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Home >> Lexus >> 2015 >> RC F >> Repair and Diagnosis >> Engine Performance >> System >> Engine Control System - Diagnostics - Introduction (5 Of 8) >> SFI System >> Data List / Active Test [03/2019 - 09/2020] >> Data List / Active Test [03/2019 - 09/2020]

Data List / Active Test [03/2019 - 09/2020]

  1. DATA LIST 

    HINT: 

    Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time.

    NOTE:
    • In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not.
    • The actual values may differ from the values listed in the chart under "Reference Value" due to climate, weather conditions, etc.
    • The values listed under "Reference Value" are those of an inspection performed in NORMAL mode. The actual values may differ if inspected in ECO or SPORT mode.

    HINT: 

    Normal Condition: If no conditions are specifically stated for "idling", the shift lever should be in P, the A/C switch should be off and all accessory switches should be off.

    1. Warm up the engine.
    2. Turn the A/C switch off.
    3. Turn the engine switch off.
    4. Connect the Techstream to the DLC3.
    5. Turn the engine switch on (IG).
    6. Turn the Techstream on.
    7. Enter the following menus: Powertrain / Engine / Data List.

      HINT: 

      • To display the list box, press the pull down menu button next to Primary. Then select a measurement group.
      • When you select a measurement group, the ECU data belonging to that group is displayed.
      • Measurement Group List / Description
        • All Data / All data
        • Primary / -
        • Engine Control / Engine control system related data
        • Gas General / -
        • Gas AF Control / Air fuel ratio control system related data
        • Gas AF Control (D4) / Air fuel ratio control system related data (D4)
        • Gas AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data
        • Gas Throttle / Gasoline throttle system related data
        • Gas Intake Control / Intake control system related data
        • Gas Valve Control / Valve control system related data
        • Gas Misfire / "Misfire" related data
        • Gas Starting / "Difficult to start" related data
        • Gas Rough Idle / "Rough idle" related data
        • Gas Evaporative / Evaporative system related data
        • Gas CAT Converter / Catalyst converter related data
        • Flexible Fuel vehicle / Flexible fuel vehicle related data
        • Check Mode / Check mode related data
        • Monitor Status / Monitor status related data
        • Ignition / Ignition system related data
        • Charging Control / Charging control system related data
        • Compression / Data used during "Check the Cylinder Compression" Active Test
        • AT / Automatic transmission system related data
        • Vehicle Information / Vehicle information
        • Catalytic Converter / Catalyst converter related data
        • AF/O2 Sensor Operation (Banked) / Air fuel ratio control system related data
        • AF/O2 Sensor Operation (Inline) / Air fuel ratio control system related data
    8. According to the display on the Techstream, read the Data List.

      HINT: 

      • The title used for each group of Data List items in this service information does not appear on the Techstream. However, the name in parentheses after the title, which is a Measurement Group, does appear on the Techstream. When the name shown in parentheses is selected on the Techstream, all the Data List items listed for that group will be displayed.
      • "Reference Value" is the assessment of one vehicle. Use it only for reference.
      • The values listed under "Reference Value" are those of an inspection performed in NORMAL mode.
  2. Various Vehicle Conditions 1 (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Vehicle Speed Vehicle speed Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Actual vehicle speed -
    • This is the current vehicle speed.
    • The vehicle speed is detected using the wheel speed sensors.
      • Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.
    Engine Speed Engine speed Min.: 0 rpm, Max.: 16383 rpm 700 to 800 rpm: Idling with warm engine Idling (engine warmed up and A/C off): 763 rpm When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.
    Calculate Load Load calculated by ECM Min.: 0%, Max.: 100%
    • Idling: 15.0 to 35.0%
    • Running without load (2000 rpm): 15.0 to 35.0%
    • Engine switch on (IG): 0.0%
    • Idling (engine warmed up): 30.9%
    • Running without load (3000 rpm): 27.0%
    • This is the engine load calculated based on the estimated intake pressure.
    • Calculate Load = Estimated intake manifold pressure / maximum intake manifold pressure x 100 (%)

      (For example, when the estimated intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.)
    Vehicle Load Vehicle load Min.: 0%, Max.: 25700% -
    • Engine switch on (IG): 0.0%
    • Idling (engine warmed up): 15.2%
    • Running without load (3000 rpm): 12.9%
    • This is the engine intake air charging efficiency.
    • Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow

      Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.)

    HINT: Due to individual engine differences, intake air temperature, etc., the value may exceed 100%.Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm)(Intake airflow (gm/sec) is MAF)
    MAF Airflow rate from mass air flow meter sub-assembly Min.: 0 gm/sec, Max.: 655.35 gm/sec
    • 4.0 to 7.0 gm/sec: Idling
    • 12.0 to 16.0 gm/sec: 2000 rpm
    • 17.0 to 23.0 gm/sec: 3000 rpm
    • Engine switch on (IG): 0.26 gm/sec
    • Idling (engine warmed up): 5.81 gm/sec
    • Running without load (2500 rpm): 16.10 gm/sec
    • Running without load (3000 rpm): 19.48 gm/sec
    		 This is the intake air amount from the mass air flow meter sub-assembly.
    Atmosphere Pressure Atmospheric pressure Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg) Equivalent to atmospheric pressure (absolute pressure) Idling (engine warmed up): 99 kPa(abs) [743 mmHg(abs)]
    • This value is calculated from the intake air amount.
    • Standard atmospheric pressure: 101 kPa(abs) [758 mmHg(abs)]
    • For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (7.5 mmHg). This varies by weather.
    Coolant Temp Coolant temperature Min.: -40°C (-40°F), Max.: 140°C (284°F) 75 to 100°C (167 to 212°F): After warming up - This is the engine coolant temperature.
    HINT: 
    • After warming up the engine, the engine coolant temperature is 75 to 100°C (167 to 212°F).
    • After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal.
    • If the value is -40°C (-40°F), or higher than 135°C (275°F), the sensor circuit is open or shorted.
    • Check if the engine overheats when the value indicates higher than 135°C (275°F).
    Intake Air Intake air temperature Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to temperature at location of mass air flow meter sub-assembly -
    • After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal.
    • If the value is -40°C (-40°F), or higher than 128°C (262°F), the sensor circuit is open or shorted.
    Ambient Temperature Ambient temperature Min.: -40°C (-40°F), Max.: 215°C (419°F) - - -
    Engine Run Time Engine run time Min.: 0 s, Max.: 65535 s Time after engine start - This is the time elapsed since the engine started.
    HINT: 
    The time is counted only while the engine is running.
    Initial Engine Coolant Temp Initial engine coolant temperature Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) - - This is the engine coolant temperature stored when the engine switch is turned on (IG).
    Initial Intake Air Temp Initial intake air temperature Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) - - This is the intake air temperature stored when the engine switch is turned on (IG).
    Battery Voltage Battery voltage Min.: 0 V, Max.: 65.535 V 11 to 14 V: Engine switch on (IG)
    • Engine switch on (IG): 12.480 V
    • Cranking: 12.363 V
    • Idling (engine warmed up): 13.496 V
    		 If 11 V or less, characteristics of some electrical components may change.
    Glow Indicator Supported Status of glow indicator supported Unsupp or Supp Unsupp - -
    Glow Indicator Glow indicator ON or OFF OFF - -
  3. Throttle Control 1 (Gas Throttle) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Accelerator Position Accelerator pedal position Min.: 0%, Max.: 399.9% Actual accelerator pedal position
    • Engine switch on (IG): 0.0% (accelerator pedal fully released)
    • Engine switch on (IG): 100.0% (accelerator pedal fully depressed)
    		 This is the accelerator pedal position defined using the learned fully released position (sensor output) of No. 1 accelerator pedal position sensor as 0% and the fully depressed position as 100%.
    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
    • Engine switch on (IG): 15.6% (accelerator pedal fully released)
    • Engine switch on (IG): 74.9% (accelerator pedal fully depressed)
    		 The No. 1 accelerator pedal position sensor output is converted using 5 V = 100%.
    HINT: 
    If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal.
    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
    • Engine switch on (IG): 32.1% (accelerator pedal fully released)
    • Engine switch on (IG): 91.3% (accelerator pedal fully depressed)
    		 The No. 2 accelerator pedal position sensor output is converted using 5 V = 100%.
  4. Throttle Control 2 (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    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
    • Engine switch on (IG): 0.781 V (accelerator pedal fully released)
    • Engine switch on (IG): 3.730 V (accelerator pedal fully depressed)
    		 This is the raw voltage from the No. 1 accelerator pedal position sensor.
    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
    • Engine switch on (IG): 1.601 V (accelerator pedal fully released)
    • Engine switch on (IG): 4.550 V (accelerator pedal fully depressed)
    		 This is the raw voltage from the No. 2 accelerator pedal position sensor.
  5. Throttle Control 3 (Gas Throttle) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Accelerator Idle Position Whether or not accelerator pedal position sensor detecting released accelerator pedal ON or OFF ON: Accelerator pedal fully released
    • Engine switch on (IG): ON (accelerator pedal fully released)
    • Engine switch on (IG): OFF (accelerator pedal depressed)
    		 This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.
    Accel Fully Close Learn #1 Accelerator fully released learned value No. 1 Min.: 0 deg, Max.: 124.5 deg - Engine switch on (IG): 19.5 deg This is the value of No. 1 accelerator pedal position sensor learned when the accelerator pedal is released.
    Accel Fully Close Learn #2 Accelerator fully released learned value No. 2 Min.: 0 deg, Max.: 124.5 deg - Engine switch on (IG): 40.0 deg This is the value of No. 2 accelerator pedal position sensor learned when the accelerator pedal is released.
    Throttle Sensor Volt % Absolute throttle position sensor No. 1 Min.: 0%, Max.: 100%
    • 10 to 22%: Accelerator pedal fully released
    • 64 to 96%: Accelerator pedal fully depressed (engine running)
    • Engine switch on (IG): 15.6% (accelerator pedal fully released)

      HINT: 

      The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener.

    • Idling (engine warmed up): 16.0%
    • Running without load (3000 rpm): 19.2%
    		 The No. 1 throttle position sensor output is converted using 5 V = 100%.
    HINT: 
    If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.
    Throttle Sensor #2 Volt % Absolute throttle position sensor No. 2 Min.: 0%, Max.: 100%
    • 42 to 62%: Accelerator pedal fully released
    • 92 to 100%: Accelerator pedal fully depressed (engine running)
    • Engine switch on (IG): 47.4% (accelerator pedal fully released)

      HINT: 

      The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener.

