Engine Control System (Diagnostics - Introduction) (2ZR-FE): Other Toyota Corolla XI

PRECAUTION [08/2013 - ]

1. INITIALIZATION NOTE: If the ECM is replaced, register the ECU communication ID for Immobilizer System (w/o Smart Key System). Refer to «REGISTRATION [08/2013 - ]»(ref-635450-S28045888182014070300000) Perform Registration (VIN registration) when replacing the ECM. Refer to «REGISTRATION [08/2013 - ]»(ref-635447-S25969627262014070300000) Make sure to perform Reset Memory (CVT initialization), deceleration sensor zero point calibration and CVT oil pressure calibration when replacing the ECM or the oil pressure sensor (for CVT models). Refer to «INITIALIZATION [08/2013 - ]»(ref-635452-S12546523352014070300000) Make sure to perform Reset Memory (A/T initialization), when replacing the automatic transaxle assembly, ECM or engine assembly (for A/T models). Refer to «INITIALIZATION [08/2013 - ]»(ref-635451-S16568589032014070300000) When the cable is disconnected from the negative (-) battery terminal, initialize the following system(s) after the cable is reconnected. System Name See Procedure Air Conditioning System (for Automatic Air Conditioning System) Refer to «INITIALIZATION [08/2013 - ]»(ref-635429-S20696467122014070300000)
2. WHEN USING TECHSTREAM WARNING: Observe the following items for safety reasons: Before using the Techstream, read the instruction manual. Prevent the Techstream cable from being caught on the pedals, shift lever or steering wheel when driving with the Techstream connected to the vehicle. When driving the vehicle for testing purposes using the Techstream, 2 persons are required. One is for driving the vehicle, and the other operates the Techstream.
3. IGNITION SWITCH EXPRESSIONS HINT: The type of ignition switch used on this model differs depending on the specifications of the vehicle. The expressions listed in the table below are used in this article. Expression Ignition Switch (Position) Engine Switch (Condition) Ignition Switch off LOCK Off (Lock) Ignition Switch ACC ACC On (ACC) Ignition Switch ON ON On (IG) Engine Start START On (Start)
4. COOLING FAN SYSTEM NOTE: When the ignition switch is turned off and the engine coolant temperature is high, the fan may operate for a maximum of 3 minutes. After turning the ignition switch off, keep hands and other objects away from the fan when it is operating. HINT: If all of the following conditions are met for a certain period of time within a few minutes before the engine is stopped, the electric fans will continue to operate for a maximum of 3 minutes after the engine is stopped. This is performed to ensure restartability and stable idle speed. The engine coolant temperature is very high. The ambient air temperature is high. The vehicle has been driven under a high load such as driving uphill.

DEFINITION OF TERMS [08/2013 - ]

Scheme 27

Scheme 28

Scheme 29

Scheme 30

Scheme 31

Scheme 32

Scheme 33

Scheme 34

Scheme 35

Scheme 36

Scheme 37

CAUTION / NOTICE / HINT

HINT

*: Use the Techstream.

PROCEDURE

1. VEHICLE BROUGHT TO WORKSHOP Result Proceed to NEXT Result: 1 NEXT See step 2
2. CUSTOMER PROBLEM ANALYSIS Result Proceed to NEXT Result: 1 NEXT See step 3
3. CONNECT TECHSTREAM TO DLC3* HINT: If the display indicates a communication fault in the Techstream, inspect the DLC3. When any CAN communication system DTCs are output, perform troubleshooting on the CAN communication system first. Result Proceed to NEXT Result: 1 NEXT See step 4
4. CHECK DTC AND FREEZE FRAME DATA* Check for DTCs. Refer to «DTC CHECK / CLEAR [08/2013 - ]»(ref-635447-S23850175802014070300000) Powertrain > Engine and ECT > Trouble Codes Check for freeze frame data. Refer to «FREEZE FRAME DATA [08/2013 - ]»(ref-635447-S01003028602014070300000) HINT: Record or print DTCs and freeze frame data if necessary. Result Proceed to NEXT Result: 1 NEXT See step 5
5. CLEAR DTC AND FREEZE FRAME DATA* Clear the DTCs and freeze frame data. Refer to «DTC CHECK / CLEAR [08/2013 - ]»(ref-635447-S23850175802014070300000) Powertrain > Engine and ECT > Clear DTCs Result Proceed to NEXT Result: 1 NEXT See step 6
6. CONDUCT VISUAL INSPECTION Result Proceed to NEXT Result: 1 NEXT See step 7
7. SELECT CHECK MODE DIAGNOSIS* Switch the ECM from normal mode to check mode. Powertrain > Engine and ECT > Utility Tester Display Check Mode HINT: Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE [08/2013 - ]»(ref-635447-S33485272112014070300000) Result Proceed to NEXT Result: 1 NEXT See step 8
8. CONFIRM PROBLEM SYMPTOMS Confirm problem symptoms. HINT: If the engine does not start, first perform the "Check DTC" procedure and "Conduct Basic Inspection" procedure below. Result Result Proceed to Malfunction does not occur A Malfunction occurs B Result: 2 B See step 10 Result: 1 A See step 9
9. SIMULATE SYMPTOMS HINT: Refer to Symptom Simulation. Refer to «PROBLEM SYMPTOMS TABLE [08/2013 - ]»(ref-635447-S11538227832014070300000) Result Proceed to NEXT Result: 1 NEXT See step 10
10. CHECK DTC* Check for DTCs. Powertrain > Engine and ECT > Trouble Codes HINT: Refer to DTC Check / Clear. Refer to «DTC CHECK / CLEAR [08/2013 - ]»(ref-635447-S23850175802014070300000) Result Result Proceed to DTCs are output A DTCs are not output B Result: 2 B See step 12 Result: 1 A See step 11
11. REFER TO DTC CHART HINT: Refer to Diagnostic Trouble Code Chart. Refer to «DIAGNOSTIC TROUBLE CODE CHART [08/2013 - ]»(ref-635447-S11808884322014070300000) Result Proceed to NEXT Result: 1 NEXT See step 12
12. CONDUCT BASIC INSPECTION Conduct basic inspection. HINT: Refer to Basic Inspection. Refer to «BASIC INSPECTION [08/2013 - ]»(ref-635447-S21833427572014070300000) Result Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B Result: 2 B See step 17 Result: 1 A See step 13
13. REFER TO PROBLEM SYMPTOMS TABLE HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE [08/2013 - ]»(ref-635447-S11538227832014070300000) Result Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B Result: 2 B See step 17 Result: 1 A See step 14
14. CHECK ECM POWER SOURCE CIRCUIT Check the ECM power source circuit. HINT: Refer to ECM Power Source Circuit. Refer to «ECM Power Source Circuit [08/2013 - ]»(ref-635617-S39094014912014070300000) Result Proceed to NEXT Result: 1 NEXT See step 15
15. CONDUCT CIRCUIT INSPECTION Result Result Proceed to Malfunction not confirmed A Malfunction confirmed B Result: 2 B See step 18 Result: 1 A See step 16
16. CHECK FOR INTERMITTENT PROBLEMS Check for intermittent problems. HINT: Refer to Check for Intermittent Problems. Refer to «CHECK FOR INTERMITTENT PROBLEMS [08/2013 - ]»(ref-635447-S31800397002014070300000) Result Proceed to NEXT Result: 1 NEXT See step 17
17. CONDUCT PARTS INSPECTION Result Proceed to NEXT Result: 1 NEXT See step 18
18. IDENTIFY PROBLEM Result Proceed to NEXT Result: 1 NEXT See step 19
19. ADJUST AND/OR REPAIR Result Proceed to NEXT Result: 1 NEXT See step 20
20. CONDUCT CONFIRMATION TEST Result Proceed to NEXT Result: 1 NEXT END

CHECK FOR INTERMITTENT PROBLEMS [08/2013 - ]

HINT

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

1. Clear the DTCs. Refer to «DTC CHECK / CLEAR [08/2013 - ]»(ref-635447-S23850175802014070300000)
2. Switch the ECM from normal mode to check mode using the Techstream. Refer to «CHECK MODE PROCEDURE [08/2013 - ]»(ref-635447-S33485272112014070300000)
3. Perform a simulation test. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING [08/2013 - 04/2014]»(ref-635429-S08037721622014070300000) Refer to «HOW TO PROCEED WITH TROUBLESHOOTING [04/2014 - ]»(ref-635429-S26261876542014070300000)
4. Check and wiggle the harness(es), connector(s) and terminal(s). Refer to «ELECTRONIC CIRCUIT INSPECTION PROCEDURE [08/2013 - ]»(ref-635429-S33489855532014070300000)

When a malfunction is not 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 carrying out the basic engine check shown in the following procedure, the location of the problem can be found quickly and efficiently. Therefore, using this check is essential when troubleshooting the engine.

