ENGINE — 2JZ-GE ENGINE 41

JENGINE CONTROL SYSTEM

1. General

The engine control system has newly adopted the ETCS-i and VVT-i systems and a function to communicate
with the multiplex communication system. In addition, the fuel pump control system’s fuel pump speed
control has been changed from the 2-step to the 3-step type. Furthermore, the engine Immobiliser system
and the cruise control system have been enclosed in the engine ECU.
The engine control systems of the new 2JZ-GE engine and previous 2JZ-GE engine are compared below.

System Outline New Previous

A L-type EFI system directly detects the intake air f f
EFI mass with a hot wire type air flow meter.
Electronic Fuel
Injection The fuel injection system is a sequential multiport f f
fuel injection system.
Ignition timing is determined by the engine ECU
based on signals from various sensors. The engine
f f EG
ESA ECU corrects ignition timing in response to engine
Electronic Spark knocking.
Advance 2 knock sensors are used to improve knock detection. f f
The torque control correction during gear shifting has f f
been used to minimize the shift shock.
ISC A step motor type ISC valve controls the fast idle and — f
(Idle Speed Control) idle speeds.
VVT-i
Valiable Valve Controls the intake camshaft to an optimal valve tim- f —
Timing-intelligent ing in accordance with the engine condition.
ETCS-i Optimally controls the throttle valve opening in ac-
cordance with the amount of accelerator pedal effort
Electronic and the condition of the engine and the vehicle. In f —
Throttle Control addition, comprehensively controls the ISC, cruise
System-intelligent control, and TRC systems.
ACIS The intake air passages are switched according to the
Acoustic Control engine speed and throttle valve angle to increase per- f f
Induction System formance in all speed ranges.
Under light engine loads, 2-Step Control — f
Fuel Pump Control pump speed is low to re-
re
duce electric power loss. 3-Step Control f —
Fuel Pressure In hot engine conditions, the fuel pressure is in- — f
Control creased to improve restartability.
Maintains the temperature of the oxygen sensor at an
Oxygen Sensor appropriate level to increase accuracy of detection of f*1 f*2
Heater Control the oxygen concentration in the exhaust gas.
By controlling the air conditioning compressor ON
Air Conditioning or OFF in accordance with the engine condition, f f
Cut-Off Control drivability is maintained.
Cuts off EGR according to the engine condition to
EGR Cut-Off maintain drivability of the vehicle and durability of — f*2
Control the EGR components.
(Continued)
42 ENGINE — 2JZ-GE ENGINE

System Outline New Previous

The engine ECU controls the purge flow of evapora-
Evaporative tive emissions (HC) in the charcoal canister in accor- f f
Emission Control dance with engine conditions.
Engine Immobiliser Prohibits fuel delivery and ignition if an attempt is f f*2
made to start the engine with an invalid ignition key.
Function to commu-
nicate with multi- Communicates with the body ECU, A/C ECU, etc., f —
plex communication on the body side, to input/output necessary signals.
system
When the engine ECU detects a malfunction, the en-
gine ECU diagnoses and memorizes the failed sec- f f
tion.
Diagnosis A newly developed diagnostic system which utilizes
a high speed bi-directional communication line to
f —
provide extended diagnostic capabilities and fea-
tures.
When the engine ECU detects a malfunction, the en-
Fail-Safe gine ECU stops or controls the engine according to f f
the data already stored in the memory.

*1: Models for Europe and Australia

*2: Models for Europe
 ENGINE — 2JZ-GE ENGINE 43

2. Construction

The configuration of the engine control system in the 2JZ-GE engine of the new GS300 is as shown in
the following chart. Shaded portions differ from the 2JZ-GE engine of the previous GS300.

SENSORS ACTUATORS
VG
AIR FLOW METER SFI
#10
CRANKSHAFT POSITION SENSOR No. 1 INJECTOR
NE #20 No. 2 INJECTOR
D Engine Speed Signal #30
D Crankshaft Angle Signal No. 3 INJECTOR
#40
No. 4 INJECTOR
#50
CAMSHAFT POSITION SENSOR No. 5 INJECTOR
G2 #60
D Crankshaft Angle Signal No. 6 INJECTOR
D Camshaft Angle Signal

