SFI SYSTEM DATA LIST / ACTIVE TEST

  1. DATA LIST

    Tip:

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

    Note:

    • In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not.

    • The actual values may differ from the values listed in the chart under "Reference Value" due to climate, weather conditions, etc.

    • The values listed under "Reference Value" are those of an inspection performed in NORMAL mode. The actual values may differ if inspected in SPORT mode.

    Tip:

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

    1. Warm up the engine.

    2. Turn the A/C switch off.

    3. Turn the ignition switch off.

    4. Connect the GTS to the DLC3.

    5. Turn the ignition switch to ON.

    6. Turn the GTS on.

    7. Enter the following menus: Powertrain / Engine / Data List.

      Tip:

      • To display the list box, press the pull down menu button next to Primary. Then select a measurement group.

      • When you select a measurement group, the ECU data belonging to that group is displayed.

      • Measurement Group List / Description

        • All Data / All data

        • Primary / -

        • Engine Control / Engine control system related data

        • Ptrl General / -

        • Ptrl AF Control / Air fuel ratio control system related data

        • Ptrl AF O2 Sensor / Air fuel ratio sensors 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.

      Tip:

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

    Reference Value

    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.

      • There is a delay in when the vehicle speed data 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

    • 680 to 780 rpm: Idling (shift lever in N, engine warmed up and A/C off) (CVT models)

    • 600 to 700 rpm: Idling (shift lever in neutral, engine warmed up and A/C off) (M/T models)

    Idling (engine warmed up and A/C off): 710 rpm (CVT models)

    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 actual intake pressure.

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

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

    Vehicle Load

    Vehicle load

    Min.: 0%, Max.: 25700%

    -

    • Ignition switch ON: 0.0%

    • Idling (engine warmed up): 21.1%

    • Running without load (3000 rpm): 21.1%

    • This is the engine intake air charging efficiency.

    • Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow x 100%

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

    Tip:

    The value may exceed 100% when under boost, or due to the engine status or low intake air temperature. Use the following formula to calculate intake air flow per engine revolution:

    Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm)

    (Intake airflow (gm/sec) is value of 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

    • 1.0 to 3.0 gm/sec: Idling (engine warmed up, A/C off, shift lever in P or neutral)

    • 4.0 to 14.0 gm/sec: 3000 rpm (engine warmed up, A/C off, shift lever in P or neutral)

    • Ignition switch ON: 0.73 gm/sec

    • Idling (engine warmed up): 1.82 gm/sec

    • Running without load (2500 rpm): 6.17 gm/sec

    • Running without load (3000 rpm): 7.65 gm/sec

    This is the intake air amount measured by the mass air flow meter sub-assembly.

    Atmospheric Pressure

    Atmospheric pressure

    Min.: 0 kPa (0 psi), Max.: 255 kPa (36.98 psi)

    Equivalent to atmospheric 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 depending on the weather.

    Intake Manifold Absolute Pressure

    Intake manifold absolute pressure

    Min.: 0 kPa (0 psi), Max.: 2047.96 kPa (296.95 psi)

    • 80 to 110 kPa (11.6 to 15.95 psi): Ignition switch ON

    • 20 to 40 kPa (2.9 to 5.8 psi): Idling with warmed up engine

    -

    • This is the intake manifold pressure.

    • This item is the pressure detected by the No. 1 turbo pressure sensor.

    Tip:

    When the ignition switch is ON, the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa(abs) (14.65 psi(abs))).

    Intake Manifold Absolute Pressure Supported

    Status of Intake Manifold Absolute Pressure

    Unsupp or Supp

    Supp

    -

    -

    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.

    Tip:

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

    • After a long soak, the engine oil temperature, intake air temperature and ambient air temperature will be 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

    Engine coolant temperature

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

    75 to 100°C (167 to 212°F): After warming up

    -

    This is the engine coolant temperature.

    Tip:

    • After warming up the engine, the engine coolant temperature will be 75 to 100°C (167 to 212°F).

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

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

    • Check if the engine overheats if the value indicated is higher than 140°C (284°F).

    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

    -

    This is the intake air temperature.

    Tip:

    • 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)

    Intake air temperature after passing through the intercooler

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

    Equivalent to temperature at location of No. 2 turbo pressure sensor

    -

    Indicates the intake air temperature after passing through the intercooler.

    Tip:

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

    • The post-turbo intake air temperature indicates the output value of the No. 2 turbo pressure sensor (intake air temperature sensor).

    Intake Air Temperature B1S1 (Turbo) Supported

    Status of Intake Air Temperature B1S1 (Turbo)

    Unsupp or Supp

    Supp

    -

    -

    Ambient Temperature

    Ambient temperature

    Min.: -40°C (-40°F), Max.: 215°C (419°F)

    Equivalent to ambient temperature

    -

    This is the ambient temperature.

    Tip:

    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 sec, Max.: 65535 sec

    Time after engine start

    -

    This is the time elapsed since the engine was started.

    IG-ON Coolant Temperature

    Engine coolant temperature when ignition switch is turned to ON

    Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)

    -

    -

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

    Initial Engine Coolant Temperature

    Engine coolant temperature when engine is started

    Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)

    -

    -

    This is the engine coolant temperature stored when the engine is started.

    IG-ON Intake Air Temperature

    Intake air temperature when ignition switch is turned to ON

    Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)

    -

    -

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

    Initial Engine Intake Air Temperature

    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: Ignition switch ON

    • Ignition switch ON: 12.617 V

    • Cranking: 10.488 V

    • Idling (engine warmed up): 14.062 V

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

    Battery Sensor Voltage

    Battery sensor voltage

    Min.: 0 V, Max.: 79.998 V

    -

    -

    -

    BATT Voltage

    BATT voltage

    Min.: 0 V, Max.: 79.998 V

    -

    -

    -

    Glow Indicator Supported

    Status of the Glow Indicator

    Unsupp or Supp

    Unsupp

    -

    -

    Engine Oil Pressure

    Engine oil pressure

    Min.: 0 kPa, Max.: 5119.921 kPa

    -

    -

    This is the engine oil pressure.

  3. Throttle Control 1 (Ptrl Throttle)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Accelerator Position

    Accelerator pedal position

    Min.: 0%, Max.: 399.9%

    Actual accelerator pedal position

    • Ignition switch ON, accelerator pedal fully released: 0.0%

    • Ignition switch ON, accelerator pedal fully depressed: 100.0%

    This is the accelerator pedal position defined using the learned fully released position (sensor output) of No. 1 accelerator pedal position sensor as 0% and the fully depressed position as 100%.

