SFI SYSTEM DATA LIST / ACTIVE TEST


  1. DATA LIST

    Tech Tips

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

    Note


    • In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not.

    • The actual values may differ from the values listed in the chart under "Reference Value" due to climate, weather conditions, etc.

    Tech Tips

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


    1. Warm up the engine.

    2. Turn the A/C switch off.

    3. Turn the ignition switch off.

    4. Connect the GTS to the DLC3.

    5. Turn the ignition switch to ON.

    6. Turn the GTS on.

    7. Enter the following menus: Powertrain / Engine and ECT / Data List.

      Tech Tips


      • To display the list box, press the pull down menu button next to Primary. Then select a measurement group.

      • When you select a measurement group, the ECU data belonging to that group is displayed.

      • Measurement Group List / Description


        • All Data / All data

        • Primary / -

        • Engine Control / Engine control system related data

        • Ptrl General / -

        • Ptrl AF Control / Air fuel ratio control system related data

        • Ptrl AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data

        • Ptrl Throttle / Gasoline throttle system related data

        • Ptrl Intake Control / Intake control system related data

        • Ptrl Valve Control / Valve control system related data

        • Ptrl Misfire / "Misfire" related data

        • Ptrl Starting / "Difficult to start" related data

        • Ptrl Rough Idle / "Rough idle" related data

        • Ptrl Evaporative / Evaporative system related data

        • Ptrl CAT Converter / Catalyst converter related data

        • Check Mode / Check mode related data

        • Monitor Status / Monitor status related data

        • Ignition / Ignition system related data

        • Charging Control / Charging control system related data

        • Compression / Data used during "Check the Cylinder Compression" Active Test

        • AT / Automatic transaxle system related data

        • Vehicle Information / Vehicle information

    8. According to the display on the GTS, read the Data List.

      Tech Tips

      The title used for each group of Data List items in this repair manual does not appear on the GTS. However, the name in parentheses after the title, which is a Measurement Group, does appear on the GTS. When the name shown in parentheses is selected on the GTS, all the Data List items listed for that group will be displayed.

  2. Various Vehicle Conditions 1 (All Data)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Vehicle Speed Vehicle speed Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) Actual vehicle speed -

    • This is the current vehicle speed.

    • The vehicle speed is detected using the wheel speed sensors.


      • There is a delay in when the vehicle speed data is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.
    Engine Speed Engine speed Min.: 0 rpm, Max.: 16383 rpm 610 to 710 rpm: Idling with warm engine, shift lever in N, A/C off Idling (engine warmed up and A/C off): 669 rpm When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.
    Calculate Load Load calculated by ECM Min.: 0%, Max.: 100% -

    • Ignition switch ON: 0.0%

    • Idling (engine warmed up): 24.7%

    • Running without load (3000 rpm): 23.1%

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

    • Calculate Load = Estimated intake manifold pressure / maximum intake manifold pressure x 100 (%)

      (For example, when the estimated intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.)
    Vehicle Load Vehicle load Min.: 0%, Max.: 25700% -

    • Ignition switch ON: 0.0%

    • Idling (engine warmed up): 13.7%

    • Running without load (3000 rpm): 13.7%

    • This is the engine intake air charging efficiency.

    • Vehicle Load = Current intake airflow (gm/sec) / maximum intake airflow x 100%

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

    Tech Tips

    Due to individual engine differences, intake air temperature, etc., the value may exceed 100%.

    Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm)

    (Intake airflow (gm/sec) is MAF value)
    MAF Airflow rate from mass air flow meter sub-assembly Min.: 0 gm/sec, Max.: 655.35 gm/sec

    • 1.0 to 3.0 gm/sec: Idling with warm engine (A/C off and shift lever in N)

    • 8.0 to 22.0 gm/sec: 3000 rpm (A/C off and shift lever in N)

    • Ignition switch ON: 0.50 gm/sec

    • Idling (engine warmed up): 2.31 gm/sec

    • Running without load (2500 rpm): 8.60 gm/sec

    • Running without load (3000 rpm): 10.20 gm/sec

    		 This is the intake air amount from the mass air flow meter sub-assembly.
    Atmosphere Pressure Atmospheric pressure Min.: 0 kPa (0 psi), Max.: 255 kPa (36.98 psi) Equivalent to atmospheric pressure (absolute pressure) Idling (engine warmed up): 99 kPa(abs) [14.36 psi(abs)]

    • This value is calculated from the intake air amount.

    • Standard atmospheric pressure: 101 kPa(abs) [14.65 psi(abs)]

    • For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (0.15 psi). This varies by weather.
    Coolant Temp 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.

    Tech Tips


    • After warming up the engine, the engine coolant temperature is 75 to 100°C (167 to 212°F).

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

    • If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted.

    • Check if the engine overheats when the value indicates 140°C (284°F).
    Intake Air Intake air temperature Min.: -40°C (-40°F), Max.: 140°C (284°F) Equivalent to temperature at location of mass air flow meter sub-assembly -

    This is the intake air temperature.

    Tech Tips


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

    • If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted.
    Ambient Temperature Ambient temperature Min.: -40°C (-40°F), Max.: 215°C (419°F) Actual ambient temperature -

    This is the ambient temperature.

    Tech Tips

    If the vehicle has been left as is for a long time after the ignition switch was turned off, coolant temperature, intake air temperature and ambient temperature will be almost the same.
    Engine Run Time Engine run time Min.: 0 s, Max.: 65535 s Time after engine start -

    This is the time elapsed since the engine was started.

    Tech Tips

    The time is counted only while the engine is running.
    Initial Engine Coolant Temp Initial engine coolant temperature Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) - - This is the engine coolant temperature stored when the ignition switch is turned to ON.
    Initial Intake Air Temp Initial intake air temperature Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) - - This is the intake air temperature stored when the ignition switch is turned to ON.
    Battery Voltage Battery voltage Min.: 0 V, Max.: 65.535 V 11 to 14 V: Idling

    • Ignition switch ON: 12.343 V

    • Cranking: 10.390 V

    • Idling (engine warmed up): 13.496 V

    		 If 11 V or less, characteristics of some electrical components may change.
    Glow Indicator Supported Status of glow indicator supported Unsupp or Supp Unsupp - -
    Glow Indicator Glow indicator ON or OFF OFF - -

  3. Throttle Control 1 (Ptrl Throttle)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Accelerator Position Accelerator pedal position Min.: 0%, Max.: 399.9% Actual accelerator pedal position

    • Ignition switch ON: 0.0% (accelerator pedal fully released)

    • Ignition switch ON: 100.0% (accelerator pedal fully depressed)

    		 This is the accelerator pedal position defined using the learned fully released position (sensor output) of No. 1 accelerator pedal position sensor as 0% and the fully depressed position as 100%.
    Accel Sens. No.1 Volt % Absolute No. 1 accelerator pedal position Min.: 0%, Max.: 100%

    • 10 to 22%: Accelerator pedal fully released

    • 52 to 90%: Accelerator pedal fully depressed

    • Ignition switch ON: 16.0% (accelerator pedal fully released)

    • Ignition switch ON: 72.9% (accelerator pedal fully depressed)

