Home

Mazdamanuals.com

PID/DATA MONITOR TABLE [TCM (ET6A-EL, ET6AX-EL) (E)]

PID/DATA MONITOR TABLE [TCM (ET6A-EL, ET6AX-EL) (E)]

 id0502q92907r2

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
ADPT_PRES_CLOSE_CLTCH
kPa {kgf/cm2, psi}
Displays hydraulic control learning value data
—
ADPT_PRES_OPEN_CLTCH
kPa {kgf/cm2, psi}
Displays hydraulic control learning value data
—
ADPT_PRES_TRQ_CON_CLTCH
kPa {kgf/cm2, psi}
Displays hydraulic control learning value data
—
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 %
AUX_FLD_PUMP_DUTY_COMD*2
%
Displays drive duty ratio for electric AT oil pump
Electric AT oil pump
AUX_RLY_A*2
Off/On
Electric AT oil pump relay stopped
Off
Electric AT oil pump relay
Electric AT oil pump relay operating
On
AUX_RLY_B*2
Off/On
Electric AT oil pump relay stopped
Off
Electric AT oil pump relay
Electric AT oil pump relay operating
On
CLTCH_OIL_PRES_1_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
CLTCH_OIL_PRES_1_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
CLTCH_OIL_PRES_2_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
CLTCH_OIL_PRES_2_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
CLTCH_OIL_PRES_3_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
CLTCH_OIL_PRES_3_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
CLTCH_OIL_PRES_4_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
CLTCH_OIL_PRES_4_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
CLTCH_OIL_PRES_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
Driving in D position 1GR
On
Driving in D position 2GR
On
Driving in D position 3GR
On
Driving in D position 4GR
On
Driving in D position 5GR
Off
Driving in D position 6GR
Off
CLTCH_OIL_PRES_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
Driving in D position 1GR
Off
Driving in D position 2GR
On
Driving in D position 3GR
Off
Driving in D position 4GR
Off
Driving in D position 5GR
Off
Driving in D position 6GR
On
CLTCH_OIL_PRES_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
Driving in D position 1GR
Off
Driving in D position 2GR
Off
Driving in D position 3GR
On
Driving in D position 4GR
Off
Driving in D position 5GR
On
Driving in D position 6GR
Off
CLTCH_OIL_PRES_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
Driving in D position 1GR
Off
Driving in D position 2GR
Off
Driving in D position 3GR
Off
Driving in D position 4GR
On
Driving in D position 5GR
On
Driving in D position 6GR
On
DIF_GEAR_PROT_DIST_EVENT
km {mile}
Displays traveled distance since the differential protection control operated due to excessive rotation difference between left/right drive wheels
—
DIF_GEAR_PROT_DRIVEN
KPH {MPH}
Displays vehicle speed with trailing wheels since the differential protection control operated due to excessive rotation difference between left/right drive wheels
—
DIF_GEAR_PROT_MAX_DIF
RPM
Displays maximum rotation difference since the differential protection control operated due to excessive rotation difference between left/right drive wheels
—
DIF_GEAR_PROT_MAX_DIST
km {mile}
Displays traveled distance since the DIF_GEAR_PROT_MAX_DIF is updated
—
E_OIL_PUMP*2
Not Active/Active
Electric AT oil pump stopped
Not Active
Electric AT oil pump
Electric AT oil pump operating
Active
ECT
°C {°F}
Displays ECT
ECT sensor
ECU_TEMP_A
°C {°F}
Displays ECU internal temperature A
ECU internal temperature sensor A
ECU_TEMP_B
°C {°F}
Displays ECU internal temperature B
ECU internal temperature sensor B
ECU_TEMP_C
°C {°F}
Displays ECU internal temperature C
ECU internal temperature sensor C
ENG_RPM
RPM
Displays engine speed
PCM
GEAR_RATIO
—
Driving in D position 1GR
Approx. 3.5526
•  Shift solenoid No.1
•  Shift solenoid No.2
•  Shift solenoid No.3
•  Shift solenoid No.4
Driving in D position 2GR
Approx. 2.0228
Driving in D position 3GR
Approx. 1.4522
Driving in D position 4GR
Approx. 1.0000
Driving in D position 5GR
Approx. 0.7084
Driving in D position 6GR
Approx. 0.5993
GEAR_SEL
1/2/3/4/5/6
Driving in D position 1GR
1
•  Shift solenoid No.1
