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

650 to 800 rpm:

Idling

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%

15 to 40%:

Idling

Diagnostic Note:

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

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

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

Vehicle load/

Min.: 0%, Max.: 25700%

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

1.0 to 3.0 gm/sec: Idling

8 to 13 gm/sec: 3000 rpm (without load)

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)

Diagnostic Note:

• This value is calculated from the intake air amount.

• Standard atmospheric pressure: 101 kPa (757 mmHg)

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

intake manifold pressure/

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

80 to 110 kPa: Ignition switch ON

20 to 48 kPa: Idling (A/C off)

Diagnostic Note:

Intake manifold pressure is calculated by manifold absolute pressure sensor.

Engine oil temperature/

Min.: -40°C, Max.: 215°C

Diagnostic Note:

Engine oil temperature is calculated by engine oil temperature sensor.

Coolant temperature/

Min.: -40°C, Max.: 215°C

Diagnostic Note:

This is the engine coolant temperature.

Intake air temperature/

Min.: -40°C, Max.: 215°C

Diagnostic Note:

This is the intake air temperature.

Ambient temperature/

Min.: -40°C, Max.: 215°C

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, Max.: 119.3°C

Diagnostic Note:

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

Initial intake air temperature/

Min.: -40°C, Max.: 119.3°C

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

Diagnostic Note:

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

Accelerator pedal position/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

This is the accelerator pedal position defined using the learned fully released position (sensor output) of accelerator pedal position sensor as 0% and the fully depressed position as 100%.

Absolute Accelerator Pedal Position (APP) No. 1/

Min.: 0%, Max.: 100%

10 to 20%: Accelerator pedal released

50 to 70%: Accelerator pedal fully depressed

Diagnostic Note:

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

Absolute APP No. 2/

Min.: 0%, Max.: 100%

10 to 20%: Accelerator pedal released

50 to 70%: Accelerator pedal fully depressed

Diagnostic Note:

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

APP sensor No. 1 voltage/

Min.: 0 V, Max.: 4.980 V

0.5 to 0.8 V: Accelerator pedal released

2.4 to 3.5 V: Accelerator pedal fully depressed

Diagnostic Note:

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

APP sensor No. 2 voltage/

Min.: 0 V, Max.: 4.980 V

0.5 to 0.8 V: Accelerator pedal released

2.4 to 3.5 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

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

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

Diagnostic Note:

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

Absolute throttle position sensor/

Min.: 0%, Max.: 100%

• 10 to 22%: Throttle fully closed

• 80 to 90%: Throttle fully open

Diagnostic Note:

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

Throttle sensor position #2/

Min.: 0%, Max.: 100%

• 35 to 45%: Throttle fully closed

• 80 to 90%: Throttle fully open

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 released

Diagnostic Note:

This is the stop light switch signal.

Whether or not throttle position sensor detecting idle/

ON or 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.: 4.980 V

Diagnostic Note:

This is a value calculated by the ECM showing the voltage for the target throttle valve position.

Throttle sensor position/

Min.: 0%, Max.: 100%

• 3 to 5%: Throttle fully closed

• 65 to 75%: Throttle fully open

Diagnostic Note:

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

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

Throttle position sensor No. 1 output voltage/

Min.: 0 V, Max.: 4.980 V

Diagnostic Note:

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

Throttle position sensor No. 2 output voltage/

Min.: 0 V, Max.: 4.980 V

Diagnostic Note:

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

Throttle position command value/

Min.: 0 V, Max.: 4.980 V

Diagnostic Note:

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

Throttle position sensor No. 1/

Min.: 0 V, Max.: 4.980 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.: 4.980 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 motor power supply relay/

ON or OFF

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%

Diagnostic Note:

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

Throttle actuator duty ratio (close)/

Min.: 0%, Max.: 255%

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.: 4.980 V

Diagnostic Note:

• The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve.

• 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.

