SFI SYSTEM DATA LIST / ACTIVE TEST

Vehicle speed/

Min.: 0 km/h, Max.: 255 km/h

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.

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

Engine speed/

Min.: 0 rpm, Max.: 16383 rpm

Results of real-vehicle check:

Idling (warm up the engine and A/C off): 710 rpm

Diagnostic Note:

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

Load calculated by ECM/

Min.: 0%, Max.: 100%

• 20 to 35%: Idling

• 16 to 31%: Running without load (2500 rpm)

Results of real-vehicle check:

• Engine switch on (IG): 0.0%

• Idling (warm up the engine): 26.6%

• Running without load (3000 rpm): 25%

Diagnostic Note:

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

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

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

Vehicle load/

Min.: 0%, Max.: 25700%

Results of real-vehicle check:

• Engine switch on (IG): 0.0%

• Idling (warm up the engine): 14.5%

• Running without load (3000 rpm): 14.9%

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 (MAF) meter/

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

• 1.9 to 3.1 gm/sec: Idling

• 7.60 to 11.40 gm/sec: Running without load at 3000 rpm

Results of real-vehicle check:

• Engine switch on (IG): 1.67 gm/sec

• Idling (warm up the engine): 2.54 gm/sec

• Running without load (2500 rpm): 9.45 gm/sec

Diagnostic Note:

This is the intake air amount from the mass air flow meter.

Atmospheric pressure/

Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1912 mmHg)

Results of real-vehicle check:

Idling (warm up the engine): 100 kPa

Diagnostic Note:

• This value is calculated from the intake air amount.

• Standard atmospheric pressure: 101 kPa

• For every 100 m increase in altitude, pressure drops by 1 kPa. This varies by weather.

Coolant temperature/

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

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 (246.8°F)

Diagnostic Note:

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

Initial intake air temperature/

Min.: -40°C (-40°F), Max.: 119.3°C (246.8°F)

Diagnostic Note:

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

Battery voltage/

Min.: 0 V, Max.: 65.535 V

Results of real-vehicle check:

• Engine switch on (IG): 12.03 V

• Cranking: 9.36 V

• Idling (warm up the engine): 12.99 V

Diagnostic Note:

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

Accelerator pedal position/

Min.: 0%, Max.: 399.9%

Results of real-vehicle check:

• Engine switch on (IG): 0.0% (accelerator pedal released)

• Engine switch on (IG): 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 released

52 to 90%: Accelerator pedal fully depressed

Results of real-vehicle check:

• Engine switch on (IG): 16.0% (accelerator pedal released)

• Engine switch on (IG): 68.2% (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 released

68 to 99%: Accelerator pedal fully depressed

Results of real-vehicle check:

• Engine switch on (IG): 31.7% (accelerator pedal released)

• Engine switch on (IG): 84.3% (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 released

2.6 to 4.5 V: Accelerator pedal fully depressed

Results of real-vehicle check:

• Engine switch on (IG): 0.80 V (accelerator pedal released)

• Engine switch on (IG): 3.40 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 released

3.4 to 4.75 V: Accelerator pedal fully depressed

Results of real-vehicle check:

• Engine switch on (IG): 1.58 V (accelerator pedal released)

• Engine switch on (IG): 4.12 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:

• Engine switch on (IG): ON (accelerator pedal released)

• Engine switch on (IG): 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 closed learning value No. 1/

Min.: 0 deg, Max.: 124.5 deg

Results of real-vehicle check:

Engine switch on (IG): 20.0 deg

Diagnostic Note:

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

Accelerator fully closed learning value No. 2/

Min.: 0 deg, Max.: 124.5 deg

Results of real-vehicle check:

Engine switch on (IG): 39.5 deg

Diagnostic Note:

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

Throttle valve opening percentage according to throttle position sensor/

Min.: 0%, Max.: 100%

• 10 to 22%: Throttle fully closed

• 64 to 96%: Throttle fully open

Results of real-vehicle check:

• Engine switch on (IG): 19.2% (accelerator pedal released)

  Tech Tips

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

• Engine switch on (IG): 82.3% (accelerator pedal fully depressed)

• Idling (warm up the engine): 14.9%

• Running without load (3000 rpm): 20.3%

Diagnostic Note:

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

Throttle sensor position #2/

Min.: 0%, Max.: 100%

• 42 to 62%: Throttle fully closed

• 92 to 100%: Throttle fully open

Results of real-vehicle check:

• Engine switch on (IG): 51.7% (accelerator pedal released)

  Tech Tips

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

• Engine switch on (IG): 98.8% (accelerator pedal fully depressed)

• Idling (warm up the engine): 46.6%

Diagnostic Note:

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

Brake pedal signal/

ON or OFF

Diagnostic Note:

This is the brake pedal switch signal.

