Engine Control System (Diagnostics - Introduction): Other Lexus GS IV

DEFINITION OF TERMS [03/2012 - ]

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CHECK FOR INTERMITTENT PROBLEMS [03/2012 - ]

HINT

Inspect the ECM using check mode. Intermittent problems are easier to detect with the Techstream when the ECM is in check mode. In check mode, the ECM uses 1 trip detection logic, which is more sensitive to malfunctions than normal mode (default), which uses 2 trip detection logic.

1. Clear the DTCs. Refer to «DTC CHECK / CLEAR [03/2012 - ]»(ref-600436-S38423165432014022400000) .
2. Switch the ECM from normal mode to check mode using the Techstream. Refer to «CHECK MODE PROCEDURE [03/2012 - ]»(ref-600436-S08119784462014022400000) .
3. Perform a simulation test.
4. Check and wiggle the harness(es), connector(s) and terminal(s).

REGISTRATION [03/2012 - ]

Note. The Vehicle Identification Number (VIN) must be input into a replacement ECM.

HINT

The VIN is a 17-digit alphanumeric vehicle identification number. The Techstream is required to register the VIN.

1. DESCRIPTION HINT: This registration section consists of 2 parts: Read VIN and Write VIN. Read VIN: This process allows the VIN stored in the ECM to be read in order to confirm that the 2 VINs, the one provided with the vehicle and stored in the vehicle ECM, are the same. Write VIN: This process allows the VIN to be input into the ECM. If the ECM is changed, or the ECM VIN and vehicle VIN do not match, the VIN can be registered, or overwritten in the ECM by following this procedure.
2. READ VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / VIN / VIN Read.
3. WRITE VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / VIN / VIN Write.

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1. Inspection After Repair Perform learning value reset and idle learning after replacing or servicing parts related to engine operation. Details on procedures required are indicated by an asterisk and a number, and are explained in detail following the table. Part Replaced Engine Operation Learning Value Reset*1 Idle Learning*2 Throttle body with motor assembly*3 Cleaning the deposits from the Throttle body with motor assembly*3 - o o Engine assembly - o o Cylinder head sub-assembly Camshaft (for intake or exhaust camshaft) Camshaft timing gear assembly Piston or piston ring Mass air flow meter Fuel injector assembly Fuel pump Air fuel ratio sensor Heated oxygen sensor Engine coolant temperature sensor Spark plug Ignition coil assembly Air leaks from intake system Gas leaks from exhaust system Confirm the following: Perform learning value reset and idle learning when one or more of the following conditions is met. A DTC was output before component replacement. An air fuel ratio learned value (one of A/F Learn Value Idle, A/F Learn Value Low, A/F Learn Value Mid1, A/F Learn Value Mid2, and A/F Learn Value High) displayed in the Data List was higher than +/- 20% before component replacement. Starting failure, rough idle, or engine stalls after component replacement. o o The items in the list above do not apply. - - Knock sensor*4 - - - o: Necessary. -: Unnecessary. NOTE: Engine learned values cannot be reset by disconnecting the auxiliary battery negative (-) terminal or removing the EFI MAIN and ETCS fuses. *1: Learning Value Reset Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Learning Value Reset. Confirm the following conditions as instructed on the screen. - Power switch on (IG) - Engine stopped - Auxiliary battery voltage is higher than 9 V After confirming, select "Next" and initialize the learned value. HINT: If a message indicating learned value initialization failure is displayed on the screen, confirm the execution conditions, and perform learned value initialization again. After the completion of learned value initialization, confirm the air fuel ratio learned values (A/F Learn Value Idle, A/F Learn Value Low, A/F Learn Value Mid1, A/F Learn Value Mid2, and A/F Learn Value High) in the Data List. Result If 0 is displayed for all the air fuel ratio learned values, initialization has completed correctly. If a value other than 0 is displayed for one of the air fuel ratio learned values, perform initialization again. After initialization, confirm the air fuel ratio learned values. If a value other than 0 is displayed, replace the ECM. *2: Idle Learning Turn the power switch off and wait for at least 30 seconds. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Put the engine in inspection mode (maintenance mode). Refer to «INSPECTION MODE PROCEDURE [03/2012 - ]»(ref-600412-S34816019962014022400000) . Enter the following menus: Powertrain / Engine and ECT / Data List / Primary / Coolant Temp. Start the engine and warm it up until the engine coolant temperature is 70°C (158°F) or higher. Turn the power switch off, and then on (READY). With the shift lever in P, lightly depress the accelerator pedal to start the engine. Wait until the engine stops. HINT: The engine normally stops within 1 minute. However, when the HV battery SOC is low, the engine may remain running for approximately 3 minutes. Enter the following menus: Powertrain / Engine and ECT / Data List / Primary / ISC Learning. Confirm that the display on Techstream is Incmpl. Put the engine in inspection mode (maintenance mode). Refer to «INSPECTION MODE PROCEDURE [03/2012 - ]»(ref-600412-S34816019962014022400000) . Start the engine. Confirm that the idle speed is within the standard range. Standard Engine Idle Speed 950 to 1050 rpm HINT: Be sure to perform this step with all accessories off. Make sure that the shift lever is in P. *3: Perform memory reset and idle learning after replacing the Throttle body with motor assembly or cleaning deposits from the Throttle body with motor assembly. After that, check the idle speed. If the value is out of the specified range, perform the procedure below. WARNING: When performing the confirmation driving pattern, obey all speed limits and traffic laws. HINT: History information for driving and stopping is necessary to update idle learning. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Put the engine in inspection mode (maintenance mode). Refer to «INSPECTION MODE PROCEDURE [03/2012 - ]»(ref-600412-S34816019962014022400000) . Warm up the engine (engine coolant temperature is 80°C (176°F) or higher, air conditioning and all accessories are off) [A]. Drive the vehicle at 10 km/h (6 mph) or more [B]. Idle the engine for 20 seconds or more [C]. Repeat procedure [B] and [C], and check that the idle speed is within the specified range [D]. Standard Engine Idle Speed 950 to 1050 rpm HINT: Be sure to perform this step with all accessories off. Make sure that the shift lever is in P or N. If the idle speed is still out of the specified range, repeat procedure [B] and [C] until the idle speed is within the specified range [E]. *4: Drive the vehicle for a short while after replacing the knock sensor, and check if knocking occurs. If knocking occurs, drive the vehicle until knocking stops.

CHECKING MONITOR STATUS [03/2012 - ]

The purpose of the monitor result (mode 06) is to allow access to the results of on-board diagnostic monitoring tests of specific components/systems that are not continuously monitored. Examples are catalysts and evaporative emissions (EVAP) systems.

The monitor result allows the OBD II scan tool to display the monitor status, test value, minimum test limit and maximum test limit. These data are displayed after the vehicle has been driven to run the monitor.

When the test value is not between the minimum and maximum test limits, the ECM (PCM) interprets this as a malfunction. If the test value is on the borderline of the test limits, the component is likely to malfunction in the near future.

Perform the following procedures to view the monitor status. Although these procedures refer to the Lexus/Toyota Techstream, the monitor status can be checked using a generic OBD II scan tool. Refer to your scan tool operator's manual for specific procedural information.

1. PERFORM MONITOR DRIVE PATTERN Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR [03/2012 - ]»(ref-600436-S38423165432014022400000) . Operate the vehicle in accordance with the applicable drive pattern described in Readiness Monitor Drive Pattern. Refer to «READINESS MONITOR DRIVE PATTERN [03/2012 - ]»(ref-600436-S41908750412014022400000) . Do not turn the power switch off. NOTE: The test results will be lost if the power switch is turned off.
2. ACCESS MONITOR RESULT Enter the following menus: Powertrain / Engine and ECT / Monitor / Current Monitor / Result. Confirm the monitor status for each component. HINT: The monitor status for each component is displayed in the Result column. Pass: The component is functioning normally. Fail: The component is malfunctioning. Display the test results and test values for a monitor by selecting the icon in the Details column for that monitor.
3. CHECK COMPONENT STATUS Compare the Test Value with the minimum test limit (Min Limit) and maximum test limit (Max Limit). If the test value is between the minimum and maximum test limits, the component is functioning normally. If not, the component is malfunctioning. The test value is usually not near the test limits. If the test value is on the borderline of the test limits, the component is likely to malfunction in the near future. HINT: The monitor result might on rare occasions be Pass even if the Malfunction Indicator Lamp (MIL) is illuminated. This indicates the system malfunctioned on a previous driving cycle. This might be caused by an intermittent problem.
4. MONITOR RESULT INFORMATION When using a generic scan tool, multiply the test value by the scaling value. Refer to "Monitor Result" in each DTC related to the monitor. Refer to «DIAGNOSTIC TROUBLE CODE CHART [03/2012 - ]»(ref-600436-S04366444592014022400000) .

READINESS MONITOR DRIVE PATTERN [03/2012 - ]

1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emission related components, and indicate any detected abnormalities using DTCs (Diagnostic Trouble Codes). Since various components need to be monitored during different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors. To view the status, enter the following menus: Powertrain / Engine and ECT / Monitor / Current Monitor / Current. When the status of a Readiness Monitor reads Complete, the necessary conditions have been met for running the performance tests for that Readiness Monitor. A generic OBD II scan tool can also be used to view the Readiness Monitor status. HINT: Many state Inspection and Maintenance (I/M) programs require the status of vehicle Readiness Monitor to show Complete before beginning emission tests. The Readiness Monitor is reset to Incomplete if: The ECM has lost auxiliary battery power or blown a fuse. DTCs have been cleared. The conditions for running the Readiness Monitor have not been met. If the Readiness Monitor status shows Incomplete, follow the appropriate Readiness Monitor Drive Pattern to change the status to Complete. WARNING: Strictly observe posted speed limits, traffic laws, and road conditions when performing these drive patterns. NOTE: These drive patterns represent the fastest method of satisfying all conditions necessary to achieve complete status for each specific Readiness Monitor. In the event of a drive pattern being interrupted (possibly due to factors such as traffic conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still achieve complete status upon completion of the drive pattern. To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed (driving up and down hills and/or sudden acceleration).
2. VVT SYSTEM MONITOR Refer to Confirmation Driving Pattern [P0011]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-600581-S02309654242014022400000) . Refer to Confirmation Driving Pattern [P0014]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-600581-S06321107722014022400000) .
3. CATALYST MONITOR (ACTIVE AIR FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0420]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-600582-S26380320202014022400000) .
4. EVAP SYSTEM MONITOR (KEY OFF TYPE) Refer to Confirmation Driving Pattern [EVAP System]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-600578-S20128055442014022400000) .
5. AIR FUEL RATIO AND HEATED OXYGEN SENSOR MONITORS (ACTIVE AIR FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0136]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-600581-S06715339842014022400000) . Refer to Confirmation Driving Pattern [P2195]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-600578-S26291620732014022400000) .
6. AIR FUEL RATIO AND HEATED OXYGEN SENSOR HEATER MONITORS (FRONT AIR FUEL RATIO AND REAR HEATED OXYGEN SENSOR TYPE) Refer to Confirmation Driving Pattern [P0031]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-600581-S11111013762014022400000) . Refer to Confirmation Driving Pattern [P0037]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-600581-S32656104592014022400000) .

