СИСТЕМА SFI РЕЖИМЫ DATA LIST / ACTIVE TEST

• 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.

• To accurately confirm whether the vehicle was stopped or not, use "SPD (SP2)", which is the automatic transmission output speed.

Stored as Freeze Frame Data:

Yes

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

Stored as Freeze Frame Data:

Yes

• 10 to 16.4%: Idling

• 10 to 18.9%: Running without load (2000 rpm)

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

Calculate Load = Estimated intake pressure / maximum intake pressure x 100 (%)

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

Stored as Freeze Frame Data:

Yes

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.)

Stored as Freeze Frame Data:

Yes

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

Stored as Freeze Frame Data:

Yes

• This value is calculated from the intake air amount.

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

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

Stored as Freeze Frame Data:

Yes

This is the engine coolant temperature.

Stored as Freeze Frame Data:

Yes

• 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.

Stored as Freeze Frame Data:

Yes

This is the time elapsed since the engine started.

Stored as Freeze Frame Data:

Yes

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

Stored as Freeze Frame Data:

Yes

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

Stored as Freeze Frame Data:

Yes

If the battery voltage is 11 V or less, characteristics of some electrical components may change.

Stored as Freeze Frame Data:

Yes

Stored as Freeze Frame Data:

Yes

Stored as Freeze Frame Data:

Yes

This is the accelerator pedal position defined using the learned fully released position

(sensor output) of accelerator pedal position sensor No. 1 as 0% and the fully depressed position as 100%. Accel Sens. No.1 Volt %

Stored as Freeze Frame Data:

Yes

10 to 22%: Accelerator pedal fully released

52 to 90%: Accelerator pedal fully depressed

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

Stored as Freeze Frame Data:

Yes

24 to 40%: Accelerator pedal fully released

68 to 95%: Accelerator pedal fully depressed

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

Stored as Freeze Frame Data:

Yes

0.5 to 1.1 V: Accelerator pedal fully released

2.6 to 4.5 V: Accelerator pedal fully depressed

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

Stored as Freeze Frame Data:

No

1.2 to 2.0 V: Accelerator pedal fully released

3.4 to 4.75 V: Accelerator pedal fully depressed

This is the raw voltage from the accelerator pedal position sensor No. 2.

Accelerator pedal position sensor No. 2 is used to monitor accelerator pedal position sensor No. 1. When there is a malfunction in sensor No. 1, the ECM uses sensor No. 2 to control the engine.

Stored as Freeze Frame Data:

No

This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.

Stored as Freeze Frame Data:

No

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

Stored as Freeze Frame Data:

No

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

Stored as Freeze Frame Data:

No

• 10 to 22%: Accelerator pedal fully released

• 64 to 96%: Accelerator pedal fully depressed

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

Stored as Freeze Frame Data:

Yes

• 42 to 62%: Accelerator pedal fully released

• 92 to 100%: Accelerator pedal fully depressed

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

Stored as Freeze Frame Data:

Yes

ON: Brake pedal depressed

OFF: Brake pedal released

This is the stop light switch assembly signal (ST1- terminal).

Stored as Freeze Frame Data:

No

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.

Stored as Freeze Frame Data:

No

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

Stored as Freeze Frame Data:

No

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.

Stored as Freeze Frame Data:

No

Diagnostic Note: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.

Stored as Freeze Frame Data:

No

• 0%: Accelerator pedal fully released

• 50 to 80%: Accelerator pedal fully depressed

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 idling speed during idling.)

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

The throttle valve opening amount during idling is indicated by 0%. When the throttle valve is fully open, the value is 68%.

Stored as Freeze Frame Data:

Yes

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

• 0.6 to 1.4 V: Fail-safe operating

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

Stored as Freeze Frame Data:

No

• 2.1 to 3.1 V: Accelerator pedal fully released

• 4.6 to 4.98 V: Accelerator pedal fully depressed

• 2.1 to 3.1 V: Fail-safe operating

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

Stored as Freeze Frame Data:

No

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

Stored as Freeze Frame Data:

No

This is the throttle position sensor No. 1 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).

