Toyota Avalon (XX50) 2019-2022 Service & Repair Manual: Data List / Active Test

Total Distance Traveled

Total distance traveled

Min.: 0, Max.: 1677215

-

-

Total Distance Traveled - Unit

Total Distance Traveled unit

km or mile

-

-

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.
  • There is a delay in when the vehicle speed data 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

600 to 700 rpm: Idling (shift lever in N, engine warmed up and A/C off)

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%

-

• This is the engine load calculated based on the estimated intake manifold 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%

Actual vehicle load

• This is the engine intake air charging efficiency.
• Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow x 100

  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 value of Mass Air Flow Sensor)

Mass Air Flow Sensor

Airflow rate from mass air flow meter sub-assembly

Min.: 0 gm/sec, Max.: 655.35 gm/sec

• 2.6 to 3.7 gm/sec: Idling (engine warmed up)
• 5.4 to 9.6 gm/sec: 2000 rpm (without load)
• 10.6 to 15.8 gm/sec: 3000 rpm (without load)

This is the intake air amount measured by the mass air flow meter sub-assembly.

Atmospheric Pressure

Atmospheric pressure

Min.: 0 kPa (0 psi), Max.: 255 kPa (36.98 psi)

Equivalent to atmospheric pressure

• This value is calculated based on the atmospheric pressure sensor.
• Standard atmospheric pressure: 101 kPa(abs) [14.65 psi(abs)]
• For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (0.15 psi). This varies depending on the weather.

Coolant Temperature

Engine 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 will be 75 to 100°C (167 to 212°F).
• After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature will be 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 if the value indicated is higher than 135°C (275°F).

Intake Air Temperature

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

This is the engine intake air temperature.

HINT:

• After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature will be 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)

Equivalent to ambient temperature

This is the ambient temperature.

HINT:

After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature will be approximately equal.

Engine Run Time

Engine run time

Min.: 0 sec, Max.: 65535 sec

Time after engine start

This is the time elapsed since the engine was started.

IG-ON Coolant Temperature

Engine coolant temperature when the engine switch is turned on (IG)

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 Engine Coolant Temperature

Engine coolant temperature when the engine is started

Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)

-

This is the engine coolant temperature stored when the engine is started.

IG-ON Intake Air Temperature

Intake air temperature when the engine switch is turned on (IG)

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).

Initial Engine Intake Air Temperature

Intake air temperature when the engine is started

Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)

-

This is the intake air temperature stored when the engine is started.

Battery Voltage

Battery voltage

Min.: 0 V, Max.: 65.5 V

11 to 14 V: Engine switch on (IG)

If 11 V or less, characteristics of some electrical components may change.

BATT Voltage

Battery voltage

Min.: 0 V, Max.: 79.998 V

11 to 14 V: Engine switch on (IG)

If 11 V or less, characteristics of some electrical components may change.

Accelerator Position

Accelerator pedal position

Min.: 0%, Max.: 399.9%

Actual accelerator pedal position

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%.

Accelerator Position Sensor No.1 Voltage %

Absolute No. 1 accelerator pedal position

Min.: 0%, Max.: 100%

• 10 to 22%: Accelerator pedal fully released
• 52 to 90%: 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.

Accelerator Position Sensor No.2 Voltage %

Absolute No. 2 accelerator pedal position

Min.: 0%, Max.: 100%

• 24 to 40%: Accelerator pedal fully released
• 68 to 95%: Accelerator pedal fully depressed

The No. 2 accelerator pedal position sensor output is converted using 5 V = 100%.

Accelerator Position Sensor No.1 Voltage

No. 1 accelerator pedal position sensor 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

This is the voltage output from the No. 1 accelerator pedal position sensor.

Accelerator Position Sensor No.2 Voltage

No. 2 accelerator pedal position sensor 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

• This is the voltage output from the No. 2 accelerator pedal position sensor.
• The No. 2 accelerator pedal position sensor is used to monitor the No. 1 accelerator pedal position sensor. When there is a malfunction in the No. 1 accelerator pedal position sensor, the ECM uses the No. 2 accelerator pedal position sensor to control the engine.

Accelerator Idle Position

Whether or not accelerator pedal position sensor detecting released accelerator pedal

ON or OFF

ON: Accelerator pedal fully released

This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.

Accelerator Position Sensor No.1 Fully Closed Learn Value

Accelerator fully released learned value (No. 1)

Min.: 0 deg, Max.: 124.5 deg

-

This is the value of No. 1 accelerator pedal position sensor learned when the accelerator pedal is released.

Accelerator Position Sensor No.2 Fully Closed Learn Value

Accelerator fully released learned value (No. 2)

Min.: 0 deg, Max.: 124.5 deg

-

This is the value of No. 2 accelerator pedal position sensor learned when the accelerator pedal is released.

Engine Starting Torque Control Count

Engine starting torque control count

Min.: 0, Max.: 255

-

-

Throttle Position Sensor No.1 Voltage %

Absolute No. 1 throttle position sensor

Min.: 0%, Max.: 100%

• 10 to 22%: Accelerator pedal fully released
• 64 to 96%: Accelerator pedal fully depressed (engine running)

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 Position Sensor No.2 Voltage %

Absolute No. 2 throttle position sensor

Min.: 0%, Max.: 100%

• 42 to 62%: Accelerator pedal fully released
• 92 to 100%: Accelerator pedal fully depressed (engine running)

The No. 2 throttle position sensor output is converted using 5 V = 100%.

System Guard

System guard

ON or OFF

ON

• When there is a difference between the target and actual throttle valve opening angles, this item changes to OFF and the electronic throttle control system operation is disabled.
• OFF: Electronic throttle control is stopped.

Open Side Malfunction

Open malfunction

ON or OFF

OFF

This item indicates a malfunction in the electronic throttle when the throttle valve is open.

Throttle Request Position

Required throttle position

Min.: 0 V, Max.: 4.98 V

0.6 to 1.1 V: Idling (A/C off and shift lever in N)

The value of this item is calculated by the ECM and shows the voltage for the target throttle valve position.

Throttle Sensor Position

Throttle sensor position

Min.: 0%, Max.: 100%

• 0%: Accelerator pedal fully released
• 50 to 80%: Accelerator pedal fully depressed (engine running)

• This is the throttle valve opening amount used for engine control.
• The value of this item has no meaning when the engine switch on (IG) and the engine is not running.
• The throttle valve opening amount during idle is indicated by 0%.

Throttle Position Sensor No.1 Voltage

No. 1 throttle position sensor output voltage

Min.: 0 V, Max.: 4.98 V

• 0.6 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

This is the No. 1 throttle position sensor output voltage.

Throttle Position Sensor No.2 Voltage

No. 2 throttle position sensor 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

This is the No. 2 throttle position sensor output voltage.

Throttle Position Command

Throttle position command value

Min.: 0 V, Max.: 4.98 V

0.6 to 1.1 V: Idling (A/C off and shift lever in N)

The value displayed for this item is the same as Throttle Request Position.

Throttle Position Sensor Open Position No.1

No. 1 throttle position sensor

Min.: 0 V, Max.: 4.98 V

0.6 to 1.4 V

This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. If the accelerator pedal is released, the throttle valve is kept open by the throttle valve opener when the engine switch on (IG).

Throttle Position Sensor Open Position No.2

No. 2 throttle position sensor

Min.: 0 V, Max.: 4.98 V

1.7 to 2.5 V

This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. If the accelerator pedal is released, the throttle valve is kept open by the throttle valve opener when the engine switch on (IG).

