Data List / Active Test [12/2021 - ]

• This is the current vehicle speed.
• The vehicle speed is detected using the wheel speed sensors.
  • There is a delay in when the vehicle speed data is displayed. Therefore, even if the vehicle speed listed in the Freeze Frame Data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.

• 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%.)

• This is the engine intake air charging efficiency.
• Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow x 100 (%)

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

• 1.8 to 3.0 gm/sec: Idling (engine warmed up and shift lever in D)
• 5.0 to 25.0 gm/sec: 2000 rpm (without load)
• 6.5 to 30.0 gm/sec: 3000 rpm (without load)

• 1.8 to 3.0 gm/sec: Idling (engine warmed up and shift lever in D)
• 5.0 to 25.0 gm/sec: 2000 rpm (without load)
• 6.5 to 30.0 gm/sec: 3000 rpm (without load)

• This value is calculated based on the atmospheric pressure sensor.
• Standard atmospheric pressure: 101 kPa (abs) [14.65 psi (abs)]
• For every 100 m (328 ft.) increase in altitude, pressure drops by 1 kPa (0.15 psi). This varies depending on the weather.

• 80 to 110 kPa (11.6 to 15.95 psi): Ignition switch ON
• 20 to 40 kPa (2.9 to 5.8 psi): Idling with warmed up engine

HINT: 

• After warming up the engine, the engine oil temperature will be 80 to 110°C (176 to 230°F).
• After a long soak, the engine oil temperature, intake air temperature and ambient air temperature will be approximately equal.
• If the value is -40°C (-40°F), or higher than 164°C (327°F), the sensor circuit is open or shorted.

HINT: 

• After warming up the engine, the engine coolant temperature will be 75 to 100°C (167 to 212°F).
• After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature will be approximately equal.
• If the value is -40°C (-40°F), or higher than 135°C (275°F), the sensor circuit is open or shorted.
• Check if the engine overheats if the value indicated is higher than 135°C (275°F).

HINT: 

• A high post-turbo intake air temperature may suppress the turbo boost pressure and cause a lack of power.
• The post-turbo intake air temperature indicates the output value of the intake air temperature sensor (No. 3 turbo pressure sensor).

HINT: 

• After a long soak, the Coolant Temperature, the Intake Air Temperature B1S1, the Intake Air Temperature B2S1 and Ambient Temperature will be approximately equal.
• If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted.

HINT: 

• After a long soak, the Coolant Temperature, the Intake Air Temperature B1S1, the Intake Air Temperature B2S1 and Ambient Temperature will be approximately equal.
• If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted.

• 100 kPa or higher: 1500 rpm (engine oil temperature is 75 to 85°C [167 to 185°F])
• 200 kPa or higher: 2500 rpm (engine oil temperature is 75 to 85°C [167 to 185°F])

• 10 to 22%: Accelerator pedal fully released
• 52 to 90%: Accelerator pedal fully depressed

• 24 to 40%: Accelerator pedal fully released
• 68 to 95%: Accelerator pedal fully depressed

• 0.5 to 1.1 V: Accelerator pedal fully released
• 2.6 to 4.5 V: Accelerator pedal fully depressed

• 1.2 to 2.0 V: Accelerator pedal fully released
• 3.4 to 4.75 V: Accelerator pedal fully depressed

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

• 10 to 22%: Accelerator pedal fully released
• 64 to 96%: Accelerator pedal fully depressed (engine running)

• 42 to 62%: Accelerator pedal fully released
• 92 to 100%: Accelerator pedal fully depressed (engine running)

• When there is a difference between the target and actual throttle valve opening angles, this item changes to OFF and the electronic throttle control system operation is disabled.
• OFF: Electronic throttle control is stopped.

• 0%: Accelerator pedal fully released
• 50 to 80%: Accelerator pedal fully depressed (engine running)

• This is the throttle valve opening amount used for engine control.
• The value of this item has no meaning when the ignition switch is ON and the engine is not running.
• The throttle valve opening amount during idle is indicated by 0%.

