Toyota Yaris: Sfi System / Data List / Active Test

Toyota Yaris XP210 (2020-2022) Reapir and Service Manual / Engine & Hybrid System / G16e-gts (engine Control) / Sfi System / Data List / Active Test

DATA LIST / ACTIVE TEST

DATA LIST

HINT:

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.

NOTICE:

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.

(a) Warm up the engine.

(b) Turn the A/C switch off.

(c) Turn the ignition switch off.

(d) Connect the GTS to the DLC3.

(e) Turn the ignition switch to ON.

(f) Turn the GTS on.

(g) Enter the following menus: Powertrain / Engine / Data List.

HINT:

  • 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 Control (D4) / Air fuel ratio control system related data (D4)
    • 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
    • Flexible Fuel Vehicle / Flexible fuel vehicle 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
    • Catalytic Converter / Catalyst converter related data
    • AF/O2 Sensor Operation (Banked) / Air fuel ratio control system related data
    • AF/O2 Sensor Operation (Inline) / Air fuel ratio control system related data

(h) According to the display on the GTS, read the Data List.

HINT:

  • 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.
  • "Reference Value" is the assessment of one vehicle. Use it only for reference.

Various Vehicle Conditions 1 (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Total Distance Traveled

Total distance traveled

Min.: 0 [km], Max.: 1677215 [km]

-

-

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

950 to 1050 rpm: Idling (shift state neutral, engine warmed up and A/C off)

When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.

Calculate Load

Load calculated by ECM

Min.: 0%, Max.: 100%

-

  • This is the engine load calculated based on the actual intake manifold pressure.
  • Calculate Load = Actual intake manifold pressure / maximum intake manifold pressure x 100 (%)

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

Vehicle Load

Vehicle load

Min.: 0%, Max.: 25700%

Actual vehicle load

  • 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.)

HINT:

Due to individual engine differences, intake air temperature, etc., the value may exceed 100%.

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

(Intake airflow [gm/sec] is value of Mass Air Flow Sensor)

Mass Air Flow Sensor

Airflow rate from mass air flow meter sub-assembly

Min.: 0 gm/sec, Max.: 2047.96 gm/sec

  • 1.5 to 4.5 gm/sec: Idling (engine warmed up)
  • 2.5 to 8.0 gm/sec: 2000 rpm (without load)
  • 4.5 to 12.0 gm/sec: 3000 rpm (without load)

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

This is the intake manifold pressure.

HINT:

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 the Intake Manifold Absolute Pressure Supported

Supp or Unsupp

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.

HINT:

  • 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 higher than 168°C (334°F), 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.

HINT:

  • 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 higher than 135°C (275°F), the sensor circuit is open or shorted.
  • Check if the engine overheats if the value indicated is higher than 135°C (275°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 engine intake air temperature.

HINT:

  • 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 higher than 128°C (262°F), the sensor circuit is open or shorted.

Intake Air Temperature B1S1 (Turbo) Supported

Status of the Intake Air Temperature B1S1 (Turbo) Supported

Supp or Unsupp

Supp

-

Intake Air Temperature B1S2 (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.

HINT:

  • 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 B1S2 (Turbo) Supported

Status of the Intake Air Temperature B1S2 (Turbo) Supported

Supp or Unsupp

Supp

-

Ambient Temperature

Ambient temperature

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

Equivalent to ambient temperature

This is the ambient temperature.

HINT:

After a long soak, the Coolant Temperature, Intake Air Temperature B1S1 and Ambient 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 the ignition switch is 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 ON.

Initial Engine Coolant Temperature

Engine coolant temperature when the 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 the ignition switch is 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 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

Auxiliary battery voltage

Min.: 0 V, Max.: 65.5 V

11 to 14 V: Ignition switch to ON

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

Battery Sensor Voltage

Auxiliary battery sensor voltage

Min.: 0 V, Max.: 79.998 V

-

-

BATT Voltage

Auxiliary battery voltage

Min.: 0 V, Max.: 79.998 V

11 to 14 V: Ignition switch to ON

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

IG2 / IGP

Status of IGP terminal

ON or OFF

ON or OFF

-

IGR

Status of IGR terminal

ON or OFF

ON or OFF

-

Glow Indicator Supported

Status of the Glow Indicator Supported

Supp or Unsupp

Unsupp

-

Engine Oil Pressure

Engine oil pressure

Min.: 0 kPa, Max.: 5119.921 kPa

  • 80 to 120 kPa(gauge): 1000 rpm (engine oil temperature is 75 to 85°C [167 to 185°F])
  • 80 to 120 kPa(gauge): 2000 rpm (engine oil temperature is 75 to 85°C [167 to 185°F])
  • 200 to 300 kPa(gauge): 3000 rpm (engine oil temperature is 75 to 85°C [167 to 185°F])
  • This is the engine oil pressure.
  • During idling to low engine speed, the oil pressure control valve assembly is turned on to reduce oil pressure. At engine speeds other than low engine speeds, the oil pressure control valve assembly is turned off to drastically raise the oil pressure.

Throttle Control (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Accelerator Position

Accelerator pedal position

Min.: 0%, Max.: 399.9%

Actual accelerator pedal position

This is the accelerator pedal position defined using the learned fully released position (sensor output) of 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

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

HINT:

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

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

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

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
  • 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)

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

HINT:

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)

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

System Guard

System guard

ON or OFF

ON: Idling or throttle actuator operating

  • 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 state neutral)

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)
  • 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

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

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 with warm engine (A/C off and shift state neutral)

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

0.6 to 1.4 V

This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. 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

1.7 to 2.5 V

This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. 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 with warmed up engine (A/C off and shift state neutral)

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 with warmed up engine (A/C off and shift state 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 with warmed up engine (A/C off and shift state 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 with warmed up engine (A/C off and shift state neutral)

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

HINT:

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 to ON, accelerator pedal fully released

  • The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. The ECM calculates the learned value based on the position of the throttle valve when the accelerator pedal is released and the throttle valve motor is not operating.
  • Learning is performed immediately after the ignition switch is turned ON.

+BM Voltage

+BM voltage

Min.: 0 V, Max.: 79.998 V

11 to 14 V: Ignition switch to ON

This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P065714 (open or short circuit) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the ignition switch 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

-

-

Turbocharger Control 1 (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Turbocharger/Supercharger Inlet Pressure Bank1

Compressor inlet pressure value

Min.: 0 kPa, Max.: 655.35 kPa

Atmospheric pressure +/-5 kPa: Ignition switch to ON

  • At ignition switch to ON, the Turbocharger/Supercharger Inlet Pressure Bank1 approximately equals the atmospheric pressure (standard atmospheric pressure is 101 kPa [14.65 psi]).
  • The compressor inlet pressure value is the output value of the E.F.I. vacuum sensor assembly.
  • At ignition switch to ON, theTurbocharger/Supercharger InletPressure Bank1, Boost PressureSensor and Boost Pressure Sensor2are approximately equal.

Idle Speed Control (Gas Rough Idle)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Low Revolution Control

Low engine speed control operation state

ON or OFF

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.

