ON-BOARD DIAGNOSTIC SYSTEM PID/DATA MONITOR INSPECTION [CW6A-EL]


id050233290300

1.  Connect the M-MDS to the DLC-2.

2.  After the vehicle is identified, select the following items from the initialization screen of the M-MDS.

(1)  Select “Data Logger”.
(2)  Select “Modules”.
(3)  Select “TCM”.

3.  Select the applicable PID from the PID table.

4.  Verify the PID data according to the directions on the screen.

Note
•  The PID data screen function is used for monitoring the calculated value of input/output signals in the module. Therefore, if the monitored value of the output components is not within the specification, it is necessary to inspect the monitored value of input components corresponding to the applicable output component control. In addition, because the system does not display an output component malfunction as an abnormality in the monitored value, it is necessary to inspect the output components individually.
•  When detecting DTCs, PIDs related to a malfunctioning system may not display even if the module is normal. Therefore, if a PID is not displayed, it is necessary to verify the DTC, perform malfunction diagnosis of the DTC that was detected, and do repairs.

PID/DATA monitor item table (Reference)

—: Not applicable

Item

Unit/Condition

Test condition

Specification (Reference)

Output part name

APP
%
Accelerator pedal released
Approx. 0 %
•  APP sensor
Accelerator pedal fully depressed
Approx. 100 %
APP1
%
Accelerator pedal released
Approx. 15 %
•  APP sensor No.1
Accelerator pedal fully depressed
Approx. 82 %
DGP_DIS_1
km {mile}
Displays traveled distance since the differential protection control operated due to excessive rotation difference between left/right drive wheels
DGP_DIS_2
km {mile}
Displays traveled distance since the DGP_MAX_DIF is updated
DGP_MAX_DIF
RPM
Displays maximum rotation difference since the differential protection control operated due to excessive rotation difference between left/right drive wheels
DGP_SPD
KPH {MPH}
Displays vehicle speed with trailing wheels since the differential protection control operated due to excessive rotation difference between left/right drive wheels
ECT
°C {°F}
Displays ECT
ECT sensor
ECU_A
°C {°F}
Displays ECU internal temperature A
ECU internal temperature sensor A
ECU_B
°C {°F}
Displays ECU internal temperature B
ECU internal temperature sensor B
ECU_C
°C {°F}
Displays ECU internal temperature C
ECU internal temperature sensor C
EOP_DUTY
%
Displays drive duty ratio for electric AT oil pump
Electric AT oil pump
EOP_RLY
Off/On
Electric AT oil pump relay stopped
Off
Electric AT oil pump relay
Electric AT oil pump relay operating
On
GEAR_RA
Ratio
Selector lever in 1GR at D position
Approx. 3.5526
•  Shift solenoid No.1
•  Shift solenoid No.2
•  Shift solenoid No.3
•  Shift solenoid No.4
Selector lever in 2GR at D position
Approx. 2.0228
Selector lever in 3GR at D position
Approx. 1.4522
Selector lever in 4GR at D position
Approx. 1.0000
Selector lever in 5GR at D position
Approx. 0.7084
Selector lever in 6GR at D position
Approx. 0.5993
GEAR_SEL
1/2/3/4/5/6
Selector lever in 1GR at D position
1
•  Shift solenoid No.1
•  Shift solenoid No.2
•  Shift solenoid No.3
•  Shift solenoid No.4
Selector lever in 2GR at D position
2
Selector lever in 3GR at D position
3
Selector lever in 4GR at D position
4
Selector lever in 5GR at D position
5
Selector lever in 6GR at D position
6
HI_TEMP
