EXERCICES

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ENGINE CONTROL EFI SYSTEM (2AR-FE) DATA LIST/ACTIVE TEST
DATA LIST
HINT:
Using the GTS to read the Data List allows the values or states of switches, sensors, actuators and other items to be read
without removing any parts. Reading the Data List information in troubleshooting is one way to save diagnostic time.
a. Connect the GTS to the DLC3.
b. Start the engine.
c. Turn the GTS on.
d. Warm up the engine.
e. Turn the air conditioning switch off.
f. Enter the following menus: Powertrain / Engine and ECT / Data List
g. Select any group on the group selection screen.

HINT:
The following groups are examples.
- User Data
- Primary
- All Data
- Engine Control
- Ptrl General
- Ptrl AF Control
- Ptrl AF Control (D4)
- Ptrl AF O2 Sensor
- Ptrl Throttle
- Ptrl Intake Control
- Ptrl Valve Control
- Ptrl Misfire
- Ptrl Starting
- Ptrl Rough Idle
- Ptrl 2nd Air
- Ptrl CAT Converter
- Check Mode
- Monitor Status
- Ignition
- Charging Control
- Compression
- AT
h. Read the Data List.
NOTICE:
The standard values and actual measurement values listed in the table below are for reference only. Do not depend solely
on these reference values when deciding whether a part is faulty or not.
VEHICLE DRIVING DATA 1 (ALL DATA)
Powertrain > Engine and ECT > Data List

(Reference)
GTS Measurement Actual
Range Normal Condition Note
Display Item Measurement
Value
Vehicle Vehicle speed 0 to 255 Actual vehicle - · This is the actual vehicle
Speed km/h speed speed.
·
http://w2k-g01.kitora.toyota.co.jp/auth/KG01221/jmodel/jp/N00143/manual/repair/contents/RM10000... 08/10/2021
(Reference)
Value
The vehicle speed is detected
using the wheel speed
sensors.
· "Vehicle Speed" data is
delayed when it is
displayed.
Therefore, even if the
vehicle speed listed in the
freeze frame data is "0
km/h", this does not
always mean that the
malfunction occurred
when the vehicle was
stopped.
700 to 800 rpm:

Idling (after
0 to After warm-up, When the engine speed is 0 rpm, the
Engine warm-up, air
Engine speed 16383 during idling, shift crankshaft position sensor circuit
Speed conditioning off):
rpm position in N, air may be malfunctioning.
750 rpm
conditioning off
· Engine
switch on · This is calculated based on
(IG): the intake manifold pressure.
0.0% · Calculate Load = Estimated
· Idling intake manifold pressure /
10 to 30%: (after Maximum intake manifold
Size of load After warm-up, warm- pressure x 100%
Calculate 0 to
calculated by during idling, shift up): (For example, when the
Load 100%
ECM position in N, air 13.0% estimated intake manifold
conditioning off · Engine pressure is the same as the
speed maximum intake manifold
3000 pressure, Calculate Load is
rpm: 100%)
13.0%
· This is the engine intake air

charging efficiency.
· Vehicle Load = Current mass
air flow rate (gm/sec) /
Maximum mass air flow rate
x 100%
· Engine Maximum mass air flow
switch on rate = Displacement (L) /
(IG): 2 x 1.2 (g/rev.)
0.0% HINT:
· Idling Due to individual engine
(after differences and low
Vehicle 0 to warm- intake air temperature,
Vehicle load - up):
Load 25700% the value may exceed
14.5% 100%.
· Engine Mass air flow rate per
speed engine revolution
3000 (g/rev.) = MAF
rpm: (gm/sec) x 60 / Engine
15.2% speed (rpm)
(MAF (gm/sec): Intake
air amount from the
mass air flow meter
sub-assembly)
MAF Air flow rate 0 to · 1.0 to 3.0 · Engine This is the value measured by the
from mass air 655.35 gm/sec: switch on mass air flow meter sub-assembly.
flow meter gm/sec After warm- (IG):
up, during 0.37
idling, shift gm/sec
position in ·
(Reference)
Value
N, air Idling
conditioning (after
off warm-
· 8.0 to 22.0 up): 2.70
gm/sec: gm/sec
After warm- · Engine
up, engine speed
speed at 2500 rpm
3000 rpm (vehicle
(vehicle stopped):
stopped), 8.85
shift gm/sec
position in · Engine
N, air speed
conditioning 3000 rpm
off (vehicle
stopped):
11.45
gm/sec
· This is calculated based on

the MAF.
· Standard atmospheric
Equivalent to the pressure: 101 kPa (758
0 to 255
actual atmospheric Idling (after mmHg)
Atmosphere Atmospheric kPa
pressure: warm-up): 99 · For every 100 m increase in
Pressure pressure (1913
Engine switch on kPa (743 mmHg) altitude, the pressure drops
mmHg)
(IG) by approximately 1 kPa (7.5
mmHg). (Differs depending
on weather conditions)
This is the engine coolant

temperature.
HINT:
· The engine coolant
temperature after warm-up
is 75 to 100°C
· After the engine is stopped
and the vehicle is left as is
for a long time, the engine
Coolant Engine coolant -40 to 75 to 100°C: coolant temperature, intake
-
Temp temperature 140°C After warm-up air temperature and
ambient temperature are
approximately equal.
· If the engine coolant
temperature is displayed as
-40°C or 140°C, there may
be an open or short in the
sensor circuit.
This is the intake air temperature.

HINT:
· After the engine is stopped
and the vehicle is left as is
Equivalent to for a long time, the engine
ambient coolant temperature, intake
temperature at air temperature and
Intake air -40 to location of mass air ambient temperature are
Intake Air -
temperature 140°C flow meter sub- approximately equal.
assembly: · If the intake air
Engine switch on temperature displays -40°C
(IG) or 140°C, there may be an
open or short in the sensor
circuit.
Engine Run Time elapsed 0 to Time elapsed after - This is the time elapsed since the
Time after engine 65535 s engine start engine started.
start (engine
(Reference)
Value
switch on (IG) HINT:
to off) The time is counted only while the
engine is running.
Engine coolant
Initial
temperature This is the engine coolant
Engine -40 to
when engine - - temperature when the engine switch
Coolant 119.3°C
switch is is turned on (IG).
Temp
turned on (IG)
Intake air
Initial temperature This is the intake air temperature
-40 to
Intake Air when engine - - when the engine switch is turned on
119.3°C
Temp switch is (IG).
turned on (IG)
· Engine
switch on
(IG):
12.617 V
0 to · Cranking:
Battery Battery 11 to 14 V: 10.488 V If the value is 11 V or less, other
65.535
Voltage voltage During idling · Idling systems may be affected.
V
(after
warm-
up):
14.062 V
Battery 0 to
Battery sensor
Sensor 79.998 - -
voltage
Voltage V
Glow With or
Unsupp
Indicator without glow Unsupp - -
or Supp
Supported indicator
Glow Glow indicator OFF or
OFF - -
Indicator status ON
THROTTLE CONTROL 1 (PTRL THROTTLE)

(Reference)
GTS Measurement Normal Actual
Range Note
Display Item Condition Measurement
Value
· Accelerator
pedal fully
released: Accelerator pedal position sensor fully
Accelerator 0.0%
Accelerator 0 to Actual accelerator closed learned value (sensor output):
pedal position · Accelerator
Position 399.9% position 0%, accelerator pedal position sensor
sensor position pedal fully fully opened learned value: 100%.
depressed:
100.0%
· 10 to
22%: · Accelerator Accel Sens. No.1 Volt % is converted
Accelerator pedal fully using 5 V = 100%.
No. 1 pedal fully released: HINT:
Accel released 16.0%
accelerator 0 to If DTCs related to the accelerator
Sens. No.1 · 52 to · Accelerator sensor are not input, it is
pedal position 100%
Volt % 90%: pedal fully
sensor position determined that the system is
Accelerator depressed: normal.
pedal fully 75.2%
depressed
Accel No. 2 0 to · 24 to · Accelerator Accel Sens. No.2 Volt % is converted

Sens. No.2 accelerator 100% 40%: pedal fully using 5 V = 100%.
Volt %
(Reference)
Range Note
Value
pedal position Accelerator released:
sensor position pedal fully 32.1%
released · Accelerator
· 68 to pedal fully
95%: depressed:
Accelerator 91.3%
pedal fully
depressed
THROTTLE CONTROL 2 (ALL DATA)

(Reference)
Range Note
Value
· 0.5 to 1.1
V: · Accelerator
Accelerator pedal fully
No. 1 pedal fully released:
Accel
accelerator released 0.800 V
Sensor 0 to This is the No. 1 accelerator pedal
pedal position · 2.6 to 4.5 · Accelerator position sensor output voltage.
Out 4.98 V
sensor output V: pedal fully
No.1
voltage Accelerator depressed:
pedal fully 3.652 V
depressed
· 1.2 to 2.0
V: · Accelerator
No. 2 pedal fully released:
Accel
accelerator released 1.601 V
Sensor 0 to This is the No. 2 accelerator pedal
pedal position · 3.4 to 4.75 · Accelerator position sensor output voltage.
Out 4.98 V
sensor output V: pedal fully
No.2
voltage Accelerator depressed:
pedal fully 4.453 V
depressed
THROTTLE CONTROL 3 (PTRL THROTTLE)

