LEMON Manuals: Even more car manuals for everyone: 1960-2025
Home >> Toyota >> 2021 >> C-HR LE >> Repair and Diagnosis (Single Page) >> Engine Performance >> Testing & Diagnosis >> Engine Control System (W/ Canister Pump) - Diagnostics - Introduction (2 Of 3) >> SFI SYSTEM (w/ Canister Pump Module) >> Data List / Active Test [02/2017 - 09/2019] >> Data List / Active Test [02/2017 - 09/2019]
April 5, 2026: LEMON Manuals is launched! Read the announcement.

Data List / Active Test [02/2017 - 09/2019]

  1. 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 chart below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not.
    • The actual values may differ from the values listed in the chart under "Reference Value" due to climate, weather conditions, etc.

    HINT: 

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

    1. Warm up the engine.
    2. Turn the A/C switch off.
    3. Turn the ignition switch off.
    4. Connect the Techstream to the DLC3.
    5. Turn the ignition switch to ON.
    6. Turn the Techstream on.
    7. 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
        • Ptrl General / -
        • Ptrl AF Control / Air fuel ratio control system related data
        • Ptrl AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data
        • Ptrl Throttle / Gasoline throttle system related data
        • Ptrl Intake Control / Intake control system related data
        • Ptrl Valve Control / Valve control system related data
        • Ptrl Misfire / "Misfire" related data
        • Ptrl Starting / "Difficult to start" related data
        • Ptrl Rough Idle / "Rough idle" related data
        • Ptrl Evaporative / Evaporative system related data
        • Ptrl CAT Converter / Catalytic 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
    8. According to the display on the Techstream, read the Data List.

      HINT: 

      • The title used for each group of Data List items in this repair 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.
      • "Reference Value" is the assessment of one vehicle. Use it only for reference.
  2. Various Vehicle Conditions 1 (All Data) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value 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.
    • The vehicle speed is detected using the wheel speed sensors.
      • Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.
    Engine Speed Engine speed Min.: 0 rpm, Max.: 16383 rpm 710 to 810 rpm: Idling Idling (engine warmed up and A/C off): 760 rpm When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.
    Calculate Load Load calculated by ECM Min.: 0%, Max.: 100% -
    • Ignition switch to ON: 0.0%
    • Idling (engine warmed up): 34.1%
    • Running without load (3000 rpm): 32.0%
    • 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% -
    • Ignition switch to ON: 0.0%
    • Idling (engine warmed up): 14.1%
    • Running without load (3000 rpm): 13.7%
    • 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.: 0.00 gm/sec, Max.: 655.35 gm/sec
    • 1.0 to 3.0 gm/sec: Idling
    • 5.0 to 10.0 gm/sec: 3000 rpm (without load)
    • Ignition switch to ON: 0.01 gm/sec
    • Idling (engine warmed up): 2.65 gm/sec
    • Running without load (2500 rpm): 6.31 gm/sec
    • Running without load (3000 rpm): 8.73 gm/sec
    		 This is the intake air amount from the mass air flow meter.
    Atmosphere Pressure Atmospheric pressure Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1912 mmHg) Equivalent to atmospheric pressure (absolute pressure) Idling (engine warmed up): 99 kPa (abs) [743 mmHg (abs)]
    • Standard atmospheric pressure: 101 kPa (abs) [758 mmHg (abs)]
    • For every 100 m (328 ft.) increase in altitude, pressure drops by 1 kPa (7.5 mmHg). This varies by weather.
    MAP Intake manifold pressure Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1912 mmHg) 80 to 110 kPa (abs) [600 to 825 mmHg (abs)]: Ignition switch to ON
    20 to 40 kPa (abs) [150 to 300 mmHg (abs)]: Idling    		 - This is the intake manifold pressure.
    HINT: 
    • When the ignition switch is ON, the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa (abs) [758 mmHg (abs)]).
    • MAP is almost the same as Atmospheric Pressure when the engine is stopped, these items can be used to help determine if the manifold absolute pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value by comparing the values.
    Engine Oil Temperature Sensor Engine oil temperature Min.: -40°C (-40°F), Max.: 215°C (419°F) 80 to 110°C (176 to 230°F): After warming up - This is the engine oil temperature.
    HINT: 
    • After warming up the engine, the engine oil temperature is 80 to 110°C (176 to 230°F).
    • After a long soak, the engine coolant temperature, intake air temperature, engine oil temperature and ambient air temperature are approximately equal.
    • If the value is -40°C (-40°F), or higher than 180°C (356°F), the sensor circuit is open or shorted.
    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 is 75 to 100°C (167 to 212°F).
    • After a long soak, the engine coolant temperature, intake air temperature, engine oil temperature and ambient air temperature are approximately equal.
    • If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted.
    • Check if the engine overheats when the value indicates 140°C (284°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 -
    • After a long soak, the engine coolant temperature, intake air temperature, engine oil temperature and ambient air temperature are approximately equal.
    • If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted.
    Engine Run Time Engine run time Min.: 0 s, Max.: 65535 s Time after engine start - This is the time elapsed since the engine started.
    HINT: 
    The time is counted only while the engine is running.
    Initial Engine Coolant Temp Initial engine coolant temperature Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F) - - This is the coolant temperature stored when the ignition switch is turned to on.
    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 ignition switch is turned to on.
    Battery Voltage Battery voltage Min.: 0.000 V, Max.: 65.535 V 11 to 14 V: Idling
    • Ignition switch to ON: 12.851 V
    • Cranking: 9.902 V
    • Idling (engine warmed up): 13.925 V
    		 If 11 V or less, characteristics of some electrical components may change.
    Glow Indicator Supported Status of glow indicator supported Unsupp or Supp Unsupp - -
    Glow Indicator Glow indicator ON or OFF OFF - -
  3. Throttle Control 1 (Ptrl Throttle) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Accelerator Position Accelerator pedal position Min.: 0.0%, Max.: 399.9% Actual accelerator pedal position
    • Ignition switch to ON: 0.0% (accelerator pedal fully released)
    • Ignition switch to ON: 100.0% (accelerator pedal fully depressed)
    		 This is the accelerator pedal position defined using the learned fully released position (sensor output) of No. 1 accelerator pedal position sensor as 0% and the fully depressed position as 100%.
    Accel Sens. No. 1 Volt % Absolute accelerator pedal position No. 1 Min.: 0%, Max.: 100%
    • 10 to 22%: Accelerator pedal fully released
    • 52 to 90%: Accelerator pedal fully depressed
    • Ignition switch to ON: 15.6% (accelerator pedal fully released)
    • Ignition switch to ON: 70.5% (accelerator pedal fully depressed)
    		 The No. 1 accelerator pedal position sensor output is converted using 5 V = 100%.
    HINT: 
    If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal.
    Accel Sens. No. 2 Volt % Absolute accelerator pedal position No. 2 Min.: 0%, Max.: 100%
    • 24 to 40%: Accelerator pedal fully released
    • 68 to 95%: Accelerator pedal fully depressed
    • Ignition switch to ON: 31.7% (accelerator pedal fully released)
    • Ignition switch to ON: 86.6% (accelerator pedal fully depressed)
    		 The No. 2 accelerator pedal position sensor output is converted using 5 V = 100%.
  4. Throttle Control 2 (All Data) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Accel Sensor Out No. 1 Accelerator pedal position sensor No. 1 voltage Min.: 0.00 V, Max.: 4.98 V
    • 0.5 to 1.1 V: Accelerator pedal fully released
    • 2.6 to 4.5 V: Accelerator pedal fully depressed
    • Ignition switch to ON: 0.781 V (accelerator pedal fully released)
    • Ignition switch to ON: 3.515 V (accelerator pedal fully depressed)
    		 This is the raw voltage from the No. 1 accelerator pedal position sensor.
    Accel Sensor Out No. 2 Accelerator pedal position sensor No. 2 voltage Min.: 0.00 V, Max.: 4.98 V
    • 1.2 to 2.0 V: Accelerator pedal fully released
    • 3.4 to 4.75 V: Accelerator pedal fully depressed
    • Ignition switch to ON: 1.582 V (accelerator pedal fully released)
    • Ignition switch to ON: 4.316 V (accelerator pedal fully depressed)
    		 This is the raw voltage from the No. 2 accelerator pedal position sensor.
  5. Throttle Control 3 (Ptrl Throttle) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Accelerator Idle Position Whether or not accelerator pedal position sensor detecting released accelerator pedal ON or OFF ON: Accelerator pedal fully released
    • Ignition switch to ON: ON (accelerator pedal fully released)
    • Ignition switch to ON: OFF (accelerator pedal depressed)
    		 This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.
    Accel Fully Close Learn #1 Accelerator fully released learned value No. 1 Min.: 0 deg, Max.: 124.5 deg - Ignition switch to ON: 20.0 deg This is the value of No. 1 accelerator pedal position sensor learned when the accelerator pedal is released.
    Accel Fully Close Learn #2 Accelerator fully released learned value No. 2 Min.: 0 deg, Max.: 124.5 deg - Ignition switch to ON: 39.5 deg This is the value of No. 2 accelerator pedal position sensor learned when the accelerator pedal is released.
    Throttle Sensor Volt % Absolute throttle position sensor No. 1 Min.: 0.0%, Max.: 100.0%
    • 10 to 22%: Accelerator pedal fully released
    • 64 to 96%: Accelerator pedal fully depressed
    • Ignition switch to ON: 17.6% (accelerator pedal fully released)

