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

PRECAUTION [08/2012 - ]

Note. Perform the RESET MEMORY (AT initialization) operation after replacing the automatic transmission assembly, engine assembly or ECM. Refer to INITIALIZATION [08/2012 - ] . When the cable is disconnected from the negative (-) battery terminal, initialize the following system after the cable is reconnected. System Name See Procedure Parking Assist Monitor System Refer to PRECAUTION [08/2012 - ]

HINT

RESET MEMORY cannot be completed by only disconnection of the battery terminal.

DEFINITION OF TERMS [08/2012 - ]

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CHECK FOR INTERMITTENT PROBLEMS [08/2012 - ]

HINT

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

1. Clear the DTCs. Refer to «DTC CHECK / CLEAR [08/2012 - ]»(ref-606493-S27629753512014032500000) .
2. Switch the ECM from normal mode to check mode using Techstream. Refer to «CHECK MODE PROCEDURE [08/2012 - ]»(ref-606493-S20123017312014032500000) .
3. Perform a simulation test.
4. Check and wiggle the harness(es), connector(s) and terminal(s).

REGISTRATION [08/2012 - ]

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

1. INPUT INSTRUCTIONS HINT: This registration Service 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, provided with the vehicle and stored in the vehicle's ECM, are the same. Write VIN: This process allows the VIN to be input into the ECM. If the ECM is changed, or the ECM VIN and vehicle VIN do not match, the VIN can be registered, or overwritten in the ECM by following this procedure.
2. READ VIN (Vehicle Identification Number) Confirm the vehicle VIN. Connect Techstream to the DLC3. Turn the engine switch on (IG). Turn Techstream ON. Enter the following menu items: Powertrain / Engine / Utility / VIN / VIN Read.
3. WRITE VIN Confirm the vehicle VIN. Connect Techstream to the DLC3. Turn the engine switch on (IG). Turn Techstream ON. Enter the following menu items: Powertrain / Engine / Utility / VIN / VIN Write.

CHECKING MONITOR STATUS [08/2012 - ]

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

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

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

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

1. PERFORM MONITOR DRIVE PATTERN Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR [08/2012 - ]»(ref-606493-S27629753512014032500000) . Operate the vehicle in accordance with the applicable drive pattern described in Readiness Monitor Drive Pattern. Refer to «READINESS MONITOR DRIVE PATTERN [08/2012 - ]»(ref-606493-S13552386582014032500000) . 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 / Current Monitor / Result. Confirm the monitor status for each component. HINT: The monitor status for each component is displayed in the Result column. Pass: The component is functioning normally. Fail: The component is malfunctioning. Display the test results and teat value for a monitor by selecting the icon in the Details column for that monitor.
3. CHECK COMPONENT STATUS Compare the Test Value with the minimum test limit (Min Limit) and maximum test limit (Max Limit). If the test value is between the minimum and maximum test limits, the component is functioning normally. If not, the component is malfunctioning. The test value is usually not near the test limits. If the test value is on the borderline of the test limits, the component is likely to malfunction in the near future. HINT: The monitor result might on rare occasions be Pass even if the Malfunction Indicator Lamp (MIL) is illuminated. This indicates the system malfunctioned on a previous driving cycle. This might be caused by an intermittent problem.
4. MONITOR RESULT INFORMATION 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 oil control valve time Advance / Retarded Intake Side BANK 2 Monitor ID Test ID Scaling Unit Description $36 $81 Multiply by 0.01 Second Forced movement of oil control valve 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 Advance / Retarded Exhaust Side BANK 2 Monitor ID Test ID Scaling Unit Description $36 $85 Multiply by 0.01 Second Forced movement of oil control valve time A/F Sensor Bank 1 Sensor 1 Monitor ID Test ID Scaling Unit Description $01 $91 Multiply by 0.004 mA A/F sensor current $01 $93 Multiply by 0.00012 V Rich to Lean response rate deterioration level $01 $94 Multiply by 0.00012 V Lean to Rich response rate deterioration level $01 $95 Multiply by 0.001 Second Rich to Lean delay level $01 $96 Multiply by 0.001 Second Lean to Rich delay level A/F Sensor Bank 2 Sensor 1 Monitor ID Test ID Scaling Unit Description $05 $91 Multiply by 0.004 mA A/F sensor current $05 $93 Multiply by 0.00012 V Rich to Lean response rate deterioration level $05 $94 Multiply by 0.00012 V Lean to Rich response rate deterioration level $05 $95 Multiply by 0.001 Second Rich to Lean delay level $05 $96 Multiply by 0.001 Second Lean to Rich delay level HO2 Sensor Bank 1 Sensor 2 Monitor ID Test ID Scaling Unit Description $02 $08 Multiply by 0.001 V Maximum sensor voltage $02 $8B Multiply by 0.001 Seconds 0.35 - 0.2 V sensor switch time $02 $8D Multiply by 0.001 Seconds Duration that sensor voltage drops to 0.2 V during fuel-cut $02 $8F Multiply by 0.0003 g Maximum oxygen storage capacity HO2 Sensor Bank 2 Sensor 2 Monitor ID Test ID Scaling Unit Description $06 $08 Multiply by 0.001 V Maximum sensor voltage $06 $8B Multiply by 0.001 Seconds 0.35 - 0.2 V sensor switch time $06 $8D Multiply by 0.001 Seconds Duration that sensor voltage drops to 0.2 V during fuel-cut $06 $8F Multiply by 0.0003 g Maximum oxygen storage capacity Catalyst - 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) Rear Oxygen Sensor Heater Monitor ID Test ID Scaling Unit Description $42 $91 Multiply by 0.001 Ohm Oxygen sensor heater resistance bank 1 sensor 2 $46 $91 Multiply by 0.001 Ohm Oxygen sensor heater resistance bank 2 sensor 2 Misfire Monitor ID Test ID Scaling Unit Description $A1 $0B Multiply by 1 Time Total EWMA* misfire count of all cylinders in last ten driving cycles $A1 $0C Multiply by 1 Time When engine switch 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. HINT: *: EWMA (Exponential Weighted Moving Average) misfire counts for last 10 driving cycles (calculated) Calculation: 0.1 x (current counts) + 0.9 x (previous average) Initial value for (previous average) = 0

