Engine Control (Diagnostics - Introduction): Diagnosis Lexus RX III

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO DLC3* HINT: If the display indicates a communication fault with 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* HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SELECT CHECK MODE DIAGNOSIS* HINT: Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE»(ref-400784-S20732471272011051800000) . NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(ref-400784-S08835480482011051800000) . If the engine does not start, first perform the "Check DTC" procedure and "Conduct Basic Inspection" procedure below. Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 . A: Go to next step
9. SIMULATE SYMPTOMS HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(ref-400784-S08835480482011051800000) . NEXT: Go to next step
10. CHECK DTC* HINT: Refer to DTC Check / Clear. Refer to «DTC CHECK / CLEAR»(ref-400784-S05337578742011051800000) . Result Proceed to Trouble code A No code B B --> GO TO STEP 12 . A: Go to next step
11. REFER TO DTC CHART «DIAGNOSTIC TROUBLE CODE CHART»(ref-400784-S33072189102011051800000) HINT: Refer to Diagnostic Trouble Code Chart. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-400784-S08158320572011051800000) . NEXT: Go to next step
12. CONDUCT BASIC INSPECTION Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 . A: Go to next step
13. REFER TO PROBLEM SYMPTOMS TABLE «PROBLEM SYMPTOMS TABLE»(ref-400784-S08835480482011051800000) . HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(ref-400784-S08835480482011051800000) . Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 . A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT HINT: Refer to ECM Power Source Circuit. Refer to «ECM Power Source Circuit»(ref-400785-S30420739032011051800000) . NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 . A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS NEXT: Go to next step
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

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 with 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* HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SELECT CHECK MODE DIAGNOSIS* HINT: Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE»(ref-400784-S20732471272011051800000) . NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(ref-400784-S06449390312011051800000) . If the engine does not start, first perform the "Check DTC" procedure and "Conduct Basic Inspection" procedure below. Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 . A: Go to next step
9. SIMULATE SYMPTOMS HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(ref-400784-S06449390312011051800000) . NEXT: Go to next step
10. CHECK DTC* HINT: Refer to DTC Check / Clear. Refer to «DTC CHECK / CLEAR»(ref-400784-S02158227972011051800000) . Result Proceed to Trouble code A No code B B --> GO TO STEP 12 . A: Go to next step
11. REFER TO DTC CHART «DIAGNOSTIC TROUBLE CODE CHART»(ref-400784-S30709964352011051800000) . HINT: Refer to Diagnostic Trouble Code Chart. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-400784-S30709964352011051800000) . NEXT: Go to next step
12. CONDUCT BASIC INSPECTION Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 . A: Go to next step
13. REFER TO PROBLEM SYMPTOMS TABLE «PROBLEM SYMPTOMS TABLE»(ref-400784-S06449390312011051800000) . HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(ref-400784-S06449390312011051800000) . Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 . A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT HINT: Refer to ECM Power Source Circuit. Refer to «ECM Power Source Circuit»(ref-400785-S01124511312011051800000) . NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 . A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS NEXT: Go to next step
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

BASIC INSPECTION

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

1. CHECK BATTERY VOLTAGE NOTE: Carry out this check with the engine stopped and the engine switch off. Result Result Proceed to 11 V or more OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO PROBLEM SYMPTOMS TABLE OK: Go to next step
3. CHECK WHETHER ENGINE STARTS NG --> GO TO STEP 6 . OK: Go to next step
4. CHECK AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY Visually check that the air cleaner filter element sub-assembly is not excessively contaminated with dirt or oil. NG --> REPLACE AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY OK: Go to next step
5. CHECK IDLE SPEED NG --> TROUBLESHOOT IDLE SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARK NG --> TROUBLESHOOT IGNITION SYSTEM AND PROCEED TO NEXT STEP OK --> PROCEED TO PROBLEM SYMPTOMS TABLE «PROBLEM SYMPTOMS TABLE»(ref-400784-S07297649502011051800000)

