Engine Control System (Diagnostic Codes (P0340-P1605): Overview Lexus ES XV40 facelift

DESCRIPTION

The intake camshaft's Variable Valve Timing (VVT) sensor (VVT signal) consists of a magnet and MRE (Magnet Resistance Element).

The VVT camshaft drive gear has a sensor plate with 3 teeth on its outer circumference. When the gear rotates, changes occur in the air gaps between the sensor plate and MRE, which affects the magnetic field. As a result, the resistance of the MRE material fluctuates. The VVT sensor converts the gear rotation data to pulse signals, uses the pulse signals to determine the camshaft angle, and sends it to the ECM.

The crankshaft angle sensor plate has 34 teeth. The pickup coil generates 34 signals for each engine revolution. Based on combination of the VVT signal and NE signal, the ECM detects the crankshaft angle. Then the ECM uses this data to control fuel injection time and injection timing. Also, based on the NE signal, the ECM detects the engine speed.

Scheme 300

1. Reference: Inspection using an oscilloscope HINT: The correct waveform is as shown. VV1+ and VV2+ stand for the VVT sensor signal, and NE+ stands for the CKP sensor signal. Item Content Terminals NE+ - NE- VV1+ - VV1- VV2+ - VV2- Equipment Settings 5 V/DIV. 20 ms./DIV. Conditions Idling

MONITOR DESCRIPTION

If no signal is transmitted by the VVT sensor despite the engine revolving, or the rotations of the camshaft and the crankshaft are not synchronized, the ECM interprets this as a malfunction of the sensor.

HINT

1. These DTCs indicate malfunctions relating to the primary circuit.
2. If DTC P0351 is set, check the No. 1 ignition coil circuit.
3. If DTC P0352 is set, check the No. 2 ignition coil circuit.
4. If DTC P0353 is set, check the No. 3 ignition coil circuit.
5. If DTC P0354 is set, check the No. 4 ignition coil circuit.
6. If DTC P0355 is set, check the No. 5 ignition coil circuit.
7. If DTC P0356 is set, check the No. 6 ignition coil circuit.

A Direct Ignition System (DIS) is used on this vehicle.

The DIS is a 1-cylinder ignition system in which each cylinder is ignited by one ignition coil and spark plug is connected to the end of each secondary wiring. A powerful voltage, generated in the secondary wiring, is applied directly to each spark plug. Sparks of the spark plugs pass from the center electrode to the ground electrodes.

The ECM determines the ignition timing and transmits the ignition signals (IGT) to each cylinder. Using the IGT signal, the ECM turns the power transistor inside the igniter on and off. The power transistor, in turn, switches on and off the current to the primary coil. When the current to the primary coil is cut off, a powerful voltage is generated in the secondary coil. This voltage is applied to the spark plugs, causing them to spark inside the cylinders. As the ECM cuts the current to the primary coil off, the igniter sends back an ignition confirmation signal (IGF) to the ECM, for each cylinder ignition.

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Scheme 302

1. Reference: Inspection using an oscilloscope.
2. While cranking or idling the engine, check the waveform between terminals IGT (1 to 6) and E1, IGF1 and E1 of the ECM connector. Item Content Terminals CH1: IGT1, IGT2, IGT3, IGT4, IGT5, IGT6 - E1 CH2: IGF1 - E1 Equipment Settings 2 V/DIV. 20 ms./DIV. Conditions Idling

Scheme 303

If the ECM does not receive any IGF signals despite transmitting the IGT signal, it interprets this as a fault in the igniter and sets a DTC.

If the malfunction is not repaired successfully, a DTC is set 1 second after the engine is next started.

The exhaust camshaft's Variable Valve Timing (VVT) sensor consists of a magnet and MRE (Magnet Resistance Element).

The exhaust camshaft has a sensor plate with 3 teeth on its outer circumference.

When the exhaust camshaft rotates, changes occur in the air gaps between the 3 teeth and MRE, which affects the magnet. As a result, the resistance of the MRE material fluctuates. The VVT sensor converts the exhaust camshaft rotation data to pulse signals, uses the pulse signals to determine the camshaft angle, and sends it to the ECM.

