Data List / Active Test [08/2016 - 12/2017]

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 values listed under "Normal Condition" are those of an inspection performed in NORMAL mode. The actual values may differ if inspected in ECO or SPORT mode.

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.

Connect the Techstream to the DLC3.
Turn the power switch on (IG).
Turn the Techstream on.

Put the engine in inspection mode (maintenance mode).

Powertrain > Hybrid Control > Utility

Tester Display
Inspection Mode

Start the engine.
Warm up the engine.
Turn the A/C switch off.
Turn the power switch off.
Turn the power switch on (IG).
Turn the Techstream on.
Enter the following menus: Powertrain / Engine and ECT / Data List.
HINT:
- To display the list box, press the pull down menu button next to Primary. Then select a measurement group.
- When you select a measurement group, the ECU data belonging to that group is displayed.
- Measurement Group List / Description
  - All Data / All data
  - Primary / -
  - Engine Control / Engine control system related data
  - Gas General / -
  - Gas AF Control / Air fuel ratio control system related data
  - Gas AF Control (D4) / Air fuel ratio control system related data
  - Gas AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data
  - Gas Throttle / Gasoline throttle system related data
  - Gas Intake Control / Intake control system related data
  - Gas Valve Control / Valve control system related data
  - Gas Misfire / "Misfire" related data
  - Gas Starting / "Difficult to start" related data
  - Gas Rough Idle / "Rough idle" related data
  - Gas Evaporative / Evaporative system related data
  - Gas CAT Converter / Catalyst converter related data
  - Check Mode / Check mode related data
  - Monitor Status / Monitor status related data
  - Ignition / Ignition system related data
  - Charging Control / Charging control system related data
  - Compression / Data used during "Check the Cylinder Compression" Active Test
  - AT / Automatic transaxle system related data
  - Vehicle Information / Vehicle information
According to the display on the Techstream, read the Data List.
HINT:

The title used for each group of Data List items in this service information does not appear on the Techstream. However, the name in parentheses after the title, which is a Measurement Group, does appear on the Techstream. When the name shown in parentheses is selected on the Techstream, all the Data List items listed for that group will be displayed.

Various Vehicle Conditions 1 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Vehicle Speed	Vehicle speed	Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)	Actual vehicle speed	This is the current vehicle speed.
Engine Speed	Engine speed	Min.: 0 rpm, Max.: 16383 rpm	950 to 1050 rpm: Idling with warmed up engine (inspection mode (maintenance mode)), shift lever in P	When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.
Calculate Load	Load calculated by ECM assembly	Min.: 0%, Max.: 100%	-	This is the engine load calculated based on the actual intake manifold pressure. Calculate Load = Actual intake manifold pressure / maximum intake manifold pressure x 100 (%) (For example, when the actual intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.)
Vehicle Load	Vehicle load	Min.: 0%, Max.: 25700%	-	This is the engine intake air charging efficiency. Vehicle Load = Current intake airflow (gm/sec) / maximum intake airflow x 100% Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.) HINT: Due to individual engine differences, intake air temperature, etc., the value may exceed 100%.Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm)(Intake airflow (gm/sec) is MAF)
MAF	Airflow rate from mass air flow meter sub-assembly	Min.: 0 gm/sec, Max.: 655.35 gm/sec	3.0 to 5.0 gm/sec: Idling (inspection mode (maintenance mode)) 8.5 to 12.5 gm/sec: 2500 rpm (inspection mode (maintenance mode))	This is the intake air amount from the mass air flow meter sub-assembly.
Atmosphere Pressure	Atmospheric pressure	Min.: 0 kPa(abs) (0 psi(abs)), Max.: 255 kPa(abs) (37 psi(abs))	Equivalent to atmospheric pressure (absolute pressure)	This value is calculated from the intake air amount. Standard atmospheric pressure: 101 kPa(abs) [15 psi(abs)] For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (0.15 psi). This varies by weather.
MAP	Intake manifold pressure	Min.: 0 kPa (0 psi), Max.: 255 kPa (37 psi)	80 to 110 kPa (12 to 16 psi): Power switch on (IG) 20 to 40 kPa (3 to 6 psi): Idling with warmed up engine (inspection mode (maintenance mode)) 22 to 50 kPa (3 to 7 psi): 2500 rpm (inspection mode (maintenance mode))	This item is the pressure detected by the manifold absolute pressure sensor and is used for air fuel ratio control and EGR valve control. HINT: When the power switch is on (IG), the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa(abs) [15 psi(abs)]).
Coolant Temp	Coolant temperature	Min.: -40°C (-40°F), Max.: 140°C (284°F)	75 to 100°C (167 to 212°F): After warming up	This is the engine coolant temperature. HINT: After warming up the engine, the engine coolant temperature will be 75 to 100°C (167 to 212°F). After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F), or higher than 135°C (275°F), the sensor circuit is open or shorted. Check if the engine overheats when the value indicates higher than 135°C (275°F).
Intake Air	Intake air temperature	Min.: -40°C (-40°F), Max.: 140°C (284°F)	Equivalent to temperature at location of mass air flow meter sub-assembly	After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F), or higher than 128°C (262°F), the sensor circuit is open or shorted.
Ambient Temperature	Ambient temperature	Min.:-40°C (-40°F), Max.: 215°C (419°F)	Actual ambient temperature	This is the ambient temperature. HINT: If the vehicle has been left as is for a long time after the power switch was turned off, coolant temperature, intake air temperature and ambient temperature will be almost the same.
Engine Run Time	Engine run time	Min.: 0 s, Max.: 65535 s	Time after engine start	This is the time elapsed after the engine is first started with the power switch on (READY). With the power switch on (READY), time measurement will not stop even after the engine stops.
Initial Engine Coolant Temp	Initial engine coolant temperature	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	This is the engine coolant temperature stored when the power switch is turned on (IG).
Initial Intake Air Temp	Initial intake air temperature	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	This is the intake air temperature stored when the power switch is turned on (IG).
Battery Voltage	Battery voltage	Min.: 0 V, Max.: 65.535 V	11 to 16 V: Power switch on (IG)	If 11 V or less, characteristics of some electrical components may change.

Throttle Control (Gas Throttle)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Throttle Sensor Volt %	Absolute throttle position sensor No. 1	Min.: 0%, Max.: 100%	10 to 22%: Accelerator pedal fully released	The No. 1 throttle position sensor output is converted using 5 V = 100%. HINT: If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.
Throttl Sensor #2 Volt %	Absolute throttle position sensor No. 2	Min.: 0%, Max.: 100%	42 to 62%: Accelerator pedal fully released	The No. 2 throttle position sensor output is converted using 5 V = 100%.
System Guard	System guard	ON or OFF	ON	When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function. OFF: Electronic throttle control is stopped.
Throttle Idle Position	Whether or not throttle position sensor detecting idle	ON or OFF	ON: Idling (inspection mode (maintenance mode)), shift lever in P	"OFF" is displayed during charge control. ON is displayed even if the throttle valve is opened when the shift lever is in P.
Throttle Require Position	Required throttle position	Min.: 0 V, Max.: 4.98 V	0.5 to 1.1 V: Idling with warmed up engine (inspection mode (maintenance mode))	This is a value calculated by the ECM assembly 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	Throttle sensor position	Min.: 0%, Max.: 100%	0%: Accelerator pedal fully released 50 to 80%: Accelerator pedal fully depressed (engine running)	This is the throttle valve opening amount used for engine control. (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idle speed during idling.) This value has no meaning when the power switch is on (IG) and the engine is stopped.
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: Accelerator pedal fully released 0.6 to 1.4 V: Fail-safe operating	This is the No. 1 throttle position sensor output voltage.
Throttle Position No. 2	Throttle position sensor No. 2 output voltage	Min.: 0 V, Max.: 4.98 V	2.1 to 3.1 V: Accelerator pedal fully released 2.1 to 3.1 V: Fail-safe operating	This is the No. 2 throttle position sensor output voltage.
Throttle Position Command	Throttle position command value	Min.: 0 V, Max.: 4.98 V	-	Throttle Position Command is the same value as Throttle Require Position.
Throttle Sens Open Pos #1	Throttle position sensor No. 1	Min.: 0 V, Max.: 4.98 V	0.6 to 1.4 V	This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the power switch on (IG).
Throttle Sens Open Pos #2	Throttle position sensor No. 2	Min.: 0 V, Max.: 4.98 V	1.7 to 2.5 V	This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the power switch on (IG).
Throttle Motor Current	Throttle actuator current	Min.: 0 A, Max.: 19.9 A	0 to 3.0 A: Idling with warmed up engine (inspection mode (maintenance mode))	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	Throttle actuator	Min.: 0%, Max.: 100%	10 to 22%: Idling with warmed up engine (inspection mode (maintenance mode))	This is the output duty ratio of the throttle actuator drive circuit.
Throttle Motor Duty (Open)	Throttle actuator duty ratio (open)	Min.: 0%, Max.: 255%	0 to 40%: Idling with warmed up engine (inspection mode (maintenance mode))	This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM assembly command signal. When the throttle valve is being opened, Throttle Motor Duty (Open) is 10 to 50%.
Throttle Motor Duty (Close)	Throttle actuator duty ratio (close)	Min.: 0%, Max.: 255%	0 to 40%: Idling with warmed up engine (inspection mode (maintenance mode))	This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM assembly 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	Throttle valve fully closed position (learned value)	Min.: 0 V, Max.: 4.98 V	0.4 to 1.0 V: Accelerator pedal fully released	The ECM assembly 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 assembly with the throttle valve opener angle (approximately 4 to 7°, the position when the power switch is on (IG), the accelerator pedal is released and the throttle actuator is off). Learning is performed immediately after the power switch is turned on (IG).
+BM Voltage	+BM voltage	Min.: 0 V, Max.: 79.998 V	11 to 16 V: Power switch on (IG) and system normal	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 power switch is turned off).
Actuator Power Supply	Actuator power supply	ON or OFF	ON: Idling	If +BM power is lost, this item changes to OFF.
Throttle Position	Throttle valve opening angle	Min.: 0 deg, Max.:499.99 deg	-	This value has no meaning when the power switch is on (IG) and the engine is stopped.

