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

DATA LIST

Tip:

Using the GTS to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time.

Note:

In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not.
The values listed under "Normal Condition" are those of an inspection performed in NORMAL mode. The actual values may differ if inspected in ECO or SPORT mode.

Tip:

Normal Condition: If no conditions are specifically stated for "idling", the shift lever should be in P or N, the A/C switch should be off and all accessory switches should be off.

Connect the GTS to the DLC3.
Turn the power switch on (IG).
Turn the GTS on.

Put the engine in inspection mode (maintenance mode).

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Powertrain > Hybrid Control > Utility


Tester Display
Inspection Mode

Start the engine.
Warm up the engine.
Turn the A/C switch off.
Turn the power switch off.
Turn the power switch on (IG).
Turn the GTS on.
Enter the following menus: Powertrain / Engine and ECT / Data List.
Tip:
- To display the list box, press the pull down menu button next to Primary. Then select a measurement group.
- When you select a measurement group, the ECU data belonging to that group is displayed.
- Measurement Group List / Description
- - All Data / All data
  - Primary / -
  - Engine Control / Engine control system related data
  - Ptrl General / -
  - Ptrl AF Control / Air fuel ratio control system related data
  - Ptrl AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data
  - Ptrl Throttle / Gasoline throttle system related data
  - Ptrl Intake Control / Intake control system related data
  - Ptrl Valve Control / Valve control system related data
  - Ptrl Misfire / "Misfire" related data
  - Ptrl Starting / "Difficult to start" related data
  - Ptrl Rough Idle / "Rough idle" related data
  - Ptrl Evaporative / Evaporative system related data
  - Ptrl CAT Converter / Catalyst converter related data
  - Check Mode / Check mode related data
  - Monitor Status / Monitor status related data
  - Ignition / Ignition system related data
  - Charging Control / Charging control system related data
  - Compression / Data used during "Check the Cylinder Compression" Active Test
  - AT / Automatic transaxle system related data
  - Vehicle Information / Vehicle information
According to the display on the GTS, read the Data List.

Tip:
The title used for each group of Data List items in this repair manual does not appear on the GTS. However, the name in parentheses after the title, which is a Measurement Group, does appear on the GTS. When the name shown in parentheses is selected on the GTS, all the Data List items listed for that group will be displayed.

Various Vehicle Conditions 1 (All Data)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Vehicle Speed	Vehicle speed	Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)	Actual vehicle speed	This is the current vehicle speed.
Engine Speed	Engine speed	Min.: 0 rpm, Max.: 16383 rpm	950 to 1050 rpm: Idling with warmed up engine (inspection mode (maintenance mode)), shift lever in P	When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.
Calculate Load	Load calculated by ECM	Min.: 0%, Max.: 100%	8 to 20%: Idling with warmed up engine (inspection mode (maintenance mode)) 8 to 20%: 2500 rpm (inspection mode (maintenance mode))	This is the engine load calculated based on the estimated intake manifold pressure. Calculate Load = Actual intake manifold pressure / maximum intake manifold pressure x 100 (%) (For example, when the actual intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.)
Vehicle Load	Vehicle load	Min.: 0%, Max.: 25700%	-	This is the engine intake air charging efficiency. Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow x 100% Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.) Tip: Due to individual engine differences, intake air temperature, etc., the value may exceed 100%. Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm) (Intake airflow (gm/sec) is MAF)
MAF	Airflow rate from mass air flow meter sub-assembly	Min.: 0 gm/sec, Max.: 655.35 gm/sec	1.5 to 3.5 gm/sec: Idling (inspection mode (maintenance mode)) 5.0 to 9.0 gm/sec: 2500 rpm (inspection mode (maintenance mode))	This is the intake air amount from the mass air flow meter sub-assembly.
Atmosphere Pressure	Atmospheric pressure	Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1912 mmHg)	Equivalent to atmospheric pressure (absolute pressure)	Standard atmospheric pressure: 101 kPa(abs) [758 mmHg(abs)] For every 100 m (328 ft.) increase in altitude, pressure drops by 1 kPa (7.5 mmHg). This varies by weather.
MAP	Intake manifold pressure	Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg)	80 to 110 kPa(abs) [600 to 825 mmHg(abs)]: Power switch on (IG) 20 to 40 kPa(abs) [150 to 300 mmHg(abs)]: Idling with warmed up engine (inspection mode (maintenance mode))	This is the intake manifold pressure. This item is the pressure detected by the manifold absolute pressure sensor and is used for air fuel ratio control and EGR valve control. Tip: When the power switch is on (IG), the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa(abs) [758 mmHg(abs)]).
Coolant Temp	Coolant temperature	Min.: -40°C (-40°F), Max.: 140°C (284°F)	75 to 100°C (167 to 212°F): After warming up	This is the engine coolant temperature. Tip: After warming up the engine, the engine coolant temperature is 75 to 100°C (167 to 212°F). 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 higher than 135°C (275°F), the sensor circuit is open or shorted. Check if the engine overheats when the value indicates higher than 135°C (275°F).
Intake Air	Intake air temperature	Min.: -40°C (-40°F), Max.: 140°C (284°F)	Equivalent to temperature at location of mass air flow meter sub-assembly	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 higher than 128°C (262°F), the sensor circuit is open or shorted.
Engine Run Time	Engine run time	Min.: 0 s, Max.: 65535 s	Time after engine start	This is the time elapsed after the engine is first started with the power switch on (READY). With the power switch on (READY), time measurement will not stop even after the engine stops.
Initial Engine Coolant Temp	Initial engine coolant temperature	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	-
Initial Intake Air Temp	Initial intake air temperature	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	-
Battery Voltage	Auxiliary battery voltage	Min.: 0 V, Max.: 65.535 V	11 to 16 V: Power switch on (IG)	If 11 V or less, characteristics of some electrical components may change.

