Engine Control System (2GR-FE) (Diagnostics - Introduction): Diagnosis Toyota Highlander II рестайлинг

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

Techstream can be used in steps 2, 3, 4, 6 and 9.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CONNECT TECHSTREAM TO DLC3 HINT: If the display indicates a communication fault in the tester, inspect the DLC3. NEXT: Go to next step
3. CHECK DTC AND FREEZE FRAME DATA Check for DTC(s) and freeze frame data, refer to «FREEZE FRAME DATA»(ref-422300-S23534802272011092600000). HINT: Record or print the DTCs and freeze frame data, if necessary. NEXT: Go to next step
4. CLEAR DTC AND FREEZE FRAME DATA Clear the DTC(s) and freeze frame data, refer to «FREEZE FRAME DATA»(ref-422300-S23534802272011092600000). NEXT: Go to next step
5. CONDUCT VISUAL INSPECTION NEXT: Go to next step
6. SET CHECK MODE DIAGNOSIS Set the check mode, refer to «CHECK MODE PROCEDURE»(ref-422300-S23062665192011092600000). NEXT: Go to next step
7. CONFIRM PROBLEM SYMPTOMS HINT: If the engine does not start, perform steps 10 and 12 first. Result Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 9 A: Go to next step
8. SIMULATE SYMPTOMS NEXT: Go to next step
9. CHECK FOR DTCS Check for DTCs, refer to «DTC CHECK / CLEAR»(ref-422300-S24344107222011092600000). Result Result Proceed to Trouble code A No code B B --> GO TO STEP 11 A: Go to next step
10. REFER TO DTC CHART HINT: Refer to the DTC chart, refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-422300-S11996203412011092600000). NEXT --> GO TO STEP 13
11. CONDUCT BASIC INSPECTION HINT: Refer to "BASIC INSPECTION", refer to «BASIC INSPECTION»(ref-422300-S27993427812011092600000). Result Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 16 A: Go to next step
12. REFER TO PROBLEM SYMPTOMS TABLE HINT: Refer to "PROBLEM SYMPTOMS TABLE", refer to «PROBLEM SYMPTOMS TABLE»(ref-422300-S30744331712011092600000). Result Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 16 A: Go to next step
13. CHECK ECM POWER SOURCE CIRCUIT HINT: Refer to "ECM POWER SOURCE CIRCUIT", refer to «ECM Power Source Circuit»(ref-422478-S01252786672011092600000). NEXT: Go to next step
14. CONDUCT CIRCUIT INSPECTION Result Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 17 A: Go to next step
15. CHECK FOR INTERMITTENT PROBLEMS HINT: Refer to "CHECK FOR INTERMITTENT PROBLEMS", refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-422300-S41051796092011092600000). NEXT --> GO TO STEP 17
16. CONDUCT PARTS INSPECTION NEXT: Go to next step
17. IDENTIFY PROBLEM NEXT: Go to next step
18. ADJUST AND/OR REPAIR NEXT: Go to next step
19. CONDUCT CONFIRMATION TEST NEXT --> END

BASIC INSPECTION

When a malfunction is not confirmed by the DTC check, troubleshooting should be carried out in 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 ignition switch off. Result Result Proceed to 11 V or more 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 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 Check the idling speed, refer to «ON-VEHICLE INSPECTION»(/toyota/highlander/ii-2010-2013/remont/mechanical/#engine-mechanical-2gr-fe-service-information) . NG --> TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE Check the fuel pressure, refer to «ON-VEHICLE INSPECTION»(/toyota/highlander/ii-2010-2013/remont/fuel-system/#fuel-system-2gr-fe-inspection) . NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARKS Check for sparks, refer to «ON-VEHICLE INSPECTION»(/toyota/highlander/ii-2010-2013/remont/ignition-system/#ignition-system-2gr-fe-service-information) . NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO PROBLEM SYMPTOMS TABLE

PROBLEM SYMPTOMS TABLE

HINT

When a malfunction is not confirmed by a DTC (Diagnostic Trouble Code) check and the cause of problem cannot be identified through a basic inspection, troubleshoot according to the priority order indicated in the table below.