(Reference)
Range Note
Value
· Accelerator
pedal fully
released:
ON
Accelerator · Accelerator
ON:
Accelerator pedal position OFF or pedal When ON is displayed, the
Accelerator pedal
Idle Position sensor ON other than accelerator pedal is fully released.
fully released
condition fully
released
condition:
OFF
Throttle Throttle valve 0 to · 10 to · Engine Throttle Sensor Volt % is converted

Sensor Volt position 100% 22%: switch on using 5 V = 100%.
% according to Accelerator (IG), HINT:
No. 1 throttle pedal fully accelerator If DTCs related to the throttle
position sensor released pedal fully position sensor are not input, it is
· (Reference)
Range Note
Value
64 to released: determined that the system is
96%: 16.8% normal.
Accelerator · Engine
pedal fully switch on
depressed (IG),
accelerator
pedal fully
depressed:
82.3%
· After
warm-up,
during
idling:
15.2%
· Engine
speed
3000 rpm
(vehicle
stopped):
20.0%
· Engine
switch on
(IG),
accelerator
pedal fully
· 42 to
released:
62%:
49.0%
Accelerator
Throttle valve · Engine
pedal fully
Throttle position switch on
0 to released Throttle Sensor #2 Volt % is
Sensor #2 according to (IG),
100% · 92 to
Volt % No. 2 throttle accelerator converted using 5 V = 100%.
100%:
position sensor pedal fully
Accelerator
depressed:
pedal fully
98.8%
depressed
· After
warm-up,
during
idling:
46.6%
· OFF:
Brake
pedal
Signal from OFF or released This is the signal from the brake
ST1 · ON: -
brake pedal ON pedal.
Brake
pedal
depressed
· Engine
switch on
(IG): ON
· Idling
· The ECM is performing
(after
judgments.
ON: warm-up):
Throttle Idle Throttle OFF or · ON is displayed when the
Accelerator pedal ON
Position position sensor ON throttle valve is fully closed.
fully released · Engine
OFF is displayed at all other
speed
times.
3000 rpm
(vehicle
stopped):
OFF
Throttle Required 0 to 0.5 to 1.1 V: · Accelerator This is a value calculated by the

Require throttle valve 4.98 V Idling (air pedal fully ECM showing the voltage for the
Position position conditioning off, released: target throttle valve position.
shift position in N) 0.859 V
· Accelerator
pedal fully
(Reference)
Range Note
Value
depressed:
4.121 V
· After
warm-up,
during
idling:
0.761 V
· 0%:
· This is the throttle valve
Accelerator
position used for engine
Throttle pedal fully
control.
Throttle position released
0 to Idling (after · Do not refer to the value
Sensor recognition · 50 to
100% warm-up): 0.0% displayed with the engine
Position value of the 80%:
switch on (IG) (engine
ECM side Accelerator
stopped).
pedal fully
· 0% is displayed when idling.
depressed
· 0.5 to 1.1
· Accelerator
V:
pedal fully
Accelerator
released:
pedal fully
0.859 V
released
· Accelerator
· 3.2 to 4.8
Throttle No. 1 throttle pedal fully
0 to V:
Position position sensor depressed: This is the No. 1 throttle position
4.98 V Accelerator sensor output voltage.
No.1 output voltage 4.121 V
pedal fully
· After
depressed
warm-up,
· 0.6 to 1.4
during
V:
idling:
Fail-safe
0.761 V
operating
· 2.1 to 3.1
· Accelerator
V:
pedal fully
Accelerator
released:
pedal fully
2.441 V
released
· Accelerator
· 4.6 to 4.98
Throttle No. 2 throttle pedal fully
0 to V:
Position position sensor depressed: This is the No. 2 throttle position
4.98 V Accelerator sensor output voltage.
No.2 output voltage 4.921 V
pedal fully
· After
depressed
warm-up,
· 2.1 to 3.1
during
V:
idling:
Fail-safe
2.324 V
operating
Throttle The throttle position command

Throttle
position 0 to voltage is displayed as the same
Position - -
command 4.98 V value as that of the throttle request
Command
value position.
Throttle Throttle motor 0 to 0 to 3.0A: · Accelerator When this value is normal but the
Motor current value 19.9 A Idling (air pedal fully actual throttle valve position does
Current conditioning off, released: not reach the target position
shift position in N) 0.7 A (required throttle position), there
· Accelerator may be a malfunction of the
pedal fully opening of the throttle valve.
depressed:
0.7 A
· After
warm-up,
during
idling: 0.7
A
· Engine
speed
3000 rpm
(vehicle
(Reference)
Range Note
Value
stopped):
0.8 A
10 to 22%:
Throttle Throttle motor 0 to Idling (air This is the output duty ratio of the
-
Motor DUTY output 100% conditioning off, throttle motor operation circuit.
shift position in N)
· Accelerator
pedal fully
released:
0%
· Accelerator
pedal fully
depressed:
0 to 40%: 12% This is the command value (duty
Throttle Throttle motor · After
0 to Idling (air ratio) from the ECM used to operate
Motor Duty duty ratio warm-up,
255% conditioning off, the throttle motor and open the
(Open) (open) during
shift position in N) throttle valve.
idling: 0%
· Engine
speed
3000 rpm
(vehicle
stopped):
15%
· Accelerator
pedal fully
released:
17% This is the ECM command value.
· Accelerator HINT:
pedal fully Normally, during idling, the
depressed: throttle valve position is
0% controlled using "Throttle Motor
0 to 40%: · After
Throttle Throttle motor Duty (Close)". However, if the
0 to Idling (air warm-up,
Motor Duty duty ratio throttle valve opens further than
255% conditioning off, during
(Close) (close) the opener position
shift position in N) idling: (approximately 6°) due to carbon
13% deposits, the throttle valve is
· Engine controlled using "Throttle Motor
speed Duty (Open)".
3000 rpm
(vehicle
stopped):
0%
· The ECM learns the throttle

valve opener position
(throttle position when
throttle motor is off is
approximately 6°) and
Throttle Throttle valve 0.4 to 1.0 V: recognizes the fully closed
0 to Engine switch on
Fully Close fully closed Engine switch on and fully open positions of
4.98 V (IG): 0.644 V
Learn learning value (IG) the throttle valve.
· Learning is performed
immediately after the
engine switch is turned on
(IG).
+BM Voltage Electronically 0 to 11 to 14 V: - This is the power source used to

controlled 79.998 Engine switch on operate the electronically controlled
throttle V (IG) throttle. If an open circuit occurs in
voltage this power source circuit for
approximately 1.0 seconds or more,
P0657/89 and P2118/89 are output,
and the system enters fail-safe
mode. (The system will not return
to normal until the normal condition
is restored and the engine switch is
turned on (IG) again.)
(Reference)
Range Note
Value
Throttle Air
Flow
Throttle flow 0 to
Learning - - -
loss value 1.99x
Value(Area
1)
Throttle Air
Flow
Throttle flow 0 to
Learning - - -
loss value 1.99x
Value(Area
2)
Throttle Air
Flow
Throttle flow 0 to
Learning - - -
loss value 1.99x
Value(Area
3)
Throttle Air
Flow Throttle flow
Learning loss value 0 to
- - -
Value (calculated 1.99x
(Calculated value)
Value)
Throttle Air
Flow Throttle flow
Learning loss value
Value (atmospheric 0 to
- - -
(Atmosphere pressure 2.55x
Pressure calibration
Offset value)
Value)
Throttle Air Throttle air
Flow flow learning
Learning prohibition
OK or
Prohibit condition OK - -
NG
(Intake Air (intake air
Pressure pressure
Malfunction) malfunction)
Throttle Air Throttle air
Flow flow learning
Learning prohibition OK or
OK - -
Prohibit(Air condition (air- NG
Fuel Ratio fuel ratio
Malfunction) malfunction)
Do not refer to the value displayed
Throttle Throttle 0 to Idling (after
- with the engine switch on (IG)
Position position 499.99° warm-up): 0.00°
(engine stopped).
IDLE SPEED CONTROL (PTRL ROUGH IDLE)

(Reference)
Range Note
Value
Requested
throttle This is the throttle position during idling
Idling (after
position 0 to (accelerator pedal released).
ISC Position - warm-up):
calculated 499.99° (Throttle valve position used to maintain
3.07 L/s
using ISC ISC flow rate)
control
Low Operation OFF or - Idling (after · This is the engine speed decrease
Revolution condition ON warm-up): directly after engine start resulting
Control during low OFF from incomplete combustion.
engine speed
Engine speed decrease
judgment condition example:
(Reference)
Range Note
Value
ON is displayed if the engine
speed becomes lower than the
following values 1 to 7 seconds
after the engine is started.
(+100 to 200 rpm when air
conditioning is operating)
· Engine speed 900 rpm or less

