Data List / Active Test

DATA LIST
HINT:

Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time.
NOTE:
- In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not.
- The actual values may differ from the values listed in the chart under "Results of real-vehicle check" due to climate, weather conditions, etc.
HINT:

Normal Condition: If no conditions are specifically stated for "idling", the shift lever should be in N or P, the A/C switch should be off and all accessory switches should be off.
1. Warm up the engine.
2. Turn the A/C switch off.
3. Turn the engine switch off.
4. Connect the Techstream to the DLC3.
5. Turn the engine switch on (IG).
6. Turn the Techstream on.
7. Enter the following menus: Powertrain / Engine and ECT / Data List.
8. According to the display on the Techstream, read the Data List.

Various Vehicle Conditions 1

VEHICLE SPEED

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Vehicle Speed	Vehicle speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)	Actual vehicle speed	Yes
Vehicle Speed	Diagnostic Note: This is the current vehicle speed The vehicle speed is detected using the wheel speed sensors. Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped. To accurately confirm whether the vehicle was stopped or not, use "SPD (SP2)" which is the automatic transmission output speed.

ENGINE SPEED

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Speed	Engine speed/ Min.: 0 rpm, Max.: 16383 rpm	550 to 780 rpm: Idling	Yes
	Results of real-vehicle check: Idling (warm up the engine and A/C off): 710 rpm
	Diagnostic Note: When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 or varies greatly from the actual engine speed.

CALCULATE LOAD

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Calculate Load	Load calculated by ECM/ Min.: 0%, Max.: 100%	-	Yes
	Results of real-vehicle check: Engine switch on (IG): 0.0% Idling (warm up the engine): 26.6% Running without load (3000 rpm): 23.9% Vehicle driven at constant speed of 60 km/h (38 mph): 49.0% Driving with the accelerator fully open at 4000 rpm: 100.0%
	Diagnostic Note: This is the engine load calculated based on the estimated intake manifold pressure. Calculate Load = Estimated intake manifold pressure / maximum intake manifold pressure x 100 (%) (For example, when the estimated intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.)

VEHICLE LOAD

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Vehicle Load	Vehicle load/ Min.: 0%, Max.: 25700%	-	Yes
	Results of real-vehicle check: Engine switch on (IG): 0.0% Idling (warm up the engine): 14.5% Running without load (3000 rpm): 15.6% Vehicle driven at constant speed of 60 km/h (38 mph): 29.4% Driving with the accelerator fully open at 4000 rpm: 94.9%
	Diagnostic Note: This is the engine intake air charging efficiency. Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.) HINT: Due to individual engine differences, intake air temperature, etc., the value may exceed 100%. Intake airflow (g/rev.) = Intake airflow (gm/s) x 60 / Engine speed (rpm) (Intake airflow (gm/s) is MAF)

MAF

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
MAF	Airflow rate from Mass Air Flow (MAF) meter/ Min.: 0 gm/s, Max.: 655.35 gm/s	3.4 to 6.2 gm/s: Idling 18.3 to 25.8 gm/s: 3000 rpm (without load)	Yes
	Results of real-vehicle check: Engine switch on (IG): 1.67 gm/s Idling (warm up the engine): 4.71 gm/s Running without load (2500 rpm): 16.46 gm/s Running without load (3000 rpm): 21.84 gm/s Vehicle driven at constant speed of 40 km/h (25 mph): 11.06 gm/s Vehicle driven at constant speed of 60 km/h (38 mph): 16.46 gm/s Vehicle driven at constant speed of 80 km/h (50 mph): 22.89 gm/s Driving with the accelerator fully open at 4000 rpm: 175.85 gm/s
	Diagnostic Note: This is the intake air amount from the mass air flow meter.

ATMOSPHERE PRESSURE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Atmosphere Pressure	Atmospheric pressure/ Min.: 0 kPa, Max.: 255 kPa	Equivalent to atmospheric pressure (absolute pressure)	Yes
	Results of real-vehicle check: Idling (warm up the engine): 100 kPa
	Diagnostic Note: This value is calculated from the intake air amount. Standard atmospheric pressure: 101 kPa For every 100 m increase in altitude, pressure drops by 1 kPa. This varies by weather.

MAP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
MAP	Intake manifold pressure/ Min.: 0 kPa, Max.: 255 kPa	80 to 110 kPa: Engine switch on (IG) 20 to 40 kPa: Idling	Yes
	Results of real-vehicle check: Engine switch on (IG): 101 kPa Idling (warm up the engine): 30 kPa Running without load (2500 rpm): 27 kPa Running without load (3000 rpm): 24 kPa Vehicle driven at constant speed of 40 km/h (25 mph): 34 kPa Vehicle driven at constant speed of 60 km/h (38 mph): 50 kPa Vehicle driven at constant speed of 80 km/h (50 mph): 62 kPa Driving with the accelerator fully open at 4000 rpm: 98 kPa
	Diagnostic Note: This is the intake manifold pressure. This item is the pressure detected by the manifold absolute pressure sensor and is used for EGR system control. HINT: When the engine switch is on (IG), the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa). As Air Pump Pressure (Absolute), Air Pump2 Pressure (Absolute) and Vapor Pressure Pump together with MAP are almost the same as atmospheric pressure when the engine is stopped, these items can be used to help determine if the manifold absolute pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value by comparing the values.

COOLANT TEMP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Coolant Temp	Coolant temperature/ Min.:-40°C, Max.: 140°C	75 to 100°C (167 to 212°F): After warming up	Yes
Coolant Temp	Diagnostic Note: This is the engine coolant temperature. HINT: After warming up the engine, the engine coolant temperature is 75 to 100°C. After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.

INTAKE AIR

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Intake Air	Intake air temperature/ Min.:-40°C, Max.: 140°C	Equivalent to temperature at location of mass air flow meter	Yes
Intake Air	Diagnostic Note: After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.

AMBIENT TEMPERATURE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Ambient Temperature	Ambient temperature/ Min.:-40°C, Max.: 215°C	Equivalent to ambient air temperature	Yes

ENGINE RUN TIME

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Run Time	Engine run time/ Min.: 0 s, Max.: 65535 s	Time after engine start	Yes
Engine Run Time	Diagnostic Note: This is the time elapsed since the engine started. HINT: The time is counted only while the engine is running.

INITIAL ENGINE COOLANT TEMP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Initial Engine Coolant Temp	Initial engine coolant temperature/ Min.:-40°C, Max.: 215°C	-	Yes
Initial Engine Coolant Temp	Diagnostic Note: This is the coolant temperature stored when the engine switch is turned on (IG).

INITIAL INTAKE AIR TEMP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Initial Intake Air Temp	Initial intake air temperature/ Min.:-40°C, Max.: 140°C	-	Yes
Initial Intake Air Temp	Diagnostic Note: This is the intake air temperature stored when the engine switch is turned on (IG).

BATTERY VOLTAGE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Battery Voltage	Battery voltage/ Min.: 0 V, Max.: 65.535 V	11 to 14 V: Idling	Yes
	Results of real-vehicle check: Engine switch on (IG): 12.03 V Cranking: 9.36 V Idling (warm up the engine): 12.99 V
	Diagnostic Note: If 11 V or less, characteristics of some electrical components may change.

Throttle Control

ACCELERATOR POSITION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accelerator Position	Accelerator pedal position/ Min.: 0%, Max.: 100.0%	Actual accelerator pedal position	No
	Results of real-vehicle check: Engine switch on (IG): 0.0% (accelerator pedal released) Engine switch on (IG): 100.0% (accelerator pedal fully depressed)
	Diagnostic Note: This is the accelerator pedal position defined using the learned fully released position (sensor output) of accelerator pedal position sensor No. 1 as 0% and the fully depressed position as 100%.

ACCEL SENS. NO. 1 VOLT %

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sens. No. 1 Volt %	Absolute Accelerator Pedal Position (APP) No. 1/ Min.: 0%, Max.: 100%	10 to 22%: Accelerator pedal released 54 to 86%: Accelerator pedal fully depressed	Yes
	Results of real-vehicle check: Engine switch on (IG): 16.0% (accelerator pedal released) Engine switch on (IG): 68.2% (accelerator pedal fully depressed)
	Diagnostic Note: The accelerator pedal position sensor No. 1 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.

ACCEL SENS. NO. 2 VOLT %

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sens. No. 2 Volt %	Absolute APP No. 2/ Min.: 0%, Max.: 100%	12 to 42%: Accelerator pedal released 66 to 98%: Accelerator pedal fully depressed	Yes
	Results of real-vehicle check: Engine switch on (IG): 31.7% (accelerator pedal released) Engine switch on (IG): 84.3% (accelerator pedal fully depressed)
	Diagnostic Note: The accelerator pedal position sensor No. 2 output is converted using 5 V = 100%.

ACCEL SENSOR OUT NO. 1

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sensor Out No. 1	APP sensor No. 1 voltage/ Min.: 0 V, Max.: 4.98 V	0.5 to 1.1 V: Accelerator pedal released 2.6 to 4.5 V: Accelerator pedal fully depressed	No
	Results of real-vehicle check: Engine switch on (IG): 0.80 V (accelerator pedal released) Engine switch on (IG): 3.40 V (accelerator pedal fully depressed)
	Diagnostic Note: This is the raw voltage from the accelerator pedal position sensor No. 1.

ACCEL SENSOR OUT NO. 2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sensor Out No. 2	APP sensor No. 2 voltage/ Min.: 0 V, Max.: 4.98 V	1.2 to 2.0 V: Accelerator pedal released 3.4 to 5.0 V: Accelerator pedal fully depressed	No
	Results of real-vehicle check: Engine switch on (IG): 1.58 V (accelerator pedal released) Engine switch on (IG): 4.12 V (accelerator pedal fully depressed)
	Diagnostic Note: This is the raw voltage from the accelerator pedal position sensor No. 2. Accelerator pedal position sensor No. 2 is used to monitor accelerator pedal position sensor No. 1. When there is a malfunction in sensor No. 1, the ECM uses sensor No. 2 to control the engine.

ACCELERATOR IDLE POSITION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accelerator Idle Position	Whether or not accelerator pedal position sensor detecting released accelerator pedal/ ON or OFF	ON: Accelerator pedal released	No
	Results of real-vehicle check: Engine switch on (IG): ON (accelerator pedal released) Engine switch on (IG): OFF (accelerator pedal depressed)
	Diagnostic Note: This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.

ACCEL FULLY CLOSE LEARN #1

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Fully Close Learn #1	Accelerator fully released learned value No. 1/ Min.: 0 deg, Max.: 124.5 deg	-	No
	Results of real-vehicle check: Engine switch on (IG): 20.0 deg
	Diagnostic Note: This is the value of accelerator pedal position sensor No. 1 learned when the accelerator pedal is released.

ACCEL FULLY CLOSE LEARN #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Fully Close Learn #2	Accelerator fully released learned value No. 2/ Min.: 0 deg, Max.: 124.5 deg	-	No
	Results of real-vehicle check: Engine switch on (IG): 39.5 deg
	Diagnostic Note: This is the value of accelerator pedal position sensor No. 2 learned when the accelerator pedal is released.

