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

Inspection Mode

Total Distance Traveled

Total distance traveled

Min.: 0, Max.: 16777215

-

-

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.

Engine Speed

Engine speed

Min.: 0 rpm, Max.: 16383 rpm

1050 to 1150 rpm: Idling (shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)

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%

• 10 to 30%: Idling (shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)
• 10 to 30%: 2500 rpm (shift lever in P, engine warmed up and inspection mode [maintenance mode])

• This is the engine load calculated based on the actual intake manifold pressure.
• Calculate Load = Actual intake manifold pressure / maximum intake manifold pressure x 100 (%)

  (For example, when the actual 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 8.6 gm/sec: Idling (shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)
• 6.2 to 18.6 gm/sec: 2500 rpm (shift lever in P, engine warmed up and inspection mode [maintenance mode] )

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) [15 psi(abs)]
• For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (0.1 psi). This varies depending on the weather.

Intake Manifold Absolute Pressure

Intake manifold absolute pressure

Min.: 0 kPa (0 psi), Max.: 2047.96 kPa (296.95 psi)

• 80 to 110 kPa (11.6 to 15.95 psi): Power switch on (IG)
• 20 to 40 kPa (2.9 to 5.8 psi): Idling (engine warmed up, inspection mode [maintenance mode] and not charge control)

• This is the intake manifold pressure.
• This item is the pressure detected by the manifold absolute pressure sensor and is used for air fuel ratio control and EGR valve control.

HINT:

When the power switch is on (IG), the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa(abs) [15 psi(abs)]).

Intake Manifold Absolute Pressure Supported

Status of Intake Manifold Absolute Pressure

Unsupp or Supp

Supp

-

Engine Oil Temperature Sensor

Engine oil temperature

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

80 to 110°C (176 to 230°F): After warming up

This is the engine oil temperature.

HINT:

• After warming up the engine, the engine oil temperature will be 80 to 110°C (176 to 230°F).
• After a long soak, the engine oil temperature, intake air temperature and ambient air temperature will be approximately equal.
• If the value is -40°C (-40°F), or higher than 168°C (334°F), the sensor circuit is open or shorted.

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 is first started with the power switch on (READY).
• With the power switch on (READY), time measurement will not stop even after the engine stops.

Radiator Coolant Temperature

Radiator coolant temperature

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

-

This is the radiator coolant temperature.

HINT:

If the vehicle has been left as is for a long time after the power switch was turned off, coolant temperature, intake air temperature, ambient temperature and radiator coolant temperature will be almost the same.

IG-ON Coolant Temperature

Engine coolant temperature when the power 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 power switch is turned to 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 power switch is turned on (READY).

IG-ON Intake Air Temperature

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

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

-

This is the intake air temperature stored when the power switch is turned to 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 power switch is turned on (READY).

Battery Voltage

Auxiliary battery voltage

Min.: 0 V, Max.: 65.5 V

11 to 14 V: Power switch on (IG).

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

BATT Voltage

Auxiliary battery voltage

Min.: 0 V, Max.: 79.998 V

11 to 14 V: Power switch on (IG).

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

Engine Oil Pressure

Engine oil pressure

Min.: 0 kPa, Max.: 5119.921 kPa

• 80 kPa(gauge) or higher: 1500 rpm (engine oil temperature is 75 to 85°C [167 to 185°F])
• 80 kPa(gauge) or higher: 2500 rpm (engine oil temperature is 75 to 85°C [167 to 185°F])

• This is the engine oil pressure.
• During idling to low engine speed, the oil pressure control valve assembly is turned on to reduce oil pressure. At engine speeds other than low engine speeds, the oil pressure control valve assembly is turned off to drastically raise the oil pressure.

Engine Oil Pressure Control Valve

Oil pressure control valve assembly operation current

Min.: 0 mA, Max.: 4999.92 mA

Approximately 1000 mA: Power switch on (IG)

The oil pressure control valve drive current is displayed. When the system is operating normally, a low value is displayed when the oil pressure is to be high, and a high value is displayed when the oil pressure is to be low.

Target Engine Oil Pressure

Target engine oil pressure

Min.: 0 kPa, Max.: 5119.9 kPa

-

This item is displayed in Freeze Frame Data only.

