SFI SYSTEM DATA LIST / ACTIVE TEST

Vehicle speed/

Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)

Diagnostic Note:

This is the current vehicle speed

Engine speed/

Min.: 0 rpm, Max.: 16383 rpm

Diagnostic Note:

When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.

Load calculated by ECM/

Min.: 0%, Max.: 100%

• 20 to 40%: Idling with warmed up engine (inspection mode [maintenance mode], not charge control)

• 15 to 35%: Running without load (2500 rpm)

Diagnostic Note:

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/

Min.: 0%, Max.: 25700%

Diagnostic Note:

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.)

Airflow rate from mass air flow meter sub-assembly/

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

1 to 3 gm/sec: Idling with warmed up engine (inspection mode [maintenance mode], not charge control)

4.5 to 8.5 gm/sec: Warmed up engine, 2500 rpm (inspection mode [maintenance mode])

Diagnostic Note:

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

Atmospheric pressure/

Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg)

Diagnostic Note:

• This value is calculated from the intake air amount.

• Standard atmospheric pressure: 101 kPa(abs) [758 mmHg(abs)]

• For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (7.5 mmHg). This varies depending on the weather.

Intake manifold absolute pressure/

Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg)

• 80 to 110 kPa(abs) [600 to 825 mmHg(abs)]: Power switch on (IG)

• 20 to 40 kPa(abs) [150 to 300 mmHg(abs)]: Idling with warmed up engine (inspection mode [maintenance mode], not charge control)

Diagnostic Note:

• 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.

Engine coolant temperature/

Min.: -40°C (-40°F), Max.: 140°C (284°F)

Diagnostic Note:

This is the engine coolant temperature.

Intake air temperature/

Min.: -40°C (-40°F), Max.: 140°C (284°F)

Diagnostic Note:

This is the engine intake air temperature.

Engine run time/

Min.: 0 s (seconds), Max.: 65535 s (seconds)

Diagnostic Note:

• 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.

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

Min.: -40°C (-40°F), Max.: 119.3°C (247°F)

Diagnostic Note:

This is the engine coolant temperature stored when the power switch is turned on (READY).

Initial intake air temperature when the power switch is turned on (READY)/

Min.: -40°C (-40°F), Max.: 119.3°C (247°F)

Diagnostic Note:

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

Auxiliary battery voltage/

Min.: 0 V, Max.: 65.535 V

Diagnostic Note:

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

Absolute No. 1 throttle position sensor/

Min.: 0%, Max.: 100%

Diagnostic Note:

The No. 1 throttle position sensor output is converted using 5 V = 100%.

Absolute No. 2 throttle position sensor/

Min.: 0%, Max.: 100%

Diagnostic Note:

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

System guard/

ON or OFF

Diagnostic Note:

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

OFF: Electronic throttle control is stopped.

Whether or not throttle position sensor detecting idle/

ON or OFF

Diagnostic Note:

This is a parameter calculated by the ECM.

Required throttle position/

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

This is a value calculated by the ECM showing the voltage for the target throttle valve position.

Throttle sensor position/

Min.: 0%, Max.: 100%

No. 1 throttle position sensor output voltage/

Min.: 0 V, Max.: 4.98 V

• 0.5 to 1.1 V: Power switch on (IG), accelerator pedal fully released

• 0.6 to 1.4 V: Fail-safe operating

Diagnostic Note:

This is the No. 1 throttle position sensor output 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

Diagnostic Note:

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

Throttle position command value/

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

Throttle Position Command is the same value as Throttle Require Position.

No. 1 throttle position sensor No. 1/

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

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

No. 2 throttle position sensor /

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

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

Throttle motor current/

Min.: 0 A, Max.: 19.9 A

Diagnostic Note:

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

Throttle actuator/

Min.: 0%, Max.: 100%

Diagnostic Note:

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

Throttle actuator duty ratio (open)/

Min.: 0%, Max.: 255%

Diagnostic Note:

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

Throttle actuator duty ratio (close)/

Min.: 0%, Max.: 255%

Diagnostic Note:

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

Throttle valve fully closed (learned value)/

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

• 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 5.5°, the position when the power switch is on (IG), the accelerator pedal is released and the throttle actuator is off).

• Learning is performed immediately after the power switch is turned on (IG).

+BM voltage/

Min.: 0 V, Max.: 79.998 V

Diagnostic Note:

This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P2118 (open circuit) and P0657 (short circuit, ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the power switch is turned off).

Actuator power supply/

ON or OFF

Diagnostic Note:

If +BM power is lost, this item changes to OFF.

