NOTE:
The PCM terminal voltage can vary with the conditions when measuring and changes due to aged deterioration on the vehicle, causing false diagnosis. Therefore determine comprehensively where the malfunction occurs among the input systems, output systems, and the PCM.
|
Terminal |
Signal |
Connected to |
Test condition |
Voltage (V) |
Inspection item |
|
|
1A |
— |
— |
— |
— |
— |
|
|
1B |
Starter relay control |
Starter relay |
Under any condition |
Below 1.0 |
|
|
|
1C |
— |
— |
— |
— |
— |
|
|
1D*2 |
Clutch operation |
CPP switch |
Clutch pedal depressed |
Below 1.0 |
|
|
|
Clutch pedal released |
B+ |
|||||
|
1E |
— |
— |
— |
— |
— |
|
|
1F |
— |
— |
— |
— |
— |
|
|
1G |
— |
— |
— |
— |
— |
|
|
1H |
Fuel pump control |
Fuel pump relay |
Ignition switch is turned to the ON position (Engine off) and a certain period has elapsed |
B+ |
|
|
|
Cranking |
Below 1.0 |
|||||
|
Idle |
Below 1.0 |
|||||
|
1I |
A/C |
A/C relay |
Engine running |
A/C operating |
Below 1.0 |
|
|
A/C not operating |
B+ |
|||||
|
1J |
Refrigerant pressure switch (middle) |
Refrigerant pressure switch (middle) |
Refrigerant pressure is more than the specification. (Refrigerant pressure switch (middle) is on.) |
Below 1.0 |
|
|
|
Refrigerant pressure is less than the specification. (Refrigerant pressure switch (middle) is off.) |
B+ |
|||||
|
1K |
— |
— |
— |
— |
— |
|
|
1L |
— |
— |
— |
— |
— |
|
|
1M |
Cooling fan control |
Cooling fan relay No.1 |
During test mode*3 |
Accelerator pedal released |
B+ |
|
|
Accelerator pedal depressed |
Below 1.0 |
|||||
|
1N |
Cooling fan control |
Cooling fan relay No.2 |
During test mode*3 |
Accelerator pedal released |
B+ |
|
|
Accelerator pedal depressed |
Below 1.0 |
|||||
|
1O |
— |
— |
— |
— |
— |
|
|
1P |
MAF sensor ground |
MAF sensor |
Under any condition |
Below 1.0 |
|
|
|
1Q |
Main relay control |
Main relay |
Ignition switch is turned to the ON position |
Below 1.0 |
|
|
|
Ignition switch off and a certain period has elapsed |
B+ |
|||||
|
1R |
Cooling fan control |
Cooling fan relay No.3 |
During test mode*3 |
Accelerator pedal released |
B+ |
|
|
Accelerator pedal depressed |
Below 1.0 |
|||||
|
1S |
— |
— |
— |
— |
— |
|
|
1T |
— |
— |
— |
— |
— |
|
|
1U |
EVAP system leak detection pump (pump) |
EVAP system leak detection pump |
Ignition switch is turned to the ON position |
B+ |
|
|
|
Idle |
B+ |
|||||
|
1V |
EVAP system leak detection pump (solenoid) |
EVAP system leak detection pump |
Ignition switch is turned to the ON position |
B+ |
|
|
|
Idle |
B+ |
|||||
|
1W |
— |
— |
— |
— |
— |
|
|
1X |
*2Neutral position |
Neutral switch |
Shift lever is at neutral position |
Below 1.0 |
|
|
|
Shift lever is not at neutral position |
B+ |
|||||
|
*1Selector lever position |
TR switch |
Ignition switch is turned to the ON position |
P, N position |
Below 1.0 |
|
|
|
Except above |
B+ |
|||||
|
1Y |
— |
— |
— |
— |
— |
|
|
1Z |
— |
— |
— |
— |
— |
|
|
1AA |