    Accelerator Position Sensor No.1 Voltage %

    Absolute No. 1 accelerator pedal position

    Min.: 0%, Max.: 100%

    • 10 to 22%: Accelerator pedal fully released

    • 52 to 90%: Accelerator pedal fully depressed

    • Ignition switch ON, accelerator pedal fully released: 15.6%

    • Ignition switch ON, accelerator pedal fully depressed: 74.9%

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

    Tip:

    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 No. 2 accelerator pedal position

    Min.: 0%, Max.: 100%

    • 24 to 40%: Accelerator pedal fully released

    • 68 to 95%: Accelerator pedal fully depressed

    • Ignition switch ON, accelerator pedal fully released: 32.1%

    • Ignition switch ON, accelerator pedal fully depressed: 91.3%

    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

    Reference Value

    Diagnostic Note

    Accelerator Position Sensor No.1 Voltage

    No. 1 accelerator pedal position sensor 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

    • Ignition switch ON, accelerator pedal fully released: 0.781 V

    • Ignition switch ON, accelerator pedal fully depressed: 3.750 V

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

    Accelerator Position Sensor No.2 Voltage

    No. 2 accelerator pedal position sensor 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

    • Ignition switch ON, accelerator pedal fully released: 1.601 V

    • Ignition switch ON, accelerator pedal fully depressed: 4.550 V

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

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

    Accelerator Position Sensor No.1 Fully Closed Learn Value

    Accelerator fully released learned value (No. 1)

    Min.: 0 deg, Max.: 124.5 deg

    -

    -

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

    Accelerator Position Sensor No.2 Fully Closed Learn Value

    Accelerator fully released learned value (No. 2)

    Min.: 0 deg, Max.: 124.5 deg

    -

    -

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

    Engine Starting Torque Control Count

    Engine starting torque control count

    Min.: 0, Max.: 255

    -

    -

    -

    Throttle Position Sensor No.1 Voltage %

    Absolute No. 1 throttle position sensor

    Min.: 0%, Max.: 100%

    • 10 to 22%: Accelerator pedal fully released

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

    • Ignition switch ON, accelerator pedal fully released: 20.0%

    • Idling (engine warmed up): 15.6%

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

    Tip:

    If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.

    Throttle Position Sensor No.2 Voltage %

    Absolute No. 2 throttle position sensor

    Min.: 0%, Max.: 100%

    • 42 to 62%: Accelerator pedal fully released

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

    • Ignition switch ON, accelerator pedal fully released: 51.7%

    • Idling (engine warmed up): 46.6%

    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, this item changes to OFF and the electronic throttle control system operation is disabled.

    • OFF: Electronic throttle control is stopped.

    Open Side Malfunction

    Open malfunction

    ON or OFF

    OFF

    -

    This item 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 P or neutral)

    • Ignition switch ON, accelerator pedal fully released: 0.839 V

    • Idling (engine warmed up): 0.781 V

    The value of this item is calculated by the ECM and shows 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)

    Idling (engine warmed up): 0.0%

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

    • The value of this item has no meaning when the ignition switch is ON and the engine is not running.

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

    Throttle Position Sensor No.1 Voltage

    No. 1 throttle position sensor 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

    • Ignition switch ON, accelerator pedal fully released: 0.996 V

    • Idling (engine warmed up): 0.781 V

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

    Throttle Position Sensor No.2 Voltage

    No. 2 throttle position sensor 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

    • Ignition switch ON, accelerator pedal fully released: 2.597 V

    • Idling (engine warmed up): 2.343 V

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

    Throttle Position Command

    Throttle position command value

    Min.: 0 V, Max.: 4.98 V

    0.6 to 1.1 V: Idling (A/C off and shift lever in P or neutral)

    • Ignition switch ON, accelerator pedal fully released: 0.839 V

    • Idling (engine warmed up): 0.781 V

    The value displayed for this item is the same as Throttle Request Position.

    Throttle Position Sensor Open Position No.1

    No. 1 throttle position sensor

    Min.: 0 V, Max.: 4.98 V

    -

    Ignition switch ON, accelerator pedal fully released: 0.996 V

    This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. If the accelerator pedal is released, the throttle valve is kept open by the throttle valve opener when the ignition switch is ON.

    Throttle Position Sensor Open Position No.2

    No. 2 throttle position sensor

    Min.: 0 V, Max.: 4.98 V

    -

    Ignition switch ON, accelerator pedal fully released: 2.070 V

    This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. If the accelerator pedal is released, the throttle valve is kept open by the throttle valve opener when the ignition switch is ON.

    Throttle Motor Current

    Throttle actuator current

    Min.: 0 A, Max.: 19.9 A

    0 to 3.0 A: Idling (A/C off and shift lever in P or neutral)

    • Ignition switch ON, accelerator pedal fully released: 0.0 A

    • Idling (engine warmed up): 0.8 A

    When the value of this item is large but the actual opening angle (Throttle Position Sensor No.1 Voltage) does not reach the target opening angle (Throttle Request 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 P or neutral)

    -

    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 P or neutral)

    -

    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 P or neutral)

    -

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

    Tip:

    During idle, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, if carbon deposits have built 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 the "Throttle Motor Duty Ratio (Open)" signal.

    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: Ignition switch ON

    -

    • 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 8°, the position when the ignition switch is ON, the accelerator pedal is released and the throttle actuator is off).

    • Learning is performed immediately after the ignition switch is turned to ON.

    +BM Voltage

    +BM voltage

    Min.: 0 V, Max.: 79.998 V

    11 to 14 V: Ignition switch ON

    -

    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 ignition switch is turned off).

    Actuator Power Supply

    Actuator power supply

    ON or OFF

    ON: Idling or throttle actuator operating

    -

    -

    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

    -

    -

    -

  5. Turbocharger Control (All Data)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Wastegate Valve Control Duty Ratio

    Duty ratio of the vacuum regulating valve assembly

    Min.: 0%, Max.: 100%

    15 to 35%: Idling

    • Ignition switch ON: 0%

    • Idling (engine warmed up): 24.3%

    -

    Wastegate Valve Control Duty Ratio Supported

    Status of Wastegate Valve Control Duty Ratio

    Unsupp or Supp

    Supp

    -

    -

    Intercooler Water Pump Speed

    Rotational speed of electric water pump assembly

    Min.: -25600 rpm, Max.: 25599 rpm

    2000 to 7000 rpm: During electric water pump assembly operation

    • Idling (engine warmed up): 3045 rpm

    • engine speed 3000 rpm (engine warmed up): 6091 rpm

    -

    Intercooler Water Pump

    Drive request duty ratio of electric water pump assembly

    Min.: 0%, Max.: 399.9%

    40 to 85%: During electric water pump assembly operation

    • Idling (engine warmed up): 42.4%

    • 3000 rpm (engine warmed up): 79.7%

    -

    Target Boost Pressure

    Target boost pressure

    Min.: 0 kPa [0 psi], Max.: 2047.96 kPa [296.95 psi]

    90 to 100 kPa [13.05 to 14.5 psi] (varies with atmospheric pressure): Idling

    Idling (engine warmed up): 99.78 kPa

    • Check by comparing with the intercooler internal pressure.

    • If the intercooler internal pressure remains 20 kPa [2.9 psi] below the target boost pressure for 5 seconds or more when the accelerator pedal is fully depressed, a lack of power may be felt.

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

    • The target boost pressure is calculated by the ECM.

    Target Boost Pressure Supported

    Status of Target Boost Pressure

    Unsupp or Supp

    Supp

    -

    -

    Target Boost Pressure2 Supported

    Status of Target Boost Pressure2

    Unsupp or Supp

    Unsupp

    -

    -

    Boost Pressure Sensor

    Absolute pressure inside intercooler

    Min.: 0 kPa [0 psi], Max.: 2047.96 kPa [296.95 psi]

    90 to 100 kPa [13.05 to 14.5 psi] (varies with atmospheric pressure): Idling

    Idling (engine warmed up): 99.78 kPa

    • When ignition switch is turned to ON or during idle, the intercooler internal pressure will be approximately equal to atmospheric pressure (standard atmospheric pressure is 101 kPa [14.65 psi]).

    • When diagnosing a lack of power, compare the value of this item to the target boost pressure.

