On-Board Diagnostic System PID; Data Monitor Inspection

Connect the M-MDS to the DLC-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".
Select the applicable PID from the PID table.
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.

-: Not applicable

PID; DATA MONITOR ITEM SPECIFICATION

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

Displays traveled distance since the differential protection control operated due to excessive rotation difference between left/right drive wheels

DGP_DIS_2

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

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

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_CNT

Displays ATF high temperature mode determination amount (ATF temperature 132 °C {270 °F} or more)

HTM_DIS

Displays traveled distance after determining the ATF high temperature mode (ATF temperature 132 °C {270 °F} or more)

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

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

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

Displays vehicle speed

Output shaft speed sensor

⁽¹⁾	With steering shift switch