HINT:

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.

Engine Stall Control F/B Flow

ISC torque lower limit value to prevent engine stall

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

-

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

ISC F/B Learn Torque

ISC feedback learning torque

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

-

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.

HINT:

  • 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 70 Nm: Idling (engine warmed up, A/C off and shift state 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, etc.)

ISC F/B Torque

ISC feedback torque

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

-10 to 10 Nm: Idling (engine warmed up, A/C off and shift state neutral)

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

HINT:

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

-5 to 5 Nm: Idling (engine warmed up, A/C off and shift state neutral)

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

HINT:

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

0 to 30 Nm: Idling (engine warmed up, A/C off and shift state 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 55.5 Nm: Idling (engine warmed up, A/C on and shift state 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

Min.: 0 deg, Max.: 499.99 deg

-

-

Fuel System (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Target Fuel Pressure (High)

Target fuel pressure (for high pressure side)

Min.: 0 kPag, Max.: 655350 kPag

2800 to 20000 kPag: 3000 rpm (warmed up engine, A/C off and shift state neutral)

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

Target Fuel Pressure (High) Supported

Status of the Target Fuel Pressure (High) Supported

Supp or Unsupp

Supp

-

Target Fuel Pressure (Low) / Target Fuel Pressure 2

Target fuel pressure (for low pressure side)

Min.: 0 kPag, Max.: 655350 kPag

300 to 644 kPag

This item indicates the target fuel pressure for the fuel pump assembly (for low pressure side).

Target Fuel Pressure (Low) / Target Fuel Pressure 2 Supported

Status of the Target Fuel Pressure (Low) Supported

Supp or Unsupp

Supp

-

Fuel Pressure (High)

Fuel pressure (for high pressure side)

Min.: 0 kPag, Max.: 655350 kPag

2800 to 20000 kPag: 3000 rpm (warmed up engine, A/C off and shift state neutral)

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

Fuel Pressure (High) Supported

Status of the Fuel Pressure (High) Supported

Supp or Unsupp

Supp

-

Fuel Pressure (Low) / Fuel Pressure 2

Fuel pressure (for low pressure side)

Min.: 0 kPag, Max.: 655350 kPag

300 to 644 kPag

This item indicates the fuel pressure (for low pressure side).

Fuel Pressure (Low) / Fuel Pressure 2 Supported

Status of the Fuel Pressure (Low) Supported

Supp or Unsupp

Supp

-

Fuel Pump Target Speed

Fuel pump target speed (for low pressure side)

-32768 to 32767 rpm

-

-

Fuel Pump F/B Offset

Feedback compensation level of the fuel pump (low pressure side)

-327.68 to 327.67 L/h

-

-

Fuel Pump Control Duty Ratio

Fuel pump duty ratio (for low pressure side)

Min.: 0%, Max.: 399.9%

-

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

Low Pressure Fuel Delivery Internal Temperature

Low pressure fuel delivery internal temperature

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

-

The fuel temperature is estimated from the engine speed, water temperature, intake air temperature and fuel flow rate.

Injector Cylinder #1 (Port)

Injection period of the No. 1 cylinder (port injection)

Min.: 0 μs, Max.: 65535 μs

700 to 6000 μs: Idling with warmed up engine, port injection control

  • This is the injection period of the No. 1 cylinder (port injection) (the command value from the ECM).
  • The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Mode".

Injection Volume Cylinder #1

Injection volume (cylinder 1)

Min.: 0 ml, Max.: 2 ml

0.05 to 0.15 ml: Idling with warmed up engine, port injection control

This is the fuel injection volume for 10 injections.

Target Fuel Pressure Offset

Target fuel pressure offset

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

-

  • Active Test item [Control the Target Fuel Pressure Offset] support data.
  • 0 is displayed when the Active Test is not being performed.

Injection Volume

Injection volume

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

-

  • Active Test item [Control the Injection Volume] or [Control the Injection Volume for A/F Sensor] support data.
  • 0 is displayed when the Active Test is not being performed.

Engine Fuel Rate

Engine fuel rate

Min.: 0 gm/sec, Max.: 1310.70 gm/sec

-

-

Vehicle Fuel Rate

Vehicle fuel rate

Min.: 0 gm/sec, Max.: 1310.70 gm/sec

-

-

Low Fuel Pressure Sensor

No. 2 fuel pressure sensor (for low pressure side) output

Min.: -3276.8 kPag, Max.: 3276.7 kPag

300 to 644 kPag

This item indicates the fuel pressure (for low pressure side) from the No. 2 fuel pressure sensor (for low pressure side).

High Fuel Pressure Sensor

Fuel pressure sensor (for high pressure side) output

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

2.8 to 20 MPa

This item indicates the fuel pressure (for high pressure side) from the fuel pressure sensor (for high pressure side).

High Pressure Fuel Pump Duty Ratio (D4)

Fuel pump (bank 1) duty ratio (for high pressure side)

Min.: 0%, Max.: 127.5%

0 to 50%: Idling (A/C off)

This item indicates the duty ratio of the electromagnetic spill valve (bank 1).

High Pressure Fuel Pump Discharge Rate

Fuel volume required by the high pressure fuel pump (bank 1)

Min.: 0 ml, Max.: 2 ml

-

This item indicates the fuel pump assembly (for high pressure side of bank 1) discharge amount.

High Pressure Fuel Pump Internal Temperature

High pressure fuel pump internal temperature

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

-

Estimate fuel temperature from engine speed, water temperature, intake air temperature and fuel flow rate.

Injection Mode

Injection mode

Port / Direct / Either

-

This item indicates the injection mode.

Injection Switching Status

Prohibition of changing the D-4S injection method

OK or NG

-

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

Injection Timing Cylinder #1 (D4)

Injection timing (for direct injection)

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

240 to 360 deg(CA): Idling (warmed up engine, A/C off and shift state neutral), direct injection control

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

Injection Time Cylinder #1 (D4)

Injection time (for direct injection)

Min.: 0 μs, Max.: 65535 μs

700 to 2300 μs: Idling (warmed up engine, A/C off and shift state neutral), direct injection control

  • This item indicates the last injection time of the No. 1 direct fuel injector assembly.
  • The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Mode".

Current Fuel Type

Current fuel type

-

Gasoline/petrol

-

EVAP System (Gas Evaporative)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

EVAP (Purge) VSV

Purge VSV control duty

Min.: 0%, Max.: 100%

-

  • This is the 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 (bank 1) learned value

Min.: -200, Max.: 199.993

-

  • 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%.

HINT:

  • 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%

-

-

Air Fuel Ratio Control (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Target Air-Fuel Ratio

Target air fuel ratio

Min.: 0, Max.: 2

0.8 to 1.2: During idling (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.

