Engine Control System (2GR-FE) (Diagnostics - Introduction): Other Toyota Venza I facelift

DEFINITION OF TERMS [08/2013 - ]

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CHECK FOR INTERMITTENT PROBLEMS [08/2013 - ]

HINT

Inspect the ECM using check mode. Intermittent problems are easier to detect with the Techstream when the ECM is in check mode. In check mode, the ECM uses 1 trip detection logic, which is more sensitive to malfunctions than normal mode (default), which uses 2 trip detection logic.

1. Clear the DTCs. Refer to «DTC CHECK / CLEAR [08/2013 - ]»(ref-649258-S07470507852014081400000) .
2. Switch the ECM from normal mode to check mode using the Techstream. Refer to «CHECK MODE PROCEDURE [08/2013 - ]»(ref-649258-S25069257912014081400000) .
3. Perform a simulation test.
4. Check and wiggle the harness(es), connector(s) and terminal(s).

REGISTRATION [08/2013 - ]

Note. The Vehicle Identification Number (VIN) must be input into the replacement ECM.

HINT

The VIN is a 17-digit alphanumeric vehicle identification number. The Techstream is required to register the VIN.

1. DESCRIPTION HINT: This registration service information consists of 2 parts: Read VIN and Write VIN. Read VIN: This process allows the VIN stored in the ECM to be read in order to confirm that the 2 VINs, the one provided with the vehicle and stored in the vehicle ECM, are the same. Write VIN: This process allows the VIN to be input into the ECM. If the ECM is changed, or the ECM VIN and vehicle VIN do not match, the VIN can be registered, or overwritten in the ECM by following this procedure.
2. READ VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / VIN / VIN Read.
3. WRITE VIN Confirm the vehicle VIN. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / VIN / VIN Write.

CHECKING MONITOR STATUS [08/2013 - ]

The purpose of the monitor result (mode 06) is to allow access to the results of on-board diagnostic monitoring tests of specific components/systems that are not continuously monitored. Examples are catalysts and evaporative emissions (EVAP) systems.

The monitor result allows the OBD II scan tool to display the monitor status, test value, minimum test limit and maximum test limit. These data are displayed after the vehicle has been driven to run the monitor.

When the test value is not between the minimum and maximum test limits, the ECM (PCM) interprets this as a malfunction. If the test value is on the borderline of the test limits, the component is likely to malfunction in the near future.

Perform the following procedures to view the monitor status. Although these procedures refer to the Lexus/Toyota Techstream, the monitor status can be checked using a generic OBD II scan tool. Refer to your scan tool operator's manual for specific procedural information.

1. PERFORM MONITOR DRIVE PATTERN 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-649258-S07470507852014081400000) . Operate the vehicle in accordance with the applicable drive pattern described in Readiness Monitor Drive Pattern. Refer to «READINESS MONITOR DRIVE PATTERN [08/2013 - ]»(ref-649258-S22660608112014081400000) . Do not turn the ignition switch off. NOTE: The test results will be lost if the ignition switch is turned off.
2. ACCESS MONITOR RESULT Enter the following menus: Powertrain / Engine / Monitor / Current Monitor / Result. Confirm the monitor status for each component. HINT: The monitor status for each component is displayed in the Result column. Pass: The component is functioning normally. Fail: The component is malfunctioning. Display the test results and test values for a monitor by selecting the icon in the Details column for that monitor.
3. CHECK COMPONENT STATUS Compare the test value with the minimum test limit (Min Limit) and maximum test limit (Max Limit). If the test value is between the minimum and maximum test limits, the component is functioning normally. If not, the component is malfunctioning. The test value is usually not near the test limits. If the test value is on the borderline of the test limits, the component is likely to malfunction in the near future. HINT: The monitor result might on rare occasions be Pass even if the Malfunction Indicator Lamp (MIL) is illuminated. This indicates the system malfunctioned on a previous driving cycle. This might be caused by an intermittent problem.
4. MONITOR RESULT INFORMATION If you use a generic scan tool, multiply the test value by the scaling value listed below. Advance / Retarded VVT Intake Side BANK 1 Monitor ID Test ID Scaling Unit Description $35 $81 Multiply by 0.01 Second Forced movement of oil control valve time Advance / Retarded VVT Intake Side BANK 2 Monitor ID Test ID Scaling Unit Description $36 $81 Multiply by 0.01 Second Forced movement of oil control valve time Advance / Retarded VVT Exhaust Side BANK 1 Monitor ID Test ID Scaling Unit Description $35 $85 Multiply by 0.01 Second Forced movement of oil control valve time Advance / Retarded VVT Exhaust Side BANK 2 Monitor ID Test ID Scaling Unit Description $36 $85 Multiply by 0.01 Second Forced movement of oil control valve time Air Fuel Ratio Sensor Bank 1 Sensor 1 Monitor ID Test ID Scaling Unit Description $01 $91 Multiply by 0.004 mA Air fuel ratio sensor current $01 $93 Multiply by 0.00012 V Rich to Lean response rate deterioration level $01 $94 Multiply by 0.00012 V Lean to Rich response rate deterioration level $01 $95 Multiply by 0.001 Second Rich to Lean delay level $01 $96 Multiply by 0.001 Second Lean to Rich delay level Air Fuel Ratio Sensor Bank 2 Sensor 1 Monitor ID Test ID Scaling Unit Description $05 $91 Multiply by 0.004 mA Air fuel ratio sensor current $05 $93 Multiply by 0.00012 V Rich to Lean response rate deterioration level $05 $94 Multiply by 0.00012 V Lean to Rich response rate deterioration level $05 $95 Multiply by 0.001 Second Rich to Lean delay level $05 $96 Multiply by 0.001 Second Lean to Rich delay level Heated Oxygen Sensor Bank 1 Sensor 2 Monitor ID Test ID Scaling Unit Description $02 $08 Multiply by 0.001 V Maximum sensor voltage $02 $8B Multiply by 0.001 Seconds 0.35 - 0.2 V sensor switch time $02 $8D Multiply by 0.001 Seconds Duration that sensor voltage drops to 0.2 V during fuel-cut $02 $8F Multiply by 0.0003 g Maximum oxygen storage capacity Heated Oxygen Sensor Bank 2 Sensor 2 Monitor ID Test ID Scaling Unit Description $06 $08 Multiply by 0.001 V Maximum sensor voltage $06 $8B Multiply by 0.001 Seconds 0.35 - 0.2 V sensor switch time $06 $8D Multiply by 0.001 Seconds Duration that sensor voltage drops to 0.2 V during fuel-cut $06 $8F Multiply by 0.0003 g Maximum oxygen storage capacity Catalyst - Bank 1 Monitor ID Test ID Scaling Unit Description $21 $A9 Multiply by 0.0003 No dimension Oxygen storage capacity of catalyst bank 1 Catalyst - Bank 2 Monitor ID Test ID Scaling Unit Description $22 $A9 Multiply by 0.0003 No dimension Oxygen storage capacity of catalyst bank 2 EVAP Monitor ID Test ID Scaling Unit Description $3D $C9 Multiply by 0.001 kPa Test value for small leak (P0456) $3D $CA Multiply by 0.001 kPa Test value for gross leak (P0455) $3D $CB Multiply by 0.001 kPa Test value for leak detection pump OFF stuck (P2401) $3D $CD Multiply by 0.001 kPa Test value for leak detection pump ON stuck (P2402) $3D $CE Multiply by 0.001 kPa Test value for vent valve OFF stuck (P2420) $3D $CF Multiply by 0.001 kPa Test value for vent valve ON stuck (P2419) $3D $D0 Multiply by 0.001 kPa Test value for reference orifice low flow (P043E) $3D $D1 Multiply by 0.001 kPa Test value for reference orifice high flow (P043F) $3D $D4 Multiply by 0.001 kPa Test value for purge VSV close stuck (P0441) $3D $D5 Multiply by 0.001 kPa Test value for purge VSV open stuck (P0441) $3D $D7 Multiply by 0.001 kPa Test value for purge flow insufficient (P0441) Rear Oxygen Sensor Heater Monitor ID Test ID Scaling Unit Description $42 $91 Multiply by 0.001 Ohm Oxygen sensor heater resistance for bank 1 sensor 2 $46 $91 Multiply by 0.001 Ohm Oxygen sensor heater resistance for bank 2 sensor 2 Fuel System Monitor ID Test ID Scaling Unit Description $81 $81 Multiply by 0.00003 No dimension Monitoring method using A/F sensor $81 $82 Multiply by 0.001 No dimension Monitoring method crank angle sensor $82 $81 Multiply by 0.00003 No dimension Monitoring method using A/F sensor for bank 2 $82 $82 Multiply by 0.001 No dimension Monitoring method crank angle sensor for bank 2 Misfire Monitor ID Test ID Scaling Unit Description $A1 $0B Multiply by 1 Time Total EWMA* misfire count of all cylinders in last ten driving cycles $A1 $0C Multiply by 1 Time When ignition switch is ON, total misfire count of all cylinders in last driving cycle is displayed. While engine is running, total misfire count of all cylinders in current driving cycle is displayed. $A2 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 1 in last ten driving cycles $A2 $0C Multiply by 1 Time When ignition switch is ON, total misfire count of cylinder 1 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 1 in current driving cycle is displayed. $A3 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 2 in last ten driving cycles $A3 $0C Multiply by 1 Time When ignition switch is ON, total misfire count of cylinder 2 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 2 in current driving cycle is displayed. $A4 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 3 in last ten driving cycles $A4 $0C Multiply by 1 Time When ignition switch is ON, total misfire count of cylinder 3 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 3 in current driving cycle is displayed. $A5 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 4 in last ten driving cycles $A5 $0C Multiply by 1 Time When ignition switch is ON, total misfire count of cylinder 4 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 4 in current driving cycle is displayed. $A6 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 5 in last ten driving cycles $A6 $0C Multiply by 1 Time When ignition switch is ON, total misfire count of cylinder 5 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 5 in current driving cycle is displayed. $A7 $0B Multiply by 1 Time Total EWMA* misfire count of cylinder 6 in last ten driving cycles $A7 $0C Multiply by 1 Time When ignition switch is ON, total misfire count of cylinder 6 in last driving cycle is displayed. While engine is running, total misfire count of cylinder 6 in current driving cycle is displayed. HINT: *: EWMA (Exponential Weighted Moving Average) misfire counts for last 10 driving cycles (calculated) Calculation: 0.1 x (current counts) + 0.9 x (previous average) Initial value for (previous average) = 0