1. CHECK BATTERY VOLTAGE NOTE: Carry out this check with the engine stopped and the ignition switch off. Result Result Proceed to 11 V or higher OK Below 11 V NG Result: 2 NG CHARGE OR REPLACE BATTERY Result: 1 OK See step 2
2. CHECK WHETHER ENGINE CRANKS Result Proceed to OK NG Result: 2 NG PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE [08/2013 - ]»(ref-635447-S11538227832014070300000) Result: 1 OK See step 3
3. CHECK WHETHER ENGINE STARTS Result Proceed to OK NG Result: 2 NG See step 6 Result: 1 OK See step 4
4. CHECK AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY Visually check that the air cleaner filter element sub-assembly is not excessively contaminated with dirt or oil. Result Proceed to OK NG Result: 2 NG REPLACE AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY Result: 1 OK See step 5
5. CHECK IDLING SPEED Check the engine idling speed. Refer to «PROCEDURE - Step 9»(ref-635582-S32632536672014070300000) Result Proceed to OK NG Result: 2 NG TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP Result: 1 OK See step 6
6. CHECK FUEL PRESSURE Check the fuel pressure. Refer to «PROCEDURE - Step 2»(ref-635618-S06281564112014070300000) Result Proceed to OK NG Result: 2 NG TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP Result: 1 OK See step 7
7. CHECK FOR SPARK Perform a spark test. Refer to «PROCEDURE - Step 1»(ref-635588-S09257440932014070300000) Result Proceed to OK NG Result: 1 OK PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE [08/2013 - ]»(ref-635447-S11538227832014070300000) Result: 2 NG TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP

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

HINT

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

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

Scheme 38

1. Inspection After Repair Perform learning value reset and idle learning after replacing or servicing parts related to engine operation. Details on procedures required are indicated by an asterisk and a number, and are explained in detail following the table. Part Replaced Engine Operation Learning Value Reset*1 Idle Learning*2 Throttle body assembly*3 Cleaning the deposits from the throttle body assembly*3 - o o Engine assembly - o o Cylinder head sub-assembly Camshaft (for intake or exhaust camshaft) Camshaft timing gear assembly Camshaft timing exhaust gear assembly Piston or piston ring Mass air flow meter sub-assembly Fuel injector assembly Fuel pump Air fuel ratio sensor Heated oxygen sensor Engine coolant temperature sensor Spark plug Ignition coil assembly Air leaks from intake system Gas leaks from exhaust system Confirm the following: Perform learning value reset and idle learning when one or more of the following conditions is met. A DTC was output before component replacement. An air fuel ratio learned value (one of A/F Learn Value Idle #1, A/F Learn Value Low #1, A/F Learn Value Mid1 #1, A/F Learn Value Mid2 #1 or A/F Learn Value High #1) displayed in the Data List was higher than +/- 15% before component replacement. Starting failure, rough idle, or engine stalls after component replacement. o o The items in the list above do not apply. - - Knock control sensor*4 - - - o: Necessary. -: Unnecessary. NOTE: Engine learned values cannot be reset by disconnecting the battery negative (-) terminal or removing the EFI-MAIN and ETCS fuses. *1: Learning Value Reset 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 / Learning Value Reset. Confirm the following conditions as instructed on the screen. - Ignition switch ON - Engine stopped - Battery voltage is higher than 9 V After confirming, select "Next" and initialize the learned value. HINT: If a message indicating learned value initialization failure is displayed on the screen, confirm the execution conditions, and perform learned value initialization again. After the completion of learned value initialization, confirm the air fuel ratio learned values (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) in the Data List. Result If 0 is displayed for all the air fuel ratio learned values, initialization has completed correctly. If a value other than 0 is displayed for one of the air fuel ratio learned values, perform initialization again. After initialization, confirm the air fuel ratio learned values. If a value other than 0 is displayed, replace the ECM. *2: Idle Learning Turn the ignition switch off and wait for at least 30 seconds. Start the engine and warm it up until the engine coolant temperature is 80°C (176°F) or higher. HINT: Learning starts when the engine coolant temperature is 80°C (176°F) or higher. After the engine is warmed up, allow it to idle for 5 minutes with the air conditioning and all accessories off. Confirm that the idle speed is within the standard range. Standard Engine Idle Speed 700 to 800 RPM (for CVT and A/T models) 600 to 700 RPM (for M/T models) HINT: Be sure to perform this step with all accessories off. Make sure that the shift lever is in P or N (Neutral). *3: Perform memory reset and idle learning after replacing the throttle body assembly or cleaning deposits from the throttle body assembly. After that, check the idle speed. If the value is out of the specified range, perform the procedure below. WARNING: When performing the confirmation driving pattern, obey all speed limits and traffic laws. HINT: History information for driving and stopping is necessary to update idle learning. Warm up the engine (engine coolant temperature is 80°C (176°F) or higher, air conditioning and all accessories are off) [A]. Drive the vehicle at 10 km/h (6 mph) or more [B]. Idle the engine for 20 seconds or more [C]. Repeat procedure [B] and [C], and check that the idle speed is within the specified range [D]. Standard Engine Idle Speed 700 to 800 RPM (for CVT and A/T models) 600 to 700 RPM (for M/T models) HINT: Be sure to perform this step with all accessories off. Make sure that the shift lever is in P or N (Neutral). If the idle speed is still out of the specified range, repeat procedure [B] and [C] until the idle speed is within the specified range [E]. *4: Drive the vehicle for a short while after replacing the knock control sensor, and check if knocking occurs. If knocking occurs, drive the vehicle until knocking stops.

CHECKING MONITOR STATUS [08/2013 - ]

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

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

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

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

1. PERFORM MONITOR DRIVE PATTERN Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR [08/2013 - ]»(ref-635447-S23850175802014070300000) Powertrain > Engine and ECT > Clear DTCs Operate the vehicle in accordance with the applicable drive pattern described in Readiness Monitor Drive Pattern (Refer to «READINESS MONITOR DRIVE PATTERN [08/2013 - ]»(ref-635447-S09654083332014070300000) ). Do not turn the ignition switch off. NOTE: The test results will be lost if the ignition switch is turned off.
2. ACCESS MONITOR RESULT Enter the following menus: Powertrain / Engine and ECT / Monitor / Current Monitor / Result. Confirm the monitor status for each component. HINT: The monitor status for each component is displayed in the Result column. Pass: The component is functioning normally. Fail: The component is malfunctioning. Display the test results and test values for a monitor by selecting the icon in the Details column for that monitor.
3. CHECK COMPONENT STATUS Compare the Test Value with the minimum test limit (Min Limit) and maximum test limit (Max Limit). If the test value is between the minimum and maximum test limits, the component is functioning normally. If not, the component is malfunctioning. The test value is usually not near the test limits. If the test value is on the borderline of the test limits, the component is likely to malfunction in the near future. HINT: The monitor result might on rare occasions be Pass even if the Malfunction Indicator Lamp (MIL) is illuminated. This indicates the system malfunctioned on a previous driving cycle. This might be caused by an intermittent problem.
4. MONITOR RESULT INFORMATION When using a generic scan tool, multiply the test value by the scaling value. Refer to "Monitor Result" in each DTC related to the monitor. Refer to «DIAGNOSTIC TROUBLE CODE CHART [08/2013 - ]»(ref-635447-S11808884322014070300000)

READINESS MONITOR DRIVE PATTERN [08/2013 - ]

1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emission related components, and indicate any detected abnormalities using DTCs (Diagnostic Trouble Codes). Since various components need to be monitored during different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors. To view the status, enter the following menus: Powertrain / Engine and ECT / Monitor / Current Monitor / Current. When the status of a Readiness Monitor reads Complete, the necessary conditions have been met for running the performance tests for that Readiness Monitor. A generic OBD II scan tool can also be used to view the Readiness Monitor status. HINT: Many state Inspection and Maintenance (I/M) programs require the status of vehicle Readiness Monitor to show Complete before beginning emission tests. The Readiness Monitor is reset to Incomplete if: The ECM has lost battery power or blown a fuse. DTCs have been cleared. The conditions for running the Readiness Monitor have not been met. If the Readiness Monitor status shows Incomplete, follow the appropriate Readiness Monitor Drive Pattern to change the status to Complete. WARNING: Strictly observe posted speed limits, traffic laws, and road conditions when performing these drive patterns. NOTE: These drive patterns represent the fastest method of satisfying all conditions necessary to achieve complete status for each specific Readiness Monitor. In the event of a drive pattern being interrupted (possibly due to factors such as traffic conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still achieve complete status upon completion of the drive pattern. To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed (driving up and down hills and/or sudden acceleration).
2. VVT SYSTEM MONITOR Refer to Confirmation Driving Pattern [P0011]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-635619-S04757307612014070300000) Refer to Confirmation Driving Pattern [P0014]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-635619-S18368210222014070300000)
3. CATALYST MONITOR (ACTIVE AIR FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0420]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-635620-S25757976122014070300000)
4. EVAP SYSTEM MONITOR (KEY OFF TYPE) Refer to Confirmation Driving Pattern [EVAP System]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-635617-S11326519152014070300000)
5. AIR FUEL RATIO AND HEATED OXYGEN SENSOR MONITORS (ACTIVE AIR FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0136]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-635619-S24166173532014070300000) Refer to Confirmation Driving Pattern [P2195]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-635617-S31471754682014070300000)
6. AIR FUEL RATIO AND HEATED OXYGEN SENSOR HEATER MONITORS (FRONT AIR FUEL RATIO AND REAR HEATED OXYGEN SENSOR TYPE) Refer to Confirmation Driving Pattern [P0031]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-635619-S05576437552014070300000) Refer to Confirmation Driving Pattern [P0037]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-635619-S31867142842014070300000)

CHECK MODE PROCEDURE [08/2013 - ]

HINT

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

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

Scheme 39

1. CHECK MODE PROCEDURE Check and ensure the following conditions: Battery voltage is 11 V or higher. Throttle valve is fully closed. Shift lever is in P or N (Neutral). A/C switch is off. 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 / Utility / Check Mode. Powertrain > Engine and ECT > Utility Tester Display Check Mode Switch the ECM from normal mode to check mode. Check that the MIL flashes as shown in the illustration. Start the engine. Check that the MIL turns off. Simulate the conditions of the malfunction described by the customer. Check DTCs and freeze frame data using the Techstream.

