may have been the cause.
4. ECU (Computer Unit) Circuit Inspection
lnspect the computer unit circuit in the course of system inspection as follows.
If defective, repair the respective connector and circuit. If normal, replace the computer unit.
Computer unit connector visual and contact pressure inspection:
Inspect the computer unit connector according to the visual and contact pressure inspection proce-
dure on the preceding page.
Computer unit grounding inspection:
Disconnect the computer unit connector and measure the voltage between each power terminal and
each groundlframe ground terminal.
Standard: Each power supply terminal voltage
Caution:
Disconnection and reconnection o f the connector upon computer unit circuit inspection
may change the terminal contact state to show n o abnormality. If the result of computer unit
circuit inspection i s not abnormal, judge defect o f the computer unit after checking defect
occurrence by reconnecting the computer unit connector.
5. Caution for Three Way Catalytic System Functional Parts Handling
1. The computer unit and each sensor are precision parts. Do not apply a great shock upon disconnec-
tion and connection. Do not use any part applied with a great shock (in case of dropping onto a floor
for example).
2. Carefully avoid water entrance during inspection in rainy weather or washing of the vehicle to pre-
vent the computer unit and each sensor from being splashed with water.
3. If the vehicle becomes repair by replacement of the computer unit that is judged defective, install the
replaced computer unit (that has been judged defective) again and finally judge defect of the com-
puter unit after confirming recurrence of the original defect.
BEFORE TROUBLESHOOTING
1. Before starting to troubleshoot, perform an inspection of the following items.
O Coolant level
Q Engine oil level
O Battery fluid, specific gravity, voltage
O Air cleaner inspection and cleaning
O V belt tension, deflection value
@ Connections of the fuse, fusible link and the connectors
Condition of the engine grounding (band cable)
@ Tank (or LPG cylinder) fuel level
8 Improper assembly of differently set parts, such as the carburetor and adaptor.
2. The condition of the vehicle can be checked using the checker (SST). Refer to the items in section
3 of TOYOTA MOBILE CHECKER (refer to page 3-2).
Use the diagnostic function of the checker (refer to page 3-13).
THREE WAY CATALYTIC SYSTEM (TWC) TROUBLESHOOTING
Check 1: Inspect the warning lamp (Warning lamp: check engine lamp)
Check the blinking of the check engine OK > To check 2

lamp. (feedback operation check)
NG 4 Replace the check engine lamp 1
check engine lamp

OK
Check the power supply system for

the TWC ECU
(power supply fuse of TWC ECU) NG Replace the fuse and -
(+side wiring: BATT, IGB) repair the wiring
(- side wiring: E l , E01, E02)
v v v
Check the feedback operation
, Check the vacuum sensor signal
Check the water temperature sen-
sor signal
1. Make sure the check engine lamp blinks

(1) Turn the key switch OFF.
(2) Open the engine hood and remove the cap of the
TWC ECU check connector.
Note:
To remove the cap, pull it out while section A of the
connector side is raised.
(3) Check the following while idling

(4) Short circuit the TEI terminal and the E l terminal of
the TWC ECU check connector
(5) Make sure that the check engine lamp on the Inte-
grated Monitoring Center blinks
@ VF OXM TE2
(Check 1 continued)
Frequency of blinking Warning display Diagnostic item Content of diagnosis
(Constantly blinking) Normal

None
(See Figure 1)
Multiple blinking Yes Air-fuel ratio 3 When it becomes impossible to correct the
(See Figure 2) feedback fuel, and the air-fuel ratio cannot be kept in the
system neighborhood of the theoretical air-fuel ratio
(detected when traveling or loading).
@ Or, the signals (vacuum sensor, IG puls) used
for detecting the range that is mentioned in a
above become abnormal.
The diagnostic function display shows the error code by blinking the check engine lamp in the Integrated
Monitoring Center when the TEI terminal and the E l terminal are connected in the diagnostic function
check engine lamp while the IG switch is turned ON. Moreover, when an abnormal condition is detected
other than a TEI terminal short-circuited, a warning system informs the operator of the trouble by lighting
the check engine lamp while the engine is revolving.
ON
TEI terminal OFF
Lamp ON
Lamp OFF
Check engine lamp
Figure 1 Normal condition

ON
OFF
T E l terminal 1.5 [S] 1.5 [S] 0.25 [S]
>
- -
-c > 1.75 [S]
H
K
Lamp
ON
- --0.25 [S] - -0.25 [S]
/
1
/
Check engine lamp

Lamp
OFF -- i I
Error code 1 Error code 3
Figure 2 When error codes "1" and "3" are detected (air-fie1 ration feedback system)
Reference: Factors that cause the warning lamp to light up

I Oxygen sensor I
I
I
Abnormal sensor, defective connector contact, abnormal wire harness, etc.
Injector I Abnormal injector, defective connector contact, abnormal fuel hose, abnormal wire
! harness, etc.
I Resistor I Abnormal resistor, defective connector contact, abnormal wire harness, etc. I
I
Vacuum sensor I Abnormal vacuum sensor, defective connector contact, abnormal vacuum hose,
! abnormal wire harness, etc.
Diagnosis
(1) Diagnostic items and diagnostic codes
Diagnostic item Diagnostic code (Error code)
LPG Abnormal lean Main field
Abnormal mixture (LPG) -skG
- - - fidd
---- --- 1
feedback system Abnormal rich Main field
- - - - - - - - -
(*I) mixture (LPG) Slow field
Gasoline Abnormal lean Main field
Abnormal mixture (Gasoline) - ~ ~ f i - 4 - d
2
feedback system Ab norma1 rich ~- ~ n f
------- i e-l-d
(*I) mixture (Gasoline) -slow field
Abnormal vacuum sensor 3
Abnormal water sensor 4
Abnormal fuel system detection terminal 5
The same diagnostic code is output when one of a number of possible abnormal items is detected.
(*I):
(2) Outline of the diagnostic items

Diagnostic Check
code Diagnostic item Outline
No.
Abnormal lean mixture In the main field, detects when the breakdownof parts such as the oxygen sensor check 2 to
(LPG) Main field and LPG injector make controlof fuel volume increasesimpossible. (Detection Check 8
during driving, when handling loads)
Abnormal lean mixture In the slow field, detects when the breakdownof parts such as the oxygen sensor
(LPG) Slow field and LPG injector make control of fuel volume increasesimpossible. (Detection I'
when left idling)
1
Abnormal rich mixture In the main field, detects when the breakdown of parts such as the oxygen sensor
(LPG) Main field and LPG injector make controlof fuel volume decreases impossible. (Detection 'T'
during driving,when handling loads)
Abnormal rich mixture In the slow field, detects when the breakdownof parts such as the oxygen sensor
(LPG) Slow field and LPG injector make controlof fuel volume decreases impossible. (Detection 'T'
when left idling)
Abnormal lean mixture In the main field, detects when the breakdownof parts such as the oxygen sensor
(GAS) Main field and ABCV make controlof fuel volume increases impossible. (Detection during 'T'
driving, when handlingloads)
Abnormal lean mixture In the slow field, detects when the breakdown of parts sud7 as the oxygen sensor and
(GAS) Slow field ABCV make controlof fuel volumeincreases impossible. (Detectionwhen left idling)
t
2 Abnormal rich mixture In the main field, detects when the breakdownof parts such as the oxygen sensor
(GAS) Main field and ABCV make controlof fuel volume decreases impossible. (Detection during 'T'
driving, when handlingloads)
Abnormal rich mixture In theslow field, det-whenthe breakdown ofparts such asthe oxygen sensorand
(GAS) Slow field ABCV make controlof fuel volumedecreases impossible. (Detectionwhen leftidling)
t
Abnormal vacuum Detects a signal from the vacuum sensor that expresses an impossible
Check 3
sensor condition.
Abnormal water Detedsa signal from the water temperature sensor that expresses an impossible
Check 8
sensor condiion.
Abnormal fuel system Detects a signal from the fuel system detection terminalthat expresses an impos-
5 detection terminal sible condition. -
(If itdeteds both the gasoline signal and LPG signal to be ON, it is abnormal.)
Note:
If the diagnostic code is "1" or "2", first inspect the electrical parts one-by-one. If these are normal,
inspect the machine parts (carburetor, regulator, resonator, the hoses).
If the diagnostic code is "5", the cause may be a gasolinelLPG selector switch defect or a selector
switch harness defect.
Check 2: Checking the feedback operation (OXM signal)
Check the feedback operation (Check the voltage of OK TO Check 3 (for checking
OXM terminal) > vacuum sensor signal)
NG
Check the wiring between the OXM of TWC ECU and the
check connector NG Repair the wiring
OK
v
To Check 4 (checking the resistor) To Check 4 (checking the resistor)
1. Sufficiently warm up the engine
Standard: Engine water temperature:

