Engine Control System (Diagnostics - Introduction): Diagnosis Lexus ES XV40 facelift

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO DLC3* HINT: If the display indicates a communication fault in the Techstream, inspect the DLC3. NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SET CHECK MODE DIAGNOSIS* NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: If the engine does not start, perform steps 10 and 12 first. Result Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS NEXT: Go to next step
10. CHECK FOR DTCS* Result Result Proceed to Trouble code A No code B B --> GO TO STEP 12 A: Go to next step
11. REFER TO DTC CHART NEXT --> GO TO STEP 14
12. CONDUCT BASIC INSPECTION Result Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
13. REFER TO PROBLEM SYMPTOMS TABLE Result Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS NEXT --> GO TO STEP 18
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

BASIC INSPECTION

When the malfunction is not confirmed by the DTC check, troubleshooting should be carried out in all circuits considered to be possible causes of the problem. In many cases, by carrying out the basic engine check shown in the following flowchart, the location of the problem can be found quickly and efficiently. Therefore, using this check is essential when troubleshooting the engine.

1. CHECK BATTERY VOLTAGE NOTE: Carry out this check with the engine stopped and the engine switch off. Result Result Proceed to 11 V or more OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO «PROBLEM SYMPTOMS TABLE»(ref-396630-S03331147362011050900000) OK: Go to next step
3. CHECK WHETHER ENGINE STARTS NG --> GO TO STEP 6 OK: Go to next step
4. CHECK AIR FILTER Visually check that the air filter is not excessively contaminated with dirt or oil. NG --> REPLACE AIR FILTER OK: Go to next step
5. CHECK IDLING SPEED NG --> TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARKS NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO «PROBLEM SYMPTOMS TABLE»(ref-396630-S03331147362011050900000)

PROBLEM SYMPTOMS TABLE

HINT

When a malfunction is not confirmed by a DTC (Diagnostic Trouble Code) check and the cause of problem cannot be identified through a basic inspection, troubleshoot according to the priority order indicated in the table below.