TERMINALS OF ECM [03/2012 - ]

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 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 ms./DIV. Condition Idling
2. WAVEFORM 2 AIR FUEL RATIO SENSOR HEATER: ECM Terminal Name Between HA1A and E04 or HA2A and E05 Tester Range 5 V/DIV, 10 ms./DIV Condition Idling HINT: The wavelength varies in accordance with the engine operating condition.
3. WAVEFORM 3 HEATED OXYGEN SENSOR ECM Terminal Name Between OX1B and E2 or OX2B and E2 Tester Range 0.2 V/DIV., 200 ms./DIV. Condition Engine speed maintained at 2500 rpm for 2 minutes after warming up engine HINT: In Data List, item O2S B1S2 and O2S B2S2 shows the ECM input values from the heated oxygen sensor.
4. WAVEFORM 4 INJECTOR FOR DIRECT INJECTION NO. 1 (TO NO. 6) INJECTION SIGNAL ECM Terminal Name Between #1 (to #6) and E1 Tester Range 2 V/DIV., 20 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases. When the direct injection injectors are operating, Direct is displayed for Injection Way of the Data List.
5. WAVEFORM 5 INJECTOR FOR PORT INJECTION NO. 1 (TO NO. 6) INJECTION SIGNAL: ECM Terminal Name Between #10 (to #60) and E01 Tester Range 20 V/DIV., 1 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases. When the port injection injectors are operating, Port is displayed for Injection Way of the Data List.
6. WAVEFORM 6 KNOCK SENSOR ECM Terminal Name Between KNK1 and EKNK Between KNK2 and EKN2 Tester Range 1 V/DIV., 1 ms./DIV. Condition Engine speed maintained at 4000 rpm after warming up engine HINT: The wavelength becomes shorter as the engine speed increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle.
7. WAVEFORM 7 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 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
8. WAVEFORM 8 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 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
9. WAVEFORM 9 IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM) ECM Terminal Name CH1: Between IGT (1 to 6) and E1 CH2: Between IGF1 and E1 or IGF2 and E1 Tester Range 2 V/DIV., 20 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
10. WAVEFORM 10 PURGE VSV ECM Terminal Name Between PRG and E1 Tester Range 10 V/DIV., 20 ms./DIV. Condition Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
11. WAVEFORM 11 THROTTLE ACTUATOR POSITIVE TERMINAL ECM Terminal Name Between M+ and ME01 Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
12. WAVEFORM 12 THROTTLE ACTUATOR NEGATIVE TERMINAL ECM Terminal Name Between M- and ME01 Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
13. WAVEFORM 13 ENGINE SPEED SIGNAL ECM Terminal Name Between TACH and E1 Tester Range 5 V/DIV., 10 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
14. WAVEFORM 14 INJECTOR FOR DIRECT INJECTION NO. 1 (TO NO. 6) INJECTION SIGNAL AND INJECTION CONFIRMATION SIGNAL ECM Terminal Name CH1: Between #1 or #4 and E1, CH2: Between INJ1 and E1 CH1: Between #2 or #5 and E1, CH2: Between INJ2 and E1 CH1: Between #3 or #6 and E1, CH2: Between INJ3 and E1 Tester Range 2 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases.
15. WAVEFORM 15 FUEL PUMP FOR HIGH PRESSURE (SPILL VALVE) ECM Terminal Name CH1: Between FPD and E1 CH2: Between FPF and E1 Tester Range 2 V/DIV., 5 ms./DIV. Condition Idling with warm engine
16. WAVEFORM 16 CAN COMMUNICATION SIGNAL ECM Terminal Name Between CANH and E1 Between CANP and E1 Tester Range 1 V/DIV., 10 μs/DIV. Condition Power switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
17. WAVEFORM 17 CAN COMMUNICATION SIGNAL ECM Terminal Name Between CANL and E1 Between CANN and E1 Tester Range 1 V/DIV., 10 μs/DIV. Condition Power switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
18. WAVEFORM 18 COOLING FAN CONTROL SIGNAL ECM Terminal Name Between RFC and E1 Tester Range 1 V/DIV., 20 ms./DIV. Condition Power switch on (IG), A/C switch on (max cool) HINT: The wavelength becomes shorter as the engine coolant temperature.

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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 (Engine Control Module) can be then read. OBD II 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 system and components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are stored in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain stored in the ECM memory. To check the DTCs, connect the Techstream to the DLC3. The Techstream displays output DTCs, freeze frame data, and a variety of engine data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections.
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 duplicating 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. DLC3 (Data Link Connector 3) Check the DLC3. Refer to «GENERAL INFORMATION [03/2012 - ]»(ref-600412-S13764201052014022400000) .
5. 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 moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data stored at the time of a malfunction.
6. AUXILIARY BATTERY VOLTAGE Standard voltage 11 to 14 V If voltage is below 11 V, replace or recharge the auxiliary battery.
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 turns 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 power switch is first turned on (IG), check the MIL circuit. Refer to «MIL Circuit»(ref-600578-S07987871012014022400000) .
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 [03/2012 - ]»(ref-600436-S38423165432014022400000) . Turn the power switch off and wait for at least 30 seconds. Turn the power switch on (IG) and turn the Techstream on. Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform the driving pattern after confirming DTC enabling conditions N/A Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU memory limit

CHECK MODE PROCEDURE [03/2012 - ]

HINT

Compared to normal mode, check mode is more sensitive to malfunctions. Therefore, check mode can detect the malfunctions that cannot be detected in normal mode.

Note. All the stored DTCs and freeze frame data are cleared if: 1) the ECM is changed from normal mode to check mode or vice versa; or 2) the power switch is turned from on (IG) to on (ACC) or off while in check mode. Before changing modes, always check and note any DTCs and freeze frame data.

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1. CHECK MODE PROCEDURE Check and ensure the following conditions: Positive (+) auxiliary battery voltage 11 V or more. Accelerator pedal fully released. Shift lever in P. A/C switch off. Turn the power switch off. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Check Mode. Switch the ECM from normal mode to check mode. Make sure that the MIL flashes as shown in the illustration. Turn the power switch on (READY). Make sure that the MIL turns off. Duplicate the conditions of the malfunction described by the customer. Check for DTCs and freeze frame data using the Techstream. Refer to «DTC CHECK / CLEAR [03/2012 - ]»(ref-600436-S38423165432014022400000) .

FAIL-SAFE CHART [03/2012 - ]

If any of the following DTCs are set, the ECM enters fail-safe mode to allow the vehicle to be driven temporarily.

Note. *1: The vehicle can be driven slowly when the accelerator pedal is depressed slowly. If the accelerator pedal is depressed quickly, the vehicle may speed up and slow down erratically. *2: Misfire related fail-safe operations occur when catalyst overheat malfunctions occur.

