Last Modified: 05-13-2024 6.11:8.1.0 Doc ID: RM100000001HSXC
Model Year Start: 2020 Model: Corolla Prod Date Range: [03/2019 - 04/2020]
Title: 2ZR-FAE (ENGINE CONTROL): SFI SYSTEM: DATA LIST / ACTIVE TEST; 2020 MY Corolla [03/2019 - 04/2020]

DATA LIST / ACTIVE TEST

DATA LIST

HINT:

Using the Techstream to read the Data List allows the values or states of switches, sensors, actuators and other items to be read without removing any parts. This non-intrusive inspection can be very useful because intermittent conditions or signals may be discovered before parts or wiring is disturbed. Reading the Data List information early in troubleshooting is one way to save diagnostic time.

NOTICE:

In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not.

HINT:

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

(a) Warm up the engine.

(b) Turn the A/C switch off.

(c) Turn the ignition switch off.

(d) Connect the Techstream to the DLC3.

(e) Turn the ignition switch to ON.

(f) Turn the Techstream on.

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

HINT:

  • To display the list box, press the pull down menu button next to Primary. Then select a measurement group.
  • When you select a measurement group, the ECU data belonging to that group is displayed.
  • Measurement Group List / Description
    • All Data / All data
    • Primary / -
    • Engine Control / Engine control system related data
    • Gas General / -
    • Gas AF Control / Air fuel ratio control system related data
    • Gas AF Control (D4) / Air fuel ratio control system related data (D4)
    • Gas AF O2 Sensor / Air fuel ratio sensor and heated oxygen sensor related data
    • Gas Throttle / Gasoline throttle system related data
    • Gas Intake Control / Intake control system related data
    • Gas Valve Control / Valve control system related data
    • Gas Misfire / "Misfire" related data
    • Gas Starting / "Difficult to start" related data
    • Gas Rough Idle / "Rough idle" related data
    • Gas Evaporative / Evaporative system related data
    • Gas CAT Converter / Catalyst converter related data
    • Flexible Fuel Vehicle / Flexible fuel vehicle related data
    • Check Mode / Check mode related data
    • Monitor Status / Monitor status related data
    • Ignition / Ignition system related data
    • Charging Control / Charging control system related data
    • Compression / Data used during "Check the Cylinder Compression" Active Test
    • AT / Automatic transaxle system related data
    • Vehicle Information / Vehicle information
    • Catalytic Converter / Catalyst converter related data
    • AF/O2 Sensor Operation (Banked) / Air fuel ratio control system related data
    • AF/O2 Sensor Operation (Inline) / Air fuel ratio control system related data

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

HINT:

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

Various Vehicle Conditions 1 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Vehicle Speed

Vehicle speed

Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)

Actual vehicle speed
  • This is the current vehicle speed.
  • The vehicle speed is detected using the wheel speed sensors.
    • Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the Freeze Frame Data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.
    • To accurately confirm whether the vehicle was stopped or not, use "SPD (NOUT)", which is the CVT output speed (for CVT models).

Engine Speed

Engine speed

Min.: 0 rpm, Max.: 16383 rpm
  • 600 to 700 rpm: Idling (for Manual Transaxle models)
  • 700 to 800 rpm: Idling (for CVT models)

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

Calculate Load

Load calculated by ECM

Min.: 0%, Max.: 100%

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

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

Vehicle Load

Vehicle load

Min.: 0%, Max.: 25700%

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

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

HINT:

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

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

(Intake airflow (gm/sec) is MAF)

MAF

Airflow rate from mass air flow meter sub-assembly

Min.: 0 gm/sec, Max.: 655.35 gm/sec
  • 1.0 to 3.0 gm/sec: Idling
  • 5.0 to 10.0 gm/sec: 3000 rpm (without load)

This is the intake air amount measured by the mass air flow meter sub-assembly.

Atmosphere Pressure

Atmospheric pressure

Min.: 0 kPa (0 psi), Max.: 255 kPa (36.98 psi)

Equivalent to atmospheric pressure (absolute pressure)
  • Standard atmospheric pressure: 101 kPa(abs) [14.65 psi(abs)]
  • For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (0.15 psi). This varies by weather.

MAP

Intake manifold pressure

Min.: 0 kPa (0 psi), Max.: 255 kPa (36.98 psi)
  • 80 to 110 kPa(abs) [11.6 to 15.95 psi(abs)]: Ignition switch ON
  • 20 to 40 kPa(abs) [2.9 to 5.8 psi(abs)]: Idling (engine warmed up, A/C off and shift lever in P or neutral)

This is the intake manifold pressure.

HINT:

  • When the ignition switch is ON, the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa(abs) [14.65 psi(abs)]).
  • 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 166°C (331°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 higher than 135°C (275°F), the sensor circuit is open or shorted.
  • Check if the engine overheats when the value indicates higher than 135°C (275°F).

Intake Air

Intake air temperature

Min.: -40°C (-40°F), Max.: 140°C (284°F)

Equivalent to temperature at location of mass air flow meter sub-assembly

This is the intake air temperature.

