Engine Control System (1GR-FE) (Diagnostics - Introduction): Diagnosis Toyota 4Runner V

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO DLC3* HINT: If the display indicates a communication fault in the Techstream, inspect the DLC3. NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* HINT: If necessary, record or print DTCs and freeze frame data. Check DTC, refer to «DTC CHECK / CLEAR»(ref-421952-S20670569172011092600000) . Check Freeze Frame Data, refer to «FREEZE FRAME DATA»(ref-421952-S05337952652011092600000) . NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* Clear DTC, refer to «DTC CHECK / CLEAR»(ref-421952-S20670569172011092600000) . Clear Freeze Frame Data, refer to «FREEZE FRAME DATA»(ref-421952-S05337952652011092600000) . NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SET CHECK MODE DIAGNOSIS* Refer to Check Mode Procedure, refer to «CHECK MODE PROCEDURE»(ref-421952-S25071577192011092600000) . NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: If the engine does not start, first perform the "Check DTC" procedures and "Conduct Basic Inspection" procedures below. Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO 10 STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS NEXT: Go to next step
10. CHECK FOR DTC* Refer to DTC Check / Clear, refer to «DTC CHECK / CLEAR»(ref-421952-S20670569172011092600000) . Result Proceed to Trouble code output A No code output B B --> GO TO 12 STEP 12 A: Go to next step
11. REFER TO DTC CHART Refer to Diagnostic Trouble Code Chart, refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-421952-S27905813582011092600000) . NEXT --> GO TO 14 STEP 14
12. CONDUCT BASIC INSPECTION Refer to Basic Inspection, refer to «BASIC INSPECTION»(ref-421952-S38077120302011092600000) . Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO 17 STEP 17 A: Go to next step
13. REFER TO PROBLEM SYMPTOMS TABLE Refer to Problem Symptoms Table, refer to «PROBLEM SYMPTOMS TABLE»(ref-421952-S22152412832011092600000) . Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT Refer to ECM Power Source Circuit, refer to «ECM Power Source Circuit»(ref-422119-S26633688592011092600000) . NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS Refer to Check for Intermittent Problems, refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-421952-S26737171072011092600000) . NEXT --> GO TO STEP 18
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

BASIC INSPECTION

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

1. CHECK BATTERY VOLTAGE NOTE: Conduct this check with the engine stopped and the ignition switch off. Result Proceed to 11 V or higher OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO «PROBLEM SYMPTOMS TABLE»(ref-421952-S22152412832011092600000) PROBLEM SYMPTOMS TABLE OK: Go to next step
3. CHECK WHETHER ENGINE STARTS NG --> GO TO STEP 6 OK: Go to next step
4. CHECK AIR FILTER Visually check that the air filter is not excessively contaminated with dirt or oil. NG --> REPLACE AIR FILTER OK: Go to next step
5. CHECK IDLING SPEED NG --> TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARK NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO «PROBLEM SYMPTOMS TABLE»(ref-421952-S22152412832011092600000) PROBLEM SYMPTOMS TABLE

