Engine Control System (1AR-FE) (Diagnostics - Introduction): Diagnosis Toyota Highlander II рестайлинг

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO DLC3 HINT: If the display indicates a communication fault in the Techstream, inspect the DLC3. When any CAN communication system DTCs are output, perform troubleshooting on the CAN communication system first. NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* HINT: Record or print DTCs and freeze frame data if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SET CHECK MODE DIAGNOSIS* NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: If the engine does not start, first perform the "Check For DTC" procedure and "Conduct Basic Inspection" procedure below. Result Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS NEXT: Go to next step
10. CHECK FOR DTC* Result Result Proceed to Trouble code output A No trouble code output B B --> GO TO STEP 12 A: Go to next step
11. REFER TO DTC CHART NEXT: Go to next step
12. CONDUCT BASIC INSPECTION Result Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
13. REFER TO PROBLEM SYMPTOMS TABLE Result Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS NEXT: Go to next step
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

BASIC INSPECTION

When 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 flowchart, the location of the problem can be found quickly and efficiently. Therefore, using this check is essential when engine troubleshooting.

1. CHECK BATTERY VOLTAGE NOTE: Carry out this check with the engine stopped and the ignition switch off. Result Result Proceed to 11 V or higher OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO PROBLEM SYMPTOMS TABLE, refer to «PROBLEM SYMPTOMS TABLE»(ref-422301-S23979484722011092600000) OK: Go to next step
3. CHECK WHETHER ENGINE STARTS NG --> GO TO STEP 6 OK: Go to next step
4. CHECK AIR FILTER Visually check that the air filter is not excessively contaminated with dirt or oil. NG --> REPLACE AIR FILTER OK: Go to next step
5. CHECK IDLING SPEED NG --> TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARK NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO PROBLEM SYMPTOMS TABLE, refer to «PROBLEM SYMPTOMS TABLE»(ref-422301-S23979484722011092600000)

PROBLEM SYMPTOMS TABLE

HINT

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

SFI SYSTEM

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HINT

The standard voltage between each pair of ECM terminals is shown in the table below. The appropriate conditions for checking each pair of terminals are also indicated. The result of checks should be compared with the standard voltage for that pair of terminals, displayed in the Specified Condition column. The illustration above can be used as a reference to identify the ECM terminal locations.

HINT

*1: The ECM terminal voltage is constant regardless of the output voltage shown on the Techstream.

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1. WAVEFORM 1 CAMSHAFT TIMING OIL CONTROL VALVE SIGNAL Terminal No. (Symbol) Tool Setting Condition B49-28 (OC1+) - B49-22 (OC1-) 5 V/DIV, 1 ms/DIV Idling B50-25 (OE1+) - B50-19 (OE1-) 5 V/DIV, 1 ms/DIV Idling
2. WAVEFORM 2 AIR FUEL RATIO SENSOR (BANK 1 SENSOR 1) HEATER SIGNAL Terminal No. (Symbol) Tool Setting Condition B49-29 (HA1A) - B48-11 (E04) 5 V/DIV, 10 ms/DIV Idling with warm engine HINT: The wavelength varies in accordance with the engine operating condition.
3. WAVEFORM 3 HEATED OXYGEN SENSOR (BANK 1 SENSOR 2) SIGNAL Terminal No. (Symbol) Tool Setting Condition B49-2 (OX1B) - B49-8 (O1B-) 0.2 V/DIV, 200 ms/DIV Engine speed maintained at 2500 RPM for 2 minutes after warming up engine HINT: In the Data List, item O2S B1 S2 shows the ECM input values from the heated oxygen sensor.
4. WAVEFORM 4 INJECTOR NO. 1 (TO NO. 4) INJECTION SIGNAL Terminal No. (Symbol) Tool Setting Condition B48-7 (#10) - B48-1 (E01) 20 V/DIV, 20 ms/DIV Idling B48-8 (#20) - B48-1 (E01) 20 V/DIV, 20 ms/DIV Idling B48-9 (#30) - B48-1 (E01) 20 V/DIV, 20 ms/DIV Idling B48-10 (#40) - B48-1 (E01) 20 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
5. WAVEFORM 5 KNOCK SENSOR SIGNAL Terminal No. (Symbol) Tool Setting Condition B51-12 (KNK1) - B51-6 (EKNK) 1 V/DIV, 1 ms/DIV Engine speed maintained at 4000 RPM after warming up engine HINT: The wavelength becomes shorter as the engine speed increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle.
6. WAVEFORM 6 CRANKSHAFT POSITION SENSOR SIGNAL Terminal No. (Symbol) Tool Setting Condition B50-14 (NE+) - B50-2 (NE-) 5 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
7. WAVEFORM 7 CAMSHAFT POSITION SENSOR SIGNAL Terminal No. (Symbol) Tool Setting Condition B49-17 (G2+) - B49-5 (G2-) 5 V/DIV, 20 ms/DIV Idling B50-13 (EV1+) - B50-1 (EV1-) 5 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
8. WAVEFORM 8 IGNITION COIL IGT SIGNAL (FROM ECM TO IGNITION COIL) AND IGNITION COIL IGF SIGNAL (FROM IGNITION COIL TO ECM) Terminal No. (Symbol) Tool Setting Condition B48-2 (IGT1) - B49-6 (E1) 2 V/DIV, 20 ms/DIV Idling B48-3 (IGT2) - B49-6 (E1) 2 V/DIV, 20 ms/DIV Idling B48-4 (IGT3) - B49-6 (E1) 2 V/DIV, 20 ms/DIV Idling B48-5 (IGT4) - B49-6 (E1) 2 V/DIV, 20 ms/DIV Idling B48-16 (IGF1) - B49-6 (E1) 2 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
9. WAVEFORM 9 PURGE VSV SIGNAL Terminal No. (Symbol) Tool Setting Condition B51-26 (PRG) - B49-6 (E1) 10 V/DIV, 20 ms/DIV Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
10. WAVEFORM 10 VEHICLE SPEED SIGNAL Terminal No. (Symbol) Tool Setting Condition D60-29 (SPD) - B49-6 (E1) 2 V/DIV, 20 ms/DIV Vehicle driven at 12 mph (20 km/h) HINT: The wavelength becomes shorter as the vehicle speed increases.
11. WAVEFORM 11 THROTTLE ACTUATOR POSITIVE TERMINAL SIGNAL Terminal No. (Symbol) Tool Setting Condition B48-18 (M+) - B48-20 (ME01) 5 V/DIV, 1 ms/DIV Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
12. WAVEFORM 12 THROTTLE ACTUATOR NEGATIVE TERMINAL SIGNAL Terminal No. (Symbol) Tool Setting Condition B48-19 (M-) - B48-20 (ME01) 5 V/DIV, 1 ms/DIV Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
13. WAVEFORM 13 ENGINE SPEED SIGNAL Terminal No. (Symbol) Tool Setting Condition D60-23 (TACH) - B49-6 (E1) 5 V/DIV, 10 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
14. WAVEFORM 14 CAN COMMUNICATION SIGNAL (REFERENCE) Terminal No. (Symbol) Tool Setting Condition D61-18 (CANH) - B49-6 (E1) 1 V/DIV, 10 μs/DIV Ignition switch ON HINT: The waveform varies depending on the CAN communication signal.
15. WAVEFORM 15 CAN COMMUNICATION SIGNAL (REFERENCE) Terminal No. (Symbol) Tool Setting Condition D61-20 (CANL) - B49-6 (E1) 1 V/DIV, 10 μs/DIV Ignition switch ON HINT: The waveform varies depending on the CAN communication signal.
16. WAVEFORM 16 DC MOTOR FOR TUMBLE CONTROL VALVE POSITIVE TERMINAL SIGNAL Terminal No. (Symbol) Tool Setting Condition B51-33 (IA1+) - B48-1 (E01) 5 V/DIV, 1 ms/DIV Idling with cold engine
17. WAVEFORM 17 DC MOTOR FOR TUMBLE CONTROL VALVE NEGATIVE TERMINAL SIGNAL Terminal No. (Symbol) Tool Setting Condition B51-34 (IA1-) - B48-1 (E01) 5 V/DIV, 1 ms/DIV Idling with cold engine
18. WAVEFORM 18 CAN COMMUNICATION SIGNAL Terminal No. (Symbol) Tool Setting Condition B51-30 (CAN+) - B49-6 (E1) 1 V/DIV, 10 μsec/DIV Ignition switch ON HINT: The waveform varies depending on the CAN communication signal.
19. WAVEFORM 19 CAN COMMUNICATION SIGNAL Terminal No. (Symbol) Tool Setting Condition B51-36 (CAN-) - B49-6 (E1) 1 V/DIV, 10 μsec/DIV Ignition switch ON HINT: The waveform varies depending on the CAN communication signal.