Throttle Motor Current

Throttle actuator current

Min.: 0 A, Max.: 19.9 A

0 to 3.0 A: Idling (A/C off and shift lever in N)

When the value of this item is large but the actual opening angle (Throttle Position Sensor No.1 Voltage) does not reach the target opening angle (Throttle Request Position), there is an "unable to open" malfunction.

Throttle Motor Duty Ratio

Throttle actuator

Min.: 0%, Max.: 100%

0 to 22%: Idling (A/C off and shift lever in N)

This is the output duty ratio of the throttle actuator drive circuit.

Throttle Motor Duty Ratio (Open)

Throttle actuator duty ratio (open)

Min.: 0%, Max.: 255%

0 to 40%: Idling (A/C off and shift lever in N)

This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal.

Throttle Motor Duty Ratio (Close)

Throttle actuator duty ratio (close)

Min.: 0%, Max.: 255%

0 to 40%: Idling (A/C off and shift lever in N)

This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal.

HINT:

During idle, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, if carbon deposits have built 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 the "Throttle Motor Duty Ratio (Open)" signal.

Throttle Position Sensor Fully Closed Learn Value

Throttle valve fully closed position (learned value)

Min.: 0 V, Max.: 4.98 V

0.4 to 1.0 V: Engine switch on (IG), accelerator pedal fully released

• 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 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 P065714 (open circuit) and P06579E (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 or throttle actuator operating

-

Throttle Air Flow Learn Value (Area 1)

Throttle air flow learning value of area 1

Min.: 0, Max.: 1.99

-

-

Throttle Air Flow Learn Value (Area 2)

Throttle air flow learning value of area 2

Min.: 0, Max.: 1.99

-

-

Throttle Air Flow Learn Value (Area 3)

Throttle air flow learning value of area 3

Min.: 0, Max.: 1.99

-

-

Throttle Air Flow Learn Value (Calculated Value)

Throttle air flow learning value (calculated value)

Min.: 0, Max.: 1.99

-

-

Throttle Air Flow Learn Value (Atmosphere Pressure Offset Value)

Throttle air flow learning value (atmosphere pressure offset value)

Min.: 0, Max.: 2.55

-

-

Low Revolution Control

Low engine speed control operation state

ON or OFF

OFF

• This item indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This item changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (if the A/C switch is on, the engine speed thresholds below are increased 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 have elapsed since the engine was started, this item indicates the status of the previous trip.

    After 5 seconds have elapsed since the engine was started, this item indicates the status of the current trip.

    HINT:

    The engine is considered to be started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after the engine is started, this item 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

ON: Shift lever in P or N

-

Engine Stall Control F/B Flow

ISC torque lower limit value to prevent engine stall

Min.: -1024 Nm, Max.: 1023.96 Nm

-

• 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 the engine from stalling.
• For use when the engine stalls, or starting problems or rough idle is present.

ISC F/B Learn Torque

ISC feedback learning torque

Min.: -1024 Nm, Max.: 1023.96 Nm

-

This item represents compensation value necessary to make the engine run at the target idle speed. This value expresses the difference between the actual torque and estimated torque. For example, when this value is positive, maintaining the idle speed requires more torque than the estimated torque.

HINT:

• When the absolute value of ISC F/B Torque exceeds a certain value, it is gradually taken into account in the calculation of ISC F/B Learn Torque.
• When the engine is operating stably near the target idle speed, the following relational expression can be derived.

  ISC torque (ISC total torque) = "ISC F/B Learn Torque" + "ISC F/B Torque" + "Sum of ISC F/B Torque (Recent)" + "ISC Total AUXS Torque"

ISC Total AUXS Torque

ISC total AUXS torque

Min.: -1024 Nm, Max.: 1023.96 Nm

13 to 75 Nm: Idling (engine warmed up, A/C off and shift lever in N)

This item represents the total of each estimated load torque when the engine is idling. (The total load torque of engine friction, alternator, air conditioner, A/T, etc.)

ISC F/B Torque

ISC feedback torque

Min.: -1024 Nm, Max.: 1023.96 Nm

-10 to 10 Nm: Idling (engine warmed up, A/C off and shift lever in N)

This item expresses the feedback compensation value (torque) necessary to make the engine run at the target idle speed.

HINT:

When the engine does not run at the target idle speed, ISC F/B Torque will increase or decrease.

Sum of ISC F/B Torque (Recent)

ISC feedback torque (recent)

Min.: -1024 Nm, Max.: 1023.96 Nm

-5 to 5 Nm: Idling (engine warmed up, A/C off and shift lever in N)

This item expresses the feedback compensation value (torque) necessary to make the engine quickly match the target idle speed.

HINT:

When the engine does not run at the target idle speed, Sum of ISC F/B Torque (Recent) first increases or decreases, and subsequently, that decrease or increase is conveyed to the ISC F/B Torque (which controls the amount of intake air).

ISC AUXS Torque (Alternator)

ISC AUXS torque (alternator)

Min.: -1024 Nm, Max.: 1023.96 Nm

0 to 17 Nm: Idling (engine warmed up, A/C off and shift lever in N)

This item expresses the ISC compensation amount (estimated torque) according to the alternator load.

ISC AUXS Torque (Air Conditioner)

ISC AUXS torque (air conditioner)

Min.: -1024 Nm, Max.: 1023.96 Nm

0 to 35 Nm: Idling (engine warmed up, A/C on and shift lever in N)

This item expresses the ISC compensation torque (estimated torque) according to the air conditioner compressor load.

Throttle Air Flow F/B Value

Throttle air flow feedback value

Min.: -4096000 L/s, Max.: 4095875 L/s

-

This item expresses the throttle air flow feedback value.

Throttle Position

Throttle position

Min.: 0 deg, Max.: 499.99 deg

-

-

Target Fuel Pressure (High)

Target fuel pressure (for high pressure side)

Min.: 0 kPag, Max.: 655350 kPag

2400 to 20000 kPag

This item indicates the target fuel pressure for the fuel pump assembly (for high pressure side).

Target Fuel Pressure (High) Supported

Status of Target Fuel Pressure (High) supported

Unsupp or Supp

Supp

-

Target Fuel Pressure (Low)

Target fuel pressure (for low pressure side)

Min.: 0 kPag, Max.: 655350 kPag

300 to 530 kPag

This item indicates the target fuel pressure for the fuel pump (for low pressure side).

Target Fuel Pressure (Low) Supported

Status of Target Fuel Pressure (Low) supported

Unsupp or Supp

Supp

-

Fuel Pressure (High)

Fuel pressure (for high pressure side)

Min.: 0 kPag, Max.: 655350 kPag

2400 to 20000 kPag: 3000 rpm (shift lever in N, engine warmed up and A/C off)

This item indicates the fuel pressure (for high pressure side).

Fuel Pressure (High) Supported

Status of Fuel Pressure (High) supported

Unsupp or Supp

Supp

-

Fuel Pressure (Low)

Fuel pressure (for low pressure side)

Min.: 0 kPag, Max.: 655350 kPag

300 to 530 kPag

This item indicates the fuel pressure (for low pressure side).

Fuel Pressure (Low) Supported

Status of Fuel Pressure (Low) supported

Unsupp or Supp

Supp

-

VSV for Vent Valve

Key-off EVAP system vent valve status

ON or OFF

-

Active Test item [Activate the VSV for Vent Valve] support data.

Vacuum Pump

Key-off EVAP system leak detection pump status

ON or OFF

-

Active Test item [Activate the Vacuum Pump] support data.

Fuel Pump Control Duty Ratio

Fuel pump duty ratio (for low pressure side)

Min.: 0%, Max.: 399.9%

-

This item indicates the duty ratio of the fuel pump (for low pressure side).

