SFI SYSTEM > DATA LIST / ACTIVE TEST

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DATA LIST

HINT:

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

NOTICE:

In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not.
The actual values may differ from the values listed in the chart under "Results of real-vehicle check" due to climate, weather conditions, etc.

HINT:

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

Warm up the engine.
Turn the A/C switch off.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
Enter the following menus: Powertrain / Engine / Data List.
HINT:
1. To display the list box, press the pull down menu button next to Primary. Then select a measurement group.
2. When you select a measurement group, the ECU data belonging to that group is displayed.
3. Measurement Group List / Description
According to the display on the GTS, read the Data List.
HINT:
1. The title used for each group of Data List items in this repair manual does not appear on the GTS. However, the name in parentheses after the title, which is a Measurement Group, does appear on the GTS. When the name shown in parentheses is selected on the GTS, all the Data List items listed for that group will be displayed.
2. "Result of real-vehicle check" is the assessment of one vehicle. Use it only for reference.

Various Vehicle Conditions 1 (All Data)

Vehicle Speed
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Vehicle Speed	Vehicle speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)	Actual vehicle speed	Yes
Vehicle Speed	Diagnostic Note: This is the current vehicle speed. The vehicle speed is detected using the wheel speed sensors. Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped. To accurately confirm whether the vehicle was stopped or not, use "SPD (NO)", which is the automatic transaxle output speed.

Engine Speed
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Speed	Engine speed/ Min.: 0 rpm, Max.: 16383 rpm	600 to 700 rpm: Idling	Yes
	Results of real-vehicle check: Idling (engine warmed up and A/C off): 660 rpm
	Diagnostic Note: When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.

Calculate Load
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Calculate Load	Load calculated by ECM/ Min.: 0%, Max.: 100%	-	Yes
	Results of real-vehicle check: Engine switch on (IG): 0.0% Idling (engine warmed up): 23.5% Running without load (3000 rpm): 22.3% Vehicle driven at constant speed of 60 km/h (37 mph): 59.6%
	Diagnostic Note: This is the engine load calculated based on the estimated intake pressure. Calculate Load = Estimated intake pressure / maximum intake pressure x 100 (%) (For example, when the estimated intake pressure is the same as atmospheric pressure, Calculate Load is 100%.)

Vehicle Load
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Vehicle Load	Vehicle load/ Min.: 0%, Max.: 25700%	-	Yes
	Results of real-vehicle check: Engine switch on (IG): 0.0% Idling (engine warmed up): 10.5% Running without load (3000 rpm): 12.1% Vehicle driven at constant speed of 60 km/h (37 mph): 32.5%
	Diagnostic Note: This is the engine intake air charging efficiency. Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow x 100 (%) Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.) HINT: Due to individual engine differences, intake air temperature, etc., the value may exceed 100%. Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm) (Intake airflow (gm/sec) is MAF)

MAF
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
MAF	Airflow rate from mass air flow meter sub-assembly/ Min.: 0 gm/sec, Max.: 655.35 gm/sec	2.0 to 5.0 gm/sec: Idling 8 to 19 gm/sec: 2500 rpm (without load)	Yes
	Results of real-vehicle check: Engine switch on (IG): 0.39 gm/sec Idling (engine warmed up): 2.50 gm/sec Running without load (2500 rpm): 10.29 gm/sec Running without load (3000 rpm): 12.78 gm/sec Vehicle driven at constant speed of 40 km/h (25 mph): 5.06 gm/sec Vehicle driven at constant speed of 60 km/h (37 mph): 13.84 gm/sec Vehicle driven at constant speed of 80 km/h (50 mph): 18.09 gm/sec
	Diagnostic Note: This is the intake air amount from the mass air flow meter sub-assembly.

Atmosphere Pressure
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Atmosphere Pressure	Atmospheric pressure/ Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1912 mmHg)	Equivalent to atmospheric pressure (absolute pressure)	Yes
	Results of real-vehicle check: Idling (engine warmed up): 99 kPa(abs) [743 mmHg(abs)]
	Diagnostic Note: This value is calculated from the intake air amount. Standard atmospheric pressure: 101 kPa(abs) [760 mmHg(abs)] For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (7.5 mmHg). This varies by weather.

Coolant Temp
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Coolant Temp	Engine coolant temperature/ Min.: -40°C (-40°F), Max.: 140°C (284°F)	75 to 100°C (167 to 212°F): After warming up	Yes
Coolant Temp	Diagnostic Note: This is the engine coolant temperature. HINT: After warming up the engine, the engine coolant temperature is 75 to 100°C (167 to 212°F). After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted. Check if the engine overheats when the value indicates 140°C (284°F).

Intake Air
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Intake Air	Intake air temperature/ Min.: -40°C (-40°F), Max.: 140°C (284°F)	Equivalent to temperature at location of mass air flow meter sub-assembly	Yes
Intake Air	Diagnostic Note: After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted.

Engine Run Time
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Run Time	Engine run time/ Min.: 0 s, Max.: 65535 s	Time after engine start	Yes
Engine Run Time	Diagnostic Note: This is the time elapsed since the engine started. HINT: The time is counted only while the engine is running.

Initial Engine Coolant Temp
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Initial Engine Coolant Temp	Initial engine coolant temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	Yes
Initial Engine Coolant Temp	Diagnostic Note: This is the coolant temperature stored when the engine switch is turned on (IG).

Initial Intake Air Temp
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Initial Intake Air Temp	Initial intake air temperature/ Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	Yes
Initial Intake Air Temp	Diagnostic Note: This is the intake air temperature stored when the engine switch is turned on (IG).

Battery Voltage
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Battery Voltage	Battery voltage/ Min.: 0 V, Max.: 65.535 V	11 to 14 V: Idling	Yes
	Results of real-vehicle check: Engine switch on (IG): 12.480 V Cranking: 12.363 V Idling (engine warmed up): 13.281 V
	Diagnostic Note: If 11 V or less, characteristics of some electrical components may change.

Glow Indicator Supported
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Glow Indicator Supported	Status of the glow indicator supported/ Unsupp or Supp	-	Yes

Glow Indicator
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Glow Indicator	Status of the glow indicator/ ON or OFF	-	Yes

Throttle Control 1 (Ptrl Throttle)

Accelerator Position
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accelerator Position	Accelerator pedal position/ Min.: 0%, Max.: 399.9%	Actual accelerator pedal position	No
	Results of real-vehicle check: Engine switch on (IG): 0.0% (accelerator pedal fully released) Engine switch on (IG): 100.0% (accelerator pedal fully depressed)
	Diagnostic Note: This is the accelerator pedal position defined using the learned fully released position (sensor output) of No. 1 accelerator pedal position sensor as 0% and the fully depressed position as 100%.

Accel Sens. No.1 Volt %
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sens. No.1 Volt %	Absolute No. 1 accelerator pedal position/ Min.: 0%, Max.: 100%	10 to 22%: Accelerator pedal fully released 52 to 90%: Accelerator pedal fully depressed	Yes
	Results of real-vehicle check: Engine switch on (IG): 15.6% (accelerator pedal fully released) Engine switch on (IG): 68.2% (accelerator pedal fully depressed)
	Diagnostic Note: The No. 1 accelerator pedal position sensor output is converted using 5 V = 100%. HINT: If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal.

Accel Sens. No.2 Volt %
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sens. No.2 Volt %	Absolute No. 2 accelerator pedal position/ Min.: 0%, Max.: 100%	24 to 40%: Accelerator pedal fully released 68 to 95%: Accelerator pedal fully depressed	Yes
	Results of real-vehicle check: Engine switch on (IG): 31.7% (accelerator pedal fully released) Engine switch on (IG): 83.9% (accelerator pedal fully depressed)
	Diagnostic Note: The No. 2 accelerator pedal position sensor output is converted using 5 V = 100%.

Throttle Control 2 (All Data)

Accel Sensor Out No.1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sensor Out No.1	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	No
	Results of real-vehicle check: Engine switch on (IG): 0.81 V (accelerator pedal fully released) Engine switch on (IG): 3.398 V (accelerator pedal fully depressed)
	Diagnostic Note: This is the raw voltage from the No. 1 accelerator pedal position sensor.

Accel Sensor Out No.2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sensor Out No.2	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	No
	Results of real-vehicle check: Engine switch on (IG): 1.582 V (accelerator pedal fully released) Engine switch on (IG): 4.179 V (accelerator pedal fully depressed)
	Diagnostic Note: This is the raw voltage from the No. 2 accelerator pedal position sensor. No. 2 accelerator pedal position sensor is used to monitor No. 1 accelerator pedal position sensor. When there is a malfunction in sensor No. 1, the ECM uses sensor No. 2 to control the engine.

Throttle Control 3 (Ptrl Throttle)

Accelerator Idle Position
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accelerator Idle Position	Whether or not accelerator pedal position sensor detecting released accelerator pedal/ ON or OFF	ON: Accelerator pedal fully released	No
	Results of real-vehicle check: Engine switch on (IG): ON (accelerator pedal fully released) Engine switch on (IG): OFF (accelerator pedal depressed)
	Diagnostic Note: This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.

Accel Fully Close Learn #1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Fully Close Learn #1	No. 1 accelerator fully released learned value/ Min.: 0 deg, Max.: 124.5 deg	-	No
	Results of real-vehicle check: Engine switch on (IG): 19.5 deg
	Diagnostic Note: This is the value of No. 1 accelerator pedal position sensor learned when the accelerator pedal is released.

Accel Fully Close Learn #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Fully Close Learn #2	No. 2 accelerator fully released learned value/ Min.: 0 deg, Max.: 124.5 deg	-	No
	Results of real-vehicle check: Engine switch on (IG): 39.5 deg
	Diagnostic Note: This is the value of No. 2 accelerator pedal position sensor learned when the accelerator pedal is released.