Stored as Freeze Frame Data:

No

This is the throttle position sensor No. 2 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).

Stored as Freeze Frame Data:

No

• 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.

Stored as Freeze Frame Data:

No

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

Stored as Freeze Frame Data:

Yes

• 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%.

Stored as Freeze Frame Data:

No

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

Stored as Freeze Frame Data:

No

• 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).

Stored as Freeze Frame Data:

No

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

Stored as Freeze Frame Data:

No

If +BM power is lost, this item changes to OFF.

Stored as Freeze Frame Data:

No

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

Stored as Freeze Frame Data:

No

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

Stored as Freeze Frame Data:

Yes

This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow).

Stored as Freeze Frame Data:

Yes

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

Stored as Freeze Frame Data:

Yes

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

Stored as Freeze Frame Data:

Yes

This is the ISC compensation amount determined according to the electrical load.

Stored as Freeze Frame Data:

Yes

This is the ISC compensation amount determined according to the air conditioner load.

Stored as Freeze Frame Data:

Yes

This is the ISC compensation amount determined according to the power steering load. Low Revolution Control

Stored as Freeze Frame Data:

Yes

• This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 rpm).




• 900 rpm (when the engine coolant temperature is 10°C (50°F)).




• 850 rpm (when the engine coolant temperature is 30°C (86°F)).




• 750 rpm (when the engine coolant temperature is 60°C (140°F)).

  Before 5 seconds elapse after starting the engine, this parameter indicates the status of the previous trip.

  After 5 seconds elapse after starting the engine, this parameter indicates the status of the current trip.

  Tech Tips

  The engine is considered to have started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after starting the engine, this parameter changes to ON and remains ON for the rest of the trip.

  ON: The engine speed decreased immediately after starting the engine.

  OFF: The engine speed did not decrease immediately after starting the engine.

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

Stored as Freeze Frame Data:

Yes

Stored as Freeze Frame Data:

Yes

• 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.

Stored as Freeze Frame Data

Yes

• 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.

Stored as Freeze Frame Data

Yes

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

Stored as Freeze Frame Data

Yes

This is the fuel injection volume for 10 injections.

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

• 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%.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

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%.

Stored as Freeze Frame Data

Yes

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

Stored as Freeze Frame Data

Yes

Results of real-vehicle check:

• Idling (engine warmed up): 24.6%

• Running without load (3000 rpm): 100.0%

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

• 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 actual air fuel ratio calculated based on the air fuel ratio sensor output.

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

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

Injection Volume: +/-0%

• 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

Stored as Freeze Frame Data

Yes

• 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 actual air fuel ratio calculated based on the air fuel ratio sensor output.

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

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

Injection Volume: +/-0%

• 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

Stored as Freeze Frame Data

Yes

• 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 for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor.

Stored as Freeze Frame Data

Yes

• 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 for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor.

Stored as Freeze Frame Data

Yes

• 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 0.8 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.

Stored as Freeze Frame Data

Yes

• 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 0.8 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.

Stored as Freeze Frame Data

Yes

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

Stored as Freeze Frame Data

Yes

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

Stored as Freeze Frame Data

Yes

This is the output voltage of the heated oxygen sensor.

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

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

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

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

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

Injection Volume: -12.5%

• AF Lambda B1S1: 1.16

• AFS Voltage B1S1: 3.85 V

• AFS Current B1S1: 0.20 mA

• O2S B1S2: 0.06 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

Stored as Freeze Frame Data

Yes

This is the output voltage of the heated oxygen sensor.

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

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

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

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

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

Injection Volume: -12.5%

• AF Lambda B2S1: 1.16

• AFS Voltage B2S1: 3.85 V

• AFS Current B2S1: 0.20 mA

• O2S B2S2: 0.06 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

Stored as Freeze Frame Data

Yes

After driving approx. 10 min. in an urban area: 5 to 15000 ohm.