Injection period of the No. 1 cylinder/

Min.: 0 μs, Max.: 65535 μs

Diagnostic Note:

This is the injection period of the No. 1 cylinder (the command value from the ECM).

Injection volume (Cylinder 1)/

Min.: 0 ml, Max.: 2.047 ml

Diagnostic Note:

This is the fuel injection volume for 10 injections.

Fuel pump status/

ON or OFF

Purge VSV control duty/

Min.: 0%, Max.: 100%

Diagnostic Note:

• 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.

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

• When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.

Purge flow/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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

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

It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV.

Purge density learned value/

Min.: -200, Max.: 199.993

Diagnostic Note:

Purge Density Learn Value is the proportion of the decrease in injection volume (based on the change in the air fuel ratio feedback compensation value) related to a 1% purge flow rate.

When Purge Density Learn Value is a large negative value, the purge effect is large.

The purge density is determined from the change in the air fuel ratio feedback compensation value when purge flow is introduced.

Purge density learning is performed so that the feedback compensation value is 0 +/-2%.

VSV status for EVAP control/

ON or OFF

Diagnostic Note:

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

Purge VSV duty/

Min.: 0%, Max.: 399.9%

Target air fuel ratio/

Min.: 0, Max.: 1.999

Diagnostic Note:

This is the target air fuel ratio used by the ECM.

• 1.0 is the stoichiometric air fuel ratio. Values that are more than 1 indicate the system attempting to make the air fuel ratio leaner. Values that are less than 1 indicate the system attempting to make the air fuel ratio richer.

• Target Air-Fuel Ratio and AF Lambda B1S1 are related.

Output air fuel ratio associated with bank 1 sensor 1/

Min.: 0, Max.: 1.999

• 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

Diagnostic Note:

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

Air fuel ratio sensor output voltage for bank 1 sensor 1/

Min.: 0 V, Max.: 7.999 V

Diagnostic Note:

This is the output voltage of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current B1S1 below for the actual sensor output).

Air fuel ratio sensor output current for bank 1 sensor 1/

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

Diagnostic Note:

• 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 0.7 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.

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

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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

Heated oxygen sensor output voltage for bank 1 sensor 2/

Min.: 0 V, Max.: 1.275 V

Diagnostic Note:

This is the output voltage of the heated oxygen sensor.

• Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio.

• Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio.

• During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V.

Heated oxygen sensor heater for bank 1 sensor 2/

Not Act or Active

Heated oxygen sensor current for bank 1 sensor 2/

Min.: 0 A, Max.: 4.999 A

Diagnostic Note:

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

Short-term fuel trim for bank 1/

Min.: -100%, Max.: 99.2%

Diagnostic Note:

This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback.

Long-term fuel trim for bank 1/

Min.: -100%, Max.: 99.2%

Diagnostic Note:

The ECM will learn the Long FT #1 values based on Short FT #1. The goal is to keep Short FT #1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio.

This value is used to determine whether the system related to air fuel ratio control is malfunctioning.

The condition of the system is determined based on the sum of Short FT #1 and Long FT #1 (excluding times when the system is in transition).

• 20% or higher: There may be a lean air fuel ratio.

• -20 to 20%: The air fuel ratio can be determined to be normal.

• -20% or less: There may be a rich air fuel ratio.

• Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT #1" indicates the learned value for the current operating range.

  [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range.

Idle area of air fuel ratio learn value/

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

Diagnostic Note:

Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).

Low load area of air fuel ratio learn value/

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

Diagnostic Note:

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).

Middle 1 load area of air fuel ratio learn value/

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

Diagnostic Note:

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).

Middle 2 load area of air fuel ratio learn value/

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

Diagnostic Note:

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).

High load area of air fuel ratio learn value/

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

Diagnostic Note:

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).

Total fuel trim for bank 1 (Average value for fuel trim system of bank 1)/

Min.: -0.5, Max.: 0.496

Diagnostic Note:

Total FT #1 = Short FT #1 + Long FT #1

Fuel system status for bank 1/

OL, CL, OLDrive, OLFault, CLFault or Unused

Diagnostic Note:

• 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.

Fuel system status for bank 2/

OL, CL, OLDrive, OLFault, CLFault or Unused

Ignition timing advance for No. 1 cylinder/

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

Knocking feedback value/

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

-20 to 0 deg(CA)

Driving at 70 km/h (43 mph)

Diagnostic Note:

This is the ignition timing retard compensation amount determined by the presence or absence of knocking.

Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock Feedback Value*3 + each compensation amount

Example: 21 deg(CA) = 10 deg(CA) + 14 deg(CA) - 3 deg(CA)

*1: The most retarded timing value is a constant determined by the engine speed and engine load.

