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1ZR-FE ENGINE CONTROL SFI SYSTEM DATA LIST / ACTIVE TEST

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.

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

a. Warm up the engine.

b. Turn the A/C switch off.

c. Turn the ignition switch off.

d. Connect the GTS to the DLC3.

e. Turn the ignition switch to ON.

f. Turn the GTS on.

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

h. According to the display on the GTS, read the Data List.

HINT:
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.

Various Vehicle Conditions 1 (All Data)

Powertrain > Engine and ECT > Data List

 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· This is the current vehicle speed.

· The vehicle speed is detected using the
wheel speed sensors.
· Vehicle speed data is delayed when it
Min.: 0 km/h (0 is displayed. Therefore, even if the
Actual vehicle vehicle speed listed in the freeze
Vehicle Speed Vehicle speed mph), Max.: 255
speed frame data is 0 km/h (0 mph), this
km/h (158 mph)
does not always mean that the
malfunction occurred when the vehicle
was stopped.

600 to 700 rpm:

Idling (for A/T
When the crankshaft position sensor is
Min.: 0 rpm, and M/T
malfunctioning, "Engine Speed" is approximately
Engine Speed Engine speed Max.: 16383 models)
0 rpm or varies greatly from the actual engine
rpm 680 to 780 rpm:
speed.
Idling (for CVT
models)

· This is the engine load calculated based

on the estimated intake manifold
pressure.
· Calculate Load = Estimated intake
Load calculated Min.: 0%, Max.: manifold pressure / maximum intake
Calculate Load - manifold pressure x 100 (%)
by ECM 100%
(For example, when the estimated intake
manifold pressure is the same as
atmospheric pressure, Calculate Load is
100%.)

· This is the engine intake air charging

efficiency.
· Vehicle Load = Current intake airflow
(gm/sec) / maximum intake airflow x
100%
Maximum intake airflow = Displacement
(L) / 2 x 1.2 (g/rev.)
Min.: 0%, Max.:
Vehicle Load Vehicle load -
25700%
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)

· 1.0 to
3.0
gm/sec:
Idling
Airflow rate from · 5.0 to
Min.: 0 gm/sec,
mass air flow 10.0 This is the intake air amount from the mass air
MAF Max.: 655.35
meter sub- gm/sec: flow meter sub-assembly.
gm/sec
assembly 3000
rpm
(without
load)

Equivalent to · Standard atmospheric pressure: 101

Min.: 0 kPa (0 kPa(abs) [758 mmHg(abs)]
atmospheric
Atmosphere Atmospheric mmHg), Max.: · For every 100 m (328 ft) increase in
pressure
Pressure pressure 255 kPa (1912 altitude, pressure drops by 1 kPa (7.5
(absolute
mmHg) mmHg). This varies by weather.
pressure)

Coolant Temp Coolant Min.: -40°C 75 to 100°C This is the engine coolant temperature.
temperature (-40°F), Max.: (167 to 212°F): HINT:
140°C (284°F) After warming
up · 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).
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· After a long soak, the engine coolant

Equivalent to temperature, intake air temperature and
Min.: -40°C temperature at ambient air temperature are
Intake air approximately equal.
Intake Air (-40°F), Max.: location of mass
temperature · If the value is -40°C (-40°F), or 140°C
140°C (284°F) air flow meter
sub-assembly (284°F), the sensor circuit is open or
shorted.

This is the time elapsed since the engine started.

Min.: 0 s, Max.: Time after HINT:
Engine Run Time Engine run time The time is counted only while the engine is
65535 s engine start
running.

Initial engine Min.: -40°C

Initial Engine This is the engine coolant temperature stored
coolant (-40°F), Max.: -
Coolant Temp when the ignition switch is turned to ON.
temperature 119.3°C (247°F)
Min.: -40°C
Initial Intake Air Initial intake air This is the intake air temperature stored when
(-40°F), Max.: -
Temp temperature the ignition switch is turned to ON.
119.3°C (247°F)
Min.: 0 V, Max.: 11 to 14 V: If 11 V or less, characteristics of some electrical
Battery Voltage Battery voltage
65.535 V Idling components may change.
Status of glow
Glow Indicator This item is displayed only for CVT or A/T
indicator Unsupp or Supp Unsupp
Supported models.
supported
This item is displayed only for CVT or A/T
Glow Indicator Glow indicator ON or OFF OFF
models.

Throttle Control 1 (Ptrl Throttle)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
This is the accelerator pedal position defined
using the learned fully released position (sensor
Accelerator Accelerator Min.: 0%, Max.: Actual accelerator
output) of No. 1 accelerator pedal position
Position pedal position 399.9% pedal position
sensor as 0% and the fully depressed position
as 100%.

· 10 to 22%: The No. 1 accelerator pedal position sensor

Accelerator output is converted using 5 V = 100%.
Absolute pedal fully HINT:
Accel Sens. accelerator Min.: 0%, Max.: released If there are no accelerator pedal position
No.1 Volt % pedal position 100% · 52 to 90%: sensor DTCs stored, it is possible to conclude
No. 1 Accelerator that the accelerator pedal position sensor
pedal fully system is normal.
depressed

· 24 to 40%:
Accelerator
Absolute pedal fully
Accel Sens. accelerator Min.: 0%, Max.: released The No. 2 accelerator pedal position sensor
No.2 Volt % pedal position 100% · 68 to 95%: output is converted using 5 V = 100%.
No. 2 Accelerator
pedal fully
depressed

Throttle Control 2 (All Data)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Accel Sensor Accelerator Min.: 0 V, Max.: This is the raw voltage from the No. 1
· 0.5 to 1.1
Out No.1 pedal position 4.98 V accelerator pedal position sensor.
V:
sensor No. 1
Accelerator
voltage
pedal fully
released
· 2.6 to 4.5
V:
Accelerator
pedal fully
depressed
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· 1.2 to 2.0
V:
Accelerator
Accelerator pedal fully
Accel Sensor pedal position Min.: 0 V, Max.: released This is the raw voltage from the No. 2
Out No.2 sensor No. 2 4.98 V · 3.4 to 4.75 accelerator pedal position sensor.
voltage V:
Accelerator
pedal fully
depressed

Throttle Control 3 (Ptrl Throttle)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Whether or not
accelerator
pedal position
ON: Accelerator This is a parameter calculated by the ECM
Accelerator Idle sensor
ON or OFF pedal fully which indicates whether the accelerator pedal
Position detecting
released is in the learned idle position.
released
accelerator
pedal
Accelerator fully
Min.: 0 deg, This is the value of No. 1 accelerator pedal
Accel Fully Close released
Max.: 124.5 - position sensor learned when the accelerator
Learn #1 learned value
deg pedal is released.
No. 1
Accelerator fully
Min.: 0 deg, This is the value of No. 2 accelerator pedal
Accel Fully Close released
Max.: 124.5 - position sensor learned when the accelerator
Learn #2 learned value
deg pedal is released.
No. 2

