Engine Control System (1GR-FE) (Diagnostics - Introduction): Diagnosis Toyota Tacoma II рестайлинг

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO DLC3 HINT: If the display indicates a communication fault in the Techstream, inspect the DLC3. When any CAN communication system DTCs are output, perform troubleshooting on the CAN communication system first. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(ref-554464-S09559022582013052000000). NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* Check DTC. Refer to «DTC CHECK / CLEAR»(ref-554459-S40410068552013052000000). Check Freeze Frame Data. Refer to «FREEZE FRAME DATA»(ref-554459-S08424274682013052000000). HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* Clear DTCs and freeze frame data. Refer to «DTC CHECK / CLEAR»(ref-554459-S40410068552013052000000). NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SELECT CHECK MODE DIAGNOSIS* Switch the ECM from normal mode to check mode. HINT: Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE»(ref-554459-S18800274202013052000000). NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS Confirm problem symptoms. HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(ref-554459-S42332321852013052000000). If the engine does not start, first perform the "Check DTC" procedure and "Conduct Basic Inspection" procedure below. RESULT Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS HINT: Refer to Symptom Simulation. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(ref-554309-S39848363062013052000000). NEXT: Go to next step
10. CHECK DTC* Check for DTCs. HINT: Refer to DTC Check / Clear. Refer to «DTC CHECK / CLEAR»(ref-554459-S40410068552013052000000). 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 Refer to Diagnostic Trouble Code Chart. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-554459-S06730665172013052000000). NEXT: Go to next step
12. CONDUCT BASIC INSPECTION Refer to Basic Inspection. Refer to «BASIC INSPECTION»(ref-554459-S02355718512013052000000). 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 Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(ref-554459-S42332321852013052000000). RESULT Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT Check the ECM power source circuit. HINT: Refer to ECM Power Source Circuit. Refer to «ECM Power Source Circuit»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) . NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION RESULT Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS Check for intermittent problems. HINT: Refer to Check for Intermittent Problems. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-554459-S38977550292013052000000). 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 engine troubleshooting.

1. CHECK BATTERY VOLTAGE NOTE: Carry out this check with the engine stopped and ignition switch off. RESULT Result Proceed to 11 V or more OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-554459-S42332321852013052000000) OK: Go to next step
3. CHECK WHETHER ENGINE STARTS NG --> GO TO STEP 6 OK: Go to next step
4. CHECK AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY Visually check that the air cleaner filter element sub-assembly is not excessively contaminated with dirt or oil. NG --> REPLACE AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY OK: Go to next step
5. CHECK IDLING SPEED Check the engine idling speed. Refer to «ON-VEHICLE INSPECTION - Step 8»(ref-554377-S17151221322013052000000). NG --> TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE Check the fuel pressure. Refer to «ON-VEHICLE INSPECTION - Step 2»(/toyota/tacoma/ii-2011-2015/remont/fuel-system/#fuel-system-1gr-fe-inspection) . NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARK Perform a spark test. Refer to «ON-VEHICLE INSPECTION - Step 1»(/toyota/tacoma/ii-2011-2015/remont/ignition-system/#ignition-system-1gr-fe-inspection). NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-554459-S42332321852013052000000)

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.

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HINT

The standard normal 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 normal 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.

1. *1: The ECM terminal voltage is constant regardless of the output voltage from the sensor.
2. *2: for Automatic Transmission
3. *3: w/ Secondary Air Injection System

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1. WAVEFORM 1 CAMSHAFT TIMING OIL CONTROL VALVE SIGNAL ECM Terminal Name Between OC1+ and OC1- or OC2+ and OC2- Tester Range 5 V/DIV, 1 ms/DIV Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
2. WAVEFORM 2 AIR FUEL RATIO SENSOR HEATER SIGNAL ECM Terminal Name (a) Between HA1A and E04 (b) Between HA2A and E05 Tester Range 5 V/DIV, 10 ms/DIV Condition Idling with warm engine HINT: The wavelength varies in accordance with the engine operating condition.
3. WAVEFORM 3 HEATED OXYGEN SENSOR SIGNAL ECM Terminal Name Between OX1B and EX1B or OX2B and EX2B Tester Range 200 mV/DIV, 200 ms/DIV Condition Engine speed maintained at 2500 RPM for 2 minutes after warming up sensor HINT: In the Data List, item O2S B1S2 or O2S B2S2 shows the ECM input values from the heated oxygen sensor.
4. WAVEFORM 4 FUEL INJECTOR SIGNAL ECM Terminal Name Between #10 (to #60) and E01 Tester Range 30 V/DIV, 20 ms/DIV Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
5. WAVEFORM 5 KNOCK SENSOR SIGNAL ECM Terminal Name Between KNK1 and EKNK or KNK2 and EKN2 Tester Range 1 V/DIV, 1 ms/DIV Condition 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 on the tester differ slightly depending on the vehicle.
6. WAVEFORM 6 Crankshaft position sensor signal VVT sensor signal ECM Terminal Name (a) Between NE+ and NE- (b) Between VV1+ and VV1- or VV2+ and VV2- Tester Range 5 V/DIV, 20 ms/DIV Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
7. WAVEFORM 7 Igniter IGT signal (from ECM to igniter) Igniter IGF signal (from igniter to ECM) ECM Terminal Name (a) Between IGT (1 to 6) and E1 (b) Between IGF1 and E1 Tester Range 2 V/DIV, 20 ms/DIV Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
8. WAVEFORM 8 PURGE VSV SIGNAL ECM Terminal Name Between PRG and E1 Tester Range 10 V/DIV, 50 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.
9. WAVEFORM 9 VEHICLE SPEED SIGNAL ECM Terminal Name Between SPD and E1 Tester Range 2 V/DIV, 20 ms/DIV Condition Driving at 20 km/h (12 mph) HINT: The wavelength becomes shorter as the vehicle speed increases.
10. WAVEFORM 10 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.
11. WAVEFORM 11 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.
12. WAVEFORM 12 ENGINE SPEED SIGNAL ECM Terminal Name Between TACH and E1 Tester Range 5 V/DIV, 10 ms/DIV Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
13. WAVEFORM 13 CAN COMMUNICATION SIGNAL (REFERENCE) ECM Terminal Name Between CANH and E1 Tester Range 1 V/DIV, 10 μs/DIV Condition Stop engine and ignition switch to ON HINT: The wavelength varies depending on the CAN communication signal.
14. WAVEFORM 14 CAN COMMUNICATION SIGNAL (REFERENCE) ECM Terminal Name Between CANL and E1 Tester Range 1 V/DIV, 10 μs/DIV Condition Stop engine and ignition switch to ON HINT: The wavelength varies depending on the CAN communication signal.
15. WAVEFORM 15 TERMINAL DI SIGNAL OF AIR INJECTION CONTROL DRIVER ECM Terminal Names Between AIDI and E1 Tester Range 5 V/DIV, 50 ms/DIV Conditions Secondary air injection system operation HINT: The wavelength change when the air injection control driver detects malfunctions in the air injection system. Refer to «DTC P1613: Secondary Air Injection Driver Malfunction»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) .

