Data List

fJDATA LIST
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DATA LIST
1. Outline
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[1] Signals Shown in Data List

• Data Ust is a function to check the "input signals from the sensor", "output signals to the actuator" and "various learning values" that are necessary for the ECU control in the form of ECU data. • The control data can be checked without touching various parts of the vehicle. And especially for the input signal system, it can be judged to be normal without conducting the individual inspections and wire harness inspection, when the ECU data inspection result is normal. In addition, the items that cannot be checked from outside, such as ECU learned conditions, can be checked. • Data List is generally classified as the following ECM data item groups; "input signals", "output signals" and "learning values". lneut Signals Signals from the sensors Signals sent to the ECM from various sensors and switches The operation conditions of various systems and driving conditions are sent to the ECM. Output Sigmals Signals to the actuator Signals that inform the ECM how to act against the actuator. Learning Values Value for compensation to gain current best vehicle conditions in accordance with the individual differences of the sensors and actuators and the characteristic changes over time recognized by the ECM.
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FJDATA LIST
[2] Data List Items

• Using the Data List function, data from the following systems can be shown in the details of the Data List items. m
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• This manual describes the Data list items by dividing them into the above categories searchability.
to improve
• However, Intelligent Testers can show the Data List items in various measurement groups, such as All Data, Custom List*, Primary* and some defined measurement groups . • Custom List: Measurement group that is arbitrarily selected by the tester user • Primary: Measurement group that is set for basic engine inspection
The applicable items and their values vary depending on the vehicle model and model year. For details about the Data List, refer to the relevant repair manuals.
IfJ DATA LIST
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Details of Data List Items

lndication Summary Measurement Item
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Catliester egor'1 .Oisplay
Diagnostic;; Notes Hint This parameter indicates the final accelerator pedal opening angle calculated by the ECM. Reference Value 0% for a non depressed accelerator pedal and 100% when fully depressed, and the value is in proportion to the accelerator pedal opening angle regardless of the engine conditions Ill'iint When the circuit is open or a short occurs, output is less than 0.4 V or greater than 4.8 V. If both No.1 and No.2 circuits are open or shorts occur, the fail safe value is used and the engine speed is fixed at first idle. Refe~ence Value Approx. 0.8 V for a non depressed accelerator pedal and 3.5 V when fully depressed, and the value is in proportion to the accelerator pedal opening angle regardless of the engine conditions. The gap between Accele Sensor Out No.2 is constantly 0.8 V Hint When the circuit is open or a short occurs, output is less than 1.2 V or greater than 4.8V. If both NO.1 and No.2 circuits are open or shorts occur, the fail safe value is used and the engine speed is fixed at first idle . Re·ference Value Approx. 1.6 V for a non depressed accelerator pedal and 4.3 V when fully depressed, and the value is in proportion to the accelerator pedal opening angle regardless of the engine conditions. The gap between Accele Sensor Out No.1 is constantly 0.8 V Hint This indicates the value of No.1 Accelerator pedal position sensor voltage divided by the sensor power source voltage (VC) Reference Va lue Approx. 16% for a non depressed accelerator pedal and 70% when fully depressed, and the value is in proportion to the accelerator pedal opening angle regardless of the engine conditions. Irlint This indicates the value of No.2 Accelerator pedal position sensor voltage divided by the sensor power source voltage (VC) Reference Value Approx. 32% for a non depressed accelerator pedal and 85 % when fully depressed, and the value is in proportion with accelerator pedal opening angle regardless of the engine conditions.
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Accelerator position status for engine control Min:1
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Cause of 0 ut of Range 1. 2. 3. 4. Under fail-safe condition for ECO system Accelerator position sensor malfunction Wire harness or connector ECM
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No.1 Accelerator age
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Cause cf Out of Range 1. 2. 3. 4. Under fail-safe condition for ECD system Accelerator position sensor malfunction Wire harness or con nector ECM
Measurement Item
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No.2 Accelerator age
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Cause of Out ef Range 1. 2. 3. 4. Under fail-safe condition for ECO system Accelerator position sensor malfunction Wire harness or connector ECM
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Cause of Out of Range 1. Under fail-safe condition for ECO system 2. Accelerator position sensor malfunction 3. Wire harness or connector 4. ECM Measurement Item
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No.2 Accelerator put Min~1 1. 2. 3. 4.
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Cause of Out of Range Under fail-safe condition for ECO system Accelerator position sensor malfunction Wire harness or connector ECM
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fJ DATA
LIST
Category
Tester Display
Indication Summary Measurement Item Hint
Diagnostic Notes
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Lambda value calculated from the air-fuel ratio sensor 14.6 is 1.000 8#5# represents the sensor location
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AF Lambda 8#5# = air-fuel ratio r 14.6 (Stoichiometric AI F ratio) Value less than 1 (0.000 to 0.999): Rich Value greater than 1 (1.001 to 1.999): Lean Air-fuel ratio Intake air mass I (main fuel injection + exhaust fuel addition injection mass) Referto illustration A.
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Reference Value 0.80: 0.90: 1.00: 1.10: 1.20: Hint Air-fuel ratio sensor output voltage learning value in atmospheric air. To correct variations caused by the individual differences of the outputs or deterioration by age, the ECM learns the air-fuel ratio sensor output value in the atmospheric air. Reference Value AD series engine reference value: 1.8 to 2.1 V Initial value in case of learning error 1.9994 V Hint Output current increases larger (lean) Reference Value Idling after engine warmed-up : -0.5 to 0.5 rnA Hint If the exhaust fuel addition injector is clogged, even if DPF/DPNR catalyst regeneration control is performed with the intelligent tester, the AF5 Voltage 8151 value will not change. Refer to illustration A. as the air-fuel ratio becomes 11.8 (Rich) 13.2 (Rich) 14.6 (Stoichiometric air-fuel ratio) 16.2 (Lean) 17.6 (Lean)
Cause of Qut ef Range 1. Air-fuel ratio sensor 2. Wire harness or connector 3. Fuel injector fuel addition 4. Exhaust equipped) 5. ECM Measurement Item
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Air-fuel ratio sensor output voltage learning value in the atmospheric air
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Cause of Cut of Range 1. Air-fuel ratio sensor 2. Wire harness or connector 3. ECM Measurement lterrn
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Air-fuel ratio sensor output current value 8#8# represents the sensor location Miml-128 rMax:1 127.99 I,Unit::! rnA
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Cause of Out of :Range 1. Air-fuel ratio sensor 2. Wire harness or connector 3. ECM Measurement Hem,
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Air-fuel ratio sensor output voltage value 8#S# represents the sensor location
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Reference Value
Cause 0f Gut oflRange 1. Air-fuel ratio sensor 2. Wire harness or connector 3. Fuel injector 4. Exhaust fuel addition equipped) 5. ECM
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Idling after engine warmed-up: 1.01 to 1.58 V injector (if
fJ DATA LIST
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Categery
:restef Display
Indication Summary
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Illustration A Air-fuel Ratio Displayed on Tester: 2 AF lambda 8181 1
Diagnestic Notes
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AF Lambda B151
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Ratio 114.6
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AF8 Voltage 8181 1
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0.513 0.787 1.724 25
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Air-fuel Ratio
A:F8 Voltage 81S~ A:F LamMa 818~ Air-fuel Ratio
0.828 12
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0.065 1.034 15
0.174 0.274 1.103 16
0.361
1.013 1.579
0.897 0.966 13
1.172 1.241 1.379 17 18 20
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fJ DATA
LIST
Gategory
Tester Display
Indicalion Summary Measurement Item Hint
Diagnostic Notes
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Shows the current value calculated from the current sensor output
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When driving after the engine is warmed-up, the values change in accordance with the amount of electricity generated by the alternator. In case of overcharge or over discharge, the charging control will be stopped to protect the battery and prevent capacity decrease Reference Value
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Battery current sensor Wire harness or connector Charging system (Alternator) Battery ECM
During vehicle acceleration: small current During vehicle deceleration: large current While battery discharged: negative value
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Measurement item,
Hint Charging control is performed in accordance with the sensor temperature signals because the current reception characteristics change in accordance with the battery fluid temperature Re,ference Value
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Cause of [lut of,Range 1. 2. 3. 4. 5. Battery current sensor Wire harness or connector Charging system (Alternator) Battery ECM The values change in accordance perature arou nd the battery with the actual tem-
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Measurement Item Voltage command value to the regulator when the Active Test "Control the Voltage of the Alternator" is performed Min(1
Hint Active Test support data Engine is operated Reference Value Changes in accordance Test Hint Active Test support data Engine is operated Reference Value The values change in accordance with the battery fluid temperature and driving conditions (12.5 to 14.8 V) with commands during Active
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Cause of Ol!lt.·ofIRange Measurement Item Voltage command value to the regulator when the Active Test "Control the Voltage of Alternator" is not performed (normally operate d) Min:1
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Indication Summary Measurement Item Check mode status I~~I ECM ON/OFF IUnit:1 N/A
GategeliY
Tester Display
Diagnostlc Netes Hint Check Mode: The mode in which certain DTCs can be detected more easily and with higher sensitivity. Reference Value ON: Check mode selected
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Categery
"Tester Display
Indicatien Summary Measurement Item Fuel injection volume correction for each cylinder: Rotational fluctuation compensation injection volume during idling (calculated from the crankshaft angular speed) 4 cylinder engine: #1 -, No.1 cylinder, #2 -, No.2 cylinder #3 __,NO.3 cylinder, #4 -, No.4 cylinder 8 cylinder engine: #1 --> No.1 cylinder, #2 -+ No.2 cylinder #3 -+ No.6 cylinder, #4 --> NO.7 cylinder #5 __,NO.3 cylinder, #6 --> NO.4 cylinder #7 -+ NO.5 cylinder, #8 --> No, 8 cylinder Min:il -10 1, 2. 3. 4. Hint
Diagnostic Notes
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When compensation is performed before a malfunction occurs, it is not always caused by a problem with the cylinder with the biggest absolute value Example: When the injection order is 1-3-4-2 #1 Compression leak --+ #1 angular speed becomes low and #2 angular speed becomes high #2 Injection volume excessive --+ #2 angular speed becomes high
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Cause ef €lut,of Range Fuel injector clogging Fuel injector deterioration Decrease in cylinder compression Injector compensation code is incorrectly set (forgot to input code after replacement or made mistake during setting of code after replacing ECM with one from another vehicle) Idling: -3,0 to 3,0 mm'!st Positive value if rotation speed of each cylinder combustlon process is lower than the target angular speed calculated from the target idling speed, and negative value if higher.
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Hint When this value (absolute value) is large, it shows that the difference between the actual fuel pressure and the target fuel pressure is large. A positive value shows that the amount of fuel compressed and fed has increased due to lack of pressure. A negative value shows that the amount has decreased due to excessive pressure, When the pump SCV malfunctions, the rail pressure usually becomes excessive due to SCV stuck open malfunction and this value and the "Pump SCV Learning Value" becomes smaller. Reference Value -20 to 20 mm'lst at standard temperature Basically, if the actual fuel pressure = target fuel pressure, the injection pressure feedback compensation amount = o.
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Injection pressure feedback correction amount Injection volume correction when there is difference between the calculated injection volume fuel pressure and the actual fuel pressure
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C.ause e~Gut of Range 1. Suction control valve malfunction 2. Clogged fuel filter
F.I DATA LIST ~

