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, the A/C should be off and all accessory switches should be off.

Various Vehicle Conditions 1 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Vehicle Speed	Vehicle speed	Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)	Actual vehicle speed	· This is the current vehicle speed. · The vehicle speed is detected using the wheel speed sensors. · Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.
Engine Speed	Engine speed	Min.: 0 rpm, Max.: 16383 rpm	650 to 750 rpm: Idling	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 estimated intake manifold pressure. · Calculate Load = Estimated intake manifold pressure / maximum intake manifold pressure x 100 (%) (For example, when the estimated intake manifold pressure is the same as atmospheric pressure, Calculate Load is 100%.)
Vehicle Load	Vehicle load	Min.: 0%, Max.: 25700%	-	· This is the engine intake air charging efficiency. · Vehicle Load = Current intake airflow (gm/sec) / maximum intake airflow x 100% Maximum intake airflow = Displacement (L) / 2 x 1.2 (g/rev.) HINT: Due to individual engine differences, intake air temperature, etc., the value may exceed 100%. Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm) (Intake airflow (gm/sec) is MAF)
MAF	Airflow rate from mass air flow meter sub-assembly	Min.: 0 gm/sec, Max.: 655.35 gm/sec	· 1.0 to 3.0 gm/sec: Idling · 2.0 to 6.0 gm/sec: 2500 rpm (without load)	This is the intake air amount from the mass air flow meter sub-assembly.
Atmosphere Pressure	Atmospheric pressure	Min.: 0 kPa (0 mmHg), Max.: 255 kPa (1913 mmHg)	Equivalent to atmospheric pressure (absolute pressure)	· Standard atmospheric pressure: 101 kPa(abs) [758 mmHg(abs)] · For every 100 m (328 ft) increase in altitude, pressure drops by 1 kPa (7.5 mmHg). This varies by weather.
Coolant Temp	Coolant temperature	Min.: -40°C (-40°F), Max.: 140°C (284°F)	75 to 100°C (167 to 212°F): After warming up	This is the engine coolant temperature. HINT: · After warming up the engine, the engine coolant temperature is 75 to 100°C (167 to 212°F). · After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. · If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted. · Check if the engine overheats when the value indicates 140°C (284°F).
Intake Air	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	· After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal. · If the value is -40°C (-40°F), or 140°C (284°F), the sensor circuit is open or shorted.
Engine Run Time	Engine run time	Min.: 0 s, Max.: 65535 s	Time after engine start	This is the time elapsed since the engine started. HINT: The time is counted only while the engine is running.
Initial Engine Coolant Temp	Initial engine coolant temperature	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	This is the engine coolant temperature stored when the ignition switch is turned to ON.
Initial Intake Air Temp	Initial intake air temperature	Min.: -40°C (-40°F), Max.: 119.3°C (246.7°F)	-	This is the intake air temperature stored when the ignition switch is turned to ON.
Battery Voltage	Battery voltage	Min.: 0 V, Max.: 65.535 V	11 to 14 V: Idling	If 11 V or less, characteristics of some electrical components may change.
Glow Indicator Supported	Status of glow indicator supported	Unsupp or Supp	Unsupp	-
Glow Indicator	Glow indicator	ON or OFF	OFF	-

Throttle Control 1 (Ptrl Throttle)

Powertrain > Engine and ECT > Data List

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

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Accel Sensor Out No.1	No. 1 accelerator pedal position sensor voltage	Min.: 0 V, Max.: 4.98 V	· 0.5 to 1.1 V: Accelerator pedal fully released · 2.6 to 4.5 V: Accelerator pedal fully depressed	This is the raw voltage from the No. 1 accelerator pedal position sensor.
Accel Sensor Out No.2	No. 2 accelerator pedal position sensor voltage	Min.: 0 V, Max.: 4.98 V	· 1.2 to 2.0 V: Accelerator pedal fully released · 3.4 to 4.75 V: Accelerator pedal fully depressed	This is the raw voltage from the No. 2 accelerator pedal position sensor.