80°C (176OF) or more
Operating oil temperature:
2. Checking the feedback operation

(1) Set the engine tachometer
(2) Keep the engine for two minutes at the maximum
rpm in a non-load static condition, and warm up the
/g , oxygen sensor
/'
Standard: Exhaust gas temperature:

wlre Clamp slde-w~re (3) Disconnect the TWC ECU check connector
and Englne wire (4) Set and keep the engine rpm at 2,000 rpm
together ( 5 ) Use the TWC ECU check connector (female side:
Clamp OXM terminal) to check the signal voltage from the
oxygen sensor
(Keep the TEI terminal in an open condition)
Standard: Between OXM terminal and

E l terminal:
7 times or morel10 seconds
(In this case the voltage varies between
0 and 5V)
Check 3: Checking the vacuum sensor
Open or short circuit of the signal line from the vacuum sensor
1) Measure the voltage between the PIM and E2 NG

terminals of TWC ECU.
and vacuum sensor.
3) Disconnect the vacuum sensor connector and

check the voltage between the VCC and E2 ter-
NG
minals on the sensor wiring side.
NG
Inspect and replace the TWC ECU.
Note:
0
Replace the vacuum sensor.
This signal informs any pressure change (air intake volume) in the intake manifold caused by
the engine load. The ECU controls the basic injection volume according to this signal. When
the PIM terminal voltage is lower than the normal, the ECU judges that the intake air volume is
insufficient and reduces the injection volume. When the PIM terminal voltage is higher on the
contrary, the ECU increases the injection volume. Therefore, engine stop, poor starting or
abnormal idling may occur if the PIM signal is faulty.
1) Measure the voltage between the PIM and E2 terminals of the TWC ECU
Connect a circuit tester between the PIM and E2 terminals, with the TWC ECU connector kept con-
nected.
Turn the ignition switch to ON and measure the voltage.
Standard: 3.3 to 3.9 V
E2 (BR) PIM (L-W)

2) Inspect the wiring and connector between theTWC ECU and vacuum sensor
Disconnect TWC ECU connector and vacuum sensor connector, and check continuity of the wiring
between them.
E2 (BR) PIM (L-W)

a
PIM (L-W) E2 (BR)
Vacuum sensor wlrlng s ~ d connector

e TWC ECU wlrlng s ~ d e
connector
3) Disconnect the vacuum sensor connector and measure the voltage between the VCC and E2 termi-
nals on the sensor wiring side.
a. Disconnect the vacuum sensor connector.
b. Turn the ignition switch to ON.
c. Measure the voltage between the VCC and E2 terminals of the wiring to the disconnected connector.
E2 (BR) PIM (L-W)

Check 4: Checking the resistor
Check the resistor unit p+- Replace the resistor
OK v
Check the vacuum sensor
To Check 5 Check the feedback operation OK
(checking the injector) signal
NG Check the water tempera-
ture sensor signal
v
To Check 5 (checking the injector) I
1. Check the resistor unit
Measure the resistance between the resistor connector
terminals
Standard: 6f0.6n
Check 5 : Checking the injector
Check the wiring between the TWC

ECU and the injector
I
1
NG 4 Repair the wiring /
OK
Clean and check the in~ec- Replace the injector

tor unit
OK
To Check 7
(checking the oxygen
1 Check the feedback operation OK > Check the vacuum sen-
sor signal
sensor) NG Check the water tem-
perature sensor signal
V
To Check 7 (checking the oxygen sensor)
1. Cleaning the injector

(1) Remove carbon from around the nozzle using a waste
cloth.
(2) Insert and pull out a cpl.2mm (0.047 in) wire about
ten times from the nozzle portion while pressurizing
through the fuel supply port using an air pressure of
343 to 490 kPa (3.5 to 5.0 kgf/cm2) [50 to 71 psi].
Key point
The wire should be inserted to a depth of 2.0 mm (0.08
in) or less from the nozzle end face.
(3) Measure the resistance between the injector connec-

tors.
Standard: 3.5 to 4.5R
(4) Apply the battery voltage (12V) to both connector ter-

minals of the injector, and check that it makes a tick-
ing sound.
r*
Check 6 : Checking the air breed control valve (ABCV)
Check the wiring between the TWC

ECU and the ABCV
OK
Check the ABCV
To Check 7
(checking the oxygen
sensor)
NG , Repair the wiring
Replace
Check the feedback operation - OK >

NG
v
Check the vacuum sen-
sor signal
Check the water tem-
perature sensor signal
To Check 7 (checking the oxygen sensor)
1. Inspect the ABCV function.

(1) Check that vacuum piping and electrical wiring are
not disconnected.
(2) Disconnect the ECU check connector.
(3) Keep the engine running at the maximum no-load
speed for 2 minutes to warm up the oxygen sensor.
Standard: Exhaust gas temperature:

370°C (698OF) or above
(4) Return to the idling speed.

(5) Inspect the signal voltage from the ABCV at the check
connector.
Standard: Between VF and E l terminals:

+
2.5 0.5 V
Reference:
When the voltage is 2.5 f 0.5 V, the feedback is
being operated, and the ABCV is normal.
When it is 0.0 +Ii0V, the mixture is lean, and when
it is 5.0 :;;:
V the mixture is rich.
2. Inspection of ABCV alone

(1) Measure the resistance between the IGB terminals
and motor coils.
Standard: Between IGB (0)and FCMI:

70f 5 R
Between IGB (0)and FCM3:
70+5R
Between IGB ( 0 ) and FCM2:
70f 5 R
Between IGB ( 0 ) and FCM4:
70f5R
(2) Inspect conduction between the ABCV body and
motor coils.
Standard: Between body and FCMI:

10 Mi2 or more (no conduction)
Between body and FCMZ:
10 MQ or more (no conduction)
Between body and FCM3:
Between body and FCM4:
Check 7: Checking the oxygen sensor
Poor oxygen sensor performance
I
1) Inspect the signal line between the OX and E l NG 2) Inspect the wiring and connec-
terminals of the TWC ECU. tors between the TWC ECU
and oxygen sensor.
connector.
/ lnspect the spark plug. 1 Replace the oxygen sensor. 1

!
1 3 ) t h i n j e c t o r . l NG Replace the injector.
Replace the oxygen sensor.
I 1 Replace the TWC ECU. !