      HINT: 

      The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener.

    • Ignition switch to ON: 81.9% (accelerator pedal fully depressed)
    • Idling (engine warmed up): 14.9%
    • Running without load (3000 rpm): 19.6%
    		 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.: 0.0%, Max.: 100.0%
    • 42 to 62%: Accelerator pedal fully released
    • 92 to 100%: Accelerator pedal fully depressed
    • Ignition switch to ON: 50.1% (accelerator pedal fully released)

      HINT: 

      The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener.

    • Ignition switch to ON: 99.2% (accelerator pedal fully depressed)
    • Idling (engine warmed up): 46.6%
    		 The No. 2 throttle position sensor output is converted using 5 V = 100%.
    ST1 Brake pedal signal ON or OFF
    • ON: Brake pedal depressed
    • OFF: Brake pedal fully released
    		 - This is the stop light switch assembly signal (ST1- terminal).
    System Guard System guard ON or OFF ON Idling (engine warmed up): 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.
    Open Side Malfunction Open malfunction ON or OFF OFF - This parameter indicates a malfunction in the electronic throttle when the throttle valve is open.
    Throttle Idle Position Whether or not throttle position sensor detecting idle ON or OFF -
    • Ignition switch to ON: ON
    • Idling (engine warmed up): ON
    • Running without load (3000 rpm): OFF
    • This is a parameter calculated by the ECM.
    • The value is ON when the throttle is at the idle position and OFF when the throttle is open.
    Throttle Require Position Required throttle position Min.: 0.000 V, Max.: 4.980 V -
    • Ignition switch to ON: 0.917 V (accelerator pedal fully released)
    • Ignition switch to ON: 4.101 V (accelerator pedal fully depressed)
    • Idling (engine warmed up): 0.742 V
    		 This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No. 1 value except during very rapid throttle valve movement, such as that used during wheelspin control.
    Throttle Sensor Position Throttle sensor position Min.: 0.0%, Max.: 100.0%
    • 0%: Accelerator pedal fully released
    • 50 to 80%: Accelerator pedal fully depressed
    		 Idling (engine warmed up): 0.0%
    • 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 ignition switch is ON and the engine is stopped.
    Throttle Position No. 1 Throttle position sensor No. 1 output voltage Min.: 0.0 V, Max.: 4.98 V Almost same as "Throttle Require Position"
    • 0.5 to 1.1 V: Accelerator pedal fully released
    • 3.2 to 4.8 V: Accelerator pedal fully depressed
    • 0.6 to 1.4 V: Fail-safe operating
    • Ignition switch to ON: 0.878 V (accelerator pedal fully released)
    • Ignition switch to ON: 4.101 V (accelerator pedal fully depressed)
    • Idling (engine warmed up): 0.742 V
    		 This is the No. 1 throttle position sensor output voltage.
    Throttle Position No. 2 Throttle position sensor No. 2 output voltage Min.: 0.000 V, Max.: 4.980 V
    • 2.1 to 3.1 V: Accelerator pedal fully released
    • 4.6 to 4.98 V: Accelerator pedal fully depressed
    • 2.1 to 3.1 V: Fail-safe operating
    • Ignition switch to ON: 2.500 V (accelerator pedal fully released)
    • Ignition switch to ON: 4.941 V (accelerator pedal fully depressed)
    • Idling (engine warmed up): 2.324 V
    		 This is the No. 2 throttle position sensor output voltage.
    Throttle Position Command Throttle position command value Min.: 0 V, Max.: 4.98 V - - Throttle Position Command is the same value as Throttle Require Position.
    Throttle Sens Open Pos #1 Throttle position sensor No. 1 Min.: 0.000 V, Max.: 4.980 V 0.6 to 1.4 V Ignition switch to ON: 0.878 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 ignition switch to ON.
    Throttle Sens Open Pos #2 Throttle position sensor No. 2 Min.: 0.000 V, Max.: 4.980 V 1.7 to 2.5 V Ignition switch to ON: 1.992 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 ignition switch to ON.
    Throttle Motor Current Throttle actuator current Min.: 0.0 A, Max.: 19.9 A 0 to 3.0 A: Idling
    • Ignition switch to ON: 0.0 A (accelerator pedal fully released)
    • Ignition switch to ON: 0.8 A (accelerator pedal fully depressed)
    • Idling (engine warmed up): 0.8 A
    • Running without load (3000 rpm): 0.4 A
    • 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 - 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
    • Ignition switch to ON: 0% (accelerator pedal fully released)
    • Ignition switch to ON: 16% (accelerator pedal fully depressed)
    • Idling (engine warmed up): 0%
    • Running without load (3000 rpm): 10%
    • This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal.
    • When the throttle valve is being opened, Throttle Motor Duty (Open) is 10 to 50%.
    Throttle Motor Duty (Close) Throttle actuator duty ratio (close) Min.: 0%, Max.: 255% 0 to 40%: Idling
    • Ignition switch to ON: 0% (accelerator pedal fully released)
    • Ignition switch to ON: 0% (accelerator pedal fully depressed)
    • Idling (engine warmed up): 9%
    • Running without load (3000 rpm): 0%
    		 This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal.
    HINT: 
    During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve.
    Throttle Fully Close Learn Throttle valve fully closed position (learned value) Min.: 0.000 V, Max.: 4.980 V 0.4 to 1.0 V: Accelerator pedal fully released Ignition switch to ON: 0.644 V
    • The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the ignition switch is ON, the accelerator pedal is released and the throttle actuator is off).
    • Learning is performed immediately after the ignition switch is turned off.
    +BM Voltage +BM voltage Min.: 0.000 V, Max.: 79.998 V 11 to 14 V: Ignition switch to ON 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 ignition 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 Air Flow Learning Value (Area 1) Throttle air flow learning value of area 1 Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value (Area 2) Throttle air flow learning value of area 2 Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value (Area 3) Throttle air flow learning value of area 3 Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value (Calculated Value) Throttle air flow learning value (calculated value) Min.: 0, Max.: 1.99 - - -
    Throttle Air Flow Learning Value (Atmosphere Pressure Offset Value) Throttle air flow learning value (atmosphere pressure offset value) Min.: 0, Max.: 2.55 - - -
    Throttle Air Flow Learning Prohibit (Intake Air Pressure Malfunction) Throttle air flow learning prohibit (intake air pressure malfunction) OK or NG OK - -
    Throttle Air Flow Learning Prohibit (Air Fuel Ratio Malfunction) Throttle air flow learning prohibit (air fuel ratio malfunction) OK or NG OK - -
    Throttle Position Throttle valve opening angle Min.: 0.00 deg, Max.: 499.99 deg - Idling (engine warmed up): 0.00 deg This value has no meaning when the ignition switch is ON and the engine is stopped.
  6. Idle Speed Control (Ptrl Rough Idle) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    ISC Position Requested throttle opening amount calculated using ISC control Min.: 0.00 deg, Max.: 499.99 deg - Idling (engine warmed up): 3.08 deg This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow).
    Low Revolution Control Low engine speed control operation state ON or OFF - Idling (engine warmed up): OFF
    • This item indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This item changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (if the A/C switch is on, the engine speed thresholds below are increased by 100 to 200 rpm).
      • 900 rpm (when the engine coolant temperature is 10°C [50°F])
      • 850 rpm (when the engine coolant temperature is 30°C [86°F])
      • 750 rpm (when the engine coolant temperature is 60°C [140°F])