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, the Techstream (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle's ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle's on-board computer illuminates the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system and components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are stored in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain stored in the ECM memory. To check the DTCs, connect the Techstream to the DLC3. The Techstream displays output DTCs, freeze frame data, and a variety of engine data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the ability of the system to detect malfunctions, including intermittent problems (Techstream only).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the next subsequent drive cycle, the MIL is illuminated (2nd trip).
4. DLC3 (Data Link Connector 3) Check the DLC3, refer to «GENERAL INFORMATION»(ref-422289-S32263999802011092600000) .
5. FREEZE FRAME DATA The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data stored at the time of a malfunction.
6. BATTERY VOLTAGE Standard voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery.
7. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the ignition switch is first turned to ON (the engine is not running). The MIL turns off when the engine is started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL is not illuminated when the ignition switch is first turned to ON, check the MIL circuit, refer to «MIL Circuit»(ref-422453-S36901921692011092600000) .
8. ALL READINESS HINT: With "All Readiness", you can check whether or not the DTC judgment has been completed by using the Techstream. You should check "All Readiness" after simulating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear the DTCs, refer to «DTC CHECK / CLEAR»(ref-422301-S01463917032011092600000) . Turn the ignition switch off and wait for 30 seconds. Turn the ignition switch to ON and turn the Techstream on. Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Driving pattern should be performed after confirming DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU memory limit

DTC CHECK / CLEAR

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

HINT

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

2 TRIP DETECTION EXAMPLES

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HINT

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

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1. CHECK DTC Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Check the DTC(s) and freeze frame data, and then write them down. Check the details of the DTC(s), refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-422301-S13330058002011092600000) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI NO. 1 and ETCS fuses from the engine room relay block located inside the engine compartment for more than 1 minute.
4. CLEAR PERMANENT DTC HINT: Even if the following procedure is not performed, permanent DTCs are cleared by obtaining a normal judgment during 3 consecutive driving cycles. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear the DTCs. Perform the respective confirmation driving patterns in order to obtain a normal judgment for the output DTCs. HINT: Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs. For the confirmation driving pattern, refer to the procedures for the relevant DTC, refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-422301-S13330058002011092600000) . Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 25 mph (40 km/h) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 25 mph (40 km/h) during the driving cycle provided that the vehicle is driven at 25 mph (40 km/h) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

