Engine Control System (1AR-FE) (Diagnostics - Introduction): Diagnosis Toyota Venza I facelift

HOW TO PROCEED WITH TROUBLESHOOTING [08/2013 - ]

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 with 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* HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SELECT CHECK MODE DIAGNOSIS* HINT: Refer to Check Mode Procedure. Refer to «CHECK MODE PROCEDURE [08/2013 - ]»(ref-649257-S12422950532014081400000) . NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE [08/2013 - ]»(ref-649257-S23427811172014081400000) . If the engine does not start, first perform the "Check For DTC" procedure and "Conduct Basic Inspection" procedure below. Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE [08/2013 - ]»(ref-649257-S23427811172014081400000) . NEXT: Go to next step
10. CHECK DTC* HINT: Refer to DTC Check / Clear. Refer to «DTC CHECK / CLEAR [08/2013 - ]»(ref-649257-S06937007322014081400000) . Result Proceed to Trouble code A No code B B --> GO TO STEP 12 A: Go to next step
11. REFER TO DTC CHART HINT: Refer to Diagnostic Trouble Code Chart. Refer to «DIAGNOSTIC TROUBLE CODE CHART [08/2013 - ]»(ref-649257-S19875922082014081400000) . NEXT: Go to next step
12. CONDUCT BASIC INSPECTION Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
13. REFER TO PROBLEM SYMPTOMS TABLE HINT: Refer to Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE [08/2013 - ]»(ref-649257-S23427811172014081400000) . Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT HINT: Refer to ECM Power Source Circuit. Refer to «ECM Power Source Circuit [08/2013 - ]»(ref-649417-S02495649362014081400000) . NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS NEXT: Go to next step
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

BASIC INSPECTION [08/2013 - ]

When the 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 the ignition switch off. Result Result Proceed to 11 V or more OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO PROBLEM SYMPTOMS TABLE OK: Go to next step
3. CHECK WHETHER ENGINE STARTS NG --> GO TO STEP 6 OK: Go to next step
4. CHECK AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY Visually check that the air cleaner filter element sub-assembly is not excessively contaminated with dirt or oil. NG --> REPLACE AIR CLEANER FILTER ELEMENT SUB-ASSEMBLY OK: Go to next step
5. CHECK IDLE SPEED NG --> TROUBLESHOOT IDLE 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 IGNITION SYSTEM AND PROCEED TO NEXT STEP OK --> PROCEED TO PROBLEM SYMPTOMS TABLE

PROBLEM SYMPTOMS TABLE [08/2013 - ]

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" in the Data List.

If the elapsed time is over 0 sec, then the engine speed is high (More than the engine speed at which fuel cut occurs + 500 rpm).

When this has happened, there is the possibility that the valve rocker arm will become loose and malfunction, so check that the No. 1 valve rocker arm sub-assembly is properly attached. Refer to COMPONENTS [08/2013 - ] .

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HINT

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

1. *1: The ECM terminal voltage is constant regardless of the output voltage shown on the Techstream.
2. *2: w/ Smart Key System