FAIL-SAFE CHART [08/2013 - ]

If any of the following DTCs are stored, the ECM enters fail-safe mode to allow the vehicle to be driven temporarily or stops fuel injection.

HINT

*1: The vehicle can be driven slowly when the accelerator pedal is depressed firmly and slowly. If the accelerator pedal is depressed quickly, the vehicle may speed up and slow down erratically.

*2: Misfire-related fail-safe operations occur when catalyst overheat malfunctions occur.

Scheme 40

Scheme 41

Scheme 42

Scheme 43

Scheme 44

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. The actual values may differ from the values listed in the chart under "Reference Value" due to climate, weather conditions, etc. HINT: Normal Condition: If no conditions are specifically stated for "idling", the shift lever should be in P or N (neutral), the A/C switch should be off and all accessory switches should be off. Warm up the engine. Turn the A/C switch off. 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. HINT: To display the list box, press the pull down menu button next to Primary. Then select a measurement group. When you select a measurement group, the ECU data belonging to that group is displayed. Measurement Group List / Description All Data / All data Primary / - Engine Control / Engine control system related data Gas General / - Gas AF Control / Air fuel ratio control system related data Gas AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data Gas Throttle / Gasoline throttle system related data Gas Intake Control / Intake control system related data Gas Valve Control / Valve control system related data Gas Misfire / "Misfire" related data Gas Starting / "Difficult to start" related data Gas Rough Idle / "Rough idle" related data Gas Evaporative / Evaporative system related data Gas CAT Converter / Catalyst converter related data Check Mode / Check mode related data Monitor Status / Monitor status related data Ignition / Ignition system related data Charging Control / Charging control system related data Compression / Data used during "Check the Cylinder Compression" Active Test AT / Automatic transaxle system related data Vehicle Information / Vehicle information According to the display on the Techstream, read the Data List. HINT: The title used for each group of Data List items in this repair manual does not appear on the Techstream. However, the name in parentheses after the title, which is a Measurement Group, does appear on the Techstream. When the name shown in parentheses is selected on the Techstream, all the Data List items listed for that group will be displayed. "Reference Value" is the assessment of one vehicle. Use it only for reference.
2. Various Vehicle Conditions 1 (All Data) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Vehicle Speed Vehicle speed Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Actual vehicle speed - This is the current vehicle speed. The vehicle speed is detected using the wheel speed sensors. Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped. Engine Speed Engine speed Min.: 0 RPM, Max.: 16383 RPM 700 to 800 RPM: Idling (for CVT and A/T models) 600 to 700 RPM: Idling (for M/T models) Idling (engine warmed up and A/C off): 685 RPM When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 RPM or varies greatly from the actual engine speed. Calculate Load Load calculated by ECM Min.: 0%, Max.: 100% - Ignition switch ON: 0.0% Idling (engine warmed up): 34.5% Running without load (3000 RPM): 30.5% This is the engine load calculated based on the estimated intake manifold pressure. Calculate Load = Estimated intake manifold pressure / maximum intake manifold pressure x 100 (%) (For example, when the estimated intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.) Vehicle Load Vehicle load Min.: 0%, Max.: 25700% - Ignition switch ON: 0.0% Idling (engine warmed up): 16.0% Running without load (3000 RPM): 16.0% This is the engine intake air charging efficiency. Vehicle Load = Current intake airflow (gm/sec) / maximum intake airflow x 100% Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.) HINT: Due to individual engine differences, intake air temperature, etc., the value may exceed 100%.Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (RPM)(Intake airflow (gm/sec) is MAF) MAF Airflow rate from mass air flow meter sub-assembly Min.: 0 gm/sec, Max.: 655.35 gm/sec 1.0 to 3.0 gm/sec: Idling 5.0 to 10.0 gm/sec: 3000 RPM (without load) Ignition switch ON: 0.23 gm/sec Idling (engine warmed up): 1.98 gm/sec Running without load (3000 RPM): 8.81 gm/sec This is the intake air amount from the mass air flow meter sub-assembly. Atmosphere Pressure Atmospheric pressure Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1912 mmHg) Equivalent to atmospheric pressure (absolute pressure) Idling (engine warmed up): 100 kPa(abs) [750 mmHg(abs)] Standard atmospheric pressure: 101 kPa(abs) [758 mmHg(abs)] For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (7.5 mmHg). This varies by weather. Coolant Temp Coolant temperature Min.: -40°C (-40°F), Max.: 140°C (284°F) 75 to 100°C (167 to 212°F): After warming up - This is the engine coolant temperature. HINT: After warming up the engine, the engine coolant temperature is 75 to 100°C (167 to 212°F). After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F), or higher than 135°C (275°F), the sensor circuit is open or shorted. Check if the engine overheats when the value indicates higher than 135°C (275°F). Intake Air Intake air temperature Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to temperature at location of mass air flow meter sub-assembly - After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F), or higher than 128°C (262°F), the sensor circuit is open or shorted. Engine Run Time Engine run time Min.: 0 s, Max.: 65535 s Time after engine start - This is the time elapsed since the engine started. HINT: The time is counted only while the engine is running. Initial Engine Coolant Temp Initial engine coolant temperature Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) - - This is the coolant temperature stored when the ignition switch is turned to ON. Initial Intake Air Temp Initial intake air temperature Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) - - This is the intake air temperature stored when the ignition switch is turned to ON. Battery Voltage Battery voltage Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling Ignition switch ON: 12.851 V Cranking: 9.902 V Idling (engine warmed up): 14.023 V If 11 V or less, characteristics of some electrical components may change. Glow Indicator Supported Status of glow indicator supported Unsupp or Supp Unsupp - - Glow Indicator Glow indicator ON or OFF OFF
3. Throttle Control 1 (Gas Throttle) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Accelerator Position Accelerator pedal position Min.: 0%, Max.: 399.9% Actual accelerator pedal position Ignition switch ON: 0.0% (accelerator pedal fully released) Ignition switch ON: 100.0% (accelerator pedal fully depressed) This is the accelerator pedal position defined using the learned fully released position (sensor output) of No. 1 accelerator pedal position sensor as 0% and the fully depressed position as 100%. 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 Ignition switch ON: 16.0% (accelerator pedal fully released) Ignition switch ON: 70.5% (accelerator pedal fully depressed) The No. 1 accelerator pedal position sensor output is converted using 5 V = 100%. HINT: If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal. 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 Ignition switch ON: 31.7% (accelerator pedal fully released) Ignition switch ON: 86.2% (accelerator pedal fully depressed) The No. 2 accelerator pedal position sensor output is converted using 5 V = 100%.
4. Throttle Control 2 (All Data) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note 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 Ignition switch ON: 0.800 V (accelerator pedal fully released) Ignition switch ON: 3.515 V (accelerator pedal fully depressed) This is the raw voltage from the No. 1 accelerator pedal position sensor. 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 Ignition switch ON: 1.601 V (accelerator pedal fully released) Ignition switch ON: 4.296 V (accelerator pedal fully depressed) This is the raw voltage from the No. 2 accelerator pedal position sensor.
5. Throttle Control 3 (Gas Throttle) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Accelerator Idle Position Whether or not accelerator pedal position sensor detecting released accelerator pedal ON or OFF ON: Accelerator pedal fully released Ignition switch ON: ON (accelerator pedal fully released) Ignition switch ON: OFF (accelerator pedal depressed) This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position. Accel Fully Close Learn #1 Accelerator fully released learned value No. 1 Min.: 0 deg, Max.: 124.5 deg - Ignition switch ON: 20.0 deg This is the value of No. 1 accelerator pedal position sensor learned when the accelerator pedal is released. Accel Fully Close Learn #2 Accelerator fully released learned value No. 2 Min.: 0 deg, Max.: 124.5 deg - Ignition switch ON: 39.5 deg This is the value of No. 2 accelerator pedal position sensor learned when the accelerator pedal is released. Throttle Sensor Volt % Absolute throttle position sensor No. 1 Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal fully released 64 to 96%: Accelerator pedal fully depressed Ignition switch ON: 16.8% (accelerator pedal fully released) HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Ignition switch ON: 81.5% (accelerator pedal fully depressed) Idling (engine warmed up): 14.9% Running without load (3000 RPM): 19.2% The No. 1 throttle position sensor output is converted using 5 V = 100%. HINT: If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal. Throttl Sensor #2 Volt % Absolute throttle position sensor No. 2 Min.: 0%, Max.: 100% 42 to 62%: Accelerator pedal fully released 92 to 100%: Accelerator pedal fully depressed Ignition switch ON: 49.0% (accelerator pedal fully released) HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Ignition switch ON: 99.2% (accelerator pedal fully depressed) Idling (engine warmed up): 46.6% The No. 2 throttle position sensor output is converted using 5 V = 100%. ST1 Brake pedal signal ON or OFF ON: Brake pedal depressed OFF: Brake pedal released - This is the stop