    • Idling (engine warmed up): 47.8%
    		 The No. 2 throttle position sensor output is converted using 5 V = 100%.
    ST1 Brake pedal signal ON or OFF
    • ON: Brake pedal depressed
    • OFF: Brake pedal released
    		 - This is the stop light switch assembly signal (ST1- terminal).
    System Guard System guard ON or OFF ON Idling (engine warmed up): ON
    • When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function.
    • OFF: Electronic throttle control is stopped.
    Open Side Malfunction Open malfunction ON or OFF OFF - This parameter indicates a malfunction in the electronic throttle when the throttle valve is open.
    Throttle Idle Position Whether or not throttle position sensor detecting idle ON or OFF -
    • Engine switch on (IG): ON
    • Idling (engine warmed up): ON
    • Running without load (3000 rpm): OFF
    • This is a parameter calculated by the ECM.
    • The value is ON when the throttle is at the idle position and OFF when the throttle is open.
    Throttle Require Position Required throttle position Min.: 0 V, Max.: 4.98 V - Idling (engine warmed up): 0.800 V This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No. 1 value except during very rapid throttle valve movement, such as that used during wheelspin control.
    Throttle Sensor Position Throttle sensor position Min.: 0%, Max.: 100%
    • 0%: Accelerator pedal fully released
    • 50 to 80%: Accelerator pedal fully depressed (engine running)
    		 Idling (engine warmed up): 0.0%
    • This is the throttle valve opening amount used for engine control.

      (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idle speed during idling.)

    • This value has no meaning when the engine switch is on (IG) and the engine is stopped.
    Throttle Position No. 1 Throttle position sensor No. 1 output voltage Min.: 0 V, Max.: 4.98 V Almost same as "Throttle Require Position"
    • 0.5 to 1.1 V: Accelerator pedal fully released
    • 3.2 to 4.8 V: Accelerator pedal fully depressed (engine running)
    • 0.6 to 1.4 V: Fail-safe operating
    		 Idling (engine warmed up): 0.800 V This is the No. 1 throttle position sensor output voltage.
    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 (engine running)
    • 2.1 to 3.1 V: Fail-safe operating
    		 Idling (engine warmed up): 2.382 V This is the No. 2 throttle position sensor output voltage.
    Throttle Position Command Throttle position command value Min.: 0 V, Max.: 4.98 V - - Throttle Position Command is the same value as Throttle Require Position.
    Throttle Sens Open Pos #1 Throttle position sensor No. 1 Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V Engine switch on (IG): 0.917 V This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the engine switch on (IG).
    Throttle Sens Open Pos #2 Throttle position sensor No. 2 Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V Engine switch on (IG): 2.011 V This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the engine switch on (IG).
    Throttle Motor Current Throttle actuator current Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling
    • Idling (engine warmed up): 0.8 A
    • Running without load (3000 rpm): 0.7 A
    • When this value is large but the actual opening angle (Throttle Position No. 1) does not reach the target opening angle (Throttle Require Position), there is an "unable to open" malfunction.
    • This value normally fluctuates around 1 A.
    Throttle Motor DUTY Throttle actuator Min.: 0%, Max.: 100% 10 to 22%: Idling - This is the output duty ratio of the throttle actuator drive circuit.
    Throttle Motor Duty (Open) Throttle actuator duty ratio (open) Min.: 0%, Max.: 255% 0 to 40%: Idling
    • Idling (engine warmed up): 0%
    • Running without load (3000 rpm): 18%
    • This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal.
    • When the throttle valve is being opened, Throttle Motor Duty (Open) is 10 to 50%.
    Throttle Motor Duty (Close) Throttle actuator duty ratio (close) Min.: 0%, Max.: 255% 0 to 40%: Idling
    • Idling (engine warmed up): 18%
    • Running without load (3000 rpm): 0%
    		 This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal.
    HINT: 
    During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve.
    Throttle Fully Close Learn Throttle valve fully closed position (learned value) Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal fully released Engine switch on (IG): 0.664 V
    • The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the engine switch is on (IG), the accelerator pedal is released and the throttle actuator is off).
    • Learning is performed immediately after the engine switch is turned on (IG).
    +BM Voltage +BM voltage Min.: 0 V, Max.: 79.998 V 11 to 14 V: Engine switch on (IG) - This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P2118 (open circuit) and P0657 (short circuit, ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the engine switch is turned off).
    Actuator Power Supply Actuator power supply ON or OFF ON: Idling - If +BM power is lost, this item changes to OFF.
    Throttle Air Flow Learning Value(Area 1) Throttle air flow learning value of area 1 Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value(Area 2) Throttle air flow learning value of area 2 Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value(Area 3) Throttle air flow learning value of area 3 Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value(Calculated Value) Throttle air flow learning value (calculated value) Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value(Atmosphere Pressure Offset Value) Throttle air flow learning value (atmosphere pressure offset value) Min.: 0, Max.: 2.55 - - -
    Throttle Air Flow Learning Prohibit(Intake Air Pressure Malfunction) Throttle air flow learning prohibit (intake air pressure malfunction) OK or NG OK - -
    Throttle Air Flow Learning Prohibit(Air Fuel Ratio Malfunction) Throttle air flow learning prohibit (air fuel ratio malfunction) OK or NG OK - -
    Throttle Position Throttle valve opening angle Min.: 0 deg, Max.: 499.99 deg - - -
  6. Idle Speed Control (Gas Rough Idle) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    ISC Flow Flow rate calculated using information from mass air flow meter sub-assembly Min.: 0 L/s, Max.: 79.99 L/s - Idling (engine warmed up): 5.4 L/s This is the total ISC airflow amount (the amount of intake air necessary to maintain idling).
    HINT: 
    ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount
    ISC Position Requested throttle opening amount calculated using ISC control Min.: 0 deg, Max.: 499.99 deg - Idling (engine warmed up): 3.09 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 - Idling (engine warmed up): -0.03 L/s This is the feedback amount necessary to adjust the airflow amount to maintain the target idling speed.
    HINT: 
    When the idling speed differs from the target, the feedback amount is adjusted. If the feedback amount becomes more than a certain value, this will be reflected in the ISC learned airflow value.
    ISC Learning Value ISC learned airflow value Min.: -40 L/s, Max.: 39.99 L/s - Idling (engine warmed up): 4.71 L/s This is the learned value of the airflow amount necessary for engine idling.
    HINT: 
    • If ISC Feedback Value becomes more than a certain value, this will be reflected in ISC Learning Value.
    • ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount
    Electric Load Feedback Val Compensation flow rate according to electrical load Min.: -40 L/s, Max.: 39.99 L/s - Idling (headlights and window defogger on): 0.84 L/s This is the ISC compensation amount determined according to the electrical load.
    Air Conditioner FB Val Compensation flow rate according to air conditioner load Min.: -40 L/s, Max.: 39.99 L/s - Idling (A/C on): 1.15 L/s This is the ISC compensation amount determined according to the air conditioner load.
    Low Revolution Control Low engine speed control operation state ON or OFF - Idling (engine warmed up): OFF
    • This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 rpm).
      • 900 rpm (when the engine coolant temperature is 10°C [50°F])
      • 850 rpm (when the engine coolant temperature is 30°C [86°F])
      • 750 rpm (when the engine coolant temperature is 60°C [140°F])

        Before 5 seconds elapse after starting the engine, this parameter indicates the status of the previous trip.

        After 5 seconds elapse after starting the engine, this parameter indicates the status of the current trip.

        HINT: 

        The engine is considered to have started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after starting the engine, this parameter changes to ON and remains ON for the rest of the trip.

        ON: The engine speed decreased immediately after starting the engine.

        OFF: The engine speed did not decrease immediately after starting the engine.

    • For use when engine stall, starting problems or rough idle is present.
    N Range Status Shift lever N status ON or OFF - - -
    Eng Stall Control FB Flow Intake air compensation flow rate Min.: -40 L/s, Max.: 39.99 L/s - Idling (engine warmed up): 0.00 L/s
    • The intake air amount and ignition timing are adjusted when there is a large decrease in engine speed (for example, a decrease to 550 rpm or less) in order to prevent engine stall.
    • For use when engine stall, starting problems or rough idle is present.
  7. Fuel System 1 (Gas General) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Fuel Press Fuel pressure (high pressure side) Min.: 0 kPag, Max.: 655350 kPag
    • 3500 to 4500 kPag: Idling
    • 2500 to 4500 kPag: 2000 rpm (without load)
    • Idling (warm up the engine): 4040 kPag
    • Running without load (3000 rpm): 3310 kPag
    		 This item indicates the fuel pressure on the high-pressure side.
    Injector (Port) Injection period of the No. 1 cylinder Min.: 0 μs, Max.: 65535 μs Idling (warm up the engine, port injection control):
    700 to 1600 μs    		 -
    • This is the injection period of the No. 1 cylinder (port injection) (the command value from the ECM).
    • The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Way".
    Injection Volum (Cylinder1) Injection volume (cylinder 1) Min.: 0 ml, Max.: 2.047 ml Idling (warm up the engine):
    0.05 to 0.15 ml
    • Idling (engine warmed up): 0.099 ml
    • Running without load (3000 rpm): 0.079 ml
    		 This is the fuel injection volume for 10 injections.
    Engine Fuel Rate Engine fuel rate Min.: 0 gm/sec, Max.: 1310.7 gm/sec - - -
    Vehicle Fuel Rate Vehicle fuel rate Min.: 0 gm/sec, Max.: 1310.7 gm/sec - - -
    Fuel Pump/Speed Status Fuel pump status ON or OFF ON: Starter on or engine running - -
  8. EVAP System 1 (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Vacuum Pump Key-off EVAP system leak detection pump status ON or OFF - - This item changes to ON during the key-off EVAP monitor which is performed approximately 5 hours after the engine switch is turned off*.

    *: Refer to EVAP System [03/2019 - 09/2020]

  9. Fuel System 2 (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Fuel Pressure Target Value Target fuel pressure Min.: 0 MPa, Max.: 65.535 MPa
    • 3 to 5 MPa: Idling
    • 2.5 to 4.5 MPa: 2500 rpm (warm up the engine)
    • Idling (warm up the engine): 4 MPa
    • Running without load (3000 rpm): 3.398 MPa
    		 This item indicates the target fuel pressure for the fuel pump (for high pressure side).
    High Fuel Pressure Sensor Fuel pressure (for high pressure side) Min.: -64 MPa, Max.: 63.998 MPa - - This item indicates the fuel pressure (for high pressure side) from the fuel pressure sensor.
    Fuel Pump Duty (D4) Fuel pump duty ratio (for high pressure side of bank 1) Min.: 0%, Max.: 127.5% 0 to 40%: Idling with warm engine
    • Idling (warm up the engine): 12.0%
    • Running without load (3000 rpm): 12.5%
    		 This item indicates the duty ratio to the electromagnetic spill valve.
    Fuel Pump2 Duty (D4) Fuel pump duty ratio (for high pressure side of bank 2) Min.: 0%, Max.: 127.5% 0 to 40%: Idling with warm engine
    • Idling (warm up the engine): 12.5%
    • Running without load (3000 rpm): 13.0%
    		 This item indicates the duty ratio to the electromagnetic spill valve.
    HP FP Discharge Rate Fuel volume required by the high pressure fuel pump (bank 1) Min.: 0 ml, Max.: 2.047 ml 0.01 to 0.05 ml: Idling with warm engine
    • Idling (warm up the engine): 0.029 ml
    • Running without load (3000 rpm): 0.032 ml
    		 This item indicates the fuel pump (for high pressure side) discharge amount.
    HP FP Discharge Rate 2 Fuel volume required by the high pressure fuel pump (bank 2) Min.: 0 ml, Max.: 2.047 ml 0.01 to 0.05 ml: Idling with warm engine
    • Idling (warm up the engine): 0.029 ml
    • Running without load (3000 rpm): 0.032 ml
    		 This item indicates the fuel pump (for high pressure side) discharge amount.
    Injection Way Injection mode Port / Direct / Either / Unset - - This item indicates the injection mode.
    Injection Switching Status Prohibition of changing the D-4S injection method OK or NG - - This item indicates whether the Control the Injection Way Active Test is prohibited.
    Injection Timing (D4) Injection timing Min.: -3276.8 deg(CA), Max.:3276.7 deg(CA) 290 to 310 deg(CA): Idling with warm engine, direct injection control
    • Idling (warm engine, direct injection control): 300.0 deg(CA)
    • Running without load (3000 rpm): 305.0 deg(CA)
    • This item indicates the injection timing of the No. 1 fuel injector assembly (for direct injection).
    • Values may be displayed even when fuel injection is not performed.
    Injection Time (D4) Injection time Min.: 0 μs, Max.: 65535 μs 700 to 2000 μs: Idling with warm engine, direct injection control
    • Idling (warm engine, direct injection control): 1100 μs
    • Running without load (3000 rpm): 988 μs
    • This item indicates the last injection time of the No. 1 fuel injector assembly (for direct injection).
    • The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Way".
    Current Fuel Type Current fuel type - Gasoline/petrol - -
  10. EVAP System 2 (Gas Evaporative) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    EVAP (Purge) VSV Purge VSV control duty Min.: 0%, Max.: 100% -
    • Idling (engine warmed up): 9.4%
    • Running without load (3000 rpm): 10.0%
    • This is the command signal from the ECM.
    • This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed.

