NR Series 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.

·

The actual values may differ from the values listed in the chart under "Reference Value" due to climate, weather conditions, etc.

·

The values listed under "Reference Value" are those of an inspection performed in NORMAL mode. The actual values may differ if inspected in SPORT mode.

HINT:

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

Various Vehicle Conditions 1 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Total Distance Traveled	Total distance traveled	Min.: 0, Max.: 1677215	-	-
Total Distance Traveled - Unit	Total Distance Traveled unit	km or mile	-	-
Vehicle Speed	Vehicle speed	Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)	Actual vehicle speed	· This is the current vehicle speed. · The vehicle speed is detected using the wheel speed sensors. - There is a delay in when the vehicle speed data is displayed. Therefore, even if the vehicle speed listed in the Freeze Frame Data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.
Engine Speed	Engine speed	Min.: 0 rpm, Max.: 16383 rpm	680 to 780 rpm: Idling (shift lever in P, engine warmed up and A/C off)	When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 rpm or varies greatly from the actual engine speed.
Calculate Load	Load calculated by ECM	Min.: 0%, Max.: 100%	-	· This is the engine load calculated based on the actual intake pressure. · Calculate Load = Actual intake manifold pressure / maximum intake manifold pressure x 100 (%) (For example, when the actual intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.)
Vehicle Load	Vehicle load	Min.: 0%, Max.: 25700%	-	· 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: The value may exceed 100% when under boost, or due to the engine status or low intake air temperature. Use the following formula to calculate intake air flow per engine revolution: Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm) (Intake airflow (gm/sec) is value of Mass Air Flow Sensor)
Mass Air Flow Sensor	Airflow rate from mass air flow meter sub-assembly	Min.: 0 gm/sec, Max.: 655.35 gm/sec	· 1.0 to 3.0 gm/sec: Idling (shift lever in P, engine warmed up and A/C off) · 4.0 to 14.0 gm/sec: 3000 rpm (shift lever in P, engine warmed up and A/C off)	This is the intake air amount measured by the mass air flow meter sub-assembly.
Atmospheric Pressure	Atmospheric pressure	Min.: 0 kPa (0 psi), Max.: 255 kPa (36.98 psi)	Equivalent to atmospheric pressure	· This value is calculated based on the atmospheric pressure sensor. · Standard atmospheric pressure: 101 kPa(abs) (14.65 psi(abs)) · For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (0.15 psi). This varies depending on the weather.
Intake Manifold Absolute Pressure	Intake manifold absolute pressure	Min.: 0 kPa (0 psi), Max.: 2047.96 kPa (296.95 psi)	· 80 to 110 kPa (11.6 to 15.95 psi): Ignition switch ON · 20 to 40 kPa (2.9 to 5.8 psi): Idling with warmed up engine	· This is the intake manifold pressure. · This item is the pressure detected by the No. 1 turbo pressure sensor. HINT: When the ignition switch is ON, the manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa(abs) (14.65 psi(abs))).
Intake Manifold Absolute Pressure Supported	Status of Intake Manifold Absolute Pressure	Unsupp or Supp	Supp	-
Engine Oil Temperature Sensor	Engine oil temperature	Min.: -40°C (-40°F), Max.: 215°C (419°F)	80 to 110°C (176 to 230°F): After warming up	This is the engine oil temperature. HINT: · After warming up the engine, the engine oil temperature will be 80 to 110°C (176 to 230°F). · After a long soak, the engine oil temperature, intake air temperature and ambient air temperature will be approximately equal. · If the value is -40°C (-40°F), or higher than 156°C (313°F), the sensor circuit is open or shorted.
Coolant Temperature	Engine coolant temperature	Min.: -40°C (-40°F), Max.: 140°C (284°F)	75 to 100°C (167 to 212°F): After warming up	This is the engine coolant temperature. HINT: · After warming up the engine, the engine coolant temperature will be 75 to 100°C (167 to 212°F). · After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature will be approximately equal. · If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted. · Check if the engine overheats if the value indicated is higher than 140°C (284°F).
Intake Air Temperature	Intake air temperature	Min.: -40°C (-40°F), Max.: 140°C (284°F)	Equivalent to temperature at location of mass air flow meter sub-assembly	This is the intake air temperature. HINT: · 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 higher than 128°C (262°F), the sensor circuit is open or shorted.
Intake Air Temperature B1S1 (Turbo)	Intake air temperature after passing through the intercooler	Min.: -40°C (-40°F), Max.: 140°C (284°F)	Equivalent to temperature at location of No. 2 turbo pressure sensor	Indicates the intake air temperature after passing through the intercooler. HINT: · A high post-turbo intake air temperature may cause the turbo boost pressure to be decreased and cause a lack of power. · The post-turbo intake air temperature indicates the output value of the No. 2 turbo pressure sensor (intake air temperature sensor).
Intake Air Temperature B1S1 (Turbo) Supported	Status of Intake Air Temperature B1S1 (Turbo)	Unsupp or Supp	Supp	-
Ambient Temperature	Ambient temperature	Min.: -40°C (-40°F), Max.: 215°C (419°F)	Equivalent to ambient temperature	This is the ambient temperature. HINT: After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature will be approximately equal.
Engine Run Time	Engine run time	Min.: 0 sec, Max.: 65535 sec	Time after engine start	This is the time elapsed since the engine was started.
IG-ON Coolant Temperature	Engine coolant temperature when ignition switch is turned to ON	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	This is the engine coolant temperature stored when the ignition switch is turned to ON.
Initial Engine Coolant Temperature	Engine coolant temperature when engine is started	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	This is the engine coolant temperature stored when the engine is started.
IG-ON Intake Air Temperature	Intake air temperature when ignition switch is turned to ON	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	This is the intake air temperature stored when the ignition switch is turned to ON.
Initial Engine Intake Air Temperature	Intake air temperature when the engine is started	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	This is the intake air temperature stored when the engine is started.
Battery Voltage	Battery voltage	Min.: 0 V, Max.: 65.5 V	11 to 14 V: Ignition switch ON	If 11 V or less, characteristics of some electrical components may change.
Battery Sensor Voltage	Battery sensor voltage	Min.: 0 V, Max.: 79.998 V	-	-
BATT Voltage	BATT voltage	Min.: 0 V, Max.: 79.998 V	-	-
Glow Indicator Supported	Status of the Glow Indicator	Unsupp or Supp	Unsupp	-
Engine Oil Pressure	Engine oil pressure	Min.: 0 kPa, Max.: 5119.921 kPa	-	This is the engine oil pressure.

Throttle Control 1 (Ptrl Throttle)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Accelerator Position	Accelerator pedal position	Min.: 0%, Max.: 399.9%	Actual accelerator pedal position	This is the accelerator pedal position defined using the learned fully released position (sensor output) of No. 1 accelerator pedal position sensor as 0% and the fully depressed position as 100%.
Accelerator Position Sensor No.1 Voltage %	Absolute No. 1 accelerator pedal position	Min.: 0%, Max.: 100%	· 10 to 22%: Accelerator pedal fully released · 52 to 90%: Accelerator pedal fully depressed	The No. 1 accelerator pedal position sensor output is converted using 5 V = 100%. HINT: If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal.
Accelerator Position Sensor No.2 Voltage %	Absolute No. 2 accelerator pedal position	Min.: 0%, Max.: 100%	· 24 to 40%: Accelerator pedal fully released · 68 to 95%: Accelerator pedal fully depressed	The No. 2 accelerator pedal position sensor output is converted using 5 V = 100%.