PROBLEM SYMPTOMS TABLE

HINT

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

SFI SYSTEM

HINT

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

SFI SYSTEM

Scheme 2

Scheme 3

Scheme 4

Scheme 5

Scheme 6

Scheme 7

Scheme 8

Scheme 9

Scheme 10

Scheme 11

Scheme 12

Scheme 13

Scheme 14

Scheme 15

Scheme 16

Scheme 17

Scheme 18

1. SFI SYSTEM HINT: The standard normal voltage between each pair of the ECM terminals is shown in the table below. The appropriate conditions for checking each pair of the terminals are also indicated. The result of checks should be compared with the standard normal voltage for that pair of terminals, displayed in the Specified Condition column. The illustration above can be used as a reference to identify the ECM terminal locations. Terminal No. (Symbol) Wiring Color Terminal Description Condition Specified Condition A43-3 (+B) - D1-81 (E1) BR - BR Power source of ECM Engine switch on (IG) 11 to 14 V A43-2 (+B2) - D1-81 (E1) L - BR Power source of ECM Engine switch on (IG) 11 to 14 V A43-1 (BATT) - D1-81 (E1) LG - BR Battery (for measuring the battery voltage and for the ECM memory) Always 11 to 14 V D1-41 (+BM) - D1-81 (E1) L - BR Power source of electronic throttle control system throttle motor Always 11 to 14 V A43-34 (MREL) - D1-81 (E1) Y - BR EFI MAIN relay operation signal Engine switch on (IG) 11 to 14 V D1-80 (VCTA) - D1-79 (ETA) Y - B Power source for throttle position sensor (specific voltage) Idling with warm engine 4.5 to 5.5 V D1-67 (VCV1) - D1-81 (E1) W - BR Power source for camshaft position (VVT) sensor (specific voltage) Idling with warm engine 4.5 to 5.5 V D1-66 (VCV2) - D1-81 (E1) Y - BR Power source for camshaft position (VVT) sensor (specific voltage) Idling with warm engine 4.5 to 5.5 V A43-28 (IGSW) - D1-81 (E1) G - BR Engine switch signal Engine switch on (IG) 11 to 14 V A43-52 (FC) - D1-81 (E1) BE - BR C/OPN relay operation signal (fuel pump control) Engine switch on (IG) 11 to 14 V Idling with warm engine 0 to 1.5 V A43-36 (STP) - D1-81 (E1) B - BR Stop light switch assembly signal Brake pedal depressed 7.5 to 14 V Brake pedal released 0 to 1.5 V A43-35 (ST1-) - D1-81 (E1) BR - BR Stop light switch assembly signal (opposite to STP terminal) Engine switch on (IG), brake pedal depressed 0 to 1.5 V Engine switch on (IG), brake pedal released 7.5 to 14 V A43-55 (VPA) - A43-58 (EPA) BE - P Accelerator pedal position sensor signal (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 2.6 to 4.5 V A43-56 (VPA2) - A43-60 (EPA2) GR - V Accelerator pedal position sensor signal (for sensor malfunction detection) Engine switch on (IG), accelerator pedal fully released 1.2 to 2.0 V Engine switch on (IG), accelerator pedal fully depressed 3.4 to 4.8 V A43-30 (VPMP) - D1-81 (E1) G - BR Vent valve (built into canister pump module) Engine switch on (IG) 11 to 14 V A43-49 (MPMP) - D1-81 (E1) V - BR Leak detection pump (built into canister pump module) Leak detection pump off 0 to 3.0 V Leak detection pump on 11 to 14 V D1-121 (PPMP) - D1-81 (E1) W-L - BR Canister pressure sensor (built into canister pump module) Engine switch on (IG) 3.0 to 3.6 V A43-16 (TC) - D1-81 (E1) L - BR Terminal TC of DLC3 Engine switch on (IG) 11 to 14 V A43-57 (VCPA) - A43-58 (EPA) B - P Power source of accelerator pedal position sensor (for VPA) Engine switch on (IG) 4.5 to 5.5 V A43-59 (VCP2) - A43-60 (EPA2) LG - V Power source of accelerator pedal position sensor (for VPA2) Engine switch on (IG) 4.5 to 5.5 V A43-15 (TACH) - D1-81 (E1) W - BR Engine speed signal (for combination meter assembly) Idling with warm engine Pulse generation (see waveform 12 (Scheme 14) ) A43-13 (SPD) - D1-81 (E1) SB - BR Vehicle speed signal from combination meter assembly Driving at 12 mph (20 km/h) Pulse generation (see waveform 9 (Scheme 11) ) A43-24 (W) - D1-81 (E1) G - BR Malfunction Indicator Lamp (MIL) operation signal Engine switch on (IG) Below 3.0 V Idling with warm engine 11 to 14 V A43-10 (CANH) - D1-81 (E1) G - BR CAN communication line Engine stopped and engine switch on (IG) Pulse generation (see waveform 13 (Scheme 15) ) A43-11 (CANL) - D1-81 (E1) L - BR CAN communication line Engine stopped and engine switch on (IG) Pulse generation (see waveform 14 (Scheme 16) ) D1-81 (E1) - Body ground BR - Body ground Earth (ground) circuit of ECM Always Below 1 ohms D1-86 (#10) - D1-43 (E01) D1-109 (#20) - D1-43 (E01) D1-85 (#30) - D1-43 (E01) D1-108 (#40) - D1-43 (E01) D1-84 (#50) - D1-43 (E01) D1-107 (#60) - D1-43 (E01) L - W-B Y - W-B B - W-B W - W-B B-W - W-B G - W-B Fuel injector assembly operation signal Engine switch on (IG) 11 to 14 V Idling with warm engine Pulse generation (see waveform 3 (Scheme 5) ) A43-46 (STA) - D1-81 (E1) BE - BR Starter relay operation signal Cranking 11 to 14 V D1-52 (OC2+) - D1-51 (OC2-) P - L Camshaft timing oil control valve assembly operation signal (Intake side) Idling Pulse generation (see waveform 1 (Scheme 3) ) D1-58 (OC1+) - D1-57 (OC1-) W - G-R Camshaft timing oil control valve assembly operation signal (Intake side) Idling Pulse generation (see waveform 1 (Scheme 3) ) D1-87 (VV2+) - D1-88 (VV2-) P - B Camshaft position (VVT) sensor signal (Intake side) Idling with warm engine Pulse generation (see waveform 6 (Scheme 8) ) D1-90 (VV1+) - D1-89 (VV1-) G - R Camshaft position (VVT) sensor signal (Intake side) Idling with warm engine Pulse generation (see waveform 6) (Scheme 8) D1-111 (NE-) - D1-110 (NE+) G - R Crankshaft position sensor signal Idling with warm engine Pulse generation (see waveform 5 (Scheme 7) and 6 (Scheme 8) ) D1-110 (NE+) - D1-111 (NE-) R - G Crankshaft position sensor signal Idling with warm engine Pulse generation (see waveform 5 (Scheme 7) and 6 (Scheme 8) ) A43-7 (NEO) - D1-81 (E1) BR - BR Crankshaft position sensor signal Idling with warm engine Pulse generation (see waveform 16 (Scheme 18) ) D1-64 (EV2+) - D1-89 (VV1-) W-L - R Camshaft position (VVT) sensor signal (Exhaust side) Idling with warm engine Pulse generation (see waveform 5 (Scheme 7) ) D1-69 (EV1+) - D1-89 (VV1-) B - R Camshaft position (VVT) sensor signal (Exhaust side) Idling with warm engine Pulse generation (see waveform 5 (Scheme 7) ) D1-56 (OE1+) - D1-55 (OE1-) G - R Camshaft timing oil control valve assembly operation signal (Exhaust side) Idling Pulse generation (see waveform 1 (Scheme 3) ) D1-50 (OE2+) - D1-49 (OE2-) G-R - W Camshaft timing oil control valve assembly operation signal (Exhaust side) Idling Pulse generation (see waveform 1 (Scheme 3) ) D1-18 (M-) - D1-82 (ME01) W - W-B Throttle actuator operation signal (negative terminal) Idling with warm engine Pulse generation (see waveform 11 (Scheme 13) ) D1-19 (M+) - D1-82 (ME01) B - W-B Throttle actuator operation signal (positive terminal) Idling with warm engine Pulse generation (see waveform 10 (Scheme 12) ) D1-42 (E02) - Body ground W-B - Body ground Earth (ground) circuit of ECM Always Below 1 ohms D1-40 (IGT1) - D1-81 (E1) D1-39 (IGT2) - D1-81 (E1) D1-38 (IGT3) - D1-81 (E1) D1-37 (IGT4) - D1-81 (E1) D1-36 (IGT5) - D1-81 (E1) D1-35 (IGT6) - D1-81 (E1) L - BR P - BR R-B - BR L - BR Y - BR W-L - BR Ignition coil assembly (ignition signal) Idling with warm engine Pulse generation (see waveform 7 (Scheme 9) ) D1-17 (GE01) - D1-81 (E1) BR - BR Shielded earth (ground) circuit of throttle actuator Always Below 1 V D1-114 (OX1B) - D1-115 (EX1B) D1-112 (OX2B) - D1-113 (EX2B) W - R-B B - BR Heated oxygen sensor signal Engine speed is maintained at 2500 rpm for 2 minutes after warming up engine Pulse generation (see waveform 2 (Scheme 3) ) D1-77 (VTA2) - D1-79 (ETA) P - B Throttle position sensor signal (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 D1-78 (VTA1) - D1-79 (ETA) W - B Throttle position sensor signal (for engine control) Engine switch on (IG), throttle valve fully closed 0.5 to 1.1 V Engine switch on (IG), throttle valve fully open 3.2 to 4.8 V D1-76 (THW) - D1-97 (ETHW) G - BR Engine coolant temperature sensor signal Idling, engine coolant temperature 60 to 120°C (140 to 248°F) 0.2 to 1.0 V D1-73 (THA) - D1-98 (ETHA) L - W-B Intake air temperature sensor signal Idling, intake air temperature 0 to 80°C (32 to 176°F) 0.5 to 3.4 V D1-104 (IGF1) - D1-81 (E1) LG - BR Ignition coil assembly (ignition