Nissan Rogue Service Manual: Diagnosis system (ECM)

Nissan Rogue Service Manual / Engine / Engine Control System / System description / Diagnosis system (ECM)

DIAGNOSIS DESCRIPTION

DIAGNOSIS DESCRIPTION : 1st Trip Detection Logic and Two Trip Detection Logic

When a malfunction is detected for the first time, 1st trip DTC and 1st trip Freeze Frame data are stored in the ECM memory. The MIL will not illuminate at this stage. <1st trip> If the same malfunction is detected again during the next drive, the DTC and Freeze Frame data are stored in the ECM memory, and the MIL illuminates. The MIL illuminates at the same time when the DTC is stored.

<2nd trip> The “trip” in the “Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed during vehicle operation. Specific on board diagnostic items will cause the ECM to illuminate or blink the MIL, and store DTC and Freeze Frame data, even in the 1st trip, as shown below.

Ч: Applicable —: Not applicable

Diagnosis description

DIAGNOSIS DESCRIPTION : DTC and Freeze Frame Data

DTC AND 1ST TRIP DTC

The 1st trip DTC (whose number is the same as the DTC number) is displayed for the latest self-diagnostic result obtained. If the ECM memory was cleared previously, and the 1st trip DTC did not recur, the 1st trip DTC will not be displayed.

If a malfunction is detected during the 1st trip, the 1st trip DTC is saved in the ECM memory. The MIL will not light up (two trip detection logic). If the same malfunction is not detected in the 2nd trip (meeting the required driving pattern), the 1st trip DTC is cleared from the ECM memory. If the same malfunction is detected in the 2nd trip, both the 1st trip DTC and DTC are saved in the ECM memory and the MIL lights up. In other words, the DTC is stored in the ECM memory and the MIL lights up when the same malfunction occurs in two consecutive trips. If a 1st trip DTC is stored and a non-diagnostic operation is performed between the 1st and 2nd trips, only the 1st trip DTC will continue to be stored. For malfunctions that blink or light up the MIL during the 1st trip, the DTC and 1st trip DTC are stored in the ECM memory.

For malfunctions in which 1st trip DTCs are displayed, refer to EC-93, "DTC Index". These items are required by legal regulations to continuously monitor the system/component. In addition, the items monitored non-continuously are also displayed on CONSULT.

1st trip DTC is specified in Service $07 of SAE J1979/ISO 15031-5. 1st trip DTC detection occurs without illuminating the MIL and therefore does not warn the driver of a malfunction.

When a 1st trip DTC is detected, check, print out or write down and erase (1st trip) DTC and Freeze Frame data as specified in Work Flow procedure Step 2, refer to EC-127, "Work Flow". Then perform DTC Confirmation Procedure or Component Function Check to try to duplicate the malfunction. If the malfunction is duplicated, the item requires repair.

FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA

The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed, vehicle speed, absolute throttle position, base fuel schedule and intake air temperature at the moment a malfunction is detected.

Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data.

The data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT or GST. The 1st trip freeze frame data can only be displayed on the CONSULT screen.

Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority for 1st trip freeze frame data and it is updated each time a different 1st trip DTC is detected. However, once freeze frame data (2nd trip detection/MIL on) is stored in the ECM memory, 1st trip freeze frame data is no longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the following priorities to update the data.

Priority	Items
1	Freeze frame data	Misfire — DTC: P0300 – P0304 Fuel Injection System Function — DTC: P0171, P0172
2		Except the above items
3	1st trip freeze frame data

For example, the EGR malfunction (Priority: 2) was detected and the freeze frame data was saved in the 2nd trip. After that when the misfire (Priority: 1) is detected in another trip, the freeze frame data will be updated from the EGR malfunction to the misfire. The 1st trip freeze frame data is updated each time a different malfunction is detected. There is no priority for 1st trip freeze frame data. However, once freeze frame data is stored in the ECM memory, 1st trip freeze data is no longer stored (because only one freeze frame data or 1st trip freeze frame data can be stored in the ECM). If freeze frame data is stored in the ECM memory and freeze frame data with the same priority occurs later, the first (original) freeze frame data remains unchanged in the ECM memory.

Both 1st trip freeze frame data and freeze frame data (along with the DTCs) are cleared when the ECM memory is erased.

DIAGNOSIS DESCRIPTION : Counter System

RELATIONSHIP BETWEEN MIL, 1ST TRIP DTC, DTC, AND DETECTABLE ITEMS

When a malfunction is detected for the first time, the 1st trip DTC and the 1st trip freeze frame data are stored in the ECM memory.
When the same malfunction is detected in two consecutive trips, the DTC and the freeze frame data are stored in the ECM memory, and the MIL will come on.
The MIL will turn OFF after the vehicle is driven 3 times (driving pattern B) with no malfunction. The drive is counted only when the recorded driving pattern is met (as stored in the ECM). If another malfunction occurs while counting, the counter will reset.
The DTC and the freeze frame data will be stored until the vehicle is driven 40 times (driving pattern A) without the same malfunction recurring (except for Misfire and Fuel Injection System). For Misfire and Fuel Injection System, the DTC and freeze frame data will be stored until the vehicle is driven 80 times (driving pattern C) without the same malfunction recurring. The “TIME” in “SELF-DIAGNOSTIC RESULTS” mode of CONSULT will count the number of times the vehicle is driven.
The 1st trip DTC is not displayed when the self-diagnosis results in OK for the 2nd trip.

