2Tr-Fe Engine Control. Sfi System (W/ Secondary Air Injection System) Data List / Active Test

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

NOTICE:

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

HINT:

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

Warm up the engine.
Turn the A/C off.
Turn the ignition switch off.
Connect the intelligent tester to the DLC3.
Turn the ignition switch to ON.
Turn the intelligent tester on.
Enter the following menus: Powertrain / Engine and ECT / Data List.
HINT:
1. To display the list box, press the pull down menu button next to Primary. Then select a measurement group.
2. When you select a measurement group, the ECU data belonging to that group is displayed.
3. Measurement Group List / Description
According to the display on the intelligent tester, read the Data List.
HINT:
The title used for each group of Data List items in this repair manual does not appear on the intelligent tester. However, the name in parentheses after the title, which is a Measurement Group, does appear on the intelligent tester. When the name shown in parentheses is selected on the intelligent tester, all the Data List items listed for that group will be displayed.

Various Vehicle Conditions 1 (All Data)

Vehicle Speed
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Vehicle Speed	Vehicle speed/ Min.: 0 km/h (0 mph), Max.: 255 km/h (158 mph)	Actual vehicle speed	Yes
Vehicle Speed	Diagnostic Note: This is the current vehicle speed.

Engine Speed
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Engine Speed	Engine speed/ Min.: 0 rpm, Max.: 16383 rpm	600 to 700 rpm: Idling	Yes
Engine Speed	Diagnostic Note: When the crankshaft position sensor is malfunctioning, "Engine Speed" is approximately 0 or varies greatly from the actual engine speed.

Calculate Load
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Calculate Load	Load calculated by ECM/ Min.: 0%, Max.: 100%	-	Yes
Calculate Load	Diagnostic Note: 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
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Vehicle Load	Vehicle load/ Min.: 0%, Max.: 25700%	-	Yes
Vehicle Load	Diagnostic Note: This is the engine intake air charging efficiency. Vehicle Load = Current intake airflow (g/rev.) / maximum intake airflow 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/s) x 60 / Engine speed (rpm) (Intake airflow (gm/s) is MAF)

MAF
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
MAF	Airflow rate from Mass Air Flow (MAF) meter/ Min.: 0 gm/s, Max.: 655.35 gm/s	1.0 to 4.0 gm/s: Idling 4 to 15 gm/s: 2500 rpm (without load)	Yes
MAF	Diagnostic Note: This is the intake air amount from the mass air flow meter.

Atmosphere Pressure
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Atmosphere Pressure	Atmospheric pressure/ Min.: 0 kPa, Max.: 255 kPa	Equivalent to atmospheric pressure (absolute pressure)	Yes
Atmosphere Pressure	Diagnostic Note: This value is calculated from the intake air amount. Standard atmospheric pressure: 101 kPa For every 100 m increase in altitude, pressure drops by 1 kPa. This varies by weather.

Coolant Temp
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Coolant Temp	Coolant temperature/ Min.: -40°C, Max.: 140°C	80 to 95°C (176 to 203°F): After warming up	Yes
Coolant Temp	Diagnostic Note: This is the engine coolant temperature. HINT: After warming up the engine, the engine coolant temperature is 75 to 100°C . 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.

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

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

Initial Engine Coolant Temp
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Initial Engine Coolant Temp	Initial engine coolant temperature/ Min.: -40°C, Max.: 215°C	-	Yes
Initial Engine Coolant Temp	Diagnostic Note: This is the coolant temperature stored when the ignition switch is turned to ON.

Initial Intake Air Temp
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Initial Intake Air Temp	Initial intake air temperature/ Min.: -40°C, Max.: 140°C	-	Yes
Initial Intake Air Temp	Diagnostic Note: This is the intake air temperature stored when the ignition switch is turned to ON.

Battery Voltage
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Battery Voltage	Battery voltage/ Min.: 0 V, Max.: 65.535 V	11 to 14 V: Idling	Yes
Battery Voltage	Diagnostic Note: If 11 V or less, characteristics of some electrical components may change.

Throttle Control (Ptrl Throttle)

Accel Sens. No.1 Volt %
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sens. No.1 Volt %	Absolute Accelerator Pedal Position (APP) No. 1/ Min.: 0%, Max.: 100%	10 to 22%: Accelerator pedal released 54 to 86%: Accelerator pedal fully depressed	Yes
Accel Sens. No.1 Volt %	Diagnostic Note: The accelerator pedal position sensor No. 1 output is converted using 5 V = 100%. HINT: If there are no accelerator pedal position sensor DTCs stored, it is possible to conclude that the accelerator pedal position sensor system is normal.

Accel Sens. No.2 Volt %
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sens. No.2 Volt %	Absolute APP No. 2/ Min.: 0%, Max.: 100%	12 to 42%: Accelerator pedal released 66 to 98%: Accelerator pedal fully depressed	Yes
Accel Sens. No.2 Volt %	Diagnostic Note: The accelerator pedal position sensor No. 2 output is converted using 5 V = 100%.