READINESS MONITOR DRIVE PATTERN [08/2013 - ]

1. PURPOSE OF READINESS TESTS The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emission related components, and indicate any detected abnormalities with DTCs (Diagnostic Trouble Codes). Since various components need to be monitored during different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors. To view the status, enter the following menus: Powertrain / Engine / Monitor / Current Monitor / Current. When the status of a Readiness Monitor reads Complete, the necessary conditions have been met for running the performance tests for that Readiness Monitor. A generic OBD II scan tool can also be used to view the Readiness Monitor status. HINT: Many state Inspection and Maintenance (I/M) programs require a vehicle's Readiness Monitor status to show Complete before beginning emission tests. The Readiness Monitor will be reset to Incomplete if: The ECM has lost battery power or blown a fuse. DTCs have been cleared. The conditions for running the Readiness Monitor have not been met. If the Readiness Monitor status shows Incomplete, follow the appropriate Readiness Monitor Drive Pattern to change the status to Complete. WARNING: Strictly observe posted speed limits, traffic laws, and road conditions when performing these drive patterns. NOTE: These drive patterns represent the fastest method of satisfying all conditions necessary to achieve complete status for each specific Readiness Monitor. In the event of a drive pattern being interrupted (possibly due to factors such as traffic conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still achieve complete status upon completion of the drive pattern. To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed (driving up and down hills and/or sudden acceleration).
2. CATALYST MONITOR (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0420]. Refer to «DTC P0420: Catalyst System Efficiency Below Threshold (Bank 1); DTC P0430: Catalyst System Efficiency Below Threshold (Bank 2) [08/2013 - ]»(ref-649440-S16059054272014081400000) .
3. VVT SYSTEM MONITOR Refer to Confirmation Driving Pattern [P0011]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-649441-S11955001882014081400000) . Refer to Confirmation Driving Pattern [P0014]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-649441-S30816901522014081400000) .
4. EVAP SYSTEM MONITOR (KEY OFF TYPE) Refer to Confirmation Driving Pattern [EVAP System]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-649439-S39301808922014081400000) .
5. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR MONITORS (ACTIVE AIR-FUEL RATIO CONTROL TYPE) Refer to Confirmation Driving Pattern [P0136]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-649441-S28291560912014081400000) . Refer to Confirmation Driving Pattern [P2195]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-649439-S07752774862014081400000) .
6. AIR-FUEL RATIO (A/F) AND HEATED OXYGEN (HO2) SENSOR HEATER MONITORS (FRONT A/F AND REAR HO2 SENSOR TYPE) Refer to Confirmation Driving Pattern [P0031]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-649441-S19997476072014081400000) . Refer to Confirmation Driving Pattern [P0037]. Refer to «CONFIRMATION DRIVING PATTERN»(ref-649441-S23974880762014081400000) .

FREEZE FRAME DATA [08/2013 - ]

1. 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 detected, confirm the freeze frame data.

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1. 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 stored. 1 data set when the DTC was stored. 1 data set after the DTC was stored. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence the malfunction. The data may assist in identifying the cause of the malfunction, and judging whether it was temporary or not.

