Engine Control System (2TR-FE) (Diagnostics - Introduction): Diagnosis Toyota Tacoma II рестайлинг

HOW TO PROCEED WITH TROUBLESHOOTING

*: Use the Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO DLC3* HINT: If the display indicates a communication fault in the Techstream, inspect the DLC3. When any CAN communication system DTCs are output, perform troubleshooting on the CAN communication system first. NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* Check DTC. Refer to «DTC CHECK / CLEAR»(ref-554492-S07547393792013052000000). Check Freeze Frame Data. Refer to «FREEZE FRAME DATA»(ref-554492-S24075539292013052000000). HINT: Record or print DTCs and freeze frame data if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* Clear DTC. Refer to «DTC CHECK / CLEAR»(ref-554492-S07547393792013052000000). Clear Freeze Frame Data. Refer to «FREEZE FRAME DATA»(ref-554492-S24075539292013052000000). NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SET CHECK MODE DIAGNOSIS* Switch the ECM from normal mode to check mode. HINT: Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE»(ref-554492-S11890345602013052000000). NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS Confirm problem symptoms. HINT: 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-554492-S07547393792013052000000). RESULT Result Proceed to Trouble code A No code 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-554492-S12437688692013052000000). NEXT: Go to next step
12. CONDUCT BASIC INSPECTION Conduct basic inspection. Refer to «BASIC INSPECTION»(ref-554492-S38907921452013052000000). 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-554492-S15664644862013052000000). 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»(ref-554495-S33440798602013052000000). 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-554492-S41595235032013052000000). 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 procedure, 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 WILL CRANK NG --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-554492-S15664644862013052000000) 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. Refer to «REMOVAL - Step 10»(/toyota/tacoma/ii-2011-2015/remont/mechanical/#engine-mechanical-2tr-fe-service-information) OK: Go to next step
5. CHECK IDLING SPEED Check the engine idling speed. Refer to «ON-VEHICLE INSPECTION - Step 10»(/toyota/tacoma/ii-2011-2015/remont/mechanical/#engine-mechanical-2tr-fe-service-information) . NG --> TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE Check the fuel pressure. Refer to «ON-VEHICLE INSPECTION - Step 2»(/toyota/tacoma/ii-2011-2015/remont/fuel-system/#fuel-system-2tr-fe-inspection) . NG --> PROCEED TO FUEL SYSTEM AND CONTINUE TROUBLESHOOTING 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-2tr-fe-inspection). NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-554492-S15664644862013052000000)

PROBLEM SYMPTOMS TABLE

HINT

1. Use the table below to help determine the cause of problem symptoms. If multiple suspected areas are listed, the potential causes of the symptoms are listed in order of probability in the "Suspected Area" column of the table. Check each symptom by checking the suspected areas in the order they are listed. Replace parts as necessary.
2. Inspect the fuses and relays related to this system before inspecting the suspected areas below.

SFI SYSTEM

HINT

*: Check the "Fuel Cut Elps Time" value in the Data List or the freeze frame data which were present when the malfunction occurred. If the value is more than 0 seconds, a high engine speed (fuel cut speed +500 RPM or more) has occurred in the past. Since the misfire may be caused by valve rocker arm detaching due to an extremely high engine speed, check that the valve rocker arms are properly attached. Refer to REMOVAL . By clearing the DTC, "Fuel Cut Elps Time" will be cleared.

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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 Models.
3. *3: for Manual Transmission Models.

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1. WAVEFORM 1 Fuel injector ECM Terminal Name Between #10 (to #40) and E01 Tester Range 20 V/DIV., 20 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
2. WAVEFORM 2 Igniter IGT signal (from ECM to igniter) Igniter IGF signal (from igniter to ECM) ECM Terminal Name (a) Between IGT (1 to 4) 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.
3. WAVEFORM 3 Camshaft position sensor Crankshaft position sensor ECM Terminal Name (a) Between G2 and NE- (b) Between NE+ and NE- Tester Range 5 V/DIV., 20 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
4. WAVEFORM 4 Throttle actuator positive terminal 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.
5. WAVEFORM 5 Throttle actuator negative terminal 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.
6. WAVEFORM 6 Heated oxygen sensor ECM Terminal Name Between OX1B and EX1B Tester Range 0.2 V/DIV., 200 ms./DIV. Condition Engine speed maintained 2500 RPM for 2 minutes after warming up sensor HINT: In the DATA LIST, item O2S B1S2 shows the ECM input values from the heated oxygen sensor.
7. WAVEFORM 7 Air fuel ratio sensor heater ECM Terminal Name Between HA1A and E04 Tester Range 5 V/DIV., 10 ms./DIV. Condition Idling with warm engine HINT: The wavelength varies in accordance with the engine operating condition.
8. WAVEFORM 8 Knock sensor ECM Terminal Name Between KNK1 and EKNK Tester Range 1 V/DIV., 0.01 to 1 ms./DIV. Condition Engine speed maintained 4000 RPM after warming up engine HINT: The wavelength becomes shorter as the engine speed increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle.
9. WAVEFORM 9 Camshaft timing oil control valve ECM Terminal Name Between OC1+ and OC1- Tester Range 5 V/DIV., 1 ms./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
10. WAVEFORM 10 Purge VSV ECM Terminal Name Between PRG and E01 Tester Range 5 V/DIV., 50 ms./DIV. Condition Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
11. WAVEFORM 11 Engine speed signal 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.
12. WAVEFORM 12 Vehicle speed signal ECM Terminal Name Between SPD and E1 Tester Range 5 V/DIV., 20 ms./DIV. Condition Driving at 20 km/h (12 mph) HINT: The wavelength becomes shorter as the vehicle 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 Ignition switch ON
14. WAVEFORM 14 CAN communication signal (reference) ECM Terminal Name Between CANL and E1 Tester Range 1 V/DIV., 10 μs./DIV. Condition Ignition switch ON
15. WAVEFORM 15 Terminal DI of air injection control driver ECM Terminal Name Between AIDI and E1 Tester Range 5 V/DIV., 50 ms./DIV. Condition Secondary air injection system operates HINT: The wavelength changes when the air injection control driver detects malfunctions in the air injection system. Refer to «INSPECTION PROCEDURE»(ref-554497-S31925818062013052000000).