READINESS MONITOR DRIVE PATTERN [08/2012 - ]

1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emission related components, and indicate any detected abnormalities using DTCs (Diagnostic Trouble Codes). Since various components need to be monitored during different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors. To view the status, enter the following menus: Powertrain / Engine / Monitor / Current Monitor / Current. When the status of a Readiness Monitor reads Complete, the necessary conditions have been met for running the performance tests for that Readiness Monitor. A generic OBD II scan tool can also be used to view the Readiness Monitor status. HINT: Many state Inspection and Maintenance (I/M) programs require the status of vehicle Readiness Monitor to show Complete before beginning emission tests. The Readiness Monitor is reset to Incomplete if: The ECM has lost battery power or blown a fuse. DTCs have been cleared. The conditions for running the Readiness Monitor have not been met. If the Readiness Monitor status shows Incomplete, follow the appropriate Readiness Monitor Drive Pattern to change the status to Complete. WARNING: Strictly observe posted speed limits, traffic laws, and road conditions when performing these drive patterns. NOTE: These drive patterns represent the fastest method of satisfying all conditions necessary to achieve complete status for each specific Readiness Monitor. In the event of a drive pattern being interrupted (possibly due to factors such as traffic conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still achieve complete status upon completion of the drive pattern. To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed (driving up and down hills and/or sudden acceleration).
2. VVT SYSTEM MONITOR Refer to Confirmation Driving Pattern [P0011]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-606496-S01547576532014032500000) . Refer to Confirmation Driving Pattern [P0014]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-606496-S08018400982014032500000) .
3. CATALYST MONITOR (ACTIVE AIR FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0420]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-606497-S30461097892014032500000) .
4. EVAP SYSTEM MONITOR (KEY OFF TYPE) Refer to Confirmation Driving Pattern [EVAP System]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-606495-S21984984732014032500000) .
5. AIR FUEL RATIO AND HEATED OXYGEN SENSOR MONITORS (ACTIVE AIR FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0136]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-606496-S23375897042014032500000) . Refer to Confirmation Driving Pattern [P2195]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-606495-S21582350792014032500000) .
6. AIR FUEL RATIO AND HEATED OXYGEN SENSOR HEATER MONITORS (FRONT AIR FUEL RATIO AND REAR HEATED OXYGEN SENSOR TYPE) Refer to Confirmation Driving Pattern [P0031]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-606496-S14596998692014032500000) . Refer to Confirmation Driving Pattern [P0037]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-606496-S14142827472014032500000) .

CHECK MODE PROCEDURE [08/2012 - ]

HINT

Techstream only

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 erased 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 ACC or off while in check mode. Before changing modes, always check and note any DTCs and freeze frame data.

Scheme 34

1. CHECK MODE PROCEDURE (Using Techstream) Check and ensure the following condition: Battery positive voltage 11 V or more. Throttle valve fully closed. Transmission in P. A/C switch OFF. Turn the engine switch off. Connect 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 the MIL flashes as shown in the illustration. Start the engine. Make sure the MIL turns OFF. Simulate the conditions of the malfunction described by the customer. Check DTCs and freeze frame data using the Techstream.