PROBLEM SYMPTOMS TABLE

HINT

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

SFI SYSTEM

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Scheme 12

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Scheme 15

Scheme 16

Scheme 17

1. CHECK ECM Measure the voltage of the ECM connectors. HINT: The standard voltage between each pair of ECM terminals is shown in the table below. The appropriate conditions for checking each pair of terminals are also indicated. The result of checks should be compared with the standard voltage for that pair of terminals, displayed in the "Specified Condition" column. The illustration above can be used as a reference to identify the ECM terminal locations. Terminal No. (Symbol) Wiring Color Terminal Description Condition Specified Condition F51-24 (BATT) - B38-12 (E1) L - BR Battery (for measuring battery voltage and for ECM memory) Always 11 to 14 V B38-23 (+BM) - B38-12 (E1) P-L - BR Power source of throttle actuator Always 11 to 14 V F50-21 (IGSW) - B38-12 (E1) W - BR Ignition switch Ignition switch ON 11 to 14 V F51-22 (+B) - B38-12 (E1) W - BR Power source of ECM Ignition switch ON 11 to 14 V F51-23 (+B2) - B38-12 (E1) W - BR Power source of ECM Ignition switch ON 11 to 14 V B37-19 (OC1+) - B37-20 (OC1-) R-W - GR Camshaft timing oil control valve (for intake side of bank 1) Ignition switch ON Pulse generation (Scheme 3) B36-19 (OC2+) - B36-20 (OC2-) B-R - L-R Camshaft timing oil control valve (for intake side of bank 2) Ignition switch ON Pulse generation (Scheme 3) B37-21 (OE1+) - B37-22 (OE1-) G-B - B-R Camshaft timing oil control valve (for exhaust side of bank 1) Ignition switch ON Pulse generation (Scheme 3) B36-21 (OE2+) - B36-22 (OE2-) W-G - L Camshaft timing oil control valve (for exhaust side of bank 2) Ignition switch ON Pulse generation (Scheme 3) F51-9 (MREL) - B38-12 (E1) V - BR EFI MAIN relay Ignition switch ON 11 to 14 V B37-14 (VG) - B37-13 (E2G) L-W - B-W Mass air flow meter Idling, shift lever in P or N, A/C switch off 0.5 to 3.0 V B37-15 (THA) - B37-7 (ETHA) Y - G Intake air temperature sensor Idling, intake air temperature 20°C (68°F) 0.5 to 3.4 V B38-17 (THW) - B37-8 (ETHW) G - W-R Engine coolant temperature sensor Idling, engine coolant temperature 80°C (176°F) 0.2 to 1.0 V B38-13 (VCTA) - B38-14 (ETA) R - W Power source for throttle position sensor (fixed voltage) Ignition switch ON 4.5 to 5.5 V B38-15 (VTA1) - B38-14 (ETA) LG - W Throttle position sensor (for engine control) Ignition switch ON, throttle valve fully closed 0.5 to 1.1 V Ignition switch ON, throttle valve fully open 3.3 to 4.9 V B38-16 (VTA2) - B38-14 (ETA) G-W - W Throttle position sensor (for sensor malfunction detection) Ignition switch ON, throttle valve fully closed 2.1 to 3.1 V Ignition switch ON, throttle valve fully open 4.6 to 5.0 V F50-6 (VPA) - F50-3 (EPA) L - P Accelerator pedal position sensor (for engine control) Ignition switch ON, accelerator pedal released 0.5 to 1.1 V Ignition switch ON, accelerator pedal fully depressed 2.6 to 4.5 V F50-5 (VPA2) - F50-1 (EPA2) GR - W Accelerator pedal position sensor (for sensor malfunction detection) Ignition switch ON, accelerator pedal released 1.2 to 2.0 V Ignition switch ON, accelerator pedal fully depressed 3.4 to 5.0 V F50-4 (VCPA) - F50-3 (EPA) LG - P Power source of accelerator pedal position sensor (for VPA) Ignition switch ON 4.5 to 5.5 V F50-2 (VCP2) - F50-1 (EPA2) R - W Power source of accelerator pedal position sensor (for VPA2) Ignition switch ON 4.5 to 5.5 V B39-17 (HA1A) - B39-16 (E04) B39-19 (HA2A) - B39-16 (E04) R-L - W-B B-W - W-B Air fuel ratio sensor heater Idling Below 3.0 V Ignition switch ON 11 to 14 V B38-1 (A1A+) - B38-12 (E1) P -BR Air fuel ratio sensor Ignition switch ON 3.3 V* B38-2 (A1A-) - B38-12 (E1) V - BR Air fuel ratio sensor Ignition switch ON 3.0 V* B38-7 (A2A+) - B38-12 (E1) Y - BR Air fuel ratio sensor Ignition switch ON 3.3 V* B38-8 (A2A-) - B38-12 (E1) L - BR Air fuel ratio sensor Ignition switch ON 3.0 V* B39-12 (HT1B) - B39-11 (E03) B39-13 (HT2B) - B39-11 (E03) L-R - W-B L - W-B Heated oxygen sensor heater Idling Below 3.0 V Ignition switch ON 11 to 14 V B36-2 (OX1B) - B36-1 (EX1B) B36-4 (OX2B) - B36-3 (EX2B) W - G-B G - GR Heated oxygen sensor Engine speed maintained at 2500 RPM for 2 minutes after warming up sensor Pulse generation (Scheme 4) B39-6 (#10) - B39-14 (E01) B39-1 (#20) - B39-14 (E01) B39-7 (#30) - B39-14 (E01) B39-2 (#40) - B39-14 (E01) B39-8 (#50) - B39-14 (E01) B39-3 (#60) - B39-14 (E01) L - W-B B - W-B R - W-B G - W-B Y - W-B GR - W-B Fuel injector Ignition switch ON 11 to 14 V Idling Pulse generation (Scheme 5) B37-11 (KNK1) - B37-12 (EKNK) B37-5 (KNK2) - B37-6 (EKN2) B - W G - R Knock sensor Engine speed maintained at 4000 RPM after warming up engine Pulse generation (Scheme 6) B36-15 (VCV1) - B38-12 (E1) P-L - BR Power source for VVT sensor (specific voltage) Ignition switch ON 4.5 to 5.5 V B36-16 (VCV2) - B38-12 (E1) LG-B - BR Power source for VVT sensor (specific voltage) Ignition switch ON 4.5 to 5.5 V B36-9 (VV1+) - B36-10 (VV1-) B-W - V VVT sensor (intake side of bank 1) Idling Pulse generation (Scheme 7) B36-12 (VV2+) - B36-11 (VV2-) G - GR VVT sensor (intake side of bank 2) Idling Pulse generation (Scheme 7) B36-13 (EV1+) - B36-14 (EV1-) W-R - R-B VVT sensor (exhaust side of bank 1) Idling Pulse generation (Scheme 8) B36-18 (EV2+) - B36-17 (EV2-) LG - P VVT sensor (exhaust side of bank 2) Idling Pulse generation (Scheme 8) B36-6 (NE+) - B36-5 (NE-) B - W Crankshaft position sensor Idling Pulse generation (Scheme 7) B38-24 (IGT1) - B38-12 (E1) B38-25 (IGT2) - B38-12 (E1) B38-26 (IGT3) - B38-12 (E1) B38-27 (IGT4) - B38-12 (E1) B38-28 (IGT5) - B38-12 (E1) B37-25 (IGT6) - B38-12 (E1) R-Y - BR W-R - BR G-B - BR LG-B - BR GR - BR L-W - BR Ignition coil (ignition signal) Idling Pulse generation (Scheme 9) B38-6 (IGF1) - B38-12 (E1) G-R - BR Ignition coil (ignition confirmation signal) Ignition switch ON 4.5 to 5.5 V Idling Pulse generation (Scheme 9) B38-18 (PRG) - B38-12 (E1) P - BR Purge VSV Ignition switch ON 11 to 14 V Idling Pulse generation (Scheme 10) F51-18 (SPD) - B38-12 (E1) SB - BR Vehicle speed signal from combination meter Driving at 20 km/h (12 mph) Pulse generation (Scheme 11) F50-10 (STA) - B38-12 (E1) W - BR Starter signal Cranking 5.5 V or higher B37-2 (NSW) - B38-12 (E1) B - BR Starter relay control Ignition switch ON Below 1.5 V Cranking 6.0 V or higher F50-18 (STP) - B38-12 (E1) V - BR Stop light switch Brake pedal depressed 7.5 to 14 V Brake pedal released Below 1.5 V F51-8 (ST1-) - B38-12 (E1) B - BR Stop light switch (opposite to voltage at STP terminal) Ignition switch ON, brake pedal depressed Below 1.5 V Ignition switch ON, brake pedal released 7.5 to 14 V B39-20 (M+) - B39-10 (ME01) P - W-B Throttle actuator Idling with warm engine Pulse generation (Scheme 12) B38-29 (M-) - B39-10 (ME01) L - W-B Throttle actuator Idling with warm engine Pulse generation (Scheme 13) F50-8 (FC) - B38-12 (E1) G - BR Fuel pump control Engine stopped and ignition switch ON 11 to 14 V Idling Below 1.5 V F51-3 (FPC) - B38-12 (E1) G - BR Fuel pump control Engine stopped and ignition switch ON Below 1.5 V F50-26 (DI) - B38-12 (E1) GR - BR Fuel pump control Engine stopped and ignition switch ON 0 to 3.0 V F51-13 (W) - B38-12 (E1) L - BR MIL Ignition switch ON Below 1.5 V Idling 11 to 14 V F50-28 (TC) - B38-12 (E1) R - BR Terminal TC of DLC3 Ignition switch ON 11 to 14 V F50-29 (TACH) - B38-12 (E1) P - BR Engine speed Idling Pulse generation (Scheme 14) F50-19 (VPMP) - B38-12 (E1) L - BR Vent valve (built into canister pump module) Ignition switch ON 11 to 14 V F50-7 (MPMP) - B38-12 (E1) B - BR Leak detection pump (built into canister pump module) Leak detection pump off Below 3 V Leak detection pump on 11 to 14 V B36-15 (VCV1) - B37-8 (ETHW) P-L - W-R Power source for canister pressure sensor (fixed voltage) Ignition switch ON 4.5 to 5.5 V B37-1 (PPMP) - B37-8 (ETHW) V - W-R Canister pressure sensor (built into canister pump module) Ignition switch ON 3 to 3.6 V F51-10 (ELS2) - B38-12 (E1) LG - BR Electric load Vehicle stationary, voltage inverter outputs more than 100 W 11 to 14 V Vehicle stationary, voltage inverter outputs 100 W or less 0 to 1.5 V B37-28 (ALT) - B38-12 (E1) L - BR Generator Ignition switch ON 11 to 14 V F50-32 (CANH) - B38-12 (E1) V - BR CAN communication line Ignition switch ON Pulse generation (Scheme 15) F50-31 (CANL) - B38-12 (E1) W - BR CAN communication line Ignition switch ON Pulse generation (Scheme 16) F50-34 (CANP) - B38-12 (E1) R - BR CAN communication line Ignition switch ON Pulse generation (Scheme 15) F50-33 (CANN) - B38-12 (E1) W - BR CAN communication line Ignition switch ON Pulse generation (Scheme 16) B37-16 (PSP) - B38-12 (E1) W-G - BR Power steering oil pressure sensor Ignition switch ON 0.5 to 4.5 V B37-29 (NEO) - B38-12 (E1) P - BR Engine speed signal to power management control ECU Idling with warm engine Pulse generation (Scheme 17) HINT: *: The ECM terminal voltage is constant regardless of the output voltage from the sensor. Waveform 1 CAMSHAFT TIMING OIL CONTROL VALVE Symbol Between OC1+ and OC1- Between OC2+ and OC2- Between OE1+ and OE1- Between OE2+ and OE2- Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling Waveform 2 HEATED OXYGEN SENSOR Symbol Between OX1B and EX1B Between OX2B and EX2B Tester Range 0.2 V/DIV., 200 msec./DIV. Condition Engine speed maintained at 2500 RPM for 2 minutes after warming up sensor HINT: In the Data List, item O2S B1S2 shows the ECM input values from the heated oxygen sensor. Waveform 3 FUEL INJECTOR NO. 1 (TO NO. 6) INJECTION SIGNAL Symbol Between #10 (to #60) and E01 Tester Range 20 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases. Waveform 4 KNOCK SENSOR Symbol Between KNK1 and EKNK Between KNK2 and EKN2 Tester Range 1 V/DIV., 1 msec./DIV. Condition Engine speed maintained at 4000 RPM after warming up engine HINT: The wavelength becomes shorter as the engine speed increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle. Waveform 5 CRANKSHAFT POSITION SENSOR AND VVT SENSOR Symbol Between NE+ and NE- Between VV1+ and VV1- Between VV2+ and VV2- Tester Range 5 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases. Waveform 6 CRANKSHAFT POSITION SENSOR AND VVT SENSOR Symbol Between NE+ and NE- Between EV1+ and EV1- Between EV2+ and EV2- Tester Range 5 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases. Waveform 7 IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM) Symbol Between IGT (1 to 6) and E1 Between IGF1 and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases. Waveform 8 PURGE VSV Symbol Between PRG and E1 Tester Range 10 V/DIV., 20 msec./DIV. Condition Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more. Waveform 9 VEHICLE SPEED SIGNAL Symbol Between SPD and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Driving at 20 km/h (12 mph) HINT: The wavelength becomes shorter as the vehicle speed increases. Waveform 10 THROTTLE ACTUATOR POSITIVE TERMINAL Symbol Between M+ and ME01 Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. Waveform 11 THROTTLE ACTUATOR NEGATIVE TERMINAL Symbol Between M- and ME01 Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. Waveform 12 ENGINE SPEED SIGNAL Symbol Between TACH and E1 Tester Range 5 V/DIV., 10 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases. Waveform 13 CAN COMMUNICATION SIGNAL Symbol Between CANH and E1 Between CANP and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine stopped and ignition switch ON HINT: The waveform varies depending on the CAN communication signal. Waveform 14 CAN COMMUNICATION SIGNAL Symbol Between CANL and E1 Between CANN and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine stopped and ignition switch ON HINT: The waveform varies depending on the CAN communication signal. Waveform 15 ENGINE SPEED SIGNAL Symbol Between NEO and E1 Tester Range 1 V/DIV., 2 msec./DIV. Condition Idling with warm engine