Stored as Freeze Frame Data

Yes

After driving approx. 10 min. in an urban area: 5 to 15000 ohm.

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

The ECM will learn the Long FT values based on Short FT. The goal is to keep Short FT 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 and Long FT (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 #1" indicates the learned value for the current operating range.[A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range.

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

The ECM will learn the Long FT values based on Short FT. The goal is to keep Short FT 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 and Long FT (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 #2" 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] and [A/F Learn Value High #2] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #2" indicates the current engine operating range.

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

• 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.

CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B1S1 and AF Lambda B2S1 are approximately 1.0 and AFS Voltage B1S1 and AFS Voltage B2S1 are approximately 3.3 V.

Stored as Freeze Frame Data

Yes

• 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.

CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B1S1 and AF Lambda B2S1 are approximately 1.0 and AFS Voltage B1S1 and AFS Voltage B2S1 are approximately 3.3 V.

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

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).

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

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

Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock Feedback Value*3 + each compensation amountExample: 21° CA = 10° CA + 14° CA - 3° 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° CA as possible.

When Knock Feedback Value is less than -4° CA, Knock Correct Learn Value is slowly decreased.

When Knock Feedback Value is higher than -2° CA, Knock Correct Learn Value is slowly increased.

*3: The base value is -3° 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° CA: There is no knocking and ignition timing is advanced.

• -6° CA: Knocking is present and the ignition timing is being retarded.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

• 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.

Stored as Freeze Frame Data

Yes

• 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.

Stored as Freeze Frame Data

• 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.

Stored as Freeze Frame Data

Yes

• 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.

Stored as Freeze Frame Data

Yes

• 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.

Stored as Freeze Frame Data

Yes

• 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.

Stored as Freeze Frame Data

Yes

ON: The ECM is sending commands to change the timing (even when the timing is advanced, when the timing is being maintained and not being retarded or advanced any further, the value changes to OFF).

OFF: The system is commanding the timing to change to the most retarded timing.

Stored as Freeze Frame Data

Yes

ON: The ECM is sending commands to change the timing (even when the timing is advanced, when the timing is being maintained and not being retarded or advanced any further, the value changes to OFF).

OFF: The system is commanding the timing to change to the most retarded timing.

Stored as Freeze Frame Data

Yes

ON: There is an intake VVT timing advance malfunction.

Stored as Freeze Frame Data

Yes

This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. This is only available during the Active Test.Refer to "VVT OCV Duty #1.

Stored as Freeze Frame Data

No

This is the VVT displacement angle during forced operation.

This is only available during the Active Test.By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.

Stored as Freeze Frame Data

No

This is the requested duty value for forced operation.This is only available during the Active Test.Results of the real-vehicle check when performing the Control the VVT Linear (Bank 1) Active Test:

VVT OCV Duty #1 = 0%, VVT Change Angle #1 = 0 DegFR

↓

VVT OCV Duty #1 = 30%, VVT Change Angle #1 = 0 DegFR

↓

VVT OCV Duty #1 = 70%, VVT Change Angle #1 = 39.0 DegFR

↓

VVT OCV Duty #1 = 100%, VVT Change Angle #1 = 39.0 DegFR

↓

VVT OCV Duty #1 = 32%, VVT Change Angle #1 = 0 DegFR

After the above test, VVT Aim Angle #1 = 26.6%.

Stored as Freeze Frame Data

No

This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. This is only available during the Active Test.

Stored as Freeze Frame Data

No

This is the VVT displacement angle during forced operation.

This is only available during the Active Test.By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.

Stored as Freeze Frame Data

No

This is the requested duty value for forced operation.This is only available during the Active Test.Results of the real-vehicle check when performing the Control the VVT Linear (Bank 1) Active Test:

VVT OCV Duty #2 = 0%, VVT Change Angle #2 = 0 DegFR

↓

VVT OCV Duty #2 = 30%, VVT Change Angle #2 = 0 DegFR

↓

VVT OCV Duty #2 = 70%, VVT Change Angle #2 = 39.0 DegFR

↓

VVT OCV Duty #2 = 100%, VVT Change Angle #2 = 39.0 DegFR

↓

VVT OCV Duty #2 = 32%, VVT Change Angle #2 = 0 DegFR

After the above test, VVT Aim Angle #2 = 26.6%.