HINT:

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

Ambient Temperature

Ambient temperature

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

Equivalent to ambient air temperature

This is the ambient temperature.

HINT:

After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature will be approximately equal.

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 V, Max.: 65.535 V

11 to 14 V: Ignition switch ON

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

Glow Indicator Supported

Status of glow indicator supported

Unsupp or Supp

Unsupp

This item is display only CVT models.

Glow Indicator

Glow indicator

ON or OFF

OFF

This item is display only CVT models.

Throttle Control 1 (Gas Throttle)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Accelerator Position

Accelerator pedal position

Min.: 0%, Max.: 399.9%

Actual accelerator pedal position

This is the accelerator pedal position defined using the learned fully released position (sensor output) of accelerator pedal position sensor No. 1 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

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

HINT:

If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal.

Accel Sens. No.2 Volt %

Absolute accelerator pedal position No. 2

Min.: 0%, Max.: 100%
  • 24 to 40%: Accelerator pedal fully released
  • 68 to 95%: Accelerator pedal fully depressed

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

Throttle Control 2 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Accel Sensor Out No.1

Accelerator pedal position sensor No. 1 voltage

Min.: 0 V, Max.: 4.98 V
  • 0.5 to 1.1 V: Accelerator pedal fully released
  • 2.6 to 4.5 V: Accelerator pedal fully depressed

This is the raw voltage from the accelerator pedal position sensor No. 1.

Accel Sensor Out No.2

Accelerator pedal position sensor No. 2 voltage

Min.: 0 V, Max.: 4.98 V
  • 1.2 to 2.0 V: Accelerator pedal fully released
  • 3.4 to 4.75 V: Accelerator pedal fully depressed

This is the raw voltage from the accelerator pedal position sensor No. 2.

Throttle Control 3 (Gas Throttle)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Accelerator Idle Position

Whether or not accelerator pedal position sensor detecting released accelerator pedal

ON or OFF

ON: Accelerator pedal fully released

This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.

Accel Fully Close Learn #1

Accelerator fully released learned value No. 1

Min.: 0 deg, Max.: 124.5 deg

-

This is the value of accelerator pedal position sensor No. 1 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

-

This is the value of accelerator pedal position sensor No. 2 learned when the accelerator pedal is released.

Throttle Sensor Volt %

Absolute throttle position sensor No. 1

Min.: 0%, Max.: 100%
  • 10 to 22%: Accelerator pedal fully released
  • 64 to 96%: Accelerator pedal fully depressed (engine running)

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

HINT:

If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.

Throttle Sensor #2 Volt %

Absolute throttle position sensor No. 2

Min.: 0%, Max.: 100%
  • 42 to 62%: Accelerator pedal fully released
  • 92 to 100%: Accelerator pedal fully depressed (engine running)

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

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
  • 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

-
  • 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 V, Max.: 4.98 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%, Max.: 100%
  • 0%: Accelerator pedal fully released
  • 50 to 80%: Accelerator pedal fully depressed (engine running)
  • This is the throttle valve opening amount used for engine control.

    (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idle speed during idling.)

  • This value has no meaning when the ignition switch is ON and the engine is stopped.

Throttle Position No.1

Throttle position sensor No. 1 output voltage

Min.: 0 V, Max.: 4.98 V

Almost same as "Throttle Require Position"

  • 0.5 to 1.1 V: Accelerator pedal fully released
  • 3.2 to 4.8 V: Accelerator pedal fully depressed
  • 0.6 to 1.4 V: Fail-safe operating

This is the throttle position sensor No. 1 output voltage.

Throttle Position No.2

Throttle position sensor No. 2 output voltage

Min.: 0 V, Max.: 4.98 V
  • 2.1 to 3.1 V: Accelerator pedal fully released
  • 4.6 to 4.98 V: Accelerator pedal fully depressed
  • 2.1 to 3.1 V: Fail-safe operating

This is the throttle position sensor No. 2 output voltage.

Throttle Position Command

Throttle position command value

Min.: 0 V, Max.: 4.98 V

-

Throttle Position Command is the same value as Throttle Require Position.

Throttle Sens Open Pos #1

Throttle position sensor No. 1

Min.: 0 V, Max.: 4.98 V

0.6 to 1.4 V

This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the ignition switch to ON.

Throttle Sens Open Pos #2

Throttle position sensor No. 2

Min.: 0 V, Max.: 4.98 V

1.7 to 2.5 V

This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the ignition switch to ON.

Throttle Motor Current

Throttle actuator current

Min.: 0 A, Max.: 19.9 A

0 to 3.0 A: Idling
  • 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
  • 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

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 V, Max.: 4.98 V

0.4 to 1.0 V: Accelerator pedal fully released
  • 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 to ON.

+BM Voltage

+BM voltage

Min.: 0 V, Max.: 79.998 V

11 to 14 V: Ignition switch 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 deg, Max.: 499.99 deg

-

This value has no meaning when the ignition switch is ON and the engine is stopped.