COUNTER SYSTEM CHART

Counter system chart

For details about patterns B and C under “Fuel Injection System” and “Misfire”, see “EXPLANATION FOR DRIVING PATTERNS FOR “MISFIRE <EXHAUST QUALITY DETERIORATION>”, “FUEL INJECTION SYSTEM”.

For details about patterns A and B under Other, see “EXPLANATION FOR DRIVING PATTERNS FOR “MISFIRE <EXHAUST QUALITY DETERIORATION>”, “FUEL INJECTION SYSTEM”.

*1: Clear timing is at the moment OK is detected.
*2: Clear timing is when the same malfunction is detected in the 2nd trip.

Relationship Between MIL, DTC, 1st Trip DTC and Driving Patterns for “Misfire <Exhaust Quality Deterioration>”, “Fuel Injection System”

Counter system chart

*1: When the same malfunction is detected in two consecutive trips, MIL will light up.
*2: MIL will turn OFF after vehicle is driven 3 times (pattern B) without any malfunctions.
*3: When the same malfunction is detected in two consecutive trips, the DTC and the freeze frame data will be stored in ECM.
*4: The DTC and the freeze frame data will not be displayed any longer after vehicle is driven 80 times (pattern C) without the same malfunction. (The DTC and the freeze frame data still remain in ECM.)
*5: When a malfunction is detected for the first time, the 1st trip DTC and the 1st trip freeze frame data will be stored in ECM.
*6: The 1st trip DTC and the 1st trip freeze frame data will be cleared at the moment OK is detected.
*7: When the same malfunction is detected in the 2nd trip, the 1st trip freeze frame data will be cleared.
*8: 1st trip DTC will be cleared when vehicle is driven once (pattern C) without the same malfunction after DTC is stored in ECM.

Explanation for Driving Patterns for “Misfire <Exhaust Quality Deterioration>”, “Fuel Injection System”

Driving Pattern B

Refer to EC-61, "DIAGNOSIS DESCRIPTION : Driving Pattern".

Driving Pattern C

Refer to EC-61, "DIAGNOSIS DESCRIPTION : Driving Pattern".

Example:
If the stored freeze frame data is as per the following: Engine speed: 850 rpm, Calculated load value: 30%, Engine coolant temperature: 80°C (176°F) To be satisfied with driving pattern C, the vehicle should run under the following conditions: Engine speed: 475 – 1,225 rpm, Calculated load value: 27 – 33%, Engine coolant temperature: more than 70°C (158°F)

Relationship Between MIL, DTC, 1st Trip DTC and Driving Patterns Except For “Misfire <Exhaust Quality Deterioration>”, “Fuel Injection System”

Driving Pattern C

(The DTC and the freeze frame data still remain in ECM.)
*5: When a malfunction is detected for the first time, the 1st trip DTC and the 1st trip freeze fram
e data will be stored in ECM.

*6: 1st trip DTC will be cleared after vehicle is driven once (pattern B) without the same malfunction.
*7: When the same malfunction is detected in the 2nd trip, the 1st trip freeze frame data will be cleared.

Explanation for Driving Patterns Except for “Misfire <Exhaust Quality Deterioration>”, “Fuel Injection System”

Driving Pattern A

Refer to EC-61, "DIAGNOSIS DESCRIPTION : Driving Pattern".

Driving Pattern B

Refer to EC-61, "DIAGNOSIS DESCRIPTION : Driving Pattern".

DIAGNOSIS DESCRIPTION : Driving Pattern

CAUTION: Always drive at a safe speed.

DRIVING PATTERN A

Driving pattern A means a trip satisfying the following conditions.

Engine speed reaches 400 rpm or more.
Engine coolant temperature rises by 20°C (36°F) or more after starting the engine.
Engine coolant temperature reaches 70°C (158°F) or more.
The ignition switch is turned from ON to OFF.

NOTE:

When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern A.
When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern A.

DRIVING PATTERN B

Driving pattern B means a trip satisfying the following conditions.

Engine speed reaches 400 rpm or more.
Engine coolant temperature reaches 70°C (158°F) or more.
Vehicle speed of 70 – 120 km/h (44 – 75 MPH) is maintained for 60 seconds or more under the control of closed loop.
Vehicle speed of 30 – 60 km/h (19 – 37 MPH) is maintained for 10 seconds or more under the control of closed loop.
Under the closed loop control condition, the following state reaches 12 seconds or more in total: Vehicle speed of 4 km/h (2 MPH) or less with idling condition.
The state of driving at 10 km/h (7 MPH) or more reaches 10 minutes or more in total.
A lapse of 22 minutes or more after engine start.