Throttle Sensor Volt %
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sensor Volt %	Absolute No. 1 throttle position sensor/ Min.: 0%, Max.: 100%	10 to 22%: Accelerator pedal fully released 64 to 96%: Accelerator pedal fully depressed	Yes
	Results of real-vehicle check: Engine switch on (IG): 18.8% (accelerator pedal fully released) HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Engine switch on (IG): 81.1% (accelerator pedal fully depressed) Idling (engine warmed up): 14.5% Running without load (3000 rpm): 19.2% Vehicle driven at constant speed of 60 km/h (37 mph): 19.6%
	Diagnostic Note: The No. 1 throttle position sensor output is converted using 5 V = 100%. HINT: If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.

Throttl Sensor #2 Volt %
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttl Sensor #2 Volt %	Absolute No. 2 throttle position sensor/ Min.: 0%, Max.: 100%	42 to 62%: Accelerator pedal fully released 92 to 100%: Accelerator pedal fully depressed	Yes
	Results of real-vehicle check: Engine switch on (IG): 50.5% (accelerator pedal fully released) HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Engine switch on (IG): 99.6% (accelerator pedal fully depressed) Idling (engine warmed up): 45.4%
	Diagnostic Note: The No. 2 throttle position sensor output is converted using 5 V = 100%.

ST1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ST1	Brake pedal signal/ ON or OFF	ON: Brake pedal depressed OFF: Brake pedal released	No
ST1	Diagnostic Note: This is the stop light switch assembly signal (ST1- terminal).

System Guard
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
System Guard	System guard/ ON or OFF	ON	No
	Results of real-vehicle check: Idling (engine warmed up): ON
	Diagnostic Note: When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function. OFF: Electronic throttle control is stopped.

Open Side Malfunction
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Open Side Malfunction	Open malfunction/ ON or OFF	OFF	No
Open Side Malfunction	Diagnostic Note: This parameter indicates a malfunction in the electronic throttle when the throttle valve is open.

Throttle Idle Position
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Idle Position	Whether or not throttle position sensor detecting idle/ ON or OFF	-	No
	Results of real-vehicle check: Engine switch on (IG): ON HINT: The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener. Idling (engine warmed up): ON Running without load (3000 rpm): OFF
	Diagnostic Note: This is a parameter calculated by the ECM. The value is ON when the throttle is at the idle position and OFF when the throttle is open.

Throttle Require Position
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Require Position	Required throttle position/ Min.: 0 V, Max.: 4.98 V	-	No
	Results of real-vehicle check: Engine switch on (IG): 0.781 V (accelerator pedal fully released) Engine switch on (IG): 4.042 V (accelerator pedal fully depressed) Idling (engine warmed up): 0.722 V
	Diagnostic Note: This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No.1 value except during very rapid throttle valve movement, such as that used during wheelspin control.

Throttle Sensor Position
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sensor Position	Throttle sensor position/ Min.: 0%, Max.: 100%	0%: Accelerator pedal fully released 50 to 80%: Accelerator pedal fully depressed	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.0%
	Diagnostic Note: This is the throttle valve opening amount used for engine control. (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idling speed during idling.) This value has no meaning when the engine switch is on (IG) and the engine is stopped. The throttle valve opening amount during idling is indicated by 0%. When the throttle valve is fully open, the value is 68%.

Throttle Position No.1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Position No.1	No. 1 throttle position sensor output voltage/ Min.: 0 V, Max.: 4.98 V	Almost same as "Throttle Require Position" 0.5 to 1.1 V: Accelerator pedal fully released 3.2 to 4.8 V: Accelerator pedal fully depressed 0.6 to 1.4 V: Fail-safe operating	No
	Results of real-vehicle check: Engine switch on (IG): 0.937 V (accelerator pedal fully released) Engine switch on (IG): 4.042 V (accelerator pedal fully depressed) Idling (engine warmed up): 0.722 V
	Diagnostic Note: This is the No. 1 throttle position sensor output voltage.

Throttle Position No.2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Position No.2	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 2.1 to 3.1 V: Fail-safe operating	No
	Results of real-vehicle check: Engine switch on (IG): 2.519 V (accelerator pedal fully released) Engine switch on (IG): 4.906 V (accelerator pedal fully depressed) Idling (engine warmed up): 2.265 V
	Diagnostic Note: This is the No. 2 throttle position sensor output voltage.

Throttle Position Command
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Position Command	Throttle position command value/ Min.: 0 V, Max.: 4.98 V	-	No
Throttle Position Command	Diagnostic Note: Throttle Position Command is the same value as Throttle Require Position.

Throttle Sens Open Pos #1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sens Open Pos #1	No. 1 throttle position sensor/ Min.: 0 V, Max.: 4.98 V	0.6 to 1.4 V	No
	Results of real-vehicle check: Engine switch on (IG): 0.937 V
	Diagnostic Note: This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the engine switch on (IG).

Throttle Sens Open Pos #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sens Open Pos #2	No. 2 throttle position sensor/ Min.: 0 V, Max.: 4.98 V	1.7 to 2.5 V	No
	Results of real-vehicle check: Engine switch on (IG): 2.011 V
	Diagnostic Note: This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the engine switch on (IG).

Throttle Motor Current
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor Current	Throttle actuator current/ Min.: 0 A, Max.: 19.9 A	0 to 3.0 A: Idling	No
	Results of real-vehicle check: Engine switch on (IG): 0.0 A (accelerator pedal fully released) Engine switch on (IG): 1.0 A (accelerator pedal fully depressed) Idling (engine warmed up): 1.0 A Running without load (3000 rpm): 0.5 A Vehicle driven at constant speed of 60 km/h (37 mph): 0.3 A
	Diagnostic Note: When this value is large but the actual opening angle (Throttle Position No. 1) does not reach the target opening angle (Throttle Require Position), there is an "unable to open" malfunction. This value normally fluctuates around 1 A.

Throttle Motor DUTY
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor DUTY	Throttle actuator/ Min.: 0%, Max.: 100%	10 to 22%: Idling	Yes
Throttle Motor DUTY	Diagnostic Note: This is the output duty ratio of the throttle actuator drive circuit.

Throttle Motor Duty (Open)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor Duty (Open)	Throttle actuator duty ratio (open)/ Min.: 0%, Max.: 255%	0 to 40%: Idling	No
	Results of real-vehicle check: Engine switch on (IG): 0% (accelerator pedal fully released) Engine switch on (IG): 17% (accelerator pedal fully depressed) Idling (engine warmed up): 0% Running without load (3000 rpm): 9% Vehicle driven at constant speed of 60 km/h (37 mph): 6%
	Diagnostic Note: This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal. When the throttle valve is being opened, Throttle Motor Duty (Open) is 10 to 50%.

Throttle Motor Duty (Close)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor Duty (Close)	Throttle actuator duty ratio (close)/ Min.: 0%, Max.: 255%	0 to 40%: Idling	No
	Results of real-vehicle check: Engine switch on (IG): 0% (accelerator pedal fully released) Engine switch on (IG): 0% (accelerator pedal fully depressed) Idling (engine warmed up): 16% Running without load (3000 rpm): 0% Vehicle driven at constant speed of 60 km/h (37 mph): 0%
	Diagnostic Note: This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. HINT: During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve.

Throttle Fully Close Learn
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Fully Close Learn	Throttle valve fully closed position (learned value)/ Min.: 0 V, Max.: 4.98 V	0.4 to 1.0 V: Accelerator pedal fully released	No
	Results of real-vehicle check: Engine switch on (IG): 0.683 V
	Diagnostic Note: The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the engine switch is on (IG), the accelerator pedal is released and the throttle actuator is off). Learning is performed immediately after the engine switch is turned on (IG).

+BM Voltage
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
+BM Voltage	+BM voltage/ Min.: 0 V, Max.: 79.998 V	11 to 14 V: Engine switch on (IG) and system normal	No
+BM Voltage	Diagnostic Note: This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P2118 (open circuit) and P0657 (short circuit, ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the engine switch is turned off).

Actuator Power Supply
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Actuator Power Supply	Actuator power supply/ ON or OFF	ON: Idling	No
Actuator Power Supply	Diagnostic Note: If +BM power is lost, this item changes to OFF.

Throttle Position
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Position	Throttle valve opening angle/ Min.: 0 deg, Max.: 499.99 deg	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.00 deg
	Diagnostic Note: This value has no meaning when the engine switch is on (IG) and the engine is stopped.

Idle Speed Control (Ptrl Rough Idle)

ISC Flow
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ISC Flow	Flow rate calculated using information from mass air flow meter sub-assembly/ Min.: 0 L/s, Max.: 79.99 L/s	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 1.82 L/s
	Diagnostic Note: This is the total ISC airflow amount (the amount of intake air necessary to maintain idling). HINT: ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount

ISC Position
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ISC Position	Requested throttle opening amount calculated using ISC control/ Min.: 0 deg, Max.: 499.99 deg	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.80 deg
	Diagnostic Note: This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow).

ISC Feedback Value
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ISC Feedback Value	ISC feedback amount/ Min.: -40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): -0.01 L/s
	Diagnostic Note: This is the feedback amount necessary to adjust the airflow amount to maintain the target idle speed. HINT: When the idle speed differs from the target, the feedback amount is adjusted. If the feedback amount becomes more than a certain value, this will be reflected in the ISC learned airflow value.

ISC Learning Value
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ISC Learning Value	ISC learned airflow value/ Min.: -40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 1.54 L/s
	Diagnostic Note: This is the learned value of the airflow amount necessary for engine idling. HINT: If ISC Feedback Value becomes more than a certain value, this will be reflected in ISC Learning Value. ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount

Electric Load Feedback Val
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Electric Load Feedback Val	Compensation flow rate according to electrical load/ Min.: -40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (headlights and window defogger on): 0.70 L/s
	Diagnostic Note: This is the ISC compensation amount determined according to the electrical load.

