ECD SYSTEM(w/ DPF)

DATA LIST

Tech Tips

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

Note

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

Warm up the engine.
Turn the ignition switch off.
Connect the GTS to the DLC3.
Turn the ignition switch to ON.
Start the engine.
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT / Data List.
Tech Tips
- To display the list box, press the pull down menu button next to "Primary". Then select a measurement group.
- When you select a measurement group, the ECU data belonging to that group is displayed.
- Measurement Group List / Description
Check the values by referring to the table below.

Note

Normal Condition: If no idling conditions are specified, the shift lever is in the neutral position, and the A/C switch and all accessory switches are OFF.

Various Vehicle Conditions 1 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Vehicle Speed	Vehicle speed	Min.: 0 km/h, Max.: 255 km/h	Actual vehicle speed	-
Target Idle Engine Speed	Target Idling Engine Speed	Min.: 0 rpm, Max.: 10000 rpm	-	-
Engine Speed	Engine speed	Min.: 0 rpm, Max.: 6000 rpm	50 to 400 rpm: Cranking 800 to 900 rpm: Idling with warm engine	When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 or varies greatly from the actual engine speed.
Calculate Load	Load calculated by ECM	Min.: 0%, Max.: 100%	Idling: 6.6 to 14.2% Running without load (3000 rpm): 15.5 to 24.0%	Calculated load = (Final injection volume / max. injection volume at current engine speed) x 100.
MAF	Air flow rate from mass air flow meter sub-assembly	Min.: 0 gm/sec, Max.: 400 gm/sec	Idling: 3 to 18 gm/sec Running without load (3000 rpm): 45 to 94 gm/sec Tech Tips Depends on EGR rate	Based on the MAF, the ECM controls the fuel injection volume, injection timing, EGR, etc.
Atmosphere Pressure	Atmospheric pressure value	Min.: 0 kPa(abs), Max.: 255 kPa(abs)	Actual atmospheric pressure	With the ignition switch ON, when the difference between the atmospheric pressure sensor and intake manifold absolute pressure is 10 kPa or more, there is a malfunction in one of the sensors. With the ignition switch ON, when the atmospheric pressure is 0 kPa or 140 kPa, there is a malfunction in the sensor circuit. Standard atmospheric pressure: 101 kPa. For every 100 m increase in elevation, pressure drops by 1 kPa. This varies by weather (high atmospheric pressure, low atmospheric pressure).
MAP	Absolute pressure inside intake manifold	Min.: 0 kPa, Max.: 320 kPa	Idling: 90 to 100 kPa (depends on barometric pressure and amount of EGR) Engine running at 3000 rpm: 110 to 135 kPa	When the ignition switch is ON or the vehicle is idling, the intake manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa). Above approximately 1500 rpm, the turbo becomes effective and the pressure becomes higher than atmospheric pressure. Inspect while comparing with "Target Booster Pressure". With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 seconds or more, a feeling of insufficient power will occur.
Coolant Temp	Engine coolant temperature	Min.: -40°C, Max.: 140°C	After warming up engine: 70 to 90°C (158 to 194°F)	If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted. After a long soak, the coolant temperature, intake air temperature and ambient temperature are approximately equal.
Intake Air	Intake air temperature	Min.: -40°C, Max.: 140°C	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 temperature are approximately equal. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.
Intake Air Temp (Turbo) Supported	Intake air temp (Turbo) support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Intake Air Temp (Turbo)	Intake air temperature after intercooler	Min.: -40°C, Max.: 190°C	70°C (158°F) or less	This is the intake air temperature at the intake manifold (after the intercooler). During fail-safe operation, the value is set to 165°C (329°F). As the value is set to a high temperature, the turbo pressure may be suppressed and there may be a lack of power.
Engine Run Time	Engine run time	Min.: 0 sec., Max.: 65535 sec.	Time after the ignition switch turned to ON	Time passed since the ignition switch was turned to ON.
Initial Engine Coolant Temp	Initial engine coolant temperature	Min.: -40°C, Max.: 120°C	Engine coolant temperature when engine started	For freeze frame data, this tells whether the malfunction happened at a cold start or with a warm engine.
Initial Intake Air Temp	Initial intake air temperature	Min.: -40°C, Max.: 120°C	Intake air temperature when engine started	-
Battery Voltage	Battery voltage	Min.: 0 V, Max.: 15 V	11 to 14 V	If 11 V or less, characteristics of some electrical components change. Symptoms when out of range: If 5 V or less, starting becomes difficult
Alternate Duty Ratio	Alternator generation duty ratio	Min.: 0%, Max.: 100%	No electrical load at idling: 20 to 60% High electrical load at idling: 100%	This is outputs the alternator generation duty and is used to determine the electrical load. Can be used to determine whether a higher-than-normal injection volume at idle, etc. is due to electrical loading or from some other source. For example, when the duty is not high but the idling injection volume is high, there is injector volume degradation or high engine friction. Can be used for judging whether or not a malfunctioning component in the electrical system is generating continual generation requests (e.g., battery deterioration is causing an unending full recharge request, etc.). Regardless of whether or not an auxiliary device such as the A/C or heater is active, if the alternator duty is always at the maximum value, there is an electrical system abnormality, such as battery deterioration.
Glow Relay Request	Status of the glow relay request	ON or OFF	-	-
Glow Control Unit Duty	Glow plug controller duty	Min.: 0%, Max.: 127.5%	-	This is the ECM command.
Glow Indicator Supported	Glow indicator support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Glow Indicator	Status of the glow indicator	ON or OFF	-	-
Accel Position	Accelerator position status	Min.: 0%, Max.: 100%	Accelerator pedal released: 0% Accelerator pedal fully depressed: 100%	"Accel Position" is the accelerator opening amount (%) for engine control use. When the accelerator pedal position sensor output itself (Accel Sens. No.1 Volt %, Accel Sens. No.2 Volt %) is in the normal range, another actuator malfunction has caused the fail-safe function to restrict the accelerator. Without cruise, ECT or VSC requests, and without accelerator restriction by the fail-safe function, this is adjusted in proportion to the amount the accelerator pedal is depressed by the driver. Accelerator pedal released: 0% Accelerator pedal fully depressed: 100%
Accel Sens. No.1 Volt %	Accelerator position No. 1	Min.: 0%, Max.: 100%	Accelerator pedal released: 10 to 22% Accelerator pedal fully depressed: 52 to 90%	Read value with ignition switch ON (do not start engine). Tech Tips This is used only for diagnosing malfunctions in the accelerator pedal position sensor. Under normal conditions, it is sufficient to only check the final accelerator opening angle value "Accel Position".
Accel Sens. No.2 Volt %	Accelerator position No. 2	Min.: 0%, Max.: 100%	Accelerator pedal released: 24 to 40% Accelerator pedal fully depressed: 68 to 99%	Read value with ignition switch ON (do not start engine). Tech Tips This is used only for diagnosing malfunctions in the accelerator pedal position sensor. Under normal conditions, it is sufficient to only check the final accelerator opening angle value "Accel Position".