Idle Speed Control (Gas Rough Idle)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

ISC Flow

Flow rate calculated using information from mass air flow meter sub-assembly

Min.: 0 L/s, Max.: 79.99 L/s

-

This is the total ISC airflow amount (the amount of intake air necessary to maintain idling).

HINT:

ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount

ISC Position

Requested throttle opening amount calculated using ISC control

Min.: 0 deg, Max.: 499.99 deg

-

This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow).

ISC Feedback Value

ISC feedback amount

Min.: -40 L/s, Max.: 39.99 L/s

-

This is the feedback amount necessary to adjust the airflow amount to maintain the target idling speed.

HINT:

When the idling speed differs from the target, the feedback amount is adjusted. If the feedback amount becomes more than a certain value, this will be reflected in the ISC learned airflow value.

ISC Learning Value

ISC learned airflow value

Min.: -40 L/s, Max.: 39.99 L/s

-

This is the learned value of the airflow amount necessary for engine idling.

HINT:

  • If ISC Feedback Value becomes more than a certain value, this will be reflected in ISC Learning Value.
  • ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount

Electric Load Feedback Val

Compensation flow rate according to electrical load

Min.: -40 L/s, Max.: 39.99 L/s

-

This is the ISC compensation amount determined according to the electrical load.

Air Conditioner FB Val

Compensation flow rate according to air conditioner load

Min.: -40 L/s, Max.: 39.99 L/s

-

This is the ISC compensation amount determined according to the air conditioner load.

Low Revolution Control

Low engine speed control operation state

ON or OFF

-
  • This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 rpm).
    • 900 rpm (when the engine coolant temperature is 10°C [50°F])
    • 850 rpm (when the engine coolant temperature is 30°C [86°F])
    • 750 rpm (when the engine coolant temperature is 60°C [140°F])

      Before 5 seconds elapse after starting the engine, this parameter indicates the status of the previous trip.

      After 5 seconds elapse after starting the engine, this parameter indicates the status of the current trip.

      HINT:

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

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

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

  • For use when engine stall, starting problems or rough idle is present.

Neutral Control

Neutral control status

ON or OFF

-

-

N Range Status

Shift lever N status

ON or OFF

ON: Shift lever in P or N

This item is displayed only for CVT models.

Eng Stall Control FB Flow

Intake air compensation flow rate

Min.: -40 L/s, Max.: 39.99 L/s

-
  • The intake air amount and ignition timing are adjusted when there is a large decrease in engine speed (for example, a decrease to 550 rpm or less) in order to prevent engine stall.
  • For use when engine stall, starting problems or rough idle is present.

Fuel System 1 (Gas General)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Injector (Port)

Injection period of the No. 1 cylinder

Min.: 0 μs, Max.: 65535 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 ml, Max.: 2.047 ml

0 to 0.15 ml: Idling

This is the fuel injection volume for 10 injections.

Engine Fuel Rate

Engine fuel rate

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

-

This item is displayed only except Mexico models.

Vehicle Fuel Rate

Vehicle fuel rate

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

-

This item is displayed only except Mexico models.

Fuel Pump/Speed Status

Fuel pump status

ON or OFF

ON: Starter on or engine running

-

EVAP System 1 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Vacuum Pump

Key-off EVAP system leak detection pump status

ON or OFF

-
  • This item changes to ON during the key-off EVAP monitor which is performed approximately 5 hours after the ignition switch is turned off*.
  • This item is displayed only except Mexico models.

*: Click here 2020 - 2023 MY Corolla [01/2019 - 11/2022]; 2ZR-FAE (ENGINE CONTROL): SFI SYSTEM: EVAP System

Fuel System 2 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Current Fuel Type

Current fuel type

-

Gasoline/petrol

-

EVAP System 2 (Gas Evaporative)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

EVAP (Purge) VSV

Purge VSV control duty

Min.: 0%, Max.: 100%

-
  • 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%, Max.: 399.9%

-
  • This is the percentage of total engine airflow contributed by EVAP purge operation.

    (Evap Purge Flow = Purge flow / Engine airflow x 100 (%))

  • It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV.

Purge Density Learn Value

Purge density learned value

Min.: -200, Max.: 199.993

-
  • 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 psi), Max.: 1441.77 kPa (209.07 psi)

Approximately 100 kPa(abs) [14.5 psi(abs)]: Ignition switch ON
  • This is the EVAP system pressure monitored by the canister pressure sensor.
  • This item is displayed only except Mexico models.

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 (-104.53 psi), Max.: 720.874 kPa (104.53 psi)

Approximately 100 kPa(abs) [14.5 psi(abs)]: Ignition switch ON

This item is displayed only except Mexico models.

EVAP System Vent Valve

Key-off EVAP system vent valve status

ON or OFF
  • OFF: Vent
  • ON: Closed

This item is displayed only except Mexico models.