Air Conditioner FB Val
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Air Conditioner FB Val	Compensation flow rate according to air conditioner load/ Min.: -40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (A/C on): 1.25 L/s
	Diagnostic Note: This is the ISC compensation amount determined according to the air conditioner load.

Low Revolution Control
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Low Revolution Control	Low engine speed control operation state/ ON or OFF	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): OFF
	Diagnostic Note: This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 rpm). 900 rpm (when the engine coolant temperature is 10°C (50°F)). 850 rpm (when the engine coolant temperature is 30°C (86°F)). 750 rpm (when the engine coolant temperature is 60°C (140°F)). Before 5 seconds elapse after starting the engine, this parameter indicates the status of the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the status of the current trip. HINT: The engine is considered to have started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after starting the engine, this parameter changes to ON and remains ON for the rest of the trip. ON: The engine speed decreased immediately after starting the engine. OFF: The engine speed did not decrease immediately after starting the engine. For use when engine stall, starting problems or rough idle is present.

N Range Status
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
N Range Status	Shift lever N status/ ON or OFF	-	Yes

Eng Stall Control FB Flow
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Eng Stall Control FB Flow	Intake air compensation flow rate/ Min.: -40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.00 L/s
	Diagnostic Note: The intake air amount and ignition timing are adjusted when there is a large decrease in engine speed (for example, a decrease to 550 rpm or less) in order to prevent engine stall. For use when engine stall, starting problems or rough idle is present.

Deposit Loss Flow
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Deposit Loss Flow	Flow loss due to deposits/ Min.: -40 L/s, Max.: 39.99 L/s	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.00 L/s
	Diagnostic Note: This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. Check this value for reference when the engine stalls, is difficult to start, or idles roughly. When the ISC learned value is initialized, performing the following procedures in order to quickly relearn the Deposit Loss Flow value. After the Deposit Loss Flow has been relearned, gradual fine adjustments will continue automatically. Start the engine cold and allow the engine to idle. After the engine is warmed up (engine coolant temperature is above 80°C [176°F]), allow the engine to idle for an additional 5 minutes. Turn the engine switch off and wait for 30 seconds. Start the engine again, and allow the engine to idle for 5 minutes.

Fuel System 1 (Ptrl General)

Fuel Pump Duty
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fuel Pump Duty	Fuel pump duty/ Min.: 0%, Max.: 399.9%	-	Yes
Fuel Pump Duty	Results of real-vehicle check: Idling (engine warmed up): 60.8% Running without load (3000 rpm): 63.5% Vehicle driven at constant speed of 60 km/h (37 mph): 60.8%

Injector (Port)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Injector (Port)	Injection period of the No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 2093 μs Running without load (3000 rpm): 2223 μs Vehicle driven at constant speed of 60 km/h (37 mph): 3447 μs
	Diagnostic Note: This is the injection period of the No. 1 cylinder (the command value from the ECM).

Injection Volum (Cylinder1)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Injection Volum (Cylinder1)	Injection volume (cylinder 1)/ Min.: 0 ml, Max.: 2.047 ml	0 to 0.5 ml	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.083 ml Running without load (3000 rpm): 0.093 ml Vehicle driven at constant speed of 60 km/h (37 mph): 0.197 ml
	Diagnostic Note: This is the fuel injection volume for 10 injections.

Fuel System 2 (Ptrl General)

Current Fuel Type
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Current Fuel Type	Current fuel type	Gasoline/petrol	Yes

EVAP System (Ptrl Evaporative)

EVAP (Purge) VSV
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
EVAP (Purge) VSV	Purge VSV control duty/ Min.: 0%, Max.: 100%	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 29.8% Running without load (3000 rpm): 100.0% Vehicle driven at constant speed of 60 km/h (37 mph): 96.8%
	Diagnostic Note: This is the command signal from the ECM. This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed. *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV. When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.

Evap Purge Flow
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Evap Purge Flow	Purge flow/ Min.: 0%, Max.: 399.9%	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 9.9% Running without load (3000 rpm): 8.3% Vehicle driven at constant speed of 60 km/h (37 mph): 7.8%
	Diagnostic Note: This is the percentage of total engine airflow contributed by EVAP purge operation. (Evap Purge Flow = Purge flow / Engine airflow x 100 (%)) It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV.

Purge Density Learn Value
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Purge Density Learn Value	Purge density learned value/ Min.: -200, Max.: 199.993	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.506
	Diagnostic Note: Purge Density Learn Value is the proportion of the decrease in injection volume (based on the change in the air fuel ratio feedback compensation value) related to a 1% purge flow rate. When Purge Density Learn Value is a large negative value, the purge effect is large. The purge density is determined from the change in the air fuel ratio feedback compensation value when purge flow is introduced. Purge density learning is performed so that the feedback compensation value is 0 +/-2%. HINT: Usually, the value is approximately +/-1%. 1%: The concentration of HC in the purge gas is relatively low. 0%: The concentration of HC in the purge gas is approximately equal to the stoichiometric air fuel ratio. Large negative values indicate that the concentration of HC in the purge gas is relatively high.

EVAP Purge VSV
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
EVAP Purge VSV	Purge VSV status/ ON or OFF	-	Yes
EVAP Purge VSV	Diagnostic Note: This parameter displays ON when EVAP (Purge) VSV is 30% or higher, and displays OFF when the VSV duty ratio is less than 30%.

Purge Cut VSV Duty
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Purge Cut VSV Duty	Purge VSV duty/ Min.: 0%, Max.: 399.9%	-	Yes
Purge Cut VSV Duty	Results of real-vehicle check: Idling (engine warmed up): 24.6% Running without load (3000 rpm): 100.0%

Air Fuel Ratio Control 1 (All Data)

Target Air-Fuel Ratio
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Target Air-Fuel Ratio	Target air fuel ratio/ Min.: 0, Max.: 1.99	0.8 to 1.2: During idling	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.998 (Performing feedback control at the stoichiometric air fuel ratio) Running without load (3000 rpm): 0.998 (Performing feedback control at the stoichiometric air fuel ratio) Vehicle driven at constant speed of 60 km/h (37 mph): 0.965 (Performing feedback control at the stoichiometric air fuel ratio)
	Diagnostic Note: This is the target air fuel ratio used by the ECM. 1.0 is the stoichiometric air fuel ratio. Values that are more than 1 indicate the system attempting to make the air fuel ratio leaner. Values that are less than 1 indicate the system attempting to make the air fuel ratio richer. Target Air-Fuel Ratio and AF Lambda B1S1 (B2S1) are related.

Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor)

AF Lambda B1S1, B2S1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AF Lambda B1S1 AF Lambda B2S1	Output air fuel ratio associated with bank 1 sensor 1 (bank 2 sensor 1)/ Min.: 0, Max.: 1.99	Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air fuel ratio Value more than 1 (1.001 to 1.999) = Lean	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.995 Running without load (3000 rpm): 0.992 Vehicle driven at constant speed of 60 km/h (37 mph): 0.971
	Diagnostic Note: This is the actual air fuel ratio calculated based on the air fuel ratio sensor output. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor. Results of real-vehicle check when performing the Active Test: Injection Volume: +/-0% AF Lambda B1S1: 0.99 AFS Voltage B1S1: 3.29 V AFS Current B1S1: 0.00 mA O2S B1S2: 0.43 V Injection Volume: -12% AF Lambda B1S1: 1.16 AFS Voltage B1S1: 3.85 V AFS Current B1S1: 0.20 mA O2S B1S2: 0.015 V Injection Volume: 12% AF Lambda B1S1: 0.89 AFS Voltage B1S1: 2.59 V AFS Current B1S1: - 0.27 mA O2S B1S2: 0.94 V

AFS Voltage B1S1, B2S1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AFS Voltage B1S1 AFS Voltage B2S1	Air fuel ratio sensor output voltage for bank 1 sensor 1 (bank 2 sensor 1)/ Min.: 0 V, Max.: 7.99 V	2.8 to 3.8 V: Idling	Yes
	Results of real-vehicle check: Idling (engine warmed up): 3.298 V Running without load (3000 rpm): 3.229 V Vehicle driven at constant speed of 60 km/h (37 mph): 3.146 V Fuel-cut during deceleration being performed: 3.204 V
	Diagnostic Note: This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current below for the actual sensor output). Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor.

AFS Current B1S1, B2S1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AFS Current B1S1 AFS Current B2S1	Air fuel ratio sensor output current for bank 1 sensor 1 (bank 2 sensor 1)/ Min.: -128 mA, Max.: 127.99 mA	-0.5 to 0.5 mA: Idling	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.00 mA Running without load (3000 rpm): -0.03 mA Vehicle driven at constant speed of 60 km/h (37 mph): -0.06 mA Fuel-cut during deceleration being performed: -0.20 mA
	Diagnostic Note: With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA. When the value is outside the range of 0.8 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.

A/F Heater Duty B1S1, B2S1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Heater Duty B1S1 A/F Heater Duty B2S1	Air fuel ratio sensor heater duty ratio for bank 1 (bank 2)/ Min.: 0%, Max.: 399.9%	0 to 100%	Yes
	Results of real-vehicle check: Idling (engine warmed up): 22.6%
	Diagnostic Note: When the value is any value except 0%, current is being supplied to the heater.