· 10 to
22%:
Accelerator The No. 1 throttle position sensor output is
pedal fully converted using 5 V = 100%.
Absolute released HINT:
Throttle Sensor Min.: 0%,
throttle position · 64 to If there are no throttle position sensor DTCs
Volt % Max.: 100%
sensor No. 1 96%: stored, it is possible to conclude that the
Accelerator throttle position sensor system is normal.
pedal fully
depressed

· 42 to
62%:
Accelerator
pedal fully
Absolute released
Throttl Sensor #2 Min.: 0%, The No. 2 throttle position sensor output is
throttle position · 92 to
Volt % Max.: 100% converted using 5 V = 100%.
sensor No. 2 100%:
Accelerator
pedal fully
depressed

· ON: Brake
pedal
Brake pedal depressed This is the stop light switch assembly signal
ST1 ON or OFF · OFF: Brake (ST1- terminal).
signal
pedal
released

· When there is a difference between the

target and actual throttle valve opening
angles, system guard turns off and
System Guard System guard ON or OFF ON stops the electronic throttle control
system function.
· OFF: Electronic throttle control is
stopped.

This parameter indicates a malfunction in the

Open Side Open
ON or OFF OFF electronic throttle when the throttle valve is
Malfunction malfunction
open.
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· This is a parameter calculated by the

Whether or not ECM.
Throttle Idle throttle position · The value is ON when the throttle is at
ON or OFF -
Position sensor the idle position and OFF when the
detecting idle throttle is open.

This is a value calculated by the ECM showing

the voltage for the target throttle valve
Throttle Require Required Min.: 0 V, Max.: position. It is almost an exact match of the
-
Position throttle position 4.98 V Throttle Position No.1 value except during very
rapid throttle valve movement, such as that
used during wheelspin control.

· 0%: · This is the throttle valve opening

Accelerator amount used for engine control.
pedal fully (100% signifies 125° of throttle valve
released rotation. This does not include the
Throttle Sensor Throttle sensor Min.: 0%, · 50 to amount the throttle valve is opened to
Position position Max.: 100% 80%: maintain the idle speed during idling.)
Accelerator · This value has no meaning when the
pedal fully ignition switch is ON and the engine is
depressed stopped.

Almost same as
"Throttle Require
Position"
· 0.5 to 1.1
V:
Accelerator
pedal fully
Throttle released
Throttle Position position sensor Min.: 0 V, Max.: · 3.2 to 4.8 This is the No. 1 throttle position sensor output
No.1 No. 1 output 4.98 V V: voltage.
voltage Accelerator
pedal fully
depressed
· 0.6 to 1.4
V: Fail-
safe
operating

· 2.1 to 3.1
V:
Accelerator
pedal fully
released
Throttle · 4.6 to 4.98
Throttle Position position sensor Min.: 0 V, Max.: V: This is the No. 2 throttle position sensor output
No.2 No. 2 output 4.98 V Accelerator voltage.
voltage pedal fully
depressed
· 2.1 to 3.1
V: Fail-
safe
operating

Throttle
Throttle Position Min.: 0 V, Max.: Throttle Position Command is the same value
position -
Command 4.98 V as Throttle Require Position.
command value
This is the No. 1 throttle position sensor output
voltage when there is no current supplied to
Throttle
Throttle Sens Min.: 0 V, Max.: the electronic throttle actuator. The accelerator
position sensor 0.6 to 1.4 V
Open Pos #1 4.98 V pedal is released but the throttle valve is kept
No. 1
open by the throttle valve opener with the
ignition switch ON.
This is the No. 2 throttle position sensor output
voltage when there is no current supplied to
Throttle
Throttle Sens Min.: 0 V, Max.: the electronic throttle actuator. The accelerator
position sensor 1.7 to 2.5 V
Open Pos #2 4.98 V pedal is released but the throttle valve is kept
No. 2
open by the throttle valve opener with the
ignition switch ON.

· When this value is large but the actual

opening angle (Throttle Position No.1)
does not reach the target opening angle
Throttle Motor Throttle Min.: 0 A, Max.: (Throttle Require Position), there is an
0 to 3.0 A: Idling
Current actuator current 19.9 A "unable to open" malfunction.
· This value normally fluctuates around 1
A.
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Throttle Motor Throttle Min.: 0%, This is the output duty ratio of the throttle
10 to 22%: Idling
DUTY actuator Max.: 100% actuator drive circuit.

· This is the duty ratio used to drive the

throttle actuator and open the throttle
Throttle valve. It is an ECM command signal.
Throttle Motor Min.: 0%,
actuator duty 0 to 40%: Idling · When the throttle valve is being
Duty (Open) Max.: 255%
ratio (open) opened, Throttle Motor Duty (Open) is
10 to 50%.

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
Throttle is usually controlled using a duty ratio drive
Throttle Motor Min.: 0%, signal which closes the throttle valve.
actuator duty 0 to 40%: Idling
Duty (Close) Max.: 255% However, when carbon deposits build up, it
ratio (close)
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.

· 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
Throttle valve with the throttle valve opener angle
0.4 to 1.0 V:
Throttle Fully fully closed Min.: 0 V, Max.: (approximately 4 to 7°, the position
Accelerator pedal
Close Learn position 4.98 V when the ignition switch is ON, the
fully released
(learned value) accelerator pedal is released and the
throttle actuator is off).
· Learning is performed immediately after
the ignition switch is turned to ON.

This is the power supply for the electronic

throttle actuator. When the power supply is
11 to 14 V: interrupted for approximately 1 second, DTCs
Min.: 0 V, Max.: Ignition switch ON P2118 (open circuit) and P0657 (short circuit,
+BM Voltage +BM voltage
79.998 V and system ECU malfunction) are stored and the electronic
normal throttle control system enters fail-safe mode
(normal operation is not restored until the
ignition switch is turned off).
Actuator Power Actuator power
ON or OFF ON: Idling If +BM power is lost, this item changes to OFF.
Supply supply
Throttle Air Flow Throttle air flow
Min.: 0, Max.:
Learning learning value - -
1.99
Value(Area 1) of area 1
Throttle Air Flow Throttle air flow
Min.: 0, Max.:
Learning learning value - -
1.99
Value(Area 2) of area 2
Throttle Air Flow Throttle air flow
Min.: 0, Max.:
Learning learning value - -
1.99
Value(Area 3) of area 3
Throttle Air Flow Throttle air flow
Learning learning value Min.: 0, Max.:
- -
Value(Calculated (calculated 1.99
Value) value)
Throttle Air Flow Throttle air flow
Learning learning value
Min.: 0, Max.:
Value(Atmosphere (atmosphere - -
2.55
Pressure Offset pressure offset
Value) value)
Throttle Air Flow Throttle air flow
Learning learning
Prohibit(Intake prohibit (intake OK or NG - -
Air Pressure air pressure
Malfunction) malfunction)
Throttle air flow
Throttle Air Flow
learning
Learning
prohibit (air OK or NG - -
Prohibit(Air Fuel
fuel ratio
Ratio Malfunction)
malfunction)
Min.: 0 deg,
Throttle valve This value has no meaning when the ignition
Throttle Position Max.: 499.99 -
opening angle switch is ON and the engine is stopped.
deg
 Idle Speed Control (Ptrl Rough Idle)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
This is the total ISC airflow amount (the amount
Flow rate of intake air necessary to maintain idling).
calculated using
information from Min.: 0 L/s, HINT:
ISC Flow - ISC Flow (total ISC airflow amount) = ISC
mass air flow Max.: 79.99 L/s
meter sub- Learning Value + ISC Feedback Value + each
assembly compensation amount

