SFI SYSTEM DATA LIST / ACTIVE TEST

Vehicle speed/

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

Diagnostic Note:

• This is the current vehicle speed.

• 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/

Min.: 0 rpm, Max.: 16383 rpm

Diagnostic Note:

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

Load calculated by ECM/

Min.: 0%, Max.: 100%

Diagnostic Note:

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

• Calculate Load = Actual intake manifold pressure / maximum intake manifold pressure x 100 (%) (For example, when the actual intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.)

Vehicle load/

Min.: 0%, Max.: 25700%

Diagnostic Note:

• This is the engine intake air charging efficiency.

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

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

Airflow rate from mass air flow meter sub-assembly/

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

• 1.0 to 4.0 gm/sec: Idling (engine warmed up)

• 4.1 to 8.1 gm/sec: 2000 rpm (without load)

• 6.2 to 11.2 gm/ sec: 3000 rpm (without load)

Diagnostic Note:

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

Atmospheric pressure/

Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1912 mmHg)

Diagnostic Note:

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

• Standard atmospheric pressure: 101 kPa(abs) [760 mmHg(abs)]

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

Intake manifold pressure/

Min.: 0 kPa (0 mmHg), Max.: 2047.96 kPa (15361 mmHg)

• 68 to 110 kPa(abs) [510 to 825 mmHg(abs)]: Engine switch on (IG)

• 20 to 40 kPa(abs) [150 to 300 mmHg(abs)]: Idling with warmed up engine

Diagnostic Note:

• This is the intake manifold pressure.

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

Engine oil temperature/

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

Diagnostic Note:

This is the engine oil temperature.

Engine coolant temperature/

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

Diagnostic Note:

This is the engine coolant temperature.

Intake air temperature/

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

Diagnostic Note:

This is the intake air temperature.

Engine run time/

Min.: 0 sec., Max.: 65535 sec.

Diagnostic Note:

This is the time elapsed since the engine was started.

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

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

Diagnostic Note:

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

Engine coolant temperature when engine is started/

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

Diagnostic Note:

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

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

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

Diagnostic Note:

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

Intake air temperature when engine is started/

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

Diagnostic Note:

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

Battery voltage/

Min.: 0 V, Max.: 65.5 V

Diagnostic Note:

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

Battery voltage/

Min.: 0 V, Max.: 79.998 V

Diagnostic Note:

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

Engine oil pressure/

Min.: 0 kPa, Max.: 5119.921 kPa

Diagnostic Note:

This is the engine oil pressure.

Accelerator pedal position/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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%.

Absolute No. 1 accelerator pedal position/

Min.: 0%, Max.: 100%

• 10 to 22%: Accelerator pedal fully released

• 52 to 90%: Accelerator pedal fully depressed

Diagnostic Note:

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

Absolute No. 2 accelerator pedal position/

Min.: 0%, Max.: 100%

• 24 to 40%: Accelerator pedal fully released

• 68 to 95%: Accelerator pedal fully depressed

Diagnostic Note:

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

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

Diagnostic Note:

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

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

Diagnostic Note:

• This is the low voltage 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 No. 1 sensor, the ECM uses No. 2 sensor to control the engine.

Accelerator fully released learned value (No. 1)/

Min.: 0 deg, Max.: 124.5 deg

Diagnostic Note:

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

Accelerator fully released learned value (No. 2)/

Min.: 0 deg, Max.: 124.5 deg

Diagnostic Note:

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

Engine starting torque control count/

Min.: 0, Max.: 255

Diagnostic Note:

-

Absolute throttle position sensor (No. 1)/

Min.: 0%, Max.: 100%

• 10 to 22%: Accelerator pedal fully released

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

Diagnostic Note:

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

Absolute throttle position sensor (No. 2)/

Min.: 0%, Max.: 100%

• 42 to 62%: Accelerator pedal fully released

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

Diagnostic Note:

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

System guard/

ON or OFF

Diagnostic Note:

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

• OFF: Electronic throttle control is stopped.

