Sfi System (For Hatchback) Data List / Active Test

Sfi System (For Hatchback) -- Data List / Active Test

1. This is the current vehicle speed
   
2. The vehicle speed is detected using the wheel speed sensors (w/ ABS).
   
3. The vehicle speed is detected using the speedometer sensor (w/o ABS).
   
1. Vehicle speed data is delayed when it is displayed. Therefore, even if the vehicle speed listed in the freeze frame data is 0 km/h (0 mph), this does not always mean that the malfunction occurred when the vehicle was stopped.
   

1. Ignition switch ON: 0.0%
   
2. Idling (warm up the engine): 30.9%
   
3. Running without load (3000 rpm): 27.8%
   

1. Ignition switch ON: 0.0%
   
2. Idling (warm up the engine): 18.0%
   
3. Running without load (3000 rpm): 16.0%
   

HINT:

Due to individual engine differences, intake air temperature, etc., the value may exceed 100%.

Intake airflow (g/rev.) = Intake airflow (gm/sec) x 60 / Engine speed (rpm)

(Intake airflow (gm/sec) is MAF)

1. Ignition switch ON: 0.20 gm/sec
   
2. Idling (warm up the engine): 1.90 gm/sec
   
3. Running without load (2500 rpm): 6.28 gm/sec
   
4. Running without load (3000 rpm): 7.23 gm/sec
   

1. This value is calculated from the intake air amount.
   
2. Standard atmospheric pressure: 101 kPa (757 mmHg)
   
3. For every 100 m increase in altitude, pressure drops by 1 kPa. This varies by weather.
   

HINT:

1. After warming up the engine, the engine coolant temperature is 75 to 100°C.
   
2. After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal.
   
3. If the value is -40°C (-40°F) or higher than 135°C (275°F), the sensor circuit may be open or shorted.
   
4. Check if the engine overheats when the value indicates higher than 135°C (275°F).
   

1. After a long soak, the engine coolant temperature, intake air temperature and ambient air temperature are approximately equal.
   
2. If the value is -40°C (-40°F) or higher than 128°C (262°F), the sensor circuit is open or shorted.
   

HINT:

The time is counted only while the engine is running.

1. Ignition switch ON: 12.265 V
   
2. Cranking: 10.507 V
   
3. Idling (warm up the engine): 13.457 V
   

1. Ignition switch ON: 0.0% (accelerator pedal released)
   
2. Ignition switch ON: 100.0% (accelerator pedal fully depressed)
   

1. Ignition switch ON: 15.6% (accelerator pedal released)
   
2. Ignition switch ON: 71.3% (accelerator pedal fully depressed)
   

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.

1. Ignition switch ON: 31.7% (accelerator pedal released)
   
2. Ignition switch ON: 87.8% (accelerator pedal fully depressed)
   

1. Ignition switch ON: 0.781 V (accelerator pedal released)
   
2. Ignition switch ON: 3.515 V (accelerator pedal fully depressed)
   

1. Ignition switch ON: 1.582 V (accelerator pedal released)
   
2. Ignition switch ON: 4.375 V (accelerator pedal fully depressed)
   

1. Ignition switch ON: ON (accelerator pedal released)
   
2. Ignition switch ON: OFF (accelerator pedal depressed)
   

1. 10 to 22%: Throttle fully closed
   
2. 64 to 96%: Throttle fully open
   

1. Ignition switch ON: 18.4% (accelerator pedal released)
   

   HINT:

   The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener.

2. Ignition switch ON: 81.1% (accelerator pedal fully depressed)
   
3. Idling (warm up the engine): 14.9%
   
4. Running without load (3000 rpm): 19.6%
   

HINT:

If there are no throttle position sensor DTCs stored, it is possible to conclude that the throttle position sensor system is normal.

1. 42 to 62%: Throttle fully closed
   
2. 92 to 100%: Throttle fully open
   

1. Ignition switch ON: 50.5% (accelerator pedal released)
   

   HINT:

   The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener.

2. Ignition switch ON: 99.6% (accelerator pedal fully depressed)
   
3. Idling (warm up the engine): 46.2%
   

1. Ignition switch ON: OFF
   

   HINT:

   The throttle valve is not completely closed, but is kept open a certain amount by the throttle valve opener.