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

Accel Sensor Out No.2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Sensor Out No.2	APP sensor No. 2 voltage/ Min.: 0 V, Max.: 4.98 V	1.2 to 2.0 V: Accelerator pedal released 3.4 to 4.98 V: Accelerator pedal fully depressed	No
Accel Sensor Out No.2	Diagnostic Note: This is the raw voltage from the accelerator pedal position sensor No. 2. Accelerator pedal position sensor No. 2 is used to monitor accelerator pedal position sensor No. 1. When there is a malfunction in sensor No. 1, the ECM uses sensor No. 2 to control the engine.

Accelerator Idle Position
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accelerator Idle Position	Whether or not accelerator pedal position sensor detecting released accelerator pedal/ ON or OFF	ON: Accelerator pedal released	No
Accelerator Idle Position	Diagnostic Note: This is a parameter calculated by the ECM which indicates whether the accelerator pedal is in the learned idle position.

Accel Fully Close #1 (AD)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Fully Close #1 (AD)	Accelerator fully closed value No. 1 (AD)/ Min.: 0 V, Max.: 4.9 V	-	No

Accel Fully Close Learn #1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Fully Close Learn #1	Accelerator fully released learned value No. 1/ Min.: 0 deg, Max.: 124.5 deg	-	No
Accel Fully Close Learn #1	Diagnostic Note: This is the value of accelerator pedal position sensor No. 1 learned when the accelerator pedal is released.

Accel Fully Close Learn #2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Accel Fully Close Learn #2	Accelerator fully released learned value No. 2/ Min.: 0 deg, Max.: 124.5 deg	-	No
Accel Fully Close Learn #2	Diagnostic Note: This is the value of accelerator pedal position sensor No. 2 learned when the accelerator pedal is released.

Throttle Sensor Volt %
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sensor Volt %	Absolute throttle position sensor/ Min.: 0%, Max.: 100%	10 to 22%: Throttle fully closed 66 to 98%: Throttle fully open	Yes
Throttle Sensor Volt %	Diagnostic Note: The throttle position sensor No. 1 output is converted using 5 V = 100%. HINT: If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.

Throttl Sensor #2 Volt %
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttl Sensor #2 Volt %	Throttle sensor position #2/ Min.: 0%, Max.: 100%	42 to 62%: Throttle fully closed 92 to 100%: Throttle fully open	Yes
Throttl Sensor #2 Volt %	Diagnostic Note: The throttle position sensor No. 2 output is converted using 5 V = 100%.

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

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

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

Throttle Idle Position
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Idle Position	Whether or not throttle position sensor detecting idle/ ON or OFF	-	No
Throttle Idle Position	Diagnostic Note: This is a parameter calculated by the ECM. The value is ON when the throttle is at the idle position and OFF when the throttle is open.

Throttle Require Position
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Require Position	Required throttle position/ Min.: 0 V, Max.: 4.98 V	-	No
Throttle Require Position	Diagnostic Note: This is a value calculated by the ECM showing the voltage for the target throttle valve position. It is almost an exact match of the Throttle Position No. 1 value except during very rapid throttle valve movement, such as that used during wheelspin control.

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

Throttle Position No. 1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Position No. 1	Throttle position sensor No. 1 output voltage/ Min.: 0 V, Max.: 4.98 V	Almost same as "Throttle Require Position" 0.5 to 1.1 V: Throttle fully closed 3.2 to 4.8 V: Throttle fully open 0.6 to 1.4 V: Fail-safe operating	No
Throttle Position No. 1	Diagnostic Note: This is the throttle position sensor No. 1 output voltage.

Throttle Position No. 2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Position No. 2	Throttle position sensor No. 2 output voltage/ Min.: 0 V, Max.: 4.98 V	2.1 to 3.1 V: Throttle fully closed 4.6 to 4.98 V: Throttle fully open 2.1 to 3.1 V: Fail-safe operating	No
Throttle Position No. 2	Diagnostic Note: This is the throttle position sensor No. 2 output voltage.

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

Throttle Sens Open Pos #1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sens Open Pos #1	Throttle position sensor No. 1/ Min.: 0 V, Max.: 4.98 V	0.6 to 0.9 V	No
Throttle Sens Open Pos #1	Diagnostic Note: This is the throttle position sensor No. 1 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
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sens Open Pos #2	Throttle position sensor No. 2/ Min.: 0 V, Max.: 4.98 V	2.2 to 2.6 V	No
Throttle Sens Open Pos #2	Diagnostic Note: This is the throttle position sensor No. 2 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 #1 (AD)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Sens Open #1 (AD)	Throttle sensor opener position No. 1 (AD)/ Min.: 0 V, Max.: 4.9 V	0.6 to 0.9 V	No

Throttle Motor
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor	Whether or not throttle motor control is permitted/ ON or OFF	Idling: ON (Inspection mode)	No
Throttle Motor	Diagnostic Note: Read the value with the ignition switch ON (Do not start engine)

Throttle Motor Current
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor Current	Throttle actuator current/ Min.: 0 A, Max.: 19.9 A	0 to 3.0 A: Idling	No
Throttle Motor Current	Diagnostic Note: When this value is large but the actual opening angle (Throttle Position No. 1) does not reach the target opening angle (Throttle Require Position), there is an "unable to open" malfunction. This value normally fluctuates around 1 A.

