NOTE:
Because the PCM uses a waterproof connector, the inspection for the voltage/wave pattern cannot be performed. The following values are for reference.
| Terminal | Signal | Connected to | Test condition | Voltage (V) | inspection item |
|
| 1A*1 | CAN_2H | TCM | Because this terminal is for CAN, integrity determination by terminal voltage is not possible. |
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| 1B*1 | CAN_2L | TCM | Because this terminal is for CAN, integrity determination by terminal voltage is not possible. |
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| 1C | — | — | — | — | — |
|
| 1D | Knocking (–) | KS | Ignition switched ON (engine off) (Use digital type voltmeter, because measurement voltage will be detected less than true voltage when using analog type voltmeter) | Approx. 1.65 |
|
|
| 1E | — | — | — | — | — |
|
| 1F | — | — | — | — | — |
|
| 1G | — | — | — | — | — |
|
| 1H | Knocking (+) | KS | Ignition switched ON (engine off) (Use digital type voltmeter, because measurement voltage will be detected less than true voltage when using analog type voltmeter) | Approx. 3.38 |
|
|
| 1I | GND | Sensor shield | Under any condition | Below 1.0 |
|
|
| 1J | Electric variable valve timing motor (rotation direction) | Electric variable valve timing motor/driver | (See Electric variable valve timing motor (rotation direction) signal.) |
|
||
| 1K*2 | Neutral position | Neutral switch | Shift lever is at neutral position | Below 1.0 |
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| Shift lever is not at neutral position | B+ |
|||||
| 1L*2 | Back-up light | Back-up light switch | Shift lever is at R position | Below 1.0 |
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| Shift lever is not at R position | B+ |
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| 1M | — | — | — | — | — |
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| 1N | — | — | — | — | — |
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| 1O | Electric variable valve timing motor (rotation pulse) | Electric variable valve timing motor/driver | (See Electric variable valve timing motor (rotation pulse) signal.) |
|
||
| 1P | Oil pressure | Oil pressure switch | Ignition switched ON (engine off) | Below 1.0 |
|
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| Idle (after warm up) | B+ |
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| 1Q | — | — | — | — | — |
|
| 1R | — | — | — | — | — |
|
| 1S | — | — | — | — | — |
|
| 1T | Exhaust CMP | Exhaust CMP sensor | (See Exhaust CMP signal.) |
|
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| 1U | — | — | — | — | — |
|
| 1V | — | — | — | — | — |
|
| 1W | A/F | A/F sensor | Idle (after warm up) | Approx. 4.2 |
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| 1X | GND | Exhaust CMP sensor | Under any condition | Below 1.0 |
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| 1Y | Intake CMP | Intake CMP sensor | (See Intake CMP signal.) |
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| 1Z*5 | Generator output voltage | Generator | (See Generator output voltage.) |
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| 1AA | — | — | — | — | — |
|
| 1AB | A/F | A/F sensor | Idle (after warm up): 0 mA |
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| 1AC | GND | Intake CMP sensor | Under any condition | Below 1.0 |
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| 1AD | CKP | CKP sensor | (See CKP signal.) |
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| 1AE | Electric variable valve timing driver (diagnostic) | Electric variable valve timing motor/driver | (See Electric variable valve timing driver (diagnostic) signal.) |
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| 1AF*4 | Generator output voltage | Generator (terminal P) | (See Generator output voltage.) |
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| 1AG | A/F | A/F sensor | Idle (after warm up) | Approx. 3.48 |
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| 1AH | GND | CKP sensor | Under any condition | Below 1.0 |
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| 1AI | Purge control | Purge solenoid valve | (See Purge control.) |
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| 1AJ | IGT4 | Ignition coil No.4 |
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| 1AK | ECT | ECT sensor No.1 | Ignition switched ON (engine off) | ECT 20 °C {68 °F} | Approx. 3.10 |
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| ECT 40 °C {104 °F} | Approx. 2.16 |
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| ECT 60 °C {140 °F} | Approx. 1.40 |
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| ECT 80 °C {176 °F} | Approx. 0.87 |
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| ECT 100 °C {212 °F} | Approx. 0.54 |
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| 1AL | — | — | — | — | — |
|
| 1AM | GND | ECT sensor No.1 | Under any condition | Below 1.0 |
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| 1AN | Hydraulic variable valve timing control | OCV |
