SFI SYSTEM DATA LIST / ACTIVE TEST

Vehicle speed/

Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)

Diagnostic Note:

• This is the current vehicle speed.

• The vehicle speed is detected using the wheel speed sensors.




• Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.

Engine speed/

Min.: 0 rpm, Max.: 16383 rpm

Results of real-vehicle check:

Idling (engine warmed up and A/C off): 730rpm

Diagnostic Note:

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

Load calculated by ECM/

Min.: 0%, Max.: 100%

Results of real-vehicle check:

• Ignition switch ON: 0.0%

• Idling (engine warmed up): 32.5%

• Running without load (3000 rpm): 24.3%

Diagnostic Note:

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

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

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

Vehicle load/

Min.: 0%, Max.: 25700%

Results of real-vehicle check:

• Ignition switch ON: 0.0%

• Idling (engine warmed up): 14.1%

• Running without load (3000 rpm): 12.5%

Diagnostic Note:

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.)

Airflow rate from mass air flow meter sub-assembly/

Min.: 0 gm/sec, Max.: 655.35 gm/sec

• 0.4 to 3.0 gm/sec: Idling

• 4.0 to 10.0 gm/sec: 3000 rpm (without load)

Results of real-vehicle check:

• Ignition switch ON: 0 gm/sec

• Idling (engine warmed up): 1.26 gm/sec

• Running without load (2500 rpm): 4.71 gm/sec

• Running without load (3000 rpm): 5.70 gm/sec

Diagnostic Note:

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

Atmospheric pressure/

Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg)

Results of real-vehicle check:

Idling (engine warmed up): 100 kPa(abs) [750 mmHg(abs)]

Diagnostic Note:

• This value is calculated from the intake air amount.

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

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

Coolant temperature/

Min.: -40°C (-40°F), Max.: 215°C (419°F)

Diagnostic Note:

This is the engine coolant temperature.

Intake air temperature/

Min.: -40°C (-40°F), Max.: 140°C (284°F)

Diagnostic Note:

• After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal.

• If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted.

Ambient temperature/

Min.: -40°C (-40 °F), Max.: 215°C (419°F)

Diagnostic Note:

This is the ambient temperature.

Engine run time/

Min.: 0 s, Max.: 65535 s

Diagnostic Note:

This is the time elapsed since the engine started.

Initial engine coolant temperature/

Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)

Diagnostic Note:

This is the coolant temperature stored when the ignition switch is turned to ON.

Initial intake air temperature/

Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)

Diagnostic Note:

This is the intake air temperature stored when the ignition switch is turned to ON.

Battery voltage/

Min.: 0 V, Max.: 65.535 V

Results of real-vehicle check:

• Ignition switch ON: 12.226 V

• Cranking: 11.523 V

• Idling (engine warmed up): 13.457 V

Diagnostic Note:

If 11 V or less, characteristics of some electrical components may change.

Status of the glow indicator supported/

Unsupported or Supported

Status of the glow indicator/

ON or OFF

Accelerator pedal position/

Min.: 0%, Max.: 399.9%

Results of real-vehicle check:

• Ignition switch ON: 0.0% (accelerator pedal fully released)

• Ignition switch ON: 100.0% (accelerator pedal fully depressed)

Diagnostic Note:

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%.

Absolute accelerator pedal position No. 1/

Min.: 0%, Max.: 100%

10 to 22%: Accelerator pedal fully released

52 to 90%: Accelerator pedal fully depressed

Results of real-vehicle check:

• Ignition switch ON: 15.6% (accelerator pedal fully released)

• Ignition switch ON: 63.5% (accelerator pedal fully depressed)

Diagnostic Note:

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

Absolute accelerator pedal position No. 2/

Min.: 0%, Max.: 100%

24 to 40%: Accelerator pedal fully released

68 to 95%: Accelerator pedal fully depressed

Results of real-vehicle check:

• Ignition switch ON: 31.7% (accelerator pedal fully released)

• Ignition switch ON: 79.2% (accelerator pedal fully depressed)

Diagnostic Note:

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

Accelerator pedal position sensor No. 1 voltage/

Min.: 0 V, Max.: 4.98 V

0.5 to 1.1 V: Accelerator pedal fully released

2.6 to 4.5 V: Accelerator pedal fully depressed

Results of real-vehicle check:

• Ignition switch ON: 0.781 V (accelerator pedal fully released)

• Ignition switch ON: 3.144 V (accelerator pedal fully depressed)

Diagnostic Note:

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

Accelerator pedal position sensor No. 2 voltage/

Min.: 0 V, Max.: 4.98 V

1.2 to 2.0 V: Accelerator pedal fully released

3.4 to 4.75 V: Accelerator pedal fully depressed

Results of real-vehicle check:

• Ignition switch ON: 1.582 V (accelerator pedal fully released)

• Ignition switch ON: 3.925 V (accelerator pedal fully depressed)

Diagnostic Note:

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.

Whether or not accelerator pedal position sensor detecting released accelerator pedal/

ON or OFF

Results of real-vehicle check:

• Ignition switch ON: ON (accelerator pedal fully released)

• Ignition switch ON: OFF (accelerator pedal depressed)

Diagnostic Note:

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

Accelerator fully released learned value No. 1/

Min.: 0 deg, Max.: 124.5 deg

Results of real-vehicle check:

Ignition switch ON: 19.5 deg

Diagnostic Note:

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

Accelerator fully released learned value No. 2/

Min.: 0 deg, Max.: 124.5 deg

Results of real-vehicle check:

Ignition switch ON: 39.5 deg

Diagnostic Note:

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

Absolute throttle position sensor No. 1/

Min.: 0%, Max.: 100%

• 10 to 22%: Accelerator pedal fully released

• 64 to 96%: Accelerator pedal fully depressed

Results of real-vehicle check:

• Ignition switch ON: 18.8% (accelerator pedal fully released)

  Tech Tips

  The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener.

• Ignition switch ON: 82.3% (accelerator pedal fully depressed)

• Idling (engine warmed up): 14.1%

• Running without load (3000 rpm): 19.6%

Diagnostic Note:

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

Throttle sensor position No. 2/

Min.: 0%, Max.: 100%

• 42 to 62%: Accelerator pedal fully released

• 92 to 100%: Accelerator pedal fully depressed

Results of real-vehicle check:

• Ignition switch ON: 51.7% (accelerator pedal fully released)

  Tech Tips

  The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener.

• Ignition switch ON: 99.8% (accelerator pedal fully depressed)

• Idling (engine warmed up): 45.8%

Diagnostic Note:

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

Brake pedal signal/

ON or OFF

ON: Brake pedal depressed

OFF: Brake pedal fully released

Diagnostic Note:

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

System guard/

ON or OFF

Results of real-vehicle check:

Idling (engine warmed up): ON

Diagnostic Note:

When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function.

OFF: Electronic throttle control is stopped.

Open malfunction/

ON or OFF

Diagnostic Note:

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

Whether or not throttle position sensor detecting idle/

ON or OFF

Results of real-vehicle check:

• Ignition switch ON: ON

  Tech Tips

  The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener.

• Idling (engine warmed up): ON

• Running without load (3000 rpm): OFF

Diagnostic Note:

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.

Required throttle position/

Min.: 0 V, Max.: 4.98 V

Results of real-vehicle check:

• Ignition switch ON: 0.957 V (accelerator pedal fully released)

• Ignition switch ON: 4.121V (accelerator pedal fully depressed)

• Idling (engine warmed up): 0.722 V

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.

Throttle sensor position/

Min.: 0%, Max.: 100%

• 0%: Accelerator pedal fully released

• 50 to 80%: Accelerator pedal fully depressed

Results of real-vehicle check:

Idling (engine warmed up): 0.0%

Diagnostic Note:

This is the throttle valve opening amount used for engine control.