Requested
throttle opening Min.: 0 deg, This is the throttle valve opening amount while
ISC Position amount Max.: 499.99 - the engine is idling (the throttle valve opening
calculated using deg amount necessary to maintain ISC air flow).
ISC control
This is the feedback amount necessary to adjust
the airflow amount to maintain the target idling
speed.
HINT:
ISC Feedback ISC feedback Min.: -40 L/s, When the idling speed differs from the target,
-
Value amount Max.: 39.99 L/s 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.

This is the learned value of the airflow amount

necessary for engine idling.
HINT:
· If ISC Feedback Value becomes more
ISC Learning ISC learned Min.: -40 L/s, than a certain value, this will be
- reflected in ISC Learning Value.
Value airflow value Max.: 39.99 L/s
· ISC Flow (total ISC airflow amount) =
ISC Learning Value + ISC Feedback
Value + each compensation amount

Compensation
Electric Load flow rate Min.: -40 L/s, This is the ISC compensation amount determined
-
Feedback Val according to Max.: 39.99 L/s according to the electrical load.
electrical load
Compensation
Air Conditioner flow rate Min.: -40 L/s, This is the ISC compensation amount determined
-
FB Val according to air Max.: 39.99 L/s according to the air conditioner load.
conditioner load
Low Revolution Low engine ON or OFF - · This parameter indicates whether the
Control speed control engine speed dropped immediately after
operation state 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
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
engine.
OFF: The engine speed did not
decrease immediately after starting
the engine.

· For use when engine stall, starting

problems or rough idle is present.

Neutral control
Neutral Control ON or OFF - -
status
Shift lever N This item is displayed only for CVT or A/T
N Range Status ON or OFF -
status models.

· The intake air amount and ignition timing

are adjusted when there is a large
Intake air decrease in engine speed (for example, a
Eng Stall Control Min.: -40 L/s, decrease to 550 rpm or less) in order to
compensation -
FB Flow Max.: 39.99 L/s prevent engine stall.
flow rate
· For use when engine stall, starting
problems or rough idle is present.

· This value indicates the amount of

compensation for a decrease in flow
passage area due to the buildup of
Deposit Loss Flow loss due to Min.: -40 L/s, deposits on the throttle valve.
-
Flow deposits Max.: 39.99 L/s · Check this value for reference when the
engine stalls, is difficult to start, or idles
roughly.

Fuel System 1 (Ptrl General)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Injection period
Min.: 0 μs, This is the injection period of the No. 1 cylinder
Injector (Port) of the No. 1 -
Max.: 65535 μs (the command value from the ECM).
cylinder
Injection Volum Injection volume Min.: 0 ml, 0 to 0.15 ml:
This is the fuel injection volume for 10 injections.
(Cylinder1) (cylinder 1) Max.: 2.047 ml Idling
Fuel ON: Starter on
Fuel pump
Pump/Speed ON or OFF or engine -
status
Status running

Fuel System 2 (All Data)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Current Fuel Current fuel
- Gasoline/petrol -
Type type

EVAP System 1 (Ptrl Evaporative)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· 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.
EVAP (Purge) Purge VSV Min.: 0%, Max.: *: Gasoline vapor from the fuel tank is
-
VSV control duty 100% 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%.
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· This is the percentage of total engine

airflow contributed by EVAP purge
operation.
Min.: 0%, Max.: (Evap Purge Flow = Purge flow / Engine
Evap Purge Flow Purge flow - airflow x 100 (%))
399.9%
· 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 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
Purge Density Purge density Min.: -200, +/-2%.
-
Learn Value learned value Max.: 199.993
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.

This parameter displays ON when EVAP (Purge)

VSV status for
EVAP Purge VSV ON or OFF - VSV is approximately 30% or higher, and displays
EVAP control
OFF when the VSV duty ratio is less than 30%.
Purge Cut VSV Min.: 0%, Max.:
Purge VSV duty - -
Duty 399.9%

Air Fuel Ratio Control 1 (All Data)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· 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
Target Air-Fuel Target air fuel Min.: 0, Max.: 0.8 to 1.2: system attempting to make the air fuel
Ratio ratio 1.99 During idling ratio leaner. Values that are less than 1
indicate the system attempting to make
the air fuel ratio richer.
· Target Air-Fuel Ratio and AF Lambda
B1S1 are related.

Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor)

Powertrain > Engine and ECT

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Value less than ·
1 (0.000 to This is the actual air fuel ratio calculated
0.999) = Rich based on the air fuel ratio sensor output.
Output air fuel · Performing the "Control the Injection
1=
AF Lambda ratio associated Min.: 0, Max.: Volume" or "Control the Injection Volume
Stoichiometric
B1S1 with bank 1 1.99 for A/F Sensor" function of the Active Test
air fuel ratio
sensor 1 enables the technician to check the
Value more than
1 (1.001 to voltage output of the sensor.
1.999) = Lean
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· 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
Air fuel ratio on the current output of the air fuel ratio
AFS Voltage sensor output Min.: 0 V, Max.: 2.6 to 3.8 V: sensor (refer to AFS Current B1S1 below
B1S1 voltage for bank 7.99 V Idling for the actual sensor output).
1 sensor 1 · 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.

· With a stoichiometric air fuel ratio (for

example, during idling after the engine is
warmed up), the air fuel ratio sensor
Air fuel ratio current output is approximately -0.5 to
Min.: -128 mA,
AFS Current sensor output -0.5 to 0.5 mA: 0.5 mA.
Max.: 127.99
B1S1 current for bank Idling · When the value is outside the range of
mA
1 sensor 1 0.7 to 2.2 mA when the fuel-cut is being
performed, there is a malfunction in the
air fuel ratio sensor or sensor circuit.

Air fuel ratio

A/F Heater Duty sensor heater Min.: 0%, Max.: When the value is any value except 0%, current
0 to 100%
#1 duty ratio for 399.9% is being supplied to the heater.
bank 1

· 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
Heated oxygen ratio richer than the stoichiometric ratio.
sensor output Min.: 0 V, Max.: · During air fuel ratio feedback control, the
O2S B1S2 0 to 1 V value moves back and forth in the range
voltage for bank 1.275 V
1 sensor 2 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.