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| 1AO | IGT3 | Ignition coil No.3 |
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| 1AP | — | — | — | — | — |
|
| 1AQ | — | — | — | — | — |
|
| 1AR | — | — | — | — | — |
|
| 1AS | Engine oil control | Engine oil solenoid valve | (See Engine oil control signal.) |
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| 1AT | IGT2 | Ignition coil No.2 |
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| 1AU | — | — | — | — | — |
|
| 1AV | Ion (No.4) | Ion sensor No.4 | Idle (after warm up) | Approx. 4.55 |
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| 1AW | — | — | — | — | — |
|
| 1AX | — | — | — | — | — |
|
| 1AY | IGT1 | Ignition coil No.1 |
|
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| 1AZ | Electric variable valve timing control | Electric variable valve timing motor/driver |
|
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| 1BA | Ion (No.3) | Ion sensor No.3 | Idle (after warm up) | Approx. 4.55 |
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| 1BB | GND | Sensor shield | Under any condition | Below 1.0 |
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| 1BC | — | — | — | — | — |
|
| 1BD | — | — | — | — | — |
|
| 1BE*4 | Generator field coil control | Generator (terminal D) |
|
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| 1BF | Ion (No.2) | Ion sensor No.2 | Idle (after warm up) | Approx. 4.55 |
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| 1BG | GND | Sensor shield | Under any condition | Below 1.0 |
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| 1BH | — | — | — | — | — |
|
| 1BI | — | — | — | — | — |
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| 1BJ | Constant voltage (Vref) | Fuel pressure sensor | Ignition switched ON (engine off) | Approx. 5.0 |
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| 1BK | Ion (No.1) | Ion sensor No.1 | Idle (after warm up) | Approx. 4.55 |
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| 1BL | GND | Sensor shield | Under any condition | Below 1.0 |
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| 1BM | — | — | — | — | — |
|
| 1BN | Constant voltage (Vref) | CKP sensor | Ignition switched ON (engine off) | Approx. 5.0 |
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| 1BO | Constant voltage (Vref) | MAP sensor | Ignition switched ON (engine off) | Approx. 5.0 |
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| 1BP | TP (No.1) | TP sensor No.1 | Ignition switched ON (engine off) | Accelerator pedal released | Approx. 1.11 |
|
| Accelerator pedal fully depressed | Approx. 4.59 |
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| 1BQ | GND | TP sensor No.1, TP sensor No.2 | Under any condition | Below 1.0 |
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|
| 1BR*5 | Generator field coil control | Generator |
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| 1BS | Constant voltage (Vref) | TP sensor No.1, TP sensor No.2 | Ignition switched ON (engine off) | Approx. 5.0 |
|
|
| 1BT | — | — | — | — | — |
|
| 1BU | TP (No.2) | TP sensor No.2 | Ignition switched ON (engine off) | Accelerator pedal released | Approx. 3.92 |
|
| Accelerator pedal fully depressed | Approx. 0.41 |
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| 1BV | — | — | — | — | — |
|
| 1BW | MAP | MAP sensor | Ignition switched ON (engine off) | Approx. 4.07 |
|
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| Idle (after warm up) | Approx. 1.34 |
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| Racing (Engine speed: 2,000 rpm) | Approx. 1.05 |
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| 1BX | GND | MAP sensor, IAT sensor No.2 | Under any condition | Below 1.0 |
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| 1BY | A/F sensor heater control | A/F sensor heater |
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| 1BZ | GND | GND | Under any condition | Below 1.0 |
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| 1CA | Fuel pressure | Fuel pressure sensor | Ignition switched ON (engine off) | Approx. 1.22 |
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| Idle (after warm up) | Approx. 1.06 |
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| 1CB | GND | Fuel pressure sensor | Under any condition | Below 1.0 |
|
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| 1CC | Drive-by-wire control (–) | Throttle valve actuator | Ignition switched ON (engine off) | Approx. 10.51 |
|
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| Idle (after warm up) | B+ |
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| 1CD | — | — | — | — | — |
|
| 1CE | IAT (No.2) | IAT sensor No.2 | Ignition switched ON (engine off) | IAT 20 °C {68 °F} | Approx. 3.57 |
|
| IAT 40 °C {104 °F} | Approx. 2.70 |
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| IAT 60 °C {140 °F} | Approx. 1.87 |
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| 1CF | — | — | — | — | — |
|
| 1CG | Drive-by-wire control (+) | Throttle valve actuator |
|
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| 1CH | — | — | — | — | — |
|