THROTTLE SENSOR VOLT %

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sensor Volt %	Absolute throttle position sensor/ Min.: 0%, Max.: 100%	10 to 22%: Throttle fully closed 64 to 96%: Throttle fully open	Yes
	Results of real-vehicle check: Engine switch on (IG): 19.2% (accelerator pedal released) HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Engine switch on (IG): 82.3% (accelerator pedal fully depressed) Idling (warm up the engine): 14.9% Running without load (3000 rpm): 20.3% Vehicle driven at constant speed of 60 km/h (38 mph): 19.2%
	Diagnostic Note: The throttle position sensor No. 1 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.

THROTTL SENSOR #2 VOLT %

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttl Sensor #2 Volt %	Throttle sensor position #2/ Min.: 0%, Max.: 100%	42 to 62%: Throttle fully closed 92 to 100%: Throttle fully open	Yes
	Results of real-vehicle check: Engine switch on (IG): 51.7% (accelerator pedal released) HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Engine switch on (IG): 98.8% (accelerator pedal fully depressed) Idling (warm up the engine): 46.6%
	Diagnostic Note: The throttle position sensor No. 2 output is converted using 5 V = 100%.

ST1

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ST1	Brake pedal signal/ ON or OFF	ON: Brake pedal depressed OFF: Brake pedal released	No
ST1	Diagnostic Note: This is the brake pedal switch signal.

SYSTEM GUARD

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
System Guard	System guard/ ON or OFF	ON	No
	Results of real-vehicle check: Idling (warm up the engine): ON
	Diagnostic Note: When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function. OFF: Electronic throttle control is stopped.

OPEN SIDE MALFUNCTION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Open Side Malfunction	Open malfunction/ ON or OFF	OFF	No
Open Side Malfunction	Diagnostic Note: This parameter indicates a malfunction in the electronic throttle when the throttle valve is open.

THROTTLE IDLE POSITION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Idle Position	Whether or not throttle position sensor detecting idle/ ON or OFF	-	No
	Results of real-vehicle check: Engine switch on (IG): OFF HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Idling (warm up the engine): ON Running without load (3000 rpm): OFF
	Diagnostic Note: This is a parameter calculated by the ECM. The value is ON when the throttle is at the idle position and OFF when the throttle is open.

THROTTLE REQUIRE POSITION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Require Position	Required throttle position/ Min.: 0 V, Max.: 4.98 V	-	No
	Results of real-vehicle check: Engine switch on (IG): 0.84 V (accelerator pedal released) Engine switch on (IG): 4.11 V (accelerator pedal fully depressed) Idling (warm up the engine): 0.74 V Driving with the accelerator fully open at 4000 rpm: 4.11 V
	Diagnostic Note: This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No. 1 value except during very rapid throttle valve movement, such as that used during wheelspin control.

THROTTLE SENSOR POSITION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sensor Position	Throttle sensor position/ Min.: 0%, Max.: 100%	0%: Throttle fully closed 50 to 80%: Throttle fully open	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0.0% Driving with the accelerator fully open at 4000 rpm: 67.4%
	Diagnostic Note: This is the throttle valve opening amount used for engine control. (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idling speed during idling.) This value has no meaning when the engine switch is on (IG) and the engine is stopped. The throttle valve opening amount during idling is indicated by 0%. When the throttle valve is fully open, the value is 68%.

THROTTLE POSITION NO. 1

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Position No. 1	Throttle position sensor No. 1 output voltage/ Min.: 0 V, Max.: 4.98 V	Almost same as "Throttle Require Position" 0.5 to 1.1 V: Throttle fully closed 3.2 to 4.8 V: Throttle fully open 0.6 to 1.4 V: Fail-safe operating	No
	Results of real-vehicle check: Engine switch on (IG): 0.96 V (accelerator pedal released) Engine switch on (IG): 4.11 V (accelerator pedal fully depressed) Idling (warm up the engine): 0.74 V Driving with the accelerator fully open at 4000 rpm: 4.12 V
	Diagnostic Note: This is the throttle position sensor No. 1 output voltage.

THROTTLE POSITION NO. 2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Position No. 2	Throttle position sensor No. 2 output voltage/ Min.: 0 V, Max.: 4.98 V	2.1 to 3.1 V: Throttle fully closed 4.6 to 5.0 V: Throttle fully open 2.1 to 3.1 V: Fail-safe operating	No
	Results of real-vehicle check: Engine switch on (IG): 2.58 V (accelerator pedal released) Engine switch on (IG): 4.92 V (accelerator pedal fully depressed) Idling (warm up the engine): 2.32 V
	Diagnostic Note: This is the throttle position sensor No. 2 output voltage.

THROTTLE POSITION COMMAND

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Position Command	Throttle position command value/ Min.: 0 V, Max.: 4.98 V	-	No
Throttle Position Command	Diagnostic Note: Throttle Position Command is the same value as Throttle Require Position.

THROTTLE SENS OPEN POS #1

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sens Open Pos #1	Throttle position sensor No. 1/ Min.: 0 V, Max.: 4.98 V	0.6 to 1.4 V	No
	Results of real-vehicle check: Engine switch on (IG): 0.96 V
	Diagnostic Note: This is the throttle position sensor No. 1 output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the engine switch on (IG).

THROTTLE SENS OPEN POS #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sens Open Pos #2	Throttle position sensor No. 2/ Min.: 0 V, Max.: 4.98 V	1.7 to 2.5 V	No
	Results of real-vehicle check: Engine switch on (IG): 2.07 V
	Diagnostic Note: This is the throttle position sensor No. 2 output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the engine switch on (IG).

THROTTLE MOTOR CURRENT

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor Current	Throttle actuator current/ Min.: 0 A, Max.: 19.9 A	0 to 3.0 A: Idling	No
	Results of real-vehicle check: Engine switch on (IG): 0.0 A (accelerator pedal released) Engine switch on (IG): 0.7 A (accelerator pedal fully depressed) Idling (warm up the engine): 1.0 A Running without load (3000 rpm): 0.7 A Vehicle driven at constant speed of 60 km/h (38 mph): 0.3 A
	Diagnostic Note: When this value is large but the actual opening angle (Throttle Position No. 1) does not reach the target opening angle (Throttle Require Position), there is an unable to open malfunction. This value normally fluctuates around 1 A.

THROTTLE MOTOR DUTY

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor DUTY	Throttle actuator/ Min.: 0%, Max.: 100%	0.5 to 40%: Idling	Yes
Throttle Motor DUTY	Diagnostic Note: This is the output duty ratio of the throttle actuator drive circuit.

THROTTLE MOTOR DUTY (OPEN)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor Duty (Open)	Throttle actuator duty ratio (open)/ Min.: 0%, Max.: 255%	0 to 40%: Idling	No
	Results of real-vehicle check: Engine switch on (IG): 0% (accelerator pedal released) Engine switch on (IG): 16% (accelerator pedal fully depressed) Idling (warm up the engine): 0% Running without load (3000 rpm): 14% Vehicle driven at constant speed of 60 km/h (38 mph): 8%
	Diagnostic Note: This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal. When the throttle valve is being opened, Throttle Motor Duty (Open) is 20 to 30%.

THROTTLE MOTOR DUTY (CLOSE)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor Duty (Close)	Throttle actuator duty ratio (close)/ Min.: 0%, Max.: 255%	0 to 40%: Idling	No
	Results of real-vehicle check: Engine switch on (IG): 0% (accelerator pedal released) Engine switch on (IG): 0% (accelerator pedal fully depressed) Idling (warm up the engine): 18% Running without load (3000 rpm): 0% Vehicle driven at constant speed of 60 km/h (38 mph): 0%
	Diagnostic Note: This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. HINT: During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve.

THROTTLE FULLY CLOSE LEARN

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Fully Close Learn	Throttle valve fully closed (learned value)/ Min.: 0 V, Max.: 4.98 V	0.4 to 1.0 V: Accelerator pedal released	No
	Results of real-vehicle check: Engine switch on (IG): 0.63 V
	Diagnostic Note: The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the engine switch is on (IG), the accelerator pedal is released and the throttle actuator is off). Learning is performed immediately after the engine switch is turned on (IG).

+BM VOLTAGE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
+BM Voltage	+BM voltage/ Min.: 0 V, Max.: 79.998 V	11 to 14 V: Engine switch on (IG) and system normal	No
+BM Voltage	Diagnostic Note: This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P2118 (open circuit) and P0657 (short circuit, ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the engine switch is turned off).

ACTUATOR POWER SUPPLY

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Actuator Power Supply	Actuator power supply/ ON or OFF	ON: Idling	No
Actuator Power Supply	Diagnostic Note: If +BM power is lost, this item changes to OFF.

THROTTLE POSITION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Position	Throttle valve opening angle/ Min.: 0 deg, Max.: 499.99 deg	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0.00 deg Driving with the accelerator fully open at 4000 rpm: 83.83 deg
	Diagnostic Note: This value has no meaning when the engine switch is on (IG) and the engine is stopped.

Idle Speed Control

ISC FLOW

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ISC Flow	Flow rate calculated using information from MAF (mass air flow) meter/ Min.: 0 L/s, Max.: 79.99 L/s	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 3.72 L/s
	Diagnostic Note: This is the total ISC airflow amount (the amount of intake air necessary to maintain idling). HINT: ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount

ISC POSITION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ISC Position	Requested throttle opening amount calculated using ISC control/ Min.: 0 deg, Max.: 499.99 deg	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 2.95 deg
	Diagnostic Note: This is the electronic throttle valve opening amount necessary to maintain idling. In other words, this is the throttle valve opening amount necessary to provide adequate ISC airflow.

ISC FEEDBACK VALUE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ISC Feedback Value	ISC feedback amount/ Min.:-40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (warm up the engine):-0.09 L/s
	Diagnostic Note: This is the feedback amount necessary to adjust the airflow amount to maintain the target idling speed. HINT: When the idling speed differs from the target, the feedback amount is adjusted. If the feedback amount becomes more than a certain value, this will be reflected in the ISC learned airflow value.

ISC LEARNING VALUE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ISC Learning Value	ISC learned airflow value/ Min.:-40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 4.11 L/s
	Diagnostic Note: This is the learned value of the airflow amount necessary for engine idling. HINT: If ISC Feedback Value becomes more than a certain value, this will be reflected in ISC Learning Value. ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount

ELECTRIC LOAD FEEDBACK VAL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Electric Load Feedback Val	Compensation flow rate according to electrical load/ Min.:-40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (headlights and window defogger on): 0.37 L/s
	Diagnostic Note: This is the ISC compensation amount determined according to the electrical load.

AIR CONDITIONER FB VAL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Air Conditioner FB Val	Compensation flow rate according to air conditioner load/ Min.:-40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (A/C on): 1.98 L/s
	Diagnostic Note: This is the ISC compensation amount determined according to the air conditioner load.

PS FEEDBACK VAL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
PS Feedback Val	Compensation flow rate according to power steering load/ Min.:-40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (power steering on): 1.60 L/s
	Diagnostic Note: This is the ISC compensation amount determined according to the power steering load.

LOW REVOLUTION CONTROL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Low Revolution Control	Low engine speed control operation state/ ON or OFF	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): OFF
	Diagnostic Note: This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 rpm). 900 rpm (when the engine coolant temperature is 10°C (50°F) 850 rpm (when the engine coolant temperature is 30°C (86°F) 750 rpm (when the engine coolant temperature is 60°C (140°F) Before 5 seconds elapse after starting the engine, this parameter indicates the status of the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the status of the current trip. HINT: The engine is considered to have started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after starting the engine, this parameter changes to ON and remains ON for the rest of the trip. ON: The engine speed decreased immediately after starting the engine. OFF: The engine speed did not decrease immediately after starting the engine. For use when engine stall, starting problems or rough idle is present.