      *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV.

    • When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.
    Evap Purge Flow Purge flow Min.: 0%, Max.: 399.9% -
    • Idling (engine warmed up): 0.8%
    • Running without load (3000 rpm): 5.2%
    • This is the percentage of total engine airflow contributed by EVAP purge operation.

      (Evap Purge Flow = Purge flow / Engine airflow x 100 (%))

    • It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV.
    Purge Density Learn Value Purge density learned value Min.: -200, Max.: 199.993 - Idling (engine warmed up): 0.000
    • Purge Density Learn Value is the proportion of the decrease in injection volume (based on the change in the air fuel ratio feedback compensation value) related to a 1% purge flow rate.
    • When Purge Density Learn Value is a large negative value, the purge effect is large.
    • The purge density is determined from the change in the air fuel ratio feedback compensation value when purge flow is introduced.
    • Purge density learning is performed so that the feedback compensation value is 0 +/-2%.
    HINT: 
    • Usually, the value is approximately +/-1%.
    • 1%: The concentration of HC in the purge gas is relatively low.
    • 0%: The concentration of HC in the purge gas is approximately equal to the stoichiometric air fuel ratio.
    • Large negative values indicate that the concentration of HC in the purge gas is relatively high.
    Vapor Pressure Pump Vapor pressure Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10813.27 mmHg) Approximately 100 kPa(abs) [750 mmHg(abs)]: Engine switch on (IG) - This is the EVAP system pressure monitored by the canister pressure sensor.
    HINT: 
    • Except when the monitor is running, this value should be approximately the same as atmospheric pressure.
    • As Vapor Pressure Pump is almost the same as atmospheric pressure when the engine is stopped, this item can be used to help determine if the canister pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value.
    Vapor Pressure (Calculated) Calculated EVAP system pressure Min.: -720.896 kPa (-5406.720 mmHg), Max.: 720.874 kPa (5406.555 mmHg) Approximately 100 kPa(abs) [750 mmHg(abs)]: Engine switch on (IG) - -
    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 - - This parameter displays ON when EVAP (Purge) VSV is approximately 30% or higher, and displays OFF when the VSV duty ratio is less than 30%.
    Purge Cut VSV Duty Purge VSV duty Min.: 0%, Max.: 399.9% -
    • Idling (engine warmed up): 4.6%
    • Running without load (3000 rpm): 99.9%
    		 -
  11. Air Fuel Ratio Control 1 (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Target Air-Fuel Ratio Target air fuel ratio Min.: 0, Max.: 1.99 0.8 to 1.2: During idling
    • Idling (engine warmed up): 0.991 (Performing feedback control at the stoichiometric air fuel ratio)
    • Running without load (3000 rpm): 0.994 (Performing feedback control at the stoichiometric air fuel ratio)
    • This is the target air fuel ratio used by the ECM.
    • 1.0 is the stoichiometric air fuel ratio. Values that are more than 1 indicate the system attempting to make the air fuel ratio leaner. Values that are less than 1 indicate the system attempting to make the air fuel ratio richer.
    • Target Air-Fuel Ratio and AF Lambda B1S1 (B2S1) are related.
  12. Air Fuel Ratio Control 2 (Gas AF O2 Sensor) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    AF Lambda B1S1 Output air fuel ratio associated with bank 1 sensor 1 Min.: 0, Max.: 1.99
    • Value less than 1 (0.000 to 0.999) = Rich
    • 1 = Stoichiometric air fuel ratio
    • Value more than 1 (1.001 to 1.999) = Lean
    • Idling (engine warmed up): 0.991
    • Running without load (3000 rpm): 0.993
    • This is the actual air fuel ratio calculated based on the air fuel ratio sensor output.
    • Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.
    • Reference value when performing the Active Test:
      • Injection Volume: +/-0%
        1. AF Lambda B1S1: 0.99
        2. AFS Voltage B1S1: 3.29 V
        3. AFS Current B1S1: 0.00 mA
        4. O2S B1S2: 0.43 V
      • Injection Volume: -12.5%
        1. AF Lambda B1S1: 1.16
        2. AFS Voltage B1S1: 3.85 V
        3. AFS Current B1S1: 0.20 mA
        4. O2S B1S2: 0.015 V
      • Injection Volume: 12.5%
        1. AF Lambda B1S1: 0.89
        2. AFS Voltage B1S1: 2.59 V
        3. AFS Current B1S1: -0.27 mA
        4. O2S B1S2: 0.94 V
    AF Lambda B2S1 Output air fuel ratio associated with bank 2 sensor 1 Min.: 0, Max.: 1.99
    • Value less than 1 (0.000 to 0.999) = Rich
    • 1 = Stoichiometric air fuel ratio
    • Value more than 1 (1.001 to 1.999) = Lean
    • Idling (engine warmed up): 0.992
    • Running without load (3000 rpm): 0.989
    • This is the actual air fuel ratio calculated based on the air fuel ratio sensor output.
    • Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.
    • Reference value when performing the Active Test:
      • Injection Volume: +/-0%
        1. AF Lambda B2S1: 0.99
        2. AFS Voltage B2S1: 3.29 V
        3. AFS Current B2S1: 0.00 mA
        4. O2S B2S2: 0.43 V
      • Injection Volume: -12.5%
        1. AF Lambda B2S1: 1.16
        2. AFS Voltage B2S1: 3.85 V
        3. AFS Current B2S1: 0.20 mA
        4. O2S B2S2: 0.015 V
      • Injection Volume: 12.5%
        1. AF Lambda B2S1: 0.89
        2. AFS Voltage B2S1: 2.59 V
        3. AFS Current B2S1: -0.27 mA
        4. O2S B2S2: 0.94 V
    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
    • Idling (engine warmed up): 3.263 V
    • Running without load (3000 rpm): 3.288 V
    • Fuel-cut during deceleration being performed: 4.996 V
    • This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current below for the actual sensor output).
    • Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the 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
    • Idling (engine warmed up): 3.234 V
    • Running without load (3000 rpm): 3.219 V
    • Fuel-cut during deceleration being performed: 4.996 V
    • This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current below for the actual sensor output).
    • Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.
    AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling
    • Idling (engine warmed up): -0.02 mA
    • Running without load (3000 rpm): 0.00 mA
    • Fuel-cut during deceleration being performed: 1.54 mA
    • With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA.
    • When the value is outside the range of 0.38 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.
    AFS Current B2S1 Air fuel ratio sensor output current for bank 2 sensor 1 Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling
    • Idling (engine warmed up): -0.03 mA
    • Running without load (3000 rpm): -0.03 mA
    • Fuel-cut during deceleration being performed: 1.51 mA
    • With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA.
    • When the value is outside the range of 0.38 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.
    A/F Heater Duty B1S1 Air fuel ratio sensor heater duty ratio for bank 1 Min.: 0%, Max.: 399.9% 0 to 100% Idling (engine warmed up): 22.6% When the value is any value except 0%, current is being supplied to the heater.
    A/F Heater Duty B2S1 Air fuel ratio sensor heater duty ratio for bank 2 Min.: 0%, Max.: 399.9% 0 to 100% Idling (engine warmed up): 25.0% When the value is any value except 0%, current is being supplied to the heater.
    O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 Min.: 0 V, Max.: 1.275 V 0 to 1 V
    • Idling (engine warmed up): 0.680 V
    • Running without load (3000 rpm): 0.780 V
    • This is the output voltage of the heated oxygen sensor.
    • Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio.
    • Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio.
    • During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V.
    • Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor.
    • Reference value when performing the Active Test:
      • Injection Volume: -12.5%
        1. AF Lambda B1S1: 1.16
        2. AFS Voltage B1S1: 3.85 V
        3. AFS Current B1S1: 0.20 mA
        4. O2S B1S2: 0.015 V
      • Injection Volume: 12.5%
        1. AF Lambda B1S1: 0.89
        2. AFS Voltage B1S1: 2.59 V
        3. AFS Current B1S1: -0.27 mA
        4. O2S B1S2: 0.94 V
    O2S B2S2 Heated oxygen sensor output voltage for bank 2 sensor 2 Min.: 0 V, Max.: 1.275 V 0 to 1 V
    • Idling (engine warmed up): 0.820 V
    • Running without load (3000 rpm): 0.855 V
    • This is the output voltage of the heated oxygen sensor.
    • Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio.
    • Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio.
    • During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V.
    • Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor.
    • Reference value when performing the Active Test:
      • Injection Volume: -12.5%
        1. AF Lambda B2S1: 1.16
        2. AFS Voltage B2S1: 3.85 V
        3. AFS Current B2S1: 0.20 mA
        4. O2S B2S2: 0.015 V
      • Injection Volume: 12.5%
        1. AF Lambda B2S1: 0.89
        2. AFS Voltage B2S1: 2.59 V
        3. AFS Current B2S1: -0.27 mA
        4. O2S B2S2: 0.94 V
    O2S Impedance B1S2 Heated oxygen sensor impedance for bank 1 sensor 2 Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm Idling (engine warmed up): 224.68 ohm After driving approx. 10 min. in an urban area: 5 to 15000 ohm
    HINT: 
    When the value is outside the range of 5 to 15000 ohm, there is a problem in the heated oxygen sensor or sensor circuit.
    O2S Impedance B2S2 Heated oxygen sensor impedance for bank 2 sensor 2 Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm Idling (engine warmed up): 236.67 ohm After driving approx. 10 min. in an urban area: 5 to 15000 ohm
    HINT: 
    When the value is outside the range of 5 to 15000 ohm, there is a problem in the heated oxygen sensor or sensor circuit.
    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 -
    • Idling (engine warmed up): 0.981 A
    • Running without load (3000 rpm): 1.000 A
    		 When the value is any value except 0 A, current is being supplied to the heater.
    O2 Heater Curr Val B2S2 Heated oxygen sensor current for bank 2 sensor 2 Min.: 0 A, Max.: 4.999 A -
    • Idling (engine warmed up): 0.996 A
    • Running without load (3000 rpm): 1.020 A
    		 When the value is any value except 0 A, current is being supplied to the heater.
    Short FT B1S1 Short-term fuel trim for bank 1 Min.: -100%, Max.: 99.2% -15 to 15%
    • Idling (engine warmed up): 0.781%
    • Running without load (3000 rpm): -2.344%
    		 This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback.
    Short FT B1S2 Short-term fuel trim for bank 1 Min.: -100%, Max.: 99.2% - - -
    Long FT B1S1 Long-term fuel trim for bank 1 Min.: -100%, Max.: 99.2% -15 to 15%
    • Idling (engine warmed up): -7.032%
    • Running without load (3000 rpm): -12.500%
    • The ECM will learn the Long FT B1S1 values based on Short FT B1S1. The goal is to keep Short FT B1S1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio.
    • This value is used to determine whether the system related to air fuel ratio control is malfunctioning.
    • The condition of the system is determined based on the sum of Short FT B1S1 and Long FT B1S1 (excluding times when the system is in transition).