Note:
Function of the OX signal
This signal detects the residual oxygen quantity in the exhaust gas to notify the TWC ECU if the
air-fuel ratio is smaller (rich) or greater (lean) when compared to the theoretical air-fuel ratio. If
this signal is not input to the TWC ECU, control of the air-fuel ratio at the theoretical value
cannot be performed, causing abnormal idling or engine stop.
1) lnspect the signal line between the OX and E l terminals of the TWC ECU
a. Start the engine and operate it at 1,500 rpm or above

for several minutes to warm up the oxygen sensor.
b. Short-circuit the TEI and E2 terminals of the check con-
nector.
c. Start the engine again and measure the voltage be-
tween the VF and E l terminals of the check connector
with a digital circuit tester.
Standard: Alternation between 0 and 5.0 V

(7 times or more in 10 seconds)
Note:
Complete the measurement quickly.
2) lnspect the wiring and connector between the TWC ECU and oxygen sensor
Disconnect the TWC ECU connector and oxygen sensor connector, and check continuity between
the connectors on the wirina side.
I Oxygen sensor wiring side connector TWC ECU wiring side connector I
3) Inspect the injector.
Simple lnjector check

Check the injector operating sound (tick-tick-tick) with a
sound scope while the engine is running or being
cranked.
lnjector individual inspection

See lnjector Inspection on page 2-13.
Check 7A: Checking the oxygen sensor
Short circuit of the signal line from the oxygen sensor
I
1) lnspect the signal line between the OX and E2 NG

terminals of the TWC ECU. tors between the TWC ECU
I and oxygen sensor.
Check that fuel is going to the carburetor (adaptor). Repair the wiring and
connector.
OK lnspect the fuel system for abnormality and

repair it. 3) lnspect the voltage between
the PIM and E2 terminals of
the TWC ECU.
v
lnspect the spark plug.
I I
1 I Go to check 3. 1
9
OK
$
Replace the spark plug.
0
Replace the oxygen sensor.
4) lnspect the injector.
OK Replace the injector.
I 1 Inspect and replace the TWC ECU. 1

Note:
Checking the oxygen sensor defect caused mainly by deterioration of the oxygen sensor itself
or its poor performance due to contamination by carbon, etc. was described in Check 7. Check
7A here is mostly displayed when the oxygen sensor is short-circuited or the oxygen sensor
output signal is one-sided to the upper or lower limit.
As for I),
2), and 4), see Check 7
3) lnspect the voltage between the PIM and E2 terminals of the TWC ECU
lnspect the signal line in the intake manifold with a vacuum sensor as follows:
a. TWC ECU terminal voltage check

Turn the ignition switch to ON.
@ Measure the voltage between the VCC and E2 terminals of the TWC ECU
@ Disconnect the vacuum hose from the vacuum sensor for opening to the atmosphere and
measure the voltage between the PIM and E2 terminals of the TWC ECU.
P b
PlM (L-W) , E2 (BR)
I
I
I
I
I
I
I
I
I
\
\.,--,---------------------------
Check 8: Check the water temperature sensor
Open or short circuit of the signal line from the water temperature sensor
1) lnspect the voltage between the THW and E2 ter- NG 2) lnspect the water temperature
minals of the TWC ECU. sensor.
3) Check the wiring and connectors between

the TWC ECU and water temperature I I Replace the water tempera-
ture sensor.
I sensor. I 1
OK I I I I
OK 1 NG Repair the wiring and con-

nector.
lnspect and replace the TWC ECU.
Note:
Function of THW signal
This signal inputs the detected engine cooling water temperature to the TWC ECU. If this
signal line is open or shorted, fail-safe function is activated to make the TWC ECU to control
on an assumption of cooling water temperature at 80°C [176"F], which causes poor starting
or abnormal idling while the engine is cold.
1) lnspect the voltage between THW and E2 terminals of TWC ECU
a. Warm up the engine. (Until the cooling water temperature rises to 80°C (176°F) or above.)
b. Stop the engine and turn the ignition switch to ON.
c. Measure the voltage between THW and E2 terminals of TWC ECU connector, with the connector
kept connected.
E2 (BR)
TWC ECU connector
2) lnspect the water temperature sensor.

Disconnect the water temperature sensor connector and measure the resistance between THW and
E2 terminals of the connector.
Standard: Water temperature at 20°C (68°F): 2 to 3 kR
Water temperature at 80°C (176°F): 0.2 to 0.4 kR
3) Disconnect TWC ECU connector and the water temperature sensor connector, and check continuity
between the connector terminals on the wiring side.
E2 (W-B) a
d
THW (V-G)
Water temper or wiring side connector
TWC ECU wiring side connector
Action after check

(1) Disconnect the minus side terminal of the battery for over 20 seconds, and then reconnect (to
clear the memory after detecting the abnormal condition of the feedback system)
(2) Keep the engine in an operating condition, and check that the check engine lamp is not lighting
(when the lamp does not go off, repeat the above (I)).
-
Flow
Check that the TWC ECU check connector's TEI terminal

is not short-circuited with the E l terminal (The TWC ECU
check connector should be in a connected (normal) condi-
NG ,Return the check connector to
its normal condition.
tion)
OK <
v
Make sure that the vacuum piping and electric wiring are NG Return the vacuum piping and
not disconnected. (Especially, check the vacuum hose - > electric wiring to its regular
which was pulled out and inserted when checking.) condition.
OK <
<
v
Disconnect the minus side terminal of the battery for over 20
seconds, and then reconnect
Keep the engine in an operating condition, and make sure that the check - NG
engine lamp is not lighting.
4
Completion
How to delete the diagnostic function

Upon completing the inspection, delete the memory according to the method shown below.
After deleting the memory, make sure that the check engine lamp goes off.
Disconnect the minus side terminal of the battery for over 20 seconds or, disconnect the fuse for the TWC control-
ler from the fuse box for over 20 seconds, or disconnect the connector from the controller for over 20 seconds.
ENGINE SPEED ADJUSTMENT
Page
TOYOTA MOBILE CHECKER ............................... 3-2
GENERAL ........................................................................ 3-2
SCREEN CONFIGURATION ............................................. 3-3
BASIC OPERATION ......................................................... 3-4
SCREEN 0 (MENU) ........................................................ 3-6
SCREEN 1 (TYPE) ........................................................... 3-7
SCREEN 2 (CONDITION) ................................................. 3-8
SCREEN 3 (ADJUSTMENT) ............................................ 3-9
SCREEN 4 (ANALYZEI) ................................................. 3-11
SCREEN 5 (ANALYZE2) ................................................... 3-18
ENGINE SPEED ADJUSTMENT ........................... 3-21
STANDARD .................................................................... 3-21
PREPARATION ................................................................. 3-23
4Y ENGINE ......................................................................3-24
GM6-262 ENGINE ............................................................. 3-28
TOYOTA MOBILE CHECKER
GENERAL
The TOYOTA MOBILE CHECKER has been designated as an SST for use in the service of the TWC
(Three Way Catalytic System).
When using this SST in engine adjustment, the most suitable exhaust conditions are obtained, conforming
to the 2004 EPNCARB exhaust gas regulations.
In addition to engine adjustment, this SST also has a function that monitors TWC related information from
the vehicle.
SST 09240-1 3380-71
Menu name Content of function

TYPE Displays the vehicle specifications
CONDITION Displays the condition of the sensors
ADJUSTMENT Displays the adjustment items
ANALYZE 1 Displays information from the TWC ECU (1)
ANALYZE 2 Displays information from the TWC ECU (2)
SCREEN CONFIGURATION
Power source ON
I
I Opening screen I
Screen 0 <MENU> . Screen 1 <TYPE>

Displays vehicle specifications F
,-
Screen 2 <CONDITION>
Displays sensor conditions
Displays adjustment items
Screen 4 <ANALYZE1 >

Displays ECU information (1)
> Screen 5 <ANALYZE2> <

Displays ECU information (2) <
- --
BASIC OPERATION
/switchNo. Mark 1 Function 1

Moves the cursor up to the item above (when menu screen is displayed)
Returns to the ~reviousscreen (when menu screen is not displayed)
Moves the cursor down to the item below (when menu screen is displayed)
(2) v Moves forward to the next screen (when menu screen is not displayed)
Selects the item (when menu screen is displayed)
(3) MENU
Moves to the menu screen (when menu screen is not displayed)
Cautions:
Keep the SST tool, wire harness, connector, etc. away from the exhaust and other hot
areas in the engine compartment.
Operate the switch with your fingertips.
Do not drop or subject to strong impacts.
Do not leave in direct sunlight.
Connection and Operation of SST
1. Turn the key switch OFF.
2. Open the engine hood and remove the cap of the ECU
check connector.
Note:
To remove the cap, pull it out while section A of the
connector side is raised.
3. Connect the SST connector (1) to the ECU check con-

nector.
SST 09240-1 3380-71
4. Connect the SST connector (2) to the positive battery

terminal.
SST Caution:
Be sure to connect the SST correctly.
5. Turn the key switch ON or start engine.
6. Opening screen display

After displaying the opening screen for about 10 sec-
TOYOTA onds, it will move automatically to "Screen 0 (MENU)".
M O B I L E CHECKER
The screen may be changed during this period by press-
Version: 1.00
ing the menu switch(3).
Removal of SST
1. Make sure the screen display is "Screen 0 (MENU)".
2. Turn the key switch OFF

3. Disconnect the SST connector (2) from the positive bat-
tery terminal.
4. Disconnect the SST connector ( I ) from the ECU check

connector.
Note:
To disconnect, hold the body of the connector.
5. Reinstall the cap of the ECU check connector.