A/F (O2) Lambda Sensor B1S1

Output air fuel ratio associated with sensor 1

Min.: 0, Max.: 1.99

  • Value less than 1 (0.000 to 0.999) = Rich
  • 1 = Stoichiometric air fuel ratio
  • Value more than 1 (1.001 to 1.999) = Lean

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

A/F (O2) Lambda Sensor B1S2

Output air fuel ratio associated with sensor 2

Min.: 0, Max.: 1.99

  • Value less than 1 (0.000 to 0.999) = Rich
  • 1 = Stoichiometric air fuel ratio
  • Value more than 1 (1.001 to 1.999) = Lean

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

A/F (O2) Sensor Current B1S1

Air fuel ratio sensor (sensor 1) output current

Min.: -128 mA, Max.: 127.996 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.
  • 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 Current B1S2

Air fuel ratio sensor (sensor 2) output current

Min.: -128 mA, Max.: 127.99 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%: Idling (engine warmed up)

When the value is any value except 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 B1S1

Air fuel ratio sensor (sensor 1) impedance

Min.: 0 ohm, Max.: 21247.67 ohm

5 to 15000 ohm: Idling (engine warmed up)

-

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)

-

A/F (O2) Sensor +Terminal Voltage Bank 1

Air fuel ratio sensor (sensor 1) positive terminal voltage

Min.: 0 V, Max.: 79.998 V

-

-

A/F (O2) Sensor -Terminal Voltage Bank 1

Air fuel ratio sensor (sensor 1) negative terminal voltage

Min.: 0 V, Max.: 79.998 V

-

-

A/F (O2) Sensor Heater Control Duty Ratio Bank1

Air fuel ratio sensor (sensor 1) heater control duty ratio

Min.: -327.68%, Max.: 327.67%

-

  • Indicates the air fuel ratio sensor heater duty ratio requested by the ECM.
  • When normal, shows the same value as the A/F (O2) Sensor Heater Output Duty Ratio Bank1.
  • When the value of "A/F Sensor Heater Control Duty Ratio Bank1" is other than 0% and the value of "A/F Sensor Heater Output Duty Ratio Bank1" is 0%, the heater operation has stopped due to a malfunction in the air fuel ratio sensor.

A/F (O2) Sensor Heater Output Duty Ratio Bank1

Air fuel ratio sensor (sensor 1) heater output duty ratio

Min.: 0%, Max.: 399.99%

-

  • Indicates the air fuel ratio sensor heater duty ratio that is actually being output.
  • When normal, shows the same value as the A/F (O2) Sensor Heater Output Duty Ratio Bank1.
  • When the value of "A/F Sensor Heater Control Duty Ratio Bank1" is other than 0% and the value of "A/F Sensor Heater Output Duty Ratio Bank1" is 0%, the heater operation has stopped due to a malfunction in the air fuel ratio sensor.

A/F (O2) Sensor Heater ON Current Value Bank1

Air fuel ratio sensor (sensor 1) heater on current value

Min.: 0 A, Max.: 65.535 A

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

-

A/F (O2) Sensor Heater Current-Carrying Status Bank1 (at Heater OFF)

Air fuel ratio sensor (sensor 1) carrying status (at heater off)

ON or OFF

OFF: Ignition switch ON

-

A/F (O2) Sensor Heater Overcurrent Bank1

Air fuel ratio sensor (sensor 1) heater overcurrent

OFF or ON

OFF

-

A/F (O2) Sensor Heater Control Run Time Bank1

Air fuel ratio sensor (sensor 1) heater control run time

Min.: 0 ms, Max.: 65535 ms

-

-

Short FT B1S1

Short-term fuel trim (bank 1 sensor 1)

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 (bank 1 sensor 1) for feedback.

Short FT B1S2

Short-term fuel trim (bank 1 sensor 2)

Min.: -100%, Max.: 99.21%

-10 to 10%

Maintains the air-fuel ratio at the stoichiometric air-fuel ratio by making minor adjustments to the target air-fuel ratio for the air-fuel ratio calibration during normal driving.

HINT:

  • Other than normal condition: The target air-fuel ratio may be rich or lean.
  • If a positive value or a negative value is continuously output for 5 minutes or more, there may be an exhaust gas leak or a deviation in the air fuel ratio sensor characteristics.

Long FT B1S1

Long-term fuel trim (bank 1 sensor 1)

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], [A/F Learn Value High Bank 1], [A/F Learn Value Idle (Port) Bank 1], [A/F Learn Value Low (Port) Bank 1], [A/F Learn Value Mid No.1 (Port) Bank 1], [A/F Learn Value Mid No.2 (Port) Bank 1] and [A/F Learn Value High (Port) 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 (bank 1 sensor 2)

Min.: -100%, Max.: 99.21%

-2 to 2%

Learns and records the air-fuel ratio feedback value for "Short FT B1S2".

HINT:

  • -2 to +2%: The air-fuel ratio can be determined to be normal.
  • Other than above: The target air-fuel ratio may be rich or lean.
  • If only "Long FT B1S2" is not as specified, there may be an exhaust gas leak or a deviation in the air fuel ratio sensor characteristics.

Total FT Bank 1

Total fuel trim (bank 1)

Min.: -0.5, Max.: 0.496

-0.28 to 0.2: Idling with warm engine

  • Total FT Bank 1 = Short FT B1S1 + Long FT B1S1
  • Depending on the vehicle, this item may not be displayed.

Fuel System Status Bank 1

Fuel system status (bank 1)

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.

Fuel System Status Bank 2

Fuel system status (bank 2)

Unused, OL, CL, OLDrive, OLFault or CLFault

Unused

-

A/F Learn Value Idle (Port) Bank 1

Air fuel ratio learn value of idle area (port) for bank 1

Min.: -50%, Max.: 49.6%

-20 to 20%

Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).

A/F Learn Value Low (Port) Bank 1

Air fuel ratio learn value of low load area (port) for bank 1

Min.: -50%, Max.: 49.6%

-20 to 20%

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts)

A/F Learn Value Mid No.1 (Port) Bank 1

Air fuel ratio learn value of middle1 load area (port) for bank 1

Min.: -50%, Max.: 49.6%

-20 to 20%

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).

A/F Learn Value Mid No.2 (Port) Bank 1

Air fuel ratio learn value of middle2 load area (port) for bank 1

Min.: -50%, Max.: 49.6%

-20 to 20%

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).

A/F Learn Value High (Port) Bank 1

Air fuel ratio learn value of high load area (port) for bank 1

Min.: -50%, Max.: 49.6%

-20 to 20%

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

A/F Learn Value Idle Bank 1

Air fuel ratio learn value of idle area for bank 1

Min.: -50%, Max.: 49.6%

-20 to 20%

Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).

A/F Learn Value Low Bank 1

Air fuel ratio learn value of low load area for bank 1

Min.: -50%, Max.: 49.6%

-20 to 20%

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).

A/F Learn Value Mid No.1 Bank 1

Air fuel ratio learn value of middle1 load area for bank 1

Min.: -50%, Max.: 49.6%

-20 to 20%

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).

A/F Learn Value Mid No.2 Bank 1

Air fuel ratio learn value of middle2 load area for bank 1

Min.: -50%, Max.: 49.6%

-20 to 20%

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).