| 1CI | — | — | — | — | — |
|
| 1CJ | — | — | — | — | — |
|
| 1CK | Battery voltage | Main relay | Ignition switched ON (engine off) | B+ |
|
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| 1CL | GND | GND | Under any condition | Below 1.0 |
|
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| 1CM | — | — | — | — | — |
|
| 1CN | — | — | — | — | — |
|
| 1CO | Battery voltage | Fuel injector relay | Ignition switched ON (engine off) | B+ |
|
|
| 1CP | GND | GND | Under any condition | Below 1.0 |
|
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| 1CQ | — | — | — | — | — |
|
| 1CR | — | — | — | — | — |
|
| 1CS | Battery voltage | Fuel injector relay | Ignition switched ON (engine off) | B+ |
|
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| 1CT | GND | GND | Under any condition | Below 1.0 |
|
|
| 1CU | — | — | — | — | — |
|
| 1CV | — | — | — | — | — |
|
| 1CW | Battery voltage | Fuel injector relay | Ignition switched ON (engine off) | B+ |
|
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| 1CX | GND | GND | Under any condition | Below 1.0 |
|
|
| 1CY | — | — | — | — | — |
|
| 1CZ | — | — | — | — | — |
|
| 1DA | Battery voltage | Fuel injector relay | Ignition switched ON (engine off) | B+ |
|
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| 1DB | GND | GND | Under any condition | Below 1.0 |
|
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| 1DC | — | — | — | — | — |
|
| 1DD | — | — | — | — | — |
|
| 1DE | — | — | — | — | — |
|
| 1DF | — | — | — | — | — |
|
| 1DG | Battery voltage | Fuel injector relay | Ignition switched ON (engine off) | B+ |
|
|
| 1DH | GND | GND | Under any condition | Below 1.0 |
|
|
| 1DI | — | — | — | — | — |
|
| 1DJ | — | — | — | — | — |
|
| 1DK | Battery voltage | Fuel injector relay | Ignition switched ON (engine off) | B+ |
|
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| 1DL | GND | GND | Under any condition | Below 1.0 |
|
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| 1DM | — | — | — | — | — |
|
| 1DN | — | — | — | — | — |
|
| 1DO | Fuel injection control (–) | Fuel injector No.1 |
|
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| 1DP | Fuel injection control (+) | Fuel injector No.1 |
|
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| 1DQ | — | — | — | — | — |
|
| 1DR | — | — | — | — | — |
|
| 1DS | Fuel injection control (–) | Fuel injector No.4 |
|
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| 1DT | Fuel injection control (+) | Fuel injector No.4 |
|
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| 1DU | — | — | — | — | — |
|
| 1DV | — | — | — | — | — |
|
| 1DW | Fuel injection control (–) | Fuel injector No.2 |
|
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| 1DX | Fuel injection control (+) | Fuel injector No.2 |
|
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| 1DY | — | — | — | — | — |
|
| 1DZ | — | — | — | — | — |
|
| 1EA | Fuel injection control (–) | Fuel injector No.3 |
|
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| 1EB | Fuel injection control (+) | Fuel injector No.3 |
|
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| 1EC | — | — | — | — | — |
|
| 1ED | — | — | — | — | — |
|
| 1EE | High pressure fuel pump control (+) | High pressure fuel pump |
|
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| 1EF | High pressure fuel pump control (–) | High pressure fuel pump |
|
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| 1EG | — | — | — | — | — |
|
| 1EH | — | — | — | — | — |
|
| 1EI | — | — | — | — | — |
|
| 1EJ | — | — | — | — | — |
|
| 2A | — | — | — | — | — |
|
| 2B | — | — | — | — | — |
|
| 2C | HO2S heater control | HO2S heater | (See HO2S heater control signal.) |
|
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| 2D | — | — | — | — | — |
|
| 2E | — | — | — | — | — |
|
| 2F*3 | ECT (No.2) | ECT sensor No.2 | Ignition switched ON (engine off) | ECT 20 °C {68 °F} | Approx. 3.10 |
|
| ECT 40 °C {104 °F} | Approx. 2.16 |
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| ECT 60 °C {140 °F} | Approx. 1.40 |
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| ECT 80 °C {176 °F} | Approx. 0.87 |
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| ECT 100 °C {212 °F} | Approx. 0.54 |
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| 2G | Brake (No.1) | Brake switch (No.1 signal) | Brake pedal released | Below 1.0 |
|
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| Brake pedal fully depressed | B+ |
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| 2H | Ignition (IG1) | IG1 relay | Ignition switched ON (engine off) | B+ |
|
|
| 2I | Ambient temperature | Ambient temperature sensor | Ignition switched ON (engine off) | AAT 20 °C {68 °F} | Approx. 2.70 |
|
| AAT 30 °C {104 °F} | Approx. 1.80 |
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| 2J*2 | CPP | CPP switch, Start stop unit | Clutch pedal fully depressed | Below 1.0 |
|
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| Clutch pedal released | B+ |
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| 2K | Main relay control | Main relay | Ignition switched ON (engine off) | Approx. 0.8 |
