Engine Control (Sfi) System (1GR-FE) (Diagnostics - Introduction): Diagnosis Toyota Tundra II

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO DLC3 HINT: If the display indicates a communication fault in the Techstream, inspect the DLC3. NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SET CHECK MODE DIAGNOSIS*. Refer to «CHECK MODE PROCEDURE»(ref-389327-S25454194942011032200000) NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: If the engine does not start, first perform the "CHECK DTC" procedures and "CONDUCT BASIC INSPECTION" procedures below. Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS NEXT: Go to next step
10. CHECK DTC*. Refer to «DTC CHECK / CLEAR»(ref-389327-S24648340122011032200000) Result Proceed to Malfunction 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»(ref-389327-S05727150242011032200000) NEXT: Go to next step
12. CONDUCT BASIC INSPECTION. Refer to «BASIC INSPECTION»(ref-389327-S27783082242011032200000) 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»(ref-389327-S12840218682011032200000) 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. Refer to «ECM Power Source Circuit»(ref-389329-S02565385692011032200000) NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-389327-S23809221152011032200000) 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 the ignition switch OFF. Result Result Proceed to 11 V or higher OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-389327-S12840218682011032200000) OK: Go to next step
3. CHECK WHETHER ENGINE STARTS NG --> GO TO STEP 6 OK: Go to next step
4. CHECK AIR FILTER Visually check that the air filter is not excessively contaminated with dirt or oil. NG --> REPLACE AIR FILTER OK: Go to next step
5. CHECK IDLING SPEED NG --> TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARK NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-389327-S12840218682011032200000)

PROBLEM SYMPTOMS TABLE

HINT

Use the table below to help determine the cause of the problem symptom. 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.

SFI SYSTEM

Scheme 2

Measure the voltage according to the value(s) in the table below.

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.

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

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1. WAVEFORM 1 CAMSHAFT TIMING OIL CONTROL VALVE (OCV) ECM Terminal Name Between OC1+ and OC1- or OC2+ and OC2- Tester Range 5 V/DIV., 1 msec./DIV., Condition Idling
2. WAVEFORM 2 HEATED OXYGEN SENSOR ECM Terminal Name Between OX1B and E2 or OX2B and E2 Tester Range 0.2 V/DIV., 200 msec./DIV. Condition Engine speed maintained at 2500 rpm for 2 minutes after warming up engine HINT: In the Data List, item O2S B1S2 or O2S B2S2 shows the ECM input values from the heated oxygen sensor.
3. WAVEFORM 3 FUEL INJECTOR ECM Terminal Name Between #10 (to 60) and E01 Tester Range 30 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
4. WAVEFORM 4 KNOCK SENSOR ECM Terminal Name Between KNK1 and EKNK or KNK2 and EKN2 Tester Range 1 V/DIV., 0.01 to 1 msec./DIV. Condition Engine speed maintained at 4000 rpm after warming up engine HINT: The wavelength becomes shorter as the engine rpm increases. The waveforms and amplitudes displayed on the Techstream differ slightly depending on the vehicle.
5. WAVEFORM 5 Crankshaft position sensor VVT sensor ECM Terminal Name (a) Between NE+ and NE- (b) Between VV1+ and VV1- or VV2+ and VV2- Tester Range 2 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
6. WAVEFORM 6 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 Ranges 2 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
7. WAVEFORM 7 PURGE VSV ECM Terminal Name Between PRG and E1 Tester Range 10 V/DIV., 10 to 100 msec./DIV. Condition Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
8. WAVEFORM 8 VEHICLE SPEED SIGNAL ECM Terminal Name Between SPD and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Ignition switch ON, Rotate driving wheel slowly HINT: The wavelength becomes shorter as the vehicle speed increases.
9. WAVEFORM 9 THROTTLE ACTUATOR POSITIVE TERMINAL ECM Terminal Name Between M+ and ME01 Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
10. WAVEFORM 10 THROTTLE ACTUATOR NEGATIVE TERMINAL ECM Terminal Name Between M- and ME01 Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
11. WAVEFORM 11 ENGINE SPEED SIGNAL ECM Terminal Name Between TACH and E1 Tester Range 5 V/DIV., 10 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases.
12. WAVEFORM 12 CAN COMMUNICATION SIGNAL (REFERENCE) ECM Terminal Name Between CANH and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Ignition switch ON HINT: The wavelength varies depending on the CAN communication signal.
13. WAVEFORM 13 CAN COMMUNICATION SIGNAL (REFERENCE) ECM Terminal Name Between CANL and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Ignition switch ON HINT: The wavelength varies depending on the CAN communication signal.
14. WAVEFORM 14 TERMINAL AID OF AIR INJECTION CONTROL DRIVER ECM Terminal Name Between AIDI and E1 or AID2 and E1 Tester Range 5 V/DIV., 100 msec./DIV. Condition Performing Active Test using Techstream (air injection system) HINT: The wavelength changes when the air injection control driver detects malfunctions in the air injection system. Refer to «INSPECTION PROCEDURE»(ref-389333-S34079918292011032200000) .