Scheme 304

1. Reference: Inspection using an oscilloscope HINT: The correct waveform is as shown. EV1+ and EV2+ stand for the VVT sensor signal, and NE+ stands for the CKP sensor signal. Item Content Terminal NE+ - NE- EV1+ - EV1- EV2+ - EV2- Equipment Setting 5 V/DIV. 20 ms./DIV. Condition Idling

If no signal is transmitted by the VVT sensor despite the engine revolving, or the rotations of the camshaft and the crankshaft are not synchronized, the ECM interprets this as a malfunction of the sensor.

The ECM uses the sensors mounted in front of and behind the Three-Way Catalytic Converter (TWC) to monitor its efficiency.

The first sensor, the Air-Fuel Ratio (A/F) sensor, sends pre-catalyst information to the ECM. The second sensor, the Heated Oxygen (HO2) sensor, sends post-catalyst information to the ECM.

In order to detect any deterioration in the TWC, the ECM calculates the Oxygen Storage Capacity (OSC) of the TWC. This calculation is based on the voltage output of the HO2 sensor while performing active air- fuel ratio control, rather than the conventional detecting method, which uses the locus ratio.

The OSC value is an indication of the oxygen storage capacity of the TWC. When the vehicle is being driven with a warm engine, active air-fuel ratio control is performed for approximately 15 to 20 seconds. When it is performed, the ECM deliberately sets the air-fuel ratio to lean or rich levels. If a rich-lean cycle of the HO2 sensor is long, the OSC becomes greater. There is a direct correlation between the OSCs of the HO2 sensor and the TWC.

The ECM uses the OSC value to determine the state of the TWC. If any deterioration has occurred, it illuminates the MIL and sets a DTC.

HINT

1. Bank 1 refers to the bank that includes cylinder No. 1.
2. Bank 2 refers to the bank that does not include cylinder No. 1.
3. Sensor 1 refers to the sensor closest to the engine assembly.
4. Sensor 2 refers to the sensor farthest away from the engine assembly.

Scheme 305

The circuit description can be found in the EVAP (Evaporative Emission) System. Refer to EVAP System.

5 hours *1 after the engine switch is turned off, the electric vacuum pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure.

HINT

*1 : If the engine coolant temperature is not below 35 °C (95 °F) 5 hours after the engine switch is turned off, the monitor check starts 2 hours later. If it is still not below 35 °C (95 °F) 7 hours after the engine switch is turned off, the monitor check starts 2.5 hours later.

*2 : If there is only a small amount of fuel in the fuel tank, stabilizing the EVAP pressure takes longer than usual.

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The leak detection pump creates negative pressure through the reference orifice. When the system is normal, the EVAP pressure is within 724 to 752 mmHg * and saturated within a minute.

If not, the ECM interprets this as a malfunction. The ECM will illuminate the MIL and set DTC if this malfunction is detected in a consecutive drive cycle.

* : Typical valve

The circuit description can be found in the EVAP (Evaporative Emission) system. Refer to EVAP System.

The two monitors, Key-off and Purge Flow, are used to detect malfunctions relating to DTC P0441. The key-off monitor is initiated by the ECM internal timer, known as the soak timer, 5 hours* after the engine switch is turned off. The purge flow monitor runs while the engine is running.

