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


  1. 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.


    1. Warm up the engine.

    2. Turn the A/C switch off.

    3. Turn the engine switch off.

    4. Connect the GTS to the DLC3.

    5. Turn the engine switch on (IG).

    6. Turn the GTS on.

    7. 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

    8. 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.

  2. Various Vehicle Conditions 1 (All Data)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    Total Distance Traveled Total distance traveled Min.: 0, Max.: 1677215 - -
    Total Distance Traveled - Unit Total Distance Traveled unit km or mile - -
    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.

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


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

    Engine Speed Engine speed Min.: 0 rpm, Max.: 16383 rpm 700 to 850 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% -
    • This is the engine load calculated based on the estimated intake pressure.

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

      (For example, when the estimated intake 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

      Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.)

    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
    • 2.5 to 4.5 gm/sec: Idling (engine warmed up)

    • 6.0 to 18.0 gm/sec: 3000 rpm (without load)

    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)
    • This value is calculated based on the atmospheric pressure sensor.

    • Standard atmospheric pressure: 101 kPa(abs) [14.65 psi(abs)]

    • For every 100 m (328 ft.) increase in altitude, pressure drops by 1 kPa (0.15 psi). This varies by weather.

    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


    • After warming up the engine, the engine oil temperature is 80 to 110°C (176 to 230°F).

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

    • If the value is -40°C (-40°F), or 164°C (327°F) or higher, the sensor circuit is open or shorted.

    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


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

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

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

    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


    • A high post-turbo intake air temperature may suppress the turbo boost pressure and cause a lack of power.

    • The post-turbo intake air temperature indicates the output value of the No. 1 turbo pressure sensor (intake air temperature sensor).

    Intake Air Temperature B1S1 (Turbo) Supported Status of the intake air temperature B1S1 supported Supp or Unsupp Supp -
    Ambient Temperature Ambient temperature Min.: -40°C (-40°F), Max.: 215°C (419°F) Equivalent to ambient temperature

    This is the ambient temperature.

    Tech Tips

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

    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.
  3. Throttle Control 1 (Ptrl Throttle)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    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%
    • 10 to 22%: Accelerator pedal fully released

    • 52 to 90%: Accelerator pedal fully depressed

    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%
    • 24 to 40%: Accelerator pedal fully released

    • 68 to 95%: Accelerator pedal fully depressed

    The No. 2 accelerator pedal position sensor output is converted using 5 V = 100%.
  4. Throttle Control 2 (All Data)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    Accelerator Position Sensor No.1 Voltage Accelerator pedal position sensor No. 1 voltage Min.: 0 V, Max.: 4.98 V
    • 0.5 to 1.1 V: Accelerator pedal fully released

    • 2.6 to 4.5 V: Accelerator pedal fully depressed

    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
    • 1.2 to 2.0 V: Accelerator pedal fully released

    • 3.4 to 4.75 V: Accelerator pedal fully depressed


    • This is the raw voltage from the No. 2 accelerator pedal position sensor.

    • The No. 2 accelerator pedal position sensor is used to monitor accelerator pedal position No. 1 sensor. When there is a malfunction in sensor No. 1, the ECM uses No. 2 sensor to control the engine.

    Accelerator Idle Position Whether or not accelerator pedal position sensor detecting released accelerator pedal ON or OFF ON: Accelerator pedal fully released This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.
    Engine Starting Torque Control Count Engine Starting Torque Control Count Min.: 0, Max.: 255 - -
  5. Throttle Control 3 (Ptrl Throttle)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    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%
    • 10 to 22%: Accelerator pedal fully released

    • 64 to 96%: Accelerator pedal fully depressed (engine running)

    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%
    • 42 to 62%: Accelerator pedal fully released

    • 92 to 100%: Accelerator pedal fully depressed (engine running)

    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%
    • 0%: Accelerator pedal fully released

    • 50 to 80%: Accelerator pedal fully depressed (engine running)


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

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

    • The throttle valve opening amount during idling is indicated by 0%.

    Throttle Position Sensor No.1 Voltage Throttle position sensor No. 1 output voltage Min.: 0 V, Max.: 4.98 V
    • 0.6 to 1.1 V: Accelerator pedal fully released

    • 3.2 to 4.8 V: Accelerator pedal fully depressed (engine running)

    • 0.6 to 1.4 V: Fail-safe operating

    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
    • 2.1 to 3.1 V: Accelerator pedal fully released

    • 4.6 to 4.98 V: Accelerator pedal fully depressed (engine running)

    • 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 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)
    • The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the engine switch is on (IG), the accelerator pedal is released and the throttle actuator is off).