NEUTRAL CONTROL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Neutral Control	N position control status/ ON or OFF	-	Yes

N RANGE STATUS

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
N Range Status	Shift lever N status/ ON or OFF	-	Yes

ENG STALL CONTROL FB FLOW

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Eng Stall Control FB Flow	Intake air compensation flow rate/ Min.:-40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0.00 L/s
	Diagnostic Note: The intake air amount and ignition timing are adjusted when there is a large decrease in engine speed (for example, a decrease to 550 rpm or less) in order to prevent engine stall. For use when engine stall, starting problems or rough idle is present.

DEPOSIT LOSS FLOW

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Deposit Loss Flow	Flow loss due to deposits/ Min.:-40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0.00 L/s
	Diagnostic Note: This value indicates the amount of compensation for a decrease in intake airflow due to the buildup of deposits on the throttle valve. This value is updated after a long period of time. For use when engine stall, starting problems or rough idle is present.

Fuel System

INJECTOR (PORT)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Injector (Port)	Injection period of the No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 2117 μs Running without load (3000 rpm): 2109 μs Vehicle driven at constant speed of 60 km/h (38 mph): 3229 μs Driving with the accelerator fully open at 4000 rpm: 12472 μs
	Diagnostic Note: This is the injection period of the No. 1 cylinder (the command value from the ECM).

INJECTION VOLUM (CYLINDER 1)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Injection Volum (Cylinder 1)	Injection volume (cylinder 1)/ Min.: 0 ml, Max.: 2.047 ml	0 to 0.5 ml	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0.096 ml Running without load (3000 rpm): 0.096 ml Vehicle driven at constant speed of 60 km/h (38 mph): 0.180 ml
	Diagnostic Note: This is the fuel injection volume for 10 injections.

FUEL PUMP/SPEED STATUS

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fuel Pump/Speed Status	Fuel pump status/ ON or OFF	ON: Starter on or engine running	Yes

EVAP System

VACUUM PUMP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Vacuum Pump	Key-off EVAP system pump status/ ON or OFF	-	Yes
Vacuum Pump	Diagnostic Note: This item changes to ON during the key-off EVAP monitor which is performed approximately 5 hours after the engine switch is turned off.

CURRENT FUEL TYPE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Current Fuel Type	Status of the Current Fuel Type	Gasoline	Yes
Current Fuel Type	Diagnostic Note:

EVAP (PURGE) VSV

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
EVAP (Purge) VSV	Purge VSV control duty/ Min.: 0%, Max.: 100%	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 38.4% Running without load (3000 rpm): 100.0% Vehicle driven at constant speed of 60 km/h (38 mph): 59.2%
	Diagnostic Note: This is the command signal from the ECM. This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed. *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV. When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.

EVAP PURGE FLOW

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Evap Purge Flow	Purge flow/ Min.: 0%, Max.: 399.9%	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 7.9% Running without load (3000 rpm): 5.2% Vehicle driven at constant speed of 60 km/h (38 mph): 3.6%
	Diagnostic Note: This is the percentage of total engine airflow contributed by EVAP purge operation. (Evap Purge Flow = Purge flow / Engine airflow x 100 (%)) It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV.

PURGE DENSITY LEARN VALUE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Purge Density Learn Value	Purge density learned value/ Min.:-200, Max.: 199.993	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0.84
	Diagnostic Note: Purge Density Learn Value is the proportion of the decrease in injection volume (based on the change in the air-fuel ratio feedback compensation value) related to a 1% purge flow rate. When Purge Density Learn Value is a large negative value, the purge effect is large. The purge density is determined from the change in the air-fuel ratio feedback compensation value when purge flow is introduced. Purge density learning is performed so that the feedback compensation value is 0 +/-2%. 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.

VAPOR PRESSURE PUMP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Vapor Pressure Pump	Vapor pressure/ Min.: 0 kPa (0 mmHg), Max.: 1441.77 kPa (10814.17 mmHg)	Approximately 100 kPa (750 mmHg): Engine switch on (IG)	No
Vapor Pressure Pump	Diagnostic Note: This is the EVAP system pressure monitored by the canister pressure sensor. HINT: Except for when the monitor is running, this value should be approximately the same as atmospheric pressure. As MAP, Air Pump Pressure (Absolute) and Air Pump2 Pressure (Absolute) together with Vapor Pressure Pump are almost the same as atmospheric pressure when the engine is stopped, these items can be used to help determine if the canister pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value.

VAPOR PRESSURE (CALCULATED)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Vapor Pressure (Calculated)	Calculated EVAP system pressure/ Min.:-720.896 kPa (-5407.167 mmHg), Max.: 720.874 kPa (5407.002 mmHg)	Approximately 100 kPa (750 mmHg): Engine switch on (IG)	No

EVAP SYSTEM VENT VALVE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
EVAP System Vent Valve	Key-off EVAP system vent valve status/ ON or OFF	OFF: Vent ON: Close	Yes

EVAP PURGE VSV

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
EVAP Purge VSV	VSV status for EVAP control/ ON or OFF	-	Yes
EVAP Purge VSV	Diagnostic Note: This parameter displays ON when EVAP (Purge) VSV is 30% or more, and displays OFF when the VSV duty ratio is less than 30%.

PURGE CUT VSV DUTY

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Purge Cut VSV Duty	Purge cut VSV duty/ Min.: 0%, Max.: 399.9%	-	Yes
Purge Cut VSV Duty	Results of real-vehicle check: Idling (warm up the engine): 33.6% Running without load (3000 rpm): 100.0%

Air Fuel Ratio Control

TARGET AIR-FUEL RATIO

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Target Air-Fuel Ratio	Target air fuel ratio/ Min.: 0, Max.: 1.99	0.8 to 1.2: During idling	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0.99 (Performing feedback control at the stoichiometric air-fuel ratio) Running without load (3000 rpm): 0.99 (Performing feedback control at the stoichiometric air-fuel ratio) Vehicle driven at constant speed of 60 km/h (38 mph): 0.99 (Performing feedback control at the stoichiometric air-fuel ratio) Driving with the accelerator fully open at 4000 rpm: 0.76
	Diagnostic Note: This is the target air-fuel ratio used by the ECM. 1.0 is the stoichiometric air-fuel ratio. Values that are more than 1 indicate the system attempting to make the air-fuel ratio leaner. Values that are less than 1 indicate the system attempting to make the air-fuel ratio richer. Target Air-Fuel Ratio and AF Lambda B1S1 (B2S1) are related.

AF LAMBDA B1S1, B2S1

Tester Display

Measurement Item/Range

Normal Condition

Stored as Freeze Frame Data

AF Lambda B1S1
AF Lambda B2S1

Output air-fuel ratio associated with Bank 1 Sensor 1 (Bank 2 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

Yes

Results of real-vehicle check:

Idling (warm up the engine): 0.99
Running without load (3000 rpm): 1.00
Vehicle driven at constant speed of 60 km/h (38 mph): 0.99
Driving with the accelerator fully open at 4000 rpm: 0.82

Diagnostic Note:
This is the actual air-fuel ratio calculated based on the air-fuel ratio sensor output.
Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.
Results of real-vehicle check when performing the Active Test:
Injection Volume: +/-0%

AF Lambda B1S1: 0.99
AFS Voltage B1S1: 3.21 V
AFS Current B1S1:-0.05 mA
O2S B1S2: 0.20 V

Injection Volume:-12%

AF Lambda B1S1: 1.15
AFS Voltage B1S1: 3.83 V
AFS Current B1S1: 0.32 mA
O2S B1S2: 0.04 V

Injection Volume: +12%

AF Lambda B1S1: 0.93
AFS Voltage B1S1: 2.84 V
AFS Current B1S1:- 0.29 mA
O2S B1S2: 0.96 V

AFS VOLTAGE B1S1, B2S1

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AFS Voltage B1S1 AFS Voltage B2S1	Air fuel ratio sensor output voltage for Bank 1 Sensor 1 (Bank 2 Sensor 1)/ Min.: 0 V, Max.: 7.99 V	3.0 to 3.6 V: Idling	Yes
	Results of real-vehicle check: Idling (warm up the engine): 3.22 V Running without load (3000 rpm): 3.29 V Vehicle driven at constant speed of 60 km/h (38 mph): 3.30 V Driving with the accelerator fully open at 4000 rpm: 0.28 V Fuel-cut during deceleration being performed: 4.99 V
	Diagnostic Note: This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current below for the actual sensor output). Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor.

AFS CURRENT B1S1, B2S1

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AFS Current B1S1 AFS Current B2S1	Air fuel ratio sensor output current for Bank 1 Sensor 1 (Bank 2 Sensor 1)/ Min.:-128 mA, Max.: 127.99 mA	-0.5 to 0.5 mA: Idling	Yes
	Results of real-vehicle check: Idling (warm up the engine):-0.05 mA Running without load (3000 rpm): 0.00 mA Vehicle driven at constant speed of 60 km/h (38 mph): 0.00 mA Driving with the accelerator fully open at 4000 rpm:-1.88 mA Fuel-cut during deceleration being performed: 2.02 mA
	Diagnostic Note: With a stoichiometric air-fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA. When the value is outside the range of 1.4 to 3.6 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.

A/F HEATER DUTY #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Heater Duty #1 A/F Heater Duty #2	Air fuel ratio sensor heater duty ratio for Bank 1 (Bank 2)/ Min.: 0%, Max.: 100%	0 to 100%	Yes
	Results of real-vehicle check: Idling (warm up the engine): 28.9%
	Diagnostic Note: When the value is any value except 0%, current is being supplied to the heater.

O2S B1S2, B2S2

Tester Display

Measurement Item/Range

Normal Condition

Stored as Freeze Frame Data

O2S B1S2
O2S B2S2

Heated oxygen sensor output voltage for Bank 1 Sensor 2 (Bank 2 Sensor 2)/
Min.: 0 V, Max.: 1.275 V

0 to 1 V

Yes

Results of real-vehicle check:

Idling (warm up the engine): 0.20 V
Running without load (3000 rpm): 0.80 V

Diagnostic Note:
This is the output voltage of the HO2 sensor.

Values close to 0 V indicate an air-fuel ratio leaner than the stoichiometric ratio.
Values close to 1 V indicate an air-fuel ratio richer than the stoichiometric ratio.
During air-fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V.

Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor.
Results of real-vehicle check when performing the Active Test:
Injection Volume:-12%

AF Lambda B1S1: 1.15
AFS Voltage B1S1: 3.83 V
AFS Current B1S1: 0.32 mA
O2S B1S2: 0.04 V

Injection Volume: +12%

AF Lambda B1S1: 0.93
AFS Voltage B1S1: 2.84 V
AFS Current B1S1:- 0.29 mA
O2S B1S2: 0.96 V

O2S IMPEDANCE B1S2, B2S2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
O2S Impedance B1S2 O2S Impedance B2S2	Heated oxygen sensor impedance for Bank 1 Sensor 2 (Bank 2 Sensor 2)/ Min.: 0 ohm, Max.: 21247.67 ohm	5 to 15000 ohm	Yes
	Results of real-vehicle check: Idling (warm up the engine): 170.53 ohm
	Diagnostic Note: After driving approx. 10 min. in an urban area: 5 to 15000 ohm HINT: When the value is outside the range of 5 to 15000 ohm, there is a problem in the HO2 sensor or sensor circuit. Generally, the value is 50 to 200 ohm.