Throttle Control 2 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Accelerator Position Sensor No.1 Voltage	No. 1 accelerator pedal position sensor voltage	Min.: 0 V, Max.: 4.98 V	· 0.5 to 1.1 V: Accelerator pedal fully released · 2.6 to 4.5 V: Accelerator pedal fully depressed	This is the voltage output from the No. 1 accelerator pedal position sensor.
Accelerator Position Sensor No.2 Voltage	No. 2 accelerator pedal position sensor voltage	Min.: 0 V, Max.: 4.98 V	· 1.2 to 2.0 V: Accelerator pedal fully released · 3.4 to 4.75 V: Accelerator pedal fully depressed	· This is the voltage output from the No. 2 accelerator pedal position sensor. · The No. 2 accelerator pedal position sensor is used to monitor the No. 1 accelerator pedal position sensor. When there is a malfunction in the No. 1 accelerator pedal position sensor, the ECM uses the No. 2 accelerator pedal position sensor to control the engine.
Accelerator Idle Position	Whether or not accelerator pedal position sensor detecting released accelerator pedal	ON or OFF	ON: Accelerator pedal fully released	This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.
Accelerator Position Sensor No.1 Fully Closed Learn Value	Accelerator fully released learned value (No. 1)	Min.: 0 deg, Max.: 124.5 deg	-	This is the value of No. 1 accelerator pedal position sensor learned when the accelerator pedal is released.
Accelerator Position Sensor No.2 Fully Closed Learn Value	Accelerator fully released learned value (No. 2)	Min.: 0 deg, Max.: 124.5 deg	-	This is the value of No. 2 accelerator pedal position sensor learned when the accelerator pedal is released.
Engine Starting Torque Control Count	Engine starting torque control count	Min.: 0, Max.: 255	-	-
Throttle Position Sensor No.1 Voltage %	Absolute No. 1 throttle position sensor	Min.: 0%, Max.: 100%	· 10 to 22%: Accelerator pedal fully released · 64 to 96%: Accelerator pedal fully depressed (engine running)	The No. 1 throttle position sensor output is converted using 5 V = 100%. HINT: If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.
Throttle Position Sensor No.2 Voltage %	Absolute No. 2 throttle position sensor	Min.: 0%, Max.: 100%	· 42 to 62%: Accelerator pedal fully released · 92 to 100%: Accelerator pedal fully depressed (engine running)	The No. 2 throttle position sensor output is converted using 5 V = 100%.
System Guard	System guard	ON or OFF	ON	· When there is a difference between the target and actual throttle valve opening angles, this item changes to OFF and the electronic throttle control system operation is disabled. · OFF: Electronic throttle control is stopped.
Open Side Malfunction	Open malfunction	ON or OFF	OFF	This item indicates a malfunction in the electronic throttle when the throttle valve is open.
Throttle Request Position	Required throttle position	Min.: 0 V, Max.: 4.98 V	0.6 to 1.1 V: Idling (shift lever in P and A/C off)	The value of this item is calculated by the ECM and shows the voltage for the target throttle valve position.
Throttle Sensor Position	Throttle sensor position	Min.: 0%, Max.: 100%	· 0%: Accelerator pedal fully released · 50 to 80%: Accelerator pedal fully depressed (engine running)	· This is the throttle valve opening amount used for engine control. · The value of this item has no meaning when the ignition switch is ON and the engine is not running. · The throttle valve opening amount during idle is indicated by 0%.
Throttle Position Sensor No.1 Voltage	No. 1 throttle position sensor output voltage	Min.: 0 V, Max.: 4.98 V	· 0.6 to 1.1 V: Accelerator pedal fully released · 3.2 to 4.8 V: Accelerator pedal fully depressed (engine running) · 0.6 to 1.4 V: Fail-safe operating	This is the No. 1 throttle position sensor output voltage.
Throttle Position Sensor No.2 Voltage	No. 2 throttle position sensor output voltage	Min.: 0 V, Max.: 4.98 V	· 2.1 to 3.1 V: Accelerator pedal fully released · 4.6 to 4.98 V: Accelerator pedal fully depressed (engine running) · 2.1 to 3.1 V: Fail-safe operating	This is the No. 2 throttle position sensor output voltage.
Throttle Position Command	Throttle position command value	Min.: 0 V, Max.: 4.98 V	0.6 to 1.1 V: Idling (shift lever in P and A/C off)	The value displayed for this item is the same as Throttle Request Position.
Throttle Position Sensor Open Position No.1	No. 1 throttle position sensor	Min.: 0 V, Max.: 4.98 V	-	This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. If the accelerator pedal is released, the throttle valve is kept open by the throttle valve opener when the ignition switch is ON.
Throttle Position Sensor Open Position No.2	No. 2 throttle position sensor	Min.: 0 V, Max.: 4.98 V	-	This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. If the accelerator pedal is released, the throttle valve is kept open by the throttle valve opener when the ignition switch is ON.
Throttle Motor Current	Throttle actuator current	Min.: 0 A, Max.: 19.9 A	0 to 3.0 A: Idling (shift lever in P and A/C off)	When the value of this item is large but the actual opening angle (Throttle Position Sensor No.1 Voltage) does not reach the target opening angle (Throttle Request Position), there is an "unable to open" malfunction.
Throttle Motor Duty Ratio	Throttle actuator	Min.: 0%, Max.: 100%	0 to 22%: Idling (shift lever in P and A/C off)	This is the output duty ratio of the throttle actuator drive circuit.
Throttle Motor Duty Ratio (Open)	Throttle actuator duty ratio (open)	Min.: 0%, Max.: 255%	0 to 40%: Idling (shift lever in P and A/C off)	This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal.
Throttle Motor Duty Ratio (Close)	Throttle actuator duty ratio (close)	Min.: 0%, Max.: 255%	0 to 40%: Idling (shift lever in P and A/C off)	This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. HINT: During idle, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, if carbon deposits have built up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using the "Throttle Motor Duty Ratio (Open)" signal.
Throttle Position Sensor Fully Closed Learn Value	Throttle valve fully closed position (learned value)	Min.: 0 V, Max.: 4.98 V	0.4 to 1.0 V: Ignition switch ON	· 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 8°, the position when the ignition switch is ON, the accelerator pedal is released and the throttle actuator is off). · Learning is performed immediately after the ignition switch is turned to ON.
+BM Voltage	+BM voltage	Min.: 0 V, Max.: 79.998 V	11 to 14 V: Ignition switch ON	This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P065714 (open or short circuit) and P06579E (ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the ignition switch is turned off).
Actuator Power Supply	Actuator power supply	ON or OFF	ON: Idling or throttle actuator operating	-
Throttle Air Flow Learn Value (Area 1)	Throttle air flow learning value of area 1	Min.: 0, Max.: 1.99	-	-
Throttle Air Flow Learn Value (Area 2)	Throttle air flow learning value of area 2	Min.: 0, Max.: 1.99	-	-
Throttle Air Flow Learn Value (Area 3)	Throttle air flow learning value of area 3	Min.: 0, Max.: 1.99	-	-
Throttle Air Flow Learn Value (Calculated Value)	Throttle air flow learning value (calculated Value)	Min.: 0, Max.: 1.99	-	-
Throttle Air Flow Learn Value (Atmosphere Pressure Offset Value)	Throttle air flow learning value (atmosphere pressure offset value)	Min.: 0, Max.: 2.55	-	-

Turbocharger Control 1 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Wastegate Valve Control Duty Ratio	Duty ratio of the vacuum regulating valve assembly	Min.: 0%, Max.: 100%	15 to 35%: Idling	-
Wastegate Valve Control Duty Ratio Supported	Status of Wastegate Valve Control Duty Ratio	Unsupp or Supp	Supp	-