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

    +BM Voltage +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 - -
  6. Turbocharger Control (All Data)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    Wastegate Valve Control Duty Ratio The duty ratio of the vacuum regulating valve assembly Min.: 0%, Max.: 100% 0 to 20%: Idling
    • Does not operate at engine switch on (IG) or during idling.

    • Does not operate during racing due to control based on engine load.

    Wastegate Valve Control Duty Ratio Supported Status of the Wastegate Valve Control Duty Ratio Supported Supp or Unsupp Supp -
    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] -
    • Check by comparing with the intercooler pressure.

    • The intercooler internal pressure remaining 20 kPa [2.9 psi] below the target boost pressure for 5 seconds or more when the accelerator pedal is fully depressed may lead to a sensation of lack of power.

    • When driving with the accelerator pedal fully depressed at an engine speed of 3000 rpm or higher, the intercooler internal pressure approximately equals the target boost pressure.

    • The target boost pressure is the value calculated by the ECM.

    Target Boost Pressure Supported Status of the target boost pressure supported Supp or Unsupp Supp -
    Target Boost Pressure2 Supported Status of the target boost pressure2 supported Supp or Unsupp Unsupp -
    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
    • At engine switch on (IG) or during idling, the intercooler internal pressure approximately equals the atmospheric pressure (standard atmospheric pressure is 101 kPa [14.65 psi]).

    • When diagnosing a lack of power, check by comparing to the target boost pressure.

    • The intercooler internal pressure remaining 20 kPa [2.9 psi] below the target boost pressure for 5 seconds or more when the accelerator pedal is fully depressed may lead to a sensation of lack of power.

    • The boost pressure sensor indicates the output value of the No. 2 turbo pressure sensor.

    Boost Pressure Sensor Supported Status of the boost pressure sensor supported Supp or Unsupp Supp -
    Boost Pressure Sensor2 Supported Status of the boost pressure sensor2 supported Supp or Unsupp Unsupp -
    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.
  7. Idle Speed Control (Ptrl Rough Idle)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    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.

        Tech Tips

        The engine is considered to have started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after starting the engine, this parameter changes to ON and remains ON for the rest of the trip.

        ON: The engine speed decreased immediately after starting the engine.

        OFF: The engine speed did not decrease immediately after starting the engine.

    • For use when engine stall, starting problems or rough idle is present.

    N 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 -
    • The intake air amount and ignition timing are adjusted when there is a large decrease in engine speed (for example, a decrease to 550 rpm or less) in order to prevent engine stall.

    • For use when engine stall, starting problems or rough idle is present.

    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


    • When the absolute value of the "ISC F/B Torque" exceeds a certain value, that absolute value is gradually taken into account in the "ISC F/B Learn Torque".

    • When the engine is operating stably near the target idle speed, the following relational expression can be derived.

      ISC torque (ISC total torque) = "ISC F/B Learn Torque" + "ISC F/B Torque" + "Sum of ISC F/B Torque (Recent)" + "ISC Total AUXS Torque"

    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.
    Throttle Position Throttle position Min.: 0 deg, Max.: 499.99 deg - -
  8. Fuel System 1 (Ptrl General)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    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 (High) Supported Status of the target fuel pressure (for high pressure side) supported Supp or Unsupp - -
    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).
    Target Fuel Pressure (Low) Supported Status of the target fuel pressure (for low pressure side) supported Supp or Unsupp - -
    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 (High) Supported Status of the Fuel pressure (for high pressure side) supported Supp or Unsupp - -
    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 Pressure (Low) Supported Status of the Fuel pressure (for low pressure side) supported Supp or Unsupp - -
    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.
    Engine Fuel Rate Engine fuel rate Min.: 0 gm/sec, Max.: 1310.70 gm/sec - -
  9. EVAP System 1 (All Data)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    VSV for Vent Valve VSV for Vent Valve ON or OFF
    • OFF: Vent

    • ON: Closed

    -
    Vacuum Pump Key-off EVAP system leak detection pump status ON or OFF - This item changes to ON during the key-off EVAP monitor which is performed approximately 5 hours after the engine switch is turned off*.

    *: Click here

  10. Fuel System 2 (All Data)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    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 - -
  11. EVAP System 2 (Ptrl Evaporative)


    Powertrain > Engine > 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 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 (%))

    EVAP Purge Density Learn Value Purge density learned value Min.: -200, Max.: 199.993 -
    • EVAP 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 EVAP 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%.