SCREEN 0 (MENU)
Note:
When the checker is operating normally, the [*I sym-
bol flashes when a signal is being received from
the TWC ECU. If it does not flash, it means that there
is a malfunction. In this case, the connected wiring
harness, the SST, and the TWC ECU must be in-
spected.
O Inspect the connected wiring harness for an open
circuit and repair it as necessary.
Q The SST is defective if nothing appears on the
SST screen.
O lnspect the power supply to the TWC ECU.
The voltage between the BATTI and E01 termi-
nals should be between 10 and 14 volts.
Operating Procedure
1. Move the cursor on the left side of the screen up and down with switch (1) or (2) to select the desired
item.
Press switch ( I ) to move the cursor in the following order.
+CONDITION
r' TYPE +ANALYZE2 +ANALYZE1 +ADJUSTMENT
1
Press switch (2) to move the cursor in the following order
TYPE + CONDITION -+ADJUSTMENT +ANALYZE1 +ANALYZE2
2. Press switch (3) to move to the screen of the selected item.

SCREEN 1 (TYPE)
Operating Procedure
1. Press switch (1) to move to screen 5 (ANALYZE).
2. Press switch (2) to move to screen 2 (CONDITION).
3. Press switch (3) to return to screen 0 (MENU).
Descriptions on the contents of display

ENGINE
Displays the engine type.
Display Meaning
1 4y I 4Y Engine 1
GM6 GM6-262 Engine
FUEL
Displays the fuel currently being used.
Display Meaning
I LPG I LPG fuel I
LPG + (GAS) Changing from gasoline to LPG * I
GAS Gasoline
GAS + (LPG) Changing from LPG to gasoline *I
*I:
"GAS+ (LPG)" and "LPG+ (GAS)" are warnings indicating a possibility that the fuel shown between paren-
theses "( )" remains inside the carburetor or the fuel line after the respective fuel selector switch has been
operated. It will not be possible to properly adjust the carburetor under these conditions.
There are two methods to use up the remaining fuel, as indicated below. Use either method until the re-
maining fuel is used up completely.
(1) Operate the engine as follows:
After switching to LPG: Run the engine (maximum 30 seconds) at the maximum speed until the "+
(GAS)" disappears from the screen.
After switching to GAS: Run the engine (maximum 90 seconds) at the maximum speed until the "+
(LPG)" disappears from the screen.
(2) After starting the engine with the switched fuel, run the engine with the fuel selector switch turned to
the neutral position. Run the engine until it stops, thus using up the remaining fuel. After the engine
has stopped, adjust the engine with the switched fuel. In this case, the "+ (GAS)" or "+ (LPG)" will
not disappear from the screen.
GOVERNOR
Displays the governor type.
I Display Meaning 1
AIR I Air governor
ELECIECS Electronic governor1ECS
SCREEN 2 (CONDITION)
<CONDITION>
WATER-TEMP
( 80 O C C )
\ /
Note:
The "OK" display stays lit.
The "NG" display flashes.
Operating Procedure
1. Press switch (1) to move to screen 5 (TYPE).
2. Press switch (2) to move to screen 3 (ADJUSTMENT).
02-SENSOR (OXYGEN SENSOR)

Displays the condition of the oxygen sensor.
The screen will display "OK" after the exhaust temperature has risen sufficiently and the oxygen sensor
has started to operate.
Display Meaning
NG Disabled
I
1 OK / Active 1
Do not make an adjustment (engine speed adjustment) until both the "0 2 SENSOR" and "WATER TEMP"
are OK.
WATER-TEMP (WATER TEMPERATURE)
Uses the water temperature to display the condition of the engine while it is warming up.
The water temperature increases as the engine warms up, and when it reaches 80°C (176"F), the display
changes from "NG" to "OK".
Display Meaning
NG 1 79°C (174°F) or less
OK 1 80°C (176°F) or more
Note:
To warm up the engine, run the engine at the maximum speed, and repeat the relief mode by
operating the tilt lever until both the water temperature and the hydraulic oil temperature
have risen. This is because the load on the engine to drive the oil pump increases if the
hydraulic oil temperature is low. As a result, the fuel supply volume becomes greater than
normal and prevents the proper adjustment value from being reached.
Refer to page 3-23 for the standards for fully warming up the engine.
SCREEN 3 (ADJUSTMENT)
GAS GAS + (LPG)
f
<ADJUSTMENT>
MAX S P E E D : 2 5 8 0 r ~ m
I D L E SPEED: ----
L J
LPG, LPG + (GAS)
MAX S P E E D : 800r~m
IDLE SPEED:= 8 0 0 r ~ m
The current values of the "IDLE SPEED", "ABCV STEP" and "INJ PERIOD" data are compared with the
standard values, and are displayed as follows.
Display Meaning
J, 1 The value is flashing The current value is larger than the standard value
1 = 1 The value stays lit I The current value and standard value are equal 1
? The value is flashing The current value is smaller than the standard value
Note:
"=" means it is OK.
"k" gives instructions to lower the value.
"1'" gives instructions to raise the value.
<ADJUSTMENT>
.
M A X S P E E D : r9'0101!~m
IDLE S~EE~:-l=rprn
INJ P E ~ l O ~ : L r 3 ! 7 h s
Operating Procedure
1. Press switch (I) to move to screen 5 (CONDITION).
2. Press switch (2) to move to screen 4 (ANALYZEI).
MAX SPEED (MAXIMUM SPEED)
Displays the engine speed.
The equal mark and arrows are not displayed, so when adjusting the maximum speed first refer to the
standard value in the repair manual. (See page 3-21)
IDLE SPEED (IDLING SPEED)

The engine idling speed is displayed only in the air governor specification.
A speed of more than 1000rpm is displayed as "----'I.
When using in the ELECIECS specification the display shows "----".
ABCV STEP (Air Breed Control Valve STEP)

Only displayed for gasoline vehicles.
Performs control in steps between 0 and 100.
Use the standard value below as a reference.
Standard: 50k15 steps (idling after the engine is fully warmed up)
INJ PERIOD (INJECTOR PERIOD)

Only displayed for LPG vehicles.
Displays variations above or below 6ms.
Standard: 6k3.5 ms (idling a'fter the engine is fully warmed up)
If it remains at a low value (= Oms) without fluctuating, it means that the LPG fuel is too rich
If it remains at a high value (22.5ms minimum), it means that the LPG fuel is too lean.
Note:
"=" means it is OK.
"L" gives instructions to lower the value.
''T" gives instructions to raise the value.
MAX SPEED: 800rpm
Example:
If the screen displays "?",turn the mixture adjusting screw on
the LPG regulator clockwise, in order to reduce fuel. The stan-
dard value is reached when the screen displays "=", meaning
that the mixture is OK.
SCREEN 4 (ANALYZEI)
The bits are displayed as follows, from the left: Bit 0, Bit 1, ... to Bit 7.
Each bit is indicated by a "0" or "1".If it is indicated by " I " , the black and white will appear inverted.
Operating Procedure
1. Press switch (1) to transfer to screen 3 (ADJUSTMENT).
2. Press switch (2) to transfer to screen 5 (ANALYZE2).
OUT SIGNAL (OUTPUT SIGNAL)
Displays the control condition of the output signal. The names, which indicate the terminal symbols of the
TWC ECU, can be referred to in the electric circuit diagrams that appear on pages 1-7, 8, 9, and 10.
Bit No. Name Display Control Condition