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, the Techstream (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle's ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle's on-board computer illuminates the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control systems and components The powertrain control components (which affect vehicle emissions) The computer itself In addition, the applicable DTCs (Diagnostic Trouble Codes) prescribed by SAE J2012 are recorded on 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of engine data. The DTCs and freeze frame data can be cleared with the Techstream. Refer to «DTC CHECK / CLEAR»(ref-554459-S40410068552013052000000). In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, CAN communication is introduced in this system (CAN: Controller Area Network). It minimizes a gap between technician skills and vehicle technology. CAN is a network, which uses a pair of data transmission lines, spanning multiple computers and sensors. It allows a high speed communication between the systems and to simplify the wire harness connection.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (Techstream only). Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-554459-S38977550292013052000000).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the next subsequent drive cycle, the MIL is illuminated (2nd trip).
4. FREEZE FRAME DATA Freeze frame data record the engine condition (fuel system, calculated engine load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc) when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data, from the time the malfunction occurred.
5. DLC3 (Data Link Connector 3) The vehicle's ECM uses the ISO 15765-4 for communication protocol. The terminal arrangement of the DLC3 complies with SAE J1962 and matches the ISO 15765-4 format. Symbol Terminal No. Name Reference Terminal Result Condition SIL 7 Bus "+" line 5 - Signal ground Pulse generation During transmission CG 4 Chassis ground Body ground 1 ohms or less Always SG 5 Signal ground Body ground 1 ohms or less Always BAT 16 Battery positive Body ground 11 to 14 V Always CANH 6 CAN "High" line CANL 54 to 69 ohms Ignition switch off * CANH 6 CAN "High" line Battery positive 1 Mohms or higher Ignition switch off * CANH 6 CAN "High" line CG 200 ohms or higher Ignition switch off * CANL 14 CAN "Low" line Battery positive 1 Mohms or higher Ignition switch off * CANL 14 CAN "Low" line CG 200 ohms or higher Ignition switch off * HINT: * : 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. HINT: The DLC3 is the interface prepared for reading various data from the vehicle's ECM. After connecting the cable of the Techstream, turn the ignition switch to ON and turn the Techstream on. If a communication failure message is displayed on the Techstream screen (on the Techstream: Unable to Connect to VIN), 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 impossible: The problem is probably with the Techstream itself. Consult the Service Department listed in the instruction manual.
6. BATTERY VOLTAGE Standard voltage 11 to 14 V If the voltage is below 11 V, 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 should turn off when the engine is started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL is not illuminated when the ignition switch is first turned ON, check the MIL circuit. Refer to «MIL Circuit»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) .
8. ALL READINESS HINT: With All Readiness you can check whether or not the DTC judgment has been completed by using the Techstream. You should check All Readiness after simulating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-554459-S40410068552013052000000). Turn the ignition switch off and wait for 30 seconds. Turn the ignition switch to ON. 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 Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed You should perform driving after confirming 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 that 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-554459-S06730665172013052000000).
2. CLEAR DTC (Pending and Current DTC using Techstream) 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 DTCs.
3. CLEAR DTC (Without using Techstream) NOTE: After turning ignition switch off, waiting time may be required before disconnecting the cable from the negative (-) battery terminal. Therefore, make sure to read the disconnecting the cable from the negative (-) battery terminal notices before proceeding with work. Refer to «PRECAUTION»(ref-554309-S13095996702013052000000). 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-554459-S06730665172013052000000). Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving pattern can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 40 km/h (25 mph) or more for a total of 5 minutes or more. 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 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 Freeze frame data record the engine conditions (fuel system, calculated load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when a malfunction is detected. When troubleshooting, it can help determine if the vehicle was running or stopped, the engine was warmed up or not, the air fuel ratio was Lean or Rich, and other data, from the time the malfunction occurred. HINT: If it is impossible to replicate the problem even through a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream five separate sets of freeze frame data, including the data values at the time when the DTC was stored, can be checked. 3 data sets before the DTC was stored. 1 data set when the DTC was stored. 1 data set after the DTC was stored. These data sets can be used to simulate the conditions 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. 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 ignition switch to ON. 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 (-) 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 Calculated load by ECM. Vehicle Load Vehicle load - MAF Mass air flow volume If the mass air flow volume is approximately 0.0 gm/sec: The mass air flow meter power source circuit is open or short. The VG circuit is open or short. If the mass air flow volume is 271.0 gm/sec or more: The E2G circuit is open. Atmosphere Pressure Atmosphere pressure - Coolant Temp Engine coolant temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is higher than 135°C (275°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 higher than 128°C (262°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 Intake air temperature at engine start - Battery Voltage Battery voltage - Glow Indicator Supported*1 Glow indicator supported - Glow Indicator*1 Glow indicator - 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 % Throttle sensor positioning - Throttle Sensor #2 Volt % Throttle sensor positioning #2 - Throttle Sensor Position Throttle sensor positioning - Throttle Motor DUTY Throttle motor - Throttle Position Throttle position Reference: Check the value when the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated using information from each sensor Reference: Check the value when the engine stalls, is difficult to start, or idles roughly ISC Position Requested opening amount calculated using ISC control Reference: Check the value when the engine stalls, is difficult to start, or idles roughly This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow). ISC Feedback Value ISC feedback compensation amount Reference: Check the value when the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learned compensation amount Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Compensation flow rate according to electrical load Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Compensation flow rate according to air conditioner load Reference: Check the value when the engine stalls, is difficult to start, or idles roughly PS Feedback Val Compensation flow rate according to power steering load Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Low Revolution Control Low engine speed control operation state Reference: Check the value when the engine stalls, is difficult to start, or idles roughly N Range Status*1 Shift lever N status Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Intake air compensation flow rate Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Flow loss due to deposits Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder 1) Injection volume - Fuel Pump Speed Control Fuel pump speed control status - Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Key-off EVAP system leak detection pump status Refer to the EVAP System Refer to «EVAP System»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) . Current Fuel Type Current fuel type Used to identify the current fuel type: Gasoline EVAP (Purge) VSV EVAP purge VSV duty ratio - EVAP Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learning value of purge density - EVAP System Vent Value Key-off EVAP system vent valve status - EVAP Purge VSV EVAP Purge VSV - Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Fuel trim at air fuel ratio sensor - AF Lambda B2S1 Fuel trim at air fuel ratio sensor - AFS Voltage B1S1 AFS Voltage B2S1 Air fuel ratio sensor output 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 current (bank 1) - AFS Current B2S1 Air fuel ratio sensor current (bank 2) - A/F Heater Duty #1 Air fuel ratio heater duty ratio (bank 1) - A/F Heater Duty #2 Air fuel ratio heater duty ratio (bank 2) - O2S B1S2 O2S B2S2 Heated oxygen sensor output 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 O2S Impedance B2S2 Heated oxygen sensor impedance - O2 Heater B1S2 Heated oxygen sensor heater (bank 1) - O2 Heater B2S2 Heated oxygen sensor heater (bank 2) - O2 Heater Curr Val B1S2 Heated oxygen sensor current (bank 1) - O2 Heater Curr Val B2S2 Heated oxygen sensor current (bank 2) - Short FT #1 Short-term fuel trim (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 (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. A/F Learn Value Idle #1 Air fuel ratio learned value for idling (bank 1) - A/F Learn Value Low #1 Air fuel ratio learned value for low engine loads (bank 1) - A/F Learn Value Mid1 #1 Air fuel ratio learned value for mid-sized engine loads 1 (bank 1) - A/F Learn Value Mid2 #1 Air fuel ratio learned value for mid-sized engine loads 2 (bank 1) - A/F Learn Value High #1 Air fuel ratio learned value for high engine loads (bank 1) - Total FT #1 Total fuel trim (bank 1) - Short FT #2 Short-term fuel trim (bank 2) Short-term fuel compensation is used to maintain the air fuel ratio at the stoichiometric air fuel ratio. Long FT #2 Long-term fuel trim (bank 2) 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. A/F Learn Value Idle #2 Air fuel ratio learned value for idling (bank 2) - A/F Learn Value Low #2 Air fuel ratio learned value for low engine loads (bank 2) - A/F Learn Value Mid1 #2 Air fuel ratio learned value for mid-sized engine loads 1 (bank 2) - A/F Learn Value Mid2 #2 Air fuel ratio learned value for mid-sized engine loads 2 (bank 2) - A/F Learn Value High #2 Air fuel ratio learned value for high engine loads (bank 2) - Total FT #2 Total fuel trim (bank 2) - Fuel System Status #1 Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the air fuel ratio sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. Fuel System Status #2 Fuel system status (bank 2) OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the air fuel ratio sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. Air Pump Pressure (Absolute) Air pump pressure (bank 1) - Air Pump2 