Solved issue

I wanted to create a thread for those who have had a hard time chasing down the solution to their code 25 and code 26 and learn from my experience. I threw new Injectors, spark plugs and wires, new distributor cap and rotor, ignition coil, 02 sensor and a Maf sensor on and it didn’t solve my issue. After reading through the Haynes manual for my vehicle I found the emissions control section and found out it could be a bad valve. Sure enough my Bimetal vacuum switching valve or bvsv had disintegrated and was the cause of my codes.

 

Thanks for posting this, and welcome to the forum.

 

You are welcome, it’s been a problem child for the last few years so I’ve been replacing parts left and right. Thank you I’m glad to be part of the forum now and help others with any problems they may have.

 

JBruce243,
FSM's are golden for diagnosing the somewhat complex OBD1 fuel injection that adorns our Beloved 3.0L 4Runners. There are 5 things that can really send the ECM into fits and toss a check engine light and a stored code.

1. The temperature sensor for the switching of open loop to closed loop transition of the ECM's operation. It will never transition from open loop if not working
2. The Throttle position sensor on the throttle body. Hard starting and/or no acceleration.
3. The Knock sensor on the block under the intake manifold and the pigtail wire that connects it to the harness. It will go into limp mode if not working and will not advance the timing.
4. The O2 sensor on the exhaust will exhibit poor MPG and drivability while under partial throttle settings.
5. VAFM with integral air temp sensor. There had better not be any air leaks between this and the throttle plate in the TB.

Beyond these key items would be the fuel rail pressure. The regulation of the pressure is critical to stop the cold start and primary fuel injectors from becoming over burdened as well as the fuel pump and filter being able to deliver enough volume when a demanding load is placed on the engine. The vacuum line to the fuel pressure regulator is critical in preventing a rich running condition. This can lead one to observe how gunked up the throttle body may have become with carbon and potential blocking of the vacuum ports on the top of the housing.

Beyond this the ignition timing and the distributor that actually tells the ECM engine position like a crank trigger and then also acts as a spark distributor in a more classic way will cause a no start when the signal coils die and the ECM cannot tell were the engine is at for delivering spark ignition voltage to the ignitor.

 

Welcome from Arizona! Thanks for the tip.