Throttle Position Sensor No.1 Voltage %

Absolute No. 1 throttle position sensor

Min.: 0%, Max.: 100%

10 to 22%: Accelerator pedal fully released

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

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

System Guard

System guard

ON or OFF

ON: Idling or throttle actuator operating

• 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 inspection mode [maintenance mode])

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%

-

-

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: Power switch on (IG), accelerator pedal fully released
• 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: Power switch on (IG), accelerator pedal fully released
• 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, shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)

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 power switch is on (

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 power switch is on (IG).

Throttle Motor Current

Throttle actuator current

Min.: 0 A, Max.: 19.9 A

0 to 3.0 A: Idling (A/C off, shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)

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%

10 to 22%: Idling (A/C off, shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)

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, shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)

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 with warmed up engine (A/C off and inspection mode [maintenance mode])

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: Power 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. The ECM calculates the learned value based on the position of the throttle valve when the accelerator pedal is released and the throttle valve motor is not operating.
• Learning is performed immediately after the power switch is turned to on (IG).

+BM Voltage

+BM voltage

Min.: 0 V, Max.: 79.998 V

11 to 14 V: Power switch on (IG)

This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTC P065714 (open or short circuit) and P06579E (ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the power 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.: 1.99

-

-

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.

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 starting problems or rough idle is present.

Target Fuel Pressure (High)

Target fuel pressure (for high pressure side)

Min.: 0 kPa, Max.: 655350 kPa

3000 to 5000 kPa: 2500 rpm (A/C off, shift lever in P, engine warmed up, inspection mode [maintenance mode]), direct injection control

This item indicates the target fuel pressure for the fuel pump (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 kPa, Max.: 655350 kPa

300 to 530 kPa: Idling (A/C off , shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)

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 kPa, Max.: 655350 kPa

3000 to 25000 kPa: 2500 rpm (A/C off, shift lever in P, engine warmed up, inspection mode [maintenance mode]), direct injection control

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 kPa, Max.: 655350 kPa

300 to 530 kPa: Idling (A/C off , shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)

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%

0 to 100%: Idling (A/C off , shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)

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

1500 to 3500 μs: Idling (A/C off, shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)

• 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

-

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.
• 0 is displayed when the Active Test is not being performed.

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.
• 0 is displayed when the Active Test is not being performed.

Engine Fuel Rate

Fuel consumption

Min.: 0 gm/sec, Max.: 1310.7 gm/sec

-

-

Low Fuel Pressure Sensor

Fuel pressure sensor (for low pressure side) output

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

300 to 530 kPa: Idling with warmed up engine (A/C off, shift lever in P, engine warmed up, inspection mode [maintenance mode] and not charge control)

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

High Fuel Pressure Sensor

Fuel pressure sensor (for high pressure side) output

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

3 to 25 MPa: 2500 rpm (A/C off, shift lever in P, engine warmed up and inspection mode [maintenance mode]), direct injection control

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

High Pressure Fuel Pump Duty Ratio (D4)

Fuel pump duty ratio (for high pressure side)

Min.: 0%, Max.: 127.5%

-

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): 2500 rpm (A/C off, shift lever in P, engine warmed up and inspection mode [maintenance mode]), direct injection control

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

Injection Time Cylinder #1 (D4)

Injection time (for direct injection)

Min.: 0 μs, Max.: 65535 μs

0 to 2000 μs: 2500 rpm (A/C off, shift lever in P, engine warmed up and inspection mode [maintenance mode]), direct injection control

• This item indicates the last injection time of the No. 1 direct fuel injector assembly.
• 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 Fuel Tank Sensor

Fuel tank pressure

Min.: -25.6 kPa (-3.712 psi), Max.: 25.599 kPa (3.712 psi)

Atmospheric pressure: Fuel tank cap assembly removed

Pressure inside fuel tank monitored by fuel tank pressure sensor.

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)]: Power 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.

EVAP Vapor Pressure (Wide)

Fuel tank pressure (wide range)

Min.: -32.768 kPa (-4.751 psi), Max.: 32.767 kPa (4.751 psi)

Atmospheric pressure: Fuel tank cap assembly removed

-

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)]: Power switch on (IG)

-

Fuel Filler Opener

Fuel lid lock with motor assembly status

ON or OFF

-

• Active Test [Activate the Fuel Filler Opener] support data.
• ON: Fuel lid lock with motor assembly operating
• OFF: Fuel lid lock with motor assembly not operating

Fuel Vapor-Containment Valve

Fuel vapor-containment valve status

Open or Close

Open: Fuel vapor-containment valve open

-

Fuel Lid SW

Fuel lid opener switch status

Open or Close

• Open: Fuel lid opener switch pushed
• Close: Fuel lid opener switch not pushed

-

Fuel Lid Sensor SW

Fuel lid courtesy switch status

Open or Close

• Open: Fuel lid open
• Close: Fuel lid closed

-

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 (A/C off , engine warmed up, inspection mode [maintenance mode] and not charge control)

• 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.