Injector Cylinder #1 (Port)

Injection period of the No. 1 cylinder (port injection)

Min.: 0 μs, Max.: 65535 μs

1800 to 47000 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 Mode".

Injection Volume Cylinder #1

Injection volume (cylinder 1)

Min.: 0 ml, Max.: 2 ml

0 to 1.5 ml

This is the fuel injection volume for 10 injections.

Target Fuel Pressure Offset

Target fuel pressure offset

Min.: -25%, Max.: 24.8%

-

Active Test item [Control the Target Fuel Pressure Offset] support data.

Injection Volume

Injection volume

Min.: -25%, Max.: 24.8%

-

Active Test item [Control the Injection Volume] or [Control the Injection Volume for A/F Sensor] support data.

Engine Fuel Rate

Engine fuel rate

Min.: 0 gm/sec, Max.: 1310.70 gm/sec

-

-

Low Fuel Pressure Sensor

Fuel pressure sensor (for low pressure side) output

Min.: -3276.8 kPag, Max.: 3276.7 kPag

300 to 530 kPag

-

High Fuel Pressure Sensor

Fuel pressure sensor (for high pressure side) output

Min.: -64 MPa, Max.: 63.998 MPa

2 to 25 MPa

This item indicates the fuel pressure (for high pressure side) from the fuel pressure sensor.

High Pressure Fuel Pump Duty Ratio (D4)

Fuel pump duty ratio (for high pressure side)

Min.: 0%, Max.: 127.5%

0 to 50%: Idling (A/C off)

This item indicates the duty ratio of the electromagnetic spill valve.

High Pressure Fuel Pump Discharge Rate

Fuel volume required by the high pressure fuel pump

Min.: 0 ml, Max.: 2 ml

-

This item indicates the fuel pump assembly (for high pressure side) discharge amount.

Injection Mode

Injection mode

Port / Direct / Either

-

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 Mode Active Test is prohibited.

Injection Timing Cylinder #1 (D4)

Injection timing (for direct injection)

Min.: -3276.8 deg(CA), Max.:3276.7 deg(CA)

240 to 360 deg(CA): Idling with warm engine, direct injection control

This item indicates the injection timing of the No. 1 fuel injector assembly (for direct injection).

Injection Time Cylinder #1 (D4)

Injection time (for direct injection)

Min.: 0 μs, Max.: 65535 μs

700 to 2300 μs: Idling with warm engine, direct injection control

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 Mode".

Current Fuel Type

Current fuel type

-

Gasoline/petrol

-

EVAP (Purge) VSV

Purge VSV control duty

Min.: 0%, Max.: 100%

-

• 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 will be 0%.

EVAP Purge Flow

Purge flow

Min.: 0%, Max.: 399.9%

-

This is the percentage of total engine airflow contributed by EVAP purge operation.

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

EVAP Purge Density Learn Value

Purge density learned value

Min.: -200, Max.: 199.993

-

• This 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 the value of this item 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 psi), Max.: 1441.77 kPa (209.07 psi)

Approximately 100 kPa(abs) [14.5 psi(abs)]: Engine switch on (IG)

This is the EVAP system pressure monitored by the canister pressure sensor.

HINT:

• Except for 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 (-104.53 psi), Max.: 720.874 kPa (104.53 psi)

Approximately 100 kPa(abs) [14.5 psi(abs)]: Engine switch on (IG)

-

EVAP Purge VSV

VSV status for EVAP control

ON or OFF

-

This item is ON when EVAP (Purge) VSV is approximately 30% or higher, and is OFF when the VSV duty ratio is less than 30%.

Purge Cut VSV Duty

Purge VSV duty

Min.: 0%, Max.: 399.9%

-

-

Target Air-Fuel Ratio

Target air fuel ratio

Min.: 0, Max.: 2

0.8 to 1.2: During idling (engine warmed up)

• This is the target air fuel ratio used by the ECM.
• 1.0 is the stoichiometric air fuel ratio. Values that are more than 1.0 indicate the system attempting to make the air fuel ratio leaner. Values that are less than 1.0 indicate the system attempting to make the air fuel ratio richer.
• Target Air-Fuel Ratio and A/F (O2) Lambda Sensor B1S1, B2S1 are related.

A/F (O2) Lambda Sensor 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

This is the actual air fuel ratio calculated based on the air fuel ratio sensor output.

A/F (O2) Lambda Sensor 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

This is the actual air fuel ratio calculated based on the air fuel ratio sensor output.

A/F (O2) Sensor Voltage B1S1

Air fuel ratio sensor output voltage for bank 1 sensor 1

Min.: 0 V, Max.: 7.99 V

2.6 to 3.8 V: idling (engine warmed up)

• 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 A/F (O2) Sensor 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.

A/F (O2) Sensor Voltage B2S1

Air fuel ratio sensor output voltage for bank 2 sensor 1

Min.: 0 V, Max.: 7.99 V

2.6 to 3.8 V: idling (engine warmed up)

• 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 A/F (O2) Sensor 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.

A/F (O2) Sensor Current B1S1

Air fuel ratio sensor output current for bank 1 sensor 1

Min.: -128 mA, Max.: 127.99 mA

-0.5 to 0.5 mA: idling (engine warmed up)

• 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 0.47 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 (O2) Sensor 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 (engine warmed up)

• 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 0.47 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 (O2) Sensor Heater Duty Ratio B1S1

Air fuel ratio sensor heater duty ratio for bank 1 sensor 1

Min.: 0%, Max.: 399.9%

0 to 100%

When the value is any value except 0%, current is being supplied to the heater.

A/F (O2) Sensor Heater Duty Ratio B2S1

Air fuel ratio sensor heater duty ratio for bank 2 sensor 1

Min.: 0%, Max.: 399.9%

0 to 100%

When the value is any value except 0%, current is being supplied to the heater.

O2 Sensor Voltage B1S2

Heated oxygen sensor output voltage for bank 1 sensor 2

Min.: 0 V, Max.: 1.275 V

0 to 1.0 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 between 0 and 1 V.
• Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" Active Test enables the technician to check voltage output of the sensor.

O2 Sensor Voltage B2S2

Heated oxygen sensor output voltage for bank 2 sensor 2

Min.: 0 V, Max.: 1.275 V

0 to 1.0 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 between 0 and 1 V.
• Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" Active Test enables the technician to check voltage output of the sensor.

O2 Sensor Impedance B1S2

Heated oxygen sensor impedance for bank 1 sensor2

Min.: 0 ohm, Max.: 21247.67 ohm

5 to 15000 ohm

-

O2 Sensor Impedance B2S2

Heated oxygen sensor impedance for bank 2 sensor 2

Min.: 0 ohm, Max.: 21247.67 ohm

5 to 15000 ohm

-

O2 Sensor Heater B1S2

Heated oxygen sensor heater for bank 1 sensor 2

Active or Not Act

-

-

O2 Sensor Heater B2S2

Heated oxygen sensor heater for bank 2 sensor 2

Active or Not Act

-

-

O2 Sensor Heater Current Value B1S2

Heated oxygen sensor current for bank 1 sensor 2

Min.: 0 A, Max.: 4.999 A

-

When the value of this item is more than 0 A, current is being supplied to the heater.

O2 Sensor Heater Current Value B2S2

Heated oxygen sensor current for bank 2 sensor 2

Min.: 0 A, Max.: 4.999 A

-

When the value of this item is more than 0 A, current is being supplied to the heater.

Short FT B1S1

Short-term fuel trim for bank 1

Min.: -100%, Max.: 99.21%

-15 to 15%

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 (sensor 1) for feedback.