NOTE:

Drive the vehicle at a constant velocity.
When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern B.
When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern B.

DRIVING PATTERN C

Driving pattern C means operating vehicle as per the following: The following conditions should be satisfied at the same time: Engine speed: (Engine speed in the freeze frame data) ±375 rpm

Calculated load value: (Calculated load value in the freeze frame data) x (1±0.1) [%] Engine coolant temperature condition:

When the freeze frame data shows lower than 70°C (158°F), engine coolant temperature should be lower than 70°C (158°F).
When the freeze frame data shows higher than or equal to 70°C (158°F), engine coolant temperature should be higher than or equal to 70°C (158°F).

NOTE:

When the same malfunction is detected regardless of the above vehicle conditions, reset the counter of driving pattern C.
When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern C.
The 1st trip DTC will be cleared when C counter is counted once without the same malfunction after DTC is stored in ECM.

DRIVING PATTERN D

Driving pattern D means a trip satisfying the following conditions.

The state of driving at 40 km/h (25 MPH) reaches 300 seconds or more in total.
Idle speed lasts 30 seconds or more.
A lapse of 600 seconds or more after engine start.

NOTE:

When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern D.
When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern D.

DIAGNOSIS DESCRIPTION : System Readiness Test (SRT) Code

System Readiness Test (SRT) code is specified in Service $01 of SAE J1979/ISO 15031-5.

As part of an enhanced emissions test for Inspection & Maintenance (I/M), certain states require the status of SRT be used to indicate whether the ECM has completed self-diagnosis of major emission systems and components.

Completion must be verified in order for the emissions inspection to proceed.

If a vehicle is rejected for a State emissions inspection due to one or more SRT items indicating “INCMP”, use the information in this Service Manual to set the SRT to “CMPLT”.

In most cases the ECM will automatically complete its self-diagnosis cycle during normal usage, and the SRT status will indicate “CMPLT” for each application system. Once set as “CMPLT”, the SRT status remains “CMPLT” until the self-diagnosis memory is erased.

Occasionally, certain portions of the self-diagnostic test may not be completed as a result of the customer's normal driving pattern; the SRT will indicate “INCMP” for these items.

NOTE: The SRT will also indicate “INCMP” if the self-diagnosis memory is erased for any reason or if the ECM memory power supply is interrupted for several hours.

If, during the state emissions inspection, the SRT indicates “CMPLT” for all test items, the inspector will continue with the emissions test. However, if the SRT indicates “INCMP” for one or more of the SRT items the vehicle is returned to the customer untested.

NOTE: If permanent DTC is stored or MIL illuminates during the state emissions inspection, the vehicle is also returned to the customer untested even though the SRT indicates “CMPLT” for all test items. therefore, it is important to check SRT (“CMPLT”), DTC (No DTCs) and permanent DTC (No permanent DTC) before the inspection.

SRT SET TIMING

SRT is set as “CMPLT” after self-diagnosis has been performed one or more times. Completion of SRT is done regardless of whether the result is OK or NG. The set timing is different between OK and NG results and is shown in the table below.

SRT set timing

OK: Self-diagnosis is carried out and the result is OK.
NG: Self-diagnosis is carried out and the result is NG.
—: Self-diagnosis is not carried out.

When all SRT related self-diagnoses show OK results in a single cycle (Ignition OFF-ON-OFF), the SRT will indicate “CMPLT”. → Case 1 above When all SRT related self-diagnoses show OK results through several different cycles, the SRT will indicate “CMPLT” at the time the respective self-diagnoses have at least one OK result. → Case 2 above If one or more SRT related self-diagnoses show NG results in 2 consecutive cycles, the SRT will also indicate “CMPLT”. → Case 3 above The table above shows that the minimum number of cycles for setting SRT as “INCMP” is the number one (1) for each self-diagnosis (Case 1 & 2) or the number two (2) for one of self-diagnoses (Case 3). However, in preparation for the state emissions inspection, it is unnecessary for each self-diagnosis to be executed twice (Case 3) for the following reasons:

The SRT will indicate “CMPLT” at the time the respective self-diagnoses have one (1) OK result.
The emissions inspection requires “CMPLT” of the SRT only with OK self-diagnosis results.
During SRT driving pattern, the 1st trip DTC (NG) is detected prior to “CMPLT” of SRT and the self-diagnosis memory must be erased from the ECM after repair.
If the 1st trip DTC is erased, all the SRT will indicate “INCMP”.

NOTE: SRT can be set as “CMPLT” together with the DTC(s). Therefore, DTC check must always be carried out prior to the state emission inspection even though the SRT indicates “CMPLT”.

DIAGNOSIS DESCRIPTION : Permanent Diagnostic Trouble Code (Permanent DTC)

Permanent DTC is defined in SAE J1979/ISO 15031-5 Service $0A.

