PGM FI (Civic 2013) - Honda HDS Help

‫اوپر کی طرف واپس‬ ‫‪PARSP_274_01‬‬
‫کلچ ‪A/C‬‬
‫پریشر سینسر ‪A/C‬‬

‫پیرامیٹر کی تفصیالت‬
‫سوئچ ‪A/C‬‬
‫درجہ حرارت سینسر ‪A/C‬‬
‫‪A/F LAMBDA CMD‬‬
‫‪:‬ٹی پی سینسر‬
‫سوئچ ‪A/TR‬‬
‫)‪AF FB (ST Fuel TRIM‬‬ ‫مطلق تھروٹل پوزیشن سینسر‬
‫اے ایف ایف بی سی ایم ڈی‬ ‫)‪(V) (%‬‬
‫ہیٹر کا‬ ‫یونٹ کی تبدیلی کی قسم‪ :‬زاویہ‬
‫لیمبڈا کے ذریعہ‬
‫آف سینسر‬ ‫یہ سینسر مطلق تھروٹل اوپننگ ویلیو کی نشاندہی کرتا ہے جیسا کہ وولٹیج ان پٹ‬
‫سینسر کی رکاوٹ‬ ‫فارم ٹی پی سینسر سے حساب کیا جاتا ہے۔‬
‫سینسر سگنل مائنس کا‬
‫سینسر سگنل پلس کا‬
‫ہوا کے ایندھن کا تناسب‬
‫آپریٹنگ رینج (بے کار)‬
‫ایپ سینسر‬ ‫)مکمل طور پر بند(‬

‫ایپ سینسر‪-‬اے‬ ‫‪4% - 14%‬‬
‫اے پی پی سینسر بی‬
‫‪-0.2V - 0.7V‬‬
‫بارو سینسر‬ ‫)‪(DBW‬‬
‫بیٹری‬ ‫‪4% - 20%‬‬
‫بیٹری کرنٹ (بیٹری سینسر)‬ ‫‪0.2V - 1.0V‬‬
‫بریک سوئچ‬ ‫اوپر کی طرف واپس‬ ‫‪PARSP_06_01‬‬
‫کیٹا مانیٹر کی حالت‬
‫‪CATALYST TEMP‬‬ ‫پیرامیٹر کی تفصیالت‬
‫سی کے پی‬
‫نہ دبائیں ‪CKP‬‬
‫شور ‪CKP‬‬ ‫‪:‬بارو سینسر‬
‫‪ B‬کلچ پیڈل پوزیشن سوئچ‬ ‫بیرومیٹرک پریشر سینسر‬
‫سی ایل وی‬ ‫‪2‬‬
‫سی ایم پی بی کوئی پلس‬ ‫)‪(V)(kPa)(MPa)(kgf/cm )(mmHg)(inHg)(psi‬‬
‫سی ایم پی بی شور‬ ‫)لیس نہیں ‪(N/A :‬‬
‫‪ SW/Idle STOP SW‬کروز بریک‬ ‫یونٹ کی تبدیلی کی قسم‪ :‬پریشر‬
‫کروز کنٹرول سسٹم سوئچ اسٹیٹس‬
‫کروز انڈیکیٹر‬ ‫بیرومیٹرک پریشر سینسر پی سی ایم کے اندر واقع ہے۔ سینسر بیرومیٹرک پریشر کا‬
‫‪CRUS REQ TH‬‬ ‫پتہ لگاتا ہے اور اسے وولٹیج میں تبدیل کرتا ہے۔ سگنل کا استعمال اونچائی اور‬
‫کرینک اسپیڈ ‪CYL 1#‬‬
‫ماحولیاتی حاالت کو تبدیل کرنے کے لیے انجیکشن کے وقت کو درست کرنے کے لیے‬
‫کرینک سپیڈ ‪CYL 2#‬‬
‫کیا جاتا ہے۔ وولٹیج کم ہو جاتا ہے جیسے جیسے وایمنڈلیی پریشر کم ہوتا ہے‪ ،‬اور‬
‫وولٹیج زیادہ ہو جاتا ہے جیسے جیسے وایمنڈلیی پریشر بڑھتا ہے۔‬
‫‪CYL1 MISFIRE‬‬
‫‪CYL1 MISFIRE B‬‬ ‫دو مختلف سینسر استعمال کیے گئے ہیں‪ ،‬ہر ایک میں مختلف وولٹیج کی‬
‫‪CYL1 TOTAL MISFIRE‬‬
‫‪ A‬خصوصیات ہیں۔ سب سے زیادہ استعمال ہونے والے کو ذیل کے گراف میں ٹائپ‬
‫‪CYL2 MISFIRE B‬‬ ‫کے قریب پڑھے ‪ V‬کے طور پر دکھایا گیا ہے۔ یہ عام طور پر سطح سمندر پر ‪2.88‬‬
‫کل مس فائر ‪CYL2‬‬
‫کو کچھ ماڈلز پر ‪ 2008‬میں متعارف کرایا گیا تھا۔ یہ عام طور پر سطح ‪ B‬گا۔ قسم‬
‫‪CYL3 MISFIRE B‬‬ ‫کے قریب پڑھے گا۔ ‪ V‬سمندر پر ‪4.08‬‬
‫‪CYL4 Misfire B‬‬
‫ڈی بی ڈبلیو اسٹک تناسب‬
‫ڈرائیو ضلع‬
1 ‫ ای سی ٹی سینسر‬/ ‫ای سی ٹی سینسر‬
2 ‫ای سی ٹی سینسر‬
‫ای جی آر فلو اوپن ریشو‬
‫ای جی آر لفٹ‬
)‫ای جی آر والو پوزیشن سینسر (ای جی آر وی ایل ایس‬
‫ای جی آر ایل کمانڈ‬
‫ای ایل ڈی‬
ELD (‫)الیکٹرک لوڈ ویلیو( )الیکٹریکل لوڈ ڈیٹیکٹر‬
ENG ‫رن ٹائم‬
‫انجن آئل لیول‬
‫انجن آئل لیول مانیٹر کی حالت‬
‫انجن کی رفتار‬
i: Type B
)‫تخمینہ شدہ بیٹری ریزسٹنس (بیٹری سینسر‬ ii: Type A
‫تخمینہ شدہ بیٹری کا درجہ حرارت‬ iii: Pressure at Sea Level
EVAP ‫پی سی ڈیوٹی‬ X: Barometric Pressure
‫فین ہائی سی ٹی آر ایل‬
Y: Sensor Input
‫فین لو سی ٹی آر ایل‬ NOTE: At times you may be requested to compare the MAP and
‫ایف ایس ایس‬ BARO sensors to each other with the Key On Engine Off (KOEO).
‫فیول کٹ‬ The voltage and pressure values on a Type A BARO and a MAP
sensor should read near each other. The voltage value of a Type B
‫فیول کٹ ڈیسل‬
BARO sensor will not read the same as the MAP sensor. If you
‫گئر پوزیشن‬ change the unit conversion from voltage to pressure, the values
HO2S ‫ہیٹر ڈیوٹی‬ should then be close to the same.
HO2S S2
Back to top PARSP_82_01
HO2S S2 ‫ہیٹر‬
HO2S S2 ‫ہیٹر کرنٹ‬
PARAMETER SPECIFICATION
HO2S S2 ‫آؤٹ پٹ وولٹیج‬
1 ‫ آئی اے ٹی سینسر‬/ ‫آئی اے ٹی سینسر‬
‫آئیڈیل سیکھیں۔‬ CLV:
Calculated Load Value
‫بیکار ہدف‬
(%)
‫ بیکار ہدف‬TH
‫آئیڈیلنگ‬ Calculated load value refers to the current air flow divided by peak
‫ لیول‬1 ‫آئی جی‬
air flow.
It indicates the percentage of engine capacity being used.
IMMOBILIZER
‫آئی ایم ٹی (آئی ایم آر سی) والو سی ایم ڈی‬
OPERATING RANGE (IDLE)
‫انجیکٹر‬ 20% - 43%
‫دستک سی ٹی آر ایل‬
‫ دستک‬CTRL EGR
‫دستک ریٹارڈ‬ PARAMETER SPECIFICATION
)‫دستک سینسر (سرکٹ ڈائیگ‬
‫ایل ٹی فیول ٹرم‬

MAF SENSOR:
‫ایم اے ایف سینسر‬
Mass Air Flow Sensor
‫( مین ریلے‬FP) (V) (g/s)
‫میپ سینسر‬ Unit Conversion Type: AIR FLOW
‫( میپ سینسر‬HI RES)
A sensor indicates the amount of air flowing into the engine.
MAX ENG SPD
MIL Back to top PARSP_05_01
‫ملی ضلع‬
‫مل اسٹیٹس‬ PARAMETER SPECIFICATION
MISFIRE
MISFIRE ‫سائیکل‬
MISFIRE CYCLE B MAP SENSOR:
MISFIRE ‫ڈرائیونگ سائیکل‬ Manifold Absolute Pressure Sensor
‫ غلط استعمال شدہ‬CYL (V)(kPa)(MPa)(kgf/cm2)(mmHg)(inHg)(psi)
‫موٹر ڈیوٹی‬ Unit Conversion Type: PRESSURE
‫آئل پریشر سوئچ‬ - The sensor detects the intake manifold pressure, converts it into
‫آکسیجن سینسر ہیٹر‬ the voltage by the semiconductor, and sends it to the control unit.
‫پی این پی سوئچ‬ The signal is used for determination of the basic injection time
REL TP ‫سینسر‬
together with the engine speed signal output from the crankshaft
angle sensor.
‫ایس سی ایس‬
‫ٹارک یا اسٹارٹ کلچ کا سلپ تناسب‬ - The manifold absolute pressure sensor is installed between the
SOLENOID ‫ریٹرن سگنل‬ throttle valve of the throttle body and the intake manifold, and it
detects the intake manifold vacuum to calculate intake air
‫اسپارک ایڈوانس‬
amount.
ECT ‫شروع کریں۔‬
IAT ‫شروع کریں۔‬ - The vacuum generated in the intake manifold is applied to the
‫ٹی اے سی ایم ریلے‬ silicon diaphragm (sensor element). The silicon diaphragm is an
element that changes the electric resistance value by the applied
TH VLV ‫کو نشانہ بنائیں‬
pressure. A voltage is pre-applied to the electrode provided in the
‫تھروٹل ایکچوایٹر سپالئی وولٹیج‬ diaphragm, and current value changes according to pressure
‫تھروٹل وی ایل وی‬ change. This current change is converted into voltage change by
‫ٹی پی سینسر‬ the amplifier, and the sensor signal is output.
‫اے‬-‫ٹی پی سینسر‬
- The sensor signal operates the amplifier by the reference
‫بی‬-‫ٹی پی سینسر‬ voltage (5V) supplied from the VCC. The amplifier generates a
‫گاڑی کی رفتار‬ signal based on this voltage, and outputs it to the ECU.
VTEC SOL
- The voltage becomes lower with larger intake manifold vacuum,
and the voltage becomes higher with smaller intake manifold
vacuum. This change is in proportion to the vacuum generated in
the intake manifold.
- With this vacuum signal, the computer calculates the amount of