      • 15% or higher: There may be a lean air fuel ratio.
      • -15 to 15%: The air fuel ratio can be determined to be normal.
      • -15% or less: There may be a rich air fuel ratio.
      • Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT B1S1" 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], [A/F Learn Value High #1], [A/F Learn Val Low #1 (Dual)], [A/F Learn Val Mid1 #1 (Dual)], [A/F Learn Val Mid2 #1 (Dual)] and [A/F Learn Val High #1 (Dual)] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT B1S1" indicates the current engine operating range.
    Long FT B1S2 Long-term fuel trim for bank 1 Min.: -100%, Max.: 99.2% - - -
    Total FT #1 Total fuel trim for bank 1 Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Total FT #1 = Short FT B1S1 + Long FT B1S1
    Short FT B2S1 Short-term fuel trim for bank 2 Min.: -100%, Max.: 99.2% -15 to 15%
    • Idling (engine warmed up): 0.781%
    • Running without load (3000 rpm): -1.563%
    		 This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback.
    Short FT B2S2 Short-term fuel trim for bank 2 Min.: -100%, Max.: 99.2% - - -
    Long FT B2S1 Long-term fuel trim for bank 2 Min.: -100%, Max.: 99.2% -15 to 15%
    • Idling (engine warmed up): -9.375%
    • Running without load (3000 rpm): -13.282%
    • The ECM will learn the Long FT B2S1 values based on Short FT B2S1. The goal is to keep Short FT B2S1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio.
    • This value is used to determine whether the system related to air fuel ratio control is malfunctioning.
    • The condition of the system is determined based on the sum of Short FT B2S1 and Long FT B2S1 (excluding times when the system is in transition).
      • 15% or higher: There may be a lean air fuel ratio.
      • -15 to 15%: The air fuel ratio can be determined to be normal.
      • -15% or less: There may be a rich air fuel ratio.
      • Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT B2S1" 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], [A/F Learn Value High #2], [A/F Learn Val Low #2 (Dual)], [A/F Learn Val Mid1 #2 (Dual)], [A/F Learn Val Mid2 #2 (Dual)] and [A/F Learn Val High #2 (Dual)] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT B2S1" indicates the current engine operating range.
    Long FT B2S2 Long-term fuel trim for bank 2 Min.: -100%, Max.: 99.2% - - -
    Total FT #2 Total fuel trim for bank 2 Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Total FT #2 = Short FT B2S1 + Long FT B2S1
    Fuel System Status #1 Fuel system status for bank 1 Unused, OL, CL, OLDrive, OLFault or CLFault CL: Idling after warming up -
    • OL (Open Loop): Has not yet satisfied conditions to go to closed loop.
    • CL (Closed Loop): Uses feedback to perform 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.
    HINT: CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B1S1 is approximately 1.0 and AFS Voltage B1S1 is approximately 3.3 V.
    Fuel System Status #2 Fuel system status for bank 2 Unused, OL, CL, OLDrive, OLFault or CLFault CL: Idling after warming up -
    • OL (Open Loop): Has not yet satisfied conditions to go to closed loop.
    • CL (Closed Loop): Uses feedback to perform 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.
    HINT: CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B2S1 is approximately 1.0 and AFS Voltage B2S1 is approximately 3.3 V.
    A/F Learn Value Idle #1 Air fuel ratio learn value of idle area for bank 1 Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
    A/F Learn Value Low #1 Air fuel ratio learn value of low load area for bank 1 Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
    A/F Learn Value Mid1 #1 Air fuel ratio learn value of middle1 load area for bank 1 Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine 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% -15 to 15% - Learning is performed when driving with the engine warmed up (engine 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% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
    A/F Learn Val Low #1 (Dual) Air fuel ratio learn value of low load area (dual, bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts)
    A/F Learn Val Mid1 #1 (Dual) Air fuel ratio learn value of middle1 load area (dual, bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine 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 Val Mid2 #1 (Dual) Air fuel ratio learn value of middle2 load area (dual, bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine 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 Val High #1 (Dual) Air fuel ratio learn value of high load area (dual, bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
    A/F Learn Value Idle #2 Air fuel ratio learn value of idle area for bank 2 Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
    A/F Learn Value Low #2 Air fuel ratio learn value of low load area for bank 2 Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
    A/F Learn Value Mid1 #2 Air fuel ratio learn value of middle1 load area for bank 2 Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine 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% -15 to 15% - Learning is performed when driving with the engine warmed up (engine 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% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
    A/F Learn Val Low #2 (Dual) Air fuel ratio learn value of low load area (dual, bank 2) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts)
    A/F Learn Val Mid1 #2 (Dual) Air fuel ratio learn value of middle1 load area (dual, bank 2) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine 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 Val Mid2 #2 (Dual) Air fuel ratio learn value of middle2 load area (dual, bank 2) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine 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 Val High #2 (Dual) Air fuel ratio learn value of high load area (dual, bank 2) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
  13. Ignition System (Ignition) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    IGN Advance Ignition timing advance for No. 1 cylinder Min.: -64 deg, Max.: 63.5 deg 5 to 22 deg: Idling
    • Idling (engine warmed up): 12.5 deg
    • Running without load (3000 rpm): 44.0 deg
    		 -
    Knock Feedback Value Knocking feedback value Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) -
    • Idling (engine warmed up): -3.0 deg(CA)
    • Running without load (3000 rpm): -3.0 deg(CA)
    		 This is the ignition timing retard compensation amount determined by the presence or absence of knocking.
    Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock Feedback Value*3 + each compensation amount
    Example: 21 deg(CA) = 10 deg(CA) + 14 deg(CA) - 3 deg(CA)
    *1: The most retarded timing value is a constant determined by the engine speed and engine load.
    *2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3 deg(CA) as possible.
    When Knock Feedback Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased.
    When Knock Feedback Value is higher than -2 deg(CA), Knock Correct Learn Value is slowly increased.
    *3: The base value is -3 deg(CA) and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased.
    -1 deg(CA): There is no knocking and ignition timing is advanced.
    -6 deg(CA): Knocking is present and the ignition timing is being retarded.
    HINT: 
    If Knock Feedback Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3 deg(CA)), it can be determined that knocking is not being detected.
    Possible Causes: 
    • There is a problem with the knock control sensor sensitivity.
    • The knock control sensor is improperly installed.
    • There is a problem with a wire harness.
    Knock Correct Learn Value Knocking correction learned value Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) -
    • Idling (engine warmed up): 22.5 deg(CA)
    • Running without load (3000 rpm): 22.5 deg(CA)
    • Refer to "Knock Feedback Value".
    • When there is knocking or a lack of power, compare the following values to another vehicle of the same model.
      • Engine Speed
      • Calculate Load
      • IGN Advance
      • Knock Feedback Value
      • Knock Correct Learn Value
    • Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced.
    • Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded.
    HINT: When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).
    Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -
    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
    Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -
    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
    Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -
    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
    Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -
    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
    Idle Spark Advn Ctrl #5 Individual cylinder timing advance compensation amount (No. 5) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -
    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
    Idle Spark Advn Ctrl #6 Individual cylinder timing advance compensation amount (No. 6) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -
    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
    Idle Spark Advn Ctrl #7 Individual cylinder timing advance compensation amount (No. 7) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -
    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
    Idle Spark Advn Ctrl #8 Individual cylinder timing advance compensation amount (No. 8) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -
    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
  14. Intake Control (Gas Intake Control) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    AICV VSV Vacuum switching valve for air intake control system status ON or OFF - - -
  15. VVT Control (Gas Valve Control) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    VVT Advance Fail VVT control failure status ON or OFF ON: VVT control failure - ON: There is an intake VVT timing advance malfunction.
    VVT Change Angle #1 VVT displacement angle for bank 1 Min.: 0 DegFR, Max.: 639.9 DegFR - - By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.
    VVT Change Angle #2 VVT displacement angle for bank 2 Min.: 0 DegFR, Max.: 639.9 DegFR - - By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.
    VVT Ex Hold Lrn Val #1 VVT exhaust hold duty ratio learned value for bank 1 Min.: 0%, Max.: 399.9% - -
    • This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the retarded state of the VVT controller.
    • Refer to "VVT Ex OCV Duty #1".
    VVT Ex Chg Angle #1 VVT exhaust displacement angle for bank 1 Min.: 0 DegFR, Max.: 639.9 DegFR - -
    • By checking VVT Ex Chg Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.
    • Refer to "VVT Ex OCV Duty #1".
    VVT Ex OCV Duty #1 VVT exhaust camshaft timing oil control valve duty for bank 1 Min.: 0%, Max.: 399.9% - - Reference value when performing the Control the VVT Exhaust Linear (Bank 1) Active Test:
    • VVT Ex OCV Duty #1 = 0%, VVT Ex Chg Angle #1 = 0 DegFR
    • VVT Ex OCV Duty #1 = 30%, VVT Ex Chg Angle #1 = 0 DegFR
    • VVT Ex OCV Duty #1 = 70%, VVT Ex Chg Angle #1 = 38.5 DegFR
    • VVT Ex OCV Duty #1 = 100%, VVT Ex Chg Angle #1 = 38.5 DegFR
    • VVT Ex OCV Duty #1 = 27.4%, VVT Ex Chg Angle #1 = 0 DegFR