    Tech Tips


    • 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(abs) [0 psi(abs)], Max.: 1441.77 kPa(abs) [209.07 psi(abs)] Approximately 100 kPa(abs) [14.5 psi(abs)]: Engine switch on (IG)

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

    Tech Tips


    • 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(abs) [-104.53 psi(abs)], Max.: 720.874 kPa(abs) [104.53 psi(abs)] Approximately 100 kPa(abs) [14.5 psi(abs)]: Engine switch on (IG) -
    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% - -
  12. Air Fuel Ratio Control 1 (All Data)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    Target Air-Fuel Ratio Target air fuel ratio Min.: 0, Max.: 2 0.8 to 1.2: During idling
    • 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 A/F (O2) Lambda Sensor B1S1 are related.

  13. Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    A/F (O2) Lambda Sensor B1S1 Output air fuel ratio associated Min.: 0, Max.: 2
    • 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.

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


      • Injection Volume: +/-0%


        • A/F (O2) Lambda Sensor B1S1: 0.99

        • A/F (O2) Sensor Voltage B1S1: 3.29 V

        • A/F (O2) Sensor Current B1S1: 0.00 mA

        • O2 Sensor Voltage B1S2: 0.43 V


      • Injection Volume: -12.5%


        • A/F (O2) Lambda Sensor B1S1: 1.20

        • A/F (O2) Sensor Voltage B1S1: 3.86 V

        • A/F (O2) Sensor Current B1S1: 0.39 mA

        • O2 Sensor Voltage B1S2: 0.03 V


      • Injection Volume: 12.5%


        • A/F (O2) Lambda Sensor B1S1: 0.94

        • A/F (O2) Sensor Voltage B1S1: 2.70 V

        • A/F (O2) Sensor Current B1S1: -0.25 mA

        • O2 Sensor Voltage B1S2: 0.90 V

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

    • Performing the "Control the Injection Volume 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.

    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
    • 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 0.47 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 (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
    • This is the output voltage of the heated oxygen sensor.

    • Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio.

    • Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio.

    • During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V.

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

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


      • Injection Volume: -12.5%


        • A/F (O2) Lambda Sensor B1S1: 1.20

        • A/F (O2) Sensor Voltage B1S1: 3.86 V

        • A/F (O2) Sensor Current B1S1: 0.39 mA

        • O2 Sensor Voltage B1S2: 0.03 V


      • Injection Volume: 12.5%


        • A/F (O2) Lambda Sensor B1S1: 0.94

        • A/F (O2) Sensor Voltage B1S1: 2.70 V

        • A/F (O2) Sensor Current B1S1: -0.25 mA

        • O2 Sensor Voltage B1S2: 0.90 V

    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 B1S2 Short-term fuel trim Min.: -100%, Max.: 99.21% - -
    Long FT B1S1 Long-term fuel trim Min.: -100%, Max.: 99.21% -20 to 20%
    • The ECM will learn the Long FT values based on Short FT. The goal is to keep Short FT 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 and Long FT (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 B1S1" indicates the learned value for the current operating range.

        [A/F Learn Value Idle Bank 1], [A/F Learn Value Low Bank 1], [A/F Learn Value Mid No.1 Bank 1], [A/F Learn Value Mid No.2 Bank 1], [A/F Learn Value High Bank 1], [A/F Learn Value Low (Dual) Bank 1], [A/F Learn Value Mid (Dual) No.1 Bank 1], [A/F Learn Value Mid (Dual) No.2 Bank 1] and [A/F Learn Value High (Dual) Bank 1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT B1S1" indicates the current engine operating range.

    Long FT B1S2 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
    • OL (Open Loop): Has not yet satisfied conditions to go to closed loop.

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

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

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

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

    • CL (Closed Loop): During air fuel ratio feedback control, A/F (O2) Lambda Sensor B1S1 is approximately 1.0 and A/F (O2) Sensor Voltage B1S1 is approximately 3.3 V.

    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).
  14. Ignition System (Ignition)


    Powertrain > Engine > Data List
    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:

    • 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) -
    • Refer to "Knock F/B 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 F/B 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.

    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) -
    • 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 Advance Control Cylinder #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 Advance Control Cylinder #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 Advance Control Cylinder #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.

  15. VVT Control (Ptrl Valve Control)


    Powertrain > Engine > Data List
    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 -
    • This is the intake VVT displacement angle during forced operation.

    • By checking Intake VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor (for intake camshaft) signal is being output.