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

    Tech Tips

    If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal.
    Accel Sens. No.2 Volt % Absolute No. 2 accelerator pedal position Min.: 0%, Max.: 100%

    • 24 to 40%: Accelerator pedal fully released

    • 68 to 95%: Accelerator pedal fully depressed

    • Ignition switch ON: 32.1% (accelerator pedal fully released)

    • Ignition switch ON: 88.6% (accelerator pedal fully depressed)

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

  4. Throttle Control 2 (All Data)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Accel Sensor Out No.1 No. 1 accelerator pedal position sensor voltage Min.: 0 V, Max.: 4.98 V

    • 0.5 to 1.1 V: Accelerator pedal fully released

    • 2.6 to 4.5 V: Accelerator pedal fully depressed

    • Ignition switch ON: 0.800 V (accelerator pedal fully released)

    • Ignition switch ON: 3.632 V (accelerator pedal fully depressed)

    		 This is the raw voltage from the No. 1 accelerator pedal position sensor.
    Accel Sensor Out No.2 No. 2 accelerator pedal position sensor voltage Min.: 0 V, Max.: 4.98 V

    • 1.2 to 2.0 V: Accelerator pedal fully released

    • 3.4 to 4.75 V: Accelerator pedal fully depressed

    • Ignition switch ON: 1.601 V (accelerator pedal fully released)

    • Ignition switch ON: 4.414 V (accelerator pedal fully depressed)

    		 This is the raw voltage from the No. 2 accelerator pedal position sensor.

  5. Throttle Control 3 (Ptrl Throttle)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Accelerator Idle Position Whether or not accelerator pedal position sensor detecting released accelerator pedal ON or OFF ON: Accelerator pedal fully released

    • Ignition switch ON: ON (accelerator pedal fully released)

    • Ignition switch ON: OFF (accelerator pedal depressed)

    		 This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.
    Accel Fully Close Learn #1 Accelerator fully released learned value (No. 1) Min.: 0 deg, Max.: 124.5 deg - Ignition switch ON: 20.0 deg This is the value of No. 1 accelerator pedal position sensor learned when the accelerator pedal is released.
    Accel Fully Close Learn #2 Accelerator fully released learned value (No. 2) Min.: 0 deg, Max.: 124.5 deg - Ignition switch ON: 40.0 deg This is the value of No. 2 accelerator pedal position sensor learned when the accelerator pedal is released.
    Throttle Sensor Volt % Absolute No. 1 throttle position sensor Min.: 0%, Max.: 100%

    • 10 to 22%: Accelerator pedal fully released

    • 64 to 96%: Accelerator pedal fully depressed

    • Ignition switch ON: 18.4% (accelerator pedal fully released)

      Tech Tips

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

    • Ignition switch ON: 82.3% (accelerator pedal fully depressed)

    • Idling (engine warmed up): 14.9%

    • Running without load (3000 rpm): 18.8%

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

    Tech Tips

    If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.
    Throttl Sensor #2 Volt % Absolute No. 2 throttle position sensor Min.: 0%, Max.: 100%

    • 42 to 62%: Accelerator pedal fully released

    • 92 to 100%: Accelerator pedal fully depressed

    • Ignition switch ON: 50.5% (accelerator pedal fully released)

      Tech Tips

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

    • Ignition switch ON: 98.8% (accelerator pedal fully depressed)

    • Idling (engine warmed up): 46.6%

    		 The No. 2 throttle position sensor output is converted using 5 V = 100%.
    ST1 Brake pedal signal ON or OFF

    • ON: Brake pedal depressed

    • OFF: Brake pedal released

    		 - This is the stop light switch assembly signal (ST1- terminal).
    System Guard System guard ON or OFF ON Idling (engine warmed up): ON

    • When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function.

    • OFF: Electronic throttle control is stopped.
    Open Side Malfunction Open malfunction ON or OFF OFF - This parameter indicates a malfunction in the electronic throttle when the throttle valve is open.
    Throttle Idle Position Whether or not throttle position sensor detecting idle ON or OFF -

    • Ignition switch ON: OFF

    • Idling (engine warmed up): ON

    • Running without load (3000 rpm): OFF

    • This is a parameter calculated by the ECM.

    • The value is ON when the throttle is at the idle position and OFF when the throttle is open.
    Throttle Require Position Required throttle position Min.: 0 V, Max.: 4.98 V -

    • Ignition switch ON: 0.820 V (accelerator pedal fully released)

    • Ignition switch ON: 4.121 V (accelerator pedal fully depressed)

    • Idling (engine warmed up): 0.742 V

    		 This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No.1 value except during very rapid throttle valve movement, such as that used during wheelspin control.
    Throttle Sensor Position Throttle sensor position Min.: 0%, Max.: 100%

    • 0%: Accelerator pedal fully released

    • 50 to 80%: Accelerator pedal fully depressed

    		 Idling (engine warmed up): 0.0%

    • This is the throttle valve opening amount used for engine control.

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

    • This value has no meaning when the ignition switch is turned to ON and the engine is stopped.
    Throttle Position No.1 No. 1 throttle position sensor output voltage Min.: 0 V, Max.: 4.98 V

    Almost same as "Throttle Require Position"


    • 0.5 to 1.1 V: Accelerator pedal fully released

    • 3.2 to 4.8 V: Accelerator pedal fully depressed

    • 0.6 to 1.4 V: Fail-safe operating

    • Ignition switch ON: 0.917 V (accelerator pedal fully released)

    • Ignition switch ON: 4.121 V (accelerator pedal fully depressed)

    • Idling (engine warmed up): 0.761 V

    		 This is the No. 1 throttle position sensor output voltage.
    Throttle Position No.2 No. 2 throttle position sensor output voltage Min.: 0 V, Max.: 4.98 V

    • 2.1 to 3.1 V: Accelerator pedal fully released

    • 4.6 to 4.98 V: Accelerator pedal fully depressed

    • 2.1 to 3.1 V: Fail-safe operating

    • Ignition switch ON: 2.519 V (accelerator pedal fully released)

    • Ignition switch ON: 4.921 V (accelerator pedal fully depressed)

    • Idling (engine warmed up): 2.324 V

    		 This is the No. 2 throttle position sensor output voltage.
    Throttle Position Command Throttle position command value Min.: 0 V, Max.: 4.98 V - - Throttle Position Command is the same value as Throttle Require Position.
    Throttle Sens Open Pos #1 No. 1 throttle position sensor Min.: 0 V, Max.: 4.98 V 0.6 to 1.4 V Ignition switch ON: 0.917 V This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the ignition switch ON.
    Throttle Sens Open Pos #2 No. 2 throttle position sensor Min.: 0 V, Max.: 4.98 V 1.7 to 2.5 V Ignition switch ON: 2.011 V This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the ignition switch ON.
    Throttle Motor Current Throttle actuator current Min.: 0 A, Max.: 19.9 A 0 to 3.0 A: Idling (A/C off and shift lever in N)

    • Ignition switch ON: 0.0 A (accelerator pedal fully released)

    • Ignition switch ON: 0.8 A (accelerator pedal fully depressed)