Diesel Throttle System

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target Throttle Position Supported	Target throttle position support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Target Throttle Position	Target throttle position	Min.: -128%, Max.: 127%	Throttle valve fully closed: 0% Throttle valve fully opened: 100%	If there is a malfunction of the throttle actuator, compare the target and actual throttle position values for troubleshooting.
Target Throttle Position #2 Supported	Target throttle position (No. 2) support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Target Throttle Position #2	Target No. 2 throttle position	Min.: -128%, Max.: 127%	-	-
Actual Throttle Position Supported	Actual throttle position support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Actual Throttle Position	Actual throttle position	Min.: -20%, Max.: 120%	Idling after engine warmed-up: 0 to 92%	Closing percentage of the throttle valve. Fully closed: 0%. Fully open: 100%. Tech Tips There is no connection with the accelerator. However, under full load, the throttle is usually fully open (100%). Symptoms when out of range: Stuck closed: Engine stall, difficult to start, lack of power, black smoke, rough idle Stuck open: Loud turbocharging sound, bad vibration when engine is stopped When ECM detects a malfunction of the diesel throttle (MIL on), engine power is restricted so that the vehicle can drive with a maximum speed of 80 to 100 km/h.
Actual Throttle Position #2 Supported	Actual No. 2 throttle position support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Actual Throttle Position #2	Actual No. 2 throttle position	Min.: -20%, Max.: 120%	-	-
Throttle Motor DUTY	Throttle motor duty	Min.: 0%, Max.: 100%	-	When the moving force to open and close the diesel throttle valve increases, the value of the Throttle Motor Duty increases.
Throttle Close Learning Val.	Throttle fully closed position learned value	Min.: 0 deg, Max.: 84 deg	14 to 22 deg	When the ignition switch is turned from ON to off and 5 seconds elapse, learning of "Throttle Close Learning Val." will be complete. When "Throttle Close Learning Val." is outside of the normal range, a foreign object may lodged in the throttle valve. If the value is stuck at the upper limit of 21.25 deg, there is a chance that a malfunction is present. However, as the initial value for the learned value is 21.25 deg, it is necessary to check the value after learning is completed.
Throttle Sensor Volt %	Absolute throttle position sensor	Min.: 0%, Max.: 100%	Ignition switch ON: 60 to 100% Warmed-up and idling: 8 to 100%	Throttle position sensor output voltage is converted using 5 V = 100%. When fully closed: 20%. When fully open: 82%. When the ignition switch is turned from off to ON, the throttle valve fully opens once. When the ignition switch is turned from ON to off, the throttle valve fully closes once. Symptoms when out of range: Stuck closed: Engine stall, difficult to start, rough idling, lack of power, black smoke, white smoke Stuck open: Loud turbocharging sound, bad vibration when engine is stopped When the ECM detects a malfunction with the diesel throttle (MIL on), engine power is restricted but city driving is possible.
Throttle Motor DUTY	Throttle motor duty	Min.: 0%, Max.: 100%	Warmed-up and idling: 0 to 80%	When drive requests to open and close the diesel throttle valve increase, the throttle motor duty value increases. Since the throttle valve opening and closing directions cannot be determined when the throttle motor duty value is high during drive control, the opening and closing directions are determined from the throttle target opening angle and throttle actual opening angle. If the throttle motor duty value continues to be high, there may be an operation malfunction due to deposits in the throttle.