|
|
| 2L*5 | DC-DC converter control | DC-DC converter | Idle (after warm up) | 0 or B+ |
|
|
| 2M | — | — | — | — | — |
|
| 2N | — | — | — | — | — |
|
| 2O | Battery voltage, Current sensor*5 | Battery | Ignition switched ON (engine off) | B+ |
|
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| 2P | — | — | — | — | — |
|
| 2Q | — | — | — | — | — |
|
| 2R | Brake (No.2) | Brake switch (No.2 signal) | Brake pedal released | Below 1.0 |
|
|
| Brake pedal fully depressed | B+ |
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| 2S | Battery voltage | Main relay | Ignition switched ON (engine off) | B+ |
|
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| 2T | Battery voltage | Main relay | Ignition switched ON (engine off) | B+ |
|
|
| 2U | IAT (No.1) | IAT sensor No.1 | Ignition switched ON (engine off) | IAT 20 °C {68 °F} | Approx. 2.70 |
|
| IAT 40 °C {104 °F} | Approx. 1.80 |
|||||
| IAT 60 °C {140 °F} | Approx. 1.20 |
|||||
| 2V | — | — | — | — | — |
|
| 2W*5 | DC-DC converter control | DC-DC converter | Idle (after warm up) | 0 or B+ |
|
|
| 2X | — | — | — | — | — |
|
| 2Y*3 | Fuel tank pressure | Fuel tank pressure sensor | Fuel tank pressure is 10 kPa {0.10 kgf/cm2, 1.5 psi} lower than barometric pressure. | Approx. 1.2 |
|
|
| Fuel tank pressure is equal to barometric pressure. | Approx. 2.6 |
|||||
| Fuel tank pressure is 6 kPa {0.06 kgf/cm2, 0.9 psi} higher than barometric pressure. | Approx. 3.7 |
|||||
| 2Z*5 | Active air shutter control (LIN) | Active air shutter | Because this terminal is for LIN, good/no good judgment by terminal voltage is not possible. |
|
||
| 2AA | GND | GND | Under any condition | Below 1.0 |
|
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| 2AB | — | — | — | — | — |
|
| 2AC | — | — | — | — | — |
|
| 2AD | GND | Sensor shield | Under any condition | Below 1.0 |
|
|
| 2AE | Fuel pump control | Fuel pump control module | (See Fuel pump control signal.) |
|
||
| 2AF | A/C cut-off control | A/C relay | A/C relay OFF | B+ |
|
|
| A/C relay ON | Below 1.0 |
|||||
| 2AG | HO2S (–) | HO2S | Idle (after warm up) | Approx. 1.65 |
|
|
| 2AH | — | — | — | — | — |
|
| 2AI | HO2S (+) | HO2S | Idle (after warm up) | Approx. 2.49 |
|
|
| 2AJ | GND | Refrigerant pressure sensor | Under any condition | Below 1.0 |
|
|
| 2AK | CAN_H | CAN system related modules | Because this terminal is for CAN, integrity determination by terminal voltage is not possible. |
|
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| 2AL | CAN_L | CAN system related modules | Because this terminal is for CAN, integrity determination by terminal voltage is not possible. |
|
||
| 2AM | Fuel pump control module (diagnostic) | Fuel pump control module |
|
|||
| 2AN | APP (No.1) | APP sensor No.1 | Ignition switched ON (engine off) | Accelerator pedal released | Approx. 0.75 |
|
| Accelerator pedal fully depressed | Approx. 4.1 |
|||||
| 2AO | GND | APP sensor No.1 | Under any condition | Below 1.0 |
|
|
| 2AP | — | — | — | — | — |
|
| 2AQ | Fuel pump control | Fuel pump relay | Ignition switched ON (engine off) | B+ |
|
|
| Idle (after warm up) | Below 1.0 |
|||||
| 2AR | Constant voltage (Vref) | APP sensor No.1 | Ignition switched ON (engine off) | Approx. 5.0 |
|
|
| 2AS | APP (No.2) | APP sensor No.2 | Ignition switched ON (engine off) | Accelerator pedal released | Approx. 0.38 |
|
| Accelerator pedal fully depressed | Approx. 2.05 |
|||||
| 2AT | GND | APP sensor No.2 | Under any condition | Below 1.0 |
|
|
| 2AU | Cooling fan control | Cooling fan relay No.1 | Cooling fan operating | Below 1.0 |
|
|
| Cooling fan not operating | B+ |
|||||
| 2AV | Cooling fan control | Cooling fan relay No.2, No.3 | Cooling fan operating | Below 1.0 |
|
|
| Cooling fan not operating | B+ |
|||||
| 2AW | Constant voltage (Vref) | APP sensor No.2 | Ignition switched ON (engine off) | Approx. 5.0 |
|
|
| 2AX | Refrigerant pressure | Refrigerant pressure sensor | Refrigerant pressure: 1.0 MPa {10 kgf/cm2, 145 psi} | Approx. 1.58 |
|
|
| Refrigerant pressure: 1.1 MPa {11 kgf/cm2, 160 psi} | Approx. 1.75 |
|||||
| Refrigerant pressure: 1.2 MPa {12 kgf/cm2, 174 psi} | Approx. 1.88 |
|||||
| 2AY | GND | MAF sensor, IAT sensor No.1 | Under any condition | Below 1.0 |
|
|
| 2AZ | Starter cut-off control | Starter relay, start stop unit | Ignition switched ON (engine off) |
| B+ |
|
| Below 1.0 |
|||||
| 2BA | — | — | — | — | — |
|
| 2BB | Constant voltage (Vref) | Refrigerant pressure sensor, MAF sensor | Ignition switched ON (engine off) | Approx. 5.0 |
|
|
| 2BC | MAF | MAF sensor | Ignition switched ON (engine off) | Approx. 0.72 |
|
|
| Idle (after warm up) | Approx. 0.86 |
|||||
| Racing (Engine speed: 2,000 rpm) | Approx. 1.07 |
|||||
| 2BD | Selector lever position*1 | TCM, start stop unit | Selector lever position is not P or N range | B+ |
|
|
| Selector lever position is P or N range | Below 1.0 |
|||||
| Starter interlock*2 | Starter interlock switch, start stop unit | Clutch pedal fully depressed | Below 1.0 |
|
||
| Clutch pedal released | B+ |
|||||
| 2BE | — | — | — | — | — |