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1. KEY-OFF MONITOR 5 hours* after the engine switch is turned off, the electric vacuum pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35 °C (95 °F) 5 hours after the engine switch is turned off, the monitor check starts 2 hours later. If it is still not below 35 °C (95 °F) 7 hours after the engine switch is turned off, the monitor check starts 2.5 hours later. Sequence Operation Description Duration - ECM activation Activated by soak timer, 5 hours (7 or 9.5 hours) after engine switch turned is off. - A Atmospheric pressure measurement Vent valve is turned OFF (vent) and EVAP system pressure is measured by ECM in order to register atmospheric pressure. If pressure in EVAP system is not between 70 kPa and 110 kPa (525 mmHg and 825 mmHg), ECM cancels EVAP system monitor. 60 seconds B First 0.02 inch leak pressure measurement In order to determine 0.02 inch leak pressure standard, leak detection pump creates negative pressure (vacuum) through 0.02 inch orifice and then ECM checks if leak detection pump and vent valve operate normally. 60 seconds C EVAP system pressure measurement Vent valve is turned ON (closed) to shut EVAP system. Negative pressure (vacuum) is created in EVAP system, and EVAP system pressure is then measured. Write down measured value as they will be used in leak check. If EVAP pressure does not stabilize within 15 minutes, ECM cancels EVAP system monitor. 15 seconds* D Purge VSV monitor Purge VSV is opened and then EVAP system pressure is measured by ECM. Large increase indicates normal. 10 seconds E Second 0.02 inch leak pressure measurement After second 0.02 inch leak pressure measurement, leak check is performed by comparing first and second 0.02 inch leak pressure standards. If stabilized system pressure is higher than second 0.02 inch leak pressure standard, ECM determines that there is a leak in EVAP system. 60 seconds F Final check Atmospheric pressure is measured and then monitoring result is recorded by ECM. - HINT: *: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize. Purge VSV stuck open In operation C, the leak detection pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) system. The EVAP system pressure is then measured by the ECM using the pressure sensor. If the stabilized system pressure is higher than [second 0.02 inch leak pressure standard x 0.2], the ECM interprets this as the purge VSV (Vacuum Switching Valve) being stuck open. The ECM illuminates the MIL and sets the DTC (2 trip detection logic). Purge VSV stuck closed In operation D, the pressure sensor measures the EVAP (Evaporative Emission) system pressure. The pressure measurement for purge VSV monitor is begun when the purge VSV is turned ON (open) after the EVAP leak check. When the measured pressure indicates an increase of 0.3 kPa (2.25 mmHg) or more, the purge VSV is functioning normally. If the pressure does not increase, the ECM interprets this as the purge VSV being stuck closed. The ECM illuminates the MIL and sets the DTC (2 trip detection logic).
2. PURGE FLOW MONITOR The purge flow monitor consists of the two step monitors. The 1st monitor is conducted every time and the 2nd monitor is activated if necessary. The 1st monitor While the engine is running and the purge VSV (Vacuum Switching Valve) is ON (open), the ECM monitors the purge flow by measuring the EVAP pressure change. If negative pressure is not created, the ECM begins the 2nd monitor. The 2nd monitor The vent valve is turned ON (closed) and the EVAP pressure is then measured. If the variation in the pressure is less than 0.4 kPa (3 mmHg), the ECM interprets this as the purge VSV being stuck closed, and illuminates the MIL and sets DTC P0441 (2 trip detection logic). Atmospheric pressure check: In order to ensure reliable malfunction detection, the variation between the atmospheric pressure, before and after conduction of the purge flow monitor, is measured by the ECM.

The circuit description can be found in the EVAP (Evaporative Emission) system. Refer to EVAP System.

Scheme 311

1. DTC P0451: Canister pressure sensor noisy or stuck If the canister pressure sensor output voltage fluctuates rapidly for 10 seconds, the ECM stops the EVAP system monitor. The ECM interprets this as noise from the canister pressure sensor, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC. Alternatively, if the sensor output voltage does not change for 10 seconds, the ECM interprets this as the sensor being stuck, and stops the monitor. The ECM then illuminates the MIL and sets the DTC. (Both the malfunctions are detected by 2 trip detection logic).
2. DTC P0452: Canister pressure sensor voltage low If the pressure sensor output voltage is below 0.45 V [42.1 kPa (315.9 mmHg)], the ECM interprets this as an open or short circuit in the canister pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC (1 trip detection logic).
3. DTC P0453: Canister pressure sensor voltage high If the canister pressure sensor voltage output is 4.9 V [123.8 kPa (928.4 mmHg)] or more, the ECM interprets this as an open or short circuit in the canister pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC (1 trip detection logic).

The circuit description can be found in the EVAP (Evaporative Emission) system. Refer to EVAP System.

5 hours* after the engine switch is turned off, the electric vacuum pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure.

HINT

*: If the engine coolant temperature is not below 35 °C (95 °F) 5 hours after the engine switch is turned off, the monitor check starts 2 hours later. If it is still not below 35 °C (95 °F) 7 hours after the engine switch is turned off, the monitor check starts 2.5 hours later.

HINT

*: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize.

Scheme 312

1. P0455: EVAP (Evaporative Emission) gross leak In operation C, the vacuum pump creates negative pressure (vacuum) in the EVAP system and the EVAP system pressure is measured. If the stabilized system pressure is higher than [second 0.02 inch leak pressure standard x 0.2] (near atmospheric pressure), the ECM determines that the EVAP system has a large leak, illuminates the MIL and sets the DTC (2 trip detection logic).
2. P0456: EVAP very small leak In operation C, the leak detection creates negative pressure (vacuum) in the EVAP system and the EVAP system pressure is measured. If the stabilized system pressure is higher than the second 0.02 inch leak pressure standard, the ECM determines that the EVAP system has a small leak, illuminates the MIL and sets the DTC (2 trip detection logic).