Pressure (Absolute) Air pump pressure (bank 2) - Air Pump Pulsation Pressure Air pump pulsation pressure - Secondary Air Control VSV Secondary air control VSV status - 2nd Air system Status Secondary air injection system status - AI Test Secondary air injection system operation prohibition - Subfreezing Conditions Subfreezing conditions status - Air Pump Freeze Air pump freeze status - Air switching Valve Freeze Air switching valve freeze status - Air switching Valve2 Freeze Air switching valve 2 freeze status - Air Pump Heater Air pump heater status - IGN Advance Ignition advance - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Correction learning value of knocking - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1) Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2) Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3) Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4) Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5) Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6) Reference: Check the value when the engine stalls, is difficult to start, or idles roughly ACIS VSV VSV for Acoustic Control Induction System (ACIS) - Actual VVT Angle #1 Actual VVT angle (bank 1) - Actual VVT Angle #2 Actual VVT angle (bank 2) - VVT Control Status #1 VVT control status - VVT Control Status #2 VVT control status - VVT Advance Fail VVT control failure status - Catalyst Temp B1S1 Catalyst Temp B2S1 Estimated catalyst temperature (sensor 1) - Catalyst Temp B1S2 Catalyst Temp B2S2 Estimated catalyst temperature (sensor 2) - Starter Signal Starter switch signal - Power Steering Signal Power steering switch status - Neutral Position SW Signal*1 Park/Neutral position switch signal - Clutch Switch*2 Clutch Switch status - 4WD SW*3 4WD switch status - Transfer L4*1 Transfer L4 switch status - Stop Light Switch Stop light switch - A/C Signal A/C signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel cut condition - Immobilizer Communication Immobilizer communication - TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Accumulated distance from DTC cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared - Dist Batt Cable Disconnect Accumulated distance from 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 - Cylinder #1 Misfire Count Cylinder #1 misfire count - Cylinder #2 Misfire Count Cylinder #2 misfire count - Cylinder #3 Misfire Count Cylinder #3 misfire count - Cylinder #4 Misfire Count Cylinder #4 misfire count - Cylinder #5 Misfire Count Cylinder #5 misfire count - Cylinder #6 Misfire Count Cylinder #6 misfire count - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Engine speed when misfire occurred - Misfire Load Engine load when misfire occurred - Misfire Margin Margin to detect engine misfire - Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C Cylinder#1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected) - Engine Speed (Starter Off) Engine speed when starter off Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after ignition switch turned to ON Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance driven during previous trip Before 5 seconds elapse after starting the engine, which is the DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. HINT: Run Dist of Previous Trip in the freeze frame data present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of the Data List (real-time measurements), or for freeze frame data present when DTCs other than P1604 were detected, the value indicates the distance driven during the current trip. Engine Starting Time Time elapsed after engine started (interval between ignition switch ON and off) Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Engine coolant temperature during previous trip Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air temperature during previous trip Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated temperature) Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature during previous trip Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature for A/C Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature during previous trip Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of hesitation during engine start Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Low Rev for Eng Start History of low engine speed after engine start Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Minimum Engine Speed Minimum engine speed Reference: Check the value when the engine stalls, is difficult to start, or idles roughly ACT VSV A/C cut status for Active Test - 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 3500 RPM. FC TAU Fuel cut during very light load Fuel cut being performed under a very light load to prevent the engine combustion from becoming incomplete. Immobilizer Fuel Cut Status of immobilizer fuel cut - Immobilizer Fuel Cut History Status of the immobilizer fuel cut history - Electrical Load Signal 1 Electrical load signal - Electrical Load Signal 2 Electrical load signal - A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output (bank 1) - A/F Sensor Determination (worst value) #2 Worst judgment value of air fuel ratio sensor output (bank 2) - 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) - Engine Speed Fluctuation Avg (worst value) #5 Worst value of average engine speed fluctuation (Cylinder 5) - Engine Speed Fluctuation Avg (worst value) #6 Worst value of average engine speed fluctuation (Cylinder 6) - SPD (NT)*1 Input shaft speed Data is displayed in increments of 50 RPM. SPD (SP2)*1 Output shaft speed - *1: for Automatic Transmission *2: for Manual Transmission *3: for 4WD FOR MEXICO MODELS Tester Display Measurement Item Diagnostic Note Injector (port) Injection period of No. 1 cylinder - IGN Advance Ignition advance - Calculate Load Calculated load Calculated load by ECM Vehicle Load Vehicle load - MAF Mass air flow volume If the mass air flow volume is approximately 0.0 gm/sec: The mass air flow meter power source circuit is open or short. The VG circuit is open or short. If the mass air flow volume is 271.0 gm/sec or more: The E2G circuit is open. Engine Speed Engine speed - Vehicle Speed Vehicle speed Speed indicated on speedometer Coolant Temp Engine coolant temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is higher than 135°C (275°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 higher than 128°C (262°F), the sensor circuit is shorted. Air-Fuel Ratio Ratio compared to stoichiometric level - Purge Density Learn Value Learning value of purge density - EVAP Purge Flow Ratio of evaporative purge flow to intake air volume - EVAP (Purge) VSV EVAP purge VSV duty ratio - Knock Correct Learn Value Correction learning value of knocking - Knock Feedback Value Feedback value of knocking - Accelerator Position No. 1 Absolute accelerator pedal position No. 1 - Accelerator Position No. 2 Absolute accelerator pedal position No. 2 - Throttle Position Absolute throttle position - Throttle Sensor Position Throttle sensor positioning - Throttle Sensor Position #2 Absolute throttle sensor positioning #2 - Throttle Motor DUTY Throttle motor - O2S B1S2 O2S B2S2 Heated oxygen sensor output 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 B1S1 AFS B2S1 Air fuel ratio sensor output 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 B2S1 Air fuel ratio sensor current - Total FT #1 Total fuel trim (bank 1) - Total FT #2 Total fuel trim (bank 2) - Short FT #1 Short-term fuel trim (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 (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. Short FT #2 Short-term fuel trim (bank 2) Short-term fuel compensation is used to maintain the air fuel ratio at the stoichiometric air fuel ratio. Long FT #2 Long-term fuel trim (bank 2) 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. Fuel System Status (Bank1) Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the air fuel ratio sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. Fuel System Status (Bank2) Fuel system status (bank 2) OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the air fuel ratio sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. O2FT B1S2 Fuel trim at heated oxygen sensor - O2FT B2S2 Fuel trim at heated oxygen sensor - AF Lambda B1S1 Fuel trim at air fuel ratio sensor - AFS B1S1 Air fuel ratio sensor current - AF FT B2S1 Fuel trim at air fuel ratio sensor - Catalyst Temp (B1S1) Catalyst Temp (B2S1) Estimated catalyst temperature (sensor 1) - Catalyst Temp (B1S2) Catalyst Temp (B2S2) Estimated catalyst temperature (sensor 2) - Sub O2S Impedance B1S2 Sub O2S Impedance B2S2 Heated oxygen sensor impedance - Initial Engine Coolant Temp Engine coolant temperature at engine start - Initial Intake Air Temp Intake air temperature at engine start - Injection Volum (Cylinder1) Injection volume - Starter Signal Starter switch signal - Power Steering Switch Power steering switch - Power Steering Signal Power steering signal (history) - Closed Throttle Position SW Closed throttle position switch - A/C Signal A/C signal - Neutral Position SW Signal Park/Neutral position switch signal - Electrical Load Signal Electrical load signal - Stop Light Switch Stop light switch - Battery Voltage Battery voltage - Atmosphere Pressure Atmosphere pressure - Fuel Pump Speed Control Fuel pump speed control status - ACIS VSV VSV for Acoustic Control Induction System (ACIS) - ACT VSV A/C cut status for Active Test - VVT Control Status (Bank2) VVT control status (bank 2) - EVAP Purge VSV EVAP Purge VSV - Fuel Pump/Speed Status Fuel pump/speed status - VVT Control Status (Bank1) VVT control status (bank 1) - Vacuum Pump Key-off EVAP system leak detection pump status Refer to EVAP System Refer to «EVAP System»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) EVAP System Vent Valve Key-off EVAP system vent valve status - TC and TE1 TC and CG (TE1) terminals of DLC3 - Engine Speed of Cyl #1 Engine speed for cylinder 1 - Engine Speed of Cyl #2 Engine speed for cylinder 2 - Engine Speed of Cyl #3 Engine speed for cylinder 3 - Engine Speed of Cyl #4 Engine speed for cylinder 4 - Engine Speed of Cyl #5 Engine speed for cylinder 5 - Engine Speed of Cyl #6 Engine speed for cylinder 6 - Av Engine Speed of All Cyl Engine speed for all cylinders - VVT Aim Angle (Bank1) VVT aim angle (bank 1) - VVT Change Angle (Bank1) VVT change angle (bank 1) - VVT OCV Duty (Bank1) VVT OCV operation duty (bank 1) - VVT Aim Angle (Bank2) VVT aim angle (bank 2) - VVT Change Angle (Bank2) VVT change angle (bank 2) - VVT OCV Duty (Bank2) VVT OCV operation duty (bank 2) - Idle Fuel Cut Fuel cut idle ON: when throttle valve fully closed and the engine speed is more than 3500 RPM FC TAU Fuel cut during very light load Fuel cut being performed under very light load to prevent the engine combustion from becoming incomplete Ignition Ignition counter - Cylinder #1 Misfire Count Cylinder #1 misfire count - Cylinder #2 Misfire Count Cylinder #2 misfire count - Cylinder #3 Misfire Count Cylinder #3 misfire count - Cylinder #4 Misfire Count Cylinder #4 misfire count - Cylinder #5 Misfire Count Cylinder #5 misfire count - Cylinder #6 Misfire Count Cylinder #6 misfire count - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Engine speed when misfire occurred - Misfire Load Engine load when misfire occurred - Misfire Margin Margin to detect engine misfire - Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected) - Engine Run Time Accumulated engine running time - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Accumulated distance from DTC cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared

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 ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine 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 km/h (0 mph), Max.: 255 km/h (158 mph) Actual vehicle speed The speed is indicated on speedometer. Engine Speed Engine speed/ Min.: 0 RPM, Max.: 16383 RPM 650 to 750 RPM: Idling - Calculate Load Calculated load by ECM/ Min.: 0%, Max.: 100% 10 to 40%: Idling 10 to 40%: Running without load (2000 RPM) - Vehicle Load Vehicle load/ Min.: 0%, Max.: 25700% Actual vehicle load - MAF Air flow rate from mass air flow meter/ Min.: 0 gm/sec, Max.: 655.35 gm/sec 3.2 to 4.7 gm/sec: Idling 13.1 to 18.9 gm/sec: 2000 RPM If the mass air flow volume is approximately 0.0 gm/sec: The mass air flow meter power source circuit is open or short. The VG circuit is open or short. If the mass air flow volume is 271.0 gm/sec or more: The E2G circuit is open. Atmosphere Pressure Atmospheric pressure/ Min.: 0 kPa, Max.: 255 kPa Equivalent to atmospheric pressure (absolute pressure) - Coolant Temp Engine coolant temperature/ Min.: -40°C (-40°F), Max.: 140°C (284°F) 75 to 100°C (176 to 212°F): After warming up If the value is -40°C (-40°F): the sensor circuit is open. If the value is higher than 135°C (275°F): the sensor circuit is shorted. Intake Air Intake air temperature/ Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient air temperature If the value is -40°C (-40°F): the sensor circuit is open. If the value is higher than 128°C (262°F): the sensor circuit is shorted. Engine Run Time Engine run time/ Min.: 0 s, Max.: 65535 s Time after engine start Service data. Initial Engine Coolant Temp Initial engine coolant temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Coolant temperature when engine started Service data. Initial Intake Air Temp Initial intake air temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Intake air temperature when engine started Service data. Battery Voltage Battery voltage/ Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling - Glow Indicator Supported*3 Glow indicator supported/ Unsupp or Supp - - Glow Indicator*3 Glow indicator/ ON or OFF - - Accelerator Position Accelerator pedal position/ Min.: 0%, Max.: 399.9% Actual accelerator pedal position - Accel Sens. No. 1 Volt % Absolute accelerator pedal position No. 1/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 52 to 90%: Accelerator pedal fully depressed - Accel Sens. No. 2 Volt % Absolute accelerator pedal position No. 2/ Min.: 0%, Max.: 100% 24 to 40%: Accelerator pedal released 68 to 95%: Accelerator pedal fully depressed - Accel Sensor Out No. 1 Accelerator pedal position sensor No. 1 voltage/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal released 2.6 to 4.5 V: Accelerator pedal fully depressed - Accel Sensor Out No. 2 Accelerator pedal position sensor No. 2 voltage/ Min.: 0 V, Max.: 4.98 V 1.2 to 2.0 V: Accelerator pedal released 3.4 to 4.75 V: Accelerator pedal fully depressed - Accelerator Idle Position Whether or not accelerator pedal position sensor detecting idle/ ON or OFF ON: Idling - Accel Fully Close Learn #1 Accelerator fully closed learning value No. 1/ Min.: 0 deg, Max.: 124.5 deg - ETCS service data Accel Fully Close Learn #2 Accelerator fully closed learning value No. 2/ Min.: 0 deg, Max.: 124.5 deg - ETCS service data Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 64 to 96%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA1. Throttl Sensor #2 Volt % Throttle valve opening percentage according to throttle position sensor No. 2/ Min.: 0%, Max.: 100% 42 to 62%: Accelerator pedal released 92 to 100%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA2. ST1 Brake pedal signal/ ON or OFF ON: Brake pedal depressed - System Guard System guard/ ON or OFF - ETCS service data Open Side Malfunction Open side malfunction/ ON or OFF - ETCS service data Throttle Idle Position Whether or not throttle position sensor detecting idling ON or OFF ON: Accelerator pedal released OFF: Accelerator pedal fully depressed - Throttle Require Position Required throttle position/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling - Throttle Sensor Position*1 Throttle position sensor/ Min.: 0%, Max.: 100% 0%: Accelerator pedal released 50 to 80%: Accelerator pedal fully depressed Recognition value for throttle opening angle on ECM. Throttle Position No. 1 Throttle position sensor No. 1 output voltage/ Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal released 3.2 to 4.8 V: Accelerator pedal fully depressed 0.6 to 1.4 V: Fail-safe operating - Throttle Position No. 2 Throttle position sensor No. 2 output voltage/ Min.: 0 V, Max.: 4.98 V 2.1 to 3.1 V: Accelerator pedal released 4.6 to 4.98 V: Accelerator pedal fully depressed 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value/ Min.: 0 V, Max.: 4.98 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1/ Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V ETCS service data Throttle Sens Open Pos #2 Throttle sensor opener position No. 2/ Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V ETCS service data Throttle Motor Current Throttle motor current/ Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling ETCS service data Throttle Motor DUTY Throttle actuator/ Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up ETCS service data Throttle Motor Duty (Open) Throttle actuator duty ratio (open)/ Min.: 0%, Max.: 255% 0 to 40%: Idling ETCS service data Throttle Motor Duty (Close) Throttle actuator duty ratio (closed)/ Min.: 0%, Max.: 255% 0 to 40%: Idling ETCS service data Throttle Fully Close Learn Throttle valve fully closed (learned value)/ Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal released - +BM Voltage +BM voltage/ Min.: 0 V, Max.: 79.998 V 11 to 14 V: Ignition switch to ON and system normal ETCS service data Actuator Power Supply Actuator power supply/ ON or OFF ON: Idling ETCS service data Throttle Position Throttle valve opening angle/ Min.: 0 deg, Max.: 499.99 deg - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated using information from each sensor/ Min.: 0 L/s, Max.: 79.99 L/s - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly ISC Position Requested opening amount calculated using ISC control/ Min.: 0 deg, Max.: 499.99 deg - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow). ISC Feedback Value ISC feedback compensation amount/ Min.: -40 L/s, Max.: 39.99 L/s - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learned compensation amount/ Min.: -40 L/s, Max.: 39.99 L/s - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Compensation flow rate according to electrical load/ Min.: -40 L/s, Max.: 39.99 L/s - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Compensation flow rate according to air conditioner load/ Min.: -40 L/s, Max.: 39.99 L/s - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly PS Feedback Val Compensation flow rate according to power steering load/ Min.: -40 L/s, Max.: 39.99 L/s - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Low Revolution Control Low engine speed control operation state/ ON or OFF - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly N Range Status Shift lever N status/ ON or OFF - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Intake air compensation flow rate/ Min.: -40 L/s, Max.: 39.99 L/s - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Flow loss due to deposits/ Min.: -40 L/s, Max.: 39.99 L/s - This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when the engine stalls, is difficult to start, or idles roughly. When the ISC learned value is initialized by disconnecting the battery negative terminal or removing the fuses (EFI MAIN and ETCS fuses), perform the following procedures in order to quickly relearn the Deposit Loss Flow value. After the Deposit Loss Flow has been relearned, gradual fine adjustments will continue automatically. Start the engine cold and allow the engine to idle. After the engine is warmed up (engine coolant temperature is above 80°C [176°F]), allow the engine to idle for an additional 5 minutes. Turn the ignition switch off and wait for 30 seconds. Start the engine again, and allow the engine to idle for 5 minutes. Injector (Port) Injection period of the No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs 2000 to 4000 μs: idling - Injection Volum (Cylinder 1) Injection volume (cylinder 1)/ Min.: 0 ml, Max.: 2.047 ml 0.005 to 0.015 ml: Idling Quantity of fuel injection volume for 10 times. Fuel Pump Speed Control Fuel pump speed control status: ON or OFF ON: Idling - Fuel Pump/Speed Status Fuel pump/speed status/ ON or OFF - - Vacuum Pump Key-OFF EVAP system leak detection pump status/ ON or OFF - - Current Fuel Type Status of the current fuel type Gasoline/petrol - EVAP (Purge) VSV Purge VSV control duty/ Min.: 0%, Max.: 100% 0 to 100%: During idling Command signal from ECM. EVAP Purge Flow Purge flow/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling - Purge Density Learn Value Learning value of purge density/ Min.: -200, Max.: 199.993 Idling: -40 to 0 Service data. Vapor Pressure Pump Vapor pressure/ Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10814.17 mmHg) Near atmosphere pressure: Fuel cap removed Pressure inside fuel tank monitored by vapor pressure sensor. Vapor pressure (Calculated) Vapor pressure (calculated)/ Min.: -720.896 kPa (-5407.17 mmHg), Max.: 720.874 kPa (5407.002 mmHg) Near atmosphere pressure: Fuel cap removed Pressure inside fuel tank monitored by vapor pressure sensor. EVAP System Vent Valve Key-OFF EVAP system vent valve status/ ON or OFF - - EVAP Purge VSV VSV status for EVAP control/ ON or OFF - - Purge Cut VSV Duty Purge cut VSV duty/ Min.: 0%, Max.: 399.9% - - Target Air-Fuel Ratio Air fuel ratio: Min.: 0, Max.: 1.999 0.8 to 1.2: During idling - AF Lambda B1S1 Short-term fuel trim associated (bank 1 sensor 1)/ Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air fuel ratio = 1 Value more than 1 (1.001 to 1.999) = Lean - AF Lambda B2S1 Short-term fuel trim associated (bank 2 sensor 1)/ Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air fuel ratio = 1 Value more than 1 (1.001 to 1.999) = Lean - AFS Voltage B1S1 Air fuel ratio sensor output voltage (bank 1 sensor 1)/ Min.: 0 V, Max.: 7.999 V 2.8 to 3.8 V: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor. AFS Voltage B2S1 Air fuel ratio sensor output voltage (bank 2 sensor 1)/ Min.: 0 V, Max.: 7.999 V 2.8 to 3.8 V: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor. AFS Current B1S1 Air fuel ratio sensor current (bank 1 sensor 1)/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output current of the sensor. AFS Current B2S1 Air fuel ratio sensor current (bank 2 sensor 1)/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the output current of the sensor. A/F Heater Duty #1 Air fuel ratio heater duty ratio (bank 1) Min.: 0%, Max.: 399.9% 0 to 100% - A/F Heater Duty #2 Air fuel ratio heater duty ratio (bank 2) Min.: 0%, Max.: 399.9% 0 to 100% - O2S B1S2 Heated oxygen sensor output voltage (bank 1 sensor 2)/ Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving 70 km/h (44 mph) 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 voltage output of the sensor. O2S B2S2 Heated oxygen sensor output voltage (bank 2 sensor 2)/ Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving 70 km/h (44 mph) 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 voltage output of the sensor. 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 approx. 10 min. in an urban area. O2S Impedance B2S2 Heated oxygen sensor impedance (bank 2 sensor 2)/ Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm After driving for approx. 10 min. in an urban area. O2 Heater B1S2 Heated oxygen sensor heater (bank 1 sensor 2)/ Not Act or Active - - O2 Heater B2S2 Heated oxygen sensor heater (bank 2 sensor 2)/ Not Act or Active - - O2 Heater Curr Val B1S2 Heated oxygen sensor current (bank 1 sensor 2)/ Min.: 0 A, Max.: 4.999 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor current (bank 2 sensor 2)/ Min.: 0 A, Max.: 4.999 A - - Short FT #1 Short-term fuel trim (bank 1)/ Min.: -100%, Max.: 99.2% -15 to 15% This item refers to the short-term fuel compensation used to maintain the air fuel ratio at the stoichiometric air fuel ratio. Long FT #1 Long-term fuel trim (bank 1)/ Min.: -100%, Max.: 99.2% -15 to 15% This item refers to the overall fuel compensation carried out in the long-term to compensate for a continual deviation of the short-term fuel trim from the central value. Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and separate values are stored for each operating range. "Long FT #1" indicates the learned value for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range. A/F Learn Value Idle #1 Air fuel ratio learned value for idling (bank 1)/ Min.: -50%, Max.: 49.6% - Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher). A/F Learn Value Low #1 Air fuel ratio learned value for low engine loads (bank 1)/ Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) 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 learned value for midsized engine loads 1 (bank 1)/ Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize 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 learned value for midsized engine loads 2 (bank 1)/ Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the midsize 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 learned value for high engine loads (bank 1)/ Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts). Total FT #1 Total fuel trim (bank 1) Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Short FT #2 Short-term fuel trim (bank 2)/ Min.: -100%, Max.: 99.2% -15 to 15% This item refers to the short-term fuel compensation used to maintain the air fuel ratio at the stoichiometric air fuel ratio. Long FT #2 Long-term fuel trim (bank 2)/ Min.: -100%, Max.: 99.2% -15 to 15% This item refers to the overall fuel compensation carried out in the long-term to compensate for a continual deviation of the short-term fuel trim from the central value. Air-fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and separate values are stored for each operating range. "Long FT #2" indicates the learned value for the current operating range. [A/F Learn Value Idle #2], [A/F Learn Value Low #2], [A/F Learn Value Mid1 #2], [A/F Learn Value Mid2 #2] and [A/F Learn Value High #2] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #2" indicates the current engine operating range. A/F Learn Value Idle #2 Air fuel ratio learned value for idling (bank 2)/ Min.: -50%, Max.: 49.6% - Learning is performed when idling with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher). A/F Learn Value Low #2 Air fuel ratio learned value for low engine loads (bank 2)/ Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid1 #2 Air fuel ratio learned value for midsized engine loads 1 (bank 2)/ Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher) and operating in the midsize load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid2 #2 Air fuel ratio learned value for midsized engine loads 2 (bank 2)/ Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher) and operating in the midsize load range closer to the high load range (when the range of engine loads is divided into four parts). A/F Learn Value High #2 Air fuel ratio learned value for high engine loads (bank 2)/ Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 75°C [167°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts). Total FT #2 Total fuel trim (bank 2) Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Fuel System Status #1 Fuel system status (bank 1)/ OL, CL, OLDrive, OLFault or CLFault CL: Idling after warming up OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the air fuel ratio sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. Fuel System Status #2 Fuel system status (bank 2)/ OL, CL, OLDrive, OLFault or CLFault CL: Idling after warming up OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the air fuel ratio sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. Air Pump Pressure (Absolute) Air pump pressure (absolute) (bank 1)/ Min.: 0 kPa (0 mmHg), Max.: 65535 kPa (491553.1 mmHg) Atmospheric pressure +1 kPa (7.5 mmHg) or more: Air pump on, air switching valve (bank 1) open Close to atmospheric pressure: Air pump off, air switching valve (bank 1) closed Refer to DTC P2431. Refer to «DTC P2431: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank1; DTC P2432: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank1; DTC P2433: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank1; DTC P2436: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank 2; DTC P2437: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank 2; DTC P2438: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank 2»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests). Air Pump2 Pressure (Absolute) Air pump pressure (absolute) (bank 2)/ Min.: 0 kPa (0 mmHg), Max.: 65535 kPa (491553.1 mmHg) Atmospheric pressure +1 kPa (7.5 mmHg) or more: Air pump on, air switching valve (bank 2) open Close to atmospheric pressure: Air pump off, air switching valve (bank 2) closed Refer to DTC P2431. Refer to «DTC P2431: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank1; DTC P2432: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank1; DTC P2433: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank1; DTC P2436: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank 2; DTC P2437: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank 2; DTC P2438: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank 2»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests). Air Pump Pulsation Pressure Air pump pulsation pressure/ Min.: 0 kPa (0 mmHg), Max.: 655.35 kPa (4915.531 mmHg) - Cumulative pulsation pressure calculated by ECM. Refer to «DTC P2444: Secondary Air Injection System Pump Stuck On Bank1; DTC P2445: Secondary Air Injection System Pump Stuck Off Bank1»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests). Secondary Air Control VSV Secondary air injection system status/ ON or OFF ON: Secondary air injection system operating - 2nd Air System Status Secondary air system status: ON or OFF ON: Secondary air system operating - AI Test AI operation prohibition/ READY or NOT RDY READY - Subfreezing Conditions Subfreezing conditions status: ON or OFF - - Air Pump Heater Air pump heater status: ON or OFF - Active Test support data. IGN Advance Ignition timing advance for No. 1 cylinder/ Min.: -64 deg, Max.: 63.5 deg BTDC 7 to 24°: Idling - Knock Feedback Value Feedback value of knocking/ Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) -22 to 0 deg(CA): Driving, 70 km/h (44 mph) Service data. Knock Correct Learn Value Correction learning value of knocking/ Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) 0 to 22 deg(CA): Driving, 70 km/h (44 mph) Service data. Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1)/ Min.: 0 deg(CA), Max.: 15.93 deg(CA) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2)/ Min.: 0 deg(CA), Max.: 15.93 deg(CA) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3)/ Min.: 0 deg(CA), Max.: 15.93 deg(CA) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4)/ Min.: 0 deg(CA), Max.: 15.93 deg(CA) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5)/ Min.: 0 deg(CA), Max.: 15.93 deg(CA) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6)/ Min.: 0 deg(CA), Max.: 15.93 deg(CA) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly ACIS VSV VSV status for ACIS control/ ON or OFF - - VVT Control Status #1 Variable valve timing (VVT) control status (bank 1)/ ON or OFF - - VVT Control Status #2 VVT control status (bank 2)/ ON or OFF - - VVT Advance Fail VVT control failure status/ ON or OFF ON: VVT control failure - VVT Aim Angle #1*2 VVT aim angle (Bank 1)/ Min.: 0%, Max.: 399.9% 0 to 80% VVT duty signal value during intrusive operation. VVT Change Angle #1*2 VVT change angle (bank 1)/ Min.: 0 DegFR, Max.: 639.9 DegFR 0 DegFR: Idling Displacement angle during intrusive operation. VVT OCV Duty #1*2 VVT camshaft timing oil control valve operation duty (bank 1)/ Min.: 0%, Max.: 399.9% 0 to 100% Requested duty value for intrusive operation. VVT Aim Angle #2*2 VVT aim angle (bank 2)/ Min.: 0%, Max.: 399.9% 0 to 80% VVT duty signal value during intrusive operation. VVT Change Angle #2*2 VVT change angle (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR 0 DegFR: Idling Displacement angle during intrusive operation. VVT OCV Duty #2*2 VVT camshaft timing oil control valve operation duty (bank 2)/ Min.: 0%, Max.: 399.9% 0 to 100% 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 (Bank 1, Sensor 1)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp B2S1 Catalyst temperature (Bank 2, Sensor 1)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp B1S2 Catalyst temperature (Bank 1, Sensor 2)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp B2S2 Catalyst temperature (Bank 2, Sensor 2)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Starter Signal Starter signal/ ON or OFF ON: Cranking - Power Steering Signal Power steering switch signal/ ON or OFF ON: Power steering operation - Neutral Position SW Signal*3 PNP switch status/ ON or OFF ON: P or N position - Clutch Switch*4 Clutch Switch status/ ON or OFF ON: Clutch pedal depressed - 4WD SW*5 4WD switch status/ ON or OFF ON: 4WD ON - Transfer L4*3 Transfer L4 switch status/ ON or OFF ON: Transfer L4 ON - Stop Light Switch Stop light switch/ ON or OFF ON: Brake pedal depressed - A/C Signal A/C switch status/ ON or OFF ON: A/C ON - Closed Throttle Position SW Closed throttle position switch/ ON or OFF ON: Throttle fully closed OFF: Throttle open - Fuel Cut Condition Fuel cut condition/ ON or OFF ON: Fuel cut operating - Immobilizer Communication Immobilizer communication/ ON or OFF ON: Normal - Check Mode Check mode/ ON or OFF ON: Check mode ON Refer to the Check Mode Procedure Refer to «CHECK MODE PROCEDURE»(ref-554459-S18800274202013052000000). SPD Test Result Check mode result for vehicle speed sensor/ Compl or Incmpl - - AS Test Result Check mode result for secondary air injection system/ Compl or Incmpl - - Misfire Test Result Check mode result for misfire monitor/ Compl or Incmpl - - OXS1 Test Result Check mode result for heated oxygen sensor (Bank 1)/ Compl or Incmpl - - OXS2 Test Result Check mode result for heated oxygen sensor (Bank 2)/ Compl or Incmpl - - A/F Test Results #2 Check mode result for air fuel ratio sensor (Bank 2)/ 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/VVT monitor/ Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor/ Compl or Incmpl - - O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor/ Not Avl or Avail - - O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor/ Compl or Incmpl - - O2S(A/FS) Monitor O2S (A/FS) monitor/ Not Avl or Avail - - O2S(A/FS) Monitor O2S (A/FS) monitor/ Compl or Incmpl - - A/C Monitor A/C Monitor/ Not Avl or Avail - - A/C Monitor A/C Monitor/ Compl or Incmpl - - 2nd Air Monitor 2nd air monitor/ Not Avl or Avail - - 2nd Air Monitor 2nd air monitor/ Compl or Incmpl - - EVAP Monitor EVAP monitor/ Not Avl or Avail - - EVAP Monitor EVAP monitor/ Compl or Incmpl - - Heated Catalyst Monitor Heated catalyst monitor/ Not Avl or Avail - - Heated Catalyst Monitor Heated catalyst monitor/ Compl or Incmpl - - Catalyst Monitor Catalyst monitor/ Not Avl or Avail - - Catalyst Monitor Catalyst monitor/ Compl or Incmpl - - Component Monitor ENA Comprehensive component monitor/ Unable or Enable - - Component Monitor CMPL Comprehensive component monitor/ Compl or Incmpl - - Fuel System Monitor ENA Fuel system monitor/ Unable or Enable - - Fuel System Monitor CMPL Fuel system monitor/ Compl or Incmpl - - Misfire Monitor ENA Misfire monitor/ Unable or Enable - - Misfire Monitor CMPL Misfire monitor/ Compl or Incmpl - - EGR/VVT Monitor ENA EGR 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 - Number of stored DTCs. MIL MIL status/ ON or OFF ON: MIL on - MIL ON Run Distance MIL on run distance/ Min.: 0 km, Max.: 65535 km Distance after DTC stored - Running Time from MIL ON Running time from MIL on/ Min.: 0 min, Max.: 65535 min Equivalent to running time after MIL on - Time after DTC Cleared Time after DTC cleared/ Min.: 0 min, Max.: 65535 min Equivalent to time after DTCs cleared - Distance from DTC Cleared Distance after DTC cleared/ Min.: 0 km, Max.: 65535 km Equivalent to drive distance after DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared/ Min.: 0, Max.: 255 - Number of warm-up cycles after the DTC is cleared. Dist Batt Cable Disconnect Distance from battery cable disconnected/ Min.: 0 km, Max.: 65535 km - - IG OFF Elapsed Time Time after ignition switch off/ Min.: 0 min, Max.: 655350 min - - OBD Requirements OBD requirement OBD II (California ARB) - Number of Emission DTC Emission related DTCs - Number of emission related DTCs. TC and TE1 TC and TE1 terminal of DLC3/ ON or OFF - - Ignition Trig. Count Ignition counter/ Min.: 0, Max.: 65535 0 to 600 - Cylinder #1 Misfire Count to Cylinder #6 Misfire Count Misfire count of the cylinder 1 to 6/ Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire count/ Min.: 0, Max.: 255 0 - Misfire RPM Engine speed for first misfire range/ Min.: 0 RPM, Max.: 6375 RPM 0 RPM: Misfire 0 - Misfire Load Engine load for first misfire range/ Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Misfire Margin Misfire margin: Min.: -128%, Max.: 127% 0 to 99.22% Misfire detecting margin Catalyst OT MF F/C Catalyst over temperature misfire prevention F/C/ Not Avl or Avail Avail: Cat OT MF F/C available Not Avl: Cat OT MF F/C not available - Cat OT MF F/C History Catalyst over temperature misfire prevention F/C history/ ON or OFF OFF: Fuel cut operation not exists - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Engine