EVAP Purge VSV

VSV status for EVAP control

ON or OFF

-

This parameter displays ON when EVAP (Purge) VSV is approximately 30% or higher, and displays OFF when the VSV duty ratio is less than 30%.

Purge Cut VSV Duty

Purge VSV duty

Min.: 0%, Max.: 399.9%

-

-

Air Fuel Ratio Control 1 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Target Air-Fuel Ratio

Target air fuel ratio

Min.: 0, Max.: 1.99

0.8 to 1.2: During idling
  • This is the target air fuel ratio used by the ECM.
  • 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.

Air Fuel Ratio Control 2 (Gas AF O2 Sensor)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

AF Lambda B1S1

Output air fuel ratio associated with bank 1 sensor 1

Min.: 0, Max.: 1.99
  • Value less than 1 (0.000 to 0.999) = Rich
  • 1 = Stoichiometric air fuel ratio
  • Value more than 1 (1.001 to 1.999) = Lean

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

AFS Voltage B1S1

Air fuel ratio sensor output voltage for bank 1 sensor 1

Min.: 0 V, Max.: 7.99 V

2.8 to 3.8 V: Idling
  • 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 mA, Max.: 127.99 mA

-0.5 to 0.5 mA: Idling (engine warmed up)
  • With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor 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%, Max.: 399.9%

0 to 100%: Idling (engine warmed up)

When the value is any value except 0%, current is being supplied to the heater.

O2S B1S2

Heated oxygen sensor output voltage for bank 1 sensor 2

Min.: 0 V, Max.: 1.275 V

0 to 1 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.

O2S Impedance B1S2

Heated oxygen sensor impedance for bank 1 sensor 2

Min.: 0 ohm, Max.: 21247.67 ohm

5 to 15000 ohm

After driving approx. 10 min. in an urban area: 5 to 15000 ohm

HINT:

When the value is outside the range of 5 to 15000 ohm, there is a problem in the heated oxygen sensor or sensor circuit.

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 A, Max.: 4.999 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%, Max.: 99.2%

-15 to 15%

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.

Short FT B1S2

Short-term fuel trim for bank 2

Min.: -100%, Max.: 99.2%

-

-

Long FT B1S1

Long-term fuel trim for bank 1

Min.: -100%, Max.: 99.2%

-15 to 15%
  • The ECM will learn the Long FT B1S1 values based on Short FT B1S1. The goal is to keep Short FT B1S1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio.
  • This 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.

Long FT B1S2

Long-term fuel trim for bank 2

Min.: -100%, Max.: 99.2%

-

-

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.

HINT:

CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B1S1 is approximately 1.0 and AFS Voltage B1S1 is approximately 3.3 V.

Fuel System Status #2

Fuel system status for bank 2

Unused, OL, CL, OLDrive, OLFault or CLFault

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).

Ignition System (Ignition)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

IGN Advance

Ignition timing advance for No. 1 cylinder

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

5 to 15 deg: Idling

-

Knock Feedback Value

Knocking feedback value

Min.: -1024 deg(CA), Max.: 1023.9 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 deg(CA), Max.: 1023.9 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 deg(CA), Max.: 15.93 deg(CA)

-
  • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
  • It may be possible to use this item to help determine specific cylinders which are not operating normally.

Idle Spark Advn Ctrl #2

Individual cylinder timing advance compensation amount (No. 2)

Min.: 0 deg(CA), Max.: 15.93 deg(CA)

-
  • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
  • It may be possible to use this item to help determine specific cylinders which are not operating normally.

Idle Spark Advn Ctrl #3

Individual cylinder timing advance compensation amount (No. 3)

Min.: 0 deg(CA), Max.: 15.93 deg(CA)

-
  • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
  • It may be possible to use this item to help determine specific cylinders which are not operating normally.

Idle Spark Advn Ctrl #4

Individual cylinder timing advance compensation amount (No. 4)

Min.: 0 deg(CA), Max.: 15.93 deg(CA)

-
  • This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
  • It may be possible to use this item to help determine specific cylinders which are not operating normally.

VVT Control (Gas Valve Control)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

VVT Control Status #1

Variable Valve Timing (VVT) control status for bank 1

ON or OFF

-
  • ON: The ECM 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%, 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 state of the VVT controller.

VVT Change Angle #1

VVT displacement angle for bank 1

Min.: 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 cam position sensor signal is being output.

VVT OCV Duty #1

VVT camshaft timing oil control valve operation duty for bank 1

Min.: 0%, Max.: 399.9%

-

-

VVT Ex Hold Lrn Val #1

VVT exhaust hold duty ratio learned value for bank 1

Min.: 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 retarded state of the VVT controller.