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1. WAVEFORM 1 CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-36 (OC1+) - B58-59 (OC1-) 5 V/DIV, 1 ms/DIV Idling B58-35 (OE1+) - B58-58 (OE1-) 5 V/DIV, 1 ms/DIV Idling
2. WAVEFORM 2 AIR FUEL RATIO SENSOR (BANK 1 SENSOR 1) HEATER SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-18 (HA1A) - B58-46 (E04) 5 V/DIV, 10 ms/DIV Idling
3. WAVEFORM 3 HEATED OXYGEN SENSOR (BANK 1 SENSOR 2) SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-125 (OX1B) - B58-102 (O1B-) 0.2 V/DIV, 200 ms/DIV Engine speed maintained at 2500 rpm for 2 minutes after warming up engine HINT: In the Data List, item O2S B1S2 shows the ECM input values from the heated oxygen sensor.
4. WAVEFORM 4 INJECTOR NO. 1 (TO NO. 4) INJECTION SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-85 (#10) - B58-109 (E01) 20 V/DIV, 20 ms/DIV Idling B58-84 (#20) - B58-109 (E01) 20 V/DIV, 20 ms/DIV Idling B58-83 (#30) - B58-109 (E01) 20 V/DIV, 20 ms/DIV Idling B58-82 (#40) - B58-109 (E01) 20 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
5. WAVEFORM 5 KNOCK SENSOR SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-87 (KNK1) - B58-110 (EKNK) 1 V/DIV, 1 ms/DIV Engine speed maintained at 4000 rpm after warming up engine HINT: The wavelength becomes shorter as the engine speed increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle.
6. WAVEFORM 6 CRANKSHAFT POSITION SENSOR SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-74 (NE+) - B58-120 (NE-) 5 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
7. WAVEFORM 7 CAMSHAFT POSITION SENSOR SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-76 (G2+) - B58-122 (G2-) 5 V/DIV, 20 ms/DIV Idling B58-75 (EV1+) - B58-121 (EV1-) 5 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
8. WAVEFORM 8 IGNITION COIL IGT SIGNAL (FROM ECM TO IGNITION COIL) AND IGNITION COIL IGF SIGNAL (FROM IGNITION COIL TO ECM) Terminal No. (Symbol) Tool Setting Condition B58-108 (IGT1) - B58-104 (E1) 2 V/DIV, 20 ms/DIV Idling B58-107 (IGT2) - B58-104 (E1) 2 V/DIV, 20 ms/DIV Idling B58-106 (IGT3) - B58-104 (E1) 2 V/DIV, 20 ms/DIV Idling B58-105 (IGT4) - B58-104 (E1) 2 V/DIV, 20 ms/DIV Idling B58-23 (IGF1) - B58-104 (E1) 2 V/DIV, 20 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
9. WAVEFORM 9 PURGE VSV SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-28 (PRG) - B58-104 (E1) 10 V/DIV, 20 ms/DIV Idling, under purge control HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
10. WAVEFORM 10 VEHICLE SPEED SIGNAL Terminal No. (Symbol) Tool Setting Condition A49-15 (SPD) - B58-104 (E1) 2 V/DIV, 20 ms/DIV Vehicle driven at 12 mph (20 km/h) HINT: The wavelength becomes shorter as the vehicle speed increases.
11. WAVEFORM 11 THROTTLE ACTUATOR POSITIVE TERMINAL SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-21 (M+) - B58-19 (ME01) 5 V/DIV, 1 ms/DIV Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
12. WAVEFORM 12 THROTTLE ACTUATOR NEGATIVE TERMINAL SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-20 (M-) - B58-19 (ME01) 5 V/DIV, 1 ms/DIV Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
13. WAVEFORM 13 ENGINE SPEED SIGNAL Terminal No. (Symbol) Tool Setting Condition A49-26 (TACH) - B58-104 (E1) 5 V/DIV, 10 ms/DIV Idling HINT: The wavelength becomes shorter as the engine speed increases.
14. WAVEFORM 14 CAN COMMUNICATION SIGNAL (REFERENCE) Terminal No. (Symbol) Tool Setting Condition A49-13 (CANH) - B58-104 (E1) 1 V/DIV, 10 μs/DIV Ignition switch ON B58-24 (CAN+) - B58-104 (E1) 1 V/DIV, 10 μs/DIV Ignition switch ON A49-12 (CANP) - B58-104 (E1) 1 V/DIV, 10 μs/DIV Ignition switch ON HINT: The waveform varies depending on the CAN communication signal.
15. WAVEFORM 15 CAN COMMUNICATION SIGNAL (REFERENCE) Terminal No. (Symbol) Tool Setting Condition A49-5 (CANL) - B58-104 (E1) 1 V/DIV, 10 μs/DIV Ignition switch ON B58-1 (CAN-) - B58-104 (E1) 1 V/DIV, 10 μs/DIV Ignition switch ON A49-4 (CANN) - B58-104 (E1) 1 V/DIV, 10 μs/DIV Ignition switch ON HINT: The waveform varies depending on the CAN communication signal.
16. WAVEFORM 16 DC MOTOR FOR TUMBLE CONTROL VALVE POSITIVE TERMINAL SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-4 (IA1+) - B58-109 (E01) 5 V/DIV, 1 ms/DIV Idling with cold engine
17. WAVEFORM 17 DC MOTOR FOR TUMBLE CONTROL VALVE NEGATIVE TERMINAL SIGNAL Terminal No. (Symbol) Tool Setting Condition B58-3 (IA1-) - B58-109 (E01) 5 V/DIV, 1 ms/DIV Idling with cold engine
18. WAVEFORM 18 CRANKSHAFT POSITION SENSOR SIGNAL Terminal No. (Symbol) Tool Setting Condition A49-53 (NEO) - B58-104 (E1) 5 V/DIV, 2 ms/DIV Idling with warm engine