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1. DATA LIST HINT: Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time. NOTE: In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not. The actual values may differ from the values listed in the chart under "Results of real-vehicle check" due to climate, weather conditions, etc. HINT: Normal Condition: If no conditions are specifically stated for "idling", the shift lever should be in N or P, the A/C switch should be off and all accessory switches should be off. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Put the engine in inspection mode (maintenance mode). Refer to «INSPECTION MODE PROCEDURE [03/2012 - ]»(ref-600412-S34816019962014022400000) . Warm up the engine. Turn the A/C switch off. Turn the power switch off. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List. HINT: To display the list box, press the pull down menu button next to Primary. Then select a measurement group. When you select a measurement group, the ECU data belonging to that group is displayed. Measurement Group List / Description All Data / All data Primary / - Engine Control / Engine control system related data Gas General / - Gas AF Control / Air fuel ratio control system related data Gas AF Control (D4) / Air fuel ratio control system related data Gas AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data Gas Throttle / Gasoline throttle system related data Gas Intake Control / Intake control system related data Gas Valve Control / Valve control system related data Gas Misfire / "Misfire" related data Gas Starting / "Difficult to start" related data Gas Rough Idle / "Rough idle" related data Gas Evaporative / Evaporative system related data Gas CAT Converter / Catalyst converter related data Check Mode / Check mode related data Monitor Status / Monitor status related data Ignition / Ignition system related data Charging Control / Charging control system related data Compression / Data used during "Check the Cylinder Compression" Active Test AT / Automatic transmission system related data Vehicle Information / Vehicle information According to the display on the Techstream, read the Data List. HINT: The title used for each group of Data List items in this repair manual does not appear on the Techstream. However, the name in parentheses after the title, which is a Measurement Group, does appear on the Techstream. When the name shown in parentheses is selected on the Techstream, all the Data List items listed for that group will be displayed. "Result of real-vehicle check" is the assessment of one vehicle. Use it only for reference.
2. Various Vehicle Conditions 1 (All Data) VEHICLE SPEED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Vehicle Speed Vehicle speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Actual vehicle speed Yes Diagnostic Note: This is the current vehicle speed. The vehicle speed is detected using the wheel speed sensors. Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped. To accurately confirm whether the vehicle was stopped or not, use "SPD (SP2)", which is the automatic transmission output speed. ENGINE SPEED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Speed Engine speed/ Min.: 0 rpm, Max.: 16383 rpm 950 to 1050 rpm: Idling Yes Diagnostic Note: When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 or varies greatly from the actual engine speed. CALCULATE LOAD Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Calculate Load Load calculated by ECM/ Min.: 0%, Max.: 100% - Yes Diagnostic Note: This is the engine load calculated based on the estimated intake manifold pressure. Calculate Load = Estimated intake manifold pressure / maximum intake manifold pressure x 100 (%) (For example, when the estimated intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.) VEHICLE LOAD Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Vehicle Load Vehicle load/ Min.: 0%, Max.: 25700% - Yes Diagnostic Note: This is the engine intake air charging efficiency. Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.) HINT: Due to individual engine differences, intake air temperature, etc., the value may exceed 100%. Intake airflow (g/rev.) = Intake airflow (gm/s) x 60 / Engine speed (rpm) (Intake airflow (gm/s) is MAF) MAF Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data MAF Airflow rate from Mass Air Flow (MAF) meter/ Min.: 0 gm/sec, Max.: 655.35 gm/sec 3.0 to 5.0 gm/sec: Idling 8.5 to 12.5 gm/sec: 2500 rpm (without load) Yes Diagnostic Note: This is the intake air amount from the mass air flow meter. ATMOSPHERE PRESSURE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Atmosphere Pressure Atmospheric pressure/ Min.: 0 kPa, Max.: 255 kPa Equivalent to atmospheric pressure (absolute pressure) Yes Diagnostic Note: This value is calculated from the intake air amount. Standard atmospheric pressure: 101 kPa For every 100 m increase in altitude, pressure drops by 1 kPa. This varies by weather. MAP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data MAP Intake manifold pressure/ Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg) 80 to 110 kPa(abs) [600 to 825 mmHg(abs)]: Power switch on (IG) 20 to 40 kPa(abs) [150 to 300 mmHg(abs)]: Idling Yes Diagnostic Note: This is the intake manifold pressure. When the power switch is on (IG), the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa(abs) [760 mmHg(abs)]). As Vapor Pressure Pump together with MAP are almost the same as Atmospheric Pressure when the engine is stopped, these items can be used to help determine if the manifold absolute pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value by comparing the values. COOLANT TEMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Coolant Temp Coolant temperature/ Min.: -40°C, Max.: 140°C 75 to 100°C (167 to 212°F): After warming up Yes Diagnostic Note: This is the engine coolant temperature. HINT: After warming up the engine, the engine coolant temperature is 75 to 100°C. After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted. INTAKE AIR Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Intake Air Intake air temperature/ Min.: -40°C, Max.: 140°C Equivalent to temperature at location of mass air flow meter Yes Diagnostic Note: After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted. ENGINE RUN TIME Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Run Time Engine run time/ Min.: 0 s, Max.: 65535 s Time after engine start Yes Diagnostic Note: This is the time elapsed since the engine started. HINT: The time is counted only while the engine is running. INITIAL ENGINE COOLANT TEMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Initial Engine Coolant Temp Initial engine coolant temperature/ Min.: -40°C, Max.: 215°C - Yes Diagnostic Note: This is the coolant temperature stored when the power switch is turned on (IG). INITIAL INTAKE AIR TEMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Initial Intake Air Temp Initial intake air temperature/ Min.: -40°C, Max.: 140°C - Yes Diagnostic Note: This is the intake air temperature stored when the power switch is turned on (IG). BATTERY VOLTAGE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Battery Voltage Auxiliary battery voltage/ Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling Yes Diagnostic Note: If 11 V or less, characteristics of some electrical components may change.
3. Throttle Control (Gas Throttle) THROTTLE SENSOR VOLT % Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Sensor Volt % Absolute throttle position sensor/ Min.: 0%, Max.: 100% 10 to 22%: Throttle fully closed Yes Diagnostic Note: The throttle position sensor No. 1 output is converted using 5 V = 100%. HINT: If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal. THROTTLE SENSOR #2 VOLT % Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Sensor #2 Volt % Throttle sensor position #2/ Min.: 0%, Max.: 100% 42 to 62%: Throttle fully closed Yes Diagnostic Note: The throttle position sensor No. 2 output is converted using 5 V = 100%. SYSTEM GUARD Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data System Guard System guard/ ON or OFF ON No Diagnostic Note: When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function. OFF: Electronic throttle control is stopped. THROTTLE IDLE POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Idle Position Whether or not throttle position sensor detecting idle/ ON or OFF - No Diagnostic Note: This is a parameter calculated by the ECM. The value is ON when the throttle is at the idle position and OFF when the throttle is open. THROTTLE REQUIRE POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Require Position Required throttle position/ Min.: 0 V, Max.: 4.98 V - No Diagnostic Note: This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No. 1 value except during very rapid throttle valve movement, such as that used during wheelspin control. THROTTLE SENSOR POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Sensor Position Throttle sensor position/ Min.: 0%, Max.: 100% 0%: Throttle fully closed Yes Diagnostic Note: This is the throttle valve opening amount used for engine control. (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idling speed during idling.) This value has no meaning when the power switch is on (IG) and the engine is stopped. The throttle valve opening amount during idling is indicated by 0%. When the throttle valve is fully open, the value is 68%. THROTTLE POSITION NO. 1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Position No. 1 Throttle position sensor No. 1 output voltage/ Min.: 0 V, Max.: 4.98 V Almost same as "Throttle Require Position" 0.5 to 1.1 V: Throttle fully closed 0.6 to 1.4 V: Fail-safe operating No Diagnostic Note: This is the throttle position sensor No. 1 output voltage. THROTTLE POSITION NO. 2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Position No. 2 Throttle position sensor No. 2 output voltage/ Min.: 0 V, Max.: 4.98 V 2.1 to 3.1 V: Throttle fully closed 2.1 to 3.1 V: Fail-safe operating No Diagnostic Note: This is the throttle position sensor No. 2 output voltage. THROTTLE POSITION COMMAND Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Position Command Throttle position command value/ Min.: 0 V, Max.: 4.98 V - No Diagnostic Note: Throttle Position Command is the same value as Throttle Require Position. THROTTLE SENS OPEN POS #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Sens Open Pos #1 Throttle position sensor No. 1/ Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V No Diagnostic Note: This is the throttle position sensor No. 1 output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the power switch on (IG). THROTTLE SENS OPEN POS #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Sens Open Pos #2 Throttle position sensor No. 2/ Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V No Diagnostic Note: This is the throttle position sensor No. 2 output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the power switch on (IG). THROTTLE MOTOR CURRENT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Motor Current Throttle actuator current/ Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling No Diagnostic Note: When this value is large but the actual opening angle (Throttle Position No. 1) does not reach the target opening angle (Throttle Require Position), there is an "unable to open" malfunction. This value normally fluctuates around 1 A. THROTTLE MOTOR DUTY Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Motor DUTY Throttle actuator/ Min.: 0%, Max.: 100% 10 to 22%: Idling Yes Diagnostic Note: This is the output duty ratio of the throttle actuator drive circuit. THROTTLE MOTOR DUTY (OPEN) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Motor Duty (Open) Throttle actuator duty ratio (open)/ Min.: 0%, Max.: 255% 0 to 40%: Idling No Diagnostic Note: This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal. When the throttle valve is being opened, Throttle Motor Duty (Open) is 20 to 30%. THROTTLE MOTOR DUTY (CLOSE) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Motor Duty (Close) Throttle actuator duty ratio (close)/ Min.: 0%, Max.: 255% 0 to 40%: Idling No Diagnostic Note: This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. HINT: During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve. THROTTLE FULLY CLOSE LEARN Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Fully Close Learn Throttle valve fully closed position (learned value)/ Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal released No Diagnostic Note: The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the power switch is on (IG), the accelerator pedal is released and the throttle actuator is off). Learning is performed immediately after the power switch is turned to on (IG). +BM VOLTAGE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data +BM Voltage +BM voltage/ Min.: 0 V, Max.: 79.998 V 11 to 14 V: Power switch on (IG) and system normal No Diagnostic Note: This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P2118 (open circuit) and P0657 (short circuit, ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the power switch is turned off). ACTUATOR POWER SUPPLY Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Actuator Power Supply Actuator power supply/ ON or OFF ON: Idling No Diagnostic Note: If +BM power is lost, this item changes to OFF. THROTTLE POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Position Throttle valve opening angle/ Min.: 0 deg, Max.: 499.99 deg - Yes Diagnostic Note: This value has no meaning when the power switch is on (IG) and the engine is stopped.