    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 -
    • This is the exhaust VVT displacement angle during forced operation.

    • By checking Exhaust VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor (for exhaust camshaft) signal is being output.

    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) -
  16. Catalyst (Ptrl CAT Converter)


    Powertrain > Engine > Data List
    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) -
    • 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 P042000), etc., and should therefore be used as a reference when recreating malfunction conditions.

    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.
  17. Various Vehicle Conditions 2 (All Data)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    Starter SW Starter signal ON or OFF
    • ON: Starter operating

    • OFF: Starter not operating

    -
    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
    • ON: Brake pedal depressed

    • OFF: Brake pedal released

    -
    Immobiliser Communication Immobiliser communication ON or OFF ON: Normal -
    Cruise Main SW Cruise control switch status ON or OFF - -
    Closed Throttle Position SW Closed throttle position switch status ON or OFF
    • ON: Accelerat or pedal fully released

    • OFF: Accelerat or pedal depressed

    -
  18. Check Mode (Check Mode)


    Powertrain > Engine > Data List
    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 - -
  19. Test Result (Monitor Status)


    Powertrain > Engine > 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

    Fuel System Monitor Result Fuel system monitor Compl or Incmpl -
    • *1

    Misfire Monitor Misfire monitor Not Avl or Avail -
    • *1

    EGR/VVT Monitor EGR/VVT monitor Not Avl or Avail -
    • *1

    EGR/VVT Monitor Result EGR/VVT monitor Compl or Incmpl -
    • *1

    A/F (O2) Sensor Heater Monitor O2S (A/FS) heater monitor Not Avl or Avail -
    • *1

    A/F (O2) Sensor Heater Monitor Result O2S (A/FS) heater monitor Compl or Incmpl -
    • *1

    A/F (O2) Sensor Monitor O2S (A/FS) monitor Not Avl or Avail -
    • *1

    A/F (O2) Sensor Monitor Result O2S (A/FS) monitor Compl or Incmpl -
    • *1

    Secondary Air Injection System Monitor Secondary air injection system monitor Not Avl or Avail -
    • *1

    Secondary Air Injection System Monitor Result Secondary air injection system monitor Compl or Incmpl -
    • *1

    EVAP Monitor EVAP monitor Not Avl or Avail -
    • *1

    EVAP Monitor Result EVAP monitor Compl or Incmpl -
    • *1

    Heated Catalyst Monitor Heated catalyst monitor Not Avl or Avail -
    • *1

    Heated Catalyst Monitor Result Heated catalyst monitor Compl or Incmpl -
    • *1

    Catalyst Monitor Catalyst monitor Not Avl or Avail -
    • *1

    Catalyst Monitor Result Catalyst monitor Compl or Incmpl -
    • *1

    Component Monitor ENA (Current) Comprehensive component monitor Unable or Enable -
    • *2

    Component Monitor Result (Current) Comprehensive component monitor Compl or Incmpl -
    • *2

    Fuel System Monitor ENA (Current) Fuel system monitor Unable or Enable -
    • *2

    Fuel System Monitor Result (Current) Fuel system monitor Compl or Incmpl -
    • *2

    Misfire Monitor ENA (Current) Misfire monitor Unable or Enable -
    • *2

    Misfire Monitor Result (Current) Misfire monitor Compl or Incmpl -
    • *2

    EGR/VVT Monitor ENA (Current) EGR monitor Unable or Enable -
    • *2

    EGR/VVT Monitor Result (Current) EGR monitor Compl or Incmpl -
    • *2

    O2 Sensor Heater ENA (Current) O2S (A/FS) heater monitor Unable or Enable -
    • *2

    O2 Sensor Heater Monitor Result (Current) O2S (A/FS) heater monitor Compl or Incmpl -
    • *2

    A/F (O2) Sensor Monitor ENA (Current) O2S (A/FS) monitor Unable or Enable -
    • *2

    A/F (O2) Sensor Monitor Result (Current) O2S (A/FS) monitor Compl or Incmpl -
    • *2

    Secondary Air Injection System Monitor ENA (Current) Secondary air injection system monitor Unable or Enable -
    • *2

    Secondary Air Injection System Monitor Result (Current) Secondary air injection system monitor Compl or Incmpl -
    • *2

    EVAP Monitor ENA (Current) EVAP monitor Unable or Enable -
    • *2

    EVAP Monitor Result (Current) EVAP monitor Compl or Incmpl -
    • *2

    Heated Catalyst Monitor ENA (Current) Heated catalyst monitor Unable or Enable -
    • *2

    Heated Catalyst Monitor Result (Current) Heated catalyst monitor Compl or Incmpl -
    • *2

    Catalyst Monitor ENA (Current) Catalyst monitor Unable or Enable -
    • *2

    Catalyst Monitor Result (Current) 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 engine switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the battery cable is disconnected.