    • If the intercooler internal pressure remains 20 kPa [2.9 psi] below the target boost pressure for 5 seconds or more when the accelerator pedal is fully depressed, a lack of power may be felt.

    • This item indicates the output value of the No. 1 turbo pressure sensor.

    Boost Pressure Sensor Supported

    Status of Boost Pressure Sensor

    Unsupp or Supp

    Supp

    -

    -

    Boost Pressure Sensor2 Supported

    Status of Boost Pressure Sensor2

    Unsupp or Supp

    Unsupp

    -

    -

    Air Bypass Valve Control

    Operation status of air by-pass valve assembly

    ON or OFF

    OFF (Close): Idling

    Idling: OFF

    -

  6. Idle Speed Control (Ptrl Rough Idle)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Low Revolution Control

    Low engine speed control operation state

    ON or OFF

    -

    -

    • This item indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This item changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (if the A/C switch is on, the engine speed thresholds below are increased 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 have elapsed since the engine was started, this item indicates the status of the previous trip.

        After 5 seconds have elapsed since the engine was started, this item indicates the status of the current trip.

        Tip:

        The engine is considered to be started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after the engine is started, this item 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 the engine stalls, or starting problems or rough idle is present.

    Neutral Control

    Neutral control status

    ON or OFF

    OFF: Idling, shift lever in P

    -

    -

    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

    -

    -

    -

    ISC F/B Learn Torque

    ISC feedback learning torque

    Min.: -1024 Nm, Max.: 1023.96 Nm

    -7 to 15 Nm: Idling (engine warmed up, A/C off and shift lever in P or neutral)

    -

    This item represents compensation value necessary to make the engine run at the target idle speed. This value expresses the difference between the actual torque and estimated torque. For example, when this value is positive, maintaining the idle speed requires more torque than the estimated torque.

    Tip:

    • When the absolute value of ISC F/B Torque exceeds a certain value, it is gradually taken into account in the calculation of 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 (engine warmed up, A/C off and shift lever in P or neutral)

    -

    This item represents the total of each estimated load torque when the engine is idling. (The total load torque of engine friction, alternator, air conditioner, CVT, etc.)

    ISC F/B Torque

    ISC feedback torque

    Min.: -1024 Nm, Max.: 1023.96 Nm

    -5 to 5 Nm: Idling (engine warmed up, A/C off and shift lever in P or neutral)

    -

    This item expresses the feedback compensation value (torque) necessary to make the engine run at the target idle speed.

    Tip:

    When the engine does not run at the target idle speed, ISC F/B Torque will increase or decrease.

    Sum of ISC F/B Torque (Recent)

    ISC feedback torque (recent)

    Min.: -1024 Nm, Max.: 1023.96 Nm

    -7 to 10 Nm: Idling (engine warmed up, A/C off and shift lever in P or neutral)

    -

    This item expresses the feedback compensation value (torque) necessary to make the engine quickly match the target idle speed.

    Tip:

    When the engine does not run at the target idle speed, 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 intake air).

    ISC AUXS Torque (Alternator)

    ISC AUXS torque (alternator)

    Min.: -1024 Nm, Max.: 1023.96 Nm

    2 to 17 Nm: Idling (engine warmed up, A/C off and shift lever in P or neutral)

    -

    This item expresses the ISC compensation amount (estimated torque) according to the alternator 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 and shift lever in P or neutral)

    -

    This item expresses the ISC compensation torque (estimated torque) according to the air conditioner compressor load.

    Throttle Air Flow F/B Value

    Throttle air flow feedback value

    Min.: -4096000 L/s, Max.: 4095875 L/s

    -

    -

    This item expresses the throttle air flow feedback value.

    Throttle Position

    Throttle position

    0 to 499.99 deg

    -

    -

    -

  7. Fuel System 1 (Ptrl General)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Fuel Pump Control Duty Ratio

    Fuel pump duty ratio (for low pressure side)

    Min.: 0%, Max.: 399.9%

    • 40 to 90%: Idling (engine warmed up)

    • 40 to 90%: 3000 rpm (engine warmed up)

    • Idling (engine warmed up): 75.0%

    • 3000 rpm (engine warmed up): 75.0%

    This item indicates the duty ratio of the fuel pump (for low pressure side).

    Injection Volume Cylinder #1

    Injection volume (cylinder 1)

    Min.: 0 ml, Max.: 2 ml

    • 0.04 to 0.14 ml: Idling (engine warmed up)

    • 0.04 to 0.09 ml: 3000 rpm (engine warmed up)

    • Idling (engine warmed up): 0.067 ml

    • 3000 rpm (engine warmed up): 0.067 ml

    This is the fuel injection volume for 10 injections.

  8. Fuel System 2 (All Data)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Target Fuel Pressure Offset

    Target fuel pressure offset

    Min.: -25%, Max.: 24.8%

    -

    -

    Active Test support data.

    Injection Volume

    Injection volume

    Min.: -25%, Max.: 24.8%

    -

    -

    Active Test support data.

    High Fuel Pressure Sensor

    Fuel pressure sensor output

    Min.: -64 MPa, Max.: 63.998 MPa

    • 2.3 to 30 MPa: Idling (engine warmed up)

    • 2.3 to 30 MPa: 3000 rpm (engine warmed up)

    • Idling (engine warmed up): 10.173 MPa

    • 3000 rpm (engine warmed up): 13.660 MPa

    -

    High Pressure Fuel Pump Duty Ratio (D4)

    Fuel pump duty ratio (high pressure side)

    Min.: 0%, Max.: 127.5%

    0 to 40%: Idling (engine warmed up)

    • Idling (engine warmed up): 31.0%

    • 3000 rpm (engine warmed up): 14.5%

    This item indicates the duty ratio of 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

    0.01 to 0.03 ml: Idling (engine warmed up)

    • Idling (engine warmed up): 0.016 ml

    • 3000 rpm (engine warmed up): 0.017 ml

    This item indicates the fuel pump (for high pressure side) discharge amount.

    Injection Timing Cylinder #1 (D4)

    Injection timing

    Min.: -3276.8 deg(CA), Max.:3276.7 deg(CA)

    300 to 320 deg(CA): Idling (engine warmed up)

    • Idling (engine warmed up): 300 deg(CA)

    • 3000 rpm (engine warmed up): 314.6 deg(CA)

    This item indicates the injection timing of the No. 1 fuel injector assembly.

    Injection Time Cylinder #1 (D4)

    Injection time

    Min.: 0 μs, Max.: 65535 μs

    1100 to 1300 μs: Idling (engine warmed up)

    • Idling (engine warmed up): 1164 μs

    • 3000 rpm (engine warmed up): 1052 μs

    This item indicates the last injection time of the No. 1 fuel injector assembly.

    Current Fuel Type

    Current fuel type

    Gasoline

    -

    -

    -

  9. EVAP System (Ptrl Evaporative)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    EVAP (Purge) VSV

    Purge VSV control duty

    Min.: 0%, Max.: 100%

    -

    -

    • This is the command signal from the ECM.

    • This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed.

      *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV.

    • When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV will be 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

    -40 to 10: Idling with warmed up engine

    -

    • This 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 the value of this item is a large negative value, the purge effect is large.

    • The purge density is determined from the change in the air fuel ratio feedback compensation value when purge flow is introduced.

    • Purge density learning is performed so that the feedback compensation value is 0 +/-2%.

    Tip:

    • Usually, the value is approximately +/-1.

