Fuel System PDF
Fuel System PDF
Fuel System PDF
ELANTRA TOURING(FD) > 2009 > G 2.0 DOHC > Fuel System
Items Specification
Fuel Tank Capacity 53lit. (14.0 U.S.gal., 56.0 U.S.qt., 46.6 Imp.qt.)
Fuel Filter Type Paper type
Regulated 338 ~ 348kpa
Fuel Pressure Regulator
Fuel Pressure (3.45 ~ 3.55kgf/cm², 49.0 ~ 50.5psi)
Type Electrical, in-tank type
Fuel Pump
Driven by Electric motor
Fuel Return System Type Returnless
Sensors
Manifold Absolute Pressure Ssensor (MAPS)
▷ Type: Piezo-resistive pressure sensor type
▷ Specification
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46.7 1.84
101.32 4.0
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40(104) 1.15
60(140) 0.59
80(176) 0.32
Items Specification
Sensor Resistance (kΩ) 1.6 ~ 2.4 (20°C)
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Lean 0 ~ 0.4
Item Specification
Heater Resistance (Ω) Approx. 9.0 (20°C)
Item Specification
Capacitance (pF) 950 ~ 1,350
Resistance(MΩ) 4.87
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-6.67 0.5
0 2.5
+6.67 4.5
Actuators
Injector
▷ Number: 4
▷ Specification
Item Specification
Coil Resistance (Ω) 13.8 ~ 15.2 [20°C (68°F)]
Item Specification
Closing Coil Resistance
14.6 ~ 16.2 [20°C (68°F)]
(Ω)
Opening Coil Resistance
11.1 ~ 12.7 [20°C (68°F)]
(Ω)
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Duty (%) Air Flow Rate (㎥/h)
15 0.8 ~ 1.8
35 6.3 ~ 10.3
70 35.5 ~ 45.0
96 49.0 ~ 59.0
Item Specification
Coil Resistance (Ω) 14.0 ~ 18.0 [20°C (68°F)]
Item Specification
Coil Resistance (Ω) 6.9 ~ 7.9 [20°C (68°F)]
Ignition Coil
▷ Type: Double ended type
▷ Specification
Item Specification
Primary Coil Resistance (Ω) 0.58Ω±10% [20°C (68°F)]
Secondary Coil Resistance (kΩ) 8.8kΩ±15% [20°C (68°F)]
Item Specification
Coil Resistance (Ω) 15.5 ~ 18.5 [20°C (68°F)]
Service Standard
Items Specification
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Tightening Torques
Engine Control System
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Heated oxygen sensor (Bank 1 / Sensor 1) installation 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
Heated oxygen sensor (Bank 1 / Sensor 2) installation 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
CVVT oil temperature sensor installation 2.0~ 4.0 19.6 ~ 39.2 14.5 ~ 28.9
Idle speed control actuator installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Purge control solenoid valve bracket installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
CVVT oil control valve installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Ignition coil installation bolt/nut 1.9 ~ 2.7 18.6 ~ 26.4 13.7 ~ 19.5
Throttle body installation nut 1.9 ~ 2.4 18.6 ~ 23.5 13.7 ~ 17.4
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Fuel System > General Information > Troubleshooting
Basic Troubleshooting
Basic Troubleshooting Guide
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Customer Problem Analysis Sheet
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Basic Inspection Procedure
Measuring Condition of Electronic Parts' Resistance
The measured resistance at high temperature after vehicle running may be high or low. So all resistance must be measured at
ambient temperature (20°C, 68°F), unless stated otherwise.
The measured resistance in except for ambient temperature (20°C, 68°F) is reference value.
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2. Inspect connector connection, and check terminal for poor connections, loose wires, bent, broken or corroded pins, and then
verify that the connectors are always securely fastened.
3. Slightly shake the connector and wiring harness vertically and horizontally.
4. Repair or replace the component that has a problem.
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5. Verify that the problem has disappeared with the road test.
● Simulating Vibration
1) Sensors and Actuators
: Slightly vibrate sensors, actuators or relays with finger.
DO NOT sprinkle water directly into the engine compartment or electronic components.
● Simulating Electrical Load
1) Turn on all electrical systems to simulate excessive electrical loads (Radios, fans, lights, rear window defogger, etc.).
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B. When removing the connector with a lock, press or pull locking lever.
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C. Listen for a click when locking connectors. This sound indicates that they are securely locked.
D. When a tester is used to check for continuity, or to measure voltage, always insert tester probe from wire harness side.
E. Check waterproof connector terminals from the connector side. Waterproof connectors cannot be accessed from harness
side.
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C. Check terminal tightening condition:
Insert a spare male terminal into a female terminal, and then check terminal tightening conditions.
D. Pull lightly on individual wires to ensure that each wire is secured in the terminal.
Never use sand paper when polishing the contact points, otherwise the contact point may be damaged.
B. In case of abnormal contact pressure, replace the female terminal.
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When measuring for resistance, lightly shake the wire harness above and below or side to side.
Specification (Resistance)
1Ω or less → Normal Circuit
1MΩ or Higher → Open Circuit
A. Disconnect connectors (A), (C) and measure resistance between connector (A) and (C) as shown in [FIG. 2].
In [FIG.2.] the measured resistance of line 1 and 2 is higher than 1MΩ and below 1 Ω respectively. Specifically the open
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circuit is line 1 (Line 2 is normal). To find exact break point, check sub line of line 1 as described in next step.
B. Disconnect connector (B), and measure for resistance between connector (C) and (B1) and between (B2) and (A) as
shown in [FIG. 3].
In this case the measured resistance between connector (C) and (B1) is higher than 1MΩ and the open circuit is between
terminal 1 of connector (C) and terminal 1 of connector (B1).
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2. Continuity Check Method (with Chassis Ground)
Lightly shake the wire harness above and below, or side to side when measuring the resistance.
Specification (Resistance)
1Ω or less → Short to Ground Circuit
1MΩ or Higher → Normal Circuit
A. Disconnect connectors (A), (C) and measure for resistance between connector (A) and Chassis Ground as shown in [FIG.
6].
The measured resistance of line 1 and 2 in this example is below 1 Ω and higher than 1MΩ respectively. Specifically the
short to ground circuit is line 1 (Line 2 is normal). To find exact broken point, check the sub line of line 1 as described in the
following step.
B. Disconnect connector (B), and measure the resistance between connector (A) and chassis ground, and between (B1) and
chassis ground as shown in [FIG. 7].
The measured resistance between connector (B1) and chassis ground is 1Ω or less. The short to ground circuit is between
terminal 1 of connector (C) and terminal 1 of connector (B1).
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(In case of immobilizer lamp flashing) belt
• Contaminated fuel
Difficult to start 1. Test the battery • DTC
2. Check the fuel pressure • Low compression
3. Check the ECT sensor and circuit (Check DTC) • Intake air leaks
4. Check the ignition circuit • Contaminated fuel
• Weak ignition spark
Poor idling 1. Check the fuel pressure
(Rough, unstable or 2. Check the Injector • DTC
incorrect Idle) 3. Check the long term fuel trim and short term fuel trim • Low compression
(Refer to CUSTOMER DATASTREAM) • Intake air leaks
4. Check the idle speed control circuit (Check DTC) • Contaminated fuel
5. Inspect and test the Throttle Body • Weak ignition spark
6. Check the ECT sensor and circuit (Check DTC)
Engine stall 1. Test the Battery
• DTC
2. Check the fuel pressure
• Intake air leaks
3. Check the idle speed control circuit (Check DTC)
• Contaminated fuel
4. Check the ignition circuit
• Weak ignition spark
5. Check the CKPS Circuit (Check DTC)
Poor driving 1. Check the fuel pressure
(Surge) 2. Inspect and test Throttle Body • DTC
3. Check the ignition circuit • Low compression
4. Check the ECT Sensor and Circuit (Check DTC) • Intake air leaks
5. Test the exhaust system for a possible restriction • Contaminated fuel
6. Check the long term fuel trim and short term fuel trim (Refer to • Weak ignition spark
CUSTOMER DATASTREAM)
Knocking 1. Check the fuel pressure
2. Inspect the engine coolant • DTC
3. Inspect the radiator and the electric cooling fan • Contaminated fuel
4. Check the spark plugs
Poor fuel economy 1. Check customer's driving habitsIs
· A/C on full time or the defroster mode on?
· Are tires at correct pressure? • DTC
· Is excessively heavy load being carried? • Low compression
· Is acceleration too much, too often?
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Fuel System > Engine Control System > Description and Operation
OBD-II review
1. Overview
The California Air Resources Board (CARB) began regulation of On Board Diagnostics (OBD) for vehicles sold in california
beginning with the 1988 model year. The first phase, OBD-I, required monitoring of the fuel metering system, Exhust Gas
Recirculation (EGR) system and additional emission related components. The Malfunction Indicator Lamp (MIL) was required to
light and alert the driver of the fault and the need for repair of the emission control system. Associated with the MIL was a fault
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code or Diagnostic Trouble Code (DTC) idenfying the specific area of the fault.
The OBD system was proposed by CARB to improve air quality by identifying vehicle exceeding emission standards. Passage of
the Federal Clean Air Act Amendments in 1990 has also prompted the Environmental Protection Agency (EPA) to develop On
Board Diagnostic requirements. CARB OBD-II regulations were followed until 1999 when the federal regulations were used.
The OBD-II system meets government regulations by monitoring the emission control system. When a system or component
exceeds emission threshold or a component operates outside tolerance, a DTC will be stored and the MIL illuminated.
The diagnostic executive is a computer program in the Engine Control Module (ECM) or PowertrainControl Module (PCM) that
coordinates the OBD-II self-monitoring system. This program controls all the monitors and interactions, DTC and MIL operation,
freeze frame data and scan tool interface.
Freeze frame data describes stored engine conditions, such as state of the engine, state of fuel control, spark, RPM, load and
warm status at the point the first fault is detected. Previously stored conditions will be replaced only if a fuel or misfire fault is
detected. This data is accessible with the scan tool to assist in repairing the vehicle.
The center of the OBD-II system is a microprocessor called the Engine Control Module (ECM) or Powertrain Control Module
(PCM).
The ECM or PCM receives input from sensors and other electronic components (switches, relays, and others) based on
information received and programmed into its memory (keep alive random access memory, and others), the ECM or PCM
generates output signals to control various relays, solenoids and actuators.
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2) MIL (Malfunction indication lamp) - MIL activity by transistor
The Malfunction Indicator Lamp (MIL) is connected between ECM or PCM-terminal Malfunction Indicator Lamp and battery supply
(open collector amplifier).
In most cars, the MIL will be installed in the instrument panel. The lamp amplifier can not be damaged by a short circuit.
Lamps with a power dissipation much greater than total dissipation of the MIL and lamp in the tester may cause a fault indication.
▷ At ignition ON and engine revolution (RPM)< MIN. RPM, the MIL is switched ON for an optical check by the driver.
3) MIL illumination
When the ECM or PCM detects a malfunction related emission during the first driving cycle, the DTC and engine data are stored
in the freeze frame memory. The MIL is illuminated only when the ECM or PCM detects the same malfunction related to the DTC
in two consecutive driving cycles.
4) MIL elimination
● Misfire and Fuel System Malfunctions:
For misfire or fuel system malfunctions, the MIL may be eliminated if the same fault does not reoccur during monitoring in three
subsequent sequential driving cycles in which conditions are similar to those under which the malfunction was first detected.
● All Other Malfunctions:
For all other faults, the MIL may be extinguished after three subsequent sequential driving cycles during which the monitoring
system responsible for illuminating the MIL functions without detecting the malfunction and if no other malfunction has been
identified that would independently illuminate the MIL according to the requirements outlined above.
5) Erasing a fault code
The diagnostic system may erase a fault code if the same fault is not re-registered in at least 40 engine warm-up cycles, and the
MIL is not illuminated for that fault code.
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device, "C" indicates a chassis device. "B" is for body device and "U" indicates a network or data link code. The first number
indicates if the code is generic (common to all manufacturers) or if it is manufacturer specific. A "0" & "2" indicates generic, "1"
indicates manufacturer-specific. The second number indicates the system that is affected with a number between 1 and 7.
The following is a list showing what numbers are assigned to each system.
1. Fuel and air metering
2. Fuel and air metering(injector circuit malfunction only)
3. Ignition system or misfire
4. Auxiliary emission controls
5. Vehicle speed controls and idle control system
6. Computer output circuits
7. Transmission
The last two numbers of the DTC indicates the component or section of the system where the fault is located.
11) Freeze frame data
When a freeze frame event is triggered by an emission related DTC, the ECM or PCM stores various vehicle information as it
existed the moment the fault ocurred. The DTC number along with the engine data can be useful in aiding a technician in locating
the cause of the fault. Once the data from the 1st driving cycle DTC ocurrence is stored in the freeze frame memory, it will remain
there even when the fault ocurrs again (2nd driving cycle) and the MIL is illuminated.
• Freeze Frame List
1) Calculated Load Value
2) Engine RPM
3) Fuel Trim
4) Fuel Pressure (if available)
5) Vehicle Speed (if available)
6) Coolant Temperature
7) Intake Manifold Pressure (if available)
8) Closed-or Open-loop operation
9) Fault code
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The comprehensive components monitoring is a self-test strategy within the ECM or PCM that detects fault of any electronic
powertrain components or system that provides input to the ECM or PCM and is not exclusively an input to any other OBD-II
monitor.
9) A/C system component monitoring
Requirement:
If a vehicle incorporates an engine control strategy that alters off idle fuel and/or spark control when the A/C system is on, the
OBD II system shall monitor all electronic air conditioning system components for malfunctions that cause the system to fail to
invoke the alternate control while the A/C system is on or cause the system to invoke the alternate control while the A/C system is
off.
Additionally, the OBD II system shall monitor for malfunction all electronic air conditioning system components that are used as
part of the diagnostic strategy for any other monitored system or component.
Implementation plan:
No engine control strategy incorporated that alters offidle fuel and/or spark control when A/C system is on. Malfuction of A/C
system components is not used as a part of the diagnostic strategy for other monitored system or component.
Fuel System > Engine Control System > Components and Components Location
Components Location
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6. Crankshaft Position Sensor (CKPS) 7. Camshaft Position Sensor (CMPS)
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13. Fuel Level Sensor (FLS) 14. A/C Pressure Transducer (APT)
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17. Purge Control Solenoid Valve (PCSV) 20. Ignition Coil
Fuel System > Engine Control System > Engine Control Module (ECM) > Specifications
ECM Terminal And Input/Output signal
ECM Harness Connector
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Pin
Description Connected to
No.
1 Power Ground Chassis Ground
2 Battery voltage supply after ignition switch Ignition Switch
3 Power Ground Chassis Ground
4 Battery voltage supply after main relay Main Relay
5 ECM Ground Chassis Ground
6 Battery Power (B+) Battery
Ignition Coil (Cylinder #1,4) control output
Ignition Coil (Cylinder #1,4)
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[With Immobilizer]
7
Ignition Coil (Cylinder #2,3) control output
Ignition Coil (Cylinder #2,3)
[Without Immobilizer]
8 Shield Ignition Coil
9 Sensor ground Manifold Absolute Pressure Sensor (MAPS)
10 Manifold Absolute Pressure Sensor signal input Manifold Absolute Pressure Sensor (MAPS)
11 -
12 Ground Immobilizer Control Module
13 A/C Pressure Transducer signal input A/C Pressure Transducer (APT)
14 Sensor ground Engine Coolant Temperature Sensor (ECTS)
15 Engine Coolant Temperature Sensor signal input Engine Coolant Temperature Sensor (ECTS)
16 Sensor ground Heated Oxygen Sensor (Sensor 1)
17 Heated Oxygen Sensor (Sensor 1) signal input Heated Oxygen Sensor (Sensor 1)
18 Intake Air Temperature Sensor signal input Intake Air Temperature Sensor (IATS)
19 -
20 -
21 Sensor ground Knock Sensor (KS)
22 Knock Sensor signal input Knock Sensor (KS)
23 Sensor power (+5V) Throttle Position Sensor (TPS)
24 -
25 Injector (Cylinder #1) control output Injector (Cylinder #1)
26 Injector (Cylinder #3) control output Injector (Cylinder #3)
27 Injector (Cylinder #4) control output Injector (Cylinder #4)
28 Injector (Cylinder #2) control output Injector (Cylinder #2)
Ignition Coil (Cylinder #2,3) control output
Ignition Coil (Cylinder #2,3)
[With Immobilizer]
29
Ignition Coil (Cylinder #1,4) control output
Ignition Coil (Cylinder #1,4)
[Without Immobilizer]
30 -
31 -
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32 -
33 Fuel Tank Pressure Sensor signal input Fuel Tank Pressure Sensor (FTPS)
34 Sensor ground Fuel Tank Pressure Sensor (FTPS)
35 -
36 -
37 Sensor ground CVVT Oil Temperature Sensor (OTS)
38 Heated Oxygen Sensor (Sensor 2) signal input Heated Oxygen Sensor (Sensor 2)
39 Sensor ground Heated Oxygen Sensor (Sensor 2)
40 CVVT Oil Temperature Sensor signal input CVVT Oil Temperature Sensor (OTS)
41 Throttle Position Sensor signal input Throttle Position Sensor (TPS)
42 Sensor ground Throttle Position Sensor (TPS)
43 -
44 -
45 -
46 -
47 Sensor power (+5V) A/C Pressure Transducer (APT)
Manifold Absolute Pressure Sensor (MAPS),
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48 Sensor power (+5V)
Fuel Tank Pressure Sensor (FTPS)
49 -
50 -
51 -
52 -
53 Vehicle speed signal input ABS/ESC Control Module [With ABS/ESC]
54 -
55 Wheel Speed Sensor [A] signal input Wheel Speed Sensor (WSS)[Without ABS/ESC]
56 Wheel Speed Sensor [B] signal input Wheel Speed Sensor (WSS)[Without ABS/ESC]
57 Sensor ground A/C Pressure Transducer (APT)
58 -
59 -
60 A/C switch "ON" signal input A/C Switch
61 -
62 A/C thermal switch signal input A/C Thermal Switch
63 Fuel consumption signal output Trip Computer
64 Main Relay control output Main Relay
65 Cooling Fan Relay [Low] control output Cooling Fan Relay [Low]
66 CVVT Oil Control Valve control output CVVT Oil Control Valve (OCV)
67 Purge Control Solenoid Valve control output Purge Control Solenoid Valve (PCSV)
68 -
69 Immobilizer lamp control output Immobilizer Lamp
70 Fuel Pump Relay control output Fuel Pump Relay
71 -
72 -
73 Battery voltage supply after main relay Main Relay
74 Alternator load signal input Alternator
75 Immobilizer communication line Immobilizer Control Module
76 -
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92 Malfunction Indicator Lamp (MIL) control output Cluster (Malfunction Indicator Lamp)
Heated Oxygen Sensor (Sensor 1) Heater control
93 Heated Oxygen Sensor (Sensor 1)
output
Heated Oxygen Sensor (Sensor 2) Heater control
94 Heated Oxygen Sensor (Sensor 2)
output
Pin
Description Condition Type Level Test Result
No.
