DATA LIST
Tech Tips
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.
Tech Tips
Normal Condition: If no conditions are specifically stated for "idling", the shift lever should be in N or P, the A/C switch should be off and all accessory switches should be off.
Warm up the engine.
Turn the A/C switch off.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
Enter the following menus: Powertrain / Engine / Data List.
Tech Tips
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 transmission system related data
Vehicle Information / Vehicle information
According to the display on the GTS, read the Data List.
Tech Tips
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)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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Vehicle Speed | Vehicle speed | Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph) | Actual vehicle speed |
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Engine Speed | Engine speed | Min.: 0 rpm, Max.: 16383 rpm | 700 to 800 rpm: Idling (shift lever in N, engine warmed up and A/C off) | 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% | - |
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Vehicle Load | Vehicle load | Min.: 0%, Max.: 25700% | - |
Tech Tips The value may exceed 100% due to the engine status or low intake air temperature. May exceed 100% in the turbo boosted state. Intake air flow (Mass Air Flow Sensor) per engine revolution. Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm) (Intake airflow (gm/sec) is Mass Air Flow Sensor) |
Mass Air Flow Sensor | Airflow rate from mass air flow meter sub-assembly | Min.: 0 gm/sec, Max.: 655.35 gm/sec |
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This is the intake air amount from the mass air flow meter sub-assembly. |
Atmospheric Pressure | Atmospheric pressure | Min.: 0 kPa(abs) [0 psi(abs)], Max.: 255 kPa(abs) [36.98 psi(abs)] | Equivalent to atmospheric pressure (absolute pressure) |
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Engine Oil Temperature Sensor | Engine oil temperature | Min.: -40°C (-40°F), Max.: 215°C (419°F) | 80 to 110°C (176 to 230°F): After warming up | This is the engine oil temperature. Tech Tips
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Coolant Temperature | 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. Tech Tips
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Intake Air Temperature | 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 |
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Intake Air Temperature B1S1 (Turbo) | The intake air temperature after passing through the intercooler | Min.: -40°C (-40°F), Max.: 215°C (419°F) | Equivalent to temperature at location of No. 1 turbo pressure sensor | Indicates the intake air temperature after passing through the intercooler. Tech Tips
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Ambient Temperature | Ambient temperature | Min.: -40°C (-40°F), Max.: 215°C (419°F) | Equivalent to ambient air temperature | - |
Engine Run Time | Engine run time | Min.: 0 s, Max.: 65535 s | Time after engine start | This is the time elapsed since the engine started. Tech Tips The time is counted only while the engine is running. |
IG-ON Coolant Temperature | The coolant temperature when the engine switch is turned on (IG) | Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) | - | This is the coolant temperature stored when the engine switch is turned on (IG). |
Initial Engine Coolant Temperature | The coolant temperature when the engine is started | Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) | - | This is the coolant temperature stored when the engine is started. |
IG-ON Intake Air Temperature | The intake air temperature when the engine switch is turned on (IG) | Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) | - | This is the intake air temperature stored when the engine switch is turned on (IG). |
Initial Engine Intake Air Temperature | The intake air temperature when the engine is started | Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) | - | This is the intake air temperature stored when the engine is started. |
Battery Voltage | Battery voltage | Min.: 0 V, Max.: 65.5 V | 11 to 14 V: Idling | If 11 V or less, characteristics of some electrical components may change. |
BATT Voltage | Battery voltage | Min.: 0 V, Max.: 79.998 V | 11 to 14 V: Idling | - |
Engine Oil Pressure | Engine Oil Pressure | Min.: 0 kPa (gauge), Max.: 5119.921 kPa (gauge) | 80 to 230 kPa (gauge): Idling (engine warmed up and shift lever in N) | This is the engine oil pressure. |
Throttle Control 1 (Ptrl Throttle)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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Accelerator Position | Accelerator pedal position | Min.: 0%, Max.: 399.9% | Actual accelerator pedal position | This is the accelerator pedal position defined using the learned fully released position (sensor output) of accelerator pedal position sensor No. 1 as 0% and the fully depressed position as 100%. |
Accelerator Position Sensor No.1 Voltage % | Absolute accelerator pedal position No. 1 | Min.: 0%, Max.: 100% |
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The No. 1 accelerator pedal position sensor output is converted using 5 V = 100%. Tech Tips If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal. |
Accelerator Position Sensor No.2 Voltage % | Absolute accelerator pedal position No. 2 | Min.: 0%, Max.: 100% |
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The No. 2 accelerator pedal position sensor output is converted using 5 V = 100%. |
Throttle Control 2 (All Data)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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Accelerator Position Sensor No.1 Voltage | Accelerator pedal position sensor No. 1 voltage | Min.: 0 V, Max.: 4.98 V |
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This is the raw voltage from the No. 1 accelerator pedal position sensor. |
Accelerator Position Sensor No.2 Voltage | Accelerator pedal position sensor No. 2 voltage | Min.: 0 V, Max.: 4.98 V |
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Engine Starting Torque Control Count | Engine Starting Torque Control Count | Min.: 0, Max.: 255 | - | - |