SFI SYSTEM

Scheme 1

Scheme 2

Scheme 3

Scheme 4

Scheme 5

Scheme 6

Scheme 7

Scheme 8

Scheme 9

Scheme 10

Scheme 11

Scheme 12

Scheme 13

Scheme 14

Scheme 15

1. SFI SYSTEM HINT: The standard normal voltage between each pair of the ECM terminals is shown in the table below. The appropriate conditions for checking each pair of the terminals are also indicated. The check results should be compared with the standard normal voltage for that pair of terminals, listed in the "Specified Condition" column. The illustration above can be used as a reference to identify the ECM terminal locations. Terminal No. (Symbol) Wiring Color Terminal Description Condition Specified Condition D61-22 (+B) - B49-12 (E1) SB - W-B Power source of ECM Ignition switch on (IG) 11 to 14 V D61-23 (+B2) - B49-12 (E1) GR - W-B Power source of ECM Ignition switch on (IG) 11 to 14 V D61-24 (BATT) - B49-12 (E1) R - W-B Battery (for measuring the battery voltage and for the ECM memory) Always 11 to 14 V D60-19 (VPMP) - B49-12 (E1) W - W-B Vent valve operation signal (built into pump module) Ignition switch on (IG) 11 to 14 V D60-7 (MPMP) - B49-12 (E1) G - W-B Vacuum pump operation signal (built into pump module) Vacuum pump OFF 0 to 3 V D60-7 (MPMP) - B49-12 (E1) G - W-B Vacuum pump operation signal (built into pump module) Vacuum pump ON 9 to 14 V B49-23 (+BM) - B49-12 (E1) L - W-B Power source of ETCS throttle motor Always 11 to 14 V D61-9 (MREL) - B49-12 (E1) L - W-B EFI relay operation signal Ignition switch on (IG) 11 to 14 V D60-21 (IGSW) - B49-12 (E1) W - W-B Ignition switch signal Ignition switch on (IG) 11 to 14 V D61-3 (FC) - B49-12 (E1) P - W-B C/OPEN relay operation signal (fuel pump control) Ignition switch on (IG) 11 to 14 V D60-18 (STP) - B49-12 (E1) R - W-B Stop light switch signal Brake pedal depressed 7.5 to 14 V D60-18 (STP) - B49-12 (E1) R - W-B Stop light switch signal Brake pedal released Below 1.5 V D61-8 (ST1-) - B49-12 (E1) LG - W-B Stop light switch signal (opposite to STP terminal) Ignition switch on (IG), Brake pedal depressed Below 1.5 V D61-8 (ST1-) - B49-12 (E1) LG - W-B Stop light switch signal (opposite to STP terminal) Ignition switch on (IG), Brake pedal released 7.5 to 14 V D60-13 (ACCR) *2 - B49-12 (E1) BE - W-B ACC relay control signal Cranking Below 1.5 V D60-6 (VPA) - D60-3 (EPA) R - SB Accelerator pedal position sensor signal (for engine control) Ignition switch on (IG), Accelerator pedal fully released 0.5 to 1.1 V D60-6 (VPA) - D60-3 (EPA) R - SB Accelerator pedal position sensor signal (for engine control) Ignition switch on (IG), Accelerator pedal fully depressed 2.6 to 4.5 V D60-5 (VPA2) - D60-1 (EPA2) GR - V Accelerator pedal position sensor signal (for sensor malfunction detection) Ignition switch on (IG), Accelerator pedal fully released 1.2 to 2.0 V D60-5 (VPA2) - D60-1 (EPA2) GR - V Accelerator pedal position sensor signal (for sensor malfunction detection) Ignition switch on (IG), Accelerator pedal fully depressed 3.4 to 5.0 V B50-1 (PPMP) - B49-12 (E1) L - W-B Pressure sensor signal (built into pump module) Ignition switch on (IG) 3 to 3.6 V D60-28 (TC) - B49-12 (E1) L - W-B Terminal TC of DLC3 Ignition switch on (IG) 9 to 14 V D60-4 (VCPA) - D60-3 (EPA) SB - SB Power source of accelerator pedal position sensor (for VPA) Ignition switch on (IG) 4.5 to 5.0 V D60-2 (VCP2) - D60-1 (EPA2) LG - V Power source of accelerator pedal position sensor (for VPA2) Ignition switch on (IG) 4.5 to 5.0 V D60-29 (TACH) - B49-12 (E1) B - W-B Engine speed signal (for combination meter) Idling Pulse generation (Scheme 13) D61-18 (SPD) - B49-12 (E1) LG - W-B Vehicle speed signal from combination meter Ignition switch on (IG), driving wheel rotated slowly Pulse generation (Scheme 10) D61-13 (W) - B49-12 (E1) Y - W-B Malfunction Indicator Lamp (MIL) operation signal Ignition switch on (IG) Below 3.0 V D61-13 (W) - B49-12 (E1) Y - W-B Malfunction Indicator Lamp (MIL) operation signal Idling 11 to 14 V D60-32 (CANH) - B49-12 (E1) R - W-B CAN communication circuit Ignition switch on (IG) Pulse generation (Scheme 14) D60-31 (CANL) - B49-12 (E1) W - W-B CAN communication circuit Ignition switch on (IG) Pulse generation (Scheme 15) B49-12 (E1) - Body ground W-B - - Earth (ground) circuit of ECM Always Below 1 V B48-6 (#10) - B48-14 (E01) B48-1 (#20) - B48-14 (E01) B48-7 (#30) - B48-14 (E01) B48-2 (#40) - B48-14 (E01) B48-8 (#50) - B48-14 (E01) B48-3 (#60) - B48-14 (E01) L - W-B Y - W-B R-L - W-B W - W-B R - W-B G - W-B Fuel injector operation signal Ignition switch on (IG) 11 to 14 V B48-6 (#10) - B48-14 (E01) B48-1 (#20) - B48-14 (E01) B48-7 (#30) - B48-14 (E01) B48-2 (#40) - B48-14 (E01) B48-8 (#50) - B48-14 (E01) B48-3 (#60) - B48-14 (E01) L - W-B Y - W-B R-L - W-B W - W-B R - W-B G - W-B Fuel injector operation signal Idling Pulse generation (see waveform 3) B49-31 (STAR) - B49-12 (E1) GR - W-B Park/neutral position switch signal Ignition switch on (IG), Shift lever position P or N 11 to 14 V D60-10 (STA) - B49-12 (E1) B - W-B Starter relay operation signal Cranking 11 to 14 V D60-30 (STSW) *2 - B49-12 (E1) P - W-B Starter relay operation signal Cranking 11 to 14 V B51-20 (OC2-) - B51-19 (OC2+) P - LG Camshaft timing oil control valve operation signal (Intake side) Ignition switch on (IG) Pulse generation (see waveform 1) B50-20 (OC1-) - B50-19 (OC1+) L - Y Camshaft timing oil control valve operation signal (Intake side) Ignition switch on (IG) Pulse generation (see waveform 1) B51-12 (VV2+) - B51-11 (VV2-) P - L Variable valve timing sensor signal (Intake side) Idling Pulse generation (see waveform 6) B51-9 (VV1+) - B51-10 (VV1-) G - R Variable valve timing sensor signal (Intake side) Idling Pulse generation (see waveform 6) B51-6 (NE+) - B51-5 (NE-) W - B Crankshaft position sensor signal Idling Pulse generation (see waveform 5) B51-18 (EV2+) - B51-17 (EV2-) L - R Variable valve timing sensor signal (Exhaust side) Idling Pulse generation (see waveform 5) B51-13 (EV1+) - B51-14 (EV1-) B - W Variable valve timing sensor signal (Exhaust side) Idling Pulse generation (see waveform 5) B50-21 (OE1+) - B50-22 (OE1-) G - R Camshaft timing oil control valve operation signal (Intake side) Ignition switch on (IG) Pulse generation (see waveform 1) B51-21 (OE2+) - B51-22 (OE2-) P - W Camshaft timing oil control valve operation signal (Intake side) Ignition switch on (IG) Pulse generation (see waveform 1) D60-8 (FPR) - B49-12 (E1) G - W-B Fuel pump control Cranking 11 to 14 V Idling Below 3 V B48-12 (HT1B) - B49-12 (E1) R - W-B Heated oxygen sensor heater operation signal Idling Below 3.0 V B48-12 (HT1B) - B49-12 (E1) R - W-B Heated oxygen sensor heater operation signal Ignition switch on (IG) 11 to 14 V B48-9 (ACM) - B49-12 (E1) G - W-B VSV for active control mount system operation signal Ignition switch on (IG) 11 to 14 V B49-29 (M-) - B48-10 (ME01) L - W-B Throttle drive motor operation signal (negative terminal) Idling with warm engine Pulse generation (see waveform 11) B48-20 (M+) - B48-10 (ME01) R - W-B Throttle drive motor operation signal (positive terminal) Idling with warm engine Pluse generation (see waveform 10) B48-15 (E02) - Body ground W-B - - Earth (ground) circuit of ECM Always Below 1 V B48-14 (E01) - Body ground W-B - - Earth (ground) circuit of ECM Always Below 1 V B49-24 (IGT1) - B49-12 (E1) B49-25 (IGT2) - B49-12 (E1) B49-26 (IGT3) - B49-12 (E1) B49-27 (IGT4) - B49-12 (E1) B49-28 (IGT5) - B49-12 (E1) B50-25 (IGT6) - B49-12 (E1) Y - W-B P - W-B G - W-B L - W-B B - W-B LG - W-B Ignition coil with igniter (ignition signal) Idling Pulse generation (see waveform 