confirmation signal) Engine switch on (IG) 4.5 to 5.0 V Idling with warm engine Pulse generation (see waveform 7 (Scheme 9) ) D1-61 (AICV) - D1-81 (E1) R - BR Vacuum switching valve for air intake control system operation signal Engine switch on (IG) 11 to 14 V D1-74 (VG) - D1-75 (E2G) R - LG Mass air flow meter sub-assembly signal Idling, shift lever in P or N, A/C switch off 0 to 3.0 V D1-62 (ACIS) - D1-81 (E1) Y - BR Intake air control valve assembly for ACIS (Acoustic Control Induction System) operation signal Engine switch on (IG) 11 to 14 V D1-63 (PRG) - D1-81 (E1) W-L - BR Purge VSV for EVAP system operation signal Engine switch on (IG) 11 to 14 V Idling with warm engine Pulse generation (see waveform 8 (Scheme 10) ) D1-20 (HA2A) - D1-21 (E05) R - BR Air fuel ratio sensor heater operation signal Idling Pulse generation (see waveform 15 (Scheme 17) ) D1-22 (HA1A) - D1-23 (E04) B-W - W-B Air fuel ratio sensor heater operation signal Idling Pulse generation (see waveform 15 (Scheme 17) ) D1-44 (HT2B) - D1-46 (E03) D1-45 (HT1B) - D1-46 (E03) W-L - W-B R - W-B Heated oxygen sensor heater operation signal Idling Pulse generation (see waveform 15 (Scheme 17) ) D1-83 (ACM) - D1-81 (E1) P - BR Duty vacuum switching valve for active control engine mount system operation signal Engine switch on (IG) 11 to 14 V D1-120 (NSW) - D1-81 (E1) G-R - BR Park/Neutral position switch assembly signal Engine switch on (IG), shift lever in P or N Below 3.0 V Engine switch on (IG), shift lever in any position other than P or N 11 to 14 V D1-117 (KNK2) - D1-116 (EKN2) R - G Knock control sensor signal Engine speed maintained at 4000 rpm after warming up engine Pulse generation (see waveform 4 (Scheme 3) ) D1-94 (KNK1) - D1-93 (EKNK) B - W Knock control sensor signal Engine speed maintained at 4000 rpm after warming up engine Pulse generation (see waveform 4 (Scheme 3) ) D1-126 (A1A+) - D1-81 (E1) BR - BR Air fuel ratio sensor Engine switch on (IG) 3.3 V* D1-125 (A1A-) - D1-81 (E1) Y - BR Air fuel ratio sensor Engine switch on (IG) 3.0 V* D1-103 (A2A+) - D1-81 (E1) P - BR Air fuel ratio sensor Engine switch on (IG) 3.3 V* D1-102 (A2A-) - D1-81 (E1) L - BR Air fuel ratio sensor Engine switch on (IG) 3.0 V* D1-2 (P) - D1-81 (E1) B-W - BR P shift position switch signal Engine switch on (IG) and shift lever in P 11 to 14 V Engine switch on (IG) and shift lever in any position other than P 0 to 1.5 V D1-26 (R) - D1-81 (E1) R-B - BR R shift position switch signal Engine switch on (IG) and shift lever in R 11 to 14 V Engine switch on (IG) and shift lever in any position other than R 0 to 1.5 V D1-25 (N) - D1-81 (E1) LG - BR N shift position switch signal Engine switch on (IG) and shift lever in N 11 to 14 V Engine switch on (IG) and shift lever in any position other than N 0 to 1.5 V D1-27 (D) - D1-81 (E1) Y - BR D shift position switch signal Engine switch on (IG) and shift lever in D 11 to 14 V Engine switch on (IG) and shift lever in any position other than D 0 to 1.5 V A43-25 (S) - D1-81 (E1) L - BR S shift position switch signal Engine switch on (IG) and shift lever in S 11 to 14 V Engine switch on (IG) and shift lever in any position other than S 0 to 1.5 V A43-27 (SFTD) - D1-81 (E1) BE - BR Down shift switch signal Engine switch on (IG) and shift lever in S 11 to 14 V Engine switch on (IG) and shift lever in S, the "-" range (down shift) selected 0 to 1.5 V A43-38 (SFTU) - D1-81 (E1) W - BR Up shift switch signal Engine switch on (IG) and shift lever in S 11 to 14 V Engine switch on (IG) and shift lever in S, the "+" range (up shift) selected 0 to 1.5 V A43-48 (FPR) - D1-81 (E1) R - BR Fuel pump control Cranking 11 to 14 V Idling 11 to 14 V D1-24 (CAN+) - D1-81 (E1) L - BR CAN communication line Engine stopped and engine switch on (IG) Pulse generation (see waveform 13 (Scheme 15) ) D1-1 (CAN-) - D1-81 (E1) R - BR CAN communication line Engine stopped and engine switch on (IG) Pulse generation (see waveform 14 (Scheme 16) ) A43-8 (CANP) - D1-81 (E1) B - BR CAN communication line Engine stopped and engine switch on (IG) Pulse generation (see waveform 13 (Scheme 15) ) A43-9 (CANN) - D1-81 (E1) W - BR CAN communication line Engine stopped and engine switch on (IG) Pulse generation (see waveform 14 (Scheme 16) ) D1-32 (ALT) - D1-81 (E1) L - BR Generator assembly Engine switch on (IG) 11 to 14 V A43-33 (ELS2) - Body ground Y - Body ground Idle up signal Engine switch on (IG), and appliance 50 W or more 6.0 V or more *: The ECM terminal voltage is constant regardless of the output voltage from the sensor. WAVEFORM 1 Camshaft timing oil control valve assembly operation signal ECM Terminal Name Between OC1+ and OC1-, OC2+ and OC2-, OE1+ and OE1-, or OE2+ and OE2- Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases. WAVEFORM 2 Heated oxygen sensor signal ECM Terminal Name Between OX1B and EX1B, or OX2B and EX2B Tester Range 0.2 V/DIV., 200 ms./DIV. Condition Engine speed is maintained at 2500 rpm for 2 minutes after warming up engine HINT: In the Data List, item O2S B1S2 and O2S B2S2 shows the ECM values from the heated oxygen sensor. WAVEFORM 3 Fuel injector assembly operation signal ECM Terminal Name Between #10 (to #60) and E01 Tester Range 30 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases. WAVEFORM 4 Knock control sensor signal ECM Terminal Name Between KNK1 and EKNK, or KNK2 and EKN2 Tester Range 1 V/DIV., 1 ms./DIV. Condition 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 5 Variable Valve Timing (VVT) sensor for exhaust side signal (A) Crankshaft position sensor signal (B) ECM Terminal Name (A) EV1+ and VV1-, or EV2+ and VV1- (B) Between NE+ and NE- Tester Range 5 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases. WAVEFORM 6 Variable Valve Timing (VVT) sensor for intake side signal (A) Crankshaft position sensor signal (B) ECM Terminal Name (A) Between VV1+ and VV1-, VV2+ and VV2- (B) Between NE+ and NE- Tester Range 5 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases. WAVEFORM 7 Igniter IGT signal (from ECM to igniter) and igniter IGF signal (from igniter to ECM) ECM Terminal Name (1) Between IGT (1 to 6) and E1 (2) Between IGF1 and E1 Tester Range 2 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases. WAVEFORM 8 Purge VSV for EVAP system operation signal ECM Terminal Name Between PRG and E1 Tester Range 10 V/DIV., 50 ms./DIV. Condition Idling with warm engine HINT: If the waveform is not similar to that shown in the illustration, check the waveform again after idling for 10 minutes or more. WAVEFORM 9 Vehicle speed signal ECM Terminal Name Between SPD and E1 Tester Range 2 V/DIV., 20 ms./DIV. Condition Driving at 12 mph (20 km/h) HINT: The wavelength becomes shorter as the vehicle speed increases. Depending on the vehicle, the output waveform voltage may rise to 12 V if influenced by optionally installed systems. WAVEFORM 10 Throttle actuator operation signal (positive terminal) ECM Terminal Name Between M+ and ME01 Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. WAVEFORM 11 Throttle actuator operation signal (negative terminal) ECM Terminal Name Between M- and ME01 Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. WAVEFORM 12 Engine speed signal ECM Terminal Name Between TACH and E1 Tester Range 5 V/DIV., 10 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases. WAVEFORM 13 CAN communication signal ECM Terminal Name Between CANH and E1, CAN+ and E1 or CANP and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine stopped and engine switch on (IG) HINT: The waveform varies depending on the CAN communication signal. WAVEFORM 14 CAN communication signal ECM Terminal Name Between CANL and E1, CAN- and E1 or CANN and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine stopped and engine switch on (IG) HINT: The waveform varies depending on the CAN communication signal. WAVEFORM 15 Air fuel ratio sensor and heated oxygen sensor heater operation signal ECM Terminal Name Between HA1A and E04, HA2A and E05, HT1B and E03 or HT2B and E03 Tester Range 5 V/DIV., 10 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases. WAVEFORM 16 Crankshaft position sensor signal ECM Terminal Name Between NEO and E1 Tester Range 5 V/DIV., 2 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases.