Short FT B2S1

Short-term fuel trim for bank 2

Min.: -100%, Max.: 99.21%

-15 to 15%

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 (sensor 1) for feedback.

Short FT B1S2

Short-term fuel trim for bank 1

Min.: -100%, Max.: 99.21%

-

-

Short FT B2S2

Short-term fuel trim for bank 2

Min.: -100%, Max.: 99.21%

-

-

Long FT B1S1

Long-term fuel trim for bank 1

Min.: -100%, Max.: 99.21%

-15 to 15%

• 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 item 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: The air fuel ratio may be lean.
  • -15 to 15%: The air fuel ratio can be determined to be normal.
  • -15% or less: The air fuel ratio may be rich.
  • 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 Bank 1], [A/F Learn Value Low Bank 1], [A/F Learn Value Mid No.1 Bank 1], [A/F Learn Value Mid No.2 Bank 1], [A/F Learn Value High Bank 1], [A/F Learn Value Low (Dual) Bank 1], [A/F Learn Value Mid (Dual) No.1 Bank 1], [A/F Learn Value Mid (Dual) No.2 Bank 1] and [A/F Learn Value High (Dual) Bank 1] 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 B2S1

Long-term fuel trim for bank 2

Min.: -100%, Max.: 99.21%

-15 to 15%

• 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 item 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: The air fuel ratio may be lean.
  • -15 to 15%: The air fuel ratio can be determined to be normal.
  • -15% or less: The air fuel ratio may be rich.
  • 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 Bank 2], [A/F Learn Value Low Bank 2], [A/F Learn Value Mid No.1 Bank 2], [A/F Learn Value Mid No.2 Bank 2], [A/F Learn Value High Bank 2], [A/F Learn Value Low (Dual) Bank 2], [A/F Learn Value Mid (Dual) No.1 Bank 2], [A/F Learn Value Mid (Dual) No.2 Bank 2] and [A/F Learn Value High (Dual) Bank 2] 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 B1S2

Long-term fuel trim for bank 1

Min.: -100%, Max.: 99.21%

-

-

Long FT B2S2

Long-term fuel trim for bank 2

Min.: -100%, Max.: 99.21%

-

-

Total FT Bank 1

Total fuel trim for bank 1

Min.: -0.5, Max.: 0.496

-0.28 to 0.2: Idling

Total FT Bank 1 = Short FT B1S1 + Long FT B1S1

Total FT Bank 2

Total fuel trim for bank 2

Min.: -0.5, Max.: 0.496

-0.28 to 0.2: Idling

Total FT Bank 2 = Short FT B2S1 + Long FT B2S1

Fuel System Status Bank 1

Fuel system status (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): Feedback for fuel control.
• OLDrive: Open loop due to driving conditions (fuel enrichment).
• OLFault: Open loop due to a detected system fault.
• CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning.

HINT:

CL (Closed Loop): During air fuel ratio feedback control, A/F (O2) Lambda Sensor B1S1 is approximately 1.0 and A/F (O2) Sensor Voltage B1S1 is approximately 3.3 V.

Fuel System Status Bank 2

Fuel system status (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): Feedback for fuel control.
• OLDrive: Open loop due to driving conditions (fuel enrichment).
• OLFault: Open loop due to a detected system fault.
• CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning.

HINT:

CL (Closed Loop): During air fuel ratio feedback control, A/F (O2) Lambda Sensor B2S1 is approximately 1.0 and A/F (O2) Sensor Voltage B2S1 is approximately 3.3 V.

A/F Learn Value Idle (Port) Bank 1

Air fuel ratio learn value of idle area (port) 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 Idle (Port) Bank 2

Air fuel ratio learn value of idle area (port) 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 (Port) Bank 1

Air fuel ratio learn value of low load area (port) 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 Low (Port) Bank 2

Air fuel ratio learn value of low load area (port) 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 Mid No.1 (Port) Bank 1

Air fuel ratio learn value of middle1 load area (port) 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 Mid No.1 (Port) Bank 2

Air fuel ratio learn value of middle1 load area (port) 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 Mid No.2 (Port) Bank 1

Air fuel ratio learn value of middle2 load area (port) 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 Mid No.2 (Port) Bank 2

Air fuel ratio learn value of middle2 load area (port) 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 High (Port) Bank 1

Air fuel ratio learn value of high load area (port) 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 Value High (Port) Bank 2

Air fuel ratio learn value of high load area (port) 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 Value Idle Bank 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 Idle Bank 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 Bank 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 Low Bank 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 Mid No.1 Bank 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 Mid No.1 Bank 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 Mid No.2 Bank 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 Mid No.2 Bank 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 Bank 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 Value High Bank 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 Value Low (Dual) Bank 1

Air fuel ratio learn value of low load area (dual) 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 Low (Dual) Bank 2

Air fuel ratio learn value of low load area (dual) 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 Mid (Dual) No.1 Bank 1

Air fuel ratio learn value of middle1 load area (dual) 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 Mid (Dual) No.1 Bank 2

Air fuel ratio learn value of middle1 load area (dual) 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 Mid (Dual) No.2 Bank 1

Air fuel ratio learn value of middle2 load area (dual) 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 Mid (Dual) No.2 Bank 2

Air fuel ratio learn value of middle2 load area (dual) 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 (Dual) Bank 1

Air fuel ratio learn value of high load area (dual) 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 Value High (Dual) Bank 2

Air fuel ratio learn value of high load area (dual) 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).

Ignition Timing Cylinder #1

Ignition timing advance for No. 1 cylinder

Min.: -64 deg, Max.: 63.5 deg

12 to 24 deg: Idling (engine warmed up, A/C off and shift lever in N)

-

Knock F/B Value

Knocking feedback value

Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)

-6 to 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 F/B 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 F/B Value as close to -3 deg(CA) as possible.

When Knock F/B Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased.

When Knock F/B 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.

HINT:

If Knock F/B 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.

• 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)

-

• Refer to "Knock F/B Value".
• When there is knocking or a lack of power, compare the values of following items to another vehicle of the same model.
  • Engine Speed
  • Calculate Load
  • Ignition Timing Cylinder #1
  • Knock F/B 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 does not stop), 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 Advance Control Cylinder #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 Advance Control Cylinder #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 Advance Control Cylinder #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 Advance Control Cylinder #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 Advance Control Cylinder #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 Advance Control Cylinder #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.

Mass Air Flow Circuit

Status of the mass air flow meter sub-assembly circuit

Normal or Abnormal

Normal

-

ACIS VSV

No. 1 vacuum switching valve (for intake air control valve sub-assembly) control status

Open or Close

-

This is the ECM control command.

VVT Advance Fail

VVT control failure status

ON or OFF

OFF: Idling

ON: There is an intake VVT timing advance malfunction.