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1. 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.
2. LIST OF FREEZE FRAME DATA Label (Techstream Display) Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculate load Calculated load by ECM Vehicle Load Vehicle load - MAF Mass air flow volume If value approximately 0.0 gm/sec: Mass air flow meter sub-assembly power source circuit open VG circuit open or shorted If value 271.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F), sensor circuit open If value more than 135°C (275°F), sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F), sensor circuit open If value more than 128°C (262°F), 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 - 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 % Throttle position No. 1 - Throttl Sensor #2 Volt % Throttle sensor positioning No. 2 - Throttle Motor DUTY Throttle actuator - Throttle Position Throttle valve opening angle - 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 When the engine stalls, is difficult to start, or idles roughly 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 PS Feedback Val Compensation flow rate according to power steering 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 Neutral Control Neutral 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 When the engine stalls, is difficult to start, or idles roughly Injector (Port) Injection period - Injection Volum (Cylinder 1) Injection volume - Fuel Pump Speed Control Fuel pump speed control status - Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Leak detection pump ON: Operating Current Fuel Type Current fuel type - EVAP (Purge) VSV EVAP purge VSV duty ratio - Evap Purge Flow Purge flow - Purge Density Learn Value Learning value of purge density - EVAP System Vent Valve EVAP system vent valve ON: Closed EVAP Purge VSV EVAP purge VSV - Purge Cut VSV Duty Purge vsv duty - Target Air-Fuel Ratio Target air fuel ratio - AF Lambda B1S1 Fuel trim at air fuel ratio sensor (Bank 1) - AF Lambda B2S1 Fuel trim at air fuel ratio sensor (Bank 2) - AFS Voltage B1S1 Air fuel ratio sensor output (Bank 1) - AFS Voltage B2S1 Air fuel ratio sensor output (Bank 2) - AFS Current B1S1 Air fuel ratio sensor current (Bank 1) - AFS Current B2S1 Air fuel ratio sensor current (Bank 2) - A/F Heater Duty #1 Air fuel ratio heater duty ratio (Bank 1) - A/F Heater Duty #2 Air fuel ratio heater duty ratio (Bank 2) - O2S B1S2 Heated oxygen sensor output (Bank 1) - O2S B2S2 Heated oxygen sensor output (Bank 2) - O2S Impedance B1S2 Heated oxygen sensor impedance (Bank 1) - O2S Impedance B2S2 Heated oxygen sensor impedance (Bank 2) - O2 Heater B1S2 Heated oxygen sensor heater (Bank 1) - O2 Heater B2S2 Heated oxygen sensor heater (Bank 2) - O2 Heater Curr Val B1S2 Heated oxygen sensor current (Bank 1) - O2 Heater Curr Val B2S2 Heated oxygen sensor current (Bank 2) - Short FT #1 Short-term fuel trim 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 value Total FT #1 Total fuel trim - 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 - Fuel System Status #1 Fuel system status (Bank 1) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which 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 air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning IGN Advance Ignition advance - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Correction learning value of knocking - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1 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 Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5 cylinder) When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6 cylinder) When the engine stalls, is difficult to start, or idles roughly ACIS VSV Intake air control valve assembly for acoustic control induction system - AICV VSV Vacuum switching valve for air intake control system - Actual VVT Angle #1 VVT displacement angle for bank 1 - Actual VVT Angle #2 VVT displacement angle for bank 2 - Actual VVT Ex Angle #1 Exhaust VVT displacement angle for bank 1 - Actual VVT Ex Angle #2 Exhaust VVT displacement angle for bank 2 - VVT Control Status #1 VVT control status (Bank 1) - VVT Control Status #2 VVT control status (Bank 2) - VVT Advance Fail VVT control failure status - Catalyst Temp B1S1 Catalyst temperature - Catalyst Temp B2S1 Catalyst temperature - Catalyst Temp B1S2 Catalyst temperature - Catalyst Temp B2S2 Catalyst temperature - Starter Signal Starter signal - Power Steering Signal Power steering signal - Neutral Position SW Signal Park/neutral position switch assembly signal - Stop Light Switch Stop light switch assembly - A/C Signal A/C signal - 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 Accumulated distance after 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 TE1 terminals of DLC3 - Ignition Trig. Count Ignition count - Cylinder #1 Misfire Count No. 1 Cylinder misfire count - Cylinder #2 Misfire Count No. 2 Cylinder misfire count - Cylinder #3 Misfire Count No. 3 Cylinder misfire count - Cylinder #4 Misfire Count No. 4 Cylinder misfire count - Cylinder #5 Misfire Count No. 5 Cylinder misfire count - Cylinder #6 Misfire Count No. 6 Cylinder misfire count - All Cylinders Misfire Count All cylinder misfire count - Misfire RPM Engine speed for first misfire range - Misfire Load Engine load for first misfire range - Misfire Margin Misfire monitoring - Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected) - Cat OT MF F/C Cylinder #6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected) - Engine Speed (Starter Off) Engine speed when starter off When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after ignition switch turned 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 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 - A/F Learn Value Idle #2 Air fuel ratio learn value of idle area for bank 2 - A/F Learn Value Low #2 Air fuel ratio learn value of low load area for bank 2 - A/F Learn Value Mid1 #2 Air fuel ratio learn value of middle1 load area for bank 2 - A/F Learn Value Mid2 #2 Air fuel ratio learn value of middle2 load area for bank 2 - A/F Learn Value High #2 Air fuel ratio learn value of high load area for bank 2 - ACM Duty vacuum switching valve for active control engine mount duty ratio - Electric Fan Motor Electric fan motor (Cooling fan motor) - Brake Override System Brake override system status - Idle Fuel Cut Idle fuel cut ON: when throttle valve fully closed and engine speed over 2500 RPM FC TAU Fuel cut during very light load Fuel cut being performed under very light load to prevent incomplete engine combustion Immobiliser Fuel Cut Status of immobiliser fuel cut - Immobiliser Fuel Cut History Status of the immobiliser fuel cut history - Communication with ECT Status of the communication with ECT - 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 - A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output for bank 1 - A/F Sensor Determination (worst value) #2 Worst judgment value of air fuel ratio sensor output for bank 2 - Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (cylinder 1) - Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (cylinder 2) - Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (cylinder 3) - Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (cylinder 4) - Engine Speed Fluctuation Avg (worst value) #5 Worst value of average engine speed fluctuation (cylinder 5) - Engine Speed Fluctuation Avg (worst value) #6 Worst value of average engine speed fluctuation (cylinder 6) - 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 - Overdrive Cut Switch #1 Overdrive cut signal (for cruise control) - 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 Shift position N or P supported - Shift SW Status (N, P Range) Shift position N or P status - 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

CHECK MODE PROCEDURE [08/2013 - ]

HINT

Compared to the normal mode, check mode is more sensitive to malfunctions. Therefore, check mode can detect the malfunctions that cannot be detected in normal mode.

Note. All the stored DTCs and freeze frame data are cleared if: 1) the ECM is changed from normal mode to check mode or vice versa; or 2) the ignition switch is turned from ON to ACC or off while in check mode. Before changing modes, always check and note any DTCs and freeze frame data.

Scheme 77

1. CHECK MODE PROCEDURE Check and ensure the following conditions: Battery voltage 11 V or more. Throttle valve fully closed. Shift lever in P or N. A/C switch off. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / Check Mode. Switch the ECM from normal mode to check mode. Make sure that the MIL flashes as shown in the illustration. Start the engine. Make sure that the MIL turns off. Duplicate the conditions of the malfunction described by the customer. Check for DTCs and freeze frame data using the Techstream.

FAIL-SAFE CHART [08/2013 - ]

If any of the following DTCs are set, the ECM enters fail-safe mode to allow the vehicle to be driven temporarily.

HINT

1. *1: The vehicle can be driven slowly when the accelerator pedal is depressed slowly. If the accelerator pedal is depressed quickly, the vehicle may speed up and slow down erratically.
2. *2: Misfire related fail-safe operations occur when catalyst overheat malfunctions occur.