Idle Speed Control (Gas Rough Idle)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
ISC Flow	Flow rate calculated using information from mass airflow meter sub-assembly	Min.: 0 L/s, Max.: 79.99 L/s	-	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	Requested throttle opening amount calculated using ISC control	Min.: 0 deg, Max.: 499.99 deg	-	This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow).
ISC Feedback Value	ISC feedback amount	Min.: -40 L/s, Max.: 39.99 L/s	-	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	ISC learned airflow value	Min.: -40 L/s, Max.: 39.99 L/s	0.9 to 7.0 L/s: Idling with warmed up engine (inspection mode (maintenance mode))	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	Compensation flow rate according to electrical load	Min.: -40 L/s, Max.: 39.99 L/s	-	This is the ISC compensation amount determined according to the electrical load.
Air Conditioner FB Val	Compensation flow rate according to air conditioner load	Min.: -40 L/s, Max.: 39.99 L/s	-	This is the ISC compensation amount determined according to the air conditioner load.
Low Revolution Control	Low engine speed control operation state	ON or OFF	OFF	This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc.
Deposit Loss Flow	Flow loss due to deposits	Min.: -40 L/s, Max.: 39.99 L/s	-	This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when difficult to start, or idles roughly.

Fuel System 1 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target Common Rail Pressure Supported	Status of Target Common Rail Pressure supported	Unsupp or Supp	Unsupp	-
Target Common Rail Pressure	Target common rail pressure	Min.: 0 kPa(abs), Max.: 655350 kPa(abs)	-	Unused
Fuel Press	Fuel pressure (for high pressure side)	Min.: 0 kPag, Max.: 655350 kPag	1800 to 2800 kPag: Idling with warmed up engine (inspection mode (maintenance mode))	This item indicates the fuel pressure on the high-pressure side.
Common Rail Pressure Supported	Status of Common Rail Pressure supported	Unsupp or Supp	Supp	-
Common Rail Pressure	Common rail pressure	Min.: 0 kPa(gauge), Max.: 655350 kPa(gauge)	1800 to 2800 kPa(gauge): Idling with warmed up engine (inspection mode (maintenance mode))	This item indicates the fuel pressure on the high-pressure side.
Fuel Temperature Supported	Status of Fuel Temperature	Unsupp or Supp	Unsupp	-
Fuel Temperature	Fuel temperature	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-40°C (-40°F)	Unused
Fuel Pump Duty	Fuel pump duty	Min.: 0%, Max.: 399.9%	-	This item indicates the duty ratio of the fuel pump (for low pressure side).
Injector (Port)	Injection period of the No. 1 cylinder	Min.: 0 μs, Max.: 65535 μs	1000 to 4000 μs: Idling with warmed up engine (inspection mode (maintenance mode))	This is the injection period of the No. 1 cylinder (port injection) (the command value from the ECM assembly). The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Way".
Injection Volum (Cylinder1)	Injection volume (cylinder 1)	Min.: 0 ml, Max.: 2.047 ml	0.03 to 0.11 ml: Idling with warmed up engine (inspection mode (maintenance mode))	This is the fuel injection volume for 10 injections.

EVAP System 1 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Vacuum Pump	Key-off EVAP system leak detection pump status	ON or OFF	-	This item changes to ON during the key-off EVAP monitor which is performed approximately 5 hours after the power switch is turned off*.

*: Refer to EVAP System [10/2015 - ]

Fuel System 2 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Fuel Pressure Target Value	Target fuel pressure	Min.: 0 MPa, Max.: 65.535 MPa	1.3 to 3.3 MPa: Idling with warmed up engine (inspection mode (maintenance mode))	This item indicates the target fuel pressure for the fuel pump assembly (for high pressure side).
High Fuel Pressure Sensor	Fuel pressure (for high pressure side)	Min.: -64 MPa, Max.: 63.998 MPa	1.3 to 3.3 MPa: Idling with warmed up engine (inspection mode (maintenance mode))	This item indicates the fuel pressure (for high pressure side) from the fuel pressure sensor.
Fuel Pump Duty (D4)	Fuel pump duty ratio	Min.: 0%, Max.: 127.5%	0 to 40%: Idling with warmed up engine (inspection mode (maintenance mode))	This item indicates the duty ratio to the electromagnetic spill valve.
HP FP Discharge Rate	Fuel volume required by the high pressure fuel pump	Min.: 0 ml, Max.: 2.047 ml	-	This item indicates the fuel pump assembly (for high pressure side) discharge amount.
Low Fuel Pressure Sensor	Fuel pressure (for low pressure side)	Min.: -720.896 kPa(gauge), Max.: 720.874 kPa(gauge)	350 to 700 kPa(gauge) [50.768 to 101.535 psi(gauge)]: Idling with warmed up engine (inspection mode (maintenance mode))	This item indicates the fuel pressure (for low pressure side) from the fuel pressure sensor.
Injection Way	Injection mode	Port / Direct / Either / Unset	-	This item indicates the injection mode.
Injection Switching Status	Prohibition of changing the D-4S injection method	OK or NG	-	This item indicates whether the Control the Injection Way Active Test is prohibited.
Injection Timing (D4)	Injection timing	Min.: -3276.8 deg(CA), Max.:3276.7 deg(CA)	240 to 340 deg(CA): Idling with warmed up engine (inspection mode (maintenance mode)), direct injection	This item indicates the injection timing of the No. 1 fuel injector assembly (for direct injection). Values may be displayed even when fuel injection is not performed. -3276.8 deg(CA) is displayed during port fuel injection.
Injection Time (D4)	Injection time	Min.: 0 μs, Max.: 65535 μs	0 to 2000 μs: Idling with warmed up engine (inspection mode (maintenance mode)), direct injection	This item indicates the last injection time of the No. 1 fuel injector assembly (for direct injection). The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Way".
Current Fuel Type	Current fuel type	-	Gasoline/petrol	-

