SFI SYSTEM(w/o Canister Pump Module)

DATA LIST

Tip:

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

Note:

In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not.
The actual values may differ from the values listed in the chart under "Reference Value" due to climate, weather conditions, etc.
The values listed under "Reference Value" are those of an inspection performed in NORMAL mode. The actual values may differ if inspected in ECO or SPORT mode.

Tip:

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

Warm up the engine.
Turn the A/C switch off.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
Enter the following menus: Powertrain / Engine / Data List.
Tip:
- To display the list box, press the pull down menu button next to Primary. Then select a measurement group.
- When you select a measurement group, the ECU data belonging to that group is displayed.
- Measurement Group List / Description
- - All Data / All data
  - Primary / -
  - Engine Control / Engine control system related data
  - Ptrl General / -
  - Ptrl AF Control / Air fuel ratio control system related data
  - Ptrl AF Control (D4) / Air fuel ratio control system related data (D4)
  - Ptrl AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data
  - Ptrl Throttle / Gasoline throttle system related data
  - Ptrl Intake Control / Intake control system related data
  - Ptrl Valve Control / Valve control system related data
  - Ptrl Misfire / "Misfire" related data
  - Ptrl Starting / "Difficult to start" related data
  - Ptrl Rough Idle / "Rough idle" related data
  - Ptrl Evaporative / Evaporative system related data
  - Ptrl CAT Converter / Catalyst converter related data
  - Check Mode / Check mode related data
  - Monitor Status / Monitor status related data
  - Ignition / Ignition system related data
  - Charging Control / Charging control system related data
  - Compression / Data used during "Check the Cylinder Compression" Active Test
  - AT / Automatic transmission system related data
  - Vehicle Information / Vehicle information
According to the display on the GTS, read the Data List.
Tip:
- The title used for each group of Data List items in this repair manual does not appear on the GTS. However, the name in parentheses after the title, which is a Measurement Group, does appear on the GTS. When the name shown in parentheses is selected on the GTS, all the Data List items listed for that group will be displayed.
- "Reference Value" is the assessment of one vehicle. Use it only for reference.
- The values listed under "Reference Value" are those of an inspection performed in NORMAL mode.

Various Vehicle Conditions 1 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Vehicle Speed	Vehicle speed	Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)	Actual vehicle speed	-	This is the current vehicle speed. The vehicle speed is detected using the wheel speed sensors. Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.
Engine Speed	Engine speed	Min.: 0 rpm, Max.: 16383 rpm	700 to 800 rpm: Idling with warm engine	Idling (engine warmed up and A/C off): 763 rpm	When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.
Calculate Load	Load calculated by ECM	Min.: 0%, Max.: 100%	Idling: 15.0 to 35.0% Running without load (2000 rpm): 15.0 to 35.0%	Engine switch on (IG): 0.0% Idling (engine warmed up): 30.9% Running without load (3000 rpm): 27.0%	This is the engine load calculated based on the estimated intake pressure. Calculate Load = Estimated intake manifold pressure / maximum intake manifold pressure x 100 (%) (For example, when the estimated intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.)
Vehicle Load	Vehicle load	Min.: 0%, Max.: 25700%	-	Engine switch on (IG): 0.0% Idling (engine warmed up): 15.2% Running without load (3000 rpm): 12.9%	This is the engine intake air charging efficiency. Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.) Tip: Due to individual engine differences, intake air temperature, etc., the value may exceed 100%. Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm) (Intake airflow (gm/sec) is MAF)
MAF	Airflow rate from mass air flow meter sub-assembly	Min.: 0 gm/sec, Max.: 655.35 gm/sec	4.0 to 7.0 gm/sec: Idling 12.0 to 16.0 gm/sec: 2000 rpm 17.0 to 23.0 gm/sec: 3000 rpm	Engine switch on (IG): 0.26 gm/sec Idling (engine warmed up): 5.81 gm/sec Running without load (2500 rpm): 16.10 gm/sec Running without load (3000 rpm): 19.48 gm/sec	This is the intake air amount from the mass air flow meter sub-assembly.
Atmosphere Pressure	Atmospheric pressure	Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg)	Equivalent to atmospheric pressure (absolute pressure)	Idling (engine warmed up): 99 kPa(abs) [743 mmHg(abs)]	This value is calculated from the intake air amount. Standard atmospheric pressure: 101 kPa(abs) [758 mmHg(abs)] For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (7.5 mmHg). This varies by weather.
Coolant Temp	Coolant temperature	Min.: -40°C (-40°F), Max.: 140°C (284°F)	75 to 100°C (167 to 212°F): After warming up	-	This is the engine coolant temperature. Tip: After warming up the engine, the engine coolant temperature is 75 to 100°C (167 to 212°F). After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted. Check if the engine overheats when the value indicates higher than 140°C (284°F).
Intake Air	Intake air temperature	Min.: -40°C (-40°F), Max.: 140°C (284°F)	Equivalent to temperature at location of mass air flow meter sub-assembly	-	After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted.
Ambient Temperature	Atmospheric pressure	Min.: 0 kPa (0 psi), Max.: 255 kPa (36.98 psi)	Equivalent to atmospheric pressure (absolute pressure)	Idling (engine warmed up): 99 kPa(abs) [14.36 psi(abs)]	This value is calculated from the intake air amount. Standard atmospheric pressure: 101 kPa(abs) [14.65 psi(abs)] For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (0.15 psi). This varies by weather.
Engine Run Time	Engine run time	Min.: 0 s, Max.: 65535 s	Time after engine start	-	This is the time elapsed since the engine started. Tip: The time is counted only while the engine is running.
Initial Engine Coolant Temp	Initial engine coolant temperature	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	-	This is the engine coolant temperature stored when the engine switch is turned on (IG).
Initial Intake Air Temp	Initial intake air temperature	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	-	This is the intake air temperature stored when the engine switch is turned on (IG).
Battery Voltage	Battery voltage	Min.: 0 V, Max.: 65.535 V	11 to 14 V: Idling	Engine switch on (IG): 12.480 V Cranking: 12.363 V Idling (engine warmed up): 13.496 V	If 11 V or less, characteristics of some electrical components may change.
Glow Indicator Supported	Status of glow indicator supported	Unsupp or Supp	Unsupp	-	-
Glow Indicator	Glow indicator	ON or OFF	OFF	-	-

Throttle Control 1 (Ptrl Throttle)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Accelerator Position	Accelerator pedal position	Min.: 0%, Max.: 399.9%	Actual accelerator pedal position	Engine switch on (IG): 0.0% (accelerator pedal fully released) Engine switch on (IG): 100.0% (accelerator pedal fully depressed)	This is the accelerator pedal position defined using the learned fully released position (sensor output) of No. 1 accelerator pedal position sensor as 0% and the fully depressed position as 100%.
Accel Sens. No.1 Volt %	Absolute accelerator pedal position No. 1	Min.: 0%, Max.: 100%	10 to 22%: Accelerator pedal fully released 52 to 90%: Accelerator pedal fully depressed	Engine switch on (IG): 15.6% (accelerator pedal fully released) Engine switch on (IG): 74.9% (accelerator pedal fully depressed)	The No. 1 accelerator pedal position sensor output is converted using 5 V = 100%. Tip: If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal.
Accel Sens. No.2 Volt %	Absolute accelerator pedal position No. 2	Min.: 0%, Max.: 100%	24 to 40%: Accelerator pedal fully released 68 to 95%: Accelerator pedal fully depressed	Engine switch on (IG): 32.1% (accelerator pedal fully released) Engine switch on (IG): 91.3% (accelerator pedal fully depressed)	The No. 2 accelerator pedal position sensor output is converted using 5 V = 100%.

Throttle Control 2 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Accel Sensor Out No.1	Accelerator pedal position sensor No. 1 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	Engine switch on (IG): 0.781 V (accelerator pedal fully released) Engine switch on (IG): 3.730 V (accelerator pedal fully depressed)	This is the raw voltage from the No. 1 accelerator pedal position sensor.
Accel Sensor Out No.2	Accelerator pedal position sensor No. 2 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	Engine switch on (IG): 1.601 V (accelerator pedal fully released) Engine switch on (IG): 4.550 V (accelerator pedal fully depressed)	This is the raw voltage from the No. 2 accelerator pedal position sensor.