(100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idle speed during idling.)

This value has no meaning when the ignition switch is ON 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%.

Throttle position sensor No. 1 output voltage/

Min.: 0 V, Max.: 4.98 V

Almost same as "Throttle Require Position"

• 0.5 to 1.1 V: Accelerator pedal fully released

• 3.2 to 4.8 V: Accelerator pedal fully depressed

• 0.6 to 1.4 V: Fail-safe operating

Results of real-vehicle check:

• Ignition switch ON: 0.898 V (accelerator pedal fully released)

• Ignition switch ON: 4.121 V (accelerator pedal fully depressed)

• Idling (engine warmed up): 0.722 V

Diagnostic Note:

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

Throttle position sensor No. 2 output voltage/

Min.: 0 V, Max.: 4.98 V

• 2.1 to 3.1 V: Accelerator pedal fully released

• 4.6 to 4.98 V: Accelerator pedal fully depressed

• 2.1 to 3.1 V: Fail-safe operating

Results of real-vehicle check:

• Ignition switch ON: 2.500 V (accelerator pedal fully released)

• Ignition switch ON: 4.941 V (accelerator pedal fully depressed)

• Idling (engine warmed up): 2.265 V

Diagnostic Note:

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

Throttle position command value/

Min.: 0 V, Max.: 4.98 V

Diagnostic Note:

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

Throttle position sensor No. 1/

Min.: 0 V, Max.: 4.98 V

Results of real-vehicle check:

Ignition switch ON: 0.917 V

Diagnostic Note:

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 ignition switch ON.

Throttle position sensor No. 2/

Min.: 0 V, Max.: 4.98 V

Results of real-vehicle check:

Ignition switch ON: 2.01 V

Diagnostic Note:

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 ignition switch ON.

Throttle actuator current/

Min.: 0 A, Max.: 19.9 A

Results of real-vehicle check:

• Ignition switch ON: 0.0 A (accelerator pedal fully released)

• Ignition switch ON: 0.9 A (accelerator pedal fully depressed)

• Idling (engine warmed up): 0.7 A

• Running without load (3000 rpm): 0.6 A

Diagnostic Note:

• When this value is large but the actual opening angle (Throttle Position No. 1) does not reach the target opening angle (Throttle Require Position), there is an "unable to open" malfunction.

• This value normally fluctuates around 1 A.

Throttle actuator/

Min.: 0%, Max.: 100%

Diagnostic Note:

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

Throttle actuator duty ratio (open)/

Min.: 0%, Max.: 255%

Results of real-vehicle check:

• Ignition switch ON: 0% (accelerator pedal fully released)

• Ignition switch ON: 14% (accelerator pedal fully depressed)

• Idling (engine warmed up): 0%

• Running without load (3000 rpm): 9%

Diagnostic Note:

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

• When the throttle valve is being opened, Throttle Motor Duty (Open) is 10 to 50%.

Throttle actuator duty ratio (close)/

Min.: 0%, Max.: 255%

Results of real-vehicle check:

• Ignition switch ON: 11% (accelerator pedal fully released)

• Ignition switch ON: 12% (accelerator pedal fully depressed)

• Idling (engine warmed up): 9%

• Running without load (3000 rpm): 0%

Diagnostic Note:

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

Throttle valve fully closed position (learned value)/

Min.: 0 V, Max.: 4.98 V

Results of real-vehicle check:

Ignition switch ON: 0.625 V

Diagnostic Note:

• 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 7°, the position when the ignition switch is ON, the accelerator pedal is released and the throttle actuator is off).

• Learning is performed immediately after the ignition switch is turned to ON.

+BM voltage/

Min.: 0 V, Max.: 79.998 V

Diagnostic Note:

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 ignition switch is turned off).

