Engine Control System (Diagnostics - Introduction): Other Lexus GX J150

PRECAUTION

Note. Perform initialization (throttle position) after replacing the throttle body assembly or cleaning any throttle body components. Refer to INSTALLATION - Step 8 . Perform initialization (throttle position) after reconnecting the battery cable or replacing the ECM. Refer to INSTALLATION - Step 8 . Perform Dynamic Laser Cruise Control System initialization after replacing the ECM. Refer to INITIALIZATION . Perform Reset Memory (AT initialization) when replacing the automatic transmission assembly, engine assembly or ECM. Refer to INITIALIZATION . Perform Registration (VIN registration) when replacing the ECM. Refer to REGISTRATION .

HINT

Reset Memory cannot be completed by only disconnecting the battery.

DEFINITION OF TERMS

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CHECK FOR INTERMITTENT PROBLEMS

HINT

Inspect the vehicle's 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»(ref-524126-S41645429092013012800000) .
2. Switch the ECM from normal mode to check mode using the Techstream. Refer to «CHECK MODE PROCEDURE»(ref-524126-S23069627772013012800000) .
3. Perform a simulation test.
4. Check and wiggle the harness(es), connector(s) and terminal(s).

REGISTRATION

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

HINT

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

1. DESCRIPTION NOTE: The Vehicle Identification Number (VIN) must be input into a replacement ECM. HINT: This registration section consists of two 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 two VINs, the one provided with the vehicle and the one stored in the vehicle's 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 engine 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 engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / VIN / VIN Write.

CHECKING MONITOR STATUS

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 engine switch on (IG). Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . Operate the vehicle in accordance with the applicable drive pattern described in Readiness Monitor Drive Pattern. Refer to «READINESS MONITOR DRIVE PATTERN»(ref-524126-S26886227982013012800000) . Do not turn the engine switch off. HINT: The test results will be lost if the engine 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 for a monitor by selecting the icon in the Details column for that monitor. Display the test value for an item listed under Test Results by selecting the icon in the Details column for that item.
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 listed below. A/F SENSOR (FOR BANK 1 SENSOR 1) Monitor ID Test ID Scaling Unit Description $01 $8A Multiply by 0.00012 V Rich to Lean response rate deterioration level $01 $8A Multiply by 0.00012 V Lean to Rich response rate deterioration level $01 $90 Multiply by 0.001 Seconds Rich to Lean delay level $01 $90 Multiply by 0.001 Seconds Lean to Rich delay level $01 $91 Multiply by 0.004 mA A/F sensor current A/F SENSOR (FOR BANK 2 SENSOR 1) Monitor ID Test ID Scaling Unit Description $05 $8A Multiply by 0.00012 V Rich to Lean response rate deterioration level $05 $8A Multiply by 0.00012 V Lean to Rich response rate deterioration level $05 $90 Multiply by 0.001 Seconds Rich to Lean delay level $05 $90 Multiply by 0.001 Seconds Lean to Rich delay level $05 $91 Multiply by 0.004 mA A/F sensor current HO2 SENSOR (FOR BANK 1 SENSOR 2) Monitor ID Test ID Scaling Unit Description $02 $08 Multiply by 0.001 V Maximum sensor voltage $02 $8B Multiply by 0.001 Seconds 0.35 - 0.2 V sensor switch time $02 $8D Multiply by 0.001 Seconds Duration that sensor voltage drops to 0.2 V during fuel-cut $02 $8F Multiply by 0.0003 g Maximum oxygen storage capacity HO2 SENSOR (FOR BANK 2 SENSOR 2) Monitor ID Test ID Scaling Unit Description $06 $08 Multiply by 0.001 V Maximum sensor voltage $06 $8B Multiply by 0.001 Seconds 0.35 - 0.2 V sensor switch time $06 $8D Multiply by 0.001 Seconds Duration that sensor voltage drops to 0.2 V during fuel-cut $06 $8F Multiply by 0.0003 g Maximum oxygen storage capacity CATALYST (FOR BANK 1) Monitor ID Test ID Scaling Unit Description $21 $A9 Multiply by 0.0003 No dimension Oxygen storage capacity of catalyst bank 1 CATALYST (FOR BANK 2) Monitor ID Test ID Scaling Unit Description $22 $A9 Multiply by 0.0003 No dimension Oxygen storage capacity of catalyst bank 2 EXHAUST GAS RECIRCULATION SYSTEM Monitor ID Test ID Scaling Unit Description $31 $BD Multiply by 0.01 kPa Delta Manifold Absolute Pressure ADVANCE/RETARDED INTAKE SIDE (FOR BANK 1) Monitor ID Test ID Scaling Unit Description $35 $81 Multiply by 0.01 Second Time of forced movement of oil control valve ADVANCE/RETARDED INTAKE SIDE (FOR BANK 2) Monitor ID Test ID Scaling Unit Description $36 $81 Multiply by 0.01 Second Time of forced movement of oil control valve ADVANCE/RETARDED EXHAUST SIDE (FOR BANK 1) Monitor ID Test ID Scaling Unit Description $35 $85 Multiply by 0.01 Second Time of forced movement of oil control valve ADVANCE/RETARDED EXHAUST SIDE (FOR BANK 2) Monitor ID Test ID Scaling Unit Description $36 $85 Multiply by 0.01 Second Time of forced movement of oil control valve EVAP Monitor ID Test ID Scaling Unit Description $3D $C9 Multiply by 0.001 kPa Test value for small leak (P0456) $3D $CA Multiply by 0.001 kPa Test value for gross leak (P0455) $3D $CB Multiply by 0.001 kPa Test value for leak detection pump stuck OFF (P2401) $3D $CD Multiply by 0.001 kPa Test value for leak detection pump stuck ON (P2402) $3D $CE Multiply by 0.001 kPa Test value for vent valve stuck OFF (P2420) $3D $CF Multiply by 0.001 kPa Test value for vent valve stuck ON (P2419) $3D $D0 Multiply by 0.001 kPa Test value for reference orifice low flow (P043E) $3D $D1 Multiply by 0.001 kPa Test value for reference orifice high flow (P043F) $3D $D4 Multiply by 0.001 kPa Test value for purge VSV stuck closed (P0441) $3D $D5 Multiply by 0.001 kPa Test value for purge VSV stuck open (P0441) $3D $D7 Multiply by 0.001 kPa Test value for purge flow insufficient (P0441) REAR OXYGEN SENSOR HEATER Monitor ID Test ID Scaling Unit Description $42 $91 Multiply by 0.001 Ohm Oxygen sensor heater resistance for bank 1 sensor 2 $46 $91 Multiply by 0.001 Ohm Oxygen sensor heater resistance for bank 2 sensor 2 SECONDARY AIR INJECTION (AIR) - FOR BANK 1 Monitor ID Test ID Scaling Unit Description $71 $E1 Multiply by 0.01 g/sec. Test value for AIR insufficient $71 $E2 Multiply by 0.01 kPa Test value for AIR pump stuck ON $71 $E3 Multiply by 0.01 kPa Test value for AIR pump stuck OFF $71 $E4 Multiply by 0.01 kPa Test value for AIR control valve ON $71 $E5 Multiply by 0.01 kPa Test value for AIR control valve OFF $71 $EA Multiply by 0.01 kPa Test value for AIR valve stuck OFF SECONDARY AIR INJECTION (AIR) - FOR BANK 2 Monitor ID Test ID Scaling Unit Description $72 $E1 Multiply by 0.01 g/sec. Test value for AIR insufficient $72 $E4 Multiply by 0.01 kPa Test value for AIR control valve ON $72 $E5 Multiply by 0.01 kPa Test value for AIR control valve OFF MISFIRE Monitor ID Test ID Scaling Unit Description $A1 $0B Multiply by 1 Time Total EWMA* misfire count of all cylinders in last ten driving cycles $A1 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of all cylinders in last driving cycle is displayed. While engine is running, total misfire count of all cylinders in current driving cycle is displayed. $A2 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 1 in last ten driving cycles $A2 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 1 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 1 in current driving cycle is displayed. $A3 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 2 in last ten driving cycles $A3 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 2 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 2 in current driving cycle is displayed. $A4 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 3 in last ten driving cycles $A4 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 3 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 3 in current driving cycle is displayed. $A5 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 4 in last ten driving cycles $A5 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 4 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 4 in current driving cycle is displayed. $A6 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 5 in last ten driving cycles $A6 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 5 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 5 in current driving cycle is displayed. $A7 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 6 in last ten driving cycles $A7 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 6 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 6 in current driving cycle is displayed. $A8 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 7 in last ten driving cycles $A8 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 7 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 7 in current driving cycle is displayed. $A9 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 8 in last ten driving cycles $A9 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 8 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 8 in current driving cycle is displayed. HINT: *: EWMA (Exponential Weighted Moving Average) misfire counts for last 10 driving cycles (calculated) Calculation: 0.1 x (current counts) + 0.9 x (previous average) Initial value for (previous average) = 0