FAIL-SAFE CHART [08/2012 - ]

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

Note. *1: The vehicle can be driven slowly when the accelerator pedal is depressed 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 malfunction occur.

Scheme 35

1. DATA LIST HINT: By reading the Data List displayed on Techstream, you can check values, including those of the switches, sensors, and actuators, without removing any parts. Reading the Data List as the first step of troubleshooting is one method of shortening diagnostic time. NOTE: In the table below, the values listed under Normal Condition are for 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 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: 650 to 750 rpm: Idling - Calculate Load Calculated load by ECM: Min.: 0%, Max.: 100% 10.5 to 16.5%: Idling 12.0 to 18.0%: Running without load (2500 rpm) - Vehicle Load Vehicle load: Min.: 0%, Max.: 25700% Actual vehicle load - MAF Air flow rate from MAF meter: Min.: 0 gm/s, Max.: 655.35 gm/s 1.9 to 2.9 gm/s: Idling 7.60 to 11.40 gm/s: Running without load at 3000 rpm If value approximately 0.0 gm/s: Mass air flow meter power source circuit open VG circuit open or short If value 271.0 gm/s 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 (-40°F), Max.: 140°C (284°F) 75 to 100°C (167 to 212°F): After warming up 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: Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient 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: Min.: -40°C (-40°F), Max.: 215°C (419°F) Actual atmospheric temperature - 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 (-40°F), Max.: 119.3°C (246.7°F) - - Initial Intake Air Temp Initial intake air temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) - - Battery Voltage Battery voltage: Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling - Accelerator Position Accelerator pedal position: Min.: 0%, Max.: 399.9% Actual accelerator pedal position - Accel Sens. No. 1 Volt % Absolute Accelerator Pedal Position (APP) No. 1: Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal fully released 52 to 90%: Accelerator pedal fully depressed - Accel Sens. No. 2 Volt % Absolute APP No. 2: Min.: 0%, Max.: 100% 24 to 40%: Accelerator pedal fully released 68 to 95%: Accelerator pedal fully depressed - Accel Sensor Out No. 1 APP sensor No. 1 voltage: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal fully released 2.6 to 4.5 V: Accelerator pedal fully depressed - Accel Sensor Out No. 2 APP sensor No. 2 voltage: Min.: 0 V, Max.: 4.98 V 1.2 to 2.0 V: Accelerator pedal fully released 3.4 to 4.75 V: Accelerator pedal fully depressed - Accelerator Idle Position Whether or not accelerator pedal position sensor detecting idle: ON or OFF ON: Idling - Accel Fully Close Learn #1 Accelerator fully closed learning value No. 1: Min.: 0 deg, Max.: 124.5 deg - - Accel Fully Close Learn #2 Accelerator fully closed learning value No. 2: Min.: 0 deg, Max.: 124.5 deg - - Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor: Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal fully released 64 to 96%: Accelerator pedal fully depressed Value calculated based on the voltage of terminal VTA1 Throttl Sensor #2 Volt % Throttle valve opening percentage according to throttle position sensor No. 2: Min.: 0%, Max.: 100% 42 to 62%: Accelerator pedal fully released 92 to 100%: Accelerator pedal fully depressed Value calculated based on the voltage of terminal VTA2 ST1 Brake pedal signal: ON or OFF OFF: Brake pedal released - System Guard System guard: ON or OFF - - Open Side Malfunction Open side malfunction: ON or OFF - - Throttle Idle Position Whether or not throttle position sensor detecting idling: ON or OFF ON: Accelerator pedal fully released OFF: Accelerator pedal depressed - Throttle Require Position Required throttle position: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling - Throttle Sensor Position*2 Throttle position sensor: Min.: 0%, Max.: 100% 0%: Accelerator pedal fully 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 fully 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 fully released 4.6 to 4.98 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.: 4.980 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1: Min.: 0 V, Max.: 4.980 V 0.6 to 1.4 V ETCS service data Throttle Sens Open Pos #2 Throttle sensor opener position No. 2: Min.: 0 V, Max.: 4.980 V 1.7 to 2.5 V ETCS service data Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling ETCS service data Throttle Motor DUTY Throttle actuator: Min.: 0%, Max.: 100% 10 to 22%: Idling - Throttle Motor Duty (Open) Throttle actuator duty ratio (open): Min.: 0%, Max.: 255% 0 to 40%: Idling ETCS service data Throttle Motor Duty (Close) Throttle actuator duty ratio (close): Min.: 0%, Max.: 255% 0 to 40%: Idling ETCS 