Total Distance Traveled
|
Total distance traveled
|
Min.: 0, Max.: 16777215
|
-
|
-
|
Total Distance Traveled - Unit
|
Total Distance Traveled unit
|
km or mile
|
-
|
-
|
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.
-
There is a delay in when the vehicle speed data is displayed. Therefore, even if the vehicle speed listed in the Freeze Frame Data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.
|
Engine Speed
|
Engine speed
|
Min.: 0 rpm, Max.: 16383 rpm
|
750 to 850 rpm: Idling (shift lever in P, engine warmed up and A/C off)
|
When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.
|
Calculate Load
|
Load calculated by ECM
|
Min.: 0%, Max.: 100%
|
-
|
|
Vehicle Load
|
Vehicle load
|
Min.: 0%, Max.: 25700%
|
Actual vehicle load
|
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 value of Mass Air Flow Sensor)
|
Mass Air Flow Sensor
|
Airflow rate from mass air flow meter sub-assembly
|
Min.: 0 gm/sec, Max.: 655.35 gm/sec
|
-
1.5 to 3.3 gm/sec: Idling (engine warmed up)
-
8.0 to 13.0 gm/sec: 3000 rpm (without load)
|
This is the intake air amount measured by the mass air flow meter sub-assembly.
|
Atmospheric Pressure
|
Atmospheric pressure
|
Min.: 0 kPa (0 psi), Max.: 255 kPa (36.98 psi)
|
Equivalent to atmospheric pressure
|
-
This value is calculated based on the atmospheric pressure sensor.
-
Standard atmospheric pressure: 101 kPa(abs) [14.65 psi(abs)]
-
For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (0.15 psi). This varies depending on the weather.
|
Intake Manifold Absolute Pressure
|
Intake manifold absolute pressure
|
Min.: 0 kPa (0 psi), Max.: 2047.96 kPa (296.95 psi)
|
-
80 to 110 kPa (11.6 to 15.95 psi): Ignition switch ON
-
18 to 38 kPa (2.6 to 5.5 psi): Idling with warmed up engine
|
-
This is the intake manifold pressure.
-
This item is the pressure detected by the manifold absolute pressure sensor and is used for air fuel ratio control and EGR valve control.
HINT:
When the 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)]).
|
Intake Manifold Absolute Pressure Supported
|
Status of Intake Manifold Absolute Pressure
|
Unsupp or Supp
|
Supp
|
-
|
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 will be 80 to 110°C (176 to 230°F).
-
After a long soak, the engine oil temperature, intake air temperature and ambient air temperature will be approximately equal.
-
If the value is -40°C (-40°F), or higher than 168 °C (334 °F), the sensor circuit is open or shorted.
|
Coolant Temperature
|
Engine coolant temperature
|
Min.: -40°C (-40°F), Max.: 140°C (284°F)
|
75 to 100°C (167 to 212°F): After warming up
|
This is the engine coolant temperature.
HINT:
-
After warming up the engine, the engine coolant temperature will be 75 to 100°C (167 to 212°F).
-
After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature will be approximately equal.
-
If the value is -40°C (-40°F), or higher than 135°C (275°F), the sensor circuit is open or shorted.
-
Check if the engine overheats if the value indicated is higher than 135°C (275°F).
|
Intake Air Temperature
|
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 engine intake air temperature.
HINT:
-
After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature will be approximately equal.
-
If the value is -40°C (-40°F), or higher than 128°C (262°F), the sensor circuit is open or shorted. (except Mexico Models)
-
If the value is -40°C (-40°F), or higher than 138°C (280°F), the sensor circuit is open or shorted. (for Mexico Models)
|
Ambient Temperature
|
Ambient temperature
|
Min.: -40°C (-40°F), Max.: 215°C (419°F)
|
Equivalent to ambient 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 sec, Max.: 65535 sec
|
Time after engine start
|
This is the time elapsed since the engine was started.
|
IG-ON Coolant Temperature
|
Engine coolant temperature when the ignition switch is turned to ON
|
Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)
|
-
|
This is the engine coolant temperature stored when the ignition switch is turned to ON.
|
Initial Engine Coolant Temperature
|
Engine coolant temperature when the engine is started
|
Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)
|
-
|
This is the engine coolant temperature stored when the engine is started.
|
IG-ON Intake Air Temperature
|
Intake air temperature when the ignition switch is turned to ON
|
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.
|
Initial Engine Intake Air Temperature
|
Intake air temperature when the engine is started
|
Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)
|
-
|
This is the intake air temperature stored when the engine is started.
|
Battery Voltage
|
Battery voltage
|
Min.: 0 V, Max.: 65.5 V
|
11 to 14 V: Ignition switch ON
|
If 11 V or less, characteristics of some electrical components may change.
|
BATT Voltage
|
Battery voltage
|
Min.: 0 V, Max.: 79.998 V
|
11 to 14 V: Ignition switch ON
|
If 11 V or less, characteristics of some electrical components may change.
|
IG2 / IGP
|
Status of IGP terminal
|
ON or OFF
|
IG ON: ON
|
-
|
IGR
|
Status of IGR terminal
|
ON or OFF
|
IG ON: ON
|
-
|
Glow Indicator Supported
|
Status of the Glow Indicator
|
Unsupp or Supp
|
Unsupp or Supp
|
-
|
Engine Oil Pressure
|
Engine oil pressure
|
Min.: 0 kPa, Max.: 5119.921 kPa
|
-
80 to 120 kPa(gauge): 1000 rpm (engine oil temperature is 75 to 85 °C [167 to 185 °F])
-
80 to 120 kPa(gauge): 2000 rpm (engine oil temperature is 75 to 85 °C [167 to 185 °F])
-
200 to 300 kPa(gauge): 3000 rpm (engine oil temperature is 75 to 85 °C [167 to 185 °F])
|
-
This is the engine oil pressure.
-
During idling to low engine speed, the oil pressure control valve assembly is turned on to reduce oil pressure. At engine speeds other than low engine speeds, the oil pressure control valve assembly is turned off to drastically raise the oil pressure.
|
Engine Oil Pressure Control Valve
|
Oil pressure control valve assembly operation current
|
Min.: 0 mA, Max.: 4999.92 mA
|
Approximately 1000 mA: Ignition switch ON
|
The oil pressure control valve drive current is displayed. When the system is operating normally, a low value is displayed when the oil pressure is to be high, and a high value is displayed when the oil pressure is to be low.
|
Intake Camshaft Position Sensor Voltage
|
Camshaft position sensor (for intake camshaft) voltage
|
Min.: 0 V, Max.: 4.999 V
|
-
|
-
|
Intake Camshaft Position Sensor Speed Bank 1
|
Intake camshaft speed
|
Min.: 0 rpm, Max.: 65535 rpm
|
-
|
This item is displayed only for K121.
|
Exhaust Camshaft Position Sensor Voltage
|
Camshaft position sensor (for exhaust camshaft) voltage
|
Min.: 0 V, Max.: 4.999 V
|
-
|
-
|
Exhaust Camshaft Position Sensor Speed Bank 1
|
Exhaust camshaft speed
|
Min.: 0 rpm, Max.: 65535 rpm
|
-
|
This item is displayed only for K121.
|
Crankshaft Position Sensor Voltage
|
Crankshaft position sensor voltage
|
Min.: 0 V, Max.: 4.999 V
|
-
|
-
|
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 No. 1 accelerator pedal position sensor as 0% and the fully depressed position as 100%.
|
Accelerator Position (Monitoring Processor)
|
Represents the degree of recognition of the accelerator opening on the ECM side
|
Min.: 0%, Max.: 399.99%
|
Actual accelerator pedal position
|
-
|
Accelerator Position Sensor No.1 Voltage %
|
Absolute No. 1 accelerator pedal position
|
Min.: 0%, Max.: 100%
|
-
10 to 22%: Accelerator pedal fully released
-
52 to 90%: Accelerator pedal fully depressed
|
The No. 1 accelerator pedal position sensor output is converted using 5 V = 100%.
HINT:
If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal.
|
Accelerator Position Sensor No.2 Voltage %
|
Absolute No. 2 accelerator pedal position
|
Min.: 0%, Max.: 100%
|
-
24 to 40%: Accelerator pedal fully released
-
68 to 95%: Accelerator pedal fully depressed
|
The No. 2 accelerator pedal position sensor output is converted using 5 V = 100%.
|
Accelerator Position Sensor No.1 Voltage
|
No. 1 accelerator pedal position sensor 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 voltage output from the No. 1 accelerator pedal position sensor.
|
Accelerator Position Sensor No.2 Voltage
|
No. 2 accelerator pedal position sensor 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 voltage output from the No. 2 accelerator pedal position sensor.