Diesel Injection System

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Injection Volume	Injection volume	Min.: 0 mm³/st, Max.: 1279.98 mm³/st	Idling: 3 to 15 mm³/st	Injection amount for each combustion. If injector assemblies are clogged fuel quality is poor, the fuel filter element sub-assembly is clogged, or engine friction increases, "Injection Volume" will increase. If there is a malfunction due to low turbocharger pressure or a low intake air volume, the injection volume is limited and there is a lack of power.
Inj. FB Vol. for Idle	Idle stability status integral control volume	Min.: -80 mm³/st, Max.: 79 mm³/st	-20 to 30 mm³/st	When the actual engine speed does not match the target idling speed, this corrects the injection volume. If this item displays 10 mm³/st or more or -10 mm³/st or less even with the engine completely warmed up and the air conditioning and other electrical loads off, the internal parts of the engine may be damaged, or the fuel injection system or other auxiliary components may be malfunctioning. Only calculated and reflected at idle.
Inj Vol Feedback Learning	Injection volume feedback learning value	Min.: -10 mm³/st, Max.: 9.92 mm³/st	-	-
Injection Feedback Val #1	Injection volume correction for No. 1 injector assembly	Min.: -10 mm³/st, Max.: 10 mm³/st	Idling: -3.0 to 3.0 mm³/st	When idling after warmup, the injection amount for each cylinder is corrected to optimize the difference between the engine speed of each cylinder. Example: For cylinders that are slowing the engine speed compared to other cylinders, the injection volume is increased. "Injection Feedback Val" more than 3.0 mm³/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion. Even if "Injection Feedback Val" for a cylinder is less than -3.0 mm³/st, the cylinder with this value does not necessarily have a problem. Tech Tips The ECM adjusts each cylinder so that the average "Injection Feedback Val" of the 4 cylinders is approximately 0 mm³/st. If more than one cylinder has a positive correction value, a normal cylinder may have a value less than -3.0 mm³/st.
Injection Feedback Val #2	Injection volume correction for No. 2 injector assembly	Min.: -10 mm³/st, Max.: 10 mm³/st	Idling: -3.0 to 3.0 mm³/st	Same as Injection Feedback Val #1
Injection Feedback Val #3	Injection volume correction for No. 3 injector assembly	Min.: -10 mm³/st, Max.: 10 mm³/st	Idling: -3.0 to 3.0 mm³/st	Same as Injection Feedback Val #1
Injection Feedback Val #4	Injection volume correction for No. 4 injector assembly	Min.: -10 mm³/st, Max.: 10 mm³/st	Idling: -3.0 to 3.0 mm³/st	Same as Injection Feedback Val #1
Pre Injection Period	Pre injection period	Min.: 0 μs, Max.: 65535 μs	-	-
Pilot 1 Injection Period	Pilot 1 injection period	Min.: 0 μs, Max.: 65535 μs	Idling: 100 to 500 μs	Check to see if "Pilot 1 Injection Period" is not zero when symptoms occur.
Pilot 2 Injection Period	Pilot 2 injection period	Min.: 0 μs, Max.: 65535 μs	Idling: 100 to 500 μs	Check to see if "Pilot 2 Injection Period" is not zero when symptoms occur.
Main Injection Period	Main injection period	Min.: 0 μs, Max.: 65535 μs	Idling: 100 to 600 μs	When the fuel pressure becomes 15000 kPa or less, "Main Injection Period" is set to 0. When the engine will not start, confirm that injection is performed. When P0093, P0627 or P062D is stored, there is an engine stall request. At that time, "Main Injection Period" equals 0. Tech Tips As the engine stalls 1 minute after the MIL illuminates, freeze frame data cannot be checked.
After Injection Period	After injection period	Min.: 0 μs, Max.: 65535 μs	-	Check to see if "After Injection Period" is not zero when the following symptoms occur: Black smoke, poor driveability.
Pre Injection Timing	Pre injection timing	Min.: -210 deg(CA), Max.: 301.9 deg(CA)	-	-
Pilot 1 Injection Timing	Pilot 1 injection timing	Min.: -210 deg(CA), Max.: 301.9 deg(CA)	Idling after engine warmed up and vehicle under normal atmospheric pressure: 12.5 to 8.0 deg(CA)	Negative values indicate values after top dead center (ATDC). Positive values indicate values before top dead center (BTDC).
Pilot 2 Injection Timing	Pilot 2 injection timing	Min.: -210 deg(CA), Max.: 301.9 deg(CA)	Idling after engine warmed up and vehicle under normal atmospheric pressure: 6.5 to 2.0 deg(CA)	Negative values indicate values after top dead center (ATDC). Positive values indicate values before top dead center (BTDC).
Main Injection Timing	Main injection timing	Min.: -210 deg(CA), Max.: 301.9 deg(CA)	-	Negative values indicate values after top dead center (ATDC). Positive values indicate values before top dead center (BTDC).
After Injection Timing	After injection timing	Min.: -210 deg(CA), Max.: 301.9 deg(CA)	-	Negative values indicate values after top dead center (ATDC). Positive values indicate values before top dead center (BTDC).
Pilot Quantity Learning	State of "Pilot Quantity Learning"	Standby, Wait, Learn, Stop, Comple	-	The status is only displayed while performing "Pilot Quantity Learning". If "Pilot Quantity Learning" is incomplete, the MIL illuminates and DTC P062F is stored.
Injector Pilot Quantity Learning	Status of the injector pilot quantity learning	Ready or NG	-	-
Actuator Pilot Quantity Learning	Status of the actuator pilot quantity learning	Ready or NG	-	-
Temperature Pilot Quantity Learning	Status of the temperature pilot quantity learning	Ready or NG	-	-
Catalyst Pilot Quantity Learning	Status of the catalyst pilot quantity learning	Ready or NG	-	-
Injection Pressure Correction	Injection pressure feedback compensation volume	Min.: -640 mm³/st, Max.: 639.98 mm³/st	-100 to 100 mm³/st at standard temperature	When the (actual) fuel pressure is equal to the target fuel pressure, this value becomes 0. This indicator can be used for diagnosing fuel supply pump assembly related malfunctions. When this value (absolute value) is large, it indicates that the difference between the actual and target fuel pressure is also large. A positive value indicates that the pressure feed is being increased due to insufficient pressure. A negative value indicates that pressure is being reduced due to excessive rail pressure. When the pre-stroke control valve is malfunctioning, it causes rail overpressure, and this value slips to the negative volume side. Injection Pressure Correction displays the value calculated by the ECM.
PCV Energization Timing	Pre-stroke control valve energization timing	Min.: 0 deg(CA), Max.: 639.9 deg(CA)	Idling: 0 to 180 deg(CA)	Displays the pre-stroke control valve energization timing. When Common Rail Pressure is higher than Target Common Rail Pressure and the fuel supply pump assembly is not commanded to discharge, the value of PCV Energization Timing is -1. When the fuel supply pump assembly is commanded to discharge, PCV Energization Timing changes to a value between 70 and 180. The larger the value, the smaller the amount of discharge. PCV Energization Timing displays the value calculated by the ECM.
Injection EDU Relay Request	Status of the EDU relay request	ON or OFF	ON: EDU relay ON	-
Target Common Rail Pressure Supported	Target common rail pressure support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Target Common Rail Pressure	Target common rail pressure	Min.: 0 kPa(abs), Max.: 250000 kPa(abs)	20000 to 220000 kPa when engine running	Inspect the (actual) fuel pressure, comparing it with the common rail target value. Considered normal when the actual fuel pressure is within 5000 kPa of the target fuel pressure under stable conditions when idling after warm up the engine.
Common Rail Pressure Supported	Common rail pressure support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Common Rail Pressure	Actual common rail pressure	Min.: 0 kPa(abs), Max.: 250000 kPa(abs)	Idling: 30000 to 50000 kPa	Common Rail Pressure is the actual common rail fuel pressure. Inspect by comparing the fuel pressure with the target fuel pressure. When in a stable condition such as when idling after warm up the engine, the fuel pressure is within 5000 kPa of the target fuel pressure. The ECM uses fuel pressure for feedback control of the target fuel pressure via the fuel supply pump assembly. The injection amount is determined based on the injection timing and fuel pressure. Also, the spray pattern is selected based on the fuel pressure. For startup, at least 25000 kPa of fuel pressure is needed (take care as there is a response lag when the pressure rises). When the fuel pressure is below 25000 kPa, it may cause rough idling. When the fuel pressure has decreased by 20000 kPa from the target fuel pressure, there may be a lack of power. If actual fuel pressure is 5000 kPa higher than the target fuel pressure, P1229 will be stored. When the actual fuel pressure is lower than the target fuel pressure, "P1608 Lack of Power" may be detected depending on the degree of deviation from the target pressure. When the fuel pressure is higher than 240000 kPa, DTC P0088 will be stored.
Injection Volume (Cylinder1)	Injection volume (cylinder 1)	Min.: 0 ml, Max.: 2.047 ml	-	This is the injection volume for 10 injections.
Pressure Discharge Valve	Pressure discharge valve operation	ON or OFF	ON: Pressure discharge valve open	This is the ECM command.
Pump Difference Angle Learning Value	Supply pump difference angle learning value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-3 to 3 deg(CA)	Learns the installation difference angle of the fuel supply pump assembly on the engine. When Pump Difference Angle Learning Value is below -3 deg(CA) or more than 3 deg(CA), check Target Common Rail Pressure and Common Rail Pressure. Pump Difference Angle Learning Value displays the value calculated by the ECM.

