Ecd System Data List / Active Test

Ecd System -- Data List / Active Test

1. Idling: 7 to 26%
   
2. Running without load (2500 rpm): 10 to 20%
   

1. Ignition switch ON: 0%
   
2. Cranking: 21.1%
   
3. Idling (warm up the engine): 16.4% (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 29.1%
   
5. Running without load (4000 rpm): 31.3%
   
6. Driving with the accelerator fully open at 2000 rpm: 95.2%
   
7. Driving with the accelerator fully open at 3000 rpm: 94.5%
   

1. Idling: 5 to 12 g/sec.
   
2. Running without load (2000 rpm): 15 to 35 g/sec.
   

HINT:

Depends on EGR rate

1. Mass air flow meter
   
2. Mass air flow meter circuit
   
3. Intake related clog or leak
   
4. Exhaust related clog
   
5. Turbocharger sub-assembly
   
6. Leak or clog in passages for turbocharger
   
7. Malfunction in which EGR valve does not close
   

1. Ignition switch ON: 0.43 g/sec.
   
2. Cranking: 6.57 g/sec.
   
3. Idling (warm up the engine): 8.84 g/sec. (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 39.31 g/sec.
   
5. Running without load (4000 rpm): 106.32 g/sec.
   
6. Driving with the accelerator fully open at 2000 rpm: 90.46 g/sec.
   
7. Driving with the accelerator fully open at 3000 rpm: 150.73 g/sec.
   

1. Based on the MAF, the ECM controls the fuel injection volume, injection timing, EGR, etc.
   
2. If the value is always approximately 0 g/sec.:
   
1. Mass air flow meter power source circuit is open.
   
2. VG circuit is open or shorted.
   
3. EVG circuit is open.
   

1. 50 to 400 rpm: Cranking
   
2. 610 to 710 rpm: Idling with warm engine*1
   
3. 650 to 750 rpm: Idling with warm engine*2
   

1. Crankshaft position sensor
   
2. Crankshaft position sensor circuit
   

1. 660 rpm*1
   
2. 700 rpm (shift lever in P or N)*2
   
3. 660 rpm (shift lever in D)*2
   

1. Idling: 94 to 104 kPa (depending on barometric pressure)
   
2. Engine running at 3000 rpm: 100 to 150 kPa
   

1. Manifold absolute pressure sensor
   
2. Intake related clog or leak
   
3. Exhaust related clog
   
4. Turbocharger sub-assembly
   
5. Leak or clog in passages for turbocharger
   
6. EGR valve stuck open
   
7. Exhaust leak
   
8. Throttle valve stuck closed
   

1. Ignition switch ON: 100 kPa
   
2. Cranking: 99 kPa
   
3. Idling (warm up the engine): 97 kPa (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 111 kPa
   
5. Running without load (4000 rpm): 116 kPa
   
6. Driving with the accelerator fully open at 2000 rpm: 173 kPa
   
7. Driving with the accelerator fully open at 3000 rpm: 197 kPa
   

1. When the ignition switch is ON or the vehicle is idling, the intake manifold absolute pressure and atmospheric pressure are approximately the same (standard atmospheric pressure = 101 kPa).
   Above approximately 1500 rpm, the turbo becomes effective and the pressure becomes higher than atmospheric pressure.
   
2. Inspect while comparing with "Target Booster Pressure".
   
3. With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 seconds or more, a feeling of insufficient power will occur.
   

1. Speed sensor
   
2. Speed sensor circuit
   

1. Engine coolant temperature sensor
   
2. Thermostat
   

1. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.
   
2. After a long soak, the coolant temperature, intake air temperature and ambient temperature are approximately equal.
   

1. After a long soak, the engine coolant temperature, intake air temperature and ambient temperature are approximately equal.
   
2. If the value is -40°C (-40°F) or 140°C (284°F), the sensor circuit is open or shorted.
   

1. This is the intake air temperature at the intake manifold (after the intercooler).
   
2. During fail-safe operation, the value is set to 165°C (329°F). As the value is set to a high temperature, the turbo pressure may be suppressed and there may be a lack of power.
   

1. No electrical load at idling:
   20 to 60%
   

1. High electrical load at idling:
   100%
   

1. Battery deterioration
   
2. Alternator malfunction
   
3. Electric load, lights, etc.
   

1. This is outputs the alternator generation duty and is used to determine the electrical load.
   
2. Can be used to determine whether a higher-than-normal injection volume at idle, etc. is due to electrical loading or from some other source. For example, when the duty is not high but the idling injection volume is high, there is injector volume degradation or high engine friction.
   