-
The No. 2 accelerator pedal position sensor is used to monitor the No. 1 accelerator pedal position sensor. When there is a malfunction in the No. 1 accelerator pedal position sensor, the ECM uses the No. 2 accelerator pedal position sensor to control the engine.
|
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.
|
Accelerator Position Sensor No.1 Fully Closed Learn Value
|
Accelerator fully released learned value (No. 1)
|
Min.: 0 deg, Max.: 124.5 deg
|
-
|
This is the value of No. 1 accelerator pedal position sensor learned when the accelerator pedal is released.
|
Accelerator Position Sensor No.2 Fully Closed Learn Value
|
Accelerator fully released learned value (No. 2)
|
Min.: 0 deg, Max.: 124.5 deg
|
-
|
This is the value of No. 2 accelerator pedal position sensor learned when the accelerator pedal is released.
|
Engine Starting Torque Control Count
|
Engine starting torque control count
|
Min.: 0, Max.: 255
|
-
|
-
|
Throttle Position Sensor No.1 Voltage %
|
Absolute No. 1 throttle position sensor
|
Min.: 0%, Max.: 100%
|
-
10 to 22%: Accelerator pedal fully released
-
64 to 96%: Accelerator pedal fully depressed (engine running)
|
The No. 1 throttle position sensor output is converted using 5 V = 100%.
HINT:
If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.
|
Throttle Position Sensor No.2 Voltage %
|
Absolute No. 2 throttle position sensor
|
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%.
|
System Guard
|
System guard
|
ON or OFF
|
ON: Idling or throttle actuator operating
|
-
When there is a difference between the target and actual throttle valve opening angles, this item changes to OFF and the electronic throttle control system operation is disabled.
-
OFF: Electronic throttle control is stopped.
|
Open Side Malfunction
|
Open malfunction
|
ON or OFF
|
OFF
|
This item indicates a malfunction in the electronic throttle when the throttle valve is open.
|
Throttle Request Position
|
Required throttle position
|
Min.: 0 V, Max.: 4.98 V
|
0.6 to 1.1 V: Idling (A/C off and shift lever in P)
|
The value of this item is calculated by the ECM and shows the voltage for the target throttle valve position.
|
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.
-
The value of this item has no meaning when the ignition switch ON and the engine is not running.
-
The throttle valve opening amount during idle is indicated by 0%.
|
Throttle Position Sensor No.1 Voltage
|
No. 1 throttle position sensor output voltage
|
Min.: 0 V, Max.: 4.98 V
|
-
0.6 to 1.1 V: Accelerator pedal fully released
-
3.2 to 4.8 V: Accelerator pedal fully depressed (engine running)
-
0.6 to 1.4 V: Fail-safe operating
|
This is the No. 1 throttle position sensor output voltage.
|
Throttle Position Sensor No.2 Voltage
|
No. 2 throttle position sensor 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 (engine running)
-
2.1 to 3.1 V: Fail-safe operating
|
This is the No. 2 throttle position sensor output voltage.
|
Throttle Position Command
|
Throttle position command value
|
Min.: 0 V, Max.: 4.98 V
|
0.6 to 1.1 V: Idling with warm engine (A/C off and shift lever in P)
|
The value displayed for this item is the same as Throttle Request Position.
|
Throttle Position Sensor Open Position No.1
|
No. 1 throttle position sensor
|
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. If the accelerator pedal is released, the throttle valve is kept open by the throttle valve opener when the ignition switch is ON.
|
Throttle Position Sensor Open Position No.2
|
No. 2 throttle position sensor
|
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. If the accelerator pedal is released, the throttle valve is kept open by the throttle valve opener when the ignition switch is ON.
|
Throttle Motor Current
|
Throttle actuator current
|
Min.: 0 A, Max.: 19.9 A
|
0 to 3.0 A: Idling with warmed up engine (A/C off and shift lever in P)
|
When the value of this item is large but the actual opening angle (Throttle Position Sensor No.1 Voltage) does not reach the target opening angle (Throttle Request Position), there is an "unable to open" malfunction.
|
Throttle Motor Duty Ratio
|
Throttle actuator
|
Min.: 0%, Max.: 100%
|
0 to 22%: Idling with warmed up engine (A/C off and shift lever in P)
|
This is the output duty ratio of the throttle actuator drive circuit.
|
Throttle Motor Duty Ratio (Open)
|
Throttle actuator duty ratio (open)
|
Min.: 0%, Max.: 255%
|
0 to 40%: Idling with warmed up engine (A/C off and shift lever in P)
|
This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal.
|
Throttle Motor Duty Ratio (Close)
|
Throttle actuator duty ratio (close)
|
Min.: 0%, Max.: 255%
|
0 to 40%: Idling with warmed up engine (A/C off and shift lever in P)
|
This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal.
HINT:
During idle, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, if carbon deposits have built 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 the "Throttle Motor Duty Ratio (Open)" signal.
|
Throttle Position Sensor Fully Closed Learn Value
|
Throttle valve fully closed position (learned value)
|
Min.: 0 V, Max.: 4.98 V
|
0.4 to 1.0 V: Ignition switch ON, accelerator pedal fully released
|
-
The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. The ECM calculates the learned value based on the position of the throttle valve when the accelerator pedal is released and the throttle valve motor is not operating.
-
Learning is performed immediately after the ignition switch is turned to ON.
|
+BM Voltage
|
+BM voltage
|
Min.: 0 V, Max.: 79.998 V
|
11 to 14 V: Ignition switch ON
|
This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P065714 (open or short circuit) and P06579E (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 or throttle actuator operating
|
-
|
Throttle Air Flow Learn Value (Area 1)
|
Throttle air flow learning value of area 1
|
Min.: 0, Max.: 1.99
|
-
|
-
|
Throttle Air Flow Learn Value (Area 2)
|
Throttle air flow learning value of area 2
|
Min.: 0, Max.: 1.99
|
-
|
-
|
Throttle Air Flow Learn Value (Area 3)
|
Throttle air flow learning value of area 3
|
Min.: 0, Max.: 1.99
|
-
|
-
|
Throttle Air Flow Learn Value (Calculated Value)
|
Throttle air flow learning value (calculated value)
|
Min.: 0, Max.: 1.99
|
-
|
-
|
Throttle Air Flow Learn Value (Atmosphere Pressure Offset Value)
|
Throttle air flow learning value (atmosphere pressure offset value)
|
Min.: 0, Max.: 2.55
|
-
|
-
|
Low Revolution Control
|
Low engine speed control operation state
|
ON or OFF
|
OFF
|
This item indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This item changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (if the A/C switch is on, the engine speed thresholds below are increased by 100 to 200 rpm).
-
900 rpm (when the engine coolant temperature is 10°C [50°F])
-
850 rpm (when the engine coolant temperature is 30°C [86°F])
-
750 rpm (when the engine coolant temperature is 60°C [140°F])
Before 5 seconds have elapsed since the engine was started, this item indicates the status of the previous trip.
After 5 seconds have elapsed since the engine was started, this item indicates the status of the current trip.
HINT:
The engine is considered to be started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after the engine is started, this item changes to ON and remains ON for the rest of the trip.
ON: The engine speed decreased immediately after starting the engine.
OFF: The engine speed did not decrease immediately after starting the engine.
|
Neutral Control
|
Neutral control status
|
ON or OFF
|
OFF: Idling, shift lever in P
|
-
|
N Range Status
|
Shift lever N status
|
ON or OFF
|
ON: Shift lever in P or N
|
-
|
Engine Stall Control F/B Flow
|
ISC torque lower limit value to prevent engine stall
|
Min.: -1024 Nm, Max.: 1023.96 Nm
|
-
|
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 the engine from stalling.
|
ISC F/B Learn Torque
|
ISC feedback learning torque
|
Min.: -1024 Nm, Max.: 1023.96 Nm
|
-6 to 6 Nm: Idling (engine warmed up, A/C off and shift lever in P)
|
This item represents compensation value necessary to make the engine run at the target idle speed. This value expresses the difference between the actual torque and estimated torque. For example, when this value is positive, maintaining the idle speed requires more torque than the estimated torque.
|
ISC Total AUXS Torque
|
ISC total AUXS torque
|
Min.: -1024 Nm, Max.: 1023.96 Nm
|
7 to 50 Nm: Idling (engine warmed up, A/C off and shift lever in P)
|
This item represents the total of each estimated load torque when the engine is idling. (The total load torque of engine friction, alternator, air conditioner, CVT, etc.)
|
ISC F/B Torque
|
ISC feedback torque
|
Min.: -1024 Nm, Max.: 1023.96 Nm
|
-6 to 6 Nm: Idling (engine warmed up, A/C off and shift lever in P)
|
This item expresses the feedback compensation value (torque) necessary to make the engine run at the target idle speed.
HINT:
When the engine does not run at the target idle speed, ISC F/B Torque will increase or decrease.
|
Sum of ISC F/B Torque (Recent)
|
ISC feedback torque (recent)
|
Min.: -1024 Nm, Max.: 1023.96 Nm
|
-7 to 14 Nm: Idling (engine warmed up, A/C off and shift lever in P)
|
This item expresses the feedback compensation value (torque) necessary to make the engine quickly match the target idle speed.