A/F Learn Value High Bank 1

Air fuel ratio learn value of high load area for bank 1

Min.: -50%, Max.: 49.6%

-20 to 20%

Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

Ignition System (Ignition)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Ignition Timing Cylinder #1

Ignition timing advance for No. 1 cylinder

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

-5 to 25 deg: Idling (engine warmed up, A/C off and shift state neutral)

-

Knock F/B Value

Knocking feedback value

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

-17 to 0 deg(CA): Driving at 70 km/h (43 mph)

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.

HINT:

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.

HINT:

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.

Mass Air Flow Meter (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Mass Air Flow Circuit

Status of the mass air flow meter sub-assembly circuit

Normal or Abnormal

Normal

-

Intake Control (Gas Intake Control)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

VSV for AICS

Vacuum switching valve for air intake control system status

Open or Close

-

-

VVT Control (Gas Valve Control)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

VVT Advance Fail

VVT control failure status

ON or OFF

OFF: Idling

ON: There is an intake VVT timing advance malfunction.

Exhaust VVT Retarded Fail

Exhaust VVT control failure status

ON or OFF

OFF: Idling

ON: There is an exhaust VVT timing retarded malfunction.

Intake VVT Hold Learn Value Bank 1

Intake VVT hold correct learned value

Min.: 0%, Max.: 399.9%

-

-

Intake VVT Change Angle Bank 1

Intake VVT displacement angle

Min.: 0 DegFR, Max.: 639.9 DegFR

15 to 25 DegFR: Idling (engine warmed up)

This is the intake VVT displacement angle.

Intake VVT OCV Control Duty Ratio Bank 1

Intake cam timing oil control solenoid operation duty ratio

Min.: 0%, Max.: 399.9%

-

-

Exhaust VVT Hold Learn Value Bank 1

Exhaust VVT hold correct learned value

Min.: 0%, Max.: 399.9%

0 to 100%: Idling (engine warmed up)

-

Exhaust VVT Change Angle Bank 1

Exhaust VVT displacement angle

Min.: 0 DegFR, Max.: 639.9 DegFR

0 to 10 DegFR: Idling (engine warmed up)

This is the exhaust VVT displacement angle.

Exhaust VVT OCV Control Duty Ratio Bank 1

Exhaust cam timing oil control solenoid operation duty ratio

Min.: 0%, Max.: 399.9%

0 to 100%: Idling (engine warmed up)

-

Intake VVT Target Angle Bank 1

Intake VVT target angle

Min.: 0 DegFR, Max.: 639.9 DegFR

0 to 10 DegFR: Idling (engine warmed up)

-

Exhaust VVT Target Angle Bank 1

Exhaust VVT target angle

Min.: 0 DegFR, Max.: 639.9 DegFR

0 to 10 DegFR: Idling (engine warmed up)

-

Intake VVT Timing Most Over-Retarded Learn Value Bank 1

Intake VVT maximum retarded angle learned value

Min.: 0 deg(CA), Max.: 639.99 deg(CA)

19 to 42 deg(CA): Idling (engine warmed up)

-

Exhaust VVT Timing Most Over-Advanced Learn Value Bank 1

Exhaust VVT maximum advanced angle learned value

Min.: 0 deg(CA), Max.: 639.99 deg(CA)

100 to 136 deg(CA): Idling (engine warmed up)

-

Turbocharger Control 2 (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Target Boost Pressure

The target boost pressure

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

Atmospheric pressure to 300 kPa [43.5 psi]

  • Check by comparing with the boost pressure sensor.
  • The boost pressure sensor remaining 20 kPa [2.9 psi] below the target boost pressure for 5 seconds or more when the accelerator pedal is fully depressed may lead to a sensation of lack of power.
  • When driving with the accelerator pedal fully depressed at an engine speed of 3000 rpm or higher, the boost pressure sensor approximately equals the target boost pressure.
  • The target boost pressure is the value calculated by the ECM.

Target Boost Pressure Supported

Status of the Target Boost Pressure Supported

Supp or Unsupp

Supp

-

Target Boost Pressure2 Supported

Status of the Target Boost Pressure2 Supported

Supp or Unsupp

Supp

-

Boost Pressure Sensor

Compressor outlet pressure value

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

90 to 110 kPa [13.1 to 16.0 psi] (Depends on atmospheric pressure): Idling

  • At ignition switch to ON or during idling, the boost pressure sensor approximately equals the atmospheric pressure (standard atmospheric pressure is 101 kPa [14.65 psi]).
  • When diagnosing a lack of power, check by comparing to the target boost pressure.
  • The boost pressure sensor remaining 20 kPa [2.9 psi] below the target boost pressure for 5 seconds or more when the accelerator pedal is fully depressed may lead to a sensation of lack of power.
  • The boost pressure sensor indicates the output value of the No. 1 turbo pressure sensor.
  • At ignition switch to ON, the Turbocharger/Supercharger Inlet Pressure Bank1, Boost Pressure Sensor and Boost Pressure Sensor2 are approximately equal.

Boost Pressure Sensor Supported

Status of the Boost Pressure Sensor Supported

Supp or Unsupp

Supp

-

Boost Pressure Sensor2 Supported

Status of the Boost Pressure Sensor2 Supported

Supp or Unsupp

Supp

-

Catalyst (Gas CAT Converter)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Catalyst Temperature B1S1

Front catalyst temperature

Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)

-

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

Catalyst Temperature B1S2

Rear catalyst temperature

Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)

-

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

Various Vehicle Conditions 2 (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Starter SW

Starter signal

ON or OFF

  • ON: Starter operating
  • OFF: Starter not operating

-

Neutral Position SW

Park/Neutral position switch status

ON or OFF

-

-

Shift SW Status (Neutral) Supported

Status of Shift SW Status (Neutral) supported

Unsupp or Supp

Unsupp

-

Clutch SW

Clutch switch status

ON or OFF

  • ON: Clutch pedal depressed
  • OFF: Clutch pedal released

-

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

-

Check Mode (Check Mode)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Misfire Test Result

Check mode result for misfire monitor

Compl or Incmpl

-

-

A/F (O2) Sensor B1S2 Test Results

Check mode result for air fuel ratio sensor (bank 1 sensor 2)

Compl or Incmpl

-

-

A/F (O2) Sensor B1S1 Test Results

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

Compl or Incmpl

-

-

Test Result (Monitor Status)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Complete Parts Monitor

Comprehensive component monitor

Not Avl or Avail

-

  • *

Complete Parts Monitor Result

Comprehensive component monitor

Compl or Incmpl

-

  • *

Ignition Monitor

Ignition monitor

Spark Ignition or Compression Ignition

Spark Ignition

-

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

-

  • *

Misfire Monitor Result

Misfire monitor

Compl or Incmpl

-

  • *

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

A/F (O2) sensor heater monitor

Not Avl or Avail

-

  • *

A/F (O2) Sensor Heater Monitor Result

A/F (O2) sensor 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 off. However, the item changes back to Incmpl when DTCs are cleared or cable is disconnected from the negative (-) auxiliary battery terminal.