VVT Ex Chg Angle #1

VVT exhaust displacement angle for bank 1

Min.: 0 DegFR, Max.: 639.9 DegFR

-

-

VVT Ex OCV Duty #1

VVT exhaust camshaft timing oil control valve duty for bank 1

Min.: 0%, Max.: 399.9%

-

-

VVT Target Angle #1

VVT target angle

Min.: 0 DegFR, Max.: 639.9 DegFR

-

-

VVT Ex Target Angle #1

VVT exhaust target angle

Min.: 0 DegFR, Max.: 639.9 DegFR

-

-

VALVEMATIC System (Gas Valve Control)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

VALVEMATIC Target Angle

VALVEMATIC target duration

Min.: 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 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)

Intake Valve Operation Angle

  • Minimum duration: 106 deg(CA)
  • Maximum duration: 280 deg(CA)

VALVEMATIC Shaft Sensor Voltage

VALVEMATIC shaft sensor voltage

Min.: 0 V, Max.: 4.980 V

-

This item is displayed only except Mexico models.

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 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
  • *
  • *: One of the items which shows the operating state of the VALVEMATIC is ON.

Various Vehicle Conditions 2 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

VN Turbo Type

VN turbo type

Not Avl, Commo, Vacuum, CAN Com or DC

Not Avl

Indicates the VN turbo vane actuation method.

Catalyst (Gas CAT Converter)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Catalyst Temp B1S1

Catalyst temperature for bank 1 sensor 1

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

-
  • This is the temperature of the front catalyst estimated by the ECM.
  • 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°C (-40°F), Max.: 6513.5°C (11756.3°F)

-

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

Engine Exhaust Flow Rate

Exhaust flow rate

Min.: 0 kg/h, Max.: 13107 kg/h

-

This item is displayed only except Mexico models.

Various Vehicle Conditions 3 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

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

Neutral position switch status

ON or OFF

ON: Shift lever in neutral
  • This item is displayed only for Manual Transaxle models.
  • This item is displayed only except Mexico models.

Neutral Position SW Signal

Park/Neutral position switch status

ON or OFF

ON: Shift lever in P or N

This item is display only CVT models.

Clutch Switch

Clutch switch status

ON or OFF

ON: Clutch pedal depressed

This item is displayed only for Manual Transaxle models.

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

-

Immobiliser Communication

Immobiliser communication

ON or OFF

ON: Normal

-

Check Mode (Check Mode)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Check Mode

Check mode

ON or OFF

ON: Check mode on
  • *

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.

Click here 2020 - 2023 MY Corolla [01/2019 - 11/2022]; 2ZR-FAE (ENGINE CONTROL): SFI SYSTEM: CHECK MODE PROCEDURE

Test Result (Monitor Status)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Complete Parts Monitor