Displays ATF high temperature mode determination amount. (ATF temperature 132 °C {270 °F} or more)
HTM_DIS
km {mile}
Displays traveled distance after determining the ATF high temperature mode. (ATF temperature 132 °C {270 °F} or more)
I-Stop_EST
Off/On
i-stop permit inhibited by TCM
Off
i-stop permitted by TCM
On
LINEDES
kPa {kgf/cm2, psi}
Idle at P position after warm-up
Approx. 500 kPa {5.10 kgf/cm2, 72.5 psi}
LN_C_CLUTCH
kPa {kgf/cm2, psi}
Displays hydraulic control learning value data
LN_O_CLUTCH
kPa {kgf/cm2, psi}
Displays hydraulic control learning value data
LN_OV_SCOPE
Displays hydraulic control learning value data
LN_T_CLUTCH
kPa {kgf/cm2, psi}
Displays hydraulic control learning value data
LOCK_UP
OFF/SLIP/ON
OFF:
•  Except below
SLIP:
•  "SLIP" is displayed during TCC control with the difference between the engine speed and turbine shaft speed less than the control value.
•  Resets while TCC control is stopped or if the difference between the engine speed and turbine/shaft speed is the specification or more.
ON:
•  "ON" is displayed during TCC control and there is almost no difference between the engine speed and turbine shaft speed*.
•  Resets while TCC control is stopped or if the difference between the engine speed and turbine shaft speed is the specification or more.
*: The TCC controls the TCC hydraulic pressure to suppress hydraulic pressure loss and transaxle vibration due to TCC clutch engagement. Therefore, normally, there is a difference between the engine speed and turbine shaft speed. Because the TCC hydraulic pressure is increased by the fail-safe and TCC is performed while the ATF is hot, there is almost no difference.
LONGI_ACCEL
Displays acceleration calculated from the drive wheels
OP_SW1
Off/On
Selector lever at P position
Off
Oil pressure switch No.1
Selector lever at R position
Off
Selector lever at N position
Off
Selector lever in 1GR at D position
On
Selector lever in 2GR at D position
On
Selector lever in 3GR at D position
On
Selector lever in 4GR at D position
On
Selector lever in 5GR at D position
Off
Selector lever in 6GR at D position
Off
OP_SW1_OFF
kPa {kgf/cm2, psi}
After performing on-board diagnostic test mode
More than 50 kPa {0.51 kgf/cm2, 7.3 psi} (0 kPa {0 kgf/cm2, 0 psi} before performing on-board diagnostic test mode)
Oil pressure switch No.1
OP_SW1_ON
kPa {kgf/cm2, psi}
After performing on-board diagnostic test mode
Less than 320 kPa {3.26 kgf/cm2, 46.4 psi} (0 kPa {0 kgf/cm2, 0 psi} before performing on-board diagnostic test mode)
Oil pressure switch No.1
OP_SW2
Off/On
Selector lever at P position
Off
Oil pressure switch No.2
Selector lever at R position
Off
Selector lever at N position
Off
Selector lever in 1GR at D position
Off
Selector lever in 2GR at D position
On
Selector lever in 3GR at D position
Off
Selector lever in 4GR at D position
Off
Selector lever in 5GR at D position
Off
Selector lever in 6GR at D position
On
OP_SW2_OFF
kPa {kgf/cm2, psi}
After performing on-board diagnostic test mode
More than 50 kPa {0.51 kgf/cm2, psi} (0 kPa {0 kgf/cm2, 0 psi} before performing on-board diagnostic test mode)
Oil pressure switch No.2
OP_SW2_ON
kPa {kgf/cm2, psi}
After performing on-board diagnostic test mode
Less than 260 kPa {2.65 kgf/cm2, 37.7 psi} (0 kPa {0 kgf/cm2, 0 psi} before performing on-board diagnostic test mode)
Oil pressure switch No.2
OP_SW3
Off/On
Selector lever at P position
Off
Oil pressure switch No.3
Selector lever at R position
On
