Engine Control (diagnostics - Introduction) Lexus IS F I

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1. INITIALIZATION NOTE: Perform the Registration (VIN registration) when replacing the ECM. Refer to «REGISTRATION»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__registration) . HINT: Reset memory or initialization cannot be completed by only disconnecting and reconnecting the cable to the negative (-) battery terminal.
2. FOR USING TECHSTREAM WARNING: Observe the following items for safety reasons: Read its instruction books before using the Techstream. Prevent the Techstream cable from being caught on the pedals, shift lever and steering wheel when driving with the Techstream connected to the vehicle. When driving the vehicle for testing purposes using the Techstream, 2 persons are required. One is for driving the vehicle, and the other operates the Techstream.
3. DISCONNECTING AND RECONNECTING OF NEGATIVE BATTERY TERMINAL CABLE Before performing work on electronic components, disconnect the cable from the negative (-) battery terminal to prevent damage to electrical system or electronic components. Before disconnecting and reconnecting the cable to the negative (-) battery terminal, turn the engine switch off and the headlight dimmer switch OFF. Then loosen the terminal nut completely. Do not damage the cable or terminal. When the cable is disconnected from the negative (-) battery terminal, the clock radio settings, and stored DTCs are cleared. Therefore, before disconnecting the cable, make a note of them. NOTE: When disconnecting and reconnecting the cable from the negative (-) battery terminal, the cowl top ventilator louver must also be removed and installed. Be sure to install the cowl top ventilator louver properly. If it is not installed properly, water may enter the engine compartment and cause malfunctions.

DEFINITION OF TERMS

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HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

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

CHECK FOR INTERMITTENT PROBLEMS

HINT

Inspect the vehicle 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 DTCs. Refer to «DTC CHECK / CLEAR»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__dtc-check-clear) .
2. Switch the ECM from normal mode to check mode using the Techstream. Refer to «CHECK MODE PROCEDURE»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__check-mode-procedure) .
3. Perform a simulation test.
4. Check and wiggle the harness(es), connector(s) and terminal(s).

BASIC INSPECTION

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

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

REGISTRATION

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

HINT

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

1. DESCRIPTION HINT: This registration information 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 stored in the vehicle ECM, are the same. Write VIN: This process allows the VIN to be input into the ECM. If the ECM is changed, or the ECM VIN and vehicle VIN do not match, the VIN can be registered, or overwritten in the ECM by following this procedure.
2. READ VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / 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 / Utility / VIN / VIN Write.

CHECKING MONITOR STATUS

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

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 test limit and maximum test limit, the ECM (PCM) interprets this as a malfunction. When the component is not malfunctioning, if the difference of the test value and test limit is very small, the component will malfunction in the near future.

Perform the following instruction to view the monitor status. Although this instruction reference the Lexus diagnostic tester, it can be checked using a generic OBD II scan tool. Refer to your scan tool operator's manual for specific procedures.

1. PERFORM MONITOR DRIVE PATTERN Connect Techstream to the DLC3. Turn the engine switch on (IG) and the tester ON. Clear DTCs. Refer to «DTC CHECK / CLEAR»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__dtc-check-clear) . Run the vehicle in accordance with the applicable drive pattern described in Readiness Monitor Drive Pattern. Refer to «READINESS MONITOR DRIVE PATTERN»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction) . Do not turn the engine switch off. NOTE: The test results will be lost if the engine switch is turned off.
2. ACCESS MONITOR RESULT Enter the following menus: Powertrain / Engine / Monitor / Result. The monitor status appears after the component name. Pass: The component is functioning normally. Fail: The component is malfunctioning. Confirm that the component is either Pass or Fail. Select the component and press ENTER. The accuracy test value appears if the monitor status is either Pass or Fail.
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 test limit and maximum test limit, the component is functioning normally. If not, the component is malfunctioning. The test value is usually significantly higher or lower than the test limit. If the test value is on the borderline of the test limit, the component will 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 If you use a generic scan tool, multiply the value by the scaling value listed below. Advance/Retarded Intake Side BANK 1 Monitor ID Test ID Scaling Unit Description $35 $81 Multiply by 0.01 Second Forced movement of camshaft timing control motor time BANK 2 Monitor ID Test ID Scaling Unit Description $36 $81 Multiply by 0.01 Second Forced movement of camshaft timing control motor time Advance/Retarded Exhaust Side BANK 1 Monitor ID Test ID Scaling Unit Description $35 $85 Multiply by 0.01 Second Forced movement of oil control valve time BANK 2 Monitor ID Test ID Scaling Unit Description $36 $85 Multiply by 0.01 Second Forced movement of oil control valve time Air Fuel Ratio Sensor Bank 1 Sensor 1 Monitor ID Test ID Scaling Unit Description $01 $8E Multiply by 0.001 V Air fuel ratio sensor deterioration level $01 $91 Multiply by 0.004 mA Air fuel ratio sensor current Air Fuel Ratio Sensor Bank 2 Sensor 1 Monitor ID Test ID Scaling Unit Description $05 $8E Multiply by 0.001 V Air fuel ratio sensor deterioration level $05 $91 Multiply by 0.004 mA Air fuel ratio sensor current Heated Oxygen Sensor Bank 1 Sensor 2 Monitor ID Test ID Scaling Unit Description $02 $07 Multiply by 0.001 V Minimum sensor voltage $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 Heated Oxygen Sensor Bank 2 Sensor 2 Monitor ID Test ID Scaling Unit Description $06 $07 Multiply by 0.001 V Minimum sensor voltage $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 - 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 - Bank 2 Monitor ID Test ID Scaling Unit Description $22 $A9 Multiply by 0.0003 No dimension Oxygen storage capacity of catalyst bank 2 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 OFF stuck (P2401) $3D $CD Multiply by 0.001 kPa Test value for leak detection pump ON stuck (P2402) $3D $CE Multiply by 0.001 kPa Test value for vent valve OFF stuck (P2420) $3D $CF Multiply by 0.001 kPa Test value for vent valve ON stuck (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 close stuck (P0441) $3D $D5 Multiply by 0.001 kPa Test value for purge VSV open stuck (P0441) $3D $D7 Multiply by 0.001 kPa Test value for purge flow insufficient (P0441) 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 EWMA: Exponential Weighted Moving Average $A1 $0C Multiply by 1 Time When engine switch 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 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 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 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 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 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 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 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 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.