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, an OBD II scan tool (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system 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 for DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of the engine data. The DTCs and freeze frame data can be cleared with the Techstream. In order to enhance OBD function on vehicles and develop the off-board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for duplicating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (the Techstream only).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the subsequent driving 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 running or stopped, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
5. DLC3 (Data Link Connector 3) Check the DLC3. Refer to «GENERAL INFORMATION [08/2013 - ]»(ref-649249-S38944947632014081400000) .
6. BATTERY VOLTAGE Standard Voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery before proceeding to the next step.
7. MIL (Malfunction Indicator Lamp) The MIL illuminates when the ignition switch is 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 does not illuminate when the ignition switch is turned to ON, check the MIL circuit. Refer to «MIL Circuit [08/2013 - ]»(ref-649417-S32976524802014081400000) .
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 duplicating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR [08/2013 - ]»(ref-649257-S06937007322014081400000) . Turn the ignition switch off and wait for at least 30 seconds. Turn the ignition switch to ON and turn the Techstream on. 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. Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Driving pattern should be performed after confirming the DTC enabling conditions N/A Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK / CLEAR [08/2013 - ]

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 / 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 [08/2013 - ]»(ref-649257-S19875922082014081400000) .
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 / 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 NO. 1 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 / Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear the 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 [08/2013 - ]»(ref-649257-S19875922082014081400000) . 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 / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