3. Can be used for judging whether or not a malfunctioning component in the electrical system is generating continual generation requests (e.g., battery deterioration is causing an unending full recharge request, etc.). Regardless of whether or not an auxiliary device like the A/C or heater is active, if the alternator duty is always at the maximum value, there is an electrical system abnormality, like battery deterioration.
   

1. OFF malfunction (ignition switch (STA) is ON but the signal is OFF and the starter is operating): Wire harness is open or shorted to ground
   
2. ON malfunction (ignition switch (STA) is off but the signal is ON and the starter is not operating): Wire harness is shorted to +B
   
3. Operation malfunction: ignition switch malfunction, starter relay malfunction, starter malfunction, battery or battery cable is defective, or wire harness is open or shorted
   

1. Ignition switch is ON but the starter does not operate: Starting is not possible
   
2. Ignition switch is off but the starter continues to operate: STA signal malfunction (P0617) is stored
   

1. ON: Starter is operating.
   
2. OFF: Starter is not operating.
   

1. OFF malfunction: Wire harness (power steering switch to ECM) is open or shorted to ground
   
2. ON malfunction: Wire harness (power steering switch to ECM) is shorted to +B
   
3. Power steering switch malfunction
   

1. OFF malfunction (OFF during power steering operation): Engine speed decreases temporarily when power steering is operating
   

1. Power steering switch output history (after disconnecting and reconnecting the battery):
   
1. ON: Power steering operated in the past.
   
2. OFF: Power steering did not operate in the past.
   

1. ON: Operating
   
2. OFF: Not operating
   

1. A/C switch
   
2. A/C amplifier
   
3. A/C system malfunction, wire harness between A/C amplifier and ECU open or shorted
   

1. Engine speed decreases temporarily when the A/C is operating.
   

1. ON: Brake pedal depressed
   
2. OFF: Brake pedal released
   

1. OFF malfunction: Wire harness (stop light switch to ECM, stop light switch to +B) open or shorted to ground
   
2. ON malfunction: Wire harness (stop light switch to ECM) shorted to +B
   
3. Stop light switch
   

1. ON: Light is on (Brake pedal is depressed).
   
2. OFF: Light is off (Brake pedal is released).
   

1. ON: In-tank fuel pump is operating.
   
2. Only for vehicles equipped with a double tank.
   

1. ON: Normal
   
2. OFF: Engine cannot be started due to immobiliser communication malfunction
   

1. Use of a non-registered key
   
2. Key battery is fully depleted
   

1. Ignition switch ON: 12.4 V
   
2. Cranking (with engine warmed up): 10.4 V
   
3. Idling (warm up the engine): 13.5 V
   
4. Running without load (2500 rpm): 13.5 V
   
5. Driving with the accelerator fully open at 2000 rpm: 13.3 V
   
6. Driving with the accelerator fully open at 3000 rpm: 13.5 V
   

1. With the ignition switch ON, when the difference between the atmospheric pressure sensor and intake manifold absolute pressure is 10 kPa or more, there is a malfunction in one of the sensors.
   
2. With the ignition switch ON, when the atmospheric pressure is 0 kPa or 140 kPa, there is a malfunction in the sensor circuit.
   
3. Standard atmospheric pressure: 101 kPa.
   
4. For every 100 m increase in elevation, pressure drops by 1 kPa.
   This varies by weather (high atmospheric pressure, low atmospheric pressure).
   

1. VSV for engine mount status:
   
1. Ignition switch is ON: OFF.
   
2. Idling: ON.
   
2. "Control the ACM Inhibit" Active Test support data.
   

1. Distance traveled after a DTC is stored.
   
2. Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the intelligent tester.
   

1. Engine run time since the MIL illumination.
   
2. Cleared when the cable is disconnected from the negative (-) battery terminal, or when the DTC is cleared using the intelligent tester.
   

1. Distance driven since the DTCs were cleared.
   
2. (Data List "Distance from DTC clear") - (Freeze frame data "Distance from DTC cleared") = Distance driven since the abnormality occurred.
   

1. Number of engine warmup since DTCs were cleared.
   
2. (Data List "Warmup Cycle Cleared DTC") - (Freeze frame data "Warmup Cycle Cleared DTC") = Warmup cycles since the abnormality occurred.
   