Scheme 78

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 for reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not. Warm up the engine. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Data List / All Data. According to the display on the Techstream, read the "Data List". Tester Display Measurement Item/Range Normal Condition Diagnostic Note Vehicle Speed Vehicle speed: Min.: 0 km/h, Max.: 255 km/h Actual vehicle speed Speed indicated on speedometer Engine Speed Engine speed: Min.: 0 RPM, Max.: 16383 RPM: 600 to 700 RPM: Idling - Calculate Load Load calculated by ECM: Min.: 0%, Max.: 100% 10 to 20%: Idling 10 to 20%: Running without load (2500 RPM) - Vehicle Load Vehicle load: Min.: 0%, Max.: 25700% Actual vehicle load - MAF Airflow rate from mass air flow meter sub-assembly: Min.: 0 gm/sec, Max.: 655.35 gm/sec 2 to 5 gm/sec: Idling 8 to 19 gm/sec: 2500 RPM If value approximately 0.0 gm/sec: Mass air flow meter sub-assembly power source circuit open VG circuit open or shorted If value 271.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure: Min.: 0 kPa, Max.: 255 kPa Equivalent to atmospheric pressure (absolute pressure) - Coolant Temp Engine coolant temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) 80 to 100°C (176 to 212°F): After warming up If value -40°C (-40°F): sensor circuit open If value higher than 135°C (275°F) : sensor circuit shorted Intake Air Intake air temperature: Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to ambient air temperature If value -40°C (-40°F): sensor circuit open If value higher than 128°C (262°F): sensor circuit shorted Engine Run Time Engine run time: Min.: 0 s, Max.: 65535 s Time after engine start - Initial Engine Coolant Temp Initial engine coolant temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Engine coolant temperature when ignition switch ON - Initial Intake Air Temp Initial intake air temperature: Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F) Intake air temperature when ignition switch ON - Battery Voltage Battery voltage: Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling - Glow Indicator Supported Glow indicator supported: Unsupp or Supp Unsupp (Unused) - Glow Indicator Glow indicator: ON or OFF OFF (Unused) - Accelerator Position Accelerator pedal position: Min.: 0%, Max.: 399.9% Actual accelerator pedal position - Accel Sens. No. 1 Volt % Absolute accelerator pedal position No. 1: Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal fully released 52 to 90%: Accelerator pedal fully depressed - Accel Sens. No. 2 Volt % Absolute accelerator pedal position No. 2: Min.: 0%, Max.: 100% 24 to 40%: Accelerator pedal fully released 68 to 95%: Accelerator pedal fully depressed - Accel Sensor Out No. 1 Accelerator pedal position sensor No. 1 voltage: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal fully released 2.6 to 4.5 V: Accelerator pedal fully depressed - Accel Sensor Out No. 2 Accelerator pedal position sensor No. 2 voltage: Min.: 0 V, Max.: 4.98 V 1.2 to 2.0 V: Accelerator pedal fully released 3.4 to 4.75 V: Accelerator pedal fully depressed - Accelerator Idle Position Whether or not accelerator pedal position sensor detecting released accelerator pedal: ON or OFF ON: Accelerator pedal fully released - Accel Fully Close Learn #1 Accelerator fully closed learned value No. 1: Min.: 0 deg, Max.: 124.5 deg - - Accel Fully Close Learn #2 Accelerator fully closed learned value No. 2: Min.: 0 deg Max.: 124.5 deg - - Throttle Sensor Volt % Throttle valve opening percentage according to throttle position sensor: Min.: 0%, Max.: 100% 10 to 22%: Accelerator pedal fully 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 fully released 92 to 100%: Accelerator pedal fully depressed Value calculated based on the voltage at terminal VTA2 ST1 Brake pedal signal: ON or OFF ON: Brake pedal depressed - System Guard System guard: ON or OFF ON - Open Side Malfunction Open malfunction: ON or OFF OFF - Throttle Idle Position Whether or not throttle position sensor detecting idle: ON or OFF - - Throttle Require Position Require throttle position: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Idling - Throttle Sensor Position *1 Throttle sensor position : Min.: 0%, Max.: 100% 0%: Accelerator pedal fully released 50 to 80%: Accelerator pedal fully depressed Recognition value for throttle opening angle on ECM Throttle Position No. 1 Throttle position sensor No. 1 output voltage: Min.: 0 V, Max.: 4.98 V 0.5 to 1.1 V: Accelerator pedal fully released 3.2 to 4.8 V: Accelerator pedal fully depressed 0.6 to 1.4 V: Fail-safe operating - Throttle Position No. 2 Throttle position sensor No. 2 output voltage: Min.: 0 V, Max.: 4.98 V 2.1 to 3.1 V: Accelerator pedal fully released 4.6 to 4.98 V: Accelerator pedal fully depressed 2.1 to 3.1 V: Fail-safe operating - Throttle Position Command Throttle position command value: Min.: 0 V, Max.: 4.98 V - - Throttle Sens Open Pos #1 Throttle sensor opener position No. 1: Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V - Throttle Sens Open Pos #2 Throttle sensor opener position No. 2: Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V - Throttle Motor Current Throttle actuator current: Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling - Throttle Motor DUTY Throttle actuator: Min.: 0%, Max.: 100% 10 to 22%: Idling after engine warmed up - Throttle Motor Duty (Open) Throttle actuator duty ratio (open): Min.: 0%, Max.: 255% 0 to 40%: Idling - Throttle Motor Duty (Close) Throttle actuator duty ratio (closed): Min.: 0%, Max.: 255% 0 to 40%: Idling - Throttle Fully Close Learn Throttle valve fully closed (learned value): Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal fully released - +BM Voltage +BM voltage: Min.: 0 V, Max.: 79.998 V 11 to 14 V: Ignition switch ON and system normal - Actuator Power Supply Throttle actuator power supply: ON or OFF ON: Ignition switch ON and system normal OFF: Electronic throttle control system has failed - Throttle Position Throttle valve opening angle: Min.: 0 deg, Max.: 499.99 deg - - ISC Flow Flow rate calculated using information from mass air flow meter sub-assembly: Min.: 0 L/s, Max.: 79.99 L/s - When the engine stalls, is difficult to start, or idles roughly ISC Position Requested throttle opening amount calculated using ISC control: Min.: 0 deg, Max.: 499.99 deg - 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: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly ISC Learning Value ISC learned airflow value: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Electric Load Feedback Val Compensation flow rate according to electrical load: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Air Conditioner FB Val Compensation flow rate according to air conditioner load: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly PS Feedback Val Compensation flow rate according to power steering load: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Low Revolution Control Low engine speed control operation state: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Neutral Control Neutral control status: ON or OFF - When the engine stalls, is difficult to start, or idles roughly N Range Status Shift lever N status: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Eng Stall Control FB Flow Intake air compensation flow rate: Min.: -40 L/s, Max.: 39.99 L/s - When the engine stalls, is difficult to start, or idles roughly Deposit Loss Flow Flow loss due to deposits: Min.: -40 L/s, Max.: 39.99 L/s - This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when the engine stalls, is difficult to start, or idles roughly. When the ISC learned value is initialized by disconnecting the battery negative terminal or removing the fuses (EFI NO. 1 and ETCS fuses), 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: Min.: 0 μs, Max.: 65535 μs 1200 to 2400 μs: Idling - Injection Volum (Cylinder 1) Injection volume (cylinder 1): Min.: 0 ml, Max.: 