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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: (a) The emission control systems and components. (b) The powertrain control components (which affect vehicle emissions). (c) The computer itself. In addition, the applicable DTCs (Diagnostic Trouble Codes) prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check 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 erased with the Techstream. Refer to «DTC CHECK / CLEAR»(ref-554492-S07547393792013052000000). In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections. Since this system is equipped with CAN communication, connecting the Techstream is necessary to display any information from the ECM. Also, the communication between the Techstream and the ECM uses CAN communication signals. When confirming DTCs and ECM data, connect the Techstream to the DLC3.
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 MODE PROCEDURE»(ref-554492-S11890345602013052000000).
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 records the engine conditions (fuel system, calculated load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when a malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, 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 to ON, check the MIL circuit. Refer to «MIL Circuit»(ref-554495-S39325938002013052000000).
8. ALL READINESS HINT: With "All Readiness", you can check whether or not the DTC judgment has been completed by using the Techstream. You should check "All Readiness" after simulating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-554492-S07547393792013052000000). Turn the ignition switch to off and wait for at least 30 seconds. 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 Perform the driving pattern after confirming DTC enabling conditions N/A Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU memory limit

DTC CHECK / CLEAR

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

HINT

1. DTCs 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 (Using the 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. Check DTCs and freeze frame data, and then write them down. Proceed to Diagnostic Trouble Code Chart to check the details of the DTCs. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-554492-S12437688692013052000000).
2. CLEAR DTC (Using the 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. Press the YES button.
3. CLEAR DTC (Without using the Techstream) Perform either one of the following operations. 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). 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-554492-S12437688692013052000000). 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. NOTE: 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 records 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 though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, five separate sets of freeze frame data, including the data values at the time when the DTC was stored, can be checked. 3 data sets before the DTC was stored. 1 data set when the DTC was stored. 1 data set after the DTC was stored. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence 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 are 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 Techstream Display Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculated load by ECM - Vehicle Load Vehicle load Load percentage in terms of maximum intake air flow amount MAF Air flow rate from mass air flow meter If value approximately 0.0 gm/sec: Mass air flow meter power source circuit open VG circuit open or short If value 160.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F): sensor circuit open If value higher than 135°C (275°F): sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F): sensor circuit open If value higher than 128°C (262°F): sensor circuit shorted Engine Run Time Engine run time - Initial Engine Coolant Temp Initial engine coolant temperature Service data Initial Intake Air Temp Initial intake air temperature Service data Battery Voltage Battery voltage - Glow Indicator Supported Glow indicator supported for Automatic Transmission Models Glow Indicator Glow indicator for Automatic Transmission Models Accel Sens. No. 1 Volt % Accelerator pedal position No. 1 - Accel Sens. No. 2 Volt % Accelerator pedal position No. 2 - Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor Value calculated based on the voltage at terminal VTA1 Throttl Sensor #2 Volt % Throttle valve opening percentage according to throttle position sensor No. 2 Value calculated based on the voltage at terminal VTA2 Throttle Sensor Position Throttle sensor positioning Recognition value for throttle opening angle on ECM Throttle Motor DUTY Throttle actuator ETCS service data Throttle Position Throttle valve opening angle Reference: When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated from information from each sensor Reference: When the engine stalls, is difficult to start, or idles roughly ISC Position Target valve opening angle calculated from ISC control Reference: When the engine stalls, is difficult to start, or idles roughly ISC Feedback Value ISC feedback value Reference: When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learning value Reference: When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Electrical load feedback value Reference: When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Air conditioner load feedback value Reference: When the engine stalls, is difficult to start, or idles roughly PS Feedback Val Power steering load feedback value Reference: When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Status of low engine speed control Reference: When the engine stalls, is difficult to start, or idles roughly N Range Status Judgement for shift lever in N Reference: When the engine stalls, is difficult to start, or idles roughly for Automatic Transmission Models Eng Stall Control FB Flow Intake air compensation flow rate Reference: When the engine stalls, is difficult to start, or idles roughly Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder1) Injection volume (Cylinder 1) Quantity of fuel injection volume for 10 times Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Key-off EVAP system leak detection pump status - Current Fuel Type Current fuel type - EVAP (Purge) VSV EVAP (Purge) VSV control duty - EVAP Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learning value of purge density - EVAP System Vent Valve Key-off EVAP system vent valve status - EVAP Purge VSV VSV status for EVAP control - Purge Cut VSV Duty Purge cut VSV duty - Target Air Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Fuel trim at air fuel ratio sensor - AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1 Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 Value becomes higher when fuel-cut executed under high engine speed A/F Heater Duty #1 Air fuel ratio heater duty ratio (for Bank 1) - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 Sub heated oxygen sensor