Engine Control System [diagnostics - Introduction] Toyota Prius V I

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1. INITIALIZATION NOTE: Perform REGISTRATION (VIN registration) when replacing the ECM. Refer to «REGISTRATION»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__registration) .
2. PRECAUTIONS FOR INSPECTING HYBRID CONTROL SYSTEM Before inspecting the high-voltage system or disconnecting the low voltage connector of the inverter with converter assembly, take safety precautions such as wearing insulated gloves and removing the service plug grip to prevent electrical shocks. After removing the service plug grip, put it in your pocket to prevent other technicians from accidentally reconnecting it while you are working on the high-voltage system. NOTE: After turning power switch off, waiting time may be required before disconnecting the cable from the negative (-) auxiliary battery terminal. Therefore, make sure to read the disconnecting the cable from the negative (-) auxiliary battery terminal notices before proceeding with work. Refer to «PRECAUTION»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) . After removing the service plug grip, turning the power switch on (READY) may cause a malfunction. Do not turn the power switch on (READY) unless instructed by the repair information. After disconnecting the service plug grip, wait for at least 10 minutes before touching any of the high-voltage connectors or terminals. HINT: Waiting for at least 10 minutes is required to discharge the high-voltage capacitor inside the inverter with converter assembly.
3. NOTICE FOR HYBRID CONTROL SYSTEM ACTIVATION When the warning light is illuminated, or the auxiliary battery has been disconnected and reconnected, attempting to turn the power switch on (READY) may not start the system (the system may not enter the READY-on state) on the first attempt. If so, turn the power switch off and reattempt to start the hybrid system.
4. FOR USING TECHSTREAM WARNING: Observe the following items for safety reasons: Before using the Techstream, read the instruction manual. Prevent the Techstream cable from being caught on the pedals, shift lever or steering wheel when driving with the Techstream connected to the vehicle. When driving the vehicle for testing purposes using the Techstream, 2 persons are required. One is for driving the vehicle, and the other operates the Techstream.
5. DISCONNECTING AND RECONNECTING NEGATIVE AUXILIARY BATTERY CABLE Before performing work on electronic components, disconnect the cable from the negative (-) auxiliary battery terminal to prevent damage to the electrical system or electrical components. TEXT IN ILLUSTRATION *1 Cable *2 Negative (-) Auxiliary Battery Terminal Before disconnecting and reconnecting the auxiliary battery cable, turn the power switch off and the headlight switch off. Then loosen the terminal nut completely. Do not damage the cable or terminal. When the auxiliary battery cable is disconnected, the clock and radio settings and stored DTCs are cleared. Therefore, before disconnecting the auxiliary battery cable, make a note of them. NOTE: After turning power switch off, waiting time may be required before disconnecting the cable from the negative (-) auxiliary battery terminal. Therefore, make sure to read the disconnecting the cable from the negative (-) auxiliary battery terminal notices before proceeding with work. Refer to «PRECAUTION»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) . When disconnecting the cable from the negative (-) auxiliary battery terminal, initialize the following systems after the cable is reconnected. System Name See Procedure Advanced Parking Guidance System Refer to «PRECAUTION»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) Power Door Lock Control System
6. COOLING FAN SYSTEM NOTE: When the power switch is turned off and the engine temperature is high, the engine water pump assembly and cooling fans may operate for a maximum of 3 minutes depending on the auxiliary battery voltage. After turning the power switch off, keep hands and objects away from the fans when they are operating. HINT: If all of the following are met for a certain period of time during a few minutes immediately before the power switch is turned off, the cooling fans will continue to operate for a maximum of 3 minutes after the engine is stopped. This is performed to ensure restartability. The Techstream indicates a very high coolant temperature. The Techstream indicates a high outside air temperature.

DEFINITION OF TERMS

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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* Check for DTCs. Refer to «DTC CHECK / CLEAR»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__dtc-check-clear) and freeze frame data. Refer to «FREEZE FRAME DATA»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction) . HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* Clear the DTCs. Refer to «DTC CHECK / CLEAR»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__dtc-check-clear) and freeze frame data. Refer to «FREEZE FRAME DATA»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction) . NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SELECT CHECK MODE DIAGNOSIS* Switch the ECM from normal mode to check mode. HINT: Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__check-mode-procedure) . NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS Confirm problem symptoms. HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__problem-symptoms-table) . If the engine does not start, first perform the "Check DTC" procedures and "Conduct Basic Inspection" procedures 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 HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__problem-symptoms-table) . NEXT: Go to next step
10. CHECK DTC* Check for DTCs. HINT: Refer to DTC Check / Clear. Refer to «DTC CHECK / CLEAR»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__dtc-check-clear) . RESULT Result Proceed to DTC is output A DTC is not output B B --> GO TO STEP 12 A: Go to next step
11. REFER TO DTC CHART HINT: Refer to Diagnostic Trouble Code Chart. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__diagnostic-trouble-code-chart) . NEXT: Go to next step
12. CONDUCT BASIC INSPECTION Conduct basic inspection. HINT: Refer to Basic Inspection. Refer to «BASIC INSPECTION»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__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 HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__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 Check the ECM power source circuit. HINT: Refer to ECM Power Source Circuit. Refer to «ECM Power Source Circuit»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-circuit-tests) . 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 Check for intermittent problems. HINT: Refer to Check for Intermittent Problems. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__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

CHECK FOR INTERMITTENT PROBLEMS

HINT

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

1. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__dtc-check-clear) .
2. Switch the ECM from normal mode to check mode using the Techstream. Refer to «CHECK MODE PROCEDURE»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__check-mode-procedure) .
3. Perform a simulation test. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) .
4. Check and wiggle the harness(es), connector(s) and terminal(s). Refer to «ELECTRONIC CIRCUIT INSPECTION PROCEDURE»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) .

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 troubleshooting the engine.

1. CHECK AUXILIARY BATTERY VOLTAGE NOTE: Carry out this check with the engine stopped and the power switch off. RESULT Result Proceed to 11 V or higher OK Below 11 V NG NG --> CHARGE OR REPLACE AUXILIARY BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__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 CLEANER FILTER ELEMENT SUB-ASSEMBLY Visually check that the air cleaner filter element sub-assembly is not excessively contaminated with dirt or oil. NG --> REPLACE AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY OK: Go to next step
5. CHECK IDLING SPEED Check the engine idling speed. Refer to «ON-VEHICLE INSPECTION - Step 7»(/toyota/prius-v/i-2011-2014/remont/mechanical/#engine-mechanical-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 - Step 2»(/toyota/prius-v/i-2011-2014/remont/fuel-system/#fuel-system-inspection) . NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARK Perform a spark test. Refer to «ON-VEHICLE INSPECTION - Step 1»(/toyota/prius-v/i-2011-2014/remont/ignition-system/#ignition-system-inspection) . NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__problem-symptoms-table)

REGISTRATION

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

HINT

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

1. DESCRIPTION NOTE: The Vehicle Identification Number (VIN) must be input into a replacement ECM. HINT: This registration section consists of two parts: Read VIN and Write VIN. Read VIN: This process allows the VIN stored in the ECM to be read in order to confirm that the two VINs, the one provided with the vehicle and the one stored in the vehicle's ECM, are the same. Write VIN: This process allows the VIN to be input into the ECM. If the ECM is changed, or the ECM VIN and vehicle VIN do not match, the VIN can be registered or overwritten in the ECM by following this procedure.
2. READ VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / VIN / VIN Read.
3. WRITE VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / VIN / VIN Write.

CHECKING MONITOR STATUS

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

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

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

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

1. PERFORM MONITOR DRIVE PATTERN Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__dtc-check-clear) . Operate the vehicle in accordance with the applicable drive pattern described in Readiness Monitor Drive Pattern. Refer to «READINESS MONITOR DRIVE PATTERN»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__readiness-monitor-drive-pattern) . Do not turn the power switch off. HINT: The test results will be lost if the power switch is turned off.
2. ACCESS MONITOR RESULT Enter the following menus: Powertrain / Engine and ECT / Monitor / Current Monitor / Result. Confirm the monitor status for each component. HINT: The monitor status for each component is displayed in the Result column. Pass: The component is functioning normally. Fail: The component is malfunctioning. Display the test results and test value for a monitor by selecting the icon in the Details column for that monitor.
3. CHECK COMPONENT STATUS Compare the test value with the minimum test limit (Min Limit) and maximum test limit (Max Limit). If the test value is between the minimum and maximum test limits, the component is functioning normally. If not, the component is malfunctioning. The test value is usually not near the test limits. If the test value is on the borderline of the test limits, the component is likely to malfunction in the near future. HINT: The monitor result might on rare occasions be Pass even if the Malfunction Indicator Lamp (MIL) is illuminated. This indicates the system malfunctioned on a previous driving cycle. This might be caused by an intermittent problem.
4. MONITOR RESULT INFORMATION When using a generic scan tool, multiply the test value by the scaling value. Refer to "Monitor Result" in each DTC related to the monitor. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__diagnostic-trouble-code-chart) .