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1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emission related components, and indicate any detected abnormalities using DTCs (Diagnostic Trouble Codes). Since various components need to be monitored during different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors. To view the status, enter the following menus: Powertrain / Engine / Monitor / Status2. When the status of a Readiness Monitor reads Complete, the necessary conditions have been met for running the performance tests for that Readiness Monitor. A generic OBD II scan tool can also be used to view the Readiness Monitor status. HINT: Many state Inspection and Maintenance (I/M) programs require the status of vehicle Readiness Monitors to show Complete before beginning emission tests. The Readiness Monitors will be reset to Incomplete if: The ECM has lost battery power or blown a fuse. DTCs have been cleared. The conditions for running the Readiness Monitor have not been met. If a 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) Preconditions The monitor will not run unless: The MIL is OFF. Drive Pattern (1) Connect the Techstream to the DLC3. (2) Turn the engine switch on (IG). (3) Turn the Techstream on. (4) Clear DTCs (if set). Refer to «DTC CHECK / CLEAR»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__dtc-check-clear) . (5) Start the engine and warm it up [A]. (6) Drive the vehicle at between 50 mph and 80 mph (80 km/h and 128 km/h) for at least 10 minutes [B]. Monitor Status Check the Readiness Monitor status displayed on the Techstream. If the status does not switch to Complete, extend the driving time.
3. EVAP SYSTEM MONITOR (KEY OFF TYPE) Preconditions The monitor will not run unless: The fuel tank is less than 90% full. The altitude is less than 8000 ft. (2450 m). The vehicle is stationary. The engine coolant temperature is between 4.4°C and 35°C (40°F and 95°F). The intake air temperature is between 4.4°C and 35°C (40°F and 95°F). Vehicle was driven in the city area (or on free-way) for 10 minutes or more. Monitor Conditions Turn the engine switch off and wait for 10.5 hours. HINT: Do not start the engine until checking Readiness Monitor status. If the engine is started, the step described above must be repeated. Monitor Status Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Check the Readiness Monitor status displayed on the Techstream. If the status does not switch to Complete, restart the engine, make sure that the preconditions have been met, and then perform the Monitor Conditions again.
4. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR MONITORS (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Preconditions The monitor will not run unless: 2 minutes or more have elapsed since the engine was started. The Engine Coolant Temperature (ECT) is 75°C (167°F) or more. Cumulative driving time at a vehicle speed of 30 mph (48 km/h) or more exceeds 6 minutes. Air fuel ratio feedback control is performed. Drive Pattern for front air fuel ratio sensor and heated oxygen sensor (1) Connect the Techstream to the DLC3. (2) Turn the engine switch on (IG). (3) Turn the Techstream on. (4) Clear DTCs. Refer to «DTC CHECK / CLEAR»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__dtc-check-clear) . (5) Start the engine, and warm it up until the engine coolant temperature reaches 75°C (167°F) [A]. (6) Drive the vehicle at between 50 mph (80 km/h) and 80 mph (128 km/h) for at least 10 minutes [B]. (7) Change the transmission to 2nd gear [C]. (8) Accelerate the vehicle to 40 mph (64 km/h) or more by depressing the accelerator pedal for at least 10 seconds [D]. (9) Soon after performing step (8) above, release the accelerator pedal for at least 9 seconds without depressing the brake pedal, in order to execute fuel-cut control [E]. (10) Allow the vehicle to decelerate until the vehicle speed declines to less than 6 mph (10 km/h) [F]. (11) Repeat steps from [D] through [F] above at least 3 times in one driving cycle [G]. Monitor Status Check the Readiness Monitor status displayed on the Techstream. If the status does not switch to Complete, make sure that the preconditions have been met, and then perform steps from [A] through [G] in Drive Pattern above.
5. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR HEATER MONITORS (FRONT AIR FUEL RATIO SENSOR AND REAR HEATED OXYGEN SENSOR TYPE) Preconditions The monitor will not run unless: The MIL is OFF. Drive Pattern (1) Connect the Techstream to the DLC3. (2) Turn the engine switch on (IG). (3) Turn the Techstream on. (4) Clear DTCs (if set). Refer to «DTC CHECK / CLEAR»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__dtc-check-clear) . (5) Start the engine. (6) Allow the engine to idle for 10 minutes or more [A]. (7) Drive the vehicle at 25 mph (40 km/h) or more for at least 2 minutes [B]. Monitor Status Check the Readiness Monitor status displayed on the Techstream. If the status does not switch to Complete, make sure that the preconditions have been met, and repeat the Drive Pattern above.

PROBLEM SYMPTOMS TABLE

HINT

1. Use the table below to help determine the cause of problem symptoms. If multiple suspected areas are listed, the potential causes of the symptoms are listed in order of probability in the "Suspected Area" column of the table. Check each symptom by checking the suspected areas in the order they are listed. Replace parts as necessary.
2. Inspect the fuses and relays related to this system before inspecting the suspected areas below.

SFI SYSTEM

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HINT

The standard normal voltage between each pair of the ECM terminals is shown in the table below. The appropriate conditions for checking each pair of the terminals are also indicated. The result of checks should be compared with the standard normal voltage for that pair of terminals, displayed in the Specified Condition column. The illustration above can be used as a reference to identify the ECM terminal locations.

HINT

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

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1. WAVEFORM 1 CAMSHAFT TIMING OIL CONTROL VALVE (EXHAUST SIDE) ECM Terminal Name Between OE1+ and OE1- or OE2+ and OE2- Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling
2. WAVEFORM 2 AIR FUEL RATIO SENSOR HEATER ECM Terminal Name CH1: Between HA1A and E04 CH2: Between HA2A and E05 Tester Range 5 V/DIV., 10 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
3. WAVEFORM 3 HEATED OXYGEN SENSOR ECM Terminal Name Between OX1B and E2 or OX2B and E2 Tester Range 0.2 V/DIV., 200 msec./DIV. Condition Maintain engine speed at 2500 rpm for 2 minutes after warming up sensor HINT: In Data List, item O2S B1S2 or O2S B2S2 shows the ECM input values from the heated oxygen sensor.
4. WAVEFORM 4 INJECTOR FOR PORT INJECTION NO. 1 (TO NO. 8) INJECTION SIGNAL ECM Terminal Name Between #10 (to #80) and E1 Tester Range 5 V/DIV., 5 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases. When the port injection injectors are operating, Port is displayed for Injection Way of the Data List.
5. WAVEFORM 5 INJECTOR FOR DIRECT INJECTION NO. 1 (TO NO. 8) INJECTION SIGNAL AND INJECTION CONFIRMATION SIGNAL ECM Terminal Name CH1: Between #1 or #6 and E1 CH2: Between INJ1 and E1 CH1: Between #4 or #7 and E1 CH2: Between INJ2 and E1 CH1: Between #5 or #8 and E1 CH2: Between INJ3 and E1 CH1: Between #2 or #3 and E1 CH2: Between INJ4 and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases. When the direct injection injectors are operating, Direct is displayed for Injection Way of the Data List.
6. WAVEFORM 6 KNOCK SENSOR ECM Terminal Name Between KNK1 and EKNK Between KNK2 and EKN2 Between KNK3 and ENK3 Between KNK4 and ENK4 Tester Range 0.01 to 10 V/DIV., 0.01 to 10 msec./DIV. Condition Maintain engine speed at 4000 rpm after warming up HINT: The wavelength becomes shorter as the engine rpm increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle.
7. WAVEFORM 7 VVT SENSORS FOR INTAKE SIDE ECM Terminal Name (a) Between VV1+ and VV1- (b) Between VV2+ and VV2- Tester Range 5 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
8. WAVEFORM 8 VVT SENSORS FOR EXHAUST SIDE ECM Terminal Name (a) Between EV1+ and EV1- (b) Between EV2+ and EV2- Tester Range 5 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
9. WAVEFORM 9 CAMSHAFT POSITION SENSOR ECM Terminal Name Between G2+ and G2- Tester Range 5 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
10. WAVEFORM 10 CRANKSHAFT POSITION SENSOR ECM Terminal Name Between NE+ and NE- Tester Range 2 V/DIV., 20 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
11. WAVEFORM 11 IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM) ECM Terminal Name CH1: Between IGT (1 to 8) and E1 CH2: Between IGF1 and E1 or IGF2 and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
12. WAVEFORM 12 PURGE VSV ECM Terminal Name Between PRG and E1 Tester Range 10 V/DIV., 20 msec./DIV. Condition Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
13. WAVEFORM 13 VEHICLE SPEED SIGNAL ECM Terminal Name Between SPD and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Engine switch on (IG), rotate driving wheel slowly HINT: The wavelength becomes shorter as the vehicle speed increases.
14. WAVEFORM 14 THROTTLE ACTUATOR NEGATIVE TERMINAL ECM Terminal Name Between M- and ME01 Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
15. WAVEFORM 15 THROTTLE ACTUATOR POSITIVE TERMINAL ECM Terminal Name Between M+ and ME01 Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
16. WAVEFORM 16 ENGINE SPEED SIGNAL ECM Terminal Name Between TACH and E1 Tester Range 5 V/DIV., 10 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
17. WAVEFORM 17 FUEL PUMP FOR HIGH PRESSURE (SPILL CONTROL VALVE) (BANK 1) ECM Terminal Name CH1: Between FPD and E1 CH2: Between FPF1 and E1 Tester Range 2 V/DIV., 5 msec./DIV. Condition Idling
18. WAVEFORM 18 FUEL PUMP FOR HIGH PRESSURE (SPILL CONTROL VALVE) (BANK 2) ECM Terminal Name CH1: Between FPD2 and E1 CH2: Between FPF2 and E1 Tester Range 2 V/DIV., 5 msec./DIV. Condition Idling
19. WAVEFORM 19 CAN COMMUNICATION SIGNAL ECM Terminal Name Between CANH and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
20. WAVEFORM 20 CAN COMMUNICATION SIGNAL ECM Terminal Name Between CANL and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
21. WAVEFORM 21 CAMSHAFT TIMING CONTROL MOTOR EMD SIGNAL ECM Terminal Name Between EMD1 and E1 or EMD2 and E1 Tester Range 2 V/DIV., 100 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
22. WAVEFORM 22 CAMSHAFT TIMING CONTROL MOTOR EMR SIGNAL ECM Terminal Name Between EMR1 and E1 or EMR2 and E1 Tester Range 2 V/DIV., 5 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
23. WAVEFORM 23 CAMSHAFT TIMING CONTROL MOTOR EDT SIGNAL ECM Terminal Name Between EDT1 and E1 or EDT2 and E1 Tester Range 1 V/DIV., 5 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, an OBD II scan tool (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check the DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of the engine data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (the Techstream only).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the subsequent drive cycle, the MIL is illuminated (2nd trip).
4. FREEZE FRAME DATA The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
5. DLC3 (Data Link Connector 3) Check the DLC3. Refer to «GENERAL INFORMATION»(/lexus/is-f/i-2007-2014/remont/hoistjack/#introduction) .
6. BATTERY VOLTAGE Standard voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery before proceeding.
7. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the engine switch is first turned on (IG) (the engine is not running). The MIL should turn OFF when the engine is started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL does not illuminate when the engine switch is first turned on (IG), check the MIL circuit. Refer to «MIL Circuit»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostic-codes-p1604-u0101-circuit-tests) .
8. ALL READINESS HINT: With "All Readiness", you can check whether or not the DTC judgment has been completed by using the Techstream. You should check "All Readiness" after simulating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear DTCs. Refer to «DTC CHECK / CLEAR»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__dtc-check-clear) . Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Tester Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform the driving pattern after confirming the DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK / CLEAR

