Engine Control (Sfi) System (Diagnostics - Introduction): Diagnosis Lexus GS III рестайлинг

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 THE 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, first perform the "check DTC" procedure and "conduct basic inspection" procedure below. 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 DTC* Result Result Proceed to Malfunction code A No code B B --> GO TO STEP 12 A: Go to next step
11. REFER TO «DIAGNOSTIC TROUBLE CODE CHART»(ref-387083-S15407104242011022400000) NEXT: Go to next step
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»(ref-387083-S21578262072011022400000) 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 next step
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 power 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-387083-S21578262072011022400000) 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 SPARK NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO «PROBLEM SYMPTOMS TABLE»(ref-387083-S21578262072011022400000)

PROBLEM SYMPTOMS TABLE

HINT

Use the table below to help determine the cause of the problem symptom. The potential causes of the symptoms are listed in order of probability in the "Suspected area" column of the table. Check each symptom by checking the suspected areas in the order they are listed. Replace parts as necessary.

SFI SYSTEM

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Note. The ECM has waterproof connectors. Therefore, voltage or waveforms cannot be checked with the connectors connected to the vehicle. The standard normal voltage (reference values) 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 result of checks should be compared with the standard normal voltage for that pair of terminals, displayed in the Specified Condition column. The illustration above can be used as a reference to identify the ECM terminal locations.

HINT

*: The ECM terminal voltage is constant regardless of the output voltage from the sensor.

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1. WAVEFORM 1 CAMSHAFT TIMING OIL CONTROL VALVE (OCV): ECM Terminal Name Between OC1+ and OC1- or OC2+ and OC2- Between OE1+ and OE1- or OE2+ and OE2- Tester Range 5 V/DIV., 1 msec./DIV. Condition Power switch ON (IG) HINT: The wavelength becomes shorter as the engine rpm increases.
2. WAVEFORM 2 HEATED OXYGEN SENSOR: ECM Terminal Name Between OX1B and O1B- or OX2B and O2B- Tester Range 0.2 V/DIV., 200 msec./DIV. Condition Maintain engine speed at 2,500 rpm for 2 minutes after warming up engine HINT: In Data List, item O2S B1S2, O2S B2S2 shows the ECM input values from the heated oxygen sensor.
3. WAVEFORM 3 FUEL INJECTOR (FOR DIRECT INJECTION) NO. 1 (TO NO. 6) INJECTION SIGNAL: ECM Terminal Name Between #1D (to #6D) and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
4. WAVEFORM 4 KNOCK SENSOR: ECM Terminal Name Between KNK1 and EKNK Between KNK2 and EKN2 Tester Range 0.01 to 10 V/DIV., 0.01 to 10 msec./DIV. Condition Engine speed maintained at 4000 rpm after warming up engine HINT: The wavelength becomes shorter as the engine rpm increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle.
5. WAVEFORM 5 CRANKSHAFT POSITION SENSOR AND VVT SENSOR FOR INTAKE CAMSHAFT: ECM Terminal Name Between NE+ and NE- Between VV1+ and VV1- or VV2+ and VV2- Tester Range 5 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
6. WAVEFORM 6 CRANKSHAFT POSITION SENSOR AND VVT SENSOR FOR EXHAUST CAMSHAFT: ECM Terminal Name Between NE+ and NE- Between EV1+ and EV1- or EV2+ and EV2- Tester Range 5 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
7. WAVEFORM 7 IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM): ECM Terminal Name Between IGT (1 to 6) and E1 Between IGF1 and E1 or IGF2 and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
8. WAVEFORM 8 PURGE VSV: ECM Terminal Name Between PRG and E1 Tester Range 5 V/DIV., 50 msec./DIV. Condition Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
9. WAVEFORM 9 THROTTLE ACTUATOR POSITIVE TERMINAL: ECM Terminal Name Between M+ and ME01 Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
10. WAVEFORM 10 THROTTLE ACTUATOR NEGATIVE TERMINAL: ECM Terminal Name Between M- and ME01 Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
11. WAVEFORM 11 ENGINE SPEED SIGNAL: ECM Terminal Name Between TACH and E1 Tester Range 5 V/DIV., 10 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
12. WAVEFORM 12 FUEL INJECTOR (FOR DIRECT INJECTION) NO. 1 (TO NO. 6) INJECTION SIGNAL AND INJECTION CONFIRMATION SIGNAL: ECM Terminal Name CH1: Between #1D (to #6D) and E1 CH2: Between INJF, IJF2, IJF3 and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
13. WAVEFORM 13 FUEL PUMP FOR HIGH PRESSURE (SPILL CONTROL VALVE): ECM Terminal Name CH1: Between FPD and E1 CH2: Between FPF1 and E1 Tester Range 2 V/DIV., 5 msec./DIV. Condition Idling
14. WAVEFORM 14 CAN COMMUNICATION SIGNAL: ECM Terminal Name Between CANH and E1 Between CAN+ and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Power switch ON (IG) HINT: The waveform varies depending on the CAN communication signal.
15. WAVEFORM 15 CAN COMMUNICATION SIGNAL: ECM Terminal Name Between CANL and E1 Between CAN- and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Power switch ON (IG) HINT: The waveform varies depending on the CAN communication signal.
16. WAVEFORM 16 FUEL INJECTOR (FOR PORT INJECTION) NO. 1 (TO NO. 6) INJECTION SIGNAL: ECM Terminal Name Between #1P (to #6P) and E1 Tester Range 50 V/DIV., 400 μsec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
17. WAVEFORM 17 COOLING FAN ECU SIGNAL: ECM Terminal Name Between RFC and E1 Tester Range 1 V/DIV., 20 msec./DIV. Condition Idling with A/C ON
18. WAVEFORM 18 CAMSHAFT REVOLUTION SIGNAL FROM ECM TO HV CONTROL ECU OR MG ECU: ECM Terminal Name Between GO1 and E1 Between GO2 and E1 Tester Range 5 V/DIV., 20 msec./DIV. Condition Camshaft revolution signal HINT: The wavelength becomes shorter as the engine rpm increases.
19. WAVEFORM 19 CRANKSHAFT REVOLUTION SIGNAL FROM ECM TO HV CONTROL ECU: ECM Terminal Name Between NEO1 and E1 Tester Range 5 V/DIV., 1 msec./DIV. Condition Crankshaft revolution signal HINT: The wavelength becomes shorter as the engine rpm increases.