Throttle Control 3 (Ptrl Throttle)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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Accelerator Position Sensor No.1 Fully Closed Learn Value | Accelerator fully released learned value No. 1 | Min.: 0 deg, Max.: 124.5 deg | - | - |
Accelerator Position Sensor No.2 Fully Closed Learn Value | Accelerator fully released learned value No. 2 | Min.: 0 deg, Max.: 124.5 deg | - | - |
Throttle Position Sensor No.1 Voltage % | Absolute throttle position sensor No. 1 | Min.: 0%, Max.: 100% |
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The No. 1 throttle position sensor output is converted using 5 V = 100%. Tech Tips If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal. |
Throttle Position Sensor No.2 Voltage % | Absolute throttle position sensor No. 2 | Min.: 0%, Max.: 100% |
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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. |
Open Side Malfunction | Open malfunction | ON or OFF | OFF | This parameter indicates a malfunction in the electronic throttle when the throttle valve is open. |
Throttle Request Position | Required throttle position | Min.: 0 V, Max.: 4.98 V | 0.6 to 1.1 V: Idling (A/C off and shift lever in N) | This is a value calculated by the ECM showing the voltage for the target throttle valve position. |
Throttle Sensor Position | Throttle sensor position | Min.: 0%, Max.: 100% |
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Throttle Position Sensor No.1 Voltage | Throttle position sensor No. 1 output voltage | Min.: 0 V, Max.: 4.98 V |
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This is the No. 1 throttle position sensor output voltage. |
Throttle Position Sensor No.2 Voltage | Throttle position sensor No. 2 output voltage | Min.: 0 V, Max.: 4.98 V |
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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 Position Sensor Open Position No.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 engine switch on (IG). |
Throttle Position Sensor Open Position No.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 engine switch on (IG). |
Throttle Motor Current | Throttle actuator current | Min.: 0 A, Max.: 19.9 A | 0 to 3.0 V: Idling (A/C off and shift lever in N) | When this value is large but the actual opening angle (Throttle Position Sensor No.1 Voltage) does not reach the target opening angle (Throttle Require Position), there is an "unable to open" malfunction. |
Throttle Motor Duty Ratio | Throttle actuator | Min.: 0%, Max.: 100% | 0 to 22%: Idling (A/C off and shift lever in N) | This is the output duty ratio of the throttle actuator drive circuit. |
Throttle Motor Duty Ratio (Open) | Throttle actuator duty ratio (open) | Min.: 0%, Max.: 255% | 0 to 40%: Idling (A/C off and shift lever in N) | 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 Ratio (Close) | Throttle actuator duty ratio (close) | Min.: 0%, Max.: 255% | 0 to 40%: Idling (A/C off and shift lever in N) | This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. Tech Tips 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 Ratio (Open)" signal which opens the throttle valve. |
Throttle Position Sensor Fully Closed Learn Value | Throttle valve fully closed position (learned value) | Min.: 0 V, Max.: 4.98 V | 0.4 to 1.0 V: Engine switch on (IG) |
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+BM Voltage | +BM voltage | Min.: 0 V, Max.: 79.998 V | 11 to 14 V: Engine switch on (IG) | This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P065714 (open circuit) and P06579E (short circuit, ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the engine switch is turned off). |
Actuator Power Supply | Actuator power supply | ON or OFF | ON: Engine switch on (IG) | - |
Throttle Air Flow Learn Value (Area 1) | Throttle air flow learning value of area 1 | Min.: 0, Max.: 1.99 | - | - |
Throttle Air Flow Learn Value (Area 2) | Throttle air flow learning value of area 2 | Min.: 0, Max.: 1.99 | - | - |
Throttle Air Flow Learn Value (Area 3) | Throttle air flow learning value of area 3 | Min.: 0, Max.: 1.99 | - | - |
Throttle Air Flow Learn Value (Calculated Value) | Throttle air flow learning value (Calculated Value) | Min.: 0, Max.: 1.99 | - | - |
Throttle Air Flow Learn Value (Atmosphere Pressure Offset Value) | Throttle air flow learning value (atmosphere pressure offset value) | Min.: 0, Max.: 2.55 | - | - |
Turbocharger Control (All Data)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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Wastegate Valve Control Duty Ratio | The duty ratio of the vacuum regulating valve assembly | Min.: 0%, Max.: 100% | 0 to 20%: Idling |
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Intercooler Water Pump Speed | The rotational speed of the electric water pump assembly | Min.: -25600 rpm, Max.: 25599 rpm | 2000 to 7000 rpm: During electric water pump assembly operation | - |
Intercooler Water Pump | The drive request duty ratio of the electric water pump assembly | Min.: 0%, Max.: 399.9% | 40 to 85%: During electric water pump assembly operation | - |
Target Boost Pressure | The target boost pressure | Min.: 0 kPa [0 psi], Max.: 2047.96 kPa [296.95 psi] | - |
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Boost Pressure Sensor | The absolute pressure inside the intercooler. | Min.: 0 kPa [0 psi], Max.: 2047.96 kPa [296.95 psi] | 90 to 100 kPa [13.05 to 14.5 psi] (vary with atmospheric pressure): Idling |
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Air Bypass Valve Control | Operation status of the air by-pass valve assembly. | ON or OFF | OFF (Close): Idling | Does not operate during racing due to control based on engine load. |
Idle Speed Control (Ptrl Rough Idle)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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Low Revolution Control | Low engine speed control operation state | ON or OFF | - |
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N Range Status | Shift lever N status | ON or OFF | - | - |