1 Power Ground Idle DC Max. 50mV
Ignition Coil (Cylinder #1,4) control 1st Voltage: 300 ~ 400V 372V
Idle Pulse
output [With Immobilizer] ON Voltage: Max. 2.0V 1.6V
7
Ignition Coil (Cylinder #2,3) control 1st Voltage: 300 ~ 400V 372V
Idle Pulse
output [Without Immobilizer] ON Voltage: Max. 2.0V 1.6V
8 Shield Idle DC Max. 50mV 18.3mV
9 Sensor ground Idle DC Max. 50mV 18.7mV
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25 Injector (Cylinder #1) control output Idle DC Lo: Max. 1.0V 280mV
Vpeak: Max. 80V 48.8V
Hi: Battery Voltage 14.2V
26 Injector (Cylinder #3) control output Idle DC Lo: Max. 1.0V 240mV
Vpeak: Max. 80V 49.0V
Hi: Battery Voltage 14.4V
27 Injector (Cylinder #4) control output Idle DC Lo: Max. 1.0V 280mV
Vpeak: Max. 80V 48.8V
Hi: Battery Voltage 14.2V
28 Injector (Cylinder #2) control output Idle DC Lo: Max. 1.0V 240mV
Vpeak: Max. 80V 49.0V
Ignition Coil (Cylinder #1,4) control 1st Voltage: 300 ~ 400V 376V
Idle Pulse
output [With Immobilizer] ON Voltage: Max. 2.0V 1.36V
29
Ignition Coil (Cylinder #2,3) control 1st Voltage: 300 ~ 400 376V
Idle Pulse
output [Without Immobilizer] ON Voltage: Max. 2.0V 1.36V
30 -
31 -
32 -
Fuel Tank Pressure Sensor signal
33 Idle DC 0.4 ~ 4.6 V 2.58V
input
34 Sensor ground Idle DC Max. 50mV 16.1mV
35 -
36 -
37 Sensor ground Idle DC Max. 50mV 17.3mV
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41 Throttle Position Sensor signal input W.O.T Analog Min. 4.0V 4.28V
42 Sensor ground Idle DC Max. 50mV 13.6mV
43 -
44 -
45 -
46 -
IG OFF Max. 0.5V 2.61mV
47 Sensor power (+5V) DC
IG ON 4.9 ~ 5.1V 5.04V
IG OFF Max. 0.5V 3.16mV
48 Sensor power (+5V) DC
IG ON 4.9 ~ 5.1V 5.06V
49 -
50 -
51 -
52 -
Hi: Min. 4.5V 13.0V
53 Vehicle speed signal input Vehicle Run Pulse
Lo: Max. 0.5V -200mV
54 -
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15Hz: Min. 0.13Vpp
Vehicle Run SINE
55 Wheel Speed Sensor [A] signal input 1,000Hz: Min 0.2Vpp
(30km/h) Wave
Overall: Max. 250Vpp
15Hz: Min. 0.13Vpp
Vehicle Run SINE
56 Wheel Speed Sensor [B] signal input 1,000Hz: Min 0.2Vpp
(30km/h) Wave
Overall: Max. 250Vpp
57 Sensor ground Idle DC Max. 50mV 10mV
58 -
59 -
A/C S/W OFF Max. 1.0V 0mV
60 A/C switch "ON" signal input DC
A/C S/W ON Battery Voltage 12.8V
61 -
A/C S/W OFF Max. 1.0V 0mV
62 A/C thermal switch signal input DC
A/C S/W ON Battery Voltage 12.8V
Hi : Battery Voltage 13.8V
63 Fuel consumption signal output Idle Pulse
Lo : Max. 1.0V 0.1V
Relay OFF Battery Voltage 12.9V
64 Main Relay control output DC
Relay ON Max. 1.0V 0.88V
Cooling Fan Relay [Low] control Relay OFF Battery Voltage 12.9V
65 DC
output Relay ON Max. 1.0V 30mV
Hi : Battery Voltage 14.8V
66 CVVT Oil Control Valve control output Idle Pulse
Lo : Max. 1.0V 100mV
Purge Control Solenoid Valve control Active Hi: Battery Voltage 14.2V
67 Pulse
output Inactive Lo: Max. 1.0V 100mV
68 -
Lamp OFF Battery Voltage
69 Immobilizer lamp control output DC
Lamp ON Max. 2.0V
Relay OFF Battery Voltage 13V
70 Fuel Pump Relay control output DC
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80 Idle Pulse
input Lo: Max. 0.5V 0.2V
81 Sensor ground Idle DC Max. 50mV 10mV
Cooling Fan Relay [High] control Relay OFF Battery Voltage 14.1V
88 DC
output Relay ON Max. 1.0V 320mV
Fuel System > Engine Control System > Engine Control Module (ECM) > Schematic Diagrams
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Circuit Diagram
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Fuel System > Engine Control System > Engine Control Module (ECM) > Repair procedures
Removal
1. Turn ignition switch OFF and disconnect the negative (-) battery cable.
2. Disconnect the ECM connector (A).
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3. Remove the air cleaner & ECM assembly (Refer to "Engine And Transaxle Assembly" in EM group).
4. Remove the ECM mounting bolts (B) and then remove the ECM.
Installation
• In case of the vehicle equipped with immobilizer, perform "Key Teaching" procedure together (Refer to "Immobilizer" in
BE group).
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ECM installation bolts:
9.8 ~ 11.8N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7lb-ft)
2. TEST ECM CONNECTOR: Disconnect the ECM connector and visually check the ground terminals on ECM side and harness
side for bent pins or poor contact pressure. If the problem is found, repair it.
3. If problem is not found in Step 1 and 2, the ECM could be faulty. If so, replace the ECM with a new one, and then check the
vehicle again. If the vehicle operates normally then the problem was likely with the ECM.
4. RE-TEST THE ORIGINAL ECM : Install the original ECM (may be broken) into a known-good vehicle and check the vehicle. If
the problem occurs again, replace the original ECM with a new one. If problem does not occur, this is intermittent problem
(Refer to INTERMITTENT PROBLEM PROCEDURE in BASIC INSPECTION PROCEDURE).
The programmed VIN cannot be changed. When writing the VIN, confirm the VIN carefully
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Before inputing the VIN, confirm the VIN again because the programmed VIN cannot be changed.
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4. Turn the ignition switch OFF, then back ON.
Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) >
Description and Operation
Description
Manifold Absolute Pressure Sensor (MAPS) is a speed-density type sensor and is installed on the surge tank. It senses absolute
pressure of the surge tank and transfers the analog signal proportional to the pressure to the ECM. By using this signal, the ECM
calculates the intake air quantity and engine speed.
The MAPS consists of a piezo-electric element and a hybrid IC amplifying the element output signal. The element is silicon
diaphragm type and adapts pressure sensitive variable resistor effect of semi-conductor. Because 100% vacuum and the
manifold pressure apply to both sides of the sensor respectively, this sensor can output analog signal by using the silicon
variation proportional to pressure change.
Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) >
Specifications
Specification
Pressure (kPa) Output Voltage (V)
20.0 0.79
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46.66 1.84
101.32 4.0
Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) >
Schematic Diagrams
Circuit Diagram
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Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) > Repair
procedures
Inspection
1. Connect a scan tool on Data Link Connector (DLC).
2. Check MAPS output voltage at idle and IG ON.
Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Description and
Operation
Description
Intake Air Temperature Sensor (IATS) is included inside Manifold Absolute Pressure Sensor and detects the intake air
temperature.
To calculate precise air quantity, correction of the air temperature is needed because air density varies according to the
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temperature. So the ECM uses not only MAPS signal but also IATS signal. This sensor has a Negative Temperature Coefficient
(NTC) and its resistance is in inverse proportion to the temperature.
Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Specifications
Specification
Temperature [°C(°F)] Resistance(kΩ)
-40 (-40) 40.93 ~ 48.35
-30 (-22) 23.43 ~ 27.34
-20 (-4) 13.89 ~ 16.03
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-10 (14) 8.50 ~ 9.71
0 (32) 5.38 ~ 6.09
10 (50) 3.48 ~ 3.90
20 (68) 2.31 ~ 2.57
25 (77) 1.90 ~ 2.10
30 (86) 1.56 ~ 1.74
40 (104) 1.08 ~ 1.21
60 (140) 0.54 ~ 0.62
80 (176) 0.29 ~ 0.34
Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Schematic
Diagrams
Circuit Diagram
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Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Repair
procedures
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Inspection
1. Turn ignition switch OFF.
2. Disconnect IATS connector.
3. Measure resistance between IATS terminals 3 and 4.
4. Check that the resistance is within the specification.
Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) >
Description and Operation
Description
Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage of the cylinder head for detecting the
engine coolant temperature. The ECTS uses a thermistor whose resistance changes with the temperature.
The electrical resistance of the ECTS decreases as the temperature increases, and increases as the temperature decreases. The
reference +5V is supplied to the ECTS via a resistor in the ECM. That is, the resistor in the ECM and the thermistor in the ECTS
are connected in series. When the resistance value of the thermistor in the ECTS changes according to the engine coolant
temperature, the output voltage also changes.
During cold engine operation, the ECM increases the fuel injection duration and controls the ignition timing using the information
of engine coolant temperature to avoid engine stalling and improve drivability.
Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) >
Specifications
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Specification
Temperature [°C(°F)] Resistance(kΩ)
-40(-40) 48.14
-20(-4) 14.13 ~ 16.83
0(32) 5.79
20(68) 2.31 ~ 2.59
40(104) 1.15
60(140) 0.59
80(176) 0.32
Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) >
Schematic Diagrams
Circuit Diagram
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Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) > Repair
procedures
Inspection
1. Turn ignition switch OFF.
2. Disconnect ECTS connector.
3. Remove the ECTS.
4. After immersing the thermistor of the sensor into engine coolant, measure resistance between ECTS terminals 1 and 3.
5. Check that the resistance is within the specification.
Fuel System > Engine Control System > Throttle Position Sensor (TPS) > Description and
Operation
Description
The Throttle Position Sensor (TPS) is mounted on the throttle body and detects the opening angle of the throttle plate. The TPS
has a variable resistor (potentiometer) which is changed according to the throttle angle.
During acceleration, the TPS resistance between the reference +5V and the signal terminal decreases and output voltage
increases; during deceleration, the TPS resistance increases and TPS output voltage decreases. The TPS output voltage will
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Fuel System > Engine Control System > Throttle Position Sensor (TPS) > Specifications
Specification
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Throttle Angle Output Voltage(V)
C.T 0.25 ~ 0.9
W.O.T Min. 4.0
Item Specification
Sensor Resistance(kΩ) 1.6 ~ 2.4(20°C)
Fuel System > Engine Control System > Throttle Position Sensor (TPS) > Schematic Diagrams
Circuit Diagram
Fuel System > Engine Control System > Throttle Position Sensor (TPS) > Repair procedures
Inspection
1. Connect a scan tool on the Data Link Connector (DLC).
2. Start engine and check output voltages of TPS at C.T and W.O.T.
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3. Turn ignition switch OFF and disconnect the scan tool from the DLC.
4. Disconnect TPS connector and measure resistance between TPS terminals 2 and 3.
Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Description and
Operation
Description
Crankshaft Position Sensor (CKPS) detects the crankshaft position and is one of the most important sensors of the engine control
system. If there is no CKPS signal input, the engine may stop because of CKPS signal missing. This sensor is installed on the
cylinder block or the transaxle housing and generates alternating current by magnetic flux field which is made by the sensor and
the target wheel when engine runs.
The target wheel consists of 58 slots and 2 missing slots on 360 degrees CA (Crank Angle).
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Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Troubleshooting
Waveform
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Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Schematic
Diagrams
Circuit Diagram
Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Repair
procedures
Inspection
1. Check signal waveform of CKPS and CMPS using a scan tool.
Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Description and
Operation
Description
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Camshaft Position Sensor (CMPS) is a hall sensor and detects the camshaft position by using a hall element.
It is related with Crankshaft Position Sensor (CKPS) and detects the piston position of each cylinder which the CKPS can't detect.
The CMPS is installed on engine head cover and uses a target wheel installed on the camshaft. This sensor has a hall-effect IC
which output voltage changes when magnetic field is made on the IC with current flow.
Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Troubleshooting
Waveform
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Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Schematic
Diagrams
Circuit Diagram
Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Repair procedures
Inspection
1. Check signal waveform of CKPS and CMPS using a scan tool.
Fuel System > Engine Control System > Knock Sensor (KS) > Description and Operation
Description
Knocking is a phenomenon characterized by undesirable vibration and noise and can cause engine damage. Knock Sensor (KS)
is installed on the cylinder block and senses engine knocking.
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When knocking occurs, the vibration from the cylinder block is applied as pressure to the piezoelectric element. At this time, this
sensor transfers the voltage signal higher than the specified value to the ECM and the ECM retards the ignition timing. If the
knocking disappears after retarding the ignition timing, the ECM will advance the ignition timing. This sequential control can
improve engine power, torque and fuel economy.
Fuel System > Engine Control System > Knock Sensor (KS) > Specifications
Specification
Item Specification
Capacitance(pF) 950 ~ 1,350
Resistance (MΩ) 4.87
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Fuel System > Engine Control System > Knock Sensor (KS) > Schematic Diagrams
Circuit Diagram
Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Description and
Operation
Description
Heated Oxygen Sensor (HO2S) consists of zirconium and alumina and is installed on upstream and downstream of the Manifold
Catalytic Converter (MCC).
After it compares oxygen consistency of the atmosphere with the exhaust gas, it transfers the corresponding voltage signal to the
ECM. When A/F ratio is rich or lean, it generates approximately +1V or 0V respectively.
In order that this sensor normally operates, the temperature of the sensor tip must be higher than predetermined temperature. So
it has a heater which is controlled by the ECM duty signal. When the exhaust gas temperature is lower than the specified value,
the heater warms the sensor tip.
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Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Specifications
Specification
A/F Ratio (λ) Output Voltage(V)
Rich 0.6 ~ 1.0
Lean 0 ~ 0.4
Item Specification
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Heater Resistance(Ω) Approx. 9.0(20°C)
Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Troubleshooting
Waveform
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Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Schematic Diagrams
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Circuit Diagram
Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Repair procedures
Inspection
1. Check signal waveform of HO2S using a scan tool.
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Fuel System > Engine Control System > CVVT Oil Temperature Sensor (OTS) > Description and
Operation
Description
The Continuously Variable Valve Timing (CVVT) system controls the amount of valve overlap by varying the amount of oil flow
into an assembly mounted on the intake camshaft through ECM control of an oil control valve. An Oil Temperature Sensor (OTS)
is used to allow ECM monitoring of engine oil temperature. As oil is directed into the chambers of the CVVT assembly, the cam
phase is changed to suit various performance and emissions requirements.
1. When camshaft rotates engine rotation-wise: Intake-Advance / Exhaust-Retard
2. When camshaft rotates counter engine rotation-wise: Intake- Retard / Exhaust- Advance
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Fuel System > Engine Control System > CVVT Oil Temperature Sensor (OTS) > Specifications
Specification
Temperature [°C(°F)] Resistance (kΩ)
-40(-40) 52.15
-20(-4) 16.52
0(32) 6.0
20(68) 2.45
40(104) 1.11
60(140) 0.54
80(176) 0.29
Fuel System > Engine Control System > CVVT Oil Temperature Sensor (OTS) > Schematic
Diagrams
Circuit Diagram
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Fuel System > Engine Control System > CVVT Oil Temperature Sensor (OTS) > Repair
procedures
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Inspection
1. Turn the ignition switch OFF.
2. Disconnect the OTS connector.
3. Remove the OTS.
4. After immersing the thermistor of the sensor into engine coolant, measure resistance between the OTS terminals 1 and 2.
5. Check that the resistance is within the specification.
Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Description and
Operation
Description
Fuel Tank Pressure Sensor (FTPS) is a component of the evaporative emission control system and is installed on the fuel tank,
the fuel pump, or the canister. It checks the purge control solenoid valve operation and detects a leakage of the system.
Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Specifications
Specification
Pressure (kPa) Output Voltage (V)
-6.67 0.5
0 2.5
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+6.67 4.5
Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Schematic
Diagrams
Circuit Diagram
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Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Repair procedures
Inspection
1. Connect a scantool on the Data Link Connector (DLC).
2. Measure the output voltage of the FTPS.
Fuel System > Engine Control System > Injector > Description and Operation
Description
Based on information from various sensors, the ECM can calculate the fuel amount to be injected. The fuel injector is a solenoid-
operated valve and the fuel injection amount is controlled by length of injection time. The ECM controls each injector by grounding
the control circuit. When the ECM energizes the injector by grounding the control circuit, the circuit voltage should be low
(theoretically 0V) and the fuel is injected. When the ECM de-energizes the injector by opening control circuit, the fuel injector is
closed and circuit voltage should momentarily peak.