Scheme 19

1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, an OBD II scan tool (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check for DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of the engine data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance OBD function on vehicles and develop the off-board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for duplicating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (the Techstream only).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the subsequent driving cycle, the MIL is illuminated (2nd trip).
4. FREEZE FRAME DATA The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
5. DLC3 (Data Link Connector 3) Check the DLC3. Refer to «GENERAL INFORMATION»(ref-400649-S41373024542011051800000) .
6. BATTERY VOLTAGE Standard Voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery before proceeding to the next step.
7. MIL (Malfunction Indicator Lamp) The MIL illuminates when the engine switch is first turned on (IG) (the engine is not running). The MIL should turn off when the engine is started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL does not illuminate when the engine switch is first turned on (IG), check the MIL circuit. Refer to «MIL Circuit»(ref-400785-S09336412852011051800000) .
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 duplicating 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»(ref-400784-S05337578742011051800000) . Turn the engine switch off. Turn the engine switch on (IG). Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform the driving pattern after confirming the DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DIAGNOSIS SYSTEM

1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, an OBD II scan tool (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check for DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of the engine data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance OBD function on vehicles and develop the off-board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for duplicating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (the Techstream only).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the subsequent driving cycle, the MIL is illuminated (2nd trip).
4. FREEZE FRAME DATA The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
5. DLC3 (Data Link Connector 3) Check the DLC3. Refer to «GENERAL INFORMATION»(ref-400649-S41373024542011051800000) .
6. BATTERY VOLTAGE Standard Voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery before proceeding to the next step.
7. MIL (Malfunction Indicator Lamp) The MIL illuminates when the engine switch is first turned on (IG) (the engine is not running). The MIL should turn off when the engine is started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL does not illuminate when the engine switch is first turned on (IG), check the MIL circuit. Refer to «MIL Circuit»(ref-400785-S04845152512011051800000) .
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 duplicating 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»(ref-400784-S02158227972011051800000) . Turn the engine switch off. Turn the engine switch on (IG). Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform the driving pattern after confirming the DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK / CLEAR

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

HINT

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

2 TRIP DETECTION EXAMPLES

Scheme 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 / 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»(ref-400784-S08158320572011051800000) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI 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 / 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»(ref-400784-S08158320572011051800000) . Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 25 mph (40 km/h) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 25 mph (40 km/h) during the driving cycle provided that the vehicle is driven at 25 mph (40 km/h) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

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

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.