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1. DESCRIPTION The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. HINT: If it is impossible to replicate the problem even though a DTC is output, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, 5 separate sets of freeze frame data, including the data values at the time when the DTC is stored, can be checked. 3 data sets before the DTC is stored. 1 data set when the DTC is stored. 1 data set after the DTC is stored. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying the cause of the malfunction, and in judging whether it was temporary or not.
2. 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 / Trouble Codes. Select a DTC in order to display its pending freeze frame data. HINT: Pending freeze frame data is cleared when any of the following occurs. Using the Techstream, the DTCs cleared. The cable is disconnected from the negative (-) battery terminal. 40 trips with the engine fully warmed up have been performed after returning to normal. (Pending freeze frame data will not be cleared by only returning the system to normal.) With previous pending freeze frame data stored, if pending freeze frame data is newly stored when a 2 trip DTC is detected in the first trip, the old freeze frame data will be replaced with the new one of the newly detected DTC in the next trip.
3. LIST OF FREEZE FRAME DATA Techstream Display Measurement Item Diagnostic Note Vehicle Speed Vehicle speed The speed indicated on the speedometer. Engine Speed Engine speed - Calculate Load Calculated load The load calculated by the ECM. Vehicle Load Vehicle load The load percentage in terms of the maximum intake air flow amount. MAF Air flow rate from mass air flow meter If the value is approximately 0.0 gm/s: The mass air flow meter power source circuit is open. The VG circuit is open or shorted. If 271.0 gm/s or more: The E2G circuit is open. Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is higher than 135°C (275°F), the sensor circuit is shorted. Intake Air Intake air temperature If the value is -40°C (-40°F), the sensor circuit is open. If the value is higher than 128°C (262°F), the sensor circuit is shorted. Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Engine coolant temperature at engine start - Initial Intake Air Temp Initial intake air temperature - Battery Voltage Battery voltage - Glow Indicator Supported Glow indicator supported - Glow Indicator Glow indicator - Accel Sens. No. 1 Volt % Absolute accelerator pedal position No. 1 - Accel Sens. No. 2 Volt % Absolute accelerator pedal position No. 2 - Throttle Sensor Volt % Absolute throttle position sensor The throttle opening angle recognized by the ECM. Throttl Sensor #2 Volt % Absolute throttle position sensor #2 The throttle opening angle recognized by the ECM. Throttle Sensor Position Throttle sensor positioning The calculated value based on VTA1. Throttle Motor DUTY Throttle actuator - Throttle Position Throttle valve opening angle When the engine stalls, is difficult to start, or idles roughly ISC Flow Flow rate calculated using information from mass air flow meter sub-assembly When the engine stalls, is difficult to start, or idles roughly ISC Position Requested throttle opening amount calculated using ISC control 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 amount When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learned airflow value When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Compensation flow rate according to electrical load When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Compensation flow rate according to air conditioner load When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Low engine speed control operation state When the engine stalls, is difficult to start, or idles roughly N Range Status Shift lever N status When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Intake air compensation flow rate When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Flow loss due to deposits This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when the engine stalls, is difficult to start, or idles roughly. When the ISC learned value is initialized, performing the following procedures in order to quickly relearn the Deposit Loss Flow value. After the Deposit Loss Flow has been relearned, gradual fine adjustments will continue automatically. Start the engine cold and allow the engine to idle. After the engine is warmed up (engine coolant temperature is above 80°C [176°F]), allow the engine to idle for an additional 5 minutes. Turn the ignition switch off and wait for 30 seconds. Start the engine again, and allow the engine to idle for 5 minutes. Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder1) Injection volume (cylinder 1) The quantity of fuel injection volume for 10 times. Fuel Pump/Speed Status Fuel pump/status - Vacuum Pump Key-off EVAP system leak detection pump status - TCV Status Tumble control valve status - Current Fuel Type Current Fuel Type - EVAP (Purge) VSV EVAP (purge) VSV control duty The order signal from the ECM. Evap Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learned value of purge density - EVAP System Vent Valve Key-off EVAP system vent valve status - EVAP Purge VSV VSV status for EVAP control - Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Fuel trim at air fuel ratio sensor - AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1 - AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 - A/F Heater Duty #1 Air fuel ratio heater duty ratio - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 - O2S Impedance B1S2 Heated oxygen sensor impedance for bank 1 sensor 2 - O2 Heater B1S2 Heated oxygen sensor heater - O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2 - Short FT #1 Short-term fuel trim of bank 1 Short-term fuel compensation is used to maintain the air fuel ratio at the stoichiometric level. Long FT #1 Long-term fuel trim of bank 1 Overall fuel compensation is carried out in the long-term to compensate for a continual deviation of the short-term fuel trim from the central value. Total FT #1 Total fuel trim of bank 1 - Fuel System Status #1 Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied the conditions to go to closed loop. CL (Closed Loop): Using the air