light switch assembly signal (ST1- terminal). System Guard System guard ON or OFF ON Idling (engine warmed up): ON When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function. OFF: Electronic throttle control is stopped. Open Side Malfunction Open malfunction ON or OFF OFF - This parameter indicates a malfunction in the electronic throttle when the throttle valve is open. Throttle Idle Position Whether or not throttle position sensor detecting idle ON or OFF - Ignition switch ON: ON Idling (engine warmed up): ON Running without load (3000 RPM): OFF This is a parameter calculated by the ECM. The value is ON when the throttle is at the idle position and OFF when the throttle is open. Throttle Require Position Required throttle position Min.: 0 V, Max.: 4.98 V - Ignition switch ON: 0.839 V (accelerator pedal fully released) Ignition switch ON: 4.082 V (accelerator pedal fully depressed) Idling (engine warmed up): 0.722 V This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No. 1 value except during very rapid throttle valve movement, such as that used during wheelspin control. Throttle Sensor Position Throttle sensor position Min.: 0%, Max.: 100% 0%: Accelerator pedal fully released 50 to 80%: Accelerator pedal fully depressed Idling (engine warmed up): 0.0% This is the throttle valve opening amount used for engine control. (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idle speed during idling.) This value has no meaning when the ignition switch is ON and the engine is stopped. Throttle Position No. 1 Throttle position sensor No. 1 output voltage Min.: 0 V, Max.: 4.98 V Almost same as "Throttle Require Position" 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 Ignition switch ON: 0.839 V (accelerator pedal fully released) Ignition switch ON: 4.082 V (accelerator pedal fully depressed) Idling (engine warmed up): 0.722 V This is the No. 1 throttle position sensor output voltage. 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 Ignition switch ON: 2.441 V (accelerator pedal fully released) Ignition switch ON: 4.941 V (accelerator pedal fully depressed) Idling (engine warmed up): 2.034 V This is the No. 2 throttle position sensor output voltage. Throttle Position Command Throttle position command value Min.: 0 V, Max.: 4.98 V - - Throttle Position Command is the same value as Throttle Require Position. Throttle Sens Open Pos #1 Throttle position sensor No. 1 Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V Ignition switch ON: 0.859 V This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the ignition switch to ON. Throttle Sens Open Pos #2 Throttle position sensor No. 2 Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V Ignition switch ON: 1.972 V This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the ignition switch to ON. Throttle Motor Current Throttle actuator current Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling Ignition switch ON: 0.4 A (accelerator pedal fully released) Ignition switch ON: 0.7 A (accelerator pedal fully depressed) Idling (engine warmed up): 0.7 A Running without load (3000 RPM): 0.6 A When this value is large but the actual opening angle (Throttle Position No. 1) does not reach the target opening angle (Throttle Require Position), there is an "unable to open" malfunction. This value normally fluctuates around 1 A. Throttle Motor DUTY Throttle actuator Min.: 0%, Max.: 100% 10 to 22%: Idling - This is the output duty ratio of the throttle actuator drive circuit. Throttle Motor Duty (Open) Throttle actuator duty ratio (open) Min.: 0%, Max.: 255% 0 to 40%: Idling Ignition switch ON: 0% (accelerator pedal fully released) Ignition switch ON: 15% (accelerator pedal fully depressed) Idling (engine warmed up): 0% Running without load (3000 RPM): 10% This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal. When the throttle valve is being opened, Throttle Motor Duty (Open) is 10 to 50%. Throttle Motor Duty (Close) Throttle actuator duty ratio (close) Min.: 0%, Max.: 255% 0 to 40%: Idling Ignition switch ON: 9% (accelerator pedal fully released) Ignition switch ON: 0% (accelerator pedal fully depressed) Idling (engine warmed up): 12% Running without load (3000 RPM): 0% This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. HINT: During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve. Throttle Fully Close Learn Throttle valve fully closed position (learned value) Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal fully released Ignition switch ON: 0.605 V The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the ignition switch is ON, the accelerator pedal is released and the throttle actuator is off). Learning is performed immediately after the ignition switch is turned to ON. +BM Voltage +BM voltage Min.: 0 V, Max.: 79.998 V 11 to 14 V: Ignition switch ON and system normal - This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P2118 (open circuit) and P0657 (short circuit, ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the ignition switch is turned off). Actuator Power Supply Actuator power supply ON or OFF ON: Idling - If +BM power is lost, this item changes to OFF. Throttle Air Flow Learning Value(Area 1) Throttle air flow learning value of area 1 Min.: 0, Max.: 1.99 - - - Throttle Air Flow Learning Value(Area 2) Throttle air flow learning value of area 2 Min.: 0, Max.: 1.99 - - - Throttle Air Flow Learning Value(Area 3) Throttle air flow learning value of area 3 Min.: 0, Max.: 1.99 - - - Throttle Air Flow Learning Value(Calculated Value) Throttle air flow learning value (caluculated value) Min.: 0, Max.: 1.99 - - - Throttle Air Flow Learning Value(Atmosphere Pressure Offset Value) Throttle air flow learning value (atmosphere pressure offset value) Min.: 0, Max.: 2.55 - - - Throttle Air Flow Learning Prohibit(Intake Air Pressure Malfunction) Throttle air flow learning prohibit (intake air pressure malfunction) OK or NG - - - Throttle Air Flow Learning Prohibit(Air Fuel Ratio Malfunction) Throttle air flow learning prohibit (air fuel ratio malfunction) OK or NG - - - Throttle Position Throttle valve opening angle Min.: 0 deg, Max.: 499.99 deg - Idling (engine warmed up): 0.00 deg This value has no meaning when the ignition switch is ON and the engine is stopped.
6. Idle Speed Control (Gas Rough Idle) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note ISC Flow Flow rate calculated using information from mass air flow meter sub-assembly Min.: 0 L/s, Max.: 79.99 L/s - Idling (engine warmed up): 1.83 L/s This is the total ISC airflow amount (the amount of intake air necessary to maintain idling). HINT: ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount ISC Position Requested throttle opening amount calculated using ISC control Min.: 0 deg, Max.: 499.99 deg - Idling (engine warmed up): 2.86 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 - Idling (engine warmed up): -0.13 L/s This is the feedback amount necessary to adjust the airflow amount to maintain the target idling speed. HINT: When the idling speed differs from the target, the feedback amount is adjusted. If the feedback amount becomes more than a certain value, this will be reflected in the ISC learned airflow value. ISC Learning Value ISC learned airflow value Min.: -40 L/s, Max.: 39.99 L/s - Idling (engine warmed up): 1.80 L/s This is the learned value of the airflow amount necessary for engine idling. HINT: If ISC Feedback Value becomes more than a certain value, this will be reflected in ISC Learning Value. ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount Electric Load Feedback Val Compensation flow rate according to electrical load Min.: -40 L/s, Max.: 39.99 L/s - Idling (headlights and window defogger on): 0.44 L/s This is the ISC compensation amount determined according to the electrical load. Air Conditioner FB Val Compensation flow rate according to air conditioner load Min.: -40 L/s, Max.: 39.99 L/s - Idling (A/C on): 0.66 L/s This is the ISC compensation amount determined according to the air conditioner load. Low Revolution Control Low engine speed control operation state ON or OFF - Idling (engine warmed up): OFF This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 RPM). 900 RPM (when the engine coolant temperature is 10°C [50°F]) 850 RPM (when the engine coolant temperature is 30°C [86°F]) 750 RPM (when the engine coolant temperature is 60°C [140°F]) Before 5 seconds elapse after starting the engine, this parameter indicates the status of the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the status of the current trip. HINT: The engine is considered to have started when the engine speed reaches 400 RPM. When the engine speed decreases immediately after starting the engine, this parameter changes to ON and remains ON for the rest of the trip. ON: The engine speed decreased immediately after starting the engine. OFF: The engine speed did not decrease immediately after starting the engine. For use when engine stall, starting problems or rough idle is present. Neutral Control Neutral control status ON or OFF - - - N Range Status Shift lever N status ON or OFF - - - Eng Stall Control FB Flow Intake air compensation flow rate Min.: -40 L/s, Max.: 39.99 L/s - Idling (engine warmed up): 0.00 L/s The intake air amount and ignition timing are adjusted when there is a large decrease in engine speed (for example, a decrease to 550 RPM or less) in order to prevent engine stall. For use when engine stall, starting problems or rough idle is present. Deposit Loss Flow Flow loss due to deposits Min.: -40 L/s, Max.: 39.99 L/s - - This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when the engine stalls, is difficult to start, or idles roughly.
7. Fuel System 1 (Gas General) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Injector (Port) Injection period of the No. 1 cylinder Min.: 0 μs, Max.: 65535 μs - Idling (engine warmed up): 2291 μs Running without load (3000 RPM): 2096 μs This is the injection period of the No. 1 cylinder (the command value from the ECM). Injection Volum (Cylinder1) Injection volume (cylinder 1) Min.: 0 ml, Max.: 2.047 ml 0 to 0.15 ml: Idling Idling (engine warmed up): 0.076 ml Running without load (3000 RPM): 0.076 ml This is the fuel injection volume for 10 injections. Fuel Pump/Speed Status Fuel pump status ON or OFF ON: Starter on or engine running