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1. DESCRIPTION The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. HINT: If it is impossible to replicate the problem even though a DTC is output, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, 5 separate sets of freeze frame data, including the data values at the time when the DTC is stored, can be checked. 3 data sets before the DTC is stored. 1 data set when the DTC is stored. 1 data set after the DTC is stored. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying the cause of the malfunction, and in judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA Techstream Display Measurement Item Diagnostic Note Vehicle Speed Vehicle speed The speed indicated on the speedometer. Engine Speed Engine speed - Calculate Load Calculated load The load calculated by the ECM. Vehicle Load Vehicle load The load percentage in terms of the maximum intake air flow amount. MAF Air flow rate from mass air flow meter If the value is approximately 0.0 gm/sec.: The mass air flow meter power source circuit is open. The VG circuit is open or shorted. If 271.0 gm/sec. or more: The E2G circuit is open. Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F), the sensor circuit is shorted. Intake Air Intake air temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F), the sensor circuit is shorted. Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Engine coolant temperature at engine start - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Battery voltage - Accel Sens. No. 1 Volt % Absolute accelerator pedal position No. 1 - Accel Sens. No. 2 Volt % Absolute accelerator pedal position No. 2 - Throttle Sensor Volt % Absolute throttle position sensor - Throttl Sensor #2 Volt % Absolute throttle position sensor #2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle actuator - Throttle Position Throttle valve opening angle When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated from information from each sensor When the engine stalls, is difficult to start, or idles roughly ISC Position Target valve opening angle calculated from ISC control When the engine stalls, is difficult to start, or idles roughly ISC Feedback Value ISC feedback value When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learning value When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Electrical load feedback value When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Air conditioner load feedback value When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Status of low engine speed control When the engine stalls, is difficult to start, or idles roughly N Range Status Judgment for shift lever N position When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Feedback value of intake air flow When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Deposit loss air flow rate When the engine stalls, is difficult to start, or idles roughly Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder1) Injection volume (cylinder 1) The quantity of fuel injection volume for 10 times. Fuel Pump/Speed Status Fuel pump/status - Vacuum Pump Key-off EVAP system leak detection pump status - TCV Status Tumble control valve status - EVAP (Purge) VSV EVAP (purge) VSV control duty The order signal from the ECM. Evap Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learned value of purge density - EVAP System Vent Valve Key-off EVAP system vent valve status - EVAP Purge VSV VSV status for EVAP control - Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1 S1 Fuel trim at air fuel ratio sensor - AFS Voltage B1 S1 Air fuel ratio sensor output voltage for bank 1 sensor 1 - AFS Current B1 S1 Air fuel ratio sensor output current for bank 1 sensor 1 - A/F Heater Duty #1 Air fuel ratio heater duty ratio - O2S B1 S2 Heated oxygen sensor output voltage for bank 1 sensor 2 - O2S Impedance B1 S2 Heated oxygen sensor impedance for bank 1 sensor 2 - O2 Heater B1 S2 Heated oxygen sensor heater - O2 Heater Curr Val B1 S2 Heated oxygen sensor current for bank 1 sensor 2 - Short FT #1 Short-term fuel trim of bank 1 Short-term fuel compensation is used to maintain the air fuel ratio at the stoichiometric level. Long FT #1 Long-term fuel trim of bank 1 Overall fuel compensation is carried out in the long-term to compensate for a continual deviation of the short-term fuel trim from the central value. Total FT #1 Total fuel trim of bank 1 - Fuel System Status #1 Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the air fuel ratio sensor as feedback for 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. Fuel System Status #2 Fuel system status (bank 2) IGN Advance Ignition timing advance for No. 1 cylinder - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Learned knocking correction value - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4) When the engine stalls, is difficult to start, or idles roughly ACIS VSV VSV for acoustic control induction system (ACIS) - AICV VSV VSV for air intake control system (AICV) - IAC Sensor Voltage Intake air control valve position sensor output voltage - Intake Air Control Position Intake air control valve position - VVT Control Status #1 VVT control (bank 1) status - VVT Advance Fail Status of VVT advance fail - Catalyst Temp B1 S1 Estimated catalyst temperature (for sensor 1) - Catalyst Temp B1 S2 Estimated catalyst temperature (for sensor 2) - Starter Signal Starter signal (STA terminal input status) - Power Steering Signal Power steering signal - Neutral Position SW Signal Park/neutral position switch status - Stop Light Switch Stop light switch status - A/C Signal A/C switch status - Idle Up Signal Idle up signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel-cut condition - Immobiliser Communication Immobiliser communication - TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Total distance vehicle driven after DTC cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared - Dist Batt Cable Disconnect Total distance vehicle driven after battery cable disconnected - IG OFF Elapsed Time Cumulative time after ignition switch off - TC and TE1 TC and TE1 terminals of DLC3 - Ignition Trig. Count Ignition counter to calculated misfire count - Cylinder #1 Misfire Count Misfire count of cylinder 1 - Cylinder #2 Misfire Count Misfire count of cylinder 2 - Cylinder #3 Misfire Count Misfire count of cylinder 3 - Cylinder #4 Misfire Count Misfire count of cylinder 4 - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Average engine speed when misfire occurs - Misfire Load Average engine load when misfire occurred - Misfire Margin Margin to detect engine misfire - Catalyst OT MF F/C Catalyst over temperature misfire prevention F/C - Cat OT MF F/C History Catalyst over temperature misfire prevention F/C not available - Cat OT MF F/C Cylinder#1 Catalyst over temperature misfire prevention F/C history OFF - Cat OT MF F/C Cylinder#2 Catalyst over temperature misfire prevention F/C history OFF - Cat OT MF F/C Cylinder#3 Catalyst over temperature misfire prevention F/C history OFF - Cat OT MF F/C Cylinder#4 Catalyst over temperature misfire prevention F/C history OFF - Engine Speed (Starter Off) Engine speed when starter off When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after ignition switch turned from off to ON When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance traveled during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Starting Time Engine run time (elapsed time from ignition switch ON to off) When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Coolant temperature of previous trip When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air temperature of previous trip When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated) When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature of previous trip When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature of previous trip When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of instances of slow engine starts - Low Rev for Eng Start History of low engine speed after engine starts - Minimum Engine Speed Minimum engine speed When the engine stalls, is difficult to start, or idles roughly Tumble C.V Duty Ratio Intake air control valve duty ratio - Electric Fan Motor Electric fan motor status - Idle Fuel Cut Fuel cut idle ON: When the throttle valve is fully closed and the engine speed is more than 2800 RPM. FC TAU Fuel cut during very light load The fuel cut is being performed under a very light load to prevent incomplete engine combustion. Immobiliser Fuel Cut Status of the immobiliser fuel cut - Brake Ejector VSV VSV for brake ejector system - Communication with ECT Status of the communication with ECT - Electrical Load Signal 1 Electrical load signal - Electrical Load Signal 2 Electrical load signal - Electrical Load Signal 3 Electrical load signal - Received MIL from ECT MIL status from ECT - Shift Position Sig from ECT Shift position signal from ECT - A/T Oil Temp from ECT ATF temperature from ECT - SPD (NO) Output shaft speed - SPD (NT) Input shaft speed - ECT Lock Up ECT lock up status - Shift SW Status (P Range) Park/neutral position switch assembly status - Shift SW Status (R Range) Park/neutral position switch assembly status - Shift SW Status (N Range) Park/neutral position switch assembly status - Sports Shift Up SW Sport shift up switch status - Sports Shift Down SW Sport shift down switch status - Sports Mode Selection SW Sport mode select switch status - Shift SW Status (D Range) Park/neutral position switch assembly status - Snow or 2nd Start Mode Snow or 2nd start mode status