Heated oxygen
sensor heater
O2 Heater B1S2 Active or Not Act - -
for bank 1
sensor 2
Heated oxygen
O2 Heater Curr sensor current Min.: 0 A, Max.: When the value is any value except 0 A, current
-
Val B1S2 for bank 1 4.999 A is being supplied to the heater.
sensor 2
This item is the "short-term fuel injection volume
Short-term fuel Min.: -100%, compensation ratio" used to maintain the air fuel
Short FT #1 -15 to 15%
trim for bank 1 Max.: 99.2% ratio at the stoichiometric ratio using the air fuel
ratio sensor for feedback.
Long FT #1 Long-term fuel Min.: -100%, -15 to 15% · The ECM will learn the Long FT #1 values
trim for bank 1 Max.: 99.2% based on Short FT #1. The goal is to keep
Short FT #1 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 #1 and
Long FT #1 (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" indicates the learned value for the
current operating range.
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
[A/F Learn Value Idle #1], [A/F Learn
Value Low #1], [A/F Learn Value Mid1
#1], [A/F Learn Value Mid2 #1] and
[A/F Learn Value High #1] indicate
the learned values for the different
operating ranges. The learned value
that is the same as "Long FT #1"
indicates the current engine operating
range.

Total fuel trim Min.: -0.5, -0.28 to 0.2:

Total FT #1 Total FT #1 = Short FT #1 + Long FT #1
for bank 1 Max.: 0.496 Idling

· OL (Open Loop): Has not yet satisfied

conditions to go to closed loop.
· CL (Closed Loop): Uses feedback to
perform fuel control.
· OLDrive: Open loop due to driving
conditions (fuel enrichment).
· OLFault: Open loop due to a detected
Fuel system OL, CL, OLDrive, system fault.
Fuel System CL: Idling after
status for bank OLFault, CLFault · CLFault: Closed loop but the air fuel ratio
Status #1 warming up
1 or Unused sensor, which is used for fuel control, is
malfunctioning.

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

Fuel system OL, CL, OLDrive,

Fuel System
status for bank OLFault, CLFault Unused -
Status #2
2 or Unused
Air fuel ratio
Learning is performed when idling with the
A/F Learn Value learn value of Min.: -50%,
-15 to 15% engine warmed up (engine coolant temperature
Idle #1 idle area (bank Max.: 49.6%
is 80°C [176°F] or higher).
1)
Learning is performed when driving with the
Air fuel ratio
engine warmed up (engine coolant temperature
A/F Learn Value learn value of Min.: -50%,
-15 to 15% is 80°C [176°F] or higher) and operating in the
Low #1 low load area Max.: 49.6%
low load range (when the range of engine loads
(bank 1)
is divided into four parts).
Learning is performed when driving with the
Air fuel ratio engine warmed up (engine coolant temperature
A/F Learn Value learn value of Min.: -50%, is 80°C [176°F] or higher) and operating in the
-15 to 15%
Mid1 #1 middle1 load Max.: 49.6% mid-size load range closer to the low load range
area (bank 1) (when the range of engine loads is divided into
four parts).
Learning is performed when driving with the
Air fuel ratio engine warmed up (engine coolant temperature
A/F Learn Value learn value of Min.: -50%, is 80°C [176°F] or higher) and operating in the
-15 to 15%
Mid2 #1 middle2 load Max.: 49.6% mid-size load range closer to the high load range
area (bank 1) (when the range of engine loads is divided into
four parts).
Learning is performed when driving with the
Air fuel ratio
engine warmed up (engine coolant temperature
A/F Learn Value learn value of Min.: -50%,
-15 to 15% is 80°C [176°F] or higher) and operating in the
High #1 high load area Max.: 49.6%
high load range (when the range of engine loads
(bank 1)
is divided into four parts).

Ignition System (Ignition)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Ignition timing
Min.: -64 deg, 4 to 12 deg:
IGN Advance advance for No. -
Max.: 63.5 deg Idling
1 cylinder
Knock Feedback Knocking Min.: -1024 - This is the ignition timing retard compensation
Value feedback value deg(CA), Max.: amount determined by the presence or absence
1023.9 deg(CA) of knocking.
Ignition timing = Most retarded timing value*1 +
Knock Correct Learn Value*2 + Knock Feedback
Value*3 + each compensation amount
Example: 21 deg(CA) = 10 deg(CA) + 14
deg(CA) - 3 deg(CA)
*1: The most retarded timing value is a constant
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
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.

· 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
Knocking Min.: -1024 advanced.
Knock Correct
correction deg(CA), Max.: - · Knock Correct Learn Value is small:
Learn Value
learned value 1023.9 deg(CA) 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.).

· This is the ignition timing advance

compensation amount used to stabilize
idling (each cylinder has a separate
Individual value). When the speed for a certain
cylinder timing Min.: 0 deg(CA), cylinder drops, the system advances the
Idle Spark Advn timing for that particular cylinder in an
advance Max.: 15.93 -
Ctrl #1 attempt to restore the speed and stabilize
compensation deg(CA)
amount (No. 1) idling.
· It may be possible to use this item to help
determine specific cylinders which are not
operating normally.

Idle Spark Advn Individual Min.: 0 deg(CA), - · This is the ignition timing advance
Ctrl #2 cylinder timing Max.: 15.93 compensation amount used to stabilize
advance deg(CA) idling (each cylinder has a separate
compensation value). When the speed for a certain
amount (No. 2) cylinder drops, the system advances the
timing for that particular cylinder in an
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
attempt to restore the speed and stabilize
idling.
· It may be possible to use this item to help
determine specific cylinders which are not
operating normally.

· This is the ignition timing advance

compensation amount used to stabilize
idling (each cylinder has a separate
Individual value). When the speed for a certain
cylinder timing Min.: 0 deg(CA), cylinder drops, the system advances the
Idle Spark Advn timing for that particular cylinder in an
advance Max.: 15.93 -
Ctrl #3 attempt to restore the speed and stabilize
compensation deg(CA)
amount (No. 3) idling.
· It may be possible to use this item to help
determine specific cylinders which are not
operating normally.

· This is the ignition timing advance

compensation amount used to stabilize
idling (each cylinder has a separate
Individual value). When the speed for a certain
cylinder timing Min.: 0 deg(CA), cylinder drops, the system advances the
Idle Spark Advn timing for that particular cylinder in an
advance Max.: 15.93 -
Ctrl #4 attempt to restore the speed and stabilize
compensation deg(CA)
amount (No. 4) idling.
· It may be possible to use this item to help
determine specific cylinders which are not
operating normally.

VVT Control (Ptrl Valve Control)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· ON: The ECM is sending commands to

change the timing (even when the timing
is advanced, when the timing is being
Variable Valve maintained and not being retarded or
VVT Control Timing (VVT) advanced any further, the value changes
ON or OFF -
Status #1 control status to OFF).
for bank 1 · OFF: The system is commanding the
timing to change to the most retarded
timing.

VVT Advance VVT control ON: VVT control ON: There is an intake VVT timing advance
ON or OFF
Fail failure status failure malfunction.