— |
— |
— |
— |
— |
|
|
1AB |
Brake switch No.1 |
Brake switch |
Brake pedal depressed |
B+ |
|
|
|
Brake pedal released |
Below 1.0 |
|||||
|
1AC |
— |
— |
— |
— |
— |
|
|
1AD |
— |
— |
— |
— |
— |
|
|
1AE |
— |
— |
— |
— |
— |
|
|
1AF |
Brake switch No.2 |
Brake switch |
Brake pedal depressed |
B+ |
|
|
|
Brake pedal released |
Below 1.0 |
|||||
|
1AG |
— |
— |
— |
— |
— |
|
|
1AH |
— |
— |
— |
— |
— |
|
|
1AI |
CAN_L |
CAN related module |
Because this terminal is for CAN, no valid determination of terminal voltage is possible |
|
||
|
1AJ |
APP sensor No.2 power supply |
APP sensor |
Ignition switch is turned to the ON position |
Approx. 5.0 |
|
|
|
1AK |
MAF |
MAF sensor |
Ignition switch is turned to the ON position |
Approx. 0.7 |
|
|
|
Idle |
Approx. 1.4 |
|||||
|
1AL |
APP sensor No.1 power supply |
APP sensor |
Ignition switch is turned to the ON position. |
Approx. 5.0 |
|
|
|
1AM |
CAN_H |
CAN related module |
Because this terminal is for CAN, no valid determination of terminal voltage is possible |
|
||
|
1AN |
— |
— |
— |
— |
— |
|
|
1AO |
APP sensor No.1 |
APP sensor |
Ignition switch is turned to the ON position |
Accelerator pedal depressed |
Approx. 3.9 |
|
|
Accelerator pedal released |
Approx. 1.6 |
|||||
|
1AP |
APP sensor No.2 |
APP sensor |
Ignition switch is turned to the ON position |
Accelerator pedal depressed |
Approx. 3.4 |
|
|
Accelerator pedal released |
Approx. 1.0 |
|||||
|
1AQ |
Cruise control switch |
Cruise control switch |
Ignition switch is turned to the ON position |
ON OFF switch pressed in |
Approx. 0 |
|
|
CANCEL switch pressed in |
Approx. 1.1 |
|||||
|
SET/– switch pressed in |
Approx. 3.1 |
|||||
|
RES/+ switch pressed in |
Approx. 4.2 |
|||||
|
Except above |
Approx. 5.0 |
|||||
|
1AR |
Sensor ground |
MAF/IAT sensor |
Under any condition |
Below 1.0 |
|
|
|
1AS |
APP sensor No.1 ground |
APP sensor |
Under any condition |
Below 1.0 |
|
|
|
1AT |
IAT |
MAF/IAT sensor |
Ignition switch is turned to the ON position |
IAT is 20 °C {68 °F} |
Approx. 2.4 |
|
|
IAT is 60°C {140 °F} |
Approx. 0.9 |
|||||
|
1AU |
Refrigerant pressure switch (high, low) |
Refrigerant pressure switch (high, low) |
Ignition switch is turned to the ON position |
A/C operating |
Below 1.0 |
|
|
A/C not operating |
B+ |
|||||
|
1AV |
APP sensor No.2 ground |
APP sensor |
Under any condition |
Below 1.0 |
|
|
|
1AW |
B+ |
Main relay |
Ignition switch off |
Below 1.0 |
|
|
|
Ignition switch is turned to the ON position |
B+ |
|||||
|
1AX |
Drive-by-wire relay control |
Drive-by-wire relay |
Under any condition |
Below 1.0 |
|
|
|
1AY |
Ignition switch on |
Ignition switch |
Ignition switch off |
Below 1.0 |
|
|
|
Ignition switch is turned to the ON position |
B+ |
|||||
|
1AZ |
Ground |
Ground |
Under any condition |
Below 1.0 |
|
|
|
1BA |
Back-up power supply |
Battery (positive terminal) |
Under any condition |
B+ |
|
|
|
1BB |
Ground |
Ground |
Under any condition |