Throttle Control (Ptrl Throttle)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Throttle Sensor Volt %	Absolute throttle position sensor No. 1	Min.: 0%, Max.: 100%	10 to 22%: Accelerator pedal fully released	The No. 1 throttle position sensor output is converted using 5 V = 100%. Tip: If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.
Throttl Sensor #2 Volt %	Absolute throttle position sensor No. 2	Min.: 0%, Max.: 100%	42 to 62%: Accelerator pedal fully released	The No. 2 throttle position sensor output is converted using 5 V = 100%.
System Guard	System guard	ON or OFF	ON	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.
Throttle Idle Position	Whether or not throttle position sensor detecting idle	ON or OFF	ON: Idling (inspection mode (maintenance mode)), shift lever in P	"OFF" is displayed during charge control. ON is displayed even if the throttle valve is opened when the shift lever is in P.
Throttle Require Position	Required throttle position	Min.: 0 V, Max.: 4.98 V	0.5 to 1.1 V: Idling with warmed up engine (inspection mode (maintenance mode))	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	Throttle sensor position	Min.: 0%, Max.: 100%	-	This is the throttle valve opening amount used for engine control. (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idle speed during idling.) This value has no meaning when the power switch is on (IG) and the engine is stopped.
Throttle Position No.1	Throttle position sensor No. 1 output voltage	Min.: 0 V, Max.: 4.98 V	0.5 to 1.1 V: Accelerator pedal fully released 0.6 to 1.4 V: Fail-safe operating	This is the No. 1 throttle position sensor output voltage.
Throttle Position No.2	Throttle position sensor No. 2 output voltage	Min.: 0 V, Max.: 4.98 V	2.1 to 3.1 V: Accelerator pedal fully released 2.1 to 3.1 V: Fail-safe operating	This is the No. 2 throttle position sensor output voltage.
Throttle Position Command	Throttle position command value	Min.: 0 V, Max.: 4.98 V	-	Throttle Position Command is the same value as Throttle Require Position.
Throttle Sens Open Pos #1	Throttle position sensor No. 1	Min.: 0 V, Max.: 4.98 V	0.6 to 1.4 V	This is the No. 1 throttle position sensor 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 power switch on (IG).
Throttle Sens Open Pos #2	Throttle position sensor No. 2	Min.: 0 V, Max.: 4.98 V	1.7 to 2.5 V	This is the No. 2 throttle position sensor 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 power switch on (IG).
Throttle Motor Current	Throttle actuator current	Min.: 0 A, Max.: 19.9 A	0 to 3.0 A: Idling with warmed up engine (inspection mode (maintenance mode))	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 Motor DUTY	Throttle actuator	Min.: 0%, Max.: 100%	10 to 22%: Idling with warmed up engine (inspection mode (maintenance mode))	This is the output duty ratio of the throttle actuator drive circuit.
Throttle Motor Duty (Open)	Throttle actuator duty ratio (open)	Min.: 0%, Max.: 255%	0 to 40%: Idling with warmed up engine (inspection mode (maintenance mode))	This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal.
Throttle Motor Duty (Close)	Throttle actuator duty ratio (close)	Min.: 0%, Max.: 255%	0 to 40%: Idling with warmed up engine (inspection mode (maintenance mode))	This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. Tip: During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve.
Throttle Fully Close Learn	Throttle valve fully closed position (learned value)	Min.: 0 V, Max.: 4.98 V	0.4 to 1.0 V: Accelerator pedal fully released	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 power switch is on (IG), the accelerator pedal is released and the throttle actuator is off). Learning is performed immediately after the power switch is turned on (IG).
+BM Voltage	+BM voltage	Min.: 0 V, Max.: 79.998 V	11 to 16 V: Power switch on (IG) and system normal	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 power switch is turned off).
Actuator Power Supply	Actuator power supply	ON or OFF	ON: Idling	If +BM power is lost, this item changes to OFF.
Throttle Position	Throttle valve opening angle	Min.: 0 deg, Max.: 499.99 deg	-	This value has no meaning when the power switch is on (IG) and the engine is stopped.

Idle Speed Control (Ptrl Rough Idle)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
ISC Flow	Flow rate calculated using information from mass air flow meter sub-assembly	Min.: 0 L/s, Max.: 79.99 L/s	-	This is the total ISC airflow amount (the amount of intake air necessary to maintain idling). Tip: ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount
ISC Position	Requested throttle opening amount calculated using ISC control	Min.: 0 deg, Max.: 499.99 deg	-	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 Value	ISC feedback amount	Min.: -40 L/s, Max.: 39.99 L/s	-	This is the feedback amount necessary to adjust the airflow amount to maintain the target idling speed. Tip: When the idling speed differs from the target, the feedback amount is adjusted. If the feedback amount becomes more than a certain value, this will be reflected in the ISC learned airflow value.
ISC Learning Value	ISC learned airflow value	Min.: -40 L/s, Max.: 39.99 L/s	0.9 to 7.0 L/s: Idling with warmed up engine (inspection mode (maintenance mode))	This is the learned value of the airflow amount necessary for engine idling. Tip: If ISC Feedback Value becomes more than a certain value, this will be reflected in ISC Learning Value. ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount
Electric Load Feedback Val	Compensation flow rate according to electrical load	Min.: -40 L/s, Max.: 39.99 L/s	-	This is the ISC compensation amount determined according to the electrical load.
Air Conditioner FB Val	Compensation flow rate according to air conditioner load	Min.: -40 L/s, Max.: 39.99 L/s	-	This is the ISC compensation amount determined according to the air conditioner load.
Low Revolution Control	Low engine speed control operation state	ON or OFF	-	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. Tip: 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 starting problems or rough idle is present.
Deposit Loss Flow	Flow loss due to deposits	Min.: -40 L/s, Max.: 39.99 L/s	-	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 difficult to start, or idles roughly.

Fuel System (Ptrl General)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Fuel Pump Duty	Fuel pump duty	Min.: 0%, Max.: 399.9%	Idling (engine warmed up): 67.3% Running without load (2500 rpm): 67.3%	This item indicates the duty ratio of the fuel pump.
Injector (Port)	Injection period of the No. 1 cylinder	Min.: 0 μs, Max.: 65535 μs	900 to 3000 μs: Idling with warmed up engine (inspection mode (maintenance mode))	This is the injection period of the No. 1 cylinder (the command value from the ECM).
Injection Volum (Cylinder1)	Injection volume (cylinder 1)	Min.: 0 ml, Max.: 2.047 ml	0 to 0.5 ml: Idling with warmed up engine (inspection mode (maintenance mode))	This is the fuel injection volume for 10 injections.