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, the Techstream (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle's ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle's on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control systems components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check the DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of the engine data. The DTCs and freeze frame data can be erased with the Techstream. In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections. Techstream only: Since this system is equipped with CAN communication, connecting the CAN Vehicle Interface Module (VIM) with the Techstream is necessary to display any information from the ECM. Also, communications between the Techstream and ECM are performed through CAN communication signals. When confirming DTCs and any data of the ECM, connect the CAN VIM between the DLC3 and Techstream.
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).
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 The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
5. BATTERY VOLTAGE Standard voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery before proceeding.
6. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the ignition switch is first turned 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»(ref-389329-S12946122372011032200000) .
7. 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 ON. Turn the Techstream ON. Clear the DTCs. Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Display Item Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed You should perform driving pattern after confirming DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK / CLEAR

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

HINT

1. DTCs which are stored in the ECM can be displayed on the Techstream. The Techstream can display the current, pending and permanent DTCs.
2. If a malfunction is detected during the current driving cycle, current and permanent DTCs are stored.
3. Some DTCs are not stored if the ECM does not detect the same malfunction again during a second consecutive driving cycle. However, such malfunctions, detected on only one occasion, are stored as pending DTCs.
4. Current and pending DTCs can be cleared by using the Techstream or by disconnecting the cable from the negative 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-389327-S05727150242011032200000) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI MAIN and ETCS fuses from the engine room relay block located inside the engine compartment for more than 1 minute.
4. CLEAR PERMANENT DTC HINT: Even if the following procedure is not performed, permanent DTCs are cleared by obtaining a normal judgment during 3 consecutive driving cycles. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear DTCs. Perform the respective confirmation driving patterns in order to obtain a normal judgment for the output DTCs. HINT: Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs. For the confirmation driving pattern, refer to the procedures for the relevant DTC. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-389327-S05727150242011032200000) . Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 25 mph (40 km/h) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 25 mph (40 km/h) during the driving cycle provided that the vehicle is driven at 25 mph (40 km/h) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