    After the above test, VVT Ex Hold Lrn Val #1 = 44.0%.
    VVT Ex Hold Lrn Val #2 VVT exhaust hold duty ratio learned value for bank 2 Min.: 0%, Max.: 399.9% - -
    • This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the retarded state of the VVT controller.
    • Refer to "VVT Ex OCV Duty #2".
    VVT Ex Chg Angle #2 VVT exhaust displacement angle for bank 2 Min.: 0 DegFR, Max.: 639.9 DegFR - -
    • By checking VVT Ex Chg Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.
    • Refer to "VVT Ex OCV Duty #2".
    VVT Ex OCV Duty #2 VVT exhaust camshaft timing oil control valve duty for bank 2 Min.: 0%, Max.: 399.9% - - Reference value when performing the Control the VVT Exhaust Linear (Bank 2) Active Test:
    • VVT Ex OCV Duty #2 = 0%, VVT Ex Chg Angle #2 = 0 DegFR
    • VVT Ex OCV Duty #2 = 30%, VVT Ex Chg Angle #2 = 0 DegFR
    • VVT Ex OCV Duty #2 = 70%, VVT Ex Chg Angle #2 = 38.5 DegFR
    • VVT Ex OCV Duty #2 = 100%, VVT Ex Chg Angle #2 = 38.5 DegFR
    • VVT Ex OCV Duty #2 = 27.4%, VVT Ex Chg Angle #2 = 0 DegFR

    After the above test, VVT Ex Hold Lrn Val #2 = 44.0%.
    VVT-iE Duty #1 Camshaft timing control motor operation duty (bank 1) Min.: -200%, Max.: 199.9% - - -
    VVT-iE Duty #2 Camshaft timing control motor operation duty (bank 2) Min.: -200%, Max.: 199.9% - - -
    VVT-iE Mot Direction #1 VVT-iE motor direction (bank 1) Backward or Forward Forward: Idling with warm engine - -
    VVT-iE Mot Direction #2 VVT-iE motor direction (bank 2) Backward or Forward Forward: Idling with warm engine - -
    VVT Target Angle #1 VVT intake target angle for bank 1 Min.: 0 DegFR, Max.: 639.9 DegFR - - -
    VVT Target Angle #2 VVT intake target angle for bank 2 Min.: 0 DegFR, Max.: 639.9 DegFR - - -
    VVT Ex Target Angle #1 VVT exhaust target angle for bank 1 Min.: 0 DegFR, Max.: 639.9 DegFR - - -
    VVT Ex Target Angle #2 VVT exhaust target angle for bank 2 Min.: 0 DegFR, Max.: 639.9 DegFR - - -
  16. Various Vehicle Conditions 2 (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    VN Turbo Type VN turbo type Not Avl, Commo, Vacuum, CAN Com or DC Not Avl - Indicates the VN turbo vane actuation method.
  17. Catalyst (Gas CAT Converter) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Catalyst Temp B1S1 Catalyst temperature for bank 1 sensor 1 Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - -
    • This is the temperature of the front catalyst estimated by the ECM.
    • This value is included in the conditions used to detect catalyst deterioration (DTC P0420), etc., and should therefore be used as a reference when recreating malfunction conditions.
    Catalyst Temp B2S1 Catalyst temperature for bank 2 sensor 1 Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - -
    • This is the temperature of the front catalyst estimated by the ECM.
    • This value is included in the conditions used to detect catalyst deterioration (DTC P0430), etc., and should therefore be used as a reference when recreating malfunction conditions.
    Catalyst Temp B1S2 Catalyst temperature for bank 1 sensor 2 Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - This is the temperature of the rear catalyst estimated by the ECM.
    Catalyst Temp B2S2 Catalyst temperature for bank 2 sensor 2 Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - This is the temperature of the rear catalyst estimated by the ECM.
    Engine Exhaust Flow Rate Exhaust flow rate Min.: 0 kg/h, Max.: 13107 kg/h - - -
  18. Various Vehicle Conditions 3 (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Starter Signal Starter signal ON or OFF
    • ON: Starter operating
    • OFF: Starter not operating
    		 - -
    Neutral Position SW Signal Park/Neutral position switch signal status ON or OFF ON: Shift lever in P or N - -
    Stop Light Switch Stop light switch signal status ON or OFF
    • ON: Brake pedal depressed
    • OFF: Brake pedal released
    		 - -
    A/C Signal A/C switch status ON or OFF ON: A/C on - -
    Idle Up Signal Idle up signal ON or OFF - - -
    Closed Throttle Position SW Closed throttle position switch signal status ON or OFF
    • ON: Idling
    • OFF: Engine running, accelerator pedal depressed
    		 - -
    Fuel Cut Condition Fuel cut condition status ON or OFF ON: Fuel cut operating - -
    Immobilizer Communication Immobilizer communication status ON or OFF ON: Normal - -
  19. Check Mode (Check Mode) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Check Mode Check mode ON or OFF ON: Check mode on -
    • *
    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 (A/FS2) Test Result Check mode result for heated oxygen sensor (bank 1) Compl or Incmpl - - -
    OXS2 (A/FS2) 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 - - -

    *: Refer to Check Mode Procedure.

    Refer to CHECK MODE PROCEDURE [09/2014 - ]

  20. Test Result (Monitor Status) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Complete Parts Monitor Comprehensive component monitor Not Avl or Avail - -
    • *1
    Fuel System Monitor Fuel system monitor Not Avl or Avail - -
    • *1
    Misfire Monitor Misfire monitor Not Avl or Avail - -
    • *1
    EGR/VVT Monitor EGR/VVT monitor Not Avl or Avail - -
    • *1
    EGR/VVT Monitor EGR/VVT monitor Compl or Incmpl - -
    • *1
    O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor Not Avl or Avail - -
    • *1
    O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor Compl or Incmpl - -
    • *1
    O2S(A/FS) Monitor O2S (A/FS) monitor Not Avl or Avail - -
    • *1
    O2S(A/FS) Monitor O2S (A/FS) monitor Compl or Incmpl - -
    • *1
    A/C Monitor A/C monitor Not Avl or Avail - -
    • *1
    A/C Monitor A/C monitor Compl or Incmpl - -
    • *1
    2nd Air Monitor 2nd air monitor Not Avl or Avail - -
    • *1
    2nd Air Monitor 2nd air monitor Compl or Incmpl - -
    • *1
    EVAP Monitor EVAP monitor Not Avl or Avail - -
    • *1
    EVAP Monitor EVAP monitor Compl or Incmpl - -
    • *1
    Heated Catalyst Monitor Heated catalyst monitor Not Avl or Avail - -
    • *1
    Heated Catalyst Monitor Heated catalyst monitor Compl or Incmpl - -
    • *1
    Catalyst Monitor Catalyst monitor Not Avl or Avail - -
    • *1
    Catalyst Monitor Catalyst monitor Compl or Incmpl - -
    • *1
    Component Monitor ENA Comprehensive component monitor Unable or Enable - -
    • *2
    Component Monitor CMPL Comprehensive component monitor Compl or Incmpl - -
    • *2
    Fuel System Monitor ENA Fuel system monitor Unable or Enable - -
    • *2
    Fuel System Monitor CMPL Fuel system monitor Compl or Incmpl - -
    • *2
    Misfire Monitor ENA Misfire monitor Unable or Enable - -
    • *2
    Misfire Monitor CMPL Misfire monitor Compl or Incmpl - -
    • *2
    EGR/VVT Monitor ENA EGR monitor Unable or Enable - -
    • *2
    EGR/VVT Monitor CMPL EGR monitor Compl or Incmpl - -
    • *2
    Heater Monitor ENA O2S (A/FS) heater monitor Unable or Enable - -
    • *2
    Heater Monitor CMPL O2S (A/FS) heater monitor Compl or Incmpl - -
    • *2
    O2S(A/FS) Monitor ENA O2S (A/FS) monitor Unable or Enable - -
    • *2
    O2S(A/FS) Monitor CMPL O2S (A/FS) monitor Compl or Incmpl - -
    • *2
    A/C Monitor ENA A/C monitor Unable or Enable - -
    • *2
    A/C Monitor CMPL A/C monitor Compl or Incmpl - -
    • *2
    2nd Air Monitor ENA 2nd air monitor Unable or Enable - -
    • *2
    2nd Air Monitor CMPL 2nd air monitor Compl or Incmpl - -
    • *2
    EVAP Monitor ENA EVAP monitor Unable or Enable - -
    • *2
    EVAP Monitor CMPL EVAP monitor Compl or Incmpl - -
    • *2
    Heated Cat Monitor ENA Heated catalyst monitor Unable or Enable - -
    • *2
    Heated Cat Monitor CMPL Heated catalyst monitor Compl or Incmpl - -
    • *2
    Catalyst Monitor ENA Catalyst monitor Unable or Enable - -
    • *2
    Catalyst Monitor CMPL Catalyst monitor Compl or Incmpl - -
    • *2

    *1:

    Avail: The monitor is available on the vehicle.

    Not Avl: The monitor is not available on the vehicle.

    Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This item does not change when the engine switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the battery cable is disconnected.

    Monitor result (mode 06): The last judgment result is output. This is not cleared when the engine switch is turned off, but is cleared when DTCs are cleared.

    *2:

    Enable: The monitor is available on the vehicle.

    Unable: The monitor is not available on the vehicle.

    Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed during the current trip. The item changes back to Incmpl when the engine switch is turned off.

    Monitor result (mode 06): The last judgment result is output. This is not cleared when the ignition switch is turned off, but is cleared when DTCs are cleared. Therefore, only when DTCs are cleared at the beginning of a trip do the system monitor (Test Result [Monitor Status]) and monitor result (mode 06) match.

  21. Various Vehicle Conditions 4 (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    # Codes(Include History) Number of codes Min.: 0, Max.: 255 0 - This is the number of DTCs stored.
    MIL MIL status ON or OFF OFF - -
    MIL ON Run Distance Distance driven with MIL on Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile) - - This is the distance driven since the MIL was illuminated.
    Running Time from MIL ON Running time from MIL on Min.: 0 min, Max.: 65535 min Running time after MIL turned on - -
    Time after DTC Cleared Time after DTCs cleared Min.: 0 min, Max.: 65535 min Time after DTCs cleared - This is the time elapsed since DTCs were cleared (or since the vehicle left the factory). Time elapsed after the engine switch is turned off is not counted.
    Distance from DTC Cleared Distance driven after DTCs cleared Min.: 0 km (0 mile), Max.: 65535 km (40723 mile) Distance driven after DTCs cleared - This is the distance driven since DTCs were cleared (or since the vehicle left the factory).
    Warmup Cycle Cleared DTC Warmup cycles after DTCs cleared Min.: 0, Max.: 255 - -
    • This is the number of warmup cycles after the DTCs were cleared.
    • This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory).