intake air based on the engine speed and throttle position.
- The manifold absolute pressure sensor detects the intake air

density from the throttle valve position and engine load status
change (high/low) from the intake air vacuum of the intake
manifold.
- The manifold absolute pressure sensor has the unit structure

with an amplifier, which is the amplifier circuit supplied the
reference voltage from the ECU. The sensor detects intake air
vacuum by the pressure sensor, amplifies it by the amplifier, and
converts it into the signal voltage. The signal voltage is low at
vacuum side, and high at atmosphere pressure side.
- Reference operating range (idle) 28kPa - 41kPa, 0.55V - 1.8V

i: Amplifier
ii: Sensor element
iii: VCC
iv: SG
v: PB
vi: ECU
vii: Reference voltage circuit
viii: Computer
Fig: Vacuum voltage characteristics

Y: V
X: mmhg
i: Atmosphere
NOTE: At times you may be requested to compare the MAP and

BARO sensors to each other with the Key On Engine Off (KOEO).
Use parameter specification kPa for BARO SENSOR.
IAT SENSOR / IAT SENSOR 1:
Intake Air Temperature Sensor / Intake Air Temperature Sensor(1)
(°C) (°F) (V)
Unit Conversion Type: TEMPERATURE
- The intake air temperature sensor is installed on the intake

manifold. The sensor detects the intake air temperature change
using the thermistor that changes its resistance value according
to the temperature, and converts it into the signal voltage.
- The structure and property of the resistance value are the same
as those of the engine coolant temperature sensor, however, the
thermistor wall is thinner and made of resin for better response.
- Reference operating range (idle) 25°C - 90°C, 2.8V - 1.7V
Fig: Temp. voltage characteristics

Y: V
X: °C
Back to top 4R_FI_TW2_ECT2A
ECT SENSOR 2 :
Engine Coolant Temperature Sensor 2
(°C) (°F) (V)
This indicates the engine coolant temperature on the radiator

side.
This ECT sensor is mounted to the radiator side for determining a
stuck-closed thermostat.
ECT SENSOR / ECT SENSOR 1 :

Engine Coolant Temperature Sensor / Engine Coolant
Temperature Sensor 1
(°C) (°F) (V)
- The sensor detects the coolant temperature change via

resistance value change of the thermistor, converts it into voltage,
and sends it to the control unit. With this signal (voltage), the
basic injection time is corrected according to the coolant
temperature. The resistance value of the thermistor becomes
higher with lower coolant temperature, and the value becomes
lower with higher temperature.
- The engine coolant temperature sensor is a thermistor sensor

installed to the block, and it detects engine coolant temperature.
- The thermistor changes its resistance value according to the

temperature, and the resistance value change is in proportion to
the temperature. Therefore, the thermistor is placed into the
coolant, and the sensor detects the resistance value change and
converts it to coolant temperature change.
- The resistance value change for the temperature (temperature

resistance characteristics) is as shown in the figure. When the
thermistor detects lower temperature, the resistance value
becomes higher, and it detects higher temperature, the value
becomes lower.
- The thermistor detects the resistance value as temperature, and

the computer cannot detect the resistance value. Therefore, the
value needs to be converted into the voltage value which can be
detected by the computer.
- To convert into the voltage value, the voltage of 5V is output by

the reference voltage circuit in the ECU, and applied it to the
thermostat. The thermostat has a circuit that consumes a certain
voltage out of the 5V depending on the resistance value, and
current values in the circuit change resulting in voltage change.
- The voltage becomes higher (5V), as the temperature becomes

lower, and it becomes lower, as the temperature becomes higher.
Because this voltage change is in proportion to the resistance
change, the temperature can be detected by the computer.
- The engine coolant temperature sensor is installed on the

cylinder block, and it detects engine coolant temperature change.
The engine coolant temperature sensor uses the thermostat that
changes its resistance value according to the temperature. The
resistance value becomes higher with lower coolant temperature,
and it becomes lower with higher temperature. The signal voltage
is output based on the resistance value change of the thermostat.
- Reference operating range (idle) 70°C- 100°C, 1.0V - 0.4V

Fig: Temp. resistance characteristics
Y: kΩ
X: °C
i: Sensor
ii: TW
iii: SG
iv: ECU
v: Reference voltage circuit
vi: Computer
VEHICLE SPEED:
Vehicle Speed
(km/h) (MPH)
Unit Conversion Type: VEHICLE SPEED
The vehicle speed (km/h) is converted by ECU from the pulse

signal sent from the vehicle speed sensor for display. When the
drive wheel speed is 2km/h or higher, the ECU controls various
functions using the wheel speed information. Examples)
ON/OFF control of V TEC system Fuel-cut control at high speed
driving Control of air fuel ratio correction during driving.
- The vehicle speed sensor is also used for the speedometer. The
pulse signal is output from the sensor based on the vehicle
speed, and the vehicle speed (km/h) is calculated from the
number of pulses within the specified time.
- The vehicle speed sensor system detects the differential gear

rotation by the magnet integrated in the rotor and Hall element
installed outside of the magnet. When voltage is applied to the
Hall element and magnetic flux is changed, Hall voltage is output
based on the magnetic flux change. Because the Hall voltage
changes in four cycles during one rotor rotation, the waveform
creation circuit outputs four-pulse signal.
- When the vehicle speed becomes higher, number of the vehicle

speed signal pulse within the specified time increases, and
voltage is output with approximately 7pulses/s at 10km/h, and
707pulses /s at 100km/h.
- The signal voltage output from the vehicle speed sensor is a

pulse signal, and voltage of 0V and 5V is output alternately. When
the vehicle speed sensor signal is OF, the voltage (5V) output
from reference circuit of the computer in the ECU flows to the
vehicle speed sensor and becomes 0V, and when the vehicle
speed sensor signal is ON, the reference voltage becomes 5V at
the same potential.
- The computer detects the vehicle speed signal based on

ON/OFF switching of the reference voltage which is made by
ON/OFF switching of the vehicle speed sensor. - The vehicle
sensor detects the vehicle speed change based on final gear
rotation speed on the transmission.
- The vehicle speed sensor has a magnetic sensing element and

detects magnetic flux change. This change is amplified and
converted into Hi and Lo voltage signals. The magnetic flux
changes depending on the rotation speed of the magnetic rotor
installed on rotation area of the final gear.
i: Magnet
ii: Hall element
iii: Waveform creation circuit
iv: Vehicle speed signal output
Fig: Output waveform of vehicle speed signal

Y: V
X: Time
Fig: Vehicle speed sensor (Training text III)

i: IG
ii: Vehicle speed sensor
iii: VSP
iv: ECU
v: Reference voltage circuit
vi: Computer
vii: SG
ENGINE SPEED:
Engine Speed
(RPM)
Engine speed is converted from CKP sensor.

AF SENSOR:
A/F Sensor
(mA)
A sensor that detects the amount of oxygen content in the

exhaust gases.
Back to top 4R_FI_RDBWRLY
THROTTLE ACTUATOR SUPPLY VOLTAGE :

Throttle Actuator Supply Voltage
(OFF/ON)
This indicates ON when TACM(Throttle Actuator Control Module)

relay applied.
TACM RELAY:
Throttle Actuator Control Module Relay
(ON/OFF)
This relay is controlled by the ECM and supplies power to the TAC
module.
It indicates ON when the ECM turns ON.

CRUS REQ TH:

Requested Throttle valve Position by Cruise Control Module
(°)
This indicates the throttle position requested by the cruise

control.
MOTOR DUTY:
Motor Output Duty
(%)
Output duty of motor controlled by TACM(Throttle Actuator

Control Module).
TP SENSOR-B:
Throttle Position Sensor B
(V)
This sensor is a supplemental sensor.

The ECM/PCM compares the voltage from throttle position
sensor A and throttle position sensor B to detect failures.
TP SENSOR-A:
Throttle Position Sensor A
(V)
A potentiometer connected to the throttle valve shaft.

It indicates the actual voltage on the TP sensor A.
IDLE TARGET TH:

Target Throttle Valve Position at Idle
(°)
This indicates the target angle based on engine rotation and the
amount of air flow.
TARGET TH VLV:
Target Throttle Valve Position (ETCS)
(°)
The ECM calculates the target angle from the accelerator position
sensor input and the driving conditions.
Back to top PARSP_276_01_OBS
THROTTLE VLV :
Throttle Valve
(deg)
Valid data range & sampling interval
This On Board Snapshot parameter is available only following
range and sampling interval.
-10 to 0 (sec): 0.1 sec sampling
Regards to On-Board Snapshot after 12MY, both the value outside

of the recording length and the value between recording points
shall be shown as "***".
APP SENSOR-B:
Acceleration Pedal Position Sensor B
(V)
A potentiometer connected to the accelerator pedal cable.