Stored as Freeze Frame Data

No

This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. This is only available during the Active Test.

Refer to "VVT Ex OCV Duty #1.

Stored as Freeze Frame Data

No

This is the displacement angle during forced operation.

Refer to "VVT Ex OCV Duty #1.

Stored as Freeze Frame Data

No

This is the requested duty value for forced operation.This is only available during the Active Test.Results of the real-vehicle check 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

↓

T 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%.

Stored as Freeze Frame Data

No

This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. This is only available during the Active Test.

Refer to "VVT Ex OCV Duty #2.

Stored as Freeze Frame Data

No

This is the displacement angle during forced operation.

Refer to "VVT Ex OCV Duty #2.

Stored as Freeze Frame Data

No

This is the requested duty value for forced operation.This is only available during the Active Test.Results of the real-vehicle check when performing the Control the VVT Exhaust Linear (Bank 1) 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

↓

T 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%.

Stored as Freeze Frame Data

No

Indicates the VN turbo vane actuation method.

Stored as Freeze Frame Data

Yes

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, P0430), etc., and should therefore be used as a reference when recreating malfunction conditions.

Stored as Freeze Frame Data

Yes

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, P0430), etc., and should therefore be used as a reference when recreating malfunction conditions.

Stored as Freeze Frame Data

Yes

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

Stored as Freeze Frame Data

Yes

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

Stored as Freeze Frame Data

Yes

Open: Starter operating

Close: Starter not operating

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

ON: Brake pedal depressed

OFF: Brake pedal released

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

• ON: Throttle fully closed

• OFF: Throttle open

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Refer to Check Mode Procedure*1

Stored as Freeze Frame Data

No

Stored as Freeze Frame Data

No

Stored as Freeze Frame Data

No

Stored as Freeze Frame Data

No

Stored as Freeze Frame Data

No

Stored as Freeze Frame Data

No

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

*1

Stored as Freeze Frame Data

No

Stored as Freeze Frame Data

Yes

This is the number of DTCs stored.

Stored as Freeze Frame Data

No

Stored as Freeze Frame Data

No

This is the distance driven after a DTC is stored.

Stored as Freeze Frame Data

No

Stored as Freeze Frame Data

No

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

Stored as Freeze Frame Data

Yes

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

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

No

This is the number of emissions-related DTCs.

Stored as Freeze Frame Data

No

Stored as Freeze Frame Data

Yes

This is the cumulative number of ignitions.

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

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 = Cylinder 1 to 6 Misfire Count / Ignition Trig. Count

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

• 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.

Stored as Freeze Frame Data

Yes

• 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.

Stored as Freeze Frame Data

Yes

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%.

Stored as Freeze Frame Data

Yes

Min.: 0 rpm,

Max.: 51199 rpm

This is the engine speed immediately after starting the engine.

Stored as Freeze Frame Data

Yes

This is the number of times the starter turned on during the current trip.

Stored as Freeze Frame Data

Yes

Min.: 0 km (0 mile),

Max.: 655.35 km (407.23 mile)

Before 5 seconds elapse after starting the engine, which is 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.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

Min.: -40°C (-40°F),

Max.: 215°C (419°F)

Stored as Freeze Frame Data

Yes

Min.: -40°C (-40°F),

Max.: 215°C (419°F)

Stored as Freeze Frame Data

Yes

Min.: -40°C (-40°F),

Max.: 215°C (419°F)

Stored as Freeze Frame Data

Yes

Min.: -40°C (-40°F),

Max.: 215°C (419°F)

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

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

Stored as Freeze Frame Data

Yes

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.

Stored as Freeze Frame Data

Yes

Min.: 0 MPa,

Max.: 25.599 MPa

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high.

Stored as Freeze Frame Data

Yes

This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete.