7) B49-30 (GE01) - B49-12 (E1) - - W-B Shielded earth (ground) circuit of throttle drive motor Always Below 1 V B51-2 (OX1B) - B50-7 (ETHA) B - BR Heated oxygen sensor signal With engine speed at 2500 rpm for 2 minutes after warming up Pulse generation (see waveform 2) B49-16 (VTA2) - B50-7 (ETHA) LG - BR Throttle position sensor signal (for sensor malfunction detection) Ignition switch on (IG), Accelerator pedal fully released 2.1 to 3.1 V B49-16 (VTA2) - B50-7 (ETHA) LG - BR Throttle position sensor signal (for sensor malfunction detection) Ignition switch on (IG), Accelerator pedal fully depressed 4.5 to 5.0 V B49-15 (VTA1) - B50-7 (ETHA) B - BR Throttle position sensor signal (for engine control) Ignition switch on (IG), Throttle valve fully closed 0.5 to 1.2 V B49-15 (VTA1) - B50-7 (ETHA) B - BR Throttle position sensor signal (for engine control) Ignition switch on (IG), Throttle valve fully open 3.2 to 4.8 V B49-17 (THW) - B50-7 (ETHA) W - BR Engine coolant temperature sensor signal Idling, Engine coolant temperature 80°C (176°F) 0.2 to 1.0 V B50-15 (THA) - B50-13 (E2G) P - Y Intake air temperature sensor signal Idling, Intake air temperature 20°C (68°F) 0.5 to 3.4 V B51-15 (VCV1) - B49-12 (E1) Y - W-B Power source of sensors (specific voltage) Ignition switch on (IG) 4.5 to 5.0 V B49-6 (IGF1) - B49-12 (E1) W - W-B Ignition coil with igniter (ignition confirmation signal) Ignition switch on (IG) 4.5 to 5.0 V B49-6 (IGF1) - B49-12 (E1) W - W-B Ignition coil with igniter (ignition confirmation signal) Idling Pulse generation (see waveform 7) B49-20 (AICV) - B49-12 (E1) W - W-B VSV for air intake control system operation signal Ignition switch on (IG) 11 to 14 V B50-13 (E2G) - B49-12 (E1) Y - W-B Earth (ground) circuit of sensor for mass air flow meter Always Below 1 V B50-14 (VG) - B50-13 (E2G) R - Y Mass air flow meter signal Idling, Shift lever position P or N, A/C switch OFF 0.5 to 3.0 V B49-19 (ACIS) - B49-12 (E1) L - W-B VSV for acoustic control induction system operation signal Ignition switch on (IG) 11 to 14 V B49-18 (PRG) - B49-12 (E1) G - W-B Purge VSV for EVAP system operation signal Ignition switch on (IG) 11 to 14 V B49-18 (PRG) - B49-12 (E1) G - W-B Purge VSV for EVAP system operation signal Idling Pulse generation (see waveform 8) B48-19 (HA2A) - B48-18 (E05) B - W-B Air fuel ratio sensor heater operation signal Idling Below 3.0 V B48-19 (HA2A) - B48-18 (E05) B - W-B Air fuel ratio sensor heater operation signal Ignition switch on (IG) 11 to 14 V B48-17 (HA1A) - B48-16 (E04) L - W-B Air fuel ratio sensor heater operation signal Idling Below 3.0 V B48-17 (HA1A) - B48-16 (E04) L - W-B Air fuel ratio sensor heater operation signal Ignition switch on (IG) 11 to 14 V B48-11 (E03) - B49-12 (E1) W-B - W-B Earth (ground) circuit of ECM Always Below 1 V B48-13 (HT2B) - B49-12 (E1) R - W-B Heated oxygen sensor heater operation signal Idling Below 3.0 V B48-13 (HT2B) - B49-12 (E1) R - W-B Heated oxygen sensor heater operation signal Ignition switch on (IG) 11 to 14 V B48-18 (E05) - B49-12 (E1) W-B - W-B Earth (ground) circuit of ECM Always Below 1 V B48-16 (E04) - B49-12 (E1) W-B - W-B Earth (ground) circuit of ECM Always Below 1 V B50-5 (KNK2) - B50-6 (EKN2) R - G Knock sensor signal With engine speed at 4000 rpm after warming up Pulse generation (see waveform 4) B49-1 (A1A+) - B49-2 (A1A-) BR - Y Air fuel ratio sensor signal Ignition switch on (IG) 3.3 V *1 B49-7 (A2A+) - B49-8 (A2A-) P - L Air fuel ratio sensor signal Ignition switch on (IG) 3.3 V *1 B50-11 (KNK1) - B50-12 (EKNK) B - W Knock sensor signal With engine speed at 4000 rpm after warming up Pulse generation (see waveform 4) B49-2 (A1A-) - B49-12 (E1) Y - W-B Air fuel ratio sensor Ignition switch on (IG) 3.0 V *1 B49-8 (A2A-) - B49-12 (E1) L - W-B Air fuel ratio sensor Ignition switch on (IG) 3.0 V *1 B51-4 (OX2B) - B50-7 (ETHA) B - BR Heated oxygen sensor signal With engine speed at 2500 rpm for 2 minutes after warming up Pulse generation (see waveform 2) *1: The ECM terminal voltage is constant regardless of the output voltage from the sensor. *2: w/ Smart Key System WAVEFORM 1 Camshaft timing oil control valve operation signal ECM Terminal Names Between OC1+ and OC1-, OC2+ and OC2-, OE1+ and OE1-, or OE2+ and OE2- Tester Ranges 5 V/DIV, 1 msec./DIV Conditions Ignition switch on (IG) HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 2 Heated oxygen sensor signal ECM Terminal Names Between OX1B and ETHA, or OX2B and ETHA Tester Ranges 0.2 V/DIV, 200 msec./DIV Conditions With engine speed at 2500 rpm for 2 minutes after warming up HINT: In the DATA LIST, item O2S B1S2 shows the ECM input values from the heated oxygen sensor. WAVEFORM 3 Fuel injector operation signal ECM Terminal Names Between #10 (to 60) and E01 Tester Ranges 30 V/DIV, 20 msec./DIV Conditions Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 4 Knock sensor signal ECM Terminal Names Between KNK1 and EKNK, or KNK2 and EKN2 Tester Ranges 0.01 to 10 V/DIV, 0.01 to 10 msec./DIV Conditions With engine speed at 4000 rpm after warming up HINT: The wavelength becomes shorter as the engine rpm increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle. WAVEFORM 5 Variable Valve Timing (VVT) sensor signal Crankshaft position sensor signal ECM Terminal Names (1) EV1+ and EV1-, or EV2+ and EV2- (2) Between NE+ and NE- Tester Ranges 5 V/DIV, 20 ms./DIV Conditions Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 6 Variable Valve Timing (VVT) sensor signal Crankshaft position sensor signal ECM Terminal Names (1) Between VV1+ and VV1-, VV2+ and VV2- (2) Between NE+ and NE- Tester Ranges 5 V/DIV, 20 ms./DIV Conditions Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 7 Igniter IGT signal (from ECM to igniter) Igniter IGF signal (from igniter to ECM) ECM Terminal Names (1) Between IGT (1 to 6) and E1 (2) Between IGF1 and E1 Tester Ranges 2 V/DIV, 20 msec./DIV Conditions Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 8 Purge VSV for EVAP system operation signal ECM Terminal Names Between PRG and E1 Tester Ranges 5 V/DIV, 50 msec./DIV Conditions Idling HINT: If the waveform is not similar to that shown in the illustration, check the waveform again after idling for 10 minutes or more. WAVEFORM 9 Vehicle speed signal ECM Terminal Names Between SPD and E1 Tester Ranges 2 V/DIV, 20 msec./DIV Conditions Ignition switch on (IG), driving wheel rotated slowly HINT: The wavelength becomes shorter as the vehicle speed increases. Depending on the vehicle, the output waveform voltage may rise to 12 V if influenced by optionally installed systems. WAVEFORM 10 Throttle drive motor operation signal (positive terminal) ECM Terminal Names Between M+ and ME01 Tester Ranges 5 V/DIV, 1 msec./DIV Conditions Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. WAVEFORM 11 Throttle drive motor operation signal (negative terminal) ECM Terminal Names Between M- and ME01 Tester Ranges 5 V/DIV, 1 msec./DIV Conditions Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. WAVEFORM 12 Engine speed signal ECM Terminal Names Between TACH and E1 Tester Ranges 5 V/DIV, 10 msec./DIV Conditions Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 13 CAN communication signal ECM Terminal Name Between CANH and E1 Tester Range 1 V/DIV., 10 μs./DIV. Condition Ignition switch on (IG) HINT: The wavelength varies depending on the CAN communication signal. WAVEFORM 14 CAN communication signal ECM Terminal Name Between CANL and E1 Tester Range 1 V/DIV., 10 μs./DIV. Condition Ignition switch on (IG) HINT: The wavelength varies depending on the CAN communication signal.