This indicates half the voltage value of APP sensor A.
A: APP SENSOR A
B: APP SENSOR B
i : The depressed amount of the accelerator pedal
APP SENSOR-A:
Acceleration Pedal Position Sensor A
(V)
A potentiometer connected to the accelerator pedal cable.

A: APP SENSOR A
B: APP SENSOR B
i : The depressed amount of the accelerator pedal
APP SENSOR:
Acceleration Pedal Position Sensor
(%)
It indicates the depressed amount of the accelerator pedal.

REL TP SENSOR:
Relative Throttle Position Sensor
(%) (°)
Unit Conversion Type: ANGLE
This signal displays the throttle opening, relative to the fully

closed position, where "0" is the fully closed position.
It is different from TP SENSOR, which displays the absolute

throttle position, where "0" is perpendicular to the throttle bore.

(DBW idle)
0 - 5 [%]
0 - 4 [°]
A : Default position (When IG SW is on)
B : Fully closed position (0°)
Back to top 4R_FI_ISO2HT
HO2S S2 HEATER CURRENT:

HO2S S2 Heater Current
(A)
It indicates the drive current of O2 sensor heater.

Back to top 4R_FI_CAN_DSO2HT
HO2S HEATER DUTY:

(%)
This parameter displays the heater ON duty for Heated Oxygen

Sensor (HO2S).
To stabilize its output, HO2S has an internal heater.
Duty control can realize high accurate heater control rather than
ON/OFF control.
A: SHO2S
B: SG
C: SO2SHTC
D: ECM/PCM
E: SECONDARY HO2S (SENSOR 2)
F: IG1
G: IGNITION SWITCH
HO2S S2 HEATER:
Oxygen Sensor Sensor 2 Heater
(ON/OFF)
A heater that stabilizes oxygen sensor performance and gets it

working sooner.
It turns off if the battery voltage is above 16 volts.

(ON)
HO2S S2:
Heated Oxygen Sensor Sensor 2
(V)
A heated oxygen sensor installed after catalyst to represent

double oxygen sensor feedback and to examine primary oxygen
sensor performance.

0.00V - 1.40V
Oxygen Sensor Heater:

HO2S (AF) S1 HEATER
(ON/OFF)
- The data is indicated with ON/OFF.
- ON/OFF of the oxygen sensor heater is controlled by the ECU,

and it is normally ON. It turns OFF if the coolant temperature is
0°C or lower, the battery voltage is above 16V, or when the engine
is stopped.
Reference operating range (Idle)

(ON)
FSS:
Fuel System Status
OL COND : Open loop due to conditions
CLOSED : Closed loop
OL DRV : Open loop due to driving
OL DTC : Open loop due to DTC
CL O2SX : Closed loop but faulty O2S
This indicates the feedback condition and the reason why the fuel
system is in a given operating mode.
LT FUEL TRIM:
Long Term Fuel Trim
(Counts)
Air fuel feedback average (AF FB AVE) is used by the PCM to

detect long term failures in the air fuel control system. The fuel
system is too rich when AF FB AVE drops below the lower limit
threshold while the purge control solenoid is turned off. The fuel
system is too lean when AF FB AVE rises above the upper limit
threshold.
AF FB AVE generally chases AF FB, updating about once a

minute. However AF FB AVE may remain much lower than AF FB
depending on the amount of fuel vapors stored in the EVAP
canister. An AF FB AVE value near the lower limit threshold may
be normal depending on the value of AF FB.
NORMAL OPERATION - LOW CANISTER FUEL VAPOR

SATURATION
A : AF FB (ST FUEL TRIM)

B : AF FB AVE (LT FUEL TRIM)
C : Threshold line
The graph above shows the AF FB value operating near the ideal
value of 1.00. AF FB AVE is slowly chasing AF FB and is also
staying near 1.00.
NORMAL OPERATION - HIGH CANISTER FUEL VAPOR

SATURATION
C : Threshold line
In the case of a saturated EVAP canister, AF FB may be reading

normally but AF FB AVE will drop near or below the lower limit
threshold. The PCM has logic to prevent a DTC from setting
during this condition. The graph above shows the AF FB value
reading normally and the AF FB AVE at the lower limit threshold.
When this occurs, the PCM cuts purge operation and sees if AF
FB AVE begins to return toward 1.00. If AF FB AVE increases
above a certain threshold, the monitor is paused for a set time
and purge is turned back on to remove excess purge vapor from
the canister. The monitor is resumed after the set time expires.
TOO LEAN

C : Threshold line
The graph above shows the AF FB value operating above the

upper limit threshold. AF FB AVE slowly chased AF FB above the
threshold causing a DTC to set.
TOO RICH

C : Threshold line
The graph above shows the AF FB value operating below the

lower limit threshold. AF FB AVE slowly chased AF FB below the
threshold causing a DTC to set.
Back to top 4R_FI_CAN_DAFHT
AF HEATER:
(%)
This parameter displays LAF sensor heater ON duty.
0% means Heater OFF.
A: AFS+
B: AFS-
C: AFSHTC
D: SUBRLY
E: MRLY
F: ECM/PCM
G: A/F SENSOR (SENSOR 1)
H: PGM-FI SUBRELAY
I: PGM-FI MAIN RELAY 1
J: BATTERY
AF FB (ST FUEL TRIM):

Short Term Fuel Trim
(Counts)
Air fuel feedback is a short term correction to fuel delivery. The

base value is 1.00. A value greater than 1.00 indicates injector
duration is being increased and a value less than 1.00 indicates
injector duration is being decreased.
Air Fuel Ratio Leaner Than Command
The graph above shows the PCM using AF FB (ST FUEL TRIM) to
correct an air fuel ratio that became too lean. The actual air fuel
ratio shown in green reached about 16.8, much leaner than the
command air fuel ratio of 14.79 shown in blue. In response the
PCM increased injector duration by increasing the air fuel
feedback value shown in red from 1.03 to 1.06. The additional
amount of fuel caused the air fuel ratio to drop back down toward
the commanded air fuel ratio of 14.79.
Air Fuel Ratio Richer Than Command
The graph above shows the PCM using AF FB (ST FUEL TRIM) to
correct an air fuel ratio that became too rich. The actual air fuel
ratio shown in green reached about 13.8, much richer than the
command air fuel ratio of 14.79 shown in blue. In response the
PCM decreased injector duration by decreasing the air fuel
feedback value shown in red from 1.06 to 1.03. The lower amount
of fuel caused the air fuel ratio to rise back toward the
commanded air fuel ratio of 14.79.
Back to top 4R_FI_CAN_AFRAC
AF SENSOR IMPEDANCE:
(Ohm)
LAF sensor (DENSO) impedance.

When LAF sensor is driven, the valid data is replied.
A: AFS+
B: AFS-
C: AFSHTC
D: SUBRLY
E: MRLY
F: ECM/PCM
H: PGM-FI SUBRELAY
J: BATTERY
Back to top 4R_FI_CAN_AFCAD
AF SENSOR SIGNAL PLUS:
(V)
This parameter displays the AFS+ line voltage for LAF sensor.
A: AFS+
B: AFS-
C: AFSHTC
D: SUBRLY
E: MRLY
F: ECM/PCM
H: PGM-FI SUBRELAY
J: BATTERY
Back to top 4R_FI_CAN_AFVAD
AF SENSOR SIGNAL MINUS:

(V)
This parameter displays the AFS- line voltage for LAF sensor.
A: AFS+
B: AFS-
C: AFSHTC
D: SUBRLY
E: MRLY
F: ECM/PCM
H: PGM-FI SUBRELAY
J: BATTERY
Back to top 4R_FI_CAN_CMDEQRAT_KCMD
AF FB CMD:
Air Fuel Ratio Feedback Command
The target air/fuel ratio that the ECM controls from the oxygen
sensor data.
The reciprocal of AF FB CMD is A/F LAMBDA CMD.
Back to top 4R_FI_CAN_CMDEQRAT
A/F LAMBDA CMD

Air Fuel Lambda Command
This is equivalent to Commanded Equivalence Ratio.
NOTE: Commanded Equivalence Ratio is defined in Service$01
PID $44 specified in SAE J1979/ISO 15031-5.
The reciprocal of A/F LAMBDA CMD is AF FB CMD.
A/F Command
<primary O2 sensor>
Fuel system that utilise conventional oxygen sensor shall display
the commanded open loop equivalence ratio while the fuel
control system is in open loop. A/F shall indicate about 1.0 while
in closed loop fuel.
<primary LAF sensor>

Fuel system that utilise wide-range/linear oxygen sensors shall
display the command equivalence ratio in both open loop and
closed loop operation.
·open loop···A/F sensor F/B

·close loop···A/F sensor NO F/B
For example,for gasoline,stoichiometric is 14.64:1 ratio.

If the fuel control system was commanding an 0.95 A/F the
commanded A/F ratio to the engine would be
14.64*0.95=13.9A/F.
Back to top 4R_FI_LAMBDA_AFR
AIR FUEL RATIO:

Air Fuel Ratio
This indicates the Air Fuel Ratio calculated from A/F LAMBDA.
NOTE: Air Fuel Ratio = 14.7*A/F LAMBDA

AF LAMBDA:
A/F Sensor Equivalence Ratio
This indicates the equivalence ratio which is the current

measured air/fuel ratio divided by the stoichiometric A/F ratio.
LAMBDA > 1 Lean

LAMBDA < 1 Rich
Back to top 4R_FI_CAN_TAC_ACET
A/C TEMPERATURE SENSOR:

Air Conditioning Temperature Sensor
(°C) (°F) (V)
It indicates the air conditioner evaporator temperature sensor

output which input to FI ECU. It is A/C air conditioner evaporator
temperature.
If there is no input from the sensor to FI ECU, this parameter will
display the value when open circuit(i.e. -40degC) is happened.
FI ECU uses this information when to operate A/C clutch.

If this sensor has failure or line open/short between sensor and FI
ECU, A/C clutch will not be ON.
NOTE:This parameter may display the value when open circuit(i.e.