READINESS MONITOR DRIVE PATTERN

1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emissions-related components, and indicate any detected abnormalities using DTCs (Diagnostic Trouble Codes). Since various components need to be monitored during different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors. To view the monitor status, enter the following menus: Powertrain / Engine and ECT / Monitor / Current Monitor / Current. When the Readiness Monitor status reads complete, the necessary conditions have been met for running the performance tests for that Readiness Monitor. A generic OBD II scan tool can also be used to view the Readiness Monitor status. HINT: Many state Inspection and Maintenance (I/M) programs require a vehicle's Readiness Monitor status to show complete before beginning emissions tests. The Readiness Monitor will be reset to incomplete if: The ECM has lost auxiliary battery power or blown a fuse. DTCs have been cleared. If the Readiness Monitor status shows incomplete, follow the appropriate Readiness Monitor Drive Pattern to change the status to complete. WARNING: Strictly observe posted speed limits, traffic laws, and road conditions when performing these drive patterns. NOTE: These drive patterns represent the fastest method of satisfying all conditions necessary to achieve complete status for each specific Readiness Monitor. In the event of a drive pattern being interrupted (possibly due to factors such as traffic conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still achieve complete status upon completion of the drive pattern. To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed (driving up and down hills and/or sudden acceleration).
2. CATALYST MONITOR (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0420]. Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes) .
3. VVT SYSTEM MONITOR Refer to Confirmation Driving Pattern [P0011]. Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes) .
4. EVAP SYSTEM MONITOR (KEY OFF TYPE) Refer to Confirmation Driving Pattern [EVAP System]. Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-circuit-tests) .
5. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR MONITORS (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0136]. Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes) . Refer to Confirmation Driving Pattern [P2195]. Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-circuit-tests) .
6. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR HEATER MONITORS (FRONT A/F AND REAR HO2 SENSOR TYPE) Refer to Confirmation Driving Pattern [P0031]. Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes) . Refer to Confirmation Driving Pattern [P0037]. Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes) .
7. EGR SYSTEM MONITOR Refer to Confirmation Driving Pattern [P0401]. Refer to «CONFIRMATION DRIVING PATTERN»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes) .

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 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 result of checks should be compared with the standard normal voltage for that pair of the terminals, and 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 from the sensor.

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1. WAVEFORM 1 IGNITION COIL IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITION COIL IGF SIGNAL (FROM IGNITER TO ECM) Terminal No. (symbol) Tool Setting Condition D28-108 (IGT1) - D28-104 (E1) 2 V/DIV., 20 ms./DIV. Idling D28-107 (IGT2) - D28-104 (E1) 2 V/DIV., 20 ms./DIV. Idling D28-106 (IGT3) - D28-104 (E1) 2 V/DIV., 20 ms./DIV. Idling D28-105 (IGT4) - D28-104 (E1) 2 V/DIV., 20 ms./DIV. Idling D28-23 (IGF1) - D28-104 (E1) 2 V/DIV., 20 ms./DIV. Idling HINT: The wavelength becomes shorter as the engine speed increases.
2. WAVEFORM 2 CRANKSHAFT POSITION SENSOR SIGNAL Terminal No. (symbol) Tool Setting Condition D28-74 (NE+) - D28-120 (NE-) 5 V/DIV., 20 ms./DIV. Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases.
3. WAVEFORM 3 CAMSHAFT POSITION SENSOR SIGNAL Terminal No. (symbol) Tool Setting Condition D28-76 (G2+) - D28-122 (G2-) 5 V/DIV., 20 ms./DIV. Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases.
4. WAVEFORM 4 NO. 1 (TO NO. 4) FUEL INJECTOR ASSEMBLY SIGNAL Terminal No. (symbol) Tool Setting Condition D28-85 (#10) - D28-109 (E01) 20 V/DIV., 20 ms./DIV. Idling D28-84 (#20) - D28-109 (E01) 20 V/DIV., 20 ms./DIV. Idling D28-83 (#30) - D28-109 (E01) 20 V/DIV., 20 ms./DIV. Idling D28-82 (#40) - D28-109 (E01) 20 V/DIV., 20 ms./DIV. Idling HINT: The wavelength becomes shorter as the engine speed increases.
5. WAVEFORM 5 AIR FUEL RATIO SENSOR (SENSOR 1) HEATER SIGNAL Terminal No. (symbol) Tool Setting Condition D28-18 (HA1A) - D28-46 (E04) 5 V/DIV., 10 ms./DIV. Idling HINT: The wavelength varies in accordance with the engine operating condition.
6. WAVEFORM 6 HEATED OXYGEN SENSOR (SENSOR 2) SIGNAL Terminal No. (symbol) Tool Setting Condition D28-125 (OX1B) - D28-102 (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, the items O2S B1S2 show the values input to the ECM from the heated oxygen sensor.
7. WAVEFORM 7 KNOCK CONTROL SENSOR SIGNAL Terminal No. (symbol) Tool Setting Condition D28-87 (KNK1) - D28-110 (EKNK) 1 V/DIV., 1 ms./DIV. Engine speed maintained at 2500 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 condition.
8. WAVEFORM 8 THROTTLE ACTUATOR POSITIVE TERMINAL SIGNAL Terminal No. (symbol) Tool Setting Condition D28-21 (M+) - D28-19 (ME01) 5 V/DIV., 1 ms./DIV. Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
9. WAVEFORM 9 THROTTLE ACTUATOR NEGATIVE TERMINAL SIGNAL Terminal No. (symbol) Tool Setting Condition D28-20 (M-) - D28-19 (ME01) 5 V/DIV., 1 ms./DIV. Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
10. WAVEFORM 10 PURGE VSV SIGNAL Terminal No. (symbol) Tool Setting Condition D28-28 (PRG) - D28-104 (E1) 10 V/DIV., 20 ms./DIV. Idling, under purge control HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
11. WAVEFORM 11 ENGINE SPEED SIGNAL Terminal No. (Symbol) Tool Setting Condition A57-26 (TACH) - D28-104 (E1) 5 V/DIV., 10 ms./DIV. Idling HINT: The wavelength becomes shorter as the engine speed increases.
12. WAVEFORM 12 CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY SIGNAL Terminal No. (symbol) Tool Setting Condition D28-36 (OC1+) - D28-59 (OC1-) 5 V/DIV., 1 ms./DIV. Idling
13. WAVEFORM 13 CAN COMMUNICATION SIGNAL (REFERENCE) Terminal No. (symbol) Tool Setting Condition A57-13 (CANH) - D28-104 (E1) 1 V/DIV., 10 μsec./DIV. Engine stopped and power switch on (IG) A57-12 (CANP) - D28-104 (E1) 1 V/DIV., 10 μsec./DIV. Engine stopped and power switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
14. WAVEFORM 14 CAN COMMUNICATION SIGNAL (REFERENCE) Terminal No. (symbol) Tool Setting Condition A57-5 (CANL) - D28-104 (E1) 1 V/DIV., 10 μsec./DIV. Engine stopped and power switch on (IG) A57-4 (CANN) - D28-104 (E1) 1 V/DIV., 10 μsec./DIV. Engine stopped and power switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
15. WAVEFORM 15 ENGINE WATER PUMP ASSEMBLY SIGNAL (FROM ECM TO ENGINE WATER PUMP ASSEMBLY) Terminal No. (symbol) Tool Setting Condition A57-10 (WPO) - D28-104 (E1) 5 V/DIV., 20 ms./DIV. Idling with warm engine HINT: The wavelength becomes shorter as the engine water pump assembly speed increases.
16. WAVEFORM 16 ENGINE WATER PUMP ASSEMBLY SIGNAL (FROM ENGINE WATER PUMP ASSEMBLY TO ECM) Terminal No. (symbol) Tool Setting Condition A57-11 (WPI) - D28-104 (E1) 5 V/DIV., 20 ms./DIV. Idling with warm engine HINT: The wavelength becomes shorter as the engine water pump assembly speed increases.
17. WAVEFORM 17 EGR VALVE ASSEMBLY SIGNAL Terminal No. (symbol) Tool Setting Condition D28-45 (EGR1) - D28-104 (E1) 20 V/DIV., 50 ms./DIV. EGR valve operating D28-44 (EGR2) - D28-104 (E1) 20 V/DIV., 50 ms./DIV. EGR valve operating D28-43 (EGR3) - D28-104 (E1) 20 V/DIV., 50 ms./DIV. EGR valve operating D28-42 (EGR4) - D28-104 (E1) 20 V/DIV., 50 ms./DIV. EGR valve operating
18. WAVEFORM 18 CAMSHAFT REVOLUTION SIGNAL FROM ECM TO POWER MANAGEMENT CONTROL ECU AND INVERTER WITH CONVERTER ASSEMBLY Terminal No. (symbol) Tool Setting Condition D28-48 (G2O) - D28-104 (E1) 5 V/DIV., 20 ms./DIV. Idling HINT: The wavelength becomes shorter as the engine speed increases.