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

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

        HINT: 

        The engine is considered to be started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after the engine is started, this item changes to ON and remains ON for the rest of the trip.

        ON: The engine speed decreased immediately after starting the engine.

        OFF: The engine speed did not decrease immediately after starting the engine.

    • For use when the engine stalls, or starting problems or rough idle is present.
    N Range Status Shift lever N status ON or OFF - - -
    ISC Feedback Learning Torque ISC feedback learning torque Min.: -1024.00 Nm, Max.: 1023.96 Nm -4 to 4 Nm: Idling Idling (engine warmed up): 0.78 Nm The compensation value to make the engine run at the target idle speed. This value expresses the difference from the estimated torque. For example, when the ISC feedback learning torque is "+", maintaining the idle speed requires more torque than the estimated torque.
    HINT: 
    • When the absolute value of the "ISC Feedback Torque" exceeds a certain value, that absolute value is gradually taken into account in the "ISC Feedback Learning 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 Feedback Learning Torque" + "ISC Feedback Torque" + "ISC Feedback Torque (Recent)"+ "ISC Total AUXS Torque"
    ISC Total AUXS Torque ISC total AUXS torque 8.00 to 16.00 Nm: Idling (A/C off, N position) 8 to 16 Nm: Idling (A/C off, N position) Idling (engine warmed up): 9.81 Nm The total of each estimated load torque when the engine is idling. (The total load torque of the engine's friction, alternator, air conditioner, etc.)
    ISC Feedback Torque ISC feedback torque Min.: -1024.00 Nm, Max.: 1023.96 Nm -4 to 4 Nm: Idling Idling (engine warmed up): 0 Nm This expresses the feedback compensation value (torque) to make the engine run at the target idle speed.
    HINT: 
    When the engine does not run at the target idle speed, the "ISC Feedback Torque" increases or decreases.
    ISC Feedback Torque (Recent) ISC feedback torque (recent) Min.: -1024.00 Nm, Max.: 1023.96 Nm -2 to 2 Nm: Idling Idling (engine warmed up): 0.43 Nm This expresses the feedback compensation value (torque) that first moves to make the engine run quickly at the target idle speed.
    HINT: 
    When the engine does not run at the target idle speed, the "ISC Feedback Torque (Recent)" first increases or decreases, and subsequently, that decrease or increase is conveyed to the "ISC Feedback Torque" (which controls the amount of air).
    ISC AUXS Torque (Alternator) ISC AUXS torque (alternator) Min.: -1024.00 Nm, Max.: 1023.96 Nm 2 to 10 Nm: Idling Idling (engine warmed up): 3.18 Nm This expresses the ISC compensation amount (estimated torque) according to the alternator's load.
    ISC AUXS Torque (Air Conditioner) ISC AUXS torque (air conditioner) Min.: -1024.00 Nm, Max.: 1023.96 Nm 5 to 12 Nm: Idling (A/C on) Idling (engine warmed up): 9.91 Nm This expresses the ISC compensation torque (estimated torque) according to the air conditioner compressor's load.
    Throttle Air Flow F/B Value Throttle air flow F/B value Min.: -40.00 L/s, Max.: 39.99 L/s -0.3 to 0.3 L/s: Idling Idling (engine warmed up): -0.37 L/s -
  7. Fuel System 1 (Ptrl General) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Injector (Port) Injection period of the No. 1 cylinder Min.: 0 μs, Max.: 65535 μs -
    • Idling (engine warmed up): 2481 μs
    • Running without load (3000 rpm): 2419 μs
    		 This is the injection period of the No. 1 cylinder (the command value from the ECM).
    Injection Volum (Cylinder1) Injection volume (cylinder 1) Min.: 0.000 ml, Max.: 2.047 ml Idling:
    0.05 to 0.15 ml
    • Idling (engine warmed up): 0.081 ml
    • Running without load (3000 rpm): 0.083 ml
    		 This is the fuel injection volume for 10 injections.
    Fuel Pump/Speed Status Fuel pump status ON or OFF ON: Starter on or engine running - -
  8. Fuel System 2 (All Data) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value 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 ignition switch is turned off*.
    Current Fuel Type Current fuel type - Gasoline/petrol - -
  9. EVAP System (Ptrl Evaporative) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    EVAP (Purge) VSV Purge VSV control duty Min.: 0.0%, Max.: 100% -
    • Idling (engine warmed up): 0.0%
    • Running without load (3000 rpm): 40.3%
    • This is the command signal from the ECM.
    • This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed.