A/F (O2) Lambda Sensor B1S1

Output air fuel ratio associated

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 (sensor 1) output.

A/F (O2) Lambda Sensor B1S2

Output air fuel ratio associated

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 (sensor 2) output.

A/F (O2) Sensor Current B1S1

Air fuel ratio sensor (sensor 1) output current

Min.: -128 mA, Max.: 127.996 mA

-0.5 to 0.5 mA: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

• With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (sensor 1) 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 (sensor 1) or sensor circuit.
• Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" Active Test enables the technician to check the output current of the sensor.

A/F (O2) Sensor Current B1S2

Air fuel ratio sensor (sensor 2) output current

Min.: -128 mA, Max.: 127.996 mA

-0.5 to 0.5 mA: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

• A/F (O2) Sensor Current B1S2 display is less than 0 mA: Richer than the stoichiometric air-fuel ratio
• A/F (O2) Sensor Current B1S2 display is more than 0 mA: Leaner than stoichiometric air-fuel ratio
• With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (sensor 2) current output is approximately -0.5 to 0.5 mA.
• When the value is outside the range of 7.5 to 33.13 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (sensor 2) or sensor circuit.
• Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" Active Test enables the technician to check the output current of the sensor.

A/F (O2) Sensor Heater Duty Ratio B1S1

Air fuel ratio sensor (sensor 1) heater duty ratio

Min.: 0%, Max.: 399.9%

0 to 100%: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

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

A/F Sensor Heater Current Value B1S2

Air fuel ratio sensor (sensor 2) heater current

Min.: 0 A, Max.: 65.535 A

-

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

A/F Sensor Heater Duty B1S2

Air fuel ratio sensor (sensor 2) heater duty ratio

Min.: 0%, Max.: 399.9%

0 to 100%: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

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

A/F Sensor Impedance B1S1

Air fuel ratio sensor (sensor 1) impedance

Min.: 0 ohm, Max.: 21247.67 ohm

5 to 15000 ohm: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

-

A/F Sensor Impedance B1S2

Air fuel ratio sensor (sensor 2) impedance

Min.: 0 ohm, Max.: 21247.67 ohm

5 to 15000 ohm: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

-

Short FT B1S1

Short-term fuel trim

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

-20 to 20%

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

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

-

-

Long FT B1S1

Long-term fuel trim

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

-20 to 20%

• 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).
  • 20% or higher: The air fuel ratio may be lean.
  • -20 to 20%: The air fuel ratio can be determined to be normal.
  • -20% 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 (Port) Bank 1], [A/F Learn Value Low (Port) Bank 1], [A/F Learn Value Mid (Port) No.1 Bank 1], [A/F Learn Value Mid (Port) No.2 Bank 1], [A/F Learn Value High (Port) Bank 1], [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 B1S2

Long-term fuel trim

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

-

-

Total FT Bank 1

Total fuel trim

Min.: -0.5, Max.: 0.496

-0.28 to 0.2: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

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

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 (sensor 1), which is used for fuel control, is malfunctioning.

Fuel System Status Bank 2

Fuel system status (bank 2)

Unused, OL, CL, OLDrive, OLFault or CLFault

Unused

-

A/F Learn Value Idle (Port) Bank 1

Air fuel ratio learn value of idle area (port)

Min.: -50%, Max.: 49.6%

-20 to 20%

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)

Min.: -50%, Max.: 49.6%

-20 to 20%

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)

Min.: -50%, Max.: 49.6%

-20 to 20%

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)

Min.: -50%, Max.: 49.6%

-20 to 20%

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 (Port) Bank 1

Air fuel ratio learn value of high load area (port)

Min.: -50%, Max.: 49.6%

-20 to 20%

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

Min.: -50%, Max.: 49.6%

-20 to 20%

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

Min.: -50%, Max.: 49.6%

-20 to 20%

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

Min.: -50%, Max.: 49.6%

-20 to 20%

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

Min.: -50%, Max.: 49.6%

-20 to 20%

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

Min.: -50%, Max.: 49.6%

-20 to 20%

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)