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) and system normal ETCS service data Actuator Power Supply Actuator power supply: ON or OFF ON: Idling - Fuel Press Fuel pressure: Min.: 0 kPa Max.: 655350 kPa 3500 to 4500 kPa: Idling 7000 to 9000 kPa: 2000 rpm - Injection Volum (Cylinder 1) Injection volume (Cylinder 1): Min.: 0 ml, Max.: 2.047 ml 0.05 to 0.15 ml: Idling Quantity of fuel injection volume for 10 times Fuel Pump Speed Control Fuel pump speed control status: ON or OFF Idling: ON - Fuel Pump/Speed Status Fuel pump/status: ON or OFF ON: Cranking - Vacuum Pump Key-off EVAP system leak detection pump status: ON or OFF - - Combustion Status (D4) Combustion status: FC, Stratify, Lean Bun, Stoich 1, Stoich 2 Stoich 1 - Fuel Pressure Target Value Target fuel pressure: Min.: 0 MPa, Max.: 65.535 MPa 3 to 5 MPa: Idling - Fuel Pump Duty (D4) Fuel pump duty: Min.: 0%, Max.: 127.5% - - High Press FP Duty High pressure fuel pump duty: Min.: 0%, Max.: 100% 12 to 22%: Idling after engine warmed up (Shift lever: N; A/C: Off) - SCV Status (D4) Swirl control valve status: On or OFF ON: Idling - Injection Timing (D4) Injection timing: Min.: -3276.8°CA, Max.: 3276.7°CA 300°CA: Idling - Injection Time (D4) Injection time (Cylinder 1): Min.: 0 μs, Max.: 65535 μs 700 to 1600 μs: Idling - EVAP (Purge) VSV EVAP (Purge) VSV control duty: Min.: 0%, Max.: 100% 10 to 50%: Idling Order signal from ECM Evap Purge Flow Purge flow: Min.: 0%, Max.: 399.9% 0 to 10%: Idling - Purge Density Learn Value Learning value of purge density: Min.: -200, Max.: 199.993 -40 to 10: Idling - Vapor Pressure Pump Vapor pressure: Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10814.71 mmHg) Approximately 100 kPa (750 mmHg) (absolute): Fuel cap removed Pressure inside fuel tank monitored by vapor pressure sensor Vapor Pressure (Calculated) Vapor pressure (calculated): Min.: -720.896 kPa (-5407.441 mmHg), Max.: 720.874 kPa (5407.276 mmHg) Approximately 100 kPa (750 mmHg) (absolute): Fuel cap removed Pressure inside fuel tank monitored by vapor pressure sensor EVAP System Vent Valve Key-off EVAP system vent valve status: ON or OFF - - EVAP Purge VSV Purge VSV status for EVAP control: ON or OFF - - Purge Cut VSV Duty Purge cut VSV duty: Min.: 0%, Max.: 399.9% - - Target Air-Fuel Ratio Target air-fuel ratio: Min.: 0, Max.: 1.999 0.8 to 1.2: Idling - AF Lambda B1S1 Short-term fuel trim associated (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 (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 A/F sensor output voltage (Bank 1 sensor 1): Min.: 0 V, Max.: 7.99 V 2.8 to 3.8 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 A/F sensor output voltage (Bank 2 sensor 1): Min.: 0 V, Max.: 7.99 V 2.8 to 3.8 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 A/F sensor current (Bank 1 sensor 1): Min.: -128 mA, Max.: 127.99 mA - - AFS Current B2S1 A/F sensor current (Bank 2 sensor 1): Min.: -128 mA, Max.: 127.99 mA - - A/F Heater Duty #1 Air fuel ratio heater duty ratio (Bank 1 sensor 1): Min.: 0%, Max.: 399.9% 0 to 100% - A/F Heater Duty #2 Air fuel ratio heater duty ratio (Bank 2 sensor 1): Min.: 0%, Max.: 399.9% 0 to 100% - O2S B1S2 Heated oxygen sensor output voltage (Bank 1 sensor 2): Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving at 70 km/h (43 mph) 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 (Bank 2 sensor 2): Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving at 70 km/h (43 mph) 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 - - O2S Impedance B2S2 Sub heated oxygen sensor impedance (Bank 2 sensor 2): Min.: 0 ohm, Max.: 21247.67 ohm - - O2 Heater B1S2 Heated oxygen sensor heater (Bank 1 sensor 2): Not Act or Active - - O2 Heater B2S2 Heated oxygen sensor heater (Bank 2 sensor 2): Not Act or Active - - O2 Heater Curr Val B1S2 Heated oxygen sensor current (Bank 1 sensor 2): Min.: 0 A, Max.: 4.999 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor current (Bank 2 sensor 2): Min.: 0 A, Max.: 4.999 A - - Short FT #1 Short-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -15 to 15% 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% -15 to 15% Overall fuel compensation carried out in long-term to compensate continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim of bank 1 Average value for fuel trim system of bank 1: Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Short FT #2 Short-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% -15 to 15% 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% -15 to 15% Overall fuel compensation carried out in long-term to compensate continual deviation of short-term fuel trim from central value Total FT #2 Total fuel trim of bank 2 Average value for fuel trim system of bank 2: Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Fuel System Status #1 Fuel system status (Bank 1): OL or CL or