Diesel Exhaust

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
AF Lambda B1S1	Lambda equivalent ratio/	Min.: 0, Max.: 1.99	AF Lambda B1S1 = air fuel ratio / 14.5 (Stoichiometric air fuel ratio) Value less than 1 (0.000 to 0.999): Rich Value more than 1 (1.001 to 255): Lean Air fuel ratio = intake air mass / (main fuel injection and exhaust fuel addition injection mass)	Check the air fuel ratio sensor output with the exhaust gas temperature (Exhaust Temperature B1S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear). If the exhaust fuel addition injector assembly is clogged, the AF Lambda B1S1 value changes according to engine combustion, but large changes due to the addition of fuel are not seen even when PM forced regeneration is performed with the GTS. Furthermore, if the main injectors become clogged, the AF Lambda B1S1 value will increase under all circumstances while the engine is running (the value increases regardless of whether the PM forced regeneration has been performed). Cause of Out of Range: Air fuel ratio sensor Air fuel ratio sensor circuit Injector assembly clogged
AFS Voltage B1S1	Air fuel ratio sensor output voltage	Min.: 0 V, Max.: 7.99 V	-	Check the air fuel ratio sensor output with the exhaust gas temperature (Exhaust Temperature B1S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear). If the exhaust fuel addition injector assembly is clogged, the AFS voltage B1S1 value changes according to engine combustion, but large changes due to the addition of fuel are not seen even when PM forced regeneration is performed with the GTS. Cause of Out of Range: Air fuel ratio sensor Air fuel ratio sensor circuit Injector assembly clogged
AFS Current B1S1	Air fuel ratio sensor current	Min.: -128 mA, Max.: 127.99 mA	-	Check the air fuel ratio sensor output with the exhaust gas temperature (Exhaust Temperature B1S2) at 200°C (392°F) or higher (example: driving at speed of 50 km/h (31 mph) or more in 3rd gear). If the exhaust fuel addition injector assembly is clogged, even if PM forced regeneration is performed with the GTS, the AFS voltage B1S1 value will not change. Cause of Out of Range: Air fuel ratio sensor Air fuel ratio sensor circuit Injector assembly clogged
AF Sensor Learning Value	Air fuel ratio sensor learning value	Min.: 0 V, Max.: 5 V	-	Inspect the air fuel ratio sensor performance.
Exhaust Temperature B1S1 Supported	Status of exhaust gas temperature B1S1 supported	Supp or Unsupp	Supp	If this item displays "Unsupp", a fixed value is displayed for "Exhaust Temperature", as exhaust gas temperature sensors are not equipped on the vehicle.
Exhaust Temperature B1S1	Exhaust gas temperature of DOC catalyst	Min.: -40°C, Max.: 1000°C	Idling after engine warmed up: 100 to 400°C (212 to 752°F) During PM forced regeneration: 100 to 600°C (212 to 1112°F)	If an open occurs in an exhaust temperature sensor circuit, 0°C (32°F) is displayed on the GTS. If a short occurs in an exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the GTS. Cause of Out of Range: Exhaust gas temperature sensor DPF catalyst deteriorated
Exhaust Temperature B1S2 Supported	Status of exhaust gas temperature B1S2 supported	Supp or Unsupp	Supp	If this item displays "Unsupp", a fixed value is displayed for "Exhaust Temperature", as exhaust gas temperature sensors are not equipped on the vehicle.
Exhaust Temperature B1S2	Exhaust gas temperature of upstream of the DPF catalyst	Min.: -40°C, Max.: 1000°C	Idling after engine warmed up: 100 to 400°C (212 to 752°F) During PM forced regeneration: 500 to 700°C (932 to 1292°F)	If an open occurs in an No. 2 exhaust temperature sensor circuit, 0°C (32°F) is displayed on the GTS. If a short occurs in an No. 2 exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the GTS. Cause of Out of Range: No. 2 exhaust gas temperature sensor DPF catalyst deteriorated
Exhaust Temperature B1S3 Supported	Status of exhaust gas temperature B1S3 supported	Supp or Unsupp	Supp	If this item displays "Unsupp", a fixed value is displayed for "Exhaust Temperature", as exhaust gas temperature sensors are not equipped on the vehicle.
Exhaust Temperature B1S3	Exhaust gas temperature of downstream of the DPF catalyst	Min.: -40°C, Max.: 1000°C	Idling after engine warmed up: 100 to 400°C (212 to 752°F) During PM forced regeneration: 500 to 700°C (932 to 1292°F)	If an open occurs in an No. 3 exhaust temperature sensor circuit, 0°C (32°F) is displayed on the GTS. If a short occurs in an No. 3 exhaust temperature sensor circuit, 1000°C (1832°F) is displayed on the GTS. Cause of Out of Range: No. 3 exhaust gas temperature sensor DPF catalyst deteriorated
DPF Differential Pressure Supported	DPF differential pressure supported	Supp or Unsupp	Supp	If this item displays "Unsupp", a fixed value is displayed for "Exhaust Temperature", as exhaust gas temperature sensors are not equipped on the vehicle.
DPF Differential Pressure	DPF differential pressure	Min.: -5 kPa, Max.: 100 kPa	Idling: -3 to 3 kPa	When PM (Particulate Matter) builds up in the DPF catalyst, the "DPF Differential Pressure" value increases. At 3000 rpm (no load), if Catalyst Differential Press is more than 0.47, the DPF catalyst has become blocked. Cause of Out of Range: Exhaust manifold converter sub-assembly (DPF catalyst) Differential pressure sensor assembly Vacuum pipe clogged Air hose clogged
Catalyst Differential Press	Amount of clogging in catalyst	Min.: -3.9998, Max.: 3.9998	0.2 or less	Diagnosis is possible when the MAF reading is between 30 and 140 gm/sec. When the air intake volume is very low, such as when idling, due to excessive pressure fluctuation the correct values will not be displayed. Catalyst Differential Press is the DPF Differential Pressure corrected in response to the MAF and other values. If the DPF catalyst is clogged, the "Catalyst Differential Press" value increases. When the difference in pressure is more than 0.47, DTC P244B is stored and "DPF PM Block" displays "Blocked". Symptoms when out of range: If the difference in pressure increases, a decrease in engine power may be felt. If an abnormal difference in pressure is detected, engine power is limited to protect the engine and catalyst.
Diff. Press. Sensor Corr.	Differential pressure sensor assembly 0 point learned value	Min.: -10 kPa, Max.: 245.9 kPa	Ignition switch ON (engine stopped): - 1.5 to 1.5 kPa	This number indicates the correction value (0 point calibration) for compensation of variance in the differential pressure sensor. If the value of DPF Differential Pressure does not approach 0 kPa when the ignition switch is ON (engine is stopped) and the Diff. Press. Sensor Corr. displays less than -1.5 kPa, or higher than 1.5 kPa, there may be a malfunction in the differential pressure sensor. Note that the output of the differential pressure sensor assembly fluctuates depending on the temperature. Cause of Out of Range: Differential pressure sensor
Exhaust Fuel Addition FB	Exhaust fuel addition correction value	Min.: -256, Max.: 255.99	0.9 to 1.45	Usually Exhaust Fuel Addition FB is between 0.9 and 1.45. Exhaust Fuel Addition FB is a correction value to increase the fuel volume injected from the exhaust fuel addition injector assembly when the catalyst temperature does not rise to the target range during PM forced regeneration. If the correction value is more than 1.45, a clog in the exhaust fuel addition injector assembly or fuel filter element assembly may be causing a reduction in injection volume or a problem with the engine (injector assemblies, EGR, etc.) where the exhaust gas temperature decreases may be present. As a result, the catalyst temperature does not rise properly causing the catalyst to deteriorate. Cause of Out of Range: Exhaust fuel addition injector assembly clogged Exhaust manifold converter sub-assembly (DPF catalyst) deteriorated
DPNR/DPF Status Reju(PM)	PM forced regeneration status	Standby, Ready, Operate, Compl	During PM forced regeneration: Operate	The status is only displayed while performing "Activate the DPF Rejuvenate (PM)". Standby Before entering "Activate the DPF Rejuvenate (PM)". Ready Enabling condition for "Activate the DPF Rejuvenate (PM)" is not met. Operate PM forced regeneration is being performed. If "Activate the DPF Rejuvenate (PM)" does not finish completely, the status turns to Ready. If "Activate the DPF Rejuvenate (PM)" finishes completely, the status turns to Compl. Compl PM forced regeneration is completed.
PM Accumulation Ratio	PM accumulation ratio	Min.: 0%, Max.: 510%	-	When PM forced regeneration is necessary, 100% is displayed for PM Accumulation Ratio. If the ratio exceeds 100%, PM forced regeneration will be performed automatically