impedance (bank 1 sensor 2) - O2 Heater B1S2 Heated oxygen sensor heater (for Bank 1 Sensor 2) - O2 Heater Curr Val B1S2 Heated oxygen sensor current (for Bank 1 Sensor 2) - Short FT #1 Short-term fuel trim of bank 1 Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim of bank 1 Overall fuel compensation carried out in long-term to compensate for continual deviation of short-term fuel trim from central value A/F Learn Value Idle #1 Air fuel ratio learn value of idle area for bank 1 - A/F Learn Value Low #1 Air fuel ratio learn value of low load area for bank 1 - A/F Learn Value Mid1 #1 Air fuel ratio learn value of middle1 load area for bank 1 - A/F Learn Value Mid2 #1 Air fuel ratio learn value of middle2 load area for bank 1 - A/F Learn Value High #1 Air fuel ratio learn - Total FT #1 Total fuel trim value for fuel system - Fuel System Status #1 Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which is used for fuel control, is malfunctioning Fuel System Status #2 Fuel system status (Bank 2) Unused Air pump pressure (absolute) Air pump pressure - Air Pump Pulsation Pressure Air pump pulsation damper - Secondary Air Control VSV Secondary air injection system status - 2nd Air System Status Secondary system status - AI Test Secondary air injection system operation prohibit - Subfreezing Conditions Subfreezing Conditions - for Automatic Transmission Models Air Pump Freeze Air Pump Freeze for Automatic Transmission Models Air Switching Valve Freeze Air Switching Valve Freeze for Automatic Transmission Models Air Pump Heater Air Pump Heater for Automatic Transmission Models IGN Advance Ignition timing advance for No. 1 cylinder - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Correction learning value of knocking - Idle Spark Advn Ctrl #1 Ignition timing advance value (for No. 1 cylinder) Reference: When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Ignition timing advance value (for No. 2 cylinder) Reference: When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Ignition timing advance value (for No. 3 cylinder) Reference: When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Ignition timing advance value (for No. 4 cylinder) Reference: When the engine stalls, is difficult to start, or idles roughly Actual VVT Angle #1 Actual VVT displacement angle (bank 1) - VVT Control Status #1 VVT control (bank 1) status - VVT Advance Fail Status of VVT advance fail - Catalyst Temp B1S1 Catalyst temperature (associated sensor 1) - Catalyst Temp B1S2 Catalyst temperature (associated sensor 2) - Starter Signal Starter signal (STA terminal input status) - Power Steering Signal Power steering signal - Neutral Position SW Signal Park/neutral position switch status for Automatic Transmission Models Clutch Switch Clutch switch status for Manual Transmission Models 4WD SW 4WD switch status for 4WD models Transfer L4 Transfer L4 switch status for 4WD models for Automatic Transmission Models Stop Light Switch Stop light switch status - A/C Signal A/C switch status - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel-cut condition - Immobilizer Communication Immobilizer communication OFF: Communication malfunctioning, or engine immobilizer system set TC Terminal TC terminal status - Time after DTC Cleared Time since DTCs cleared - Distance from DTC Cleared Distance traveled since DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycles since DTCs cleared Number of warm-up cycles since DTCs cleared Dist Batt Cable Disconnect Distance after battery cable disconnected - IG OFF Elapsed Time TC and CG (TE1) terminals of DLC3 - TC and TE1 TC and TE1 terminals of DLC3 - Ignition Trig. Count Ignition counter to calculated misfire rate - Cylinder #1 Misfire Count Misfire count of cylinder 1 - Cylinder #2 Misfire Count Misfire count of cylinder 2 - Cylinder #3 Misfire Count Misfire count of cylinder 3 - Cylinder #4 Misfire Count Misfire count of cylinder 4 - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Average engine speed when misfire occurs - Misfire Load Average engine load when misfire occurred - Misfire Margin Margin to detect engine misfire When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Catalyst OT MF F/C Catalyst overheat misfire prevention fuel cut function availability - Cat OT MF F/C History Catalyst overheat misfire prevention fuel cut function history - Cat OT MF F/C Cylinder#1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) - Engine Speed (Starter Off) Engine speed when starter off Reference: When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after ignition switch turned from off to ON Reference: When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance traveled 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 Engine run time (elapsed time from ignition switch ON to off) Reference: When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Coolant temperature of previous trip Reference: When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air coolant temperature of previous trip Reference: When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated) Reference: When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature of previous trip (estimated) Reference: When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature Reference: When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature of previous trip Reference: When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of instances of slow engine starts Reference: When the engine stalls, is difficult to start, or idles roughly Low Rev for Eng Start History of low engine speed after engine starts Reference: When the engine stalls, is difficult to start, or idles roughly Minimum Engine Speed Minimum engine speed Reference: When the engine stalls, is difficult to start, or idles roughly Fuel Cut Elps Time Elapsed time since Fuel Cut due to high engine speed The time elapsed after high engine rotation speed has occurred (More than the RPM at which fuel cut occurs +500 RPM). ACT VSV A/C cut status for Active Test - Brake Override System Brake override system status - Electric Cooling Fan Low Electric cooling fan low status - Idle Fuel Cut Fuel cut idle ON: When throttle valve fully closed and engine speed over 2800 RPM FC TAU Fuel cut TAU (Fuel cut during very light load) Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Immobilizer Fuel Cut Status of the immobilizer fuel cut - Immobilizer Fuel Cut History Status of the immobilizer fuel cut history - Electrical Load Signal 1 Electrical load signal (ELS terminal input) - Electrical Load Signal 3 Electrical load signal (ELS3 terminal input) - A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output for bank 1 - Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (cylinder 1) - Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (cylinder 2) - Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (cylinder 3) - Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (cylinder 4) - SPD (SP2) Output shaft speed for Automatic Transmission Models Lock Up ECT Lock Up status for Automatic Transmission Models