fuel ratio sensor as feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. Fuel System Status #2 Fuel system status (bank 2) Unused IGN Advance Ignition timing advance for No. 1 cylinder - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Learned knocking correction value - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4 cylinder) When the engine stalls, is difficult to start, or idles roughly ACIS VSV VSV for acoustic control induction system (ACIS) - IAC Sensor Voltage Intake air control valve position sensor output voltage - Intake Air Control Position Intake air control valve position - Actual VVT Angle #1 VVT displacement angle - Actual VVT Ex Angle #1 Exhaust VVT displacement angle - VVT Control Status #1 VVT control (bank 1) status - VVT Advance Fail VVT control failure status - Catalyst Temp B1S1 Estimated catalyst temperature (for sensor 1) - Catalyst Temp B1S2 Estimated catalyst temperature (for sensor 2) - Starter Signal Starter signal (STA terminal input status) - Power Steering Signal Power steering signal - Neutral Position SW Signal Park/neutral position switch status - Stop Light Switch Stop light switch status - A/C Signal A/C switch status - Idle Up Signal Idle up signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel-cut condition - Immobiliser Communication Immobiliser communication - TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Total distance vehicle driven after DTC cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared - Dist Batt Cable Disconnect Total distance vehicle driven after battery cable disconnected - IG OFF Elapsed Time Cumulative time after ignition switch off - TC and TE1 TC and TE1 terminals of DLC3 - Ignition Trig. Count Ignition counter to calculated misfire count - Cylinder #1 Misfire Count Misfire count of cylinder 1 - Cylinder #2 Misfire Count Misfire count of cylinder 2 - Cylinder #3 Misfire Count Misfire count of cylinder 3 - Cylinder #4 Misfire Count Misfire count of cylinder 4 - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Average engine speed when misfire occurs - Misfire Load Average engine load when misfire occurred - Misfire Margin Margin to detect engine misfire - Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C Cylinder#1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder#4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) - Engine Speed (Starter Off) Engine speed when starter off When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after ignition switch turned to ON When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance driven during previous trip Before 5 seconds elapse after starting the engine, which is 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 freeze frame data which were 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 Data List (real-time measurements), or for freeze frame data which were present when the DTCs other than P1604 were detected, the value indicates the distance driven during the current trip. Engine Starting Time Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm) When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Engine coolant temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated temperature) When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature for A/C When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature during previous trip When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of hesitation during engine start When the engine stalls, is difficult to start, or idles roughly Low Rev for Eng Start History of low engine speed after engine start When the engine stalls, is difficult to start, or idles roughly Minimum Engine Speed Minimum engine speed 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 - 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 value of high load area for bank 1 - Tumble C.V Duty Ratio Intake air control valve duty ratio - Electric Fan Motor Electric fan motor status - Brake Override System Brake override system status - Electric Cooling Fan High Electric cooling fan high speed status - Electric Cooling Fan Low Electric cooling fan low speed status - Idle Fuel Cut Fuel cut idle ON: When the throttle valve is fully closed and the engine speed is more than 2800 rpm. FC TAU Fuel cut during very light load The fuel cut is being performed under a very light load to prevent incomplete engine combustion. Immobiliser Fuel Cut Status of immobiliser fuel cut - Immobiliser Fuel Cut History Status of immobiliser fuel cut history - Communication with ECT Status of the communication with TCM - Comm with Power Manage Status of the communication with power management control ECU - Comm with Air Conditioner Status of the communication with air conditioning amplifier assembly - Electrical Load Signal 1 Electrical load signal - Electrical Load Signal 2 Electrical load signal - Electrical Load Signal 3 Electrical load signal - 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) - Received MIL from ECT MIL status from ECT - Shift Position Sig from ECT Shift position signal from ECT - A/T Oil Temp from ECT ATF temperature from ECT - SPD (NO) Output shaft speed - SPD (NT) Input turbine speed - ECT Lock Up ECT lock up status - SPD (NC) Counter gear speed - Shift SW Status (P Range) Park/neutral position switch assembly status - Shift SW Status (R Range) Park/neutral position switch assembly status - Shift SW Status (N Range) Park/neutral position switch assembly status - Shift SW Status (N, P Range) Supported Status of park/neutral position switch assembly (N or P) supported - Shift SW Status (N, P Range) Park/neutral position switch assembly status (P or N) - Sports Shift Up SW Sport shift up switch status - Sports Shift Down SW Sport shift down switch status - Sports Mode Selection SW Sport mode select switch status - Shift SW Status (D Range) Park/neutral position switch assembly status

DIAGNOSTIC TROUBLE CODE CHART [08/2013 - ]

HINT

Parameters listed in the chart may not be exactly the same as your readings due to the type of instrument or other factors. If a trouble code is displayed during the DTC check, inspect the trouble areas listed for that code. For details of the code, follow the "See Refer To" reference.

*1: MIL flashes when a catalyst damaging misfire is detected

SFI SYSTEM