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

• 20 to 40%: Idling with warmed up engine (inspection mode [maintenance mode], not charge control)

• 15 to 35%: Warmed up engine, 2500 rpm (inspection mode [maintenance mode])

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

• Calculate Load = Actual intake manifold pressure / maximum intake manifold pressure x 100 (%)

  (For example, when the actual intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.)

• This is the engine intake air charging efficiency.

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

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

• 1.0 to 3.0 gm/sec: Idling with warmed up engine (inspection mode [maintenance mode], not charge control)

• 4.5 to 8.5 gm/sec: Warmed up engine, 2500 rpm (inspection mode [maintenance mode])

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

• Standard atmospheric pressure: 101 kPa(abs) [15 psi(abs)]

• For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (0.1 psi). This varies depending on the weather.

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

• 20 to 40 kPa(2.9 to 5.8 psi): Idling with warmed up engine (inspection mode [maintenance mode], not charge control)

• This is the intake manifold pressure.

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

This is the engine coolant temperature.

This is the engine intake air temperature.

This is the ambient temperature.

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

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

This is the engine coolant temperature.

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

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

• OFF: Electronic throttle control is stopped.

• 0.6 to 1.1 V: Power switch on (IG), accelerator pedal fully released

• 0.6 to 1.4 V: Fail-safe operating

• 2.1 to 3.1 V: Power switch on (IG), accelerator pedal fully released

• 2.1 to 3.1 V: Fail-safe operating

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

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

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

• 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 the engine from stalling.

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

• This is the command signal from the ECM.

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

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

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

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

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

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

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

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

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

• Open: Fuel lid opener switch pushed

• Close: Fuel lid opener switch not pushed

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

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

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

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

• 1 = Stoichiometric air fuel ratio

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

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

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

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

• When the value is outside the range of 0.7 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.

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

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

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

• During air fuel ratio feedback control, the value moves back and forth between 0 and 1 V.

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

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

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

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




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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

• Refer to "Knock F/B Value".

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




• Engine Speed

• Calculate Load

• Ignition Timing Cylinder #1

• Knock F/B Value

• Knock Correct Learn Value

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

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

• This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.

• It may be possible to use this item to help determine specific cylinders which are not operating normally.

• This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.

• It may be possible to use this item to help determine specific cylinders which are not operating normally.

• This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.

• It may be possible to use this item to help determine specific cylinders which are not operating normally.

• This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.

• It may be possible to use this item to help determine specific cylinders which are not operating normally.

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

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

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

• Active Test item [Control the EGR Step Position] support data.

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

• When the valve is fully open, the value is 110 step.

• If the value becomes 1.0 or more, DTC P10AA00 will be stored.

• The highest recorded value will be displayed continuously until the DTCs are cleared or the cable is disconnected from the negative (-) auxiliary battery terminal.

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

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

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• This is the cumulative number of ignitions.

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

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

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

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

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

• Check this item to help determine the malfunctioning cylinder.

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

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

• Check this item to help determine the malfunctioning cylinder.

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

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

• Check this item to help determine the malfunctioning cylinder.

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

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

• Check this item to help determine the malfunctioning cylinder.

• This is the total misfire count of all cylinders.

• This counter is increased by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions.

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

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

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

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

• This is the misfire detection margin.

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

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

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

• Example:

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

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

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

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

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

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

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

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

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

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

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

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

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

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

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

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

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

• Compl: ISC learned value complete

• Incmpl: ISC learned value incomplete

ON → OFF:

Engine stopped → Engine start

• Operate: Idling with warmed up engine (inspection mode [maintenance mode], not charge control)

• Not Opr: Idling with warmed up engine (inspection mode [maintenance mode]), accelerator pedal depressed

• Operate: Idling with warmed up engine (inspection mode [maintenance mode]), accelerator pedal depressed

• Not Opr: Idling with warmed up engine (inspection mode [maintenance mode], not charge control)