HINT:
When the engine does not run at the target idle speed, Sum of ISC F/B Torque (Recent) first increases or decreases, and subsequently, that decrease or increase is conveyed to the ISC F/B Torque (which controls the amount of intake air).
|
ISC AUXS Torque (Alternator)
|
ISC AUXS torque (alternator)
|
Min.: -1024 Nm, Max.: 1023.96 Nm
|
0 to 40 Nm: Idling (engine warmed up, A/C off and shift lever in P)
|
This item expresses the ISC compensation amount (estimated torque) according to the alternator load.
|
ISC AUXS Torque (Air Conditioner)
|
ISC AUXS torque (air conditioner)
|
Min.: -1024 Nm, Max.: 1023.96 Nm
|
5 to 25 Nm: Idling (engine warmed up, A/C on and shift lever in P)
|
This item expresses the ISC compensation torque (estimated torque) according to the air conditioner compressor load.
|
Throttle Air Flow F/B Value
|
Throttle air flow feedback value
|
Min.: -4096000 L/s, Max.: 4095875 L/s
|
-
|
This item expresses the throttle air flow feedback value.
|
Throttle Position
|
Throttle position
|
Min.: 0 deg, Max.: 499.99 deg
|
-
|
-
|
Target Fuel Pressure (High)
|
Target fuel pressure (for high pressure side)
|
Min.: 0 kPa, Max.: 655350 kPa
|
2400 to 20000 kPag: 3000 rpm (warmed up engine, A/C off and shift lever in P), direct injection control
|
This item indicates the target fuel pressure for the fuel pump (for high pressure side).
|
Target Fuel Pressure (High) Supported
|
Status of Target Fuel Pressure (High) supported
|
Unsupp or Supp
|
Supp
|
-
|
Target Fuel Pressure (Low) / Target Fuel Pressure 2
|
Target fuel pressure (for low pressure side)
|
Min.: 0 kPa, Max.: 655350 kPa
|
300 to 530 kPag: Idling with warmed up engine (A/C off and shift lever in P)
|
This item indicates the target fuel pressure for the fuel pump (for low pressure side).
|
Target Fuel Pressure (Low) / Target Fuel Pressure 2 Supported
|
Status of Target Fuel Pressure (Low) / Target Fuel Pressure 2 supported
|
Unsupp or Supp
|
Supp
|
-
|
Fuel Pressure (High)
|
Fuel pressure (for high pressure side)
|
Min.: 0 kPa, Max.: 655350 kPa
|
2400 to 20000 kPag: 3000 rpm (warmed up engine, A/C off and shift lever in P), direct injection control
|
This item indicates the fuel pressure (for high pressure side).
|
Fuel Pressure (High) Supported
|
Status of Fuel Pressure (High) supported
|
Unsupp or Supp
|
Supp
|
-
|
Fuel Pressure (Low) / Fuel Pressure 2
|
Fuel pressure (for low pressure side)
|
Min.: 0 kPa, Max.: 655350 kPa
|
300 to 530 kPag: Idling with warmed up engine (A/C off and shift lever in P)
|
This item indicates the fuel pressure (for low pressure side).
|
Fuel Pressure (Low) / Fuel Pressure 2 Supported
|
Status of Fuel Pressure (Low) / Fuel Pressure 2 supported
|
Unsupp or Supp
|
Supp
|
-
|
VSV for Vent Valve
|
Key-off EVAP system vent valve status
|
ON or OFF
|
-
|
Active Test item [Activate the Vent Valve] support data1*.
|
Vacuum Pump
|
Key-off EVAP system leak detection pump status
|
ON or OFF
|
-
|
Active Test item [Activate the Vacuum Pump] support data1*.
|
Fuel Pump Target Speed
|
Fuel pump target speed (for low pressure side)
|
-32768 to 32767 rpm
|
-
|
-
|
Fuel Pump F/B Offset
|
Feedback compensation level of the fuel pump (low pressure side)
|
-327.68 to 327.67 L/h
|
-
|
-
|
Fuel Pump Control Duty Ratio
|
Fuel pump duty ratio (for low pressure side)
|
Min.: 0%, Max.: 399.9%
|
-
|
This item indicates the duty ratio of the fuel pump (for low pressure side).
|
Low Pressure Fuel Delivery Internal Temperature
|
Low pressure fuel delivery internal temperature
|
-40 to 119.3°C
|
-
|
The fuel temperature is estimated from the engine speed, oil temperature, water temperature, intake air temperature and fuel flow rate.
|
Injector Cylinder #1 (Port)
|
Injection period of the No. 1 cylinder (port injection)
|
Min.: 0 μs, Max.: 65535 μs
|
-
|
-
This is the injection period of the No. 1 cylinder (port injection) (the command value from the ECM).
-
The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Mode".
|
Injection Volume Cylinder #1
|
Injection volume (cylinder 1)
|
Min.: 0 ml, Max.: 2 ml
|
-
|
This is the fuel injection volume for 10 injections.
|
Target Fuel Pressure Offset
|
Target fuel pressure offset
|
Min.: -25%, Max.: 24.8%
|
-
|
-
Active Test item [Control the Target Fuel Pressure Offset] support data.
-
0 is displayed when the Active Test is not being performed.
|
Injection Volume
|
Injection volume
|
Min.: -25%, Max.: 24.8%
|
-
|
-
Active Test item [Control the Injection Volume] or [Control the Injection Volume for A/F Sensor] support data.
-
0 is displayed when the Active Test is not being performed.
|
Engine Fuel Rate
|
Engine fuel rate
|
Min.: 0 gm/sec, Max.: 1310.70 gm/sec
|
-
|
-
|
Vehicle Fuel Rate
|
Vehicle fuel rate
|
Min.: 0 gm/sec, Max.: 1310.70 gm/sec
|
-
|
-
|
Fuel Level Sensor Voltage of Main Tank
|
Fuel level sensor voltage (main tank)
|
0 to 5.1 V
|
-
|
-
|
Fuel Level Sensor Voltage at Previous IG OFF
|
Fuel level sensor voltage (previous IG OFF)
|
0 to 5.1 V
|
-
|
-
|
Low Fuel Pressure Sensor
|
No. 2 fuel pressure sensor (for low pressure side) output
|
Min.: -3276.8 kPa, Max.: 3276.7 kPa
|
300 to 530 kPag: Idling with warmed up engine (A/C off and shift lever in P)
|
This item indicates the fuel pressure (for low pressure side) from the No. 2 fuel pressure sensor (for low pressure side).
|
High Fuel Pressure Sensor
|
Fuel pressure sensor (for high pressure side) output
|
Min.: -64 MPa, Max.: 63.998 MPa
|
2 to 25 MPa: 3000 rpm (warmed up engine, A/C off and shift lever in P), direct injection control
|
This item indicates the fuel pressure (for high pressure side) from the fuel pressure sensor (for high pressure side).
|
High Pressure Fuel Pump Duty Ratio (D4)
|
Fuel pump duty ratio (for high pressure side)
|
Min.: 0%, Max.: 127.5%
|
0 to 50%: 3000 rpm (warmed up engine, A/C off and shift lever in P), direct injection control
|
This item indicates the duty ratio of the electromagnetic spill valve.
|
High Pressure Fuel Pump Discharge Rate
|
Fuel volume required by the high pressure fuel pump
|
Min.: 0 ml, Max.: 2 ml
|
-
|
This item indicates the fuel pump assembly (for high pressure side) discharge amount.
|
High Pressure Fuel Pump Internal Temperature
|
High pressure fuel pump internal temperature
|
-40 to 119.3°C
|
-
|
-
Estimate fuel temperature from engine speed, oil temperature, water temperature, intake air temperature and fuel flow rate.
-
This item is displayed only for Sedan.
|
Injection Mode
|
Injection mode
|
Port / Direct / Either
|
-
|
This item indicates the injection mode.
|
Injection Switching Status
|
Prohibition of changing the D-4S injection method
|
OK or NG
|
-
|
This item indicates whether the Control the Injection Mode Active Test is prohibited.
|
Injection Timing Cylinder #1 (D4)
|
Injection timing (for direct injection)
|
Min.: -3276.8 deg(CA), Max.:3276.7 deg(CA)
|
240 to 360 deg(CA): 3000 rpm (warmed up engine, A/C off and shift lever in P), direct injection control
|
This item indicates the injection timing of the direct fuel injector assembly (No. 1 cylinder).
|
Injection Time Cylinder #1 (D4)
|
Injection time (for direct injection)
|
Min.: 0 μs, Max.: 65535 μs
|
-
|
-
This item indicates the last injection time of the direct fuel injector assembly (No. 1 cylinder).