Scheme 18

1. DESCRIPTION When troubleshooting OBD (On-Board Diagnostics) II vehicles, the Techstream (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the ECM (Engine Control Module) can then be read. OBD II regulations require that the vehicle's on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system components. The powertrain control components which affect vehicle emissions. The computer itself. In addition, the applicable DTCs (Diagnostic Trouble Codes) prescribed by SAE J2012 are stored in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain stored in the ECM memory. To check DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data and a variety of engine data. The DTCs and freeze frame data can be cleared with the Techstream, refer to «DTC CHECK / CLEAR»(ref-421952-S20670569172011092600000) . In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, CAN (Controller Area Network) communication is used in this system. It minimizes the gap between technician skills and vehicle technology. CAN is a network, which uses a pair of data transmission lines, spanning multiple computers and sensors. It allows high speed communication between the systems and simplifies the wire harness connection.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used to increase the system's ability to detect malfunctions, including intermittent problems, when simulating malfunction symptoms (Techstream only), refer to «CHECK MODE PROCEDURE»(ref-421952-S25071577192011092600000) .
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the DTC is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the next subsequent driving cycle, the MIL is illuminated (2nd trip).
4. FREEZE FRAME DATA Freeze frame data records the engine conditions (fuel system information, calculated engine load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
5. DLC3 (Data Link Connector 3) Check the DLC3, refer to «GENERAL INFORMATION»(ref-421949-S00613228562011092600000) .
6. BATTERY VOLTAGE Standard voltage 11 to 14 V If the voltage is below 11 V, replace or recharge the battery before proceeding.
7. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the ignition switch is first turned to ON (the engine is not running). The MIL should turn off when the engine starts. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL is not illuminated when the ignition switch is first turned ON, check the MIL circuit, refer to «MIL Circuit»(ref-422119-S26934456342011092600000) .
8. ALL READINESS HINT: With All Readiness, you can check whether or not the DTC judgment has been completed by using the Techstream. Check All Readiness after simulating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear the DTCs, refer to «DTC CHECK / CLEAR»(ref-421952-S20670569172011092600000) . Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Tester Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform driving pattern after confirming DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK / CLEAR

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

HINT

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

2 TRIP DETECTION EXAMPLES

Scheme 19

Scheme 20

HINT

1. Obtaining a normal judgment and performing a universal trip driving pattern can be done in the same driving cycle or in different driving cycles.
2. It is unnecessary to obtain a normal judgment if the DTCs are misfire or fuel system DTCs.

Scheme 21

1. CHECK DTC Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check the DTCs and freeze frame data, and then write them down. Check the details of the DTCs, refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-421952-S27905813582011092600000) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI and ETCS fuses from the engine room relay block located inside the engine compartment for more than 1 minute.
4. CLEAR PERMANENT DTC HINT: Even if the following procedure is not performed, permanent DTCs are cleared by obtaining a normal judgment during 3 consecutive driving cycles. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear DTCs. Perform the respective confirmation driving patterns in order to obtain a normal judgment for the output DTCs. HINT: Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs. For the confirmation driving pattern, refer to the procedures for the relevant DTC, refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-421952-S27905813582011092600000) . Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 40 km/h (25 mph) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 40 km/h (25 mph) during the driving cycle provided that the vehicle is driven at 40 km/h (25 mph) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

