Engine Control System (Diagnostics - Introduction): Diagnosis Lexus IS II facelift 2

HOW TO PROCEED WITH TROUBLESHOOTING [08/2012 - ]

HINT

*: Use Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO THE DLC3* HINT: If the display indicates a communication fault in the Techstream, inspect the DLC3. NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SELECT CHECK MODE DIAGNOSIS* HINT: Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE [08/2012 - ]»(ref-606493-S20123017312014032500000). NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: If the engine does not start, perform steps 10 and 12 first. Result Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE [08/2012 - ]»(ref-606493-S34868905572014032500000). NEXT: Go to next step
10. CHECK DTC* HINT: Refer to DTC Check / Clear. Refer to «DTC CHECK / CLEAR [08/2012 - ]»(ref-606493-S27629753512014032500000). Result Result Proceed to Trouble code A No code B B --> GO TO STEP 12 A: Go to next step
11. REFER TO DTC CHART HINT: Refer to Diagnostic Trouble Code Chart. Refer to «DIAGNOSTIC TROUBLE CODE CHART [08/2012 - ]»(ref-606493-S22144303952014032500000). NEXT: Go to next step
12. CONDUCT BASIC INSPECTION Result Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
13. REFER TO PROBLEM SYMPTOMS TABLE HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE [08/2012 - ]»(ref-606493-S34868905572014032500000). Result Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT HINT: Refer to ECM Power Source Circuit. Refer to «ECM Power Source Circuit»(ref-606495-S30782057562014032500000). NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS NEXT: Go to next step
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

BASIC INSPECTION [08/2012 - ]

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

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

PROBLEM SYMPTOMS TABLE [08/2012 - ]

HINT

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

SFI SYSTEM

Scheme 1

HINT

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

HINT

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

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1. WAVEFORM 1 CAMSHAFT TIMING OIL CONTROL VALVE (OCV): ECM Terminal Name Between OC1+ and OC1- or OC2+ and OC2- Between OE1+ and OE1- or OE2+ and OE2- Tester Range 5 V/DIV, 1 ms./DIV Condition Idling
2. WAVEFORM 2 AIR FUEL RATIO SENSOR HEATER: ECM Terminal Name Between HA1A-E04 or HA2A-E05 Tester Range 5 V/DIV, 10 ms./DIV Condition Idling HINT: The wavelength varies in accordance with the engine operating condition.
3. WAVEFORM 3 HEATED OXYGEN SENSOR: ECM Terminal Name Between OX1B and O1B- or OX2B and O2B- Tester Range 0.2 V/DIV, 200 ms./DIV Condition Maintain engine speed at 2500 rpm for 2 minutes after warning 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 NO. 1 (TO NO. 6) INJECTION SIGNAL AND INJECTION CONFIRMATION SIGNAL: ECM Terminal Name CH1: Between #10 (to #60) and E1 CH2: Between INJF and E1 Tester Range 2 V/DIV, 20 ms./DIV Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
5. WAVEFORM 5 KNOCK SENSOR: ECM Terminal Name Between KNK1 and EKNK Between KNK2 and EKN2 Tester Range 1 V/DIV, 1 ms./DIV Condition Maintain engine speed at 4000 rpm after warning up HINT: The wavelength becomes shorter as the engine speed increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle.
6. WAVEFORM 6 CRANKSHAFT POSITION SENSOR AND VVT SENSOR FOR INTAKE CAMSHAFT: ECM Terminal Name Between NE+ and NE- Between VV1+ and VV1- or VV2+ and VV2- Tester Range 5 V/DIV, 20 ms./DIV Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
7. WAVEFORM 7 CRANKSHAFT POSITION SENSOR AND VVT SENSOR FOR EXHAUST CAMSHAFT: ECM Terminal Name Between NE+ and NE- Between EV1+ and EV1- or EV2+ and EV2- Tester Range 5 V/DIV, 20 ms./DIV Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
8. WAVEFORM 8 IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM): ECM Terminal Name CH1: IGT1, IGT3 or IGT5 - E1 CH2: IGF1 - E1 CH1: IGT2, IGT4 or IGT6 - E1 CH2: IGF2 - E1 Tester Range 2 V/DIV, 20 ms./DIV Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
9. WAVEFORM 9 PURGE VSV: ECM Terminal Name Between PRG and E1 Tester Range 5 V/DIV, 50 ms./DIV Condition Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
10. WAVEFORM 10 VEHICLE SPEED SIGNAL: ECM Terminal Name Between SPD and E1 Tester Range 5 V/DIV, 20 ms./DIV Condition Driving at 20 km/h (12 mph) HINT: The wavelength becomes shorter as the vehicle speed increases.
11. WAVEFORM 11 THROTTLE ACTUATOR POSITIVE TERMINAL: ECM Terminal Name Between M+ and ME01 Tester Range 5 V/DIV, 1 ms./DIV Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
12. WAVEFORM 12 THROTTLE ACTUATOR NEGATIVE TERMINAL: ECM Terminal Name Between M- and ME01 Tester Range 5 V/DIV, 1 ms./DIV Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
13. WAVEFORM 13 ENGINE SPEED SIGNAL: ECM Terminal Name Between TACH and E1 Tester Range 5 V/DIV, 10 ms./DIV Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
14. WAVEFORM 14 HIGH PRESSURE SIDE FUEL PUMP (SPILL CONTROL VALVE): ECM Terminal Name CH1: Between FPD and E1 CH2: Between FPF1 and E1 Tester Range 2 V/DIV, 5 ms./DIV Condition Idling
15. WAVEFORM 15 INTAKE AIR CONTROL VALVE ACTUATOR FOR SWIRL CONTROL VALVE POSITIVE TERMINAL: ECM Terminal Name Between IA1+ and E01 Tester Range 5 V/DIV, 1 ms./DIV Condition Idling with cold engine
16. WAVEFORM 16 INTAKE AIR CONTROL VALVE ACTUATOR FOR SWIRL CONTROL VALVE NEGATIVE TERMINAL: ECM Terminal Name Between IA1- and E01 Tester Range 5 V/DIV, 1 ms./DIV Condition Idling with cold engine
17. WAVEFORM 17 CAN COMMUNICATION SIGNAL: ECM Terminal Name Between CANH and E1 Tester Range 1 V/DIV, 10 μs/DIV Condition Engine switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
18. WAVEFORM 18 CAN COMMUNICATION SIGNAL: ECM Terminal Name Between CANL and E1 Tester Range 1 V/DIV, 10 μs/DIV Condition Engine switch on (IG) HINT: The waveform varies depending on the CAN communication signal.