Engine Stall Control F/B Flow | ISC torque lower limit value to prevent engine stall | Min.: -1024 Nm, Max.: 1023.96 Nm | - |
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ISC F/B Learn Torque | ISC Feedback Learning Torque | Min.: -1024 Nm, Max.: 1023.96 Nm | - | The compensation value to make the engine run at the target idle speed. This value expresses the difference from the estimated torque. For example, when the ISC feedback learning torque is "+", maintaining the idle speed requires more torque than the estimated torque. Tech Tips
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ISC Total AUXS Torque | ISC Total AUXS Torque | Min.: -1024 Nm, Max.: 1023.96 Nm | 8 to 25 Nm: Idling (A/C off and shift lever in N) | The total of each estimated load torque when the engine is idling. (The total load torque of the engine's friction, alternator, air conditioner, A/T, etc.) |
ISC F/B Torque | ISC Feedback Torque | Min.: -1024 Nm, Max.: 1023.96 Nm | -6 to 6 Nm: Idling | This expresses the feedback compensation value (torque) to make the engine run at the target idle speed. Tech Tips When the engine does not run at the target idle speed, the "ISC F/B Torque" increases or decreases. |
Sum of ISC F/B Torque (Recent) | ISC Feedback Torque (Recent) | Min.: -1024 Nm, Max.: 1023.96 Nm | -7 to 14 Nm: Idling (A/C off and shift lever in N) | This expresses the feedback compensation value (torque) that first moves to make the engine run quickly at the target idle speed. Tech Tips When the engine does not run at the target idle speed, the "Sum of ISC F/B Torque (Recent)" first increases or decreases, and subsequently, that decrease or increase is conveyed to the "ISC F/B Torque" (which controls the amount of air). |
ISC AUXS Torque (Alternator) | ISC AUXS Torque (Alternator) | Min.: -1024 Nm, Max.: 1023.96 Nm | 2 to 17 Nm: Idling | This expresses the ISC compensation amount (estimated torque) according to the alternator's load. |
ISC AUXS Torque (Air Conditioner) | ISC AUXS Torque (Air Conditioner) | Min.: -1024 Nm, Max.: 1023.96 Nm | 5 to 25 Nm: Idling (A/C on) | This expresses the ISC compensation torque (estimated torque) according to the air conditioner compressor's load. |
Throttle Air Flow F/B Value | Throttle Air Flow F/B Value | Min.: -4096000 L/s, Max.: 4095875 L/s | - | This expresses the provisional compensation amount when the learning of the deposit loss flow is incomplete. |
Fuel System 1 (Ptrl General)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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Target Fuel Pressure (High) | Target fuel pressure (for high pressure side) | Min.: 0 kPag, Max.: 655350 kPag | 3400 to 20000 kPag | This item indicates the target fuel pressure for the fuel pump (for high pressure side). |
Target Fuel Pressure (Low) | Target fuel pressure (for low pressure side) | Min.: 0 kPag, Max.: 655350 kPag | - | This item indicates the target fuel pressure for the fuel pump (for low pressure side). |
Fuel Pressure (High) | Fuel pressure (for high pressure side) | Min.: 0 kPag, Max.: 655350 kPag | 4000 to 8000 kPag: 3000 rpm (shift lever in N, engine warmed up and A/C off) | This item indicates the fuel pressure (for high pressure side). |
Fuel Pressure (Low) | Fuel pressure (for low pressure side) | Min.: 0 kPag, Max.: 655350 kPag | - | This item indicates the fuel pressure (for low pressure side). |
Fuel Pump Control Duty Ratio | Fuel pump duty ratio (for low pressure side) | Min.: 0%, Max.: 399.9% | 40 to 90%: Idling | - |
Injector Cylinder #1 (Port) | Injection period of the No. 1 cylinder (port injection) | Min.: 0 μs, Max.: 65535 μs | - | The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Mode". |
Injection Volume Cylinder #1 | Injection volume (cylinder 1) | Min.: 0 ml, Max.: 2 ml | - | This is the fuel injection volume for 10 injections. |
Fuel System 2 (All Data)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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Target Fuel Pressure Offset | Target fuel pressure offset | Min.: -25%, Max.: 24.8% | - | - |
Injection Volume | Injection volume | Min.: -25%, Max.: 24.8% | - | - |
Low Fuel Pressure Sensor | Fuel pressure sensor (low pressure side) output | Min.: 0 kPag, Max.: 1441.77 kPag | 350 to 450 kPag: Idling | - |
Fuel Pressure Target Discharge | Indicated value of the pressure discharge valve assembly | ON or OFF | ON: Pressure discharge valve assembly open (idling) | - |
Fuel Pressure Discharge | Operation status of the pressure discharge valve assembly | ON or OFF | ON: Pressure discharge valve assembly open (idling) | - |
High Fuel Pressure Sensor | Fuel pressure sensor (high pressure side) output | Min.: -64 MPa, Max.: 63.998 MPa | 3 to 25 MPa | - |
High Pressure Fuel Pump Duty Ratio (D4) | Fuel pump duty ratio (high pressure side) | Min.: 0%, Max.: 127.5% | 0 to 40%: Idling (A/C off) | This item indicates the duty ratio to the electromagnetic spill valve. |
High Pressure Fuel Pump Discharge Rate | Fuel volume required by the high pressure fuel pump | Min.: 0 ml, Max.: 2 ml | - | This item indicates the fuel pump (for high pressure side) discharge amount. |
Injection Mode | Injection mode | Port / Direct / Either | - | This item indicates the injection mode. |
Injection Switching Status | Prohibition of changing the D-4S injection method | OK or NG | - | This item indicates whether the Control the Injection Mode Active Test is prohibited. |
Injection Timing Cylinder #1 (D4) | Injection timing (for direct injection) | Min.: -3276.8 deg(CA), Max.:3276.7 deg(CA) | - | This item indicates the injection timing of the No. 1 fuel injector assembly (for direct injection). |
Injection Time Cylinder #1 (D4) | Injection time (for direct injection) | Min.: 0 μs, Max.: 65535 μs | - | The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Mode". |
Current Fuel Type | - | Gasoline/petrol | - | - |
EVAP System (Ptrl Evaporative)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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EVAP (Purge) VSV | Purge VSV control duty | Min.: 0%, Max.: 100% | - |
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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 (%)) |
EVAP Purge Density Learn Value | Purge density learned value | Min.: -200, Max.: 199.993 | - |