Scheme 22

1. DESCRIPTION Freeze frame data records the engine conditions (fuel system information, calculated load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when a malfunction is detected. When troubleshooting, it can help determine if the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. HINT: If it is impossible to duplicate the problem even though a DTC is output, check the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, 5 separate sets of freeze frame data can be checked. 3 data sets from before the DTC was stored 1 data set from when the DTC was stored 1 data set from after the DTC was stored These data sets can be used to simulate the condition of the vehicle from around the time of the occurrence of the malfunction. The data may assist in identifying the cause of the malfunction, and in judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA Tester Display Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on the speedometer. Engine Speed Engine speed - Calculate Load Calculated load Load calculated by the ECM. Vehicle Load Vehicle load - MAF Mass air flow volume If the value is approximately 0.0 g/sec.: Mass air flow meter power source circuit is open or shorted. VG circuit is open or shorted. If the value is 160.0 g/sec. or more: E2G circuit is open. Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F) or higher, the sensor circuit is shorted. Intake Air Intake air temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F) or higher, the sensor circuit is shorted. Ambient Temperature Ambient temperature - Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Engine coolant temperature at engine start - Initial Intake Air Temp Intake air temperature at engine start - Battery Voltage Battery voltage - Accel Sens. No. 1 Volt % Absolute Accelerator Pedal Position (APP) No. 1 - Accel Sens. No. 2 Volt % Absolute APP No. 2 - Throttle Sensor Volt % Throttle sensor position - Throttl Sensor #2 Volt % Throttle sensor position #2 - Throttle Sensor Position Throttle position - Throttle Motor DUTY Throttle actuator - Throttle Position Throttle position For use when engine stall, starting problems or rough idle is present. ISC Flow Flow rate calculated using information from each sensor For use when engine stall, starting problems or rough idle is present. ISC Position Requested opening amount calculated using ISC control For use when engine stall, starting problems or rough idle is present. ISC Feedback Value ISC feedback compensation amount For use when engine stall, starting problems or rough idle is present. ISC Learning Value ISC learned compensation amount For use when engine stall, starting problems or rough idle is present. Electric Load Feedback Val Compensation flow rate according to electrical load For use when engine stall, starting problems or rough idle is present. Air Conditioner FB Val Compensation flow rate according to air conditioner load For use when engine stall, starting problems or rough idle is present. PS Feedback Val Compensation flow rate according to power steering load For use when engine stall, starting problems or rough idle is present. Low Revolution Control Low engine speed control operation state For use when engine stall, starting problems or rough idle is present. Neutral Control Neutral control operation state For use when engine stall, starting problems or rough idle is present. N Range Status Shift lever N status For use when engine stall, starting problems or rough idle is present. Eng Stall Control FB Flow Intake air compensation flow rate For use when engine stall, starting problems or rough idle is present. Deposit Loss Flow Flow loss due to deposits For use when engine stall, starting problems or rough idle is present. Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder 1) Injection volume - Fuel Pump/Speed Status Fuel pump status - Vacuum Pump Key-off EVAP system leak detection pump status Refer to EVAP System, refer to «EVAP System»(ref-422119-S23021756392011092600000) . EVAP (Purge) VSV EVAP purge VSV duty ratio - Evap Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Purge density learned value - EVAP System Vent Valve Key-off EVAP system vent valve status - EVAP Purge VSV EVAP purge VSV - Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Fuel trim at air fuel ratio sensor - AF Lambda B2S1 Fuel trim at air fuel ratio sensor - AFS Voltage B1S1 AFS Voltage B2S1 Air fuel ratio sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. AFS Current B1S1 Air fuel ratio sensor current - AFS Current B2S1 Air fuel ratio sensor current - A/F Heater Duty #1 Air fuel ratio sensor heater duty ratio (for Bank 1) - A/F Heater Duty #2 Air fuel ratio sensor heater duty ratio (for Bank 2) - O2S B1S2 O2S B2S2 Heated oxygen sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. O2S Impedance B1S2 O2S Impedance B2S2 Sub heated oxygen sensor impedance (for Sensor 2) - O2 Heater B1S2 O2 Heater B2S2 Heated oxygen sensor heater (for Sensor 2) - O2 Heater Curr Val B1S2 O2 Heater Curr Val B2S2 Heated oxygen sensor current (for Sensor 2) - Short FT #1 Short-term fuel trim Short-term fuel compensation used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio. Long FT #1 Long-term fuel trim Overall fuel compensation carried out in the long term to compensate for a continual deviation of the short-term fuel trim from the central value. Total FT #1 Total fuel trim - Short FT #2 Short-term fuel trim Short-term fuel compensation used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio. Long FT #2 Long-term fuel trim Overall fuel compensation carried out in the long term to compensate for a continual deviation of the short-term fuel trim from the central value. Total FT #2 Total fuel trim - Fuel System Status #1 Fuel system status (for Bank 1) OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OL Drive: Open loop due to driving conditions (fuel enrichment). OL Fault: Open loop due to a detected system fault. CL Fault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning. Fuel System Status #2 Fuel system status (for Bank 2) OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OL Drive: Open loop due to driving conditions (fuel enrichment). OL Fault: Open loop due to a detected system fault. CL Fault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning. IGN Advance Ignition advance - Knock Feedback Value Knocking feedback value - Knock Correct Learn Value Knocking correction learned value - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6) For use when engine stall, starting problems or rough idle is present. VVT Control Status #1 VVT control status - VVT Control Status #2 VVT control status - VVT Advance Fail VVT control failure status - Catalyst Temp B1S1 Estimated catalyst temperature (for Bank 1 Sensor 1) - Catalyst Temp B2S1 Estimated catalyst temperature (for Bank 2 Sensor 1) - Catalyst Temp B1S2 Estimated catalyst temperature (for Bank 1 Sensor 2) - Catalyst Temp B2S2 Estimated catalyst temperature (for Bank 2 Sensor 2) - Starter Signal Starter switch signal - Power Steering Signal Power steering oil pressure switch status - Neutral Position SW Signal Park/neutral position (PNP) switch signal - Transfer Neutral Neutral status of the transfer - 4WD SW 4WD switch status - Transfer L4 L4 status of the transfer - Stop Light Switch Stop light switch - A/C Signal A/C signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel cut condition - Immobilizer Communication Immobilizer communication - TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTCs cleared - Distance from DTC Cleared Accumulated distance driven after DTCs cleared - Warmup Cycle Cleared DTC Warmup cycles after DTCs cleared - Dist Batt Cable Disconnect Total distance vehicle driven after battery cable disconnected - IG OFF Elapsed Time Cumulative time after ignition switch off - TC and TE1 TC and CG (TE1) terminals of DLC3 - Ignition Trig. Count Ignition counter - Cylinder #1 Misfire Count Cylinder #1 misfire - Cylinder #2 Misfire Count Cylinder #2 misfire - Cylinder #3 Misfire Count Cylinder #3 misfire - Cylinder #4 Misfire Count Cylinder #4 misfire - Cylinder #5 Misfire Count Cylinder #5 misfire - Cylinder #6 Misfire Count Cylinder #6 misfire - All Cylinders Misfire Count Misfire count of all cylinders - Misfire RPM Engine speed when misfire occurred - Misfire Load Engine load when misfire occurred - Misfire Margin Margin to detect engine misfire - Catalyst OT MF F/C Fuel cut to prevent misfire causing catalyst overheating - Cat OT MF F/C History History of fuel cut to prevent misfire causing catalyst overheating - 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 For use when engine stall, starting problems or rough idle is present. Starter Count Number of times starter turned on after ignition switch turned to ON For use when engine stall, starting problems or rough idle is present. Run Dist of Previous Trip Distance driven during previous trip For use when engine stall, starting problems or rough idle is present. Engine Starting Time Time elapsed after engine started (interval between ignition switch ON and off) For use when engine stall, starting problems or rough idle is present. Previous Trip Coolant Temp Engine coolant temperature during previous trip For use when engine stall, starting problems or rough idle is present. Previous Trip Intake Temp Intake air temperature during previous trip For use when engine stall, starting problems or rough idle is present. Engine Oil Temperature Engine oil temperature (estimated temperature) For use when engine stall, starting problems or rough idle is present. Previous Trip Eng Oil Temp Engine oil temperature during previous trip For use when engine stall, starting problems or rough idle is present. Ambient Temp for A/C Ambient temperature for A/C For use when engine stall, starting problems or rough idle is present. Previous Trip Ambient Temp Ambient temperature during previous trip For use when engine stall, starting problems or rough idle is present. Engine Start Hesitation History of hesitation during engine start For use when engine stall, starting problems or rough idle is present. Low Rev for Eng Start History of low engine speed after engine start For use when engine stall, starting problems or rough idle is present. Minimum Engine Speed Minimum engine speed For use when engine stall, starting problems or rough idle is present. Power Steering Pressure Power steering oil pressure - ACT VSV A/C cut status for Active Test - Idle Fuel Cut Fuel cut at idle ON: The throttle valve is fully closed and the engine speed is more than 3500 RPM. FC TAU Fuel cut during very light load Fuel cut is being performed under a very light load to prevent the engine combustion from becoming incomplete. Immobilizer Fuel Cut Status of immobilizer fuel cut - Comm with Power Manage Status of communication with power management control ECU - Comm with Air Conditioner Status of communication with air conditioning amplifier - Electrical Load Signal 2 Electrical load signal - SPD (NT) Input shaft speed Data is displayed in increments of 50 RPM. SPD (SP2) Output shaft speed - Shift SW Status (P Range) PNP switch status (P) When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. Shift SW Status (R Range) PNP switch status (R) When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. Shift SW Status (N Range) PNP switch status (N) When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. 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) PNP switch status (D) When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. A/T Oil Temperature 1 No. 1 ATF temperature sensor value If the value is -40°C (-40°F) or 215°C (419°F), the No. 1 ATF temperature sensor circuit is open or shorted. A/T Oil Temperature 2 No. 2 ATF temperature sensor value If the value is -40°C (-40°F) or 215°C (419°F), the No. 2 ATF temperature sensor circuit is open or shorted. Lock Up Lock-up - Shift Status ECM gear shift command - SLT Solenoid Status Shift solenoid SLT status - SLU Solenoid Status Shift solenoid SLU status - Off-road Guidance Status Off-road guidance status - AT Fluid Flex lock-up judder judgment

