Engine Control System (Diagnostics - Introduction (1 of 2)): Other Lexus RX III рестайлинг

PRECAUTION [07/2012 - ]

1. INITIALIZATION NOTE: Perform the Registration (VIN registration) when replacing the ECM. Refer to «REGISTRATION [03/2012 - ]»(ref-602560-S26315024432014030500000) . HINT: Reset memory or initialization cannot be completed by only disconnecting and reconnecting the cable of the negative (-) battery terminal.
2. FOR USING TECHSTREAM WARNING: Observe the following items for safety reasons: Before using the Techstream, read the instruction manual. Prevent the Techstream cable from being caught on the pedals, shift lever or steering wheel when driving with the Techstream connected to the vehicle. When driving the vehicle for testing purposes using the Techstream, 2 persons are required. One is for driving the vehicle, and the other operates the Techstream.
3. DISCONNECTING AND RECONNECTING NEGATIVE BATTERY CABLE Before performing work on electronic components, disconnect the cable from the negative (-) battery terminal to prevent damage to the electrical system or electrical components. TEXT IN ILLUSTRATION *1 Negative (-) Battery Terminal *2 Cable Before disconnecting and reconnecting the battery cable, turn the engine switch off and the headlight switch off. Then loosen the terminal nut completely. Do not damage the cable or terminal. When the battery cable is disconnected, the clock and radio settings and stored DTCs are cleared. Therefore, before disconnecting the battery cable, make a note of them. NOTE: When the cable is disconnected from the negative (-) battery terminal, initialize the following system(s) after the cable is reconnected. System Name See Procedure Parking Assist Monitor System Refer to «INITIALIZATION [07/2012 - ]»(ref-602551-S38908041872014030500000) Back Door Closer System Power Back Door System

DEFINITION OF TERMS [03/2012 - ]

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CHECK FOR INTERMITTENT PROBLEMS [03/2012 - ]

HINT

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

1. Clear the DTCs. Refer to «DTC CHECK / CLEAR [03/2012 - 07/2012]»(ref-602560-S42705218842014030500000) .
2. Switch the ECM from normal mode to check mode using the Techstream. Refer to «CHECK MODE PROCEDURE [03/2012 - ]»(ref-602560-S11934770342014030500000) .
3. Perform a simulation test.
4. Check and wiggle the harness(es), connector(s) and terminal(s).

REGISTRATION [03/2012 - ]

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

HINT

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

1. DESCRIPTION HINT: This registration section consists of 2 parts: Read VIN and Write VIN. Read VIN: This process allows the VIN stored in the ECM to be read in order to confirm that the 2 VINs, the one provided with the vehicle and stored in the vehicle ECM, are the same. Write VIN: This process allows the VIN to be input into the ECM. If the ECM is changed, or the ECM VIN and vehicle VIN do not match, the VIN can be registered, or overwritten in the ECM by following this procedure.
2. READ VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / VIN / VIN Read.
3. WRITE VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / VIN / VIN Write.

CHECKING MONITOR STATUS [03/2012 - ]