    • 1: The concentration of HC in the purge gas is relatively low.

    • 0: The concentration of HC in the purge gas is approximately equal to the stoichiometric air fuel ratio.

    • Large negative values indicate that the concentration of HC in the purge gas is relatively high.

    EVAP Purge VSV

    VSV status for EVAP control

    ON or OFF

    -

    -

    This item is ON when EVAP (Purge) VSV is approximately 30% or higher, and is OFF when the VSV duty ratio is less than 30%.

    Purge Cut VSV Duty

    Purge VSV duty

    Min.: 0%, Max.: 399.9%

    -

    -

    -

  10. Air Fuel Ratio Control 1 (All Data)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Target Air-Fuel Ratio

    Target air fuel ratio

    Min.: 0, Max.: 2

    0.8 to 1.2: During idling (engine warmed up)

    -

    • This is the target air fuel ratio used by the ECM.

    • 1.0 is the stoichiometric air fuel ratio. Values that are more than 1.0 indicate the system attempting to make the air fuel ratio leaner. Values that are less than 1.0 indicate the system attempting to make the air fuel ratio richer.

    • Target Air-Fuel Ratio and A/F (O2) Lambda Sensor B1S1 are related.

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

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    A/F (O2) Lambda Sensor B1S1

    Output air fuel ratio associated

    Min.: 0, Max.: 1.99

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

    • 1 = Stoichiometric air fuel ratio

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

    -

    This is the actual air fuel ratio calculated based on the air fuel ratio sensor (sensor 1) output.

    A/F (O2) Lambda Sensor B1S2

    Output air fuel ratio associated

    Min.: 0, Max.: 1.99

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

    • 1 = Stoichiometric air fuel ratio

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

    -

    This is the actual air fuel ratio calculated based on the air fuel ratio sensor (sensor 2) output.

    A/F (O2) Sensor Voltage B1S1

    Air fuel ratio sensor (sensor 1) output voltage

    Min.: 0 V, Max.: 7.99 V

    2.6 to 3.8 V: Idling (engine warmed up)

    -

    • This is the voltage output of the air fuel ratio sensor (sensor 1) (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 (sensor 1) (refer to A/F (O2) Sensor Current below for the actual sensor output).

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

    A/F (O2) Sensor Current B1S1

    Air fuel ratio sensor (sensor 1) output current

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

    -0.5 to 0.5 mA: Idling (engine warmed up)

    -

    • With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (sensor 1) 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 (sensor 1) or sensor circuit.

    A/F (O2) Sensor Current B1S2

    Air fuel ratio sensor (sensor 2) output current

    Min.: -128 mA, Max.: 127.996 mA

    -0.5 to 0.5 mA: Idling (engine warmed up)

    -

    • A/F (O2) Sensor Current B1S2 display is less than 0 mA: Richer than the stoichiometric air-fuel ratio

    • A/F (O2) Sensor Current B1S2 display is more than 0 mA: Leaner than stoichiometric air-fuel ratio

    • With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (sensor 2) current output is approximately -0.5 to 0.5 mA.

    • When the value is outside the range of 7.5 to 33.13 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (sensor 2) or sensor circuit.

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

    A/F (O2) Sensor Heater Duty Ratio B1S1

    Air fuel ratio sensor (sensor 1) heater duty ratio

    Min.: 0%, Max.: 399.9%

    0 to 100%

    -

    When the value of this item is more than 0%, current is being supplied to the heater.

    A/F Sensor Heater Current Value B1S2

    Air fuel ratio sensor (sensor 2) heater current

    Min.: 0 A, Max.: 65.535 A

    -

    -

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

    A/F Sensor Heater Duty B1S2

    Air fuel ratio sensor (sensor 2) heater duty ratio

    Min.: 0%, Max.: 399.9%

    0 to 100%: Idling (engine warmed up)

    -

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

    A/F Sensor Impedance B1S2

    Air fuel ratio sensor (sensor 2) impedance

    Min.: 0 ohm, Max.: 21247.67 ohm

    5 to 15000 ohm: Idling (engine warmed up)

    -

    -

    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 (sensor 1) 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 B1S1 values based on Short FT B1S1. The goal is to keep Short FT B1S1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio.

    • This item 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 B1S1 and Long FT B1S1 (excluding times when the system is in transition).

      • 20% or higher: The air fuel ratio may be lean.

      • -20 to 20%: The air fuel ratio can be determined to be normal.

      • -20% or less: The air fuel ratio may be rich.

      • 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] and [A/F Learn Value High 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 (sensor 1), which is used for fuel control, is malfunctioning.

    Tip:

    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.

    Fuel System Status Bank 2

    Fuel system status

    Unused, OL, CL, OLDrive, OLFault or CLFault

    -

    -

    -

    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 middle 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 middle 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).

  12. Ignition System (Ignition)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    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, A/C off and shift lever in P or neutral)

    • Idling (engine warmed up): 12.0 deg

    • 3000 rpm (engine warmed up): 34.0 deg

    -

    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 F/B 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 F/B Value as close to -3 deg(CA) as possible.

    When Knock F/B Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased.

    When Knock F/B 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.

    Tip:

    If Knock F/B 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 values of following items to another vehicle of the same model.

      • Engine Speed

      • Calculate Load

      • Ignition Timing Cylinder #1

      • 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.

    Tip:

    When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking does not stop), 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.

  13. Mass Air Flow Meter (All Data)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Mass Air Flow Circuit

    Status of the mass air flow meter sub-assembly circuit

    Normal or Abnormal

    Normal

    -

    -

  14. VVT Control (Ptrl Valve Control)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    VVT Advance Fail

    VVT control failure status

    ON or OFF

    OFF: Idling

    -

    ON: There is an intake VVT timing advance malfunction.

    Intake VVT Hold Correct Learn Value Bank 1 (Area 1)

    Intake VVT hold correct learned value for area 1

    Min.: 0%, Max.: 399.9%

    -

    -

    -

    Intake VVT Hold Correct Learn Value Bank 1 (Area 2)

    Intake VVT hold correct learned value for area 2

    Min.: 0%, Max.: 399.9%

    -

    -

    -

    Intake VVT Change Angle Bank 1

    Intake VVT displacement angle

    Min.: 0 DegFR, Max.: 639.9 DegFR

    -

    -

    -

    Intake VVT OCV Control Duty Ratio Bank 1

    Cam timing oil control solenoid (for intake camshaft) operation duty

    Min.: 0%, Max.: 399.9%

    -

    -

    -

    Exhaust VVT Hold Learn Value Bank 1

    Exhaust VVT hold correct learned value

    Min.: 0%, Max.: 399.9%

    -

    -

    -

    Exhaust VVT Change Angle Bank 1

    Exhaust VVT displacement angle

    Min.: 0 DegFR, Max.: 639.9 DegFR

    -

    -

    -

    Exhaust VVT OCV Control Duty Ratio Bank 1

    Cam timing oil control solenoid (for exhaust camshaft) 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)

    -

    -

  15. Catalyst (Ptrl CAT Converter)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    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 item 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.

  16. GPF (Gasoline Particulate Filter) (Ptrl CAT Converter)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    GPF Differential Pressure Offset Bank1

    Corrected value of differential pressure sensor

    Min.: -327.68 kPa (-47.51 psi), Max.: 327.67 kPa (47.51 psi)

    0 to 100 kPa (0 to 14.5 psi)

    -

    • This is the value of the differential pressure sensor that is corrected for the atmospheric pressure.