Open malfunction/

ON or OFF

Diagnostic Note:

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

Required throttle position/

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

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

Throttle sensor position/

Min.: 0%, Max.: 100%

• 0%: Accelerator pedal fully released

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

Diagnostic Note:

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

• This value has no meaning when the engine switch is on (IG) and the engine is stopped.

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

No. 1 throttle position sensor output voltage/

Min.: 0 V, Max.: 4.98 V

• 0.5 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

Diagnostic Note:

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

No. 2 throttle position sensor output voltage/

Min.: 0 V, Max.: 4.98 V

• 2.1 to 3.1 V: 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

Diagnostic Note:

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

Throttle position command value/

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

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

No. 1 throttle position sensor/

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

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

No. 2 throttle position sensor/

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

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

Throttle actuator current/

Min.: 0 A, Max.: 19.9 A

Diagnostic Note:

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

Throttle actuator/

Min.: 0%, Max.: 100%

Diagnostic Note:

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

Throttle actuator duty ratio (open)/

Min.: 0%, Max.: 255%

Diagnostic Note:

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

Throttle actuator duty ratio (close)/

Min.: 0%, Max.: 255%

Diagnostic Note:

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

Throttle valve fully closed position (learned value)/

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

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

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

+BM voltage/

Min.: 0 V, Max.: 79.998 V

Diagnostic Note:

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

Actuator power supply/

ON or OFF

Diagnostic Note:

-

Throttle air flow learning value of area 1/

Min.: 0, Max.: 1.99

Diagnostic Note:

-

Throttle air flow learning value of area 2/

Min.: 0, Max.: 1.99

Diagnostic Note:

-

Throttle air flow learning value of area 3

Min.: 0, Max.: 1.99

Diagnostic Note:

-

Throttle air flow learning value (calculated value)/

Min.: 0, Max.: 1.99

Diagnostic Note:

-

Throttle air flow learning value (atmosphere pressure offset value)/

Min.: 0, Max.: 2.55

Diagnostic Note:

-

Low engine speed control operation state/

ON or OFF

Diagnostic Note:

• 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.

Shift lever N status/

ON or OFF

Diagnostic Note:

-

ISC torque lower limit value to prevent engine stall/

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

Diagnostic Note:

• The intake air amount and ignition timing are adjusted when there is a large decrease in engine speed (for example, a decrease to 550 rpm or less) in order to prevent engine stall.

• For use when engine stall, starting problems or rough idle is present.

ISC feedback learning torque/

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

Diagnostic Note:

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.

ISC total AUXS torque/

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

Diagnostic Note:

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/

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

Diagnostic Note:

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

ISC feedback torque (recent)/

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

Diagnostic Note:

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

ISC AUXS torque (alternator)/

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

Diagnostic Note:

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

ISC AUXS torque (air conditioner)/

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

Diagnostic Note:

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

Throttle air flow feedback value/

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

Diagnostic Note:

This expresses the throttle air flow feedback value.

Target fuel pressure (for high pressure side)/

Min.: 0 kPag, Max.: 655350 kPag

Diagnostic Note:

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

Fuel pressure (for high pressure side)/

Min.: 0 kPag, Max.: 655350 kPag

Diagnostic Note:

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

Fuel pump duty ratio (for low pressure side)/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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

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

Min.: 0 μs, Max.: 65535 μs

Diagnostic Note:

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

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

Injection volume (cylinder 1)/

Min.: 0 ml, Max.: 2 ml

Diagnostic Note:

This is the fuel injection volume for 10 injections.