· This value represents the duty ratio

necessary to operate the camshaft timing
oil control valve assembly in order to
VVT hold duty block the camshaft timing oil control
VVT Aim Angle Min.: 0%, Max.:
learned value - valve assembly path and maintain the
#1 399.9%
for bank 1 advanced state of the VVT controller.
· This is only available during the Active
Test.

· This is the VVT displacement angle during

forced operation.
· This is only available during the Active
VVT Min.: 0 DegFR, Test.
VVT Change
displacement Max.: 639.9 - · By checking VVT Change Angle during the
Angle #1
angle for bank 1 DegFR Active Test, it is also possible to
determine whether or not the camshaft
position sensor signal is being output.

VVT camshaft · This is the requested duty value for

VVT OCV Duty timing oil control Min.: 0%, Max.: forced operation.
- · This is only available during the Active
#1 valve operation 399.9%
duty for bank 1 Test.

VVT Ex Hold Lrn VVT exhaust Min.: 0%, Max.: - · This value represents the duty ratio
Val #1 hold duty ratio 399.9% necessary to operate the camshaft timing
learned value oil control valve assembly in order to
for bank 1 block the camshaft timing oil control
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
valve assembly path and maintain the
advanced state of the VVT controller.
· This is only available during the Active
Test.

VVT exhaust Min.: 0 DegFR,

VVT Ex Chg This is the displacement angle during forced
displacement Max.: 639.9 -
Angle #1 operation.
angle for bank 1 DegFR

VVT exhaust · This is the requested duty value for

VVT Ex OCV camshaft timing Min.: 0%, Max.: forced operation.
- · This is only available during the Active
Duty #1 oil control valve 399.9%
duty for bank 1 Test.

Various Vehicle Conditions 2 (All Data)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Not Avl,
Commo,
VN Turbo Type VN turbo type Not Avl Indicates the VN turbo vane actuation method.
Vacuum or CAN
Com

Catalyst (Ptrl CAT Converter)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· This is the temperature of the front

catalyst estimated by the ECM.
Min.: -40°C · This value is included in the conditions
Catalyst
Catalyst Temp (-40°F), Max.: used to detect catalyst deterioration (DTC
temperature for -
B1S1 6513.5°C P0420), etc., and should therefore be
bank 1 sensor 1
(11756.3°F) used as a reference when recreating
malfunction conditions.

Min.: -40°C
Catalyst
Catalyst Temp (-40°F), Max.: This is the temperature of the rear catalyst
temperature for -
B1S2 6513.5°C estimated by the ECM.
bank 1 sensor 2
(11756.3°F)

Various Vehicle Conditions 3 (All Data)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· ON:
Starter
operating
Starter Signal Starter signal ON or OFF · OFF: -
Starter
not
operating

Power steering
Power Steering ON: Power
switch signal ON or OFF -
Signal steering operating
status
Neutral position
Neutral Position ON: Shift lever in This item is displayed only for CVT or A/T
switch signal ON or OFF
SW Signal P or N models.
status
Clutch switch ON: Clutch pedal
Clutch Switch ON or OFF This item is displayed only for M/T models.
status depressed
Stop Light Stop light switch ON or OFF · ON: Brake -
Switch pedal
depressed
· OFF:
Brake
pedal
released
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

A/C switch
A/C Signal ON or OFF ON: A/C on -
status

· ON:
Throttle
Closed throttle fully
Closed Throttle closed
position switch ON or OFF -
Position SW · OFF:
status
Throttle
open

Fuel Cut Fuel cut ON: Fuel cut

ON or OFF -
Condition condition operating
Immobiliser Immobiliser
ON or OFF ON: Normal -
Communication communication

Check Mode (Check Mode)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
ON: Check · *
Check Mode Check mode ON or OFF
mode on
Check mode
SPD Test Result result for vehicle Compl or Incmpl - -
speed sensor
Check mode
Misfire Test
result for misfire Compl or Incmpl - -
Result
monitor
Check mode
OXS1 Test result for heated
Compl or Incmpl - -
Result oxygen sensor
(bank 1)
Check mode
A/F Test Results result for air fuel
Compl or Incmpl - -
#1 ratio sensor
(bank 1)

*: Refer to Check Mode Procedure.

Click hereEngine / Hybrid System>1ZR-FE ENGINE CONTROL>SFI SYSTEM>CHECK MODE PROCEDURE

Test Result (Monitor Status)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Comprehensive ·
Complete Parts *
component Not Avl or Avail -
Monitor
monitor
Fuel System Fuel system · *
Not Avl or Avail -
Monitor monitor

Misfire Monitor Misfire monitor Not Avl or Avail - · *

EGR/VVT EGR/VVT · *
Not Avl or Avail -
Monitor monitor

EGR/VVT EGR/VVT · *
Compl or Incmpl -
Monitor monitor

O2S(A/FS) O2S (A/FS) · *

Not Avl or Avail -
Heater Monitor heater monitor

O2S(A/FS) O2S (A/FS) · *

Compl or Incmpl -
Heater Monitor heater monitor

O2S(A/FS) O2S (A/FS) · *

Not Avl or Avail -
Monitor monitor

O2S(A/FS) O2S (A/FS) · *

Compl or Incmpl -
Monitor monitor

A/C Monitor A/C monitor Not Avl or Avail - · *

 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

A/C Monitor A/C monitor Compl or Incmpl - · *

2nd Air Monitor 2nd air monitor Not Avl or Avail - · *

2nd Air Monitor 2nd air monitor Compl or Incmpl - · *

EVAP Monitor EVAP monitor Not Avl or Avail - · *

EVAP Monitor EVAP monitor Compl or Incmpl - · *

Heated Catalyst Heated catalyst · *

Not Avl or Avail -
Monitor monitor

Heated Catalyst Heated catalyst · *

Compl or Incmpl -
Monitor monitor

Catalyst Monitor Catalyst monitor Not Avl or Avail - · *

Catalyst Monitor Catalyst monitor Compl or Incmpl - · *

*:
Avail: The monitor is available on the vehicle.
Not Avl: The monitor is not available on the vehicle.
Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This
item does not change when the ignition switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or
the battery cable is disconnected.

Various Vehicle Conditions 4 (All Data)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
TC terminal
TC Terminal ON or OFF - -
status
# Codes(Include Number of Min.: 0, Max.:
0 This is the number of DTCs stored.
History) codes 255
MIL MIL status ON or OFF OFF -
Min.: 0 Km (0
MIL ON Run Distance driven mile), Max.: This is the distance driven since the MIL was
-
Distance with MIL on 65535 Km illuminated
(40723 mile)
Min.: 0 min, Running time
Running Time Running time
Max.: 65535 after MIL turned -
from MIL ON from MIL on
min on
This is the time elapsed after DTCs were cleared
Min.: 0 min,
Time after DTC Time after DTCs Time after DTCs (or after the vehicle left the factory). Time
Max.: 65535
Cleared cleared cleared elapsed after the ignition switch is turned off is
min
not counted.
Min.: 0 km (0
Distance driven Distance driven
Distance from mile), Max.: This is the distance driven after DTCs were
after DTCs after DTCs
DTC Cleared 65535 km cleared (or after the vehicle left the factory).
cleared cleared
(40723 mile)

· 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
Warmup cycles (or after the vehicle left the factory).
Warmup Cycle Min.: 0, Max.:
after DTCs - *: An engine warmup is defined as the
Cleared DTC 255
cleared 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.