4. Idle Speed Control (Gas Rough Idle) ISC FLOW Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ISC Flow Flow rate calculated using information from MAF (mass air flow) meter/ Min.: 0 L/s, Max.: 79.99 L/s - Yes Diagnostic Note: This is the total ISC airflow amount (the amount of intake air necessary to maintain idling). HINT: ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount ISC POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ISC Position Requested throttle opening amount calculated using ISC control/ Min.: 0 deg, Max.: 499.99 deg - Yes Diagnostic Note: This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow). ISC FEEDBACK VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ISC Feedback Value ISC feedback amount/ Min.: -40 L/s, Max.: 39.99 L/s - Yes Diagnostic Note: This is the feedback amount necessary to adjust the airflow amount to maintain the target idling speed. HINT: When the idling speed differs from the target, the feedback amount is adjusted. If the feedback amount becomes more than a certain value, this will be reflected in the ISC learned airflow value. ISC LEARNING VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ISC Learning Value ISC learned airflow value/ Min.: -40 L/s, Max.: 39.99 L/s - Yes Diagnostic Note: This is the learned value of the airflow amount necessary for engine idling. HINT: If ISC Feedback Value becomes more than a certain value, this will be reflected in ISC Learning Value. ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount ELECTRIC LOAD FEEDBACK VAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Electric Load Feedback Val Compensation flow rate according to electrical load/ Min.: -40 L/s, Max.: 39.99 L/s - Yes Diagnostic Note: This is the ISC compensation amount determined according to the electrical load. AIR CONDITIONER FB VAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Air Conditioner FB Val Compensation flow rate according to air conditioner load/ Min.: -40 L/s, Max.: 39.99 L/s - Yes Diagnostic Note: This is the ISC compensation amount determined according to the air conditioner load. LOW REVOLUTION CONTROL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Low Revolution Control Low engine speed control operation state/ ON or OFF - Yes Diagnostic Note: This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 rpm). 900 rpm (when the engine coolant temperature is 10°C (50°F)) 850 rpm (when the engine coolant temperature is 30°C (86°F)) 750 rpm (when the engine coolant temperature is 60°C (140°F)) Before 5 seconds elapse after starting the engine, this parameter indicates the status of the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the status of the current trip. HINT: The engine is considered to have started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after starting the engine, this parameter changes to ON and remains ON for the rest of the trip. ON: The engine speed decreased immediately after starting the engine. OFF: The engine speed did not decrease immediately after starting the engine. For use when engine stall, starting problems or rough idle is present. ENG STALL CONTROL FB FLOW Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Eng Stall Control FB Flow Intake air compensation flow rate/ Min.: -40 L/s, Max.: 39.99 L/s - Yes Diagnostic Note: The intake air amount and ignition timing are adjusted when there is a large decrease in engine speed (for example, a decrease to 550 rpm or less) in order to prevent engine stall. For use when engine stall, starting problems or rough idle is present. DEPOSIT LOSS FLOW Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Deposit Loss Flow Flow loss due to deposits/ Min.: -40 L/s, Max.: 39.99 L/s - Yes Diagnostic Note: This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when the engine stalls, is difficult to start, or idles roughly.
5. Fuel System 1 (Gas General) FUEL PRESS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Press Fuel pressure/ Min.: 0 kPa (0 kgf/cm2, 0 psi), Max.: 655350 kPa (6683 kgf/cm2, 95050 psi) 1800 to 2800 kPa (18.4 to 28.6 kgf/cm2, 261 to 406 psi): Idling Yes Diagnostic Note: This item indicates the fuel pressure on the high-pressure side. FUEL PUMP DUTY Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Pump Duty Fuel pump duty/ Min.: 0%, Max.: 399.9% - Yes FUEL RETURN PIPE VALVE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Return Pipe Valve Fuel Return Pipe Valve/ OPEN / OFF - Yes INJECTOR (PORT) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Injector (Port) Injection period of the No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs 700 to 1600 μs Yes Diagnostic Note: This is the injection period of the No. 1 cylinder (the command value from the ECM). INJECTION VOLUM (CYLINDER 1) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Injection Volum (Cylinder 1) Injection volume (cylinder 1)/ Min.: 0 ml, Max.: 2.047 ml 0.05 to 0.15 ml Yes Diagnostic Note: This is the fuel injection volume for 10 injections.
6. EVAP System 1 (All Data) VACUUM PUMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Vacuum Pump Key-off EVAP system pump status/ ON or OFF - Yes Diagnostic Note: This item changes to ON during the key-off EVAP monitor which is performed approximately 5 hours after the power switch is turned off.
7. Fuel System [D4] (Gas AF Control (D4)) FUEL PRESSURE TARGET VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Pressure Target Value Target fuel pressure/ Min.: 0 MPa, Max.: 65.535 MPa 1.3 to 3.3 MPa (13 to 34 kgf/cm2, 185 to 483 psi): Idling Yes Diagnostic Note: This item indicates the target fuel pressure for the high-pressure fuel pump. FUEL PUMP DUTY (D4) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Pump Duty (D4) Fuel pump duty ratio/ Min.: 0%, Max.: 127.5% 0 to 40%: Idling Yes Diagnostic Note: This item indicates the duty ratio to the electromagnetic spill valve. HP FP DISCHARGE RATE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data HP FP Discharge Rate Fuel volume required by the high pressure fuel pump/ Min.: 0 ml, Max.: 2.048 ml 0.04 to 0.08 ml: Idling Yes Diagnostic Note: This item indicates the high-pressure fuel pump discharge amount. INJECTION WAY Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Injection Way Injection mode/ Port / Direct / Either - Yes Diagnostic Note: This item indicates the injection mode. INJECTION SWITCHING STATUS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Injection Switching Status Prohibition of changing the D-4S injection method/ OK or NG - Yes Diagnostic Note: This item indicates whether the Control the Injection Way Active Test is prohibited. INJECTION TIMING (D4) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Injection Timing (D4) Injection timing/ Min.: -3276.8°CA, Max.: 3276.7°CA 320 to 340°CA: Idling Yes Diagnostic Note: This item indicates the injection timing of the main injector. INJECTION TIME (D4) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Injection Time (D4) Injection time/ Min.: 0 μs, Max.: 65535 μs 700 to 2000 μs: Idling Yes Diagnostic Note: This item indicates the last injection time of the injector for the number 1 cylinder.
8. EVAP System 2 (Gas Evaporative) EVAP (PURGE) VSV Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data EVAP (Purge) VSV Purge VSV control duty/ Min.: 0%, Max.: 100% - Yes Diagnostic Note: This is the command signal from the ECM. This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed. *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV. When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%. EVAP PURGE FLOW Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Evap Purge Flow Purge flow/ Min.: 0%, Max.: 399.9% - Yes Diagnostic Note: This is the percentage of total engine airflow contributed by EVAP purge operation. (Evap Purge Flow = Purge flow / Engine airflow x 100 (%)) It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV. PURGE DENSITY LEARN VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Purge Density Learn Value Purge density learned value/ Min.: -200, Max.: 199.993 - Yes Diagnostic Note: Purge Density Learn Value is the proportion of the decrease in injection volume (based on the change in the air-fuel ratio feedback compensation value) related to a 1% purge flow rate. When Purge Density Learn Value is a large negative value, the purge effect is large. The purge density is determined from the change in the air-fuel ratio feedback compensation value when purge flow is introduced. Purge density learning is performed so that the feedback compensation value is 0 +/-2%. HINT: Usually, the value is approximately +/-1%. 1%: The concentration of HC in the purge gas is relatively low. 0%: The concentration of HC in the purge gas is approximately equal to the stoichiometric air-fuel ratio. Large negative values indicate that the concentration of HC in the purge gas is relatively high. VAPOR PRESSURE PUMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Vapor Pressure Pump Vapor pressure/ Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10814.17 mmHg) Approximately 100 kPa (750 mmHg): Power switch on (IG) No Diagnostic Note: This is the EVAP system pressure monitored by the canister pressure sensor. HINT: Except for when the monitor is running, this value should be approximately the same as atmospheric pressure. As Vapor Pressure Pump is almost the same as atmospheric pressure when the engine is stopped, this item can be used to help determine if the canister pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value. VAPOR PRESSURE (CALCULATED) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Vapor Pressure (Calculated) Calculated EVAP system pressure/ Min.: -720.896 kPa (-5407.167 mmHg), Max.: 720.874 kPa (5407.002 mmHg) Approximately 100 kPa (750 mmHg): Power switch on (IG) No EVAP SYSTEM VENT VALVE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data EVAP System Vent Valve Key-off EVAP system vent valve status/ ON or OFF OFF: Vent ON: Closed Yes EVAP PURGE VSV Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data EVAP Purge VSV VSV status for EVAP control/ ON or OFF - Yes Diagnostic Note: This parameter displays ON when EVAP (Purge) VSV is 30% or more, and displays OFF when the VSV duty ratio is less than 30%. PURGE CUT VSV DUTY Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Purge Cut VSV Duty Purge cut VSV duty/ Min.: 0%, Max.: 399.9% - Yes
9. Air Fuel Ratio Control 1 (All Data) TARGET AIR-FUEL RATIO Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Target Air-Fuel Ratio Target air fuel ratio/ Min.: 0, Max.: 1.99 0.8 to 1.2: During idling Yes Diagnostic Note: This is the target air-fuel ratio used by the ECM. 1.0 is the stoichiometric air-fuel ratio. Values that are more than 1 indicate the system attempting to make the air-fuel ratio leaner. Values that are less than 1 indicate the system attempting to make the air-fuel ratio richer. Target Air-Fuel Ratio and AF Lambda B1S1 (B2S1) are related.
