Engine Control System (2AR-FE) (Diagnostics - Introduction): Diagnosis Toyota RAV4 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. SET 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 Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS NEXT: Go to next step
10. CHECK DTC* RESULT Result Proceed to Trouble code output A No trouble code output B B --> GO TO STEP 12 A: Go to next step
11. REFER TO DTC CHART NEXT: Go to next step
12. CONDUCT BASIC INSPECTION RESULT Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
13. REFER TO PROBLEM SYMPTOMS TABLE RESULT Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION RESULT Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS NEXT: Go to next step
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

BASIC INSPECTION

When a malfunction is not confirmed by the DTC check, troubleshooting should be carried out for all circuits considered to be possible causes of the problem. In many cases, by carrying out the basic engine check shown in the following flowchart, the location of the problem can be found quickly and efficiently. Therefore, using this check is essential when engine troubleshooting.

1. CHECK BATTERY VOLTAGE NOTE: Carry out this check with the engine stopped and the ignition switch off. RESULT Result Proceed to 11 V or higher OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-493432-S01319624172012081000000) 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. Refer to «REMOVAL - Step 3»(ref-493433-S34931423392012081000000) 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-493432-S01319624172012081000000)

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

Scheme 2

HINT

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

HINT

*: The ECM terminal voltage is constant regardless of the output voltage from the sensor.

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1. WAVEFORM 1 CAMSHAFT TIMING OIL CONTROL VALVE (OCV) Terminal No. (Symbol) Tool Setting Condition B30-36 (OC1+) - B30-59 (OC1-) 5 V/DIV, 1 ms/DIV Idling B30-35 (OE1+) - B30-58 (OE1-) 5 V/DIV, 1 ms/DIV Idling
2. WAVEFORM 2 AIR FUEL RATIO SENSOR (SENSOR 1) HEATER Terminal No. (Symbol) Tool Setting Condition B30-18 (HA1A) - B30-46 (E04) 5 V/DIV, 10 ms/DIV Idling with warm engine HINT: The wavelength varies in accordance with the engine operating condition.
3. WAVEFORM 3 HEATED OXYGEN SENSOR (SENSOR 2) Terminal No. (Symbol) Tool Setting Condition B30-125 (OX1B) - B30-102 (O1B-) 0.2 V/DIV, 200 ms/DIV Engine speed maintained at 2500 rpm for 2 minutes after warming up sensor HINT: In the Data List, item O2S B1 S2 shows the ECM input values from the heated oxygen sensor.
4. WAVEFORM 4 INJECTOR NO. 1 (TO NO. 4) INJECTION SIGNAL Terminal No. (Symbol) Tool Setting Condition B30-85 (#10) - B30-109 (E01) 20 V/DIV, 20 ms/DIV Idling B30-84 (#20) - B30-109 (E01) 20 V/DIV, 20 ms/DIV Idling B30-83 (#30) - B30-109 (E01) 20 V/DIV, 20 ms/DIV Idling B30-82 (#40) - B30-109 (E01) 20 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
5. WAVEFORM 5 KNOCK SENSOR Terminal No. (Symbol) Tool Setting Condition B30-87 (KNK1) - B30-110 (EKNK) 1 V/DIV, 1 ms/DIV Engine speed maintained at 4000 rpm after warming up engine HINT: The wavelength becomes shorter as the engine speed increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle.
6. WAVEFORM 6 CAMSHAFT POSITION SENSOR Terminal No. (Symbol) Tool Setting Condition B30-76 (G2+) - B30-122 (G2-) 5 V/DIV, 20 ms/DIV Idling B30-75 (EV1+) - B30-121 (EV1-) 5 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
7. WAVEFORM 7 CRANKSHAFT POSITION SENSOR Terminal No. (Symbol) Tool Setting Condition B30-74 (NE+) - B30-120 (NE-) 5 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
8. WAVEFORM 8 IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM) Terminal No. (Symbol) Tool Setting Condition B30-108 (IGT1) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Idling B30-107 (IGT2) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Idling B30-106 (IGT3) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Idling B30-105 (IGT4) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Idling B30-23 (IGF1) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
9. WAVEFORM 9 PURGE VSV Terminal No. (Symbol) Tool Setting Condition B30-28 (PRG) - B30-104 (E1) 10 V/DIV, 20 ms/DIV Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
10. WAVEFORM 10 VEHICLE SPEED SIGNAL Terminal No. (Symbol) Tool Setting Condition A9-15 (SPD) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Vehicle driven at 20 km/h (12 mph) HINT: The wavelength becomes shorter as the vehicle speed increases. Depending on the systems installed to the vehicle, the output voltage may rise to 12 V.
11. WAVEFORM 11 THROTTLE ACTUATOR POSITIVE TERMINAL Terminal No. (Symbol) Tool Setting Condition B30-21 (M+) - B30-19 (ME01) 5 V/DIV, 1 ms/DIV Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
12. WAVEFORM 12 THROTTLE ACTUATOR NEGATIVE TERMINAL Terminal No. (Symbol) Tool Setting Condition B30-20 (M-) - B30-19 (ME01) 5 V/DIV, 1 ms/DIV Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
13. WAVEFORM 13 ENGINE SPEED SIGNAL Terminal No. (Symbol) Tool Setting Condition A9-26 (TACH) - B30-104 (E1) 5 V/DIV, 10 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
14. WAVEFORM 14 CAN COMMUNICATION SIGNAL (REFERENCE) Terminal No. (Symbol) Tool Setting Condition A9-13 (CANH) - B30-104 (E1) 1 V/DIV, 10 μs/DIV Engine stopped and ignition switch ON HINT: The waveform varies depending on the CAN communication signal.
15. WAVEFORM 15 CAN COMMUNICATION SIGNAL (REFERENCE) Terminal No. (Symbol) Tool Setting Condition A9-5 (CANL) - B30-104 (E1) 1 V/DIV, 10 μs/DIV Engine stopped and ignition switch ON HINT: The waveform varies depending on the CAN communication signal.
16. WAVEFORM 16 DC MOTOR FOR TCV POSITIVE TERMINAL Terminal No. (Symbol) Tool Setting Condition B30-4 (IA1+) - B30-109 (E01) 5 V/DIV, 1 ms/DIV Idling with cold engine
17. WAVEFORM 17 DC MOTOR FOR TCV NEGATIVE TERMINAL Terminal No. (Symbol) Tool Setting Condition B30-3 (IA1-) - B30-109 (E01) 5 V/DIV, 1 ms/DIV Idling with cold engine