Throttle Control 3 (Ptrl Throttle)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Accelerator Idle Position	Whether or not accelerator pedal position sensor detecting released accelerator pedal	ON or OFF	ON: Accelerator pedal fully released	Engine switch on (IG): ON (accelerator pedal fully released) Engine switch on (IG): OFF (accelerator pedal depressed)	This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.
Accel Fully Close Learn #1	Accelerator fully released learned value No. 1	Min.: 0 deg, Max.: 124.5 deg	-	Engine switch on (IG): 19.5 deg	This is the value of No. 1 accelerator pedal position sensor learned when the accelerator pedal is released.
Accel Fully Close Learn #2	Accelerator fully released learned value No. 2	Min.: 0 deg, Max.: 124.5 deg	-	Engine switch on (IG): 40.0 deg	This is the value of No. 2 accelerator pedal position sensor learned when the accelerator pedal is released.
Throttle Sensor Volt %	Absolute 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)	Engine switch on (IG): 15.6% (accelerator pedal fully released) Tip: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Idling (engine warmed up): 16.0% Running without load (3000 rpm): 19.2%	The No. 1 throttle position sensor output is converted using 5 V = 100%. Tip: If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.
Throttle Sensor #2 Volt %	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)	Engine switch on (IG): 47.4% (accelerator pedal fully released) Tip: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Idling (engine warmed up): 47.8%	The No. 2 throttle position sensor output is converted using 5 V = 100%.
ST1	Brake pedal signal	ON or OFF	ON: Brake pedal depressed OFF: Brake pedal released	-	This is the stop light switch assembly signal (ST1- terminal).
System Guard	System guard	ON or OFF	ON	Idling (engine warmed up): ON	When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function. OFF: Electronic throttle control is stopped.
Open Side Malfunction	Open malfunction	ON or OFF	OFF	-	This parameter indicates a malfunction in the electronic throttle when the throttle valve is open.
Throttle Idle Position	Whether or not throttle position sensor detecting idle	ON or OFF	-	Engine switch on (IG): ON Idling (engine warmed up): ON Running without load (3000 rpm): OFF	This is a parameter calculated by the ECM. The value is ON when the throttle is at the idle position and OFF when the throttle is open.
Throttle Require Position	Required throttle position	Min.: 0 V, Max.: 4.98 V	-	Idling (engine warmed up): 0.800 V	This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No.1 value except during very rapid throttle valve movement, such as that used during wheelspin control.
Throttle Sensor Position	Throttle sensor position	Min.: 0%, Max.: 100%	0%: Accelerator pedal fully released 50 to 80%: Accelerator pedal fully depressed (engine running)	Idling (engine warmed up): 0.0%	This is the throttle valve opening amount used for engine control. (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idle speed during idling.) This value has no meaning when the engine switch is on (IG) and the engine is stopped.
Throttle Position No.1	Throttle position sensor No. 1 output voltage	Min.: 0 V, Max.: 4.98 V	Almost same as "Throttle Require Position" 0.5 to 1.1 V: Accelerator pedal fully released 3.2 to 4.8 V: Accelerator pedal fully depressed (engine running) 0.6 to 1.4 V: Fail-safe operating	Idling (engine warmed up): 0.800 V	This is the No. 1 throttle position sensor output voltage.
Throttle Position No.2	Throttle position sensor No. 2 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	Idling (engine warmed up): 2.382 V	This is the No. 2 throttle position sensor output voltage.
Throttle Position Command	Throttle position command value	Min.: 0 V, Max.: 4.98 V	-	-	Throttle Position Command is the same value as Throttle Require Position.
Throttle Sens Open Pos #1	Throttle position sensor No. 1	Min.: 0 V, Max.: 4.98 V	0.6 to 1.4 V	Engine switch on (IG): 0.917 V	This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the engine switch on (IG).
Throttle Sens Open Pos #2	Throttle position sensor No. 2	Min.: 0 V, Max.: 4.98 V	1.7 to 2.5 V	Engine switch on (IG): 2.011 V	This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the engine switch on (IG).
Throttle Motor Current	Throttle actuator current	Min.: 0 A, Max.: 19.9 A	0 to 3.0 A: Idling	Idling (engine warmed up): 0.8 A Running without load (3000 rpm): 0.7 A	When this value is large but the actual opening angle (Throttle Position No.1) does not reach the target opening angle (Throttle Require Position), there is an "unable to open" malfunction. This value normally fluctuates around 1 A.
Throttle Motor DUTY	Throttle actuator	Min.: 0%, Max.: 100%	10 to 22%: Idling	-	This is the output duty ratio of the throttle actuator drive circuit.
Throttle Motor Duty (Open)	Throttle actuator duty ratio (open)	Min.: 0%, Max.: 255%	0 to 40%: Idling	Idling (engine warmed up): 0% Running without load (3000 rpm): 18%	This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal. When the throttle valve is being opened, Throttle Motor Duty (Open) is 10 to 50%.
Throttle Motor Duty (Close)	Throttle actuator duty ratio (close)	Min.: 0%, Max.: 255%	0 to 40%: Idling	Idling (engine warmed up): 18% Running without load (3000 rpm): 0%	This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. Tip: During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve.
Throttle Fully Close Learn	Throttle valve fully closed position (learned value)	Min.: 0 V, Max.: 4.98 V	0.4 to 1.0 V: Accelerator pedal fully released	Engine switch on (IG): 0.664 V	The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the 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	+BM voltage	Min.: 0 V, Max.: 79.998 V	11 to 14 V: Engine switch on (IG)	-	This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P2118 (open circuit) and P0657 (short circuit, ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the engine switch is turned off).
Actuator Power Supply	Actuator power supply	ON or OFF	ON: Idling	-	If +BM power is lost, this item changes to OFF.
Throttle Air Flow Learning Value(Area 1)	Throttle air flow learning value of area 1	Min.: 0, Max.: 1.99	-	-	-
Throttle Air Flow Learning Value(Area 2)	Throttle air flow learning value of area 2	Min.: 0, Max.: 1.99	-	-	-
Throttle Air Flow Learning Value(Area 3)	Throttle air flow learning value of area 3	Min.: 0, Max.: 1.99	-	-	-
Throttle Air Flow Learning Value(Calculated Value)	Throttle air flow learning value (caluculated value)	Min.: 0, Max.: 1.99	-	-	-
Throttle Air Flow Learning Value(Atmosphere Pressure Offset Value)	Throttle air flow learning value (atmosphere pressure offset value)	Min.: 0, Max.: 2.55	-	-	-
Throttle Air Flow Learning Prohibit(Intake Air Pressure Malfunction)	Throttle air flow learning prohibit (intake air pressure malfunction)	OK or NG	OK	-	-
Throttle Air Flow Learning Prohibit(Air Fuel Ratio Malfunction)	Throttle air flow learning prohibit (air fuel ratio malfunction)	OK or NG	OK	-	-
Throttle Position	Throttle valve opening angle	Min.: 0 deg, Max.: 499.99 deg	-	-	-

Idle Speed Control (Ptrl Rough Idle)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
ISC Flow	Flow rate calculated using information from mass air flow meter sub-assembly	Min.: 0 L/s, Max.: 79.99 L/s	-	Idling (engine warmed up): 5.4 L/s	This is the total ISC airflow amount (the amount of intake air necessary to maintain idling). Tip: ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount
ISC Position	Requested throttle opening amount calculated using ISC control	Min.: 0 deg, Max.: 499.99 deg	-	Idling (engine warmed up): 3.09 deg	This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow).
ISC Feedback Value	ISC feedback amount	Min.: -40 L/s, Max.: 39.99 L/s	-	Idling (engine warmed up): -0.03 L/s	This is the feedback amount necessary to adjust the airflow amount to maintain the target idling speed. Tip: When the idling speed differs from the target, the feedback amount is adjusted. If the feedback amount becomes more than a certain value, this will be reflected in the ISC learned airflow value.
ISC Learning Value	ISC learned airflow value	Min.: -40 L/s, Max.: 39.99 L/s	-	Idling (engine warmed up): 4.71 L/s	This is the learned value of the airflow amount necessary for engine idling. Tip: If ISC Feedback Value becomes more than a certain value, this will be reflected in ISC Learning Value. ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount
Electric Load Feedback Val	Compensation flow rate according to electrical load	Min.: -40 L/s, Max.: 39.99 L/s	-	Idling (headlights and window defogger on): 0.84 L/s	This is the ISC compensation amount determined according to the electrical load.
Air Conditioner FB Val	Compensation flow rate according to air conditioner load	Min.: -40 L/s, Max.: 39.99 L/s	-	Idling (A/C on): 1.15 L/s	This is the ISC compensation amount determined according to the air conditioner load.
Low Revolution Control	Low engine speed control operation state	ON or OFF	-	Idling (engine warmed up): OFF	This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 rpm). 900 rpm (when the engine coolant temperature is 10°C [50°F]) 850 rpm (when the engine coolant temperature is 30°C [86°F]) 750 rpm (when the engine coolant temperature is 60°C [140°F]) Before 5 seconds elapse after starting the engine, this parameter indicates the status of the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the status of the current trip. Tip: The engine is considered to have started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after starting the engine, this parameter changes to ON and remains ON for the rest of the trip. ON: The engine speed decreased immediately after starting the engine. OFF: The engine speed did not decrease immediately after starting the engine. For use when engine stall, starting problems or rough idle is present.
N Range Status	Shift lever N status	ON or OFF	-	-	-
Eng Stall Control FB Flow	Intake air compensation flow rate	Min.: -40 L/s, Max.: 39.99 L/s	-	Idling (engine warmed up): 0.00 L/s	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.
Deposit Loss Flow	Flow loss due to deposits	Min.: -40 L/s, Max.: 39.99 L/s	-	-	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 the engine stalls, is difficult to start, or idles roughly. When the ISC learned value is initialized, performing the following procedures in order to quickly relearn the Deposit Loss Flow value. After the Deposit Loss Flow has been relearned, gradual fine adjustments will continue automatically. Start the engine cold and allow the engine to idle. After the engine is warmed up (engine coolant temperature is above 80°C [176°F]), allow the engine to idle for an additional 5 minutes. Turn the engine switch off and wait for 30 seconds. Start the engine again, and allow the engine to idle for 5 minutes.
ISC Feedback Learning Torque	ISC feedback learning torque	Min.: -1024 Nm, Max.: 1023.96 Nm	-7 to 15 Nm: Idling (A/C off and shift lever in N)	-	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. Tip: When the absolute value of the "ISC Feedback Torque" exceeds a certain value, that absolute value is gradually taken into account in the "ISC Feedback Learn Torque". When the engine is operating stably near the target idle speed, the following relational expression can be derived. ISC torque (ISC total torque) = "ISC Feedback Learn Torque" + "ISC Feedback Torque" + "ISC Feedback Torque (Recent)" + "ISC Total AUXS Torque"
ISC Total AUXS Torque	ISC total AUXS torque	Min.: -1024 Nm, Max.: 1023.96 Nm	8 to 25 Nm: Idling (A/C off and shift lever in N)	-	The total of each estimated load torque when the engine is idling. (The total load torque of the engine's friction, alternator, air conditioner, A/T, etc.)
ISC Feedback Torque	ISC feedback torque	Min.: -1024 Nm, Max.: 1023.96 Nm	-7 to 15 Nm: Idling (A/C off and shift lever in N)	-	This expresses the feedback compensation value (torque) to make the engine run at the target idle speed. Tip: When the engine does not run at the target idle speed, the "ISC Feedback Torque" increases or decreases.
ISC Feedback Torque(Recent)	ISC feedback torque (recent)	Min.: -1024 Nm, Max.: 1023.96 Nm	-5 to 5 Nm: Idling (A/C off and shift lever in N)	-	This expresses the feedback compensation value (torque) that first moves to make the engine run quickly at the target idle speed. Tip: When the engine does not run at the target idle speed, the "ISC Feedback Torque (Recent)" first increases or decreases, and subsequently, that decrease or increase is conveyed to the "ISC Feedback Torque" (which controls the amount of air).
ISC AUXS Torque(Alternator)	ISC AUXS torque (alternator)	Min.: -1024 Nm, Max.: 1023.96 Nm	0 to 30 Nm: Idling (A/C off and shift lever in N)	-	This expresses the ISC compensation amount (estimated torque) according to the alternator's load.
ISC AUXS Torque(Air Conditioner)	ISC AUXS torque (air conditioner)	Min.: -1024 Nm, Max.: 1023.96 Nm	5 to 25 Nm: Idling (A/C and shift lever in N)	-	This expresses the ISC compensation torque (estimated torque) according to the air conditioner compressor's load.
Throttle Air Flow F/B Value	Throttle air flow feedback value	Min.: -4096000 L/s, Max.: 4095875 L/s	-	-	This expresses the throttle air flow feedback value.