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, an OBD II scan tool (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle 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 recorded in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check the DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of the 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 system's ability to detect malfunctions, including intermittent problems (the 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 subsequent drive cycle, the MIL is illuminated (2nd trip).
4. DLC3 (Data Link Connector 3) Check DLC3. Refer to «GENERAL INFORMATION»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) .
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 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.
6. AUXILIARY BATTERY VOLTAGE Standard voltage 11 to 16 V If voltage is below 11 V, replace or recharge the auxiliary battery.
7. MIL (Malfunction Indicator Lamp) The MIL illuminates when the power switch is first turned on (IG) (the engine is not running). The MIL should turn off when the power switch on (READY). 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 the power switch is first turned on (IG), check the MIL circuit. Refer to «MIL Circuit»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-circuit-tests) .
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 power switch on (IG). Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__dtc-check-clear) . Turn the power switch off and wait for 30 seconds. Turn the power switch on (IG) and turn the Techstream on. Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. TECHSTREAM Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform the driving pattern after confirming the DTC enabling conditions N/A Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK / CLEAR

Note. After turning power switch off, waiting time may be required before disconnecting the cable from the negative (-) auxiliary battery terminal. Therefore, make sure to read the disconnecting the cable from the negative (-) auxiliary battery terminal notices before proceeding with work. Refer to PRECAUTION . 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 (-) auxiliary 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 (-) auxiliary 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 power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / 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»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__diagnostic-trouble-code-chart) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the power 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 (-) auxiliary battery terminal for more than 1 minute. Remove the EFI MAIN and ETCS fuses from the engine room relay block and junction block assembly 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 power 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 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»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__diagnostic-trouble-code-chart) . 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. Put the engine in inspection mode (maintenance mode). Refer to «INSPECTION MODE PROCEDURE»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction) . 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.

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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 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, 5 separate sets of freeze frame data, including the data values at the time when the DTC was stored, can be checked. 3 data sets before the DTC was stored. 1 data set when the DTC was stored. 1 data set after the DTC was stored. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence the malfunction. The data may assist in identifying the cause of the malfunction, and judging whether it was temporary or not.
2. PENDING FREEZE FRAME DATA HINT: Pending freeze frame data is stored when a 2 trip DTC is first detected during the first trip. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Select a DTC in order to display its pending freeze frame data. HINT: Pending freeze frame data is cleared when any of the following occurs. Using the Techstream, the DTCs cleared. The cable is disconnected from the negative (-) auxiliary battery terminal. 40 trips with the engine fully warmed up have been performed after returning to normal. (Pending freeze frame data will not be cleared by only returning the system to normal.) With previous pending freeze frame data stored, if pending freeze frame data is newly stored when a 2 trip DTC is detected in the first trip, the old freeze frame data will be replaced with the new one of the newly detected DTC in the next trip.
3. LIST OF FREEZE FRAME DATA Refer to "Data List / Active Test". Refer to «DATA LIST / ACTIVE TEST»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction) .

CHECK MODE PROCEDURE

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

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

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1. CHECK MODE PROCEDURE Check and ensure the following conditions: Auxiliary battery voltage 11 V or higher. Accelerator pedal fully released. Push the P position switch. A/C switch off. Turn the power switch off. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Check Mode. Switch the ECM from normal mode to check mode. Make sure that the MIL flashes as shown in the illustration. Turn the power switch on (READY). Make sure that the MIL turns off. Simulate that the conditions of the malfunction described by the customer. Check DTCs and freeze frame data using the Techstream.

FAIL-SAFE CHART

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

HINT

1. *1: The vehicle can be driven slowly when the accelerator pedal is depressed firmly and slowly.
2. *2: When the coolant temperature reaches 105°C (221°F), the engine is stopped and the hybrid system is solely used to driving vehicle.