Idle Speed Control (Ptrl Rough Idle)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Low Revolution Control	Low engine speed control operation state	ON or OFF	-	· This item indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This item changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (if the A/C switch is on, the engine speed thresholds below are increased by 100 to 200 rpm). - 900 rpm (when the engine coolant temperature is 10°C [50°F]) - 850 rpm (when the engine coolant temperature is 30°C [86°F]) - 750 rpm (when the engine coolant temperature is 60°C [140°F]) Before 5 seconds have elapsed since the engine was started, this item indicates the status of the previous trip. After 5 seconds have elapsed since the engine was started, this item indicates the status of the current trip. HINT: The engine is considered to be started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after the engine is started, this item changes to ON and remains ON for the rest of the trip. ON: The engine speed decreased immediately after starting the engine. OFF: The engine speed did not decrease immediately after starting the engine. · For use when the engine stalls, or starting problems or rough idle is present.
Neutral Control	Neutral control status	ON or OFF	OFF: Idling, shift lever in P	-
N Range Status	Shift lever N status	ON or OFF	-	-
Engine Stall Control F/B Flow	ISC torque lower limit value to prevent engine stall	Min.: -1024 Nm, Max.: 1023.96 Nm	-	-
ISC F/B Learn Torque	ISC feedback learning torque	Min.: -1024 Nm, Max.: 1023.96 Nm	-7 to 15 Nm: Idling (shift lever in P, engine warmed up and A/C off)	This item represents compensation value necessary to make the engine run at the target idle speed. This value expresses the difference between the actual torque and estimated torque. For example, when this value is positive, maintaining the idle speed requires more torque than the estimated torque. HINT: · When the absolute value of ISC F/B Torque exceeds a certain value, it is gradually taken into account in the calculation of ISC F/B Learn Torque. · When the engine is operating stably near the target idle speed, the following relational expression can be derived. ISC torque (ISC total torque) = "ISC F/B Learn Torque" + "ISC F/B Torque" + "Sum of ISC F/B Torque (Recent)" + "ISC Total AUXS Torque"
ISC Total AUXS Torque	ISC total AUXS torque	Min.: -1024 Nm, Max.: 1023.96 Nm	8 to 25 Nm: Idling (shift lever in P, engine warmed up and A/C off)	This item represents the total of each estimated load torque when the engine is idling. (The total load torque of engine friction, alternator, air conditioner, CVT, etc.)
ISC F/B Torque	ISC feedback torque	Min.: -1024 Nm, Max.: 1023.96 Nm	-5 to 10 Nm: Idling (shift lever in P, engine warmed up and A/C off)	This item expresses the feedback compensation value (torque) necessary to make the engine run at the target idle speed. HINT: When the engine does not run at the target idle speed, ISC F/B Torque will increase or decrease.
Sum of ISC F/B Torque (Recent)	ISC feedback torque (recent)	Min.: -1024 Nm, Max.: 1023.96 Nm	-5 to 5 Nm: Idling (shift lever in P, engine warmed up and A/C off)	This item expresses the feedback compensation value (torque) necessary to make the engine quickly match the target idle speed. HINT: When the engine does not run at the target idle speed, Sum of ISC F/B Torque (Recent) first increases or decreases, and subsequently, that decrease or increase is conveyed to the ISC F/B Torque (which controls the amount of intake air).
ISC AUXS Torque (Alternator)	ISC AUXS torque (alternator)	Min.: -1024 Nm, Max.: 1023.96 Nm	2 to 17 Nm: Idling (shift lever in P, engine warmed up and A/C off)	This item expresses the ISC compensation amount (estimated torque) according to the alternator load.
ISC AUXS Torque (Air Conditioner)	ISC AUXS torque (air conditioner)	Min.: -1024 Nm, Max.: 1023.96 Nm	5 to 25 Nm: Idling (shift lever in P and A/C off)	This item expresses the ISC compensation torque (estimated torque) according to the air conditioner compressor load.
Throttle Air Flow F/B Value	Throttle air flow feedback value	Min.: -4096000 L/s, Max.: 4095875 L/s	-	This item expresses the throttle air flow feedback value.
Throttle Position	Throttle position	0 to 499.99 deg	-	-

EVAP System 1 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
VSV for Vent Valve	Key-off EVAP system vent valve status	ON or OFF	-	Active Test item [Activate the Vent Valve] support data*.
Vacuum Pump	Key-off EVAP system leak detection pump status	ON or OFF	-	Active Test item [Activate the Vacuum Pump] support data*.

Click hereEngine / Hybrid System>NR Series (ENGINE CONTROL)>SFI SYSTEM>EVAP System201906,202304,_51,_080777,_0393969,RM100000001I1WT,202304,999999,_51,_080777,_0393969,RM100000002C0QZ,

Fuel System 1 (Ptrl General)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Fuel Pump Control Duty Ratio	Fuel pump duty ratio (for low pressure side)	Min.: 0%, Max.: 399.9%	· 40 to 90%: Idling (shift lever in P, engine warmed up and A/C off) · 40 to 90%: 3000 rpm (shift lever in P, engine warmed up and A/C off)	This item indicates the duty ratio of the fuel pump (for low pressure side).
Injection Volume Cylinder #1	Injection volume (cylinder 1)	Min.: 0 ml, Max.: 2 ml	· 0.04 to 0.14 ml: Idling (shift lever in P, engine warmed up and A/C off) · 0.04 to 0.09 ml: 3000 rpm (shift lever in P, engine warmed up and A/C off)	This is the fuel injection volume for 10 injections.

Fuel System 2 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target Fuel Pressure Offset	Target fuel pressure offset	Min.: -25%, Max.: 24.8%	-	Active Test support data.
Injection Volume	Injection volume	Min.: -25%, Max.: 24.8%	-	Active Test support data.
Engine Fuel Rate	Engine fuel rate	Min.: 0 gm/sec, Max.: 1310.70 gm/sec	-	-
Vehicle Fuel Rate	Vehicle fuel rate	Min.: 0 gm/sec, Max.: 1310.70 gm/sec	-	-
High Fuel Pressure Sensor	Fuel pressure sensor output	Min.: -64 MPa, Max.: 63.998 MPa	· 2.4 to 30 MPa: Idling (shift lever in P, engine warmed up and A/C off) · 2.4 to 30 MPa: 3000 rpm (shift lever in P, engine warmed up and A/C off)	-
High Pressure Fuel Pump Duty Ratio (D4)	Fuel pump duty ratio (high pressure side)	Min.: 0%, Max.: 127.5%	0 to 40%: Idling (shift lever in P, engine warmed up and A/C off)	This item indicates the duty ratio of the electromagnetic spill valve.
High Pressure Fuel Pump Discharge Rate	Fuel volume required by the high pressure fuel pump	Min.: 0 ml, Max.: 2 ml	0.01 to 0.03 ml: Idling (shift lever in P, engine warmed up and A/C off)	This item indicates the fuel pump assembly (for high pressure side) discharge amount.
Injection Timing Cylinder #1 (D4)	Injection timing	Min.: -3276.8 deg(CA), Max.:3276.7 deg(CA)	300 to 320 deg(CA): Idling (shift lever in P, engine warmed up and A/C off)	This item indicates the injection timing of the No. 1 fuel injector assembly.
Injection Time Cylinder #1 (D4)	Injection time	Min.: 0 μs, Max.: 65535 μs	1100 to 1300 μs: Idling (shift lever in P, engine warmed up and A/C off)	This item indicates the last injection time of the No. 1 fuel injector assembly.
Current Fuel Type	Current fuel type	Gasoline	-	-