SFI SYSTEM

Scheme 1

Scheme 2

Scheme 3

Scheme 4

Scheme 5

Scheme 6

Scheme 7

Scheme 8

Scheme 9

Scheme 10

Scheme 11

Scheme 12

Scheme 13

Scheme 14

Scheme 15

1. SFI SYSTEM HINT: The standard normal voltage between each pair of the ECM terminals is shown in the table below. The appropriate conditions for checking each pair of the terminals are also indicated. The check results should be compared with the standard normal voltage for that pair of terminals, listed in the "Specified Condition" column. The illustration above can be used as a reference to identify the ECM terminal locations. Symbols (Terminal No.) Wiring Colors Terminal Descriptions Conditions Specified Condition +B (A10-2) - E1 (B12-81) R - W-B Power source of ECM Engine switch on (IG) 9 to 14 V +B2 (A10-1) - E1 (B12-81) R - W-B Power source of ECM Engine switch on (IG) 9 to 14 V BATT (A10-20) - E1 (B12-81) Y - W-B Battery (for measuring the battery voltage and for the ECM memory) Always 9 to 14 V VPMP (A10-42) - E1 (B12-81) W - W-B Vent valve operation signal (built into canister pump module) Engine switch on (IG) 9 to 14 V MPMP (A10-34) - E1 (B12-81) G - W-B Leak detection pump operation signal (built into canister pump module) Leak detection pump OFF 0 to 3 V MPMP (A10-34) - E1 (B12-81) G - W-B Leak detection pump operation signal (built into canister pump module) Leak detection pump ON 9 to 14 V +BM (A10-3) - E1 (B12-81) LG - W-B Power source of ETCS throttle motor Always 9 to 14 V MREL (A10-44) - E1 (B12-81) BE - W-B EFI relay operation signal Engine switch on (IG) 9 to 14 V IGSW (A10-28) - E1 (B12-81) Y - W-B Engine switch signal Engine switch on (IG) 9 to 14 V VCTA (B12-96) - ETA (B12-97) B - P Power source for throttle position sensor (specific voltage) Engine switch on (IG) 4.5 to 5.0 V VCV1 (B12-115) - E1 (B12-81) Y - W-B Power source for VVT sensor (specific voltage) Engine switch on (IG) 4.5 to 5.0 V VCE1 (B12-114) - E1 (B12-81) R - W-B Power source for VVT sensor (specific voltage) Engine switch on (IG) 4.5 to 5.0 V VCE2 (B12-112) - E1 (B12-81) LG - W-B Power source for VVT sensor (specific voltage) Engine switch on (IG) 4.5 to 5.0 V VCV2 (B12-113) - E1 (B12-81) R - W-B Power source for VVT sensor (specific voltage) Engine switch on (IG) 4.5 to 5.0 V FC (A10-7) - E1 (B12-81) Y - W-B C/OPEN relay operation signal (fuel pump control) Engine switch on (IG), Engine stopped 9 to 14 V FC (A10-7) - E1 (B12-81) Y - W-B C/OPEN relay operation signal (fuel pump control) Engine switch on (IG), Engine idling 0 to 1.5 V STP (A10-36) - E1 (B12-81) W - W-B Stop light switch signal W-Brake pedal depressed 7.5 to 14 V STP (A10-36) - E1 (B12-81) W - W-B Stop light switch signal W-Brake pedal released Below 1.5 V ST1- (A10-35) - E1 (B12-81) GR - W-B Stop light switch signal (opposite to STP terminal) Engine switch on (IG), W-Brake pedal depressed Below 1.5 V ST1- (A10-35) - E1 (B12-81) GR - W-B Stop light switch signal (opposite to STP terminal) Engine switch on (IG), W-Brake pedal released 7.5 to 14 V STAR (B12-63) - E1 (B12-81) R - W-B Starter relay control Engine switch on (IG) Below 1.5 V Cranking 6.0 V or more ACCR (A10-13) - E1 (B12-81) B - W-B ACC relay control signal Cranking Below 1.5 V VPA (A10-55) - E1 (B12-81) G - W-B Accelerator pedal position sensor signal (for engine control) Engine switch on (IG), Accelerator pedal fully released 0.5 to 1.1 V VPA (A10-55) - E1 (B12-81) G - W-B Accelerator pedal position sensor signal (for engine control) Engine switch on (IG), Accelerator pedal fully depressed 2.6 to 4.5 V VPA2 (A10-56) - EPA2 (A10-60) R - BE Accelerator pedal position sensor signal (for sensor malfunction detection) Engine switch on (IG), Accelerator pedal fully released 1.2 to 2.0 V VPA2 (A10-56) - EPA2 (A10-60) R - BE Accelerator pedal position sensor signal (for sensor malfunction detection) Engine switch on (IG), Accelerator pedal fully depressed 3.4 to 5.0 V PPMP (B12-77) - E1 (B12-81) L - W-B Pressure sensor signal (built into canister pump module) Engine switch on (IG) 3 to 3.6 V VCPP (B12-75) - EPPM (B12-76) R - G Power source for canister pressure sensor (specific voltage) Engine switch on (IG) 4.5 to 5.5 V TC (A10-27) - E1 (B12-81) P - W-B Terminal TC of DLC3 Engine switch on (IG) 9 to 14 V VCPA (A10-57) - EPA (A10-59) B - Y Power source of accelerator pedal position sensor (for VPA) Engine switch on (IG) 4.5 to 5.0 V VCP2 (A10-58) - EPA2 (A10-60) L - BE Power source of accelerator pedal position sensor (for VPA2) Engine switch on (IG) 4.5 to 5.0 V TACH (A10-15) - E1 (B12-81) B - W-B Engine speed signal (for combination meter) Idling Pulse generation (see waveform 12 in (Scheme 13) ) SPD (A10-8) - E1 (B12-81) V - W-B Vehicle speed signal from combination meter Engine switch on (IG), driving wheel rotated slowly Pulse generation (see waveform 9 in (Scheme 10) ) W (A10-24) - E1 (B12-81) BR - W-B Malfunction Indicator Lamp (MIL) operation signal Engine switch on (IG) Below 3.0 V W (A10-24) - E1 (B12-81) BR - W-B Malfunction Indicator Lamp (MIL) operation signal Idling 9 to 14 V CANH (A10-41) - E1 (B12-81) B - W-B CAN communication line Engine stopped and engine switch on (IG) Pulse generation (see waveform 13 in (Scheme 14) ) CANL (A10-49) - E1 (B12-81) W - W-B CAN communication line Engine stopped and engine switch on (IG) Pulse generation (see waveform 14 in (Scheme 15) ) CAN+ (B12-2) - E1 (B12-81) B - W-B CAN communication line Engine stopped and engine switch on (IG) Pulse generation (see waveform 13 in (Scheme 14) ) CAN- (B12-1) - E1 (B12-81) Y - W-B CAN communication line Engine stopped and engine switch on (IG) Pulse generation (see waveform 14 in (Scheme 15) ) E1 (B12-81) - Body ground W-B - - Earth (ground) circuit of ECM Always Below 1 V #10 (B12-45) - E01 (B12-22) #20 (B12-85) - E01 (B12-22) #30 (B12-44) - E01 (B12-22) #40 (B12-84) - E01 (B12-22) #50 (B12-43) - E01 (B12-22) #60 (B12-83) - E01 (B12-22) B - W-B R - W-B Y - W-B L - W-B W-L - W-B BR - W-B Fuel injector operation signal Engine switch on (IG) 9 to 14 V #10 (B12-45) - E01 (B12-22) #20 (B12-85) - E01 (B12-22) #30 (B12-44) - E01 (B12-22) #40 (B12-84) - E01 (B12-22) #50 (B12-43) - E01 (B12-22) #60 (B12-83) - E01 (B12-22) B - W-B R - W-B Y - W-B L - W-B W-L - W-B BR - W-B Fuel injector operation signal Idling Pulse generation (see waveform 3 in (Scheme 4) ) PSW (B12-70) - E1 (B12-81) B - W-B P/S pressure switch signal Engine switch on (IG) 9 to 14 V STA (A10-48) - E1 (B12-81) V - W-B Starter relay operation signal Cranking 9 to 14 V STSW (A10-14) - E1 (B12-81) R - W-B Starter relay operation signal Cranking 9 to 14 V OC2- (B12-51) - OC2+ (B12-52) R - BR Camshaft timing Oil Control Valve (OCV) operation signal (Intake side) Idling Pulse generation (see waveform 1 in (Scheme 2) ) OC2+ (B12-52) - OC2- (B12-51) BR - R Camshaft timing Oil Control Valve (OCV) operation signal (Intake side) Idling Pulse generation (see waveform 1 in (Scheme 2) ) OC1- (B12-57) - OC1+ (B12-58) B - W Camshaft timing Oil Control Valve (OCV) operation signal (Intake side) Idling Pulse generation (see waveform 1 in (Scheme 2) ) OC1+ (B12-58) - OC1- (B12-57) W - B Camshaft timing Oil Control Valve (OCV) operation signal (Intake side) Idling Pulse generation (see waveform 1 in (Scheme 2) ) VV2+ (B12-67) - VV2- (B12-90) W - B Variable Valve Timing (VVT) sensor signal (Intake side) Idling Pulse generation (see waveform 5 in (Scheme 6) ) VV1+ (B12-69) - VV1- (B12-92) L - LG Variable Valve Timing (VVT) sensor signal (Intake side) Idling Pulse generation (see waveform 5 in (Scheme 6) ) NE- (B12-111) - NE+ (B12-110) R - G Crankshaft position sensor signal Idling Pulse generation (see waveform 5 in (Scheme 6) ) NE+ (B12-110) - NE- (B12-111) G - R Crankshaft position sensor signal Idling Pulse generation (see waveform 5 in (Scheme 6) ) EV2- (B12-89) - EV2+ (B12-66) L - G-R Variable Valve Timing (VVT) sensor signal (Exhaust side) Idling Pulse generation (see waveform 6 in (Scheme 7) ) EV2+ (B12-66) - EV2- (B12-89) G-R - L Variable Valve Timing (VVT) sensor signal (Exhaust side) Idling Pulse generation (see waveform 6 in (Scheme 7) ) EV1- (B12-91) - EV1+ (B12-68) B - Y Variable Valve Timing (VVT) sensor signal (Exhaust side) Idling Pulse generation (see waveform 6 in (Scheme 7) ) EV1+ (B12-68) - EV1- (B12-91) Y - B Variable Valve Timing (VVT) sensor signal (Exhaust side) Idling Pulse generation (see waveform 6 in (Scheme 7) ) OE1+ (B12-16) - OE1- (B12-17) L - LG Camshaft timing Oil Control Valve (OCV) operation signal (Exhaust side) Idling Pulse generation (see waveform 1 in (Scheme 2) ) OE2+ (B12-14) - OE2- (B12-15) W-L - Y Camshaft timing Oil Control Valve (OCV) operation signal (Exhaust side) Idling Pulse generation (see waveform 1 in (Scheme 2) ) VV2- (B12-90) - VV2+ (B12-67) B - W Variable Valve Timing (VVT) sensor signal (Intake side) Idling Pulse generation (see waveform 5 in (Scheme 6) ) VV1- (B12-92) - VV1+ (B12-69) LG - L Variable Valve Timing (VVT) sensor signal (Intake side) Idling Pulse generation (see waveform 5 in (Scheme 6) ) OE1- (B12-17) - OE1+ (B12-16) LG - L Camshaft timing Oil Control Valve (OCV) operation signal (Exhaust side) Idling Pulse generation (see waveform 1 in (Scheme 2) ) OE2- (B12-15) - OE2+ (B12-14) Y - W-L Camshaft timing Oil Control Valve (OCV) operation signal (Exhaust side) Idling Pulse generation (see waveform 1 in (Scheme 2) ) HT1B (B12-48) - E1 (B12-81) HT2B (B12-47) - E1 (B12-81) LG - W-B Y - W-B Heated oxygen sensor heater operation signal Idling Below 3.0 V HT1B (B12-48) - E1 (B12-81) HT2B (B12-47) - E1 (B12-81) LG - W-B Y - W-B Heated oxygen sensor heater operation signal Engine switch on (IG) 9 to 14 V M- (B12-18) - ME01 (B12-20) R - B Throttle drive motor operation signal (negative terminal) Idling with warm engine Pulse generation (see waveform 11 in (Scheme 12) ) M+ (B12-19) - ME01 (B12-20) G - B Throttle drive motor operation signal (positive terminal) Idling with warm engine Pulse generation (see waveform 