1. Accelerator pedal released:
   0%
   
2. Accelerator pedal fully depressed:
   100%
   

1. Accelerator pedal position sensor opening position
   
2. ECT requested opening position
   
3. Cruise requested opening position
   
4. VSC requested opening position
   

1. Ignition switch ON: 0.00% (accelerator pedal released)
   
2. Running without load (2500 rpm): 8.98%
   
3. Running without load (4000 rpm): 14.84%
   

1. "Accel Position" is the accelerator opening amount (%) for engine control use.
   
2. When the accelerator pedal position sensor output itself (Accelerator Position 1, Accelerator Position 2) is in the normal voltage range, another actuator malfunction has caused the fail-safe function to restrict the accelerator.
   
3. Without cruise, ECT or VSC requests, and without accelerator restriction by the fail-safe function, this is adjusted in proportion to the amount the accelerator pedal is depressed by the driver.
   
4. Accelerator pedal released: 0%
   
5. Accelerator pedal fully depressed: 100%
   

1. Accelerator pedal released:
   8 to 28%
   
2. Accelerator pedal fully depressed:
   51 to 86%
   

1. Accelerator pedal released:
   30 to 55%
   
2. Accelerator pedal fully depressed:
   73 to 98%
   

1. Output only when the "Check the Cylinder Compression" Active Test is performed.
   
2. Indicates the speed of each cylinder when cranking.
   Example - Normal: Engine speeds of all cylinders are approximately equal.
   When No. 1 cylinder compression is low, "Engine Speed of Cyl #1" is approximately 300 rpm, and "Engine Speed of Cyl #2 to #4" is approximately 200 rpm.
   

1. MT: Manual transaxle
   
2. ECT 5th: Automatic transaxle
   

1. DC motor system.
   
2. Negative-pressure diaphragm system.
   
3. Step motor system.
   

1. Inspect the (actual) fuel pressure, comparing it with the common rail target value.
   
2. Considered normal when the actual fuel pressure is within +/-5000 kPa of the target fuel pressure under stable conditions.
   

1. Fuel supply pump assembly
   
2. High pressure pipes
   
3. Fuel pressure sensor
   
4. Injector assembly
   
5. Feed pump (fuel supply pump assembly)
   
6. Fuel filter element sub-assembly
   
7. Pressure limiter
   
8. Air in the fuel pipes
   
9. Lack of fuel
   

1. Ignition switch ON: 0 kPa
   
2. Cranking: 35840 kPa
   
3. Idling (warm up the engine): 34870 kPa (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 67520 kPa
   
5. Running without load (4000 rpm): 80340 kPa
   
6. Driving with the accelerator fully open at 2000 rpm: 121840 kPa
   
7. Driving with the accelerator fully open at 3000 rpm: 159070 kPa
   

1. Fuel press is the actual common rail fuel pressure.
   
2. Inspect by comparing the fuel pressure with the target fuel pressure.
   
3. When in a stable condition such as when idling, the fuel pressure is within +/-5000 kPa of the target fuel pressure.
   
4. The ECM uses fuel pressure for feedback control of the target fuel pressure via the supply pump.
   The injection amount is determined based on the injection timing and fuel pressure.
   Also, the spray pattern is selected based on the fuel pressure.
   
5. For startup, at least 25000 kPa of fuel pressure is needed (take care as there is a response lag when the pressure rises).
   
6. When the fuel pressure is below 25000 kPa, it may cause rough idling.
   
7. When the fuel pressure has decreased by 20000 kPa from the target fuel pressure, there may be a lack of power.
   
8. If the actual fuel pressure is 40000 kPa higher than the target fuel pressure, P1229 will be stored. When it is lower than the target fuel pressure, a lack of power will occur, but a DTC will not be stored.
   