EVAP System 2 (Ptrl Evaporative)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
EVAP (Purge) VSV	Purge VSV control duty	Min.: 0%, Max.: 100%	-	· This is the command signal from the ECM. · This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed. *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV. · When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV will be 0%.
EVAP Purge Flow	Purge flow	Min.: 0%, Max.: 399.9%	-	This is the percentage of total engine airflow contributed by EVAP purge operation. (Evap Purge Flow = Purge flow / Engine airflow x 100 (%))
EVAP Purge Density Learn Value	Purge density learned value	Min.: -200, Max.: 199.993	-40 to 10: Idling (shift lever in P, engine warmed up and A/C off)	· This is the proportion of the decrease in injection volume (based on the change in the air fuel ratio feedback compensation value) related to a 1% purge flow rate. · When the value of this item is a large negative value, the purge effect is large. · The purge density is determined from the change in the air fuel ratio feedback compensation value when purge flow is introduced. · Purge density learning is performed so that the feedback compensation value is 0 +/-2%. HINT: · Usually, the value is approximately +/-1. · 1: The concentration of HC in the purge gas is relatively low. · 0: The concentration of HC in the purge gas is approximately equal to the stoichiometric air fuel ratio. · Large negative values indicate that the concentration of HC in the purge gas is relatively high.
Vapor Pressure Pump	Vapor pressure	Min.: 0 kPa (0 psi), Max.: 1441.77 kPa (209.07 psi)	Approximately 100 kPa(abs) (14.5 psi(abs)): Ignition switch ON	This is the EVAP system pressure monitored by the canister pressure sensor. HINT: · Except for when the monitor is running, this value should be approximately the same as atmospheric pressure. · As Vapor Pressure Pump is almost the same as atmospheric pressure when the engine is stopped, this item can be used to help determine if the canister pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value.
Vapor Pressure (Calculated)	Calculated EVAP system pressure	Min.: -720.896 kPa (-104.53 psi), Max.: 720.874 kPa (104.53 psi)	Approximately 100 kPa(abs) (14.5 psi(abs)): Ignition switch ON	-
EVAP Purge VSV	VSV status for EVAP control	ON or OFF	-	This item is ON when EVAP (Purge) VSV is approximately 30% or higher, and is OFF when the VSV duty ratio is less than 30%.
Purge Cut VSV Duty	Purge VSV duty	Min.: 0%, Max.: 399.9%	-	-

Air Fuel Ratio Control 1 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target Air-Fuel Ratio	Target air fuel ratio	Min.: 0, Max.: 2	0.8 to 1.2: Idling (shift lever in P, engine warmed up and A/C off)	· This is the target air fuel ratio used by the ECM. · 1.0 is the stoichiometric air fuel ratio. Values that are more than 1.0 indicate the system attempting to make the air fuel ratio leaner. Values that are less than 1.0 indicate the system attempting to make the air fuel ratio richer. · Target Air-Fuel Ratio and A/F (O2) Lambda Sensor B1S1 are related.

Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
A/F (O2) Lambda Sensor B1S1	Output air fuel ratio associated	Min.: 0, Max.: 1.99	· Value less than 1 (0.000 to 0.999) = Rich · 1 = Stoichiometric air fuel ratio · Value more than 1 (1.001 to 1.999) = Lean	This is the actual air fuel ratio calculated based on the air fuel ratio sensor (sensor 1) output.
A/F (O2) Lambda Sensor B1S2	Output air fuel ratio associated	Min.: 0, Max.: 1.99	· Value less than 1 (0.000 to 0.999) = Rich · 1 = Stoichiometric air fuel ratio · Value more than 1 (1.001 to 1.999) = Lean	This is the actual air fuel ratio calculated based on the air fuel ratio sensor (sensor 2) output.
A/F (O2) Sensor Voltage B1S1	Air fuel ratio sensor (sensor 1) output voltage	Min.: 0 V, Max.: 7.99 V	2.6 to 3.8 V: Idling (shift lever in P, engine warmed up and A/C off)	· This is the voltage output of the air fuel ratio sensor (sensor 1) (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 (sensor 1) (refer to A/F (O2) Sensor Current below for the actual sensor output). · Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" Active Test enables the technician to check the voltage output of the sensor.
A/F (O2) Sensor Current B1S1	Air fuel ratio sensor (sensor 1) output current	Min.: -128 mA, Max.: 127.99 mA	-0.5 to 0.5 mA: Idling (shift lever in P, engine warmed up and A/C off)	· With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (sensor 1) current output is approximately -0.5 to 0.5 mA. · When the value is outside the range of 0.47 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (sensor 1) or sensor circuit.
A/F (O2) Sensor Current B1S2	Air fuel ratio sensor (sensor 2) output current	Min.: -128 mA, Max.: 127.996 mA	-0.5 to 0.5 mA: Idling (shift lever in P, engine warmed up and A/C off)	· A/F (O2) Sensor Current B1S2 display is less than 0 mA: Richer than the stoichiometric air-fuel ratio · A/F (O2) Sensor Current B1S2 display is more than 0 mA: Leaner than stoichiometric air-fuel ratio · With a stoichiometric air fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor (sensor 2) current output is approximately -0.5 to 0.5 mA. · When the value is outside the range of 7.5 to 33.13 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor (sensor 2) or sensor circuit. · Performing the "Control the Injection Volume or Control the Injection Volume for A/F Sensor" Active Test enables the technician to check the output current of the sensor.
A/F (O2) Sensor Heater Duty Ratio B1S1	Air fuel ratio sensor (sensor 1) heater duty ratio	Min.: 0%, Max.: 399.9%	0 to 100%	When the value of this item is more than 0%, current is being supplied to the heater.
A/F Sensor Heater Current Value B1S2	Air fuel ratio sensor (sensor 2) heater current	Min.: 0 A, Max.: 65.535 A	-	When the value is any value except 0 A, current is being supplied to the heater.
A/F Sensor Heater Duty B1S2	Air fuel ratio sensor (sensor 2) heater duty ratio	Min.: 0%, Max.: 399.9%	0 to 100%: Idling (shift lever in P, engine warmed up and A/C off)	When the value is any value except 0%, current is being supplied to the heater.
A/F Sensor Impedance B1S2	Air fuel ratio sensor (sensor 2) impedance	Min.: 0 ohm, Max.: 21247.67 ohm	5 to 15000 ohm: Idling (shift lever in P, engine warmed up and A/C off)	-
Short FT B1S1	Short-term fuel trim	Min.: -100%, Max.: 99.21%	-20 to 20%	This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor (sensor 1) for feedback.
Short FT B1S2	Short-term fuel trim	Min.: -100%, Max.: 99.21%	-10 to 10% (Coolant Temperature 80°C (176°F) or higher)	Maintains the air-fuel ratio at the stoichiometric air-fuel ratio by making minor adjustments to the target air-fuel ratio for the air-fuel ratio calibration during normal driving. HINT: · Other than normal condition: The target air-fuel ratio may be rich or lean. · If a positive value or a negative value is continuously output for 5 minutes or more, there may be an exhaust gas leak or a deviation in the air fuel ratio sensor characteristics.
Long FT B1S1	Long-term fuel trim	Min.: -100%, Max.: 99.21%	-20 to 20%	· The ECM will learn the Long FT B1S1 values based on Short FT B1S1. The goal is to keep Short FT B1S1 at 0% to keep the air fuel ratio mixture at the stoichiometric ratio. · This item is used to determine whether the system related to air fuel ratio control is malfunctioning. · The condition of the system is determined based on the sum of Short FT B1S1 and Long FT B1S1 (excluding times when the system is in transition). - 20% or higher: The air fuel ratio may be lean. - -20 to 20%: The air fuel ratio can be determined to be normal. - -20% or less: The air fuel ratio may be rich. - Air fuel ratio feedback learning is divided up according to the engine operating range (engine speed x load), and a separate value is stored for each operating range. "Long FT B1S1" indicates the learned value for the current operating range. [A/F Learn Value Idle Bank 1], [A/F Learn Value Low Bank 1], [A/F Learn Value Mid No.1 Bank 1], [A/F Learn Value Mid No.2 Bank 1] and [A/F Learn Value High Bank 1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT B1S1" indicates the current engine operating range.
Long FT B1S2	Long-term fuel trim	Min.: -100%, Max.: 99.21%	-2 to 2%	Learns and records the air-fuel ratio feedback value for "Short FT B1S2". HINT: · -2 to +2%: The air-fuel ratio can be determined to be normal. · Other than above: The target air-fuel ratio may be rich or lean. · If only "Long FT B1S2" is not as specified, there may be an exhaust gas leak or a deviation in the air fuel ratio sensor characteristics.
Total FT Bank 1	Total fuel trim	Min.: -0.5, Max.: 0.496	-0.28 to 0.2: Idling	Total FT Bank 1 = Short FT B1S1 + Long FT B1S1
Fuel System Status Bank 1	Fuel system status	Unused, OL, CL, OLDrive, OLFault or CLFault	CL: Idling after warming up	· OL (Open Loop): Has not yet satisfied conditions to go to closed loop. · CL (Closed Loop): Feedback for fuel control. · OLDrive: Open loop due to driving conditions (fuel enrichment). · OLFault: Open loop due to a detected system fault. · CLFault: Closed loop but the air fuel ratio sensor (sensor 1), which is used for fuel control, is malfunctioning. HINT: CL (Closed Loop): During air fuel ratio feedback control, A/F (O2) Lambda Sensor B1S1 is approximately 1.0 and A/F (O2) Sensor Voltage B1S1 is approximately 3.3 V.
Fuel System Status Bank 2	Fuel system status	Unused, OL, CL, OLDrive, OLFault or CLFault	-	-
A/F Learn Value Idle Bank 1	Air fuel ratio learn value of idle area	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C (176°F) or higher).
A/F Learn Value Low Bank 1	Air fuel ratio learn value of low load area	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C (176°F) or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid No.1 Bank 1	Air fuel ratio learn value of middle1 load area	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C (176°F) or higher) and operating in the middle load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid No.2 Bank 1	Air fuel ratio learn value of middle2 load area	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C (176°F) or higher) and operating in the middle load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Value High Bank 1	Air fuel ratio learn value of high load area	Min.: -50%, Max.: 49.6%	-20 to 20%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C (176°F) or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