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

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

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

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

1. PERFORM MONITOR DRIVE PATTERN Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR [03/2012 - 07/2012]»(ref-602560-S42705218842014030500000) . Operate the vehicle in accordance with the applicable drive pattern described in Readiness Monitor Drive Pattern. Refer to «READINESS MONITOR DRIVE PATTERN [03/2012 - 07/2012]»(ref-602560-S09863216632014030500000) . Do not turn the engine switch off. NOTE: The test results will be lost if the engine switch is turned off.
2. ACCESS MONITOR RESULT Enter the following menus: Powertrain / Engine / Monitor / Current Monitor / Result. Confirm the monitor status for each component. HINT: The monitor status for each component is displayed in the Result column. Pass: The component is functioning normally. Fail: The component is malfunctioning. Display the test results and test value for a monitor by selecting the icon in the Details column for that monitor.
3. CHECK COMPONENT STATUS Compare the test value with the minimum test limit (Min Limit) and maximum test limit (Max Limit). If the test value is between the minimum and maximum test limits, the component is functioning normally. If not, the component is malfunctioning. The test value is usually not near the test limits. If the test value is on the borderline of the test limits, the component is likely to malfunction in the near future. HINT: The monitor result might on rare occasions be Pass even if the Malfunction Indicator Lamp (MIL) is illuminated. This indicates the system malfunctioned on a previous driving cycle. This might be caused by an intermittent problem.
4. MONITOR RESULT INFORMATION If you use a generic scan tool, multiply the test value by the scaling value listed below. Advance / Retarded Intake Side (for Bank 1) Monitor ID Test ID Scaling Unit Description $35 $81 Multiply by 0.01 Second Forced movement of oil control valve time Advance / Retarded Intake Side (for Bank 2) Monitor ID Test ID Scaling Unit Description $36 $81 Multiply by 0.01 Second Forced movement of oil control valve time Advance / Retarded Exhaust Side (for Bank 1) Monitor ID Test ID Scaling Unit Description $35 $85 Multiply by 0.01 Second Forced movement of oil control valve time Advance / Retarded Exhaust Side (for Bank 2) Monitor ID Test ID Scaling Unit Description $36 $85 Multiply by 0.01 Second Forced movement of oil control valve time Air Fuel Ratio Sensor (for Bank 1 Sensor 1) Monitor ID Test ID Scaling Unit Description $01 $91 Multiply by 0.004 mA Air fuel ratio sensor current $01 $93 Multiply by 0.00012 V Rich to Lean response rate deterioration level $01 $94 Multiply by 0.00012 V Lean to Rich response rate deterioration level $01 $95 Multiply by 0.001 Second Rich to Lean delay level $01 $96 Multiply by 0.001 Second Lean to Rich delay level Air Fuel Ratio Sensor (for Bank 2 Sensor 1) Monitor ID Test ID Scaling Unit Description $05 $91 Multiply by 0.004 mA Air fuel ratio sensor current $05 $93 Multiply by 0.00012 V Rich to Lean response rate deterioration level $05 $94 Multiply by 0.00012 V Lean to Rich response rate deterioration level $05 $95 Multiply by 0.001 Second Rich to Lean delay level $05 $96 Multiply by 0.001 Second Lean to Rich delay level Heated Oxygen Sensor (for Bank 1 Sensor 2) Monitor ID Test ID Scaling Unit Description $02 $08 Multiply by 0.001 V Maximum sensor voltage $02 $8B Multiply by 0.001 Seconds 0.35 - 0.2 V sensor switch time $02 $8D Multiply by 0.001 Seconds Duration that sensor voltage drops to 0.2 V during fuel-cut $02 $8F Multiply by 0.0003 g Maximum oxygen storage capacity Heated Oxygen Sensor (for Bank 2 Sensor 2) Monitor ID Test ID Scaling Unit Description $06 $08 Multiply by 0.001 V Maximum sensor voltage $06 $8B Multiply by 0.001 Seconds 0.35 - 0.2 V sensor switch time $06 $8D Multiply by 0.001 Seconds Duration that sensor voltage drops to 0.2 V during fuel-cut $06 $8F Multiply by 0.0003 g Maximum oxygen storage capacity Catalyst (for Bank 1) Monitor ID Test ID Scaling Unit Description $21 $A9 Multiply by 0.0003 No dimension Oxygen storage capacity of catalyst bank 1 Catalyst (for Bank 2) Monitor ID Test ID Scaling Unit Description $22 $A9 Multiply by 0.0003 No dimension Oxygen storage capacity of catalyst bank 2 EVAP Monitor ID Test ID Scaling Unit Description $3D $C9 Multiply by 0.001 kPa Test value for small leak (P0456) $3D $CA Multiply by 0.001 kPa Test value for gross leak (P0455) $3D $CB Multiply by 0.001 kPa Test value for leak detection pump OFF stuck (P2401) $3D $CD Multiply by 0.001 kPa Test value for leak detection pump ON stuck (P2402) $3D $CE Multiply by 0.001 kPa Test value for vent valve OFF stuck (P2420) $3D $CF Multiply by 0.001 kPa Test value for vent valve ON stuck (P2419) $3D $D0 Multiply by 0.001 kPa Test value for reference orifice low flow (P043E) $3D $D1 Multiply by 0.001 kPa Test value for reference orifice high flow (P043F) $3D $D4 Multiply by 0.001 kPa Test value for purge VSV close stuck (P0441) $3D $D5 Multiply by 0.001 kPa Test value for purge VSV open stuck (P0441) $3D $D7 Multiply by 0.001 kPa Test value for purge flow insufficient (P0441) REAR OXYGEN SENSOR HEATER Monitor ID Test ID Scaling Unit Description $42 $91 Multiply by 0.001 Ohm Oxygen sensor heater resistance bank 1 sensor 2 $46 $91 Multiply by 0.001 Ohm Oxygen sensor heater resistance bank 2 sensor 2 FUEL SYSTEM Monitor ID Test ID Scaling Unit Description $81 $81 Multiply by 0.00003 No dimension Monitoring method using A/F sensor $81 $82 Multiply by 0.001 No dimension Monitoring method crank angle sensor $82 $81 Multiply by 0.00003 No dimension Monitoring method using A/F sensor for bank 2 $82 $82 Multiply by 0.001 No dimension Monitoring method crank angle sensor for bank 2 MISFIRE Monitor ID Test ID Scaling Unit Description $A1 $0B Multiply by 1 Time Total EWMA* misfire count of all cylinders in last ten driving cycles $A1 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of all cylinders in last driving cycle is displayed. While engine is running, total misfire count of all cylinders in current driving cycle is displayed. $A2 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 1 in last ten driving cycles $A2 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 1 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 1 in current driving cycle is displayed. $A3 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 2 in last ten driving cycles $A3 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 2 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 2 in current driving cycle is displayed. $A4 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 3 in last ten driving cycles $A4 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 3 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 3 in current driving cycle is displayed. $A5 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 4 in last ten driving cycles $A5 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 4 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 4 in current driving cycle is displayed. $A6 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 5 in last ten driving cycles $A6 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 5 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 5 in current driving cycle is displayed. $A7 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 6 in last ten driving cycles $A7 $0C Multiply by 1 Time When engine switch is on (IG), total misfire count of cylinder 6 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 6 in current driving cycle is displayed. HINT: *: EWMA (Exponential Weighted Moving Average) misfire counts for last 10 driving cycles (calculated) Calculation: 0.1 x (current counts) + 0.9 x (previous average) Initial value for (previous average) = 0