O2 HEATER B1S2, B2S2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
O2 Heater B1S2 O2 Heater B2S2	Heated oxygen sensor heater for Bank 1 Sensor 2 (Bank 2 Sensor 2)/ Active or Not Act	-	Yes

O2 HEATER CURR VAL B1S2, B2S2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
O2 Heater Curr Val B1S2 O2 Heater Curr Val B2S2	Heated oxygen sensor current for Bank 1 Sensor 2 (Bank 2 Sensor 2)/ Min.: 0 A, Max.: 4.9 A	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0.9 A Running without load (3000 rpm): 0.9 A
	Diagnostic Note: When the value is any value except 0 A, current is being supplied to the heater.

SHORT FT #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Short FT #1 Short FT #2	Short-term fuel trim for bank 1 (bank 2)/ Min.:-100%, Max.: 99.2%	-15 to +15%	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0.78% Running without load (3000 rpm):-1.56% Vehicle driven at constant speed of 60 km/h (38 mph):-2.34% Driving with the accelerator fully open at 4000 rpm: 0.00%
	Diagnostic Note: This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback. It is possible to check this value for each bank.

LONG FT #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Long FT #1 Long FT #2	Long-term fuel trim for bank 1 (bank 2)/ Min.:-100%, Max.: 99.2%	-15 to +15%	Yes
	Results of real-vehicle check: Idling (warm up the engine):-4.69% Running without load (3000 rpm):-3.91% Vehicle driven at constant speed of 60 km/h (38 mph):-6.25% Driving with the accelerator fully open at 4000 rpm:-3.91%
	Diagnostic Note: The ECM will learn the Long FT values based on Short FT. The goal is to keep Short FT at 0% to keep the A/F mixture at the stoichiometric ratio. This value is used to determine whether the system related to air-fuel ratio control is malfunctioning (it is possible to check this value for each bank). The condition of the system is determined based on the sum of Short FT and Long FT (excluding times when the system is in transition). +15% or more: There may be a lean air-fuel ratio. -15 to +15%: The air-fuel ratio can be determined to be normal. -15% or less: There may be a rich air-fuel ratio. The learned value is cleared when the battery cable is disconnected. Air fuel ratio feedback leaning is divided up according to the engine operating range (engine speed * load), and separate value are stored for each operating range. "Long FT #1" indicates the learned values for the current operating range. [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the leaned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range.

A/F LEARN VALUE IDLE #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Learn Value Idle #1 A/F Learn Value Idle #2	Air fuel ratio learn value of idle for bank 1 (bank 2)/ Min.:-50%, Max.: 49.6%	-	Yes
A/F Learn Value Idle #1 A/F Learn Value Idle #2	Diagnostic Note: Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).

A/F LEARN VALUE LOW #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Learn Value Low #1 A/F Learn Value Low #2	Air fuel ratio learn value of low load area for bank 1 (bank 2)/ Min.:-50%, Max.: 49.6%	-	Yes
A/F Learn Value Low #1 A/F Learn Value Low #2	Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).

A/F LEARN VALUE MID1 #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Learn Value Mid1 #1 A/F Learn Value Mid1 #2	Air fuel ratio learn value of middle1 load area for bank 1 (bank 2)/ Min.:-50%, Max.: 49.6%	-	Yes
A/F Learn Value Mid1 #1 A/F Learn Value Mid1 #2	Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).

A/F LEARN VALUE MID2 #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Learn Value Mid2 #1 A/F Learn Value Mid2 #2	Air fuel ratio learn value of middle2 load area for bank 1 (bank 2)/ Min.:-50%, Max.: 49.6%	-	Yes
A/F Learn Value Mid2 #1 A/F Learn Value Mid2 #2	Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).

A/F LEARN VALUE HIGH #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Learn Value High #1 A/F Learn Value High #2	Air fuel ratio learn value of high load area for bank 1 (bank 2)/ Min.:-50%, Max.: 49.6%	-	Yes
A/F Learn Value High #1 A/F Learn Value High #2	Diagnostic Note: 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).

TOTAL FT #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Total FT #1 Total FT #2	Total fuel trim for bank 1 (bank 2)/ Min.:-0.5, Max.: 0.496	-0.2 to 0.2: Idling	Yes
Total FT #1 Total FT #2	Diagnostic Note: Total FT #1 = Short FT #1 + Long FT #1 Total FT #2 = Short FT #2 + Long FT #2

FUEL SYSTEM STATUS #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fuel System Status #1 Fuel System Status #2	Fuel system status for bank 1 (bank 2)/ OL, CL, OL Drive, OL Fault or CL Fault	CL: Idling after warming up	Yes
Fuel System Status #1 Fuel System Status #2	Diagnostic Note: OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Feedback for fuel control. OL Drive: Open loop due to driving conditions (fuel enrichment). OL Fault: Open loop due to a detected system fault. CL Fault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. CL (Closed Loop): During air-fuel ratio feedback control, AF Lambda B1S1 is approximately 1.0 and AFS Voltage B1S1 is approximately 3.3 V.

Secondary Air Injection System

AIR PUMP PRESSURE (ABSOLUTE)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Air Pump Pressure (Absolute)	Air pump pressure (absolute) for Bank 1/ Min.: 0 kPa, Max.: 65535 kPa	Air pump on, air switching valve open: Atmospheric pressure + 1 kPa or more Air pump off, air switching valve closed: Close to atmospheric pressure	Yes
Air Pump Pressure (Absolute)	Diagnostic Note: Refer to DTC P2431. Refer to DTC P2431: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank1; DTC P2432: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank1; DTC P2433: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank1; DTC P2436: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank 2; DTC P2437: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank 2; DTC P2438: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank 2 . The system detects the pressure in the air injection system pipe connecting the air pump and air switching valve (for bank 1) and uses it to detect system malfunctions. HINT: As MAP, Air Pump2 Pressure (Absolute) and Vapor Pressure Pump together with Air Pump Pressure (Absolute) are almost the same as atmospheric pressure when the engine is stopped, these items can be used to help determine if the pressure sensor* (for bank 1) characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value by comparing the values. *: The pressure sensor is built into the air switching valve assembly.

AIR PUMP2 PRESSURE (ABSOLUTE)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Air Pump2 Pressure (Absolute)	Air pump pressure (absolute) for Bank 2/ Min.: 0 kPa, Max.: 65535 kPa	Air pump on, air switching valve open: Atmospheric pressure + 1 kPa or more Air pump off, air switching valve closed: Close to atmospheric pressure	Yes
Air Pump2 Pressure (Absolute)	Diagnostic Note: Refer to DTC P2431. Refer to DTC P2431: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank1; DTC P2432: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank1; DTC P2433: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank1; DTC P2436: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank 2; DTC P2437: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank 2; DTC P2438: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank 2 . The system detects the pressure in the air injection system pipe connecting the air pump and air switching valve (for bank 2). HINT: As MAP, Air Pump Pressure (Absolute) and Vapor Pressure Pump together with Air Pump2 Pressure (Absolute) are almost the same as atmospheric pressure when the engine is stopped, these items can be used to help determine if the pressure sensor* (for bank 2) characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value by comparing the values. *: The pressure sensor is built into the air switching valve assembly.

AIR PUMP PULSATION PRESSURE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Air Pump Pulsation Pressure	Air pump pulsation pressure for Bank 1/ Min.: 0 kPa, Max.: 655.35 kPa	-	Yes
Air Pump Pulsation Pressure	Diagnostic Note: This is the cumulative pulsation pressure calculated by the ECM. Refer to DTC P2431: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank1; DTC P2432: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank1; DTC P2433: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank1; DTC P2436: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Range / Performance Bank 2; DTC P2437: Secondary Air Injection System Air Flow / Pressure Sensor Circuit Low Bank 2; DTC P2438: Secondary Air Injection System Air Flow / Pressure Sensor Circuit High Bank 2 . The system detects the exhaust gas pulsation and determines whether the air switching valve is stuck open or closed. HINT: When the air switching valve is off, if the value of Air Pump Pulsation is high, it can be concluded that the valve is stuck open. When the air switching valve is on, if the value of Air Pump Pulsation is low, it can be concluded that the valve is stuck closed.

SECONDARY AIR CONTROL VSV

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Secondary Air Control VSV	Secondary air switching valve status/ ON or OFF	ON: ECM commanding secondary air switching valve to open	Yes

2ND AIR SYSTEM STATUS

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
2nd Air System Status	Secondary air system status/ ON or OFF	ON: ECM commanding air pump and secondary air switching valve to operate	Yes
2nd Air System Status	Diagnostic Note: This system operates immediately after a cold engine start.

AI TEST

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AI Test	AIR operation prohibition/ READY or NOT RDY	Permission status of forced operation of AIR system	Yes

Ignition System

IGN ADVANCE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
IGN Advance	Ignition timing advance for No. 1 cylinder/ Min.:-64 deg., Max.: 63.5 deg.	BTDC 7 to 24 deg.: Idling	Yes
IGN Advance	Results of real-vehicle check: Idling (warm up the engine): 9.5 deg. Running without load (3000 rpm): 41.0 deg. Vehicle driven at constant speed of 60 km/h (38 mph): 32.5 deg. Driving with the accelerator fully open at 4000 rpm: 20.0 deg.

KNOCK FEEDBACK VALUE

Tester Display

Measurement Item/Range

Normal Condition

Stored as Freeze Frame Data

Knock Feedback Value

Knocking feedback value/
Min.:-1024° CA, Max.: 1023.9° CA

Yes

Results of real-vehicle check:

Idling (warm up the engine):-3.0° CA
Running without load (3000 rpm):-3.0° CA
Vehicle driven at constant speed of 60 km/h (38 mph):-3.0° CA
Driving with the accelerator fully open at 4000 rpm:-1.9° CA

Diagnostic Note:
This is the ignition timing retard compensation amount determined by the presence or absence of knocking.
Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock Feedback Value*3 + each compensation amount
Example: 21°CA = 10° + 14° - 3°
*1: The most retarded timing value is a constant determined by the engine speed and engine load.
*2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3°CA as possible.
When Knock Feedback Value is less than -4°CA, Knock Correct Learn Value is slowly decreased.
When Knock Feedback Value is more than -2°CA, Knock Correct Learn Value is slowly increased.
*3: The base value is -3°CA and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased.

-1°CA: There is no knocking and ignition timing is advanced.
-6°CA: Knocking is present and the ignition timing is being retarded.

HINT:
If Knock Feedback Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3°CA), it can be determined that knocking is not being detected.
Possible Causes:

There is a problem with the knock sensor sensitivity.
The knock sensor is improperly installed.
There is a problem with a wire harness.

