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

DATA LIST / ACTIVE TEST [07/2012 - ]

1. DATA LIST HINT: Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time. NOTE: In the table below, the values listed under "Normal Condition" are 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 (0 mph), Max.: 255 km/h (158 mph) 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/s, Max.: 655.35 gm/s 2 to 5 gm/s: Idling 8 to 19 gm/s: 2500 rpm 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: Min.: 0 kPa (0 mmHg, 0 in. Hg), Max.: 255 kPa (1912 mmHg, 75 in. Hg) Equivalent to atmospheric pressure (absolute pressure) - Coolant Temp Engine coolant temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) 75 to 100°C (167 to 212°F): After warming up If value -40°C (-40°F): sensor circuit open If value more than 135°C (275°F): sensor circuit shorted Intake Air Intake air temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient air temperature If value -40°C (-40°F): sensor circuit open If value more than 128°C (262°F): sensor circuit shorted Engine Run Time Engine run time: Min.: 0 s, Max.: 65535 s Time after engine start - Initial Engine Coolant Temp Initial engine coolant temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) Engine coolant temperature at engine start - Initial Intake Air Temp Initial intake air temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) Intake air temperature at engine start - Battery Voltage Battery voltage: Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling - Glow Indicator Supported Glow indicator supported: Supported or Unsupported - - Glow Indicator Glow indicator: ON or OFF - - 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 fully released 52 to 90%: Accelerator pedal fully depressed - Accel Sens. No. 2 Volt % Absolute accelerator pedal position No. 2: Min.: 0%, Max.: 100% 24 to 40%: Accelerator pedal fully released 68 to 95%: Accelerator pedal fully depressed - Accel Sensor Out No. 1 Accelerator pedal position sensor No. 1 voltage: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal fully released 2.6 to 4.5 V: Accelerator pedal fully depressed - Accel Sensor Out No. 2 Accelerator pedal position sensor No. 2 voltage: Min.: 0 V, Max.: 4.98 V 1.2 to 2.0 V: Accelerator pedal fully released 3.4 to 4.75 V: Accelerator pedal fully depressed - Accelerator Idle Position Whether or not accelerator pedal position sensor detecting idle: ON or OFF ON: Idling - Accel Fully Close Learn #1 Accelerator fully closed learning value No. 1: Min.: 0 deg, Max.: 124.5 deg - - Accel Fully Close Learn #2 Accelerator fully closed learning value No. 2: Min.: 0 deg Max.: 124.5 deg - - Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor No. 1: Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal fully 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 fully released 92 to 100%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA2 ST1 Brake pedal signal: ON or OFF ON: Brake pedal depressed - System Guard System guard: ON or OFF - - Open Side Malfunction Open side malfunction: ON or OFF - - Throttle Idle Position Whether or not throttle position sensor detecting idle: ON or OFF ON: Accelerator pedal fully released OFF: Accelerator pedal fully depressed - Throttle Require Position Required throttle position: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling - Throttle Sensor Position *1 Throttle position sensor: Min.: 0%, Max.: 100% 0%: Accelerator pedal fully released 50 to 80%: Accelerator pedal fully depressed Recognition value for throttle opening angle on ECM Throttle Position No. 1 Throttle position sensor No. 1 output voltage: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal fully released 3.2 to 4.8 V: Accelerator pedal fully depressed 0.6 to 1.4 V: Fail-safe operating - Throttle Position No. 2 Throttle position sensor No. 2 output voltage: Min.: 0 V, Max.: 4.98 V 2.1 to 3.1 V: Accelerator pedal fully released 4.6 to 4.98 V: Accelerator pedal fully depressed 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value: Min.: 0 V, Max.: 4.980 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1: Min.: 0 V, Max.: 4.980 V 0.6 to 1.4 V - Throttle Sens Open Pos #2 Throttle sensor opener position No. 2: Min.: 0 V, Max.: 4.980 V 1.7 to 2.5 V - Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling - Throttle Motor DUTY Throttle actuator: Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up - Throttle Motor Duty (Open) Throttle actuator duty ratio (open): Min.: 0%, Max.: 255% 0 to 40%: Idling - Throttle Motor Duty (Close) Throttle actuator duty ratio (closed): Min.: 0%, Max.: 255% 0 to 40%: Idling - Throttle Fully Close Learn Throttle valve fully closed (learned value): Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal fully released - +BM Voltage +BM voltage: Min.: 0 V, Max.: 79.998 V 11 to 14 V: Engine switch on (IG) and system normal - Actuator Power Supply Actuator power supply: ON or OFF ON: Engine switch on (IG) and system normal OFF: Electronic throttle control system has failed - Throttle Position Throttle valve opening angle: Min.: 0 deg, Max.: 499.99 deg - - ISC Flow Flow rate calculated using information from mass air flow meter sub-assembly: Min.: 0 L/s, Max.: 79.99 L/s - When the engine stalls, is difficult to start, or idles roughly ISC Position Requested throttle opening amount calculated using ISC control: Min.: 0 deg, Max.: 499.99 deg - This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow). ISC Feedback Value ISC feedback amount: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learned airflow value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Compensation flow rate according to electrical load: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Compensation flow rate according to air conditioner load: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Low engine speed control operation state: ON or OFF - When the engine stalls, is difficult to start, or idles roughly N Range Status Shift lever N status: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Intake air compensation flow rate: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Flow loss due to deposits: Min.: -40 L/s, Max.: 39.99 L/s - This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when the engine stalls, is difficult to start, or idles roughly. When the ISC learned value is initialized by disconnecting the 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: 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 ON: Idling - Fuel Pump/Speed Status Fuel pump/status: ON or OFF ON: Cranking - Vacuum Pump*3 Key-off EVAP system leak detection pump status: ON or OFF - - Current Fuel Type Current fuel type Gasoline/petrol - 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 - Purge Density Learn Value Learning value of purge density: Min.: -200, Max.: 199.993 -40 to 0: Idling - Vapor Pressure Pump*3 Vapor pressure: Min.: 0 kPa (0 mmHg(abs), 0 in. Hg), Max.: 1441.77 kPa (10814.71 mmHg(abs), 425.32 in. Hg) - Pressure inside fuel tank monitored by vapor pressure sensor Vapor Pressure (Calculated) Vapor pressure (calculated): Min.: -720.896 kPa (-5407.441 mmHg(abs), -212.662 in. Hg), Max.:720.874 kPa (5407.276 mmHg(abs), 212.656 in. Hg) - Pressure inside fuel tank monitored by vapor pressure sensor EVAP System Vent Valve*3 Key-off EVAP system vent valve status: ON or OFF - - EVAP Purge VSV Purge VSV status for EVAP control: ON or OFF - - Purge Cut VSV Duty Purge VSV duty: Min.: 0%, Max.:399.9% - - Target Air-Fuel Ratio Target air fuel ratio: Min.: 0, Max.: 1.999 0.8 to 1.2: Idling - AF Lambda B1S1 Short-term fuel trim associated with bank 1 sensor 1: Min.: 0, Max.: 1.99 Value less than 1 (0.00 to 0.99) =Rich Stoichiometric air fuel ratio=1 Value greater than 1 (1.01 to 1.99) = Lean - AF Lambda B2S1 Short-term fuel trim associated with bank 2 sensor 1: Min.: 0, Max.: 1.99 Value less than 1 (0.00 to 0.99) =Rich Stoichiometric air fuel ratio=1 Value greater than 1 (1.01 to 1.99) = Lean - AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1: Min.: 0 V Max.: 7.99 V 2.8 to 3.8 V: Idling Performing 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.: 7.99 V 2.8 to 3.8 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of 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.: 4.999 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor current for bank 2 sensor 2: Min.: 0 A, Max.: 4.999 A - - Short FT #1 Short-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -15 to 15% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -15 to 15% Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central value Air fuel ratio feedback leaning is divided up according to the engine operating range (engine speed x load), and separate value are stored for each operating range. "Long FT #1" indicates the learned value for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the leaned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range. A/F Learn Value Idle #1 Air fuel ratio learn value of idle area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when idle with the engine warmed up (coolant temperature is 80°C (176°F)). A/F Learn Value Low #1 Air fuel ratio learn value of low load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F)) and operating in the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid1 #1 Air fuel ratio learn value of middle1 load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F)) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid2 #1 Air fuel ratio learn value of middle2 load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F)) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts). A/F