GatTester egel?)( Display Intlicalion Summaii}' Measuremen.t,iltem. Hint • "In] Vol FeedbacK Learning" is calculated by the deviation of the injection volume at idle speed when the engine has warmed up. • When poor quality fuel or sustained low-speed driving causes a reduction in the injector nozzle hole area (reducing injection volume), the "Inj Vol FeedbacK Learning" will become an abnormal. value (for example, 2.0 mm'/st). Atlhe time if all of "Injection Feedback Value #" are within specifications (for example, less than 2 mm'/ st), then all cylinders are considered to be malfunctioning. • other than the injectors, fuel filter pore blockage, poorquality fuel, compression loss and large engine friction can all cause "In] Vol Feedback Learning" to be abnormal. • When the engine is started in cold conditions, the idling engine speed is high and gradually slows down in accordance with the increasing engine coolant temperature. If the changing value of the idling engine speed is unstable during engine warming up, check "Inj. FB Vol. For Idle". • When combustion noise or drivability is bad, check "In] Val Feedback Learning" as part of the injection system deterioration diagnosis. • Only when the ignition switch is turned off, the learned value "S updated gradually. • Refer to illustratton 8. Reference \/alue Dia§nostic Notes
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Injection volume compensation learning , value: Injection volume compensation value for reaching the target idling speed at the current engine status using the injection volume at the minimum engine friction (Idle Injection I Volume [Min])
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Fuel injector 2. Engine assembly (low ccrnpres slon , large engine friction, etc.) MessurementHem
Idling: -2.0 to 2.0 mm'/st
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Hint When the electric load or the AC SW is ON, compensalion is performed respectively Compensa1ion amount is the total amount for all cylinders
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Idling stable condition injection volume compensation learning value: Compensation injection volume when there is difference between the target engine speed and the actual engine speed while idling Min:j -80 jMa*:ij 79.998 I;WAit:1 mm'/st
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Referel'l<;~ Value
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Cause of, OuHllf,Range t . Fuel injector . 2. Fuel filter 3. Inferior quality fuel (lOW compression, 4. Engine assembly , large engine friction, etc.) Measuremen.ltem Idling: -to to 10 mm'/st
Hint • Injection amount for each combustion. • If injectors are clogged, fuel quality is poor, the fuel filter is clogged, or engine friction increases, the "Injection Volume" will increase, • If there is a malfunc1ion due to law turbocharger pressure or a low intake air volume, the injection volume is limited and there is a lack of power. 100 rUnit::! mm'/st Ref!lrem:e Va lue
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Cau se of Out of Ra nge 1. Fuel injector 2. Fuel filter 3. Inferior quality fuel 4. Engine assembly (low compression, la rge en gine frictio n, etc.) Idling: 3.0 to 10.0 mm'/st
fJ DATA LIST
CatTester egfiJry Display
Diagnostic Notes
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Displays the ECM error status when the injector compensation (QR) code is unregistered or unable to be read out Displays the compensation (OR) code writing error status
This flag displays an error when the injector compensation code is not input for a new ECM or an injector for a different type or a value beyond the compensation setting range is input. This error may not be detected when a wrong compensation (OR) code is input. For unregistered ECM, MIL will illuminate. On certain models, P1601 will be displayed Reference Value No error Hint The injector flow amount decrease can be diagnosed by comparing the value with the injection volume command value when idling without an electric load after the engine is warmed-up. When the "Inj Vol Feedback Learning" has been increased to 1.5 to 2,0 mm'/st when the travel distance is short (10000 to 20000 km), the flow amount may have decreased due to a clogged injector caused by bad fuel etc. Refer to illustration B Reference Value 3.0 to 10 mm'/st Injection volume compensation is determined result of the Inj Vol Feedback Learning Mint • When unable to start, whether the injection is conducted is checked, • When the fuel pressure falls to 15 MPa or less, "Main, Injection Period" is set to O. • When P0093, P0607, P0627, P062D or P062E is stored, there is an engine stall request. At that time, "Main Injection Period" equals O. • As the engine stalls 1 minute after the MIL illuminates, freeze frame data cannot be checked. from the
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cause of Out oflRange QR code writing error Measurement'lltem
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Reference value for calculating the injection volume compensation learning value "Inj Vol Feedback Learning"
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Refer-ence Value
@flRange Idling, engine warmed up: 490 to 690 I1S (IVD engine reference value) 170 to 368 us (2AD engine reference value)
1, ECM (calculation items related to the injection volume control) 2. Fail-safe due to DTC (DTC P0093, P0607, P0627, P062D, P062E, etc.) detection
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Measurement Item Main injection timing Min:1 -90 IMax:1 Cause of out of Range 1. ECM (calculation items related to the injection timing control) Measurement Item Pilot 1 injection timing Min:,1 90 IUnit:1 °CA
Hint Use "Main Injection Timing" to check poor drivability when the following symptoms are present: Bad injection liming, black smoke, and white smoke. Reference Value Idling after engine warmed up and vehicle under normal' atmospheric pressure: -5 to 15 ·CA Hint Check to see if "Pilot 1 Injection Period" is not zero when the symptoms occur, IUnitl fJS to the ReferenGe Value Idling:
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Cause of Out of Range 1. ECM (calculatio n items related multiple injection control)
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FJ DATA LIST
Category
Tester Iilisplay
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lndlcation Summary [IMeasurement Item Pilot 1 injection timing Min: 1 -70 IMax: 1 Cause ef Out of Range 20 IUnitl 'CA Hint
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Use "Pilot 1 Injection Timing" to check poor drivability when the following symptoms are present: Bad injection timing, black smoke, and white smoke . Reference Value Idling after engine warmed up and vehicle under normal atmospheric pressure: 0 'CA Hint Check to see if "Pilot 2 Injection Period" is no! zero when the symptoms occur. l'Unitl Ils Referen ce V,aIlJe Idling after engine warmed up: 390 to 490 us (1VD engine reference value) 148 to 260 us (2AD engine reference value) Hint Use "Pilot 2 Injection Timing" to check poor drivability when the following symptoms are present: Bad injection timing, black smoke, and white smoke. 20 IUnit:1 'CA Reference Value after engine warmed up and vehicle under normal atmospheric pressure: -6 to -2 'CA Hint Check to see if "After Injection Period" is not zero when the following symptoms occur: Black smoke, poor drivability.
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Measurement' Item Pilot 2 injection timing Min: 1 0 liMax: 1 65535
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1. ECM (calculation items related to the multiple injection control) Measurement Item After Injection Period Min:J 0 IMax:1 65535 I;Unit:il J.ls to the
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Reference Value 2000 rpm with no load: 300 to 370 us (1VD engine reference value) 90 to 110 I-IS (2AD engine reference value) Hint Use "After Injection Timing" to check poor drivability when the following symptoms are present: Bad injection timing, black smoke, and white smoke.
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Cause of-Out of Range 1. ECM (calculation items related multiple injection control) Measurement Item After injection timing Min:1 -10 IMax:1 Cause of Out of Range
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Reference Value rpm with no load: 23 to 30'CA Hint When the learning is incomplete, the MIL comes ON and P1601 EEPROM error will be recorded When replacing injectors or ECUs, use an intelligent tester to perform learning. Reference Value Standby: Not performed (pilo! quantity learning manual mode standby) Wait: Waiting for the learning activation conditions to be met Learn: Learning is performed Stop: Learning is stopped Complete: Learning is complete
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1. ECM (calculation items related multiple injection control) to the Measurement Item
Pilot quantity learning status
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Standby I Wait I Learn I IIU ·t·1 N/A Stop I Complete II' nl '1
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DATA LIST
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Category
Tester El.isplay
lndicatlen Summary Measurement Item Hint
Diagnostic Notes
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Pilot quantity learning prohibition state
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Displays the pilot quantity learning prohibition state due to the after-treatment control. Learning cannot be performed under following conditions: • Catalyst regeneration control (PM combustion) is performed • Catalytic converter bed temperature rise prevention control is performed (DPF/DPNR) • Air-fuel ratio sensor atmospheric air learning is performed. Pilot quantity learning needs to be performed after replacing the injector, however learning is prohibited during DPF/DPNR catalyst regeneration conlrol because it cannot be conducted properly during regeneration control. N/A Reference Value READY: Catalyst regeneration control not performed Hint The ECM corrects variations due to the individual difference of pump discharging performance. Initialization is necessary when the supply pump or ECM is replaced Reference Value -200 mA to 200 mA (reference values) The displayed value varies depending on the individual difference of the fuel system components. In addition, the value varies when the actual common-rail pressure is outside the target pressure range due to any malfunction other than supply pump malfunctions.
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Gause o~ Q ut of Range Learning may not have been performed using an intelligent tester after replacing the injector or ECM I 'Measurement Item
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Supply pump individual difference learning value Minl4096 Max:1 4096 l:Unit:1 mA
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Illustration
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Inj. Vol. Feedback Learning
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Injection Volume
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Injection
Volume
(Min)
Driving
Distance
FJ DATA LIST
Categary
Tester Display
Indication Summary Measurement ftem Hii'll
Diagn0stic Notes
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Number of detected DTCs
<lJ 'C ::J
"0 c
<J)
The applicable Diagnostic Trouble Codes (DTCs) are stored in the ECM memory when the vehicle on-board computer detects a malfunction in the computer itself or in drive system components. Number of DTCs appearing at least once during the last 40 times the vehicle was warmed up, I:Unit:,1 N/A Reference Value
-l
~
m
C
(l)
o
"T1
<Il
Min:!
IMa.x:1
255
-l rn
'0 0
Cause of Out ef Range The vehicle on-board computer (ECM) detects a malfunction in the common-rail diesel engine control system Measurement Item Malfunction Indicator Lamp (MIL) status 0: System normal
..Q
"*'
Hint The MIL is illuminated when the vehicle on-board computer detects a malfunction in the computer itself or in drive system components. N/A Reference Value
~ rTl ~ nn
nn
;:0
:a:
_, -
l~tal~1
ON/OFF
IUnitl
Cause ofiOut of Range The vehicle on-board computer (ECM) detects a malfunction in the common-rail diesel engine control system OFF: System normal
~ 0
o
o
Measurement Item
. Hint • Distance driven since the DTCs were cleared. • (Data List's "Distance from DTC clear") - (Freeze frame data's "Distance from DTC clear") = Distance driven since the abnormality occurred, IUnitl km Reference Value Hint • Distance traveled after a DTC is stored. • Cleared when the negative (-) battery cable is disconnected or when the DTG is cleared using the intelligent tester. • Result of ECU calculations (using the vehicle speed) IUnitl km Referenee Value Hint Reference ""alue Hint, N/A Referenee Value Euro-OBD applicable country models: E-OBD
tE-o
-!tI
<I.>
~~
<I.>
Distance after DTC cleared
I~
Q.
!tI
gu
0
1il
!tI
Mi~:1
[Max:1
65535
Cause o~Out of Range Measurernen t litem
o c
<I.>
0
Z
1il
c
!tI
Distance after DTC stored
&
0
_, ~
Mimi
!Max:!
65535
Gause of Gut oflRange -
~".;
:>,}.~~" , .:
t~
-t-
Measuremenf Item Number of DTCs related to the emission deterioration Min:1
Q; c: .00
:::l.~
°o
E'(i)
UJ
!Max:]
255
It!Jnit:1 N/A
zE
Cause of (Jut of Range -
C
Q)
If)
Measu remen t 'Item Identifying OBD requirement Min:1 E-OBD I EU~~4/ Euro 5/1UJniti Cause of Out of Range -
'5 a::: rn 0
0
Q)
~
0'
6 DATA LIST
rn
-n -n
Categ0ry
Tester Qisplay
..J
Diagnostic Notes
rn o
~
E
0
Q}z
<: rn
c en m
-i
.)::
Running time after MIL tunis on
Z
-i
o -n
~o
.f: c c
Cl
• Engine run time since the MIL illumination. • Cleared when the negative (-) battery cable is disconnected or when the OTC is cleared using the intelligent tester. min Reference Value Hint When the Active Test "Connect the TC and TE1" is performed. the system behaves as if TC and CG were connected.
MiA:1
IMax:1
65535
_ll:Jnitl
C ause of 0 ut,ofl Range Measurement Item
rn r r
c::
:J
G) rn
-i -i -i
rn
en
:;u
rn
I'0 r:: m I-
TC and TE1 terminal of OLC3 l~t~I@1 ON IOFF
IUnitl
NIA
Reference Value OFF: TC and TE1 are not connected Hint Time elapsed since the OTCs were cleared (or shipment from the factory).
~.
o I~
Measurement Item
Q)
0'0 ¢::m m,2