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Fuel System > Engine Control System > Injector > Specifications
Specification
Item Specification
Coil Resistance (Ω) 13.8 ~ 15.2 [20°C(68°F)]
Fuel System > Engine Control System > Injector > Schematic Diagrams
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Circuit Diagram
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Fuel System > Engine Control System > Injector > Repair procedures
Inspection
1. Turn ignition switch OFF.
2. Disconnect injector connector.
3. Measure resistance between injector terminals 1 and 2.
4. Check that the resistance is within the specification.
Fuel System > Engine Control System > Idle Speed Control Actuator (ISCA) > Description and
Operation
Description
The Idle Speed Control Actuator (ISCA) is installed on the throttle body and controls the intake airflow that is bypassed around
the throttle plate to keep constant engine speed when the throttle valve is closed.
The function of the ISCA is to maintain idle speed according to various engine loads and conditions, and also to provide additional
air during starting.
The ISCA consists of an opening coil, a closing coil, and a permanent magnet. Based on information from various sensors, the
ECM controls both coils by grounding their control circuits. According to the control signals from the ECM, the valve rotor rotates
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Fuel System > Engine Control System > Idle Speed Control Actuator (ISCA) > Specifications
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Specification
Item Specification
Opening Coil Resistance
14.6 ~ 16.2 [20°C(68°F)]
(Ω)
Closing Coil Resistance
11.1 ~ 12.7 [20°C(68°F)]
(Ω)
Fuel System > Engine Control System > Idle Speed Control Actuator (ISCA) > Schematic
Diagrams
Circuit Diagram
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Fuel System > Engine Control System > Idle Speed Control Actuator (ISCA) > Repair procedures
Inspection
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1. Turn ignition switch OFF.
2. Disconnect ISCA connector.
3. Measure resistance between ISCA terminals 2 and 1 [Opening Coil].
4. Measure resistance between ISCA terminals 2 and 3 [Closing Coil].
5. Check that the resistance is within the specification.
Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Description and
Operation
Description
Purge Control Solenoid Valve (PCSV) is a solenoid valve and is installed on the surge tank and controls the passage between the
canister and the intake manifold.
The evaporative gases gathered in the canister are delivered to the intake manifold when the PCSV is open by ECM control
signal.
Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Specifications
Specification
Item Specification
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Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Schematic
Diagrams
Circuit Diagram
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Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Repair
procedures
Inspection
1. Turn ignition switch OFF.
2. Disconnect PCSV connector.
3. Measure resistance between PCSV terminals 1 and 2.
4. Check that the resistance is within the specification.
Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Description and
Operation
Description
The Continuously Variable Valve Timing (CVVT) system controls the amount of valve overlap by varying the amount of oil flow
into an assembly mounted on the intake camshaft through ECM control of an oil control valve. An Oil Temperature Sensor (OTS)
is used to allow ECM monitoring of engine oil temperature. As oil is directed into the chambers of the CVVT assembly, the cam
phase is changed to suit various performance and emissions requirements.
1. When camshaft rotates engine rotation-wise: Intake-Advance / Exhaust-Retard
2. When camshaft rotates counter engine rotation-wise: Intake- Retard / Exhaust- Advance
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Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Specifications
Specification
Item Specification
Coil Resistance (Ω) 6.9 ~ 7.9 [20°C(68°F)]
Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Schematic Diagrams
Circuit Diagram
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Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Repair procedures
Inspection
1. Turn the ignition switch OFF.
2. Disconnect the OCV connector.
3. Measure resistance between the OCV terminals 1 and 2.
4. Check that the resistance is within the specification.
Fuel System > Engine Control System > Canister Close Valve (CCV) > Description and Operation
Description
Canister Close Valve (CCV) is installed on the canister ventilation line. It seals evaporative emission control system by shutting
the canister from the atmosphere when leakage detecting system operates.
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Fuel System > Engine Control System > Canister Close Valve (CCV) > Specifications
Specification
Item Specification
Coil Resistance (Ω) 15.5 ~ 18.5 (20°C)
Fuel System > Engine Control System > Canister Close Valve (CCV) > Schematic Diagrams
Circuit Diagram
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Fuel System > Engine Control System > Canister Close Valve (CCV) > Repair procedures
Inspection
1. Turn the ignition switch OFF.
2. Disconnect the CCV connector.
3. Measure resistance between the CCV terminal 5 and6.
4. Check that the resistance is within the specification.
5. Disconnect the vapor hose connected with the canister from the CCV.
6. Connect a vacuum pump to the nipple.
7. Ground the CCV control line and apply battery voltage to the CCV power supply line.
8. Apply vacuum and check the valve operation.
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P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control ●
P0128 Coolant Thermostat (Coolant Temperature below Thermostat Regulating Temperature) ●
P0130 O2 Sensor Circuit (Bank 1 / Sensor 1) ●
P0131 O2 Sensor Circuit Low Voltage (Bank 1 / Sensor 1) ●
P0132 O2 Sensor Circuit High Voltage (Bank 1 / Sensor 1) ●
P0133 O2 Sensor Circuit Slow Response (Bank 1 / Sensor 1) ●
P0134 O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 1) ●
P0136 O2 Sensor Circuit (Bank 1 / Sensor 2) ●
P0137 O2 Sensor Circuit Low Voltage (Bank 1 / Sensor 2) ●
P0138 O2 Sensor Circuit High Voltage (Bank 1 / Sensor 2) ●
P0139 O2 Sensor Circuit Slow Response (Bank 1 / Sensor 2) ●
P0140 O2 Sensor Circuit No Activity Detected (Bank 1 / Sensor 2) ●
P0170 Fuel Trim (Bank 1) ●
P0171 System Too Lean (Bank 1) ●
P0172 System Too Rich (Bank 1) ●
P0196 Engine Oil Temperature Sensor-Range/Performance ●
P0197 Engine Oil Temperature Sensor Low Input ●
P0198 Engine Oil Temperature Sensor High Input ●
P0230 Fuel Pump Primary Circuit ▲
P0261 Cylinder 1 Injector Circuit Low ●
P0262 Cylinder 1 Injector Circuit High ●
P0264 Cylinder 2 Injector Circuit Low ●
P0265 Cylinder 2 Injector Circuit High ●
P0267 Cylinder 3 Injector Circuit Low ●
P0268 Cylinder 3 Injector Circuit High ●
P0270 Cylinder 4 Injector Circuit Low ●
P0271 Cylinder 4 Injector Circuit High ●
P0300 Random/Multiple Cylinder Misfire Detected ●
P0301
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P0452 Evaporative Emission System-Pressure Sensor Low Input ●
P0453 Evaporative Emission System-Pressure Sensor High Input ●
P0454 Evaporative Emission System-Pressure Sensor Intermittent ●
P0455 Evaporative Emission System-Leak detected (Large Leak) ●
P0456 Evaporative Emission System-Leak detected (Very Small Leak) ●
P0501 Vehicle Speed Sensor "A" Range/Performance ●
P0505 Idle Air Control System ●
P0506 Idle Air Control System-RPM Lower than Expected ●
P0507 Idle Air Control System-RPM Higher than Expected ●
P0560 System Voltage ▲
P0562 System Voltage Low ●
P0563 System Voltage High ●
P0605 Internal Control Module Read Only Memory (ROM) Error ●
P0630 VIN Not Programmed or Incompatible-ECM/PCM ●
P0650 Malfunction Indicator Lamp (MIL) Control Circuit ▲
P0700 Transmission Control System (MIL Request) ●
P1505 Idle Speed Control Actuator Signal Low of Coil #1 ●
P1506 Idle Speed Control Actuator Signal High of Coil #1 ●
P1507 Idle Speed Control Actuator Signal Low of Coil #2 ●
P1508 Idle Speed Control Actuator Signal High of Coil #2 ●
U0001 High Speed CAN Communication Bus OFF ●
U0101 Lost Communication With TCM ●
Fuel System > Engine Control System > P0011 \'A\' Camshaft Position-Timing Over-Advanced or
System Performance (Bank 1)
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Component Location
General Description
The CVVT (Continuously Variable Valve Timing) system is installed to the chain sprocket of the exhaust camshaft. There is no
variation in valve timing of the exhaust cam because the exhaust camshaft is driven by the timing belt. The timing of the intake
cam is varied by the relative operation the CVVT vane to the housing. The CVVT controller regulates the intake camshaft angle
using oil pressure through the OCV(Oil Control Valve). As result, the relative position between the camshaft and the crankshaft
becomes optimal, and the engine torque improves, fuel economy improves, exhaust emissions decrease by changing the valve
open/close timing of the intake camshaft.
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DTC Description
The deviation of the camshaft position from the target point is evaluated during stable driving condition. The PCM accumulates
this deviation for a certain period and sets DTC P0011 when the accumulated deviation is too high. The target camshaft position
is predetermined value depending on engine speed and throttle angle in the PCM.
• No relevant failure
• 11V < Battery voltage < 16V
• CVVT control : enabled
• Holding position adaptation not active
• Camshaft setpoint moved more than 5 times for this Driving
case1 Cycle
• Stable camshaft set-point moving by more than 1.125°CRK
moving • Faulty Oil leak
• Camshaft position setpoint-actual > 5°CRK • Faulty Oil pump
Enable • 600rpm < Engine speed < 5000rpm • Faulty Intake valve control
Conditions solenoid
• 20°C(68°F) < Engine oil temperature < 100°C(212°F)
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Value • CAM position movement < 2.6 °CRK within 0.7 sec. (with
case2
CAM set-point moving by 20 °CRK)
Specification
Intake OCV Normal Parameter
Insulation Resistance (Ω) Above 50 MΩ
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Signal Waveform & Data
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Fig.1) Normal OCV (-) duty ratio with idle : Approx. 12~20%
Fig.2) Normal OCV (-) duty ratio with maintaining 2000RPM : Approx. 30~50%
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
■ Check OCV and Filter
1. Check resistance of OCV
(1) Ignition "OFF"
(2) Disconnect intake OCV connector.
(3) Measure resistance between terminals 1 and 2 of the intake OCV connector.(Component side)
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(5) Apply 12V and a ground to 2 and 1 terminals of the OCV(Component side).
(6) Verify that a "clicking" sound is heard when applying the battery voltage.
(7) Repeat this procedure 4 or 5 times to ensure intake OCV reliability.
▶ Check OCV for contamination, deterioration, or damage. Substitute with a known-good OCV and
check for proper operation. If the problem is corrected, replace OCV and then go to "Verification of
Vehicle Repair" procedure.
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4. To release the CVVT lock pin, wrap some tape around the tip of an air pressure adapter and apply low air pressure of approx.
150kPa(1.5kg/cm², 21 psi) to the exposed camshaft port. Wrap a shop towel or rag around the CVVT because residual oil may
leak out of the unit when applying air pressure.
5. With low air pressure applied, turn the CVVT to the ADVANCE direction as indicated in the figure.
If too much air leaks when applying the low air pressure, the CVVT lock pin may not release and the CVVT may not turn.
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6. Allow the CVVT assembly to move in the ADVANCE and DELAY directions to ensure there is no binding and that it moves
freely.(Movable smoothly in the range about 20°)
7. Turn the CVVT by hand and make sure it locks in the maximum delay angle position.
8. Is CVVT assembly working properly?
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Fuel System > Engine Control System > P0016 Crankshaft Position–Camshaft Position
Correlation (Bank 1 Sensor A)
Component Location
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General Description
The CVVT (Continuously Variable Valve Timing) system is installed to the chain sprocket of the exhaust camshaft. There is no
variation in valve timing of the exhaust cam because the exhaust camshaft is driven by the timing belt. The timing of the intake
cam is varied by the relative operation the CVVT vane to the housing. The CVVT controller regulates the intake camshaft angle
using oil pressure through the OCV(Oil Control Valve). As result, the relative position between the camshaft and the crankshaft
becomes optimal, and the engine torque improves, fuel economy improves, exhaust emissions decrease by changing the valve
open/close timing of the intake camshaft.
DTC Description
This diagnosis checks the camshaft position plausibility whether the expected range plus some margin is not violated that might
be caused by a wrong engine repair, or a chain/belt misalignment. DTC P0016 is set when actual camshaft position is too much
retarded or advanced than full retard position or full advance position. To continue the adjustment in such case could lead to a
damage of the engine by hitting the valves with the piston.
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Signal Waveform & Data
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Fig.1) The square wave signal should be smooth and without any distortion.
Fig.2)The CMPS falling(rising) edge is coincided with 3rd~5th tooth of the CKP from one longer signal(missing tooth)
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Timing Inspection
(1) With ignition "OFF", set up an oscilloscope as follows :
Channel A (+): terminal 2 of the CKPS(back probe), (-): ground
Channel B (+): terminal 2 of the CMPS(back probe), (-): ground
(2) Start the engine and check for signal waveform whether synchronize with camshaft sensor or not and tooth is missing refer
to sample waveforms as below.
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Fig.1) The square wave signal should be smooth and without any distortion.
Fig.2) The CMPS falling(rising) edge is coincided with 3rd~5th tooth of the CKP from one longer signal(missing tooth)
(3) Is the signal waveform normal?
▶ Check that the crankshaft and camshaft are correctly aligned the matching marks of the pulleys for
the followings.
• Alignment of the timing belt
• Alignment of the camshaft timing chainReadjust or repair as necessary and go to "Verification of
Vehicle Repair" procedure
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(5) Apply 12V and a ground to 2 and 1 terminals of the OCV(Component side).
(6) Verify that a "clicking" sound is heard when applying the battery voltage.
(7) Repeat this procedure 4 or 5 times to ensure intake OCV reliability.
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(8) Is OCV working properly?
▶ Check OCV for contamination, deterioration, or damage. Substitute with a known-good OCV and
check for proper operation. If the problem is corrected, replace OCV and then go to "Verification of
Vehicle Repair" procedure
4. To release the CVVT lock pin, wrap some tape around the tip of an air pressure adapter and apply low air pressure of approx.
150kPa(1.5kg/cm², 21 psi) to the exposed camshaft port. Wrap a shop towel or rag around the CVVT because residual oil may
leak out of the unit when applying air pressure.
5. With low air pressure applied, turn the CVVT to the ADVANCE direction as indicated in the figure.
If too much air leaks when applying the low air pressure, the CVVT lock pin may not release and the CVVT may not turn.
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6. Allow the CVVT assembly to move in the ADVANCE and DELAY directions to ensure there is no binding and that it moves
freely.(Movable smoothly in the range about 20°)
7. Turn the CVVT by hand and make sure it locks in the maximum delay angle position.
8. Is CVVT assembly working properly?
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1. Many malfunctions in the electrical system are caused by poor harness(es) and terminals. Faults can also be caused by
interference from other electrical systems, and mechanical or chemical damage.
2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Fuel System > Engine Control System > P0030 HO2S Heater Control Circuit (Bank 1 / Sensor 1)
Component Location
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General Description
The normal operating temperature of the HO2S(Heated Oxygen Sensor) ranges from 350 to 850°C(662 to 1562°F). The HO2S
heater greatly decreases the amount of time required for fuel control to become active. The PCM provides a pulse width
modulated control circuit to adjust current through the heater. When the HO2S is cold, the value of the resistance is low and the
current in the circuit is high. On the contrary, if the temperature in the resistor of the sensor rises, the current drops gradually.
DTC Description
The PCM determines if a front HO2S heater fault has occurred and sets DTC P0030 if the front HO2S heater control driver inside
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the PCM fails, if HO2S is not operational (after an elapse of predetermined time) since engine start, or when the front HO2S tip
temperature is out of normal working range.
Specification
Temp.(°C) Temp.(°F) Heater Resistance (Ω)
18~20 64~82 Approx. 9
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : B+
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▶ Check for an open in the power supply circuit between the main relay and the HO2S. Especially check
for "10A Sensor fuse" is installed and not blown. Repair as necessary and go to "Verification of Vehicle
Repair" procedure.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
Component Inspection
1. Ignition "OFF"
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2. Measure resistance between power and control terminals of HO2S(B1/S1) heater(Component Side).
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
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4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0031 HO2S Heater Control Circuit Low (Bank 1 /
Sensor 1)
Component Location
General Description
The normal operating temperature of the HO2S(Heated Oxygen Sensor) ranges from 350 to 850°C(662 to 1562°F). The HO2S
heater greatly decreases the amount of time required for fuel control to become active. The PCM provides a pulse width
modulated control circuit to adjust current through the heater. When the HO2S is cold, the value of the resistance is low and the
current in the circuit is high. On the contrary, if the temperature in the resistor of the sensor rises, the current drops gradually.
DTC Description
PCM sets DTC P0031 if the PCM detects that the front HO2S heater control circuit is short to ground.
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Specification
Temp.(°C) Temp.(°F) Heater Resistance (Ω)
18~20 64~82 Approx. 9
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : B+
▶ Check for an open in the power supply circuit between the main relay and the HO2S. Especially check
for "15A Sensor fuse" is installed and not blown. Repair as necessary and go to "Verification of Vehicle
Repair" procedure.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
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HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
Component Inspection
1. Ignition "OFF"
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2. Measure resistance between power and control terminals of HO2S(B1/S1) heater(Component Side).
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
Fuel System > Engine Control System > P0032 HO2S Heater Control Circuit High (Bank 1 /
Sensor 1)
Component Location
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General Description
The normal operating temperature of the HO2S(Heated Oxygen Sensor) ranges from 350 to 850°C(662 to 1562°F). The HO2S
heater greatly decreases the amount of time required for fuel control to become active. The PCM provides a pulse width
modulated control circuit to adjust current through the heater. When the HO2S is cold, the value of the resistance is low and the
current in the circuit is high. On the contrary, if the temperature in the resistor of the sensor rises, the current drops gradually.
DTC Description
PCM sets DTC P0032 if the PCM detects that the front HO2S heater control line is open or short to battery circuit.
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DTC Detecting Condition
Item Detecting Condition Possible Cause
DTC Strategy • Electrical Check
• 10V < Battery voltage < 16V • Open or short to battery in control
Enable Conditions
• 1% < Heater power < 99% harness
• Poor connection or damaged
Threshold Value • Short to Battery or Line break
harness
Diagnostic Time • 10 sec. • Faulty HO2S
Mil On Condition • 2 Driving Cycles
Specification
Temp.(°C) Temp.(°F) Heater Resistance (Ω)
18~20 64~82 Approx. 9
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
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▶ Repair or replace as necessary and go to "Verification of Vehicle Repair" procedure.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
Component Inspection
1. Ignition "OFF"
2. Measure resistance between power and control terminals of HO2S(B1/S1) heater(Component Side).
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
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After a repair, it is essential to verify that the fault has been corrected.