1. CHECK DTC Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Check the DTC(s) and freeze frame data, and then write them down. Check the details of the DTC(s). Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-400784-S30709964352011051800000) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI 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 / 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»(ref-400784-S30709964352011051800000) . Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 25 mph (40 km/h) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 25 mph (40 km/h) during the driving cycle provided that the vehicle is driven at 25 mph (40 km/h) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

Scheme 23

1. DESCRIPTION The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. HINT: If it is impossible to replicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, 5 separate sets of freeze frame data, including the data values at the time when the DTC was set, can be checked. 3 data sets before the DTC was set. 1 data set when the DTC was set. 1 data set after the DTC was set. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying the cause of the malfunction, and judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA Label (Techstream Display) Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculate load Calculated load by ECM Vehicle Load Vehicle load - MAF Mass air flow volume If value approximately 0.0 gm/sec: Mass air flow meter sub-assembly power source circuit open or shorted VG circuit open or shorted If value more than 0.53 gm/sec when 30 seconds after engine switch on (IG): E2G circuit open Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F), sensor circuit open If value 140°C (284°F) or more, sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F), sensor circuit open If value 140°C (284°F), sensor circuit shorted Ambient Temperature Ambient temperature - Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Initial engine coolant temperature - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Battery voltage - Accel Sens. No. 1 Volt % Absolute accelerator pedal position No. 1 - Accel Sens. No. 2 Volt % Absolute accelerator pedal position No. 2 - Throttle Sensor Volt % Throttle position - Throttl Sensor #2 Volt % Throttle sensor positioning #2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle actuator - Injector (Port) Fuel injector assembly - Injection Volum (Cylinder 1) Injection volume - Fuel Pump Speed Control Fuel pump speed control status - Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Leak detection pump ON: Operating EVAP (Purge) VSV EVAP purge VSV duty ratio - Evap Purge Flow Purge flow - Purge Density Learn Value Learning value of purge density - EVAP System Vent Valve EVAP system vent valve ON: Closed EVAP Purge VSV EVAP purge VSV - Purge Cut VSV Duty Purge cut vsv duty - Target Air-Fuel Ratio Target air fuel ratio - AF Lambda B1S1 Fuel trim at air fuel ratio sensor - AF Lambda B2S1 Fuel trim at air fuel ratio sensor - AFS Voltage B1S1 Air fuel ratio sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of air fuel ratio sensor AFS Voltage B2S1 Air fuel ratio sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of air fuel ratio sensor AFS Current B1S1 Air fuel ratio sensor current - AFS Current B2S1 Air fuel ratio sensor current - A/F Heater Duty #1 Air fuel ratio heater duty ratio - A/F Heater Duty #2 Air fuel ratio heater duty ratio - O2S B1S2 Heated oxygen sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of heated oxygen sensor O2S B2S2 Heated oxygen sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of heated oxygen sensor O2S Impedance B1S2 Heated oxygen sensor impedance (Bank 1) - O2S Impedance B2S2 Heated oxygen sensor impedance (Bank 2) - O2 Heater B1S2 Heated oxygen sensor heater - O2 Heater B2S2 Heated oxygen sensor heater - O2 Heater Curr Val B1S2 Heated oxygen sensor current - O2 Heater Curr Val B1S2 Heated oxygen sensor current - Short FT #1 Short-term fuel trim Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate a continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim - Short FT #2 Short-term fuel trim Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #2 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate a continual deviation of short-term fuel trim from central valve Total FT #2 Total fuel trim - Fuel System Status #1 Fuel system status (Bank 1) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLdrive: Open loop due to driving conditions (fuel enrichment) OLfault: Open loop due to detected system fault CLfault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning Fuel System Status #2 Fuel system status (Bank 2) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLdrive: Open loop due to driving conditions (fuel enrichment) OLfault: Open loop due to detected system fault CLfault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning IGN Advance Ignition advance - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Correction learning value of knocking - ACIS VSV Intake air control valve assembly for acoustic control induction system - AICV VSV Vacuum switching valve for air intake control system - VVT Control Status #1 VVT control status (bank 1) - VVT Control Status #2 VVT control status (bank 2) - Catalyst Temp B1S1 Catalyst temperature - Catalyst Temp B2S1 Catalyst temperature - Catalyst Temp B1S2 Catalyst temperature - Catalyst Temp B2S2 Catalyst temperature - Starter Signal Starter signal - Power Steering Signal Record Power steering signal - Neutral Position SW Signal Park/neutral position switch assembly signal - Stop Light Switch Stop light switch assembly - A/C Signal A/C signal - Idle Up Signal Idle up signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel cut condition ON or OFF - Immobiliser Communication Immobiliser communication ON or OFF OFF: Communication malfunctioning, or engine immobiliser system set TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Accumulated distance after DTC cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared - Dist Batt Cable Disconnect Accumulated distance from battery cable disconnected - IG OFF Elapsed Time Cumulative time after engine switch off - TC and TE1 TC and TE1 terminals of DLC3 - Ignition Trig. Count Ignition count - Cylinder #1 Misfire Count Cylinder #1 misfire count - Cylinder #2 Misfire Count Cylinder #2 misfire count - Cylinder #3 Misfire Count Cylinder #3 misfire count - Cylinder #4 Misfire Count Cylinder #4 misfire count - Cylinder #5 Misfire Count Cylinder #5 misfire count - Cylinder #6 Misfire Count Cylinder #6 misfire count - All Cylinders Misfire Count All cylinder misfire count - Misfire RPM Misfire RPM - Misfire Load Misfired load - Misfire Margin Misfire monitoring - Catalyst OT MF F/C Catalyst over temperature misfire prevention F/C - Cat OT MF F/C History Catalyst over temperature misfire prevention F/C history - Cat OT MF F/C Cylinder#1 Catalyst over temperature misfire prevention #1 - Cat OT MF F/C Cylinder#2 Catalyst over temperature misfire prevention #2 - Cat OT MF F/C Cylinder#3 Catalyst over temperature misfire prevention #3 - Cat OT MF F/C Cylinder#4 Catalyst over temperature misfire prevention #4 - Cat OT MF F/C Cylinder#5 Catalyst over temperature misfire prevention #5 - Cat OT MF F/C Cylinder#6 Catalyst over temperature misfire prevention #6 - ACM Inhibit Active control mount inhibit - ACM Duty vacuum switching valve for active control engine mount duty ratio - Electric Fan Motor Electric fan motor (Cooling fan motor) - Idle Fuel Cut Idle fuel cut ON: when throttle valve fully closed and engine speed over 1500 rpm FC TAU FC TAU Fuel cut being performed under very light load to prevent incomplete engine combustion Communication with ECT Status of the communication with ECT - Comm with Power Manage Status of the communication with power management control ECU - Comm with Air Conditioner Status of the communication with air conditioning amplifier assembly - Electrical Load Signal 1 Electrical load signal - Electrical Load Signal 2 Electrical load signal - Received MIL from ECT MIL status from ECT - Shift Position Sig from ECT Shift position signal from ECT - A/T Oil Temp from ECT ATF temperature from ECT - SPD (NO) Output shaft speed - ECT Lock Up ECT lock up status - Shift SW Status (P Range) Park/neutral position switch assembly status - Shift SW Status (R Range) Park/neutral position switch assembly status - Shift SW Status (N Range) Park/neutral position switch assembly status - Sports Shift Up SW Sport shift up switch status - Sports Shift Down SW Sport shift down switch status - Sports Mode Selection SW Sport mode select switch status - Snow Switch Status Pattern switch (ECT SNOW) status - Shift SW Status (D Range) Park/neutral position switch assembly status

