Engine Control System (Diagnostics - Introduction): Diagnosis Lexus LX J200 рестайлинг

HOW TO PROCEED WITH TROUBLESHOOTING [01/2012 - ]

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. When any CAN communication system DTCs are output, perform troubleshooting on the CAN communication system first. NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* Check for DTCs. Refer to «DTC CHECK / CLEAR [01/2012 - ]» and freeze frame data. Refer to «FREEZE FRAME DATA [01/2012 - ]». HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* Clear DTCs and freeze frame data. Refer to «DTC CHECK / CLEAR [01/2012 - ]». NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SET CHECK MODE DIAGNOSIS* Switch the ECM from normal mode to check mode. HINT: Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE [01/2012 - ]». NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS Confirm problem symptoms. HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE [01/2012 - ]». If the engine does not start, first perform the Check DTC procedures and Conduct Basic Inspection procedures below. 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 Symptom Simulation. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING [01/2012 - ]». NEXT: Go to next step
10. CHECK DTC* Check for DTCs. HINT: Refer to DTC Check / Clear. Refer to «DTC CHECK / CLEAR [01/2012 - ]». 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 [01/2012 - ]». NEXT --> GO TO STEP 14
12. CONDUCT BASIC INSPECTION Conduct basic inspection. Refer to «BASIC INSPECTION [01/2012 - ]». 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 [01/2012 - ]». 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 Check the ECM power source circuit. HINT: Refer to ECM Power Source Circuit. Refer to «ECM Power Source Circuit»(/lexus/lx/j200-2012-2015/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-p1604-p2610-circuit-tests) . 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 Check for intermittent problems. HINT: Refer to Check for Intermittent Problems. Refer to «CHECK FOR INTERMITTENT PROBLEMS [01/2012 - ]». NEXT --> GO TO STEP 18
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 [01/2012 - ]

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 performing engine troubleshooting.

1. CHECK BATTERY VOLTAGE NOTE: Conduct this check with the engine stopped and engine switch off. RESULT Result Proceed to 11 V or higher OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE WILL CRANK NG --> PROCEED TO «PROBLEM SYMPTOMS TABLE [01/2012 - ]» 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 [01/2012 - ]

HINT

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.