EVAP System 1 (All Data)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Vacuum Pump	Key-off EVAP system leak detection pump status	ON or OFF	ON: Leak detection pump on	This item changes to ON during the key-off EVAP monitor which is performed approximately 5 hours after the power switch is turned off*.

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Fuel System 2 (All Data)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Current Fuel Type	Current fuel type	-	Gasoline/petrol	-

EVAP System 2 (Ptrl Evaporative)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
EVAP (Purge) VSV	Purge VSV control duty	Min.: 0%, Max.: 100%	-	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%.
Evap Purge Flow	Purge flow	Min.: 0%, Max.: 399.9%	-	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 Learn Value	Purge density learned value	Min.: -200, Max.: 199.993	-	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%. Tip: Usually, the value is approximately +/-1%. 1%: The concentration of HC in the purge gas is relatively low. 0%: The concentration of HC in the purge gas is approximately equal to the stoichiometric air fuel ratio. Large negative values indicate that the concentration of HC in the purge gas is relatively high.
Vapor Pressure Pump	Vapor pressure	Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10813.27 mmHg)	Approximately 100 kPa(abs) [750 mmHg(abs)]: Power switch on (IG)	This is the EVAP system pressure monitored by the canister pressure sensor. Tip: Except for when the monitor is running, this value should be approximately the same as atmospheric pressure. As Vapor Pressure Pump is almost the same as atmospheric pressure when the engine is stopped, this item can be used to help determine if the canister pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value.
Vapor Pressure (Calculated)	Calculated EVAP system pressure	Min.: -720.896 kPa (-5406.720 mmHg), Max.: 720.874 kPa (5406.555 mmHg)	Approximately 100 kPa(abs) [750 mmHg(abs)]: Power switch on (IG)	-
EVAP System Vent Valve	Key-off EVAP system vent valve status	ON or OFF	OFF: Vent ON: Closed	-
EVAP Purge VSV	VSV status for EVAP control	ON or OFF	-	This parameter displays ON when EVAP (Purge) VSV is approximately 30% or higher, and displays OFF when the VSV duty ratio is less than 30%.
Purge Cut VSV Duty	Purge VSV duty	Min.: 0%, Max.: 399.9%	-	-

Air Fuel Ratio Control 1 (All Data)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target Air-Fuel Ratio	Target air fuel ratio	Min.: 0, Max.: 1.99	0.8 to 1.2: Idling with warmed up engine (inspection mode (maintenance mode))	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.

Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
AF Lambda B1S1	Output air fuel ratio associated with bank 1 sensor 1	Min.: 0, Max.: 1.99	Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air fuel ratio Value more than 1 (1.001 to 1.999) = Lean	This is the actual air fuel ratio calculated based on the air fuel ratio sensor output.
AFS Voltage B1S1	Air fuel ratio sensor output voltage for bank 1 sensor 1	Min.: 0 V, Max.: 7.99 V	2.6 to 3.8 V: Idling with warmed up engine (inspection mode (maintenance mode))	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.
AFS Current B1S1	Air fuel ratio sensor output current for bank 1 sensor 1	Min.: -128 mA, Max.: 127.99 mA	-0.5 to 0.5 mA: Idling with warmed up engine (inspection mode (maintenance mode))	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.
A/F Heater Duty B1S1	Air fuel ratio sensor heater duty ratio for bank 1	Min.: 0%, Max.: 399.9%	0 to 100%	When the value is any value except 0%, current is being supplied to the heater.
O2S B1S2	Heated oxygen sensor output voltage for bank 1 sensor 2	Min.: 0 V, Max.: 1.275 V	0 to 0.9 V: Driving at 70 km/h (43 mph) (Engine running)	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.
O2S Impedance B1S2	Heated oxygen sensor impedance for bank 1 sensor 2	Min.: 0 ohm, Max.: 21247.67 ohm	5 to 15000 ohm	After driving approx. 10 min. in an urban area: 5 to 15000 ohm Tip: When the value is outside the range of 5 to 15000 ohm, there is a problem in the heated oxygen sensor or sensor circuit.
O2 Heater B1S2	Heated oxygen sensor heater for bank 1 sensor 2	Active or Not Act	-	-
O2 Heater Curr Val B1S2	Heated oxygen sensor current for bank 1 sensor 2	Min.: 0 A, Max.: 4.999 A	-	When the value is any value except 0 A, current is being supplied to the heater.
Short FT #1	Short-term fuel trim for bank 1	Min.: -100%, Max.: 99.2%	-20 to 20%	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 FT #1	Long-term fuel trim for bank 1	Min.: -100%, Max.: 99.2%	-20 to 20%	The ECM will learn the Long FT #1 values based on Short FT #1. The goal is to keep Short FT #1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio. This value is used to determine whether the system related to air fuel ratio control is malfunctioning. The condition of the system is determined based on the sum of Short FT #1 and Long FT #1 (excluding times when the system is in transition). 20% or higher: There may be a lean air fuel ratio. -20 to 20%: The air fuel ratio can be determined to be normal. -20% or less: There may be a rich air fuel ratio. Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT #1" indicates the learned value for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range.
Total FT #1	Total fuel trim for bank 1	Min.: -0.5, Max.: 0.496	-0.28 to 0.2: Idling with warmed up engine (inspection mode (maintenance mode))	Total FT #1 = Short FT #1 + Long FT #1
Fuel System Status #1	Fuel system status for bank 1	OL, CL, OLDrive, OLFault, CLFault or Unused	CL: Idling with warmed up engine (inspection mode (maintenance mode))	OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Uses feedback to perform fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. Tip: 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.
Fuel System Status #2	Fuel system status for bank 2	OL, CL, OLDrive, OLFault, CLFault or Unused	CL: Idling with warmed up engine (inspection mode (maintenance mode))	OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Uses feedback to perform fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning.
A/F Learn Value Idle #1	Air fuel ratio learn value of idle area (bank 1)	Min.: -50%, Max.: 49.6%	-20 to 20%	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	Air fuel ratio learn value of low load area (bank 1)	Min.: -50%, Max.: 49.6%	-20 to 20%	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	Air fuel ratio learn value of middle1 load area (bank 1)	Min.: -50%, Max.: 49.6%	-20 to 20%	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	Air fuel ratio learn value of middle2 load area (bank 1)	Min.: -50%, Max.: 49.6%	-20 to 20%	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	Air fuel ratio learn value of high load area (bank 1)	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