-
The latest injection timing may be displayed even when fuel injection is not performed. Confirm the injection status by also referring to the Data List item "Injection Mode".
|
Current Fuel Type
|
Current fuel type
|
-
|
Gasoline/petrol
|
-
|
EVAP (Purge) VSV
|
Purge VSV control duty
|
Min.: 0%, Max.: 100%
|
-
|
|
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 (%))
|
EVAP Purge Density Learn Value
|
Purge density learned value
|
Min.: -200, Max.: 199.993
|
-
|
-
This is the proportion of the decrease in injection volume (based on the change in the air fuel ratio feedback compensation value) related to a 1% purge flow rate.
-
When the value of this item is a large negative value, the purge effect is large.
-
The purge density is determined from the change in the air fuel ratio feedback compensation value when purge flow is introduced.
-
Purge density learning is performed so that the feedback compensation value is 0 +/-2%.
HINT:
-
Usually, the value is approximately +/-1.
-
1: The concentration of HC in the purge gas is relatively low.
-
0: The concentration of HC in the purge gas is approximately equal to the stoichiometric air fuel ratio.
-
Large negative values indicate that the concentration of HC in the purge gas is relatively high.
|
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.
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
|
-
|
EVAP Purge VSV
|
VSV status for EVAP control
|
ON or OFF
|
-
|
This item is ON when EVAP (Purge) VSV is approximately 30% or higher, and is OFF when the VSV duty ratio is less than 30%.
|
Purge Cut VSV Duty
|
Purge VSV duty
|
Min.: 0%, Max.: 399.9%
|
-
|
-
|
Target Air-Fuel Ratio
|
Target air fuel ratio
|
Min.: 0, Max.: 2
|
0.8 to 1.2: During idling (engine warmed up)
|
-
This is the target air fuel ratio used by the ECM.
-
1.0 is the stoichiometric air fuel ratio. Values that are more than 1.0 indicate the system attempting to make the air fuel ratio leaner. Values that are less than 1.0 indicate the system attempting to make the air fuel ratio richer.
|
A/F (O2) Lambda Sensor 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.
|
A/F (O2) Lambda Sensor B1S2
|
Output air fuel ratio associated with bank 1 sensor 2
|
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.
|
A/F (O2) Sensor Current B1S1
|
Air fuel ratio sensor (sensor 1) output current
|
Min.: -128 mA, Max.: 127.996 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 (sensor 1) current output is approximately -0.5 to 0.5 mA.
-
When the value is outside the range of 0.47 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (sensor 1) or sensor circuit.
-
Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" Active Test enables the technician to check the output current of the sensor.
|
A/F (O2) Sensor Current B1S2
|
Air fuel ratio sensor (sensor 2) output current
|
Min.: -128 mA, Max.: 127.996 mA
|
-0.5 to 0.5 mA: Idling (engine warmed up)
|
-
A/F (O2) Sensor Current B1S2 display is less than 0 mA: Richer than the stoichiometric air-fuel ratio
-
A/F (O2) Sensor Current B1S2 display is more than 0 mA: Leaner than stoichiometric air-fuel ratio
-
With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (sensor 2) current output is approximately -0.5 to 0.5 mA.
-
When the value is outside the range of 7.5 to 33.13 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (sensor 2) or sensor circuit.
-
Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" Active Test enables the technician to check the output current of the sensor.
|
A/F (O2) Sensor Heater Duty Ratio B1S1
|
Air fuel ratio sensor (sensor 1) heater duty ratio
|
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.
|
A/F Sensor Heater Current Value B1S2
|
Air fuel ratio sensor (sensor 2) heater current
|
Min.: 0 A, Max.: 65.535 A
|
-
|
When the value is any value except 0 A, current is being supplied to the heater.
|
A/F Sensor Heater Duty B1S2
|
Air fuel ratio sensor (sensor 2) heater duty ratio
|
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.
|
A/F Sensor Impedance B1S1
|
Air fuel ratio sensor (sensor 1) impedance
|
Min.: 0 ohm, Max.: 21247.67 ohm
|
5 to 15000 ohm: Idling (engine warmed up)
|
-
|
A/F Sensor Impedance B1S2
|
Air fuel ratio sensor (sensor 2) impedance
|
Min.: 0 ohm, Max.: 21247.67 ohm
|
5 to 15000 ohm: Idling (engine warmed up)
|
-
|
A/F (O2) Sensor +Terminal Voltage B1S1
|
Air fuel ratio sensor (sensor 1) positive terminal voltage
|
Min.: 0 V, Max.: 79.998 V
|
-
|
This item is displayed only for K121.
|
A/F (O2) Sensor -Terminal Voltage B1S1
|
Air fuel ratio sensor (sensor 1) negative terminal voltage
|
Min.: 0 V, Max.: 79.998 V
|
-
|
This item is displayed only for K121.
|
A/F (O2) Sensor Heater Control Duty Ratio B1S1
|
Air fuel ratio sensor (sensor 1) heater control duty ratio
|
Min.: -327.68%, Max.: 327.67%
|
-
|
This item is displayed only for K121.
|
A/F (O2) Sensor Heater Output Duty Ratio B1S1
|
Air fuel ratio sensor (sensor 1) heater output duty ratio
|
Min.: 0%, Max.: 399.99%
|
-
|
This item is displayed only for K121.
|
A/F (O2) Sensor Heater ON Current Value B1S1
|
Air fuel ratio sensor (sensor 1) heater on output current
|
Min.: 0 A, Max.: 65.535 A
|
-0.5 to 0.5 mA: Idling (engine warmed up)
|
This item is displayed only for K121.
|
A/F (O2) Sensor Heater Overcurrent B1S1
|
Air fuel ratio sensor (sensor 1) heater overcurrent
|
OFF or ON
|
OFF
|
This item is displayed only for K121.
|
A/F (O2) Sensor Heater Control Run Time B1S1
|
Time elapsed since air fuel ratio sensor (sensor 1) heater control started
|
Min.: 0 ms, Max.: 65535 ms
|
-
|
This item is displayed only for K121.
|
A/F (O2) Sensor +Terminal Voltage Bank 1
|
Air fuel ratio sensor (sensor 1) positive terminal voltage
|
Min.: 0 V, Max.: 79.998 V
|
-
|
This item is displayed only for K120.
|
A/F (O2) Sensor -Terminal Voltage Bank 1
|
Air fuel ratio sensor (sensor 1) negative terminal voltage
|
Min.: 0 V, Max.: 79.998 V
|
-
|
This item is displayed only for K120.
|
A/F (O2) Sensor Heater Control Duty Ratio Bank1
|
Air fuel ratio sensor (sensor 1) heater control duty ratio
|
Min.: -327.68%, Max.: 327.67%
|
-
|
This item is displayed only for K120.
|
A/F (O2) Sensor Heater Output Duty Ratio Bank1
|
Air fuel ratio sensor (sensor 1) heater output duty ratio
|
Min.: 0%, Max.: 399.99%
|
-
|
This item is displayed only for K120.
|
A/F (O2) Sensor Heater ON Current Value Bank1
|
Air fuel ratio sensor (sensor 1) heater on output current
|
Min.: 0 A, Max.: 65.535 A
|
-0.5 to 0.5 mA: Idling (engine warmed up)
|
This item is displayed only for K120.
|
A/F (O2) Sensor Heater Current-Carrying Status Bank1 (at Heater OFF)
|
Air fuel ratio sensor (sensor 1) heater off energizing status
|
ON or OFF
|
OFF: Ignition switch ON
|
This item is displayed only for K120.
|
A/F (O2) Sensor Heater Overcurrent Bank1
|
Air fuel ratio sensor (sensor 1) heater overcurrent
|
OFF or ON
|
OFF
|
This item is displayed only for K120.
|
A/F (O2) Sensor Heater Control Run Time Bank1
|
Time elapsed since air fuel ratio sensor (sensor 1) heater control started
|
Min.: 0 ms, Max.: 65535 ms
|
-
|
This item is displayed only for K120.
|
A/F (O2) Sensor Heater Short to Ground B1S1
|
Air fuel ratio sensor (sensor 1) heater short to ground
|
ON, OFF or None
|
OFF
|
This item is displayed only for K121.
|
Short FT B1S1
|
Short-term fuel trim
|
Min.: -100%, Max.: 99.21%
|
-20 to 20%
|
This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor (sensor 1) for feedback.
|
Short FT B1S2
|
Short-term fuel trim
|
Min.: -100%, Max.: 99.21%
|
-10 to 10%
|
Maintains the air-fuel ratio at the stoichiometric air-fuel ratio by making minor adjustments to the target air-fuel ratio for the air-fuel ratio calibration during normal driving.
HINT:
-
Other than normal condition: The target air-fuel ratio may be rich or lean.
-
If a positive value or a negative value is continuously output for 5 minutes or more, there may be an exhaust gas leak or a deviation in the air fuel ratio sensor characteristics.
|
Long FT B1S1
|
Long-term fuel trim
|
Min.: -100%, Max.: 99.21%
|
-20 to 20%
|
-
The ECM will learn the Long FT B1S1 values based on Short FT B1S1. The goal is to keep Short FT B1S1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio.
-
This item is used to determine whether the system related to air fuel ratio control is malfunctioning.