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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 can be then read. OBD II regulations require that the vehicle's on-board computer illuminates the MIL (Malfunction Indicator Lamp) on the combination meter when the computer detects a malfunction in: The emission control systems components. The power train control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not recur in 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 tester 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 the 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 high speed communication between the systems and simplifies the wire harness connection. Since this system is equipped with the CAN communication, connecting the CAN VIM (VIM: Vehicle Interface Module) with the Techstream is necessary to display any information from the ECM. (Also the communication between the Techstream and the ECM uses CAN communication signals.) When confirming the DTCs and any data of the ECM, connect the CAN VIM between the DLC3 and the Techstream.
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 Freeze frame data records the engine conditions (fuel system, calculated engine load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
5. DLC3 (Data link Connector 3) The vehicle's ECM uses the ISO 15765-4 for communication protocol. The terminal arrangement of the DLC3 complies with ISO 15031-3 and matches the ISO 15765-4 format. Symbol Terminal No. Name Reference Terminal Result Condition SIL 7 Bus "+" line 5 - Signal ground Pulse generation During transmission CG 4 Chassis ground Body ground Below 1 ohms Always SG 5 Signal ground Body ground Below 1 ohms BAT 16 Battery ground Body ground 10 to 14 V CANH 6 CAN "High" line Battery positive 6 kohms or higher Power switch OFF* CANH 6 CAN "High" line CG 200 ohms or higher CANL 14 CAN "Low" line Battery positive 6 kohms or higher CANL 14 CAN "Low" line CG 200 ohms or higher NOTE: *: Before measuring the resistance, leave the vehicle as is for at least 1 minute and do not operate the power switch, any other switches or the doors. If the result is not as specified, the DLC3 may have a malfunction. Repair or replace the harness and connector. 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 power switch on (IG) and turn the Techstream on. If a communication failure message is displayed on the Techstream screen (on the Techstream: UNABLE TO CONNECT TO VEHICLE), 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 Battery Voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery before proceeding.
7. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the power switch is first turned on (IG) (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 malfunction or abnormality in the system. HINT: If the MIL is not illuminated when the power switch is first turned on (IG), check the MIL circuit. Refer to «MIL Circuit»(ref-387085-S08476270422011022400000) .
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 simulating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-387083-S04846376252011022400000) . Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. TECHSTREAM: Tester Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal 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 the normal mode to check mode or vice versa, all DTCs and freeze frame data recorded in normal mode are erased. 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 current and pending DTCs.
2. Same DTCs are not set if the ECM does not detect the same malfunction again during the second consecutive driving cycle. However, such malfunctions, detected on only one occasion, are stored as pending DTCs.

1. CHECK DTC (Using Techstream) Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check for DTC(s) and freeze frame data, and then write them down. Check the details of the DTC(s). Refer to «DIAGNOSIS SYSTEM»(ref-387083-S29298654862011022400000) .
2. CLEAR DTC (Using Techstream) Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Press the YES button.
3. CLEAR DTC (Without using Techstream) Perform either one of the following operations. Disconnect the negative battery cable for more than 1 minute. Remove the EFI and ETCS fuses from the engine room No. 1 junction block located inside the engine compartment for more than 1 minute.