Min.: -50%, Max.: 49.6%

-20 to 20%

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)

Min.: -50%, Max.: 49.6%

-20 to 20%

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)

Min.: -50%, Max.: 49.6%

-20 to 20%

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)

Min.: -50%, Max.: 49.6%

-20 to 20%

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

-2 to 14 deg: Idling (engine warmed up, inspection mode [maintenance mode] and not charge control)

-

Knock F/B Value

Knocking feedback value

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

-20 to 0 deg(CA): Driving at 70 km/h (43 mph) (engine running)

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)

0 to 17 deg(CA): Driving at 70 km/h (43 mph) (Engine running)

• 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.

Mass Air Flow Circuit

Status of the mass air flow meter sub-assembly circuit

Normal or Abnormal

Normal

-

Target EGR Valve Position No.1

Target EGR valve position value

Min.: 0%, Max.: 100%

0%: Idling (engine warmed up, inspection mode [maintenance mode] and not charge control)

• When the engine is cold or idling, at engine start, etc., the value is 0%.
• When the valve is fully closed, the value is 0%.
• When the valve is fully open, the value is 100%.

Target EGR Valve Position No.1 Supported

Status of Target EGR Valve Position No.1

Unsupp or Supp

Supp

-

Actual EGR Valve Position No.1 Supported

Status of Actual EGR Valve Position No.1

Unsupp or Supp

Unsupp

-

Target EGR Valve Position No.2 Supported

Status of Target EGR Valve Position No.2

Unsupp or Supp

Unsupp

-

Actual EGR Valve Position No.2 Supported

Status of Actual EGR Valve Position No.2

Unsupp or Supp

Unsupp

-

EGR Step Position

EGR step position

Min.: 0 step, Max.: 255 step

-

Active Test item [Control the EGR Step Position] support data.

VVT Advance Fail

VVT control failure status

ON or OFF

OFF: Idling

ON: There is an intake VVT timing advance malfunction.

Intake VVT Change Angle Bank 1

Intake VVT displacement angle

Min.: 0 DegFR, Max.: 639.9 DegFR

20 to 30 DegFR: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

This is the intake VVT displacement angle.

Exhaust VVT Hold Learn Value Bank 1

Exhaust VVT hold correct learned value

Min.: 0%, Max.: 399.9%

0 to 100%: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

-

Exhaust VVT Change Angle Bank 1

Exhaust VVT displacement angle

Min.: 0 DegFR, Max.: 639.9 DegFR

0 to 10 DegFR: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

This is the exhaust VVT displacement angle.

Exhaust VVT OCV Control Duty Ratio Bank 1

Cam timing oil control solenoid operation duty ratio

Min.: 0%, Max.: 399.9%

0 to 100%: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

-

Intake VVT Target Angle Bank 1

Intake VVT target angle

Min.: 0 DegFR, Max.: 639.9 DegFR

20 to 30 DegFR: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

-

Exhaust VVT Target Angle Bank 1

Exhaust VVT target angle

Min.: 0 DegFR, Max.: 639.9 DegFR

0 to 10 DegFR: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

-

Intake VVT Timing Most Over-Retarded Learn Value Bank 1

Intake VVT maximum retarded angle learned value

Min.: 0 deg(CA), Max.: 639.99 deg(CA)

19 to 42 deg(CA): Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

-

Exhaust VVT Timing Most Over-Advanced Learn Value Bank 1

Exhaust VVT maximum advanced angle learned value

Min.: 0 deg(CA), Max.: 639.99 deg(CA)

80 to 102 deg(CA): Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

-

VVT-iE Duty Ratio Bank 1

Cam timing control motor operation duty ratio

Min.: -200%, Max.: 199.9%

0 to 100%: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

The duty ratio of the cam timing control motor with EDU assembly is displayed.

VVT-iE Motor Direction Bank 1

VVT-iE motor direction

Backward or Forward

Forward: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

The direction of rotation of the cam timing control motor with EDU assembly is displayed.

VVT-iE Opening Angle Bank 1

Cam timing control motor operation angle

Min.: 0 deg, Max.: 65 deg

-

• Active Test item [Control the VVT-iE Opening Angle Bank 1] support data.
• 0 is displayed when the Active Test is not being performed.