*2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3 deg(CA) as possible.

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

When Knock Feedback Value is more than -2 deg(CA), Knock Correct Learn Value is slowly increased.

*3: The base value is -3 deg(CA) and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased.

• -1 deg(CA): There is no knocking and ignition timing is advanced.

• -6 deg(CA): Knocking is present and the ignition timing is being retarded.

Knocking correction learned value/

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

0 to 22 deg(CA)

Driving at 70 km/h (43 mph)

Diagnostic Note:

Refer to "Knock Feedback Value".

When there is knocking or a lack of power, compare the following values to another vehicle of the same model.

• Engine Speed

• Calculate Load

• IGN Advance

• Knock Feedback Value

• Knock Correct Learn Value

Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced.

Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded.

EGR valve target opening amount/

Min.: 0%, Max.: 100%

Diagnostic Note:

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%.

EGR step position/

Min.: 0 step, Max.: 255 step

Diagnostic Note:

This is the ECM control command.

• When the valve is fully closed, the value is 0 step.

• When the valve is fully open, the value is 110 step.

Variable valve timing (VVT) control status for bank 1/

ON or OFF

Diagnostic Note:

ON: The ECM is sending commands to change the timing (even when the timing is advanced, when the timing is being maintained and not being retarded or advanced any further, the value changes to OFF).

OFF: The system is commanding the timing to change to the most retarded timing.

VVT hold duty learned value for bank 1/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller.

VVT displacement angle for bank 1/

Min.: 0 DegFR, Max.: 639.9 DegFR

Camshaft timing oil control valve assembly operation duty for bank 1/

Min.: 0%, Max.: 399.9%

VVT target angle for bank 1/

Min.: 0 DegFR, Max.: 639.9 DegFR

Variable nozzle turbo type/

Not Avl, Commo, Vacuum, CAN Com or DC

Catalyst temperature for bank 1 sensor 1/

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

Diagnostic Note:

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

This value is included in the conditions used to detect catalyst deterioration (DTC P0420), etc., and should therefore be used as a reference when recreating malfunction conditions.

Catalyst temperature for bank 1 sensor 2/

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

Diagnostic Note:

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

Closed throttle position switch/

ON or OFF

Fuel cut condition/

ON or OFF

Check mode/

ON or OFF

Check mode result for misfire monitor/

Compl or Incmpl

Check mode result for heated oxygen sensor (Bank 1)/

Compl or Incmpl

Check mode result for air fuel ratio sensor (Bank 1)/

Compl or Incmpl

Comprehensive component monitor/

Not Avl or Avail

Fuel system monitor/

Not Avl or Avail

Misfire monitor/

Not Avl or Avail

EGR/VVT monitor/

Not Avl or Avail

EGR/VVT monitor/

Compl or Incmpl

O2S (A/FS) heater monitor/

Not Avl or Avail

O2S (A/FS) heater monitor/

Compl or Incmpl

O2S (A/FS) monitor/

Not Avl or Avail

O2S (A/FS) monitor/

Compl or Incmpl

A/C monitor/

Not Avl or Avail

A/C monitor/

Compl or Incmpl

2nd air monitor/

Not Avl or Avail

2nd air monitor/

Compl or Incmpl

EVAP monitor/

Not Avl or Avail

EVAP monitor/

Compl or Incmpl

Heated catalyst monitor/

Not Avl or Avail

Heated catalyst monitor/

Compl or Incmpl

Catalyst monitor/

Not Avl or Avail

Catalyst monitor/

Compl or Incmpl

*1:

Avail: The monitor is available on the vehicle.

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

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

TC terminal status/

ON or OFF

Number of codes/

Min.: 0, Max.: 255

Diagnostic Note:

This is the number of DTCs stored.

MIL status/

ON or OFF

Distance driven with MIL on/

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

Diagnostic Note:

This is the distance driven since the MIL was illuminated.

Running time from MIL ON/

Min.: 0 min, Max.: 65535 min

Time after DTCs cleared/

Min.: 0 min, Max.: 65535 min

Diagnostic Note:

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 driven after DTCs cleared/

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

Diagnostic Note:

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

Warmup cycles after DTCs cleared/

Min.: 0, Max.: 255

Diagnostic Note:

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

This is the number of times the engine was warmed up after DTCs were cleared (or after the vehicle left the factory).

Distance driven after auxiliary battery cable disconnected/

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

Time after power switch off/

Min.: 0 min, Max.: 655350 min

Diagnostic Note:

This is the number of emissions-related DTCs.