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode.
2. Press F4(DTAL) and confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted
in the freeze frame data or enable conditions .
3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0036 HO2S Heater Control Circuit (Bank 1 / Sensor 2)
Component Location
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General Description
The normal operating temperature of the HO2S(Heated Oxygen Sensor) ranges from 350 to 850°C(662 to 1562°F). The HO2S
heater greatly decreases the amount of time required for fuel control to become active. The PCM provides a pulse width
modulated control circuit to adjust current through the heater. When the HO2S is cold, the value of the resistance is low and the
current in the circuit is high. On the contrary, if the temperature in the resistor of the sensor rises, the current drops gradually.
DTC Description
The PCM determines when a rear HO2S heater fault occurs and sets DTC P0036 if measured rear HO2S resistance is lower than
the predetermined threshold.
Specification
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : B+
▶ Check for an open in the power supply circuit between the main relay and the HO2S. Especially check
for "SENSOR2 FUSE 15A" is installed and not blown. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
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HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
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Component Inspection
1. Ignition "OFF"
2. Measure resistance between power terminal and control terminal of the sensor connector (Component side)
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
Fuel System > Engine Control System > P0037 HO2S Heater Control Circuit Low (Bank 1 /
Sensor 2)
Component Location
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General Description
The normal operating temperature of the HO2S(Heated Oxygen Sensor) ranges from 350 to 850°C(662 to 1562°F). The HO2S
heater greatly decreases the amount of time required for fuel control to become active. The PCM provides a pulse width
modulated control circuit to adjust current through the heater. When the HO2S is cold, the value of the resistance is low and the
current in the circuit is high. On the contrary, if the temperature in the resistor of the sensor rises, the current drops gradually.
DTC Description
PCM sets DTC P0037 if the PCM detects that the rear HO2S heater control line is short to ground.
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DTC Detecting Condition
Item Detecting Condition Possible Cause
DTC Strategy • Electrical Check
• Related fuse blown or missing
• 10V < Battery voltage < 16V
Enable Conditions • Open or short to ground in power
• 1% < Heater PWM < 99%
supply or control harness
Threshold Value • Short to ground • Poor connection or damaged
harness
Diagnostic Time • 10 sec.
• Faulty HO2S
Mil On Condition • 2 Driving Cycles
Specification
Temp.(°C) Temp.(°F) Heater Resistance (Ω)
18~20 64~82 Approx. 9
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : B+
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▶ Check for an open in the power supply circuit between the main relay and the HO2S. Especially check
for "SENSOR2 FUSE 15A" is installed and not blown. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
Component Inspection
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1. Ignition "OFF"
2. Measure resistance between power terminal and control terminal of the sensor connector (Component side)
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
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3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0038 HO2S Heater Control Circuit High (Bank 1 /
Sensor 2)
Component Location
General Description
The normal operating temperature of the HO2S(Heated Oxygen Sensor) ranges 350 to 850°C(662 to 1562°F). The HO2S heater
greatly decreases the amount of time required for fuel control to become active. The PCM provides a pulse width modulated
control circuit to adjust current through the heater. When the HO2S is cold, the value of the resistance is low and the current in
the circuit is high. On the contrary, the temperature in the resistor of the sensor rises, the current drops gradually.
DTC Description
PCM sets DTC P0038 if the PCM detects that the rear HO2S heater control line is open or short to battery line.
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• 10V < Battery voltage < 16V • Open or short to battery in control
Enable Conditions
• 1% < Heater PWM < 99% harness
• Poor connection or damaged
Threshold Value • Short to Battery or Line break
harness
Diagnostic Time • 10 sec. • Faulty HO2S
Mil On Condition • 2 Driving Cycles
Specification
Temp.(°C) Temp.(°F) Heater Resistance (Ω)
18~20 64~82 Approx. 9
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
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Component Inspection
1. Ignition "OFF"
2. Measure resistance between power terminal and control terminal of the sensor connector (Component side)
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
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Verification of Vehicle Repair
After a repair, it is essential to verify that the fault has been corrected.
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode.
2. Press F4(DTAL) and confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted
in the freeze frame data or enable conditions .
3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0076 Intake Valve Control Solenoid Circuit-Low (Bank
1)
Component Location
General Description
The CVVT (Continuously Variable Valve Timing) system built on the camshaft helps the engine decrease the exhaust gas and
increase engine power and fuel economy by changing the valve open/close timing of the intake camshaft continuously. The intake
valve control solenoid, the main control part of the CVVT, changes the direction of the oil path through the CVVT by the duty
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control of the PCM and changes the open and close timing of the intake and exhaust valves.
DTC Description
PCM sets DTC P0076 if the PCM detects that the intake valve control solenoid control circuit is short to ground.
Specification
Oil Control Valve Normal Parameter At 20°C (68°F)
Insulation Resistance Above 50MΩ
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Temp.(°C) Temp.(°F) Resistance(Ω) Temp.(°C) Temp.(°F) Resistance(Ω)
0 32 6.2 ~ 7.4 60 140 8.0 ~ 9.2
10 50 6.5 ~ 7.7 70 158 8.3 ~ 9.5
20 68 6.9 ~ 7.9 80 176 8.6 ~ 9.8
30 86 7.1 ~ 8.3 90 194 8.9 ~ 10.1
40 104 7.4 ~ 8.6 100 212 9.2 ~ 10.4
50 122 7.7 ~ 8.9
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Signal Waveform & Data
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Fig.1) Normal OCV (-) duty ratio with idle : Approx. 12~20%
Fig.2) Normal OCV (-) duty ratio with maintaining 2000RPM : Approx. 30~50%
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect oil control valve connector
3. Measure resistance between power terminal and control terminal of the solenoid connector(Component side).
Specification :
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10 50 6.5 ~ 7.7
20 68 6.9 ~ 7.9
30 86 7.1 ~ 8.3
40 104 7.4 ~ 8.6
50 122 7.7 ~ 8.9
60 140 8.0 ~ 9.2
70 158 8.3 ~ 9.5
80 176 8.6 ~ 9.8
90 194 8.9 ~ 10.1
100 212 9.2 ~ 10.4
▶ Check oil control valve for contamination, deterioration, or damage. Substitute with a known-good
solenoid and check for proper operation. If the problem is corrected, replace solenoid and then go to
"Verification of Vehicle Repair" procedure.
Specification : Approx. B+
▶ Repair open or short to ground in the power supply circuit and go to "Verification of Vehicle Repair"
procedure.
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1. Measure voltage between terminal 1 of the oil control valve harness connector and chassis ground.
▶ Repair short to ground in control circuit and go to "Verification of Vehicle Repair" procedure.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
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locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Fuel System > Engine Control System > P0077 Intake Valve Control Solenoid Circuit-High (Bank
1)
Component Location
General Description
The CVVT (Continuously Variable Valve Timing) system built on the camshaft helps the engine decrease the exhaust gas and
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increase engine power and fuel economy by changing the valve open/close timing of the intake camshaft continuously. The intake
valve control solenoid, the main control part of the CVVT, changes the direction of the oil path through the CVVT by the duty
control of the PCM and changes the open and close timing of the intake and exhaust valves.
DTC Description
PCM sets DTC P0077 if the PCM detects that the OCV control circuit is open or short to battery.
Specification
Oil Control Valve Normal Parameter At 20°C (68°F)
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Insulation Resistance Above 50MΩ
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Signal Waveform & Data
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Fig.1) Normal OCV (-) duty ratio with idle : Approx. 12~20%
Fig.2) Normal OCV (-) duty ratio with maintaining 2000RPM : Approx. 30~50%
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect oil control valve connector
3. Measure resistance between power terminal and control terminal of the solenoid connector(Component side).
Specification :
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10 50 6.5 ~ 7.7
20 68 6.9 ~ 7.9
30 86 7.1 ~ 8.3
40 104 7.4 ~ 8.6
50 122 7.7 ~ 8.9
60 140 8.0 ~ 9.2
70 158 8.3 ~ 9.5
80 176 8.6 ~ 9.8
90 194 8.9 ~ 10.1
100 212 9.2 ~ 10.4
▶ Check oil control valve for contamination, deterioration, or damage. Substitute with a known-good
solenoid and check for proper operation. If the problem is corrected, replace solenoid and then go to
"Verification of Vehicle Repair" procedure.
Specification : Approx. B+
▶ Repair open or short to ground in the power supply circuit and go to "Verification of Vehicle Repair"
procedure.
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1. Measure voltage between terminal 1 of the oil control valve harness connector and chassis ground.
▶ Repair short to ground in control circuit and go to "Verification of Vehicle Repair" procedure.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
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locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Fuel System > Engine Control System > P0106 Manifold Absolute Pressure/Barometric Pressure
Circuit Range/Performance
Component Location
General Description
The amount of intake air flow must be inputted to PCM in order to determine the fuel injection quantity. MAPS(Manifold Absolute
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Pressure) calculates the amount of air indirectly as measuring the pressure inside of intake manifold. This mechanism is also
called Speed-Density Type. MAPS transfers analog output signal which is proportional to the change of intake manifold pressure,
then, with this signal and RPM, PCM calculates the amount of intake air flow. MAPS is mounted on surge tank to measure the
pressure inside of intake manifold, and it consists of a piezo electric element and hybrid IC which amplifies output signal from the
element. A piezo electric element is a sort of a diaphragm using piezo electric effect. One side of the diaphragm is surrounded
with vacuum chamber while intake pressure is applied to the other side. Thus, signals are outputted by the transformation of
diagphragm according to the change of pressure inside of intake manifold.
DTC Description
PCM compares the MAPS output and calculated MAPS value while enable condition is met. If the acutal MAP value is higher
than Maximum threshold or lower than Minimum threshold for a pre-determined time, PCM determines that a fault exists and a
DTC is stored.
• No relevant failure
• Dirty air cleaner.
Enable Conditions • 11 V≤ Battery voltage ≤ 16V
• Oil Cap or Dipstick missing or not
• Lambda close loop control activated installed correctly.
• Difference between model pressure and measured • Air leak in intake system
Threshold Value
pressure > 280hpa • Contact resistance in connectors.
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Diagnostic Time • Faulty MAPS or TPS
• 200 revolutions
Mil On Condition • 2 Driving Cycles
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As often as possible, the MAPS signal should be compared with the TPS signal. Check whether the MAPS and TPS signals
increase at the same time when accelerating. During acceleration, the MAPS output voltage increases; during deceleration, the
MAPS output voltage decreases.
If any DTCs relating to TPS or MAFS are stored, do ALL REPAIRS associated with those codes before proceeding with
further troubleshooting
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Voltage Inspection
1. IG "OFF".
2. Disconnect MAPS connector.
3. IG "ON" & ENG "OFF".
4. Measure voltage between each of signal / power / ground terminals of MAPS harness connector and chassis ground.
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Component Inspection
1. Check MAPS performance.
(1) IG "OFF".
(2) Connnect CH A probe to signal terminal of MAPS and CH B probe to signal terminal of TPS connector.
(3) Warm up the engine to normal operating temperature.
(4) Measure signal waveform of MAPS and TPS together by stepping on and off the accellerator pedal.
Specification :
(5) Is the measured signal waveform(Comparison response of TPS with MAPS) O.K ?
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▶ Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination,
deterioration, or damage. Repair or replace as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Substitute with a known - good MAPS and check for proper operation. If the problem is corrected,
replace MAPS and go to "Verification of Vehicle Repair" procedure.
Fuel System > Engine Control System > P0107 Manifold Absolute Pressure/Barometric Pressure
Circuit Low Input
Component Location
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General Description
The amount of intake air flow must be inputted to PCM in order to determine the fuel injection quantity. MAPS(Manifold Absolute
Pressure) calculates the amount of air indirectly as measuring the pressure inside of intake manifold. This mechanism is also
called Speed-Density Type. MAPS transfers analog output signal which is proportional to the change of intake manifold pressure,
then, with this signal and RPM, PCM calculates the amount of intake air flow. MAPS is mounted on surge tank to measure the
pressure inside of intake manifold, and it consists of a piezo electric element and hybrid IC which amplifies output signal from the
element. A piezo electric element is a sort of a diaphragm using piezo electric effect. One side of the diaphragm is surrounded
with vacuum chamber while intake pressure is applied to the other side. Thus, signals are outputted by the transformation of
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diagphragm according to the change of pressure inside of intake manifold.
DTC Description
If sensor signal input is lower than 0.25V during 5 sec, PCM sets DTC P0107.
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Signal Waveform & Data
As often as possible, the MAPS signal should be compared with the TPS signal. Check whether the MAPS and TPS signals
increase at the same time when accelerating. During acceleration, the MAPS output voltage increases; during deceleration, the
MAPS output voltage decreases.
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If any DTCs relating to TPS or MAFS are stored, do ALL REPAIRS associated with those codes before proceeding with
further troubleshooting
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
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1. IG "OFF".
2. Disconnect MAPS connector.
3. IG "ON" & ENG "OFF"
4. Measure the voltage between power terminal of MAPS harness connector and chassis ground.
Specification : Approx. 5V
Specification : Approx. 5V
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Component Inspection
1. Check MAPS performance.
(1) IG "OFF".
(2) Connnect CH A probe to signal terminal of MAPS and CH B probe to signal terminal of TPS connector.
(3) Warm up the engine to normal operating temperature.
(4) Measure signal waveform of MAPS and TPS together by stepping on and off the accellerator pedal.
Specification :
(5) Is the measured signal waveform(Comparison response of TPS with MAPS) O.K ?
▶ Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination,
deterioration, or damage. Repair or replace as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Substitute with a known - good MAPS and check for proper operation. If the problem is corrected,
replace MAPS and go to "Verification of Vehicle Repair" procedure.
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Fuel System > Engine Control System > P0108 Manifold Absolute Pressure/Barometric Pressure
Circuit High Input
Component Location
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General Description
The amount of intake air flow must be inputted to PCM in order to determine the fuel injection quantity. MAPS(Manifold Absolute
Pressure) calculates the amount of air indirectly as measuring the pressure inside of intake manifold. This mechanism is also
called Speed-Density Type. MAPS transfers analog output signal which is proportional to the change of intake manifold pressure,
then, with this signal and RPM, PCM calculates the amount of intake air flow. MAPS is mounted on surge tank to measure the
pressure inside of intake manifold, and it consists of a piezo electric element and hybrid IC which amplifies output signal from the
element. A piezo electric element is a sort of a diaphragm using piezo electric effect. One side of the diaphragm is surrounded
with vacuum chamber while intake pressure is applied to the other side. Thus, signals are outputted by the transformation of
diagphragm according to the change of pressure inside of intake manifold.
DTC Description
If sensor signal input is higher than 4.88V during 5 sec, PCM sets DTC P0108.
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Signal Waveform & Data
As often as possible, the MAPS signal should be compared with the TPS signal. Check whether the MAPS and TPS signals
increase at the same time when accelerating. During acceleration, the MAPS output voltage increases; during deceleration, the
MAPS output voltage decreases.
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If any DTCs relating to TPS or MAFS are stored, do ALL REPAIRS associated with those codes before proceeding with
further troubleshooting
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
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Specification : 0V
Specification : Below 1Ω
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▶ Go to next step as below.
Component Inspection
1. Check MAPS performance.
(1) IG "OFF".
(2) Connnect CH A probe to signal terminal of MAPS and CH B probe to signal terminal of TPS connector.
(3) Warm up the engine to normal operating temperature.
(4) Measure signal waveform of MAPS and TPS together by stepping on and off the accellerator pedal.
Specification :
(5) Is the measured signal waveform(Comparison response of TPS with MAPS) O.K ?
▶ Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination,
deterioration, or damage. Repair or replace as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Substitute with a known - good MAPS and check for proper operation. If the problem is corrected,
replace MAPS and go to "Verification of Vehicle Repair" procedure.
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Fuel System > Engine Control System > P0111 Intake Air Temperature Sensor 1 Circuit Range /
Performance
Component Location
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General Description
The Intake Air Temperature Sensor (IATS) is installed into the Mass Air Flow Sensor (MAFS). The IATS uses a thermistor whose
resistance changes with the temperature. The electrical resistance of the IATS decreases as the temperature increases, and
increases as the temperature decreases. The 5 V power source in the PCM is supplied to the IATS via a resistor in the PCM.
That is, the resistor in the PCM and the thermistor in the IATS are connected in series. When the resistance value of the
thermistor in IATS changes according to the intake air temperature, the signal voltage also changes. Using this signal, the
information of the intake air temperature, the PCM corrects basic fuel injection duration and ignition timing.
DTC Description
The purpose of this diagnosis is to detect a stuck intake air temperature signal. The diagnostic function checks whether after a
variation of the calculated intake air temperature also a variation of the measured intake air temperature is detected.PCM sets
DTC P0111 when the variation of measured intake air temperature from engine start is smaller than threshold while variation of
calculated intake air temperature by PCM is greater than threshold.
Specification
Temp.(°C) Temp.(°F) Resistance(kΩ) Temp.(°C) Temp.(°F) Resistance(kΩ)
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Signal Waveform & Data
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Fig.1) Intake Air Temp. sensor : Approx. 161.6°F at IG ON
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
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Component Inspection
1. Ignition "OFF"
2. Disconnect IATS connector
3. Measure resistance between terminals 3and 4 of the sensor connector(Component side).
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check IATS for contamination, deterioration, or damage. Substitute with a known-good IATS and check
for proper operation. If the problem is corrected, replace IATS and then go to "Verification of Vehicle
Repair" procedure.
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Fuel System > Engine Control System > P0112 Intake Air Temperature Sensor 1 Circuit Low
Input
Component Location
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General Description
The Intake Air Temperature Sensor (IATS) is installed into the Mass Air Flow Sensor (MAFS). The IATS uses a thermistor whose
resistance changes with the temperature. The electrical resistance of the IATS decreases as the temperature increases, and
increases as the temperature decreases. The 5 V power source in the PCM is supplied to the IATS via a resistor in the PCM.
