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

• 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.

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

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

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

• Shift solenoid No.1

• Shift solenoid No.2

• Shift solenoid No.3

• Shift solenoid No.4

Selector lever in 2GR at D position

Selector lever in 3GR at D position

Selector lever in 4GR at D position

Selector lever in 5GR at D position

Selector lever in 6GR at D position

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

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

Selector lever in 2GR at D position

Selector lever in 3GR at D position

Selector lever in 4GR at D position

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

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

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

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

Selector lever in 4GR at D position

Off

Selector lever in 5GR at D position

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

Selector lever in 5GR at D position

Selector lever in 6GR at D position

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

PADDLE_UP^*1

Off/On

Except below

Off

—

Shift up operation using steering shift switch

PUMP_SPEED

RPM

• Vehicle stopped at D position

• During i-stop control

200—2,000 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.

SS1

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

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

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

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

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

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

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

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

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

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

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

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

Displays actual engine torque

—

TORQUE_DES

Displays desired engine torque

—

P/SHIFT_DOWN/SHIFT_UP/M/D/N/R

Selector lever at P position

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

Selector lever at D position

Selector lever at N position

Selector lever at R position

TS_OD

km {mile}

Displays traveled distance when AT slip occurred.

—

TS_SE

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.

VPWR

Displays TCM power supply voltage

• Battery

• TCM

VSS

KPH {MPH}

Displays vehicle speed

Output shaft speed sensor