10 in (Scheme 11) ) E02 (B12-21) - Body ground B-W - - Earth (ground) circuit of ECM Always Below 1 V E01 (B12-22) - Body ground W-B - - Earth (ground) circuit of ECM Always Below 1 V IGT1 (B12-40) - E1 (B12-81) IGT2 (B12-39) - E1 (B12-81) IGT3 (B12-38) - E1 (B12-81) IGT4 (B12-37) - E1 (B12-81) IGT5 (B12-36) - E1 (B12-81) IGT6 (B12-35) - E1 (B12-81) W - W-B G-R - W-B G - W-B LG - W-B P - W-B L-B - W-B Engine coil with igniter (ignition signal) Idling Pulse generation (see waveform 7 in (Scheme 8) ) GE01 (B12-41) - E1 (B12-81) G-R - W-B Shielded earth (ground) circuit of throttle drive motor Always Below 1 V OX1B (B12-88) - EX1B (B12-65) OX2B (B12-87) - EX2B (B12-64) W - BR B - W-B Heated oxygen sensor signal With engine speed at 2500 rpm for 2 minutes after warmed up Pulse generation (see waveform 2 in (Scheme 3) ) VTA2 (B12-99) - ETA (B12-97) W-L - P Throttle position sensor signal (for sensor malfunction detection) Engine switch on (IG), Accelerator pedal fully released 2.1 to 3.1 V VTA2 (B12-99) - ETA (B12-97) W-L - P Throttle position sensor signal (for sensor malfunction detection) Engine switch on (IG), Accelerator pedal fully depressed 4.6 to 5.0 V VTA1 (B12-98) - ETA (B12-97) Y - P Throttle position sensor signal (for engine control) Engine switch on (IG), Accelerator Pedal fully released 0.5 to 1.1 V VTA1 (B12-98) - ETA (B12-97) Y - P Throttle position sensor signal (for engine control) Engine switch on (IG), Accelerator Pedal fully depressed 3.2 to 4.8 V THW (B12-79) - ETHW (B12-78) B - P Engine coolant temperature sensor signal Idling, Engine coolant temperature 80°C (176°F) 0.2 to 1.0 V THA (B12-71) - ETHA (B12-74) P - G-R Intake air temperature sensor signal Idling, Intake air temperature 20°C (68°F) 0.5 to 3.4 V IGF1 (B12-106) - E1 (B12-81) BR - W-B Engine coil with igniter (ignition confirmation signal) Engine switch on (IG) 4.5 to 5.0 V IGF1 (B12-106) - E1 (B12-81) BR - W-B Engine coil with igniter (ignition confirmation signal) Idling Pulse generation (see waveform 7 in (Scheme 8) ) AICV (A10-4) - E1 (B12-81) V - W-B VSV for Air intake control system operation signal Engine switch on (IG) 9 to 14 V E2G (B12-73) - E1 (B12-81) LG - W-B Earth (ground) circuit of sensor for mass air flow meter Always Below 1 V VG (B12-72) - E2G (B12-73) L-B - LG Mass Air Flow (MAF) meter signal Idling, Shift lever position P or N, A/C switch OFF 0.5 to 3.0 V ACIS (B12-107) - E1 (B12-81) B-W - W-B VSV for ACIS (Acoustic Control Induction System) operation signal Engine switch on (IG) 9 to 14 V PRG (B12-108) - E1 (B12-81) G-R - W-B Purge VSV for EVAP system operation signal Engine switch on (IG) 9 to 14 V PRG (B12-108) - E1 (B12-81) G-R - W-B Purge VSV for EVAP system operation signal Idling Pulse generation (see waveform 8 in (Scheme 9) ) HA2A (B12-109) - E05 (B12-46) B-W - W A/F sensor heater operation signal Idling Below 3.0 V HA2A (B12-109) - E05 (B12-46) B-W - W A/F sensor heater operation signal Engine switch on (IG) 9 to 14 V HA1A (B12-86) - E04 (B12-23) G - W A/F sensor heater operation signal Idling Below 3.0 V HA1A (B12-86) - E04 (B12-23) G - W A/F sensor heater operation signal Engine switch on (IG) 9 to 14 V ME01 (B12-20) - E1 (B12-81) B - W-B Earth (ground) circuit of ECM Always Below 1 V E03 (B12-104) - E1 (B12-81) B - W-B Earth (ground) circuit of ECM Always Below 1 V E05 (B12-46) - E1 (B12-81) W - W-B Earth (ground) circuit of ECM Always Below 1 V E04 (B12-23) - E1 (B12-81) W - W-B Earth (ground) circuit of ECM Always Below 1 V NSW (B12-62) - E1 (B12-81) L-B - W-B Park/Neutral position switch signal Engine switch on (IG), Shift lever position P or N Below 3.0 V NSW (B12-62) - E1 (B12-81) L-B - W-B Park/Neutral position switch signal Engine switch on (IG), Shift lever position other than P or N 9 to 14 V EKN2 (B12-117) - KNK2 (B12-118) W - B Earth (ground) circuit of knock sensor With engine speed at 4000 rpm after warmed up Pulse generation (see waveform 4 in (Scheme 5) ) KNK2 (B12-118) - EKN2 (B12-117) B - W Knock sensor signal With engine speed at 4000 rpm after warmed up Pulse generation (see waveform 4 in (Scheme 5) ) A1A+ (B12-93) - A1A- (B12-116) L - P A/F sensor signal Idling 3.3 V *1 A2A+ (B12-120) - A2A- (B12-119) BR - Y A/F sensor signal Idling 3.3 V *1 EKNK (B12-94) - KNK1 (B12-95) G - R Earth (ground) circuit of knock sensor With engine speed at 4000 rpm after warmed up Pulse generation (see waveform 4 in (Scheme 5) ) KNK1 (B12-95) - EKNK (B12-94) R - G Knock sensor signal With engine speed at 4000 rpm after warmed up Pulse generation (see waveform 4 in (Scheme 5) ) P (B12-24) - E1 (B12-81) B-W - W-B P shift position switch signal Engine switch on (IG) and shift lever P position 9 to 14 V P (B12-24) - E1 (B12-81) B-W - W-B P shift position switch signal Engine switch on (IG) and shift lever except P position Below 1 V R (B12-25) - E1 (B12-81) P - W-B R shift position switch signal Engine switch on (IG) and shift lever R position 9 to 14 V R (B12-25) - E1 (B12-81) P - W-B R shift position switch signal Engine switch on (IG) and shift lever except R position Below 1 V N (B12-27) - E1 (B12-81) L-B - W-B N shift position switch signal Engine switch on (IG) and shift lever N position 9 to 14 V N (B12-27) - E1 (B12-81) L-B - W-B N shift position switch signal Engine switch on (IG) and shift lever except N position Below 1 V D (B12-26) - E1 (B12-81) G - W-B D shift position switch signal Engine switch on (IG) and shift lever D position 9 to 14 V D (B12-26) - E1 (B12-81) G - W-B D shift position switch signal Engine switch on (IG) and shift lever except D position Below 1 V S (A10-25) - E1 (B12-81) Y - W-B S shift position switch signal Engine switch on (IG) and shift lever S position 9 to 14 V S (A10-25) - E1 (B12-81) Y - W-B S shift position switch signal Engine switch on (IG) and shift lever except S position Below 1 V SFTD (A10-51) - E1 (B12-81) L - W-B Down shift switch signal Engine switch on (IG) and shift lever "-" position 9 to 14 V SFTD (A10-51) - E1 (B12-81) L - W-B Down shift switch signal Engine switch on (IG) and shift lever except "-" position (Down shift) Below 1 V SFTU (A10-16) - E1 (B12-81) R - W-B Up shift switch signal Engine switch on (IG) and shift lever "+" position 9 to 14 V SFTU (A10-16) - E1 (B12-81) R - W-B Up shift switch signal Engine switch on (IG) and shift lever except "+" position (Up shift) Below 1 V * 1: The ECM terminal voltage is constant regardless of the output voltage from the sensor. WAVEFORM 1 Camshaft timing Oil Control Valve (OCV) operation signal ECM Terminal Names Between OC1+ and OC1-, OC2+ and OC2-, OE1+ and OE1-, or OE2+ and OE2- Tester Ranges 5 V/DIV., 1 ms./DIV. Conditions Idling WAVEFORM 2 Heated oxygen sensor signal ECM Terminal Names Between OX1B and EX1B, or OX2B and EX2B Tester Ranges 0.2 V/DIV., 200 ms./DIV. Conditions With engine speed at 2500 rpm for 2 minutes after warmed up HINT: In the Data List, item O2S B1S2 and O2S B2S2 shows the ECM input values from the heated oxygen sensor. WAVEFORM 3 Fuel injector operation signal ECM Terminal Names Between #10 (to 60) and E01 Tester Ranges 30 V/DIV., 20 ms./DIV. Conditions Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 4 Knock sensor signal ECM Terminal Names Between KNK1 and EKNK, or KNK2 and EKN2 Tester Ranges 0.01 to 10 V/DIV., 0.01 to 10 ms./DIV. Conditions With engine speed at 4000 rpm after engine is warmed up HINT: The wavelength becomes shorter as the engine rpm increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle. WAVEFORM 5 Variable Valve Timing (VVT) sensor signal Crankshaft position sensor signal ECM Terminal Names (1) Between VV1+ and VV1-, VV2+ and VV2- (2) Between NE+ and NE- Tester Ranges 5 V/DIV, 20 ms./DIV Conditions Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 6 Variable Valve Timing (VVT) sensor signal for exhaust camshaft ECM Terminal Names (1) Between EV1+ and EV1-, or EV2+ and EV2- (2) Between NE+ and NE- Tester Ranges 5 V/DIV, 20 ms./DIV. Conditions Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 7 Igniter IGT signal (from ECM to igniter) (1) Igniter IGF signal (from igniter to ECM) (2) ECM Terminal Names (1) Between IGT (1 to 6) and E1 (2) Between IGF1 and E1 Tester Ranges 2 V/DIV., 20 ms./DIV. Conditions Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 8 Purge VSV for EVAP system operation signal ECM Terminal Names Between PRG and E1 Tester Ranges 10 V/DIV., 50 ms./DIV. Conditions Idling HINT: If the waveform is not similar to that shown in the illustration, check the waveform again after idling for 10 minutes or more. WAVEFORM 9 Vehicle speed signal ECM Terminal Names Between SPD and E1 Tester Ranges 2 V/DIV., 20 ms./DIV. Conditions Engine switch on (IG), driving wheel rotated slowly HINT: The wavelength becomes shorter as the vehicle speed increases. Depending on the vehicle, the output waveform voltage may rise to 12 V if influenced by optionally installed systems. WAVEFORM 10 Throttle drive motor operation signal (positive terminal) ECM Terminal Names Between M+ and ME01 Tester Ranges 5 V/DIV., 1 ms./DIV. Conditions Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. WAVEFORM 11 Throttle drive motor operation signal (negative terminal) ECM Terminal Names Between M- and ME01 Tester Ranges 5 V/DIV., 1 ms./DIV. Conditions Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. WAVEFORM 12 Engine speed signal ECM Terminal Names Between TACH and E1 Tester Ranges 5 V/DIV., 10 ms./DIV. Conditions Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 13 CAN communication signal ECM Terminal Names Between CANH and E1 Tester Ranges 1 V/DIV., 10 μsec./DIV. Conditions Engine stopped and engine switch on (IG) HINT: The waveform varies depending on the CAN communication signal. WAVEFORM 14 CAN communication signal ECM Terminal Names Between CANL and E1 Tester Ranges 1 V/DIV., 10 μsec./DIV. Conditions Engine stopped and engine switch on (IG) HINT: The waveform varies depending on the CAN communication signal.