2. Idling (warm up the engine): ON
   
3. Running without load (3000 rpm): OFF
   

1. Ignition switch ON: 0.820 V (accelerator pedal released)
   
2. Ignition switch ON: 4.042 V (accelerator pedal fully depressed)
   
3. Idling (warm up the engine): 0.742 V
   

1. 0%: Throttle fully closed
   
2. 50 to 80%: Throttle fully open
   

1. 0.5 to 1.1 V: Throttle fully closed
   
2. 3.2 to 4.8 V: Throttle fully open
   
3. 0.6 to 1.4 V: Fail-safe operating
   

1. Ignition switch ON: 0.917 V (accelerator pedal released)
   
2. Ignition switch ON: 4.042 V (accelerator pedal fully depressed)
   
3. Idling (warm up the engine): 0.742 V
   

1. 2.1 to 3.1 V: Throttle fully closed
   
2. 4.6 to 5.0 V: Throttle fully open
   
3. 2.1 to 3.1 V: Fail-safe operating
   

1. Ignition switch ON: 2.519 V (accelerator pedal released)
   
2. Ignition switch ON: 4.960 V (accelerator pedal fully depressed)
   
3. Idling (warm up the engine): 2.304 V
   

1. Ignition switch ON: 0.0 A (accelerator pedal released)
   
2. Ignition switch ON: 0.7 A (accelerator pedal fully depressed)
   
3. Idling (warm up the engine): 0.8 A
   
4. Running without load (3000 rpm): 0.7 A
   

1. 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.
   
2. This value normally fluctuates around 1 A.
   

1. Ignition switch ON: 0.0% (accelerator pedal released)
   
2. Ignition switch ON: 13.0% (accelerator pedal fully depressed)
   
3. Idling (warm up the engine): 0.0%
   
4. Running without load (3000 rpm): 12.0%
   

1. This is the duty ratio used to drive the throttle actuator and open the throttle valve. It is an ECM command signal.
   
2. When the throttle valve is being opened, Throttle Motor Duty (Open) is 10 to 50%.
   

1. Ignition switch ON: 0.0% (accelerator pedal released)
   
2. Ignition switch ON: 0.0% (accelerator pedal fully depressed)
   
3. Idling (warm up the engine): 14.0%
   
4. Running without load (3000 rpm): 0%
   

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.

1. 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).
   
2. Learning is performed immediately after the ignition switch is turned to ON.
   

HINT:

ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount

HINT:

When the idling speed differs from the target, the feedback amount is adjusted. If the feedback amount becomes more than a certain value, this will be reflected in the ISC learned airflow value.

HINT:

1. If ISC Feedback Value becomes more than a certain value, this will be reflected in ISC Learning Value.
   
2. ISC Flow (total ISC airflow amount) = ISC Learning Value + ISC Feedback Value + each compensation amount
   

1. This parameter indicates whether the engine speed dropped immediately after starting due to poor combustion, etc. This parameter changes to ON when the engine speed drops to below the following speeds 1 to 7 seconds after the engine is started (when the A/C is on, the engine speed thresholds below increase by 100 to 200 rpm).
   
1. 900 rpm (when the engine coolant temperature is 10°C (50°F)
   
1. 850 rpm (when the engine coolant temperature is 30°C (86°F)
   
1. 750 rpm (when the engine coolant temperature is 60°C (140°F)
   Before 5 seconds elapse after starting the engine, this parameter indicates the status of the previous trip.
   After 5 seconds elapse after starting the engine, this parameter indicates the status of the current trip.
   

   HINT:

   The engine is considered to have started when the engine speed reaches 400 rpm. When the engine speed decreases immediately after starting the engine, this parameter changes to ON and remains ON for the rest of the trip.

   ON: The engine speed decreased immediately after starting the engine.

   OFF: The engine speed did not decrease immediately after starting the engine.

2. For use when engine stall, starting problems or rough idle is present.
   

1. The intake air amount and ignition timing are adjusted when there is a large decrease in engine speed (for example, a decrease to 550 rpm or less) in order to prevent engine stall.
   
2. For use when engine stall, starting problems or rough idle is present.
   

1. This value indicates the amount of compensation for a decrease in flow passage area due to the buildup of deposits on the throttle valve.
   
2. Check this value for reference when the engine stalls, is difficult to start, or idles roughly.
   
3. When the ISC learned value is initialized, perform the following procedures in order to quickly relearn the Deposit Loss Flow value. After the Deposit Loss Flow has been relearned, gradual fine adjustments will continue automatically.
   
1. Start the engine cold and allow the engine to idle.
   
2. After the engine is warmed up (engine coolant temperature is above 80°C [176°F]), allow the engine to idle for an additional 5 minutes.
   
