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Free to use workshop manual for your 2015+ Mk4 'ND' Mazda MX-5
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PCM INSPECTION [SKYACTIV-G 2.0]

Without Using the M-MDS

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 voltage table (Reference)

—: Not applicable

Terminal

Signal

Connected to

Test condition

Voltage (V)

inspection item

1A*2

CAN2_H

CAN system related modules

Because this terminal is for CAN, integrity determination by terminal voltage is not possible.

  • Related wiring harness

1B*2

CAN2_L

CAN system related modules

Because this terminal is for CAN, integrity determination by terminal voltage is not possible.

  • Related wiring harness

1C

—

—

—

—

—

1D

Knocking (–)

KS

Ignition switched ON (engine off)

Approx. 0.02

  • KS

  • Related wiring harness

1E

—

—

—

—

—

1F

—

—

—

—

—

1G

—

—

—

—

—

1H

Knocking (+)

KS

Ignition switched ON (engine off)

Approx. 2.44

  • KS

  • Related wiring harness

1I

GND

Sensor shield

Under any condition

Below 1.0

  • Related wiring harness

1J

Electric variable valve timing motor (rotation direction)

Electric variable valve timing motor/driver

(See Electric variable valve timing motor (rotation direction) signal.)

  • Electric variable valve timing motor/driver

  • Related wiring harness

1K*3

Neutral position

Neutral switch

Shift lever is at neutral position

Below 1.0

  • Neutral switch

  • Related wiring harness

Shift lever is not at neutral position

B+

1L*3

Back-up light

Back-up light switch

Shift lever is at reverse position

Below 1.0

  • Back-up light switch

  • Related wiring harness

Shift lever is not at reverse position

B+

1M

—

—

—

—

—

1N

—

—

—

—

—

1O

Electric variable valve timing motor (rotation pulse)

Electric variable valve timing motor/driver

(See Electric variable valve timing motor (rotation pulse) signal.)

  • Electric variable valve timing motor/driver

  • Related wiring harness

1P

Oil pressure

Oil pressure switch

Ignition switched ON (engine off)

Below 1.0

  • Oil pressure switch

  • Related wiring harness

Idle (after warm up and no load)

B+

1Q

—

—

—

—

—

1R

—

—

—

—

—

1S

—

—

—

—

—

1T

Exhaust CMP

Exhaust CMP sensor

(See Exhaust CMP signal.)

  • Exhaust CMP sensor

  • Related wiring harness

1U

—

—

—

—

—

1V

—

—

—

—

—

1W

A/F

A/F sensor

Idle (after warm up and no load)

Approx. 4.16

  • A/F sensor

  • Related wiring harness

1X

GND

Exhaust CMP sensor

Under any condition

Below 1.0

  • Related wiring harness

1Y

Intake CMP

Intake CMP sensor

(See Intake CMP signal.)

  • Intake CMP sensor

  • Related wiring harness

1Z

—

—

—

—

—

1AA

—

—

—

—

—

1AB

A/F

A/F sensor

Idle (after warm up and no load): 0 mA

  • A/F sensor

  • Related wiring harness

1AC

GND

Intake CMP sensor

Under any condition

Below 1.0

  • Related wiring harness

1AD

CKP

CKP sensor

(See CKP signal.)

  • CKP sensor

  • Related wiring harness

1AE

Electric variable valve timing driver (diagnostic)

Electric variable valve timing motor/driver

(See Electric variable valve timing driver (diagnostic) signal.)

  • Electric variable valve timing motor/driver

  • Related wiring harness

1AF

Generator output voltage

Generator

(See Generator output voltage.)

  • Generator

  • Related wiring harness

1AG

A/F

A/F sensor

Idle (after warm up and no load)

Approx. 3.98

  • A/F sensor

  • Related wiring harness

1AH

GND

CKP sensor

Under any condition

Below 1.0

  • Related wiring harness

1AI

Purge control

Purge solenoid valve

(See Purge control.)

  • Purge solenoid valve

  • Related wiring harness

1AJ

IGT4

Ignition coil No.4

(See IGT1, IGT2, IGT3, IGT4 control.)

  • Ignition coil No.4

  • Related wiring harness

1AK

ECT (No.1)

ECT sensor No.1

Ignition switched ON (engine off)

ECT 20 °C

{68 °F}

Approx. 3.10

  • ECT sensor No.1

  • Related wiring harness

ECT 40 °C

{104 °F}

Approx. 2.17

ECT 60 °C

{140 °F}

Approx. 1.40

ECT 80 °C

{176 °F}

Approx. 0.87

ECT 100 °C

{212 °F}

Approx. 0.54

1AL

—

—

—

—

—

1AM

GND

ECT sensor No.1

Under any condition

Below 1.0

  • Related wiring harness

1AN

Hydraulic variable valve timing control

OCV

(See Hydraulic variable valve timing control signal.)

  • OCV

  • Related wiring harness

1AO

IGT3

Ignition coil No.3

(See IGT1, IGT2, IGT3, IGT4 control.)

  • Ignition coil No.3

  • Related wiring harness

1AP

—

—

—

—

—

1AQ

—

—

—

—

—

1AR

—

—

—

—

—

1AS

Engine oil control

Engine oil solenoid valve

(See Engine oil control signal.)

  • Engine oil solenoid valve

  • Related wiring harness

1AT

IGT2

Ignition coil No.2

(See IGT1, IGT2, IGT3, IGT4 control.)

  • Ignition coil No.2

  • Related wiring harness

1AU

—

—

—

—

—

1AV

Ion (No.4)

Ion sensor No.4

Idle (after warm up and no load)

Approx. 4.42

  • Ion sensor No.4

  • Related wiring harness

1AW

—

—

—

—

—

1AX

—

—

—

—

—

1AY

IGT1

Ignition coil No.1

(See IGT1, IGT2, IGT3, IGT4 control.)

  • Ignition coil No.1

  • Related wiring harness

1AZ

Electric variable valve timing control

Electric variable valve timing motor/driver

(See Electric variable valve timing control signal.)

  • Electric variable valve timing motor/driver

  • Related wiring harness

1BA

Ion (No.3)

Ion sensor No.3

Idle (after warm up and no load)

Approx. 4.42

  • Ion sensor No.3

  • Related wiring harness

1BB

GND

Sensor shield

Under any condition

Below 1.0

  • Related wiring harness

1BC

—

—

—

—

—

1BD

—

—

—

—

—

1BE

Generator field coil control

Generator

(See Generator field coil control signal.)