Speed (Starter Off) Engine speed when starter off/ Min.: 0 RPM, Max.: 51199 RPM - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after ignition switch turned to ON/ Min.: 0, Max.: 255 - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance driven during previous trip/ Min.: 0 km, Max.: 655.35 km - Before 5 seconds elapse after starting the engine, which is the DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. HINT: Run Dist of Previous Trip in the freeze frame data present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of the Data List (real-time measurements), or for freeze frame data present when DTCs other than P1604 were detected, the value indicates the distance driven during the current trip. Engine Starting Time Time elapsed after engine started (interval between ignition switch to ON and off)/ Min.: 0 ms, Max.: 655350 ms - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Engine coolant temperature during previous trip/ Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Engine coolant temperature during previous trip/ Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated temperature)/ Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine coolant temperature during previous trip/ Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature for A/C/ Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature during previous trip/ Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of hesitation during engine start/ ON or OFF - - Low Rev for Eng Start History of low engine speed after engine start/ ON or OFF - - Minimum Engine Speed Minimum engine speed/ Min.: 0 RPM, Max.: 51199 RPM - Reference: Check the value when the engine stalls, is difficult to start, or idles roughly ACT VSV A/C cut status for Active Test/ ON or OFF - - Brake Override System Brake override system status/ ON or OFF ON: Brake override system operating - Idle Fuel Cut Fuel cut idle/ ON or OFF ON: Fuel cut operation Idle Fuel Cut is "ON" when the throttle valve is fully closed and the engine speed is more than 3500 RPM. FC TAU Fuel cut TAU: Fuel cut during very light load/ ON or OFF ON: Fuel cut operation The fuel cut being performed under a very light load to prevent the engine combustion from becoming incomplete. Immobilizer Fuel Cut Status of immobilizer fuel cut/ ON or OFF - - Immobilizer Fuel Cut History Status of the immobilizer fuel cut history/ ON or OFF - - Electrical Load Signal 1 Electrical load signal/ ON or OFF - - Electrical Load Signal 2 Electrical load signal/ ON or OFF - - Model Code Model code - Identifying the model code: GRN2#. Engine Type Engine type - Identifying the engine type: 1GRFE. Cylinder Number Number of cylinders/ Min.: 0, Max.: 255 - Identifying the number of cylinders: 6. Transmission Type Transmission type - Identifying the transmission type: MT or ECT 5th. Destination Destination - Identifying the destination: A (America). Model Year Model year/ Min.: 1900, Max.: 2155 - Identifying the model year: 20##. System Identification System identification - Identifying the engine system: Gasoline (gasoline engine). Engine Speed of Cyl #1 Engine speed for cylinder 1/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test. Engine Speed of Cyl #2 Engine speed for cylinder 2/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test. Engine Speed of Cyl #3 Engine speed for cylinder 3/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test. Engine Speed of Cyl #4 Engine speed for cylinder 4/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test. Engine Speed of Cyl #5 Engine speed for cylinder 5/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test. Engine Speed of Cyl #6 Engine speed for cylinder 6/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test. Av Engine Speed of All Cyl Engine speed for all cylinders/ Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test. A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output (bank 1)/ Min.: -1, Max.: 0.99 0.00 The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. A/F Sensor Determination (worst value) #2 Worst judgment value of air fuel ratio sensor output (bank 2)/ Min.: -1, Max.: 0.99 0.00 The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (Cylinder 1)/ Min.: 0, Max.: 2.55 0.00 The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (Cylinder 2)/ Min.: 0, Max.: 2.55 0.00 The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (Cylinder 3)/ Min.: 0, Max.: 2.55 0.00 The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (Cylinder 4)/ Min.: 0, Max.: 2.55 0.00 The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. Engine Speed Fluctuation Avg (worst value) #5 Worst value of average engine speed fluctuation (Cylinder 5)/ Min.: 0, Max.: 2.55 0.00 The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. Engine Speed Fluctuation Avg (worst value) #6 Worst value of average engine speed fluctuation (Cylinder 6)/ Min.: 0, Max.: 2.55 0.00 The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared. SPD (NT)*3 Input shaft speed/ Min.: 0 RPM, Max.: 12750 RPM Lock-up is ON (after warming up engine): Input turbine speed (NT) equal to engine speed OFF (idling with shift lever in N): Input turbine speed (NT) nearly equal to engine speed Data is displayed in increments of 50 RPM. SPD (SP2)*3 Output shaft speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Vehicle stopped: 0 km/h (0 mph) (output shaft speed is equal to vehicle speed) - HINT: Normal Condition: If no conditions are specifically stated for "idling", the shift lever is in P or N (Neutral), the A/C switch is off and all accessory switches are off. *1: Excluding throttle valve opening percentage due to Idle Speed Control (ISC). *2: Data List values are only displayed when performing the following Active Tests: Control the VVT Linear (Bank 1) and Control the VVT Linear (Bank 2). For other Active Tests, the Data List value will be 0. *3: for Automatic Transmission *4: for Manual Transmission *5: for 4WD FOR MEXICO MODELS Tester Display Measurement Item/Range Normal Condition Diagnostic Note Injector (port) Injection period of No. 1 cylinder/ Min.: 0 ms, Max.: 32.64 ms 1.6 to 2.7 msec.: Idling - IGN Advance Ignition timing advance for No. 1 cylinder/ Min.: -64 deg., Max.: 63.5 deg. BTDC 7 to 24°: Idling - Calculate Load Calculated load by ECM/ Min.: 0%, Max.: 100% 10 to 40%: Idling 10 to 40%: Running without load (2000 RPM) - Vehicle Load Vehicle load/ Min.: 0%, Max.: 25700% Actual vehicle load - MAF Air flow rate from MAF meter/ Min.: 0 gm/sec, Max.: 655.35 gm/sec 3.2 to 4.7 gm/sec: Idling 13.1 to 18.9 gm/sec: 2000 RPM If the mass air flow volume is approximately 0.0 gm/sec: The mass air flow meter power source circuit is open or short. The VG circuit is open or short. If the mass air flow volume is 271.0 gm/sec or more: The E2G circuit is open. Engine Speed Engine speed/ Min.: 0 RPM, Max.: 16383.75 RPM 650 to 750 RPM: Idling - Vehicle Speed Vehicle speed/ Min.: 0 km/h, Max.: 255 km/h Actual vehicle speed The speed is indicated on speedometer Coolant Temp Engine coolant temperature/ Min.: -40°C (-40°F), Max.: 140°C (284°F) 75 to 100°C (176 to 212°F): After warming up If the value is -40°C (-40°F): the sensor circuit is open. If the value is higher than 135°C (275°F): the sensor circuit is shorted. Intake Air Intake air temperature/ Min.: -40°C, Max.: 140°C (284°F) Equivalent to ambient air temperature If the value is higher than -40°C (-40°F): the sensor circuit is open. If the value is 128°C (262°F): the sensor circuit is shorted. Air-Fuel Ratio Air fuel ratio/ Min.: 0, Max.: 1.999 0.8 to 1.2: Idling - Purge Density Learn Value Learning value of purge density/ Min.: -50, Max.: 350 -35 to 1: Idling Service data EVAP Purge Flow Purge flow/ Min.: 0%, Max.: 102.4% 0 to 100%: Idling - EVAP (Purge) VSV EVAP (Purge) VSV control duty/ Min.: 0%, Max.: 100% 0 to 100%: During idling Command signal from ECM Vapor Pressure Pump Vapor pressure/ Min.: 33.853 kPa (253.91 mmHg), Max.: 125.596 kPa (942.04 mmHg) Near atmosphere pressure: Fuel cap removed Pressure inside fuel tank monitored by vapor pressure sensor. Vapor Pressure (calculated) Vapor pressure (calculated)/ Min.: -5.632 kPa (-42.24 mmHg), Max.: 715.264 kPa (5364.92 mmHg) Near atmosphere pressure: Fuel cap removed Pressure inside fuel tank monitored by vapor pressure sensor. Knock Correct Learn Value Correction learning value of knocking/ Min.: -64°CA, Max.: 1984°CA 0 to 22°CA: Driving, 70 km/h (44 mph) Service data Knock Feedback Value Feedback value of knocking/ Min.: -64°CA, Max.: 1984°CA -22 to 0°CA: Driving, 70 km/h (44 mph) Service data Clutch Current Clutch current/ Min.: 0 A, Max.: 2.49 A - - Accelerator Position No. 1 Accelerator pedal position No. 1/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 52 to 90%: Accelerator pedal fully depressed - Accelerator Position No. 2 Accelerator pedal position No. 2/ Min.: 0%, Max.: 100% 24 to 40%: Accelerator pedal released 68 to 95%: Accelerator pedal fully depressed - Accelerator Position No. 1 Accelerator pedal position sensor No. 1 voltage/ Min.: 0 V, Max.: 4.98 V - - Accelerator Position No. 2 Accelerator pedal position sensor No. 2 voltage/ Min.: 0 V, Max.: 4.98 V - - Accelerator Position No. 1 Accelerator pedal position sensor No. 1 voltage/ Min.: 0 V, Max.: 5 V 0.5 to 1.1 V: Accelerator pedal released 2.6 to 4.5 V: Accelerator pedal fully depressed - Accelerator Position No. 2 Accelerator pedal position sensor No. 2 voltage/ Min.: 0 V, Max.: 5 V 1.2 to 2.0 V: Accelerator pedal released 3.4 to 4.75 V: Accelerator pedal fully depressed - Accelerator Idle Position Whether or not accelerator pedal position sensor detecting idle/ ON or OFF ON: Idling - Throttle Fully Closed Learn Throttle valve fully closed (learned value)/ Min.: 0 V, Max.: 5 V 0.4 to 1.0 V: Accelerator pedal released - Accel Fully Close #1 AD Accelerator fully closed value No. 1 (AD)/ Min.: 0 V, Max.: 4.98 V - ETCS service data Accel Fully Close Learn #1 Accelerator fully closed learning value No. 1/ Min.: 0 deg., Max.: 124.512 deg. - ETCS service data Accel Fully Close Learn #2 Accelerator fully closed learning value No. 2/ Min.: 0 deg., Max.: 124.512 deg. - ETCS service data Fail Safe Drive Whether or not fail-safe function executed/ ON or OFF ON: ETCS has failed OFF: ETCS normal ETCS service data Fail Safe Drive (Main CPU) Whether or not fail-safe function executed/ ON or OFF ON: ETCS has failed OFF: ETCS normal ETCS service data ST1 Brake pedal signal/ ON or OFF ON: Brake pedal released - System Guard System guard/ ON or OFF - ETCS service data Open Side Malfunction Open side malfunction/ ON or OFF - ETCS service data Throttle Idle Position Whether or not throttle position sensor detecting idle/ ON or OFF ON: Accelerator pedal released OFF: Accelerator pedal fully depressed - Throttle Require Position Required throttle position/ Min.: 0 V, Max.: 5 V 0.5 to 1.1 V: Idling - Throttle Sensor Position Throttle valve opening percentage according to throttle position sensor/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 64 to 96%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA1. Throttle Sensor Position #2 Throttle valve opening percentage according to throttle position sensor No. 2/ Min.: 0%, Max.: 100% 42 to 62%: Accelerator pedal released 92 to 100%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA2. Throttle Position No. 1 Throttle position sensor No. 1 output voltage/ Min.: 0 V, Max.: 4.98 V - - Throttle Position No. 2 Throttle position sensor No. 2 output voltage/ Min.: 0 V, Max.: 4.98 V - - Throttle Position No. 1 Throttle position sensor No. 1 output voltage/ Min.: 0 V, Max.: 5 V 0.5 to 1.1 V: Accelerator pedal released 3.2 to 4.8 V: Accelerator pedal fully depressed 0.6 to 1.4 V: Fail-safe operating - Throttle Position No. 2 Throttle position sensor No. 2 output voltage/ Min.: 0 V, Max.: 5 V 2.1 to 3.1 V: Accelerator pedal released 4.6 to 5.0 V: Accelerator pedal fully depressed 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value/ Min.: 0 V, Max.: 4.9804 V 0.5 to 4.8 V - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1/ Min.: 0 V, Max.: 4.9804 V 0.6 to 1.4 V ETCS service data Throttle Sens Open Pos #2 Throttle sensor opener position No. 2/ Min.: 0 V, Max.: 4.9804 V 1.7 to 2.5 V ETCS service data Throttle Sens Open #1 (AD) Throttle position sensor No. 1 output voltage (AD)/ Min.: 0 V, Max.: 4.9804 V 0.5 to 4.8 V - Throttle Motor Whether throttle actuator control permitted/ ON or OFF ON: Ignition switch ON OFF: ETCS has failed - Throttle Motor Current Throttle actuator current/ Min.: 0 A, Max.: 80 A 0 to 3.0 A: Idling - Throttle Motor Throttle actuator/ Min.: 0%, Max.: 100% 0.5 to 40%: Idling - Throttle Motor Current Throttle actuator current/ Min.: 0 A, Max.: 19.92 A 0 to 3.0 A: Idling - Throttle Motor Open Duty Throttle actuator duty ratio/ Min.: 0%, Max.: 100% 0 to 40%: Idling ETCS service data Throttle Motor Close Duty Throttle actuator duty ratio/ Min.: 0%, Max.: 100% 0 to 40%: Idling ETCS service data Throttle Motor Duty (Open) Throttle actuator duty ratio (open)/ Min.: 0%, Max.: 100% - - Throttle Motor Duty (Close) Throttle actuator duty ratio (close)/ Min.: 0%, Max.: 100% - - O2S B1S2 Heated oxygen sensor output voltage (bank 1 sensor 2)/ Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving, 70 km/h (44 mph) Performing Control the Injection Volume or Control the Injection Volume for A/F sensor function of Active Test enables technician to check output voltage of sensor O2S B2S2 Heated oxygen sensor output voltage (bank 2 sensor 2)/ Min.: 0 V, Max.: 1.275 V 0.1 to 0.9 V: Driving, 70 km/h (44 mph) Performing Control the Injection Volume or Control the Injection Volume for A/F sensor function of Active Test enables technician to check output voltage of sensor AFS B1S1 Air fuel ratio sensor output voltage (bank 1 sensor 1)/ Min.: 0 V, Max.: 7.999 V 2.8 to 3.8 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F sensor function of Active Test enables technician to check output voltage of sensor AFS B2S1 Air fuel ratio sensor output voltage (bank 2 sensor 1)/ Min.: 0 V, Max.: 7.999 V 2.8 to 3.8 V: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F sensor function of Active Test enables technician to check output voltage of sensor AFS B2S1 Air fuel ratio sensor output current (bank 2 sensor 1)/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F sensor function of Active Test enables technician to check output voltage of sensor Total FT #1 Total fuel trim (bank 1) Average value for fuel trim system of (bank 1)/ Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Total FT #2 Total fuel trim (bank 1) Average value for fuel trim system (bank 2)/ Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Short FT #1 Short-term fuel trim (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 (bank 1)/ Min.: -100%, Max.: 99.2% -30 to 30% Overall fuel compensation carried out in long-term to compensate for continual deviation of short-term fuel trim from central value Short FT #2 Short-term fuel trim (bank 2)/ 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 #2 Long-term fuel trim (bank 2)/ Min.: -100%, Max.: 99.2% -30 to 30% Overall fuel compensation carried out in long-term to compensate for continual deviation of short-term fuel trim from central value Fuel System Status (Bank 1) Fuel system status (bank 1)/ OL or CL or OLDrive or OLFault or CLFault 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 the air fuel ratio sensor, which is used for fuel control, is malfunctioning Fuel System Status (Bank 2) Fuel system status (bank 2)/ OL or CL or OLDrive or OLFault or CLFault 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 the air fuel ratio sensor, which is used for fuel control, is malfunctioning O2FT B1S2 Short-term fuel trim associated (bank 1 sensor 2)/ Min.: -100%, Max.: 99.2% -20 to 20% - O2FT B2S2 Short-term fuel trim associated (bank 2 sensor 2)/ Min.: -100%, Max.: 99.2% -20 to 20% - AF Lambda B1S1 Short-term fuel trim associated (bank 1 sensor 1)/ Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air fuel ratio = 1 Value greater than 1 (1.001 to 1.999) = Lean - AFS B1S1 Air fuel ratio sensor output current (bank 1 sensor 1)/ Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling Performing Control the Injection Volume or Control the Injection Volume for A/F sensor function of Active Test enables technician to check output voltage of sensor AF FT B2S1 Short-term fuel trim associated (bank 2 sensor 1)/ Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air fuel ratio = 1 Value greater than 1 (1.001 to 1.999) = Lean - Catalyst Temp (B1S1) Catalyst temperature (bank 1 sensor 1)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp (B2S1) Catalyst temperature (bank 2 sensor 1)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp (B1S2) Catalyst temperature (bank 1 sensor 2)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Catalyst Temp (B2S2) Catalyst temperature (bank 2 sensor 2)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - Sub O2S Impedance B1S2 Heated oxygen sensor impedance (bank 1 sensor 2)/ Min.: 0 ohms, Max.: 21247.68 ohms 5 to 15000 ohms After driving for approx. 10 min. in an urban area. Sub O2S Impedance B2S2 Heated oxygen sensor impedance (bank 2 sensor 2)/ Min.: 0 ohms, Max.: 21247.68 ohms 5 to 15000 ohms After driving for approx. 10 min. in an urban area. Initial Engine Coolant Temp Initial engine coolant temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) Coolant temperature when engine started Service data Initial Intake Air Temp Initial intake air temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) Intake air temperature when engine started Service data Injection Volum (Cylinder 1) Injection volume (Cylinder 1)/ Min.: 0 ml, Max.: 2.048 ml 0.005 to 0.015 ml: Idling Quantity of fuel injection volume for 10 times Starter Signal Starter signal/ ON or OFF ON: Cranking - Power Steering Switch Power steering switch/ ON or OFF ON: Power steering operation - Power Steering Signal Power steering signal (history)/ ON or OFF ON: When steering wheel first turned after battery terminals connected This signal status usually ON until battery terminals disconnected Closed Throttle Position SW Closed throttle position switch/ ON or OFF ON: Throttle fully closed OFF: Throttle open - A/C Signal A/C switch status/ ON or OFF ON: A/C ON - Neutral Position SW Signal*2 PNP switch status ON or OFF ON: P or N position - Electrical Load Signal Electrical load signal/ ON or OFF - - Stop Light Switch Stop light switch status/ ON or OFF ON: Brake pedal depressed - ETCS Actuator Power ETCS power supply/ ON or OFF ON: Ignition switch to ON and system normal OFF: ETCS has failed - +BM Voltage +BM voltage/ Min.: 0 V, Max.: 19.92 V 11 to 14 V: Ignition switch ON and system normal ETCS service data Battery Voltage Battery voltage/ Min.: 0, Max.: 65.535 V 11 to 14 V: Idling - Actuator Power Supply Actuator power supply/ ON or OFF ON: Idling - Atmosphere Pressure Atmospheric pressure/ Min.: 0 kPa, Max.: 150 kPa Equivalent to atmospheric pressure (absolute pressure) - Fuel Pump Speed Control Fuel pump speed control status/ ON/H or OFF/L ON: Idling - ACIS VSV VSV status for ACIS control/ ON or OFF - - ACT VSV A/C cut status for Active Test/ ON or OFF - - VVT Control Status (Bank2) VVT control (bank 2) status/ ON or OFF - - EVAP Purge VSV VSV status for EVAP control/ ON or OFF - - Fuel Pump/Speed Status Fuel pump/status/ ON or OFF - - VVT Control Status (Bank1) VVT control (bank 1) status/ ON or OFF - - Vacuum Pump Key-OFF EVAP system leak detection pump status/ ON or OFF - - EVAP System Vent Valve Key-OFF EVAP system vent valve status/ ON or OFF - - TC and TE1 TC and CG (TE1) terminals of DLC3/ ON or OFF - - Engine Speed of Cyl #1 Engine speed for cylinder 1/ Min.: 0 RPM, Max.: 25600 RPM - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #2 Engine speed for cylinder 2/ Min.: 0 RPM, Max.: 25600 RPM - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #3 Engine speed for cylinder 3/ Min.: 0 RPM, Max.: 25600 RPM - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #4 Engine speed for cylinder 4/ Min.: 0 RPM, Max.: 25600 RPM - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #5 Engine speed for cylinder 5/ Min.: 0 RPM, Max.: 25600 RPM - Output only when Check the Cylinder Compression is performed using Active Test Engine Speed of Cyl #6 Engine speed for cylinder 6/ Min.: 0 RPM, Max.: 25600 RPM - Output only when Check the Cylinder Compression is performed using Active Test An Engine Speed of All Cyl Engine speed for all cylinders/ Min.: 0 RPM, Max.: 25600 RPM - Output only when Check the Cylinder Compression is performed using Active Test VVT Aim Angle (Bank1)*1 VVT aim angle (bank 1)/ Min.: 0%, Max.: 100% 0 to 80% VVT duty signal value during intrusive operation VVT Change Angle (Bank1)*1 VVT change angle (bank 1)/ Min.: 0° FR, Max.: 60° FR 0 to 5° FR: Idling Displacement angle during intrusive operation VVT OCV Duty (Bank1)*1 VVT camshaft timing oil control valve operation duty (bank 1)/ Min.: 0%, Max.: 100% 0 to 100% Requested duty value for intrusive operation VVT Aim Angle (Bank2)*1 VVT aim angle (bank 2)/ Min.: 0%, Max.: 100% 0 to 80% VVT duty signal value during intrusive operation VVT Change Angle (Bank2)*1 VVT change angle (bank 2)/ Min.: 0° FR, Max.: 60° FR 0 to 5° FR: Idling Displacement angle during intrusive operation VVT OCV Duty (Bank2)*1 VVT camshaft timing oil control valve operation duty (bank 2)/ Min.: 0%, Max.: 100% 0 to 100% Requested duty value for intrusive operation Idle Fuel Cut Fuel cut idle/ ON or OFF ON: Fuel cut operating Idle Fuel Cut = "ON" when throttle valve fully closed and engine speed is more than 2800 RPM FC TAU Fuel cut TAU (Fuel cut during very light load)/ ON or OFF ON: Fuel cut operation Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Ignition Number of counts of misfire counter/ Min.: 0, Max.: 600 0 to 600 - Cylinder #1 Misfire Count to Cylinder #6 Misfire Count Misfire count of cylinder 1 to 6/ Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire count/ Min.: 0, Max.: 255 0 - Misfire RPM Average engine speed during misfire/ Min.: 0 RPM, Max.: 6375 RPM 0 RPM: Misfire 0 - Misfire Load Average load during misfire/ Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Misfire Margin Misfire margin/ Min.: -100%, Max.: 99.22% -100 to 99.22% Misfire detecting margin Catalyst OT MF F/C Catalyst over temperature misfire prevention F/C/ Not Avl or Avail Avail: Cat OT MF F/C available Not Avl: Cat OT MF F/C not available - Cat OT MF F/C History Catalyst over temperature misfire prevention F/C history/ ON or OFF OFF: Fuel cut operation not exists - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF ON: Fuel cut operating - # Codes Number of detected DTCs/ Min.: 0, Max.: 255 - - Check Mode Check mode/ ON or OFF ON: Check mode ON Refer to the Check Mode Procedure. Refer to «CHECK MODE PROCEDURE»(ref-554459-S18800274202013052000000). SPD Test Check mode result for vehicle speed sensor/ Compl or Incmpl - - Misfire Test Check mode result for misfire monitor/ Compl or Incmpl - - OXS2 Test Check mode result for HO2 sensor (bank 2)/ Compl or Incmpl - - OXS1 Test Check mode result for HO2 sensor (bank 1)/ Compl or Incmpl - - A/F Test Results (Bank 2) Check mode result for air fuel ratio sensor (bank 2)/ Compl or Incmpl - - A/F Test Results (Bank 1) Check mode result for air fuel ratio sensor (bank 1)/ Compl or Incmpl - - MIL MIL status/ ON or OFF ON: MIL on - MIL ON Run Distance MIL ON run distance/ Min.: 0 km, Max.: 65535 km Distance after DTC stored - Running Time from MIL ON Running time from MIL ON/ Min.: 0 min., Max.: 65535 min. Equivalent to running time after MIL on - Engine Run Time Engine run time/ Min.: 0 s, Max.: 65535 s Time after engine start Service data. Time after DTC Cleared Time after DTC cleared/ Min.: 0 min., Max.: 65535 min. Equivalent to time after DTCs cleared - Distance from DTC Cleared Distance after DTC cleared/ Min.: 0 km, Max.: 65535 km Equivalent to drive distance after DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared/ Min.: 0, Max.: 255 - Number of warm-up cycles after DTC cleared OBD Requirements OBD requirement OBD II (California ARB) - Number of Emission DTC Emission related DTCs - Number of emission related DTCs 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 - - 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 - - EVAP Monitor EVAP monitor/ Not Avl or Avail - - EVAP Monitor EVAP 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 Monitor ENA EGR monitor/ Unable or Enable - - EGR 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 - - Model Code Model code - Identifying the model code: GRN2# Engine Type Engine type - Identifying the engine type: 1GRFE Cylinder Number Cylinder number/ Min.: 0, Max.: 255 - Identifying the number of cylinders: 6 Transmission Type Transmission type - Identifying the transmission type: M/T or ECT Destination Destination - Identifying the destination: A (America) Model Year Model year/ Min.: 1900, Max.: 2155 - Identifying the model year: 20## System Identification System identification - Identifying the engine system: Gasoline (Gasoline engine) HINT: Normal Condition: If no conditions are specifically stated for "idling", the shift lever is in P or N (Neutral), the A/C switch is off and all accessory switches are off. *1: Data List values are only displayed when performing the following Active Tests: Control the VVT Linear (Bank 1) and Control the VVT Linear (Bank 2). For other Active Tests, the Data List value will be 0. *2: for Automatic Transmission