KNOCK CORRECT LEARN VALUE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Knock Correct Learn Value	Knocking correction learned value/ Min.:-1024° CA, Max.: 1023.9° CA	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 12.1° CA Running without load (3000 rpm): 12.1° CA Vehicle driven at constant speed of 60 km/h (38 mph): 16.6° CA Driving with the accelerator fully open at 4000 rpm: 15.9° CA
	Diagnostic Note: Refer to "Knock Feedback Value". When there is knocking or a lack of power, compare the following values to another vehicle of the same model. Engine speed Calculate Load IGN Advance Knock Feedback Value Knock Correct Learn Value Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced. Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded. 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 is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).

IDLE SPARK ADVN CTRL #1 TO #8

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Idle Spark Advn Ctrl #1 Idle Spark Advn Ctrl #2 Idle Spark Advn Ctrl #3 Idle Spark Advn Ctrl #4 Idle Spark Advn Ctrl #5 Idle Spark Advn Ctrl #6 Idle Spark Advn Ctrl #7 Idle Spark Advn Ctrl #8	Individual cylinder timing advance compensation amount (No. 1 to No. 8)/ Min.: 0° CA, Max.: 15.93° CA	-	Yes
	Diagnostic Note: 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.

Intake Control

ACIS VSV

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ACIS VSV	VSV status for ACIS (Acoustic Control Induction System) control/ ON or OFF	-	Yes
ACIS VSV	Diagnostic Note: This is the ECM control command.

EGR System

TARGET EGR POSITION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Target EGR Position	EGR valve target opening amount/ Min.: 0%, Max.: 100%	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0.0% Running without load (3000 rpm): 0.0% Vehicle driven at constant speed of 60 km/h (38 mph): 12.9% Driving with the accelerator fully open at 4000 rpm: 0.0%
	Diagnostic Note: When the engine is cold or idling, at engine start, etc., the value is 0%. When the valve is fully closed, the value is 0%. When the valve is fully open, the value is 100%. HINT: During normal operation, control is performed with this value at 35% or less.

EGR STEP POSITION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
EGR Step Position	EGR step position/ Min.: 0 step, Max.: 255 step	Changes according to engine speed and load	Yes
	Results of real-vehicle check: Idling (warm up the engine): 0 step Running without load (3000 rpm): 0 step Vehicle driven at constant speed of 60 km/h (38 mph): 14 step Driving with the accelerator fully open at 4000 rpm: 0 step
	Diagnostic Note: This is the ECM control command. When the valve is fully closed, the value is 0 step. When the valve is fully open, the value is 110 step.

VVT Control

ACTUAL VVT ANGLE #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Actual VVT Angle #1 Actual VVT Angle #2	VVT displacement angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR	-	Yes
Actual VVT Angle #1 Actual VVT Angle #2	Diagnostic Note: This is the VVT displacement angle for intake camshaft. This is only available in Freeze Frame Data.

ACTUAL VVT EX ANGLE #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Actual VVT Ex Angle #1 Actual VVT Ex Angle #2	Exhaust VVT displacement angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR	-	Yes
Actual VVT Ex Angle #1 Actual VVT Ex Angle #2	Diagnostic Note: This is the VVT displacement angle for exhaust camshaft. This is only available in Freeze Frame Data.

VVT CONTROL STATUS #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Control Status #1 VVT Control Status #2	Variable valve timing (VVT) control status for bank 1 (bank 2)/ ON or OFF	-	Yes
VVT Control Status #1 VVT Control Status #2	Diagnostic Note: ON: The ECM is sending commands to change the timing (even when the timing is advanced, when the timing is being maintained and not being retarded or advanced any further, the value changes to OFF). OFF: The system is commanding the timing to change to the most retarded timing.

VVT ADVANCE FAIL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Advance Fail	VVT control failure status/ ON or OFF	ON: VVT control failure	Yes
VVT Advance Fail	Diagnostic Note: ON: There is an intake VVT timing advance malfunction.

VVT AIM ANGLE #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Aim Angle #1 VVT Aim Angle #2	VVT hold duty learned value for bank 1 (bank 2)/ Min.: 0%, Max.: 100%	-	No
VVT Aim Angle #1 VVT Aim Angle #2	Diagnostic Note: This value represents the duty ratio necessary to operate the camshaft timing oil control valve in order to block the camshaft timing oil control valve path and maintain the advanced state of the VVT controller. This is only available during the Active Test. Refer to "VVT OCV Duty #1, #2".

VVT CHANGE ANGLE #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Change Angle #1 VVT Change Angle #2	VVT displacement angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR	-	No
VVT Change Angle #1 VVT Change Angle #2	Diagnostic Note: This is the VVT displacement angle during forced operation. This is only available during the Active Test. By checking the VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor signal is being output. Refer to "VVT OCV Duty #1, #2".

VVT OCV DUTY #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT OCV Duty #1 VVT OCV Duty #2	VVT camshaft timing oil control valve operation duty for bank 1 (bank 2)/ Min.: 0%, Max.: 100%	-	No
VVT OCV Duty #1 VVT OCV Duty #2	Diagnostic Note: This is the requested duty value for forced operation. This is only available during the Active Test. Results of the real-vehicle check when performing the Control the VVT Linear (Bank 1) Active Test: VVT OCV Duty #1 = 0%, VVT Change Angle #1 = 0 DegFR ↓ VVT OCV Duty #1 = 32%, VVT Change Angle #1 = 0 DegFR ↓ VVT OCV Duty #1 = 37%, VVT Change Angle #1 = 0 DegFR ↓ VVT OCV Duty #1 = 77%, VVT Change Angle #1 = 43.1 DegFR ↓ VVT OCV Duty #1 = 82%, VVT Change Angle #1 = 42.9 DegFR ↓ VVT OCV Duty #1 = 100%, VVT Change Angle #1 = 42.9 DegFR ↓ VVT OCV Duty #1 = 34.1%, VVT Change Angle #1 = 0 DegFR After the above test, VVT Aim Angle #1 = 37%.

VVT EX HOLD LRN VAL #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Ex Hold Lrn Val #1 VVT Ex Hold Lrn Val #2	VVT exhaust hold duty ratio learned value for bank 1 (bank 2)/ Min.: 0%, Max.: 100%	-	No
VVT Ex Hold Lrn Val #1 VVT Ex Hold Lrn Val #2	Diagnostic Note: This value represents the duty ratio necessary to operate the camshaft timing oil control valve in order to block the camshaft timing oil control valve path and maintain the advanced state of the VVT controller. This is only available during the Active Test. Refer to "VVT Ex OCV Duty #1, #2".

VVT EX CHG ANGLE #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Ex Chg Angle #1 VVT Ex Chg Angle #2	VVT exhaust displacement angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR	-	No
VVT Ex Chg Angle #1 VVT Ex Chg Angle #2	Diagnostic Note: This is the displacement angle during forced operation. Refer to "VVT Ex OCV Duty #1, #2".

VVT EX OCV DUTY #1, #2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Ex OCV Duty #1 VVT Ex OCV Duty #2	VVT exhaust camshaft timing oil control valve duty for bank 1 (bank 2)/ Min.: 0%, Max.: 100%	-	No
VVT Ex OCV Duty #1 VVT Ex OCV Duty #2	Diagnostic Note: This is the requested duty value for forced operation. This is only available during the Active Test. Results of the real-vehicle check when performing the Control the VVT Exhaust Linear (Bank 1) Active Test: VVT Ex OCV Duty #1 = 0%, VVT Ex Chg Angle #1 = 0 DegFR ↓ VVT Ex OCV Duty #1 = 38.9%, VVT Ex Chg Angle #1 = 0 DegFR ↓ VVT Ex OCV Duty #1 = 67.4%, VVT Ex Chg Angle #1 = 36.6 DegFR ↓ VVT Ex OCV Duty #1 = 92.4%, VVT Ex Chg Angle #1 = 34.9 DegFR ↓ VVT Ex OCV Duty #1 = 27.4%, VVT Ex Chg Angle #1 = 0 DegFR After the above test, VVT Ex Hold Lrn Val #1 = 32.4%.

Catalyst

CATALYST TEMP B1S1, B2S1

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Catalyst Temp B1S1 Catalyst Temp B2S1	Catalyst temperature for Bank 1 Sensor 1 (Bank 2 Sensor 1)/ Min.:-40°C, Max.: 6513.5°C	-	Yes
Catalyst Temp B1S1 Catalyst Temp B2S1	Diagnostic Note: This is the temperature of the front catalyst estimated by the ECM. This value is included in the conditions used to detect catalyst deterioration (DTC P0420, P0430), etc., and should therefore be used as a reference when recreating malfunction conditions.

CATALYST TEMP B1S2, B2S2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Catalyst Temp B1S2 Catalyst Temp B2S2	Catalyst temperature for Bank 1 Sensor 2 (Bank 2 Sensor 2)/ Min.:-40°C, Max.: 6513.5°C	-	Yes
Catalyst Temp B1S2 Catalyst Temp B2S2	Diagnostic Note: This is the temperature of the rear catalyst estimated by the ECM.

Various Vehicle Conditions 2

STARTER SIGNAL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Starter Signal	Starter signal/ Open or Close	Open: Starter operating Close: Starter not operating	Yes

POWER STEERING SIGNAL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Power Steering Signal	Power steering switch signal/ ON or OFF	ON: Power steering operating	Yes

NEUTRAL POSITION SW SIGNAL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Neutral Position SW Signal	PNP switch status/ ON or OFF	ON: Shift lever in P or N	Yes

STOP LIGHT SWITCH

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Stop Light Switch	Stop light switch/ ON or OFF	ON: Brake pedal depressed OFF: Brake pedal released	Yes

A/C SIGNAL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/C Signal	A/C switch status/ ON or OFF	ON: A/C on	Yes

IDLE UP SIGNAL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Idle Up Signal	Idle up signal/ ON or OFF	-	Yes

CLOSED THROTTLE POSITION SW

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Closed Throttle Position SW	Closed throttle position switch/ ON or OFF	ON: Throttle fully closed OFF: Throttle open	Yes

FUEL CUT CONDITION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fuel Cut Condition	Fuel cut condition/ ON or OFF	ON: Fuel cut operating	Yes

IMMOBILISER COMMUNICATION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Immobiliser Communication	Immobiliser communication/ ON or OFF	ON: Normal	Yes

Check Mode

CHECK MODE

Tester Display	Measurement Item/Range	Normal Condition	Diagnostic Note	Stored as Freeze Frame Data
Check Mode	Check mode/ ON or OFF	ON: Check mode on	Refer to Check Mode Procedure. Refer to CHECK MODE PROCEDURE .	No
SPD Test Result	Check mode result for vehicle speed sensor/ Compl or Incmpl	-	-	No
AS Test Result	Check mode result for secondary air injection system/ Compl or Incmpl	-	-	No
Misfire Test Result	Check mode result for misfire monitor/ Compl or Incmpl	-	-	No
OXS1 Test Result	Check mode result for heated oxygen sensor (Bank 1)/ Compl or Incmpl	-	-	No
OXS2 Test Result	Check mode result for heated oxygen sensor (Bank 2)/ Compl or Incmpl	-	-	No
A/F Test Results #2	Check mode result for air fuel ratio sensor (Bank 2)/ Compl or Incmpl	-	-	No
A/F Test Results #1	Check mode result for air fuel ratio sensor (Bank 1)/ Compl or Incmpl	-	-	No