• 0.6 to 1.1 V: Accelerator pedal fully released
• 3.2 to 4.8 V: Accelerator pedal fully depressed (engine running)
• 0.6 to 1.4 V: Fail-safe operating

• 2.1 to 3.1 V: Accelerator pedal fully released
• 4.6 to 4.98 V: Accelerator pedal fully depressed (engine running)
• 2.1 to 3.1 V: Fail-safe operating

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

• This is the value when the waste gate valve is fully closed during waste gate valve active detection.
• The ECM performs waste gate valve active detection when the accelerator pedal is fully released while the vehicle is stopped after warming up the engine.
• "Waste gate valve active detection" is when the ECM forcibly operates the waste gate valve to the open side for 3 seconds and to the closed side for 3 seconds, for a total of 6 seconds. At this time, the fully open and fully closed output voltage and the voltage change amount are monitored and malfunctions are detected.
• This value is updated during waste gate valve active detection and is not cleared.

• This is the value when the waste gate valve is fully closed during waste gate valve active detection.
• The ECM performs waste gate valve active detection when the accelerator pedal is fully released while the vehicle is stopped after warming up the engine.
• "Waste gate valve active detection" is when the ECM forcibly operates the waste gate valve to the open side for 3 seconds and to the closed side for 3 seconds, for a total of 6 seconds. At this time, the fully open and fully closed output voltage and the voltage change amount are monitored and malfunctions are detected.
• This value is updated during waste gate valve active detection and is not cleared.

• This is the value when the waste gate valve is fully closed during waste gate valve active detection.
• The ECM performs waste gate valve active detection when the accelerator pedal is fully released while the vehicle is stopped after warming up the engine.
• "Waste gate valve active detection" is when the ECM forcibly operates the waste gate valve to the open side for 3 seconds and to the closed side for 3 seconds, for a total of 6 seconds. At this time, the fully open and fully closed output voltage and the voltage change amount are monitored and malfunctions are detected.
• This value is updated during waste gate valve active detection and is not cleared.

• This is the value when the waste gate valve is fully closed during waste gate valve active detection.
• The ECM performs waste gate valve active detection when the accelerator pedal is fully released while the vehicle is stopped after warming up the engine.
• "Waste gate valve active detection" is when the ECM forcibly operates the waste gate valve to the open side for 3 seconds and to the closed side for 3 seconds, for a total of 6 seconds. At this time, the fully open and fully closed output voltage and the voltage change amount are monitored and malfunctions are detected.
• This value is updated during waste gate valve active detection and is not cleared.

• Abnormal: Waste gate valve may be malfunctioning
• Fully Closed: Waste gate valve may be stuck at fully closed position
• Fully Open: Waste gate valve may be stuck at fully open position
• Malfunction: Waste gate valve operations may be defective
• Components Missing: Waste gate valve components may be missing

• Abnormal: Waste gate valve may be malfunctioning
• Fully Closed: Waste gate valve may be stuck at fully closed position
• Fully Open: Waste gate valve may be stuck at fully open position
• Malfunction: Waste gate valve operations may be defective
• Components Missing: Waste gate valve components may be missing

• 900 rpm (when the engine coolant temperature is 10°C [50°F])
• 850 rpm (when the engine coolant temperature is 30°C [86°F])
• 750 rpm (when the engine coolant temperature is 60°C [140°F])

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

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

HINT: 

• When the absolute value of ISC F/B Torque exceeds a certain value, it is gradually taken into account in the calculation of ISC F/B Learn Torque.
• When the engine is operating stably near the target idle speed, the following relational expression can be derived.

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

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

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

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

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

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

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

• When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV will be 0%.

• This is the proportion of the decrease in injection volume (based on the change in the air fuel ratio feedback compensation value) related to a 1% purge flow rate.
• When the value of this item is a large negative value, the purge effect is large.
• The purge density is determined from the change in the air fuel ratio feedback compensation value when purge flow is introduced.
• Purge density learning is performed so that the feedback compensation value is 0 +/-2%.