Below 1.0 |
|
|
|
1BC |
— |
— |
— |
— |
— |
|
|
1BD |
Ground |
Ground |
Under any condition |
Below 1.0 |
|
|
|
1BE |
B+ |
Main relay |
Ignition switch off |
Below 1.0 |
|
|
|
Ignition switch is turned to the ON position |
B+ |
|||||
|
1BF |
Drive-by-wire relay control |
Drive-by-wire relay |
Ignition switch is turned to the ON position |
Drive-by-wire system is malfunction |
Below 1.0 |
|
|
Drive-by-wire system is normal |
B+ |
|||||
|
1BG |
— |
— |
— |
— |
— |
|
|
1BH |
Ground |
Ground |
Under any condition |
Below 1.0 |
|
|
|
2A |
Throttle control (+) |
Throttle body (Throttle valve actuator) |
|
|
||
|
2B |
Throttle control (–) |
Throttle body (Throttle valve actuator) |
|
|
||
|
2C |
Purge control |
Purge solenoid valve |
|
|
||
|
2D |
— |
— |
— |
— |
— |
|
|
2E |
OCV control |
OCV |
|
|
||
|
2F |
— |
— |
— |
— |
— |
|
|
2G |
EGR valve #2 coil control |
EGR valve (terminal A) |
Idle (EGR control not operating) |
B+ |
|
|
|
2H |
EGR valve #4 coil control |
EGR valve (terminal F) |
Idle (EGR control not operating) |
B+ |
|
|
|
2I1 |
Variable tumble control |
Variable tumble solenoid valve |
ECT 63 °C {145 °F} or more or engine speed 3,750 rpm or more |
B+ |
|
|
|
ECT less than 63 °C {145 °F} and engine speed less than 3,750 rpm |
Below 1.0 |
|||||
|
2J |
Variable intake air control |
Variable intake air solenoid valve |
Ignition switch is turned to the ON position |
Below 1.0 |
|
|
|
Engine speed: less than 4,750 rpm |
Below 1.0 |
|||||
|
Engine speed: 4,750 rpm or more |
B+ |
|||||
|
2K |
EGR valve #1 coil control |
EGR valve (terminal E) |
Idle (EGR control not operating) |
Below 1.0 |
|
|
|
2L |
EGR valve #3 coil control |
EGR valve (terminal B) |
Idle (EGR control not operating) |
B+ |
|
|
|
2M |
— |
— |
— |
— |
— |
|
|
2N |
— |
— |
— |
— |
— |
|
|
2O*4 |
Vehicle speed |
VSS |
|
|
||
|
2P |
CMP sensor ground |
CMP sensor |
Under any condition |
Below 1.0 |
|
|
|
2Q |
Rear HO2S |
Rear HO2S |
Idle after warm-up |
Alternates between 0 and 1.0 |
|
|
|
2R |
— |
— |
— |
— |
— |
|
|
2S |
CMP |
CMP sensor |
|
|
||
|
2T |
Power steering pressure |
PSP switch |
Idle |
Steering wheel at straight ahead position |
B+ |
|
|
While turning steering wheel |
Below 1.0 |
|||||
|
2U |
Knocking (+) |
KS |
Ignition switch ON (Use digital type voltmeter, because measurement voltage will be detected less than true voltage when using analog type voltmeter) |
Approx. 4.3 |
|
|
|
2V |
Knocking (–) |
KS |
Ignition switch ON (Use digital type voltmeter, because measurement voltage will be detected less than true voltage when using analog type voltmeter) |
Below 1.0 |
|
|
|
2W |
CKP |
CKP sensor |
|
|
||
|
2X |
Ground |
Shield wire |
Under any condition |
Below 1.0 |
|
|
|
2Y |
— |
— |
— |
— |
— |
|
|
2Z |
Front HO2S |
Front HO2S |
Idle after warm-up |
Approx. 2.4 |
|
|
|
2AA |
— |
— |
— |
— |
— |
|
|
2AB |
CKP sensor ground |
CKP sensor |
Under any condition |
Below 1.0 |
|
|
|
2AC |
— |