Selector lever at N position
Off
Selector lever in 1GR at D position
Off
Selector lever in 2GR at D position
Off
Selector lever in 3GR at D position
On
Selector lever in 4GR at D position
Off
Selector lever in 5GR at D position
On
Selector lever in 6GR at D position
Off
OP_SW3_OFF
kPa {kgf/cm2, psi}
After performing on-board diagnostic test mode
More than 50 kPa {0.51 kgf/cm2, 7.3 psi} (0 kPa {0 kgf/cm2, 0 psi} before performing on-board diagnostic test mode)
Oil pressure switch No.3
OP_SW3_ON
kPa {kgf/cm2, psi}
After performing on-board diagnostic test mode
Less than 215 kPa {2.19 kgf/cm2, 31.2 psi} (0 kPa {0 kgf/cm2, 0 psi} before performing on-board diagnostic test mode)
Oil pressure switch No.3
OP_SW4
Off/On
Selector lever at P position
Off
Oil pressure switch No.4
Selector lever at R position
Off
Selector lever at N position
Off
Selector lever in 1GR at D position
Off
Selector lever in 2GR at D position
Off
Selector lever in 3GR at D position
Off
Selector lever in 4GR at D position
On
Selector lever in 5GR at D position
On
Selector lever in 6GR at D position
On
OP_SW4_OFF
kPa {kgf/cm2, psi}
After performing on-board diagnostic test mode
More than 50 kPa {0.51 kgf/cm2, 7.3 psi} (0 kPa {0 kgf/cm2, 0 psi} before performing on-board diagnostic test mode)
Oil pressure switch No.4
OP_SW4_ON
kPa {kgf/cm2, psi}
After performing on-board diagnostic test mode
Less than 260 kPa {2.65 kgf/cm2, 37.7 psi} (0 kPa {0 kgf/cm2, 0 psi} before performing on-board diagnostic test mode)
Oil pressure switch No.4
OSS
RPM
Vehicle stopped
0 RPM
Output shaft speed sensor
Vehicle speed 30 km/h {19 mph} in 4GR at D position
Approx. 1000 RPM
PADDLE_DOWN*1
Off/On
Except below
Off
Shift down operation using steering shift switch
On
PADDLE_UP*1
Off/On
Except below
Off
Shift up operation using steering shift switch
On
PUMP_SPEED
RPM
•  Vehicle stopped at D position
•  During i-stop control
200—2,000 RPM
RPM
RPM
Displays engine speed
PCM
SC_STATE
Not Active/Active
The shift control execution condition is displayed.
SE_TYPE
No valid data/Bf_1st Af_2nd/Bf_1st Af_3rd/Bf_1st Af_4th/Bf_1st Af_5th/Bf_1st Af_6th/Bf_2nd Af_1st/Bf_2nd Af_3rd/Bf_2nd Af_4th/Bf_2nd Af_5th/Bf_2nd Af_6th/Bf_3rd Af_1st/Bf_3rd Af_2nd/Bf_3rd Af_4th/Bf_3rd Af_5th/Bf_3rd Af_6th/Bf_4th Af_1st/Bf_4th Af_2nd/Bf_4th Af_3rd/Bf_4th Af_5th/Bf_4th Af_6th/Bf_5th Af_1st/Bf_5th Af_2nd/Bf_5th Af_3rd/Bf_5th Af_4th/Bf_5th Af_6th/Bf_6th Af_1st/Bf_6th Af_2nd/Bf_6th Af_3rd/Bf_6th Af_4th/Bf_6th Af_5th
The gear shift position before shifting gears is displayed.
Note
Bf indicates gear position before shifting
Af indicates gear position after shifting
(Example of display) Bf_1st Af_2nd
•  Bf_1st:Gear position at 1st gear before shifting
•  Af_2nd:Gear position at 2nd gear after shifting
SHIFT_CTRL
DEFAULT/MANUAL/C_CONTROL/HIGH_TEMP/D_MANUAL/FAIL_SAFE
D position normal mode
DEFAULT
M position manual mode
MANUAL
Cruise control (cruise control system)
C_CONTROL
Automatic transaxle protection mode (ATF high temperature mode)
HIGH_TEMP
D position direct mode
D_MANUAL
Fail-safe mode
FAIL_SAFE
SS_ON-OFF
Off/On
On/off solenoid is off.
Off
On/off solenoid
On/off solenoid is on.
On
SS1
A
Vehicle stopped at P position
Approx. 0 A
Shift solenoid No.1
Vehicle stopped at R position
Approx. 0 A
Vehicle stopped at N position
Approx. 0 A
Driving in D position 1GR
Approx. 1 A
Driving in D position 2GR
Approx. 1 A
Driving in D position 3GR
Approx. 1 A
Driving in D position 4GR
Approx. 1 A