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, the Techstream (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle's ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle's on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system and components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are stored in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain stored in the ECM memory. To check the DTCs, connect the Techstream to the DLC3. The Techstream displays output DTCs, freeze frame data, and a variety of engine data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the ability of the system to detect malfunctions, including intermittent problems (Techstream only).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the next subsequent drive cycle, the MIL is illuminated (2nd trip).
4. DLC3 (Data Link Connector 3) Symbol (Terminal No.) Terminal Description Condition Specified Condition SIL (7) - SG (5) Bus "+" line During transmission Pulse generation CG (4) - Body ground Chassis ground Always Below 1 ohms SG (5) - Body ground Signal ground Always Below 1 ohms BAT (16) - Body ground Battery positive Always 11 to 14 V CANH (6) - CANL (14) CAN bus line Ignition switch off* 54 to 69 ohms CANH (6) - Battery positive HIGH-level CAN bus line Ignition switch off* 6 kohms or higher CANH (6) - CG (4) HIGH-level CAN bus line Ignition switch off* 200 ohms or higher CANL (14) - Battery positive LOW-level CAN bus line Ignition switch off* 6 kohms or higher CANL (14) - CG (4) LOW-level CAN bus line Ignition switch off* 200 ohms or higher NOTE: *: Before measuring the resistance, leave the vehicle as is for at least 1 minute and do not operate the ignition switch, any other switches or the doors. If the result is not as specified, the DLC3 may have a malfunction. Repair or replace the harness and connector. HINT: The DLC3 is the interface prepared for reading various data from the vehicle ECM. After connecting the cable of Techstream to the DLC3, turn the ignition switch to ON and turn the Techstream on. If a communication failure message is displayed on the Techstream screen, a problem exists in either the vehicle or Techstream. In order to identify the location of the problem, connect the Techstream to another vehicle. If communication is normal: Inspect the DLC3 on the original vehicle. If communication is still not possible: The problem is probably in the Techstream itself. Consult the Service Department listed in the instruction manual.
5. FREEZE FRAME DATA The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data stored at the time of a malfunction.
6. BATTERY VOLTAGE Standard voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery before proceeding.
7. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the ignition switch is first turned to ON (the engine is not running). The MIL turns off when the engine is started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL is not illuminated when the ignition switch is first turned to ON, check the MIL circuit.Refer to «MIL Circuit»(ref-493439-S15199188652012081000000) .
8. ALL READINESS HINT: With "All Readiness" you can check whether or not the DTC judgment has been completed by using the Techstream. You should check "All Readiness" after simulating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear the DTCs.Refer to «DTC CHECK / CLEAR»(ref-493432-S34411502992012081000000) . Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Tester Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform driving pattern after confirming DTC enabling conditions N/A Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU memory limit