Various Vehicle Conditions 3 (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

TC Terminal

TC terminal status

ON or OFF

-

Active Test item [Activate the TC Terminal] support data.

MIL

MIL status

ON or OFF

OFF

-

MIL ON Run Distance

Distance driven with MIL on

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

-

This is the distance driven since the MIL was illuminated.

Running Time from MIL ON

Running time from MIL on

Min.: 0 min, Max.: 65535 min

Running time after MIL turned on

-

Time after DTC Cleared

Time after DTCs cleared

Min.: 0 min, Max.: 65535 min

Time after DTCs cleared

This is the time elapsed after DTCs were cleared (or after the vehicle left the factory). Time elapsed after the ignition switch is turned off is not counted.

Distance from DTC Cleared

Distance driven after DTCs cleared

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

Distance driven after DTCs cleared

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

Warmup Cycle Cleared DTC

Warmup cycles after DTCs cleared

Min.: 0, Max.: 255

-

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

Distance Traveled from Last Battery Cable Disconnect

Distance driven after auxiliary battery cable disconnected

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

Total distance vehicle driven after auxiliary battery cable disconnected

-

IG OFF Elapsed Time

Time after ignition switch off

Min.: 0 min, Max.: 655350 min

Cumulative time after ignition switch off

-

Soak IC Current Timer Value

Length of most recent soak timer operation

Min.: 0 sec, Max.: 614390.625 sec

-

  • This item displays the length of time the soak timer operated from when the ignition switch was last turned off until it was turned to ON.
  • Depending on the vehicle, this item may not be displayed.

OBD Requirements

OBD requirement

-

EOBD (Euro OBD)

-

Number of Emission DTC

Emissions-related DTCs

Min.: 0, Max.: 127

-

This is the number of emissions-related DTCs stored.

Misfire (Gas Misfire)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Ignition Trigger Count

Ignition counter

Min.: 0, Max.: 65535

0 to 300

  • 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 #3 / Ignition Trigger Count

HINT:

  • For 3-cylinder engines, the values range from 0 to 300.
  • 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.

All Cylinders Misfire Count

Misfire count of all cylinders

Min.: 0, Max.: 255

0 to 35

  • This is the total misfire count for 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 Calculate 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 Calculate 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

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

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

-

Various Vehicle Conditions 4 (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Engine Speed (Starter Off)

Engine speed when starter off

Min.: 0 rpm, Max.: 51199 rpm

-

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

Starter Count

Number of times starter turned on after ignition switch to ON

Min.: 0, Max.: 255

-

  • Indicates the number of times starter turned ON in the current driving cycle.
  • Number of times starter turned ON before engine started displayed in the 1 position.
  • Number of times starter turned ON after engine started displayed in the 10 position.

Example:

If "21" is displayed on the GTS, the starter was turned ON 1 time before engine start and turned ON 2 times after engine start. (The maximum value for each counter is 9 times before engine start and 11 times after engine start)

Run Distance of Previous Trip

Distance driven during previous trip

Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile)

-

-

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

Estimated 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)

-

-

Various Vehicle Conditions 5 (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Engine ECU Internal Temperature

ECM internal temperature

Min.: -40°C, Max.: 215°C

-

-

Total Distance Indicated after Long Term Leaving with IG OFF (1st)

Cumulative distance before 1st long term ignition switch off period of time (1440 hours (60 days))

Min.: 0 km, Max: 131070 km

-

-

Total Distance Indicated after Long Term Leaving with IG OFF (2nd)

Cumulative distance before 2nd long term ignition switch off period of time (1440 hours (60 days))

Min.: 0 km, Max: 131070 km

-

-

Total Distance Indicated after Long Term Leaving with IG OFF (3rd)

Cumulative distance before 3rd long term ignition switch off period of time (1440 hours (60 days))

Min.: 0 km, Max: 131070 km

-

-

Time of Long Term Leaving with IG OFF (1st)

Number of days of 1st long term ignition switch off period of time (1440 hours (60 days))

Min.: 0 day, Max.: 255 day

-

-

Time of Long Term Leaving with IG OFF (2nd)

Number of days of 2nd long term ignition switch off period of time (1440 hours (60 days))

Min.: 0 day, Max.: 255 day

-

-

Time of Long Term Leaving with IG OFF (3rd)

Number of days of 3rd long term ignition switch off period of time (1440 hours (60 days))

Min.: 0 day, Max.: 255 day

-

-

IG ON Time Up to 1 trip before

Time ignition switch was to ON 1 trip before

Min.: 0 min, Max.: 510 min

-

-

IG ON Time Up to 2 trip before

Time ignition switch was to ON 2 trips before

Min.: 0 min, Max.: 510 min

-

-

IG ON Time Up to 3 trip before

Time ignition switch was to ON 3 trips before

Min.: 0 min, Max.: 510 min

-

-

IG ON Time Up to 4 trip before

Time ignition switch was to ON 4 trips before

Min.: 0 min, Max.: 510 min

-

-

IG ON Time Up to 5 trip before

Time ignition switch was to ON 5 trips before

Min.: 0 min, Max.: 510 min

-

-

Auxiliary Battery Average Current during IG OFF 1 Trip before

Average auxiliary battery current when ignition switch off 1 trip before

Min.: -32.768 A, Max: 32.767 A

-

-

Auxiliary Battery Average Current during IG OFF 2 Trip before

Average auxiliary battery current when ignition switch off 2 trips before

Min.: -32.768 A, Max: 32.767 A

-

-

Auxiliary Battery Average Current during IG OFF 3 Trip before

Average auxiliary battery current when ignition switch off 3 trips before

Min.: -32.768 A, Max: 32.767 A

-

-

Auxiliary Battery Average Current during IG OFF 4 Trip before

Average auxiliary battery current when ignition switch off 4 trips before

Min.: -32.768 A, Max: 32.767 A

-

-

Auxiliary Battery Average Current during IG OFF 5 Trip before

Average auxiliary battery current when ignition switch off 5 trips before

Min.: -32.768 A, Max: 32.767 A

-

-

Engine Run Time before 1 trip

Total time ignition switch was turned on during previous trip (1)

Min.: 0 min, Max.: 510 min

-

-

Engine Run Time before 2 trip

Total time ignition switch was turned on during previous trips (2)

Min.: 0 min, Max.: 510 min

-

-

Engine Run Time before 3 trip

Total time ignition switch was turned on during previous trips (3)

Min.: 0 min, Max.: 510 min

-

-

Engine Run Time before 4 trip

Total time ignition switch was turned on during previous trips (4)

Min.: 0 min, Max.: 510 min

-

-

Engine Run Time before 5 trip

Total time ignition switch was turned on during previous trips (5)

Min.: 0 min, Max.: 510 min

-

-

Total Distance Up to 1 Trip before

Cumulative distance traveled 1 trip before

Min.: 0 km, Max: 131070 km

-

-

Total Distance Up to 2 Trip before

Cumulative distance traveled 2 trips before

Min.: 0 km, Max: 131070 km

-

-

Total Distance Up to 3 Trip before

Cumulative distance traveled 3 trips before

Min.: 0 km, Max: 131070 km

-

-

Total Distance Up to 4 Trip before

Cumulative distance traveled 4 trips before

Min.: 0 km, Max: 131070 km

-

-

Total Distance Up to 5 Trip before

Cumulative distance traveled 5 trips before

Min.: 0 km, Max: 131070 km

-

-

Battery Current

Auxiliary battery current

Min.: -125 A, Max.: 124.9 A

Changes according to alternator output (While driving after engine warmed up)

If the result is not as specified, a malfunction of the LIN communication line is suspected.