  • Generator

  • Related wiring harness

1BF

Ion (No.2)

Ion sensor No.2

Idle (after warm up and no load)

Approx. 4.43

  • Ion sensor No.2

  • Related wiring harness

1BG

GND

Sensor shield

Under any condition

Below 1.0

  • Related wiring harness

1BH

—

—

—

—

—

1BI

—

—

—

—

—

1BJ

Constant voltage (Vref)

Fuel pressure sensor

Ignition switched ON (engine off)

Approx. 5.02

  • Related wiring harness

1BK

Ion (No.1)

Ion sensor No.1

Idle (after warm up and no load)

Approx. 4.45

  • Ion sensor No.1

  • Related wiring harness

1BL

GND

Sensor shield

Under any condition

Below 1.0

  • Related wiring harness

1BM

—

—

—

—

—

1BN

Constant voltage (Vref)

CKP sensor

Ignition switched ON (engine off)

Approx. 5.02

  • Related wiring harness

1BO

Constant voltage (Vref)

MAP sensor

Ignition switched ON (engine off)

Approx. 5.03

  • Related wiring harness

1BP

TP (No.1)

TP sensor No.1

Ignition switched ON (engine off)

Accelerator pedal released

Approx. 1.13

  • TP sensor No.1

  • Related wiring harness

Accelerator pedal fully depressed

Approx. 4.62

1BQ

GND

TP sensor No.1, TP sensor No.2

Under any condition

Below 1.0

  • Related wiring harness

1BR

—

—

—

—

—

1BS

Constant voltage (Vref)

TP sensor No.1, TP sensor No.2

Ignition switched ON (engine off)

Approx. 5.02

  • Related wiring harness

1BT

—

—

—

—

—

1BU

TP (No.2)

TP sensor No.2

Ignition switched ON (engine off)

Accelerator pedal released

Approx. 3.92

  • TP sensor No.2

  • Related wiring harness

Accelerator pedal fully depressed

Approx. 0.41

1BV

—

—

—

—

—

1BW

MAP

MAP sensor

Ignition switched ON (engine off)

Approx. 4.12

  • MAP sensor

  • Related wiring harness

Idle (after warm up and no load)

Approx. 2.13

Racing

(Engine speed: 2,000 rpm)

Approx. 0.86

1BX

GND

MAP sensor, IAT sensor No.2

Under any condition

Below 1.0

  • Related wiring harness

1BY

A/F sensor heater control

A/F sensor heater

(See A/F sensor heater control signal.)

  • A/F sensor heater

  • Related wiring harness

1BZ

GND

GND

Under any condition

Below 1.0

  • Related wiring harness

1CA

Fuel pressure

Fuel pressure sensor

Ignition switched ON (engine off)

Approx. 1.22

  • Fuel pressure sensor

  • Related wiring harness

Idle (after warm up and no load)

Approx. 1.21

1CB

GND

Fuel pressure sensor

Under any condition

Below 1.0

  • Related wiring harness

1CC

Drive-by-wire control (–)

Throttle valve actuator

Ignition switched ON (engine off)

Approx. 0.12

  • Throttle valve actuator

  • Related wiring harness

Idle (after warm up and no load)

B+

1CD

—

—

—

—

—

1CE

IAT (No.2)

IAT sensor No.2

Ignition switched ON (engine off)

IAT 20 °C

{68 °F}

Approx. 3.57

  • IAT sensor No.2

  • Related wiring harness

IAT 40 °C

{104 °F}

Approx. 2.70

IAT 60 °C

{140 °F}

Approx. 1.87

1CF

—

—

—

—

—

1CG

Drive-by-wire control (+)

Throttle valve actuator

(See Drive-by-wire control (+) signal.)

  • Throttle valve actuator

  • Related wiring harness

1CH

—

—

—

—

—

1CI

—

—

—

—

—

1CJ

—

—

—

—

—

1CK

Battery voltage

Main relay

Ignition switched ON (engine off)

B+

  • Related wiring harness

1CL

GND

GND

Under any condition

Below 1.0

  • Related wiring harness

1CM

—

—

—

—

—

1CN

—

—

—

—

—

1CO

Battery voltage

Fuel injector relay

Ignition switched ON (engine off)

B+

  • Related wiring harness

1CP

GND

GND

Under any condition

Below 1.0

  • Related wiring harness

1CQ

—

—

—

—

—

1CR

—

—

—

—

—

1CS

Battery voltage

Fuel injector relay

Ignition switched ON (engine off)

B+

  • Related wiring harness

1CT

GND

GND

Under any condition

Below 1.0

  • Related wiring harness

1CU

—

—

—

—

—

1CV

—

—

—

—

—

1CW

Battery voltage

Fuel injector relay

Ignition switched ON (engine off)

B+

  • Related wiring harness

1CX

GND

GND

Under any condition

Below 1.0

  • Related wiring harness

1CY

—

—

—

—

—

1CZ

—

—

—

—

—

1DA

Battery voltage

Fuel injector relay

Ignition switched ON (engine off)

B+

  • Related wiring harness

1DB

GND

GND

Under any condition

Below 1.0

  • Related wiring harness

1DC

—

—

—

—

—

1DD

—

—

—

—

—

1DE

—

—

—

—

—

1DF

—

—

—

—

—

1DG

Battery voltage

Fuel injector relay

Ignition switched ON (engine off)

B+

  • Related wiring harness

1DH

GND

GND

Under any condition

Below 1.0

  • Related wiring harness

1DI

—

—

—

—

—

1DJ

—

—

—

—

—

1DK

Battery voltage

Fuel injector relay

Ignition switched ON (engine off)

B+

  • Related wiring harness

1DL

GND

GND

Under any condition

Below 1.0

  • Related wiring harness

1DM

—

—

—

—

—

1DN

—

—

—

—

—

1DO

Fuel injection control (–)

Fuel injector No.1

(See Fuel injection control (-) signal.)

  • Fuel injector No.1

  • Related wiring harness

1DP

Fuel injection control (+)

Fuel injector No.1

(See Fuel injection control (+) signal.)

  • Fuel injector No.1

  • Related wiring harness

1DQ

—

—

—

—

—

1DR

—

—

—

—

—

1DS

Fuel injection control (–)

Fuel injector No.4

(See Fuel injection control (-) signal.)

  • Fuel injector No.4

  • Related wiring harness

1DT

Fuel injection control (+)

Fuel injector No.4

(See Fuel injection control (+) signal.)

  • Fuel injector No.4

  • Related wiring harness

1DU

—

—

—

—

—

1DV

—

—

—

—

—

1DW

Fuel injection control (–)

Fuel injector No.2

(See Fuel injection control (-) signal.)

  • Fuel injector No.2

  • Related wiring harness

1DX

Fuel injection control (+)

Fuel injector No.2

(See Fuel injection control (+) signal.)

  • Fuel injector No.2

  • Related wiring harness

1DY

—

—

—

—

—

1DZ

—

—

—

—

—

1EA

Fuel injection control (–)

Fuel injector No.3

(See Fuel injection control (-) signal.)

  • Fuel injector No.3

  • Related wiring harness

1EB

Fuel injection control (+)

Fuel injector No.3

(See Fuel injection control (+) signal.)

  • Fuel injector No.3

  • Related wiring harness

1EC

—

—

—

—

—

1ED

—

—

—

—

—

1EE

High pressure fuel pump control (+)

High pressure fuel pump

(See High pressure fuel pump control (+) signal.)

  • High pressure fuel pump

  • Related wiring harness

1EF

High pressure fuel pump control (–)

High pressure fuel pump

(See High pressure fuel pump control (-) signal.)

  • High pressure fuel pump

  • Related wiring harness

1EG

—

—

—

—

—

1EH

—

—

—

—

—

1EI

—

—

—

—

—

1EJ

—

—

—

—

—

2A

—

—

—

—

—

2B

—

—

—

—

—

2C

HO2S heater control

HO2S heater

(See HO2S heater control signal.)