DATA LIST / ACTIVE TEST

1. DATA LIST HINT: Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time. NOTE: In the table below, the values listed under "Normal Condition" are 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 ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List. According to the display on the Techstream, read the Data List. Tester Display Measurement Item/Range Normal Condition Diagnostic Note Vehicle Speed Vehicle speed/ Min.: 0 km/h, Max.: 255 km/h Actual vehicle speed Speed indicated on the speedometer. Engine Speed Engine speed/ Min.: 0 RPM, Max.: 16383 RPM 690 to 790 RPM: Idling - Calculate Load Load calculated by ECM/ Min.: 0%, Max.: 100% 10 to 16.4%: Idling 10 to 18.9%: Driving without load (2500 RPM) - Vehicle Load Vehicle load/ Min.: 0%, Max.: 25700% Actual vehicle load - MAF Air flow rate from mass air flow meter/ Min.: 0 g/sec., Max.: 655.35 g/sec. 2.5 to 4.7 g/sec.: Idling If the value is approximately 0.0 g/sec.: Mass air flow meter power source circuit is open or shorted. VG circuit is open or shorted. If the value is 160.0 g/sec. or more: E2G circuit is open. Atmosphere Pressure Atmospheric pressure/ Min.: 0 kPa, Max.: 255 kPa Equivalent to atmospheric pressure (absolute pressure) - Coolant Temp Engine coolant temperature: Min.: -40°C, Max.: 215°C 80 to 100°C (176 to 212°F): After warming up If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F), the sensor circuit is shorted. Intake Air Intake air temperature/ Min.: -40°C, Max.: 140°C Equivalent to ambient air temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F), the sensor circuit is shorted. Ambient Temperature Ambient temperature/ Min.: -40°C, Max.: 215°C Equivalent to ambient air temperature: Ignition switch ON - Engine Run Time Engine run time/ Min.: 0 seconds, Max.: 65535 seconds Time after engine start Service data. Initial Engine Coolant Temp Initial engine coolant temperature/ Min.: -40°C, Max.: 119.3°C Close to ambient air temperature Service data. Initial Intake Air Temp Initial intake air temperature/ Min.: -40°C, Max.: 119.3°C Close to ambient air temperature Service data. Battery Voltage Battery voltage/ Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling - Accelerator Position Accelerator pedal position/ Min.: 0%, Max.: 399.9% Actual accelerator pedal position - Accel Sens. No. 1 Volt % Absolute Accelerator Pedal Position (APP) No. 1/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 54 to 86%: Accelerator pedal fully depressed - Accel Sens. No. 2 Volt % Absolute APP No. 2/ Min.: 0%, Max.: 100% 12 to 42%: Accelerator pedal released 66 to 98%: Accelerator pedal fully depressed - Accel Sensor Out No. 1 APP sensor No. 1 voltage/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal released 2.6 to 4.5 V: Accelerator pedal fully depressed - Accel Sensor Out No. 2 APP sensor No. 2 voltage/ Min.: 0 V, Max.: 4.98 V 1.2 to 2.0 V: Accelerator pedal released 3.4 to 4.7 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 learned value No. 1/ Min.: 0 deg, Max.: 124.5 deg - ETCS service data. Accel Fully Close Learn #2 Accelerator fully closed learned value No. 2/ Min.: 0 deg, Max.: 124.5 deg - ETCS service data. Throttle Sensor Volt % Absolute throttle position sensor/ Min.: 0%, Max.: 100% 10 to 22%: Throttle fully closed 64 to 96%: Throttle fully open The calculated value based on VTA1. Throttl Sensor #2 Volt % Throttle position sensor #2/ Min.: 0%, Max.: 100% 42 to 62%: Throttle fully closed 92 to 100%: Throttle fully open The calculated value based on VTA2. ST1 Brake pedal signal/ ON or OFF ON: Brake pedal depressed - System Guard System guard/ ON or OFF - ETCS service data. Open Side Malfunction Open side malfunction/ ON or OFF - ETCS service data. Throttle Idle Position Whether or not throttle position sensor detecting idle/ ON or OFF ON: Accelerator pedal released OFF: Accelerator pedal depressed - Throttle Require Position Required throttle position/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling - Throttle Sensor Position* Throttle sensor position/ Min.: 0%, Max.: 100% 0%: Throttle fully closed 50 to 80%: Throttle fully open Recognition value of the throttle opening angle in the ECM. Throttle Position No. 1 Throttle position sensor No. 1 output voltage/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal released 3.2 to 4.8 V: Accelerator pedal fully depressed 0.6 to 1.4 V: Fail-safe operating - Throttle Position No. 2 Throttle position sensor No. 2 output voltage/ Min.: 0 V, Max.: 4.98 V 2.1 to 3.1 V: Accelerator pedal released 4.6 to 5.0 V: Accelerator pedal fully depressed 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value/ Min.: 0 V, Max.: 4.98 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle position sensor No. 1/ Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V ETCS service data. Throttle Sens Open Pos #2 Throttle position sensor No. 2/ Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V ETCS service data. Throttle Motor Current Throttle actuator current/ Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling ETCS service data. Throttle Motor DUTY Throttle actuator/ Min.: 0%, Max.: 100% 0.5 to 40%: Idling ETCS service data. Throttle Motor Duty (Open) Throttle actuator duty ratio (open)/ Min.: 0%, Max.: 255% 0 to 40%: Idling ETCS service data. Throttle Motor Duty (Close) Throttle actuator duty ratio (close)/ Min.: 0%, Max.: 255% 0 to 40%: Idling ETCS service data. Throttle Fully Close Learn Throttle valve fully closed (learned value)/ Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal released - +BM Voltage +BM voltage/ Min.: 0 V, Max.: 79.998 V 11 to 14 V: Ignition switch ON and system normal ETCS service data. Actuator Power Supply Actuator power supply/ ON or OFF ON: Idling ETCS service data. Throttle Position Throttle valve opening angle/ Min.: 0 deg, Max.: 499.99 deg - For use when engine stall, starting problems or rough idle is present. ISC Flow Flow rate calculated using information from each sensor/ Min.: 0 L/s, Max.: 79.99 L/s - For use when engine stall, starting problems or rough idle is present. ISC Position Requested opening amount calculated using ISC control/ Min.: 0 deg, Max.: 499.99 deg - For use when engine stall, starting problems or rough idle is present. ISC Feedback Value ISC feedback compensation amount/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. ISC Learning Value ISC learned compensation amount/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. Electric Load Feedback Val Compensation flow rate according to electrical load/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. Air Conditioner FB Val Compensation flow rate according to air conditioner load/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. PS Feedback Val Compensation flow rate according to power steering load/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. Low Revolution Control Low engine speed control operation state/ ON or OFF - For use when engine stall, starting problems or rough idle is present. Neutral Control Neutral control operation state/ ON or OFF - For use when engine stall, starting problems or rough idle is present. N Range Status Shift lever N status/ ON or OFF - For use when engine stall, starting problems or rough idle is present. Eng Stall Control FB Flow Intake air compensation flow rate/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. Deposit Loss Flow Flow loss due to deposits/ Min.: -40 L/s, Max.: 39.99 L/s - For use when engine stall, starting problems or rough idle is present. Injector (Port) Injection period of the No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs 1600 to 2400 μs: Idling - Injection Volume (Cylinder 1) Injection volume (cylinder 1)/ Min.: 0 ml, Max.: 2.047 ml 0 to 0.5 ml Fuel injection volume of 10 injections. Fuel Pump/Speed Status Fuel pump status/ ON or OFF - Active Test support data. Vacuum Pump Key-off EVAP system pump status/ ON or OFF - Active Test support data. EVAP (Purge) VSV Purge VSV control duty/ Min.: 0%, Max.: 100% 0 to 100%: During idling Command signal from the ECM. Evap Purge Flow Purge flow/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling - Purge Density Learn Value Purge density learned value/ Min.: -200, Max.: 199.993 Idling: -40 to 0 Service data. Vapor Pressure Pump Vapor pressure/ Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10814.17 mmHg) Approximately 100 kPa (750 mmHg): Ignition switch ON EVAP system pressure is monitored by the canister pressure sensor. Vapor Pressure (calculated) Calculated EVAP system pressure/ Min.: -720.896 kPa (-5407.167 mmHg), Max.: 720.874 kPa (5407.002 mmHg) Approximately 100 kPa (750 mmHg): Ignition switch ON - EVAP System Vent Valve Key-off EVAP system vent valve status/ ON or OFF - Active Test support data. EVAP Purge VSV VSV status for EVAP control/ ON or OFF - Active Test support data. Purge Cut VSV Duty Purge cut VSV duty/ Min.: 0%, Max.: 399.9% - - Target Air-Fuel Ratio Target air fuel ratio/ Min.: 0, Max.: 1.99 0.8 to 1.2: During idling - AF Lambda B1S1 Short-term fuel trim associated with the Bank 1 Sensor 