Battery Temperature

Auxiliary battery temperature

Min.: -40°C (-40°F), Max.: 6513.5°C (11756°F)

Changes according to actual temperature (While driving after engine warmed up)

If the result is not as specified, a malfunction of the LIN communication line is suspected.

Alternator Output Duty Ratio

Generator output duty ratio

Min.: 0%, Max.: 399.9%

-

-

Status of Alternator Temperature High

Alternator high temperature status

ON or OFF

-

-

Alternator Voltage - Non Active Test

Request voltage when regulator not under forced activation

Min.: 0 V, Max.: 79.998 V

Auxiliary battery electrolyte temperature varies (12.3 to 15.3 V) while driving: After engine start

-

Voltage of Alternator

Alternator voltage

Min.: 0 V, Max.: 79.9 V

-

-

Auxiliary Battery Charging Integrated Current

Cumulative auxiliary battery charging integrated current value since vehicle was built

Min.: 0 Ah, Max.: 429496729.5 Ah

-

-

Auxiliary Battery Discharging Integrated Current

Cumulative auxiliary battery discharging integrated current value since vehicle was built

Min.: 0 Ah, Max.: 429496729.5 Ah

-

-

Auxiliary Battery Integrated Thermal Load

Cumulative auxiliary battery discharging integrated current value since vehicle was built

Min.: 0, Max.: 4294967295

-

-

Auxiliary Battery Capacity after IG ON

Auxiliary battery level just after IG ON

Min.: -128 Ah, Max.: 127 Ah

-

-

Auxiliary Battery Capacity after IG OFF

Auxiliary battery level just after IG OFF

Min.: -128 Ah, Max.: 127 Ah

-

-

Integrated Engine Run Time

Cumulative time ignition switch has been on since vehicle was built

Min.: 0 hour, Max.: 65535 hour

-

-

Number of Long Term Leaving with IG OFF

Number of times ignition switch not changed from off for long period of time (1440 hours (60 days))

Min.: 0, Max.: 255

-

-

Previous Trip Alternator Max Output Time

Accumulated time of maximum power generation by alternator during previous trip

Min.: 0 sec, Max.: 65535 sec

-

-

Initial Engine Battery Minimum Voltage

Minimum auxiliary battery voltage at engine start

Min.: 0 V, Max.: 25.5 V

-

-

Previous Trip Charge Control Time

Previous trip charge control time

Min.: 0 sec, Max.: 65535 sec

-

-

Previous Trip Average Battery Temperature

Previous trip Average auxiliary battery temperature

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

-

-

Battery Charging Rate Accuracy

Auxiliary battery charging rate accuracy

Low/Middle/High/Disable

-

-

Battery Status of Full Charge

Auxiliary battery status of full charge

Min.: 0 Ah, Max.: 127.5 Ah

-

-

IG OFF Time before 1 trip

Number of days ignition switch was off 1 trip before

Min.: 0 day, Max.: 255 day

-

-

IG OFF Time before 2 trip

Number of days ignition switch was off 2 trips before

Min.: 0 day, Max.: 255 day

-

-

IG OFF Time before 3 trip

Number of days ignition switch was off 3 trips before

Min.: 0 day, Max.: 255 day

-

-

IG OFF Time before 4 trip

Number of days ignition switch was off 4 trips before

Min.: 0 day, Max.: 255 day

-

-

IG OFF Time before 5 trip

Number of days ignition switch was off 5 trips before

Min.: 0 day, Max.: 255 day

-

-

Cooling Fan Duty Ratio

Electric cooling fan request duty ratio

Min.: 0%, Max.: 127.5%

-

Active Test item [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

-

Fuel Cut Condition

Fuel cut condition

ON or OFF

ON: Fuel cut operating

-

Idle Fuel Cut

Idle fuel cut condition

ON or OFF

ON: Fuel cut operating

-

TAU Fuel Cut

Low load fuel cut condition

ON or OFF

ON: Fuel cut operating

-

Key Unlock Signal

Key unlock signal

ON or OFF

-

-

Compression (Compression)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Engine Speed Cylinder #1

Engine speed for No. 1 cylinder

Min.: 0 rpm, Max.: 51199 rpm

-

  • Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being 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.

HINT:

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

-

  • Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being 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.

HINT:

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

-

  • Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being 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.

HINT:

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

-

Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)

Various Vehicle Conditions 6 (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

NIM Sensor Speed

Input shaft speed (NIM)

0 to 16383 rpm

Input shaft speed (NIM) equal to engine speed (NE): Clutch pedal not depressed, vehicle running

-

NIM Sensor Voltage

Transmission revolution sensor (NIM) output voltage

0 to 4.999 V

0.2 to 1.8 V: Engine idling (Vehicle stopped with shift lever in Neutral)

-

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,P Range)

Shift state status (P or N position)

ON or OFF

  • OFF: shift state neutral
  • ON: shift state neutral

-

Shift SW Status (N,P Range) Supported

Status of the Shift SW Status (N,P Range) Supported

Supp or Unsupp

Supp

-

Clutch Stroke Position

Clutch stroke calculated

-200 to 199.9%

Value increases: Clutch pedal released → clutch pedal fully depressed

-

Clutch Stroke Sensor Voltage

Clutch stroke sensor output voltage

0 to 4.999 V

Value increases: Clutch pedal released → clutch pedal fully depressed

-

M/T Oil Temperature

MT fluid temperature sensor value

Min.: -40°C (-40°F)

Max.: 215.9°C (420.62°F)

-

If the value is -40°C (-40°F) or 215.9°C (420.62°F) or more, the MT fluid temperature sensor circuit is open or shorted.

Drive Mode Status

Drive mode status

Normal, Power, Sport, Sport+, Comfort or ECO

-

-

Mode Cancel SW

Satellite switch status

ON or OFF

-

-

Power Mode SW

Satellite switch status

ON or OFF

-

-

iMT SW

iMT switch status

ON or OFF

  • ON: iMT switch being pressed and held
  • OFF: iMT switch not pressed

-

iMT Telltale

iMT telltale display request

OFF, Green or Yellow

  • OFF: iMT system off
  • Green: iMT system stand-by
  • Yellow: iMT system malfunction, indicator light initial check

-

Stop and Start System Engine Status

Stop and start system engine status

IG, Run, Stopreq, Stop, Restart

-

-

Battery Type

Auxiliary battery Type

Specified or Other

-

-

Turbocharger Control 3 (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Air Bypass Valve Control

Operation status of the air by-pass valve assembly (bank 1).