  • HO2S heater

  • Related wiring harness

2D

—

—

—

—

—

2E

—

—

—

—

—

2F*1

ECT (No.2)

ECT sensor No.2

Ignition switched ON (engine off)

ECT 20 °C

{68 °F}

Approx. 3.10

  • ECT sensor No.2

  • Related wiring harness

ECT 40 °C

{104 °F}

Approx. 2.17

ECT 60 °C

{140 °F}

Approx. 1.40

ECT 80 °C

{176 °F}

Approx. 0.87

ECT 100 °C

{212 °F}

Approx. 0.54

2G

Brake (No.1)

Brake switch (No.1 signal)

Brake pedal released

Below 1.0

  • Brake switch (No.1 signal)

  • Related wiring harness

Brake pedal fully depressed

B+

2H

Ignition (IG1)

IG1 relay

Ignition switched ON (engine off)

B+

  • IG1 relay

  • Related wiring harness

2I

Ambient temperature

Ambient temperature sensor

Ignition switched ON (engine off)

AAT 20 °C

{68 °F}

Approx. 2.70

  • Ambient temperature sensor

  • Related wiring harness

AAT 30 °C

{104 °F}

Approx. 1.80

2J*3

CPP

CPP switch, start stop unit

Clutch pedal fully depressed

Below 1.0

  • CPP switch

  • Start stop unit

  • Related wiring harness

Clutch pedal released

B+

2K

Main relay control

Main relay

Ignition switched ON (engine off)

Approx. 0.87

  • Main relay

  • Related wiring harness

2L

—

—

—

—

—

2M

—

—

—

—

—

2N

—

—

—

—

—

2O

Battery voltage

Battery

Under any condition

B+

  • Battery

  • Related wiring harness

2P

—

—

—

—

—

2Q

Power brake unit vacuum

Vacuum sensor 2

Idle (after warm up and no load)

Brake pedal released

Approx. 0.98

  • Vacuum sensor 2

  • Related wiring harness

2R

Brake (No.2)

Brake switch (No.2 signal)

Brake pedal released

Below 1.0

  • Brake switch (No.2 signal)

  • Related wiring harness

Brake pedal fully depressed

B+

2S

Battery voltage

Main relay

Ignition switched ON (engine off)

B+

  • Related wiring harness

2T

Battery voltage

Main relay

Ignition switched ON (engine off)

B+

  • Related wiring harness

2U

IAT (No.1)

IAT sensor No.1

Ignition switched ON (engine off)

IAT 20 °C

{68 °F}

Approx. 2.70

  • IAT sensor No.1

  • Related wiring harness

IAT 40 °C

{104 °F}

Approx. 1.80

IAT 60 °C

{140 °F}

Approx. 1.20

2V

—

—

—

—

—

2W

—

—

—

—

—

2X

Fan control

Fan control module

(See Cooling fan control signal.)

  • Fan control module

  • Related wiring harness

2Y*1

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 sensor

  • Related wiring harness

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

—

—

—

—

—

2AA

GND

GND

Under any condition

Below 1.0

  • Related wiring harness

2AB

—

—

—

—

—

2AC

—

—

—

—

—

2AD

GND

Sensor shield

Under any condition

Below 1.0

  • Related wiring harness

2AE

—

—

—

—

—

2AF

A/C cut-off control

A/C relay

A/C relay OFF

B+

  • A/C relay

  • Related wiring harness

A/C relay ON

Below 1.0

2AG

HO2S (–)

HO2S

Idle (after warm up and no load)

Approx. 1.61

  • HO2S

  • Related wiring harness

2AH

GND

Vacuum sensor 2

Under any condition

Below 1.0

  • Related wiring harness

2AI

HO2S (+)

HO2S

Idle (after warm up and no load)

Approx. 1.68

  • HO2S

  • Related wiring harness

2AJ

GND

Ambient temperature sensor, refrigerant pressure sensor, fuel tank pressure sensor*1, ECT sensor No.2*1

Under any condition

Below 1.0

  • Related wiring harness

2AK

HS CAN_H

CAN system related modules

Because this terminal is for CAN, integrity determination by terminal voltage is not possible.

  • Related wiring harness

2AL

HS CAN_L

CAN system related modules

Because this terminal is for CAN, integrity determination by terminal voltage is not possible.

  • Related wiring harness

2AM

—

—

—

—

—

2AN

APP (No.1)

APP sensor No.1

Ignition switched ON (engine off)

Accelerator pedal released

Approx. 0.81

  • APP sensor No.1

  • Related wiring harness

Accelerator pedal fully depressed

Approx. 4.54

2AO

GND

APP sensor No.1

Under any condition

Below 1.0

  • Related wiring harness

2AP

—

—

—

—

—

2AQ

Fuel pump control

Fuel pump relay

Ignition switched ON (engine off)

B+

  • Fuel pump relay

  • Related wiring harness

Idle (after warm up and no load)

Below 1.0

2AR

Constant voltage (Vref)

APP sensor No.1

Ignition switched ON (engine off)

Approx. 5.02

  • Related wiring harness

2AS

APP (No.2)

APP sensor No.2

Ignition switched ON (engine off)

Accelerator pedal released

Approx. 0.42

  • APP sensor No.2

  • Related wiring harness

Accelerator pedal fully depressed

Approx. 2.28

2AT

GND

APP sensor No.2

Under any condition

Below 1.0

  • Related wiring harness

2AU

Cooling fan control

Cooling fan relay

Cooling fan operating

Below 1.0

  • Cooling fan relay

  • Related wiring harness

Cooling fan not operating

B+

2AV

—

—

—

—

—

2AW

Constant voltage (Vref)

APP sensor No.2

Ignition switched ON (engine off)

Approx. 5.02

  • Related wiring harness

2AX

Refrigerant pressure

Refrigerant pressure sensor

Refrigerant pressure: 1.0 MPa {10 kgf/cm2, 145 psi}

Approx. 1.58

  • Refrigerant pressure sensor

  • Related wiring harness

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

  • Related wiring harness

2AZ

Starter cut-off control

Starter relay, start stop unit

Ignition switched ON (engine off)
    MT

  • Clutch pedal released

    AT

  • Selector lever position is not P or N position

B+

  • Starter relay

  • Start stop unit

  • Related wiring harness
    MT

  • Clutch pedal fully depressed

    AT

  • Selector lever position is P or N position

Below 1.0

2BA

—

—

—

—

—

2BB

Constant voltage (Vref)

Refrigerant pressure sensor, MAF sensor

Ignition switched ON (engine off)

Approx. 5.03

  • Related wiring harness

2BC

MAF

MAF sensor

Ignition switched ON (engine off)

Approx. 0.75

  • MAF sensor

  • Related wiring harness

Idle (after warm up and no load)

Approx. 1.13

Racing

(Engine speed: 2,000 rpm)