READINESS MONITOR DRIVE PATTERN [03/2012 - 07/2012]

1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emission related components, and indicate any detected abnormalities using DTCs (Diagnostic Trouble Codes). Since various components need to be monitored during different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors. To view the status, enter the following menus: Powertrain / Engine / Monitor / Current Monitor / Current. When the status of a Readiness Monitor reads Complete, the necessary conditions have been met for running the performance tests for that Readiness Monitor. A generic OBD II scan tool can also be used to view the Readiness Monitor status. HINT: Many state Inspection and Maintenance (I/M) programs require the status of vehicle Readiness Monitor to show Complete before beginning emission tests. The Readiness Monitor is reset to Incomplete if: The ECM has lost battery power or blown a fuse. DTCs have been cleared. The conditions for running the Readiness Monitor have not been met. If the Readiness Monitor status shows Incomplete, follow the appropriate Readiness Monitor Drive Pattern to change the status to Complete. WARNING: Strictly observe posted speed limits, traffic laws, and road conditions when performing these drive patterns. NOTE: These drive patterns represent the fastest method of satisfying all conditions necessary to achieve complete status for each specific Readiness Monitor. In the event of a drive pattern being interrupted (possibly due to factors such as traffic conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still achieve complete status upon completion of the drive pattern. To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed (driving up and down hills and/or sudden acceleration).
2. VVT SYSTEM MONITOR Refer to Confirmation Driving Pattern [P0011]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602701-S08046429452014030500000) . Refer to Confirmation Driving Pattern [P0014]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602701-S14903938942014030500000) .
3. CATALYST MONITOR (ACTIVE AIR FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0420]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602702-S09605820312014030500000) .
4. EVAP SYSTEM MONITOR (KEY OFF TYPE) Refer to Confirmation Driving Pattern [EVAP System]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602700-S22044371162014030500000) .
5. AIR FUEL RATIO AND HEATED OXYGEN SENSOR MONITORS (ACTIVE AIR FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0136]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602701-S35471976082014030500000) . Refer to Confirmation Driving Pattern [P2195]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602703-S02737604042014030500000) .
6. AIR FUEL RATIO AND HEATED OXYGEN SENSOR HEATER MONITORS (FRONT AIR FUEL RATIO AND REAR HEATED OXYGEN SENSOR TYPE) Refer to Confirmation Driving Pattern [P0031]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602701-S06836049362014030500000) . Refer to Confirmation Driving Pattern [P0037]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602701-S06783102772014030500000) .