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

Throttle Motor Duty (Open)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor Duty (Open)	Throttle actuator duty ratio (open)/ Min.: 0%, Max.: 255%	0 to 40%: Idling	No
Throttle Motor Duty (Open)	Diagnostic Note: This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal. When the throttle valve is being opened, Throttle Motor Duty (Open) is 20 to 30%.

Throttle Motor Duty (Close)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Motor Duty (Close)	Throttle actuator duty ratio (close)/ Min.: 0%, Max.: 255%	0 to 40%: Idling	No
Throttle Motor Duty (Close)	Diagnostic Note: This is the duty ratio used to drive the throttle actuator and close the throttle valve. It is an ECM command signal. HINT: During idling, the throttle valve opening angle is usually controlled using a duty ratio drive signal which closes the throttle valve. However, when carbon deposits build up, it may be necessary to open the throttle valve more than the throttle valve opener does. In that case, the opening angle is controlled using a "Throttle Motor Duty (Open)" signal which opens the throttle valve.

Throttle Fully Close Learn
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Throttle Fully Close Learn	Throttle valve fully closed position (learned value)/ Min.: 0 V, Max.: 4.98 V	0.4 to 1.0 V: Accelerator pedal released	No
Throttle Fully Close Learn	Diagnostic Note: The ECM uses this learned value to determine the fully closed (and fully open) position of the throttle valve. This learned value is calculated by the ECM with the throttle valve opener angle (approximately 4 to 7°, the position when the 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.

ETCS Actuator Power
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ETCS Actuator Power	Whether or not electric throttle control system power is input/ ON or OFF	Idling: ON (Inspection mode)	No

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

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

Fail Safe Drive
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fail Safe Drive	Whether or not fail-safe function is executed/ ON or OFF	ETCS has failed: ON	No

Fail Safe Drive (Main CPU)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fail Safe Drive (Main CPU)	Whether or not fail-safe function is executed/ ON or OFF	ETCS has failed: ON	No

Fuel System (Ptrl General)

Injector (Port)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Injector (Port)	Injection period of the No. 1 cylinder/ Min.: 0 μs, Max.: 65535 μs	-	Yes
Injector (Port)	Diagnostic Note: This is the injection period of the No. 1 cylinder (the command value from the ECM).

Injection Volum (Cylinder 1)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Injection Volum (Cylinder 1)	Injection volume (cylinder 1)/ Min.: 0 ml, Max.: 2.047 ml	0 to 0.5 ml	Yes
Injection Volum (Cylinder 1)	Diagnostic Note: This is the fuel injection volume for 10 injections.

Fuel Pump/Speed Status
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Fuel Pump/Speed Status	Fuel pump status/ ON or OFF	ON: Starter on or engine running	Yes

EVAP System (Ptrl Evaporative)

EVAP (Purge) VSV
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
EVAP (Purge) VSV	Purge VSV control duty/ Min.: 0%, Max.: 100%	-	Yes
EVAP (Purge) VSV	Diagnostic Note: This is the command signal from the ECM. This is the purge VSV control duty ratio. When EVAP (Purge) VSV is any value except 0%, EVAP purge* is being performed. *: Gasoline vapor from the fuel tank is being introduced into the intake system via the purge VSV. When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.

Evap Purge Flow
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Evap Purge Flow	Purge flow/ Min.: 0%, Max.: 399.9%	-	Yes
Evap Purge Flow	Diagnostic Note: This is the percentage of total engine airflow contributed by EVAP purge operation. (Evap Purge Flow = Purge flow / Engine airflow x 100 (%)) It is based on MAF and a stored value for airflow and controlled by adjusting the duty cycle for the purge VSV.

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

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

Air Fuel Ratio Control 1 (All Data)

Target Air-Fuel Ratio
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Target Air-Fuel Ratio	Target air fuel ratio/ Min.: 0, Max.: 1.99	0.8 to 1.2: During idling	Yes
Target Air-Fuel Ratio	Diagnostic Note: This is the target air-fuel ratio used by the ECM. 1.0 is the stoichiometric air-fuel ratio. Values that are more than 1 indicate the system attempting to make the air-fuel ratio leaner. Values that are less than 1 indicate the system attempting to make the air-fuel ratio richer. Target Air-Fuel Ratio and AF Lambda B1S1 are related.