OLDrive or OLFault or CLFault or Unused 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 or Unused 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 5 to 22 deg: Idling - Knock Feedback Value Feedback value of knocking: Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) -28 to 0 deg(CA): Driving at 70 km/h (43 mph) - Knock Correct Learn Value Correction learning value of knocking: Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) 4 to 28 deg(CA): Driving at 70 km/h (43 mph) - ACIS VSV Intake air control valve for acoustic control induction system status: ON or OFF ON: Open OFF: Closed - IAC Sensor Voltage Intake air control valve voltage: Min.: 0 V, Max.: 4.999 V 0.6 V: Idling - Intake Air Control Position Intake air control valve position: Min.: -250 deg, Max.: 249 deg - - VVT Control Status #1 VVT control (Bank 1) status: ON or OFF - - VVT Control Status #2 VVT control (Bank 2) status: ON or OFF - - VVT Aim Angle #1*3 VVT aim angle (Bank 1): Min.: 0%, Max.: 399.9% - VVT duty signal value during intrusive operation VVT Change Angle #1*3 VVT change angle (Bank 1): Min.: 0 DegFR, Max.: 639.9 DegFR - Displacement angle during intrusive operation VVT OCV Duty #1*3 VVT OCV (Bank 1) operation duty: Min.: 0%, Max.: 399.9% - Requested duty value for intrusive operation VVT Aim Angle #2*3 VVT aim angle (Bank 2): Min.: 0%, Max.: 399.9% - VVT duty signal value during intrusive operation VVT Change Angle #2*3 VVT change angle (Bank 2): Min.: 0 DegFR, Max.: 639.9 DegFR - Displacement angle during intrusive operation VVT OCV Duty #2*3 VVT OCV (Bank 2) operation duty: Min.: 0%, Max.: 399.9% - Requested duty value for intrusive operation VVT Ex Hold Lrn Val #1*3 VVT exhaust hold duty ratio learning value (Bank 1): Min.: 0%, Max.: 399.9% - VVT duty signal value during intrusive operation VVT Ex Chg Angle #1*3 VVT exhaust change angle (Bank 1): Min.: 0 DegFR, Max.: 639.9 DegFR - Displacement angle during intrusive operation VVT Ex OCV Duty #1*3 VVT exhaust OCV duty (Bank 1): Min.: 0%, Max.: 399.9% - Requested duty value for intrusive operation VVT Ex Hold Lrn Val #2*3 VVT exhaust hold duty ratio learning value (Bank 2): Min.: 0%, Max.: 399.9% - VVT duty signal value during intrusive operation VVT Ex Chg Angle #2*3 VVT exhaust change angle (Bank 2): Min.: 0 DegFR, Max.: 639.9 DegFR - Displacement angle during intrusive operation VVT Ex OCV Duty #2*3 VVT exhaust OCV duty (Bank 2): Min.: 0%, Max.: 399.9% - Requested duty value for intrusive operation 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 (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp B2S1 Catalyst temperature (Bank 2, sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp B1S2 Catalyst temperature (Bank 1, sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp B2S2 Catalyst temperature (Bank 2, sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Starter Signal Starter signal: Close or Open Open: Starter signal on Close: Starter signal off - Starter Control Starter switch status: ON or OFF ON: Cranking - Power Steering Signal Power steering signal: ON or OFF ON: Power steering operation - Starter Relay STARTER relay: ON or OFF ON: Cranking - ACC Relay ACC relay: ON or OFF ON: Cranking - Neutral Position SW Signal PNP switch status: ON or OFF ON: P or N position - Stop Light Switch Stop light switch: ON or OFF ON: Brake pedal depressed - A/C Signal A/C signal: 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: Any fuel cut operation executed - Immobiliser Communication Immobiliser communication: ON or OFF - OFF: Communication malfunctioning, or engine immobiliser system set ON: Communication Normal Engine Oil Pressure SW Engine oil pressure switch signal: ON or OFF ON: Oil pressure warning light turned on - Check Mode Check mode: ON or OFF ON: Check mode on Refer to «CHECK MODE PROCEDURE [08/2012 - ]»(ref-606493-S20123017312014032500000) 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 HO2 sensor (bank 1): Compl or Incmpl - - OXS2 Test Result Check mode result for HO2 sensor (bank 2): Compl or Incmpl - - A/F Test Results #2 Check mode result for air-fuel ratio sensor (bank 2): Compl or Incmpl - - A/F Test Results #1 Check mode result for air-fuel ratio sensor (bank 1): Compl or Incmpl - - Complete Parts Monitor Comprehensive component monitor: Not Avl or Avail - - Fuel System Monitor Fuel system monitor: Not Avl or Avail - - Misfire Monitor Misfire monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor: Compl or Incmpl - - O2S (A/FS) Heater Monitor O2S (A/FS) heater monitor: Not Avl or Avail - - O2S (A/FS) Heater Monitor O2S (A/FS) heater monitor: Compl or Incmpl - - O2S (A/FS) Monitor O2S (A/FS) monitor: Not Avl or Avail - - O2S (A/FS) Monitor O2S (A/FS) monitor: Compl or Incmpl - - A/C Monitor A/C monitor: Not Avl or Avail - - A/C Monitor A/C monitor: Compl or Incmpl - - 