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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 replicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, 5 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 simulate 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) Measure Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculate load Calculated load by ECM Vehicle Load Vehicle load Load percentage in terms of maximum intake air flow amount MAF Mass air flow volume If value approximately 0.0 gm/sec.: Mass air flow meter power source circuit open or short VG circuit open or short If value 160.0 gm/sec. or more: E2G circuit open Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F), sensor circuit open If value 140°C (284°F), sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F), sensor circuit open If value 140°C (284°F), sensor circuit shorted Ambient Temperature Ambient temperature - Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Engine coolant temperature at engine start - Initial Intake Air Temp Intake air temperature at engine start - Battery Voltage Battery voltage - Throttle Sensor Volt % Throttle position Read value with power switch ON (IG) (Do not start engine) Throttle Sensor #2 Volt % Throttle sensor positioning #2 - Throttle Sensor Position Throttle sensor positioning Read value with power switch ON (IG) (Do not start engine) Throttle Motor DUTY Throttle actuator - Fuel Press Fuel pressure - FPrs diff / Relief Vlv op Fuel pressure difference between fuel relief valve close and fuel relief valve open - Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder1) Injection volume - Fuel Pump Speed Control Fuel pump speed control status - Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Key-off EVAP system leak detection pump status - Fuel Pressure Target Value Target fuel pressure - Fuel Pump Duty (D4) Fuel pump duty (D4) - High Pres FP Duty High pressure fuel pump duty - HP FP Discharge Rate High pressure fuel pump discharge rate - Injection Way Injection mode - Injection Switching Status Prohibition of changing the D-4S injection method - Injection Timing (D4) Injection timing (D4) - Injection Time (D4) Injection time (D4) - EVAP (Purge) VSV Purge VSV duty ratio - Evap Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learning value of purge density - EVAP System Vent Valve Key-off EVAP system vent valve status - Fuel Pressure Relief Valve Fuel relief valve status - Fuel Filler Opener Fuel filler door status - Fuel Vapor-Containment Valve Fuel vapor-containment valve status - Fuel Lid Fuel lid courtesy switch status - Fuel Lid Switch Fuel filler door opener switch status - EVAP(Purge) VSV EVAP purge VSV - Target Air-Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Fuel trim at A/F sensor (bank 1 sensor 1) - AF Lambda B2S1 Fuel trim at A/F sensor (bank 2 sensor 1) - AFS Voltage B1S1 A/F sensor output (bank 1 sensor 1) Performing Injection Volume (Cylinder 1) 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 (bank 2 sensor 1) Performing Injection Volume (Cylinder 1) 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 (bank 1 sensor 1) - AFS Current B2S1 A/F sensor current (bank 2 sensor 1) - O2S B1S2 Heated oxygen sensor output (bank 1 sensor 2) Performing Injection Volume (Cylinder 1) 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 (bank 2 sensor 2) Performing Injection Volume (Cylinder 1) or Control the Injection Volume for A/F sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 HO2 sensor impedance (bank 1 sensor 2) - O2S Impedance B2S2 HO2 sensor impedance (bank 2 sensor 2) - Short FT #1 Short-term fuel trim (bank 1) Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #1 Long-term fuel trim (bank 1) Overall fuel compensation carried out in long-term to compensate a continual deviation of short-term fuel trim from central valve Total FT #1 Total fuel trim (bank 1) - Short FT #2 Short-term fuel trim (bank 2) Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #2 Long-term fuel trim (bank 2) Overall fuel compensation carried out in long-term to compensate a continual deviation of short-term fuel trim from central valve Total FT #2 Total fuel trim (bank 2) - 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 heated oxygen 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 heated oxygen 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 heated oxygen 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 heated oxygen 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 - VVT Control Status #1 VVT control status (bank 1) - VVT Control Status #2 VVT control status (bank 2) - Catalyst Temp B1S1 Estimated catalyst temperature (bank 1 sensor 1) - Catalyst Temp B2S1 Estimated catalyst temperature (bank 2 sensor 1) - Catalyst Temp B1S2 Estimated catalyst temperature (bank 1 sensor 2) - Catalyst Temp B2S2 Estimated catalyst temperature (bank 2 sensor 2) - Closed Throttle Position SW Closed throttle position switch - Engine Oil Pressure SW Engine oil pressure switch signal Always ON while engine is running 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 - TC and TE1 TC and TE1 terminals of DLC3 - Ignition Trig. Count Ignition counter - Cylinder #1 Misfire Count Cylinder #1 misfire count Displayed in only idling Cylinder #2 Misfire Count Cylinder #2 misfire count Displayed in only idling Cylinder #3 Misfire Count Cylinder #3 misfire count Displayed in only idling Cylinder #4 Misfire Count Cylinder #4 misfire count Displayed in only idling Cylinder #5 Misfire Count Cylinder #5 misfire count Displayed in only idling Cylinder #6 Misfire Count Cylinder #6 misfire count Displayed in only idling All Cylinders Misfire Count All cylinder misfire count Displayed only while idling Misfire RPM Engine speed when misfire occurred - Misfire Load Engine load when misfire occurred - Misfire Margin Margin to detect engine misfire - Electric Fan Motor Electric fan motor status - Idle Fuel Cut Fuel cut idle ON: when throttle valve fully closed and engine speed over 1500 rpm FC TAU Fuel cut during very light load Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Requested Engine Torque Requested engine torque Flag information for hybrid vehicle HV Target Engine Speed HV target engine speed Flag information for hybrid vehicle Actual Engine Torque Actual engine torque Flag information for hybrid vehicle Estimated Engine Torque Estimated engine torque Flag information for hybrid vehicle Engine Run Time Engine run time Flag information for hybrid vehicle Request Engine Run Time Request engine run time Flag information for hybrid vehicle Judge Time Engine Ignition Judgment time for ignition of time Flag information for hybrid vehicle Judge Time Engine Output Judgment time for ignition of output Flag information for hybrid vehicle Fuel Level Fuel level Flag information for hybrid vehicle ISC Learning ISC learning Flag information for hybrid vehicle F/C for Engine Stop Req Fuel cut for engine stop request Flag information for hybrid vehicle Engine Independent Engine Independent operation Flag information for hybrid vehicle Racing Operation Racing operation Flag information for hybrid vehicle Request Warm-up Request engine warm up Flag information for hybrid vehicle Engine Independent Control Engine independently operation Flag information for hybrid vehicle ISC Learning Value ISC learning value Flag information for hybrid vehicle

INSPECTION MODE PROCEDURE

HINT

Before reading the Data List or performing the Active Test using the Techstream, be sure to put the system into the inspection mode using the following procedure.

1. ACTIVATING INSPECTION MODE Not using the Techstream Perform the following steps in 60 seconds. Turn the power switch on (IG). Fully depress the accelerator pedal twice with the transmission in the P position. Fully depress the accelerator pedal twice with the transmission in the N position. Fully depress the accelerator pedal twice with the transmission in the P position. Check that the "MAINTENANCE MODE" on the multi-information display is illuminated in the combination meter. Turn the power switch on (READY). To end inspection mode, turn the power switch off.