-40degC) when A/C clutch operation is no problem.
Then, please check ECM/PCM input terminal for this sensor.
You can find out the terminal is not connected to the sensor.
‫اس صورت میں‬، FI ECU ‫ نے‬CAN ‫نیوٹ ورک کے ذریعے ایئر کنڈیشنر کنٹرول‬
‫ اور اسے‬،‫ یونٹ سے سینسر آؤٹ پٹ حاصل کیا‬A/C ‫کلچ آپریشن کے لیے استعمال‬
‫کیا جاتا ہے۔‬
‫اوپر کی طرف واپس‬ 4R_FI_ACRPS_ACRP
A/C ‫پریشر سینسر‬:

A/C ‫پریشر سینسر‬
2
(V) (kPa) (MPa) (kgf/cm ) (psi)
‫یونٹ کی تبدیلی کی قسم‬: A/C ‫پریشر‬
A/C ‫ پریشر سینسر‬A/C ‫سسٹم کے اونچے حصے میں دباؤ کی پیمائش کرتا ہے۔‬
‫اوپر کی طرف واپس‬ 4R_FI_CAN_ACS
A/C ‫سوئچ‬:
A/C ‫سوئچ‬
(‫آف‬/‫)آن‬
A/C switch data list goes to ON when the following conditions are
met:
- Thermal protector is in the closed position.
- A/C pressure switch is closed (above 28 psi and below 455 psi).
- A/C switch is in the ON position.
- Heater fan switch is in position 1,2,3, or 4.
A 5V reference is sent from the PCM through all the closed

switches through the heater fan switch (only in positions 1,2,3 or
4) to body ground (5V reference needs to see a path to ground).
A/C switch data list goes to OFF when the following conditions
are met:
- Anyone of the switches is in the open position.
- Heater fan speed is in the OFF position.
- The 5V reference has no path to ground.
NOTE: This parameter may be displayed even if the vehicle does

not equip the A/C system.
In this case, the value will be OFF. This is not problem.
BRAKE SWITCH:
Brake Switch
(ON/OFF)
- This sensor detects the operation status of the brake pedal. The
brake lamp switch voltage is used for signal. When the brake
pedal is not operated, the BKSW terminal does not output the
voltage. When the brake pedal is depressed, the switch turns ON,
and the brake lamp illuminates. As a result, the battery voltage is
applied to the BKSW terminal, and BKSW terminal outputs the
voltage. When the voltage from this terminal is ON, the computer
detects the brake pedal operation.
i: IG
ii: Brake switch
iii: Brake light
iv: Oil pressure switch
v: PSW
vi: BKSW
vii: ECU
viii: Reference voltage circuit
ix: Computer
Back to top 4R_FI_CAN_CRTMSW
CLUTCH PEDAL POSITION SWITCH B:

Clutch Pedal Position Switch B
(OPEN/CLOSE)
AT control unit send the open signal to PGM-FI unit when the
clutch pedal is depressed and PGM-FI unit will cancel the auto
cruse.
Cruise control system cancellation request input from AT shift

selector switches or MT gear lever. If you step on clutch pedal
lightly,cruise control will be cancelled in few seconds.
AT control unit will send this signal when the clutch pedal is
depressed five seconds or more. This signal has five seconds
delay to avoid the frequent cancel for auto cruse.
Note:Cruise control Not support vehicle value of the unit is

"CLOSE".
A/T R SWITCH:
A/T R Position Switch
(ON/OFF)
When the A/T shift lever is shifted to the R position, the A/T R
switch indicates ON to the ECM (electrically closed).
PNP SWITCH:
A/T Park/Neutral Position Switch
(P-N/GEAR)
When the A/T shift lever is shifted to "P" or "N" position, the PNP
switch indicates P-N to the ECM (electrically closed).
If it is in gear, the PNP switch indicates GEAR.
GEAR POSITION:
Gear Position
This shows the estimated gear position is calculated from both of

the Main shaft speed sensor and the Countershaft speed sensor.
After IG ON, this parameter shows "Neutral or unknown".

After engine is started, ECU estimated gear position as like below
figure image.
Example) This parameter shows "1" at A. When the vehicle

condition is changed from A to B, this parameter shows "2". In the
same way, this parameter value will be from "2" to "1" when the
vehicle status is changed from B to A.
Fig: Image of the routine to estimate gear position (6th gear

position)
X: Engine speed (Main shaft speed)
Y: Vehicle speed (Countershaft speed)
NOTE:
Regards to vehicles which are less than 09 model year
(included 09MY), this parameter will continue to show
highest gear position till IG OFF if the engine is
stalled.
Regards to vehicles which are 10 model or above, this
parameter will show "Neutral or unknown" if the
engine is stalled or idling stop operation.
ELD:
ELD
- The ELD unit detects the magnetic flux generated in the main
wire harness of the vehicle, by the pickup for the magnetic flux
detection. This magnetic flux is in proportion to the current
amount of the harness, therefore, increase/decrease of electric
power consumption can be detected by monitoring the magnetic
flux.
- Increase/decrease amount of the electric power consumption is

output to the PGM-FI ECU via the signal output circuit.
- The output signal of the electric power consumption has

characteristics in which consumption increases, as the signal
voltage decreases.
- The ELD sensor is installed on the main fuse box. It detects the
electric load amount used via the vehicle from the current flow of
the main power harness.
- The ELD sensor has the unit structure with an amplifier. It

detects the load current change of the vehicle by the current
sensor, amplifies it by the amplifier, and converts it into the signal
voltage.
Fig: ELD unit

i : Pick-up
ii : IG1
iii : ELD unit
iv : Detection circuit
v : Signal output circuit
vi : ACG
vii : EL
viii: ACGC
ix :ACGF
x : ECU
xi : Detection circuit
xii: Control signal
xiii: Detection circuit
xiv: Computer
Fig: Signal output characteristics

Y:V
X : Electric power consumption
IG1 LEVEL:
IG1 Voltage Level
(HIGH/LOW)
It indicates the IG1 voltage level.

BATTERY:
Battery Voltage (V)
Standard condition:12V
The battery is charged from the generator at about 12V to 15V

while the engine is running.
BATTERY indicates the battery voltage whenever ignition switch
is on.
Back to top 4R_FI_FCDEC
FUEL CUT DECEL :

Fuel Cut Decel
(ON/OFF)
This parameter displays the status of the operation mode of the

control module used to turn off the fuel injectors during certain
deceleration conditions.
Back to top 4R_FI_FC
FUEL CUT :
Fuel Cut
(ON/OFF)
This parameter displays the status of the operation mode of the

control module used to turn off the fuel injectors.
Back to top 4R_FI_IDLING
IDLING :
Idling
(ON/OFF)
With the ignition switch ON, the engine running at idle, this will be
ON. Depressing the accelerator pedal while idling will turn it OFF.
KNOCK CTRL :
Knock Control
It indicates the IG timing correction when the control module is

adjusting the IG timing to alleviate excessive engine knock.
Back to top 4R_FI_CAN_MBKSAD
KNOCK SENSOR(Circuit Diag):

(V)
This parameter displays the filtered input voltage of

the FI control unit integrated knock sensor. It is used
to detect open/short conditions on the knock sensor
line.
Value of this parameter is usually about 2.5V. The
value will differ in case of failure (open line between
sensor and ECU, short to Vcc, short to GND, etc).
This parameter is introduced for the Multi-Band Knock
System. Unlike the usual knock detection system, this
system features digital signal analysis.
NOTE: To judge occurrence of knocking and/or knock

system performance, please use the parameters "KNOCK
RETARD" and "KNOCK CTRL".
KNOCK RETARD:
Knock Retard
This status indicates that the ECU retards the specified degree of
the ignition timing from the basic ignition timing to prevent
knocking based on the signal from the knock sensor.
When the knock signal indicating abnormal combustion of the

engine is sent from the knock sensor to the ECU, the ECU retards
the specified degree of the ignition timing from the basic ignition
timing to prevent knocking.
Knock control
Knocking is closely related to the ignition timing. When the

ignition timing is advanced, the maximum combustion pressure
increases, thus the knocking tendency also increases.
OPERATING RANGE (IDLE) 0°

‫اسپارک ایڈوانس‬:
‫اسپارک ایڈوانس اینگل ڈگریز‬
(°)
‫ مختلف سینسرز‬ECM ‫کو ان پٹ دیتے ہیں تاکہ اگنیشن ٹائمنگ کو ڈرائیونگ کے‬
‫مختلف حاالت کے لیے بہتر بنایا جا سکے۔‬
‫ سلنڈر کا پیشگی زاویہ ہے۔‬1 ‫یہ نمبر‬
)‫آپریٹنگ رینج (بے کار‬
13° - 18°
‫اوپر کی طرف واپس‬ PARSP_51_01
‫انجیکٹر‬:
‫انجیکٹر‬
(MS)
- ‫ یہ حیثیت اس بات کی نشاندہی کرتی ہے کہ‬ECU ‫طے شدہ انجیکشن کی رقم کو‬
‫انجیکٹر کو منتقل کرتا ہے۔‬
- ECU ‫ اور والوز سے سگنلز کا استعمال کرتے ہوئے‬،‫ ریلے‬،‫ ایکچیوٹرز‬،‫تمام سینسرز‬
‫انجن کے آپریٹنگ حاالت کے لحاظ سے انجیکشن کی زیادہ سے زیادہ رقم کا تعین‬
‫کرتا ہے۔‬
- The injector is a solenoid valve which supplies the optimum

amount of fuel depending on the engine operating conditions.
The pressure-adjusted fuel is supplied to the injector where it is
measured and injected into the intake manifold with the minimum
valve opening time. This enables the optimum fuel supply. In
addition, as the engine operation range changes from idling to
medium speed, and finally to the top speed, it requires the
instantaneous measurement and injection depending on the
situation. For this reason, the injector is a resistor-integrated type
with improved response.
(1) Injector activation
- When the solenoid coil is energized, the magnetic flux generated

on the coil energizes the core. Then the core is pulled and moves
into the solenoid coil by overcoming the solenoid spring force. At
this time, the needle valve also moves together with the core. This
makes the needle valve and valve seat of the valve body
separated and the fuel is injected. The measurement amount is
calculated using the coil energization time and the pre-applied
fuel pressure.
(2) Resistor operation
- The resistor improves the injector response. As the engine