Fuel System 1 (Ptrl General)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Fuel Press	Fuel pressure (high pressure side)	Min.: 0 kPag, Max.: 655350 kPag	3500 to 4500 kPag: Idling 2500 to 4500 kPag: 2000 rpm (without load)	Idling (warm up the engine): 4040 kPag Running without load (3000 rpm): 3310 kPag	This item indicates the fuel pressure on the high-pressure side.
Injector (Port)	Injection period of the No. 1 cylinder	Min.: 0 μs, Max.: 65535 μs	Idling (warm up the engine, port injection control): 700 to 1600 μs	-	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 Way".
Injection Volum (Cylinder1)	Injection volume (cylinder 1)	Min.: 0 ml, Max.: 2.047 ml	Idling (warm up the engine): 0.05 to 0.15 ml	Idling (engine warmed up): 0.099 ml Running without load (3000 rpm): 0.079 ml	This is the fuel injection volume for 10 injections.
Fuel Pump/Speed Status	Fuel pump status	ON or OFF	ON: Starter on or engine running	-	-

Fuel System 2 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Fuel Pressure Target Value	Target fuel pressure	Min.: 0 MPa, Max.: 65.535 MPa	3 to 5 MPa: Idling 2.5 to 4.5 MPa: 2500 rpm (warm up the engine without load)	Idling (warm up the engine): 4 MPa Running without load (3000 rpm): 3.398 MPa	This item indicates the target fuel pressure for the fuel pump (for high pressure side).
High Fuel Pressure Sensor	Fuel pressure sensor (for high pressure side) output	Min.: -64 MPa, Max.: 63.998 MPa	2 to 25 MPa	-	This item indicates the fuel pressure (for high pressure side) from the fuel pressure sensor.
Fuel Pump Duty (D4)	Fuel pump duty ratio (for high pressure side of bank 1)	Min.: 0%, Max.: 127.5%	0 to 40%: Idling with warm engine	Idling (warm up the engine): 12.0% Running without load (3000 rpm): 12.5%	This item indicates the duty ratio to the electromagnetic spill valve.
Fuel Pump2 Duty (D4)	Fuel pump duty ratio (for high pressure side of bank 2)	Min.: 0%, Max.: 127.5%	0 to 40%: Idling with warm engine	Idling (warm up the engine): 12.5% Running without load (3000 rpm): 13.0%	This item indicates the duty ratio to the electromagnetic spill valve.
HP FP Discharge Rate	Fuel volume required by the high pressure fuel pump (bank 1)	Min.: 0 ml, Max.: 2.047 ml	0.01 to 0.05 ml: Idling with warm engine	Idling (warm up the engine): 0.029 ml Running without load (3000 rpm): 0.032 ml	This item indicates the fuel pump (for high pressure side) discharge amount.
HP FP Discharge Rate 2	Fuel volume required by the high pressure fuel pump (bank 2)	Min.: 0 ml, Max.: 2.047 ml	0.01 to 0.05 ml: Idling with warm engine	Idling (warm up the engine): 0.029 ml Running without load (3000 rpm): 0.032 ml	This item indicates the fuel pump (for high pressure side) discharge amount.
Injection Way	Injection mode	Port / Direct / Either / Unset	-	-	This item indicates the injection mode.
Injection Switching Status	Prohibition of changing the D-4S injection method	OK or NG	-	-	This item indicates whether the Control the Injection Way Active Test is prohibited.
Injection Timing (D4)	Injection timing	Min.: -3276.8 deg(CA), Max.:3276.7 deg(CA)	290 to 310 deg(CA): Idling with warm engine, direct injection control	Idling (warm engine, direct injection control): 300.0 deg(CA) Running without load (3000 rpm): 305.0 deg(CA)	This item indicates the injection timing of the No. 1 fuel injector assembly (for direct injection). Values may be displayed even when fuel injection is not performed.
Injection Time (D4)	Injection time	Min.: 0 μs, Max.: 65535 μs	700 to 2000 μs: Idling with warm engine, direct injection control	Idling (warm engine, direct injection control): 1100 μs Running without load (3000 rpm): 988 μs	This item indicates the last injection time of the No. 1 fuel injector assembly (for direct injection). 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 Way".
Current Fuel Type	Current fuel type	-	Gasoline/petrol	-	-

EVAP System (Ptrl Evaporative)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
EVAP (Purge) VSV	Purge VSV control duty	Min.: 0%, Max.: 100%	-	Idling (engine warmed up): 9.4% Running without load (3000 rpm): 10.0%	This is the command signal from the ECM. This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed. *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV. When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.
Evap Purge Flow	Purge flow	Min.: 0%, Max.: 399.9%	-	Idling (engine warmed up): 0.8% Running without load (3000 rpm): 5.2%	This is the percentage of total engine airflow contributed by EVAP purge operation. (Evap Purge Flow = Purge flow / Engine airflow x 100 (%)) It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV.
Purge Density Learn Value	Purge density learned value	Min.: -200, Max.: 199.993	-	Idling (engine warmed up): 0.000	Purge Density Learn Value is the proportion of the decrease in injection volume (based on the change in the air fuel ratio feedback compensation value) related to a 1% purge flow rate. When Purge Density Learn Value is a large negative value, the purge effect is large. The purge density is determined from the change in the air fuel ratio feedback compensation value when purge flow is introduced. Purge density learning is performed so that the feedback compensation value is 0 +/-2%. Tip: Usually, the value is approximately +/-1%. 1%: The concentration of HC in the purge gas is relatively low. 0%: The concentration of HC in the purge gas is approximately equal to the stoichiometric air fuel ratio. Large negative values indicate that the concentration of HC in the purge gas is relatively high.
EVAP Purge VSV	VSV status for EVAP control	ON or OFF	-	-	This parameter displays ON when EVAP (Purge) VSV is approximately 30% or higher, and displays OFF when the VSV duty ratio is less than 30%.
Purge Cut VSV Duty	Purge VSV duty	Min.: 0%, Max.: 399.9%	-	Idling (engine warmed up): 4.6% Running without load (3000 rpm): 99.9%	-

Air Fuel Ratio Control 1 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Target Air-Fuel Ratio	Target air fuel ratio	Min.: 0, Max.: 1.99	0.8 to 1.2: During idling	Idling (engine warmed up): 0.991 (Performing feedback control at the stoichiometric air fuel ratio) Running without load (3000 rpm): 0.994 (Performing feedback control at the stoichiometric air fuel ratio)	This is the target air fuel ratio used by the ECM. 1.0 is the stoichiometric air fuel ratio. Values that are more than 1 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 (B2S1) are related.

Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
AF Lambda B1S1	Output air fuel ratio associated with bank 1 sensor 1	Min.: 0, Max.: 1.99	Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air fuel ratio Value more than 1 (1.001 to 1.999) = Lean	Idling (engine warmed up): 0.991 Running without load (3000 rpm): 0.993	This is the actual air fuel ratio calculated based on the air fuel ratio sensor output. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor. Reference value when performing the Active Test: Injection Volume: +/-0% AF Lambda B1S1: 0.99 AFS Voltage B1S1: 3.29 V AFS Current B1S1: 0.00 mA O2S B1S2: 0.43 V Injection Volume: -12.5% AF Lambda B1S1: 1.16 AFS Voltage B1S1: 3.85 V AFS Current B1S1: 0.20 mA O2S B1S2: 0.015 V Injection Volume: 12.5% AF Lambda B1S1: 0.89 AFS Voltage B1S1: 2.59 V AFS Current B1S1: -0.27 mA O2S B1S2: 0.94 V
AF Lambda B2S1	Output air fuel ratio associated with bank 2 sensor 1	Min.: 0, Max.: 1.99	Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air fuel ratio Value more than 1 (1.001 to 1.999) = Lean	Idling (engine warmed up): 0.992 Running without load (3000 rpm): 0.989	This is the actual air fuel ratio calculated based on the air fuel ratio sensor output. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor. Reference value when performing the Active Test: Injection Volume: +/-0% AF Lambda B2S1: 0.99 AFS Voltage B2S1: 3.29 V AFS Current B2S1: 0.00 mA O2S B2S2: 0.43 V Injection Volume: -12.5% AF Lambda B2S1: 1.16 AFS Voltage B2S1: 3.85 V AFS Current B2S1: 0.20 mA O2S B2S2: 0.015 V Injection Volume: 12.5% AF Lambda B2S1: 0.89 AFS Voltage B2S1: 2.59 V AFS Current B2S1: -0.27 mA O2S B2S2: 0.94 V
AFS Voltage B1S1	Air fuel ratio sensor output voltage for bank 1 sensor 1	Min.: 0 V, Max.: 7.99 V	2.8 to 3.8 V: Idling	Idling (engine warmed up): 3.263 V Running without load (3000 rpm): 3.288 V Fuel-cut during deceleration being performed: 4.996 V	This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current below for the actual sensor output). Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.
AFS Voltage B2S1	Air fuel ratio sensor output voltage for bank 2 sensor 1	Min.: 0 V, Max.: 7.99 V	2.8 to 3.8 V: Idling	Idling (engine warmed up): 3.234 V Running without load (3000 rpm): 3.219 V Fuel-cut during deceleration being performed: 4.996 V	This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current below for the actual sensor output). Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.
AFS Current B1S1	Air fuel ratio sensor output current for bank 1 sensor 1	Min.: -128 mA, Max.: 127.99 mA	-0.5 to 0.5 mA: Idling	Idling (engine warmed up): -0.02 mA Running without load (3000 rpm): 0.00 mA Fuel-cut during deceleration being performed: 1.54 mA	With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA. When the value is outside the range of 0.47 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.
AFS Current B2S1	Air fuel ratio sensor output current for bank 2 sensor 1	Min.: -128 mA, Max.: 127.99 mA	-0.5 to 0.5 mA: Idling	Idling (engine warmed up): -0.03 mA Running without load (3000 rpm): -0.03 mA Fuel-cut during deceleration being performed: 1.51 mA	With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA. When the value is outside the range of 0.47 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.
A/F Heater Duty B1S1	Air fuel ratio sensor heater duty ratio for bank 1	Min.: 0%, Max.: 399.9%	0 to 100%	Idling (engine warmed up): 22.6%	When the value is any value except 0%, current is being supplied to the heater.
A/F Heater Duty B2S1	Air fuel ratio sensor heater duty ratio for bank 2	Min.: 0%, Max.: 399.9%	0 to 100%	Idling (engine warmed up): 25.0%	When the value is any value except 0%, current is being supplied to the heater.
O2S B1S2	Heated oxygen sensor output voltage for bank 1 sensor 2	Min.: 0 V, Max.: 1.275 V	0 to 1 V	Idling (engine warmed up): 0.680 V Running without load (3000 rpm): 0.780 V	This is the output voltage of the heated oxygen sensor. Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio. Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio. During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor. Reference value when performing the Active Test: Injection Volume: -12.5% AF Lambda B1S1: 1.16 AFS Voltage B1S1: 3.85 V AFS Current B1S1: 0.20 mA O2S B1S2: 0.015 V Injection Volume: 12.5% AF Lambda B1S1: 0.89 AFS Voltage B1S1: 2.59 V AFS Current B1S1: -0.27 mA O2S B1S2: 0.94 V
O2S B2S2	Heated oxygen sensor output voltage for bank 2 sensor 2	Min.: 0 V, Max.: 1.275 V	0 to 1 V	Idling (engine warmed up): 0.820 V Running without load (3000 rpm): 0.855 V	This is the output voltage of the heated oxygen sensor. Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio. Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio. During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor. Reference value when performing the Active Test: Injection Volume: -12.5% AF Lambda B2S1: 1.16 AFS Voltage B2S1: 3.85 V AFS Current B2S1: 0.20 mA O2S B2S2: 0.015 V Injection Volume: 12.5% AF Lambda B2S1: 0.89 AFS Voltage B2S1: 2.59 V AFS Current B2S1: -0.27 mA O2S B2S2: 0.94 V
O2S Impedance B1S2	Heated oxygen sensor impedance for bank 1 sensor2	Min.: 0 ohm, Max.: 21247.67 ohm	5 to 15000 ohm	-	-
O2S Impedance B2S2	Heated oxygen sensor impedance for bank 2 sensor 2	Min.: 0 ohm, Max.: 21247.67 ohm	5 to 15000 ohm	-	-
O2 Heater B1S2	Heated oxygen sensor heater for bank 1 sensor 2	Active or Not Act	-	-	-
O2 Heater B2S2	Heated oxygen sensor heater for bank 2 sensor 2	Active or Not Act	-	-	-
O2 Heater Curr Val B1S2	Heated oxygen sensor current for bank 1 sensor 2	Min.: 0 A, Max.: 4.999 A	-	Idling (engine warmed up): 0.981 A Running without load (3000 rpm): 1.000 A	When the value is any value except 0 A, current is being supplied to the heater.
O2 Heater Curr Val B2S2	Heated oxygen sensor current for bank 2 sensor 2	Min.: 0 A, Max.: 4.999 A	-	Idling (engine warmed up): 0.996 A Running without load (3000 rpm): 1.020 A	When the value is any value except 0 A, current is being supplied to the heater.
Short FT B1S1	Short-term fuel trim for bank 1	Min.: -100%, Max.: 99.2%	-15 to 15%	Idling (engine warmed up): 0.781% Running without load (3000 rpm): -2.344%	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.
Short FT B1S2	Short-term fuel trim for bank 1	Min.: -100%, Max.: 99.2%	-	-	-
Long FT B1S1	Long-term fuel trim for bank 1	Min.: -100%, Max.: 99.2%	-15 to 15%	Idling (engine warmed up): -7.032% Running without load (3000 rpm): -12.500%	The ECM will learn the Long FT B1S1 values based on Short FT B1S1. The goal is to keep Short FT B1S1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio. This value is used to determine whether the system related to air fuel ratio control is malfunctioning. The condition of the system is determined based on the sum of Short FT B1S1 and Long FT B1S1 (excluding times when the system is in transition). 15% or higher: There may be a lean air fuel ratio. -15 to 15%: The air fuel ratio can be determined to be normal. -15% or less: There may be a rich air fuel ratio. Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT B1S1" indicates the learned value for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1], [A/F Learn Value High #1], [A/F Learn Val Low #1 (Dual)], [A/F Learn Val Mid1 #1 (Dual)], [A/F Learn Val Mid2 #1 (Dual)] and [A/F Learn Val High #1 (Dual)] 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.
Long FT B1S2	Long-term fuel trim for bank 1	Min.: -100%, Max.: 99.2%	-	-	-
Total FT #1	Total fuel trim for bank 1	Min.: -0.5, Max.: 0.496	-0.28 to 0.2: Idling	-	Total FT #1 = Short FT B1S1 + Long FT B1S1
Short FT B2S1	Short-term fuel trim for bank 2	Min.: -100%, Max.: 99.2%	-15 to 15%	Idling (engine warmed up): 0.781% Running without load (3000 rpm): -1.563%	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.
Short FT B2S2	Short-term fuel trim for bank 2	Min.: -100%, Max.: 99.2%	-	-	-
Long FT B2S1	Long-term fuel trim for bank 2	Min.: -100%, Max.: 99.2%	-15 to 15%	Idling (engine warmed up): -9.375% Running without load (3000 rpm): -13.282%	The ECM will learn the Long FT B2S1 values based on Short FT B2S1. The goal is to keep Short FT B2S1 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 B2S1 and Long FT B2S1 (excluding times when the system is in transition). 15% or higher: There may be a lean air fuel ratio. -15 to 15%: The air fuel ratio can be determined to be normal. -15% or less: There may be a rich air fuel ratio. Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT B2S1" indicates the learned value for the current operating range. [A/F Learn Value Idle #2], [A/F Learn Value Low #2], [A/F Learn Value Mid1 #2], [A/F Learn Value Mid2 #2], [A/F Learn Value High #2], [A/F Learn Val Low #2 (Dual)], [A/F Learn Val Mid1 #2 (Dual)], [A/F Learn Val Mid2 #2 (Dual)] and [A/F Learn Val High #2 (Dual)] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT B2S1" indicates the current engine operating range.
Long FT B2S2	Long-term fuel trim for bank 2	Min.: -100%, Max.: 99.2%	-	-	-
Total FT #2	Total fuel trim for bank 2	Min.: -0.5, Max.: 0.496	-0.28 to 0.2: Idling	-	Total FT #2 = Short FT B2S1 + Long FT B2S1
Fuel System Status #1	Fuel system status for bank 1	Unused, OL, CL, OLDrive, OLFault or CLFault	CL: Idling after warming up	-	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. Tip: CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B1S1 is approximately 1.0 and AFS Voltage B1S1 is approximately 3.3 V.
Fuel System Status #2	Fuel system status for bank 2	Unused, OL, CL, OLDrive, OLFault or CLFault	CL: Idling after warming up	-	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. Tip: CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B2S1 is approximately 1.0 and AFS Voltage B2S1 is approximately 3.3 V.
A/F Learn Value Idle #1	Air fuel ratio learn value of idle area for bank 1	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
A/F Learn Value Low #1	Air fuel ratio learn value of low load area for bank 1	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid1 #1	Air fuel ratio learn value of middle1 load area for bank 1	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid2 #1	Air fuel ratio learn value of middle2 load area for bank 1	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Value High #1	Air fuel ratio learn value of high load area for bank 1	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
A/F Learn Val Low #1 (Dual)	Air fuel ratio learn value of low load area (dual, bank 1)	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts)
A/F Learn Val Mid1 #1 (Dual)	Air fuel ratio learn value of middle1 load area (dual, bank 1)	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Val Mid2 #1 (Dual)	Air fuel ratio learn value of middle2 load area (dual, bank 1)	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Val High #1 (Dual)	Air fuel ratio learn value of high load area (dual, bank 1)	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
A/F Learn Value Idle #2	Air fuel ratio learn value of idle area for bank 2	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
A/F Learn Value Low #2	Air fuel ratio learn value of low load area for bank 2	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid1 #2	Air fuel ratio learn value of middle1 load area for bank 2	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid2 #2	Air fuel ratio learn value of middle2 load area for bank 2	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Value High #2	Air fuel ratio learn value of high load area for bank 2	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
A/F Learn Val Low #2 (Dual)	Air fuel ratio learn value of low load area (dual, bank 2)	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts)
A/F Learn Val Mid1 #2 (Dual)	Air fuel ratio learn value of middle1 load area (dual, bank 2)	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Val Mid2 #2 (Dual)	Air fuel ratio learn value of middle2 load area (dual, bank 2)	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Val High #2 (Dual)	Air fuel ratio learn value of high load area (dual, bank 2)	Min.: -50%, Max.: 49.6%	-15 to 15%	-	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

Ignition System (Ignition)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
IGN Advance	Ignition timing advance for No. 1 cylinder	Min.: -64 deg, Max.: 63.5 deg	5 to 22 deg: Idling	Idling (engine warmed up): 12.5 deg Running without load (3000 rpm): 44.0 deg	-
Knock Feedback Value	Knocking feedback value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-	Idling (engine warmed up): -3.0 deg(CA) Running without load (3000 rpm): -3.0 deg(CA)	This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value1 + Knock Correct Learn Value2 + Knock Feedback Value3 + 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. Tip: If Knock Feedback Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3 deg(CA)), it can be determined that knocking is not being detected. Possible Causes: There is a problem with the knock control sensor sensitivity. The knock control sensor is improperly installed. There is a problem with a wire harness.
Knock Correct Learn Value	Knocking correction learned value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-	Idling (engine warmed up): 22.5 deg(CA) Running without load (3000 rpm): 22.5 deg(CA)	Refer to "Knock Feedback Value". When there is knocking or a lack of power, compare the following values to another vehicle of the same model. Engine Speed Calculate Load IGN Advance Knock Feedback Value Knock Correct Learn Value Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced. Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded. Tip: When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).
Idle Spark Advn Ctrl #1	Individual cylinder timing advance compensation amount (No. 1)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #2	Individual cylinder timing advance compensation amount (No. 2)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #3	Individual cylinder timing advance compensation amount (No. 3)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #4	Individual cylinder timing advance compensation amount (No. 4)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #5	Individual cylinder timing advance compensation amount (No. 5)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #6	Individual cylinder timing advance compensation amount (No. 6)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #7	Individual cylinder timing advance compensation amount (No. 7)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #8	Individual cylinder timing advance compensation amount (No. 8)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.