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

Diagnostic Note:

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

Flow rate calculated using information from each sensor/

Min.: 0 g/s, Max.: 299.99 g/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

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.: -150 g/s, Max.: 149.99 g/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.: -150 g/s, Max.: 149.99 g/s

Diagnostic Note:

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

Compensation flow rate according to electrical load/

Min.: -150 g/s, Max.: 149.99 g/s

Diagnostic Note:

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

Compensation flow rate according to air conditioner load/

Min.: -150 g/s, Max.: 149.99 g/s

Diagnostic Note:

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

Flow loss due to deposits/

Min.: -150 g/s, Max.: 149.99 g/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 battery negative terminal or removing the EFI(+B) fuse , 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 ignition switch off and wait for 30 seconds.

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

Fuel pressure/

Min.: 0 kPa (0 kgf/cm², 0 psi), Max.: 655350 kPa (6683 kgf/cm², 95050 psi)

3000 to 5000 kPa (30.6 to 51.0 kgf/cm², 435 to 725 psi): Idling at P, N or neutral after warming up (A/C off)

Diagnostic Note:

This item indicates the fuel pressure on the high-pressure side.

Fuel pump duty/

Min.: 0%, Max.: 399.9%

Fuel Level Sensor Impedance/

Min.: 0 Ohm, Max.: 511.5 Ohm

• 12 to 18 Ohm: Fuel receiver gauge is F position

• 404 to 416 Ohm: Fuel receiver gauge is empty position

Injection period of the No. 1 cylinder/

Min.: 0 μs, Max.: 65535 μs

1000 to 2000 μs

Idling after warming up

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

Diagnostic Note:

This is the fuel injection volume for 10 injections.

Target fuel pressure/

Min.: 0 MPa, Max.: 65.535 MPa

• 3 to 5 MPa (31 to 51 kgf/cm², 435 to 725 psi): Idling after warming up

• 7 to 9 MPa (72 to 91 kgf/cm², 1024 to 8924 psi): 2500 rpm (without load)

Diagnostic Note:

This item indicates the target fuel pressure for the high-pressure fuel pump.

Fuel volume required by the high pressure fuel pump/

Min.: 0 ml, Max.: 2.047 ml

Diagnostic Note:

This item indicates the high-pressure fuel pump discharge amount.

Injection mode/

Port / Direct / Either

Diagnostic Note:

This item indicates the injection mode.

Prohibition of changing the D-4S injection method/

OK or NG

Diagnostic Note:

This item indicates whether the Control the Injection Way Active Test is prohibited.

Injection timing/

Min.: -3277 deg(CA), Max.: 3276.7 deg(CA)

Diagnostic Note:

This item indicates the injection timing of the main injector.

Injection time/

Min.: 0 μs, Max.: 65535 μs

Diagnostic Note:

This item indicates the last injection time of the injector for the number 1 cylinder.

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 ignition switch is turned off Click here.

Purge VSV control duty/

Min.: 0%, Max.: 100%

Diagnostic Note:

• This is the command signal from the ECM.

• This is the purge valve 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 valve.

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

Purge flow/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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

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

Purge density learned value/

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

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%.

Vapor pressure/

Min.: 0 kPa (0 mmHg), Max.: 327.675 kPa (2458 mmHg)

Diagnostic Note:

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

Key-off EVAP system vent valve status/

ON or OFF

OFF: Vent

ON: Close

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 VSV duty/

Min.: 0%, Max.: 399.9%

Results of real-vehicle check:

• Idling (warm up the engine): 0.0%

• Running without load (3000 rpm): 33.3%

Target air fuel ratio/

Min.: 0, Max.: 1.99

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 are related.

Output air fuel ratio associated/

Min.: 0, Max.: 1.999

• 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

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.

Air fuel ratio sensor output voltage/

Min.: 0 V, Max.: 7.999 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 /

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

Min.: 0 Ohm, Max.: 6553.5 Ohm

Air fuel ratio sensor heater duty ratio/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

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

Heated oxygen sensor output voltage /

Min.: 0 V, Max.: 1.275 V

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.

Heated oxygen sensor heater/

Not Act or Active

Oxygen sensor heater duty ratio/

Min.: 0%, Max.: 400%

Diagnostic Note:

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

Short-term fuel trim /

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

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 /

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

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.