EGR System

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target EGR Valve Pos Supported	Target EGR valve pos support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Target EGR Valve Pos	EGR valve target opening amount	Min.: 0%, Max.: 100%	Idling after engine warmed up: 0 to 90%	Fully closed: 0%. Fully open: 100%. Used for comparison to "Actual EGR Valve Pos.". Symptoms when out of range: When value is out of range and approaching 0%: mass air flow meter degradation, intake or exhaust system blockage When value is out of range and approaching 100%: EGR pipe blockage
Target EGR Valve Pos #2 Supported	Target EGR valve pos #2 support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Target EGR Valve Pos #2	No. 2 EGR valve target opening amount	Min.: 0%, Max.: 100%	-	-
Actual EGR Valve Pos Supported	Actual EGR valve pos support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Actual EGR Valve Pos	EGR valve position	Min.: 0%, Max.: 100%	Idling after engine warmed up: 0 to 90%	Fully closed: 0%. Fully open: 100%. Inspect while comparing to "Target EGR Valve Pos". Check the valve movement via the Active Test. Sometimes malfunctions only occur around a certain temperature, so refer to the engine coolant temperature and outside temperature at the time the malfunction occurred. Symptoms when out of range: EGR valve stuck open: Poor starts (engine does not stop), black smoke, white smoke, lack of power EGR valve stuck closed: Increased turbo booster noise
EGR Rate Differential(Actual-Target)	Difference between actual EGR and target EGR while idling	Min.: -128%, Max.: 127%	-	Percentage value (-100 to 100%), calculated as (Actual EGR - Target EGR) * 100 is displayed. The maximum value is retained once idling is stabilized. Once the vehicle is no longer idling, such as when the vehicle is accelerated, the value resets to 0%. A positive value indicates a large amount of EGR and a negative value indicates a small amount of EGR.
Actual EGR Valve Pos #2 Supported	Actual EGR valve pos #2 support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Actual EGR Valve Pos #2	No. 2 EGR valve position	Min.: 0%, Max.: 100%	-	-
EGR Position Sensor	EGR position sensor	Min.: 0 V, Max.: 4.999 V	-	Displays the output voltage of the EGR valve position sensor.
EGR Motor Duty #1	EGR valve actuation duty	Min.: 0%, Max.: 127.5%	Idling after engine warmed up: 0 to 100%	To 0%: Close side EGR valve actuation. To 100%: Open side EGR valve actuation. When this value is large but the actual valve position does not reach the target valve position, there is an unable to open malfunction.
EGR Close Lrn. Val.	EGR fully closed position learned value	Min.: 0 V, Max.: 5 V	0 to 1 V	This value is the EGR position sensor output voltage. When the value is at the upper or lower limit of the normal range, it is possible that a foreign object is lodged in the EGR valve seat area. As the lower and upper limits are 0 V and 1 V respectively, if the value becomes stuck at either of these values, there is a malfunction in the lift sensor or the valve position may be misaligned (foreign matter is present, etc.).
EGR Cooler Bypass VSV	Status of the Vacuum Switching Valve Assembly (for EGR bypass valve)	ON or OFF	ON: Vacuum switching valve assembly (for EGR bypass valve) is ON OFF: Vacuum switching valve assembly (for EGR bypass valve) is OFF	When Vacuum Switching Valve Assembly (for EGR bypass valve) is ON, the value for EGR Cooler Bypass Position is Cooler and, when Vacuum Switching Valve Assembly (for EGR bypass valve) is OFF, the value for EGR Cooler Bypass Position is Bypass. The Vacuum Switching Valve Assembly (for EGR bypass valve) is controlled by the ECM and the vacuum switching valve assembly (for EGR bypass valve) is opened and closed by the vacuum created by the vacuum pump.
EGR Cooler Bypass Position	Status of the EGR Cooler Bypass Position	Cooler or Bypass	Cooler: Vacuum Switching Valve Assembly (for EGR bypass valve) is "ON" Bypass: Vacuum Switching Valve Assembly (for EGR bypass valve) is "OFF"	When Vacuum Switching Valve Assembly (for EGR bypass valve) is ON, the value for EGR Cooler Bypass Position is Cooler and, when Vacuum Switching Valve Assembly (for EGR bypass valve) is OFF, the value for EGR Cooler Bypass Position is Bypass. The Vacuum Switching Valve Assembly (for EGR bypass valve) is controlled by the ECM and the vacuum switching valve assembly (for EGR bypass valve) is opened and closed by the vacuum created by the vacuum pump.

VN Turbo System

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target Booster Pressure Supported	Target booster pressure support	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Target Booster Pressure	Target booster pressure	Target booster pressure/Min.: 0 kPa, Max.: 320 kPa	Driving vehicle on level surface at 3000 rpm with full load: 190 to 240 kPa	Inspect while comparing with "MAP". With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 second or more, a feeling of a lack of power will occur. When the vehicle is driven with the engine speed at 3000 rpm or more and the accelerator pedal fully depressed, "MAP" is approximately equal to "Target Booster Pressure".
VN Turbo Command Supported	VN turbo command supported	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Target VN Turbo Position	Target VN turbo position	Min.: 0%, Max.: 100%	0 to 96%	When the nozzle vanes are fully closed (boost is applied), the value is 0%. When the nozzle vanes are fully opened (boost is not applied), the value is 100%.
VN Turbo Command #2 Supported	VN turbo command #2 supported	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Target VN Turbo Position #2	Target No. 2 VN turbo position	Min.: 0%, Max.: 100%	-	-
Actual VN Position Supported	Actual VN position supported	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Actual VN Turbo Position	Actual VN turbo position	Min.: 0%, Max.: 100%	0 to 96%	When the nozzle vane gets stuck or the movement is abnormal, the difference between this value and Target VN Turbo Position increases and the DC motor output (duty) also increases. Actual VN Turbo Position is controlled to match Target VN Turbo Position.
Actual VN Position #2 Supported	Actual VN position #2 supported	Unsupp or Supp	-	Supp: The item is supported by the vehicle. Unsupp: The monitor is not supported by the vehicle.
Actual VN Turbo Position #2	Actual No. 2 VN turbo position	Min.: 0%, Max.: 100%	-	-
VN Position Sensor Out	VN position sensor output voltage	Min.: 0 V, Max.: 5 V	Idling after engine warmed-up: 1 to 4.5 V	VN Position Sensor Out displays the opening angle of the nozzle vane output by the sensor.
VN Motor Duty	VN turbo motor duty	Min.: 0%, Max.: 127.5%	2 to 88%	If the vanes do not move smoothly, the duty will increase towards 100%.
VN Close Learn Value	VN turbo fully closed position learned value	Min.: 0 V, Max.: 5 V	1 to 4.5 V	-
VN Turbo Type	VN turbo type	Not Avl, Commo, Vacuum, CAN Com, DC	DC	Indicates the VN turbo vane actuation method. DC motor system. Negative-pressure diaphragm system. Step motor system.
VN Turbo Max Angle	VN turbo maximum opening amount	Min.: 0%, Max.: 100%	-	The maximum vane opening amount is displayed in %. The VN turbo is operated between VN Turbo Max Angle and VN Turbo Min Angle when the Test the Turbo Charger Step Motor Active Test is performed.
VN Turbo Min Angle	VN turbo minimum opening amount	Min.: 0%, Max.: 100%	-	The maximum vane opening amount is displayed in %. The VN turbo is operated between VN Turbo Max Angle and VN Turbo Min Angle when the Test the Turbo Charger Step Motor Active Test is performed.