Intake VVT Hold Correct Learn Value Bank 1 (Area 1)

Intake VVT hold correct learned value for bank 1 area 1

Min.: 0%, Max.: 399.9%

-

-

Intake VVT Hold Correct Learn Value Bank 1 (Area 2)

Intake VVT hold correct learned value for bank 1 area 2

Min.: 0%, Max.: 399.9%

-

-

Intake VVT Hold Correct Learn Value Bank 2 (Area 1)

Intake VVT hold correct learned value for bank 2 area 1

Min.: 0%, Max.: 399.9%

-

-

Intake VVT Hold Correct Learn Value Bank 2 (Area 2)

Intake VVT hold correct learned value for bank 2 area 2

Min.: 0%, Max.: 399.9%

-

-

Intake VVT Change Angle Bank 1

Intake VVT displacement angle for bank 1

Min.: 0 DegFR, Max.: 639.9 DegFR

-

-

Intake VVT Change Angle Bank 2

Intake VVT displacement angle for bank 2

Min.: 0 DegFR, Max.: 639.9 DegFR

-

-

Intake VVT OCV Control Duty Ratio Bank 1

Cam timing oil control solenoid operation duty for intake camshaft of bank 1

Min.: 0%, Max.: 399.9%

-

-

Intake VVT OCV Control Duty Ratio Bank 2

Cam timing oil control solenoid operation duty for intake camshaft of bank 2

Min.: 0%, Max.: 399.9%

-

-

Exhaust VVT Hold Learn Value Bank 1

Exhaust VVT hold correct learned value for bank 1

Min.: 0%, Max.: 399.9%

-

-

Exhaust VVT Hold Learn Value Bank 2

Exhaust VVT hold correct learned value for bank 2

Min.: 0%, Max.: 399.9%

-

-

Exhaust VVT Change Angle Bank 1

Exhaust VVT displacement angle for bank 1

Min.: 0 DegFR, Max.: 639.9 DegFR

-

-

Exhaust VVT Change Angle Bank 2

Exhaust VVT displacement angle for bank 2

Min.: 0 DegFR, Max.: 639.9 DegFR

-

-

Exhaust VVT OCV Control Duty Ratio Bank 1

Cam timing oil control solenoid operation duty for exhaust camshaft of bank 1

Min.: 0%, Max.: 399.9%

-

-

Exhaust VVT OCV Control Duty Ratio Bank 2

Cam timing oil control solenoid operation duty for exhaust camshaft of bank 2

Min.: 0%, Max.: 399.9%

-

-

Intake VVT Target Angle Bank 1

Intake VVT target angle for bank 1

Min.: 0 DegFR, Max.: 639.9 DegFR

30 DegFR: Idling (engine warmed up)

-

Intake VVT Target Angle Bank 2

Intake VVT target angle for bank 2

Min.: 0 DegFR, Max.: 639.9 DegFR

30 DegFR: Idling (engine warmed up)

-

Exhaust VVT Target Angle Bank 1

Exhaust VVT target angle for bank 1

Min.: 0 DegFR, Max.: 639.9 DegFR

0 DegFR: Idling (engine warmed up)

-

Exhaust VVT Target Angle Bank 2

Exhaust VVT target angle for bank 2

Min.: 0 DegFR, Max.: 639.9 DegFR

0 DegFR: Idling (engine warmed up)

-

Catalyst Temperature B1S1

Front catalyst temperature for bank 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 item is included in the conditions used to detect catalyst deterioration (DTC P042000), etc., and should therefore be used as a reference when recreating malfunction conditions.

Catalyst Temperature B2S1

Front catalyst temperature for bank 2

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 item is included in the conditions used to detect catalyst deterioration (DTC P043000), etc., and should therefore be used as a reference when recreating malfunction conditions.

Catalyst Temperature B1S2

Rear catalyst temperature for bank 1

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 Temperature B2S2

Rear catalyst temperature for bank 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.

Starter SW

Starter signal

ON or OFF

• ON: Starter operating
• OFF: Starter not operating

-

Neutral Position SW

Park/Neutral position switch status

ON or OFF

ON: Shift lever in P or N

-

Stop Light SW

Stop light switch status

ON or OFF

• ON: Brake pedal depressed
• OFF: Brake pedal released

-

Immobiliser Communication

Immobiliser communication

ON or OFF

ON: Normal

-

Cruise Main SW

Cruise control switch status

ON or OFF

-

-

Closed Throttle Position SW

Closed throttle position switch status

ON or OFF

• ON: Accelerator pedal fully released
• OFF: Accelerator pedal depressed

-

Misfire Test Result

Check mode result for misfire monitor

Compl or Incmpl

-

-

A/F (O2) Sensor B1S2 Test Results

Check mode result for heated oxygen sensor (bank 1)

Compl or Incmpl

-

-

A/F (O2) Sensor B2S2 Test Results

Check mode result for heated oxygen sensor (bank 2)

Compl or Incmpl

-

-

A/F (O2) Sensor B2S1 Test Results

Check mode result for air fuel ratio sensor (bank 2)

Compl or Incmpl

-

-

A/F (O2) Sensor B1S1 Test Results

Check mode result for air fuel ratio sensor (bank 1)

Compl or Incmpl

-

-

Complete Parts Monitor

Comprehensive component monitor

Not Avl or Avail

-

• *1

Fuel System Monitor

Fuel system monitor

Not Avl or Avail

-

• *1

Fuel System Monitor Result

Fuel system monitor

Compl or Incmpl

-

• *1

Misfire Monitor

Misfire monitor

Not Avl or Avail

-

• *1

EGR/VVT Monitor

EGR/VVT monitor

Not Avl or Avail

-

• *1

EGR/VVT Monitor Result

EGR/VVT monitor

Compl or Incmpl

-

• *1

A/F (O2) Sensor Heater Monitor

O2S (A/FS) heater monitor

Not Avl or Avail

-

• *1

A/F (O2) Sensor Heater Monitor Result

O2S (A/FS) heater monitor

Compl or Incmpl

-

• *1

A/F (O2) Sensor Monitor

O2S (A/FS) monitor

Not Avl or Avail

-

• *1

A/F (O2) Sensor Monitor Result

O2S (A/FS) monitor

Compl or Incmpl

-

• *1

Secondary Air Injection System Monitor

Secondary air injection system monitor

Not Avl or Avail

-

• *1

Secondary Air Injection System Monitor Result

Secondary air injection system monitor

Compl or Incmpl

-

• *1

EVAP Monitor

EVAP monitor

Not Avl or Avail

-

• *1

EVAP Monitor Result

EVAP monitor

Compl or Incmpl

-

• *1

Heated Catalyst Monitor

Heated catalyst monitor

Not Avl or Avail

-

• *1

Heated Catalyst Monitor Result

Heated catalyst monitor

Compl or Incmpl

-

• *1

Catalyst Monitor

Catalyst monitor

Not Avl or Avail

-

• *1

Catalyst Monitor Result

Catalyst monitor

Compl or Incmpl

-

• *1

Component Monitor ENA (Current)

Comprehensive component monitor

Unable or Enable

-

• *2

Component Monitor Result (Current)

Comprehensive component monitor

Compl or Incmpl

-

• *2

Fuel System Monitor ENA (Current)

Fuel system monitor

Unable or Enable

-

• *2

Fuel System Monitor Result (Current)

Fuel system monitor

Compl or Incmpl

-

• *2

Misfire Monitor ENA (Current)

Misfire monitor

Unable or Enable

-

• *2

Misfire Monitor Result (Current)

Misfire monitor

Compl or Incmpl

-

• *2

EGR/VVT Monitor ENA (Current)

EGR monitor

Unable or Enable

-

• *2

EGR/VVT Monitor Result (Current)

EGR monitor

Compl or Incmpl

-

• *2

O2 Sensor Heater ENA (Current)

O2S (A/FS) heater monitor

Unable or Enable

-

• *2

O2 Sensor Heater Monitor Result (Current)

O2S (A/FS) heater monitor

Compl or Incmpl

-

• *2

A/F (O2) Sensor Monitor ENA (Current)

O2S (A/FS) monitor

Unable or Enable

-

• *2

A/F (O2) Sensor Monitor Result (Current)

O2S (A/FS) monitor

Compl or Incmpl

-

• *2

Secondary Air Injection System Monitor ENA (Current)

Secondary air injection system monitor

Unable or Enable

-

• *2

Secondary Air Injection System Monitor Result (Current)

Secondary air injection system monitor

Compl or Incmpl

-

• *2

EVAP Monitor ENA (Current)

EVAP monitor

Unable or Enable

-

• *2

EVAP Monitor Result (Current)

EVAP monitor

Compl or Incmpl

-

• *2

Heated Catalyst Monitor ENA (Current)

Heated catalyst monitor

Unable or Enable

-

• *2

Heated Catalyst Monitor Result (Current)

Heated catalyst monitor

Compl or Incmpl

-

• *2

Catalyst Monitor ENA (Current)

Catalyst monitor

Unable or Enable

-

• *2

Catalyst Monitor Result (Current)

Catalyst monitor

Compl or Incmpl

-

• *2

TC Terminal

TC terminal status

ON or OFF

OFF

-

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

-

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.