9. When the fuel pressure is higher than 200000 kPa, DTC P0088 will be stored.
   

1. Fuel supply pump assembly
   
2. High pressure pipes
   
3. Fuel pressure sensor
   
4. Injector assembly
   
5. Feed pump (fuel supply pump assembly)
   
6. Fuel filter element sub-assembly
   
7. Pressure limiter
   
8. Air in the fuel pipes
   
9. Lack of fuel
   

1. Ignition switch ON: 0 kPa
   
2. Cranking: 46050 kPa
   
3. Idling (warm up the engine): 33530 kPa (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 69850 kPa
   
5. Driving with the accelerator fully open at 2000 rpm: 119900 kPa
   
6. Driving with the accelerator fully open at 3000 rpm: 153780 kPa
   

1. Suction control valve malfunction
   
2. Clogged fuel filter element sub-assembly
   

1. Ignition switch ON: 0.0 mA
   
2. Cranking: 1174.1 mA
   
3. Running without load (2500 rpm): 1112.6 mA
   
4. Driving with the accelerator fully open at 2000 rpm: 1435.0 mA
   
5. Driving with the accelerator fully open at 3000 rpm: 1568.0 mA
   

1. ECU-calculated value for the suction control valve actuation target current.
   
2. Value is large when a high fuel pressure is desired.
   
3. Normally, the value is between 800 and 2500 mA.
   
4. If the value is stuck at 3000 mA or higher, it indicates that the operation is poor (poor movement due to deposits, etc.).
   
5. When this deviates from the standard value, it indicates that for some reason, even though the pump is running hard, the actual fuel pressure is inconsistent with the target fuel pressure.
   

1. Suction control valve malfunction
   
2. Clogged fuel filter element sub-assembly
   

1. Ignition switch ON: -16.6 mA
   
2. Cranking: -16.6 mA
   
3. Idling (warm up the engine): -18.0 mA (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): -19.6 mA
   
5. Driving with the accelerator fully open at 2000 rpm: 26.8 mA
   
6. Driving with the accelerator fully open at 3000 rpm: 26.8 mA
   

1. When the actual engine speed does not match the target idling speed, this corrects the injection volume.
   Abnormal if 10 mm³/st or more, or -10 mm³/st or less.
   
2. Only calculated and reflected at idle.
   

1. Cranking: 45.1 mm³/st
   
2. Idling (warm up the engine and A/C off): 8.8 mm³/st
   
3. Running without load (2500 rpm): 11.9 mm³/st
   
4. Running without load (4000 rpm): 14.1 mm³/st
   
5. Driving with the accelerator fully open at 2000 rpm: 86.5 mm³/st
   
6. Driving with the accelerator fully open at 3000 rpm: 88.0 mm³/st
   

1. Injection amount for each combustion.
   
2. If injector assemblies are clogged fuel quality is poor, the fuel filter element sub-assembly is clogged, or engine friction increases, "Injection Volume" will increase.
   
3. If there is a malfunction due to low turbocharger pressure or a low intake air volume, the injection volume is limited and there is a lack of power.
   

1. Injector assembly
   
2. Fuel filter element sub-assembly
   
3. Inferior quality fuel
   

1. "Inj Vol Feedback Learning" is calculated by the deviation of injection volume at idle speed when the engine is warmed up.
   
2. When the engine is warmed up and in a stable idling condition, this learning will be performed.
   
3. When poor quality fuel or sustained low-speed driving causes a reduction in injector nozzle hole area (reducing injection volume), the "Inj Vol Feedback Learning" will become an abnormal value (for example, 2.0 mm³/st). At that time, if all of "Injection Feedback Value #1 to #4" are within specifications (for example, less than 2 mm³/st), all cylinders are considered to be malfunctioning. If "Injection Feedback Value #1 to #4" is large at only one cylinder (for example, more than 3 mm³/st), that cylinder may have a malfunction.
   
4. Other than the injector assemblies, fuel filter element sub-assembly pore blockage, poor-quality fuel, compression loss and large engine friction can all cause "Inj Vol Feedback Learning" to be abnormal.
   
5. When the engine is started cold, the idling speed is high and gradually slows down in accordance with the increase in engine coolant temperature. If the changing value of the idling speed is unstable while the engine is warming up, check "Inj. FB Vol. For Idle".
   
6. When combustion noise or driveability is bad, check "Inj Vol Feedback Learning" as part of the injection system deterioration diagnosis.
   