Throttle Control 3 (Ptrl Throttle)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Accelerator Idle Position	Whether or not accelerator pedal position sensor detecting released accelerator pedal	ON or OFF	ON: Accelerator pedal fully released	This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.
Accel Fully Close Learn #1	Accelerator fully released learned value (No. 1)	Min.: 0 deg, Max.: 124.5 deg	-	This is the value of No. 1 accelerator pedal position sensor learned when the accelerator pedal is released.
Accel Fully Close Learn #2	Accelerator fully released learned value (No. 2)	Min.: 0 deg, Max.: 124.5 deg	-	This is the value of No. 2 accelerator pedal position sensor learned when the accelerator pedal is released.
Throttle Sensor Volt %	Absolute No. 1 throttle position sensor	Min.: 0%, Max.: 100%	· 10 to 22%: Accelerator pedal fully released · 64 to 96%: Accelerator pedal fully depressed	The No. 1 throttle position sensor output is converted using 5 V = 100%. HINT: If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.
Throttl Sensor #2 Volt %	Absolute No. 2 throttle position sensor	Min.: 0%, Max.: 100%	· 42 to 62%: Accelerator pedal fully released · 92 to 100%: Accelerator pedal fully depressed	The No. 2 throttle position sensor output is converted using 5 V = 100%.
ST1	Brake pedal signal	ON or OFF	· ON: Brake pedal depressed · OFF: Brake pedal fully released	This is the stop light switch assembly signal (ST1- terminal).
System Guard	System guard	ON or OFF	ON	· When there is a difference between the target and actual throttle valve opening angles, system guard turns off and stops the electronic throttle control system function. · OFF: Electronic throttle control is stopped.
Open Side Malfunction	Open malfunction	ON or OFF	OFF	This parameter indicates a malfunction in the electronic throttle when the throttle valve is open.
Throttle Idle Position	Whether or not throttle position sensor detecting idle	ON or OFF	-	· This is a parameter calculated by the ECM. · The value is ON when the throttle is at the idle position and OFF when the throttle is open.
Throttle Require Position	Required throttle position	Min.: 0 V, Max.: 4.98 V	-	This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No.1 value except during very rapid throttle valve movement, such as that used during wheelspin control.
Throttle Sensor Position	Throttle sensor position	Min.: 0%, Max.: 100%	· 0%: Accelerator pedal fully released · 50 to 80%: Accelerator pedal fully depressed	· This is the throttle valve opening amount used for engine control. (100% signifies 125° of throttle valve rotation. This does not include the amount the throttle valve is opened to maintain the idle speed during idling.) · This value has no meaning when the ignition switch is ON and the engine is stopped.
Throttle Position No.1	No. 1 throttle position sensor output voltage	Min.: 0 V, Max.: 4.98 V	Almost same as "Throttle Require Position" · 0.5 to 1.1 V: Accelerator pedal fully released · 3.2 to 4.8 V: Accelerator pedal fully depressed · 0.6 to 1.4 V: Fail-safe operating	This is the No. 1 throttle position sensor output voltage.
Throttle Position No.2	No. 2 throttle position sensor output voltage	Min.: 0 V, Max.: 4.98 V	· 2.1 to 3.1 V: Accelerator pedal fully released · 4.6 to 4.98 V: Accelerator pedal fully depressed · 2.1 to 3.1 V: Fail-safe operating	This is the No. 2 throttle position sensor output voltage.
Throttle Position Command	Throttle position command value	Min.: 0 V, Max.: 4.98 V	-	Throttle Position Command is the same value as Throttle Require Position.
Throttle Sens Open Pos #1	No. 1 throttle position sensor	Min.: 0 V, Max.: 4.98 V	0.6 to 1.4 V	This is the No. 1 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the ignition switch ON.
Throttle Sens Open Pos #2	No. 2 throttle position sensor	Min.: 0 V, Max.: 4.98 V	1.7 to 2.5 V	This is the No. 2 throttle position sensor output voltage when there is no current supplied to the electronic throttle actuator. The accelerator pedal is released but the throttle valve is kept open by the throttle valve opener with the ignition switch ON.
Throttle Motor Current	Throttle actuator current	Min.: 0 A, Max.: 19.9 A	0 to 3.0 A: Idling	· When this value is large but the actual opening angle (Throttle Position No.1) does not reach the target opening angle (Throttle Require Position), there is an "unable to open" malfunction. · This value normally fluctuates around 1 A.
Throttle Motor DUTY	Throttle actuator	Min.: 0%, Max.: 100%	0.5 to 40%: Idling after engine warmed up	This is the output duty ratio of the throttle actuator drive circuit.
Throttle Motor Duty (Open)	Throttle actuator duty ratio (open)	Min.: 0%, Max.: 255%	0 to 40%: Idling	· This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal. · When the throttle valve is being opened, Throttle Motor Duty (Open) is 10 to 50%.
Throttle Motor Duty (Close)	Throttle actuator duty ratio (close)	Min.: 0%, Max.: 255%	0 to 40%: Idling	This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. HINT: During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve.
Throttle Fully Close Learn	Throttle valve fully closed position (learned value)	Min.: 0 V, Max.: 4.98 V	0.4 to 1.0 V: Accelerator pedal fully released	· The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the ignition switch is ON, the accelerator pedal is released and the throttle actuator is off). · Learning is performed immediately after the ignition switch is turned to ON.
+BM Voltage	+BM voltage	Min.: 0 V, Max.: 79.998 V	11 to 14 V: Ignition switch ON and system normal	This is the power supply for the electronic throttle actuator. When the power supply is interrupted for approximately 1 second, DTCs P2118 (open circuit) and P0657 (short circuit, ECU malfunction) are stored and the electronic throttle control system enters fail-safe mode (normal operation is not restored until the ignition switch is turned off).
Actuator Power Supply	Actuator power supply	ON or OFF	ON: Idling	If +BM power is lost, this item changes to OFF.
Throttle Position	Throttle valve opening angle	Min.: 0 deg, Max.: 499.99 deg	-	This value has no meaning when the ignition switch is ON and the engine is stopped.