2nd Air Monitor 2nd air monitor: Not Avl or Avail - - 2nd Air Monitor 2nd air monitor: Compl or Incmpl - - EVAP Monitor EVAP monitor: Not Avl or Avail - - EVAP Monitor EVAP monitor: Compl or Incmpl - - Heated Catalyst Monitor Heated catalyst monitor: Not Avl or Avail - - Heated Catalyst Monitor Heated catalyst monitor: Compl or Incmpl - - Catalyst Monitor Catalyst monitor: Not Avl or Avail - - Catalyst Monitor Catalyst monitor: Compl or Incmpl - - Component Monitor ENA Comprehensive component monitor: Unable or Enable - - Component Monitor CMPL Comprehensive component monitor: Compl or Incmpl - - Fuel System Monitor ENA Fuel system monitor: Unable or Enable - - Fuel System Monitor CMPL Fuel system monitor: Compl or Incmpl - - Misfire Monitor ENA Misfire monitor: Unable or Enable - - Misfire Monitor CMPL Misfire monitor: Compl or Incmpl - - EGR/VVT Monitor ENA EGR/VVT monitor: Unable or Enable - - EGR/VVT Monitor CMPL EGR/VVT monitor: Compl or Incmpl - - Heater Monitor ENA O2S (A/FS) heater monitor: Unable or Enable - - Heater Monitor CMPL O2S (A/FS) heater monitor: Compl or Incmpl - - O2S (A/FS) Monitor ENA O2S (A/FS) monitor: Unable or Enable - - O2S (A/FS) Monitor CMPL O2S (A/FS) monitor: Compl or Incmpl - - A/C Monitor ENA A/C monitor: Unable or Enable - - A/C Monitor CMPL A/C monitor: Compl or Incmpl - - 2nd Air Monitor ENA 2nd air monitor: Unable or Enable - - 2nd Air Monitor CMPL 2nd air monitor: Compl or Incmpl - - EVAP Monitor ENA EVAP monitor: Unable or Enable - - EVAP Monitor CMPL EVAP monitor: Compl or Incmpl - - Heated Cat Monitor ENA Heated Cat monitor: Unable or Enable - - Heated Cat Monitor CMPL Heated Cat monitor: Compl or Incmpl - - Catalyst Monitor ENA Catalyst monitor: Unable or Enable - - Catalyst Monitor CMPL Catalyst monitor: Compl or Incmpl - - TC Terminal TC terminal status: ON or OFF - - # Codes(Include History) #Codes: Min.: 0, Max.: 255 - Number of detected DTCs MIL MIL status: ON or OFF - - 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 turned on - Time after DTC Cleared Time after DTC cleared: Min.: 0 min, Max.: 65535 min Equivalent to time after DTCs erased - Distance from DTC Cleared Distance after DTC cleared: Min.: 0 km, Max.: 65535 km Equivalent to drive distance after DTCs erased - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared: Min.: 0, Max.: 255 - Number of warm-up cycles after DTC cleared Dist Batt Cable Disconnect Distance from battery cable disconnected: Min.: 0 Km, Max.: 65535 Km - - IG OFF Elapsed Time Time after engine switch off: Min.: 0 min, Max.: 655350 min - - OBD Requirements OBD requirement OBD ll (California ARB) - Number of Emission DTC Emission related DTCs: Min.: 0, Max.: 127 - Number of emission related DTCs TC and TE1 TC and TE1 terminals of DLC3: ON or OFF - - Ignition Trig. Count Ignition counter: Min.: 0, Max.: 65535 0 to 600 - 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 - All Cylinders Misfire Count All cylinders misfire count: Min.: 0, Max.: 255 0 to 35 - Misfire RPM Engine speed for first misfire range: Min.: 0 rpm, Max.: 6375 rpm 0 rpm: Misfire 0 - Misfire Load Engine load for first misfire range: Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Misfire Margin Misfire monitoring: Min.: -128%, Max.: 127% 0 to 127%: Idling - Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire: Not Avl or Avail Avail: Catalyst OT MF F/C available Not Avl: Catalyst OT MF F/C not available - Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire: ON or OFF ON: Fuel cut operation history exists - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Swirl C.V Duty Ratio Swirl control valve duty ratio: Min.: -128%, Max.: 127% 0%: Idling - A/C Magnetic Clutch Relay A/C magnetic clutch relay status: ON or OFF - - Electric Fan Motor Electric fan motor: ON or OFF - - Idle Fuel Cut Fuel cut idle: ON or OFF ON: Fuel cut operating Idle Fuel Cut = "ON" when throttle valve fully closed and engine speed over 2500 rpm FC TAU Fuel cut TAU (Fuel cut during very light load): ON or OFF ON: Fuel cut operating Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Electrical Load Signal 1 Electrical load signal: ON or OFF - - Electrical Load Signal 2 Electrical load signal: ON or OFF - - Electrical Load Signal 3 Electrical load signal: ON or OFF - - Electrical Load Signal 4 Electrical load signal: ON or OFF - - Key Unlock Signal Key unlock signal: ON or OFF - - Model Code Model code - Identifies model code: GSE2## Engine Type Engine type - Identifies engine type: 4GRFSE Cylinder Number Cylinder number - Identifies number of cylinders: 6 Transmission Type Transmission type - Identifies transmission type: ECT 6th Destination Destination - Identifies destination: A (America) Model Year Model year - Identifies model year: 2013 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 51199 rpm: Active Test not performed 