Scheme 16

Scheme 17

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 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 systems and components The power train control components (which affect vehicle emissions) The computer itself In addition, the applicable DTCs (Diagnostic Trouble Codes) prescribed by SAE J2012 are recorded on 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check for DTCs, connect the Techstream to the DLC3. The tester displays DTCs, freeze frame data, and a variety of engine data. The DTCs and freeze frame data can be erased with the tester, refer to «DTC CHECK / CLEAR»(ref-422300-S24344107222011092600000). In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, CAN communication is introduced in this system (CAN: Controller Area Network). It minimizes a gap between technician skills and vehicle technology. CAN is a network, which uses a pair of data transmission lines, spanning multiple computers and sensors. It allows a high speed communication between the systems and to simplify the wire harness connection.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (The Techstream only), refer to «CHECK MODE PROCEDURE»(ref-422300-S23062665192011092600000).
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. 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 running or stopped, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
5. DLC3 (Data Link Connector 3) Check DLC3, refer to «GENERAL INFORMATION»(ref-422289-S32263999802011092600000).
6. BATTERY VOLTAGE Battery Voltage 11 to 14 V If the voltage is below 11 V, recharge the battery before proceeding to the next step.
7. MIL (Malfunction Indicator Lamp) The MIL illuminates when turned the ignition switch on (IG) (the engine is not running). The MIL should turn 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 does not illuminate when turned the ignition switch on (IG), check the MIL circuit, refer to «MIL Circuit»(ref-422478-S33957167712011092600000).
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 on (IG). Turn the tester on. Clear the DTCs, refer to «DTC CHECK / CLEAR»(ref-422300-S24344107222011092600000). Perform the DTC judgment driving pattern to run the DTC judgment. Select the following menu items: Powertrain / Engine / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Tester Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed You should perform driving pattern after confirming DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK / CLEAR