3. Turn the ignition switch off and wait for 30 seconds.
   
4. Start the engine again, and allow the engine to idle for 5 minutes.
   

1. Idling (warm up the engine): 2518 μs
   
2. Running without load (3000 rpm): 2336 μs
   

1. Idling (warm up the engine): 0.068 ml
   
2. Running without load (3000 rpm): 0.063 ml
   

1. Idling (warm up the engine): 9.8%
   
2. Running without load (3000 rpm): 30.1%
   

1. This is the command signal from the ECM.
   
2. 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.
   
3. When the engine is cold or immediately after the engine is started, EVAP (Purge) VSV is 0%.
   

1. Idling (warm up the engine): 1.9%
   
2. Running without load (3000 rpm): 2.9%
   

HINT:

1. Usually, the value is approximately +/-1%.
   
2. 1%: The concentration of HC in the purge gas is relatively low.
   
3. 0%: The concentration of HC in the purge gas is approximately equal to the stoichiometric air-fuel ratio.
   
4. Large negative values indicate that the concentration of HC in the purge gas is relatively high.
   

HINT:

1. Except for when the monitor is running, this value should be approximately the same as atmospheric pressure.
   
2. As Vapor Pressure Pump is almost the same as Atmosphere Pressure when the engine is stopped, these items can be used to help determine if the canister pressure sensor characteristics are abnormal, if there is noise, or if the sensor output is stuck at a certain value.
   

1. Idling (warm up the engine): 3.4%
   
2. Running without load (3000 rpm): 20.3%
   

1. Idling (warm up the engine): 0.998 (Performing feedback control at the stoichiometric air-fuel ratio)
   
2. Running without load (3000 rpm): 0.998 (Performing feedback control at the stoichiometric air-fuel ratio)
   

1. 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.
   
2. Target Air-Fuel Ratio and AF Lambda B1S1 are related.
   

1. Value less than 1 (0.000 to 0.999) = Rich
   
2. 1 = Stoichiometric air fuel ratio
   
3. Value more than 1 (1.001 to 1.999) = Lean
   

1. Idling (warm up the engine): 1.001
   
2. Running without load (3000 rpm): 1.003
   

1. AF Lambda B1S1: 0.999
   
2. AFS Voltage B1S1: 3.317 V
   
3. AFS Current B1S1: 0.00 mA
   
4. O2S B1S2: 0.800 V
   

1. AF Lambda B1S1: 1.146
   
2. AFS Voltage B1S1: 3.825 V
   
3. AFS Current B1S1: 0.32 mA
   
4. O2S B1S2: 0.015 V
   

1. AF Lambda B1S1: 0.928
   
2. AFS Voltage B1S1: 2.849 V
   
3. AFS Current B1S1: -0.29 mA
   
4. O2S B1S2: 0.935 V
   

1. Idling (warm up the engine): 3.327 V
   
2. Running without load (3000 rpm): 3.317 V
   

1. 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).
   
2. 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.
   

1. Idling (warm up the engine): 0.00 mA
   
2. Running without load (3000 rpm): 0.01 mA
   

1. 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.
   
2. When the value is outside the range of 0.7 to 2.2 mA when the fuel-cut is being performed, there is a malfunction in the air fuel ratio sensor or sensor circuit.
   

1. Idling (warm up the engine): 0.780 V
   
2. Running without load (3000 rpm): 0.800 V
   

1. Values close to 0 V indicate an air-fuel ratio leaner than the stoichiometric ratio.
   
2. Values close to 1 V indicate an air-fuel ratio richer than the stoichiometric ratio.
   
3. During air-fuel ratio feedback control, the value moves back and forth in the range of 0 to 1 V.
   

1. AF Lambda B1S1: 1.146
   
2. AFS Voltage B1S1: 3.825 V
   
3. AFS Current B1S1: 0.32 mA
   
4. O2S B1S2: 0.015 V
   

1. AF Lambda B1S1: 0.928
   
2. AFS Voltage B1S1: 2.849 V
   
3. AFS Current B1S1: -0.29 mA
   
4. O2S B1S2: 0.935 V
   

HINT:

1. When the value is outside the range of 5 to 15000 ohm, there is a problem in the HO2 sensor or sensor circuit.
   
2. Generally, the value is 50 to 200 ohm.
   

1. Idling (warm up the engine): 0.976 A
   
2. Running without load (3000 rpm): 0.981 A
   

1. Idling (warm up the engine): 0.781%
   
2. Running without load (3000 rpm): 0.782%
   

1. Idling (warm up the engine): -10.157%
   
2. Running without load (3000 rpm): -8.594%
   

1. +15% or more: There may be a lean air-fuel ratio.
   