      *: An engine warmup is defined as the engine coolant temperature rising 20°C (36°F) or higher and reaching a temperature of 70°C (158°F) or higher after the engine is started.
    Dist Batt Cable Disconnect Distance driven after battery cable disconnected Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile) Total distance vehicle driven after battery cable disconnected - -
    IG OFF Elapsed Time Time after engine switch off Min.: 0 min, Max.: 655350 min Cumulative time after engine switch off - -
    OBD Requirements OBD requirement - OBD II (California ARB) - -
    Number of Emission DTC Emissions-related DTCs - - - This is the number of emissions-related DTCs stored.
    TC and TE1 TC and CG (TE1) terminals of DLC3 ON or OFF - - -
    Total Distance Traveled Total distance traveled Min.: 0 km (0 mile), Max.: 16777215 km (10425361 mile) - - -
  22. Misfire (Gas Misfire) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Ignition Trig. Count Ignition counter Min.: 0, Max.: 65535 0 to 800 -
    • This is the cumulative number of ignitions.
    • This counter is incremented by one for each ignition (this stops when misfire monitoring stops). This value is cleared every 200 revolutions.
    • The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by Ignition Trig. Count.
    • The misfire rate for each cylinder = Cylinder 1 to 8 Misfire Count / Ignition Trig. Count
    HINT: 
    • For 4-cylinder engines, the values range from 0 to 400.
    • For 6-cylinder engines, the values range from 0 to 600.
    • For 8-cylinder engines, the values range from 0 to 800.
    Cylinder #1 Misfire Count Misfire count of cylinder 1 Min.: 0, Max.: 255 0 -
    • This is the misfire count for each individual cylinder.
    • This counter is increased by one for each misfire and is cleared every 200 revolutions.
    • Check this item to help determine the malfunctioning cylinder.
    Cylinder #2 Misfire Count Misfire count of cylinder 2 Min.: 0, Max.: 255 0 -
    • This is the misfire count for each individual cylinder.
    • This counter is increased by one for each misfire and is cleared every 200 revolutions.
    • Check this item to help determine the malfunctioning cylinder.
    Cylinder #3 Misfire Count Misfire count of cylinder 3 Min.: 0, Max.: 255 0 -
    • This is the misfire count for each individual cylinder.
    • This counter is increased by one for each misfire and is cleared every 200 revolutions.
    • Check this item to help determine the malfunctioning cylinder.
    Cylinder #4 Misfire Count Misfire count of cylinder 4 Min.: 0, Max.: 255 0 -
    • This is the misfire count for each individual cylinder.
    • This counter is increased by one for each misfire and is cleared every 200 revolutions.
    • Check this item to help determine the malfunctioning cylinder.
    Cylinder #5 Misfire Count Misfire count of cylinder 5 Min.: 0, Max.: 255 0 -
    • This is the misfire count for each individual cylinder.
    • This counter is increased by one for each misfire and is cleared every 200 revolutions.
    • Check this item to help determine the malfunctioning cylinder.
    Cylinder #6 Misfire Count Misfire count of cylinder 6 Min.: 0, Max.: 255 0 -
    • This is the misfire count for each individual cylinder.
    • This counter is increased by one for each misfire and is cleared every 200 revolutions.
    • Check this item to help determine the malfunctioning cylinder.
    Cylinder #7 Misfire Count Misfire count of cylinder 7 Min.: 0, Max.: 255 0 -
    • This is the misfire count for each individual cylinder.
    • This counter is increased by one for each misfire and is cleared every 200 revolutions.
    • Check this item to help determine the malfunctioning cylinder.
    Cylinder #8 Misfire Count Misfire count of cylinder 8 Min.: 0, Max.: 255 0 -
    • This is the misfire count for each individual cylinder.
    • This counter is increased by one for each misfire and is cleared every 200 revolutions.
    • Check this item to help determine the malfunctioning cylinder.
    All Cylinders Misfire Count Misfire count of all cylinders Min.: 0, Max.: 255 0 to 35 -
    • This is the total misfire count of all cylinders.
    • This counter is increased by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions.
    Multi Cylinders Misfire Count Misfire count of multi cylinders Min.: 0, Max.: 65535 0 - -
    Misfire RPM Engine speed for first misfire range Min.: 0 rpm, Max.: 6375 rpm 0 rpm: 0 misfires -
    • This is the average engine speed recorded when misfiring occurs.
    • This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference.
    Misfire Load Engine load for first misfire range Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: 0 misfires -
    • This is the average engine load recorded when misfiring occurs.
    • This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference.
    HINT: To convert g/rev to gm/sec: RPM / 60 x g/rev = gm/sec.
    Misfire Margin Misfire monitoring Min.: -128%, Max.: 127% 0 to 127%: Idling -
    • This is the misfire detection margin.
    • Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100%
    • When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring.
    • A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring.
    • Example:

      When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.
    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
    		 -
    • When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder.
    • For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder.
    Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire ON or OFF - - This can be used to tell whether there was a large amount of misfires concentrated in a certain cylinder.
    Cat OT MF F/C Cylinder#1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) ON or OFF - - -
    Cat OT MF F/C Cylinder#2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) ON or OFF - - -
    Cat OT MF F/C Cylinder#3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) ON or OFF - - -
    Cat OT MF F/C Cylinder#4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) ON or OFF - - -
    Cat OT MF F/C Cylinder#5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected) ON or OFF - - -
    Cat OT MF F/C Cylinder#6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected) ON or OFF - - -
    Cat OT MF F/C Cylinder#7 Display of fuel cut operation in No. 7 cylinder (if certain level of misfire malfunction is detected) ON or OFF - - -
    Cat OT MF F/C Cylinder#8 Display of fuel cut operation in No. 8 cylinder (if certain level of misfire malfunction is detected) ON or OFF - - -
  23. Various Vehicle Conditions 5 (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Maximum Engine Speed Maximum engine speed Min.: 0 rpm, Max.: 16383.75 rpm - - -
    Vehicle Speed for Maximum Engine Speed Vehicle speed for maximum engine speed Min.: 0 km/h (0 mph), Max.: 655.35 km/h (407 mph) - - -
    Red Zone Duration Time Red zone duration time Min.: 0 ms, Max.: 4294901.76 ms - - -
    Red Zone Count Red zone count Min.: 0, Max.: 32767 - - -
    Maximum Vehicle Speed Maximum vehicle speed Min.: 0 km/h (0 mph), Max.: 655.35 km/h (407 mph) - - -
    Engine Speed (Starter Off) Engine speed when starter off Min.: 0 rpm, Max.: 51199 rpm - Idling (engine warmed up): 785 rpm This is the engine speed immediately after starting the engine.
    Starter Count Number of times starter turned on after engine switch on (IG) Min.: 0, Max.: 255 - -
    • Indicates the number of times starter turned ON in the current driving cycle. (However, starter ON due to stop and start system operation is not included in the count.)
    • Number of times starter turned ON before engine started displayed in the 1 position.
    • Number of times starter turned ON after engine started displayed in the 10 position.
    Example:If "21" is displayed on the GTS, the starter was turned ON 1 time before engine start and turned ON 2 times after engine start. (The maximum value for each counter is 9 times before engine start and 11 times after engine start)
    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 the detection duration of DTC P1604 (Startability Malfunction), 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 DTCs other than P1604 were stored, 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 - -
    • This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm.
    • This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms.
    Previous Trip Coolant Temp Engine coolant temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - -
    • Before 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature at the end of the previous trip.
    • After 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature during the current trip.
    Previous Trip Intake Temp Intake air temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - -
    • Before 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature at the end of the previous trip.
    • After 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature during the current trip.
    Engine Oil Temperature Engine oil temperature Min.: -40°C (-40°F), Max.: 215°C (419°F) 80 to 100°C (176 to 212°F): After warming up - -
    Previous Trip Eng Oil Temp Engine oil temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - - -
    Ambient Temp for A/C Ambient temperature for A/C Min.: -40°C (-40°F), Max.: 215°C (419°F) - - -
    Previous Trip Ambient Temp Ambient temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - - -
    Engine Start Hesitation History of hesitation during engine start ON or OFF - - This value changes to ON when the engine speed does not reach 500 rpm during cranking.
    Low Rev for Eng Start History of low engine speed after engine start ON or OFF - - This item changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.
    Minimum Engine Speed Minimum engine speed Min.: 0 rpm, Max.: 51199 rpm - -
    • This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed.
    • For use when engine stall, starting problems or rough idle is present.
    Fuel Cut Elps Time Time elapsed after engine runs at high speed Min.: 0 sec, Max.: 68746 sec - - The time elapsed after a fuel cut after high engine speed has occurred (the engine speed at which fuel cut occurs + 500 rpm or more).
    Status of IG Switch Engine switch condition ON or OFF ON: Engine switch ON - -
    Status of Engine Start Engine start condition ON or OFF ON: Engine running - -
    Status of WI Terminal Low Voltage Guard Determination WI low voltage guard judgment ON or OFF OFF - In order to prevent data corruption due to low voltage while writing to RAM, if the VC voltage drops to 4.5 V or less, this item is set to "ON" to prohibit writing to RAM.
    Status of +B Terminal Low Voltage Guard Determination +B low voltage guard judgment ON or OFF OFF - When the system is unstable due to low battery voltage, DTCs cannot be accurately detected.
    Therefore, when the +B voltage drops to 7.5 V or less, this item is set to "ON" to prohibit DTC detection.
    Status of STA Terminal Low Voltage Guard Determination STA low voltage guard judgment ON or OFF - - When the system is unstable due to low battery voltage according to starter operation, DTCs cannot be accurately detected.
    Therefore, when the starter operates, this item is set to "ON" to prohibit DTC detection.
    Status of IG Switch Terminal Low Voltage Guard Determination IGSW low voltage guard judgment ON or OFF - - When other ECUs do not start while the ignition switch is off or the system is unstable immediately after the ECM starts, DTCs cannot be accurately detected.
    Therefore, the ignition switch is turned off or 0.5 seconds after the ignition switch is turned to ON, this item is set to "ON" to prohibit DTC detection.
    Status of Soak Timer Start Soak timer start condition ON or OFF ON: Soak timer starting - -
    Soak Timer Start Request Start signal from soak timer IC ON or OFF ON: Soak timer starting - -
    Soak IC Current Timer Value Current soak timer value Min.: 0 sec, Max.: 614390.625 sec - - P2610 clock comparison detection compares "Soak IC Current Timer Value" and "Soak Timer Clear" to detect malfunctions.
    Soak Timer Clear Time elapsed since soak timer was cleared Min.: 0 ms, Max.: 4294901.76 ms - - When the ignition switch is turned off after the engine starts, the "Soak Timer Clear" value is cleared.
    Soak Timer Start History Soak timer start history ON, OFF or Unknown - - -
    Soak IC First Start Time Initial soak timer start time Min.: 0 min, Max.: 2550 min or Unknown - - First time soak timer started after ignition switch was turned off.
    Soak Start Count Number of times soak timer started from ignition switch ON to ignition switch off Min.: 0, Max.: 255 - - -
    Main Relay ON Time after IG OFF EFI-MAIN relay ON time after ignition switch was turned off Min.: 0 ms, Max.: 4294901.76 ms - - When the ignition switch is ON, this item displays 0 ms.
    Main Relay ON Time after IG OFF of Previous Trip EFI-MAIN relay ON time after previous time ignition switch was turned off Min.: 0 ms, Max.: 4294901.76 ms - - -
    Main Relay ON Time after Soak Start of Previous Trip EFI-MAIN relay ON time after previous clock comparison detection Min.: 0 ms, Max.: 4294901.76 ms - - -
    Electric Fan Motor Electric fan motors operation status ON or OFF - - -
    Electric Cooling Fan Drive Count when IG OFF Electric cooling fan drive count status when engine switch off Min.: 0, Max.: 255 - - -
    Brake Override System Brake override system status ON or OFF ON: Brake override system operating - -
    Idle Fuel Cut Fuel cut at idle ON or OFF ON: Fuel cut operating - Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high.
    FC TAU Fuel cut TAU (fuel cut during very light load) ON or OFF ON: Fuel cut operating - This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete.
    Immobilizer Fuel Cut Status of immobilizer fuel cut ON or OFF OFF - -
    Immobilizer Fuel Cut History Immobilizer fuel cut history ON or OFF OFF - When DTC P1604 is output and Immobilizer Fuel Cut History indicates ON, the engine could not start due to immobilizer operation.
    Fuel Remaining Volume Fuel remaining volume rate Min.: 0%, Max.: 100% 100%: Fuel tank is full - -
    Communication with ECT Status of communication with TCM Comm or No Comm - - -
    Electrical Load Signal 1 Electrical load signal ON or OFF - - -
    Cruise Main SW Cruise control main switch ON or OFF - - -
  24. Various Vehicle Conditions 6 (Vehicle Information) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Model Code Model code - - - Used for identifying the model code: USC10#
    Engine Type Engine type - - - Used for identifying the engine type: 2URGSE
    Cylinder Number Number of cylinders Min.: 0, Max.: 255 - - Used for identifying the number of cylinders: 8
    Transmission Type Transmission type - - - Used for identifying the transmission type: ECT 8th
    Transmission Type2 Transmission type - N/A - Unused
    Destination Destination - - - Used for identifying the destination: A (America)
    Model Year Model year Min.: 1900, Max.: 2155 - - Used for identifying the model year: 20##
    System Identification System identification - - - Used for identifying the engine system: Gasoline (gasoline engine)
  25. Compression (Compression) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Engine Speed of Cyl #1 Engine speed for cylinder No. 1 Min.: 0 rpm, Max.: 51199 rpm - Reference value when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #1: 207 rpm
    • This is output only when Check the Cylinder Compression is performed using the Active Test.
    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #2 Engine speed for cylinder No. 2 Min.: 0 rpm, Max.: 51199 rpm - Reference value when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #2: 206 rpm
    • This is output only when Check the Cylinder Compression is performed using the Active Test.
    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #3 Engine speed for cylinder No. 3 Min.: 0 rpm, Max.: 51199 rpm - Reference value when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #3: 207 rpm
    • This is output only when Check the Cylinder Compression is performed using the Active Test.
    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #4 Engine speed for cylinder No. 4 Min.: 0 rpm, Max.: 51199 rpm - Reference value when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #4: 207 rpm
    • This is output only when Check the Cylinder Compression is performed using the Active Test.
    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #5 Engine speed for cylinder No. 5 Min.: 0 rpm, Max.: 51199 rpm - Reference value when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #5: 207 rpm
    • This is output only when Check the Cylinder Compression is performed using the Active Test.
    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #6 Engine speed for cylinder No. 6 Min.: 0 rpm, Max.: 51199 rpm - Reference value when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #6: 207 rpm
    • This is output only when Check the Cylinder Compression is performed using the Active Test.
    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #7 Engine speed for cylinder No. 7 Min.: 0 rpm, Max.: 51199 rpm - Reference value when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #7: 207 rpm
    • This is output only when Check the Cylinder Compression is performed using the Active Test.
    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #8 Engine speed for cylinder No. 8 Min.: 0 rpm, Max.: 51199 rpm - Reference value when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #8: 207 rpm
    • This is output only when Check the Cylinder Compression is performed using the Active Test.
    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Av Engine Speed of All Cyl Average engine speed for all cylinders Min.: 0 rpm, Max.: 51199 rpm - - This is output only when Check the Cylinder Compression is performed using the Active Test.
  26. Air Fuel Ratio Cylinder Imbalance (Gas AF O2 Sensor) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    A/F Sensor Determination (worst value) #1 Worst judgment value of air fuel ratio sensor output for bank 1 Min.: -1, Max.: 0.99 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    A/F Sensor Determination (worst value) #2 Worst judgment value of air fuel ratio sensor output for bank 2 Min.: -1, Max.: 0.99 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) #1 Worst value of average engine speed fluctuation (Cylinder 1) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) #2 Worst value of average engine speed fluctuation (Cylinder 2) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) #3 Worst value of average engine speed fluctuation (Cylinder 3) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) #4 Worst value of average engine speed fluctuation (Cylinder 4) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) #5 Worst value of average engine speed fluctuation (Cylinder 5) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) #6 Worst value of average engine speed fluctuation (Cylinder 6) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) #7 Worst value of average engine speed fluctuation (Cylinder 7) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) #8 Worst value of average engine speed fluctuation (Cylinder 8) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    A/F Sensor Determination (worst value) (Port) #1 Worst judgment value of air fuel ratio sensor output for bank 1 (port injection) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    A/F Sensor Determination (worst value) (Port) #2 Worst judgment value of air fuel ratio sensor output for bank 2 (port injection) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) (Port) #1 Worst value of average engine speed fluctuation (cylinder 1, port injection) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) (Port) #2 Worst value of average engine speed fluctuation (cylinder 2, port injection) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) (Port) #3 Worst value of average engine speed fluctuation (cylinder 3, port injection) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) (Port) #4 Worst value of average engine speed fluctuation (cylinder 4, port injection) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) (Port) #5 Worst value of average engine speed fluctuation (cylinder 5, port injection) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) (Port) #6 Worst value of average engine speed fluctuation (cylinder 6, port injection) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) (Port) #7 Worst value of average engine speed fluctuation (cylinder 7, port injection) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
    Engine Speed Fluctuation Avg (worst value) (Port) #8 Worst value of average engine speed fluctuation (cylinder 8, port injection) Min.: 0, Max.: 2.55 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
  27. Automatic Transmission (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Received MIL from ECT MIL status from ECT ON or OFF ON: MIL ON - -
    Shift Position Sig from ECT Shift position signal from ECT - Actual shift position - -
    A/T Oil Temp from ECT ATF temperature from ECT Min.: -40°C (-40°F), Max.: 215°C (419°F) With engine cold: Equal to ambient temperature - -
    SPD (NO) Output shaft speed Min.: 0 rpm, Max.: 12750 rpm - - -
    SPD (NT) Input turbine speed Min.: 0 rpm, Max.: 12750 rpm - -
    • Lock-up on (after warming up the engine): Input turbine speed (NT) is equal to engine speed
    • Lock-up off (idling with shift lever in N): Input turbine speed (NT) is nearly equal to engine speed
    ECT Lock Up Lock-up ON or OFF ON: Lock-up operating - -
    SPD (SP2) Output shaft speed Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Vehicle stopped: 0 km/h (0 mph) (output shaft speed is equal to vehicle speed) - -
    Shift SW Status (P Range) Park/Neutral position switch status ON or OFF
    • ON: Shift lever in P
    • OFF: Shift lever not in P
    		 - When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect.
    HINT: 
    When failure still occurs even after adjusting these parts*.
    Kick Down Switch Status Kick down switch status ON or OFF - - -
    Pattern Switch (PWR/M) SPORT mode transition availability ON or OFF - - -
    Shift SW Status (R Range) Park/Neutral position switch status ON or OFF
    • ON: Shift lever in R
    • OFF: Shift lever not in R
    		 - When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect.
    HINT: 
    When failure still occurs even after adjusting these parts*.
    Shift SW Status (N Range) Park/Neutral position switch status ON or OFF
    • ON: Shift lever in N
    • OFF: Shift lever not in N
    		 - When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect.
    HINT: 
    When failure still occurs even after adjusting these parts*.
    Shift SW Status (N, P Range) Supported Status of park/neutral position switch (N or P) supported Unsupp or Supp - - -
    Shift SW Status (N, P Range) Park/neutral position switch status ON or OFF
    • ON: Shift lever in N or P
    • OFF: Shift lever not in N or P
    		 - -
    Sports Shift Up SW Sport shift up switch status ON or OFF
    • ON: Shift lever held in "+" (up-shift)
    • OFF: Shift lever not held in "+" (up-shift)
    		 - -
    Sports Shift Down SW Sport shift down switch status ON or OFF
    • ON: Shift lever held in "-" (down-shift)
    • OFF: Shift lever not held in "-" (down-shift)
    		 - -
    Sports Mode Selection SW Sport mode select switch status ON or OFF
    • ON: Shift lever in M
    • OFF: Shift lever not in M
    		 - -
    Shift SW Status (D Range) Park/Neutral position switch status ON or OFF
    • ON: Shift lever in D or M
    • OFF: Shift lever not in D or M
    		 - When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect.
    HINT: 
    When failure still occurs even after adjusting these parts*.
    Normal Mode Switch Combination switch status ON or OFF
    • ON: Combination switch being pushed and held
    • OFF: Combination switch not pushed
    		 - -
    ECO Switch Combination switch status ON or OFF
    • ON: Combination switch being turned and held at ECO position
    • OFF: Combination switch not turned
    		 - -
    Launch Mode Switch Launch control switch status ON or OFF
    • ON: LAUNCH control switch pushed and held
    • OFF: LAUNCH control switch not pushed
    		 - -
    Time after Shift Change Time after shift change 0 to 16712 ms - - When the contact signal (P, R, N, D, B, S) changes from off to on when the shift position is changed, the timer resets to 0 ms and starts counting again.

    *: Refer to DTC P0705.

    Refer to DTC P0705: Transmission Range Sensor Circuit Malfunction (PRNDL Input) [09/2014 - ]

  28. Various Vehicle Conditions 7 (All Data) 

    Powertrain > Engine > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Actual Engine Percent Torque Actual engine percent torque Min.: -125%, Max.: 130% 7 to 9%: Idling (A/C off, engine warmed up - -
    Engine Reference Torque (Fixed Value) Engine reference torque (fixed value) Min.: 0 Nm, Max.: 65535 Nm 667 Nm: Idling (A/C off, engine warmed up) - -
    Engine Friction Percent Torque Engine friction percent torque Min.: -125%, Max.: 130% 7 to 9%: Idling (A/C off, engine warmed up) - -
  29. 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.
    • As DTCs may be stored when an Active Test or learning is performed, make sure to clear the DTCs before returning the vehicle to the customer.
    1. Warm up the engine.
    2. Turn the engine switch off.
    3. Connect the Techstream to the DLC3.
    4. Turn the engine switch on (IG).
    5. Turn the Techstream on.
    6. Enter the following menus: Powertrain / Engine / Active Test.
    7. According to the display on the Techstream, perform the Active Test.