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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 A/C switch off. Turn the power switch off. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List. HINT: To display the list box, press the pull down menu button next to Primary. Then select a measurement group. When you select a measurement group, the ECU data belonging to that group is displayed. Measurement Group List / Description All Data / All data Primary / - Engine Control / Engine control system related data Gas General / - Gas AF Control / Air fuel ratio control system related data Gas AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data Gas Throttle / Gasoline throttle system related data Gas Intake Control / Intake control system related data Gas Valve Control / Valve control system related data Gas Misfire / "Misfire" related data Gas Starting / "Difficult to start" related data Gas Rough Idle / "Rough idle" related data Gas Evaporative / Evaporative system related data Gas CAT Converter / Catalyst converter related data Check Mode / Check mode related data Monitor Status / Monitor status related data Ignition / Ignition system related data Charging Control / Charging control system related data Compression / Data used during "Check the Cylinder Compression" Active Test AT / Automatic transmission system related data Vehicle Information / Vehicle information According to the display on the Techstream, read the Data List.
2. Various Vehicle Conditions 1 VEHICLE SPEED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Vehicle Speed Vehicle speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Actual vehicle speed Yes Diagnostic Note: This is the current vehicle speed The vehicle speed is detected using the wheel speed sensors. Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped. ENGINE SPEED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Speed Engine speed/ Min.: 0 RPM, Max.: 16383 RPM 950 to 1050 RPM: Idling Yes Diagnostic Note: When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 RPM or varies greatly from the actual engine speed. CALCULATE LOAD Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Calculate Load Load calculated by ECM/ Min.: 0%, Max.: 100% 20 to 40%: Idling 15 to 35%: Running without load (2500 RPM) Yes Diagnostic Note: This is the engine load calculated based on the estimated intake manifold pressure. Calculate Load = Estimated intake manifold pressure / maximum intake manifold pressure x 100 (%) (For example, when the estimated intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.) VEHICLE LOAD Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Vehicle Load Vehicle load/ Min.: 0%, Max.: 25700% Actual vehicle load Yes Diagnostic Note: This is the engine intake air charging efficiency. Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.) HINT: Due to individual engine differences, intake air temperature, etc., the value may exceed 100%. Intake airflow (g/rev.) = Intake airflow (gm/s) x 60 / Engine speed (RPM) (Intake airflow (gm/s) is MAF) MAF Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data MAF Airflow rate from mass air flow meter sub-assembly/ Min.: 0 gm/sec, Max.: 655.35 gm/sec 1 to 3 gm/sec: Idling 4.5 to 8.5 gm/sec: Running without load (2500 RPM) Yes Diagnostic Note: This is the intake air amount from the mass air flow meter sub-assembly. ATMOSPHERE PRESSURE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Atmosphere Pressure Atmospheric pressure/ Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg) Equivalent to atmospheric pressure (absolute pressure) Yes Diagnostic Note: This value is calculated from the intake air amount. Standard atmospheric pressure: 101 kPa (758 mmHg) For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (7.5 mmHg). This varies by weather. MAP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data MAP Intake manifold pressure/ Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg) 80 to 110 kPa (600 to 825 mmHg): Power switch on (IG) 20 to 40 kPa (150 to 300 mmHg): Idling Yes Diagnostic Note: This is the intake manifold pressure. This item is the pressure detected by the manifold absolute pressure sensor and is used for air fuel ratio control. HINT: When the power switch is on (IG), the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa (758 mmHg)). As Vapor Pressure Pump together with MAP are almost the same as atmospheric pressure when the engine is stopped, these items can be used to help determine if the manifold absolute pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value by comparing the values. COOLANT TEMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data 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 Yes Diagnostic Note: This is the engine coolant temperature. HINT: After warming up the engine, the engine coolant temperature is 75 to 100°C (167 to 212°F). After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F), or higher than 135°C (275°F), the sensor circuit may be open or shorted. Check if the engine overheats when the value indicates higher than 135°C (275°F). INTAKE AIR Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Intake Air Intake air temperature/ Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to temperature at location of mass air flow meter sub-assembly Yes Diagnostic Note: After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F), or higher than 128°C (262°F), the sensor circuit is open or shorted. ENGINE RUN TIME Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Run Time Engine run time/ Min.: 0 s (seconds), Max.: 65535 s (seconds) Time after power switch on (READY) Yes Diagnostic Note: This is the time elapsed since the power switch on (READY). INITIAL ENGINE COOLANT TEMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Initial Engine Coolant Temp Initial engine coolant temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) Coolant temperature when the power switch is turned on (IG) Yes Diagnostic Note: This is the coolant temperature stored when the power switch is turned on (IG). INITIAL INTAKE AIR TEMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Initial Intake Air Temp Initial intake air temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) Intake air temperature when the power switch is turned on (IG) Yes Diagnostic Note: This is the intake air temperature stored when the power switch is turned on (IG). BATTERY VOLTAGE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Battery Voltage Auxiliary battery voltage/ Min.: 0 V, Max.: 65.535 V 11 to 16 V: Power switch on (IG) Yes Diagnostic Note: If 11 V or less, characteristics of some electrical components may change.
3. Throttle Control THROTTLE SENSOR VOLT % Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal fully released Yes Diagnostic Note: The throttle position sensor No. 1 output is converted using 5 V = 100%. HINT: If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal. THROTTLE SENSOR #2 VOLT % Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Sensor #2 Volt % Throttle valve opening percentage according to throttle position sensor No. 2/ Min.: 0%, Max.: 100% 42 to 62%: Accelerator pedal fully released Yes Diagnostic Note: The throttle position sensor No. 2 output is converted using 5 V = 100%. SYSTEM GUARD Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data System Guard System guard/ ON or OFF ON No Diagnostic Note: When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function. OFF: Electronic throttle control is stopped. THROTTLE IDLE POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Idle Position Whether or not throttle position sensor detecting idle/ ON or OFF - No Diagnostic Note: This is a parameter calculated by the ECM. THROTTLE REQUIRE POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Require Position Required throttle position/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling No Diagnostic Note: This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No. 1 value except during very rapid throttle valve movement, such as that used during wheelspin control. THROTTLE SENSOR POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Sensor Position Throttle sensor position/ Min.: 0%, Max.: 100% 0%: Throttle fully closed Yes Diagnostic Note: This is the throttle valve opening amount used for engine control. (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idling speed during idling.) THROTTLE POSITION NO. 1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Position No. 1 Throttle position sensor No. 1 output voltage/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal fully released 0.6 to 1.4 V: Fail-safe operating No Diagnostic Note: This is the throttle position sensor No. 1 output voltage. THROTTLE POSITION NO. 2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Position No. 2 Throttle position sensor No. 2 output voltage/ Min.: 0 V, Max.: 4.98 V 2.1 to 3.1 V: Accelerator pedal fully released 2.1 to 3.1 V: Fail-safe operating No Diagnostic Note: This is the throttle position sensor No. 2 output voltage. THROTTLE POSITION COMMAND Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Position Command Throttle position command value/ Min.: 0 V, Max.: 4.98 V - No Diagnostic Note: Throttle Position Command is the same value as Throttle Require Position. THROTTLE SENS OPEN POS #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Sens Open Pos #1 Throttle position sensor No. 1/ Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V No Diagnostic Note: This is the throttle position sensor No. 1 output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the power switch on (IG). THROTTLE SENS OPEN POS #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Sens Open Pos #2 Throttle position sensor No. 2/ Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V No Diagnostic Note: This is the throttle position sensor No. 2 output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the power switch on (IG). THROTTLE MOTOR CURRENT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Motor Current Throttle motor current/ Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling No Diagnostic Note: When this value is large but the actual opening angle (Throttle Position No. 1) does not reach the target opening angle (Throttle Require Position), there is an unable to open malfunction. This value normally fluctuates around 1 A. THROTTLE MOTOR DUTY Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Motor DUTY Throttle actuator/ Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up Yes Diagnostic Note: This is the output duty ratio of the throttle actuator drive circuit. THROTTLE MOTOR DUTY (OPEN) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Motor Duty (Open) Throttle actuator duty ratio (open)/ Min.: 0%, Max.: 255% 0 to 40%: Idling No Diagnostic Note: This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal. When the throttle valve is being opened, Throttle Motor Duty (Open) is 20 to 30%. THROTTLE MOTOR DUTY (CLOSE) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Throttle Motor Duty (Close) Throttle actuator duty ratio (close)/ Min.: 0%, Max.: 255% 0 to 40%: Idling No Diagnostic Note: This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. HINT: During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve. THROTTLE FULLY CLOSE LEARN Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame 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 fully released No Diagnostic Note: The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 5.5°, the position when the power switch is on (IG), the accelerator pedal is released and the throttle actuator is off). Learning is performed immediately after the power switch is turned on (IG). +BM VOLTAGE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data +BM Voltage +BM voltage/ Min.: 0 V, Max.: 79.998 V 11 to 16 V: Power switch on (IG) and system normal No Diagnostic Note: This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P2118 (open circuit) and P0657 (short circuit, ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the power switch is turned off). ACTUATOR POWER SUPPLY Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Actuator Power Supply Actuator power supply/ ON or OFF ON: Idling No Diagnostic Note: If +BM power is lost, this item changes to OFF.
