Safety Warning
DIY auto repair can cause serious injury, fire, or vehicle damage. These guides are for informational purposes only. Always follow OEM torque specs, wear PPE, and consult a certified mechanic if you are unsure. You are solely responsible for your safety.
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HOMESERVICE MANUALSMAZDA20132 TOURING, 1.5L ENG VIN Z, AUTOMATIC TRANSREPAIR AND DIAGNOSIS (SINGLE PAGE)ENGINE PERFORMANCEMODE 6 - 1999-2023 MAZDACX-92014
2013 Mazda 2 Touring, 1.5L Eng VIN Z, Automatic Trans
Mode 6 - 1999-2023 MAZDA: CX-9: 2014
2013 Mazda 2 Touring, 1.5L Eng VIN Z, Automatic TransSECTION 2014
MODE $06 DATA FOR '14 CX-9
| OBD Monitor ID | Test ID | Description | Related System | Scaling ID | Unit | ||
|---|---|---|---|---|---|---|---|
| 01 | 84 | A/F sensor (RH) lambda activity test | 02 | Raw value | |||
| 01 | 87 | A/F sensor (RH) rich to lean response time | 10 | Time | |||
| 01 | 88 | A/F sensor (RH) lean to rich response time | 10 | Time | |||
| 02 | 85 | HO2S (RH) fuel shut-off rich to lean response rate | B1 | Voltage per time | |||
| 02 | 86 | HO2S (RH) fuel shut-off rich to lean response time delay | 10 | Time | |||
| 21 | 81 | Oxygen storage capacity | Catalyst | 20 | Ratio | ||
| 32 | 82 | Upstream hose disconnected test | EGR | FD | Pressure | ||
| 32 | 83 | Downstream hose disconnected | FD | Pressure | |||
| 32 | 84 | Stuck open valve test | FD | Pressure | |||
| 32 | 85 | EGR flow test | FD | Pressure | |||
| 33 | 80 | Sum of MAP-delta and IMAP-delta | 17 | Pressure | |||
| 33 | 81 | EGR-on MAP | 17 | Pressure | |||
| 33 | 82 | EGR degredation index | 05 | Raw value | |||
| 35 | 82 | Intake camshaft advanced position error | Variable valve timing | 1C | Angle | ||
| 35 | 83 | Intake camshaft retarded position error | 1C | Angle | |||
| 35 | 84 | Exhaust camshaft advanced position error | 1C | Angle | |||
| 35 | 85 | Exhaust camshaft retarded position error | 1C | Angle | |||
| 3A | 80 | Phase 0 excessive vacuum limit | EVAP system | FE | Pa | ||
| 3A | 81 | Phase 4 purge valve stuck open limit | FE | Pa | |||
| 3A | 82 | Natural vacuum 0.02" leak test negative pressure build limit-EONV | FE | Pa | |||
| 3B | 80 | Phase 2 0.040" leak check vacuum bleedup and maximum 0.040" leak threshold | FE | Pa | |||
| 3C | 80 | Phase 2 0.020" leak check vacuum bleedup and maximum leak threshold | FE | Pa | |||
| 3C | 81 | Natural vacuum 0.02" leak test positive pressure build limit-EONV | FE | Pa | |||
| 3C | 82 | Natural vacuum 0.02" leak test negative pressure build limit-EONV | FE | Pa | |||
| 3C | 83 | Natural Vacuum 0.02" leak test fault filter limit-EONV | 03 | Raw Value | |||
| 3D | 80 | Blocked EVAP system line - screening test | A9 | Pa/s | |||
| 3D | 81 | Blocked EVAP system line - fault confirmation test | FE | Pa | |||
| 41 | 81 | A/F sensor heater (RH) current | A/F sensor, HO2S | 0E | Current | ||
| 42 | 81 | HO2S (RH) heater current | 0E | Current | |||
| 45 | 81 | A/F sensor heater (LH) current | 0E | Current | |||
| 46 | 81 | HO2S (LH) heater current | 0E | Current | |||
| 81 | 80 | Relative cylinder air/fuel ratio imbalance | Fuel system | 20 | Ratio | ||
| A1 | 80 | Type A misfire rate (engine 200 rpm) | Misfire | 30 | % | ||
| A1 | 81 | Type B misfire rate (engine 1000 rpm) | 30 | % | |||
| A1 | 82 | Highest misfire rate type A (engine 200 rpm) | 30 | % | |||
| A1 | 83 | Highest misfire rate type B (engine 1000 rpm) | 30 | % | |||
| A1 | 84 | Inferred catalyst mid-bed temperature | 16 | °C | |||
| A2 | 0B | Cylinder No.1 average misfire counts for last 10 DC | 24 | Counts | |||
| A2 | 0C | Cylinder No.1 misfire counts for last/current DC | 24 | Counts | |||
| A2 | 80 | Cylinder No.1 type A misfire rate (engine 200 rpm) | 30 | % | |||
| A2 | 81 | Cylinder No.1 type B misfire rate (engine 1000 rpm) | 30 | % | |||
| A3 | 0B | Cylinder No.2 average misfire counts for last 10 DC | 24 | Counts | |||
| A3 | 0C | Cylinder No.2 misfire counts for last/current DC | 24 | Counts | |||
| A3 | 80 | Cylinder No.2 type A misfire rate (engine 200 rpm) | 30 | % | |||
| A3 | 81 | Cylinder No.2 type B misfire rate (engine 1000 rpm) | 30 | % | |||
| A4 | 0B | Cylinder No.3 average misfire counts for last 10 DC | 24 | Counts | |||
| A4 | 0C | Cylinder No.3 misfire counts for last/current DC | 24 | Counts | |||
| A4 | 80 | Cylinder No.3 type A misfire rate (engine 200 rpm) | 30 | % | |||
| A4 | 81 | Cylinder No.3 type B misfire rate (engine 1000 rpm) | 30 | % | |||
| A5 | 0B | Cylinder No.4 average misfire counts for last 10 DC | 24 | Counts | |||
| A5 | 0C | Cylinder No.4 misfire counts for last/current DC | 24 | Counts | |||
| A5 | 80 | Cylinder No.4 type A misfire rate (engine 200 rpm) | 30 | % | |||
| A5 | 81 | Cylinder No.4 type B misfire rate (engine 1000 rpm) | 30 | % | |||
RENDER: 1.0x
NO RELATED
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When to See a Mechanic
Stop DIY work and contact a certified mechanic immediately if any of the following apply:
- • You smell fuel, burning insulation, or see smoke.
- • Brakes feel soft, pull hard to one side, or make grinding noises.
- • The engine overheats, stalls repeatedly, or misfires under load.
- • You are missing required tools, torque specs, or safe lifting equipment.
- • You are not confident in the next step or safety outcome.