Total distance
Distance driven Min.: 0 Km (0
vehicle driven
Dist Batt Cable after battery mile), Max.:
after battery -
Disconnect cable 65535 Km
cable
disconnected (40723 mile)
disconnected
OBD OBD EOBD (Euro-
- -
Requirements requirement OBD)
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Number of Emissions-
- - This is the number of emissions-related DTCs.
Emission DTC related DTCs
TC and CG (TE1)
TC and TE1 terminals of ON or OFF - -
DLC3
Min.: 0 km (0
Total Distance Total distance mile), Max.:
- -
Traveled traveled 16777215 km
(10425361 mile)

Misfire (Ptrl Misfire)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· 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 =
Ignition Trig. Min.: 0, Max.: Cylinder 1 to 4 Misfire Count / Ignition
Ignition counter 0 to 400 Trig. Count
Count 65535

HINT:
· For 4-cylinder engines, the values range
from 0 to 400.
· For 6-cylinder engines, the values range
from 0 to 600.
· For 8-cylinder engines, the values range
from 0 to 800.

· This is the misfire count for each

individual cylinder.
· This counter is increased by one for each
Cylinder #1 Misfire count of Min.: 0, Max.: misfire and is cleared every 200
0
Misfire Count cylinder 1 255 revolutions.
· Check this item to help determine the
malfunctioning cylinder.

· This is the misfire count for each

individual cylinder.
· This counter is increased by one for each
Cylinder #2 Misfire count of Min.: 0, Max.: misfire and is cleared every 200
0
Misfire Count cylinder 2 255 revolutions.
· Check this item to help determine the
malfunctioning cylinder.

· This is the misfire count for each

individual cylinder.
· This counter is increased by one for each
Cylinder #3 Misfire count of Min.: 0, Max.: misfire and is cleared every 200
0
Misfire Count cylinder 3 255 revolutions.
· Check this item to help determine the
malfunctioning cylinder.

· This is the misfire count for each

individual cylinder.
· This counter is increased by one for each
Cylinder #4 Misfire count of Min.: 0, Max.: misfire and is cleared every 200
0
Misfire Count cylinder 4 255 revolutions.
· Check this item to help determine the
malfunctioning cylinder.

· This is the total misfire count of all

cylinders.
All Cylinders Misfire count of Min.: 0, Max.: · This counter is increased by one for each
0 to 35
Misfire Count all cylinders 255 misfire, has a maximum value of 255 and
is cleared every 1000 revolutions.
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· This is the average engine speed recorded

when misfiring occurs.
· This value is closer to the actual
Engine speed for conditions of the vehicle at the time
Min.: 0 rpm, 0 rpm: 0 misfire occurred than the values of engine
Misfire RPM first misfire
Max.: 6375 rpm misfires speed and engine load stored in the
range
freeze frame data. When reproducing
malfunction conditions, use this value as
a reference.

· 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
Engine load for Min.: 0 g/rev,
0 g/rev: 0 freeze frame data. When reproducing
Misfire Load first misfire Max.: 3.98
misfires malfunction conditions, use this value as
range g/rev
a reference.

HINT:
To convert g/rev to gm/sec: RPM / 60 x g/rev =
gm/sec.

· 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
Misfire Min.: -128%, 0 to 127%: engine speed variation can increase with
Misfire Margin
monitoring Max.: 127% Idling 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)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Min.: 0 rpm,
Engine Speed Engine speed This is the engine speed immediately after
Max.: 51199 -
(Starter Off) when starter off starting the engine.
rpm
Number of times
starter turned
Min.: 0, Max.: This is the number of times the starter turned on
Starter Count on after ignition -
255 during the current trip.
switch turned to
ON
Run Dist of Distance driven Min.: 0 km (0 - · Before 5 seconds elapse after starting the
Previous Trip during previous mile), Max.: engine, which is DTC P1604 (Startability
trip 655.35 km Malfunction) detection duration, this
(407.23 mile) 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
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
were detected, the value indicates the distance
driven during the current trip.

Time elapsed · This is the time elapsed after the starter

before engine turns on until the engine speed reaches
starts (after Min.: 0 ms, 400 rpm.
Engine Starting
starter turns on Max.: 655350 - · This value is cleared 5 seconds after the
Time
until engine ms engine is started and the value is
speed reaches displayed as 0 ms.
400 rpm)

· Before 120 seconds elapse after starting

the engine, this parameter indicates the
Engine coolant engine coolant temperature at the end of
Min.: -40°C the previous trip.
Previous Trip temperature
(-40°F), Max.: - · After 120 seconds elapse after starting
Coolant Temp during previous
215°C (419°F) the engine, this parameter indicates the
trip
engine coolant temperature during the
current trip.

· Before 120 seconds elapse after starting

the engine, this parameter indicates the
Intake air intake air temperature at the end of the
Min.: -40°C previous trip.
Previous Trip temperature
(-40°F), Max.: - · After 120 seconds elapse after starting
Intake Temp during previous
215°C (419°F) the engine, this parameter indicates the
trip
intake air temperature during the current
trip.

Engine oil
Min.: -40°C
Engine Oil temperature
(-40°F), Max.: - -
Temperature (estimated
215°C (419°F)
temperature)
Engine oil
Min.: -40°C
Previous Trip temperature
(-40°F), Max.: - -
Eng Oil Temp during previous
215°C (419°F)
trip
Ambient Min.: -40°C
Ambient Temp
temperature for (-40°F), Max.: - -
for A/C
A/C 215°C (419°F)
Ambient
Min.: -40°C
Previous Trip temperature
(-40°F), Max.: - -
Ambient Temp during previous
215°C (419°F)
trip
History of
Engine Start This value changes to ON when the engine speed
hesitation during ON or OFF -
Hesitation does not reach 500 rpm during cranking.
engine start
History of low
This item changes to ON when the engine speed
Low Rev for Eng engine speed
ON or OFF - drops to 200 rpm or less within approximately 2
Start after engine
seconds of starting the engine.
start

· This is the lowest engine speed detected

Min.: 0 rpm, throughout the trip after the engine is
Minimum Engine Minimum engine started and ISC learning is completed.
Max.: 51199 -
Speed speed · For use when engine stall, starting
rpm
problems or rough idle is present.