4. Fuel System INJECTOR (PORT) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Injector (Port) Injection period of the No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs 1000 to 3000 μs: Idling Yes Diagnostic Note: This is the injection period of the No. 1 cylinder (the command value from the ECM). INJECTION VOLUME (CYLINDER 1) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Injection Volum (Cylinder 1) Injection volume (Cylinder 1)/ Min.: 0 ml, Max.: 2.047 ml 0.03 to 0.13 ml: Idling Yes Diagnostic Note: This is the fuel injection volume for 10 injections. FUEL PUMP/SPEED STATUS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Pump/Speed Status Fuel pump status/ ON or OFF ON: Engine running Yes
5. EVAP System VACUUM PUMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Vacuum Pump Key-off EVAP system leak detection pump status/ ON or OFF - Yes Diagnostic Note: This item changes to ON during the key-off EVAP monitor which is performed approximately 5 hours after the power switch is turned off. EVAP (PURGE) VSV Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data EVAP (Purge) VSV Purge VSV control duty/ Min.: 0%, Max.: 100% 0 to 50%: Idling, under purge control Yes Diagnostic Note: This is the command signal from the ECM. This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed. *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV. When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%. EVAP PURGE FLOW Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Evap Purge Flow Purge flow/ Min.: 0%, Max.: 399.9% 0 to 10%: Idling Yes Diagnostic Note: This is the percentage of total engine airflow contributed by EVAP purge operation. (Evap Purge Flow = Purge flow / Engine airflow x 100 (%)) It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV. PURGE DENSITY LEARN VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Purge Density Learn Value Purge density learned value/ Min.: -200, Max.: 199.993 -40 to 10: Idling Yes Diagnostic Note: Purge Density Learn Value is the proportion of the decrease in injection volume (based on the change in the air-fuel ratio feedback compensation value) related to a 1% purge flow rate. When Purge Density Learn Value is a large negative value, the purge effect is large. The purge density is determined from the change in the air-fuel ratio feedback compensation value when purge flow is introduced. Purge density learning is performed so that the feedback compensation value is 0 +/-2%. HINT: Usually, the value is approximately +/-1%. 1%: The concentration of HC in the purge gas is relatively low. 0%: The concentration of HC in the purge gas is approximately equal to the stoichiometric air-fuel ratio. Large negative values indicate that the concentration of HC in the purge gas is relatively high. VAPOR PRESSURE PUMP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Vapor Pressure Pump Vapor pressure/ Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10813.275 mmHg) Approximately 100 kPa (750 mmHg) (absolute): Power switch on (IG) No Diagnostic Note: This is the EVAP system pressure monitored by the canister pressure sensor. HINT: Except for when the monitor is running, this value should be approximately the same as atmospheric pressure. As MAP with Vapor Pressure Pump are almost the same as atmospheric pressure when the engine is stopped, these items can be used to help determine if the canister pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value. VAPOR PRESSURE (CALCULATED) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Vapor Pressure (Calculated) Calculated EVAP system pressure/ Min.: -720.896 kPa (-5406.72 mmHg), Max.: 720.874 kPa (5406.555 mmHg) Approximately 100 kPa (750 mmHg) (absolute): Power switch on (IG) No EVAP SYSTEM VENT VALVE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data EVAP System Vent Valve Key-off EVAP system vent valve status/ ON or OFF OFF: Vent ON: Close Yes EVAP PURGE VSV Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data EVAP Purge VSV VSV status for EVAP control/ ON or OFF - Yes Diagnostic Note: This parameter displays ON when EVAP (Purge) VSV is 30% or more, and displays OFF when the VSV duty ratio is less than 30%. PURGE CUT VSV DUTY Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Purge Cut VSV Duty Purge VSV duty/ Min.: 0%, Max.: 399.9% - Yes
6. Air Fuel Ratio Control TARGET AIR-FUEL RATIO Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Target Air-Fuel Ratio Target air fuel ratio/ Min.: 0, Max.: 1.99 0.8 to 1.2: During idling Yes Diagnostic Note: This is the target air-fuel ratio used by the ECM. 1.0 is the stoichiometric air-fuel ratio. Values that are more than 1 indicate the system attempting to make the air-fuel ratio leaner. Values that are less than 1 indicate the system attempting to make the air-fuel ratio richer. Target Air-Fuel Ratio and AF Lambda B1S1 are related. AF LAMBDA B1S1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data AF Lambda B1S1 Output air-fuel ratio associated with bank 1 sensor 1/ Min.: 0, Max.: 1.99 Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air fuel ratio Value more than 1 (1.001 to 1.999) = Lean Yes Diagnostic Note: This is the actual air-fuel ratio calculated based on the air-fuel ratio sensor output. AFS VOLTAGE B1S1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1/ Min.: 0 V, Max.: 7.99 V 2.6 to 3.8 V: Idling, engine warmed up Yes Diagnostic Note: This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current below for the actual sensor output). AFS CURRENT B1S1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling, engine warmed up Yes Diagnostic Note: With a stoichiometric air-fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA. When the value is outside the range of 0.7 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit. A/F HEATER DUTY #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Heater Duty #1 Air fuel ratio sensor heater duty ratio for bank 1 sensor 1/ Min.: 0%, Max.: 399.9% 0 to 100% Yes Diagnostic Note: When the value is any value except 0%, current is being supplied to the heater. O2S B1S2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2/ Min.: 0 V, Max.: 1.275 V 0.0 to 0.9 V: Driving at 70 km/h (43 mph) Yes Diagnostic Note: This is the output voltage of the heated oxygen sensor. Values close to 0 V indicate an air-fuel ratio leaner than the stoichiometric ratio. Values close to 1 V indicate an air-fuel ratio richer than the stoichiometric ratio. During air-fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V. O2S IMPEDANCE B1S2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data O2S Impedance B1S2 Heated oxygen sensor impedance for bank 1 sensor 2/ Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm: After driving for 10 minutes or more in urban area Yes Diagnostic Note: After driving approximately 10 minutes in an urban area: 5 to 15000 ohm HINT: When the value is outside the range of 5 to 15000 ohm, there is a problem in the heated oxygen sensor or sensor circuit. Generally, the value is 50 to 200 ohm. O2 HEATER B1S2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2/ Not Act or Active - Yes O2 HEATER CURR VAL B1S2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2/ Min.: 0 A, Max.: 4.999 A - Yes Diagnostic Note: When the value is any value except 0 A, current is being supplied to the heater. SHORT FT #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Short FT #1 Short-term fuel trim for bank 1/ Min.: -100%, Max.: 99.2% -20 to 20% Yes Diagnostic Note: This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback. It is possible to check this value for each bank. LONG FT #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Long FT #1 Long-term fuel trim for bank 1/ Min.: -100%, Max.: 99.2% -20 to 20% Yes Diagnostic Note: The ECM will learn the Long FT values based on Short FT. The goal is to keep Short FT at 0% to keep the A/F mixture at the stoichiometric ratio. This value is used to determine whether the system related to air-fuel ratio control is malfunctioning (it is possible to check this value for each bank). The condition of the system is determined based on the sum of Short FT and Long FT (excluding times when the system is in transition). +20% or more: There may be a lean air-fuel ratio. -20 to +20%: The air-fuel ratio can be determined to be normal. -20% or less: There may be a rich air-fuel ratio. The learned value is cleared when the auxiliary battery cable is disconnected. Air-fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and separate value are stored for each operating range. "Long FT #1" indicates the learned value for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range. A/F LEARN VALUE IDLE #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Value Idle #1 Idle area of air fuel ratio learn value: Min.: -50%, Max.: 49.6% -20 to 20% Yes Diagnostic Note: Learning is performed when idling with the engine warmed up (coolant temperature is 80°C [176°F]). A/F LEARN VALUE LOW #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Value Low #1 Low load area of air fuel ratio learn value: Min.: -50%, Max.: 49.6% -20 to 20% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (coolant temperature is 80°C [176°F]) and operating in the low load range (when the range of engine loads is divided into four parts). A/F LEARN VALUE MID1 #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Value Mid1 #1 Middle 1 load area of air fuel ratio learn value: Min.: -50%, Max.: 49.6% -20 to 20% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (coolant temperature is 80°C [176°F]) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts). A/F LEARN VALUE MID2 #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Value Mid2 #1 Middle 2 load area of air fuel ratio learn value: Min.: -50%, Max.: 49.6% -20 to 20% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (coolant temperature is 80°C [176°F]) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts). A/F LEARN VALUE HIGH #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Learn Value High #1 High load area of air fuel ratio learn value: Min.: -50%, Max.: 49.6% -20 to 20% Yes Diagnostic Note: Learning is performed when driving with the engine warmed up (coolant temperature is 80°C [176°F]) and operating in the high load range (when the range of engine loads is divided into four parts). TOTAL FT #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Total FT #1 Total fuel trim for bank 1 (Average value for fuel trim system of bank 1)/ Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling Yes Diagnostic Note: Total FT #1 = Short FT #1 + Long FT #1 FUEL SYSTEM STATUS #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel System Status #1 Fuel system status for bank 1/ OL, CL, OLDrive, OLFault or CLFault CL: Idling after warming up Yes Diagnostic Note: OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): 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. CL (Closed Loop): During air-fuel ratio feedback control, AF Lambda B1S1 is approximately 1.0 and AFS Voltage B1S1 is approximately 3.3 V. FUEL SYSTEM STATUS #2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel System Status #2 Fuel system status for bank 2/ OL, CL, OLDrive, OLFault or CLFault Unused Yes