speed increases, the time-based energization count (ON/OFF) of
the coil also increases. The increased alternative resistance
prevents the current flowing smoothly. At this time, the injector
functions to improve the response of the solenoid coil.
(3) Injector operation
- After the computer determines the operation time (injection

time), the voltage signal transmitted from the main relay via the
resistor injector to the drive circuit turns ON the drive circuit. The
drive current flows to the solenoid coil of the injector to generate
the operation waveform which controls the coil.
- The injector starts operation gradually when receiving the

operation ON signal by the operation waveform generated on the
coil. The operation time until the injector is completely operated
(the valid operation time) is considered as the invalid operation
time. The total operation time includes this invalid time.
- When the operation signal is turned OFF, the counter

electromotive voltage rises rapidly on the coil. This risen voltage
ensures that the injection properly completes.
- The injector is a solenoid valve which is required high
opening/closing precision, response, endurance. It consists of
plunger, needle valve, core, solenoid coil, filter, and valve.
- The fuel supplied via the inside of the injector is injected through
the needle valve. The fuel lubricates and cools the injector to
stabilize the temperature of the needle valve. The injection
amount is adjusted by changing ON time of ON/OFF output
signals synchronized with the engine speed signal.
<Current flow>
- The injector power is supplied from the battery via the main
relay when the ignition is turned ON. The ground is made in the
ECU to activate the injector.
<Operation>
1. After the ECU determines the injection time, the fuel injector is
energized.
2. This energizes the solenoid coil to pull the core.
3. Because the needle valve and plunger are integrated with the
core, the needle valve lifts.
4. The inside of the injector is filled with the pressurized fuel.

When the needle valve lifts, the fuel is injected through the tip of
the injector.
5. The lift amount of the injector needle valve is set to the

specified amount, and the fuel pressure is maintained at the
specific value by the pressure regulator. Therefore, the injection
amount is determined by the valve opening time (energization
time of the solenoid valve).
- Reference operating range (idle) 1.5ms - 3.5ms
Fig: Injector drive signal, waveform characteristics

Y: V
X: Time
i : Drive waveform
ii: Inefficient drive time
iii: Efficient drive time
iv: Drive signal
v : ON
vi: OFF
Back to top 4R_FI_CNDOLVL
ENGINE OIL LEVEL MONITOR CONDITION:

Engine Oil Monitor Condition
(ACTIVE) (INACTIVE)
Back to top 4R_FI_LOIL
ENGINE OIL LEVEL:

Engine Oil Level
(mm)
Back to top 4R_FI_CAN_RVTS
SOLENOID RETURN SIGNAL:

Solenoid Return Signal
(ON/OFF)
It indicates ON when the VTS circuit is normal and VTS is ON.
When the circuit has a problem, it stays ON or OFF.

VTEC SOL:
VTEC Solenoid Valve (Spool Valve)
(ON/OFF)
The ECM opens the solenoid valve to change the actuation of

engine valve timing and lift to improve performance.
The change point depends on the engine load conditions.
Back to top 4R_FI_CAN_EGRST
EGR FLOW OPEN RATIO:

(%)
This is diagnostic result information about Exhaust Gas

Recirculation (EGR) Insufficient Flow (P0401).
This is the ratio of current EGR flow to pre-determined normal
EGR flow.
(EGR FLOW OPEN RATIO) = (Current EGR Flow) / (Pre-determined
Normal EGR Flow)
"Current EGR Flow" is calculated from intake manifold
pressure (i.e. MAP) between when the EGR valve is
fully opened and when it is fully closed under the
monitor of P0401.
(Current EGR Flow) = (MAP when the EGR valve is
fully opened)-(MAP when the EGR valve is fully
closed)
"Pre-determined Normal EGR Flow" is the basic intake
manifold pressure (i.e. MAP) between when the EGR
valve is fully opened and when it is fully closed EGR if
there is EGR passage clogged. It is determined from
the table in ECU program when "Current EGR Flow" is
calculated because it shall be different by vehicle
condition and environment.
When this parameter shows 100%, it means this system is normal

and there is no EGR passage clogged. If this parameter is
malfunction threshold or less, system will be malfunction and
EGR passage is clogged.
Then P0401shall be occurred. The malfunction threshold is
different by each model. Refer to "Advanced Diagnostic"
information for each model.
For Example: Regards to 12MY FIT AT, the threshold is 20%.
NOTE: If the monitor of P0401 is not executed in this drive cycle,

this parameter will show "0%".
Moreover, Enable condition of P0401 is different between each

model. Refer to "Advanced Diagnostics" for each model.
General Description: The EGR valve is closed during deceleration
with the throttle valve fully closed. Then the ECM/PCM fully
opens the EGR valve. After a set time, the ECM/PCM computes
the ratio of the present EGR flow to the normal EGR flow by
monitoring the fluctuation of the intake manifold pressure
between when the EGR valve is fully opened and when it is fully
closed. Then, ECM/PCM diagnoses P0401.
Throttle Valve
EGR Valve
MAP Sensor
Engine Speed
A: Open
B: Close
C: High
D: Low
E: Actual
F: Command
G: Threshold for P0401
H: When EGR flow rate is 100%
Fig: P0401 General description
EGR valve position sensor (EGR VLS):

EGR Lift Sensor
(V)
- The EGR control reduces NOX in the exhaust gas. It recirculates

the exhaust gas into the intake manifold, and mix it into intake
mixture to reduce the combustion temperature.
(1) Activation
- When the computer determines the recirculation amount of EGR,

the EGR control SOL V is activated, and the intake manifold
vacuum is applied to the diaphragm of the EGR valve, then, the
valve connected to the diaphragm opens. As a result, the exhaust
gas from the exhaust manifold flows into the intake manifold.
- The EGR valve has the valve position sensor, and the computer
detects the lift amount of the valve. Therefore, it controls the
drive signal (ES) sent to the EGR control SOL V via the valve
position sensor signal (EGRL) to obtain the required recirculation
amount.
(2) Control signal
- The voltage of the EGR valve position sensor signal becomes

higher according to the valve position. The voltage changes in
proportion to the valve position. Therefore, when the valve
position calculated by the computer is not obtained, the EGR
control SOL V is activated to obtain it.
- The drive signal (ES) of the EGR control SOL V is the duty signal.
When the ON time is long, the vacuum inflow amount applied to
the diaphragm of the EGR valve increases, and the lift amount of
the EGR valve also increases.
- The exhaust gas recirculation unit has the EGR valve with the
valve position sensor. It feedbacks the actual lift amount to the
ECU to compare it with the target lift amount in order to improve
fuel economy and engine performance, and to reduce NOX level.
The EGR valve is operated by the mixture vacuum, which consists

of the vacuum that is controlled to the fixed value by the vacuum
control valve, and the secondary air that is taken through the EGR
control solenoid valve. In each operation range when the engine
is cold, at idling, high speed, high load, and deceleration, the EGR
operation is cancelled to secure the engine performance.
<Operation> In the EGR operation range, when the ECU receives

the signals from the sensors, it opens/closes the EGR control
solenoid valve to obtain the memorized target lift amount, and
controls the CLOSE time (duty time). When the EGR valve opens
(lifts), the valve position sensor detects the opening amount (lift
amount), and it is sent to the ECU. Based on this signal, the ECU
controls the EGR valve to obtain the target lift amount.
- Reference operating range (no lift) 0.95V - 1.50V
Fig: Lift sensor signal

Y: V
Fig: EGR control sol. valve drive signal
Y: V
X: Time
i: OFF
ii: ON
EGR LIFT:
EGR Valve Lift
EGR LIFT:(actual) The EGR control reduces NOX in the exhaust

gas. It recirculates the exhaust gas into the intake manifold, and
mix it into intake mixture to reduce the combustion temperature.
The maximum lift quantity: 5 mm.
EGR L COMMAND:
EGR Valve Lift Command
EGR L COMMAND:(command) The EGR control reduces NOX in

the exhaust gas. It recirculates the exhaust gas into the intake
manifold, and mix it into intake mixture to reduce the combustion
temperature. The maximum lift quantity: 5 mm.
Back to top 4R_FI_CAN_OPSWR
OIL PRESSURE SWITCH :

Engine Oil Pressure Switch : Engine oil lamp light up when Engine
pressure abnormal
(ON/OFF)
Status of OPSW (Engine Oil Pressure Switch) signal input.

SCS:
Service Check Signal
(OPEN/SHORT)
When the SCS line is grounded, the Service Check Signal

indicates SHORT.
After turning on the ignition switch, the indicator light blinks the
DTCs.
Back to top 4R_FI_CAN_ACC
A/C CLUTCH:
Air Conditioning Clutch
(ON/OFF)
The magnetic clutch is engaged when A/C switch is turned ON

and the compressor pressure switch and thermostat change to
ON.
NOTE: This parameter may be displayed even if the vehicle does

not equip the A/C system.
In this case, the value will be OFF. This is not problem.
Back to top 4R_FI_CAN_DOCAT
CATA MONITOR CONDITION:

Catalytic System Monitoring Efficiency Condition
(OK/NG)
This indicates the efficiency condition to detect catalytic system

deterioration.
START IAT:
Intake Air Temperature at Start Up
(°C) (°F)
This indicates the intake air temperature when the ignition switch
is turned ON.
START ECT:
Water Temperature at Start Up
(°C) (°F)
This indicates the engine coolant Temperature when the ignition

switch is turned (ON)
MAX ENG SPD:

Maximum Engine Speed
(RPM)
This parameter displays the engine speed when an Engine Over-

Speed Condition is detected. If an Engine Over-Speed Condition
has not been detected, 0 is display.
CKP PULSER F/B LEARN:

CKP Pulser Feed Back Learn Condition
(Completed/Not Completed)
This shows whether the vehicle has learned misfire detection and
enhancement of accuracy.It indicates 'Completed' if this learning
has been completed.
<Enable Criteria>
ECT at 176°F(80°C) or higher.
<Procedure>
Test-drive the vehicle on a level road. Decelerate (with the throttle
fully closed) from an engine speed of 2,500 rpm to 1,000 rpm
with the A/T in 2 position or M/T in 1st gear.
IDLE TARGET:
Target idle speed
(RPM)
Calculated target idle RPM in ECM.
The target idle speed varies with the engine coolant water
temperature or the engine load, etc.
When the engine coolant water temperature is low, the idle

speed is high
i:Idle speed
ii:Engine coolant water temperature
ii-i:Low
ii-ii:High
iii:MT,AT/CVT(Neutral)
iv:AT/CVT(In gear)
When the engine load is high, the idle speed is high.

i:Idle speed
ii:Engine load
ii-i:Low
ii-ii:High
iii:No load - Low load
iv:Medium load(Such as Small Light)
v:High load(Such as Head Light + Air/Con)
US-OBD area only (US, Canada, Korea)
The PCM controls the idle speed so that the target idle speed set
in advance meets the actual idle speed by comparing both
values.
When the actual idle speed is lower than the target idle speed and
the state that the difference is more than a specified value
continues for more than a specified time, it is determined as the
failure of the idle speed control system. (Too Low = P0506)
Contrarily, when the idle speed is higher than the target idle speed
and the state that the difference is more than a specified value
continues for more than a specified time, it is also determined as
the failure of the idle speed control system. (Too High = P0507)
IMMOBILIZER:
Immobilizer
(BAN/RUN)
BAN : Immobilizer module prevents ECM from starting the

engine.
RUN : Immobilizer module allows ECM to start the engine.

FAN HIGH CTRL:

Fan High Control
(ON/OFF)
When 2-stage radiator fan is controlled to high mode by ECM, the
fan high control indicates ON.
FAN LOW CTRL:

Fan Low Control
(ON/OFF)
When 2-stage radiator fan is controlled to low mode by ECM, the

fan low control indicates ON.
MAIN RELAY(FP):
Main Relay for Fuel Pump
(ON/OFF)
The main relay contains two individual relays.

This is the 2nd relay, which supplies power to the fuel pump.
IMT(IMRC) VALVE CMD:

Intake Manifold Tuning (Intake Manifold Runner Control) Valve
Command
(OPEN/CLOSE)
Two air intake paths are provided in the intake manifold.

The valve is closed at low engine speed.
MIL DIST :
Distance since MIL on
(km) (mile)
Unit Conversion Type: DISTANCE
This indicates the distance that has elapsed since the ECM last
commanded the MIL on.
MIL STATUS:
MIL Status
(ON/OFF)
ON : The MIL is turned on and ECM stores MIL indicated DTCs.
OFF : The MIL is not turned on.
MIL:
Malfunction Indicator Lamp
(ON/OFF)
- The malfunction indicator lamp is an actuator which indicates

the operating status and the system status of the computer in the
ECU. The operating condition and the system status are indicated
by ON/OFF of the MIL.
- When the ignition switch is turned ON, the main power of the
ECU (IGP) is supplied, with which the computer is also activated.
If there is no failure in the system, the OFF signal is output to the
drive circuit of the MIL. The drive circuit is turned OFF by the OFF
signal, which causes the MIL to be OFF.
- If the computer detects the system failure during driving, it

performs the fail-safe control, and outputs the ON signal to the
drive circuit. The drive circuit is turned ON by the signal, which
causes the MIL to be ON.
- With the MIL is remained ON, if the ignition switch is turned OFF
once, the fail-safe control is reset and the MIL goes OFF. Then the
normal control is restored, and the MIL is remained OFF until the
failure is detected again.
- If the engine will not start and the MIL remains ON, it indicates
the computer is not operating.
- The drive signal from the computer is used to switch ON

(illuminating) and OFF(not illuminating) the voltage applied from
IGN to the drive circuit in the ECU via the MIL. If the drive signal is
not output by the computer, the drive circuit itself is turned ON to
illuminate the MIL.
Fig: Malfunction indicator lamp
i : IG
ii: Malfunction indicator lamp
iii: WARN
iv: IGP
v: ECU
vi: Drive circuit
vii: Computer
EVAP PC DUTY:
Evaporative Purge Control Solenoid Valve Duty Percent
(%)
It indicates the drive percentage of the solenoid valve.

KNOCK CTRL EGR :

Knock Control (EGR)
This indicates the IG timing correction when the EGR system is

active.
The control module adjusts the IG timing to alleviate excessive
engine knock.
Back to top 4R_FI_CAN_NMFBCYL1
CYL1 MISFIRE B:
No.1 Cylinder Misfire Counter
(Counts)
This indicates the number of misfire that occurred at the No.1

cylinder.
CYL2 MISFIRE B:
(Counts)
It indicates number of misfire occurred at the No.2 cylinder.

CYL3 MISFIRE B:
(Counts)

CYL4 MISFIRE B:
(Counts)

Back to top 4R_FI_NTDCA
MISFIRE CYCLE:
Misfire Cycle Counter
(Counts)
This counter counts the number of TDC in every engine 200

rotations.
It returns to zero at 400 counts with L4 engine.
With V6 engine, at 600 counts.
Back to top 4R_FI_NMFACYL1
CYL1 MISFIRE:
(Counts)

cylinder.
CYL2 MISFIRE:
(Counts)

cylinder.
CYL3 MISFIRE:
(Counts)
‫‪This indicates the number of misfire that occurred at the No.3‬‬
‫‪cylinder.‬‬
‫‪Back to top‬‬ ‫‪4R_FI_NMFACYL4‬‬
‫‪PARAMETER SPECIFICATION‬‬
‫‪CYL4 MISFIRE:‬‬
‫نمبر ‪ 4‬سلنڈر مس فائر کاؤنٹر‬
‫)گنتی(‬
‫یہ غلط آگ کی تعداد کی نشاندہی کرتا ہے جو نمبر ‪ 4‬سلنڈر میں ہوا تھا۔‬
‫اوپر کی طرف واپس‬ ‫‪4R_FI_CAN_NMCYLOBS1‬‬
‫‪CYL1 TOTAL MISFIRE:‬‬

‫نمبر ‪ 1‬سلنڈر ٹوٹل مس فائر کاؤنٹر‬
‫)گنتی(‬
‫اس سے پتہ چلتا ہے کہ اگنیشن کے آن ہونے کے بعد سے نمبر ‪ 1‬سلنڈر میں ہونے والی‬
‫غلط آگ کی تعداد۔‬
‫دونوں کی جمع شدہ قدروں کو ظاہر کرتی ہے۔ ‪ B‬اور ‪ A‬یہ قدر غلط فائر کی قسم‬
‫‪:‬کل غلط فائر ‪CYL2‬‬

‫)شمار(‬
‫اس سے پتہ چلتا ہے کہ اگنیشن آن ہونے کے بعد سے نمبر ‪ 2‬سلنڈر میں ہونے والی‬
‫‪:‬کل غلط فائرنگ ‪CYL3‬‬

‫)شمار(‬

‫‪:‬کل غلط فائرنگ ‪CYL4‬‬

‫)شمار(‬
‫اوپر کی طرف واپس‬ ‫‪4R_FI_CAN_CDCMFA‬‬
‫‪:‬غلط ڈرائیونگ سائیکل‬

‫غلط ڈرائیونگ سائیکل‬
‫)گنتی(‬
‫کا پتہ چال۔ )‪ A‬معیار( ڈرائیونگ سائیکل کی تعداد جس کے طور پر غلط فائر‬
‫اوپر کی طرف واپس‬ ‫‪4R_FI_CAN_MFCYL‬‬
‫‪Misfired CYL:‬‬
‫غلط فائر شدہ سلنڈر‬
‫)‪(B‬‬
‫غلط فائر شدہ سلنڈر بٹ کی معلومات‬
‫‪In case of No.1 and No.3 cylinder have misfired.‬‬

‫‪00000101‬‬
‫‪In case of No.6 cylinder has misfired.‬‬

‫‪00100000‬‬
‫‪Back to top‬‬ ‫‪PARSP_156_01‬‬
‫‪MISFIRE:‬‬
‫‪Misfire‬‬
‫‪Misfire accumulated counter for CSF method‬‬

‫‪Back to top‬‬ ‫‪4R_FI_CAN_TCAT‬‬
‫‪CATALYST TEMP :‬‬

‫‪Catalyst Temperature Sensor‬‬
‫)‪(°C) (°F‬‬
‫‪Unit Conversion Type: TEMPERATURE‬‬
‫‪This parameter shall display catalyst substrate temperature.‬‬

‫‪It may be directly from a sensor, or may be inferred by the control‬‬
‫‪strategy using other sensor inputs.‬‬
‫‪The definition of this parameter is equivalent to PID$3C specified‬‬

‫‪in SAE J1979/ISO 15031-5.‬‬
‫‪Back to top‬‬ ‫‪4R_FI_CAN_MFTRQCYL1‬‬
‫‪CYL CRANK SPEED #1:‬‬