READINESS MONITOR DRIVE PATTERN [07/2012 - ]

1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emission related components, and indicate any detected abnormalities using DTCs (Diagnostic Trouble Codes). Since various components need to be monitored during different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors. To view the status, enter the following menus: Powertrain / Engine / Monitor / Current Monitor / Current. When the status of a Readiness Monitor reads Complete, the necessary conditions have been met for running the performance tests for that Readiness Monitor. A generic OBD II scan tool can also be used to view the Readiness Monitor status. HINT: Many state Inspection and Maintenance (I/M) programs require the status of vehicle Readiness Monitor to show Complete before beginning emission tests. The Readiness Monitor is reset to Incomplete if: The ECM has lost battery power or blown a fuse. DTCs have been cleared. The conditions for running the Readiness Monitor have not been met. If the Readiness Monitor status shows Incomplete, follow the appropriate Readiness Monitor Drive Pattern to change the status to Complete. WARNING: Strictly observe posted speed limits, traffic laws, and road conditions when performing these drive patterns. NOTE: These drive patterns represent the fastest method of satisfying all conditions necessary to achieve complete status for each specific Readiness Monitor. In the event of a drive pattern being interrupted (possibly due to factors such as traffic conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still achieve complete status upon completion of the drive pattern. To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed (driving up and down hills and/or sudden acceleration).
2. VVT SYSTEM MONITOR Refer to Confirmation Driving Pattern [P0011]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602701-S03901435032014030500000) . Refer to Confirmation Driving Pattern [P0014]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602701-S41735892752014030500000) .
3. CATALYST MONITOR (ACTIVE AIR FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0420]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602702-S36876468822014030500000) .
4. EVAP SYSTEM MONITOR (KEY OFF TYPE) Refer to Confirmation Driving Pattern [EVAP System]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602700-S24123001952014030500000) .
5. AIR FUEL RATIO AND HEATED OXYGEN SENSOR MONITORS (ACTIVE AIR FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0136]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602702-S04591933292014030500000) . Refer to Confirmation Driving Pattern [P2195]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602703-S15432211132014030500000) .
6. AIR FUEL RATIO AND HEATED OXYGEN SENSOR HEATER MONITORS (FRONT AIR FUEL RATIO AND REAR HEATED OXYGEN SENSOR TYPE) Refer to Confirmation Driving Pattern [P0031]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602701-S05613098672014030500000) . Refer to Confirmation Driving Pattern [P0037]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-602701-S30228880992014030500000) .

FREEZE FRAME DATA [07/2012 - ]