Q} ~
Time after OTCs cleared Min:1 0 IMax:1 65535 JUnit:1 min
Reference Value Hint (Data List "Warmup Cycle Cleared OTC") - (Freeze frame data "Warmup Cycle Cleared OTC") = Warmup cycles since the abnormality occurred. Reference Value -
E i=
Q}()
Cause of Out of Range Measurement litem
.2u 010
0
:J ~
Number of engine warm ups since OTCs were cleared. Min:1
0..'0
Em ~o
Q}
Q}
IMax:1
255
IUnit:!
NIA
Cause of Gut of Range -
f) DATA LIST
8atWester egary,' Bisplay

"
lndleation Summary Measurernenbltern Hint
0iagm'lslic Nates
m
"Tl "Tl
m
--I
-.
"*' c
,Q '(i) 0 0,
Actual diesel throttle valve opening degree # represents the bank
;;;t~;c;
.:
..!!!
:::;
.<::
It)
Closing percentage of the throttle valve. • Fully closed: 100%. • Fully open: 0%. There is no connection with the accelerator. However, under full load, the throttle is usually fully open (0%). • stuck closed: Engine stall, difficult to start, lack of power, black smoke, rough idle • Stuck open: Loud turbocharging sound, bad vibration when engine stopped • When ECM detects a malfunction in the diesel throttle (MIL on), engine power is restricted so that the vehicle can drive at a maximum speed of 80 to 120 km/h. R'eference Value
<: m
o -n
Z
--I
c (f) m
m
r
r
" ~
m
rri
~ ;;0
I~;U;'
....
'"
::l
Min:1 -20 rMal<:::1 Cause of, 01:11 9flR~nge
120
IUnitj
",
I.'
1, Diesel throllie body (stuck open, stuck closed) 12. Diesel throttle position sensor i 3. Wire harness or connector 4. ECM Measurement Item
Idling after engine warmed-Up: 0 to 90% (accordance with injection volume)
Iii in! • If the system is functioning properly, learning will be performed when the ignition switch is turned from on to off. ' • NG indicates that a foreign object may be lodged in the throttle valve or actuator cornponents, or a disconnect! short exists in the signal wires, Referenee Value
;'e I~
f-
::~I;
--'
'"
<lJ
Diesel throttle valve full closed learning status # represents the bank
position
.;~. ,~l>
.Q,
.
eB .<::'"
"iii <J)
<lJ
Bill
<ll"*'
ISc~1 NG/OK l~nit:1 NIA Cause of eut oflRange 1. Diesel throttle body (stuck open, stuck closed) 2 . Diesel throttle position sensor 3, Wire harness or connector 4. ECM Measuremenlltem
1-00
is
OK
"
"
"
Hlnt • When the ignition switch is turned frorn on to off and 5 seconds elapse, learning of "Throttle Close Learning Val." will be complete. • When "Throttle Close Learning Val." is outside of the normal range, a foreign object may lodged in the throttle valve. Diesel throttle valve opening degree reference value: Fully closed: 17.25 deg. Fully open: 87.25 deg, • If the value is stuck at the upper limit of 21.25 deg, there is a chance that a malfunction is present. However, as the initial value for the learned value is 21.25 deg, it is necessary to check the value after learning is completed . Referenee :Value
",
'.'
Ie
l.:
.,'
' ....... '
I:)
I" I'
"
..
--'
'E '" w
w"*' ilJ_:
;:::
OJ
Diesel throttle valve full closed learning value # represents the bank
position
~f"
<3~
j,!
I-
.c
:s
Mill:
,
a I Max]
249.99
IWnitd
deg
f';" :.
:
(S;.ause Qut'QfRange of, ,1, Diesel throttle body (stuck open, stuck closed) 2 .. Diesel throttle position sensor 3. Wire harness or connector 4. ECM 14 to 22 deg (rotary solencld drive diese.1throttle valve reference value)
IfJ DATA
LIST
rn rn rn rn
CalTester egar'S( Display
Indieation Summary Measurement lIem Hint
Diagnostic Notes
"T1 "T1
o c
"T1 Z
.·'~t:\·
-;
<:
(!"J
-; rn r
r
k
-.
>I:::J
Ci
'II:
Diesel throttle motor actuate duty ratio # represents the bank
G5
rn
z -;
-; rn
(!"J
.
";
..
;'
::u
-; rn
x:
e
I-
~ ~
.8
0
• To 0%: Closed side diesel throttle actuation. • To 100%: Open side diesel throttle actuation. • When this value is large but the actual opening angle does not reach the target opening angle, there is an unable to close malfunction. • If it is small, but the actual opening angle does not reach the target opening angle, there is an unable to open malfunction. • Usually this value is at approximately 50 +f-20%, but momentarily jumps outside this range do occur. • If a duty outside 50 +f-40% continues for several seconds, it will be judged that the diesel throttle is not rnoving properly and the MIL will be illuminated. If the duty ratio does not remain constant when the target throttle position is constant, the mechanical movement of the throttle valve is unsmooth. % R~ference Value
Min:l
I,Max:1
100
Iunit]
Cause 01 Out of Range
I>
1['
0>
1. Diesel throttle body (stuck open, stuck closed) 2. Wire harness or connector 3. ECM Measurement Hem c
:0:
Idling after engine warmed-up: 10 to 90%
Hint The ECM learns the valve position by detecting the full open position using the diesel throttle valve full open switch and determines the full open and full closed steps and recognizes the position by the steps. Fully open: 0 step Fully Closed: 160 step (CD engine reference value) Reference Value Idling after engine warmed up: 100 to 150 step (reference value) Hint • Throttle position sensor output voltage is converted using 5 V = 100%. • When fully closed: 14%. • When fully open: 70%. • When the ignition switch is turned from off to on, the throttle valve fully opens once. • When the ignition switch is turned from on to off, the throttle valve fully closes once. Symptoms when out of range: • Stuck closed: Engine stall, difficult to start. rough idling, lack of power, black smoke, white smoke • Stuck open: Loud turbocharging sound, bad vibration when engine stopped • When the ECM detects a malfunction with the diesel throttle (MIL on), engine power is restricted but city drlving is possible. Reference Value
II'
t<=
<Il
·iii
(5
'"
!;oj
<Il
!l!
tI)
.2:l
0 n, 0..
Diesel throttle valve position for step motor type
1::
15
Min:1
IMax:!
255
IUnitl
step
Cause of Out; of Range 1. Diesel throttle body (step motor) 2. Wire harness or connector 3. ECM Measurement Item
Ii,;
Ie Throttle position sensor output # represents that there are 2 sensor output systems. Displayed in % by dividing the No.1 throttle sensor output value by the sensor power voltage. Displayed in % by dividing the No.2 throttle sensor output value by the sensor power voltage.
~
'II:
=<
<f.
sn
'"
c::
<Il
(5
<Il
1::
I-
MinJt
IMaxi
100
I:Unil::1 %
Cause of Out of Range 1. Diesel throttle body (stuck open, stuck closed) 2. Diesel throttle position sensor 3. Wire harness or connector 4. ECM • Ignition switch on: 60 to 80% • Warmed-up and idling: 10 to 80%
FJ DATA LIST
Category
Tester Display
'II:
lndieatien Summary I!'Measurement Item Hint
Dlaqnestis Notes -n rn o -t
m -n
<::
·iii
.;::;
0 0..
:;::;
Q)
Target diesel throttle valve opening degree # represents the bank
11
a
"§
s: I-
If the actual throttle position follows this value, it is normal. Fully closed: 100% Fully open: 0% The value should not largely differ from the actual throttle position Reference Value Idling after engine warmed-up: 0 to 90% (accordance with EGR control condition)
~
m
C
(j)
Min:I-128IMax:1
127
IWnit.l
"T1
f!.
a; 2'
Cause af Out o~Range ECM (calculation items related to the diesel throttle control)
Z -t m
r r
G)
z -;
IDiagnostic Netes
rrl tn
-I
m ;u
N/A
Reference Value
Accordance with transmission gear position
Malfunction in ECT (electroniC controlled transmission) system
Accordance with transmission lock-up status
IIDATA LIST
m .,.,
m
-I
Category
irester Display
Indieation Summar¥ Measurement Item Hint
iZliagnostic Notes
" o
~
en Z
C
o .,.,
-I
rn
'1:10
Q_
<Ii
r ,....
rn
g
(9
<l1
>
Actual EGR valve opening #represents the bank Calculated from EGR valve positiori sensor
15 rn
z
-I -I
a:: -
Fully open: 100%. Fully closed: 0%. Inspect while comparing to 'Target EGR Valve Pos.", Check the valve movement via the Active Test. Sometimes the malfunction only occurs around a certain temperature, so refer to the engine coolant temperature and outside temperature at the time the malfunction occurred. "Actual EGR Valve Pos. #2" has to be inspected while comparing to "Target EGR Valve Pas. #2". Reference Value
• • • • •
rn
en -I m
'"
::l
Min:11 1. 2. 3. 4.
IMax:]1
100
IUnitl
Cause of Out of Range EGR valve EGR valve position sensor Wire harness or connector ECM Idling after engine warmed up: 0 to 80% (accordance with EGR control condition)
;0
Measurement Item EGR operation status for vacuum controlled EGR valve ~lit@1 ON/OFF IUnit:1 N/A
Hint Active Test support data Displays ON when the E-VRV drive duty ratio is 45% or more Reference Value
> >
<f)
c::
(9
Cause of Out of Range 1. 2. 3. 4. E-VRV EGR valve Wire harness orconnector ECM ON: Active Test item 'Control the EGR System" operated
a::
Measurement Item
Hint • This value is the EGR position sensor output voltage. • At the upper and lower limits of the normal range, it is possible that a foreign object is lodged in the EGR valve seat area. • As the lower and upper limits are 3.5 V and 4.5 V respectively, if the value becomes stuck at either of these values, there is a malfunction in the position sensor or the valve position may be misaligned (foreign matter is present, etc.). Reference Value Idling: 3.5 to 4.5 V Initial value 4.0 V when the battery terminal is reconnected Hint • "OK" means the fully closed position learning has completed normally. • When NG, the learned fully closed position may be outside of the normal range. When NG. there may be foreign matter stuck in the valve. • After disconnecting and reconnecting the battery cable, if the ignition switch has not been turned to off once, learning may not be completed. Referenee Value
(9
-''1:10
~-'
E~
(11
EGR valve full closed position learning value # represents the bank
--,--'
Q) ~
(9(9
a::C::
aD
00
IJ)
Q) Q)
IJ)
Min:11 1. 2. 3. 4.
IMax~1
l,unit!1
WW
Cause of Out ofiRange EGR valve (carbon deposits, stuck open) EGR valve position sensor Wire harness or connector ECM
Measurement Item
iii
(iJ
'"
:J <l1
EGR valve full closed position learning status
.::J
(J)
D
(9
c::
:~tTusI 1. 2. 3. 4.
NG/OK
IWnitl
N/A
Cause of Out of Range EGR valve (carbon deposits, stuck open) EGR valve position sensor Wire harness or connector ECM OK: Full closed position learning complete
fl DATA LIST
Gategory
Teste~ Display
l3iagnostic Notes rn "Tl -n
'Ito
0
<£) <I)
"5 0. "5
~ 0
Displayed in % by dividing the sensor output value by the sensor power voltage # represents the bank
!
(()
~ :::;
(9
'"
• EGR Lift Sensor Output is calculated from the EG R valve position sensor output voltage. Value is 0 to 5 V converted to 0 to 100%. • Sensor output may vary depending on the engine There are 2 types. one with the position sensor voltage around 0 V and the other around 5 V at the closed side • Except for the engines without the open ing degree feedback. the EGR valve may be malfunctioning if the difference between the value and the target EGR valve opening degree is larger than the predetermined value. Reference Value Fully closed: 80 +/- 10% Fully opened: 26 +/-10% (AD series engine reference value) Hint OK: Status when the EGR valve can be forcibly driven. NG: Status when it cannot be forcibly driven. When the engine is running, the Active Test of "Control the EGR Step Position" can operate the EGR valve only to the closing side. When the engine is not running (ignition switch ON), the Active Test can operate the EGR valve to both the open and closing sides. IlReference Value
c (fl m
~ < m
o
"Tl
r:
~ r
a::
w
Min:1
IMax:1
99.6
!Unit!
G.i rn z ...oj
...oj
Cause o~Qut ef Range