    • This is used for judging GPF clogging, etc.

    GPF Differential Pressure Maximum Bank1

    Maximum value of differential pressure sensor

    Min.: -327.68 kPa (-47.51 psi), Max.: 327.67 kPa (47.51 psi)

    -5 kPa (-0.73 psi)

    -

    -

    GPF Clogged Determination Threshold Bank1

    GPF clogging judgment threshold

    Min.: -327.68 kPa (-47.51 psi), Max.: 327.67 kPa (47.51 psi)

    60 kPa (8.7 psi)

    -

    When the average value of differential pressure sensor exceeds GPF Clogged Determination Threshold Bank1, the GPF is judged to be clogged.

    GPF Steady Differential Pressure Average Bank1

    Differential pressure sensor average value during constant speed driving

    Min.: -327.68 kPa (-47.51 psi), Max.: 327.67 kPa (47.51 psi)

    0 to 100 kPa (0 to 14.5 psi)

    -

    This is the average value of the differential pressure sensor while the driving conditions are stable.

    GPF Steady Air Flow Average Bank1

    Intake air flow average value during constant speed driving

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

    0 to 185 gm/sec

    -

    This is the average value of the intake air flow while the driving conditions are stable.

    GPF Differential Pressure Maximum Update Time Air Flow Bank1

    Intake air flow when the differential pressure sensor maximum value is updated

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

    0 gm/sec

    -

    -

    GPF Variance Bank1

    Variance value of engine pulsation

    Min.: 0, Max.: 65.535

    0

    -

    When the GPF variance value decreases, there may be a malfunction such as disconnection, clogging or holes in the differential pressure sensor pipe.

    GPF Variance Determination Threshold Bank1

    GPF variance judgment threshold

    Min.: 0, Max.: 65.535

    0

    -

    A malfunction is judged to have occurred when there is a malfunction in the differential pressure sensor pipe that reduces the engine pulsation and makes the engine pulsation variance value decrease due to the GPF variance judgment threshold or lower.

    PM Deposition Ratio Bank1

    PM deposition ratio

    Min.: 0%, Max.: 255%

    0 to 255%

    -

    Outputs the deposition ratio of PM accumulated in the GPF.

    PM Deposition Value Bank1

    PM volume accumulated in GPF (bank 1)

    Min.: 0 g, Max.: 655.35 g

    0 to 64 g

    -

    Outputs the volume of PM accumulated in the GPF.

    Ash Deposition Ratio Bank1

    Ash deposition ratio

    Min.: 0%, Max.: 255%

    0 to 100%: (Less than 300000 km (186420 mile) driven)

    -

    Outputs the deposition ratio of ash accumulated in the GPF.

    Ash Deposition Value Bank1

    Ash volume accumulated in GPF

    Min.: 0 g, Max.: 655.35 g

    0 to 512 g

    -

    Outputs the volume of ash accumulated in the GPF.

  17. Various Vehicle Conditions 2 (All Data)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Starter SW

    Starter signal

    ON or OFF

    • ON: Starter operating

    • OFF: Starter not operating

    -

    -

    Neutral Position SW

    Neutral position switch status

    ON or OFF

    ON: Shift lever in P or N (CVT models)

    ON: Clutch pedal depressed (M/T models)

    -

    -

    Stop Light SW

    Stop light switch status

    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: Accelerator pedal fully released

    • OFF: Accelerator pedal depressed

    -

    -

  18. Check Mode (Check Mode)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Misfire Test Result

    Check mode result for misfire monitor

    Compl or Incmpl

    -

    -

    -

    A/F (O2) Sensor B1S2 Test Results

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

    Compl or Incmpl

    -

    -

    -

    A/F (O2) Sensor B1S1 Test Results

    Check mode result for air fuel ratio sensor (sensor 1)

    Compl or Incmpl

    -

    -

    -

  19. Test Result (Monitor Status)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Complete Parts Monitor

    Comprehensive component monitor

    Not Avl or Avail

    -

    -

    • *

    Fuel System Monitor

    Fuel system monitor

    Not Avl or Avail

    -

    -

    • *

    Fuel System Monitor Result

    Fuel system monitor

    Compl or Incmpl

    -

    -

    • *

    Misfire Monitor

    Misfire monitor

    Not Avl or Avail

    -

    -

    • *

    EGR/VVT Monitor

    EGR/VVT monitor

    Not Avl or Avail

    -

    -

    • *

    EGR/VVT Monitor Result

    EGR/VVT monitor

    Compl or Incmpl

    -

    -

    • *

    A/F (O2) Sensor Heater Monitor

    O2S (A/FS) heater monitor

    Not Avl or Avail

    -

    -

    • *

    A/F (O2) Sensor Heater Monitor Result

    O2S (A/FS) heater monitor

    Compl or Incmpl

    -

    -

    • *

    A/F (O2) Sensor Monitor

    A/F (O2) sensor monitor

    Not Avl or Avail

    -

    -

    • *

    A/F (O2) Sensor Monitor Result

    A/F (O2) sensor monitor

    Compl or Incmpl

    -

    -

    • *

    Secondary Air Injection System Monitor

    Secondary air injection system monitor

    Not Avl or Avail

    -

    -

    • *

    Secondary Air Injection System Monitor Result

    Secondary air injection system monitor

    Compl or Incmpl

    -

    -

    • *

    EVAP Monitor

    EVAP monitor

    Not Avl or Avail

    -

    -

    • *

    EVAP Monitor Result

    EVAP monitor

    Compl or Incmpl

    -

    -

    • *

    Heated Catalyst Monitor

    Heated catalyst monitor

    Not Avl or Avail

    -

    -

    • *

    Heated Catalyst Monitor Result

    Heated catalyst monitor

    Compl or Incmpl

    -

    -

    • *

    Catalyst Monitor

    Catalyst monitor

    Not Avl or Avail

    -

    -

    • *

    Catalyst Monitor Result

    Catalyst monitor

    Compl or Incmpl

    -

    -

    • *

    *:

    Avail: The monitor is available on this vehicle.

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

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

  20. Various Vehicle Conditions 3 (All Data)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    TC Terminal

    TC terminal status

    ON or OFF

    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 since the MIL was illuminated.

    Running Time from MIL ON

    Running time from MIL ON

    Min.: 0 min, Max.: 65535 min

    -

    -

    -

    Time after DTC Cleared

    Time after DTC cleared

    Min.: 0 min, Max.: 65535 min

    -

    -

    -

    Distance from DTC Cleared

    Distance driven after DTCs cleared

    Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)

    Distance driven after DTCs cleared

    -

    This is the distance driven since DTCs were cleared (or since the vehicle left the factory).

    Warmup Cycle Cleared DTC

    Warmup cycles after DTCs cleared

    Min.: 0, Max.: 255

    -

    -

    This is the number of warmup cycles after the DTCs were cleared.

    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 ignition switch off

    Min.: 0 min, Max.: 655350 min

    Cumulative time after ignition switch off

    -

    -

    OBD Requirements

    OBD requirement

    -

    EOBD (EuroOBD)

    -

    -

    Number of Emission DTC

    Emissions-related DTCs

    Min.: 0, Max.: 127

    -

    -

    This is the number of emissions-related DTCs stored.