Ignition System (Ignition)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
IGN Advance	Ignition timing advance for No. 1 cylinder	Min.: -64 deg, Max.: 63.5 deg	5 to 20 deg: Idling with warmed up engine (inspection mode (maintenance mode))	-
Knock Feedback Value	Knocking feedback value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-20 to 0 deg(CA): Driving at 70 km/h (43 mph) (Engine running)	This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value1 + Knock Correct Learn Value2 + Knock Feedback Value3 + each compensation amount Example: 21 deg(CA) = 10 deg(CA) + 14 deg(CA) - 3 deg(CA) 1: The most retarded timing value is a constant determined by the engine speed and engine load. 2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3 deg(CA) as possible. When Knock Feedback Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased. When Knock Feedback Value is higher than -2 deg(CA), Knock Correct Learn Value is slowly increased. 3: The base value is -3 deg(CA) and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased. -1 deg(CA): There is no knocking and ignition timing is advanced. -6 deg(CA): Knocking is present and the ignition timing is being retarded. Tip: If Knock Feedback Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3 deg(CA)), it can be determined that knocking is not being detected. Possible Causes: There is a problem with the knock control sensor sensitivity. The knock control sensor is improperly installed. There is a problem with a wire harness.
Knock Correct Learn Value	Knocking correction learned value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	0 to 22 deg(CA): Driving at 70 km/h (43 mph) (Engine running)	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. Tip: When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).
Idle Spark Advn Ctrl #1	Individual cylinder timing advance compensation amount (No. 1)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	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.
Idle Spark Advn Ctrl #2	Individual cylinder timing advance compensation amount (No. 2)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	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.
Idle Spark Advn Ctrl #3	Individual cylinder timing advance compensation amount (No. 3)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	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.
Idle Spark Advn Ctrl #4	Individual cylinder timing advance compensation amount (No. 4)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.

EGR System (All Data)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target EGR Position	EGR valve target opening	Min.: 0%, Max.: 100%	0%: Idling with warmed up engine (inspection mode (maintenance mode))	When the engine is cold or idling, at engine start, etc., the value is 0%. When the valve is fully closed, the value is 0%. When the valve is fully open, the value is 100%.
EGR Step Position	EGR step position	Min.: 0 step, Max.: 255 step	Change according to engine speed and load	This is the ECM control command. When the valve is fully closed, the value is 0 step. When the valve is fully open, the value is 110 step.

VVT Control (Ptrl Valve Control)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
VVT Control Status #1	Variable Valve Timing (VVT) control status for bank 1	ON or OFF	-	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 Advance Fail	VVT control failure status	ON or OFF	ON: VVT control failure OFF: Normal	ON: There is a VVT timing advance malfunction.
VVT Aim Angle #1	VVT hold duty learned value for bank 1	Min.: 0%, Max.: 399.9%	-	This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. This is only available during the Active Test.
VVT Change Angle #1	VVT displacement angle for bank 1	Min.: 0 DegFR, Max.: 639.9 DegFR	-	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.
VVT OCV Duty #1	VVT camshaft timing oil control valve operation duty for bank 1	Min.: 0%, Max.: 399.9%	-	This is the requested duty value for forced operation. This is only available during the Active Test.

Various Vehicle Conditions 2 (All Data)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
VN Turbo Type	VN turbo type	Not Avl, Commo, Vacuum, CAN Com or DC	Not Avl	Indicates the VN turbo vane actuation method.

Catalyst (Ptrl CAT Converter)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Catalyst Temp B1S1	Catalyst temperature for bank 1 sensor 1	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	This is the temperature of the front catalyst estimated by the ECM. This value is included in the conditions used to detect catalyst deterioration (DTC P0420), etc., and should therefore be used as a reference when recreating malfunction conditions.
Catalyst Temp B1S2	Catalyst temperature for bank 1 sensor 2	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	This is the temperature of the rear catalyst estimated by the ECM.

Various Vehicle Conditions 3 (All Data)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Closed Throttle Position SW	Closed throttle position switch status	ON or OFF	ON → OFF: Power switch on (IG) → Power switch on (READY), Accelerating using the engine	-
Fuel Cut Condition	Fuel cut condition	ON or OFF	ON: Fuel cut operating or engine stopped	-

Check Mode (Check Mode)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Check Mode	Check mode	ON or OFF	ON: Check mode on	*
Misfire Test Result	Check mode result for misfire monitor	Compl or Incmpl	-	-
OXS1 Test Result	Check mode result for heated oxygen sensor (bank 1)	Compl or Incmpl	-	-
A/F Test Results #1	Check mode result for air fuel ratio sensor (bank 1)	Compl or Incmpl	-	-

*: Refer to Check Mode Procedure.