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. PENDING FREEZE FRAME DATA HINT: Pending freeze frame data is stored when a 2 trip DTC is first detected during the first trip. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Select a DTC in order to display its pending freeze frame data. HINT: Pending freeze frame data is cleared when any of the following occurs. Using the Techstream, the DTCs cleared. The cable is disconnected from the negative (-) battery terminal. 40 trips with the engine fully warmed up have been performed after returning to normal. (Pending freeze frame data will not be cleared by only returning the system to normal.) With previous pending freeze frame data stored, if pending freeze frame data is newly stored when a 2 trip DTC is detected in the first trip, the old freeze frame data will be replaced with the new one of the newly detected DTC in the next trip.
3. 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/s: Mass air flow meter sub-assembly power source circuit open VG circuit open or shorted If value 271.0 gm/s or more: E2G circuit open Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F), sensor circuit open If value more than 135°C (275°F), sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F), sensor circuit open If value more than 128°C (262°F), sensor circuit shorted 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 - Glow Indicator Supported Glow indicator supported - Glow Indicator Glow indicator - 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 No. 1 - Throttl Sensor #2 Volt % Throttle sensor positioning No. 2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle actuator - Throttle Position Throttle valve opening angle When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated using information from mass air flow meter sub-assembly When the engine stalls, is difficult to start, or idles roughly ISC Position Requested throttle opening amount calculated using ISC control This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow). ISC Feedback Value ISC feedback amount When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learned airflow value When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Compensation flow rate according to electrical load When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Compensation flow rate according to air conditioner load When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Low engine speed control operation state When the engine stalls, is difficult to start, or idles roughly N Range Status Shift lever N status When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Intake air compensation flow rate When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Flow loss due to deposits This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when the engine stalls, is difficult to start, or idles roughly. When the ISC learned value is initialized by disconnecting the battery negative terminal or removing the fuses (EFI NO. 1 and ETCS fuses), performing the following procedures in order to quickly relearn the Deposit Loss Flow value. After the Deposit Loss Flow has been relearned, gradual fine adjustments will continue automatically. Start the engine cold and allow the engine to idle. After the engine is warmed up (engine coolant temperature is above 80°C [176°F]), allow the engine to idle for an additional 5 minutes. Turn the engine switch off and wait for 30 seconds. Start the engine again, and allow the engine to idle for 5 minutes. Injector (Port) Injection period - 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*1 Leak detection pump ON: Operating Current Fuel Type Current fuel type - 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*1 EVAP system vent valve ON: Closed EVAP Purge VSV EVAP purge VSV - Purge Cut VSV Duty Purge VSV duty - Target Air-Fuel Ratio Target air fuel ratio - AF Lambda B1S1 Fuel trim at air fuel ratio sensor (Bank 1) - AF Lambda B2S1 Fuel trim at air fuel ratio sensor (Bank 2) - AFS Voltage B1S1 Air fuel ratio sensor output (Bank 1) - AFS Voltage B2S1 Air fuel ratio sensor output (Bank 2) - AFS Current B1S1 Air fuel ratio sensor current (Bank 1) - AFS Current B2S1 Air fuel ratio sensor current (Bank 2) - A/F Heater Duty #1 Air fuel ratio heater duty ratio (Bank 1) - A/F Heater Duty #2 Air fuel ratio heater duty ratio (Bank 2) - O2S B1S2 Heated oxygen sensor output (Bank 1) - O2S B2S2 Heated oxygen sensor output (Bank 2) - 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 (Bank 1) - O2 Heater B2S2 Heated oxygen sensor heater (Bank 2) - O2 Heater Curr Val B1S2 Heated oxygen sensor current (Bank 1) - O2 Heater Curr Val B2S2 Heated oxygen sensor current (Bank 2) - 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 - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6 cylinder) When the engine stalls, is difficult to start, or idles roughly ACIS VSV Intake air control valve assembly for acoustic control induction system - AICV VSV Vacuum switching valve for air intake control system - Actual VVT Angle #1 VVT displacement angle for bank 1 - Actual VVT Angle #2 VVT displacement angle for bank 2 - Actual VVT Ex Angle #1 Exhaust VVT displacement angle for bank 1 - Actual VVT Ex Angle #2 Exhaust VVT displacement angle for bank 2 - VVT Control Status #1 VVT control status (Bank 1) - VVT Control Status #2 VVT control status (Bank 2) - VVT Advance Fail VVT control failure status - 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 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 - Immobiliser Communication Immobiliser communication - 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*1 Cumulative time after engine switch off - TC and TE1 TC and TE1 terminals of DLC3 - Ignition Trig. Count