EVAP System 2 (Gas Evaporative)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
EVAP (Purge) VSV	Purge VSV control duty	Min.: 0%, Max.: 100%	0 to 100%: Idling with warmed up engine (inspection mode (maintenance mode))	This is the command signal from the ECM assembly. This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed. *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV. When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.
Evap Purge Flow	Purge flow	Min.: 0%, Max.: 399.9%	0 to 10%: Idling with warmed up engine (inspection mode (maintenance mode))	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	Purge density learned value	Min.: -200, Max.: 199.993	-40 to 10%: Idling with warmed up engine (inspection mode (maintenance mode))	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	Vapor pressure	Min.: 0 kPa(abs) [0 psi(abs)], Max.: 1441.77 kPa(abs) [209.07 psi(abs)]	Approximately 100 kPa(abs) [14.5 psi(abs)]: Power switch on (IG)	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 Vapor Pressure Pump is almost the same as atmospheric pressure when the engine is stopped, this item can be used to help determine if the canister pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value.
Vapor Pressure Tank	Fuel tank pressure	Min.: -25.6 kPa(gauge) [-3.71 psi(gauge)], Max.: 25.599 kPa(gauge) [3.71 psi(gauge)]	Atmospheric pressure: Fuel tank cap removed	Pressure inside fuel tank monitored by fuel tank pressure sensor.
EVAP Vapor Pressure (Wide)	Fuel tank pressure (wide range)	Min.: -32.76 kPa(gauge) [-4.75 psi(gauge)], Max.: 32.76 kPa(gauge) [4.75 psi(gauge)]	Atmospheric pressure: Fuel tank cap removed	-
Vapor Pressure (Calculated)	Calculated EVAP system pressure	Min.: -720.896 kPa(abs) [-104.53 psi(abs)], Max.: 720.874 kPa(abs) [104.53 psi(abs)]	Approximately 100 kPa(abs) [14.5 psi(abs)]: Power switch on (IG)	-
EVAP System Vent Valve	Key-off EVAP system vent valve status	ON or OFF	OFF: Vent ON: Closed	-
Fuel Filler Opener	Fuel lid lock with motor assembly status	ON or OFF	ON: Fuel lid lock with motor assembly OFF: Fuel lid lock with motor assembly not operating	-
Fuel Vapor-Containment Valve	Fuel vapor-containment valve status	ON or OFF	ON: Fuel vapor-containment valve open	-
Fuel Lid	Fuel lid courtesy switch status	Close or Open	Open: Fuel lid open Close: Fuel lid closed	-
Fuel Lid Switch	Fuel lid opener switch status	ON or OFF	ON: Fuel lid opener switch pushed OFF: Fuel lid opener switch not pushed	-
EVAP Purge VSV	VSV status for EVAP control	ON or OFF	-	This parameter displays ON when EVAP (Purge) VSV is approximately 30% or higher, and displays OFF when the VSV duty ratio is less than 30%.
Purge Cut VSV Duty	Purge VSV duty	Min.: 0%, Max.: 399.9%	-	-

Air Fuel Ratio Control 1 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target Air-Fuel Ratio	Target air fuel ratio	Min.: 0, Max.: 1.99	0.8 to 1.2: During idling	This is the target air fuel ratio used by the ECM assembly. 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.

Air Fuel Ratio Control 2 (Gas AF O2 Sensor)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
AF Lambda B1S1	Output air fuel ratio associated with bank 1 sensor 1	Min.: 0, Max.: 1.99	Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air fuel ratio Value more than 1 (1.001 to 1.999) = Lean	This is the actual air fuel ratio calculated based on the air fuel ratio sensor output. Reference value when performing the Active Test: Injection Volume: +/-0% AF Lambda B1S1: 0.991 AFS Voltage B1S1: 3.249 V AFS Current B1S1: -0.02 mA O2S B1S2: 0.800 V Injection Volume: -12.0% AF Lambda B1S1: 1.151 AFS Voltage B1S1: 3.820 V AFS Current B1S1: 0.19 mA O2S B1S2: 0.035 V Injection Volume: 12.0% AF Lambda B1S1: 0.903 AFS Voltage B1S1: 2.673 V AFS Current B1S1: -0.24 mA O2S B1S2: 0.915 V
AF Lambda B2S1	Output air fuel ratio associated with 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	This is the actual air fuel ratio calculated based on the air fuel ratio sensor output. Reference value when performing the Active Test: Injection Volume: +/-0% AF Lambda B2S1: 0.997 AFS Voltage B2S1: 3.283 V AFS Current B2S1: -0.01 mA O2S B2S2: 0.800 V Injection Volume: -12.0% AF Lambda B2S1: 1.148 AFS Voltage B2S1: 3.839 V AFS Current B2S1: 0.19 mA O2S B2S2: 0.035 V Injection Volume: 12.0% AF Lambda B2S1: 0.906 AFS Voltage B2S1: 2.678 V AFS Current B2S1: -0.24 mA O2S B2S2: 0.915 V
AFS Voltage B1S1	Air fuel ratio sensor output voltage for bank 1 sensor 1	Min.: 0 V, Max.: 7.99 V	2.6 to 3.8 V: Idling with warmed up engine (inspection mode (maintenance mode))	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 assembly 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 Voltage B2S1	Air fuel ratio sensor output voltage for bank 2 sensor 1	Min.: 0 V, Max.: 7.99 V	2.6 to 3.8 V: Idling with warmed up engine (inspection mode (maintenance mode))	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 assembly 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	Air fuel ratio sensor output current for bank 1 sensor 1	Min.: -128 mA, Max.: 127.99 mA	-0.5 to 0.5 mA: Idling with warmed up engine (inspection mode (maintenance mode))	With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA. When the value is outside the range of 0.47 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.
AFS Current B2S1	Air fuel ratio sensor output current for bank 2 sensor 1	Min.: -128 mA, Max.: 127.99 mA	-0.5 to 0.5 mA: Idling with warmed up engine (inspection mode (maintenance mode))	With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA. When the value is outside the range of 0.47 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.
A/F Heater Duty B1S1	Air fuel ratio sensor heater duty ratio for bank 1	Min.: 0%, Max.: 399.9%	0 to 100%	When the value is any value except 0%, current is being supplied to the heater.
A/F Heater Duty B2S1	Air fuel ratio sensor heater duty ratio for bank 2	Min.: 0%, Max.: 399.9%	0 to 100%	When the value is any value except 0%, current is being supplied to the heater.
O2S B1S2	Heated oxygen sensor output voltage for bank 1 sensor 2	Min.: 0 V, Max.: 1.275 V	0 to 0.9 V: Driving at 70 km/h (43 mph) (Engine running)	This is the output voltage of the heated oxygen sensor. Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio. Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio. During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor. Reference value when performing the Active Test: Injection Volume: -12.0% AF Lambda B1S1: 1.151 AFS Voltage B1S1: 3.820 V AFS Current B1S1: 0.19 mA O2S B1S2: 0.035 V Injection Volume: 12.0% AF Lambda B1S1: 0.903 AFS Voltage B1S1: 2.673 V AFS Current B1S1: -0.24 mA O2S B1S2: 0.915 V
O2S B2S2	Heated oxygen sensor output voltage for bank 2 sensor 2	Min.: 0 V, Max.: 1.275 V	0 to 0.9 V: Driving at 70 km/h (43 mph) (Engine running)	This is the output voltage of the heated oxygen sensor. Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio. Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio. During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor. Reference value when performing the Active Test: Injection Volume: -12.0% AF Lambda B2S1: 1.151 AFS Voltage B2S1: 3.839 V AFS Current B2S1: 0.19 mA O2S B2S2: 0.035 V Injection Volume: 12.0% AF Lambda B2S1: 0.906 AFS Voltage B2S1: 2.678 V AFS Current B2S1: -0.24 mA O2S B2S2: 0.915 V
O2S Impedance B1S2	Heated oxygen sensor impedance for bank 1 sensor 2	Min.: 0 ohm, Max.: 21247.67 ohm	5 to 15000 ohm	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 heated oxygen sensor or sensor circuit.
O2S Impedance B2S2	Heated oxygen sensor impedance for bank 2 sensor 2	Min.: 0 ohm, Max.: 21247.67 ohm	5 to 15000 ohm	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 heated oxygen sensor or sensor circuit.
O2 Heater B1S2	Heated oxygen sensor heater for bank 1 sensor 2	Active or Not Act	-	-
O2 Heater B2S2	Heated oxygen sensor heater for bank 2 sensor 2	Active or Not Act	-	-
O2 Heater Curr Val B1S2	Heated oxygen sensor current for bank 1 sensor 2	Min.: 0 A, Max.: 4.999 A	-	When the value is any value except 0 A, current is being supplied to the heater.
O2 Heater Curr Val B2S2	Heated oxygen sensor current for bank 2 sensor 2	Min.: 0 A, Max.: 4.999 A	-	When the value is any value except 0 A, current is being supplied to the heater.
Short FT #1	Short-term fuel trim for bank 1	Min.: -100%, Max.: 99.2%	-20 to 20%	This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback.
Long FT #1	Long-term fuel trim for bank 1	Min.: -100%, Max.: 99.2%	-20 to 20%	The ECM assembly will learn the Long FT #1 values based on Short FT #1. The goal is to keep Short FT #1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio. This value is used to determine whether the system related to air fuel ratio control is malfunctioning. The condition of the system is determined based on the sum of Short FT #1 and Long FT #1 (excluding times when the system is in transition). 20% or higher: There may be a lean air fuel ratio. -20 to 20%: The air fuel ratio can be determined to be normal. -20% or less: There may be a rich air fuel ratio. Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT #1" indicates the learned value 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], [A/F Learn Value High #1], [A/F Learn Val Low #1 (Dual)], [A/F Learn Val Mid1 #1 (Dual)], [A/F Learn Val Mid2 #1 (Dual)] and [A/F Learn Val High #1 (Dual)] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range.
Total FT #1	Total fuel trim for bank 1	Min.: -0.5, Max.: 0.496	-0.28 to 0.2: Idling with warmed up engine (inspection mode (maintenance mode))	Total FT #1 = Short FT #1 + Long FT #1
Short FT #2	Short-term fuel trim for bank 2	Min.: -100%, Max.: 99.2%	-20 to 20%	This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback.
Long FT #2	Long-term fuel trim for bank 2	Min.: -100%, Max.: 99.2%	-20 to 20%	The ECM assembly will learn the Long FT #2 values based on Short FT #2. The goal is to keep Short FT #2 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio. This value is used to determine whether the system related to air fuel ratio control is malfunctioning. The condition of the system is determined based on the sum of Short FT #2 and Long FT #2 (excluding times when the system is in transition). 20% or higher: There may be a lean air fuel ratio. -20 to 20%: The air fuel ratio can be determined to be normal. -20% or less: There may be a rich air fuel ratio. Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT #2" indicates the learned value for the current operating range. [A/F Learn Value Idle #2], [A/F Learn Value Low #2], [A/F Learn Value Mid1 #2], [A/F Learn Value Mid2 #2], [A/F Learn Value High #2], [A/F Learn Val Low #2 (Dual)], [A/F Learn Val Mid1 #2 (Dual)], [A/F Learn Val Mid2 #2 (Dual)] and [A/F Learn Val High #2 (Dual)] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #2" indicates the current engine operating range.
Total FT #2	Total fuel trim for bank 2	Min.: -0.5, Max.: 0.496	-0.28 to 0.2: Idling with warmed up engine (inspection mode (maintenance mode))	Total FT #2 = Short FT #2 + Long FT #2
Fuel System Status #1	Fuel system status for bank 1	Unused, OL, CL, OLDrive, OLFault or CLFault	CL: Idling with warmed up engine (inspection mode (maintenance mode))	OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Uses feedback to perform fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. HINT: 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.
Fuel System Status #2	Fuel system status for bank 2	Unused, OL, CL, OLDrive, OLFault or CLFault	CL: Idling with warmed up engine (inspection mode (maintenance mode))	OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Uses feedback to perform fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. HINT: CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B2S1 is approximately 1.0 and AFS Voltage B2S1 is approximately 3.3 V.
A/F Learn Value Idle #1	Air fuel ratio learn value of idle area for bank 1	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
A/F Learn Value Low #1	Air fuel ratio learn value of low load area for bank 1	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid1 #1	Air fuel ratio learn value of middle1 load area for bank 1	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid2 #1	Air fuel ratio learn value of middle2 load area for bank 1	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Value High #1	Air fuel ratio learn value of high load area for bank 1	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
A/F Learn Val Low #1 (Dual)	Air fuel ratio learn value of low load area (dual, bank 1)	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts)
A/F Learn Val Mid1 #1 (Dual)	Air fuel ratio learn value of middle1 load area (dual, bank 1)	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Val Mid2 #1 (Dual)	Air fuel ratio learn value of middle2 load area (dual, bank 1)	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Val High #1 (Dual)	Air fuel ratio learn value of high load area (dual, bank 1)	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
A/F Learn Value Idle #2	Air fuel ratio learn value of idle area for bank 2	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
A/F Learn Value Low #2	Air fuel ratio learn value of low load area for bank 2	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid1 #2	Air fuel ratio learn value of middle1 load area for bank 2	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid2 #2	Air fuel ratio learn value of middle2 load area for bank 2	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Value High #2	Air fuel ratio learn value of high load area for bank 2	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
A/F Learn Val Low #2 (Dual)	Air fuel ratio learn value of low load area (dual, bank 2)	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts)
A/F Learn Val Mid1 #2 (Dual)	Air fuel ratio learn value of middle1 load area (dual, bank 2)	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Val Mid2 #2 (Dual)	Air fuel ratio learn value of middle2 load area (dual, bank 2)	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Val High #2 (Dual)	Air fuel ratio learn value of high load area (dual, bank 2)	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