1/ Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air fuel ratio Value more than 1 (1.001 to 1.999) = Lean - AF Lambda B2S1 Short-term fuel trim associated with the Bank 2 Sensor 1/ Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air fuel ratio Value more than 1 (1.001 to 1.999) = Lean - AFS Voltage B1S1 Air fuel ratio sensor output voltage (for Bank 1 Sensor 1)/ Min.: 0 V, Max.: 7.999 V 2.8 to 3.8 V: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. AFS Voltage B2S1 Air fuel ratio sensor output voltage (for Bank 2 Sensor 1)/ Min.: 0 V, Max.: 7.999 V 2.8 to 3.8 V: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. AFS Current B1S1 Air fuel ratio sensor current (for Bank 1 Sensor 1)/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output current of the sensor. AFS Current B2S1 Air fuel ratio sensor current (for Bank 2 Sensor 1)/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output current of the sensor. A/F Heater Duty #1 Air fuel ratio sensor heater duty ratio (for Bank 1)/ Min.: 0%, Max.: 399.9% 0 to 100% - A/F Heater Duty #2 Air fuel ratio sensor 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 70 km/h (44 mph) Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. O2S B2S2 Heated oxygen sensor output voltage (for Bank 2 Sensor 2)/ Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving at 70 km/h (44 mph) Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. O2S Impedance B1S2 Sub heated oxygen sensor impedance (Bank 1 Sensor 2)/ Min.: 0 ohms, Max.: 21247.67 ohms 5 to 15000 ohms After driving approx. 10 min. in an urban area. O2S Impedance B2S2 Sub heated oxygen sensor impedance (Bank 2 Sensor 2)/ Min.: 0 ohms, Max.: 21247.67 ohms 5 to 15000 ohms After driving approx. 10 min. in an urban area. O2 Heater B1S2 Heated oxygen sensor heater (for Bank 1 Sensor 2)/ ON or OFF - - O2 Heater B2S2 Heated oxygen sensor heater (for Bank 2 Sensor 2)/ ON or OFF - - O2 Heater Curr Val B1S2 Heated oxygen sensor current (for Bank 1 Sensor 2)/ Min.: 0 A, Max.: 4.9 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor current (for Bank 2 Sensor 2)/ Min.: 0 A, Max.: 4.9 A - - Short FT #1 Short-term fuel trim of bank 1/ Min.: -100%, Max.: 99.2% -20 to +20% This item refers to the short-term fuel compensation used to maintain the air fuel ratio at the stoichiometric air-fuel ratio. Long FT #1 Long-term fuel trim of bank 1/ Min.: -100%, Max.: 99.2% -20 to +20% This item refers to the overall fuel compensation carried out in the long term to compensate for a continual deviation of the short-term fuel trim from the central value. Total FT #1 Total fuel trim of bank 1/ Min.: -0.5, Max.: 0.496 -0.2 to 0.2: Idling - Short FT #2 Short-term fuel trim of bank 2/ Min.: -100%, Max.: 99.2% -20 to +20% This item refers to the short-term fuel compensation used to maintain the air fuel ratio at the stoichiometric air-fuel ratio. Long FT #2 Long-term fuel trim of bank 2/ Min.: -100%, Max.: 99.2% -20 to +20% This item refers to the overall fuel compensation carried out in the long term to compensate for a continual deviation of the short-term fuel trim from the central value. Total FT #2 Total fuel trim of bank 2/ Min.: -0.5, Max.: 0.496 -0.2 to 0.2: Idling - Fuel System Status #1 Fuel system status (Bank 1)/ OL, CL, OL Drive, OL Fault or CL Fault CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OL Drive: Open loop due to driving conditions (fuel enrichment). OL Fault: Open loop due to a detected system fault. CL Fault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning. Fuel System Status #2 Fuel system status (Bank 2)/ OL, CL, OL Drive, OL Fault or CL Fault CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OL Drive: Open loop due to driving conditions (fuel enrichment). OL Fault: Open loop due to a detected system fault. CL Fault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning. IGN Advance Ignition timing advance for No. 1 cylinder/ Min.: -64 deg., Max.: 63.5 deg. BTDC 7 to 24°: Idling - Knock Feedback Value Knocking feedback value/ Min.: -1024° CA, Max.: 1023.9° CA -3° CA: Driving at 70 km/h (44 mph) Service data. Knock Correct Learn Value Knocking correction learned value/ Min.: -1024° CA, Max.: 1023.9° CA 5 to 28° CA: Driving at 70 km/h (44 mph) Service data. Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1)/ Min.: 0° CA, Max.: 15.93° CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2)/ Min.: 0° CA, Max.: 15.93° CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3)/ Min.: 0° CA, Max.: 15.93° CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4)/ Min.: 0° CA, Max.: 15.93° CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5)/ Min.: 0° CA, Max.: 15.93° CA - For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6)/ Min.: 0° CA, Max.: 15.93° CA - For use when engine stall, starting problems or rough idle is present. VVT Control Status #1 Variable valve timing (VVT) control status (Bank 1)/ ON or OFF - Active Test support data. VVT Control Status #2 VVT control status (Bank 2)/ ON or OFF - Active Test support data. VVT Advance Fail VVT control failure status/ ON or OFF ON: VVT control failure - VVT Aim Angle #1 VVT target duty (Bank 1)/ Min.: 0%, Max.: 399.9% 0%: Idling VVT duty signal value during forced operation. VVT Change Angle #1 VVT displacement angle (Bank 1)/ Min.: 0° FR, Max.: 639.9° FR 0 to 5 DegFR: Idling Displacement angle during forced operation. VVT OCV Duty #1 Camshaft timing oil control valve operation duty (for Intake Side of Bank 1)/ Min.: 0%, Max.: 399.9% 0%: Idling Requested duty value for forced operation. VVT Aim Angle #2 VVT target duty (Bank 2)/ Min.: 0%, Max.: 399.9% 0%: Idling VVT duty signal value during forced operation. VVT Change Angle #2 VVT displacement angle (for Intake Side of Bank 2)/ Min.: 0° FR, Max.: 639.9° FR 0 to 5 DegFR: Idling Displacement angle during forced operation. VVT OCV Duty #2 Camshaft timing oil control valve operation duty (Bank 2)/ Min.: 0%, Max.: 399.9% 0%: Idling Requested duty value for forced operation. VVT Ex Hold Lrn Val #1 VVT exhaust hold duty ratio learned value (Bank 1)/ Min.: 0%, Max.: 399.9% 0 to 80%: Idling - VVT Ex Chg Angle #1 VVT exhaust displacement angle (Bank 1)/ Min.: 0°FR, Max.: 639.9°FR 0 to 40 DegFR: Idling Displacement angle during forced operation. VVT Ex OCV Duty #1 Camshaft timing oil control valve duty (for Exhaust Side of Bank 1)/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling Requested duty value for forced operation. VVT Ex Hold Lrn Val #2 VVT exhaust hold duty ratio learned value (Bank 2)/ Min.: 0%, Max.: 399.9% 0 to 80%: Idling - VVT Ex Chg Angle #2 VVT exhaust displacement angle (Bank 2)/ Min.: 0°FR, Max.: 639.9°FR 0 to 40 DegFR: Idling Displacement angle during forced operation. VVT Ex OCV Duty #2 Camshaft timing oil control valve duty (for Exhaust Side of Bank 2)/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling Requested duty value for forced operation. VN Turbo Type VN turbo type/ Not Avl, Commo, Vacuum or CAN Com Not Avl - Catalyst Temp B1S1 Catalyst temperature (Bank 1, Sensor 1)/ Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B2S1 Catalyst temperature (Bank 2, Sensor 1)/ Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B1S2 Catalyst temperature (Bank 1, Sensor 2)/ Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B2S2 Catalyst temperature (Bank 2, Sensor 2)/ Min.: -40°C, Max.: 6513.5°C - - Starter Signal Starter signal/ ON or OFF Open: Cranking - Power Steering Signal Power steering oil pressure switch signal/ ON or OFF ON: Power steering operating - Neutral Position SW Signal PNP switch status/ ON or OFF ON: P or N position - Transfer Neutral Neutral status of the transfer/ ON or OFF ON: 4WD control switch in 2WD position - 4WD SW 4WD switch status/ ON or OFF ON: Vehicle in 4WD (part-time 4WD vehicle) - Transfer L4 L4 status of the transfer/ ON or OFF ON: 4WD control switch in 4L position - Stop Light Switch Stop light switch/ ON or OFF ON: Brake pedal depressed - A/C Signal A/C switch status/ ON or OFF ON: A/C on - Closed Throttle Position SW Closed throttle position switch/ ON or OFF ON: Throttle fully closed OFF: Throttle open - Fuel Cut Condition Fuel cut condition/ ON or OFF ON: Fuel cut operating - Immobilizer Communication Immobilizer communication/ ON or OFF ON: Normal - Check Mode Check mode/ ON or OFF ON: Check mode on Refer to Check Mode Procedure, refer to «CHECK MODE PROCEDURE»(ref-421952-S25071577192011092600000) . 