ECM stores a DTC issuing a command of turning on MIL as a permanent DTC and keeps storing the DTC as a permanent DTC until ECM judges that there is no presence of malfunction.

Permanent DTCs cannot be erased by using the erase function of CONSULT or Generic Scan Tool (GST) and by disconnecting the battery to shut off power to ECM. This prevents a vehicle from passing the in-use inspection without repairing a malfunctioning part.

When not passing the in-use inspection due to more than one permanent DTC, permanent DTCs should be erased, referring to this manual.

NOTE:

The important items in in-use inspection are that MIL is not ON, SRT test items are set, and permanent DTCs are not included.
Permanent DTCs do not apply for regions that permanent DTCs are not regulated by law.

PERMANENT DTC SET TIMING

The setting timing of permanent DTC is stored in ECM with the lighting of MIL when a DTC is confirmed.

DIAGNOSIS DESCRIPTION : Malfunction Indicator Lamp (MIL)

When emission-related ECU detects a malfunction in the emission control systems components and/or the powertrain control components (which affect vehicle emissions), it turns on/blinks MIL to inform the driver that a malfunction has been detected.

The MIL illuminates when ignition switch is turned ON (engine is not running).
NOTE: Check the MIL circuit if MIL does not illuminate. Refer to EC- 476, "Diagnosis Procedure".
When the engine is started, the MIL should go off.
NOTE: If MIL continues to illuminate/blink, perform self-diagnoses and inspect/repair accordingly because an emission-related ECU has detected a malfunction in the emission control systems components and/or the powertrain control components (which affect vehicle emissions).

Diagnosis description

On Board Diagnosis Function

ON BOARD DIAGNOSIS ITEM

The on board diagnostic system has the following functions

Diagnostic test mode	Function
Bulb check	MIL can be checked.
SRT status	ECM can read if SRT codes are set.
Malfunction warning	If ECM detects a malfunction, it illuminates or blinks MIL to inform the driver that a malfunction has been detected.
Self-diagnostic results	DTCs or 1st trip DTCs stored in ECM can be read.
Accelerator pedal released position learning	ECM can learn the accelerator pedal released position. Refer to EC-139, "Work Procedure".
Throttle valve closed position learning	ECM can learn the throttle valve closed position. Refer to EC-140, "Work Procedure".
Idle air volume learning	ECM can learn the idle air volume. Refer to EC-141, "Work Procedure".
Mixture ratio self-learning value clear	Mixture ratio self-learning value can be erased. Refer to EC-143, "Work Procedure".

BULB CHECK MODE

Description

This function allows damage inspection in the MIL bulb (blown, open circuit, etc.).

Operation Procedure

Turn ignition switch ON.
The MIL on the instrument panel should stay ON.

If it remains OFF, check MIL circuit. Refer to EC-476, "Diagnosis Procedure".

SRT STATUS MODE

Description

This function allows to read if ECM has completed the self-diagnoses of major emission control systems and components. For SRT, refer to EC-62, "DIAGNOSIS DESCRIPTION : System Readiness Test (SRT) Code".

Operation Procedure

Turn ignition switch ON and wait 20 seconds.
SRT status is indicated as shown blow.

ECM continues to illuminate MIL if all SRT codes are set.
ECM blinks MIL for about 10 seconds if all SRT codes are not set.

Operation Procedure

MALFUNCTION WARNING MODE

Description

In this function ECM turns on or blinks MIL when it detects a malfunction in the emission control system components and/or the powertrain control components (which affect vehicle emissions) to inform the driver that a malfunction has been detected.

Operation Procedure

Turn ignition switch ON.
Check that MIL illuminates.
If it remains OFF, check MIL circuit. Refer to EC-476, "Diagnosis Procedure".
Start engine and let it idle.

For two trip detection logic diagnoses, ECM turns on MIL when it detects the same malfunction twice in the two consecutive driving cycles.
For 1st trip detection logic diagnoses, ECM turns on MIL when it detects a malfunction in one driving cycle.
ECM blinks MIL when it detects a malfunction that may damage the three way catalyst (misfire).

SELF-DIAGNOSTIC RESULTS MODE

Description

This function allows to indicate DTCs or 1st trip DTCs stored in ECM according to the number of times MIL is blinking.

How to Set Self-diagnostic Results Mode

NOTE:

It is better to count the time accurately with a clock.
It is impossible to switch the diagnostic mode when an accelerator pedal position sensor circuit has a malfunction.
After ignition switch is turned off, ECM is always released from the “self-diagnostic results” mode.

Confirm that accelerator pedal is fully released, turn ignition switch ON and wait 3 seconds.
Repeat the following procedure quickly five times within 5 seconds.

Fully depress the accelerator pedal.
Fully release the accelerator pedal.

Wait 7 seconds, fully depress the accelerator pedal and keep it depressed for approx. 10 seconds until the MIL starts blinking.

NOTE: Do not release the accelerator pedal for 10 seconds if MIL starts blinking during this period. This blinking is displaying SRT status and is continued for another 10 seconds.