Actuator power supply/

ON or OFF

Diagnostic Note:

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

Throttle valve opening angle/

Min.: 0 deg, Max.: 499.99 deg

Results of real-vehicle check:

Idling (engine warmed up): 0.00 deg

Diagnostic Note:

This value has no meaning when the ignition switch is ON and the engine is stopped.

Flow rate calculated using information from mass air flow meter sub-assembly/

Min.: 0 L/s, Max.: 79.99 L/s

Results of real-vehicle check:

Idling (engine warmed up): 0.97 L/s

Diagnostic Note:

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

Requested throttle opening amount calculated using ISC control/

Min.: 0 deg, Max.: 499.99 deg

Results of real-vehicle check:

Idling (engine warmed up): 2.13 deg

Diagnostic Note:

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

ISC feedback amount/

Min.: -40 L/s, Max.: 39.99 L/s

Results of real-vehicle check:

Idling (engine warmed up): 0.02 L/s

Diagnostic Note:

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

ISC learned airflow value/

Min.: -40 L/s, Max.: 39.99 L/s

Results of real-vehicle check:

Idling (engine warmed up): 0.91 L/s

Diagnostic Note:

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

Compensation flow rate according to electrical load/

Min.: -40 L/s, Max.: 39.99 L/s

Diagnostic Note:

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

Compensation flow rate according to air conditioner load/

Min.: -40 L/s, Max.: 39.99 L/s

Results of real-vehicle check:

Idling (A/C on): 0.55 L/s

Diagnostic Note:

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

Low engine speed control operation state/

ON or OFF

Results of real-vehicle check:

Idling (engine warmed up): OFF

Diagnostic Note:

• 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.

N position control status for CVT/

ON or OFF

Shift lever N status/

ON or OFF

Intake air compensation flow rate/

Min.: -40 L/s, Max.: 39.99 L/s

Results of real-vehicle check:

Idling (engine warmed up): 0.00 L/s

Diagnostic Note:

• 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.

Flow loss due to deposits/

Min.: -40 L/s, Max.: 39.99 L/s

Results of real-vehicle check:

Idling (engine warmed up): 0.00 L/s

Diagnostic Note:

• 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, quickly perform the following procedures to 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 ignition switch off and wait for 30 seconds.

• Start the engine again, and allow the engine to idle for 5 minutes.

Injection period of the No. 1 cylinder/

Min.: 0 μs, Max.: 65535 μs

Results of real-vehicle check:

• Idling (engine warmed up): 2517 μs

• Running without load (3000 rpm): 2150 μs

Diagnostic Note:

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

Injection volume (cylinder 1)/

Min.: 0 ml, Max.: 2.047 ml

Results of real-vehicle check:

• Idling (engine warmed up): 0.067 ml

• Running without load (3000 rpm): 0.058 ml

Diagnostic Note:

This is the fuel injection volume for 10 injections.

Fuel pump status/

ON or OFF

VSV status for Evap control/

Min.: 0%, Max.: 100%

Results of real-vehicle check:

• Idling (engine warmed up): 0.0%

• Running without load (3000 rpm): 30.5%

Diagnostic Note:

• 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%.

Purge flow/

Min.: 0%, Max.: 399.9%

Results of real-vehicle check:

• Idling (engine warmed up): 0.0%

• Running without load (3000 rpm): 2.5%

Diagnostic Note:

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

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

It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV.

Purge density learned value/

Min.: -200%, Max.: 199.993%

Results of real-vehicle check:

Idling (engine warmed up): 0.00%

Diagnostic Note:

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%.

Purge VSV status/

ON or OFF

Diagnostic Note:

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

Purge VSV duty/

Min.: 0%, Max.: 399.9%

Results of real-vehicle check:

• Idling (engine warmed up): 0.0%

• Running without load (3000 rpm): 33.3%

Target air fuel ratio/

Min.: 0, Max.: 1.99

Results of real-vehicle check:

• Idling (engine warmed up): 0.998 (Performing feedback control at the stoichiometric air fuel ratio)

• Running without load (3000 rpm): 0.998 (Performing feedback control at the stoichiometric air fuel ratio)

Diagnostic Note:

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 AF Lambda B1S1 are related.