(engine coolant temperature:
10°C)
30°C)
60°C)
HINT:
· Less than 5 seconds
after starting the
engine (*) is the
previous trip control
judgment condition.
· 5 seconds or more
after starting the
engine (*) is the
current trip control
judgment condition.
*: Engine is judged to
be started when the
engine speed is 400
rpm or higher.
· When the engine
speed decreases
during engine start,
ON is displayed and
continues to be
displayed during that
trip.
OFF: Normal (engine
speed does not
decrease during
engine start)
ON: Malfunction
(engine speed
decreases during
engine start)
· Use this value for reference when

the engine stalls, is difficult to
start, or idles roughly
Neutral N position OFF or Only displayed for vehicles without the

- -
Control control status ON stop and start system.
ON:
N Range Shift position OFF or
Shift position - -
Status in N ON
in P or N
ISC ISC feedback -1024 to -7 to 15 Nm: Idling (after This is the calibration value to make the
Feedback calibration 1023.96 Idling (air warm-up): engine run at the target idling speed. This
Learning torque Nm conditioning 0.06 Nm indicates the difference from the estimated
Torque learning value off, shift torque. For example, if the ISC feedback
position in N) learning value is "+", it means that the
torque that exceeds the estimated torque
is required for maintaining the idling
speed.
HINT:
· If the absolute value of "ISC
Feedback Torque" exceeds a
certain level, it is gradually taken
(Reference)
Range Note
Value
into account in "ISC Feedback
Learning Torque".
· When the engine speed is stable
near the target idling speed, the
following relational expression
can be true.
ISC torque (ISC total torque) =
"ISC Feedback Learning Torque"
+ "ISC Feedback Torque" + "ISC
Feedback Torque(Recent)" + "ISC
Total AUXS Torque"
8 to 25 Nm:
This is the total of each estimated load
ISC Total Auxiliary total -1024 to Idling (air Idling (after
torque when the engine is idling. (The total
AUXS calibration 1023.96 conditioning warm-up):
load torque of engine friction, generator,
Torque torque Nm off, shift 13.08 Nm
air conditioning, CVT, etc.)
position in N)
This is the feedback calibration value
(torque) to make the engine run at the
-7 to 15 Nm: target idling speed.
ISC ISC feedback -1024 to Idling (air Idling (after
Feedback calibration 1023.96 conditioning warm-up): HINT:
Torque torque value Nm off, shift -0.22 Nm If the engine does not run at the target
position in N) idling speed, "ISC Feedback Torque"
increases and decreases.
This is the first feedback calibration value

(torque) to make the engine run at the
target idling speed immediately.
-5 to 5 Nm: HINT:
ISC
ISC feedback -1024 to Idling (air Idling (after If the engine does not run at the target
Feedback
calibration 1023.96 conditioning warm-up): idling speed, first "ISC Feedback Torque
Torque
torque value Nm off, shift -0.75 Nm (Recent)" increases and decreases, and
(Recent)
position in N) then the increase/decrease is reflected to
"ISC Feedback Torque" (controlling the
amount of air).
0 to 30 Nm:
Calibration
ISC AUXS -1024 to Idling (air Idling (after This is the ISC calibration amount
torque value
Torque 1023.96 conditioning warm-up): (estimated torque value) according to the
to generator
(Alternator) Nm off, shift 5.09 Nm generator load.
load
position in N)
Calibration
5 to 25 Nm:
torque value
ISC AUXS -1024 to Idling (air Idling (after This is the ISC calibration amount
according to
Torque(Air 1023.96 conditioning warm-up): (estimated torque value) according to the
air
Conditioner) Nm off, shift 0.00 Nm air compressor load condition.
conditioning
position in N)
load
Throttle Air Throttle
-40 to This is the feedback value of the throttle
Flow F/B calibration - -
39.99 L/s amount of air.
Value amount of air
FUEL SYSTEM 1 (PTRL AF CONTROL)

(Reference)
Range Note
Value
Injector Injection 0 to 1000 to · Idling This is the injection period (ECM command
(Port) period of No. 1 65535 3000 μs: (after value) for the No. 1 cylinder.
cylinder μs Idling (after warm-
warm-up) up):
2344 μs
· Engine
speed
(Reference)
Range Note
Value
3000
rpm
(vehicle
stopped):
2352 μs
· Idling
(after
warm-
up):
Quantity of 0.101 ml
Injection 0 to · Engine
fuel injection 0.05 to 0.5 This is the quantity of fuel injection
Volum 2.047 speed
volume for 10 ml volume for the No. 1 cylinder for 10 times.
(Cylinder1) ml 3000
times
rpm
(vehicle
stopped):
0.105 ml
ON:
Fuel C/OPEN relay
OFF or Engine
Pump/Speed operation - -
ON started or
Status condition
running
INTAKE CONTROL 1 (PTRL INTAKE CONTROL)

(Reference)
Range Note
Value
Status of
tumble control
TCV OFF or ON:
valve - -
Status ON Cold start
operation
command
FUEL SYSTEM 2 (PTRL GENERAL)

(Reference)
Range Note
Value
Current
Fuel type - Gasoline - -
Fuel Type
EVAP SYSTEM (ALL DATA)

(Reference)
Range Note
Value
EVAP Operation duty 0 to 100% - · Idling · This is the duty ratio used by the
(Purge) ratio of No. 1 (after ECM to open and close the No. 1
VSV vacuum warm- vacuum switching valve assembly.
switching up): (When the duty ratio is any value
valve 0.0% other than 0%, control (*) is being
assembly · Engine performed.)
speed
(Reference)
Range Note
Value
3000 *: Evaporated fuel vapor from the
rpm fuel tank combusts after it is sent
(vehicle to the cylinder via the No. 1
stopped): vacuum switching valve assembly.
44.3% · When the engine is cold or
immediately after the engine is
started, the duty ratio is 0%.
· Idling
(after
warm-
up):
0.0% The purge flow rate is the purge
Evap · Engine
Purge flow introduction rate according to the MAF.
Purge 0 to 399.9% - speed
rate (Evap Purge Flow = Purge introduction
Flow 3000 amount / MAF x 100 (%))
rpm
(vehicle
stopped):
2.9%
The purge concentration can be

determined by the changes in the air-fuel
ratio feedback calibration value during
purge gas introduction. Purge
concentration learning is performed as
follows.
1. Air-fuel ratio learning is complete
and the feedback calibration value
is 0 +/-2%.
2. The changes in the air-fuel ratio
feedback calibration value during
purge gas introduction are
checked.
3. The ECM determines the purge
introduction rate (Evap Purge
Flow) to the MAF and learns
changes in the feedback
calibration value to 1% of the
purge flow rate as a purge
concentration learning value.
Purge 4. According to the purge
Purge Idling (after
Density -200 to concentration learning value and
concentration - warm-up):
Learn 199.993%/% the purge flow rate, the fuel
learning value 0.000%/%
Value injection volume is increased or
decreased and the air-fuel ratio is
controlled close to the
stoichiometric air-fuel ratio.
HINT:
· Usually, the purge concentration
learning value is within
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 the same as the
stoichiometric air-fuel ratio
· Large negative values: The
concentration of HC in the purge
gas is relatively high
EVAP No. 1 vacuum OFF or ON - - · ON is displayed when the No. 1

Purge switching vacuum switching valve assembly
VSV valve operation duty ratio is
assembly approximately 30% or more.
operation · OFF is displayed when the No. 1
on/off vacuum switching valve assembly
(Reference)
Range Note
Value
operation duty ratio is below
approximately 30%.
· Idling
(after
warm-
up):
Duty ratio of 0.0%
Purge No. 1 vacuum · Engine
Cut VSV switching 0 to 399.9% - speed -
Duty valve 3000
assembly rpm
(vehicle
stopped):
36.7%
AIR FUEL RATIO CONTROL 1 (ALL DATA)

(Reference)
Range Note
Value
· Idling
(after
warm-
up):
0.999x · This is the target air-fuel ratio for
(during the ECM.
air-fuel · Target air-fuel ratio displays 1.0x:
ratio Stoichiometric air-fuel ratio
Target feedback) · Target air-fuel ratio displays 1.0x or
Target air-fuel 0 to 0.8 to 1.2x: · Engine more: Lean control
Air-Fuel
ratio 1.99x During idling speed · Target air-fuel ratio displays below
Ratio
3000 rpm 1.0x: Rich control
(vehicle · When normal, Target Air-Fuel Ratio
stopped): and AF Lambda B1S1 are almost
0.999x the same.
(during
air-fuel
ratio
feedback)
AIR FUEL RATIO CONTROL 2 (PTRL AF O2 SENSOR)