Distance Traveled from Last Battery 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

-

Soak IC Current Timer Value

Length of most recent soak timer operation

Min.: 0 sec, Max.: 614390.625 sec

-

This item displays the length of time the soak timer operated from when the engine switch was last turned off until it was turned on (IG).

Soak IC First Start Time

Length of initial soak timer operation

0 to 2550 min or Unknown

-

-

Soak Timer Start History

History of soak timer operation

Unknown, ON or OFF

ON: History of soak timer operation exists

If the soak timer has not operated in the past, OFF will be displayed.

OBD Requirements

OBD requirement

-

OBD II (California ARB)

-

Number of Emission DTC

Emissions-related DTCs

Min.: 0, Max.: 127

-

This is the number of emissions-related DTCs stored.

Ignition Trigger Count

Ignition counter

Min.: 0, Max.: 65535

0 to 600

• This is the cumulative number of ignitions.
• This counter is increased 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 the value of this item.
• The misfire rate for each cylinder = Misfire Count Cylinder #1 to #6 / Ignition Trigger 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.

Misfire Count Cylinder #1

Misfire count of No. 1 cylinder

Min.: 0, Max.: 255

0

• This is the misfire count for No. 1 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.

Misfire Count Cylinder #2

Misfire count of No. 2 cylinder

Min.: 0, Max.: 255

0

• This is the misfire count for No. 2 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.

Misfire Count Cylinder #3

Misfire count of No. 3 cylinder

Min.: 0, Max.: 255

0

• This is the misfire count for No. 3 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.

Misfire Count Cylinder #4

Misfire count of No. 4 cylinder

Min.: 0, Max.: 255

0

• This is the misfire count for No. 4 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.

Misfire Count Cylinder #5

Misfire count of No. 5 cylinder

Min.: 0, Max.: 255

0

• This is the misfire count for No. 5 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.

Misfire Count Cylinder #6

Misfire count of No. 6 cylinder

Min.: 0, Max.: 255

0

• This is the misfire count for No. 6 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

• 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.

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.
• The value of this item 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%., Max.: 510%

0%: 0 misfires

• This is the average engine load recorded when misfiring occurs.
• The value of this item 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 Margin

Misfire monitoring

Min.: -128%, Max.: 127%

0 to 127%: Idling with warm engine

• 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. This item 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 Misfire Fuel Cut

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.

Catalyst OT Misfire Fuel Cut History

History of fuel cut to prevent catalyst from overheating during misfire

ON or OFF

OFF

This can be used to tell whether there was a large amount of misfires occurred at a certain cylinder.

Catalyst OT Misfire Fuel Cut Cylinder #1

Fuel cut operation of No. 1 cylinder (if certain level of misfire malfunction is detected)

ON or OFF

OFF

-

Catalyst OT Misfire Fuel Cut Cylinder #2

Fuel cut operation of No. 2 cylinder (if certain level of misfire malfunction is detected)

ON or OFF

OFF

-

Catalyst OT Misfire Fuel Cut Cylinder #3

Fuel cut operation of No. 3 cylinder (if certain level of misfire malfunction is detected)

ON or OFF

OFF

-

Catalyst OT Misfire Fuel Cut Cylinder #4

Fuel cut operation of No. 4 cylinder (if certain level of misfire malfunction is detected)

ON or OFF

OFF

-

Catalyst OT Misfire Fuel Cut Cylinder #5

Fuel cut operation of No. 5 cylinder (if certain level of misfire malfunction is detected)

ON or OFF

OFF

-

Catalyst OT Misfire Fuel Cut Cylinder #6

Fuel cut operation of No. 6 cylinder (if certain level of misfire malfunction is detected)

ON or OFF

OFF

-

Engine Speed (Starter Off)

Engine speed when starter off

Min.: 0 rpm, Max.: 51199 rpm

-

This is the engine speed immediately after the engine is started.

Starter Count

Number of times starter turned on after engine switch turned on (IG)

Min.: 0, Max.: 255

-

• Indicates the number of times starter turned ON in the current driving cycle.
• 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 Techstream, 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 Distance of Previous Trip

Distance driven during previous trip

Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile)

-

• Before 5 seconds have elapsed since the engine was started, which is the detection duration of DTC P160400 (Startability Malfunction), this item indicates the distance driven during the previous trip.
• After 5 seconds have elapsed since the engine was started, this item indicates the distance driven during the current trip, calculated based on the vehicle speed signal.

HINT:

The values of this item in the freeze frame data for DTC P160400 indicate the distance driven during the previous trip, but in all other cases, such as in a snapshot of the Data List (real-time measurements), or freeze frame data for DTCs other than P160400, 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 from when the starter turns on until the engine speed reaches 400 rpm.
• This value is cleared 5 seconds after the engine is started and 0 ms will be displayed.

Engine Start Hesitation

History of hesitation during engine start

ON or OFF

-

This item changes to ON when the engine speed does not reach 500 rpm during cranking.

Low Revolution for Engine 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.

Fuel Cut Elapsed Time

Time elapsed after engine runs at high speed

Min.: 0 sec, Max.: 68746 sec

-

This item shows the time elapsed since fuel cut occurred due to the engine speed dropping from a high speed (more than the engine speed at which fuel cut occurs + 500 rpm).

Previous Trip Coolant Temp

Engine coolant temperature during previous trip

Min.: -40°C (-40°F), Max.: 215°C (419°F)

-

-

Previous Trip Intake Temp

Intake air temperature during previous trip

Min.: -40°C (-40°F), Max.: 215°C (419°F)

-

-

Engine Oil Temperature

Engine oil temperature

Min.: -40°C (-40°F), Max.: 215°C (419°F)

-

-

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)

-

-

Compression Leakage Count

Compression leakage count

Min.: 0, Max.: 255

0

When the counter displays 5 or higher during an engine stall, startability malfunction or rough idle, it may be the result of pressure loss caused by deposits jamming the valve, etc.

Rough Idle Status

Rough idle status

Normal, Intermittent poor combustion or Low frequency poor combustion

Normal

This item indicates the rough idle status.

Plural Cylinders Rough Idle

Status of multiple cylinders rough idle

ON or OFF

OFF

Indicates multiple cylinders are the cause of rough idling when ON.

Rough Idle Cylinder #1

Status of the rough idle #1

ON or OFF

OFF

• Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.
• This item indicates cylinders which are likely to be the cause of rough idle.

Rough Idle Cylinder #2

Status of the rough idle #2

ON or OFF

OFF

Same as Rough Idle Cylinder #1.

Rough Idle Cylinder #3

Status of the rough idle #3

ON or OFF

OFF

Same as Rough Idle Cylinder #1.

Rough Idle Cylinder #4

Status of the rough idle #4

ON or OFF

OFF

Same as Rough Idle Cylinder #1.