Air Fuel Ratio Control 2 (Ptrl AF O2 Sensor)

AF Lambda B1S1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AF Lambda B1S1	Output air-fuel ratio associated with Bank 1 Sensor 1/ Min.: 0, Max.: 1.99	Value less than 1 (0.000 to 0.999) = Rich 1 = Stoichiometric air fuel ratio Value more than 1 (1.001 to 1.999) = Lean	Yes
AF Lambda B1S1	Diagnostic Note: This is the actual air-fuel ratio calculated based on the air fuel ratio sensor output. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check the voltage output of the sensor. Results of real-vehicle check when performing the Active Test: Injection Volume: +/-0% AF Lambda B1S1: 0.99 AFS Voltage B1S1: 3.29 V AFS Current B1S1: 0.00 mA O2S B1S2: 0.43 V Injection Volume: -12% AF Lambda B1S1: 1.16 AFS Voltage B1S1: 3.85 V AFS Current B1S1: 0.20 mA O2S B1S2: 0.015 V Injection Volume: +12% AF Lambda B1S1: 0.89 AFS Voltage B1S1: 2.59 V AFS Current B1S1: -0.27 mA O2S B1S2: 0.94 V

AFS Voltage B1S1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AFS Voltage B1S1	Air fuel ratio sensor output voltage for Bank 1 Sensor 1/ Min.: 0 V, Max.: 7.99 V	2.8 to 3.8 V: Idling	Yes
AFS Voltage B1S1	Diagnostic Note: This is the voltage output of the air fuel ratio sensor (the voltage cannot be measured at the terminals of the sensor). This value is calculated by the ECM based on the current output of the air fuel ratio sensor (refer to AFS Current below for the actual sensor output). Performing the Control the Injection Volume or Control the Injection Volume for A/F Sensor function of the Active Test enables the technician to check the voltage output of the sensor.

AFS Current B1S1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AFS Current B1S1	Air fuel ratio sensor output current for Bank 1 Sensor 1/ Min.: -128 mA, Max.: 127.99 mA	-0.5 to 0.5 mA: Idling	Yes
AFS Current B1S1	Diagnostic Note: With a stoichiometric air-fuel ratio (for example, during idling after the engine is warmed up), the air fuel ratio sensor current output is approximately -0.5 to 0.5 mA. When the value is outside the range of 1.4 to 3.6 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.

O2S B1S2
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
O2S B1S2	Heated oxygen sensor output voltage for Bank 1 Sensor 2/ Min.: 0 V, Max.: 1.275 V	0 to 1 V	Yes
O2S B1S2	Diagnostic Note: This is the output voltage of the heated oxygen sensor. Values close to 0 V indicate an air-fuel ratio leaner than the stoichiometric ratio. Values close to 1 V indicate an air-fuel ratio richer than the stoichiometric ratio. During air-fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V. Performing the "Control the Injection Volume" or "Control the Injection Volume for A/F Sensor" function of the Active Test enables the technician to check voltage output of the sensor. Results of real-vehicle check when performing the Active Test: Injection Volume: -12% AF Lambda B1S1: 1.16 AFS Voltage B1S1: 3.85 V AFS Current B1S1: 0.20 mA O2S B1S2: 0.06 V Injection Volume: +12% AF Lambda B1S1: 0.89 AFS Voltage B1S1: 2.59 V AFS Current B1S1: -0.27 mA O2S B1S2: 0.94 V

Short FT #1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Short FT #1	Short-term fuel trim for bank 1/ Min.: -100%, Max.: 99.2%	-20 to 20%	Yes
Short FT #1	Diagnostic Note: This item is the "short-term fuel injection volume compensation ratio" used to maintain the air fuel ratio at the stoichiometric ratio using the air fuel ratio sensor for feedback.

Long FT #1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Long FT #1	Long-term fuel trim for bank 1/ Min.: -100%, Max.: 99.2%	-20 to 20%	Yes
Long FT #1	Diagnostic Note: The ECM will learn the Long FT values based on Short FT. The goal is to keep Short FT at 0% to keep the A/F mixture at the stoichiometric ratio. This value is used to determine whether the air-fuel ratio control system is malfunctioning. The condition of the system is determined based on the sum of Short FT and Long FT (excluding times when the system is in transition). +15% or more: The air-fuel ratio may be lean. -15 to +15%: The air-fuel ratio can be determined to be normal. -15% or less: The air-fuel ratio may be rich. The learned value is cleared when the battery cable is disconnected.

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

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

Secondary Air Injection System (Ptrl 2nd Air)

Secondary Air Control VSV
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Secondary Air Control VSV	Air switching valve status/ ON or OFF	ON: ECM commanding air switching valve to open	Yes

2nd Air System Status
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
2nd Air System Status	Secondary air injection system status/ ON or OFF	ON: ECM commanding air pump and air switching valve to operate	Yes
2nd Air System Status	Diagnostic Note: This system operates immediately after a cold engine start.