Tech Tips
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EVAP Purge VSV | VSV status for EVAP control | ON or OFF | - | This parameter displays ON when EVAP (Purge) VSV is 30% or higher, and displays OFF when the VSV duty ratio is less than 30%. |
Purge Cut VSV Duty | Purge VSV duty | Min.: 0%, Max.: 399.9% | - | - |
Air Fuel Ratio Control 1 (All Data)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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Target Air-Fuel Ratio | Target air fuel ratio | Min.: 0, Max.: 2 | 0.8 to 1.2: During idling |
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Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
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A/F (O2) Lambda Sensor B1S1 | Output air fuel ratio associated | Min.: 0, Max.: 2 |
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A/F (O2) Sensor Voltage B1S1 | Air fuel ratio sensor output voltage | Min.: 0 V, Max.: 8 V | 2.6 to 3.8 V: Idling |
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A/F (O2) Sensor Current B1S1 | Air fuel ratio sensor output current | Min.: -128 mA, Max.: 127.99 mA | -0.5 to 0.5 mA: Idling |
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A/F (O2) Sensor Heater Duty Ratio B1S1 | Air fuel ratio sensor heater duty ratio | Min.: 0%, Max.: 399.9% | 0 to 100% | When the value is any value except 0%, current is being supplied to the heater. |
O2 Sensor Voltage B1S2 | Heated oxygen sensor output voltage | Min.: 0 V, Max.: 1.275 V | 0 to 1 V |
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O2 Sensor Impedance B1S2 | Heated oxygen sensor impedance | Min.: 0 ohm, Max.: 21247.67 ohm | 5 to 15000 ohm | - |
O2 Sensor Heater B1S2 | Heated oxygen sensor heater | Active or Not Act | - | - |
O2 Sensor Heater Current Value B1S2 | Heated oxygen sensor current | 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 B1S1 | Short-term fuel trim | Min.: -100%, Max.: 99.21% | -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. |
Short FT B2S1 | Short-term fuel trim | Min.: -100%, Max.: 99.21% | - | - |
Short FT B1S2 | Short-term fuel trim | Min.: -100%, Max.: 99.21% | - | - |
Short FT B2S2 | Short-term fuel trim | Min.: -100%, Max.: 99.21% | - | - |
Long FT B1S1 | Long-term fuel trim | Min.: -100%, Max.: 99.21% | -20 to 20% |
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Long FT B2S1 | Long-term fuel trim | Min.: -100%, Max.: 99.21% | - | - |
Long FT B1S2 | Long-term fuel trim | Min.: -100%, Max.: 99.21% | - | - |
Long FT B2S2 | Long-term fuel trim | Min.: -100%, Max.: 99.21% | - | - |
Total FT Bank 1 | Total fuel trim | Min.: -0.5, Max.: 0.496 | -0.28 to 0.2: Idling | Total FT Bank 1 = Short FT B1S1 + Long FT B1S1 |
Fuel System Status Bank 1 | Fuel system status | Unused, OL, CL, OLDrive, OLFault or CLFault | CL: Idling after warming up |
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Mass Air Flow Circuit | Status of the intake air flow meter circuit | Normal or Abnormal | Normal: The intake air flow meter circuit is normal | - |
A/F Learn Value Idle Bank 1 | Air fuel ratio learn value of idle area | 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 Bank 1 | Air fuel ratio learn value of low load area | 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 Mid No.1 Bank 1 | Air fuel ratio learn value of middle1 load area | 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 Mid No.2 Bank 1 | Air fuel ratio learn value of middle2 load area | 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 Bank 1 | Air fuel ratio learn value of high load area | 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). |
A/F Learn Value Low (Dual) Bank 1 | Air fuel ratio learn value of low load area (dual) | 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 Mid (Dual) No.1 Bank 1 | Air fuel ratio learn value of middle1 load area (dual) | 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 Mid (Dual) No.2 Bank 1 | Air fuel ratio learn value of middle2 load area (dual) | 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 (Dual) Bank 1 | Air fuel ratio learn value of high load area (dual) | 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)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
Ignition Timing Cylinder #1 | Ignition timing advance for No. 1 cylinder | Min.: -64 deg, Max.: 63.5 deg | -5 to 25 deg: Idling (engine warmed up) | - |
Knock F/B Value | Knocking feedback value | Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) | - | This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock Feedback Value*3 + each compensation amount Example: 21 deg(CA) = 10 deg(CA) + 14 deg(CA) - 3 deg(CA) *1: The most retarded timing value is a constant determined by the engine speed and engine load. *2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3 deg(CA) as possible. When Knock Feedback Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased. When Knock Feedback Value is 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. Tech Tips 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: |
Knock Correct Learn Value | Knocking correction learned value | Min.: -1024 deg(CA), Max.: 1023.9 deg(CA) | - |
Tech Tips 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 Advance Control Cylinder #1 | Individual cylinder timing advance compensation amount (No. 1) | Min.: 0 deg(CA), Max.: 15.93 deg(CA) | - |
|
Idle Spark Advance Control Cylinder #2 | Individual cylinder timing advance compensation amount (No. 2) | Min.: 0 deg(CA), Max.: 15.93 deg(CA) | - |
|
Idle Spark Advance Control Cylinder #3 | Individual cylinder timing advance compensation amount (No. 3) | Min.: 0 deg(CA), Max.: 15.93 deg(CA) | - |
|
Idle Spark Advance Control Cylinder #4 | Individual cylinder timing advance compensation amount (No. 4) | Min.: 0 deg(CA), Max.: 15.93 deg(CA) | - |
|
VVT Control (Ptrl Valve Control)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
VVT Advance Fail | VVT control failure status | ON or OFF | ON: VVT control failure | ON: There is an intake VVT timing advance malfunction. |
Intake VVT Hold Correct Learn Value Bank 1 (Area 1) | Intake VVT hold correct learned value for area 1 | Min.: 0%, Max.: 399.9% | - | - |