7. Only when the ignition switch is turned off is the learned value updated gradually.
   

1. Suction control valve malfunction
   
2. Clogged fuel filter element sub-assembly
   

1. Ignition switch ON: 0.0 mm³/st
   
2. Cranking: 0.0 mm³/st
   
3. Idling (warm up the engine): 1.4 mm³/st (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 18.9 mm³/st
   
5. Driving with the accelerator fully open at 2000 rpm: 11.2 mm³/st
   
6. Driving with the accelerator fully open at 3000 rpm: -19.5 mm³/st
   

1. When the (actual) fuel pressure is equal to the target fuel pressure, this value becomes 0.
   
2. This indicator can be used for diagnosing supply pump related malfunctions.
   
3. When this value (absolute value) is large, it indicates that the difference between the actual and target fuel pressure is also large.
   A positive value indicates that the pressure feed is being increased due to insufficient pressure. A negative value indicates that pressure is being reduced due to excessive rail pressure.
   When the suction control valve does not close properly, it causes rail overpressure, and this value and the "Pump SCV Learning Value" slip to the negative volume side.
   

1. Injector clogging
   
2. Injector deterioration
   
3. Decrease in cylinder compression
   
4. Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle)
   

1. When idling after warmup, the injection amount for each cylinder is corrected to optimize the difference between the engine speed of each cylinder.
   Example: For cylinders that are slowing the engine speed compared to other cylinders, the injection volume is increased.
   
2. "Injection Feedback Val" more than 3.0 mm³/st: Injector breakdown is causing injection volume deviation, or insufficient compression is causing poor combustion.
   
3. Even if "Injection Feedback Val" for a cylinder is less than -3.0 mm³/st, the cylinder with this value does not necessarily have a problem.
   

   HINT:

   1. The ECM adjusts each cylinder so that the average "Injection Feedback Val" of the 4 cylinders is approximately 0 mm³/st.
      
   2. If more than one cylinder has a positive correction value, a normal cylinder may have a value less than -3.0 mm³/st.
      

1. Injector clogging
   
2. Injector deterioration
   
3. Decrease in cylinder compression
   
4. Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle)
   

1. Injector clogging
   
2. Injector deterioration
   
3. Decrease in cylinder compression
   
4. Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle)
   

1. Injector clogging
   
2. Injector deterioration
   
3. Decrease in cylinder compression
   
4. Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle)
   

1. Cranking: 487 μs
   
2. Idling (warm up the engine): 433 μs
   
3. Running without load (2500 rpm): 308 μs
   
4. Running without load (4000 rpm): 294 μs
   
5. Driving with the accelerator fully open at 2000 rpm: 0 μs
   
6. Driving with the accelerator fully open at 3000 rpm: 286 μs
   

1. Ignition switch ON: 0 μs
   
2. Cranking: 384 μs
   
3. Idling (warm up the engine): 434 μs (2 minutes after starting the vehicle)
   
4. Running without load (2500 rpm): 337 μs
   
5. Driving with the accelerator fully open at 2000 rpm: 288 μs
   
6. Driving with the accelerator fully open at 3000 rpm: 0 μs
   

1. Cranking: 1185 μs
   
2. Idling (warm up the engine): 569 μs (2 minutes after starting the vehicle)
   
3. Running without load (2500 rpm): 491 μs
   
4. Driving with the accelerator fully open at 2000 rpm: 1123 μs
   
5. Driving with the accelerator fully open at 3000 rpm: 1002 μs
   

1. When the fuel pressure becomes 15000 kPa or less, "Main Injection Period" is set to 0.
   
2. When the engine will not start, confirm that injection is performed.
   
3. When P0093, P0627 or P062D is stored, there is an engine stall request. At that time, "Main Injection Period" equals 0.
   

   HINT:

   As the engine stalls 1 minute after the MIL illuminates, freeze frame data cannot be checked.