SFI SYSTEM

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1. CHECK ECM HINT: The standard normal voltage between each pair of ECM terminals is shown in the table below. The appropriate conditions for checking each pair of 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. Terminal No. (Symbol) Wiring Color Terminal Description Condition Specified Condition A38-1 (BATT) - C53-81 (E1) L - W-B Battery (for measuring battery voltage and for ECM memory) Always 11 to 14 V C53-41 (+BM) - C53-81 (E1) P - W-B Power source of throttle actuator Always 11 to 14 V A38-28 (IGSW) - C53-81 (E1) B - W-B Engine switch Engine switch on (IG) 11 to 14 V A38-3 (+B) - C53-81 (E1) B - W-B Power source of ECM Engine switch on (IG) 11 to 14 V A38-2 (+B2) - C53-81 (E1) B - W-B Power source of ECM Engine switch on (IG) 11 to 14 V C53-58 (OC1+) - C53-57 (OC1-) B - B-L Camshaft oil control valve (OCV) (for Intake Side of Bank 1) Idling Pulse generation (See waveform 1) C53-52 (OC2+) - C53-51 (OC2-) L-B - R-B Camshaft oil control valve (OCV) (for Intake Side of Bank 2) Idling Pulse generation (See waveform 1) C53-56 (OE1+) - C53-55 (OE1-) L-W - L-B Camshaft oil control valve (OCV) (for Exhaust Side of Bank 1) Idling Pulse generation (See waveform 1) C53-50 (OE2+) - C53-49 (OE2-) L-R - L-B Camshaft oil control valve (OCV) (for Exhaust Side of Bank 2) Idling Pulse generation (See waveform 1) A38-34 (MREL) - C53-81 (E1) W-R - W-B EFI relay Engine switch on (IG) 11 to 14 V C53-74 (VG) - C53-75 (E2G) L-Y - G-W Mass air flow meter Idling, Shift lever in P or N, A/C switch off 0.5 to 3.0 V C53-73 (THA) - C53-98 (ETHA) Y-B - BR Intake air temperature sensor Idling, Intake air temperature 20°C (68°F) 0.5 to 3.4 V C53-76 (THW) - C53-97 (ETHW) G-B - BR Engine coolant temperature sensor Idling, Engine coolant temperature 80°C (176°F) 0.2 to 1.0 V C53-80 (VCTA) - C53-79 (ETA) Y - B Power source of throttle position sensor (specific voltage) Engine switch on (IG) 4.5 to 5.5 V C53-78 (VTA1) - C53-79 (ETA) B-L - B Throttle position sensor (for engine control) Engine switch on (IG), Accelerator pedal fully released 0.5 to 1.1 V Engine switch on (IG), Accelerator pedal fully depressed 3.2 to 4.8 V C53-77 (VTA2) - C53-79 (ETA) B-R - B Throttle position sensor (for sensor malfunction detection) Engine switch on (IG), Accelerator pedal fully released 2.1 to 3.1 V Engine switch on (IG), Accelerator pedal fully depressed 4.6 to 5.0 V A38-55 (VPA) - A38-58 (EPA) R - W-L Accelerator pedal position sensor (for engine control) Engine switch on (IG), Accelerator pedal released 0.5 to 1.1 V Engine switch on (IG), Accelerator pedal fully depressed 2.6 to 4.5 V A38-56 (VPA2) - A38-60 (EPA2) GR-G - BR Accelerator pedal position sensor (for sensor malfunctioning detection) Engine switch on (IG), Accelerator pedal released 1.2 to 2.0 V Engine switch on (IG), Accelerator pedal fully depressed 3.4 to 5.0 V A38-57 (VCPA) - A38-58 (EPA) L-W - W-L Power source of accelerator pedal position sensor (for VPA) Engine switch on (IG) 4.5 to 5.5 V A38-59 (VCP2) - A38-60 (EPA2) V - BR Power source of accelerator pedal position sensor (for VPA2) Engine switch on (IG) 4.5 to 5.5 V C53-22 (HA1A) - C53-23 (E04) L - W-B A/F sensor heater Idling with warm engine Pulse generation (See waveform 2) Engine switch on (IG) 11 to 14 V C53-20 (HA2A) - C53-21 (E05) G - W-B A/F sensor heater Idling with warm engine Pulse generation (See waveform 2) Engine switch on (IG) 11 to 14 V C53-126 (A1A+) - C53-81 (E1) G - W-B A/F sensor Engine switch on (IG) 3.3 V* C53-125 (A1A-) - C53-81 (E1) R - W-B A/F sensor Engine switch on (IG) 2.9 V* C53-103 (A2A+) - C53-81 (E1) P - W-B A/F sensor Engine switch on (IG) 3.3 V* C53-102 (A2A-) - C53-81 (E1) L - W-B A/F sensor Engine switch on (IG) 2.9 V* C53-45 (HT1B) - C53-46 (E03) G-B - W-B Heated oxygen sensor heater Idling Below 3.0 V Engine switch on (IG) 11 to 14 V C53-44 (HT2B) - C53-46 (E03) B - W-B Heated oxygen sensor heater Idling Below 3.0 V Engine switch on (IG) 11 to 14 V C53-114 (OX1B) - C53-115 (EX1B) G - L Heated oxygen sensor Engine speed maintained at 2500 rpm for 2 minutes after warming up sensor Pulse generation (See waveform 3) C53-112 (OX2B) - C53-113 (EX2B) R - W Heated oxygen sensor Engine speed maintained at 2500 rpm for 2 minutes after warming up sensor Pulse generation (See waveform 3) C53-86 (#10) - C53-43 (E01) R-L - W-B Fuel injector Engine switch on (IG) 11 to 14 V Idling Pulse generation (See waveform 4) C53-109 (#20) - C53-43 (E01) L - W-B Fuel injector Engine switch on (IG) 11 to 14 V Idling Pulse generation (See waveform 4) C53-85 (#30) - C53-43 (E01) R-B - W-B Fuel injector Engine switch on (IG) 11 to 14 V Idling Pulse generation (See waveform 4) C53-108 (#40) - C53-43 (E01) Y - W-B Fuel injector Engine switch on (IG) 11 to 14 V Idling Pulse generation (See waveform 4) C53-84 (#50) - C53-43 (E01) G - W-B Fuel injector Engine switch on (IG) 11 to 14 V Idling Pulse generation (See waveform 4) C53-107 (#60) - C53-43 (E01) R - W-B Fuel injector Engine switch on (IG) 11 to 14 V Idling Pulse generation (See waveform 4) C53-83 (#70) - C53-43 (E01) W - W-B Fuel injector Engine switch on (IG) 11 to 14 V Idling Pulse generation (See waveform 4) C53-106 (#80) - C53-43 (E01) R-B - W-B Fuel injector Engine switch on (IG) 11 to 14 V Idling Pulse generation (See waveform 4) C53-94 (KNK1) - C53-93 (EKNK) R - G Knock sensor Engine speed maintained at 4000 rpm after warming up engine Pulse generation (See waveform 5) C53-117 (KNK2) - C53-116 (EKN2) W - B Knock sensor Engine speed maintained at 4000 rpm after warming up engine Pulse generation (See waveform 5) C53-96 (KNK3) - C53-95 (EKN3) W - B Knock sensor Engine speed maintained at 4000 rpm after warming up engine Pulse generation (See waveform 5) C53-119 (KNK4) - C53-118 (EKN4) R - G Knock sensor Engine speed maintained at 4000 rpm after warming up engine Pulse generation (See waveform 5) C53-92 (VV1+) - C53-91 (VV1-) R - Y Variable valve timing (VVT) sensor (for Intake Side of Bank 1) Idling Pulse generation (See waveform 6) C53-87 (VV2+) - C53-88 (VV2-) R - Y Variable valve timing (VVT) sensor (for Intake Side for Bank 2) Idling Pulse generation (See waveform 6) C53-69 (EV1+) - C53-68 (EV1-) R-L - Y Variable valve timing (VVT) sensor (for Exhaust Side of Bank 1) Idling Pulse generation (See waveform 17) C53-64 (EV2+) - C53-65 (EV2-) R-L - Y Variable valve timing (VVT) sensor (for Exhaust Side of Bank 2) Idling Pulse generation (See waveform 17) C53-110 (NE+) - C53-111 (NE-) W - G-W Crankshaft position sensor Idling Pulse generation (See waveform 6) C53-40 (IGT1) - C53-81 (E1) B-Y - W-B Ignition coil (ignition signal) Idling Pulse generation (See waveform 7) C53-33 (IGT2) - C53-81 (E1) L-B - W-B Ignition coil (ignition signal) Idling Pulse generation (See waveform 7) C53-37 (IGT3) - C53-81 (E1) B - W-B Ignition coil (ignition signal) Idling Pulse generation (See waveform 7) C53-34 (IGT4) - C53-81 (E1) L-B - W-B Ignition coil (ignition signal) Idling Pulse generation (See waveform 7) C53-35 (IGT5) - C53-81 (E1) G-R - W-B Ignition coil (ignition signal) Idling Pulse generation (See waveform 7) C53-36 (IGT6) - C53-81 (E1) G - W-B Ignition coil (ignition signal) Idling Pulse generation (See waveform 7) C53-38 (IGT7) - C53-81 (E1) G-W - W-B Ignition coil (ignition signal) Idling Pulse generation (See waveform 7) C53-39 (IGT8) - C53-81 (E1) G-B - W-B Ignition coil (ignition signal) Idling Pulse generation (See waveform 7) C53-104 (IGF1) - C53-81 (E1) G-B - W-B Ignition coil (ignition confirmation signal) Engine switch on (IG) 4.5 to 5.5 V Idling Pulse generation (See waveform 7) C53-105 (IGF2) - C53-81 (E1) R - W-B Ignition coil (ignition confirmation signal) Engine switch on (IG) 4.5 to 5.5 V Idling Pulse generation (See waveform 7) C53-63 (PRG) - C53-81 (E1) L-B - W-B Purge VSV Engine switch on (IG) 11 to 14 V Idling Pulse generation (See waveform 8) A38-13 (SPD) - C53-81 (E1) V-R - W-B Speed signal from combination meter Driving at 20 km/h (12 mph) Pulse generation (See waveform 9) A38-46 (STA) - C53-81 (E1) R-B - W-B Starter signal Cranking 5.5 V or higher C53-120 (NSW) - C53-81 (E1) L - W-B Park/neutral position switch Engine switch on (IG), Shift lever in other than P and N 11 to 14 V Engine switch on (IG), Shift lever in P or N Below 3.0 V A38-36 (STP) - C53-81 (E1) R - W-B Stop light switch Brake pedal depressed 7.5 to 14 V Brake pedal released Below 1.5 V A38-35 (ST1-) - C53-81 (E1) R-W - W-B Stop light switch (opposite to STP terminal) Engine switch on (IG), Brake pedal depressed Below 1.5 V Engine switch on (IG), Brake pedal released 7.5 to 14 V C53-19 (M+) - C53-82 (ME01) R - W-B Throttle actuator Idling with warm engine Pulse generation (See waveform 10) C53-18 (M-) - C53-82 (ME01) G - W-B Throttle actuator Idling with warm engine Pulse generation (See waveform 11) A38-52 (FPC) - C53-81 (E1) W - W-B Fuel pump control Engine switch on (IG) Below 1.5 V A38-24 (W) - C53-81 (E1) R-Y - W-B MIL Engine switch on (IG) Below 3.0 V Idling 11 to 14 V A38-16 (TC) - C53-81 (E1) V-W - W-B Terminal TC of DLC3 Engine switch on (IG) 11 to 14 V A38-15 (TACH) - C53-81 (E1) W-G - W-B Engine speed Idling Pulse generation (See waveform 12) A38-30 (VPMP) - C53-81 (E1) B-L - W-B Vent valve (built into canister pump module) Engine switch on (IG) 11 to 14 V A38-49 (MPMP) - C53-81 (E1) G-O - W-B Leak detection pump (built into canister pump module) Leak detection pump OFF Below 3.0 V Leak detection pump ON 11 to 14 V C53-67 (VCV1) - C53-97 (ETHW) L - BR Power source for sensor (specific voltage) Engine switch on (IG) 4.5 to 5.5 V C53-66 (VCV2) - C53-97 (ETHW) L - BR Power source for sensor (specific voltage) Engine switch on (IG) 4.5 to 5.5 V C53-121 (PPMP) - C53-97 (ETHW) P - BR Canister pressure sensor (built into canister pump module) Engine switch on (IG) 3.3 to 4.0 V C53-32 (ALT) - C53-81 (E1) R - W-B Generator Engine switch on (IG) 11 to 14 V A38-10 (CANH) - C53-81 (E1) P - W-B CAN communication line Engine switch on (IG) Pulse generation (See waveform 13) A38-11 (CANL) - C53-81 (E1) B - W-B CAN communication line Engine switch on (IG) Pulse generation (See waveform 14) C53-62 (ACIS) - C53-81 (E1) L-Y - W-B VSV for ACIS (Acoustic Control Induction System) operation signal Engine switch on (IG) 11 to 14 V C53-28 (AIRV) - C53-81 (E1) BR - W-B Air switching valve for secondary air injection system Engine switch on (IG) 11 to 14 V C53-54 (AIRP) - C53-81 (E1) P - W-B Air pump control Engine switch on (IG) 11 to 14 V C53-30 (AIDI) - C53-81 (E1) G - W-B Diagnostic information signal for air injection system Air injection system operates Pulse generation (See waveform 16) A38-54 (AIP) - C53-97 (ETHW) P-L - BR Secondary air injection system pressure signal Engine switch on (IG) 3.0 to 3.6 V A38-43 (ARV2) - C53-81 (E1) R-L - W-B Air switching valve for secondary air injection system Engine switch on (IG) 11 to 14 V C53-53 (ARP2) - C53-81 (E1) P-L - W-B Air pump control Engine switch on (IG) 11 to 14 V C53-29 (AID2) - C53-81 (E1) G-Y - W-B Diagnostic information signal for air injection system Air injection system operates Pulse generation (See waveform 16) A38-53 (AIP2) - C53-98 (ETHA) LG-B - BR Secondary air injection system pressure signal Engine switch on (IG) 3.0 to 3.6 V C53-90 (G2) - C53- 89 (G2-) G - Y Camshaft position sensor Idling Pulse generation (See waveform 15) A38-14 (STSW) - C53-81 (E1) R - W-B Starter switch Shift lever in P or N, Cranking 6.0 V or higher A38-41 (ACCR) - C53-81 (E1) L-Y - W-B ACC relay control signal Engine switch on (IG) --> Cranking 11 to 14 V --> Below 1 V C53-16 (STAR) - C53-81 (E1) L - W-B Starter relay control Engine switch on (IG) Below 1.5 V Cranking 5.5 V or higher C53-72 (PSP) - C53-81 (E1) G - W-B Power steering oil pressure sensor Engine switch on (IG) 0.5 to 4.5 V HINT: *: The ECM terminal voltage is constant regardless of the output voltage from the sensor. WAVEFORM 1: CAMSHAFT OIL CONTROL VALVE (OCV) Terminal No. (Symbol) Tool Setting Condition C53-58 (OC1+) - C53-57 (OC1-) 5 V/DIV., 1 msec./DIV. Idling C53-52 (OC2+) - C53-51 (OC2-) 5 V/DIV., 1 msec./DIV. Idling C53-56 (OE1+) - C53-55 (OE1-) 5 V/DIV., 1 msec./DIV. Idling C53-50 (OE2+) - C53-49 (OE2-) 5 V/DIV., 1 msec./DIV. Idling WAVEFORM 2: A/F SENSOR HEATER SIGNAL Terminal No. (Symbol) Tool Setting Condition C53-22 (HA1A) - C53-23 (E04) 5 V/DIV., 10 msec./DIV. Idling with warm engine C53-20 (HA2A) - C53-21 (E05) 5 V/DIV., 10 msec./DIV. Idling with warm engine HINT: The wavelength varies in accordance with the engine operating condition. WAVEFORM 3: HEATED OXYGEN SENSOR Terminal No. (Symbol) Tool Setting Condition C53-114 (OX1B) - C53-115 (EX1B) 0.2 V/DIV., 200 msec./DIV. Engine speed maintained at 2500 rpm for 2 minutes after warming up sensor C53-112 (OX2B) - C53-113 (EX2B) 0.2 V/DIV., 200 msec./DIV. Engine speed maintained at 2500 rpm for 2 minutes after warming up sensor HINT: In the Data List, item O2S B1S2 or O2S B2S2 shows the ECM input values from the heated oxygen sensor. WAVEFORM 4: INJECTOR NO. 1 (TO NO. 8) INJECTION SIGNAL Terminal No. (Symbol) Tool Setting Condition C53-86 (#10) - C53-43 (E01) 20 V/DIV., 20 msec./DIV. Idling C53-109 (#20) - C53-43 (E01) 20 V/DIV., 20 msec./DIV. Idling C53-85 (#30) - C53-43 (E01) 20 V/DIV., 20 msec./DIV. Idling C53-108 (#40) - C53-43 (E01) 20 V/DIV., 20 msec./DIV. Idling C53-84 (#50) - C53-43 (E01) 20 V/DIV., 20 msec./DIV. Idling C53-107 (#60) - C53-43 (E01) 20 V/DIV., 20 msec./DIV. Idling C53-83 (#70) - C53-43 (E01) 20 V/DIV., 20 msec./DIV. Idling C53-106 (#80) - C53-43 (E01) 20 V/DIV., 20 msec./DIV. Idling HINT: The wavelength becomes shorter as the engine speed increases. WAVEFORM 5: KNOCK SENSOR Terminal No. (Symbol) Tool Setting Condition C53-94 (KNK1) - C53-93 (EKNK) 1 V/DIV., 1 msec./DIV. Engine speed maintained at 4000 rpm after warming up engine C53-117 (KNK2) - C53-116 (EKN2) 1 V/DIV., 1 msec./DIV. Engine speed maintained at 4000 rpm after warming up engine C53-96 (KNK3) - C53-95 (EKN3) 1 V/DIV., 1 msec./DIV. Engine speed maintained at 4000 rpm after warming up engine C53-119 (KNK4) - C53-118 (EKN4) 1 V/DIV., 1 msec./DIV. Engine speed maintained at 4000 rpm after warming up engine HINT: The wavelength becomes shorter as the engine speed increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle. WAVEFORM 6: CRANKSHAFT POSITION SENSOR AND VVT SENSOR FOR INTAKE SIDE Terminal No. (Symbol) Tool Setting Condition (a) C53-110 (NE+) - C53-111 (NE-) 5 V/DIV., 20 msec./DIV. Idle after engine warmed up (b) C53-92 (VV1+) - C53-91 (VV1-) 5 V/DIV., 20 msec./DIV. Idle after engine warmed up (c) C53-87 (VV2+) - C53-88 (VV2-) 5 V/DIV., 20 msec./DIV. Idle after engine warmed up HINT: The wavelength becomes shorter as engine speed increases. WAVEFORM 7: IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM) Terminal No. (Symbol) Tool Setting Condition (a) C53-40 (IGT1) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Idling (a) C53-33 (IGT2) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Idling (a) C53-37 (IGT3) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Idling (a) C53-34 (IGT4) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Idling (a) C53-35 (IGT5) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Idling (a) C53-36 (IGT6) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Idling (a) C53-38 (IGT7) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Idling (a) C53-39 (IGT8) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Idling (b) C53-104 (IGF1) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Idling (b) C53-105 (IGF2) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Idling HINT: The wavelength becomes shorter as engine speed increases. WAVEFORM 8: PURGE VSV Terminal No. (Symbol) Tool Setting Condition C53-63 (PRG) - C53-81 (E1) 10 V/DIV., 20 msec./DIV. Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more. WAVEFORM 9: VEHICLE SPEED SIGNAL Terminal No. (Symbol) Tool Setting Condition A38-13 (SPD) - C53-81 (E1) 2 V/DIV., 20 msec./DIV. Driving at 20 km/h (12 mph) HINT: The wavelength becomes shorter as the vehicle speed increases. WAVEFORM 10: THROTTLE ACTUATOR POSITIVE TERMINAL Terminal No. (Symbol) Tool Setting Condition C53-19 (M+) - C53-82 (ME01) 5 V/DIV., 1 msec./DIV. Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. WAVEFORM 11: THROTTLE ACTUATOR NEGATIVE TERMINAL Terminal No. (Symbol) Tool Setting Condition C53-18 (M-) - C53-82 (ME01) 5 V/DIV., 1 msec./DIV. Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. WAVEFORM 12: ENGINE SPEED SIGNAL Terminal No. (Symbol) Tool Setting Condition A38-15 (TACH) - C53-81 (E1) 5 V/DIV., 10 msec./DIV. Idling HINT: The wavelength becomes shorter as the engine speed increases. WAVEFORM 13: CAN COMMUNICATION SIGNAL (REFERENCE) Terminal No. (Symbol) Tool Setting Condition A38-10 (CANH) - C53-81 (E1) 1 V/DIV., 10 μsec./DIV. Engine stops and engine switch on (IG) HINT: The waveform varies depending on the CAN communication signal. WAVEFORM 14: CAN COMMUNICATION SIGNAL (REFERENCE) Terminal No. (Symbol) Tool Setting Condition A38-11 (CANL) - C53-81 (E1) 1 V/DIV., 10 μsec./DIV. Engine stops and engine switch on (IG) HINT: The waveform varies depending on the CAN communication signal. WAVEFORM 15: CRANKSHAFT POSITION SENSOR AND CAMSHAFT POSITION SENSOR Terminal No. (Symbol) Tool Setting Condition CH1: C53-110 (NE+) - C53-111 (NE-) 5 V/DIV., 20 msec./DIV. Idle after engine warmed up CH2: C53-90 (G2) - C53-89 (G2-) 5 V/DIV., 20 msec./DIV. Idle after engine warmed up HINT: The wavelength becomes shorter as the engine speed increases. WAVEFORM 16: TERMINAL DI OF AIR INJECTION CONTROL DRIVER Terminal No. (Symbol) Tool Setting Condition C53-30 (AIDI) - C53-81 (E1) 5 V/DIV., 50 msec./DIV. Performing system check using Techstream (Secondary Air Injection Check) C53-29 (AID2) - C53-81 (E1) 5 V/DIV., 50 msec./DIV. Performing system check using Techstream (Secondary Air Injection Check) HINT: The wavelength changes when the air injection control driver detects malfunctions in the air injection system. Refer to «DTC P0412: Secondary Air Injection System Switching Valve "A" Circuit; DTC P0415: Secondary Air Injection System Switching Valve "B" Circuit». WAVEFORM 17: CRANKSHAFT POSITION SENSOR AND VVT SENSOR FOR EXHAUST SIDE Terminal No. (Symbol) Tool Setting Condition (a) C53-110 (NE+) - C53-111 (NE-) 5 V/DIV., 20 msec./DIV. Idle after engine warmed up (b) C53-69 (EV1+) - C53-68 (EV1-) 5 V/DIV., 20 msec./DIV. Idle after engine warmed up (c) C53-64 (EV2+) - C53-65 (EV2-) 5 V/DIV., 20 msec./DIV. Idle after engine warmed up HINT: The wavelength becomes shorter as engine speed increases.