READINESS MONITOR DRIVE PATTERN

1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emissions-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 monitor status, enter the following menus: Powertrain / Engine and ECT / Monitor / Current Monitor / Current. When the Readiness Monitor status 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 a vehicle's Readiness Monitor status to show complete before beginning emissions tests. The Readiness Monitor will be reset to incomplete if: The ECM has lost battery power or blown a fuse. DTCs have been cleared. 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. CATALYST MONITOR (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0420]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-524265-S15669324042013012800000) .
3. VVT SYSTEM MONITOR Refer to Confirmation Driving Pattern [P0011]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-524266-S30575998592013012800000) . Refer to Confirmation Driving Pattern [P0014]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-524266-S36222063852013012800000) .
4. EVAP SYSTEM MONITOR (KEY OFF TYPE) Refer to Confirmation Driving Pattern [EVAP System]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-524264-S35222396852013012800000) .
5. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR MONITORS (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0136]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-524266-S01964719842013012800000) . Refer to Confirmation Driving Pattern [P2195]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-524264-S07997040422013012800000) .
6. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR HEATER MONITORS (FRONT A/F AND REAR HO2 SENSOR TYPE) Refer to Confirmation Driving Pattern [P0031]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-524266-S38592297952013012800000) . Refer to Confirmation Driving Pattern [P0037]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-524266-S14105868482013012800000) .
7. EGR SYSTEM MONITOR Refer to Confirmation Driving Pattern [P0401]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-524265-S24668424152013012800000) .
8. SECONDARY AIR INJECTION MONITOR Refer to Confirmation Driving Pattern [P0412]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-524265-S15772117962013012800000) .

CHECK MODE PROCEDURE

HINT

Compared to normal mode, check mode is more sensitive to malfunctions. Therefore, check mode can detect malfunctions that may not 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 engine 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 that the following conditions are met: Battery positive voltage 11 V or higher. Throttle valve fully closed. Shift lever in P or N. A/C switch off. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Check Mode. Switch the ECM from normal mode to check mode. Make sure the MIL flashes as shown in the illustration. Start the engine. Make sure the MIL turns off. Simulate the conditions of the malfunction described by the customer. Check DTCs and freeze frame data using the Techstream.