DATA LIST / ACTIVE TEST

1. DATA LIST HINT: Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time. NOTE: In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not. Warm up the engine. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Data List / All Data. According to the display on the Techstream, read the Data List. Tester Display Measurement Item/Range Normal Condition Diagnostic Note Vehicle Speed Vehicle speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (159 mph) Actual vehicle speed The speed indicated on the speedometer. Engine Speed Engine speed/ Min.: 0 RPM, Max.: 16383 RPM 600 to 700 RPM: Idling - Calculate Load Load calculated by ECM/ Min.: 0%, Max.: 100% 10 to 40%: Idling 10 to 40%: Running without load at 2500 RPM - Vehicle Load Vehicle load/ Min.: 0%, Max.: 25700% Actual vehicle load - MAF Air flow rate from mass air flow meter/ Min.: 0 gm/sec, Max.: 655.35 gm/sec 1 to 3 gm/sec: Idling 8.5 to 12.5 gm/sec: Running without load at 3000 RPM If the value is approximately 0.0 gm/sec: The mass air flow meter power source circuit is open. VG circuit is open or shorted. If 271.0 gm/sec. or more: The E2G circuit is open. Atmosphere Pressure Atmospheric pressure/ Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1912.5 mmHg) Equivalent to atmospheric pressure (absolute pressure) - Coolant Temp Engine coolant temperature/ Min.: -40°C (-40°F), Max.: 140°C (284°F) 75 to 100°C (167 to 212°F): After warming up If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F), the sensor circuit is shorted. Intake Air Intake air temperature/ Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient air temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F), the sensor circuit is shorted. Engine Run Time Engine run time/ Min.: 0 s, Max.: 65535 s Time after engine start Service data Initial Engine Coolant Temp Initial engine coolant temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Coolant temperature when engine started Service data Initial Intake Air Temp Initial intake air temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Intake air temperature when engine started Service data Battery Voltage Battery voltage/ Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling - Accelerator Position Accelerator pedal position/ Min.: 0%, Max.: 399.9% Actual accelerator pedal position - Accel Sens. No. 1 Volt % Absolute accelerator pedal position No. 1/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 52 to 90%: Accelerator pedal fully depressed - Accel Sens. No. 2 Volt % Absolute accelerator pedal position No. 2/ Min.: 0%, Max.: 100% 24 to 40%: Accelerator pedal released 68 to 100%: Accelerator pedal fully depressed - Accel Sensor Out No. 1 Accelerator pedal position sensor No. 1 voltage/ Min.: 0 V, Max.: 4.98 V - - Accel Sensor Out No. 2 Accelerator pedal position sensor No. 2 voltage/ Min.: 0 V, Max.: 4.98 V - - Accel Sensor Out No. 1 Accelerator pedal position sensor No. 1 voltage/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal released 2.6 to 4.5 V: Accelerator pedal fully depressed - Accel Sensor Out No. 2 Accelerator pedal position sensor No. 2 voltage/ Min.: 0 V, Max.: 4.98 V 1.2 to 2.0 V: Accelerator pedal released 3.4 to 4.98 V: Accelerator pedal fully depressed - Accelerator Idle Position Whether or not accelerator pedal position sensor detecting idle/ ON or OFF ON: Idling - Accel Fully Close Learn #1 Accelerator fully closed learned value No. 1/ Min.: 0 deg, Max.: 124.5 deg - ETCS service data Accel Fully Close Learn #2 Accelerator fully closed learned value No. 2/ Min.: 0 deg, Max.: 124.5 deg - ETCS service data Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 64 to 96%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA1 Throttl Sensor #2 Volt % Throttle valve opening percentage according to throttle position sensor No. 2/ Min.: 0%, Max.: 100% 42 to 62%: Accelerator pedal released 92 to 100%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA2 ST1 Brake pedal signal/ ON or OFF ON: Brake pedal depressed - System Guard System guard/ ON or OFF - ETCS service data Open Side Malfunction Open side malfunction/ ON or OFF - ETCS service data Throttle Idle Position Whether or not throttle position sensor detecting idling/ ON or OFF ON: Accelerator pedal released OFF: Accelerator pedal fully depressed - Throttle Require Position Throttle requirement position/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling - Throttle Sensor Position*1 Throttle position sensor/ Min.: 0%, Max.: 100% 0%: Accelerator pedal released 50 to 80%: Accelerator pedal fully depressed Recognition value for throttle opening angle on ECM Throttle Position No. 1 Throttle position No. 1/ Min.: 0 V, Max.: 4.98 V - - Throttle Position No. 2 Throttle position No. 2/ Min.: 0 V, Max.: 4.98 V - - Throttle Position No. 1 Throttle position sensor No. 1 output voltage/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal released 3.2 to 4.8 V: Accelerator pedal fully depressed 0.6 to 1.4 V: Fail-safe operating - Throttle Position No. 2 Throttle position sensor No. 2 output voltage/ Min.: 0 V, Max.: 4.98 V 2.1 to 3.1 V: Accelerator pedal released 4.6 to 5.0 V: Accelerator pedal fully depressed 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value/ Min.: 0 V, Max.: 4.98 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1/ Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V ETCS service data Throttle Sens Open Pos #2 Throttle sensor opener position No. 2/ Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V ETCS service data Throttle Motor Current Throttle actuator current/ Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling ETCS service data Throttle Motor DUTY Throttle actuator/ Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up ETCS service data Throttle Motor Current Throttle actuator current/ Min.: 0 A, Max.: 19.92 A 0 to 3.0 A: Idling ETCS service data Throttle Motor Open Duty Throttle actuator opening duty ratio/ Min.: 0%, Max.: 255% 0 to 40%: Idling ETCS service data Throttle Motor Close Duty Throttle actuator closed duty ratio/ Min.: 0%, Max.: 255% 0 to 40%: Idling ETCS service data Throttle Motor Duty (Open) Throttle actuator duty ratio (open)/ Min.: 0%, Max.: 255% 0 to 40%: Idling ETCS service data Throttle Motor Duty (Close) Throttle actuator duty ratio (closed)/ Min.: 