Fully release the accelerator pedal.
ECM has entered to “Self-diagnostic results” mode.

NOTE: Wait until the same DTC (or 1st trip DTC) appears to completely confirm all DTCs.

Description

How to Read Self-diagnostic Results

The DTC and 1st trip DTC are indicated by the number of blinks of the MIL as shown below.

The DTC and 1st trip DTC are displayed at the same time. If the MIL does not illuminate in diagnostic test mode I (Malfunction warning), all displayed items are 1st trip DTCs. If only one code is displayed when the MIL illuminates in “malfunction warning” mode, it is a DTC; if two or more codes are displayed, they may be either DTCs or 1st trip DTCs. DTC No. is same as that of 1st trip DTC. These unidentified codes can be identified by using the CONSULT or GST. A DTC will be used as an example for how to read a code

How to Read Self-diagnostic Results

A particular trouble code can be identified by the number of four-digit numeral flashes per the following.

The length of time the 1,000th-digit numeral flashes on and off is 1.2 seconds consisting of an ON (0.6-seconds) - OFF (0.6-seconds) cycle.

The 100th-digit numeral and lower digit numerals consist of a 0.3-seconds ON and 0.3-seconds OFF cycle.

A change from one digit numeral to another occurs at an interval of 1.0-second OFF. In other words, the later numeral appears on the display 1.3 seconds after the former numeral has disappeared.

A change from one trouble code to another occurs at an interval of 1.8-seconds OFF.

In this way, all the detected malfunctions are classified by their DTC numbers. The DTC 0000 refers to no malfunction.

Refer to EC-93, "DTC Index".

How to Erase Self-diagnostic Results By performing this procedure, ECM memory is erased and the following diagnostic information is erased as well.

Diagnostic trouble codes
1st trip diagnostic trouble codes
Freeze frame data
1st trip freeze frame data
System readiness test (SRT) codes
Test values

NOTE: Also, if a battery terminal is disconnected, ECM memory is erased and the diagnostic information as listed above is erased. (The amount of time required for erasing may vary from a few seconds to several hours.)

Turn ignition switch OFF and wait at least 10 seconds.
Turn ignition switch ON.
Turn ignition switch OFF and wait at least 10 seconds.
Turn ignition switch ON.
Set ECM in “self-diagnostic results” mode.
The diagnostic information has been erased from the backup memory in the ECM.
Fully depress the accelerator pedal and keep it depressed for more than 10 seconds.
Fully release the accelerator pedal, and confirm the DTC 0000 is displayed.

CONSULT Function

FUNCTION

Diagnostic test mode	Function
Self Diagnostic Result	Self-diagnostic results such as 1st trip DTC, DTC and 1st trip freeze frame data or freeze frame data can be read and erased quickly.*
Data Monitor	Input/Output data in the ECM can be read.
Work support	This mode enables a technician to adjust some devices faster and more accurately by following the indications on the CONSULT screen.
Active Test	Diagnostic Test Mode in which CONSULT drives some actuators apart from the ECMs and also shifts some parameters in a specified range.
ECU Identification	ECM part number can be read.
DTC Work Support	The status of system monitoring tests and the self-diagnosis status/results can be confirmed.

*: The following emission-related diagnostic information is cleared when the ECM memory is erased.

Diagnostic trouble codes
1st trip diagnostic trouble codes
Freeze frame data
1st trip freeze frame data
System readiness test (SRT) codes
Test values

SELF DIAGNOSTIC RESULT MODE

Self Diagnostic Item

Regarding items of DTC and 1st trip DTC, refer to EC-93, "DTC Index".)

How to Read DTC and 1st Trip DTC

DTCs and 1st trip DTCs related to the malfunction are displayed in “self-diag results”.

When ECM detects a 1st trip DTC, 1t” is displayed for “TIME”.
When ECM has detected a current DTC, “0” is displayed for “TIME”.
If “TIME” is neither “0” nor “1t”, the DTC occurred in the past and ECM shows the number of times the vehicle has been driven since the last detection of the DTC.

How to Erase DTC and 1st Trip DTC

NOTE: If the ignition switch stays ON after repair work, be sure to turn ignition switch OFF once. Wait at least 10 seconds and then turn it ON (engine stopped) again.