1. EGR valve (carbon deposits, stuck open)
m m
:;u
(fl
-;
2. EGR valve position sensor 3. Wire harness or connector 4. ECM Measurement Item
0...
~ :.c e
r:! .,
EGR valve forced drive prohibition status
0 :;=;
'"
0.
.~
NG/OK
Il!!Initl
N/A
a::
w w
Cause of Clut.of!Range Following execution conditions for the Active Test are not met. 1. Ignition switch ON 2. Vehicle stopped condition 3. Engine stopped (opening direction drive is restricted when the engine is running) Measurement Item OK: Active Test item "Control the EGR Step Position" can be performed
(9
Hint ECM calculated value based on sensor signals • Fully open: 100%. • Fully closed: 0%. • When value is out of range and approaching 0%: MAF meter degradation. intake or exhaust system blockage • When value is out of range and approaching 100%: EGR pipe blockage Reference Value Idling after engine warmed up: 0 to 80% Changes in accordance with the engine operating conditions 15 to 35% (2AD-FHV reference value) Hint The step motor is controlled in up to 58 incremental steps (converted for 2 phase excitation), with a stroke of 4.3 mm between the full close to full open positions. The ECM determines the number of steps for the fully closed condition by full closed position learning and recognize the valve position by the steps. Fully open: 125 steps (converted for 1-2 phase excitation) Fully closed: 0 step Refer.ence Value Idling after engine warmed up: 0 to 125 steps (accordance with EGR control condition)
'It 0 0...
!Ii
a::
w
ECM calculated target EGR valve opening degree # represents the bank
(9
a;
Ol
Min:1
rMax:1
100
IUnit!
Cause of €lut of Range 1. ECM (calculation EGR control) 'Measurement Item items related to the
.Q
c
0
'iii
0... o,
Current EGR valve opening degree for the step motor
(9
a::
U5
<!)
Mini!
o IMax:.!
125
!Unit!
step
Causa ofl Gut efiRaAge 1. EGR valve 2. Wire harness or connector 3. ECM
fJ
DATA LIST
m
rn
-I
"T1 "T1
Categel)'
Tester I!lisplay Measurement
Indication Summary Item Hint
Diagnostic Notes
<: m
c
[J}
~
UJ
EEPROM error status for DPF/DPNR catalytic converter
o ...,
Z -I m rr-
e0
E ISlii~1
• When the DPFIDPNR catalytic converter thermal deterio ration data exceeds the predetermined value, DTC P2002 is set and Error is displayed. • ECM calculates and integrates the DPF/DPNR catalyst thermal deterioration data by the engine load, etc. Reference Value
(!)
No error I Error
IWnid
N/A
(;)
2-
1il a; '"
:::E
Cause of Out of Range I. DPF/DPNR catalytic converter is deteriorated 2. After the DPF/DPNR catalytic converter has been replaced, DPF/DPNR catalytic converter thermal deterioration data is not initialized. Measurement Item No error: DPF/DPNR catalytic converter normal (DPFIDPNR catalytic converter thermal deterioration data does not exceed threshold)
m z
-I
rTf
~ m
;u
Hint • This number indicates the correction value (0 point caltbration) for compensation of variance in the differential pressure sensor. • If this value of DPF Differential Pressure does not appreach 0 kPa when the ignition switch is on (engine is stopped) and the Diff. Press. Sensor Carr. displays less than -1.5 kPa or more than 1.5 kPa, there may be a malfunction in the differential pressure sensor, • Note however, that the output of the differential pressure sensor fluctuates depending on the temperature. Referenc::eValue Ignition switch ON (engine stopped): -1.5 to 1,5 kPa ,J;iint • When the DPF/OPNR catalytic converter thermal deterioration data exceeds the predetermined value, DTC P2002 is set and Error is displayed. • ECM calculates and integrates the DPFfDPNR catalytic converter thermal deterioration data by the engine load, etc. Reference Value
o 0
(!) (/)
t:::
'"
<:
Differential pressure sensor 0 point learning value Compensates the sensor output drift when the ignition switch is on (the engine is stopped).
~ '" 0.. :::

is
ui
Min:.1 -10 IM!ilx:;1
245.9
l!Jnil:!
kPa
Cause of () ut 0f Range 1. Differential pressure sensor 2, ECM
1il
:J
..c
l1J
'"
'§
0 .;::
C1>
I Measurement
Item
Displays the deterioration condition status from the DP FlOP N R catalytic converter thermal deterioration data
$ 0
C1>
'" §
(!)
s~L
Normal I Deteriorated
TUnitT
N/A
eause of Out of Range I. DPFIDPNR catalytic converter is deteriorated 2. After the DPF/DPNR catalyst has been replaced, DPFJOPNR catalytic converter thermal deterioration data is not initialized. 3, Exhaust gas temperature sensor (I n) 4. Exhaust gas temperature sensor (Out) Measurement Item
fI.J..
s:
o, 0
Normal: DPF/DPNR catalytic converter normal (DPF/DPNR catalytic converter thermal deterioration data does not exceed threshold)
Hint • When PM (Particulate Matter) builds up in the DPFI OPN R catalyst, the "DPF Differential Pressure" value increases. • If the differential pressure in front of and behind the catalytic converter becomes near the value of the "intake air amount multiplied by about 0.25", the catalytic conerter is probably clogged with PM even if OTC P2002 is not present. Reference Value
~
::J
o,
m :;;; <:
'" ~ '" e
Differential pressure sensor output value
~
I.J.. 0..
is
0
Min:11 -5
IMax::1
100
I,UnitJ
kPa
Cause of Out Qf Range 1, DPF/DPNR catalytic converter 2. Vacuum transmitting pipe clogged pressure sensor vacuum 3. Differential hose clogged Idling: -3kPa to 3kPa
fJ DATA
LIST
Category
Tester £Display
lndlcatlon Summary Measurement,llem Hint
Diaqnostlc Notes rn
'Tl 'Tl
.::: '" U «
z
l.L..
.l!l
Result of checking whether the catalyst is activated when the catalyst regeneration control is performed .
n,
~QU§I
• Exhaust gas temperature does not rise enough during the DPFfOPNR catalyst regeneration control. • If the exhaust gas temperature does not rise enough, then "No Activate" appears on the intelligent tester display. In this case, DPF/DPNR catalytic converter deterioration or clogging of the exhaust fuel addition injector are possible causes of the malfunction. • Other possible causes include EGR valve malfunction, exhaust gas temperature sensor malfunction, and injector malfunction. Reference Value
rn
o
-I
c m
(/)
<: m
o 'Tl
Z
r
-I m r m -I
G>
Activate I No Activate
IUnitl
N/A
Cause of out of Range 1. DPF/DPNR catalytic converter 2. Exhaust fuel addition injector 3. Exhaust gas temperature sensor (In) 4. Exhaust gas temperature sensor (Out) 5. Fuel injector assembly 6. ECM Measurement Item
rrl
Activated: Catalyst regeneration control is performed.
~ m
;:0
Hint • If PM (Particulate Matter) builds up in the DPF/DPNR catalyst, the pressure differential from front to rear of the DPF/DPNR catalyst gradually increases. • If "Blocked" appears on the intelligent tester, clogging of the DPFIOPNR catalytic converter or exhaust fuel addition injector are possible causes of the malfunction. • Other possible causes include injector system malfunction, differential pressure sensor system malfunction, exhaust leaks, and MAF meter malfunction. • Clogging of the DPF/DPNR catalytic converter may be caused by the use of an oil that does not meet the specifications, such as a high-ash engine oil, or a high rate of engine oil consumption. Reference Value
:b
'" ~
rJt :3
..Q
OJ o,
0 "'"
DPNR catalytic converter differential pressure error status The error is detected if the differential pressure is excessive due to catalytic converter PM deposit or if the differential pressure is too small due to fuslcn
:2
u.. n, Cl
,S-~l
Not blocked I Blocked
IUnit:·1 N/A
Cause 0f Out of, Range 1. DPFIOPNR catalytic converter clogged 2. Exhaust fuel addition injector 3. Differential pressure sensor 4. Vacuum transmitting pipe clogged 5. Differential pressure sensor vacuum hose clogged 6. Fuel injector assembly 7. Exhaust gas leak 8. MAF sensor Measurement Item
Not blocked: DPF/DPNR catalytic converter normal
Hint One of the detection items for DTC P1386 (exhaust fuel addition injector trouble detection diagnosis) (not applicable on certain engines) Reference Value
,._ '=
'0
c:
IV
.f:
0
:3 rJt
Exhaust fuel addition injector error status: Exhaust fuel addition amount Judged (flow amount decrease) from the exhaust fuel addition injector flow amount compensation value (Exhaust Fuel Addition FB)
;:
§Ji~l
1. 2. 3. 4. 5.
Normal I Error
IUnitl
N/A
u:: ...,
z
-ri
"0
Cause ef out of Range Exhaust fuel addition injector DPF/DPNR catalytic converter Wire harness or connector Exhaust gas temperature sensor Engine components (air intake system, exhaust system, fuel system, etc.) 6. ECM
Normal
B OATA LIST
rn
." ."
CatTester "eg(;)'~y Qlisplay
lndlcatlen Summary .Measu~ement Item Exhaust fuel addition injector error status: Exhaust fuel addition amount judged (flow amount excessive) from the air-fuel ratio sensor output value in the after-treatment control (catalyst regeneration control). l~(~1 1. 2. 3. 4. 5. Normal I Error I:Unit:il N/A Hint
Diagnostic N0tes
~ ~
(J)
-I
(I)
rn
'<ij <JJ
<Il
>
One of the detection items for OTC P1386 (exhaust fuel addition injector trouble detection diagnosis) (not applicable on certain engines) Reference-Valu e
o
."
0 ill
-I rn r r (5
u:::
~ 0
....,
-0
-0 <:(
Cause ,gf Out of Range Exhaust fuel addition injector DPFIDPNR catalytic converter Wire harness or connector Air-fuel ratio sensor Engine components (air intake system, exhaust system, fuel system, etc.) 6. ECM Measurement, Item Exhaust fuel addition injector error status: Exhaust fuel addition amount judged (high exhaust temperature 1000 'C or higher) from the exhaust gas temperature sensor output value in the after-treatment control (catalyst regeneration control). ~@:Y;I Normal I Error j'lJlnit:1 N/A
rn
z. ~
Normal
i
rri
~ rn
:;c
Hint
lii
<Il
::J
One of the detection items for OTC P1386 (exhaust fuel addition injector trouble detection diagnosis) (not applicable on certain engines)
a. E
<JJ
~ ill
::J <Il
<Il
IRefe~enee Value
> 0
LL
<Il
Cause of ,0 uf,of Ran~e