Approx. 1.31

2BD

Selector lever position*2

TR switch, start stop unit

Selector lever position is not P or N position

B+

  • TR switch

  • Start stop unit

  • Related wiring harness

Selector lever position is P or N position

Below 1.0

Starter interlock*3

Starter interlock switch, start stop unit

Clutch pedal fully depressed

Below 1.0

  • Starter interlock switch

  • Start stop unit

  • Related wiring harness

Clutch pedal released

B+

2BE

—

—

—

—

—

2BF*1

CV solenoid control

CV solenoid valve

Ignition switched ON (engine off)

B+

  • CV solenoid valve

  • Related wiring harness

Idle (CV solenoid valve not operating)

B+

Idle (CV solenoid valve operating)

Below 1.0

2BG

Constant voltage (Vref)

Vacuum sensor 2

Switch ignition ON (engine off)

Approx. 5.02

  • Related wiring harness

2BH

—

—

—

—

—
*1
U.S.A. and CANADA
*2
AT
*3
MT

Inspection Using An Oscilloscope (Reference)

Electric variable valve timing motor (rotation direction) signal

    PCM terminals

  • 1J(+)—body ground(–)

    Oscilloscope setting

  • 2 V/DIV (Y), 5 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Electric variable valve timing motor (rotation pulse) signal

    PCM terminals

  • 1O(+)—body ground(–)

    Oscilloscope setting

  • 2 V/DIV (Y), 5 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Exhaust CMP signal

    PCM terminals

  • 1T(+)—body ground(–)

    Oscilloscope setting

  • 2 V/DIV (Y), 20 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Intake CMP signal

    PCM terminals

  • 1Y(+)—body ground(–)

    Oscilloscope setting

  • 2 V/DIV (Y), 20 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

CKP signal

    PCM terminals

  • 1AD(+)—body ground(–)

    Oscilloscope setting

  • 2 V/DIV (Y), 1 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Electric variable valve timing driver (diagnostic) signal

    PCM terminals

  • 1AE(+)—body ground(–)

    Oscilloscope setting

  • 2 V/DIV (Y), 100 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Generator output voltage

    PCM terminals

  • 1AF(+)—body ground(–)

    Oscilloscope setting

  • 5 V/DIV (Y), 2 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Purge control

    PCM terminals

  • 1AI(+)—body ground(–)

    Oscilloscope setting

  • 10 V/DIV (Y), 50 ms/DIV (X), DC range

    Vehicle condition

  • Racing (engine speed is 2,000 rpm)

IGT1, IGT2, IGT3, IGT4 control

    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 and no load)

Hydraulic variable valve timing control signal

    PCM terminals

  • 1AN(+)—body ground(–)

    Oscilloscope setting

  • 5 V/DIV (Y), 1 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Engine oil control signal

    PCM terminals

  • 1AS(+)—body ground(–)

    Oscilloscope setting

  • 5 V/DIV (Y), 1 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Electric variable valve timing control signal

    PCM terminals

  • 1AZ(+)—body ground(–)

    Oscilloscope setting

  • 2 V/DIV (Y), 2 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Generator field coil control signal

    PCM terminals

  • 1BE(+)—body ground(–)

    Oscilloscope setting

  • 1 V/DIV (Y), 2 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

A/F sensor heater control signal

    PCM terminals

  • 1BY(+)—body ground(–)

    Oscilloscope setting

  • 5 V/DIV (Y), 50 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Drive-by-wire control (+) signal

    PCM terminals

  • 1CG(+)—body ground(–)

    Oscilloscope setting

  • 5 V/DIV (Y), 1 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Fuel injection control (-) signal

    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 and no load)

Fuel injection control (+) signal

    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 and no load)

High pressure fuel pump control (+) signal

    PCM terminals

  • 1EE(+)—body ground(–)

    Oscilloscope setting

  • 10 V/DIV (Y), 5 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

High pressure fuel pump control (-) signal

    PCM terminals

  • 1EF(+)—body ground(–)

    Oscilloscope setting

  • 10 V/DIV (Y), 5 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

HO2S heater control signal

    PCM terminals

  • 2C(+)—body ground(–)

    Oscilloscope setting

  • 5 V/DIV (Y), 50 ms/DIV (X), DC range

    Vehicle condition

  • Idle (immediately after starting engine and no load)

Cooling fan control signal

    PCM terminals

  • 2X(+)—body ground(–)

    Oscilloscope setting

  • 5 V/DIV (Y), 20 ms/DIV (X), DC range

    Vehicle condition

  • Idle (after warm up and no load)

Using The M-MDS

NOTE:

1. Connect the M-MDS to the DLC–2.
2. Switch the ignition ON (engine off).
3. Measure the PID value.

  • 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, FAN_DUTY, FAN1, FP, INJ_1, INJ_2, INJ_3, INJ_4, OIL_P_SOL, VT_EX_DES

—: Not applicable

Item (definition)

Unit/Condition

Definition

Value type

Condition/Specification (Reference)

PCM terminal

AAT*1

°C, °F

Ambient air temperature

—

  • Displays ambient air temperature

2I

AC_PRES

KPa , mBar , psi, in H20

Refrigerant pressure input from refrigerant pressure sensor

Calculation

  • Displays refrigerant pressure

2AX

V

Refrigerant pressure sensor voltage

Input

  • Refrigerant pressure is 547 kPa {5.58 kgf/cm2, 79.3 psi}: Approx. 0.91 V

  • Refrigerant pressure is 757 kPa {7.72 kgf/cm2, 110 psi}: Approx. 1.22 V

  • Refrigerant pressure is 1.17 MPa {11.9 kgf/cm2, 170 psi}: Approx. 1.84 V

AC_REQ

Off/On

A/C switch status received by PCM via CAN

Input

  • A/C switch on: On

  • A/C switch off: Off

CAN

(2AK, 2AL)

ACCS

Off/On

A/C relay status input from A/C relay

Input

  • A/C relay on: On

  • A/C relay off: Off

2AF

ALTF

%

Field coil current control signal output to generator

Calculation

  • Ignition switched ON (engine off): 0% (ECT is 80 °C {176 °F})

  • Idle: Approx. 40.41% (ECT is 80 °C {176 °F})

  • Racing (Engine speed is 2,000 rpm): 20.24% (ECT is 82 °C {180 °F})

  • Racing (Engine speed is 4,000 rpm): 16.16% (ECT is 87 °C {189 °F})

  • Idle (A/C on): Approx. 38.98% (ECT is 89 °C {192 °F})

1BE

ALTF_ACT

%

Actually measured value of field coil current signal input from generator

Calculation

  • Displays actual generator field current control duty value

    • Ignition switched ON (engine off): 10.13% (ECT is 80 °C {176 °F})

    • Idle: Approx. 43.34% (ECT is 80 °C {176 °F})

    • Racing (Engine speed is 2,000 rpm): 25.76% (ECT is 82 °C {180 °F})

    • Racing (Engine speed is 4,000 rpm): 22.64% (ECT is 87 °C {189 °F})

    • Idle (A/C on): Approx. 41.78% (ECT is 89 °C {192 °F})

—

ALTT V

V

Generator output voltage

Input

  • Idle (no E/L): Approx. 14 V (This is internal calculation value and differs from terminal voltage)

