Engine Control System (Diagnostics - Introduction) (Base): Diagnosis Toyota Prius III рестайлинг

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO DLC3 HINT: If the display indicates a communication fault in the Techstream, inspect the DLC3. NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SELECT CHECK MODE DIAGNOSIS* NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: If the engine does not start, first perform the "Check DTC" procedures and "Conduct Basic Inspection" procedures below. Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(ref-551395-S29262893132013051500000) . NEXT: Go to next step
10. CHECK DTC* HINT: Refer to DTC Check / Clear. Result Proceed to Trouble code A No code 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»(ref-551395-S06926628002013051500000) . NEXT: Go to next step
12. CONDUCT BASIC INSPECTION HINT: Refer to Basic Inspection. Refer to «BASIC INSPECTION»(ref-551395-S12383936242013051500000) . 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»(ref-551395-S29262893132013051500000) . 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 HINT: Refer to ECM Power Source Circuit. Refer to «ECM Power Source Circuit»(ref-551526-S33310737362013051500000) . NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS NEXT: Go to next step
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

BASIC INSPECTION

When a malfunction is not confirmed by the DTC check, troubleshooting should be carried out 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 more 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»(ref-551395-S29262893132013051500000) OK: Go to next step
3. CHECK WHETHER ENGINE STARTS NG --> GO TO STEP 6 OK: Go to next step
4. CHECK AIR FILTER Visually check that the air filter is not excessively contaminated with dirt or oil. NG --> REPLACE AIR FILTER OK: Go to next step
5. CHECK IDLING SPEED NG --> TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARK NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-551395-S29262893132013051500000)

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 IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM) ECM Terminal Name CH1: Between IGT (1 to 4) and E1 CH2: Between IGF and E1 Tester Range 2 V/DIV., 20 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
2. WAVEFORM 2 CRANKSHAFT POSITION SENSOR SIGNAL ECM Terminal Name Between NE+ and NE- Tester Range 5 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine speed increases.
3. WAVEFORM 3 CAMSHAFT POSITION SENSOR SIGNAL ECM Terminal Name Between G2+ and G2- Tester Range 5 V/DIV., 20 ms./DIV. Condition 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 ECM Terminal Name Between #10 (to #40) and E01 Tester Range 20 V/DIV., 20 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
5. WAVEFORM 5 AIR FUEL RATIO SENSOR (SENSOR 1) HEATER SIGNAL ECM Terminal Name Between HA1A and E04 Tester Range 5 V/DIV., 10 ms./DIV. Condition Idling HINT: The wavelength varies in accordance with the engine operating condition.
6. WAVEFORM 6 HEATED OXYGEN SENSOR (SENSOR 2) SIGNAL ECM Terminal Name Between OX1B and O1B- Tester Range 0.2 V/DIV. 200 ms./DIV. Condition 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 ECM Terminal Name Between KNK1 and EKNK Tester Range 1 V/DIV., 1 ms./DIV. Condition 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 ECM Terminal Name Between M+ and ME01 Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
9. WAVEFORM 9 THROTTLE ACTUATOR NEGATIVE TERMINAL SIGNAL ECM Terminal Name Between M- and ME01 Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
10. WAVEFORM 10 PURGE VSV SIGNAL ECM Terminal Name Between PRG and E1 Tester Range 10 V/DIV., 20 ms./DIV. Condition 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 CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY SIGNAL ECM Terminal Name Between OC1+ and OC1- Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling
12. WAVEFORM 12 CAN COMMUNICATION SIGNAL (REFERENCE) ECM Terminal Name Between CANH and E1, CANP and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine stopped and power switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
13. WAVEFORM 13 CAN COMMUNICATION SIGNAL (REFERENCE) ECM Terminal Name Between CANL and E1, CANN and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine stopped and power switch on (IG) HINT: The waveform varies depending on the CAN communication signal.
14. WAVEFORM 14 ENGINE WATER PUMP ASSEMBLY SIGNAL (FROM ECM TO ENGINE WATER PUMP ASSEMBLY) ECM Terminal Name Between WPO and E1 Tester Range 5 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine water pump speed increases.
15. WAVEFORM 15 ENGINE WATER PUMP ASSEMBLY SIGNAL (FROM ENGINE WATER PUMP ASSEMBLY TO ECM) ECM Terminal Name Between WPI and E1 Tester Range 5 V/DIV., 20 ms./DIV. Condition Idling with warm engine HINT: The wavelength becomes shorter as the engine water pump speed increases.