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

HINT

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

2 TRIP DETECTION EXAMPLES

Scheme 43

Scheme 44

HINT

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

Scheme 45

1. CHECK DTC Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Check the DTC(s) and freeze frame data, and then write them down. Check the details of the DTC(s). Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__diagnostic-trouble-code-chart) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI and ETCS fuses from the engine room No. 2 relay block located inside the engine compartment for more than 1 minute.
4. CLEAR PERMANENT DTC HINT: Even if the following procedure is not performed, permanent DTCs are cleared by obtaining a normal judgment during 3 consecutive driving cycles. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear DTCs. Perform the respective confirmation driving patterns in order to obtain a normal judgment for the output DTCs. HINT: Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs. For the confirmation driving pattern, refer to the procedures for the relevant DTC. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__diagnostic-trouble-code-chart) . Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 25 mph (40 km/h) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 25 mph (40 km/h) during the driving cycle provided that the vehicle is driven at 25 mph (40 km/h) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

Scheme 46

1. DESCRIPTION The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. HINT: If it is impossible to replicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, five separate sets of freeze frame data, including the data values at the time when the DTC was set, can be checked. 3 data sets before the DTC was set. 1 data set when the DTC was set. 1 data set after the DTC was set. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying the cause of the malfunction, and judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA LABEL (Tester Display) Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculated load Load calculated by ECM Vehicle Load Vehicle load Load percentage in terms of maximum intake air flow amount MAF Mass air flow volume If value approximately 0.0 gm/sec: Mass air flow meter power source circuit open or shorted VG circuit open or shorted If value 271.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F), sensor circuit open If value 140°C (284°F) or more, sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F), sensor circuit open If value 140°C (284°F), sensor circuit shorted Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Initial engine coolant temperature - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Battery voltage - Accel Sens. No. 1 Volt % Accelerator pedal position No. 1 - Accel Sens. No. 2 Volt % Accelerator pedal position No. 2 - Throttle Sensor Volt % Absolute throttle position - Throttle Sensor #2 Volt % Absolute throttle sensor positioning #2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle actuator - Throttle Position Throttle valve opening angle When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated from information from each sensor When the engine stalls, is difficult to start, or idles roughly ISC Position Target valve opening angle calculated from ISC When the engine stalls, is difficult to start, or idles roughly ISC Feedback Value ISC feedback value When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learning value When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Electrical load feedback value When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Air conditioner load feedback value When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Status of low engine speed control When the engine stalls, is difficult to start, or idles roughly Neutral Control N position control status for automatic transmission When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Feedback value of intake air flow When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Deposit loss air flow rate When the engine stalls, is difficult to start, or idles roughly Fuel Press Fuel pressure - Injector (Port) Injector - Injection Volume (Cylinder 1) Injection volume - Fuel Pump Speed Control F/PMP relay status - Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Key-off EVAP system pump status - Fuel Pressure Target Value Target fuel pressure - Fuel Pump Duty (D4) Fuel pump duty (D4) (Bank 1) - Fuel Pump2 Duty (D4) Fuel pump duty (D4) (Bank 2) - HP FP Discharge Rate High pressure fuel pump discharge rate (Bank 1) - HP FP Discharge Rate 2 High pressure fuel pump discharge rate (Bank 2) - Injection Way Injection mode - Injection Switching Status Prohibition of changing the D-4S injection method - Injection Timing (D4) Injection timing (D4) - Injection Time (D4) Injection time (D4) - EVAP (Purge) VSV EVAP purge VSV duty ratio - Evap Purge Flow Purge flow - Purge Density Learn Value Learning value of purge density - EVAP System Vent Valve Key-off EVAP system vent valve status - EVAP Purge VSV Purge VSV VSV for EVAP controlled by ECM (ground side duty control) Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Target air fuel ratio - AF Lamba B1S1 Fuel trim due to air fuel ratio sensor - AF Lambda B2S1 Fuel trim due to air fuel ratio sensor - AFS Voltage B1S1 Air fuel ratio sensor output voltage Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Voltage B2S1 Air fuel ratio sensor output voltage Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Current B1S1 Air fuel ratio sensor output current - AFS Current B2S1 Air fuel ratio sensor output current - A/F Heater Duty #1 Air fuel ratio heater duty - A/F Heater Duty #2 Air fuel ratio heater duty - O2S B1S2 Heated oxygen sensor output voltage Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S B2S2 Heated oxygen sensor output voltage Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 Sub heated oxygen sensor impedance - O2S Impedance B2S2 Sub heated oxygen sensor impedance - O2 Heater B1S2 Heated oxygen sensor heater - O2 Heater B2S2 Heated oxygen sensor heater - O2 Heater Curr Val B1S2 Heated oxygen sensor current - O2 Heater Curr Val B2S2 Heated oxygen sensor current - Short FT #1 Short-term fuel trim Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim - Short FT #2 Short-term fuel trim Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #2 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central value Total FT #2 Total fuel trim - Fuel System Status #1 Fuel system status (Bank 1) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning Fuel System Status #2 Fuel system status (Bank 2) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning IGN Advance Ignition advance - Knock Feedback Value Feedback value of knocking - Knock correct Learn Value Correction learning value of knocking - Idle Spark Advn Ctrl #1 Ignition timing advance value (for No. 1 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Ignition timing advance value (for No. 2 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Ignition timing advance value (for No. 3 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Ignition timing advance value (for No. 4 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #5 Ignition timing advance value (for No. 5 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Ignition timing advance value (for No. 6 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #7 Ignition timing advance value (for No. 7 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #8 Ignition timing advance value (for No. 8 cylinder) When the engine stalls, is difficult to start, or idles roughly AICV VSV AICV VSV - VVT Advance Fail Status of VVT advance fail - Catalyst Temp B1S1 Catalyst temperature - Catalyst Temp B2S1 Catalyst temperature - Catalyst Temp B1S2 Catalyst temperature - Catalyst Temp B2S2 Catalyst temperature - Starter Signal Starter signal - Starter Control Starter control - Starter Relay ST relay status - ACC Relay ACC relay status - Neutral Position SW Signal Neutral position switch signal - Stop Light Switch Stop light switch status - A/C Signal A/C switch status - Idle Up Signal Idle up signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel cut condition - Immobiliser Communication Immobiliser Communication - Engine Oil Pressure SW Engine oil pressure switch status - TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Accumulated distance after DTC cleared - Warmup Cycle Cleared DTC Warm-up cycles since DTCs cleared Number of warm-up cycles since DTCs cleared Dist Batt Cable Disconnect Accumulated distance from battery cable disconnected - IG OFF Elapsed Time Cumulative time after engine switch off - TC and TE1 TC and TE1 terminals of DLC3 - Ignition Trig. Count Ignition counter - Cylinder #1 Misfire Count Cylinder #1 misfire count - Cylinder #2 Misfire Count Cylinder #2 misfire count - Cylinder #3 Misfire Count Cylinder #3 misfire count - Cylinder #4 Misfire Count Cylinder #4 misfire count - Cylinder #5 Misfire Count Cylinder #5 misfire count - Cylinder #6 Misfire Count Cylinder #6 misfire count - Cylinder #7 Misfire Count Cylinder #7 misfire count - Cylinder #8 Misfire Count Cylinder #8 misfire count - All Cylinders Misfire Count All cylinders misfire count - Multi Cylinders Misfire Count Multiple cylinder misfire count - Misfire RPM Engine speed when misfire occurred - Misfire Load Engine load when misfire occurred - Engine Speed (Starter Off) Engine speed when starter off When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after engine switch turned from off to on (IG) When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance traveled during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Starting Time Engine run time (elapsed time from engine switch on (IG) to off) When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Coolant temperature of previous trip When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake temperature of previous trip When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated) When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature of previous trip When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature of previous trip When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of instances of slow engine starts - Low Rev for Eng Start History of low engine speed after engine starts - Minimum Engine Speed Minimum engine speed When the engine stalls, is difficult to start, or idles roughly Electric Fan Motor Fan motor status - Idle Fuel Cut Prohibit Idle fuel cut ON: When throttle valve fully closed and engine speed over 1500 rpm Idle Fuel Cut Idle fuel cut ON: When throttle valve fully closed and engine speed over 1500 rpm FC TAU FC TAU Fuel cut being performed under very light load to prevent incomplete engine combustion Immobiliser Fuel Cut Status of the immobiliser fuel cut - Communication with ECT Status of the communication with ECT - Electrical Load Signal 1 Electrical load signal - Key Unlock Signal Key unlock signal status - Received MIL from ECT MIL status from ECT - Shift Position Sig from ECT Shift position from ECT - A/T Oil Temp from ECT ATF temperature from ECT - SPD (NO) Output shaft speed - SPD (NT) Input shaft speed - ECT Lock Up ECT lock up status - Shift SW Status (P Range) Park/neutral position switch status - Kick Down Switch Status Kick down switch status - Pattern Switch (PWR/M) Pattern switch (PWR) status - Shift SW Status (R Range) Park/neutral position switch status - Shift SW Status (N Range) Park/neutral position switch status - Sports Shift Up SW Sports shift up switch status - Sports Shift Down SW Sports shift down switch status - Sports Mode Selection SW Sports mode select switch status - Shift SW Status (D Range) Park/neutral position switch status - Snow or 2nd Start Mode Pattern switch (SNOW) status