Idle Speed Control (Ptrl Rough Idle)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
ISC Flow	Flow rate calculated using information from mass air flow meter sub-assembly	Min.: 0 L/s, Max.: 79.99 L/s	-	This is the total ISC airflow amount (the amount of intake air necessary to maintain idling). HINT: ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount
ISC Position	Requested throttle opening amount calculated using ISC control	Min.: 0 deg, Max.: 499.99 deg	-	This is the throttle valve opening amount while the engine is idling (the throttle valve opening amount necessary to maintain ISC air flow).
ISC Feedback Value	ISC feedback amount	Min.: -40 L/s, Max.: 39.99 L/s	-	This is the feedback amount necessary to adjust the airflow amount to maintain the target idling speed. HINT: When the idling speed differs from the target, the feedback amount is adjusted. If the feedback amount becomes more than a certain value, this will be reflected in the ISC learned airflow value.
ISC Learning Value	ISC learned airflow value	Min.: -40 L/s, Max.: 39.99 L/s	-	This is the learned value of the airflow amount necessary for engine idling. HINT: · If ISC Feedback Value becomes more than a certain value, this will be reflected in ISC Learning Value. · ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount
Electric Load Feedback Val	Compensation flow rate according to electrical load	Min.: -40 L/s, Max.: 39.99 L/s	-	This is the ISC compensation amount determined according to the electrical load.
Air Conditioner FB Val	Compensation flow rate according to air conditioner load	Min.: -40 L/s, Max.: 39.99 L/s	-	This is the ISC compensation amount determined according to the air conditioner load.
PS Feedback Val	Compensation flow rate according to power steering load	Min.: -40 L/s, Max.: 39.99 L/s	-	This is the ISC compensation amount determined according to the power steering load.
Low Revolution Control	Low engine speed control operation state	ON or OFF	-	· This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 rpm). · 900 rpm (when the engine coolant temperature is 10°C [50°F]) · 850 rpm (when the engine coolant temperature is 30°C [86°F]) · 750 rpm (when the engine coolant temperature is 60°C [140°F]) Before 5 seconds elapse after starting the engine, this parameter indicates the status of the previous trip. After 5 seconds elapse after starting the engine, this parameter indicates the status of the current trip. HINT: The engine is considered to have started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after starting the engine, this parameter changes to ON and remains ON for the rest of the trip. ON: The engine speed decreased immediately after starting the engine. OFF: The engine speed did not decrease immediately after starting the engine. · For use when engine stall, starting problems or rough idle is present.
Neutral Control	Neutral control status	ON or OFF	-	-
N Range Status	Shift lever N status	ON or OFF	-	-
Eng Stall Control FB Flow	Intake air compensation flow rate	Min.: -40 L/s, Max.: 39.99 L/s	-	· The intake air amount and ignition timing are adjusted when there is a large decrease in engine speed (for example, a decrease to 550 rpm or less) in order to prevent engine stall. · For use when engine stall, starting problems or rough idle is present.
Deposit Loss Flow	Flow loss due to deposits	Min.: -40 L/s, Max.: 39.99 L/s	-	· This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve. · Check this value for reference when the engine stalls, is difficult to start, or idles roughly. · When the ISC learned value is initialized by disconnecting the battery negative terminal or removing the fuses (ECU-B NO. 3 and ETCS fuses), perform the following procedures in order to quickly relearn the Deposit Loss Flow value. After the Deposit Loss Flow has been relearned, gradual fine adjustments will continue automatically. · Start the engine cold and allow the engine to idle. · After the engine is warmed up (engine coolant temperature is above 80°C [176°F]), allow the engine to idle for an additional 5 minutes. · Turn the ignition switch off and wait for 30 seconds. · Start the engine again, and allow the engine to idle for 5 minutes.