    • Idling (engine warmed up): 0.8 A

    • Running without load (3000 rpm): 0.6 A

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

    • This value normally fluctuates around 1 A.
    Throttle Motor DUTY Throttle actuator Min.: 0%, Max.: 100% 10 to 22%: Idling (A/C off and shift lever in N) - This is the output duty ratio of the throttle actuator drive circuit.
    Throttle Motor Duty (Open) Throttle actuator duty ratio (open) Min.: 0%, Max.: 255% 0 to 40%: Idling (A/C off and shift lever in N)

    • Ignition switch ON: 0% (accelerator pedal fully released)

    • Ignition switch ON: 16% (accelerator pedal fully depressed)

    • Idling (engine warmed up): 0%

    • Running without load (3000 rpm): 11%

    		 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 (Close) Throttle actuator duty ratio (close) Min.: 0%, Max.: 255% 0 to 40%: Idling (A/C off and shift lever in N)

    • Ignition switch ON: 0% (accelerator pedal fully released)

    • Ignition switch ON): 0% (accelerator pedal fully depressed)

    • Idling (engine warmed up): 16%

    • Running without load (3000 rpm): 0%

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

    Tech Tips

    During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve.
    Throttle Fully Close Learn Throttle valve fully closed position (learned value) Min.: 0 V, Max.: 4.98 V 0.4 to 1.0 V: Accelerator pedal fully released Ignition switch ON: 0.644 V

    • The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the ignition switch is turned to ON, the accelerator pedal is released and the throttle actuator is off).

    • Learning is performed immediately after the ignition switch is turned to ON..
    +BM Voltage +BM voltage Min.: 0 V, Max.: 79.998 V 11 to 14 V: Ignition switch ON and system normal - 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 Ignition switch is turned off).
    Actuator Power Supply Actuator power supply ON or OFF ON: Idling - If +BM power is lost, this item changes to OFF.
    Throttle Air Flow Learning Value(Area 1) Throttle air flow learning value of area 1 Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value(Area 2) Throttle air flow learning value of area 2 Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value(Area 3) Throttle air flow learning value of area 3 Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value(Calculated Value) Throttle air flow learning value (calculated value) Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value(Atmosphere Pressure Offset Value) Throttle air flow learning value (atmosphere pressure offset value) Min.: 0, Max.: 2.55 - - -
    Throttle Air Flow Learning Prohibit(Intake Air Pressure Malfunction) Throttle air flow learning prohibit (intake air pressure malfunction) OK or NG - - -
    Throttle Air Flow Learning Prohibit(Air Fuel Ratio Malfunction) Throttle air flow learning prohibit (air fuel ratio malfunction) OK or NG - - -
    Throttle Position Throttle valve opening angle Min.: 0 deg, Max.: 499.99 deg - Idling (engine warmed up): 0.00 deg This value has no meaning when the ignition switch to ON and the engine is stopped.

  6. Idle Speed Control (Ptrl Rough Idle)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    ISC Position Requested throttle opening amount calculated using ISC control Min.: 0 deg, Max.: 499.99 deg - Idling (engine warmed up): 2.80 deg This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow).
    Low Revolution Control Low engine speed control operation state ON or OFF - Idling (engine warmed up): OFF

    • This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 rpm).


      • 900 rpm (when the engine coolant temperature is 10°C [50°F])

      • 850 rpm (when the engine coolant temperature is 30°C [86°F])

      • 750 rpm (when the engine coolant temperature is 60°C [140°F])

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

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

        Tech Tips

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

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

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

    • For use when engine stall, starting problems or rough idle is present.
    N Range Status Shift lever N status ON or OFF ON: Shift lever is P or N - -
    ISC Feedback Learning Torque ISC feedback learning torque Min.: -1024 Nm, Max.: 1023.96 Nm -7 to 15 Nm: Idling (A/C off and shift lever in N) Idling (engine warmed up): -0.29 Nm

    The compensation value to make the engine run at the target idle speed. This value expresses the difference from the estimated torque. For example, when the ISC feedback learning torque is "+", maintaining the idle speed requires more torque than the estimated torque.

    Tech Tips


    • When the absolute value of the "ISC Feedback Torque" exceeds a certain value, that absolute value is gradually taken into account in the "ISC Feedback Learn Torque".

    • When the engine is operating stably near the target idle speed, the following relational expression can be derived.

      ISC torque (ISC total torque) = "ISC Feedback Learn Torque" + "ISC Feedback Torque" + "ISC Feedback Torque (Recent)" + "ISC Total AUXS Torque"
    ISC Total AUXS Torque ISC total AUXS torque Min.: -1024 Nm, Max.: 1023.96 Nm 8 to 25 Nm: Idling (A/C off and shift lever in N) Idling (engine warmed up): 16.31 Nm The total of each estimated load torque when the engine is idling. (The total load torque of the engine's friction, alternator, air conditioner, A/T, etc.)
    ISC Feedback Torque ISC feedback torque Min.: -1024 Nm, Max.: 1023.96 Nm -7 to 15 Nm: Idling (A/C off and shift lever in N) Idling (engine warmed up): -0.82 Nm

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

    Tech Tips

    When the engine does not run at the target idle speed, the "ISC Feedback Torque" increases or decreases.
    ISC Feedback Torque(Recent) ISC feedback torque (recent) Min.: -1024 Nm, Max.: 1023.96 Nm -5 to 5 Nm: Idling (A/C off and shift lever in N) Idling (engine warmed up): 0.03 Nm

    This expresses the feedback compensation value (torque) that first moves to make the engine run quickly at the target idle speed.

    Tech Tips

    When the engine does not run at the target idle speed, the "ISC Feedback Torque (Recent)" first increases or decreases, and subsequently, that decrease or increase is conveyed to the "ISC Feedback Torque" (which controls the amount of air).
    ISC AUXS Torque(Alternator) ISC AUXS torque (alternator) Min.: -1024 Nm, Max.: 1023.96 Nm 0 to 30 Nm: Idling (A/C off and shift lever in N) Idling (engine warmed up): 5.87 Nm This expresses the ISC compensation amount (estimated torque) according to the alternator's load.
    ISC AUXS Torque(Air Conditioner) ISC AUXS torque (air conditioner) Min.: -1024 Nm, Max.: 1023.96 Nm 5 to 25 Nm: Idling (A/C and shift lever in N) Idling (engine warmed up): 0.00 Nm This expresses the ISC compensation torque (estimated torque) according to the air conditioner compressor's load.
    Throttle Air Flow F/B Value Throttle air flow feedback value Min.: -4096000 L/s, Max.: 4095875 L/s - - This expresses the throttle air flow feedback value.

  7. Fuel System 1 (Ptrl General)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Injector (Port) Injection period of the No. 1 cylinder Min.: 0 μs, Max.: 65535 μs -

    • Idling (engine warmed up): 2436 μs

    • Running without load (3000 rpm): 2232 μs

    		 This is the injection period of the No. 1 cylinder (the command value from the ECM).
    Injection Volum (Cylinder1) Injection volume (cylinder 1) Min.: 0 ml, Max.: 2.047 ml 0 to 0.5 ml: Idling

    • Idling (engine warmed up): 0.103 ml

    • Running without load (3000 rpm): 0.091 ml

    		 This is the fuel injection volume for 10 injections.
    Fuel Pump/Speed Status Fuel pump status ON or OFF ON: Starter on or engine running - -

  8. Intake Control 1 (Ptrl Intake Control)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    TCV Status Intake air control valve actuator for tumble control valve status ON or OFF ON: Cold engine start - This item changes to ON while the tumble control valve is closed.