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

    • When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.
    EVAP Purge Flow Purge flow Min.: 0.0%, Max.: 399.9% -
    • Idling (engine warmed up): 0.0%
    • Running without load (3000 rpm): 4.4%
    • 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.: -200.000, Max.: 199.993 - Idling (engine warmed up): -0.440
    • 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 (0 mmHg), Max.: 1441.77 kPa (10813.27 mmHg) Approximately 100 kPa (abs) [750 mmHg (abs)]: Ignition switch ON - 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 (Calculated) Calculated EVAP system pressure Min.: -720.896 kPa (-5406.720 mmHg), Max.: 720.874 kPa (5406.555 mmHg) Approximately 100 kPa (abs) [750 mmHg (abs)]: Ignition switch ON - -
    EVAP System Vent Valve Key-off EVAP system vent valve status ON or OFF
    • OFF: Vent
    • ON: Closed
    		 - -
    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.: 0.0%, Max.: 399.9% -
    • Idling (engine warmed up): 0.0%
    • Running without load (3000 rpm): 0.0%
    		 -
  10. Air Fuel Ratio Control 1 (All Data) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Target Air-Fuel Ratio Target air fuel ratio Min.: 0.0, Max.: 1.99 0.8 to 1.2: During idling
    • Idling (engine warmed up): 0.998 (Performing feedback control at the stoichiometric air fuel ratio)
    • Running without load (3000 rpm): 0.998 (Performing feedback control at the stoichiometric air fuel ratio)
    • This is the target air fuel ratio used by the ECM.
    • 1.0 is the stoichiometric air fuel ratio. Values that are more than 1 indicate the system attempting to make the air fuel ratio leaner. Values that are less than 1 indicate the system attempting to make the air fuel ratio richer.
    • Target Air-Fuel Ratio and AF Lambda B1S1 are related.
  11. Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    AF Lambda B1S1 Output air fuel ratio associated with bank 1 sensor 1 Min.: 0.00, 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
    • Idling (engine warmed up): 0.998
    • Running without load (3000 rpm): 0.979
    • This is the actual air fuel ratio calculated based on the air fuel ratio sensor output.
    • Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.
    • Reference valve when performing the Active Test:
      • Injection Volume: +/-0%
        1. AF Lambda B1S1: 0.998
        2. AFS Voltage B1S1: 3.322 V
        3. AFS Current B1S1: 0.00 mA
        4. O2S B1S2: 0.055 V
      • Injection Volume: -12.5%
        1. AF Lambda B1S1: 1.219
        2. AFS Voltage B1S1: 4.083 V
        3. AFS Current B1S1: 0.29 mA
        4. O2S B1S2: 0.000 V
      • Injection Volume: 12.5%
        1. AF Lambda B1S1: 0.969
        2. AFS Voltage B1S1: 3.156 V
        3. AFS Current B1S1: -0.06 mA
        4. O2S B1S2: 0.075 V
    AFS Voltage B1S1 Air fuel ratio sensor output voltage for bank 1 sensor 1 Min.: 0.00 V, Max.: 7.99 V 2.8 to 3.8 V: Idling
    • Idling (engine warmed up): 3.293 V
    • Running without load (3000 rpm): 3.102 V
    • Fuel cut during deceleration being performed: 4.996 V
    • This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current below for the actual sensor output).
    • Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.
    AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 Min.: -128.00 mA, Max.: 127.99 mA -0.5 to 0.5 mA: Idling
    • Idling (engine warmed up): -0.01 mA
    • Running without load (3000 rpm): -0.08 mA
    • Fuel cut during deceleration being performed: 2.56 mA
    • 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 0.7 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.: 0.0%, Max.: 399.9% 0 to 100% Idling (engine warmed up): 16.4% 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.: 0.000 V, Max.: 1.275 V 0 to 1 V
    • Idling (engine warmed up): 0.175 V
    • Running without load (3000 rpm): 0.858 V
    • 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 valve when performing the Active Test:
      • Injection Volume: -12.5%
        1. AF Lambda B1S1: 1.129
        2. AFS Voltage B1S1: 4.083 V
        3. AFS Current B1S1: 0.29 mA
        4. O2S B1S2: 0.000 V
      • Injection Volume: 12.5%
        1. AF Lambda B1S1: 0.969
        2. AFS Voltage B1S1: 3.156 V
        3. AFS Current B1S1: -0.06 mA
        4. O2S B1S2: 0.0.75 V
    O2S Impedance B1S2 Heated oxygen sensor impedance Min.: 0 ohm, Max.: 21247.67 ohm 5 to 15000 ohm - -
    O2 Heater B1S2 Heated oxygen sensor heater for bank 1 sensor 2 Active or Not Act - - -
    O2 Heater Curr Val B1S2 Heated oxygen sensor current for bank 1 sensor 2 Min.: 0.000 A, Max.: 4.999 A -
    • Idling (engine warmed up): 1.000 A
    • Running without load (3000 rpm): 1.015 A
    		 When the value is any value except 0 A, current is being supplied to the heater.
    Short FT B1S1 Short-term fuel trim for bank 1 Min.: -100.0%, Max.: 99.2% -15 to 15%
    • Idling (engine warmed up): -0.782%
    • Running without load (3000 rpm): 0.781%
    		 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 B1S1 Long-term fuel trim for bank 1 Min.: -100.0%, Max.: 99.2% -15 to 15%
    • Idling (engine warmed up): -0.0.36%
    • Running without load (3000 rpm): -2.344%
    • The ECM will learn the Long FT B1S1 values based on Short FT B1S1. The goal is to keep Short FT 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 B1S1 and Long FT B1S1 (excluding times when the system is in transition).
      • 15% or higher: There may be a lean air fuel ratio.
      • -15 to 15%: The air fuel ratio can be determined to be normal.
      • -15% or less: There may be a rich air fuel ratio.
      • 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 #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT B1S1" 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 - Total FT #1 = Short FT B1S1 + Long FT B1S1
    Fuel System Status #1 Fuel system status for bank 1 Unused, OL, CL, OLDrive, OLFault or CLFault CL: Idling after warming up -
    • OL (Open Loop): Has not yet satisfied conditions to go to closed loop.
    • CL (Closed Loop): Feedback for fuel control.
    • OLDrive: Open loop due to driving conditions (fuel enrichment).
    • OLFault: Open loop due to a detected system fault.
    • CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning.
    • CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B1S1 is approximately 1.0 and AFS Voltage B1S1 is approximately 3.3 V.
    Fuel System Status #2 Fuel system status for bank 2 Unused, OL, CL, OLDrive, OLFault or CLFault Unused - -
    A/F Learn Value Idle #1 Air fuel ratio learn value of idle area for bank 1 Min.: -50%, Max.: 49.6% -15 to 15% - 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% -15 to 15% - 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% -15 to 15% - 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% -15 to 15% - 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% -15 to 15% - Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
  12. Ignition System (Ignition) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    IGN Advance Ignition timing advance for No. 1 cylinder Min.: -64 deg, Max.: 63.5 deg -5 to 15 deg: Idling
    • Idling (engine warmed up): 9.5 deg
    • Running without load (3000 rpm): 34.0 deg
    		 -
    Knock Feedback Value Knocking feedback value Min.: -1024.0 deg(CA), Max.: 1023.9 deg(CA) -