CHECK MODE PROCEDURE

HINT

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

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

Scheme 47

1. CHECK MODE PROCEDURE Check and ensure the following conditions: Battery positive voltage 11 V or more. Throttle valve fully closed. The 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 / Utility / Check Mode. Switch the ECM from normal mode to check mode. Make sure that the MIL flashes as shown in the illustration. Start the engine. Make sure that 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 set, the ECM enters fail-safe mode to allow the vehicle to be driven temporarily.

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

DATA LIST / ACTIVE TEST

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 only. Do not depend solely on these values when determining whether or not a part is faulty. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Data List. Check the values by referring to the table below. Tester Display Measurement Item/Range Normal Condition*1 Diagnostic Note Vehicle Speed Vehicle speed: Min.: 0 Km/h, Max.: 255 Km/h Actual vehicle speed Speed indicated on speedometer Engine Speed Engine speed: Min.: 0 rpm, Max.: 16383 rpm 700 to 800 rpm: Idling - Calculate Load Calculated load by ECM: Min.: 0%, Max.: 100% 15.0 to 35.0%: Idling 15.0 to 35.0%: Running without load (2000 rpm) - Vehicle Load Vehicle load: Min.: 0%, Max.: 25700% Actual vehicle load Load percentage in terms of maximum intake air flow amount MAF Air flow rate from mass air flow meter: Min.: 0 gm/sec, Max.: 655.35 gm/sec 4.0 to 7.0 gm/sec: Idling 12 to 16 gm/sec: 2000 rpm If value approximately 0.0 gm/sec: Mass air flow meter power source circuit open VG circuit open or shorted If value 271.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure: Min.: 0 kPa, Max.: 255 kPa Equivalent to atmospheric pressure (absolute pressure) - Coolant Temp Engine coolant temperature: Min.: -40°C, Max.: 215°C 80 to 105°C (176 to 221°F): After warming up If value -40°C (-40°F): sensor circuit open If value 140°C (284°F) or more: sensor circuit shorted Intake Air Intake air temperature: Min.: -40°C, Max.: 140°C Equivalent to ambient air temperature If value -40°C (-40°F): sensor circuit open If value 140°C (284°F): sensor circuit shorted Engine Run Time Engine run time: Min.: 0 s, Max.: 65535 s Time after engine start - Initial Engine Coolant Temp Initial engine coolant temperature: Min.: -40°C, Max.: 119.3°C Coolant temperature when engine started Service data Initial Intake Air Temp Initial intake air temperature: Min.: -40°C, Max.: 119.3°C Intake air temperature when engine started Service data Battery Voltage Battery voltage: Min.: 0, Max.: 65.535 V 11 to 14 V: Idling - Accel Sens. No. 1 Volt % Accelerator pedal position sensor No. 1: Min.: 0%, Max.: 100% 10 to 25%: Accelerator pedal released 60 to 90%: Accelerator pedal fully depressed - Accel Sens. No. 2 Volt % Accelerator pedal position sensor No. 2: Min.: 0%, Max.: 100% 20 to 45%: Accelerator pedal released 80 to 100%: Accelerator pedal fully depressed - Accel Sensor Out No. 1 Accelerator pedal position 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 - Accel Sensor Out No. 2 Accelerator pedal position sensor No. 2 voltage: Min.: 0 V, Max.: 4.98 V 1.2 to 2.0 V: Accelerator pedal released 3.4 to 4.8 V: Accelerator pedal fully depressed - Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor: Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 64 to 96%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA1 Throttle Sensor #2 Volt % Throttle valve opening percentage according to throttle position sensor No. 2: Min.: 0%, Max.: 100% 42 to 62%: Accelerator pedal released 92 to 100%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA2 System Guard System guard: ON or OFF - - Throttle Idle Position Whether or not throttle position sensor detecting idling: ON or OFF ON: Accelerator pedal released OFF: Accelerator pedal fully depressed - Throttle Require Position Required throttle position: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling - Throttle Sensor Position*3 Throttle position sensor: Min.: 0%, Max.: 100% 0%: Accelerator pedal released 50 to 80%: Accelerator pedal fully depressed Recognition value for throttle opening angle on ECM Throttle Position No. 1 Throttle position sensor No. 1 output voltage: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal released 3.2 to 4.8 V: Accelerator pedal fully depressed 0.6 to 1.4 V: Fail-safe operating - Throttle Position No. 2 Throttle position sensor No. 2 output voltage: Min.: 0 V, Max.: 4.98 V 2.1 to 3.1 V: Accelerator pedal released 4.6 to 5.0 V: Accelerator pedal fully depressed 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value: Min.: 0 V, Max.: 4.98 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1: Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V Electronic throttle control system service data Throttle Sens Open Pos #2 Throttle sensor opener position No. 2: Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V Electronic throttle control system service data Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling Electronic throttle control system service data Throttle Motor DUTY Throttle actuator: Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up - Throttle Motor Duty (Open) Throttle actuator duty ratio (open): Min.: 0%, Max.: 255% 0 to 40%: Idling Electronic throttle control system service data Throttle Motor Duty (Close) Throttle actuator duty ratio (close): Min.: 0%, Max.: 255% 0 to 40%: Idling Electronic throttle control system service 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 - +BM Voltage +BM voltage: Min.: 0 V, Max.: 79.998 V 11 to 14 V: Engine switch on (IG), all systems normal Electronic throttle control system service data Actuator Power Supply Actuator power supply: ON or OFF ON: Idling - Throttle Position Throttle valve opening angle: Min.: 0 deg, Max.: 499.99 deg - When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated from information from each sensor: Min.: 0 L/s, Max.: 79.99 L/s - When the engine stalls, is difficult to start, or idles roughly ISC Position Target valve opening angle calculated from ISC: Min.: 0 deg, Max.: 499.99 deg - When the engine stalls, is difficult to start, or idles roughly ISC Feedback Value ISC feedback value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learning value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Electrical load feedback value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Air conditioner load feedback value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Status of low engine speed control: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Neutral Control N position control status for automatic transmission: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Feedback value of intake air flow: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Deposit loss air flow rate: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Fuel Press Fuel pressure (high pressure side): Min.: 0 kPa, Max.: 655350 kPa 3500 to 4500 kPa: Idling 7000 to 9000 kPa: 2000 rpm - Injector (Port) Injection period of No. 1 cylinder: Min.: 0 μs, Max.: 65535 μs - - Injection Volum (Cylinder 1) Injection volume (Cylinder 1): Min.: 0 ml, Max.: 2.047 ml 0.005 to 0.015 ml: Idling Quantity of fuel injection volume for 10 times (Port and Direct) Fuel Pump Speed Control F/PMP relay status: ON or OFF - Active Test support data Fuel Pump/Speed Status Fuel pump/status: ON or OFF - Active Test support data Vacuum Pump Key-off EVAP system leak detection pump status: ON or OFF - Active Test support data Fuel Pressure Target Value Target fuel pressure by the fuel pump for high pressure: Min.: 0 MPa, Max.: 65.535 MPa 3 to 5 MPa: Idling 7 to 9 MPa: 2500 rpm (No load) - Fuel Pump Duty (D4) Fuel pump for high pressure duty (D4) (bank 1): Min.: 0%, Max.: 127.5% - - Fuel Pump2 Duty (D4) Fuel pump for high pressure duty (D4) (bank 2): Min.: 0%, Max.: 127.5% - - HP FP Discharge Rate Fuel volume required by the fuel pump for high pressure (bank 1): Min.: 0 ml, Max.: 2.047 ml - - HP FP Discharge Rate 2 Fuel volume required by the fuel pump for high pressure (bank 2): Min.: 0 ml, Max.: 2.047 ml - - Injection Way Injection mode: Port / Direct / Either - - Injection Switching Status Prohibition of changing the D-4S injection method: OK or NG OK: Change of fuel injection method is normal Permission status of changing of fuel injection method during Active Test Injection Timing (D4) No. 1 cylinder injector for direct injection timing: Min.: -3276.8 CA, Max.: 3276.7 CA 290 to 310 CA: Idling - Injection Time (D4) Final fuel injection time of No. 1 injector for direct injection: Min.: 0 μs., Max.: 65535 μs 700 to 2000 μs: Idling - EVAP (Purge) VSV EVAP (Purge) VSV control duty: Min.: 0%, Max.: 100% 0 to 40%: Idling Order signal from ECM Evap Purge Flow Purge flow: Min.: 0%, Max.: 399.9% 0 to 8%: Idling Service data Purge Density Learn Value Learning value of purge density: Min.: -200, Max.: 199.993 -35 to 1: Idling Service data Vapor Pressure Pump Vapor pressure: Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10185.98 mmHg) Approximately 100 kPa (750 mmHg): Engine switch on (IG) EVAP system pressure monitored by canister pressure sensor Vapor Pressure (calculated) Vapor pressure (calculated): Min.: -720.896 kPa (-5408.07 mmHg), Max.: 720.874 kPa (5407.91 mmHg) Approximately 100 kPa (750 mmHg): Engine switch on (IG) EVAP system pressure monitored by canister pressure