1. Exhaust fuel addition injector
a.
0
2. OPNR catalytic converter

3. Wire harness or connector 4. Exhaust gas temperature sensor 5. Engine components (air intake system, exhaust system, fuel system, etc.) 6. ECM ..'Measurement Item Exhaust fuel addition injector error status: Exhaust fuel addition amount judged from the air-fuel ratio sensor output fluctuation during the after control (catalyst regeneration control) Normal
I
~
(/)
Hint • Only for DPNR catalytic converter installed vehicles • One of the OTC P1386 (exhaust fuel addition injector error detection diagnosis) detection items (not applicable on certain engine models) • The error is detected when the air-fuel ratio fluctuation during the catalyst regeneration control when the exhaust fuel addition is performed is smaller or larger than the fluctuation value estimated by the ECM Referem:e Val~e
:2
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1. 2. 3. 4. 5..
Normal I Error
IL:lnit:1 N/A
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Cause of Out of Range Exha ust tu el add itio n injector DPNR catalytic converter Wire harness or connector Air-fuel ratio sensor Engine components (air intake system, exhaust system, fuel system, etc.) 6. ECM
Normal
fJOATAUST
Categery
Tester Display
Indicatien Summary Measurement Item Hint
Diagnostie Notes
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Catalyst differential value
pressure characteristic
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• It shows that the catalytic converter is more clogged as the value gets larger • Value calculated from the differential pressure sensor output value and the intake air amount (MAF) • Displays almost the same value in the same filter clog condition even when the exhaust temperature changes during driving because the compensation by exhaust temperature is also performed. (If no exhaust compensation is performed, differential pressure rises as the temperature increases) Reference Value
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Min: 1-3.99IMax:,1 1, 2. 3. 4. 5. 6.
3.99
I Unit:!
N/A
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Cause o~out of Range Exhaust fuel addition injector DPF/DPNR catalytic converter Wire harness or connector Air-fuel ratio sensor Exhaust gas temperature sensor Engine components (air intake system, exhaust system, fuel system, etc.) 7. ECM Measurement litem
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Less than 0.2
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r.iint • These values do not change when automatic regeneration is occurring on the road. • These can only be changed by applying forced regeneration with Active Test. Standby: Displayed during normal operation Ready: ECM tries to increase DPNR temp. Operate: Forced regeneration happen CampI.: Forced regeneration completed Used for checking whether the after-treatment system is completely fixed after fixing, Reference Value Campi: Catalyst regeneration control (forcibly driven by Active Test) normally completed Hint • These values are not changing during automatic regeneration is occurring on the road. • These can only be changed by applying forced regeneration with Active Test. Standby: Displayed during normal operation Ready: ECU tries to increase DPNR temp. Operate: Forced regeneration happen CampI.: Forced regeneration completed Reference Value Campi: Catalyst regeneration (forcibly driven by Active Test) control normally completed
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Catalyst regeneration tion) status For Active Test
control (PM combus-
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0 a, 0
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Stand by f Ready f Operate I Compl.
II
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N/A
Cause of Glut of Range Measur.ement Item
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Catalyst regeneration tion) status For Active Test
control (desulfuriza-
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Standby f Ready f Operate I Compl.
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N/A
Gause of Out of Range -
fJ DATA LIST
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Categor}l
ifesterDisplay
Diagn(i)stic Notes
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Exhaust fuel addition correction learning coefficient
'0
1:1
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• Exhaust Fuel Addition FB is a correction value to increase the fuel volume injected from the exhaust fuel addition injector when the catalyst temperature does not rise to the target range during DPF/DPNR catalyst regeneration control. • When the value exceeds 1.4, it may be caused by following problems: flow amount decrease due to clogged addition injector, exhaust temperature decrease due to engine (injector, EGR etc.) problem or temperature rise problem due to catalyst converter deterioration. • If the value is 1.0, there have been no increase or decrease of fuel addition amount by compensation. Reference Value
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Minj
0.8 IMax:1
1.99
IUnitJ
N/A
"
Cause of Out (i)flRange 1. Exhaust fuel addition injector clogged 2. DPF/DPNR catalyst deteriorated 3. Engine assembly (intake system, exhaust system, fuel system, EGR system, MAF, MAP sensor, etc.) 4. ECM
0.9 to 1.4
Ul
Measurement Item
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Hin,t • If an open occurs in an exhaust gas temperature sensor circuit, 1000 "C is displayed on the intelligent tester. • If a short occurs in an exhaust gas temperature sensor circuit, 0 ·C is displayed on the intelligent tester. • Note that when a failure occurs, the default value (200·C) is set in ECM calculation. °C Reference Value 150 to 300 ·C: Idling after engine warmed up 500 to 700 °C: During DPF/DPNR catalyst regeneration control (AD series engine reference value) Hint Active Test support data ON: Active Test "Exhaust Gas Control VSV" operating OFF: Normally operating after the engine warmed-up Reference Value
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Exhaust gas temperature B#8# represents the sensor location.
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Ul
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Min:1
IMax:_!
1000
IUnitl
GaJ,Jseo·f, ut of Range O 1. 2. 3. 4. 5. Exhaust gas temperature sensor Exhaust fuel addition injector DPFlDPNR catalyst deteriorated Wire harness or connector ECM
s:
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Measurement Item
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Exhaust gas control VSV operation status
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ON/OFF
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Cause (i)fOut of Range 1. Exhaust gas control VSV 2. Wire harness or connector 3. ECM OFF: Idling after engine warmed up
fJ
DATA LIST
IDiagnostie N0tes
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1. 2. 3. 4. 5. 6. Fuel pressure sensor Wire harness or connector Lack of fuel Fuel injector Supply pump Pressure limiter f pressure discharge valve 7. Fuel line (fuel pipes, fuel filter, air trapped in fuel line, etc.) ECM
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(AD series engine reference value) 27 to 45 MPa when idling 57 to 91 MPa when maintained at 3000 rpm with no load
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Common-rail actual fuel pressure
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• Inspect by comparing the fuel pressure with the Target Common Rail Pressure and Common Rail Press Sens 2. • When in a stable condition such as when idling. the fuel pressure is within +/-5 MPa of the target fuel pressure. • The ECM uses fuel pressure for feedback control of the target fuel pressure via the supply pump. The injection amount is determined based on the injection timing and fuel pressure. • When the fuel pressure is below 25 MPa during idling, it may cause rough idling. • When the fuel pressure has decreased by 20 MPa from the target fuel pressure. there may be a lack of power. • If actual fuel pressure is 40 MPa higher than the target fuel pressure, DTC P1229 will be stored. When it is lower than the target fuel pressure, "Lack of Power" will occur, but a DTe will not be stored. • When the fuel pressure is higher than 200 MPa, DTC P0088 will be stored.
Fuel pressure sensor Wire harness or connector Lack of fuel Fuel injector Supply pump 6. Pressure limiter / pressure discharge valve 7. Fuel line (fuel pipes, fuel filter, air trapped in fuel line, etc.) ECM 1. 2. 3. 4. 5.
• Inspect the (actual) fuel pressure, comparing it against the common-rail target value. • Considered normal when the actual fuel pressure is within +/-5 MPa of the target fuel pressure under stable conditions.
r--------=:..._--------I
If) DATA LIST
Diagnostic Notes
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Changes in accordance with the fuel temperature around the fuel temperature sensor (supply pump)
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1-------......::......---------1
ON: Intank fuel pump is operating. Only for vehicles equipped with a double tank.
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Suppy pump target SCV energization rent control
cur-
• ECM-calculated value for the suction control valve actuation target current. • Value is large when a high fuel pressure is desired. • Value is more than 3000 mA when SCV does not move smoothly (poor movement due to deposits, etc.). • When this deviates from the standard value, it indicates that for some reason, even though the pump is running hard, the actual fuel pressure is inconsistent with the target fuel pressure.
c. E 1. Clogged fuel filter
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2. Supply pump (suction control valve mal3. 4. 5. 6. function) Wire harness or connector Fuel leaks in fuel line Clogging in fuel line Air trapped in fuel line (insufficient bleeding)
800 to 3000 mA Varies in accordance with the rotation speed and injection volume.
air
• Fuel route switching relay operation status for fuel transfer • Fuel routes for the fuel transfer mode and priming mode is switched arbitrarily by a user.
ECM (calculation pump control)
items related to the fuel
ON: Priming mode selected
BOATAUST
Diagnostic Notes
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DATA LIST
Diagnostic Notes
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FJ DATA
LIST
EliagnostiG
Notes m
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fJ DATA LIST
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Diagnostic Notes
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I--=-''-=-----__;;._---~---__i
ON: VSV ON (swirl control valve close) OFF: VSV OFF (swirl control valve open)
After-glow control operation
• Whether the glow plug operation is affected or not can be determined by monitoring the glow plug energization command value when a problem occurs during engine start-up . • When the battery voltage value remains the same even if the glow command is changed (ON to OFF, or OFF to ON), it is believed that there may be a malfunction in the glow plug or circuit. (TIPS: Whether the problem causes are related to the glow system or not can be determined only when all cylinders don't operate such as in a case of relay operation problem.)
1. 2. 3. 4.
Glow plug Glow plug relay Wire harness or connector ECM
Status is on when the after-glow is requested.
FJOATA LIST
Dia~nestic Notes
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Pre-glow operation (Pre-heating control)
• Whether the glow plug operation is affected or not can be determined by monitoring the glow plug energization command value when a problem occurs during engine start-up. • When the battery voltage value remains the same even if the glow command is changed (ON to OFF, or OFF to ON), it is believed that there may be a malfunction in the glow plug or circuit. (TIPS: Whether the problem causes are related to the glow system or not can be determined only when all cylinders don't operate such as in a case of relay operation problem.)
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ECM (calculation items related to the radiator fan control)
ON: Radiator fan motor activated
B DATA LIST
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Diagnostic Notes
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Duty value generated by the alternator (Field duty value): Displays the generation status of the alternator (when an electrical load is applied to the alternator).
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• Outputs the alternator generation duty in order to see the electrical load. • Can be used to determine whether a higher-than-normal injection volume at idle, etc. is resulting from electrical loading or from some other source. For example, when the duty is not high but the idling injection volume is high, there is injector volume degradation or high engine friction. • Can be used for judging whether or not a malfunctioning component in the electrical system is generating continual generation requests (ex. battery deterioration is causing an unending full recharge request, etc.). If the alternator duty is always MAX regardless of whether or not auxiliary devices such as AIC or heater is activated, there may be an abnormality in the electrical system, such as battery deterioration.
• No electrical load at idling: 10 to 60% • High electrical load at idling: 100%
• With the ignition switch on, when the difference between the atmospheric pressure sensor and intake manifold absolute pressure is 8 kPa or higher, there is a malfunction in one of the sensors. • With the ignition switch on, when the atmospheric pressure is 0 kPa or 140 kPa, there is a malfunction in the sensor circuit.
Standard atmospheric pressure: 101 kPa. For every 100 m increase in altitude, pressure drops by 1 kPa. Varies by weather.
• Current torque (Estimated)/Maximum output torque at current engine speed, or (Final injection volume/Maximum injection volume at current engine speed) x 100. - Malfunction in which manifold absolute pressure (MAP) or mass air flow (MAF) decreases
I----~--___;=----~------l-Idling:
Mass air flow meter Manifold absolute pressure sensor ECM (calculation items related to the fuel injection volume control)
lVD engine reference value 15.4 to 20.4% • Running without load (2500 rpm): 20.1 to 25.9% • Driving with the accelerator fully depressed at 3000 rpm: 80.3to 99.6% - Driving with the accelerator fully depressed at 4000 rpm: 96.4 to 98%
FJDATA LIST
Diagnostic Notes
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• If the value is -40 ·C (-40 OF) or 140 ·C (284 ·F), the sensor circuit is open or shorted. • After a long soak. the coolant temperature, intake air temperature, and ambient air temperature will be approximately equal.
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• After a long soak, the engine coolant temperature. intake air temperature, and ambient air temperature will be approximately equal. • If the value is -40 ·C (-40 OF) or 140 ·C (284 ·F), the sensor circuit is or shorted,
Intake air temperature sensor (air inlet port or mass air flow meter) 2. Wire harness or connector 3. ECM
Displays a temperature which is nearly equal to the atmospheric temperature around the sensor.
II DATA
LIST
Diagnostic Notes rn
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• Intake air temperature at the intake manifold (after intercooler). • During fai.l-safe operation, the value is set to 165°C (329 OF) in ECM calculation. As the value is set to a high temperature, the turbo pressure may be suppressed and there may be a lack of power.
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• If the value is always approximately 0 g/sec.: - Mass air flow meter power source circuit is open. - VG circuit is open or shorted. • If the value is always 200 g/sec. or more: - EVG circuit is open.
Mass air flow meter Intake related clog or leak Exhaust related clog Turbocharger subassembly Leak or clog in passages for turbocharger 6. Malfunction in which EGR valve does not close 7. Wire harness or connector 8. ECM
1. 2. 3. 4. 5.
Value differs according to the engine conditions (boost pressure, EGR rate, etc.) 2AD engine reference value: • Idling: 3 to 12 gmls • Running without load (2000 rpm): 18 to 130 gmls 1VD engine reference value: • Idling: 5 to 12 g/sec. • Running without load (2000 rpm): 28.2 to 130 g/sec.
Intake manifold pressure
• When the ignition switch is on, the manifold absolute pressure and atmospheriC pressure are approximately the same (standard atmospheric pressure = 101 kPa). Above approximately 1500 rpm, the turbo becomes effective, and the pressure increases above atmospheric pressure. • Inspect while comparing with "Target Booster Pressure". • With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 20 kPa for 5 seconds or more, a feeling of insufficient power will occur.
Manifold absolute pressure sensor Intake related clog or leak Exhaust related clog Turbocharger subassembly Leak or clog in passages for turbocharger 6. EGR valve stuck open 7. Exhaust leak 8. Throttle valve stuck closed 9. Wire harness or connector 10.ECM
1. 2. 3. 4. 5.
• Idling after engine warmed up: 90 to 102 kPa (depending on atmosphere pressure) • Engine running at 3000 rpm: 100 to 150 kPa
III DATA UST
IDiagnestic;;Notes
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• Receives outside temperature signals from air conditioner ECU. • If the value is -40 'C (-40 'F) or 140 "C (284 OF) or more, the sensor circuit is open or shorted. • Displays the intake air temperature around the air in lei port or behind the turbocharger, on CD engines or some conventional KD engines. Refer to "Intake Air" or "Intake Air Temp (Turbo)".
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Outside temperature
II DATA LIST
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Gategery
Tester Display
lndlcatlen Summary Measurement Item Hint
Diagnostic Notes
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c (j) m
Z
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Air conditioner (A/C) operation signal output from Afe amplifier
• ON: AIC operating • OFF: AIC not operating Reference Value
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~a1u'51
tG ause of
ON fOFF
Q ut of Range
ll!Jnitl
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1. A/e system (A/C amplifier, Ale switch) 2. Wire harness or connector 3. ECM
ON: A/C operating
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I jMeasurement
Item
Hint • This item is applied to the vehicle with the cranking holding function. • The ECM cuts off the current that powers the accessories while the engine is cranking . Reference Value
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Powersource for accessory cut-off status