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 of 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. Put the engine in inspection mode. Refer to «INSPECTION MODE PROCEDURE»(ref-387083-S36792076252011022400000) . Warm up the engine. Connect the Techstream to the DLC3. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List. Check the values by referring to the table below. Tester Display Measurement Item/Range Normal Condition*1 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: 950 to 1050 rpm: Idling - Calculate Load Calculated load by ECM: Min.: 0%, Max.: 100% 10.0 to 30.0%: Idling 10.0 to 30.0%: Running without load (2500 rpm*2) - Vehicle Load Vehicle load: Min.: 0%, Max.: 25700% Actual vehicle load Load percentage in terms of maximum intake air flow amount MAF Air flow rate from MAF meter: Min.: 0 gm/sec, Max.: 655.35 gm/sec 3.3 to 5.3 gm/sec.: Idling 10 to 16 gm/sec.: 2500 rpm*2 If value approximately 0.0 gm/sec.: Mass air flow meter power source circuit open VG circuit open or short If value 160.0 gm/sec. or more: E2G circuit open Atmosphere Pressure Atmospheric pressure: Min.: 0 kPa, Max.: 255 kPa Approximately 100 kPa: Power switch ON (IG) - Coolant Temp Engine coolant temperature: Min.: -40°C, Max.: 140°C 80 to 105°C (176 to 221°F): After warming up If value -40°C (-40°F): sensor circuit open If value 140°C (284°F): sensor circuit shorted Intake Air Intake air temperature: Min.: -40°C, Max.: 140°C Equivalent to ambient air temperature If value -40°C (-40°F): sensor circuit open If value 140°C (284°F): sensor circuit shorted Ambient Temperature Ambient temperature: Min.: -40°C, Max.: 215°C Actual atmospheric temperature - Engine Run Time Engine run time: Min.: 0 seconds, Max.: 65535 seconds Time after engine start - Initial Engine Coolant Temp Initial engine coolant temperature: Min.: -40°C, Max.: 120°C Coolant temperature when engine started Service data Initial Intake Air Temp Initial intake air temperature: Min.: -40°C, Max.: 120°C Intake air temperature when engine started Service data Battery Voltage Battery voltage: Min.: 0 V, Max.: 65.535 V 9 to 14.5 V: Idling - Throttle Sensor Volt % Throttle position: Min.: 0%, Max.: 100% 12 to 24%: Idling 12 to 24%: 2500 rpm*2 Recognition value for throttle opening angle on ECM Throttle Sensor #2 Volt % Throttle position No. 2 sensor: Min.: 0%, Max.: 100% 40 to 60%: Idling 40 to 60%: 2500 rpm*2 Calculated value based on VTA2 System Guard System guard: ON or OFF - ETCS service data Throttle Idle Position Whether or not throttle position sensor detecting idle: ON or OFF ON: Idling - Throttle Require Position Throttle requirement position: Min.: 0 V, Max.: 5 V 0.5 to 1.0 V: Idling - Throttle Sensor Position Throttle position sensor: Min.: 0%, Max.: 100% 0%: Idling 0%: 2500 rpm*2 Calculated value based on VTA1 Throttle Position No. 1 Throttle position sensor No. 1 output voltage: Min.: 0 V, Max.: 4.98 V - ETCS service data Throttle Position No. 2 Throttle position sensor No. 2 output voltage: Min.: 0 V, Max.: 4.98 V - ETCS service data Throttle Position No. 1 Throttle position No. 1 output voltage: Min.: 0 V, Max.: 5 V 0.6 to 1.2 V: Idling 0.6 to 1.2 V: 2500 rpm*2 - Throttle Position No. 2 Throttle position No. 2 output voltage: Min.: 0 V, Max.: 5 V 2.2 to 3.2 V: Idling 2.2 to 3.2 V: 2500 rpm*2 - Throttle Position Command Throttle position command value: Min.: 0 V, Max.: 4.9804 V 0.5 to 4.8 V ETCS service data Throttle Sens Open Pos #1 Throttle sensor opener position No. 1: Min.: 0 V, Max.: 4.9804 V 0.6 to 1.2 V ETCS service data Throttle Sens Open Pos #2 Throttle sensor opener position No. 2: Min.: 0 V, Max.: 4.9804 V 1.0 to 2.6 V ETCS service data Throttle Sens Open #1(AD) Throttle position sensor No. 1 output voltage (AD): Min.: 0 V, Max.: 4.9804 V 0.6 to 0.9 V ETCS service data Throttle Motor Whether or not throttle actuator control permitted: ON or OFF ON: Idling Read value with power switch ON (IG) (Do not start engine) Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 80 A 0 to 3.0 A: Idling - Throttle Motor DUTY Throttle actuator: Min.: 0%, Max.: 100% 0.5 to 40%: Idling - Throttle Motor Open Duty Throttle actuator opening duty ratio: Min.: 0%, Max.: 100% 0 to 40%: Idling ETCS service data Throttle Motor Close Duty Throttle actuator closed duty ratio: Min.: 0%, Max.: 100% 0 to 40%: Idling ETCS service data Throttle Motor Duty (Open) Throttle actuator opening duty ratio: Min.: 0%, Max.: 100% 0 to 40%: Idling When accelerator pedal depressed, duty ratio increased Throttle Motor Duty (Close) Throttle actuator closed duty ratio: Min.: 0%, Max.: 100% 0 to 40%: Idling When accelerator pedal released quickly, duty ratio increased Throttle Fully Close Learn Throttle valve fully closed (learned value): Min.: 0 V, Max.: 5 V 0.4 to 0.8 V - ETCS Actuator Power Electric throttle control system power input: ON or OFF ON: Idling - +BM Voltage +BM voltage: Min.: 0, Max.: 19.92182 10 to 15 V: Idling ETCS service data Actuator Power Supply Actuator power supply ON or OFF ON: Idling ETCS service data Clutch Current Clutch current: Min.: 0 A, Max.: 2.49 A Unused - Fail Safe Drive Whether or not fail safe function