2.047 ml 0.05 to 0.15 ml: idling Quantity of fuel injection volume for 10 times Fuel Pump Speed Control Fuel pump speed control status: ON or OFF Idling: ON - Fuel Pump/Speed Status Fuel pump/status: ON or OFF ON: Cranking - Vacuum Pump Key-off EVAP system leak detection pump status: ON or OFF - - Current Fuel Type Current fuel type Gasoline/petrol - EVAP (Purge) VSV Purge VSV control duty: Min.: 0%, Max.: 100% 0 to 100% Order signal from ECM EVAP Purge Flow Purge flow: Min.: 0%, Max.: 399.9% 0 to 8%: Idling - Purge Density Learn Value Learning value of purge density: Min.: -200, Max.: 199.993 -40 to 10 - Vapor Pressure Pump Vapor pressure: Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10813.275 mmHg) Approximately 100 kPa(abs) [750 mmHg(abs)]: Ignition switch ON - Vapor Pressure (Calculated) Vapor pressure (calculated): Min.: -720.896 kPa (-5406.72 mmHg), Max.:720.874 kPa (5406.555 mmHg) Approximately 100 kPa(abs) [750 mmHg(abs)]: Ignition switch ON - EVAP System Vent Valve key-off EVAP system vent valve status: ON or OFF OFF: Vent ON: Closed - EVAP Purge VSV VSV status for EVAP control: ON or OFF - - Purge Cut VSV Duty Purge VSV duty: Min.: 0%, Max.:399.9% - - Target Air-Fuel Ratio Target 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 Stoichiometric air fuel ratio=1 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 Stoichiometric air fuel ratio=1 Value greater than 1 (1.001 to 1.999) = Lean - AFS Voltage B1S1 Air fuel ratio sensor output voltage for 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 air fuel ratio sensor AFS Voltage B2S1 Air fuel ratio sensor output voltage for 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 air fuel ratio sensor AFS Current B1S1 Air fuel ratio sensor current for bank 1 sensor 1: Min.: -128 mA, Max.: 127.99 mA - - AFS Current B2S1 Air fuel ratio sensor current for bank 2 sensor 1: Min.: -128 mA, Max.: 127.99 mA - - 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 for bank 1 sensor 2: Min.: 0 V Max.: 1.275 V 0 to 0.9 V: Driving 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 heated oxygen sensor O2S B2S2 Heated oxygen sensor output voltage for bank 2 sensor 2: Min.: 0 V Max.: 1.275 V 0 to 0.9 V: Driving 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 heated oxygen sensor O2S Impedance B1S2 Heated oxygen sensor impedance for bank 1 sensor 2: Min.: 0 ohm, Max.: 21247.67 ohm - - O2S Impedance B2S2 Heated oxygen sensor impedance for bank 2 sensor 2: Min.: 0 ohm, Max.: 21247.67 ohm - - O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2: Active or Not Act - - O2 Heater B2S2 Heated oxygen sensor heater for bank 2 sensor 2: Active or Not Act - - O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2: Min.: 0 A, Max.: 4.999 A - - O2 Heater Curr Val B2S2 Heated oxygen sensor current for bank 2 sensor 2: Min.: 0 A, Max.: 4.999 A - - Short FT #1 Short-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -15 to 15% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #1 Long-term fuel trim of bank 1: Min.: -100%, Max.: 99.2% -15 to 15% Overall fuel compensation carried out in long-term to compensate continual deviation of short-term fuel trim from central value Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and separate value are stored for each operating range. "Long FT #1" indicates the learned value for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range A/F Learn Value Idle #1 Air fuel ratio learn value of idle area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when idle with the engine warmed up (coolant temperature is 80°C (176°F) or higher). A/F Learn Value Low #1 Air fuel ratio learn value of low load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid1 #1 Air fuel ratio learn value of middle1 load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid2 #1 Air fuel ratio learn value of middle2 load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts). A/F Learn Value High #1 Air fuel ratio learn value of high load area for bank 1: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the high load range (when the range of engine loads is divided into four parts). Total FT #1 Total fuel trim of bank 1: Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Short FT #2 Short-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% -15 to 15% Short-term fuel compensation used to maintain air fuel ratio at stoichiometric air fuel ratio Long FT #2 Long-term fuel trim of bank 2: Min.: -100%, Max.: 99.2% -15 to 15% Overall fuel compensation carried out in long-term to compensate continual deviation of short-term fuel trim from central value Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and separate value are stored for each operating range. "Long FT #2" indicates the learned value for the current operating range. [A/F Learn Value Idle #2], [A/F Learn Value Low #2], [A/F Learn Value Mid1 #2], [A/F Learn Value Mid2 #2] and [A/F Learn Value High #2] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #2" indicates the current engine operating range. A/F Learn Value Idle #2 Air fuel ratio learn value of idle area for bank 2: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the high load range (when the range of engine loads is divided into four parts). A/F Learn Value Low #2 Air fuel ratio learn value of low load area for bank 2: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid1 #2 Air fuel ratio learn value of middle1 load area for bank 2: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts). A/F Learn Value Mid2 #2 Air fuel ratio learn value of middle2 load area for bank 2: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts). A/F Learn Value High #2 Air fuel ratio learn value of high load area for bank 2: Min.: -50%, Max.: 49.6% - Learning is performed when driving with the engine warmed up (coolant temperature is 80°C (176°F) or higher) and operating in the high load range (when the range of engine loads is divided into four parts). Total FT #2 Total fuel trim 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, CL, OLDrive, OLFault, CLFault or Unused CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning Fuel System Status #2 Fuel system status (bank 2): OL, CL, OLDrive, OLFault, CLFault or Unused CL: Idling after warming up OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which used for fuel control malfunctioning IGN Advance Ignition timing advance for No. 1 cylinder: Min.: -64 deg, Max.: 63.5 deg 9.5 to 24.5 deg: Idling - Knock Feedback Value Feedback value of knocking: Min: -1024 deg(CA), Max.: 1023.9 deg(CA) -22 to 0 deg(CA): Driving at 44 mph (70 km/h) - Knock Correct Learn Value Correction learning value of knocking: Min: -1024 deg(CA), Max.: 1023.9 deg(CA) 0 to 22 deg(CA): Driving at 44 mph (70 km/h) - Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1 cylinder): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - 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): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - 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): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - 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): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5 cylinder): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - When the engine stalls, is difficult to start, or idles roughly Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6 cylinder): Min.: 0 deg(CA), Max.: 15.93 deg(CA) - When the engine stalls, is difficult to start, or idles roughly ACIS VSV Intake air control valve assembly for acoustic control induction system status: ON or OFF - - AICV VSV Vacuum switching valve for air intake control system status: ON or OFF - - VVT Control Status #1 VVT control (bank 1) status: ON or OFF - - VVT Control Status #2 VVT control (bank 2) status: ON or OFF - - VVT Advance Fail VVT control failure status: ON or OFF - - VVT Aim Angle #1 *2 VVT hold duty learned value (bank 1): Min.: 0%, Max.: 399.9% - VVT