Scheme 19

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 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 systems 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 the engine data. The DTCs and freeze frame data can be cleared with the Techstream. Refer to «DTC CHECK / CLEAR [01/2012 - ]». 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 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. 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 recorded at the time of a malfunction.
5. DLC3 (Data Link Connector 3) Check the DLC3. Refer to «GENERAL INFORMATION [01/2012 - ]».
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 is not illuminated when the engine switch is first turned on (IG), check the MIL circuit. Refer to «MIL Circuit»(/lexus/lx/j200-2012-2015/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-p1604-p2610-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 the DTCs. Refer to «DTC CHECK / CLEAR [01/2012 - ]». Turn the engine switch off and wait for 30 seconds. Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. TECHSTREAM Display Item Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed You should perform 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 [01/2012 - ]

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

Scheme 20

Scheme 21

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 22

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 and ECT / 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 [01/2012 - ]».
2. CLEAR DTC (Pending and Current DTC using Techstream) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / 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 MAIN and ETCS fuses from the engine room 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 and ECT / 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 [01/2012 - ]». 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. 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 and ECT / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

Scheme 23

1. DESCRIPTION Freeze frame data records the engine conditions (fuel system, calculated load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when a malfunction is detected. When troubleshooting, it can help determine if the vehicle was moving or stationary, the engine was warmed up or not, the air-fuel ratio was Lean or Rich, and other data from the time the malfunction occurred. HINT: If it is impossible to duplicate the problem even though a DTC is output, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, 5 separate sets of freeze frame data can be checked. 3 data sets before the DTC was stored. 1 data set when the DTC was stored. 1 data set after the DTC was stored. 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 in judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA Display Item 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 the mass air flow volume is approximately 0.0 gm/s: The mass air flow meter power source circuit is open or short. The VG circuit is open or short. If the mass air flow volume is 271.0 gm/s or more: The E2G circuit is open. Atmosphere Pressure Atmosphere pressure - Coolant Temp Engine coolant temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F) or higher, the sensor circuit is shorted. Intake Air Intake air temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F) or higher, the sensor circuit is shorted. Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Engine coolant temperature at engine start - Initial Intake Air Temp Intake air temperature at engine start - 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 sensor positioning - Throttl Sensor #2 Volt % Throttle sensor positioning #2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle motor - Throttle Position Throttle position For use when engine stall, starting problems or rough idle is present. ISC Flow Flow rate calculated using information from each sensor For use when engine stall, starting problems or rough idle is present. ISC Position Requested opening amount calculated using ISC control This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow). ISC Feedback Value ISC feedback compensation amount For use when engine stall, starting problems or rough idle is present. ISC Learning Value ISC learned compensation amount For use when engine stall, starting problems or rough idle is present. Electric Load Feedback Val Compensation flow rate according to electrical load For use when engine stall, starting problems or rough idle is present. Air Conditioner FB Val Compensation flow rate according to air conditioner load For use when engine stall, starting problems or rough idle is present. PS Feedback Val Compensation flow rate according to power steering load For use when engine stall, starting problems or rough idle is present. Low Revolution Control Low engine speed control operation state For use when engine stall, starting problems or rough idle is present. N Range Status Shift lever N status For use when engine stall, starting problems or rough idle is present. Eng Stall Control FB Flow Intake air compensation flow rate For use when engine stall, starting problems or rough idle is present. Deposit Loss Flow Flow loss due to deposits This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when the engine stalls, is difficult to start, or idles roughly. When the ISC learned value is initialized by disconnecting the cable from the negative battery terminal or removing the fuses (EFI MAIN and ETCS fuses), performing the following procedures in order to quickly relearn the Deposit Loss Flow value. After the Deposit Loss Flow has been relearned, gradual fine adjustments will continue automatically. Start the engine cold and allow the engine to idle. After the engine is warmed up (engine coolant temperature is above 80°C [176°F]), allow the engine to idle for an additional 5 minutes. Turn the engine switch off and wait for 30 seconds. Start the engine again, and allow the engine to idle for 5 minutes. Fuel Pump Duty Fuel pump duty - Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder 1) Injection volume - Vacuum Pump Key-off EVAP system leak detection pump status Refer to the EVAP System Refer to «EVAP System»(/lexus/lx/j200-2012-2015/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-p1604-p2610-circuit-tests) . Current Fuel Type Status of the current fuel type - EVAP (Purge) VSV EVAP purge VSV duty ratio - Evap Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learning value of purge density - EVAP System Vent Valve Key-off EVAP system vent valve status - EVAP Purge VSV EVAP Purge VSV - Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Ratio compared to stoichiometric level - 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 Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. AFS Voltage B2S1 A/F sensor output Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. AFS Current B1S1 A/F sensor current - AFS Current B2S1 A/F sensor current - A/F Heater Duty #1 A/F heater duty ratio (for Bank 1) - A/F Heater Duty #2 A/F heater duty ratio (for Bank 2) - O2S B1S2 Heated oxygen sensor output Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. O2S B2S2 Heated oxygen sensor output Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. O2S Impedance B1S2 Sub heated oxygen sensor impedance (for Sensor 2) - O2S Impedance B2S2 Sub heated oxygen sensor impedance (for Sensor 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 is used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio. Long FT #1 Long-term fuel trim This item refers to the overall fuel compensation carried out in the long term to compensate for a continual deviation of the short-term fuel trim from the central value. Air fuel ratio feedback leaning is divided up according to the engine operating range (engine speed x load), and separate values are stored for each operating range. "Long FT #1" indicates the learned value for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the leaned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range. A/F Learn Value Idle #1 Air fuel ratio learned value for idling (for Bank 1) Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher). A/F Learn Value Low #1 Air fuel ratio learned value for low engine loads (for Bank 1) Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid1 #1 Air fuel ratio learned value for mid-sized engine loads 1 (for Bank 1) Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid2 #1 Air fuel ratio learned value for mid-sized engine loads 2 (for Bank 1) Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the high load range (when the range of engine loads is divided into four parts). A/F Learn Value High #1 Air fuel ratio learned value for high engine loads (for Bank 1) Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts). Total FT #1 Total fuel trim - Short FT #2 Short-term fuel trim Short-term fuel compensation is used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio. Long FT #2 Long-term fuel trim This item refers to the overall fuel compensation carried out in the long term to compensate for a continual deviation of the short-term fuel trim from the central value. Air fuel ratio feedback leaning is divided up according to the engine operating range (engine speed x load), and separate values are stored for each operating range. "Long FT #2" indicates the learned value for the current operating range. [A/F Learn Value Idle #2], [A/F Learn Value Low #2], [A/F Learn Value Mid1 #2], [A/F Learn Value Mid2 #2] and [A/F Learn Value High #2] indicate the leaned values for the different operating ranges. The learned value that is the same as "Long FT #2" indicates the current engine operating range. A/F Learn Value Idle #2 Air fuel ratio learned value for idling (for Bank 2) Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher). A/F Learn Value Low #2 Air fuel ratio learned value for low engine loads (for Bank 2) Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid1 #2 Air fuel ratio learned value for mid-sized engine loads 1 (for Bank 2) Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid2 #2 Air fuel ratio learned value for mid-sized engine loads 2 (for Bank 2) Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the high load range (when the range of engine loads is divided into four parts). A/F Learn Value High #2 Air fuel ratio learned value for high engine loads (for Bank 2) Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts). Total FT #2 Total fuel trim - Fuel System Status #1 Fuel system status (for Bank 1) OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning. Fuel System Status #2 Fuel system status (for Bank 2) OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning. Air pump pressure (Absolute) Air pump pressure - Air Pump2 Pressure (Absolute) Air pump pressure - Air Pump Pulsation Pressure Air pump pulsation pressure - Air Pump2 Pulsation Pressure Air pump pulsation pressure - Secondary Air Control VSV Secondary air injection system status - 2nd Air System Status Second air system status - AI Test Secondary air injection system operation prohibit - 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 Individual cylinder timing advance compensation amount (No. 1) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #7 Individual cylinder timing advance compensation amount (No. 7) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #8 Individual cylinder timing advance compensation amount (No. 8) For use when engine stall, starting problems or rough idle is present. ACIS VSV VSV for Acoustic Control Induction System (ACIS) - Actual VVT Angle #1 Actual VVT displacement angle (bank 1) This item is used for freeze frame data only Actual VVT Angle #2 Actual VVT displacement angle (bank 2) This item is used for freeze frame data only Actual VVT Ex Angle #1 Actual VVT exhaust displacement angle (bank 1) This item is used for freeze frame data only Actual VVT Ex Angle #2 Actual VVT exhaust displacement angle (bank 2) This item is used for freeze frame data only VVT Control Status #1 VVT control status - VVT Control Status #2 VVT control status - VVT Advance Fail VVT control failure status - Catalyst Temp B1S1 Estimated catalyst temperature (for Sensor 1) - Catalyst Temp B2S1 Estimated catalyst temperature (for Sensor 1) - Catalyst Temp B1S2 Estimated catalyst temperature (for Sensor 2) - Catalyst Temp B2S2 Estimated catalyst temperature (for Sensor 2) - Starter Signal Starter switch (STSW) signal - Starter Control Starter switch status - Power Steering Signal Power steering switch status - Starter Relay Starter relay status - ACC Relay ACC relay status - Neutral Position SW Signal Park/Neutral position (PNP) switch signal - Transfer L4 Park/Neutral position (PNP) switch signal - Stop Light Switch Stop light switch - A/C Signal A/C signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel cut condition - Immobilizer Communication Immobilizer communication - TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Accumulated distance from DTC cleared - Warm-up 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 turned off - TC and TE1 TC and CG (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 - Misfire Margin Margin to detect engine misfire - Catalyst OT MF F/C Catalyst over temperature misfire prevention F/C not available - Cat OT MF F/C History Catalyst over temperature misfire prevention F/C history OFF - 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) - Cat OT MF F/C Cylinder#7 Display of fuel cut operation in No. 7 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#8 Display of fuel cut operation in No. 8 cylinder (if certain level of misfire malfunction is detected) - Engine Speed (Starter Off) Engine speed when starter off For use when engine stall, starting problems or rough idle is present. Starter Count Number of times starter turned on after engine switch turned on (IG) For use when engine stall, starting problems or rough idle is present. Run Dist of Previous Trip Distance driven during previous trip Before 5 seconds elapse after starting the engine, which is the DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. HINT: Run Dist of Previous Trip in the freeze frame data present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of the Data List (real-time measurements), or for freeze frame data present when DTCs other than P1604 were detected, the value indicates the distance driven during the current trip. Engine Starting Time Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm) For use when engine stall, starting problems or rough idle is present. Previous Trip Coolant Temp Engine coolant temperature during previous trip For use when engine stall, starting problems or rough idle is present. Previous Trip Intake Temp Intake air temperature during previous trip For use when engine stall, starting problems or rough idle is present. Engine Oil Temperature Engine oil temperature (estimated temperature) For use when engine stall, starting problems or rough idle is present. Previous Trip Eng Oil Temp Engine oil temperature during previous trip For use when engine stall, starting problems or rough idle is present. Ambient Temp for A/C Ambient temperature for A/C For use when engine stall, starting problems or rough idle is present. Previous Trip Ambient Temp Ambient temperature during previous trip For use when engine stall, starting problems or rough idle is present. Engine Start Hesitation History of hesitation during engine start For use when engine stall, starting problems or rough idle is present. Low Rev for Eng Start History of low engine speed after engine start For use when engine stall, starting problems or rough idle is present. Minimum Engine Speed Minimum engine speed For use when engine stall, starting problems or rough idle is present. Power Steering Pressure Power steering pressure sensor - ACT VSV A/C cut status for Active Test - Brake Override System Brake override system status - Idle Fuel Cut Fuel cut idle ON: when the throttle valve is fully closed and the engine speed is more than 3500 rpm. FC TAU Fuel cut during very light load Fuel cut being performed under a very light load to prevent the engine combustion from becoming incomplete. Immobilizer Fuel Cut Status of the immobilizer fuel cut - Immobilizer Fuel Cut History Immobilizer fuel cut history For use when starting problems is present. Electrical Load Signal 1 Electrical load signal - Electrical Load Signal 2 Electrical load signal - Cruise Cancel Signal Status of the cruise cancel signal - SPD (NT) Input shaft speed Data is displayed in increments of 50 rpm. SPD (SP2) Output shaft speed