System guard/

ON or OFF

Results of real-vehicle check:

Idling (warm up the engine): 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 side 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 idling/

ON or OFF

• ON: Accelerator pedal fully released

• OFF: Accelerator pedal depressed

Results of real-vehicle check:

• Engine switch on (IG): OFF

  Tech Tips

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

• Idling (warm up the engine): 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:

• Engine switch on (IG): 0.84 V (accelerator pedal released)

• Engine switch on (IG): 4.11 V (accelerator pedal fully depressed)

• Idling (warm up the engine): 0.74 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 (warm up the engine): 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 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%.

Throttle position sensor No. 1 output voltage/

Min.: 0 V, Max.: 4.98 V

• 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:

• Engine switch on (IG): 0.96 V (accelerator pedal released)

• Engine switch on (IG): 4.11 V (accelerator pedal fully depressed)

• Idling (warm up the engine): 0.74 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:

• Engine switch on (IG): 2.58 V (accelerator pedal released)

• Engine switch on (IG): 4.92 V (accelerator pedal fully depressed)

• Idling (warm up the engine): 2.32 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 sensor opener position No. 1/

Min.: 0 V, Max.: 4.98 V

Results of real-vehicle check:

Engine switch on (IG): 0.96 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 engine switch on (IG).

Throttle sensor opener position No. 2/

Min.: 0 V, Max.: 4.98 V

Results of real-vehicle check:

Engine switch on (IG): 2.07 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 engine switch on (IG).

Throttle actuator current/

Min.: 0 A, Max.: 19.9 A

Results of real-vehicle check:

• Engine switch on (IG): 0.0 A (accelerator pedal released)

• Engine switch on (IG): 0.7 A (accelerator pedal fully depressed)

• Idling (warm up the engine): 1.0 A

• Running without load (3000 rpm): 0.7 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.

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:

• Engine switch on (IG): 0% (accelerator pedal released)

• Engine switch on (IG): 16% (accelerator pedal fully depressed)

• Idling (warm up the engine): 0%

• Running without load (3000 rpm): 14%

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 20 to 30%.

Throttle actuator duty ratio (close)/

Min.: 0%, Max.: 255%

Results of real-vehicle check:

• Engine switch on (IG): 0% (accelerator pedal released)

• Engine switch on (IG): 0% (accelerator pedal fully depressed)

• Idling (warm up the engine): 18%

• 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 (learned value)/

Min.: 0 V, Max.: 4.98 V

Results of real-vehicle check:

Engine switch on (IG): 0.63 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 4 to 7°, the position when the engine switch is on (IG), the accelerator pedal is released and the throttle actuator is off).

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

+BM voltage/

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 engine 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 (warm up the engine): 0.00 deg

Diagnostic Note:

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

Flow rate calculated using information from MAF (mass air flow) meter/

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

Results of real-vehicle check:

Idling (warm up the engine): 2.23 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 (warm up the engine): 1.12 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 (warm up the engine): 0.00 L/s

Diagnostic Note:

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

ISC learned airflow value/

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

Results of real-vehicle check:

Idling (warm up the engine): 1.86 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

Results of real-vehicle check:

Idling (headlights and window defogger on): 0.37 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): 1.98 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 (warm up the engine): 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.

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 (warm up the engine): 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 (warm up the engine): 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 by disconnecting the cable from the negative battery terminal (EFI-MAIN and ETCS fuses), 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.

Injection volume (cylinder 1)/

Min.: 0 ml, Max.: 2.047 ml

Results of real-vehicle check:

• Idling (warm up the engine): 0.073 ml

• Running without load (3000 rpm): 0.068 ml

Diagnostic Note:

This is the fuel injection volume for 10 injections.