HINT: 

• Usually, the value is approximately +/-1.
• 1: The concentration of HC in the purge gas is relatively low.
• 0: The concentration of HC in the purge gas is approximately equal to the stoichiometric air fuel ratio.
• Large negative values indicate that the concentration of HC in the purge gas is relatively high.

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.

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

• 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

• 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

• 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

• 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

• With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (bank 1 sensor 1) current output is approximately -0.5 to 0.5 mA.
• When the value is outside the range of 0.47 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (bank 1 sensor 1) or sensor circuit.
• Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" Active Test enables the technician to check the output current of the sensor.

• With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (bank 2 sensor 1) current output is approximately -0.5 to 0.5 mA.
• When the value is outside the range of 0.47 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (bank 2 sensor 1) or sensor circuit.
• Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" Active Test enables the technician to check the output current of the sensor.

• A/F (O2) Sensor Current B1S2 display is less than 0 mA: Richer than the stoichiometric air-fuel ratio
• A/F (O2) Sensor Current B1S2 display is more than 0 mA: Leaner than stoichiometric air-fuel ratio
• With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (bank 1 sensor 2) current output is approximately -0.5 to 0.5 mA.
• When the value is outside the range of 7.5 to 33.13 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (bank 1 sensor 2) or sensor circuit.
• Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" Active Test enables the technician to check the output current of the sensor.

• A/F (O2) Sensor Current B2S2 display is less than 0 mA: Richer than the stoichiometric air-fuel ratio
• A/F (O2) Sensor Current B2S2 display is more than 0 mA: Leaner than stoichiometric air-fuel ratio
• With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (bank 2 sensor 2) current output is approximately -0.5 to 0.5 mA.
• When the value is outside the range of 7.5 to 33.13 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (bank 2 sensor 2) or sensor circuit.
• Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" Active Test enables the technician to check the output current of the sensor.

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

• Indicates the air fuel ratio sensor heater duty ratio requested by the ECM.
• When normal, shows the same value as the A/F (O2) Sensor Heater Output Duty Ratio Bank2.
• When the value of "A/F Sensor Heater Control Duty Ratio Bank2" is other than 0% and the value of "A/F Sensor Heater Output Duty Ratio Bank2" is 0%, the heater operation has stopped due to a malfunction in the air fuel ratio sensor.

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

• Indicates the air fuel ratio sensor heater duty ratio that is actually being output.
• When normal, shows the same value as the A/F (O2) Sensor Heater Output Duty Ratio Bank2.
• When the value of "A/F Sensor Heater Control Duty Ratio Bank2" is other than 0% and the value of "A/F Sensor Heater Output Duty Ratio Bank2" is 0%, the heater operation has stopped due to a malfunction in the air fuel ratio sensor.

HINT: 

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

HINT: 

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

• The ECM will learn the Long FT B1S1 values based on Short FT B1S1. The goal is to keep Short FT B1S1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio.
• This item is used to determine whether the system related to air fuel ratio control is malfunctioning.
• The condition of the system is determined based on the sum of Short FT B1S1 and Long FT B1S1 (excluding times when the system is in transition).
  • 20% or higher: The air fuel ratio may be lean.
  • -20 to 20%: The air fuel ratio can be determined to be normal.
  • -20% or less: The air fuel ratio may be rich.
  • Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT B1S1" indicates the learned value for the current operating range.

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

• The ECM will learn the Long FT B2S1 values based on Short FT B2S1. The goal is to keep Short FT B2S1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio.
• This item is used to determine whether the system related to air fuel ratio control is malfunctioning.
• The condition of the system is determined based on the sum of Short FT B2S1 and Long FT B2S1 (excluding times when the system is in transition).
  • 20% or higher: The air fuel ratio may be lean.
  • -20 to 20%: The air fuel ratio can be determined to be normal.
  • -20% or less: The air fuel ratio may be rich.
  • Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT B2S1" indicates the learned value for the current operating range.