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1. DESCRIPTION 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 moving or stationary, 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 duplicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, 5 separate sets of freeze frame data can be checked. 3 data sets before the DTC was set. 1 data set when the DTC was set. 1 data set after the DTC was set. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying the cause of the malfunction, and in judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA LABEL (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 approximately 0.0 g/sec.: Mass air flow meter power source circuit open or short VG circuit open or short If 160.0 g/sec. or more: E2G circuit open Atmosphere Pressure Atmosphere pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F), sensor circuit open If value 140°C (284°F) or more, sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F), sensor circuit open If value 140°C (284°F) or more, sensor circuit shorted Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Initial engine coolant temperature - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Battery voltage - Accel Sens. No. 1 Volt % Absolute Accelerator Pedal Position (APP) No. 1 - Accel Sens. No. 2 Volt % Absolute APP No. 2 - Throttle Sensor Volt % Throttle sensor positioning - Throttl Sensor #2 Volt % Absolute throttle sensor positioning #2 - Throttle Sensor Position Throttle position - Throttle Motor DUTY Throttle actuator duty - Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder1) Injection volume - Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Key-off EVAP system leak detection pump status Refer to EVAP System Refer to «EVAP System»(ref-389329-S06952746832011032200000) 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 A/F sensor - AF Lambda B2S1 Fuel trim at A/F sensor - AFS Voltage B1S1 A/F sensor output voltage 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 Voltage B2S1 A/F sensor output voltage 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 A/F sensor current - AFS Current B2S1 A/F sensor current - A/F Heater Duty #1 Air fuel ratio heater duty ratio - A/F Heater Duty #2 Air fuel ratio heater duty ratio - O2S B1S2 Heated oxygen sensor output voltage 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 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) - O2S Impedance B2S2 Sub heated oxygen sensor impedance (bank 2 sensor 2) - O2 Heater B1S2 Heated oxygen sensor heater - O2 Heater B2S2 Heated oxygen sensor heater - O2 Heater Curr Val B1S2 Heated oxygen sensor current - O2 Heater Curr Val B1S2 Heated oxygen sensor current - Short FT #1 Short-term fuel trim Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #1 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate a continual deviation of short-term fuel trim from central valve Total FT #1 Total fuel trim (bank 1) - Short FT #2 Short-term fuel trim Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #2 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate a continual deviation of short-term fuel trim from central valve Total FT #2 Total fuel trim (bank 2) - 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 heated oxygen 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 heated oxygen sensor, which used for fuel control, malfunctioning Fuel System Status #2 Fuel system status (bank 2) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using heated oxygen 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 heated oxygen sensor, which used for fuel control, malfunctioning Air pump pressure (absolute) Air pump pressure (absolute) - Air Pump2 Pressure (Absolute) Air pump 2 pressure (absolute) - Air Pump Pulsation Pressure Air pump pulsation pressure - Air Pump2 Pulsation Pressure Air pump 2 pulsation pressure - Secondary Air Control VSV Secondary air injection system status - 2nd Air System Status Second air system status - AI Test Secondary air injection system operation prohibit - IGN Advance Ignition advance - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Correction learning value of knocking - ACIS VSV VSV for Acoustic Control Induction System (ACIS) - VVT Control Status #1 VVT control status - VVT Control Status #2 VVT control status - Catalyst Temp B1S1 Estimated catalyst temperature (bank 1 sensor 1) - Catalyst Temp B2S1 Estimated catalyst temperature (bank 2 sensor 1) - Catalyst Temp B1S2 Estimated catalyst temperature (bank 1 sensor 2) - Catalyst Temp B2S2 Estimated catalyst temperature (bank 2 sensor 2) - Starter Signal Starter switch signal - Starter Control Starter switch status - Power Steering Signal Power steering switch status - Starter Relay Starter relay status - ACC Relay ACC relay status - Neutral Position SW Signal Park / Neutral position (PNP) switch signal - 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 - 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 - Cylinder #2 Misfire Count Cylinder #2 misfire - Cylinder #3 Misfire Count Cylinder #3 misfire - Cylinder #4 Misfire Count Cylinder #4 misfire - Cylinder #5 Misfire Count Cylinder #5 misfire - Cylinder #6 Misfire Count Cylinder #6 misfire - All Cylinders Misfire Count All cylinders misfire - 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 Catalyst over temperature Misfire prevention fuel cut - Cat OT MF F/C History Catalyst over temperature Misfire prevention fuel cut 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) - 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) - ACT VSV A/C cut status for Active Test - Idle Fuel Cut Prohibit Prohibition of fuel cut at idle - Idle Fuel Cut Fuel cut idle ON: when throttle valve fully closed and engine speed over 3500 rpm FC TAU Fuel cut during very light load Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Electrical Load Signal 1 Electrical load signal - Electrical Load Signal 2 Electrical load signal - SPD (NT) Input shaft speed Data is displayed in increments of 50 rpm. SPD (SP2) Output shaft speed