DATA LIST / ACTIVE TEST

1. DATA LIST HINT: Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time. NOTE: In the table below, the values listed under "Normal Condition" are for 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 / Data List. 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, Max.: 255 km/h Actual vehicle speed Speed indicated on speedometer Engine Speed Engine speed: Min.: 0 rpm, Max.: 16383 rpm: 600 to 700 rpm: Idling - Calculate Load Calculated load by ECM: Min.: 0%, Max.: 100% 10 to 20%: Idling 10 to 20%: Running without load (2500 rpm) - Vehicle Load Vehicle load: Min.: 0%, Max.: 25700% Actual vehicle load - MAF Air flow rate from mass air flow meter sub-assembly: Min.: 0 gm/sec, Max.: 655.35 gm/sec 2 to 5 gm/sec: Idling 8 to 19 gm/sec: 2500 rpm If value approximately 0.0 gm/sec: Mass air flow meter sub-assembly power source circuit open VG circuit open or shorted If value more than 0.53 gm/sec when 30 seconds after engine switch on (IG): E2G circuit open Atmosphere Pressure Atmospheric pressure: Min.: 0 kPa, Max.: 255 kPa Equivalent to atmospheric pressure (absolute pressure) - Coolant Temp Engine coolant temperature: Min.: -40°C (-40°F), Max.: 215°C (419°F) 80 to 100°C (176 to 212°F): After warming up If value -40°C (-40°F): sensor circuit open If value 140°C (284°F) or more: sensor circuit shorted Intake Air Intake air temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient air temperature If value -40°C (-40°F): sensor circuit open If value 140°C (284°F): sensor circuit shorted Ambient Temperature Ambient temperature: Min.: -40°C (-40°F), Max.: 215°C (419°F) Actual atmospheric temperature - Engine Run Time Engine run time: Min.: 0 s, Max.: 65535 s Time after engine start - Initial Engine Coolant Temp Initial engine coolant temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Close to ambient air temperature Service data Initial Intake Air Temp Initial intake air temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Close to ambient air temperature 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 No. 1: Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 54 to 86%: Accelerator pedal fully depressed - Accel Sens. No. 2 Volt % Absolute accelerator pedal position No. 2: Min.: 0%, Max.: 100% 12 to 42%: Accelerator pedal released 66 to 98%: Accelerator pedal fully depressed - Accel Sensor Out No. 1 Accelerator pedal position sensor No. 1 voltage: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal released 2.6 to 4.5 V: Accelerator pedal fully depressed - Accel Sensor Out No. 2 Accelerator pedal position sensor No. 2 voltage: Min.: 0 V, Max.: 4.98 V 1.2 to 2.0 V: Accelerator pedal released 3.4 to 4.8 V: Accelerator pedal fully depressed - 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 - Electronic throttle control system service data Accel Fully Close Learn #2 Accelerator fully closed learning value No. 2: Min.: 0 deg Max.: 124.5 deg - Electronic throttle control system 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 released - System Guard System guard: ON or OFF - Electronic throttle control system service data Open Side Malfunction Open side malfunction: ON or OFF - Electronic throttle control system 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.: 5 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.: 5 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.: 5 V 2.1 to 3.1 V: Accelerator pedal released 4.6 to 5.0 V: Accelerator pedal fully depressed 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value: Min.: 0 V, Max.: 4.9804 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1: Min.: 0 V, Max.: 4.9804 V 0.6 to 1.4 V Electronic throttle control system service data Throttle Sens Open Pos #2 Throttle sensor opener position No. 2: Min.: 0 V, Max.: 4.9804 V 1.7 to 2.5 V Electronic throttle control system service data Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 20 A 0 to 3.0 A: Idling Electronic throttle control system service data Throttle Motor DUTY Throttle actuator: Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up Electronic throttle control system service data Throttle Motor Duty (Open) Throttle actuator duty ratio (open): Min.: 0%, Max.: 255% 0 to 40%: Idling Electronic throttle control system service data Throttle Motor Duty (Close) Throttle actuator duty ratio (close): Min.: 0%, Max.: 255% 0 to 40%: Idling Electronic throttle control system service data Throttle Fully Close Learn Throttle valve fully closed (learned value): Min.: 0 V, Max.: 5 V 0.4 to 1.0 V: Accelerator pedal released - +BM Voltage +BM voltage: Min.: 0 V, Max.: 19.92 V 11 to 14 V: Engine switch on (IG) and system normal Electronic throttle control system service data Actuator Power Supply Throttle actuator power supply: ON or OFF ON: Engine switch on (IG) and system normal OFF: Electronic throttle control system has failed - Injector (Port) Injection period: Min.: 0 μs, Max.: 65535 μs 1200 to 2400 μs: Idling - Injection Volum (Cylinder 1) Injection volume (cylinder 1): Min.: 0 ml, Max.: 2.047 ml 0.05 to 0.15 ml: idling Quantity of fuel injection volume for 10 times Fuel Pump Speed Control Fuel pump speed control status: ON or OFF Idling: ON Active Test support data Fuel Pump/Speed Status Fuel pump/status: ON or OFF ON: Cranking Active Test support data Vacuum Pump Key-off EVAP system leak detection pump status: ON or OFF - Active Test support data EVAP (Purge) VSV Purge VSV control duty: Min.: 0%, Max.: 100% 0 to 20%: Idling Order signal from ECM EVAP Purge Flow Purge flow: Min.: 0%, Max.: 399.9% 0 to 8%: Idling Service data Purge Density Learn Value Learning value of purge density: Min.: -200, Max.: 199.993 -40 to 0: Idling Service data Vapor Pressure Pump Vapor pressure: Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10185.98 mmHg) 0 kPa (0 mmHg): Fuel cap removed Pressure inside fuel tank monitored by vapor pressure sensor Vapor pressure (calculated) Vapor pressure (calculated): Min.: -720.896 kPa (-5408.07 mmHg), Max.:720.874 kPa (5407.91 mmHg) 0 kPa (0 mmHg): 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 - Active Test support data EVAP Purge VSV Purge VSV status for EVAP control: ON or OFF - - Purge Cut VSV Duty Purge cut VSV duty: Min.: 0%, Max.:399.9% - - Target Air-Fuel Ratio Air fuel ratio: Min.: 0 ,Max.: 1.999 0.8 to 1.2: Idling - AF Lambda B1S1 Short-term fuel trim associated with bank 1 sensor 1: Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) =Rich Stoichiometric air fuel ratio=1 Value greater than 1 (1.001 to 1.999) = Lean - AF Lambda B2S1 Short-term fuel trim associated with bank 2 sensor 1: Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) =Rich Stoichiometric air fuel ratio=1 Value greater than 1 (1.001 to 1.999) = Lean - AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1: Min.: 0 V Max.: 7.999 V 2.8 to 3.8 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of air fuel ratio sensor AFS Voltage B2S1 Air fuel ratio sensor output voltage for bank 2 sensor 1: Min.: 0 V Max.: 7.999 V 2.8 to 3.8 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of air fuel ratio sensor AFS Current B1S1 Air fuel ratio sensor current for bank 1 sensor 1: Min.: -128 mA, Max.: 127.99 mA - - AFS Current B2S1 Air fuel ratio sensor current for bank 2 sensor 1: Min.: -128 mA, Max.: 127.99 mA - - A/F Heater Duty #1 Air fuel ratio heater duty ratio for bank 1: Min.: 0%, Max.: 399.9% 0 to 100% - A/F Heater Duty #2 Air fuel ratio 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 at 44 mph (70 km/h) Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of heated oxygen sensor O2S B2S2 Heated oxygen sensor output voltage for bank 2 sensor 2: Min.: 0 V Max.: 1.275 V 0.1 to 0.9 V: Driving at 44 mph (70 km/h) Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of heated oxygen sensor O2S Impedance B1S2 Heated oxygen sensor impedance for bank 1 sensor 2: Min.: 0 ohm, Max.: 21247.67 ohm - - O2S Impedance B2S2 Heated oxygen sensor impedance for bank 2 sensor 2: Min.: 0 ohm, Max.: 21247.67 ohm - - O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2: Not Act or Active - - O2 Heater B2S2 Heated oxygen sensor heater for bank 2 sensor 2: Not Act or Active - - O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2: Min.: 0 A, Max.: 4.9 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor current for bank 2 sensor 2: Min.: 0 A, Max.: 4.9 A - - Short FT #1 Short-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% - 20 to 20% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% - 30 to 30% Overall fuel compensation carried out long-term to compensate continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim of bank 1 Average value for fuel trim system of bank 1: Min.: -0.5, Max.: 0.496 - 0.28 to 0.2: Idling - Short FT #2 Short-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% - 20 to 20% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #2 Long-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% - 30 to 30% Overall fuel compensation carried out long-term to compensate continual deviation of short-term fuel trim from central value Total FT #2 Total fuel trim of bank 1 Average value for fuel trim system of bank 2: Min.: -0.5, Max.: 0.496 - 0.28 to 0.2: Idling - Fuel System Status #1 Fuel system status (bank 1): OL or CL or OLdrive or OLfault or CLfault CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLdrive: Open loop due to driving conditions (fuel enrichment) OLfault: Open loop due to detected system fault CLfault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning Fuel System Status #2 Fuel system status (bank 2): OL or CL or OLdrive or OLfault or CLfault CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLdrive: Open loop due to driving conditions (fuel enrichment) OLfault: Open loop due to detected system fault CLfault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning IGN Advance Ignition timing advance for No. 1 cylinder: Min.: -64 deg, Max.: 63.5 deg BTDC 9.5 to 24.5 deg: Idling - Knock Feedback Value Feedback value of knocking: Min: -1024°CA, Max.: 1023.9°CA -22 to 0°CA: Driving at 44 mph (70 km/h) Service data Knock Correct Learn Value Correction learning value of knocking: Min: -1024°CA, Max.: 1023.9°CA 0 to 22°CA: Driving at 44 mph (70 km/h) Service data ACIS VSV Intake air control valve assembly for acoustic control induction system status: ON or OFF ON: Open OFF: Closed - AICV VSV Vacuum switching valve for air intake control system status: ON or OFF - - VVT Control Status #1 VVT control (bank 1) status: ON or OFF - - VVT Control Status #2 VVT control (bank 2) status: ON or OFF - - VVT Aim Angle #1 *2 VVT aim angle (bank 1): Min.: 0%, Max.: 399.9% 0%: Idling 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 DegFR: Idling Displacement angle during intrusive operation VVT OCV Duty #1 *2 VVT camshaft timing oil control valve assembly operation duty: Min.: 0%, Max.: 399.9% 10 to 40%: Idling Requested duty value for intrusive operation