(Reference)
Value
AF Air-fuel ratio 0 to · 1x: · Idling · This is calculated based on the
Lambda 1.99x Stoichiometric (after air fuel ratio sensor output.
B1S1 air-fuel ratio warm- · The condition of the sensor can
· Below 1x: up): be determined by performing
Rich 0.997x the Active Test "Control the
· More than 1x: · Engine Injection Volume" and
Lean speed checking the sensor output
3000 before and after the catalyst.
rpm · Reference values when Active
(vehicle Test is performed:
stopped): · Control the Injection
1.011x Volume: 0%
(Reference)
Value
AF Lambda B1S1: 1.000x
AFS Voltage B1S1: 3.298 V
AFS Current B1S1: 0.00
mA
O2S B1S2: 0.780 V
· Control the Injection
Volume: -12%
mA
O2S B1S2: 0.015 V
Volume: +12%
AFS Current B1S1: -0.17
mA
O2S B1S2: 0.915 V
· Idling
(after · This is the air fuel ratio sensor
warm- output voltage (air fuel ratio
up): sensor terminal voltage cannot
3.278 V be measured). This is
· Engine calculated by the ECM based
AFS Air fuel ratio speed on the air fuel ratio sensor
0 to 2.6 to 3.8 V: 3000 output current.
Voltage sensor output
7.99 V During idling rpm · The condition of the sensor can
B1S1 voltage
(vehicle be determined by performing
stopped): the Active Test "Control the
3.346 V Injection Volume" and
· During checking the sensor output
fuel cut: before and after the catalyst.
4.996 V
· Idling
(after
warm-
· AFS Current B1S1 displays
up):
-0.5 to 0.5 mA: Stoichiometric
-0.01 mA
air-fuel ratio
· Engine
· When the output value of AFS
AFS Air fuel ratio -128 to speed
-0.5 to 0.5 mA: Current B1S1 is outside the
Current sensor current 127.99 3000
During idling range of 0.7 to 2.2 mA during
B1S1 value mA rpm
the fuel cut operation, there
(vehicle
may be a malfunction in the air
stopped):
fuel ratio sensor or the sensor
0.01 mA
circuit.
· During
fuel cut:
0.82 mA
A/F
Air fuel ratio Idling (after A/F Heater Duty B1S1 displays a value
Heater 0 to
sensor heater 0 to 100% warm-up): other than 0%: Voltage applied to
Duty 399.9%
duty ratio 21.0% heater
B1S1
O2S Oxygen sensor 0 to 0 to 1.0 V: · Idling · Oxygen sensor output voltage
B1S2 output voltage 1.275 V Driving at 70 km/h (after · O2S B1S2 values close to 0 V:
warm- Leaner than the stoichiometric
up): air-fuel ratio
0.135 V · O2S B1S2 values close to 1 V:
· Engine Richer than the stoichiometric
speed air-fuel ratio
3000 · During air-fuel ratio feedback
rpm control, the value moves back
(vehicle and forth in the range of 0 to 1
stopped): V.
0.760 V · The condition of the sensor can
be determined by performing
(Reference)
Value
the Active Test "Control the
Injection Volume" and
checking the sensor output
before and after the catalyst.
· Reference values when Active
Test is performed:
Volume: -12%
mA
O2S B1S2: 0.015 V
Volume: +12%
AFS Current B1S1: -0.17
mA
O2S B1S2: 0.915 V
Oxygen sensor
O2 Not Act
heater
Heater or - - -
operation
B1S2 Active
status
· Idling
(after
warm-
up):
O2 0.000 A
Oxygen sensor · Engine O2 Heater Curr Val B1S2 displays a
Heater 0 to
heater current - speed value other than 0 A: Voltage applied
Curr Val 4.999 A
value 3000 to heater
B1S2
rpm
(vehicle
stopped):
1.098 A
· Idling
(after
warm-
up): This item is the short-term fuel
2.343% injection volume calibration ratio
Short · Engine
Air-fuel ratio -100 to (feedback calibration) during normal
FT -15 to 15% speed
feedback 99.2% driving used by ECM to maintain the
B1S1 3000 air-fuel ratio near the stoichiometric
rpm ratio.
(vehicle
stopped):
0.000%
Long FT Air-fuel ratio -100 to -15 to 15% · Idling When feedback calibration is
B1S1 feedback 99.2% (after performed for a specified amount of
control warm- time, the air-fuel ratio feedback
calibration up): learning value changes to match
learning value -3.125% individual engine differences (caused
· Engine by vehicle age and usage
speed environment) and controls to maintain
3000 feedback calibration close to 0.
rpm All systems related to the air-fuel ratio
(vehicle control can be determined to be faulty
stopped): or not. This can be determined from
-1.563% "Short FT" + "Long FT".
HINT:
· 15% or more: The air-fuel
ratio may be lean.
·
(Reference)
Value
-15 to 15%: The air-fuel
ratio can be judged to be
normal.
· Below -15%: The air-fuel
ratio may be rich.
· The air-fuel ratio feedback
learning value is divided by
each engine operating range
(engine speed x load),
learned and stored. "Long FT
B1S1" is the learning value
for the current operating
range.
"A/F Learn Value Idle", "A/F
Learn Value Low", "A/F Learn
Value Mid1", "A/F Learn
Value Mid2" and "A/F Learn
Value High" indicate the
learned values for the
different operating ranges.
The learned value that is the
same as "Long FT B1S1"
indicates the current engine
operating range.
Air-fuel ratio
feedback
Total FT -0.5 to -0.28 to 0.2x: Total FT #1 = Short FT B1S1 + Long
amount -
#1 0.496x During idling FT B1S1
calibration
factor
· CL: Feedback normal

· CLFault: Air fuel ratio sensor
malfunction
· OL: Feedback conditions not
met
Unused, · OLDrive: System normal
Air-fuel ratio
Fuel OL, CL, · OLFault: System malfunction
feedback CL:
System OLDrive, HINT:
control Idling (after warm- -
Status OLFault CL: Feedback control of air-
operation up)
#1 or fuel ratio is operating. At this
condition
CLFault time "AF Lambda B1S1" is
approximately 1.0x and "AFS
Voltage B1S1" is
approximately 3.3 V.
Unused,
Air-fuel ratio
Fuel OL, CL,
feedback
System OLDrive,
control Unused - -
Status OLFault
operation
#2 or
condition
CLFault
A/F
Idling area air- Learning is performed when idling with
Learn -50 to
fuel ratio -15 to 15% - the engine warmed up (engine coolant
Value 49.6%
learning value temperature is 80°C or higher).
Idle #1
Learning is performed when driving
A/F with the engine warmed up (engine
Low load area
Learn -50 to coolant temperature is 80°C or higher)
air-fuel ratio -15 to 15% -
Value 49.6% and operating in the low load range
learning value
Low #1 (when the range of engine loads is
divided into four parts).
Medium load
Learn coolant temperature is 80°C or higher)
area 1 air-fuel -50 to
Value -15 to 15% - and operating in the medium load
ratio learning 49.6%
Mid1 range closer to the low load range
value
#1 (when the range of engine loads is
(Reference)
Value
A/F Medium load -50 to -15 to 15% - Learning is performed when driving
Learn area 2 air-fuel 49.6% with the engine warmed up (engine
Value ratio learning coolant temperature is 80°C or higher)
Mid2 value and operating in the medium load
#1 range closer to the high load range
(when the range of engine loads is
High load area
Learn -50 to coolant temperature is 80°C or higher)
air-fuel ratio -15 to 15% -
Value 49.6% and operating in the high load range
learning value
High #1 (when the range of engine loads is
IGNITION SYSTEM (IGNITION)

(Reference)
Range Note
Value
· Idling
(after
warm-
up):
5 to 20°: 12.0°
Ignition timing After warm- · Engine
IGN -64 to
for No. 1 up, during speed -
Advance 63.5°
cylinder idling (shift 3000
position in N) rpm
(vehicle
stopped):
45.0°
Knock Knock sensor -1024 to - · Idling This is the knock retarded

Feedback feedback value 1023.9° (after calibration amount determined from
Value CA warm- the occurrences of knocking.
up): 3.0° Ignition Timing = Most Retarded
CA Angle Value (*1) + Knock Correct
· Engine Learn Value (*2) + Knock Feedback
speed Value (*3)
3000 Example: 21°CA = 10°CA + 14°CA
rpm - 3°CA
(vehicle (*1): A set value determined from
stopped): the engine speed and load.
-3.0°CA (*2): This is calculated as shown
below in order to keep Knock
Feedback Value as close to -3°CA as
possible.
When Knock Feedback Value is
below -4°CA: Gradually
decrease Knock Correct Learn
Value.
When Knock Feedback Value is
-2°CA or more: Gradually
increase Knock Correct Learn
Value.
(*3): Based on the value -3°CA,

this is calculated according to the
presence or absence of knocking
and the frequency of its occurrence.
No knocking: Increase Knock
Feedback Value.
Knocking: Decrease Knock
Feedback Value.
(Reference)
Range Note
Value
HINT:
If Knock Feedback Value does not change
before and after knocking (stays close to
-3°CA), the ECM fails to judge whether
there is knocking or not. Possible causes
include a knock sensor sensitivity
malfunction, incorrect installation,
malfunctioning knock sensor circuit wire
harnesses, etc.
· Refer to the Note column of "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
· Idling · IGN Advance
(after · Knock Feedback Value
warm- · Knock Correct Learn Value
up):
Knock 17.0°CA · Knock Correct Learn Value is large:
Knock sensor -1024 to · Engine No knocking, controlled to advanced
Correct
calibration 1023.9° - speed angle side
Learn
value CA 3000 · Knock Correct Learn Value is small:
Value
rpm Knocking, no margin to retarded
(vehicle angle side
stopped):
17.4°CA HINT:
If knocking occurs continuously and
Knock Correct Learn Value is less than
another vehicle of the same model, the
ignition timings may be set close to the
most retarded angle. A possible cause
may be changes due to aging caused by
carbon deposits, etc. (low oil, low quality
gasoline, etc.).
· This is the idling stabilization

advanced calibration value
(individual cylinder). When the
Individual speed of a certain cylinder is slow,
Idle that cylinder can be set to an
cylinder
Spark 0 to advanced angle in order to restore
advanced - -
Advn Ctrl 15.93°CA the speed and stabilize the idling
calibration
#1 speed.
amount
· It may be possible to use this item
to help determine specific cylinders
which are not operating normally.