Scheme 16

Scheme 17

1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, the Techstream (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle's ECM (Engine Control Module) can be then read. OBD ll regulations require that the vehicle's on-board computer illuminates the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control systems and components. The power train control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs (Diagnostic Trouble Codes) prescribed by SAE J2012 are recorded on 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check for DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of the engine data. The DTCs and freeze frame data can be erased with the Techstream. In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, CAN communication is introduced in this system (CAN: Controller Area Network). It minimizes a gap between technician skills and vehicle technology. CAN is a network, which uses a pair of data transmission lines, spanning multiple computers and sensors. It allows a high speed communication between the systems and simplification of the wire harness connection.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (Techstream only).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the next subsequent drive cycle, the MIL is illuminated (2nd trip).
4. FREEZE FRAME DATA The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
5. DLC3 (Data link Connector 3) The vehicle's ECM uses ISO 15765-4 for communication protocol. The terminal arrangement of the DLC3 complies with SAE J1962 and matches the ISO 15765-4 format. Symbols (Terminal No.) Terminal Description Condition Specified Condition SIL (7) - SG (5) Bus "+" line During transmission Pulse generation CG (4) - Body ground Chassis ground Always Below 1 ohms SG (5) - Body ground Signal ground Always Below 1 ohms BAT (16) - Body ground Battery positive Always 11 to 14 V CANH (6) - CANL (14) CAN bus line Engine switch off 54 to 69 ohms CANH (6) - CG (4) HIGH-level CAN bus line Engine switch off 200 ohms or higher CANL (14) - CG (4) LOW-level CAN bus line Engine switch off 200 ohms or higher CANH (6) - BAT (16) HIGH-level CAN bus line Engine switch off 6 kohms or higher CANL (14) - BAT (16) LOW-level CAN bus line Engine switch off 6 kohms or higher HINT: The DLC3 is the interface prepared for reading various data from the vehicle's ECM. After connecting the cable of the Techstream, turn the engine switch on (IG) and turn the Techstream on. If a communication failure message is displayed on the Techstream screen, a problem exists in either the vehicle or Techstream. In order to identify the location of the problem, connect the Techstream to another vehicle. If communication is normal: Inspect the DLC3 on the original vehicle. If communication is still not possible: The problem is probably in the Techstream itself. Consult the Service Department listed in the instruction manual.
6. BATTERY VOLTAGE Standard Voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery before proceeding to the next step.
7. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the engine switch is first turned on (the engine is not running). The MIL should turn off when the engine is started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL is not illuminated when the engine switch is first turned on, check the MIL circuit. Refer to «MIL Circuit»(ref-396633-S39502831992011050900000).
8. ALL READINESS HINT: With All Readiness you can check whether or not the DTC judgment has been completed by using the Techstream. You should check All Readiness after duplicating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream ON. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-396630-S12048003312011050900000). Turn the engine switch off and wait for 30 seconds. Turn the engine switch on (IG) and turn the Techstream on. Perform the DTC judgment driving pattern to run the DTC judgment. Select the following menu items: Powertrain / Engine / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. TECHSTREAM: Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System normal INCOMPLETE DTC judgment not completed You should perform driving pattern after confirming DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK / CLEAR

Note. When the diagnosis system is changed from normal mode to check mode or vice versa, all DTCs and freeze frame data recorded in normal mode are cleared. Before changing modes, always check and make a note of DTCs and freeze frame data.