.!!! 0= 0 0
Q)
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ON f OFF
rUhitl
N/A
<{
Cause of Out of. Range

1. Engine starting system (cranking holding
function) 2. Wire harness or connector 3. ECM Measurement Item

s:
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ON: engine is cranked
Hint • Clutch start switch status for engine starting • Clutch start switch is ON when the clutch pedal depressed
B .§:
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Clutch start switch signal status
s:
1~titU$1
ON IOFF
IUnit:.!
NIA
Reference Value
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:; 0
Cause of Gut of Range 1. Clutch start switch 2. Wire harness or connector 3. ECM Measurement Item ON: Clutch pedal depressed
c .2 o
Hint OFF: Communication malfunctioning, iser system set ON: Communication normal NfA Reference Value or engine immobil-
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0
iii
Engine immobiliser system status I~I ON /OFF IUnitl
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E
Qj
0
Cause of Gut of Range

1. Use of a non-registered key 2. Key battery is fully depleted 3. Engine immobiliser system 4. Wire harness or connector 5.. ECM
:0 E
ON: Normal engine operation
Measurement Item
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Hint • Park/neutral position switch (clutch start switch) status for engine starting • Park/neutral posltlon switch is ON when the transmis- , sion gear position is in P or N (neutral). Reference Value
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Parkfneutral position switch signal status (for engine starting) ~I ON / OFF IUnitl N/A
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0
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Gause of Out of Range 1. Park/neutral position switch (clutch start switch) 2. Wire harness or connector 3. ECM ON: Transmission gear in P or N (neutral)
fJ DATA LIST
Category
Tester Display
"0
lndlcation Summary Measurement Item Hint
Diagnostic Nates
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Power steering switch status history
(Ii ...:
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Power steering switch output history (after disconnecting and recon necting the battery): ON: Power steering operated in the past. OFF: Power steering did not operate in the past. NIA Reference Value ON: When steering wheel first turned after ignition switch on Hint ON: Power steering operated OFF: Power steering not operated OFF malfunction (OFF during power steering operation): Engine speed decreases temporarily when power steering is operating
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ON IOFF
IUnitl
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Cause ef Out, mfi Ranl!le 1. Power steering switch 2. Wire harness or connector 3. ECM Measurement Item
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Power steering switch status

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0
s:ra~1
ON IOFF
!unit'!
N/A
Reference Value
Cause af Out of Range 1. Power steering switch 2. Wire harness or connector 3. ECM Measurement Item ON: Power steering operation
~
-
Hint ON: STSW terminal voltage is high OFF: STSW terminal voltage is low Reference Value
1:
~
0
Starter switch signal (STSW terminal input status) ON IOFF l~~! Cause of Out of Range !:Uni!:I! NIA
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1. Engine starting system (entry and start system) 2. Wire harness or connector 3. ECM Measurement Item
ON: Cranking (during ignition switch or engine switch operation)
Hint • This item is applied to the vehicle with the cranking holding function . • The cranking folding function provides current to the starter when the ECM detects the engine switch start signal (STSW). When the ECM performs a firing judgment, the system cuts current to the starter. The ECM keeps energizing the starter relay by outputting the current from STAR terminal. Reference Value
Q3
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Starter relay (STAR terminal output status)
a::
~
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ON IOFF
IUnitl
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Cause of Out of Range 1. Engine starting system (cranking holding function) 2. Wire harness or connector 3. ECM ON: Cranking
fJ DATA LIST
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Category
Tester Display
Indication Summary Measu~emenlltem, Hint
Diagnostic Notes
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Starter relay drive signal (STA terminal input status)
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,~I 1. 2. 3. 4. ON IOFF IlJnitl N/A Cause of Out of Range Starter relay Ignition switch (entry and start system) Wire harness or connector ECM
• ON: Slarier is operating. • OFF: Starter is not operating. • OFF malfunction (ignition switch is in ST position but the "Starter Signal" is OFF and the starter is operating): Wire harness is open or shorted to ground • ON malfunction (engine switch (STA) is OFF but the signal is ON and the starter is not operating}: Wire harness is shorted to +8 • Operation malfunction: Ignition switch malfunction, starter relay malfunction, starter malfunction, battery or battery cable is defective, or wire harness is open or shorted Reference Value
3:
ON: Cranking
Measurement Item
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Hint • OFF malfunction: Wire harness (stop light switch to ECM, stop light switch to +8) open or shorted to ground • ON malfunction: Wire harness (stop light switch to ECM) shorted to +B Reference Value
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(f)
Stop light switch signal (STP terminal input status}
10 Ol ::;
(f)
~latusl
1. 2. 3. 4.
ON IOFF
IlJnit:!
N/A
.8
0-
Cause of Out of:l~ange Stop light switch Stop light Wire harness or connector ECM ON: Light is on (Brake pedal is depressed). OFF: Light is off (Brake pedal is released).
f) DATA LIST
Category
Tester lDisplay
Indieation Summary Measurement Item Hint
Diagnostic Notes
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Injection volume correction value by air conditioning load
Expected injection volume increase after the A/C turns from off to on. The relationship between the air conditioning load and engine stalling can be confirmed. When the air conditioning is turned off, the load actually applied to the air conditioning does not decrease due to a failure in the air conditioning system and an excessive load is applied to the engine, which may cause engine stalling. Reference Value
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MinJ
IMax:1
39.8
IUnitl mm'/st
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Cause of Out of Range 1. Air conditioner control system (including mechanical malfunctions in the air conditioner) 2. Wire harness or connector 3. ECM Measurement Item lVD engine reference value • 0 to 4.1 mrnvst (A/T) • 0 to 2.6 mm'lst (MIT)
--I
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Hint Expected injection volume increase after the electrical load turns from off to on. The relationship between the alternator load and engine stalling can be confirmed. When the alternator DUTY decreases, the load actually applied to the alternator does not decrease due to a failure in the alternator and an excessive load is applied to the engine, which may cause engine stalling. Reference Vall,ie
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Injection volume correction value by electrical load
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Min:1
IMax:.1
39.8
tunitl
mm'lst
Cause of Out of Range 1. Charging control system (including electrical malfunctions in the charging systems) 2. Wire harness or connector ,3. ECM Measurement litem
.s
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o to 2.5 rnrnvst
Hint
1VD engine reference value
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Eng ine speed when starter off Min:1 1. 2. 3. 4.
Engine speed immediately after starting the engine. Vehicle behavior data to refer to when a problem occurs during engine start-up. IWnitl rpm IReference \lalue
!Max:)1
6000
cause ot Glut oflRange Crankshaft positlon sensor STA signal circuit Starting system components Engine components (that affect engine start problems) 5. ECM Measurement Item Engine start (cranking) time Min:1 1. 2. 3. 4.
0..
'"
c .0, c
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Varies in accordance with the engine start status.
Hint Time necessary for the engine to start. Vehicle behavior data to refer to when a problem occurs during engine start-up. IlJnit:! ms Referen ce Va lue
E f=
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c .0, c
Q.I
1::
IMax]
60
Cause of €lut 'of Range Crankshaft position sensor STA signal circuit Starting system components Engine components (that affect engine start problems) 5. ECM
Varies in accordance with the engine start status.
If) DATA LIST
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Categery
Testen Display
Diagnestic Notes
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Injection volume correction value by power, steering load
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I
Expected injection volume increase after the power steering turns from off to on. The relationship between the power steering load and engine stalling can be confirmed. When the steering operation anqle is held (at minimum load applied to the power steering), the load actually applied to the power steering system does not decrease due to a failure in the system and an excessive load is applied to the engine, which may cause engine stalling. Reference Value
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(f) ::l
Min:1
IMaXi:1
39.8
IUnitl rnmvst
Cause of Out of Range 1. Air conditioner control system (including mechanical malfunctions in the air conditioner system) 2. Wire harness or connector 3. ECM Measuremen!.ltem
11.
[I
0
0
o mm'/st
Hint
1VD engine reference value
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11.
Previous trip distance
0
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• Used to confirm the driving conditions of the previous trip (before the malfunction occurred). On gasoline engines, frequent short distance trips may deteriorate the engine stability due to ignition plug smoking. On diesel engines, when the vehicle often travels under a light load such as in the case of a short trip or idling, the injector ports will be clogged, causlnq a shortage in the fuel injection volume, which may result in deterioration of startability and idle stability. 326.4 IUnitl km 'Referenee Value Varies in accordance with the vehicle driving conditions. Hint Number of times the starter turned on from the time the ignition switch was turned on, Reference Value Varies in accordance starter turns on. with the number of times that the
Min:1
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Cause of G ut 0~ Range Measurement Item
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The number of times that the starter turns on. Min:]1
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IMax:11
127
l'uflit:1 Times
BOATALIST
Categery.
Tester. Display
Indication Summary Measurement [Item : Hint
Diagnostie Notes
"T1 "T1
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Crankshaft revolution speed (average of all cylinders) Active Test support data
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• Output only when the Active Test "Check the Cylinder Compression" is performed. • Indicates the average crankshaft revolution speed of all cylinders during cranking. • Refer to the Active Test "Check the Cylinder Compression". Referem:e Value Varies in accordance with the engine friction. [Hint • Output only when the Active Test "Check the Cylinder Compression" is performed. • Indicates the speed of each cylinder when cranking. Example: Crankshaft revolution speed of all cylinders is approximately equal. When No.1 cylinder compression is low, "Engine speed of Cyl #1" is approximately 300 rpm, and "Engine speed of Cyl #2 to #4" is approximately 200 rpm. • Refer to the Active Test "Check the Cylinder Compression". Reference Value "Crankshaft revolution speed" of all cylinders almost same
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Min:1
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51199
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rpm
Cause of Out of Range Engine mechanical the engine friclion) Measurement ltem components (related to
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Crankshaft revolution speed for each cylinder Active Teslsupport data # represents the cylinder number
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IMax:1
51199
IUnitl
rpm
Cause ef €lut of Range Engine mechanical the engine friction) components (related to
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DATA LIST
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Categol)'
Tester Display
Indication Summary Measurement Item Hint<
Diagnostic Notes
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Difference between target and actual trubocharging pressure Min:I-320 IMax:1 320 IlJnitl kPa
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"Target Booster Pressure" and "MAP" values calculated by the ECM . Reference Value
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Cause of Out @~Range 1. Turbocharger 2. Air intake system (leak or clog) 3. Exhaust system (leak or clog) 4. EGR system (EGR valve or passage clog) 5. Manifold absolute pressure sensor or sensor hose 6. ECM Measurement Item
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lVD engine reference value: Idling after engine warmed up and vehicle under normal atmospheric pressure: -3 to 10 kPa
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Hint • Inspect while comparing with "MAP". • With the accelerator fully open, if the actual manifold absolute pressure (MAP) is low compared to the target booster pressure by at least 15 kPa for 5 sec. or more, a feeling of a lack of power will occur. Reference Value Idling after engine warmed up and vehicle is under normal atmospheric pressure: 89 to 100 kPa Hint • "VN Turbo command" is a command value. • 0%: Full open vanes (contraction of actuation-use rods) • 90% or more: Fully closed vanes (extension of actuation-use rods) • When this value is large, the turbo works well. • There is no actual opening angle data to handle the "VN Turbo Command" value . Reference Value
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Target boost pressure (value calculated by the ECM)
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0
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Min:,1
IMax:1
320
IUnit:1
kPa
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Cause of Out of Range ECM (calculation pressu re control) items related to the turbo
Measurement Item
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Variable nozzle vane opening degree command value (value calculated by the ECM)
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Min:I-128IMax:1 Cal:lse of Out of Range ECM (calculation pressure control)
127
IUnitl
items related to the turbo
20 to 100% Hint' • 3: Nearly fully closed (turbocharging pressure and preturbine pressure are incredibly high and there is a risk of engine damage). • 2: Roughly intermediate opening angle (not as bad as "3", but long-term usage is problematic). • 1: Nearly fully open (will not cause engine damage, but at a low engine speed, turbocharging pressure will not rise and insufficient power wilt be felt). • 0: Normal Reference Value
Measurement Item
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Variable nozzle vane opening angle level when abnormality detected
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Min~1 1. 2. 3. 4.
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10
I'Unitl1 N/A
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Cause o~Out of Range Turbocharger Turbo motor driver Exhaust system (leak or clog) EG R system (EG R valve or passage clog) 5. Manifold absolute pressure sensor or sensor hose 6. ECM
0: Normal
fJ DATA LIST
Cat,egery
Tester Displl'lY
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Indication Summary Measurement Item Maximum nozzle vane opening degree Min:1 Hint
Diagnostic Notes
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Vane maximum angle expressed in % As this value displays the ideal constant upper limit, no matter what happens, this value should not change.
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IMax:1
100
IUni!:1
Reference Value 100% Hint Vane maximum angle expressed in % As this value displays the ideal constant lower limit, no matter what happens, this value should not change.
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Cause of Out of Range Measurement Item Minimum nozzle vane opening degree Min:1 0 !Max:,! 100 !ljnit:! %
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Reference value
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Cause of,Out oflRange Measurement Item
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'Hint OK: Status when the nozzle vane can be forcibly driven. NG: Status when the nozzle vane cannot be forcibly driven. • When NG, indicates a condition where the engine software does not allow the Active Test. Reference Value
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Status that forced drive of the nozzle vane is prohibited.
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Cause of Out af Range When the execution conditions for the Active Test are not met. Ex.: 1. Ignition switch OFF. 2. Combustion control is in the modes other than normal combustion 3. Active Test request valve opening degrees are other than the full open degree Measurement Item
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OK: Active Test item "Test the Turbo Charger Step Motor" can be performed
Hint Not Avl: None Comma: Communication type with the turbo motor driver (DC motor) Vacuum: Vacuum actuator type CAN Com: CAN communication type Reference \'Ialue Depends on the engine specifications
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Indicates the variable nozzle vane actuation method.
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N/A
II DATA LIST
CatTester ego~y 1,;8isl'llay