7. Ignition System IGN ADVANCE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data IGN Advance Ignition timing advance for No. 1 cylinder/ Min.: -64 deg., Max.: 63.5 deg. BTDC 0 to 16 deg.: Idling Yes KNOCK FEEDBACK VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Knock Feedback Value Knocking feedback value/ Min.: -1024°CA, Max.: 1023.9°CA -20 to 0°CA Driving at 70 km/h (43 mph) Yes Diagnostic Note: This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock Feedback Value*3 + each compensation amount Example: 21°CA = 10°CA + 14°CA - 3°CA *1: The most retarded timing value is a constant determined by the engine speed and engine load. *2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3°CA as possible. When Knock Feedback Value is less than -4°CA, Knock Correct Learn Value is slowly decreased. When Knock Feedback Value is more than -2°CA, Knock Correct Learn Value is slowly increased. *3: The base value is -3°CA and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased. -1°CA: There is no knocking and ignition timing is advanced. -6°CA: Knocking is present and the ignition timing is being retarded. HINT: If Knock Feedback Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3°CA), it can be determined that knocking is not being detected. Possible Causes: There is a problem with the knock control sensor sensitivity. The knock control sensor is improperly installed. There is a problem with a wire harness. KNOCK CORRECT LEARN VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Knock Correct Learn Value Knocking correction learned value/ Min.: -1024°CA, Max.: 1023.9°CA 0 to 22°CA Driving at 70 km/h (43 mph) Yes Diagnostic Note: Refer to "Knock Feedback Value". When there is knocking or a lack of power, compare the following values to another vehicle of the same model. Engine Speed Calculate Load IGN Advance Knock Feedback Value Knock Correct Learn Value Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced. Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded. HINT: When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).
8. EGR System TARGET EGR POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Target EGR Position EGR valve target opening amount/ Min.: 0%, Max.: 100% 0%: Idling Yes Diagnostic Note: When the engine is cold or idling, at engine start, etc., the value is 0%. When the valve is fully closed, the value is 0%. When the valve is fully open, the value is 100%. HINT: During normal operation, control is performed with this value at 35% or less. EGR STEP POSITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data EGR Step Position EGR step position/ Min.: 0 step, Max.: 255 step 0 step: Idling Yes Diagnostic Note: This is the ECM control command. When the valve is fully closed, the value is 0 step. When the valve is fully open, the value is 110 step.
9. VVT Control ACTUAL VVT ANGLE #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Actual VVT Angle #1 Actual VVT angle for bank 1/ Min.: 0 DegFR, Max.: 639.9 DegFR - Yes Diagnostic Note: This item is displayed in freeze frame data only. VVT CONTROL STATUS #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT Control Status #1 Variable valve timing (VVT) control status for bank 1/ ON or OFF - Yes Diagnostic Note: ON: The ECM is sending commands to change the timing (even when the timing is advanced, when the timing is being maintained and not being retarded or advanced any further, the value changes to OFF). OFF: The system is commanding the timing to change to the most retarded timing. VVT AIM ANGLE #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT Aim Angle #1 VVT hold duty learned value for bank 1/ Min.: 0%, Max.: 399.9% 0 to 100% No Diagnostic Note: This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. This is only available during the Active Test. VVT CHANGE ANGLE #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT Change Angle #1 VVT displacement angle for bank 1/ Min.: 0 DegFR, Max.: 639.9 DegFR 0 to 56 DegFR: Idling No Diagnostic Note: This is the VVT displacement angle during forced operation. This is only available during the Active Test. By checking the VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor signal is being output. VVT OCV DUTY #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VVT OCV Duty #1 VVT camshaft timing oil control valve assembly operation duty for bank 1/ Min.: 0%, Max.: 399.9% 0 to 100% No Diagnostic Note: This is the requested duty value for forced operation. This is only available during the Active Test.
10. VN Turbo System VN TURBO TYPE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data VN Turbo Type Variable nozzle turbo type/ Not Avl or Commo or Vacuum or CAN Com Not Avl (Unused) No
11. Catalyst CATALYST TEMP B1S1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Catalyst Temp B1S1 Catalyst temperature for bank 1 sensor 1/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) Close to catalyst inlet temperature Yes Diagnostic Note: This is the temperature of the front catalyst estimated by the ECM. This value is included in the conditions used to detect catalyst deterioration (DTC P0420), etc., and should therefore be used as a reference when recreating malfunction conditions. CATALYST TEMP B1S2 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Catalyst Temp B1S2 Catalyst temperature for bank 1 sensor 2/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) Close to catalyst outlet temperature Yes Diagnostic Note: This is the temperature of the rear catalyst estimated by the ECM.
12. Various Vehicle Conditions 2 CLOSED THROTTLE POSITION SW Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Closed Throttle Position SW Closed throttle position switch/ ON or OFF - Yes FUEL CUT CONDITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Cut Condition Fuel cut condition/ ON or OFF ON: Fuel cut operating or engine stopped Yes
13. Check Mode CHECK MODE Tester Display Measurement Item/Range Normal Condition Diagnostic Note Stored as Freeze Frame Data Check Mode Check mode/ ON or OFF ON: Check mode ON Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostics-introduction__check-mode-procedure). No Misfire Test Result Check mode result for misfire monitor/ Compl or Incmpl - - No OXS1 Test Result Check mode result for heated oxygen sensor (Bank 1)/ Compl or Incmpl - - No A/F Test Results #1 Check mode result for air fuel ratio sensor (Bank 1)/ Compl or Incmpl - - No
14. Test Result MONITOR INFORMATION 1 Tester Display Measurement Item/Range Normal Condition Diagnostic Note Stored as Freeze Frame Data Complete Parts Monitor Comprehensive component monitor/ Not Avl or Avail - *1 No Fuel System Monitor Fuel system monitor/ Not Avl or Avail - *1 No Misfire Monitor Misfire monitor/ Not Avl or Avail - *1 No EGR/VVT Monitor EGR/VVT monitor/ Not Avl or Avail - *1 No EGR/VVT Monitor EGR/VVT monitor/ Compl or Incmpl - *1 No O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor/ Not Avl or Avail - *1 No O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor/ Compl or Incmpl - *1 No O2S(A/FS) Monitor O2S (A/FS) monitor/ Not Avl or Avail - *1 No O2S(A/FS) Monitor O2S (A/FS) monitor/ Compl or Incmpl - *1 No A/C Monitor A/C monitor/ Not Avl or Avail - *1 No A/C Monitor A/C monitor/ Compl or Incmpl - *1 No 2nd Air Monitor 2nd air monitor/ Not Avl or Avail - *1 No 2nd Air Monitor 2nd air monitor/ Compl or Incmpl - *1 No EVAP Monitor EVAP monitor/ Not Avl or Avail - *1 No EVAP Monitor EVAP monitor/ Compl or Incmpl - *1 No Heated Catalyst Monitor Heated catalyst monitor/ Not Avl or Avail - *1 No Heated Catalyst Monitor Heated catalyst monitor/ Compl or Incmpl - *1 No Catalyst Monitor Catalyst monitor/ Not Avl or Avail - *1 No Catalyst Monitor Catalyst monitor/ Compl or Incmpl - *1 No *1: Avail: The monitor is available on the vehicle. Not Avl: The monitor is not available on the vehicle. Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This item does not change when the power switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the auxiliary battery cable is disconnected. Monitor result (mode 06): The last judgment result is output. This is not cleared when the power switch is turned off, but is cleared when DTCs are cleared. MONITOR INFORMATION 2 Tester Display Measurement Item/Range Normal Condition Diagnostic Note Stored as Freeze Frame Data Component Monitor ENA Comprehensive component monitor/ Unable or Enable - *2 No Component Monitor CMPL Comprehensive component monitor/ Compl or Incmpl - *2 No Fuel System Monitor ENA Fuel system monitor/ Unable or Enable - *2 No Fuel System Monitor CMPL Fuel system monitor/ Compl or Incmpl - *2 No Misfire Monitor ENA Misfire monitor/ Unable or Enable - *2 No Misfire Monitor CMPL Misfire monitor/ Compl or Incmpl - *2 No EGR/VVT Monitor ENA EGR monitor/ Unable or Enable - *2 No EGR/VVT Monitor CMPL EGR monitor/ Compl or Incmpl - *2 No Heater Monitor ENA O2S (A/FS) heater monitor/ Unable or Enable - *2 No Heater Monitor CMPL O2S (A/FS) heater monitor/ Compl or Incmpl - *2 No O2S(A/FS) Monitor ENA O2S (A/FS) monitor/ Unable or Enable - *2 No O2S(A/FS) Monitor CMPL O2S (A/FS) monitor/ Compl or Incmpl - *2 No A/C Monitor ENA A/C monitor/ Unable or Enable - *2 No A/C Monitor CMPL A/C monitor/ Compl or Incmpl - *2 No 2nd Air Monitor ENA 2nd air monitor/ Unable or Enable - *2 No 2nd Air Monitor CMPL 2nd air monitor/ Compl or Incmpl - *2 No EVAP Monitor ENA EVAP monitor/ Unable or Enable - *2 No EVAP Monitor CMPL EVAP monitor/ Compl or Incmpl - *2 No Heated Cat Monitor ENA Heated catalyst monitor/ Unable or Enable - *2 No Heated Cat Monitor CMPL Heated catalyst monitor/ Compl or Incmpl - *2 No Catalyst Monitor ENA Catalyst monitor/ Unable or Enable - *2 No Catalyst Monitor CMPL Catalyst monitor/ Compl or Incmpl - *2 No *2: Enable: The monitor is available on the vehicle. Unable: The monitor is not available on the vehicle. Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed during the current trip. The item changes back to Incmpl when the power switch is turned off. Monitor result (mode 06): The last judgment result is output. This is not cleared when the power switch is turned off, but is cleared when DTCs are cleared. Therefore, only when DTCs are cleared at the beginning of a trip do the system monitor (Monitor Information 2) and monitor result (mode 06) match.
15. Various Vehicle Conditions 3 TC TERMINAL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data TC Terminal TC terminal status/ ON or OFF - Yes # CODES (INCLUDE HISTORY) Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data # Codes (Include History) Number of codes/ Min.: 0, Max.: 255 0: No emission related DTC detected No Diagnostic Note: This is the number of DTCs stored. MIL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data MIL MIL status/ ON or OFF ON: MIL ON No MIL ON RUN DISTANCE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data MIL ON Run Distance Distance driven with MIL on/ Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile) Distance after DTC stored No Diagnostic Note: This is the distance driven after a DTC is stored. RUNNING TIME FROM MIL ON Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Running Time from MIL ON Running time from MIL on/ Min.: 0 min, Max.: 65535 min Equivalent to running time after MIL turned on No TIME AFTER DTC CLEARED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Time after DTC Cleared Time after DTCs cleared/ Min.: 0 min, Max.: 65535 min Equivalent to time after DTCs cleared Yes Diagnostic Note: This is the time elapsed after DTCs were cleared (or after the vehicle left the factory). Time elapsed after the power switch is turned off is not counted. DISTANCE FROM DTC CLEARED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Distance from DTC Cleared Distance driven after DTCs cleared/ Min.: 0 km (0 mile), Max.: 65535 km (40723 mile) Equivalent to driven distance after DTCs cleared Yes Diagnostic Note: This is the distance driven after DTCs were cleared (or after the vehicle left the factory). WARMUP CYCLE CLEARED DTC Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Warmup Cycle Cleared DTC Warmup cycles after DTCs cleared/ Min.: 0, Max.: 255 - Yes Diagnostic Note: This is the number of warmup cycles after the DTCs were cleared. This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory). *: An engine warmup is defined as the engine coolant temperature rising 20°C (36°F) or higher and reaching a temperature of 70°C (158°F) or higher after the engine is started. DIST BATT CABLE DISCONNECT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Dist Batt Cable Disconnect Distance driven after auxiliary battery cable disconnected/ Min.: 0 km (0 mile), Max.: 65535 km (40724 mile) Total distance vehicle driven after auxiliary battery cable disconnected Yes IG OFF ELAPSED TIME Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data IG OFF Elapsed Time Time after power switch off/ Min.: 0 min, Max.: 655350 min Cumulative time after power switch off Yes OBD REQUIREMENTS Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data OBD Requirements OBD requirement OBD2 No NUMBER OF EMISSION DTC Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Number of Emission DTC Emission related DTCs Min.: 0, Max.: 127 - No Diagnostic Note: This is the number of emissions-related DTCs. TC AND TE1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data TC and TE1 TC and CG (TE1) terminals of DLC3/ ON or OFF - Yes