Fuel pressure/

Min.: 0 kPa, Max.: 655350 kPa

• 3500 to 4500 kPa (36 to 46 kgf/ cm2, 508 to 653 psi): Idling

• 7000 to 9000 kPa (71 to 92 kgf/ cm2, 1015 to 1305 psi): 2000 rpm

Results of real-vehicle check:

• Idling (warm up the engine): 3980 kPa

• Running without load (3000 rpm): 8260 kPa

Diagnostic Note:

Displays the fuel pressure value detected by the fuel pressure sensor.

Fuel pump duty/

Min.: 0%, Max.: 399.0%

Results of real-vehicle check:

• Idling (warm up the engine): 64 %

• Running without load (3000 rpm): 68 %

Diagnostic Note:

This is the fuel pump output duty value for the low pressure side.

Combustion status/

FC, Stratify, Lean Burn, Stoich 1, Stoich 2

Diagnostic Note:

Displays the fuel injection mode.

Target fuel pressure/

Min.: 0 MPa, Max.: 65.535 MPa

Results of real-vehicle check:

• Idling (warm up the engine): 4.000 MPa

• Running without load (3000 rpm): 8.156 MPa

Diagnostic Note:

Displays the target fuel pressure for the high pressure fuel pump.

Fuel pump duty ratio/

Min.: 0%, Max.: 127.5%

Results of real-vehicle check:

• Idling (warm up the engine): 14.5 %

• Running without load (3000 rpm): 12.5 %

Diagnostic Note:

Displays the duty ratio for the high pressure fuel pump.

High pressure fuel pump duty/

Min.: 0%, Max.: 100%

12 to 22%: Idling after engine warmed up

(Shift lever: N; A/C: Off)

Results of real-vehicle check:

• Idling (warm up the engine): 15.89 %

• Running without load (3000 rpm): 12.11 %

Diagnostic Note:

Displays the duty ratio for the high pressure fuel pump.

Swirl control valve status/

ON or OFF

Injection timing/

Min.: -3276.8 CA, Max.: 3276.7 CA

Results of real-vehicle check:

• Idling (warm up the engine): 300 CA

• Running without load (3000 rpm): 326.8 CA

Diagnostic Note:

Displays the injection timing for the injectors.

Injection time/

Min.: 0 μs, Max.: 65535 μs

Results of real-vehicle check:

• Idling (warm up the engine): 972 μs

• Running without load (3000 rpm): 813 μs

Diagnostic Note:

Displays the fuel injection time.

Key-off EVAP system pump status/

ON or OFF

Diagnostic Note:

This item changes to ON during the key-off EVAP monitor which is performed approximately 5 hours after the engine switch is turned off Click here.

Vapor pressure/

Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10814.17 mmHg)

Diagnostic Note:

This is the EVAP system pressure monitored by the canister pressure sensor.

Calculated EVAP system pressure/

Min.: -720.896 kPa (-5407.167 mmHg), Max.: 720.874 kPa (5407.002 mmHg)

Key-off EVAP system vent valve status/

ON or OFF

OFF: Vent

ON: Close

Purge VSV control duty/

Min.: 0%, Max.: 100%

Results of real-vehicle check:

Idling (warm up the engine): 35.2 %

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 (warm up the engine): 11.9%

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 (warm up the engine): 0.585

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%.

VSV status for EVAP control/

ON or OFF

Diagnostic Note:

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

Purge cut VSV duty/

Min.: 0%, Max.: 399.9%

Results of real-vehicle check:

Idling (warm up the engine): 27.1%

Target air fuel ratio/

Min.: 0, Max.: 1.99

Results of real-vehicle check:

• Idling (warm up the engine): 0.99 (Performing feedback control at the stoichiometric air-fuel ratio)

• Running without load (3000 rpm): 0.99 (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 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.