That is, the resistor in the PCM and the thermistor in the IATS are connected in series. When the resistance value of the
thermistor in IATS changes according to the intake air temperature, the signal voltage also changes. Using this signal, the
information of the intake air temperature, the PCM corrects basic fuel injection duration and ignition timing.
DTC Description
PCM sets DTC P0112 if the PCM detects signal voltage lower than the possible range of a properly operating IATS.
Specification
Temp.(°C) Temp.(°F) Resistance(kΩ) Temp.(°C) Temp.(°F) Resistance(kΩ)
-10 14 8.5~9.7 20 68 2.3~2.5
0 32 5.4~6.1 30 86 1.6~1.7
10 50 3.5~3.9 80 176 Approx. 0.3
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Signal Waveform & Data
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Infinite
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2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
Component Inspection
1. Ignition "OFF"
2. Disconnect IATS connector
3. Measure resistance between terminals 3and 4 of the sensor connector(Component side).
Specification :
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80 176 Approx. 0.3
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check IATS for contamination, deterioration, or damage. Substitute with a known-good IATS and check
for proper operation. If the problem is corrected, replace IATS and then go to "Verification of Vehicle
Repair" procedure.
Fuel System > Engine Control System > P0113 Intake Air Temperature Sensor 1 Circuit High
Input
Component Location
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General Description
The Intake Air Temperature Sensor (IATS) is installed into the Mass Air Flow Sensor (MAFS). The IATS uses a thermistor whose
resistance changes with the temperature. The electrical resistance of the IATS decreases as the temperature increases, and
increases as the temperature decreases. The 5 V power source in the PCM is supplied to the IATS via a resistor in the PCM.
That is, the resistor in the PCM and the thermistor in the IATS are connected in series. When the resistance value of the
thermistor in IATS changes according to the intake air temperature, the signal voltage also changes. Using this signal, the
information of the intake air temperature, the PCM corrects basic fuel injection duration and ignition timing.
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DTC Description
PCM sets DTC P0113 if the PCM detects signal voltage higher than the possible range of a properly operating IATS.
Specification
Temp.(°C) Temp.(°F) Resistance(kΩ) Temp.(°C) Temp.(°F) Resistance(kΩ)
-10 14 8.5~9.7 20 68 2.3~2.5
0 32 5.4~6.1 30 86 1.6~1.7
10 50 3.5~3.9 80 176 Approx. 0.3
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Signal Waveform & Data
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Approx. 0Ω
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Specification : Approx. 5V
▶ Check for open or short to battery in signal harness. Repair as necessary and go to "Verification of
Vehicle Repair" procedure.
Component Inspection
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1. Ignition "OFF"
2. Disconnect IATS connector
3. Measure resistance between terminals 3and 4 of the sensor connector(Component side).
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check IATS for contamination, deterioration, or damage. Substitute with a known-good IATS and check
for proper operation. If the problem is corrected, replace IATS and then go to "Verification of Vehicle
Repair" procedure.
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Fuel System > Engine Control System > P0116 Engine Coolant Temperature Circuit Range /
Performance
Component Location
General Description
The Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage of the cylinder head for detecting the
engine coolant temperature. The ECTS uses a thermistor whose resistance changes with the temperature. The electrical
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resistance of the ECTS decreases as the temperature increases, and increases as the temperature decreases. The reference 5 V
in the PCM is supplied to the ECTS via a resistor in the PCM. That is, the resistor in the PCM and the thermistor in the ECTS are
connected in series. When the resistance value of the thermistor in the ECTS changes according to the engine coolant
temperature, the output voltage also changes.During cold engine operation the PCM increases the fuel injection duration and
controls the ignition timing using the information of engine coolant temperature to avoid engine stalling and improve drivability.
DTC Description
PCM sets DTC P0116 if the PCM detects stuck low, high or implausible high ECT signal
• No relevant failure
case 1
• 6V < Battery voltage <16V
Specification
Temp.(°C) Temp.(°F) Resistance(kΩ) Temp.(°C) Temp.(°F) Resistance(kΩ)
-20 -4 14.1 ~ 16.8 40 104 Approx. 1.2
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Signal Waveform & Data
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Fig.1) Engine Coolant Temp. sensor : Approx. 206.1 °F after warm up. ( at IG ON )
If any DTCs relating to ECTS are stored, do ALL REPAIRS associated with those codes before proceeding with further
troubleshooting
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
3. Check the engine coolant temperature parameter at idle with the GDS.
4. Is the engine coolant temperature increase to above 50°C(122°F)
5. Are the cooling fans running when engine coolant temperature is low(less than approximately 98°C(208°F)) with A/C OFF?
▶ Check for short circuit in cooling fan harness or cooling fan relay. Repair as necessary and go to
"Verification of Vehicle Repair" procedure.
▶ - With ignition "ON", Install GDS and select "COOLING FAN RELAY" on the Actuation Test mode.
- Activates "COOLING FAN RELAY" by pressing "STRT(F1)" key
- Repeat this procedure 4 or 5 times to ensure cooling fan reliability.
- If cooling fan works properly, go to next step as below
- If NG, check for intermittent fault caused by poor contact in the sensor's and/or PCM's connector. Repair
as necessary and go to "Verification of Vehicle Repair" procedure.
System Inspection
1. Coolant Level Inspection
(1) Check the cooling system coolant level.
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▶ Repair or add engine coolant as necessary and go to "Verification of Vehicle Repair" procedure.
2. Thermostat Inspection
(1) Check if the thermostat bypass valve is stuck in the open position or if the correct type of thermostat was installed.
Replace thermostat as necessary and go to "Verification of Vehicle Repair" procedure.
(2) Check the valve opening temperature of the thermostat
(3) If the opening temperature is not as specified, Replace thermostat as necessary and go to "Verification of Vehicle Repair"
procedure. If OK, go to next step as below
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-20 -4 14.1 ~ 16.8
0 32 Approx. 5.8
20 68 2.3 ~ 2.6
40 104 Approx. 1.2
60 140 Approx. 0.6
80 176 Approx. 0.3
▶ Check ECTS for contamination, deterioration, or damage. Substitute with a known-good ECTS and
check for proper operation. If the problem is corrected, replace ECTS and then go to "Verification of
Vehicle Repair" procedure.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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Fuel System > Engine Control System > P0117 Engine Coolant Temperature Circuit Low Input
Component Location
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General Description
The Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage of the cylinder head for detecting the
engine coolant temperature. The ECTS uses a thermistor whose resistance changes with the temperature. The electrical
resistance of the ECTS decreases as the temperature increases, and increases as the temperature decreases. The reference 5 V
in the PCM is supplied to the ECTS via a resistor in the PCM. That is, the resistor in the PCM and the thermistor in the ECTS are
connected in series. When the resistance value of the thermistor in the ECTS changes according to the engine coolant
temperature, the output voltage also changes.During cold engine operation the PCM increases the fuel injection duration and
controls the ignition timing using the information of engine coolant temperature to avoid engine stalling and improve drivability.
DTC Description
PCM sets DTC P0117 if the PCM detects signal voltage lower than the possible range of a properly operating ECTS.
Enable Conditions • 6V < Battery voltage <16V • Short to ground in signal harness
• Poor connection or damaged
Threshold Value • Measured coolant temperature > 138°C(280°F).
harness
Diagnostic Time • 5 sec. • Faulty ECT sensor
Mil On Condition • 2 Driving Cycles
Specification
Temp.(°C) Temp.(°F) Resistance(kΩ) Temp.(°C) Temp.(°F) Resistance(kΩ)
-20 -4 14.1 ~ 16.8 40 104 Approx. 1.2
0 32 Approx. 5.8 60 140 Approx. 0.6
20 68 2.3 ~ 2.6 80 176 Approx. 0.3
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Signal Waveform & Data
Fig.1) Engine Coolant Temp. sensor : Approx. 206.1 °F after warm up. ( at IG ON )
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Infinite
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2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
Component Inspection
1. Measure the resistance between signal terminal and ground terminal of ECTS connector. (Component side)
Specification :
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▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check ECTS for contamination, deterioration, or damage. Substitute with a known-good ECTS and
check for proper operation. If the problem is corrected, replace ECTS and then go to "Verification of
Vehicle Repair" procedure.
Fuel System > Engine Control System > P0118 Engine Coolant Temperature Circuit High Input
Component Location
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General Description
The Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage of the cylinder head for detecting the
engine coolant temperature. The ECTS uses a thermistor whose resistance changes with the temperature. The electrical
resistance of the ECTS decreases as the temperature increases, and increases as the temperature decreases. The reference 5 V
in the PCM is supplied to the ECTS via a resistor in the PCM. That is, the resistor in the PCM and the thermistor in the ECTS are
connected in series. When the resistance value of the thermistor in the ECTS changes according to the engine coolant
temperature, the output voltage also changes.During cold engine operation the PCM increases the fuel injection duration and
controls the ignition timing using the information of engine coolant temperature to avoid engine stalling and improve drivability.
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DTC Description
PCM sets DTC P0118 if the PCM detects signal voltage higher than the possible range of a properly operating ECTS.
Specification
Temp.(°C) Temp.(°F) Resistance(kΩ) Temp.(°C) Temp.(°F) Resistance(kΩ)
-20 -4 14.1 ~ 16.8 40 104 Approx. 1.2
0 32 Approx. 5.8 60 140 Approx. 0.6
20 68 2.3 ~ 2.6 80 176 Approx. 0.3
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Signal Waveform & Data
Fig.1) Engine Coolant Temp. sensor : Approx. 206.1 °F after warm up. ( at IG ON )
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Approx. 0Ω
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Specification : Approx. 0V
▶ Check for short to battery or open in signal harness. Repair as necessary and go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. 0Ω
▶ Check for open in signal harness. Repair as necessary and go to "Verification of Vehicle Repair"
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procedure.
Component Inspection
1. Measure the resistance between signal terminal and ground terminal of ECTS connector. (Component side)
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check ECTS for contamination, deterioration, or damage. Substitute with a known-good ECTS and
check for proper operation. If the problem is corrected, replace ECTS and then go to "Verification of
Vehicle Repair" procedure.
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Fuel System > Engine Control System > P0121 Throttle/Pedal Position Sensor/Switch \'A\' Circuit
Range/Performance
Component Location
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General Description
The Throttle Position Sensor (TPS) is mounted on the throttle body and detects the opening angle of the throttle plate. The TPS
has a variable resistor (potentiometer) whose characteristic is the resistance changing according to the throttle angle. During
acceleration, the TPS resistance between the reference 5V and the signal terminal decreases and output voltage increases;
during deceleration, the TPS resistance increases and TPS output voltage decreases. The PCM supplies a reference 5V to the
TPS and the output voltage increases directly with the opening of the throttle valve. The PCM determines operating conditions
such as idle (closed throttle), part load, acceleration/deceleration, and wide-open throttle from the TPS. Also The PCM uses the
Mass Air Flow Sensor (MAFS) signal along with the TPS signal to adjust fuel injection duration and ignition timing.
DTC Description
The DTC P0121 is set when the intake manifold model filtered reduced area controller is out of range in low or high load.
• No relevant failure
Enable Conditions • 11V < Battery voltage < 16V
• Lambda control active
• Poor connection or damaged
• Difference between modeled and measured pressure > harness
Threshold Value 280hpa • Faulty TP Sensor(TPS)
• Lambda controller deviation in same direction
Diagnostic Time • 200 revolutions
Mil On Condition • 2 Driving Cycles
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Specification
Closed throttle status Wide open throttle
Throttle opening angle(°) 0 ~ 0.5 ° Approx. 86 °
Voltage (V) 0.20 ~ 0.47 V 4.2 ~ 4.7 V
Terminal 1 & 2 0.71 ~ 1.38 kΩ 2.7 kΩ
Resistance (kΩ)
Terminal 2 & 3
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Signal Waveform & Data
GDS Parameter
Test Condition GDS Screen
TPS VOLTAGE
Normal value with ignition "ON" &
Accelerator pedal released 0.20~0.47V Fig.1
engine "OFF"
Normal value with engine ON & accelerator pedal fully depressed 4.2~4.7V -
Power circuit open 0.01V Fig. 2
Ground circuit open 4.99V Fig. 3
TPS signal circuit
4.99V Fig. 4
Abnormal value with ignition "ON" & open
engine "OFF"
TPS signal circuit
Approx. 0V -
short to ground
TPS signal circuit
Above 4.99V -
short to battery
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Fig.1) Signal increases proportionally with throttle open and close angle
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If any DTCs relating to TPS are stored, do ALL REPAIRS associated with those codes before proceeding with further
troubleshooting
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
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Check for open or short circuit in harness. Refer to "Signal Waveform & Data" in the "General Information" procedure
1. Many malfunctions in the electrical system are caused by poor harness(es) and terminals. Faults can also be caused by
interference from other electrical systems, and mechanical or chemical damage.
2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
Component Inspection
1. Ignition "OFF"
2. Disconnect TPS connector
3. Measure resistance between power terminal and ground terminal of TPS connector(Component side)
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4. With still TPS connector disconnected, measure resistance between signal terminal and ground terminal of TPS connector
(Component side)
5. Operate the throttle valve slowly from the idle position to the full open position and check the resistance changes smoothly in
proportion with the throttle valve opening angle.
Specification : 0.71 ~ 1.38 kΩ at closed throttle valve, 2.7 kΩ at wide open throttle
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check TPS for contamination, deterioration, or damage. Substitute with a known-good TPS and check
for proper operation. If the problem is corrected, replace TPS and then go to "Verification of Vehicle
Repair" procedure.
Fuel System > Engine Control System > P0122 Throttle Position Sensor 1 Signal Circuit Low
Input
Component Location
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General Description
The Throttle Position Sensor (TPS) is mounted on the throttle body and detects the opening angle of the throttle plate. The TPS
has a variable resistor (potentiometer) whose characteristic is the resistance changing according to the throttle angle. During
acceleration, the TPS resistance between the reference 5V and the signal terminal decreases and output voltage increases;
during deceleration, the TPS resistance increases and TPS output voltage decreases. The PCM supplies a reference 5V to the
TPS and the output voltage increases directly with the opening of the throttle valve. The PCM determines operating conditions
such as idle (closed throttle), part load, acceleration/deceleration, and wide-open throttle from the TPS. Also The PCM uses the
Mass Air Flow Sensor (MAFS) signal along with the TPS signal to adjust fuel injection duration and ignition timing.
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DTC Description
PCM sets DTC P0122 if the PCM detects signal voltage lower than the possible range of a properly operating TPS.
Specification
Closed throttle status Wide open throttle
Throttle opening angle(°) 0 ~ 0.5 ° Approx. 86 °
Voltage (V) 0.20 ~ 0.47 V 4.2 ~ 4.7 V
Terminal 1 & 2 0.71 ~ 1.38 kΩ 2.7 kΩ
Resistance (kΩ)
Terminal 2 & 3
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Signal Waveform & Data
GDS Parameter
Test Condition GDS Screen
TPS VOLTAGE
Normal value with ignition "ON" &
Accelerator pedal released 0.20~0.47V Fig.1
engine "OFF"
Normal value with engine ON & accelerator pedal fully depressed 4.2~4.7V -
Power circuit open 0.01V Fig. 2
Ground circuit open 4.99V Fig. 3
TPS signal circuit
4.99V Fig. 4
Abnormal value with ignition "ON" & open
engine "OFF"
TPS signal circuit
Approx. 0V -
short to ground
TPS signal circuit
Above 4.99V -
short to battery
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Fig.1) Signal increases proportionally with throttle open and close angle
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Check for open or short circuit in harness. Refer to "Signal Waveform & Data" in the "General Information" procedure
1. Ignition "OFF"
2. Disconnect TPS connector
3. Ignition "ON" & Engine "OFF"
4. Measure voltage between power terminal of TPS harness connector and chassis ground
Specification : Approx. 5V
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▶ Possibility of open or short to ground in 5V reference circuit. Repair as necessary and go to "Verification
of Vehicle Repair" procedure.
Check for open or short circuit in harness. Refer to "Signal Waveform & Data" in the "General Information" procedure
1. Measure voltage between signal terminal of the sensor harness connector and chassis ground
Specification : Approx. 5V
▶ Check the short to ground in signal circuit. Repair as necessary and go to "Verification of Vehicle
Repair" procedure.
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1. Many malfunctions in the electrical system are caused by poor harness(es) and terminals. Faults can also be caused by
interference from other electrical systems, and mechanical or chemical damage.
2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
Component Inspection
1. Ignition "OFF"
2. Disconnect TPS connector.
3. Measure resistance between power terminal and ground terminal of TPS connector(Component side)
4. With still TPS connector disconnected, measure resistance between signal terminal and ground terminal of TPS connector
(Component side)
5. Operate the throttle valve slowly from the idle position to the full open position and check the resistance changes smoothly in
proportion with the throttle valve opening angle.
Specification : 0.71 ~ 1.38 kΩ at closed throttle valve, 2.7 kΩ at wide open throttle
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check TPS for contamination, deterioration, or damage. Substitute with a known-good TPS and check
for proper operation. If the problem is corrected, replace TPS and then go to "Verification of Vehicle
Repair" procedure.
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Fuel System > Engine Control System > P0123 Throttle Position Sensor 1 Signal Circuit High
Input
Component Location
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General Description
The Throttle Position Sensor (TPS) is mounted on the throttle body and detects the opening angle of the throttle plate. The TPS
has a variable resistor (potentiometer) whose characteristic is the resistance changing according to the throttle angle. During
acceleration, the TPS resistance between the reference 5V and the signal terminal decreases and output voltage increases;
during deceleration, the TPS resistance increases and TPS output voltage decreases. The PCM supplies a reference 5V to the
TPS and the output voltage increases directly with the opening of the throttle valve. The PCM determines operating conditions
such as idle (closed throttle), part load, acceleration/deceleration, and wide-open throttle from the TPS. Also The PCM uses the
Mass Air Flow Sensor (MAFS) signal along with the TPS signal to adjust fuel injection duration and ignition timing.