FAIL-SAFE CHART

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

HINT

1. *1: The vehicle can be driven slowly when the accelerator pedal is depressed firmly and slowly. If the accelerator pedal is depressed quickly, the vehicle may speed up and slow down erratically.
2. *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. Warm up the engine. Turn the A/C switch off. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List. According to the display on the Techstream, read the Data List.
2. Various Vehicle Conditions 1 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 550 to 780 rpm: Idling Yes Results of real-vehicle check: Idling (warm up the engine and A/C off): 710 rpm 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 Results of real-vehicle check: Engine switch on (IG): 0.0% Idling (warm up the engine): 26.6% Running without load (3000 rpm): 23.9% Vehicle driven at constant speed of 60 km/h (38 mph): 49.0% Driving with the accelerator fully open at 4000 rpm: 100.0% 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 Results of real-vehicle check: Engine switch on (IG): 0.0% Idling (warm up the engine): 14.5% Running without load (3000 rpm): 15.6% Vehicle driven at constant speed of 60 km/h (38 mph): 29.4% Driving with the accelerator fully open at 4000 rpm: 94.9% 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/s, Max.: 655.35 gm/s 3.4 to 6.2 gm/s: Idling 18.3 to 25.8 gm/s: 3000 rpm (without load) Yes Results of real-vehicle check: Engine switch on (IG): 1.67 gm/s Idling (warm up the engine): 4.71 gm/s Running without load (2500 rpm): 16.46 gm/s Running without load (3000 rpm): 21.84 gm/s Vehicle driven at constant speed of 40 km/h (25 mph): 11.06 gm/s Vehicle driven at constant speed of 60 km/h (38 mph): 16.46 gm/s Vehicle driven at constant speed of 80 km/h (50 mph): 22.89 gm/s Driving with the accelerator fully open at 4000 rpm: 175.85 gm/s 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 Results of real-vehicle check: Idling (warm up the engine): 100 kPa 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, Max.: 255 kPa 80 to 110 kPa: Engine switch on (IG) 20 to 40 kPa: Idling Yes Results of real-vehicle check: Engine switch on (IG): 101 kPa Idling (warm up the engine): 30 kPa Running without load (2500 rpm): 27 kPa Running without load (3000 rpm): 24 kPa Vehicle driven at constant speed of 40 km/h (25 mph): 34 kPa Vehicle driven at constant speed of 60 km/h (38 mph): 50 kPa Vehicle driven at constant speed of 80 km/h (50 mph): 62 kPa Driving with the accelerator fully open at 4000 rpm: 98 kPa Diagnostic Note: This is the intake manifold pressure. This item is the pressure detected by the manifold absolute pressure sensor and is used for EGR system control. HINT: When the engine switch is on (IG), the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa). As Air Pump Pressure (Absolute), Air Pump2 Pressure (Absolute) and 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. AMBIENT TEMPERATURE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Ambient Temperature Ambient temperature/ Min.: -40°C, Max.: 215°C Equivalent to ambient air temperature 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, 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 engine 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 engine switch is turned on (IG). BATTERY VOLTAGE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Battery Voltage Battery voltage/ Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling Yes Results of real-vehicle check: Engine switch on (IG): 12.03 V Cranking: 9.36 V Idling (warm up the engine): 12.99 V Diagnostic Note: If 11 V or less, characteristics of some electrical components may change.
3. Throttle Control ACCELERATOR POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Accelerator Position Accelerator pedal position/ Min.: 0%, Max.: 100.0% Actual accelerator pedal position No Results of real-vehicle check: Engine switch on (IG): 0.0% (accelerator pedal released) Engine switch on (IG): 100.0% (accelerator pedal fully depressed) Diagnostic Note: This is the accelerator pedal position defined using the learned fully released position (sensor output) of accelerator pedal position sensor No. 1 as 0% and the fully depressed position as 100%. ACCEL SENS. NO. 1 VOLT % Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Accel Sens. No. 1 Volt % Absolute Accelerator Pedal Position (APP) No. 1/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 54 to 86%: Accelerator pedal fully depressed Yes Results of real-vehicle check: Engine switch on (IG): 16.0% (accelerator pedal released) Engine switch on (IG): 68.2% (accelerator pedal fully depressed) Diagnostic Note: The accelerator pedal position sensor No. 1 output is converted using 5 V = 100%. HINT: If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal. ACCEL SENS. NO. 2 VOLT % Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Accel Sens. No. 2 Volt % Absolute APP No. 2/ Min.: 0%, Max.: 100% 12 to 42%: Accelerator pedal released 66 to 98%: Accelerator pedal fully depressed Yes Results of real-vehicle check: Engine switch on (IG): 31.7% (accelerator pedal released) Engine switch on (IG): 84.3% (accelerator pedal fully depressed) Diagnostic Note: The accelerator pedal position sensor No. 2 output is converted using 5 V = 100%. ACCEL SENSOR OUT NO. 1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Accel Sensor Out No. 1 APP sensor No. 1 voltage/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal released 2.6 to 4.5 V: Accelerator pedal fully depressed No Results of real-vehicle check: Engine switch on (IG): 0.80 V (accelerator pedal released) Engine switch on (IG): 3.40 V (accelerator pedal fully depressed) Diagnostic Note: This is the raw voltage from the accelerator pedal position sensor No. 1. ACCEL SENSOR OUT NO. 2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Accel Sensor Out No. 2 APP sensor No. 2 voltage/ Min.: 0 V, Max.: 4.98 V 1.2 to 2.0 V: Accelerator pedal released 3.4 to 5.0 V: Accelerator pedal fully depressed No Results of real-vehicle check: Engine switch on (IG): 1.58 V (accelerator pedal released) Engine switch on (IG): 4.12 V (accelerator pedal fully depressed) Diagnostic Note: This is the raw voltage from the accelerator pedal position sensor No. 2. Accelerator pedal position sensor No. 2 is used to monitor accelerator pedal position sensor No. 1. When there is a malfunction in sensor No. 1, the ECM uses sensor No. 2 to control the engine. ACCELERATOR IDLE POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Accelerator Idle Position Whether or not accelerator pedal position sensor detecting released accelerator pedal/ ON or OFF ON: Accelerator pedal released No Results of real-vehicle check: Engine switch on (IG): ON (accelerator pedal released) Engine switch on (IG): OFF (accelerator pedal depressed) Diagnostic Note: This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position. ACCEL FULLY CLOSE LEARN #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Accel Fully Close Learn #1 Accelerator fully released learned value No. 1/ Min.: 0 deg, Max.: 124.5 deg - No Results of real-vehicle check: Engine switch on (IG): 20.0 deg Diagnostic Note: This is the value of accelerator pedal position sensor No. 1 learned when the accelerator pedal is released. ACCEL FULLY CLOSE LEARN #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Accel Fully Close Learn #2 Accelerator fully released learned value No. 2/ Min.: 0 deg, Max.: 124.5 deg - No Results of real-vehicle check: Engine switch on (IG): 39.5 deg Diagnostic Note: This is the value of accelerator pedal position sensor No. 2 learned when the accelerator pedal is released. 