Intake VVT Hold Correct Learn Value Bank 1 (Area 2) | Intake VVT hold correct learned value for area 2 | Min.: 0%, Max.: 399.9% | - | - |
Intake VVT Change Angle Bank 1 | Intake VVT displacement angle | Min.: 0 DegFR, Max.: 639.9 DegFR | - |
|
Intake VVT OCV Control Duty Ratio Bank 1 | Intake VVT camshaft timing oil control valve operation duty | Min.: 0%, Max.: 399.9% | - | - |
Exhaust VVT Hold Learn Value Bank 1 | Exhaust VVT hold duty ratio learned value | 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 or retarded state of the VVT controller (for exhaust camshaft). |
Exhaust VVT Change Angle Bank 1 | Exhaust VVT displacement angle for bank 1 | Min.: 0 DegFR, Max.: 639.9 DegFR | - |
|
Exhaust VVT OCV Control Duty Ratio Bank 1 | Exhaust VVT camshaft timing oil control valve operation duty | Min.: 0%, Max.: 399.9% | - | - |
Intake VVT Target Angle Bank 1 | Intake VVT target angle | Min.: 0 DegFR, Max.: 639.9 DegFR | 30 DegFR: Idling (engine warmed up) | - |
Exhaust VVT Target Angle Bank 1 | Exhaust VVT target angle | Min.: 0 DegFR, Max.: 639.9 DegFR | 0 DegFR: Idling (engine warmed up) | - |
Catalyst (Ptrl CAT Converter)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
Catalyst Temperature B1S1 | Front catalyst temperature | Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) | - |
|
Catalyst Temperature B1S2 | Rear catalyst temperature | 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 2 (All Data)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
Starter SW | Starter signal | ON or OFF |
|
- |
Neutral Position SW | Park/Neutral position switch | ON or OFF | ON: Shift lever in P or N | - |
Stop Light SW | Stop light switch | ON or OFF |
|
- |
Immobiliser Communication | Immobiliser communication | ON or OFF | ON: Normal | - |
Check Mode (Check Mode)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
Misfire Test Result | Check mode result for misfire monitor | Compl or Incmpl | - | - |
O2 Sensor B1S2 Test Result | Check mode result for heated oxygen sensor | Compl or Incmpl | - | - |
A/F (O2) Sensor B1S1 Test Results | Check mode result for air fuel ratio sensor | Compl or Incmpl | - | - |
Test Result (Monitor Status)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
Complete Parts Monitor | Comprehensive component monitor | Not Avl or Avail | - |
|
Fuel System Monitor | Fuel system monitor | Not Avl or Avail | - |
|
Misfire Monitor | Misfire monitor | Not Avl or Avail | - |
|
EGR/VVT Monitor | EGR/VVT monitor | Not Avl or Avail | - |
|
EGR/VVT Monitor Result | EGR/VVT monitor | Compl or Incmpl | - |
|
A/F (O2) Sensor Monitor | O2S (A/FS) monitor | Not Avl or Avail | - |
|
A/F (O2) Sensor Monitor Result | O2S (A/FS) monitor | Compl or Incmpl | - |
|
Catalyst Monitor | Catalyst monitor | Not Avl or Avail | - |
|
Catalyst Monitor Result | 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 engine switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the battery cable is disconnected.
Various Vehicle Conditions 3 (All Data)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
TC Terminal | TC terminal status | ON or OFF | - | - |
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 after a DTC is stored. |
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 after DTCs were cleared (or after the vehicle left the factory). Time elapsed after the engine 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 after DTCs were cleared (or after the vehicle left the factory). |
Warmup Cycle Cleared DTC | Warmup cycles after DTCs cleared | Min.: 0, Max.: 255 | - |
|
Distance Traveled from Last Battery Cable Disconnect | Distance driven after battery cable disconnected | Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile) | Total distance vehicle driven after battery cable disconnected | - |
OBD Requirements | OBD requirement | - | EOBD (EuroOBD), Brazil OBD Phase 2 | - |
Number of Emission DTC | Emissions-related DTCs | - | - | This is the number of emissions-related DTCs. |
Total Distance Traveled | Total distance traveled | Min.: 0 km (0 mile), Max.: 16777215 km (10425361 mile) | - | - |
Misfire (Ptrl Misfire)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
Ignition Trigger Count | Ignition counter | Min.: 0, Max.: 65535 | 0 to 400 |
Tech Tips
|
Misfire Count Cylinder #1 | Misfire count of cylinder 1 | Min.: 0, Max.: 255 | 0 |
|
Misfire Count Cylinder #2 | Misfire count of cylinder 2 | Min.: 0, Max.: 255 | 0 |
|
Misfire Count Cylinder #3 | Misfire count of cylinder 3 | Min.: 0, Max.: 255 | 0 |
|
Misfire Count Cylinder #4 | Misfire count of cylinder 4 | Min.: 0, Max.: 255 | 0 |
|
All Cylinders Misfire Count | Misfire count of all cylinders | Min.: 0, Max.: 255 | 0 |
|
Misfire RPM | Engine speed for first misfire range | Min.: 0 rpm, Max.: 6375 rpm | 0 rpm: 0 misfires |
|
Misfire Load | Engine load for first misfire range | Min.: 0%., Max.: 510% | 0%: 0 misfires |
|
Misfire Margin | Misfire monitoring | Min.: -128%, Max.: 127% | 0 to 127%: Idling |
|
Catalyst OT Misfire Fuel Cut | Fuel cut to prevent catalyst from overheating during misfire | Not Avl or Avail |
|
|
Catalyst OT Misfire Fuel Cut History | History of fuel cut to prevent catalyst from overheating during misfire | ON or OFF | - | This can be used to tell whether there was a large amount of misfires concentrated in a certain cylinder. |
Catalyst OT Misfire Fuel Cut Cylinder #1 | Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) | ON or OFF | - | - |
Catalyst OT Misfire Fuel Cut Cylinder #2 | Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) | ON or OFF | - | - |
Catalyst OT Misfire Fuel Cut Cylinder #3 | Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) | ON or OFF | - | - |
Catalyst OT Misfire Fuel Cut Cylinder #4 | Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) | ON or OFF | - | - |
Various Vehicle Conditions 4 (All Data)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
Engine Speed (Starter Off) | Engine speed when starter off | Min.: 0 rpm, Max.: 51199 rpm | - | This is the engine speed immediately after starting the engine. |
Starter Count | Number of times starter turned on after engine switch turned on (IG) | Min.: 0, Max.: 255 | - |