    [A/F Learn Value Idle Bank 2], [A/F Learn Value Low Bank 2], [A/F Learn Value Mid No. 1 Bank 2], [A/F Learn Value Mid No. 2 Bank 2], [A/F Learn Value High Bank 2], [A/F Learn Value Idle (Port) Bank 2], [A/F Learn Value Low (Port) Bank 2], [A/F Learn Value Mid No. 1 (Port) Bank 2], [A/F Learn Value Mid No. 2 (Port) Bank 2] and [A/F Learn Value High (Port) Bank 2] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT B2S1" indicates the current engine operating range.

HINT: 

• -2 to +1%: The air-fuel ratio can be determined to be normal.
• Other than above: The target air-fuel ratio may be rich or lean.
• If only "Long FT B1S2" is not as specified, there may be an exhaust gas leak or a deviation in the air fuel ratio sensor characteristics.

HINT: 

• -2 to +1%: The air-fuel ratio can be determined to be normal.
• Other than above: The target air-fuel ratio may be rich or lean.
• If only "Long FT B2S2" is not as specified, there may be an exhaust gas leak or a deviation in the air fuel ratio sensor characteristics.

• OL (Open Loop): Has not yet satisfied conditions to go to closed loop.
• CL (Closed Loop): Feedback for fuel control.
• OL Drive: Open loop due to driving conditions (fuel enrichment).
• OL Fault: Open loop due to a detected system fault.
• CL Fault: Closed loop but the air fuel ratio sensor (sensor 1), which is used for fuel control, is malfunctioning.

• OL (Open Loop): Has not yet satisfied conditions to go to closed loop.
• CL (Closed Loop): Feedback for fuel control.
• OL Drive: Open loop due to driving conditions (fuel enrichment).
• OL Fault: Open loop due to a detected system fault.
• CL Fault: Closed loop but the air fuel ratio sensor (sensor 2), which is used for fuel control, is malfunctioning.

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.

• Refer to "Knock F/B Value".
• When there is knocking or a lack of power, compare the values of following items to another vehicle of the same model.
  • Engine Speed
  • Calculate Load
  • Ignition Timing Cylinder #1
  • Knock F/B Value
  • Knock Correct Learn Value
• Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced.
• Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded.

• 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.

• 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.

• 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.

• 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.

• 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.

• 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.

• At ignition switch ON, the PCV 1 Pressure approximately equals the atmospheric pressure (standard atmospheric pressure is 101 kPa [14.65 psi]).
• The compressor inlet pressure value is the output value of the turbo pressure sensor.
• At ignition switch ON, the PCV 1 Pressure, PCV 2 Pressure and Boost Pressure Sensor are approximately equal.

• At ignition switch ON, the PCV 2 Pressure approximately equals the atmospheric pressure (standard atmospheric pressure is 101 kPa [14.65 psi]).
• The compressor inlet pressure value is the output value of the turbo pressure sensor.
• At ignition switch ON, the PCV 1 Pressure, PCV 2 Pressure and Boost Pressure Sensor are approximately equal.

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

• At ignition switch ON or during idling, the boost pressure sensor approximately equals the atmospheric pressure (standard atmospheric pressure is 101 kPa [14.65 psi]).
• When diagnosing a lack of power, check by comparing to the target boost pressure.
• The boost pressure sensor remaining 20 kPa [2.9 psi] below the target boost pressure for 5 seconds or more when the accelerator pedal is fully depressed may lead to a sensation of lack of power.
• The boost pressure sensor indicates the output value of the No. 2 turbo pressure sensor.
• At ignition switch ON, the PCV 1 Pressure, PCV 2 Pressure and Boost Pressure Sensor are approximately equal.

• This is the temperature of the front catalyst estimated by the ECM.
• This item is included in the conditions used to detect catalyst deterioration (DTC P0420-00), etc., and should therefore be used as a reference when recreating malfunction conditions.