Fuel System (Ptrl General)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Injector (Port)	Injection period of the No. 1 cylinder	Min.: 0 μs, Max.: 65535 μs	1000 to 2500 μs: Idling, engine warmed up	This is the injection period of the No. 1 cylinder (the command value from the ECM).
Injection Volum (Cylinder1)	Injection volume (cylinder 1)	Min.: 0 ml, Max.: 2.047 ml	0 to 0.15 ml: Idling, engine warmed up	This is the fuel injection volume for 10 injections.
Fuel Pump/Speed Status	Fuel pump status	ON or OFF	ON: Starter on or engine running	-

EVAP System (Ptrl Evaporative)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
EVAP (Purge) VSV	Purge VSV control duty	Min.: 0%, Max.: 100%	-	· This is the command signal from the ECM. · This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed. *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV. · When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.
Evap Purge Flow	Purge flow	Min.: 0%, Max.: 399.9%	-	· This is the percentage of total engine airflow contributed by EVAP purge operation. (Evap Purge Flow = Purge flow / Engine airflow x 100 (%)) · It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV.
Purge Density Learn Value	Purge density learned value	Min.: -200, Max.: 199.993	-	· Purge Density Learn Value is the proportion of the decrease in injection volume (based on the change in the air fuel ratio feedback compensation value) related to a 1% purge flow rate. When Purge Density Learn Value is a large negative value, the purge effect is large. · The purge density is determined from the change in the air fuel ratio feedback compensation value when purge flow is introduced. · Purge density learning is performed so that the feedback compensation value is 0 +/-2%. HINT: · Usually, the value is approximately +/-1%. · 1%: The concentration of HC in the purge gas is relatively low. · 0%: The concentration of HC in the purge gas is approximately equal to the stoichiometric air fuel ratio. · Large negative values indicate that the concentration of HC in the purge gas is relatively high.
EVAP Purge VSV	Purge VSV status	ON or OFF	-	This parameter displays ON when EVAP (Purge) VSV is approximately 30% or higher, and displays OFF when the VSV duty ratio is less than 30%.

Air Fuel Ratio Control 1 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Target Air-Fuel Ratio	Target air fuel ratio	Min.: 0, Max.: 1.99	0.8 to 1.2: During idling	· This is the target air fuel ratio used by the ECM. · 1.0 is the stoichiometric air fuel ratio. Values that are more than 1 indicate the system attempting to make the air fuel ratio leaner. Values that are less than 1 indicate the system attempting to make the air fuel ratio richer.

Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
O2S B1S1	Heated oxygen sensor output voltage for bank 1 sensor 1	Min.: 0 V, Max.: 1.275 V	0 to 1 V: Driving at 70 km/h (43 mph)	· This is the output voltage of the heated oxygen sensor. · Values close to 0 V indicate an air fuel ratio leaner than the stoichiometric ratio. · Values close to 1 V indicate an air fuel ratio richer than the stoichiometric ratio. · During air fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V. · Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor.
O2 LR Switch Time B1S1	Heated oxygen sensor voltage Lean to Rich switching time for bank 1 sensor 1	Min.: 0 ms, Max.: 16711.68 ms	Within 1000 ms	-
O2 RL Switch Time B1S1	Heated oxygen sensor voltage Rich to Lean switching time for bank 1 sensor 1	Min.: 0 ms, Max.: 16711.68 ms	Within 1000 ms	-
Short FT #1	Short-term fuel trim for bank 1	Min.: -100%, Max.: 99.2%	-15 to 15%	This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the heated oxygen sensor for feedback.
Long FT #1	Long-term fuel trim for bank 1	Min.: -100%, Max.: 99.2%	-15 to 15%	· The ECM will learn the Long FT #1 values 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. [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 FT #1	Total fuel trim for bank 1	Min.: -0.5, Max.: 0.496	-0.2 to 0.2: Idling	Total FT #1 = Short FT #1 + Long FT #1
Fuel System Status #1	Fuel system status for bank 1	OL, CL, OLDrive, OLFault, CLFault or Unused	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 heated oxygen sensor, which is used for fuel control, is malfunctioning.
Fuel System Status #2	Fuel system status for bank 2	OL, CL, OLDrive, OLFault, CLFault or Unused	Unused	-
O2FT B1S1	Short-term fuel trim associated with sensor 1	Min.: -100%, Max.: 99.2%	-15 to 15%	Same as Short FT #1
A/F Learn Value Idle #1	Air fuel ratio learn value of idle area (bank 1)	Min.: -50%, Max.: 49.6%	-15 to 15%	Learning is performed when idling with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher).
A/F Learn Value Low #1	Air fuel ratio learn value of low load area (bank 1)	Min.: -50%, Max.: 49.6%	-15 to 15%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid1 #1	Air fuel ratio learn value of middle1 load area (bank 1)	Min.: -50%, Max.: 49.6%	-15 to 15%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the low load range (when the range of engine loads is divided into four parts).
A/F Learn Value Mid2 #1	Air fuel ratio learn value of middle2 load area (bank 1)	Min.: -50%, Max.: 49.6%	-15 to 15%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the mid-size load range closer to the high load range (when the range of engine loads is divided into four parts).
A/F Learn Value High #1	Air fuel ratio learn value of high load area (bank 1)	Min.: -50%, Max.: 49.6%	-15 to 15%	Learning is performed when driving with the engine warmed up (engine coolant temperature is 80°C [176°F] or higher) and operating in the high load range (when the range of engine loads is divided into four parts).