Learn Value High #1 Air fuel ratio learn value of high load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F)) and operating in the high load range (when the range of engine loads is divided into four parts). Total FT #1 Total fuel trim of bank 1 Average value for fuel trim system of bank 1: Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Short FT #2 Short-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% -15 to 15% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #2 Long-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% -15 to 15% Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central value Air fuel ratio feedback leaning is divided up according to the engine operating range (engine speed x load), and separate value are stored for each operating range. "Long FT #2" indicates the learned value for the current operating range. [A/F Learn Value Idle #2], [A/F Learn Value Low #2], [A/F Learn Value Mid1 #2], [A/F Learn Value Mid2 #2] and [A/F Learn Value High #2] indicate the leaned values for the different operating ranges. The learned value that is the same as "Long FT #2" indicates the current engine operating range. A/F Learn Value Idle #2 Air fuel ratio learn value of idle area for bank 2: Min.: -50%, Max.: 49.6% - Learning is performed when idle with the engine warmed up (coolant temperature is 80°C (176°F)). A/F Learn Value Low #2 Air fuel ratio learn value of low load area for bank 2: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F)) and operating in the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid1 #2 Air fuel ratio learn value of middle1 load area for bank 2: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F)) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid2 #2 Air fuel ratio learn value of middle2 load area for bank 2: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F)) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts). A/F Learn Value High #2 Air fuel ratio learn value of high load area for bank 2: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F)) and operating in the high load range (when the range of engine loads is divided into four parts). Total FT #2 Total fuel trim of bank 2 Average value for fuel trim system of bank 2: Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Fuel System Status #1 Fuel system status (bank 1): OL or CL or OLDrive or OLFault or CLFault or Unused CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning Fuel System Status #2 Fuel system status (bank 2): OL or CL or OLDrive or OLFault or CLFault or Unused CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning IGN Advance Ignition timing advance for No. 1 cylinder: Min.: -64 deg, Max.: 63.5 deg 9.5 to 24.5 deg: Idling - Knock Feedback Value Feedback value of knocking: Min: -1024 deg(CA), Max.: 1023.9 deg(CA) -22 to 0 deg(CA): Driving at 44 mph (70 km/h) - Knock Correct Learn Value Correction learning value of knocking: Min: -1024 deg(CA), Max.: 1023.9 deg(CA) 0 to 22 deg(CA): Driving at 44 mph (70 km/h) - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1 cylinder): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - 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): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - 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): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - 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): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - 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): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - 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): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - When the engine stalls, is difficult to start, or idles roughly ACIS VSV Intake air control valve assembly for acoustic control induction system status: ON or OFF ON: Closed OFF: Open - 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 Advance Fail VVT control failure status: ON or OFF - - VVT Aim Angle #1 *2 VVT aim angle (bank 1): Min.: 0%, Max.: 399.9% - VVT duty signal value during intrusive operation VVT Change Angle #1 *2 VVT change angle (bank 1): Min.: 0 DegFR, Max.: 639.9 DegFR - Displacement angle during intrusive operation VVT OCV Duty #1 *2 VVT camshaft timing oil control valve assembly operation duty: Min.: 0%, Max.: 399.9% - 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.: 639.9 DegFR - 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% - 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% - - VVT Ex Chg Angle #1 *2 VVT exhaust change angle (bank 1): Min.: 0 DegFR, Max.: 639.9 DegFR - - VVT Ex OCV Duty #1 *2 VVT exhaust camshaft timing oil control valve assembly duty (bank 1): Min.: 0%, Max.: 399.9% - - VVT Ex Hold Lrn