    • Idling (engine warmed up): -3.0 deg(CA)
    • Running without load (3000 rpm): -3.0 deg(CA)
    		 This is the ignition timing retard compensation amount determined by the presence or absence of knocking.
    Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock Feedback Value*3 + each compensation amount
    Example: 21 deg(CA) = 10 deg(CA) + 14 deg(CA) - 3 deg(CA)
    *1: The most retarded timing value is a constant determined by the engine speed and engine load.
    *2: The knock correction learned value is calculated as shown below in order to keep Knock 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.: -1024.0 deg(CA), Max.: 1023.9 deg(CA) -
    • Idling (engine warmed up): 18.3 deg(CA)
    • Running without load (3000 rpm): 18.3 deg(CA)
    • 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.: 0.00 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.: 0.00 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.: 0.00 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.: 0.00 deg(CA), Max.: 15.93 deg(CA) - -
    • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
    • It may be possible to use this item to help determine specific cylinders which are not operating normally.
  13. VVT Control (Ptrl Valve Control) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    VVT Control Status #1 Variable Valve Timing (VVT) control status for bank 1 ON or OFF - -
    • ON: The ECM is sending commands to change the timing (even when the timing is advanced, when the timing is being maintained and not being retarded or advanced any further, the value changes to OFF).
    • OFF: The system is commanding the timing to change to the most retarded timing.
    VVT Advance Fail VVT control failure status ON or OFF ON: VVT control failure - ON: There is an intake VVT timing advance malfunction.
    VVT Aim Angle #1 VVT hold duty learned value for bank 1 Min.: 0.0%, Max.: 399.9% - - This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced or retarded state of the VVT controller.
    VVT Change Angle #1 VVT displacement angle for bank 1 Min.: 0.0 DegFR, Max.: 639.9 DegFR - - By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor signal is being output.
    VVT OCV Duty #1 VVT camshaft timing oil control valve operation duty for bank 1 Min.: 0.0%, Max.: 399.9% - - -
    VVT Ex Hold Lrn Val #1 VVT exhaust hold duty ratio learned value for bank 1 Min.: 0.0%, Max.: 399.9% - - This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced or retarded state of the VVT controller.
    VVT Ex Chg Angle #1 VVT exhaust displacement angle for bank 1 Min.: 0.0 DegFR, Max.: 639.9 DegFR - - -
    VVT Ex OCV Duty #1 VVT exhaust camshaft timing oil control valve duty for bank 1 Min.: 0.0%, Max.: 399.9% - - -
    VVT Target Angle #1 VVT target angle for bank 1 Min.: 0.0 DegFR, Max.: 639.9 DegFR - - -
    VVT Ex Target Angle #1 VVT exhaust target angle for bank 1 Min.: 0.0 DegFR, Max.: 639.9 DegFR - - -
  14. VALVEMATIC System (Ptrl Valve Control) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    VALVEMATIC Target Angle VALVEMATIC target duration Min.: 0.0 deg(CA), Max.: 639.9 deg(CA) "High" selected in "Activate the VALVEMATIC (ENG ON)" Active Test: 260 deg(CA)
    "Low" selected in "Activate the VALVEMATIC (ENG ON)" Active Test: 106 deg(CA)    		 - -
    VALVEMATIC Current Angle Actual VALVEMATIC current duration Min.: 0.0 deg(CA), Max.: 639.9 deg(CA) "High" selected in "Activate the VALVEMATIC (ENG ON)" Active Test: 260 deg(CA)
    "Low" selected in "Activate the VALVEMATIC (ENG ON)" Active Test: 106 deg(CA)    		 -
    • Minimum duration: 106 deg(CA)
    • Maximum duration: 260 deg(CA)
    VALVEMATIC Shaft Sensor Voltage VALVEMATIC shaft sensor voltage Min.: 0 V, Max.: 4.980 V - - -
    VALVEMATIC IG OFF VALVEMATIC operation state ON or OFF ON: Operating with ignition switch off. Cannot check with Techstream when ignition switch off -
    • *
    VALVEMATIC IG ON VALVEMATIC operation state ON or OFF ON: Ignition switch to ON and engine not running -
    • *
    VALVEMATIC Cranking VALVEMATIC operation state ON or OFF ON: While starting engine (during cranking) -
    • *
    VALVEMATIC bef Warm Up VALVEMATIC operation state ON or OFF ON: Engine running before engine warmed up (engine coolant temperature 60°C (140°F) or less) or during "Activate the VALVEMATIC before Warm Up" Active Test -
    • *
    VALVEMATIC aft Warm Up VALVEMATIC operation state ON or OFF ON: Engine running after engine warmed up (engine coolant temperature 60°C (140°F) or higher) or during "Activate the VALVEMATIC after Warm Up" Active Test -
    • *
    VALVEMATIC IDM Hi Temp VALVEMATIC operation state ON or OFF ON: Continuously variable valve lift controller assembly overheating -
    • *
    VALVEMATIC Low (ACT) VALVEMATIC operation state ON or OFF ON: System operating with minimum valve lift or "Low" selected in "Activate the VALVEMATIC (ENG ON)" Active Test -
    • *
    VALVEMATIC High (ACT) VALVEMATIC operation state ON or OFF ON: System operating with maximum valve lift or "High" selected in "Activate the VALVEMATIC (ENG ON)" Active Test -
    • *
    1. *: One of the items which shows the operating state of the VALVEMATIC is ON.
  15. Various Vehicle Conditions 2 (All Data) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value 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.
  16. Catalyst (Ptrl CAT Converter) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Catalyst Temp B1S1 Catalyst temperature for bank 1 sensor 1 Min.: -40.0°C (-40.0°F), Max.: 6513.5°C (11756.3°F) - -
    • This is the temperature of the front catalyst estimated by the ECM.
    • This value is included in the conditions used to detect catalyst deterioration (DTC P0420), etc., and should therefore be used as a reference when recreating malfunction conditions.
    Catalyst Temp B1S2 Catalyst temperature for bank 1 sensor 2 Min.: -40.0°C (-40.0°F), Max.: 6513.5°C (11756.3°F) - - This is the temperature of the rear catalyst estimated by the ECM.
  17. Various Vehicle Conditions 3 (All Data) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Starter Signal Starter signal ON or OFF
    • ON: Starter operating
    • OFF: Starter not operating
    		 - -
    Power Steering Signal Power steering switch signal ON or OFF ON: Power steering operating - -
    Neutral Position SW Signal Park/Neutral position switch status ON or OFF ON: Shift lever in P or N - -
    Stop Light Switch Stop light switch status ON or OFF
    • ON: Brake pedal depressed
    • OFF: Brake pedal released
    		 - -
    A/C Signal A/C switch status ON or OFF ON: A/C on - -
    Closed Throttle Position SW Closed throttle position switch status ON or OFF
    • ON: Throttle fully closed
    • OFF: Throttle open
    		 - -
    Fuel Cut Condition Fuel cut condition ON or OFF ON: Fuel cut operating - -
    Immobilizer Communication Immobilizer communication ON or OFF ON: Normal - -
  18. Check Mode (Check Mode) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Check Mode Check mode ON or OFF ON: Check mode on -
    • *
    SPD Test Result Check mode result for vehicle speed sensor Compl or Incmpl - - -
    Misfire Test Result Check mode result for misfire monitor Compl or Incmpl - - -
    OXS1 (A/FS2) Test Result Check mode result for heated oxygen sensor (bank 1) 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 [02/2017 - ]