Comprehensive component monitor

Not Avl or Avail

-
  • *1

Fuel System Monitor

Fuel system monitor

Not Avl or Avail

-
  • *1

Misfire Monitor

Misfire monitor

Not Avl or Avail

-
  • *1

EGR/VVT Monitor

EGR/VVT monitor

Not Avl or Avail

-
  • *1

EGR/VVT Monitor

EGR/VVT monitor

Compl or Incmpl

-
  • *1

O2S(A/FS) Heater Monitor

O2S (A/FS) heater monitor

Not Avl or Avail

-
  • *1

O2S(A/FS) Heater Monitor

O2S (A/FS) heater monitor

Compl or Incmpl

-
  • *1

O2S(A/FS) Monitor

O2S (A/FS) monitor

Not Avl or Avail

-
  • *1

O2S(A/FS) Monitor

O2S (A/FS) monitor

Compl or Incmpl

-
  • *1

A/C Monitor

A/C monitor

Not Avl or Avail

-
  • *1

A/C Monitor

A/C monitor

Compl or Incmpl

-
  • *1

2nd Air Monitor

2nd air monitor

Not Avl or Avail

-
  • *1

2nd Air Monitor

2nd air monitor

Compl or Incmpl

-
  • *1

EVAP Monitor

EVAP monitor

Not Avl or Avail

-
  • *1

EVAP Monitor

EVAP monitor

Compl or Incmpl

-
  • *1

Heated Catalyst Monitor

Heated catalyst monitor

Not Avl or Avail

-
  • *1

Heated Catalyst Monitor

Heated catalyst monitor

Compl or Incmpl

-
  • *1

Catalyst Monitor

Catalyst monitor

Not Avl or Avail

-
  • *1

Catalyst Monitor

Catalyst monitor

Compl or Incmpl

-
  • *1

Component Monitor ENA

Comprehensive component monitor

Unable or Enable

-
  • *2

Component Monitor CMPL

Comprehensive component monitor

Compl or Incmpl

-
  • *2

Fuel System Monitor ENA

Fuel system monitor

Unable or Enable

-
  • *2

Fuel System Monitor CMPL

Fuel system monitor

Compl or Incmpl

-
  • *2

Misfire Monitor ENA

Misfire monitor

Unable or Enable

-
  • *2

Misfire Monitor CMPL

Misfire monitor

Compl or Incmpl

-
  • *2

EGR/VVT Monitor ENA

EGR monitor

Unable or Enable

-
  • *2

EGR/VVT Monitor CMPL

EGR monitor

Compl or Incmpl

-
  • *2

Heater Monitor ENA

O2S (A/FS) heater monitor

Unable or Enable

-
  • *2

Heater Monitor CMPL

O2S (A/FS) heater monitor

Compl or Incmpl

-
  • *2

O2S(A/FS) Monitor ENA

O2S (A/FS) monitor

Unable or Enable

-
  • *2

O2S(A/FS) Monitor CMPL

O2S (A/FS) monitor

Compl or Incmpl

-
  • *2

A/C Monitor ENA

A/C monitor

Unable or Enable

-
  • *2

A/C Monitor CMPL

A/C monitor

Compl or Incmpl

-
  • *2

2nd Air Monitor ENA

2nd air monitor

Unable or Enable

-
  • *2

2nd Air Monitor CMPL

2nd air monitor

Compl or Incmpl

-
  • *2

EVAP Monitor ENA

EVAP monitor

Unable or Enable

-
  • *2

EVAP Monitor CMPL

EVAP monitor

Compl or Incmpl

-
  • *2

Heated Cat Monitor ENA

Heated catalyst monitor

Unable or Enable

-
  • *2

Heated Cat Monitor CMPL

Heated catalyst monitor

Compl or Incmpl

-
  • *2

Catalyst Monitor ENA

Catalyst monitor

Unable or Enable

-
  • *2

Catalyst Monitor CMPL

Catalyst monitor

Compl or Incmpl

-
  • *2

*1:

Avail: The monitor is available on the vehicle.

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

Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This item does not change when the 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:

This item is displayed only except Mexico models.

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.

Various Vehicle Conditions 4 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

# 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).

Warmup Cycle Cleared DTC

Warmup cycles after DTCs cleared

Min.: 0, Max.: 255

-
  • This is the number of warmup cycles after the DTCs were cleared.
  • This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory).

    *: An engine warmup is defined as the engine coolant temperature rising 20°C (36°F) or higher and reaching a temperature of 70°C (158°F) or higher after the engine is started.

Dist Batt Cable Disconnect

Distance driven after battery cable disconnected

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

Total distance vehicle driven after battery cable disconnected

-

IG OFF Elapsed Time

Time after ignition switch off

Min.: 0 min, Max.: 655350 min

Cumulative time after ignition switch off

This item is displayed only except Mexico models.

OBD Requirements

OBD requirement

-
  • OBD II (California ARB) (except Mexico models)
  • EOBD (Euro OBD) (for Mexico models)

-

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)

-

-

Misfire (Gas Misfire)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Ignition Trig. Count

Ignition counter

Min.: 0, Max.: 65535

0 to 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 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

-

Various Vehicle Conditions 5 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Engine Speed (Starter Off)

Engine speed when starter off

Min.: 0 rpm, Max.: 51199 rpm

-

This is the engine speed immediately after starting the engine.

Starter Count

Number of times starter turned on after ignition switch turned to ON

Min.: 0, Max.: 255

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

Example:

If "21" is displayed on the 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 km (0 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.

Rough Idle (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

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
  • This item is displayed only for CVT models.

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.
  • This item is displayed only for CVT models.

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.
  • This item is displayed only for CVT models.

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

Various Vehicle Conditions 6 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

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.

Minimum Engine Speed

Minimum engine speed

Min.: 0 rpm, Max.: 51199 rpm

-
  • This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed.
  • For use when engine stall, starting problems or rough idle is present.
  • This item is displayed only for Manual Transaxle models.

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).

Electric Fan Motor

Electric fan motors operation status

ON or OFF

-

-

Electric Cooling Fan Drive Count when IG OFF

Electric cooling fan drive count status when ignition switch off

Min.: 0, Max.: 255

-

-

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.

Immobiliser Fuel Cut

Status of immobiliser fuel cut

ON or OFF

-

-

Immobiliser Fuel Cut History

Immobiliser fuel cut history

ON or OFF

OFF

When DTC P1604 is output and Immobiliser Fuel Cut History indicates ON, the engine could not start due to engine immobiliser operation.

Fuel Remaining Volume

Fuel remaining volume rate

Min.: 0%, Max.: 100%

100%: Fuel tank is full

This item is displayed only except Mexico models.

Comm with VALVEMATIC

Status of communication with continuously variable valve lift controller assembly

Comm or No Comm

Comm: Ignition switch ON

-

Electrical Load Signal 1

Electrical load signal

ON or OFF

-

-

Electrical Load Signal 2

Electrical load signal

ON or OFF

-

-

Cruise Main SW

Status of the cruise control main switch

ON or OFF

-

-

Various Vehicle Conditions 7 (Vehicle Information)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Model Code

Model code

-

-

Used for identifying the model code: ZRE212#

Engine Type

Engine type

-

-

Used for identifying the engine type: 2ZRFAE

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 or MT

Transmission Type2

Transmission (transaxle) type

-

NA

Unused

Destination

Destination

-

-
  • Used for identifying the destination: A (except Mexico models)
  • Used for identifying the destination: W (for Mexico models)

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)

Compression (Compression)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Engine Speed of Cyl #1

Engine speed for cylinder No. 1

Min.: 0 rpm, Max.: 51199 rpm

-
  • This is output only when Check the Cylinder Compression is performed using the Active Test.
  • This is the engine speed for each cylinder measured during the 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

-
  • 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

-
  • 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

-
  • 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.