1AF

AMB_TEMP

°C, °F

Actually measured ambient temperature input from ambient temperature sensor

Calculation

  • Displays ambient air temperature

2I

APP

%

Accelerator pedal opening angle (relative value) with the fully released status as 0% and fully depressed status as 100%

Calculation

  • Accelerator pedal released: Approx. 0%

  • Accelerator pedal fully depressed: Approx. 100%

—

APP1

%

Accelerator pedal opening angle (absolute value) input from APP sensor No.1

Calculation

  • Accelerator pedal released: Approx. 15.29%

  • Accelerator pedal fully depressed: Approx. 90.98%

2AN

V

APP sensor No.1 voltage

Input

  • Accelerator pedal released: Approx. 0.77 V

  • Accelerator pedal fully depressed: Approx. 4.55 V

APP2

%

Accelerator pedal opening angle (absolute value) input from APP sensor No.2

Calculation

  • Accelerator pedal released: Approx. 7.84%

  • Accelerator pedal fully depressed: Approx. 45.49%

2AS

V

APP sensor No.2 voltage

Input

  • Accelerator pedal released: Approx. 0.38 V

  • Accelerator pedal fully depressed: Approx. 2.27 V

ARPMDES

RPM

Target engine speed

Calculation

  • Displays target engine speed

—

BARO

KPa , mBar , psi, in H20

Actually measured barometric pressure input from BARO sensor built into PCM

Calculation

  • Displays BARO

—

BOO

High/Low

Brake switch (No.1 signal) input status

Calculation

  • Brake pedal released: Low

  • Brake pedal fully depressed: High

2G

BPA

High/Low

Brake switch (No.2 signal) input status

Calculation

  • Brake pedal released: Low

  • Brake pedal fully depressed: High

2R

CATT11_DSD

°C, °F

Estimated catalytic converter temperature

Calculation

  • Displays estimated catalytic converter temperature

      • Idle (after warm up)

    • ECT is 92 °C {198 °F}: Approx. 314 °C {597 °F}

      Racing (Engine speed is 2,000 rpm)

    • ECT is 92 °C {198 °F}: Approx. 319 °C {606 °F}

      Racing (Engine speed is 4,000 rpm)

    • ECT is 93 °C {199 °F}: Approx. 341 °C {646 °F}

—

CHRGLP

Off/On

Charging system warning light illumination status

Calculation

  • Charging system warning light illuminated: On

  • Charging system warning light not illuminated: Off

—

CPP*3

Off/On

Clutch pedal position

Calculation

  • Clutch pedal released: Off

  • Clutch pedal fully depressed: On

2J

CPP/PNP*3

Off/On

Shift lever position

Calculation

  • Neutral: On

  • Other than neutral: Off

1K

ECT

°C, °F

Engine coolant temperature input from ECT sensor No.1

Calculation

  • Displays ECT

1AK

V

ECT sensor No.1 voltage

Input
    Ignition switched ON (engine off)

  • ECT is 92 °C {198 °F}: Approx. 0.65 V

    Idle (after warm up)

  • ECT is 93 °C {199 °F}: Approx. 0.64 V

    Racing (Engine speed is 2,000 rpm)

  • ECT is 92 °C {198 °F}: Approx. 0.66 V

    Racing (Engine speed is 4,000 rpm)

  • ECT is 93 °C {199 °F}: Approx. 0.64 V

ECT2_V*1

V

ECT sensor No.2 voltage

Input
    Ignition switched ON (engine off)

  • ECT is 29 °C {84 °F}: Approx. 2.65 V

    Idle (after warm up)

  • ECT is 88 °C {190 °F}: Approx. 0.71 V

2F

EQ_RAT11

—

Excess air factor (estimated value) to theoretical air/fuel ratio (14.7) by fuel feedback control

Calculation
    Ignition switched ON (engine off)

  • ECT is 92 °C {198 °F}: Approx. 0.99

    Idle (after warm up)

  • ECT is 93 °C {199 °F}: Approx. 0.99

    Racing (Engine speed is 2,000 rpm)

  • ECT is 92 °C {198 °F}: Approx. 1

    Racing (Engine speed is 4,000 rpm)

  • ECT is 93 °C {199 °F}: Approx. 0.99

—

EQ_RAT11_DSD

—

Target excess air factor (estimated value) to theoretical air/fuel ratio (14.7) by fuel feedback control

Calculation

  • Indicate target lambda (Excess air factor = supplied air amount / theoretical air/fuel ratio)

—

ETC_ACT

°(deg)

Actual throttle valve opening angle

Calculation
    Ignition switched ON (engine off)

  • Accelerator pedal released: Approx. 12.94 °

  • Accelerator pedal fully depressed: Approx. 86.18 °

    Idle (after warm up)

  • Accelerator pedal released: Approx. 2.22 °

—

ETC_DSD

°(deg)

Target throttle valve opening angle

Calculation

  • Displays target TP opening angle

      • Ignition switched ON (engine off)

    • Accelerator pedal released: Approx. 12.9 °

    • Accelerator pedal fully depressed: Approx. 86 °

—

%

Target throttle valve opening angle (percent)

Calculation

  • Displays target TP opening angle (percent)

      • Ignition switched ON (engine off)

    • Accelerator pedal released: Approx. 14.9%

    • Accelerator pedal fully depressed: Approx. 100 %

EVAPCP

%

Purge solenoid valve control duty value

Calculation

  • Idle (after warm up): 0% (Engine coolant temperature 59 °C {140 °F} or less)

  • Racing (Engine speed 2,000 rpm): 0% (ECT is 94 °C {201 °F})

  • Racing (Engine speed 4,000 rpm): Approx. 10.1% (ECT is 94 °C {201 °F})

1AI

EVAPCV*1

Off/On

CV solenoid valve operation status

Calculation

  • Simulation item (EVAPCV) is ON: On

2BF

FAN_DUTY

%

Fan control module control duty value

Calculation
    Idle

  • ECT is below 94 °C {201 °F}: Approx. 0%

  • ECT is 94 °C {201 °F}: Approx. 33.43% (after a certain period has elapsed from when ECT reaches 94 °C {201 °F})

    Racing (Engine speed is 4,000 rpm)

  • ECT is 94 °C {201 °F}: Approx. 29.99% (after a certain period has elapsed from when ECT reaches 94 °C {201 °F})

2X

FAN1

Off/On

Cooling fan relay operation status

Calculation

  • Cooling fan relay off: Off

  • Cooling fan relay on: On

2AU

FCL*1

Off/On

Check fuel cap warning light illumination status

Calculation

  • Check fuel cap warning light not illuminated: Off

  • Check fuel cap warning light illuminated: On

—

FIA

—

Fuel injection amount

Calculation

  • Displays fuel injection amount

      • Idle (after warm up)

    • ECT is 92 °C {198 °F}: Approx. 7

      Racing (Engine speed is 2,000 rpm)

    • ECT is 86 °C {187 °F}: Approx. 5

      Racing (Engine speed is 4,000 rpm)

    • ECT is 84 °C {183 °F}: Approx. 6

—

FLI

%

Fuel level

Calculation

  • Fuel gauge level F: Approx. 100%

  • Fuel gauge level E: Approx. 0%

CAN

(2AK, 2AL)