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 values. Do not depend solely on these reference values when deciding whether a part is faulty or not. 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 / All Data. 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 Speed indicator on speedometer Engine Speed Engine speed: Min.: 0 RPM, Max.: 16383 RPM 600 to 700 RPM: Idling (for Manual Transaxle) 700 to 800 RPM: Idling (for Automatic Transaxle) - Calculate Load Calculated load by ECM: Min.: 0%, Max.: 100% 11 to 26%: Idling 12 to 27%: Running without load (2500 RPM) - Vehicle Load Vehicle load: Min.: 0%, Max.: 25700% Actual vehicle load Load percentage in terms of maximum intake air flow amount MAF Air flow rate from Mass Air Flow meter: Min.: 0 gm/sec, Max.: 655.35 gm/sec 2.0 to 4.8 gm/sec: Idling If value approximately 0.0 gm/sec: MAF meter power source circuit open VG circuit open or short If value 160.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure: Min.: 0 kPa(abs) [0 mmHg(abs)], Max.: 255 kPa(abs) [1912.6 mmHg(abs)] 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 (167 to 212°F): After warming up If value -40°C (-40°F): sensor circuit open If value higher than 135°C (275°F): sensor circuit shorted Intake Air Intake air temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient air temperature If value -40°C (-40°F): sensor circuit open If value higher than 128°C (262°F): sensor circuit 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 (246.7°F) Engine 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 Battery Voltage Battery voltage: Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling - Glow Indicator Supported Glow indicator supported: Supp or Unsupp - for Automatic Transmission Models Glow Indicator Glow indicator: ON or OFF - for Automatic Transmission Models Accelerator Position Accelerator pedal position: Min.: 0%, Max.: 399.9% Actual accelerator pedal position - Accel Sens. No. 1 Volt % 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 % 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 ETCS service data 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 ETCS service data 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. 2.5 to 23.75 deg: after learning ETCS service data Accel Fully Close Learn #2 Accelerator fully closed learning value No. 2: Min.: 0 deg., Max.: 124.5 deg. 32.5 to 53.75 deg: after learning 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 Throttle Sensor #2 Volt % Throttle position No. 2 sensor: 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 idle: 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 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 ETCS service data Throttle Position No. 2 Throttle position 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 ETCS service data 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 actuator 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 (close): 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 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 0 to 84 deg Reference: When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated from information from each sensor: Min.: 0 L/s, Max.: 79.99 L/s 0 to 40 L/s: Idling Reference: When the engine stalls, is difficult to start, or idles roughly ISC Position Target valve opening angle calculated from ISC control: Min.: 0 deg, Max.: 499.99 deg 0 to 21 deg: Idling 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 value: Min.: -40 L/s, Max.: 39.99 L/s - Reference: When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learning value: Min.: -40 L/s, Max.: 39.99 L/s 0.5 to 6.4 L/s Reference: When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Electrical load feedback value: Min.: -40 L/s, Max.: 39.99 L/s - Reference: When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Air conditioner load feedback value: Min.: -40 L/s, Max.: 39.99 L/s - Reference: When the engine stalls, is difficult to start, or idles roughly PS Feedback Val Power steering load feedback value: Min.: -40 L/s, Max.: 39.99 L/s - Reference: When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Status of low engine speed control: ON or OFF - Reference: When the engine stalls, is difficult to start, or idles roughly N Range Status Shift lever N status: ON or OFF - for Automatic Transmission Models Eng Stall Control FB Flow Intake air compensation flow rate: Min.: -40 L/s, Max.: 39.99 L/s - Reference: When the engine stalls, is difficult to start, or idles roughly Injector (Port) Injection period of No. 1 cylinder: Min.: 0 μs, Max.: 65535 μs 1000 to 3000 μs: Idling - Injection Volum (Cylinder1) Injection volume (Cylinder 1): Min.: 0 ml, Max.: 2.047 ml 0 to 0.5 ml: Idling Quantity of fuel injection volume for 10 times 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 Current fuel type Gasoline/petrol - EVAP (Purge) VSV EVAP (Purge) VSV control duty: Min.: 0%, Max.: 100% 0 to 100%: Idling, under purge control Command signal from ECM EVAP Purge Flow Ratio of evaporative purge flow to intake air volume: Min.: 0%, Max.: 399.9% 0 to 100%: Idling - Purge Density Learn Value Learning value of purge density: Min.: -200, Max.: 199.993 -40 to 0: Idling Service