HINT

1. DTCs which are stored in the ECM can be displayed on the Techstream. The Techstream can display the current, pending and permanent DTCs.
2. If a malfunction is detected during the current driving cycle, current and permanent DTCs are stored.
3. Some DTCs are not stored if the ECM does not detect the same malfunction again during a second consecutive driving cycle. However, such malfunctions, detected on only one occasion, are stored as pending DTCs.
4. Current and pending DTCs can be cleared by using the Techstream or by disconnecting the cable from the negative battery terminal. However, permanent DTCs cannot be cleared using either of these two methods.
5. After clearing current DTCs using the Techstream (or by disconnecting the cable from the negative battery terminal), permanent DTCs can be cleared when the system is determined to be normal for the relevant DTCs and then the universal trip is performed. The driving pattern to obtain a normal judgment is described under the "CONFIRMATION DRIVING PATTERN" for the respective DTC.

2 TRIP DETECTION EXAMPLES

Scheme 18

Scheme 19

HINT

1. Obtaining a normal judgment and performing a universal trip driving pattern can be done in the same driving cycle or in different driving cycles.
2. It is unnecessary to obtain a normal judgment if the DTCs are misfire or fuel system DTCs.

Scheme 20

1. CHECK DTC Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Check the DTC(s) and freeze frame data, and then write them down. Check the details of the DTC(s). Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-396630-S19862863392011050900000).
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI MAIN and ETCS fuses from the engine room relay block located inside the engine compartment for more than 1 minute.
4. CLEAR PERMANENT DTC HINT: Even if the following procedure is not performed, permanent DTCs are cleared by obtaining a normal judgment during 3 consecutive driving cycles. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear DTCs. Perform the respective confirmation driving patterns in order to obtain a normal judgment for the output DTCs. HINT: Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs. For the confirmation driving pattern, refer to the procedures for the relevant DTC. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-396630-S19862863392011050900000). Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 25 mph (40 km/h) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 25 mph (40 km/h) during the driving cycle provided that the vehicle is driven at 25 mph (40 km/h) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

Scheme 21

1. DESCRIPTION The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. HINT: If it is impossible to duplicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions as freeze frame data every 0.5 seconds. Using the Techstream, five separate sets of freeze frame data, including the data values at the time when the DTC was set, can be checked. 3 data sets before the DTC was set. 1 data set when the DTC was set. 1 data set after the DTC was set. These data sets can be used to duplicate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying of the cause of the malfunction, and in judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA Label (Techstream Display) Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculated load Calculated load by ECM Vehicle Load Vehicle load - MAF Mass air flow volume If value is approximately 0.0 gm/sec: Mass air flow meter power source circuit open or short VG circuit open or short If value is 160.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If value is -40°C (-40°F), sensor circuit open If value is 140°C (284°F), sensor circuit shorted Intake Air Intake air temperature If value is -40°C (-40°F), sensor circuit open If value is 140°C (284°F), sensor circuit shorted Ambient Temperature Ambient temperature - Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Initial engine coolant temperature - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Battery voltage - Accel Sens. No. 1 Volt % Absolute Accelerator Pedal Position (APP) No. 1 - Accel Sens. No. 2 Volt % Absolute APP No. 2 - Throttle Sensor Volt % Throttle position - Throttle Sensor #2 Volt % Throttle sensor positioning #2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle actuator - Throttle Position Throttle position When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated using information from each sensor When the engine stalls, is difficult to start, or idles roughly ISC Position Requested opening amount calculated using ISC When the engine stalls, is difficult to start, or idles roughly ISC Feedback Value ISC feedback compensation amount When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learned compensation amount When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Compensation flow rate according to electrical load When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Compensation flow rate according to air conditioner load When the engine stalls, is difficult to start, or idles roughly PS Feedback Val Compensation flow rate according to power steering load When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Low engine speed control operation state When the engine stalls, is difficult to start, or idles roughly Neutral Control Neutral control operation state When the engine stalls, is difficult to start, or idles roughly N Range Status Shift lever N status When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Intake air compensation flow rate When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Flow loss due to deposits When the engine stalls, is difficult to start, or idles roughly Injector (Port) Injector - Injection Volume (Cylinder 1) Injection volume - Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Vacuum pump (leak detection pump) ON: Operate EVAP (Purge) VSV EVAP purge VSV duty ratio - Evap Purge Flow Purge flow - Purge Density Learn Value Learning value of purge density - EVAP System Vent Valve EVAP System Vent Valve ON: Close EVAP Purge VSV VSV for EVAP - Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Air-fuel ratio - AF Lambda B1S1 Fuel trim at A/F sensor - AF Lambda B2S1 Fuel trim at A/F sensor - AFS Voltage B1S1 A/F sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Voltage B2S1 A/F sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Current B1S1 A/F sensor output current - AFS Current B2S1 A/F sensor output current - A/F Heater Duty #1 A/F heater duty ratio (for Bank 1 Sensor 1) - A/F Heater Duty #2 A/F heater duty ratio (for Bank 2 Sensor 1) - O2S B1S2 Heated oxygen sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S B2S2 Heated oxygen sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 Heated oxygen sensor impedance (Bank 1 Sensor 2) - O2S Impedance B2S2 Heated oxygen sensor impedance (Bank 2 Sensor 2) - O2 Heater B1S2 Heated oxygen sensor heater (Bank 1 Sensor 2) - O2 Heater B2S2 Heated oxygen sensor heater (Bank 2 Sensor 2) - O2 Heater Curr Val B1S2 Heated oxygen sensor current (Bank 1 Sensor 2) - O2 Heater Curr Val B2S2 Heated oxygen sensor current (Bank 2 Sensor 2) - Short FT #1 Short-term fuel trim Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #1 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central valve Total FT #1 Total fuel trim - Short FT #2 Short-term fuel trim Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #2 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central valve Total FT #2 Total fuel trim - Fuel System Status #1 Fuel system status (Bank 1) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using A/F sensor as feedback for fuel control OLdrive: Open loop due to driving conditions (fuel enrichment) OLfault: Open loop due to detected system fault CLfault: Closed loop but A/F sensor, which used for fuel control malfunctioning Fuel System Status #2 Fuel system status (Bank 2) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using A/F sensor as feedback for fuel control OLdrive: Open loop due to driving conditions (fuel enrichment) OLfault: Open loop due to detected system fault CLfault: Closed loop but A/F sensor, which used for fuel control malfunctioning IGN Advance Ignition advance - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Correction learning value of knocking - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6) When the engine stalls, is difficult to start, or idles roughly ACIS VSV ACIS VSV - AICV VSV AICV VSV - VVT Control Status #1 VVT control status (bank 1) - VVT Control Status #2 VVT control status (bank 2) - VVT Advance Fail VVT control failure status - Catalyst Temp B1S1 Catalyst temperature - Catalyst Temp B2S1 Catalyst temperature - Catalyst Temp B1S2 Catalyst temperature - Catalyst Temp B2S2 Catalyst temperature - Starter Signal Starter signal - Starter Control Starter control - Power Steering Signal Power steering signal - Starter Relay Starter relay - ACC Relay ACC relay - Neutral Position SW Signal PNP switch signal - Stop Light Switch Stop light switch - A/C Signal A/C signal - Idle Up Signal Idle up signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel cut condition - TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Accumulated distance after DTC cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared - Dist Batt Cable Disconnect Total distance vehicle driven after battery cable disconnected - IG OFF Elapsed Time Cumulative time after engine switch off - TC and TE1 TC and TE1 terminals of DLC3 - Ignition Trig. Count Ignition - Cylinder #1 Misfire Count Cylinder #1 misfire count - Cylinder #2 Misfire Count Cylinder #2 misfire count - Cylinder #3 Misfire Count Cylinder #3 misfire count - Cylinder #4 Misfire Count Cylinder #4 misfire count - Cylinder #5 Misfire Count Cylinder #5 misfire count - Cylinder #6 Misfire Count Cylinder #6 misfire count - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Misfire RPM - Misfire Load Misfire load - Misfire Margin Misfire monitoring - Catalyst OT MF F/C Catalyst Over Tmp Misfire prevention F/C - Cat OT MF F/C History Catalyst Over Tmp Misfire prevention F/C History - Cat OT MF F/C Cylinder#1 Catalyst Over Tmp Misfire prevention F/C#1 - Cat OT MF F/C Cylinder#2 Catalyst Over Tmp Misfire prevention F/C#2 - Cat OT MF F/C Cylinder#3 Catalyst Over Tmp Misfire prevention F/C#3 - Cat OT MF F/C Cylinder#4 Catalyst Over Tmp Misfire prevention F/C#4 - Cat OT MF F/C Cylinder#5 Catalyst Over Tmp Misfire prevention F/C#5 - Cat OT MF F/C Cylinder#6 Catalyst Over Tmp Misfire prevention F/C#6 - Engine Speed (Starter Off) Engine speed when starter off When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after engine switch on (IG) When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance driven during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Starting Time Time elapsed after engine started (interval between engine switch on (IG) and off) When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Engine coolant temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated temperature) When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature for A/C When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of hesitation during engine start When the engine stalls, is difficult to start, or idles roughly Low Rev for Eng Start History of low engine speed after engine start When the engine stalls, is difficult to start, or idles roughly Minimum Engine Speed Minimum engine speed When the engine stalls, is difficult to start, or idles roughly Electric Fan Motor Electric fan motor ON: Operating Idle Fuel Cut Prohibit Idle fuel cut prohibit - Idle Fuel Cut Idle fuel cut ON: when throttle valve fully closed and engine speed over 2500 rpm FC TAU FC TAU Fuel cut being performed with a very light load to prevent incomplete engine combustion Immobiliser Fuel Cut Status of the immobiliser fuel cut - Communication with ECT Status of the communication with ECT - Electrical Load Signal 1 Electrical load signal - Received MIL from ECT MIL status - Shift Position Sig from ECT PNP switch status - A/T Oil Temp from ECT ATF temperature - SPD (NO) Output shaft speed - SPD (NT) Input shaft speed - ECT Look Up ECT look up - Shift SW Status (P Range) Shift switch status (P range) - Shift SW Status (R Range) Shift switch status (R range) - Shift SW Status (N Range) Shift switch status (N range) - Sports Shift Up SW Sports shift up switch - Sports Shift Down SW Sports shift down switch - Sports Mode Selection SW Sports mode selection switch - Shift SW Status (D Range) Shift switch status (D range)