DATA LIST / ACTIVE TEST [01/2012 - ]

1. DATA LIST HINT: Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time. NOTE: In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / All Data. According to the display on the Techstream, read the Data List. Tester Display Measurement Item/Range Normal Condition Diagnostic Note Vehicle Speed Vehicle speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Actual vehicle speed The speed is 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% 11 to 25%: Idling 12 to 26%: Running without load (2500 rpm) - Vehicle Load Vehicle load/ Min.: 0%, Max.: 25700% Actual vehicle load - MAF Air flow rate from Mass Air Flow (MAF) meter/ Min.: 0 gm/s, Max.: 655.35 gm/s 4.0 to 8.0 gm/s: Idling If the mass air flow volume is approximately 0.0 gm/s: The mass air flow meter power source circuit is open or short. The VG circuit is open or short. If the mass air flow volume is 271.0 gm/s or more: The E2G circuit is 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.: 140°C 80 to 100°C (176 to 212°F): After warming up If the value is -40°C (-40°F): the sensor circuit is open. If the value is 140°C (284°F): the sensor circuit is shorted. Intake Air Intake air temperature/ Min.: -40°C, Max.: 140°C Equivalent to ambient air temperature If the value is -40°C (-40°F): the sensor circuit is open. If the value is 140°C (284°F): the sensor circuit is shorted. Engine Run Time Engine run time/ Min.: 0 s, Max.: 65535 s Time after engine start Service data. 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 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 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 released 68 to 99%: 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 released 2.6 to 3.2 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 released 3.4 to 4.98 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 - ETCS service data. Accel Fully Close Learn #2 Accelerator fully closed learning value No. 2/ Min.: 0 deg, Max.: 124.5 deg - ETCS service data. 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. Throttl 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. ST1 Brake pedal signal/ ON or OFF ON: Brake pedal depressed - System Guard System guard/ ON or OFF - ETCS service data. Open Side Malfunction Open side malfunction/ ON or OFF - ETCS service data. 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*1 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 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.: 4.98 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 ETCS 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 ETCS service data. Throttle Motor Current Throttle motor 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 after engine warmed up ETCS service data. 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 (closed)/ 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 ETCS service data. Throttle Position Throttle valve opening angle/ Min.: 0 deg, Max.: 499.99 deg - For use when engine stall, starting problems or rough idle is present. ISC Flow Flow rate calculated using information from each sensor/ Min.: 0 L/s, Max.: 79.99 L/s - For use when engine stall, starting problems or rough idle is present. ISC Position Requested opening amount calculated using ISC control/ Min.: 0 deg, Max.: 499.99 deg - This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow). ISC Feedback Value ISC feedback compensation amount/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. ISC Learning Value ISC learned compensation amount/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. Electric Load Feedback Val Compensation flow rate according to electrical load/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. Air Conditioner FB Val Compensation flow rate according to electrical load/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. PS Feedback Val Compensation flow rate according to electrical load/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. Low Revolution Control Low engine speed control operation state/ ON or OFF - For use when engine stall, starting problems or rough idle is present. N Range Status Shift lever N status/ ON or OFF - For use when engine stall, starting problems or rough idle is present. Eng Stall Control FB Flow Intake air compensation flow rate/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. Deposit Loss Flow Flow loss due to deposits/ Min.: -40 L/s, Max.: 39.99 L/s - This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when the engine stalls, is difficult to start, or idles roughly. When the ISC learned value is initialized by disconnecting the cable from the negative battery terminal or removing the fuses (EFI MAIN and ETCS fuses), performing the following procedures in order to quickly relearn the Deposit Loss Flow value. After the Deposit Loss Flow has been relearned, gradual fine adjustments will continue automatically. Start the engine cold and allow the engine to idle. After the engine is warmed up (engine coolant temperature is above 80°C [176°F]), allow the engine to idle for an additional 5 minutes. Turn the engine switch off and wait for 30 seconds. Start the engine again, and allow the engine to idle for 5 minutes. Fuel Pump Duty Fuel pump duty/ Min.: 0%, Max.: 399.99% - - Injector (Port) Injection period of the No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs 2000 to 4000 μs: idling - Injection Volum (Cylinder 1) Injection volume (cylinder 1)/ Min.: 0 ml, Max.: 2.047 ml 0 to 0.5 ml Quantity of fuel injection volume for 10 times. Vacuum Pump Key-off EVAP system leak detection pump status/ ON or OFF - - Current Fuel Type Status of the current fuel type Gasoline/petrol - EVAP (Purge) VSV Purge VSV control duty/ Min.: 0%, Max.: 100% 0 to 100%: During idling Order signal from ECM. Evap Purge Flow Purge flow/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling - Purge Density Learn Value Learning value of purge density/ Min.: -200%, Max.: 199.993% Idling: -40 to 0% Service data. Vapor Pressure Pump Vapor pressure/ Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10814.17 mmHg) Near atmosphere pressure: Fuel cap removed Pressure inside fuel tank monitored by vapor pressure sensor. Vapor pressure (Calculated) Vapor pressure (calculated)/ Min.: -720.896 kPa (-5407.17 mmHg), Max.: 720.874 kPa (5407.002 mmHg) Near atmosphere pressure: 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 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 Air fuel ratio: Min.: 0, Max.: 1.99 0.8 to 1.2: During idling - AF Lambda B1S1 Output air fuel ratio associated with the 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 more than 1 (1.001 to 1.999) = Lean - AF Lambda B2S1 Output air fuel ratio associated with the 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 more 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 2.8 to 3.8 V: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor. AFS Voltage B2S1 Air fuel ratio sensor output voltage (for Bank 2 Sensor 1)/ Min.: 0 V, Max.: 7.99 V 2.8 to 3.8 V: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor. AFS Current B1S1 Air fuel ratio sensor current Bank 1 Sensor 1/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output current of the sensor. AFS Current B2S1 Air fuel ratio sensor current (for Bank 2 Sensor 1)/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output current of the sensor. A/F Heater Duty #1 A/F heater duty ratio (for Bank 1) Min.: 0%, Max.: 399.9% 0 to 100% - A/F Heater Duty #2 A/F heater duty ratio (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 70 km/h (44 mph) Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor. 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 70 km/h (44 mph) Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor. O2S Impedance B1S2 Sub heated oxygen sensor impedance (Bank 1 Sensor 2)/ Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm After driving for approx. 10 min. in an urban area. O2S Impedance B2S2 Sub heated oxygen sensor impedance (Bank 2 Sensor 2)/ Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm After driving for approx. 10 min. in an 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.: 4.999 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor current for 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% -20 to 20% This item refers to the short-term fuel compensation used to maintain the air fuel ratio at the stoichiometric air-fuel ratio. Long FT #1 Long-term fuel trim of Bank 1/ Min.: -100%, Max.: 99.2% -20 to 20% This item refers to the overall fuel compensation carried out in the long term to compensate for a continual deviation of the short-term fuel trim from the central value. Air fuel ratio feedback leaning is divided up according to the engine operating range (engine speed x load), and separate values are stored for each operating range. "Long FT #1" indicates the learned value for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the leaned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range. A/F Learn Value Idle #1 Air fuel ratio learned value for idling (for Bank 1)/ Min.: -50%, Max.: 49.6% -20 to +20% Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher). A/F Learn Value Low #1 Air fuel ratio learned value for low engine loads (for Bank 1)/ Min.: -50%, Max.: 49.6% -20 to +20% Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid1 #1 Air fuel ratio learned value for mid-sized engine loads 1 (for Bank 1)/ Min.: -50%, Max.: 49.6% -20 to +20% Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid2 #1 Air fuel ratio learned value for mid-sized engine loads 2 (for Bank 1)/ Min.: -50%, Max.: 49.6% -20 to +20% Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the high load range (when the range of engine loads is divided into four parts). A/F Learn Value High #1 Air fuel ratio learned value for high engine loads (for Bank 1)/ Min.: -50%, Max.: 49.6% -20 to +20% Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts). Total FT #1 Total fuel trim of bank 1 Min.: -0.5, Max.: 0.496 -0.2 to 0.2: Idling - Short FT #2 Short-term fuel trim of Bank 2/ Min.: -100%, Max.: 99.2% -20 to 20% This item refers to the short-term fuel compensation used to maintain the air fuel ratio at the stoichiometric air-fuel ratio. Long FT #2 Long-term fuel trim of Bank 2/ Min.: -100%, Max.: 99.2% -20 to 20% This item refers to the overall fuel compensation carried out in the long term to compensate for a continual deviation of the short-term fuel trim from the central value. Air fuel ratio feedback leaning is divided up according to the engine operating range (engine speed x load), and separate values are stored for each operating range. "Long FT #2" indicates the learned value for the current operating range. [A/F Learn Value Idle #2], [A/F Learn Value Low #2], [A/F Learn Value Mid1 #2], [A/F Learn Value Mid2 #2] and [A/F Learn Value High #2] indicate the leaned values for the different operating ranges. The learned value that is the same as "Long FT #2" indicates the current engine operating range. A/F Learn Value Idle #2 Air fuel ratio learned value for idling (for Bank 2)/ Min.: -50%, Max.: 49.6% -20 to +20% Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher). A/F Learn Value Low #2 Air fuel ratio learned value for low engine loads (for Bank 2)/ Min.: -50%, Max.: 49.6% -20 to +20% Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid1 #2 Air fuel ratio learned value for mid-sized engine loads 1 (for Bank 2)/ Min.: -50%, Max.: 49.6% -20 to +20% Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid2 #2 Air fuel ratio learned value for mid-sized engine loads 2 (for