16. WAVEFORM 16 EGR VALVE ASSEMBLY SIGNAL ECM Terminal Name Between EGR1 and E1, EGR2 and E1, EGR3 and E1, EGR4 and E1 Tester Range 20 V/DIV., 50 ms./DIV. Condition EGR valve operating
17. WAVEFORM 17 CAMSHAFT REVOLUTION SIGNAL FROM ECM TO POWER MANAGEMENT CONTROL ECU AND INVERTER WITH CONVERTER ASSEMBLY (MG ECU) ECM Terminal Name Between G2O and E1 Tester Range 5 V/DIV., 20 ms./DIV. Condition 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»(ref-551389-S40560400582013051500000) .
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 turned on (IG). When the READY indication turns on, the MIL should turns off. 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 turned on (IG), check the MIL circuit. Refer to «MIL Circuit»(ref-551526-S28119983362013051500000) .
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 DTCs. Refer to «DTC CHECK / CLEAR»(ref-551395-S24983050562013051500000) . 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. 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»(ref-551395-S06926628002013051500000) .
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 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 DTCs. Perform the respective confirmation driving patterns in order to obtain a normal judgment for the output DTCs. HINT: Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs. For the confirmation driving pattern, refer to the procedures for the relevant DTC. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-551395-S06926628002013051500000) . 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»(ref-551389-S33941292062013051500000) . Idle the engine for 30 seconds or more. Drive the vehicle at 25 mph (40 km/h) or more for a total of 5 minutes or more. WARNING: When performing the confirmation driving pattern, obey all speed limits and traffic laws. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 25 mph (40 km/h) during the driving cycle provided that the vehicle is driven at 25 mph (40 km/h) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine 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 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 Tester Display Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculated load by ECM - Vehicle Load Vehicle load Load percentage in terms of maximum intake air flow amount MAF Air flow rate from mass air flow meter sub-assembly If value approximately 0.0 gm/sec: Mass air flow meter sub-assembly power source circuit open VG circuit open or short If value 271.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmosphere pressure - MAP Intake manifold pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F): sensor circuit open If value more than 135°C (275°F): sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F): sensor circuit open If value more than 128°C (262°F): sensor circuit shorted Engine Run Time Engine run time - Initial Engine Coolant Temp Initial engine coolant temperature - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Auxiliary battery voltage - Throttle Sensor Volt % Absolute throttle position sensor No. 1 - Throttl Sensor #2 Volt % Throttle sensor position No. 2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle actuator - Injector (Port) Injection direction for cylinder 1 - Injection Volum (Cylinder1) Injection volume (Cylinder 1) Quantity of fuel injection volume for 10 times Fuel Pump/Speed Status Fuel pump status - Vacuum Pump Key-off EVAP system leak detection pump status - EVAP (Purge) VSV Purge VSV control duty ratio Order signal from ECM EVAP Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learning value of purge density - EVAP System Vent Valve Key-off EVAP system vent valve status - EVAP Purge VSV Purge VSV status for EVAP control - Purge Cut VSV Duty Purge VSV duty - Target Air-Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Short-term fuel trim associated with bank 1 sensor 1 - AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1 - AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 Value becomes higher when fuel-cut executed under high engine speed A/F Heater Duty #1 Air fuel ratio sensor heater duty ratio - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 - O2S Impedance B1S2 Heated oxygen sensor impedance (bank 1 sensor 2) - O2 Heater B1S2 Heated oxygen sensor heater operation - O2 Heater Curr Val B1S2 Heated oxygen sensor heater current - Short FT #1 Short-term fuel trim of bank 1 Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim of bank 1 Overall fuel compensation carried out in long-term to compensate continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim - Fuel System Status #1 Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which is used for fuel control, malfunctioning Fuel System Status #2 Fuel system status (bank 2) (Unused) - IGN Advance Ignition timing advance for cylinder 1 - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Correction learning value of knocking - Target EGR Position Target EGR position - EGR Step Position EGR step position - Actual VVT Angle #1 Actual VVT angle (bank 1) - VVT Control Status #1 VVT control (bank 1) status - Catalyst Temp B1S1 Catalyst temperature (associated sensor 1) - Catalyst Temp B1S2 Catalyst temperature (associated sensor 2) - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel cut condition - TC Terminal TC terminal status - Time after DTC Cleared Time since DTCs cleared - Distance from DTC Cleared Distance traveled since DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycles since DTCs cleared Number of warm-up cycles since DTCs cleared Dist Batt Cable Disconnect Accumulated distance from auxiliary battery cable disconnected - IG OFF Elapsed Time Cumulative time after power switch off - TC and TE1 TC and CG (TE1) terminals of DLC3 - Ignition Trig. Count Ignition counter - Cylinder #1 Misfire Count Misfire count for cylinder 1 - Cylinder #2 Misfire Count Misfire count for cylinder 2 - Cylinder #3 Misfire Count Misfire count for cylinder 3 - Cylinder #4 Misfire Count Misfire count for cylinder 4 - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Average engine speed for first misfire range - Misfire Load Average engine load for first misfire range - Misfire Margin Misfired monitoring - A/F Learn Value Idle #1 Air fuel ratio learn value of idle area (bank 1) - A/F Learn Value Low #1 Air fuel ratio learn value of low load area (bank 1) - A/F Learn Value Mid1 #1 Air fuel ratio learn value of middle 1 load area (bank 1) - A/F Learn Value Mid2 #1 Air fuel ratio learn value of middle 2 load area (bank 1) - A/F Learn Value High #1 Air fuel ratio learn value of high load area (bank 1) - Electric Fan Motor Electric cooling fan motor - Idle Fuel Cut Fuel cut idle - FC TAU Fuel cut during very light road Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Communication with HV Status of the communication with power management control ECU - Communication with Brake Status of the communication with skid control ECU - Comm with Air Conditioner Status of the communication with air conditioning amplifier assembly - A/F Sensor Determination (worst vale) #1 Worst judgment value of air fuel ratio sensor output (Bank 1) - Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (Cylinder 1) - Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (Cylinder 2) - Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (Cylinder 3) - Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (Cylinder 4) - Sports Mode Switch Pattern select switch - Requested Engine Torque Requested engine torque Flag information for hybrid vehicle HV Target Engine Speed HV target engine speed Flag information for hybrid vehicle Actual Engine Torque Actual engine torque Flag information for hybrid vehicle Engine Run Time Engine run time Flag information for hybrid vehicle Request Engine Run Time Request engine run time Flag information for hybrid vehicle Judge Time Engine Ignition Judgment time for engine ignition Flag information for hybrid vehicle Judge Time Engine Output Judgment time for time until engine output Flag information for hybrid vehicle Fuel Level Fuel Level Flag information for hybrid vehicle ISC Learning Idle speed control learning Flag information for hybrid vehicle F/C for Engine Stop Req Fuel cut for engine stop request Flag information for hybrid vehicle Engine Independent Engine independent operation Flag information for hybrid vehicle Racing Operation Racing operation Flag information for hybrid vehicle Request Warm-up Request engine warm up Flag information for hybrid vehicle Engine Independent Control Engine independent control operation Flag information for hybrid vehicle Elec Water Pump Target Spd Engine water pump assembly target speed - Elec Water Pump Spd Engine water pump assembly speed - ISC Learning Value Idle speed control learning value Flag information for hybrid vehicle

DATA LIST / ACTIVE TEST

1. DATA LIST HINT: Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time. NOTE: In the table below, the values listed under Normal Condition are reference only. Do not depend solely on these values when determining whether or not a part is faulty. 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 / Data List. According to the display on the Techstream, read the Data List. Tester Display Measurement Item/Range Normal Condition Diagnostic Note Vehicle Speed Vehicle speed: Min.: 0 mph (0 km/h), Max.: 159 mph (255 km/h) Actual vehicle speed Speed indicated on speedometer Engine Speed Engine speed: Min.: 0 RPM, Max.: 16383 RPM 950 to 1050 RPM: Idling - Calculate Load Calculated load by ECM: Min.: 0%, Max.: 100% 20 to 40%: Idling 15 to 35%: Running without load (2500 RPM) - Vehicle Load Vehicle load: Min.: 0%, Max.: 25700% Actual vehicle load Load percentage in terms of maximum intake air flow amount MAF Air flow 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) If value approximately 0.0 gm/sec: Mass air flow meter sub-assembly power source circuit open VG circuit open or short If value 271.