    *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 engine switch is turned off.

  20. Various Vehicle Conditions 3 (All Data)


    Powertrain > Engine > Data List
    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 -
    • This is the number of warmup cycles after the DTCs were cleared.

    • This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory).

      *: An engine warmup is defined as the engine coolant temperature rising 20°C (36°F) or higher and reaching a temperature of 70°C (158°F) or higher after the engine is started.

    Distance 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 -
    IG OFF Elapsed Time Time after engine switch off Min.: 0 min, Max.: 655350 min Cumulative time after engine switch off -
    OBD Requirements OBD requirement - OBD II (California ARB) -
    Number of Emission DTC Emissions-related DTCs - - This is the number of emissions-related DTCs.
  21. Misfire (Ptrl Misfire)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    Ignition Trigger 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 Misfire Count #1 to #4 / Ignition Trigger Count

    Tech Tips


    • 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.

    Misfire Count Cylinder #1 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.

    Misfire Count Cylinder #2 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.

    Misfire Count Cylinder #3 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.

    Misfire Count Cylinder #4 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
    • 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%., Max.: 510% 0%: 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.

    Misfire Margin Misfire monitoring Min.: -128%, Max.: 127% 0 to 127%: Idling
    • 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%.

    Catalyst OT Misfire Fuel Cut Fuel cut to prevent catalyst from overheating during misfire Not Avl or Avail
    • Avail: "Fuel cut to prevent catalyst from overheating during misfire" available

    • Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available


    • When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder.

    • For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder.

    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 - -
  22. Various Vehicle Conditions 4 (All Data)


    Powertrain > Engine > Data List
    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 -
    • Indicates the number of times starter turned ON in the current driving cycle.

    • Number of times starter turned ON before engine started displayed in the 1 position.

    • Number of times starter turned ON after engine started displayed in the 10 position.

    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) -
    • Before 5 seconds elapse after starting the engine, which is DTC P160400 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip.

    • After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal.

    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 -
    • This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm.

    • This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms.

    Engine 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).
    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 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) - -
    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 - -
    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 - -
    Engine Oil Jet Control Valve Piston-cooling oil-jet control valve operation status ON or OFF ON: Idling -
  23. Compression (Compression)


    Powertrain > Engine > Data List
    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 -
    • This is output only when Check the Cylinder Compression is performed using the Active Test.

    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.

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

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

    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.

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

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

    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.

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

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

    • This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking.

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

    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.
  24. Air Fuel Ratio Cylinder Imbalance (Ptrl AF O2 Sensor)


    Powertrain > Engine > Data List
    Tester Display Measurement Item Range Normal Condition Diagnostic Note
    A/F Sensor Determination (Worst Value) Bank 1 Worst judgment value of air fuel ratio sensor output Min.: 0, Max.: 2.55 0.00
    • The worst value detected during monitoring is displayed.

    • The value is reset when DTCs are cleared.

    Engine Speed Fluctuation Average (Worst Value) Cylinder #1 Worst value of average engine speed fluctuation (Cylinder 1) Min.: 0, Max.: 2.55 0.00
    • The worst value detected during monitoring is displayed.

    • The value is reset when DTCs are cleared.

    Engine Speed Fluctuation Average (Worst Value) Cylinder #2 Worst value of average engine speed fluctuation (Cylinder 2) Min.: 0, Max.: 2.55 0.00
    • The worst value detected during monitoring is displayed.

    • The value is reset when DTCs are cleared.

    Engine Speed Fluctuation Average (Worst Value) Cylinder #3 Worst value of average engine speed fluctuation (Cylinder 3) Min.: 0, Max.: 2.55 0.00
    • The worst value detected during monitoring is displayed.

    • The value is reset when DTCs are cleared.

    Engine Speed Fluctuation Average (Worst Value) Cylinder #4 Worst value of average engine speed fluctuation (Cylinder 4) Min.: 0, Max.: 2.55 0.00
    • The worst value detected during monitoring is displayed.

    • The value is reset when DTCs are cleared.

    A/F Sensor Determination (Worst Value) (Port) Bank 1 Worst judgment value of air fuel ratio sensor output (port injection) Min.: 0, Max.: 2.55 0.00
    • The worst value detected during monitoring is displayed.