• This is the temperature of the front catalyst estimated by the ECM.
• This item is included in the conditions used to detect catalyst deterioration (DTC P0430-00), etc., and should therefore be used as a reference when recreating malfunction conditions.

• ON: Starter operating
• OFF: Starter not operating

• ON: Brake pedal depressed
• OFF: Brake pedal released

• ON: Accelerator pedal fully released
• OFF: Accelerator pedal depressed

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• This is the cumulative number of ignitions.
• This counter is increased by one for each ignition (this stops when misfire monitoring stops). This value is cleared every 200 revolutions.
• The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by the value of this item.
• The misfire rate for each cylinder = Misfire Count Cylinder #1 to #6 / Ignition Trigger 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.

• This is the misfire count for No. 1 cylinder.
• This counter is increased by one for each misfire and is cleared every 200 revolutions.
• Check this item to help determine the malfunctioning cylinder.

• This is the misfire count for No. 2 cylinder.
• This counter is increased by one for each misfire and is cleared every 200 revolutions.
• Check this item to help determine the malfunctioning cylinder.

• This is the misfire count for No. 3 cylinder.
• This counter is increased by one for each misfire and is cleared every 200 revolutions.
• Check this item to help determine the malfunctioning cylinder.

• This is the misfire count for No. 4 cylinder.
• This counter is increased by one for each misfire and is cleared every 200 revolutions.
• Check this item to help determine the malfunctioning cylinder.

• This is the misfire count for No. 5 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.

• This is the misfire count for No. 6 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.

• 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.

• This is the average engine speed recorded when misfiring occurs.
• The value of this item is closer to the actual conditions of the vehicle at the time misfire occurred than the values of Engine Speed and Calculate Load stored in the Freeze Frame Data. When reproducing malfunction conditions, use this value as a reference.

• This is the average engine load recorded when misfiring occurs.
• The value of this item is closer to the actual conditions of the vehicle at the time misfire occurred than the values of Engine Speed and Calculate Load stored in the Freeze Frame Data. When reproducing malfunction conditions, use this value as a reference.

• This is the misfire detection margin.
• Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100%
• When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. This item is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring.
• A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring.
• Example:

  When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.

• When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder.
• For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder.
• Avail: "Fuel cut to prevent catalyst from overheating during misfire" available
• Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available

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

• This is the time elapsed from when the starter turns on until the engine speed reaches 400 rpm.
• This value is cleared 5 seconds after the engine is started and 0 ms will be displayed.

Use this as a reference when trying to reproduce the rough idling.

1. Misfire
2. Continuous poor combustion
3. Intermittent poor combustion
4. Low frequency poor combustion

• Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.
• This item indicates cylinders which are likely to be the cause of rough idle.

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
• This is the engine speed of No. 1 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning cylinder increases.

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
• This is the engine speed of No. 2 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning cylinder increases.

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
• This is the engine speed of No. 3 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning cylinder increases.

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
• This is the engine speed of No. 4 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning cylinder increases.

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
• This is the engine speed of No. 5 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning cylinder increases.

• Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
• This is the engine speed of No. 6 cylinder measured during fuel-cut with the engine cranking.
• When there is compression loss, the engine speed of the malfunctioning cylinder increases.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• The worst value detected during monitoring is displayed.
• The value is reset when DTCs are cleared.

• OFF: shift lever in N or P
• ON: shift lever not in N or P

• ON: "+" shift paddle operated (up shift)
• OFF: "+" shift paddle not operated (up shift)

• ON: "-" shift paddle operated (down shift)
• OFF: "-" shift paddle not operated (down shift)

• ON: Shift lever in M
• OFF: Shift lever not in M

• Approximately 80°C (176°F): After stall speed test
• Equal to ambient temperature: When engine is cold

• ON: Lock-up operating
• OFF: Lock-up not operating

• Normal: Normal mode
• Maintenance: Maintenance mode