Val #2 *2 VVT exhaust hold duty ratio learning value (bank 2): Min.: 0%, Max.: 399.9% - - VVT Ex Chg Angle #2 *2 VVT exhaust change angle (bank 2): Min.: 0 DegFR, Max.: 639.9 DegFR - - VVT Ex OCV Duty #2 *2 VVT exhaust camshaft timing oil control valve assembly duty (bank 2): Min.: 0%, Max.: 399.9% - - VN Turbo Type Variable nozzle turbo type: Not Avl or Commo or Vacuum or CAN Com Not Avl (Unused) - Catalyst Temp B1S1 Catalyst temperature (bank 1, sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp B2S1 Catalyst temperature (bank 2, sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp B1S2 Catalyst temperature (bank 1, sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp B2S2 Catalyst temperature (bank 2, sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Starter Signal Starter signal: Close or Open Open: Starter signal on Close: Starter signal off - Power Steering Signal 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 [03/2012 - ]»(ref-602560-S11934770342014030500000) 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 - - Fuel System Monitor Fuel system monitor: Not Avl or Avail - - Misfire Monitor Misfire monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor: Compl or Incmpl - - O2S (A/FS) Heater Monitor 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) Number of codes: Min.: 0, Max.: 255 - Number of detected DTCs MIL MIL status: ON or OFF ON: MIL on - MIL ON Run Distance Distance driven with MIL on: Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile) 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 (0 mile), Max.: 65535 km (40723 mile) 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 (0 mile), Max.: 65535 Km (40723 mile) - - IG OFF Elapsed Time*3 Time after engine switch off: Min.: 0 min, Max.: 655350 min - - OBD Requirements OBD requirement OBDll (California ARB) - Number of Emission DTC Emission related DTCs: Min.: 0, Max.: 127 Number of emission related DTCs - TC and TE1 TC and TE1 terminals of DLC3: ON or OFF - - Ignition Trig. Count Ignition counter: Min.: 0, Max.: 65535 0 to 600 - Cylinder #1 Misfire Count Misfire count of cylinder 1: Min.: 0, Max.: 255 0 - Cylinder #2 Misfire Count Misfire count of cylinder 2: Min.: 0, Max.: 255 0 - Cylinder #3 Misfire Count Misfire count of cylinder 3: Min.: 0, Max.: 255 0 - Cylinder #4 Misfire Count Misfire count of cylinder 4: Min.: 0, Max.: 255 0 - Cylinder #5 Misfire Count Misfire count of cylinder 5: Min.: 0, Max.: 255 0 - Cylinder #6 Misfire Count Misfire count of cylinder 6: Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire count: Min.: 0, Max.: 255 0 to 35 - Misfire RPM Engine speed for first misfire range: Min.: 0 rpm, Max.: 6375 rpm 0 rpm: Misfire 0 - Misfire Load Engine load for first misfire range: Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Misfire Margin Misfire monitoring: Min.: -128%, Max.: 127% 0 to 127%: Idling Misfire detecting margin Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire: Not Avl or Avail Avail: Catalyst overheat misfire prevention fuel cut available Not Avl: Catalyst overheat misfire prevention fuel cut not available - Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire: ON or OFF ON: Fuel cut operation history exists - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected): ON to OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Engine Speed (Starter Off) Engine speed when starter off: Min.: 0 rpm, Max.: 51199 rpm - 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): Min.: 0, Max.: 255 - When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance driven during previous trip: Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile) - 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): Min.: 0 ms, Max.: 655350 ms - When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Engine coolant temperature during previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air temperature during previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated temperature): Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature during previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature for A/C: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature during previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of hesitation during engine start: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Low Rev for Eng Start History of low engine speed after engine start: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Minimum Engine Speed Minimum engine speed: Min.: 0 rpm, Max.: 51199 rpm - When the engine stalls, is difficult to start, or idles roughly ACM Duty vacuum switching valve for active control engine mount duty control: Min.: 0%, Max.: 255% - - Electric Fan Motor Electric fan motor: ON or OFF - - Brake Override System Brake override system status: ON or OFF ON: Brake override system 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 Immobiliser Fuel Cut Status of immobiliser fuel cut: ON or OFF - - Immobiliser Fuel Cut History Status of the immobiliser fuel cut history: ON or OFF - - 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*4 or ECT 8th*5 Destination Destination - Identifies destination: A (America) Model Year Model year - Identifies model year: 2013 System Identification System identification - Identifies engine system: Gasoline (gasoline engine) Engine Speed of Cyl #1 Engine speed for cylinder 1: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #2 Engine speed for cylinder 2: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #3 Engine speed for cylinder 3: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #4 Engine speed for cylinder 4: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #5 Engine speed for cylinder 5: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #6 Engine speed for cylinder 6: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed Av Engine Speed of All Cyl Engine speed for all cylinders: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test 51199 rpm: Active Test not performed A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output for bank 1: Min.: -1, Max.: 0.99 0.00 - A/F Sensor Determination (worst value) #2 Worst judgment value of air fuel ratio sensor output for bank 2: Min.: -1, Max.: 0.99 0.00 - Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (cylinder 1): Min.: 0, Max.: 2.55 0.00 - Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (cylinder 2): Min.: 0, Max.: 2.55 0.00 - Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (cylinder 3): Min.: 0, Max.: 2.55 0.00 - Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (cylinder 4): Min.: 0, Max.: 2.55 0.00 - Engine Speed Fluctuation Avg (worst value) #5 Worst value of average engine speed fluctuation (cylinder 5): Min.: 0, Max.: 2.55 0.00 - Engine Speed Fluctuation Avg (worst value) #6 Worst value of average engine speed fluctuation (cylinder 6): Min.: 0, Max.: 2.55 0.00 - 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 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) Warmed up engine 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 - SPD (NT) Input turbine speed: Min.: 0 rpm, Max.: 12750 rpm - - ECT Lock up Lock up: ON or OFF ON: Lock up operating - SPD (NC)*5 Counter gear speed: Min.: 0 rpm, Max.: 12750 rpm - - Overdrive Cut Switch #1 Status of the Overdrive Cut Switch No. 1: ON or OFF - - 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 Shift SW Status (N, P Range) Supported Status of park/neutral position switch assembly (N or P) supported: Supp or Unsupp - - Shift SW Status (N, P Range) Park/neutral position switch assembly status (P or N): ON or OFF ON: Shift lever not in P or N OFF: Shift lever in P or N - 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*4 or M*5, "+" or "-" OFF: Shift lever not in S*4 or M*5, "+" and "-" - Shift SW Status (D Range) Park/neutral position switch assembly status: ON or OFF ON: Shift lever in D, S*4 or M*5 OFF: Shift lever not in D, S*4 or M*5 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 Snow or 2nd Start Mode Status of the Snow or 2nd Start Mode: ON or OFF - - 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. *3: except Mexico models *4: except U880F *5: for U880F 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 fine graduations within control range To conduct test, enter the following menus: Active Test / Control the Injection Volume / AFS Voltage B1S1, AFS Voltage B2S1, O2S B1S2 and O2S B2S2 Control the Injection Volume for A/F Sensor Change injection volume -12.5%/0%/12.5% 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 / 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 The purge VSV is opened with a 30% duty ratio 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 vacuum switching valve for active control engine mount 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/OFF 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 camshaft timing oil control valve assembly operated by 100% Test possible while engine idling DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT 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 DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT Linear (Bank 2) Control 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 camshaft timing oil control valve assembly operated by 100% Test possible during idle DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 2) Turn on and off 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 DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT Exhaust Linear (Bank 1) Control 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 camshaft timing oil control valve assembly operated by 100% Test is possible during idle DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT Exhaust Linear (Bank 2) Control 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 camshaft timing oil control valve assembly operated by 100% Test is possible during idle DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Activate the Vacuum Pump*1 Leak detection pump ON/OFF - Activate the VSV for Vent Valve*1 Vent valve ON/OFF - Activate the VSV for AICS Activate vacuum switching valve for air intake control valve ON/OFF - Control the Select Cylinder Fuel Cut Select cylinder (cylinder #1 to #6) injector fuel cut #1/#2/#3/#4/#5/#6 ON/OFF Test possible while vehicle stopped and engine idling.