  19. Test Result (Monitor Status) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value 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 ignition 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 ignition 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 ignition switch is turned off.

    Monitor result (mode 06): The last judgment result is output. This is not cleared when the ignition 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.

  20. Various Vehicle Conditions 4 (All Data) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value 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 after DTCs were cleared (or after the vehicle left the factory). Time elapsed after the ignition switch is turned off is not counted.
    Distance from DTC Cleared Distance driven after DTCs cleared Min.: 0 km (0 mile), Max.: 65535 km (40723 mile) Distance driven after DTCs cleared - This is the distance driven after DTCs were cleared (or after the vehicle left the factory).
    Warm-up Cycle Cleared DTC Warm-up cycles after DTCs cleared Min.: 0, Max.: 255 - -
    • This is the number of warm-up 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 warm-up 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 ignition switch off Min.: 0 min, Max.: 655350 min Cumulative time after ignition 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.
    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) - - -
  21. Misfire (Ptrl Misfire) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Ignition Trig. Count Ignition counter Min.: 0, Max.: 65535 0 to 400 -
    • 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 4 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.
    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.: 0.00 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%.
    Catalyst OT MF F/C Fuel cut to prevent catalyst from overheating during misfire Not Avl or Avail
    • Avail: "Fuel cut to prevent catalyst from overheating during misfire" available
    • Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available
    		 -
    • When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder.
    • For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder.
    Cat OT MF F/C History History of fuel cut to prevent catalyst from overheating during misfire ON or OFF OFF - This can be used to tell whether there was a large amount of misfires concentrated in a certain cylinder.
    Cat OT MF F/C Cylinder#1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfire malfunction is detected) ON or OFF OFF - -
    Cat OT MF F/C Cylinder#2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfire malfunction is detected) ON or OFF OFF - -
    Cat OT MF F/C Cylinder#3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfire malfunction is detected) ON or OFF OFF - -
    Cat OT MF F/C Cylinder#4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfire malfunction is detected) ON or OFF OFF - -
  22. Various Vehicle Conditions 5 (All Data) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Engine Speed (Starter Off) Engine speed when starter off Min.: 0 rpm, Max.: 51199 rpm - Idling (engine warmed up): 1277 rpm This is the engine speed immediately after starting the engine.
    Starter Count Number of times starter turned on after ignition switch to ON Min.: 0, Max.: 255 - -
    • Indicates the number of times starter turned ON in the current driving cycle. (However, starter ON due to stop and start system operation is not included in the count.)
    • Number of times starter turned ON before engine started displayed in the 1 position.
    • Number of times starter turned ON after engine started displayed in the 10 position.
    Example:If "21" is displayed on the Techstream, the starter was turned ON 1 time before engine start and turned ON 2 times after engine start. (The maximum value for each counter is 9 times before engine start and 11 times after engine start)
    Run Dist of Previous Trip Distance driven during previous trip Min.: 0.00 km (0.00 mile), Max.: 655.35 km (407.23 mile) - -
    • Before 5 seconds elapse after starting the engine, which is DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip.
    • After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal.
    HINT: Run Dist of Previous Trip in 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 the DTCs other than P1604 were detected, the value indicates the distance driven during the current trip.
  23. Rough Idle (All Data) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Compression Leakage Count Compression leakage count Min.: 0
    Max.: 255    		 0 - When the counter displays 5 or higher during an engine stall, startability malfunction or rough idle, it may be the result of pressure loss caused by deposits jamming the valve, etc.
    Rough Idle Status Status of the rough idle status Normal
    Misfire
    Continuous poor combustion
    Intermittent poor combustion
    Low frequency poor combustion    		 Normal - The following list of statuses indicates the degree and frequency of rough idling from highest to lowest.
    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
    Plural Cylinders Rough Idle Status of the plural cylinders rough idle ON or OFF OFF - Indicates multiple cylinders are the cause of rough idling when ON.
    Rough Idle #1 Status of the rough idle #1 ON or OFF OFF -
    • Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON.
    • This item indicates cylinders which are likely to be the cause of rough idle.
    Rough Idle #2 Status of the rough idle #2 ON or OFF OFF - Same as Rough Idle #1
    Rough Idle #3 Status of the rough idle #3 ON or OFF OFF - Same as Rough Idle #1
    Rough Idle #4 Status of the rough idle #4 ON or OFF OFF - Same as Rough Idle #1
  24. Various Vehicle Conditions 6 (All Data) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Engine Starting Time Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm) Min.: 0 ms, Max.: 655350 ms - -
    • This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm.
    • This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms.
    Previous Trip Coolant Temp Engine coolant temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - -
    • Before 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature at the end of the previous trip.
    • After 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature during the current trip.
    Previous Trip Intake Temp Intake air temperature during previous trip Min.: -40°C (-40°F), Max.: 215°C (419°F) - -
    • Before 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature at the end of the previous trip.
    • After 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature during the current trip.
    Engine Oil Temperature 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.
    Fuel Cut Elps Time Time elapsed after engine runs at high speed Min.: 0 sec, Max.: 68746 sec - - The time elapsed after a fuel cut after high engine speed has occurred (the engine speed at which fuel cut occurs + 500 rpm or more).
    Initial Engine Battery Minimum Voltage Initial battery minimum voltage Min.: 0 V, Max.: 25.5 V - - -
    Electric Fan Motor Electric fan motors operation status ON or OFF - - -
    Brake Override System Brake override system status ON or OFF ON: Brake override system operating - -
    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.
    Immobilizer Fuel Cut Status of immobilizer fuel cut ON or OFF - - -
    Immobilizer Fuel Cut History Immobilizer fuel cut history ON or OFF OFF - When DTC P1604 is output and Immobilizer Fuel Cut History indicates ON, the engine could not start due to engine immobilizer operation.
    Comm with VALVEMATIC Status of communication with continuously variable valve lift controller assembly Comm or No Comm - - -
    Electrical Load Signal 1 Electrical load signal ON or OFF - - -
    Electrical Load Signal 2 Electrical load signal ON or OFF - - -
    Cruise Main SW Cruise control main switch ON or OFF - - -
  25. Various Vehicle Conditions 6 (Vehicle Information) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Model Code Model code - - - Used for identifying the model code: ZGX10
    Engine Type Engine type - - - Used for identifying the engine type: 3ZRFAE
    Cylinder Number Number of cylinders Min.: 0, Max.: 255 - - Used for identifying the number of cylinders: 4
    Transmission Type Transmission (transaxle) type - - - Used for identifying the transaxle type: CVT
    Transmission Type2 Transmission (transaxle) type - NA - Unused
    Destination Destination - - - -
    Model Year Model year Min.: 1900, Max.: 2155 - - Used for identifying the model year: 20##
    System Identification System identification - - - Used for identifying the engine system: Gasoline (gasoline engine)
  26. Compression (Compression) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    Engine Speed of Cyl #1 Engine speed for cylinder No. 1 Min.: 0 rpm, Max.: 51199 rpm - Reference valve when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #1: 239 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 fuel cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #2 Engine speed for cylinder No. 2 Min.: 0 rpm, Max.: 51199 rpm - Reference valve when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #2: 233 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 fuel cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #3 Engine speed for cylinder No. 3 Min.: 0 rpm, Max.: 51199 rpm - Reference valve when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #3: 233 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 fuel cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    Engine Speed of Cyl #4 Engine speed for cylinder No. 4 Min.: 0 rpm, Max.: 51199 rpm - Reference valve when performing the Active Test with a normal vehicle:
    Engine Speed of Cyl #4: 238 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 fuel cut with the engine cranking.
    • When there is compression loss, the engine speed for that cylinder increases.
    HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
    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.
  27. Air Fuel Ratio Cylinder Imbalance (Gas AF O2 Sensor) 

    Powertrain > Engine and ECT > Data List 

    Tester Display Measurement Item Range Normal Condition Reference Value 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 0.00 -
    • 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 0.00 -
    • 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 0.00 -
    • 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 0.00 -
    • 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 0.00 -
    • The worst value detected during monitoring is displayed.
    • The value is reset when DTCs are cleared.
  28. Transaxle System 1 (All Data) 