FP

Off/On

Fuel pump relay operation status

Calculation

  • Ignition switched ON (engine off): Off

  • Cranking: On

  • Idle (after warm up): On

2AQ

FTP*1

KPa , mBar , psi, in H20

Fuel tank pressure

Calculation

  • Displays fuel tank pressure

2Y

V

Fuel tank pressure sensor voltage

Input

  • Fuel tank pressure is equal to barometric pressure: Approx. 2.6 V

FUEL_P_DSD

KPa , mBar , psi, in H20

Target fuel pressure (high pressure fuel pump)

Calculation

  • Displays target fuel pressure (high pressure fuel pump)

      • Ignition switched ON (engine off)

    • ECT is 90 °C {194 °F}: Fuel pressure: Approx. 6 MPa {61 kgf/cm2, 870 psi}

      Idle (after warm up)

    • ECT is 91 °C {196 °F}: Fuel pressure: Approx. 4.12 MPa {42.0 kgf/cm2, 598 psi}

      Racing (Engine speed is 2,000 rpm)

    • ECT is 89 °C {192 °F}: Fuel pressure: Approx. 3.46 MPa {35.3 kgf/cm2, 502 psi}

      Racing (Engine speed is 4,000 rpm)

    • ECT is 85 °C {185 °F}: Fuel pressure: Approx. 6.1 MPa {62 kgf/cm2, 885 psi}

—

FUEL_PRES

KPa , mBar , psi, in H20

Fuel pressure input from fuel pressure sensor

Calculation

  • Displays fuel pressure

1CA

V

Fuel pressure sensor voltage

Input
    Ignition switched ON (engine off)

  • Fuel pressure is approx. 3.6 MPa {37 kgf/cm2, 522 psi}: Approx. 1.01 V (ECT is 92 °C {198 °F})

    Idle (after warm up)

  • Fuel pressure is approx. 3.45 MPa {35.2 kgf/cm2, 500 psi}: Approx. 1 V (ECT is 92 °C {198 °F})

    Racing (Engine speed is 2,000 rpm)

  • Fuel pressure is approx. 3.21 MPa {32.7 kgf/cm2, 466 psi}: Approx. 0.96 V (ECT is 86 °C {187 °F})

    Racing (Engine speed is 4,000 rpm)

  • Fuel pressure is approx. 5.59 MPa {57.0 kgf/cm2, 811 psi}: Approx. 1.29 V (ECT is 84 °C {183 °F})

FUELPW

Sec

Fuel injection pulse width (fuel injector energization time) output to fuel injector

Calculation

  • Idle (after warm up): Approx. 1.8 ms (ECT is 92 °C {198 °F})

  • Racing (engine speed is 2,000 rpm): Approx. 1.36 ms (ECT is 86 °C {187 °F})

  • Racing (engine speed is 4,000 rpm): Approx. 0.87 ms (ECT is 84 °C {183 °F})

No.1:1DO/1DP

No.2:1DW/1DX

No.3:1EA/1EB

No.4:1DS/1DT

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

Calculation

  • Idle (after warm up): OL or CL

  • Racing (engine speed is 2,000 rpm): CL

  • Deceleration fuel cut (accelerator pedal released from engine speed of 4,000 rpm or more): OL-Drive

—

GEAR*2

Unknown/1st/2nd/3rd/4th/5th/6th/Not in P/Park/Neutral/Drive/Reverse

Gear commanded

Calculation

  • Selector lever at P position: Park

  • Selector lever at R position: Reverse

  • Selector lever at N position: Neutral

  • Selector lever is in D or M position while vehicle is stopped: 1st

CAN

(2AK, 2AL)

HTR11

Off/On

A/F sensor heater operation status

Calculation

  • Ignition switched ON (engine off): Off

  • Idle (after warm up): On

1BY

%

A/F sensor heater control duty value

Calculation

  • Ignition switched ON (engine off): 0%

  • Idle (after warm up): 71.37% (ECT is 91 °C {196 °F})

HTR12

Off/On

HO2S heater operation status

Calculation

  • Ignition switched ON (engine off): Off

  • Idle (after warm up): On

2C

%

HO2S heater control duty value

Calculation

  • Ignition switched ON (engine off): 0%

  • Idle (after warm up): 29.41% (ECT is 91 °C {196 °F})

IAT

°C, °F

Intake air temperature (No.1) input from IAT sensor No.1

Calculation

  • Displays IAT (No.1)

2U

V

IAT sensor No.1 voltage

Input

  • IAT is 60 °C {140 °F}: Approx. 1.13 V

  • IAT is 63 °C {145 °F}: Approx. 1.07 V

  • IAT is 65 °C {149 °F}: Approx. 1.01 V

IAT2

°C, °F

Intake air temperature (No.2) input from IAT sensor No.2

Calculation

  • Displays IAT (No.2)

1CE

V

IAT sensor No.2 voltage

Input

  • IAT2 is 65 °C {149 °F}: Approx. 1.7 V

  • IAT2 is 66 °C {151 °F}: Approx. 1.65 V

INGEAR

Off/On

Gears are engaged

Calculation
    MT

  • When the following conditions are satisfied: On

    • Other than neutral

    • Clutch pedal released

  • Except above: Off

    AT

  • Selector lever is in R, D, or M position: On

  • Except above: Off

CAN

(2AK, 2AL)

ISC_FBK

%

ISC feedback value

Calculation

  • Displays ISC feedback value

      • Idle (after warm up)

    • ECT is 91 °C {196 °F}: Approx. 4.1%

      Racing (Engine speed is 2,000 rpm)

    • ECT is 89 °C {192 °F}: Approx. 4.68%

      Racing (Engine speed is 4,000 rpm)

    • ECT is 87 °C {189 °F}: Approx. 4.1%

—

ISC_FBK_LRN

%

Learning value for calculating ISC feedback amount

Calculation

  • Displays learning value for calculating ISC feedback amount

      • Idle (after warm up)

    • ECT is 91 °C {196 °F}: Approx. 0%

      Racing (Engine speed is 2,000 rpm)

    • ECT is 89 °C {192 °F}: Approx. 0%

      Racing (Engine speed is 4,000 rpm)

    • ECT is 87 °C {189 °F}: Approx. 0%

—

IVS

Idle/Off Idle

Idle flag

Calculation

  • Idle: Idle

  • Racing: Off Idle

—

KNOCKR

°(deg)

Camshaft retard amount when knocking determined

Calculation

  • Ignition switched ON (engine off): 0 ° (ECT is 89 °C {192 °F})

  • Idle (after warm up): 0 ° (ECT is 91 °C {196 °F})

  • Racing (engine speed is 2,000 rpm): 0 ° (ECT is 89 °C {192 °F})

  • Racing (engine speed is 4,000 rpm): 0 ° (ECT is 87 °C {189 °F})

—

LOAD

%

Ratio of actual amount of intake air to the maximum air charging amount (mass volume) of cylinder

Calculation

  • Idle (after warm up): Approx. 27.05% (ECT is 91 °C {196 °F})

  • Racing (engine speed is 2,000 rpm): Approx. 16.86% (ECT is 89 °C {192 °F})