Ignition System (Ignition)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Ignition Timing Cylinder #1	Ignition timing advance for No. 1 cylinder	Min.: -64 deg, Max.: 63.5 deg	-5 to 25 deg: Idling (shift lever in P, engine warmed up and A/C off)	-
Knock F/B Value	Knocking feedback value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-	This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock F/B Value*3 + each compensation amount Example: 21 deg(CA) = 10 deg(CA) + 14 deg(CA) - 3 deg(CA) *1: The most retarded timing value is a constant determined by the engine speed and engine load. *2: The knock correction learned value is calculated as shown below in order to keep Knock F/B Value as close to -3 deg(CA) as possible. When Knock F/B Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased. When Knock F/B Value is higher than -2 deg(CA), Knock Correct Learn Value is slowly increased. *3: The base value is -3 deg(CA) and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased. HINT: If Knock F/B Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3 deg(CA)), it can be determined that knocking is not being detected. Possible Causes: · There is a problem with the knock control sensor sensitivity. · The knock control sensor is improperly installed. · There is a problem with a wire harness.
Knock Correct Learn Value	Knocking correction learned value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-	· Refer to "Knock F/B Value". · When there is knocking or a lack of power, compare the values of following items to another vehicle of the same model. - Engine Speed - Calculate Load - Ignition Timing Cylinder #1 - Knock F/B Value - Knock Correct Learn Value · Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced. · Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded. HINT: When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking does not stop), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).
Idle Spark Advance Control Cylinder #1	Individual cylinder timing advance compensation amount (No. 1)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	· This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. · It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advance Control Cylinder #2	Individual cylinder timing advance compensation amount (No. 2)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	· This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. · It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advance Control Cylinder #3	Individual cylinder timing advance compensation amount (No. 3)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	· This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. · It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advance Control Cylinder #4	Individual cylinder timing advance compensation amount (No. 4)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	· This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. · It may be possible to use this item to help determine specific cylinders which are not operating normally.

Turbocharger Control 2 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Intercooler Water Pump Speed	Rotational speed of electric water pump assembly	Min.: -25600 rpm, Max.: 25599 rpm	2000 to 7000 rpm: During electric water pump assembly operation	-
Intercooler Water Pump	Drive request duty ratio of electric water pump assembly	Min.: 0%, Max.: 399.9%	40 to 85%: During electric water pump assembly operation	-

Mass Air Flow Meter (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Mass Air Flow Circuit	Status of the mass air flow meter sub-assembly circuit	Normal or Abnormal	Normal	-

VVT Control (Ptrl Valve Control)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
VVT Advance Fail	VVT control failure status	ON or OFF	OFF: Idling	ON: There is an intake VVT timing advance malfunction.
Intake VVT Hold Correct Learn Value Bank 1 (Area 1)	Intake VVT hold correct learned value for area 1	Min.: 0%, Max.: 399.9%	-	-
Intake VVT Hold Correct Learn Value Bank 1 (Area 2)	Intake VVT hold correct learned value for area 2	Min.: 0%, Max.: 399.9%	-	-
Intake VVT Change Angle Bank 1	Intake VVT displacement angle	Min.: 0 DegFR, Max.: 639.9 DegFR	-	-
Intake VVT OCV Control Duty Ratio Bank 1	Cam timing oil control solenoid (for intake camshaft) operation duty	Min.: 0%, Max.: 399.9%	-	-
Exhaust VVT Hold Learn Value Bank 1	Exhaust VVT hold correct learned value	Min.: 0%, Max.: 399.9%	-	-
Exhaust VVT Change Angle Bank 1	Exhaust VVT displacement angle	Min.: 0 DegFR, Max.: 639.9 DegFR	-	-
Exhaust VVT OCV Control Duty Ratio Bank 1	Cam timing oil control solenoid (for exhaust camshaft) operation duty	Min.: 0%, Max.: 399.9%	-	-
Intake VVT Target Angle Bank 1	Intake VVT target angle	Min.: 0 DegFR, Max.: 639.9 DegFR	30 DegFR: Idling (shift lever in P, engine warmed up and A/C off)	-
Exhaust VVT Target Angle Bank 1	Exhaust VVT target angle	Min.: 0 DegFR, Max.: 639.9 DegFR	0 DegFR: Idling (shift lever in P, engine warmed up and A/C off)	-

Turbocharger Control 3 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target Boost Pressure	Target boost pressure	Min.: 0 kPa (0 psi), Max.: 2047.96 kPa (296.95 psi)	90 to 100 kPa (13.05 to 14.5 psi) (varies with atmospheric pressure): Idling	· Check by comparing with the intercooler internal pressure. · If the intercooler internal pressure remains 20 kPa (2.9 psi) below the target boost pressure for 5 seconds or more when the accelerator pedal is fully depressed, a lack of power may be felt. · When driving with the accelerator pedal fully depressed at an engine speed of 3000 rpm or higher, the intercooler internal pressure will be approximately equal to the target boost pressure. · The target boost pressure is calculated by the ECM.
Target Boost Pressure Supported	Status of Target Boost Pressure	Unsupp or Supp	Supp	-
Target Boost Pressure2 Supported	Status of Target Boost Pressure 2	Unsupp or Supp	Unsupp	-
Boost Pressure Sensor	Absolute pressure inside intercooler	Min.: 0 kPa (0 psi), Max.: 2047.96 kPa (296.95 psi)	90 to 100 kPa (13.05 to 14.5 psi) (varies with atmospheric pressure): Idling	· When ignition switch is turned to ON or during idle, the intercooler internal pressure will be approximately equal to atmospheric pressure (standard atmospheric pressure is 101 kPa(abs) (14.65 psi(abs))). · When diagnosing a lack of power, compare the value of this item to the target boost pressure. · If the intercooler internal pressure remains 20 kPa (2.9 psi) below the target boost pressure for 5 seconds or more when the accelerator pedal is fully depressed, a lack of power may be felt. · This item indicates the output value of the No. 1 turbo pressure sensor.
Boost Pressure Sensor Supported	Status of Boost Pressure Sensor	Unsupp or Supp	Supp	-
Boost Pressure Sensor2 Supported	Status of Boost Pressure Sensor 2	Unsupp or Supp	Unsupp	-

Catalyst (Ptrl CAT Converter)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Exhaust Flow Rate	Engine exhaust flow rate	Min.: 0 kg/h , Max.: 13107 kg/h	-	-
Catalyst Temperature B1S1	Front catalyst temperature	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	· This is the temperature of the front catalyst estimated by the ECM. · This item is included in the conditions used to detect catalyst deterioration (DTC P042000), etc., and should therefore be used as a reference when recreating malfunction conditions.
Catalyst Temperature B1S2	Rear catalyst temperature	Min.: -40°C (-40°F), Max.: 6513.5°C (11756.3°F)	-	This is the temperature of the rear catalyst estimated by the ECM.