8. EVAP System 1 (All Data) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Vacuum Pump Key-off EVAP system leak detection pump status ON or OFF - - This item changes to ON during the key-off EVAP monitor which is performed approximately 5 hours after the ignition switch is turned off*. *: Refer to «EVAP System [08/2013 - ]»(ref-635617-S12102613442014070300000)
9. Fuel System 2 (All Data) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Current Fuel Type Current fuel type - Gasoline/petrol
10. EVAP System 2 (Gas Evaporative) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note EVAP (Purge) VSV Purge VSV control duty Min.: 0%, Max.: 100% - Idling (engine warmed up): 5.4% Running without load (3000 RPM): 0.0% This is the command signal from the ECM. This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed. *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV. When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%. EVAP Purge Flow Purge flow Min.: 0%, Max.: 399.9% - Idling (engine warmed up): 4.4% Running without load (3000 RPM): 0.0% This is the percentage of total engine airflow contributed by EVAP purge operation. (EVAP Purge Flow = Purge flow / Engine airflow x 100 (%)) It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV. Purge Density Learn Value Purge density learned value Min.: -200, Max.: 199.993 - Idling (engine warmed up): -0.391 Purge Density Learn Value is the proportion of the decrease in injection volume (based on the change in the air fuel ratio feedback compensation value) related to a 1% purge flow rate. When Purge Density Learn Value is a large negative value, the purge effect is large. The purge density is determined from the change in the air fuel ratio feedback compensation value when purge flow is introduced. Purge density learning is performed so that the feedback compensation value is 0 +/-2%. HINT: Usually, the value is approximately +/-1%. 1%: The concentration of HC in the purge gas is relatively low. 0%: The concentration of HC in the purge gas is approximately equal to the stoichiometric air fuel ratio. Large negative values indicate that the concentration of HC in the purge gas is relatively high. Vapor Pressure Pump Vapor pressure Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10813.27 mmHg) Approximately 100 kPa(abs) [750 mmHg(abs)]: Ignition switch ON - This is the EVAP system pressure monitored by the canister pressure sensor. HINT: Except for when the monitor is running, this value should be approximately the same as atmospheric pressure. As Vapor Pressure Pump is almost the same as atmospheric pressure when the engine is stopped, this item can be used to help determine if the canister pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value. Vapor Pressure (Calculated) Calculated EVAP system pressure Min.: -720.896 kPa (-5406.720 mmHg), Max.: 720.874 kPa (5406.555 mmHg) Approximately 100 kPa(abs) [750 mmHg(abs)]: Ignition switch ON - - EVAP System Vent Valve Key-off EVAP system vent valve status ON or OFF OFF: Vent ON: Closed - - EVAP Purge VSV VSV status for EVAP control ON or OFF - - This parameter displays ON when EVAP (Purge) VSV is approximately 30% or higher, and displays OFF when the VSV duty ratio is less than 30%. Purge Cut VSV Duty Purge VSV duty Min.: 0%, Max.: 399.9% - Idling (engine warmed up): 4.2% Running without load (3000 RPM): 0.0%
11. Air Fuel Ratio Control 1 (All Data) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Target Air-Fuel Ratio Target air fuel ratio Min.: 0, Max.: 1.99 0.8 to 1.2: During idling Idling (engine warmed up): 0.998 (Performing feedback control at the stoichiometric air fuel ratio) Running without load (3000 RPM): 0.998 (Performing feedback control at the stoichiometric air fuel ratio) This is the target air fuel ratio used by the ECM. 1.0 is the stoichiometric air fuel ratio. Values that are more than 1 indicate the system attempting to make the air fuel ratio leaner. Values that are less than 1 indicate the system attempting to make the air fuel ratio richer. Target Air-Fuel Ratio and AF Lambda B1S1 are related.
12. Air Fuel Ratio Control 2 (Gas AF O2 Sensor) Powertrain > Engine and ECT Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note AF Lambda B1S1 Output air fuel ratio associated with bank 1 sensor 1 Min.: 0, Max.: 1.99 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 Idling (engine warmed up): 0.998 Running without load (3000 RPM): 0.995 This is the actual air fuel ratio calculated based on the air fuel ratio sensor output. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor. Reference value when performing the Active Test: Injection Volume: +/-0% AF Lambda B1S1: 0.99 AFS Voltage B1S1: 3.29 V AFS Current B1S1: 0.00 mA O2S B1S2: 0.8 V Injection Volume: -12.5% AF Lambda B1S1: 1.17 AFS Voltage B1S1: 3.91 V AFS Current B1S1: 0.22 mA O2S B1S2: 0.015 V Injection Volume: 12.5% AF Lambda B1S1: 0.93 AFS Voltage B1S1: 2.83 V AFS Current B1S1: -0.16 mA O2S B1S2: 0.95 V AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1 Min.: 0 V, Max.: 7.99 V 2.6 to 3.8 V: Idling Idling (engine warmed up): 3.305 V Running without load (3000 RPM): 3.267 V Fuel-cut during deceleration being performed: 4.996 V This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current B1S1 below for the actual sensor output). Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor. AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Idling (engine warmed up): 0.00 mA Running without load (3000 RPM): -0.01 mA Fuel-cut during deceleration being performed: 2.56 mA With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA. When the value is outside the range of 0.7 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit. A/F Heater Duty #1 Air fuel ratio sensor heater duty ratio for bank 1 Min.: 0%, Max.: 399.9% 0 to 100% Idling (engine warmed up): 28.9% When the value is any value except 0%, current is being supplied to the heater. O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 Min.: 0 V, Max.: 1.275 V 0 to 1 V Idling (engine warmed up): 0.270 V Running without load (3000 RPM): 0.350 V This is the output voltage of the heated oxygen sensor. Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio. Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio. During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V. 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 voltage output of the sensor. Reference value when performing the Active Test: Injection Volume: -12.5% AF Lambda B1S1: 1.17 AFS Voltage B1S1: 3.91 V AFS Current B1S1: 0.22 mA O2S B1S2: 0.015 V Injection Volume: 12.5% AF Lambda B1S1: 0.93 AFS Voltage B1S1: 2.83 V AFS Current B1S1: -0.16 mA O2S B1S2: 0.95 V O2S Impedance B1S2 Heated oxygen sensor impedance for bank 1 sensor 2 Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm Idling (engine warmed up): 158.86 ohm After driving approx. 10 min. in an urban area: 5 to 15000 ohm HINT: When the value is outside the range of 5 to 15000 ohm, there is a problem in the heated oxygen sensor or sensor circuit. O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2 Active or Not Act - - - O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2 Min.: 0 A, Max.: 4.999 A - Idling (engine warmed up): 0.000 A Running without load (3000 RPM): 0.972 A When the value is any value except 0 A, current is being supplied to the heater. Short FT #1 Short-term fuel trim for bank 1 Min.: -100%, Max.: 99.2% -15 to 15% Idling (engine warmed up): -2.344% Running without load (3000 RPM): -2.344% This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback. Long FT #1 Long-term fuel trim for bank 1 Min.: -100%, Max.: 99.2% -15 to 15% Idling (engine warmed up): -5.469% Running without load (3000 RPM): -3.907% The ECM will learn the Long FT #1 values based on Short FT #1. The goal is to keep Short FT #1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio. This value is used to determine whether the system related to air fuel ratio control is malfunctioning. The condition of the system is determined based on the sum of Short FT #1 and Long FT #1 (excluding times when the system is in transition). 15% or higher: There may be a lean air fuel ratio. -15 to 15%: The air fuel ratio can be determined to be normal. -15% or less: There may be a rich air fuel ratio. Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is 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 learned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range. Total FT #1 Total fuel trim for bank 1 Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Total FT #1 = Short FT #1 + Long FT #1 Fuel System Status #1 Fuel system status for bank 1 OL, CL, OLDrive, OLFault, CLFault or Unused CL: Idling after warming up - OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Uses feedback to perform fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. HINT: CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B1S1 is approximately 1.0 and AFS Voltage B1S1 is approximately 3.3 V. Fuel System Status #2 Fuel system status for bank 2 OL, CL, OLDrive, OLFault, CLFault or Unused Unused - - A/F Learn Value Idle #1 Air fuel ratio learn value of idle area (bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher). A/F Learn Value Low #1 Air fuel ratio learn value of low load area (bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid1 #1 Air fuel ratio learn value of middle1 load area (bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) 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 (bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) 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 (bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