THROTTLE POSITION SENSOR VTA IGT1~ ESA

D Throttle Position Signal VTA2
IGT3 EG
IGNITER
IGF
ACCELERATOR PADAL POSITION SENSOR VPA IGNITION COILS
D Accelerator Pedal Position Signal VPA2
THW SPARK PLUGS
WATER TEMP. SENSOR
THA
INTAKE AIR TEMP. SENSOR
ETCS-i
OX1A M
HEATED OXYGEN SENSOR (Bank 1, Sensor 1)*1 THROTTLE CONTROL MOTOR
OX2A CL
HEATED OXYGEN SENSOR (Bank 2, Sensor 1)*1 MAGNETIC CLUTCH
OX1B Engine
HEATED OXYGEN SENSOR (Bank 1, Sensor 2)*1
ECU
VVT-i
OX2B
HEATED OXYGEN SENSOR (Bank 2, Sensor 2)*1 OCV
CAMSHAFT TIMING OIL CONTROL VALVE
VAF
VARIABLE RESISTOR*2
KNK1 ACIS
KNOCK SENSORS
KNK2 ACIS
VSV
SP2
VEHICLE SPEED SENSOR

FUEL PUMP CONTROL

IGNITION SWITCH FPC
STA FUEL PUMP ECU FUEL PUMP
D Starting Signal (ST Terminal) IGSW
D Ignition Signal (IG Terminal) DI

OXYGEN SENSOR HEATER CONTROL*1

NEUTRAL START SWITCH
P,N HT1A HEATED OXYGEN SENSOR HEATER
D Neutral Start Signal (Bank 1, Sensor 1)
R,D,4,3,2,L
D Shift Lever Position Signal
HT2A HEATED OXYGEN SENSOR HEATER
MPX1 (Bank 2, Sensor 1)
AIR CONDITIONING ECU
HT1B HEATED OXYGEN SENSOR HEATER
MPX2 (Bank 1, Sensor 2)
BODY ECU
HT2B HEATED OXYGEN SENSOR HEATER
POWER STEERING OIL PRESSURE SWITCH
PS (Bank 2, Sensor 2)

(Continued)
44 ENGINE — 2JZ-GE ENGINE

STP
STOP LIGHT SWITCH AIR CONDITIONING CONTROL
ACMG
MAGNETIC CLUTCH RELAY
TRC
ABS & TRAC & VSC ECU ENG
EVAP CONTROL
TXCT PRG
VSV
TRANSPONDER KEY RXCK
AMPLIFIER CODE IMLD
THEFT DETERRENT INDICATOR LIGHT

KSW
UNLOCK WARNING SWITCH MREL
EFI MAIN RELAY

SIL W
DATA LINK CONNECTOR 3 CHECK ENGINE LAMP
TC

+B BATT, BM
EFI MAIN RELAY BATTERY

*1: Only for Europe and Australia Model

*2: Only for G.C.C. Countries Model
 ENGINE — 2JZ-GE ENGINE 45

3. Engine Control System Diagram

Variable Resister*4 Fuel Pump ECU

Fuel
Pump
Engine ECU

Accelerator Pedal
Position Sensor
Mass Air Flow Charcoal
Meter Canister
VSV (for EVAP)

EG

Throttle Throttle
Control Motor
Position
Igniter Sensor
Intake Air *2
Temp.
Sensor
Ignition
Heated Oxygen Coil
Sensors*3
*1

Vaccum Tank
Injector

TWC* 3
TWC* 3

VSV (for ACIS)

Knock Sensors

Crankshaft Position
Water Temp. Sensor Sensor

Heated Oxygen
Sensors*3

*1: Camshaft Position Sensor

*2: Camshaft Timing Oil Control Valve 143EG07
*3: Only for Europe and Australia Model
*4: Only for G.C.C. Countries Model
 46

VSV Heated Oxygen Neutral Start

(for EVAP) Sensors*1 Switch
Accelerator Pedal
Position Sensor
DLC 3

Throttle Position Sensor

Fuel Pump ECU

Throttle Control Motor
4. Layout of Components

Air Flow Meter

Ignition Coil

Crankshaft
Position Sensor
ENGINE — 2JZ-GE ENGINE

Camshaft Position
Sensor
Camshaft Timing
Oil Control Valve Igniter

Water Temp.
Sensor
Engine Variable Resister*2
ECU
Injector Knock Sensor
Knock Sensor
*1: Only for Europe and Australia VSV (for ACIS) 143EG08
*2: Only for G.C.C. Countries
 ENGINE — 2JZ-GE ENGINE 47

5. Main Components of Engine Control System

General

The following table compares the main components of the 2JZ-GE engine in the new and previous models.