-
The condition of the system is determined based on the sum of Short FT B1S1 and Long FT B1S1 (excluding times when the system is in transition).
-
20% or higher: The air fuel ratio may be lean.
-
-20 to 20%: The air fuel ratio can be determined to be normal.
-
-20% or less: The air fuel ratio may be rich.
-
Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT B1S1" indicates the learned value for the current operating range.
[A/F Learn Value Idle (Port) Bank 1], [A/F Learn Value Low (Port) Bank 1], [A/F Learn Value Mid No.1 (Port) Bank 1], [A/F Learn Value Mid No.2 (Port) Bank 1], [A/F Learn Value High (Port) Bank 1], [A/F Learn Value Idle Bank 1], [A/F Learn Value Low Bank 1], [A/F Learn Value Mid No.1 Bank 1], [A/F Learn Value Mid No.2 Bank 1] and [A/F Learn Value High Bank 1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT B1S1" indicates the current engine operating range.
|
Long FT B1S2
|
Long-term fuel trim
|
Min.: -100%, Max.: 99.21%
|
-2 to 2%
|
Learns and records the air-fuel ratio feedback value for "Short FT B1S2".
HINT:
-
-2 to +1%: The air-fuel ratio can be determined to be normal.
-
Other than above: The target air-fuel ratio may be rich or lean.
-
If only "Long FT B1S2" is not as specified, there may be an exhaust gas leak or a deviation in the air fuel ratio sensor characteristics.
|
Total FT Bank 1
|
Total fuel trim
|
Min.: -0.5, Max.: 0.496
|
-0.28 to 0.2: Idling with warm engine
|
Total FT Bank 1 = Short FT B1S1 + Long FT B1S1
|
Fuel System Status Bank 1
|
Fuel system status (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 (sensor 1), which is used for fuel control, is malfunctioning.
|
Fuel System Status Bank 2
|
Fuel system status (bank 2)
|
Unused, OL, CL, OLDrive, OLFault or CLFault
|
Unused
|
-
|
Ignition Timing Cylinder #1
|
Ignition timing advance for No. 1 cylinder
|
Min.: -64 deg, Max.: 63.5 deg
|
-15 to 31 deg: Idling (engine warmed up, A/C off and shift lever in N)
|
-
|
Knock F/B Value
|
Knocking feedback value
|
Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)
|
-17 to 0 deg(CA): Driving at 70 km/h (43 mph)
|
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 F/B 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 F/B Value as close to -3 deg(CA) as possible.
When Knock F/B Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased.
When Knock F/B 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.
HINT:
If Knock F/B 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 F/B Value".
-
When there is knocking or a lack of power, compare the values of following items to another vehicle of the same model.
-
Engine Speed
-
Calculate Load
-
Ignition Timing Cylinder #1
-
Knock F/B Value
-
Knock Correct Learn Value
-
Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced.
-
Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded.
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 does not stop), 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 Advance Control Cylinder #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 Advance Control Cylinder #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 Advance Control Cylinder #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 Advance Control Cylinder #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.
|
Mass Air Flow Circuit
|
Status of the mass air flow meter sub-assembly circuit
|
Normal or Abnormal
|
Normal
|
-
|
Air Flow Meter Output Frequency
|
Mass air flow meter sub-assembly output frequency
|
Min.: 0 kHz, Max.: 9.999 kHz
|
-
|
This item is displayed only for K121.
|
Target EGR Valve Position No.1
|
Target EGR valve position value
|
Min.: 0%, Max.: 100%
|
-
0%: Idling (engine warmed up)
-
0 to 100%: Low load running
|
-
When the engine is cold or idling, at engine start, etc., the value is 0%.
-
When the valve is fully closed, the value is 0%.
-
When the valve is fully open, the value is 100%.
|
Target EGR Valve Position No.1 Supported
|
Status of Target EGR Valve Position No. 1 supported
|
Unsupp or Supp
|
Supp
|
-
|
Actual EGR Valve Position No.1 Supported
|
Status of Actual EGR Valve Position No. 1 supported
|
Unsupp or Supp
|
Unsupp
|
-
|
Target EGR Valve Position No.2 Supported
|
Status of Target EGR Valve Position No. 2 supported
|
Unsupp or Supp
|
Unsupp
|
-
|
Actual EGR Valve Position No.2 Supported
|
Status of Actual EGR Valve Position No. 2 supported
|
Unsupp or Supp
|
Unsupp
|
-
|
EGR Step Position
|
EGR step position
|
Min.: 0 step, Max.: 255 step
|
-
|
Active Test item [Control the EGR Step Position] support data.
|
VVT Advance Fail
|
VVT control failure status
|
ON or OFF
|
OFF: Idling
|
ON: There is an intake VVT timing advance malfunction.
|
Exhaust VVT Retarded Fail
|
Exhaust VVT control failure status
|
ON or OFF
|
OFF: Idling
|
ON: There is an exhaust VVT timing retarded malfunction.
|
Intake VVT Change Angle Bank 1
|
Intake VVT displacement angle
|
Min.: 0 DegFR, Max.: 639.9 DegFR
|
20 to 30 DegFR: Idling (engine warmed up)
|
This is the intake VVT displacement angle.
|
Exhaust VVT Hold Learn Value Bank 1
|
Exhaust VVT hold correct learned value
|
Min.: 0%, Max.: 399.9%
|
0 to 100%: Idling (engine warmed up)
|
-
|
Exhaust VVT Change Angle Bank 1
|
Exhaust VVT displacement angle
|
Min.: 0 DegFR, Max.: 639.9 DegFR
|
0 to 10 DegFR: Idling (engine warmed up)
|
This is the exhaust VVT displacement angle.
|
Exhaust VVT OCV Control Duty Ratio Bank 1
|
Cam timing oil control solenoid operation duty ratio
|
Min.: 0%, Max.: 399.9%
|
0 to 100%: Idling (engine warmed up)
|
-
|
Intake VVT Target Angle Bank 1
|
Intake VVT target angle
|
Min.: 0 DegFR, Max.: 639.9 DegFR
|
25 DegFR: Idling (engine warmed up)
|
-
|
Exhaust VVT Target Angle Bank 1
|
Exhaust VVT target angle
|
Min.: 0 DegFR, Max.: 639.9 DegFR
|
0 DegFR: Idling (engine warmed up)
|
-
|
Intake VVT Timing Most Over-Retarded Learn Value Bank 1
|
Intake VVT maximum retarded angle learned value
|
Min.: 0 deg(CA), Max.: 639.99 deg(CA)
|
19 to 42 deg(CA): Idling (engine warmed up)
|
-
|
Exhaust VVT Timing Most Over-Advanced Learn Value Bank 1
|
Exhaust VVT maximum advanced angle learned value
|
Min.: 0 deg(CA), Max.: 639.99 deg(CA)
|
80 to 102 deg(CA): Idling (engine warmed up)
|
-
|
VVT-iE Duty Ratio Bank 1
|
Cam timing control motor operation duty ratio
|
Min.: -200%, Max.: 199.9%
|
0 to 100%: Idling (engine warmed up)
|
The duty ratio of the cam timing control motor with EDU assembly is displayed.
|
VVT-iE Motor Direction Bank 1
|
VVT-iE motor direction
|
Backward or Forward
|
Forward: Idling (engine warmed up)
|
The direction of rotation of the cam timing control motor with EDU assembly is displayed.
|
VVT-iE Opening Angle Bank 1
|
Cam timing control motor operation angle
|
Min.: 0 deg, Max.: 65 deg
|
-
|
-
Active Test item [Control the VVT-iE Opening Angle Bank 1] support data.
-
0 is displayed when the Active Test is not being performed.
|
Engine Exhaust Flow Rate
|
Exhaust flow rate
|
Min.: 0 kg/h, Max.: 13107 kg/h
|
-
|
-
|
Catalyst Temperature B1S1
|
Front catalyst temperature
|
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 item is included in the conditions used to detect catalyst deterioration (DTC P042000), etc., and should therefore be used as a reference when recreating malfunction conditions.
|
Catalyst Temperature B1S2
|
Rear catalyst temperature
|
Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)
|
-
|
This is the temperature of the rear catalyst estimated by the ECM.