Various Vehicle Conditions 2 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Starter SW	Starter signal	ON or OFF	· ON: Starter operating · OFF: Starter not operating	-
Neutral Position SW	Neutral position switch status	ON or OFF	ON: Shift lever in P or N	-
Stop Light SW	Stop light switch status	ON or OFF	· ON: Brake pedal depressed · OFF: Brake pedal released	-
Immobiliser Communication	Immobiliser communication	ON or OFF	ON: Normal	-
Cruise Main SW	Cruise control switch status	ON or OFF	-	-
Closed Throttle Position SW	Closed throttle position switch status	ON or OFF	· ON: Accelerator pedal fully released · OFF: Accelerator pedal depressed	-

Check Mode (Check Mode)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Misfire Test Result	Check mode result for misfire monitor	Compl or Incmpl	-	-
A/F (O2) Sensor B1S2 Test Results	Check mode result for air fuel ratio sensor (sensor 2)	Compl or Incmpl	-	-
A/F (O2) Sensor B1S1 Test Results	Check mode result for air fuel ratio sensor (sensor 1)	Compl or Incmpl	-	-

Test Result (Monitor Status)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Complete Parts Monitor	Comprehensive component monitor	Not Avl or Avail	-	· *1
Ignition Monitor	Ignition monitor	Spark Ignition or Compression Ignition	-	-
Fuel System Monitor	Fuel system monitor	Not Avl or Avail	-	· *1
Fuel System Monitor Result	Fuel system monitor	Compl or Incmpl	-	· *1
Misfire Monitor	Misfire monitor	Not Avl or Avail	-	· *1
EGR/VVT Monitor	EGR/VVT monitor	Not Avl or Avail	-	· *1
EGR/VVT Monitor Result	EGR/VVT monitor	Compl or Incmpl	-	· *1
A/F (O2) Sensor Heater Monitor	O2S (A/FS) heater monitor	Not Avl or Avail	-	· *1
A/F (O2) Sensor Heater Monitor Result	O2S (A/FS) heater monitor	Compl or Incmpl	-	· *1
A/F (O2) Sensor Monitor	A/F (O2) sensor monitor	Not Avl or Avail	-	· *1
A/F (O2) Sensor Monitor Result	A/F (O2) sensor monitor	Compl or Incmpl	-	· *1
Secondary Air Injection System Monitor	Secondary air injection system monitor	Not Avl or Avail	-	· *1
Secondary Air Injection System Monitor Result	Secondary air injection system monitor	Compl or Incmpl	-	· *1
EVAP Monitor	EVAP monitor	Not Avl or Avail	-	· *1
EVAP Monitor Result	EVAP monitor	Compl or Incmpl	-	· *1
Heated Catalyst Monitor	Heated catalyst monitor	Not Avl or Avail	-	· *1
Heated Catalyst Monitor Result	Heated catalyst monitor	Compl or Incmpl	-	· *1
Catalyst Monitor	Catalyst monitor	Not Avl or Avail	-	· *1
Catalyst Monitor Result	Catalyst monitor	Compl or Incmpl	-	· *1
Component Monitor ENA (Current)	Comprehensive component monitor	Unable or Enable	-	· *2
Component Monitor Result (Current)	Comprehensive component monitor	Compl or Incmpl	-	· *2
Ignition Monitor (Current)	Ignition monitor	Spark Ignition or Compression Ignition	-	-
Fuel System Monitor ENA (Current)	Fuel system monitor	Unable or Enable	-	· *2
Fuel System Monitor Result (Current)	Fuel system monitor	Compl or Incmpl	-	· *2
Misfire Monitor ENA (Current)	Misfire monitor	Unable or Enable	-	· *2
Misfire Monitor Result (Current)	Misfire monitor	Compl or Incmpl	-	· *2
EGR/VVT Monitor ENA (Current)	EGR/VVT monitor	Unable or Enable	-	· *2
EGR/VVT Monitor Result (Current)	EGR/VVT monitor	Compl or Incmpl	-	· *2
O2 Sensor Heater ENA (Current)	A/F (O2) sensor heater monitor	Unable or Enable	-	· *2
O2 Sensor Heater Monitor Result (Current)	A/F (O2) sensor heater monitor	Compl or Incmpl	-	· *2
A/F (O2) Sensor Monitor ENA (Current)	A/F (O2) sensor monitor	Unable or Enable	-	· *2
A/F (O2) Sensor Monitor Result (Current)	A/F (O2) sensor monitor	Compl or Incmpl	-	· *2
Secondary Air Injection System Monitor ENA (Current)	Secondary air injection system monitor	Unable or Enable	-	· *2
Secondary Air Injection System Monitor Result (Current)	Secondary air injection system monitor	Compl or Incmpl	-	· *2
EVAP Monitor ENA (Current)	EVAP monitor	Unable or Enable	-	· *2
EVAP Monitor Result (Current)	EVAP monitor	Compl or Incmpl	-	· *2
Heated Catalyst Monitor ENA (Current)	Heated catalyst monitor	Unable or Enable	-	· *2
Heated Catalyst Monitor Result (Current)	Heated catalyst monitor	Compl or Incmpl	-	· *2
Catalyst Monitor ENA (Current)	Catalyst monitor	Unable or Enable	-	· *2
Catalyst Monitor Result (Current)	Catalyst monitor	Compl or Incmpl	-	· *2

*1:

Avail: The monitor is available on this vehicle.

Not Avl: The monitor is not available on this 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 cable is disconnected from the negative (-) battery terminal.

*2:

Enable: The monitor is available on the vehicle.

Unable: The monitor is not available on the vehicle.

Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed during the current trip. The item changes back to Incmpl when the ignition switch is turned off.

Various Vehicle Conditions 3 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
TC Terminal	TC terminal status	ON or OFF	OFF	-
MIL	MIL status	ON or OFF	OFF	-
MIL ON Run Distance	Distance driven with MIL on	Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)	-	This is the distance driven since the MIL was illuminated.
Running Time from MIL ON	Running time from MIL ON	Min.: 0 min, Max.: 65535 min	-	-
Time after DTC Cleared	Time after DTC cleared	Min.: 0 min, Max.: 65535 min	-	-
Distance from DTC Cleared	Distance driven after DTCs cleared	Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)	Distance driven after DTCs cleared	This is the distance driven since DTCs were cleared (or since the vehicle left the factory).
Warmup Cycle Cleared DTC	Warmup cycles after DTCs cleared	Min.: 0, Max.: 255	-	This is the number of warmup cycles after the DTCs were cleared.
Distance Traveled from Last Battery Cable Disconnect	Distance driven after battery cable disconnected	Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)	Total distance vehicle driven after battery cable disconnected	-
IG OFF Elapsed Time	Time after ignition switch off	Min.: 0 min, Max.: 655350 min	Cumulative time after ignition switch off	-
Soak IC Current Timer Value	Length of most recent soak timer operation	Min.: 0 sec, Max.: 614390.625 sec	-	This item displays the length of time the soak timer operated from when the ignition switch was last turned off until it was turned to ON.
Soak IC First Start Time	Length of initial soak timer operation	0 to 2550 min or Unknown	-	-
Soak Timer Start History	History of soak timer operation	Unknown, ON or OFF	ON: History of soak timer operation exists	If the soak timer has not operated in the past, OFF will be displayed.
OBD Requirements	OBD requirement	-	· EOBD (EuroOBD): except China Nationwide Stage 6 · China NationWide Stage 6: for China Nationwide Stage 6	-
Number of Emission DTC	Emissions-related DTCs	Min.: 0, Max.: 127	-	This is the number of emissions-related DTCs stored.