2JZ-GE Engine New Previous

Component
Mass Air Flow Meter Hot-Wire Type

Throttle Position Sensor Linear Type, 2 Linear Type, 1
Accelerator Pedal Position Sensor Linear Type, 2 —
Crankshaft Position Sensor Pick-Up Coil Type, 1

Camshaft Position Sensor Pick-Up Coil Type, 1 —
Crankshaft Position Sensor — Pick-Up Coils Type, 1
Distributor
Camshaft Position Sensor — Pick-Up Coil Type, 2
Built-In Piezoelectric

Knock Sensor
Element Type, 2 EG
Heated Oxygen Sensor Heated Oxygen Sensor
(Bank 1, Sensor 1) (Bank 1, Sensor 1)
Oxygen Sensor*1 (Bank 1, Sensor 2) (Bank 1, Sensor 2)
(Bank 2, Sensor 1) (Bank 2, Sensor 1)
(Bank 2, Sensor 2)
2-Hole Type with
4-Hole Type with Air Assist*1
Injector
Air Assist 2-Hole Type without
Air Assist*2
ISC Valve — Step Motor Type

*1: Only for Europe

*2: Only for G.C.C. Countries

Air Flow Meter

The hot wire type air flow meter has been changed
to the plug-in type. Its basic operation is the same
as that of the previous type.

Hot-Wire
Intake Air Thermistor
Temp. Sensor
150EG29
48 ENGINE — 2JZ-GE ENGINE

Camshaft Position Sensor

The camshaft position sensor is mounted on the in- Cylinder Head

take side of the cylinder head. Front
The timing rotor is integrated with the intake cam-
shaft.
The camshaft position sensor outputs 3 pulses for
every 2 crankshaft revolutions.

Camshaft Position
Sensor 150EG23

Engine ECU

D On the previous model, the engine ECU was installed on the passenger’s floor. However, on the new
GS300, the engine ECU is installed in the ECU box in the engine compartment. As a result, the wiring
harness has been shortened, thus realizing weight reduction.
D Utilizing the vacuum that is generated by the radiator coolingfan, airflow is introduced through the ECU
box to restrain theincrease in the temperature in the ECU box.

Radiator ECU Box

Intake Duct
Exhaust
Duct

Engine
Cooling Fan ECU
Exhaust Duct
Engine ECU
Air Flow Side Member
Intake Duct

ECU Box 152EG09 152EG10

 ENGINE — 2JZ-GE ENGINE 49

6. VVT-i (Variable Valve Timing-intelligent) System

General

The VVT-i system is designed to control the intake camshaft within a wide range of 60
(of crankshaft
angle) to provide a valve timing that is optimally suited to the engine condition, thus realizing improved
torque in all the speed ranges and fuel economy, and reduce exhust emissions.

Intake Camshaft Camshaft Timing Oil

Timing Pulley Control Valve
Camshaft
Position Sensor

Crankshaft Position EG
Sensor

Engine
ECU
Oil Pump 150EG26

Construction and Operation

1) Intake Camshaft Timing Pulley

The intake camshaft timing pulley comprises the outer gear that is driven by the timing belt, the inner
gear that is affixed to the camshaft and a movable piston that is placed between the outer gear and
inner gear. Having helical splines (twisted, vertical grooves) on its inner and outer periphery, the piston
moves in the axial direction to shift the phase of the outer gear and inner gear, thus causing the valve
timing to change continuously.

Timing Pulley
Outer Gear
Intake Camshaft
Helical Spline
(Inner Gear)
Helical Spline

Inner Gear Piston

Piston
150EG27 150EG28
50 ENGINE — 2JZ-GE ENGINE

2) Camshaft Timing Oil Control Valve

D The camshaft timing oil control valve controls Spool Valve

the spool valve position in accordance with the To Timing Pulley
command of the engine ECU thus allocating (Advanced Side) (Retard Side)
the hydraulic pressure that is applied to the in-
take camshaft timing pulley to the advance and
the retard side. When the engine is stopped,
the camshaft timing oil control valve is in the
most retarded state. Drain Drain
Spring Oil Pressure Coil Plunger

150EG30

D By the command of the engine ECU, when the Exhaust Variable Angle (60_)
camshaft timing oil control valve is in the posi- Valve
tion given in Fig. 1, hydraulic pressure is ap-

Valve Lift
plied from the left side of the piston, which Intake
causes the piston to move to the right. Because Valve
of the twist in the helical splines that are cut
out in the piston, the intake camshaft rotates
in the advance direction in relation to the cam- Crankshaft Angle
shaft timing pulley. When the camshaft timing
Valve Timing
oil control valve is in the position given in Fig.
2, the piston moves to the left and rotates in 150EG31

the retard direction. Furthermore, the camshaft

timing oil control valve shuts off the oil pas-
sages to maintain the hydraulic pressure at both
sides of the piston, thus maintaining the phase
at that position. This enables the phase to be
set to a desired position.