13. Ignition System (Ignition) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note IGN Advance Ignition timing advance for No. 1 cylinder Min.: -64 deg, Max.: 63.5 deg 4 to 12 deg: Idling Idling (engine warmed up): 7.5 deg Running without load (3000 RPM): 32.0 deg - Knock Feedback Value Knocking feedback value Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) - Idling (engine warmed up): -3.0 deg(CA) Running without load (3000 RPM): -3.0 deg(CA) This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock Feedback Value*3 + each compensation amount Example: 21 deg(CA) = 10 deg(CA) + 14 deg(CA) - 3 deg(CA) *1: The most retarded timing value is a constant determined by the engine speed and engine load. *2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3 deg(CA) as possible. When Knock Feedback Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased. When Knock Feedback Value is higher than -2 deg(CA), Knock Correct Learn Value is slowly increased. *3: The base value is -3 deg(CA) and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased. -1 deg(CA): There is no knocking and ignition timing is advanced. -6 deg(CA): Knocking is present and the ignition timing is being retarded. HINT: If Knock Feedback Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3 deg(CA)), it can be determined that knocking is not being detected. Possible Causes: There is a problem with the knock control sensor sensitivity. The knock control sensor is improperly installed. There is a problem with a wire harness. Knock Correct Learn Value Knocking correction learned value Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) - Idling (engine warmed up): 17.9 deg(CA) Running without load (3000 RPM): 19.4 deg(CA) Refer to "Knock Feedback Value". When there is knocking or a lack of power, compare the following values to another vehicle of the same model. Engine Speed Calculate Load IGN Advance Knock Feedback Value Knock Correct Learn Value Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced. Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded. HINT: When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.). Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - - This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally. Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - - This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally. Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - - This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally. Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - - This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
14. VVT Control (Gas Valve Control) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note VVT Control Status #1 Variable Valve Timing (VVT) control status for bank 1 ON or OFF - - ON: The ECM is sending commands to change the timing (even when the timing is advanced, when the timing is being maintained and not being retarded or advanced any further, the value changes to OFF). OFF: The system is commanding the timing to change to the most retarded timing. VVT Advance Fail VVT control failure status ON or OFF ON: VVT control failure - ON: There is an intake VVT timing advance malfunction. VVT Aim Angle #1 VVT hold duty learned value for bank 1 Min.: 0%, Max.: 399.9% - - This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. This is only available during the Active Test. Refer to "VVT OCV Duty #1". VVT Change Angle #1 VVT displacement angle for bank 1 Min.: 0 DegFR, Max.: 639.9 DegFR - - This is the VVT displacement angle during forced operation. This is only available during the Active Test. By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor signal is being output. Refer to "VVT OCV Duty #1". VVT OCV Duty #1 VVT camshaft timing oil control valve operation duty for bank 1 Min.: 0%, Max.: 399.9% - - This is the requested duty value for forced operation. This is only available during the Active Test. Reference value when performing the Control the VVT Linear (Bank1) Active Test: VVT OCV Duty #1 = 0.0%, VVT Change Angle #1 = 0.0 DegFR VVT OCV Duty #1 = 44.4%, VVT Change Angle #1 = 0.3 DegFR VVT OCV Duty #1 = 54.4%, VVT Change Angle #1 = 2.5 DegFR VVT OCV Duty #1 = 64.4%, VVT Change Angle #1 = 6.6 DegFR VVT OCV Duty #1 = 74.4%, VVT Change Angle #1 = 18.7 DegFR After the above test, VVT Aim Angle #1 = 49.2%. VVT Ex Hold Lrn Val #1 VVT exhaust hold duty ratio learned value for bank 1 Min.: 0%, Max.: 399.9% - - This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. This is only available during the Active Test. Refer to "VVT Ex OCV Duty #1". VVT Ex Chg Angle #1 VVT exhaust displacement angle for bank 1 Min.: 0 DegFR, Max.: 639.9 DegFR - - This is the displacement angle during forced operation. Refer to "VVT Ex OCV Duty #1". VVT Ex OCV Duty #1 VVT exhaust camshaft timing oil control valve duty for bank 1 Min.: 0%, Max.: 399.9% - - This is the requested duty value for forced operation. This is only available during the Active Test. Reference value when performing the Control the VVT Exhaust Linear (Bank1) Active Test: VVT Ex OCV Duty #1 = 0.0%, VVT Ex Chg Angle #1 = 0.0 DegFR VVT Ex OCV Duty #1 = 44.0%, VVT Ex Chg Angle #1 = 0.0 DegFR VVT Ex OCV Duty #1 = 48.9%, VVT Ex Chg Angle #1 = 0.0 DegFR VVT Ex OCV Duty #1 = 53.9%, VVT Ex Chg Angle #1 = 0.0 DegFR VVT Ex OCV Duty #1 = 58.9%, VVT Ex Chg Angle #1 = 44.4 DegFR After the above test, VVT Ex Hold Lrn Val #1 = 42.4%.
15. Various Vehicle Conditions 2 (All Data) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note VN Turbo Type VN turbo type Not Avl, Commo, Vacuum or CAN Com Not Avl - Indicates the VN turbo vane actuation method.
16. Catalyst (Gas CAT Converter) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Catalyst Temp B1S1 Catalyst temperature for bank 1 sensor 1 Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - This is the temperature of the front catalyst estimated by the ECM. This value is included in the conditions used to detect catalyst deterioration (DTC P0420), etc., and should therefore be used as a reference when recreating malfunction conditions. Catalyst Temp B1S2 Catalyst temperature for bank 1 sensor 2 Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - This is the temperature of the rear catalyst estimated by the ECM.
17. Various Vehicle Conditions 3 (All Data) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Starter Signal Starter signal ON or OFF ON: Starter operating OFF: Starter not operating - - Starter Control Starter signal ON or OFF - - - Power Steering Signal Power steering switch signal status ON or OFF ON: Power steering operating - - Neutral Position SW Signal Neutral Position switch signal status ON or OFF ON: Shift lever in P or N - - Clutch Switch Clutch switch status ON or OFF ON: Clutch pedal depressed - - Clutch Start SW Clutch switch status ON or OFF ON: Clutch pedal depressed - - Stop Light Switch Stop light switch ON or OFF ON: Brake pedal depressed OFF: Brake pedal released - - A/C Signal A/C switch status ON or OFF ON: A/C on - - Closed Throttle Position SW Closed throttle position switch status 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
18. Check Mode (Check Mode) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Check Mode Check mode ON or OFF ON: Check mode on - * 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 - - - A/F Test Results #1 Check mode result for air fuel ratio sensor (bank 1) Compl or Incmpl - - - *: Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE [08/2013 - ]»(ref-635447-S33485272112014070300000)
19. Test Result (Monitor Status) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Complete Parts Monitor Comprehensive component monitor Not Avl or Avail - - *1 Fuel System Monitor Fuel system monitor Not Avl or Avail - - *1 Misfire Monitor Misfire monitor Not Avl or Avail - - *1 EGR/VVT Monitor EGR/VVT monitor Not Avl or Avail - - *1 EGR/VVT Monitor EGR/VVT monitor Compl or Incmpl - - *1 O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor Not Avl or Avail - - *1 O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor Compl or Incmpl - - *1 O2S(A/FS) Monitor O2S (A/FS) monitor Not Avl or Avail - - *1 O2S(A/FS) Monitor O2S (A/FS) monitor Compl or Incmpl - - *1 A/C Monitor A/C monitor Not Avl or Avail - - *1 A/C Monitor A/C monitor Compl or Incmpl - - *1 2nd Air Monitor 2nd air monitor Not Avl or Avail - - *1 2nd Air Monitor 2nd air monitor Compl or Incmpl - - *1 EVAP Monitor EVAP monitor Not Avl or Avail - - *1 EVAP Monitor EVAP monitor Compl or Incmpl - - *1 Heated Catalyst Monitor Heated catalyst monitor Not Avl or Avail - - *1 Heated Catalyst Monitor Heated catalyst monitor Compl or Incmpl - - *1 Catalyst Monitor Catalyst monitor Not Avl or Avail - - *1 Catalyst Monitor Catalyst monitor Compl or Incmpl - - *1 Component Monitor ENA Comprehensive component monitor Unable or Enable - - *2 Component Monitor CMPL Comprehensive component monitor Compl or Incmpl - - *2 Fuel System Monitor ENA Fuel system monitor Unable or Enable - - *2 Fuel System Monitor CMPL Fuel system monitor Compl or Incmpl - - *2 Misfire Monitor ENA Misfire monitor Unable or Enable - - *2 Misfire Monitor CMPL Misfire monitor Compl or Incmpl - - *2 EGR/VVT Monitor ENA EGR monitor Unable or Enable - - *2 EGR/VVT Monitor CMPL EGR monitor Compl or Incmpl - - *2 Heater Monitor ENA O2S (A/FS) heater monitor Unable or Enable - - *2 Heater Monitor CMPL O2S (A/FS) heater monitor Compl or Incmpl - - *2 O2S(A/FS) Monitor ENA O2S (A/FS) monitor Unable or Enable - - *2 O2S(A/FS) Monitor CMPL O2S (A/FS) monitor Compl or Incmpl - - *2 A/C Monitor ENA A/C monitor Unable or Enable - - *2 A/C Monitor CMPL A/C monitor Compl or Incmpl - - *2 2nd Air Monitor ENA 2nd air monitor Unable or Enable - - *2 2nd Air Monitor CMPL 2nd air monitor Compl or Incmpl - - *2 EVAP Monitor ENA EVAP monitor Unable or Enable - - *2 EVAP Monitor CMPL EVAP monitor Compl or Incmpl - - *2 Heated Cat Monitor ENA Heated catalyst monitor Unable or Enable - - *2 Heated Cat Monitor CMPL Heated catalyst monitor Compl or Incmpl - - *2 Catalyst Monitor ENA Catalyst monitor Unable or Enable - - *2 Catalyst Monitor CMPL Catalyst monitor Compl or Incmpl - - *2 *1: Avail: The monitor is available on the vehicle. Not Avl: The monitor is not available on the vehicle. Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This item does not change when the ignition switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the battery cable is disconnected. Monitor result (mode 06): The last judgment result is output. This is not cleared when the ignition switch is turned off, but is cleared when DTCs are cleared. *2: Enable: The monitor is available on the vehicle. Unable: The monitor is not available on the vehicle. Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed during the current trip. The item changes back to Incmpl when the ignition switch is turned off. Monitor result (mode 06): The last judgment result is output. This is not cleared when the ignition switch is turned off, but is cleared when DTCs are cleared. Therefore, only when DTCs are cleared at the beginning of a trip do the system monitor (Test Result [Monitor Status]) and monitor result (mode 06) match.
