Ошибка p1386 тойота авенсис
Diesel Clean Advanced Technology (TOYOTA D-CAT) comprehensively regulates engine control (consists of a catalytic system and a fuel injection system) that purifies both particulate matter (PM) and nitrogen oxides (NOx) discharged by diesel engines. The catalytic system purifies hydrocarbons (HC) and carbon monoxides (CO), and reduces PM and NOx with a catalytic converter with the Diesel Particulate-NOx Reduction system (DPNR). The fuel injection system adds fuel into the exhaust port using the exhaust fuel addition injector to produce a RICH state for NOx reduction and maintain a proper catalyst temperature for DPNR catalyst regeneration.
TOYOTA D-CAT components:
| Component | Description |
| DPNR catalytic converter | Reduces HC, CO, PM and NOx. |
| Exhaust fuel addition injector | Adds fuel into the exhaust port in order to produce RICH air-fuel ratio for NOx reduction. Also, raises catalyst temperature for DPNR catalyst regeneration. |
| Exhaust gas temperature sensor | Used for estimating DPNR catalytic converter temperature and adjusting fuel addition by ECM while DPNR catalyst regeneration is performed. Also, detects DPNR catalytic converter temperature to prevent the catalytic converter temperature from rising too high. |
| Differential pressure sensor | Detects the volume of PM deposits and incorrect vacuum hose arrangement on the DPNR catalytic converter. |
| Air fuel ratio sensor | Used for controlling air fuel ratio. By controlling the air fuel ratio, combustion control for low temperature combustion and DPNR catalyst regeneration are properly regulated. |
Diagnostics Trouble Codes (DTCs) table for TOYOTA D-CAT:
УКАЗАНИЕ: This table indicates typical DTC combinations for each malfunction occurrence.
| Trouble Area | Malfunction | DTC No. |
| DPNR catalytic converter | Deteriorated or clogged | P2002, P1601, P1386* |
| Exhaust fuel addition injector | Stuck open | P1386 |
| Stuck closed | P1386, P2002* | |
| Low fuel addition volume | P1386, P2002* | |
| Open in exhaust fuel addition injector circuit | P1386, P2047, P2002* | |
| Short in exhaust fuel addition injector circuit | P1386, P2047 | |
| Open or short in exhaust fuel addition injector | P1386, P2047, P2002* | |
| Exhaust gas temperature sensor | Open in exhaust gas temperature sensor circuit | P0544, P0545, P0546, P1386, P2031, P2032, P2033 |
| Short in exhaust gas temperature sensor circuit | P0544, P0545, P0546, P1386*, P2002*, P2031, P2032, P2033 | |
| Exhaust gas temperature sensor | P0544, P0545, P0546, P1386*, P2031, P2032, P2033 | |
| Differential pressure sensor | Open in differential pressure sensor circuit | P1425, P1427, P1428, P2002* |
| Short in differential pressure sensor circuit | P1425, P1427, P1428, P2002* | |
| Differential pressure sensor | P1425, P1427, P1428, P2002* | |
| Differential pressure sensor clogged | P1426, P2002* | |
| Incorrect vacuum hose arrangement of the differential pressure sensor | P1426, P2002* | |
| Air fuel ratio sensor | Open or short in air fuel ratio sensor or heater circuit | P0031, P0032, P1386*, P2238, P2239, P2252, P2253 |
| Air fuel ratio sensor | P0031, P0032, P1386*, P2238, P2239, P2252, P2253 | |
| Exhaust gas leaks | Exhaust gas leaks | P1386*, P2002* |
| Fuel leaks | Fuel leaks in fuel addition injector | P1386* |
| Supply pump | Correct fuel pressure cannot be fed to the exhaust fuel addition injector | P1386* |
Diagnostics trouble code description for TOYOTA D-CAT:
| DTC No. | Description |
| P0031 | Open or short in air fuel ratio sensor heater control circuit (Low output) |