  • Racing (engine speed is 4,000 rpm): Approx. 17.64% (ECT is 87 °C {189 °F})

—

LONGFT1

%

Fuel learning correction amount estimated based on A/F sensor signal

Calculation

  • Idle (after warm up): Approx. −1.56% (ECT is 91 °C {196 °F})

  • Racing (engine speed is 2,000 rpm): 2.34% (ECT is 89 °C {192 °F})

  • Racing (engine speed is 4,000 rpm): 2.34% (ECT is 87 °C {189 °F})

—

LONGFT12

%

Fuel learning correction amount estimated based on HO2S signal

Calculation

  • Idle (after warm up): Approx. 0% (ECT is 91 °C {196 °F})

  • Racing (engine speed is 2,000 rpm): 0% (ECT is 89 °C {192 °F})

  • Racing (engine speed is 4,000 rpm): 0% (ECT is 87 °C {189 °F})

—

LOW_OIL

Never Detected/Detected

Engine oil pressure condition

  • Never Detected: Engine oil pressure is high

  • Detected: Engine oil pressure is low

Calculation

  • Ignition switched ON (engine off): Detected

  • Idle (after warm up): Never Detected

  • Racing (engine speed is 2,000—4,000 rpm): Never Detected

1P

LRN_KCS

—

Knock control system learning value

Calculation

  • Displays knock control system learning value

      • Ignition switched ON (engine off)

    • ECT is 89 °C {192 °F}: Approx. 0

      Idle (after warm up)

    • ECT is 88 °C {190 °F}: Approx. 0

      Racing (Engine speed is 2,000 rpm)

    • ECT is 89 °C {192 °F}: Approx. 0

      Racing (Engine speed is 4,000 rpm)

    • ECT is 89 °C {192 °F}: Approx. 0

—

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

Calculation

  • Displays manual gear position

CAN

(2AK, 2AL)

MAF

g/Sec

Mass air flow input from MAF sensor

Calculation

  • Displays MAF

2BC

V

MAF sensor voltage

Input

  • Ignition switched ON (engine off) (MAF: 0.39 g/s {0.052 lb/min}): Approx. 0.72 V (ECT is 89 °C {192 °F})

  • Idle (after warm up) (MAF: 4.29 g/s {0.567 lb/min}): Approx. 1.15 V (ECT is 88 °C {190 °F})

  • Racing (engine speed is 2,000 rpm) (MAF: 4.32 g/s {0.571 lb/min}): Approx. 1.15 V (ECT is 89 °C {192 °F})

  • Racing (engine speed is 4,000 rpm) (MAF: 12.71 g/s {1.681 lb/min}): Approx. 1.66 V (ECT is 89 °C {192 °F})

MAP

KPa , mBar , psi, in H20

Manifold absolute pressure input from MAP sensor

Calculation

  • Displays MAP

1BW

MAP_V

V

MAP sensor voltage

Input

  • Ignition switched ON (engine off) (MAP:101 kPa {1.03 kgf/cm2, 14.6 psi}): Approx. 4.08 V (ECT is 89 °C {192 °F})

  • Idle (after warm up) (MAP: 31 kPa {0.32 kgf/cm2, 4.5 psi}): Approx. 1.25 V (ECT is 88 °C {190 °F})

  • Racing (engine speed is 2,000 rpm) (MAP: 32 kPa {0.33 kgf/cm2, 4.6 psi}): Approx. 1.31 V (ECT is 89 °C {192 °F})

  • Racing (engine speed is 4,000 rpm) (MAP: 49 kPa {0.50 kgf/cm2, 7.1 psi}): Approx. 2.03 V (ECT is 89 °C {192 °F})

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)

Calculation

  • Displays number of misfires corresponding to possible catalytic converter damage (No.1 cylinder)

—

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)

Calculation

  • Displays number of misfires corresponding to possible catalytic converter damage (No.2 cylinder)

—

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)

Calculation

  • Displays number of misfires corresponding to possible catalytic converter damage (No.3 cylinder)

—

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)

Calculation

  • Displays number of misfires corresponding to possible catalytic converter damage (No.4 cylinder)

—

MF_CAT_FCC

—

Threshold of malfunction determination for number of misfires (total number in all cylinders) leading to catalytic converter temperature increase

Calculation

  • Displays number of misfire determinations (for catalytic converter)

—

MF_CAT_TTL

—

Number of misfires (total number in all cylinders) leading to catalytic converter temperature increase

Calculation

  • Displays number of misfires corresponding to possible catalytic converter damage (total)

—

MF_EMI1

—

Number of misfires in No.1 cylinder under conditions required by emission regulations

Calculation

  • Displays number of misfires possibly affecting emission (No.1 cylinder)

—

MF_EMI_2

—

Number of misfires in No.2 cylinder under conditions required by emission regulations

Calculation

  • Displays number of misfires possibly affecting emission (No.2 cylinder)

—

MF_EMI_3

—

Number of misfires in No.3 cylinder under conditions required by emission regulations

Calculation

  • Displays number of misfires possibly affecting emission (No.3 cylinder)

—

MF_EMI_4

—

Number of misfires in No.4 cylinder under conditions required by emission regulations

Calculation

  • Displays number of misfires possibly affecting emission (No.4 cylinder)

—

MF_EMI_FCC

—

Threshold of malfunction determination for number of misfires (total number in all cylinders) under conditions required by emission regulations

Calculation

  • Displays number of misfire determinations (for emission)

—

MF_EMI_TTL

—

Number of misfires (total number in all cylinders) under conditions required by emission regulations

Calculation

  • Displays number of misfires possibly affecting emission (total)

—

MIL

Off/On

Check engine light illumination status

Calculation

  • Check engine light illuminated: On

  • Check engine light not illuminated: Off

—

MIL_DIS

km, ft, mi

Travelled distance since check engine light illuminated

Calculation

  • Displays travelled distance since check engine light illuminated

—

O2S11

µA

A/F sensor current

Input

  • Idle (after warm up): −59 µA (ECT is 92 °C {198 °F})

  • Deceleration fuel cut (accelerator pedal released from engine speed of 4,000 rpm or more): Approx. 3.48 mA (ECT is 92 °C {198 °F})

1AB

O2S12

V

HO2S voltage

Input

  • Idle (after warm up): 0—1.0 V (ECT is 91 °C {196 °F})

  • Deceleration fuel cut (accelerator pedal released from engine speed of 4,000 rpm or more): Approx. 0 V (ECT is 92 °C {198 °F})

2AI/2AG

OIL_P_SOL

Off/On

Engine oil solenoid valve operation status

Calculation

  • ECT below 98 °C {208 °F} and engine speed below 4,000 rpm: On

  • ECT above 98 °C {208 °F} or engine speed above 4,000 rpm: Off

1AS

OIL_TEMP

°C, °F

Estimated engine oil temperature

Calculation

  • Displays estimated engine oil temperature

—

PN_SW*2

Open/Closed

Parking/neutral

Calculation

  • Selector lever at P position or N position: Closed

  • Except above: Open

CAN

(2AK, 2AL)