10. Air Fuel Ratio Control 2 (Gas AF O2 Sensor) AF LAMBDA B1S1, B2S1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data AF Lambda B1S1 AF Lambda B2S1 Output air-fuel ratio associated with Bank 1 Sensor 1 (Bank 2 Sensor 1)/ Min.: 0, Max.: 1.99 Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air fuel ratio Value more than 1 (1.001 to 1.999) = Lean Yes Diagnostic Note: This is the actual air-fuel ratio calculated based on the air-fuel ratio sensor output. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor. Results of real-vehicle check when performing the Active Test: Injection Volume: +/-0% AF Lambda B1S1: 0.99 AFS Voltage B1S1: 3.29 V AFS Current B1S1: 0.00 mA O2S B1S2: 0.43 V Injection Volume: -12.5% AF Lambda B1S1: 1.16 AFS Voltage B1S1: 3.85 V AFS Current B1S1: 0.20 mA O2S B1S2: 0.015 V Injection Volume: +12.5% AF Lambda B1S1: 0.89 AFS Voltage B1S1: 2.59 V AFS Current B1S1: - 0.27 mA O2S B1S2: 0.94 V AFS VOLTAGE B1S1, B2S1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data AFS Voltage B1S1 AFS Voltage B2S1 Air fuel ratio sensor output voltage for Bank 1 Sensor 1 (Bank 2 Sensor 1)/ Min.: 0 V, Max.: 7.99 V 2.6 to 3.8 V: Idling Yes Diagnostic Note: This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current below for the actual sensor output). Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor. AFS CURRENT B1S1, B2S1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data AFS Current B1S1 AFS Current B2S1 Air fuel ratio sensor output current for Bank 1 Sensor 1 (Bank 2 Sensor 1)/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Yes Diagnostic Note: With a stoichiometric air-fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA. When the value is outside the range of 0.47 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit. A/F HEATER DUTY #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Heater Duty #1 A/F Heater Duty #2 Air fuel ratio sensor heater duty ratio for Bank 1 (Bank 2)/ Min.: 0%, Max.: 100% 0 to 100% Yes Diagnostic Note: When the value is any value except 0%, current is being supplied to the heater. O2S B1S2, B2S2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data O2S B1S2 O2S B2S2 Heated oxygen sensor output voltage for Bank 1 Sensor 2 (Bank 2 Sensor 2)/ Min.: 0 V, Max.: 1.275 V 0 to 0.9 V Yes Diagnostic Note: This is the output voltage of the HO2 sensor. Values close to 0 V indicate an air-fuel ratio leaner than the stoichiometric ratio. Values close to 1 V indicate an air-fuel ratio richer than the stoichiometric ratio. During air-fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor. Results of real-vehicle check when performing the Active Test: Injection Volume: -12.5% AF Lambda B1S1: 1.16 AFS Voltage B1S1: 3.85 V AFS Current B1S1: 0.20 mA O2S B1S2: 0.06 V Injection Volume: +12.5% AF Lambda B1S1: 0.89 AFS Voltage B1S1: 2.59 V AFS Current B1S1: - 0.27 mA O2S B1S2: 0.94 V O2S IMPEDANCE B1S2, B2S2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data O2S Impedance B1S2 O2S Impedance B2S2 Heated oxygen sensor impedance for Bank 1 Sensor 2 (Bank 2 Sensor 2)/ Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm Yes Diagnostic Note: After driving approx. 10 min. in an urban area: 5 to 15000 ohm HINT: When the value is outside the range of 5 to 15000 ohm, there is a problem in the heated oxygen sensor or sensor circuit. Generally, the value is 50 to 200 ohm. O2 HEATER B1S2, B2S2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data O2 Heater B1S2 O2 Heater B2S2 Heated oxygen sensor heater for Bank 1 Sensor 2 (Bank 2 Sensor 2)/ Active or Not Act - Yes O2 HEATER CURR VAL B1S2, B2S2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data O2 Heater Curr Val B1S2 O2 Heater Curr Val B2S2 Heated oxygen sensor current for Bank 1 Sensor 2 (Bank 2 Sensor 2)/ Min.: 0 A, Max.: 4.9 A - Yes Diagnostic Note: When the value is any value except 0 A, current is being supplied to the heater. SHORT FT #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Short FT #1 Short FT #2 Short-term fuel trim for bank 1 (bank 2)/ Min.: -100%, Max.: 99.2% -15 to +15% Yes Diagnostic Note: This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback. It is possible to check this value for each bank. LONG FT #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Long FT #1 Long FT #2 Long-term fuel trim for bank 1 (bank 2)/ Min.: -100%, Max.: 99.2% -15 to +15% Yes Diagnostic Note: The ECM will learn the Long FT values based on Short FT. The goal is to keep Short FT at 0% to keep the A/F mixture at the stoichiometric ratio. This value is used to determine whether the air-fuel ratio control system is malfunctioning (it is possible to check this value for each bank). The condition of the system is determined based on the sum of Short FT and Long FT (excluding times when the system is in transition). +15% or more: The air-fuel ratio may be lean. -15 to +15%: The air-fuel ratio can be determined to be normal. -15% or less: The air-fuel ratio may be rich. Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT" indicates the learned value for the current operating range. [A/F Learn Value Idle], [A/F Learn Value Low], [A/F Learn Value Mid1], [A/F Learn Value Mid2] and [A/F Learn Value High] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT" indicates the current engine operating range. A/F LEARN VALUE IDLE #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Value Idle #1 A/F Learn Value Idle #2 Air fuel ratio learn value of idle area (bank 1 or bank 2)/ Min.: -50%, Max.: 49.6% -15 to 15% Yes Diagnostic Note: Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher). A/F LEARN VALUE LOW #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Value Low #1 A/F Learn Value Low #2 Air fuel ratio learn value of low load area (bank 1 or bank 2)/ Min.: -50%, Max.: 49.6% -15 to 15% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts). A/F LEARN VALUE MID1 #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Value Mid1 #1 A/F Learn Value Mid1 #2 Air fuel ratio learn value of middle1 load area (bank 1 or bank 2)/ Min.: -50%, Max.: 49.6% -15 to 15% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts). A/F LEARN VALUE MID2 #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Value Mid2 #1 A/F Learn Value Mid2 #2 Air fuel ratio learn value of middle2 load area (bank 1 or bank 2)/ Min.: -50%, Max.: 49.6% -15 to 15% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts). A/F LEARN VALUE HIGH #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Value High #1 A/F Learn Value High #2 Air fuel ratio learn value of high load area (bank 1 or bank 2)/ Min.: -50%, Max.: 49.6% -15 to 15% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts). A/F LEARN VAL LOW #1 (DUAL), #2 (DUAL) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Val Low #1 (Dual) A/F Learn Val Low #2 (Dual) Air fuel ratio learn value of low load area (dual, bank 1 or bank 2)/ Min.: -50%, Max.: 49.6% -15 to 15% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts) A/F LEARN VAL MID1 #1 (DUAL), #2 (DUAL) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Val Mid1 #1 (Dual) A/F Learn Val Mid1 #2 (Dual) Air fuel ratio learn value of middle1 load area (dual, bank 1 or bank 2)/ Min.: -50%, Max.: 49.6% -15 to 15% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts). A/F LEARN VAL MID2 #1 (DUAL), #2 (DUAL) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Val Mid2 #1 (Dual) A/F Learn Val Mid2 #2 (Dual) Air fuel ratio learn value of middle2 load area (dual, bank 1 or bank 2)/ Min.: -50%, Max.: 49.6% -15 to 15% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts). A/F LEARN VAL HIGH #1 (DUAL), #2 (DUAL) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Val High #1 (Dual) A/F Learn Val High #2 (Dual) Air fuel ratio learn value of high load area (dual, bank 1 or bank 2)/ Min.: -50%, Max.: 49.6% -15 to 15% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts). TOTAL FT #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Total FT #1 Total FT #2 Total fuel trim for bank 1 (bank 2)/ Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling Yes Diagnostic Note: Total FT #1 = Short FT #1 + Long FT #1 Total FT #2 = Short FT #2 + Long FT #2 FUEL SYSTEM STATUS #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel System Status #1 Fuel System Status #2 Fuel system status for bank 1 (bank 2)/ OL, CL, OL Drive, OL Fault or CL Fault CL: Idling after warming up Yes Diagnostic Note: OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Uses feedback to perform fuel control. OL Drive: Open loop due to driving conditions (fuel enrichment). OL Fault: Open loop due to a detected system fault. CL Fault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. CL (Closed Loop): During air-fuel ratio feedback control, AF Lambda B1S1 is approximately 1.0 and AFS Voltage B1S1 is approximately 3.3 V.
11. Ignition System (Ignition) IGN ADVANCE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data IGN Advance Ignition timing advance for No. 1 cylinder/ Min.: -64 deg., Max.: 63.5 deg. BTDC 5 to 22 deg.: Idling Yes KNOCK FEEDBACK VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Knock Feedback Value Knocking feedback value/ Min.: -1024° CA, Max.: 1023.9° CA - Yes Diagnostic Note: This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock Feedback Value*3 + each compensation amount Example: 21°CA = 10° + 14° - 3° *1: The most retarded timing value is a constant determined by the engine speed and engine load. *2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3°CA as possible. When Knock Feedback Value is less than -4°CA, Knock Correct Learn Value is slowly decreased. When Knock Feedback Value is more than -2°CA, Knock Correct Learn Value is slowly increased. *3: The base value is -3°CA and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased. -1°CA: There is no knocking and ignition timing is advanced. -6°CA: Knocking is present and the ignition timing is being retarded. HINT: If Knock Feedback Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3°CA), it can be determined that knocking is not being detected. Possible Causes: There is a problem with the knock sensor sensitivity. The knock sensor is improperly installed. There is a problem with a wire harness. KNOCK CORRECT LEARN VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Knock Correct Learn Value Knocking correction learned value/ Min.: -1024° CA, Max.: 1023.9° CA - Yes Diagnostic Note: Refer to "Knock Feedback Value". When there is knocking or a lack of power, compare the following values to another vehicle of the same model. Engine speed Calculate Load IGN Advance Knock Feedback Value Knock Correct Learn Value Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced. Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded. HINT: When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.). IDLE SPARK ADVN CTRL #1 TO #6 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Idle Spark Advn Ctrl #1 Idle Spark Advn Ctrl #2 Idle Spark Advn Ctrl #3 Idle Spark Advn Ctrl #4 Idle Spark Advn Ctrl #5 Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 1 to No. 6)/ Min.: 0° CA, Max.: 15.93° CA - Yes Diagnostic Note: This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
12. VVT Control 1 (All Data) ACTUAL VVT ANGLE #1, 2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Actual VVT Angle #1 Actual VVT Angle #2 VVT displacement angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.99 DegFR - Yes Diagnostic Note: This is the VVT displacement angle for intake camshaft. This is only available in Freeze Frame Data. ACTUAL VVT EX ANGLE #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Actual VVT Ex Angle #1 Actual VVT Ex Angle #2 Exhaust VVT displacement angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.99 DegFR - Yes Diagnostic Note: This is the VVT displacement angle for exhaust camshaft. This is only available in Freeze Frame Data.
13. VVT Control 2 (Gas Valve Control) VVT CONTROL STATUS #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT Control Status #1 VVT Control Status #2 Variable Valve Timing (VVT) control status for bank 1 (bank 2)/ ON or OFF - Yes Diagnostic Note: ON: The ECM is sending commands to change the timing (even when the timing is advanced, when the timing is being maintained and not being retarded or advanced any further, the value changes to OFF). OFF: The system is commanding the timing to change to the most retarded timing. VVT ADVANCE FAIL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT Advance Fail VVT control failure status/ ON or OFF ON: VVT control failure Yes Diagnostic Note: ON: There is an intake VVT timing advance malfunction. VVT AIM ANGLE #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT Aim Angle #1 VVT Aim Angle #2 VVT hold duty learned value for bank 1 (bank 2)/ Min.: 0%, Max.: 100% - No Diagnostic Note: This value represents the duty ratio necessary to operate the camshaft timing oil control valve in order to block the camshaft timing oil control valve path and maintain the advanced state of the VVT controller. This is only available during the Active Test. Refer to "VVT OCV Duty #1, #2". VVT CHANGE ANGLE #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT Change Angle #1 VVT Change Angle #2 VVT displacement angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR - No Diagnostic Note: This is the VVT displacement angle during forced operation. This is only available during the Active Test. By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor signal is being output. Refer to "VVT OCV Duty #1, #2". VVT OCV DUTY #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT OCV Duty #1 VVT OCV Duty #2 VVT camshaft timing oil control valve operation duty for bank 1 (bank 2)/ Min.: 0%, Max.: 100% - No Diagnostic Note: This is the requested duty value for forced operation. This is only available during the Active Test. Results of the real-vehicle check when performing the Control the VVT Linear (Bank 1) Active Test: VVT OCV Duty #1 = 0%, VVT Change Angle #1 = 0 DegFR ↓ VVT OCV Duty #1 = 30%, VVT Change Angle #1 = 0 DegFR ↓ VVT OCV Duty #1 = 70%, VVT Change Angle #1 = 40.7 DegFR ↓ VVT OCV Duty #1 = 100%, VVT Change Angle #1 = 40.7 DegFR ↓ VVT OCV Duty #1 = 32%, VVT Change Angle #1 = 0 DegFR After the above test, VVT Aim Angle #1 = 40.4%. VVT EX HOLD LRN VAL #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT Ex Hold Lrn Val #1 VVT Ex Hold Lrn Val #2 VVT exhaust hold duty ratio learned value for bank 1 (bank 2)/ Min.: 0%, Max.: 100% - No Diagnostic Note: This value represents the duty ratio necessary to operate the camshaft timing oil control valve in order to block the camshaft timing oil control valve path and maintain the advanced state of the VVT controller. This is only available during the Active Test. Refer to "VVT Ex OCV Duty #1, #2". VVT EX CHG ANGLE #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT Ex Chg Angle #1 VVT Ex Chg Angle #2 VVT exhaust displacement angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR - No Diagnostic Note: This is the displacement angle during forced operation. Refer to "VVT Ex OCV Duty #1, #2". VVT EX OCV DUTY #1, #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT Ex OCV Duty #1 VVT Ex OCV Duty #2 VVT exhaust camshaft timing oil control valve duty for bank 1 (bank 2)/ Min.: 0%, Max.: 100% - No Diagnostic Note: This is the requested duty value for forced operation. This is only available during the Active Test. Results of the real-vehicle check when performing the Control the VVT Exhaust Linear (Bank 1) Active Test: VVT Ex OCV Duty #1 = 0%, VVT Ex Chg Angle #1 = 0 DegFR ↓ VVT Ex OCV Duty #1 = 30%, VVT Ex Chg Angle #1 = 0 DegFR ↓ VVT Ex OCV Duty #1 = 70%, VVT Ex Chg Angle #1 = 35.7 DegFR ↓ VVT Ex OCV Duty #1 = 100%, VVT Ex Chg Angle #1 = 35.7 DegFR ↓ VVT Ex OCV Duty #1 = 27.4%, VVT Ex Chg Angle #1 = 0 DegFR After the above test, VVT Ex Hold Lrn Val #1 = 39.5%.