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 64 to 96%: Throttle fully open Yes Results of real-vehicle check: Engine switch on (IG): 19.2% (accelerator pedal released) HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Engine switch on (IG): 82.3% (accelerator pedal fully depressed) Idling (warm up the engine): 14.9% Running without load (3000 rpm): 20.3% Vehicle driven at constant speed of 60 km/h (38 mph): 19.2% 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. THROTTL SENSOR #2 VOLT % Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttl Sensor #2 Volt % Throttle sensor position #2/ Min.: 0%, Max.: 100% 42 to 62%: Throttle fully closed 92 to 100%: Throttle fully open Yes Results of real-vehicle check: Engine switch on (IG): 51.7% (accelerator pedal released) HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Engine switch on (IG): 98.8% (accelerator pedal fully depressed) Idling (warm up the engine): 46.6% Diagnostic Note: The throttle position sensor No. 2 output is converted using 5 V = 100%. ST1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ST1 Brake pedal signal/ ON or OFF ON: Brake pedal depressed OFF: Brake pedal released No Diagnostic Note: This is the brake pedal switch signal. SYSTEM GUARD Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data System Guard System guard/ ON or OFF ON No Results of real-vehicle check: Idling (warm up the engine): ON 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. OPEN SIDE MALFUNCTION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Open Side Malfunction Open malfunction/ ON or OFF OFF No Diagnostic Note: This parameter indicates a malfunction in the electronic throttle when the throttle valve is open. 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 Results of real-vehicle check: Engine switch on (IG): OFF HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Idling (warm up the engine): ON Running without load (3000 rpm): OFF 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 Results of real-vehicle check: Engine switch on (IG): 0.84 V (accelerator pedal released) Engine switch on (IG): 4.11 V (accelerator pedal fully depressed) Idling (warm up the engine): 0.74 V Driving with the accelerator fully open at 4000 rpm: 4.11 V 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 50 to 80%: Throttle fully open Yes Results of real-vehicle check: Idling (warm up the engine): 0.0% Driving with the accelerator fully open at 4000 rpm: 67.4% 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 engine 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 3.2 to 4.8 V: Throttle fully open 0.6 to 1.4 V: Fail-safe operating No Results of real-vehicle check: Engine switch on (IG): 0.96 V (accelerator pedal released) Engine switch on (IG): 4.11 V (accelerator pedal fully depressed) Idling (warm up the engine): 0.74 V Driving with the accelerator fully open at 4000 rpm: 4.12 V 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 4.6 to 5.0 V: Throttle fully open 2.1 to 3.1 V: Fail-safe operating No Results of real-vehicle check: Engine switch on (IG): 2.58 V (accelerator pedal released) Engine switch on (IG): 4.92 V (accelerator pedal fully depressed) Idling (warm up the engine): 2.32 V 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 Results of real-vehicle check: Engine switch on (IG): 0.96 V 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 engine 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 Results of real-vehicle check: Engine switch on (IG): 2.07 V 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 engine 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 Results of real-vehicle check: Engine switch on (IG): 0.0 A (accelerator pedal released) Engine switch on (IG): 0.7 A (accelerator pedal fully depressed) Idling (warm up the engine): 1.0 A Running without load (3000 rpm): 0.7 A Vehicle driven at constant speed of 60 km/h (38 mph): 0.3 A 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% 0.5 to 40%: 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 Results of real-vehicle check: Engine switch on (IG): 0% (accelerator pedal released) Engine switch on (IG): 16% (accelerator pedal fully depressed) Idling (warm up the engine): 0% Running without load (3000 rpm): 14% Vehicle driven at constant speed of 60 km/h (38 mph): 8% 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 Results of real-vehicle check: Engine switch on (IG): 0% (accelerator pedal released) Engine switch on (IG): 0% (accelerator pedal fully depressed) Idling (warm up the engine): 18% Running without load (3000 rpm): 0% Vehicle driven at constant speed of 60 km/h (38 mph): 0% 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 (learned value)/ Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal released No Results of real-vehicle check: Engine switch on (IG): 0.63 V 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 engine switch is on (IG), the accelerator pedal is released and the throttle actuator is off). Learning is performed immediately after the engine switch is turned 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: Engine 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 engine 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 Results of real-vehicle check: Idling (warm up the engine): 0.00 deg Driving with the accelerator fully open at 4000 rpm: 83.83 deg Diagnostic Note: This value has no meaning when the engine switch is on (IG) and the engine is stopped.
4. Idle Speed Control 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 Results of real-vehicle check: Idling (warm up the engine): 3.72 L/s 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 Results of real-vehicle check: Idling (warm up the engine): 2.95 deg Diagnostic Note: This is the electronic throttle valve opening amount necessary to maintain idling. In other words, this is the throttle valve opening amount necessary to provide adequate ISC airflow. 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 Results of real-vehicle check: Idling (warm up the engine): -0.09 L/s 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 Results of real-vehicle check: Idling (warm up the engine): 4.11 L/s 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 Results of real-vehicle check: Idling (headlights and window defogger on): 0.37 L/s 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 Results of real-vehicle check: Idling (A/C on): 1.98 L/s Diagnostic Note: This is the ISC compensation amount determined according to the air conditioner load. PS FEEDBACK VAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data PS Feedback Val Compensation flow rate according to power steering load/ Min.: -40 L/s, Max.: 39.99 L/s - Yes Results of real-vehicle check: Idling (power steering on): 1.60 L/s Diagnostic Note: This is the ISC compensation amount determined according to the power steering 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 Results of real-vehicle check: Idling (warm up the engine): OFF 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. NEUTRAL CONTROL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Neutral Control N position control status/ ON or OFF - Yes N RANGE STATUS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data N Range Status Shift lever N status/ ON or OFF - Yes 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 Results of real-vehicle check: Idling (warm up the engine): 0.00 L/s 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 Results of real-vehicle check: Idling (warm up the engine): 0.00 L/s Diagnostic Note: This value indicates the amount of compensation for a decrease in intake airflow due to the buildup of deposits on the throttle valve. This value is updated after a long period of time. For use when engine stall, starting problems or rough idle is present.
5. Fuel System 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 - Yes Results of real-vehicle check: Idling (warm up the engine): 2117 μs Running without load (3000 rpm): 2109 μs Vehicle driven at constant speed of 60 km/h (38 mph): 3229 μs Driving with the accelerator fully open at 4000 rpm: 12472 μs 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 to 0.5 ml Yes Results of real-vehicle check: Idling (warm up the engine): 0.096 ml Running without load (3000 rpm): 0.096 ml Vehicle driven at constant speed of 60 km/h (38 mph): 0.180 ml Diagnostic Note: This is the fuel injection volume for 10 injections. FUEL PUMP/SPEED STATUS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Pump/Speed Status Fuel pump status/ ON or OFF ON: Starter on or engine running Yes