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Indication Summary 'Measurement Item Cylinder number Min:1 Cause Hint
EJiagnostic Notes
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Identifying cylinder number 255 IlJnit:! NfA Referenee Value 4 or 8 l!Hint Identifying destination: A: North America G: Germany K: Canada Q: Australia V: Middle East W: Europe IUnitJ NfA Reference Value W: Europe Hint Identifying engine type I,Unit:1 NfA Reference Value Example: 2AO-FHV lVD-FTV f,jint Identifying model code IWnit:1 NfA Reference Value Example: ADT27# Hint Identifying model year 2155 IUnit:1 MY Reference Value 200# Hint Identifying engine type: Diesel Gasoline HV CNGfLPG IUnit:! N/A Reference Value Diesel Hinl Identifying transmission type: MT ECT(4th) ECT(5th) ECT(6th) CVT MMT IllJnit:! N/A I 'Reference Value • MT: Manual transmission • EeT 6th: Automatic transmission
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of Range -
.!Measurement Item
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Destination
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:s]iIGSI ASCII code output Cause of Out af,R,ange
Measurement Item
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Engine type Sl~~1 ASCll code output
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Cause ef €lui of Range -
I/J
Measurement Item
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Vehicle model I~I ASCll code output
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Measurement Item Model year Min:111900IMax:1
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Cause of Out of Range Measurement Item
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System Identification
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Diesel I Gasoline
Cause of Out of Range Measurement Item
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Transmission (transaxle) type
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MT/ECT
Cause of Out of Range
D ACTIVE
TEST
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1. Outline
[1] Actuator Driven by Active Test
• Active Test is a function to drive and test the actuator. • The actuator does not operate unless specified conditions are satisfied, but this function can force the actuator to activate to check its operation. • If the operation conditions of the actuator when activated in this way are normal, the drive circuits, including the ECM, are judged to be normal without the need to conduct individual inspections or harness inspections.
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[2] Active Test Items

• Following systems can be driven and tested using the Active Test function.
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• This manual describes the Active Test items by dividing them in the above categories searchability. • However, Intelligent Tester cannot show the Active Test items in categorized groups.
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The applicable items vary depending on the vehicle model and model year. For details about the Active Test, refer to the relevant repair manuals.
ID ACTIVE
TEST
2.
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Indieation Summary Hint
Qiagnostie Notes
Test Detail
02(1)
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VSV for ACM (active control engine mount) control Control Rat:lge Test Detail
ON:VSV for ACM ON OFF:VSV for ACM OFF Reference Monitor Item ACM Inhibit Hint This test checks the charging control Test possible while vehicle stopped and engine idling Reference Moniter Item
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Request output voltage of generator
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Control Range TesWetaii 12.5 to 14.8 l!Jt:lit: V
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Battery Voltage Alternate Duty Ratio Alt Vol - Active Test All Vol - Non Active Test Hint Fuel injection stop in all cylinders To perform the Active Test. see "Reference" below i·,Referenee MQnitor Item
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Check the cylinder compression pressure
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Control Range Test (;letail
ON IOFF
Unit:
N/A
Av Engine Speed of All Cyl Engine Speed of Cyl 1 to 4 (1 to 8) hlint When the Active Test is performed, the system behaves as ifTC and CG were connected . Reference Monitor 11em
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Turn on TC and TE1 connection
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Control Range Test Detail
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Unit:
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TC and TEl Hint • This test checks the diesel throttle valve • Test possible when following conditions met: 1. Ignition switch ON 2. Engine is stopped Reference Monitor Item
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Control the dieselthrottJe valve