Test Result

MONITOR INFORMATION 1

Tester Display	Measurement Item/Range	Normal Condition	Diagnostic Note	Stored as Freeze Frame Data
Complete Parts Monitor	Comprehensive component monitor/ Not Avl or Avail	-	*1	No
Fuel System Monitor	Fuel system monitor/ Not Avl or Avail	-	*1	No
Misfire Monitor	Misfire monitor/ Not Avl or Avail	-	*1	No
EGR/VVT Monitor	EGR/VVT monitor/ Not Avl or Avail	-	*1	No
EGR/VVT Monitor	EGR/VVT monitor/ Compl or Incmpl	-	*1	No
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor/ Not Avl or Avail	-	*1	No
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor/ Compl or Incmpl	-	*1	No
O2S(A/FS) Monitor	O2S (A/FS) monitor/ Not Avl or Avail	-	*1	No
O2S(A/FS) Monitor	O2S (A/FS) monitor/ Compl or Incmpl	-	*1	No
A/C Monitor	A/C monitor/ Not Avl or Avail	-	*1	No
A/C Monitor	A/C monitor/ Compl or Incmpl	-	*1	No
2nd Air Monitor	2nd air monitor/ Not Avl or Avail	-	*1	No
2nd Air Monitor	2nd air monitor/ Compl or Incmpl	-	*1	No
EVAP Monitor	EVAP monitor/ Not Avl or Avail	-	*1	No
EVAP Monitor	EVAP monitor/ Compl or Incmpl	-	*1	No
Heated Catalyst Monitor	Heated catalyst monitor/ Not Avl or Avail	-	*1	No
Heated Catalyst Monitor	Heated catalyst monitor/ Compl or Incmpl	-	*1	No
Catalyst Monitor	Catalyst monitor/ Not Avl or Avail	-	*1	No
Catalyst Monitor	Catalyst monitor/ Compl or Incmpl	-	*1	No
*1: Avail: The monitor is available on the vehicle. Not Avl: The monitor is not available on the vehicle. Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This item does not change when the engine switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the battery cable is disconnected. Monitor result (mode 06): The last judgment result is output. This is not cleared when the engine switch is turned off, but is cleared when DTCs are cleared.

MONITOR INFORMATION 2

Tester Display	Measurement Item/Range	Normal Condition	Diagnostic Note	Stored as Freeze Frame Data
Component Monitor ENA	Comprehensive component monitor/ Unable or Enable	-	*2	No
Component Monitor CMPL	Comprehensive component monitor/ Compl or Incmpl	-	*2	No
Fuel System Monitor ENA	Fuel system monitor/ Unable or Enable	-	*2	No
Fuel System Monitor CMPL	Fuel system monitor/ Compl or Incmpl	-	*2	No
Misfire Monitor ENA	Misfire monitor/ Unable or Enable	-	*2	No
Misfire Monitor CMPL	Misfire monitor/ Compl or Incmpl	-	*2	No
EGR/VVT Monitor ENA	EGR monitor/ Unable or Enable	-	*2	No
EGR/VVT Monitor CMPL	EGR monitor/ Compl or Incmpl	-	*2	No
Heater Monitor ENA	O2S (A/FS) heater monitor/ Unable or Enable	-	*2	No
Heater Monitor CMPL	O2S (A/FS) heater monitor/ Compl or Incmpl	-	*2	No
O2S(A/FS) Monitor ENA	O2S (A/FS) monitor/ Unable or Enable	-	*2	No
O2S(A/FS) Monitor CMPL	O2S (A/FS) monitor/ Compl or Incmpl	-	*2	No
A/C Monitor ENA	A/C monitor/ Unable or Enable	-	*2	No
A/C Monitor CMPL	A/C monitor/ Compl or Incmpl	-	*2	No
2nd Air Monitor ENA	2nd air monitor/ Unable or Enable	-	*2	No
2nd Air Monitor CMPL	2nd air monitor/ Compl or Incmpl	-	*2	No
EVAP Monitor ENA	EVAP monitor/ Unable or Enable	-	*2	No
EVAP Monitor CMPL	EVAP monitor/ Compl or Incmpl	-	*2	No
Heated Cat Monitor ENA	Heated catalyst monitor/ Unable or Enable	-	*2	No
Heated Cat Monitor CMPL	Heated catalyst monitor/ Compl or Incmpl	-	*2	No
Catalyst Monitor ENA	Catalyst monitor/ Unable or Enable	-	*2	No
Catalyst Monitor CMPL	Catalyst monitor/ Compl or Incmpl	-	*2	No
*2: Enable: The monitor is available on the vehicle. Unable: The monitor is not available on the vehicle. Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed during the current trip. The item changes back to Incmpl when the engine switch is turned off. Monitor result (mode 06): The last judgment result is output. This is not cleared when the engine switch is turned off, but is cleared when DTCs are cleared. Therefore, only when DTCs are cleared at the beginning of a trip do the system monitor (Monitor Information 2) and monitor result (mode 06) match.

Various Vehicle Conditions 3

TC TERMINAL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
TC Terminal	TC terminal status/ ON or OFF	-	Yes

# CODES (INCLUDE HISTORY)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
# Codes (Include History)	Number of codes/ Min.: 0, Max.: 255	0	No
# Codes (Include History)	Diagnostic Note: This is the number of DTCs stored.

MIL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
MIL	MIL status/ ON or OFF	OFF	No

MIL ON RUN DISTANCE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
MIL ON Run Distance	Distance driven with MIL on/ Min.: 0 km, Max.: 65535 km	-	No
MIL ON Run Distance	Diagnostic Note: This is the distance driven after a DTC is stored.

RUNNING TIME FROM MIL ON

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Running Time from MIL ON	Running time from MIL ON/ Min.: 0 minutes, Max.: 65535 minutes	Running time after MIL turned on	No

TIME AFTER DTC CLEARED

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Time after DTC Cleared	Time after DTCs cleared/ Min.: 0 minutes, Max.: 65535 minutes	Time after DTCs cleared	Yes
Time after DTC Cleared	Diagnostic Note: This is the time elapsed after DTCs were cleared (or after the vehicle left the factory). Time elapsed after the engine switch is turned off is not counted.

DISTANCE FROM DTC CLEARED

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Distance from DTC Cleared	Distance driven after DTCs cleared/ Min.: 0 km, Max.: 65535 km	Distance driven after DTCs cleared	Yes
Distance from DTC Cleared	Diagnostic Note: This is the distance driven after DTCs were cleared (or after the vehicle left the factory).

WARMUP CYCLE CLEARED DTC

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Warmup Cycle Cleared DTC	Warmup cycles after DTCs cleared/ Min.: 0, Max.: 255	-	Yes
Warmup Cycle Cleared DTC	Diagnostic Note: This is the number of warmup cycles after the DTCs were cleared. This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory). *: An engine warmup is defined as the engine coolant temperature rising 20°C (104°F) or more and reaching a temperature of 70°C (158°F) or higher after the engine is started.

DIST BATT CABLE DISCONNECT

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Dist Batt Cable Disconnect	Distance driven after battery cable disconnected/ Min.: 0 km, Max.: 65535 km	Total distance vehicle driven after battery cable disconnected	Yes

IG OFF ELAPSED TIME

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
IG OFF Elapsed Time	Time after engine switch turned off/ Min.: 0 minutes, Max.: 655350 minutes	Cumulative time after engine switch turned off	Yes

OBD REQUIREMENTS

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
OBD Requirements	OBD requirement	OBD2	No

NUMBER OF EMISSION DTC

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Number of Emission DTC	Emissions-related DTCs	-	No
Number of Emission DTC	Diagnostic Note: This is the number of emissions-related DTCs.

TC AND TE1

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
TC and TE1	TC and CG (TE1) terminals of DLC3/ ON or OFF	-	Yes

Misfire

IGNITION TRIG. COUNT

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Ignition Trig. Count	Ignition counter/ Min.: 0, Max.: 65535	0 to 800	Yes
Ignition Trig. Count	Diagnostic Note: This is the cumulative number of ignitions. This counter is incremented by one for each ignition (this stops when misfire monitoring stops). This value is cleared every 200 revolutions. The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by Ignition Trig. Count. The misfire rate for each cylinder = Cylinder 1 to 8 Misfire Count / Ignition Trig. Count HINT: For 4-cylinder engines, the values range from 0 to 400. For 6-cylinder engines, the values range from 0 to 600. For 8-cylinder engines, the values range from 0 to 800.

CYLINDER #1 MISFIRE COUNT TO CYLINDER #8 MISFIRE COUNT

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Cylinder #1 Misfire Count Cylinder #2 Misfire Count Cylinder #3 Misfire Count Cylinder #4 Misfire Count Cylinder #5 Misfire Count Cylinder #6 Misfire Count Cylinder #7 Misfire Count Cylinder #8 Misfire Count	Misfire count of cylinders 1 to 8/ Min.: 0, Max.: 255	0	Yes
	Diagnostic Note: This is the misfire count for each individual cylinder. This counter is incremented by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.

ALL CYLINDERS MISFIRE COUNT

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
All Cylinders Misfire Count	Misfire count of all cylinders/ Min.: 0, Max.: 255	0 to 35	Yes
All Cylinders Misfire Count	Diagnostic Note: This is the total misfire count of all cylinders. This counter is incremented by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions.

MULTI CYLINDERS MISFIRE COUNT

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Multi Cylinders Misfire Count	Misfire count of multiple cylinders/ Min.: 0, Max.: 65535	0 to 35	Yes
Multi Cylinders Misfire Count	Diagnostic Note: This is the counter to count instances when multiple cylinders misfire simultaneously.

MISFIRE RPM

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Misfire RPM	Engine speed for first misfire range/ Min.: 0 rpm, Max.: 6375 rpm	0 rpm: 0 misfires	Yes
Misfire RPM	Diagnostic Note: This is the average engine speed recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time the misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference.

MISFIRE LOAD

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Misfire Load	Engine load for first misfire range/ Min.: 0 g/rev, Max.: 3.98 g/rev	0 g/rev: 0 misfires	Yes
Misfire Load	Diagnostic Note: This is the average engine load recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time the misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. HINT: To convert g/rev to gm/sec: RPM / 60 x g/rev = gm/sec.

MISFIRE MARGIN

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Misfire Margin	Misfire monitoring/ Min.:-128%, Max.: 127%	0 to 99.2%	Yes
Misfire Margin	Diagnostic Note: This is the misfire detection margin. Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100% When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Example: When the engine is not determined to be misfiring, Misfire Margin = 52%. When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.

CATALYST OT MF F/C

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Catalyst OT MF F/C	Fuel cut to prevent catalyst from overheating during misfire/ Not Avl or Avail	Avail: "Fuel cut to prevent catalyst from overheating during misfire" available Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available	Yes
Catalyst OT MF F/C	Diagnostic Note: For vehicles which support this function, Catalyst OT MF F/C is displayed as "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.

CAT OT MF F/C HISTORY

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Cat OT MF F/C History	History of fuel cut to prevent catalyst from overheating during misfire/ ON or OFF	ON: Fuel cut operation history exists	Yes
Cat OT MF F/C History	Diagnostic Note: This can be used to tell whether there was a large amount of misfires concentrated in a certain cylinder.