•  Shift solenoid No.2
•  Shift solenoid No.3
•  Shift solenoid No.4
Driving in D position 2GR
2
Driving in D position 3GR
3
Driving in D position 4GR
4
Driving in D position 5GR
5
Driving in D position 6GR
6
GEAR_SHIFTING
Not Active/Active
The shift control execution condition is displayed.
—
HI_TEMP_MODE_COUNT
—
Displays ATF high temperature mode determination amount. (ATF temperature 132 °C {270 °F} or more)
—
HI_TEMP_MODE_DIST
km {mile}
Displays traveled distance after determining the ATF high temperature mode. (ATF temperature 132 °C {270 °F} or more)
—
I-STOP_ENA*2
active/Not active
i-stop permitted by TCM
active
—
i-stop permit inhibited by TCM
Not active
LCK_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.
—
LINE_PRES_COMD
kPa {kgf/cm2, psi}
Idle at P position after warm-up
Approx. 500 kPa {5.10 kgf/cm2, 72.5 psi}
—
LON_ACC
m/s2{ft/s2}
Displays acceleration calculated from the drive wheels
—
OSS
RPM
Vehicle stopped
0 RPM
Output shaft speed sensor
Vehicle speed 30 km/h {19 mph} in 4GR at D position
Approx. 1,000 RPM
PDDL_DOWN*1
False/True
Except below
False
—
Shift down operation using steering shift switch
True
PDDL_UP*1
False/True
Except below
False
—
Shift up operation using steering shift switch
True
PUMP_SPD*2
RPM
•  Vehicle stopped at D position
•  During i-stop control
200—2,000 RPM
Electric AT oil pump
SFTR_DOWN
False/True
Except below
False
—
Shift down operation using selector lever
True
SFTR_UP
False/True
Except below
False
—
Shift up operation using selector lever
True
SHIFT_A_M
False/True
Selector lever at M position
True
—
Except above
False
SHIFT_CTRL_MODE
Default Shift Mode/Manual Shift Mode/Cruise Control Mode/Transmission Fluid High Temperature Mode/Direct Manual Shift Mode/Driving Force Shift Mode
D position normal mode
Default Shift Mode
—
M position manual mode
Manual Shift Mode
Cruise control (cruise control system)
Cruise Control Mode
Automatic transaxle protection mode (ATF high temperature mode)
Transmission Fluid High Temperature Mode
D position direct mode
Direct Manual Shift Mode
Fail-safe mode
Driving Force Shift Mode
SHIFT_D
False/True
Selector lever at D position
True
—
Except above
False
SHIFT_EVENT_STAT
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_N
False/True
Selector lever at N position
True
—
Except above
False
SHIFT_P
False/True
Selector lever at P position
True
—
Except above
False
SHIFT_R
False/True
Selector lever at R position
True
—
Except above
False
SHIFT_SOL_A_CUR
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
SHIFT_SOL_A_CUR_ACT
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
SHIFT_SOL_A_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}
SHIFT_SOL_B_CUR
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
SHIFT_SOL_B_CUR_ACT
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
SHIFT_SOL_C_CUR
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
SHIFT_SOL_C_CUR_ACT
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
SHIFT_SOL_D_CUR
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
SHIFT_SOL_D_CUR_ACT
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
SHIFT_SOL_E_CUR
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
SHIFT_SOL_E_CUR_ACT
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
SHIFT_SOL_ON_OFF
Off/On
On/off solenoid is off.
Off
On/off solenoid
On/off solenoid is on.
On
TFT
°C {°F}
Displays ATF temperature
TFT sensor
TOTAL_DIST
km {mile}
Displays the total traveled distance
—
TP1
%
Accelerator pedal fully released
Approx. 22 %
PCM
Accelerator pedal fully depressed
Approx. 91 %
TRQ_ACT
Nm
Displays actual engine torque
—
TRQ_CON_CLTCH_CUR
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
TRQ_CON_CLTCH_CUR_ACT
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
TRQ_CON_CLTCH_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}
TRQ_DSD
Nm
Displays desired engine torque
—
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
UPSFT_REQ
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
*2  :With i-stop system