14. VN Turbo (All Data) VN TURBO TYPE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VN Turbo Type VN turbo type/ Not Avl, Commo, Vacuum or CAN Com Not Avl No
15. Catalyst (Gas CAT Converter) CATALYST TEMP B1S1, B2S1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Catalyst Temp B1S1 Catalyst Temp B2S1 Catalyst temperature for bank 1 sensor 1 (bank 2 sensor 1)/ Min.: -40°C, Max.: 6513.5°C - Yes Diagnostic Note: This is the temperature of the front catalyst estimated by the ECM. This value is included in the conditions used to detect catalyst deterioration (DTC P0420, P0430), etc., and should therefore be used as a reference when recreating malfunction conditions. CATALYST TEMP B1S2, B2S2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Catalyst Temp B1S2 Catalyst Temp B2S2 Catalyst temperature for bank 1 sensor 2 (bank 2 sensor 2)/ Min.: -40°C, Max.: 6513.5°C - Yes Diagnostic Note: This is the temperature of the rear catalyst estimated by the ECM.
16. Various Vehicle Conditions 2 (All Data) CLOSED THROTTLE POSITION SW Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Closed Throttle Position SW Closed throttle position switch/ ON or OFF ON: Throttle fully closed OFF: Throttle open Yes FUEL CUT CONDITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Cut Condition Fuel cut condition/ ON or OFF ON: Fuel cut operating Yes
17. Check Mode (Check Mode) CHECK MODE Tester Display Measurement Item/Range Normal Condition Diagnostic Note Stored as Freeze Frame Data Check Mode Check mode/ ON or OFF ON: Check mode on Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE [03/2012 - ]»(ref-600436-S08119784462014022400000) . No Misfire Test Result Check mode result for misfire monitor/ Compl or Incmpl - - No OXS1 Test Result Check mode result for heated oxygen sensor (Bank 1)/ Compl or Incmpl - - No OXS2 Test Result Check mode result for heated oxygen sensor (Bank 2)/ Compl or Incmpl - - No A/F Test Results #2 Check mode result for air fuel ratio sensor (Bank 2)/ Compl or Incmpl - - No A/F Test Results #1 Check mode result for air fuel ratio sensor (Bank 1)/ Compl or Incmpl - - No
18. Test Result (Monitor Status) MONITOR INFORMATION 1 Tester Display Measurement Item/Range Normal Condition Diagnostic Note Stored as Freeze Frame Data Complete Parts Monitor Comprehensive component monitor/ Not Avl or Avail - *1 No Fuel System Monitor Fuel system monitor/ Not Avl or Avail - *1 No Misfire Monitor Misfire monitor/ Not Avl or Avail - *1 No EGR/VVT Monitor EGR/VVT monitor/ Not Avl or Avail - *1 No EGR/VVT Monitor EGR/VVT monitor/ Compl or Incmpl - *1 No O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor/ Not Avl or Avail - *1 No O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor/ Compl or Incmpl - *1 No O2S(A/FS) Monitor O2S (A/FS) monitor/ Not Avl or Avail - *1 No O2S(A/FS) Monitor O2S (A/FS) monitor/ Compl or Incmpl - *1 No A/C Monitor A/C monitor/ Not Avl or Avail - *1 No A/C Monitor A/C monitor/ Compl or Incmpl - *1 No 2nd Air Monitor 2nd air monitor/ Not Avl or Avail - *1 No 2nd Air Monitor 2nd air monitor/ Compl or Incmpl - *1 No EVAP Monitor EVAP monitor/ Not Avl or Avail - *1 No EVAP Monitor EVAP monitor/ Compl or Incmpl - *1 No Heated Catalyst Monitor Heated catalyst monitor/ Not Avl or Avail - *1 No Heated Catalyst Monitor Heated catalyst monitor/ Compl or Incmpl - *1 No Catalyst Monitor Catalyst monitor/ Not Avl or Avail - *1 No Catalyst Monitor Catalyst monitor/ Compl or Incmpl - *1 No *1: Avail: The monitor is available on the vehicle. Not Avl: The monitor is not available on the vehicle. Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This item does not change when the power switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the auxiliary battery cable is disconnected. Monitor result (mode 06): The last judgment result is output. This is not cleared when the power switch is turned off, but is cleared when DTCs are cleared. MONITOR INFORMATION 2 Tester Display Measurement Item/Range Normal Condition Diagnostic Note Stored as Freeze Frame Data Component Monitor ENA Comprehensive component monitor/ Unable or Enable - *2 No Component Monitor CMPL Comprehensive component monitor/ Compl or Incmpl - *2 No Fuel System Monitor ENA Fuel system monitor/ Unable or Enable - *2 No Fuel System Monitor CMPL Fuel system monitor/ Compl or Incmpl - *2 No Misfire Monitor ENA Misfire monitor/ Unable or Enable - *2 No Misfire Monitor CMPL Misfire monitor/ Compl or Incmpl - *2 No EGR/VVT Monitor ENA EGR monitor/ Unable or Enable - *2 No EGR/VVT Monitor CMPL EGR monitor/ Compl or Incmpl - *2 No Heater Monitor ENA O2S (A/FS) heater monitor/ Unable or Enable - *2 No Heater Monitor CMPL O2S (A/FS) heater monitor/ Compl or Incmpl - *2 No O2S(A/FS) Monitor ENA O2S (A/FS) monitor/ Unable or Enable - *2 No O2S(A/FS) Monitor CMPL O2S (A/FS) monitor/ Compl or Incmpl - *2 No A/C Monitor ENA A/C monitor/ Unable or Enable - *2 No A/C Monitor CMPL A/C monitor/ Compl or Incmpl - *2 No 2nd Air Monitor ENA 2nd air monitor/ Unable or Enable - *2 No 2nd Air Monitor CMPL 2nd air monitor/ Compl or Incmpl - *2 No EVAP Monitor ENA EVAP monitor/ Unable or Enable - *2 No EVAP Monitor CMPL EVAP monitor/ Compl or Incmpl - *2 No Heated Cat Monitor ENA Heated catalyst monitor/ Unable or Enable - *2 No Heated Cat Monitor CMPL Heated catalyst monitor/ Compl or Incmpl - *2 No Catalyst Monitor ENA Catalyst monitor/ Unable or Enable - *2 No Catalyst Monitor CMPL Catalyst monitor/ Compl or Incmpl - *2 No *2: Enable: The monitor is available on the vehicle. Unable: The monitor is not available on the vehicle. Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed during the current trip. The item changes back to Incmpl when the power switch is turned off. Monitor result (mode 06): The last judgment result is output. This is not cleared when the power switch is turned off, but is cleared when DTCs are cleared. Therefore, only when DTCs are cleared at the beginning of a trip, the system monitor (Monitor Information 2) and monitor result (mode 06) match.
19. Various Vehicle Conditions 3 (All Data) TC TERMINAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data TC Terminal TC terminal status/ ON or OFF - Yes # CODES (INCLUDE HISTORY) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data # Codes (Include History) Number of codes/ Min.: 0, Max.: 255 0 No Diagnostic Note: This is the number of DTCs stored. MIL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data MIL MIL status/ ON or OFF OFF No MIL ON RUN DISTANCE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data MIL ON Run Distance Distance driven with MIL on/ Min.: 0 km, Max.: 65535 km - No Diagnostic Note: This is the distance driven after a DTC is stored. RUNNING TIME FROM MIL ON Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Running Time from MIL ON Running time from MIL ON/ Min.: 0 minutes, Max.: 65535 minutes Running time after MIL turned on No TIME AFTER DTC CLEARED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Time after DTC Cleared Time after DTCs cleared/ Min.: 0 minutes, Max.: 65535 minutes Time after DTCs cleared Yes Diagnostic Note: This is the time elapsed after DTCs were cleared (or after the vehicle left the factory). Time elapsed after the power switch is turned off is not counted. DISTANCE FROM DTC CLEARED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Distance from DTC Cleared Distance driven after DTCs cleared/ Min.: 0 km, Max.: 65535 km Distance driven after DTCs cleared Yes Diagnostic Note: This is the distance driven after DTCs were cleared (or after the vehicle left the factory). WARMUP CYCLE CLEARED DTC Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Warm-up Cycle Cleared DTC Warm-up cycles after DTCs cleared/ Min.: 0, Max.: 255 - Yes Diagnostic Note: This is the number of warm-up cycles after the DTCs were cleared. This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory). *: An engine warm-up is defined as the engine coolant temperature rising 20°C (36°F) or more and reaching a temperature of 70°C (158°F) or higher after the engine is started. DIST BATT CABLE DISCONNECT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Dist Batt Cable Disconnect Distance driven after auxiliary battery cable disconnected/ Min.: 0 km, Max.: 65535 km Total distance vehicle driven after auxiliary battery cable disconnected Yes IG OFF ELAPSED TIME Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data IG OFF Elapsed Time Time after power switch off/ Min.: 0 minutes, Max.: 655350 minutes Cumulative time after power switch off Yes Diagnostic Note: Displays the time elapsed from when the engine is stopped until the engine is started again. HINT: When the soak timer does not activate due to the engine being stopped for only a short amount of time, a value for this item may not be stored. OBD REQUIREMENTS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data OBD Requirements OBD requirement OBD II (California ARB) No NUMBER OF EMISSION DTC Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Number of Emission DTC Emissions-related DTCs - No Diagnostic Note: This is the number of emissions-related DTCs. TC AND TE1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data TC and TE1 TC and CG (TE1) terminals of DLC3/ ON or OFF - Yes TOTAL DISTANCE TRAVELED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Total Distance Traveled Total distance traveled/ Min.: 0 km (0 mile), Max.: 16777215 km (10425361 mile) - Yes
20. Misfire (Gas Misfire) IGNITION TRIG. COUNT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Ignition Trig. Count Ignition counter/ Min.: 0, Max.: 65535 0 to 600 Yes Diagnostic Note: This is the cumulative number of ignitions. This counter is incremented by one for each ignition (this stops when misfire monitoring stops). This value is cleared every 200 revolutions. The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by Ignition Trig. Count. The misfire rate for each cylinder = Cylinder 1 to 6 Misfire Count / Ignition Trig. Count HINT: For 4-cylinder engines, the values range from 0 to 400. For 6-cylinder engines, the values range from 0 to 600. For 8-cylinder engines, the values range from 0 to 800. CYLINDER #1 MISFIRE COUNT TO CYLINDER #6 MISFIRE COUNT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Cylinder #1 Misfire Count Cylinder #2 Misfire Count Cylinder #3 Misfire Count Cylinder #4 Misfire Count Cylinder #5 Misfire Count Cylinder #6 Misfire Count Misfire count of cylinders 1 to 6/ Min.: 0, Max.: 255 0 Yes Diagnostic Note: This is the misfire count for each individual cylinder. This counter is incremented by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder. ALL CYLINDERS MISFIRE COUNT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data All Cylinders Misfire Count Misfire count of all cylinders/ Min.: 0, Max.: 255 0 to 35 Yes Diagnostic Note: This is the total misfire count of all cylinders. This counter is incremented by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions. MISFIRE RPM Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Misfire RPM Engine speed for first misfire range/ Min.: 0 rpm, Max.: 6375 rpm 0 rpm: 0 misfires Yes Diagnostic Note: This is the average engine speed recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. MISFIRE LOAD Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Misfire Load Engine load for first misfire range/ Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: 0 misfires Yes Diagnostic Note: This is the average engine load recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. HINT: To convert g/rev to gm/sec: RPM / 60 x g/rev = gm/sec. MISFIRE MARGIN Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Misfire Margin Misfire monitoring/ Min.: -128%, Max.: 127% 0 to 99.2% Yes Diagnostic Note: This is the misfire detection margin. Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100% When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Example: When the engine is not determined to be misfiring, Misfire Margin = 68%. When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.