— |
— |
— |
— |
|
|
2AD |
Front HO2S |
Front HO2S |
Idle after warm-up |
Approx. 2.8 |
|
|
|
2AE*1 |
Variable tumble shutter valve monitor |
Variable tumble shutter valve switch |
variable tumble shutter valve close |
Below 1.0 |
|
|
|
variable tumble shutter valve open |
B+ |
|||||
|
2AF |
— |
— |
— |
— |
— |
|
|
2AG |
Manifold absolute pressure |
MAP sensor |
Ignition switch is turned to the ON position (at sea level) |
Approx. 4.1 |
|
|
|
Idle |
Approx. 1.2 |
|||||
|
2AH |
ECT |
ECT sensor |
Ignition switch is turned to the ON position |
ECT is 20 °C {68 °F} |
Approx. 3.0 |
|
|
ECT is 80 °C {176 °F} |
Approx. 0.9 |
|||||
|
2AI |
Generator field coil control |
Generator (terminal D) |
|
|
||
|
2AJ |
Generator output voltage |
Generator (terminal P) |
|
|
||
|
2AK |
Throttle valve opening angle No. 1 |
Throttle body (TP sensor) |
Ignition switch is turned to the ON position |
Accelerator pedal depressed |
Approx. 4.5 |
|
|
Accelerator pedal released |
Approx. 0.5 |
|||||
|
2AL |
Throttle valve opening angle No. 2 |
Throttle body (TP sensor) |
Ignition switch is turned to the ON position |
Accelerator pedal depressed |
Approx. 0.5 |
|
|
Accelerator pedal released |
Approx. 4.5 |
|||||
|
2AM |
Constant voltage |
CMP sensor |
Ignition switch is turned to the ON position |
B+ |
|
|
|
2AN |
— |
— |
— |
— |
— |
|
|
2AO |
Constant voltage (Vref) |
Throttle body (TP sensor) |
Ignition switch is turned to the ON position |
Approx. 5.0 |
|
|
|
2AP |
Sensor ground |
Throttle body (TP sensor) |
Under any condition |
Below 1.0 |
|
|
|
2AQ |
Constant voltage |
CKP sensor |
Ignition switch is turned to the ON position |
B+ |
|
|
|
2AR |
— |
— |
— |
— |
— |
|
|
2AS |
— |
— |
— |
— |
— |
|
|
2AT |
IGT4 |
Ignition coil (No.4 cylinders) |
|
|
||
|
2AU |
Constant voltage (Vref) |
MAP sensor |
Ignition switch is turned to the ON position |
Approx. 5.0 |
|
|
|
2AV |
MAP sensor ground |
MAP sensor |
Under any condition |
Below 1.0 |
|
|
|
2AW |
IGT2 |
Ignition coil (No.2 cylinders) |
|
|
||
|
2AX |
IGT3 |
Ignition coil (No.3 cylinders) |
|
|
||
|
2AY |
ECT sensor ground |
ECT sensor |
Under any condition |
Below 1.0 |
|
|
|
2AZ |
Fuel injection (#4) |
Fuel injector No.4 |
|
|
||
|
2BA |
IGT1 |
Ignition coil (No.1 cylinders) |
|
|
||
|
2BB |
Fuel injection (#1) |
Fuel injector No.1 |
|
|
||
|
2BC |
Fuel injection (#2) |
Fuel injector No.2 |
|
|
||
|
2BD |
Fuel injection (#3) |
Fuel injector No.3 |
|
|
||
|
2BE |
Rear HO2S heater control |
Rear HO2S heater |
Heavy load (Heater control not operating) |
B+ |
|
|
|
2BF |
— |
— |
— |
— |
— |
|
|
2BG |
Front HO2S heater control |
Front HO2S heater |
|
|
||
|
2BH |
Rear HO2S ground |
Rear HO2S |
Under any condition |
Below 1.0 |
|
|
PCM terminals
2A (+)—Negative battery terminal (–)
Oscilloscope setting
5 V/DIV (Y), 1 ms/DIV (X), DC range
Vehicle condition
Idle (Accelerator pedal released)
PCM terminals
2B (+)—Negative battery terminal (–)
Oscilloscope setting