6. EVAP System 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 engine switch is turned off. CURRENT FUEL TYPE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Current Fuel Type Status of the Current Fuel Type Gasoline Yes Diagnostic Note: 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 Results of real-vehicle check: Idling (warm up the engine): 38.4% Running without load (3000 rpm): 100.0% Vehicle driven at constant speed of 60 km/h (38 mph): 59.2% 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 Results of real-vehicle check: Idling (warm up the engine): 7.9% Running without load (3000 rpm): 5.2% Vehicle driven at constant speed of 60 km/h (38 mph): 3.6% 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 Results of real-vehicle check: Idling (warm up the engine): 0.84 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): Engine 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 MAP, Air Pump Pressure (Absolute) and Air Pump2 Pressure (Absolute) together with Vapor Pressure Pump are almost the same as atmospheric pressure when the engine is stopped, these items 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): Engine 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: Close 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 Results of real-vehicle check: Idling (warm up the engine): 33.6% Running without load (3000 rpm): 100.0%
7. Air Fuel Ratio Control 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 Results of real-vehicle check: Idling (warm up the engine): 0.99 (Performing feedback control at the stoichiometric air-fuel ratio) Running without load (3000 rpm): 0.99 (Performing feedback control at the stoichiometric air-fuel ratio) Vehicle driven at constant speed of 60 km/h (38 mph): 0.99 (Performing feedback control at the stoichiometric air-fuel ratio) Driving with the accelerator fully open at 4000 rpm: 0.76 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. 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 Results of real-vehicle check: Idling (warm up the engine): 0.99 Running without load (3000 rpm): 1.00 Vehicle driven at constant speed of 60 km/h (38 mph): 0.99 Driving with the accelerator fully open at 4000 rpm: 0.82 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: 3.21 V AFS Current B1S1: -0.05 mA O2S B1S2: 0.20 V Injection Volume: -12% AF Lambda B1S1: 1.15 AFS Voltage B1S1: 3.83 V AFS Current B1S1: 0.32 mA O2S B1S2: 0.04 V Injection Volume: +12% AF Lambda B1S1: 0.93 AFS Voltage B1S1: 2.84 V AFS Current B1S1: - 0.29 mA O2S B1S2: 0.96 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 3.0 to 3.6 V: Idling Yes Results of real-vehicle check: Idling (warm up the engine): 3.22 V Running without load (3000 rpm): 3.29 V Vehicle driven at constant speed of 60 km/h (38 mph): 3.30 V Driving with the accelerator fully open at 4000 rpm: 0.28 V Fuel-cut during deceleration being performed: 4.99 V 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 Results of real-vehicle check: Idling (warm up the engine): -0.05 mA Running without load (3000 rpm): 0.00 mA Vehicle driven at constant speed of 60 km/h (38 mph): 0.00 mA Driving with the accelerator fully open at 4000 rpm: -1.88 mA Fuel-cut during deceleration being performed: 2.02 mA 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 1.4 to 3.6 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 Results of real-vehicle check: Idling (warm up the engine): 28.9% 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 1 V Yes Results of real-vehicle check: Idling (warm up the engine): 0.20 V Running without load (3000 rpm): 0.80 V 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% AF Lambda B1S1: 1.15 AFS Voltage B1S1: 3.83 V AFS Current B1S1: 0.32 mA O2S B1S2: 0.04 V Injection Volume: +12% AF Lambda B1S1: 0.93 AFS Voltage B1S1: 2.84 V AFS Current B1S1: - 0.29 mA O2S B1S2: 0.96 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 Results of real-vehicle check: Idling (warm up the engine): 170.53 ohm 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 HO2 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 Results of real-vehicle check: Idling (warm up the engine): 0.9 A Running without load (3000 rpm): 0.9 A 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 Results of real-vehicle check: Idling (warm up the engine): 0.78% Running without load (3000 rpm): -1.56% Vehicle driven at constant speed of 60 km/h (38 mph): -2.34% Driving with the accelerator fully open at 4000 rpm: 0.00% 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 Results of real-vehicle check: Idling (warm up the engine): -4.69% Running without load (3000 rpm): -3.91% Vehicle driven at constant speed of 60 km/h (38 mph): -6.25% Driving with the accelerator fully open at 4000 rpm: -3.91% 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 system related to air-fuel ratio control 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: There may be a lean air-fuel ratio. -15 to +15%: The air-fuel ratio can be determined to be normal. -15% or less: There may be a rich air-fuel ratio. The learned value is cleared when the battery cable is disconnected. 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 -0.2 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): Feedback for 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.
8. Secondary Air Injection System AIR PUMP PRESSURE (ABSOLUTE) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Air Pump Pressure (Absolute) Air pump pressure (absolute) for Bank 1/ Min.: 0 kPa, Max.: 65535 kPa Air pump on, air switching valve open: Atmospheric pressure + 1 kPa or more Air pump off, air switching valve closed: Close to atmospheric pressure Yes Diagnostic Note: Refer to DTC P2431. Refer to «DTC P2431: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank1; DTC P2432: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank1; DTC P2433: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank1; DTC P2436: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank 2; DTC P2437: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank 2; DTC P2438: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank 2»(ref-524264-S38036070182013012800000) . The system detects the pressure in the air injection system pipe connecting the air pump and air switching valve (for bank 1) and uses it to detect system malfunctions. HINT: As MAP, Air Pump2 Pressure (Absolute) and Vapor Pressure Pump together with Air Pump Pressure (Absolute) are almost the same as atmospheric pressure when the engine is stopped, these items can be used to help determine if the pressure sensor* (for bank 1) characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value by comparing the values. *: The pressure sensor is built into the air switching valve assembly. AIR PUMP2 PRESSURE (ABSOLUTE) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Air Pump2 Pressure (Absolute) Air pump pressure (absolute) for Bank 2/ Min.: 0 kPa, Max.: 65535 kPa Air pump on, air switching valve open: Atmospheric pressure + 1 kPa or more Air pump off, air switching valve closed: Close to atmospheric pressure Yes Diagnostic Note: Refer to DTC P2431. Refer to «DTC P2431: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank1; DTC P2432: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank1; DTC P2433: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank1; DTC P2436: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank 2; DTC P2437: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank 2; DTC P2438: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank 2»(ref-524264-S38036070182013012800000) . The system detects the pressure in the air injection system pipe connecting the air pump and air switching valve (for bank 2). HINT: As MAP, Air Pump Pressure (Absolute) and Vapor Pressure Pump together with Air Pump2 Pressure (Absolute) are almost the same as atmospheric pressure when the engine is stopped, these items can be used to help determine if the pressure