AI Test
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
AI Test	Secondary air injection system operation prohibition/ READY or NOT RDY	Permission status of forced operation of secondary air injection system	Yes

Ignition System (Ignition)

IGN Advance
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
IGN Advance	Ignition timing advance for No. 1 cylinder/ Min.: -64 deg., Max.: 63.5 deg.	BTDC 0 to 20 deg.: Idling	Yes

Knock Feedback Value
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Knock Feedback Value	Knocking feedback value/ Min.: -1024° CA, Max.: 1023.9° CA	-	Yes
Knock Feedback Value	Diagnostic Note: This is the ignition timing retard compensation amount determined by the presence or absence of knocking. Ignition timing = Most retarded timing value1 + Knock Correct Learn Value2 + Knock Feedback Value3 + each compensation amount Example: 21°CA = 10° + 14° - 3° 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°CA as possible. When Knock Feedback Value is less than -4°CA, Knock Correct Learn Value is slowly decreased. When Knock Feedback Value is more than -2°CA, Knock Correct Learn Value is slowly increased. 3: The base value is -3°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°CA: There is no knocking and ignition timing is advanced. -6°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°CA), it can be determined that knocking is not being detected. Possible Causes: There is a problem with the knock sensor sensitivity. The knock sensor is improperly installed. There is a problem with a wire harness.

Knock Correct Learn Value
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Knock Correct Learn Value	Knocking correction learned value/ Min.: -1024° CA, Max.: 1023.9° CA	-	Yes
Knock Correct Learn Value	Diagnostic Note: Refer to "Knock Feedback Value". When there is knocking or a lack of power, compare the following values to another vehicle of the same model. Engine speed Calculate Load IGN Advance Knock Feedback Value Knock Correct Learn Value Knock Correct Learn Value is large: There is no knocking and the ignition timing is advanced. Knock Correct Learn Value is small: Knocking is present and the ignition timing is being retarded. HINT: When knocking continues even though Knock Correct Learn Value is less than that of the vehicle being used for comparison (in other words, the ignition timing is being retarded but the knocking is not stopping), there may be a buildup of deposits or other such problems due to deterioration over time (oil entering the cylinders, poor quality fuel, etc.).

VVT Control (Ptrl Valve Control)

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

VVT Aim Angle #1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Aim Angle #1	VVT hold duty learned value for bank 1/ Min.: 0%, Max.: 100%	-	No
VVT Aim Angle #1	Diagnostic Note: This value represents the duty ratio necessary to operate the camshaft timing oil control valve in order to block the camshaft timing oil control valve path and maintain the advanced state of the camshaft timing gear. This is only available during the Active Test. Refer to "VVT OCV Duty #1".

VVT Change Angle #1
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
VVT Change Angle #1	VVT displacement angle for bank 1/ Min.: 0 DegFR, Max.: 639.9 DegFR	-	No
VVT Change Angle #1	Diagnostic Note: This is the VVT displacement angle during forced operation. This is only available during the Active Test. By checking VVT Change Angle during the Active Test, it is also possible to determine whether or not the camshaft position sensor signal is being output. Refer to "VVT OCV Duty #1".

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

Various Vehicle Conditions 2 (All Data)

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

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

Power Steer. Sig. Record
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Power Steer. Sig. Record	Power steering switch signal/ ON or OFF	ON: When steering wheel is first turned after ignition switch is turned to ON	Yes
Power Steer. Sig. Record	Diagnostic Note: This signal status usually ON until ignition switch turned to OFF

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

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

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

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

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

Electrical Load Signal
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Electrical Load Signal	Electrical load signal/ ON or OFF	ON: Headlights or defogger is turned ON	Yes

Check Mode (Check Mode)

Check Mode
Tester Display	Measurement Item/Range	Normal Condition	Diagnostic Note	Stored as Freeze Frame Data
Check Mode	Check mode/ ON or OFF	ON: Check mode on	Refer to Check Mode Procedure (HILUX_TGN26 RM000000PDL0L0X.html).	No
SPD Test Result	Check mode result for vehicle speed sensor/ Compl or Incmpl	-	-	No
Misfire Test Result	Check mode result for misfire monitor/ Compl or Incmpl	-	-	No
OXS1 Test Result	Check mode result for heated oxygen sensor (Bank 1)/ Compl or Incmpl	-	-	No
A/F Test Results #1	Check mode result for air fuel ratio sensor (Bank 1)/ Compl or Incmpl	-	-	No

Test Result (Monitor Status)