Ignition System (Ignition)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
IGN Advance	Ignition timing advance for No. 1 cylinder	Min.: -64 deg, Max.: 63.5 deg	7 to 24 deg: Idling with warmed up engine (inspection mode (maintenance mode))	-
Knock Feedback Value	Knocking feedback value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-20 to 0 deg(CA): Driving at 70 km/h (43 mph) (Engine running)	This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value1 + Knock Correct Learn Value2 + Knock Feedback Value3 + each compensation amount Example: 21 deg(CA) = 10 deg(CA) + 14 deg(CA) - 3 deg(CA) 1: The most retarded timing value is a constant determined by the engine speed and engine load. 2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3 deg(CA) as possible. When Knock Feedback Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased. When Knock Feedback Value is higher than -2 deg(CA), Knock Correct Learn Value is slowly increased. 3: The base value is -3 deg(CA) and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased. -1 deg(CA): There is no knocking and ignition timing is advanced. -6 deg(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 deg(CA)), it can be determined that knocking is not being detected. Possible Causes: There is a problem with the knock control sensor sensitivity. The knock control sensor is improperly installed. There is a problem with a wire harness.
Knock Correct Learn Value	Knocking correction learned value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	0 to 27 deg(CA): Driving at 70 km/h (43 mph) (Engine running)	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	Individual cylinder timing advance compensation amount (No. 1)	Min.: 0 deg(CA), Max.:15.93 deg(CA)	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #2	Individual cylinder timing advance compensation amount (No. 2)	Min.: 0 deg(CA), Max.:15.93 deg(CA)	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #3	Individual cylinder timing advance compensation amount (No. 3)	Min.: 0 deg(CA), Max.:15.93 deg(CA)	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #4	Individual cylinder timing advance compensation amount (No. 4)	Min.: 0 deg(CA), Max.:15.93 deg(CA)	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #5	Individual cylinder timing advance compensation amount (No. 5)	Min.: 0 deg(CA), Max.:15.93 deg(CA)	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #6	Individual cylinder timing advance compensation amount (No. 6)	Min.: 0 deg(CA), Max.:15.93 deg(CA)	-	This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. It may be possible to use this item to help determine specific cylinders which are not operating normally.

EGR System (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target EGR Position	Target EGR Position	Min.: 0%, Max.: 100%	0%: Idling with warmed up engine (inspection mode (maintenance mode))	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%.
EGR Step Position	EGR step position	Min.: 0 step, Max.: 255 step	Change according to engine speed and load	This is the ECM assembly 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 (Gas Valve Control)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
VVT Control Status #1	Variable Valve Timing (VVT) control status for bank 1	ON or OFF	-	ON: The ECM assembly 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 Control Status #2	Variable Valve Timing (VVT) control status for bank 2	ON or OFF	-	ON: The ECM assembly 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	VVT control failure status	ON or OFF	ON: VVT control failure OFF: Normal	ON: There is a VVT timing advance malfunction.
VVT Aim Angle #1	VVT hold duty learned value for bank 1	Min.: 0%, Max.: 399.9%	-	This is only available during the Active Test.
VVT Change Angle #1	VVT displacement angle for bank 1	Min.: 0 DegFR, Max.: 639.9 DegFR	-	This is the VVT displacement angle during forced operation. This is only available during the Active Test. By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.
VVT OCV Duty #1	VVT cam timing oil control solenoid operation duty for bank 1	Min.: 0%, Max.: 399.9%	-	This is the requested duty value for forced operation. This is only available during the Active Test.
VVT Aim Angle #2	VVT hold duty learned value for bank 2	Min.: 0%, Max.: 399.9%	-	This is only available during the Active Test.
VVT Change Angle #2	VVT displacement angle for bank 2	Min.: 0 DegFR, Max.: 639.9 DegFR	-	This is the VVT displacement angle during forced operation. This is only available during the Active Test. By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.
VVT OCV Duty #2	VVT cam timing oil control solenoid operation duty for bank 2	Min.: 0%, Max.: 399.9%	-	This is the requested duty value for forced operation. This is only available during the Active Test.
VVT Ex Hold Lrn Val #1	VVT exhaust hold duty ratio learned value for bank 1	Min.: 0%, Max.: 399.9%	-	This is only available during the Active Test.
VVT Ex Chg Angle #1	VVT exhaust displacement angle for bank 1	Min.: 0 DegFR, Max.: 639.9 DegFR	-	This is the displacement angle during forced operation. This is only available during the Active Test. By checking VVT Ex Chg Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.
VVT Ex OCV Duty #1	VVT exhaust cam timing oil control solenoid duty for bank 1	Min.: 0%, Max.: 399.9%	-	This is the requested duty value for forced operation. This is only available during the Active Test.
VVT Ex Hold Lrn Val #2	VVT exhaust hold duty ratio learned value for bank 2	Min.: 0%, Max.: 399.9%	-	This is only available during the Active Test.
VVT Ex Chg Angle #2	VVT exhaust displacement angle for bank 2	Min.: 0 DegFR, Max.: 639.9 DegFR	-	This is the displacement angle during forced operation. This is only available during the Active Test. By checking VVT Ex Chg Angle during the Active Test, it is also possible to determine whether or not the VVT sensor signal is being output.
VVT Ex OCV Duty #2	VVT exhaust cam timing oil control solenoid duty for bank 2	Min.: 0%, Max.: 399.9%	-	This is the requested duty value for forced operation. This is only available during the Active Test.