    Total Distance Traveled

    Total distance traveled

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

    -

    -

    -

  21. Misfire (Ptrl Misfire)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Ignition Trigger Count

    Ignition counter

    Min.: 0, Max.: 65535

    0 to 400

    -

    • This is the cumulative number of ignitions.

    • This counter is increased 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 the value of this item.

    • The misfire rate for each cylinder = Misfire Count Cylinder #1 to #4 / Ignition Trigger Count

    Tip:

    • For 4-cylinder engines, the values range from 0 to 400.

    • For 6-cylinder engines, the values range from 0 to 600.

    • For 8-cylinder engines, the values range from 0 to 800.

    Misfire Count Cylinder #1

    Misfire count of No. 1 cylinder

    Min.: 0, Max.: 255

    0

    -

    • This is the misfire count for No. 1 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 No. 2 cylinder

    Min.: 0, Max.: 255

    0

    -

    • This is the misfire count for No. 2 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 No. 3 cylinder

    Min.: 0, Max.: 255

    0

    -

    • This is the misfire count for No. 3 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 No. 4 cylinder

    Min.: 0, Max.: 255

    0

    -

    • This is the misfire count for No. 4 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.

    • The value of this item 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.

    • The value of this item 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 with warm engine

    -

    • 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. This item 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

    OFF

    -

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

    Catalyst OT Misfire Fuel Cut Cylinder #1

    Fuel cut operation of No. 1 cylinder (if certain level of misfire malfunction is detected)

    ON or OFF

    OFF

    -

    -

    Catalyst OT Misfire Fuel Cut Cylinder #2

    Fuel cut operation of No. 2 cylinder (if certain level of misfire malfunction is detected)

    ON or OFF

    OFF

    -

    -

    Catalyst OT Misfire Fuel Cut Cylinder #3

    Fuel cut operation of No. 3 cylinder (if certain level of misfire malfunction is detected)

    ON or OFF

    OFF

    -

    -

    Catalyst OT Misfire Fuel Cut Cylinder #4

    Fuel cut operation of No. 4 cylinder (if certain level of misfire malfunction is detected)

    ON or OFF

    OFF

    -

    -

  22. Various Vehicle Conditions 4 (All Data)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Engine Speed (Starter Off)

    Engine speed when starter off

    Min.: 0 rpm, Max.: 51199 rpm

    -

    -

    This is the engine speed immediately after the engine is started.

    Starter Count

    Number of times starter turned on after ignition switch turned to ON.

    Min.: 0, Max.: 255

    -

    -

    • Indicates the number of times starter turned ON in the current driving cycle. (However, starter ON due to stop and start system operation is not included in the count.)

    • 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 have elapsed since the engine was started, which is the detection duration of DTC P160400 (Startability Malfunction), this item indicates the distance driven during the previous trip.

    • After 5 seconds have elapsed since the engine was started, this item indicates the distance driven during the current trip, calculated based on the vehicle speed signal.

    Tip:

    The values of this item in the Freeze Frame Data for DTC P160400 indicate the distance driven during the previous trip, but in all other cases, such as in a snapshot of the Data List (real-time measurements), or Freeze Frame Data for DTCs other than P160400, 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 from when the starter turns on until the engine speed reaches 400 rpm.

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

    Engine Start Hesitation

    History of hesitation during engine start

    ON or OFF

    -

    -

    This item 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

    -

    -

    This item shows the time elapsed since fuel cut occurred due to the engine speed dropping from a high speed (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)

    -

    -

    -

  23. Rough Idle (Ptrl Rough Idle)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Compression Leakage Count

    Compression leakage count

    Min.: 0, Max.: 255

    0

    -

    When the counter displays 1 or higher during an engine stall, startability malfunction or rough idle, it may be the result of pressure loss caused by deposits jamming the valve, etc.

    Rough Idle Status

    Rough idle status

    Normal, Intermittent poor combustion or Low frequency poor combustion

    Normal

    -

    This item indicates the rough idle status.

    Plural Cylinders Rough Idle

    Status of multiple cylinders rough idle

    ON or OFF

    OFF

    -

    Indicates multiple cylinders are the cause of rough idling when ON.

    Rough Idle Cylinder #1

    Status of the rough idle #1

    ON or OFF

    OFF

    -

    • Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.

    • This item indicates cylinders which are likely to be the cause of rough idle.

    Rough Idle Cylinder #2

    Status of the rough idle #2

    ON or OFF

    OFF

    -

    Same as Rough Idle Cylinder #1.

    Rough Idle Cylinder #3

    Status of the rough idle #3

    ON or OFF

    OFF

    -

    Same as Rough Idle Cylinder #1.

    Rough Idle Cylinder #4

    Status of the rough idle #4

    ON or OFF

    OFF

    -

    Same as Rough Idle Cylinder #1.

  24. Various Vehicle Conditions 5 (All Data)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Cooling Fan Duty Ratio

    Electric cooling fan request duty ratio

    Min.: 0%, Max.: 127.5%

    -

    -

    Active Test [Control the Engine Cooling Fan Duty Ratio] support data.

    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

    -

    -

    Key Unlock Signal

    Key unlock signal

    ON or OFF

    -

    -

    -

    Distance from Injector Maintenance

    Distance from Injector Maintenance

    Min.: 0 km (0 mile), Max.: 1677721.5 km ( 104253.8 mile)

    -

    -

    -

  25. Compression (Compression)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Engine Speed Cylinder #1

    Engine speed for No. 1 cylinder

    Min.: 0 rpm, Max.: 51199 rpm

    -

    Reference value when performing the Active Test with a normal vehicle:

    Engine Speed Cylinder #1: 310 rpm

    • Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

    • This is the engine speed of No. 1 cylinder measured during fuel-cut with the engine cranking.

    • When there is compression loss, the engine speed of the malfunctioning cylinder increases.

    Tip:

    When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.

    Engine Speed Cylinder #2

    Engine speed for No. 2 cylinder

    Min.: 0 rpm, Max.: 51199 rpm

    -

    Reference value when performing the Active Test with a normal vehicle:

    Engine Speed Cylinder #2: 310 rpm

    • Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

    • This is the engine speed of No. 2 cylinder measured during fuel-cut with the engine cranking.

    • When there is compression loss, the engine speed of the malfunctioning cylinder increases.

    Tip:

    When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.

    Engine Speed Cylinder #3

    Engine speed for No. 3 cylinder

    Min.: 0 rpm, Max.: 51199 rpm

    -

    Reference value when performing the Active Test with a normal vehicle:

    Engine Speed Cylinder #3: 307 rpm

    • Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

    • This is the engine speed of No. 3 cylinder measured during fuel-cut with the engine cranking.

    • When there is compression loss, the engine speed of the malfunctioning cylinder increases.

    Tip:

    When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.

    Engine Speed Cylinder #4

    Engine speed for No. 4 cylinder

    Min.: 0 rpm, Max.: 51199 rpm

    -

    Reference value when performing the Active Test with a normal vehicle:

    Engine Speed Cylinder #4: 308 rpm

    • Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

    • This is the engine speed of No. 4 cylinder measured during fuel-cut with the engine cranking.

    • When there is compression loss, the engine speed of the malfunctioning cylinder increases.

    Tip:

    When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.