Output air fuel ratio associated with bank 1 sensor 1/

Min.: 0, Max.: 1.99

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

• 1 = Stoichiometric air fuel ratio

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

Results of real-vehicle check:

• Idling (engine warmed up): 1.001

• Running without load (3000 rpm): 1.009

Diagnostic Note:

This is the actual air fuel ratio calculated based on the air fuel ratio sensor output.

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

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

Injection Volume: 0%

• AF Lambda B1S1: 0.998

• AFS Voltage B1S1: 3.322 V

• AFS Current B1S1: 0.00 mA

• O2S B1S2: 0.055 V

Injection Volume: -12.5%

• AF Lambda B1S1: 1.219

• AFS Voltage B1S1: 4.083V

• AFS Current B1S1: 0.29 mA

• O2S B1S2: 0.000 V

Injection Volume: +12.5%

• AF Lambda B1S1: 0.969

• AFS Voltage B1S1: 3.156V

• AFS Current B1S1: -0.06 mA

• O2S B1S2: 0.075 V

Air fuel ratio sensor output voltage for bank 1 sensor 1/

Min.: 0 V, Max.: 7.99 V

Results of real-vehicle check:

• Idling (engine warmed up): 3.327 V

• Running without load (3000 rpm): 3.341 V

• Fuel-cut during deceleration being performed: 4.99 V

Diagnostic Note:

• This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current B1S1 below for the actual sensor output).

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

Air fuel ratio sensor output current for bank 1 sensor 1/

Min.: -128 mA, Max.: 127.99 mA

Results of real-vehicle check:

• Idling (engine warmed up): 0.01 mA

• Running without load (3000 rpm): 0.00 mA

• Fuel-cut during deceleration being performed: 1.54 mA

Diagnostic Note:

• 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.

Air fuel ratio sensor heater duty ratio for bank 1/

Min.: 0%, Max.: 399.9%

Results of real-vehicle check:

Idling (engine warmed up): 16.4%

Diagnostic Note:

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

Heated oxygen sensor output voltage for bank 1 sensor 2/

Min.: 0 V, Max.: 1.275 V

Results of real-vehicle check:

• Idling (engine warmed up): 0.135V

• Running without load (3000 rpm): 0.175V

Diagnostic Note:

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: 1.219

• AFS Voltage B1S1: 4.083V

• AFS Current B1S1: 0.29mA

• O2S B1S2: 0.000 V

Injection Volume: 12.5%

• AF Lambda B1S1: 0.969

• AFS Voltage B1S1: 3.156V

• AFS Current B1S1: -0.06 mA

• O2S B1S2: 0.075 V

Heated oxygen sensor heater for bank 1 sensor 2/

Active or Not Act

Heated oxygen sensor current for bank 1 sensor 2/

Min.: 0 A, Max.: 4.999 A

Results of real-vehicle check:

• Idling (engine warmed up): 1.054 A

• Running without load (3000 rpm): 1.040 A

Diagnostic Note:

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

Short-term fuel trim for bank 1/

Min.: -100%, Max.: 99.2%

Results of real-vehicle check:

• Idling (engine warmed up): 0.000%

• Running without load (3000 rpm): -0.782%

Diagnostic Note:

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.

Long-term fuel trim for bank 1/

Min.: -100%, Max.: 99.2%

Results of real-vehicle check:

• Idling (engine warmed up): -2.344%

• Running without load (3000 rpm): 0.781%

Diagnostic Note:

The ECM will learn the Long FT #1 values based on Short FT #1. The goal is to keep Short FT #1 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 #1 and Long FT #1 (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.

