SFI SYSTEM(w/ Canister Pump Module) DATA LIST / ACTIVE TEST

• 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.

• Idling (shift lever in P, engine warmed up and A/C off): 16.8%

• 1500 rpm (shift lever in P, engine warmed up and A/C off): 14.5%

• 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%.)

• Idling (shift lever in P, engine warmed up and A/C off): 15.6%

• 1500 rpm (shift lever in P, engine warmed up and A/C off): 12.5%

• 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.)

• 1.2 to 3.2 gm/sec: Idling (engine warmed up)

• 7.5 to 12.5 gm/sec: 3000 rpm (without load)

• Engine switch on (IG): 0.01 gm/sec

• Idling (shift lever in P, engine warmed up and A/C off): 2.21 gm/sec

• 1500 rpm (shift lever in P, engine warmed up and A/C off): 4.67 gm/sec

• 3000 rpm (shift lever in P, engine warmed up and A/C off): 9.76 gm/sec

• This value is calculated based on the atmospheric pressure sensor.

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

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

• 80 to 110 kPa (11.6 to 15.95 psi): Engine switch on (IG)

• 20 to 40 kPa (2.9 to 5.8 psi): Idling with warmed up engine

• Engine switch on (IG): 101 kPa (14.65 psi)

• Idling (shift lever in P, engine warmed up and A/C off): 29.78 kPa (4 psi)

• 1500 rpm (shift lever in P, engine warmed up and A/C off): 22.53 kPa (3 psi)

• 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.

This is the engine oil temperature.

This is the engine coolant temperature.

This is the engine intake air temperature.

This is the ambient temperature.

• Engine switch on (IG): 12.0 V

• Idling: 13.5 V

• Engine switch on (IG): 12.133 V

• Idling: 13.735 V

• 80 to 120 kPa(gauge): 1000 rpm (engine oil temperature is 75 to 85 °C [167 to 185 °F])

• 80 to 120 kPa(gauge): 2000 rpm (engine oil temperature is 75 to 85 °C [167 to 185 °F])

• 200 to 300 kPa(gauge): 3000 rpm (engine oil temperature is 75 to 85 °C [167 to 185 °F])

• Idling with warm engine (engine oil temperature is 80 °C [176 °F]): 102.890 kPa(gauge)

• 3000 rpm (engine oil temperature is 80 °C [176 °F]): 265.234 kPa(gauge)

• This is the engine oil pressure.

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

• Engine switch on (IG): 99.94 mA

• 1500 rpm (engine oil temperature is 80 °C [176 °F]): 719 mA

• Engine switch on (IG), accelerator pedal fully released: 0.0%

• Engine switch on (IG), accelerator pedal fully depressed: 100.0%

• 10 to 22%: Accelerator pedal fully released

• 52 to 90%: Accelerator pedal fully depressed

• Engine switch on (IG), accelerator pedal fully released: 15.6%

• Engine switch on (IG), accelerator pedal fully depressed: 70.9%

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

• 24 to 40%: Accelerator pedal fully released

• 68 to 95%: Accelerator pedal fully depressed

• Engine switch on (IG), accelerator pedal fully released: 31.7%

• Engine switch on (IG), accelerator pedal fully depressed: 87.0%

• 0.5 to 1.1 V: Accelerator pedal fully released

• 2.6 to 4.5 V: Accelerator pedal fully depressed

• Engine switch on (IG), accelerator pedal fully released: 0.800 V

• Engine switch on (IG), accelerator pedal fully depressed: 3.554 V

• 1.2 to 2.0 V: Accelerator pedal fully released

• 3.4 to 4.75 V: Accelerator pedal fully depressed

• Engine switch on (IG), accelerator pedal fully released: 1.582 V

• Engine switch on (IG), accelerator pedal fully depressed: 4.355 V

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

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

• Engine switch on (IG), accelerator pedal fully released: ON

• Engine switch on (IG), accelerator pedal depressed: OFF

• 10 to 22%: Accelerator pedal fully released

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

• Engine switch on (IG), accelerator pedal fully released: 15.6%

• Engine running, accelerator pedal fully depressed: 82.3%

• Idling (engine warmed up): 14.9%

• Running without load (3000 rpm): 19.2%

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

• 42 to 62%: Accelerator pedal fully released

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

• Engine switch on (IG), accelerator pedal fully released: 47.0%

• Engine running, accelerator pedal fully depressed: 99.6%

• Idling (engine warmed up): 45.8%

• Running without load (3000 rpm): 51.3%

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

• OFF: Electronic throttle control is stopped.