*2 Control the All Cylinders Fuel Cut All cylinders fuel cut ON/OFF Test possible while vehicle stopped and engine idling.*2 Check the Cylinder Compression*3 Check the cylinder compression pressure ON/OFF Fuel injection and ignition stopped in all cylinders. Check the Imbalance Cylinder Selected cylinder (cylinder #1 to #6) fuel injection volume change Between 50 and 200% Perform the test with the engine warmed up and idling and the shift lever in P. At the time this Active Test item is entered = 100% Below 100% = Fuel injection volume is decreased Higher than 100% = Fuel injection volume is increased To conduct the test, enter the following menus: Powertrain / Engine / Active Test / Check the Imbalance Cylinder / A/F Sensor Determination (worst value) and Engine Speed Fluctuation Avg (worst value). Refer to DTC P219A, P219B. Refer to «DTC P219A: Bank 1 Air-Fuel Ratio Imbalance; DTC P219B: Bank 2 Air-Fuel Ratio Imbalance»(ref-602700-S39531345952014030500000) . *1: Except for Mexico models NOTE: *2: If the display of the Data List item Catalyst OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. If the display of the Data List item Catalyst OT MF F/C item is Avail, perform this Active Test as described below. Stop the engine, turn the engine switch on (IG). Enter the Control the Select Cylinder Fuel Cut. Select the cylinder for fuel cut (cylinder #1 to #6) and turn the Active Test ON (press the RIGHT or LEFT button). Start the engine. HINT: *3: In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is lower than the other cylinders. Warm up the engine. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test / Check the Cylinder Compression. HINT: To display the entire Data List, press the pull down menu button next to Primary. Then select Compression. Push the snapshot button to turn the snapshot function on. HINT: Using the snapshot function, data can be recorded during the Active Test. While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON. HINT: After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode. Crank the engine for about 10 seconds. HINT: Continue to crank the engine until the values change from the default value (51199 rpm). NOTE: Do not crank the engine continuously for 20 seconds or more. If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine. Use a fully-charged battery. Monitor the engine speed (Engine Speed of Cyl #1 to #6) displayed on the Techstream. HINT: At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops. NOTE: If the Active Test is changed to OFF while the engine is being cranked, the engine will start. Push the snapshot button to turn the snapshot function off. Select "Stored Data" on the Techstream screen, select the recorded data and display the data as a graph. HINT: If the data is not displayed as a graph, the change of the values cannot be observed. Check the change in engine speed values. HINT: As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.
3. SYSTEM CHECK HINT: Performing a System Check enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. The System Check can be performed with 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 Test Part Control Range Diagnostic Note Evaporative System Check (Automatic Mode) Perform 6 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If no pending DTCs output after performing this test, system functioning normally Refer to EVAP system Inspection Procedure. Refer to «INSPECTION PROCEDURE»(ref-602700-S25295050522014030500000) Evaporative System Check (Manual Mode) Perform 6 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 Inspection Procedure. Refer to «INSPECTION PROCEDURE»(ref-602700-S25295050522014030500000)

DIAGNOSTIC TROUBLE CODE CHART [03/2012 - 07/2012]

HINT

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

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

*2: Only for Mexico models

SFI SYSTEM

DIAGNOSTIC TROUBLE CODE CHART [07/2012 - ]

HINT

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

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

*2: Only for Mexico models

SFI SYSTEM