Intake Control (Ptrl Intake Control)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
AICV VSV	Vacuum switching valve for air intake control system status	ON or OFF	-	-	-

VVT Control (Ptrl Valve Control)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
VVT Advance Fail	VVT control failure status	ON or OFF	ON: VVT control failure	-	ON: There is an intake VVT timing advance malfunction.
VVT Change Angle #1	VVT displacement angle for bank 1	Min.: 0 DegFR, Max.: 639.9 DegFR	-	-	By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.
VVT Change Angle #2	VVT displacement angle for bank 2	Min.: 0 DegFR, Max.: 639.9 DegFR	-	-	By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.
VVT Ex Hold Lrn Val #1	VVT exhaust hold duty ratio learned value for bank 1	Min.: 0%, Max.: 399.9%	-	-	This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the retarded state of the VVT controller. Refer to "VVT Ex OCV Duty #1".
VVT Ex Chg Angle #1	VVT exhaust displacement angle for bank 1	Min.: 0 DegFR, Max.: 639.9 DegFR	-	-	By checking VVT Ex Chg Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output. Refer to "VVT Ex OCV Duty #1".
VVT Ex OCV Duty #1	VVT exhaust camshaft timing oil control valve duty for bank 1	Min.: 0%, Max.: 399.9%	-	-	Reference value when performing the Control the VVT Exhaust Linear (Bank 1) Active Test: VVT Ex OCV Duty #1 = 0%, VVT Ex Chg Angle #1 = 0 DegFR VVT Ex OCV Duty #1 = 30%, VVT Ex Chg Angle #1 = 0 DegFR VVT Ex OCV Duty #1 = 70%, VVT Ex Chg Angle #1 = 38.5 DegFR VVT Ex OCV Duty #1 = 100%, VVT Ex Chg Angle #1 = 38.5 DegFR VVT Ex OCV Duty #1 = 27.4%, VVT Ex Chg Angle #1 = 0 DegFR After the above test, VVT Ex Hold Lrn Val #1 = 44.0%.
VVT Ex Hold Lrn Val #2	VVT exhaust hold duty ratio learned value for bank 2	Min.: 0%, Max.: 399.9%	-	-	This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the retarded state of the VVT controller. Refer to "VVT Ex OCV Duty #2".
VVT Ex Chg Angle #2	VVT exhaust displacement angle for bank 2	Min.: 0 DegFR, Max.: 639.9 DegFR	-	-	By checking VVT Ex Chg Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output. Refer to "VVT Ex OCV Duty #2".
VVT Ex OCV Duty #2	VVT exhaust camshaft timing oil control valve duty for bank 2	Min.: 0%, Max.: 399.9%	-	-	Reference value when performing the Control the VVT Exhaust Linear (Bank 2) Active Test: VVT Ex OCV Duty #2 = 0%, VVT Ex Chg Angle #2 = 0 DegFR VVT Ex OCV Duty #2 = 30%, VVT Ex Chg Angle #2 = 0 DegFR VVT Ex OCV Duty #2 = 70%, VVT Ex Chg Angle #2 = 38.5 DegFR VVT Ex OCV Duty #2 = 100%, VVT Ex Chg Angle #2 = 38.5 DegFR VVT Ex OCV Duty #2 = 27.4%, VVT Ex Chg Angle #2 = 0 DegFR After the above test, VVT Ex Hold Lrn Val #2 = 44.0%.
VVT-iE Duty #1	Camshaft timing control motor operation duty (bank 1)	Min.: -200%, Max.: 199.9%	-	-	-
VVT-iE Duty #2	Camshaft timing control motor operation duty (bank 2)	Min.: -200%, Max.: 199.9%	-	-	-
VVT-iE Mot Direction #1	VVT-iE motor direction (bank 1)	Backward or Forward	Forward: Idling with warm engine	-	-
VVT-iE Mot Direction #2	VVT-iE motor direction (bank 2)	Backward or Forward	Forward: Idling with warm engine	-	-
VVT Target Angle #1	VVT intake target angle for bank 1	Min.: 0 DegFR, Max.: 639.9 DegFR	-	-	-
VVT Target Angle #2	VVT intake target angle for bank 2	Min.: 0 DegFR, Max.: 639.9 DegFR	-	-	-
VVT Ex Target Angle #1	VVT exhaust target angle for bank 1	Min.: 0 DegFR, Max.: 639.9 DegFR	-	-	-
VVT Ex Target Angle #2	VVT exhaust target angle for bank 2	Min.: 0 DegFR, Max.: 639.9 DegFR	-	-	-

Various Vehicle Conditions 2 (All Data)

Powertrain > Engine > Data List

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

Catalyst (Ptrl CAT Converter)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Catalyst Temp B1S1	Catalyst temperature for bank 1 sensor 1	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	-	This is the temperature of the front catalyst estimated by the ECM. This value is included in the conditions used to detect catalyst deterioration (DTC P0420), etc., and should therefore be used as a reference when recreating malfunction conditions.
Catalyst Temp B2S1	Catalyst temperature for bank 2 sensor 1	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	-	This is the temperature of the front catalyst estimated by the ECM. This value is included in the conditions used to detect catalyst deterioration (DTC P0430), etc., and should therefore be used as a reference when recreating malfunction conditions.
Catalyst Temp B1S2	Catalyst temperature for bank 1 sensor 2	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	-	This is the temperature of the rear catalyst estimated by the ECM.
Catalyst Temp B2S2	Catalyst temperature for bank 2 sensor 2	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	-	This is the temperature of the rear catalyst estimated by the ECM.

Various Vehicle Conditions 3 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Starter Signal	Starter signal	ON or OFF	ON: Starter operating OFF: Starter not operating	-	-
Neutral Position SW Signal	Park/Neutral position switch signal status	ON or OFF	ON: Shift lever in P or N	-	-
Stop Light Switch	Stop light switch signal status	ON or OFF	ON: Brake pedal depressed OFF: Brake pedal released	-	-
A/C Signal	A/C switch status	ON or OFF	ON: A/C on	-	-
Idle Up Signal	Idle up signal	ON or OFF	-	-	-
Closed Throttle Position SW	Closed throttle position switch signal status	ON or OFF	ON: Idling OFF: Engine running, acclerator pedal depressed	-	-
Fuel Cut Condition	Fuel cut condition status	ON or OFF	ON: Fuel cut operating	-	-
Immobiliser Communication	Immobiliser communication status	ON or OFF	ON: Normal	-	-

Check Mode (Check Mode)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Check Mode	Check mode	ON or OFF	ON: Check mode on	-	*
SPD Test Result	Check mode result for vehicle speed sensor	Compl or Incmpl	-	-	-
Misfire Test Result	Check mode result for misfire monitor	Compl or Incmpl	-	-	-
OXS1 (A/FS2) Test Result	Check mode result for heated oxygen sensor (bank 1)	Compl or Incmpl	-	-	-
OXS2 (A/FS2) Test Result	Check mode result for heated oxygen sensor (bank 2)	Compl or Incmpl	-	-	-
A/F Test Results #2	Check mode result for air fuel ratio sensor (bank 2)	Compl or Incmpl	-	-	-
A/F Test Results #1	Check mode result for air fuel ratio sensor (bank 1)	Compl or Incmpl	-	-	-

*: Refer to Check Mode Procedure.

Click here

Test Result (Monitor Status)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Complete Parts Monitor	Comprehensive component monitor	Not Avl or Avail	-	-	*
Fuel System Monitor	Fuel system monitor	Not Avl or Avail	-	-	*
Misfire Monitor	Misfire monitor	Not Avl or Avail	-	-	*
EGR/VVT Monitor	EGR/VVT monitor	Not Avl or Avail	-	-	*
EGR/VVT Monitor	EGR/VVT monitor	Compl or Incmpl	-	-	*
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor	Not Avl or Avail	-	-	*
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor	Compl or Incmpl	-	-	*
O2S(A/FS) Monitor	O2S (A/FS) monitor	Not Avl or Avail	-	-	*
O2S(A/FS) Monitor	O2S (A/FS) monitor	Compl or Incmpl	-	-	*
A/C Monitor	A/C monitor	Not Avl or Avail	-	-	*
A/C Monitor	A/C monitor	Compl or Incmpl	-	-	*
2nd Air Monitor	2nd air monitor	Not Avl or Avail	-	-	*
2nd Air Monitor	2nd air monitor	Compl or Incmpl	-	-	*
EVAP Monitor	EVAP monitor	Not Avl or Avail	-	-	*
EVAP Monitor	EVAP monitor	Compl or Incmpl	-	-	*
Heated Catalyst Monitor	Heated catalyst monitor	Not Avl or Avail	-	-	*
Heated Catalyst Monitor	Heated catalyst monitor	Compl or Incmpl	-	-	*
Catalyst Monitor	Catalyst monitor	Not Avl or Avail	-	-	*
Catalyst Monitor	Catalyst monitor	Compl or Incmpl	-	-	*

*:

Avail: The monitor is available on the vehicle.

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

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

Various Vehicle Conditions 4 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
TC Terminal	TC terminal status	ON or OFF	-	-	-
# Codes(Include History)	Number of codes	Min.: 0, Max.: 255	0	-	This is the number of DTCs stored.
MIL	MIL status	ON or OFF	OFF	-	-
MIL ON Run Distance	Distance driven with MIL on	Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)	-	-	This is the distance driven since the MIL was illuminated.
Running Time from MIL ON	Running time from MIL on	Min.: 0 min, Max.: 65535 min	Running time after MIL turned on	-	-
Time after DTC Cleared	Time after DTCs cleared	Min.: 0 min, Max.: 65535 min	Time after DTCs cleared	-	This is the time elapsed since DTCs were cleared (or since the vehicle left the factory). Time elapsed after the engine switch is turned off is not counted.
Distance from DTC Cleared	Distance driven after DTCs cleared	Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)	Distance driven after DTCs cleared	-	This is the distance driven since DTCs were cleared (or since the vehicle left the factory).
Warmup Cycle Cleared DTC	Warmup cycles after DTCs cleared	Min.: 0, Max.: 255	-	-	This is the number of warmup cycles after the DTCs were cleared. This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory). *: An engine warmup is defined as the engine coolant temperature rising 20°C (36°F) or higher and reaching a temperature of 70°C (158°F) or higher after the engine is started.
Dist Batt Cable Disconnect	Distance driven after battery cable disconnected	Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)	Total distance vehicle driven after battery cable disconnected	-	-
IG OFF Elapsed Time	Time after engine switch off	Min.: 0 min, Max.: 655350 min	Cumulative time after engine switch off	-	-
OBD Requirements	OBD requirement	-	EOBD (Euro-OBD)	-	-
Number of Emission DTC	Emissions-related DTCs	-	-	-	This is the number of emissions-related DTCs stored.
TC and TE1	TC and CG (TE1) terminals of DLC3	ON or OFF	-	-	-
Total Distance Traveled	Total distance traveled	Min.: 0 km (0 mile), Max.: 16777215 km (10425361 mile)	-	-	-