Click here

Test Result (Monitor Status)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Complete Parts Monitor	Comprehensive component monitor	Not Avl or Avail	-	*1
Fuel System Monitor	Fuel system monitor	Not Avl or Avail	-	*1
Misfire Monitor	Misfire monitor	Not Avl or Avail	-	*1
EGR/VVT Monitor	EGR/VVT monitor	Not Avl or Avail	-	*1
EGR/VVT Monitor	EGR/VVT monitor	Compl or Incmpl	-	*1
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor	Not Avl or Avail	-	*1
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor	Compl or Incmpl	-	*1
O2S(A/FS) Monitor	O2S (A/FS) monitor	Not Avl or Avail	-	*1
O2S(A/FS) Monitor	O2S (A/FS) monitor	Compl or Incmpl	-	*1
A/C Monitor	A/C monitor	Not Avl or Avail	-	*1
A/C Monitor	A/C monitor	Compl or Incmpl	-	*1
2nd Air Monitor	2nd air monitor	Not Avl or Avail	-	*1
2nd Air Monitor	2nd air monitor	Compl or Incmpl	-	*1
EVAP Monitor	EVAP monitor	Not Avl or Avail	-	*1
EVAP Monitor	EVAP monitor	Compl or Incmpl	-	*1
Heated Catalyst Monitor	Heated catalyst monitor	Not Avl or Avail	-	*1
Heated Catalyst Monitor	Heated catalyst monitor	Compl or Incmpl	-	*1
Catalyst Monitor	Catalyst monitor	Not Avl or Avail	-	*1
Catalyst Monitor	Catalyst monitor	Compl or Incmpl	-	*1
Component Monitor ENA	Comprehensive component monitor	Unable or Enable	-	*2
Component Monitor CMPL	Comprehensive component monitor	Compl or Incmpl	-	*2
Fuel System Monitor ENA	Fuel system monitor	Unable or Enable	-	*2
Fuel System Monitor CMPL	Fuel system monitor	Compl or Incmpl	-	*2
Misfire Monitor ENA	Misfire monitor	Unable or Enable	-	*2
Misfire Monitor CMPL	Misfire monitor	Compl or Incmpl	-	*2
EGR/VVT Monitor ENA	EGR monitor	Unable or Enable	-	*2
EGR/VVT Monitor CMPL	EGR monitor	Compl or Incmpl	-	*2
Heater Monitor ENA	O2S (A/FS) heater monitor	Unable or Enable	-	*2
Heater Monitor CMPL	O2S (A/FS) heater monitor	Compl or Incmpl	-	*2
O2S(A/FS) Monitor ENA	O2S (A/FS) monitor	Unable or Enable	-	*2
O2S(A/FS) Monitor CMPL	O2S (A/FS) monitor	Compl or Incmpl	-	*2
A/C Monitor ENA	A/C monitor	Unable or Enable	-	*2
A/C Monitor CMPL	A/C monitor	Compl or Incmpl	-	*2
2nd Air Monitor ENA	2nd air monitor	Unable or Enable	-	*2
2nd Air Monitor CMPL	2nd air monitor	Compl or Incmpl	-	*2
EVAP Monitor ENA	EVAP monitor	Unable or Enable	-	*2
EVAP Monitor CMPL	EVAP monitor	Compl or Incmpl	-	*2
Heated Cat Monitor ENA	Heated catalyst monitor	Unable or Enable	-	*2
Heated Cat Monitor CMPL	Heated catalyst monitor	Compl or Incmpl	-	*2
Catalyst Monitor ENA	Catalyst monitor	Unable or Enable	-	*2
Catalyst Monitor CMPL	Catalyst monitor	Compl or Incmpl	-	*2

*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 power switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the auxiliary battery cable is disconnected.

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

*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 power switch is turned off.

Monitor result (mode 06): The last judgment result is output. This is not cleared when the power 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 (Test Result [Monitor Status]) and monitor result (mode 06) match.

Various Vehicle Conditions 4 (All Data)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
TC Terminal	TC terminal status	ON or OFF	-	-
# Codes(Include History)	Number of codes	Min.: 0, Max.: 255	0	This is the number of DTCs stored.
MIL	MIL status	ON or OFF	OFF	-
MIL ON Run Distance	Distance driven with MIL on	Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)	-	This is the distance driven since the MIL was illuminated.
Running Time from MIL ON	Running time from MIL on	Min.: 0 min, Max.: 65535 min	Running time after MIL turned on	-
Time after DTC Cleared	Time after DTCs cleared	Min.: 0 min, Max.: 65535 min	Time after DTCs cleared	This is the time elapsed since DTCs were cleared (or since the vehicle left the factory). Time elapsed after the power switch is turned off is not counted.
Distance from DTC Cleared	Distance driven after DTCs cleared	Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)	Distance driven after DTCs cleared	This is the distance driven since DTCs were cleared (or since the vehicle left the factory).
Warmup Cycle Cleared DTC	Warmup cycles after DTCs cleared	Min.: 0, Max.: 255	-	This is the number of warmup cycles after the DTCs were cleared. This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory). *: An engine warmup is defined as the engine coolant temperature rising 20°C (36°F) or higher and reaching a temperature of 70°C (158°F) or higher after the engine is started.
Dist Batt Cable Disconnect	Distance driven after auxiliary battery cable disconnected	Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)	Total distance vehicle driven after auxiliary battery cable disconnected	-
IG OFF Elapsed Time	Time after power switch off	Min.: 0 min, Max.: 655350 min	Cumulative time after power switch off	-
OBD Requirements	OBD requirement	-	OBD II (California ARB)	-
Number of Emission DTC	Emissions-related DTCs	Min.: 0, Max.: 127	-	This is the number of emissions-related DTCs stored.
TC and TE1	TC and CG (TE1) terminals of DLC3	ON or OFF	-	-
Total Distance Traveled	Total distance traveled	Min.: 0 km (0 mile), Max.: 16777215 km (10425361 mile)	-	-

Misfire (Ptrl Misfire)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Ignition Trig. Count	Ignition counter	Min.: 0, Max.: 65535	0 to 400	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 4 Misfire Count / Ignition Trig. Count Tip: For 4-cylinder engines, the values range from 0 to 400. For 6-cylinder engines, the values range from 0 to 600. For 8-cylinder engines, the values range from 0 to 800.
Cylinder #1 Misfire Count	Misfire count of cylinder 1	Min.: 0, Max.: 255	0	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #2 Misfire Count	Misfire count of cylinder 2	Min.: 0, Max.: 255	0	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #3 Misfire Count	Misfire count of cylinder 3	Min.: 0, Max.: 255	0	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #4 Misfire Count	Misfire count of cylinder 4	Min.: 0, Max.: 255	0	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
All Cylinders Misfire Count	Misfire count of all cylinders	Min.: 0, Max.: 255	0 to 35	This is the total misfire count of all cylinders. This counter is increased by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions.
Misfire RPM	Engine speed for first misfire range	Min.: 0 rpm, Max.: 6375 rpm	0 rpm: 0 misfires	This is the average engine speed recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference.
Misfire Load	Engine load for first misfire range	Min.: 0 g/rev, Max.: 3.98 g/rev	0 g/rev: 0 misfires	This is the average engine load recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. Tip: To convert g/rev to gm/sec: RPM / 60 x g/rev = gm/sec.
Misfire Margin	Misfire monitoring	Min.: -128%, Max.: 127%	0 to 127%: Idling with warmed up engine (inspection mode (maintenance mode))	This is the misfire detection margin. Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100% When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Example: When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.