    • The value is reset when DTCs are cleared.

    Engine Speed Fluctuation Average (Worst Value) (Port) Cylinder #1 Worst value of average engine speed fluctuation (cylinder 1, port injection) Min.: 0, Max.: 2.55 0.00
    • The worst value detected during monitoring is displayed.

    • The value is reset when DTCs are cleared.

    Engine Speed Fluctuation Average (Worst Value) (Port) Cylinder #2 Worst value of average engine speed fluctuation (cylinder 2, port injection) Min.: 0, Max.: 2.55 0.00
    • The worst value detected during monitoring is displayed.

    • The value is reset when DTCs are cleared.

    Engine Speed Fluctuation Average (Worst Value) (Port) Cylinder #3 Worst value of average engine speed fluctuation (cylinder 3, port injection) Min.: 0, Max.: 2.55 0.00
    • The worst value detected during monitoring is displayed.

    • The value is reset when DTCs are cleared.

    Engine Speed Fluctuation Average (Worst Value) (Port) Cylinder #4 Worst value of average engine speed fluctuation (cylinder 4, port injection) Min.: 0, Max.: 2.55 0.00
    • The worst value detected during monitoring is displayed.

    • The value is reset when DTCs are cleared.

  25. Automatic Transaxle (All Data)


    Powertrain > Engine > Data List
    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
    • ON: Shift lever in P

    • OFF: Shift lever not in P

    -
    Shift SW Status (R Range) Park/neutral position switch status ON or OFF
    • ON: Shift lever in R

    • OFF: Shift lever not in R

    -
    Shift SW Status (N Range) Park/neutral position switch status ON or OFF
    • ON: Shift lever in N

    • OFF: Shift lever not in N

    -
    Shift SW Status (N,P Range) Park/neutral position switch status ON or OFF
    • OFF: Shift lever in N or P

    • ON: Shift lever not in N or P

    -
    Sport Shift Up SW Sport shift up switch status ON or OFF
    • ON: Continuously shift to "+" (up-shift)

    • OFF: Release "+" (up-shift)

    -
    Sport Shift Down SW Sport shift down switch status ON or OFF
    • ON: Continuously shift to "-" (down-shift)

    • OFF: Release "-" (down-shift)

    -
    Shift SW Status (S Range) Transmission control switch status ON or OFF
    • ON: Shift lever in M

    • OFF: Shift lever not in M

    -
    Shift SW Status (D Range) Park/neutral position switch status ON or OFF
    • ON: Shift lever in D or M

    • OFF: Shift lever not in D or M

    -
    A/T Oil Temperature No.1 ATF temperature sensor value Min.: -40°C (-40°F), Max.: 150°C (302°F)
    • After stall test;

      approximately 80°C (176°F)

    • Equal to ambient temperature when cold soak

    -
    Drive Mode Status Drive mode status Normal, Power, Sport, Sport+, Comfort or ECO - -
    Mode Cancel SW Mode switch (cancel) status ON or OFF
    • ON: Combination switch being pushed and held

    • OFF: Combination switch not pushed

    -
    Power Mode SW Mode switch (sport) status ON or OFF
    • ON: Combination switch being turned and held at SPORT (S, S+) position

    • OFF: Combination switch not turned

    -
    Lock Up Status Lock up ON or OFF
    • ON: Lock-up operating

    • OFF: Lock-up not operating

    -
    Shift Status ECM gear shift command 1st, 2nd, 3rd, 4th, 5th or 6th Same as actual gear -
    Actual Engine Percent Torque Actual engine percent torque Min.: -125%, Max.: 130% - -
    Engine Reference Torque (Fixed Value) Engine reference torque Min.: 0 Nm, Max.: 65535 Nm - -
    Engine Friction Percent Torque Engine friction percent torque Min.: -125%, Max.: 130% - -
    Fuel Remaining Volume Fuel remaining volume Min.: 0%, Max.: 100% 100%: Fuel tank is full -
  26. Low-speed Pre-ignition (All Data)


    Powertrain > Engine > Data List
    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.
  27. 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.


    1. Warm up the engine.

    2. Turn the engine switch off.

    3. Connect the GTS to the DLC3.

    4. Turn the engine switch on (IG).

    5. Turn the GTS on.

    6. Enter the following menus: Powertrain / Engine / Active Test.

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


      Powertrain > Engine > 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.

      • Perform the test at 3000 rpm or less.