Engine Exhaust Flow Rate

Exhaust flow rate

Min.: 0 kg/h, Max.: 13107 kg/h

-

-

Catalyst Temperature B1S1

Front catalyst temperature

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 B1S2

Rear catalyst temperature

Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)

-

This is the temperature of the rear catalyst estimated by the ECM.

Misfire Test Result

Check mode result for misfire monitor

Compl or Incmpl

-

-

A/F (O2) Sensor B1S2 Test Results

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

Compl or Incmpl

-

-

A/F (O2) Sensor B1S1 Test Results

Check mode result for air fuel ratio sensor (sensor 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

A/F (O2) sensor heater monitor

Not Avl or Avail

-

• *1

A/F (O2) Sensor Heater Monitor Result

A/F (O2) sensor heater monitor

Compl or Incmpl

-

• *1

A/F (O2) Sensor Monitor

A/F (O2) sensor monitor

Not Avl or Avail

-

• *1

A/F (O2) Sensor Monitor Result

A/F (O2) sensor 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/VVT monitor

Unable or Enable

-

• *2

EGR/VVT Monitor Result (Current)

EGR/VVT monitor

Compl or Incmpl

-

• *2

O2 Sensor Heater ENA (Current)

A/F (O2) sensor heater monitor

Unable or Enable

-

• *2

O2 Sensor Heater Monitor Result (Current)

A/F (O2) sensor heater monitor

Compl or Incmpl

-

• *2

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

A/F (O2) sensor monitor

Unable or Enable

-

• *2

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

A/F (O2) sensor 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

Catalyst monitor

-

• *2

TC Terminal

TC terminal status

ON or OFF

-

Active Test item [Activate the TC Terminal] support data.

MIL

MIL status

ON or OFF

OFF

-

MIL ON Run Distance

Distance driven with MIL on

Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)

-

This is the distance driven since the MIL was illuminated.

Running Time from MIL ON

Running time from MIL on

Min.: 0 min, Max.: 65535 min

Running time after MIL turned on

-

Time after DTC Cleared

Time after DTCs cleared

Min.: 0 min, Max.: 65535 min

Time after DTCs cleared

This is the time elapsed after DTCs were cleared (or after the vehicle left the factory). Time elapsed after the power switch is turned off is not counted.

Distance from DTC Cleared

Distance driven after DTCs cleared

Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)

Distance driven after DTCs cleared

This is the distance driven since DTCs were cleared (or since the vehicle left the factory).

Warmup Cycle Cleared DTC

Warmup cycles after DTCs cleared

Min.: 0, Max.: 255

-

This is the number of warmup cycles after the DTCs were cleared.

Distance Traveled from Last Battery Cable Disconnect

Distance driven after auxiliary battery cable disconnected

Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)

Total distance vehicle driven after auxiliary battery cable disconnected

-

IG OFF Elapsed Time

Time after power switch off

Min.: 0 min, Max.: 655350 min

Cumulative time after power switch off

-

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 400

• 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 #4 / 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.

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 Calculate 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 Calculate 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 (engine warmed up, inspection mode [maintenance mode] and not charge control)

• 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

• 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.
• Avail: "Fuel cut to prevent catalyst from overheating during misfire" available
• Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available

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

-

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.

Engine ECU Internal Temperature

ECM internal temperature

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

-

-

Cooling Fan Duty Ratio

Electric cooling fan request duty ratio

Min.: 0%, Max.: 127.5%

-

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

Electric Water Pump

Electric water pump speed status

Min.: 0 rpm, Max.: 10200 rpm

-

Active Test item [Activate the Electric Water Pump] support data.

Coolant Water Route Switching Valve

Flow shutting valve (for heater control) operation signal state

Open or Close

Close: Cold engine start

-

Electric Thermostat Duty Ratio

Electric thermostat control duty ratio

Min.: 0%, Max.: 100%

-

-

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. (51199 rpm is displayed when the Active Test is not being 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. (51199 rpm is displayed when the Active Test is not being 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. (51199 rpm is displayed when the Active Test is not being 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. (51199 rpm is displayed when the Active Test is not being 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.

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. (51199 rpm is displayed when the Active Test is not being performed.)

A/F Sensor Determination (Worst Value) Bank 1

Worst judgment value of air fuel ratio sensor (sensor 1) output

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.