The speed sensor detects the wheel speed and sends the appropriate signals to the skid control ECU. The skid control ECU converts these wheel speed signals into a 4-pulse signal and outputs it to the ECM via the combination meter. The ECM determines the vehicle speed based on the frequency of these pulse signals.

Scheme 313

If there is no speed signal from the combination meter even though the ECM determines that the vehicle is being driven, the ECM interprets this as a malfunction in the speed signal circuit. The ECM then illuminates the MIL and sets the DTC.

The stop light switch is a duplex system that transmits two signals: STP and ST1-. These two signals are used by the ECM to monitor whether or not the brake system is working properly. If the signals, which indicate the brake pedal is being depressed and released, are detected simultaneously, the ECM interprets this as a malfunction in the stop light switch and sets the DTC.

HINT

The normal conditions are as shown in the table below.

1. [OFF] denotes ground potential.
2. [ON] denotes battery potential (+B).
3. On the Techstream, both the Data List items Stop Light Switch and ST1 are ON when the brake pedal is depressed because the ST1 indication characteristic is opposite to the Stop Light Switch indication.

This DTC indicates that the stop light switch remains on. When the stop light switch remains ON during "stop and go" driving, the ECM interprets this as a fault in the stop light switch and the MIL comes on and the ECM stores the DTC. The vehicle must stop (less than 1.86 mph (3 km/h)) and go (18.65 mph (30 km/h) or more) 5 times in two driving cycles in order to detect a malfunction.

The idle speed is controlled by the Electronic Throttle Control System (ETCS). The ETCS is comprised of: 1) one valve type throttle body; 2) the throttle actuator, which operates the throttle valve; 3) the throttle position sensor, which detects the opening angle of the throttle valve; 4) the accelerator pedal position sensor, which detects the accelerator pedal position; 5) the ECM, which controls the ETCS. Based on the target idle speed, the ECM controls the throttle actuator to provide the proper throttle valve opening angle.

The ECM monitors the idle speed and idle air flow volume to conduct idle speed control. The ECM determines that the idle speed control system is malfunctioning if the following conditions are met

Scheme 314

1. The learned idle air flow volume remains at the maximum or minimum volume for 5 seconds or more during a driving cycle.
2. After driving at a vehicle speed of 6.25 mph (10 km/h) or more, the actual engine idle speed varies from the target idle speed by more than -100 RPM or 150 RPM or more when the A/C and NSW are off, or more than -100 RPM or 200 RPM or more when the A/C or NSW are on, 5 times or more during a driving cycle, the ECM illuminates the MIL and sets the DTC.

The Electronic Throttle Control System (ETCS) controls the engine idling speed. The ETCS operates the throttle actuator to open and close the throttle valve, and adjusts the intake air amount to achieve the target idling speed.

In addition, the ECM retards the ignition timing and the ETCS increases the intake air amount to quickly increase the catalyst temperature at cold start to reduce emissions.

Scheme 315

The ECM monitors the intake air amount during idling and the ignition timing.

When the Engine Coolant Temperature (ECT) is between -10 °C and 50 °C (14 °F and 122 °F), the ECM calculates the idling intake air amount for 10 seconds, beginning 3 seconds after the engine starts.

When the accumulated value is below the threshold, the ECM interprets this as a malfunction in the Idle Speed Control (ISC) system at cold start.

The ECM also monitors the ignition timing at cold start, and judges it to be incorrect when it is advanced to the same value for a warm engine for 5 seconds or more of the 10 second monitoring period.

Example

P050A is detected when all conditions below are met (2 trip detection logic).

1. The ECT is between -10 °C and 50 °C (14 °F and 122 °F) when the engine starts.
2. The engine idles for 13 seconds after engine start.
3. The accumulated intake air amount is below the threshold.

The ECM sets the DTC and illuminates the MIL 13 seconds after the engine is next started.