• Engine switch on (IG), accelerator pedal fully released: 0.781 V

• Engine running, accelerator pedal fully depressed: 4.121 V

• Idling (engine warmed up): 0.742 V

• 0%: Accelerator pedal fully released

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

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

• The value of this item has no meaning when the engine switch on (IG) and the engine is not running.

• The throttle valve opening amount during idle is indicated by 0%.

• 0.6 to 1.1 V: Accelerator pedal fully released

• 3.2 to 4.8 V: Accelerator pedal fully depressed (engine running)

• 0.6 to 1.4 V: Fail-safe operating

• Engine switch on (IG), accelerator pedal fully released: 0.781 V

• Engine running, accelerator pedal fully depressed: 4.121 V

• Idling (engine warmed up): 0.742 V

• 2.1 to 3.1 V: Accelerator pedal fully released

• 4.6 to 4.98 V: Accelerator pedal fully depressed (engine running)

• 2.1 to 3.1 V: Fail-safe operating

• Engine switch on (IG), accelerator pedal fully released: 2.343 V

• Engine running, accelerator pedal fully depressed: 4.980 V

• Idling (engine warmed up): 2.304 V

• Engine switch on (IG), accelerator pedal fully released: 0.781 V

• Engine running, accelerator pedal fully depressed: 4.121 V

• Idling (engine warmed up): 0.742 V

• Idling (engine warmed up): 0.8 A

• Running without load (3000 rpm): 0.3 A

• Idling (engine warmed up): 0%

• Running without load (3000 rpm): 0%

• Idling (engine warmed up): 19%

• Running without load (3000 rpm): 12%

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

• The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. The ECM calculates the learned value based on the position of the throttle valve when the accelerator pedal is released and the throttle valve motor is not operating.

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

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

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

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

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

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

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

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

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

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

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

• The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Mode".

• This is the fuel injection volume for 10 injections.

• The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Mode".

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

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

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

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

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

• The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Mode".

• Idling (engine warmed up): 0.0%

• Running without load (3000 rpm): 16.8%

• This is the command signal from the ECM.

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

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

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

• Idling (engine warmed up): 0.0%

• Running without load (3000 rpm): 2.9%

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

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

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

• When the value of this item is a large negative value, the purge effect is large.

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

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

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

• Idling (engine warmed up): 0%

• Running without load (3000 rpm): 14.6%

• 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.

• Idling (engine warmed up): 0.01 mA

• 3000 rpm (engine warmed up): -0.03 mA

• With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (sensor 1) current output is approximately -0.5 to 0.5 mA.

• When the value is outside the range of 0.47 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (sensor 1) or sensor circuit.

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

• Idling (engine warmed up): -0.25 mA

• 3000 rpm (engine warmed up): -0.08 mA

• A/F (O2) Sensor Current B1S2 display is less than 0 mA: Richer than the stoichiometric air-fuel ratio

• A/F (O2) Sensor Current B1S2 display is more than 0 mA: Leaner than stoichiometric air-fuel ratio

• With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (sensor 2) current output is approximately -0.5 to 0.5 mA.

• When the value is outside the range of 7.5 to 33.13 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (sensor 2) or sensor circuit.

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

• Idling (engine warmed up): 27.7%

• 3000 rpm (engine warmed up): 27.7%

• Idling (engine warmed up): 1.972 A

• 3000 rpm (engine warmed up): 1.972 A

• Idling (engine warmed up): 58.0%

• 3000 rpm (engine warmed up): 58.0%

• Idling (engine warmed up): 46.68 ohm

• 3000 rpm (engine warmed up): 48.63 ohm

• Idling (engine warmed up): 31.77 ohm

• 3000 rpm (engine warmed up): 32.09 ohm

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

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

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




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

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

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

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

  [A/F Learn Value Idle Bank 1], [A/F Learn Value Low Bank 1], [A/F Learn Value Mid No.1 Bank 1], [A/F Learn Value Mid No.2 Bank 1], [A/F Learn Value High Bank 1], [A/F Learn Value Low (Dual) Bank 1], [A/F Learn Value Mid (Dual) No.1 Bank 1], [A/F Learn Value Mid (Dual) No.2 Bank 1] and [A/F Learn Value High (Dual) Bank 1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT B1S1" indicates the current engine operating range.

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

• CL (Closed Loop): Feedback for fuel control.

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

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

• CLFault: Closed loop but the air fuel ratio sensor (sensor 1), which is used for fuel control, is malfunctioning.

• Idling (engine warmed up): 5.0 deg

• Running without load (3000 rpm): 24.0 deg

• Idling (engine warmed up): -3.0 deg

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

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

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

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

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

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

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

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

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

• Idling (engine warmed up): 15.0 deg(CA)

• Running without load (3000 rpm): 15.0 deg(CA)

• Refer to "Knock F/B Value".