AF Lambda B1S1

AF Lambda B2S1

Output air-fuel ratio associated with bank 1 sensor 1 (bank 2 sensor 1)/

Min.: 0, Max.: 1.99

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

• 1 = Stoichiometric air fuel ratio

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

Results of real-vehicle check:

• Idling (warm up the engine): 0.99

• Running without load (3000 rpm): 1.00

Diagnostic Note:

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: 3.21 V

• AFS Current B1S1: -0.05 mA

• O2S B1S2: 0.20 V

Injection Volume: -12%

• AF Lambda B1S1: 1.15

• AFS Voltage B1S1: 3.83 V

• AFS Current B1S1: 0.32 mA

• O2S B1S2: 0.04 V

Injection Volume: +12%

• AF Lambda B1S1: 0.93

• AFS Voltage B1S1: 2.84 V

• AFS Current B1S1: - 0.29 mA

• O2S B1S2: 0.96 V

AFS Voltage B1S1

AFS Voltage B2S1

Air fuel ratio sensor output voltage for bank 1 sensor 1 (bank 2 sensor 1)/

Min.: 0 V, Max.: 7.99 V

Results of real-vehicle check:

• Idling (warm up the engine): 3.22 V

• Running without load (3000 rpm): 3.29 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 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.

AFS Current B1S1

AFS Current B2S1

Air fuel ratio sensor output current for bank 1 sensor 1 (bank 2 sensor 1)/

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

Results of real-vehicle check:

• Idling (warm up the engine): -0.05 mA

• Running without load (3000 rpm): 0.00 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 1.4 to 3.6 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.

A/F Heater Duty #1

A/F Heater Duty #2

Air fuel ratio sensor heater duty ratio for bank 1 (bank 2)/

Min.: 0%, Max.: 100%

Results of real-vehicle check:

Idling (warm up the engine): 28.9%

Diagnostic Note:

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

O2S B1S2

O2S B2S2

Heated oxygen sensor output voltage for bank 1 sensor 2 (bank 2 sensor 2)/

Min.: 0 V, Max.: 1.275 V

Results of real-vehicle check:

• Idling (warm up the engine): 0.20 V

• Running without load (3000 rpm): 0.80 V

Diagnostic Note:

This is the output voltage of the HO2 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 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%

• AF Lambda B1S1: 1.15

• AFS Voltage B1S1: 3.83 V

• AFS Current B1S1: 0.32 mA

• O2S B1S2: 0.04 V

Injection Volume: +12%

• AF Lambda B1S1: 0.93

• AFS Voltage B1S1: 2.84 V

• AFS Current B1S1: - 0.29 mA

• O2S B1S2: 0.96 V

O2 Heater B1S2

O2 Heater B2S2

Heated oxygen sensor heater for bank 1 Sensor 2 (bank 2 Sensor 2)/

Active or Not Act

O2 Heater Curr Val B1S2

O2 Heater Curr Val B2S2

Heated oxygen sensor current for bank 1 Sensor 2 (bank 2 Sensor 2)/

Min.: 0 A, Max.: 4.9 A

Results of real-vehicle check:

• Idling (warm up the engine): 0.9 A

• Running without load (3000 rpm): 0.9 A

Diagnostic Note:

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

Short FT #1

Short FT #2

Short-term fuel trim for bank 1 (bank 2)/

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

Results of real-vehicle check:

• Idling (warm up the engine): 0.78%

• Running without load (3000 rpm): -1.56%

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.

It is possible to check this value for each bank.

Long FT #1

Long FT #2

Long-term fuel trim for bank 1 (bank 2)/

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

Results of real-vehicle check:

• Idling (warm up the engine): -4.69%

• Running without load (3000 rpm): -3.91%

Diagnostic Note:

The ECM will learn the Long FT values based on Short FT. The goal is to keep Short FT at 0% to keep the A/F mixture at the stoichiometric ratio.

This value is used to determine whether the system related to air-fuel ratio control is malfunctioning (it is possible to check this value for each bank).

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 more: 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.

• The learned value is cleared when the battery cable is disconnected.

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

  [A/F Learn Value Idle], [A/F Learn Value Low], [A/F Learn Value Mid1], [A/F Learn Value Mid2] and [A/F Learn Value High] indicate the leaned values for the different operating ranges. The learned value that is the same as "Long FT" indicates the current engine operating range.

A/F Learn Value Idle #1

A/F Learn Value Idle #2

Air fuel ratio learn value of idle area for bank 1 (bank 2)/

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).