    Powertrain > Engine and ECT 

    Tester Display Measurement Item Range Normal Condition Reference Value Diagnostic Note
    SPD (NT) Input turbine speed Min.: 0 rpm
    Max.: 12750 rpm
    • Input turbine speed (NT) equal to engine speed (NE): Lock-up ON (After warming up engine)
    • Input turbine speed (NT) nearly equal to engine speed (NE): Lock-up OFF (Engine idling with shift lever in P or N)
    • 0 rpm: Vehicle stopped with shift lever in R
    		 - Data is displayed in increments of 50 rpm.
    Shift SW Status (P Range) Park/neutral position switch status ON or OFF
    • ON: Shift lever in P
    • OFF: Shift lever not in P
    		 - When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch or shift cable may be incorrect.
    Pattern Switch (PWR/M) Sport mode status OFF or ON
    • ON: Sport mode on
    • OFF: Sport mode off
    		 - -
    Shift SW Status (R Range) Park/neutral position switch status ON or OFF
    • ON: Shift lever in R
    • OFF: Shift lever not in R
    		 - When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch or shift cable may be incorrect.
    Shift SW Status (N Range) Park/neutral position switch status ON or OFF
    • ON: Shift lever in N
    • OFF: Shift lever not in N
    		 - When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch or shift cable may be incorrect.
    Shift SW Status (N, P Range) Supported Status of Park/neutral position switch (N or P) support Supp or Unsupp - - -
    Shift SW Status (N, P Range) Park/neutral position switch status ON or OFF
    • ON: Shift lever in P or N
    • OFF: Shift lever not in P or N
    		 - -
    Sports Shift Up SW Sport shift up switch status ON or OFF
    • ON: Shift lever held in "+"
    • OFF: Shift lever not held in "+"
    		 - -
    Sports Shift Down SW Sport shift down switch status ON or OFF
    • ON: Shift lever held in "-"
    • OFF: Shift lever not held in "-"
    		 - -
    Sports Mode Selection SW Sport mode select switch status ON or OFF
    • ON: Shift lever in M, "+" or "-"
    • OFF: Shift lever not in M,"+" or "-"
    		 - -
    Shift SW Status (D Range) Park/neutral position switch status ON or OFF
    • ON: Shift lever in D or M
    • OFF: Shift lever not in D or M
    		 - When the shift lever position displayed on the Techstream differs from the actual position, the adjustment of the park/neutral position switch or shift cable may be incorrect.
    NT Sensor Voltage Input turbine speed (NT) sensor output voltage Min.: 0.000 V
    Max.: 4.999 V    		 Engine idling (Vehicle stopped with shift lever in P or N): 0.6 to 1.5 V - -
    SPD (NIN) Primary pulley speed (NIN) Min.: 0 rpm
    Max.: 12750 rpm
    • Vehicle stopped: 0 rpm
    • Lock-up on (After warming up engine): Primary pulley speed (NIN) equal to engine speed
    		 - Data is displayed in increments of 50 rpm.
    SPD (NOUT) Secondary pulley speed (NOUT) Min.: 0 rpm
    Max.: 12750 rpm
    • Vehicle stopped: 0 rpm
    • Vehicle cruising at approximately 60 km/h (37 mph): 2975 rpm
    		 - Data is displayed in increments of 50 rpm.
    NOUT Sensor Voltage Secondary pulley speed (NOUT) sensor output voltage Min.: 0.000 V
    Max.: 4.999 V    		 Engine idling: Approximately 2 V - -
  29. 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.
    • As DTCs may be stored when an Active Test or learning is performed, make sure to clear the DTCs before returning the vehicle to the customer.
    1. Warm up the engine.
    2. Turn the ignition switch off.
    3. Connect the Techstream to the DLC3.
    4. Turn the ignition switch to ON.
    5. Turn the Techstream on.
    6. Enter the following menus: Powertrain / Engine and ECT / Active Test.
    7. 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.
      • Perform the test at 3000 rpm or less.
      • 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 / All Data / AFS Voltage B1S1 and O2S B1S2.
      • During the Active Test, air fuel ratio feedback control and feedback learning are stopped.
      Control the Injection Volume for A/F Sensor Change injection volume -12.5%/0%/12.5%
      • All fuel injector assemblies are tested at the same time.
      • Perform the test at 3000 rpm or less.
      • 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 / All Data / AFS Voltage B1S1 and O2S B1S2.
      • During the Active Test, air fuel ratio feedback control and feedback learning are stopped.
      • See waveform *5.
      Activate the VSV for EVAP Control Activate purge VSV control ON/OFF
      • The purge VSV is opened with a approximately 30% duty ratio.
      • See waveform *7.
      Control the Fuel Pump / Speed Activate fuel pump ON/OFF Perform this test when the following conditions are met:
      • Ignition switch is ON.
      • Engine is stopped.
      • Shift lever in P or N.
      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:
        • Ignition switch is ON.
        • Engine is stopped.
        • Shift lever in P or N.
      Control the Idle Fuel Cut Prohibit Prohibit idling fuel cut control ON/OFF Perform this test when the following conditions are met:
      • Ignition switch is ON.
      • Engine is stopped.
      • Shift lever in P or N.
      Prohibit the Catalyst OT Misfire prevent F/C Prohibit catalyst overheat protection fuel cut ON/OFF
      ON: Fuel cut prohibited      		 Perform this test when the vehicle is stopped and the engine speed is 3000 rpm or less.
      Control the Electric Cooling Fan Control electric cooling fan motor ON/OFF Perform this test when the following conditions are met:
      • Ignition switch is ON.
      • Engine is stopped.
      • Shift lever in P or N.
      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:
      • Ignition switch is ON.
      • Engine is stopped.
      • Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more).
      • Shift lever in P or N.
      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 camshaft timing oil control valve assembly (for intake camshaft of bank 1) -128 to 127% (This value added to present camshaft timing oil control valve control duty)
      100%: Maximum advance
      -100%: Maximum retard
      • Engine stalls or idles roughly when the camshaft timing oil control valve assembly is set to 100%.
      • Perform this test when the following conditions are met:
        • Engine is idling.
        • Shift lever in P or N.
        • VALVEMATIC system is normal
      • DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
      • See waveform *8.
      Control the VVT System (Bank1) Turn camshaft timing oil control valve assembly (for intake camshaft of bank 1) on and off ON/OFF
      • Engine stalls or idles roughly when the camshaft timing oil control valve assembly (for intake camshaft of bank 1) is turned on.
      • Engine runs and idles normally when the camshaft timing oil control valve 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 or N.
        • VALVEMATIC system is normal
      • DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
      Control the VVT Exhaust Linear (Bank1) Control camshaft timing oil control valve assembly (for exhaust camshaft of bank 1) -128 to 127% (This value added to present camshaft timing oil control valve control duty)
      100%: Maximum retard
      -100%: Maximum advance
      • Engine stalls or idles roughly when the camshaft timing oil control valve assembly is set to 100%.
      • Perform this test when the following conditions are met:
        • Engine is idling.
        • Shift lever in P or N.
        • VALVEMATIC system is normal
      • DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
      • See waveform *9.
      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
      Control the Select Cylinder Fuel Cut Selected cylinder (cylinder #1 to #4) injector fuel cut #1/#2/#3/#4
      ON/OFF      		 Perform this test when the following conditions are met:
      • Vehicle is stopped.
      • Engine is idling.
      • Shift lever in P or N.
      Control the All Cylinders Fuel Cut Fuel cut for all cylinders ON/OFF Perform this test when the following conditions are met:
      • Vehicle is stopped.
      • Engine is idling.
      • Shift lever in P or N.
      Check the Cylinder Compression Check the cylinder compression pressure ON/OFF Fuel injection and ignition stop of all cylinders.
      *2
      Activate the VALVEMATIC (ENG OFF) Moves continuously variable valve lift controller assembly to position corresponding to minimum or maximum duration High/Low/OFF Perform this test when the following conditions are met:
      • Vehicle is stopped.
      • Engine is stopped.
      • Engine coolant temperature is 0°C (32°F) or higher.
      • Shift lever is in P or N.

      *3
      Activate the VALVEMATIC (ENG ON) Operates VALVEMATIC system to set valve lift to maximum or minimum High/Low/OFF Perform this test when the following conditions are met:
      • Vehicle is stopped.
      • Engine is idling.
      • Engine coolant temperature is 40°C (104°F) or higher.
      • Shift lever is in P or N.
      • VVT system is normal

      *4
      Activate the VALVEMATIC before Warm Up Sets VALVEMATIC system to operating position that occurs before engine warmed up ON/OFF Perform this test when the following conditions are met:
      • Vehicle is stopped.
      • Engine is idling.
      • Engine coolant temperature is 40°C (104°F) or higher.
      • Shift lever is in P or N.
      Activate the VALVEMATIC after Warm Up Sets VALVEMATIC system to operating position that occurs after engine warmed up ON/OFF Perform this test when the following conditions are met:
      • Vehicle is stopped.
      • Engine is idling.
      • Engine coolant temperature is 40°C (104°F) or higher.
      • Shift lever is in P or N.

      *1: Refer to EVAP System.

      Refer to EVAP System [02/2017 - 05/2018] , or refer to EVAP System [05/2018 - 09/2019]

      HINT: 

      *2:

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

      1. Warm up the engine.
      2. Turn the ignition switch off.
      3. Connect the Techstream to the DLC3.
      4. Turn the ignition switch to ON.
      5. Turn the Techstream on.
      6. 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.