Misfire (Ptrl Misfire)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Ignition Trigger Count	Ignition counter	Min.: 0, Max.: 65535	0 to 400	· This is the cumulative number of ignitions. · This counter is increased by one for each ignition (this stops when misfire monitoring stops). This value is cleared every 200 revolutions. · The misfire rate for each cylinder is calculated by dividing the misfire count for each cylinder by the value of this item. · The misfire rate for each cylinder = Misfire Count Cylinder #1 to #4 / Ignition Trigger Count HINT: · For 4-cylinder engines, the values range from 0 to 400. · For 6-cylinder engines, the values range from 0 to 600. · For 8-cylinder engines, the values range from 0 to 800.
Misfire Count Cylinder #1	Misfire count of No. 1 cylinder	Min.: 0, Max.: 255	0	· This is the misfire count for No. 1 cylinder. · This counter is increased by one for each misfire and is cleared every 200 revolutions. · Check this item to help determine the malfunctioning cylinder.
Misfire Count Cylinder #2	Misfire count of No. 2 cylinder	Min.: 0, Max.: 255	0	· This is the misfire count for No. 2 cylinder. · This counter is increased by one for each misfire and is cleared every 200 revolutions. · Check this item to help determine the malfunctioning cylinder.
Misfire Count Cylinder #3	Misfire count of No. 3 cylinder	Min.: 0, Max.: 255	0	· This is the misfire count for No. 3 cylinder. · This counter is increased by one for each misfire and is cleared every 200 revolutions. · Check this item to help determine the malfunctioning cylinder.
Misfire Count Cylinder #4	Misfire count of No. 4 cylinder	Min.: 0, Max.: 255	0	· This is the misfire count for No. 4 cylinder. · This counter is increased by one for each misfire and is cleared every 200 revolutions. · Check this item to help determine the malfunctioning cylinder.
All Cylinders Misfire Count	Misfire count of all cylinders	Min.: 0, Max.: 255	0	· This is the total misfire count of all cylinders. · This counter is increased by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions.
Misfire RPM	Engine speed for first misfire range	Min.: 0 rpm, Max.: 6375 rpm	0 rpm: 0 misfires	· This is the average engine speed recorded when misfiring occurs. · The value of this item is closer to the actual conditions of the vehicle at the time misfire occurred than the values of engine speed and engine load stored in the Freeze Frame Data. When reproducing malfunction conditions, use this value as a reference.
Misfire Load	Engine load for first misfire range	Min.: 0%., Max.: 510%	0%: 0 misfires	· This is the average engine load recorded when misfiring occurs. · The value of this item is closer to the actual conditions of the vehicle at the time misfire occurred than the values of Engine Speed and Engine Load stored in the Freeze Frame Data. When reproducing malfunction conditions, use this value as a reference.
Misfire Margin	Misfire monitoring	Min.: -128%, Max.: 127%	0 to 127%: Idling with warm engine	· 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. This item is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. · A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. · Example: When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.
Catalyst OT Misfire Fuel Cut	Fuel cut to prevent catalyst from overheating during misfire	Not Avl or Avail	· Avail: "Fuel cut to prevent catalyst from overheating during misfire" available · Not Avl: "Fuel cut to prevent catalyst from overheating during misfire" not available	· When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder. · For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder.
Catalyst OT Misfire Fuel Cut History	History of fuel cut to prevent catalyst from overheating during misfire	ON or OFF	OFF	This can be used to tell whether there was a large amount of misfires occurred at a certain cylinder.
Catalyst OT Misfire Fuel Cut Cylinder #1	Fuel cut operation of No. 1 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	OFF	-
Catalyst OT Misfire Fuel Cut Cylinder #2	Fuel cut operation of No. 2 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	OFF	-
Catalyst OT Misfire Fuel Cut Cylinder #3	Fuel cut operation of No. 3 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	OFF	-
Catalyst OT Misfire Fuel Cut Cylinder #4	Fuel cut operation of No. 4 cylinder (if certain level of misfire malfunction is detected)	ON or OFF	OFF	-

Various Vehicle Conditions 4 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Speed (Starter Off)	Engine speed when starter off	Min.: 0 rpm, Max.: 51199 rpm	-	This is the engine speed immediately after the engine is started.
Starter Count	Number of times starter turned on after ignition switch turned to ON.	Min.: 0, Max.: 255	-	· Indicates the number of times starter turned ON in the current driving cycle. (However, starter ON due to stop and start system operation is not included in the count.) · Number of times starter turned ON before engine started displayed in the 1 position. · Number of times starter turned ON after engine started displayed in the 10 position. Example: If "21" is displayed on the 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 Distance of Previous Trip	Distance driven during previous trip	Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile)	-	· Before 5 seconds have elapsed since the engine was started, which is the detection duration of DTC P160400 (Startability Malfunction), this item indicates the distance driven during the previous trip. · After 5 seconds have elapsed since the engine was started, this item indicates the distance driven during the current trip, calculated based on the vehicle speed signal. HINT: The values of this item in the Freeze Frame Data for DTC P160400 indicate the distance driven during the previous trip, but in all other cases, such as in a snapshot of the Data List (real-time measurements), or Freeze Frame Data for DTCs other than P160400, the value indicates the distance driven during the current trip.
Engine Starting Time	Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)	Min.: 0 ms, Max.: 655350 ms	-	· This is the time elapsed from when the starter turns on until the engine speed reaches 400 rpm. · This value is cleared 5 seconds after the engine is started and 0 ms will be displayed.
Engine Start Hesitation	History of hesitation during engine start	ON or OFF	-	This item changes to ON when the engine speed does not reach 500 rpm during cranking.
Low Revolution for Engine Start	History of low engine speed after engine start	ON or OFF	-	This item changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.
Fuel Cut Elapsed Time	Time elapsed after engine runs at high speed	Min.: 0 sec, Max.: 68746 sec	-	This item shows the time elapsed since fuel cut occurred due to the engine speed dropping from a high speed (more than the engine speed at which fuel cut occurs + 500 rpm).
Previous Trip Coolant Temp	Engine coolant temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Intake Temp	Intake air temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Engine Oil Temperature	Engine oil temperature	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Eng Oil Temp	Engine oil temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Ambient Temp for A/C	Ambient temperature for A/C	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Ambient Temp	Ambient temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-

Rough Idle (Ptrl Rough Idle)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Compression Leakage Count	Compression leakage count	Min.: 0, Max.: 255	0	When the counter displays 1 or higher during an engine stall, startability malfunction or rough idle, it may be the result of pressure loss caused by deposits jamming the valve, etc.
Rough Idle Status	Rough idle status	Normal, Intermittent poor combustion or Low frequency poor combustion	Normal	This item indicates the rough idle status.
Plural Cylinders Rough Idle	Status of multiple cylinders rough idle	ON or OFF	OFF	Indicates multiple cylinders are the cause of rough idling when ON.
Rough Idle Cylinder #1	Status of the rough idle #1	ON or OFF	OFF	· Indicates speed has dropped compared to other cylinders and idling is rough for the indicated cylinder when ON. · This item indicates cylinders which are likely to be the cause of rough idle.
Rough Idle Cylinder #2	Status of the rough idle #2	ON or OFF	OFF	Same as Rough Idle Cylinder #1.
Rough Idle Cylinder #3	Status of the rough idle #3	ON or OFF	OFF	Same as Rough Idle Cylinder #1.
Rough Idle Cylinder #4	Status of the rough idle #4	ON or OFF	OFF	Same as Rough Idle Cylinder #1.