A/F Sensor Determination (Worst Value) (Port) Bank 1

Worst judgment value of air fuel ratio sensor (sensor 1) output (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.

Requested Engine Torque

Requested engine torque

Min.: 0 kW, Max.: 16383.75 kW

0 to 131 kW

-

HV Target Engine Speed

HV target engine speed

Min.: 0 rpm, Max.: 6375 rpm

0 to 5700 rpm

-

Actual Engine Torque

Actual engine torque

Min.: -32768 Nm, Max.: 32767 Nm

0 Nm: Idling (A/C off, engine warmed up, inspection mode [maintenance mode], not charge control)

-

Actual Engine Percent Torque

Actual engine percent torque

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

2%: Idling (A/C off, engine warmed up, inspection mode [maintenance mode], not charge control)

-

Engine Reference Torque (Fixed Value)

Engine reference torque (fixed value)

Min.: 0 Nm, Max.: 65535 Nm

282 Nm: Idling (A/C off, engine warmed up, inspection mode [maintenance mode], not charge control)

-

Engine Friction Percent Torque

Engine friction percent torque

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

2%: Idling (A/C off, engine warmed up, inspection mode [maintenance mode], not charge control)

-

Engine Driving Time

Engine driving time

Min.: 0 sec, Max.: 255 sec

0 to 255 sec

-

Request Engine Run Time

Request engine run time

Min.: 0 sec, Max.: 25.5 sec

0 to 25.5 sec

-

Judge Time Engine Ignition

Judgment time for complete explosion of ignition

Min.: 0 sec, Max.: 25.5 sec

0 to 25.5 sec

-

Judge Time Engine Output

Judgment time for time until engine output

Min.: 0 sec, Max.: 25.5 sec

0 to 25.5 sec

-

Fuel Level

Fuel level

Empty or Not Emp

Not Emp

-

ISC Learning Value

ISC learning value

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

-5 to 10 Nm: Idling (A/C off, engine warmed up, inspection mode [maintenance mode] and not charge control)

-

ISC Learning

ISC learning

Compl or Incmpl

• Compl: ISC learned value complete
• Incmpl: ISC learned value incomplete

-

F/C for Engine Stop Req

Fuel cut for engine stop request

ON or OFF

ON → OFF:

Engine stopped → Engine start

-

Engine Independent

Engine independent operation

Not Opr or Operate

• Operate: Idling (engine warmed up, inspection mode [maintenance mode] and not charge control)
• Not Opr: Idling (engine warmed up, inspection mode [maintenance mode] and not charge control), accelerator pedal depressed

"Not Opr" is displayed during charge control.

Racing Operation

Racing operation

Not Opr or Operate

• Operate: Idling (engine warmed up, inspection mode [maintenance mode] and not charge control), accelerator pedal depressed
• Not Opr: Idling (engine warmed up, inspection mode [maintenance mode] and not charge control)

-

Request Warm-up

Request engine warm up

Not Req or Request

-

-

Engine Independent Control

Engine independent control operation

Not Opr or Operate

-

-

Electric Water Pump Target Speed

Water inlet housing with water pump sub-assembly target speed

Min.: 0 rpm, Max.: 6375 rpm

-

Target motor speed of the water inlet housing with water pump sub-assembly.

Electric Water Pump Speed

Water inlet housing with water pump sub-assembly speed

Min.: 0 rpm, Max.: 6375 rpm

The Electric Water Pump Speed is the same as the Electric Water Pump Target Speed.

HINT:

• If the Electric Water Pump Speed only temporarily exceeds the Electric Water Pump Target Speed, it is not a malfunction.
• If the Electric Water Pump Speed is half of the Electric Water Pump Target Speed or less for 15 seconds or more, the water inlet housing with water pump sub-assembly may be malfunctioning.

• The water inlet housing with water pump sub-assembly speed is displayed.
• As the frequency signal (WPI) is 4 Hz when the water inlet housing with water pump sub-assembly is stopped to enable the ECM to detect an open or short in the signal line, the water inlet housing with water pump sub-assembly speed will be displayed as approximately 160 rpm even when the pump is stopped.
• When there is an open or short in the signal line, approximately 0 rpm is displayed.