21. Various Vehicle Conditions 4 (All Data) ENGINE SPEED (STARTER OFF) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Speed (Starter Off) Engine speed when starter off/ Min.: 0 rpm, Max.: 51199 rpm - Yes Diagnostic Note: This is the engine speed immediately after starting the engine. STARTER COUNT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Starter Count Number of times starter turned on after power switch turned on (IG)/ Min.: 0, Max.: 255 - Yes Diagnostic Note: This is the number of times the starter turned on during the current trip. RUN DIST OF PREVIOUS TRIP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Run Dist of Previous Trip Distance driven during previous trip/ Min.: 0 km, Max.: 655.35 km - Yes Diagnostic Note: Before 5 seconds elapse after starting the engine, which is DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. HINT: Run Dist of Previous Trip in freeze frame data which were present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of Data List (real-time measurements), or for freeze frame data which were present when the DTCs other than P1604 were detected, the value indicates the distance driven during the current trip. ENGINE STARTING TIME Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Starting Time Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)/ Min.: 0 ms, Max.: 655350 ms - Yes Diagnostic Note: This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm. This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms. PREVIOUS TRIP COOLANT TEMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Previous Trip Coolant Temp Engine coolant temperature during previous trip/ Min.: -40°C, Max.: 215°C - Yes Diagnostic Note: Before 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature at the end of the previous trip. After 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature during the current trip. PREVIOUS TRIP INTAKE TEMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Previous Trip Intake Temp Intake air temperature during previous trip/ Min.: -40°C, Max.: 215°C - Yes Diagnostic Note: Before 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature at the end of the previous trip. After 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature during the current trip. ENGINE OIL TEMPERATURE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Oil Temperature Engine oil temperature (estimated temperature)/ Min.: -40°C, Max.: 215°C - Yes PREVIOUS TRIP ENG OIL TEMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Previous Trip Eng Oil Temp Engine oil temperature during previous trip/ Min.: -40°C, Max.: 215°C - Yes AMBIENT TEMP FOR A/C Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Ambient Temp for A/C Ambient temperature for A/C/ Min.: -40°C, Max.: 215°C - Yes PREVIOUS TRIP AMBIENT TEMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Previous Trip Ambient Temp Ambient temperature during previous trip/ Min.: -40°C, Max.: 215°C - Yes ENGINE START HESITATION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Start Hesitation History of hesitation during engine start/ ON or OFF - Yes Diagnostic Note: This value changes to ON when the engine speed does not reach 500 rpm during cranking. LOW REV FOR ENG START Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Low Rev for Eng Start History of low engine speed after engine start/ ON or OFF - Yes Diagnostic Note: This flag changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine. MINIMUM ENGINE SPEED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Minimum Engine Speed Minimum engine speed/ Min.: 0 rpm, Max.: 51199 rpm - Yes Diagnostic Note: This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed. For use when engine stall, starting problems or rough idle is present. ELECTRICAL FAN MOTOR Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Electrical Fan Motor Electric fan motors operation status/ ON or OFF - Yes IDLE FUEL CUT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Idle Fuel Cut Fuel cut at idle/ ON or OFF ON: Fuel cut operating Yes Diagnostic Note: Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high. FC TAU Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data FC TAU Fuel cut TAU (fuel cut during very light load)/ ON or OFF ON: Fuel cut operating Yes Diagnostic Note: This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete. COMMUNICATION WITH HV Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Communication with HV Status of communication with the power management control ECU/ Comm or No Comm Comm: Power switch on (IG) Yes COMMUNICATION WITH BRAKE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Communication with Brake Status of communication with the skid control ECU/ Comm or No Comm Comm: Power switch on (IG) Yes
22. Various Vehicle Conditions 5 (Vehicle Information) MODEL CODE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Model Code Model code - No Diagnostic Note: Used for identifying the model code: GRL1# ENGINE TYPE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Type Engine type - No Diagnostic Note: Used for identifying the engine type: 2GRFXE CYLINDER NUMBER Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Cylinder Number Number of cylinders/ Min.: 0, Max.: 255 - No Diagnostic Note: Used for identifying the number of cylinders: 6 DESTINATION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Destination Destination - No Diagnostic Note: Used for identifying the destination: A (America) MODEL YEAR Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Model Year Model year/ Min.: 1900, Max.: 2155 - No Diagnostic Note: Used for identifying the model year: 20## SYSTEM IDENTIFICATION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data System Identification System identification - No Diagnostic Note: Used for identifying the engine system: Gasoline (gasoline engine)
23. Compression (Compression) ENGINE SPEED OF CYL #1 TO #6 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Speed of Cyl #1 Engine Speed of Cyl #2 Engine Speed of Cyl #3 Engine Speed of Cyl #4 Engine Speed of Cyl #5 Engine Speed of Cyl #6 Engine speed for cylinder No. 1 to No. 6/ Min.: 0 rpm, Max.: 51199 rpm - No Diagnostic Note: This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement. Results of real-vehicle check when performing the Active Test with a normal vehicle: Engine Speed of Cyl #1: 185 rpm Engine Speed of Cyl #2: 186 rpm Engine Speed of Cyl #3: 185 rpm Engine Speed of Cyl #4: 184 rpm Engine Speed of Cyl #5: 186 rpm Engine Speed of Cyl #6: 185 rpm AV ENGINE SPEED OF ALL CYL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Av Engine Speed of All Cyl Average engine speed for all cylinders/ Min.: 0 rpm, Max.: 51199 rpm - No Diagnostic Note: This is output only when Check the Cylinder Compression is performed using the Active Test.
24. HV System (ALL Data) SNOW SWITCH STATUS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Snow Switch Status Snow Switch Status ON or OFF - Yes NORMAL MODE SWITCH Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Normal Mode Switch Normal Mode Switch Status ON or OFF - Yes SPORTS MODE SWITCH Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Sports Mode Switch Sports Mode Switch Status ON or OFF - Yes REQUESTED ENGINE TORQUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Requested Engine Torque Requested engine torque/ Min.: 0 kW, Max.: 16383.75 kW 0 to 116 kW Yes HV TARGET ENGINE SPEED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data HV Target Engine Speed HV target engine speed/ Min.: 0 rpm, Max.: 6375 rpm 0 to 5700 rpm Yes ACTUAL ENGINE TORQUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Actual Engine Torque Actual engine torque/ Min.: -32768 Nm, Max.: 32767 Nm Actual engine torque Yes ENGINE RUN TIME Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Run Time Engine run time/ Min.: 0 s (seconds), Max.: 255 s (seconds) 0 to 255 s Yes REQUEST ENGINE RUN TIME Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Request Engine Run Time Request engine run time/ Min.: 0 s (seconds), Max.: 25.5 s (seconds) 0 to 25.5 s Yes JUDGE TIME ENGINE IGNITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Judge Time Engine Ignition Judgment time for ignition/ Min.: 0 s (seconds), Max.: 25.5 s (seconds) 0 to 25.5 s Yes JUDGE TIME ENGINE OUTPUT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Judge Time Engine Output Judgment time for time until engine output/ Min.: 0 s (seconds), Max.: 25.5 s (seconds) 0 to 25.5 s Yes FUEL LEVEL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Level Fuel level/ Empty or Not Emp - Yes ISC LEARNING Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ISC Learning ISC learning/ Compl or Incmpl - Yes F/C FOR ENGINE STOP REQ Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data F/C for Engine Stop Req Fuel cut for engine stop request/ ON or OFF - Yes ENGINE INDEPENDENT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Independent Engine independent operation/ Not Opr or Operate - Yes RACING OPERATION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Racing Operation Racing operation/ Not Opr or Operate - Yes REQUEST WARM-UP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Request Warm-up Request engine warm up/ Not Req or Request - Yes ENGINE INDEPENDENT CONTROL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Independent Control Engine independent control operation/ Not Opr or Operate - Yes ISC LEARNING VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ISC Learning Value ISC learning value/ Min.: 0 L/s, Max.: 79.998 L/s 0.5 to 6.0 L/s: Idling Yes
25. ACTIVE TEST HINT: Using the Techstream to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Put the engine in inspection mode (maintenance mode). Refer to «INSPECTION MODE PROCEDURE [03/2012 - ]»(ref-600412-S34816019962014022400000) . Warm up the engine. Turn the power switch off. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test. According to the display on the Techstream, perform the Active Test. Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change injection volume Between -12.5% and 24.8% All fuel injectors are tested at the same time. Perform the test at 3000 rpm or less. Injection volume can be changed in fine gradations within the control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2 During the Active Test, air-fuel ratio feedback control and feedback learning are stopped. This active test should be performed in inspection mode (maintenance mode). Control the Injection Volume for A/F Sensor Change injection volume -12.5%, 0% or +12.5% All fuel injectors are tested at the same time. Perform the test at 3000 rpm or less. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2 During the Active Test, air-fuel ratio feedback control and feedback learning are stopped. This active test should be performed in inspection mode (maintenance mode). See waveform *3. Activate the VSV for Evap Control Activate purge VSV control ON/OFF The valve is opened with a 30% duty ratio. This active test should be performed in inspection mode (maintenance mode). See waveform *5. Control the Fuel Pump / Speed Activate fuel pump ON/OFF Perform this test with the engine stopped. Control the Fuel Pump Duty Activate fuel pump 25%/80% This test is possible when the following conditions are met: The power switch is on (IG). The engine is not started. The shift lever is in P. Connect the TC and TE1 Turn on and off TC and TE1 connection ON/OFF ON: TC and TE1 are connected. OFF: TC and TE1 are disconnected. Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF This test is possible when the following conditions are met: Power switch is on (IG). Engine is stopped. Accelerator pedal is fully depressed (APP: 58 degrees or more). Shift lever is in P. This active test should be performed in inspection mode (maintenance mode). Control the Electric Cooling Fan Control electric cooling fan motor ON/OFF - Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Open: Throttle valve opens slowly This test is possible when the following conditions are met: Power switch is on (IG). Engine is stopped. Accelerator pedal is fully depressed (APP: 58 degrees or more). Shift lever is in P. Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Open: Throttle valve opens quickly Same as above. See waveform *4. Control the VVT Linear (Bank 1) Control VVT (for intake side of bank 1) -128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the VVT actuator is operated by 100%. Test is possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode). See waveform *6 Control the VVT System (Bank 1) Turn camshaft timing oil control valve on and off ON/OFF ON: VVT OCV Duty #1 100% Engine stalls or idles roughly when the camshaft timing oil control valve is turned on. Engine runs and idles normally when the camshaft timing oil control valve is off. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode). Control the VVT Linear (Bank 2) Control VVT (for intake side of bank 2) -128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the VVT actuator is operated by 100%. Test is possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode). Control the VVT System (Bank 2) Turn camshaft timing oil control valve on and off ON/OFF ON: VVT OCV Duty #1 100% Engine stalls or idles roughly when the camshaft timing oil control valve is turned on. Engine runs and idles normally when the camshaft timing oil control valve is off. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode). Control the VVT Exhaust Linear (Bank 1) Control VVT (for exhaust side of bank 1) 128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the VVT actuator is operated by 100%. Test is possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. See waveform *7 This active test should be performed in inspection mode (maintenance mode). Control the VVT Exhaust Linear (Bank 2) Control VVT (for exhaust side of bank 2) 128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the VVT actuator is operated by 100%. Test is possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode). Control the Injection Timing #1 Control injection timing #1 Between -16 CA and 16 CA Test possible during vehicle stopping and engine idling. This active test should be performed in inspection mode (maintenance mode). Control the Injection Timing #2 Control injection timing #2 Between -16 CA and 16 CA Test possible during vehicle stopping and engine idling. This active test should be performed in inspection mode (maintenance mode). Control the Injection Timing #3 Control injection timing #3 Between -16 CA and 16 CA Test possible during vehicle stopping and engine idling. This active test should be performed in inspection mode (maintenance mode). Control the Injection Timing #4 Control injection timing #4 Between -16 CA and 16 CA Test possible during vehicle stopping and engine idling. This active test should be performed in inspection mode (maintenance mode). Control the Injection Timing #5 Control injection timing #5 Between -16 CA and 16 CA Test possible during vehicle stopping and engine idling. This active test should be performed in inspection mode (maintenance mode). Control the Injection Timing #6 Control injection timing #6 Between -16 CA and 16 CA Test possible during vehicle stopping and engine idling. This active test should be performed in inspection mode (maintenance mode). Activate the Vacuum Pump Activate leak detection pump (built into canister pump module) ON/OFF Refer to EVAP system. Refer to «EVAP System»(ref-600578-S03936887102014022400000) . Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) ON/OFF Refer to EVAP system. Refer to «EVAP System»(ref-600578-S03936887102014022400000) . Control the Target Fuel Pressure Control the target fuel pressure -12.5 to 24.8% Test possible during vehicle stopping and engine idling. This active test should be performed in inspection mode (maintenance mode). Activate the Fuel Return Pipe Valve Activate the Fuel Return Pipe Valve OPEN/OFF Operate with READY ON and Vehicle stop. This test activates Valve for only 6 seconds after finishing the test. The Vehicle does not permit activation of the Valve again for 40 seconds. Control the Injection Way Perform 3 pattern in order to operate fuel injection Either/Port/Direct Vehicle stopped and engine idling When the Data List Injection Switching Status is normal This active test should be performed in inspection mode (maintenance mode). D-4S (A/F Control) Perform 3 pattern in order to operate air fuel ratio control Either/Port/Direct Lower by 12.5% or increase by 24.8% Vehicle stopped and engine idling When the Data List Injection Switching Status is normal This active test should be performed in inspection mode (maintenance mode). D-4S (Fuel Cut) Perform 3 pattern in order to operate fuel cut Either/Port/Direct Selected cylinder (cylinder #1 to #6) Vehicle stopped and engine idling When the Data List Injection Switching Status is normal This active test should be performed in inspection mode (maintenance mode). D-4S (Injection Volume) Perform 3 pattern in order to operate injection volume Either/Port/Direct Between -12.5% and 24.8% Vehicle stopped and engine idling When the Data List Injection Switching Status is normal This active test should be performed in inspection mode (maintenance mode). Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #6) injector fuel cut #1/#2/#3/#4/#5/#6 ON/OFF Test is possible while the vehicle is stopped and the engine is idling. This active test should be performed in inspection mode (maintenance mode). Control the All Cylinders Fuel Cut Fuel cut for all cylinders ON/OFF Test possible while the vehicle is stopped and the engine is idling. This active test should be performed in inspection mode (maintenance mode). Check the Cylinder Compression* Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders. HINT: *: When cranking the engine, each cylinder measures the engine speed. In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is below that of the other cylinders. Warm up the engine. Turn the power switch off. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression. HINT: To display the entire Data List, press the pull down menu button next to Primary. Then select Compression. Push the snapshot button to turn the snapshot function on. HINT: Using the snapshot function, data can be recorded during the Active Test. While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON. HINT: After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode. Crank the engine for about 10 seconds. HINT: Continue to crank the engine until the values change from the default value (51199 rpm). NOTE: Do not crank the engine continuously for 20 seconds or more. If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine. Use a fully-charged auxiliary battery. Monitor the engine speed (Engine Speed of Cyl #1 to #6) displayed on the Techstream. HINT: At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops. NOTE: If the Active Test is changed to OFF while the engine is being cranked, the engine will start. Push the snapshot button to turn the snapshot function off. Select "Stored Data" on the Techstream screen, select the recorded data and display the data as a graph. HINT: If the data is not displayed as a graph, the change of the values cannot be observed. Check the change in engine speed values. HINT: As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking. Reference Waveforms for Active Test *3: Control the Injection Volume for A/F Sensor (Idling after warming up) HINT: During the Active Test, air-fuel ratio feedback control and feedback learning are stopped. Tester Display Measurement Item/Range Normal Condition Control the Injection Volume for A/F Sensor - <--A <--B Active Test operation -12.5% +12.5% AFS Voltage B1S1 3.854 V 2.590 V O2S B1S2 0.055 V 0.935 V HINT: Usually, the value of AFS Voltage drops below 3.1 V when the control value for Control the Injection Volume for A/F Sensor is changed to +12.5%. Usually, the value of AFS Voltage changes to 3.4 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%. Usually, the value of O2S changes to 0.55 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to +12.5%. Usually, the value of O2S drops below 0.4 V when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%. The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds. If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning. *4: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Power switch on (IG)) HINT: Usually, Throttle Position Command (Target Value) and Throttle Position No. 1 (Actual Value) are almost the same. If any DTCs related to the ETCS are stored, this Active Test does not function. Tester Display Measurement Item/Range Normal Condition Control the ETCS Open/Close Fast Speed - <--A <--B Active Test operation Close Open Throttle Position Command 2.597 V 0.742 V Throttle Position No. 1 2.597 V 0.742 V Throttle Motor Duty (Open) 14% 0% Throttle Motor Duty (Close) 0% 10% *5: Activate the VSV for Evap Control (Idling after warming up) HINT: Even when the Active Test is turned on (the purge VSV is opened 30%), air-fuel ratio feedback continues and control is performed so that the air-fuel ratio is the stoichiometric ratio. Therefore, by observing the change in "Short FT", it is possible to determine whether the purge VSV is actually open as well as the concentration of HC in the purge gas. Tester Display Measurement Item/Range Normal Condition Activate the VSV for Evap Control - <--A <--B Active Test operation ON OFF EVAP (Purge) VSV 29.8% 0.0% Short FT #1 -1.563% 0.000% Injection Time (D4) 1096.0 μs 1118.0 μs AFS Voltage B1S1 3.293 V 3.278 V HINT: The graphs and values above are for reference only because the fuel injection volume (compensation volume) varies depending on the HC density of the purge air from the canister. *6: Control the VVT Linear (Bank 1) Tester Display Measurement Item/Range Normal Condition Control the VVT Linear (Bank 1) - <--A <--B Active Test operation* +20% -20% VVT Change Angle #1 40.7 DegFR 0.0 DegFR VVT OCV Duty #1 60.4% 20.4% VVT Aim Angle #1 40.4% 40.4% HINT: *: Change the control value for Control the VVT Linear to +20% or -20% in increments of 5%. The Control the VVT Linear Active Test considers the value of VVT Aim Angle to be 0 and raises or lowers the duty ratio with respect to VVT Aim Angle. The sum of the control value for the Control the VVT Linear Active Test and the value of VVT Aim Angle is approximately equal to the value of VVT OCV Duty. When the control value for the Control the VVT Linear Active Test is changed a few times, there should not be a large discrepancy between VVT OCV Duty when the system starts advancing or retarding the timing and the rate of change of VVT Change Angle. *7: Control the VVT Exhaust Linear (Bank 1) Tester Display Measurement Item/Range Normal Condition Control the VVT Exhaust Linear (Bank 1) - <--A <--B Active Test operation* +15% -15% VVT Ex Chg Angle #1 35.7 DegFR 0.0 DegFR VVT Ex OCV Duty #1 54.5% 24.5% VVT Ex Hold Lrn Val #1 39.5% 39.5% HINT: *: Change the control value for Control the VVT Exhaust Linear to +15% or -15% in increments of 5%. The Control the VVT Exhaust Linear Active Test considers the value of VVT Ex Hold Lrn Val to be 0 and raises or lowers the duty ratio with respect to VVT Ex Hold Lrn Val. The sum of the control value for the Control the VVT Exhaust Linear Active Test and the value of VVT Ex Hold Lrn Val is approximately equal to the value of VVT Ex OCV Duty. When the control value for the Control the VVT Exhaust Linear Active Test is changed a few times, there should not be a large discrepancy between VVT Ex OCV Duty when the system starts advancing or retarding the timing and the rate of change of VVT Ex Chg Angle.
26. 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 stored, 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 power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility. Perform the System Check by referring to the table below. Tester Display Test Part Control Range Diagnostic Note Evaporative System Check (Automatic Mode) Perform 6 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If no pending DTCs are output after performing this test, the system is functioning normally. Refer to EVAP Inspection Procedure. Refer to «EVAP System»(ref-600578-S03936887102014022400000) . Evaporative System Check (Manual Mode) Perform 6 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts. Refer to EVAP Inspection Procedure. Refer to «EVAP System»(ref-600578-S03936887102014022400000) .