    Average Engine Speed of All Cylinder

    Average engine speed for all cylinders

    Min.: 0 rpm, Max.: 51199 rpm

    -

    Reference value when performing the Active Test with a normal vehicle:

    Average Engine Speed of All Cylinder: 309 rpm

    Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

  26. Various Vehicle Conditions 6 (All Data)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    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

    0 rpm: Vehicle stopped with shift lever in R

    -

    -

    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

    • ON: Shift lever in N or P (CVT models) or clutch pedal depressed (M/T models)

    • OFF: Shift lever not in N or P (CVT models) or clutch pedal released (M/T models)

    -

    -

    Shift SW Status (N,P Range) Supported

    Status of Shift SW Status (N,P Range)

    Supp or Unsupp

    Supp

    -

    -

    Sport Shift Up SW

    Sport shift up switch status

    ON or OFF

    • ON: Shift lever held in "+" (Up shift)

    • OFF: Shift lever not held in "+" (Up shift)

    -

    -

    Sport Shift Down SW

    Sport shift down switch status

    ON or OFF

    • ON: Shift lever held in "-" (Down shift)

    • OFF: Shift lever not held in "-" (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.: 215.9°C (421°F)

    • After stall speed test: approximately 100°C (212°F)

    • Equal to ambient temperature after cold soak

    -

    -

    Drive Mode Status

    Drive mode status

    Normal or Power

    -

    -

    -

    Power Mode SW

    Sports mode switch status

    ON or OFF

    -

    -

    -

    Acceleration Sensor Voltage

    Converted output voltage of yaw rate and acceleration sensor assembly

    0 to 79.998 V

    • 2.31 to 2.69 V: Vehicle on level ground

    • 1.88 to 2.5 V: Decelerating

    • 2.5 to 3.11 V: Accelerating

    • Stuck at 1.87 V: G sensor malfunction

    • Stuck at 1.87 V: Communication malfunction

    -

    -

    Lock Up Status

    Lock up status

    ON or OFF

    • ON: Lock-up operating

    • OFF: Lock-up not operating

    -

    -

    Shift Range Indicator

    Shift range indicator

    -

    -

    -

    -

    Down Shift Indication

    Down shift indication

    ON or OFF

    -

    -

    -

    Up Shift Indication

    Up shift indication

    ON or OFF

    -

    -

    -

    Acceleration Sensor Calibration

    Deceleration sensor zero point calibration status

    Incomplete or Complete

    Complete

    -

    -

    Acceleration Sensor Learn Value

    Yaw rate and acceleration sensor assembly learned value voltage

    0 to 79.998 V

    2.31 to 2.69 V: Deceleration Sensor Zero Point Calibration complete

    -

    -

    Stop and Start System Engine Status

    Stop and start system engine status

    IG, Run, Stopreq, Stop or Restart

    -

    -

    -

    Battery Type

    Battery type

    Other or Specified

    -

    -

    -

  27. Low-speed Pre-ignition (All Data)

    Powertrain > Engine > Data List

    Tester Display

    Measurement Item

    Range

    Normal Condition

    Reference Value

    Diagnostic Note

    Consecutive Prevention Cylinder #1 History 1

    Distance traveled where low-speed pre-ignition occurred in cylinder #1 (Latest)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #1 History 2

    Distance traveled where low-speed pre-ignition occurred in cylinder #1 (Past 1)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #1 History 3

    Distance traveled where low-speed pre-ignition occurred in cylinder #1 (Past 2)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #1 History 4

    Distance traveled where low-speed pre-ignition occurred in cylinder #1 (Past 3)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #2 History 1

    Distance traveled where low-speed pre-ignition occurred in cylinder #2 (Latest)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #2 History 2

    Distance traveled where low-speed pre-ignition occurred in cylinder #2 (Past 1)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #2 History 3

    Distance traveled where low-speed pre-ignition occurred in cylinder #2 (Past 2)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #2 History 4

    Distance traveled where low-speed pre-ignition occurred in cylinder #2 (Past 3)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #3 History 1

    Distance traveled where low-speed pre-ignition occurred in cylinder #3 (Latest)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #3 History 2

    Distance traveled where low-speed pre-ignition occurred in cylinder #3 (Past 1)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #3 History 3

    Distance traveled where low-speed pre-ignition occurred in cylinder #3 (Past 2)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #3 History 4

    Distance traveled where low-speed pre-ignition occurred in cylinder #3 (Past 3)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #4 History 1

    Distance traveled where low-speed pre-ignition occurred in cylinder #4 (Latest)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #4 History 2

    Distance traveled where low-speed pre-ignition occurred in cylinder #4 (Past 1)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #4 History 3

    Distance traveled where low-speed pre-ignition occurred in cylinder #4 (Past 2)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Consecutive Prevention Cylinder #4 History 4

    Distance traveled where low-speed pre-ignition occurred in cylinder #4 (Past 3)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item 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 utility "Heavy Knock History", this item 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 utility "Heavy Knock History", this item 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 utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Fuel Cut History 4

    Fuel-cut history when low-speed pre-ignition occurred (Past 3)

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    -

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

    Distance for Control

    Distance traveled since history initialized

    Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)

    Current distance traveled or distance traveled since history initialized

    -

    If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

  28. ACTIVE TEST

    Tip:

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

    • As DTCs may be stored when an Active Test or learning is performed, make sure to clear the DTCs before returning the vehicle to the customer.

    1. Warm up the engine.

    2. Turn the ignition switch off.

    3. Connect the GTS to the DLC3.

    4. Turn the ignition switch to ON.

    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.

      • Injection volume can be changed in fine gradations within the control range.

      • This Active Test enables the checking and graphing of the air fuel ratio sensor (sensor 1) voltage and air fuel ratio sensor (sensor 2) current outputs.

      • To perform this Active Test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / Data List / A/F (O2) Sensor Voltage B1S1 and A/F (O2) Sensor Current 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.

      • This Active Test enables the checking and graphing of the air fuel ratio sensor (sensor 1) voltage and air fuel ratio sensor (sensor 2) current outputs.

      • To perform this Active 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 A/F (O2) Sensor Current B1S2.

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

      • See waveform *3.

      Activate the EVAP Purge VSV

      Activate purge VSV control

      ON/OFF

      • The purge VSV is opened with approximately 50% duty ratio.

      • See waveform *5.

      Activate the Air Bypass Valve

      Activate air by-pass valve

      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:

      • Ignition switch is ON.

      • Engine is stopped.

      • Shift lever in P or neutral.

      Control the Fuel Pump Duty Ratio

      Change the fuel pump speed (for low pressure side)

      25%/80%

      Perform this test when the following conditions are met:

      • Ignition switch is ON.

      • Engine is stopped.

      • Shift lever in P or neutral

      Activate the TC Terminal

      Turn on and off TC and CG (TE1) connection

      ON/OFF

      • Confirm that the vehicle is stopped.

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

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

      Prohibit the Idle Fuel Cut

      Prohibit idling fuel cut control

      Start/Stop

      Perform this test when the following conditions are met:

      • Ignition switch is ON.

      • Engine is running.

      • Shift lever in P or neutral.

      Prohibit the Catalyst OT Misfire Prevent Fuel Cut

      Prohibit catalyst overheat protection fuel cut

      Start/Stop

      Start: Fuel cut prohibited

      Perform this test when the vehicle is stopped and the engine speed is 3000 rpm or less.

      Control the ETCS Open/Close Slow Speed

      Throttle actuator

      • Close/Open

      • Start/Stop

      Open: Throttle valve opens slowly

      Perform this test when the following conditions are met:

      • Ignition switch is ON.

      • Engine is stopped.

      • Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more).

      • Shift lever in P or neutral.