cylinder
advanced - -
calibration
#2 speed.
amount
Idle Individual 0 to - - · This is the idling stabilization

Spark cylinder 15.93°CA advanced calibration value
Advn Ctrl advanced (individual cylinder). When the
#3 calibration speed of a certain cylinder is slow,
amount that cylinder can be set to an
(Reference)
Range Note
Value
advanced angle in order to restore
the speed and stabilize the idling
speed.

cylinder
advanced - -
calibration
#4 speed.
amount
INTAKE CONTROL 2 (PTRL INTAKE CONTROL)

(Reference)
Range Note
Value
Vacuum ON:
switching Vacuum
valve switching
OFF or
ACIS VSV assembly valve - Command signal from ECM.
ON
(ACIS control assembly
VSV) operation (ACIS control
on/off VSV) on
· 0.94
V:
Intake
air
control
Opening angle valve
IAC closed
voltage of 0 to
Sensor · 3.39 - -
intake air 4.999 V
Voltage V:
control valve
Intake
air
control
valve
open
· 0 deg:
Intake
air
control
valve
Intake Air Opening angle closed
-250 to · 70
Control of intake air - -
249 deg deg:
Position control valve
Intake
air
control
valve
open
VVT CONTROL (PTRL VALVE CONTROL)

(Reference)
Range Note
Value
· ON: The ECM is sending commands

to change the timing (even when
the timing is advanced, when the
VVT timing is being maintained and not
VVT control OFF or being retarded or advanced any
Control - -
status ON further, the value changes to OFF)
Status #1
· OFF: The system is commanding the
timing to change to the most
retarded timing
VVT ON:
VVT fail OFF or ON: Intake side VVT advance angle
Advance During VVT -
condition ON malfunction
Fail control fail
This is the operation duty ratio necessary to
VVT Aim VVT hold duty 0 to cut the camshaft timing oil control valve
- -
Angle #1 ratio 399.9% assembly oil passage and hold the camshaft
timing gear assembly advanced angle.
· This is the VVT actual change angle.

VVT · When the VVT change angle value
VVT actual 0 to does not change, there may be a
Change - -
change angle 639.9°FR malfunction in the camshaft position
Angle #1
sensor (for Intake Side) circuit.
Duty ratio on
camshaft
VVT OCV timing oil 0 to Operation duty ratio on camshaft timing oil
- -
Duty #1 control valve 399.9% control valve assembly (for Intake Side)
assembly (for
Intake Side)
This is the operation duty ratio necessary to
VVT Ex cut the camshaft timing oil control valve
Exhaust VVT 0 to
Hold Lrn - - assembly oil passage and hold the camshaft
hold duty ratio 399.9%
Val #1 timing exhaust gear assembly retarded
angle.
· This is the exhaust VVT actual

change angle.
VVT Ex Exhaust VVT · When the VVT change angle value
0 to
Chg Angle actual change - - does not change, there may be a
639.9°FR
#1 angle malfunction in the camshaft position
sensor (for Exhaust Side) circuit.
Duty ratio on
camshaft
VVT Ex
timing oil 0 to Operation duty ratio on camshaft timing oil
OCV Duty - -
control valve 399.9% control valve assembly (for Exhaust Side)
#1
assembly (for
Exhaust Side)
VVT
Intake VVT 0 to
Target - - -
target angle 639.9°FR
Angle #1
VVT Ex
Exhaust VVT 0 to
Target - - -
target angle 639.9°FR
Angle #1

(Reference)
Range Note
Value
Not Avl -
(Reference)
Range Note
Value
VN Turbo Variable nozzle Not Avl, This is the variable nozzle turbocharger
Type turbocharger Commo, type.
type Vacuum,
CAN Com
or DC
CATALYST (PTRL CAT CONVERTER)

(Reference)
Range Note
Value
This is the estimated temperature of the
front catalyst calculated by the ECM. This
Catalyst Catalyst value is included in the conditions used to
-40 to
Temp temperature - - detect catalyst deterioration (P0420/94),
6513.5°C
B1S1 (B1S1) etc., and should therefore be used as a
reference when recreating malfunction
conditions.
Catalyst Catalyst
-40 to This is the estimated temperature of the
Temp temperature - -
6513.5°C rear catalyst calculated by the ECM.
B1S2 (B1S2)

(Reference)
Measurement Actual
GTS Display Range Normal Condition Note
Item Measurement
Value
· ON:
Cranking
OFF or · OFF:
Starter Signal While cranking - -
ON Not
cranking
· ON:
Turning
Power Steering Power steering OFF or · OFF:
Steering - -
Signal operation ON
not
performed
· ON:
Shift
position in
Neutral N or P
Shift position OFF or
Position SW · OFF: - -
in N or P ON
Signal Shift
position not
in N or P
· ON:
Brake pedal
Stop Light Brake pedal OFF or depressed
· OFF: - -
Switch operation ON
Brake pedal
released
A/C Signal A/C switch OFF or · ON: - -

status ON
(Reference)
Measurement Actual
GTS Display Range Normal Condition Note
Item Measurement
Value
Air
conditioning
on
· OFF:
Air
conditioning
off
· ON:
Accelerator
Closed Throttle pedal fully OFF or released
· OFF: - -
Position SW released ON
status Accelerator
pedal
depressed
Fuel Cut Fuel cut OFF or ON:

- -
Condition condition ON Fuel cut operating
ON:
Immobilizer
Immobiliser OFF or Immobilizer
communication - -
Communication ON communication line
line status
normal
CHECK MODE (CHECK MODE)

(Reference)
Range Note
Value
Check Normal/Check OFF or ON: · *
-
Mode mode ON In check mode
*:
Click hereEngine/Hybrid/EV System>ENGINE CONTROL>EFI SYSTEM (2AR-FE)>DTC CHECK/CLEAR
TEST RESULT (MONITOR STATUS)

(Reference)
Range Note
Value
Complete Complete
Not Avl or · *
Parts parts monitor - -
Avail
Monitor availability
Fuel Fuel system
Not Avl or · *
System monitor - -
Avail
Monitor availability
Misfire Misfire monitor Not Avl or · *
- -
Monitor availability Avail
EGR/VVT
EGR/VVT Not Avl or · *
monitor - -
Monitor Avail
availability
EGR/VVT EGR/VVT Compl or · *
- -
Monitor monitor result Incmpl
O2S
Oxygen sensor
(A/FS) Not Avl or · *
heater monitor - -
Heater Avail
availability
Monitor
(Reference)
Range Note
Value
O2S Oxygen sensor Compl or - - · *
(A/FS) heater monitor Incmpl
Heater result
Monitor
Oxygen sensor
O2S (air fuel ratio
Not Avl or · *
(A/FS) sensor) - -
Avail
Monitor monitor
availability
Oxygen sensor
O2S
(air fuel ratio Compl or · *
(A/FS) - -
sensor) Incmpl
Monitor
monitor result
Air
conditioning
A/C Not Avl or · *
refrigerant - -
Monitor Avail
monitor
availability
Air
A/C conditioning Compl or · *
- -
Monitor refrigerant Incmpl
monitor result
Secondary air
injection
2nd Air Not Avl or · *
system - -
Monitor Avail
monitor
availability
Secondary air
2nd Air injection Compl or · *
- -
Monitor system Incmpl
monitor result
EVAP EVAP monitor Not Avl or · *
- -
Monitor availability Avail
EVAP EVAP monitor Compl or · *

- -
Monitor result Incmpl
Heated
Heated
catalyst Not Avl or · *
Catalyst - -
monitor Avail
Monitor
availability
Heated Heated
Compl or · *
Catalyst catalyst - -
Incmpl
Monitor monitor result
Catalyst
Catalyst Not Avl or · *
monitor - -
Monitor Avail
availability
Catalyst Catalyst Compl or · *
- -
Monitor monitor result Incmpl
*:
Avail: Vehicle monitor condition is available
Not Avl: Vehicle monitor condition is not available
Compl/Incmpl: If monitoring has been completed even once in the past, this changes from Incmpl to Compl. This item does
not change when the engine switch is turned off. However, the item changes back to Incmpl when DTCs are cleared or the
battery cable is disconnected.