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, the Techstream (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle's ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle's on-board computer illuminates the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system and components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are stored in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain stored in the ECM memory. To check the DTCs, connect the Techstream to the DLC3. The Techstream displays output DTCs, freeze frame data, and a variety of engine data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for duplicating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (Techstream only).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the next subsequent drive cycle, the MIL is illuminated (2nd trip).
4. DLC3 (Data Link Connector 3) The vehicle's ECM uses the ISO 15765-4 for communication protocol. The terminal arrangement of the DLC3 complies with SAE J1962 and matches the ISO 15765-4 format. Symbols Terminal No. Names Reference terminal Results Condition SIL 7 Bus "+" line 5 - Signal ground Pulse generation During transmission CG 4 Chassis ground Body ground 1 ohms or less Always SG 5 Signal ground Body ground 1 ohms or less Always BAT 16 Battery ground Body ground 11 to 14 V Always CANH 6 CAN "High" line CANL 54 to 69 ohms Engine switch off CANH 6 CAN "High" line Battery positive 1 Mohms or higher Engine switch off CANH 6 CAN "High" line CG 1 kohms or higher Engine switch off CANL 14 CAN "Low" line Battery positive 1 Mohms or higher Engine switch off CANL 14 CAN "Low" line CG 1 kohms or higher Engine switch off HINT: The DLC3 is the interface prepared for reading various data from the vehicle's ECM. After connecting the cable of Techstream, turn the engine switch on (IG) and turn the Techstream on. If a communication failure message is displayed on the Techstream screen (on the Techstream: UNABLE TO CONNECT TO VEHICLE), a problem exists in either the vehicle or Techstream. In order to identify the location of the problem, connect the Techstream to another vehicle. If communication is normal: Inspect the DLC3 on the original vehicle. If communication is still not possible: The problem is probably in the Techstream itself. Consult the Service Department listed in the instruction manual.
5. FREEZE FRAME DATA The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data stored at the time of a malfunction.
6. BATTERY VOLTAGE Standard voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery.
7. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the engine switch is turned on (IG) (the engine is not running). The MIL turns off when the engine is started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL is not illuminated when the engine switch is turned on (IG), check the MIL circuit. Refer to «MIL Circuit»(ref-606495-S16944689982014032500000).
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 the DTCs. Refer to «DTC CHECK / CLEAR [08/2012 - ]»(ref-606493-S27629753512014032500000). Turn the engine switch off and wait for at least 30 seconds. Turn the engine switch on (IG) and turn the Techstream on. Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform the driving pattern after confirming DTC enabling conditions N/A Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU memory limit

DTC CHECK / CLEAR [08/2012 - ]

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

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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.

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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 [08/2012 - ]»(ref-606493-S22144303952014032500000).
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 R/B No. 2 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 the 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 [08/2012 - ]»(ref-606493-S22144303952014032500000). 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 40 km/h (25 mph) or more for a total of 5 minutes or more. WARNING: When performing the confirmation driving pattern, obey all speed limits and traffic laws. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 40 km/h (25 mph) during the driving cycle provided that the vehicle is driven at 40 km/h (25 mph) 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.