| P0032 | Open or short in air fuel ratio sensor heater control circuit (High output) |
| P0544 | Open or short in exhaust gas temperature sensor circuit (Upstream) |
| P0545 | Open or short in exhaust gas temperature sensor circuit (Upstream) (Low output) |
| P0546 | Open or short in exhaust gas temperature sensor circuit (Upstream) (High output) |
| P1386 | DPNR fuel addition system malfunction |
| P1425 | Open or short in differential pressure sensor circuit |
| P1426 | Differential pressure sensor is clogged or has incorrect vacuum hose arrangement |
| P1427 | Open or short in differential pressure sensor circuit (Low output) |
| P1428 | Open or short in differential pressure sensor circuit (High output) |
| P2002 | DPNR catalytic converter malfunction |
| P2031 | Open or short in exhaust gas temperature sensor circuit (Downstream) |
| P2032 | Open or short in exhaust gas temperature sensor circuit (Downstream) (Low output) |
| P2033 | Open or short in exhaust gas temperature sensor circuit (Downstream) (High output) |
| P2047 | Open in exhaust fuel addition injector circuit |
| P2048 | Open in exhaust fuel addition injector circuit |
| P2049 | Open in exhaust fuel addition injector circuit |
| P2238 | Open or short in air fuel ratio sensor circuit (Low output) |
| P2239 | Open or short in air fuel ratio sensor circuit (High output) |
| P2252 | Open or short in air fuel ratio sensor circuit (Low output) |
| P2253 | Open or short in air fuel ratio sensor circuit (High output) |
Common rail system:
The common rail system uses high-pressure fuel for improved fuel economy. This system also provides robust engine power, while suppressing engine vibration and noise.
This system stores fuel in the common rail, which has been pressurized and supplied by the supply pump. By storing fuel at high-pressure, the common rail system can provide fuel at stable fuel injection pressures, regardless of engine speed or engine load.
The ECM, using the EDU, provides an electric current to the piezo actuator in each injector to regulate the fuel injection timing and volume. The ECM also monitors the internal fuel pressure of the common rail using the fuel pressure sensor. The ECM causes the supply pump to supply the fuel necessary to obtain the target fuel pressure.
In addition, this system uses a piezo actuator inside each injector to open and close the fuel passages. Therefore, both fuel injection time and fuel injection volume can be precisely regulated by the ECM.
The common rail system allows a two stage fuel injection process. In order to soften combustion shock, this system performs "pilot-injection" prior to the main fuel injection. This helps to reduce engine vibration and noise.
Common rail system components:
| Component | Description |
| Common rail | Stores high-pressure fuel produced by supply pump |
| Supply pump | Operated by crankshaft Supplies high-pressure fuel to common rail |
| Injector | Injects fuel to combustion chamber based on signals from ECM |
| Fuel pressure sensor | Monitors internal fuel pressure of common rail and sends signals to ECM |
| Pressure Discharge Valve | Based on signals from the ECM, opens valve when sudden deceleration has occurred, or when the ignition switch is off to prevent the fuel pressure from becoming too high |
| Suction control valve | Based on signals from ECM, adjusts fuel volume supplied to common rail and regulates internal fuel pressure |
| Check valve | Keeps pressure that discharges from injector |
Diagnostic trouble codes (DTCs) table for the common rail system
УКАЗАНИЕ: This table indicates typical DTC combinations for each malfunction occurrence.