      Control the ETCS Open/Close Fast Speed

      Throttle actuator

      • Close/Open

      • Start/Stop

      Open: Throttle valve opens quickly

      • Same as above.

      • See waveform *4.

      Control the Intake VVT OCV Duty Ratio Bank 1

      Control cam timing oil control solenoid assembly (for intake camshaft)

      -100 to 100% (This value added to present cam timing oil control solenoid control duty)

      100%: Maximum advance

      -100%: Maximum retard

      • Engine stalls or idles roughly when the cam timing oil control solenoid assembly (for intake camshaft) is set to 100%.

      • Perform this test when the following conditions are met:

        • Engine is idling.

        • Shift lever in P or neutral.

      • 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 cam timing oil control solenoid assembly (for exhaust camshaft)

      -100 to 100% (This value added to present cam timing oil control solenoid control duty)

      100%: Maximum retard

      -100%: Maximum advance

      • Engine stalls or idles roughly when the cam timing oil control solenoid assembly (for exhaust camshaft) is set to 100%.

      • Perform this test when the following conditions are met:

        • Engine is idling.

        • Shift lever in P or neutral.

      • DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.

      Control the Target Fuel Pressure Offset

      Control the target fuel pressure (for high pressure side)

      -12.5 to 24.8%

      Perform this test when the following conditions are met:

      • Engine is running.

      • Engine speed is 3000 rpm or less.

      Control the Select Cylinder Fuel Cut

      Selected cylinder (cylinder #1 to #4) injector fuel cut

      • #1/#2/#3/#4

      • Start/Stop

      Perform this test when the following conditions are met:

      • Vehicle is stopped.

      • Engine is idling.

      • Shift lever in P or neutral.

      *1

      Control the All Cylinders Fuel Cut

      Fuel cut for all cylinders

      Start/Stop

      Perform this test when the following conditions are met:

      • Vehicle is stopped.

      • Engine is idling.

      • Shift lever in P or neutral.

      Check the Cylinder Compression

      Check the cylinder compression pressure

      Start/Stop

      Fuel injection and ignition stop of all cylinders.

      *2

      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 electric cooling fan motor

      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.
      Note:

      • *1:

      • If the display of the Data List item Catalyst OT Misfire Fuel Cut item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling.

      • If the display of the Data List item Catalyst OT Misfire Fuel Cut item is Avail, perform this Active Test as described below.

        1. Stop the engine, turn the ignition switch to ON.

        2. Enter the Control the Select Cylinder Fuel Cut.

        3. Select the cylinder for fuel cut (No. 1 to No. 4 cylinder) and turn the Active Test ON.

        4. Start the engine.

      Tip:

      *2:

      While performing this Active Test, the fuel injection 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 ignition switch off.

      3. Connect the GTS to the DLC3.

      4. Turn the ignition switch to ON.

      5. Turn the GTS on.

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

        Tip:

        To display the entire Data List, press the pull down menu button next to Primary. Then select Compression.

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

        Tip:

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

      8. While the engine is not running, press the button to change Check the Cylinder Compression to "Start".

        Tip:

        After performing the above procedure, the Active Test will start. Fuel injection for all cylinders is prohibited and engine speed measurement enters standby mode.

      9. Crank the engine for about 10 seconds.

        Tip:

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

      10. Monitor the engine speed (Engine Speed Cylinder #1 to #4) displayed on the GTS.

        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 "Start" and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to "Start" and crank the engine.

        • Make sure the battery is fully charged before performing this Active Test.

        Tip:

        • At first, the GTS will display extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, the engine speed measurement of each cylinder 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.

      11. Stop cranking the engine, and then change "Check the Cylinder Compression" to "Stop" after the engine stops.

        Note:

        • If the Active Test is changed to "Stop" while the engine is being cranked, the engine will start.

        • When performing the Active Test, DTC P160400 (startability malfunction) may be stored.

        • After performing the Active Test, make sure to check and clear DTCs.

      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.

        Tip:

        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.

        Tip:

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

  29. SYSTEM CHECK

    1. ENGINE OIL JET CONTROL CHECK

      Table 1. Reference

      Purpose of Check

      When to Perform Check

      This check is used to check whether the piston-cooling oil jet control system is operating properly by forcibly operating the oil pressure switching valve assembly.

      Perform this check if DTC P15EA12 or P15EA14 is stored.

      1. Connect the GTS to the DLC3.

      2. Turn the ignition switch to ON and turn the GTS on.

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

        Tester Display

        Condition

        Content of Check

        System Operation

        Engine Oil Jet Control Check

        • Engine is idling

        • Vehicle is stopped

        • Shift lever is in P or neutral

        • 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 when the valve is operated for 0.5 seconds 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. Start the engine.

        Tip:

        Make sure the engine coolant temperature is 70°C (158°F) or less.

      5. Make sure the following conditions are met and perform the Engine Oil Jet Control Check.

        • Engine is idling

        • Vehicle is stopped

        • Shift lever is in P or neutral

        • Engine oil temperature is in specified range

      6. Select "Next".

      7. Depress the accelerator pedal according to the instructions displayed on the GTS screen.

        Tip:

        • It may not be possible to check the engine oil jet control at an engine coolant temperature of 70°C (158°F) or less.

        • When performing Engine Oil Jet Control Check, engine speed control may prevent the engine speed from rising to 3000 rpm or higher even though the accelerator pedal is pressed.

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

      9. Select "Next".

      10. When the GTS indicates that the measurement is complete, release the accelerator pedal and select "Next".

        Tip:

        The correct measured value may not be displayed if the accelerator pedal is released before the GTS indicates that measurement is complete.

      11. Compare the "Valve OFF: Hi Oil press" and "Valve ON: Low Oil press" oil pressure values in the measured results and calculate the difference between the oil pressure values.

        Standard

        30 kPa (4.35 psi) or higher

      12. End Engine Oil Jet Control Check.

        Tip:

        Engine speed control is not canceled until Engine Oil Jet Control Check is complete and the accelerator pedal is been released or the ignition switch is turned off.

Reference Waveforms for Active Test

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

    A421883E03

    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

    3.730 V

    2.345 V

    A/F (O2) Sensor Current B1S2

    1.71 mA

    -3.42 mA
    Tip:

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

    • Usually, the value of A/F (O2) Sensor Voltage B1S1 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 A/F (O2) Sensor Voltage B1S1 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 A/F (O2) Sensor Current B1S2 drops below -0.86 mA when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.

    • Usually, the value of A/F (O2) Sensor Current B1S2 changes to more than 0.33 mA when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.

    • The air fuel ratio sensor (sensor 1) has an output delay of a few seconds and the air fuel ratio sensor (sensor 2) has a maximum output delay of approximately 20 seconds.

    • If the sensor output value does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning.

  • *4: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Ignition switch ON, Accelerator pedal fully depressed)

    A330733E04
    Tip:

    If any DTCs related to the Electronic Throttle Control System (ETCS) are stored, this Active Test cannot be performed.

    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%

  • *5: Activate the EVAP Purge VSV (Idling after warming up)

    A306381E30

    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%

    Injection Time Cylinder #1 (D4)

    1098 μs

    1113 μs

    A/F (O2) Sensor Voltage B1S1

    3.378 V

    3.453 V
    Tip:

    • Even when the Active Test is performed (the purge VSV is opened approximately 50%), 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 "Injection Time Cylinder #1 (D4)", 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.