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure: Min.: 0 kPa (0 mmHg, 0 in.Hg), Max.: 255 kPa (1912 mmHg, 75 in.Hg) Equivalent to atmospheric pressure - MAP Intake manifold pressure: Min.: 0 kPa (0 mmHg, 0 in.Hg), Max.: 255 kPa (1912 mmHg, 75 in.Hg) 80 to 110 kPa(abs) (600 to 825 mmHg(abs), 23 to 33 in.Hg): Power switch on (IG) 20 to 40 kPa(abs) (150 to 300 mmHg(abs), 6 to 12 in.Hg): Idling - Coolant Temp Engine coolant temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) 75 to 100°C (167 to 212°F): After warming up If value -40°C (-40°F): sensor circuit open If value more than 135°C (275°F): sensor circuit shorted Intake Air Intake air temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient air temperature If value -40°C (-40°F): sensor circuit open If value more than 128°C (262°F): sensor circuit shorted Engine Run Time Engine run time: Min.: 0 s (seconds), Max.: 65535 s (seconds) Time after power switch on (READY) - Initial Engine Coolant Temp Initial engine coolant temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) - - Initial Intake Air Temp Initial intake air temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) - - Battery Voltage Auxiliary battery voltage: Min.: 0 V, Max.: 65.535 V 11 to 16 V: Power switch on (IG) - Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor: Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal fully released Value calculated based on the voltage at terminal VTA1 Throttl Sensor #2 Volt % Throttle valve opening percentage according to throttle position sensor No. 2: Min.: 0%, Max.: 100% 42 to 62%: Accelerator pedal fully released Value calculated based on the voltage at terminal VTA2 System Guard System guard: ON or OFF ON - Throttle Idle Position Whether or not throttle position sensor detecting idling: ON or OFF - - Throttle Require Position Required throttle position: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling - Throttle Sensor Position*1 Throttle sensor position: Min.: 0%, Max.: 100% - Recognition value for throttle opening angle on ECM Throttle Position No. 1 Throttle position sensor No. 1 output voltage: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal fully released 0.6 to 1.4 V: Fail-safe operating - Throttle Position No. 2 Throttle position sensor No. 2 output voltage: Min.: 0 V, Max.: 4.98 V 2.1 to 3.1 V: Accelerator pedal fully released 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1: Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V - Throttle Sens Open Pos #2 Throttle sensor opener position No. 2: Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V - Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling - Throttle Motor DUTY Throttle actuator: Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up - Throttle Motor Duty (Open) Throttle actuator duty ratio (open): Min.: 0%, Max.: 255% 0 to 40%: Idling - Throttle Motor Duty (Close) Throttle actuator duty ratio (close): Min.: 0%, Max.: 255% 0 to 40%: Idling - 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 - +BM Voltage +BM voltage: Min.: 0, Max.: 79.998 V 11 to 16 V: Power switch on (IG) and system normal - Actuator Power Supply Actuator power supply ON or OFF ON: Idling - Injector (Port) Injection duration for cylinder 1: Min.: 0 μs, Max.: 65535 μs 1000 to 3000 μs: Idling - Injection Volum (Cylinder1) Injection volume (Cylinder 1): Min.: 0 ml, Max.: 2.047 ml 0.03 to 0.13 ml: Idling Quantity of fuel injection volume for 10 times Fuel Pump/Speed Status Fuel pump status: ON or OFF - - Vacuum Pump Key-off EVAP system leak detection pump status: ON or OFF - - EVAP (Purge) VSV Purge VSV control duty: Min.: 0%, Max.: 100% 0 to 50%: Idling, under purge control Order signal from ECM EVAP Purge Flow Ratio of evaporative purge flow to intake air volume: Min.: 0%, Max.: 399.9% 0 to 10%: Idling - Purge Density Learn Value Learning value of purge density: Min.: -200, Max.: 199.993 -40 to 10: Idling - Vapor Pressure Pump Vapor pressure: Min.: 0 kPa (0 mmHg, 0 in.Hg), Max.: 1441.77 kPa (10814.168 mmHg, 426 in. Hg) Approximately 100 kPa(abs) (750 mmHg(abs), 30 in.Hg): Power switch on (IG) EVAP system pressure monitored by canister pressure sensor Vapor pressure (calculated) Vapor pressure (calculated): Min.: -720.896 kPa (-5407.166 mmHg, -212 in.Hg), Max.: 720.874 kPa (5407.002 mmHg, 213 in.Hg) Approximately 100 kPa(abs) (750 mmHg(abs), 30 in.Hg): Power switch on (IG) EVAP system pressure monitored by canister pressure sensor EVAP System Vent Valve Key-off EVAP system vent valve status: ON or OFF OFF: Vent ON: Closed - EVAP Purge VSV Purge VSV status for EVAP control: ON or OFF - - Purge Cut VSV Duty Purge VSV