  9. Fuel System 2 (All Data)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Current Fuel Type Current fuel type - Gasoline/petrol - -

  10. EVAP System (Ptrl Evaporative)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    EVAP (Purge) VSV Purge VSV control duty Min.: 0%, Max.: 100% -

    • Idling (engine warmed up): 0.0%

    • Running without load (3000 rpm): 23.5%

    • This is the command signal from the ECM.

    • This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed.

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

    • When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.
    Evap Purge Flow Purge flow Min.: 0%, Max.: 399.9% -

    • Idling (engine warmed up): 0.0%

    • Running without load (3000 rpm): 1.3%

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

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

    • It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV.
    Purge Density Learn Value Purge density learned value Min.: -200, Max.: 199.993 - Idling (engine warmed up): 0.000

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

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

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

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

    Tech Tips


    • 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.
    EVAP Purge VSV VSV status for EVAP control ON or OFF - - This parameter displays ON when EVAP (Purge) VSV is approximately 30% or higher, and displays OFF when the VSV duty ratio is less than 30%.
    Purge Cut VSV Duty Purge VSV duty Min.: 0%, Max.: 399.9% -

    • Idling (engine warmed up): 0.0%

    • Running without load (3000 rpm): 16.2%

    		 -

  11. Air Fuel Ratio Control 1 (All Data)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Target Air-Fuel Ratio Target air fuel ratio Min.: 0, Max.: 1.99 0.8 to 1.2: During idling

    • Idling (engine warmed up): 0.999 (Performing feedback control at the stoichiometric air fuel ratio)

    • Running without load (3000 rpm): 0.999 (Performing feedback control at the stoichiometric air fuel ratio)

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

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

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

  12. Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    AF Lambda B1S1 Output air fuel ratio associated with bank 1 sensor 1 Min.: 0, Max.: 1.99

    Value less than 1 (0.000 to 0.999) = Rich

    1 = Stoichiometric air fuel ratio

    Value more than 1 (1.001 to 1.999) = Lean

    • Idling (engine warmed up): 0.997

    • Running without load (3000 rpm): 0.985

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

    • Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.

    • Reference valve when performing the Active Test:


      • Injection Volume: +/-0%


        • AF Lambda B1S1: 0.963

        • AFS Voltage B1S1: 3.068 V

        • AFS Current B1S1: -0.09 mA

        • O2S B1S2: 0.075 V


      • Injection Volume: -12.5%


        • AF Lambda B1S1: 1.125

        • AFS Voltage B1S1: 3.742 V

        • AFS Current B1S1: 0.16 mA

        • O2S B1S2: 0.115 V


      • Injection Volume: 12.5%


        • AF Lambda B1S1: 0.882

        • AFS Voltage B1S1: 2.453 V

        • AFS Current B1S1: -0.32 mA

        • O2S B1S2: 0.915 V
    AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1 Min.: 0 V, Max.: 7.99 V 2.6 to 3.8 V: Idling

    • Idling (engine warmed up): 3.283 V

    • Running without load (3000 rpm): 3.229 V

    • Fuel-cut during deceleration being performed: 4.996 V

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

    • Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.
    AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 Min.: -128 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling

    • Idling (engine warmed up): -0.01 mA

    • Running without load (3000 rpm): -0.03 mA

    • Fuel-cut during deceleration being performed: 1.54 mA

    • With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA.

    • When the value is outside the range of 0.7 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.
    A/F Heater Duty B1S1 Air fuel ratio sensor heater duty ratio for bank 1 Min.: 0%, Max.: 399.9% 0 to 100% Idling (engine warmed up): 21.0% When the value is any value except 0%, current is being supplied to the heater.
    O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 Min.: 0 V, Max.: 1.275 V 0 to 1.0 V

    • Idling (engine warmed up): 0.000 V

    • Running without load (3000 rpm): 0.605 V

    • This is the output voltage of the heated oxygen sensor.

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

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

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

    • Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor.

    • Reference valve when performing the Active Test:


      • Injection Volume: -12.5%


        • AF Lambda B1S1: 1.125

        • AFS Voltage B1S1: 3.742 V

        • AFS Current B1S1: 0.16 mA

        • O2S B1S2: 0.115 V


      • Injection Volume: 12.5%


        • AF Lambda B1S1: 0.882

        • AFS Voltage B1S1: 2.453 V

        • AFS Current B1S1: -0.32 mA

        • O2S B1S2: 0.915 V
    O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2 Active or Not Act - - -
    O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2 Min.: 0 A, Max.: 4.999 A -

    • Idling (engine warmed up): 0.000 A

    • Running without load (3000 rpm): 1.054 A

    		 When the value is any value except 0 A, current is being supplied to the heater.
    Short FT B1S1 Short-term fuel trim for bank 1 Min.: -100%, Max.: 99.2% -15 to 15%

    • Idling (engine warmed up): 3.125%

    • Running without load (3000 rpm): 0.000%

    		 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 FT B1S1 Long-term fuel trim for bank 1 Min.: -100%, Max.: 99.2% -15 to 15%

    • Idling (engine warmed up): 4.687%

    • Running without load (3000 rpm): -6.250%

    • The ECM will learn the Long FT B1S1 values based on Short FT B1S1. The goal is to keep Short FT B1S1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio.

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

    • The condition of the system is determined based on the sum of Short FT B1S1 and Long FT B1S1 (excluding times when the system is in transition).


      • 15% or higher: There may be a lean air fuel ratio.

      • -15 to 15%: The air fuel ratio can be determined to be normal.

      • -15% or less: There may be a rich air fuel ratio.

      • Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT B1S1" indicates the learned value for the current operating range.

        [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] 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 B1S1" indicates the current engine operating range.
    Total FT #1 Total fuel trim for bank 1 Min.: -0.5, Max.: 0.496 -0.28 to 0.2: Idling - Total FT #1 = Short FT B1S1 + Long FT B1S1
    Fuel System Status #1 Fuel system status for bank 1 OL, CL, OLDrive, OLFault, CLFault or Unused CL: Idling after warming up -

    • OL (Open Loop): Has not yet satisfied conditions to go to closed loop.

    • CL (Closed Loop): Feedback to perform fuel control.

    • OLDrive: Open loop due to driving conditions (fuel enrichment).

    • OLFault: Open loop due to a detected system fault.

    • CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning.

    Tech Tips

    CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B1S1 is approximately 1.0 and AFS Voltage B1S1 is approximately 3.3 V.
    Fuel System Status #2 Fuel system status for bank 2 OL, CL, OLDrive, OLFault, CLFault or Unused Unused - -
    A/F Learn Value Idle #1 Air fuel ratio learn value of idle area (bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
    A/F Learn Value Low #1 Air fuel ratio learn value of low load area (bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
    A/F Learn Value Mid1 #1 Air fuel ratio learn value of middle1 load area (bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
    A/F Learn Value Mid2 #1 Air fuel ratio learn value of middle2 load area (bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
    A/F Learn Value High #1 Air fuel ratio learn value of high load area (bank 1) Min.: -50%, Max.: 49.6% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

  13. Ignition System (Ignition)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    IGN Advance Ignition timing advance for No. 1 cylinder Min.: -64 deg, Max.: 63.5 deg 5 to 20 deg: Idling with warm engine (A/C off and shift lever in N)

    • Idling (engine warmed up): 12.5 deg

    • Running without load (3000 rpm): 45.0 deg

    		 -
    Knock Feedback Value Knocking feedback value Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) -

    • Idling (engine warmed up): -3.0 deg(CA)

    • Running without load (3000 rpm): -3.0 deg(CA)

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

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

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

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

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

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

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

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

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

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

    Tech Tips

    If Knock Feedback Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3 deg(CA)), it can be determined that knocking is not being detected.