O2S B1S2, B2S2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
O2S B1S2 O2S B2S2	Heated oxygen sensor output voltage for bank 1 sensor 2 (bank 2 sensor 2)/ Min.: 0 V, Max.: 1.275 V	0 to 1 V	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.720 V Running without load (3000 rpm): 0.585 V
	Diagnostic Note: This is the output voltage of the heated oxygen sensor. Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio. Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio. During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor. Results of real-vehicle check when performing the Active Test: Injection Volume: -12% AF Lambda B1S1: 1.16 AFS Voltage B1S1: 3.85 V AFS Current B1S1: 0.20 mA O2S B1S2: 0.06 V Injection Volume: 12% AF Lambda B1S1: 0.89 AFS Voltage B1S1: 2.59 V AFS Current B1S1: -0.27 mA O2S B1S2: 0.94 V

O2 Heater B1S2, B2S2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
O2 Heater B1S2 O2 Heater B2S2	Heated oxygen sensor heater for bank 1 sensor 2 (bank 2 sensor 2)/ Active or Not Act	-	Yes

O2 Heater Curr Val B1S2, B2S2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
O2 Heater Curr Val B1S2 O2 Heater Curr Val B2S2	Heated oxygen sensor current for bank 1 sensor 2 (bank 2 sensor 2)/ Min.: 0 A, Max.: 4.999 A	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 0.9 A Running without load (3000 rpm): 0.9 A
	Diagnostic Note: When the value is any value except 0 A, current is being supplied to the heater.

Short FT #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Short FT #1 Short FT #2	Short-term fuel trim for bank 1 (bank 2)/ Min.: -100%, Max.: 99.2%	-15 to 15%	Yes
	Results of real-vehicle check: Idling (engine warmed up): 1.562% Running without load (3000 rpm): 2.343% Vehicle driven at constant speed of 60 km/h (37 mph): 0.000%
	Diagnostic Note: This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback.

Long FT #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Long FT #1 Long FT #2	Long-term fuel trim for bank 1 (bank 2)/ Min.: -100%, Max.: 99.2%	-15 to 15%	Yes
	Results of real-vehicle check: Idling (engine warmed up): 5.468% Running without load (3000 rpm): 7.812% Vehicle driven at constant speed of 60 km/h (37 mph): -3.907%
	Diagnostic Note: The ECM will learn the Long FT values based on Short FT. The goal is to keep Short FT at 0% to keep the air fuel ratio mixture at the stoichiometric ratio. This value is used to determine whether the system related to air fuel ratio control is malfunctioning. The condition of the system is determined based on the sum of Short FT and Long FT (excluding times when the system is in transition). 15% or higher: There may be a lean air fuel ratio. -15 to 15%: The air fuel ratio can be determined to be normal. -15% or less: There may be a rich air fuel ratio. Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT #1 (#2)" indicates the learned value for the current operating range. [A/F Learn Value Idle #1 (#2)], [A/F Learn Value Low #1 (#2)], [A/F Learn Value Mid1 #1 (#2)], [A/F Learn Value Mid2 #1 (#2)] and [A/F Learn Value High #1 (#2)] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #1 (#2)" indicates the current engine operating range.

A/F Learn Value Idle #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Learn Value Idle #1 A/F Learn Value Idle #2	Air fuel ratio learn value of idle area for bank 1 (bank 2)/ Min.: -50%, Max.: 49.6%	-15 to 15%	Yes
A/F Learn Value Idle #1 A/F Learn Value Idle #2	Diagnostic Note: Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).

A/F Learn Value Low #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Learn Value Low #1 A/F Learn Value Low #2	Air fuel ratio learn value of low load area for bank 1 (bank 2)/ Min.: -50%, Max.: 49.6%	-15 to 15%	Yes
A/F Learn Value Low #1 A/F Learn Value Low #2	Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).

A/F Learn Value Mid1 #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Learn Value Mid1 #1 A/F Learn Value Mid1 #2	Air fuel ratio learn value of middle1 load area for bank 1 (bank 2)/ Min.: -50%, Max.: 49.6%	-15 to 15%	Yes
A/F Learn Value Mid1 #1 A/F Learn Value Mid1 #2	Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).

A/F Learn Value Mid2 #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Learn Value Mid2 #1 A/F Learn Value Mid2 #2	Air fuel ratio learn value of middle2 load area for bank 1 (bank 2)/ Min.: -50%, Max.: 49.6%	-15 to 15%	Yes
A/F Learn Value Mid2 #1 A/F Learn Value Mid2 #2	Diagnostic Note: Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).

A/F Learn Value High #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/F Learn Value High #1 A/F Learn Value High #2	Air fuel ratio learn value of high load area for bank 1 (bank 2)/ Min.: -50%, Max.: 49.6%	-15 to 15%	Yes
A/F Learn Value High #1 A/F Learn Value High #2	Diagnostic Note: 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).

Total FT #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Total FT #1 Total FT #2	Total fuel trim for bank 1 (bank 2)/ Min.: -0.5, Max.: 0.496	-0.28 to 0.2: Idling	Yes
Total FT #1 Total FT #2	Diagnostic Note: Total FT #1 = Short FT #1 + Long FT #1 Total FT #2 = Short FT #2 + Long FT #2

Fuel System Status #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fuel System Status #1 Fuel System Status #2	Fuel system status for bank 1 (bank 2)/ Unused, OL, CL, OLDrive, OLFault or CLFault	CL: Idling after warming up	Yes
Fuel System Status #1 Fuel System Status #2	Diagnostic Note: OL (Open Loop): Has not yet satisfied conditions to go to closed loop. CL (Closed Loop): Feedback for fuel control. OLDrive: Open loop due to driving conditions (fuel enrichment). OLFault: Open loop due to a detected system fault. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning. CL (Closed Loop): During air fuel ratio feedback control, AF Lambda B1S1 and AF Lambda B2S1 are approximately 1.0 and AFS Voltage B1S1 and AFS Voltage B2S1 are approximately 3.3 V.

Ignition System (Ignition)

IGN Advance
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
IGN Advance	Ignition timing advance for No. 1 cylinder/ Min.: -64 deg, Max.: 63.5 deg	9.5 to 24.5 deg: Idling	Yes
IGN Advance	Results of real-vehicle check: Idling (engine warmed up): 21.5 deg Running without load (3000 rpm): 40.0 deg Vehicle driven at constant speed of 60 km/h (37 mph): 36.0 deg

Knock Feedback Value
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Knock Feedback Value	Knocking feedback value/ Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): -1.5 deg(CA) Running without load (3000 rpm): -1.5 deg(CA) Vehicle driven at constant speed of 60 km/h (37 mph): -1.5 deg(CA)
	Diagnostic Note: This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value1 + Knock Correct Learn Value2 + Knock Feedback Value3 + each compensation amount Example: 21 deg(CA) = 10 deg(CA) + 14 deg(CA) - 3 deg(CA) 1: The most retarded timing value is a constant determined by the engine speed and engine load. 2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3 deg(CA) as possible. When Knock Feedback Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased. When Knock Feedback Value is higher than -2 deg(CA), Knock Correct Learn Value is slowly increased. 3: The base value is -3 deg(CA) and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased. -1 deg(CA): There is no knocking and ignition timing is advanced. -6 deg(CA): Knocking is present and the ignition timing is being retarded. HINT: If Knock Feedback Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3 deg(CA)), it can be determined that knocking is not being detected. Possible Causes: There is a problem with the knock control sensor sensitivity. The knock control sensor is improperly installed. There is a problem with a wire harness.

Knock Correct Learn Value
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Knock Correct Learn Value	Knocking correction learned value/ Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-	Yes
	Results of real-vehicle check: Idling (engine warmed up): 16.8 deg(CA) Running without load (3000 rpm): 15.5 deg(CA) Vehicle driven at constant speed of 60 km/h (37 mph): 18.5 deg(CA)
	Diagnostic Note: Refer to "Knock Feedback Value". When there is knocking or a lack of power, compare the following values to another vehicle of the same model. Engine Speed Calculate Load IGN Advance Knock Feedback Value Knock Correct Learn Value Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced. Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded. HINT: When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).

Idle Spark Advn Ctrl #1 to #6
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Idle Spark Advn Ctrl #1 Idle Spark Advn Ctrl #2 Idle Spark Advn Ctrl #3 Idle Spark Advn Ctrl #4 Idle Spark Advn Ctrl #5 Idle Spark Advn Ctrl #6	Individual cylinder timing advance compensation amount (No. 1 to No. 6)/ Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	Yes
	Diagnostic Note: 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.

Intake Control (Ptrl Intake Control)

ACIS VSV
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ACIS VSV	Intake air control valve control status/ ON or OFF	-	Yes
ACIS VSV	Diagnostic Note: This is the ECM control command.

AICV VSV
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AICV VSV	Vacuum switching valve (for air intake control valve) control status/ ON or OFF	-	Yes
AICV VSV	Diagnostic Note: This is the ECM control command.

VVT Control (Ptrl Valve Control)

VVT Control Status #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Control Status #1 VVT Control Status #2	Variable Valve Timing (VVT) control status for bank 1 (bank 2)/ ON or OFF	-	Yes
VVT Control Status #1 VVT Control Status #2	Diagnostic Note: ON: The ECM is sending commands to change the timing (even when the timing is advanced, when the timing is being maintained and not being retarded or advanced any further, the value changes to OFF). OFF: The system is commanding the timing to change to the most retarded timing.

VVT Advance Fail
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Advance Fail	VVT control failure status/ ON or OFF	ON: VVT control failure	Yes
VVT Advance Fail	Diagnostic Note: ON: There is an intake VVT timing advance malfunction.

VVT Aim Angle #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Aim Angle #1 VVT Aim Angle #2	VVT hold duty learned value for bank 1 (bank 2)/ Min.: 0%, Max.: 399.9%	-	No
VVT Aim Angle #1 VVT Aim Angle #2	Diagnostic Note: This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. Refer to "VVT OCV Duty #1, #2".