data Vapor Pressure Pump Vapor pressure: Min.: 0 kPa(abs) [0 mmHg(abs)], Max.: 1441.77 kPa(abs) [10814.16 mmHg(abs)] Nearly atmospheric pressure: Fuel tank cap removed EVAP system pressure monitored by canister pressure sensor Vapor Pressure (Calculated) Vapor pressure (calculated): Min.:-720.896 kPa(abs) [-5407 mmHg(abs)], Max.: 720.874 kPa(abs) [5407 mmHg(abs)] Nearly atmospheric pressure: Fuel tank cap removed EVAP system pressure monitored by canister 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 VSV duty: Min.: 0%, Max.: 399.9% - - Target Air-Fuel Ratio Ratio compared to stoichiometric level: Min.: 0, Max.: 1.999 0.8 to 1.2: Idling - AF Lambda B1S1 Short-term fuel trim associated with bank 1 sensor 1: Min.: 0, Max.: 1.999 Value less than 1 (0.000 to 0.999) = Rich Stoichiometric air-fuel ratio = 1 Value greater than 1 (1.001 to 1.999) = Lean - AFS Voltage B1S1 A/F sensor output voltage for bank 1 sensor 1: Min.: 0 V, Max.: 7.999 V 2.8 to 3.8 V: Idling, engine warmed up Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1: Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling, engine warmed up Value becomes higher when fuel cut executed under high engine speed A/F Heater Duty #1 A/F heater duty ratio (for Bank 1): Min.: 0%, Max.: 399.9% 0 to 100% - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2: Min.: 0 V, Max.: 1.275 V 0.0 to 0.9 V: Driving at 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 Impedance B1S2 Sub heated oxygen sensor impedance (bank 1 sensor 2): Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm: After driving for 10 minutes or more in urban area - O2 Heater B1S2 Heated oxygen sensor heater (for Bank 1 Sensor 2) Not Act or Active - - O2 Heater Curr Val B1S2 Heated oxygen sensor current (for Bank 1 Sensor 2): Min.: 0 A, Max.: 4.999 A - - Short FT #1 Short-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -15 to 15% Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #1 Long-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -15 to 15% Overall fuel compensation carried out in long-term to compensate for continual deviation of short-term fuel trim from central value Air fuel ratio feedback leaning 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 leaned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range. A/F Learn Value Idle #1 Air fuel ratio learn value of idle area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when idle with the engine warmed up (coolant temperature is 80°C (176°F) or higher). A/F Learn Value Low #1 Air fuel ratio learn value of low load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (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 learn value of middle1 load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid2 #1 Air fuel ratio learn value of middle2 load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value High #1 Air fuel ratio learn value of high load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (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 of bank 1: Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Fuel System Status #1 Fuel system status (bank 1): OL 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 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 Unused - Air Pump Pressure (Absolute) Air pump pressure (absolute): Min.: 0 kPa (0 mmHg), Max.: 65535 kPa (491553.1 mmHg) Atmospheric pressure +2.5 kPa (18.751 mmHg) or more: Air pump ON. Air switching valve open Close to atmospheric pressure: Air pump OFF, Air switching valve closed - 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 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 for Automatic Transmission Models IGN Advance Ignition timing advance for No. 1 cylinder: Min.: -64 deg., Max.: 63.5 deg. BTDC 4 to 17 deg: Idling - Knock Feedback Value Feedback value of knocking: Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) -19 to 0 deg(CA): Driving at 70 km/h (44 mph) - Knock Correct Learn Value Correction learning value of knocking: Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) -19 to 0 deg(CA): Driving at 70 km/h (44 mph) - Idle Spark Advn Ctrl #1 Ignition timing advance value (for No. 1 cylinder): Min.: 0 deg(CA), Max.: 15.93 deg(CA) 3 to 13 deg(CA): Idling Reference: When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Ignition timing advance value (for No. 2 cylinder): Min.: 0 deg(CA), Max.: 15.93 deg(CA) 3 to 13 deg(CA): Idling Reference: When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Ignition timing advance value (for No. 3 cylinder): Min.: 0 deg(CA), Max.: 15.93 deg(CA) 3 to 13 deg(CA): Idling Reference: When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Ignition timing advance value (for No. 4 cylinder): Min.: 0 deg(CA), Max.: 15.93 deg(CA) 3 to 13 deg(CA): Idling Reference: When the engine stalls, is difficult to start, or idles roughly VVT Control Status #1*2 VVT control (bank 1) status: 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%: Idling 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 to 56 degFR: Idling Displacement angle during intrusive operation VVT OCV Duty #1*2 VVT OCV operation duty: Min.: 0%, Max.: 399.9% 0 to 67%: Idling Requested duty value for intrusive operation VN