      Possible Causes:

    • There is a problem with the knock control sensor sensitivity.

    • The knock control sensor is improperly installed.

    • There is a problem with a wire harness.
    Knock Correct Learn Value Knocking correction learned value Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) -

    • Idling (engine warmed up): 19.0 deg(CA)

    • Running without load (3000 rpm): 17.4 deg(CA)

    • Refer to "Knock Feedback Value".

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


      • Engine Speed

      • Calculate Load

      • IGN Advance

      • Knock Feedback Value

      • Knock Correct Learn Value

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

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

    Tech Tips

    When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).
    Idle Spark Advn Ctrl #1 Individual cylinder timing advance compensation amount (No. 1) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -

    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.

    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
    Idle Spark Advn Ctrl #2 Individual cylinder timing advance compensation amount (No. 2) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -

    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.

    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
    Idle Spark Advn Ctrl #3 Individual cylinder timing advance compensation amount (No. 3) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -

    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.

    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
    Idle Spark Advn Ctrl #4 Individual cylinder timing advance compensation amount (No. 4) Min.: 0 deg(CA), Max.: 15.93 deg(CA) - -

    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.

    • It may be possible to use this item to help determine specific cylinders which are not operating normally.

  14. Intake Control 2 (Ptrl Intake Control)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    ACIS VSV VSV status for ACIS (Acoustic Control Induction System) control ON or OFF - - This is the ECM control command.
    IAC Sensor Voltage Intake air control valve position sensor output voltage Min.: 0 V, Max.: 4.999 V - -

    • If the value is 0.2 V or less:


      • The IAC1 circuit is shorted.

      • The VCIA circuit is open.

    • If the value is 4.8 V or higher:


      • The VCIA and IAC1 circuits are shorted.

      • The IAC1 circuit is open.

      • The EIA1 circuit is open.
    Intake Air Control Position Intake air control valve position Min.: -250 deg, Max.: 249 deg - - This is the value of the tumble control valve position sensor.

  15. VVT Control (Ptrl Valve Control)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    VVT Control Status #1 Variable Valve Timing (VVT) control status for bank 1 ON or OFF - -

    • 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 Advance Fail VVT control failure status ON or OFF OFF - ON: There is a VVT timing advance malfunction.
    VVT Aim Angle #1 VVT hold duty learned value for bank 1 Min.: 0%, Max.: 399.9% - - This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller.
    VVT Change Angle #1 VVT displacement angle for bank 1 Min.: 0 DegFR, Max.: 639.9 DegFR - - By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor signal is being output.
    VVT OCV Duty #1 VVT camshaft timing oil control valve operation duty for bank 1 Min.: 0%, Max.: 399.9% - - -
    VVT Ex Hold Lrn Val #1 VVT exhaust hold duty ratio learned value for bank 1 Min.: 0%, Max.: 399.9% - - This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the retarded state of the VVT controller.
    VVT Ex Chg Angle #1 VVT exhaust displacement angle for bank 1 Min.: 0 DegFR, Max.: 639.9 DegFR - - -
    VVT Ex OCV Duty #1 VVT exhaust camshaft timing oil control valve duty for bank 1 Min.: 0%, Max.: 399.9% - - -
    VVT Target Angle #1 VVT target angle for bank 1 Min.: 0 DegFR, Max.: 639.9 DegFR - - -
    VVT Ex Target Angle #1 VVT exhaust target angle for bank 1 Min.: 0 DegFR, Max.: 639.9 DegFR - - -

  16. Various Vehicle Conditions 2 (All Data)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    VN Turbo Type VN turbo type Not Avl, Commo, Vacuum, CAN Com or DC Not Avl - Indicates the VN turbo vane actuation method.

  17. Catalyst (Ptrl CAT Converter)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Catalyst Temp B1S1 Catalyst temperature for bank 1 sensor 1 Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - -

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

    • This value is included in the conditions used to detect catalyst deterioration (DTC P0420), etc., and should therefore be used as a reference when recreating malfunction conditions.
    Catalyst Temp B1S2 Catalyst temperature for bank 1 sensor 2 Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) - - This is the temperature of the rear catalyst estimated by the ECM.

  18. Various Vehicle Conditions 3 (All Data)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Starter Signal Starter signal ON or OFF

    • ON: Starter operating

    • OFF: Starter not operating

    		 - -
    Power Steering Signal Power steering signal status ON or OFF ON: Power steering operating - -
    Neutral Position SW Signal Neutral Position switch signal status ON or OFF ON: Shift lever in P or N - -
    Stop Light Switch Stop light switch ON or OFF

    • ON: Brake pedal depressed

    • OFF: Brake pedal released

    		 - -
    A/C Signal A/C switch status ON or OFF ON: A/C on - -
    Closed Throttle Position SW Closed throttle position switch status ON or OFF

    • ON: Throttle fully closed

    • OFF: Throttle open

    		 - -
    Fuel Cut Condition Fuel cut condition ON or OFF ON: Fuel cut operating - -
    Immobiliser Communication Immobiliser communication ON or OFF ON: Normal - -

  19. Check Mode (Check Mode)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Check Mode Check mode ON or OFF ON: Check mode on -

    • *
    SPD Test Result Check mode result for vehicle speed sensor Compl or Incmpl - - -
    Misfire Test Result Check mode result for misfire monitor Compl or Incmpl - - -
    OXS1 (A/FS2) Test Result Check mode result for heated oxygen sensor (bank 1) Compl or Incmpl - - -
    A/F Test Results #1 Check mode result for air fuel ratio sensor (bank 1) Compl or Incmpl - - -

    *: Refer to Check Mode Procedure.

    Click here

  20. Test Result (Monitor Status)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Complete Parts Monitor Comprehensive component monitor Not Avl or Avail - -

    • *
    Fuel System Monitor Fuel system monitor Not Avl or Avail - -

    • *
    Misfire Monitor Misfire monitor Not Avl or Avail - -

    • *
    EGR/VVT Monitor EGR/VVT monitor Not Avl or Avail - -

    • *
    EGR/VVT Monitor EGR/VVT monitor Compl or Incmpl - -

    • *
    O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor Not Avl or Avail - -

    • *
    O2S(A/FS) Heater Monitor O2S (A/FS) heater monitor Compl or Incmpl - -

    • *
    O2S(A/FS) Monitor O2S (A/FS) monitor Not Avl or Avail - -

    • *
    O2S(A/FS) Monitor O2S (A/FS) monitor Compl or Incmpl - -

    • *
    A/C Monitor A/C monitor Not Avl or Avail - -

    • *
    A/C Monitor A/C monitor Compl or Incmpl - -

    • *
    2nd Air Monitor 2nd air monitor Not Avl or Avail - -

    • *
    2nd Air Monitor 2nd air monitor Compl or Incmpl - -

    • *
    EVAP Monitor EVAP monitor Not Avl or Avail - -

    • *
    EVAP Monitor EVAP monitor Compl or Incmpl - -

    • *
    Heated Catalyst Monitor Heated catalyst monitor Not Avl or Avail - -

    • *
    Heated Catalyst Monitor Heated catalyst monitor Compl or Incmpl - -

    • *
    Catalyst Monitor Catalyst monitor Not Avl or Avail - -

    • *
    Catalyst Monitor Catalyst monitor Compl or Incmpl - -

    • *

    *:

    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 ignition switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the battery cable is disconnected.