Note. When the negative battery terminal is disconnected during inspection or repairs, the ISC learning values are cleared. The ISC learning must be performed by warming up the engine and idling for 5 minutes with the ECT at 75 °C (167 °F) or more because DTCs cannot be detected with the ISC learning values cleared.

This monitor will run when the engine is started at -10 to 50 °C (14 to 122 °F) of the engine coolant temperature. The DTC will set after the engine idling for 13 seconds (2 trip detection logic).

The DTC is designed to monitor the idle air control at cold start. When the engine is started at lower than 50 °C (122 °F) of the engine coolant temperature, the ECM measures the accumulated mass air flow at the engine idling. If it does not reach the criteria within 10 seconds, the ECM interprets this as a malfunction. The MIL is illuminated and a DTC is set when the malfunction is detected in consecutive driving cycles (2 trip detection logic).

The ETCS (Electrical Throttle Control System) controls the idle speed. The ETCS operates the throttle actuator to open and close the throttle valve, and adjusts the intake air amount to achieve the target idle speed.

Note. When the negative battery terminal is disconnected during inspection or repairs, the ISC (Idle Speed Control) learned values are cleared. ISC learning is performed when the engine has been warmed up and idled for 5 minutes because this DTC cannot be set after the ISC learned values cleared.

Scheme 316

The battery supplies electricity to the ECM even when the engine switch is off. This power allows the ECM to store data such as DTC history, freeze frame data and fuel trim values. If the battery voltage falls below a minimum level, these memories are cleared and the ECM determines that there is a malfunction in the power supply circuit. When the engine is next started, the ECM illuminates the MIL and sets the DTC.

HINT

If DTC P0560 is set, the ECM does not store other DTCs.

The ECM continuously monitors its internal memory status. This self-check ensures that the ECM is functioning properly. It is diagnosed by internal "mirroring" of the main CPU and sub CPU to detect the Random Access Memory (RAM) errors. If outputs from these CPUs are different and deviate from the standards, the ECM will illuminate the MIL and set a DTC immediately.

The ECM continuously monitors its main and sub CPUs. This self-check ensures that the ECM is functioning properly. If outputs from the CPUs are different and deviate from the standards, the ECM will illuminate the MIL and set the DTC immediately.

The ECM continuously monitors its internal processors (CPUs) and Heated Oxygen (HO2) sensor transistors. This self-check ensures that the ECM is functioning properly.

The main CPU and sub CPU of the ECM perform data communication between each other. The main CPU monitors the communications and WDC pulses from the sub CPU. When the signal malfunctions below are detected, the DTC is output.

The ECM monitors the input signals of the Accelerator Pedal Position (APP) sensor No. 1. When the input signals and control signals are deviated, the DTC is output.

The ECM monitors the input signals of the No. 1 Throttle Position (TP) sensor and stop light switch. As the ECM monitors the input signals of the No. 1 TP sensor and the STP signals of the stop light switch, if the input signals and control signals are deviated, the DTC is output.

While the engine is being cranked, the positive battery voltage is applied to terminal STA of the ECM.

If the ECM detects the Starter Control (STA) signal while the vehicle is being driven, it determines that there is a malfunction in the STA circuit. The ECM then illuminates the MIL and sets the DTC.

This monitor runs when the vehicle is driven at 12.4 mph (20 km/h) for over 20 seconds.

The ECM monitors its internal operation and it stores this DTC when it detects an internal malfunction.

The ECM monitors its internal operation. If the internal operation is malfunctioning, the ECM illuminates the MIL and stores a DTC.

DTC P0630 is set when the Vehicle Identification Number (VIN) is not stored in the Engine Control Module (ECM) or the input VIN is not accurate. Input the VIN with the Techstream.

The ECM monitors the output voltage to the throttle actuator. This self-check ensures that the ECM is functioning properly. The output voltage usually is 0 V when the engine switch is turned off. If the output voltage is higher than 7 volts when the engine switch is turned off, the ECM will illuminate the MIL and set a DTC when the engine switch is turned on.

The park/neutral position switch detects the shift lever position and sends signals to the ECM.

These DTCs indicate a problem with the park/neutral position switch and the wire harness in the park/neutral position switch circuit.

The park/neutral position switch detects the shift lever position and sends a signal to the ECM.

For security, the park/neutral position switch detects the shift lever position so that the engine can be started only when the shift lever is in the P or N position.