Total fuel trim for bank 1/

Min.: -0.5, Max.: 0.496

Diagnostic Note:

Total FT #1 = Short FT #1 + Long FT #1

Fuel System Status #1

Fuel System Status #2

Fuel system status for bank 1 (bank 2)/

OL, CL, OLDrive, OLFault, CLFault or Unused

CL: Idling after warming up (bank 1)

Unused: (bank 2)

Diagnostic Note:

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

• CL (Closed Loop): Uses feedback to perform fuel control.

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

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

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

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

Air fuel ratio learn value of idle area (bank 1)/

Min.: -50%, Max.: 49.6%

Diagnostic Note:

Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).

Air fuel ratio learn value of low load area (bank 1)/

Min.: -50%, Max.: 49.6%

Diagnostic Note:

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).

Air fuel ratio learn value of middle1 load area (bank 1)/

Min.: -50%, Max.: 49.6%

Diagnostic Note:

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).

Air fuel ratio learn value of middle2 load area (bank 1)/

Min.: -50%, Max.: 49.6%

Diagnostic Note:

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).

Air fuel ratio learn value of high load area (bank 1)/

Min.: -50%, Max.: 49.6%

Diagnostic Note:

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

Ignition timing advance for No. 1 cylinder/

Min.: -64 deg, Max.: 63.5 deg

Results of real-vehicle check:

• Idling (engine warmed up): 1.5 deg

• Running without load (3000 rpm): 30.0 deg

Knocking feedback value/

Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)

Results of real-vehicle check:

• Idling (engine warmed up): -1.5 deg(CA)

• Running without load (3000 rpm): -1.5 deg(CA)

Diagnostic Note:

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

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

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

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

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

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

When Knock Feedback Value is more than -2 deg(CA), Knock Correct Learn Value is slowly increased.

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

• -1 deg(CA): There is no knocking and ignition timing is advanced.

• -6 deg(CA): Knocking is present and the ignition timing is being retarded.

Knocking correction learned value/

Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)

Results of real-vehicle check:

• Idling (engine warmed up): 14.3 deg(CA)

• Running without load (3000 rpm): 13.9 deg(CA)

Diagnostic Note:

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.

Idle Spark Advn Ctrl #1

Idle Spark Advn Ctrl #2

Idle Spark Advn Ctrl #3

Idle Spark Advn Ctrl #4

Individual cylinder timing advance compensation amount (No. 1 to No. 4)/

Min.: 0 deg(CA), Max.: 15.93 deg(CA)

Diagnostic Note:

• 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.

EGR valve target opening amount/

Min.: 0%, Max.: 100%

0 to 60%:

Idling after engine warmed up and vehicle is under normal atmospheric pressure

Diagnostic Note:

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%.

EGR step position/

Min.: 0 step, Max.: 255 step

Diagnostic Note:

This is the ECM control command.

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

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

VVT displacement angle for bank 1/

Min.: 0 DegFR, Max.: 633.99 DegFR

Diagnostic Note:

This is the VVT displacement angle for the intake camshaft.

This is only available in Freeze Frame Data.

Variable Valve Timing (VVT) control status for bank 1/

ON or OFF

Diagnostic Note:

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.

VVT control failure status/

ON or OFF

Diagnostic Note:

ON: There is an intake VVT timing advance malfunction.

VVT hold duty learned value for bank 1/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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".

VVT displacement angle for bank 1/

Min.: 0 DegFR, Max.: 639.9 DegFR

Diagnostic Note:

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 cam position sensor signal is being output.

Refer to "VVT OCV Duty #1".

VVT camshaft timing oil control valve operation duty for bank 1/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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 = 0.0%, VVT Change Angle #1 = 0.0 DegFR

↓

VVT OCV Duty #1 = 44.4%, VVT Change Angle #1 = 0.3 DegFR

↓

VVT OCV Duty #1 = 54.4%, VVT Change Angle #1 = 2.5 DegFR

↓

VVT OCV Duty #1 = 64.4%, VVT Change Angle #1 = 6.6 DegFR

↓

VVT OCV Duty #1 = 74.4%, VVT Change Angle #1 = 18.7 DegFR

After the above test, VVT Aim Angle #1 = 54.4%.