Freeze Frame Data and 1st Trip Freeze Frame Data

Freeze frame data item*	Description
DIAG TROUBLE CODE [PXXXX]	The engine control component part/control system has a trouble code that is displayed as PXXXX. (Refer to EC-93, "DTC Index".)
FUEL SYS-B1	“Fuel injection system status” at the moment a malfunction is detected is displayed. One of the following mode is displayed. Mode2: Open loop due to detected system malfunction Mode3: Open loop due to driving conditions (power enrichment, deceleration enleanment) Mode4: Closed loop - using oxygen sensor(s) as feedback for fuel control Mode5: Open loop - has not yet satisfied condition to go to closed loop
CAL/LD VALUE [%]	The calculated load value at the moment a malfunction is detected is displayed.
COOLANT TEMP [°C] or [°F]	The engine coolant temperature at the moment a malfunction is detected is displayed.
L-FUEL TRM-B1 [%]	“Long-term fuel trim” at the moment a malfunction is detected is displayed. The long-term fuel trim indicates much more gradual feedback compensation to the base fuel schedule than short-term fuel trim.
S-FUEL TRM-B1 [%]	“Short-term fuel trim” at the moment a malfunction is detected is displayed. The short-term fuel trim indicates dynamic or instantaneous feedback compensation to the base fuel schedule.
ENGINE SPEED [rpm]	The engine speed at the moment a malfunction is detected is displayed.
VEHICL SPEED [km/h] or [mph]	The vehicle speed at the moment a malfunction is detected is displayed.
ABSOL TH·P/S [%]	The throttle valve opening angle at the moment a malfunction is detected is displayed.
B/FUEL SCHDL [msec]	The base fuel schedule at the moment a malfunction is detected is displayed.
INT/A TEMP SE [°C] or [°F]	The intake air temperature at the moment a malfunction is detected is displayed.
FUEL SYS-B2	There items are displayed but are not applicable to this model.
L-FUEL TRM-B2 [%]
S-FUEL TRM-B2 [%]
INT MANI PRES [kPa]
COMBUST CONDITION

*: The items are the same as those of 1st trip freeze frame data.

DATA MONITOR MODE

NOTE: The following table includes information (items) inapplicable to this vehicle. For information (items) applicable to this vehicle, refer to CONSULT display items.