VVT Change Angle #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Change Angle #1 VVT Change Angle #2	VVT displacement angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR	-	No
VVT Change Angle #1 VVT Change Angle #2	Diagnostic Note: This is the VVT displacement angle. If the value of any "VVT Change Angle" does not change, there may be a malfunction in the respective VVT sensor circuit. Refer to "VVT OCV Duty #1, #2".

VVT OCV Duty #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT OCV Duty #1 VVT OCV Duty #2	VVT camshaft timing oil control valve operation duty for bank 1 (bank 2)/ Min.: 0%, Max.: 399.9%	-	No
VVT OCV Duty #1 VVT OCV Duty #2	Diagnostic Note: This is the requested duty value. Results of the real-vehicle check when performing the Control the VVT Linear (Bank 1) Active Test: VVT OCV Duty #1 = 0%, VVT Change Angle #1 = 0 DegFR ↓ VVT OCV Duty #1 = 30%, VVT Change Angle #1 = 0 DegFR ↓ VVT OCV Duty #1 = 70%, VVT Change Angle #1 = 39.0 DegFR ↓ VVT OCV Duty #1 = 100%, VVT Change Angle #1 = 39.0 DegFR ↓ VVT OCV Duty #1 = 32%, VVT Change Angle #1 = 0 DegFR After the above test, VVT Aim Angle #1 = 26.6%.

VVT Ex Hold Lrn Val #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Ex Hold Lrn Val #1 VVT Ex Hold Lrn Val #2	VVT exhaust hold duty ratio learned value for bank 1 (bank 2)/ Min.: 0%, Max.: 399.9%	-	No
VVT Ex Hold Lrn Val #1 VVT Ex Hold Lrn Val #2	Diagnostic Note: This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. Refer to "VVT Ex OCV Duty #1, #2".

VVT Ex Chg Angle #1, 2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Ex Chg Angle #1 VVT Ex Chg Angle #2	VVT exhaust displacement angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR	-	No
VVT Ex Chg Angle #1 VVT Ex Chg Angle #2	Diagnostic Note: This is the VVT displacement angle. If the value of any "VVT Ex Change Angle" does not change, there may be a malfunction in the respective VVT sensor circuit. Refer to "VVT Ex OCV Duty #1, #2".

VVT Ex OCV Duty #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Ex OCV Duty #1 VVT Ex OCV Duty #2	VVT exhaust camshaft timing oil control valve duty for bank 1 (bank 2)/ Min.: 0%, Max.: 399.9%	-	No
VVT Ex OCV Duty #1 VVT Ex OCV Duty #2	Diagnostic Note: This is the requested duty value. Results of the real-vehicle check when performing the Control the VVT Exhaust Linear (Bank 1) Active Test: VVT Ex OCV Duty #1 = 0%, VVT Ex Chg Angle #1 = 0 DegFR ↓ VVT Ex OCV Duty #1 = 30%, VVT Ex Chg Angle #1 = 0 DegFR ↓ VVT Ex OCV Duty #1 = 70%, VVT Ex Chg Angle #1 = 38.5 DegFR ↓ VVT Ex OCV Duty #1 = 100%, VVT Ex Chg Angle #1 = 38.5 DegFR ↓ VVT Ex OCV Duty #1 = 27.4%, VVT Ex Chg Angle #1 = 0 DegFR After the above test, VVT Ex Hold Lrn Val #1 = 44.0%.

VVT Target Angle #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Target Angle #1 VVT Target Angle #2	VVT intake target angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR	-	No

VVT Ex Target Angle #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Ex Target Angle #1 VVT Ex Target Angle #2	VVT exhaust target angle for bank 1 (bank 2)/ Min.: 0 DegFR, Max.: 639.9 DegFR	-	No

Various Vehicle Conditions 2 (All Data)

VN Turbo Type
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VN Turbo Type	VN turbo type/ Not Avl, Commo, Vacuum, CAN Com or DC	Not Avl	No
VN Turbo Type	Diagnostic Note: Indicates the VN turbo vane actuation method.

Catalyst (Ptrl CAT Converter)

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

Catalyst Temp B1S2, B2S2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Catalyst Temp B1S2 Catalyst Temp B2S2	Catalyst temperature for bank 1 sensor 2 (bank 2 sensor 2)/ Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	Yes
Catalyst Temp B1S2 Catalyst Temp B2S2	Diagnostic Note: This is the temperature of the rear catalyst estimated by the ECM.

Various Vehicle Conditions 3 (All Data)

Starter Signal
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Starter Signal	Starter signal/ ON or OFF	ON: Starter operating OFF: Starter not operating	Yes

Power Steering Signal
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Power Steering Signal	Power steering switch signal status/ ON or OFF	ON: Power steering operating	Yes

Neutral Position SW Signal
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Neutral Position SW Signal	Park/Neutral position switch status/ ON or OFF	ON: Shift lever in P or N	Yes

Stop Light Switch
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Stop Light Switch	Stop light switch/ ON or OFF	ON: Brake pedal depressed OFF: Brake pedal released	Yes

A/C Signal
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/C Signal	A/C switch status/ ON or OFF	ON: A/C on	Yes

Idle Up Signal
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Idle Up Signal	Idle up signal/ ON or OFF	-	Yes

Closed Throttle Position SW
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Closed Throttle Position SW	Closed throttle position switch/ ON or OFF	ON: Throttle fully closed OFF: Throttle open	Yes

Fuel Cut Condition
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fuel Cut Condition	Fuel cut condition/ ON or OFF	ON: Fuel cut operating	Yes

Immobiliser Communication
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Immobiliser Communication	Immobiliser communication/ ON or OFF	ON: Normal	Yes

Check Mode (Check Mode)

Check Mode
Tester Display	Measurement Item/Range	Normal Condition	Diagnostic Note	Stored as Freeze Frame Data
Check Mode	Check mode/ ON or OFF	ON: Check mode on	Refer to Check Mode Procedure (Click here).	No
SPD Test Result	Check mode result for vehicle speed sensor/ Compl or Incmpl	-	-	No
Misfire Test Result	Check mode result for misfire monitor/ Compl or Incmpl	-	-	No
OXS1 Test Result	Check mode result for heated oxygen sensor (bank 1)/ Compl or Incmpl	-	-	No
OXS2 Test Result	Check mode result for heated oxygen sensor (bank 2)/ Compl or Incmpl	-	-	No
A/F Test Results #2	Check mode result for air fuel ratio sensor (bank 2)/ Compl or Incmpl	-	-	No
A/F Test Results #1	Check mode result for air fuel ratio sensor (bank 1)/ Compl or Incmpl	-	-	No

Test Result (Monitor Status)

Monitor Information
Tester Display	Measurement Item/Range	Normal Condition	Diagnostic Note	Stored as Freeze Frame Data
Complete Parts Monitor	Comprehensive component monitor/ Not Avl or Avail	-	*1	No
Fuel System Monitor	Fuel system monitor/ Not Avl or Avail	-	*1	No
Misfire Monitor	Misfire monitor/ Not Avl or Avail	-	*1	No
EGR/VVT Monitor	EGR/VVT monitor/ Not Avl or Avail	-	*1	No
EGR/VVT Monitor	EGR/VVT monitor/ Compl or Incmpl	-	*1	No
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor/ Not Avl or Avail	-	*1	No
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor/ Compl or Incmpl	-	*1	No
O2S(A/FS) Monitor	O2S (A/FS) monitor/ Not Avl or Avail	-	*1	No
O2S(A/FS) Monitor	O2S (A/FS) monitor/ Compl or Incmpl	-	*1	No
A/C Monitor	A/C monitor/ Not Avl or Avail	-	*1	No
A/C Monitor	A/C monitor/ Compl or Incmpl	-	*1	No
2nd Air Monitor	2nd air monitor/ Not Avl or Avail	-	*1	No
2nd Air Monitor	2nd air monitor/ Compl or Incmpl	-	*1	No
EVAP Monitor	EVAP monitor/ Not Avl or Avail	-	*1	No
EVAP Monitor	EVAP monitor/ Compl or Incmpl	-	*1	No
Heated Catalyst Monitor	Heated catalyst monitor/ Not Avl or Avail	-	*1	No
Heated Catalyst Monitor	Heated catalyst monitor/ Compl or Incmpl	-	*1	No
Catalyst Monitor	Catalyst monitor/ Not Avl or Avail	-	*1	No
Catalyst Monitor	Catalyst monitor/ Compl or Incmpl	-	*1	No
*1: Avail: The monitor is available on the vehicle. Not Avl: The monitor is not available on the vehicle. Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This item does not change when the engine switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the battery cable is disconnected.

Various Vehicle Conditions 4 (All Data)

TC Terminal
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
TC Terminal	TC terminal status/ ON or OFF	-	Yes

# Codes(Include History)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
# Codes(Include History)	Number of codes/ Min.: 0, Max.: 255	0	Yes
# Codes(Include History)	Diagnostic Note: This is the number of DTCs stored.

MIL
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
MIL	MIL status/ ON or OFF	OFF	No

MIL ON Run Distance
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
MIL ON Run Distance	Distance driven with MIL on/ Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)	-	No
MIL ON Run Distance	Diagnostic Note: This is the distance driven after a DTC is stored.

Running Time from MIL ON
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Running Time from MIL ON	Running time from MIL on/ Min.: 0 min, Max.: 65535 min	Running time after MIL turned on	No

Time after DTC Cleared
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Time after DTC Cleared	Time after DTCs cleared/ Min.: 0 min, Max.: 65535 min	Time after DTCs cleared	Yes
Time after DTC Cleared	Diagnostic Note: This is the time elapsed after DTCs were cleared (or after the vehicle left the factory). Time elapsed after the engine switch is turned off is not counted.

Distance from DTC Cleared
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Distance from DTC Cleared	Distance driven after DTCs cleared/ Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)	Distance driven after DTCs cleared	Yes
Distance from DTC Cleared	Diagnostic Note: This is the distance driven after DTCs were cleared (or after the vehicle left the factory).