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 O2S (A/FS) heater monitor/ Not Avl or Avail - - O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor/ Compl or Incmpl - - O2S(A/FS) Monitor O2S (A/FS) monitor/ Not Avl or Avail - - O2S(A/FS) Monitor O2S (A/FS) monitor/ Compl or Incmpl - - A/C Monitor A/C monitor/ Not Avl or Avail - - A/C Monitor A/C monitor/ Compl or Incmpl - - 2nd Air Monitor 2nd air monitor/ Not Avl or Avail - - 2nd Air Monitor 2nd air monitor/ Compl or Incmpl - - EVAP Monitor EVAP monitor/ Not Avl or Avail - - EVAP Monitor EVAP monitor/ Compl or Incmpl - - Heated Catalyst Monitor Heated catalyst monitor/ Not Avl or Avail - - Heated Catalyst Monitor Heated catalyst monitor/ Compl or Incmpl - - Catalyst Monitor Catalyst monitor/ Not Avl or Avail - - Catalyst Monitor Catalyst monitor/ Compl or Incmpl - - Component Monitor ENA Comprehensive component monitor/ Unable or Enable - - Component Monitor CMPL Comprehensive component monitor/ Compl or Incmpl - - Fuel System Monitor ENA Fuel system monitor/ Unable or Enable - - Fuel System Monitor CMPL Fuel system monitor/ Compl or Incmpl - - Misfire Monitor ENA Misfire monitor/ Unable or Enable - - Misfire Monitor CMPL Misfire monitor/ Compl or Incmpl - - EGR/VVT Monitor ENA EGR monitor/ Unable or Enable - - EGR/VVT Monitor CMPL EGR monitor/ Compl or Incmpl - - Heater Monitor ENA O2S (A/FS) heater monitor/ Unable or Enable - - Heater Monitor CMPL O2S (A/FS) heater monitor/ Compl or Incmpl - - O2S(A/FS) Monitor ENA O2S (A/FS) monitor/ Unable or Enable - - O2S(A/FS) Monitor CMPL O2S (A/FS) monitor/ Compl or Incmpl - - A/C Monitor ENA A/C monitor/ Unable or Enable - - A/C Monitor CMPL A/C monitor/ Compl or Incmpl - - 2nd Air Monitor ENA 2nd air monitor/ Unable or Enable - - 2nd Air Monitor CMPL 2nd air monitor/ Compl or Incmpl - - EVAP Monitor ENA EVAP monitor/ Unable or Enable - - EVAP Monitor CMPL EVAP monitor/ Compl or Incmpl - - Heated Cat Monitor ENA Heated catalyst monitor/ Unable or Enable - - Heated Cat Monitor CMPL Heated catalyst monitor/ Compl or Incmpl - - Catalyst Monitor ENA Catalyst monitor/ Unable or Enable - - Catalyst Monitor CMPL Catalyst monitor/ Compl or Incmpl - - TC Terminal TC terminal status/ ON or OFF - - # Codes (Include History) Number of codes/ Min.: 0, Max.: 255 - Number of DTCs stored. MIL MIL status/ ON or OFF ON: MIL on - MIL ON Run Distance Distance driven with MIL on/ Min.: 0 km, Max.: 65535 km Distance driven after DTC stored - Running Time from MIL ON Running time from MIL ON/ Min.: 0 minutes, Max.: 65535 minutes Running time after MIL turned on - Time after DTC Cleared Time after DTCs cleared/ Min.: 0 minutes, Max.: 65535 minutes Time after DTCs cleared - Distance from DTC Cleared Distance after DTCs cleared/ Min.: 0 km, Max.: 65535 km Driving distance after DTCs cleared - Warmup Cycle Cleared DTC Warmup cycles after DTCs cleared/ Min.: 0, Max.: 255 - Number of warmup cycles after the DTCs are cleared. Dist Batt Cable Disconnect Distance driven after battery cable disconnected/ Min.: 0 km, Max.: 65535 km Total distance vehicle driven after battery cable disconnected - IG OFF Elapsed Time Time after ignition switch off/ Min.: 0 minutes, Max.: 655350 minutes Cumulative time after ignition switch off - OBD Requirements OBD requirement OBD2 - Number of Emission DTC Emissions-related DTCs - Number of emissions-related DTCs. TC and TE1 TC and CG (TE1) terminals of DLC3/ ON or OFF - - Ignition Trig. Count Ignition counter/ Min.: 0, Max.: 65535 0 to 800 - Cylinder #1 Misfire Count to Cylinder #6 Misfire Count Misfire ratio of cylinder 1 to 6/ Min.: 0, Max.: 255 0 - All Cylinders Misfire Count Misfire count of all cylinders/ Min.: 0, Max.: 255 0 to 35 - Misfire RPM Engine speed for first misfire range/ Min.: 0 RPM, Max.: 6375 RPM 0 RPM: Misfire 0 - Misfire Load Engine load for first misfire range/ Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Misfire Margin Misfire monitoring/ Min.: -128%, Max.: 127% -100 to 99.2% Misfire detection margin. Catalyst OT MF F/C Fuel cut to prevent misfire causing catalyst overheating/ Not Avl or Avail Avail: Fuel cut to prevent misfire causing catalyst overheating available Not Avl: Fuel cut to prevent misfire causing catalyst overheating not available - Cat OT MF F/C History History of fuel cut to prevent misfire causing catalyst overheating/ 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 operating - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Engine Speed (Starter Off) Engine speed when starter off/ Min.: 0 RPM, Max.: 51199 RPM - For use when engine stall, starting problems or rough idle is present. Starter Count Number of times starter turned on after ignition switch turned to ON/ Min.: 0, Max.: 255 - For use when engine stall, starting problems or rough idle is present. Run Dist of Previous Trip Distance driven during previous trip/ Min.: 0 km, Max.: 655.35 km - For use when engine stall, starting problems or rough idle is present. Engine Starting Time Time elapsed after engine started (interval between ignition switch ON and off)/ Min.: 0 ms, Max.: 655350 ms - For use when engine stall, starting problems or rough idle is present. Previous Trip Coolant Temp Engine coolant temperature during previous trip/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Previous Trip Intake Temp Intake air temperature during previous trip/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Engine Oil Temperature Engine oil temperature (estimated temperature)/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Previous Trip Eng Oil Temp Engine oil temperature during previous trip/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Ambient Temp for A/C Ambient temperature for A/C/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Previous Trip Ambient Temp Ambient temperature during previous trip/ Min.: -40°C, Max.: 215°C - For use when engine stall, starting problems or rough idle is present. Engine Start Hesitation History of hesitation during engine start/ ON or OFF - - Low Rev for Eng Start History of low engine speed after engine start/ ON or OFF - - Minimum Engine Speed Minimum engine speed/ Min.: 0 RPM, Max.: 51199 RPM - For use when engine stall, starting problems or rough idle is present. Power Steering Pressure Power steering oil pressure/ Min.: 0 MPa, Max.: 25.599 MPa - - ACT VSV A/C cut status for Active Test/ ON or OFF - Active Test support data. Idle Fuel Cut Fuel cut at idle/ ON or OFF ON: Fuel cut operating Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is more than 2800 RPM. FC TAU Fuel cut TAU (fuel cut during very light load)/ ON or OFF ON: Fuel cut operating The fuel cut being performed under very light load to prevent the engine combustion from becoming incomplete. Immobilizer Fuel Cut Status of the immobilizer fuel cut/ ON or OFF - - Comm with Power Manage Status of the communication with power management control ECU/ Comm or No Comm - - Comm with Air Conditioner Status of the communication with air conditioning amplifier/ Comm or No Comm - - Electrical Load Signal 2 Electrical load signal/ ON or OFF - - Model Code Model code - Used for identifying the model code: GRN28# Engine Type Engine type - Used for identifying the engine type: 1GRFE Cylinder Number Number of cylinders/ Min.: 0, Max.: 255 - Used for identifying the number of cylinders: 6 Transmission Type Transmission type - Used for identifying the transmission type: ECT 5th Destination Destination - Used for identifying the destination: A (America) Model Year Model year/ Min.: 1900, Max.: 2155 - Used for identifying the model year: 20## System Identification System identification - Used for identifying the engine system: Gasoline (gasoline engine) Engine Speed of Cyl #1 Engine speed for cylinder 1/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. Engine Speed of Cyl #2 Engine speed for cylinder 2/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. Engine Speed of Cyl #3 Engine speed for cylinder 3/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. Engine Speed of Cyl #4 Engine speed for cylinder 4/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. Engine Speed of Cyl #5 Engine speed for cylinder 5/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. Engine Speed of Cyl #6 Engine speed for cylinder 6/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. Av Engine Speed of All Cyl Engine speed for all cylinders/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. SPD (NT) Input shaft speed/ Min.: 0 RPM, Max.: 12750 RPM Lock-up on (after warming up engine): Input turbine speed (NT) equal to engine speed Lock-up off (idling with shift lever in N): Input turbine speed (NT) nearly equal to engine speed Data is displayed in increments of 50 RPM. SPD (SP2) Output shaft speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Vehicle stopped: 0 km/h (0 mph) (output shaft speed equal to vehicle speed) - Shift SW Status (P Range) PNP switch status (P)/ ON or OFF Shift lever in P: ON Shift lever not in P: OFF When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. Shift SW Status (R Range) PNP switch status (R)/ ON or OFF Shift lever in R: ON Shift lever not in R: OFF When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. Shift SW Status (N Range) PNP switch status (N)/ ON or OFF Shift lever in N: ON Shift lever not in N: OFF When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. Sports Shift Up SW Sport shift up switch status/ ON or OFF ON: Shift lever held in "+" (up-shift) OFF: Shift lever not in "+" (up-shift) - Sports Shift Down SW Sport shift down switch status/ ON or OFF ON: Shift lever held in "-" (down-shift) OFF: Shift lever not in "-" (down-shift) - Sports Mode Selection SW Sport mode select switch status/ ON or OFF ON: Shift lever in S, "+" or "-" OFF: Shift lever not in S, "+" or "-" - Shift SW Status (D Range) PNP switch status (D)/ ON or OFF Shift lever in D, S, "+" or "-": ON Shift lever not in D, S, "+" or "-": OFF When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. A/T Oil Temperature 1 No. 1 ATF temperature sensor value/ Min.: -40°C, Max.: 215°C After stall test: Approximately 80°C (176°F) Equal to ambient temperature when engine cold If the value is -40°C (-40°F) or 215°C (419°F), the No. 1 ATF temperature sensor circuit is open or shorted. A/T Oil Temperature 2 No. 2 ATF temperature sensor value/ Min.: -40°C, Max.: 215°C After stall test: Approximately 80°C (176°F) Equal to ambient temperature when engine cold If the value is -40°C (-40°F) or 215°C (419°F), the No. 2 ATF temperature sensor circuit is open or shorted. Lock Up Lock-up/ ON or OFF Lock-up operating: ON Lock-up not operating: OFF - Shift Status ECM gear shift command/ 1st, 2nd, 3rd, 4th, 5th or 6th Shift lever in D: 1st, 2nd, 3rd, 4th or 5th Shift lever in S: 1st, 2nd, 3rd, 4th or 5th - SLT Solenoid Status Shift solenoid SLT status/ ON or OFF Accelerator pedal depressed: OFF Accelerator pedal released: ON - SLU Solenoid Status Shift solenoid SLU status/ ON or OFF Shift solenoid operating: ON Shift solenoid not operating: OFF - Off-road Guidance Status Off-road guidance status/ OFF, Snow, Sand, Climb, Mogul, Rock or Unset - - AT Fluid Flex lock-up judder judgment/ ON or OFF ON: Judder judgment occurs OFF: Judder judgment does not occur - *: This excludes the throttle valve opening percentage due to Idle Speed Control (ISC). HINT: Normal Condition: If no conditions are specifically stated for "idling", the shift lever should be in N or P, the A/C switch should be off 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 ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test. According to the display on the Techstream, perform the Active Test. Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change injection volume Between -12.5% and 24.8% All fuel injectors are tested at the same time. Perform the test at or below 3000 RPM. Injection volume can be changed in 1% gradations within control range. Control the Injection Volume for A/F Sensor Change injection volume Lower by -12.5% or increase by 25% Perform the test at or below 3000 RPM. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor voltage outputs. To conduct the test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / AFS B1 S1 and O2S B1 S2 or AFS B2 S1 and O2S B2 S2. Activate the VSV for Evap Control Activate purge VSV control ON/OFF - Control the A/C Cut Signal Control A/C cut signal ON/OFF - Control the Fuel Pump / Speed Activate fuel pump ON/OFF Perform this test with the engine stopped. Connect the TC and TE1 Turn on and off TC and TE1 connection ON/OFF ON: TC and TE1 are connected. OFF: TC and TE1 are disconnected. Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF - Prohibit the Catalyst OT Misfire prevent F/C Prohibit catalyst overheat malfunction prevention fuel cut operation during misfire ON: Fuel cut prohibited Confirm that the vehicle is stopped and the engine speed is 3000 RPM or less. Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Open: Throttle valve opens slowly This test is possible when the following conditions are met: Ignition switch is ON. Engine is stopped. Accelerator pedal is fully depressed (APP: 58 degrees or more). Shift lever in P. Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Open: Throttle valve opens quickly Same as above. Control the VVT Linear (Bank 1) Control Variable Valve Timing (VVT) [Bank 1] -128 to 127% (this value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the VVT actuator is operated by 100%. Test is possible during idle. Control the VVT System (Bank 1) Turn Oil Control Valve (OCV) on and off ON/OFF Engine stalls or idles roughly when the camshaft timing oil control valve is turned on. Engine runs and idles normally when the camshaft timing oil control valve is off. Control the VVT Linear (Bank 2) Control Variable Valve Timing (VVT) [Bank 2] -128 to 127% (this value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the VVT actuator is operated by 100%. Test is possible during idle. Control the VVT System (Bank 2) Turn Oil Control Valve (OCV) on and off ON/OFF Engine stalls or idles roughly when the camshaft timing oil control valve is turned on. Engine runs and idles normally when the camshaft timing oil control valve is off. Control the VVT Exhaust Linear (Bank 1) Control VVT (Bank 1) -128 to 127% (this value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the VVT actuator is operated by 100%. Test is possible during idle. Control the VVT Exhaust Linear (Bank 2) Control VVT (Bank 2) -128 to 127% (this value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the VVT actuator is operated by 100%. Test is possible during idle. Activate the Vacuum Pump Activate vacuum pump (built into canister pump module) ON/OFF - Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) ON/OFF - Control the Cylinder #1 Fuel Cut Cylinder #1 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling*1. Control the Cylinder #2 Fuel Cut Cylinder #2 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling*1. Control the Cylinder #3 Fuel Cut Cylinder #3 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling*1. Control the Cylinder #4 Fuel Cut Cylinder #4 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling*1. Control the Cylinder #5 Fuel Cut Cylinder #5 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling*1. Control the Cylinder #6 Fuel Cut Cylinder #6 injector fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling*1. Control the All Cylinders Fuel Cut All cylinder fuel cut ON/OFF Test is possible while the vehicle is stopped and the engine is idling*1. Check the Cylinder Compression*2 Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders. NOTE: *1: If the display of the Data List 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 ignition switch to ON and turn Control the Cylinder #1 Fuel Cut (to Control the Cylinder #6 Fuel Cut) ON. Start the engine. HINT: *2: When cranking the engine, each cylinder measures the engine speed. In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that compression pressure of that cylinder is lower than the other cylinders. Warm up the engine. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression. HINT: To display the entire Data List, press the pull down menu button next to Primary. Then select Compression. Push the snapshot button to turn the snapshot function on. HINT: Using the snapshot function, data can be recorded during the Active Test. While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON. HINT: After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode. Crank the engine for about 10 seconds. HINT: Continue to crank the engine until the values change from the default value (51199 RPM). Monitor the engine speed (Engine Speed of Cyl #1 to #6) displayed on the Techstream. HINT: At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed. NOTE: Do not crank the engine continuously for 20 seconds or more. If it is necessary to crank the engine again after Check the Cylinder Compression to ON has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine. Use a fully-charged battery. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops. NOTE: If the Active Test is changed to OFF while the engine is being cranked, the engine will start. Push the snapshot button to turn the snapshot function off. Select "Stored Data" on the Techstream screen, select the recorded data and display the data as a graph. HINT: If the data is not displayed as a graph, the change of the values cannot be observed. Check the change in engine speed values. HINT: As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.
3. SYSTEM CHECK HINT: Performing a system check enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are stored, and can detect potential malfunctions in the system. The system check can be performed with the Techstream. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility. Perform the system check by referring to the table below. Tester Display Test Part Control Range Diagnostic Note Evaporative System Check (Automatic Mode) Perform 5 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If there are no pending DTCs after performing this test, the system is functioning normally. Refer to EVAP Inspection Procedure, refer to «EVAP System»(ref-422119-S23021756392011092600000) . Evaporative System Check (Manual Mode) Perform 5 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts. Refer to EVAP Inspection Procedure, refer to «EVAP System»(ref-422119-S23021756392011092600000) .

DIAGNOSTIC TROUBLE CODE CHART

HINT

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

If any DTCs are output during a check mode DTC check, check the trouble area for the DTCs listed in the table below. For details of each DTC, refer to the "See" below.

*1: The MIL flashes when catalyst-damaging misfire is detected.

*2: Only for Mexico models.

SFI SYSTEM