0 OFF
0 GFUL (GAS RELAY)
1 ON (energized)
0 OFF
1 LFUL (LPG RELAY)
1 ON (energized)
0 OFF
2 LFC (LPG SOLENOID SLOW)
1 ON (energized)
0 OFF
3 RLYI (RELAY RUN OUTPUTI) -
1 ON (energized)
0 OFF
4 RLY2 (RELAY RUN OUTPUT2)
1 ON (energized)
5 - 0 -
0 OFF
6 W (WARNING)
1 ON (check engine lamp illuminated)
0 Lean
7 OXM (OX MONITOR SIGNAL)
1 Rich
BITO: lndicates the conditions of the carburetor fuel cut solenoid and the gasoline solenoid actuation relay
of the 4Y engine.
BITI: lndicates the condition of the LPG regulator main solenoid actuation relay of the 4Y engine.
On the GM6-262 engine, the FUL terminal of the electronic governor or the electronic advance ECU
performs the functions of BIT0 and 1.
BIT2: lndicates the condition of the LPG regulator slow (idle) solenoid.
If no fuel is supplied in spite of BITO, 1, and 2 indicating "1" (ON), inspect the relays, connectors, fuel
pump, tank or cylinder fuel level, and the wiring.
BIT3: lndicates the actuating condition of RELAYI.
Unused on the standard vehicle.
BIT4: lndicates the actuating condition of RELAYI. Unused on the standard vehicle.
BIT5: Unused.
BIT6: lndicates the illuminating condition of the check engine lamp on the combination meter. If the check
engine lamp illuminates, refer to DIAG2 or the DTC (Diagnostic Trouble Code) output method (page
2-7). If "1" is indicated, a DTC is being generated.
BIT7: Monitors the oxygen sensor. Normally, it repeats 1 and 0 at a frequency of 7 or more times within 10
seconds.
DlAGl (DIAGNOSIS 1)
Displays the results of malfunction detection (feedback system).
For details on the main range and the slow range of the feedback control, refer to the air-fuel ratio control
conditions on pages 1-13 and 14.
Bit No. 1 Name 1 Display 1 Detection Result
1 0 1LEAN LPGMAIN
0
1
OK
NG
0 OK
1 LEAN LPG SLOW
1 NG
0 OK
2 RICH LPG MAIN
1 NG
0 OK
3 RICH LPG SLOW
1 NG
0 OK
4 LEAN GAS MAlN
1 NG
0 OK
5 LEAN GAS SLOW
1 NG
0 .OK
6 RICH GAS MAIN
1 NG
0 OK
7 RICH GAS SLOW
1 NG
DIAGI detects a temporary malfunction. It will not be stored in the ECU memory once the condition reverts
to normal.
It is used for troubleshooting purposes, when the engine runs poorly in spite of no DTCs (Diagnostic Trouble
Codes) being displayed.
Troubleshooting
1) Check the following before troubleshooting:
O Coolant level
Q Engine oil level
O Battery electrolyte level, specific gravity, and voltage
@ Check and clean air cleaner
61V-belt tension and deflection
@ Fuses, fusible links, and connector connection conditions
O Engine ground (welded cable) conditions
@ Fuel remaining in tank (or cylinder, if LPG)
C3 Improperly installed or incorrect parts, such as a carburetor or adapter
@ FuelIfilter service
2) If any of the following malfunctions exist although the engine can be started:
O Unstable idle
O Unstable in all ranges + First, determine whether the malfunction is with one or more cylinders
O Poor acceleration
@ Engine stalls under a particular driving condition
O Other malfunctions
Note:
Idling may be unstable immediately after starting a cold engine during cold weather, because
it i s difficult for the LPG t o vaporize. I f this happens, turn the idle adjusting screw t o the left
to stabilize the idling. However after the engine fully warms up, it i s necessary t o check that
the idling speed i s not too high.
Troubleshooting A: Rich or lean operation malfunction in the slow (idle) range
O The idle mixture and speed are not properly adjusted + Readjust.
A tamper-proof carburetor or LPG regulator must be replaced (after completing the inspection
described below).
O If air-fuel ratio remains rich when the malfunction occurs
Checking method: The A/F status remains unchanged at BIT1 = I (ANALYZE2 screen).
Action 1: lnspect the fuel system.
Procedure for LPG:
Inner vent pipe disconnected or torn
Resonator air leakage (4Y engine only)
Checking method: Plug one of the ports on the individual part and add 50kPa (0.5kgf/cm2)
[ 7 . lpsi] of pressure to the other port. Submerge in water and make sure that no bubbles come
out.
LPG injector stuck open
LPG injector defective
Primary chamber valve of LPG regulator stuck open, or diaphragm open (For details on LPG
regulator inspection, refer to the LPG repair manual.)
Water temperature sensor defective (Refer to section 2)
Simple checking method: Turn ON the key switch while the engine is cold. If the temperature
shown is about the same as the ambient temperature, before rising to about 80°C as the
engine warms up, it is normal.
Vacuum sensor defective (Refer to section 2)
+
Simple checking method: After fully warming up, it is normal if the pressure is 35 5kPa (0.36
+ +
0.05kgfI cm2) [5.1 0.7psiJduring idling and about 100kPa (l.Okgf/ cm2) [14psi] when the
vacuum pump is disconnected. Perform this check immediately. If the check generates a DTC,
be sure to remove the negative terminal of the battery to clear it.
Oxygen sensor defective
Inspection: Install the oxygen sensor that is thought to be defective on a normally operating
vehicle, and check that the fuel system cycles back and forth between lean and rich approxi-
mately 7 times within 10 seconds while the engine is idling. (Refer to A/F STATUS Bit 0)
Procedure for GAS:
Choke on the gas carburetor does not open fully after the engine has warmed up
Checking method: Check the operation of the chock link lever.
Fuel overflows due to a stuck float in the carburetor
ABCV stuck closed
ABCV connector is improperly connected or wiring harness has an open circuit
ABCV motor coil has an open circuit
Simple checking method: Observe the STEP value ofABCV on the ADJUSTMENTscreen. At a
constant engine speed, the STEP value does not vary much. As the engine speeds up, the
STEP value also increases. This is normal. If the STEP value stays the same while the engine
speed changes, there is a malfunction. Refer to section 2 for the ABCV individual part check.
Water temperature sensor defective
Vacuum sensor defective
Action 2: lnspect the ignition system
Common procedure for GAS and LPG:
Check for a misfiring cylinder
Check for leakage from a crack in the distributor cap
Check the distributor rotor or cap terminal for wear, or improper feeding due to the creation of spikes
Check for leakage from a damaged high-tension cord
Igniter defective (see the engine repair manual)
Ignition coil defective (see the engine repair manual)
O If the air-fuel ratio remains lean when the malfunction occurs
Checking method: The A/F status remains unchanged at BIT1=O (ANALYZE2 screen).
Action: Inspect the fuel system
Procedure for LPG:
Primary chamber valve of LPG regulator stuck closed or clogged with debris
LPG regulator filter clogged
LPG injector clogged or piston stuck
LPG injector solenoid has an open circuit, disconnected connector, or defective wiring (open circuit)
LPG resistor has an open circuit, disconnected connector, or defective wiring (open circuit)
Intake pipe passage has an air leak (vacuum hose disconnected or cracked, gasket miss~ng,
carburetor or intake manifold mounting bolts loose, or carburetor throttle bearing worn)
Exhaust pipe passage has an air leak (gasket mounting bolts loose at exhaust manifold or exhaust
pipe, or holes created by corrosion) (Check for these leaks upstream of the oxygen sensor.)
Procedure for GAS:
Choke remains open and inoperative on a cold engine
Carburetor idle jet clogged
ABCV stuck open
ABCV connector improperly connected or wiring harness has an open circuit
Fuel pump discharge capacity has dropped
Intake pipe passage has an air leak (vacuum hose disconnected or cracked, gasket missing,
Troubleshooting B: Abnormal rich and lean operations in the main range
O Air-fuel ratio remains rich at the time of malfunction
Checking method: The AIF status remains unchanged at BIT1 =I (ANALYZE2 screen).
Action 1: Inspect the fuel system.
Procedure for LPG:
Inner vent pipe disconnected or torn
Resonator air leakage (4Y engine only)
LPG injector stuck open
LPG injector defective
Secondary chamber valve of LPG regulator stuck open
Procedure for GAS:
Choke on the gas carburetor does not open fully after the engine has warmed up
Fuel overflows due to a stuck float in the carburetor
ABCV stuck closed
ABCV connector is improperly connected or wiring harness has an open circuit
Action 2: lnspect the ignition system
Common procedure for GAS and LPG:
Check for a misfiring cylinder
Check for leakage from a crack in the distributor cap
Check the distributor rotor or cap terminal for wear, or improper feeding due to the creation of spikes
Check for leakage from a damaged high-tension cord
O If the air-fuel ratio remains lean when the malfunction occurs
Checking method: The A/F status remains unchanged at BIT1 =O (ANALYZE2 screen).
Action: lnspect the fuel system
Procedure for LPG:
Secondary chamber valve of LPG regulator stuck closed or clogged with debris
LPG regulator filter clogged
LPG injector clogged or piston stuck
LPG injector solenoid has an open circuit, disconnected connector, or defective wiring (open circuit)
LPG resistor has an open circuit, disconnected connector, or defective wiring (open circuit)
Procedure for GAS:
Choke remains open and inoperative on a cold engine
Carburetor idle jet clogged
ABCV stuck open
ABCV connector improperly connected or wiring harness has an open circuit
Fuel pump discharge capacity has dropped
DlAG2 (DIAGNOSIS 2)
Displays the results of malfunction detection (memory).
Bit No. Name Display Detection Result
1 0 FEED BACK ALARM (LPG)