  21. Various Vehicle Conditions 4 (All Data)


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

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

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

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

  22. Misfire (Ptrl Misfire)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Ignition Trig. Count Ignition counter Min.: 0, Max.: 65535 0 to 400 -

    • 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

    Tech Tips


    • For 4-cylinder engines, the values range from 0 to 400.

    • For 6-cylinder engines, the values range from 0 to 600.

    • For 8-cylinder engines, the values range from 0 to 800.
    Cylinder #1 Misfire Count Misfire count of cylinder 1 Min.: 0, Max.: 255 0 -

    • This is the misfire count for each individual cylinder.

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

    • Check this item to help determine the malfunctioning cylinder.
    Cylinder #2 Misfire Count Misfire count of cylinder 2 Min.: 0, Max.: 255 0 -

    • This is the misfire count for each individual cylinder.

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

    • Check this item to help determine the malfunctioning cylinder.
    Cylinder #3 Misfire Count Misfire count of cylinder 3 Min.: 0, Max.: 255 0 -

    • This is the misfire count for each individual cylinder.

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

    • Check this item to help determine the malfunctioning cylinder.
    Cylinder #4 Misfire Count Misfire count of cylinder 4 Min.: 0, Max.: 255 0 -

    • This is the misfire count for each individual cylinder.

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

    • Check this item to help determine the malfunctioning cylinder.
    All Cylinders Misfire Count Misfire count of all cylinders Min.: 0, Max.: 255 0 to 35 -

    • This is the total misfire count of all cylinders.

    • This counter is increased by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions.
    Misfire RPM Engine speed for first misfire range Min.: 0 rpm, Max.: 6375 rpm 0 rpm: 0 misfires -

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

    • This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference.
    Misfire Load Engine load for first misfire range Min.: 0 g/rev, Max.: 3.98 g/rev 0 g/rev: 0 misfires -

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

    • This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference.

    Tech Tips

    To convert g/rev to gm/sec: RPM / 60 x g/rev = gm/sec.
    Misfire Margin Misfire monitoring Min.: -128%, Max.: 127% 0 to 127%: Idling -

    • This is the misfire detection margin.

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

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

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

    • Example:

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

  23. Various Vehicle Conditions 5 (All Data)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Engine Speed (Starter Off) Engine speed when starter off Min.: 0 rpm, Max.: 51199 rpm - - This is the engine speed immediately after starting the engine.
    Starter Count Number of times starter turned on after ignition switch turned to ON Min.: 0, Max.: 255 - -

    • Indicates the number of times starter turned ON in the current driving cycle. (However, starter ON due to stop and start system operation is not included in the count.)

    • Number of times starter turned ON before engine started displayed in the 1 position.

    • Number of times starter turned ON after engine started displayed in the 10 position.

    Example:

    If "21" is displayed on the GTS, the starter was turned ON 1 time before engine start and turned ON 2 times after engine start. (The maximum value for each counter is 9 times before engine start and 11 times after engine start)
    Run Dist of Previous Trip Distance driven during previous trip Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile) - -

    • Before 5 seconds elapse after starting the engine, which is the detection duration of DTC P1604 (Startability Malfunction), this parameter indicates the distance driven during the previous trip.

    • After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal.

    Tech Tips

    Run Dist of Previous Trip in freeze frame data which were present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of Data List (real-time measurements), or for freeze frame data which were present when DTCs other than P1604 were stored, the value indicates the distance driven during the current trip.

  24. Rough Idle (All Data)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Compression Leakage Count Compression leakage count Min.: 0, Max.: 255 0 - When the counter displays 5 or higher during an engine stall, startability malfunction or rough idle, it may be the result of pressure loss caused by deposits jamming the valve, etc.
    Rough Idle Status Status of the rough idle status Normal, Misfire, Continuous poor combustion, Intermittent poor combustion, Low frequency poor combustion Normal -

    The following list of statuses indicates the degree and frequency of rough idling from highest to lowest.

    Use this as a reference when trying to reproduce the rough idling.


    1. Misfire

    2. Continuous poor combustion

    3. Intermittent poor combustion

    4. Low frequency poor combustion
    Plural Cylinders Rough Idle Status of the plural cylinders rough idle ON or OFF OFF - Indicates multiple cylinders are the cause of rough idling when ON.
    Rough Idle #1 Status of the rough idle #1 ON or OFF OFF -

    • Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.

    • This item indicates cylinders which are likely to be the cause of rough idle.
    Rough Idle #2 Status of the rough idle #2 ON or OFF OFF - Same as Rough Idle #1
    Rough Idle #3 Status of the rough idle #3 ON or OFF OFF - Same as Rough Idle #1
    Rough Idle #4 Status of the rough idle #4 ON or OFF OFF - Same as Rough Idle #1

  25. Various Vehicle Conditions 6 (All Data)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Engine Starting Time Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm) Min.: 0 ms, Max.: 655350 ms - -

    • This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm.

    • This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms.
    Previous Trip Coolant Temp Engine coolant temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - -

    • Before 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature at the end of the previous trip.

    • After 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature during the current trip.
    Previous Trip Intake Temp Intake air temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - -

    • Before 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature at the end of the previous trip.

    • After 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature during the current trip.
    Engine Oil Temperature Engine oil temperature (estimated temperature) Min.: -40°C (-40°F), Max.: 215°C (419°F) - - -
    Previous Trip Eng Oil Temp Engine oil temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - - -
    Ambient Temp for A/C Ambient temperature for A/C Min.: -40°C (-40°F), Max.: 215°C (419°F) - - -
    Previous Trip Ambient Temp Ambient temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - - -
    Engine Start Hesitation History of hesitation during engine start ON or OFF - - This value changes to ON when the engine speed does not reach 500 rpm during cranking.
    Low Rev for Eng Start History of low engine speed after engine start ON or OFF - - This item changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.
    Fuel Cut Elps Time Time elapsed after engine runs at high speed Min.: 0 sec, Max.: 68746 sec - - The time elapsed after a fuel cut after high engine speed has occurred (the engine speed at which fuel cut occurs + 500 rpm or more).
    Tumble C.V Duty Ratio Intake air control valve actuator for tumble control valve duty ratio Min.: -128%, Max.: 127% - - This is the intake air control valve actuator for tumble control valve duty ratio.
    Electric Fan Motor Electric fan motors operation status ON or OFF - - -
    Brake Override System Brake override system status ON or OFF ON: Brake override system operating - -
    Electric Cooling Fan High Electric cooling fan high ON or OFF - - -
    Electric Cooling Fan Low Electric cooling fan low ON or OFF - - -
    Idle Fuel Cut Fuel cut at idle ON or OFF ON: Fuel cut operating - Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high.
    FC TAU Fuel cut TAU (fuel cut during very light load) ON or OFF ON: Fuel cut operating - This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete.
    Immobiliser Fuel Cut Status of immobiliser fuel cut ON or OFF - - -
    Immobiliser Fuel Cut History Immobiliser fuel cut history ON or OFF OFF - When DTC P1604 is output and Immobiliser Fuel Cut History indicates ON, the engine could not start due to engine immobiliser operation.
    Electrical Load Signal 1 Electrical load signal ON or OFF - - -
    Electrical Load Signal 3 Electrical load signal ON or OFF - - -
    Cruise Main SW Cruise control main switch ON or OFF - - -