DTC Description
PCM sets DTC P0123 if the PCM detects signal voltage higher than the possible range of a properly operating TPS
Specification
Closed throttle status Wide open throttle
Throttle opening angle(°) 0 ~ 0.5 ° Approx. 86 °
Voltage (V) 0.20 ~ 0.47 V 4.2 ~ 4.7 V
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Signal Waveform & Data
GDS Parameter
Test Condition GDS Screen
TPS VOLTAGE
Normal value with ignition "ON" &
Accelerator pedal released 0.20~0.47V Fig.1
engine "OFF"
Normal value with engine ON & accelerator pedal fully depressed 4.2~4.7V -
Power circuit open 0.01V Fig. 2
Ground circuit open 4.99V Fig. 3
TPS signal circuit
4.99V Fig. 4
Abnormal value with ignition "ON" & open
engine "OFF"
TPS signal circuit
Approx. 0V -
short to ground
TPS signal circuit
Above 4.99V -
short to battery
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Fig.1) Signal increases proportionally with throttle open and close angle
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Check for open or short circuit in harness. Refer to "Signal Waveform & Data" in the "General Information" procedure
1. Ignition "OFF"
2. Disconnect TPS connector.
3. Measure resistance between ground terminal of TPS harness connector and chassis ground.
Specification : Approx. 0Ω
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▶ Check the ground circuit for an open. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Check for open or short circuit in harness. Refer to "Signal Waveform & Data" in the "General Information" procedure
Specification : Approx. 0V
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2. Check for open in signal circuit
(1) Ignition "OFF"
(2) Measure resistance between signal terminal of TPS harness connector and TPS signal terminal of the ECM harness
connector.
Specification : Approx. 0Ω
Component Inspection
1. Ignition "OFF"
2. Disconnect TPS connector
3. Measure resistance between power terminal and ground terminal of TPS connector(Component side)
4. With still TPS connector disconnected, measure resistance between signal terminal and ground terminal of TPS connector
(Component side)
5. Operate the throttle valve slowly from the idle position to the full open position and check the resistance changes smoothly in
proportion with the throttle valve opening angle.
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Specification : 0.71 ~ 1.38 kΩ at closed throttle valve, 2.7 kΩ at wide open throttle
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check TPS for contamination, deterioration, or damage. Substitute with a known-good TPS and check
for proper operation. If the problem is corrected, replace TPS and then go to "Verification of Vehicle
Repair" procedure.
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Fuel System > Engine Control System > P0125 Insufficient Coolant Temperature for Closed
Loop Fuel Control
Component Location
General Description
An Engine Coolant Temperature Sensor (ECTS) monitors the temperature of the coolant. This input is used by the PCM for
engine control and as an enabling criteria for related diagnostics. The air flow coming into the engine is accumulated and used to
determine if the engine has been driven within conditions that would allow the engine coolant to heat up normally to the
thermostat regulating temperature. If the coolant temperature does not reach regulating temperature of the thermostat,
diagnostics that use engine coolant temperature as enabling criteria, may not run when expected.This DTC will set when there
has been excessive time to reach a minimum coolant temperature required for closed loop fuel control.
DTC Description
The purpose of this diagnosis is to monitor the minimum coolant temperature that enables lambda closed loop control after start.
Minimum coolant temperature to run lambda control must be reached before the threshold time predetermined according to intake
air temperature at start. If the lambda control is not active because of low engine coolant temperature within predetermined
minimum time after start, the PCM sets DTC P0125.
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Specification
[ECTS]
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20 2.3 ~ 2.6 80 Approx. 0.3
[THERMOSTAT]
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Monitor DTC Status
If any codes relating to ECTs are stored, do ALL REPAIRS associated with those codes before proceeding with this
troubleshooting
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
3. Check the engine coolant temperature parameter at idle with the GDS.
4. Is the engine coolant temperature increase to above 50°C (122°F)
5. Are the cooling fans running when engine coolant temperature is low ( less than approximately 98°C(208°F)) with A/C OFF?
▶ Check for short circuit in cooling fan harness or cooling fan relay. Repair as necessary and go to
"Verification of Vehicle Repair" procedure.
▶ With ignition "ON", Install GDS and select "COOLING FAN RELAY" on the Actuation Test mode.
- Activates "COOLING FAN RELAY" by pressing "STRT(F1)" key
- Repeat this procedure 4 or 5 times to ensure cooling fan reliability.
- If cooling fan works properly, go to next step as below
- If NG, check for intermittent fault caused by poor contact in the sensor’s and/or PCM’s connector. Repair
as necessary and go to "Verification of Vehicle Repair" procedure.
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System Inspection
1. Coolant Level Inspection
(1) Check the cooling system coolant level.
(2) Is the coolant in the reservoir at the proper level?
▶ Repair or add engine coolant as necessary and go to "Verification of Vehicle Repair" procedure.
2. Thermostat Inspection
(1) Check if the thermostat bypass valve is stuck in the open position or if the correct type of thermostat was installed.
Replace thermostat as necessary and go to "Verification of Vehicle Repair" procedure.
(2) Check the valve opening temperature of the thermostat.
(3) If the opening temperature is not as specified, Replace thermostat as necessary and go to "Verification of Vehicle Repair"
procedure.If OK, go to next step as below.
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(3) Measure resistance between signal terminal and ground terminal of ECTS connector.(Component side).
Specification :
Temp.(°C) Resistance(kΩ)
-20 14.1 ~ 16.8
0 Approx. 5.8
20 2.3 ~ 2.6
40 Approx. 1.2
60 Approx. 0.6
80 Approx. 0.3
▶ Check ECTS for contamination, deterioration, or damage. Substitute with a known-good ECTS and
check for proper operation. If the problem is corrected, replace ECTS and then go to "Verification of
Vehicle Repair" procedure.
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Fuel System > Engine Control System > P0128 Coolant Thermostat (Coolant Temperature below
Thermostat Regulating Temperature)
Component Location
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General Description
An Engine Coolant Temperature Sensor (ECTS) monitors the temperature of the coolant. This input is used by the PCM for
engine control and as an enabling criteria for same diagnostics. The air flow coming into the engine is accumulated and used to
determine if the engine has been driven within conditions that would allow the engine coolant to heat up normally to the
thermostat regulating temperature. If the coolant temperature does not reach regulating temperature of the thermostat,
diagnostics that use engine coolant temperature as enabling criteria, may not run when expected.This DTC will set when there
has been excessive time to reach a minimum coolant temperature required for closed loop fuel control.
DTC Description
An open stuck thermostat means an increase of the engine warm up time and can cause emission increase as well. To detect
open stuck thermostat, the PCM checks measured coolant temperature as soon as calculated coolant temperature reaches
threshold and sets DTC P0128 when measured coolant temperature is lower than threshold. If same code is set again in the next
driving cycle, MIL is illuminated.
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Specification
[ECTS]
[THERMOSTAT]
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If any codes relating to ECTs are stored, do ALL REPAIRS associated with those codes before proceeding with this
troubleshooting
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3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
3. Check the engine coolant temperature parameter at idle with the GDS.
4. Is the engine coolant temperature increase to above 50°C (122°F)
5. Are the cooling fans running when engine coolant temperature is low ( less than approximately 98°C(208°F)) with A/C OFF?
▶ Check for short circuit in cooling fan harness or cooling fan relay. Repair as necessary and go to
"Verification of Vehicle Repair" procedure.
▶ With ignition "ON", Install GDS and select "COOLING FAN RELAY" on the Actuation Test mode.
- Activates "COOLING FAN RELAY" by pressing "STRT(F1)" key
- Repeat this procedure 4 or 5 times to ensure cooling fan reliability.
- If cooling fan works properly, go to next step as below
- If NG, check for intermittent fault caused by poor contact in the sensor’s and/or PCM’s connector. Repair
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System Inspection
1. Coolant Level Inspection
(1) Check the cooling system coolant level.
(2) Is the coolant in the reservoir at the proper level?
▶ Repair or add engine coolant as necessary and go to "Verification of Vehicle Repair" procedure.
2. Thermostat Inspection
(1) Check if the thermostat bypass valve is stuck in the open position or if the correct type of thermostat was installed.
Replace thermostat as necessary and go to "Verification of Vehicle Repair" procedure.
(2) Check the valve opening temperature of the thermostat.
(3) If the opening temperature is not as specified, Replace thermostat as necessary and go to "Verification of Vehicle Repair"
procedure.If OK, go to next step as below.
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3. ECT Sensor Inspection
(1) Ignition "OFF"
(2) Disconnect ECTS connector.
(3) Measure resistance between signal terminal and ground terminal of ECTS connector.(Component side).
Specification :
Temp.(°C) Resistance(kΩ)
-20 14.1 ~ 16.8
0 Approx. 5.8
20 2.3 ~ 2.6
40 Approx. 1.2
60 Approx. 0.6
80 Approx. 0.3
▶ Check ECTS for contamination, deterioration, or damage. Substitute with a known-good ECTS and
check for proper operation. If the problem is corrected, replace ECTS and then go to "Verification of
Vehicle Repair" procedure.
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After a repair, it is essential to verify that the fault has been corrected.
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode.
2. Press F4(DTAL) and confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted
in the freeze frame data or enable conditions .
3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0130 O2 Sensor Circuit(Bank 1 / Sensor 1)
Component Location
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General Description
The HO2S(Heated Oxygen Sensor) is used to supply the PCM with information regarding the composition of the air/fuel mixture.
The HO2S is positioned in the exhaust pipe ahead of the TWC. To measure the oxygen content, the HO2S requires a supply of
ambient air as a reference. Since this is supplied through the wiring, the lead must not be clamped or damaged in any other way.
The HO2S produces a voltage that varies between 0.1V and 0.9V under normal operating conditions. The Engine Control Module
(PCM) monitors this voltage and determines if the exhaust gas is lean or rich. If the voltage input at the PCM is under approx.
0.45V the exhaust is lean, and if the voltage input is over approx. 0.45V the exhaust is rich. The PCM constantly monitors the
HO2S signal during closed loop operation and compensates for a rich or lean condition by decreasing or increasing injector pulse
width as necessary.
DTC Description
PCM sets DTC P0130 if the PCM detects that the front HO2S signal circuit is open.
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Signal Waveform & Data
GDS Parameter
Test Condition
O2 SNSR VOL.-B1/S1 O2 SNSR VOL.-B1/S2
Signal is switching from rich
Normal Value when circuit is (above 0.45V) to lean(below
Idle after warm up above 0.7V
normal 0.45V) a minimum of 3 times
in 10
HO2S(B1S1) signal circuit open Approx. 0.43~0.45V -
HO2S(B1S2) signal circuit open - Approx. 0.43~0.45V
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1. Normal value with idle after warm up : Signal is switching from rich(above 0.45V) to lean(below 0.45V) a minimum of 3 times in
10 seconds.
2. GDS display with open in signal circuit : Approx. 0.43~0.45V
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Approx. 0Ω
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▶ Go to "Signal circuit inspection" procedure.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
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Component Inspection
1. Visually/physically inspect the following items:
- Inspect the front HO2S for any silicon contamination. This contamination will be indicated by a white powdery coating on the
portion of the sensor exposed to the exhaust stream and this will result in a but false(high) voltage signal
- If contamination is evident on the HO2S, fix the source of the sensor contamination before replacing the sensor to prevent
future contamination. Go to "Verification of Vehicle Repair" procedure.
2. Warm up the engine to normal operating temperature and let it idle.
3. Connect GDSand monitor the O2 SNSR VOL.-B1/S1 parameter on the GDSdata list
Specification : Verify signal is switching from rich(above 0.45V) to lean(below 0.45V) a minimum of 3
times in 10 seconds (voltage will vary between 0.1 and 0.9V) at idle.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
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Verification of Vehicle Repair
After a repair, it is essential to verify that the fault has been corrected.
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode.
2. Press F4(DTAL) and confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted
in the freeze frame data or enable conditions .
3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0131 O2 Sensor Circuit Low Voltage(Bank 1 / Sensor
1)
Component Location
General Description
The linear O2 sensor is mounted on the front side of the Catalytic Converter (warm-up catalytic converter) or in the front exhaust
pipe. It detects a wide range of air/fuel ratios in the exhaust gas from the rich to lean regions. This linear O2 sensor produces a
current that corresponds to a specific air/fuel ratio. The PCM monitors this signal and determines whether the air/fuel mixture is
rich or lean. The PCM constantly monitors the linear O2 sensor and increases or decreases the fuel injection duration using this
signal. This is called closed-loop fuel control operation.
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DTC Description
The control unit of the linear oxygen sensor built inside the PCM monitors short circuit error on all front Heated Oxygen Sensor
(HO2S) control lines (PIN#19, PIN#40, PIN#41 and PIN#53) and PCM sets P0131 with short circuit to ground.If same code is set
again in the next driving cycle, MIL is illuminated.
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1. Normal value with idle after warm up : Signal is switching from rich(above 0.45V) to lean(below 0.45V) a minimum of 3 times in
10 seconds.
2. GDS display with open in signal circuit : Approx. 0.43~0.45V
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Infinite
▶ Repair open or short to ground in signal circuit and go to "Verification of Vehicle Repair" procedure.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
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Component Inspection
1. - Inspect the front HO2S for any silicon contamination. This contamination will be indicated by a white powdery coating and
this will result in a but false voltage signal
- If contamination is evident on the HO2S, replace contaminated sensor and go to next step.
2. Warm up the engine to normal operating temperature and check that HO2S signal is active.
3. Connect GDSand monitor the "O2 SNSR VOLT.(B1/S1)" parameter on the GDSdata list.
Specification : - Normal HO2S(B1S1) value with engine warm-up and idling : Approx. 1.5~2.0V
- Signal decreases with rich air/fuel mixture and increases with lean air/fuel mixture
- Voltage at Fuel cut-off mode : Approx. 3.0~4.0V
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
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locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Substitute with a known-good HO2S and check for proper operation. If the problem is corrected, replace
HO2S and then go to "Verification of Vehicle Repair" procedure.
Fuel System > Engine Control System > P0132 O2 Sensor Circuit High Voltage(Bank 1 / Sensor
1)
Component Location
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General Description
The linear O2 sensor is mounted on the front side of the Catalytic Converter (warm-up catalytic converter) or in the front exhaust
pipe. It detects a wide range of air/fuel ratios in the exhaust gas from the rich to lean regions. This linear O2 sensor produces a
current that corresponds to a specific air/fuel ratio. The PCM monitors this signal and determines whether the air/fuel mixture is
rich or lean. The PCM constantly monitors the linear O2 sensor and increases or decreases the fuel injection duration using this
signal. This is called closed-loop fuel control operation.
DTC Description
PCM sets DTC P0132 if the HO2S(B1S1) voltage remains excessively high for a predetermined time.
• No relevant failure
Enable Conditions • Short to Battery in signal harness
• 10V < Battery voltage
• Poor connection or damaged
Threshold Value • Short Circuit to Battery harness
• Faulty Heated O2 Sensor(HO2S)
Diagnostic Time • 1 sec
Mil On Condition • 2 Driving Cycles
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Diagnostic Circuit Diagram
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1. Normal value with idle after warm up : Signal is switching from rich(above 0.45V) to lean(below 0.45V) a minimum of 3 times in
10 seconds.
2. GDS display with open in signal circuit : Approx. 0.43~0.45V
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
▶ Repair open or short to ground in signal circuit and go to "Verification of Vehicle Repair" procedure.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
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Component Inspection
1. - Inspect the front HO2S for any silicon contamination. This contamination will be indicated by a white powdery coating and
this will result in a but false voltage signal.
- If contamination is evident on the HO2S, replace contaminated sensor and go to next step.
2. Warm up the engine to normal operating temperature and let it idle.
3. Connect GDSand monitor the "O2 SNSR VOLT.(B1/S1)" parameter on the GDSdata list.
Specification : - Normal HO2S(B1S1) value with engine warm-up and idling : Approx. 1.5~2.0V
- Signal decreases with rich air/fuel mixture and increases with lean air/fuel mixture
- Voltage at Fuel cut-off mode : Approx. 3.0~4.0V
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
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locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Substitute with a known-good HO2S and check for proper operation. If the problem is corrected, replace
HO2S and then go to "Verification of Vehicle Repair" procedure.
Fuel System > Engine Control System > P0133 O2 Sensor Circuit Slow Response (Bank 1 /
Sensor 1)
Component Location
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General Description
The linear O2 sensor is mounted on the front side of the Catalytic Converter (warm-up catalytic converter) or in the front exhaust
pipe. It detects a wide range of air/fuel ratios in the exhaust gas from the rich to lean regions. This linear O2 sensor produces a
current that corresponds to a specific air/fuel ratio. The PCM monitors this signal and determines whether the air/fuel mixture is
rich or lean. The PCM constantly monitors the linear O2 sensor and increases or decreases the fuel injection duration using this
signal. This is called closed-loop fuel control operation.
DTC Description
The PCM monitors front oxygen sensor amplitude level and compares it to predetermined minimum amplitude value which could
increase emission or disturb lambda control by the effect of aging on the oxygen sensor. The PCM sets DTC P0133 when the
amplitude of oxygen sensor is equal to or less than minimum amplitude threshold.
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• 3 mph < Vehicle speed < 112 mph
• Poor connection or damaged
• Canister purge closed harness
• No relevant failure • HO2S contamination
• 11V<Battery voltage
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Signal Waveform & Data
GDS Parameter
Test Condition
O2 SNSR VOL.-B1/S1 O2 SNSR VOL.-B1/S2
Signal is switching from rich
Normal Value when circuit is (above 0.45V) to lean(below
Idle after warm up above 0.7V
normal 0.45V) a minimum of 3 times
in 10
HO2S(B1S1) signal circuit open Approx. 0.43~0.45V -
HO2S(B1S2) signal circuit open - Approx. 0.43~0.45V
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1. Normal value with idle after warm up : Signal is switching from rich(above 0.45V) to lean(below 0.45V) a minimum of 3 times in
10 seconds.
2. GDS display with open in signal circuit : Approx. 0.43~0.45V
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
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▶ Go to next step as below.
Visual/Physical Inspection
1. Visually/physically inspect the following items:
- Ensure that the HO2S is securely installed.
- Check for corrosion on terminals
- Check for terminal tension ( at the HO2S and at the PCM)
- Check for damaged wiring
- Check the HO2S ground circuit for a good connection
2. Was a problem found in any of the above areas?
Component Inspection
1. Visually/physically inspect following items:
- Inspect the front HO2S for any silicon contamination. This contamination will be indicated by a white powdery coating and
this will result in a but false voltage signal
- If contamination is evident on the HO2S, replace contaminated sensor and go to next step.