Monitor Information 1
Tester Display	Measurement Item/Range	Normal Condition	Diagnostic Note	Stored as Freeze Frame Data
Complete Parts Monitor	Comprehensive component monitor/ Not Avl or Avail	-	*1	No
Fuel System Monitor	Fuel system monitor/ Not Avl or Avail	-	*1	No
Misfire Monitor	Misfire monitor/ Not Avl or Avail	-	*1	No
EGR/VVT Monitor	EGR/VVT monitor/ Not Avl or Avail	-	*1	No
EGR/VVT Monitor	EGR/VVT monitor/ Compl or Incmpl	-	*1	No
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor/ Not Avl or Avail	-	*1	No
O2S(A/FS) Heater Monitor	O2S (A/FS) heater monitor/ Compl or Incmpl	-	*1	No
O2S(A/FS) Monitor	O2S (A/FS) monitor/ Not Avl or Avail	-	*1	No
O2S(A/FS) Monitor	O2S (A/FS) monitor/ Compl or Incmpl	-	*1	No
A/C Monitor	A/C monitor/ Not Avl or Avail	-	*1	No
A/C Monitor	A/C monitor/ Compl or Incmpl	-	*1	No
2nd Air Monitor	2nd air monitor/ Not Avl or Avail	-	*1	No
2nd Air Monitor	2nd air monitor/ Compl or Incmpl	-	*1	No
EVAP Monitor	EVAP monitor/ Not Avl or Avail	-	*1	No
EVAP Monitor	EVAP monitor/ Compl or Incmpl	-	*1	No
Heated Catalyst Monitor	Heated catalyst monitor/ Not Avl or Avail	-	*1	No
Heated Catalyst Monitor	Heated catalyst monitor/ Compl or Incmpl	-	*1	No
Catalyst Monitor	Catalyst monitor/ Not Avl or Avail	-	*1	No
Catalyst Monitor	Catalyst monitor/ Compl or Incmpl	-	*1	No
*1: Avail: The monitor is available on the vehicle. Not Avl: The monitor is not available on the vehicle. Incmpl / Compl: The item changes from Incmpl to Compl if the monitor was completed at least once at some time in the past. This item does not change when the 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 3 (All Data)

# Codes (Include History)
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
# Codes (Include History)	Number of codes/ Min.: 0, Max.: 255	0	No
# Codes (Include History)	Diagnostic Note: This is the number of DTCs stored.

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

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

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

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

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

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

OBD Requirements
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
OBD Requirements	OBD requirement	EOBD (Euro OBD)	No

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

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

Misfire (Ptrl Misfire)

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

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

All Cylinders Misfire Count
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
All Cylinders Misfire Count	Misfire count of all cylinders/ Min.: 0, Max.: 255	0 to 35	Yes
All Cylinders Misfire Count	Diagnostic Note: This is the total misfire count of all cylinders. This counter is incremented by one for each misfire, has a maximum value of 255 and is cleared every 1000 revolutions.

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

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

Misfire Margin
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Misfire Margin	Misfire monitoring/ Min.: -128%, Max.: 127%	0 to 99.2%	Yes
Misfire Margin	Diagnostic Note: This is the misfire detection margin. Misfire Margin = (Misfire detection threshold - maximum engine speed variation) / misfire detection threshold x 100% When the variation in the engine speed is large and exceeds the misfire detection threshold, the misfire count starts. Misfire margin is a measure of how much the engine speed variation can increase with respect to the threshold before the engine is determined to be misfiring. A large value means there is a large margin for the engine speed to vary before the engine is determined to be misfiring. Example: When the engine is not determined to be misfiring, Misfire Margin = 68%. When the engine is determined to be misfiring, Misfire Margin = -128 to 0%.

Various Vehicle Conditions 4 (All Data)

ACT VSV
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
ACT VSV	A/C cut status/ ON or OFF	-	Yes

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

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

Various Vehicle Conditions 5 (Vehicle Information)

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

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

Cylinder Number
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Cylinder Number	Number of cylinders/ Min.: 0, Max.: 255	-	No
Cylinder Number	Diagnostic Note: Used for identifying the number of cylinders: 4

Transmission Type
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
Transmission Type	Transmission type	-	No
Transmission Type	Diagnostic Note: Used for identifying the transmission type: MT

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

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

System Identification
Tester Display	Measurement Item/Range	Normal Condition	Stored as Freeze Frame Data
System Identification	System identification	-	No
System Identification	Diagnostic Note: Used for identifying the engine system: Gasoline (gasoline engine)

Compression (Compression)

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

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

ACTIVE TEST

HINT:

Using the intelligent tester 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.

Warm up the engine.
Turn the ignition switch off.
Connect the intelligent tester to the DLC3.
Turn the ignition switch to ON.
Turn the intelligent tester on.
Enter the following menus: Powertrain / Engine and ECT / Active Test.

According to the display on the intelligent tester, perform the Active Test.