|
Starter SW
|
Starter signal
|
ON or OFF
|
-
ON: Starter operating
-
OFF: Starter not operating
|
-
|
Neutral Position SW
|
Park/Neutral position switch status
|
ON or OFF
|
ON: Shift lever in P or N
|
-
|
Shift SW Status (Neutral) Supported
|
Status of shift switch (neutral) supported
|
Unsupp or Supp
|
Unsupp
|
-
|
Stop Light SW
|
Stop light switch status
|
ON or OFF
|
-
ON: Brake pedal depressed
-
OFF: Brake pedal released
|
-
|
Immobiliser Communication
|
Immobiliser communication
|
ON or OFF
|
ON: Normal
|
-
|
Cruise Main SW
|
Cruise control switch status
|
ON or OFF
|
-
|
-
|
Closed Throttle Position SW
|
Closed throttle position switch status
|
ON or OFF
|
-
ON: Accelerator pedal fully released
-
OFF: Accelerator pedal depressed
|
-
|
Misfire Test Result
|
Check mode result for misfire monitor
|
Compl or Incmpl
|
-
|
-
|
A/F (O2) Sensor B1S2 Test Results
|
Check mode result for air fuel ratio sensor (sensor 2)
|
Compl or Incmpl
|
-
|
-
|
A/F (O2) Sensor B1S1 Test Results
|
Check mode result for air fuel ratio sensor (sensor 1)
|
Compl or Incmpl
|
-
|
-
|
Complete Parts Monitor
|
Comprehensive component monitor
|
Not Avl or Avail
|
-
|
|
Complete Parts Monitor Result
|
Comprehensive component monitor
|
Compl or Incmpl
|
-
|
|
Ignition Monitor
|
Ignition monitor
|
Spark Ignition or Compression Ignition
|
-
|
-
|
Fuel System Monitor
|
Fuel system monitor
|
Not Avl or Avail
|
-
|
|
Fuel System Monitor Result
|
Fuel system monitor
|
Compl or Incmpl
|
-
|
|
Misfire Monitor
|
Misfire monitor
|
Not Avl or Avail
|
-
|
|
Misfire Monitor Result
|
Misfire monitor
|
Compl or Incmpl
|
-
|
|
EGR/VVT Monitor
|
EGR/VVT monitor
|
Not Avl or Avail
|
-
|
|
EGR/VVT Monitor Result
|
EGR/VVT monitor
|
Compl or Incmpl
|
-
|
|
A/F (O2) Sensor Heater Monitor
|
A/F (O2) sensor heater monitor
|
Not Avl or Avail
|
-
|
|
A/F (O2) Sensor Heater Monitor Result
|
A/F (O2) sensor heater monitor
|
Compl or Incmpl
|
-
|
|
A/F (O2) Sensor Monitor
|
A/F (O2) sensor monitor
|
Not Avl or Avail
|
-
|
|
A/F (O2) Sensor Monitor Result
|
A/F (O2) sensor monitor
|
Compl or Incmpl
|
-
|
|
Secondary Air Injection System Monitor
|
Secondary air injection system monitor
|
Not Avl or Avail
|
-
|
|
Secondary Air Injection System Monitor Result
|
Secondary air injection system monitor
|
Compl or Incmpl
|
-
|
|
EVAP Monitor
|
EVAP monitor
|
Not Avl or Avail
|
-
|
|
EVAP Monitor Result
|
EVAP monitor
|
Compl or Incmpl
|
-
|
|
Heated Catalyst Monitor
|
Heated catalyst monitor
|
Not Avl or Avail
|
-
|
|
Heated Catalyst Monitor Result
|
Heated catalyst monitor
|
Compl or Incmpl
|
-
|
|
Catalyst Monitor
|
Catalyst monitor
|
Not Avl or Avail
|
-
|
|
Catalyst Monitor Result
|
Catalyst monitor
|
Compl or Incmpl
|
-
|
|
Component Monitor ENA (Current)
|
Comprehensive component monitor
|
Unable or Enable
|
-
|
|
Component Monitor Result (Current)
|
Comprehensive component monitor
|
Compl or Incmpl
|
-
|
|
Ignition Monitor (Current)
|
Ignition monitor
|
Spark Ignition or Compression Ignition
|
-
|
-
|
Fuel System Monitor ENA (Current)
|
Fuel system monitor
|
Unable or Enable
|
-
|
|
Fuel System Monitor Result (Current)
|
Fuel system monitor
|
Compl or Incmpl
|
-
|
|
Misfire Monitor ENA (Current)
|
Misfire monitor
|
Unable or Enable
|
-
|
|
Misfire Monitor Result (Current)
|
Misfire monitor
|
Compl or Incmpl
|
-
|
|
EGR/VVT Monitor ENA (Current)
|
EGR/VVT monitor
|
Unable or Enable
|
-
|
|
EGR/VVT Monitor Result (Current)
|
EGR/VVT monitor
|
Compl or Incmpl
|
-
|
|
O2 Sensor Heater ENA (Current)
|
A/F (O2) sensor heater monitor
|
Unable or Enable
|
-
|
|
O2 Sensor Heater Monitor Result (Current)
|
A/F (O2) sensor heater monitor
|
Compl or Incmpl
|
-
|
|
A/F (O2) Sensor Monitor ENA (Current)
|
A/F (O2) sensor monitor
|
Unable or Enable
|
-
|
|
A/F (O2) Sensor Monitor Result (Current)
|
A/F (O2) sensor monitor
|
Compl or Incmpl
|
-
|
|
Secondary Air Injection System Monitor ENA (Current)
|
Secondary air injection system monitor
|
Unable or Enable
|
-
|
|
Secondary Air Injection System Monitor Result (Current)
|
Secondary air injection system monitor
|
Compl or Incmpl
|
-
|
|
EVAP Monitor ENA (Current)
|
EVAP monitor
|
Unable or Enable
|
-
|
|
EVAP Monitor Result (Current)
|
EVAP monitor
|
Compl or Incmpl
|
-
|
|
Heated Catalyst Monitor ENA (Current)
|
Heated catalyst monitor
|
Unable or Enable
|
-
|
|
Heated Catalyst Monitor Result (Current)
|
Heated catalyst monitor
|
Compl or Incmpl
|
-
|
|
Catalyst Monitor ENA (Current)
|
Catalyst monitor
|
Unable or Enable
|
-
|
|
Catalyst Monitor Result (Current)
|
Catalyst monitor
|
Compl or Incmpl
|
-
|
|
TC Terminal
|
TC terminal status
|
ON or OFF
|
-
|
Active Test item [Activate the TC Terminal] support data.
|
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 since DTCs were cleared (or since the vehicle left the factory).
|
Warmup Cycle Cleared DTC
|
Warmup cycles after DTCs cleared
|
Min.: 0, Max.: 255
|
-
|
This is the number of warmup cycles after the DTCs were cleared.
|
Distance Traveled from Last Battery 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
|
-
|
Soak IC Current Timer Value
|
Length of most recent soak timer operation
|
Min.: 0 sec, Max.: 614390.625 sec
|
-
|
This item displays the length of time the soak timer operated from when the ignition switch was last turned off until it was turned to ON.
|
Soak IC First Start Time
|
Length of initial soak timer operation
|
0 to 2550 min or Unknown
|
-
|
-
|
Soak Timer Start History
|
History of soak timer operation
|
Unknown, ON or OFF
|
ON: History of soak timer operation exists
|
If the soak timer has not operated in the past, OFF will be displayed.
|
OBD Requirements
|
OBD requirement
|
-
|
-
OBD II (California ARB) (except Mexico Models)
-
EOBD (Euro OBD) (for Mexico Models)
|
-
|
Number of Emission DTC
|
Emissions-related DTCs
|
Min.: 0, Max.: 127
|
-
|
This is the number of emissions-related DTCs stored.
|
Vehicle Speed for PDTC
|
Displays the vehicle speed for universal trip
|
Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)
|
-
|
-
|
Start Status for PDTC
|
Displays whether the ignition switch is ON for universal trip
|
Min.: 0, Max.: 255
|
-
|
-
|
Accelerator Pedal Idle Status for PDTC
|
Displays whether the accelerator pedal is released for universal trip
|
Min.: 0, Max.: 255
|
-
|
-
|
Ignition Trigger Count
|
Ignition counter
|
Min.: 0, Max.: 65535
|
0 to 400
|
-
This is the cumulative number of ignitions.
-
This counter is increased by one for each ignition (this stops when misfire monitoring stops). This value is cleared every 200 revolutions.
-
The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by the value of this item.
-
The misfire rate for each cylinder = Misfire Count Cylinder #1 to #4 / Ignition Trigger Count
HINT:
-
For 4-cylinder engines, the values range from 0 to 400.
-
For 6-cylinder engines, the values range from 0 to 600.
-
For 8-cylinder engines, the values range from 0 to 800.
|
Misfire Count Cylinder #1
|
Misfire count of No. 1 cylinder
|
Min.: 0, Max.: 255
|
0
|
-
This is the misfire count for No. 1 cylinder.
-
This counter is increased by one for each misfire and is cleared every 200 revolutions.
-
Check this item to help determine the malfunctioning cylinder.
|
Misfire Count Cylinder #2
|
Misfire count of No. 2 cylinder
|
Min.: 0, Max.: 255
|
0
|
-
This is the misfire count for No. 2 cylinder.
-
This counter is increased by one for each misfire and is cleared every 200 revolutions.
-
Check this item to help determine the malfunctioning cylinder.
|
Misfire Count Cylinder #3
|
Misfire count of No. 3 cylinder
|
Min.: 0, Max.: 255
|
0
|
-
This is the misfire count for No. 3 cylinder.