2. Warm up the engine to normal operating temperature and check that HO2S signal is active.
3. Connect GDSand monitor the "O2 SNSR VOLT.(B1/S1)" parameter on the GDSdata list.
Specification : - Normal HO2S(B1S1) value with engine warm-up and idling : Approx. 1.5~2.0V
- Signal decreases with rich air/fuel mixture and increases with lean air/fuel mixture
- Voltage at Fuel cut-off mode : Approx. 3.0~4.0V
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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▶ Substitute with a known-good HO2S and check for proper operation. If the problem is corrected, replace
HO2S and then go to "Verification of Vehicle Repair" procedure.
Fuel System > Engine Control System > P0134 O2 Sensor Circuit No Activity Detected (Bank 1
Sensor 1)
Component Location
cardiagn.com
General Description
The HO2S(Heated Oxygen Sensor) is used to supply the PCM with information regarding the composition of the air/fuel mixture.
The HO2S is positioned in the exhaust pipe ahead of the TWC. To measure the oxygen content, the HO2S requires a supply of
ambient air as a reference. Since this is supplied through the wiring, the lead must not be clamped or damaged in any other way.
The HO2S produces a voltage that varies between 0.1V and 0.9V under normal operating conditions. The Engine Control Module
(PCM) monitors this voltage and determines if the exhaust gas is lean or rich. If the voltage input at the PCM is under approx.
0.45V the exhaust is lean, and if the voltage input is over approx. 0.45V the exhaust is rich. The PCM constantly monitors the
HO2S signal during closed loop operation and compensates for a rich or lean condition by decreasing or increasing injector pulse
width as necessary.
DTC Description
1. Signal amplitude plausibility error : In order to determine the signal amplitude plausibility, the PCM monitors front HO2S signal
level from rich to lean and from lean to rich. The PCM sets DTC P0134, If the difference of the signal transition level is too
small.
2. Signal plausibility error during fuel cut-off : PCM sets DTC P0134, if the HO2S(B1S1) signal is too high during fuel cut-off
period for a predetermined time.
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1. Normal value with idle after warm up : Signal is switching from rich(above 0.45V) to lean(below 0.45V) a minimum of 3 times in
10 seconds.
2. GDS display with open in signal circuit : Approx. 0.43~0.45V
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Visually/physically inspect the following conditions:
- Ensure that the HO2S is securely installed.
- Silicon contamination. This contamination will be indicated by a white powdery coating on the portion of the sensor exposed
to the exhaust stream and this will result in a but false(high) voltage signal.
- Fuel, engine coolant or oil contamination.
- Use of improper sealant.
- If contamination is evident on the HO2S, Fix the source of the sensor contamination before replacing the sensor to prevent
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Specification : Refer to "Signal Waveform & Data" in the "General Information" procedure. Verify signal
is switching from rich(above 0.45V) to lean(below 0.45V) a minimum of 3 times in 10 seconds (voltage
will vary between 0.1 and 0.9V) at idle.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
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in the freeze frame data or enable conditions .
3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0136 O2 Sensor Circuit(Bank 1 / Sensor 2)
Component Location
General Description
The rear heated oxygen sensor is mounted on the rear side of the Catalytic Converter (warm-up catalytic converter) or in the rear
exhaust pipe, which is able to detect catalyst efficiency. The rear heated oxygen sensor (HO2S) produces a voltage between 0V
and 1V. This rear heated oxygen sensor is used to estimate the oxygen storage capability. If a catalyst has good conversion
properties, the oxygen fluctuations are smoothed by the oxygen storage capacity of the catalyst. If the conversion provided by the
catalyst is low due to aging, poisoning or misfiring, then the oxygen fluctuations are similar to signals from the front oxygen
sensor.
DTC Description
PCM sets DTC P0136 if the PCM detects that the rear HO2S signal circuit is open.
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Signal Waveform & Data
GDS Parameter
Test Condition
O2 SNSR VOL.-B1/S1 O2 SNSR VOL.-B1/S2
Signal is switching from rich
Normal Value when circuit is (above 0.45V) to lean(below
Idle after warm up above 0.7V
normal 0.45V) a minimum of 3 times
in 10
HO2S(B1S1) signal circuit open Approx. 0.43~0.45V -
HO2S(B1S2) signal circuit open - Approx. 0.43~0.45V
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Fig.1) HO2S signal waveform with idle after warm up :
1: Normal status(Approx. above 0.7V), 2: Open in signal circuit(Approx. 0.4~0.5V)
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Approx. 0Ω
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▶ Go to "Signal circuit inspection" procedure.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
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Component Inspection
1. With ignition "OFF", reconnect the HO2S connector.
2. Warm up the engine to normal operating temperature and let it idle.
3. Connect GDSand monitor the HO2S SNSR VOL.-B1/S2 parameter on the GDSdata list.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
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in the freeze frame data or enable conditions .
3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0137 O2 Sensor Circuit Low Voltage (Bank 1 / Sensor
2)
Component Location
General Description
The normal operating temperature of the HO2S(Heated Oxygen Sensor) ranges from 350 to 850°C(662 to 1562°F). The HO2S
heater greatly decreases the amount of time required for fuel control to become active. The PCM provides a pulse width
modulated control circuit to adjust current through the heater. When the HO2S is cold, the value of the resistance is low and the
current in the circuit is high. On the contrary, if the temperature in the resistor of the sensor rises, the current drops gradually.
DTC Description
PCM sets DTC P0137 if the HO2S(B1S2) voltage remains excessively low for a predetermined time.
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Signal Waveform & Data
GDS Parameter
Test Condition
HO2S SNSR VOL.-B1/S1 HO2S SNSR VOL.-B1/S2
Signal is switching from rich
Normal Value when (above 0.45V) to lean(below
Idle after warm up above 0.7V
circuit is normal 0.45V) a minimum of 3 times
in 10 seconds.
HO2S(B1S1) signal circuit open Approx. 0.43~0.45V -
HO2S(B1S2) signal circuit open - Approx. 0.43~0.45V
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Fig.1) HO2S signal waveform with idle after warm up :
1: Normal status(Approx. above 0.7V), 2: Open in signal circuit(Approx. 0.4~0.5V)
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Infinite
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▶ Go to next step as below.
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
Component Inspection
1. With ignition "OFF", reconnect the HO2S connector.
2. Warm up the engine to normal operating temperature and let it idle.
3. Connect GDSand monitor the HO2S SNSR VOL.-B1/S2 parameter on the GDSdata list.
▶Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ '- Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
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Fuel System > Engine Control System > P0138 O2 Sensor Circuit High Voltage (Bank 1 / Sensor
2)
Component Location
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General Description
The rear heated oxygen sensor is mounted on the rear side of the Catalytic Converter (warm-up catalytic converter) or in the rear
exhaust pipe, which is able to detect catalyst efficiency. The rear heated oxygen sensor (HO2S) produces a voltage between 0V
and 1V. This rear heated oxygen sensor is used to estimate the oxygen storage capability. If a catalyst has good conversion
properties, the oxygen fluctuations are smoothed by the oxygen storage capacity of the catalyst. If the conversion provided by the
catalyst is low due to aging, poisoning or misfiring, then the oxygen fluctuations are similar to signals from the front oxygen
sensor.
DTC Description
PCM sets DTC P0138 if the HO2S(B1S2) voltage remains excessively high for a predetermined time.
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Signal Waveform & Data
GDS Parameter
Test Condition
HO2S SNSR VOL.-B1/S1 HO2S SNSR VOL.-B1/S2
Signal is switching from rich
Normal Value when (above 0.45V) to lean(below
Idle after warm up above 0.7V
circuit is normal 0.45V) a minimum of 3 times
in 10 seconds.
HO2S(B1S1) signal circuit open Approx. 0.43~0.45V -
HO2S(B1S2) signal circuit open - Approx. 0.43~0.45V
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Fig.1) HO2S signal waveform with idle after warm up :
1: Normal status(Approx. above 0.7V), 2: Open in signal circuit(Approx. 0.4~0.5V)
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
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5. Is voltage within the specification?
HO2S must have a clean air reference to function properly. The air is obtained by way of the sensor
wire(s). Do not attempt to repair the wire(s), connector, or the terminals.
Component Inspection
1. With ignition "OFF", reconnect the HO2S connector.
2. Warm up the engine to normal operating temperature and let it idle.
3. Connect GDSand monitor the HO2S SNSR VOL.-B1/S2 parameter on the GDSdata list.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ '- Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
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Fuel System > Engine Control System > P0139 O2 Sensor Circuit Slow Response(Bank 1 /
Sensor 2)
Component Location
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General Description
The rear heated oxygen sensor is mounted on the rear side of the Catalytic Converter (warm-up catalytic converter) or in the rear
exhaust pipe, which is able to detect catalyst efficiency. The rear heated oxygen sensor (HO2S) produces a voltage between 0V
and 1V. This rear heated oxygen sensor is used to estimate the oxygen storage capability. If a catalyst has good conversion
properties, the oxygen fluctuations are smoothed by the oxygen storage capacity of the catalyst. If the conversion provided by the
catalyst is low due to aging, poisoning or misfiring, then the oxygen fluctuations are similar to signals from the front oxygen
sensor.
DTC Description
The PCM monitors rich-lean switching time of rear heated oxygen sensor (HO2S) after fuel cut-off to validate dynamic behavior of
rear heated oxygen sensor (HO2S). After detection of fuel cut-off engine operating state, the PCM measures rich-lean switching
time of the rear heated oxygen sensor (HO2S) signal and compares it to the predetermined limit value. DTC P0139 is set when
the switching time is bigger than the limit value.
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Signal Waveform & Data
GDS Parameter
Test Condition
HO2S SNSR VOL.-B1/S1 HO2S SNSR VOL.-B1/S2
Signal is switching from rich
Normal Value when (above 0.45V) to lean(below
Idle after warm up above 0.7V
circuit is normal 0.45V) a minimum of 3 times
in 10 seconds.
HO2S(B1S1) signal circuit open Approx. 0.43~0.45V -
HO2S(B1S2) signal circuit open - Approx. 0.43~0.45V
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Fig.1) HO2S signal waveform with idle after warm up :
1: Normal status(Approx. above 0.7V), 2: Open in signal circuit(Approx. 0.4~0.5V)
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Visually/physically inspect the following conditions:
'- Ensure that the sensor is securely installed
'- Check for corrosion on terminals
'- Check for damaged wiring
'- Repair as necessary and go to next step
2. Warm up the engine to normal operating temperature and let it idle.
3. Connect GDSand monitor the O2 SNSR VOL.-B1/S2 parameter on the GDSdata list.
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Specification : Above 0.6V at idle
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ '- Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
Visual/Physical Inspection
1. Visually/physically inspect the following items:
'- Check for corrosion on terminals.
'- Check for terminal tension ( at the HO2S and at the PCM)
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Fuel System > Engine Control System > P0140 O2 Sensor Circuit No Activity Detected (Bank 1 /
Sensor 2)
Component Location
General Description
The normal operating temperature of the HO2S(Heated Oxygen Sensor) ranges from 350 to 850°C(662 to 1562°F). The HO2S
heater greatly decreases the amount of time required for fuel control to become active. The PCM provides a pulse width
modulated control circuit to adjust current through the heater. When the HO2S is cold, the value of the resistance is low and the
current in the circuit is high. On the contrary, if the temperature in the resistor of the sensor rises, the current drops gradually.
DTC Description
Due to possible oxygen sensor defects (e.g. reference air poisoning) or faults in the injection system (e.g. leaking fuel injector),
the rear oxygen sensor may not provide the expected lean or rich signal level during fuel cut-off or full load condition. Hence, the
oxygen sensor signal is checked for plausibility during this engine operating states.There are 2 cases which DTC P0140 sets.
(I) Signal monitoring during fuel cut-off: The PCM monitors rear O2 sensor signal level during fuel cut-off which normally shows
near 0V and sets DTC P0140 when signal level is too high.
(II) Signal monitoring after fuel cut-off: The PCM monitors rear O2 sensor signal level after leaving fuel cut-off and sets DTC
P0140 when signal remains at or below 0.6V.
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• Integrated mass air flow in last fuel cut off > 10g
• Integrated mass air flow in part load > 250g
• Downstream HO2S sensor signal at end of last fuel cut off <
0.25V
case1
• Minimum HO2S(S1) during Catalyst Purge phase < 0.5V
• Catalyst temperature > 348°C(658°F)
Enable • No relevant failure
Conditions • 11V < Battery voltage < 16V • Related fuse blown or missing
• Poor connection or damaged
• 20g < Integrated mass air flow since begin
harness
• No relevant failure
• HO2S contamination
case2 • 10V < Battery voltage
• Fuel Cut Off active
• Fuel cut off phase
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Mil On Condition • 2 Driving Cycles
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Fig.1) HO2S signal waveform with idle after warm up :
1: Normal status(Approx. above 0.7V), 2: Open in signal circuit(Approx. 0.4~0.5V)
If any DTCs relating to HO2S are stored, do ALL REPAIRS associated with those codes before proceeding with further
troubleshooting.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Visually/physically inspect the following conditions:
'- Ensure that the sensor is securely installed
'- Check for corrosion on terminals
'- Check for damaged wiring
'- Repair as necessary and go to next step
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▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ '- Check HO2S for contamination, deterioration, or damage. Substitute with a known-good HO2S and
check for proper operation. If the problem is corrected, replace HO2S and then go to "Verification of
Vehicle Repair" procedure.
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4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0170 Fuel Trim (Bank 1)
General Description
In order to provide the best possible combination of drivability, fuel economy and emission control, the PCM uses a closed loop
air/fuel metering system. The PCM monitors the HO2S signal voltage and adjusts fuel delivery based it in closed loop fuel control.
Changes in fuel delivery will be indicated by the long-term and the short-term fuel trim values. The ideal fuel trim value is around
0%. The PCM will add fuel when the HO2S signal is indicating a lean condition. Additional fuel is indicated by fuel trim values that
are above 0%. The PCM will reduce fuel when the HO2S signal is indicating a rich condition. Reduction in fuel is indicated by fuel
trim values that are below 0%. The DTC relevant to fuel trim will be set when the amount reaches excessive levels because of a
lean or rich condition.
DTC Description
If the fuel trim values reaches the maximum or minimum threshold, then feedback control is no longer possible and emissions will
be increased. The PCM sets DTC P0170 if no proportional fuel adaptation occurs for a defined time after the short term fuel trim
has reached its minimum or maximum threshold.
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GDS Parameter
Test Condition
HO2S SNSR VOL.-B1/S1 HO2S SNSR VOL.-B1/S2
Signal is switching from rich
Normal Value when (above 0.45V) to lean(below
Idle after warm up above 0.7V
circuit is normal 0.45V) a minimum of 3 times
in 10 seconds.
HO2S(B1S1) signal circuit open Approx. 0.43~0.45V -
HO2S(B1S2) signal circuit open - Approx. 0.43~0.45V
GDS Parameter
Test Condition
TPS VOLTAGE
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Normal value with
Accelerator pedal released 0.20~0.47V
ignition "ON" & engine "OFF"
Normal value with engine ON & accelerator pedal fully depressed 4.2~4.7V
Power circuit open 0.01V
Ground cicuit open 4.99V
Abnormal value with
TPS signal circuit open 4.99V
ignition "ON" & engine "OFF"
TPS signal circuit short to ground Approx. 0V
TPS signal circuit short to battery Above 4.99V
If any DTCs relating to INJECTOR,HO2S,ECTS, or MAFS are stored, do ALL REPAIRS associated with those codes before
proceeding with further troubleshooting.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
The main purpose of this test is to identify potential engine mechanical condition problems and fuel and ignition systems
problems that are not common to all cylinders. For best results, perform this test while maintaining as steady an rpm reading
as possible.
Before beginning tests; set the parking brake, place gear selector in P or N and block drive wheels for safety.
▶ Cylinders with the least amount of RPM drop are not contributing their share of power.
▶ Go to "Fuel Injector Inspection" procedure and check the suspect cylinders.
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If the RPM loss between cylinders is quite large(200RPM or more) and engine has high mileage,
there is possibility of engine wear. Perform compression test with pressure gauge to check the engine
wear.
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▶ Go to next step as below.
Sensor Inspection
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If the contamination is evident on the HO2S or MAFS. Fix the source of the sensor contamination before replacing the
sensor to prevent future contamination.
▶ Check the PCV(Positive Crankcase Ventilation) valve for operation properly. Refer to "EM" group in
Workshop Manual. If OK, check that engine oil is diluted with fuel. Change the oil or filter as necessary
and go to "Verification of Vehicle Repair" procedure.
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Fuel System Inspection
1. Fuel Line Pressure Inspection
(1) Check the fuel for excessive water, alcohol, or other contaminants. Replace contaminated fuel as necessary.
(2) Install a fuel pressure gage.
(3) Inspect fuel pressure with normal idle status.
Specification : 338~348kPa(3.45~3.55kg/cm²)
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
Specification : After engine stops, the gauge reading should hold for minimum 5 minutes
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Fuel System > Engine Control System > P0171 System too Lean (Bank 1)
General Description
In order to provide the best possible combination of drivability, fuel economy and emission control, the PCM uses a closed loop
air/fuel metering system. The PCM monitors the HO2S signal voltage and adjusts fuel delivery based it in closed loop fuel control.
Changes in fuel delivery will be indicated by the long-term and the short-term fuel trim values. The ideal fuel trim value is around
0%. The PCM will add fuel when the HO2S signal is indicating a lean condition. Additional fuel is indicated by fuel trim values that
are above 0%. The PCM will reduce fuel when the HO2S signal is indicating a rich condition. Reduction in fuel is indicated by fuel
trim values that are below 0%. The DTC relevant to fuel trim will be set when the amount reaches excessive levels because of a
lean or rich condition.
DTC Description
If the lambda controller reaches the maximum or minimum threshold, then feedback control is no longer possible and emissions
will be increased. The PCM sets DTC P2096 if no proportional post catalyst fuel trim adaptation occurs for a defined time after the
lambda controller has reached its maximum threshold.