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

2 TRIP DETECTION EXAMPLES

Scheme 18

Scheme 19

HINT

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

Scheme 20

1. CHECK DTC Connect the Techstream to the DLC3. Turn the ignition switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check the DTCs and freeze frame data, and then write them down. Check the details of the DTCs, refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-422300-S11996203412011092600000).
2. CLEAR DTC (Pending and Current DTC using Techstream) Connect the Techstream to the DLC3. Turn the ignition switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI and ETCS fuses from the engine room relay block located inside the engine compartment for more than 1 minute.
4. CLEAR PERMANENT DTC HINT: Even if the following procedure is not performed, permanent DTCs are cleared by obtaining a normal judgment during 3 consecutive driving cycles. Connect the Techstream to the DLC3. Turn the ignition switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear DTCs. Perform the respective confirmation driving patterns in order to obtain a normal judgment for the output DTCs. HINT: Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs. For the confirmation driving pattern, refer to the procedures for the relevant DTC, refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-422300-S11996203412011092600000). Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving pattern can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 40 km/h (25 mph) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 40 km/h (25 mph) during the driving cycle provided that the vehicle is driven at 40 km/h (25 mph) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

Scheme 21

1. DESCRIPTION The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. HINT: If it is impossible to duplicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, five separate sets of freeze frame data, including the data values at the time when the DTC was set, can be checked. 3 data sets before the DTC was set 1 data set when the DTC was set 1 data set after the DTC was set These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying of the cause of the malfunction, and in judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA Tester Display Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculated load Calculated load by ECM Vehicle Load Vehicle load - MAF Mass air flow volume If approximately 0.0 g/sec.: Mass air flow meter power source circuit open or shorted VG circuit open or shorted If 160.0 g/sec. or more: E2G circuit open Atmosphere Pressure Atmosphere pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F), sensor circuit open If value 140°C (284°F) or more, sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F), sensor circuit open If value 140°C (284°F) or more, sensor circuit shorted Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Initial engine coolant temperature - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Battery voltage - Accelerator Sens. No. 1 Volt% Absolute accelerator pedal position No. 1 - Accelerator Sens. No. 2 Volt% Absolute accelerator pedal position No. 2 - Throttle Sensor Volt% Absolute throttle position - Throttle Sensor #2 Volt% Absolute throttle sensor positioning #2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle actuator - Throttle Position Throttle position When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated using information from each sensor When the engine stalls, is difficult to start, or idles roughly ISC Position Requested opening amount calculated using ISC When the engine stalls, is difficult to start, or idles roughly ISC Feedback Value ISC feedback compensation amount When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learned compensation amount When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Compensation flow rate according to electrical load When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Compensation flow rate according to air conditioner load When the engine stalls, is difficult to start, or idles roughly PS Feedback Val Compensation flow rate according to power steering load When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Low engine speed control operation state When the engine stalls, is difficult to start, or idles roughly Neutral Control Neutral control operation state When the engine stalls, is difficult to start, or idles roughly N Range Status Shift lever N status When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Intake air compensation flow rate When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Flow loss due to deposits When the engine stalls, is difficult to start, or idles roughly Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder1) Injection volume - Fuel Pump Speed Control Fuel pump speed control status - Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Key-off EVAP system leak detection pump status Refer to EVAP System EVAP (Purge) VSV EVAP purge VSV duty ratio - Evap Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learning value of purge density - EVAP System Vent Value Key-off EVAP system vent valve status - EVAP Purge VSV EVAP Purge VSV - Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1 S1 Fuel trim at air fuel ratio sensor - AF Lambda B2 S1 Fuel trim at air fuel ratio sensor - AFS Voltage B1 S1 Air fuel ratio sensor output voltage Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS voltage B2 S1 Air fuel ratio sensor output voltage Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Current B1 S1 Air fuel ratio sensor current - AFS Current B2 S1 Air fuel ratio sensor current - A/F Heater Duty #1 A/F heater duty ratio (Bank 1 Sensor 1) - A/F Heater Duty #2 A/F heater duty ratio (Bank 2 Sensor 2) - O2S B1 S2 Heated oxygen sensor output voltage Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S B2 S2 Heated oxygen sensor output voltage Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 Sub heated oxygen sensor impedance (bank 1 sensor 2) - O2S Impedance B2S2 Sub heated oxygen sensor impedance (bank 2 sensor 2) - O2 Heater B1S2 Heated oxygen sensor heater (Bank 1 Sensor 2) - O2 Heater B2S2 Heated oxygen sensor heater (Bank 2 Sensor 2) - O2 Heater Curr Val B1S2 Heated oxygen sensor current (Bank 1 Sensor 2) - O2 Heater Curr Val B2S2 Heated oxygen sensor current (Bank 2 Sensor 2) - Short FT #1 Short-term fuel trim Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate a continual deviation of short-term fuel trim from central valve Total FT #1 Total fuel trim (bank 1) - Short FT #2 Short-term fuel trim Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #2 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate a continual deviation of short-term fuel trim from central valve Total FT #2 Total fuel trim (bank 2) - Fuel System Status #1 Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but heated oxygen sensor, which used for fuel control, malfunctioning Fuel System Status #2 Fuel system status (bank 2) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but heated oxygen sensor, which used for fuel control, malfunctioning IGN Advance Ignition advance - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Correction learning value of knocking - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1) 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 Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6) When the engine stalls, is difficult to start, or idles roughly ACIS VSV VSV for Acoustic control induction system - AICV VSV VSV for Air Intake Control Induction System (AICS) - Actual VVT Angle #1 - - Actual VVT Angle #2 - - Actual VVT Ex Angle #1 - - Actual VVT Ex Angle #2 - - VVT Control Status #1 VVT control status - VVT Control Status #2 VVT control status - VVT Advance Fail VVT control failure status - Catalyst Temp B1 S1 Estimated catalyst temperature (bank 1 sensor 1) - Catalyst Temp B2 S1 Estimated catalyst temperature (bank 2 sensor 1) - Catalyst Temp B1 S2 Estimated catalyst temperature (bank 1 sensor 2) - Catalyst Temp B2 S2 Estimated catalyst temperature (bank 2 sensor 2) - Starter Signal Starter switch signal - Starter Control Starter switch status - Power Steering Signal Record Power steering switch - Starter Relay Starter relay status - ACC Relay ACC relay status - Neutral Position SW Signal Park/neutral position switch signal - Stop Light Switch Stop light switch - A/C Signal A/C signal - VVT Advance Fail VVT control failure status - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel cut condition - Immobiliser Communication Immobiliser communication - TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Accumulated distance from 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 Time after ignition switch off - TC and TE1 TC and CG (TE1) terminals of DLC3 - Ignition Trig. Count Ignition counter - Cylinder #1 Misfire Count Cylinder #1 misfire - Cylinder #2 Misfire Count Cylinder #2 misfire - Cylinder #3 Misfire Count Cylinder #3 misfire - Cylinder #4 Misfire Count Cylinder #4 misfire - Cylinder #5 Misfire Count Cylinder #5 misfire - Cylinder #6 Misfire Count Cylinder #6 misfire - All Cylinders Misfire Count All cylinders misfire - Misfire RPM Engine speed when misfire occurred - Misfire Load Engine load when misfire occurred - Misfire Margin Margin to detect engine misfire - Cat OT MF F/C History Catalyst over temperature prevention misfire fuel cut history - Cat OT MF F/C Cylinder#1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected) - Engine Speed (Starter Off) Engine speed when starter off When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after ignition switch to ON When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance driven during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Starting Time Time elapsed after engine started (interval between ignition switch to ON and off) When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Engine coolant temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air temperature during previous trip When the engine stalls, is difficult to start, or idles roughly. Engine Oil Temperature Engine oil temperature (estimated temperature) When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature for A/C When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of hesitation during engine start - Low Rev for Eng Start History of low engine speed after engine start - Minimum Engine Speed Minimum engine speed When the engine stalls, is difficult to start, or idles roughly Fuel Cut Elaps Time - - A/F Learn Value Idle #1 - - A/F Learn Value Low #1 - - A/F Learn Value Mid1 #1 - - A/F Learn Value Mid2 #1 - - A/F Learn Value High #1 - - Electric Fan Motor Electric fan motor - ACM ACM control status - Electric Fan Motor Electric fan motor - Idle Fuel Cut Fuel cut idle ON: when throttle valve fully closed and engine speed over 3500 rpm FC TAU Fuel cut during very light load Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Immobiliser Fuel Cut Status of the immobiliser fuel cut - Immobiliser Fuel Cut History Status of the immobiliser fuel cut history - Electrical Load Signal1 Electrical load signal - Electrical Load Signal2 Electrical load signal