Various Vehicle Conditions 2 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
VN Turbo Type	VN turbo type	Not Avl, Commo, Vacuum, CAN Com or DC	Not Avl	Indicates the VN turbo vane actuation method.

Catalyst (Gas CAT Converter)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Catalyst Temp B1S1	Catalyst temperature for bank 1 sensor 1	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	This is the temperature of the front catalyst estimated by the ECM assembly. This value is included in the conditions used to detect catalyst deterioration (DTC P0420), etc., and should therefore be used as a reference when recreating malfunction conditions.
Catalyst Temp B2S1	Catalyst temperature for bank 2 sensor 1	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	This is the temperature of the front catalyst estimated by the ECM assembly. This value is included in the conditions used to detect catalyst deterioration (DTC P0430), etc., and should therefore be used as a reference when recreating malfunction conditions.
Catalyst Temp B1S2	Catalyst temperature for bank 1 sensor 2	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	This is the temperature of the rear catalyst estimated by the ECM assembly.
Catalyst Temp B2S2	Catalyst temperature for bank 2 sensor 2	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	This is the temperature of the rear catalyst estimated by the ECM assembly.

Various Vehicle Conditions 3 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Closed Throttle Position SW	Closed throttle position switch signal status	ON or OFF	ON: Idling OFF: Engine running, accelerator pedal depressed	-
Fuel Cut Condition	Fuel cut condition status	ON or OFF	ON: Fuel cut operating	-

Check Mode (Check Mode)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Check Mode	Check mode	ON or OFF	ON: Check mode on	*
Misfire Test Result	Check mode result for misfire monitor	Compl or Incmpl	-	-
OXS1 Test Result	Check mode result for heated oxygen sensor (bank 1)	Compl or Incmpl	-	-
OXS2 Test Result	Check mode result for heated oxygen sensor (bank 2)	Compl or Incmpl	-	-
A/F Test Results #2	Check mode result for air fuel ratio sensor (bank 2)	Compl or Incmpl	-	-
A/F Test Results #1	Check mode result for air fuel ratio sensor (bank 1)	Compl or Incmpl	-	-

*: Refer to Check Mode Procedure.

Refer to CHECK MODE PROCEDURE [10/2015 - ]

Test Result (Monitor Status)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Complete Parts Monitor	Comprehensive component monitor	Not Avl or Avail	-	*1
Fuel System Monitor	Fuel system monitor	Not Avl or Avail	-	*1
Misfire Monitor	Misfire monitor	Not Avl or Avail	-	*1
EGR/VVT Monitor	EGR/VVT monitor	Not Avl or Avail	-	*1
EGR/VVT Monitor	EGR/VVT monitor	Compl or Incmpl	-	*1
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor	Not Avl or Avail	-	*1
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor	Compl or Incmpl	-	*1
O2S(A/FS) Monitor	O2S (A/FS) monitor	Not Avl or Avail	-	*1
O2S(A/FS) Monitor	O2S (A/FS) monitor	Compl or Incmpl	-	*1
A/C Monitor	A/C monitor	Not Avl or Avail	-	*1
A/C Monitor	A/C monitor	Compl or Incmpl	-	*1
2nd Air Monitor	2nd air monitor	Not Avl or Avail	-	*1
2nd Air Monitor	2nd air monitor	Compl or Incmpl	-	*1
EVAP Monitor	EVAP monitor	Not Avl or Avail	-	*1
EVAP Monitor	EVAP monitor	Compl or Incmpl	-	*1
Heated Catalyst Monitor	Heated catalyst monitor	Not Avl or Avail	-	*1
Heated Catalyst Monitor	Heated catalyst monitor	Compl or Incmpl	-	*1
Catalyst Monitor	Catalyst monitor	Not Avl or Avail	-	*1
Catalyst Monitor	Catalyst monitor	Compl or Incmpl	-	*1
Component Monitor ENA	Comprehensive component monitor	Unable or Enable	-	*2
Component Monitor CMPL	Comprehensive component monitor	Compl or Incmpl	-	*2
Fuel System Monitor ENA	Fuel system monitor	Unable or Enable	-	*2
Fuel System Monitor CMPL	Fuel system monitor	Compl or Incmpl	-	*2
Misfire Monitor ENA	Misfire monitor	Unable or Enable	-	*2
Misfire Monitor CMPL	Misfire monitor	Compl or Incmpl	-	*2
EGR/VVT Monitor ENA	EGR monitor	Unable or Enable	-	*2
EGR/VVT Monitor CMPL	EGR monitor	Compl or Incmpl	-	*2
Heater Monitor ENA	O2S (A/FS) heater monitor	Unable or Enable	-	*2
Heater Monitor CMPL	O2S (A/FS) heater monitor	Compl or Incmpl	-	*2
O2S(A/FS) Monitor ENA	O2S (A/FS) monitor	Unable or Enable	-	*2
O2S(A/FS) Monitor CMPL	O2S (A/FS) monitor	Compl or Incmpl	-	*2
A/C Monitor ENA	A/C monitor	Unable or Enable	-	*2
A/C Monitor CMPL	A/C monitor	Compl or Incmpl	-	*2
2nd Air Monitor ENA	2nd air monitor	Unable or Enable	-	*2
2nd Air Monitor CMPL	2nd air monitor	Compl or Incmpl	-	*2
EVAP Monitor ENA	EVAP monitor	Unable or Enable	-	*2
EVAP Monitor CMPL	EVAP monitor	Compl or Incmpl	-	*2
Heated Cat Monitor ENA	Heated catalyst monitor	Unable or Enable	-	*2
Heated Cat Monitor CMPL	Heated catalyst monitor	Compl or Incmpl	-	*2
Catalyst Monitor ENA	Catalyst monitor	Unable or Enable	-	*2
Catalyst Monitor CMPL	Catalyst monitor	Compl or Incmpl	-	*2

*1:

Avail: The monitor is available on the vehicle.

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

Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This item does not change when the power 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 power switch is turned off, but is cleared when DTCs are cleared.

*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 power switch is turned off.

Monitor result (mode 06): The last judgment result is output. This is not cleared when the power 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 (Test Result [Monitor Status]) and monitor result (mode 06) match.

Various Vehicle Conditions 4 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
TC Terminal	TC terminal status	ON or OFF	-	-
# Codes(Include History)	Number of codes	Min.: 0, Max.: 255	0	This is the number of DTCs stored.
MIL	MIL status	ON or OFF	OFF	-
MIL ON Run Distance	Distance driven with MIL on	Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)	-	This is the distance driven since the MIL was illuminated.
Running Time from MIL ON	Running time from MIL on	Min.: 0 min, Max.: 65535 min	Running time after MIL turned on	-
Time after DTC Cleared	Time after DTCs cleared	Min.: 0 min, Max.: 65535 min	Time after DTCs cleared	This is the time elapsed since DTCs were cleared (or since the vehicle left the factory). Time elapsed after the power switch is turned off is not counted.
Distance from DTC Cleared	Distance driven after DTCs cleared	Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)	Distance driven after DTCs cleared	This is the distance driven since DTCs were cleared (or since the vehicle left the factory).
Warmup Cycle Cleared DTC	Warmup cycles after DTCs cleared	Min.: 0, Max.: 255	-	This is the number of warmup cycles after the DTCs were cleared. This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory). *: An engine warmup is defined as the engine coolant temperature rising 20°C (36°F) or higher and reaching a temperature of 70°C (158°F) or higher after the engine is started.
Dist Batt Cable Disconnect	Distance driven after battery cable disconnected	Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)	Total distance vehicle driven after battery cable disconnected	-
IG OFF Elapsed Time	Time after power switch off	Min.: 0 min, Max.: 655350 min	Cumulative time after power switch off	-
OBD Requirements	OBD requirement	-	OBD II (California ARB)	-
Number of Emission DTC	Emissions-related DTCs	-	-	This is the number of emissions-related DTCs stored.
TC and TE1	TC and CG (TE1) terminals of DLC3	ON or OFF	-	-
Total Distance Traveled	Total distance traveled	Min.: 0 km (0 mile), Max.: 16777215 km (10425361 mile)	-	-