Rough Idle Cylinder #5

Status of the rough idle #5

ON or OFF

OFF

Same as Rough Idle Cylinder #1.

Rough Idle Cylinder #6

Status of the rough idle #6

ON or OFF

OFF

Same as Rough Idle Cylinder #1.

ACM Inhibit

Vacuum switching valve (for active control engine mount system) operation status

ON or OFF

ON: Vacuum switching valve (for active control engine mount system) ON

-

Cooling Fan Duty Ratio

Electric cooling fan request duty ratio

Min.: 0%, Max.: 127.5%

-

Active Test [Control the Engine Cooling Fan Duty Ratio] support data.

Brake Override System

Brake override system status

ON or OFF

ON: Brake override system operating

-

Immobiliser Fuel Cut Status

Status of immobiliser fuel cut

ON or OFF

OFF

-

Immobiliser Fuel Cut History

Immobiliser fuel cut history

ON or OFF

OFF

-

Fuel Cut Condition

Fuel cut condition

ON or OFF

ON: Fuel cut operating

-

Idle Fuel Cut

Idle fuel cut condition

ON or OFF

ON: Fuel cut operating

-

TAU Fuel Cut

Low load fuel cut condition

ON or OFF

ON: Fuel cut operating

-

Key Unlock Signal

Key unlock signal

ON or OFF

-

-

Engine Speed Cylinder #1

Engine speed for No. 1 cylinder

Min.: 0 rpm, Max.: 51199 rpm

-

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.
• This is the engine speed of No. 1 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning 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 Cylinder #2

Engine speed for No. 2 cylinder

Min.: 0 rpm, Max.: 51199 rpm

-

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.
• This is the engine speed of No. 2 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning 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 Cylinder #3

Engine speed for No. 3 cylinder

Min.: 0 rpm, Max.: 51199 rpm

-

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.
• This is the engine speed of No. 3 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning 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 Cylinder #4

Engine speed for No. 4 cylinder

Min.: 0 rpm, Max.: 51199 rpm

-

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.
• This is the engine speed of No. 4 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning 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 Cylinder #5

Engine speed for No. 5 cylinder

Min.: 0 rpm, Max.: 51199 rpm

-

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.
• This is the engine speed of No. 5 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning 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 Cylinder #6

Engine speed for No. 6 cylinder

Min.: 0 rpm, Max.: 51199 rpm

-

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.
• This is the engine speed of No. 6 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning 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.

Average Engine Speed of All Cylinder

Average engine speed for all cylinders

Min.: 0 rpm, Max.: 51199 rpm

-

Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

A/F Sensor Determination (Worst Value) Bank 1

Worst judgment value of air fuel ratio sensor output for bank 1

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) Bank 2

Worst judgment value of air fuel ratio sensor output for bank 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 Average (Worst Value) Cylinder #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 Average (Worst Value) Cylinder #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 Average (Worst Value) Cylinder #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 Average (Worst Value) Cylinder #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 Average (Worst Value) Cylinder #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 Average (Worst Value) Cylinder #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.

A/F Sensor Determination (Worst Value) (Port) Bank 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) Bank 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 Average (Worst Value) (Port) Cylinder #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 Average (Worst Value) (Port) Cylinder #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 Average (Worst Value) (Port) Cylinder #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 Average (Worst Value) (Port) Cylinder #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 Average (Worst Value) (Port) Cylinder #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 Average (Worst Value) (Port) Cylinder #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.

Received MIL from ECT

MIL status from ECT

ON or OFF

-

-

Output Axis Speed

Output shaft speed

Min.: 0 rpm, Max.: 12750 rpm

-

-

NT Sensor Speed

Input turbine speed

Min.: 0 rpm, Max.: 12750 rpm

-

-

Shift SW Status (P Range)

Park/neutral position switch status

ON or OFF

• ON: Shift lever in P
• OFF: Shift lever not in P

-

Shift SW Status (R Range)

Park/neutral position switch status

ON or OFF

• ON: Shift lever in R
• OFF: Shift lever not in R

-

Shift SW Status (N Range)

Park/neutral position switch status

ON or OFF

• ON: Shift lever in N
• OFF: Shift lever not in N

-

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

-

Shift SW Status (N,P Range) Supported

Status of Shift SW Status (N,P Range)

Supp or Unsupp

Supp

-

Sport 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)

-

Sport 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)

-

Shift SW Status (S Range)

Transmission control switch status

ON or OFF

• ON: Shift lever in S
• OFF: Shift lever not in S

-

Shift SW Status (D Range)

Park/neutral position switch status

ON or OFF

• ON: Shift lever in D or S
• OFF: Shift lever not in D or S

-

A/T Oil Temperature No.1

ATF temperature sensor value

Min.: -40°C (-40°F), Max.: 215.9°C (421°F)

• After stall test;

  approximately 80°C (176°F)

• Equal to ambient temperature when engine cold

-

Drive Mode Status

Drive mode status

Normal

-

-

Mode Cancel SW

Mode switch (cancel) status

ON or OFF

-

-

Power Mode SW

Mode switch (sport) status

ON or OFF

-

-

Lock Up Status

Lock up status

ON or OFF

• ON: Lock-up operating
• OFF: Lock-up not operating

-

Shift Status

ECM gear shift command

1st, 2nd, 3rd, 4th, 5th, 6th, 7th or 8th

Same as actual gear

-

Actual Engine Percent Torque

Actual engine percent torque

Min.: -125%, Max.: 130%

-

-

Engine Reference Torque (Fixed Value)