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

        HINT: 

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

      8. While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON.

        HINT: 

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

      9. Crank the engine for about 10 seconds.

        HINT: 

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

      10. Monitor the engine speed (Engine Speed of Cyl #1 to #4) displayed on the Techstream.

        HINT: 

        At first, the Techstream displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed.

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

        If the Active Test is changed to OFF while the engine is being cranked, the engine will start.

      12. Push the snapshot button to turn the snapshot function off.
      13. 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.

      14. Check the change in engine speed values.

        HINT: 

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

      HINT: 

      • *3: If the engine is cranked for 5 seconds or more while power to the ECM and continuously variable valve lift controller assembly is cut, perform the "Activate the VALVEMATIC (ENG OFF)" Active Test by selecting "Low". By performing this procedure, the minimum valve lift value for the "continuously variable valve lift controller assembly" can be learned.
      • Refer to the illustration for the intake valve duration, state of VVT operation and VALVEMATIC operation position before and after warming up the engine.
        GTY745304Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
      • *4: While idling with the shift lever in P or N, if the VALVEMATIC before warm up position valve lift switches to "High" or "Low" when "VALVEMATIC Current Angle" follows "VALVEMATIC Target Angle" and the "MAP" changes, the VALVEMATIC system is normal.

    Activate the VALVEMATIC (ENG ON) 

    HINT: 

    • In order to perform the "Active the VALVEMATIC (ENG ON)" Active Test, the VALVEMATIC system must be set to the operating position that occurs before the engine is warmed up (when "VALVEMATIC Current Angle" is approximately 240°CA).
    • "VALVEMATIC Current Angle" can be used to check that the Data List item "VALVEMATIC bef Warm Up" is set to "ON".
    • In order to set the VALVEMATIC system to the operating position that occurs before the engine is warmed up, operate the "VALVEMATIC before Warm Up" Active Test, or restart the engine, and then do not operate the accelerator pedal.
    • When the accelerator pedal is operated after the engine is warmed up, warm up control is performed and the VALVEMATIC system is set to the operating position that occurs after the engine is warmed up.
    1. Start the engine and warm it up until the engine coolant temperature stabilizes. (Engine coolant temperature 40°C or higher)
    2. Turn the ignition switch off.
    3. Connect the Techstream to the DLC3.
    4. Restart the engine.

      HINT: 

      Do not operate the accelerator pedal.

    5. Turn the Techstream on.
    6. Enter the following menus: Powertrain / Engine and ECT / Active Test / Activate the VALVEMATIC (ENG ON) / Data List / MAP, VALVEMATIC Target Angle, VALVEMATIC Current Angle, VALVEMATIC bef Warm Up.
    7. Check the Data List "VALVEMATIC bef Warm Up" display is "ON".

      HINT: 

      If "VALVEMATIC bef Warm Up" is not "ON".

      • Restart the engine. (Do not operate the accelerator pedal.)
      • Perform the Active Test "Activate the VALVEMATIC before Warm Up" to set "VALVEMATIC bef Warm Up" to "ON". (Do not operate the accelerator pedal.)
    8. Set the Active Test "Activate the VALVEMATIC (ENG ON)" to "High" and check that "VALVEMATIC Current Angle" follows "VALVEMATIC Target Angle" and the "MAP" value changes.
    9. Set the Active Test "Activate the VALVEMATIC (ENG ON)" to "OFF", and check that "VALVEMATIC bef Warm Up" returns to "ON".
    10. Set the Active Test "Activate the VALVEMATIC (ENG ON)" to "Low" and check that "VALVEMATIC Current Angle" follows "VALVEMATIC Target Angle" and the "MAP" value changes.

      HINT: 

      After the accelerator pedal is depressed and the Active Test operates once to "Low", "VALVEMATIC bef Warm Up" does not return to "ON". Therefore, in order to repeat the inspection, it is necessary to either perform the Active Test "Activate the VALVEMATIC before Warm Up" to set the VALVEMATIC system to the operating position that occurs before the engine is warmed up, or restart the engine.

      Techstream Operation Result
      High VALVEMATIC Current Angle: 260 deg(CA)
      MAP: 25 to 40 kPa (188 to 300 mmHg)
      Low VALVEMATIC Current Angle: 106 deg(CA)
      MAP: 35 to 65 kPa (263 to 488 mmHg)
    1. If the intake valve advance angle is within the VALVEMATIC operation prohibition range depending on the operating state of the VVT system, the Active Test "Activate the VALVEMATIC (ENG ON)" is prohibited. If the advance angle cannot be detected due to a malfunction in the VVT system, the Active Test "Activate the VALVEMATIC (ENG ON)" is prohibited.

    Reference Waveforms for Active Test 

    • *5: Control the Injection Volume for A/F Sensor (Idling after warming up)
      GTY754795Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

      HINT: 

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

      Tester 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 3.805 V 2.526 V
      O2S B1S2 0.035 V 0.915 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.
    • *6: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Ignition switch to ON)
      GTY740799Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002

      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.
      Tester 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) 13.0% 0.0%
      Throttle Motor Duty (Close) 0.0% 18.0%
    • *7: Activate the VSV for EVAP Control (Idling after warming up)
      GTY766066Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
      Tester 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%
      Injector (Port) 2403 μs 2579 μs
      AFS Voltage B1S1 3.234 V 3.239 V

      HINT: 

      • Even when the Active Test is performed (the purge VSV is opened approximately 30%), the ECM performs air fuel ratio feedback to maintain the air fuel ratio at the stoichiometric ratio. Therefore, by observing the change in the Data List item "Injector (Port)", 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.
    • *8: Control the VVT Linear (Bank 1)
      GTY774490Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
      Tester Display Measurement Item Normal Condition
      Control the VVT Linear (Bank 1) - ←A ←B
      Active Test operation* 30% -30%
      VVT Change Angle #1 56.9 DegFR 0.0 DegFR
      VVT OCV Duty #1 77.8% 34.8%
      VVT Aim Angle #1 47.8% 47.8%

      HINT: 

      • *: Change the control value for Control the VVT Linear to 30% or -30%.
      • 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.
    • *9: Control the VVT Exhaust Linear (Bank 1)
      GTY764954Courtesy of © TOYOTA, LICENSE AGREEMENT TMS1002
      Tester Display Measurement Item Normal Condition
      Control the VVT Exhaust Linear (Bank 1) - ←A ←B
      Active Test operation* 30% -30%
      VVT Ex Chg Angle #1 47.1 DegFR 0.0 DegFR
      VVT Ex OCV Duty #1 80.5% 23.5%
      VVT Ex Hold Lrn Val #1 52.5% 52.5%

      HINT: 

      • *: Change the control value for Control the VVT Exhaust Linear to 30% or -30%.
      • 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.
  30. 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.

    1. Connect the Techstream to the DLC3.
    2. Turn the ignition switch to ON.
    3. Turn the Techstream on.
    4. Enter the following menus: Powertrain / Engine and ECT / Utility / Evaporative System Check.

      Powertrain > Engine and ECT > Utility 

      Tester Display
      Evaporative System Check
    5. Perform the System Check by referring to the chart below.
      Techstream Display Test Part Condition Diagnostic Note
      Evaporative System Check
      (Automatic Mode)      		 Perform 6 steps in order to operate EVAP key-off monitor automatically Fuel temperature is 35°C (95°F) or less, etc.
      Evaporative System Check
      (Manual Mode)      		 Perform 6 steps in order to operate EVAP key-off monitor manually Fuel temperature is 35°C (95°F) or less, etc.
scientia non olet · About LEMON Manuals