Misfire (Gas Misfire)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Ignition Trig. Count	Ignition counter	Min.: 0, Max.: 65535	0 to 600	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 6 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	Misfire count of cylinder 1	Min.: 0, Max.: 255	0	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #2 Misfire Count	Misfire count of cylinder 2	Min.: 0, Max.: 255	0	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #3 Misfire Count	Misfire count of cylinder 3	Min.: 0, Max.: 255	0	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #4 Misfire Count	Misfire count of cylinder 4	Min.: 0, Max.: 255	0	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #5 Misfire Count	Misfire count of cylinder 5	Min.: 0, Max.: 255	0	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
Cylinder #6 Misfire Count	Misfire count of cylinder 6	Min.: 0, Max.: 255	0	This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.
All Cylinders Misfire Count	Misfire count of all cylinders	Min.: 0, Max.: 255	0 to 35	This is the total misfire count of all cylinders. This counter is increased by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions.
Misfire RPM	Engine speed for first misfire range	Min.: 0 rpm, Max.: 6375 rpm	0 rpm: 0 misfires	This is the average engine speed recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference.
Misfire Load	Engine load for first misfire range	Min.: 0 g/rev, Max.: 3.98 g/rev	0 g/rev: 0 misfires	This is the average engine load recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. HINT: To convert g/rev to gm/sec: RPM / 60 x g/rev = gm/sec.
Misfire Margin	Misfire monitoring	Min.: -128%, Max.: 127%	0 to 127%: Idling	This is the misfire detection margin. Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100% When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Example: When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.

Various Vehicle Conditions 5 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Speed (Starter Off)	Engine speed when engine cranked	Min.: 0 rpm, Max.: 51199 rpm	-	This is the engine speed immediately after starting the engine.
Starter Count	Number of times engine cranked after power switch turned on (READY)	Min.: 0, Max.: 255	-	This is the number of times the engine cranked during the current trip.
Run Dist of Previous Trip	Distance driven during previous trip	Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile)	-	Before 5 seconds elapse after starting the engine, which is the detection duration of DTC P1604 (Startability Malfunction), 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 freeze frame data which were 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 Data List (real-time measurements), or for freeze frame data which were present when DTCs other than P1604 were stored, the value indicates the distance driven during the current trip.
Engine Starting Time	Time elapsed before engine starts	Min.: 0 ms, Max.: 655350 ms	-	This is the time elapsed after the engine cranked until the engine speed reaches 400 rpm.
Previous Trip Coolant Temp	Engine coolant temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Intake Temp	Intake air temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Engine Oil Temperature	Engine oil temperature (estimated temperature)	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Eng Oil Temp	Engine oil temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Ambient Temp for A/C	Ambient temperature for A/C	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Ambient Temp	Ambient temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Engine Start Hesitation	History of hesitation during engine start	ON or OFF	-	This value changes to ON when the engine speed does not reach 500 rpm during cranking.
Low Rev for Eng Start	History of low engine speed after engine start	ON or OFF	-	This item changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.
Minimum Engine Speed	Minimum engine speed	Min.: 0 rpm, Max.: 51199 rpm	-	This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed. For use when starting problems or rough idle is present.
Electric Fan Motor	Electric fan motors operation status	ON or OFF	-	-
Idle Fuel Cut	Fuel cut at idle	ON or OFF	ON: Fuel cut operating	Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high.
FC TAU	Fuel cut TAU (fuel cut during very light load)	ON or OFF	ON: Fuel cut operating	This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete.

Various Vehicle Conditions 6 (Vehicle Information)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Model Code	Model code	-	-	Used for identifying the model code: GYL2#
Engine Type	Engine type	-	-	Used for identifying the engine type: 2GRFXS
Cylinder Number	Number of cylinders	Min.: 0, Max.: 255	-	Used for identifying the number of cylinders: 6
Transmission Type	Transmission (transaxle) type	-	N/A	Unused
Transmission Type2	Transmission (transaxle) type	-	N/A	Unused
Destination	Destination	-	-	Used for identifying the destination: A (America)
Model Year	Model year	Min.: 1900, Max.: 2155	-	Used for identifying the model year: 201#
System Identification	System identification	-	-	Used for identifying the engine system: HV (Hybrid)

Compression (Compression)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Speed of Cyl #1	Engine speed for cylinder No. 1	Min.: 0 rpm, Max.: 51199 rpm	-	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the 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.
Engine Speed of Cyl #2	Engine speed for cylinder No. 2	Min.: 0 rpm, Max.: 51199 rpm	-	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the 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.
Engine Speed of Cyl #3	Engine speed for cylinder No. 3	Min.: 0 rpm, Max.: 51199 rpm	-	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the 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.
Engine Speed of Cyl #4	Engine speed for cylinder No. 4	Min.: 0 rpm, Max.: 51199 rpm	-	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the 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.
Engine Speed of Cyl #5	Engine speed for cylinder No. 5	Min.: 0 rpm, Max.: 51199 rpm	-	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the 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.
Engine Speed of Cyl #6	Engine speed for cylinder No. 6	Min.: 0 rpm, Max.: 51199 rpm	-	This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the 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.
Av Engine Speed of All Cyl	Average engine speed for all cylinders	Min.: 0 rpm, Max.: 51199 rpm	-	This is output only when Check the Cylinder Compression is performed using the Active Test.

Air Fuel Ratio Cylinder Imbalance (Gas AF O2 Sensor)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Diagnostic Note
A/F Sensor Determination (worst value) #1	Worst judgment value of air fuel ratio sensor output for bank 1	Min.: -1, Max.: 0.99	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
A/F Sensor Determination (worst value) #2	Worst judgment value of air fuel ratio sensor output for bank 2	Min.: -1, Max.: 0.99	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #1	Worst value of average engine speed fluctuation (Cylinder 1)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #2	Worst value of average engine speed fluctuation (Cylinder 2)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #3	Worst value of average engine speed fluctuation (Cylinder 3)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #4	Worst value of average engine speed fluctuation (Cylinder 4)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #5	Worst value of average engine speed fluctuation (Cylinder 5)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) #6	Worst value of average engine speed fluctuation (Cylinder 6)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
A/F Sensor Determination (worst value) (Port) #1	Worst judgment value of air fuel ratio sensor output for bank 1 (port injection)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
A/F Sensor Determination (worst value) (Port) #2	Worst judgment value of air fuel ratio sensor output for bank 2 (port injection)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) (Port) #1	Worst value of average engine speed fluctuation (cylinder 1, port injection)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) (Port) #2	Worst value of average engine speed fluctuation (cylinder 2, port injection)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) (Port) #3	Worst value of average engine speed fluctuation (cylinder 3, port injection)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) (Port) #4	Worst value of average engine speed fluctuation (cylinder 4, port injection)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) (Port) #5	Worst value of average engine speed fluctuation (cylinder 5, port injection)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.
Engine Speed Fluctuation Avg (worst value) (Port) #6	Worst value of average engine speed fluctuation (cylinder 6, port injection)	Min.: 0, Max.: 2.55	The worst value detected during monitoring is displayed. The value is reset when DTCs are cleared.

Various Vehicle Conditions 7 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Requested Engine Torque	Requested engine torque	Min.: 0 kW, Max.: 16383.75 kW	0 to 193 kW	-
HV Target Engine Speed	HV target engine speed	Min.: 0 rpm, Max.: 6375 rpm	0 to 6000 rpm	-
Actual Engine Torque	Actual engine torque	Min.: -32768 Nm, Max.: 32767 Nm	Actual engine torque	-
Engine Run Time	Engine run time	Min.: 0 s (seconds), Max.: 255 s (seconds)	0 to 255 s	-
Request Engine Run Time	Request engine run time	Min.: 0 s (seconds), Max.: 25.5 s (seconds)	0 to 25.5 s	-
Judge Time Engine Ignition	Judgment time for complete explosion of ignition	Min.: 0 s (seconds), Max.: 25.5 s (seconds)	0 to 25.5 s	-
Judge Time Engine Output	Judgment time for time until engine output	Min.: 0 s (seconds), Max.: 25.5 s (seconds)	0 to 25.5 s	-
Fuel Level	Fuel level	Empty or Not Emp	-	-
ISC Learning	ISC learning	Compl or Incmpl	Compl: ISC learned value complete Incmpl: ISC learned value incomplete	-
F/C for Engine Stop Req	Fuel cut for engine stop request	ON or OFF	ON → OFF: Engine stopped → Engine start	-
Engine Independent	Engine independent operation	Not Opr or Operate	-	"Not Opr" is displayed during charge control.
Racing Operation	Racing operation	Not Opr or Operate	-	-
Request Warm-up	Request engine warm up	Not Req or Request	-	-
Engine Independent Control	Engine independent control operation	Not Opr or Operate	-	-
ISC Learning Value	ISC learning value	Min.: 0 L/s, Max.: 79.998 L/s	0.5 to 6.0 L/s: Idling with warmed up engine (inspection mode (maintenance mode))	-

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.