0%, Max.: 255% 0 to 40%: Idling ETCS service data Throttle Fully Close Learn Throttle valve fully closed (learned value)/ Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal released - +BM Voltage +BM voltage/ Min.: 0 V, Max.: 79.998 V 11 to 14 V: Ignition switch ON and system normal - Actuator Power Supply Actuator power supply/ ON or OFF ON: Idling ETCS service data Throttle Position Throttle valve opening angle/ Min.: 0 deg, Max.: 499.99 deg - When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated from information from each sensor/ Min.: 0 L/s, Max.: 79.99 L/s - When the engine stalls, is difficult to start, or idles roughly ISC Position Target valve opening angle calculated from ISC control/ Min.: 0 deg, Max.: 499.99 deg - When the engine stalls, is difficult to start, or idles roughly ISC Feedback Value ISC feedback value/ Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learning value/ Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Electrical load feedback value/ Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Air conditioner load feedback value/ Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Status of low engine speed control/ ON or OFF - When the engine stalls, is difficult to start, or idles roughly N Range Status Judgment for shift lever neutral position/ ON or OFF - When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Feedback value of intake air flow/ Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Deposit loss air flow rate/ Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Injector (Port) Injection period of the No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs 1000 to 3000 μs: Idling - Injection Volum (Cylinder 1) Injection volume (cylinder 1)/ Min.: 0 ml, Max.: 2.047 ml 0.05 to 0.15 ml: Idling The quantity of fuel injection volume for 10 times Fuel Pump/Speed Status Fuel pump/speed status/ ON or OFF - - Vacuum Pump Key-off EVAP system pump status/ ON or OFF - - TCV Status Tumble control valve status/ ON or OFF ON: Cold engine start - EVAP (Purge) VSV Purge VSV control duty/ Min.: 0%, Max.: 100% 0 to 50%: Idling, under purge control The order signal from the ECM Evap Purge Flow Purge flow/ Min.: 0%, Max.: 399.9% 0 to 10%: Idling - Purge Density Learn Value Learned value of purge density/ Min.: -200, Max.: 199.993 -40 to 0: Idling Service data Vapor Pressure Pump Vapor pressure/ Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10813 mmHg) Approximately 100 kPa (750 mmHg): Ignition switch ON The EVAP system pressure is monitored by the canister pressure sensor. Vapor Pressure (Calculated) Calculated EVAP system pressure/ Min.: -720.896 kPa (-5407 mmHg), Max.: 720.874 kPa (5407 mmHg) Approximately 100 kPa (750 mmHg): Ignition switch ON - EVAP System Vent Valve Key-off EVAP system vent valve status/ ON or OFF - - EVAP Purge VSV VSV status for EVAP control/ ON or OFF - - Purge Cut VSV Duty Purge cut VSV duty/ Min.: 0%, Max.: 399.9% - - Target Air-Fuel Ratio Air fuel ratio/ Min.: 0, Max.: 1.99 0.8 to 1.2: During idling - AF Lambda B1 S1 Short-term fuel trim (for 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 - AFS Voltage B1 S1 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 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. AFS Current B1 S1 Air fuel ratio sensor current (for bank 1 sensor 1)/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. A/F Heater Duty #1 A/F heater duty ratio Min.: 0%, Max.: 399.9% 0 to 100% - O2S B1 S2 Heated oxygen sensor output voltage (for bank 1 sensor 2)/ Min.: 0 V, Max.: 1.275 V 0.0 to 0.9 V: Vehicle driven at 44 mph (70 km/h) 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. O2S Impedance B1S2 Sub heated oxygen sensor impedance (for bank 1 sensor 2)/ Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm After driving for approx. 10 min. in an urban area. O2 Heater B1 S2 Heated oxygen sensor heater/ Not Act or Active - - O2 Heater Curr Val B1 S2 Heated oxygen sensor current (for bank 1 sensor 2)/ Min.: 0 A, Max.: 4.9 A - - Short FT #1 Short-term fuel trim of bank 1/ Min.: -100%, Max.: 99.2% -20 to 20% This item refers to the short-term fuel compensation used to maintain the air fuel ratio at the stoichiometric level. Long FT #1 Long-term fuel trim of bank 1/ Min.: -100%, Max.: 99.2% -20 to 20% This item refers to the overall fuel compensation carried out in the long-term to compensate a continual deviation of the short-term fuel trim from the central value. Total FT #1 Total fuel trim of bank 1 Average value for fuel trim system of bank 1/ Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Fuel System Status #1 Fuel system status (bank 1)/ OL, CL, OLDrive, OLFault or CLFault CL: Idling after warming up OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the air fuel ratio sensor as feedback for 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. Fuel System Status #2 Fuel system status (bank 2)/ OL, CL, OLDrive, OLFault or CLFault Unused - IGN Advance Ignition timing advance for No. 1 cylinder/ Min.: -64 deg., Max.: 63.5 deg. BTDC 5 to 15 deg.: Idling - Knock Feedback Value Feedback value of knocking/ Min.: -1024 CA, Max.: 1023.9 CA -20 to 0 CA: Vehicle driven at 44 mph (70 km/h) Service data Knock Correct Learn Value Correction learned value of knocking/ Min.: -1024 CA, Max.: 1023.9 CA 0 to 20 CA: Vehicle driven at 44 mph (70 km/h) Service data Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1)/ Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2)/ Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3)/ Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4)/ Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly ACIS VSV VSV status for ACIS control/ ON or OFF - - AICV VSV VSV status for AICV control/ ON or OFF - - IAC Sensor Voltage Intake air control valve position sensor output voltage/ Min.: 0 V, Max.: 4.99 V - If valve is 0.2 V or less IAC1 circuit shorted VCIA circuit open If valve is 4.8 V or higher VCIA and IAC1 circuit shorted IAC1 circuit open EIA1 circuit open Intake Air Control Position Intake air control valve position/ Min.: -250 deg, Max.: 249 deg - - VVT Control Status #1*2 Variable valve timing (VVT) control status (bank 1)/ ON or OFF - - VVT Advance Fail*2 VVT control failure status/ ON or OFF ON: VVT control failure - VVT Aim Angle #1*2 VVT aim angle (bank 1)/ Min.: 0%, Max.: 399.9% 0 to 100% VVT duty signal value during forced operation VVT Change Angle #1*2 VVT change angle (bank 1)/ Min.: 0 DegFR, Max.: 639.9 DegFR 0 to 55 DegFR: Idling Displacement angle during forced operation VVT OCV Duty #1*2 VVT camshaft timing oil control valve operation duty (bank 1)/ Min.: 0%, Max.: 399.9% 0 to 100% Requested duty value for forced operation VVT Ex Hold Lrn Val #1*2 VVT exhaust hold duty ratio learned value (bank 1)/ Min.: 0%, Max.: 399.9% 0 to 80%: Idling - VVT Ex Chg Angle #1*2 VVT exhaust change angle (for bank 1)/ Min.: 0 DegFR, Max.: 639.9 DegFR 0 to 45 DegFR: Idling Displacement angle during forced operation VVT Ex OCV Duty #1*2 VVT exhaust camshaft timing oil control valve duty (for bank 1)/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling Requested duty value for forced operation VN Turbo Type Variable Nozzle (VN) turbo type/ Not Avl or Commo or Vacuum or CAN Com Not Avl Unused Catalyst Temp B1 S1 Catalyst temperature (for bank 1 sensor 1)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F) - - Catalyst Temp B1 S2 Catalyst temperature (for bank 1 sensor 2)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F) - - Starter Signal Starter signal/ Open or Close Open: Starter signal ON Close: Starter signal OFF - Power Steering Signal Power steering signal/ ON or OFF ON: Power steering operation - Neutral Position SW Signal Park/neutral position switch status/ ON or OFF ON: Shift lever in P or N - Stop Light Switch Stop light switch/ ON or OFF ON: Brake pedal depressed - A/C Signal A/C switch status/ ON or OFF ON: A/C ON - Idle Up Signal Idle up signal/ ON or OFF - - Closed Throttle Position SW Closed throttle position switch/ ON or OFF ON: Throttle valve fully closed OFF: Throttle valve open - Fuel Cut Condition Fuel cut condition/ ON or OFF ON: Fuel cut operating - Immobiliser Communication Immobiliser communication/ ON or OFF ON: Normal - Check Mode Check mode/ ON or OFF ON: Check mode ON Refer to Check Mode Procedure, refer to «CHECK MODE PROCEDURE»(ref-422301-S14568931162011092600000) . 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 sensor 1)/ Compl or Incmpl - - A/F Test Results #1 Check mode result for air fuel ratio sensor/ Compl or Incmpl - - Complete Parts Monitor Comprehensive component monitor/ Not Avl or Avail - - Fuel System Monitor Fuel system monitor/ Not Avl or Avail - - Misfire Monitor Misfire monitor/ Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor/ Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor/ Compl or Incmpl - - O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor/ Not Avl or Avail - - O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor/ Compl or Incmpl - - O2S(A/FS) Monitor O2S (A/FS) monitor/ Not Avl or Avail - - O2S(A/FS) Monitor O2S (A/FS) monitor/ Compl or Incmpl - - A/C Monitor A/C monitor/ Not Avl or Avail - - A/C Monitor A/C monitor/ Compl or Incmpl - - 2nd Air Monitor 2nd air monitor/ Not Avl or Avail - - 2nd Air Monitor 2nd air monitor/ Compl or Incmpl - - EVAP Monitor EVAP monitor/ Not Avl or Avail - - EVAP Monitor EVAP monitor/ Compl or Incmpl - - Heated Catalyst Monitor Heated catalyst monitor/ Not Avl or Avail - - Heated Catalyst Monitor Heated catalyst monitor/ Compl or Incmpl - - Catalyst Monitor Catalyst monitor/ Not Avl or Avail - - Catalyst Monitor Catalyst monitor/ Compl or Incmpl - - Component Monitor ENA Comprehensive component monitor/ Unable or Enable - - Component Monitor CMPL Comprehensive component monitor/ Compl or Incmpl - - Fuel System Monitor ENA Fuel system monitor/ Unable or Enable - - Fuel System Monitor CMPL Fuel system monitor/ Compl or Incmpl - - Misfire Monitor ENA Misfire monitor/ Unable or Enable - - Misfire Monitor CMPL Misfire monitor/ Compl or Incmpl - - EGR/VVT Monitor ENA EGR/VVT monitor/ Unable or Enable - - EGR/VVT Monitor CMPL EGR/VVT monitor/ Compl or Incmpl - - Heater Monitor ENA O2S (A/FS) heater monitor/ Unable or Enable - - Heater Monitor CMPL O2S (A/FS) heater monitor/ Compl or Incmpl - - O2S(A/FS) Monitor ENA O2S (A/FS) monitor/ Unable or Enable - - O2S(A/FS) Monitor CMPL O2S (A/FS) monitor/ Compl or Incmpl - - A/C Monitor ENA A/C monitor/ Unable or Enable - - A/C Monitor CMPL A/C monitor/ Compl or Incmpl - - 2nd Air Monitor ENA 2nd air monitor/ Unable or Enable - - 2nd Air Monitor CMPL 2nd air monitor/ Compl or Incmpl - - EVAP Monitor ENA EVAP monitor/ Unable or Enable - - EVAP Monitor CMPL EVAP monitor/ Compl or Incmpl - - Heated Cat Monitor ENA Heated catalyst monitor/ Unable or Enable - - Heated Cat Monitor CMPL Heated catalyst monitor/ Compl or Incmpl - - Catalyst Monitor ENA Catalyst monitor/ Unable or Enable - - Catalyst Monitor CMPL Catalyst monitor/ Compl or Incmpl - - TC Terminal TC terminal status/ ON or OFF - - # Codes (Include History) Number of codes/ Min.: 0, Max.: 255 - The number of stored DTCs MIL MIL status/ ON or OFF ON: MIL on - MIL ON Run Distance MIL on run distance/ Min.: 0 Km, Max.: 65535 Km Distance after DTC stored - Running Time from MIL ON Running time from MIL on/ Min.: 0 min, Max.: 65535 min Equivalent to running time after MIL on - Time after DTC Cleared Time after DTC cleared/ Min.: 0 min, Max.: 65535 min Equivalent to time after DTCs cleared - Distance from DTC Cleared Distance after DTC cleared/ Min.: 0 km, Max.: 65535 km Equivalent to driven distance after DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared/ Min.: 0, Max.: 255 - The number of warm-up cycles after the DTC is cleared Dist Batt Cable Disconnect Distance after battery cable disconnected/ Min.: 0 Km, Max.: 65535 Km Total distance vehicle driven after battery cable disconnected - IG OFF Elapsed Time Time after ignition switch off/ Min.: 0 min, Max.: 655350 min Cumulative time after ignition switch off - OBD Requirements OBD requirement OBD2 - Number of Emission DTC Emission-related DTCs/ Min.: 0, Max.: 127 - The number of emission-related DTCs TC and TE1 TC and TE1 terminals of DLC3/ ON or OFF - - Ignition Trig. Count Ignition counter/ Min.: 0, Max.: 65535 0 to 400 - Cylinder #1 Misfire Count Misfire count of cylinder 1/ Min.: 0, Max.: 255 0 - Cylinder #2 Misfire Count Misfire count of cylinder 2/ Min.: 0, Max.: 255 0 - Cylinder #3 Misfire Count Misfire count of cylinder 3/ Min.: 0, Max.: 255 0 - Cylinder #4 Misfire Count Misfire