Time elapsed
The time elapsed after a fuel cut after high
Fuel Cut Elps after engine Min.: 0 sec,
- engine speed has occurred (the engine speed at
Time runs at high Max.: 68746 sec
which fuel cut occurs + 500 rpm or more).
speed
Electric fan
Electric Fan
motors ON or OFF - -
Motor
operation status
ON: Brake
Brake Override Brake override
ON or OFF override system -
System system status
operating
ON: Fuel cut Idle Fuel Cut = "ON" when the throttle valve is
Idle Fuel Cut Fuel cut at idle ON or OFF
operating fully closed and the engine speed is high.
Fuel cut TAU This is the fuel cut performed under a very light
ON: Fuel cut
FC TAU (fuel cut during ON or OFF load to prevent the engine combustion from
operating
very light load) becoming incomplete.
Status of
Immobiliser Fuel
immobiliser fuel ON or OFF - -
Cut
cut
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
When DTC P1604 is output and Immobiliser Fuel
Immobiliser Fuel Immobiliser fuel
ON or OFF OFF Cut History indicates ON, the engine could not
Cut History cut history
start due to engine immobiliser operation.
Electrical Load Electrical load
ON or OFF - -
Signal 1 signal
Electrical Load Electrical load
ON or OFF - -
Signal 2 signal

Various Vehicle Conditions 6 (Vehicle Information)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
Model Code Model code - - Used for identifying the model code: ZRE17#
Engine Type Engine type - - Used for identifying the engine type: 1ZRFE
Number of Min.: 0, Max.:
Cylinder Number - Used for identifying the number of cylinders: 4
cylinders 255
Transmission Transmission Used for identifying the transaxle type: MT, CVT
- -
Type (transaxle) type or AT
Transmission Transmission
- NA Unused
Type2 (transaxle) type
Destination Destination - - Used for identifying the destination: W
Min.: 1900,
Model Year Model year - Used for identifying the model year: 20##
Max.: 2155
System System Used for identifying the engine system: Gasoline
- -
Identification identification (gasoline engine)

Compression (Compression)

Powertrain > Engine and ECT > Data List

Measurement Normal
Tester Display Range Diagnostic Note
Item Condition

· 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
Min.: 0 rpm, engine speed for that cylinder increases.
Engine Speed of Engine speed for
Max.: 51199 -
Cyl #1 cylinder No. 1
rpm 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.

· 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
Min.: 0 rpm, engine speed for that cylinder increases.
Engine Speed of Engine speed for
Max.: 51199 -
Cyl #2 cylinder No. 2
rpm HINT:
When multiple cylinders have compression loss,
the engine speeds for multiple cylinders
increase and it is not possible to determine
which cylinders have compression loss. At this
time, it is necessary to actually perform a
compression measurement.

Engine Speed of Engine speed for Min.: 0 rpm, - · This is output only when Check the
Cyl #3 cylinder No. 3 Max.: 51199 Cylinder Compression is performed using
rpm the Active Test.
· This is the engine speed for each cylinder
measured during the fuel-cut with the
engine cranking.
 Measurement Normal
Tester Display Range Diagnostic Note
Item Condition
· 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.

· 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
Min.: 0 rpm, engine speed for that cylinder increases.
Engine Speed of Engine speed for
Max.: 51199 -
Cyl #4 cylinder No. 4
rpm 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.

Average engine Min.: 0 rpm,

Av Engine Speed This is output only when Check the Cylinder
speed for all Max.: 51199 -
of All Cyl Compression is performed using the Active Test.
cylinders rpm

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.

a. Warm up the engine.

b. Turn the ignition switch off.

c. Connect the GTS to the DLC3.

d. Turn the ignition switch to ON.

e. Turn the GTS on.

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

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

Powertrain > Engine and ECT > Active Test
Tester Measurement
Control Range Diagnostic Note
Display Item

· 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
Control the Control the sensor and heated oxygen sensor voltage
Injection injection Between -12.5% and 24.8% outputs.
Volume volume · To conduct the test, enter the following
menus: Powertrain / Engine and ECT /
Active Test / Control the Injection Volume /
All Data / AFS Voltage B1S1 and O2S B1S2.
· During the Active Test, air fuel ratio
feedback control and feedback learning are
stopped.

Control the Change -12.5%/0%/12.5% · All fuel injector assemblies are tested at the
Injection injection same time.
volume · Perform the test at 3000 rpm or less.
 Tester Measurement
Control Range Diagnostic Note
Display Item
Volume for A/F · Control the Injection Volume for A/F Sensor
Sensor enables the checking and graphing of the
air fuel ratio sensor and heated oxygen
sensor voltage outputs.
· To conduct the test, enter the following
menus: Powertrain / Engine and ECT /
Active Test / Control the Injection Volume
for A/F Sensor / All Data / AFS Voltage
B1S1 and O2S B1S2.
· During the Active Test, air fuel ratio
feedback control and feedback learning are
stopped.
· See waveform *2.

Activate the · The purge VSV is opened with a

Activate purge approximately 30% duty ratio.
VSV for Evap ON/OFF
VSV control · See waveform *4.
Control

Perform this test when the following conditions are

met:
Control the
Activate fuel · Ignition switch is ON.
Fuel Pump / ON/OFF
pump · Engine is stopped.
Speed
· Shift lever in P or N (neutral).

· ON: TC and CG (TE1) are connected.

· OFF: TC and CG (TE1) are disconnected.
· Perform this test when the following
Turn on and off
conditions are met:
Connect the TC TC and CG
ON/OFF · Ignition switch is ON.
and TE1 (TE1)
connection · Engine is stopped.
· Shift lever in P or N (neutral).

Perform this test when the following conditions are

met:
Control the
Prohibit idling · Ignition switch is ON.
Idle Fuel Cut ON/OFF
fuel cut control · Engine is stopped.
Prohibit
· Shift lever in P or N (neutral).

Perform this test when the following conditions are

met:
Control the Control electric
Electric Cooling cooling fan ON/OFF · Ignition switch is ON.
Fan motor · Engine is stopped.
· Shift lever in P or N (neutral).

Perform this test when the following conditions are

met:

Control the · Ignition switch is ON.

Close/Open · Engine is stopped.
ETCS Throttle
Open: Throttle valve opens · Accelerator pedal is fully depressed
Open/Close actuator
slowly (accelerator pedal position: 58 degrees or
Slow Speed
more).
· Shift lever in P or N (neutral).

Control the ·
Close/Open Same as above.
ETCS Throttle ·
Open: Throttle valve opens See waveform *3.
Open/Close actuator
quickly
Fast Speed

· Engine stalls or idles roughly when the

camshaft timing oil control valve assembly
is set to 100%.
Control · Perform this test when the following
-128 to 127% (This value
camshaft conditions are met:
added to present camshaft
Control the timing oil · Engine is idling.
timing oil control valve
VVT Linear control valve · Shift lever in P or N (neutral).
control duty)
(Bank1) assembly (for
100%: Maximum advance
intake · DTCs related to the VVT system may be
-100%: Maximum retard
camshaft) stored due to Active Test operation, but this
does not indicate a malfunction.
· See waveform *5.