sensor* (for bank 2) characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value by comparing the values. *: The pressure sensor is built into the air switching valve assembly. AIR PUMP PULSATION PRESSURE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Air Pump Pulsation Pressure Air pump pulsation pressure for Bank 1/ Min.: 0 kPa, Max.: 655.35 kPa - Yes Diagnostic Note: This is the cumulative pulsation pressure calculated by the ECM. Refer to «DTC P2431: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank1; DTC P2432: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank1; DTC P2433: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank1; DTC P2436: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank 2; DTC P2437: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank 2; DTC P2438: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank 2»(ref-524264-S38036070182013012800000) . The system detects the exhaust gas pulsation and determines whether the air switching valve is stuck open or closed. HINT: When the air switching valve is off, if the value of Air Pump Pulsation is high, it can be concluded that the valve is stuck open. When the air switching valve is on, if the value of Air Pump Pulsation is low, it can be concluded that the valve is stuck closed. SECONDARY AIR CONTROL VSV Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Secondary Air Control VSV Secondary air switching valve status/ ON or OFF ON: ECM commanding secondary air switching valve to open Yes 2ND AIR SYSTEM STATUS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data 2nd Air System Status Secondary air system status/ ON or OFF ON: ECM commanding air pump and secondary air switching valve to operate Yes Diagnostic Note: This system operates immediately after a cold engine start. AI TEST Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data AI Test AIR operation prohibition/ READY or NOT RDY Permission status of forced operation of AIR system Yes
9. Ignition System 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 7 to 24 deg.: Idling Yes Results of real-vehicle check: Idling (warm up the engine): 9.5 deg. Running without load (3000 rpm): 41.0 deg. Vehicle driven at constant speed of 60 km/h (38 mph): 32.5 deg. Driving with the accelerator fully open at 4000 rpm: 20.0 deg. 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 Results of real-vehicle check: Idling (warm up the engine): -3.0° CA Running without load (3000 rpm): -3.0° CA Vehicle driven at constant speed of 60 km/h (38 mph): -3.0° CA Driving with the accelerator fully open at 4000 rpm: -1.9° CA 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 Results of real-vehicle check: Idling (warm up the engine): 12.1° CA Running without load (3000 rpm): 12.1° CA Vehicle driven at constant speed of 60 km/h (38 mph): 16.6° CA Driving with the accelerator fully open at 4000 rpm: 15.9° CA 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 #8 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 Idle Spark Advn Ctrl #7 Idle Spark Advn Ctrl #8 Individual cylinder timing advance compensation amount (No. 1 to No. 8)/ 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.
10. Intake Control ACIS VSV Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ACIS VSV VSV status for ACIS (Acoustic Control Induction System) control/ ON or OFF - Yes Diagnostic Note: This is the ECM control command.
11. EGR System TARGET EGR POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Target EGR Position EGR valve target opening amount/ Min.: 0%, Max.: 100% - Yes Results of real-vehicle check: Idling (warm up the engine): 0.0% Running without load (3000 rpm): 0.0% Vehicle driven at constant speed of 60 km/h (38 mph): 12.9% Driving with the accelerator fully open at 4000 rpm: 0.0% Diagnostic Note: When the engine is cold or idling, at engine start, etc., the value is 0%. When the valve is fully closed, the value is 0%. When the valve is fully open, the value is 100%. HINT: During normal operation, control is performed with this value at 35% or less. EGR STEP POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data EGR Step Position EGR step position/ Min.: 0 step, Max.: 255 step Changes according to engine speed and load Yes Results of real-vehicle check: Idling (warm up the engine): 0 step Running without load (3000 rpm): 0 step Vehicle driven at constant speed of 60 km/h (38 mph): 14 step Driving with the accelerator fully open at 4000 rpm: 0 step Diagnostic Note: This is the ECM control command. When the valve is fully closed, the value is 0 step. When the valve is fully open, the value is 110 step.
12. VVT Control 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.: 639.9 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.: 639.9 DegFR - Yes Diagnostic Note: This is the VVT displacement angle for exhaust camshaft. This is only available in Freeze Frame Data. 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 the 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 = 32%, VVT Change Angle #1 = 0 DegFR ↓ VVT OCV Duty #1 = 37%, VVT Change Angle #1 = 0 DegFR ↓ VVT OCV Duty #1 = 77%, VVT Change Angle #1 = 43.1 DegFR ↓ VVT OCV Duty #1 = 82%, VVT Change Angle #1 = 42.9 DegFR ↓ VVT OCV Duty #1 = 100%, VVT Change Angle #1 = 42.9 DegFR ↓ VVT OCV Duty #1 = 34.1%, VVT Change Angle #1 = 0 DegFR After the above test, VVT Aim Angle #1 = 37%. 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 = 38.9%, VVT Ex Chg Angle #1 = 0 DegFR ↓ VVT Ex OCV Duty #1 = 67.4%, VVT Ex Chg Angle #1 = 36.6 DegFR ↓ VVT Ex OCV Duty #1 = 92.4%, VVT Ex Chg Angle #1 = 34.9 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 = 32.4%.
13. Catalyst 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.
14. Various Vehicle Conditions 2 STARTER SIGNAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Starter Signal Starter signal/ Open or Close Open: Starter operating Close: Starter not operating Yes POWER STEERING SIGNAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Power Steering Signal Power steering switch signal/ ON or OFF ON: Power steering operating Yes NEUTRAL POSITION SW SIGNAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Neutral Position SW Signal PNP switch status/ ON or OFF ON: Shift lever in P or N Yes STOP LIGHT SWITCH Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Stop Light Switch Stop light switch/ ON or OFF ON: Brake pedal depressed OFF: Brake pedal released Yes A/C SIGNAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/C Signal A/C switch status/ ON or OFF ON: A/C on Yes IDLE UP SIGNAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Idle Up Signal Idle up signal/ ON or OFF - Yes 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 IMMOBILISER COMMUNICATION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Immobiliser Communication Immobiliser communication/ ON or OFF ON: Normal Yes
15. 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»(ref-524126-S23069627772013012800000) . No SPD Test Result Check mode result for vehicle speed sensor/ Compl or Incmpl - - No AS Test Result Check mode result for secondary air injection system/ Compl or Incmpl - - 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
16. Test Result 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 engine switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the battery cable is disconnected. Monitor result (mode 06): The last judgment result is output. This is not cleared when the engine 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 engine switch is turned off. Monitor result (mode 06): The last judgment result is output. This is not cleared when the engine switch is turned off, but is cleared when DTCs are cleared. Therefore, only when DTCs are cleared at the beginning of a trip do the system monitor (Monitor Information 2) and monitor result (mode 06) match.