Example: If "21" is displayed on the GTS, the starter was turned ON 1 time before engine start and turned ON 2 times after engine start. (The maximum value for each counter is 9 times before engine start and 11 times after engine start) |
Run Distance of Previous Trip | Distance driven during previous trip | Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile) | - |
Tech Tips Run Dist of Previous Trip in freeze frame data which were present when the startability malfunction occurred (DTC P160400 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 the DTCs other than P160400 were detected, 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 | - |
|
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 Revolution for Engine 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. |
Fuel Cut Elapsed Time | Time elapsed after engine runs at high speed | Min.: 0 sec, Max.: 68746 sec | - | The time elapsed after a fuel cut after high engine speed has occurred (more than the engine speed at which fuel cut occurs + 500 rpm). |
Battery Current | Battery current | Min.: -125 A, Max.: 124.9 A | - | - |
Battery Temperature | Battery temperature | Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F) | - | - |
Alternator Output Duty Ratio | Generator output duty | Min.: 0%, Max.: 399.9% | - | - |
Alternator Voltage - Non Active Test | Request voltage when regulator not under forced activation | Min.: 0 V, Max.: 79.998 V | - | - |
Voltage of Alternator | Request voltage when regulator under forced activation | Min.: 0 V, Max.: 79.998 V | - | - |
Previous Trip Alternator Max Output Time | Alternator max output time during previous trip | Min.: 0 sec, Max.: 65535 sec | - | - |
Initial Engine Battery Minimum Voltage | Initial battery minimum voltage | Min.: 0 V, Max.: 25.5 V | - | - |
Previous Trip Charge Control Time | Charge control time during previous trip | Min.: 0 sec, Max.: 65535 sec | - | - |
Previous Trip Average Battery Temperature | Average battery temperature during previous trip | Min.: -40°C (-40°F), Max.: 215°C (419°F) | - | - |
Cooling Fan Duty Ratio | Electric fan request duty ratio | Min.: 0%, Max.: 127.5% | - | - |
Brake Override System | Brake override system status | ON or OFF | ON: Brake override system operating | - |
Immobiliser Fuel Cut Status | Status of immobiliser fuel cut | ON or OFF | OFF | - |
Immobiliser Fuel Cut History | Immobiliser fuel cut history | ON or OFF | OFF | - |
Electrical Load Signal No.2 | Electrical load signal | ON or OFF | - | - |
Key Unlock Signal | Key Unlock Signal | ON or OFF | - | - |
Stop and Start System Engine Status | Stop and start system engine status | IG, Run, Stopreq, Stop or Restart | - | - |
Engine Oil Jet Control Valve | Piston-cooling oil-jet control valve operation status | ON or OFF | ON: Idling | - |
Battery Type | Battery Type | Specified or Other | - | - |
Compression (Compression)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
Engine Speed Cylinder #1 | Engine speed for cylinder No. 1 | Min.: 0 rpm, Max.: 51199 rpm | - |
Tech Tips 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 Cylinder #2 | Engine speed for cylinder No. 2 | Min.: 0 rpm, Max.: 51199 rpm | - |
Tech Tips 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 Cylinder #3 | Engine speed for cylinder No. 3 | Min.: 0 rpm, Max.: 51199 rpm | - |
Tech Tips 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 Cylinder #4 | Engine speed for cylinder No. 4 | Min.: 0 rpm, Max.: 51199 rpm | - |
Tech Tips 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. |
Average Engine Speed of All Cylinder | 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. |
Automatic Transaxle (All Data)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
Received MIL from ECT | MIL status from ECT | ON or OFF | - | - |
Output Axis Speed | Output shaft speed | Min.: 0 rpm, Max.: 12750 rpm | - | - |
NT Sensor Speed | Input turbine speed | Min.: 0 rpm, Max.: 12750 rpm | - | - |
Shift SW Status (P Range) | Park/neutral position switch status | ON or OFF |
|
- |
Shift SW Status (R Range) | Park/neutral position switch status | ON or OFF |
|
- |
Shift SW Status (N Range) | Park/neutral position switch status | ON or OFF |
|
- |
Shift SW Status (N,P Range) | Park/neutral position switch status | ON or OFF |
|
- |
Sport Shift Up SW | Sport shift up switch status | ON or OFF |
|
- |
Sport Shift Down SW | Sport shift down switch status | ON or OFF |
|
- |
Shift SW Status (S Range) | Transmission control switch status | ON or OFF |
|
- |
Shift SW Status (D Range) | Park/neutral position switch status | ON or OFF |
|
- |
A/T Oil Temperature No.1 | ATF temperature sensor value | Min.: -40°C (-40°F), Max.: 215.9°C (421°F) |
|
- |
Drive Mode Status | Drive mode status | Normal, Power, Sport, Sport+, Comfort or ECO | - | - |
Mode Cancel SW | Mode switch (cancel) status | ON or OFF |
|
- |
Power Mode SW | Mode switch (sport) status | ON or OFF |
|
- |
Lock Up Status | Lock up | ON or OFF |
|
- |
Shift Status | ECM gear shift command | 1st, 2nd, 3rd, 4th, 5th or 6th | Same as actual gear | - |
Down Shift Indication | Down shift indication | ON or OFF | - | - |
Up Shift Indication | Up shift indication | ON or OFF | - | - |
Low-speed Pre-ignition (All Data)
Tester Display | Measurement Item | Range | Normal Condition | Diagnostic Note |
---|---|---|---|---|
Consecutive Prevention Cylinder #1 History 1 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Latest) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #1 History 2 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 1) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #1 History 3 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 2) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #1 History 4 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 3) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #2 History 1 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Latest) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #2 History 2 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 1) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #2 History 3 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 2) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #2 History 4 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 3) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #3 