|
| 2BF*3 | CV solenoid control | CV solenoid valve | Ignition switched ON (engine off) | B+ |
|
|
| Idle (CV solenoid valve not operating) | B+ |
|||||
| Idle (CV solenoid valve operating) | Below 1.0 |
|||||
| 2BG | — | — | — | — | — |
|
| 2BH | — | — | — | — | — |
|
PCM terminals
1J(+)—body ground(–)
Oscilloscope setting
2 V/DIV (Y), 5 ms/DIV (X), DC range
Vehicle condition
Idle (after warm up)
PCM terminals
1O(+)—body ground(–)
Oscilloscope setting
2 V/DIV (Y), 5 ms/DIV (X), DC range
Vehicle condition
Idle (after warm up)
PCM terminals
1T(+)—body ground(–)
Oscilloscope setting
2 V/DIV (Y), 20 ms/DIV (X), DC range
Vehicle condition
Idle (after warm up)
PCM terminals
1Y(+)—body ground(–)
Oscilloscope setting
2 V/DIV (Y), 20 ms/DIV (X), DC range
Vehicle condition
Idle (after warm up)
PCM terminals
1AD(+)—body ground(–)
Oscilloscope setting
2 V/DIV (Y), 1 ms/DIV (X), DC range
Vehicle condition
Idle (after warm up)
PCM terminals
1AE(+)—body ground(–)
Oscilloscope setting
2 V/DIV (Y), 100 ms/DIV (X), DC range
Vehicle condition
Idle (after warm up)
PCM terminals
1AF(+)—body ground(–)
Oscilloscope setting
5 V/DIV (Y), 2 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
1AI(+)—body ground(–)
Oscilloscope setting
10 V/DIV (Y), 50 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
IGT1 (ignition coil No.1): 1AY(+)—body ground(–)
IGT2 (ignition coil No.2): 1AT(+)—body ground(–)
IGT3 (ignition coil No.3): 1AO(+)—body ground(–)
IGT4 (ignition coil No.4): 1AJ(+)—body ground(–)
Oscilloscope setting
2 V/DIV (Y), 20 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
1AN(+)—body ground(–)
Oscilloscope setting
5 V/DIV (Y), 1 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
1AS(+)—body ground(–)
Oscilloscope setting
5 V/DIV (Y), 1 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
1AZ(+)—body ground(–)
Oscilloscope setting
2 V/DIV (Y), 2 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
1BE(+)—body ground(–)
Oscilloscope setting
1 V/DIV (Y), 2 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
1BY(+)—body ground(–)
Oscilloscope setting
5 V/DIV (Y), 50 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
1CG(+)—body ground(–)
Oscilloscope setting
5 V/DIV (Y), 1 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
Fuel Injection No.1: 1DO(+)—body ground(–)
Fuel Injection No.2: 1DW(+)—body ground(–)
Fuel Injection No.3: 1EA(+)—body ground(–)
Fuel Injection No.4: 1DS(+)—body ground(–)
Oscilloscope setting
10 V/DIV (Y), 5 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
Fuel Injection No.1: 1DP(+)—body ground(–)
Fuel Injection No.2: 1DX(+)—body ground(–)
Fuel Injection No.3: 1EB(+)—body ground(–)
Fuel Injection No.4: 1DT(+)—body ground(–)
Oscilloscope setting
10 V/DIV (Y), 5 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
1EE(+)—body ground(–)
Oscilloscope setting
10 V/DIV (Y), 5 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
1EF(+)—body ground(–)
Oscilloscope setting
10 V/DIV (Y), 5 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
2C(+)—body ground(–)
Oscilloscope setting
5 V/DIV (Y), 50 ms/DIV (X), DC range
Vehicle condition
Idle (immediately after starting engine)
PCM terminals
2AE(+)—body ground(–)
Oscilloscope setting
5 V/DIV (Y), 2 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
PCM terminals
2AM(+)—body ground(–)
Oscilloscope setting
2 V/DIV (Y), 50 ms/DIV (X), DC range
Vehicle condition
Idle after warm up
NOTE:
PIDs for the following parts are not available on this model. Go to the appropriate part inspection page.
Intake CMP sensor and exhaust CMP sensor (See CAMSHAFT POSITION (CMP) SENSOR INSPECTION [SKYACTIV-G 2.5].)
Main relay (See RELAY INSPECTION.)
1. Connect the M-MDS to the DLC-2.
2. Switch the ignition ON (engine off).
3. Measure the PID value.—: Not applicable
If PID value is not within the specification, follow the instructions in action column.
NOTE:
The PID/DATA MONITOR function monitors the calculated value of the input/output signals in the PCM. Therefore, an output device malfunction is not directly indicated as a malfunction of the monitored value for the output device. If a monitored value of an output device is out of specification, inspect the monitored value of the input device related to the output control.
The simulation items that are used in the engine control system operation inspection are as follows.
ACCS, ARPMDES, EVAPCP, EVAPCV, FAN1, FAN3, FP, GRL_SHT_DSD, INJ_1, INJ_2, INJ_3, INJ_4, OIL_P_SOL, Test, VT EX_DES
| Item (definition) | Unit/Condition | Definition | Condition/Specification (Reference) |
| AC_PRES | KPa {MPa}, mBar {Bar}, psi, in H20 | Refrigerant pressure input from refrigerant pressure sensor |
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| V | Refrigerant pressure sensor voltage |
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| AC_REQ | Off/On | A/C switch status received by PCM via CAN |
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| ACCS | Off/On | A/C relay status input from A/C relay |
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| ALTF | % | Field coil current control signal output to generator |