0
1
OK
NG
1 1 FEED BACK ALARM (GAS)

1
0 OK
NG
1 2 VACUUM SENSORALARM
I 3 l WATER TEMPERATURE
SENSOR ALARM
FUEL SYSTEM JUDGMENT
0
1
0
OK
1 NG
OK
4
ALARM 1 NG
5 - 0 -
6 - 0 -
7 - 0 -
An operation from the time the engine is started and the engine is subsequently stopped (by turning the key
switch OFF) is considered as 1 trip. If 2 consecutive trips of an identical malfunction are detected by DIAGI,
BIT0 and 1 will determine and display that a malfunction has occurred. In addition, the check engine lamp will
illuminate on the combination meter (see OUT SIGNAL BIT6) and the error will be stored in ECU memory.
Once an error is stored in memory, it will not disappear unless it is erased through a specific procedure.
BIT3 and 4 will determine that a malfunction has occurred if an error is detected once. Then, check engine
lamp will illuminate on the combination meter and the error will be stored in ECU memory. Once an error is
stored in memory, it will not disappear unless it is erased through a specific procedure.
If the vacuum sensor or the coolant temperature sensor has been determined to be malfunctioning,the ECU will
continue effecting control by applying the virtual data consisting of an idling intake manifold pressure and 80°C
coolant temperature. Thus, the engine is able to operate, but it will not be able to exhibit its full performance.
BITO: Displays the feedback control condition using LPG fuel.

If it is NG, it means that the control has stopped and is malfunctioning. The system must be inspected
and repaired.
The details of the NG condition will be displayed at DIAGI .
BITI: Displays the feedback control condition using gasoline fuel.
If it is NG, it means that the control has stopped and is malfunctioning. The system must be inspected
and repaired.
The details of the NG condition will be displayed at DIAGI.
BIT2: Displays the condition of the vacuum sensor. If it is NG, it must be inspected and repaired.
BIT3: Displays the condition of the coolant temperature sensor. If it is NG, it must be inspected and repaired.
BIT4: This will indicate NG if both LPG and GAS are selected due to a short in the fuel selector switch or the
wiring harness.
- -
SCREEN 5 (ANALYZE2)
T \
<ANALYZE2> 0 1 2 3 4 5 6 7
A1 F STSTUS : ~ 0 ~ 0 0 0 ~ 0
VACUUM P R E S S : 5 6 k P a
The bits are displayed as follows, from the left: Bit 0, Bit 1, ... to Bit 7.
Each bit is indicated by a "0" or "1 ". If it is indicated by " I " , the black and white will appear inverted.
Operating Procedure
1. Press switch (1) to transfer to screen 4 (ANALYZEI).
2. Press switch (2) to transfer to screen 1 (TYPE).
AIF STATUS (AIR-FUEL STATUS)

Displays the air-fuel control condition
Bit No. Name 1 Display ~/ Detection Result
1 0 OXYGENSENSOR
/
1 1
0 Disabled
1 Active
I
1 1 LEANIRICHJUDGMENT
0
1
Lean
Rich
1 2 1 SLOWIMAIN JUDGMENT
0
1
Slow range
Main range
0 Out of power range
3 POWER RANGE JUDGMENT .
1 Within power range
0 Non-executed
INJECTOR FEED BACK (LPG) .
1 Executed
1 ABCV FEED BACK (GAS)

0
1
Non-executed
Executed
BITO: This is disabled if the sensing portion of the oxygen sensor has a lower temperature (inactive) than
the operating temperature, or the exhaust gas contains an excessive amount of oxygen (causing the
mixture to be lean despite the activation of the oxygen sensor).
Normally, once a rich (excessive fuel density) exhaust gas flows while the oxygen sensor is higher the
operating temperature (exhaust gas temperature: 370°C), the feedback control starts and the oxygen
sensor becomes active. (A rich condition can be determined quickly by repeatedly depressing the accel-
erator pedal.)
While the engine runs on gasoline, the feedback control will not start unless the coolant temperature is
above 60°C, in addition to the conditions indicated above. This is because priority is given to warming up
the engine in order to promote the atomization of gasoline, which is in a liquid state at room temperature.
BITI: Same as OUT SIGNAL BIT7. The feedback control conditions at various control ranges can be moni-
tored by simultaneously observing BIT2 and 3.
It is normal if this bit remains O=Lean during acceleration or l=Rich during deceleration for a few
seconds to tens of seconds.
In the power judgment range, this bit will indicate I=Rich, depending on the circumstances (no feed-
back control).
BIT2: lndicates the slow and main control ranges. (See pages 1-13 and 14.)
BIT3: lndicates the power control range. (Gasoline only; see page 1-13.)
BIT4,5: Unused.
BIT6: lndicates the feedback control condition while the engine runs on LPG fuel. Even if the control is not
being executed, the condition is normal if DlAG1 displays "1".
BIT7: lndicates the feedback control condition while the engine runs on gasoline fuel. Even if the control is
not being executed, the condition is normal if DIAGI displays "1".
VACUUM PRESS (VACUUM PRESSURE)

Displays the present vacuum pressure value.
A pressure above 99 kPa will appear as "99".
The standard below is given as a rule of thumb.
Standard: 35 k 5 kPa (idling after the engine is fully warmed up)
If the vacuum pressure significantly exceeds the standard value after the engine is fully warmed up, there
may be an air leakage in the intake pipe passage downstream of the throttle.
The pressure reading will be close to the atmospheric pressure (1 01 kPa) and will appear as 99 kPa if the
sensing hose of the vacuum sensor is detached or cracked.
On a given engine, the intake pipe pressure will be higher on a vehicle with a greater load (such as the
discharge volume of a cargo pump).
The vacuum pressure could exceed 40 kPa before the engine is fully warmed up, but it will gradually get
closer to the standard value as the engine nears the fully warmed up state.
The greater the throttle opening and the greater the engine load, the closer the intake pipe vacuum will be to
the atmospheric pressure (101 kPa).
02-SENSOR (OXYGEN SENSOR)

