OBD-II Code
P1310
Severity
Not yet reviewed
Nobody on our side has assessed this code yet, so we are not going to guess at how serious it is.
Can you drive it
We cannot say
Treat it as unknown until a shop reads it with live data. If the check-engine light is FLASHING, stop driving as soon as it is safe to — that means an active misfire, whatever the code.
Indicative cost (USD)
$60–$450
From this code's diagnostic notes. Varies by vehicle, diagnosis, parts, and local labor. This is not a repair quote.
P1310 on a Toyota is a Toyota-specific igniter circuit fault — the ECM sends an IGT (ignition timing) command pulse to each coil/igniter on a dedicated wire, and the igniter answers back with an IGF (ignition confirmation) feedback pulse to prove the coil actually fired.
How a shop works this
Work from evidence to part, not the other way round. A code names a circuit or a symptom; it does not name the part that failed.
Note every code that is set, not just this one.
Codes that appear together usually narrow the cause faster than any one of them read alone.
Read the freeze frame — the conditions the fault was recorded under.
Cold or warm, idle or load, road speed and engine speed. A fault that only appears cold is a different fault from one that only appears under load, even with the same code on the scanner.
Confirm the fault is current rather than history.
Clear the code and see whether it returns under those same conditions. A code that does not come back may have been logged during a repair, a flat battery, or a bad connection that has since been disturbed.
Then follow the diagnostic notes further down this page, in the order they are written.
They are written in the order a shop works this code, cheapest checks first. Where they name a component, inspect its wiring and connector before replacing it.
If the code comes back after a repair, the underlying fault is still there. That is the point to bring in a scanner with live data and freeze-frame, or a shop that has one.
Common symptoms
- Check engine light
Read the full diagnostic procedureP1310 on a Toyota is a Toyota-specific igniter circuit fault — the ECM sends an IGT (ignition timing) command pulse to each coil/igniter on a dedicat…
P1310 on a Toyota is a Toyota-specific igniter circuit fault — the ECM sends an IGT (ignition timing) command pulse to each coil/igniter on a dedicated wire, and the igniter answers back with an IGF (ignition confirmation) feedback pulse to prove the coil actually fired. When the ECM doesn't see the expected IGF pattern within its window, it sets P1310 (or its sibling codes P1300-P1305 on older platforms) and disables fuel to the affected cylinder. The cheapest-first ladder starts with a scope or LED test-light on the IGT wire at the coil connector with the key on and cranking: you should see a clean 0/5V square wave at crank speed (one pulse per firing event). No pulse = open IGT wire back to the ECM or a failed ECM driver. Clean pulse but no spark = bad coil-on-plug or external igniter (on pre-2003 platforms with a discrete igniter module). Spark present but P1310 keeps setting = broken IGF feedback wire from igniter to ECM, which is the cheapest common failure on 1996-2002 Camry/Avalon. Don't replace the ECM before checking for a broken IGF return wire near the firewall pass-through — Toyota ECMs almost never fail on this code, but the IGF wire chafes against the cylinder head bracket on 2AZ-FE and 1MZ-FE platforms and mimics an ECM-driver failure for the price of a $0.50 splice.
Vehicle-specific patterns1997-2001 Camry / Solara 2.2 (5S-FE) and 3.0 (1MZ-FE) with the external igniter module mounted to the inner fender or near the coil pack throws P1310…
- 1997-2001Camry / Solara 2.2 (5S-FE) and 3.0 (1MZ-FE) with the external igniter module mounted to the inner fender or near the coil pack throws P1310 from a corroded igniter ground stud and from heat-cooked igniter internals — the module is $80-150 and a 15-minute swap.
- 2003-2008Tacoma 2.7L (2TR-FE) and 4.0L (1GR-FE) commonly throws P1310 from a single failed COP coil whose IGF feedback drops out under load — swap-test against an adjacent cylinder before condemning.
- 2000-2007Tundra/Sequoia 4.7L (2UZ-FE) with the wasted-spark coil-on-plug setup throws P1310 from coil-boot carbon tracking and from the well-known #5/#7 rear-bank coils failing first under heat soak.
- 2001-2010Lexus IS300/GS300/LS430 throws P1310 from the same COP failure pattern plus from worn ECM connector pins at C24 — backprobe before pulling the ECM.
Estimated repair$60 to $450.
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