VVT Aim Angle #2 *2 VVT aim angle (bank 2): Min.: 0%, Max.: 399.9% - VVT duty signal value during intrusive operation VVT Change Angle #2 *2 VVT change angle (bank 2): Min.: 0 DegFR, Max.: 699.9 DegFR 0 DegFR: Idling Displacement angle during intrusive operation VVT OCV Duty #2 *2 VVT camshaft timing oil control valve assembly (bank 2) operation duty: 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% 10 to 50%: Idling - VVT Ex Chg Angle #1 *2 VVT exhaust change angle (bank 1): Min.: 0 DegFR, Max.: 699.9 DegFR 0 to 5 DegFR: Idling - VVT Ex OCV Duty #1 *2 VVT exhaust camshaft timing oil control valve assembly duty (bank 1): Min.: 0%, Max.: 399.9% 0 to 100% - VVT Ex Hold Lrn Val #2 *2 VVT exhaust hold duty ratio learning value (bank 2): Min.: 0%, Max.: 399.9% 10 to 50%: Idling - VVT Ex Chg Angle #2 *2 VVT exhaust change angle (bank 2): Min.: 0 DegFR, Max.: 699.9 DegFR 0 to 5 DegFR: Idling - VVT Ex OCV Duty #2 *2 VVT exhaust camshaft timing oil control valve assembly duty (bank 1): Min.: 0%, Max.: 399.9% 0 to 100% - VN Turbo Type Variable nozzle turbo type: Not Avl or Commo or Vacuum or CAN Com Not Avl (Unused) - Catalyst Temp B1S1 Catalyst temperature (bank 1, sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F) - - Catalyst Temp B2S1 Catalyst temperature (bank 2, sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F) - - Catalyst Temp B1S2 Catalyst temperature (bank 1, sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F) - - Catalyst Temp B2S2 Catalyst temperature (bank 2, sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F) - - Starter Signal Starter signal: Close or Open ON: Open - Power Steering Signal Record Power steering signal: ON or OFF ON: Power steering operation - Neutral Position SW Signal Park/neutral position switch assembly status: ON or OFF ON: P or N position - Stop Light Switch Stop light switch assembly: ON or OFF ON: Brake pedal depressed - A/C Signal A/C signal: ON or OFF ON: A/C on - Idle Up Signal Idle up signal: ON or OFF - - Closed Throttle Position SW Closed throttle position switch: ON or OFF ON: Throttle fully closed OFF: Throttle open - Fuel Cut Condition Fuel-cut condition: ON or OFF ON: Any fuel cut operation executed - Immobiliser Communication Immobiliser communication: ON or OFF - OFF: Communication malfunctioning, or engine immobiliser system set ON: Communication normal Check Mode Check mode: ON or OFF ON: Check mode on Refer to «CHECK MODE PROCEDURE»(ref-400784-S20732471272011051800000) SPD Test Result Check mode result for vehicle speed sensor: 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 - Comprehensive Component Monitor Fuel System Monitor Fuel system monitor: Not Avl or Avail - Fuel System Monitor Misfire Monitor Misfire monitor: Not Avl or Avail - Misfire Monitor EGR/VVT Monitor EGR/VVT monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor: Compl or Incmpl - - O2S (A/FS) Heater Monitor Heated oxygen sensor (air fuel ratio sensor) heater monitor: Not Avl or Avail - - O2S (A/FS) Heater Monitor Heated oxygen sensor (air fuel ratio sensor) heater monitor: Compl or Incmpl - - O2S (A/FS) Monitor Heated oxygen sensor (air fuel ratio sensor) monitor: Not Avl or Avail - - O2S (A/FS) Monitor Heated oxygen sensor (air fuel ratio sensor) monitor: Compl or Incmpl - - A/C Monitor A/C monitor: Not Avl or Avail - - A/C Monitor A/C monitor: Compl or Incmpl - - 2nd Air Monitor 2nd air monitor: Not Avl or Avail - - 2nd Air Monitor 2nd air monitor: Compl or Incmpl - - EVAP Monitor EVAP monitor: Not Avl or Avail - - EVAP Monitor EVAP monitor: Compl or Incmpl - - Heated Catalyst Monitor Heated catalyst monitor: Not Avl or Avail - - Heated Catalyst Monitor Heated catalyst monitor: Compl or Incmpl - - Catalyst Monitor Catalyst monitor: Not Avl or Avail - - Catalyst Monitor Catalyst monitor: Compl or Incmpl - - Component Monitor ENA Comprehensive component monitor: Unable or Enable - - Component Monitor CMPL Comprehensive component monitor: Compl or Incmpl - - Fuel System Monitor ENA Fuel system monitor: Unable or Enable - - Fuel System Monitor CMPL Fuel system monitor: Compl or Incmpl - - Misfire Monitor ENA Misfire monitor: Unable or Enable - - Misfire Monitor CMPL Misfire monitor: Compl or Incmpl - - EGR/VVT Monitor ENA EGR/VVT monitor: Unable or Enable - - EGR/VVT Monitor CMPL EGR/VVT monitor: Compl or Incmpl - - Heater Monitor ENA Heated oxygen sensor (air fuel ratio sensor) heater monitor: Unable or Enable - - Heater Monitor CMPL Heated oxygen sensor (air fuel ratio sensor) heater monitor: Compl or Incmpl - - O2S (A/FS) Monitor ENA Heated oxygen sensor (air fuel ratio sensor) monitor: Unable or Enable - - O2S (A/FS) Monitor CMPL Heated oxygen sensor (air fuel ratio sensor) monitor: Compl or Incmpl - - A/C Monitor ENA A/C monitor: Unable or Enable - - A/C Monitor CMPL A/C monitor: Compl or Incmpl - - 2nd Air Monitor ENA 2nd air monitor: Unable or Enable - - 2nd Air Monitor CMPL 2nd air monitor: Compl or Incmpl - - EVAP Monitor ENA EVAP monitor: Unable or Enable - - EVAP Monitor CMPL EVAP monitor: Compl or Incmpl - - Heated Cat Monitor ENA Heated 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) #Codes: Min.: 0, Max.: 255 - Number of detected 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 detected - Running Time from MIL ON Running time from MIL turned on: Min.: 0 min, Max.: 65535 min Equivalent to running time after MIL turned on - Time after DTC Cleared Time after DTC cleared: Min.: 0 min, Max.: 65535 min Equivalent to time after DTCs cleared - Distance from DTC Cleared Distance after DTC cleared: Min.: 0 km, Max.: 65535 km Equivalent to drive distance after DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared: Min.: 0, Max.: 255 - Number of warm-up cycles after DTC cleared Dist Batt Cable Disconnect Distance from battery cable disconnected: Min.: 0 km, Max.: 65535 km - - IG OFF Elapsed Time Time after engine switch off: Min.: 0 min, Max.: 655350 min - - OBD Requirements OBD requirement OBD2 - Number of Emission DTC Emission related DTCs: Min.: 0, Max.: 127 - Number of emission related DTCs TC and TE1 TC and TE1 terminals of DLC3: ON or OFF - Active Test support data Ignition Trig. Count Ignition counter: Min.: 0, Max.: 65535 0 to 600 - Cylinder #1 Misfire Count Misfire count of cylinder 1: Min.: 0, Max.: 255 0 - Cylinder #2 Misfire Count Misfire count of cylinder 2: Min.: 0, Max.: 255 0 - Cylinder #3 Misfire Count Misfire count of cylinder 3: Min.: 0, Max.: 255 0 - Cylinder #4 Misfire Count Misfire count of cylinder 4: Min.: 0, Max.: 255 0 - Cylinder #5 Misfire Count Misfire count of cylinder 5: Min.: 0, Max.: 255 0 - Cylinder #6 Misfire Count Misfire count of cylinder 6: Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire count: Min.: 0, Max.: 255 0 to 35 - Misfire RPM Engine speed for first misfire range: Min.: 0 rpm, Max.: 6375 rpm 0 rpm: Misfire 0 - Misfire Load Engine load for first misfire range: Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Misfire Margin Misfire monitoring: Min.: -128%, Max.: 127% - 100 to 99.22% Misfire detecting margin Catalyst OT MF F/C Catalyst overheat misfire prevention fuel cut availability: Not Avl or Avail Avail: Catalyst overheat misfire prevention fuel cut available Not Avl: Catalyst overheat misfire prevention fuel cut not available Service data Cat OT MF F/C History Catalyst overheat misfire prevention fuel cut history: ON or OFF ON: Fuel cut operation history exists Service data Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 (if certain level of misfire malfunction is detected): ON to OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - ACM Inhibit Duty vacuum switching valve for active control engine mount ON or OFF OFF: Idling - ACM Duty vacuum switching valve for active control engine mount duty control: Min.: 0%, Max.: 255% - Active Test support data Electric Fan Motor Electric fan motor: ON or OFF ON: Electric fan motor operating - Idle Fuel Cut Fuel cut idle: ON or OFF ON: Fuel cut operating Idle Fuel Cut = "ON" when throttle valve fully closed and engine speed over 2500 rpm FC TAU Fuel cut TAU (Fuel cut during very light load): ON or OFF ON: Fuel cut operating Fuel cut being performed under very light load to prevent incomplete engine combustion Communication with ECT Status of communication with the TCM: Comm or No Comm - - Comm with Power Manage Status of communication with the power management control ECU: Comm or No Comm - - Comm with Air Conditioner Status of communication with the air conditioning amplifier assembly: Comm or No Comm - - Electrical Load Signal 1 Electrical load signal: ON or OFF - - Electrical Load Signal 2 Electrical load signal: ON or OFF - - Model Code Model code - Identifies model code: GGL1## Engine Type Engine type - Identifies engine type: 2GRFE Cylinder Number Cylinder number - Identifies cylinder number: 6 Transmission Type Transmission type - Identifies transmission type: ECT 6th Destination Destination - Identifies destination: A (America) Model Year Model year - Identifies model year: 2010 System Identification System identification - Identifies engine system: Gasoline (gasoline engine) Engine Speed of Cyl #1 Engine speed for cylinder 1: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #2 Engine speed for cylinder 2: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #3 Engine speed for cylinder 3: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #4 Engine speed for cylinder 4: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #5 Engine speed for cylinder 5: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #6 Engine speed for cylinder 6: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Av Engine Speed of All Cyl Engine speed for all cylinders: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Received MIL from ECT Received MIL from TCM: ON or OFF MIL illuminate instruction ON signal from TCM: ON - Shift Position Sig from ECT Received shift position signal from TCM: 1st, 2nd, 3rd, 4th, 5th, or 6th Actual shift position - A/T Oil Temp from ECT Received ATF temperature sensor value from TCM: Min.: -40°C (-40°F), Max.: 215°C (419°F) After stall test: Approximately 80°C (176°F) Equal to ambient temperature when cold soak If the value is -40°C (-40°F) or 215°C (419°F), ATF temperature sensor circuit is open or shorted SPD (NO) Output shaft speed: Min.: 0 rpm, Max.: 12750 rpm 0 rpm: Vehicle stopped - ECT Lock up Lock up: ON or OFF ON: Lock up operating - Shift SW Status (P Range) Park/neutral position switch assembly status: ON or OFF ON: Shift lever in P OFF: Shift lever not in P When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Shift SW Status (R Range) Park/neutral position switch assembly status: ON or OFF ON: Shift lever in R OFF: Shift lever not in R When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Shift SW Status (N Range) Park/neutral position switch assembly status: ON or OFF ON: Shift lever in N OFF: Shift lever not in N When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Sports Shift Up SW Sport shift up switch status: ON or OFF ON: Continuously shift to "+" (up-shift) OFF: "+" (up-shift) released - Sports Shift Down SW Sport shift down switch status: ON or OFF ON: Continuously shift to "-" (down-shift) OFF: "-" (down-shift) released - Sports Mode Selection SW Sport mode select switch status: ON or OFF ON: Shift lever in S, "+" or "-" OFF: Shift lever not in S, "+" and "-" - Snow Switch Status Pattern switch (ECT SNOW) status/ ON or OFF Engine switch is: On (IG): OFF ↓ Pattern switch (ECT SNOW) is: Pushed: ON ↓ Pattern switch (ECT SNOW) is: Pushed: OFF - Shift SW Status (D Range) Park/neutral position switch assembly status: ON or OFF ON: Shift lever in D or S OFF: Shift lever not in D or S When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect HINT: *1: Excluding throttle valve opening percentage due to idle speed control. *2: Data List values are only displayed when performing the following Active Test: Control the VVT System (Bank 1, 2), Control the VVT Linear (Bank 1, 2) and Control the VVT Exhaust Linear (Bank 1, 2). For other Active Test, the Data List value will be 0. Normal condition: If no idling conditions are specified, the shift lever should be in the N or P, and the A/C switch and all accessory switches should be off.