      • 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 / Active Test / Control the Injection Volume / Data List / A/F (O2) Sensor Voltage B1S1 and O2 Sensor Voltage B1S2.

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

      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.

      • Perform the test at 3000 rpm or less.

      • 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 / Active Test / Control the Injection Volume for A/F Sensor / Data List / A/F (O2) Sensor Voltage B1S1 and O2 Sensor Voltage B1S2.

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

      • See waveform *4.

      Activate the EVAP Purge VSV Activate purge VSV control ON/OFF
      • The purge VSV is opened with an approximately 30% duty ratio.

      • See waveform *6.

      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:


      • Engine switch is on (IG).

      • Engine is stopped.

      • Shift lever in P.

      Control the Fuel Pump Duty Ratio Activate fuel pump (for low pressure side) 25%/80%

      Perform this test when the following conditions are met:


      • Engine switch is on (IG).

      • Engine is stopped.

      • Shift lever in P.

      Activate the TC Terminal Turn on and off TC and TE1 (CG) connection ON/OFF
      • Confirm that the vehicle is stopped.

      • ON: TC and TE1 (CG) are connected.

      • OFF: TC and TE1 (CG) are disconnected.

      Prohibit the Idle Fuel Cut Prohibit idling fuel cut control Active/Not Active

      Perform this test when the following conditions are met:


      • Engine switch is on (IG).

      • Engine is stopped.

      • Shift lever in P.

      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
      • Close/Open

      • Active/Not Active

      Open: Throttle valve opens slowly

      Perform this test when the following conditions are met:


      • Engine switch is 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

      • Active/Not Active

      Open: Throttle valve opens quickly


      • Same as above.

      • See waveform *5.

      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


      • 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.

      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


      • 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.

      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 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
      • Port/Direct

      • Active/Not Active

      Perform this test when the following conditions are met:


      • Vehicle stopped and engine idling

      • When the Data List Injection Switching Status is "OK"

      Tech Tips


      • When using the "Control the Injection Mode" Active Test to check the condition of the engine, switch from "Port" to "Direct".

      • Do not switch from "Direct" to "Port". When performing the inspection more than once, after the Active Test ends, lightly race the engine, and then perform the inspection from "Port" again.

      • If the display does not switch from "Port" even after lighting racing the engine, idle the engine for approximately 1 minute, and then lightly race the engine.

      Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #4) injector fuel cut
      • #1/#2/#3/#4

      • Active/Not Active

      Perform this test when the following conditions are met:


      • Vehicle is stopped.

      • Engine is idling.

      • Shift lever in P.

      *2

      Control the All Cylinders Fuel Cut Fuel cut for all cylinders Active/Not Active

      Perform this test when the following conditions are met:


      • Vehicle is stopped.

      • Engine is idling.

      • Shift lever in P.

      *2

      Check the Cylinder Compression Check the cylinder compression pressure Active/Not Active

      Fuel injection and ignition stop in all cylinders.

      *3

      D-4S (Fuel Cut) Perform 2 pattern in order to operate fuel cut
      • Port/Direct

      • #1/#2/#3/#4

      • Active/Not Active

      Perform this test when the following conditions are met:


      • Vehicle stopped and engine idling

      • When the Data List Injection Switching Status is "OK"

      Tech Tips


      • When switching the injection method and performing the "D-4S (Fuel Cut)" Active Test, switch from "Port" to "Direct".

      • Do not switch from "Direct" to "Port". When performing the inspection more than once, after the Active Test ends, lightly race the engine, and then perform the inspection from "Port" again.

      • If the display does not switch from "Port" even after lighting racing the engine, idle the engine for approximately 1 minute, and then lightly race the engine.

      D-4S (Injection Volume) Perform 2 pattern in order to operate injection volume
      • Port/Direct

      • -12.5 to 24.8%

      Perform this test when the following conditions are met:


      • Vehicle stopped and engine idling

      • When the Data List Injection Switching Status is "OK"

      Tech Tips


      • When switching the injection method and performing the "D-4S (Injection Volume)" Active Test, switch from "Port" to "Direct".

      • Do not switch from "Direct" to "Port". When performing the inspection more than once, after the Active Test ends, lightly race the engine, and then perform the inspection from "Port" again.

      • If the display does not switch from "Port" even after lighting racing the engine, idle the engine for approximately 1 minute, and then lightly race the engine.