Warmup Cycle Cleared DTC
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Warmup Cycle Cleared DTC	Warmup cycles after DTCs cleared/ Min.: 0, Max.: 255	-	Yes
Warmup Cycle Cleared DTC	Diagnostic Note: This is the number of warmup cycles after the DTCs were cleared. This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory). *: An engine warmup is defined as the engine coolant temperature rising 20°C (36°F) or higher and reaching a temperature of 70°C (158°F) or higher after the engine is started.

Dist Batt Cable Disconnect
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Dist Batt Cable Disconnect	Distance driven after battery cable disconnected/ Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)	Total distance vehicle driven after battery cable disconnected	Yes

IG OFF Elapsed Time
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
IG OFF Elapsed Time	Time after engine switch off/ Min.: 0 min, Max.: 655350 min	Cumulative time after engine switch off	Yes

OBD Requirements
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
OBD Requirements	OBD requirement	EOBD (Euro-OBD): for except Brazil OBD Brazil OBD Phase 2: for Brazil OBD	No

Number of Emission DTC
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Number of Emission DTC	Emissions-related DTCs	-	No
Number of Emission DTC	Diagnostic Note: This is the number of emissions-related DTCs.

TC and TE1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
TC and TE1	TC and CG (TE1) terminals of DLC3/ ON or OFF	-	Yes

Total Distance Traveled
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Total Distance Traveled	Total distance traveled/ Min.: 0 km (0 mile), Max.: 16777215 km (10425361 mile)	-	Yes

Misfire (Ptrl Misfire)

Ignition Trig. Count
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Ignition Trig. Count	Ignition counter/ Min.: 0, Max.: 65535	0 to 600	Yes
Ignition Trig. Count	Diagnostic Note: This is the cumulative number of ignitions. This counter is incremented by one for each ignition (this stops when misfire monitoring stops). This value is cleared every 200 revolutions. The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by Ignition Trig. Count. The misfire rate for each cylinder = Cylinder #1 to #6 Misfire Count / Ignition Trig. Count HINT: For 4-cylinder engines, the values range from 0 to 400. For 6-cylinder engines, the values range from 0 to 600. For 8-cylinder engines, the values range from 0 to 800.

Cylinder #1 Misfire Count to Cylinder #6 Misfire Count
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Cylinder #1 Misfire Count Cylinder #2 Misfire Count Cylinder #3 Misfire Count Cylinder #4 Misfire Count Cylinder #5 Misfire Count Cylinder #6 Misfire Count	Misfire count of cylinders 1 to 6/ Min.: 0, Max.: 255	0	Yes
	Diagnostic Note: This is the misfire count for each individual cylinder. This counter is increased by one for each misfire and is cleared every 200 revolutions. Check this item to help determine the malfunctioning cylinder.

All Cylinders Misfire Count
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
All Cylinders Misfire Count	Misfire count of all cylinders/ Min.: 0, Max.: 255	0 to 35	Yes
All Cylinders Misfire Count	Diagnostic Note: 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
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Misfire RPM	Engine speed for first misfire range/ Min.: 0 rpm, Max.: 6375 rpm	0 rpm: 0 misfires	Yes
Misfire RPM	Diagnostic Note: This is the average engine speed recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference.

Misfire Load
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Misfire Load	Engine load for first misfire range/ Min.: 0 g/rev, Max.: 3.98 g/rev	0 g/rev: 0 misfires	Yes
Misfire Load	Diagnostic Note: This is the average engine load recorded when misfiring occurs. This value is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the freeze frame data. When reproducing malfunction conditions, use this value as a reference. HINT: To convert g/rev to gm/sec: RPM / 60 x g/rev = gm/sec.

Misfire Margin
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Misfire Margin	Misfire monitoring/ Min.: -128%, Max.: 127%	-128 to 127: Idling	Yes
Misfire Margin	Diagnostic Note: This is the misfire detection margin. Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100% When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Example: When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.

Various Vehicle Conditions 5 (All Data)

Engine Speed (Starter Off)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Speed (Starter Off)	Engine speed when starter off/ Min.: 0 rpm, Max.: 51199 rpm	-	Yes
Engine Speed (Starter Off)	Diagnostic Note: This is the engine speed immediately after starting the engine.

Starter Count
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Starter Count	Number of times starter turned on after engine switch turned on (IG)/ Min.: 0, Max.: 255	-	Yes
Starter Count	Diagnostic Note: 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 GTS, the starter was turned ON 1 time before engine start and turned ON 2 times after engine start. (The maximum value for each counter is 9 times before engine start and 11 times after engine start)

Run Dist of Previous Trip
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Run Dist of Previous Trip	Distance driven during previous trip/ Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile)	-	Yes
Run Dist of Previous Trip	Diagnostic Note: Before 5 seconds elapse after starting the engine, which is DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. HINT: Run Dist of Previous Trip in freeze frame data which were present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of Data List (real-time measurements), or for freeze frame data which were present when the DTCs other than P1604 were detected, the value indicates the distance driven during the current trip.

Rough Idle (All Data)

Rough Idle Status
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Rough Idle Status	Status of the rough idle status/ Normal, Misfire, Continuous poor combustion, Intermittent poor combustion, Low frequency poor combustion	Normal	Yes
Rough Idle Status	Diagnostic Note: 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. Misfire Continuous poor combustion Intermittent poor combustion Low frequency poor combustion

Plural Cylinders Rough Idle
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Plural Cylinders Rough Idle	Status of the plural cylinders rough idle/ ON or OFF	OFF	Yes
Plural Cylinders Rough Idle	Diagnostic Note: Indicates multiple cylinders are the cause of rough idling when ON.

Rough Idle #1 to #6
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Rough Idle #1 Rough Idle #2 Rough Idle #3 Rough Idle #4 Rough Idle #5 Rough Idle #6	Status of the rough idle #1 to #6/ ON or OFF	OFF	Yes
	Diagnostic Note: 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.

Various Vehicle Conditions 6 (All Data)

Engine Starting Time
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Starting Time	Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)/ Min.: 0 ms, Max.: 655350 ms	-	Yes
Engine Starting Time	Diagnostic Note: This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm. This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms.

Previous Trip Coolant Temp
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Previous Trip Coolant Temp	Engine coolant temperature during previous trip/ Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	Yes
Previous Trip Coolant Temp	Diagnostic Note: Before 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature at the end of the previous trip. After 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature during the current trip.

Previous Trip Intake Temp
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Previous Trip Intake Temp	Intake air temperature during previous trip/ Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	Yes
Previous Trip Intake Temp	Diagnostic Note: Before 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature at the end of the previous trip. After 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature during the current trip.

Engine Oil Temperature
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Oil Temperature	Engine oil temperature (estimated temperature)/ Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	Yes

Previous Trip Eng Oil Temp
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Previous Trip Eng Oil Temp	Engine oil temperature during previous trip/ Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	Yes

Ambient Temp for A/C
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Ambient Temp for A/C	Ambient temperature for A/C/ Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	Yes

Previous Trip Ambient Temp
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Previous Trip Ambient Temp	Ambient temperature during previous trip/ Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	Yes

Engine Start Hesitation
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Start Hesitation	History of hesitation during engine start/ ON or OFF	-	Yes
Engine Start Hesitation	Diagnostic Note: This value changes to ON when the engine speed does not reach 500 rpm during cranking.

Low Rev for Eng Start
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Low Rev for Eng Start	History of low engine speed after engine start/ ON or OFF	-	Yes
Low Rev for Eng Start	Diagnostic Note: This item changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.

Fuel Cut Elps Time
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fuel Cut Elps Time	Time elapsed after engine runs at high speed/ Min.: 0 sec, Max.: 68746 sec	-	Yes
Fuel Cut Elps Time	Diagnostic Note: The time elapsed after a fuel cut after high engine speed has occurred (the engine speed at which fuel cut occurs + 500 rpm or more).

ACM
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ACM	Duty vacuum switching valve (for active control engine mount) duty control/ Min.: 0%, Max.: 255%	-	Yes

Electric Fan Motor
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Electric Fan Motor	Electric fan motors operation status/ ON or OFF	-	Yes

Brake Override System
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Brake Override System	Brake override system status/ ON or OFF	ON: Brake override system operating	Yes

Idle Fuel Cut
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Idle Fuel Cut	Fuel cut at idle/ ON or OFF	ON: Fuel cut operating	Yes
Idle Fuel Cut	Diagnostic Note: Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high.

FC TAU
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
FC TAU	Fuel cut TAU (fuel cut during very light load)/ ON or OFF	ON: Fuel cut operating	Yes
FC TAU	Diagnostic Note: This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete.

Immobiliser Fuel Cut
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Immobiliser Fuel Cut	Status of immobiliser fuel cut/ ON or OFF	-	Yes

Immobiliser Fuel Cut History
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Immobiliser Fuel Cut History	Status of the immobiliser fuel cut history/ ON or OFF	-	Yes
Immobiliser Fuel Cut History	Diagnostic Note: When DTC P1604 is output and Immobiliser Fuel Cut History indicates ON, the engine could not start due to engine immobiliser operation.