History 1 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Latest) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #3 History 2 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 1) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #3 History 3 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 2) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #3 History 4 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 3) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #4 History 1 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Latest) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #4 History 2 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 1) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #4 History 3 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 2) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Consecutive Prevention Cylinder #4 History 4 | The distance traveled where low-speed pre-ignition occurred for each cylinder (Past 3) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Fuel Cut History 1 | Fuel-cut history when low-speed pre-ignition occurred (Latest) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Fuel Cut History 2 | Fuel-cut history when low-speed pre-ignition occurred (Past 1) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Fuel Cut History 3 | Fuel-cut history when low-speed pre-ignition occurred (Past 2) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Fuel Cut History 4 | Fuel-cut history when low-speed pre-ignition occurred (Past 4) | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | - | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
Distance for Control | Distance traveled after history initialization | Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile) | Current distance traveled or distance traveled after history initialization. | If the history was initialized using the GTS "Heavy Knock History", this indicates the pre-ignition history at distances traveled after initialization. |
ACTIVE TEST
Tech Tips
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.
Warm up the engine.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
Enter the following menus: Powertrain / Engine / Active Test.
According to the display on the GTS, perform the Active Test.
Tester Display | Measurement Item | Control Range | Diagnostic Note |
---|---|---|---|
Control the Injection Volume | Control the injection volume | Between -12.5% and 24.8% |
|
Control the Injection Volume for A/F Sensor | Change injection volume | -12.5%/0%/12.5% |
|
Activate the EVAP Purge VSV | Activate purge VSV control | ON/OFF |
|
Activate the Air Bypass Valve | Activate air by-pass valve assembly | ON/OFF | Confirm that the vehicle is stopped. |
Activate the Circuit Relay | Activate fuel pump (for low pressure side) | ON/OFF | Perform this test when the following conditions are met:
|
Control the Fuel Pump Duty Ratio | Activate fuel pump (for low pressure side) | 25%/80% | Perform this test when the following conditions are met:
|
Activate the TC Terminal | Turn on and off TC and TE1 (CG) connection | ON/OFF |
|
Prohibit the Idle Fuel Cut | Prohibit idling fuel cut control | Active/Not Active | Perform this test when the following conditions are met:
|
Prohibit the Catalyst OT Misfire Prevent Fuel Cut | Prohibit fuel cut which prevents catalyst from overheating during misfire | Active/Not Active Active: Fuel cut prohibited |
Confirm that the vehicle is stopped and the engine speed is 3000 rpm or less. |
Control the ETCS Open/Close Slow Speed | Throttle actuator |
Open: Throttle valve opens slowly |
Perform this test when the following conditions are met:
|
Control the ETCS Open/Close Fast Speed | Throttle actuator |
Open: Throttle valve opens quickly |
|
Control the Intake VVT OCV Duty Ratio Bank 1 | Control camshaft timing oil control valve assembly (for intake camshaft) | -100 to 100% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard |
|
Control the Exhaust VVT OCV Duty Ratio Bank 1 | Control camshaft timing oil control valve assembly (for exhaust camshaft) | -100 to 100% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum retard -100%: Maximum advance |
|
Control the Target Fuel Pressure Offset | Control the target fuel pressure (for high pressure side) | -12.5 to 24.8% | Test possible during vehicle stopping and engine idling. |
Control the Voltage of Alternator | Control the alternator | 12.5 to 14.8 V | Confirm that the vehicle is stopped. |
Control the Injection Mode | Perform 2 pattern in order to operate fuel injection |
|
Perform this test when the following conditions are met:
Tech Tips
|
Control the Select Cylinder Fuel Cut | Selected cylinder (cylinder #1 to #4) injector fuel cut |
|
Perform this test when the following conditions are met:
*1 |
Control the All Cylinders Fuel Cut | Fuel cut for all cylinders | Active/Not Active | Perform this test when the following conditions are met:
|
Check the Cylinder Compression | Check the cylinder compression pressure | Active/Not Active | Fuel injection and ignition stop in all cylinders. *2 |
D-4S (A/F Control) | Perform 2 pattern in order to operate air fuel ratio control |
|
Perform this test when the following conditions are met:
Tech Tips
|
D-4S (Fuel Cut) | Perform 2 pattern in order to operate fuel cut |
|
Perform this test when the following conditions are met:
Tech Tips
|
D-4S (Injection Volume) | Perform 2 pattern in order to operate injection volume |
|
Perform this test when the following conditions are met:
Tech Tips
|
Control the Intercooler Water Pump | Control the electric water pump assembly | 0 to 100% | Confirm that the vehicle is stopped. |
Control the Engine Cooling Fan Duty Ratio | Control the cooling fan | 0 to 100% | Confirm that the vehicle is stopped. |
Control the Wastegate Valve Duty Ratio | Control the waste gate valve | 0 to 100% | Confirm that the vehicle is stopped. |
Activate the Fuel Pressure Discharge | Activate the pressure discharge valve assembly | ON/OFF | Perform this test when the following conditions are met:
|
Note
*1:
If the display of the Data List item Catalyst OT Misfire Fuel Cut item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling.