duty signal value during intrusive operation VVT Change Angle #1 *2 VVT displacement angle (bank 1): Min.: 0 DegFR, Max.: 639.9 DegFR - Displacement angle during intrusive operation VVT OCV Duty #1 *2 VVT camshaft timing oil control valve assembly operation duty: Min.: 0%, Max.: 399.9% - Requested duty value for intrusive operation VVT Aim Angle #2 *2 VVT VVT hold duty learned value (bank 2): Min.: 0%, Max.: 399.9% - VVT duty signal value during intrusive operation VVT Change Angle #2 *2 VVT displacement angle (bank 2): Min.: 0 DegFR, Max.: 639.9 DegFR - Displacement angle during intrusive operation VVT OCV Duty #2 *2 VVT camshaft timing oil control valve assembly (bank 2) operation duty: Min.: 0%, Max.: 399.9% - Requested duty value for intrusive operation VVT Ex Hold Lrn Val #1 *2 VVT exhaust hold duty ratio learned value (bank 1): Min.: 0%, Max.: 399.9% - - VVT Ex Chg Angle #1 *2 VVT exhaust displacement angle (bank 1): Min.: 0 DegFR, Max.: 639.9 DegFR - - VVT Ex OCV Duty #1 *2 VVT exhaust camshaft timing oil control valve assembly duty (bank 1): Min.: 0%, Max.: 399.9% - - VVT Ex Hold Lrn Val #2 *2 VVT exhaust hold duty ratio learned value (bank 2): Min.: 0%, Max.: 399.9% - - VVT Ex Chg Angle #2 *2 VVT exhaust displacement angle (bank 2): Min.: 0 DegFR, Max.: 639.9 DegFR - - VVT Ex OCV Duty #2 *2 VVT exhaust camshaft timing oil control valve assembly duty (bank 2): Min.: 0%, Max.: 399.9% - - VN Turbo Type Variable nozzle turbo type: Not Avl or Commo or Vacuum or CAN Com Not Avl - Catalyst Temp B1S1 Catalyst temperature (bank 1, sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F) - - Catalyst Temp B2S1 Catalyst temperature (bank 2, sensor 1): Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F) - - Catalyst Temp B1S2 Catalyst temperature (bank 1, sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F) - - Catalyst Temp B2S2 Catalyst temperature (bank 2, sensor 2): Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F) - - Starter Signal Starter signal: ON or OFF ON: Starter signal on OFF: Starter signal off - Power Steering Signal Power steering signal: ON or OFF ON: Power steering operation - Neutral Position SW Signal Park/neutral position switch assembly status: ON or OFF ON: P or N position - Stop Light Switch Stop light switch assembly status: ON or OFF ON: Brake pedal depressed - A/C Signal A/C signal: ON or OFF ON: A/C on - Idle Up Signal Idle up signal: ON or OFF - - Closed Throttle Position SW Closed throttle position switch: ON or OFF ON: Throttle fully closed OFF: Throttle open - Fuel Cut Condition Fuel-cut condition: ON or OFF ON: Any fuel cut operation executed - Immobiliser Communication Immobiliser communication: ON or OFF ON: Normal - Check Mode Check mode: ON or OFF ON: Check mode on Refer to «CHECK MODE PROCEDURE [08/2013 - ]»(ref-649258-S25069257912014081400000) SPD Test Result Check mode result for vehicle speed sensor: Compl or Incmpl - - Misfire Test Result Check mode result for misfire monitor: Compl or Incmpl - - OXS1 Test Result Check mode result for heated oxygen sensor (bank 1): Compl or Incmpl - - OXS2 Test Result Check mode result for heated oxygen sensor (bank 2): Compl or Incmpl - - A/F Test Results #2 Check mode result for air fuel ratio sensor (bank 2): Compl or Incmpl - - A/F Test Results #1 Check mode result for air fuel ratio sensor (bank 1): Compl or Incmpl - - Complete Parts Monitor Comprehensive component monitor: Not Avl or Avail - - Fuel System Monitor Fuel system monitor: Not Avl or Avail - - Misfire Monitor Misfire monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor: Not Avl or Avail - - EGR/VVT Monitor EGR/VVT monitor: Compl or Incmpl - - O2S (A/FS) Heater Monitor Heated oxygen sensor (air fuel ratio sensor) heater monitor: Not Avl or Avail - - O2S (A/FS) Heater Monitor Heated oxygen sensor (air fuel ratio sensor) heater monitor: Compl or Incmpl - - O2S (A/FS) Monitor Heated oxygen sensor (air fuel ratio sensor) monitor: Not Avl or Avail - - O2S (A/FS) Monitor Heated oxygen sensor (air fuel ratio sensor) 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/VVT monitor: Unable or Enable - - EGR/VVT Monitor CMPL EGR/VVT monitor: Compl or Incmpl - - Heater Monitor ENA Heated oxygen sensor (air fuel ratio sensor) heater monitor: Unable or Enable - - Heater Monitor CMPL Heated oxygen sensor (air fuel ratio sensor) heater monitor: Compl or Incmpl - - O2S (A/FS) Monitor ENA Heated oxygen sensor (air fuel ratio sensor) monitor: Unable or Enable - - O2S (A/FS) Monitor CMPL Heated oxygen sensor (air fuel ratio sensor) 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) #Codes: Min.: 0, Max.: 255 - Number of detected DTCs MIL MIL status: ON or OFF ON: MIL on - MIL ON Run Distance Distance driven with MIL on: Min.: 0 Km, Max.: 65535 Km Distance after DTC detected - Running Time from MIL ON Running time from MIL turned on: Min.: 0 min, Max.: 65535 min Equivalent to running time after MIL turned on - Time after DTC Cleared Time after DTC cleared: Min.: 0 min, Max.: 65535 min Equivalent to time after DTCs cleared - Distance from DTC Cleared Distance after DTC cleared: Min.: 0 km, Max.: 65535 km Equivalent to drive distance after DTCs cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared: Min.: 0, Max.: 255 - Number of warm-up cycles after DTC cleared Dist Batt Cable Disconnect Distance from battery cable disconnected: Min.: 0 Km, Max.: 65535 Km - - IG OFF Elapsed Time Time after ignition switch off: Min.: 0 min, Max.: 655350 min - - OBD Requirements OBD requirement OBD II (California ARB) - Number of Emission DTC Emission related DTCs: Min.: 0, Max.: 127 - Number of emission related DTCs TC and TE1 TC and TE1 terminals of DLC3: ON or OFF - - Ignition Trig. Count Ignition counter: Min.: 0, Max.: 65535 0 to 600 - Cylinder #1 Misfire Count Misfire count of cylinder 1: Min.: 0, Max.: 255 0 - Cylinder #2 Misfire Count Misfire count of cylinder 2: Min.: 0, Max.: 255 0 - Cylinder #3 Misfire Count Misfire count of cylinder 3: Min.: 0, Max.: 255 0 - Cylinder #4 Misfire Count Misfire count of cylinder 4: Min.: 0, Max.: 255 0 - Cylinder #5 Misfire Count Misfire count of cylinder 5: Min.: 0, Max.: 255 0 - Cylinder #6 Misfire Count Misfire count of cylinder 6: Min.: 0, Max.: 255 0 - All Cylinders Misfire Count All cylinders misfire count: Min.: 0, Max.: 255 0 to 35 - Misfire RPM Engine speed for first misfire range: Min.: 0 RPM, Max.: 6375 RPM 0 RPM: 0 Misfires - Misfire Load Engine load for first misfire range: Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: 0 Misfires - Misfire Margin Misfire monitoring: Min.: -128%, Max.: 127% 0 to 127%: Idling Misfire detecting margin Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire: Not Avl or Avail Avail: "Fuel cut to prevent catalyst from overheating during misfire" available Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available - Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire: ON or OFF ON: Fuel cut operation history exists - Cat OT MF F/C Cylinder #1 Display of fuel cut operation in No. 1 (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 (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 (if certain level of misfire malfunction is detected): ON to OFF ON: Fuel cut is operating - Cat OT MF F/C Cylinder #4 Display of fuel cut operation in No. 4 (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 (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 (if certain level of misfire malfunction is detected): ON or OFF ON: Fuel cut is operating - Engine Speed (Starter Off) Engine speed when starter off: Min.: 0 RPM, Max.: 51199 RPM - When the engine stalls, is difficult to start, or idles roughly Starter Count Number of times starter turned on after ignition switch turned on: Min.: 0, Max.: 255 - When the engine stalls, is difficult to start, or idles roughly Run Dist of Previous Trip Distance driven during previous trip: Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile) - Before 5 