Displays the oxygen sensor voltage.
0.45V = measured value: The combustion is at the stoichiometric air-fuel ratio.
0.45V < measured value: The combustion is at a rich air-fuel ratio (excessively dense fuel)
0.45V > measured value: The combustion is at a lean air-fuel ratio (excessively lean fuel).
While the engine is operating normally, it will alternate repeatedly from a median value of 0.45V, between
rich and lean ratios within a range of k0.45V. This function is under the control of the oxygen sensor.
During normal control, it is difficult to read the oxygen sensor voltage because it is fluctuating constantly.
However, the number (approximately 7 times within 10 seconds) of fluctuations can also be determined at
the BIT0 of theA/F STATUS.
If the voltage remains near OV without fluctuating while the engine is running at a steady speed, it signifies
a lean malfunction. The malfunction will appear at DIAGI, BITO, 1, 4, and 5.
If the voltage remains above 0.8V without fluctuating while the engine is running at a steady speed, it
signifies a rich malfunction. The malfunction will appear at DIAGI, BIT2, 3, 6, and 7.
If the air-fuel ratio remains temporarily at the lean or rich side while the engine is in the transient state, such
as when the throttle is being opened or closed, it is not a malfunction and does not appear at DIAGI.
ENGINE PEED ADJUSTMENT
STANDARD
4Y Engine (Except 4Y-ECS)
ldle and idle-up speed
Specifications Standard value

Gasoline 800'~;
Idle speed rpm Gasoline /LPG convertible 800~~:
LPG exclusive 850'~;
1 Gasoline 1200&30
-
Idle-up speed rpm Gasoline /LPG convertible 1200k30

LPG exclusive 1200+30
No-load maximum speed and tilt relief down
1 1 Standard value 1
! Model
1 No-load maximum speed rprn 1

Loaded maximum speed 300 or less 300 or less 300 or less
(speed down at tilt relief) rprn
4Y Engine (4Y-ECS)
1 Specifications Standard value

Idle speed rpm 1 LPG exclusive 750k30
1 No-load maximum speed rprn 1 LPG exclusive
Loaded maximum speed
(speed down at tilt relief)
LPG exclusive 30 or less I
rprn
Note:
No adjustment necessary. The standard value is for reference use.
Not including 4Y-ECS-EFI
GM6-262 Engine
Gasoline engine or Gasoline1

LPG engine model
LPG engine model
Pn60-80,
Pn50,
Cu70,
Cu35.45 Cu55-60
Model Cu55-70
(VSCS*)
(VSCS*)
Electronic governor system

/
Air
governor
system
1I
Electronic
governor
system
Air Electronic
governor governor
system system
No idle-up
Idle-up speed rpm No idle-up speed speed
No-load maximum
speed rPm
1 2350130 1 2350130 1 2600130 1 2400150 1 2350130 1 2600150
Loaded maximum
speed (speed down - 250 or less - 350 or less
at tilt relief) rPm
Pn: Pneumatic tire model

Cu: Cushion tire model
*: Vehicle Speed Control System spec.
PREPARATION
1. Have a plug ready for sealing the idle mixture adjusting
screw after completing an adjustment.
A: For the carburetor on the 4Y or GM6-262 engine
(21673-1 3370-71)"
B: For the regulator on the 4Y or GM6-262 engine
(23571-23470-71)*
*The part numbers are subject to change without notice.
2. Set up the checker (SST)

SST 09240-13380-71
See page 3-5 for details on attaching the SST.
Note:
See the section on the "TOYOTA MOBILE
CHECKER" for details on attaching the SST.
3. Check the fuel

Note:
SST If the vehicle runs either on gasoline or LPG and
the engine was adjusted while running on LPG, the
adjustment on the gasoline side will take its own
course. Conversely, if the engine was adjusted
while running on gasoline, the adjustment on the
LPG side will take its own course.
WATER-TEMP : 4. Warm up the engine.

Standard:
Coolant temperature: 80°C (176°F) or more
Engine oil temperature: 60°C (140°F) or more
Operating oil (hydraulic oil) temperature:
50°C (122°F) or more
Auto choke release state (4Y engine)
The lever is not on the F.I. (Fast Idle) cam. (GM6-262

engine)
Lever
Afler full warmlng up
Note:
To warm up the engine, run the engine at the maximum speed, and repeat the relief mode by
operating the tilt lever, until both the water temperature and the hydraulic oil temperature
have risen. This is because the load on the engine to drive the oil pump increases if the
hydraulic oil temperature is low. As a result, the fuel supply volume becomes greater than
normal and prevents the proper adjustment value from being reached.
4Y ENGINE
Idling Speed and Idle-up Speed Adjustment
(except ECS-EFI)
1. On the CONDITION screen of the SST, make sure that
both the 0 2 (oxygen) sensor and the coolant tempera-
WATER-TEMP
ture sensor indicate "OK".
2. Disconnect the idle-up actuator hose and inspect the idle-

up speed. (Except ECS)
Standard: See page 3-21.
If the measured value is out of the specified range, ad-

just by turning adjusting screw (A).
3. Connect the idle-up actuator hose.
4. Adjust the idle speed and the mixture.

<Using gasoline at "Gasoline, Gasoline/LPG1'>
(1) Go to the "ADJUSTMENT screen on the SST
(ADJUSTMENT,
MAX S P E E D : 8 0 0 r p m
0
IDLE SPEED:= 8 O O r ~ m
(2) Adjust the throttle adjusting screw (B) until the IDLE
SPEED appears as "=".
(3) Adjust the mixture adjusting screw (c) until the ABCV
STEP appears as "=".
(4) Repeat the steps above until both the IDLE SPEED
and ABCV STEP appear as "=".
<Using LPG at "LPG, Gasoline/LPGV>
(1) Go to the "ADJUSTMENT" screen on the SST.
Note:
<ADJUSTMENT>
MAX S P E E D : 850rpm If the engine uses an electronic throttle system, the
IDLE SPEED:= 8 5 0 r ~ m idle speed will not appear on the screen.
I N J P E R I O D : = 3.7ms
(2) LPG:
Adjust the throttle adjusting screw (D) until the IDLE
Adjust the mixture adjusting screw (E) until the INJ

PERIOD appears as "=".
Repeat the steps above until both the IDLE SPEED

and INJ PERIOD appear as "=".
(3) LPG (ECS):

For details on adjusting the idle speed, see a sepa-
rate publication entitled "4Y-ECS Repair Manual" (Pub.
No. CU642).

(4) Using LPG at GasolineILPG:
Adjust the throttle adjusting screw (6)until the IDLE

Repeat the steps above until both the IDLE SPEED

and INJ PERIOD appear as "=".
5. After completing the adjustment, use plugs to seal the

mixture adjusting screws.
(1) Seal the mixture adjusting screw on the carburetor.
(2) Seal the mixture adjusting screw on the LPG regula-

tor.
No-load Maximum Speed Adjustment
<Electronic Throttle System>
Note:
The maximum speed is controlled electronically.
<Air Governor System>

1. Inspect and adjust the no-load static maximum speed.
(1) Measure the speed when the accelerator pedal is fully
depressed.
(2) If the measured value does not satisfy the standard,
make adjustment as follows:
O Remove the seal and loosen the lock bolt.
O Fully depress the accelerator pedal.
O Turn the bushing for adjustment, while holding the
adjusting screw of the air governor immovable with
a straight-edge screwdriver.
2. Check and adjust relief down.

(1) Operate the tilt lever fully backward with the engine
running at the maximum speed, and measure the de-
crease in speed (relief down) upon full relief.
(2) If the measured value is out of the standard range, make

adjustment according to the following procedure:
O Turn the adjusting screw counterclockwise to de-
crease relief down.
O Return the screw by 1110 of a turn to eliminate twist-
ing of the spring in the air governor.
O Adjust the no-load maximum speed.
@ Repeat steps O ,O and O until the measured value
satisfies the standard.
3. Check and adjust hunting.

(1) Check for hunting upon tilt relief at the no-load maxi-
mum speed.
(2) If hunting occurs a few times or more, make adjust-
ment according to the following procedure:
O Turn the adjusting screw clockwise by 112 of a turn
or more.
O Return the screw counterclockwise by 114 of a turn.
O Finally, turn it by 1/10 of a turn to eliminate twisting
of the spring in the air governor.
@ Adjust the no-load maximum speed.
O Repeat steps O through O until hunting occurs no
more.
4. Repeat adjustments in steps 1 to 3 until respective stan-
dards are satisfied.
5. Seal the lock bolt.
GM6-262 ENGINE
Idling Speed and Idle-up Speed Adjustment
1. On the CONDITION screen of the SST, make sure that
both the 0 2 (oxygen) sensor and the coolant tempera-
ture sensor indicate "OK".
WATER-TEMP
Actuator hose 2. Disconnect the idle-up actuator hose and inspect the idle-
up speed. (Air governor system)
If the measured value is out of the specified range, ad-

just by turning adjusting screw (A).
3. Connect the idle-up actuator hose.
4. Adjust the idle speed and the mixture.