DTC CHECK / CLEAR

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

HINT

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

2 TRIP DETECTION EXAMPLES

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HINT

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

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1. CHECK DTC Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine 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-493432-S02175369332012081000000) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI 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 ignition switch to ON. 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-493432-S02175369332012081000000) . Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 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 output, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, 5 separate sets of freeze frame data, including the data values at the time when the DTC is stored, can be checked. 3 data sets before the DTC is stored. 1 data set when the DTC is stored. 1 data set after the DTC is stored. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying the cause of the malfunction, and in judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA Tester Display Measurement Item Diagnostic Note Vehicle Speed Vehicle speed The speed indicated on the speedometer. Engine Speed Engine speed - Calculate Load Calculated load The load calculated by the ECM. Vehicle Load Vehicle load The load percentage in terms of the maximum intake air flow amount. MAF Air flow rate from Mass Air Flow (MAF) meter If the value is approximately 0.0 g/sec.: The Mass Air Flow (MAF) meter power source circuit is open. The VG circuit is open or shorted. If the value is 160.0 g/sec or more: The E2G circuit is open. Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F), the sensor circuit is shorted. Intake Air Intake air temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is 140°C (284°F), the sensor circuit is shorted. Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Engine coolant temperature at engine start - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Battery voltage - Accel Sens. No. 1 Volt % Absolute accelerator pedal position No. 1 - Accel Sens. No. 2 Volt % Absolute accelerator pedal position No. 2 - Throttle Sensor Volt % Absolute throttle position sensor The throttle opening angle recognized by the ECM. Read the value with the ignition switch ON. Throttl Sensor #2 Volt % Absolute throttle position sensor #2 The throttle opening angle recognized by the ECM. Read the value with the ignition switch ON. Throttle Sensor Position Throttle sensor positioning The calculated value based on VTA1. Read the value with the ignition switch ON. Throttle Motor DUTY Throttle actuator - Throttle Position Throttle Position For use when engine stall, starting problems or rough idle is present. ISC Flow Flow rate calculated using information from each sensor For use when engine stall, starting problems or rough idle is present. ISC Position Requested opening amount calculated using ISC control For use when engine stall, starting problems or rough idle is present. ISC Feedback Value ISC feedback compensation amount For use when engine stall, starting problems or rough idle is present. ISC Learning Value ISC learned compensation amount For use when engine stall, starting problems or rough idle is present. Electric Load Feedback Val Compensation flow rate according to electrical load For use when engine stall, starting problems or rough idle is present. Air Conditioner FB Val Compensation flow rate according to air conditioner load For use when engine stall, starting problems or rough idle is present. PS Feedback Val Compensation flow rate according to power steering load For use when engine stall, starting problems or rough idle is present. Low Revolution Control Low engine speed control operation state For use when engine stall, starting problems or rough idle is present. Neutral Control Neutral control operation state For use when engine stall, starting problems or rough idle is present. N Range Status Shift lever N status For use when engine stall, starting problems or rough idle is present. Eng Stall Control FB Flow Intake air compensation flow rate For use when engine stall, starting problems or rough idle is present. Deposit Loss Flow Flow loss due to deposits For use when engine stall, starting problems or rough idle is present. Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder1) Injection volume (cylinder 1) The quantity of fuel injection volume for 10 times. Fuel Pump/Speed Status Fuel pump/status - Vacuum Pump Key-off EVAP system leak detection pump status - TCV Status TCV status - Current Fuel Type Current fuel type - EVAP (Purge) VSV EVAP (purge) VSV control duty The order signal from the ECM. Evap Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learned value of purge density - EVAP System Vent Valve Key-off EVAP system vent valve status - EVAP Purge VSV VSV status for EVAP control - Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Fuel trim at A/F sensor - AFS Voltage B1S1 A/F sensor output voltage for bank 1 sensor 1 Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 - A/F Heater Duty #1 A/F heater duty ratio - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output voltage of the sensor. O2S Impedance B1S2 Heated oxygen sensor impedance for bank 1 sensor 2 - O2 Heater B1S2 Heated oxygen sensor heater - O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2 - Short FT #1 Short-term fuel trim of bank 1 Short-term fuel compensation is used to maintain the air-fuel ratio at the stoichiometric air-fuel ratio. Long FT #1 Long-term fuel trim of bank 1 Overall fuel compensation is carried out in the long-term to compensate for a continual deviation of the short-term fuel trim from the central value. Total FT #1 Total fuel trim of bank 1 - Fuel System Status #1 Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the heated oxygen sensor as feedback for fuel control. OL Drive: Open loop due to driving conditions (fuel enrichment). OL Fault: Open loop due to a detected system fault. CL Fault: Closed loop but the heated oxygen sensor, which is used for fuel control, is malfunctioning. Fuel System Status #2 Fuel system status (bank 2) IGN Advance Ignition timing advance for No. 1 cylinder - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Learned knocking correction value - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3) For use when engine stall, starting problems or rough idle is present. Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4) For use when engine stall, starting problems or rough idle is present. ACIS VSV VSV for acoustic control induction system (ACIS) - IAC Sensor Voltage Intake air control valve position sensor output voltage - Intake Air Control Position Intake air control valve position - VVT Control Status #1 VVT control (bank 1) status - VVT Advance Fail VVT control failure status - Catalyst Temp B1S1 Estimated catalyst temperature (for sensor 1) - Catalyst Temp B1S2 Estimated catalyst temperature (for sensor 2) - Starter Signal Starter signal (STA terminal input status) - Starter Control Starter switch status - Power Steering Signal Power steering switch status - Starter Relay Starter relay status - ACC Relay ACC relay status - Neutral Position SW Signal Park/neutral position switch status - Stop Light Switch Stop light switch status - A/C Signal A/C switch status - Idle Up Signal Idle up signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel-cut condition - Immobiliser Communication Immobiliser communication - TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Total distance vehicle driven after DTC cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared - Dist Batt Cable Disconnect Total distance vehicle driven after battery cable disconnected - IG OFF Elapsed Time Cumulative time after ignition switch off - TC and TE1 TC and CG (TE1) terminals of DLC3 - Ignition Trig. Count Ignition counter to calculated misfire count - Cylinder #1 Misfire Count Misfire count of cylinder 1 - Cylinder #2 Misfire Count Misfire count of cylinder 2 - Cylinder #3 Misfire Count Misfire count of cylinder 3 - Cylinder #4 Misfire Count Misfire count of cylinder 4 - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Average engine speed when misfire occurs - Misfire Load Average engine load when misfire occurred - Misfire Margin Margin to detect engine misfire - Catalyst OT MF F/C Availability of fuel-cut function to prevent misfire causing catalyst overheat - Cat OT MF F/C History History of fuel-cut function to prevent misfire causing catalyst overheat - Cat OT MF F/C Cylinder#1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) - Engine Speed (Starter Off) Engine speed when starter off For use when engine stall, starting problems or rough idle is present. Starter Count Number of times starter turned on after ignition switch turned to ON For use when engine stall, starting problems or rough idle is present. Run Dist of Previous Trip Distance driven during previous trip For use when engine stall, starting problems or rough idle is present. Engine Starting Time Time elapsed after engine started (interval between ignition switch ON and off) For use when engine stall, starting problems or rough idle is present. Previous Trip Coolant Temp Engine coolant temperature during previous trip For use when engine stall, starting problems or rough idle is present. Previous Trip Intake Temp Intake air temperature during previous trip For use when engine stall, starting problems or rough idle is present. Engine Oil Temperature Engine oil temperature (estimated temperature) For use when engine stall, starting problems or rough idle is present. Previous Trip Eng Oil Temp Engine oil temperature during previous trip For use when engine stall, starting problems or rough idle is present. Ambient Temp for A/C Ambient temperature for A/C For use when engine stall, starting problems or rough idle is present. Previous Trip Ambient Temp Ambient temperature during previous trip For use when engine stall, starting problems or rough idle is present. Engine Start Hesitation History of hesitation during engine start - Low Rev for Eng Start History of low engine speed after engine start - Minimum Engine Speed Minimum engine speed For use when engine stall, starting problems or rough idle is present. Fuel Cut Elps Time Time elapsed after engine runs at high speed The time elapsed after a fuel cut after high engine speed has occurred (more than the rpm at which fuel cut occurs + 500 rpm). Tumble C.V Duty Ratio Intake air control valve duty ratio - Electric Fan Motor Electric fan motor status - Brake Override System Brake override system status - Idle Fuel Cut Fuel cut idle ON: When the throttle valve is fully closed and the engine speed is more than 2800 rpm. FC TAU Fuel cut during very light load The fuel cut is being performed under a very light load to prevent the engine combustion from becoming incomplete. Immobiliser Fuel Cut Status of the immobiliser fuel cut - Immobiliser Fuel Cut History Status of the immobiliser fuel cut history - Electrical Load Signal 1 Electrical load signal - Electrical Load Signal 3 Electrical load signal

DIAGNOSTIC TROUBLE CODE CHART

HINT

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

If any DTCs are output during a check mode DTC check, check the circuit for the DTCs listed in the table below. For details of each DTC, refer to the "See " indicated.

SFI SYSTEM

1. *1: The MIL flashes when a catalyst-damaging misfire is detected.
2. *2: Only for Mexico Models