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| ALTF_ACT*1 | % | Actually measured value of field coil current signal input from generator |
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| ALTT V*2 | V | Generator output voltage |
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| AMB_TEMP | °C, °F | Actually measured ambient temperature input from ambient temperature sensor |
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| APP | % | Accelerator pedal opening angle (relative value) with the fully released status as 0% and fully depressed status as 100% |
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| APP1 | % | Accelerator pedal opening angle (absolute value) input from APP sensor No.1 |
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| V | APP sensor No.1 voltage |
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| APP2 | % | Accelerator pedal opening angle (absolute value) input from APP sensor No.2 |
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| V | APP sensor No.2 voltage |
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| ARPMDES | RPM | Target engine speed |
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| BARO | KPa {MPa}, mBar {Bar}, psi, in H20 | Actually measured barometric pressure input from barometric pressure sensor built into PCM |
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| V | BARO sensor voltage |
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| BATT_CUR*1 | A | Battery current |
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| BATT_DAY*1 | — | Number of days elapsed since current sensor initialization |
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| BATT_RES*1 | — | Battery internal resistance (estimated) |
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| BATT_SOC*1 | % | Battery charge condition (estimated) |
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| BATT_TEMP*1 | °C, °F | Battery temperature |
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| BATT_V*1 | V | Battery voltage |
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| BOO | High/Low | Brake switch (No.1 signal) ON/OFF status |
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| BPA | High/Low | Brake switch (No.2 signal) ON/OFF status |
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| CAP_SYS_10*1 | Off/On | Open circuit in capacitor (i-ELOOP) (power cannot be supplied from capacitor) |
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| CAP_SYS 13*1 | Off/On | Capacitor (i-ELOOP) capacitance malfunction |
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| CAP_SYS 14*1 | Off/On | Capacitor (i-ELOOP) capacitance deterioration |
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| CAP_SYS 15*1 | Off/On | Capacitor (i-ELOOP) internal resistance malfunction |
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| CAP_SYS 16*1 | Off/On | Capacitor (i-ELOOP) internal resistance deterioration |
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| CATT11_DSD | °C, °F | Estimated catalytic converter temperature |
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| CHRGLP | Off/On | Charging system warning light illumination status |
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| CPP*3 | Off/On | Clutch pedal position |
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| CPP/PNP*3 | Off/On | Shift lever position |
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| ECT | °C, °F | Engine coolant temperature |
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| V | ECT sensor No.1 voltage |
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| ECT2_V*5 | V | ECT sensor No.2 voltage |
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| EQ_RAT11 | — | Excess air factor (estimated value) to theoretical air/fuel ratio (14.7) by fuel feedback control |
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| EQ_RAT11_DSD | — | Target excess air factor (estimated value) to theoretical air/fuel ratio (14.7) by fuel feedback control |
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| ETC_ACT | ° | Actual throttle valve opening angle |
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| ETC_DSD | % | Target throttle valve opening angle (percent) |
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| ° | Target throttle valve opening angle |
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| EVAPCP | % | Purge solenoid valve control duty value |
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| EVAPCV*5 | Off/On | CV solenoid valve operation status |
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| FAN1 | Off/On | Cooling fan relay No.1 operation status |
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| FAN3 | Off/On | Cooling fan relay No.2 and No.3 operation status |
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| FCL*5 | Off/On | Check fuel cap warning light illumination status |
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| FIA | — | Fuel injection amount |
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| FLI | % | Fuel level |