duty: Min.: 0%, Max.: 399.9% - - Target Air-Fuel Ratio Target air fuel ratio: Min.: 0, Max.: 1.99 0.8 to 1.2: Idling - AF Lambda B1S1 Short-term fuel trim associated with bank 1 sensor 1: Min.: 0, Max.: 1.99 Value less than 1 (0.00 to 0.99) = Rich Stoichiometric air fuel ratio = 1 Value greater than 1 (1.01 to 1.99) = Lean - 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 after engine warmed up Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensors 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 after engine warmed up Value becomes higher when fuel-cut executed under high engine speed A/F Heater Duty #1 Air fuel ratio heater duty ratio for bank 1: Min.: 0%, Max.: 399.9% 0 to 100% - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2: Min.: 0 V, Max.: 1.275 V 0.0 to 0.9 V: Driving at 44 mph (70 km/h) Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensors O2S Impedance B1S2 Heated oxygen sensor impedance (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 - O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2: Not Act or Active - - O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2: Min.: 0 A, Max.: 4.999 A - - Short FT #1 Short-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -20 to 20% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -20 to 20% Overall fuel compensation carried out long-term to compensate continual deviation of short-term fuel trim from central value Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT #1" indicates the learned value for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range. A/F Learn Value Idle #1 Air fuel ratio learn value of idle area (Bank 1): Min.: -50%, Max.: 49.6% -20 to 20% Learning is performed when idling with the engine warmed up (coolant temperature is 80°C [176°F] or more) A/F Learn Value Low #1 Air fuel ratio learn value of low load area (Bank 1): Min.: -50%, Max.: 49.6% -20 to 20% Learning is performed when driving with the engine warmed up (coolant temperature is 80°C [176°F] or more) and operating in the low load range (when the range of engine loads is divided into four parts) A/F Learn Value Mid1 #1 Air fuel ratio learn value of middle 1 load area (Bank 1): Min.: -50%, Max.: 49.6% -20 to 20% Learning is performed when driving with the engine warmed up (coolant temperature is 80°C [176°F] or more) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts) A/F Learn Value Mid2 #1 Air fuel ratio learn value of middle 2 load area (Bank 1): Min.: -50%, Max.: 49.6% -20 to 20% Learning is performed when driving with the engine warmed up (coolant temperature is 80°C [176°F] or more) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts) A/F Learn Value High #1 Air fuel ratio learn value of high load area (Bank 1): Min.: -50%, Max.: 49.6% -20 to 20% Learning is performed when driving with the engine warmed up (coolant temperature is 80°C [176°F] or more) and operating in the high load range (when the range of engine loads is divided into four parts) Total FT #1 Average value for fuel trim system of bank 1: Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Fuel System Status #1 Fuel system status (bank 1): OL, CL, OLDrive, OLFault, CLFault or Unused CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning Fuel System Status #2 Fuel system status (bank 2): OL, CL, OLDrive, OLFault, CLFault or Unused Unused - IGN Advance Ignition timing advance for No. 1 cylinder: Min.: -64 deg., Max.: 63.5 deg. BTDC 0 to 16 deg.: Idling - Knock Feedback Value Feedback value of knocking: Min.: -1024 dag(CA), Max.: 1023.9 dag(CA) -20 to 0 dag(CA): Driving at 44 mph (70 km/h) - Knock Correct Learn Value Correction learning value of knocking: Min.: -1024 dag(CA), Max.: 1023.9 dag(CA) 0 to 22 dag(CA): Driving at 44 mph (70 km/h) - Target EGR Position Target EGR position: Min.: 0%, Max.: 100% 0%: Idling - EGR Step Position EGR step position: Min.: 0 step, Max.: 255 step 0 step: Idling - VVT Control Status #1 VVT control (bank 1) status: ON or OFF - - VVT Aim Angle #1*2 VVT hold duty learned value (bank 1): Min.: 0%, Max.: 399.9% - VVT duty signal value during intrusive operation VVT Change Angle #1*2 VVT displacement angle (bank 1): Min.: 0 DegFR, Max.: 639.9 DegFR - Displacement angle during intrusive operation VVT OCV Duty #1*2 VVT camshaft timing oil control valve assembly operation duty: Min.: 0%, Max.: 399.9% - Requested duty value for intrusive operation VN Turbo Type Variable nozzle turbo type: Not Avl or Commo or Vacuum or CAN Com Not Avl (Unused) - Catalyst Temp B1S1 Catalyst temperature (associated with sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp B1S2 Catalyst temperature (associated with sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Closed Throttle Position SW Closed throttle position switch: ON or OFF - - Fuel Cut Condition Fuel cut determination: ON or OFF ON: Fuel cut operating or engine stopped - Check Mode Check mode: ON or OFF ON: Check mode ON Refer to «CHECK MODE PROCEDURE»(ref-551395-S23455365402013051500000) Misfire Test Result Check mode result for misfire monitor: Compl or Incmpl - - OXS1 Test Result Check mode result for heated oxygen sensor (bank 1): Compl or Incmpl - - A/F Test Results #1 Check mode result for air fuel ratio sensor (bank 1) Compl or Incmpl - - Complete Parts Monitor Comprehensive component monitor: Not Avl or Avail - - Fuel System Monitor Fuel system monitor: Not Avl or Avail - - Misfire Monitor Misfire monitor: Not Avl or Avail - - EGR/VVT Monitor EGR monitor: Not Avl or Avail - - EGR/VVT Monitor EGR monitor: Compl or Incmpl - - O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor: Not Avl or Avail - - O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor: Compl or Incmpl - - O2S(A/FS) Monitor O2S (A/FS) monitor: Not Avl or Avail - - O2S(A/FS) Monitor O2S (A/FS) monitor: Compl or Incmpl - - A/C Monitor A/C monitor: Not Avl or Avail - - A/C Monitor A/C monitor: Compl or Incmpl - - 2nd Air Monitor 2nd air monitor: Not Avl or Avail - - 2nd Air Monitor 2nd air monitor: Compl or Incmpl - - EVAP Monitor EVAP monitor: Not Avl or Avail - - EVAP Monitor EVAP monitor: Compl or Incmpl - - Heated Catalyst Monitor Heated catalyst monitor: Not Avl or Avail - - Heated Catalyst Monitor Heated catalyst monitor: Compl or Incmpl - - Catalyst Monitor Catalyst monitor: Not Avl or Avail - - Catalyst Monitor Catalyst monitor: Compl or Incmpl - - Component Monitor ENA Comprehensive component monitor: Unable or Enable - - Component Monitor CMPL Comprehensive component monitor: Compl or Incmpl - - Fuel System Monitor ENA Fuel system monitor: Unable or Enable - - Fuel System Monitor CMPL Fuel system monitor: Compl or Incmpl - - Misfire Monitor ENA Misfire monitor: Unable or Enable - - Misfire Monitor CMPL Misfire monitor: Compl or Incmpl - - EGR/VVT Monitor ENA EGR monitor: Unable or Enable - - EGR/VVT Monitor CMPL EGR monitor: Compl or Incmpl - - Heater Monitor ENA O2S (A/FS) heater monitor: Unable or Enable - - Heater Monitor CMPL O2S (A/FS) heater monitor: Compl or Incmpl - - O2S(A/FS) Monitor ENA O2S (A/FS) monitor: Unable or Enable - - O2S(A/FS) Monitor CMPL O2S (A/FS) monitor: Compl or Incmpl - - A/C Monitor ENA A/C monitor: Unable or Enable - - A/C Monitor CMPL A/C monitor: Compl or Incmpl - - 2nd Air Monitor ENA 2nd air monitor: Unable or Enable - - 2nd Air Monitor CMPL 2nd air monitor: Compl or Incmpl - - EVAP Monitor ENA EVAP monitor: Unable or Enable - - EVAP Monitor CMPL EVAP monitor: Compl or Incmpl - - Heated Cat Monitor ENA Heated catalyst monitor: Unable or Enable - - Heated Cat Monitor CMPL Heated catalyst monitor: Compl or Incmpl - - Catalyst Monitor ENA Catalyst monitor: Unable or Enable - - Catalyst Monitor CMPL Catalyst monitor: Compl or Incmpl - - TC Terminal TC terminal status: ON or OFF - - # Codes (Include History) Number of codes: Min.: 0 Max.: 255 0: No emission related DTC detected - MIL MIL status: ON or OFF ON: MIL ON - MIL ON Run Distance Distance traveled since MIL turned ON: Min.: 0 mile (0 km), Max.: 40724 mile (65535 km) Distance since DTC detected - Running Time from MIL ON Running time since MIL turned ON: Min.: 0 min, Max.: 65535 min Equivalent to running time since MIL turned on - Time after DTC Cleared Time since DTCs cleared: Min.: 0 min, Max.: 65535 min Equivalent to time since DTCs cleared - Distance from DTC Cleared Distance traveled since DTCs cleared: Min.: 0 mile (0 km), Max.: 40724 mile (65535 km) Equivalent to distance driven since DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycles since DTCs cleared: Min.: 0, Max.: 255 - Number of warm-up cycles since DTCs cleared Dist Batt Cable Disconnect Distance from auxiliary battery cable disconnected: Min.: 0 mile (0 km), Max.: 40724 mile (65535 km) - - IG OFF Elapsed Time Time after power switch off: Min.: 0 min, Max.: 655350 min - - OBD Requirements OBD requirement OBD2 (California ARB) - Number of Emission DTC Emission related DTCs Min.: 0 Max.: 127 - Number of emission related DTCs TC and TE1 TC and CG (TE1) terminals of DLC3: ON or OFF - - Ignition Trig. Count Ignition counter: Min.: 0, Max.: 65535 0 to 400 - Cylinder #1 Misfire Count Misfire count of cylinder 1: Min.: 0, Max.: 255 0 - Cylinder #2 Misfire Count Misfire count of cylinder 2: Min.: 0, Max.: 255 0 - Cylinder #3 Misfire Count Misfire count of cylinder 3: Min.: 0, Max.: 255 0 - Cylinder #4 Misfire Count Misfire count of cylinder 4: Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire count: Min.: 0, Max.: 255 0 - Misfire RPM Average engine speed for first misfire range: Min.: 0 RPM, Max.: 6375 RPM 0 RPM: 0 Misfire - Misfire Load Average engine load for first misfire range: Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: 0 Misfire - Misfire Margin Misfire monitoring: Min.: -128%, Max.: 127% 0 to 127%: Idling Misfire detecting margin Electric Fan Motor Electric cooling fan motor: ON or OFF - - Idle Fuel Cut Fuel cut idle: ON or OFF ON: Fuel cut operating - FC TAU Fuel cut TAU (Fuel cut with very light load): ON or OFF ON: Fuel cut operating Fuel cut being performed during very light load to prevent incomplete engine combustion Communication with HV Status of communication with the power management control ECU: Comm or No Comm Comm: Power switch on (IG) - Communication with Brake Status of communication with the skid control ECU: Comm or No Comm Comm: Power switch on (IG) - Comm with Air Conditioner Status of communication with the air conditioning amplifier assembly: Comm or No Comm Comm: Power switch on (IG) - Model Code Model code - Identifies model code: ZVW3## Engine Type Engine type - Identifies engine type: 2ZRFXE Cylinder Number Cylinder number: Min.: 0, Max.: 255 - Identifies number of cylinders: 4 Destination Destination - Identifies destination: A (America) Model Year Model year: Min.: 1900, Max.: 2155 - Identifies model year: 2013 System Identification System identification - Identifies engine system: HV (Hybrid) Engine Speed of Cyl #1 Engine speed for cylinder 1: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression performed using Active Test 51199 RPM: Active Test not performed Engine Speed of Cyl #2 Engine speed for cylinder 2: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression performed using Active Test 51199 RPM: Active Test not performed Engine Speed of Cyl #3 Engine speed for cylinder 3: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression performed using Active Test 51199 RPM: Active Test not performed Engine Speed of Cyl #4 Engine speed for cylinder 4: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression performed using Active Test 51199 RPM: Active Test not performed Av Engine Speed of All Cyl Engine speed for all cylinders: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression performed using Active Test 51199 RPM: Active Test not performed A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output (Bank 1): Min.: -1, Max.: 0.99 0 to 0.04 - Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (Cylinder 1): Min.: 0, Max.: 2.55 0 to 1.0 - Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (Cylinder 2): Min.: 0, Max.: 2.55 0 to 1.0 - Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (Cylinder 3): Min.: 0, Max.: 2.55 0 to 1.0 - Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (Cylinder 4): Min.: 0, Max.: 2.55 0 to 1.0 - Sports Mode Switch Pattern select switch status: ON or OFF ON: Pattern select switch on - Requested Engine Torque Requested engine torque: Min.: 0 kW, Max.: 16383.75 kW 0 to 73 kW Flag information for hybrid vehicle HV Target Engine Speed Hybrid target engine speed: Min.: 0 RPM, Max.: 6375 RPM 0 to 5200 RPM Flag information for hybrid vehicle Actual Engine Torque Actual engine torque: Min.: -32768 Nm, Max.: 32767 Nm Actual engine torque Flag information for hybrid vehicle Engine Run Time Engine run time: Min.: 0 s (seconds), Max.: 255 s (seconds) 0 to 255 s Flag information for hybrid vehicle Request Engine Run Time Request engine run time: Min.: 0 s (seconds), Max.: 25.5 s (seconds) 0 to 25.5 s Flag information for hybrid vehicle 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 Flag information for hybrid vehicle 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 Flag information for hybrid vehicle Fuel Level Fuel level: Empty or Not Emp - Flag information for hybrid vehicle ISC Learning Idle speed control learning: Compl or Incmpl - Flag information for hybrid vehicle F/C for Engine Stop Req Fuel cut for engine stop request: ON or OFF - Flag information for hybrid vehicle Engine Independent Engine independent operation: Not Opr or Operate - Flag information for hybrid vehicle Racing Operation Racing operation: Not Opr or Operate - Flag information for hybrid vehicle Request Warm-up Request engine warm up: Not Req or Request - Flag information for hybrid vehicle Engine Independent Control Engine independent control operation: Not Opr or Operate - Flag information for hybrid vehicle Elec Water Pump Target Spd Engine water pump assembly target speed Min.: 0 RPM, Max.: 6375 RPM - - Elec Water Pump Spd Engine water pump assembly speed Min.: 0 RPM, Max.: 6375 RPM - - ISC Learning Value Idle speed control learning value: Min.: 0 L/s, Max.: 79.998 L/s 0.5 to 6.1 L/s Flag information for hybrid vehicle HINT: Normal condition: If no idling conditions are specified, the shift lever should be in N or P, and the A/C switch and all accessory switches should be off. *1: Excluding throttle valve opening percentage due to Idle Speed Control (ISC). *2: Values are only displayed when performing the Active Tests: Control the VVT System (Bank 1) and Control the VVT Linear (Bank1). For other Active Tests, the value will be 0.