ON or OFF

OFF (Close): Idling and waste gate valve active detection not operating

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

Low-speed Pre-ignition (All Data)

Powertrain > Engine > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Consecutive Prevention Cylinder #1 History 1

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.

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)

-

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

ACTIVE TEST

HINT:

  • 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.

(a) Warm up the engine.

(b) Turn the ignition switch off.

(c) Connect the GTS to the DLC3.

(d) Turn the ignition switch to ON.

(e) Turn the GTS on.

(f) Enter the following menus: Powertrain / Engine / Active Test.

(g) 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 and 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 Current 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 and 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 Current B1S1 and A/F (O2) Sensor Current B1S2.
  • During the Active Test, air fuel ratio feedback control and feedback learning are stopped.

Activate the VSV for AICS

Activate vacuum switching valve (for intake air control valve)

OPEN/CLOSE

Perform this test when the following conditions are met:

  • Ignition switch ON.
  • Engine is stopped.
  • Shift state neutral.

Activate the EVAP Purge VSV

Activate purge VSV control

ON/OFF

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

Activate the Air Bypass Valve

Activate air by-pass valve assembly (bank 1)

ON/OFF

Perform this test when vehicle is stopped.

Activate the Circuit Relay (Brushless)

Activate fuel pump (for low pressure side)

ON/OFF

Perform this test when the following conditions are met:

  • Ignition switch ON.
  • Engine is stopped.
  • Shift state neutral.

Control the Fuel Pump Duty Ratio (Brushless)

Change the fuel pump speed (for low pressure side)

Low/High

Perform this test when the following conditions are met:

  • Ignition switch ON.
  • Engine is stopped.
  • Shift state neutral.

Fuel Pump Single Phase Energization

Energizes a single phase of fuel pump control ECU

U Phase/V Phase/W Phase

Perform this test when the following conditions are met:

  • Ignition switch ON.
  • Shift state neutral.
  • Connector from fuel pump control ECU to fuel pump (for low pressure side) is disconnected.

Activate the TC Terminal

Turn on and off TC and TE1 (CG) connection

ON/OFF

  • Confirm that the vehicle is stopped.
  • ON: TC and TE1 (CG) are connected.
  • OFF: TC and TE1 (CG) are disconnected.

Prohibit the Idle Fuel Cut

Prohibit idling fuel cut control

Start/Stop

Perform this test when the following conditions are met:

  • Ignition switch ON.
  • Shift state 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 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 ON.
  • Engine is stopped.
  • Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more).
  • Shift state neutral.

Control the ETCS Open/Close Fast Speed

Throttle actuator

  • Close/Open
  • Start/Stop

Open: Throttle valve opens quickly

  • Same as above.

Control the Intake VVT OCV Duty Ratio Bank 1

Control cam timing oil control solenoid assembly (for intake camshaft of bank 1)

-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 is set to 100%.
  • Perform this test when the following conditions are met:
    • Engine is running.
    • Shift state 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 of bank 1)

-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 is set to 100%.
  • Perform this test when the following conditions are met:
    • Engine is running.
    • Shift state 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 Voltage of Alternator

Control the alternator generation required voltage

12.5 to 14.7 V

Perform this test when vehicle is stopped.

Control the Injection Mode

Perform 2 pattern in order to operate fuel injection

  • Port/Direct
  • Start/Stop

Perform this test when the following conditions are met:

  • Vehicle stopped and engine idling.
  • Data List item "Injection Switching Status" is "OK".

Control the Select Cylinder F/C (with Ignition)

Selected cylinder (cylinder #1 to #3) injector fuel cut

  • #1/#2/#3
  • Start/Stop

Perform this test when the following conditions are met:

  • Vehicle is stopped.
  • Engine is idling.
  • Shift lever in 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 neutral.

Check the Cylinder Compression

Check the cylinder compression pressure

Start/Stop

Fuel injection and ignition stop of all cylinders.

*2

D-4S (Fuel Cut)

Perform 2 pattern in order to operate fuel cut and ignition cut

  • Port/Direct
  • #1/#2/#3
  • Start/Stop

Perform this test when the following conditions are met:

  • Vehicle stopped and engine idling.
  • Data List item "Injection Switching Status" is "OK".

D-4S (Fuel Cut (with Ignition))

Perform 2 pattern in order to operate fuel cut and ignition cut

  • Port/Direct
  • #1/#2/#3
  • Start/Stop

Perform this test when the following conditions are met:

  • Vehicle is stopped.
  • Engine speed is 3000 rpm or less.
  • Data List item "Injection Switching Status" is "OK".

D-4S (Injection Volume)

Perform 2 pattern in order to operate injection volume

  • Port/Direct
  • -12.5 to 24.8%

Perform this test when the following conditions are met:

  • Vehicle is stopped.
  • Engine speed is 3000 rpm or less.
  • Data List item "Injection Switching Status" is "OK".

D-4S (A/F Control)

Perform 2 pattern in order to operate air fuel ratio control

  • Port/Direct
  • -12.5% or 25%

Perform this test when the following conditions are met:

  • Vehicle is stopped.
  • Engine speed is 3000 rpm or less.
  • Data List item "Injection Switching Status" is "OK".

D-4S (Fuel Cut)

Perform 2 pattern in order to operate fuel cut

  • Port/Direct
  • #1/#2/#3
  • Start/Stop

Perform this test when the following conditions are met:

  • Vehicle is stopped.
  • Engine speed is 3000 rpm or less.
  • Data List item "Injection Switching Status" is "OK".

Control the Engine Cooling Fan Duty Ratio

Control the cooling fan

0 to 100%

Perform this test when vehicle is stopped.

Control the Wastegate Valve Duty Ratio

Control the waste gate valve

-30 to 30%

Perform this test when vehicle is stopped.

NOTICE:

*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. Clear the DTCs.
    2. Turn the ignition switch to ON.
    3. Enter the Control the Select Cylinder F/C (with Ignition)
    4. Select the cylinder for fuel cut (No. 1 to No. 3 cylinder) and turn the Active Test ON.
    5. Start the engine.

HINT:

*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.

    HINT:

    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.

    HINT:

    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".

    HINT:

    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.

    HINT:

    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 #3) displayed on the GTS.

    NOTICE:

    • In order to protect the starter assembly, 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 auxiliary battery is fully charged before performing this Active Test.

    HINT:

    • 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 will change to the actual engine speed.
    • If the cylinder engine speed values (Engine Speed Cylinder #1 to #3) 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.

    NOTICE:

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

    HINT:

    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.

    HINT:

    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.

    Fail-safe Chart

    FAIL-SAFE CHART If any of the following DTCs are stored, the ECM enters fail-safe mode to allow the vehicle to be driven temporarily or stops fuel injection...