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 ON. Turn the Techstream ON. Enter the following menus: Powertrain / Engine and ECT / Data List. Check the values by referring to the table below. Tester Display Measurement Item/Range Normal Condition*2 Diagnostic Note Vehicle Speed Vehicle speed/ Min.: 0 km/h, Max.: 255 km/h Actual vehicle speed Speed indicated on speedometer Engine Speed Engine speed/ Min.: 0 rpm, Max.: 16383.75 rpm 650 to 750 rpm: Idling - Calculate Load Calculated load by ECM/ Min.: 0%, Max.: 100% 11.4 to 16.4%: Idling 13.1 to 18.9%: Running without load (2000 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 MAF meter/ Min.: 0 g/sec., Max.: 655.35 g/sec. 3.2 to 4.7 g/sec.: Idling 13.1 to 18.9 g/sec.: 2000 rpm If value approximately 0.0 g/sec.: Mass air flow meter power source circuit open VG circuit open or short If value 160.0 g/sec. or more: E2G circuit open Atmospheric Pressure Atmospheric pressure/ Min.: 0 kPa, Max.: 255 kPa Equivalent to atmospheric pressure (absolute pressure) - Coolant Temp Engine coolant temperature/ Min.: -40°C, Max.: 215°C 80 to 100°C (176 to 212°F): After warming up If value -40°C (-40°F): sensor circuit open If value 140°C (284°F): sensor circuit shorted Intake Air Intake air temperature/ Min.: -40°C, Max.: 140°C Equivalent to ambient air temperature If value -40°C (-40°F): sensor circuit open If value 140°C (284°F): sensor circuit shorted Engine Run Time Engine run time/ Min.: 0 s, Max.: 65535 s Time after engine start - Initial Engine Coolant Temp Initial engine coolant temperature/ Min.: -40°C, Max.: 119.9°C Coolant temperature when engine started Service data Initial Intake Air Temp Initial intake air temperature/ Min.: -40°C, Max.: 119.9°C Intake air temperature when engine started Service data Battery Voltage Battery voltage/ Min.: 0, Max.: 65.535 V 11 to 14 V: Idling - Accelerator Position Accelerator pedal position/ Min.: 0%, Max.: 399.9% Actual accelerator pedal position - Accel Sens. No. 1 Volt % Accelerator Pedal Position (APP) No. 1/ Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal released 54 to 86%: Accelerator pedal fully depressed - Accel Sens. No. 2 Volt % APP No. 2/ Min.: 0%, Max.: 100% 12 to 42%: Accelerator pedal released 66 to 98%: Accelerator pedal fully depressed - Accel Sensor Out No. 1 APP 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 APP sensor No. 2 voltage/ Min.: 0 V, Max.: 4.98 V 1.2 to 2.0 V: Accelerator pedal released 3.4 to 4.9 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 learned value No. 1/ Min.: 0 deg., Max.: 124.5 deg. - ETCS service data Accel Fully Close Learn #2 Accelerator fully closed learned 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 released - System Guard System guard/ ON or OFF - - Open Side Malfunction Open side malfunction/ ON or OFF - - 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.: 4.98V 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.: 4.98V 2.1 to 3.1 V: Accelerator pedal released 4.6 to 4.9 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 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 Closed 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 - Injector (Port) Injection period of the No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs 1600 to 2400 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 (Port and Direct) Fuel Pump/Speed Status Fuel pump/status/ ON or OFF - Active Test support data Vacuum Pump Key-OFF EVAP system leak detection pump status/ ON or OFF - Active Test support data EVAP (Purge) VSV EVAP (Purge) VSV control duty/ Min.: 0%, Max.: 100% 0 to 100%: Idling Control signal from ECM Evap Purge Flow Purge flow/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling Service data Purge Destiny Learn Value Learned value of purge density/ Min.: -200, Max.: 199.993 -35 to 1: Idling Service data Vapor Pressure Pump Vapor pressure/ Min.: 0 kPa (0 mmHg), Max.: 1441.770 kPa (10814.169 mmHg) Approximately 100 kPa (750 mmHg): Ignition switch ON EVAP system pressure monitored by canister pressure sensor Vapor Pressure (calculated) Vapor pressure (calculated)/ Min.: -720.896 kPa (-5407.167 mmHg), Max.: 720.874 kPa (5407.002 mmHg) Approximately 100 kPa (750 mmHg): Ignition switch ON EVAP system pressure monitored by canister pressure sensor EVAP System Vent Value Key-OFF EVAP system vent valve status/ ON or OFF - Active Test support data EVAP Purge VSV VSV status for EVAP control/ ON or OFF - Active Test support data Purge Cut VSV Duty Purge cut VSV duty/ Min.: 0%, Max.: 399.9% - - Target Air-Fuel Ratio Air-fuel ratio/ Min.: 0, Max.: 1.99 0.8 to 1.2: Idling - AF Lambda B1S1 Short-term fuel trim associated with bank 1 sensor 1/ Min.: 0, Max.: 1.99 Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air-fuel ratio Value greater than 1 (1.001 to 1.999) = Lean - AF Lambda B2S1 Short-term fuel trim associated with bank 2 sensor 1/ Min.: 0, Max.: 1.99 Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air-fuel ratio Value