2. ACTIVE TEST HINT: Using the Techstream to perform the 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 fuel injector assemblies are tested at the same time. Perform the test at 3000 RPM or less. Injection volume can be changed in fine gradations within the control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume / Gas AF Control / AFS Voltage B1S1 and O2S B1S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. This active test should be performed in inspection mode (maintenance mode). Control the Injection Volume for A/F Sensor Change injection volume -12.5%/0%/12.5% All fuel injector assemblies are tested at the same time. Perform the test at 3000 RPM or less. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / Gas AF Control / AFS Voltage B1S1 and O2S B1S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. This active test should be performed in inspection mode (maintenance mode). Control the EGR Step Position Open or close EGR valve 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. Perform this test when the following conditions are met: Vehicle is stopped. Engine is running. 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. This active test should be performed in inspection mode (maintenance mode). Activate the VSV for EVAP Control Activate purge VSV control ON/OFF The purge VSV is opened with a 30% duty ratio. This active test should be performed in inspection mode (maintenance mode). Control the Fuel Pump / Speed Activate fuel pump ON/OFF Perform this test when the following conditions are met: Power switch is on (IG). Engine is stopped. Park (P) has been selected 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. Perform this test when the following conditions are met: Power switch is on (IG). Engine is stopped. Park (P) has been selected Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF Perform this test when the following conditions are met: Power switch is on (IG). Engine is stopped. Park (P) has been selected This active test should be performed in inspection mode (maintenance mode). Control the Electric Cooling Fan Control electric cooling fan motor ON/OFF Perform this test when the following conditions are met: Power switch is on (IG). Engine is stopped. Park (P) has been selected 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 (accelerator pedal position: 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. Control the VVT Linear (Bank 1) Control camshaft timing oil control valve assembly (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 assembly is operated by 100%. Perform this test when the following conditions are met: Engine is idling. 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 the 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 assembly is turned on. Engine runs and idles normally when the camshaft timing oil control valve assembly is off. Perform this test when the following conditions are met: Engine is idling. 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 the 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 Refer to EVAP system. Refer to «EVAP System»(ref-551526-S40557310962013051500000) . Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) ON/OFF Refer to EVAP system. Refer to «EVAP System»(ref-551526-S40557310962013051500000) . Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #4) injector fuel cut #1/#2/#3/#4 ON/OFF This test possible when the following conditions are met: Vehicle is stopped. Engine is idling. Park (P) has been selected This active test should be performed in inspection mode (maintenance mode). Control the All Cylinders Fuel Cut Fuel cut for all cylinders ON/OFF This test possible when the following conditions are met: Vehicle is stopped. Engine is idling. Park (P) has been selected This active test should be performed in inspection mode (maintenance mode). Check the Cylinder Compression Check the cylinder compression pressure ON/OFF This active test should be performed in inspection mode (maintenance mode). *1 Activate the Electric Water Pump Engine water pump assembly speed control 0/3000 RPM Test possible when either of the following condition is met: Engine coolant temperature is less than 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»(ref-551389-S33941292062013051500000) . 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»(ref-551389-S33941292062013051500000) . 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.
3. SYSTEM CHECK HINT: Performing a System Check in the Utility menu enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. 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 key-off monitor automatically 35°C (95°F) or less If no pending DTCs are output after performing this test, system functioning normally Refer to EVAP System. Refer to «EVAP System»(ref-551526-S40557310962013051500000) Evaporative System Check (Manual Mode) Perform 6 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts Refer to EVAP System. Refer to «EVAP System»(ref-551526-S40557310962013051500000)

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 "See" below.

1. *1: The MIL flashes when a catalyst damaging misfire is detected.
2. *2: Only for MEXICO models.

SFI SYSTEM