Tester Display	Test Part	Control Range	Diagnostic Note
Control the Injection Volume	Change injection volume	Between -12.5% and 24.8%	All injectors are tested at the same time. Perform the test at 3000 rpm or less. Injection volume can be changed in fine gradations within the control range. Control the Injection Volume enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Active Test / Control the Injection Volume / AFS Voltage B1S1 and O2S B1S2. During the Active Test, air-fuel ratio feedback control and feedback learning are stopped.
Control the Injection Volume for A/F Sensor	Change injection volume	-12.5%, 0% or +12.5%	All injectors are tested at the same time. Perform the test at 3000 rpm or less. Control the Injection Volume for A/F Sensor enables the checking and graphing of the air fuel ratio sensor and heated oxygen sensor voltage outputs. To conduct the test, enter the following menus: Active Test / Control the Injection Volume for A/F Sensor / AFS Voltage B1S1 and O2S B1S2. During the Active Test, air-fuel ratio feedback control and feedback learning are stopped. See waveform*1.
Activate the VSV for Secondary Air Control	Activate the secondary air injection system	ON/OFF	Do not perform this test for 5 seconds or more. After the test, do not perform the test again for 30 seconds. The air switching valve and air pump operate.
Activate the VSV for Evap Control	Activate purge VSV control	ON/OFF	The valve is opened with a 30% duty ratio. See waveform*3.
Control the A/C Cut Signal	A/C compressor cut	ON/OFF	-
Control the Fuel Pump / Speed	Activate fuel pump	ON/OFF	Perform this test with the engine stopped.
Connect the TC and TE1	Turn on and off TC and TE1 connection	ON/OFF	ON: TC and TE1 are connected. OFF: TC and TE1 are disconnected.
Control the Idle Fuel Cut Prohibit	Prohibit idling fuel cut control	ON/OFF	-
Control the ETCS Open/Close Slow Speed	Throttle actuator	Close/Open Open: Throttle valve opens slowly	This test is possible when the following conditions are met: Ignition switch is ON. Engine is stopped. Accelerator pedal is fully depressed (APP: 58 degrees or more). Shift lever is in neutral.
Control the ETCS Open/Close Fast Speed	Throttle actuator	Close/Open Open: Throttle valve opens quickly	Same as above. See waveform*2.
Control the VVT Linear (Bank 1)	Control VVT (for intake side of bank 1)	-128 to 127% (This value added to present camshaft timing oil control valve control duty) 100%: Maximum advance -100%: Maximum retard	Engine stalls or idles roughly when the camshaft timing gear is operated by 100%. Test is possible during idle. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction. See waveform*4.
Control the VVT System (Bank 1)	Turn camshaft timing oil control valve on and off	ON/OFF ON: VVT OCV Duty #1 100%	Engine stalls or idles roughly when the camshaft timing oil control valve is turned on. Engine runs and idles normally when the camshaft timing oil control valve is off. DTCs related to the VVT system may be stored due to Active Test operation, but this does not indicate a malfunction.
Control the Cylinder #1 Fuel Cut	Cylinder #1 injector fuel cut	ON/OFF	Test is possible while the vehicle is stopped and the engine is idling.
Control the Cylinder #2 Fuel Cut	Cylinder #2 injector fuel cut	ON/OFF	Test is possible while the vehicle is stopped and the engine is idling.
Control the Cylinder #3 Fuel Cut	Cylinder #3 injector fuel cut	ON/OFF	Test is possible while the vehicle is stopped and the engine is idling.
Control the Cylinder #4 Fuel Cut	Cylinder #4 injector fuel cut	ON/OFF	Test is possible while the vehicle is stopped and the engine is idling.
Control the All Cylinders Fuel Cut	Fuel cut for all cylinders	ON/OFF	Test possible while the vehicle is stopped and the engine is idling.
Check the Cylinder Compression*5	Check the cylinder compression pressure	ON/OFF	Fuel injection and ignition stop in all cylinders.

HINT:

*5: When cranking the engine, each cylinder measures the engine speed.

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

Warm up the engine.
Turn the ignition switch off.
Connect the intelligent tester to the DLC3.
Turn the ignition switch to ON.
Turn the intelligent tester on.
Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression.
HINT:
To display the entire Data List, press the pull down menu button next to Primary. Then select Compression.
Push the snapshot button to turn the snapshot function on.
HINT:
Using the snapshot function, data can be recorded during the Active Test.
While the engine is not running, press the RIGHT or LEFT button to change Check the Cylinder Compression to ON.
HINT:
After performing the above procedure, Check the Cylinder Compression will start. Fuel injection for all cylinders is prohibited and each cylinder engine speed measurement enters standby mode.
Crank the engine for about 10 seconds.
HINT:
Continue to crank the engine until the values change from the default value (51199 rpm).

Monitor the engine speed (Engine Speed of Cyl #1 to #4) displayed on the intelligent tester.
HINT:
At first, the intelligent tester displays extremely high cylinder engine speed values. After approximately 10 seconds of engine cranking, each cylinder engine speed measurement will change to the actual engine speed.
NOTICE:
1. Do not crank the engine continuously for 20 seconds or more.
2. If it is necessary to crank the engine again after Check the Cylinder Compression has been changed to ON and the engine has been cranked once, press Exit to return to the Active Test menu screen. Then change Check the Cylinder Compression to ON and crank the engine.
3. Use a fully-charged battery.
Stop cranking the engine, and then change "Check the Cylinder Compression" to OFF after the engine stops.
NOTICE:
If the Active Test is changed to OFF while the engine is being cranked, the engine will start.
Push the snapshot button to turn the snapshot function off.
Select "Stored Data" on the intelligent tester screen, select the recorded data and display the data as a graph.
HINT:
If the data is not displayed as a graph, the change of the values cannot be observed.
Check the change in engine speed values.
HINT:
As the data values of the Active Test return to their default values when cranking is stopped, the engine speed value of each cylinder cannot be observed. Therefore, it is necessary to use the data recorded with the snapshot function to check the engine speed values recorded during cranking.