DATA LIST / ACTIVE TEST

1. DATA LIST HINT: By reading the Data List displayed on the Techstream, you can check values, including those of the switches, sensors, and actuators, without removing any parts. Reading the Data List as the first step in troubleshooting is one method of shortening diagnostic time. NOTE: In the table below, the values listed under Normal Condition are reference only. Do not depend solely on these values when determining whether or not a part is faulty. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Data List. Check the values by referring to the table below. Tester Display Measurement Item/Range Normal Condition Diagnostic Note Vehicle Speed Vehicle speed/ Min.: 0 km/h, Max.: 255 km/h Actual vehicle speed Speed indicated on speedometer Engine Speed Engine speed/ Min.: 0 rpm, Max.: 16383.75 rpm 600 to 700 rpm: Idling - Calculate Load Calculated load by ECM/ Min.: 0%, Max.: 100% 10 to 20%: Idling 10 to 20%: Running without load (2500 rpm) - Vehicle Load Vehicle load/ Min.: 0%, Max.: 25700% Actual vehicle load - MAF Air flow rate from MAF meter/ Min.: 0 gm/sec, Max.: 655.35 gm/sec 2 to 5 gm/sec: Idling 8 to 19 gm/sec: 2500 rpm If value is approximately 0.0 gm/sec: Mass air flow meter power source circuit open VG circuit open or short If value is 160.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure/ Min.: 0 kPa, Max.: 255 kPa Equivalent to atmospheric pressure (absolute pressure) - Coolant Temp Engine coolant temperature/ Min.: -40°C (-40°F), Max.: 215°C (419°F) 80 to 100°C (176 to 212°F): After warming up If value is -40°C (-40°F): sensor circuit open If value is 140°C (284°F): sensor circuit shorted Intake Air Intake air temperature/ Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient air temperature If value is -40°C (-40°F): sensor circuit open If value is 140°C (284°F): sensor circuit shorted Ambient Temperature Ambient temperature: Min.: -40°C (-40°F), Max.: 215°C (419°F) Actual ambient temperature - Engine Run Time Engine run time/ Min.: 0 s, Max.: 65535 s Time after engine started - Initial Engine Coolant Temp Initial engine coolant temperature/ Min.: -40°C (-40°F), Max.: 119.3 °C (246.8°F) Close to ambient air temperature Service data Initial Intake Air Temp Initial intake air temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Close to ambient air temperature Service data Battery Voltage Battery voltage/ Min.: 0, Max.: 65.535 V 9 to 14 V: Idling - Accelerator Position Accelerator pedal position/ Min.: 0%, Max.: 399.9% Actual accelerator pedal position - Accel Sens. No. 1 Volt % Absolute Accelerator Pedal Position (APP) No. 1/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 54 to 86%: Accelerator pedal fully depressed Read value with engine switch on (IG) (Do not start engine) Accel Sens. No. 2 Volt % Absolute APP No. 2/ Min.: 0%, Max.: 100% 12 to 42%: Accelerator pedal released 66 to 98%: Accelerator pedal fully depressed Read value with engine switch on (IG) (Do not start engine) Accel Sensor Out No. 1 Accelerator position sensor No. 1 output voltage: Min.: 0 V, Max.: 4.98 V - ETCS freeze frame data Accel Sensor Out No. 2 Accelerator position sensor No. 2 output voltage: Min.: 0 V, Max.: 4.98 V - ETCS freeze frame data Accel Sensor Out No. 1 APP sensor No. 1 voltage/ Min.: 0 V, Max.: 5 V 0.5 to 1.1 V: Accelerator pedal released 2.6 to 4.5 V: Accelerator pedal fully depressed. Read value with engine switch on (IG) (Do not start engine) Accel Sensor Out No. 2 APP sensor No. 2 voltage/ Min.: 0 V, Max.: 5 V 1.2 to 2.0 V: Accelerator pedal released 3.4 to 5.0 V: Accelerator pedal fully depressed. Read value with engine switch on (IG) (Do not start engine) Accelerator Idle Position Whether accelerator pedal position sensor detecting idle/ ON or OFF ON: Idling - Accel Fully Close Learn #1 Accelerator fully closed learning value No. 1/ Min.: 0 deg, Max.: 124.5 deg - ETCS service data Accel Fully Close Learn #2 Accelerator fully closed learning value No. 2/ Min.: 0 deg, Max.: 124.5 deg - ETCS service data Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor: Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 64 to 96%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA1 Throttl Sensor #2 Volt % Throttle valve opening percentage according to throttle position sensor No. 2: Min.: 0%, Max.: 100% 42 to 62%: Accelerator pedal released 92 to 100%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA2 ST1 Brake pedal signal: ON or OFF ON: Brake pedal released - System Guard System guard: ON or OFF - ETCS Open Side Malfunction Open side malfunction: ON or OFF - ETCS Throttle Idle Position Whether or not throttle position sensor detecting idling: ON or OFF ON: Accelerator pedal released OFF: Accelerator pedal fully depressed - Throttle Require Position Required throttle position: Min.: 0 V, Max.: 5 V 0.5 to 1.1 V: Idling - Throttle Sensor Position *1 Throttle position sensor: Min.: 0%, Max.: 100% 0%: Accelerator pedal released 50 to 80%: Accelerator pedal fully depressed Recognition value for throttle opening angle on ECM Throttle Position No. 1 Throttle position sensor No. 1 output voltage: Min.: 0 V, Max.: 4.98 V - ETCS freeze frame data Throttle Position No. 2 Throttle position sensor No. 2 output voltage: Min.: 0 V, Max.: 4.98 V - ETCS freeze frame data Throttle Position No. 1 Throttle position sensor No. 1 output voltage: Min.: 0 V, Max.: 5 V 0.5 to 1.1 V: Accelerator pedal released 3.2 to 4.8 V: Accelerator pedal fully depressed 0.6 to 1.4 V: Fail-safe operating - Throttle Position No. 2 Throttle position sensor No. 2 output voltage: Min.: 0 V, Max.: 5 V 2.1 to 3.1 V: Accelerator pedal released 4.6 to 5.0 V: Accelerator pedal fully depressed 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value/ Min.: 0 V, Max.: 4.9804 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1/ Min.: 0 V, Max.: 4.9804 V 0.6 to 1.4 V ETCS service data Throttle Sens Open Pos #2 Throttle sensor opener position No. 2/ Min.: 0 V, Max.: 4.9804 V 1.7 to 2.5 V ETCS service data Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 20 A 0 to 3.0 A: Idling - Throttle Motor DUTY Throttle actuator/ Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up - Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 19.92 A 0 to 3.0 A: Idling - Throttle Motor Open Duty Throttle actuator open duty ratio: Min.: 0%, Max.: 255% 0 to 40% Idling When accelerator pedal is depressed, duty ratio increased Read value with engine switch on (IG) Throttle Motor Close Duty Throttle actuator close duty ratio: Min.: 0%, Max.: 255% 0 to 40% Idling When accelerator pedal is released, duty ratio increased Read value with engine switch on (IG) Throttle Motor Duty (Open) Throttle actuator duty ratio (open)/ Min.: 0%, Max.: 255% 0 to 40% Idling ETCS service data Throttle Motor Duty (Close) Throttle actuator duty ratio (close)/ Min.: 0%, Max.: 255% 0 to 40% Idling ETCS service data Throttle Fully Close Learn Throttle valve fully closed (learned value)/ Min.: 0 V, Max.: 5 V 0.4 to 1.0 V: Accelerator pedal released - +BM Voltage +BM voltage/ Min.: 0 V, Max.: 19.92 V 11 to 14 V: Engine switch on (IG) and system normal ETCS service data Actuator Power Supply Throttle actuator power supply/ ON or OFF ON: Engine switch on (IG) and system normal OFF: Electronic throttle control system has failed - Throttle Position Throttle valve opening angle: Min.: 0 deg, Max.: 499.99 deg - When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated from information from each sensor: Min.: 0 L/s, Max.: 79.99 L/s - When the engine stalls, is difficult to start, or idles roughly ISC Position Target valve opening angle calculated from ISC control: Min.: 0 deg, Max.: 499.99 deg - When the engine stalls, is difficult to start, or idles roughly ISC Feedback Value ISC feedback value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learning value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Electrical load feedback value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Air conditioner load feedback value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly PS Feedback Val Power steering load feedback value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Status of low engine speed control: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Neutral Control Neutral position control status for automatic transaxle: ON or OFF - When the engine stalls, is difficult to start, or idles roughly N Range Status Judgement for shift lever neutral position: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Feedback value of intake air flow: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Deposit loss air flow rate: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Injector (Port) Injection duration of No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs 1200 to 2400 μs: Idling - Injection Volume (Cylinder 1) Injection volume (Cylinder 1)/ Min.: 0 ml, Max.: 2.047 ml 0.05 to 0.15 ml/idling Quantity of fuel injection volume of 10 injections Fuel Pump / Speed Status Fuel pump/status/ ON or OFF ON: Cranking Active Test support data Vacuum Pump Key-off EVAP system leak detection pump status: ON or OFF - Active Test support data EVAP (Purge) VSV VSV for EVAP control duty/ Min.: 0%, Max.: 100% 0 to 100%: Idling Command signal from ECM Evap Purge Flow Purge flow/ Min.: 0%, Max.: 399.9% 0 to 8%: Idling Service data Purge Density Learn Value Learning value of purge density/ Min.: -200, Max.: 199.993 Idling: -40 to 0 Service data Vapor Pressure Pump Vapor Pressure: Min.: 0 kPa (0 mmHg), Min.: 1441.77 kPa (10185.98 mmHg) 0 kPa (0 mmHg): Fuel tank cap removed EVAP system pressure monitored by canister pressure sensor Vapor Pressure (calculated) Vapor Pressure (calculated): Min.: -720.896 kPa (-5408.07 mmHg), Max.: 720.874 kPa (5407.91 mmHg) 0 kPa (0 mmHg): Fuel tank cap removed EVAP system pressure monitored by canister pressure sensor EVAP System Vent Valve Key-off EVAP system vent valve status: ON or OFF - Active Test support data EVAP Purge VSV VSV status for EVAP control/ ON or OFF - - Purge Cut VSV Duty Purge cut VSV duty: Min.: 0%, Max.: 399.9% - - Target Air-Fuel Ratio Air-Fuel ratio/ Min.: 0, Max.: 1.999 0.8 to 1.2: Idling - AF Lambda B1S1 Short-term fuel trim associated with bank 1 sensor 1/ Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air-fuel ratio = 1 Value greater than 1 (1.001 to 1.999) = Lean - AF Lambda B2S1 Short-term fuel trim associated with bank 2 sensor 1/ Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air-fuel ratio = 1 Value greater than 1 (1.001 to 1.999) = Lean - AFS Voltage B1S1 A/F sensor output voltage for bank 1 sensor 1/ Min.: 0 V, Max.: 7.999 V 2.8 to 3.8 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Voltage B2S1 A/F sensor output voltage for bank 2 sensor 1/ Min.: 0 V, Max.: 7.999 V 2.8 to 3.8 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Current B1S1 A/F sensor current/ Min.: -128 mA, Max.: 127.99 mA - - AFS Current B2S1 A/F sensor current/ Min.: -128 mA, Max.: 127.99 mA - - A/F Heater Duty #1 Air fuel ratio heater duty ratio for bank 1: Min.: 0%, Max.: 399.9% 0 to 100% - A/F Heater Duty #2 Air fuel ratio heater duty ratio for bank 2: Min.: 0%, Max.: 399.9% 0 to 100% - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2/ Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving at 70 km/h (44 mph) Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S B2S2 Heated oxygen sensor output voltage for bank 2 sensor 2/ Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving at 70 km/h (44 mph) Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 Sub heated oxygen sensor impedance (bank 1 sensor 2): Min.: 0 ohms, Max.: 21247.68 ohms - - O2S Impedance B2S2 Sub heated oxygen sensor impedance (bank 2 sensor 2): Min.: 0 ohms, Max.: 21247.68 ohms - - O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2: Not Act or Active - - O2 Heater B2S2 Heated oxygen sensor heater for bank 2 sensor 2: Not Act or Active - - O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2: Min.: 0 A, Max.: 4.9 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor current for bank 2 sensor 2: Min.: 0 A, Max.: 4.9 A - - Short FT #1 Short-term fuel trim of bank 1/ Min.: -100%, Max.: 99.2% -20 to 20% Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #1 