Turbo Type Variable nozzle turbo type: Not Avl or Commo or Vacuum or CAN Com Not Avl (Unused) - Catalyst Temp B1S1 Catalyst temperature (associated sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) Close to catalyst inlet temperature - Catalyst Temp B1S2 Catalyst temperature (associated sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) Close to catalyst inlet temperature - Starter Signal Starter signal (STA terminal input status): ON or OFF ON: Cranking - Power Steering Signal Power steering signal: ON or OFF ON: Power steering operation - Neutral Position SW Signal Park/neutral position switch status: ON or OFF ON: Shift lever in P or N for Automatic Transmission Models Clutch Switch Clutch Switch: ON or OFF ON: Clutch pedal depressed for Manual Transmission Models 4WD SW 4WD switch ON or OFF ON: 4WD ON for 4WD Models Transfer L4 Transfer L4 switch ON or OFF ON: Transfer L4 ON for 4WD Models for Automatic Transmission Models Stop Light Switch Stop light switch status: 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: Any fuel-cut operation executed - Immobilizer Communication Immobilizer communication: ON or OFF - OFF: Communication malfunctioning, or engine immobilizer system set ON: Communication normal Check Mode Check mode: ON or OFF ON: Check mode ON - 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 - - 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 0: No emission related DTC detected - MIL MIL status: ON or OFF ON: MIL ON - MIL ON Run Distance Distance traveled since MIL turned ON: Min.: 0 km (0 mile), Max.: 65535 km (40723 mile) Distance since DTC detected - Running Time from MIL ON Running time since MIL turned ON: Min.: 0 min, Max.: 65535 min Equivalent to running time since MIL turned ON - Time after DTC Cleared Time since DTCs cleared: Min.: 0 min., Max.: 65535 min. Equivalent to time since DTCs erased - Distance from DTC Cleared Distance traveled since DTCs cleared: Min.: 0 km (0 mile), Max.: 65535 km (40723 mile) Equivalent to distance driven since DTCs erased - Warmup Cycle Cleared DTC Warm-up cycles since DTCs cleared: Min.: 0, Max.: 255 - Number of warm-up cycles since DTCs cleared Dist Batt Cable Disconnect Distance after battery cable disconnected: Min.: 0 km (0 mile), Max.: 65535 km (40723 mile) Total distance vehicle driven after battery cable disconnected - IG OFF Elapsed Time Time after ignition switch off: Min.: 0 min, Max.: 655350 min Cumulative time after ignition switch off - OBD Requirements OBD requirement: OBD II (California ARB) - Number of Emission DTC Emission related DTCs Min.: 0, Max.: 127 - Number of emission related DTCs TC and TE1 TC and CG (TE1) terminals of DLC3: ON or OFF - - Ignition Trig. Count Ignition counter to calculated misfire rate: Min.: 0, Max.: 65535 0 to 400 - Cylinder #1 Misfire Count Misfire counter of cylinder 1: Min.: 0, Max.: 255 0 - Cylinder #2 Misfire Count Misfire counter of cylinder 2: Min.: 0, Max.: 255 0 - Cylinder #3 Misfire Count Misfire counter of cylinder 3: Min.: 0, Max.: 255 0 - Cylinder #4 Misfire Count Misfire counter of cylinder 4: Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire counter: Min.: 0, Max.: 255 0 - Misfire RPM Average of engine speed when misfire occurs: Min.: 0 RPM, Max.: 6375 RPM 0 RPM: Misfire 0 - Misfire Load Average of engine load when misfire occurred: Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: Misfire 0 - Misfire Margin Average of engine load when misfire occurred: Min.: -128%, Max.: 127% -100 to 99.2% When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring Catalyst OT MF F/C Catalyst overheat misfire prevention fuel cut function availability: Not Avl or Avail Avail: Catalyst overheat misfire prevention fuel cut function available Not Avl: Catalyst overheat misfire prevention fuel cut function not available Service data Cat OT MF F/C History Catalyst overheat misfire prevention fuel cut function history: ON or OFF OFF: Fuel cut operation No history of fuel cut operation Service data Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Engine Speed (Starter Off) Engine speed when starter off: Min.: 0 RPM, Max.: 51199 RPM - Reference: When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after ignition switch turned from off to ON: Min.: 0, Max.: 255 - Reference: When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance traveled during previous trip: Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile) - 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 Engine run time (elapsed time from ignition switch ON to off): Min.: 0 ms, Max.: 655350 ms - Reference: When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Coolant temperature of previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air Coolant temperature of previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated): Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature of previous trip (estimated): Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature: Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature of previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - Reference: When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of instances of slow engine starts: ON or OFF - - Low Rev for Eng Start History of low engine speed after engine starts: ON or OFF - - Minimum Engine Speed Minimum engine speed: Min.: 0 RPM, Max.: 51199 RPM - Reference: When the engine stalls, is difficult to start, or idles roughly Fuel Cut Elps Time Elapsed time since Fuel Cut due to high engine speed Min.: 0 sec, Max.: 68746 sec - The time elapsed after high engine rotation speed has occurred (More than the RPM at which fuel cut occurs + 500 RPM). 