1. Ignition switch ON: 0.0°CA
   
2. Cranking: -23.0°CA
   
3. Idling (warm up the engine): -16.9°CA
   
4. Running without load (2500 rpm): -40.4°CA
   
5. Driving with the accelerator fully open at 2000 rpm: -53.3°CA
   
6. Driving with the accelerator fully open at 3000 rpm: -53.3°CA
   

1. Ignition switch ON: 0.0°CA
   
2. Cranking: -3.0°CA
   
3. Idling (warm up the engine): -10.6°CA
   
4. Running without load (2500 rpm): -17.9°CA
   
5. Driving with the accelerator fully open at 2000 rpm: -34.8°CA
   
6. Driving with the accelerator fully open at 3000 rpm: -38.8°CA
   

1. Ignition switch ON: 4.6°CA
   
2. Cranking: 0.0°CA
   
3. Idling (warm up the engine): 4.6°CA
   
4. Running without load (2500 rpm): 3.2°CA
   
5. Driving with the accelerator fully open at 2000 rpm: -4.4°CA
   
6. Driving with the accelerator fully open at 3000 rpm: -6.7°CA
   

1. Ignition switch ON: 0.0°CA
   
2. Cranking: 0.0°CA
   
3. Idling (warm up the engine): 0.0°CA
   
4. Running without load (2500 rpm): 0.0°CA
   
5. Driving with the accelerator fully open at 2000 rpm: 0.0°CA
   
6. Driving with the accelerator fully open at 3000 rpm: 0.0°CA
   

1. Ignition switch ON: 0.0%
   
2. Cranking: 0.0%
   
3. Idling (warm up the engine): 57.6%
   
4. Running without load (2500 rpm): 55.6%
   
5. Running without load (4000 rpm): 0.0%
   
6. Driving with the accelerator fully open at 2000 rpm: 0.0%
   
7. Driving with the accelerator fully open at 3000 rpm: 0.0%
   

1. When value is out of range and approaching 0%: mass air flow meter degradation, intake or exhaust system blockage
   
2. When value is out of range and approaching 100%: EGR pipe blockage
   

1. Fully open: 100%.
   
2. Fully closed: 0%.
   
3. Used for comparison to "Actual EGR Valve Pos.".
   

1. EGR valve stuck open: Poor starts (engine does not stop), black smoke, white smoke, lack of power
   
2. EGR valve stuck closed: Increased turbo booster noise
   

1. Fully open: 100%.
   
2. Fully closed: 0%.
   
3. Inspect while comparing to "Target EGR Valve Position".
   
4. Check the valve movement via the Active Test.
   
5. Sometimes malfunctions only occur around a certain temperature, so refer to the engine coolant temperature and outside temperature at the time the malfunction occurred.
   

1. Ignition switch ON: 14.8%
   
2. Cranking: 14.8%
   
3. Idling (warm up the engine): 51.1%
   
4. Running without load (2500 rpm): 43.6%
   
5. Running without load (4000 rpm): 14.8%
   
6. Driving with the accelerator fully open at 2000 rpm: 12.8%
   
7. Driving with the accelerator fully open at 3000 rpm: 12.8%
   

1. EGR lift sensor output is calculated from the EGR position sensor output voltage. Value is 0 to 5 V converted to 0 to 100%.
   
2. Fully open: 33.5 to 35.5%.
   
3. Fully closed: 76.9 to 77.3%.
   

1. OK: It is possible to perform the "Control the EGR Step Position" and "Activate the EGR Valve Close" Active Tests.
   
2. NG: It is not possible to perform the "Control the EGR Step Position" and "Activate the EGR Valve Close" Active Tests..
   

1. This value is the EGR position sensor output voltage.
   
2. When the value is at the upper or lower limit of the normal range, it is possible that a foreign object is lodged in the EGR valve seat area.
   
3. As the lower and upper limits are 0 V and 1 V respectively, if the value becomes stuck at either of these values, there is a malfunction in the lift sensor or the valve position may be misaligned (foreign matter is present, etc.).
   

1. "OK" means the fully closed position learning has completed normally.
   
2. When NG, the learned fully closed position may be outside of the normal range.
   When NG, there may be foreign matter stuck in the valve.
   

HINT:

After disconnecting and reconnecting the battery cable, if the ignition switch has not been turned off once, learning may not be completed.

1. Ignition switch ON: 70 to 90%
   
2. Warmed-up and idling: 10 to 80%
   

1. Ignition switch ON: 69.8%
   
2. Cranking: 66.6%
   
3. Idling (warm up the engine): 29.9%
   
4. Running without load (2500 rpm): 34.1%
   
5. Driving with the accelerator fully open at 2000 rpm: 69.8%
   
6. Driving with the accelerator fully open at 3000 rpm: 69.8%
   

1. Stuck closed: Engine stall, difficult to start, rough idling, lack of power, black smoke, white smoke
   
2. Stuck open: Loud turbocharging sound, bad vibration when engine is stopped
   
3. When the ECM detects a malfunction with the diesel throttle (MIL on), engine power is restricted but city driving is possible.
   