  26. Various Vehicle Conditions 7 (Vehicle Information)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Model Code Model code - - - Used for identifying the model code: ASV7#
    Engine Type Engine type - - - Used for identifying the engine type: 2ARFE
    Cylinder Number Number of cylinders Min.: 0, Max.: 255 - - Used for identifying the number of cylinders: 4
    Transmission Type Transmission (transaxle) type - - - Used for identifying the transaxle type: ECT 6th
    Transmission Type2 Transmission (transaxle) type - N/A - Unused
    Destination Destination - - - Used for identifying the destination: W
    Model Year Model year Min.: 1900, Max.: 2155 - - Used for identifying the model year: 20##
    System Identification System identification - - - Used for identifying the engine system: Gasoline (gasoline engine)

  27. Compression (Compression)


    Powertrain > Engine and ECT > Data List
    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Engine Speed of Cyl #1 Engine speed for cylinder No. 1 Min.: 0 rpm, Max.: 51199 rpm -

    Reference value when performing the Active Test with a normal vehicle:

    Engine Speed of Cyl #1: 246 rpm

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

    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.

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

    Tech Tips

    When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #2 Engine speed for cylinder No. 2 Min.: 0 rpm, Max.: 51199 rpm -

    Reference value when performing the Active Test with a normal vehicle:

    Engine Speed of Cyl #2: 255 rpm

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

    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.

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

    Tech Tips

    When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #3 Engine speed for cylinder No. 3 Min.: 0 rpm, Max.: 51199 rpm -

    Reference value when performing the Active Test with a normal vehicle:

    Engine Speed of Cyl #3: 253 rpm

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

    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.

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

    Tech Tips

    When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #4 Engine speed for cylinder No. 4 Min.: 0 rpm, Max.: 51199 rpm -

    Reference value when performing the Active Test with a normal vehicle:

    Engine Speed of Cyl #4: 247 rpm

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

    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.

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

    Tech Tips

    When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Av Engine Speed of All Cyl Average engine speed for all cylinders Min.: 0 rpm, Max.: 51199 rpm - - This is output only when Check the Cylinder Compression is performed using the Active Test.

  28. ACTIVE TEST

    Tech Tips


    • Using the GTS to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests.

    • As DTCs may be stored when an Active Test or learning is performed, make sure to clear the DTCs before returning the vehicle to the customer.


    1. Warm up the engine.

    2. Turn the ignition switch off.

    3. Connect the GTS to the DLC3.

    4. Turn the ignition switch to ON.

    5. Turn the GTS on.

    6. Enter the following menus: Powertrain / Engine and ECT / Active Test.

    7. According to the display on the GTS, perform the Active Test.


      Powertrain > Engine and ECT > Active Test
      Tester Display Measurement Item Control Range Diagnostic Note
      Control the Injection Volume Control the injection volume Between -12.5% and 24.8%

      • All fuel injector assemblies are tested at the same time.

      • Perform the test at 3000 rpm or less.

      • Injection volume can be changed in fine gradations within the control range.

      • Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs.

      • To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume / Data List / All Data / AFS Voltage B1S1 and O2S 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.

      • Perform the test at 3000 rpm or less.

      • Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs.

      • To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / Data List / All Data / AFS Voltage B1S1 and O2S B1S2.

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

      • See waveform *2.
      Activate the VSV for Intake Control Activate vacuum switching valve assembly (for acoustic control induction system) ON/OFF

      • ON: Acoustic control induction system VSV is on.

      • OFF: Acoustic control induction system VSV is off.

      • This test can only be operated for 10 seconds.
      Activate the VSV for Evap Control Activate purge VSV control ON/OFF

      • The purge VSV is opened with a approximately 30% duty ratio.

      • See waveform *4.
      Control the Fuel Pump / Speed Activate C/OPEN relay ON/OFF

      Perform this test when the following conditions are met:


      • Ignition switch ON

      • Engine is stopped.

      • Shift lever in P.
      Connect the TC and TE1 Turn on and off TC and CG (TE1) connection ON/OFF

      • ON: TC and CG (TE1) are connected.

      • OFF: TC and CG (TE1) are disconnected.

      • Perform this test when the following conditions are met:


        • Ignition switch ON.

        • Engine is stopped.

        • Shift lever in P.
      Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF

      Perform this test when the following conditions are met:


      • Ignition switch ON

      • Shift lever in P.
      Control the Electric Cooling Fan Control electric cooling fan motor ON/OFF

      Perform this test when the following conditions are met:


      • Ignition switch ON.

      • Engine is stopped.

      • Shift lever in P.
      Control the ETCS Open/Close Slow Speed Throttle actuator

      Close/Open

      Open: Throttle valve opens slowly

      Perform this test when the following conditions are met:


      • Ignition switch ON.

      • Engine is stopped.

      • Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more).

      • Shift lever in P.
      Control the ETCS Open/Close Fast Speed Throttle actuator

      Close/Open

      Open: Throttle valve opens quickly

      • Same as above.

      • See waveform *3.
      Control the VVT Linear (Bank1) Control camshaft timing oil control valve assembly (for intake camshaft)

      -128 to 127% (This value added to present camshaft timing oil control valve control duty)

      100%: Maximum advance

      -100%: Maximum retard

      • Engine stalls or idles roughly when the camshaft timing oil control valve assembly (for intake camshaft) is set to 100%.

      • Perform this test when the following conditions are met:


        • Engine is idling.

        • Shift lever in P.

      • DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.

      • See waveform *5.
      Control the VVT System (Bank1) Turn camshaft timing oil control valve assembly (for intake camshaft) on and off ON/OFF

      • Engine stalls or idles roughly when the camshaft timing oil control valve assembly (for intake camshaft) is turned on.

      • Engine runs and idles normally when the camshaft timing oil control valve assembly (for intake camshaft) is off.

      • Perform this test when the following conditions are met:


        • Engine is idling.

        • Shift lever in P.

      • DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
      Control the VVT Exhaust Linear (Bank1) Control camshaft timing oil control valve assembly (for exhaust camshaft)

      -128 to 127% (This value added to present camshaft timing oil control valve control duty)

      100%: Maximum retard

      -100%: Maximum advance

      • Engine stalls or idles roughly when the camshaft timing oil control valve assembly (for exhaust camshaft) is set to 100%.