Various Vehicle Conditions 5 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Cooling Fan Duty Ratio	Electric cooling fan request duty ratio	Min.: 0%, Max.: 127.5%	-	Active Test [Control the Engine Cooling Fan Duty Ratio] support data.
Brake Override System	Brake override system status	ON or OFF	ON: Brake override system operating	-
Immobiliser Fuel Cut Status	Status of immobiliser fuel cut	ON or OFF	OFF	-
Immobiliser Fuel Cut History	Immobiliser fuel cut history	ON or OFF	OFF	-
Key Unlock Signal	Key unlock signal	ON or OFF	-	-
Distance from Injector Maintenance	Distance from Injector Maintenance	Min.: 0 km (0 mile), Max.: 1677721.5 km (104253.8 mile)	-	-

Compression (Compression)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Speed Cylinder #1	Engine speed for No. 1 cylinder	Min.: 0 rpm, Max.: 51199 rpm	-	· Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. · This is the engine speed of No. 1 cylinder measured during fuel-cut with the engine cranking. · When there is compression loss, the engine speed of the malfunctioning cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed Cylinder #2	Engine speed for No. 2 cylinder	Min.: 0 rpm, Max.: 51199 rpm	-	· Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. · This is the engine speed of No. 2 cylinder measured during fuel-cut with the engine cranking. · When there is compression loss, the engine speed of the malfunctioning cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed Cylinder #3	Engine speed for No. 3 cylinder	Min.: 0 rpm, Max.: 51199 rpm	-	· Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. · This is the engine speed of No. 3 cylinder measured during fuel-cut with the engine cranking. · When there is compression loss, the engine speed of the malfunctioning cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Engine Speed Cylinder #4	Engine speed for No. 4 cylinder	Min.: 0 rpm, Max.: 51199 rpm	-	· Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed. · This is the engine speed of No. 4 cylinder measured during fuel-cut with the engine cranking. · When there is compression loss, the engine speed of the malfunctioning cylinder increases. HINT: When multiple cylinders have compression loss, the engine speeds for multiple cylinders increase and it is not possible to determine which cylinders have compression loss. At this time, it is necessary to actually perform a compression measurement.
Average Engine Speed of All Cylinder	Average engine speed for all cylinders	Min.: 0 rpm, Max.: 51199 rpm	-	Values for this item are only displayed when the Active Test "Check the Cylinder Compression" is performed.

Various Vehicle Conditions 6 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Received MIL from ECT	MIL status from ECT	ON or OFF	-	-
Output Axis Speed	Output shaft speed	Min.: 0 rpm, Max.: 12750 rpm	-	-
NT Sensor Speed	Input turbine speed	Min.: 0 rpm, Max.: 12750 rpm	0 rpm: Vehicle stopped with shift lever in R	-
Shift SW Status (P Range)	Park/Neutral position switch status	ON or OFF	· ON: Shift lever in P · OFF: Shift lever not in P	-
Shift SW Status (R Range)	Park/Neutral position switch status	ON or OFF	· ON: Shift lever in R · OFF: Shift lever not in R	-
Shift SW Status (N Range)	Park/Neutral position switch status	ON or OFF	· ON: Shift lever in N · OFF: Shift lever not in N	-
Shift SW Status (N,P Range)	Park/Neutral position switch status	ON or OFF	· ON: Shift lever in N or P · OFF: Shift lever not in N or P	-
Shift SW Status (N,P Range) Supported	Status of Shift SW Status (N,P Range)	Supp or Unsupp	Supp	-
Sport Shift Up SW	Sport shift up switch status	ON or OFF	· ON: Shift lever held in "+" (Up shift) · OFF: Shift lever not held in "+" (Up shift)	-
Sport Shift Down SW	Sport shift down switch status	ON or OFF	· ON: Shift lever held in "-" (Down shift) · OFF: Shift lever not held in "-" (Down shift)	-
Shift SW Status (S Range)	Transmission control switch status	ON or OFF	· ON: Shift lever in M · OFF: Shift lever not in M	-
Shift SW Status (D Range)	Park/neutral position switch status	ON or OFF	· ON: Shift lever in D or M · OFF: Shift lever not in D or M	-
A/T Oil Temperature No.1	ATF temperature sensor value	Min.: -40°C (-40°F), Max.: 215.9°C (421°F)	· After stall speed test: approximately 100°C (212°F) · Equal to ambient temperature after cold soak	-
Drive Mode Status	Drive mode status	Normal or Power	-	-
Power Mode SW	Sports mode switch status	ON or OFF	-	-
Acceleration Sensor Voltage	Converted output voltage of yaw rate and acceleration sensor assembly	0 to 79.998 V	· 2.31 to 2.69 V: Vehicle on level ground · 1.88 to 2.5 V: Decelerating · 2.5 to 3.11 V: Accelerating · Stuck at 1.87 V: G sensor malfunction · Stuck at 1.87 V: Communication malfunction	-
Lock Up Status	Lock up status	ON or OFF	· ON: Lock-up operating · OFF: Lock-up not operating	-
CVT Shift Status Ratio	ECM gear ratio command	Min.: 0, Max.: 15.999	Same as actual gear ratio	-
Shift Range Indicator	Shift range indicator	-	-	-
Acceleration Sensor Calibration	Deceleration sensor zero point calibration status	Incomplete or Complete	Complete	-
Acceleration Sensor Learn Value	Yaw rate and acceleration sensor assembly learned value voltage	0 to 79.998 V	2.31 to 2.69 V: Deceleration Sensor Zero Point Calibration complete	-
Stop and Start System Engine Status	Stop and start system engine status	IG, Run, Stopreq, Stop or Restart	-	-

Turbocharger Control 4 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Air Bypass Valve Control	Operation status of air by-pass valve assembly	ON or OFF	OFF (Close): Idling	-

Low-speed Pre-ignition (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Consecutive Prevention Cylinder #1 History 1	Distance traveled where low-speed pre-ignition occurred in cylinder #1 (Latest)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #1 History 2	Distance traveled where low-speed pre-ignition occurred in cylinder #1 (Past 1)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #1 History 3	Distance traveled where low-speed pre-ignition occurred in cylinder #1 (Past 2)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #1 History 4	Distance traveled where low-speed pre-ignition occurred in cylinder #1 (Past 3)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #2 History 1	Distance traveled where low-speed pre-ignition occurred in cylinder #2 (Latest)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #2 History 2	Distance traveled where low-speed pre-ignition occurred in cylinder #2 (Past 1)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #2 History 3	Distance traveled where low-speed pre-ignition occurred in cylinder #2 (Past 2)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #2 History 4	Distance traveled where low-speed pre-ignition occurred in cylinder #2 (Past 3)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #3 History 1	Distance traveled where low-speed pre-ignition occurred in cylinder #3 (Latest)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #3 History 2	Distance traveled where low-speed pre-ignition occurred in cylinder #3 (Past 1)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #3 History 3	Distance traveled where low-speed pre-ignition occurred in cylinder #3 (Past 2)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #3 History 4	Distance traveled where low-speed pre-ignition occurred in cylinder #3 (Past 3)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #4 History 1	Distance traveled where low-speed pre-ignition occurred in cylinder #4 (Latest)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #4 History 2	Distance traveled where low-speed pre-ignition occurred in cylinder #4 (Past 1)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #4 History 3	Distance traveled where low-speed pre-ignition occurred in cylinder #4 (Past 2)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Consecutive Prevention Cylinder #4 History 4	Distance traveled where low-speed pre-ignition occurred in cylinder #4 (Past 3)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Fuel Cut History 1	Fuel-cut history when low-speed pre-ignition occurred (Latest)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Fuel Cut History 2	Fuel-cut history when low-speed pre-ignition occurred (Past 1)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Fuel Cut History 3	Fuel-cut history when low-speed pre-ignition occurred (Past 2)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Fuel Cut History 4	Fuel-cut history when low-speed pre-ignition occurred (Past 3)	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	-	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.
Distance for Control	Distance traveled since history initialized	Min.: 0 km (0 mile), Max.: 1310719 km (814481 mile)	Current distance traveled or distance traveled since history initialized	If the history was initialized using the GTS utility "Heavy Knock History", this item indicates the pre-ignition history at distances traveled after initialization.

Various Vehicle Conditions 7 (All Data)

Powertrain > Engine > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Battery Type	Battery type	Other or Specified	-	-
Body Control with Torque Demand	Body control with torque demand status	ON or OFF	Under the body control with torque demand: ON	-

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.

SYSTEM CHECK