VN turbo type/

Not avl, Commo, Vacuum or CAN Com

Catalyst temperature for bank 1 sensor 1/

Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F)

Diagnostic Note:

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

This value is included in the conditions used to detect catalyst deterioration (DTC P0420), etc., and should therefore be used as a reference when recreating malfunction conditions.

Catalyst temperature for bank 1 sensor 2/

Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F)

Diagnostic Note:

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

Starter signal/

ON or OFF

ON: Starter operating

OFF: Starter not operating

Power steering switch signal/

ON or OFF

Park/neutral position switch status/

ON or OFF

Stop light switch/

ON or OFF

ON: Brake pedal depressed

OFF: Brake pedal fully released

A/C switch status/

ON or OFF

Closed throttle position switch/

ON or OFF

• ON: Throttle fully closed

• OFF: Throttle open

Fuel cut condition/

ON or OFF

Immobiliser communication/

ON or OFF

Check mode/

ON or OFF

Refer to Check Mode Procedure Click here.

Check mode result for vehicle speed sensor/

Compl or Incmpl

Check mode result for misfire monitor/

Compl or Incmpl

Check mode result for heated oxygen sensor (bank 1)/

Compl or Incmpl

Check mode result for air fuel ratio sensor (bank 1)/

Compl or Incmpl

Comprehensive component monitor/

Not Avl or Avail

Fuel system monitor/

Not Avl or Avail

Misfire monitor/

Not Avl or Avail

EGR/VVT monitor/

Not Avl or Avail

EGR/VVT monitor/

Compl or Incmpl

O2S (A/FS) heater monitor/

Not Avl or Avail

O2S (A/FS) heater monitor/

Compl or Incmpl

O2S (A/FS) monitor/

Not Avl or Avail

O2S (A/FS) monitor/

Compl or Incmpl

A/C monitor/

Not Avl or Avail

A/C monitor/

Compl or Incmpl

2nd air monitor/

Not Avl or Avail

2nd air monitor/

Compl or Incmpl

EVAP monitor/

Not Avl or Avail

EVAP monitor/

Compl or Incmpl

Heated catalyst monitor/

Not Avl or Avail

Heated catalyst monitor/

Compl or Incmpl

Catalyst monitor/

Not Avl or Avail

Catalyst monitor/

Compl or Incmpl

*1:

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.

TC terminal status/

ON or OFF

Number of codes/

Min.: 0, Max.: 255

Diagnostic Note:

This is the number of DTCs stored.

MIL status/

ON or OFF

Distance driven with MIL on/

Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)

Diagnostic Note:

This is the distance driven after a DTC is stored.

Running time from MIL ON/

Min.: 0 min, Max.: 65535 min

Time after DTCs cleared/

Min.: 0 min, Max.: 65535 min

Diagnostic Note:

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

Distance driven after DTCs cleared/

Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)

Diagnostic Note:

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

Warmup cycles after DTCs cleared/

Min.: 0, Max.: 255

Diagnostic Note:

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.

Distance driven after battery cable disconnected/

Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)

Diagnostic Note:

This is the number of emissions-related DTCs.

TC and CG (TE1) terminals of DLC3/

ON or OFF

Ignition counter/

Min.: 0, Max.: 65535

Diagnostic Note:

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 Ignition Trig. Count.

The misfire rate for each cylinder = Cylinder 1 to 4 Misfire Count / Ignition Trig. Count

Cylinder #1 Misfire Count

Cylinder #2 Misfire Count

Cylinder #3 Misfire Count

Cylinder #4 Misfire Count

Misfire count of cylinders 1 to 4/

Min.: 0, Max.: 255

Diagnostic Note:

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.