Inspection Mode

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 sensors (sensor 1 and sensor 2) current outputs.
• To perform this Active Test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / Data List / A/F (O2) Sensor Current B1S1 and A/F (O2) Sensor Current B1S2.
• 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 sensors (sensor 1 and sensor 2) current outputs.
• To perform this Active Test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / Data List / A/F (O2) Sensor Current B1S1 and A/F (O2) Sensor Current B1S2.
• During the Active Test, air fuel ratio feedback control and feedback learning are stopped.
• See waveform *4.

Activate the EVAP Purge VSV

Activate purge VSV control

ON/OFF

• The purge VSV is opened with approximately 50% duty ratio.
• See waveform *5.

Activate the Circuit Relay

Activate fuel pump (for low pressure side)

ON/OFF

Perform this test when the following conditions are met:

• Power switch is 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:

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

Fuel Pump Single Phase Energization

Energizes a single phase of fuel pump control ECU

U Phase/V Phase/W Phase

Perform this test when the following conditions are met:

• Power switch is 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:

• Power switch is on (IG).
• 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 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:

• Power switch is on (IG).
• Engine is stopped.
• Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more).
• Shift lever in P.

Control the ETCS Open/Close Fast Speed

Throttle actuator

• Close/Open
• Start/Stop

Open: Throttle valve opens quickly

• Same as above.
• See waveform *6.

Control the Exhaust VVT OCV Duty Ratio Bank 1

Control cam timing oil control solenoid assembly

-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 running.
  • Shift lever in P.
• DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.

Control the VVT-iE Opening Angle Bank 1

Control cam timing control motor with EDU assembly

0 to 65 deg

• Perform this test when the following conditions are met:
  • Power switch is on (IG).
  • Engine running (warmed up).
  • Shift lever in P.
• DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
• See waveform *7

Control the EGR Step Position

Control EGR valve assembly

From 0 to 110 step

• The EGR valve is fully closed at step position 0, and fully open at step position 110.
• The amount of EGR gas flowing into the intake manifold varies in accordance with the EGR valve opening angle.
• Perform this test when the following conditions are met:
  • Engine is running.
  • Shift lever in P.
• Do not leave the EGR valve open for 10 seconds or more while performing the Active Test.
• Be sure to return the EGR valve to step 0 when the Active Test is completed.
• Do not open the EGR valve 30 steps or more while performing the Active Test.
• See waveform *8.

Activate the Vacuum Pump

Activate leak detection pump (built into canister pump module)

ON/OFF

Perform this test when the following conditions are met:

• Fuel tank pressure is 3 kPa(gauge) [0.4 psi(gauge)] or less.
• Fuel-vapor containment valve is closed.

*1

Activate the VSV for Vent Valve

Activate vent valve (built into canister pump module)

ON/OFF

Perform this test when the following conditions are met:

• Fuel tank pressure is 3 kPa(gauge) [0.4 psi(gauge)] or less.
• Fuel-vapor containment valve is closed.

*1

Activate the Fuel Filler Opener

Activate fuel lid opener motor

ON/OFF

Perform this test when the following conditions are met:

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

Activate the Fuel Vapor-Containment Valve

Activate fuel vapor-containment valve

Open/Close

Perform this test when the following conditions are met:

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

*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 #4) injector fuel cut

• #1/#2/#3/#4
• 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

Activate the Engine Oil Pressure Control Valve

Control the engine oil pressure control valve assembly

0 to 4999.92 mA

• Perform this test when the following conditions are met:
  • Power switch is on (IG).
  • Engine is stopped.
  • Shift lever in P.
• As the maximum operating current of the oil pressure control valve is 1000 mA, it is necessary to operate the oil pressure control valve within this range. (If the Active Test request value exceeds 1000 mA, the Active Test will be prohibited.)

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".

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".

Control the Engine Cooling Fan Duty Ratio

Control the cooling fan

0 to 100%

Perform this test when vehicle is stopped.

Activate the Electric Water Pump

Water inlet housing with water pump sub-assembly speed control

0 rpm/3000 rpm

Perform this test when engine coolant temperature less than 100°C (212°F).

Activate the Coolant Water Route Switching Valve

Operate flow shutting valve (for heater control)

Close/Open

Perform this test when engine coolant temperature less than 100°C (212°F).

Control the Electric Thermostat Duty Ratio

Control the electric thermostat duty ratio

0 to 100%

Perform this test when engine coolant temperature less than 90°C (194°F).

Evaporative System Check

Evaporative System Check

(Automatic Mode)

Perform 9 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 9 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