Monitored Item

Monitored item	Unit	Monitor Item Selection		Description	Remarks
Monitored item	Unit	ECU INPUT SIGNALS	MAIN SIGNAL S	Description	Remarks
ENG SPEED	rpm	Ч	Ч	Indicates the engine speed computed from the signal of the crankshaft position sensor (POS) and camshaft position sensor (PHASE).	Accuracy becomes poor if engine speed drops below the idle rpm. If the signal is interrupted while the engine is running, an abnormal value may be indicated.
B/FUEL SCHDL	msec	Ч	Ч	“Base fuel schedule” indicates the fuel injection pulse width programmed into ECM, prior to any learned on board correction.	When engine is running, specification range is indicated in “SPEC”.
A/F ALPHA-B1	%			The mean value of the air-fuel ratio feedback correction factor per cycle is indicated.	When the engine is stopped, a certain value is indicated. When engine is running, specification range is indicated in “SPEC”. This data also includes the data for the air-fuel ratio learning control.
COOLAN TEMP/S	°C or °F	Ч	Ч	The engine coolant temperature (determined by the signal voltage of the engine coolant temperature sensor) is displayed.	When the engine coolant temperature sensor is open or short-circuited, ECM enters fail-safe mode. The engine coolant temperature determined by the ECM is displayed.
A/F SEN1 (B1)	V	Ч	Ч	The A/F signal computed from the input signal of the air fuel ratio (A/F) sensor 1 is displayed.
HO2S2 (B1)	V	Ч	Ч	The signal voltage of the heated oxygen sensor 2 is displayed.
HO2S2 MNTR(B1)	RICH/LEAN		Ч	Display of heated oxygen sensor 2 signal. RICH: means the amount of oxygen after three way catalyst is relatively small. LEAN: means the amount of oxygen after three way catalyst is relatively large.	When the engine is stopped, a certain value is indicated.
VHCL SPEED SE	km/h or mph	Ч	Ч	The vehicle speed computed from the vehicle speed signal sent from combination meter is displayed
BATTERY VOLT	V			The power supply voltage of ECM is displayed.
ACCEL SEN 1	V			The accelerator pedal position sensor signal voltage is displayed.	ACCEL SEN 2 signal is converted by ECM internally. Thus, it differs from ECM terminal voltage signal.
ACCEL SEN 2	V
TP SEN 1-B1	V	Ч	Ч	The throttle position sensor signal voltage is displayed.	TP SEN 2-B1 signal is converted by ECM internally. Thus, it differs from ECM terminal voltage signal.
TP SEN 2-B1	V	Ч	Ч	The throttle position sensor signal voltage is displayed.
FUEL T/TMP SE	°C or °F			The fuel temperature (determined by the signal voltage of the fuel tank temperature sensor) is displayed.
EVAP SYS PRES	V			The signal voltage of EVAP control system pressure sensor is displayed.
FUEL LEVEL SE	V	Ч		The signal voltage of the fuel level sensor is displayed.
START SIGNAL	On/Off			Indicates start signal status [ON/OFF] computed by the ECM according to the signals of engine speed and battery voltage.	After starting the engine, [OFF] is displayed regardless of the starter signal.
CLSD THL POS	On/Off	Ч	Ч	Indicates idle position [ON/OFF] computed by ECM according to the accelerator pedal position sensor signal.
AIR COND SIG	On/Off	Ч	Ч	Indicates [ON/OFF] condition of the air conditioner switch as determined by the air conditioner signal.
PW/ST SIGNAL	On/Off	Ч	Ч	[ON/OFF] condition of the power steering system (determined by the signal sent from EPS control unit) is indicated.
LOAD SIGNAL	On/Off	Ч	Ч	Indicates [ON/OFF] condition from the electrical load signal. On: Rear window defogger switch is ON and/or lighting switch is in 2nd position. Off: Both rear window defogger switch and lighting switch are OFF.
IGNITION SW	On/Off	Ч	Ч	Indicates [ON/OFF] condition from ignition switch signal.
HEATER FAN SW	On/Off	Ч		Indicates [ON/OFF] condition from the heater fan switch signal.
BRAKE SW	On/Off			Indicates [ON/OFF] condition from the stop lamp switch signal.
INJ PULSE-B1	msec			Indicates the actual fuel injection pulse width compensated by ECM according to the input signals.	When the engine is stopped, a certain computed value is indicated.
IGN TIMING	BTDC		Ч	Indicates the ignition timing computed by ECM according to the input signals.	When the engine is stopped, a certain value is indicated.
CAL/LD VALUE	%			“Calculated load value” indicates the value of the current air flow divided by peak air flow.
MASS AIRFLOW	g/s			Indicates the mass air flow computed by ECM according to the signal voltage of the mass air flow sensor.
PURG VOL C/V	%			Indicates the EVAP canister purge volume control solenoid valve control value computed by the ECM according to the input signals. The opening becomes larger as the value increases.
INT/V TIM(B1)	°CA			Indicates [°CA] of intake camshaft advance angle.
EXH/V TIM B1	°CA			Indicates [°CA] of exhaust camshaft advance angle.
INT/V SOL(B1)	%			The control value of the intake valve timing control solenoid valve (determined by ECM according to the input signals) is indicated. The advance angle becomes larger as the value increases.
SWRL CONT S/V	On/Off			The control condition of the intake manifold runner control valve (determined by ECM according to the input signals) is indicated. On: Closed Off: Open
AIR COND RLY	On/Off			The air conditioner relay control condition (determined by ECM according to the input signals) is indicated.
FUEL PUMP RLY	On/Off			Indicates the fuel pump relay control condition determined by ECM according to the input signals.
VENT CONT/V	On/Off			The control condition of the EVAP canister vent control valve (determined by ECM according to the input signals) is indicated. On: Closed Off: Open
THRTL RELAY	On/Off			Indicates the throttle control motor relay control condition determined by the ECM according to the input signals.
COOLING FAN	Hi/Mid/Low/Off			Indicates the condition of the cooling fan (determined by ECM according to the input signals). Hi: High speed operation Mid: Middle speed operation Low: Low speed operation Off: Stop
HO2S2 HTR (B1)	On/Off			Indicates [ON/OFF] condition of heated oxygen sensor 2 heater determined by ECM according to the input signals.
I/P PULLY SPD	rpm			Indicates the engine speed computed from the input speed sensor signal.
VEHICLE SPEED	km/h or mph			The vehicle speed computed from the vehicle speed signal sent from TCM is displayed.