Misfire count of all cylinders/

Min.: 0, Max.: 255

Diagnostic Note:

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.

Engine speed for first misfire range/

Min.: 0 rpm, Max.: 6375 rpm

Diagnostic Note:

• 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.

Engine load for first misfire range/

Min.: 0 g/rev, Max.: 3.98 g/rev

Diagnostic Note:

• 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.

Misfire monitoring/

Min.: -128%, Max.: 127%

Diagnostic Note:

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%.

Engine speed when starter off/

Min.: 0 rpm, Max.: 51199 rpm

Result of real-vehicle check:

Idling (engine warmed up): 985 rpm

Diagnostic Note:

This is the engine speed immediately after starting the engine.

Number of times starter turned on after ignition switch turned to ON/

Min.: 0, Max.: 255

Diagnostic Note:

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

Distance driven during previous trip/

Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile)

Diagnostic Note:

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.

Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)/

Min.: 0 ms, Max.: 655350 ms

Diagnostic Note:

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.

Engine coolant temperature during previous trip/

Min.: -40°C (-40°F), Max.: 215°C (419°F)

Diagnostic Note:

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.

Intake air temperature during previous trip/

Min.: -40°C (-40°F), Max.: 215°C (419°F)

Diagnostic Note:

Before 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature at the end of the previous trip.

After 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature during the current trip.

Engine oil temperature (estimated temperature)/

Min.: -40°C (-40°F), Max.: 215°C (419°F)

Engine oil temperature during previous trip/

Min.: -40°C (-40°F), Max.: 215°C (419°F)

Ambient temperature for A/C/

Min.: -40°C (-40°F), Max.: 215°C (419°F)

Ambient temperature during previous trip/

Min.: -40°C (-40°F), Max.: 215°C (419°F)

History of hesitation during engine start/

ON or OFF

Diagnostic Note:

This value changes to ON when the engine speed does not reach 500 rpm during cranking.

History of low engine speed after engine start/

ON or OFF

Diagnostic Note:

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

Minimum engine speed/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

• 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.

Electric fan motors operation status/

ON or OFF

Brake override system status/

ON or OFF

Fuel cut at idle/

ON or OFF

Diagnostic Note:

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

Fuel cut TAU (fuel cut during very light load)/

ON or OFF

Diagnostic Note:

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

Status of immobiliser fuel cut/

ON or OFF

Status of immobiliser fuel cut history/

ON or OFF

Diagnostic Note:

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

Electrical load signal/

ON or OFF

Electrical load signal/

ON or OFF

Diagnostic Note:

Used for identifying the model code: NZE16#

Diagnostic Note:

Used for identifying the engine type: 1NZFE

Number of cylinders/

Min.: 0, Max.: 255

Diagnostic Note:

Used for identifying the number of cylinders: 4

Diagnostic Note:

Used for identifying the transmission (transaxle) type: CVT

Diagnostic Note:

Used for identifying the destination: @

Model year/

Min.: 1900, Max.: 2155

Diagnostic Note:

Used for identifying the model year: 201#

Diagnostic Note:

Used for identifying the engine system: Gasoline or ECO

Engine Speed of Cyl #1

Engine Speed of Cyl #2

Engine Speed of Cyl #3

Engine Speed of Cyl #4

Engine speed for cylinder No. 1 to No. 4/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

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: 228 rpm

• Engine Speed of Cyl #2: 230 rpm

• Engine Speed of Cyl #3: 228 rpm

• Engine Speed of Cyl #4: 231 rpm

Average engine speed for all cylinders/

Min.: 0 rpm, Max.: 51199 rpm

Diagnostic Note:

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

Stop and start system engine status/

IG, Run, Stopreq, Stop or Restart

• IG: Before engine started

• Run: Engine running

• Stopreq: Engine stop requested

• Restart: Engine restarted

Diagnostic Note:

This item is displayed only for stop and start system.