Various Vehicle Conditions 2 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Starter Signal	Starter signal	ON or OFF	ON: Cranking	Starter Signal condition: ON: Starter is operating OFF: Starter is not operating Cause of Out of Range: OFF malfunction (ignition switch (STA) is ON but the signal is OFF and the starter is operating): Wire harness is open or shorted to ground ON malfunction (ignition switch (STA) is off but the signal is ON and the starter is not operating): Wire harness is shorted to +B Operation malfunction: ignition switch malfunction, starter relay malfunction, starter malfunction, battery or battery cable is defective, or wire harness is open or shorted Symptoms when out of range: Ignition switch is ON but the starter does not operate: Starting is not possible Ignition switch is off but the starter continues to operate: STA signal malfunction (P0617) is stored
Power Steering Signal	Power steering switch signal	ON or OFF	-	-
Neutral Position SW Signal	Park/Neutral position switch status	ON or OFF	ON: Shift lever in neutral	-
Clutch Switch	Clutch switch	ON or OFF	ON: Clutch pedal depressed	When OFF with the clutch pedal depressed, the engine does not start.
Transfer L4	L4 status of the transfer	ON or OFF	ON: 4WD control switch in 4L position	-
Stop Light Switch	Stop light switch	ON or OFF	ON: Brake pedal depressed OFF: Brake pedal released	Stop light switch (STP) operation condition: ON: Light is on (Brake pedal is depressed) OFF: Light is off (Brake pedal is released) Cause of Out of Range: OFF malfunction: Wire harness (stop light switch to ECM, stop light switch to +B) open or shorted to ground ON malfunction: Wire harness (stop light switch to ECM) shorted to +B Stop light switch Symptoms when out of range: Stop light switch malfunction DTC P0504 is stored
A/C Signal	A/C (Air Conditioner) signal	ON or OFF	ON: A/C on	Symptoms when out of range: OFF malfunction (OFF even when A/C switch is turned on): Engine speed decreases temporarily when the A/C is operating.
Immobiliser Communication	Immobiliser communication	ON or OFF	ON: Normal OFF: Engine cannot be started due to immobiliser communication malfunction	Cause of Out of Range: Use of a non-registered key Key battery is fully depleted

Check Mode (Check Mode)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Check Mode	Check mode	ON or OFF	ON: Check mode on	Check Mode: The mode in which certain DTCs can be detected more easily and with higher sensitivity.
SPD Test Result	Check mode result for vehicle speed sensor	Compl or Incmpl	-	Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This item does not change when the ignition switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the battery cable is disconnected.

Test Result (Monitor Status)

Powertrain > Engine and ECT > Data List

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

*:

Avail: The monitor is available on the vehicle.

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

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

Various Vehicle Conditions 3 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
TC Terminal	TC terminal status	ON or OFF	-	-
# Codes(Include History)	Number of codes	Min.: 0, Max.: 255	0	Number of DTCs appearing at least once during the last 40 times the vehicle was warmed up.
MIL	MIL status	ON or OFF	OFF: MIL off	-
MIL ON Run Distance	Distance traveled with MIL on	Min.: 0 km, Max.: 65535 km	Distance traveled after DTC stored	Distance traveled after a DTC is stored. Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the GTS.
Running Time from MIL ON	Running time after MIL turns on	Min.: 0 min., Max.: 65535 min.	Running time after MIL turns on	Engine run time since the MIL illumination. Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the GTS.
Time after DTC Cleared	Time after DTC cleared	Min.: 0 min., Max.: 65535 min.	Time after DTCs cleared	Time elapsed since the DTCs were cleared (or shipment from the factory).
Distance from DTC Cleared	Distance driven after DTC cleared	Min.: 0 km, Max.: 65535 km	Distance driven after DTCs cleared	Distance driven since the DTCs were cleared. (Data List "Distance from DTC clear") - (Freeze frame data "Distance from DTC cleared") = Distance driven since the abnormality occurred.
Warmup Cycle Cleared DTC	Warmup cycles after DTC cleared	Min.: 0, Max.: 255	-	Number of engine warmup since DTCs were cleared. (Data List "Warmup Cycle Cleared DTC") - (Freeze frame data "Warmup Cycle Cleared DTC") = Warmup cycles since the abnormality occurred.
Dist Batt Cable Disconnect	Distance driven after battery cable disconnected	Min.: 0 km, Max.: 16777215 km	-	-
IG OFF Elapsed Time	Time after ignition switch turned off	Min.: 0 min, Max.: 655350 min.	Cumulative time after ignition switch turned off	-
OBD Requirements	OBD requirement	-	-	EOBD (Euro OBD)
Number of Emission DTC	Emissions-related DTCs	-	-	-
TC and TE1	TC and CG (TE1) terminals of DLC3	ON or OFF	-	When the "Connect the TC and TE1" Active Test is performed, the system behaves as if TC and CG were connected.
Total Distance Traveled	Total distance traveled	Min.: 0 km (0 mile), Max.: 16777215 km (10425361 mile)	Total distance vehicle driven after battery cable disconnected	-

Diesel Starting

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Speed (Starter Off)	Engine speed when starter off	Min.: 0 rpm, Max.: 1594 rpm	-	Engine speed immediately after starting the engine.
Starter Count	Starter on count	Min.: 0, Max.: 255	-	Number of times the starter turned on from the time the ignition switch was turned to ON.
Run Dist of Previous Trip	Distance driven during previous trip	Min.: 0 km, Max.: 261 km	-	Before 5 seconds elapse after starting the engine, which is the DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. Tech Tips Run Dist of Previous Trip in the freeze frame data 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 the Data List (real-time measurements), or for freeze frame data present when DTCs other than P1604 were detected, the value indicates the distance driven during the current trip. If DTCs indicating insufficient power or problems with the DPF system, diesel throttle or EGR valve are stored, confirm this item in the freeze frame data of the stored DTCs to determine the distance driven when the DTCs were stored. The distance driven can be used as a reference when troubleshooting.
Glow Request Lighting Time	Glow Request Lighting Time	Min.: 0 ms, Max.: 33423 ms	-	By comparing Glow Request Lighting Time to IG-ON Time, the operation state (whether the engine was started, etc.) can be determined. If the malfunction occurred when starting a cold engine at 0°C (32°F) or less, this item is useful in determining whether the engine was started after the glow plug indicator lights turned off.
IG-ON Time	IG-ON Time	Min.: 0 ms, Max.: 33423 ms	-	By comparing Glow Request Lighting Time to IG-ON Time, the operation state (whether the engine was started, etc.) can be determined. If the malfunction occurred when starting a cold engine at 0°C (32°F) or less, this item is useful in determining whether the engine was started after the glow plug indicator lights turned off.

Diesel Lack of Power

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
MAF Low	Mass air flow Low	ON or OFF	OFF	When DTC P1608 is output, this item indicates whether the cause of lack of power is related to the intake air amount. This item indicates whether the intake air amount measured by the mass air flow meter sub-assembly was insufficient, which would cause the fuel injection volume to be reduced for a certain period of time. If this is the case, this item displays "ON" and DTC P1608 (lack of engine power) is stored. This item is "ON" when the intake air amount is low due to blockage in the intake system, disconnection of hoses or an excessive amount of EGR, and also when the intake air amount is measured to be low due to deterioration of the mass air flow meter sub-assembly.
Boost Pressure Low	Status of the boost pressure low	ON or OFF	OFF	When DTC P1608 is output, this item indicates whether the cause of lack of power is due to the boost pressure. This item indicates whether the actual boost pressure was insufficient compared to the target boost pressure, which would cause the fuel injection volume to be reduced for a certain period of time. If this is the case, this item displays "ON" and DTC P1608 (lack of engine power) is stored.
Common Rail Pressure Low	Status of the common rail pressure low	ON or OFF	OFF	When DTC P1608 is output, this item indicates whether the cause of lack of power is the common rail pressure. This item indicates whether the actual common rail pressure was lower than the target pressure for a certain period of time. If this is the case, this item displays "ON" and DTC P1608 (lack of engine power) is stored.
Engine Coolant Temp High	Status of the engine coolant temp High	ON or OFF	OFF	When DTC P1608 is output, this item indicates whether the cause of lack of power is due to a high engine coolant temperature. This item indicates whether the fuel injection volume was reduced for a certain period of time due to a high engine coolant temperature (overheating). If this is the case, this item displays "ON" and DTC P1608 (lack of engine power) is stored.
MAF/Estimate MAF Ratio	Ratio of intake air amount to estimated intake air amount	Min.: 0, Max.: 2.55	Engine speed 4000 rpm, EGR system off: 0.6 to 1.4	Even when the system is normal, the value may deviate from the range specified in Normal Condition for a short period of time (approximately 1 second). This item indicates the ratio of the intake air amount to the estimated intake air amount. The estimated air amount is calculated using the intake manifold pressure and intake air temperature. When DTC P1608 is stored, this item is useful in determining whether there is a problem in the turbocharger system or a disconnected or leaking pipe in the high pressure intake system when the boost pressure is insufficient. When performing troubleshooting, this information is only valid when there is a high load (the diesel throttle is fully open) and the EGR system is off.