5 V/DIV (Y), 1 ms/DIV (X), DC range
Vehicle condition
Idle (Accelerator pedal released)
PCM terminals
2C (+)—Negative battery terminal (–)
Oscilloscope setting
2 V/DIV (Y), 0.1 s/DIV (X), DC range
Vehicle condition
Idle after warm-up
PCM terminals
2E (+)—Negative battery terminal (–)
Oscilloscope setting
2.5 V/DIV (Y), 1 ms/DIV (X), DC range
Vehicle condition
Idle after warm-up
PCM terminals
2O (+)—Negative battery terminal (–)
Oscilloscope setting
1 V/DIV (Y), 10 ms/DIV (X), DC range
Vehicle condition
Vehicle speed is 10 km/h {6.2 mph}
PCM terminals
2S (+)—Negative battery terminal (–)
Oscilloscope setting
2 V/DIV (Y), 50 ms/DIV (X), DC range
Vehicle condition
Idle after warm-up
PCM terminals
2W (+)—Negative battery terminal (–)
Oscilloscope setting
2 V/DIV (Y), 10 ms/DIV (X), DC range
Vehicle condition
Idle after warm-up
PCM terminals
2AI (+)—Negative battery terminal (–)
Oscilloscope setting
0.5 V/DIV (Y), 1 ms/DIV (X), DC range
Vehicle condition
Idle after warm-up
PCM terminals
2AJ (+)—Negative battery terminal (–)
Oscilloscope setting
2 V/DIV (Y), 1 ms/DIV (X), DC range
Vehicle condition
Idle after warm-up
PCM terminals
IGT1 (No.1): 2BA (+)—Negative battery terminal (–)
IGT2 (No.2): 2AW (+)—Negative battery terminal (–)
IGT3 (No.3): 2AX (+)—Negative battery terminal (–)
IGT4 (No.4): 2AT (+)—Negative battery terminal (–)
Oscilloscope setting
2 V/DIV (Y), 50 ms/DIV (X), DC range
Vehicle condition
Idle after warm-up
PCM terminals
Fuel Injection No.1: 2BB (+)—Negative battery terminal (–)
Fuel Injection No.2: 2BC (+)—Negative battery terminal (–)
Fuel Injection No.3: 2BD (+)—Negative battery terminal (–)
Fuel Injection No.4: 2AZ (+)—Negative battery terminal (–)
Oscilloscope setting
10 V/DIV (Y), 10 ms/DIV (X), DC range
Vehicle condition
Idle after warm-up
PCM terminals
2BG (+)—Negative battery terminal (–)
Oscilloscope setting
5 V/DIV (Y), 50 ms/DIV (X), DC range
Vehicle condition
Idle after warm-up (no load)
NOTE:
PIDs for the following parts are not available on this model. Go to the appropriate part inspection page.
CMP sensor
Main relay
1. Connect the SST (M-MDS) to the DLC-2.
2. Turn the ignition switch to ON position.
3. Measure the PID value.PID/DATA monitor table (reference)
If PID value is not within the specification, follow the instructions in “Inspection item (s)” column.
NOTE:
The PID/DATA MONITOR function monitors the calculated value of the input/output signals in the PCM. Therefore, an output device malfunction is not directly indicated as a malfunction of the monitored value for the output device. If a monitored value of an output device is out of specification, inspect the monitored value of the input device related to the output control.
For input/output signals except those of the monitoring items, use a voltmeter to measure the PCM terminal voltage.
The simulation items that are used in the ENGINE CONTROL SYSTEM OPERATION INSPECTION are as follows.