A/F Learn Value Low #1

A/F Learn Value Low #2

Air fuel ratio learn value of low load area for bank 1 (bank 2)/

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).

A/F Learn Value Mid1 #1

A/F Learn Value Mid1 #2

Air fuel ratio learn value of middle1 load area for bank 1 (bank 2)/

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).

A/F Learn Value Mid2 #1

A/F Learn Value Mid2 #2

Air fuel ratio learn value of middle2 load area for bank 1 (bank 2)/

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).

A/F Learn Value High #1

A/F Learn Value High #2

Air fuel ratio learn value of high load area for bank 1 (bank 2)/

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).

Swirl control valve duty ratio/

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

Electric fan motor operation status/

ON or OFF

Brake override system status/

ON or OFF

Total FT #1

Total FT #2

Total fuel trim for bank 1 (bank 2)/

Min.: -0.5, Max.: 0.496

Diagnostic Note:

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

Total FT #2 = Short FT #2 + Long FT #2

Fuel System Status #1

Fuel System Status #2

Fuel system status for bank 1 (bank 2)/

OL, CL, OL Drive, OL Fault or CL Fault

Diagnostic Note:

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

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

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

• OL Fault: Open loop due to a detected system fault.

• CL Fault: Closed loop but the heated oxygen 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.

O2S Impedance B1S2

O2S Impedance B2S2

Heated oxygen sensor impedance for bank 1 sensor 2 (bank 2 sensor 2)/

Min.: 0 ohm, Max.: 21247.67 ohm

Results of real-vehicle check:

Idling (warm up the engine): 178.96 ohm

Diagnostic Note:

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

Ignition timing advance for No. 1 cylinder/

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

Results of real-vehicle check:

• Idling (warm up the engine): 9.5 deg.

• Running without load (3000 rpm): 41.0 deg.

Feedback value of knocking/

Min.: -1024° CA, Max.: 1023.9° CA

Results of real-vehicle check:

• Idling (warm up the engine): -3.0° CA

• Running without load (3000 rpm): -3.0° 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°CA = 10° + 14° - 3°

*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 more 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.

Correction learning value of knocking/

Min.: -1024° CA, Max.: 1023.9° CA

Results of real-vehicle check:

• Idling (warm up the engine): 12.1° CA

• Running without load (3000 rpm): 12.1° 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

Idle Spark Advn Ctrl #5

Idle Spark Advn Ctrl #6

Individual cylinder timing advance compensation amount (No. 1 to No. 6)/

Min.: 0° CA, Max.: 15.93° 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.

VSV status for ACIS (Acoustic Control Induction System) control/

ON or OFF

Diagnostic Note:

This is the ECM control command.

Swirl control valve position sensor voltage/

Min.: 0 V, Max.: 4.999 V

Intake air control position/

Min.: -250 deg, Max.: 249 deg

VVT Control Status #1

VVT Control Status #2

Variable valve timing (VVT) control status for bank 1 (bank 2)/

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 Aim Angle #1

VVT Aim Angle #2

VVT hold duty learned value for bank 1 (bank 2)/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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

Refer to "VVT OCV Duty #1, #2".

VVT Change Angle #1

VVT Change Angle #2

VVT displacement angle for bank 1 (bank 2)/

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 camshaft position sensor signal is being output.

Refer to "VVT OCV Duty #1, #2".

VVT OCV Duty #1

VVT OCV Duty #2

VVT camshaft timing oil control valve operation duty for bank 1 (bank 2)/

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%, VVT Change Angle #1 = 0 DegFR

↓

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

↓

VVT OCV Duty #1 = 37%, VVT Change Angle #1 = 0 DegFR

↓

VVT OCV Duty #1 = 77%, VVT Change Angle #1 = 43.1 DegFR

↓

VVT OCV Duty #1 = 82%, VVT Change Angle #1 = 42.9 DegFR

↓

VVT OCV Duty #1 = 100%, VVT Change Angle #1 = 42.9 DegFR

↓

VVT OCV Duty #1 = 34.1%, VVT Change Angle #1 = 0 DegFR

After the above test, VVT Aim Angle #1 = 37%.