Ignition count - Cylinder #1 Misfire Count No. 1 Cylinder misfire count - Cylinder #2 Misfire Count No. 2 Cylinder misfire count - Cylinder #3 Misfire Count No. 3 Cylinder misfire count - Cylinder #4 Misfire Count No. 4 Cylinder misfire count - Cylinder #5 Misfire Count No. 5 Cylinder misfire count - Cylinder #6 Misfire Count No. 6 Cylinder misfire count - All Cylinders Misfire Count All cylinder misfire count - Misfire RPM Engine speed for first misfire range - Misfire Load Engine load for first misfire range - Misfire Margin Misfire monitoring - Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected) - Engine Speed (Starter Off) Engine speed when starter off When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after engine switch turned on (IG) When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance driven during previous trip Before 5 seconds elapse after starting the engine, which is DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. HINT: Run Dist of Previous Trip in freeze frame data which were present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of Data List (real-time measurements), or for freeze frame data which were present when the DTCs other than P1604 were detected, the value indicates the distance driven during the current trip. Engine Starting Time Time elapsed before engine starts (after starter turns on until engine speed reaches 400 RPM) When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Engine coolant temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated temperature) When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature for A/C When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of hesitation during engine start When the engine stalls, is difficult to start, or idles roughly Low Rev for Eng Start History of low engine speed after engine start When the engine stalls, is difficult to start, or idles roughly Minimum Engine Speed Minimum engine speed When the engine stalls, is difficult to start, or idles roughly A/F Learn Value Idle #1 Air fuel ratio learn value of idle area for bank 1 - A/F Learn Value Low #1 Air fuel ratio learn value of low load area for bank 1 - A/F Learn Value Mid1 #1 Air fuel ratio learn value of middle1 load area for bank 1 - A/F Learn Value Mid2 #1 Air fuel ratio learn value of middle2 load area for bank 1 - A/F Learn Value High #1 Air fuel ratio learn value of high load area for bank 1 - A/F Learn Value Idle #2 Air fuel ratio learn value of idle area for bank 2 - A/F Learn Value Low #2 Air fuel ratio learn value of low load area for bank 2 - A/F Learn Value Mid1 #2 Air fuel ratio learn value of middle1 load area for bank 2 - A/F Learn Value Mid2 #2 Air fuel ratio learn value of middle2 load area for bank 2 - A/F Learn Value High #2 Air fuel ratio learn value of high load area for bank 2 - ACM Duty vacuum switching valve for active control engine mount duty ratio - Electric Fan Motor Electric fan motor (Cooling fan motor) - Brake Override System Brake override system status - Idle Fuel Cut Idle fuel cut ON: when throttle valve fully closed and engine speed over 2500 RPM FC TAU Fuel cut during very light load Fuel cut being performed under very light load to prevent incomplete engine combustion Immobiliser Fuel Cut Status of immobiliser fuel cut - Immobiliser Fuel Cut History Status of the immobiliser fuel cut history - 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 - A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output for bank 1 - A/F Sensor Determination (worst value) #2 Worst judgment value of air fuel ratio sensor output for bank 2 - Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (cylinder 1) - Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (cylinder 2) - Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (cylinder 3) - Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (cylinder 4) - Engine Speed Fluctuation Avg (worst value) #5 Worst value of average engine speed fluctuation (cylinder 5) - Engine Speed Fluctuation Avg (worst value) #6 Worst value of average engine speed fluctuation (cylinder 6) - Received MIL from ECT MIL status from ECT - Shift Position Sig from ECT Shift position signal from ECT - A/T Oil Temp from ECT ATF temperature from ECT - SPD (NO) Output shaft speed - SPD (NT) Input turbine speed - ECT Lock Up ECT lock up status - SPD (NC)*2 Counter gear speed - Overdrive Cut Switch #1 Overdrive cut signal (for cruise control) - 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 - Shift SW Status (N, P Range) Supported Status of park/neutral position switch assembly (N or P) supported - Shift SW Status (N, P Range) Park/neutral position switch assembly status (P or N) - 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 - Shift SW Status (D Range) Park/neutral position switch assembly status - Snow or 2nd Start Mode Snow or 2nd start mode status - *1: except Mexico models *2: for U880F

CHECK MODE PROCEDURE [03/2012 - ]

HINT

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

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

Scheme 40

1. CHECK MODE PROCEDURE Check and ensure the following conditions: Positive (+) battery voltage 11 V or more. Throttle valve fully closed. Shift lever in P or N. A/C switch off. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / Check Mode. Switch the ECM from normal mode to check mode. Make sure that the MIL flashes as shown in the illustration. Start the engine. Make sure that the MIL turns off. Duplicate the conditions of the malfunction described by the customer. Check for DTCs and freeze frame data using the Techstream.

FAIL-SAFE CHART [03/2012 - ]

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

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