Connect the Techstream to the DLC3.
Turn the power switch on (IG).
Turn the Techstream on.

Put the engine in inspection mode (maintenance mode).

Powertrain > Hybrid Control > Utility

Tester Display
Inspection Mode

Start the engine.
Warm up the engine.
Turn the power switch off.
Turn the power switch on (IG).
Enter the following menus: Powertrain / Engine and ECT / Active Test.

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

Powertrain > Engine and ECT > Active Test

Tester Display	Measurement Item	Control Range	Diagnostic Note
Control the Injection Volume	Control the injection volume	Between -12.5% and 24.8%	All fuel injector assemblies are tested at the same time. Injection volume can be changed in fine gradations within the control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume / Data List / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. This active test should be performed in inspection mode (maintenance mode).
Control the Injection Volume for A/F Sensor	Change injection volume	-12.5%/0%/12.5%	All fuel injector assemblies are tested at the same time. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / Data List / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. This active test should be performed in inspection mode (maintenance mode). See waveform *3.
Control the EGR Step Position	Open or close EGR valve	From 0 to 110 step	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. Perform this test when the following conditions are met: Vehicle is stopped. Engine is running. Do not leave the EGR valve open for 10 seconds or more during the Active Test. Be sure to return the EGR valve to step 0 when the Active Test is completed. Do not open the EGR valve 30 steps or more during the Active Test. Perform this test with the Data List item "Throttle Idle Position" ON. This Active Test should be performed in inspection mode (maintenance mode). See waveform *4.
Activate the VSV for Evap Control	Activate purge VSV control	ON/OFF	The purge VSV is opened with a approximately 30% duty ratio. This active test should be performed in inspection mode (maintenance mode). See waveform *5.
Fuel Pump Single Phase Energization	Energizes a single phase of fuel pump control ECU assembly	U Phase/V Phase/W Phase	Perform this test when the following conditions are met: Power switch is on (IG). Shift lever in P.
Control the Fuel Pump / Speed	Activate fuel pump	ON/OFF	Perform this test when the following conditions are met: Power switch on (IG). Engine is stopped. Shift lever in P.
Control the Fuel Pump Duty	Activate fuel pump duty	Low/High	Perform this test when the following conditions are met: Power switch on (IG). Shift lever in P.
Connect the TC and TE1	Turn on and off TC and CG (TE1) connection	ON/OFF	ON: TC and CG (TE1) are connected. OFF: TC and CG (TE1) are disconnected. Perform this test when the following conditions are met: Power switch is on (IG). Shift lever in P.
Control the Idle Fuel Cut Prohibit	Prohibit idling fuel cut control	ON/OFF	Perform this test when the following conditions are met: Power switch is on (IG). Engine is stopped. Shift lever in P. This active test should be performed in inspection mode (maintenance mode).
Control the Electric Cooling Fan	Control electric cooling fan motor	ON/OFF	Perform this test when the following conditions are met: Power switch is on (IG). Engine is stopped. Shift lever in P.
Control the ETCS Open/Close Slow Speed	Throttle actuator	Close/Open Open: Throttle valve opens slowly	Perform this test when the following conditions are met: Power switch is on (IG). Engine is stopped. Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more). Shift lever in P.
Control the ETCS Open/Close Fast Speed	Throttle actuator	Close/Open Open: Throttle valve opens quickly	Same as above. See waveform *6.
Control the VVT Linear (Bank1)	Control cam timing oil control solenoid assembly (for intake camshaft of bank 1)	-128 to 127% (This value added to present cam timing oil control solenoid control duty) 100%: Maximum advance -100%: Maximum retard	Engine stalls or idles roughly when the cam timing oil control solenoid assembly (for intake camshaft of bank 1) is set to 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode). See waveform *7.
Control the VVT System (Bank1)	Turn cam timing oil control solenoid assembly (for intake camshaft of bank 1) on and off	ON/OFF	Engine stalls or idles roughly when the cam timing oil control solenoid assembly (for intake camshaft of bank 1) is turned on. Engine runs and idles normally when the cam timing oil control solenoid assembly (for intake camshaft of bank 1) is off. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode).
Control the VVT Linear (Bank2)	Control cam timing oil control solenoid assembly (for intake camshaft of bank 2)	-128 to 127% (This value added to present cam timing oil control solenoid control duty) 100%: Maximum advance -100%: Maximum retard	Engine stalls or idles roughly when the cam timing oil control solenoid assembly (for intake camshaft of bank 2) is set to 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode).
Control the VVT System (Bank2)	Turn cam timing oil control solenoid assembly (for intake camshaft of bank 2) on and off	ON/OFF	Engine stalls or idles roughly when the cam timing oil control solenoid assembly (for intake camshaft of bank 2) is turned on. Engine runs and idles normally when the cam timing oil control solenoid assembly (for intake camshaft of bank 2) is off. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode).
Control the VVT Exhaust Linear (Bank1)	Control cam timing oil control solenoid assembly (for exhaust camshaft of bank 1)	-128 to 127% (This value added to present cam timing oil control solenoid control duty) 100%: Maximum retard -100%: Maximum advance	Engine stalls or idles roughly when the cam timing oil control solenoid assembly (for exhaust camshaft of bank 1) is set to 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode). See waveform *8.
Control the VVT Exhaust Linear (Bank2)	Control cam timing oil control solenoid assembly (for exhaust camshaft of bank 2)	-128 to 127% (This value added to present cam timing oil control solenoid control duty) 100%: Maximum retard -100%: Maximum advance	Engine stalls or idles roughly when the cam timing oil control solenoid assembly (for exhaust camshaft of bank 2) is set to 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. Test not possible with the shift lever in P during charge control. Move the shift lever to N to perform test. This active test should be performed in inspection mode (maintenance mode).
Control the Injection Timing #1	Control injection timing (for No. 1 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Perform this test when the following conditions are met: Engine is idling. Shift lever in P. This active test should be performed in inspection mode (maintenance mode).
Control the Injection Timing #2	Control injection timing (for No. 2 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Perform this test when the following conditions are met: Engine is idling. Shift lever in P. This active test should be performed in inspection mode (maintenance mode).
Control the Injection Timing #3	Control injection timing (for No. 3 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Perform this test when the following conditions are met: Engine is idling. Shift lever in P. This active test should be performed in inspection mode (maintenance mode).
Control the Injection Timing #4	Control injection timing (for No. 4 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Perform this test when the following conditions are met: Engine is idling. Shift lever in P. This active test should be performed in inspection mode (maintenance mode).
Control the Injection Timing #5	Control injection timing (for No. 5 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Perform this test when the following conditions are met: Engine is idling. Shift lever in P. This active test should be performed in inspection mode (maintenance mode).
Control the Injection Timing #6	Control injection timing (for No. 6 cylinder)	Between -16 deg(CA) and 15.87 deg(CA)	Perform this test when the following conditions are met: Engine is idling. Shift lever in P. This active test should be performed in inspection mode (maintenance mode).
Activate the Vacuum Pump	Activate leak detection pump (built into canister pump module)	ON/OFF	*1
Activate the VSV for Vent Valve	Activate vent valve (built into canister pump module)	ON/OFF	*1
Activate the Fuel Filler Opener	Activate fuel lid opener motor	ON/OFF	Perform this test when the following conditions are met: Power switch on (IG). Engine is stopped. Shift lever in P.
Activate the Fuel Vapor-Containment Valve	Activate fuel vapor-containment valve	ON/OFF (ON: Open, OFF: Closed)	Perform this test when the following conditions are met: Power switch on (IG). Engine is stopped. Shift lever in P. *1
Control the Target Fuel Pressure	Control the target fuel pressure (for high pressure side)	-12.5 to 24.8%	Perform this test when the following conditions are met: Engine speed is 3000 rpm or less. This active test should be performed in inspection mode (maintenance mode).
Control the Injection Way	Perform 3 pattern in order to operate fuel injection	Either/Port/Direct	Perform this test when the following conditions are met: Vehicle stopped. Engine is idling. When the Data List item Injection Switching Status is "OK" This active test should be performed in inspection mode (maintenance mode).
D-4S (A/F Control)	Perform 3 pattern in order to operate air fuel ratio control	Either/Port/Direct Lower by 12.5% or increase by 25%	Perform this test when the following conditions are met: Vehicle stopped. Engine speed is 3000 rpm or less. Shift lever in P. Engine coolant temperature is 80 °C (176°F) or higher. When the Data List item Injection Switching Status is "OK" This active test should be performed in inspection mode (maintenance mode).
D-4S (Fuel Cut)	Perform 3 pattern in order to operate fuel cut	Either/Port/Direct Selected cylinder (cylinder #1 to #6)	Perform this test when the following conditions are met: Vehicle stopped. Engine speed is 3000 rpm or less. Shift lever in P. Engine coolant temperature is 80 °C (176°F) or higher. When the Data List item Injection Switching Status is "OK" This active test should be performed in inspection mode (maintenance mode).
D-4S (Injection Volume)	Perform 3 pattern in order to operate injection volume	Either/Port/Direct -12.5 to 24.8%	Perform this test when the following conditions are met: Vehicle stopped. Engine speed is 3000 rpm or less. Shift lever in P. Engine coolant temperature is 80 °C (176°F) or higher. When the Data List item Injection Switching Status is "OK" This active test should be performed in inspection mode (maintenance mode).
Control the Select Cylinder Fuel Cut	Selected cylinder (cylinder #1 to #6) injector fuel cut	#1/#2/#3/#4/#5/#6 ON/OFF	Perform this test when the following conditions are met: Vehicle stopped. Engine is idling. Shift lever in P. This active test should be performed in inspection mode (maintenance mode).
Control the All Cylinders Fuel Cut	Fuel cut for all cylinders	ON/OFF	Perform this test when the following conditions are met: Vehicle stopped. Engine is idling. Shift lever in P. This active test should be performed in inspection mode (maintenance mode).
Check the Cylinder Compression	Check the cylinder compression pressure	ON/OFF	This active test should be performed in inspection mode (maintenance mode). *2