VVT Ex Hold Lrn Val #1

VVT Ex Hold Lrn Val #2

VVT exhaust hold duty ratio learned value for bank 1 (bank 2)/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

This value represents the duty ratio necessary to operate the camshaft timing oil control valve in order to block the camshaft timing oil control valve 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, #2".

VVT Ex Chg Angle #1

VVT Ex Chg Angle #2

VVT exhaust displacement angle for bank 1 (bank 2)/

Min.: 0 DegFR, Max.: 639.9 DegFR

Diagnostic Note:

This is the displacement angle during forced operation.

Refer to "VVT Ex OCV Duty #1, #2".

VVT Ex OCV Duty #1

VVT Ex OCV Duty #2

VVT exhaust camshaft timing oil control valve duty for bank 1 (bank 2)/

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 Exhaust Linear (bank 1) Active Test:

VVT Ex OCV Duty #1 = 0%, VVT Ex Chg Angle #1 = 0 DegFR

↓

VVT Ex OCV Duty #1 = 38.9%, VVT Ex Chg Angle #1 = 0 DegFR

↓

VVT Ex OCV Duty #1 = 67.4%, VVT Ex Chg Angle #1 = 36.6 DegFR

↓

VVT Ex OCV Duty #1 = 92.4%, VVT Ex Chg Angle #1 = 34.9 DegFR

↓

VVT Ex OCV Duty #1 = 27.4%, VVT Ex Chg Angle #1 = 0 DegFR

After the above test, VVT Ex Hold Lrn Val #1 = 32.4%.

Actual VVT Angle #1

Actual VVT Angle #2

VVT displacement angle for bank 1 (bank 2)/

Min.: 0 DegFR, Max.: 639.99 DegFR

Diagnostic Note:

• This is the VVT displacement angle for intake camshaft.

• This is only available in Freeze Frame Data.

Actual VVT Angle #1

Actual VVT Angle #2

Diagnostic Note:

• This is the VVT displacement angle for exhaust camshaft.

• This is only available in Freeze Frame Data.

Catalyst Temp B1S1

Catalyst Temp B2S1

Catalyst temperature for bank 1 sensor 1 (bank 2 sensor 1)/

Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°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, P0430), etc., and should therefore be used as a reference when recreating malfunction conditions.

Catalyst Temp B1S2

Catalyst Temp B2S2

Catalyst temperature for bank 1 sensor 2 (bank 2 sensor 2)/

Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)

Diagnostic Note:

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

Starter signal/

Open or Close

Open: Starter signal on

Close: Starter signal off

Power steering switch signal/

ON or OFF

PNP switch status/

ON or OFF

Stop light switch/

ON or OFF

ON: Brake pedal depressed

OFF: Brake pedal released

A/C switch status/

ON or OFF

Idle up signal/

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 secondary air injection system/

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 heated oxygen sensor (bank 2)/

Compl or Incmpl

Check mode result for air fuel ratio sensor (bank 2)/

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

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

*:

Avail: The monitor is available on the vehicle.

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

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

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, Max.: 65535 km

Diagnostic Note:

This is the distance driven after a DTC is stored.

Running time from MIL ON/

Min.: 0 minutes, Max.: 65535 minutes

Time after DTCs cleared/

Min.: 0 minutes, Max.: 65535 minutes

Diagnostic Note:

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.

Distance driven after DTCs cleared/

Min.: 0 km, Max.: 65535 km

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 (104°F) or more 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, Max.: 65535 km

Time after ignition/

Min.: 0 min, Max.: 655350 min

• OBD II (California ARB)

• EOBD (Euro OBD)

Diagnostic Note:

This is the number of emissions-related DTCs.

TC and CG (TE1) terminals of DLC3/

ON or OFF

TTotal distance traveled/

Min.: 0 km (0 mile), Max.: 16777215 km (10425361 mile)

Ignition counter/

Min.: 0, Max.: 65535

Diagnostic Note:

This is the cumulative number of ignitions.

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

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

The misfire rate for each cylinder = Cylinder 1 to 8 Misfire Count / Ignition Trig. Count

Cylinder #1 Misfire Count

Cylinder #2 Misfire Count

Cylinder #3 Misfire Count

Cylinder #4 Misfire Count

Cylinder #5 Misfire Count

Cylinder #6 Misfire Count

Misfire count of cylinders 1 to 6/

Min.: 0, Max.: 255

Diagnostic Note:

This is the misfire count for each individual cylinder.