seconds elapse after starting the engine, which is 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): Min.: 0 ms, Max.: 655350 ms - When the engine stalls, is difficult to start, or idles roughly Previous Trip Coolant Temp Engine coolant temperature during previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Previous Trip Intake Temp Intake air temperature during previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Engine Oil Temperature Engine oil temperature (estimated temperature): Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Previous Trip Eng Oil Temp Engine oil temperature during previous trip: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Ambient Temp for A/C Ambient temperature for A/C: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Previous Trip Ambient Temp Ambient temperature during previous trip: Min.: Min.: -40°C (-40°F), Max.: 215°C (419°F) - When the engine stalls, is difficult to start, or idles roughly Engine Start Hesitation History of hesitation during engine start: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Low Rev for Eng Start History of low engine speed after engine start: ON or OFF - When the engine stalls, is difficult to start, or idles roughly Minimum Engine Speed Minimum engine speed: Min.: 0 RPM, Max.: 51199 RPM - When the engine stalls, is difficult to start, or idles roughly ACM Duty vacuum switching valve for active control engine mount duty control: Min.: 0%, Max.: 255% - - Electric Fan Motor Electric fan motor (Cooling fan motor): ON or OFF - - Brake Override System Brake override system status: ON or OFF ON: Brake override system operating - Idle Fuel Cut Fuel cut idle: ON or OFF ON: Fuel cut operating Idle Fuel Cut = "ON" when throttle valve fully closed and engine speed over 2500 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 incomplete engine combustion Immobiliser Fuel Cut Status of immobiliser fuel cut: ON or OFF - - Immobiliser Fuel Cut History Status of the immobiliser fuel cut history: ON or OFF - - Communication with ECT Status of the communication with the TCM: Comm or No Comm - - Comm with Power Manage Status of the communication with the power management control ECU: Comm or No Comm - - Comm with Air Conditioner Status of the communication with the air conditioning amplifier assembly: Comm or No Comm - - 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: GGV1## Engine Type Engine type - Identifying engine type: 2GRFE Cylinder Number Cylinder number - Identifying cylinder number: 6 Transmission Type Transmission type - Identifying transmission type: ECT 6th Destination Destination - Identifying destination: A (America) Model Year Model year - Identifying model year: 20## System Identification System identification - Identifying engine system: Gasoline (gasoline engine) Engine Speed of Cyl #1 Engine speed for cylinder 1: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test 51199 RPM: Active Test not performed Engine Speed of Cyl #2 Engine speed for cylinder 2: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test 51199 RPM: Active Test not performed Engine Speed of Cyl #3 Engine speed for cylinder 3: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test 51199 RPM: Active Test not performed Engine Speed of Cyl #4 Engine speed for cylinder 4: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test 51199 RPM: Active Test not performed Engine Speed of Cyl #5 Engine speed for cylinder 5: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test 51199 RPM: Active Test not performed Engine Speed of Cyl #6 Engine speed for cylinder 6: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test 51199 RPM: Active Test not performed Av Engine Speed of All Cyl Average engine speed for all cylinders: Min.: 0 RPM, Max.: 51199 RPM - Output only when Check the Cylinder Compression is performed using Active Test 51199 RPM: Active Test not performed A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output for bank 1: Min.: -1, Max.: 0.99 - - A/F Sensor Determination (worst value) #2 Worst judgment value of air fuel ratio sensor output for bank 2: Min.: -1, Max.: 0.99 - - Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (cylinder 1): Min.: -1, Max.: 0.99 - - Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (cylinder 2): Min.: -1, Max.: 0.99 - - Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (cylinder 3): Min.: -1, Max.: 0.99 - - Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (cylinder 4): Min.: -1, Max.: 0.99 - - Engine Speed Fluctuation Avg (worst value) #5 Worst value of average engine speed fluctuation (cylinder 5): Min.: -1, Max.: 0.99 - - Engine Speed Fluctuation Avg (worst value) #6 Worst value of average engine speed fluctuation (cylinder 6): Min.: -1, Max.: 0.99 - - Received MIL from ECT Received MIL from TCM: ON or OFF MIL illuminate instruction ON signal from TCM: ON - Shift Position Sig from ECT Received shift position signal from TCM: 1st, 2nd, 3rd, 4th, 5th, or 6th Actual shift position - A/T Oil Temp from ECT Received ATF temperature sensor value from TCM: Min.: -40°C (-40°F), Max.: 215°C (419°F) Equal to ambient temperature when cold soak If the value is -40°C (-40°F) or 215°C (419°F), ATF temperature sensor circuit is open or shorted SPD (NO) Output shaft speed: Min.: 0 RPM, Max.: 12750 RPM 0 RPM : Vehicle stopped - SPD (NT) Input shaft speed: Min.: 0 RPM, Max.: 12750 RPM 0 RPM : Vehicle stopped - ECT Lock up Lock up: ON or OFF ON: Lock up operating - SPD (NC) Counter gear speed: Min.: 0 RPM, Max.: 12750 RPM - - Overdrive Cut Switch #1 Status of the Overdrive Cut Switch: ON or OFF - - Shift SW Status (P Range) Park/neutral position switch assembly status: ON or OFF ON: Shift lever in P OFF: Shift lever not in P When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Shift SW Status (R Range) Park/neutral position switch assembly status: ON or OFF ON: Shift lever in R OFF: Shift lever not in R When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Shift SW Status (N Range) Park/neutral position switch assembly status: ON or OFF ON: Shift lever in N OFF: Shift lever not in N When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Shift SW Status (N, P Range) Supported Status of the Shift SW Status (N, P Range) Supported: Supp or Unsupp - - Shift SW Status (N, P Range) Status of the Shift SW Status (N, P Range): ON or OFF - When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect Sports Shift Up SW Sport shift up switch status: ON or OFF ON: Continuously shift to "+" (up-shift) OFF: "+" (up-shift) released - Sports Shift Down SW Sport shift down switch status: ON or OFF ON: Continuously shift to "-" (down-shift) OFF: "-" (down-shift) released - Sports Mode Selection SW Sport mode select switch status: ON or OFF ON: Shift lever in S, "+" or "-" OFF: Shift lever not in S, "+" and "-" - Shift SW Status (D Range) Park/neutral position switch assembly status: ON or OFF ON: Shift lever in D or S OFF: Shift lever not in D or S When shift lever position displayed on the Techstream differs from actual position, adjustment of park/neutral position switch assembly or shift cable may be incorrect HINT: *1: Excluding throttle valve opening percentage due to idle speed control. *2: Data List values are only displayed when performing the following Active Test: Control the VVT System (Bank 1, 2), Control the VVT Linear (Bank 1, 2) and Control the VVT Exhaust Linear (Bank 1, 2). For other Active Test, the Data List value will be 0.