DATA LIST / ACTIVE TEST

1. DATA LIST HINT: Reading the Data List displayed on the Techstream enables values, including those of the switches, sensors, and actuators, to be checked without removing any parts. Reading the Data List as the first step in troubleshooting is one method to shorten diagnostic time. NOTE: In the table below, the values listed under Normal Condition are for reference only. Do not depend solely on these values when determining whether or not a part is faulty. Warm up the engine. Turn the ignition switch off. Connect the Techstream to the DLC3. Start the engine. Turn the tester on. Select the following menu items: Powertrain / Engine and ECT / Data List. Check the values by referring to the table below. Tester Display Measurement Item/Range Normal Condition Diagnostic Note Vehicle Speed Vehicle speed: Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Actual vehicle speed Speed indicated on speedometer Engine Speed Engine speed: Min.: 0 rpm, Max.: 16383.75 rpm 600 to 700 rpm: Idling - Calculate Load Load calculated by ECM: Min.: 0%, Max.: 100% 10 to 20%: Idling 10 to 20%: Running without load (2500 rpm) - Vehicle Load Vehicle load: Min.: 0%, Max.: 25700% Actual vehicle load - MAF Air flow rate from MAF meter: Min.: 0 g/sec., Max.: 655.35 g/sec. 2 to 5 g/sec.: Idling 10 to 25 g/sec.: 3000 rpm If value is approximately 0.0 g/ sec.: Mass air flow meter power source circuit open VG circuit open or shorted If value is 160.0 g/sec. or more: E2G circuit open Atmosphere Pressure Atmospheric pressure: Min.: 0 kPa, Max.: 255 kPa Equivalent to atmospheric pressure (absolute pressure) - Coolant Temp Engine coolant temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) 80 to 100°C (176 to 212°F): After warming up If value is -40°C (-40°F): sensor circuit open If value is 140°C (284°F): sensor circuit shorted Intake Air Intake air temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient air temperature If value is -40°C (-40°F): sensor circuit open If value is 140°C (284°F): sensor circuit shorted Engine Run Time Engine run time: Min.: 0 second, Max.: 65535 seconds Time after engine start Service data Initial Engine Coolant Temp Initial engine coolant temperature: Min.: -40°C (-40°F), Max.: 120°C (248°F) Close to ambient air temperature Service data Initial Intake Air Temp Initial intake air temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Close to ambient air temperature Service data Battery Voltage Battery voltage: Min.: 0 V, Max.: 65.535 V 9 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 54 to 86%: Accelerator pedal fully depressed - Accel Sens. No. 2 Volt% Absolute accelerator pedal position No. 2: Min.: 0 %, Max.: 100 % 12 to 42%: Accelerator pedal released 66 to 98%: Accelerator pedal fully depressed - Accel sensor Out No. 1 Accelerator pedal position sensor No. 1 voltage: Min.: 0 V, Max.: 4.98 V - Electronic throttle control system freeze frame data Accel sensor Out No. 2 Accelerator pedal position sensor No. 2 voltage: Min.: 0 V, Max.: 4.98 V - Electronic throttle control system freeze frame data Accel sensor Out No. 1 Accelerator pedal position sensor No. 1 voltage: Min.: 0 V, Max.: 5 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.: 5 V 1.2 to 2.0 V: Accelerator pedal released 3.4 to 5.0 V: Accelerator pedal fully depressed - Accelerator Idle Position Whether or not accelerator pedal position sensor detecting idle: ON or OFF ON: Idling - Accelerator Fully Close #1 (AD) Accelerator fully closed value No. 1 (AD): Min.: 0, Max.: 4.9804 V - Electronic throttle control system service data Accelerator Fully Close Learn #1 Accelerator fully closed learning value No. 1: Min.: 0, Max.: 124.5 deg. - Electronic throttle control system service data Accelerator Fully Close Learn #2 Accelerator fully closed learning value No. 2: Min.: 0, Max.: 124.5 deg. - Electronic throttle control system 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. Throttle 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 Starter signal: ON or OFF ON: Cranking - System Gcuard System guard: ON or OFF - Electronic throttle control system service data Open Side Malfunction Open side malfunction: ON or OFF - Electronic throttle control system service data Throttle Idle Position Whether or not throttle position sensor detecting idle: ON or OFF ON: Accelerator pedal released OFF: Accelerator pedal fully depressed - Throttle Require Position Throttle requirement position: Min.: 0 V, Max.: 5 V 0.5 to 1.1 V: Idling - Throttle Sensor Position*3 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 sensor No. 1 output voltage/ Min.: 0 V, Max.: 5 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.: 5 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 No. 1 Throttle position No. 1: Min.: 0 V, Max.: 5 V 0.5 to 1.2 V: Throttle fully closed 3.2 to 4.8 V: Throttle fully opened - Throttle Position No. 2 Throttle position No. 2: Min.: 0 V, Max.: 5 V 2.0 to 2.9 V: Throttle fully closed 4.6 to 5.0 V: Throttle fully open Read value with operation (active test) Throttle Position Command Throttle position command value: Min.: 0 V, Max.: 4.9804 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1: Min.: 0 V, Max.: 4.9804 V 0.6 to 1.4 V Electronic throttle control system service data Throttle Sens Open Pos #2 Throttle sensor opener position No. 2: Min.: 0 V, Max.: 4.9804 V 1.7 to 2.5 V Electronic throttle control system service data Throttle Motor Current Throttle motor current: Min.: 0 A, Max.: 20 A 0 to 3.0 A: Idling - Throttle Motor DUTY Throttle motor: Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up - Throttle Motor Current Throttle motor current: Min.: 0 A, Max.: 19.92 A 0 to 3.0 A: Idling - Throttle Motor Open Duty Throttle actuator opening duty ratio: Min.: 0%, Max.: 255% 0 to 40%: Idling When accelerator pedal is depressed, duty ratio increaseds Read value with ignition switch on (Do not start engine) Throttle Motor Close Duty Throttle actuator closed duty ratio: Min.: 0%, Max.: 255% 0 to 40%: Idling When accelerator pedal is increased quickly, duty ratio increaseds Read value with ignition switch on (Do not start engine) Throttle Motor Duty (Open) Throttle motor duty ratio (open): Min.: 0%, Max.: 255% 0 to 40%: Idling Electronic throttle control system service data Throttle Motor Duty (Close) Throttle motor duty ratio (close): Min.: 0%, Max.: 255% 0 to 40%: Idling Electronic throttle control system service data Throttle Fully Close Learn Throttle valve fully closed (learned value)/ Min.: 0 V, Max.: 5 V 0.4 to 1.0 V: Accelerator pedal released - ETCS Actuator Power Whether or not electric throttle control system power supply: ON or OFF ON: Ignition switch on and system normal OFF: Electronic throttle control system has failed - +BM Voltage +BM voltage: Min.: 0, Max.: 19.92182 [V] 11 to 14 V: Ignition switch on and system normal Electronic throttle control system service data Actuator Power Supply Actuator power supply: ON or OFF ON: Idling Electronic throttle control system 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 PS Feedback Val Power steering 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 Neutral Control Neutral position control status: ON or OFF - When the engine stalls, is difficult to start, or idles roughly N Range Status Judgement 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 0 to 6.0 L/s When the engine stalls, is difficult to start, or idles roughly Injector (Port) Injection period of No. 1 cylinder: Min.: 0 ms, Max.: 32.64 ms 1.2 to 2.4 ms: Idling - Injection Volume (Cylinder 1) Injection volume (cylinder 1): Min.: 0 ml, Max.: 2.048 ml Max.: 0.5 ml Quantity of fuel injected in 10 injections Fuel Pump Speed Control Fuel pump speed control status: ON or OFF - - Fuel Pump/Speed Status Fuel pump/status: ON or OFF - - Vacuum Pump (*1) Key-off EVAP system pump status: ON or OFF - - EVAP (Purge) VSV EVAP (Purge) VSV control duty: Min.: 0%, Max.: 100% 0 to 100%: Idling Commanded signal from ECM EVAP Purge Flow EVAP purge flow: Min.: 0%, Max.: 399.9% - - Purge Density Lean Value Learning 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 (10185.98 mmHg) 0 kPa (0 mmHg): Fuel tank cap removed Pressure inside fuel tank monitored by vapor pressure sensor Vapor Pressure (calculated) (*1) Vapor pressure: (calculated) Min.: -720.896 kPa (-5408.07 mmHg), Max.: 720.874 kPa (5407.91 mmHg) 0 kPa (0 mmHg): Fuel tank cap removed Pressure inside fuel tank monitored by vapor pressure sensor EVAP System Vent Valve (*1) 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.: 1.999 0.8 to 1.2: Idling - AF Lambda B1 S1 Short-term fuel trim associated with bank 1 sensor 1: Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air-fuel ratio = 1 Value greater than 1 (1.001 to 1.999) = Lean - AF Lambda B2 S1 Short-term fuel trim associated with bank 2 sensor 1: Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air fuel ratio = 1 Value greater 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.: 7.999 V 2.8 to 3.8 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of ACTIVE TEST enables technician to check voltage output of sensor AFS Voltage B2 S1 Air fuel ratio sensor output voltage for bank 2 sensor 1: Min.: 0 V, Max.: 7.999 V 2.8 to 3.8 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of ACTIVE TEST enables technician to check voltage output of sensor AFS Current B1 S1 Air fuel ratio sensor current: Min.: -128 mA, Max.: 127.99 mA - - AFS Current B2 S1 Air fuel ratio sensor current: Min.: -128 mA, Max.: 127.99 mA - - A/F Heater Duty #1 Air fuel ratio heater duty ratio for bank 1: Min.: 0%, Max.: 399.9% 0 to 100% - A/F Heater Duty #2 Air fuel ratio heater duty ratio for bank 2: Min.: 0%, Max.: 399.9% 0 to 100% - O2S B1 S2 Heated oxygen sensor output voltage for bank 1 sensor 2: Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving 44 mph (70 km/h) Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of ACTIVE TEST enables technician to check voltage output of sensor O2S B2 S2 Heated oxygen sensor output voltage for bank 2 sensor 2: Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving 44 mph (70 km/h) Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of ACTIVE TEST enables technician to check voltage output of sensor O2S Impedance (B1S2) (*1) Sub heated oxygen sensor impedance (bank 1 sensor 2): Min.: 0 ohms, Max.: 21247.68 ohms 5 to 15000 ohm: After driving for 10 minutes or more in urban area - O2S Impedance (B2S2) (*1) Sub heated oxygen sensor impedance (bank 2 sensor 2): Min.: 0 ohms, Max.: 21247.68 ohms 5 to 15000 ohm: After driving for 10 minutes or more in urban area - O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2: Not Act or Active - - O2 Heater B2S2 Heated oxygen sensor heater for bank 2 sensor 2: Not Act or Active - - O2 Heater Curr Val B1S2 Heated oxygen sensor heater for bank 1 sensor 2: Min.: 0 A, Max.: 4.9 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor heater for bank 2 sensor 2: Min.: 0 A, Max.: 4.9 A - - Short FT #1 Short-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% 