-=Air governor system>
(1) Go to the "ADJUSTMENT screen on the SST.
<ADJUSTMENT>
MAX S P E E D : BOOrPm
I D L E SPEED:. 800rpm
INJ PERIOD:= 3.7ms
(2) Adjust the throttle adjusting screw (D) until the IDLE
(3) Adjust the mixture adjusting screw (E) until the INJ
(4) Repeat the steps above until both the INJ PERIOD
and ABCV STEP appear as "=".
Gasoline, Gasoline + (LPG) <Electronic governor system>
(1) Go to the "ADJUSTMENT" screen on the SST.

<ADJUSTMENT>
M A X SPEED: 8OOrpm Note:
IDLE SPEED: . - -- If the engine uses an electronic governor system,
ABCV STEP : = 4 0 s l p
the idle speed will not appear on the screen.
(2) The idle speed is non-adjustable because it is con-

trolled electronically.
LPG,LPG+ (Gasoline)
MAX SPEED: 800rpm

IDLE SPEED: ----
(3) Check and adjust the clearance between the idle ad-
justing screw and lever.
Standard: 0 mm (0 in)
(4) Using gasoline at "Gasoline, Gasoline/LPGn:

Adjust the mixture adjusting screw (C) until the ABSV
appears as "=".
(5) Using LPG at "LPG, Gasoline/LPGn:

5. After completing the adjustment, use plugs to seal the
mixture adjusting screws.
(1) Seal the mixture adjusting screw on the carburetor.
( 2 ) Seal the mixture adjusting screw on the LPG regula-

tor.
No-load Maximum Speed Adjustment
<Electronic Governor System>
Note:
The maximum speed is controlled electronically.
<Air Governor System>

1. Inspect and adjust the no-load static maximum speed.
(1) Measure the speed when the accelerator pedal is fully
depressed.
(2) If the measured value does not satisfy the standard,

make adjustment as follows:
O Remove the seal and loosen the lock bolt.
O Fully depress the accelerator pedal.
O Turn the bushing for adjustment, while holding the
adjusting screw of the air governor immovable with
a straight-edge screwdriver.
Adjusting screw (Fix.)
2. Check and adjust relief down.

(1) Operate the tilt lever fully backward with the engine
running at the maximum speed, and measure the de-
crease in speed (relief down) upon full relief.
(2) If the measured value is out of the standard range,

turn the adjusting screw for adjustment.
3. Seal the lock bolt.
Adjusting screw
APPENDIX
Page
SST LIST ..........................................,................ 4-2
WIRING DIAGRAM ........................................................ 4-3
SST LIST *: Newlv adopted SST
Section
Illustration Part No. Part Name
1 2 3
* TOYOTA mobile
09240-13380-71 checker 0
WIRING DIAGRAM
MODEL NAME G LP GILP GS LPS Page
3-WAY CATALYTIC SYSTEM (G, GS) 0 0 4-4
7FGCU15.18
3-WAY CATALYTIC SYSTEM (LP, LPS) 0 0 4-5
7FGCSU20
3-WAY CATALYTIC SYSTEM (GILP) 0 4-6
I 3-WAY CATALYTIC SYSTEM (G, GS) 01 1 01 4 - 7 1
7FGU15-32, 3-WAY CATALYTIC SYSTEM (LP, LPS) O 0 4-8
7FGCU20-32 3-WAY CATALYTIC SYSTEM (4Y-ECS & LP) 0 4-9
FUEL SYSTEM (GASOLINE) I

IGNITION SYSTEM
ELECTRONIC GOVERNOR CONTROL SYSTEM
0
3-WAY CATALYTIC SYSTEM (G)
FUEL SYSTEM (LPG EXCLUSIVE)
IGNITION SYSTEM
3-WAY CATALYTIC SYSTEM (LP, LPS)
FUEL SYSTEM (LPG EXCLUSIVE)
IGNITION SYSTEM
ELECTRONIC GOVERNOR CONTROL SYSTEM o2 o2 4-13
VSCS
IGNITION SYSTEM
0 4-14
ELECTRONIC GOVERNOR CONTROL SYSTEM
3-WAY CATALYTIC SYSTEM (GILP)
*I : 7FGU35-45: LessNSCS, 7FGCU35-60: LessNSCS
*2. 7FGAU50,7FGU60-80: All
7FGCU70:All
7FGU35-45: WithNSCS, 7FGCU35-60: WithNSCS
VSCS : Vehicle Speed Control System

3-WAY CATALYTIC SYSTEM (G, GS)
3-WAY CATALYTIC SYSTEM (GILP)
3-WAY CATALYTIC SYSTEM (G, GS)
3-WAY CATALYTIC SYSTEM (4Y-ECS & LP)
FUEL SYSTEM (GASOLINE), IGNITION SYSTEM, ELECTRONIC GOVERNOR CONTROL
SYSTEM, 3-WAY CATALYTIC SYSTEM (G)
FUEL SYSTEM (LPG EXCLUSIVE), IGNITION SYSTEM, 3-WAY CATALYTIC SYSTEM
(LP, LPS)
0- - 0-1 03
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3 Way Cat 2004 Onwards

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3 Way Cat 2004 Onwards

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FOREWORD

As this manual is edited as a supplement to the repair manual which is al-

Repair Manuals related to this manual is as follows:

TOYOTA Material Handling Company

Standard: Values showing allowable range in inspection and adjustment.

Limit: Maximum or minimum allowable value in inspection or adjustment.

2. Preparation before disassembly

3. Caution during disassembly

4. Repair of fuel system

5. Inspection and measurement

7. Adjustment and operation check

8. Waste liquid disposal

9. Protection of functional parts

10. Handling of electronic parts

(1) Do not apply any shock to electronic parts of a com-

1. Difference in measurement between the analog and digital types

(1) Analog circuit tester

Forward direction Reverse direction Example of measurement result

(2) Digital circuit tester

Forward d~rection Reverse direction Example of measurement result

This manual mainly describes the measurement results us-

3. Difference in measurement result according to the measurement range (analog type)

Select the measurement range, therefore, specified in the

LIST OF BOLT TYPES AND STRENGTH

Judgment by actual part Judgment by part No.

Shape and description TYPe Hexagon bolt

(collared No mark 4T Nominal

Two relief lines

(collared on the head 6T

Part No. example

Inspection Period Every Every Every Every

* EPA : United States Environmental Protection Agency

1 CA: Standard equipment. 1 OPT (For LPG only)

2002 CA 50% in province - Exception of CA:

Organize In-use testing

Modify the three way catalytic system.

Reductions in CO, HC and NOx

Air-fuel ratio control components

Water temperature sensor Informs the operator when the system is

Crankcase emission control system Reduction in HC

THREE WAY CATALYTIC SYSTEM (TWC) CONFIGURATION DIAGRAM

Air connector Air cleaner

Check engine lamp

-------------. -------* -------

Check engine lamp

Three way catalytic muffler

Check engine lamp

NOx 2N0+2CO > N2+2C02 Reduction

THREE WAY CATALYTIC SYSTEM (TWC) MUFFLER

Inlet Exhaust gas

Monolithic type catalyst

AIR-FUEL RATIO CONTROL ECU

Gasoline (4Y, GM6-262)

FUEL CONNECT TO THE PRIMARY

I Terminal No. 1 Svmbol Details of connection

19 I INJ / LPG injector (for over-excitation energization)

RichILean signal Lean j 1 Lean

Tm : Maximum injection time

<Electric current waveform of injector>

Fuel system Power field

I (When starting) (After starting)

FIB allowed water temperature (60°C)

field Feedback fied (Slow field)