‫‪CYL Crank Speed #1‬‬
‫)‪(rad/s‬‬
‫یہ پیرامیٹر نمبر ‪ 1‬سلنڈر کے کمبشن پریشر ٹارک کے ذریعہ انجن کی رفتار میں‬
‫تبدیلی کو ظاہر کرتا ہے۔‬
‫یہ غلط آگ کا پتہ لگانے کے لیے استعمال ہوتا ہے۔‬
‫‪ :‬حساب کا طریقہ‬
‫ناپے ہوئے کرینک پلس سے انجن کی اوسط رفتار (یعنی انجیر میں) ‪1. FI ECU‬‬
‫کا حساب لگائے گا۔ )‪ Δω‬یعنی تصویر میں( اور انجن کی رفتار میں تبدیلی‬
‫‪: Δω (rad/s) = 2 * 3.14 * ΔNE(rpm) / 60‬نوٹ‬
‫کو منتخب کرے گا جب دہن ٹارک گردش کو ‪ δω‬کرینک پوزیشن پر ‪2. FI ECU‬‬
‫)۔ ‪ Δω‬یعنی تصویر میں( تیز کرے گا۔‬
‫‪n‬‬
‫‪3.‬‬ ‫سے کمبشن ٹارک کے بارے میں انجن کی رفتار میں تبدیلی کا‬
‫‪FI ECU Δω n‬‬
‫تک آؤٹ پٹ ہوگی۔ ‪ HDS‬سے ‪ FI ECU‬حساب لگائے گا ۔ یہ قیمت‬
‫پر انجن کی رفتار میں تبدیلی کی مثال ‪rpm‬تصویر‪2000 :‬‬
‫دہن کے وقت انجن کی رفتار بڑھائی جائے گی کیونکہ کرینک کی گردش کو تیز کرنے‬
‫کے لیے کمبشن ٹارک ہو جائے گا۔ پھر‪ ،‬گاڑی میں کوئی مسئلہ نہ ہونے کی صورت میں‬
‫یہ پیرامیٹر مثبت قدر ہوگا۔‬
‫جب یہ پیرامیٹر ‪ 0‬پر بند ہوتا ہے تو کمبسشن ٹوک کے ذریعہ‬

‫ایکسلریشن کمزور ہوتا ہے۔‬
‫جب یہ پیرامیٹر بڑا ہو جاتا ہے تو دہن ٹوک کے ذریعے سرعت مضبوط‬
‫ہوتی ہے۔ خاص طور پر‪ ،‬یہ پیرامیٹر کرینکنگ‪ ،‬سست ہونے (یعنی‬
‫انجن کی کم رفتار اور انجن کی غیر مستحکم حالت) وغیرہ پر بڑی‬
‫قدر دکھائے گا۔‬
‫دوسری طرف‪ ،‬جب غلط آگ لگ جاتی ہے‪ ،‬تو دہن کا ٹارک نہ ہونے کی وجہ سے سلنڈر‬
‫کے انجن کی رفتار اوسط سے کم ہوتی ہے۔ پھر‪ ،‬یہ پیرامیٹر منفی قدر ہو گا‪ ،‬اور‬
‫یا قریب۔ ‪ rad/s‬دکھائے گا ‪8-‬‬
‫ہے‪ ،‬لہذا یہ پیرامیٹر غلط فائر ہونے پر ‪ rad/s‬نوٹ‪ :‬اس پیرامیٹر کی کم از کم قیمت ‪8-‬‬
‫دکھانا جاری رکھ سکتا ہے۔ ‪8- rad/s‬‬
‫‪How to use this parameter:‬‬
‫‪1. Please check this value whether positive or negative. If it is‬‬

‫‪negative value, misfire is happened in the cylinder.‬‬
‫‪2. Please compare the value with other cylinders. If this value is‬‬
‫‪pretty smaller than other cylinder's one, abnormal‬‬
‫‪combustion is happened in the cylinder. Then, please‬‬
‫‪diagnose possible failures of misfire.‬‬
‫‪For example: poor injection flow, poor valve clearance, poor‬‬
‫‪air flow etc‬‬
‫‪pretty larger than other cylinder's one, combustion pressure‬‬
‫‪is shortage.‬‬
‫‪For example: compression leak etc‬‬

‫)‪(rad/s‬‬
‫‪n‬‬
2000 :‫تصویر‬rpm ‫پر انجن کی رفتار میں تبدیلی کی مثال‬
‫ گاڑی میں کوئی مسئلہ نہ ہونے کی صورت میں‬،‫کے لیے کمبشن ٹارک ہو جائے گا۔ پھر‬
‫ پر بند ہوتا ہے تو کمبسشن ٹوک کے ذریعہ‬0 ‫جب یہ پیرامیٹر‬

‫ سست ہونے (یعنی‬،‫ یہ پیرامیٹر کرینکنگ‬،‫ہوتی ہے۔ خاص طور پر‬
‫ تو دہن کا ٹارک نہ ہونے کی وجہ سے سلنڈر‬،‫ جب غلط آگ لگ جاتی ہے‬،‫دوسری طرف‬

‫ اور‬،‫ یہ پیرامیٹر منفی قدر ہو گا‬،‫کے انجن کی رفتار اوسط سے کم ہوتی ہے۔ پھر‬
8- ‫ دکھائے گا‬rad/s ‫یا قریب۔‬
8- ‫ اس پیرامیٹر کی کم از کم قیمت‬:‫ نوٹ‬rad/s ‫ لہذا یہ پیرامیٹر غلط فائر ہونے پر‬،‫ہے‬

8- rad/s ‫دکھانا جاری رکھ سکتا ہے۔‬
How to use this parameter:
1. Please check this value whether positive or negative. If it is

negative value, misfire is happened in the cylinder.
2. Please compare the value with other cylinders. If this value is
pretty smaller than other cylinder's one, abnormal
combustion is happened in the cylinder. Then, please
diagnose possible failures of misfire.
For example: poor injection flow, poor valve clearance, poor
air flow etc
pretty larger than other cylinder's one, combustion pressure
is shortage.
For example: compression leak etc
Back to top 4R_FI_CAN_MFTRQCYL3
CYL CRANK SPEED #3:

CYL Crank Speed #3
(rad/s)
‫‪n‬‬

‫ہوتی ہے۔ خاص طور پر‪ ،‬یہ پیرامیٹر کرینکنگ‪ ،‬سست ہونے (یعنی‬
‫دوسری طرف‪ ،‬جب غلط آگ لگ جاتی ہے‪ ،‬تو دہن کا ٹارک نہ ہونے کی وجہ سے سلنڈر‬
‫کے انجن کی رفتار اوسط سے کم ہوتی ہے۔ پھر‪ ،‬یہ پیرامیٹر منفی قدر ہو گا‪ ،‬اور‬
‫یا قریب۔ ‪ rad/s‬دکھائے گا ‪8-‬‬
‫ہے‪ ،‬لہذا یہ پیرامیٹر غلط فائر ہونے پر ‪ rad/s‬نوٹ‪ :‬اس پیرامیٹر کی کم از کم قیمت ‪8-‬‬
‫دکھانا جاری رکھ سکتا ہے۔ ‪8- rad/s‬‬
‫‪How to use this parameter:‬‬
‫‪1. Please check this value whether positive or negative. If it is‬‬

‫‪negative value, misfire is happened in the cylinder.‬‬
‫‪pretty smaller than other cylinder's one, abnormal‬‬
‫‪combustion is happened in the cylinder. Then, please‬‬
‫‪diagnose possible failures of misfire.‬‬
‫‪For example: poor injection flow, poor valve clearance, poor‬‬
‫‪air flow etc‬‬
‫‪pretty larger than other cylinder's one, combustion pressure‬‬
‫‪is shortage.‬‬
‫‪For example: compression leak etc‬‬

‫)‪(rad/s‬‬
‫‪n‬‬

‫ سست ہونے (یعنی‬،‫ یہ پیرامیٹر کرینکنگ‬،‫ہوتی ہے۔ خاص طور پر‬
‫ تو دہن کا ٹارک نہ ہونے کی وجہ سے سلنڈر‬،‫ جب غلط آگ لگ جاتی ہے‬،‫دوسری طرف‬

‫ اور‬،‫ یہ پیرامیٹر منفی قدر ہو گا‬،‫کے انجن کی رفتار اوسط سے کم ہوتی ہے۔ پھر‬
8- ‫ دکھائے گا‬rad/s ‫یا قریب۔‬
8- ‫ اس پیرامیٹر کی کم از کم قیمت‬:‫ نوٹ‬rad/s ‫ لہذا یہ پیرامیٹر غلط فائر ہونے پر‬،‫ہے‬

8- rad/s ‫دکھانا جاری رکھ سکتا ہے۔‬
How to use this parameter:
1. Please check this value whether positive or negative. If it is

negative value, misfire is happened in the cylinder.
pretty smaller than other cylinder's one, abnormal
combustion is happened in the cylinder. Then, please
diagnose possible failures of misfire.
For example: poor injection flow, poor valve clearance, poor
air flow etc
pretty larger than other cylinder's one, combustion pressure
is shortage.
For example: compression leak etc
CRUISE INDICATOR:
Cruise Control Light
(ON/OFF)
When using cruise control ECM turns on CRUISE CONTROL light

on the instrumental panel.
NOTE: This light on the instrumental panel only comes on when
cruise control is set in the driving mode.
Back to top 4R_FI_CAN_BKSWNC
CRUISE BRAKE SW/IDLE STOP SW:

Cruise Brake Switch/Idle Stop Switch
(OPEN/CLOSE)
It indicates the signal from "Cruise Brake Switch" or "Idle Stop

Switch".
This switch is normally closed.
When brake pedal is released, this parameter will indicate CLOSE.
NOTE: This parameter name is determined by which switch is

supported.
Back to top 4R_FI_CAN_CCSW
CRUISE CONTROL SYSTEM SWITCH STATUS:

Cruise Control System Switch Status
(DEFAULT/MAIN SW/CANCEL SW/SET SW/RESUME SW/SIGNAL
LOST/SIGNAL SHORT)
It means the status of the switch for cruise control system.

PGM-FI ECU receives this information from MICU.
"DEFAULT" means that any switches are not ON, or

communication failure is happened, or before to start
the communication for PGM-FI ECU.
"MAIN SW" means that the MAIN switch is ON.
"CANCEL SW" means that the CANCEL switch is ON.
"SET SW" means that the SET switch is ON.
"RESUME SW" means that the RESUME switch is ON.
"SIGNAL LOST" means that the wire harness for cruise
control switch is open.
"SIGNAL SHORT" means that the wire harness for
cruise control switch is short.
Back to top 4R_FI_CAN_DSTTRV
DRIVE DIST:
Distance traveled for current driving cycle
(m)
This parameter displays the distance this driving cycle.

Back to top 4R_FI_CAN_ERUNTM
ENG RUN TIME:

(sec)
This parameter displays the time since engine start.