Communication with ECT
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Communication with ECT	Status of communication with TCM/ Comm or No Comm	-	Yes

Electrical Load Signal 1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Electrical Load Signal 1	Electrical load signal/ ON or OFF	-	Yes

Various Vehicle Conditions 7 (Vehicle Information)

Model Code
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Model Code	Model code	-	No
Model Code	Diagnostic Note: Used for identifying the model code: GSV50#

Engine Type
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Type	Engine type	-	No
Engine Type	Diagnostic Note: Used for identifying the engine type: 2GRFE

Cylinder Number
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Cylinder Number	Number of cylinders/ Min.: 0, Max.: 255	-	No
Cylinder Number	Diagnostic Note: Used for identifying the number of cylinders: 6

Transmission Type
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Transmission Type	Transmission (transaxle) type	-	No
Transmission Type	Diagnostic Note: Used for identifying the transaxle type: ECT 6th

Destination
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Destination	Destination	-	No
Destination	Diagnostic Note: Used for identifying the destination: W

Model Year
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Model Year	Model year/ Min.: 1900, Max.: 2155	-	No
Model Year	Diagnostic Note: Used for identifying the model year: 20##

Compression (Compression)

Engine Speed of Cyl #1 to #6
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Speed of Cyl #1 Engine Speed of Cyl #2 Engine Speed of Cyl #3 Engine Speed of Cyl #4 Engine Speed of Cyl #5 Engine Speed of Cyl #6	Engine speed for cylinder No. 1 to No. 6/ Min.: 0 rpm, Max.: 51199 rpm	-	No
	Diagnostic Note: This is output only when Check the Cylinder Compression is performed using the Active Test. This is the engine speed for each cylinder measured during the fuel-cut with the engine cranking. When there is compression loss, the engine speed for that cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement. Results of real-vehicle check when performing the Active Test with a normal vehicle: Engine Speed of Cyl #1: 257 rpm Engine Speed of Cyl #2: 256 rpm Engine Speed of Cyl #3: 257 rpm Engine Speed of Cyl #4: 256 rpm Engine Speed of Cyl #5: 257 rpm Engine Speed of Cyl #6: 256 rpm

Av Engine Speed of All Cyl
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Av Engine Speed of All Cyl	Average engine speed for all cylinders/ Min.: 0 rpm, Max.: 51199 rpm	-	No
Av Engine Speed of All Cyl	Diagnostic Note: This is output only when Check the Cylinder Compression is performed using the Active Test.

Automatic Transaxle 1 (All Data)

Refer to Automatic Transaxle System (Click here).

Received MIL from ECT
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Received MIL from ECT	MIL status from ECT/ ON or OFF	ON: MIL ON	Yes

Automatic Transaxle 2 (AT)

Refer to Automatic Transaxle System (Click here).

Shift Position Sig from ECT
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Shift Position Sig from ECT	Shift position signal from ECT	Actual shift position	Yes

A/T Oil Temp from ECT
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
A/T Oil Temp from ECT	ATF temperature from ECT/ Min.: -40°C (-40°F), Max.: 215°C (419°F)	With engine cold: Equal to ambient temperature	Yes

Automatic Transaxle 3 (All Data)

Refer to Automatic Transaxle System (Click here).

SPD (NO)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
SPD (NO)	Output shaft speed/ Min.: 0 rpm, Max.: 12750 rpm	-	Yes

SPD (NT)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
SPD (NT)	Input turbine speed/ Min.: 0 rpm, Max.: 12750 rpm	Lock-up on (after warming up the engine): Input turbine speed (NT) is equal to engine speed Lock-up off (idling with shift lever in N): Input turbine speed (NT) is nearly equal to engine speed	Yes

Automatic Transaxle 4 (AT)

Refer to Automatic Transaxle System (Click here).

ECT Lock Up
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ECT Lock Up	Lock-up/ ON or OFF	ON: Lock-up operating	Yes

SPD (NC)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
SPD (NC)	Counter gear speed/ Min.: 0 rpm, Max.: 12750 rpm	-	Yes

Shift SW Status (P Range)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Shift SW Status (P Range)	Park/Neutral position switch status/ ON or OFF	ON: Shift lever in P OFF: Shift lever not in P	Yes
Shift SW Status (P Range)	Diagnostic Note: When the shift lever position displayed on the GTS differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. HINT: When failure still occurs even after adjusting these parts, refer to DTC P0705 (Click here).

Shift SW Status (R Range)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Shift SW Status (R Range)	Park/Neutral position switch status/ ON or OFF	ON: Shift lever in R OFF: Shift lever not in R	Yes
Shift SW Status (R Range)	Diagnostic Note: When the shift lever position displayed on the GTS differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. HINT: When failure still occurs even after adjusting these parts, refer to DTC P0705 (Click here).

Shift SW Status (N Range)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Shift SW Status (N Range)	Park/Neutral position switch status/ ON or OFF	ON: Shift lever in N OFF: Shift lever not in N	Yes
Shift SW Status (N Range)	Diagnostic Note: When the shift lever position displayed on the GTS differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. HINT: When failure still occurs even after adjusting these parts, refer to DTC P0705 (Click here).

Shift SW Status (N, P Range) Supported
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Shift SW Status (N, P Range) Supported	Park/Neutral position switch N, P range supported/ Unsupp or Supp	Supp	Yes

Shift SW Status (N, P Range)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Shift SW Status (N, P Range)	Park/Neutral position switch status/ ON or OFF	-	Yes

Sports Shift Up SW
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Sports Shift Up SW	Sport shift up switch status/ ON or OFF	ON: Continuously shift to "+" (up-shift) OFF: Release "+" (up-shift)	Yes

Sports Shift Down SW
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Sports Shift Down SW	Sport shift down switch status/ ON or OFF	ON: Continuously shift to "-" (down-shift) OFF: Release "-" (down-shift)	Yes

Sports Mode Selection SW
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Sports Mode Selection SW	Sport mode select switch status/ ON or OFF	ON: Shift lever in S, "+" or "-" OFF: Shift lever not in "+" or "-"	Yes

Shift SW Status (D Range)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Shift SW Status (D Range)	Park/Neutral position switch status/ ON or OFF	ON: Shift lever in D or S OFF: Shift lever not in D or S	Yes
Shift SW Status (D Range)	Diagnostic Note: When the shift lever position displayed on the GTS differs from the actual position, the adjustment of the park/neutral position switch assembly or shift cable may be incorrect. HINT: When failure still occurs even after adjusting these parts, refer to DTC P0705 (Click here).

Freeze Frame Data (AF/O2 Sensor Operation (Banked))

Engine Speed
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Speed	Engine speed/ Min.: 0 rpm, Max.: 9000 rpm	-	Yes
Engine Speed	Diagnostic Note: This is only available in Freeze Frame Data.

AFS Voltage B1S1, B2S1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AFS Voltage B1S1 AFS Voltage B2S1	Air fuel ratio sensor output voltage for bank 1 sensor 1 (bank 2 sensor 1)/ Min.: 3 V, Max.: 3.6 V	-	Yes
AFS Voltage B1S1 AFS Voltage B2S1	Diagnostic Note: This is only available in Freeze Frame Data.

O2S B1S2, B2S2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
O2S B1S2 O2S B2S2	Heated oxygen sensor output voltage for bank 1 sensor 2 (bank 2 sensor 2)/ Min.: 0 V, Max.: 1 V	-	Yes
O2S B1S2 O2S B2S2	Diagnostic Note: This is only available in Freeze Frame Data.

AF Lambda B1S1, B2S1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AF Lambda B1S1 AF Lambda B2S1	Output air fuel ratio associated with bank 1 sensor 1 (bank 2 sensor 1)/ Min.: 0, Max.: 1.99	-	Yes
AF Lambda B1S1 AF Lambda B2S1	Diagnostic Note: This is only available in Freeze Frame Data.

Short FT #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Short FT #1 Short FT #2	Short-term fuel trim for bank 1 (bank 2)/ Min.: -50%, Max.: 50%	-	Yes
Short FT #1 Short FT #2	Diagnostic Note: This is only available in Freeze Frame Data.

Long FT #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Long FT #1 Long FT #2	Long-term fuel trim for bank 1 (bank 2)/ Min.: -50%, Max.: 50%	-	Yes
Long FT #1 Long FT #2	Diagnostic Note: This is only available in Freeze Frame Data.

Total FT #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Total FT #1 Total FT #2	Total fuel trim for bank 1 (bank 2)/ Min.: -0.5, Max.: 0.496	-	Yes
Total FT #1 Total FT #2	Diagnostic Note: This is only available in Freeze Frame Data.

Fuel System Status #1, #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fuel System Status #1 Fuel System Status #2	Fuel system status for bank 1 (bank 2)/ OL, CL, OLDrive, OLFault, CLFault or Unused	-	Yes
Fuel System Status #1 Fuel System Status #2	Diagnostic Note: This is only available in Freeze Frame Data.

ACTIVE TEST

HINT:

Using the GTS to perform Active Tests allows relays, VSVs, actuators and other items to be operated without removing any parts. This non-intrusive functional inspection can be very useful because intermittent operation may be discovered before parts or wiring is disturbed. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List information can be displayed while performing Active Tests.
As DTCs may be stored when an Active Test or learning is performed, make sure to clear the DTCs before returning the vehicle to the customer.

Warm up the engine.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
Enter the following menus: Powertrain / Engine / Active Test.