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| FP | Off/On | Fuel pump relay operation status |
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| FP_DUTY | % | Fuel pump control module control duty value |
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| FTP*5 | KPa {MPa}, mBar {Bar}, psi, in H20 | Fuel tank pressure |
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| V | Fuel tank pressure sensor voltage |
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| FUEL_P_DSD | KPa {MPa}, mBar {Bar}, psi, in H20 | Target fuel pressure (high pressure fuel pump) |
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| FUEL_PRES | KPa {MPa}, mBar {Bar}, psi, in H20 | Fuel pressure |
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| V | Fuel pressure sensor voltage |
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| FUELPW | Sec | Fuel injection pulse width (fuel injector energization time) output to fuel injector |
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| FUELSYS | OL/CL/ OL_Drive/ OL_Fault/ CL_Fault | Feedback status of fuel injection control is displayed OL: Feedback control is disabled at cold engine start CL: During feedback control by A/F sensor and HO2S OL_Drive: While feedback control is stopped OL_Fault: Feedback control is disable due to system malfunction CL_Fault: During feedback control with either A/F sensor or HO2S having a malfunction |
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| GEAR*4 | Unknown/1st/2nd/3rd/4th/5th/6th/Not in P/Park/Neutral/Drive/Reverse | Gear commanded |
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| GRL_SHT*1 | % | Active air shutter position |
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| GRL_SHT_CAL*1 | Not/Open half/Close half/Fully | Active air shutter fully open/closed position learning status |
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| HTR11 | Off/On | A/F sensor heater operation status |
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| % | A/F sensor heater control duty value |
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| HTR12 | Off/On | HO2S heater operation status |
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| % | HO2S heater control duty value |
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| IAT | °C, °F | Intake air temperature (No.1) |
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| V | IAT sensor No.1 voltage |
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| IAT2 | °C, °F | Intake air temperature (No.2) |
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| V | IAT sensor No.2 voltage |
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| INGEAR*3 | Off/On | Gears are engaged |
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| ISC_FBK | % | ISC feedback value |
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| ISC_FBK_LRN | % | Learning value for calculating ISC feedback amount |
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| IVS | Off Idle/Idle | CTP condition |
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| KNOCKR | ° | Camshaft retard amount when knocking determined |
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| LOAD | % | Ratio of actual amount of intake air to the maximum air charging amount (mass volume) of cylinder |
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| LONGFT1 | % | Fuel learning correction amount estimated based on A/F sensor signal |
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| LONGFT12 | % | Fuel learning correction amount estimated based on heated oxygen sensor signal |
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| LOW_OIL | Never Detected/Detected | Engine oil pressure condition Never Detected: Engine oil pressure is high Detected: Engine oil pressure is low |
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| M_GEAR*3 | Neutral/1st gear/2nd gear/3rd gear/4th gear/5th gear/6th gear/Reverse/Undefined/Auto/In_Progress/YSF/Error | Manual gear position |
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| MAF | g/Sec | Mass air flow |
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| V | MAF sensor voltage |
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| MAP | KPa {MPa}, mBar {Bar}, psi, in H20 | Manifold absolute pressure |
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| V | MAP sensor voltage |
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| MF_CAT1 | — | Number of misfires in No.1 cylinder leading to catalytic converter temperature increase (catalytic converter temperature increases due to fuel combustion around catalytic converter after misfire) |
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| MF_CAT_2 | — | Number of misfires in No.2 cylinder leading to catalytic converter temperature increase (catalytic converter temperature increases due to fuel combustion around catalytic converter after misfire) |
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| MF_CAT_3 | — | Number of misfires in No.3 cylinder leading to catalytic converter temperature increase (catalytic converter temperature increases due to fuel combustion around catalytic converter after misfire) |