Air Fuel Ratio Cylinder Imbalance (Gas AF O2 Sensor)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

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.
  • This item is displayed only except Mexico models.

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.
  • This item is displayed only except Mexico models.

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.
  • This item is displayed only except Mexico models.

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.
  • This item is displayed only except Mexico models.

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.
  • This item is displayed only except Mexico models.

Various Vehicle Conditions 8 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display

Measurement Item

Range

Normal Condition

Diagnostic Note

Shift SW Status (R Range)

Back-up light switch status

ON or OFF
  • ON: Shift lever in R
  • OFF: Shift lever not in R

-

Actual Engine Percent Torque

Actual engine percent torque

Min.: -125%, Max.: 130%

-

This item is displayed only except Mexico models.

Engine Reference Torque (Fixed Value)

Engine reference torque

Min.: 0 Nm, Max.: 65535 Nm

-

This item is displayed only except Mexico models.

Engine Friction Percent Torque

Engine friction percent torque

Min.: -125%, Max.: 130%

-

This item is displayed only except Mexico models.

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.

(a) Warm up the engine.

(b) Turn the ignition switch off.

(c) Connect the Techstream to the DLC3.

(d) Turn the ignition switch to ON.

(e) Turn the Techstream on.

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

(g) 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 / Data List / 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 / Data List / AFS Voltage B1S1 and O2S B1S2.
  • During the Active Test, air fuel ratio feedback control and feedback learning are stopped.
  • See waveform *6.

Activate the VSV for Evap Control

Activate purge VSV control

ON/OFF
  • The purge VSV is opened with 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 (neutral).

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 (neutral).

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 (neutral).

Prohibit the Catalyst OT Misfire prevent F/C

Prohibit fuel cut which prevents catalyst from overheating during misfire

ON/OFF

ON: Fuel cut prohibited

Confirm that 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 (neutral).

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.
  • Shift lever in P or N (neutral).

Control the ETCS Open/Close Fast Speed

Throttle actuator

Close/Open

Open: Throttle valve opens quickly
  • Same as above.
  • See waveform *8.

Control the VVT Linear (Bank1)

Control camshaft timing oil control valve assembly (for intake camshaft)

-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 (neutral).
    • 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.

Control the VVT System (Bank1)

Turn camshaft timing oil control valve assembly (for intake camshaft) on and off

ON/OFF
  • Engine stalls or idles roughly when the camshaft timing oil control valve assembly (for intake camshaft) is turned on.
  • Engine runs and idles normally when the camshaft timing oil control valve assembly (for intake camshaft) is off.
  • Perform this test when the following conditions are met:
    • Engine is idling.
    • Shift lever in P or N (neutral).
    • 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)

-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 (neutral).
    • 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 *10.

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 (neutral).

*2

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 (neutral).

Check the Cylinder Compression

Check the cylinder compression pressure

ON/OFF

Fuel injection and ignition stop of all cylinders.

*3

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 40°C (104°F) or higher.
  • Shift lever is in P or N (neutral).

*4

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 (neutral).
  • VVT system is normal

*5

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 (neutral).

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 (neutral).

*1: Refer to EVAP System. (except Mexico models)

Click here 2020 - 2023 MY Corolla [01/2019 - 11/2022]; 2ZR-FAE (ENGINE CONTROL): SFI SYSTEM: EVAP System

NOTICE:

*2:

  • If the display of the Data List item "Catalyst OT MF F/C" item is Not Avl, perform this Active Test with the vehicle stopped and the engine idling.
  • If the display of the Data List item "Catalyst OT MF F/C" item is Avail, perform this Active Test as described below.
    1. Clear the DTCs.
    2. Turn the ignition switch to ON.
    3. Enter the Control the Select Cylinder Fuel Cut.
    4. Select the cylinder for fuel cut (No. 1 to No. 4 cylinder) and turn the Active Test ON.
    5. Start the engine.

HINT:

*3:

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

  1. Warm up the engine.
  2. Turn the ignition switch off.
  3. Connect the 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 Active Test button to change Check the Cylinder Compression to ON.

    HINT:

    After performing the above procedure, the Active Test 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.

    NOTICE:

    • In order to protect the starter assembly, do not crank the engine continuously for 20 seconds or more.
    • If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to 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.
    • Make sure the battery is fully charged before performing this Active Test.

    HINT:

    • At first, the Techstream will display extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, the engine speed measurement of each cylinder will change to the actual engine speed.
    • If the cylinder engine speed values (Engine Speed of Cyl #1 to #4) displayed in the Data List do not change from an extremely high value, return to the Active Test menu screen, change "Check the Cylinder Compression" to ON and crank the engine again within 1 second.
  11. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.