(Reference)
Range Note
Value
TC TC terminal OFF or
- - -
Terminal condition ON
(Reference)
Range Note
Value
# Codes Number of 0 to 255 0 - -
(Include stored DTCs
History)
OFF or
MIL MIL status OFF - -
ON
MIL ON Distance 0 to
This is the distance driven after the MIL
Run driven after 65535 - -
turns on.
Distance MIL turns on km
Running Running time 0 to
Time from until MIL turns 65535 - - -
MIL ON on min
Time after Time elapsed 0 to This is the time elapsed after DTCs were
DTC after DTCs 65535 - - cleared. (Not counted when the engine
Cleared were cleared min switch is off)
Distance
Distance 0 to
driven after This is the distance driven after DTCs were
from DTC 65535 - -
DTCs were cleared.
Cleared km
cleared
This is the number of warm-ups (*) after
the DTCs are cleared.
Warmup Number of HINT:
Cycle warm-ups 0 to 255 *: When the engine coolant temperature
- - rises by approximately 20°C or higher and
Cleared after DTCs times
DTC cleared reaches 70°C or higher after the engine is
started, the warm-up counter is increased
by 1.
Distance
Dist Batt 0 to
driven after
Cable 65535 - - -
battery cable
Disconnect km
disconnected
TC terminal
TC and OFF or
short circuit - - -
TE1 ON
condition
Total 0 to
Driving
Distance 16777215 - - -
distance
Traveled km
MISFIRE (PTRL MISFIRE)

(Reference)
Range Note
Value
· This is the total number of ignitions.

· The counter increases by 1 for each
ignition. (Does not increase when
misfire detection is stopped)
· The value resets every 200 engine
rotations.
· The individual cylinder misfire rate is
the individual cylinder misfire
Ignition counter divided by the ignition
Ignition 0 to counter. (Individual cylinder misfire
Trig. 0 to 400 -
counter 65535 rate = Cylinder (#1 to #4) Misfire
Count
Count / Ignition Trig. Count)
HINT:
· for 4-cylinder Engine: 0 to 400
(Reference) ·
Range Note
Value
Cylinder Misfire count 0 to 255 0 - Misfire count for the No. 1 cylinder
#1 Misfire for the No. 1 · The counter increases by 1 for each
Count cylinder misfire.
· The value resets every 200 engine
rotations.
· Check this item to help determine
the malfunctioning cylinder.
· Misfire count for the No. 2 cylinder

Cylinder Misfire count misfire.
#2 Misfire for the No. 2 0 to 255 0 - · The value resets every 200 engine
Count cylinder rotations.


· This is the total misfire count of all

All cylinders.
Cylinders Misfire count · The counter increases by 1 for each
0 to 255 0 to 35 - misfire. (Maximum: 255)
Misfire of all cylinders
Count · The value resets every 1000 engine
rotations.
· This is the average engine speed

recorded when misfiring occurs.
· This value is closer to the actual
Average conditions of the vehicle at the time
engine speed the misfire occurred than the values
Misfire 0 to 6375 0 rpm:
recorded when - of engine speed and engine load
RPM rpm Misfire 0
misfiring stored in the freeze frame data.
occurs When reproducing malfunction
conditions, check this value as a
reference.
· This is the average engine load

recorded when misfiring occurs.
· 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
Misfire Average load 0 to 3.98 0 g/rev: stored in the freeze frame data.
- When reproducing malfunction
Load during misfire g/rev Misfire 0
conditions, check this value as a
reference.
HINT:
To convert units from "g/rev" to
"gm/sec": rpm / 60 x g/rev = gm/sec
Misfire Misfire margin -128 to 0 to 127%: - · This is the misfire margin

Margin monitoring 127% After warm- monitoring.
(Reference) ·
Range Note
Value
up, during Misfire Margin = (Misfire detection
idling 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. (The larger the value, the
larger the margin.)
HINT:
When the engine is determined to be
misfiring, Misfire Margin = -128 to 0%

(Reference)
Range Note
Value
Engine
Engine speed 0 to
Speed Engine speed immediately after starting the
when starter 51199 - -
(Starter engine.
off rpm
Off)
· This is the number of times the

starter was turned on during the
current trip. (However, the number
of times the starter was turned on
due to stop and start control is not
counted)
Number of · The number of times the starter was
times starter turned on before engine start is
was turned on displayed in ones place.
Starter 0 to 255
after the - - · The number of times the starter was
Count times
engine switch turned on after engine start is
is turned from displayed in tens place.
off to on (IG)
Example:
When the GTS display is "21", the starter
was turned on once before engine start and
twice after engine start. (The upper limit for
each counter is 9 before engine start and 11
after engine start)
Run Dist Distance 0 to - - · Before 5 seconds elapse after
of driven during 655.35 starting the engine, which is the
Previous previous trip km P1604 detection duration, this
Trip parameter indicates the distance
driven during the previous trip. After
5 seconds elapse after starting the
engine, this parameter is cleared
and indicates the distance driven
during the current trip calculated
from the vehicle speed.
· Run Dist of Previous Trip present
when the startability malfunction
occurred (P1604 detected) indicates
the distance driven during the
previous trip, but in all other cases,
such as for the snapshot data of the
Data List (real-time measurements),
or when DTCs other than P1604
(Reference)
Range Note
Value
were detected, the value indicates
the distance driven during the
current trip.
ROUGH IDLING (PTRL ROUGH IDLE)

(Reference)
Range Note
Value
If the counter indicates "1" or more
during an engine stall, defective start or
Compression
Compression rough idling, a probable cause is
Leakage 0 to 255 0 -
leakage count compression leakage caused, for
Count
example, by contact of deposit with the
valve.
Normal, The following items are indicated in
Misfire, order of degree of rough idling and
Continuous frequency.
poor Use this value for reference when
combustion, reproducing engine malfunction.
Rough Idle Rough idle Intermittent
Normal - 1. Complete misfire
Status status poor
combustion 2. Consecutive unstable combustion
or Low 3. Intermittent unstable combustion
frequency 4. Low frequency of unstable
poor combustion
combustion
Rough idle
Plural
(multiple When ON, this indicates that rough idling
Cylinders OFF or ON OFF -
cylinders) is occurring due to multiple cylinders.
Rough Idle
status
· When ON, this indicates that the

speed of the indicated cylinder
has dropped continuously lower
Cylinder than that of the other cylinders
Rough Idle
causing rough OFF or ON OFF - and is causing rough idling.
#1
idling · This indicates the cylinder that is
most probably causing rough
idling.
Cylinder
Rough Idle
causing rough OFF or ON OFF - Refer to Rough Idle #1.
#2
idling
Cylinder
Rough Idle
#3
idling
Cylinder
Rough Idle
#4
idling

(Reference)
Measurement Normal Actual
GTS Display Range Note
Item Condition Measurement
Value
Engine Starting Time elapsed 0 to - - · This is the time between the
Time after engine 655350 starter turned on and the engine
started ms speed reached 400 rpm.
(Reference) ·
Value
The value is reset 5 seconds after
the engine is started and displays
"0 ms".
· Before 120 seconds elapse after

engine start: This is the engine
Engine coolant coolant temperature during the
Previous Trip temperature -40 to previous trip.
- - · After 120 seconds or more elapse
Coolant Temp during 215°C
previous trip after engine start: This is the
engine coolant temperature
during the current trip.
· Before 120 seconds elapse after

engine start: This is the intake air
Intake air temperature during the previous
Previous Trip temperature -40 to trip.
- - · After 120 seconds or more elapse
Intake Temp during 215°C
previous trip after engine start: This is the
intake air temperature during the
current trip.
Engine oil
Engine Oil temperature -40 to
- - -
Temperature (estimated 215°C
temperature)
Engine oil
Previous Trip temperature -40 to
- - -
Eng Oil Temp during 215°C
previous trip
Ambient Temp Ambient -40 to
- - -
for A/C temperature 215°C
Ambient
Previous Trip temperature -40 to
- - -
Ambient Temp during 215°C
previous trip
History of
When the engine speed does not reach
Engine Start hesitation OFF or
- - 500 rpm while the engine is cranking, ON
Hesitation during engine ON
is displayed.
start
History of low
If the engine speed is 200 rpm or less
Low Rev for engine speed OFF or
- - within approximately 2 seconds after the
Eng Start after engine ON
engine is started, ON is displayed.
start
Time elapsed This is the engine operation time elapsed
0 to
Fuel Cut Elps since high after high engine speed operation
68746 - -
Time engine speed occurred (the engine speed at which fuel
sec
judgment cut occurs + 500 rpm or more).
Output duty
Tumble C.V ratio to tumble -128 to
- - -
Duty Ratio control valve 127%
actuator
Electric Fan Electric fan OFF or
- - -
Motor status ON
ON:
During
Brake override
Brake Override OFF or brake
system - -
System ON override
condition
system
operation
Electric fan
Electric Cooling OFF or
(High) - - -
Fan High ON
condition
Electric fan
Electric Cooling OFF or
(Low) - - -
Fan Low ON
condition
(Reference)
Value
Idle Fuel Cut Fuel cut OFF or ON: - Idle Fuel Cut: ON
condition ON Fuel cut · Throttle valve is fully closed
operating · Engine speed is high
Fuel cut
ON: This is the fuel cut performed under a
operating OFF or
FC TAU Fuel cut - very light load to prevent the engine
under very ON
operating combustion from becoming incomplete.
light load
· ON: History exists (engine switch