Ignition System (Ignition)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
IGN Advance	Ignition timing advance for No. 1 cylinder	Min.: -64 deg, Max.: 63.5 deg	0 to 14 deg: Idling	-
Knock Feedback Value	Knocking feedback value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-	· This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value*1 + Knock Correct Learn Value*2 + Knock Feedback Value*3 + each compensation amount Example: 21 deg(CA) = 10 deg(CA) + 14 deg(CA) - 3 deg(CA) *1: The most retarded timing value is a constant determined by the engine speed and engine load. *2: The knock correction learned value is calculated as shown below in order to keep Knock Feedback Value as close to -3 deg(CA) as possible. When Knock Feedback Value is less than -4 deg(CA), Knock Correct Learn Value is slowly decreased. When Knock Feedback Value is more than -2 deg(CA), Knock Correct Learn Value is slowly increased. *3: The base value is -3 deg(CA) and is adjusted based on the presence or absence of knocking. When there is no knocking, the value is increased, and when knocking is present, the value is decreased. -1 deg(CA): There is no knocking and ignition timing is advanced. -6 deg(CA): Knocking is present and the ignition timing is being retarded. HINT: If Knock Feedback Value does not change around the time when knocking occurs even though knocking continues (for example, stays at -3 deg(CA)), it can be determined that knocking is not being detected. Possible Causes: · There is a problem with the knock control sensor sensitivity. · The knock control sensor is improperly installed. · There is a problem with a wire harness.
Knock Correct Learn Value	Knocking correction learned value	Min.: -1024 deg(CA), Max.: 1023.9 deg(CA)	-	· Refer to "Knock Feedback Value". · When there is knocking or a lack of power, compare the following values to another vehicle of the same model. · Engine Speed · Calculate Load · IGN Advance · Knock Feedback Value · Knock Correct Learn Value · Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced. · Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded. HINT: When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).
Idle Spark Advn Ctrl #1	Individual cylinder timing advance compensation amount (No. 1)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	· This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. · It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #2	Individual cylinder timing advance compensation amount (No. 2)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	· This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. · It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #3	Individual cylinder timing advance compensation amount (No. 3)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	· This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. · It may be possible to use this item to help determine specific cylinders which are not operating normally.
Idle Spark Advn Ctrl #4	Individual cylinder timing advance compensation amount (No. 4)	Min.: 0 deg(CA), Max.: 15.93 deg(CA)	-	· This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling. · It may be possible to use this item to help determine specific cylinders which are not operating normally.

VVT Control (Ptrl Valve Control)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
VVT Control Status #1	Variable Valve Timing (VVT) control status for bank 1	ON or OFF	-	· ON: The ECM is sending commands to change the timing (even when the timing is advanced, when the timing is being maintained and not being retarded or advanced any further, the value changes to OFF). · OFF: The system is commanding the timing to change to the most retarded timing.
VVT Advance Fail	VVT control failure status	ON or OFF	ON: VVT control failure	ON: There is an intake VVT timing advance malfunction.
VVT Aim Angle #1	VVT hold duty learned value for bank 1	Min.: 0%, Max.: 399.9%	-	· This value represents the duty ratio necessary to operate the camshaft timing oil control valve assembly in order to block the camshaft timing oil control valve assembly path and maintain the advanced state of the VVT controller. · This is only available during the Active Test.
VVT Change Angle #1	VVT displacement angle for bank 1	Min.: 0 DegFR, Max.: 639.9 DegFR	-	· This is the VVT displacement angle during forced operation. · This is only available during the Active Test. · By checking the VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor signal is being output.
VVT OCV Duty #1	VVT camshaft timing oil control valve operation duty for bank 1	Min.: 0%, Max.: 399.9%	-	· This is the requested duty value for forced operation. · This is only available during the Active Test.

Various Vehicle Conditions 2 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
VN Turbo Type	VN turbo type	Not Avl, Commo, Vacuum, CAN Com or DC	Not Avl	-

Various Vehicle Conditions 3 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Starter Signal	Starter signal	ON or OFF	ON: Starter operating OFF: Starter not operating	-
Power Steering Signal	Power steering switch signal	ON or OFF	ON: Power steering operating	-
Neutral Position SW Signal	Park/neutral position switch status	ON or OFF	ON: Shift lever in P or N	-
Clutch Start SW	Clutch start switch status	ON or OFF	-	-
Stop Light Switch	Stop light switch status	ON or OFF	ON: Brake pedal depressed OFF: Brake pedal fully released	-
A/C Signal	Cooler volume switch status	ON or OFF	ON: A/C on	-
Closed Throttle Position SW	Closed throttle position switch	ON or OFF	ON: Throttle fully closed OFF: Throttle open	-
Fuel Cut Condition	Fuel cut condition	ON or OFF	ON: Fuel cut operating	-
Immobiliser Communication	Immobiliser communication	ON or OFF	ON: Normal	-

Check Mode (Check Mode)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Check Mode	Check mode	ON or OFF	ON: Check mode on	· *
SPD Test Result	Check mode result for vehicle speed sensor	Compl or Incmpl	-	-
Misfire Test Result	Check mode result for misfire monitor	Compl or Incmpl	-	-

*: Refer to Check Mode Procedure.