Piston
Camshaft Timing
Oil Control Valve

Intake
Camshaft
Drain Drain

Oil Pressure Oil Pressure

Timing Pulley

Fig. 1 Fig. 2
150EG32 150EG33
 ENGINE — 2JZ-GE ENGINE 51

3) Engine ECU

In proportion to the engine speed, intake air volume, throttle position and coolant temperature, the engine
ECU searches an optimal valve timing under each driving condition and control the camshaft timing
oil control valve, in addition, the engine ECU uses signal from the camshaft position sensor and the
crankshaft position sensor to detect the actual valve timing, thus performing feedback control to achieve
the target valve timing.

" Operation During Various Driving Conditions A

Full Load Performance

Range 4 Range 5
EG
Engine Load

Range 2

Range 1 , 3

Engine Speed
150EG34

Range Conditions Operation

The valve timing is set to the advance angle 0_ (most retarded
1 Idle operation
angle), and because of the lack of overlap, the idle rpm is stabilized.
The valve timing is advanced to increase the amount valve overlap.
2 Medium load range Thus, the internal EGR rate is increased and the pumping loss is de-
creased resulting in improved fuel economy.
The valve timing is retarded to decrease the amount of valve overlap,
3 Low load range
thus ensuring the engine’s stability.
High load, low- to The valve timing is advanced to advance the timing of the closing
4 medium-speed of the intake valve. The volumetric efficiency is thus improved re-
range sulting in improved low- to medium-speed range torque.
The valve timing is retarded to retard the timing of the closing of the
High load, high
5 intake valve resulting in improved volumetric in the high-speed
speed range
range.
Engine started and When the engine is started and stopped, the valve timing is at the
—
stopped most retarded state.
The valve timing is at the advance angle 0_ (most retarded angle)
without any valve overlap. This prevents the fuel from flowing back
Low-temperature and minimizes the need for transient increase of fuel. Furthermore,
—
operation because the idle rpm is stabilized, the fast idle rpm can be lowered
than that of the previous engine, thus improving fuel economy dur-
ing low-temperature engine operation.
52 ENGINE — 2JZ-GE ENGINE

7. ETCS-i (Electronic Throttle Control System-intelligent)

General

D The ETCS-i system, which realizes excellent throttle control in all the operating ranges, has been
adopted.

D In the conventional throttle body, the throttle valve opening is determined invariably by the amount of
the accelerator pedal effort. In contrast, the ETCS-i uses the engine ECU to calculate the optimal throttle
valve opening that is appropriate for the respective driving condition and uses a throttle control motor
to control the opening.
D The ETCS-i controls the ISC (Idle Speed Control) system, the cruise control system, and the VSC (Ve-
hicle Stability Control).

D A duplicate system is provided to ensure a high level of reliability, and the system shuts off in case of
an abnormal condition. Even when the system is shut off, the accelerator pedal can be used to operate
the vehicle in the limp mode.

Accelerator Pedal
Position Sensor Throttle Valve
Throttle Position
Sensor

Throttle Control
Motor
Magnetic
Clutch

ABS & TRC

Engine ECU & VSC ECU

150EG41
 ENGINE — 2JZ-GE ENGINE 53

Construction

Accelerator Pedal
Position Sensor

Limp Mode Lever

Throttle Valve

Magnetic Clutch
Throttle Control Motor

EG
Throttle Position Sensor

150EG36

1) Accelerator Pedal Position Sensor

The accelerator pedal position sensor, which is mounted on the throttle body, is integrated with the throttle
lever, which is connected to the cable that extends from the accelerator pedal.
The accelerator pedal position sensor converts the amount of accelerator pedal effort into two types of
electrical signals with distinct output characteristics. The signals are then input into the engine ECU.