      • Perform this test when the following conditions are met:


        • Engine is idling.

        • Shift lever in P.

      • DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.

      • See waveform *6.
      Control the IAC Duty Ratio Control intake air control valve actuator duty ratio for tumble control valve Between -100 and 100%

      Perform this test when the following conditions are met:


      • Ignition switch ON.

      • Engine is stopped.

      • Shift lever in P.

      This test can only be operated for 10 seconds.
      Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #4) injector fuel cut

      #1/#2/#3/#4

      ON/OFF

      Perform this test when the following conditions are met:


      • Vehicle is stopped.

      • Engine is idling.

      • Shift lever in P.
      Control the All Cylinders Fuel Cut Fuel cut for all cylinders ON/OFF

      Perform this test when the following conditions are met:


      • Vehicle is stopped.

      • Engine is idling.

      • Shift lever in P.
      Check the Cylinder Compression Check the cylinder compression pressure ON/OFF

      Fuel injection and ignition stop of all cylinders.

      *1

      Tech Tips

      *1:

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


      1. Warm up the engine.

      2. Turn the ignition switch off.

      3. Connect the GTS to the DLC3.

      4. Turn the ignition switch to ON.

      5. Turn the GTS on.

      6. Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression.

        Tech Tips

        To display the entire Data List, press the pull down menu button next to Primary. Then select Compression.

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

        Tech Tips

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

      8. While the engine is not running, press the Active Test button to change Check the Cylinder Compression to ON.

        Tech Tips

        After performing the above procedure, the Active Test will start. Fuel injection for all cylinders is prohibited and engine speed measurement enters standby mode.

      9. Crank the engine for about 10 seconds.

        Tech Tips

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

      10. Monitor the engine speed (Engine Speed of Cyl #1 to #4) displayed on the GTS.

        Tech Tips

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

        Note


        • Do not crank the engine continuously for 20 seconds or more.

        • If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine.

        • Make sure the battery is fully charged before performing this Active Test.

      11. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.

        Note


        • If the Active Test is changed to OFF while the engine is being cranked, the engine will start.

        • When performing the Active Test, DTC P1604 (Startability Malfunction) may be stored.

        • After performing the Active Test, make sure to check and clear DTCs.

      12. Push the snapshot button to turn the snapshot function off.

      13. Select "Stored Data" on the GTS screen, select the recorded data and display the data as a graph.

        Tech Tips

        If the data is not displayed as a graph, the change of the values cannot be observed.

      14. Check the change in engine speed values.

        Tech Tips

        As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.


    • Reference Waveforms for Active Test

      • *2: Control the Injection Volume for A/F Sensor (Idling after warming up)

        B006YZRE10

        Tech Tips

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

        GTS Display Measurement Item Normal Condition
        Control the Injection Volume for A/F Sensor - ▲A ▲B
        Active Test operation -12.5% 12.5%
        AFS Voltage B1S1 3.912 V 2.853 V
        O2S B1S2 0.055 V 0.955 V

        Tech Tips


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

        • Usually, the value of AFS Voltage B1S1 drops below 3.1 V when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.

        • Usually, the value of AFS Voltage B1S1 changes to 3.4 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.

        • Usually, the value of O2S B1S2 changes to 0.55 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.

        • Usually, the value of O2S B1S2 drops below 0.4 V when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.

        • The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.

        • If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning.

      • *3: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Ignition switch ON, accelerator pedal fully depressed)

        B004J9OE16

        Tech Tips


        • Usually, Throttle Position Command (Target Value) and Throttle Position No.1 (Actual Value) are almost the same.

        • If any DTCs related to the Electronic Throttle Control System (ETCS) are stored, this Active Test does not function.

        GTS Display Measurement Item Normal Condition
        Control the ETCS Open/Close Fast Speed - ▲A ▲B
        Active Test operation Open Close
        Throttle Position Command 2.597 V 0.761 V
        Throttle Position No.1 2.597 V 0.761 V
        Throttle Motor Duty (Open) 12.0% 0.0%
        Throttle Motor Duty (Close) 0.0% 12.0%

      • *4: Activate the VSV for Evap Control (Idling after warming up)

        B004JYLE25
        GTS Display Measurement Item Normal Condition
        Activate the VSV for Evap Control - ▲A ▲B
        Active Test operation ON OFF
        EVAP (Purge) VSV 30.0% 0.0%
        Injector (Port) 2346 μs 2541 μs
        AFS Voltage B1S1 3.327 V 3.249 V

        Tech Tips


        • Even when the Active Test is performed (the purge VSV is opened approximately 30%), the ECM performs air fuel ratio feedback to maintain the air fuel ratio at the stoichiometric ratio. Therefore, by observing the change in the Data List item "Injector (Port)", it is possible to determine whether the purge VSV is actually open.

        • The graphs and values above are for reference only because the fuel injection volume (compensation volume) varies depending on the HC density of the purge air from the canister.

      • *5: Control the VVT Linear (Bank 1)

        B004MSBE37
        GTS Display Measurement Item Normal Condition
        Control the VVT Linear (Bank 1) - ▲A ▲B
        Active Test operation* 20% -20%
        VVT Change Angle #1 54.1 DegFR 0.0 DegFR
        VVT OCV Duty #1 57.4% 17.4%
        VVT Aim Angle #1 37.4% 37.4%

        Tech Tips


        • *: Change the control value for Control the VVT Linear to 20% or -20%.

        • The Control the VVT Linear Active Test considers the value of VVT Aim Angle #1 to be 0 and raises or lowers the duty ratio with respect to VVT Aim Angle #1.

        • The sum of the control value for the Control the VVT Linear Active Test and the value of VVT Aim Angle #1 is approximately equal to the value of VVT OCV Duty #1.

        • When the control value for the Control the VVT Linear Active Test is changed a few times, there should not be a large discrepancy between VVT OCV Duty #1 when the system starts advancing or retarding the timing and the rate of change of VVT Change Angle #1.

      • *6: Control the VVT Exhaust Linear (Bank 1)

        B004MM7E40
        GTS Display Measurement Item Normal Condition
        Control the VVT Exhaust Linear (Bank 1) - ▲A ▲B
        Active Test operation* 10% -10%
        VVT Ex Chg Angle #1 38.5 DegFR 0.0 DegFR
        VVT Ex OCV Duty #1 58.9% 38.4%
        VVT Ex Hold Lrn Val #1 48.9% 48.9%

        Tech Tips


        • *: Change the control value for Control the VVT Exhaust Linear to 10% or -10%.

        • The Control the VVT Exhaust Linear Active Test considers the value of VVT Ex Hold Lrn Val #1 to be 0 and raises or lowers the duty ratio with respect to VVT Ex Hold Lrn Val #1.

        • The sum of the control value for the Control the VVT Exhaust Linear Active Test and the value of VVT Ex Hold Lrn Val #1 is approximately equal to the value of VVT Ex OCV Duty #1.

        • When the control value for the Control the VVT Exhaust Linear Active Test is changed a few times, there should not be a large discrepancy between VVT Ex OCV Duty #1 when the system starts advancing or retarding the timing and the rate of change of VVT Ex Chg Angle #1.