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

When DTC P1604 is output and Immobiliser Fuel Cut History indicates ON, the engine could not start due to engine immobiliser operation.

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Used for identifying the model code: GRJ15#

Stored as Freeze Frame Data

No

Used for identifying the engine type: 1GRFE

Stored as Freeze Frame Data

No

Used for identifying the number of cylinders: 6

Stored as Freeze Frame Data

No

Used for identifying the transmission type: ECT 5th

Stored as Freeze Frame Data

No

Used for identifying the destination: W

Stored as Freeze Frame Data

No

Used for identifying the model year: 20##

Stored as Freeze Frame Data

No

Used for identifying the engine system: Gasoline (gasoline engine)

Stored as Freeze Frame Data

No

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.

Results of real-vehicle check when performing the Active Test with a normal vehicle:

Engine Speed of Cyl #1: 257 rpm

Stored as Freeze Frame Data

No

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.

Results of real-vehicle check when performing the Active Test with a normal vehicle:

Engine Speed of Cyl #2: 256 rpm

Stored as Freeze Frame Data

No

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.

Results of real-vehicle check when performing the Active Test with a normal vehicle:

Engine Speed of Cyl #3: 257 rpm

Stored as Freeze Frame Data

No

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.

Results of real-vehicle check when performing the Active Test with a normal vehicle:

Engine Speed of Cyl #4: 256 rpm

Stored as Freeze Frame Data

No

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.

Results of real-vehicle check when performing the Active Test with a normal vehicle:

Engine Speed of Cyl #5: 257 rpm

Stored as Freeze Frame Data

No

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.

Results of real-vehicle check when performing the Active Test with a normal vehicle:

Engine Speed of Cyl #6: 256 rpm

Stored as Freeze Frame Data

No

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

Stored as Freeze Frame Data

No

• 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

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

• 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.

Stored as Freeze Frame Data

Yes

• 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.

Stored as Freeze Frame Data

Yes

• ON: Shift lever in N

• OFF: Shift lever not in N

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

• ON: Shift lever in N or P

• OFF: Shift lever not in N or P

Stored as Freeze Frame Data

Yes

• ON: Continuously shift to "+" (up-shift)

• OFF: Release "+" (up-shift)

Stored as Freeze Frame Data

Yes

• ON: Continuously shift to "-" (down-shift)

• OFF: Release "-" (down-shift)

Stored as Freeze Frame Data

Yes

• ON: Shift lever in S, "+" or "-"

• OFF: Shift lever not in "+" or "-"

Stored as Freeze Frame Data

Yes

• Shift lever on: Pattern select (2nd) switch pushed

• Shift lever off: Pattern select (2nd) switch not pushed

Stored as Freeze Frame Data

Yes

• ON: Shift lever in D or S

• OFF: Shift lever not in D or S

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.

Stored as Freeze Frame Data

Yes

• After stall test: Approximately 80°C

• Equal to ambient temperature with engine cold

If the value is -40°C or 215°C, the No. 1 ATF temperature sensor circuit is open or shorted.

Stored as Freeze Frame Data

Yes

• After stall test: Approximately 80°C

• Equal to ambient temperature with engine cold

If the value is -40°C or 215°C, the No. 2 ATF temperature sensor circuit is open or shorted.

Stored as Freeze Frame Data

Yes

• Lock-up operating: ON

• Lock-up not operating: OFF

Stored as Freeze Frame Data

Yes

• Shift lever in D: 1st, 2nd, 3rd, 4th or 5th

• Shift lever in S: 1st, 2nd, 3rd, 4th or 5th

Stored as Freeze Frame Data

Yes

• OFF: Accelerator pedal depressed

• ON: Accelerator pedal released

Stored as Freeze Frame Data

Yes

• ON: Shift solenoid operating

• OFF: Shift solenoid not operating

Stored as Freeze Frame Data

Yes

Stored as Freeze Frame Data

Yes

• ON: 2nd start mode on

• OFF: 2nd start mode off

Stored as Freeze Frame Data

Yes