Fuel pump on (IG))
G Sensor F/C OFF or
stop during - - · OFF: No history exists (engine
History ON
past collision switch on (IG))
· Normal: Normal
Airbag sensor · Abnormal: With the engine switch
G Sensor F/C Normal
assembly on (IG), signal from the airbag
Communication or - -
connection sensor assembly is not input for
Status Abnormal
condition 10 seconds or more.
Immobilizer
Immobiliser OFF or
fuel cut - - -
Fuel Cut ON
condition
Immobiliser
Immobilizer OFF or
Fuel Cut - - -
fuel cut history ON
History
Electrical Load Electrical load OFF or
- - -
Signal 1 signal ON
Electrical Load Electrical load OFF or
- - -
Signal 3 signal ON
Cruise Main Cruise control OFF or
- - -
SW condition ON
COMPRESSION (COMPRESSION)

(Reference)
Range Note
Value
· This is the engine speed when the

Active Test "Check the Cylinder
Compression" is performed.
(Normally, 51199 rpm is displayed.)
· This is the engine speed for each
This is the cylinder measured during the engine
engine speed cranking.
when the · When there is compression loss, the
Active Test engine speed for the corresponding
"Check the cylinder increases.
Cylinder
Engine speed Compression" HINT:
Engine 0 to
during fuel cut is performed When multiple cylinders have compression
Speed of 51199 -
of each loss, the engine speeds for the
Cyl #1 rpm · Engine
cylinder corresponding cylinders increase and it is
Speed
of Cyl possible to determine which cylinders
#1: have compression loss. However, it
227 cannot be determined that the cylinder
rpm with the highest engine speed has the
greatest amount of compression loss.
(The engine speeds of cylinders with and
without compression loss affect each
other.) At this time, it is necessary to
actually perform a compression
measurement.
(Reference)
Range Note
Value
Engine Engine speed 0 to - This is the · This is the engine speed when the
Speed of during fuel cut 51199 engine speed Active Test "Check the Cylinder
Cyl #2 of each rpm when the Compression" is performed.
cylinder Active Test (Normally, 51199 rpm is displayed.)
"Check the · This is the engine speed for each
Cylinder cylinder measured during the engine
Compression" cranking.
is performed · When there is compression loss, the
· Engine engine speed for the corresponding
Speed cylinder increases.
of Cyl
#2: HINT:
231 When multiple cylinders have compression
rpm loss, the engine speeds for the
corresponding cylinders increase and it is
possible to determine which cylinders
have compression loss. However, it
cannot be determined that the cylinder
with the highest engine speed has the
measurement.
· This is the engine speed when the

Active Test "Check the Cylinder
Compression" is performed.
(Normally, 51199 rpm is displayed.)
· This is the engine speed for each
This is the cylinder measured during the engine
engine speed cranking.
when the · When there is compression loss, the
Active Test engine speed for the corresponding
"Check the cylinder increases.
Cylinder
Engine speed Compression" HINT:
Engine 0 to
during fuel cut is performed When multiple cylinders have compression
Speed of 51199 -
of each loss, the engine speeds for the
Cyl #3 rpm · Engine
cylinder corresponding cylinders increase and it is
Speed
of Cyl possible to determine which cylinders
#3: have compression loss. However, it
226 cannot be determined that the cylinder
rpm with the highest engine speed has the
measurement.
Engine Engine speed 0 to - This is the · This is the engine speed when the
Speed of during fuel cut 51199 engine speed Active Test "Check the Cylinder
Cyl #4 of each rpm when the Compression" is performed.
cylinder Active Test (Normally, 51199 rpm is displayed.)
"Check the · This is the engine speed for each
Cylinder cylinder measured during the engine
Compression" cranking.
is performed · When there is compression loss, the
· Engine engine speed for the corresponding
Speed cylinder increases.
of Cyl
#4: HINT:
230 When multiple cylinders have compression
rpm loss, the engine speeds for the
corresponding cylinders increase and it is
possible to determine which cylinders
have compression loss. However, it
cannot be determined that the cylinder
(Reference)
Range Note
Value
with the highest engine speed has the
measurement.
This is the engine speed when the Active

Av Engine Average 0 to
Test "Check the Cylinder Compression" is
Speed of engine speed 51199 - -
performed. (Normally, 51199 rpm is
All Cyl of all cylinders rpm
displayed.)

(Reference)
Range Note
Value
Engine
IG, Run,
Stop&Start condition of
Stopreq,
of Eng the vehicle - - -
Stop or
State with stop and
Restart
start system
ACTIVE TEST
HINT:
· Using the GTS to perform Active Tests allows the vacuum switching valve and actuator to be operated without
removing any parts. Performing Active Tests early in troubleshooting is one way to save diagnostic time. Data List
information can be displayed while performing Active Tests.
· A DTC might also be detected when the Active Test or relearning, etc. of learning values is performed during a
procedure. For this reason, clear the DTC before returning the vehicle.
a. Warm up the engine.
b. Turn the engine switch off.
c. Connect the GTS to the DLC3.
d. Turn the engine switch on (IG).
e. Turn the GTS on.
f. Enter the following menus: Powertrain / Engine and ECT / Active Test
g. According to the display on the GTS, perform the Active Test.

Powertrain > Engine and ECT > Active Test
Measurement
Item
Control the Injection Increases/decreases -12.5 to 24.8% · Active Test test condition
Volume injection volume
· Engine speed 3000 rpm or
less
· Engine coolant temperature
80°C or higher
· Other than high temperature
and high load
Measurement ·
Item
The fuel injection volume can be
changed in fine gradations within
the control range.
· The air fuel ratio sensor and
oxygen sensor conditions can be
checked by increasing and
decreasing the fuel injection
volume.
· Select Data List / Gas AF O2
Sensor, and read "AFS Voltage
B1S1" and "O2S B1S2".
· During the Active Test, feedback
control is stopped.
· See waveform 1.
· Active Test test condition

Operates vacuum · Vehicle stopped
Activate the VSV for switching valve
OFF or ON
Intake Control assembly (ACIS · Maximum operation time is 10
VSV) seconds

· Engine switch on (IG)
Operates No. 1
Activate the VSV for
vacuum switching OFF or ON · The duty ratio is approximately
Evap Control
valve assembly 30% when this is ON
· See waveform 3.
Active Test test condition

Control the Fuel Operates C/OPEN · Engine switch on (IG)
ON or OFF
Pump / Speed relay · Shift position in P
· ON: Terminals TC and CG are

connected.
· OFF: Terminals TC and CG are
Connection condition disconnected.
Connect the TC and between terminals HINT:
OFF or ON
TE1 TC and CG of the Connecting the TC terminal
DLC3 sometimes causes the engine
idling speed to become rough.

Operates fuel cut
Control the Idle Fuel · Engine switch on (IG)
(fuel cut with idling OFF or ON
Cut Prohibit · Shift position in P
on)

Control the Electric · Engine switch on (IG)
Operates electric fan OFF or ON
Cooling Fan · Shift position in P
· Open: Opens throttle valve slowly

· Active Test test conditions
· Engine stopped
Control the ETCS · Engine switch on (IG)
Operates throttle · Accelerator pedal fully
Open/Close Slow Close or Open
valve (Slow) depressed (accelerator
Speed
position 58° or higher)
· Shift position in P
· Open: Opens throttle valve

quickly
Control the ETCS · Test conditions are the same as
Operates throttle
Open/Close Fast Close or Open Control the ETCS Open/Close
valve (Fast)
Speed Slow Speed.
· See waveform 2.
Measurement
Item
Control the VVT Operates camshaft -128% (retarded) to · Active Test performed:
Linear (Bank1) timing oil control 127% (advanced) Engine stall or rough idling occurs
valve assembly (for when the valve is operated to the
Intake Side) advanced side.
· Active Test not performed (0%):
Engine idles normally.
· Vehicle stopped
· Idling
· DTCs may be output by

performing the Active Test. This is
the result of the VVT system
operation and not a malfunction.
· See waveform 4.
· Active Test performed:

Engine stall or rough idling
occurs.
· Active Test not performed:
Operates camshaft
Control the VVT timing oil control · Vehicle stopped
OFF or ON · Idling
System (Bank1) valve assembly (for
Intake Side) · Shift position in P

· Active Test performed:

Engine stall or rough idling occurs
when the valve is operated to the
retarded side.
· Active Test not performed (0%):
Operates camshaft
Control the VVT · Vehicle stopped
timing oil control -128% (advanced)
Exhaust Linear · Idling
valve assembly (for to 127% (retarded)
(Bank1) · Shift position in P
Exhaust Side)

· See waveform 5.

· Engine stopped
Operates intake air · Shift position in P
Control the IAC Duty
control valve -100 to 100%
Ratio
actuator · Do not continuously operate the
motor for 10 seconds or more to
protect it.