Target fuel pressure offset/

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

Diagnostic Note:

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

Injection volume/

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

Diagnostic Note:

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

Fuel pressure sensor output/

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

Diagnostic Note:

-

Fuel pump duty ratio (high pressure side)/

Min.: 0%, Max.: 127.5%

Diagnostic Note:

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

Fuel volume required by the high pressure fuel pump/

Min.: 0 ml, Max.: 2 ml

Diagnostic Note:

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

Injection mode/

Port / Direct / Either

Diagnostic Note:

This item indicates the injection mode.

Prohibition of changing the D-4S injection method/

OK or NG

Diagnostic Note:

This item indicates whether the Control the Injection Mode Active Test is prohibited.

Injection timing (for direct injection)/

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

Diagnostic Note:

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

Injection time (for direct injection)/

Min.: 0 μs, Max.: 65535 μs

Diagnostic Note:

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

Current fuel type/

-

Diagnostic Note:

-

Purge VSV control duty/

Min.: 0%, Max.: 100%

Diagnostic Note:

• This is the command signal from the ECM.

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

  *: 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%.

Purge flow/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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

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

Purge density learned value/

Min.: -200, Max.: 199.993

Diagnostic Note:

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

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

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

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

VSV status for EVAP control/

ON or OFF

Diagnostic Note:

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

Purge VSV duty/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

-

Target air fuel ratio/

Min.: 0, Max.: 2

Diagnostic Note:

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

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

  Values that are less than 1.0 indicate the system attempting to make the air fuel ratio richer.

• Target Air-Fuel Ratio and A/F (O2) Lambda Sensor B1S1 are related.

Output air fuel ratio associated/

Min.: 0, Max.: 1.99

• Value less than 1 (0.000 to 0.999) = Rich

• 1 = Stoichiometric air fuel ratio

• Value more than 1 (1.001 to 1.999) = Lean

Diagnostic Note:

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

Air fuel ratio sensor output voltage/

Min.: 0 V, Max.: 7.99 V

Diagnostic Note:

• This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to A/F (O2) Sensor Current below for the actual sensor output).

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

• Results of real-vehicle check when performing the Active Test:




• Injection Volume: +/-0%




• A/F (O2) Lambda Sensor B1S1: 0.99

• A/F (O2) Sensor Voltage B1S1: 3.29 V

• A/F (O2) Sensor Current B1S1: 0.00 mA

• O2 Sensor Voltage B1S2: 0.43 V

• Injection Volume: -12.5%




• A/F (O2) Lambda Sensor B1S1: 1.20

• A/F (O2) Sensor Voltage B1S1: 3.86 V

• A/F (O2) Sensor Current B1S1: 0.39 mA

• O2 Sensor Voltage B1S2: 0.03 V

• Injection Volume: 12.5%




• A/F (O2) Lambda Sensor B1S1: 0.94

• A/F (O2) Sensor Voltage B1S1: 2.70 V

• A/F (O2) Sensor Current B1S1: -0.25 mA

• O2 Sensor Voltage B1S2: 0.90 V

Air fuel ratio sensor output current/

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

Diagnostic Note:

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

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

Air fuel ratio sensor heater duty ratio/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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

Heated oxygen sensor output voltage/

Min.: 0 V, Max.: 1.275 V

Diagnostic Note:

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

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

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

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

• 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.

• Results of real-vehicle check when performing the Active Test:




• Injection Volume: -12.5%




• A/F (O2) Lambda Sensor B1S1: 1.20

• A/F (O2) Sensor Voltage B1S1: 3.86 V

• A/F (O2) Sensor Current B1S1: 0.39 mA

• O2 Sensor Voltage B1S2: 0.03 V

• Injection Volume: 12.5%




• A/F (O2) Lambda Sensor B1S1: 0.94

• A/F (O2) Sensor Voltage B1S1: 2.70 V

• A/F (O2) Sensor Current B1S1: -0.25 mA

• O2 Sensor Voltage B1S2: 0.90 V

Heated oxygen sensor impedance/

Min.: 0 ohm, Max.: 21247.67 ohm

Diagnostic Note:

-

Heated oxygen sensor heater/

Active or Not Act

Diagnostic Note:

-

Heated oxygen sensor current/

Min.: 0 A, Max.: 4.999 A

Diagnostic Note:

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

Short-term fuel trim/

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

Diagnostic Note:

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

Long-term fuel trim/

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

Diagnostic Note:

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

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

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




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

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

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

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

Total fuel trim/

Min.: -0.5, Max.: 0.496

Diagnostic Note:

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

Fuel system status/

Unused, OL, CL, OLDrive, OLFault or CLFault

Diagnostic Note:

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

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

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

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

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

Air fuel ratio learn value of idle area/

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

Diagnostic Note:

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

Air fuel ratio learn value of low load area/

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

Diagnostic Note:

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).

Air fuel ratio learn value of middle1 load area/

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

Diagnostic Note:

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).

Air fuel ratio learn value of middle2 load area/

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

Diagnostic Note:

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).

Air fuel ratio learn value of high load area/

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

Diagnostic Note:

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

Air fuel ratio learn value of low load area (dual)/

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

Diagnostic Note:

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).

Air fuel ratio learn value of middle1 load area (dual)/

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

Diagnostic Note:

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).

Air fuel ratio learn value of middle2 load area (dual)/

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

Diagnostic Note:

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).

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

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

Diagnostic Note:

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

Ignition timing advance for No. 1 cylinder/

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

Diagnostic Note:

-

Knocking feedback value/

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

Diagnostic Note:

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

Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock 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.

Knocking correction learned value/

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

Diagnostic Note:

• Refer to "Knock F/B 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

• 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.

Individual cylinder timing advance compensation amount (No. 1)/

Min.: 0 deg(CA), Max.: 15.93 deg(CA)

Diagnostic Note:

• 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.

Individual cylinder timing advance compensation amount (No. 2)/

Min.: 0 deg(CA), Max.: 15.93 deg(CA)

Diagnostic Note:

• 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.

Individual cylinder timing advance compensation amount (No. 3)/

Min.: 0 deg(CA), Max.: 15.93 deg(CA)

Diagnostic Note:

• 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.

Individual cylinder timing advance compensation amount (No. 4)/

Min.: 0 deg(CA), Max.: 15.93 deg(CA)

Diagnostic Note:

• 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.

Status of the mass air flow meter sub-assembly circuit/

Normal or Abnormal

Diagnostic Note:

-

EGR valve target opening/

Min.: 0%, Max.: 100%

Diagnostic Note:

• When the engine is cold or idling, at engine start, etc., the value is 0%.

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

• When the valve is fully open, the value is 100%.

EGR step position/

Min.: 0 step, Max.: 255 step

Diagnostic Note:

Active Test item "Control the EGR Step Position" support data.

VVT control failure status/

ON or OFF

Diagnostic Note:

ON: There is an intake VVT timing advance malfunction.

Intake VVT hold correct learned value for area 1/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

-

Intake VVT hold correct learned value for area 2/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

-

Intake VVT displacement angle/

Min.: 0 DegFR, Max.: 639.9 DegFR

Diagnostic Note:

• This is the intake VVT displacement angle during forced operation.

• This is only available during the Active Test.

• By checking Intake VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor (for intake camshaft) signal is being output.

Cam timing oil control solenoid operation duty/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

This is the requested duty value for operation.

Exhaust VVT hold duty ratio learned value/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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

Exhaust VVT displacement angle/

Min.: 0 DegFR, Max.: 639.9 DegFR

Diagnostic Note:

• This is the exhaust VVT displacement angle during forced operation.

• This is only available during the Active Test.

• By checking Exhaust VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor (for exhaust camshaft) signal is being output.