Bank 2)/ Min.: -50%, Max.: 49.6% -20 to +20% Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize load range closer to the high load range (when the range of engine loads is divided into four parts). A/F Learn Value High #2 Air fuel ratio learned value for high engine loads (for Bank 2)/ Min.: -50%, Max.: 49.6% -20 to +20% Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts). Total FT #2 Total fuel trim of bank 2 Min.: -0.5, Max.: 0.496 -0.2 to 0.2: Idling - Fuel System Status #1 Fuel system status (Bank 1)/ OL, CL, OLDrive, OLFault or CLFault CL: Idling after warming up OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning. Fuel System Status #2 Fuel system status (Bank 2)/ OL, CL, OLDrive, OLFault or CLFault CL: Idling after warming up OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning. Air pump pressure (Absolute) Air pump pressure (absolute)/ Min.: 0 kPa, Max.: 65535 kPa Atmospheric pressure +1 kPa or more: Air pump ON, Air switching valve open Close to atmospheric pressure: Air pump OFF, Air switching valve closed Refer to DTC P2431 Refer to «DTC P2431: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank1; DTC P2432: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank1; DTC P2433: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank1; DTC P2436: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank 2; DTC P2437: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank 2; DTC P2438: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank 2»(/lexus/lx/j200-2012-2015/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-p1604-p2610-circuit-tests). Air Pump2 Pressure (Absolute) Air pump pressure (absolute)/ Min.: 0 kPa, Max.: 65535 kPa Atmospheric pressure +1 kPa or more: Air pump ON, Air switching valve open Close to atmospheric pressure: Air pump OFF, Air switching valve closed Refer to DTC P2431 Refer to «DTC P2431: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank1; DTC P2432: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank1; DTC P2433: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank1; DTC P2436: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank 2; DTC P2437: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank 2; DTC P2438: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank 2»(/lexus/lx/j200-2012-2015/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-p1604-p2610-circuit-tests). Air Pump Pulsation Pressure Air pump pulsation pressure/ Min.: 0 kPa, Max.: 655.35 kPa - Cumulative pulsation pressure calculated by the ECM Refer to «DTC P2440: Secondary Air Injection System Switching Valve Stuck Open Bank1; DTC P2441: Secondary Air Injection System Switching Valve Stuck Close Bank1; DTC P2442: Secondary Air Injection System Switching Valve Stuck Open Bank 2; DTC P2443: Secondary Air Injection System Switching Valve Stuck Closed Bank 2»(/lexus/lx/j200-2012-2015/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-p1604-p2610-circuit-tests). Air Pump2 Pulsation Pressure Air pump pulsation pressure/ Min.: 0 kPa, Max.: 655.35 kPa - Cumulative pulsation pressure calculated by the ECM Refer to «DTC P2440: Secondary Air Injection System Switching Valve Stuck Open Bank1; DTC P2441: Secondary Air Injection System Switching Valve Stuck Close Bank1; DTC P2442: Secondary Air Injection System Switching Valve Stuck Open Bank 2; DTC P2443: Secondary Air Injection System Switching Valve Stuck Closed Bank 2»(/lexus/lx/j200-2012-2015/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-p1604-p2610-circuit-tests). Secondary Air Control VSV Secondary air control VSV status/ ON or OFF ON: Secondary air control VSV operation - 2nd Air System Status Secondary air system status/ ON or OFF ON: Secondary air system operation - AI Test AI operation prohibition/ READY or NOT RDY READY - IGN Advance Ignition timing advance for No. 1 cylinder/ Min.: -64 deg, Max.: 63.5 deg BTDC 5 to 15 deg: Idling - Knock Feedback Value Feedback value of knocking/ Min.: -1024°CA, Max.: 1023.9°CA -22 to 0° CA: Driving, 70 km/h (44 mph) Service data. Knock Correct Learn Value Correction learning value of knocking/ Min.: -1024°CA, Max.: 1023.9°CA 0 to 22° CA: Driving, 70 km/h (44 mph) Service data. Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1)/ Min.: 0°CA, Max.: 15.93°CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2)/ Min.: 0°CA, Max.: 15.93°CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3)/ Min.: 0°CA, Max.: 15.93°CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4)/ Min.: 0°CA, Max.: 15.93°CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5)/ Min.: 0°CA, Max.: 15.93°CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6)/ Min.: 0°CA, Max.: 15.93°CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #7 Individual cylinder timing advance compensation amount (No. 7)/ Min.: 0°CA, Max.: 15.93°CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #8 Individual cylinder timing advance compensation amount (No. 8)/ Min.: 0°CA, Max.: 15.93°CA - For use when engine stall, starting problems or rough idle is present. ACIS VSV VSV status for ACIS control/ ON or OFF - Active Test support data. VVT Control Status #1 Variable valve timing (VVT) control status (Bank 1)/ ON or OFF - - VVT Control Status #2 VVT control status (Bank 2)/ ON or OFF - - VVT Advance Fail VVT control failure status/ ON or OFF ON: VVT control failure - VVT Aim Angle #1*2 VVT aim angle (Bank 1)/ Min.: 0%, Max.: 399.9% 0 to 80% VVT duty signal value during intrusive operation. VVT Change Angle #1*2 VVT change angle (Bank 1)/ Min.: 0 DegFR, Max.: 639.9 DegFR 0 to 5 DegFR: Idling Displacement angle during intrusive operation. VVT OCV Duty #1*2 VVT OCV operation duty (Bank 1)/ Min.: 0%, Max.: 399.9% 0 to 100% Requested duty value for intrusive operation. VVT Aim Angle #2*2 VVT aim angle (Bank 2)/ Min.: 0%, Max.: 399.9% 0 to 80% VVT duty signal value during intrusive operation. VVT Change Angle #2*2 VVT change angle (Bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR 0 to 5 DegFR: Idling Displacement angle during intrusive operation. VVT OCV Duty #2*2 VVT OCV operation duty (Bank 2)/ Min.: 0%, Max.: 399.9% 0 to 100% Requested duty value for 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% VVT duty signal value during intrusive operation. VVT Ex Chg Angle #1*2 VVT exhaust change angle (Bank 1)/ Min.: 0 DegFR, Max.: 639.9 DegFR 0 to 5 DegFR: Idling Displacement angle during intrusive operation. VVT Ex OCV Duty #1*2 VVT exhaust OCV duty (Bank 1)/ Min.: 0%, Max.: 399.9% 0 to 100% 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% VVT duty signal value during intrusive operation. VVT Ex Chg Angle #2*2 VVT exhaust change angle (Bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR 0 to 5 DegFR: Idling Displacement angle during intrusive operation. VVT Ex OCV Duty #2*2 VVT exhaust OCV duty (Bank 2)/ Min.: 0%, Max.: 399.9% 0 to 100% Requested duty value for intrusive operation. 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 - Power Steering Signal Power steering switch signal/ ON or OFF ON: Power steering operation - Starter Relay Starter relay status/ ON or OFF ON: Cranking - ACC Relay Acc relay status/ ON or OFF ON: Cranking - Neutral Position SW Signal PNP switch status/ ON or OFF ON: Shift lever in P or N - Transfer L4 Status of the transfer L4/ ON or OFF ON: 4WD control switch 4L position - Stop Light Switch Stop light switch/ ON or OFF ON: Brake pedal depressed - A/C Signal A/C switch status/ ON or OFF ON: A/C ON - 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 - Immobilizer Communication Immobilizer communication/ ON or OFF ON: Normal - Check Mode Check mode/ ON or OFF ON: Check mode ON Refer to the Check Mode Procedure Refer to «CHECK MODE PROCEDURE [01/2012 - ]». SPD Test Result Check mode result for vehicle speed sensor/ Compl or Incmpl - - AS Test Result Check mode result for secondary air injection system/ 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 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 monitor/ Unable or Enable - - EGR/VVT Monitor CMPL EGR 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 catalyst monitor/ Unable or Enable - - Heated Cat Monitor CMPL Heated catalyst 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 codes/ Min.: 0, Max.: 255 - Number of stored DTCs. 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 stored - 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 - Warm-up Cycle Cleared DTC Warm-up cycle after DTC cleared/ Min.: 0, Max.: 255 - Number of warm-up cycles after the DTC is cleared. Dist Batt Cable Disconnect Distance from battery cable disconnected/ Min.: 0 km, Max.: 65535 km - - IG OFF Elapsed Time Time after engine switch turned off/ Min.: 0 min, Max.: 655350 min - - OBD Requirements OBD requirement OBD II (California ARB) - Number of Emission DTC Emission related DTCs - Number of emission related DTCs. TC and TE1 TC and TE1 terminal of DLC3/ ON or OFF - - Ignition Trig. Count Ignition counter/ Min.: 0, Max.: 65535 0 to 800 - Cylinder #1 Misfire Count Misfire count of the cylinder 1/ Min.: 0, Max.: 255 0 - Cylinder #2 Misfire Count Misfire count of the cylinder 2/ Min.: 0, Max.: 255 0 - Cylinder #3 Misfire Count Misfire count of the cylinder 3/ Min.: 0, Max.: 255 0 - Cylinder #4 Misfire Count Misfire count of the cylinder 4/ Min.: 0, Max.: 255 0 - Cylinder #5 Misfire Count Misfire count of the cylinder 5/ Min.: 0, Max.: 255 0 - Cylinder #6 Misfire Count Misfire count of the cylinder 6/ Min.: 0, Max.: 255 0 - Cylinder #7 Misfire Count Misfire count of the cylinder 7/ Min.: 0, Max.: 255 0 - Cylinder #8 Misfire Count Misfire count of the cylinder 8/ Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire count/ Min.: 0, Max.: 255 0 - Multi Cylinders Misfire Count Multiple cylinder misfire count/ Min.: 0 Max.: 65535 0 - 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 margin/ Min.: -128%, Max.: 127% 0 to 127% Misfire detecting margin Catalyst OT MF F/C Catalyst over temperature misfire prevention F/C/ Not Avl or Avail Avail: Cat OT MF F/C available Not Avl: Cat OT MF F/C not available - Cat OT MF F/C History Catalyst over temperature misfire prevention F/C history/ ON or OFF OFF: Fuel cut operation not 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 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 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 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 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 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 operating - Cat OT MF F/C Cylinder #7 Display of fuel cut operation in No. 7 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #8 Display of fuel cut operation in No. 8 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Engine Speed (Starter Off) Engine speed when starter off/ Min.: 0 rpm, Max.: 51199 rpm - For use when engine stall, starting problems or rough idle is present. Starter Count Number of times starter turned on after engine switch turned on (IG) Min.: 0, Max.: 255 - For use when engine stall, starting problems or rough idle is present. Run Dist of Previous Trip Distance driven during previous trip/ Min.: 0 km, Max.: 655.35 km - Before 5 seconds elapse after starting the engine, which is the DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. HINT: Run Dist of Previous Trip in the freeze frame data present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of the Data List (real-time measurements), or for freeze frame data present when DTCs other than P1604 were detected, the value indicates the distance driven during the current trip. Engine Starting Time Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)/ Min.: 0 ms, Max.: 655350 ms - For use when engine stall, starting problems or rough idle is present. Previous Trip Coolant Temp Engine coolant temperature during previous trip/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Previous Trip Intake Temp Intake air temperature during previous trip/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. For use when engine stall, starting problems or rough idle is present. Engine Oil Temperature Engine oil temperature (estimated temperature)/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Previous Trip Eng Oil Temp Engine oil temperature during previous trip/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Ambient Temp for A/C Ambient temperature for A/C/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Previous Trip Ambient Temp Ambient temperature during previous trip/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Engine Start Hesitation History of hesitation during engine start/ ON or OFF - For use when engine stall, starting problems or rough idle is present. Low Rev for Eng Start History of low engine speed after engine start/ ON or OFF - For use when engine stall, starting problems or rough idle is present. Minimum Engine Speed Minimum engine speed/ Min.: 0 rpm, Max.: 51199 rpm - For use when engine stall, starting problems or rough idle is present. Power Steering Pressure Power steering oil pressure/ Min.: 0 MPa, Max.: 25.599 MPa - - ACT VSV A/C cut status for Active Test/ ON or OFF - - Brake Override System Brake Override System Status/ ON or OFF ON: Brake override system operation - Idle Fuel Cut Fuel cut idle/ ON or OFF ON: Fuel cut operation Idle Fuel Cut is "ON" when the throttle valve is fully closed and the engine speed is more than 2800 rpm. FC TAU Fuel cut TAU: Fuel cut during very light load/ ON or OFF ON: Fuel cut operation The fuel cut being performed under a very light load to prevent the engine combustion from becoming incomplete. Immobilizer Fuel Cut Status of the immobilizer fuel cut/ ON or OFF - - Immobilizer Fuel Cut History Status of the immobilizer fuel cut history/ ON or OFF - - Electrical Load Signal 1 Electrical load signal/ ON or OFF - - Electrical Load Signal 2 Electrical load signal/ ON or OFF - - Cruise Cancel Signal Status of the cruise cancel signal/ ON or OFF - - Model Code Model code - Identifying the model code: URJ2###. Engine Type Engine type - Identifying the engine type: 3URFE. Cylinder Number Number of cylinders/ Min.: 0, Max.: 255 - Identifying the number of cylinders: 8. Transmission Type Transmission type - Identifying the transmission type: ECT 6th. Destination Destination - Identifying the destination: A (America). Model Year Model year/ Min.: 1900, Max.: 2155 - Identifying the model year: 2010. System Identification System identification - Identifying the 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 using Active Test. SPD (NT) Input shaft speed/ Min.: 0 rpm, Max.: 12750 rpm Lock-up is ON (after warming up engine): Input turbine speed (NT) equal to engine speed OFF (idling with shift lever in N): Input turbine speed (NT) nearly equal to engine speed Data is displayed in increments of 50 rpm. SPD (SP2) Output shaft speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Vehicle stopped: 0 km/h (0 mph) (output shaft speed is equal to vehicle speed) - HINT: Normal Condition: If no conditions are specifically stated for "idling", the shift lever is in N or P, the A/C switch is off and all accessory switches are off. *1: Excluding throttle valve opening percentage due to Idle Speed Control (ISC). *2: Data List values are only displayed when performing the following Active Tests: Control the VVT Linear (Bank 1), Control the VVT Linear (Bank 2), Control the VVT Exhaust Linear (Bank 1) and Control the VVT Exhaust Linear (Bank 2). For other Active Tests, the Data List value will be 0.
2. ACTIVE TEST HINT: Using the Techstream to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test. According to the display on the Techstream, perform the Active Test. Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change injection volume Between -12.5% and 24.8% All the injectors are tested at the same time. Perform the test at 3000 rpm or less. The injection volume can be changed in 0.1 or 0.2% graduations within the control range. Control the Injection Volume for A/F Sensor Change injection volume -12.5% / 0% / 12.5% Perform the test at 3000 rpm or less. Control the Injection Volume for A/F Sensor enables the checking and graphing of the A/F (Air Fuel Ratio) sensor voltage outputs. To conduct the test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S1. Activate the VSV for Secondary Air Control Activate the Secondary Air System ON/OFF Do not perform the test for 5 seconds or more. After the test, do not perform the test again for 30 seconds. Activate the VSV for Intake Control Activate VSV for intake control ON/OFF - Activate the VSV for Evap Control Activate purge VSV control ON/OFF - Control the A/C Cut Signal Control A/C cut signal ON/OFF Test possible when Engine switch is on (IG). Engine is stopped. Control the Fuel Pump / Speed Activate fuel pump ON/OFF Test possible when Engine switch is on (IG). Engine is stopped. Control the Fuel Pump Duty Activate fuel pump 25% / 80% Test possible when Engine switch is on (IG). Engine is stopped. 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 catalyst overheat malfunction prevention fuel cut operation during misfire ON/OFF ON: Fuel cut is prohibited Confirm that the vehicle is stopped and the engine speed is 3000 rpm or less. Activate the Starter Relay Activate the starter relay ON/OFF Engine is stopped. Activate the ACC Cut Relay Activate the ACC CUT relay ON/OFF Engine is stopped. Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Open: throttle valve opens slowly This test is possible when the following conditions are met: The engine switch is on (IG). The engine does not start. Fully depressing the accelerator pedal (APP: 58 degrees or more). Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Open: throttle valve opens fast Same as above. Control the VVT Linear (Bank 1) Control Variable Valve Timing (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 is operated by 100%. Test is possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 1) Turn on and off Oil Control Valve (OCV) ON/OFF Engine stalls or idles roughly when OCV is turned on. Engine runs or idles normally when OCV is 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 Variable Valve Timing (VVT) [Bank 2] -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 is operated by 100%. Test is possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 2) Turn on and off Oil Control Valve (OCV) ON/OFF Engine stalls or idles roughly when OCV is turned on. Engine runs or idles normally when OCV is 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 advance -100%: Maximum retard Engine stalls or idles roughly when VVT actuator is operated by 100%. Test is possible while engine is idling. 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% This value added to present OCV control duty 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when VVT actuator is operated by 100%. Test is possible while engine is idling. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Activate the Vacuum Pump Activate leak detection pump (built into canister pump module) ON/OFF - Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) ON/OFF - Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #8) injector fuel cut #1/#2/#3/#4/#5/#6/#7/#8 ON/OFF Test is possible while vehicle is stopped and engine is idling.*1 Control the All Cylinders Fuel Cut All cylinder fuel cut ON/OFF Test is possible while vehicle is stopped and engine is idling.*1 Check the Cylinder Compression*2 Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders. NOTE: *1: If the display of the Data List Catalyst OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. *1: If the display of the Data List 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 Control the Cylinder#8 Fuel Cut) on. Start the engine. HINT: *2: When cranking the engine, each cylinder measures the engine speed. In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is lower than the other cylinders. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression. HINT: To display the entire Data List, press the pull down menu button next to Primary. Then select Compression. Push the snapshot button to turn the snapshot function on. HINT: Using the snapshot function, data can be recorded during the Active Test. While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON. HINT: After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode. Crank the engine for about 10 seconds. HINT: Continue to crank the engine until the values change from the default value (51199 rpm). Monitor the engine speed (Engine Speed of Cyl #1 to #8) displayed on the Techstream. HINT: At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed. 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 stored, and can detect potential malfunctions in the system. The System Check can be performed with the Techstream. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility. Perform the System Check by referring to the table below. Tester Display Test Part Control Range Diagnostic Notes 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 DTCs are in the Pending menu after performing this test, the system is functioning normally. Refer to the EVAP Inspection Procedure. Refer to «EVAP System»(/lexus/lx/j200-2012-2015/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-p1604-p2610-circuit-tests) . Evaporative System Check (Manual Mode) Perform 6 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less This is used to detect malfunctioning parts. Refer to EVAP Inspection Procedure. Refer to «EVAP System»(/lexus/lx/j200-2012-2015/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-p1604-p2610-circuit-tests) . Secondary Air Injection Check (Automatic Mode) Perform secondary air injection system operation automatically With warm engine, engine switch turned off once If no DTCs are in Pending after performing this test, the system is functioning normally. Refer to the inspection procedure for secondary air injection system DTCs. When performing the Secondary Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with engine switch turned on (IG) or the engine running. Turn the engine switch off when the System Check is finished. Secondary Air Injection Check (Manual Mode) Perform 7 operations in order to operate air injection system monitor manually With warm engine, engine switch turned off once This is used to detect malfunctioning parts. Refer to the inspection procedure for secondary air injection system DTCs. When performing the Secondary Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with engine switch turned on (IG) or the engine running. Turn engine switch off when the System Check finishes.

DIAGNOSTIC TROUBLE CODE CHART [01/2012 - ]

HINT

Parameters listed in the chart may be different from your readings depending on the type of instrument and other factors.

For details of each DTC, refer to the "See" below.

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

*2: Only for Mexico models

SFI SYSTEM

See also:
• ECM Power Source Circuit
• ON-VEHICLE INSPECTION [01/2012 - ] - Step 1
• INSPECTION [01/2012 - ]
• ON-VEHICLE INSPECTION [01/2012 - ] - Step 1
• ON-VEHICLE INSPECTION [01/2012 - ] - Step 3
• ON-VEHICLE INSPECTION [01/2012 - ] - Step 4
• ON-VEHICLE INSPECTION [01/2012 - ] - Step 3