If the display of the Data List item Catalyst OT Misfire Fuel Cut item is Avail, perform this Active Test as described below.
Stop the engine, turn the engine switch on (IG).
Enter the Control the Select Cylinder Fuel Cut.
Select the cylinder for fuel cut (cylinder #1 to #4) and turn the Active Test ON.
Start the engine.
Tech Tips
*2:
In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. 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.
Warm up the engine.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
Enter the following menus: Powertrain / Engine / Active Test / Check the Cylinder Compression.
Tech Tips
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.
Tech Tips
Using the snapshot function, data can be recorded during the Active Test.
While the engine is not running, press the Active button to change Check the Cylinder Compression to ON.
Tech Tips
After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode.
Crank the engine for about 10 seconds.
Tech Tips
Continue to crank the engine until the values change from the default value (51199 rpm).
Monitor the engine speed (Engine Speed of Cyl #1 to #4) displayed on the GTS.
Tech Tips
At first, the GTS displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed.
If the cylinder engine speed values (Engine Speed Cylinder #1 to #4) displayed in the Data List do not change from an extremely high value, return to the Active Test menu screen, change "Check the Cylinder Compression" to "Start" and crank the engine again within 1 second.
Note
Do not crank the engine continuously for 20 seconds or more.
If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine.
Use a fully-charged battery.
Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.
Note
If the Active Test is changed to OFF while the engine is being cranked, the engine will start.
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.
Tech Tips
If the data is not displayed as a graph, the change of the values cannot be observed.
Check the change in engine speed values.
Tech Tips
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.
*2: Control the Injection Volume for A/F Sensor (Idling after warming up)
Tech Tips
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% | |
A/F (O2) Sensor Voltage B1S1 | 3.876 V | 2.707 V | |
O2 Sensor Voltage B1S2 | 0.030 V | 0.905 V |
Tech Tips
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.
*3: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Engine switch on (IG))
Tech Tips
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 Sensor No.1 Voltage | 2.597 V | 0.761 V | |
Throttle Motor Duty Ratio (Open) | 12.0% | 0.0% | |
Throttle Motor Duty Ratio (Close) | 0.0% | 12.0% |
*4: Activate the EVAP Purge VSV (Idling after warming up, port injection control)
GTS Display | Measurement Item | Normal Condition | |
---|---|---|---|
Activate the EVAP Purge VSV | - | ▲A | ▲B |
Active Test operation | ON | OFF | |
EVAP (Purge) VSV | 49.8% | 0.0% | |
Injector Cylinder #1 (Port) | 3161 μs | 3320 μs | |
A/F (O2) Sensor Voltage B1S1 | 3.378 V | 3.453 V |
Tech Tips
Even when the Active Test is performed (the purge VSV is opened 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 Cylinder #1 (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.
SYSTEM CHECK
ENGINE OIL JET CONTROL CHECK
Purpose of Check | When to Perform Check |
---|---|
This check is used to check whether the piston oil jet control system is operating properly when the oil pressure switching valve assembly is forcibly operated. | Perform this check when DTC P15EA12 or P15EA14 is output. |
Connect the GTS to the DLC3.
Start the engine.
Tech Tips
Engine coolant temperature is 70°C or less.
Enter the following menus: Powertrain / Engine / Utility / Engine Oil Jet Control Check.
Item | Condition | Content of Check | System Operation |
---|---|---|---|
Engine Oil Jet Control Check |
|
|
The average oil pressure over 0.5 seconds when the valve is operated is displayed. |
Details: The oil pressure is measured for 0.5 seconds when the valve is operated, and the value measured every 0.1 seconds is displayed for each valve state [1 to 3]. |
Check the following condition and perform the engine oil jet control check.
Engine is idling
Vehicle is stopped
Shift lever is in P
Engine oil temperature is in specified range
Confirm and select "Next".
Press the accelerator pedal according to the screen instructions.
Tech Tips
It may not be possible to check the engine oil jet control at an engine coolant temperature of 70°C or less.
During the engine oil jet control check, engine speed control may prevent the engine speed from rising to 3000 rpm or more even when the accelerator pedal is pressed.
Make sure that the engine speed stabilizes around 3000 rpm.
Confirm and select "Next".
When the GTS indicates that the measurement is complete, release the accelerator pedal and select "Next".
Tech Tips
The correct measured value may not be displayed if the accelerator pedal is released before the GTS indicates that measurement is complete.
Compare the "Valve OFF: Hi Oil press" and "Valve ON: Low Oil press" oil pressure values in the measured results and read the difference between the oil pressure values.
Complete the engine oil jet control check.
Tech Tips
Engine speed control is not canceled until the engine oil jet control check is complete and the accelerator pedal has been released or the engine switch is turned off.