      Powertrain > Engine > Active Test 

      Tester Display Measurement Item Control Range Diagnostic Note
      Control the Injection Volume Control the 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.
      • See waveform *4.
      Activate the VSV for Evap Control Activate purge VSV control ON/OFF
      • The purge VSV is opened with approximately 30% duty ratio.
      • See waveform *6.
      Control the Fuel Pump / Speed Activate fuel pump (for low pressure side) ON/OFF Perform this test when the following conditions are met:
      • Engine switch is on (IG).
      • Engine is stopped.
      • Shift lever in P.
      Connect the TC and TE1 Turn on and off TC and CG (TE1) connection ON/OFF
      • ON: TC and CG (TE1) are connected.
      • OFF: TC and CG (TE1) are disconnected.
      • Perform this test when the following conditions are met:
        • Engine switch is on (IG).
        • 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:
      • Engine switch is on (IG).
      • 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:
      • Engine switch is on (IG).
      • 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:
      • Engine switch is on (IG).
      • 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.
      • See waveform *5.
      Control the VVT-iE Linear (Bank1) Control VVT-iE control motor (bank 1) 0 to 40 deg
      • Perform this test when the following conditions are met:
        • Engine switch is on (IG).
        • Engine running (warmed up).
        • 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.
      • See waveform *7.
      Control the VVT-iE Linear (Bank2) Control VVT-iE control motor (bank 2) 0 to 40 deg
      • Perform this test when the following conditions are met:
        • Engine switch is on (IG).
        • Engine running (warmed up).
        • 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 (Bank1) Control camshaft timing oil control valve assembly (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 (bank 1) is set to 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.
      • See waveform *8.
      Control the VVT Exhaust Linear (Bank2) Control camshaft timing oil control valve assembly (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 (bank 2) is set to 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 Injection Timing #1 Control injection timing (for NO. 1 cylinder) Between -16 deg(CA) and 15.87 deg(CA) Test possible during vehicle stopping and engine speed is 3000 rpm or less.
      Control the Injection Timing #2 Control injection timing (for NO. 2 cylinder) Between -16 deg(CA) and 15.87 deg(CA) Test possible during vehicle stopping and engine speed is 3000 rpm or less.
      Control the Injection Timing #3 Control injection timing (for NO. 3 cylinder) Between -16 deg(CA) and 15.87 deg(CA) Test possible during vehicle stopping and engine speed is 3000 rpm or less.
      Control the Injection Timing #4 Control injection timing (for NO. 4 cylinder) Between -16 deg(CA) and 15.87 deg(CA) Test possible during vehicle stopping and engine speed is 3000 rpm or less.
      Control the Injection Timing #5 Control injection timing (for NO. 5 cylinder) Between -16 deg(CA) and 15.87 deg(CA) Test possible during vehicle stopping and engine speed is 3000 rpm or less.
      Control the Injection Timing #6 Control injection timing (for NO. 6 cylinder) Between -16 deg(CA) and 15.87 deg(CA) Test possible during vehicle stopping and engine speed is 3000 rpm or less.
      Control the Injection Timing #7 Control injection timing (for NO. 7 cylinder) Between -16 deg(CA) and 15.87 deg(CA) Test possible during vehicle stopping and engine speed is 3000 rpm or less.
      Control the Injection Timing #8 Control injection timing (for NO. 8 cylinder) Between -16 deg(CA) and 15.87 deg(CA) Test possible during vehicle stopping and engine speed is 3000 rpm or less.
      Activate the Vacuum Pump Activate leak detection pump (built into canister pump module) ON/OFF *1
      Activate the VSV for Vent Valve Activate vent valve (built into canister pump module) ON/OFF *1
      Activate the VSV for AICS Activate vacuum switching valve (for intake air control valve) ON/OFF Perform this test when the following conditions are met:
      • Engine switch is on (IG).
      • Engine is stopped.
      • Shift lever in P.
      Control the Target Fuel Pressure Control the target fuel pressure (for high pressure side) -12.5 to 24.8% Test possible during vehicle stopping and engine idling.
      Control the Voltage of Alternator Request output voltage of generator regulator during forced activation 12.5 to 14.8 V Test is possible after engine start
      Perform this test when the following conditions are met:
      • Engine switch is on (IG).
      • Engine is running.
      • Shift lever in P.
      Control the Injection Way Perform 3 pattern in order to operate fuel injection Either/Port/Direct
      • Vehicle stopped and engine idling
      • When the Data List item Injection Switching Status is "OK"
      D-4S (A/F Control) Perform 3 pattern in order to operate air fuel ratio control
      • Either/Port/Direct
      • Lower by 12.5% or increase by 25%
      • Vehicle stopped and engine idling
      • When the Data List item Injection Switching Status is "OK"
      D-4S (Fuel Cut) Perform 3 pattern in order to operate fuel cut
      • Either/Port/Direct
      • Selected cylinder (cylinder #1 to #8)
      • Vehicle stopped and engine idling
      • When the Data List item Injection Switching Status is "OK"
      D-4S (Injection Volume) Perform 3 pattern in order to operate injection volume
      • Either/Port/Direct
      • -12.5 to 24.8%
      • Vehicle stopped and engine idling
      • When the Data List item Injection Switching Status is "OK"
      Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #8) injector fuel cut
      • #1/#2/#3/#4/#5/#6/#7/#8
      • ON/OFF
      		 Perform this test when the following conditions are met:
      • Vehicle is stopped.
      • Engine is idling.
      • Shift lever in P.

      *2
      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.
      Check the Cylinder Compression Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop in all cylinders.
      *3

      *1: Refer to EVAP System.

      Refer to EVAP System [03/2019 - 09/2020]

      NOTE:

      *2: 

      • 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.
        1. Stop the engine, turn the engine switch on (IG).
        2. Enter the Control the Select Cylinder Fuel Cut.
        3. Select the cylinder for fuel cut (cylinder #1 to #8) and turn the Active Test ON.
        4. Start the engine.

      HINT: 

      *3:

      In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is lower than the other cylinders.

      1. Warm up the engine.
      2. Turn the engine switch off.
      3. Connect the Techstream to the DLC3.
      4. Turn the engine switch on (IG).
      5. Turn the Techstream on.
      6. 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.

      7. Push the snapshot button to turn the snapshot function on.

        HINT: 

        Using the snapshot function, data can be recorded during the Active Test.

      8. 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.

      9. Crank the engine for about 10 seconds.

        HINT: 

        Continue to crank the engine until the values change from the default value (51199 rpm).

      10. Monitor the engine speed (Engine Speed of Cyl #1 to #8) displayed on the Techstream.
        GTY282454Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

        HINT: 

        At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed.

        NOTE:
        • Do not crank the engine continuously for 20 seconds or more.
        • If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine.
        • Use a fully-charged battery.
      11. 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.
        • When performing the Active Test, DTC P1604 (startability malfunction) may be stored.
        • After performing the Active Test, make sure to check and clear DTCs.
      12. Push the snapshot button to turn the snapshot function off.
      13. 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.

      14. 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.

    Reference Waveforms for Active Test 

    • *4: Control the Injection Volume for A/F Sensor (Idling after warming up)
      GTY447580Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

      HINT: 

      During the Active Test, air fuel ratio feedback control and feedback learning are stopped.

      Techstream Display Measurement Item Normal Condition
      Control the Injection Volume for A/F Sensor - ←A ←B
      Active Test operation -12.5% 12.5%
      AFS Voltage B1S1 3.786 V 3.083 V
      O2S B1S2 0.015 V 0.875 V

      HINT: 

      • Usually, the value of AFS Voltage drops below 3.1 V when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.
      • Usually, the value of AFS Voltage changes to 3.4 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.
      • Usually, the value of O2S changes to 0.55 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.
      • Usually, the value of O2S drops below 0.4 V when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.
      • The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.
      • If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning.
    • *5: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Engine switch on (IG))
      GTY508679Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

      HINT: 

      • Usually, Throttle Position Command (Target Value) and Throttle Position No. 1 (Actual Value) are almost the same.
      • If any DTCs related to the Electronic Throttle Control System (ETCS) are stored, this Active Test does not function.
      Techstream Display Measurement Item Normal Condition
      Control the ETCS Open/Close Fast Speed - ←A ←B
      Active Test operation Open Close
      Throttle Position Command 2.597 V 0.742 V
      Throttle Position No. 1 2.597 V 0.742 V
      Throttle Motor Duty (Open) 14.0% 0.0%
      Throttle Motor Duty (Close) 0.0% 10.0%
    • *6: Activate the VSV for Evap Control (Idling after warming up, direct injection control)
      GTY442292Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
      Techstream Display Measurement Item Normal Condition
      Activate the VSV for Evap Control - ←A ←B
      Active Test operation ON OFF
      EVAP (Purge) VSV 29.8% 0.0%
      Injection Time (D4) 1098 μs 1133 μs
      AFS Voltage B1S1 3.293 V 3.298 V

      HINT: 

      • Even when the Active Test is performed (the purge VSV is opened approximately 30%), the ECM performs air fuel ratio feedback to maintain the air fuel ratio at the stoichiometric ratio. Therefore, by observing the change in the Data List item "Injection Time (D4)", it is possible to determine whether the purge VSV is actually open.
      • The graphs and values above are for reference only because the fuel injection volume (compensation volume) varies depending on the HC density of the purge air from the canister.
    • *7: Control the VVT-iE Linear (Bank 1)
      GTY500664Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
      Techstream Display Measurement Item Normal Condition
      Control the VVT-iE Linear (Bank 1) - ←A ←B
      Active Test operation* 40 deg 0 deg
      VVT Target Angle #1 40 DegFR 0.0 DegFR
      VVT Change Angle #1 39.2 DegFR 0.3 DegFR
    • *8: Control the VVT Exhaust Linear (Bank 1)
      GTY459804Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
      Techstream Display Measurement Item Normal Condition
      Control the VVT Exhaust Linear (Bank 1) - ←A ←B
      Active Test operation* 15% -15%
      VVT Ex Chg Angle #1 35.7 DegFR 0.0 DegFR
      VVT Ex OCV Duty #1 54.5% 24.5%
      VVT Ex Hold Lrn Val #1 39.5% 39.5%

      HINT: 

      • *: Change the control value for Control the VVT Exhaust Linear to 15% or -15%.
      • The Control the VVT Exhaust Linear Active Test considers the value of VVT Ex Hold Lrn Val to be 0 and raises or lowers the duty ratio with respect to VVT Ex Hold Lrn Val.
      • The sum of the control value for the Control the VVT Exhaust Linear Active Test and the value of VVT Ex Hold Lrn Val is approximately equal to the value of VVT Ex OCV Duty.
      • When the control value for the Control the VVT Exhaust Linear Active Test is changed a few times, there should not be a large discrepancy between VVT Ex OCV Duty when the system starts advancing or retarding the timing and the rate of change of VVT Ex Chg Angle.
  30. 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 stored, and can detect potential malfunctions in the system. The System Check can be performed with the Techstream.

    1. Connect the Techstream to the DLC3.
    2. Turn the engine switch on (IG).
    3. Turn the Techstream on.
    4. Enter the following menus: Powertrain / Engine / Utility / Evaporative System Check.
    5. Perform the System Check by referring to the table below.
      Techstream Display Test Part Condition Diagnostic Note
      Evaporative System Check
      (Automatic Mode)      		 Perform 6 steps in order to operate EVAP key-off monitor automatically Fuel temperature is 35°C (95°F) or less, etc.
      • If no pending DTCs are output after performing this test, the system is functioning normally.
      • Refer to EVAP System Inspection Procedure.

        Refer to EVAP System [03/2019 - 09/2020]
      Evaporative System Check
      (Manual Mode)      		 Perform 6 steps in order to operate EVAP key-off monitor manually Fuel temperature is 35°C (95°F) or less, etc.
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