Control the Turn camshaft ON/OFF · Engine stalls or idles roughly when the
VVT System timing oil camshaft timing oil control valve assembly
(Bank1) control valve (for intake camshaft) is turned on.
assembly (for · Engine runs and idles normally when the
intake camshaft timing oil control valve assembly
 Tester Measurement
Control Range Diagnostic Note
Display Item
camshaft) on (for intake camshaft) is off.
and off · Perform this test when the following
conditions are met:
· Engine is idling.
· Shift lever in P or N (neutral).

· DTCs related to the VVT system may be

stored due to Active Test operation, but this
does not indicate a malfunction.

· Engine stalls or idles roughly when the

camshaft timing oil control valve assembly
is set to 100%.
Control · Perform this test when the following
-128 to 127% (This value
camshaft conditions are met:
added to present camshaft
Control the timing oil · Engine is idling.
timing oil control valve
VVT Exhaust control valve · Shift lever in P or N (neutral).
control duty)
Linear (Bank1) assembly (for
100%: Maximum retard
exhaust · DTCs related to the VVT system may be
-100%: Maximum advance
camshaft) stored due to Active Test operation, but this
does not indicate a malfunction.
· See waveform *6.

Perform this test when the following conditions are

met:
Control the All
Fuel cut for all · Vehicle is stopped.
Cylinders Fuel ON/OFF
cylinders · Engine is idling.
Cut
· Shift lever in P or N (neutral).

Check the
Check the
cylinder Fuel injection and ignition stop of all cylinders.
Cylinder ON/OFF
compression *1
Compression
pressure

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.

1. Warm up the engine.

2. Turn the ignition switch off.
3. Connect the GTS to the DLC3.
4. Turn the ignition switch to ON.
5. Turn the GTS on.
6. Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression.
HINT:
To display the entire Data List, press the pull down menu button next to Primary. Then select Compression.

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

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

8. While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON.
HINT:
After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is
prohibited and each cylinder engine speed measurement enters standby mode.

9. Crank the engine for about 10 seconds.

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

10. Monitor the engine speed (Engine Speed of Cyl #1 to #4) displayed on the 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:
· Do not crank the engine continuously for 20 seconds or more.
· If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON
and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change
Check the Cylinder Compression to ON and crank the engine.
· Use a fully-charged battery.

11. Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.
NOTICE:
If the Active Test is changed to OFF while the engine is being cranked, the engine will start.
 12. Push the snapshot button to turn the snapshot function off.
13. Select "Stored Data" on the GTS screen, select the recorded data and display the data as a graph.
HINT:
If the data is not displayed as a graph, the change of the values cannot be observed.

14. Check the change in engine speed values.

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

Reference Waveforms for Active Test

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

HINT:
During the Active Test, air fuel ratio feedback control and feedback learning are stopped.
 GTS Display Measurement Item Normal Condition
- ▲A ▲B
Control the Injection Active Test operation -12.5% 12.5%
Volume for A/F Sensor AFS Voltage B1S1 3.908 V 2.868 V
O2S B1S2 0.055 V 0.955 V

HINT:
· Usually, the value of AFS Voltage B1S1 drops below 3.1 V when the control value for Control the Injection
Volume for A/F Sensor is changed to 12.5%.
· Usually, the value of AFS Voltage B1S1 changes to 3.4 V or higher when the control value for Control the
Injection Volume for A/F Sensor is changed to -12.5%.
· Usually, the value of O2S B1S2 changes to 0.55 V or higher when the control value for Control the Injection
Volume for A/F Sensor is changed to 12.5%.
· Usually, the value of O2S B1S2 drops below 0.4 V when the control value for Control the Injection Volume for
A/F Sensor is changed to -12.5%.
· The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum
output delay of approximately 20 seconds.
· If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor
may be malfunctioning.

· *3: Control the ETCS Open/Close Fast Speed [Active Test for electrical throttle control system] (Ignition switch ON)

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.

GTS Display Measurement Item Normal Condition

- ▲A ▲B
Active Test operation Open Close
Control the ETCS Throttle Position Command 2.597 V 0.722 V
Open/Close Fast Speed Throttle Position No.1 2.597 V 0.722 V
Throttle Motor Duty (Open) 14% 0.0%
Throttle Motor Duty (Close) 0.0% 12%

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

GTS Display Measurement Item Normal Condition

- ▲A ▲B
Active Test operation ON OFF
Activate the VSV for Evap
EVAP (Purge) VSV 29.8% 0.0%
Control
Injector (Port) 1640 μs 2359 μs
AFS Voltage B1S1 3.249 V 3.205 V
 HINT:
· Even when the Active Test is performed (the purge VSV is opened approximately 30%), the ECM performs air
fuel ratio feedback to maintain the air fuel ratio at the stoichiometric ratio. Therefore, by observing the change
in the Data List item "Injector (Port)", it is possible to determine whether the purge VSV is actually open.
· The graphs and values above are for reference only because the fuel injection volume (compensation volume)
varies depending on the HC density of the purge air from the canister.

· *5: Control the VVT Linear (Bank 1)

GTS Display Measurement Item Normal Condition

- ▲A ▲B
Active Test operation* 30% -30%
Control the VVT Linear
VVT Change Angle #1 53.0 DegFR 0.0 DegFR
(Bank 1)
VVT OCV Duty #1 72.9% 13.0%
VVT Aim Angle #1 43.0% 43.0%

HINT:
· *: Change the control value for Control the VVT Linear to 30% or -30%.
· The Control the VVT Linear Active Test considers the value of VVT Aim Angle #1 to be 0 and raises or lowers
the duty ratio with respect to VVT Aim Angle #1.
· The sum of the control value for the Control the VVT Linear Active Test and the value of VVT Aim Angle #1 is
approximately equal to the value of VVT OCV Duty #1.
 · When the control value for the Control the VVT Linear Active Test is changed a few times, there should not be
a large discrepancy between VVT OCV Duty #1 when the system starts advancing or retarding the timing and
the rate of change of VVT Change Angle #1.

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

GTS Display Measurement Item Normal Condition

- ▲A ▲B
Active Test operation* 30% -30%
Control the VVT Exhaust
VVT Ex Chg Angle #1 38.8 DegFR 0.0 DegFR
Linear (Bank 1)
VVT Ex OCV Duty #1 72.4% 12.4%
VVT Ex Hold Lrn Val #1 42.4% 42.4%

HINT:
· *: Change the control value for Control the VVT Exhaust Linear to 30% or -30%.
· The Control the VVT Exhaust Linear Active Test considers the value of VVT Ex Hold Lrn Val #1 to be 0 and
raises or lowers the duty ratio with respect to VVT Ex Hold Lrn Val #1.
· The sum of the control value for the Control the VVT Exhaust Linear Active Test and the value of VVT Ex Hold
Lrn Val #1 is approximately equal to the value of VVT Ex OCV Duty #1.
· When the control value for the Control the VVT Exhaust Linear Active Test is changed a few times, there should
not be a large discrepancy between VVT Ex OCV Duty #1 when the system starts advancing or retarding the
timing and the rate of change of VVT Ex Chg Angle #1.
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