    NOTICE:

    • If the Active Test is changed to OFF while the engine is being cranked, the engine will start.
    • When performing the Active Test, DTC P1604 (Startability Malfunction) may be stored.
    • After performing the Active Test, make sure to check and clear DTCs.
  12. Push the snapshot button to turn the snapshot function off.
  13. Select "Stored Data" on the 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:

  • *4: 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.
  • *5: While idling with the shift lever in P or N (neutral), 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 (104°F) 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 (3.6 to 5.8 psi)

    Low

    VALVEMATIC Current Angle: 106 deg(CA)

    MAP: 35 to 65 kPa (5.1 to 9.4 psi)

  • 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

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

    HINT:

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

    Techstream Display

    Measurement Item

    Normal Condition

    Control the Injection Volume for A/F Sensor

    -

    ▲A

    ▲B

    Active Test operation

    -12.5%

    12.5%

    AFS Voltage B1S1

    3.912 V

    2.951 V

    O2S B1S2

    0.075 V

    0.975 V

    HINT:

    • During the Active Test, air fuel ratio feedback control and feedback learning are stopped.
    • Usually, the value of AFS Voltage B1S1 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 B1S1 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 B1S2 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 B1S2 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.
  • *7: Activate the VSV for Evap Control (Idling after warming up)

    Techstream Display

    Measurement Item

    Normal Condition

    Activate the VSV for Evap Control

    -

    ▲A

    ▲B

    Active Test operation

    ON

    OFF

    EVAP (Purge) VSV

    29.8%

    0.0%

    Injector (Port)

    1813 μs

    2367 μs

    AFS Voltage B1S1

    3.341 V

    3.385 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.
  • *7: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Ignition switch ON, accelerator pedal fully depressed)

    HINT:

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

    Techstream Display

    Measurement Item

    Normal Condition

    Control the ETCS Open/Close Fast Speed

    -

    ▲A

    ▲B

    Active Test operation

    Open

    Close

    Throttle Position Command

    2.597 V

    0.761 V

    Throttle Position No.1

    2.597 V

    0.761 V

    Throttle Motor Duty (Open)

    18.0%

    0.0%

    Throttle Motor Duty (Close)

    0.0%

    15.0%
  • *9: Control the VVT Linear (Bank 1) (Idling after warming up)

    Techstream Display

    Measurement Item

    Normal Condition

    Control the VVT Linear (Bank 1)

    -

    ▲A

    ▲B

    Active Test operation*

    25%

    -25%

    VVT Change Angle #1

    54.2 DegFR

    0.0 DegFR

    VVT OCV Duty #1

    74.2%

    24.2%

    VVT Aim Angle #1

    49.2%

    49.2%

    HINT:

    • *: Change the control value for Control the VVT Linear to 25% or -25%.
    • The Control the VVT Linear Active Test considers the value of VVT Aim Angle #1 to be 0 and raises or lowers the duty ratio with respect to VVT Aim Angle #1.
    • The sum of the control value for the Control the VVT Linear Active Test and the value of VVT Aim Angle #1 is approximately equal to the value of VVT OCV Duty #1.
    • 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 #1 when the system starts advancing or retarding the timing and the rate of change of VVT Change Angle #1.
  • *10: Control the VVT Exhaust Linear (Bank 1) (Idling after warming up)

    Techstream Display

    Measurement Item

    Normal Condition

    Control the VVT Exhaust Linear (Bank 1)

    -

    ▲A

    ▲B

    Active Test operation*

    20%

    -20%

    VVT Ex Chg Angle #1

    40.8 DegFR

    0.0 DegFR

    VVT Ex OCV Duty #1

    62.4%

    22.4%

    VVT Ex Hold Lrn Val #1

    42.4%

    42.4%

    HINT:

    • *: Change the control value for Control the VVT Exhaust Linear to 20 or -20%.
    • The Control the VVT Exhaust Linear Active Test considers the value of VVT Ex Hold Lrn Val #1 to be 0 and raises or lowers the duty ratio with respect to VVT Ex Hold Lrn Val #1.
    • The sum of the control value for the Control the VVT Exhaust Linear Active Test and the value of VVT Ex Hold Lrn Val #1 is approximately equal to the value of VVT Ex OCV Duty #1.
    • 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 #1 when the system starts advancing or retarding the timing and the rate of change of VVT Ex Chg Angle #1.

SYSTEM CHECK

(a) EVAPORATIVE 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 table 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.
  • If no pending DTCs are output after performing this test, the system is functioning normally.
  • Refer to EVAP System Inspection Procedure.

    Click here 2020 - 2023 MY Corolla [01/2019 - 11/2022]; 2ZR-FAE (ENGINE CONTROL): SFI SYSTEM: EVAP System

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.
  • Used to detect malfunctioning parts.
  • Refer to EVAP System Inspection Procedure.

    Click here 2020 - 2023 MY Corolla [01/2019 - 11/2022]; 2ZR-FAE (ENGINE CONTROL): SFI SYSTEM: EVAP System