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




• Engine Speed

• Calculate Load

• Ignition Timing Cylinder #1

• Knock F/B Value

• Knock Correct Learn Value

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

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

• 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.

• 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.

• 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.

• 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.

• 0%: Idling (engine warmed up)

• 0 to 100%: Low load running

• Idling (engine warmed up): 0%

• Running without load (3000 rpm): 0%

• 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%.

• Idling (engine warmed up): 13.1%

• 3000 rpm (engine warmed up): 24.5%

• Active Test item [Control the VVT-iE Opening Angle Bank 1] support data.

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

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

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

• ON: Starter operating

• OFF: Starter not operating

• ON: Brake pedal depressed

• OFF: Brake pedal released

• ON: Accelerator pedal fully released

• OFF: Accelerator pedal depressed

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• This is the cumulative number of ignitions.

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

• The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by the value of this item.

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

• This is the misfire count for No. 1 cylinder.

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

• Check this item to help determine the malfunctioning cylinder.

• This is the misfire count for No. 2 cylinder.

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

• Check this item to help determine the malfunctioning cylinder.

• This is the misfire count for No. 3 cylinder.

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

• Check this item to help determine the malfunctioning cylinder.

• This is the misfire count for No. 4 cylinder.

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

• Check this item to help determine the malfunctioning cylinder.

• 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.

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

• The value of this item is closer to the actual conditions of the vehicle at the time misfire occurred than the values of Engine Speed and Calculate Load stored in the Freeze Frame Data. When reproducing malfunction conditions, use this value as a reference.

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

• The value of this item is closer to the actual conditions of the vehicle at the time misfire occurred than the values of Engine Speed and Calculate Load stored in the Freeze Frame Data. When reproducing malfunction conditions, use this value as a reference.

• This is the misfire detection margin.

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

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

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

• Example:

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

• When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder.

• For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder.

• Avail: "Fuel cut to prevent catalyst from overheating during misfire" available

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

• Indicates the number of times starter turned ON in the current driving cycle.

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

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

Example:

If "21" is displayed on the 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)

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

• This value is cleared 5 seconds after the engine is started and 0 ms will be displayed.

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

• 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.

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)

• This is the engine speed of No. 1 cylinder measured during fuel-cut with the engine cranking.

• When there is compression loss, the engine speed of the malfunctioning cylinder increases.

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)

• This is the engine speed of No. 2 cylinder measured during fuel-cut with the engine cranking.

• When there is compression loss, the engine speed of the malfunctioning cylinder increases.

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)

• This is the engine speed of No. 3 cylinder measured during fuel-cut with the engine cranking.

• When there is compression loss, the engine speed of the malfunctioning cylinder increases.

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)

• This is the engine speed of No. 4 cylinder measured during fuel-cut with the engine cranking.

• When there is compression loss, the engine speed of the malfunctioning cylinder increases.

• The worst value detected during monitoring is displayed.

• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.

• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.

• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.

• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.

• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.

• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.

• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.

• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.

• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.

• The value is reset when DTCs are cleared.

• ON: Shift lever in P

• OFF: Shift lever not in P

• ON: Shift lever in R

• OFF: Shift lever not in R

• OFF: Shift lever in N

• ON: Shift lever not in N

• OFF: Shift lever in N or P

• ON: Shift lever not in N or P

• ON: Shift lever held in "+" (Up shift)

• OFF: Shift lever not held in "+" (Up shift)

• ON: Shift lever held in "-" (Down shift)

• OFF: Shift lever not held in "-" (Down shift)

• ON: Shift lever in S

• OFF: Shift lever not in S

• ON: Shift lever in D or S

• OFF: Shift lever not in D or S

• Approximately 80°C (176°F): After stall speed test

• Equal to ambient temperature: When engine is cold

• ON: Lock-up operating

• OFF: Lock-up not operating

• Engine switch on (IG): 160 rpm

• Idling (engine warmed up): 875 rpm

• 3000 rpm (engine warmed up): 5325 rpm

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

• Engine switch on (IG): 160 rpm

• Idling (engine warmed up): 875 rpm

• 3000 rpm (engine warmed up): 5325 rpm

• The engine water pump assembly speed is displayed.

• As the frequency signal (WPI) is 4 Hz when the engine water pump assembly is stopped to enable the ECM to detect an open or short in the signal line, the engine water pump assembly speed will be displayed as approximately 160 rpm even when the pump is stopped.

• When there is an open or short in the signal line, approximately 0 rpm is displayed.