16. Misfire IGNITION TRIG. COUNT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Ignition Trig. Count Ignition counter/ Min.: 0, Max.: 65535 0 to 400 Yes Diagnostic Note: This is the cumulative number of ignitions. This counter is incremented by one for each ignition (this stops when misfire monitoring stops). This value is cleared every 200 revolutions. The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by Ignition Trig. Count. The misfire rate for each cylinder = Cylinder 1 to 4 Misfire Count / Ignition Trig. Count HINT: For 4-cylinder engines, the values range from 0 to 400. For 6-cylinder engines, the values range from 0 to 600. For 8-cylinder engines, the values range from 0 to 800. CYLINDER #1 MISFIRE COUNT TO CYLINDER #4 MISFIRE COUNT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Cylinder #1 Misfire Count Cylinder #2 Misfire Count Cylinder #3 Misfire Count Cylinder #4 Misfire Count Misfire count of cylinders 1 to 4/ Min.: 0, Max.: 255 0 Yes Diagnostic Note: This is the misfire count for each individual cylinder. This counter is incremented by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder. ALL CYLINDERS MISFIRE COUNT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data All Cylinders Misfire Count Misfire count of all cylinders/ Min.: 0, Max.: 255 0 Yes Diagnostic Note: This is the total misfire count of all cylinders. This counter is incremented by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions. MISFIRE RPM Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Misfire RPM Engine speed for first misfire range/ Min.: 0 RPM, Max.: 6375 RPM 0 RPM: Misfire 0 Yes Diagnostic Note: This is the average engine speed recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time the misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. MISFIRE LOAD Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Misfire Load Engine load for first misfire range/ Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 Yes Diagnostic Note: This is the average engine load recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time the misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. HINT: To convert g/rev to gm/sec: RPM / 60 x g/rev = gm/sec. MISFIRE MARGIN Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Misfire Margin Misfire monitoring/ Min.: -128%, Max.: 127% -128 to 127%: Idling Yes Diagnostic Note: This is the misfire detection margin. Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100% When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Example: When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.
17. Various Vehicle Conditions 4 ELECTRIC FAN MOTOR Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Electric Fan Motor Electric fan motor: ON or OFF - Yes IDLE FUEL CUT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Idle Fuel Cut Fuel cut at idle/ ON or OFF ON: Fuel cut operating Yes Diagnostic Note: Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high. FC TAU Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data FC TAU Fuel cut TAU (fuel cut during very light load)/ ON or OFF ON: Fuel cut operating Yes Diagnostic Note: This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete. COMMUNICATION WITH HV Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Communication with HV Status of communication with the power management control ECU: Comm or No Comm Comm: Power switch on (IG) Yes COMMUNICATION WITH BRAKE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Communication with Brake Status of communication with the skid control ECU: Comm or No Comm Comm: Power switch on (IG) Yes COMM WITH AIR CONDITIONER Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Comm with Air Conditioner Status of communication with air conditioning amplifier assembly/ Comm or No Comm Comm: Power switch on (IG) Yes MODEL CODE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Model Code Model code - No Diagnostic Note: Used for identifying the model code: ZVW4## ENGINE TYPE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Type Engine type - No Diagnostic Note: Used for identifying the engine type: 2ZRFXE CYLINDER NUMBER Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Cylinder Number Number of cylinders/ Min.: 0, Max.: 255 - No Diagnostic Note: Used for identifying the number of cylinders: 4 DESTINATION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Destination Destination - No Diagnostic Note: Used for identifying the destination: A (America) MODEL YEAR Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Model Year Model year/ Min.: 1900, Max.: 2155 - No Diagnostic Note: Used for identifying the model year: 2012 SYSTEM IDENTIFICATION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data System Identification System identification - No Diagnostic Note: Used for identifying the engine system: HV (Hybrid)
18. Compression ENGINE SPEED OF CYL #1 TO #4 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Speed of Cyl #1 Engine Speed of Cyl #2 Engine Speed of Cyl #3 Engine Speed of Cyl #4 Engine speed for cylinder No. 1 to No. 4/ Min.: 0 RPM, Max.: 51199 RPM - No Diagnostic Note: This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the engine cranking. When there is compression loss, the engine speed for that cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement. AV ENGINE SPEED OF ALL CYL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Av Engine Speed of All Cyl Average engine speed for all cylinders/ Min.: 0 RPM, Max.: 51199 RPM - No Diagnostic Note: This is output only when Check the Cylinder Compression is performed using the Active Test.
19. Various Vehicle Conditions 5 A/F SENSOR DETERMINATION (WORST VALUE) #1 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data A/F Sensor Determination (worst value) #1 Worst judgment value of A/F sensor output (Bank 1): Min.: -1, Max.: 0.99 0 to 0.04 Yes ENGINE SPEED FLUCTUATION AVG (WORST VALUE) #1 TO #4 Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Speed Fluctuation Avg (worst value) #1 Engine Speed Fluctuation Avg (worst value) #2 Engine Speed Fluctuation Avg (worst value) #3 Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (Cylinder 1 to 4): Min.: 0, Max.: 2.55 0 to 1.0 Yes REQUESTED ENGINE TORQUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Requested Engine Torque Requested engine torque: Min.: 0 kW, Max.: 16383.75 kW 0 to 73 kW Yes HV TARGET ENGINE SPEED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data HV Target Engine Speed HV target engine speed: Min.: 0 RPM, Max.: 6375 RPM 0 to 5200 RPM Yes ACTUAL ENGINE TORQUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Actual Engine Torque Actual engine torque: Min.: -32768 Nm, Max.: 32767 Nm Actual engine torque Yes ENGINE RUN TIME Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Run Time Engine run time: Min.: 0 s (seconds), Max.: 255 s (seconds) 0 to 255 s Yes REQUEST ENGINE RUN TIME Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Request Engine Run Time Request engine run time: Min.: 0 s (seconds), Max.: 25.5 s (seconds) 0 to 25.5 s Yes JUDGE TIME ENGINE IGNITION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Judge Time Engine Ignition Judgment time for complete explosion of ignition: Min.: 0 s (seconds), Max.: 25.5 s (seconds) 0 to 25.5 s Yes JUDGE TIME ENGINE OUTPUT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Judge Time Engine Output Judgment time for time until engine output: Min.: 0 s (seconds), Max.: 25.5 s (seconds) 0 to 25.5 s Yes FUEL LEVEL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Fuel Level Fuel level: Empty or Not Emp - Yes ISC LEARNING Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ISC Learning ISC learning: Compl or Incmpl - Yes F/C FOR ENGINE STOP REQ Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data F/C for Engine Stop Req Fuel cut for engine stop request: ON or OFF - Yes ENGINE INDEPENDENT Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Independent Engine independent operation: Not Opr or Operate - Yes RACING OPERATION Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Racing Operation Racing operation: Not Opr or Operate - Yes REQUEST WARM-UP Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Request Warm-up Request engine warm up: Not Req or Request - Yes ENGINE INDEPENDENT CONTROL Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Engine Independent Control Engine independent control operation: Not Opr or Operate - Yes ELECTRIC WATER PUMP TARGET SPEED Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Elec Water Pump Target Spd Engine water pump assembly target speed Min.: 0 RPM, Max.: 6375 RPM - Yes Diagnostic Note: Target motor speed of the engine water pump ELEC WATER PUMP SPD Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data Elec Water Pump Spd Engine water pump assembly speed Min.: 0 RPM, Max.: 6375 RPM - Yes Diagnostic Note: Actual motor speed of the engine water pump ISC LEARNING VALUE Tester Display Measurement Item/Range Normal Condition Stored as Freeze Frame Data ISC Learning Value ISC learning value: Min.: 0 L/s, Max.: 79.998 L/s 0.5 to 6.1 L/s: Idling Yes
20. 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 power switch off. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test. According to the display on the Techstream, perform the Active Test. Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change injection volume Between -12.5% and 24.8% All injectors are tested at the same time. Perform the test at below 3000 RPM. Injection volume can be changed in fine gradations within control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and the heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Active Test / Control the Injection Volume / Data List / Gas AF Control / AFS Voltage B1S1 and O2S B1S2. During the Active Test, air-fuel ratio feedback control and feedback learning are stopped. This active test should be performed in inspection mode (maintenance mode). See waveform *2 (Scheme 13) Control the Injection Volume for A/F Sensor Change injection volume -12.5%, 0% or 12.5% All injectors are tested at the same time. Perform the test at below 3000 RPM. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and the 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 / Gas AF Control / AFS Voltage B1S1 and O2S B1S2. During the Active Test, air-fuel ratio feedback control and feedback learning are stopped. This active test should be performed in inspection mode (maintenance mode). Control the EGR Step Position Open or close EGR valve From 0 to 110 steps EGR valve is fully closed at step position 0, and fully open at step position 110. Amount of EGR gas flowing into the intake manifold varies in accordance with the EGR valve opening angle. See waveform *4 (Scheme 15) This active test should be performed in inspection mode (maintenance mode). Activate the VSV for Evap Control Activate purge VSV control ON/OFF The valve is opened with a 30% duty ratio. This active test should be performed in inspection mode (maintenance mode). See waveform *5 (Scheme 16) Control the Fuel Pump / Speed Activate fuel pump ON/OFF Test possible when following conditions met: Power switch on (IG) Engine is stopped Connect the TC and TE1 Turn on and off TC and TE1 connection ON/OFF ON: TC and TE1 are connected. OFF: TC and TE1 are disconnected. Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF This active test should be performed in inspection mode (maintenance mode). Control the Electric Cooling Fan Control electric cooling fan ON/OFF - Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Open: Throttle valve opens slowly This test is possible when the following conditions are met: Power switch is on (IG). Engine is stopped. Accelerator pedal is fully depressed (APP: 58 degrees or more). Park (P) has been selected. Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Open: Throttle valve opens quickly Same as above. See waveform *3 (Scheme 14) Control the VVT Linear (Bank 1) Control VVT (for intake side of bank 1) -128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the camshaft timing oil control valve is operated by 100%. Test is possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. See waveform *6 (Scheme 17) Test not possible with park (P) selected during charge control. Move shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode). Control the VVT System (Bank 1) Turn camshaft timing oil control valve on and off ON/OFF Engine stalls or idles roughly when the camshaft timing oil control valve is turned on. Engine runs and idles normally when the camshaft timing oil control valve is off. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with park (P) selected during charge control. Move shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode). Activate the Vacuum Pump Activate leak detection pump (built into canister pump module) ON/OFF - Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) ON/OFF - Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #4) injection fuel cut #1/#2/#3/#4 ON/OFF Test is possible while the vehicle is stopped and the engine is idling. This active test should be performed in inspection mode (maintenance mode). Control the All Cylinders Fuel Cut All cylinder fuel cut ON/OFF Test possible while vehicle stopped and engine idling. This active test should be performed in inspection mode (maintenance mode). Check the Cylinder Compression*1 Check the cylinder compression pressure (measure engine speed for each cylinder) ON/OFF This active test should be performed in inspection mode (maintenance mode). Check the Imbalance Cylinder Changes fuel injection volume per cylinder Between 50 and 200% Perform the test with the engine warmed up and idling and park (P) selected. To conduct the test, enter the following menus: Active Test / Check the Imbalance Cylinder / Data List / Gas AF Control / A/F Sensor Determination (worst value) and Engine Speed Fluctuation Avg (worst value). Refer to DTC P219A. Refer to «DTC P219A: Bank 1 Air-Fuel Ratio Imbalance»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-circuit-tests). This active test should be performed in inspection mode (maintenance mode). Activate the Electric Water Pump Engine water pump assembly speed control 0 to 3000 RPM Test possible when either of the following condition is met: Engine coolant temperature is below 100°C (212°F). Power switch on (IG) HINT: *1: While the Check the Cylinder Compression Active Test is being performed, 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. Connect the Techstream to the DLC3. Turn the power switch on (IG) and turn the Techstream on. Put the engine in inspection mode (maintenance mode). Refer to «INSPECTION MODE PROCEDURE»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction). Start the engine and warm it up. Turn the power switch off. Turn the power switch on (IG) and turn the Techstream on. Put the engine in inspection mode (maintenance mode). Refer to «INSPECTION MODE PROCEDURE»(/toyota/prius-v/i-2011-2014/remont/hoistjack/#introduction). HINT: Do not start the engine. Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression. HINT: To display the entire Data List, press the pull down menu button next to Primary. Then select Compression. Push the snapshot button to turn the snapshot function on. HINT: Using the snapshot function, data can be recorded during the Active Test. While the engine is not running, press the RIGHT or LEFT button to change the Check the Cylinder Compression to ON. Start the engine. Monitor the engine speed (Engine Speed of Cyl #1 to #4 and Av Engine Speed of All Cyl) displayed on the Techstream. NOTE: If the Check the Cylinder Compression Active Test needs to be performed after it is turned ON and performed once, press the Exit button to return to the Active Test menu screen. Then perform the Check the Cylinder Compression Active Test again. HINT: At first, the Techstream display will show each cylinder's engine speed measurement to be extremely high. After the engine has started, each cylinder's engine speed measurement will change to the actual engine speed. As soon as the measurements are obtained, finish the Active Test. Stop the engine, and then change Check the Cylinder Compression to OFF after the engine stops. 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 engine 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 engine running. Reference Waveforms for Active Test *2: Control the Injection Volume (Idling after warming up) HINT: During the Active Test, air-fuel ratio feedback control and feedback learning are stopped. Tester Display Measurement Item/Range Normal Condition Control the Injection Volume - <--A <--B Active Test operation -12% +12% AFS Voltage B1S1 3.829 V 2.839 V O2S B1S2 0.035 V 0.955 V HINT: Usually, the value of AFS Voltage B1S1 changes to below 3.1 V when the control value for Control the Injection Volume is changed to +12%. Usually, the value of AFS Voltage B1S1 changes to 3.4 V or higher when the control value for Control the Injection Volume is changed to -12%. Usually, the value of O2S B1S2 changes to 0.55 V or higher when the control value for Control the Injection Volume is changed to +12%. Usually, the value of O2S B1S2 changes to below 0.4 V when the control value for Control the Injection Volume is changed to -12%. *3: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Power switch on (IG)) HINT: Usually, Throttle Position Command (Target Value) and Throttle Position No. 1 (Actual Value) are almost the same. If any DTCs related to the Electronic Throttle Control System (ETCS) are stored, this Active Test does not function. Tester Display Measurement Item/Range Normal Condition Control the ETCS Open/Close Fast Speed - <--A <--B Active Test operation Open Close Throttle Position Command 2.597 V 0.761 V Throttle Position No. 1 2.597 V 0.761 V Throttle Motor Duty (Open) 14% 0% Throttle Motor Duty (Close) 0% 17% *4: Control the EGR Step Position (Idling after warming up, A/C off) Tester Display Measurement Item/Range Normal Condition Control the EGR Step Position - <--A <--B <--C <--D EGR Step Position 0 step 10 step 20 step 30 step MAP 29 kPa 31 kPa 59 kPa 74 kPa HINT: Usually, when the control value for Control the EGR Step Position is "0 step", the value of MAP is between 20 and 40 kPa and idling is stable. Usually, when the control value for Control the EGR Step Position is changed from "0 step" to "30 step", the value of MAP increases to a value at least 10 kPa higher than the value of MAP when the control value for Control the EGR Step Position was "0 step", and the engine idles roughly or stalls. This data is taken from an Active Test in which the step position was raised in increments of 1 step. The EGR valve inspection in the troubleshooting procedures checks the operation of the valve by stalling the engine and raises the step position in increments of 5 step. Do not leave the EGR valve open for 10 seconds or more during the Active Test. Be sure to return the EGR valve to step 0 when the Active Test is completed. Do not open the EGR valve 30 steps or more during the Active Test. *5: Activate the VSV for Evap Control (Idling after warming up) HINT: Even when the Active Test is turned on (the purge VSV is opened 30%), air-fuel ratio feedback continues and control is performed so that the air-fuel ratio is the stoichiometric ratio. Therefore, by observing the change in "Short FT", it is possible to determine whether the purge VSV is actually open as well as the concentration of HC in the purge gas. Tester Display Measurement Item/Range Normal Condition Activate the VSV for Evap Control - <--A <--B Active Test operation ON OFF EVAP (Purge) VSV 29.8% 0.0% Short FT #1 -9.375% 0.000% Injector (Port) 2267.0 μs 2489.0 μs AFS Voltage B1S1 3.249 V 3.205 V HINT: The graphs and values above are for reference only because the fuel injection volume (compensation volume) varies depending on the HC density of the purge air from the canister. *6: Control the VVT Linear (Bank 1) Tester Display Measurement Item/Range Normal Condition Control the VVT Linear (Bank 1) - <--A <--B Active Test operation* +30% -30% VVT Change Angle #1 42.9 DegFR 0.0 DegFR VVT OCV Duty #1 67.0% 7.0% VVT Aim Angle #1 37.0% 37.0% HINT: *: Change the control value for Control the VVT Linear to +30% or -30% in increments of 5%. The Control the VVT Linear Active Test considers the value of VVT Aim Angle to be 0 and raises or lowers the duty ratio with respect to VVT Aim Angle #1. The sum of the control value for the Control the VVT Linear Active Test and the value of VVT Aim Angle #1 is approximately equal to the value of VVT OCV Duty #1. When the control value for the Control the VVT Linear Active Test is changed a few times, there should not be a large discrepancy between VVT OCV Duty #1 when the system starts advancing or retarding the timing and the rate of change of VVT Change Angle #1. Test not possible with park (P) selected during charge control. Move shift lever to N to perform test.
21. SYSTEM CHECK HINT: Performing a System Check enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are stored, and can detect potential malfunctions in the system. The System Check can be performed with the Techstream. Connect the Techstream to the DLC3. Turn the power switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility. Perform the System Check by referring to the table below. Tester Display Test Part Control Range Diagnostic Note Evaporative System Check (Automatic Mode) Perform 6 steps in order to operate EVAP system key-off monitor automatically 35°C (95°F) or less If no pending DTCs are output after performing this test, the system is functioning normally. Refer to EVAP system Inspection Procedure. Refer to «INSPECTION PROCEDURE»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-circuit-tests). Evaporative System Check (Manual Mode) Perform 6 steps in order to operate EVAP system key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts. Refer to EVAP system Inspection Procedure. Refer to «INSPECTION PROCEDURE»(/toyota/prius-v/i-2011-2014/remont/testing-diagnostics/#engine-control-system-diagnostic-codes-circuit-tests).

DIAGNOSTIC TROUBLE CODE CHART

HINT

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

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

SFI SYSTEM

See also:
• PRECAUTION
• ECM Power Source Circuit
• ON-VEHICLE INSPECTION - Step 7
• ON-VEHICLE INSPECTION - Step 2
• ON-VEHICLE INSPECTION - Step 1
• CONFIRMATION DRIVING PATTERN
• HOW TO PROCEED WITH TROUBLESHOOTING
• INSPECTION
• INSPECTION
• ON-VEHICLE INSPECTION
• INSPECTION
• Brake Override System
• ON-VEHICLE INSPECTION - Step 1
• REMOVAL
• Exhaust Heat Recirculation System Circuit
• REGISTRATION
• DTC CHECK / CLEAR
• FREEZE FRAME DATA
• CHECK MODE PROCEDURE
• PROBLEM SYMPTOMS TABLE
• DIAGNOSTIC TROUBLE CODE CHART
• BASIC INSPECTION
• CHECK FOR INTERMITTENT PROBLEMS
• READINESS MONITOR DRIVE PATTERN