Click hereEngine / Hybrid System>2NZ-FE ENGINE CONTROL>SFI SYSTEM>CHECK MODE PROCEDURE

Test Result (Monitor Status)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Complete Parts Monitor	Comprehensive component monitor	Not Avl or Avail	-	· *
Fuel System Monitor	Fuel system monitor	Not Avl or Avail	-	· *
Misfire Monitor	Misfire monitor	Not Avl or Avail	-	· *
EGR/VVT Monitor	EGR/VVT monitor	Not Avl or Avail	-	· *
EGR/VVT Monitor	EGR/VVT monitor	Compl or Incmpl	-	· *
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor	Not Avl or Avail	-	· *
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor	Compl or Incmpl	-	· *
O2S(A/FS) Monitor	O2S (A/FS) monitor	Not Avl or Avail	-	· *
O2S(A/FS) Monitor	O2S (A/FS) monitor	Compl or Incmpl	-	· *
A/C Monitor	A/C monitor	Not Avl or Avail	-	· *
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 Monitor	Heated catalyst monitor	Not Avl or Avail	-	· *
Heated Catalyst Monitor	Heated catalyst monitor	Compl or Incmpl	-	· *
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

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
TC Terminal	TC terminal status	ON or OFF	-	-
# Codes(Include History)	Number of codes	Min.: 0, Max.: 255	0	This is the number of DTCs stored.
MIL	MIL status	ON or OFF	OFF	-
MIL ON Run Distance	Distance driven with MIL on	Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)	-	This is the distance driven since the MIL was illuminated.
Running Time from MIL ON	Running time from MIL on	Min.: 0 min, Max.: 65535 min	Running time after MIL turned on	-
Time after DTC Cleared	Time after DTCs cleared	Min.: 0 min, Max.: 65535 min	Time after DTCs cleared	This is the time elapsed since DTCs were cleared (or since the vehicle left the factory). Time elapsed after the ignition switch is turned off is not counted.
Distance from DTC Cleared	Distance driven after DTCs cleared	Min.: 0 km (0 mile), Max.: 65535 km (40723 mile)	Distance driven after DTCs cleared	This is the distance driven since DTCs were cleared (or since the vehicle left the factory).
Warmup Cycle Cleared DTC	Warmup cycles after DTCs cleared	Min.: 0, Max.: 255	-	· This is the number of warmup cycles after the DTCs were cleared. · This is the number of times the engine was warmed up* after DTCs were cleared (or after the vehicle left the factory). *: An engine warmup is defined as the engine coolant temperature rising 20°C (36°F) or higher and reaching a temperature of 70°C (158°F) or higher after the engine is started.
Dist Batt Cable Disconnect	Distance driven after battery cable disconnected	Min.: 0 Km (0 mile), Max.: 65535 Km (40723 mile)	Total distance vehicle driven after battery cable disconnected	-
OBD Requirements	OBD requirement	-	EOBD (Euro OBD)	-
Number of Emission DTC	Emissions-related DTCs	Min.: 0, Max.: 127	-	This is the number of emissions-related DTCs stored.
TC and TE1	TC and CG (TE1) terminals of DLC3	ON or OFF	-	-