IDL A/V LEARN	YET/CMPLT			Displays the condition of Idle Air Volume Learning YET: Idle air volume learning has not been performed yet. CMPLT: Idle air volume learning has already been performed successfully.
TRVL AFTER MIL	km or mile			Distance traveled while MIL is activated.
ENG OIL TEMP	°C or °F			The engine oil temperature (determined by the signal voltage of the engine oil temperature sensor) is displayed.
A/F S1 HTR(B1)	%			Air fuel ratio (A/F) sensor 1 heater control value computed by ECM according to the input signals. The current flow to the heater becomes larger as the value increases.
VHCL SPEED SE	km/h or mph			The vehicle speed computed from the vehicle speed signal sent from combination meter is displayed
SET VHCL SPD	km/h or mph			The preset vehicle speed is displayed.
MAIN SW	On/Off			Indicates [ON/OFF] condition from MAIN switch signal.
CANCEL SW	On/Off			Indicates [ON/OFF] condition from CANCEL switch signal.
RESUME/ACC SW	On/Off			Indicates [ON/OFF] condition from RESUME/ ACCELERATE switch signal.
SET SW	On/Off			Indicates [ON/OFF] condition from SET/ COAST switch signal.
BRAKE SW1	On/Off			Indicates [ON/OFF] condition from brake pedal position switch signal.
BRAKE SW2	On/Off			Indicates [ON/OFF] condition of stop lamp switch signal.
VHCL SPD CUT	Non/Cut			Indicates the vehicle cruise condition. Non: Vehicle speed is maintained at the ASCD set speed. Cut: Vehicle speed decreased to excessively low compared with the ASCD set speed, and ASCD operation is cut off
LO SPEED CUT	Non/Cut			Indicates the vehicle cruise condition. Non: Vehicle speed is maintained at the ASCD set speed. Cut: Vehicle speed decreased to excessively low, and ASCD operation is cut off.
AT OD MONITOR	On/Off			Indicates [ON/OFF] condition of CVT O/ D according to the input signal from the TCM.
AT OD CANCEL	On/Off			Indicates [ON/OFF] condition of CVT O/ D cancel request signal.
CRUISE LAMP	On/Off			Indicates [ON/OFF] condition of CRUISE lamp determined by the ECM according to the input signals.
SET LAMP	On/Off			Indicates [ON/OFF] condition of SET lamp determined by the ECM according to the input signals.
A/F ADJ-B1	—			Indicates the correction of factor stored in ECM. The factor is calculated from the difference between the target air-fuel ratio stored in ECM and the air-fuel ratio calculated from A/F sensor 1 signal.
TUMBLE POS SEN	V			The intake manifold runner control valve position sensor signal voltage is displayed.
P/N POSI SW	On/Off	Ч	Ч	Indicates [ON/OFF] condition from the park/neutral position (PNP) signal.
INT/A TEMP SE	°C or °F	Ч	Ч	The intake air temperature (determined by the signal voltage of the intake air temperature sensor) is indicated.
AC PRESS SEN	V			The signal voltage from the refrigerant pressure sensor is displayed.
VTC DTY EX B1	%			The control value of the exhaust valve timing control solenoid valve (determined by ECM according to the input signals) is indicated. The advance angle becomes larger as the value increases.
EOP SENSOR	mV			The signal voltage of engine oil pressure sensor is displayed.
EVAP LEAK DIAG	YET/CMPLT			Indicates the condition of EVAP leak diagnosis. YET: EVAP leak diagnosis has not been performed yet. CMPLT: EVAP leak diagnosis has been performed successfully.
EVAP DIAG READY	ON/OFF			Indicates the ready condition of EVAP leak diagnosis. ON: Diagnosis has been ready condition. OFF: Diagnosis has not been ready condition.
THRTL STK CNT B1*	—			—
A/F SEN1 DIAG1(B1)	INCMP/CMPLT			Indicates DTC P015A or P015B self-diagnosis condition. INCMP: Self-diagnosis is incomplete. CMPLT: Self-diagnosis is complete.
A/F SEN1 DIAG2(B1)	INCMP/CMPLT			Indicates DTC P014C or P014D self-diagnosis condition. INCMP: Self-diagnosis is incomplete. CMPLT: Self-diagnosis is complete.
A/F SEN1 DIAG3(B1)	ABSNT/ PRSNT			Indicates DTC P014C, P014D, P015A or P015B self-diagnosis condition. ABSNT: The vehicle condition is not within the diagnosis range. PRSNT: The vehicle condition is within the diagnosis range.
HO2 S2 DIAG1 (B1)	INCMP/CMPL			Indicates DTC P0139 self-diagnosis (delayed response) condition. INCMP: Self-diagnosis is incomplete. CMPLT: Self-diagnosis is complete.
HO2 S2 DIAG2 (B1)	INCMP/CMPLT			Indicates DTC P0139 self-diagnosis (slow response) condition. INCMP: Self-diagnosis is incomplete. CMPLT: Self-diagnosis is complete.
SYSTEM 1 DIAGNOSIS A B1	INCMP/CMPLT			Indicates DTC P117A self-diagnosis condition. INCMP: Self-diagnosis is incomplete. CMPLT: Self-diagnosis is complete.
SYSTEM 1 DIAGNOSIS B B1	ABSNT/ PRSNT			Indicates DTC P117A self-diagnosis condition. ABSNT: Self-diagnosis standby PRSNT: Under self-diagnosis
MASS AIR FLOW SENSOR (Hz)	Hz			The signal frequency of the mass air flow sensor is displayed.	When the engine is stopped, a certain value is indicated. When engine is running, specification range is indicated in “SPEC”.

*: The item is indicated, but not used.

NOTE: Any monitored item that does not match the vehicle being diagnosed is deleted from the display automatically.

WORK SUPPORT MODE

Work Item

Work item	Condition	Usage
IDLE AIR VOL LEARN	The idle air volume that keeps the engine within the specified range is memorized in ECM.	When learning the idle air volume
EVAP SYSTEM CLOSE	Close the EVAP canister vent control valve in order to make EVAP system close under the following conditions. Ignition switch ON Engine not running Ambient temperature is above 0°C (32°F). No vacuum and no high pressure in EVAP system Fuel tank temp is more than 0°C (32°F). Within 10 minutes after starting “EVAP SYSTEM CLOSE” When trying to execute “EVAP SYSTEM CLOSE” under the condition ex

On board diagnostic (OBD) system

Diagnosis Description This system is an on board diagnostic system that records exhaust emission-related diagnostic information and detects a sensors/actuator-related malfunction. A malfunction is ...

Ecu diagnosis information

ECM Reference Value VALUES ON THE DIAGNOSIS TOOL NOTE: The following table includes information (items) inapplicable to this vehicle. For information (items) applicable to this vehicle, refer t ...

Other materials:

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