| Trouble Area | Malfunction | DTC No. |
| Injector | Open or short in injector circuit | P0200, P1238, P0093* |
| Stuck open | P0093, P1238 | |
| Stuck closed | P1238 | |
| Fuel pressure sensor | Open or short in fuel pressure sensor circuit or pressure sensor output fixed | P0087, P0190, P0191, P0192, P0193 |
| Pressure discharge valve | Open or short in pressure discharge valve circuit | P1271, P1272, P0088*, P0093*, P1229* |
| Stuck open | P0093 | |
| Stuck closed | P1272, P0088* | |
| Suction control valve | Open or short in suction control valve circuit | P0627, P1229, P0088* |
| Stuck open | P1229, P0088* | |
| EDU | Faulty EDU | P0093*, P0200*, P1238*, P1271*, P1272* |
| Common rail system (Fuel system) | Fuel leaks in high-pressure area | P0093 |
Diagnostic trouble code description for the common rail system:
| DTC No. | Description |
| P0087 | Fuel pressure sensor output does not change |
| P0088 | Internal fuel pressure too high (200 MPa [2039 kgf/cm 2 , 29007 psi] or more) |
| P0093 | Fuel leaks in high-pressure areas |
| P0190 | Open or short in fuel pressure sensor circuit (output voltage is too low or too high) |
| P0191 | Fuel pressure sensor faulty |
| P0192 | Open or short in fuel pressure sensor circuit (output voltage is too low) |
| P0193 | Open or short in fuel pressure sensor circuit (output voltage is too high) |
| P0200 | Open or short in EDU or injector circuit |
| P0627 | Open or short in suction control valve circuit |
| P1229 | Fuel over-feed |
| SUPPLY PUMP OPERATION SYSTEM DESCRIPTION |
| SUCTION CONTROL VALVE OPERATION SYSTEM DESCRIPTION |
УКАЗАНИЕ: The ECM controls the suction control valve operation to regulate the fuel volume that is produced by the supply pump for the common rail. This control is performed to regulate the internal fuel pressure of the common rail to the targeted injection pressure.
Small opening of the suction control valve:
When the opening of the suction control valve is small, the volume of supplied fuel is small. "A"
The suction volume becomes small due to the narrow path despite the plunger stroke being full. The difference between the geometrical volume and suction volume creates a vacuum. "B"
Pump output will start when the fuel pressure at (A) becomes higher than the common rail pressure (B). "C"
Large opening of the suction control valve:
When the opening of the suction control valve is large, the volume of supplied fuel is increased. "A"
If the plunger stroke is full, the suction volume becomes large because of the wide path. "B"
Pump output will start when the fuel pressure at (A) becomes higher than the common rail pressure (B). "C"
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We are also monitoring global developments and will make necessary decisions as required.
The business status of Toyota’s European operations is as follows:
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Other manufacturing and sales operations in the rest of Europe are not impacted.
Toyota affiliates in countries bordering Ukraine have already taken concrete actions to support Ukrainian employees and their families, including facilitating the transfer of close family members from Ukraine to other destinations with the provision of accommodation, food, and other support to meet their needs. Further humanitarian support is being planned and will be announced in due course.
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Второе и третье поколения Avensis, выпускавшиеся в 2003-2009 и 2009-2018 гг могут похвастать наличием хорошо разработанной системой самодиагностики. Коды неисправностей Тойоты Авенсис одни из самых подробных среди всех авто этого класса.
Проверка ошибок происходит с помощью блинков, которые высвечиваются миганием индикатора чек или через подключение диагностической аппаратуры к разъему DLC2. Последний можно обнаружить под рулем, в салоне машины.
Таблица ошибок
Основные уникальные для модели коды можно узнать из нижеприведенной таблицы:
| Код | Что означает |
| 13 | Ненормальная частота вращения мотора |
| 19 | У педали акселератора неправильное положение |
| 22 | Датчик температуры охлаждающей жидкости неисправен |
| 24 | Датчик температуры воздуха на впуске плохо работает |
| 35 | Упало давление наддува |
| 39 | Датчики топлива работают некорректно |
| 42 | Датчик скорости неисправен |
| 96 | Неправильное положение клапана EGR |
| 12 | Положение коленвала некорректное |
| 14 | Клапан угла опережения впрыска неисправен |
| 15 | Сломанный сервопривод дроссельной заслонки |
| 17 | Проблемы с сигналом ЭБУ |
| 18 | Электромагнитный перепускной клапан работает неправильно |
| 32 | Корректирующие резисторы вышли из строя |
Расшифровка кодов неисправностей Авенсиса
В отличие от первого поколения Т22, во втором выпуске Т25 с 2004-2005 годов появились двузначные блинк-коды, которые можно прочитать при самодиагностике и сверить с таблицей выше или в руководстве пользователя.