-
This counter is increased by one for each misfire and is cleared every 200 revolutions.
-
Check this item to help determine the malfunctioning cylinder.
|
Misfire Count Cylinder #4
|
Misfire count of No. 4 cylinder
|
Min.: 0, Max.: 255
|
0
|
-
This is the misfire count for No. 4 cylinder.
-
This counter is increased by one for each misfire and is cleared every 200 revolutions.
-
Check this item to help determine the malfunctioning cylinder.
|
All Cylinders Misfire Count
|
Misfire count of all cylinders
|
Min.: 0, Max.: 255
|
0
|
-
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.
-
The value of this item is closer to the actual conditions of the vehicle at the time misfire occurred than the values of Engine Speed and Calculate Load stored in the Freeze Frame Data. When reproducing malfunction conditions, use this value as a reference.
|
Misfire Load
|
Engine load for first misfire range
|
Min.: 0%., Max.: 510%
|
0%: 0 misfires
|
-
This is the average engine load recorded when misfiring occurs.
-
The value of this item is closer to the actual conditions of the vehicle at the time misfire occurred than the values of Engine Speed and Calculate Load stored in the Freeze Frame Data. When reproducing malfunction conditions, use this value as a reference.
|
Misfire Margin
|
Misfire monitoring
|
Min.: -128%, Max.: 127%
|
0 to 127%: Idling with warm engine
|
|
Catalyst OT Misfire Fuel Cut
|
Fuel cut to prevent catalyst from overheating during misfire
|
Not Avl or Avail
|
Avail
|
-
When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder.
-
For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder.
-
Avail: "Fuel cut to prevent catalyst from overheating during misfire" available
-
Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available
|
Catalyst OT Misfire Fuel Cut 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 occurred at a certain cylinder.
|
Catalyst OT Misfire Fuel Cut Cylinder #1
|
Fuel cut operation of No. 1 cylinder (if certain level of misfire malfunction is detected)
|
ON or OFF
|
OFF
|
-
|
Catalyst OT Misfire Fuel Cut Cylinder #2
|
Fuel cut operation of No. 2 cylinder (if certain level of misfire malfunction is detected)
|
ON or OFF
|
OFF
|
-
|
Catalyst OT Misfire Fuel Cut Cylinder #3
|
Fuel cut operation of No. 3 cylinder (if certain level of misfire malfunction is detected)
|
ON or OFF
|
OFF
|
-
|
Catalyst OT Misfire Fuel Cut Cylinder #4
|
Fuel cut operation of No. 4 cylinder (if certain level of misfire malfunction is detected)
|
ON or OFF
|
OFF
|
-
|
A/F Learn Value Idle (Port) Bank 1
|
Air fuel ratio learn value of idle area (port)
|
Min.: -50%, Max.: 49.6%
|
-20 to 20%
|
Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
|
A/F Learn Value Low (Port) Bank 1
|
Air fuel ratio learn value of low load area (port)
|
Min.: -50%, Max.: 49.6%
|
-20 to 20%
|
Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
|
A/F Learn Value Mid No.1 (Port) Bank 1
|
Air fuel ratio learn value of middle1 load area (port)
|
Min.: -50%, Max.: 49.6%
|
-20 to 20%
|
Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
|
A/F Learn Value Mid No.2 (Port) Bank 1
|
Air fuel ratio learn value of middle2 load area (port)
|
Min.: -50%, Max.: 49.6%
|
-20 to 20%
|
Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
|
A/F Learn Value High (Port) Bank 1
|
Air fuel ratio learn value of high load area (port)
|
Min.: -50%, Max.: 49.6%
|
-20 to 20%
|
Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
|
Engine Speed (Starter Off)
|
Engine speed when starter off
|
Min.: 0 rpm, Max.: 51199 rpm
|
-
|
This is the engine speed immediately after the engine is started.
|
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 Distance of Previous Trip
|
Distance driven during previous trip
|
Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile)
|
-
|
-
|
Total Oil Level Warning Light Counter
|
Total oil level warning light (indicator) count
|
Min.: 0, Max.: 255
|
-
|
This item is displayed only for K121.
|
Starter Start Judgment Signal
|
Starter start judgment signal
|
Min.: 0, Max.: 1
|
-
1: Shift position in P or N
-
0: Shift position not in P or N
|
This item is displayed only for K121.
|
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 from when the starter turns on until the engine speed reaches 400 rpm.
-
This value is cleared 5 seconds after the engine is started and 0 ms will be displayed.
|
Engine Start Signal
|
Engine start signal
|
ON or OFF
|
-
|
-
|
IG ON Duration Time
|
IG ON duration time
|
Min.: 0 ms, Max.: 2147483647 ms
|
-
|
-
|
IG OFF Duration Time
|
IG OFF duration time
|
Min.: 0 ms, Max.: 2147483647 ms
|
-
|
-
|
Engine Start Hesitation
|
History of hesitation during engine start
|
ON or OFF
|
-
|
This item changes to ON when the engine speed does not reach 500 rpm during cranking.
|
Low Revolution for Engine Start
|
History of low engine speed after engine start
|
ON or OFF
|
-
|
This item changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.
|
Fuel Cut Elapsed Time
|
Time elapsed after engine runs at high speed
|
Min.: 0 sec, Max.: 68746 sec
|
-
|
This item shows the time elapsed since fuel cut occurred due to the engine speed dropping from a high speed (more than the engine speed at which fuel cut occurs + 500 rpm).
|
Previous Trip Coolant Temp
|
Engine coolant temperature during previous trip
|
Min.: -40°C (-40°F), Max.: 215°C (419°F)
|
-
|
-
|
Previous Trip Intake Temp
|
Intake air temperature during previous trip
|
Min.: -40°C (-40°F), Max.: 215°C (419°F)
|
-
|
-
|
Engine Oil Temperature
|
Estimated engine oil 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)
|
-
|
-
|
A/F Learn Value Idle Bank 1
|
Air fuel ratio learn value of idle area
|
Min.: -50%, Max.: 49.6%
|
-20 to 20%
|
Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
|
A/F Learn Value Low Bank 1
|
Air fuel ratio learn value of low load area
|
Min.: -50%, Max.: 49.6%
|
-20 to 20%
|
Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
|
A/F Learn Value Mid No.1 Bank 1
|
Air fuel ratio learn value of middle1 load area
|
Min.: -50%, Max.: 49.6%
|
-20 to 20%
|
Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
|
A/F Learn Value Mid No.2 Bank 1
|
Air fuel ratio learn value of middle2 load area
|
Min.: -50%, Max.: 49.6%
|
-20 to 20%
|
Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
|
A/F Learn Value High Bank 1
|
Air fuel ratio learn value of high load area
|
Min.: -50%, Max.: 49.6%
|
-20 to 20%
|
Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).
|
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
|
Rough idle status
|
Normal, Misfire, Continuous poor combustion, Intermittent poor combustion, Low frequency poor combustion
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Normal
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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.
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Misfire
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Continuous poor combustion
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Intermittent poor combustion
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Low frequency poor combustion
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Plural Cylinders Rough Idle
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Status of multiple cylinders rough idle
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ON or OFF
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OFF
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Indicates multiple cylinders are the cause of rough idling when ON.
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Rough Idle Cylinder #1
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Status of the rough idle #1
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ON or OFF
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OFF
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-
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.
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Rough Idle Cylinder #2
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Status of the rough idle #2
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ON or OFF
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OFF
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Same as Rough Idle Cylinder #1.
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Rough Idle Cylinder #3
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Status of the rough idle #3
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ON or OFF
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OFF
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Same as Rough Idle Cylinder #1.
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Rough Idle Cylinder #4
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Status of the rough idle #4
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ON or OFF
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OFF
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Same as Rough Idle Cylinder #1.
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Engine ECU Internal Temperature
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ECM internal temperature
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Min.: -40°C (-40°F), Max.: 215°C (419°F)
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-
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-
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Cooling Fan Duty Ratio
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Electric cooling fan request duty ratio
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Min.: 0%, Max.: 127.5%
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-
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Active Test item [Control the Engine Cooling Fan Duty Ratio] support data.
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Electric Water Pump
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Electric water pump speed status
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Min.: 0 rpm, Max.: 10200 rpm
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-
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Active Test item [Activate the Electric Water Pump] support data.
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Coolant Water Route Switching Valve
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Flow shutting valve (for heater control) operation signal state
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Open or Close
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Close: Cold engine start
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-
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Brake Override System
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Brake override system status
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ON or OFF
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ON: Brake override system operating
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-
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Immobiliser Fuel Cut Status
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Status of immobiliser fuel cut
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ON or OFF
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OFF
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-
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Immobiliser Fuel Cut History
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Immobiliser fuel cut history
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ON or OFF
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OFF
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-
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Fuel Cut Condition
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Fuel cut condition
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ON or OFF
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ON: Fuel cut operating
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-
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Idle Fuel Cut
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Idle fuel cut condition
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ON or OFF
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ON: Fuel cut operating
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-
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TAU Fuel Cut
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Low load fuel cut condition
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ON or OFF
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ON: Fuel cut operating
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-
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Electric Component Actuation Restriction Count
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Electric component actuation restriction count
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Min.: 0, Max.: 255
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-
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-
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Key Unlock Signal
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Key unlock signal
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ON or OFF
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-
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-
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Engine Speed Cylinder #1
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Engine speed for No. 1 cylinder
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Min.: 0 rpm, Max.: 51199 rpm
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-
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-
Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
-
This is the engine speed of No. 1 cylinder measured during fuel-cut with the engine cranking.