Various Vehicle Conditions 5 (All Data)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Speed (Starter Off)	Engine speed when engine cranked	Min.: 0 rpm, Max.: 51199 rpm	-	This is the engine speed immediately after starting the engine.
Starter Count	Number of times engine cranked after power switch turned on (READY)	Min.: 0, Max.: 255	-	This is the number of times the engine cranked during the current trip.
Run Dist of Previous Trip	Distance driven during previous trip	Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile)	-	Before 5 seconds elapse after starting the engine, which is the detection duration of DTC P1604 (Startability Malfunction), 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. Tip: Run Dist of Previous Trip in freeze frame data which were present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of Data List (real-time measurements), or for freeze frame data which were present when DTCs other than P1604 were stored, the value indicates the distance driven during the current trip.
Engine Starting Time	Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)	Min.: 0 ms, Max.: 655350 ms	-	This is the time elapsed after the engine cranked until the engine speed reaches 400 rpm.
Previous Trip Coolant Temp	Engine coolant temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Intake Temp	Intake air temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Engine Oil Temperature	Engine oil temperature (estimated temperature)	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Eng Oil Temp	Engine oil temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Ambient Temp for A/C	Ambient temperature for A/C	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Ambient Temp	Ambient temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Engine Start Hesitation	History of hesitation during engine start	ON or OFF	-	This value changes to ON when the engine speed does not reach 500 rpm during cranking.
Low Rev for Eng Start	History of low engine speed after engine start	ON or OFF	-	This item changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.
Minimum Engine Speed	Minimum engine speed	Min.: 0 rpm, Max.: 51199 rpm	-	This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed. For use when starting problems or rough idle is present.
Electric Fan Motor	Electric fan motors operation status	ON or OFF	-	-
Idle Fuel Cut	Fuel cut at idle	ON or OFF	ON: Fuel cut operating	Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high.
FC TAU	Fuel cut TAU (fuel cut during very light load)	ON or OFF	ON: Fuel cut operating	This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete.
Communication with HV	Status of communication with the power management control ECU	Comm or No Comm	Comm: Power switch on (IG)	-
Communication with Brake	Status of communication with the skid control ECU	Comm or No Comm	Comm: Power switch on (IG)	-

Various Vehicle Conditions 6 (Vehicle Information)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Model Code	Model code	-	-	Used for identifying the model code: AVA44L
Engine Type	Engine type	-	-	Used for identifying the engine type: 2ARFXE
Cylinder Number	Number of cylinders	Min.: 0, Max.: 255	-	Used for identifying the number of cylinders: 4
Transmission Type	Transmission (transaxle) type	-	NA	Unused
Transmission Type2	Transmission (transaxle) type	-	NA	Unused
Destination	Destination	-	-	Used for identifying the destination: A (America)
Model Year	Model year	Min.: 1900, Max.: 2155	-	Used for identifying the model year: 20XX
System Identification	System identification	-	-	Used for identifying the engine system: HV (Hybrid)

Compression (Compression)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Speed of Cyl #1	Engine speed for cylinder No. 1	Min.: 0 rpm, Max.: 51199 rpm	-	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. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed of Cyl #2	Engine speed for cylinder No. 2	Min.: 0 rpm, Max.: 51199 rpm	-	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. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed of Cyl #3	Engine speed for cylinder No. 3	Min.: 0 rpm, Max.: 51199 rpm	-	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. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed of Cyl #4	Engine speed for cylinder No. 4	Min.: 0 rpm, Max.: 51199 rpm	-	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. Tip: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Av Engine Speed of All Cyl	Average engine speed for all cylinders	Min.: 0 rpm, Max.: 51199 rpm	-	This is output only when Check the Cylinder Compression is performed using the Active Test.

Air Fuel Ratio Cylinder Imbalance (Ptrl AF O2 Sensor)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Diagnostic Note
A/F Sensor Determination (worst value) #1	Worst judgment value of air fuel ratio sensor output for bank 1	Min.: -1, Max.: 0.99	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #1	Worst value of average engine speed fluctuation (cylinder 1)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #2	Worst value of average engine speed fluctuation (cylinder 2)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #3	Worst value of average engine speed fluctuation (cylinder 3)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #4	Worst value of average engine speed fluctuation (cylinder 4)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.

Various Vehicle Conditions 7 (All Data)

Powertrain > Engine and ECT > Data List


Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Normal Mode Switch	Driving mode select switch (NORMAL) status	ON or OFF	ON: Driving mode select switch being pushed and held	-
Sports Mode Switch	Driving mode select switch (SPORT) status	ON or OFF	ON: Driving mode select switch being turned and held at SPORT position	-
Requested Engine Torque	Requested engine torque	Min.: 0 kW, Max.: 16383.75 kW	0 to 112 kW	-
HV Target Engine Speed	HV target engine speed	Min.: 0 rpm, Max.: 6375 rpm	0 to 5700 rpm	-
Actual Engine Torque	Actual engine torque	Min.: -32768 Nm, Max.: 32767 Nm	Actual engine torque	-
Engine Run Time	Engine run time	Min.: 0 s (seconds), Max.: 255 s (seconds)	0 to 255 s	-
Request Engine Run Time	Request engine run time	Min.: 0 s (seconds), Max.: 25.5 s (seconds)	0 to 25.5 s	-
Judge Time Engine Ignition	Judgment time for complete explosion of ignition	Min.: 0 s (seconds), Max.: 25.5 s (seconds)	0 to 25.5 s	-
Judge Time Engine Output	Judgment time for time until engine output	Min.: 0 s (seconds), Max.: 25.5 s (seconds)	0 to 25.5 s	-
Fuel Level	Fuel level	Empty or Not Emp	-	-
ISC Learning	ISC learning	Compl or Incmpl	Compl: ISC learned value complete Incmpl: ISC learned value incomplete	-
F/C for Engine Stop Req	Fuel cut for engine stop request	ON or OFF	ON → OFF: Engine stopped → Engine start	-
Engine Independent	Engine independent operation	Not Opr or Operate	-	"Not Opr" is displayed during charge control.
Racing Operation	Racing operation	Not Opr or Operate	-	-
Request Warm-up	Request engine warm up	Not Req or Request	-	-
Engine Independent Control	Engine independent control operation	Not Opr or Operate	-	-
ISC Learning Value	ISC learning value	Min.: 0 L/s, Max.: 79.998 L/s	0.9 to 7.0 L/s: Idling with warmed up engine (inspection mode (maintenance mode))	-

ACTIVE TEST

Tip:

Using the GTS to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests.