Misfire (Ptrl Misfire)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Ignition Trig. Count	Ignition counter	Min.: 0, Max.: 65535	0 to 800	-	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 8 Misfire Count / Ignition Trig. Count Tip: For 4-cylinder engines, the values range from 0 to 400. For 6-cylinder engines, the values range from 0 to 600. For 8-cylinder engines, the values range from 0 to 800.
Cylinder #1 Misfire Count	Misfire count of cylinder 1	Min.: 0, Max.: 255	0	-	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #2 Misfire Count	Misfire count of cylinder 2	Min.: 0, Max.: 255	0	-	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #3 Misfire Count	Misfire count of cylinder 3	Min.: 0, Max.: 255	0	-	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #4 Misfire Count	Misfire count of cylinder 4	Min.: 0, Max.: 255	0	-	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #5 Misfire Count	Misfire count of cylinder 5	Min.: 0, Max.: 255	0	-	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #6 Misfire Count	Misfire count of cylinder 6	Min.: 0, Max.: 255	0	-	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #7 Misfire Count	Misfire count of cylinder 7	Min.: 0, Max.: 255	0	-	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #8 Misfire Count	Misfire count of cylinder 8	Min.: 0, Max.: 255	0	-	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
All Cylinders Misfire Count	Misfire count of all cylinders	Min.: 0, Max.: 255	0 to 35	-	This is the total misfire count of all cylinders. This counter is increased by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions.
Multi Cylinders Misfire Count	Misfire count of multi cylinders	Min.: 0, Max.: 65535	0	-	-
Misfire RPM	Engine speed for first misfire range	Min.: 0 rpm, Max.: 6375 rpm	0 rpm: 0 misfires	-	This is the average engine speed recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference.
Misfire Load	Engine load for first misfire range	Min.: 0 g/rev, Max.: 3.98 g/rev	0 g/rev: 0 misfires	-	This is the average engine load recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. Tip: To convert g/rev to gm/sec: RPM / 60 x g/rev = gm/sec.
Misfire Margin	Misfire monitoring	Min.: -128%, Max.: 127%	0 to 127%: Idling	-	This is the misfire detection margin. Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100% When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Example: When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.
Catalyst OT MF F/C	Fuel cut to prevent catalyst from overheating during misfire	Not Avl or Avail	Avail: "Fuel cut to prevent catalyst from overheating during misfire" available Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available	-	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.
Cat OT MF F/C History	History of fuel cut to prevent catalyst from overheating during misfire	ON or OFF	-	-	This can be used to tell whether there was a large amount of misfires concentrated in a certain cylinder.
Cat OT MF F/C Cylinder#1	Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	-	-	-
Cat OT MF F/C Cylinder#2	Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	-	-	-
Cat OT MF F/C Cylinder#3	Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	-	-	-
Cat OT MF F/C Cylinder#4	Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	-	-	-
Cat OT MF F/C Cylinder#5	Display of fuel cut operation in No. 5 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	-	-	-
Cat OT MF F/C Cylinder#6	Display of fuel cut operation in No. 6 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	-	-	-
Cat OT MF F/C Cylinder#7	Display of fuel cut operation in No. 7 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	-	-	-
Cat OT MF F/C Cylinder#8	Display of fuel cut operation in No. 8 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	-	-	-

Various Vehicle Conditions 5 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Maximum Engine Speed	Maximum engine speed	Min.: 0 rpm, Max.: 16383.75 rpm	-	-	-
Vehicle Speed for Maximum Engine Speed	Vehicle speed for maximum engine speed	Min.: 0 km/h (0 mph), Max.: 655.35 km/h (407 mph)	-	-	-
Red Zone Duration Time	Red zone duration time	Min.: 0 ms, Max.: 4294901.76 ms	-	-	-
Red Zone Count	Red zone count	Min.: 0, Max.: 32767	-	-	-
Maximum Vehicle Speed	Maximum vehicle speed	Min.: 0 km/h (0 mph), Max.: 655.35 km/h (407 mph)	-	-	-
Engine Speed (Starter Off)	Engine speed when starter off	Min.: 0 rpm, Max.: 51199 rpm	-	Idling (engine warmed up): 785 rpm	This is the engine speed immediately after starting the engine.
Starter Count	Number of times starter turned on after engine switch on (IG)	Min.: 0, Max.: 255	-	-	This is the number of times the starter turned on during the current trip.
Run Dist of Previous Trip	Distance driven during previous trip	Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile)	-	-	Before 5 seconds elapse after starting the engine, which is the detection duration of DTC P1604 (Startability Malfunction), this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. Tip: Run Dist of Previous Trip in freeze frame data which were present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of Data List (real-time measurements), or for freeze frame data which were present when DTCs other than P1604 were stored, the value indicates the distance driven during the current trip.
Engine Starting Time	Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)	Min.: 0 ms, Max.: 655350 ms	-	-	This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm. This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms.
Previous Trip Coolant Temp	Engine coolant temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-	Before 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature at the end of the previous trip. After 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature during the current trip.
Previous Trip Intake Temp	Intake air temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-	Before 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature at the end of the previous trip. After 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature during the current trip.
Engine Oil Temperature	Engine oil temperature	Min.: -40°C (-40°F), Max.: 215°C (419°F)	80 to 100°C (176 to 212°F): After warming up	-	-
Previous Trip Eng Oil Temp	Engine oil temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-	-
Ambient Temp for A/C	Ambient temperature for A/C	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-	-
Previous Trip Ambient Temp	Ambient temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-	-
Engine Start Hesitation	History of hesitation during engine start	ON or OFF	-	-	This value changes to ON when the engine speed does not reach 500 rpm during cranking.
Low Rev for Eng Start	History of low engine speed after engine start	ON or OFF	-	-	This item changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.
Minimum Engine Speed	Minimum engine speed	Min.: 0 rpm, Max.: 51199 rpm	-	-	This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed. For use when engine stall, starting problems or rough idle is present.
Fuel Cut Elps Time	Time elapsed after engine runs at high speed	Min.: 0 sec, Max.: 68746 sec	-	-	The time elapsed after a fuel cut after high engine speed has occurred (the engine speed at which fuel cut occurs + 500 rpm or more).

Charging Control (Charging Control)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Alternator Output Duty	Generator output duty	Min.: 0%, Max.: 399.9%	-	-	-
Alt Vol - Non Active Test	Request voltage when regulator not under forced activation	Min.: 0 V, Max.: 79.998 V	Battery electrolyte temperature varies (12.3 to 15.3 V) while driving: After engine start	-	-
Alt Vol - Active Test	Request voltage when regulator under forced activation	Min.: 0 V, Max.: 79.998 V	Request instruction voltage value: After engine start	-	-
Previous Trip Alternator Max Output Time	Accumulated time of maximum powergeneration by altemator during previous trip	Min.: 0 sec, Max.: 65535 sec	-	-	-
Initial Engine Battery Minimum Voltage	Minimum battery voltage at engine start	Min.: 0 V, Max.: 25.5 V	-	-	-

Various Vehicle Conditions 6 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Electric Fan Motor	Electric fan motors operation status	ON or OFF	-	-	-
Brake Override System	Brake override system status	ON or OFF	ON: Brake override system operating	-	-
Idle Fuel Cut	Fuel cut at idle	ON or OFF	ON: Fuel cut operating	-	Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high.
FC TAU	Fuel cut TAU (fuel cut during very light load)	ON or OFF	ON: Fuel cut operating	-	This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete.
Immobiliser Fuel Cut	Status of immobiliser fuel cut	ON or OFF	OFF	-	-
Immobiliser Fuel Cut History	Immobiliser fuel cut history	ON or OFF	OFF	-	When DTC P1604 is output and Immobiliser Fuel Cut History indicates ON, the engine could not start due to immobiliser operation.
Communication with ECT	Status of communication with TCM	Comm or No Comm	-	-	-
Electrical Load Signal 1	Electrical load signal	ON or OFF	-	-	-
Cruise Main SW	Cruise control main switch	ON or OFF	-	-	-

Various Vehicle Conditions 7 (Vehicle Information)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Model Code	Model code	-	-	-	Used for identifying the model code: USC10#
Engine Type	Engine type	-	-	-	Used for identifying the engine type: 2URGSE
Cylinder Number	Number of cylinders	Min.: 0, Max.: 255	-	-	Used for identifying the number of cylinders: 8
Transmission Type	Transmission type	-	-	-	Used for identifying the transmission type: ECT 8th
Transmission Type2	Transmission type	-	N/A	-	Unused
Destination	Destination	-	-	-	Used for identifying the destination: W
Model Year	Model year	Min.: 1900, Max.: 2155	-	-	Used for identifying the model year: 201#
System Identification	System identification	-	-	-	Used for identifying the engine system: Gasoline (gasoline engine)

Compression (Compression)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Engine Speed of Cyl #1	Engine speed for cylinder No. 1	Min.: 0 rpm, Max.: 51199 rpm	-	Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #1: 207 rpm	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed of Cyl #2	Engine speed for cylinder No. 2	Min.: 0 rpm, Max.: 51199 rpm	-	Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #2: 206 rpm	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed of Cyl #3	Engine speed for cylinder No. 3	Min.: 0 rpm, Max.: 51199 rpm	-	Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #3: 207 rpm	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed of Cyl #4	Engine speed for cylinder No. 4	Min.: 0 rpm, Max.: 51199 rpm	-	Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #4: 207 rpm	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed of Cyl #5	Engine speed for cylinder No. 5	Min.: 0 rpm, Max.: 51199 rpm	-	Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #5: 207 rpm	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed of Cyl #6	Engine speed for cylinder No. 6	Min.: 0 rpm, Max.: 51199 rpm	-	Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #6: 207 rpm	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed of Cyl #7	Engine speed for cylinder No. 7	Min.: 0 rpm, Max.: 51199 rpm	-	Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #7: 207 rpm	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed of Cyl #8	Engine speed for cylinder No. 8	Min.: 0 rpm, Max.: 51199 rpm	-	Reference value when performing the Active Test with a normal vehicle: Engine Speed of Cyl #8: 207 rpm	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Av Engine Speed of All Cyl	Average engine speed for all cylinders	Min.: 0 rpm, Max.: 51199 rpm	-	-	This is output only when Check the Cylinder Compression is performed using the Active Test.