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 #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 leaned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range.

Fuel system status/

ON or OFF

Ignition timing advance for No. 1 cylinder/

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

Knocking feedback value/

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

Example: 21 deg(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 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.

Knocking correction learned value/

Min.: -1024 deg(CA), Max.: 1023.9 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.: -16 deg(CA), Max.: 15.875 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.

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.

VVT displacement angle for bank 1 (bank2)/

Min.: -320 DegFR, Max.: 320 DegFR

Diagnostic Note:

This is the VVT displacement angle during forced operation.

This is only available during the Active Test.

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

VVT camshaft timing oil control valve operation duty for bank 1 (bank2)/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

This is the requested duty value for forced operation.

This is only available during the Active Test.

VVT exhaust hold duty ratio learned value for bank 1 (bank2)/

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.

VVT exhaust displacement angle for bank 1 (bank2)/

Min.: 0 DegFR, Max.: 639.9 DegFR

Diagnostic Note:

This is the displacement angle during forced operation. This is only available during the Active Test.

VVT exhaust camshaft timing oil control valve duty for bank 1 (bank2)/

Min.: 0%, Max.: 399.9%

Diagnostic Note:

This is the requested duty value for forced operation.

This is only available during the Active Test.

Target VVT angle for bank 1 (bank2)/

Min.: -320 DegFR, Max.: 320 DegFR

Diagnostic Note:

This is only available during the Active Test.

Target VVT exhaust angle for bank 1 (bank2)/

Min.: 0 DegFR, Max.: 640 DegFR

Diagnostic Note:

This is only available during the Active Test.

VVT camshaft timing oil control valve output current for bank 1 (bank2)/

Min.: 0 A, Max.: 1.99 A

Diagnostic Note:

This is only available during the Active Test.

VVT exhaust camshaft timing oil control valve output current for bank 1 (bank2)/

Min.: 0 A, Max.: 1.99 A

Diagnostic Note:

This is only available during the Active Test.

Turbo type/

Not/Commo/Vacuum/CAN

Diagnostic Note:

This is the type of the turbo charger.

Catalyst temperature/

Min.: -40°C, Max.: 6513.5°C

Diagnostic Note:

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

Starter signal/

ON or OFF

ON: Starter operating

OFF: Starter not operating

Starter signal/

ON or OFF

ON: Starter operating

OFF: Starter not operating

Starter cut relay/

ON or OFF

ACC relay/

ON or OFF

ON: Ignition switch ON or cranking

OFF: Ignition switch off or after engine start

PNP switch status/

ON or OFF

Clutch switch status/

ON or OFF

ON: Clutch pedal depressed

OFF: Clutch pedal released

Stop light switch status/

ON or OFF

ON: Brake pedal depressed

OFF: Brake pedal released

A/C switch status/

ON or OFF

Air conditioning pressure sensor status/

ON or OFF

Closed throttle position switch/

ON or OFF

ON: Throttle fully closed

OFF: Throttle open

Rear defogger switch/

ON or OFF

Blower fan switch/

ON or OFF

Head light switch/

ON or OFF

Front wiper switch/

ON or OFF

Ignition switch/

ON or OFF

Fuel cut condition/

ON or OFF

Check mode/

ON or OFF

N position monitor/

Compl or Incmpl

Check mode result for heated oxygen sensor /

Compl or Incmpl

Check mode result for air fuel ratio sensor/

Compl or Incmpl

Check mode result for starter switch/

Compl or Incmpl

Comprehensive component monitor/

Not Avl or Avail

Fuel system monitor/

Not Avl or Avail

Check mode result for 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.

Monitor result (mode 06): The last judgment result is output. This is not cleared when the ignition switch is turned off, but is cleared when DTCs are cleared.