greater than 1 (1.001 to 1.999) = Lean - AFS Voltage B1S1 A/F sensor output voltage bank 1 sensor 1/ Min.: 0 V, Max.: 7.99 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 Voltage B2S1 A/F sensor output voltage bank 2 sensor 1/ Min.: 0 V, Max.: 7.99 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 Current B1S1 A/F 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 AFS Current B2S1 A/F 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 A/F Heater Duty #1 Air fuel ratio heater duty ratio for bank 1/ Min.: 0%, Max.: 399.9% 0 to 100% - A/F Heater Duty #2 Air fuel ratio heater duty ratio for 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: Vehicle being driven at 44 mph (70 km/h) Performing Control the Injection Volume or Control the Injection Volume for A/F sensor function of Active Test enables technician to check output voltage of 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: Vehicle being driven at 44 mph (70 km/h) Performing Control the Injection Volume or Control the Injection Volume for A/F sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 Sub heated oxygen sensor impedance (bank 1 sensor 2)/ Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000: After driving approx. 10 min. in urban area - O2S Impedance B2S2 Sub heated oxygen sensor impedance (bank 2 sensor 2)/ Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000: After driving approx. 10 min. in urban area - O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2/ Not Act or Active - - O2 Heater B2S2 Heated oxygen sensor heater for bank 2 sensor 2/ Not Act or Active - - O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2/ Min.: 0 A, Max.: 4.9 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor current for bank 2 sensor 2/ Min.: 0 A, Max.: 4.9 A - - Short FT #1 Short-term fuel trim of bank 1/ Min.: -100%, Max.: 99.2% -20 to 20% Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #1 Long-term fuel trim of bank 1/ Min.: -100%, Max.: 99.2% -30 to 30% Overall fuel compensation carried out in long-term to compensate for continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim of bank 1 Average value for fuel trim system of bank 1/ Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Short FT #2 Short-term fuel trim of 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 of 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 Total FT #2 Total fuel trim of bank 2 Average value for fuel trim system of bank 2/ 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 heated oxygen 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 heated oxygen sensor, which used for fuel control, malfunctioning Fuel System Status #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 heated oxygen 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 heated oxygen sensor, which used for fuel control, malfunctioning Air pump pressure (absolute) Air pump pressure (absolute)/ Min.: 0 kPa, Max.: 65535 kPa Atmospheric pressure +2.5 kPa or more: Air pump ON, air switching valve open Close to atmospheric pressure: air pump OFF, air switching valve closed Refer to «DTC P2440: Secondary Air Injection System Switching Valve Stuck Open Bank1; DTC P2441: Secondary Air Injection System Switching Valve Stuck Close Bank1; DTC P2442: Secondary Air Injection System Switching Valve Stuck Open Bank 2; DTC P2443: Secondary Air Injection System Switching Valve Stuck Closed Bank 2»(ref-389329-S06550093012011032200000) Air Pump2 Pressure (Absolute) Air pump 2 pressure (absolute)/ Min.: 0 kPa, Max.: 65535 kPa Atmospheric pressure +2.5 kPa or more: Air pump 2 ON, air switching valve open Close to atmospheric pressure: Air pump 2 OFF, air switching valve closed Refer to «DTC P2440: Secondary Air Injection System Switching Valve Stuck Open Bank1; DTC P2441: Secondary Air Injection System Switching Valve Stuck Close Bank1; DTC P2442: Secondary Air Injection System Switching Valve Stuck Open Bank 2; DTC P2443: Secondary Air Injection System Switching Valve Stuck Closed Bank 2»(ref-389329-S06550093012011032200000) Air Pump Pulsation Pressure Air pump pulsation pressure/ Min.: 0 kPa, Max.: 655.35 kPa - Cumulative pulsation pressure calculated by ECM Refer to «DTC P2440: Secondary Air Injection System Switching Valve Stuck Open Bank1; DTC P2441: Secondary Air Injection System Switching Valve Stuck Close Bank1; DTC P2442: Secondary Air Injection System Switching Valve Stuck Open Bank 2; DTC P2443: Secondary Air Injection System Switching Valve Stuck Closed Bank 2»(ref-389329-S06550093012011032200000) Air Pump2 Pulsation Pressure Air pump 2 pulsation pressure/ Min.: 0 kPa, Max.: 655.35 kPa - Cumulative pulsation pressure calculated by ECM Refer to «DTC P2440: Secondary Air Injection System Switching Valve Stuck Open Bank1; DTC P2441: Secondary Air Injection System Switching Valve Stuck Close Bank1; DTC P2442: Secondary Air Injection System Switching Valve Stuck Open Bank 2; DTC P2443: Secondary Air Injection System Switching Valve Stuck Closed Bank 