This counter is incremented 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 incremented 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 the 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 the 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 not determined to be misfiring, Misfire Margin = 52%.

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

Fuel cut to prevent catalyst from overheating during misfire/

Not Avl or Avail

Diagnostic Note:

For vehicles which support this function, Catalyst OT MF F/C is displayed as "Avail".

• When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder. For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder.

History of fuel cut to prevent catalyst from overheating during misfire/

ON or OFF

Diagnostic Note:

This can be used to tell whether there was a large amount of misfires concentrated in a certain cylinder.

Cat OT MF F/C Cylinder #1

Cat OT MF F/C Cylinder #2

Cat OT MF F/C Cylinder #3

Cat OT MF F/C Cylinder #4

Cat OT MF F/C Cylinder #5

Cat OT MF F/C Cylinder #6

History of fuel cut to prevent catalyst from overheating during misfire/

ON or OFF

Engine speed when starter off/

Min.: 0 rpm, Max.: 51199 rpm

Results of real-vehicle check:

Idling (warm up the engine): 869 rpm

Diagnostic Note:

This is the engine speed immediately after starting the engine.

Number of times starter turned on after engine switch turned on (IG)/

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, Max.: 655.35 km

Diagnostic Note:

Before 5 seconds elapse after starting the engine, 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.

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, Max.: 215°C

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, Max.: 215°C

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, Max.: 215°C

Engine oil temperature during previous trip/

Min.: -40°C, Max.: 215°C

Ambient temperature for A/C/

Min.: -40°C, Max.: 215°C

Ambient temperature during previous trip/

Min.: -40°C, Max.: 215°C

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 flag 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 the immobiliser fuel cut/

ON or OFF

Electrical load signal/

ON or OFF

Electrical load signal/

ON or OFF

Electrical load signal/

ON or OFF

Electrical load signal/

ON or OFF

Key unlock signal

ON or OFF

Status of the cruise control cancel signal/

ON or OFF

Diagnostic Note/

Used for identifying the model code: GRL1#

Diagnostic Note:

Used for identifying the engine type: 4GR-FSE

Number of cylinders/

Min.: 0, Max.: 255

Diagnostic Note:

Used for identifying the number of cylinders: 6

Diagnostic Note:

Used for identifying the transmission type: ECT 6th

Diagnostic Note:

Used for identifying the destination: A, W

Model year/

Min.: 1900, Max.: 2155

Diagnostic Note:

Used for identifying the model year: 20##

Diagnostic Note:

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

Engine Speed of Cyl #1

Engine Speed of Cyl #2

Engine Speed of Cyl #3

Engine Speed of Cyl #4

Engine Speed of Cyl #5

Engine Speed of Cyl #6

Engine speed for cylinder No. 1 to No. 6/

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: 185 rpm

• Engine Speed of Cyl#2: 186 rpm

• Engine Speed of Cyl#3: 185 rpm

• Engine Speed of Cyl#4: 186 rpm

• Engine Speed of Cyl#5: 186 rpm

• Engine Speed of Cyl#6: 185 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.

Automatic transmission input shaft speed/

Min.: 0 rpm, Max.: 12750 rpm

• Lock-up on (after warming up engine): Input turbine speed (NT) equal to engine speed

• Lock-up off (idling with shift lever in N): Input turbine speed (NT) nearly equal to engine speed

Diagnostic Note:

Data is displayed in increments of 50 rpm.

Output shaft speed/

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

No. 1 ATF temperature sensor value/

Min.: -40°C, Max.: 215°C

• After stall test:

  Approximately 80°C (176°F)

• Equal to ambient temperature when engine cold

Diagnostic Note:

If the value is -40°C (-40°F) or 215°C (419°F), the No. 1 ATF temperature sensor circuit is open or shorted.

Lock-up/

ON or OFF

• Lock-up operating: ON

• Lock-up not operating: OFF

ECM gear shift command/

1st, 2nd, 3rd, 4th, 5th or 6th