Connect the GTS to the DLC3.
Turn the power switch on (IG).
Turn the GTS on.

Put the engine in inspection mode (maintenance mode).

Click here

Powertrain > Hybrid Control > Utility


Tester Display
Inspection Mode

Start the engine.
Warm up the engine.
Turn the power switch off.
Turn the power switch on (IG).
Enter the following menus: Powertrain / Engine and ECT / Active Test.

According to the display on the GTS, perform the Active Test.

Powertrain > Engine and ECT > Active Test


Tester Display	Measurement Item	Control Range	Diagnostic Note
Control the Injection Volume	Control the injection volume	Between -12.5% and 24.8%	All fuel injector assemblies are tested at the same time. Injection volume can be changed in fine gradations within the control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume / Ptrl AF Control / AFS Voltage B1S1 and O2S B1S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. This Active Test should be performed in inspection mode (maintenance mode).
Control the Injection Volume for A/F Sensor	Change injection volume	-12.5%/0%/12.5%	All fuel injector assemblies are tested at the same time. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / Ptrl AF Control / AFS Voltage B1S1 and O2S B1S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. This Active Vest should be performed in inspection mode (maintenance mode). See waveform *3.
Control the EGR Step Position	Open or close EGR valve	From 0 to 110 step	EGR valve is fully closed at step position 0, and fully open at step position 110. Amount of EGR gas flowing into the intake manifold varies in accordance with the EGR valve opening angle. Perform this test when the following conditions are met: Vehicle is stopped. Engine is running. Do not leave the EGR valve open for 10 seconds or more during the Active Test. Be sure to return the EGR valve to step 0 when the Active Test is completed. Do not open the EGR valve 30 steps or more during the Active Test. Perform this test with the Data List item "Throttle Idle Position" ON. This Active Test should be performed in inspection mode (maintenance mode). See waveform *7.
Activate the VSV for Evap Control	Activate purge VSV control	ON/OFF	The purge VSV is opened with an approximately 30% duty ratio. This Active Test should be performed in inspection mode (maintenance mode). See waveform *5.
Control the Fuel Pump / Speed	Activate fuel pump	ON/OFF	Perform this test when the following conditions are met: Power switch on (IG). Engine is stopped. Shift lever in P.
Control the Fuel Pump Duty	Activate fuel pump duty	25%/80%	Perform this test when the following conditions are met: Power switch on (IG). Engine is running. Shift lever in P.
Connect the TC and TE1	Turn on and off TC and CG (TE1) connection	ON/OFF	ON: TC and CG (TE1) are connected. OFF: TC and CG (TE1) are disconnected. Perform this test when the following conditions are met: Power switch on (IG). Shift lever in P.
Control the Idle Fuel Cut Prohibit	Prohibit idling fuel cut control	ON/OFF	Perform this test when the following conditions are met: Power switch is on (IG). Shift lever in P. This Active Test should be performed in inspection mode (maintenance mode).
Control the Electric Cooling Fan	Control electric cooling fan motor	ON/OFF	Perform this test when the following conditions are met: Power switch on (IG). Engine is stopped. Shift lever in P.
Control the ETCS Open/Close Slow Speed	Throttle actuator	Close/Open Open: Throttle valve opens slowly	Perform this test when the following conditions are met: Power switch on (IG). Engine is stopped. Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more). Shift lever in P.
Control the ETCS Open/Close Fast Speed	Throttle actuator	Close/Open Open: Throttle valve opens quickly	Same as above. See waveform *4.
Control the VVT Linear (Bank1)	Control camshaft timing oil control valve assembly (bank 1)	-128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard	Engine stalls or idles roughly when the camshaft timing oil control valve assembly is set to 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This Active Test should be performed in inspection mode (maintenance mode). See waveform *6.
Control the VVT System (Bank1)	Turn camshaft timing oil control valve assembly (bank 1) on and off	ON/OFF	Engine stalls or idles roughly when the camshaft timing oil control valve assembly is turned on. Engine runs and idles normally when the camshaft timing oil control valve assembly is off. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This Active Test should be performed in inspection mode (maintenance mode).
Activate the Vacuum Pump	Activate leak detection pump (built into canister pump module)	ON/OFF	*1
Activate the VSV for Vent Valve	Activate vent valve (built into canister pump module)	ON/OFF	*1
Control the Select Cylinder Fuel Cut	Selected cylinder (cylinder #1 to #4) injector fuel cut	#1/#2/#3/#4 ON/OFF	This test possible when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P. This Active Test should be performed in inspection mode (maintenance mode).
Control the All Cylinders Fuel Cut	Fuel cut for all cylinders	ON/OFF	This test possible when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P. This Active Test should be performed in inspection mode (maintenance mode).
Check the Cylinder Compression	Check the cylinder compression pressure	ON/OFF	This Active Test should be performed in inspection mode (maintenance mode). *2

*1: Refer to EVAP System.

Click here

Tip:

*2: While the Check the Cylinder Compression Active Test is being performed, if the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is lower than the other cylinders.

Connect the GTS to the DLC3.
Turn the power switch on (IG) and turn the GTS on.
Put the engine in inspection mode (maintenance mode).
Click here
Start the engine and warm it up.
Turn the power switch off.
Turn the power switch on (IG) and turn the GTS on.
Put the engine in inspection mode (maintenance mode).
Click here

Tip:
Do not start the engine.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression.

Tip:
To display the entire Data List, press the pull down menu button next to Primary. Then select Compression.
Push the snapshot button to turn the snapshot function on.

Tip:
Using the snapshot function, data can be recorded during the Active Test.
While the engine is not running, press the ON or OFF button to change Check the Cylinder Compression to ON.
Start the engine.
Monitor the engine speed (Engine Speed of Cyl #1 to #4) displayed on the GTS.