ACCS, ALTF, ARPMDES, EVAPCP, FAN1, FAN2, FAN3, FP, FUELPW1, GENVDSD, HTR11, HTR12, IMTV, INJ_1, INJ_2, INJ_3, INJ_4, SEGRP, test, VT DUTY1 Wt
|
Item (definition) |
Unit/Condition |
Condition/Specification (Reference) |
Inspection item(s) |
PCM terminal |
|||
|
AAT (Ambient air temperature) |
°C |
°F |
|
|
— |
||
|
AC_REQ (Refrigerant pressure switch (high, low) |
On/Off |
|
|
1AU |
|||
|
ACCS (A/C relay) |
On/Off |
|
|
1I |
|||
|
AFR (Air/fuel ratio) |
— |
|
|
2AD |
|||
|
AFR_ACT (Actual air/fuel ratio) |
— |
|
|
— |
|||
|
ALTF (Generator field coil control duty value) |
% |
|
|
2AI |
|||
|
ALTT V (Generator output voltage) |
V |
|
|
2AJ |
|||
|
APP (Accelerator pedal position) |
% |
|
|
1AO, 1AP |
|||
|
APP1 (APP sensor No.1) |
% |
|
|
1AO |
|||
|
V |
|
||||||
|
APP2 (APP sensor No.2) |
% |
|
|
1AP |
|||
|
V |
|
||||||
|
ARPMDES (Target engine speed) |
RPM |
|
|
— |
|||
|
BARO (Barometric pressure) |
Pa |
Bar |
psi |
|
— |
— |
|
|
V |
|
||||||
|
BOO (Brake switch) |
On/Off |
|
|
1AB, 1AF |
|||
|
BPA (Brake pressure applied switch) |
On/Off |
|
|
— |
|||
|
CATT11_DSD (Catalyst temperature) |
°C |
°F |
|
— |
— |
||
|
CHRGLP (Generator warning light) |
On/Off |
|
|
— |
|||
|
COLP (Refrigerant pressure switch (middle)) |
ON/OFF |
|
|
1J |
|||
|
CPP*1 (Clutch pedal position) |
On/Off |
|
|
1D |
|||
|
CPP/PNP*1 (Shift lever position) |
Drive/Neutral |
|
|
1X |
|||
|
DTCCNT (Number of DTC detected) |
— |
|
— |
— |
|||
|
ECT (Engine coolant temperature) |
°C |
°F |
|
|
2AH |
||
|
V |
|
||||||
|
EQ_RAT11 (Actual lambda signal) |
— |
|
|
— |
|||
|
EQ_RAT11_DSD (Target lambda) |
— |
|
|
— |
|||
|
ETC_ACT (Throttle control) |
° |
|
|
— |
|||
|
ETC_DSD (Throttle control desired) |
% |
|
|
— |
|||
|
° |
|
||||||
|
EVAPCP (Purge solenoid valve duty value) |
% |
|
|
2C |
|||
|
FAN1 (Cooling fan relay No.1 control signal) |
On/Off |
|
|
1M |
|||
|
FAN2 (Cooling fan relay No.2 control signal) |
On/Off |
|
|
1N |
|||
|
FAN3 (Cooling fan relay No.3 control signal) |
On/Off |
|
|
1R |
|||
|
FLI (Fuel level) |
% |
|
— |
— |
|||
|
FP (Fuel pump relay) |
On/Off |
|
|
1H |
|||
|
FUELPW (Fuel injector duration) |
sec |
|
|
2BB, 2BC, 2BD, 2AZ |
|||
|
FUELSYS (Fuel system status) |
OL/CL/ OL–Drive/ OL–Fault/ CL–Fault |
|
|
— |
|||
|
GENVDSD (Target generator voltage) |
V |
|
|
— |
|||
|
HTR11 (Front HO2S heater control) |
On/Off |
|
|
2BG |
|||
|
HTR12 (Rear HO2S heater control) |
On/Off |
|
|
2BE |
|||
|
IAT (Intake air temperature) |
°C |
°F |
|
|
1AT |
||
|
V |
|
||||||
|
IMRC*6 (Variable tumble solenoid valve) |
On/Off |
ECT 63 °C {145 °F} or more or engine speed 3,750 rpm or more: On Others: Off |
|
2I |
|||
|
IMTV (Variable intake air control) |
On/Off |
|
|
2J |
|||
|
INGEAR (Gears are engaged) |
On/Off |
|
|
1D,1X |
|||
|
|
— |
|||||
|
IVS (CTP condition) |
Idle/Off Idle |
|
|
— |
|||
|
KNOCKR (Knocking retard) |
° |
|
|
2U |
|||
|
LDP_EVAPCP (EVAP system leak detection pump detect incorrect purge flow) |
A |
|
— |
— |
|||
|
LDP_IDL (EVAP system leak detection pump idle current) |
A |
|
— |
— |
|||
|
LDP_MON (EVAP system leak detection pump monitoring current) |
A |
|
— |
— |
|||
|
