SFI SYSTEM(w/o EGR System) DATA LIST / ACTIVE TEST

950 to 1050 rpm:

Idling with warmed up engine (inspection mode (maintenance mode)), shift lever in P

• 8 to 20%:

  Idling with warmed up engine (inspection mode (maintenance mode))

• 8 to 20%:

  2500 rpm (inspection mode (maintenance mode))

• This is the engine load calculated based on the estimated 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%.)

• 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.)

• 1.5 to 3.5 gm/sec: Idling (inspection mode (maintenance mode))

• 5.0 to 9.0 gm/sec: 2500 rpm (inspection mode (maintenance mode))

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

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

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

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

• 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.

This is the engine coolant temperature.

• 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 higher than 128°C (262°F), the sensor circuit is open or shorted.

• This is the time elapsed after the engine is first started with the power switch on (READY).

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

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

ON:

Idling (inspection mode (maintenance mode)), shift lever in P

• "OFF" is displayed during charge control.

• ON is displayed even if the throttle valve is opened when the shift lever is in P.

0.5 to 1.1 V:

Idling with warmed up engine (inspection mode (maintenance mode))

• 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 power switch is on (IG) and the engine is stopped.

• 0.5 to 1.1 V: Accelerator pedal fully released

• 0.6 to 1.4 V: Fail-safe operating

• 2.1 to 3.1 V: Accelerator pedal fully released

• 2.1 to 3.1 V: Fail-safe operating

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. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the power switch is on (IG), the accelerator pedal is released and the throttle actuator is off).

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

This is the total ISC airflow amount (the amount of intake air necessary to maintain idling).

This is the feedback amount necessary to adjust the airflow amount to maintain the target idling speed.

0.9 to 7.0 L/s:

Idling with warmed up engine (inspection mode (maintenance mode))

This is the learned value of the airflow amount necessary for engine idling.

• 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 starting problems or rough idle is present.

• This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve.

• Check this value for reference when difficult to start, or idles roughly.

• Idling (engine warmed up):

  67.3%

• Running without load (2500 rpm):

  67.3%

• 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%.

• 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 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%.

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

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

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

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

• 1 = Stoichiometric air fuel ratio

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

• This is the 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.

• 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.

• 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.

• 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).




• 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 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.

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

• CL (Closed Loop): Uses 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.

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

• CL (Closed Loop): Uses 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.

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.

• 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.

• 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.

• 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.

• ON: VVT control failure

• OFF: Normal

• 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.

• This is only available during the Active Test.

• This is the VVT displacement angle during forced operation.

• This is only available during the Active Test.

• 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.

• This is the requested duty value for forced operation.

• This is only available during the Active Test.

• 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.

ON → OFF:

Power switch on (IG) → Power switch on (READY), Accelerating using the engine

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• 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.

• 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

• 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.

• 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.

• 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.

• 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.

• 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.

• 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.

• 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.

• 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%.

• 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.

• This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed.

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

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

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

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

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

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

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

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

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

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

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

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

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

• Compl: ISC learned value complete

• Incmpl: ISC learned value incomplete

ON → OFF:

Engine stopped → Engine start