Various Vehicle Conditions 5 (All Data)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Engine Speed (Starter Off)	Engine speed when starter off	Min.: 0 rpm, Max.: 51199 rpm	-	This is the engine speed immediately after starting the engine.
Starter Count	Number of times starter turned on after ignition switch turned to ON	Min.: 0, Max.: 255	-	This is the number of times the starter turned on during the current trip.
Run Dist of Previous Trip	Distance driven during previous trip	Min.: 0 km (0 mile), Max.: 655.35 km (407.23 mile)	-	· Before 5 seconds elapse after starting the engine, which is DTC P1604 (Startability Malfunction) detection duration, this parameter indicates the distance driven during the previous trip. · After 5 seconds elapse after starting the engine, this parameter indicates the distance driven during the current trip calculated from the vehicle speed signal. HINT: Run Dist of Previous Trip in freeze frame data which were present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of Data List (real-time measurements), or for freeze frame data which were present when the DTCs other than P1604 were detected, the value indicates the distance driven during the current trip.
Engine Starting Time	Time elapsed before engine starts (after starter turns on until engine speed reaches 400 rpm)	Min.: 0 ms, Max.: 655350 ms	-	· This is the time elapsed after the starter turns on until the engine speed reaches 400 rpm. · This value is cleared 5 seconds after the engine is started and the value is displayed as 0 ms.
Previous Trip Coolant Temp	Engine coolant temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	· Before 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature at the end of the previous trip. · After 120 seconds elapse after starting the engine, this parameter indicates the engine coolant temperature during the current trip.
Previous Trip Intake Temp	Intake air temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	· Before 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature at the end of the previous trip. · After 120 seconds elapse after starting the engine, this parameter indicates the intake air temperature during the current trip.
Engine Oil Temperature	Engine oil temperature (estimated temperature)	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Eng Oil Temp	Engine oil temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Ambient Temp for A/C	Ambient temperature for A/C	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Previous Trip Ambient Temp	Ambient temperature during previous trip	Min.: -40°C (-40°F), Max.: 215°C (419°F)	-	-
Engine Start Hesitation	History of hesitation during engine start	ON or OFF	-	This value changes to ON when the engine speed does not reach 500 rpm during cranking.
Low Rev for Eng Start	History of low engine speed after engine start	ON or OFF	-	This item changes to ON when the engine speed drops to 200 rpm or less within approximately 2 seconds of starting the engine.
Minimum Engine Speed	Minimum engine speed	Min.: 0 rpm, Max.: 51199 rpm	-	· This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed. · For use when engine stall, starting problems or rough idle is present.
Fuel Cut Elps Time	Time elapsed after engine runs at high speed	Min.: 0 sec, Max.: 68746 sec	-	The time elapsed after a fuel cut after high engine speed has occurred (more than the engine speed at which fuel cut occurs + 500 rpm).
Electric Fan Motor	Electric fan motors operation status	ON or OFF	-	-
Brake Override System	Brake override system status	ON or OFF	ON: Brake override system operating	-
Idle Fuel Cut	Fuel cut at idle	ON or OFF	ON: Fuel cut operating	Idle Fuel Cut = "ON" when the throttle valve is fully closed and the engine speed is high.
FC TAU	Fuel cut TAU (fuel cut during very light load)	ON or OFF	ON: Fuel cut operating	This is the fuel cut performed under a very light load to prevent the engine combustion from becoming incomplete.
Immobiliser Fuel Cut	Immobiliser fuel cut	ON or OFF	-	-
Immobiliser Fuel Cut History	Status of immobiliser fuel cut history	ON or OFF	OFF	When DTC P1604 is output and Immobiliser Fuel Cut History indicates ON, the engine could not start due to engine immobiliser operation.
Electrical Load Signal 1	Electrical load signal	ON or OFF	-	-
Electrical Load Signal 2	Electrical load signal	ON or OFF	-	-

Various Vehicle Conditions 6 (Vehicle Information)

Powertrain > Engine and ECT > Data List

Tester Display	Measurement Item	Range	Normal Condition	Diagnostic Note
Model Code	Model code	-	-	Used for identifying the model code: NZE17#
Engine Type	Engine type	-	-	Used for identifying the engine type: 2NZFE
Cylinder Number	Number of cylinders	Min.: 0, Max.: 255	-	Used for identifying the number of cylinders: 4
Transmission Type	Transmission (transaxle) type	-	-	Used for identifying the transmission (transaxle) type: ECT 4th or MT
Transmission Type2	Transmission (transaxle) type	-	NA	Unused
Destination	Destination	-	-	Used for identifying the destination: W
Model Year	Model year	Min.: 1900, Max.: 2155	-	Used for identifying the model year: 201#
System Identification	System identification	-	-	Used for identifying the engine system: Gasoline (gasoline engine)

Compression (Compression)

Powertrain > Engine and ECT > Data List

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

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.