executed: ON or OFF ON: ETCS has failed - Fail Safe Drive (Main CPU) Whether or not fail safe function executed: ON or OFF ON: ETCS has failed - Fuel Press Fuel pressure: Min.: 0 kPa, Max.: 655350 kPa 3 to 5 MPa: Idling 7 to 9 MPa: 2500 rpm*2 - FPrs diff / Relief Vlv op Difference between fuel pressure before and after fuel relief valve operates: Min.: 0 MPa, Max.: 32 MPa - - Injector (Port) Injection period of No. 1 cylinder: Min.: 0 ms, Max.: 32.64 ms 0 to 20 ms: Idling - Injection Volum (Cylinder1) Injection volume (Cylinder 1): Min.: 0 ml, Max.: 2.048 ml 0.05 to 0.15 ml: idling Quantity of fuel injection volume for 10 times Fuel Pump Speed Control Fuel pump speed control status: ON or OFF Idling: ON Active Test support data 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 ON: Vacuum pump operation Active Test support data Fuel Pressure Target Value Target fuel pressure: Min.: 0 MPa, Max.: 32 MPa 3 to 5 MPa: Idling 7 to 9 MPa: 2500 rpm*2 - Fuel Pump Duty (D4) Fuel pump duty (D4): Min.: 0%, Max.: 100% 0 to 40%: Idling - High Pres FP Duty Duty by the high pressure fuel pump Min.: 0%, Max.: 100% - - HP FP Discharge Rate Fuel volume required by the fuel pump (for high pressure): Min.: 0 mm 3 , Max.: 512 mm 3 - - Injection Way Injection mode: Port, Direct, Either, Unset - - Injection Switching Status Prohibition of changing the D-4S injection method OK or NG - - Injection Timing (D4) Injection timing (D4): Min.: -210 CA, Max.: 480 CA 300 to 320 CA: Idling - Injection Time (D4) Injection time (D4): Min.: 0 ms, Max.: 32.64 ms 0.7 to 2.0 msec.: Idling - EVAP (Purge) VSV Purge VSV control duty: Min.: 0%, Max.: 100% 0 to 20%: Idling Order signal from ECM Evap Purge Flow Ratio of evaporative purge flow to intake air volume: Min.: 0%, Max.: 102.4% 0 to 100%: Idling - Purge Density Learn Value Learning value of purge density: Min.: -50, Max.: 350 -30 to 0: Idling - Vapor Pressure Pump Vapor pressure: Min.: 33.853 kPa, Max.: 125.596 kPa - EVAP system pressure monitored by canister pressure sensor Vapor Pressure Tank Vapor pressure: Min.: 0 kPa, Max.: 327.675 kPa Atmospheric pressure: Fuel tank cap removed Pressure inside fuel tank monitored by vapor pressure sensor Vapor pressure (calculated) Vapor pressure (calculated): Min.: -5.632 kPa, Max.: 715.264 kPa - EVAP system pressure monitored by canister pressure sensor EVAP System Vent Valve Key-off EVAP system vent valve status: ON or OFF ON: Vent valve ON Active Test support data Fuel Pressure Relief Valve Fuel relief valve status: ON or OFF ON: Fuel relief valve open Active Test support data Fuel Filler Opener Fuel lid opener motor actuating status: ON or OFF OFF: Motor is not actuated Active Test support data Fuel Vapor-Containment Valve Key-off EVAP system fuel vapor-containment valve status: ON or OFF ON: Fuel vapor-containment valve open Active Test support data Fuel Lid Fuel lid courtesy switch status: Open or Close Close: Fuel filler door closed - Fuel Lid Switch Fuel filler door opener switch status: ON or OFF ON: Fuel filler door open - EVAP Purge VSV VSV status for EVAP control: ON or OFF - Active Test support data Target Air-Fuel Ratio Target air fuel ratio Min.: 0, Max.: 1.999 0.8 to 1.2: Idling Less than 1 (0 to 0.999) = Rich Stoichiometric air-fuel ratio = 1 Greater than 1 (1.001 to 1.999) = Lean 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 Injection Volume (Cylinder 1) 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 Injection Volume (Cylinder 1) 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 (bank 1 sensor 1) current: Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: idling - AFS Current B2S1 A/F sensor (bank 2 sensor 1) current: Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: idling - 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 44 mph (70 km/h) Performing Injection Volume (Cylinder 1) 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 44 mph (70 km/h) Performing Injection Volume (Cylinder 1) or Control the Injection Volume for A/F sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 HO2 impedance bank 1 sensor 2 Min: 0 ohm, Max, 21247.68 ohm 5 to 15000 ohm: Driving by constant vehicle speed - O2S Impedance B2S2 HO2 impedance bank 2 sensor 2 Min: 0 ohm, Max, 21247.68 ohm 5 to 15000 ohm: Driving by constant vehicle speed - 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% -30 to 30% Overall fuel compensation carried out in long-term to compensate 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% -30 to 30% Overall fuel compensation carried out in long-term to compensate 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 Fuel system status (bank 1): OL or CL or OLDRIVE or OLFAULT or CLFAULT CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using heated oxygen 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 heated oxygen sensor, which used for fuel control malfunctioning Fuel System Status #2 Fuel system status (bank 2): OL or CL or OLDRIVE or OLFAULT or CLFAULT CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using heated oxygen 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 heated oxygen sensor, which used for fuel control malfunctioning