0 +/- 20% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% 0 +/- 20% Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from 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 -0.2 to 0.2: Idling - Short FT #2 Short-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% 0 +/- 20% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #2 Long-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% 0 +/- 20% Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central value Total FT #2 Total fuel trim of bank 2 Average value for fuel trim system of bank 2: Min.: -0.5, Max.: 0.496 -0.2 to 0.2: Idling - Fuel System Status #1 Fuel system status (Bank 1): OL or CL or OL DRIVE or OL FAULT or CL FAULT CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to become a closed loop CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control OL DRIVE: Open loop due to driving conditions (fuel enrichment) OL FAULT: Open loop due to detected system fault CL FAULT: Closed loop but heated oxygen sensor, used for fuel control, malfunctions Fuel System Status #2 Fuel system status (Bank 2): OL or CL or OL DRIVE or OL FAULT or CL FAULT CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control OL DRIVE: Open loop due to driving conditions (fuel enrichment) OL FAULT: Open loop due to detected system fault CL FAULT: Closed loop but heated oxygen sensor, used for fuel control, malfunctions IGN Advance Ignition timing advance for No. 1 cylinder: Min.: -64 deg., Max.: 63.5 deg. BTDC 7 to 24°: Idling - Knock Feedback Value Feedback value of knocking: Min.: -64 CA, Max.: 1023.9 CA -22 to 0° CA Driving, 44 mph (70 km/h) Service data Knock Correct Learn Value Correction learning value of knocking: Min.: -64 CA, Max.: 1023.9 CA 0 to 22° CA: Driving, 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 Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5): Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6): Min.: 0°CA, Max.: 15.93°CA - When the engine stalls, is difficult to start, or idles roughly ACIS VSV VSV for Acoustic Control Induction System Status: ON or OFF - ON: Open OFF: Closed AICV VSV AICV VSV: ON or OFF - - VVT Control Status #1 VVT control (bank 1) status: ON or OFF - Active Test support data VVT Control Status #2 VVT control (bank 2) status: ON or OFF - Active Test support data VVT Advance Fail VVT control failure status: ON or OFF ON: VVT control failure - VVT Aim Angle #1 VVT aim angle (bank 1 Intake side): Min.: 0%, Max.: 399.9% - VVT duty signal value during operation VVT Change Angle #1 VVT change angle (bank 1 Intake side): Min.: 0° FR, Max.: 699.9° FR 0 to 5° FR: Idling Displacement angle during operation VVT OCV Duty #1 (*2) VVT OCV (bank 1 Intake side) operation duty: Min.: 0%, Max.: 399.9% 0 to 100% Requested duty value for operation VVT Aim Angle #2 (*2) VVT aim angle (bank 2 Intake side): Min.: 0%, Max.: 399.9% - VVT duty signal value during operation VVT Change Angle #2 (*2) VVT change angle (bank 2 Intake side): Min.: 0° FR, Max.: 699.9° FR 0 to 5° FR: Idling Displacement angle during operation VVT OCV Duty #2 (*2) VVT OCV (bank 2 Intake side) operation duty: Min.: 0%, Max.: 399.9% 0 to 100%: Requested duty value for operation VVT Ex Hold Lrn Val #1 (*2) VVT exhaust hold duty ratio learning value (bank 1 Exhaust side): Min.: 0%, Max.: 399.9% 0 to 50%: Idling Requested duty value for operation VVT Ex Chg Angle #1 (*2) VVT change angle (bank 1 Exhaust side): Min.: 0° FR, Max.: 699.9° FR 0 to 5° FR: Idling Displacement angle during operation VVT Ex OCV Duty #1 (*2) VVT OCV (bank 1 Exhaust side) operation duty: Min.: 0%, Max.: 399.9% 0 to 100% Requested duty value for intrusive operation VVT Ex Hold Lrn Val #2 (*2) VVT exhaust hold duty ratio learning value (bank 2 Exhaust side): Min.: 0%, Max.: 399.9% 10 to 50%: Idling Requested duty value for operation VVT Ex Chg Angle #2 (*2) VVT change angle (bank 2 Exhaust side): Min.: 0° FR, Max.: 699.9° FR 0 to 5° FR: Idling Displacement angle during operation VVT Ex OCV Duty #2 (*2) VVT exhaust (bank 2 Exhaust side) operation duty: Min.: 0%, Max.: 100% 0 to 100% Requested duty value for operation VN Turbo Type) Variable nozzle turbo type: Not Avl or Commo or Vacuum or CAN com Not Avl (Unused) - Catalyst Temp B1S1 Catalyst temperature (Bank 1, Sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) Close to catalyst inlet temperature (Bank 1) - Catalyst Temp B2S1 Catalyst temperature (Bank 2, Sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) Close to catalyst inlet temperature (Bank 2) - Catalyst Temp B1S2 Catalyst temperature (Bank 1, Sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) Close to catalyst outlet temperature - Catalyst Temp B2S2 Catalyst temperature (Bank 2, Sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) Close to catalyst outlet temperature - Starter Signal Starter signal: ON or OFF ON: Cranking - Starter Control Starter switch signal: ON or OFF - - Power Steering Signal Record Power steering signal: ON or OFF ON: Steering wheel is first turned after ignition switch is turned on This signal status is usually ON until ignition switch is turned off Starter Relay Starter relay: ON or OFF ON: Cranking - Power Steer. Sig. Record Power steering signal: ON or OFF ON: Power steering operation - ACC Relay ACC Relay: ON or OFF ON: Cranking - Neutral Position SW Signal Park/neutral position switch status: ON or OFF ON: P or N position - Stop Light Switch Stop light switch: Open or Close Open: Brake pedal depressed Close: Brake pedal free - A/C Signal A/C signal: ON or OFF ON: A/C ON - Idle Up Signal Idle up signal: ON or OFF - - Closed Throttle Position SW Closed throttle position switch: ON or OFF ON: Throttle fully closed OFF: Throttle open - Fuel Cut Condition Fuel cut determination flag: ON or OFF - - Immobiliser Communication Immobiliser Communication: ON or OFF ON: Communication normal - Check Mode Check mode: 0: OFF, 1: ON ON: Check mode ON Refer to «CHECK MODE PROCEDURE»(ref-422300-S23062665192011092600000) SPD Test Result Check mode result for vehicle speed sensor: 0: COMPL, 1: INCMPL - - Misfire Test Result Check mode result for misfire monitor: 0: COMPL, 1: INCMPL - - OXS1 Test Result Check mode result for heated oxygen sensor (bank 1): 0: COMPL, 1: INCMPL - - OXS2 Test Result Check mode result for heated oxygen sensor (bank 2): 0: COMPL, 1: INCMPL - - A/F Test Results #2 Check mode result for air fuel ratio sensor (bank 2): 0: COMPL, 1: INCMPL - - A/F Test Results #1 Check mode result for air fuel ratio sensor (bank 1): 0: COMPL, 1: INCMPL - - Complete Parts Monitor Comprehensive Component Monitor: NOT AVL / AVAIL - - Fuel System Monitor Fuel System Monitor: NOT AVL / AVAIL - - Misfire Monitor Misfire Monitor: NOT AVL / 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 / AVAIL - - O2S (A/FS) Heater Monitor O2S (A/FS) heater Monitor: COMPL/INCMPL - - O2S (A/FS) Monitor O2S (A/FS) Monitor: NOT AVL / AVAIL - - O2S (A/FS) Monitor O2S (A/FS) Monitor: COMPL/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 (*1) EVAP Monitor: NOT AVL: AVAIL - - EVAP Monitor EVAP Monitor: COMPL / 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 / AVAIL - - Catalyst Monitor Catalyst Monitor: COMPL / IINCMPL - - Component Monitor ENA (*1) Component Monitor ENA: Unable or Enable - - Component Monitor CMPL (*1) Component Monitor CMPL: Complete or Incomplete - - Fuel System Monitor ENA (*1) Fuel System Monitor ENA: Unable or Enable - - Fuel System Monitor CMPL (*1) Fuel System Monitor CMPL: Complete or Incomplete - - Misfire Monitor ENA (*1) Misfire Monitor ENA: Unable or Enable - - Misfire Monitor CMPL (*1) Misfire Monitor CMPL: Complete or Incomplete - - EGR/VVT Monitor CMPL EGR Monitor: COMPL / INCMPL - - EGR/VVT Monitor CMPL (*1) EGR Monitor CMPL: Complete or Incomplete - - Heater Monitor ENA (*1) Heater Monitor ENA: Unable or Enable - - Heater Monitor CMPL (*1) Heater Monitor CMPL: Complete or Incomplete - - O2S (A/FS) Monitor ENA (*1) O2S (A/FS) Monitor ENA: Unable or Enable - - O2S (A/FS) Monitor CMPL (*1) O2S (A/FS) Monitor CMPL: Complete or Incomplete - - A/C Monitor ENA (*1) A/C Monitor ENA: Unable or Enable - - A/C Monitor CMPL (*1) A/C Monitor CMPL: Complete or Incomplete - - 2nd Air Monitor ENA (*1) 2nd Air Monitor ENA: Unable or Enable - - 2nd Air Monitor CMPL (*1) 2nd Air Monitor CMPL: Complete or Incomplete - - EVAP Monitor ENA (*1) EVAP Monitor ENA: Unable or Enable - - EVAP Monitor CMPL (*1) EVAP Monitor CMPL: Complete or Incomplete - - Heater Cat Monitor ENA (*1) Heated Cat Monitor ENA: Unable or Enable - - Heated Cat Monitor CMPL (*1) Heated Cat Monitor CMPL: Complete or Incomplete - - Catalyst Monitor ENA (*1) Catalyst Monitor ENA: Unable or Enable - - Catalyst Monitor CMPL (*1) Catalyst Monitor CMPL: Complete or Incomplete - - TC Terminal TC terminal status: ON or OFF - - #Codes (Include History) #Codes: Min.: 0, Max.: 255 - Number of detected DTCs MIL MIL Status: ON or OFF ON: MIL ON - MIL ON Run Distance MIL ON Run Distance: Min.: 0 km (0 mile), Max.: 65535 km (40723 mile) Distance driven after DTC detected - Running Time from MIL ON Running time from MIL ON: Min.: 0 minute, Max.: 65535 minutes Running time after MIL ON - Time after DTC Cleared Time after DTC cleared: Min.: 0 minute, Max.: 65535 minutes Time after DTCs erased - Distance from DTC Cleared Distance after DTC cleared: Min.: 0 km (0 mile), Max.: 65535 km/h (40723 mile) Distance driven after DTCs erased - Warm up Cycle Cleared DTC Warm-up cycle after DTC cleared: Min.: 0, Max.: 255 - Number of warm-up cycles after DTC cleared Dist Batt Cable Disconnect Distance after battery cable disconnected: Min.: 0 km, Max.: 65535 km Total distance vehicle driven after battery cable disconnected - IG OFF Elapsed Time Time after IG switch off - - OBD Requirements OBD Requirement: OBD2 (CARB) - Number of Emission DTC Number of Emission related DTC - - TC and TE1 TC and TE1 terminals of DLC3: ON or OFF - - Ignition Trig. Count Ignition counter: Min.: 0, Max.: 800 0 to 600 - Cylinder #1 Misfire Count Misfire ratio of cylinder 1: Min.: 0, Max.: 255 0% - Cylinder #2 Misfire Count Misfire ratio of cylinder 2: Min.: 0, Max.: 255 0% - Cylinder #3 Misfire Count Misfire ratio of cylinder 3: Min.: 0, Max.: 255 0% - Cylinder #4 Misfire Count Misfire ratio of cylinder 4: Min.: 0, Max.: 255 0% - Cylinder #5 Misfire Count Misfire ratio of cylinder 5: Min.: 0, Max.: 255 0% - Cylinder #6 Misfire Count Misfire ratio of cylinder 6: Min.: 0, Max.: 255 0% - All Cylinders Misfire Count All cylinders misfire rate: Min.: 0, Max.: 255 0 to 35 - Misfire RPM Engine RPM 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.: -100%, Max.: 99.22% -100 to 99.2% Misfire detecting margin Catalyst OT MF F/C Catalyst overheat misfire prevention fuel cut availability: NOT AVL or AVAIL AVAIL: CAT OT FC available NOT AVL: CAT OT FC not available Service data Cat OT MF F/C History Catalyst overheat misfire prevention fuel cut history: ON or OFF ON: Fuel cut operation history exists Service data Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Engine Speed (Starter Off) Engine speed when starter off: Min.: 0 rpm, Max.: 51199 rpm - When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after 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 Starting Time Engine run time (elapsed time from ignition switch to 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 (-40°F), Max.: 215°C (419°F) - 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 (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated): Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature of previous trip (estimated): Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature of previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of 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 ACM VSV for ACM duty control: Min.: 0%, Max.: 255% - Active Test support data Electric Fan Motor Electric fan motor: ON or OFF ON: Electric cooling fan motor operating Active Test support data Idle Fuel Cut Fuel cut idle: ON or OFF ON: Fuel cut operation FC IDL = ON when throttle valve is fully closed and engine speed is over 2800 rpm FC TAU Fuel cut TAU: Fuel cut with very light load: ON or OFF ON: Fuel cut operation Fuel cut being performed with very light load to prevent incomplete engine combustion Immobiliser Fuel Cut Status of immobiliser fuel cut: ON or OFF - - Immobiliser Fuel Cut History Status of immobiliser fuel cut history: ON or OFF - - Electrical Load Signal1 Status of electrical load signal: ON or OFF ON: Electrical signal on - Electrical Load Signal2 Status of electrical load signal: ON or OFF ON: Electrical signal on - Model Code Model code - Identifying model code: GSU4# Engine Type Engine type - Identifying engine type: 2GRFE Cylinder Number Cylinder number - Identifying cylinder number: 6 Transmission Type Transmission Type - Identifying transmission type: 5AT Destination Destination - Identifying destination: A Model Year Model year - Identifying model year: 200# System Identification System Identification - Identifying engine system: gasoline engine Engine Speed of Cyl #1 Engine rpm during No. 1 cylinder fuel cut: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #2 Engine rpm during No. 2 cylinder fuel cut: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #3 Engine rpm during No. 3 cylinder fuel cut: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #4 Engine rpm during No. 4 cylinder fuel cut: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #5 Engine rpm during No. 5 cylinder fuel cut: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Engine Speed of Cyl #6 Engine rpm during No. 6 cylinder fuel cut: Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression performed using Active Test 51199 rpm: Active Test not performed Normal condition: If no idling conditions are specified, the transmission gear selector lever should be in the N or P position, and the A/C switch and all accessory switches should be OFF. *1: USA, Canada *2: Values are only displayed when performing the Active Test: Control the VVT Linear (Bank 1 or Bank 2) or Control the VVT Exhaust Linear (Bank 1 or Bank 2). For other Active Tests, the value will be 0. *3: Excluding throttle valve opening percentage due to Idle Speed Control (ISC).
2. ACTIVE TEST HINT: Performing an Active Test enables components including the relays, vacuum switching valve, and actuators, to be operated without removing any parts. The Active Test can be performed with the Techstream. Performing an Active Test in the first step in troubleshooting is one method to shorten diagnostic time. Data List can be displayed during Active Tests. Connect the Techstream to the DLC3. Start the engine. Turn the tester on. Select the following menu items: Powertrain / Engine and ECT / Active Test. Perform the Active Test by referring to the table below. Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change the injection volume Between -12.5% and 24.8% All injectors tested at the same time Perform test at less than 3000 rpm Injection volume can be changed by 1% within control range Control the Injection Volume A/F Sensor Change the injection volume Lower by 12.5% or increase by 24.8% Perform test at less than 3000 rpm Control the Injection Volume for A/F sensor Operation enables to check and to graph A/F (Air Fuel Ratio) sensor and Heated Oxygen (HO2) sensor voltage outputs To conduct test, select following menu items: Active Test / Control the Injection volume for A/F sensor / A/F Control system / AFS B1S1 or AFS B2S1 and O2S B1S2 or O2S B2S2 then press the graph button on the Data List view. Activate the Fuel Pump Speed Control Fuel pump speed control ON (low speed) / OFF (high speed) Test is possible when following conditions met: Ignition switch on (IG) Engine is stopped Activate the VSV for Intake Control Activate the VSV for Acoustic Control Induction System (ACIS) ON / OFF - Activate the VSV for EVAP Control Activate EVAP VSV control ON / OFF - Control the Fuel Pump/Speed Activate fuel pump (C/OPN Relay) ON / OFF - Control the ACM Inhibit Control the ACM inhibit ON / OFF Test is possible while engine is idling Connect the TC and TE1 Turn on and off TC and TE1 connection ON / OFF ON: TC and TE1 connected OFF: TC and TE1 disconnected Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON / OFF - Prohibit the Catalyst OT Misfire Prevent F/C Prohibit catalyst overheat malfunction prevention fuel cut operation during misfire ON: Fuel cut is prohibited Confirm that the vehicle is stopped and engine speed is 3000 rpm or less. Control the Electric Cooling Fan Control the electric cooling fan ON / OFF - Activate the Starter Relay Starter ON / OFF - Activate the ACC Cut Relay Active ACC cut relay ON / OFF Test is possible when following conditions are met: Ignition switch on (IG) Engine is stopped Control the ETCS Open Slow Speed Control the ETCS (throttle motor) opening slow speed 1: Throttle valve opens slowly Test is possible when the following conditions are met: Ignition switch on (IG) Engine does not start Accelerator pedal fully depressed (APP: 58 degrees or more) Control the ETCS Open Fast Speed Control the ETCS (throttle motor) opening fast speed 3: Throttle valve opens fast Same as above Control the VVT Linear (Bank 1) Control the VVT (bank 1 Intake Side) Between -128 and 127% This valve added to present OCV control duty 100%: Maximum advance -100% : Maximum retard Engine stalls or idles roughly when VVT actuator operated by 100%. Test is possible while idling. Control the VVT System (Bank 1) Turn on and off oil control valve ON/OFF Engine stalls or idles roughly when oil control valve turned ON Normal engine running or idling when oil control valve OFF Control the VVT Linear (Bank 2) Control the VVT (bank 2 Intake Side) Between -128% and 127% Same as above Control the VVT System (Bank 2) Turn on and off oil control valve ON/OFF Engine stalls or idles roughly when oil control valve turned ON Normal engine running or idling when oil control valve OFF Control the VVT Exhaust Linear (Bank 1) Control the VVT (bank 1 Exhaust Side) Between -128 and 127% This valve added to present OCV control duty 100%: Maximum retard -100%: Maximum advance Same as above Control the VVT Exhaust Liner (Bank 2) Control the VVT (bank 2 Exhaust Side) Same as above Same as above Activate the Vacuum Pump Activate the Vacuum Pump built into pump module ON / OFF - Activate the VSV for Vent Valve Activate the VSV for Vent Valve built into pump module ON / OFF - Activate the VSV for AICS Activate the VSV for Air Intake Control System (AICS) ON / OFF - Control the Cylinder #1 Fuel Cut Cylinder #1 injector fuel cut ON / OFF Test is possible while vehicle stopped and engine 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 Cylinder #5 Fuel Cut Cylinder #5 injector fuel cut ON / OFF Control the Cylinder #6 Fuel Cut Cylinder #6 injector fuel cut ON / OFF Check the Cylinder Compression*2 Check the cylinder compression pressure ON / OFF Fuel injection and ignition is stopped in all cylinders NOTE: *1: If the display of the Data List's Catalyst OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. *1: If the display of the Data List's Catalyst OT MF F/C item is Avail, perform this Active Test as described below. Stop the engine and turn the ignition switch on (IG) to turn #1 Fuel Cut (to #6 Fuel Cut) ON. Start the engine. HINT: *2: When cranking the engine, each cylinder measures the engine speed. In this Active Test, the fuel and ignition of all cylinders is cut and cranking occurs 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 on (IG). Turn the tester 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 Function button and then select Snapshot Configuration to set the Trigger Point to zero. Set the Record Time to 30 seconds. 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. Fully open the throttle. 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 tester. NOTE: Do not crank the engine continuously for 20 seconds or more. If Check the Cylinder Compression needs to be performed after it is turned ON and performed once, press Exit button to return to the Active Test menu screen. Then perform Check the Cylinder Compression again. Use a fully-charged battery. HINT: At first, the tester displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops. NOTE: If the Active Test is changed to OFF while the engine is being cranked, the engine will start. Push the snapshot button to turn the snapshot function off. Enter the following menus: Function / Snapshot Review / Engine / Snapshot File Manager, select the recorded data and display the data. HINT: If the data is not displayed, the change of the values cannot be observed. Check the change in engine speed values. HINT: As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.
3. SYSTEM CHECK HINT: Performing a System Check enables the system, which consists of the multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. The System Check can be performed with the Techstream. Connect the Techstream to the DLC3. Start the engine. Turn the tester on. Select the following menu items: Powertrain / Engine and ECT / Utility. Perform the System Check by referring to the table below. Tester Display Test Part Control Range Diagnostic Notes Evaporative System Check (Automatic Mode) Perform 5 steps in order to operate EVAP key-off monitor automatically - 35°C (95°F) or less Evaporative System Check (Manual Mode) Perform 5 steps in order to operate EVAP key-off monitor manually - 35°C (95°F) or less

DIAGNOSTIC TROUBLE CODE CHART

HINT

The parameters listed in the chart may not conform exactly to those read during the DTC check due to the type of instrument or other factors.

If a trouble code is displayed during the DTC check in the check mode, check the circuit for the code listed in the table below. For details of each code, refer to the "See" column in the DTC chart.

SFI SYSTEM

See also:
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION
• PARTS LOCATION