Long-term fuel trim of bank 1/ Min.: -100%, Max.: 99.2% -20 to 30% Overall fuel compensation carried out long-term to compensate for a continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim of bank 1 Average value for fuel trim system of bank 1/ Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Short FT #2 Short-term fuel trim of bank 2/ Min.: -100%, Max.: 99.2% -20 to 20% Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #2 Long-term fuel trim of bank 2/ Min.: -100%, Max.: 99.2% -20 to 30% Overall fuel compensation carried out long-term to compensate for a continual deviation of short-term fuel trim from central value Total FT #2 Total fuel trim of bank 2 Average value for fuel trim system of bank 2/ Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Fuel System Status #1 OL, CL, OLdrive, OLfault or CLfault CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using A/F sensor as feedback for fuel control OLdrive: Open loop due to driving conditions (fuel enrichment) OLfault: Open loop due to detected system fault CLfault: Closed loop but A/F sensor, which used for fuel control malfunctioning Fuel System Status #2 OL, CL, OLdrive, OLfault or CLfault CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using A/F sensor as feedback for fuel control OLdrive: Open loop due to driving conditions (fuel enrichment) OLfault: Open loop due to detected system fault CLfault: Closed loop but A/F sensor, which used for fuel control malfunctioning IGN Advance Ignition timing advance for No. 1 cylinder/ Min.: -64 deg., Max.: 63.5 deg. BTDC 9.5 to 24.5 deg.: Idling - Knock Feedback Value Feedback value of knocking/ Min: -1024 CA, Max.: 1023.9 CA -22 to 0 CA: Driving at 70 km/h (44 mph) Service data Knock Correct Learn Value Correction learning value of knocking/ Min: -1024 CA, Max.: 1023.9 CA 0 to 22 CA: Driving at 70 km/h (44 mph) Service data Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1)/ Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2)/ Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3)/ Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4)/ Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5)/ Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6)/ Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly ACIS VSV ACIS VSV/ ON or OFF - Active Test support data AICV VSV VSV for Air Intake Control System status/ ON or OFF - - VVT Control Status #1 VVT control (bank 1) status/ ON or OFF - - VVT Control Status #2 VVT control (bank 2) status/ ON or OFF - - VVT Advance Fail VVT control failure status/ ON or OFF ON: VVT control failure - VVT Aim Angle #1 (*2) VVT aim angle (Bank 1)/ Min.: 0%, Max.: 399.9% - VVT duty signal value during operation VVT Change Angle #1 (*2) VVT change angle (Bank 1)/ Min.: 0 degFR, Max.: 699.9 degFR 0 to 5 degFR: Idling Displacement angle during operation VVT OCV Duty #1 (*2) VVT OCV (Bank 1) operation duty/ Min.: 0%, Max.: 399.9% 0 to 100% Requested duty value for operation VVT Aim Angle #2 (*2) VVT aim angle (Bank 2)/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling VVT duty signal value during operation VVT Change Angle #2 (*2) VVT change angle (Bank 2)/ Min.: 0 degFR, Max.: 699.9 degFR - Displacement angle during operation VVT OCV Duty #2 (*2) VVT OCV (Bank 2) operation duty/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling Requested duty value for operation VVT Ex Hold Lrn Val #1 (*2) VVT exhaust hold duty ratio learning value (Bank 1)/ Min.: 0%, Max.: 399.9% 10 to 50%: Idling - VVT Ex Chg Angle #1 (*2) VVT exhaust change angle (Bank 1)/ Min.: 0 degFR, Max.: 699.9 degFR 0 to 5 degFR: Idling - VVT Ex OCV Duty #1 (*2) VVT exhaust OCV duty (Bank 1)/ Min.: 0%, Max.: 399.9% - - VVT Ex Hold Lrn Val #2 (*2) VVT exhaust hold duty ratio learning value (Bank 2)/ Min.: 0%, Max.: 399.9% 10 to 50%: Idling - VVT Ex Chg Angle #2 (*2) VVT exhaust change angle (Bank 2)/ Min.: 0 degFR, Max.: 699.9 degFR 0 to 5 degFR: Idling - VVT Ex OCV Duty #2 (*2) VVT exhaust OCV duty (Bank 2)/ Min.: 0%, Max.: 399.9% 0 to 100% - VN Turbo Type Variable nozzle turbo type: Not Avl or Commo or Vacuum or CAN Com Not Avl (Unused) - Catalyst Temp B1S1 Catalyst temperature (bank 1, sensor 1)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11755°F) - - Catalyst Temp B2S1 Catalyst temperature (bank 2, sensor 1)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11755°F) - - Catalyst Temp B1S2 Catalyst temperature (bank 1, sensor 2)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11755°F) - - Catalyst Temp B2S2 Catalyst temperature (bank 2, sensor 2)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11755°F) - - Starter Signal Starter signal/ Close or Open Open: Cranking - Starter Control Engine switch signal: ON or OFF - - Power Steering Signal Power steering signal/ ON or OFF ON: Power steering operation - Starter Relay Starter relay/ ON or OFF ON: Cranking - ACC Relay ACC relay/ ON or OFF ON: Cranking - Neutral Position SW Signal PNP switch status/ ON or OFF ON: Shift lever in P or N - Stop Light Switch Stop light switch/ ON or OFF ON: Brake pedal depressed - A/C Signal A/C signal/ ON or OFF ON: A/C ON - Idle Up Signal Idle up Signal/ ON or OFF - - Closed Throttle Position SW Closed throttle position switch/ ON or OFF ON: Throttle fully closed OFF: Throttle open - Fuel Cut Condition Fuel cut condition: ON or OFF - - Check Mode Check mode/ ON or OFF ON: Check mode ON Refer to «CHECK MODE PROCEDURE»(ref-396630-S36473134852011050900000) SPD Test Result Check mode result for vehicle speed sensor/ Compl or Incmpl - - Misfire Test Result Check mode result for misfire monitor/ Compl or Incmpl - - OXS1 Test Result Check mode result for HO2 sensor (bank 1)/ Compl or Incmpl - - OXS2 Test Result Check mode result for HO2 sensor (bank 2)/ Compl or Incmpl - - A/F Test Results #2 Check mode result for A/F sensor (Bank 2)/ Compl or Incmpl - - A/F Test Results #1 Check mode result for A/F sensor (Bank 1)/ Compl or Incmpl - - Complete Parts Monitor Comprehensive component monitor/ Not Avl or Avail - Comprehensive Component Monitor Fuel System Monitor Fuel system monitor/ Not Avl or Avail - Fuel System Monitor Misfire Monitor Misfire monitor/ Not Avl or Avail - Misfire Monitor EGR/VVT Monitor EGR/VVT monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor: Compl or Incmpl - - O2S(A/FS) Heater Monitor O2S (A/FS) Heater Monitor/ Not Avl or Avail - - O2S (A/FS) Heater Monitor O2S (A/FS) Heater Monitor/ Compl or Incmpl - - O2S (A/FS) Monitor O2S (A/FS) monitor/ Not Avl or Avail - O2S (A/F) Monitor O2S (A/FS) Monitor O2S (A/FS) Monitor/ Compl or Incmpl - - A/C Monitor A/C monitor: Not Avl or Avail - - A/C Monitor A/C monitor: Compl or Incmpl - - 2nd Air Monitor 2nd air monitor: Not Avl or Avail - - 2nd Air Monitor 2nd air monitor: Compl or Incmpl - - EVAP Monitor EVAP Monitor/ Not Avl or Avail - - EVAP Monitor EVAP Monitor/ Compl or Incmpl - - Heated Catalyst Monitor Heated catalyst monitor: Not Avl or Avail - - Heated Catalyst Monitor Heated catalyst monitor: Compl or Incmpl - - Catalyst Monitor Catalyst monitor/ Not Avl or Avail - Catalyst Monitor Catalyst Monitor Catalyst Monitor/ Compl or Incmpl - - Component Monitor ENA Component Monitor ENA/ Unable or Enable - - Component Monitor CMPL Component Monitor CMPL / Compl or Incmpl - - Fuel System Monitor ENA Fuel System Monitor ENA/ Unable or Enable - - Fuel System Monitor CMPL Fuel System Monitor CMPL/ Compl or Incmpl - - Misfire Monitor ENA Misfire Monitor ENA/ Unable or Enable - - Misfire Monitor CMPL Misfire Monitor CMPL/l Compl or Incmpl - - EGR/VVT Monitor ENA EGR/VVT Monitor ENA/ Unable or Enable - - EGR/VVT Monitor CMPL EGR/VVT Monitor CMPL/ Compl or Incmpl - - Heater Monitor ENA Heater Monitor ENA/ Unable or Enable - - Heater Monitor CMPL Heater Monitor CMPL/ Compl or Incmpl - - O2S (A/FS) Monitor ENA O2S (A/FS) Monitor ENA/ Unable or Enable - - O2S (A/FS) Monitor CMPL O2S (A/FS) Monitor CMPL/ Compl or Incmpl - - A/C Monitor ENA A/C Monitor ENA/ Unable or Enable - - A/C Monitor CMPL A/C Monitor CMPL/ Compl or Incmpl - - 2nd Air Monitor ENA 2nd Air Monitor ENA/ Unable or Enable - - 2nd Air Monitor CMPL 2nd Air Monitor CMPL/ Compl or Incmpl - - EVAP Monitor ENA EVAP Monitor ENA/ Unable or Enable - - EVAP Monitor CMPL EVAP Monitor CMPL/ Compl or Incmpl - - Heated Cat Monitor ENA Heated Cat Monitor ENA/ Unable or Enable - - Heated Cat Monitor CMPL Heated Cat Monitor CMPL/ Compl or Incmpl - - Catalyst Monitor ENA Catalyst Monitor ENA/ Unable or Enable - - Catalyst Monitor CMPL Catalyst Monitor CMPL/ Compl or Incmpl - - TC Terminal TC terminal status/ ON or OFF - - # Codes (Include History) # Codes/ Min.: 0, Max.: 255 - Number of detected DTCs MIL MIL status: ON or OFF ON: MIL ON - MIL ON Run Distance MIL ON run distance/ Min.: 0 km, Max.: 65535 km Distance after DTC detected - Running Time from MIL ON Running time from MIL ON/ Min.: 0 min, Max.: 65535 min Equivalent to running time after MIL ON - Time After DTC Cleared Time after DTC cleared/ Min.: 0 min, Max.: 65535 min Equivalent to time after DTCs cleared - Distance from DTC Cleared Distance after DTC cleared/ Min.: 0 km, Max.: 65535 km Equivalent to drive distance after DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared/ Min.: 0, Max.: 255 - Number of warm-up cycles after DTC cleared Dist Batt Cable Disconnect Distance after battery cable disconnected/ Min.: 0 km, Max.: 65535 km Total distance vehicle driven after battery cable disconnected - IG OFF Elapsed Time Time after engine switch off/ Min.: 0 min, Max.: 655350 min Cumulative time after engine switch off - OBD Requirements OBD Requirement OBD2 - Number of Emission DTC Number of emission related DTC - - TC and TE1 TC and TE1 terminal of DLC 3/ ON or OFF - Active Test support data Ignition Trig. Count Ignition counter/ Min.: 0, Max.: 65535 0 to 600 - Cylinder #1 to 6 Misfire Count Misfire count of cylinder 1 to 6/ Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire count/ Min.: 0, Max.: 255 0 - Misfire RPM Engine RPM for first misfire range/ Min.: 0 rpm, Max.: 6375 rpm 0 rpm: Misfire 0 - Misfire Load Engine load for first misfire range/ Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Misfire Margin Misfire monitoring/ Min.: -128%, Max.: 127% -100 to 99.22% Misfire detection margin Catalyst OT MF F/C Catalyst overheat misfire prevention fuel cut availability: Not Avl or Avail Avail: Catalyst OT MF F/C available Not Avl: Catalyst OT MF F/C not available Service data Cat OT MF F/C History Catalyst overheat misfire prevention fuel cut history: ON or OFF ON: Fuel cut operation history exists Service data Cat OT MF F/C Cylinder#1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder#2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder#3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder#4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder#5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder#6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Engine Speed (Starter Off) Engine speed when starter off: Min.: 0 rpm, Max.: 51199 rpm - When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after engine switch turned from off to on (IG): Min.: 0, Max.: 255 - When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance traveled during previous trip: Min.: 0 km, Max.: 655.35 km - When the engine stalls, is difficult to start, or idles roughly Engine Starting Time Engine run time (elapsed time from engine switch on (IG) to off): Min.: 0 ms, Max.: 655350 ms - When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Coolant temperature of previous trip: Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air coolant temperature of previous trip: Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated): Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature of previous trip (estimated): Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature: Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature of previous trip: Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of instances of slow engine starts: ON or OFF - - Low Rev for Eng Start History of low engine speed after engine starts: ON or OFF - - Minimum Engine Speed Minimum engine speed: Min.: 0 rpm, Max.: 51199 rpm - When the engine stalls, is