Engine reference torque

Min.: 0 Nm, Max.: 65535 Nm

-

-

Engine Friction Percent Torque

Engine friction percent torque

Min.: -125%, Max.: 130%

-

-

Fuel Remaining Volume

Fuel level in fuel tank

Min.: 0%, Max.: 100%

100%: Fuel tank is full

-

Engine Speed

Engine speed

Min.: 0 rpm, Max.: 9000 rpm

-

-

A/F (O2) Sensor Voltage B1S1

Air fuel ratio sensor output voltage for bank 1 sensor 1

Min.: 3 V, Max.: 3.6 V

-

-

A/F (O2) Sensor Voltage B2S1

Air fuel ratio sensor output voltage for bank 2 sensor 1

Min.: 3 V, Max.: 3.6 V

-

-

O2 Sensor B1S2

Heated oxygen sensor output voltage for bank 1 sensor 2

Min.: 0 V, Max.: 1 V

-

-

O2 Sensor B2S2

Heated oxygen sensor output voltage for bank 2 sensor 2

Min.: 0 V, Max.: 1 V

-

-

A/F (O2) Lambda Sensor B1S1

Output air fuel ratio associated with bank 1 sensor 1

Min.: 0, Max.: 1.99

-

-

A/F (O2) Lambda Sensor B2S1

Output air fuel ratio associated with bank 2 sensor 1

Min.: 0, Max.: 1.99

-

-

Short FT B1S1

Short-term fuel trim for bank 1

Min.: -50%, Max.: 50%

-

-

Short FT B2S1

Short-term fuel trim for bank 2

Min.: -50%, Max.: 50%

-

-

Short FT B1S2

Short-term fuel trim for bank 1

Min.: -50%, Max.: 50%

-

-

Short FT B2S2

Short-term fuel trim for bank 2

Min.: -50%, Max.: 50%

-

-

Long FT B1S1

Long-term fuel trim for bank 1

Min.: -50%, Max.: 50%

-

-

Long FT B2S1

Long-term fuel trim for bank 2

Min.: -50%, Max.: 50%

-

-

Long FT B1S2

Long-term fuel trim for bank 1

Min.: -50%, Max.: 50%

-

-

Long FT B2S2

Long-term fuel trim for bank 2

Min.: -50%, Max.: 50%

-

-

Total FT Bank 1

Total fuel trim for bank 1

Min.: -0.5, Max.: 0.496

-

-

Total FT Bank 2

Total fuel trim for bank 2

Min.: -0.5, Max.: 0.496

-

-

Fuel System Status Bank 1

Fuel system status for bank 1

OL, CL, OLDrive, OLFault, CLFault or Unused

-

-

Fuel System Status Bank 2

Fuel system status for bank 2

OL, CL, OLDrive, OLFault, CLFault or Unused

-

-

Body Control with Torque Demand

Body control with torque demand

ON or OFF

-

-

Control the Injection Volume

Control the injection volume

Between -12.5% and 24.8%

• All fuel injector assemblies are tested at the same time.
• Injection volume can be changed in fine gradations within the control range.
• This Active Test enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs.
• To perform this Active Test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / Data List / A/F (O2) Sensor Voltage B1S1, A/F (O2) Sensor Voltage B2S1, O2 Sensor Voltage B1S2 and O2 Sensor Voltage 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.
• This Active Test enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs.
• To perform this Active Test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F Sensor / Data List / A/F (O2) Sensor Voltage B1S1, A/F (O2) Sensor Voltage B2S1, O2 Sensor Voltage B1S2 and O2 Sensor Voltage B2S2.
• During the Active Test, air fuel ratio feedback control and feedback learning are stopped.
• See waveform *4.

Activate the VSV for Intake Control

Activate No. 1 vacuum switching valve (for intake air control valve sub-assembly)

Open/Close

• Perform this test when the following conditions is met:
  • Engine is stopped.
• Do not leave the vacuum switching valve open for 10 seconds or more during the Active Test.

Activate the EVAP Purge VSV

Activate purge VSV control

ON/OFF

• The purge VSV is opened with approximately 50% duty ratio.
• See waveform *6.

Activate the Circuit Relay

Activate fuel pump (for low pressure side)

ON/OFF

Perform this test when the following conditions are met:

• Engine switch on (IG)
• Engine is stopped.
• Shift lever in P.

Control the Fuel Pump Duty Ratio

Change the fuel pump speed (for low pressure side)

Low/High

Perform this test when the following conditions are met:

• Engine switch on (IG).
• Engine is stopped.
• Shift lever in P.

Fuel Pump Single Phase Energization

Energizes a single phase of fuel pump control ECU assembly

U Phase/V Phase/W Phase

Perform this test when the following conditions are met:

• Engine switch on (IG).
• Engine is stopped.
• Shift lever in P.
• Connector from fuel pump control ECU assembly to fuel pump (for low pressure side) is disconnected.

Activate the ACM Inhibit

Activate vacuum switching valve assembly (for active control engine mount system)

ON/OFF

Perform this test when the following conditions are met:

• Engine switch on (IG).
• Shift lever in P.

Activate the TC Terminal

Turn on and off TC and TE1 (CG) connection

ON/OFF

• Confirm that the vehicle is stopped.
• ON: TC and TE1 (CG) are connected.
• OFF: TC and TE1 (CG) are disconnected.

Prohibit the Idle Fuel Cut

Prohibit idling fuel cut control

Start/Stop

Perform this test when the following conditions are met:

• Engine switch on (IG).
• Engine is stopped.
• Shift lever in P.

Prohibit the Catalyst OT Misfire Prevent Fuel Cut

Prohibit catalyst overheat protection fuel cut

Start/Stop

Start: Fuel cut prohibited

Perform this test when the vehicle is stopped and the engine speed is 3000 rpm or less.

Control the ETCS Open/Close Slow Speed

Throttle actuator

• Close/Open
• Start/Stop

Open: Throttle valve opens slowly

Perform this test when the following conditions are met:

• Engine switch 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
• Start/Stop

Open: Throttle valve opens quickly

• Same as above.
• See waveform *5.

Control the Intake VVT OCV Duty Ratio Bank 1

Control cam timing oil control solenoid assembly (for intake camshaft of bank 1)

-100 to 100% (This value added to present cam timing oil control solenoid control duty)

100%: Maximum advance

-100%: Maximum retard

• Engine stalls or idles roughly when the cam timing oil control solenoid assembly 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 Intake VVT OCV Duty Ratio Bank 2

Control cam timing oil control solenoid assembly (for intake camshaft of bank 2)

-100 to 100% (This value added to present cam timing oil control solenoid control duty)

100%: Maximum advance

-100%: Maximum retard

• Engine stalls or idles roughly when the cam timing oil control solenoid assembly 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 Exhaust VVT OCV Duty Ratio Bank 1

Control cam timing oil control solenoid assembly (for exhaust camshaft of bank 1)

-100 to 100% (This value added to present cam timing oil control solenoid control duty)

100%: Maximum retard

-100%: Maximum advance

• Engine stalls or idles roughly when the cam timing oil control solenoid assembly 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 Exhaust VVT OCV Duty Ratio Bank 2

Control cam timing oil control solenoid assembly (for exhaust camshaft of bank 2)

-100 to 100% (This value added to present cam timing oil control solenoid control duty)

100%: Maximum retard

-100%: Maximum advance

• Engine stalls or idles roughly when the cam timing oil control solenoid assembly 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.

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

Control the Target Fuel Pressure Offset

Control the target fuel pressure (for high pressure side)

-12.5 to 24.8%

Perform this test when the following conditions are met:

• Engine is running.
• Engine speed is 3000 rpm or less.

Control the Injection Mode

Perform 2 pattern in order to operate fuel injection

• Port/Direct
• Start/Stop

Perform this test when the following conditions are met:

• Vehicle stopped and engine idling.
• Data List item "Injection Switching Status" is "OK".

Control the Select Cylinder Fuel Cut

Selected cylinder (cylinder #1 to #6) injector fuel cut

• #1/#2/#3/#4/#5/#6
• Start/Stop

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

Start/Stop

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

Start/Stop

Fuel injection and ignition stop of all cylinders.

*3

D-4S (Injection Volume)

Perform 2 pattern in order to operate injection volume

• Port/Direct
• -12.5 to 24.8%

Perform this test when the following conditions are met:

• Vehicle stopped and engine idling.
• Data List item "Injection Switching Status" is "OK".

D-4S (A/F Control)

Perform 2 pattern in order to operate air fuel ratio control

• Port/Direct
• -12.5% or 25%

Perform this test when the following conditions are met:

• Vehicle stopped and engine idling.
• Data List item "Injection Switching Status" is "OK".

D-4S (Fuel Cut)

Perform 2 pattern in order to operate fuel cut

• Port/Direct
• #1/#2/#3/#4
• Start/Stop

Perform this test when the following conditions are met:

• Vehicle stopped and engine idling.
• Data List item "Injection Switching Status" is "OK".

Control the Engine Cooling Fan Duty Ratio

Control the electric cooling fan motor

0 to 100%

Confirm that the vehicle is stopped.

Evaporative System Check

(Automatic Mode)

Perform 6 steps in order to operate EVAP key-off monitor automatically

Fuel temperature is less than 35°C (95°F), etc.

• If no pending DTCs are output after performing this test, the system is functioning normally.
• Refer to EVAP System Inspection Procedure.

  Click here

Evaporative System Check

(Manual Mode)

Perform 6 steps in order to operate EVAP key-off monitor manually

Fuel temperature is less than 35°C (95°F), etc.

• Used to detect malfunctioning parts.
• Refer to EVAP System Inspection Procedure.

  Click here