Camshaft timing oil control valve (for exhaust camshaft) operation duty/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

This is the requested duty value for operation

Intake VVT target angle/

Min.: 0 DegFR, Max.: 639.9 DegFR

Diagnostic Note:

-

Exhaust VVT target angle/

Min.: 0 DegFR, Max.: 639.9 DegFR

Diagnostic Note:

-

Front catalyst temperature/

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

Diagnostic Note:

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

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

Rear catalyst temperature/

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

Diagnostic Note:

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

Starter signal/

ON or OFF

• ON: Starter operating

• OFF: Starter not operating

Diagnostic Note:

-

Park/Neutral position switch/

ON or OFF

Diagnostic Note:

-

Stop light switch/

ON or OFF

• ON: Brake pedal depressed

• OFF: Brake pedal released

Diagnostic Note:

-

Immobiliser communication/

ON or OFF

Diagnostic Note:

-

Check mode result for misfire monitor/

Compl or Incmpl

Check mode result for heated oxygen sensor/

Compl or Incmpl

Check mode result for air fuel ratio sensor/

Compl or Incmpl

Comprehensive component monitor/

Not Avl or Avail

Fuel system monitor/

Not Avl or Avail

Misfire monitor/

Not Avl or Avail

EGR/VVT monitor/

Not Avl or Avail

EGR/VVT monitor/

Compl or Incmpl

A/F (O2) sensor heater monitor/

Not Avl or Avail

A/F (O2) sensor heater monitor/

Compl or Incmpl

A/F (O2) sensor monitor/

Not Avl or Avail

A/F (O2) sensor monitor/

Compl or Incmpl

Secondary air injection system monitor/

Not Avl or Avail

Secondary air injection system monitor/

Compl or Incmpl

EVAP monitor/

Not Avl or Avail

EVAP monitor/

Compl or Incmpl

Catalyst monitor/

Not Avl or Avail

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

TC terminal status/

ON or OFF

Diagnostic Note:

-

MIL status/

ON or OFF

Diagnostic Note:

-

Distance driven with MIL on/

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

Diagnostic Note:

This is the distance driven since MIL was illuminated.

Running time from MIL on/

Min.: 0 min, Max.: 65535 min

Diagnostic Note:

-

Time after DTCs cleared/

Min.: 0 min, Max.: 65535 min

Diagnostic Note:

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

Distance driven after DTCs cleared/

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

Diagnostic Note:

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

Warmup cycles after DTCs cleared/

Min.: 0, Max.: 255

Diagnostic Note:

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

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

  *: 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.

Distance driven after battery cable disconnected/

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

Diagnostic Note:

-

OBD requirement/

-

Diagnostic Note:

-

Emissions-related DTCs/

Min.: 0, Max.: 127

Diagnostic Note:

This is the number of emissions-related DTCs stored.

Total distance traveled/

Min.: 0 km (0 mile), Max.: 16777215 km (10425361 mile)

Diagnostic Note:

-

Ignition counter/

Min.: 0, Max.: 65535

Diagnostic Note:

• This is the cumulative number of ignitions.

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

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

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

Misfire count of cylinder 1/

Min.: 0, Max.: 255

Diagnostic Note:

• 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.

Misfire count of cylinder 2/

Min.: 0, Max.: 255

Diagnostic Note:

• 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.

Misfire count of cylinder 3/

Min.: 0, Max.: 255

Diagnostic Note:

• 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.

Misfire count of cylinder 4/

Min.: 0, Max.: 255

Diagnostic Note:

• 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.

Misfire count of all cylinders/

Min.: 0, Max.: 255

Diagnostic Note:

• 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.

Engine speed for first misfire range/

Min.: 0 rpm, Max.: 6375 rpm

Diagnostic Note:

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

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

Engine load for first misfire range/

Min.: 0%., Max.: 510%

Diagnostic Note:

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

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

Misfire monitoring/

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

Diagnostic Note:

• This is the misfire detection margin.

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

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

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

• Example:

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

Engine speed when starter off/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

This is the engine speed immediately after starting the engine.