    Diagnostic Trouble Code Chart

    DIAGNOSTIC TROUBLE CODE CHART SFI System DTC No. Detection Item MIL Note Link P001013 A Camshaft Position Actuator Bank 1 Circuit Open Comes on SAE: P0010 P001100 Camshaft Position "A" - Timing Over-Advanced or System Performance Bank 1 Comes on SAE: P0011 P001200 Camshaft Position "A" - Timing Over-Retarded Bank 1 Comes on SAE: P0012 P001313 Camshaft Position "B" - Actuator Bank 1 Circuit Open Comes on SAE: P0013 P001400 Camshaft Position "B" - Timing Over-Advanced or System Performance Bank 1 Comes on SAE: P0014 P001500 Camshaft Position "B" - Timing Over-Retarded Bank 1 Comes on SAE: P0015 P001600 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor A Comes on SAE: P0016 P001700 Crankshaft Position - Camshaft Position Correlation Bank 1 Sensor B Comes on SAE: P0017 P003012 HO2S Heater Control Bank 1 Sensor 1 Circuit Short to Battery Comes on SAE: P0032 P003013 HO2S Heater Control Bank 1 Sensor 1 Circuit Open Comes on SAE: P0031 P003312 Turbocharger / Supercharger Bypass Valve "A" Control Circuit Short to Battery - SAE: P0035 P003314 Turbocharger / Supercharger Bypass Valve "A" Control Circuit Short to Ground or Open - SAE: P0034 P003612 HO2S Heater Control Circuit Bank 1 Sensor 2 Circuit Short to Battery Comes on SAE: P0038 P003613 A/F (O2) Heater Control Circuit Bank 1 Sensor 2 Circuit Open Comes on SAE: P0037 P006D62 Barometric Pressure - Turbocharger/Supercharger Inlet Pressure Correlation Bank 1 Signal Compare Failure - SAE: P006D P007A11 Charge Air Cooler Temperature Sensor Bank 1 Circuit Short to Ground - SAE: P007C P007A15 Charge Air Cooler Temperature Sensor Bank 1 Circuit Short to Battery or Open - SAE: P007D P008700 Fuel Rail / System Pressure - Too Low Comes on SAE: P0087 P008800 Fuel Rail / System Pressure - Too High Comes on SAE: P0088 P008A00 Low Pressure Fuel System Pressure - Too Low - SAE: P008A P008B00 Low Pressure Fuel System Pressure - Too High - SAE: P008B P00CF62 Barometric Pressure - Turbocharger / Supercharger Boost Sensor "A" Signal Compare Failure Comes on SAE: P00CF P010012 Mass or Volume Air Flow Sensor "A" Circuit Short to Battery Comes on SAE: P0103 P010014 Mass or Volume Air Flow Sensor "A" Circuit Short to Ground or Open Comes on SAE: P0102 P010511 Manifold Absolute Pressure / Barometric Pressure Sensor Circuit Short to Ground Comes on SAE: P0107 P010515 Manifold Absolute Pressure / Barometric Pressure Sensor Circuit Short to Battery or Open Comes on SAE: P0108 P011011 Intake Air Temperature Sensor 1 Bank 1 Circuit Short to Ground Comes on SAE: P0112 P011015 Intake Air Temperature Sensor 1 Bank 1 Circuit Short to Battery or Open Comes on SAE: P0113 P011511 Engine Coolant Temperature Sensor 1 Circuit Short to Ground Comes on SAE: P0117 P011515 Engine Coolant Temperature Sensor 1 Circuit Short to Battery or Open Comes on SAE: P0118 P01152A Engine Coolant Temperature Sensor 1 Signal Stuck in Range Comes on SAE: P0116 P012011 Throttle / Pedal Position Sensor / Switch "A" Circuit Short to Ground Comes on SAE: P0122 P012015 Throttle / Pedal Position Sensor / Switch "A" Circuit Short to Battery or Open Comes on SAE: P0123 P01201C Throttle / Pedal Position Sensor / Switch "A" Circuit Voltage Out of Range Comes on SAE: P0121 P012A11 Turbocharger/Supercharger Inlet Pressure Sensor "A" Circuit Low Circuit Short to Ground - SAE: P012C P012A15 Turbocharger/Supercharger Inlet Pressure Sensor "A" Circuit High Circuit Short to Battery or Open - SAE: P012D P013616 A/F (O2) Sensor Circuit Bank 1 Sensor 2 Circuit Current (Voltage) Below Threshold Comes on SAE: P0136 P017100 System Too Lean Bank 1 Comes on SAE: P0171 P017200 System Too Rich Bank 1 Comes on SAE: P0172 P019011 Fuel Rail Pressure Sensor "A" Circuit Short to Ground Comes on SAE: P0192 P019015 Fuel Rail Pressure Sensor "A" Circuit Short to Battery or Open Comes on SAE: P0193 P019511 Engine Oil Temperature Sensor Circuit Short to Ground - SAE: P0197 P019515 Engine Oil Temperature Sensor Circuit Short to Battery or Open - SAE: P0198 P020113 Cylinder 1 Injector "A" Circuit Open Comes on SAE: P0201 P020213 Cylinder 2 Injector "A" Circuit Open Comes on SAE: P0202 P020313 Cylinder 3 Injector "A" Circuit Open Comes on SAE: P0203 P022011 Throttle/Pedal Position Sensor/Switch "B" Circuit Short to Ground Comes on SAE: P0222 P022015 Throttle/Pedal Position Sensor/Switch "B" Circuit Short to Battery or Open Comes on SAE: P0223 P023400 Turbocharger/Supercharger "A" Overboost Condition - SAE: P0234 P023511 Turbocharger/Supercharger Boost Sensor "A" Circuit Short to Ground Comes on SAE: P0237 P023515 Turbocharger/Supercharger Boost Sensor "A" Circuit Short to Battery or Open Comes on SAE: P0238 P02351C Turbocharger/Supercharger Boost Sensor "A" Circuit Voltage Out of Range - SAE: P0236 P024313 Turbocharger/Supercharger Wastegate Solenoid "A" Circuit Open Does not come on SAE: P0243 P030000 Random/Multiple Cylinder Misfire Detected Comes on/Blinks* *: The MIL flashes when a catalyst-damaging misfire is detected...

    Other information:

    Toyota Yaris XP210 (2020-2022) Reapir and Service Manual: Vehicle Control History


    VEHICLE CONTROL HISTORY NOTICE: Vehicle control history may be recorded due to the replacement or repair of related parts. CHECK VEHICLE CONTROL HISTORY (FRONT RADAR SENSOR SYSTEM) (a) According to the display on the GTS, check the vehicle control history...

    Toyota Yaris XP210 (2020-2022) Reapir and Service Manual: Components


    C..

    Categories

    Front Seat Belt Pretensioners

    The front seat belt pretensioners are designed to deploy in moderate or severe frontal, near frontal collisions.

    In addition, the pretensioners operate when a side collision or a rollover accident is detected. The pretensioners operate differently depending on what types of air bags are equipped. For more details about the seat belt pretensioner operation, refer to the SRS Air Bag Deployment Criteria.

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