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 - Electric Cooling Fan Low Electric cooling fan low: ON or OFF ON: Cooling fan operated at low speed - 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 over 2800 RPM FC TAU Fuel cut TAU (Fuel cut during very light load): ON or OFF ON: Fuel cut operating Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Immobilizer Fuel Cut Status of the 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 (ELS terminal input): ON or OFF ON: Tail light switch ON - Electrical Load Signal 3 Electrical load signal (ELS3 terminal input): ON or OFF ON: Voltage inverter switch ON - Model Code Model code - Identifying model code: TRN2### Engine Type Engine type - Identifying engine type: 2TRFE Cylinder Number Cylinder number: Min.: 0, Max.: 255 - Identifying cylinder number: 4 Transmission Type Transmission type - Identifying the transmission type: MT or ECT 4th Destination Destination - Identifying destination: A (America) Model Year Model year - Identifying model year: 20## System Identification System identification - Used for identifying the engine system: Gasoline (gasoline engine) Engine Speed of Cyl #1 Engine RPM for cylinder 1: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression performed using Active Test 51199 RPM: Not performed using Active Test Engine Speed of Cyl #2 Engine RPM for cylinder 2: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression performed using Active Test 51199 RPM: Not performed using Active Test Engine Speed of Cyl #3 Engine RPM for cylinder 3: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression performed using Active Test 51199 RPM: Not performed using Active Test Engine Speed of Cyl #4 Engine RPM for cylinder 4: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression performed using Active Test 51199 RPM: Not performed using Active Test Av Engine Speed of All Cyl Engine RPM for all cylinders: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression performed using Active Test 51199 RPM: Not performed using Active Test A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output for bank 1: Min.: 0, Max.: 0.99 - - Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (cylinder 1): Min.: 0, Max.: 2.55 - - Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (cylinder 2): Min.: 0, Max.: 2.55 - - Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (cylinder 3): Min.: 0, Max.: 2.55 - - Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (cylinder 4): Min.: -1, Max.: 2.55 - - SPD (SP2) Output shaft speed: Min.: 0 km/h, Max.: 255 km/h Vehicle stopped: 0 km/h (0 mph) (output shaft speed equal to vehicle speed) for Automatic Transmission Models Lock Up Lock-up ON or OFF ON: Lock up operating for Automatic Transmission Models HINT: *1: Excluding throttle valve opening percentage due to idle speed control. *2: Data List values are only displayed when performing the following Active Test: Control the VVT System (Bank 1), Control the VVT Linear (Bank 1). For other Active Test, the Data List value will be 0.
2. ACTIVE TEST HINT: Using the Techstream to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests. Warm up the engine. Turn the 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. According to the display on the Techstream, perform the "Active Test". Tester Display Test Part Control Range Diagnostic Notes Control the Injection Volume Change injection volume -12.5 to 24.8% All injectors tested at the same time Perform test at less than 3000 RPM Perform the test at the engine speed 3000 RPM or less and engine coolant temperature 80°C (176°F) or more. Enrichment for over temperature protection off. Injection volume can be changed in fine gradations within control range Control the Injection Volume for A/F ratio Sensor Change injection volume -12.5% / 0% / 12.5% Perform test at less than 3000 RPM Control the Injection Volume for A/F Sensor enables checking and graphing of air fuel ratio sensor and heated oxygen sensor voltage outputs Perform the test at the engine speed 3000 RPM or less and engine coolant temperature 80°C (176°F) or more. Enrichment for over temperature protection off. To conduct test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / Data List / AFS voltage B1S1 and O2S B1S2 Activate the VSV for Secondary Air Control Activate the Secondary Air System ON/OFF Do not perform the test for 5 seconds or more. After the test, do not perform the test again for 30 seconds. Activate the VSV for EVAP Control Activate purge VSV control ON/OFF - Control the A/C Cut Signal Control A/C cut signal ON/OFF Test possible when following Ignition switch to ON. Engine is stopped. Control the Fuel Pump/Speed Activate fuel pump ON/OFF Test possible when following Ignition switch to ON. Engine is stopped. Connect the TC and TE1 Turn on and off TC and TE1 connection ON/OFF ON: TC and TE1 are connected OFF: TC and TE1 are disconnected Ignition switch to ON. Engine is stopped. Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF Idling fuel cut turned ON when throttle valve fully closed and engine speed over 2800 RPM Ignition switch to ON. Engine is stopped. 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 Open: Throttle valve opens slowly Test possible when following conditions met: Ignition switch to ON Engine does not start Fully depressing accelerator pedal (accelerator pedal position: 58 degrees or more) Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Open: Throttle valve opens quickly Test possible when following conditions met: Ignition switch to ON Engine does not start Fully depressing accelerator pedal (accelerator pedal position: 58 degrees or more) Control the VVT Linear (Bank 1) VVT actuator -128 to 127% OCV control duty ratio can be set to any value within this range 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when VVT actuator is operated at 100% or more. This test is possible while idling. 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) Turn on and off camshaft timing oil control valve assembly ON/OFF Engine stalls or idles roughly when camshaft oil control valve turned ON Normal engine running or idling when 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. Activate the Vacuum Pump Leak detection pump ON/OFF - Activate the VSV for Vent Value Vent valve ON/OFF - Activate the Air Pump Heater*2 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 #4) injector fuel cut #1/#2/#3/#4 ON/OFF Test possible during vehicle stopping and engine idling*1 Control the All Cylinders Fuel Cut All cylinder fuel cut ON/OFF Test possible during vehicle stopping and engine idling*1 Check the Cylinder Compression*3 Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders NOTE: *1 If the display of the Data List 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 Catalyst OT MF F/C item is Avail, perform this Active Test as described below. Stop the engine, turn the ignition switch to ON. Enter the Control the Select Cylinder Fuel Cut. Select the cylinder for fuel cut (cylinder #1 to #4) and turn the Active Test ON (press the RIGHT or LEFT button). Start the engine. HINT: *2: for Automatic Transmission Models *3: 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 #4) 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 enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs (Pending DTCs) are stored, and can detect potential malfunctions in the system. System Check can be performed with the Techstream. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility. Perform the System Check by referring to the table below. Turn the ignition switch OFF. Tester Display Test Part Control Range Diagnostic Notes Evaporative System Check (Automatic Mode) Perform 6 steps in order to operate EVAP key-off monitor automatically - Fuel temperature 35°C (95°F) or less If no DTCs in Pending DTCs after performing this test, system functioning normally Refer to EVAP Inspection Procedure. Refer to «EVAP System»(ref-554495-S18743929342013052000000) Evaporative System Check (Manual Mode) Perform 6 steps in order to operate EVAP key-off monitor manually - Fuel temperature 35°C (95°F) or less Used to detect malfunctioning parts Refer to EVAP Inspection Procedure. Refer to «EVAP System»(ref-554495-S18743929342013052000000) Secondary Air Injection Check (Automatic Mode) Perform secondary air injection system operation automatically - With warm engine, ignition switch turned off once If no DTCs in Pending DTCs after performing this test, system functioning normally Refer to inspection procedure for secondary air injection system DTCs When performing Air Injection Check operation after battery cable has been reconnected, wait for 7 minutes with ignition switch turned ON or engine running Turn ignition switch off when System Check finished Secondary Air Injection Check (Manual Mode) Perform secondary air injection system operation manually Select monitor item 1, 2 or 3 AIR PUMP: ON ASV: OPEN AIR PUMP: OFF ASV: CLOSE AIR PUMP: ON ASV: CLOSE - With warm engine, ignition switch turned OFF once Used to detect malfunctioning parts Refer to inspection procedure for secondary air injection system DTCs When performing Secondary Air Injection Check operation after battery cable has been reconnected, wait for 7 minutes with ignition switch turned ON or engine running Turn ignition switch off when System Check finishes

DIAGNOSTIC TROUBLE CODE CHART

HINT

1. Parameters listed in the chart may be different from your readings depending on the type of instruments and other factors.
2. If any DTCs are output during a check mode DTC check, check the circuit for the DTCs listed in the table below. For details of each DTC, refer to the "See" indicated.
3. *1: The MIL flashes when catalyst-damaging misfire is detected.
4. *2: for Automatic Transmission Models.

SFI SYSTEM

See also:
• REMOVAL - Step 10
• ON-VEHICLE INSPECTION - Step 2
• ON-VEHICLE INSPECTION - Step 1
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION - Step 4
• SYSTEM DIAGRAM