sensor EVAP System Vent Valve Key-off EVAP system vent valve status: ON or OFF - Active Test support data EVAP Purge VSV VSV status for EVAP control: ON or OFF - Active Test support data Purge Cut VSV Duty Purge cut VSV duty: Min.: 0%, Max.: 399.9% - - Target Air-Fuel Ratio Target air fuel ratio: Min.: 0, Max.: 1.99 0.8 to 1.2: Idling - AF Lamba B1S1 Short-term fuel trim associated with bank 1 sensor 1: Min.: 0, Max.: 1.99 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air-fuel ratio = 1 Value greater than 1 (1.001 to 1.999) = Lean - AF Lambda B2S1 Short-term fuel trim associated with bank 2 sensor 1: Min.: 0, Max.: 1.99 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air-fuel ratio = 1 Value greater than 1 (1.001 to 1.999) = Lean - AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1: Min.: 0 V, Max.: 7.99 V 3 to 3.5 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Voltage B2S1 Air fuel ratio sensor output voltage for bank 2 sensor 1: Min.: 0 V, Max.: 7.99 V 3 to 3.5 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1: Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling - AFS Current B2S1 Air fuel ratio sensor output current for bank 2 sensor 1: Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling - A/F Heater Duty #1 Air fuel ratio heater duty for bank 1: Min.: 0%, Max.: 399.9% 0 to 100% - A/F Heater Duty #2 Air fuel ratio heater duty for bank 2: Min: 0%, Max.: 399.9% 0 to 100% - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2: Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving at 44 mph (70 km/h) Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S B2S2 Heated oxygen sensor output voltage for bank 2 sensor 2: Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving at 44 mph (70 km/h) Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 Sub heated oxygen sensor impedance (bank 1 sensor 2): Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000: After driving approx. 10 min. in urban area - O2S Impedance B2S2 Sub heated oxygen sensor impedance (bank 2 sensor 2): Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000: After driving approx. 10 min. in urban area - O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2: Not Act or Active - - O2 Heater B2S2 Heated oxygen sensor heater for bank 2 sensor 2: Not Act or Active - - O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2: Min.: 0 A, Max.: 4.9 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor current for bank 2 sensor 2: Min.: 0 A, Max.: 4.9 A - - Short FT #1 Short-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -20 to 20% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -30 to 30% Overall fuel compensation carried out in long-term to compensate for continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim of bank 1 Average value for fuel trim system of bank 1: Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Short FT #2 Short-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% -20 to 20% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #2 Long-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% -30 to 30% Overall fuel compensation carried out in long-term to compensate for continual deviation of short-term fuel trim from central value Total FT #2 Total fuel trim of bank 2 Average value for fuel trim system of bank 2: Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Fuel System Status #1 Fuel system status (bank 1): OL or CL or OLDrive or OLFault or CLFault CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning Fuel System Status #2 Fuel system status (bank 2): OL or CL or OLDrive or OLFault or CLFault CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning IGN Advance Ignition timing advance for No. 1 cylinder: Min.: -64 deg., Max.: 63.5 deg. BTDC 8 to 18 deg: Idling - Knock Feedback Value Feedback value of knocking: Min: -1024 CA, Max.: 1023.9 CA -31.5 to 0 CA: Driving at 44 mph (70 km/h) Service data Knock Correct Learn Value Correction learning value of knocking: Min: -1024 CA, Max.: 1023.9 CA 3 to 31.5 CA: Driving at 44 mph (70 km/h) Service data Idle Spark Advn Ctrl #1 Ignition timing advance value (for No. 1 cylinder): Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Ignition timing advance value (for No. 2 cylinder): Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Ignition timing advance value (for No. 3 cylinder): Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Ignition timing advance value (for No. 4 cylinder): Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #5 Ignition timing advance value (for No. 5 cylinder): Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Ignition timing advance value (for No. 6 cylinder): Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #7 Ignition timing advance value (for No. 7 cylinder): Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #8 Ignition timing advance value (for No. 8 cylinder): Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly AICV VSV VSV for intake control system status: ON or OFF ON: AICV open - VVT Advance Fail Status of VVT advance fail: ON or OFF ON: VVT control failure - VVT Change Angle #1*2 VVT change angle (bank 1): Min.: 0 DegFR, Max.: 639.9 DegFR 8 to 12 DegFR: Idling Displacement angle during intrusive operation VVT Change Angle #2*2 VVT change angle (bank 2): Min.: 0 DegFR, Max.: 639.9 DegFR 8 to 12 DegFR: Idling Displacement angle during intrusive operation VVT Ex Hold Lrn Val #1*2 VVT exhaust hold duty ratio learning value (bank 1): Min.: 0%, Max.: 399.9% 0 to 80%: Idling - VVT Ex Chg Angle #1*2 VVT exhaust change angle (bank 1) Min.: 0 DegFR, Max.: 639.9 DegFR 0 to 40 DegFR: Idling Displacement angle during intrusive operation VVT Ex OCV Duty #1*2 VVT exhaust oil control valve duty (bank 1) Min.: 0%, Max.: 399.9% 0 to 100%: Idling Requested duty value for intrusive operation VVT Ex Hold Lrn Val #2*2 VVT exhaust hold duty ratio learning value (bank 2): Min.: 0%, Max.: 399.9% 0 to 80%: Idling - VVT Ex Chg Angle #2*2 VVT exhaust change angle (bank 2): Min.: 0 DegFR, Max.: 639.9 DegFR 0 to 40 DegFR: Idling Displacement angle during intrusive operation VVT Ex OCV Duty #2*2 VVT exhaust oil control valve duty (bank 2): Min.: 0%, Max.: 399.9% 0 to 100%: Idling Requested duty value for intrusive operation VVT-iE Aim Angle #1*2 VVT-iE aim angle (bank 1): Min.: 0 DegFR, Max.: 639.9 DegFR 10 DegFR: Idling - VVT-iE Aim Angle #2*2 VVT-iE aim angle (bank 2): Min.: 0 DegFR, Max.: 639.9 DegFR 10 DegFR: Idling - VVT-iE Mot Direction #1 VVT-iE motor direction (bank 1): Backward or Forward Forward: Idling - VVT-iE Mot Direction #2 VVT-iE motor direction (bank 2): Backward or Forward Forward: Idling - VN Turbo Type Variable nozzle turbo type: Not Avl or Commo or Vacuum or CAN Com Not Avl (Unused) - Catalyst Temp B1S1 Catalyst temperature (bank 1 sensor 1): Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B2S1 Catalyst temperature (bank 2 sensor 1): Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B1S2 Catalyst temperature (bank 1 sensor 2): Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B2S2 Catalyst temperature (bank 2 sensor 2): Min.: -40°C, Max.: 6513.5°C - - Starter Signal Starter signal: Open or Close Open: Cranking - Starter Control Starter switch status: ON or OFF ON: Cranking - Starter Relay Starter relay status: ON or OFF ON: Cranking - ACC Relay ACC relay status: ON or OFF ON: Cranking - Neutral Position SW Signal Park/neutral position switch status: ON or OFF ON: P or N position - Stop Light Switch Stop light switch status: ON or OFF ON: Brake pedal depressed - A/C Signal A/C switch status: ON or OFF ON: A/C ON - Idle Up Signal Idle up signal: ON or OFF - - Closed Throttle Position SW Closed throttle position switch: ON or OFF ON: Throttle fully closed OFF: Throttle open - Fuel Cut Condition Fuel cut condition: ON or OFF ON: Fuel cut operating - Immobiliser Communication Immobiliser communication: ON or OFF ON: Normal - Engine Oil Pressure SW Engine oil pressure switch signal ON or OFF ON: Oil pressure warning light turned ON - Check Mode Check mode: OFF or ON ON: Check mode ON Refer to «CHECK MODE PROCEDURE»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostics-introduction__check-mode-procedure) SPD Test Result Check mode result for speed signal: Compl or Incmpl - - Misfire Test Result Check mode result for misfire monitor: Compl or Incmpl - - OXS1 Test Result Check mode result for heated oxygen sensor (bank 1): Compl or Incmpl - - OXS2 Test Result Check mode result for heated oxygen sensor (bank 2): Compl or Incmpl - - A/F Test Results #2 Check mode result for air fuel ratio sensor (bank 2): Compl or Incmpl - - A/F Test Results #1 Check mode result for air fuel ratio sensor (bank 1): Compl or Incmpl - - Complete Parts Monitor Comprehensive component monitor: Not Avl or Avail - - Fuel System Monitor Fuel system monitor: Not Avl or Avail - - Misfire Monitor Misfire monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor: Compl or Incmpl - - O2S (A/FS) Heater Monitor Heated oxygen sensor (Air fuel ratio sensor) heater monitor: Not Avl or Avail - - O2S (A/FS) Heater Monitor Heated oxygen sensor (Air fuel ratio sensor) heater monitor: Compl or Incmpl - - O2S (A/FS) Monitor Heated oxygen sensor (Air fuel ratio sensor) monitor: Not Avl or Avail - - O2S (A/FS) Monitor Heated oxygen sensor (Air fuel ratio sensor) monitor: Compl or Incmpl - - A/C Monitor A/C monitor: Not Avl or Avail - - A/C Monitor A/C monitor: Compl or Incmpl - - 2nd Air Monitor 2nd air monitor: Not Avl or Avail - - 2nd Air Monitor 2nd air monitor: Compl or Incmpl - - EVAP