Automatic Transmission (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
Received MIL from ECT	MIL status from ECT	ON or OFF	ON: MIL ON	-	-
Shift Position Sig from ECT	Shift position signal from ECT	-	Actual shift position	-	-
A/T Oil Temp from ECT	ATF temperature from ECT	Min.: -40°C (-40°F), Max.: 215°C (419°F)	With engine cold: Equal to ambient temperature	-	-
SPD (NO)	Output shaft speed	Min.: 0 rpm, Max.: 12750 rpm	-	-	-
SPD (NT)	Input turbine speed	Min.: 0 rpm, Max.: 12750 rpm	-	-	Lock-up on (after warming up the engine): Input turbine speed (NT) is equal to engine speed Lock-up off (idling with shift lever in N): Input turbine speed (NT) is nearly equal to engine speed
ECT Lock Up	Lock-up	ON or OFF	ON: Lock-up operating	-	-
SPD (SP2)	Output shaft speed	Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)	Vehicle stopped: 0 km/h (0 mph) (output shaft speed is equal to vehicle speed)	-	-
Shift SW Status (P Range)	Park/Neutral position switch status	ON or OFF	ON: Shift lever in P OFF: Shift lever not in P	-	When the shift lever position displayed on the GTS differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. Tip: When failure still occurs even after adjusting these parts*.
Kick Down Switch Status	Kick down switch status	ON or OFF	-	-	-
Pattern Switch (PWR/M)	SPORT mode transition availability	ON or OFF	-	-	-
Shift SW Status (R Range)	Park/Neutral position switch status	ON or OFF	ON: Shift lever in R OFF: Shift lever not in R	-	When the shift lever position displayed on the GTS differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. Tip: When failure still occurs even after adjusting these parts*.
Shift SW Status (N Range)	Park/Neutral position switch status	ON or OFF	ON: Shift lever in N OFF: Shift lever not in N	-	When the shift lever position displayed on the GTS differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. Tip: When failure still occurs even after adjusting these parts*.
Shift SW Status (N,P Range) Supported	Status of park/neutral position switch (N or P) supported	Unsupp or Supp	-	-	-
Shift SW Status (N,P Range)	Park/neutral position switch status	ON or OFF	ON: Shift lever in N or P OFF: Shift lever not in N or P	-	-
Sports Shift Up SW	Sport shift up switch status	ON or OFF	ON: Shift lever held in "+" (up-shift) OFF: Shift lever not held in "+" (up-shift)	-	-
Sports Shift Down SW	Sport shift down switch status	ON or OFF	ON: Shift lever held in "-" (down-shift) OFF: Shift lever not held in "-" (down-shift)	-	-
Sports Mode Selection SW	Sport mode select switch status	ON or OFF	ON: Shift lever in M OFF: Shift lever not in M	-	-
Snow Switch Status	Snow switch status	ON or OFF	ON: SNOW switch pushed and held OFF: SNOW switch not pushed	-	-
Shift SW Status (D Range)	Park/Neutral position switch status	ON or OFF	ON: Shift lever in D or M OFF: Shift lever not in D or M	-	When the shift lever position displayed on the GTS differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. Tip: When failure still occurs even after adjusting these parts*.
Normal Mode Switch	Combination switch status	ON or OFF	ON: Combination switch being pushed and held OFF: Combination switch not pushed	-	-
ECO Switch	Combination switch status	ON or OFF	ON: Combination switch being turned and held at ECO position OFF: Combination switch not turned	-	-
MT Down Shift Indication	Manual transmission shift down indication	ON or OFF	-	-	-
MT Up Shift Indication	Manual transmission shift up indication	ON or OFF	-	-	-
Snow or 2nd Start Mode	Snow mode status	ON or OFF	-	-	-

*: Refer to DTC P0705.

Click here

Gasoline Particulate Filter (All Data)

Powertrain > Engine

Tester Display	Measurement Item	Range	Normal Condition	Reference Value	Diagnostic Note
GPF Differential Pressure Offset Bank1	Corrected differential pressure sensor (for bank 1) value	Min.: -327.68 kPa, Max.: 327.67 kPa	0 to 100 kPa (0 to 14.5 psi)	-	The differential pressure sensor (for bank 1) value is corrected according to the ambient atmosphere pressure. The value of this item is used to detect clogging of the gasoline particulate filter and calculate the accumulated PM. The value of this item is calculated in accordance with the driving conditions.
GPF Differential Pressure Offset Bank2	Corrected differential pressure sensor (for bank 2) value	Min.: -327.68 kPa, Max.: 327.67 kPa	0 to 100 kPa (0 to 14.5 psi)	-	The differential pressure sensor (for bank 2) value is corrected according to the ambient atmosphere pressure. The value of this item is used to detect clogging of the gasoline particulate filter and calculate the accumulated PM. The value of this item is calculated in accordance with the driving conditions.
GPF Differential Pressure Maximum Bank1	Differential pressure sensor (for bank 1) highest value	Min.: -327.68 kPa, Max.: 327.67 kPa	0 kPa (0 psi)	-	Under normal conditions 0 kPa (0 psi) is displayed.
GPF Differential Pressure Maximum Bank2	Differential pressure sensor (for bank 2) highest value	Min.: -327.68 kPa, Max.: 327.67 kPa	0 kPa (0 psi)	-	Under normal conditions 0 kPa (0 psi) is displayed.
GPF Clogged Determination Threshold Bank1	Gasoline particulate filter (for bank 1) clog detection threshold value	Min.: -327.68 kPa, Max.: 327.67 kPa	0 to 100 kPa (0 to 14.5 psi)	-	When the average differential pressure sensor (for bank 1) value exceeds the value of "GPF Clogged Determination Threshold Bank 1", the gasoline particulate filter (for bank 1) will be judged as clogged and DTC P244B will be stored. The value of "GPF Clogged Determination Threshold" changes in accordance with the intake air volume. When the intake air volume is low, the value of "GPF Clogged Determination Threshold" will decrease.
GPF Clogged Determination Threshold Bank2	Gasoline particulate filter (for bank 2) clog detection threshold value	Min.: -327.68 kPa, Max.: 327.67 kPa	0 to 100 kPa (0 to 14.5 psi)	-	When the average differential pressure sensor (for bank 2) value exceeds the value of "GPF Clogged Determination Threshold Bank 2", the gasoline particulate filter (for bank 2) will be judged as clogged and DTC P2465 will be stored. The value of "GPF Clogged Determination Threshold" changes in accordance with the intake air volume. When the intake air volume is low, the value of "GPF Clogged Determination Threshold" will decrease.
GPF Steady Differential Pressure Average Bank1	Average differential pressure sensor (for bank 1) value when driving at constant speed	Min.: -327.68 kPa, Max.: 327.67 kPa	0 to 100 kPa (0 to 14.5 psi)	-	This item displays the average differential pressure sensor (for bank 1) value when the vehicle is being driven in a stable manner. The value of this item is calculated in accordance with the driving conditions.
GPF Steady Differential Pressure Average Bank2	Average differential pressure sensor (for bank 2) value when driving at constant speed	Min.: -327.68 kPa, Max.: 327.67 kPa	0 to 100 kPa (0 to 14.5 psi)	-	This item displays the average differential pressure sensor (for bank 2) value when the vehicle is being driven in a stable manner. The value of this item is calculated in accordance with the driving conditions.
GPF Steady Air Flow Average Bank1	Average intake air volume (for bank 1) when driving at constant speed	Min.: 0 gm/sec, Max.: 655.35 gm/sec	0 to 165 gm/sec	-	This item displays the average intake air volume (for bank 1) when the vehicle is being driven in a stable manner. The value of this item is calculated in accordance with the driving conditions.
GPF Steady Air Flow Average Bank2	Average intake air volume (for bank 2) when driving at constant speed	Min.: 0 gm/sec, Max.: 655.35 gm/sec	0 to 165 gm/sec	-	This item displays the average intake air volume (for bank 2) when the vehicle is being driven in a stable manner. The value of this item is calculated in accordance with the driving conditions.
GPF Differential Pressure Maximum Update Time Air Flow Bank1	Intake air volume when differential pressure sensor (for bank 1) largest value changes	Min.: 0 gm/sec, Max.: 655.35 gm/sec	0 gm/sec	-	Under normal conditions 0 gm/sec is displayed.
GPF Differential Pressure Maximum Update Time Air Flow Bank2	Intake air volume when differential pressure sensor (for bank 2) largest value changes	Min.: 0 gm/sec, Max.: 655.35 gm/sec	0 gm/sec	-	Under normal conditions 0 gm/sec is displayed.
GPF Variance Bank1	Engine pulsation (for bank 1) variance value	Min.: 0, Max.: 65.535	0.04 or more	-	If the value of this item becomes small, the hose or pipe to the differential pressure sensor (for bank 1) may be disconnected, clogged or leaking. The value of this item is calculated in accordance with the driving conditions.
GPF Variance Bank2	Engine pulsation (for bank 2) variance value	Min.: 0, Max.: 65.535	0.04 or more	-	If the value of this item becomes small, the hose or pipe to the differential pressure sensor (for bank 2) may be disconnected, clogged or leaking. The value of this item is calculated in accordance with the driving conditions.
GPF Variance Determination Threshold Bank1	Engine pulsation (for bank 1) variance threshold value	Min.: 0, Max.: 65.535	0	-	If there is a problem with the hose or pipe to the differential pressure sensor (for bank 1), the detected engine pulsation will become small. If the engine pulsation (for bank 1) variance value becomes the same or lower than the value of this item, a malfunction will be detected. When the vehicle is normal, 0 will be displayed. If a malfunction has been detected, the actual threshold value will be displayed.
GPF Variance Determination Threshold Bank2	Engine pulsation (for bank 2) variance threshold value	Min.: 0, Max.: 65.535	0	-	If there is a problem with the hose or pipe to the differential pressure sensor (for bank 2), the detected engine pulsation will become small. If the engine pulsation (for bank 2) variance value becomes the same or lower than the value of this item, a malfunction will be detected. When the vehicle is normal, 0 will be displayed. If a malfunction has been detected, the actual threshold value will be displayed.
PM Deposition Ratio Bank1	PM accumulation ratio (for bank 1)	Min.: 0%, Max.: 255%	0 to 100%	-	This item displays the amount of PM accumulated in the gasoline particulate filter (for bank 1) as a percentage. If 100% or more is displayed, it is necessary to perform forced PM regeneration.
PM Deposition Ratio Bank2	PM accumulation ratio (for bank 2)	Min.: 0%, Max.: 255%	0 to 100%	-	This item displays the amount of PM accumulated in the gasoline particulate filter (for bank 2) as a percentage. If 100% or more is displayed, it is necessary to perform forced PM regeneration.
Ash Deposition Ratio Bank1	Metal oxide (ash) accumulation ratio (for bank 1)	Min.: 0%, Max.: 255%	0 to 100%: Current total distance driven is less than 300000 km (18642 miles)	-	This item displays the amount of metal oxides (ash) accumulated in the gasoline particulate filter (for bank 1) as a percentage.
Ash Deposition Ratio Bank2	Metal oxide (ash) accumulation ratio (for bank 2)	Min.: 0%, Max.: 255%	0 to 100%: Current total distance driven is less than 300000 km (18642 miles)	-	This item displays the amount of metal oxides (ash) accumulated in the gasoline particulate filter (for bank 2) as a percentage.

ACTIVE TEST

Tip:

Using the GTS to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests.
As DTCs may be stored when an Active Test or learning is performed, make sure to clear the DTCs before returning the vehicle to the customer.

Warm up the engine.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
Enter the following menus: Powertrain / Engine / Active Test.