# represents the bank
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Control Range
o to 90
Unit:
Actual Throttle Position # Throttle Motor DUTY # Throttle Sensor # Volt % Target Throttle Position #
BACTIVE
TEST
(;;ateg@ry
Tester lDisplay E Test. Ele,taill
Indieation Summa~y Hint
Dia9r:1ostie N@tes
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Activate E-VRV for EGR control
• This test checks the EGR system driven by the vacuum actuator • E-VRV drive duty ratio of 45% (or 65%) is output Reference Morniter Item
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COAlrol Range Test Detail
ON fOFF
Unit:
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EGR VSV EG R Close Learn Val. EGR Lift Sensor Output # Target EGR Pos. # ~IHint • This test checks the EGR system driven by the linear solenoid • Test possible when following condilions met 1. Ignition switch ON 2. Engine is stopped liReference M~>nitlilrItem
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Control the EGR valve position # represents the bank
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C.ontflol Range Test Betail
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Unit:
Actual EGR Valve Pos.# EGR Close Lrn. Val. # EGR Lift Sensor Output EGR Operation Prohibit Target EGR Pas # Hint • This test checks the EGR system driven by the vacuum actuator Referel'lIl:e M@Ailor ltem
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Activate VSV (for EGR. Cut)
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ON fOFF
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EGR VSV EGR Close Learn Val. EGR Lift Sensor Output # Target EGR Pas. # !-lint • This test checks the EGR system driven by the step mota r • EG R valve fully closed at step position 0, and fully open at step position 125 • Amount of EGR gas, flowed into intake manifold, varies in accordance with EGR valve opening angle R~ferem:e Men iter lite ml
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Open and close EGR valve
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llInit
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EGRVSV EGR Close Lrn. Val. EGR step POS
IDACTIVE TEST
Categol?}(
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Tester Display Test Detail
lrrdieation Summary ""int
Dia€lnostie Notes
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Perform DPNR catalyst regeneration (desulfurization)
control
• This test checks the after-treatment system (DPNR), and is also used after repair • Raise converter bed temperature to more than 600°C (1112 OF)by adding fuel intermittently using the exhaust fuel addition injector and provide rich air-fuel ratio Referenee Monitor ltern Catalyst Memory Error Diff. Press. Sensor Corr. DPF Thermal Deteriorate DPF Differential Pressure DPF No Activate DPF PM Block DPNR/DPF Status Reju (PM) DPNR Status Reju (5) Exhaust Fuel Addition FB Exhaust Temperature 8#S# AF Lambda B#S# AFS Voltage B#S# Hint • This test checks the after-treatment system (DPFIDPNR) system, and is also used after repair • Raise converter bed temperature to more than 600°C (1112 OF)by adding fuel intermittently using the exhaust fuel addition injector ReferenGe Moniter Item Catalyst Memory Error o iff. Press. Sensor Corr. OPF Thermal Deteriorate DPF Differential Pressure DPF No Activate DPF PM Block DPNRtDPF Status Reju (PM) DPNR Status Reju (S) Exhaust Fuel Addition FB Exhaust Temperature B#S# AF Lambda B#S# AFS Voltage B#S# Hint This test checks the exhaust gas control system Reference Monitor Item
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Contml Range
ON t OFF
Unit:
N/A
Test I!)etail
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Perform DPF/DPNR catalyst regeneration control (PM combustion)
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Activate the VSV for exhaust gas control
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"'centrol
Range ON tOFF NtA
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EXH GAS CTL VSV
IIACTIVE
TEST
Indication Summary
DiagnostiC::Metes
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Activate the FUEL PUMP (SUB PUMP) relay
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ON IOFF
• This lest checks the in-tank fuel pump operation • Test possible when engine is stopped. • This test activates the relay for only 60 seconds. • After finishing this lest, the vehicle does not permit activating the relay again within 60 seconds.
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Pressurizes common-rail lntsrnal fuel pressure, and checks for fuel leaks
• This test is used in the following operations: 1. Checking for leaks in the high-pressure fuel piping 2. Checking the component parts used in the fuel pressure control 3. Bleeding air after the high-pressure fuel system is repaired • Fuel pressure inside common rail pressurized to specified value and engine speed , increased to 2000 rpm when ON is selected • Above conditions preserved while test is ON
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Centrel Range
Stop I Start
Unit:
N/A
Cut off fuel injection from each injector # represents the cylinder number
• This test identifies a defective cylinder (checks power balance) .• Fuel injection is stopped while the test is ON. • Confirm that the vehicle is stopped and the engine is idling. .• If the running condition of the engine does not worsen even though injection of the designated cylinder is stopped, the cylinder can be confirmed to be malfunctioning.
ON IOFF
Unit:
ON IOFF
Engine Speed Fuel' Press Target Common Rail Pressure
BACTIVE
TEST
Categery m
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Tester Glisplay
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lndleation Summary Test Detail Hint
Diagnostic Notes
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Air conditioner operation prohibit
• This test prohibit the air conditioner operation prohibit • Test possible when following conditions met: 1. Ignition switch ON 2. Engine is stopped Reference Monitor Item.
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Contrail Range Test l2letail
ON !OFF
Unit:
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AIC Signal Hint • This test checks the cooling fan motor function • Test possible when following conditions met: 1. Ignition switch on 2 . Engine is stopped Reference Monitor Item
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Control the electric cooling fan operation
Control Range Test Detail
ON I OFF
Unit:
N/A
Electric Fan Motor Hint • Test possible when engine stopped • This item is applied to the vehicle with the cranking holding function. • The cranking folding function provides current to the starter when the ECM detects the engine switch start signal (STSW). When the ECM performs a firing judgment, the system cuts current to the starter. The ECM keeps energizing the starter relay by outputing the current from STAR terminal. Reference Menitor Item
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Activate the starter relay
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ON! OFF
Unit:
N/A
Starter Relay Starter Control Starter Signal ACC Relay Hint • This item is applied to the vehicle with the cranking holding function. • Test is possible when following conditions are met: 1. Ignition switch on 2. Engine is stopped Reference Monitor Item
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:5 Active the ACC relay (ACC CUT relay)
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ON IOFF
Unit:
N/A
Starter Relay Starter Control Starter Signal ACC Relay
III ACTlVE
TEST
lndieation Summary
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Activate VSV for No.1 Swirl Control Valve
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ON [OFF
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• This test checks the turbocharger function • Test possible when Data List item "VN Turbo Operation Prohibit" indicates "OK". • Test is impossible when any of the following conditions is met 1. Ignition switch OFF 2. Combustion control is in the modes other than normal combustion 3. Active Test request valve opening degrees are other than the full open degree
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Drive the turbocharger nozzle vanes
o to 100 (40 to 100)
UnU:
Drive the atmospheric pressure measurement switching VSV of the manifold absolute pressure sensor (used to the engine that has the combination type atmospheric pressure sensor) Control Range
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• This test checks the VSV for turbo pressure sensor (manifold absolute pressure sensor) • Test possible when following conditions met: 1. Ignition switch ON 2. Engine is stopped
ON [OFF
B ACTIVE
TEST
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Check the Cylinder Compression: When performing the Active Test item "Check the Cylinder Compression" and then cranking the engine, the ECM stops the fuel injection, and measures the engine speed for each cylinder. If one cylinder's speed is higher than the others, that cylinder's compression pressure can be concluded to be lower than the others. 1. Warm up the engine. 2. Turn the ignition switch to off. 3. Connect an intelligent tester to the DLC3. 4. Turn the ignition switch to on. 5. Turn the tester ON. 6. Select the following menu items: Powertrain I Engine and ECT I Active Test I Check the Cylinder Compression. 7. Select the following monitor items: Compression I Engine Speed of Cyl #1 to #4 (#8), Av Engine Speed of All Cyl. 8. Press the RIGHT or LEFT button to change the Check the Cylinder Compression to ON. Fuel injection for all cylinders is prohibited at this time, and each cylinder's engine speed measurement will enter standby mode. 9. Crank the engine until the monitor item values "Engine speed of Cyl #1 to #4 (#8)" and "Av Engine Speed of All Cyl" change. 10. Monitor the engine speed (Engine Speed of Cyl #1 to #4 (#8), Av Engine Speed of All Cyl) displayed on the tester. The tester displays the values to be extremely high before cranking the engine. Each cylinder's engine speed is measured while cranking the engine and then the tester displays the actual engine speed values.
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1. The Active Test item "Check the Cylinder Compression" win automatically turn off 255 seconds after the Active Test is turned on. 2. When the "Check the Cylinder Compression" is OFF and the engine is cranked, the engine will start. 3. If the "Check the Cylinder Compression" test needs to be performed again after each cylinder's engine speed measurement has been performed once, press EXIT to return to the Active Test menu screen. Then perform the Check the Cylinder Compression test again. 4. Use a fully-charged battery.
BACTIVE TEST
3.
System Check Function "Pressure Discharge Valve Check" (applicable to

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some engines since September 2008) [1] Outline of Pressure Discharge Valve Check
• "Pressure Discharge Valve Check" in the System Check is used to diagnose the fuel pressure control and improper combustion. • Malfunctions can be determined by checking the fuel pressure when performing a fuel cut and operating the pressure discharge valve with the intelligent tester. • During "Pressure Discharge Valve Check", the intelligent tester measures the fuel pressure while the engine is funning. after the engine is stopped, and after the pressure discharge valve operates.
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[2] Conducting Pressure Discharge Valve Check

• Enter the menu options in this order: Powertrain I Engine and ECT I Utility I Pressure Discharge Valve Check. • Unless all the following performed. Activation Conditions • • • • Vehicle is stopped. Fuel pressure is less than 100000 kPa. Fuel pressure sensor is normal. Battery voltage is more than BV. • There are two types of Pressure Discharge Valve Check as follows. Select either of them, and then press Next. Clieek Details • "Close to Open Check" opens the pressure discharge valve after the engine stops. • "Always Closed Check" holds the pressure discharge valve closed during the check. Example:
FunclJQn View System SDr Help
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are met. the Pressure
Discharge
Valve Check cannot be
function
!/lew
System
Ba-
Help
Pressure Discharge Valve Check Close to Open Check
Pressure Discharge Valve Check Always Closed Check is finished. Refer to repair manual to know fuel vatue at aach timing of (1) to (31. (1) Clos•• n~ Engine ON: (2) Close and Engine OFF: (3) Close and Engine OFf: (500 msec after (2) operation)
is- finished,
Refer to repair manual to snow fuel presSUr. value at each timing of (t) to (3). (t) ere se and Engine ON: (2) Close and Engine OFF: (3) Open and Engine OFF: (500 ~MP. ~MPa CJ]MPa
pressure
~MP' ~MPa []ITjMPa
msec atter valve Open)
DTC
IDOla list
View
OD
Aclly. Test
I.
Utlhty
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1 1.1
Oat! List View
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II
Active TeSI
I urn V
DACTIVE
TEST
[3] Diagnostic Hints

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• During "Close to Open Check", if there is no large change in the fuel pressure when the pressure discharge valve is closed while the engine is running and after the engine is stopped, and if the value is
a kPa when
the pressure discharge valve is open, the system is normal.
• Perform "Always Closed Check" if the value is not pressure discharge valve operation malfunction.
a kPa when
the pressure discharge valve is open
o -n
during "Close to Open Check". If the results are the same as during "Close to Open Check", there is a • If the fuel temperature is high, perform "Pressure Discharge Valve Check" after the fuel has cooled to the outside air temperature. • If a large amount of fuel is leaking, the fuel pressure decreases when the engine is stopped. However, the condition of the pressure discharge valve can still be determined by comparing the measurement results of "Close to Open Check" and "Always Closed Check".
Z -I m
rr(5
[Tj
~ m
;:0
Fuel Press recorded point
*
Fuel Press (When "Close to Open Check" selected)
a kPa
Fuel Press (When "Always Closed Check" selected)
--
Engine Speed
a rpm
- - -'- - ~ - - - ~ -
---
-~------
ON- - - ;- Fuel Cut Operation Signal OFF -
-+ - - -
-j-----+---,
---
~_~I______
Pressure Discharge Valve Operation Prohibit
ON-=O OFF Close (ON)- - : _: :!----t-----;-------
t- -..:. - - - -i----___.;...---.....,
Pressure Discharge Valve Operation (Always Closed Check)
OFF Open (ON) ---f---
______ J
l___
---~------
Pressure Discharge Valve Operation (Close to Open Check)
CIOOe(ONl---t-r-1
OFF "
::
,------,------
Pressure discharge valve operation start

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fJDATA LIST

[1] Signals Shown in Data List

[2] Data List Items

IfJ DATA LIST

Details of Data List Items

Catliester egor'1 .Oisplay

Accelerator position status for engine control Min:1

No.1 Accelerator age

pedal position sensor volt-

No.2 Accelerator age

pedal position sensor volt-

No.2 Accelerator put Min~1 1. 2. 3. 4.

pedal position sensor out-

Indication Summary Measurement Item Hint

'*" III '*OJ"

'*" III "*' .,

Idling after engine warmed-up: 1.01 to 1.58 V injector (if

Illustration A Air-fuel Ratio Displayed on Tester: 2 AF lambda 8181 1

AF8 Voltage 8181 1

A:F8 Voltage 81S~ A:F LamMa 818~ Air-fuel Ratio

0.174 0.274 1.103 16

1.172 1.241 1.379 17 18 20

Indicalion Summary Measurement Item Hint

Mil7ld -100 IMal<::1 Cause of, Out of Range 1. 2. 3. 4. 5.

Cause of Out of Range

Cause of Glut ofHange

Min: 1-400 IMax:1

F.I DATA LIST ~

Cause of, Out of Ral'lge

Idling: -2.0 to 2.0 mm'/st

Final injection volume

CatTester egfiJry Display

Indication Summary Measurement Item Hint

cause of Out oflRange QR code writing error Measurement'lltem

Cause of Out of Range -

Main injection period

c a Mir.l:11 0 Cause ef IMax::1

1. ECM (calculation items related to the multiple injection control)

Measurement' Item Pilot 2 injection timing Min: 1 0 liMax: 1 65535

Pilot quantity learning status

Cause of Out of Range I-------....::..-~~------l

lndicatlen Summary Measurement Item Hint

Pilot quantity learning prohibition state

E09;oe Fe;";" De"e,~

Indication Summary Measurement ftem Hii'll

Number of detected DTCs

<lJ 'C ::J

Distance after DTC cleared

Cause o~Out of Range Measurernen t litem

Distance after DTC stored

Gause of Gut oflRange -

Measuremenf Item Number of DTCs related to the emission deterioration Min:1

Cause of (Jut of Range -

Indication Summary Measurement Item Hint

Running time after MIL tunis on

C ause of 0 ut,ofl Range Measurement Item

TC and TE1 terminal of OLC3 l~t~I@1 ON IOFF

Cause of Out of Range -

0'0 ¢::m m,2

Time after OTCs cleared Min:1 0 IMax:1 65535 JUnit:1 min

Cause of Out of Range Measurement litem

Number of engine warm ups since OTCs were cleared. Min:1

Cause of Gut of Range -

'" III 'OJ"

'" III "' .,