This is same as RUNTM defined in SAE1979/ISO 15031-5
PDR$1F.
It shall increment while engine is running.
It shall freeze if the engine stalls.
It shall be reset to zero during every control module power-up and
when entering the key-on, engine off position.
It is limited to 65,535 seconds and shall not wrap around to zero.
Back to top 4R_FI_CAN_NACCRK
CKP NOISE:
CKP pulse noise counter for the crank angle 6deg timing system.
This counter is incremented by the detection of abnormal number
of crank pulses per crankshaft 360deg revolution.
Also, incremented by no missing tooth found while crankshaft
360deg revolution.
Does not count unit end of current driving cycle after the CKP
sensor failure is decided.
Resets to zero by IG SW OFF.
Back to top 4R_FI_CAN_NACTDC
CMP B NOISE:
(TDC SENSOR NOISE)
TDC pulse noise counter for the crank angle 6deg timing system.
This counter is incremented by the detection of abnormal number
of TDC pulse per crankshaft 720deg revolution.
Does not count until end of current driving cycle after the TDC
sensor failure is decided/
Back to top 4R_FI_CAN_DCCRK
CKP NO PULSE:
CKP pulse disappearance counter for the crank angle 6deg timing
system.
Under CKP sensor signal disappearance condition, this counter is
incremented by the detection of normal TDC sensor signal.
The normal CKP sensor signal input resets this counter to zero.
Does not count until end of current driving cycle after the CKP
sensor failure.
Reset to zero by IG SW OFF.
Back to top 4R_FI_CAN_DCTDC
CMP B NO PULSE:
(TDC SENSOR NO PULSE)
TDC pulse disappearance counter for the crank angle 6deg timing
system.
Under TDC sensor signal disappearance condition, this counter is
incremented by the detection of normal CKP sensor signal.
The normal TDC sensor signal resets this counter to zero.
Dose not count unit end of current driving cycle after the TDC
sensor failure is decided.
Back to top 4R_FI_CAN_NTDCB
MISFIRE CYCLE B:
Misfire Cycle Counter
(Counts)
This counter counts the number of TDC in every engine 1000

rotations.
It returns to zero at 2000 counts with L4 engine.
With V6 engine, at 3000 counts.
Back to top 4R_FI_CAN_ELOAD
ELD(Electrical Load Detector) (ELECTRIC LOAD VALUE) :
(A)
It detects the electric load amount used via the vehicle from the
current flow of the main power harness.
Back to top 4R_FI_CAN_ETSENAN
SLIP RATIO OF TORQ OR START CLUTCH:

Slip Ratio Of Torq or Start Clutch
(%)
Slip ratio of torque converter or start clutch.

Back to top 4R_FI_CAN_IPBAT
BATTERY CURRENT (BATTERY SENSOR):

Battery Current (Battery Sensor)
The battery current from battery sensor.
In charging at positive side.
Battery current (charge at positive) from battery sensor.
(A)
Back to top 4R_FI_CAN_MAP_SENSOR_HI_RES
MAP SENSOR (HI RES):

map sensor (hi res)
(kPa)(MPa)(mmHg)(inHg)(psi)
Unit Conversion Type: PRESSURE
Manifold Absolute Pressure high resolution data.

Back to top 4R_FI_CAN_RCLPBAT
ESTIMATED BATTERY RESISTANCE (BATTERY SENSOR):

Estimated Battery Resistance (Battery Sensor)
The estimated battery internal resistance from battery sensor.

In the idling stop vehicle,
it has become one of the conditions that the value indicated by
the parameter shifts to the idling stop.
However, conditions vary by vehicle.
Back to top 4R_FI_CAN_SVO2DI
HO2S S2 OUTPUT VOLTAGE

HO2S S2 Output Voltage
(V)
It means the output voltage for ground failure detection of the

heated oxygen sensor installed after catalyst.
This parameter relates to P0137.

If this parameter keeps to indicate less than specific value (for
example: 1.15V @ 10M ACURA MDX), the vehicle will detect
P0137.
A: ECM/PCM
B: REAR SECONDARY HO2S (SENSOR2)
C: HO2S S2 OUTPUT VOLTAGE
D: HO2S S2
E: Vcc
F: SHO2S
G: SHO2SG
Back to top 4R_FI_CAN_TPBAT
ESTIMATED BATTERY TEMPERATURE:

Estimated Battery Temperature (Battery Sensor)
(°C)(°F)
The estimated battery fluid temperature from battery sensor.
In the idling stop vehicle,

it has become one of the conditions that the value indicated by
the parameter shifts to the idling stop.
However, conditions vary by vehicle.
Back to top 4R_FI_CAN_KTHC_B
DBW STUCK RATIO:
OPERATION RANGE: 0% - 100%
‫ یہ پیرامیٹر‬ECU ‫ کے حساب سے الیکٹرانک‬DBW ‫تھروٹل کاربن کلوگنگ ریشو‬

‫دکھاتا ہے۔‬
‫اس کا تعلق تھروٹل پوزیشن لرننگ سے ہے۔‬
‫ دکھاتا ہے تو‬%100 ‫ اگر یہ پیرامیٹر تقریبًا‬PCV ‫مانیٹر کے لیے غلط پتہ لگانے کا‬
‫خطرہ ہے۔‬
‫اس کی وجہ یہ ہے کہ یہ تھروٹل پوزیشن سیکھنے کی قدر اور اصل تھروٹل‬
‫پوزیشن کے درمیان فرق کا سبب بنتا ہے۔‬
‫ تو آپ درج ذیل طریقوں سے چیک کر سکتے ہیں کہ‬،‫ دکھاتا ہے‬%100 ‫اگر یہ تقریبًا‬
‫تھروٹل باڈی کو صاف کرنا ہے یا نہیں۔‬
‫سروس مینوئل‬
‫تھروٹل باڈی ٹیسٹ میں کاربن جمع کرنے کی جانچ‬
HDS PGM-FI ‫سسٹم‬
ETCS ‫ٹیسٹ میں ٹی پی لرننگ چیک‬
‫ درج ذیل معاملے پر توجہ دیں۔‬:‫نوٹ‬
1. After Throttle Body Cleaning, you do not reset TP learning

value:
There is a risk to make idling engine speed up to maximum
300 rpm.
Reset it with TP LEARNING CHECK in the ETCS TEST, PGM-FI
system.
2. It shows nearly 100%, and you do not clean Throttle Body
after the reset with HDS:
Engine might be started, but there is a risk to cause
imperfect combustion.
Refer to Service Manual and clean throttle body.
Back to top 4R_FI_IALSTAT
IDLE LEARN :
Idle Learn
(Completed) (Not completed) (Learning)
(N/A: Not applicable)
This indicates whether the idle learn completed
Note: "N/A" indicates that this parameter is not available for this
vehicle.
All vehicles have the capability for idle learning.

PGM FI (Civic 2013) - Honda HDS Help

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PGM FI (Civic 2013) - Honda HDS Help

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‫اوپر کی طرف واپس‬ ‫‪PARSP_274_01‬‬

‫پریشر سینسر ‪A/C‬‬

‫ایپ سینسر‬ ‫)مکمل طور پر بند(‬

‫ایل ٹی فیول ٹرم‬

- With this vacuum signal, the computer calculates the amount of

- The manifold absolute pressure sensor detects the intake air

- The manifold absolute pressure sensor has the unit structure

- Reference operating range (idle) 28kPa - 41kPa, 0.55V - 1.8V

Fig: Vacuum voltage characteristics

NOTE: At times you may be requested to compare the MAP and

- The intake air temperature sensor is installed on the intake

- Reference operating range (idle) 25°C - 90°C, 2.8V - 1.7V

Fig: Temp. voltage characteristics

This indicates the engine coolant temperature on the radiator

ECT SENSOR / ECT SENSOR 1 :

- The sensor detects the coolant temperature change via

- The engine coolant temperature sensor is a thermistor sensor

- The thermistor changes its resistance value according to the

- The resistance value change for the temperature (temperature

- The thermistor detects the resistance value as temperature, and

- To convert into the voltage value, the voltage of 5V is output by

- The voltage becomes higher (5V), as the temperature becomes

- The engine coolant temperature sensor is installed on the

- Reference operating range (idle) 70°C- 100°C, 1.0V - 0.4V

The vehicle speed (km/h) is converted by ECU from the pulse

- The vehicle speed sensor system detects the differential gear

- When the vehicle speed becomes higher, number of the vehicle

- The signal voltage output from the vehicle speed sensor is a

- The computer detects the vehicle speed signal based on

- The vehicle speed sensor has a magnetic sensing element and

Fig: Output waveform of vehicle speed signal

Fig: Vehicle speed sensor (Training text III)

Engine speed is converted from CKP sensor.

A sensor that detects the amount of oxygen content in the

THROTTLE ACTUATOR SUPPLY VOLTAGE :

This indicates ON when TACM(Throttle Actuator Control Module)

It indicates ON when the ECM turns ON.

CRUS REQ TH:

This indicates the throttle position requested by the cruise

Output duty of motor controlled by TACM(Throttle Actuator

This sensor is a supplemental sensor.

A potentiometer connected to the throttle valve shaft.

IDLE TARGET TH:

Regards to On-Board Snapshot after 12MY, both the value outside

A potentiometer connected to the accelerator pedal cable.

A potentiometer connected to the accelerator pedal cable.

It indicates the depressed amount of the accelerator pedal.

This signal displays the throttle opening, relative to the fully

It is different from TP SENSOR, which displays the absolute

OPERATING RANGE (IDLE)

HO2S S2 HEATER CURRENT:

It indicates the drive current of O2 sensor heater.

HO2S HEATER DUTY:

This parameter displays the heater ON duty for Heated Oxygen

A heater that stabilizes oxygen sensor performance and gets it

OPERATING RANGE (IDLE)

A heated oxygen sensor installed after catalyst to represent

OPERATING RANGE (IDLE)

Oxygen Sensor Heater:

- The data is indicated with ON/OFF.

- ON/OFF of the oxygen sensor heater is controlled by the ECU,

Reference operating range (Idle)

Air fuel feedback average (AF FB AVE) is used by the PCM to