20. Various Vehicle Conditions 4 (All Data) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note TC Terminal TC terminal status ON or OFF - - - # Codes(Include History) Number of codes Min.: 0, Max.: 255 0 - This is the number of DTCs stored. MIL MIL status ON or OFF OFF - - MIL ON Run Distance Distance driven with MIL on Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile) - - This is the distance driven since the MIL was illuminated. Running Time from MIL ON Running time from MIL on Min.: 0 min, Max.: 65535 min Running time after MIL turned on - - Time after DTC Cleared Time after DTCs cleared Min.: 0 min, Max.: 65535 min Time after DTCs cleared - This is the time elapsed after DTCs were cleared (or after the vehicle left the factory). Time elapsed after the ignition switch is turned off is not counted. Distance from DTC Cleared Distance driven after DTCs cleared Min.: 0 km (0 mile), Max.: 65535 km (40723 mile) Distance driven after DTCs cleared - This is the distance driven after DTCs were cleared (or after the vehicle left the factory). Warmup Cycle Cleared DTC Warmup cycles after DTCs cleared Min.: 0, Max.: 255 - - This is the number of warmup cycles after the DTCs were cleared. This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory). *: An engine warmup is defined as the engine coolant temperature rising 20°C (36°F) or higher and reaching a temperature of 70°C (158°F) or higher after the engine is started. Dist Batt Cable Disconnect Distance driven after battery cable disconnected Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile) Total distance vehicle driven after battery cable disconnected - - IG OFF Elapsed Time Time after ignition switch off Min.: 0 min, Max.: 655350 min Cumulative time after ignition switch off - - OBD Requirements OBD requirement - OBD II (California ARB) - - Number of Emission DTC Emissions-related DTCs - - - This is the number of emissions-related DTCs. TC and TE1 TC and CG (TE1) terminals of DLC3 ON or OFF
21. Misfire (Gas Misfire) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Ignition Trig. Count Ignition counter Min.: 0, Max.: 65535 0 to 400 - This is the cumulative number of ignitions. This counter is incremented by one for each ignition (this stops when misfire monitoring stops). This value is cleared every 200 revolutions. The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by Ignition Trig. Count. The misfire rate for each cylinder = Cylinder 1 to 4 Misfire Count / Ignition Trig. Count HINT: For 4-cylinder engines, the values range from 0 to 400. For 6-cylinder engines, the values range from 0 to 600. For 8-cylinder engines, the values range from 0 to 800. Cylinder #1 Misfire Count Misfire count of cylinder 1 Min.: 0, Max.: 255 0 - This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder. Cylinder #2 Misfire Count Misfire count of cylinder 2 Min.: 0, Max.: 255 0 - This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder. Cylinder #3 Misfire Count Misfire count of cylinder 3 Min.: 0, Max.: 255 0 - This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder. Cylinder #4 Misfire Count Misfire count of cylinder 4 Min.: 0, Max.: 255 0 - This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder. All Cylinders Misfire Count Misfire count of all cylinders Min.: 0, Max.: 255 0 to 35 - This is the total misfire count of all cylinders. This counter is increased by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions. Misfire RPM Engine speed for first misfire range Min.: 0 RPM, Max.: 6375 RPM 0 RPM: 0 misfires - This is the average engine speed recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. Misfire Load Engine load for first misfire range Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: 0 misfires - This is the average engine load recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. HINT: To convert g/rev to gm/sec: RPM / 60 x g/rev = gm/sec. Misfire Margin Misfire monitoring Min.: -128%, Max.: 127% 0 to 127%: Idling - This is the misfire detection margin. Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100% When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Example: When the engine is determined to be misfiring, Misfire Margin = -128 to 0%. Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire Not Avl or Avail Avail: "Fuel cut to prevent catalyst from overheating during misfire" available Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available - When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder. For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder. Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire ON or OFF - - This can be used to tell whether there was a large amount of misfires concentrated in a certain cylinder. 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 - - - 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 - - - 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 - - - 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
22. Various Vehicle Conditions 5 (All Data) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Engine Speed (Starter Off) Engine speed when starter off Min.: 0 RPM, Max.: 51199 RPM - Idling (engine warmed up): 890 RPM This is the engine speed immediately after starting the engine. Starter Count Number of times starter turned on after ignition switch turned to ON Min.: 0, Max.: 255 - - This is the number of times the starter turned on during the current trip. 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 - - This is the time elapsed after the starter turns on until the engine speed reaches 400 RPM. This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms. Previous Trip Coolant Temp Engine coolant temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - - Before 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature at the end of the previous trip. After 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature during the current trip. Previous Trip Intake Temp Intake air temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - - Before 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature at the end of the previous trip. After 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature during the current trip. Engine Oil Temperature Engine oil temperature (estimated temperature) Min.: -40°C (-40°F), Max.: 215°C (419°F) - - - Previous Trip Eng Oil Temp Engine oil temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - - - Ambient Temp for A/C Ambient temperature for A/C Min.: -40°C (-40°F), Max.: 215°C (419°F) - - - Previous Trip Ambient Temp Ambient temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - - - Engine Start Hesitation History of hesitation during engine start ON or OFF - - This value changes to ON when the engine speed does not reach 500 RPM during cranking. Low Rev for Eng Start History of low engine speed after engine start ON or OFF - - This item changes to ON when the engine speed drops to 200 RPM or less within approximately 2 seconds of starting the engine. Minimum Engine Speed Minimum engine speed Min.: 0 RPM, Max.: 51199 RPM - - This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed. For use when engine stall, starting problems or rough idle is present. Fuel Cut Elps Time Time elapsed after engine runs at high speed Min.: 0 sec, Max.: 68746 sec - - The time elapsed after a fuel cut after high engine speed has occurred (the engine speed at which fuel cut occurs + 500 RPM or more). Electric Fan Motor Electric fan motors operation status ON or OFF - - - Brake Override System Brake override system status ON or OFF ON: Brake override system operating - - 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 high. FC TAU Fuel cut TAU (fuel cut during very light load) ON or OFF ON: Fuel cut operating - This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete. Immobilizer Fuel Cut Status of immobiliser fuel cut ON or OFF - - - Immobilizer Fuel Cut History Immobilizer fuel cut history ON or OFF OFF - When DTC P1604 is output and Immobilizer Fuel Cut History indicates ON, the engine could not start due to engine immobiliser operation. Electrical Load Signal 1 Electrical load signal ON or OFF - - - Electrical Load Signal 2 Electrical load signal ON or OFF
23. Various Vehicle Conditions 6 (Vehicle Information) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Model Code Model code - - - Used for identifying the model code: ZRE17# Engine Type Engine type - - - Used for identifying the engine type: 2ZRFE Cylinder Number Number of cylinders Min.: 0, Max.: 255 - - Used for identifying the number of cylinders: 4 Transmission Type Transmission (transaxle) type - - - Used for identifying the transaxle type: ECT 4th, MT or CVT Transmission Type2 Transmission (transaxle) type - NA - Unused Destination Destination - - - Used for identifying the destination: A (America) Model Year Model year Min.: 1900, Max.: 2155 - - Used for identifying the model year: 2014 System Identification System identification - - - Used for identifying the engine system: Gasoline (gasoline engine)
24. Compression (Compression) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note Engine Speed of Cyl #1 Engine speed for cylinder No. 1 Min.: 0 RPM, Max.: 51199 RPM - Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #1: 235 RPM This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement. Engine Speed of Cyl #2 Engine speed for cylinder No. 2 Min.: 0 RPM, Max.: 51199 RPM - Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #2: 235 RPM This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement. Engine Speed of Cyl #3 Engine speed for cylinder No. 3 Min.: 0 RPM, Max.: 51199 RPM - Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #3: 236 RPM This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement. Engine Speed of Cyl #4 Engine speed for cylinder No. 4 Min.: 0 RPM, Max.: 51199 RPM - Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #4: 235 RPM This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement. Av Engine Speed of All Cyl Average engine speed for all cylinders Min.: 0 RPM, Max.: 51199 RPM - - This is output only when Check the Cylinder Compression is performed using the Active Test.
25. Air Fuel Ratio Cylinder Imbalance (Gas AF O2 Sensor) Powertrain > Engine and ECT > Data List Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note 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 - The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (Cylinder 1) Min.: 0, Max.: 2.55 0.00 - The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (Cylinder 2) Min.: 0, Max.: 2.55 0.00 - The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (Cylinder 3) Min.: 0, Max.: 2.55 0.00 - The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (Cylinder 4) Min.: 0, Max.: 2.55 0.00 - The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