count of cylinder 4/ Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire counter/ Min.: 0, Max.: 255 0 to 16 - Misfire RPM Engine speed for first misfire range/ Min.: 0 RPM, Max.: 6375 RPM 0 RPM: Misfire 0 - Misfire Load Engine load for first misfire range/ Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Misfire Margin Misfire monitoring/ Min.: -128%, Max.: 127% -100 to 99.2% The misfire detecting margin Catalyst OT MF F/C Catalyst over temperature misfire prevention F/C/ Not Avl or Avail Avail: Catalyst OT MF F/C available Not Avl: Catalyst OT MF F/C not available - Cat OT MF F/C History Catalyst over temperature misfire prevention F/C history/ ON or OFF ON: Fuel cut operation history exists - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Engine Speed (Starter Off) Engine speed when starter off/ Min.: 0 RPM, Max.: 51199 RPM - When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after ignition switch turned from off to ON/ Min.: 0, Max.: 255 - When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance traveled during previous trip/ Min.: 0 km, Max.: 655.35 km - When the engine stalls, is difficult to start, or idles roughly Engine Staring Time Engine run time (elapsed time from ignition switch ON to off)/ Min.: 0 ms, Max.: 655350 ms - When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Coolant temperature of previous trip/ Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air coolant temperature of previous trip/ Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated)/ Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature of previous trip (estimated)/ Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature/ Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature of previous trip/ Min.: -40°C, Max.: 215°C - When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of instances of slow engine starts/ ON or OFF - - Low Rev for Eng Start History of low engine speed after engine starts/ ON or OFF - - Minimum Engine Speed Minimum engine speed/ Min.: 0 RPM, Max.: 51199 RPM - When the engine stalls, is difficult to start, or idles roughly Tumble C.V Duty Ratio Intake air control valve duty ratio/ Min.: -128%, Max.: 127% - - Electric Fan Motor Electric fan motor status/ ON or OFF - - Idle Fuel Cut Fuel cut idle/ ON or OFF ON: Fuel cut operating Idle Fuel Cut is "ON" when the throttle valve is fully closed and the engine speed is more than 2800 RPM. FC TAU Fuel cut TAU: Fuel cut during very light load/ ON or OFF ON: Fuel cut operating The fuel cut being performed under a very light load to prevent incomplete engine combustion. Immobiliser Fuel Cut Status of the immobiliser fuel cut/ ON or OFF - - Brake Ejector VSV VSV status for brake ejector system/ OPEN or CLOSE - - Communication with ECT Status of the communication with the ECT/ Comm or No Comm - - Electrical Load Signal 1 Electrical load signal/ ON or OFF - - Electrical Load Signal 2 Electrical load signal/ ON or OFF - - Electrical Load Signal 3 Electrical load signal/ ON or OFF - - Model Code Model code - The identifying model code: ASU4# Engine Type Engine type - The identifying engine type: 1ARFE Cylinder Number Number of cylinders/ Min.: 0, Max.: 255 - The identifying number of cylinders: 4 Transmission Type Transmission type - The identifying transmission type: ECT 6th Destination Destination - The identifying destination: A (America) Model Year Model year/ Min.: 1900, Max.: 2155 - The identifying model year: 2011 System Identification System identification - The identifying engine system: Gasoline (gasoline engine) Engine Speed of Cyl #1 Engine speed for cylinder 1/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. 51199 RPM: Active Test not performed Engine Speed of Cyl #2 Engine speed for cylinder 2/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. 51199 RPM: Active Test not performed Engine Speed of Cyl #3 Engine speed for cylinder 3/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. 51199 RPM: Active Test not performed Engine Speed of Cyl #4 Engine speed for cylinder 4/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. 51199 RPM: Active Test not performed Av Engine Speed of All Cyl Engine speed for all cylinders/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using the Active Test. 51199 RPM: Active Test not performed Received MIL from ECT Received MIL from ECT/ ON or OFF MIL illuminate instruction ON signal from ECT: ON - Shift Position Sig from ECT Received shift position signal from ECT/ Actual shift position - A/T Oil Temp from ECT Received ATF temperature sensor value from ECT/ Min.: -40°C (-40°F), Max.: 215°C (419°F) After stall test: Approx. 80°C (176°F) Equal to ambient temperature when cold soak If the value is -40°C (-40°F) or 215°C (419°F), ATF temperature sensor circuit is open or shorted SPD (NO) Output shaft speed/ Min.: 0 RPM, Max.: 12750 RPM 0 RPM: Vehicle stopped - SPD (NT) Input shaft speed/ Min.: 0 RPM, Max.: 12750 RPM Lock-up is ON (after warming up engine): Input turbine speed (NT) is equal to engine speed Lock-up is OFF (idling with shift lever in N): Input turbine speed (NT) is nearly equal to engine speed - ECT Lock Up Lock up/ ON or OFF ON: Lock up operating - Shift SW Status (P Range) Park/neutral position switch assembly status/ ON or OFF ON: Shift lever in P OFF: Shift lever not in P When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Shift SW Status (R Range) Park/neutral position switch assembly status/ ON or OFF ON: Shift lever in R OFF: Shift lever not in R When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Shift SW Status (N Range) Park/neutral position switch assembly status/ ON or OFF ON: Shift lever in N OFF: Shift lever not in N When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Sports Shift Up SW Sport shift up switch status/ ON or OFF ON: Continuously shift to "+" (up-shift) OFF: "+" (up-shift) released - Sports Shift Down SW Sport shift down switch status/ ON or OFF ON: Continuously shift to "-" (down-shift) OFF: "-" (down-shift) released - Sports Mode Selection SW Sport mode select switch status/ ON or OFF ON: Shift lever in S, "+" or "-" OFF: Shift lever not in S, "+" and "-" - Shift SW Status (D Range) Park/neutral position switch assembly status/ ON or OFF ON: Shift lever in D or S OFF: Shift lever not in D or S When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Snow or 2nd Start Mode Pattern SW (ECT SNOW) status/ ON or OFF Ignition switch ON: OFF ↓ Pattern switch (ECT SNOW) Push: ON ↓ Pattern switch (ECT SNOW) Push: OFF - HINT: *1: Excluding throttle valve opening percentage due to idle speed control (ISC). *2: Data List values are only displayed when performing the following Active Test: Control the VVT System (Bank 1), Control the VVT Linear (Bank 1). For other Active Test, the Data List value will be 0.