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

Min.: 0, Max.: 255

Diagnostic Note:

• 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)

Distance driven during previous trip/

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

Diagnostic Note:

• Before 5 seconds elapse after starting the engine, which is DTC P160400 (Startability Malfunction) detection duration, 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.

Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)/

Min.: 0 ms, Max.: 655350 ms

Diagnostic Note:

• 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.

History of hesitation during engine start/

ON or OFF

Diagnostic Note:

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

History of low engine speed after engine start/

ON or OFF

Diagnostic Note:

This item changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.

Time elapsed after engine runs at high speed/

Min.: 0 sec., Max.: 68746 sec.

Diagnostic Note:

The time elapsed after a fuel cut after high engine speed has occurred (more than the engine speed at which fuel cut occurs + 500 rpm).

Compression leakage count/

Min.: 0, Max.: 255

Diagnostic Note:

When the counter displays 1 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/

Normal, Intermittent poor combustion or Low frequency poor combustion

Diagnostic Note:

This item indicates the rough idle status.

Status of multiple cylinders rough idle/

ON or OFF

Diagnostic Note:

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

Status of the rough idle #1/

ON or OFF

Diagnostic Note:

• 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.

Status of the rough idle #2/

ON or OFF

Diagnostic Note:

Same as Rough Idle Cylinder #1.

Status of the rough idle #3/

ON or OFF

Diagnostic Note:

Same as Rough Idle Cylinder #1.

Status of the rough idle #4/

ON or OFF

Diagnostic Note:

Same as Rough Idle Cylinder #1.

Engine cooling fan/

OFF, Low or High

Diagnostic Note:

Active Test item "Control the Engine Cooling Fan" support data.

Brake override system status/

ON or OFF

Diagnostic Note:

-

Status of immobiliser fuel cut/

ON or OFF

Diagnostic Note:

-

Immobiliser fuel cut history/

ON or OFF

Diagnostic Note:

-

Key unlock signal/

ON or OFF

Diagnostic Note:

-

Engine speed for cylinder No. 1/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

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

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

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

Engine speed for cylinder No. 2/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

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

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

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

Engine speed for cylinder No. 3/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

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

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

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

Engine speed for cylinder No. 4/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

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

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

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

Average engine speed for all cylinders/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

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

MIL status from ECT/

ON or OFF

Diagnostic Note:

-

Output shaft speed/

Min.: 0 rpm, Max.: 12750 rpm

Diagnostic Note:

-

Input turbine speed/

Min.: 0 rpm, Max.: 12750 rpm

Diagnostic Note:

-

Park/neutral position switch status/

ON or OFF

• ON: Shift lever in P

• OFF: Shift lever not in P

Diagnostic Note:

-

Park/neutral position switch status/

ON or OFF

• ON: Shift lever in R

• OFF: Shift lever not in R

Diagnostic Note:

-

Park/neutral position switch status/

ON or OFF

• ON: Shift lever in N

• OFF: Shift lever not in N

Diagnostic Note:

-

Park/neutral position switch status/

ON or OFF

• ON: Shift lever in N or P

• OFF: Shift lever not in N or P

Diagnostic Note:

-

Sport shift up switch status/

ON or OFF

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

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

Diagnostic Note:

-

Sport shift down switch status/

ON or OFF

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

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

Diagnostic Note:

-

Transmission control switch status/

ON or OFF

• ON: Shift lever in S

• OFF: Shift lever not in S

Diagnostic Note:

-

Park/neutral position switch status/

ON or OFF

• ON: Shift lever in D or S

• OFF: Shift lever not in D or S

Diagnostic Note:

-

ATF temperature sensor value/

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

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

• Equal to ambient temperature when cold soak

Diagnostic Note:

-

Lock up status/

ON or OFF

• ON: Lock-up operating

• OFF: Lock-up not operating

Diagnostic Note:

-

ECM gear shift command/

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

Diagnostic Note:

-