CAT OT MF F/C CYLINDER #1 TO #8

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Cat OT MF F/C Cylinder #1 Cat OT MF F/C Cylinder #2 Cat OT MF F/C Cylinder #3 Cat OT MF F/C Cylinder #4 Cat OT MF F/C Cylinder #5 Cat OT MF F/C Cylinder #6 Cat OT MF F/C Cylinder #7 Cat OT MF F/C Cylinder #8	Display of fuel cut operation in No. 1 to No. 8 cylinder (if certain level of misfire malfunction is detected)/ ON or OFF	ON: Fuel cut operating	Yes

Various Vehicle Conditions 4

ENGINE SPEED (STARTER OFF)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Speed (Starter Off)	Engine speed when starter off/ Min.: 0 rpm, Max.: 51199 rpm	-	Yes
	Results of real-vehicle check: Idling (warm up the engine): 869 rpm
	Diagnostic Note: This is the engine speed immediately after starting the engine.

STARTER COUNT

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Starter Count	Number of times starter turned on after engine switch turned on (IG)/ Min.: 0, Max.: 255	-	Yes
Starter Count	Diagnostic Note: This is the number of times the starter turned on during the current trip.

RUN DIST OF PREVIOUS TRIP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Run Dist of Previous Trip	Distance driven during previous trip/ Min.: 0 km, Max.: 655.35 km	-	Yes
Run Dist of Previous Trip	Diagnostic Note: Before 5 seconds elapse after starting the engine, which is the DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. HINT: Run Dist of Previous Trip in the freeze frame data present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of the Data List (real-time measurements), or for freeze frame data present when DTCs other than P1604 were detected, the value indicates the distance driven during the current trip.

ENGINE STARTING TIME

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Starting Time	Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)/ Min.: 0 ms, Max.: 655350 ms	-	Yes
Engine Starting Time	Diagnostic Note: This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm. This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms.

PREVIOUS TRIP COOLANT TEMP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Previous Trip Coolant Temp	Engine coolant temperature during previous trip/ Min.:-40°C, Max.: 215°C	-	Yes
Previous Trip Coolant Temp	Diagnostic Note: Before 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature at the end of the previous trip. After 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature during the current trip.

PREVIOUS TRIP INTAKE TEMP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Previous Trip Intake Temp	Intake air temperature during previous trip/ Min.:-40°C, Max.: 215°C	-	Yes
Previous Trip Intake Temp	Diagnostic Note: Before 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature at the end of the previous trip. After 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature during the current trip.

ENGINE OIL TEMPERATURE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Oil Temperature	Engine oil temperature (estimated temperature)/ Min.:-40°C, Max.: 215°C	-	Yes

PREVIOUS TRIP ENG OIL TEMP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Previous Trip Eng Oil Temp	Engine oil temperature during previous trip/ Min.:-40°C, Max.: 215°C	-	Yes

AMBIENT TEMP FOR A/C

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Ambient Temp for A/C	Ambient temperature for A/C/ Min.:-40°C, Max.: 215°C	-	Yes

PREVIOUS TRIP AMBIENT TEMP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Previous Trip Ambient Temp	Ambient temperature during previous trip/ Min.:-40°C, Max.: 215°C	-	Yes

ENGINE START HESITATION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Start Hesitation	History of hesitation during engine start/ ON or OFF	-	Yes
Engine Start Hesitation	Diagnostic Note: This value changes to ON when the engine speed does not reach 500 rpm during cranking.

LOW REV FOR ENG START

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Low Rev for Eng Start	History of low engine speed after engine start/ ON or OFF	-	Yes
Low Rev for Eng Start	Diagnostic Note: This flag changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.

MINIMUM ENGINE SPEED

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Minimum Engine Speed	Minimum engine speed/ Min.: 0 rpm, Max.: 51199 rpm	-	Yes
Minimum Engine Speed	Diagnostic Note: This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed. For use when engine stall, starting problems or rough idle is present.

POWER STEERING PRESSURE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Power Steering Pressure	Power steering oil pressure/ Min.: 0 MPa, Max.: 25.599 MPa	-	Yes

ACT VSV

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ACT VSV	A/C cut status for Active Test/ ON or OFF	-	Yes

IDLE FUEL CUT

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Idle Fuel Cut	Fuel cut at idle/ ON or OFF	ON: Fuel cut operating	Yes
Idle Fuel Cut	Diagnostic Note: Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high.

FC TAU

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
FC TAU	Fuel cut TAU (fuel cut during very light load)/ ON or OFF	ON: Fuel cut operating	Yes
FC TAU	Diagnostic Note: This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete.

IMMOBILISER FUEL CUT

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Immobiliser Fuel Cut	Status of immobiliser fuel cut/ ON or OFF	-	Yes

IMMOBILISER FUEL CUT HISTORY

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Immobiliser Fuel Cut History	Status of the immobiliser fuel cut history/ ON or OFF	-	Yes

COMM WITH POWER MANAGE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Comm with Power Manage	Status of communication with power management control ECU/ Comm or No Comm	-	Yes

COMM WITH AIR CONDITIONER

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Comm with Air Conditioner	Status of communication with air conditioning amplifier assembly/ Comm or No Comm	-	Yes

ELECTRICAL LOAD SIGNAL 1

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Electrical Load Signal 1	Electrical load signal/ ON or OFF	-	Yes

ELECTRICAL LOAD SIGNAL 2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Electrical Load Signal 2	Electrical load signal/ ON or OFF	-	Yes

ELECTRICAL LOAD SIGNAL 3

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Electrical Load Signal 3	Electrical load signal/ ON or OFF	-	Yes

CRUISE CANCEL SIGNAL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Cruise Cancel Signal	Status of the cruise control cancel signal/ ON or OFF	-	Yes

MODEL CODE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Model Code	Model code	-	No
Model Code	Diagnostic Note: Used for identifying the model code: URJ15##

ENGINE TYPE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Type	Engine type	-	No
Engine Type	Diagnostic Note: Used for identifying the engine type: 1UR-FE

CYLINDER NUMBER

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Cylinder Number	Number of cylinders/ Min.: 0, Max.: 255	-	No
Cylinder Number	Diagnostic Note: Used for identifying the number of cylinders: 8

TRANSMISSION TYPE

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Transmission Type	Transmission type	-	No
Transmission Type	Diagnostic Note: Used for identifying the transmission type: ECT 6th

DESTINATION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Destination	Destination	-	No
Destination	Diagnostic Note: Used for identifying the destination: A (America)

MODEL YEAR

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Model Year	Model year/ Min.: 1900, Max.: 2155	-	No
Model Year	Diagnostic Note: Used for identifying the model year: 20##

SYSTEM IDENTIFICATION

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
System Identification	System identification	-	No
System Identification	Diagnostic Note: Used for identifying the engine system: Gasoline (gasoline engine)

Compression

ENGINE SPEED OF CYL #1 TO #8

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Speed of Cyl #1 Engine Speed of Cyl #2 Engine Speed of Cyl #3 Engine Speed of Cyl #4 Engine Speed of Cyl #5 Engine Speed of Cyl #6 Engine Speed of Cyl #7 Engine Speed of Cyl #8	Engine speed for cylinder No. 1 to No. 8/ Min.: 0 rpm, Max.: 51199 rpm	-	No
	Diagnostic Note: This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. 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. Results of real-vehicle check when performing the Active Test with a normal vehicle: Engine Speed of Cyl #1: 185 rpm Engine Speed of Cyl #2: 186 rpm Engine Speed of Cyl #3: 185 rpm Engine Speed of Cyl #4: 186 rpm Engine Speed of Cyl #5: 186 rpm Engine Speed of Cyl #6: 185 rpm Engine Speed of Cyl #7: 185 rpm Engine Speed of Cyl #8: 185 rpm

AV ENGINE SPEED OF ALL CYL

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Av Engine Speed of All Cyl	Average engine speed for all cylinders/ Min.: 0 rpm, Max.: 51199 rpm	-	No
Av Engine Speed of All Cyl	Diagnostic Note: This is output only when Check the Cylinder Compression is performed using the Active Test.

Automatic Transmission

SPD (NT)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
SPD (NT)	Automatic transmission input shaft speed/ Min.: 0 rpm, Max.: 12750 rpm	Lock-up on (after warming up engine): Input turbine speed (NT) equal to engine speed Lock-up off (idling with shift lever in N): Input turbine speed (NT) nearly equal to engine speed	Yes
SPD (NT)	Diagnostic Note: Data is displayed in increments of 50 rpm.

SPD (SP2)

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
SPD (SP2)	Output shaft speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)	Vehicle stopped: 0 km/h (0 mph) (output shaft speed equal to vehicle speed)	Yes

A/T OIL TEMPERATURE 2

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/T Oil Temperature 2	No. 2 ATF temperature sensor value/ Min.:-40°C, Max.: 215°C	After stall test: Approximately 80°C (176°F) Equal to ambient temperature when engine cold	Yes
A/T Oil Temperature 2	Diagnostic Note: If the value is -40°C (-40°F) or 215°C (419°F), the No. 2 ATF temperature sensor circuit is open or shorted.

LOCK UP

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Lock Up	Lock-up/ ON or OFF	Lock-up operating: ON Lock-up not operating: OFF	Yes

SHIFT STATUS

Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Shift Status	ECM gear shift command/ 1st, 2nd, 3rd, 4th, 5th or 6th	Shift lever in D or S: 1st, 2nd, 3rd, 4th, 5th or 6th	Yes

ACTIVE TEST

HINT:

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

Warm up the engine.
Turn the engine switch off.
Connect the Techstream to the DLC3.
Turn the engine switch on (IG).
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Active Test.