Процедура самодиагностики выглядит так:
- находят разъем DLC1 под капотом авто;
- берут тонкую металлическую перемычку (например, проволоку);
- используя схему на защитной крышке коробки разъема, находят контакты TE1 и E1;
- устанавливают перемычку для соединения контактов;
- включают зажигание с выключенным отоплением/кондиционером;
- ждут мигания лампы Check Engine.
Число миганий обозначает код. Промежуток между двумя шифрами превышает 2 секунды. Между десятками и единицами — полторы. Интервал меньшего этого говорит об единицах.
Ошибка С1201: Тойота Авенсис
Часто встречается у авто выпуска 2006-2008 годов. Говорит о плохой работе дроссельной заслонки. Ремонт заключается в чистке заслонки и впускного коллектора.
Авенсис 2: ошибка С1203
Возникает при поломке модуля управления АКПП. В большинстве случаев требуется его замена.
Ошибка С1246
Говорит о неисправности датчика давления в главном цилиндре тормозной системы. Обычно связана с проблемами в контактах или поломкой системы АБС.
B2799 — неисправность Авенсис
Впервые эта ошибка начала возникать на модификации 1998 года. Связана она с поломкой катушки зажигания, замена которой важна.
Неисправности 21 и 24
Их появление свидетельствует о проблемах с датчиком температуры топлива. Требуется замена прибора.
Ошибка 23
В Тойотах 2007 года выпуска и младше обозначает проблемы в работе датчика температуры всасываемого воздуха. Чаще всего необходима его замена.
Toyota Avensis: ошибка P0037
Возникает, когда влага попадает в разъем датчика воздуха в цепи подогревателя лямбда-зонда. Без замены не обойтись. Бывает, что причина ошибки — банальное короткое замыкание.
Код Р0012
Появление говорит о необходимости замены муфты VVTI.
Р0051 — код
Появляется при попадании влаги в подогреваемый кислородный датчик, в результате чего тот перегревается. Во многих случаях достаточно избавиться от влаги, и неполадка исчезнет.
Код Р0200
Говорит о неисправности проводки инжектора мотора, которую стоит проверить на целостность. Иногда виновна поломка блока управления силовым агрегатом.
Неисправность Р0500
Говорит о плохом контакте в блоке АБС.
Code P0556: Avensis
Свидетельствует о неполадке в контуре вакуумного усилителя тормозов. Обычно для устранения надо его подключить под впускным коллектором.
P1047 — code Avensis
Говорит об обрыве цепи контроллера VVTI. В некоторых случаях проблема кроется в заливе некачественного масла.
Code Р1049
Свидетельствует о неисправности внутренней цепи блока управления Valvematic. В большинстве случаев потребуется замена последнего.
Ошибка TRC VSC
Чаще всего причина кроется в плохом контакте. Если загораются совместно лампы TRC OFF и VSC, значит датчики на ведущих колесах неисправны. Зимой это может говорить о простом сбое бортового компьютера из-за морозов. Если горит еще и чек, то проблему стоит искать в моторе.
Ошибка P S
Свидетельствует о проблемах с подачей тока к гидроусилителю руля. Требуется проверка контактов.
Ошибки климат контроля
Если автовладелец сталкивается с набором из кодов 21, 23, 24, 41, 46, то с максимальной вероятностью он столкнулся с подобной поломкой. Проверьте контакты и целостности проводки, работоспособности датчиков системы, которые склонны к выходу из строя.
Неисправности АБС: Авенсис 2
Появление ошибок 11, 12, 13 и 14 сигнализирует о подобных поломках. Особого внимания заслуживают контакты. Нужно тщательно проверить их, прежде, чем приступать к проверке самого блока.
Сброс ошибок Тойоты Авенсис
Чтобы скинуть неисправность, например, Аирбаг, необходимо отсоединить клеммы от аккумулятора на 15 минут. После этого ошибка стирается из памяти блока управления, если только она не повторяется. В случае появления, она исчезнет только после устранения причины возникновения кода.