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

Tester Display	Test Part	Control Range	Diagnostic Note
Control the Injection Volume	Change injection volume	Between -12.5% and 24.8%	All fuel injector assemblies are tested at the same time. Perform the test at 3000 rpm or less. Injection volume can be changed in fine gradations within the control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / All Data / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped. See waveform *2.
Control the Injection Volume for A/F Sensor	Change injection volume	-12.5%/0%/12.5%	All fuel injector assemblies are tested at the same time. Perform the test at 3000 rpm or less. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F Sensor / All Data / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. During the Active Test, air fuel ratio feedback control and feedback learning are stopped.
Activate the VSV for Intake Control	Activate intake air control valve assembly	ON/OFF	Perform this test with the engine switch on (IG). This test activates intake air control valve assembly only 10 seconds.
Activate the VSV for Evap Control	Activate purge VSV control	ON/OFF	The purge VSV is opened with a approximately 30% duty ratio. See waveform *4.
Control the Fuel Pump / Speed	Activate fuel pump	ON/OFF	Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Shift lever in P.
Control the Fuel Pump Duty	Activate fuel pump	25% or 80%	Perform this test is possible when the following conditions are met: Engine switch is on (IG). Engine is running. Shift lever in P.
Control the ACM Inhibit	Activate duty vacuum switching valve (for active control engine mount)	ON/OFF	Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Shift lever in P.
Connect the TC and TE1	Turn on and off TC and TE1 connection	ON/OFF	ON: TC and TE1 are connected. OFF: TC and TE1 are disconnected. Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Shift lever in P.
Control the Idle Fuel Cut Prohibit	Prohibit idling fuel cut control	ON/OFF	Perform this test when the following conditions are met: Engine switch is on (IG). Shift lever in P.
Control the Electric Cooling Fan	Control electric cooling fan motor	ON/OFF	Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Shift lever in P.
Control the ETCS Open/Close Slow Speed	Throttle actuator	Close/Open Open: Throttle valve opens slowly	Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Accelerator pedal is fully depressed (accelerator pedal position: 58 degrees or more). Shift lever in P.
Control the ETCS Open/Close Fast Speed	Throttle actuator	Close/Open Open: Throttle valve opens quickly	Same as above. See waveform *3.
Control the VVT Linear (Bank 1)	Control camshaft timing oil control valve assembly (for intake camshaft of bank 1)	-128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard	Engine stalls or idles roughly when the camshaft timing oil control valve assembly operated by 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. See waveform *5.
Control the VVT System (Bank 1)	Turn camshaft timing oil control valve assembly (for intake camshaft of bank 1) on and off	ON/OFF ON: VVT OCV Duty #1 100%	Engine stalls or idles roughly when the camshaft timing oil control valve assembly (for intake camshaft of bank 1) is turned on. Engine runs and idles normally when the camshaft timing oil control valve assembly (for intake camshaft of bank 1) is off. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
Control the VVT Linear (Bank 2)	Control camshaft timing oil control valve assembly (for intake camshaft of bank 2)	-128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard	Engine stalls or idles roughly when the camshaft timing oil control valve assembly is operated by 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
Control the VVT System (Bank 2)	Turn camshaft timing oil control valve assembly (for intake camshaft of bank 2) on and off	ON/OFF ON: VVT OCV Duty #2 100%	Engine stalls or idles roughly when the camshaft timing oil control valve assembly (for intake camshaft of bank 2) is turned on. Engine runs and idles normally when the camshaft timing oil control valve assembly (for intake camshaft of bank 2) is off. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
Control the VVT Exhaust Linear (Bank 1)	Control camshaft timing oil control valve assembly (for exhaust camshaft of bank 1)	-128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum retard -100%: Maximum advance	Engine stalls or idles roughly when the camshaft timing oil control valve assembly is operated by 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. See waveform *6.
Control the VVT Exhaust Linear (Bank 2)	Control camshaft timing oil control valve assembly (for exhaust camshaft of bank 2)	-128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum retard -100%: Maximum advance	Engine stalls or idles roughly when the camshaft timing oil control valve assembly is operated by 100%. Perform this test when the following conditions are met: Engine is idling. Shift lever in P. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
Activate the VSV for AICS	Activate vacuum switching valve (for air intake control valve)	ON/OFF	Perform this test when the following conditions are met: Engine switch is on (IG). Engine is stopped. Shift lever in P.
Control the Cylinder #1 Fuel Cut	Cylinder #1 fuel injector assembly fuel cut	ON/OFF	Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P.
Control the Cylinder #2 Fuel Cut	Cylinder #2 fuel injector assembly fuel cut	ON/OFF	Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P.
Control the Cylinder #3 Fuel Cut	Cylinder #3 fuel injector assembly fuel cut	ON/OFF	Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P.
Control the Cylinder #4 Fuel Cut	Cylinder #4 fuel injector assembly fuel cut	ON/OFF	Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P.
Control the Cylinder #5 Fuel Cut	Cylinder #5 fuel injector assembly fuel cut	ON/OFF	Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P.
Control the Cylinder #6 Fuel Cut	Cylinder #6 fuel injector assembly fuel cut	ON/OFF	Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P.
Control the All Cylinders Fuel Cut	Fuel cut for all cylinders	ON/OFF	Perform this test when the following conditions are met: Vehicle is stopped. Engine is idling. Shift lever in P.
Check the Cylinder Compression	Check the cylinder compression pressure	ON/OFF	Fuel injection and ignition stop in all cylinders. *1

HINT:

*1:

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

Warm up the engine.
Turn the engine switch off.
Connect the GTS to the DLC3.
Turn the engine switch on (IG).
Turn the GTS on.
Enter the following menus: Powertrain / Engine / Active Test / Check the Cylinder Compression.
HINT:
To display the entire Data List, press the pull down menu button next to Primary. Then select Compression.
Push the snapshot button to turn the snapshot function on.
HINT:
Using the snapshot function, data can be recorded during the Active Test.
While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON.
HINT:
After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode.
Crank the engine for about 10 seconds.
HINT:
Continue to crank the engine until the values change from the default value (51199 rpm).
Monitor the engine speed (Engine Speed of Cyl #1 to #6) displayed on the GTS.
HINT:
At first, the GTS displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed.
NOTICE:
1. Do not crank the engine continuously for 20 seconds or more.
2. If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine.
3. Use a fully-charged battery.
Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.
NOTICE:
1. If the Active Test is changed to OFF while the engine is being cranked, the engine will start.
2. When performing the Active Test, DTC P1604 (Startability Malfunction) may be stored.
3. After performing the Active Test, make sure to check and clear DTCs.
Push the snapshot button to turn the snapshot function off.
Enter the following menus: Function / Snapshot Review / Engine / Snapshot File Manager, select the recorded data and display the data.
HINT:
If the data is not displayed as a graph, the change of the values cannot be observed.
Check the change in engine speed values.
HINT:
As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.

Reference Waveforms for Active Test

*2: Control the Injection Volume (Idling after warming up)

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

Tester Display
Measurement Item/Range
Normal Condition
Control the Injection Volume
-
▲A
▲B
Active Test operation
-12%
12%
AFS Voltage B1S1
3.878 V
2.648 V
O2S B1S2
0.760 V
0.875 V
HINT:
1. Usually, the value of AFS Voltage drops below 3.1 V when the control value for Control the Injection Volume is changed to 12%.
2. Usually, the value of AFS Voltage changes to 3.4 V or higher when the control value for Control the Injection Volume is changed to -12%.
3. Usually, the value of O2S changes to 0.55 V or higher when the control value for Control the Injection Volume is changed to 12%.
4. Usually, the value of O2S drops below 0.4 V when the control value for Control the Injection Volume is changed to -12%.
5. The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.
6. If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning.

*3: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Engine switch on (IG), accelerator pedal fully depressed)

HINT:

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

Tester Display	Measurement Item/Range	Normal Condition
Control the ETCS Open/Close Fast Speed	-	▲A	▲B
	Active Test operation	Open	Close
	Throttle Position Command	2.597 V	0.820 V
	Throttle Position No.1	2.597 V	0.820 V
	Throttle Motor Duty (Open)	13.0%	0.0%
	Throttle Motor Duty (Close)	0.0%	15.0%

*4: Activate the VSV for Evap Control (Idling after warming up)

Tester Display	Measurement Item/Range	Normal Condition
Activate the VSV for Evap Control	-	▲A	▲B
	Active Test operation	ON	OFF
	EVAP (Purge) VSV	29.8%	0.0%
	Injector (Port)	2127 μs	2190 μs
	AFS Voltage B1S1	3.234 V	3.356 V

HINT:

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

*5: Control the VVT Linear (Bank 1)

Tester Display	Measurement Item/Range	Normal Condition
Control the VVT Linear (Bank 1)	-	▲A	▲B
	Active Test operation*	20%	-20%
	VVT Change Angle #1	54.9 DegFR	0.0 DegFR
	VVT OCV Duty #1	66.8%	26.8%
	VVT Aim Angle #1	46.8%	46.8%

HINT:

*: Change the control value for Control the VVT Linear to 20% or -20%.
The Control the VVT Linear Active Test considers the value of VVT Aim Angle to be 0 and raises or lowers the duty ratio with respect to VVT Aim Angle.
The sum of the control value for the Control the VVT Linear Active Test and the value of VVT Aim Angle is approximately equal to the value of VVT OCV Duty.
When the control value for the Control the VVT Linear Active Test is changed a few times, there should not be a large discrepancy between VVT OCV Duty when the system starts advancing or retarding the timing and the rate of change of VVT Change Angle.

*6: Control the VVT Exhaust Linear (Bank 1)

Tester Display	Measurement Item/Range	Normal Condition
Control the VVT Exhaust Linear (Bank 1)	-	▲A	▲B
	Active Test operation*	20%	-20%
	VVT Ex Chg Angle #1	34.6 DegFR	0.0 DegFR
	VVT Ex OCV Duty #1	70.8%	30.8%
	VVT Ex Hold Lrn Val #1	50.8%	50.8%

HINT:

*: Change the control value for Control the VVT Exhaust Linear to 20% or -20%.
The Control the VVT Exhaust Linear Active Test considers the value of VVT Ex Hold Lrn Val to be 0 and raises or lowers the duty ratio with respect to VVT Ex Hold Lrn Val.
The sum of the control value for the Control the VVT Exhaust Linear Active Test and the value of VVT Ex Hold Lrn Val is approximately equal to the value of VVT Ex OCV Duty.
When the control value for the Control the VVT Exhaust Linear Active Test is changed a few times, there should not be a large discrepancy between VVT Ex OCV Duty when the system starts advancing or retarding the timing and the rate of change of VVT Ex Chg Angle.