Control the Cylinder Stops fuel injection #1/#2/#3/#4 · Vehicle stopped
Fuel Cut for each cylinder ON/OFF · Idling

Control the All Stops fuel injection · Vehicle stopped
ON or OFF · Idling
Cylinders Fuel Cut for all cylinders
ON or OFF
Measurement ·
Item
Check the Cylinder Checks engine speed When the Active Test is
Compression during cranking* performed, fuel injection and
ignition stop in all cylinders.
· Engine stopped
*: Check the Cylinder Compression

HINT:
Measure the engine speed of each cylinder during engine cranking.
When this Active Test is performed, fuel injection and ignition stop in all cylinders. Crank the engine for approximately
10 seconds and read the measured values. If the engine speed of one cylinder is higher than the others, the
compression pressure of that cylinder can be concluded to be malfunctioning.
1. Warm up the engine.

2. Turn the engine switch off.
3. Connect the GTS to the DLC3.
4. Turn the engine switch on (IG).
5. Turn the GTS on.
6. Enter the following menus: Powertrain / Engine and ECT / Active Test / Check the Cylinder Compression
7. Select the following monitor items: "Engine Speed of Cyl #1 to Engine Speed of Cyl #4" and "Av Engine Speed of
All Cyl"
8. With the engine stopped, change "Check the Cylinder Compression" to "ON".
HINT:
After performing the above procedure, fuel injection for all cylinders and ignition is stopped and the "Check the
Cylinder Compression" can be performed.
9. Set the snapshot function and start saving the data.

10. Crank the engine for approximately 10 seconds.
NOTICE:
· Do not crank the engine for 20 seconds or more.
· If the Active Test needs to be performed again after it has been performed once, return to the Active
Test menu screen. Then perform the test again.
· Use a fully-charged battery.
· If the engine is cranked with "Active Test" / "Check the Cylinder Compression" / "OFF" selected, the
engine is started.
· P1604 may be detected when the Active Test is performed.
· After performing the Active Test, be sure to check for and clear the DTCs.
HINT:
The engine speed displayed at first is the maximum value that can be displayed on the GTS. When cranking the
engine for approximately 10 seconds, "Engine Speed of Cyl #1 to Engine Speed of Cyl #4" displays the
measured values.
11. Stop cranking the engine and save the data.

12. Display the saved data, and read "Engine Speed of Cyl #1 to Engine Speed of Cyl #4" and "Av Engine Speed of
All Cyl".
Reference waveforms when Active Test is performed

1. Control the Injection Volume (after warm-up, during idling)
HINT:
During the Active Test, feedback control is stopped.
Active Test Data List Reference Value

- ▲A ▲B
Control the Injection Perform Active Test -12% 12%
Volume AFS Voltage B1S1 3.810 V 2.853 V
O2S B1S2 0.015 V 0.915 V
HINT:
· Normally, "AFS Voltage B1S1" is below 3.1 V (rich) when the Active Test (12%) is performed.
· Normally, "AFS Voltage B1S1" is 3.4 V or higher (lean) when the Active Test (-12%) is performed.
· Normally, "O2S B1S2" is 0.55 V or higher (rich) when the Active Test (12%) is performed.
· Normally, "O2S B1S2" is below 0.4 V (lean) when the Active Test (-12%) is performed.
· The air fuel ratio sensor has an output delay of a few seconds and the oxygen sensor has a maximum
output delay of approximately 20 seconds.
· If the sensor output voltage hardly changes while performing the Active Test, the sensor may be
malfunctioning.
2. Control the ETCS Open/Close Fast Speed (engine switch on (IG), accelerator pedal fully depressed)
HINT:
This Active Test cannot be performed when DTCs related to throttle are output.

- ▲A ▲B
Perform Active Test Open Close
Throttle Position No.1 2.597 V 0.761 V
Control the ETCS
Open/Close Fast Speed Throttle Motor Duty
12% 0%
(Open)
Throttle Motor Duty
0% 12%
(Close)
3. Activate the VSV for Evap Control (after warm-up, during idling)

- ▲A ▲B
Perform Active Test Voltage applied Voltage not applied
Activate the VSV for Evap
EVAP (Purge) VSV 29.8% 0.0%
Control
Injector (Port) 2495 μs 2541 μs
AFS Voltage B1S1 3.249 V 3.205 V
HINT:
· The above waveforms and values are provided as reference values. The feedback amount differs
depending on the concentration of HC in the purge gas (HC adsorbed by canister).
·
Even while the Active Test is being performed (EVAP Purge VSV 30%), air-fuel ratio feedback control is
continued to maintain the air-fuel ratio close to the stoichiometric air-fuel ratio. Therefore, by
monitoring the changes in "Injection (Port)", it is possible to judge if the No. 1 vacuum switching valve
assembly is actually open.
4. Control the VVT Linear (Bank1)

- ▲A ▲B

Perform Active Test* 20% -20%
Control the VVT Linear VVT Change Angle #1 54.1°FR 0.0°FR
(Bank1) VVT OCV Duty #1 57.4% 17.4%
VVT Aim Angle #1 37.4% 37.4%
HINT:
· *: Change "Control the VVT Linear (Bank1)" to 20% or -20%.
· The Active Test "Control the VVT Linear (Bank1)" considers the value of "VVT Aim Angle #1" to be 0 and
raises or lowers the duty ratio with respect to "VVT Aim Angle #1".
· The total sum of the Active Test "Control the VVT Linear (Bank1)" control value and "VVT Aim Angle #1"
value is approximately the same as the "VVT OCV Duty #1" value.
5. Control the VVT Exhaust Linear (Bank1)

- ▲A ▲B
Perform Active Test* 10% -10%
Control the VVT Exhaust
VVT Ex Chg Angle #1 37.5°FR 0.0°FR
Linear (Bank1)
VVT Ex OCV Duty #1 59.9% 39.9%
VVT Ex Hold Lrn Val #1 49.9% 49.9%
HINT:
· *: Change "Control the VVT Exhaust Linear (Bank1)" to +10% or -10%.
· The Active Test "Control the VVT Exhaust Linear (Bank1)" considers "VVT Ex Hold Lrn Val #1" to be 0
and raises and lowers the duty ratio with respect to "VVT Ex Hold Lrn Val #1".
· The total sum of the Active Test "Control the VVT Exhaust Linear (Bank1)" control value and "VVT Ex
Hold Lrn Val #1" value is approximately the same as the "VVT Ex OCV Duty #1" value.
© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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ENGINE CONTROL EFI SYSTEM (2AR-FE) DATA LIST/ACTIVE TEST

a. Connect the GTS to the DLC3.

b. Start the engine.

c. Turn the GTS on.

d. Warm up the engine.

e. Turn the air conditioning switch off.

g. Select any group on the group selection screen.

h. Read the Data List.

VEHICLE DRIVING DATA 1 (ALL DATA)

Powertrain > Engine and ECT > Data List

700 to 800 rpm:

· This is the engine intake air

· This is calculated based on

This is the engine coolant

This is the intake air temperature.

THROTTLE CONTROL 1 (PTRL THROTTLE)

Powertrain > Engine and ECT > Data List

Accel No. 2 0 to · 24 to · Accelerator Accel Sens. No.2 Volt % is converted

THROTTLE CONTROL 2 (ALL DATA)

Powertrain > Engine and ECT > Data List

THROTTLE CONTROL 3 (PTRL THROTTLE)

Powertrain > Engine and ECT > Data List

Throttle Throttle valve 0 to · 10 to · Engine Throttle Sensor Volt % is converted

Throttle Required 0 to 0.5 to 1.1 V: · Accelerator This is a value calculated by the

Throttle The throttle position command

· The ECM learns the throttle

+BM Voltage Electronically 0 to 11 to 14 V: - This is the power source used to

IDLE SPEED CONTROL (PTRL ROUGH IDLE)

Powertrain > Engine and ECT > Data List

· Engine speed 900 rpm or less

· Use this value for reference when

Neutral N position OFF or Only displayed for vehicles without the

This is the first feedback calibration value

FUEL SYSTEM 1 (PTRL AF CONTROL)

Powertrain > Engine and ECT > Data List

INTAKE CONTROL 1 (PTRL INTAKE CONTROL)

Powertrain > Engine and ECT > Data List

FUEL SYSTEM 2 (PTRL GENERAL)

Powertrain > Engine and ECT > Data List

EVAP SYSTEM (ALL DATA)

Powertrain > Engine and ECT > Data List

The purge concentration can be

EVAP No. 1 vacuum OFF or ON - - · ON is displayed when the No. 1

AIR FUEL RATIO CONTROL 1 (ALL DATA)

Powertrain > Engine and ECT > Data List

AIR FUEL RATIO CONTROL 2 (PTRL AF O2 SENSOR)

Powertrain > Engine and ECT > Data List

· CL: Feedback normal

IGNITION SYSTEM (IGNITION)

Powertrain > Engine and ECT > Data List

Knock Knock sensor -1024 to - · Idling This is the knock retarded

(*3): Based on the value -3°CA,

· Refer to the Note column of "Knock

· This is the idling stabilization

· This is the idling stabilization

Idle Individual 0 to - - · This is the idling stabilization

· This is the idling stabilization

INTAKE CONTROL 2 (PTRL INTAKE CONTROL)