Специализация: Закончил государственный автомобильный университет, проработал 20 лет на ГАЗ-56, сейчас езжу на жигулях.
The exhaust fuel addition injector is mounted on the exhaust port of the cylinder head, and low pressure fuel is provided to the injector by the feed pump in the supply pump. This injector adds fuel in response to a control signal from the ECM, in order to perform DPNR*1 catalyst regeneration.
During the DPNR catalyst regeneration, the exhaust fuel addition injector adds fuel to raise the DPNR catalyst temperature.
For more information on the exhaust fuel addition injector and TOYOTA D-CAT*2 Click here.
If P1386 is present, refer to the Diagnostic Trouble Code (DTC) Chart for TOYOTA D-CAT Click here.
*1: Diesel Particulate-NOx Reduction system
*2: Diesel Clean Advanced Technology
After warming up the engine, perform Activate the DPF Rejuvenate (PM) in the Active Test menu using the intelligent tester, and drive at constant vehicle speed within 50 to 100 km/h (31 to 62 mph) for more than 15 minutes.
Refer to Procedure 44 of Inspection Procedure below.
Exhaust fuel addition injector nozzle stuck open:
Air-fuel ratio becomes richer than standard level.
AF Lambda B1S1 is less than approximately 0.85 for 5 seconds.
(1 trip detection logic)
Main Trouble Area
Open or short in exhaust fuel addition injector circuit
Exhaust fuel addition injector
DPNR catalytic converter (Manifold converter sub-assembly)
Sub Trouble Area
Exhaust gas temperature sensor
Air fuel ratio sensor
Mass air flow meter
Manifold absolute pressure sensor
Fuel leaks or blockages in exhaust fuel addition injector
Suction control valve
Blockages or leaks in air intake system
Blockages or leaks in exhaust system
Blockages or leaks in EGR system
Exhaust fuel addition injector nozzle stuck open:
Exhaust gas temperature becomes higher than standard level.
DPNR catalyst temperature becomes higher than 900В°C (1572В°F) for 5 seconds.
(1 trip detection logic)
Excess or low fuel addition volume from the exhaust fuel addition injector:
When exhaust fuel addition injector adds fuel, the air-fuel ratio decrease deviates from a value estimated by the ECM.
(1 trip detection logic)
Due to fail-safe operation when other DTCs (that involve the engine power limit) are stored, PM regeneration may be prohibited.
This DTC / These DTCs or P2002 may be stored due to the fact that PM forced regeneration control is prohibited due to the fail-safe operation of other DTCs.
The detection logic for DTC P1386 is mainly to detect a hardware-malfunction in the exhaust fuel addition injector. If there is a short in the exhaust fuel addition injector circuit, DTC P2047, P2048 or P2049 will be present.
The air-fuel ratio and the exhaust gas temperature can be checked by entering the following menus on the intelligent tester: Powertrain / Engine and ECT / Data List / AF Lambda B1 S1, Exhaust Temperature B1S1, and Exhaust Temperature B1S2.
Malfunctions in the engine itself may affect the DPNR system control and cause storage of this DTC. For example, malfunctions in the main injectors that cause a large amount of smoke emission: These affect the exhaust fuel addition injector operation. Blockages or leaks in the air intake system, or an EGR system malfunction such as EGR passage blockages: These malfunctions affect the DPNR catalyst temperature control. Therefore, the engine condition itself should also be checked, in addition to the exhaust fuel addition injector.
Intake Air Temp (Turbo)
Target Booster Pressure
AFS Voltage B1S1
DPF No Activate
Exhaust Fuel Addition FB
Exhaust Temperature B1S1
Exhaust Temperature B1S2
Catalyst Differential Press
In order to detect malfunctions in the exhaust fuel addition injector, the ECM monitors the air-fuel ratio and DPNR catalyst temperature (exhaust gas temperature).
The ECM monitors the DPNR catalyst temperature and air-fuel ratio. When the temperature becomes higher than its usual level or the air-fuel ratio becomes extremely rich, the ECM judges that the injector is stuck open and illuminates the MIL.