Driving in D position 5GR
Approx. 0 A
Driving in D position 6GR
Approx. 0 A
SS1_C
A
Vehicle stopped at P position
Approx. 0 A
Shift solenoid No.1
Vehicle stopped at R position
Approx. 0 A
Vehicle stopped at N position
Approx. 0 A
Driving in D position 1GR
Approx. 1 A
Driving in D position 2GR
Approx. 1 A
Driving in D position 3GR
Approx. 1 A
Driving in D position 4GR
Approx. 1 A
Driving in D position 5GR
Approx. 0 A
Driving in D position 6GR
Approx. 0 A
SS2
A
Vehicle stopped at P position
Approx. 0 A
Shift solenoid No.2
Vehicle stopped at R position
Approx. 0 A
Vehicle stopped at N position
Approx. 0 A
Driving in D position 1GR
Approx. 0 A
Driving in D position 2GR
Approx. 1 A
Driving in D position 3GR
Approx. 0 A
Driving in D position 4GR
Approx. 0 A
Driving in D position 5GR
Approx. 0 A
Driving in D position 6GR
Approx. 1 A
SS2_C
A
Vehicle stopped at P position
Approx. 0 A
Shift solenoid No.2
Vehicle stopped at R position
Approx. 0 A
Vehicle stopped at N position
Approx. 0 A
Driving in D position 1GR
Approx. 0 A
Driving in D position 2GR
Approx. 1 A
Driving in D position 3GR
Approx. 0 A
Driving in D position 4GR
Approx. 0 A
Driving in D position 5GR
Approx. 0 A
Driving in D position 6GR
Approx. 1 A
SS3
A
Vehicle stopped at P position
Approx. 1 A
Shift solenoid No.3
Vehicle stopped at R position
Approx. 0 A
Vehicle stopped at N position
Approx. 1 A
Driving in D position 1GR
Approx. 1 A
Driving in D position 2GR
Approx. 1 A
Driving in D position 3GR
Approx. 0 A
Driving in D position 4GR
Approx. 1 A
Driving in D position 5GR
Approx. 0 A
Driving in D position 6GR
Approx. 1 A
SS3_C
A
Vehicle stopped at P position
Approx. 1 A
Shift solenoid No.3
Vehicle stopped at R position
Approx. 0 A
Vehicle stopped at N position
Approx. 1 A
Driving in D position 1GR
Approx. 1 A
Driving in D position 2GR
Approx. 1 A
Driving in D position 3GR
Approx. 0 A
Driving in D position 4GR
Approx. 1 A
Driving in D position 5GR
Approx. 0 A
Driving in D position 6GR
Approx. 1 A
SS4
A
Vehicle stopped at P position
Approx. 0 A
Shift solenoid No.4
Vehicle stopped at R position
Approx. 0 A
Vehicle stopped at N position
Approx. 0 A
Driving in D position 1GR
Approx. 0 A
Driving in D position 2GR
Approx. 1 A
Driving in D position 3GR
Approx. 1 A
Driving in D position 4GR
Approx. 0 A
Driving in D position 5GR
Approx. 0 A
Driving in D position 6GR
Approx. 0 A
SS4_C
A
Vehicle stopped at P position
Approx. 0 A
Shift solenoid No.4
Vehicle stopped at R position
Approx. 0 A
Vehicle stopped at N position
Approx. 0 A
Driving in D position 1GR
Approx. 0 A
Driving in D position 2GR
Approx. 1 A
Driving in D position 3GR
Approx. 1 A
Driving in D position 4GR
Approx. 0 A
Driving in D position 5GR
Approx. 0 A
Driving in D position 6GR
Approx. 0 A
SSLU
A
Vehicle stopped at P position
Approx. 0 A
TCC control solenoid
Vehicle stopped at R position
Approx. 0 A
Vehicle stopped at N position
Approx. 0 A
Under the following conditions:
•  Driving in D position 1GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
Under the following conditions:
•  Driving in D position 2GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
Under the following conditions:
•  Driving in D position 3GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
Under the following conditions:
•  Driving in D position 4GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
Under the following conditions:
•  Driving in D position 5GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