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 / Active Test. According to the display on the Techstream, perform the "Active Test". Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change injection volume Between -12.5 and 24.8% All injectors tested at the same time Perform test at 3000 rpm or less Injection volume can be changed in 1 % graduations within control range Control the Injection Volume for A/F Sensor Change injection volume Lower by -12.5% or increase by 25% Perform test at 3000 rpm or less Control the Injection Volume for A/F Sensor enables checking and graphing of air fuel ratio sensor and heated oxygen sensor voltage outputs To conduct test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / Data List / A/F Control System / AFS Voltage B1S1, AFS Voltage B2S1, O2S B1S2 and O2S B2S2 Activate the Fuel Pump Speed Control Fuel pump speed control ON (low speed) / OFF (high speed) Test possible when following conditions met: Engine switch on (IG) Engine stopped Active the VSV for Intake Control Activate Intake air control valve assembly for acoustic control induction system ON/OFF ON: Intake air control valve assembly for acoustic control induction system on OFF: Intake air control valve assembly for acoustic control induction system off Activate the VSV for Evap Control Activate purge VSV control ON/OFF Only purge VSV is commanded during this test Control the Fuel Pump / Speed Activate fuel pump (C/OPN Relay) ON/OFF Test possible when following conditions met: Engine switch on (IG) Engine stopped Control the ACM Inhibit Control the active control engine mount inhibit ON/OFF - Connect the TC and TE1 Turn on and off TC and TE1 connection ON/OFF ON: TC and TE1 connected OFF: TC and TE1 disconnected Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF - Prohibit the Catalyst OT Misfire prevent F/C Prohibit catalyst overheat malfunction prevention fuel out operation during misfire ON: Fuel cut is prohibited Confirm that the vehicle is stopped and engine speed is 3000 rpm or less Control the Electric Cooling Fan Control electric cooling fan ON/OFF Test possible when following conditions met: Engine switch on (IG) Engine stopped Control the ETCS Open/Close Slow Speed Throttle actuator Open/Close Test possible when following conditions met: Engine switch on (IG) Engine stopped Shift lever in P Accelerator pedal fully depressed (Accelerator pedal position: 58 degrees or more) Control the ETCS Open/Close Fast Speed Throttle actuator Open/Close Test possible when following conditions met: Engine switch on (IG) Engine stopped Shift lever in P Accelerator pedal fully depressed (Accelerator pedal position: 58 degrees or more) Control the VVT Linear (Bank 1) Control the camshaft timing oil control valve assembly for intake camshaft (bank 1) -128 to 127% This value added to present camshaft timing oil control valve assembly control duty 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when VVT actuator operated by 100% Test possible while engine idling Control the VVT System (Bank 1) Turn on and off the camshaft timing oil control valve assembly for intake camshaft (bank 1) ON/OFF Engine stalls or idles roughly when camshaft timing oil control valve assembly turned on Normal engine running or idling when camshaft timing oil control valve assembly off Control the VVT Linear (Bank 2) Control the camshaft timing oil control valve assembly for intake camshaft (bank 2) -128 to 127% This value added to present camshaft timing oil control valve assembly control duty 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when VVT actuator operated by 100% Test possible during idle Control the VVT System (Bank 2) Turn on and off the camshaft timing oil control valve assembly for intake camshaft (bank 2) ON/OFF Engine stalls or idles roughly when camshaft timing oil control valve assembly turned on Normal engine running or idling when camshaft timing oil control valve assembly off Control the VVT Exhaust Linear (Bank 1) Control the camshaft timing oil control valve assembly for exhaust camshaft (bank 1) -128 to 127% This value added to present camshaft timing oil control valve assembly control duty 100%: Maximum retard -100%: Maximum advance Engine stalls or idles roughly when VVT actuator operated by 100% Test is possible during idle Control the VVT Exhaust Linear (Bank 2) Control the camshaft timing oil control valve assembly for exhaust camshaft (bank 2) -128 to 127% This value added to present camshaft timing oil control valve assembly control duty 100%: Maximum retard -100%: Maximum advance Engine stalls or idles roughly when VVT actuator operated by 100% Test is possible during idle Activate the Vacuum Pump Vacuum pump ON/OFF - Activate the VSV for Vent Valve Vent valve ON/OFF - Activate the VSV for AICS Activate vacuum switching valve for air intake control ON/OFF - Control the Cylinder #1 Fuel Cut Cylinder #1 injector fuel cut ON/OFF Test possible while vehicle stopped and engine idling. Control the Cylinder #2 Fuel Cut Cylinder #2 injector fuel cut ON/OFF Test possible while vehicle stopped and engine idling. Control the Cylinder #3 Fuel Cut Cylinder #3 injector fuel cut ON/OFF Test possible while vehicle stopped and engine idling. Control the Cylinder #4 Fuel Cut Cylinder #4 injector fuel cut ON/OFF Test possible while vehicle stopped and engine idling. Control the Cylinder #5 Fuel Cut Cylinder #5 injector fuel cut ON/OFF Test possible while vehicle stopped and engine idling. Control the Cylinder #6 Fuel Cut Cylinder #6 injector fuel cut ON/OFF Test possible while vehicle stopped and engine idling. Control the All Cylinders Fuel Cut All cylinders fuel cut ON/OFF Test possible while vehicle stopped and engine idling. Check the Cylinder Compression* Check the cylinder compression pressure ON/OFF Fuel injection and ignition stopped in all cylinders. HINT: *: While the Active Test item Check the Cylinder Compression is being performed, the fuel and ignition of all cylinders is cut. At this time, the ECM measures the speed of each cylinder while the engine is being cranked. If one cylinder's speed is higher than the others, that cylinder's compression pressure can be concluded to be lower than the others. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test / Check the Cylinder Compression. HINT: If the results are not displayed normally, select the display items from the Data List before performing the Active Test. Enter the following menus: Powertrain / Engine / Compression / Engine Speed of Cyl #1 to #6 and Av Engine Speed of All Cyl. While the engine is not running, press the RIGHT or LEFT button to change the Check the Cylinder Compression to ON. HINT: After performing the above procedure, the Check the Cylinder Compression Active Test will start. Fuel injection for all cylinders is prohibited, and each cylinder's engine speed measurement will enter standby mode. Fully open the throttle. Crank the engine for about 10 seconds. Monitor the engine speed (Engine Speed of Cyl #1 to #6, Av Engine Speed of All Cyl) displayed on the Techstream. HINT: At first, the Techstream display will show each cylinder's engine speed measurement to be extremely high. After approximately 10 seconds of engine cranking, each cylinder's engine speed measurement will change to the actual engine speed. NOTE: After the Check the Cylinder Compression Active Test is turned ON, it will automatically turn OFF after 255 seconds. When the Check the Cylinder Compression Active Test is OFF and the engine is cranked, the engine will start. If the Check the Cylinder Compression Active Test needs to be performed after it is turned ON and performed once, press EXIT to return to the Active Test menu screen. Then perform the Check the Cylinder Compression Active Test again. Use a fully-charged battery.
3. SYSTEM CHECK HINT: Performing a System Check enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. The System Check can be performed with the Techstream. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check. Perform the System Check by referring to the table below. Tester Display Measurement Item/Range Normal Condition Diagnostic Note Evaporative System Check (Automatic Mode) Perform 4 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If no pending DTCs output after performing this test, system functioning normally Refer to EVAP system Evaporative System Check (Manual Mode) Perform 4 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less Used to detect malfunctioning parts Refer to EVAP system

DIAGNOSTIC TROUBLE CODE CHART

HINT

Parameters listed in the chart may not be exactly the same as your readings due to the type of instrument or other factors. If a trouble code is displayed during the DTC check, inspect the trouble areas listed for that code. For details of the code, refer to the table below.

*1: MIL flashes when a catalyst damaging misfire is detected

*2: Only for Mexico models

*3: for Separate Type Amplifier System

*4: w/ Tire Pressure Warning System

*5: w/ Navigation System

*6: w/ Auto Wiper System

ENGINE CONTROL SYSTEM

HINT

Parameters listed in the chart may not be exactly the same as your readings due to the type of instrument or other factors. If a trouble code is displayed during the DTC check, inspect the trouble areas listed for that code. For details of the code, refer to the table below.

*1: MIL flashes when a catalyst damaging misfire is detected

*2: Only for Mexico models

*3: for Separate Type Amplifier System

*4: w/ Tire Pressure Warning System

*5: w/ Navigation System

*6: w/ Auto Wiper System

*7: w/ Manual (SOS) Switch

ENGINE CONTROL SYSTEM