2»(ref-389329-S06550093012011032200000) Secondary Air Control VSV VSV status for secondary air control/ ON or OFF - Active Test support data 2nd Air System Status Secondary air injection system status/ ON or OFF ON: Secondary air system operating - AI Test Secondary air injection system operation prohibition/ READY or NOT RDY - Refer to «DTC P2440: Secondary Air Injection System Switching Valve Stuck Open Bank1; DTC P2441: Secondary Air Injection System Switching Valve Stuck Close Bank1; DTC P2442: Secondary Air Injection System Switching Valve Stuck Open Bank 2; DTC P2443: Secondary Air Injection System Switching Valve Stuck Closed Bank 2»(ref-389329-S06550093012011032200000) 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 CA, Max.: 1023.9 CA -22 to 0 CA: Vehicle being driven at 44 mph (70 km/h) Service data Knock Correct Learn Value Learned knocking correction value/ Min: -1024 CA, Max.: 1023.9 CA 0 to 22°CA: Vehicle being driven at 44 mph (70 km/h) Service data ACIS VSV VSV status for ACIS control/ ON or OFF - Active Test support data VVT Control Status #1 VVT control (bank 1) status/ ON or OFF - Active Test support data VVT Control Status #2 VVT control (bank 2) status/ ON or OFF - Active Test support data VVT Aim Angle #1*3 VVT aim angle (bank 1)/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling VVT duty signal value during intrusive operation VVT Change Angle #1*3 VVT change angle (bank 1)/ Min.: 0°FR, Max.: 639.9°FR 0 to 56°FR: Idling Displacement angle during intrusive operation VVT OCV Duty #1*3 VVT OCV operation duty (bank 1)/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling Requested duty value for intrusive operation VVT Aim Angle #2*3 VVT aim angle (bank 2)/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling VVT duty signal value during intrusive operation VVT Change Angle #2*3 VVT change angle (bank 2)/ Min.: 0°FR, Max.: 639.9°FR 0 to 56°FR: Idling Displacement angle during intrusive operation VVT OCV Duty #2*3 VVT OCV operation duty (bank 2)/ Min.: 0%, Max.: 399.9% 0 to 100%: Idling Requested duty value for intrusive operation VN Turbo Type Variable nozzle turbo type/ Not Avl, Commo, Vacuum or CAN Com Not Avl (Unused) - Catalyst Temp B1S1 Catalyst temperature (bank 1 sensor 1)/ Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B2S1 Catalyst temperature (bank 2 sensor 1)/ Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B1S2 Catalyst temperature (bank 1 sensor 2)/ Min.: -40°C, Max.: 6513.5°C - - Catalyst Temp B2S2 Catalyst temperature (bank 2 sensor 2)/ Min.: -40°C, Max.: 6513.5°C - - Starter Signal Starter signal/ Close or Open Close: Cranking - Starter Control Starter switch status/ ON or OFF ON: Cranking - Power Steering Signal Record Power steering switch status/ ON or OFF ON: Power steering operating - Starter Relay Starter relay status/ ON or OFF ON: Cranking - ACC Relay ACC relay status/ ON or OFF ON: Cranking - Neutral Position SW Signal PNP switch status/ ON or OFF ON: P or N position - 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: Fuel cut operating - Check Mode Check mode/ ON or OFF ON: Check mode ON Refer to «CHECK MODE PROCEDURE»(ref-389327-S25454194942011032200000) 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 HO2 sensor (bank 1)/ Compl or Incmpl - - OXS2 Test Result Check mode result for HO2 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 detected 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 vehicle driven after DTC detected - Running Time from MIL ON Running time from MIL ON/ Min.: 0 min., Max.: 65535 min. Running time after MIL ON - Time after DTC Cleared Time elapsed after DTC cleared/ Min.: 0 min., Max.: 65535 min. Time elapsed after DTCs erased - Distance from DTC Cleared Distance vehicle driven after DTC cleared/ Min.: 0 km, Max.: 65535 km Distance vehicle driven after DTCs erased - Warmup Cycle Cleared DTC Warm-up cycles after DTC cleared/ Min.: 0, Max.: 255 - Number of warm-up cycles after DTC cleared Dist Batt Cable Disconnect Distance vehicle driven after 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 OBD2 - Number of Emission DTC Emission related DTCs - Number of emission related DTCs TC and TE1 TC and CG (TE1) terminals of DLC3/ ON or OFF - Active Test support data Ignition Trig. Count Number of counts of misfire counter/ Min.: 0, Max.: 65535 0 to 800 - Cylinder #1 Misfire Count Misfire count of cylinder 1/ Min.: 0, Max.: 255 0 This item displayed only when idling Cylinder #2 Misfire Count Misfire count of cylinder 2/ Min.: 0, Max.: 255 0 This item displayed only when idling Cylinder #3 Misfire Count Misfire count of cylinder 3/ Min.: 0, Max.: 255 0 This item displayed only when idling Cylinder #4 Misfire Count Misfire count of cylinder 4/ Min.: 0, Max.: 255 0 This item displayed only when idling Cylinder #5 Misfire Count Misfire count of cylinder 5/ Min.: 0, Max.: 255 0 This item displayed only when idling Cylinder #6 Misfire Count Misfire count of cylinder 6/ Min.: 0, Max.: 255 0 This item