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

Tester Display	Test Part	Control Range	Diagnostic Note
Control the Injection Volume	Change injection volume	Between -12.5% and 24.8%	All injectors are tested at the same time. Perform the test at or below 3000 rpm. Injection volume can be changed in fine gradations within control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and the heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Active Test / Control the Injection Volume / AFS B1 S1 and O2S B1 S2 or AFS B2 S1 and O2S B2 S2. During the Active Test, air-fuel ratio feedback control and feedback learning are stopped. See waveform *3
Control the Injection Volume for A/F Sensor	Change injection volume	-12.5%/ 0%/ +12.5%	All injectors are tested at the same time. Perform the test at or below 3000 rpm. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and the heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / AFS B1 S1 and O2S B1 S2 or AFS B2 S1 and O2S B2 S2. During the Active Test, air-fuel ratio feedback control and feedback learning are stopped.
Control the EGR Step Position	Open or close EGR valve	From 0 to 110 steps	EGR valve is fully closed at step position 0, and fully open at step position 110. Amount of EGR gas flowing into the intake manifold varies in accordance with the EGR valve opening angle. See waveform *5
Activate the VSV for Secondary Air Control	Activate the secondary air injection system	ON/OFF	Do not perform this test for 5 seconds or more. After the test, do not perform the test again for 30 seconds. The air switching valve and air pump operate.
Activate the VSV for Intake Control	Activate vacuum switching valve (for ACIS)	ON/OFF	-
Activate the VSV for Evap Control	Activate purge VSV control	ON/OFF	The valve is opened with a 30% duty ratio. See waveform *6
Control the A/C Cut Signal	A/C compressor cut	ON/OFF	-
Control the Fuel Pump / Speed	Activate fuel pump	ON/OFF	Perform this test with the engine stopped.
Connect the TC and TE1	Turn on and off TC and TE1 connection	ON/OFF	ON: TC and TE1 are connected. OFF: TC and TE1 are disconnected.
Control the Idle Fuel Cut Prohibit	Prohibit idling fuel cut control	ON/OFF	-
Prohibit the Catalyst OT Misfire prevent F/C	Prohibit fuel cut which prevents catalyst from overheating during misfire	ON: Fuel cut prohibited	Confirm that the vehicle is stopped and the engine speed is 3000 rpm or less.
Control the ETCS Open/Close Slow Speed	Throttle actuator	Close/Open Open: Throttle valve opens slowly	This test is possible when the following conditions are met: Engine switch is on (IG). Engine is stopped. Accelerator pedal is fully depressed (APP: 58 degrees or more). Shift lever is in P.
Control the ETCS Open/Close Fast Speed	Throttle actuator	Close/Open Open: Throttle valve opens quickly	Same as above. See waveform *4
Control the VVT Linear (Bank 1)	Control VVT (for intake side of bank 1)	-128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard	Engine stalls or idles roughly when the VVT actuator is operated by 100%. Test is possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. See waveform *7
Control the VVT System (Bank 1)	Turn camshaft timing oil control valve on and off	ON/OFF ON: VVT OCV Duty #1 100%	Engine stalls or idles roughly when the camshaft timing oil control valve is turned on. Engine runs and idles normally when the camshaft timing oil control valve is off. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
Control the VVT Linear (Bank 2)	Control VVT (for intake side of bank 2)	-128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard	Engine stalls or idles roughly when the VVT actuator is operated by 100%. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test is possible during idle.
Control the VVT System (Bank 2)	Turn camshaft timing oil control valve on and off	ON/OFF ON: VVT OCV Duty #2 100%	Engine stalls or idles roughly when the camshaft timing oil control valve is turned on. Engine runs and idles normally when the camshaft timing oil control valve is off. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
Control the VVT Exhaust Linear (Bank 1)	Control VVT (for exhaust side of bank 1)	128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard	Engine stalls or idles roughly when the VVT actuator is operated by 100%. Test is possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. See waveform *8
Control the VVT Exhaust Linear (Bank 2)	Control VVT (for exhaust side of bank 2)	128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard	Engine stalls or idles roughly when the VVT actuator is operated by 100%. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test is possible during idle.
Activate the Vacuum Pump	Activate leak detection pump (built into canister pump module)	ON/OFF	-
Activate the VSV for Vent Valve	Activate vent valve (built into canister pump module)	ON/OFF	-
Control the Select Cylinder Fuel Cut	Selected cylinder (cylinder #1 to #8) injector fuel cut	#1/#2/#3/#4/#5/#6/#7/#8 ON/OFF	This test is possible when the following conditions are met Vehicle is stopped Engine is idling. Shift lever is in P.*1
Control the All Cylinders Fuel Cut	All cylinder fuel cut	ON/OFF	Test possible while vehicle stopped and engine idling*1.
Check the Cylinder Compression*2	Check the cylinder compression pressure	ON/OFF	Fuel injection and ignition stop in all cylinders.

NOTE:

*1:

If the display of the Data List item Catalyst OT MF F/C 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 MF F/C item is Avail, perform this Active Test as described below.
1. Stop the engine, turn the engine switch on (IG) and turn Control the Cylinder #1 Fuel Cut (to Control the Cylinder #8 Fuel Cut) ON.
2. Start the engine.

HINT:

*2: When cranking the engine, each cylinder measures the engine speed.

In this Active Test, the fuel and ignition of all cylinders is cut. The engine must then be cranked for approximately 10 seconds. At this time, the speed of each cylinder is measured. If the speed of one cylinder is more than the other cylinders, it can be determined that the compression pressure of that cylinder is lower than the other cylinders.

Warm up the engine.
Turn the engine switch off.
Connect the Techstream to the DLC3.
Turn the engine switch on (IG).
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / 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.
Push the snapshot button to turn the snapshot function on.
HINT:

Using the snapshot function, data can be recorded during the Active Test.
While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON.
HINT:

After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode.
Crank the engine for about 10 seconds.
HINT:

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

Fig 1: Identifying Engine Speed Monitor

NOTE:

Do not crank the engine continuously for 20 seconds or more.
If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine.
Use a fully-charged battery.

Monitor the engine speed (Engine Speed of Cyl #1 to #8) displayed on the Techstream.
HINT:

At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed.
Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.
NOTE:
If the Active Test is changed to OFF while the engine is being cranked, the engine will start.
Push the snapshot button to turn the snapshot function off.
Select "Stored Data" on the Techstream 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.
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.

Reference Waveforms for Active Test

*3: Control the Injection Volume (Idling after warming up)

Fig 2: Identifying Controlling Injection Volume (Idling After Warming Up) Reference Waveform

HINT:

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

Tester Display	Measurement Item/Range	Normal Condition
Control the Injection Volume	-	←A	←B
	Active Test operation	-12%	+12%
	AFS Voltage B1S1	3.829 V	2.839 V
	O2S B1S2	0.035 V	0.955 V

HINT:

Usually, the value of AFS Voltage changes to below 3.1 V when the control value for Control the Injection Volume is changed to +12%.
Usually, the value of AFS Voltage changes to 3.4 V or higher when the control value for Control the Injection Volume is changed to -12%.
Usually, the value of O2S changes to 0.55 V or higher when the control value for Control the Injection Volume is changed to +12%.
Usually, the value of O2S changes to below 0.4 V when the control value for Control the Injection Volume is changed to -12%.

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

Fig 3: Identifying Control The ETCS Open/Close Fast Speed Reference Waveform

HINT:

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

Tester Display	Measurement Item/Range	Normal Condition
Control the ETCS Open/Close Fast Speed	-	←A	←B
	Active Test operation	Close	Open
	Throttle Position Command	2.597 V	0.761 V
	Throttle Position No. 1	2.597 V	0.761 V
	Throttle Motor Duty (Open)	14%	0%
	Throttle Motor Duty (Close)	0%	17%

*5: Control the EGR Step Position (Idling after warming up, A/C off)

Fig 4: Identifying Control The EGR Step Position (Idling After Warming Up, A/C Off) Reference Waveform

Tester Display	Measurement Item/Range	Normal Condition
Control the EGR Step Position	-	←A	←B	←C	←D	←E
	EGR Step Position	0 step	10 step	20 step	30 step	40 step
	MAP	29 kPa	31 kPa	59 kPa	74 kPa	78 kPa

HINT:

Usually, when the control value for Control the EGR Step Position is "0 step", the value of MAP is between 20 and 40 kPa and idling is stable.
Usually, when the control value for Control the EGR Step Position is changed from "0 step" to "30 step", the value of MAP increases to a value at least 10 kPa higher than the value of MAP when the control value for Control the EGR Step Position was "0 step", and the engine idles roughly or stalls.
This data is taken from an Active Test in which the step position was raised in increments of 1. The EGR valve inspection in the troubleshooting procedures checks the operation of the valve by stalling the engine and raises the step position in increments of 5.

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

Fig 5: Identifying Activate The VSV For Evap Control (Idling After Warming Up) Reference Waveform

HINT:

Even when the Active Test is turned on (the purge VSV is opened 30%), air-fuel ratio feedback continues and control is performed so that the air-fuel ratio is the stoichiometric ratio. Therefore, by observing the change in "Short FT", it is possible to determine whether the purge VSV is actually open as well as the concentration of HC in the purge gas.

Tester Display	Measurement Item/Range	Normal Condition
Activate the VSV for Evap Control	-	←A	←B
	Active Test operation	ON	OFF
	EVAP (Purge) VSV	29.8%	0.0%
	Short FT #1	-9.375%	0.000%
	Injection (Port)	2267.0 μs	2489.0 μs
	AFS Voltage B1S1	3.249 V	3.205 V

*7: Control the VVT Linear (Bank 1)

Fig 6: Identifying Control The VVT Linear (Bank 1) Reference Waveform

Tester Display	Measurement Item/Range	Normal Condition
Control the VVT Linear (Bank 1)	-	←A	←B
	Active Test operation*	+30%	-30%
	VVT Change Angle #1	42.9 DegFR	0.0 DegFR
	VVT OCV Duty #1	67.0 %	7.0 %
	VVT Aim Angle #1	37.0 %	37.0 %

HINT:

*: Change the control value for Control the VVT Linear to +30% or -30% in increments of 5%.
The Control the VVT Linear Active Test considers the value of VVT Aim Angle to be 0 and raises or lowers the duty ratio with respect to VVT Aim Angle.
The sum of the control value for the Control the VVT Linear Active Test and the value of VVT Aim Angle is approximately equal to the value of VVT OCV Duty.
When the control value for the Control the VVT Linear Active Test is changed a few times, there should not be a large discrepancy between VVT OCV Duty when the system starts advancing or retarding the timing and the rate of change of VVT Change Angle.

*8: Control the VVT Exhaust Linear (Bank 1)

Fig 7: Identifying Control The VVT Exhaust Linear (Bank 1) Reference Waveform

Tester Display	Measurement Item/Range	Normal Condition
Control the VVT Exhaust Linear (Bank 1)	-	←A	←B
	Active Test operation*	+30%	-30%
	VVT Ex Chg Angle #1	36.6 DegFR	0.0 DegFR
	VVT Ex OCV Duty #1	78.4 %	18.4 %
	VVT Ex Hold Lrn Val #1	48.6 %	48.6 %

HINT:

*: Change the control value for Control the VVT Exhaust Linear to +30% or -30% in increments of 5%.
The Control the VVT Exhaust Linear Active Test considers the value of VVT Ex Hold Lrn Val to be 0 and raises or lowers the duty ratio with respect to VVT Ex Hold Lrn Val.
The sum of the control value for the Control the VVT Exhaust Linear Active Test and the value of VVT Ex Hold Lrn Val is approximately equal to the value of VVT Ex OCV Duty.
When the control value for the Control the VVT Exhaust Linear Active Test is changed a few times, there should not be a large discrepancy between VVT Ex OCV Duty when the system starts advancing or retarding the timing and the rate of change of VVT Ex Chg Angle.

SYSTEM CHECK

HINT:

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

Connect the Techstream to the DLC3.
Turn the engine switch on (IG).
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Utility.

Perform the System Check by referring to the table below.

Tester Display	Test Part	Control Range	Diagnostic Note
Evaporative System Check (Automatic Mode)	Perform 6 steps in order to operate EVAP key-off monitor automatically	35°C (95°F) or less	If no pending DTCs are output after performing this test, the system is functioning normally. Refer to EVAP Inspection Procedure. Refer to INSPECTION PROCEDURE .
Evaporative System Check (Manual Mode)	Perform 6 steps in order to operate EVAP key-off monitor manually	35°C (95°F) or less	Used to detect malfunctioning parts. Refer to EVAP Inspection Procedure. Refer to INSPECTION PROCEDURE .
Air Injection Check (Automatic Mode)	Perform secondary air injection system operation automatically	With warm engine, engine switch turned off once	If no pending DTCs are output after performing this test, the system is functioning normally. Refer to the inspection procedure for secondary air injection system DTCs. When performing Air Injection Check after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when System Check finishes.
Air Injection Check (Manual Mode)	Perform 5 operations in order to operate air injection system monitor manually	With warm engine, engine switch turned off once	Used to detect malfunctioning parts. Refer to the inspection procedure for secondary air injection system DTCs. When performing Air Injection Check after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when System Check finishes.