Comprehensive component monitor/

Unable or Enable

Comprehensive component monitor/

Compl or Incmpl

Fuel system monitor/

Unable or Enable

Fuel system monitor/

Compl or Incmpl

Misfire monitor/

Unable or Enable

Misfire monitor/

Compl or Incmpl

EGR monitor/

Unable or Enable

EGR monitor/

Compl or Incmpl

O2S (A/FS) heater monitor/

Unable or Enable

O2S (A/FS) heater monitor/

Compl or Incmpl

O2S (A/FS) monitor/

Unable or Enable

O2S (A/FS) monitor/

Compl or Incmpl

A/C monitor/

Unable or Enable

A/C monitor/

Compl or Incmpl

2nd air monitor/

Unable or Enable

2nd air monitor/

Compl or Incmpl

EVAP monitor/

Unable or Enable

EVAP monitor/

Compl or Incmpl

Heated catalyst monitor/

Unable or Enable

Heated catalyst monitor/

Compl or Incmpl

Catalyst monitor/

Unable or Enable

Catalyst monitor/

Compl or Incmpl

*2:

Enable: The monitor is available on the vehicle.

Unable: The monitor is not available on the vehicle.

Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed during the current trip. The item changes back to Incmpl when the ignition switch is turned off.

Monitor result (mode 06): The last judgment result is output. This is not cleared when the ignition switch is turned off, but is cleared when DTCs are cleared. Therefore, only when DTCs are cleared at the beginning of a trip do the system monitor (Monitor Information 2) and monitor result (mode 06) match.

TC terminal status/

ON or OFF

Number of codes/

Min.: 0, Max.: 255

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 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. Time elapsed after the ignition 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.

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 switch off/

Min.: 0 min, Max.: 655350 min

Diagnostic Note:

This is the number of emissions-related DTCs.

TC and CG (TE1) terminals of DLC3/

ON or OFF

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 incremented by one for each misfire and is cleared every 200 revolutions.

Check this item to help determine the malfunctioning cylinder.

Engine speed when starter off/

Min.: 0 rpm, Max.: 51199 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, Max.: 655.35 km

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/

Min.: 0 ms, Max.: 655350 ms

Diagnostic Note:

This is the time elapsed after the starter turns on until the engine speed reaches 500 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.

Time elapsed before engine starts/

Time elapsed after fuel cut/

Min.: 0 sec, Max.: 67107 sec

History of engine oil temperature during engine start/

Min.: -40°C, Max.: 215°C

Air fuel ratio learn value of idle area/

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 idle area/

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/

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/

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 high load area/

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).

Air fuel ratio learn value of low load area/

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/

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 high load area/

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).

A/C magnetic clutch relay/

ON or OFF

Electric fan motors operation status/

ON or OFF

Electric cooling fan relay No. 1/

ON or OFF

Electric cooling fan relay No. 2/

ON or OFF

Brake override system operation/

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 history/

ON or OFF

Fuel dilution estimate/

Min.: 0 ml, Max.: 1279.9 ml

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 engine cranking.

When there is compression loss, the engine speed for that cylinder increases.

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.

MIL status/

ON or OFF

Received Shift Position Signal from ECT/

1st, 2nd, 3rd, 4th, 5th, 6th, 7th or 8th

Input turbine speed (speed sensor NT)/

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 at P or N position): Input turbine speed (NT) nearly equal to engine speed

ECT lock up status/

ON or OFF

Park/neutral position switch status/

ON or OFF

ON: Shift lever in P

OFF: Shift lever not in P

Park/neutral position switch status/

ON or OFF

ON: Shift lever in R

OFF: Shift lever not in R

Park/neutral position switch status/

ON or OFF

ON: Shift lever in N

OFF: Shift lever not in N

Sport mode select switch status/

ON or OFF

ON: Shift lever in M, "+" or "-"

OFF: Shift lever not in M, "+" or "-"

Park/neutral position switch status/

ON or OFF

ON: Shift lever in D

OFF: Shift lever not in D

Status of the spark timing retard request from ECT/

ON or OFF

Status of the fuel cut request from ECT/

ON or OFF

Status of the torque down prohibit request to ECT/

ON or OFF

Status of the torque down request from VSC/

ON or OFF

Status of the torque up request from VSC/

ON or OFF

Status of the torque down prohibit request to VSC/

ON or OFF

Status of the torque up prohibit request to VSC/

ON or OFF