Under the following conditions:
•  Driving in D position 6GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
SSLU_C
A
Vehicle stopped at P position
Approx. 0 A
TCC control solenoid
Vehicle stopped at R position
Approx. 0 A
Vehicle stopped at N position
Approx. 0 A
Under the following conditions:
•  Driving in D position 1GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
Under the following conditions:
•  Driving in D position 2GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
Under the following conditions:
•  Driving in D position 3GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
Under the following conditions:
•  Driving in D position 4GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
Under the following conditions:
•  Driving in D position 5GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
Under the following conditions:
•  Driving in D position 6GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 430 mA
SSLU_PRES
kPa {kgf/cm2, psi}
Vehicle stopped at P position
0 kPa {0 kgf/cm2, 0 psi}
TCC control solenoid
Vehicle stopped at R position
0 kPa {0 kgf/cm2, 0 psi}
Vehicle stopped at N position
0 kPa {0 kgf/cm2, 0 psi}
Under the following conditions:
•  Driving in D position 1GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 360 kPa {3.67 kgf/cm2, 52.2 psi}
Under the following conditions:
•  Driving in D position 2GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 360 kPa {3.67 kgf/cm2, 52.2 psi}
Under the following conditions:
•  Driving in D position 3GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 360 kPa {3.67 kgf/cm2, 52.2 psi}
Under the following conditions:
•  Driving in D position 4GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 360 kPa {3.67 kgf/cm2, 52.2 psi}
Under the following conditions:
•  Driving in D position 5GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 360 kPa {3.67 kgf/cm2, 52.2 psi}
Under the following conditions:
•  Driving in D position 6GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 360 kPa {3.67 kgf/cm2, 52.2 psi}
SSP
A
Vehicle stopped at P position
Approx. 980 mA
Pressure control solenoid
Vehicle stopped at R position
Approx. 930 mA
Vehicle stopped at N position
Approx. 980 mA
Under the following conditions:
•  Driving in D position 1GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
Under the following conditions:
•  Driving in D position 2GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
Under the following conditions:
•  Driving in D position 3GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
Under the following conditions:
•  Driving in D position 4GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
Under the following conditions:
•  Driving in D position 5GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
Under the following conditions:
•  Driving in D position 6GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
SSP_C
A
Vehicle stopped at P position
Approx. 980 mA
Pressure control solenoid
Vehicle stopped at R position
Approx. 930 mA
Vehicle stopped at N position
Approx. 980 mA
Under the following conditions:
•  Driving in D position 1GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
Under the following conditions:
•  Driving in D position 2GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
Under the following conditions:
•  Driving in D position 3GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
Under the following conditions:
•  Driving in D position 4GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
Under the following conditions:
•  Driving in D position 5GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
Under the following conditions:
•  Driving in D position 6GR
•  Accelerator pedal opening angle is approx. 10 %
Approx. 400—800 mA
SSP_PRES
kPa {kgf/cm2, psi}
Vehicle stopped at P position
Approx. 45 kPa {0.46 kgf/cm2, 6.5 psi}
Pressure control solenoid
Vehicle stopped at R position
Approx. 80 kPa {0.82 kgf/cm2, 12 psi}
Vehicle stopped at N position
Approx. 45 kPa {0.46 kgf/cm2, 6.5 psi}
Under the following conditions:
•  Driving in D position 1GR
•  Accelerator pedal opening angle is approx. 10 %
130—460 kPa {1.33—4.69 kgf/cm2, 18.9—66.7 psi}
Under the following conditions:
•  Driving in D position 2GR
•  Accelerator pedal opening angle is approx. 10 %
130—460 kPa {1.33—4.69 kgf/cm2, 18.9—66.7 psi}
Under the following conditions:
•  Driving in D position 3GR
•  Accelerator pedal opening angle is approx. 10 %
130—460 kPa {1.33—4.69 kgf/cm2, 18.9—66.7 psi}
Under the following conditions:
•  Driving in D position 4GR
•  Accelerator pedal opening angle is approx. 10 %
130—460 kPa {1.33—4.69 kgf/cm2, 18.9—66.7 psi}
Under the following conditions:
•  Driving in D position 5GR
•  Accelerator pedal opening angle is approx. 10 %
130—460 kPa {1.33—4.69 kgf/cm2, 18.9—66.7 psi}
Under the following conditions:
•  Driving in D position 6GR
•  Accelerator pedal opening angle is approx. 10 %
130—460 kPa {1.33—4.69 kgf/cm2, 18.9—66.7 psi}
TFT
°C {°F}
Displays ATF temperature
TFT sensor
THOP
%
Accelerator pedal fully released
Approx. 22 %
PCM
Accelerator pedal fully depressed
Approx. 91 %
TORQUE_ACT
Nm
Displays actual engine torque
TORQUE_DES
Nm
Displays desired engine torque
TR
P/SHIFT_DOWN/SHIFT_UP/M/D/N/R
Selector lever at P position
P
Transaxle range sensor
Selector lever at M position (−) side position
SHIFT_DOWN
Selector lever at M position (+) side position
SHIFT_UP
Selector lever at M position
M
Selector lever at D position
D
Selector lever at N position
N
Selector lever at R position
R
TS_OD
km {mile}
Displays traveled distance when AT slip occurred.
TS_SE
No valid data/Bf_1st Af_2nd/Bf_1st Af_3rd/Bf_1st Af_4th/Bf_1st Af_5th/Bf_1st Af_6th/Bf_2nd Af_1st/Bf_2nd Af_3rd/Bf_2nd Af_4th/Bf_2nd Af_5th/Bf_2nd Af_6th/Bf_3rd Af_1st/Bf_3rd Af_2nd/Bf_3rd Af_4th/Bf_3rd Af_5th/Bf_3rd Af_6th/Bf_4th Af_1st/Bf_4th Af_2nd/Bf_4th Af_3rd/Bf_4th Af_5th/Bf_4th Af_6th/Bf_5th Af_1st/Bf_5th Af_2nd/Bf_5th Af_3rd/Bf_5th Af_4th/Bf_5th Af_6th/Bf_6th Af_1st/Bf_6th Af_2nd/Bf_6th Af_3rd/Bf_6th Af_4th/Bf_6th Af_5th
Displays gear position before/after shifting when AT slip occurred.
Note
Bf indicates gear position before shifting
Af indicates gear position after shifting
(Example of display) Bf_1st Af_2nd
•  Bf_1st:Gear position at 1st gear before shifting
•  Af_2nd:Gear position at 2nd gear after shifting
TS_VS
KPH {MPH}
Displays vehicle speed before/after shifting when AT slip occurred.
TSS
RPM
Vehicle stopped at D position
0 RPM
Turbine/input shaft speed sensor
Engine speed 1,000 rpm at P position
900—1,100 RPM
UPSHIFT_REV
Off/On
Shift-up due to engine request is not recorded. (Shift up request can be reset by clearing the DTCs.)
Off
Shift-up due to engine request is recorded.
On
VPWR
V
Displays TCM power supply voltage
•  Battery
•  TCM
VSS
KPH {MPH}
Displays vehicle speed
Output shaft speed sensor

*1  :With steering shift switch