The air-fuel ratio becomes extremely rich occurs, the ECM enters fail-safe mode to limiting the engine power.
Only for vehicles with DPNR catalyst:
The ECM monitors the decrease in the air-fuel ratio when the exhaust fuel addition injector adds fuel during NOx reduction. If the decrease is too large or small compared with the ECM calculation, the ECM judges that the fuel addition volume is insufficient or excessive, and illuminates the MIL. For this malfunction detection, there is no fail-safe operation.
| Malfunction Condition | Malfunction Detection Condition | Fail-Safe Operation |
|---|---|---|
| Exhaust fuel addition injector is stuck open | DPNR catalyst temperature becomes higher than 900В°C (1572В°F) for 5 seconds | The engine power is not limited. |
| AF Lambda B1S1 is less than approximately 0.85 for 5 seconds | The engine power is reduced by 90%. | |
| Low or excess fuel addition volume from the exhaust fuel addition injector | During NOx reduction, the decrease in air-fuel ratio is too large or small compared with ECM calculation. | The engine power is not limited. |
First: Check the factor which caused P1386 at first.
Check the exhaust fuel addition injector
Check the DPNR catalyst
Check the sensors related to the DPNR system
If necessary, the exhaust fuel addition injector should be replaced at this step.
If necessary, the DPNR catalyst and exhaust gas temperature sensors should be replaced but only after the second step. Replacement takes many hours and much effort, so if there are other parts to be replaced in the second step, it is better to replace those at the same time.
Second: Check the engine condition after conducting the inspection above.
If the exhaust fuel addition injector or DPNR catalyst is damaged, the engine itself may be the root cause. Check the areas related to the DPNR system.
Finally: Perform final confirmation of the DPNR control system capability with the catalyst regeneration.
Exhaust fuel addition injector diagnosis:
When the fuel volume injected by the exhaust fuel addition injector decreases, the value of "Exhaust Fuel Addition FB" in the Data List increases. Exhaust Fuel Addition FB in the Data List is a correction value to increase the fuel volume injected from the exhaust fuel addition injector when the catalyst temperature does not rise to the target during catalyst regeneration. Under normal conditions, the value is between 0.9 and 1.45.
Check the value by entering the following menus on an intelligent tester: Powertrain / Engine and ECT / Data List / Exhaust Fuel Addition FB. Under normal conditions, the exhaust gas temperature becomes 150 to 350В°C (302 to 662В°F) when the vehicle is driven in 3rd gear at a constant vehicle speed of about 50 km/h (31 mph). While driving under these conditions, the exhaust gas temperature rises to 500 to 700В°C (932 to 1292В°F) when the catalyst regeneration function in the Active Test (Activate the DPF Rejuvenate (PM)) is performed. If the temperature does not rise sufficiently, the exhaust fuel addition injector or the DPNR catalyst may be damaged.
DPNR catalyst diagnosis:
The value of "Catalyst Differential Press" in the Data List is high when the catalyst is clogged. If this value exceeds approximately 0.4, DTC P2002 is stored.
If the "Catalyst Differential Press" become near about 0.4, the catalyst is probably clogged with PM even if DTC P2002 is not present.
Check the Catalyst differential press when the engine is running at 3000 rpm with no load. Enter the following menus: Powertrain / Engine and ECT / Data List / Catalyst differential press.
If the value of MAF in the Data List is less than 25 g/s, a correct value for Catalyst Differential Press is not output due to exhaust gas pulsation.
If the difference in pressure (DPF Differential Pressure) is very small even if the engine speed is increased, the DPNR catalyst may be malfunctioning.
If a large amount of carbon deposits exists in the DPNR catalyst (when DTC P2002 is output and "DPF PM Block" of the Data List displays "Blocked"), the following parts probably also have deposits inside: exhaust fuel addition injector, EGR valve assembly, intake manifold, EGR pipes, EGR cooler assembly, and other parts related to the exhaust gas.
By removing the EGR valve from the intake manifold, the carbon deposit condition between the EGR valve and intake manifold can be checked visually.
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