2. ACTIVE TEST HINT: Using the Techstream to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests. Warm up the engine. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test. According to the display on the Techstream, perform the Active Test. Tester Display Test Part Control Range Diagnostic Note Control the Injection Volume Change injection volume Between -12.5% and 24.8% All fuel injector assemblies are tested at the same time. Perform the test at 3000 RPM or less. Injection volume can be changed in fine gradations within the control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / Gas AF Control / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. Control the Injection Volume for A/F Sensor Change injection volume -12.5%/0%/12.5% All fuel injector assemblies are tested at the same time. Perform the test at 3000 RPM or less. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F Sensor / Gas AF Control / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. Activate the Fuel Pump Speed Control Fuel pump speed control ON (low speed) / OFF (high speed) Test possible when following conditions met: Ignition switch ON Engine stopped Activate the VSV for Intake Control Activate intake air control valve assembly ON/OFF Perform this test with the ignition switch ON. This test activates intake air control valve assembly only 10 seconds. Activate the VSV for Evap Control Activate purge VSV control ON/OFF The purge VSV is opened with a 30% duty ratio. Control the Fuel Pump / Speed Activate fuel pump ON/OFF Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever in P. Control the ACM Inhibit Activate duty vacuum switching valve (for active control engine mount) ON/OFF Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever in P. Connect the TC and TE1 Turn on and off TC and TE1 connection ON/OFF ON: TC and TE1 are connected. OFF: TC and TE1 are disconnected. Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever in P. Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever in P. Prohibit the Catalyst OT Misfire Prevent F/C Prohibit fuel cut which prevents catalyst from overheating during misfire ON/OFF ON: Fuel cut prohibited Confirm that the vehicle is stopped and the engine speed is 3000 RPM or less. Control the Electric Cooling Fan Control electric cooling fan motor ON/OFF Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever in P. Control the ETCS Open/Close Slow Speed Throttle actuator Close/Open Open: Throttle valve opens slowly Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more). Shift lever in P. Control the ETCS Open/Close Fast Speed Throttle actuator Close/Open Open: Throttle valve opens quickly Same as above. Control the VVT Linear (Bank 1) Control camshaft timing oil control valve assembly (for intake camshaft of bank 1) -128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the camshaft timing oil control valve assembly is operated by 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 1) Turn camshaft timing oil control valve assembly (for intake camshaft of bank 1) on and off ON/OFF Engine stalls or idles roughly when the camshaft timing oil control valve assembly (for intake camshaft of bank 1) is turned on. Engine runs and idles normally when the camshaft timing oil control valve assembly (for intake camshaft of bank 1) is off. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT Linear (Bank 2) Control camshaft timing oil control valve assembly (for intake camshaft of bank 2) -128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard Engine stalls or idles roughly when the camshaft timing oil control valve assembly is operated by 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT System (Bank 2) Turn camshaft timing oil control valve assembly (for intake camshaft of bank 2) on and off ON/OFF Engine stalls or idles roughly when the camshaft timing oil control valve assembly (for intake camshaft of bank 2) is turned on. Engine runs and idles normally when the camshaft timing oil control valve assembly (for intake camshaft of bank 2) is off. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT Exhaust Linear (Bank 1) Control camshaft timing oil control valve assembly (for exhaust camshaft of bank 1) -128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum retard -100%: Maximum advance Engine stalls or idles roughly when the camshaft timing oil control valve assembly is operated by 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Control the VVT Exhaust Linear (Bank 2) Control camshaft timing oil control valve assembly (for exhaust camshaft of bank 2) -128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum retard -100%: Maximum advance Engine stalls or idles roughly when the camshaft timing oil control valve assembly is operated by 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Activate the Vacuum Pump Activate leak detection pump (built into canister pump module) ON/OFF Refer to EVAP System. Refer to «EVAP System [08/2013 - ]»(ref-649439-S03295381962014081400000) . Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) ON/OFF Refer to EVAP System. Refer to «EVAP System [08/2013 - ]»(ref-649439-S03295381962014081400000) . Activate the VSV for AICS Activate vacuum switching valve (for air intake control valve) ON/OFF Perform this test when the following conditions are met: Ignition switch is ON. Engine is stopped. Shift lever in P. Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #6) injector fuel cut #1/#2/#3/#4/#5/#6 ON/OFF Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P. *1 Control the All Cylinders Fuel Cut Fuel cut for all cylinders ON/OFF Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P. *1 Check the Cylinder Compression Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders. *2 NOTE: *1: If the display of the Data List item Catalyst OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling. If the display of the Data List item Catalyst OT MF F/C item is Avail, perform this Active Test as described below. Stop the engine, turn the ignition switch to ON. Enter the Control the Select Cylinder Fuel Cut. Select the cylinder for fuel cut (cylinder #1 to #6) and turn the Active Test ON (press the RIGHT or LEFT button). Start the engine. HINT: *2: In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is lower than the other cylinders. Warm up the engine. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test / Check the Cylinder Compression. HINT: To display the entire Data List, press the pull down menu button next to Primary. Then select Compression. Push the snapshot button to turn the snapshot function on. HINT: Using the snapshot function, data can be recorded during the Active Test. While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON. HINT: After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode. Crank the engine for about 10 seconds. HINT: Continue to crank the engine until the values change from the default value (51199 RPM). NOTE: Do not crank the engine continuously for 20 seconds or more. If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine. Use a fully-charged battery. Monitor the engine speed (Engine Speed of Cyl #1 to #6) displayed on the Techstream. HINT: At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops. NOTE: If the Active Test is changed to OFF while the engine is being cranked, the engine will start. Push the snapshot button to turn the snapshot function off. Select "Stored Data" on the Techstream screen, select the recorded data and display the data as a graph. HINT: If the data is not displayed as a graph, the change of the values cannot be observed. Check the change in engine speed values. HINT: As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.
3. SYSTEM CHECK HINT: Performing a System Check enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. The System Check can be performed with the Techstream. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check. Perform the System Check by referring to the table below. Tester Display Measurement Item/Range Normal Condition Diagnostic Note Evaporative System Check (Automatic Mode) Perform 6 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less If no Pending DTCs output after performing this test, system functioning normally Refer to EVAP system Evaporative System Check (Manual Mode) Perform 6 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less Used to detect malfunctioning parts Refer to EVAP system