Monitor EVAP monitor: Not Avl or Avail - - EVAP Monitor EVAP monitor: Compl or Incmpl - - Heated Catalyst Monitor Heated catalyst monitor: Not Avl or Avail - - Heated Catalyst Monitor Heated catalyst monitor: Compl or Incmpl - - Catalyst Monitor Catalyst monitor: Not Avl or Avail - - Catalyst Monitor Catalyst monitor: Compl or Incmpl - - Component Monitor ENA Comprehensive component monitor: Unable or Enable - - Component Monitor CMPL Comprehensive component monitor: Compl or Incmpl - - Fuel System Monitor ENA Fuel system monitor: Unable or Enable - - Fuel System Monitor CMPL Fuel system monitor: Compl or Incmpl - - Misfire Monitor ENA Misfire monitor: Unable or Enable - - Misfire Monitor CMPL Misfire monitor: Compl or Incmpl - - EGR/VVT Monitor ENA EGR/VVT monitor: Unable or Enable - - EGR/VVT Monitor CMPL EGR/VVT monitor: Compl or Incmpl - - Heater Monitor ENA Heated oxygen sensor (Air fuel ratio sensor) heater monitor: Unable or Enable - - Heater Monitor CMPL Heated oxygen sensor (Air fuel ratio sensor) heater monitor: Compl or Incmpl - - O2S (A/FS) Monitor ENA Heated oxygen sensor (Air fuel ratio sensor) monitor: Unable or Enable - - O2S (A/FS) Monitor CMPL Heated oxygen sensor (Air fuel ratio sensor) monitor: Compl or Incmpl - - A/C Monitor ENA A/C monitor: Unable or Enable - - A/C Monitor CMPL A/C monitor: Compl or Incmpl - - 2nd Air Monitor ENA 2nd air monitor: Unable or Enable - - 2nd Air Monitor CMPL 2nd air monitor: Compl or Incmpl - - EVAP Monitor ENA EVAP monitor: Unable or Enable - - EVAP Monitor CMPL EVAP monitor: Compl or Incmpl - - Heated Cat Monitor ENA Heated Cat monitor: Unable or Enable - - Heated Cat Monitor CMPL Heated Cat monitor: Compl or Incmpl - - Catalyst Monitor ENA Catalyst monitor: Unable or Enable - - Catalyst Monitor CMPL Catalyst monitor: Compl or Incmpl - - TC Terminal TC terminal status: ON or OFF - - # Codes (Include History) Number of emission related DTCs: Min.: 0, Max.: 255 0: No emission related DTC detected - MIL MIL status: ON or OFF ON: MIL ON - MIL ON Run Distance MIL ON Run Distance: Min.: 0 Km, Max.: 65535 Km Distance after DTC detected - Running Time from MIL ON Running time from MIL ON: Min.: 0 min., Max.: 65535 min Equivalent to running time after MIL ON - Time after DTC Cleared Time after DTC cleared: Min.: 0 min., Max.: 65535 min Equivalent to time after DTCs cleared - Distance from DTC Cleared Distance after DTC cleared: Min.: 0 km, Max.: 65535 km Equivalent to drive distance after DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycles since DTCs cleared: Min.: 0, Max.: 255 - Number of warm-up cycles since DTCs cleared Dist Batt Cable Disconnect Accumulated distance from battery cable disconnected: Min.: 0 Km, Max.: 65535 Km - - IG OFF Elapsed Time Cumulative time after engine switch off: Min.: 0 min, Max.: 655350 min - - OBD Requirements OBD requirement OBD2 - Number of Emission DTC Emission related DTCs - Number of emission related DTCs TC and TE1 TC and CG (TE1) terminals of DLC3: ON or OFF - Active Test support data Ignition Trig. Current Number of counts of misfire counter: Min.: 0, Max.: 65535 0 to 800 - Cylinder #1 Misfire Count Misfire count of cylinder 1: Min.: 0, Max.: 255 0 - Cylinder #2 Misfire Count Misfire count of cylinder 2: Min.: 0, Max.: 255 0 - Cylinder #3 Misfire Count Misfire count of cylinder 3: Min.: 0, Max.: 255 0 - Cylinder #4 Misfire Count Misfire count of cylinder 4: Min.: 0, Max.: 255 0 - Cylinder #5 Misfire Count Misfire count of cylinder 5: Min.: 0, Max.: 255 0 - Cylinder #6 Misfire Count Misfire count of cylinder 6: Min.: 0, Max.: 255 0 - Cylinder #7 Misfire Count Misfire count of cylinder 7: Min.: 0, Max.: 255 0 - Cylinder #8 Misfire Count Misfire count of cylinder 8: Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinder misfire count: Min.: 0, Max.: 255 0 to 35 - Multi Cylinders Misfire Count Multiple cylinder misfire count: Min.: 0 Max.: 65535 0 to 65535 - Misfire RPM Average engine speed during misfire: Min.: 0 rpm, Max.: 6375 rpm 0 rpm: Misfire 0 - Misfire Load Average load during misfire: Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Engine Speed (Starter Off) Engine speed when starter off: Min,: 0 rpm, Max.: 51199 rpm - When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after engine switch turned from off to on (IG): Min.: 0, Max.: 255 - When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance traveled during previous trip: Min.: 0 km, Max.: 655.35 km - When the engine stalls, is difficult to start, or idles roughly Engine Starting Time Engine run time (elapsed time from engine switch on (IG) to off): Min.: 0 ms, Max.: 655350 ms - When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Coolant temperature of previous trip: Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake temperature of previous trip: Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated): Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature of previous trip: Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature: Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature of previous trip: Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of instances of slow engine starts: ON or OFF - - Low Rev for Eng Start History of low engine speed after engine starts: ON or OFF - - Minimum Engine Speed Minimum engine speed: Min.: 0 rpm, Max.: 51199 rpm - When the engine stalls, is difficult to start, or idles roughly Electric Fan Motor Electric fan motors: ON or OFF - Active Test support data Idle Fuel Cut Prohibit Idle fuel cut: ON or OFF ON: Fuel cut operating Idle Fuel Cut = "ON" when throttle valve fully closed and engine speed over 1500 rpm Idle Fuel Cut Idle fuel cut: ON or OFF ON: Fuel cut operating Idle Fuel Cut = "ON" when throttle valve fully closed and engine speed over 1500 rpm FC TAU Fuel cut TAU (Fuel cut during very light load): ON or OFF ON: Fuel cut operating Fuel cut being performed under very light load to prevent incomplete engine combustion Immobiliser Fuel Cut Status of the immobiliser fuel cut: ON or OFF - - Communication with ECT Status of the communication with ECT: Comm or No Comm - - Electrical Load Signal 1 Electrical load signal: ON or OFF - - Key Unlock Signal Key unlock signal status: ON or OFF - - Model Code Model code - Identifies model code: USE2# Engine Type Engine type - Identifies engine type: 2URGSE Cylinder Number Cylinder number - Identifies number of cylinders: 8 Transmission Type Transmission type - Identifies transmission type: ECT 8th Destination Destination - Identifies destination: A (America) Model Year Model year: Min.: 1900, Max.: 2155 - Identifies model year: 2010 System Identification System identification - Identifies engine system: Gasoline (gasoline engine) Engine Speed of Cyl #1 Engine speed for cylinder 1: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #2 Engine speed for cylinder 2: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #3 Engine speed for cylinder 3: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #4 Engine speed for cylinder 4: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #5 Engine speed for cylinder 5: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #6 Engine speed for cylinder 6: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #7 Engine speed for cylinder 7: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #8 Engine speed for cylinder 8: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test Av Engine Speed of All Cyl Engine speed for all cylinders: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed Received MIL from ECT MIL status from ECT: ON or OFF ON: MIL ON - Shift Position Sig. from ECT Shift position signal from ECT: 1st, 2nd, 3rd, 4th, 5th, 6th, 7th or 8th - - A/T Oil Temp from ECT ATF temperature from ECT: Min.: -40°C, Max.: 215°C With engine cold: Equal to ambient temperature - SPD (NO) Output shaft speed: Min.: 0 rpm, Max.: 12750 rpm - - SPD (NT) Input shaft speed: Min.: 0 rpm, Max.: 12750 rpm Lock up is on (after warming up engine): Input turbine speed (NT) is equal to engine speed Lock up is off (idling with shift lever on N): Input turbine speed (NT) is nearly equal to engine speed - ECT Lock Up Lock up: ON or OFF ON: Lock up is operating - Shift SW Status (P Range) Park/neutral position switch status: ON or OFF Shift lever is: ON: In P OFF: Not in P When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch or shift cable may be incorrect HINT: When failure still occurs even after adjusting these parts, refer to DTC P0705. Refer to «DTC P0705: Transmission Range Sensor Circuit Malfunction (PRNDL Input)»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostic-codes-p0705-p1605) . Kick Down Switch Status Kick down switch status: ON or OFF Accelerator pedal is: Fully depressed: ON Released: OFF - Pattern Switch (PWR/M) Pattern switch (PWR) status: ON or OFF Pattern switch (PWR) is: Pushed: ON Not pushed: OFF - Shift SW Status (R Range) Park/neutral position switch status: ON or OFF Shift lever is: ON: In R OFF: Not in R When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch or shift cable may be incorrect HINT: When failure still occurs even after adjusting these parts, refer to DTC P0705. Refer to «DTC P0705: Transmission Range Sensor Circuit Malfunction (PRNDL Input)»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostic-codes-p0705-p1605) . Shift SW Status (N Range) Park/neutral position switch status: ON or OFF Shift lever is: ON: In N OFF: Not in N When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch or shift cable may be incorrect HINT: When