IGN Advance Ignition timing advance for No. 1 cylinder: Min.: -64 deg., Max.: 63.5 deg. BTDC 8 to 18°: Idling - Knock Feedback Value Feedback value of knocking: Min: -64°CA, Max.: 1984°CA -25 to 0°CA: Driving at 44 mph (70 km/h) Service data Knock Correct Learn Value Correction learning value of knocking: Min: -64°CA, Max.: 1984°CA 3 to 28°CA: Driving at 44 mph (70 km/h) Service data VVT Control Status #1 VVT control (bank 1) status: ON or OFF - Active Test support data VVT Control Status #2 VVT control (bank 2) status: ON or OFF - - VVT Aim Angle #1 VVT aim angle (bank 1): Min.: 0%, Max.: 100% 0 to 100%: Idling VVT duty signal value during intrusive operation VVT Change Angle #1 VVT change angle (bank 1): Min.: 0 DegFR, Max.: 60 DegFR 12 to 18 DegFR: Idling Displacement angle during intrusive operation VVT OCV Duty #1 VVT OCV operation duty (bank 1): Min.: 0%, Max.: 100% 0 to 100%: Idling Requested duty value for intrusive operation VVT Aim Angle #2 VVT aim angle (bank 2): Min.: 0%, Max.: 100% 0 to 100%: Idling VVT duty signal value during intrusive operation VVT Change Angle #2 VVT change angle (bank 2): Min.: 0 DegFR, Max.: 60 DegFR 12 to 18 DegFR: Idling Displacement angle during intrusive operation VVT OCV Duty #2 VVT OCV (bank 2) operation duty: Min.: 0%, Max.: 100% 0 to 100%: Idling Requested duty value for intrusive operation VVT Ex Hold Lrn Val #1 VVT exhaust hold duty ratio learning value (bank 1): Min.: 0%, Max.: 100% 0 to 100%: Idling - VVT Ex Chg Angle #1 VVT exhaust change angle (bank 1) Min.: 0 DegFR, Max.: 60 DegFR 0 DegFR: Idling - VVT Ex OCV Duty #1 VVT exhaust OCV duty (bank 1) Min.: 0%, Max.: 100% 0 to 100%: Idling - VVT Ex Hold Lrn Val #2 VVT exhaust hold duty ratio learning value (bank 2): Min.: 0%, Max.: 100% 0 to 100%: Idling - VVT Ex Chg Angle #2 VVT exhaust change angle (bank 2) Min.: 0 DegFR, Max.: 60 DegFR 0 DegFR: Idling - VVT Ex OCV Duty #2 VVT exhaust OCV duty (bank 2): Min.: 0%, Max.: 100% 0 to 100%: Idling - Catalyst Temp B1S1 Catalyst temperature (bank 1, sensor 1): Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B2S1 Catalyst temperature (bank 2, sensor 1): Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B1S2 Catalyst temperature (bank 1, sensor 2): Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B2S2 Catalyst temperature (bank 2, sensor 2): Min.: -40°C, Max.: 6513.5°C - - Closed Throttle Position SW Closed throttle position switch: ON or OFF ON: Throttle fully closed OFF: Throttle open - Engine Oil Pressure SW Engine oil pressure switch signal: ON or OFF ON: Oil pressure warning light turns ON - Check Mode Check mode: OFF or ON ON: Check mode ON Refer to «CHECK MODE PROCEDURE»(ref-387083-S01377880472011022400000) 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 air-fuel ratio sensor (bank 2): Compl or Incmpl - - A/F Test Results #1 Check mode result for air-fuel ratio sensor (bank 1): Compl or Incmpl - - Complete Parts Monitor Comprehensive component monitor: Not Avl or Avail - - Fuel System Monitor Fuel system monitor: Not Avl or Avail - - Misfire Monitor Misfire monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor Compl or Incmpl - - EGR/VVT Monitor EGR/VVT monitor Not Avl or Avail - - 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/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: Compl or Incmpl - - Component Monitor ENA Comprehensive component monitor: Unable or Enable - - Component Monitor CMPL Comprehensive component monitor: Compl or Incmpl - - Fuel System Monitor ENA Fuel system monitor: Unable or Enable - - Fuel System Monitor CMPL Fuel system monitor: Compl or Incmpl - - Misfire Monitor ENA Misfire monitor: Unable or Enable - - Misfire Monitor CMPL Misfire monitor: Compl or Incmpl - - EGR/VVT Monitor ENA EGR/VVT monitor: Unable or Enable - - EGR/VVT Monitor CMPL EGR/VVT monitor: Compl or Incmpl - - Heater Monitor ENA O2S (A/FS) heater monitor: Unable or Enable - - Heater Monitor CMPL O2S (A/FS) heater monitor: Compl or Incmpl - - O2S(A/FS) Monitor ENA O2S (A/FS) monitor: Unable or Enable - - O2S(A/FS) Monitor CMPL O2S (A/FS) monitor: Compl or Incmpl - - A/C Monitor ENA A/C monitor: Unable or Enable - - A/C Monitor CMPL A/C monitor: Compl or Incmpl - - 2nd Air Monitor ENA 2nd air monitor: Unable or Enable - - 2nd Air Monitor CMPL 2nd air monitor: Compl or Incmpl - - EVAP Monitor ENA EVAP monitor: Unable or Enable - - EVAP Monitor CMPL EVAP monitor: Compl or Incmpl - - Heated Cat Monitor ENA Heated Cat monitor: Unable or Enable - - Heated Cat Monitor CMPL Heated Cat monitor: Compl or Incmpl - - Catalyst Monitor ENA Catalyst monitor: Unable or Enable - - Catalyst Monitor CMPL Catalyst monitor: Compl or Incmpl - - # Codes (Include History) #Codes: Min.: 0, Max.: 255 - Number of DTCs set MIL MIL status: ON or OFF ON: MIL ON - MIL ON Run Distance MIL ON run distance: Min.: 0 miles (0 km), Max.: 40959 miles (65535 km) Distance after DTC detected - Running Time from MIL ON Running time from MIL ON: Min.: 0 minutes, Max.: 65535 minutes Equivalent to running time after MIL ON - Time after DTC Cleared Time after DTC cleared: Min.: 0 minutes, Max.: 65535 minutes Equivalent to time after DTCs erased - Distance from DTC Cleared Distance after DTC cleared: Min.: 0 km, Max.: 65535 km Equivalent to drive distance after DTCs erased - Warmup Cycle Cleard DTC Warm-up cycle after DTC cleared: Min.: 0, Max.: 255 - - OBD Requirements OBD requirement OBD2 - Number of Emission DTC Number of Emission related DTC - - TC and TE1 TC and TE1 terminals of DLC3: ON or OFF - Active Test support data Ignition Trig. Count Ignition counter: Min.: 0, Max.: 800 0 to 800 - Cylinder #1 Misfire Count Misfire ratio of cylinder 1: Min.: 0, Max.: 255 0 This item displayed only during idling Cylinder #2 Misfire Count Misfire ratio of cylinder 2: Min.: 0, Max.: 255 0 This item displayed only during idling Cylinder #3 Misfire Count Misfire ratio of cylinder 3: Min.: 0, Max.: 255 0 This item displayed only during idling Cylinder #4 Misfire Count Misfire ratio of cylinder 4: Min.: 0, Max.: 255 0 This item displayed only during idling Cylinder #5 Misfire Count Misfire ratio of cylinder 5: Min.: 0, Max.: 255 0 This item displayed only during idling Cylinder #6 Misfire Count Misfire ratio of cylinder 6: Min.: 0, Max.: 255 0 This item displayed only during idling All Cylinders Misfire Count All cylinders misfire rate: Min.: 0, Max.: 255 0 to 35 - Misfire RPM Engine speed when misfire occur: Min.: 0 rpm, Max.: 6375 rpm 0 rpm: Misfire 0 - Misfire Load Engine load when misfire occur: Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Misfire Margin Margin to detect engine misfire: Min.: -100%, Max.: 99.22% -100 to 99.22% Misfire detecting margin Electric Fan Motor Electric fan motor: ON or OFF ON: Electric fan motor operating Active Test support data Idle Fuel Cut Fuel cut idle: ON or OFF ON: Fuel cut operating Idle Fuel Cut = "ON" when throttle valve fully closed and engine speed over 2800 rpm FC TAU Fuel cut TAU (Fuel cut during very light load): ON or OFF ON: Fuel cut operating Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Model Code Model code - Identifying model code: GWS191# Engine Type Engine type - Identifying engine type: 2GRFSE Cylinder Number Cylinder number: Min.: 0, Max.: 255 - Identifying cylinder number: 6 Destination Destination - Identifying destination: A (America) Model Year Model year: Min.: 1900, Max.: 2155 - Identifying model year: 200# System Identification System identification - Identifying engine system: HV Requested Engine Torque Requested engine torque: Min.: 0 kW, Max.: 16383.75 kW 0 to 218 kW Flag information for hybrid vehicle HV Target Engine Speed HV target engine speed: Min.: 0 rpm, Max.: 6375 rpm 0 to 6375 rpm Flag information for hybrid vehicle Actual Engine Torque Actual engine torque: Min.: -128 Nm, Max.: 127 Nm - Flag information for hybrid vehicle Estimated Engine Torque Estimated engine torque: Min.: 0 Nm, Max.: 510 Nm 0 to 362 Nm Flag information for hybrid vehicle Engine Run Time Engine run time: Min.: 0 seconds, Max.: 255 seconds 0 to 255 seconds Flag information for hybrid vehicle Request Engine Run Time Request engine run time: Min.: 0 seconds, Max.: 25.5 seconds 0 to 25.5 seconds Flag information for hybrid vehicle Judge Time Engine Ignition Judgment time for ignition of engine: Min.: 0 seconds, Max.: 25.5 seconds 0 to 25.5 seconds Flag information for hybrid vehicle Judge Time Engine Output Judgment time for engine output: Min.: 0 seconds, Max.: 25.5 seconds 0 to 25.5 seconds Flag information for hybrid vehicle Fuel Level Fuel level: Empty or Not Empty - Flag information for hybrid vehicle ISC Learning ISC learning: Compl or Incmpl - Flag information for hybrid vehicle F/C for Engine Stop Req Fuel cut for engine stop request: OFF or ON - Flag information for hybrid vehicle Engine Independent Engine independently operation: Not Opr or Operate - Flag information for hybrid vehicle Racing Operation Racing operation: Not Opr or Operate - Flag information for hybrid vehicle Request Warm-up Request engine warm-up: Not Req or Request - Flag information for hybrid vehicle Engine Independent Control Engine independently control operation: Not Opr or Operate - Flag information for hybrid vehicle ISC Learning Value ISC learning value: Min.: 0 L/s, Max: 19.92 L/s - Flag information for hybrid vehicle HINT: *1: 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: During inspection mode, when the accelerator pedal opening angle is 60% to 100%, the engine is maintained at 2500 rpm *3: Data List values are only displayed when performing the following Active Tests: VVT B1, VVT B2, VVT EX B1 and VVT EX B2. For other Active Test, the Data List value will be 0.
