Note:
- The "operating values" given are approximate and may vary depending on the operating mode and individual characteristics of the vehicles.
- Unless otherwise stated, "idling" means idling with the engine fully warmed up, automatic transmission in position P or N, manual transmission in neutral, air conditioning and all electrical consumers switched off.
| Data | Description | Working value | Freeze frame |
| Trouble Code (DTC) | When a fault is detected, the ECM/PCM stores it in memory as a code consisting of one letter and four digits. Depending on the nature of the fault, either the SAE code (POxxx) or the Honda code (P1xxx) is displayed on the tester. | If no fault is detected, nothing is output. | YES |
| Engine speed | The ECM/PCM calculates engine speed based on signals from the crankshaft position sensor (CPS). This data is used to determine the timing and amount of fuel injected. | Almost the same as the tachometer readings At idle speed: 650±50 rpm (min1) | YES |
| Car speed | The ECM/PCM unit converts pulse signals from the vehicle speed sensor (VSS). | Almost the same as the speedometer readings | YES |
| Manifold Absolute Pressure (MAP) | Absolute pressure created in the intake manifold by engine load and speed. | With the engine not running: Almost the same as atmospheric At idle speed.: about 20-34 kPa (150-260 mmHg.), 0,7-1,1 V | YES |
| Engine Coolant Temperature (ECT) | The ECT sensor converts coolant temperature into voltage and transmits it to the ECM/PCM. The sensor is a thermistor whose internal resistance changes depending on the coolant temperature. Based on the voltage signals from the ECT sensor, the ECM/PCM unit calculates the amount of fuel to be injected. | On a cold engine: Same as ambient temperature and IAT On a warm engine: about 80-100°C, 0.5-0.8 V | YES |
| Heated Oxygen Sensor (HO2S), Secondary Heated Oxygen Sensor (secondary HO2S) (sensor 2) | The HO2S detects the oxygen concentration in the exhaust gas and sends voltage signals to the ECM/PCM. Based on these signals, the ECM/PCM adjusts the air-fuel ratio. When the oxygen concentration is high (i.e. when the ratio is poorer than stoichiometric), voltage signal low. When the oxygen concentration is low (i.e. when the ratio is richer than stoichiometric), voltage signal is high. | 0,0-1,25 V At idle speed: about 0.1 -0.9 V | NO |
| Fuel system condition | The fuel system state is defined as "without feedback" and "with feedback". With feedback: Based on the output signals from the HO2S sensor, the ECM/PCM determines the air-fuel ratio in the mixture and regulates the amount of fuel injected. No feedback: The ECM/PCM does not receive output signals from the HO2S and controls the amount of fuel injected based on signals from the throttle position (TP), manifold absolute pressure (MAP), intake air temperature (IAT), atmospheric pressure (BARO), and engine coolant temperature (ECT) sensors. | At idle speed; with feedback | YES |
| Short-term fuel injection compensation | Air-fuel ratio correction factor for adjusting the amount of fuel injected in a closed-loop fuel system. When the fuel ratio is leaner than the theoretical value, the ECM/PCM gradually increases the short-term fuel injection compensation and the injected fuel amount increases. Gradually the ratio of components is enriched, reducing the concentration of oxygen in the exhaust gases. Then the short-term fuel injection compensation is reduced and the ECM/PCM reduces the amount of fuel injected. Thus, with feedback control, the air-fuel ratio in the mixture is maintained close to the theoretical one. | 0,73-1,47 | YES |
| Long-term fuel injection compensation | Long-term fuel injection compensation is calculated from short-term compensation to compensate for deviations that occur in the fuel supply system over a long period. If the correction factor is greater than 1.00, the amount of fuel injected increases. If it is below 1.00, the amount of fuel injected is reduced. | 0,82-1,47 | YES |
| Intake air temperature | The sensor (IAT) converts the intake air temperature into voltage and transmits it to the ECM/PCM. When the intake air temperature is low, the internal resistance of the sensor increases and the voltage signal is high. | On a cold engine: Same as ambient temperature and ECT | YES |
| Throttle position | The throttle opening angle is determined by the position of the accelerator pedal. | At idle speed: about 10%, 0.5 V | YES |
| Ignition timing angle | It is determined by the ECM/PCM unit, which adapts it to the driving mode. | At idle speed: 8°±2° BTDC when the diagnostic connector circuit is shorted by the Honda PGM tester jumper. | NO |