displayed only when idling All Cylinders Misfire Rate All cylinders misfire count/ Min.: 0, Max.: 255 0 to 35 - 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.: -128%, Max.: 127% -100 to 99.22% Misfire detecting margin Catalyst OT MF F/C Catalyst over temperature misfire prevention fuel cut/ 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 fuel cut history/ ON or OFF ON: Fuel cut operation history 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 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 - 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 is 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 is operating - ACT VSV A/C cut status for Active Test/ ON or OFF - Active Test support data Idle Fuel Cut Prohibit Idle fuel cut prohibit/ ON or OFF - - 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 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 model code: GSK5# Engine Type Engine type - Identifying engine type: 1GRFE Cylinder Number Cylinder number/ Min.: 0, Max.: 255 - Identifying cylinder number: 6 Transmission Type Transmission type - Identifying transmission type: 5AT Destination Destination - Identifying destination: A (America) Model Year Model year/ Min.: 1900, Max.: 2155 - Identifying model year: 200# Engine Speed of Cyl #1 Engine RPM 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 RPM 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 RPM 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 RPM 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 RPM 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 RPM 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 RPM for all cylinders/ Min.: 0 rpm, Max.: 51199 rpm - Output only when Check the Cylinder Compression is performed using Active Test SPD (SP2) 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) - SPD (NT) Input shaft speed/ Min.: 0 rpm, Max.: 12750 rpm Lock-up is ON (after warming up engine): Input turbine speed (NT) is equal to engine speed OFF (idling with shift lever in N): Input turbine speed (NT) is nearly equal to engine speed Data is displayed in increments of 50 rpm HINT: *1: Excluding throttle valve opening percentage due to Idle Speed Control (ISC). *2: If no idling conditions are specified, the shift lever should be in the N or P position, and the A/C switch and all accessory switches should be OFF. *3: Data List values are only displayed when performing the following Active Tests: Control the VVT Linear (Bank1), Control the VVT Linear (Bank2), Control the VVT Exhaust Linear (Bank1) and Control the VVT Exhaust Linear (Bank2). For other Active Tests, the Data List value will be 0.
2. ACTIVE TEST HINT: Using the Techstream to perform the Active Tests allows relays, VSVs and 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 ON. Turn the Techstream ON. Enter the following menus: Powertrain / Engine and ECT / Active Test. According to the display on Techstream, perform the "Active Test". Tester Display Test Part Control Range Diagnostic Note 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 Injection volume can be changed in 1% gradations within control range Control the Injection Volume for A/F Sensor Change injection volume Lower by 12.5% or increase by 24.8% Perform test at less than 3000 rpm Control the Injection Volume for A/F Sensor enables checking and graphing of A/F (Air Fuel Ratio) sensor and Heated Oxygen (HO2) sensor voltage outputs To conduct test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / Data List / A/F Control System / AFS B1 S1 and O2S B1 S2 Activate the VSV for Secondary Air Control Activate the Secondary Air System ON/OFF Do not perform test for 5 seconds or more After test, do not perform test again for 30 seconds Activate the VSV for Intake Control Activate VSV for intake control ON/OFF - Activate the VSV for EVAP Control Activate purge VSV control ON/OFF - Control the A/C Cut Signal Control the A/C cut signal ON/OFF - Control the Fuel Pump Speed Activate fuel pump (C/OPN Relay) ON/OFF Test possible when following conditions met: Ignition switch ON Engine is stopped Connect the TC and TE1 Turn on and off TC and CG (TE1) connection ON/OFF ON: TC and TE1 connected OFF: TC and TE1 disconnected Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF - Prohibit the Catalyst OT Misfire prevent F/C Prohibit catalyst overheat malfunction prevention fuel cut operation during misfire ON: Fuel cut is prohibited Confirm that the vehicle is stopped and engine speed is 3000 rpm or less. Active the Starter Relay Activate starter relay ON/OFF - Active the ACC Cut Relay Activate ACC cut relay ON/OFF Test possible when following conditions met: Ignition switch ON Engine is stopped Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Test possible when following conditions met: Ignition switch ON Engine is stopped Accelerator pedal fully depressed (APP: 58 degrees or more) Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Control the VVT Linear (Bank1) Control