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. Connect the Techstream to the DLC3. Turn the ignition switch to ON. 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 / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. 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 voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. Activate the VSV for Secondary Air Control Activate the secondary air system OFF/ON Do not perform this test for 5 seconds or more. After the test, do not perform the test again for 30 seconds. Activate the Fuel Pump Speed Control Fuel pump speed control OFF (high speed) / ON (low speed) Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). Activate the VSV for Intake Control Activate VSV for intake control OFF/ON Do not perform this test for 10 seconds or more. Activate the VSV for EVAP Control Activate purge VSV control OFF/ON The valve is opened with a 30% duty ratio. Control the A/C Cut Signal Control A/C cut signal OFF/ON Test possible when following Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). Control the Fuel Pump/Speed Activate fuel pump OFF/ON Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). Connect the TC and TE1 Turn on and off TC and TE1 connection OFF/ON ON: TC and TE1 connected. OFF: TC and TE1 disconnected. Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever is in P (Neutral). Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control OFF/ON Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). Prohibit the Catalyst OT Misfire prevent F/C Prohibit catalyst overheat malfunction prevention fuel cut operation during misfire OFF/ON ON: Fuel cut is prohibited Confirm that the vehicle is stopped and the engine speed is 3000 RPM or less. Control the ETCS Open/Close Slow Speed Throttle actuator Open/Close Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Fully depressing the accelerator pedal (accelerator pedal angle: 58 degrees or more). Shift lever is in P (Neutral). Control the ETCS Open/Close Fast Speed Throttle actuator Open/Close Same as above. Control the VVT Linear (Bank 1) Control VVT (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 VVT actuator is operated by 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever is in P (Neutral). DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 1) Camshaft timing oil control valve (bank 1) on and off OFF/ON Engine stalls or idles roughly when camshaft timing oil control valve is turned on. Engine runs or idles normally when camshaft timing oil control valve is OFF. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Perform this test when the following conditions are met: Engine is idling. Shift lever is in P (Neutral). Control the VVT Linear (Bank 2) Control VVT (bank 2) -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 VVT actuator is operated by 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever is in P (Neutral). DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 2) Camshaft timing oil control valve (bank 2) on and off OFF/ON Engine stalls or idles roughly when camshaft timing oil control valve is turned on. Engine runs or idles normally when camshaft timing oil control valve is OFF. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Perform this test when the following conditions are met: Engine is idling. Shift lever is in P (Neutral). Activate the Vacuum Pump Activate leak detection pump (built into canister pump module) OFF/ON Refer to EVAP System. Refer to «EVAP System»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) OFF/ON Refer to EVAP System. Refer to «EVAP System»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) Activate the Air Pump Heater Activate air pump heater ON/OFF This test activates the air pump heater for up to 60 seconds. To protect the air pump heater, do not perform this test more than 4 times in a row Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #6) injector fuel cut #1/#2/#3/#4/#5/#6 OFF/ON Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever is in P (Neutral). *1 Control the All Cylinders Fuel Cut All cylinder fuel cut OFF/ON Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever is in P (Neutral). *1 Check the Cylinder Compression Check the cylinder compression pressure OFF/ON Fuel injection and ignition stop in all cylinders. *2 NOTE: *1: If the display of the Data List item Catalyst OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. If the display of the Data List item Catalyst OT MF F/C item is Avail, perform this Active Test as described below. Stop the engine and turn the ignition switch to ON. Enter the Control the Select Cylinder Fuel Cut. Select the cylinder for fuel cut (cylinder #1 to #6) and turn the Active Test ON (press the RIGHT or LEFT button). Start the engine. HINT: *2: In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is lower than the other cylinders. Warm up the engine. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine 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 Check the Cylinder Compression to ON. HINT: After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode. Crank the engine for about 10 seconds. HINT: Continue to crank the engine until the values change from the default value (51199 RPM). Monitor the engine speed (Engine Speed of Cyl #1 to #6) displayed on the Techstream. HINT: At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed. NOTE: Do not crank the engine continuously for 20 seconds or more. If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine. Use a fully-charged battery. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops. NOTE: If the Active Test is changed to OFF while the engine is being cranked, the engine will start. Push the snapshot button to turn the snapshot function off. Select "Stored Data" on the Techstream screen, select the recorded data and display the data as a graph. HINT: If the data is not displayed as a graph, the change of the values cannot be observed. Check the change in engine speed values. HINT: As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking. FOR MEXICO MODELS 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 / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. 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 voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. Activate the Fuel Pump Speed Control Fuel pump speed control ON (low speed) /OFF (high speed) Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). Activate the VSV for Intake Control Activate VSV for intake control ON/OFF Do not perform this test for 10 seconds or more. Activate the VSV for EVAP Control Activate purge VSV control ON/OFF The valve is opened with a 30% duty ratio. Control the A/C Cut Signal Control A/C cut signal ON/OFF Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). Control the Fuel Pump / Speed Activate fuel pump ON/OFF Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). Connect the TC and TE1 Turn on and off TC and TE1 connection ON/OFF ON: TC and TE1 connected. OFF: TC and TE1 disconnected. Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). Prohibit the Catalyst OT Misfire prevent F/C Prohibit catalyst overheat malfunction prevention fuel cut operation during misfire ON/OFF ON: Fuel cut is prohibited Confirm that the vehicle is stopped and the engine speed is 3000 RPM or less. Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Fully depressing the accelerator pedal (accelerator pedal angle: 58 degrees or more). Shift lever is in P (Neutral). Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Same as above. Control the VVT Linear (Bank 1) Control VVT (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 VVT actuator is operated by 100%. Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 1) Camshaft timing oil control valve (bank 1) on and off ON/OFF Engine stalls or idles roughly when camshaft timing oil control valve is turned on. Engine runs or idles normally when camshaft timing oil control valve is OFF. Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT Linear (Bank 2) Control VVT (bank 2) -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 VVT actuator is operated by 100%. Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 2) Camshaft timing oil control valve (bank 2) on and off ON/OFF Engine stalls or idles roughly when camshaft timing oil control valve is turned on. Engine runs or idles normally when camshaft timing oil control valve is OFF. Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Activate the Vacuum Pump Activate leak detection pump (built into canister pump module) ON/OFF Refer to EVAP System. Refer to «EVAP System»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) ON/OFF Refer to EVAP System. Refer to «EVAP System»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) Control the All Cylinders Fuel Cut All cylinder fuel cut ON/OFF Perform this test when the following conditions are met: Ignition switch to ON. Engine is stopped. Shift lever is in P (Neutral). *1 Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #6) injector fuel cut #1/#2/#3/#4/#5/#6 OFF/ON Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever is in P (Neutral). *1 Check the Cylinder Compression Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders. *2 NOTE: *1: If the display of the Data List item Catalyst OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. If the display of the Data List item Catalyst OT MF F/C item is Avail, perform this Active Test as described below. Stop the engine and turn the ignition switch to ON. Enter the Control the Select Cylinder Fuel Cut. Select the cylinder for fuel cut (cylinder #1 to #6) and turn the Active Test ON (press the RIGHT or LEFT button). Start the engine. HINT: *2: In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is lower than the other cylinders. Warm up the engine. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine 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 Check the Cylinder Compression to ON. HINT: After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode. Crank the engine for about 10 seconds. HINT: Continue to crank the engine until the values change from the default value (51199 RPM). Monitor the engine speed (Engine Speed of Cyl #1 to #6) displayed on the Techstream. HINT: At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed. NOTE: Do not crank the engine continuously for 20 seconds or more. If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine. Use a fully-charged battery. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops. NOTE: If the Active Test is changed to OFF while the engine is being cranked, the engine will start. Push the snapshot button to turn the snapshot function off. Select "Stored Data" on the Techstream screen, select the recorded data and display the data as a graph. HINT: If the data is not displayed as a graph, the change of the values cannot be observed. Check the change in engine speed values. HINT: As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.
3. SYSTEM CHECK 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, System Check can show whether or not any DTCs are stored, and can detect potential malfunctions in the system. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine 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 DTCs in Pending after performing this test, system functioning normally Refer to EVAP system. Refer to «EVAP System»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) 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»(/toyota/tacoma/ii-2011-2015/remont/testing-diagnostics/#engine-control-system-1gr-fe-diagnostic-codes-p1604-p2610-circuit-tests) Secondary Air Injection Check (Automatic Mode) Perform secondary air injection system operation automatically With warm engine, ignition switch turned off once If no pending DTCs are output after performing this test, the system is functioning normally. Refer to the inspection procedure for secondary air injection system DTCs. When performing Air Injection Check after the battery cable has been reconnected, wait for 7 minutes with the ignition switch turned to ON or the engine running. Turn the ignition switch off when System Check finishes Secondary Air Injection Check (Manual Mode) Perform 5 operations in order to operate air injection system monitor manually With warm engine, ignition switch turned off once Used to detect malfunctioning parts. Refer to the inspection procedure for secondary air injection system DTCs. When performing Air Injection Check after the battery cable has been reconnected, wait for 7 minutes with the ignition switch turned to ON or the engine running. Turn the ignition switch off when System Check finishes.

DIAGNOSTIC TROUBLE CODE CHART

HINT

Factors such as instrument type may cause readings to differ slightly from stated values. If any DTCs are displayed 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.

* 1: MIL flashes when a catalyst damaged misfire is detected.

* 2: Only for Mexico models.

SFI SYSTEM

See also:
• ECM Power Source Circuit
• ON-VEHICLE INSPECTION - Step 2
• ON-VEHICLE INSPECTION - Step 1
• ON-VEHICLE INSPECTION
• INSPECTION
• ON-VEHICLE INSPECTION
• PROBLEM SYMPTOMS TABLE
• INSPECTION