      D-4S (A/F Control) Perform 2 pattern in order to operate air fuel ratio control
      • Port/Direct

      • -12.5% or 25%

      Perform this test when the following conditions are met:


      • Vehicle stopped and engine idling

      • When the Data List Injection Switching Status is "OK"

      Tech Tips


      • When switching the injection method and performing the "D-4S (A/F Control)" Active Test, switch from "Port" to "Direct".

      • Do not switch from "Direct" to "Port". When performing the inspection more than once, after the Active Test ends, lightly race the engine, and then perform the inspection from "Port" again.

      • If the display does not switch from "Port" even after lighting racing the engine, idle the engine for approximately 1 minute, and then lightly race the engine.

      D-4S (Fuel Cut) Perform 2 pattern in order to operate fuel cut
      • Port/Direct

      • #1/#2/#3/#4

      • Active/Not Active

      Perform this test when the following conditions are met:


      • Vehicle stopped and engine idling

      • When the Data List Injection Switching Status is "OK"

      Tech Tips


      • When switching the injection method and performing the "D-4S (Fuel Cut)" Active Test, switch from "Port" to "Direct".

      • Do not switch from "Direct" to "Port". When performing the inspection more than once, after the Active Test ends, lightly race the engine, and then perform the inspection from "Port" again.

      • If the display does not switch from "Port" even after lighting racing the engine, idle the engine for approximately 1 minute, and then lightly race the engine.

      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:


      • Vehicle is stopped.

      • Engine is idling.

      • Shift lever in P.

      *1: Refer to EVAP System.

      Click here

      Note


        *2:

      • 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.


        1. Stop the engine, turn the engine switch on (IG).

        2. Enter the Control the Select Cylinder Fuel Cut.

        3. Select the cylinder for fuel cut (cylinder #1 to #4) and turn the Active Test ON (press the RIGHT or LEFT button).

        4. Start the engine.

      Tech Tips

      *3:

      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.


      1. Warm up the engine.

      2. Turn the engine switch off.

      3. Connect the GTS to the DLC3.

      4. Turn the engine switch on (IG).

      5. Turn the GTS on.

      6. 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.

      7. Push the snapshot button to turn the snapshot function on.

        Tech Tips

        Using the snapshot function, data can be recorded during the Active Test.

      8. 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.

      9. Crank the engine for about 10 seconds.

        Tech Tips

        Continue to crank the engine until the values change from the default value (51199 rpm).

      10. 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.

      11. 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.

      12. Push the snapshot button to turn the snapshot function off.

      13. 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.

      14. 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.


    • Reference Waveforms for Active Test
      • *4: Control the Injection Volume for A/F Sensor (Idling after warming up)

        B008IOHE21

        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.

      • *5: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Engine switch on (IG))

        B008JO8E01

        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%
      • *6: Activate the EVAP Purge VSV (Idling after warming up, port injection control)

        B008I5ZE06
        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.

  28. SYSTEM CHECK


    1. EVAPORATIVE SYSTEM CHECK

      Tech Tips

      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.


      1. Connect the GTS to the DLC3.

      2. Turn the engine switch on (IG).

      3. Turn the GTS on.

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

      5. Perform the System Check by referring to the table below.

        GTS Display Test Part Condition Diagnostic Note

        Evaporative System Check

        (Automatic Mode)

        Perform 7 steps in order to operate EVAP key-off monitor automatically 35°C (95°F) or less
        • If no pending DTCs are output after performing this test, the system is functioning normally.

        • Refer to EVAP System Inspection Procedure.

          Click here

        Evaporative System Check

        (Manual Mode)

        Perform 7 steps in order to operate EVAP key-off monitor manually 35°C (95°F) or less
        • Used to detect malfunctioning parts.

        • Refer to EVAP System Inspection Procedure.

          Click here

    2. ENGINE OIL JET CONTROL CHECK

      Reference
      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.

      1. Connect the GTS to the DLC3.

      2. Start the engine.

        Tech Tips

        Engine coolant temperature is 70°C or less.

      3. Enter the following menus: Powertrain / Engine / Utility / Engine Oil Jet Control Check.

        Item Condition Content of Check System Operation
        Engine Oil Jet Control Check
        • Engine is idling

        • Vehicle is stopped

        • Shift lever is in P

        • Engine oil temperature is in specified range


        1. Valve turns off (high oil pressure)

        2. Valve turns on (low oil pressure)

        3. Valve turns off (high oil pressure)

        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].

      4. 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

      5. Confirm and select "Next".

      6. 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.

      7. Make sure that the engine speed stabilizes around 3000 rpm.

      8. Confirm and select "Next".

      9. 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.

      10. 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.

      11. 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.