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| MF_CAT_4 | — | Number of misfires in No.4 cylinder leading to catalytic converter temperature increase (catalytic converter temperature increases due to fuel combustion around catalytic converter after misfire) |
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| MF_CAT_FCC | — | Threshold of malfunction determination for number of misfires (total number in all cylinders) leading to catalytic converter temperature increase |
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| MF_CAT_TTL | — | Number of misfires (total number in all cylinders) leading to catalytic converter temperature increase |
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| MF_EMI1 | — | Number of misfires in No.1 cylinder under conditions required by emission regulations |
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| MF_EMI_2 | — | Number of misfires in No.2 cylinder under conditions required by emission regulations |
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| MF_EMI_3 | — | Number of misfires in No.3 cylinder under conditions required by emission regulations |
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| MF_EMI_4 | — | Number of misfires in No.4 cylinder under conditions required by emission regulations |
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| MF_EMI_FCC | — | Threshold of malfunction determination for number of misfires (total number in all cylinders) under conditions required by emission regulations |
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| MF_EMI_TTL | — | Number of misfires (total number in all cylinders) under conditions required by emission regulations |
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| MIL | Off/On | Check engine light illumination status |
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| MIL_DIS | km {mph}, ft, mi | Travelled distance since check engine light illuminated |
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| O2S11 | µA | A/F sensor current |
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| O2S12 | V | HO2S voltage |
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| OIL_P_SOL | Off/On | Engine oil solenoid valve operation status |
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| OIL_TEMP | °C, °F | Estimated engine oil temperature |
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| PN_SW*4 | Open/Closed | Parking/neutral |
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| PRE_CHG_DIS*1 | km, ft {mi} | Distance at precharge |
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| RO2FT1 | % | Fuel correction amount based on HO2S signal including SHRTFT12 and LONGFT12 |
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| RPM | RPM | Engine speed |
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| SHRTFT1 | % | Fuel feedback correction amount estimated based on A/F sensor signal |
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| SHRTFT12 | % | Fuel feedback correction amount estimated based on HO2S signal |
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| SPARKADV | ° | Ignition timing |
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| Test | Off/On | Test mode operation condition due to forced override operation |
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| TH_M | — | Thermostat monitor |
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| TH_M_MAX | — | Thermostat monitor max |
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| TH_M_MIN | — | Thermostat monitor min |
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| TP REL | % | Throttle valve opening angle (relative value) with value at throttle valve fully open timing as the start point |
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| TP1 | V | TP sensor No.1 voltage |
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| % | Throttle valve position No.1 |
|
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| TP2 | V | TP sensor No.2 voltage |
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| % | Throttle valve position No.2 |
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| TPCT | V | TP sensor No.1 voltage at CTP |
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| TPCT2 | V | TP sensor No.2 voltage at CTP |
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| VPWR | V | Battery positive voltage |
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| VSS | KPH, MPH | Vehicle speed |
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| VT EX_DES | ° | Desired exhaust valve timing |
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| VT IN_ACT | ° | Actual intake valve timing |
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| VT IN_DES | ° | Desired intake valve timing |
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| VT_EX_ACT | ° | Actual exhaust valve timing |
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| VT_EX_DUTY | % | OCV control duty value |
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