LDP_REF (EVAP system leak detection pump reference current) |
A |
|
— |
— |
|||
|
LDP_SLDV (EVAP system small leak detection value) |
A |
|
— |
— |
|||
|
LDP_VSL_FV*2 (EVAP system very small leak detection fail value) |
mA/sec |
|
— |
— |
|||
|
LDP_VSL_SV*2 (EVAP system very small leak detection safe value) |
mA/sec |
|
— |
— |
|||
|
LDP_VSLDV*2 (EVAP system very small leak detection value) |
mA/sec |
|
— |
— |
|||
|
LOAD (Engine load) |
% |
|
|
— |
|||
|
LONGFT1 (Long term fuel trim) |
% |
|
|
— |
|||
|
MAF (Mass air flow) |
g/sec |
|
|
1AK |
|||
|
V |
|
||||||
|
MAP (Manifold absolute pressure) |
Pa |
psi |
Bar |
|
|
2AG |
|
|
V |
|
||||||
|
MIL (Malfunction indicator lamp) |
On/Off |
|
|
— |
|||
|
MIL_DIS (Travelled distance since MIL illuminated) |
km |
mile |
Travelled distance since MIL illuminated |
— |
|||
|
O2S11 (Front HO2S) |
A |
|
|
2AD |
|||
|
O2S12 (Rear HO2S) |
V |
|
|
2Q |
|||
|
PSP (PSP switch) |
Low/High |
|
|
2T |
|||
|
RFCFLAG (PCM adaptive memory produce verification) |
Learnt/ Not Learnt |
|
|
— |
|||
|
RO2FT1 (Rear HO2S fuel trim) |
— |
|
|
— |
|||
|
RPM (Engine speed) |
RPM |
|
|
2W |
|||
|
SCCS (Cruise control switch) |
V |
|
|
1AQ |
|||
|
SEGRP (EGR control) |
— |
|
|
2K, 2G, 2L, 2H |
|||
|
SEGRP DSD (EGR valve position desired) |
% |
|
|
— |
|||
|
SHRTFT1 (Short term fuel trim (front)) |
% |
|
|
— |
|||
|
SHRTFT12 (Short term fuel trim (rear)) |
% |
|
|
— |
|||
|
SPARKADV (Ignition timing) |
° |
|
|
2S |
|||
|
test (Test mode) |
On/Off |
|
— |
— |
|||
|
TH_M |
— |
Indicates heat radiation ratio (heat radiation when thermostat is malfunctioning/heat radiation when thermostat is normal) when thermostat monitoring is finished |
|
— |
|||
|
°C |
°F |
Indicates engine coolant temperature when thermostat monitoring is finished |
|||||
|
TH_M_MAX |
— |
Indicates upper limit of heat radiation ratio (heat radiation when thermostat is malfunctioning/heat radiation when thermostat is normal) for thermostat monitoring execution |
|
— |
|||
|
°C |
°F |
Indicates upper limit of engine coolant temperature for thermostat monitoring execution |
|||||
|
TH_M_MIN |
— |
Indicates lower limit of heat radiation ratio (heat radiation when thermostat is malfunctioning/heat radiation when thermostat is normal) for thermostat monitoring execution |
|
— |
|||
|
°C |
°F |
Indicates lower limit of engine coolant temperature for thermostat monitoring execution |
|||||
|
TIRESIZE (Tire revolution per mile) |
rev/mile |
|
— |
||||
|
TP REL (Throttle position signal (relative value)) |
% |
|
|
— |
|||
|
TP1 (TP sensor No.1) |
% |
|
|
2AK |
|||
|
V |
|
||||||
|
TP2 (TP sensor No.2) |
% |
|
|
2AL |
|||
|
V |
|
||||||
|
TPCT (TP sensor voltage at CTP) |
V |
|
|
— |
|||
|
VPWR (Battery positive voltage) |
V |
|
|
1BA |
|||
|
VSS (Vehicle speed) |
KPH |
mph |
|
|
2O*4 |
||
|
1AM*3, 5, 1AI*3, 5 |
|||||||
|
VT ACT1 (Actual valve timing) |
° |
|
|
2E |
|||
|
VT DIFF1 (Difference between target valve timing and actual valve timing) |
° |
|
|
— |
|||
|
VT DUTY1 (OCV control) |
% |
|
|
2E |
|||
|
VTC*6 (Variable tumble shutter valve control) |
On/Off |
Indicates the condition of the variable tumble shutter valve switch |
|
2AE |
|||