Reference Waveforms for Active Test

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

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

Tester Display
Measurement Item/Range
Normal Condition
Control the Injection Volume for A/F Sensor
-
▲A
▲B
Active Test operation
-12.5%
+12.5%
AFS Voltage B1S1
3.854 V
2.590 V
O2S B1S2
0.055 V
0.935 V
HINT:
1. Usually, the value of AFS Voltage drops below 3.1 V when the control value for Control the Injection Volume for A/F Sensor is changed to +12.5%.
2. Usually, the value of AFS Voltage changes to 3.4 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.
3. Usually, the value of O2S changes to 0.55 V or higher when the control value for Control the Injection Volume for A/F Sensor is changed to +12.5%.
4. Usually, the value of O2S drops below 0.4 V when the control value for Control the Injection Volume for A/F Sensor is changed to -12.5%.
5. The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.
6. If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning.

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

Hilux. Tgn26, 36 Kun25, 26, 35, 36 Ggn25.2Tr-Fe Engine Control.Sfi System (W/ Secondary Air Injection System).Sfi System (W/ Secondary Air Injection System) Data List / Active Test

HINT:

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

Tester Display	Measurement Item/Range	Normal Condition
Control the ETCS Open/Close Fast Speed	-	▲A	▲B
	Active Test operation	Close	Open
	Throttle Position Command	2.597 V	0.742 V
	Throttle Position No. 1	2.597 V	0.742 V
	Throttle Motor Duty (Open)	14%	0%
	Throttle Motor Duty (Close)	0%	10%

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

HINT:

Even when the Active Test is turned on (the purge VSV is opened 30%), air-fuel ratio feedback continues and control is performed so that the air-fuel ratio is the stoichiometric ratio. Therefore, by observing the change in "Short FT", it is possible to determine whether the purge VSV is actually open as well as the concentration of HC in the purge gas.

Tester Display	Measurement Item/Range	Normal Condition
Activate the VSV for Evap Control	-	▲A	▲B
	Active Test operation	ON	OFF
	EVAP Purge VSV	ON	OFF
	Short FT #1	-1.563%	0.000%
	Injection (Port)	2288.0 μs	2430.0 μs
	AFS Voltage B1S1	3.293 V	3.278 V

HINT:

The graphs and values above are for reference only because the fuel injection volume (compensation volume) varies depending on the HC density of the purge air from the canister.

*4: Control the VVT Linear (Bank 1)

Tester Display	Measurement Item/Range	Normal Condition
Control the VVT Linear (Bank 1)	-	▲A	▲B
	Active Test operation*	+20%	-20%
	VVT Change Angle #1	54.9 DegFR	0.0 DegFR
	VVT OCV Duty #1	53.9%	13.9%
	VVT Aim Angle #1	33.9%	33.9%

HINT:

*: Change the control value for Control the VVT Linear to +20% or -20% in increments of 5%.
The Control the VVT Linear Active Test considers the value of VVT Aim Angle to be 0 and raises or lowers the duty ratio with respect to VVT Aim Angle.
The sum of the control value for the Control the VVT Linear Active Test and the value of VVT Aim Angle is approximately equal to the value of VVT OCV Duty.
When the control value for the Control the VVT Linear Active Test is changed a few times, there should not be a large discrepancy between VVT OCV Duty when the system starts advancing or retarding the timing and the rate of change of VVT Change Angle.

SYSTEM CHECK

HINT:

Performing a system check enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are stored, and can detect potential malfunctions in the system. The system check can be performed with the intelligent tester.

Connect the intelligent tester to the DLC3.
Turn the ignition switch to ON.
Turn the intelligent tester on.
Enter the following menus: Powertrain / Engine and ECT / Utility.

Perform the system check by referring to the table below.

Tester Display	Test Part	Control Range	Diagnostic Notes
Secondary Air Injection Check (Automatic Mode)	Perform secondary air injection system operation automatically	With warm engine, ignition switch turned off once	If there are no pending DTCs after performing this test, the system is functioning normally. Refer to the inspection procedure for secondary air injection system DTCs. When performing air injection check operation after the battery cable is reconnected, wait for 7 minutes with the ignition switch to ON or the engine running. Turn the ignition switch off when the system check is finished.
Secondary Air Injection Check (Manual Mode)	Perform 3 operations in order to operate air injection system monitor manually	With warm engine, ignition switch turned off once	Used to detect malfunctioning parts. Refer to the inspection procedure for secondary air injection system DTCs. When performing the air injection check operation after the battery cable is reconnected, wait for 7 minutes with the ignition switch to ON or the engine running. Turn the ignition switch off when the system check is finished.