RO2FT1

%

Fuel correction amount based on HO2S signal including SHRTFT12 and LONGFT12

Calculation

  • Idle (after warm up): Approx. 0.5% (ECT is 91 °C {196 °F})

  • Deceleration fuel cut (accelerator pedal released from engine speed of 4,000 rpm or more): Approx. 0% (ECT is 92 °C {198 °F})

—

RPM

RPM

Engine speed

Calculation

  • Displays engine speed

1AD

SHRTFT1

%

Fuel feedback correction amount estimated based on A/F sensor signal

Calculation

  • Idle (after warm up): Approx. 0% (ECT is 91 °C {196 °F})

  • Racing (engine speed is 2,000 rpm): Approx. 0.78% (ECT is 89 °C {192 °F})

  • Racing (engine speed is 4,000 rpm): Approx. −21.87% (ECT is 87 °C {189 °F})

—

SHRTFT12

%

Fuel feedback correction amount estimated based on HO2S signal

Calculation

  • Idle (after warm up): Approx. 0% (ECT is 92 °C {198 °F})

  • Racing (engine speed is 2,000 rpm): Approx. 0% (ECT is 88 °C {190 °F})

  • Racing (engine speed is 4,000 rpm): Approx. 0% (ECT is 87 °C {189 °F})

—

SPARKADV

°(deg)

Ignition timing

Calculation

  • Displays ignition timing

—

TH_M*1

—

Thermostat monitor

Calculation

  • Indicates heat radiation ratio (heat radiation when thermostat is malfunctioning/heat radiation when thermostat is normal) when thermostat monitoring is finished

—

°C, °F

Engine coolant temperature when thermostat monitoring is finished

Calculation

  • Indicates engine coolant temperature when thermostat monitoring is finished

TH_M_MAX*1

—

Thermostat monitor max

Calculation

  • Indicates upper limit of heat radiation ratio (heat radiation when thermostat is malfunctioning/heat radiation when thermostat is normal) for thermostat monitoring execution

—

°C, °F

Upper limit of engine coolant temperature for thermostat monitoring execution

Calculation

  • Indicates upper limit of engine coolant temperature for thermostat monitoring execution

TH_M_MIN*1

—

Thermostat monitor min

Calculation

  • Indicates lower limit of heat radiation ratio (heat radiation when thermostat is malfunctioning/heat radiation when thermostat is normal) for thermostat monitoring execution

—

°C, °F

Lower limit of engine coolant temperature for thermostat monitoring execution

Calculation

  • Indicates lower limit of engine coolant temperature for thermostat monitoring execution

TP_REL

%

Throttle valve opening angle (relative value) with value at throttle valve fully close timing as the start point

Calculation

  • Accelerator pedal released: Approx. 12.15%

  • Accelerator pedal fully depressed: Approx. 81.96%

—

TP1

%

Throttle valve position No.1

Calculation

  • Accelerator pedal released: Approx. 21.56%

  • Accelerator pedal fully depressed: Approx. 91.37%

1BP

V

TP sensor No.1 voltage

Input

  • Accelerator pedal released: Approx. 1.07 V

  • Accelerator pedal fully depressed: Approx. 4.56 V

TP2

%

Throttle valve position No.2

Calculation

  • Accelerator pedal released: Approx. 22.35%

  • Accelerator pedal fully depressed: Approx. 92.15%

1BU

V

TP sensor No.2 voltage

Input

  • Accelerator pedal released: Approx. 3.88 V

  • Accelerator pedal fully depressed: Approx. 0.38 V

TPCT

V

TP sensor No.1 minimum voltage at CTP

Calculation

  • Ignition switched ON (engine off): Approx. 0.46 V

1BP

TPCT2

V

TP sensor No.2 minimum voltage at CTP

Calculation

  • Ignition switched ON (engine off): Approx. 4.49 V

1BU

VPWR

V

Battery positive voltage

Input

  • Displays battery voltage

2O

VSS

KPH, MPH

Vehicle speed

Calculation

  • Displays vehicle speed

CAN

(2AK, 2AL)

VT_EX_DES

°(deg)

Target exhaust variable valve timing control

  • Retard amount from max advance position

Calculation

  • Displays target exhaust variable valve timing—retard amount from max advance position

      • Ignition switched ON (engine off)

    • Approx. 0 ° (ECT is 89 °C {192 °F})

      Idle (after warm up)

    • Approx. 0 ° (ECT is 91 °C {196 °F})

      Racing (engine speed is 2,000 rpm)

    • Approx. 22.87 ° (ECT is 89 °C {192 °F})

      Racing (engine speed is 4,000 rpm)

    • Approx. 36 ° (ECT is 88 °C {190 °F})

—

VT_IN_ACT

°(deg)

Actual intake variable valve timing control

  • Advance amount from max retard position

Calculation

  • Displays actual intake variable valve timing—advance amount from max retard position

      • Ignition switched ON (engine off)

    • Approx. 28 ° (ECT is 89 °C {192 °F})

      Idle (after warm up)

    • Approx. 24.75 ° (ECT is 91 °C {196 °F})

      Racing (engine speed is 2,000 rpm)

    • Approx. 18.62 ° (ECT is 89 °C {192 °F})

      Racing (engine speed is 4,000 rpm)

    • Approx. 0.18 ° (ECT is 88 °C {190 °F})

1Y

VT_IN_DES

°(deg)

Target intake variable valve timing control

  • Advance amount from max retard position

Calculation

  • Displays target intake variable valve timing—advance amount from max retard position

      • Ignition switched ON (engine off)

    • Approx. 27.81 ° (ECT is 89 °C {192 °F})

      Idle (after warm up)

    • Approx. 24.56 ° (ECT is 91 °C {196 °F})

      Racing (engine speed is 2,000 rpm)

    • Approx. 18.62 ° (ECT is 89 °C {192 °F})

      Racing (engine speed is 4,000 rpm)

    • Approx. 0 ° (ECT is 88 °C {190 °F})

—

VT_EX_ACT

°(deg)

Actual exhaust variable valve timing control

  • Retard amount from max advance position

Calculation

  • Displays actual exhaust variable valve timing—retard amount from max advance position

      • Ignition switched ON (engine off)

    • Approx. 0 ° (ECT is 89 °C {192 °F})

      Idle (after warm up)

    • Approx. 0.25 ° (ECT is 91 °C {196 °F})

      Racing (engine speed is 2,000 rpm)

    • Approx. 21.43 ° (ECT is 89 °C {192 °F})

      Racing (engine speed is 4,000 rpm)

    • Approx. 35.93 ° (ECT is 88 °C {190 °F})

1T

VT_EX_DUTY

%

OCV control duty value

Calculation

  • Ignition switched ON (engine off): Approx. 0% (ECT is 89 °C {192 °F})

  • Idle (after warm up): Approx. 0% (ECT is 91 °C {196 °F})

  • Racing (engine speed is 2,000 rpm): Approx. 41.79% (ECT is 89 °C {192 °F})

  • Racing (engine speed is 4,000 rpm): Approx. 39.19% (ECT is 88 °C {190 °F})

1AN
*1
U.S.A. and CANADA
*2
AT
*3
MT
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Free to use workshop manual for your 2015+ Mk4 'ND' Mazda MX-5

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