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 of troubleshooting is one method of shortening diagnostic time. The Data List can be displayed during Active Test. Put the engine in inspection mode. Refer to «INSPECTION MODE PROCEDURE»(ref-387083-S36792076252011022400000) . Connect the Techstream to the DLC3. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / 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 the same time Perform test at less than 3000 rpm Injection volume can be changed in 1% graduations within control range Control the Injection Volume for A/F Sensor Change injection volume Lower by 12.5% or increase by 24.8% Perform test at less than 3000 rpm A/F CONTROL enables checking and graphing of A/F (Air Fuel Ratio) sensor and Heated Oxygen (HO2) sensor voltage outputs To conduct test, enter following menus: ACTIVE TEST / A/F CONTROL / USER DATA / AFS Voltage B1S1 and O2S B1S2; then press YES and ENTER followed by F4 Activate the Fuel Pump Speed Control Fuel pump relay control ON/OFF Test possible when following conditions met: Power switch ON (IG) Engine is stopped Activate the VSV for Evap Control Activate purge VSV control ON/OFF - Control the Fuel Pump / Speed Activate fuel pump (C/OPN Relay) ON/OFF Test possible when following conditions met: Power switch ON (IG) Engine is stopped 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 - Control the Electric Cooling Fan Control electric cooling fan ON/OFF Test possible when following conditions met: Power switch ON (IG) Engine is stopped Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Test possible when the following conditions met: Power switch on (IG) Engine is stopped Fully depressing accelerator pedal (Accelerator pedal position: 58 degrees or more) Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Control the VVT Linear (Bank1) 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 (Bank1) 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 (Bank2) Control VVT (bank 2) Between -128 and 127% Engine stall or rough idle when VVT actuator operated by 100%. Test possible during idle. Control the VVT System (Bank2) 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 (Bank1) Control VVT (bank 1) -128 to 127% This valve added to present OCV control duty 100%: Maximum advance -100%: Maximum retard - Control the VVT Exhaust Linear (Bank2) Control exhaust VVT (bank 2) Between -128 and 127% Same as above Control the Injection Timing #1 Control injection timing #1 Between -16°CA and 16°CA Test possible during vehicle stopping and engine idling. Control the Injection Timing #2 Control injection timing #2 Between -16°CA and 16°CA Same as above Control the Injection Timing #3 Control injection timing #3 Between -16°CA and 16°CA Same as above Control the Injection Timing #4 Control injection timing #4 Between -16°CA and 16°CA Same as above Control the Injection Timing #5 Control injection timing #5 Between -16°CA and 16°CA Same as above Control the Injection Timing #6 Control injection timing #6 Between -16°CA and 16°CA Same as above Activate the Vacuum Pump Leak detection pump ON/OFF - Activate the VSV for Vent Valve Vent valve ON/OFF - Activate the Fuel Filler Opener Fuel filler door opener control ON/OFF (ON: Open) Test possible when following conditions met: Power switch ON (IG) Engine is stopped Activate the Fuel Vapor-Containment Valve Fuel vapor-containment valve control ON/OFF (ON: Open, OFF: Close) Test possible when following conditions met: Power switch ON (IG) Engine is stopped Fuel Pressure Relief Valve Open Fuel relief valve open control ON/OFF This test can only operate for 2 seconds. Any key operations are refused for 60 seconds after operation. After power switch is turned ON (IG), this test cannot be operated again until 30 seconds have passed. Refer to DTC P0088. Refer to «DTC P0088: Fuel Rail / System Pressure - Too High»(ref-387087-S37080833702011022400000) . Control the Target Fuel Pressure Control the target fuel pressure Between -12.5 and 24.8% Test possible during vehicle stopping and engine idling Perform test at less than 3000 rpm Control the Injection Way Perform 3 patterns in order to operate fuel injection Either/Port/Direct Test can be performed when both of following conditions are met: Vehicle stopped and engine idling Data List's Injection Switching Status is OK Control the Cylinder#1 Fuel Cut Cylinder #1 injector fuel cut ON/OFF Test possible during vehicle stopping and engine idling. 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 cylinder injector fuel cut ON/OFF Same as above
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. Put the engine in inspection mode. Refer to «INSPECTION MODE PROCEDURE»(ref-387083-S36792076252011022400000) . Connect the Techstream to the DLC3. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility. Perform the System Check by referring to the below. Tester Display Test Part Control Range Diagnostic Note Evaporative System Check (Automatic Mode) Perform 4 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If no DTCs in PENDING CODE after performing this test, system functioning normally Refer to the appropriate EVAP system service information Evaporative System Check (Manual Mode) Perform 4 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less Used to detect malfunctioning parts Refer to the appropriate EVAP system service information

DIAGNOSTIC TROUBLE CODE CHART

HINT

1. Parameters listed in the chart may not be exactly the same as your readings due to the type of instrument or other factors.
2. 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" below.
3. *: MIL flashes when a catalyst damaged misfire is detected.

SFI SYSTEM

See also:
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION - Step 2
• ON-VEHICLE INSPECTION