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 51199 rpm: Active Test not performed 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 51199 rpm: Active Test not performed 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 51199 rpm: Active Test not performed 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 51199 rpm: Active Test not performed 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 51199 rpm: Active Test not performed 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 using Active Test 51199 rpm: Active Test not performed Received MIL from ECT Received MIL from TCM: ON or OFF MIL illuminate instruction ON signal from ECT: ON - Shift Position Sig from ECT Received shift position signal from TCM Actual shift position - A/T Oil Temp from ECT Received ATF temperature sensor value form ECT: Min.: -40°C (-40°F), Max.: 215°C (419°F) After stall test: Approx. 80°C (176°F) Equal to ambient temperature when cold soak If the value is -40°C (-40°F) or 215°C (419°F), ATF temperature sensor circuit open or shorted SPD (NO) Output shaft speed: Min.: 0 rpm, Max.: 12750 rpm Vehicle stopped: 0 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 in N): Input turbine speed (NT) is nearly equal to engine speed - ECT Lock Up Lock Up Status: ON or OFF Lock-up is Operating: ON Not operating: OFF - HINT: *1: If no idling conditions are specified, the transmission gear selector lever should be in the N or P position, and the A/C switch and all accessory switches should be OFF. *2: Excluding throttle valve opening percentage due to Idle Speed Control (ISC). *3: Data List values are only displayed when performing the following Active Test: Control the VVT Linear (Bank 1, 2), Control the VVT System (Bank 1, 2), and Control the VVT Exhaust Linear (Bank 1, 2). For other Active Tests, the Data List value will be 0.
2. ACTIVE TEST HINT: Performing an Active Test enables components including the relays, VSV (Vacuum Switching Valve) and actuators, to be operated without removing any parts. An Active Test can be performed with Techstream. Performing an Active Test as the first step of troubleshooting is one method of shortening diagnostic time. Data List can be displayed during Active Test. Connect Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test. Perform an Active Test by referring to the table below. Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change injection volume Between -12.5 and 24.8% All injectors tested at the same time Perform test at less than 3000 rpm Injection volume can be changed in fine graduations within control range Control the Injection Volume for A/F Sensor Change injection volume -12.5%/0%/12.5% 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 / All Data / 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 following conditions met: Engine switch on (IG) Engine stopped Activate the VSV for Intake Control Active intake air control valve assembly for acoustic control induction system ON/OFF - Activate the VSV for Evap Control Activate Purge VSV control ON/OFF - Control the A/C Magnet Clutch Control the A/C magnet clutch ON/OFF - Control the Fuel Pump / Speed Activate fuel pump (C/OPN Relay) ON/OFF - Connect the TC and TE1 Turn on and off TC and TE1 connection ON/OFF ON: TC and TE1 connected OFF: TC and TE1 disconnected Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF - Prohibit the Catalyst OT Misfire prevent F/C Prohibit fuel cut which prevents catalyst from overheating during misfire ON: Fuel cut is prohibited Confirm that the vehicle is stopped and engine is 3000 rpm or less. Control the Electric Cooling Fan Control electric cooling fan ON/OFF Test possible when following conditions met: Engine switch on (IG) Engine stopped Activate the Starter Relay STARTER relay ON/OFF - Activate the ACC Cut Relay Active ACC relay ON/OFF Test possible when following conditions met: Engine switch on (IG) Engine stopped Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Open: Throttle valve opens slowly Test possible when following conditions met: Engine switch on (IG) Engine stopped Accelerator pedal fully depressed (APP: 58 degrees or more) Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Open: Throttle value opens quickly Test possible when following conditions met: Engine switch on (IG) Engine stopped Accelerator pedal fully depressed (APP: 58 degrees or more) Control the VVT Linear (Bank 1) Control VVT (bank 1) -128 to 127% This value added to present OCV control duty 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when VVT actuator operated by 100%. Test possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 1) Turn on and off OCV (Oil Control Valve) ON/OFF Engine stalls or idles roughly when OCV turned ON Normal engine running or idling when OCV OFF DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT Linear (Bank 2) Control VVT (bank 2) -128 to 127% Engine stalls or idles roughly when VVT actuator operated by 100%. Test possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 2) Turn on and off OCV (Oil Control Valve) ON/OFF Engine stalls or idles roughly when OCV turned ON Normal engine running or idling when OCV OFF DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT Exhaust Linear (Bank 1) Control VVT (bank 1) -128 to 127% This value added to present OCV control duty 100%: Maximum retard -100%: Maximum advance Engine stalls or idles roughly when VVT actuator operated by 100% Test is possible during idle DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT Exhaust Linear (Bank 2) Control VVT (bank 2) -128 to 127% Engine stalls or idles roughly when VVT actuator operated by 100% Test is possible during idle DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. 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 Test possible while vehicle stopped and engine idling. Control the Injection Timing #3 Control injection timing #3 -16°CA to 15.87°CA Test possible while vehicle stopped and engine idling. Control the Injection Timing #4 Control injection timing #4 -16°CA to 15.87°CA Test possible while vehicle stopped and engine idling. Control the Injection Timing #5 Control injection timing #5 -16°CA to 15.87°CA Test possible while vehicle stopped and engine idling. Control the Injection Timing #6 Control injection timing #6 -16°CA to 15.87°CA Test possible while vehicle stopped and engine idling. Activate the Vacuum Pump Leak detection pump ON/OFF - Activate the VSV for Vent Valve Vent valve ON/OFF - Control the SCV Duty Ratio Control SCV duty ratio -100 to 100% Perform test only for 10 seconds. 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 Select Cylinder Fuel Cut Select cylinder (cylinder #1 to #6) injector fuel cut #1/#2/#3/#4/#5/#6 ON/OFF Test possible while vehicle stopped and engine idling.*1 Control the All Cylinder Fuel Cut All cylinder fuel cut ON/OFF Check the Cylinder Compression*2 Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders. NOTE: *1: If the display of the Data List's Catalyst OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. If the display of the Data List's Catalyst OT MF F/C item is Avail, perform this Active Test as described below. Stop the engine and turn the engine switch on (IG) to turn Control the Cylinder #1 Fuel Cut (to #6 Fuel Cut) ON. Start the engine. HINT: *2: In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is lower than the other cylinders. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test / Check the Cylinder Compression. HINT: To display the entire Data List, press the pull down menu button next to Primary. Then select Compression. Push the snapshot button to turn the snapshot function on. HINT: Using the snapshot function, data can be recorded during the Active Test. While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON. HINT: After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode. Crank the engine for about 10 seconds. HINT: Continue to crank the engine until the values change from the default value (51199 rpm). Monitor the engine speed (Engine Speed of Cyl #1 to #6) displayed on the Techstream. HINT: At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed. NOTE: Do not crank the engine continuously for 20 seconds or more. If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine. Use a fully-charged battery. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops. NOTE: If the Active Test is changed to OFF while the engine is being cranked, the engine will start. Push the snapshot button to turn the snapshot function off. Select "Stored Data" on the Techstream screen, select the recorded data and display the data as a graph. HINT: If the data is not displayed as a graph, the change of the values cannot be observed. Check the change in engine speed values. HINT: As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.
3. SYSTEM CHECK HINT: Performing a System Check enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. The System Check can be performed with Techstream. Connect Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check. Perform the System Check by referring to the table below. Tester Display Test Part Control Range Diagnostic Note Evaporative System Check (Automatic Mode) Perform 6 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If no pending DTCs are output after performing this test, system functioning normally. Refer to EVAP System Inspection Procedure. Refer to «INSPECTION PROCEDURE»(ref-606495-S12044850482014032500000) Evaporative System Check (Manual Mode) Perform 6 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts Refer to EVAP System Inspection Procedure. Refer to «INSPECTION PROCEDURE»(ref-606495-S12044850482014032500000)