TC and CG (TE1) terminals of DLC3/

ON or OFF

Ignition counter/

Min.: 0, Max.: 65535

Diagnostic Note:

This is the cumulative number of ignitions.

This counter is incremented by one for each ignition (this stops when misfire monitoring stops). This value is cleared every 200 revolutions.

The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by Ignition Trig. Count.

The misfire rate for each cylinder = Cylinder #1 to #4 Misfire Count / Ignition Trig. Count

Cylinder #1 Misfire Count

Cylinder #2 Misfire Count

Cylinder #3 Misfire Count

Cylinder #4 Misfire Count

Misfire count of cylinders 1 to 4/

Min.: 0, Max.: 255

Diagnostic Note:

This is the misfire count for each individual cylinder.

This counter is incremented by one for each misfire and is cleared every 200 revolutions.

Check this item to help determine the malfunctioning cylinder.

Misfire count of all cylinders/

Min.: 0, Max.: 255

Diagnostic Note:

This is the total misfire count of all cylinders.

This counter is incremented by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions.

Engine speed for first misfire range/

Min.: 0 rpm, Max.: 6375 rpm

Diagnostic Note:

• This is the average engine speed recorded when misfiring occurs.

• This value is closer to the actual conditions of the vehicle at the time the 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.

Engine load for first misfire range/

Min.: 0 g/rev, Max.: 3.98 g/rev

Diagnostic Note:

• This is the average engine load recorded when misfiring occurs.

• This value is closer to the actual conditions of the vehicle at the time the 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 monitoring/

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

Diagnostic Note:

This is the misfire detection margin.

Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100%

When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring.

A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring.

Example:

When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.

Electric fan motors operation status/

ON or OFF

Electric cooling fan high speed status/

ON or OFF

Electric cooling fan low speed status/

ON or OFF

Fuel cut at idle/

ON or OFF

Diagnostic Note:

Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high.

Fuel cut TAU (fuel cut during very light load)/

ON or OFF

Diagnostic Note:

This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete.

Status of communication with the hybrid vehicle control ECU/

Comm or No Comm

Status of communication with the skid control ECU/

Comm or No Comm

Diagnostic Note:

Used for identifying the model code: ZVW40#

Diagnostic Note:

Used for identifying the engine type: 2ZRFXE

Number of cylinders/

Min.: 0, Max.: 255

Diagnostic Note:

Used for identifying the number of cylinders: 4

Diagnostic Note:

Unused

Diagnostic Note:

Used for identifying the destination: W

Model year/

Min.: 1900, Max.: 2155

Diagnostic Note:

Used for identifying the model year: 20##

Diagnostic Note:

Used for identifying the engine system: HV (Hybrid)

Engine Speed of Cyl #1

Engine Speed of Cyl #2

Engine Speed of Cyl #3

Engine Speed of Cyl #4

Engine speed for cylinder No. 1 to No. 4/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

This is output only when Check the Cylinder Compression is performed using the Active Test.

This is the engine speed for each cylinder measured during the engine cranking.

When there is compression loss, the engine speed for that cylinder increases.

Average engine speed for all cylinders/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

This is output only when Check the Cylinder Compression is performed using the Active Test.

Sports mode switch status/

ON or OFF

Requested engine torque/

Min.: 0 kW, Max.: 16383.75 kW

HV target engine speed/

Min.: 0 rpm, Max.: 6375 rpm

Actual engine torque/

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

Engine run time/

Min.: 0 s (seconds), Max.: 255 s (seconds)

Request engine run time/

Min.: 0 s (seconds), Max.: 25.5 s (seconds)

Judgment time for complete explosion of ignition/

Min.: 0 s (seconds), Max.: 25.5 s (seconds)

Judgment time for time until engine output/

Min.: 0 s (seconds), Max.: 25.5 s (seconds)

Fuel level/

Empty or Not Emp

ISC learning/

Compl or Incmpl

Fuel cut for engine stop request/

ON or OFF

Engine independent operation/

Not Opr or Operate

Racing operation/

Not Opr or Operate

Request engine warm up/

Not Req or Request

Engine independent control operation/

Not Opr or Operate

Engine water pump assembly target speed/

Min.: 0 rpm, Max.: 6375 rpm

Diagnostic Note:

Target motor speed of the engine water pump

Engine water pump assembly speed/

Min.: 0 rpm, Max.: 6375 rpm

Diagnostic Note:

Actual motor speed of the engine water pump

ISC learning value/

Min.: 0 L/s, Max.: 79.998 L/s