The park/neutral position switch sends a signal to the ECM according to the shift position (P, R, N or D). The ECM determines that there is a problem with the switch or related parts if it receives more than 1 position signal simultaneously. The ECM will turn on the MIL and store the DTC.

P1603

After starting the engine, this DTC is stored when the engine stops without the engine switch being operated.

Using the Techstream, the conditions present when the DTC was stored can be confirmed by referring to the freeze frame data. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.

It is necessary to check if the vehicle has ran out of fuel before performing troubleshooting, as this DTC is also stored when the engine stalls due to running out of fuel.

P1605

This DTC is stored if the engine speed drops below the set speed.

Using the Techstream, the conditions present when the DTC was stored can be confirmed by referring to the freeze frame data. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.

It is necessary to check if the vehicle ran out of fuel before performing troubleshooting, as this DTC is also stored when idling is unstable due to running out of fuel.

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1. Reference waveforms showing a normal cold engine start
2. Reference waveforms showing a normal warm engine start
3. Reference waveforms showing an engine stop after normal idling
4. Reference values when there is an air leak in the intake system during rough idling FREEZE FRAME DATA P1605 ROUGH IDLING Engine Current P1605: Rough Idling Time Freeze Frame Data Item Data1 Data2 Data3 Data4 Data5 Unit Engine Speed 647 649 586 378 182 RPM Calculate Load 26.2 26.2 29.1 42.6 58.6 % Vehicle Load 11.7 11.7 12.1 48.7 61.2 % MAF 2.87 2.87 2.87 6.23 3.04 gm/sec Atmosphere Pressure -0 -0 -0 -0 -0 psi (gauge) Coolant Temp 187 187 187 187 187 F Intake Air 109 109 109 109 109 F Battery Voltage 13.515 13.515 13.264 12.892 12.792 V Throttle Sensor Volt % 14.5 14.5 14.5 16.8 17.2 % Throttle Sensor #2 Volt % 46.2 46.2 46.2 48.4 49.2 % Throttle Sensor Position 0.0 0.0 0.0 0.0 0.0 % Throttle Motor DUTY 14.5 14.5 14.5 17.2 17.2 % Injector (Port) 2159 2161 2148 2190 2190 μs Injection Volume (Cylinder 1) 0.093 0.093 0.093 0.095 0.095 ml Fuel Pump/Speed Status ON ON ON ON ON EVAP (Purge) VSV 13.3 13.3 13.3 13.3 13.3 % EVAP Purge Flow 2.9 2.9 2.9 3.2 3.2 % Purge Density Learn Value 0.891 0.891 0.891 0.891 0.891 EVAP System Vent Valve OFF OFF OFF OFF OFF EVAP purge VSV OFF OFF OFF OFF OFF Purge Cut VSV Duty 8.5 8.5 8.5 8.5 8.5 % Target Air-Fuel Ratio 0.998 0.998 0.998 0.998 0.998 AF Lambda B1S1 0.999 0.997 1.001 1.038 1.118 AF Lambda B2S1 0.997 0.994 0.999 1.036 1.112 AFS Voltage B1S1 3.258 3.242 3.284 3.521 3.715 V AFS Voltage B2S1 3.251 3.306 3.324 3.497 3.689 V O2S B1S2 0.740 0.740 0.740 0.740 0.740 V O2S B2S2 0.760 0.760 0.760 0.760 0.760 V Short FT #1 -1.563 -1.563 -1.563 -1.563 -1.563 % Long FT #1 6.250 6.250 6.250 6.250 6.250 % Total FT #1 0.054 0.054 0.054 0.054 0.054 Sort FT #2 -0.782 -0.782 -0.782 -0.782 -0.782 % Long FT #2 7.031 7.031 7.031 7.031 7.031 % Total FT #2 0.062 0.062 0.062 0.062 0.062 Fuel System Status #1 CL CL CL CL CL Fuel System Status #2 CL CL CL CL CL IGN Advance 22.0 22.0 22.5 23.5 23.5 deg Knock Feedback Value -1.5 -1.5 -1.5 -1.5 -1.5 CA Knock Correct Learn Value 17.0 17.0 17.0 17.0 17.0 CA Starter Signal Close Close Close Close Close Ambient Temperature 70 70 70 70 70 F

See also:
• REMOVAL
• REMOVAL - Step 73
• REMOVAL - Step 4
• INSPECTION
• REMOVAL