Diesel Rough Idle

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Compression Leakage Count	Compression leakage count	Min.: 0, Max.: 255	0	When the counter displays 1 or higher during an engine stall, startability malfunction or rough idle, it may be the result of pressure loss caused by deposits jamming the valve, etc.
Plural Cylinders Rough Idle	Status of the plural cylinders rough idle	ON or OFF	OFF	Indicates multiple cylinders are the cause of rough idling when ON.
Rough Idle #1	Status of the rough idle #1	ON or OFF	OFF	Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON. This item indicates cylinders which are likely to be the cause of rough idle.
Rough Idle #2	Status of the rough idle #2	ON or OFF	OFF	Same as Rough Idle #1
Rough Idle #3	Status of the rough idle #3	ON or OFF	OFF	Same as Rough Idle #1
Rough Idle #4	Status of the rough idle #4	ON or OFF	OFF	Same as Rough Idle #1
Electric Duty Feedback Value	Electric load feedback value	Min.: 0 mm³/st, Max.: 39.8 mm³/st	0 to 7 mm³/st	Expected injection volume increase after the electrical load turns from off to on.
A/C Duty Feedback Value	A/C load feedback value	Min.: 0 mm³/st, Max.: 39.8 mm³/st	0 to 3.7 mm³/st	Expected injection volume increase after the A/C turns from off to on.
PS Duty Feedback Value	Power steering load feedback value	Min.: 0 mm³/st, Max.: 39.8 mm³/st	3.2 mm³/st	Expected injection volume increase after the power steering turns from off to on.
Idle Injection Volume (Min)	Idle minimum injection volume	Min.: 0 mm³/st, Max.: 39.8 mm³/st	-	-

Various Vehicle Conditions 4 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Starting Time	Engine starting time	Min.: 0 ms, Max.: 267000 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.
Minimum Engine Speed	Minimum engine speed	Min.: 0 rpm, Max.: 51199 rpm	-	-
Initial Engine Battery Minimum Voltage	Lowest battery voltage at startup	Min.: 0 V, Max.: 25.5 V	-	-
ACT VSV	A/C cut status for Active Test	ON or OFF	-	"Control the A/C Cut Signal" Active Test support data.
Brake Override System	Brake override system status	ON or OFF	ON: Brake override system operating	-
Immobiliser Fuel Cut History	Immobiliser fuel cut history	ON or OFF	OFF	If Immobiliser Fuel Cut History was "ON" when DTC P1604 (Startability Malfunction) was stored, the engine could not be started due to the immobiliser.

Vehicle Information

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Model Code	Model code	-	-	Used for identifying the model code: KUN##
Engine Type	Engine type	-	-	Used for identifying the engine type: 1GDFTV
Cylinder Number	Number of cylinders	Min.: 0, Max.: 255	-	Used for identifying the number of cylinders: 4
Transmission Type	Transmission type	-	-	Used for identifying transmission type: MT: Manual transmission ECT 6th: Automatic transmission
Transmission Type2	Transmission type	-	NA	Unused
Destination	Destination	-	-	Identifying destination
Model Year	Model year	Min.: 1900, Max.: 2155	-	Used for identifying the model year: 20##
System Identification	System identification	-	-	Used for identifying the engine system

Compression

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Speed of Cyl #1	Engine speed for No. 1 cylinder	Min.: 0 rpm, Max.: 51199 rpm	Engine speeds of all cylinders almost same	Output only when the "Check the Cylinder Compression" Active Test is performed. Indicates the speed of each cylinder when cranking. Example - Normal: Engine speeds of all cylinders are approximately equal. When No. 1 cylinder compression is low, "Engine Speed of Cyl #1" is approximately 300 rpm, and "Engine Speed of Cyl #2 to #4" is approximately 200 rpm. Symptoms when out of range: When the engine speeds of all cylinders are not equal, idling will be rough.
Engine Speed of Cyl #2	Engine speed for No. 2 cylinder	Min.: 0 rpm, Max.: 51199 rpm	Engine speeds of all cylinders almost same	Same as Engine Speed of Cyl #1
Engine Speed of Cyl #3	Engine speed for No. 3 cylinder	Min.: 0 rpm, Max.: 51199 rpm	Engine speeds of all cylinders almost same	Same as Engine Speed of Cyl #1
Engine Speed of Cyl #4	Engine speed for No. 4 cylinder	Min.: 0 rpm, Max.: 51199 rpm	Engine speeds of all cylinders almost same	Same as Engine Speed of Cyl #1
Av Engine Speed of All Cyl	Average engine speed for all cylinders	Min.: 0 rpm, Max.: 51199 rpm	-	Output only when the Active Test "Check the Cylinder Compression" is performed. Indicates the average engine speed of all cylinders during cranking.

Automatic Transmission (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
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, adjustment of the park/neutral position switch or the shift cable may be incorrect.
Pattern Switch (PWR/M)	PWR mode status	ON or OFF	ON: PWR mode on OFF: PWR mode 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, adjustment of the park/neutral position switch or the shift cable may be incorrect.
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, adjustment of the park/neutral position switch or the shift cable may be incorrect.
Shift SW Status (N,P Range) Supported	Status of park/neutral position switch (N or P) supported	Supp or Unsupp	-	-
Shift SW Status (N,P Range)	Park/neutral position switch status	ON or OFF	ON: Shift lever in P or N OFF: Shift lever not in P or N	-
Sports Shift Up SW	Sport shift up switch status	ON or OFF	ON: Shift lever held in "+" (up-shift) or "+" shift paddle operated and held (up-shift) OFF: Shift lever not held in "+" (up-shift) or "+" shift paddle not operated (up-shift)	-
Sports Shift Down SW	Sport shift down switch status	ON or OFF	ON: Shift lever held in "-" (down-shift) or "-" shift paddle operated and held (down-shift) OFF: Shift lever not held in "-" (down-shift) or "-" shift paddle not operated (down-shift)	-
Sports Mode Selection SW	Sport mode select switch status	ON or OFF	ON: Shift lever in S, "+" or "-" OFF: Shift lever not in S, "+" or "-"	-
Shift SW Status (D Range)	Park/neutral position switch status	ON or OFF	ON: Shift lever in D, S, "+" or "-" OFF: Shift lever not in D, S, "+" or "-"	When the shift lever position displayed on the GTS differs from the actual position, adjustment of the park/neutral position switch or the shift cable may be incorrect.

Various Vehicle Conditions 5 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
ECO Switch	Combination switch status	ON or OFF	ON: Combination switch being turned and held at ECO position OFF: Combination switch not turned	-

ACTIVE TEST

Tech Tips

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

Connect the GTS to the DLC3.
Turn the ignition switch to ON.
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT / Active Test.

Perform the Active Test.