failure still occurs even after adjusting these parts, refer to DTC P0705. Refer to «DTC P0705: Transmission Range Sensor Circuit Malfunction (PRNDL Input)»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostic-codes-p0705-p1605) . Sports Shift Up SW Sport shift up switch status: ON or OFF ON: Continuously shift to "+" (up-shift) OFF: Release "+" (up-shift) - Sports Shift Down SW Sport shift down switch status: ON or OFF ON: Continuously shift to "-" (down-shift) OFF: Release "-" (down-shift) - Sports Mode Selection SW Sport mode select switch status: ON or OFF Shift lever is: ON: M, "+" or "-" OFF: Not in M, "+" or "-" - Shift SW Status (D Range) Park/neutral position switch status: ON or OFF Shift lever is: ON: In D or M OFF: Not in D or M When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch or shift cable may be incorrect HINT: When failure still occurs even after adjusting these parts, refer to DTC P0705. Refer to «DTC P0705: Transmission Range Sensor Circuit Malfunction (PRNDL Input)»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostic-codes-p0705-p1605) . Snow or 2nd Start Mode Pattern switch (SNOW) status: ON or OFF Engine switch in: On (IG): OFF ↓ Pattern switch (SNOW) is: Pushed: ON ↓ Pattern switch (SNOW) is: Pushed: OFF - HINT: *1: If no conditions are specified for "idling", the shift lever should be in N or P, and the A/C switch and all accessory switches should be OFF. *2: These Data List values are only displayed when performing the following Active Tests: Control the VVT-iE Linear (Bank 1), Control the VVT-iE Linear (Bank 2), Control the Exhaust Linear (Bank 1) and Control the Exhaust Linear (Bank 2). For other Active Tests, the Data List value will be 0. *3: Excluding throttle valve opening percentage due to Idle Speed Control (ISC).
2. ACTIVE TEST HINT: Using the Techstream to perform the Active Tests allows relays, VSVs and 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 test early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests. Data List can be displayed during Active Test. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test. 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 -12.5 to 24.8% All injectors tested at the same time Perform test at less than 3000 rpm Injection volume can be changed in 1% graduations within control range Control the Injection Volume for A/F Sensor Change injection volume Lower by 12.5% or increase by 25% Perform test at less than 3000 rpm Control the Injection Volume for A/F Sensor enables checking and graphing of air fuel ratio sensor and heated oxygen sensor voltage outputs To conduct test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / Data List / A/F Control System / AFS Voltage B1S1, AFS Voltage B2S1, O2S B1S2 and O2S B2S2 Activate the Fuel Pump Speed Control Fuel pump speed control ON (low speed) / OFF (high speed) Test possible when the following conditions met: Engine switch on (IG) Engine stopped Activate the VSV for EVAP Control Activate purge VSV control ON/OFF - Control the Fuel Pump/Speed Activate fuel pump (C/OPN relay) ON/OFF Test possible when the following conditions met: Engine switch on (IG) Engine stopped Connect the TC and TE1 Turn on and off TC and CG (TE1) connection ON/OFF ON: TC and TE1 connected OFF: TC and TE1 disconnected Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF - Control the Electric Cooling Fan Control electric cooling fan ON/OFF Test possible when the following conditions met: Engine switch on (IG) Engine stopped Activate the Starter Relay Activate starter relay ON/OFF - Activate the ACC Cut Relay Activate ACC CUT relay ON/OFF Test possible when the following conditions met: Engine switch on (IG) Engine stopped Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Test possible when the following conditions met: Engine switch on (IG) Engine stopped Accelerator pedal fully depressed (Accelerator pedal position: 58 degrees or more) Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Control the VVT-iE Linear (Bank1) VVT-iE (bank 1) 0 to 40 deg - Control the VVT-iE Linear (Bank2) VVT-iE (bank 2) 0 to 40 deg - Control the VVT Exhaust Linear (Bank1) Control VVT (bank 1) -128 to 127% This value added to present camshaft timing oil control valve control duty 100%: Maximum retard -100%: Maximum advance Engine stalls or idles roughly when VVT actuator operated at 100% Test possible while engine idling Control the VVT Exhaust Linear (Bank2) Control VVT (bank 2) Control the Injection Timing #1 Control injection timing #1 -16°CA to 15.87°CA Test possible while vehicle stopped and engine idling. Control the Injection Timing #2 Control injection timing #2 -16°CA to 15.87°CA Control the Injection Timing #3 Control injection timing #3 -16°CA to 15.87°CA Control the Injection Timing #4 Control injection timing #4 -16°CA to 15.87°CA Control the Injection Timing #5 Control injection timing #5 -16°CA to 15.87°CA Control the Injection Timing #6 Control injection timing #6 -16°CA to 15.87°CA Control the Injection Timing #7 Control injection timing #7 -16°CA to 15.87°CA Control the Injection Timing #8 Control injection timing #8 -16°CA to 15.87°CA Activate the Vacuum Pump Leak detection pump ON/OFF - Activate the VSV for Vent Valve Vent valve ON/OFF - Activate the VSV for AICS Activate the VSV for air intake control system ON/OFF Valve closes when turned on Control the Target Fuel Pressure Control the target fuel pressure -12.5 to 24.8% Test possible while vehicle stopped and engine idling. Control the Injection Way Perform 3 pattern in order to operate fuel injection Either/Port/Direct Vehicle stopped and engine idling When the Data List Injection Switching Status is normal D-4S (A/F Control) Perform 3 pattern in order to operate air fuel ratio control Either/Port/Direct Vehicle stopped and engine idling When the Data List Injection Switching Status is normal D-4S (Injection Volume) Perform 3 pattern in order to operate injection volume Either/Port/Direct Vehicle stopped and engine idling When the Data List Injection Switching Status is normal D-4S (Fuel Cut) Perform 3 pattern in order to operate fuel cut Either/Port/Direct Vehicle stopped and engine idling When the Data List Injection Switching Status is normal Control the Cylinder #1 Fuel Cut Cylinder #1 injector fuel cut ON/OFF Test possible while vehicle stopped and engine idling. Control the Cylinder #2 Fuel Cut Cylinder #2 injector fuel cut ON/OFF Control the Cylinder #3 Fuel Cut Cylinder #3 injector fuel cut ON/OFF Control the Cylinder #4 Fuel Cut Cylinder #4 injector fuel cut ON/OFF Control the Cylinder #5 Fuel Cut Cylinder #5 injector fuel cut ON/OFF Control the Cylinder #6 Fuel Cut Cylinder #6 injector fuel cut ON/OFF Control the Cylinder #7 Fuel Cut Cylinder #7 injector fuel cut ON/OFF Control the Cylinder #8 Fuel Cut Cylinder #8 injector fuel cut ON/OFF Check the Cylinder Compression* Check the cylinder compression pressure ON/OFF Fuel injection and ignition stopped for all cylinders. HINT: *: While the Active Test item Check the Cylinder Compression is being performed, the fuel and ignition of all cylinders is cut. At this time, the ECM measures the speed of each cylinder while the engine is being cranked. If one cylinder's speed is higher than the others, that cylinder's compression pressure can be concluded to be lower than the others. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test / Check the Cylinder Compression. Enter the following menus: Compression / Engine Speed of Cyl #1 to #8, Av Engine Speed of All Cyl Press the RIGHT or LEFT button to change the Check the Cylinder Compression to ON. HINT: Fuel injection and ignition for all cylinders are prohibited at this time, and each cylinder's engine speed measurement will enter standby mode. Crank the engine until the monitor item values Engine speed of Cyl #1 to #8 and Av Engine Speed of All Cyl change. Monitor the engine speed (Engine Speed of Cyl #1 to #8, Av Engine Speed of All Cyl) displayed on the Techstream. HINT: The Techstream displays extremely high values before cranking the engine. Each cylinder's engine speed is measured while cranking the engine and then the Techstream displays the actual engine speed values. NOTE: The Active Test item Check the Cylinder Compression will automatically turn off 255 seconds after the Active Test is turned on. When the Check the Cylinder Compression is OFF and the engine is cranked, the engine will start. If the Check the Cylinder Compression test needs to be performed again after each cylinder's engine speed measurement has been performed once, press EXIT to return to the Active Test menu screen. Then perform the Check the Cylinder Compression test again. Use a fully-charged battery.
3. SYSTEM CHECK HINT: Performing a System Check in the Utility menu enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility. Perform the System Check by referring to the table below. Tester Display Test Part Control Range Diagnostic Note Evaporative System Check (Automatic Mode) Perform 5 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If no DTCs in Pending Code after performing this test, system functioning normally Refer to EVAP system. Refer to «EVAP System»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostic-codes-p1604-u0101-circuit-tests) Evaporative System Check (Manual Mode) Perform 5 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts Refer to EVAP system. Refer to «EVAP System»(/lexus/is-f/i-2007-2014/remont/testing-diagnostics/#engine-control-diagnostic-codes-p1604-u0101-circuit-tests)