2. ACTIVE TEST HINT: Using the Techstream to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests. Warm up the engine. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test. According to the display on the Techstream, perform the Active Test. Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change injection volume -12.5 to 24.8% All the injectors are tested at the same time. Perform the test at less than 3000 RPM. The injection volume can be changed in 0.1 or 0.2% graduations within the control range. Control the Injection Volume for A/F Sensor Change injection volume Lower by -12.5% or increase by 25% Perform the test at less than 3000 RPM. 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: Active Test / Control the Injection Volume for A/F Sensor / Data List / All Data / AFS Voltage B1 S1 and O2S B1 S2. Activate the VSV for Intake Control Activate the VSV for intake control ON/OFF ON: Acoustic Control Induction System (ACIS) VSV is on. OFF: ACIS VSV is off. Activate the VSV for Evap Control Activate purge VSV control ON/OFF ON: Purge VSV on. OFF: Purge VSV off. Control the Fuel Pump / Speed Activate fuel pump (C/OPN relay) ON/OFF The test is possible when the following conditions are met: The ignition switch is ON. The engine is stopped. Connect the TC and TE1 Turn on and off TC and CG (TE1) connection ON/OFF ON: TC and TE1 are connected. OFF: TC and TE1 are disconnected. Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF The idling fuel-cut is turned ON when the throttle valve is fully closed and the engine speed is more than 2800 RPM. Prohibit the Catalyst OT Misfire prevent F/C Prohibit catalyst overheat malfunction prevention fuel cut operation 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 - Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open The test is possible when the following conditions are met: The ignition switch is ON. The engine is stopped. The accelerator pedal is fully depressed (Accelerator pedal position: 58 degrees or more). Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Control the VVT Linear (Bank1) Control VVT (bank 1) Between -128 and 127% The engine stalls or idles roughly when the camshaft timing gear is operated at 100%. The test is possible during idle. Control the VVT System (Bank1) Control VVT (bank 1) ON/OFF The engine stalls or idles roughly when the camshaft timing oil control valve is turned on. The engine is running and idles normally when the camshaft timing oil control valve is off. The test is possible during idle. Control the VVT Exhaust Linear (Bank 1) Control VVT for exhaust camshaft (bank 1) Between -128 and 127% The engine stalls or idles roughly when the camshaft timing gear is operated at 100%. The test is possible during idle. Activate the Vacuum Pump Leak detection pump ON/OFF - Activate the VSV for Vent Valve Vent valve ON/OFF - Activate the VSV for AICS Activate vacuum switching valve for air intake control system ON/OFF ON: AICV VSV is on OFF: AICV VSV is off Control the IAC Duty Ratio Control intake air control valve (tumble control valve) duty ratio Between -100 and 100% - Activate the Brake Ejector VSV Brake ejector VSV OPEN/CLOSE Confirm that the intake air temperature is above 5°C (41°F) and intake air temperature sensor is normal Control the Cylinder #1 Fuel Cut Cylinder #1 injector fuel cut ON/OFF The test is possible while the vehicle is stopped and the engine is idling.*1 Control the Cylinder #2 Fuel Cut Cylinder #2 injector fuel cut ON/OFF Control the Cylinder #3 Fuel Cut Cylinder #3 injector fuel cut ON/OFF Control the Cylinder #4 Fuel Cut Cylinder #4 injector fuel cut ON/OFF Control the All Cylinder Fuel Cut All cylinder fuel cut ON/OFF Check the Cylinder Compression *2 Check the cylinder compression pressure (measuring engine speed for each cylinder) ON/OFF Fuel injection and ignition stop in all the cylinders. NOTE: *1: If the display of the Catalyst OT MF F/C item of the Data List is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. If the display of the Catalyst OT MF F/C item of the Data List is Avail, perform this Active Test as described below. Stop the engine and turn the ignition switch to ON to turn Control the Cylinder #1 Fuel Cut (to Control the Cylinder #4 Fuel Cut) ON. Start the engine. HINT: *2: When cranking the engine, each cylinder measures the engine speed. In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that 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 / 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.
3. SYSTEM CHECK (Only for Techstream) HINT: Performing a System Check in the Utility menu 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. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility. Perform the System Check by referring to the table below. Tester Display Test Part Control Range Diagnostic Note Evaporative System Check (Automatic Mode) Perform 5 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If no pending DTCs are detected after performing this test, system functioning normally Refer to EVAP System, refer to «EVAP System»(ref-422453-S02012064972011092600000) Evaporative System Check (Manual Mode) Perform 5 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts Refer to EVAP System, refer to «EVAP System»(ref-422453-S02012064972011092600000)

DIAGNOSTIC TROUBLE CODE CHART

HINT

Parameters listed in the chart may not be exactly the same as yours depending on the type of instrument or other factors.

If a trouble code is displayed during the DTC check, inspect the trouble areas listed for that code. For details of the code, follow the "See" reference.

SFI SYSTEM

1. *1: The MIL flashes when a catalyst-damaging misfire is detected.
2. *2: w/ navigation system
3. *3: w/ tire pressure warning system
4. *4: for separate type amplifier system