Powertrain > Engine > Active Test

Tester Display	Measurement Item	Control Range	Diagnostic Note
Control the A/C Cut Signal	Control the A/C signal	ON/OFF	Confirm that the vehicle is stopped and the engine is idling
Connect the TC and TE1	Turn on the TC and TE1 connection	ON/OFF	-
Control the EGR Step Position	Control the electric EGR control valve assembly	1 to 100%	Test is possible when the following conditions are met: Ignition switch ON. Engine is stopped.
Activate the VN Turbo Cleaning	Active the VN turbo cleaning control	ON/OFF	Test is possible when the following conditions are met: Engine warmed up (Engine Coolant Temperature 77°C (170°F) or higher) Engine is idling Shift lever in neutral
Activate the DPF Rejuvenate (PM)	PM forced regeneration Raise temperature of DPF to higher than 600°C (1112°F) by adding fuel intermittently using the exhaust fuel addition injector assembly	ON/OFF	-
Test the Fuel Leak	Pressurize the common rail interior and check for fuel leaks	Stop/Start	Fuel pressure inside common rail pressurized to specified value and engine speed increased to 2000 rpm when Start is selected Above conditions preserved while test is Start Tech Tips If this Active Test is performed when the engine is cold, combustion may become unstable. However, this is not a malfunction. It is only necessary to confirm that the pressure rises to the target pressure and that there are no fuel leaks.
Activate the Pre-stroke Control Valve	Activates the pre-stroke control valve	Open/Close	Test is possible when the following conditions are met: Ignition switch ON. Engine is stopped. Shift lever in neutral
Activate the EGR Valve Close	Activate the electric EGR control valve assembly	ON/OFF	Confirm that the vehicle is stopped and the engine is idling
Activate the VSV for EGR Cooler Bypass	Activate the vacuum switching valve assembly (for EGR bypass valve)	Bypass/OFF/Cooler	Test is possible when the following conditions are met: Engine warmed up Engine is idling Shift lever in neutral If performing the Active Test continuously, it must be finished within 5 minutes.
Test the Turbo Charger Step Motor	Activate the turbocharger sub-assembly	0 to 60%	Test is possible when the following conditions are met: Ignition switch ON. Engine is stopped.
Activate the VN Turbo Open	Activate the turbocharger sub-assembly	ON/OFF	Confirm that the engine is running.
Diesel Throttle Target Angle	Control the diesel throttle valve	10 to 100%	Test is possible when the following conditions are met: Ignition switch ON. Engine is stopped.
Control the Select Cylinder Fuel Cut	Selected cylinder (cylinder #1 to #4) injector fuel cut	ON/OFF	Fuel injection is stopped while the test is ON. Confirm that the vehicle is stopped and the engine is idling. If the running condition of the engine does not worsen even though injection of the designated cylinder is stopped, the cylinder can be determined to be malfunctioning.
Check the Cylinder Compression	Check the cylinder compression pressure*	ON/OFF	Fuel injection stops in all cylinders.

Tech Tips

*: When cranking the engine, the Active Test measures the speed of each cylinder. In this Active Test, the fuel of all cylinders is cut when the engine is 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 ignition switch off.
Connect the GTS to the DLC3.
Turn the ignition switch to ON and turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression.

Tech Tips

If the results are not displayed normally, select the display items from the Data List before performing the Active Test. Enter the following menus: Powertrain / Engine and ECT / Data List / Compression / Engine Speed of Cyl #1, Engine Speed of Cyl #2, Engine Speed of Cyl #3, Engine Speed of Cyl #4 and Av Engine Speed of All Cyl.
Push the snapshot button to turn the snapshot function on.

Tech Tips

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

Tech Tips

After performing the above procedure, the "Check the Cylinder Compression" Active Test will start. Fuel injection for all cylinders is prohibited and the engine speed measurement of each cylinder enters standby mode.
Crank the engine for about 10 seconds.

Tech Tips

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 #4, Av Engine Speed of All Cyl) displayed on the GTS.

Tech Tips

At first, the GTS display will show the engine speed measurement of each cylinder to be extremely high. After approximately 10 seconds of engine cranking, the engine speed measurement of each cylinder will change to the actual engine speed.
Note
- After the "Check the Cylinder Compression" Active Test is turned on, it will automatically turn off after 255 seconds.
- When the "Check the Cylinder Compression" test is off and the engine is cranked, the engine will start.
- If the "Check the Cylinder Compression" test needs to be performed after it is turned on and performed once, press "EXIT" to return to the Active Test menu screen. Then perform the "Check the Cylinder Compression" test again.
- Use a fully-charged battery.
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.
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.

Tech Tips

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

Tech Tips

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

SYSTEM CHECK

Activate the Pressure Discharge Valve Check
Tech Tips
- This is the procedure for troubleshooting fuel pressure control malfunctions and combustion problems.
- Malfunctions can be determined by checking the fuel pressure when performing a fuel cut and operating the pressure discharge valve with the GTS.
- During "Pressure Discharge Valve Check", the GTS measures the fuel pressure while the engine is running, after the engine is stopped, and after the pressure discharge valve operates.
1. Connect the GTS to the DLC3.
2. Turn the ignition switch to ON.
3. Turn the GTS on.
  Note
  
  Confirm the following conditions:
  
  Engine is idling.
  
  Vehicle is stopped.
  
  Fuel pressure is not extremely high (below 100000 kPa).
  
  Fuel pressure is not extremely low (higher than 26000 kPa).
  
  Fuel pressure sensor is normal.
  
  Battery voltage is higher than 8 V.
  Tech Tips
  
  When the common rail pressure is unstable, the fuel pressure may decrease to a level where the test cannot be performed. In this situation, wait until the common rail pressure meets the test condition, and then perform the test.
4. Enter the following menus: Powertrain / Engine and ECT / Utility / Pressure Discharge Valve Check.
  
  Powertrain > Engine and ECT > Utility
  
  Tester Display
  
  Pressure Discharge Valve Check
5. Press "Next".
6. Press "Next" again to proceed.
7. Select the check type "Valve Check for Graph".
  1. Press "Next" again to proceed.
  2. Press "Start" again to proceed.
    
    Tech Tips
    
    *1: When "Start" is pressed, the pressure discharge valve check begins.
    
    *2: If "Save" is pressed after the pressure discharge valve check, the data recorded during the valve check can be saved.
8. Select the check type "Close to Open Check" or "Always Closed Check".
  Tech Tips
  
  "Close to Open Check" opens the pressure discharge valve after the engine stops.
  
  "Always Closed Check" holds the pressure discharge valve closed during the check.
  1. Press "Next".
9. Perform troubleshooting based on the measurement results.
  Tech Tips
  
  During "Close to Open Check", if there is no large change in fuel pressure when the pressure discharge valve is closed while the engine is running and after the engine is stopped, and if the value is 0 kPa when the pressure discharge valve is open, the system is normal.
  
  Perform "Always Closed Check" if the value is not 0 kPa when the pressure discharge valve is open during "Close to Open Check". If the results are the same as during "Close to Open Check", there is a pressure discharge valve operation malfunction.
  
  If the fuel temperature is high, perform "Pressure Discharge Valve Check" after the fuel has cooled to the outside air temperature.
  
  If a large amount of fuel is leaking, the fuel pressure decreases when the engine is stopped. However, the condition of the pressure discharge valve can still be determined by comparing the measurement results of "Close to Open Check" and "Always Closed Check".

ECD SYSTEM(w/ DPF) DATA LIST / ACTIVE TEST