-
When there is compression loss, the engine speed of the malfunctioning cylinder increases.
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.
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Engine Speed Cylinder #2
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Engine speed for No. 2 cylinder
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Min.: 0 rpm, Max.: 51199 rpm
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-
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-
Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
-
This is the engine speed of No. 2 cylinder measured during fuel-cut with the engine cranking.
-
When there is compression loss, the engine speed of the malfunctioning cylinder increases.
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.
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Engine Speed Cylinder #3
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Engine speed for No. 3 cylinder
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Min.: 0 rpm, Max.: 51199 rpm
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-
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-
Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
-
This is the engine speed of No. 3 cylinder measured during fuel-cut with the engine cranking.
-
When there is compression loss, the engine speed of the malfunctioning cylinder increases.
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.
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Engine Speed Cylinder #4
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Engine speed for No. 4 cylinder
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Min.: 0 rpm, Max.: 51199 rpm
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-
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-
Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
-
This is the engine speed of No. 4 cylinder measured during fuel-cut with the engine cranking.
-
When there is compression loss, the engine speed of the malfunctioning cylinder increases.
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.
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Average Engine Speed of All Cylinder
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Average engine speed for all cylinders
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Min.: 0 rpm, Max.: 51199 rpm
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-
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Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. (51199 rpm is displayed when the Active Test is not being performed.)
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A/F Sensor Determination (Worst Value) Bank 1
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Worst judgment value of air fuel ratio sensor (sensor 1) output
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Min.: 0, Max.: 2.55
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0.00
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-
The worst value detected during monitoring is displayed.
-
The value is reset when DTCs are cleared.
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Engine Speed Fluctuation Average (Worst Value) Cylinder #1
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Worst value of average engine speed fluctuation (cylinder 1)
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Min.: 0, Max.: 2.55
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0.00
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-
The worst value detected during monitoring is displayed.
-
The value is reset when DTCs are cleared.
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Engine Speed Fluctuation Average (Worst Value) Cylinder #2
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Worst value of average engine speed fluctuation (cylinder 2)
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Min.: 0, Max.: 2.55
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0.00
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-
The worst value detected during monitoring is displayed.
-
The value is reset when DTCs are cleared.
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Engine Speed Fluctuation Average (Worst Value) Cylinder #3
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Worst value of average engine speed fluctuation (cylinder 3)
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Min.: 0, Max.: 2.55
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0.00
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-
The worst value detected during monitoring is displayed.
-
The value is reset when DTCs are cleared.
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Engine Speed Fluctuation Average (Worst Value) Cylinder #4
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Worst value of average engine speed fluctuation (cylinder 4)
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Min.: 0, Max.: 2.55
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0.00
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-
The worst value detected during monitoring is displayed.
-
The value is reset when DTCs are cleared.
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A/F Sensor Determination (Worst Value) (Port) Bank 1
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Worst judgment value of air fuel ratio sensor (sensor 1) output (port injection)
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Min.: 0, Max.: 2.55
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0.00
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-
The worst value detected during monitoring is displayed.
-
The value is reset when DTCs are cleared.
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Engine Speed Fluctuation Average (Worst Value) (Port) Cylinder #1
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Worst value of average engine speed fluctuation (cylinder 1, port injection)
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Min.: 0, Max.: 2.55
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0.00
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-
The worst value detected during monitoring is displayed.
-
The value is reset when DTCs are cleared.
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Engine Speed Fluctuation Average (Worst Value) (Port) Cylinder #2
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Worst value of average engine speed fluctuation (cylinder 2, port injection)
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Min.: 0, Max.: 2.55
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0.00
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-
The worst value detected during monitoring is displayed.
-
The value is reset when DTCs are cleared.
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Engine Speed Fluctuation Average (Worst Value) (Port) Cylinder #3
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Worst value of average engine speed fluctuation (cylinder 3, port injection)
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Min.: 0, Max.: 2.55
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0.00
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-
The worst value detected during monitoring is displayed.
-
The value is reset when DTCs are cleared.
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Engine Speed Fluctuation Average (Worst Value) (Port) Cylinder #4
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Worst value of average engine speed fluctuation (cylinder 4, port injection)
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Min.: 0, Max.: 2.55
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0.00
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-
The worst value detected during monitoring is displayed.
-
The value is reset when DTCs are cleared.
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Received MIL from ECT
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MIL status from ECT
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ON or OFF
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-
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-
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Output Axis Speed
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Output shaft speed
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Min.: 0 rpm, Max.: 65535 rpm
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-
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-
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NT Sensor Speed
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Input turbine speed
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Min.: 0 rpm, Max.: 65535 rpm
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-
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-
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Shift SW Status (N,P Range)
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Park/neutral position switch status
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ON or OFF
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-
ON: Shift lever in N or P
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OFF: Shift lever not in N or P
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-
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Shift SW Status (N,P Range) Supported
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Status of Park/neutral position switch supported
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Unsupp or Supp
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Supp
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-
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A/T Oil Temperature No.1
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Continuously Variable Transaxle Fluid temperature sensor value
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Min.: -40°C (-40°F), Max.: 215.9°C (421°F)
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-
Approximately 80°C (176°F): After stall speed test
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Equal to ambient temperature: When engine is cold
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-
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Drive Mode Status
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Drive mode status
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Normal
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-
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-
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Drive Mode Select Switch (DMS+)
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Drive mode select switch (DMS+) status
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ON or OFF
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-
|
-
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Drive Mode Select Switch (DMS-)
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Drive mode select switch (DMS-) status
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ON or OFF
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-
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-
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Lock Up Status
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Lock up
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ON or OFF
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-
ON: Lock-up operating
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OFF: Lock-up not operating
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-
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CVT Shift Status Ratio
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CVT shift status ratio
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-
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-
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-
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Shift Range Indicator
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Shift range indicator
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-
|
-
|
-
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Actual Engine Percent Torque
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Actual engine percent torque
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Min.: -125%, Max.: 130%
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-
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-
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Engine Reference Torque (Fixed Value)
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Engine reference torque
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Min.: 0 Nm, Max.: 65535 Nm
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-
|
-
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Engine Friction Percent Torque
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Engine friction percent torque
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Min.: -125%, Max.: 130%
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-
|
-
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Electric Water Pump Target Speed
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Engine water pump assembly target speed
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Min.: 0 rpm, Max.: 6375 rpm
|
-
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Target motor speed of the engine water pump assembly.
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Electric Water Pump Speed
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Engine water pump assembly speed
|
Min.: 0 rpm, Max.: 6375 rpm
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The Electric Water Pump Speed is the same as the Electric Water Pump Target Speed.
HINT:
-
If the Electric Water Pump Speed only temporarily exceeds the Electric Water Pump Target Speed, it is not a malfunction.
-
If the Electric Water Pump Speed is half of the Electric Water Pump Target Speed or less for 15 seconds or more, the engine water pump assembly may be malfunctioning.
|
-
The engine water pump assembly speed is displayed.
-
As the frequency signal (WPI) is 4 Hz when the engine water pump assembly is stopped to enable the ECM to detect an open or short in the signal line, the engine water pump assembly speed will be displayed as approximately 160 rpm even when the pump is stopped.
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When there is an open or short in the signal line, approximately 0 rpm is displayed.
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Fuel Remaining Volume
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Fuel level in fuel tank
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Min.: 0%, Max.: 100%
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100%: Fuel tank is full
|
-
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All Universal Condition History
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All universal condition history
|
Min.: 0, Max.: 255
|
-
|
-
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Universal Condition 1 Judgment History
|
Universal condition 1 judgment history
|
Min.: 0, Max.: 255
|
-
|
-
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Total Universal Condition 1 Judgment Time
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Total universal condition 1 judgment time
|
Min.: -2147483 ms, Max.: 2147418 ms
|
-
|
-
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Universal Condition 2 Judgment History
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Universal condition 2 judgment history
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Min.: 0, Max.: 255
|
-
|
-
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Total Universal Condition 2 Judgment Time
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Total universal condition 2 judgment time
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Min.: -2147483 ms, Max.: 2147418 ms
|
-
|
-
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Universal Condition 3 Judgment History
|
Universal condition 3 judgment history
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Min.: 0, Max.: 255
|
-
|
-
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Total Universal Condition 3 Judgment Time
|
Total universal condition 3 judgment time
|
Min.: -2147483 ms, Max.: 2147418 ms
|
-
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-
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