17. Various Vehicle Conditions 3 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 engine 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 Warmup Cycle Cleared DTC Warmup cycles after DTCs cleared/ Min.: 0, Max.: 255 - Yes Diagnostic Note: This is the number of warmup 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 warmup is defined as the engine coolant temperature rising 20°C (104°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 battery cable disconnected/ Min.: 0 km, Max.: 65535 km Total distance vehicle driven after 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 engine switch turned off/ Min.: 0 minutes, Max.: 655350 minutes Cumulative time after engine switch turned off Yes OBD REQUIREMENTS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data OBD Requirements OBD requirement OBD2 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
18. 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 800 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 8 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 #8 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 Cylinder #7 Misfire Count Cylinder #8 Misfire Count Misfire count of cylinders 1 to 8/ 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. MULTI CYLINDERS MISFIRE COUNT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Multi Cylinders Misfire Count Misfire count of multiple cylinders/ Min.: 0, Max.: 65535 0 to 35 Yes Diagnostic Note: This is the counter to count instances when multiple cylinders misfire simultaneously. 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 the 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 the 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 = 52%. When the engine is determined to be misfiring, Misfire Margin = -128 to 0%. CATALYST OT MF F/C Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire/ Not Avl or Avail Avail: "Fuel cut to prevent catalyst from overheating during misfire" available Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available Yes Diagnostic Note: For vehicles which support this function, Catalyst OT MF F/C is displayed as "Avail". When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder. For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder. CAT OT MF F/C HISTORY Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire/ ON or OFF ON: Fuel cut operation history exists Yes Diagnostic Note: This can be used to tell whether there was a large amount of misfires concentrated in a certain cylinder. CAT OT MF F/C CYLINDER #1 TO #8 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Cat OT MF F/C Cylinder #1 Cat OT MF F/C Cylinder #2 Cat OT MF F/C Cylinder #3 Cat OT MF F/C Cylinder #4 Cat OT MF F/C Cylinder #5 Cat OT MF F/C Cylinder #6 Cat OT MF F/C Cylinder #7 Cat OT MF F/C Cylinder #8 Display of fuel cut operation in No. 1 to No. 8 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating Yes
19. Various Vehicle Conditions 4 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 Results of real-vehicle check: Idling (warm up the engine): 869 rpm 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 engine 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 the 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 the freeze frame data 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 the Data List (real-time measurements), or for freeze frame data present when 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. 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 for bank 1 (bank 2)/ Min.: -50%, Max.: 49.6% - Yes 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 for bank 1 (bank 2)/ Min.: -50%, Max.: 49.6% - Yes 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 for bank 1 (bank 2)/ Min.: -50%, Max.: 49.6% - Yes 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 for bank 1 (bank 2)/ Min.: -50%, Max.: 49.6% - Yes 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 for bank 1 (bank 2)/ Min.: -50%, Max.: 49.6% - Yes POWER STEERING PRESSURE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Power Steering Pressure Power steering oil pressure/ Min.: 0 MPa, Max.: 25.599 MPa - Yes ACT VSV Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ACT VSV A/C cut status for Active Test/ 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. IMMOBILISER FUEL CUT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Immobiliser Fuel Cut Status of immobiliser fuel cut/ ON or OFF - Yes IMMOBILISER FUEL CUT HISTORY Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Immobiliser Fuel Cut History Status of the immobiliser fuel cut history/ ON or OFF - Yes COMM WITH POWER MANAGE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Comm with Power Manage Status of communication with power management control ECU/ Comm or No Comm - Yes COMM WITH AIR CONDITIONER Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Comm with Air Conditioner Status of communication with air conditioning amplifier assembly/ Comm or No Comm - Yes ELECTRICAL LOAD SIGNAL 1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Electrical Load Signal 1 Electrical load signal/ ON or OFF - Yes ELECTRICAL LOAD SIGNAL 2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Electrical Load Signal 2 Electrical load signal/ ON or OFF - Yes ELECTRICAL LOAD SIGNAL 3 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Electrical Load Signal 3 Electrical load signal/ ON or OFF - Yes CRUISE CANCEL SIGNAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Cruise Cancel Signal Status of the cruise control cancel signal/ ON or OFF - Yes 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: URJ15## 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: 1UR-FE 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: 8 TRANSMISSION TYPE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Transmission Type Transmission type - No Diagnostic Note: Used for identifying the transmission type: ECT 6th 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)
20. Compression ENGINE SPEED OF CYL #1 TO #8 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 of Cyl #7 Engine Speed of Cyl #8 Engine speed for cylinder No. 1 to No. 8/ 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: 186 rpm Engine Speed of Cyl #5: 186 rpm Engine Speed of Cyl #6: 185 rpm Engine Speed of Cyl #7: 185 rpm Engine Speed of Cyl #8: 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.
21. Automatic Transmission SPD (NT) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data SPD (NT) Automatic transmission input shaft speed/ Min.: 0 rpm, Max.: 12750 rpm Lock-up on (after warming up engine): Input turbine speed (NT) equal to engine speed Lock-up off (idling with shift lever in N): Input turbine speed (NT) nearly equal to engine speed Yes Diagnostic Note: Data is displayed in increments of 50 rpm. SPD (SP2) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data SPD (SP2) Output shaft speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Vehicle stopped: 0 km/h (0 mph) (output shaft speed equal to vehicle speed) Yes A/T OIL TEMPERATURE 2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/T Oil Temperature 2 No. 2 ATF temperature sensor value/ Min.: -40°C, Max.: 215°C After stall test: Approximately 80°C (176°F) Equal to ambient temperature when engine cold Yes Diagnostic Note: If the value is -40°C (-40°F) or 215°C (419°F), the No. 2 ATF temperature sensor circuit is open or shorted. LOCK UP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Lock Up Lock-up/ ON or OFF Lock-up operating: ON Lock-up not operating: OFF Yes SHIFT STATUS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Shift Status ECM gear shift command/ 1st, 2nd, 3rd, 4th, 5th or 6th Shift lever in D or S: 1st, 2nd, 3rd, 4th, 5th or 6th Yes