DIAGNOSTIC TROUBLE CODE CHART

HINT

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

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

*: The MIL flashes when a catalyst damaging misfire is detected.

SFI SYSTEM

See also:
• HOW TO PROCEED WITH TROUBLESHOOTING
• HOW TO PROCEED WITH TROUBLESHOOTING
• ECM Power Source Circuit
• INSPECTION
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION
• DTC P0201: Injector Circuit / Open - (Cylinder 1); DTC P0202: Injector Circuit / Open - (Cylinder 2); DTC P0203: Injector Circuit / Open - (Cylinder 3); DTC P0204: Injector Circuit / Open - (Cylinder 4); DTC P0205: Injector Circuit / Open - (Cylinder 5); DTC P0206: Injector Circuit / Open - (Cylinder 6); DTC P0207: Injector Circuit / Open - (Cylinder 7); DTC P0208: Injector Circuit / Open - (Cylinder 8); DTC P062D: Fuel Injector Driver Circuit Performance Bank1; DTC P062E: Fuel Injector Driver Circuit Performance Bank2
• PROCEDURE - Step 3
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION - Step 9
• DTC P1276: Port Injector Circuit No. 1; DTC P1277: Port Injector Circuit No. 2; DTC P1278: Port Injector Circuit No. 3; DTC P1279: Port Injector Circuit No. 4; DTC P127A: Port Injector Circuit No. 5; DTC P127B: Port Injector Circuit No. 6; DTC P127C: Port Injector Circuit #7; DTC P127D: Port Injector Circuit #8
• ON-VEHICLE INSPECTION
• PROBLEM SYMPTOMS TABLE
• ON-VEHICLE INSPECTION
• HOW TO PROCEED WITH TROUBLESHOOTING
• INSPECTION
• GENERAL INFORMATION
• REGISTRATION
• DTC CHECK / CLEAR
• CHECK MODE PROCEDURE
• READINESS MONITOR DRIVE PATTERN
• DIAGNOSTIC TROUBLE CODE CHART