2. -15 to +15%: The air-fuel ratio can be determined to be normal.
   
3. -15% or less: There may be a rich air-fuel ratio.
   
4. The learned value is cleared when the battery cable is disconnected.
   
5. Air-fuel ratio feedback learning is divided up according to the engine operating range (engine speed * load), and separate value are stored for each operating range. "Long FT #1" indicates the learned value for the current operating range.
   [A/F Learn Value Idle #1], [A/F Learn Value Low #1], [A/F Learn Value Mid1 #1], [A/F Learn Value Mid2 #1] and [A/F Learn Value High #1] indicate the learned values for the different operating ranges. The learned value that is the same as "Long FT #1" indicates the current engine operating range.
   

1. OL (Open Loop): Has not yet satisfied conditions to go to closed loop.
   
2. CL (Closed Loop): Feedback for fuel control.
   
3. OLDrive: Open loop due to driving conditions (fuel enrichment).
   
4. OLFault: Open loop due to a detected system fault.
   
5. CLFault: Closed loop but the air fuel ratio sensor, which is used for fuel control, is malfunctioning.
   

1. Idling (warm up the engine): 5.0 deg.
   
2. Running without load (3000 rpm): 36.0 deg.
   

1. Idling (warm up the engine): -1.5° CA
   
2. Running without load (3000 rpm): -1.5° CA
   

1. -1°CA: There is no knocking and ignition timing is advanced.
   
2. -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.

1. There is a problem with the knock sensor sensitivity.
   
2. The knock sensor is improperly installed.
   
3. There is a problem with a wire harness.
   

1. Idling (warm up the engine): 16.2° CA
   
2. Running without load (3000 rpm): 17.0° CA
   

1. Engine speed
   
2. Calculate Load
   
3. IGN Advance
   
4. Knock Feedback Value
   
5. Knock Correct Learn Value
   

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.).

1. This is the ignition timing advance compensation amount used to stabilize idling (each cylinder has a separate value). When the speed for a certain cylinder drops, the system advances the timing for that particular cylinder in an attempt to restore the speed and stabilize idling.
   
2. It may be possible to use this item to help determine specific cylinders which are not operating normally.
   

1. ON: Throttle fully closed
   
2. OFF: Throttle open
   

HINT:

1. For 4-cylinder engines, the values range from 0 to 400.
   
2. For 6-cylinder engines, the values range from 0 to 600.
   
3. For 8-cylinder engines, the values range from 0 to 800.
   

1. This is the average engine speed recorded when misfiring occurs.
   
2. This value is closer to the actual conditions of the vehicle at the time the 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.
   

1. This is the average engine load recorded when misfiring occurs.
   
2. This value is closer to the actual conditions of the vehicle at the time the 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.

1. When a high frequency of misfires is concentrated in a certain cylinder, this function stops fuel injection for that cylinder.
   
2. For vehicles which support this function, stop this fuel cut using the Active Test and confirm the misfire counts to determine the malfunctioning cylinder.
   

HINT:

Run Dist of Previous Trip in freeze frame data which were present when the startability malfunction occurred (DTC P1604 detected) indicates the distance driven during the previous trip, but in all other cases, such as for the snapshot data of Data List (real-time measurements), or for freeze frame data which were present when the DTCs other than P1604 were detected, the value indicates the distance driven during the current trip.

1. This is the lowest engine speed detected throughout the trip after the engine is started and ISC learning is completed.
   
2. For use when engine stall, starting problems or rough idle is present.
   

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.

1. Engine Speed of Cyl #1: 257 rpm
   
2. Engine Speed of Cyl #2: 257 rpm
   
3. Engine Speed of Cyl #3: 257 rpm
   
4. Engine Speed of Cyl #4: 257 rpm
   

1. The worst value detected during monitoring is displayed.
   
2. The value is reset when DTCs are cleared.
   

1. The worst value detected during monitoring is displayed.
   
2. The value is reset when DTCs are cleared.
   

1. Lock-up ON (After warming up engine): Input turbine speed (NT) equal to engine speed
   
2. Lock-up OFF (Idling at P or N position): Input turbine speed (NT) nearly equal to engine speed
   

1. After stall test:
   Approximately 80°C (176°F)
   
2. Equal to ambient temperature when engine cold
   

1. ON: Lock up operating
   
2. OFF: Lock up not operating