difficult to start, or idles roughly Electric Fan Motor Electric fan motor/ ON or OFF ON: Electric fan motor operating Active Test support data Idle Fuel Cut Prohibit Fuel cut prohibit for idle/ ON or OFF ON: Fuel cut prohibit operate - Idle Fuel Cut Fuel cut idle/ ON or OFF ON: Fuel cut operation FC IDL = "ON" when throttle valve fully closed and engine speed over 2,500 rpm FC TAU Fuel cut TAU (Fuel cut with a very light load)/ ON or OFF ON: Fuel cut operating Fuel cut being performed with a very light load to prevent incomplete engine combustion Immobiliser Fuel Cut Status of the immobiliser fuel cut/ ON or OFF - - Communication with ECT Status of communication with the TCM/ Comm or No Comm Comm - Electrical Load Signal 1 Electrical load signal/ ON or OFF - - Model Code Model code information - Identifying model code: GSV 40# Engine Type Engine type information - Identifying engine type: 2GRFE Cylinder Number Cylinder number Min.: 0, Max.: 255 - Identifying cylinder number: 6 Transmission Type Transmission type - Identifying transmission type: ECT 6th Destination Destination information - Identifying destination A (America) Model Year Model year: Min.: 1900, Max.: 2155 - Identifying model year 2010 MY System Identification System identification - Identifying engine system: Gasoline (gasoline engine) Engine Speed of Cyl #1 Engine Speed of Cylinder #1 of Injection Stopped/ Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #2 Engine Speed of Cylinder #2 of Injection Stopped/ Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #3 Engine Speed of Cylinder #3 of Injection Stopped/ Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #4 Engine Speed of Cylinder #4 of Injection Stopped/ Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #5 Engine Speed of Cylinder #5 of Injection Stopped/ Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #6 Engine Speed of Cylinder #6 of Injection Stopped/ Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Av Engine Speed of All Cyl Average Engine Speed of All Cylinders of Injection Stopped/ Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Received MIL from ECT Received MIL from TCM: ON or OFF ON: MIL illuminate instruction ON signal from TCM - Shift Position Sig from ECT Received shift position signal from TCM: 1st, 2nd, 3rd, 4th, 5th, or 6th Actual shift position - A/T Oil Temp from ECT ATF temperature: Min.: -40°C (-40°F), Max.: 215°C (419°F) - - SPD (NO) Output signal speed: Min.: 0 rpm, Max.: 12750 rpm - - SPD (NT) Input shaft speed: Min.: 0 rpm, Max.: 12750 rpm Lock-up is: ON (after warming up engine): Input turbine speed (NT) is equal to engine speed OFF (idling with shift lever in N): Input turbine speed (NT) is nearly equal to engine speed Data is displayed in increments of 50 rpm ECT Lock Up Lock up: ON or OFF - - Shift SW Status (P Range) PNP switch status/ON or OFF ON: Shift lever in P OFF: Shift lever not in P - Shift SW Status (R Range) PNP switch status/ON or OFF ON: Shift lever in R OFF: Shift lever not in R - Shift SW Status (N Range) PNP switch status/ON or OFF ON: Shift lever in N OFF: Shift lever not in N - Sports Shift Up SW Sports Shift UP switch status/ ON or OFF Press continuously "+": ON Release "+": OFF - Sports Shift Down SW Sports Shift Down switch status/ ON or OFF Press continuously "-": ON Release "-": OFF - Sports Mode Selection SW Sports Mode Select switch status/ ON or OFF ON: Shift lever in S, "+" or "-" OFF: Shift lever not in S, "+" or "-" - Shift SW Status (D Range) PNP switch status/ON or OFF ON: Shift lever in D or S OFF: Shift lever not in D or S - HINT: *1: Excluding throttle valve opening percentage due to idle speed control. *2: Data List values are displayed only when performing the following Active Test: Control the VVT Linear (Bank 1 or Bank 2) or Control the VVT Exhaust Linear (Bank 1 or Bank 2). For other Active Test, the Data List value will be 0. Normal Condition: If no idling conditions are specified, the shift lever should be in the N or P position, and the A/C switch and all accessory switches should be OFF.
2. ACTIVE TEST HINT: Performing an Active Test enables components including the relays, VSV (Vacuum Switching Valve) and actuators, to be operated without removing any parts. The Active Test can be performed with the Techstream. Performing an Active Test as the first step in troubleshooting is one method of shortening diagnostic time. Data List can be displayed during Active Test. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test. Perform the Active Test by referring to the table below. Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change injection volume Between -12.5 and 24.8% All injectors tested at same time Perform test at less than 3000 rpm Injection volume can be changed in 0.1 or 0.2% graduations within control range Control the Injection Volume for A/F Sensor Change injection volume Lower by 12.5% or increase by 25% Perform test at less than 3000 rpm Control the Injection Volume for A/F Sensor enables to check and graph A/F (Air Fuel Ratio) sensor and Heated Oxygen (HO2) sensor voltage outputs Activate the VSV for Intake Control ACIS VSV ON/OFF - Activate the VSV for Evap Control Activate VSV for EVAP (ALONE) ON/OFF Only purge VSV is commanded during this test Control the Fuel Pump / Speed Activate fuel pump (C/OPN Relay) ON/OFF - Connect the TC and TE1 Turn on and off TC and TE1 connection ON/OFF ON: TC and TE1 connected OFF: TC and TE1 disconnected Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF - Prohibit the Catalyst OT Misfire Prevent F/C Prohibit catalyst overheat malfunction prevention fuel cut operating during misfire ON: Fuel cut is prohibited Confirm that the vehicle is stopped and engine speed is 3000 rpm or less Control the Electric Cooling Fan Control electric cooling fan ON/OFF Test possible when following conditions met: Engine switch on (IG) Engine stopped Activate the Starter Relay Starter ON/OFF - Activate the ACC Cut Relay Active ACC cut relay ON/OFF Test is possible when following condition are met: Engine switch on (IG) Engine stopped Control the ETCS Open Slow Speed Throttle actuator ON: Throttle valve opens slowly Test possible when following conditions met: Engine switch on (IG) Engine stopped Fully depressing accelerator pedal (APP: 58 degrees or more) Control the ETCS Close Slow Speed Throttle actuator ON: Throttle valve closes slowly Same as above Control the ETCS Open Fast Speed Throttle actuator ON: Throttle valve opens fast Same as above Control the ETCS Close Fast Speed Throttle actuator ON: Throttle valve closes fast Same as above Control the VVT Linear (Bank 1) Control VVT (bank 1) -128 to 127% This valve added to present OCV control duty 100%: Maximum advance -100%: Maximum retard Engine stall or rough idle when VVT actuator operated by 100%. Test possible during idle. Control the VVT System (Bank 1) Turn on and off OCV (Oil Control Valve) ON/OFF Engine stalls or idles roughly when OCV turned ON Normal engine running or idling when OCV OFF Control the VVT Linear (Bank 2) Control VVT (bank 2) -128 to 127% This value added to present camshaft timing oil control valve assembly control duty 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when VVT actuator operated by 100% Test possible during idle Control the VVT System (Bank 2) Turn on and off OCV (Oil Control Valve) ON/OFF Engine stalls or idles roughly when OCV turned ON Normal engine running or idling when OCV OFF Control the VVT Exhaust Linear (Bank 1) Control VVT (bank 1) -128 to 127% This value added to present OCV control duty 100%: Maximum retard -100%: Maximum advance - Control the VVT Exhaust Linear (Bank 2) Control VVT (bank 2) -128 to 127% This value added to present camshaft timing oil control valve assembly control duty 100%: Maximum retard -100%: Maximum advance Engine stalls or idles roughly when VVT actuator operated by 100% Test is possible during idle Activate the Vacuum Pump Active the VSV for Vacuum Pump built into canister pump module ON/OFF - Activate the VSV for Vent Valve Active the VSV for Vent Valve built into pump canister module ON/OFF - Active the VSV for ACIS AICV VSV ON/OFF - Control the Cylinder #1 Fuel Cut Cylinder #1 injector fuel cut ON/OFF Test possible while vehicle stopped and engine idling.*1 Control the Cylinder #2 Fuel Cut Cylinder #2 injector fuel cut ON/OFF Same as above Control the Cylinder #3 Fuel Cut Cylinder #3 injector fuel cut ON/OFF Same as above Control the Cylinder #4 Fuel Cut Cylinder #4 injector fuel cut ON/OFF Same as above Control the Cylinder #5 Fuel Cut Cylinder #5 injector fuel cut ON/OFF Same as above Control the Cylinder #6 Fuel Cut Cylinder #6 injector fuel cut ON/OFF Same as above Control the All Cylinders Fuel Cut All cylinders fuel cut ON/OFF Test possible while vehicle stopped and engine idling. Check the Cylinder Compression*2 Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders. NOTE: *1: If the display of the Data List's Catalyst OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. If the display of the Data List's Catalyst OT MF F/C item is Avail, perform this Active Test as described below. Stop the engine and turn the engine switch on (IG) to turn Control the Cylinder #1 Fuel Cut (to #6 Fuel Cut) ON. Start the engine. HINT: *2: While the Active Test item Check the Cylinder Compression is being performed, the fuel and ignition of all cylinders is cut. At this time, the ECM measures the speed of each cylinder while the engine is being cranked. If one cylinder's speed is higher than the others, that cylinder's compression pressure can be concluded to be lower than the others. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test / Check the Cylinder Compression. Enter the following menus: Compression / Engine Speed of Cyl #1 to #6, Av Engine Speed of All Cyl Press the RIGHT or LEFT button to change the Check the Cylinder Compression to ON. HINT: Fuel injection and ignition for all cylinders are prohibited at this time, and each cylinder's engine speed measurement will enter standby mode. Crank the engine until the monitor item values "Engine speed of Cyl #1 to #6" and "Av Engine Speed of All Cyl" change. Monitor the engine speed (Engine Speed of Cyl #1 to #6, Av Engine Speed of All Cyl) displayed on the Techstream. HINT: The Techstream displays the values to be extremely high before cranking the engine. Each cylinder's engine speed is measured while cranking the engine and then the Techstream displays the actual engine speed values. NOTE: The Active Test item "Check the Cylinder Compression" will automatically turn off 255 seconds after the Active Test is turned on. When the "Check the Cylinder Compression" is OFF and the engine is cranked, the engine will start. If the "Check the Cylinder Compression" test needs to be performed again after each cylinder's engine speed measurement has been performed once, press EXIT to return to the Active Test menu screen. Then perform the Check the Cylinder Compression test again. Use a fully-charged battery.
3. SYSTEM CHECK HINT: Performing a System Check enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. The System Check can be performed with the Techstream. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility. Perform the System Check by referring to the table below. ECM: Tester Display Test Part Control Range Diagnostic Note Evaporative System Check (Automatic Mode) Perform 5 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If no DTCs in Pending after performing this test, system functioning normally Refer to EVAP System. Refer to «EVAP System»(ref-396633-S23451145562011050900000) Evaporative System Check (Manual Mode) Perform 5 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts Refer to EVAP System. Refer to «EVAP System»(ref-396633-S23451145562011050900000)

DIAGNOSTIC TROUBLE CODE CHART

HINT

Parameters listed in the chart may not be exactly the same as your readings due to the type of instrument or other factors.

If a trouble code is displayed during the DTC check, inspect the trouble areas listed for that code. For details of the code, refer to the "See reference" below.

SFI SYSTEM

See also:
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION - Step 9
• COMPONENTS