V
Close 5
Output Voltage

VPA2
Open
VPA
0
E2 VPA2 VPA VC Close Open
150EG40 150EG39
Accelerator Pedal Depressed Angle

2) Throttle Position Sensor

The throttle position sensor converts the throttle valve opening into an electrical signal and inputs into
the engine ECU. The output characteristics are the same as those of the accelerator pedal position sensor.
3) Throttle Control Motor

A DC motor with excellent response and minimal power consumption is used for the throttle control
motor. The engine ECU performs the duty ratio control of the direction and the amperage of the current
that flows to the throttle control motor in order to regulate the opening of the throttle valve.
54 ENGINE — 2JZ-GE ENGINE

4) Magnetic Clutch

Ordinarily, the magnetic clutch engages the clutch to enable the throttle control motor to open and close
the throttle valve. In case that a malfunction occurs in the system, this clutch is disengaged to prevent
the throttle control motor to open and close the throttle valve.

Operation

The engine ECU drives the throttle control motor by determining the target throttle valve opening in accor-
dance with the respective operating condition.

1) Non-linear Control
2) Idle Speed Control
3) Shift Shock Reduction Control
4) TRC Throttle Control
5) VSC Coordination Control
6) Cruise Control
1) Non-linear Control

D Controls the throttle to an optimal throttle valve opening that is appropriate for the driving condition
such as the amount of the accelerator pedal effort and the engine speed in order to realize excellent
throttle control and comfort in all operating ranges.

" Control Examples During Acceleration and Deceleration A

: With Control
: No Control


Vehicle’s
Longitudinal G
0

Throttle Valve 
Opening Angle

Ignition Timing 

0
Time

150EG37
 ENGINE — 2JZ-GE ENGINE 55

D In situations in which low-
surface conditions can be anticipated, such as when driving in the snow,
the throttle valve can be controlled to help vehicle stability while driving over the slippery surface.
This is accomplished by turning ON the SNOW switch, which, in response to the amount of the acceler-
ator pedal effort that is applied, reduces the engine output from that of the normal driving level.*

" Control Example During Startoff Acceleration in 1st Gear on Packed Snow Surface (TRC OFF) A

: Amount of Slippage
Throttle Valve Opening Angle

: Actual Throttle
Rear Wheel Valve Opening
Angle
Wheel Speed

Throttle
Front Valve
Wheel Amount of Accelerator
Pedal Effort

0 0
Normal Mode Snow Mode EG
*: Except for the G.C.C. Countries Models
151EG40

2) Idle Speed Control

Previously, a step motor type ISC valve was used to perform idle speed control such as fast idle during
cold operating conditions and idle-up. In conjunction with the adoption of the ETCS-i, idle speed control
is now performed by the throttle control motor, which controls the throttle valve opening.
3) Shift Shock Reduction Control

The throttle control is synchronized to the ECT (Electronically Controlled Transmission) control during
the shifting of the transmission in order to reduce the shift shock.
4) TRC Throttle Control

As part of the TRC system, the throttle valve is closed by a demand signal from the ABS & TRC &
VSC ECU if an excessive amount of slippage is created at a driving wheel, thus facilitating the vehicle
in ensuring stability and driving force.
5) VSC Coordination Control

In order to bring the effectiveness of the VSC system control into full play, the throttle valve opening
angle is controlled by effecting a coordination control with the ABS & TRC & VSC ECU.
6) Cruise Control

Previously, the vehicle speed was controlled by the cruise control actuator, which opened and closed
the throttle valve. Along with the adoption of the ETCS-i, the vehicle speed is now controlled by the
throttle control motor, which controls the throttle valve.
56 ENGINE — 2JZ-GE ENGINE

Fail-Safe

If an abnormal condition occurs with the ETCS-i, the Check Engine Lamp illuminates to alert the driver.
At the same time, the current to the throttle control motor and magnetic clutch are cut off in order not
to operate the ETCS-i. This enables the return spring to close the throttle valve.
Even in this situation, the accelerator pedal can be used to operate the limp mode lever, which operates
the throttle valve to enable the vehicle to be driven in the limp mode.

Limp Mode Lever Open Throttle

Position Sensor

Throttle
Control
Motor
Magnetic
Clutch
Throttle
Valve

Accelerator Pedal
Position Sensor

150EG42

Diagnosis

If the diagnostic trouble code 89 is being output to the check engine lamp, it means that the engine ECU
has detected a malfunction in the ETCS-i, and outputs the diagnostic trouble code of the ETCS-i to the
“Snow” indicator light*.
Also, the diagnostic trouble code can be output to a hand-held tester via the data link connector 3.
For details, refer to the Lexus GS300 Repair Manual (Pub. No. RM588E).