VVT (bank 1) Between -128 and 127% Engine stall or rough idle when VVT actuator operated by 100%. Test possible during idle. Control the VVT System (Bank1) Turn on and off OCV (Oil Control Valve) ON/OFF Engine stalls or idles roughly when OCV turned ON Normal engine running or idling when OCV OFF Control the VVT Linear (Bank2) Control VVT (bank 2) Between -128 and 127% Engine stall or rough idle when VVT actuator operated by 100%. Test possible during idle. Control the VVT System (Bank2) Turn on and off OCV (Oil Control Valve) ON/OFF Engine stalls or idles roughly when OCV turned ON Normal engine running or idling when OCV OFF Activate the Vacuum Pump Leak detection pump ON/OFF - Activate the VSV for Vent Value Vent valve ON/OFF - Control the Cylinder #1 Fuel Cut Cylinder #1 injector fuel cut ON/OFF Test possible while vehicle stopped and engine idling*1 Control the Cylinder #2 Fuel Cut Cylinder #2 injector fuel cut ON/OFF Control the Cylinder #3 Fuel Cut Cylinder #3 injector fuel cut ON/OFF Control the Cylinder #4 Fuel Cut Cylinder #4 injector fuel cut ON/OFF Control the Cylinder #5 Fuel Cut Cylinder #5 injector fuel cut ON/OFF Control the Cylinder #6 Fuel Cut Cylinder #6 injector fuel cut ON/OFF Control the All Cylinder Fuel Cut All cylinder fuel cut ON/OFF Check the Cylinder Compression*2 Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders NOTE: *1: If the display of the Data List's CAT OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. *1: If the display of the Data List's CAT OT MF F/C item is Avail, perform this Active Test as described below. Stop the engine and turn the ignition switch ON to turn Control the Cylinder #1 Fuel Cut (to #6 Fuel Cut) ON. Start the engine. HINT: *2: When cranking the engine, each cylinder measures the engine rpm. In this Active Test, the fuel and ignition of all cylinders are cut, and cranking occurs for approximately 10 seconds. Then, each cylinder measures the engine rpm. If a cylinder's engine rpm is higher than the others, that cylinder's compression pressure is compared to the others, and it is determined whether it is low or not. Warm up the engine. Turn the ignition switch OFF. Connect the Techstream to the DLC3. Turn the ignition switch ON and turn the Techstream ON. Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression. HINT: If the results are not displayed normally, select the display items from the Data List before performing the Active Test. Enter the following menus: Powertrain / Engine and ECT / Data List / Compression / Engine Speed of Cyl #1, Engine Speed of Cyl #2, Engine Speed of Cyl #3, Engine Speed of Cyl #4, Engine Speed of Cyl #5, Engine Speed of Cyl #6 and Av Engine Speed of All Cyl. While the engine is not running, press the RIGHT or LEFT button to change the Check the Cylinder Compression to ON. HINT: After performing the above procedure, the Active Test's Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited, and each cylinder's engine rpm measurement will enter standby mode. Crank the engine for about 10 seconds. Monitor the engine speed (Engine Speed of Cyl #1 to #6, Av Engine Speed of All Cyl) displayed on the Techstream. HINT: At first, the Techstream's display will show each cylinder's engine rpm measurement to be extremely high. After approximately 10 seconds of engine cranking, each cylinder's engine rpm measurement will change to the actual engine rpm. NOTE: After the Active Test's Check the Cylinder Compression is turned ON, it will automatically turn off after 255 seconds. When the Check the Cylinder Compression test is OFF and the engine is cranked, the engine will start. If the Check the Cylinder Compression test needs to be performed after it is turned ON and performed once, press EXIT to return to the Active Test menu screen. Then perform the Check the Cylinder Compression test again. Use a fully-charged battery.
3. SYSTEM CHECK HINT: Performing a System Check in the Utility menu enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. Connect the Techstream to the DLC3. Turn the ignition switch 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 5 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»(ref-389329-S06952746832011032200000) Evaporative System Check (Manual Mode) Perform 5 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less Used to detect malfunctioning parts Refer to EVAP system. Refer to «EVAP System»(ref-389329-S06952746832011032200000) 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 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 to ON or engine running Turn ignition switch to OFF when Air Injection Check finished Air Injection Check (Manual Mode) Perform 7 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 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 to ON or engine running Turn ignition switch to OFF when Air Injection 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 "Reference" below.

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

SFI SYSTEM