1. Throttle position sensor output voltage is converted using 5 V = 100%.
   
2. When fully closed: 14%.
   
3. When fully open: 70%.
   
4. When the ignition switch is turned from off to ON, the throttle valve fully opens once.
   
5. When the ignition switch is turned from ON to off, the throttle valve fully closes once.
   

1. Throttle valve fully opened: 0%
   
2. Throttle valve fully closed: 100%
   

1. Ignition switch ON: -1%
   
2. Cranking: 5%
   
3. Idling (warm up the engine): 81%
   
4. Running without load (2500 rpm): 63%
   
5. Running without load (4000 rpm): -1%
   
6. Driving with the accelerator fully open at 2000 rpm: 0%
   
7. Driving with the accelerator fully open at 3000 rpm: 0%
   

1. Stuck closed: Engine stall, difficult to start, lack of power, black smoke, rough idle
   
2. Stuck open: Loud turbocharging sound, bad vibration when engine is stopped
   
3. When ECM detects a malfunction of the diesel throttle (MIL on), engine power is restricted so that the vehicle can drive with a maximum speed of 80 to 100 km/h.
   

1. Fully closed: 100%.
   
2. Fully open: 0%.
   

   HINT:

   There is no connection with the accelerator. However, under full load, the throttle is usually fully open (0%).

1. Cranking: 61.1%
   
2. Idling (warm up the engine): 40.0%
   
3. Running without load (2500 rpm): 46.2%
   
4. Driving with the accelerator fully open at 2000 rpm: 61.1%
   
5. Driving with the accelerator fully open at 3000 rpm: 62.3%
   

1. When the ignition switch is turned from ON to off and 5 seconds elapse, learning of "Throttle Close Learning Val." will be complete.
   
2. When "Throttle Close Learning Val." is outside of the normal range, a foreign object may be lodged in the throttle valve.
   
3. If the value is stuck at the upper limit of 21.25 deg, there is a chance that a malfunction is present.
   However, as the initial value for the learned value is 21.25 deg, it is necessary to check the value after learning is completed.
   

1. If the system is functioning properly, learning will be performed when the ignition switch is turned from ON to off.
   
2. NG indicates that a foreign object may be lodged in the throttle valve or actuator components, or a disconnection/short exists in the signal wires.
   

1. Inspect while comparing with "MAP".
   
2. With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 sec. or more, a feeling of a lack of power will occur.
   
3. When the vehicle is driven with the engine speed at 3000 rpm or more and the accelerator pedal fully depressed, "MAP" is approximately equal to "Target Booster Pressure".
   

1. 3: Nearly fully closed (boost pressure and pre-turbine pressure are incredibly high and there is a risk of engine damage).
   
2. 2: Roughly intermediate opening angle (not as bad as "3", but long-term usage is problematic).
   
3. 1: Nearly fully open (will not cause engine damage, but at a low engine speed, turbocharging pressure will not rise and a lack of power will be felt).
   

1. Ignition switch ON: 85%
   
2. Cranking: 75%
   
3. Idling (warm up the engine): 90%
   
4. Running without load (2500 rpm): 89%
   
5. Running without load (4000 rpm): 54%
   
6. Driving with the accelerator fully open at 2000 rpm: 64%
   
7. Driving with the accelerator fully open at 3000 rpm: 40%
   

1. "VN Turbo Command" is a command value.
   
2. 0%: Vanes fully open (contraction of actuation rods)
   
3. 90% or more: Vanes fully closed (extension of actuation rods)
   
4. When this value is large, the turbo works well.
   
5. There is no actual opening angle data to handle the VN turbo command value.
   

1. Ignition switch ON: 85%
   
2. Cranking: 75%
   
3. Idling (warm up the engine): 90%
   
4. Running without load (2500 rpm): 89%
   
5. Running without load (4000 rpm): 54%
   
6. Driving with the accelerator fully open at 2000 rpm: 64%
   
7. Driving with the accelerator fully open at 3000 rpm: 40%
   

HINT:

As this value displays the ideal constant upper limit, no matter what happens, this value should not change.

1. Vane maximum angle expressed in % (Fully open: 100%).
   
2. KD engine is usually 100%.
   

HINT:

As this value displays the ideal constant lower limit, no matter what happens, this value should not change.

1. Vane maximum angle expressed in % (Fully open: 100%).
   
2. KD engine is usually 7%.
   

1. Used to confirm the driving conditions of the previous trip (before the malfunction occurred).
   
2. If the vehicle is frequently driven under light load (always idling, distance driven is often short, etc.), engine startability and idling stability may deteriorate due to an insufficient injection volume caused by an injector clog.