Note:
If the Check the Cylinder Compression Active Test needs to be performed after it is turned ON and performed once, press the Exit button to return to the Active Test menu screen. Then perform the Check the Cylinder Compression Active Test again.
Tip:
- At first, the GTS display will show each cylinder's engine speed measurement to be extremely high. After the engine has started, each cylinder's engine speed measurement will change to the actual engine speed.
- As soon as the measurements are obtained, finish the Active Test.
Stop the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.
Push the snapshot button to turn the snapshot function off.
Select "Stored Data" on the GTS screen, select the recorded data and display the data as a graph.

Tip:
If the data is not displayed as a graph, the change of the values cannot be observed.
Check the change in engine speed values.

Tip:
As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.

SYSTEM CHECK

Tip:

Performing a System Check enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are stored, and can detect potential malfunctions in the system. The System Check can be performed with the GTS.

Connect the GTS to the DLC3.
Turn the power switch on (IG).
Turn the GTS on.

Enter the following menus: Powertrain / Engine and ECT / Utility / Evaporative System Check.

Powertrain > Engine and ECT > Utility


Tester Display
Evaporative System Check

Perform the System Check by referring to the table below.


GTS Display	Test Part	Condition	Diagnostic Note
Evaporative System Check (Automatic Mode)	Perform 6 steps in order to operate EVAP key-off monitor automatically	Fuel temperature 35°C (95°F) or less Fuel level less than 90%	If no pending DTCs are output after performing this test, the system is functioning normally. Refer to EVAP System Inspection Procedure. Click here Click here
Evaporative System Check (Manual Mode)	Perform 6 steps in order to operate EVAP key-off monitor manually	Fuel temperature 35°C (95°F) or less Fuel level less than 90%	Used to detect malfunctioning parts. Refer to EVAP System Inspection Procedure. Click here Click here

Reference Waveforms for Active Test

*3: Control the Injection Volume for A/F Sensor (Idling after warming up)

Tip:

During the Active Test, air fuel ratio feedback control and feedback learning are stopped.


GTS Display	Measurement Item	Normal Condition
Control the Injection Volume for A/F Sensor	-	▲A	▲B
	Active Test operation	-12.5%	12.5%
	AFS Voltage B1S1	3.878 V	2.575 V
	O2S B1S2	0.035 V	0.975 V

Tip:

Usually, the value of AFS Voltage drops below 3.1 V when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.
Usually, the value of AFS Voltage changes to 3.4 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.
Usually, the value of O2S changes to 0.55 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.
Usually, the value of O2S drops below 0.4 V when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.
The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.
If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning.

*4: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Power switch on (IG), accelerator pedal fully depressed)

Tip:

Usually, Throttle Position Command (Target Value) and Throttle Position No.1 (Actual Value) are almost the same.
If any DTCs related to the Electronic Throttle Control System (ETCS) are stored, this Active Test does not function.


GTS Display	Measurement Item	Normal Condition
Control the ETCS Open/Close Fast Speed	-	▲A	▲B
	Active Test operation	Open	Close
	Throttle Position Command	2.597 V	0.761 V
	Throttle Position No.1	2.597 V	0.761 V
	Throttle Motor Duty (Open)	17.0%	0.0%
	Throttle Motor Duty (Close)	0.0%	15.0%

*5: Activate the VSV for Evap Control (Idling after warming up)


GTS Display	Measurement Item	Normal Condition
Activate the VSV for Evap Control	-	▲A	▲B
	Active Test operation	ON	OFF
	EVAP (Purge) VSV	29.8%	0.0%
	Injector (Port)	1640 μs	2359 μs
	AFS Voltage B1S1	3.249 V	3.205 V

Tip:

Even when the Active Test is performed (the purge VSV is opened approximately 30%), the ECM performs air fuel ratio feedback to maintain the air fuel ratio at the stoichiometric ratio. Therefore, by observing the change in the Data List item "Injector (Port)", it is possible to determine whether the purge VSV is actually open.
The graphs and values above are for reference only because the fuel injection volume (compensation volume) varies depending on the HC density of the purge air from the canister.

*6: Control the VVT Linear (Bank 1)


GTS Display	Measurement Item	Normal Condition
Control the VVT Linear (Bank 1)	-	▲A	▲B
	Active Test operation*	30%	-30%
	VVT Change Angle #1	40.0 DegFR	0.0 DegFR
	VVT OCV Duty #1	77.8%	17.8%
	VVT Aim Angle #1	47.8%	47.8%

Tip:

*: Change the control value for Control the VVT Linear to 30% or -30%.
The Control the VVT Linear Active Test considers the value of VVT Aim Angle to be 0 and raises or lowers the duty ratio with respect to VVT Aim Angle.
The sum of the control value for the Control the VVT Linear Active Test and the value of VVT Aim Angle is approximately equal to the value of VVT OCV Duty.
When the control value for the Control the VVT Linear Active Test is changed a few times, there should not be a large discrepancy between VVT OCV Duty when the system starts advancing or retarding the timing and the rate of change of VVT Change Angle.

*7: Control the EGR Step Position (Idling after warmed up engine)


GTS Display	Measurement Item	Normal Condition
Control the EGR Step Position	-	▲A	▲B	▲C	▲D
	EGR Step Position	0 step	10 step	20 step	30 step
	MAP	29 kPa(abs) [218 mmHg(abs)]	29 kPa(abs) [218 mmHg(abs)]	52 kPa(abs) [390 mmHg(abs)]	62 kPa(abs) [465 mmHg(abs)]

Tip:

When the value of Control the EGR Step Position is "0 step", the value of MAP should be between 20 and 40 kPa (150 to 300 mmHg).
When the EGR system is normal and the value of Control the EGR Step Position is changed from "0 step" to "30 step", the value of MAP will increase to a value at least 10 kPa (75 mmHg) higher than the value of MAP when the value of Control the EGR Step Position was "0 step".
Do not leave the EGR valve open for 10 seconds or more during Active Test.
Be sure to return the EGR valve to step 0 when the Active Test is completed.
Do not open the EGR valve 30 steps or more during the Active Test.
Make sure that the Data List item "Throttle Idle Position" is "ON" during the Active Test.