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

Powertrain > Engine > Active Test

Tester Display	Measurement Item	Control Range	Diagnostic Note
Control the Injection Volume	Control the injection volume	Between -12.5% and 24.8%	All fuel injector assemblies are tested at the same time. Perform the test at 3000 rpm or less. Injection volume can be changed in fine gradations within the control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / All Data / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped.
Control the Injection Volume for A/F Sensor	Change injection volume	-12.5%/0%/12.5%	All fuel injector assemblies are tested at the same time. Perform the test at 3000 rpm or less. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F Sensor / All Data / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. See waveform *3.
Activate the VSV for Evap Control	Activate purge VSV control	ON/OFF	The purge VSV is opened with a approximately 30% duty ratio. See waveform *5.
Control the Fuel Pump / Speed	Activate fuel pump (for low pressure side)	ON/OFF	Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Shift lever in P.
Connect the TC and TE1	Turn on and off TC and CG (TE1) connection	ON/OFF	ON: TC and CG (TE1) are connected. OFF: TC and CG (TE1) are disconnected. Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Shift lever in P.
Control the Idle Fuel Cut Prohibit	Prohibit idling fuel cut control	ON/OFF	Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Shift lever in P.
Prohibit the Catalyst OT Misfire prevent F/C	Prohibit fuel cut which prevents catalyst from overheating during misfire	ON/OFF ON: Fuel cut prohibited	Confirm that the vehicle is stopped and the engine speed is 3000 rpm or less.
Control the Electric Cooling Fan	Control electric cooling fan motor	ON/OFF	Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Shift lever in P.
Control the ETCS Open/Close Slow Speed	Throttle actuator	Close/Open Open: Throttle valve opens slowly	Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more). Shift lever in P.
Control the ETCS Open/Close Fast Speed	Throttle actuator	Close/Open Open: Throttle valve opens quickly	Same as above. See waveform *4.
Control the VVT-iE Linear (Bank1)	Control VVT-iE control motor (bank 1)	0 to 40 deg	Perform this test when the following conditions are met: Engine switch is on (IG). Engine running (warmed up). Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. See waveform *6.
Control the VVT-iE Linear (Bank2)	Control VVT-iE control motor (bank 2)	0 to 40 deg	Perform this test when the following conditions are met: Engine switch is on (IG). Engine running (warmed up). Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
Control the VVT Exhaust Linear (Bank1)	Control camshaft timing oil control valve assembly (bank 1)	-128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum retard -100%: Maximum advance	Engine stalls or idles roughly when the camshaft timing oil control valve assembly (bank 1) is set to 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. See waveform *7.
Control the VVT Exhaust Linear (Bank2)	Control camshaft timing oil control valve assembly (bank 2)	-128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum retard -100%: Maximum advance	Engine stalls or idles roughly when the camshaft timing oil control valve assembly (bank 2) is set to 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
Control the Injection Timing #1	Control injection timing (for NO. 1 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Test possible during vehicle stopping and engine speed is 3000 rpm or less.
Control the Injection Timing #2	Control injection timing (for NO. 2 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Test possible during vehicle stopping and engine speed is 3000 rpm or less.
Control the Injection Timing #3	Control injection timing (for NO. 3 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Test possible during vehicle stopping and engine speed is 3000 rpm or less.
Control the Injection Timing #4	Control injection timing (for NO. 4 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Test possible during vehicle stopping and engine speed is 3000 rpm or less.
Control the Injection Timing #5	Control injection timing (for NO. 5 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Test possible during vehicle stopping and engine speed is 3000 rpm or less.
Control the Injection Timing #6	Control injection timing (for NO. 6 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Test possible during vehicle stopping and engine speed is 3000 rpm or less.
Control the Injection Timing #7	Control injection timing (for NO. 7 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Test possible during vehicle stopping and engine speed is 3000 rpm or less.
Control the Injection Timing #8	Control injection timing (for NO. 8 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Test possible during vehicle stopping and engine speed is 3000 rpm or less.
Activate the VSV for AICS	Activate vacuum switching valve (for intake air control valve)	ON/OFF	Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Shift lever in P.
Control the Target Fuel Pressure	Control the target fuel pressure (for high pressure side)	-12.5 to 24.8%	Test possible during vehicle stopping and engine idling.
Control the Voltage of Alternator	Request output voltage of generator regulator during forced activation	12.5 to 14.8 V	Test is possible after engine start Perform this test when the following conditions are met: Engine switch is on (IG). Engine is running. Shift lever in P.
Control the Injection Way	Perform 3 pattern in order to operate fuel injection	Either/Port/Direct	Vehicle stopped and engine idling When the Data List item Injection Switching Status is "OK"
D-4S (A/F Control)	Perform 3 pattern in order to operate air fuel ratio control	Either/Port/Direct Lower by 12.5% or increase by 25%	Vehicle stopped and engine idling When the Data List item Injection Switching Status is "OK"
D-4S (Fuel Cut)	Perform 3 pattern in order to operate fuel cut	Either/Port/Direct Selected cylinder (cylinder #1 to #8)	Vehicle stopped and engine idling When the Data List item Injection Switching Status is "OK"
D-4S (Injection Volume)	Perform 3 pattern in order to operate injection volume	Either/Port/Direct -12.5 to 24.8%	Vehicle stopped and engine idling When the Data List item Injection Switching Status is "OK"
Control the Select Cylinder Fuel Cut	Selected cylinder (cylinder #1 to #8) injector fuel cut	#1/#2/#3/#4/#5/#6/#7/#8 ON/OFF	Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P. *1
Control the All Cylinders Fuel Cut	Fuel cut for all cylinders	ON/OFF	Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P.
Check the Cylinder Compression	Check the cylinder compression pressure	ON/OFF	Fuel injection and ignition stop in all cylinders. *2

Note:

*1:
If the display of the Data List item Catalyst OT MF F/C item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling.
If the display of the Data List item Catalyst OT MF F/C item is Avail, perform this Active Test as described below.
1. Stop the engine, turn the engine switch on (IG).
2. Enter the Control the Select Cylinder Fuel Cut.
3. Select the cylinder for fuel cut (cylinder #1 to #8) and turn the Active Test ON.
4. Start the engine.

Tip:

*2:

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

Warm up the engine.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
Enter the following menus: Powertrain / Engine / Active Test / Check the Cylinder Compression.

Tip:
To display the entire Data List, press the pull down menu button next to Primary. Then select Compression.
Push the snapshot button to turn the snapshot function on.

Tip:
Using the snapshot function, data can be recorded during the Active Test.
While the engine is not running, press the Active Test button to change Check the Cylinder Compression to ON.

Tip:
After performing the above procedure, the Active Test will start. Fuel injection for all cylinders is prohibited and engine speed measurement enters standby mode.
Crank the engine for about 10 seconds.

Tip:
Continue to crank the engine until the values change from the default value (51199 rpm).
Monitor the engine speed (Engine Speed of Cyl #1 to #6) displayed on the GTS.

Tip:
At first, the GTS displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, the engine speed measurement of each cylinder will change to the actual engine speed.
Note:
- Do not crank the engine continuously for 20 seconds or more.
- If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine.
- Make sure the battery is fully charged before performing this Active Test.
Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.
Note:
- If the Active Test is changed to OFF while the engine is being cranked, the engine will start.
- When performing the Active Test, DTC P1604 (Startability Malfunction) may be stored.
- After performing the Active Test, make sure to check and clear DTCs.
Push the snapshot button to turn the snapshot function off.
Select "Stored Data" on the GTS screen, select the recorded data and display the data as a graph.

Tip:
If the data is not displayed as a graph, the change of the values cannot be observed.
Check the change in engine speed values.

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

Reference Waveforms for Active Test

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

Tip:

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

GTS Display	Measurement Item	Normal Condition
Control the Injection Volume for A/F Sensor	-	▲A	▲B
	Active Test operation	-12.5%	12.5%
	AFS Voltage B1S1	3.786 V	3.083 V
	O2S B1S2	0.015 V	0.875 V

Tip:

Usually, the value of AFS Voltage drops below 3.1 V when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.
Usually, the value of AFS Voltage changes to 3.4 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.
Usually, the value of O2S changes to 0.55 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.
Usually, the value of O2S drops below 0.4 V when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.
The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.
If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning.

*4: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Engine switch on (IG))

Tip:

Usually, Throttle Position Command (Target Value) and Throttle Position No.1 (Actual Value) are almost the same.
If any DTCs related to the Electronic Throttle Control System (ETCS) are stored, this Active Test does not function.

GTS Display	Measurement Item	Normal Condition
Control the ETCS Open/Close Fast Speed	-	▲A	▲B
	Active Test operation	Open	Close
	Throttle Position Command	2.597 V	0.742 V
	Throttle Position No.1	2.597 V	0.742 V
	Throttle Motor Duty (Open)	14.0%	0.0%
	Throttle Motor Duty (Close)	0.0%	10.0%

*5: Activate the VSV for Evap Control (Idling after warming up, direct injection control)

GTS Display	Measurement Item	Normal Condition
Activate the VSV for Evap Control	-	▲A	▲B
	Active Test operation	ON	OFF
	EVAP (Purge) VSV	29.8%	0.0%
	Injection Time (D4)	1098 μs	1133 μs
	AFS Voltage B1S1	3.293 V	3.298 V

Tip:

Even when the Active Test is performed (the purge VSV is opened approximately 30%), the ECM performs air fuel ratio feedback to maintain the air fuel ratio at the stoichiometric ratio. Therefore, by observing the change in the Data List item "Injection Time (D4)", it is possible to determine whether the purge VSV is actually open.
The graphs and values above are for reference only because the fuel injection volume (compensation volume) varies depending on the HC density of the purge air from the canister.

*6: Control the VVT-iE Linear (Bank 1)

GTS Display	Measurement Item	Normal Condition
Control the VVT-iE Linear (Bank 1)	-	▲A	▲B
	Active Test operation*	40 deg	0 deg
	VVT Target Angle #1	40 DegFR	0.0 DegFR
	VVT Change Angle #1	39.2 DegFR	0.3 DegFR

*7: Control the VVT Exhaust Linear (Bank 1)

GTS Display	Measurement Item	Normal Condition
Control the VVT Exhaust Linear (Bank 1)	-	▲A	▲B
	Active Test operation*	15%	-15%
	VVT Ex Chg Angle #1	35.7 DegFR	0.0 DegFR
	VVT Ex OCV Duty #1	54.5%	24.5%
	VVT Ex Hold Lrn Val #1	39.5%	39.5%

Tip:

*: Change the control value for Control the VVT Exhaust Linear to 15% or -15%.
The Control the VVT Exhaust Linear Active Test considers the value of VVT Ex Hold Lrn Val to be 0 and raises or lowers the duty ratio with respect to VVT Ex Hold Lrn Val.
The sum of the control value for the Control the VVT Exhaust Linear Active Test and the value of VVT Ex Hold Lrn Val is approximately equal to the value of VVT Ex OCV Duty.
When the control value for the Control the VVT Exhaust Linear Active Test is changed a few times, there should not be a large discrepancy between VVT Ex OCV Duty when the system starts advancing or retarding the timing and the rate of change of VVT Ex Chg Angle.

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