*: “ETCS” indicator light on the models for the G.C.C. countries.

 ENGINE — 2JZ-GE ENGINE 57

8. Fuel Pump Control

The fuel pump speed control has been changed from the 2-step type of the previous model to the 3-step
type.

" System Diagram A

FPC Signal Fuel Pump Speed
EFI Main Relay
+B 5V
Hi
FPC 0V
8.2 ms
5V
Fuel FP+ Mid
Pump 0V
Engine
ECU Fuel Battery
ECU 4.1 ms 5V
Pump
Low
DI FP– 0V
E EG
5V
Stop
0V
152EG11 152EG12

9. Engine Immobiliser System

The transponder key computer, which was previously separate, is now enclosed in the engine ECU. For
details, see page 136.

10. Function to Communicate with Multiplex Communication System

The engine ECU communicates with the meter ECU, air conditioning ECU, body ECU, etc., of the multiplex
communication system.
The main output signals from the engine ECU are as follows:
D Signals to the Indicator Lights in the Speedometer (Oil Pressure Signal, Oil Level Signal and Alternator
L Terminal Signal)
D Engine Coolant Temp. Signal
D Engine Speed Signal

D Signals related to the Air Conditioning System (Refrigerant Pressure Signal and Compressor Speed Sig-
nal)
The main input signals to the engine ECU are as follows:
D Air Conditioning Signal

D Electrical Load Signal (Taillight and Rear Window Defogger System)

D Pattern Select Switch Signal (Power, Snow)
58 ENGINE — 2JZ-GE ENGINE

11. Diagnosis System

The M-OBD (Multiplex On-Board Diagnostic) system that has been adopted in the 2JZ-GE engine is a
system that has been improved upon the previous diagnostic system in order to perform troubleshooting
in a more efficient and accurate manner.
The functions of the M-OBD system can be fully utilized through the use of a hand-held tester.
The following table compares the diagnostic system fo the new and previous 2JZ-GE engine.

Engine
New Previous
Item
The TDCL has been discontinued, and The check connector and TDCL are
a DLC3 (Data Link Connector 3) has provided.
been newly provided. In addition, the
check connector terminals TE1, TE2, " Check Connector A
and IG have been discontinued.
" DLC3 A TE2
E1 IG

TC TAC
TE1

Check Connector and

Data Link Connector VF1 VF2
SIL CG 140EG39

140EG127 " TDCL A

CG: Chassis Ground

SIL: Provides communication
between the engine ECU and the
hand-held tester.
TAC: Outputs the engine speed signal.
TC: Provides the same function as E1 TE2 TE1
the previous TE1 terminal. 144EG05

After connecting terminals TC and CG After connecting terminals TE1 and E1

Diagnostic Trouble of the DLC3, displays the code on of the check connector or TDCL, dis-
Code Check Method CHECK Engine Lamp in the plays the code on CHECK Engine
combination meter. Lamp in the combination meter.
The engine ECU’s control data can be The engine ECU’s control data can be
Output Engine ECU output by connecting the hand-held output by connecting the hand-held
Data tester to the DLC3. tester to the check connector or TDCL.
Output Data Speed: 9.6 kbps Output Data Speed: 125 bps
 ENGINE — 2JZ-GE ENGINE 59

Furthermore, on the 2JZ-GE engine, the functions listed below can be utilized by connecting the hand-held
tester to the DLC3.

Function Details
The system can output 5-digit diagnostic trouble codes to the tester, which
are more detailed than the previous 2-digit diagnostic trouble codes, thus
making it easier to identify the location of the problem.
Diagnostic Trouble Example:
Code
Code 28 (Oxygen Sensor) P0130 (Oxygen Sensor)
P0135 (Oxygen Sensor Heater)

The system can output freeze-frame data to the tester. This data (which
depicts the condition of the engine control system and the vehicle) is stored
Freeze-Frame Data
in the engine ECU at the very moment when the engine ECU has detected
its last data of malfunction.
Through the use of the tester, the actuators (VSV, fuel pump, VVT-i system,
EG
Active Test
etc.) can be activated to a desired state.
Through the use of the tester, trouble codes that are stored in the engine ECU
Trouble Code Clear
can be cleared.
D For details on the diagnostic trouble codes, active test, etc. described above, refer to the Lexus GS300
Repair Manual (Pub. No. RM588E).

D For details of the hand-held tester, refer to the Hand-Held Tester Operator’s Manual.