22. 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. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine 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 injectors are tested at the same time. Perform the test at or below 3000 rpm. Injection volume can be changed in fine gradations within control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and the heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Active Test / Control the Injection Volume / AFS B1 S1 and O2S B1 S2 or AFS B2 S1 and O2S B2 S2. During the Active Test, air-fuel ratio feedback control and feedback learning are stopped. See waveform *3 Control the Injection Volume for A/F Sensor Change injection volume -12.5% or +25% All injectors are tested at the same time. Perform the test at or below 3000 rpm. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and the heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / AFS B1 S1 and O2S B1 S2 or AFS B2 S1 and O2S B2 S2. During the Active Test, air-fuel ratio feedback control and feedback learning are stopped. Control the EGR Step Position Open or close EGR valve From 0 to 110 steps EGR valve is fully closed at step position 0, and fully open at step position 110. Amount of EGR gas flowing into the intake manifold varies in accordance with the EGR valve opening angle. See waveform *5 Activate the VSV for Secondary Air Control Activate the secondary air injection system ON/OFF Do not perform this test for 5 seconds or more. After the test, do not perform the test again for 30 seconds. The air switching valve and air pump operate. Activate the VSV for Intake Control Activate vacuum switching valve (for ACIS) ON/OFF - Activate the VSV for Evap Control Activate purge VSV control ON/OFF The valve is opened with a 30% duty ratio. See waveform *6 Control the A/C Cut Signal A/C compressor cut ON/OFF - Control the Fuel Pump / Speed Activate fuel pump ON/OFF Perform this test with the engine stopped. 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 - Prohibit the Catalyst OT Misfire prevent F/C Prohibit fuel cut which prevents catalyst from overheating during misfire ON: Fuel cut prohibited Confirm that the vehicle is stopped and the engine speed is 3000 rpm or less. 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: Engine 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. See waveform *7 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. 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. Control the VVT System (Bank 2) Turn camshaft timing oil control valve on and off ON/OFF ON: VVT OCV Duty #2 100% 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. 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. See waveform *8 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. Activate the Vacuum Pump Activate leak detection pump (built into canister pump module) ON/OFF - Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) ON/OFF - Control the Cylinder #1 Fuel Cut Cylinder #1 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling.*1 Control the Cylinder #2 Fuel Cut Cylinder #2 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling.*1 Control the Cylinder #3 Fuel Cut Cylinder #3 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling.*1 Control the Cylinder #4 Fuel Cut Cylinder #4 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling.*1 Control the Cylinder #5 Fuel Cut Cylinder #5 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling.*1 Control the Cylinder #6 Fuel Cut Cylinder #6 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling.*1 Control the Cylinder #7 Fuel Cut Cylinder #7 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling.*1 Control the Cylinder #8 Fuel Cut Cylinder #8 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling.*1 Control the All Cylinders Fuel Cut All cylinder fuel cut ON/OFF Test possible while vehicle stopped and engine idling*1. Check the Cylinder Compression*2 Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders. NOTE: *1: If the display of the Data List item Catalyst OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. If the display of the Data List item Catalyst OT MF F/C item is Avail, perform this Active Test as described below. Stop the engine, turn the engine switch on (IG) and turn Control the Cylinder #1 Fuel Cut (to Control the Cylinder #8 Fuel Cut) ON. Start the engine. HINT: *2: 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 lower than the other cylinders. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine 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 battery. Monitor the engine speed (Engine Speed of Cyl #1 to #8) 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 (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 - <--A <--B Active Test operation -12% +12% AFS Voltage B1S1 3.829 V 2.839 V O2S B1S2 0.035 V 0.955 V HINT: Usually, the value of AFS Voltage changes to below 3.1 V when the control value for Control the Injection Volume is changed to +12%. Usually, the value of AFS Voltage changes to 3.4 V or higher when the control value for Control the Injection Volume is changed to -12%. Usually, the value of O2S changes to 0.55 V or higher when the control value for Control the Injection Volume is changed to +12%. Usually, the value of O2S changes to below 0.4 V when the control value for Control the Injection Volume is changed to -12%. *4: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Engine 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 0.761 V Throttle Position No. 1 2.597 V 0.761 V Throttle Motor Duty (Open) 14% 0% Throttle Motor Duty (Close) 0% 17% *5: Control the EGR Step Position (Idling after warming up, A/C off) Tester Display Measurement Item/Range Normal Condition Control the EGR Step Position - <--A <--B <--C <--D <--E EGR Step Position 0 step 10 step 20 step 30 step 40 step MAP 29 kPa 31 kPa 59 kPa 74 kPa 78 kPa HINT: Usually, when the control value for Control the EGR Step Position is "0 step", the value of MAP is between 20 and 40 kPa and idling is stable. Usually, when the control value for Control the EGR Step Position is changed from "0 step" to "30 step", the value of MAP increases to a value at least 10 kPa higher than the value of MAP when the control value for Control the EGR Step Position was "0 step", and the engine idles roughly or stalls. This data is taken from an Active Test in which the step position was raised in increments of 1. The EGR valve inspection in the troubleshooting procedures checks the operation of the valve by stalling the engine and raises the step position in increments of 5. *6: 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 -9.375% 0.000% Injection (Port) 2267.0 μs 2489.0 μs AFS Voltage B1S1 3.249 V 3.205 V *7: Control the VVT Linear (Bank 1) Tester Display Measurement Item/Range Normal Condition Control the VVT Linear (Bank 1) - <--A <--B Active Test operation* +30% -30% VVT Change Angle #1 42.9 DegFR 0.0 DegFR VVT OCV Duty #1 67.0 % 7.0 % VVT Aim Angle #1 37.0 % 37.0 % HINT: *: Change the control value for Control the VVT Linear to +30% or -30% 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. *8: 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* +30% -30% VVT Ex Chg Angle #1 36.6 DegFR 0.0 DegFR VVT Ex OCV Duty #1 78.4 % 18.4 % VVT Ex Hold Lrn Val #1 48.6 % 48.6 % HINT: *: Change the control value for Control the VVT Exhaust Linear to +30% or -30% 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.
23. 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 engine 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 5 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-524264-S01445730802013012800000) . Evaporative System Check (Manual Mode) Perform 5 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts. Refer to EVAP Inspection Procedure. Refer to «EVAP System»(ref-524264-S01445730802013012800000) . Air Injection Check (Automatic Mode) Perform secondary air injection system operation automatically With warm engine, engine switch turned off once If no pending DTCs are output after performing this test, the system is functioning normally. Refer to the inspection procedure for secondary air injection system DTCs. When performing Air Injection Check after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when System Check finishes. Air Injection Check (Manual Mode) Perform 5 operations in order to operate air injection system monitor manually With warm engine, engine switch turned off once Used to detect malfunctioning parts. Refer to the inspection procedure for secondary air injection system DTCs. When performing Air Injection Check after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when System Check finishes.