*1: Refer to EVAP System.

Refer to EVAP System [10/2015 - ]

*2: Check the Cylinder Compression

NOTE:

Use a fully-charged HV battery.

HINT:

While the Check the Cylinder Compression Active Test is being performed, 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.

Connect the Techstream to the DLC3.
Turn the power switch on (IG).
Turn the Techstream on.
Put the engine in inspection mode (maintenance mode).
Refer to INSPECTION MODE PROCEDURE [10/2015 - ]
Start the engine and warm it up.
Turn the power switch off.
Turn the power switch on (IG).
Turn the Techstream on.
Put the engine in inspection mode (maintenance mode).
Refer to INSPECTION MODE PROCEDURE [10/2015 - ]

HINT:

Do not start the engine.
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 Active Test 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.
HINT:

Continue to crank the engine until the values change from the default value (51199 rpm).
Monitor the engine speed (Engine Speed of Cyl #1 to #6) displayed on the Techstream.
NOTE:
- If the Check the Cylinder Compression Active Test needs to be performed after it is changed to "ON" and performed once, press the Exit button to return to the Active Test menu screen. Then perform the Check the Cylinder Compression Active Test again.
- As soon as the measurements are obtained, stop the Active Test.
HINT:
- At first, the Techstream display will show each cylinder's engine speed measurement to be extremely high. After the engine has started, each cylinder's engine speed measurement will change to the actual engine speed.
- If the cylinder engine speed values (Engine Speed Cylinder #1 to #6) displayed in the Data List do not change from an extremely high value, return to the Active Test menu screen, change "Check the Cylinder Compression" to "ON" and crank the engine again within 1 second.
Stop the engine and change the Active Test "Check the Cylinder Compression" to "OFF" after the engine stops.
NOTE:
- When performing the Active Test, DTC P1604 (startability malfunction) may be stored.
- After performing the Active Test, make sure to check and clear the DTCs.
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.

Reference Waveforms for Active Test

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

HINT:

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

Techstream Display	Measurement Item	Normal Condition
Control the Injection Volume for A/F Sensor	-	←A	←B
	Active Test operation	-12.5%	12.5%
	AFS Voltage B1S1	3.859 V	2.683 V
	O2S B1S2	0.035 V	0.935 V

HINT:

Usually, the value of AFS Voltage drops below 3.1 V when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.
Usually, the value of AFS Voltage changes to 3.4 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.
Usually, the value of O2S changes to 0.55 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to 12.5%.
Usually, the value of O2S drops below 0.4 V when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.
The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.
If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning.

*4: Control the EGR Step Position (Idling after warmed up engine)

Techstream Display	Measurement Item	Normal Condition
Control the EGR Step Position	-	←A	←B	←C	←D
	EGR Step Position	0 step	10 step	20 step	30 step
	MAP	28 kPa (4 psi)	28 kPa (4 psi)	42 kPa (6 psi)	60 kPa (9 psi)

HINT:

When the value of Control the EGR Step Position is "0 step", the value of MAP should be between 20 and 40 kPa (3 to 6 psi).
When the EGR system is normal and the value of Control the EGR Step Position is changed from "0 step" to "30 step", the value of MAP will increase to a value at least 10 kPa (1 psi) higher than the value of MAP when the value of Control the EGR Step Position was "0 step".
Do not leave the EGR valve open for 10 seconds or more during Active Test.
Be sure to return the EGR valve to step 0 when the Active Test is completed.
Do not open the EGR valve 30 steps or more during the Active Test.
Make sure that the Data List item "Throttle Idle Position" is "ON" during the Active Test.

*5: Activate the VSV for Evap Control (Idling after warming up, direct injection control)

Techstream Display	Measurement Item	Normal Condition
Activate the VSV for Evap Control	-	←A	←B
	Active Test operation	ON	OFF
	EVAP (Purge) VSV	29.8%	0.0%
	Injection Time (D4)	2763 μs	2974 μs
	AFS Voltage B1S1	3.278 V	3.312 V

HINT:

Even when the Active Test is performed (the purge VSV is opened approximately 30%), the ECM assembly performs air fuel ratio feedback to maintain the air fuel ratio at the stoichiometric ratio. Therefore, by observing the change in the Data List item "Injection Time (D4)", it is possible to determine whether the purge VSV is actually open.
The graphs and values above are for reference only because the fuel injection volume (compensation volume) varies depending on the HC density of the purge air from the canister.

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

HINT:

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

Techstream Display	Measurement Item	Normal Condition
Control the ETCS Open/Close Fast Speed	-	←A	←B
	Active Test operation	Open	Close
	Throttle Position Command	2.597 V	0.742 V
	Throttle Position No. 1	2.597 V	0.742 V
	Throttle Motor Duty (Open)	17.0%	0.0%
	Throttle Motor Duty (Close)	0.0%	14.0%

*7: Control the VVT Linear (Bank 1)

Techstream Display	Measurement Item	Normal Condition
Control the VVT Linear (Bank 1)	-	←A	←B
	Active Test operation*	15%	-15%
	VVT Change Angle #1	64.8 DegFR	0.0 DegFR
	VVT OCV Duty #1	72.7%	42.7%
	VVT Aim Angle #1	57.7%	57.7%

HINT:

*: Change the control value for Control the VVT Linear to 15% or -15%.
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)

Techstream Display	Measurement Item	Normal Condition
Control the VVT Exhaust Linear (Bank 1)	-	←A	←B
	Active Test operation*	10%	-10%
	VVT Ex Chg Angle #1	46.4 DegFR	0.0 DegFR
	VVT Ex OCV Duty #1	75.2%	55.2%
	VVT Ex Hold Lrn Val #1	65.2%	65.2%

HINT:

*: Change the control value for Control the VVT Exhaust Linear to 10% or -10%.
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 power switch on (IG).
Turn the Techstream on.

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

Powertrain > Engine and ECT > Utility

Tester Display
Evaporative System Check

Perform the System Check by referring to the table below.

Techstream Display	Test Part	Condition	Diagnostic Note
Evaporative System Check (Automatic Mode)	Perform 9 steps in order to operate EVAP key-off monitor automatically	Fuel temperature 35°C (95°F) or less Fuel level less than 90%	If no pending DTCs are output after performing this test, the system is functioning normally. Refer to EVAP System Inspection Procedure. Refer to EVAP System [10/2015 - ]
Evaporative System Check (Manual Mode)	Perform 9 steps in order to operate EVAP key-off monitor manually	Fuel temperature 35°C (95°F) or less Fuel level less than 90%	Used to detect malfunctioning parts. Refer to EVAP System Inspection Procedure. Refer to EVAP System [10/2015 - ]