26. 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. Powertrain > Engine and ECT > Active Test Tester Display Measurement Item Control Range Diagnostic Note Control the Injection Volume Control the injection volume Between -12.5% and 24.8% All fuel injector assemblies are tested at the same time. Perform the test at 3000 RPM or less. Injection volume can be changed in fine gradations within the control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume / Gas AF Control / AFS Voltage B1S1 and O2S B1S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. Control the Injection Volume for A/F Sensor Change injection volume -12.5%/0%/12.5% All fuel injector assemblies are tested at the same time. Perform the test at 3000 RPM or less. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / Gas AF Control / AFS Voltage B1S1 and O2S B1S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. See waveform *4 see scheme 17. Activate the VSV for EVAP Control Activate purge VSV control ON/OFF The purge VSV is opened with a approximately 30% duty ratio. See waveform *6 see scheme 19. Control the Fuel Pump / Speed Activate fuel pump ON/OFF Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever in P or N (neutral). Connect the TC and TE1 Turn on and off TC and CG (TE1) connection ON/OFF ON: TC and CG (TE1) are connected. OFF: TC and CG (TE1) are disconnected. Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever in P or N (neutral). Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever in P or N (neutral). Prohibit the Catalyst OT Misfire prevent F/C Prohibit fuel cut which prevents catalyst from overheating during misfire ON/OFF ON: Fuel cut prohibited Confirm that the vehicle is stopped and the engine speed is 3000 RPM or less. Control the Electric Cooling Fan Control electric cooling fan motor ON/OFF Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever in P or N (neutral). Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Open: Throttle valve opens slowly Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more). Shift lever in P or N (neutral). Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Open: Throttle valve opens quickly Same as above. See waveform *5 see scheme 18. Control the VVT Linear (Bank1) Control camshaft timing oil control valve assembly (for intake camshaft) -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 camshaft timing oil control valve assembly is set to 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P or N (neutral). DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. See waveform *7 see scheme 20. Control the VVT System (Bank1) Turn camshaft timing oil control valve assembly (for intake camshaft) on and off ON/OFF Engine stalls or idles roughly when the camshaft timing oil control valve assembly (for intake camshaft) is turned on. Engine runs and idles normally when the camshaft timing oil control valve assembly (for intake camshaft) is off. Perform this test when the following conditions are met: Engine is idling. Shift lever in P or N (neutral). 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 (Bank1) Control camshaft timing oil control valve assembly (for exhaust camshaft) -128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum retard -100%: Maximum advance Engine stalls or idles roughly when the camshaft timing oil control valve assembly is set to 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P or N (neutral). DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. See waveform *8 see scheme 21. Activate the Vacuum Pump Activate leak detection pump (built into canister pump module) ON/OFF *1 Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) ON/OFF *1 Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #4) injector fuel cut #1/#2/#3/#4 ON/OFF Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P or N (neutral). *2 Control the All Cylinders Fuel Cut Fuel cut for all cylinders ON/OFF Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P or N (neutral). *2 Check the Cylinder Compression Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop of all cylinders. *3 *1: Refer to EVAP System. Refer to «EVAP System [08/2013 - ]»(ref-635617-S12102613442014070300000) 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 ignition switch to ON. Enter the Control the Select Cylinder Fuel Cut. Select the cylinder for fuel cut (cylinder #1 to #4) 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 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 #4) displayed on the Techstream. HINT: At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed. NOTE: Do not crank the engine continuously for 20 seconds or more. If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine. Use a fully-charged battery. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops. NOTE: If the Active Test is changed to OFF while the engine is being cranked, the engine will start. Push the snapshot button to turn the snapshot function off. Select "Stored Data" on the Techstream screen, select the recorded data and display the data as a graph. HINT: If the data is not displayed as a graph, the change of the values cannot be observed. Check the change in engine speed values. HINT: As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking. Reference Waveforms for Active Test *4: Control the Injection Volume for A/F Sensor (Idling after warming up) HINT: During the Active Test, air fuel ratio feedback control and feedback learning are stopped. Techstream Display Measurement Item Normal Condition Control the Injection Volume for A/F Sensor - <--A <--B Active Test operation -12.5% 12.5% AFS Voltage B1S1 3.908 V 2.868 V O2S B1S2 0.055 V 0.955 V HINT: Usually, the value of AFS Voltage B1S1 drops below 3.1 V when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%. Usually, the value of AFS Voltage B1S1 changes to 3.4 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%. Usually, the value of O2S B1S2 changes to 0.55 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%. Usually, the value of O2S B1S2 drops below 0.4 V when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%. The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds. If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning. *5: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Ignition switch ON) HINT: Usually, Throttle Position Command (Target Value) and Throttle Position No. 1 (Actual Value) are almost the same. If any DTCs related to the Electronic Throttle Control System (ETCS) are stored, this Active Test does not function. Techstream Display Measurement Item Normal Condition Control the ETCS Open/Close Fast Speed - <--A <--B Active Test operation Open Close Throttle Position Command 2.597 V 0.722 V Throttle Position No. 1 2.597 V 0.722 V Throttle Motor Duty (Open) 14.0% 0.0% Throttle Motor Duty (Close) 0.0% 12% *6: Activate the VSV for EVAP Control (Idling after warming up) Techstream Display Measurement Item Normal Condition Activate the VSV for EVAP Control - <--A <--B Active Test operation ON OFF EVAP (Purge) VSV 29.8% 0.0% Injector (Port) 1640 μs 2359 μs AFS Voltage B1S1 3.249 V 3.205 V HINT: Even when the Active Test is performed (the purge VSV is opened approximately 30%), the ECM performs air fuel ratio feedback to maintain the air fuel ratio at the stoichiometric ratio. Therefore, by observing the change in the Data List item "Injector (Port)", it is possible to determine whether the purge VSV is actually open. The graphs and values above are for reference only because the fuel injection volume (compensation volume) varies depending on the HC density of the purge air from the canister. *7: Control the VVT Linear (Bank 1) Techstream Display Measurement Item Normal Condition Control the VVT Linear (Bank 1) - <--A <--B Active Test operation* 30% -30% VVT Change Angle #1 53.0 DegFR 0.0 DegFR VVT OCV Duty #1 72.9% 13.0% VVT Aim Angle #1 42.9% 43.0% HINT: *: Change the control value for Control the VVT Linear to 30% or -30%. The Control the VVT Linear Active Test considers the value of VVT Aim Angle #1 to be 0 and raises or lowers the duty ratio with respect to VVT Aim Angle #1. The sum of the control value for the Control the VVT Linear Active Test and the value of VVT Aim Angle #1 is approximately equal to the value of VVT OCV Duty #1. When the control value for the Control the VVT Linear Active Test is changed a few times, there should not be a large discrepancy between VVT OCV Duty #1 when the system starts advancing or retarding the timing and the rate of change of VVT Change Angle #1. *8: Control the VVT Exhaust Linear (Bank 1) Techstream Display Measurement Item Normal Condition Control the VVT Exhaust Linear (Bank 1) - <--A <--B Active Test operation* 30% -30% VVT Ex Chg Angle #1 38.8 DegFR 0.0 DegFR VVT Ex OCV Duty #1 72.4% 12.4% VVT Ex Hold Lrn Val #1 42.4% 42.4% HINT: *: Change the control value for Control the VVT Exhaust Linear to 30% or -30%. The Control the VVT Exhaust Linear Active Test considers the value of VVT Ex Hold Lrn Val #1 to be 0 and raises or lowers the duty ratio with respect to VVT Ex Hold Lrn Val #1. The sum of the control value for the Control the VVT Exhaust Linear Active Test and the value of VVT Ex Hold Lrn Val #1 is approximately equal to the value of VVT Ex OCV Duty #1. When the control value for the Control the VVT Exhaust Linear Active Test is changed a few times, there should not be a large discrepancy between VVT Ex OCV Duty #1 when the system starts advancing or retarding the timing and the rate of change of VVT Ex Chg Angle #1.
27. 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 / Evaporative System Check. Powertrain > Engine and ECT > Utility Tester Display Evaporative System Check Perform the System Check by referring to the table below. Techstream Display Test Part Condition 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 are output after performing this test, the system is functioning normally. Refer to EVAP System Inspection Procedure. Refer to «EVAP System [08/2013 - ]»(ref-635617-S12102613442014070300000) Evaporative System Check (Manual Mode) Perform 6 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts. Refer to EVAP System Inspection Procedure. Refer to «EVAP System [08/2013 - ]»(ref-635617-S12102613442014070300000)