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1. DESCRIPTION The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. HINT: If it is impossible to replicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using 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 set before the DTC was set. 1 data set when the DTC was set. 1 data set after the DTC was set. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying of the cause of the malfunction, and in judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA LABEL (Techstream Display) Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculated load Calculated load by ECM Vehicle Load Vehicle load - MAF Mass air flow volume If value approximately 0.0 gm/s: Mass air flow meter power source circuit open or shorted VG circuit open or shorted If value 271.0 gm/s 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 more than 135°C (275°F), sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F), sensor circuit open If value more than 128°C (262°F), sensor circuit shorted Ambient Temperature Ambient temperature - Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Initial engine coolant temperature - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Battery voltage - Accel Sens. No. 1 Volt % Absolute Accelerator Pedal Position (APP) No. 1 - Accel Sens. No. 2 Volt % Absolute APP No. 2 - Throttle Sensor Volt % Throttle position - Throttl Sensor #2 Volt % Throttle sensor positioning #2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle motor - Fuel Press Fuel Pressure - Injection Volum (Cylinder 1) Injection volume - Fuel Pump Speed Control Fuel pump speed control status - Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Leak detection pump ON: Operating Combustion Status (D4) Combustion status (D4) - Fuel Pressure Target Value Target fuel pressure - Fuel Pump Duty (D4) Fuel pump duty (D4) - High Pres FP Duty High pressure fuel pump duty - SCV Status (D4) SCV status (D4) - 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 EVAP system vent valve ON: Closed EVAP Purge VSV EVAP Purge VSV - Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Target air-fuel ratio - AF Lambda B1S1 Fuel trim at A/F sensor - AF Lambda B2S1 Fuel trim at A/F sensor - AFS Voltage B1S1 A/F sensor output voltage - AFS Voltage B2S1 A/F sensor output voltage - AFS Current B1S1 A/F sensor output current - AFS Current B2S1 A/F sensor output current - A/F Heater Duty #1 Air fuel ratio heater duty ratio - A/F Heater Duty #2 Air fuel ratio heater duty ratio - O2S B1S2 Heated oxygen sensor output - O2S B2S2 Heated oxygen sensor output - O2S Impedance B1S2 Heated oxygen sensor impedance (Bank 1) - O2S Impedance B2S2 Heated oxygen sensor impedance (Bank 2) - 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 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 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 - ACIS VSV ACIS VSV - IAC Sensor Voltage Intake air control valve sensor output voltage - Intake Air Control Position Intake air control valve position - VVT Control Status #1 VVT control status (Bank 1) - VVT Control Status #2 VVT control status (Bank 2) - Catalyst Temp B1S1 Catalyst temperature - Catalyst Temp B2S1 Catalyst temperature - Catalyst Temp B1S2 Catalyst temperature - Catalyst Temp B2S2 Catalyst temperature - Starter Signal Starter signal - Starter Control Starter control - Power Steering Signal Power steering signal - Starter Relay STARTER relay - ACC Relay ACC relay - Neutral Position SW Signal Neutral position switch signal - Stop Light Switch Stop light switch - A/C Signal A/C signal - Idle Up Signal Idle up signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel cut condition ON or OFF - Immobiliser Communication Immobiliser communication ON or OFF OFF: Communication malfunctioning, or engine immobiliser system set Engine Oil Pressure SW Engine oil pressure switch signal Always ON while engine is running TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Accumulated distance after DTC cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared - Dist Batt Cable Disconnect 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 - Cylinder #1 Misfire Count Cylinder #1 misfire count - Cylinder #2 Misfire Count Cylinder #2 misfire count - Cylinder #3 Misfire Count Cylinder #3 misfire count - Cylinder #4 Misfire Count Cylinder #4 misfire count - Cylinder #5 Misfire Count Cylinder #5 misfire count - Cylinder #6 Misfire Count Cylinder #6 misfire count - All Cylinders Misfire Count All cylinder misfire count - Misfire RPM Misfire RPM - Misfire Load Misfire load - Misfire Margin Misfire monitoring - Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected) - Swirl C.V. Duty Ratio Swirl control valve duty ratio - A/C Magnetic Clutch Relay A/C magnetic clutch relay - Electric Fan Motor Electric fan motor - Idle Fuel Cut Idle fuel cut ON: When throttle valve fully closed and engine speed over 2500 rpm FC TAU FC TAU Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Electrical Load Signal 1 Electrical load signal - Electrical Load Signal 2 Electrical load signal - Electrical Load Signal 3 Electrical load signal - Electrical Load Signal 4 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 signal 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

DIAGNOSTIC TROUBLE CODE CHART [08/2012 - ]

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 DTC is displayed, check the trouble area for the DTC listed in the table below. For details of each DTC.

SFI SYSTEM

*: MIL flashes when a catalyst damaged misfire is detected.

See also:
• INSPECTION [08/2012 - ]
• ON-VEHICLE INSPECTION [08/2012 - ]
• SYSTEM DIAGRAM [08/2012 - ]
• ON-VEHICLE INSPECTION [08/2012 - ] - Step 1
• ON-VEHICLE INSPECTION [08/2012 - ]