GDS Parameter
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GDS Parameter
Test Condition
TPS VOLTAGE
Normal value with
Accelerator pedal released 0.20~0.47V
ignition "ON" & engine "OFF"
Normal value with engine ON & accelerator pedal fully depressed 4.2~4.7V
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Power circuit open 0.01V
Ground cicuit open 4.99V
Abnormal value with
TPS signal circuit open 4.99V
ignition "ON" & engine "OFF"
TPS signal circuit short to ground Approx. 0V
TPS signal circuit short to battery Above 4.99V
If any DTCs relating to INJECTOR,HO2S,ECTS, or MAFS are stored, do ALL REPAIRS associated with those codes before
proceeding with further troubleshooting.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
The main purpose of this test is to identify potential engine mechanical condition problems and fuel and ignition systems
problems that are not common to all cylinders. For best results, perform this test while maintaining as steady an rpm reading
as possible.
Before beginning tests; set the parking brake, place gear selector in P or N and block drive wheels for safety.
▶ Cylinders with the least amount of RPM drop are not contributing their share of power.
▶ Go to "Fuel Injector Inspection" procedure and check the suspect cylinders.
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If the RPM loss between cylinders is quite large(200RPM or more) and engine has high mileage,
there is possibility of engine wear. Perform compression test with pressure gauge to check the engine
wear.
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▶ Go to next step as below.
Sensor Inspection
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If the contamination is evident on the HO2S or MAFS. Fix the source of the sensor contamination before replacing the
sensor to prevent future contamination.
▶ Check the PCV(Positive Crankcase Ventilation) valve for operation properly. Refer to "EM" group in
Workshop Manual. If OK, check that engine oil is diluted with fuel. Change the oil or filter as necessary
and go to "Verification of Vehicle Repair" procedure.
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Fuel System Inspection
1. Fuel Line Pressure Inspection
(1) Check the fuel for excessive water, alcohol, or other contaminants. Replace contaminated fuel as necessary.
(2) Install a fuel pressure gage.
(3) Inspect fuel pressure with normal idle status.
Specification : 338~348kPa(3.45~3.55kg/cm²)
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
Specification : After engine stops, the gauge reading should hold for minimum 5 minutes
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Fuel System > Engine Control System > P0172 System too Rich (Bank 1)
General Description
In order to provide the best possible combination of drivability, fuel economy and emission control, the PCM uses a closed loop
air/fuel metering system. The PCM monitors the HO2S signal voltage and adjusts fuel delivery based it in closed loop fuel control.
Changes in fuel delivery will be indicated by the long-term and the short-term fuel trim values. The ideal fuel trim value is around
0%. The PCM will add fuel when the HO2S signal is indicating a lean condition. Additional fuel is indicated by fuel trim values that
are above 0%. The PCM will reduce fuel when the HO2S signal is indicating a rich condition. Reduction in fuel is indicated by fuel
trim values that are below 0%. The DTC relevant to fuel trim will be set when the amount reaches excessive levels because of a
lean or rich condition.
DTC Description
If the lambda controller reaches the maximum or minimum threshold, then feedback control is no longer possible and emissions
will be increased. The PCM sets DTC P2097 if no proportional post catalyst fuel trim adaptation occurs for a defined time after the
lambda controller has reached its minimum threshold.
• No relevant failure
Enable Conditions
• Estimated fuel dilution in oil limited in rich side • Three Way Catalytic Converter
(TWC)
• Lambda controller + Trim value < -25 %(more than 60sec.
Threshold Value • Rear HO2S
Within 180sec.)
Diagnostic Time • 60 sec.
GDS Parameter
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GDS Parameter
Test Condition
TPS VOLTAGE
Normal value with
Accelerator pedal released 0.20~0.47V
ignition "ON" & engine "OFF"
Normal value with engine ON & accelerator pedal fully depressed 4.2~4.7V
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Power circuit open 0.01V
Ground cicuit open 4.99V
Abnormal value with
TPS signal circuit open 4.99V
ignition "ON" & engine "OFF"
TPS signal circuit short to ground Approx. 0V
TPS signal circuit short to battery Above 4.99V
If any DTCs relating to INJECTOR,HO2S,ECTS, or MAFS are stored, do ALL REPAIRS associated with those codes before
proceeding with further troubleshooting.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
The main purpose of this test is to identify potential engine mechanical condition problems and fuel and ignition systems
problems that are not common to all cylinders. For best results, perform this test while maintaining as steady an rpm reading
as possible.
Before beginning tests; set the parking brake, place gear selector in P or N and block drive wheels for safety.
▶ Cylinders with the least amount of RPM drop are not contributing their share of power.
▶ Go to "Fuel Injector Inspection" procedure and check the suspect cylinders.
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If the RPM loss between cylinders is quite large(200RPM or more) and engine has high mileage,
there is possibility of engine wear. Perform compression test with pressure gauge to check the engine
wear.
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▶ Go to next step as below.
Sensor Inspection
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If the contamination is evident on the HO2S or MAFS. Fix the source of the sensor contamination before replacing the
sensor to prevent future contamination.
▶ Check the PCV(Positive Crankcase Ventilation) valve for operation properly. Refer to "EM" group in
Workshop Manual. If OK, check that engine oil is diluted with fuel. Change the oil or filter as necessary
and go to "Verification of Vehicle Repair" procedure.
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Fuel System Inspection
1. Fuel Line Pressure Inspection
(1) Check the fuel for excessive water, alcohol, or other contaminants. Replace contaminated fuel as necessary.
(2) Install a fuel pressure gage.
(3) Inspect fuel pressure with normal idle status.
Specification : 338~348kPa(3.45~3.55kg/cm²)
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
Specification : After engine stops, the gauge reading should hold for minimum 5 minutes
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Fuel System > Engine Control System > P0196 Engine Oil Temperature Sensor-Range /
Performance
Component Location
General Description
The fluid of the CVVT is the engine oil and its density changes according to the engine oil temperature. At this time the Oil
Temperature Sensor (OTS) helps compensation against the temperature differences. The Oil Temperature Sensor measures the
engine oil temperature before the engine oil comes into the Oil-flow Control Valve (OCV).
According to the measured temperature, the Engine Control Module (PCM) compensates the oil-flow control valve operation time.
DTC Description
The purpose of this diagnosis is to detect a stuck oil temperature signal or implausibly low ,high signal. For the stuck signal
detection, the PCM checks whether after a variation of the calculated oil temperature also a variation of the measured oil
temperature is detected and sets DTC P0196 if the variation of the measured oil temperature is lower than the threshold.For the
implausibly high, low signal detection, the PCM compares measured engine oil temperature with calculated oil temperature or
coolant temperature and sets DTC P0196 when one of following conditions is met.
1. Measured oil temperature is implausibly low when calculated oil temperature is high.
2. Measured oil temperature is implausibly high when coolant is low without any relevant failure.
3. Measured oil temp. < threshold but calculated oil temp. > threshold.
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Specification
Temp.(°C) Temp.(°F) OTS Resistance(kΩ) Temp.(°C) Temp.(°F) OTS Resistance(kΩ)
-20 -4 Approx. 14.1~16.9 40 104 Approx. 1.1~1.2
0 32 Approx. 6 60 140 Approx. 0.5~0.6
20 68 Approx. 2.3~2.6 80 176 Approx. 0.3
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Signal Waveform & Data
Fig 1) Engine Oil Temp. Sensor : Approx. 204.8°F after warm up.(at IG ON)
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If any DTCs relating to OTS(Oil Temperature Sensor) or ECT(Engine Coolant Temperature)Sensor are stored, do ALL
REPAIRS associated with those codes before proceeding with this troubleshooting tree.
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
▶ Check ECTS for contamination, deterioration, poor connection or damaged harness. Repair or replace
as necessary and then go to "Verification of Vehicle Repair" procedure.
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1. Many malfunctions in the electrical system are caused by poor harness(es) and terminals. Faults can also be caused by
interference from other electrical systems, and mechanical or chemical damage.
2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
Component Inspection
1. Ignition "OFF"
2. Disconnect OTS connector.
3. Measure resistance between terminals 1 and 2 of OTS connector.(Component side)
Specification :
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60 140 Approx. 0.5~0.6
80 176 Approx. 0.3
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check OTS for contamination, deterioration, or damage. Substitute with a known-good OTS and check
for proper operation. If the problem is corrected, replace OTS and then go to "Verification of Vehicle
Repair" procedure.
Fuel System > Engine Control System > P0197 Engine Oil Temperature Sensor Low Input
Component Location
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General Description
The fluid of the CVVT is the engine oil and its density changes according to the engine oil temperature. At this time the Oil
Temperature Sensor (OTS) helps compensation against the temperature differences. The Oil Temperature Sensor measures the
engine oil temperature before the engine oil comes into the Oil-flow Control Valve (OCV).
According to the measured temperature, the Engine Control Module (PCM) compensates the oil-flow control valve operation time.
DTC Description
PCM sets DTC P0197 if the PCM detects signal voltage lower than the possible range of a properly operating OTS.
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DTC Detecting Condition
Item Detecting Condition Possible Cause
DTC Strategy • Voltage Range Check
Enable Conditions • Engine coolant temperature < 100°C(212°F) • Short circuit to ground
• Poor connection or damaged
Threshold Value • Oil temperature > 154°C(309°F)
harness
Diagnostic Time • 5 seconds • Faulty OTS
Mil On Condition • 2 Driving Cycles
Specification
Temp.(°C) Temp.(°F) OTS Resistance(kΩ) Temp.(°C) Temp.(°F) OTS Resistance(kΩ)
-20 -4 Approx. 14.1~16.9 40 104 Approx. 1.1~1.2
0 32 Approx. 6 60 140 Approx. 0.5~0.6
20 68 Approx. 2.3~2.6 80 176 Approx. 0.3
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Infinite
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Terminal and Connector Inspection
1. Many malfunctions in the electrical system are caused by poor harness(es) and terminals. Faults can also be caused by
interference from other electrical systems, and mechanical or chemical damage.
2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
Component Inspection
1. Measure resistance between terminals 1 and 2 of OTS connector.(Component side)
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check OTS for contamination, deterioration, or damage. Substitute with a known-good OTS and check
for proper operation. If the problem is corrected, replace OTS and then go to "Verification of Vehicle
Repair" procedure.
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Fuel System > Engine Control System > P0198 Engine Oil Temperature Sensor High Input
Component Location
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General Description
The fluid of the CVVT is the engine oil and its density changes according to the engine oil temperature. At this time the Oil
Temperature Sensor (OTS) helps compensation against the temperature differences. The Oil Temperature Sensor measures the
engine oil temperature before the engine oil comes into the Oil-flow Control Valve (OCV).
According to the measured temperature, the Engine Control Module (PCM) compensates the oil-flow control valve operation time.
DTC Description
PCM sets DTC P0198 if the PCM detects signal voltage higher than the possible range of a properly operating OTS.
Enable Conditions • Time after Start if coolant temperature < -10°C) >5 min. • Open or short circuit to battery
• Poor connection or damaged
Threshold Value • Oil temperature < -36°C(-33°F)
harness
Diagnostic Time • 5 seconds • Faulty OTS
Mil On Condition • 2 Driving Cycles
Specification
Temp.(°C) Temp.(°F) OTS Resistance(kΩ) Temp.(°C) Temp.(°F) OTS Resistance(kΩ)
-20 -4 Approx. 14.1~16.9 40 104 Approx. 1.1~1.2
0 32 Approx. 6 60 140 Approx. 0.5~0.6
20 68 Approx. 2.3~2.6 80 176 Approx. 0.3
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Approx. 0Ω
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▶ Go to next step as below.
Specification : Approx. 0V
▶ Check for short to battery in signal circuit. Repair as necessary and go to "Verification of Vehicle
Repair" procedure.
▶ Check for open in signal circuit. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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Component Inspection
1. Measure resistance between terminals 1 and 2 of OTS connector.(Component side)
Specification :
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
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locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check OTS for contamination, deterioration, or damage. Substitute with a known-good OTS and check
for proper operation. If the problem is corrected, replace OTS and then go to "Verification of Vehicle
Repair" procedure.
Fuel System > Engine Control System > P0230 Fuel Pump Primary Circuit
Component Location
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General Description
The PCM provides ground to one side of the coil in the fuel pump relay to control the fuel pump relay. The other side of the fuel
pump relay coil is connected to fuel pump relay, which activates when the ignition switch is ON. The PCM monitors the control
circuit between the fuel pump relay and the PCM. When the ignition switch is turned ON, the PCM energizes the fuel pump relay,
which sends power to the fuel pump.
DTC Description
PCM sets DTC P0230 if the PCM detects the fuel pump relay control circuit is open, short to ground or battery.
Enable Conditions • 10V < Battery voltage < 16V • Open or short in harness
• Poor connection or damaged
Threshold Value • Shot to Ground/Battery or Line Break
harness
Diagnostic Time • 3 seconds • Faulty fuel pump relay
Mil On Condition •-
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Diagnostic Circuit Diagram
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. With Ignition OFF, remove the fuel pump relay
2. Measure resistance between terminals 85 and 86 of the fuel pump relay(Component side)
3. Apply 12V and a ground to 85 and 86 terminals of the fuel pump relay(Components side).
4. Check if the main relay works well when it is energized. (If the fuel pump relay works normally, a clicking sound can be heard.)
5. Does the fuel pump relay operate normally?
▶ Check fuel pump relay for contamination, deterioration, or damage. Substitute with a known-good fuel
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pump relay and check for proper operation. If the problem is corrected, replace fuel pump relay and then
go to "Verification of Vehicle Repair" procedure.
Specification : Approx. B+
▶ Check for an open or short to ground in the power supply circuit. Repair as necessary and go to
"Verification of Vehicle Repair" procedure.
Specification : 4~5V
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2. Is voltage within the specification?
▶ Check for open or short in control circuit. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Thoroughly check for poor connection between PCM and component: backed out terminal, improper
mating, broken locks or poor terminal to wire connection. Repair as necessary and go to "Verification of
Vehicle Repair" procedure.
Fuel System > Engine Control System > P0261 Cylinder 1 Injector Circuit Low
Component Location
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General Description
Based on information from various sensors, the PCM measures the fuel injection amount. The fuel injector is a solenoid-operated
valve and the fuel injection amount is controlled by length of time the fuel injector is held open. The PCM controls each injector by
grounding the control circuit. When the PCM energizes the injector by grounding the control circuit, the circuit voltage should be
low (theoretically 0V) and the fuel is injected. When the PCM de-energizes the injector by opening the control circuit, the fuel
injector is closed and circuit voltage should momentarily peak.
DTC Description
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PCM sets DTC P0261 if the PCM detects that injector (Cylinder #1) control circuit is shorted to ground.
Specification
Temp.(°C) Temp.(°F) Resistance (Ω)
20 68 13.8~15.2
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect injector connector
3. Measure resistance between control terminal and power terminal of the injector connector. (Component side)
Specification :
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▶ Go to next step as below.
▶ Check injector for contamination, deterioration, or damage. Substitute with a known-good injector and
check for proper operation. If the problem is corrected, replace injector and then go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. B+
▶ Check for a open in the power supply circuit between the main relay and the Injector.
▶ Check for open or blown 10A injector fuse.
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
Specification : Infinite
▶ Repair open or short to ground in control harness and go to "Verification of Vehicle Repair" procedure .
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▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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Fuel System > Engine Control System > P0262 Cylinder 1 Injector Circuit High
Component Location
General Description
Based on information from various sensors, the PCM measures the fuel injection amount. The fuel injector is a solenoid-operated
valve and the fuel injection amount is controlled by length of time the fuel injector is held open. The PCM controls each injector by
grounding the control circuit. When the PCM energizes the injector by grounding the control circuit, the circuit voltage should be
low (theoretically 0V) and the fuel is injected. When the PCM de-energizes the injector by opening control circuit, the fuel injector
is closed and circuit voltage should momentarily peak.
DTC Description
PCM sets DTC P0262 if the PCM detects that injector (Cylinder #1) control circuit is open or shorted to battery voltage.
• 10V < Battery voltage < 16V • Open or short to battery in control
Enable Conditions
• Engine speed(rpm) >30 harness.
• Open or short to battery in control
Threshold Value • Short to battery or Line break
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Specification
Temp.(°C) Temp.(°F) Resistance (Ω)
20 68 13.8~15.2
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect injector connector
3. Measure resistance between control terminal and power terminal of the injector connector. (Component side)
Specification :
▶ Check injector for contamination, deterioration, or damage. Substitute with a known-good injector and
check for proper operation. If the problem is corrected, replace injector and then go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. B+
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▶ Check for a open in the power supply circuit between the main relay and the Injector.
▶ Check for open or blown 15A injector fuse.
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
▶ Check control circuit for open or short. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Fuel System > Engine Control System > P0264 Cylinder 2 Injector Circuit Low
Component Location
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General Description
Based on information from various sensors, the PCM measures the fuel injection amount. The fuel injector is a solenoid-operated
valve and the fuel injection amount is controlled by length of time the fuel injector is held open. The PCM controls each injector by
grounding the control circuit. When the PCM energizes the injector by grounding the control circuit, the circuit voltage should be
low (theoretically 0V) and the fuel is injected. When the PCM de-energizes the injector by opening control circuit, the fuel injector
is closed and circuit voltage should momentarily peak.
DTC Description
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PCM sets DTC P0264 if the PCM detects that injector (Cylinder #2) control circuit is shorted to ground.
Specification
Temp.(°C) Temp.(°F) Resistance (Ω)
20 68 13.8~15.2
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect injector connector
3. Measure resistance between control terminal and power terminal of the injector connector. (Component side)
Specification :
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▶ Go to next step as below.
▶ Check injector for contamination, deterioration, or damage. Substitute with a known-good injector and
check for proper operation. If the problem is corrected, replace injector and then go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. B+
▶ Check for a open in the power supply circuit between the main relay and the Injector.
▶ Check for open or blown 10A injector fuse.
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
Specification : Infinite
▶ Repair open or short to ground in control harness and go to "Verification of Vehicle Repair" procedure .
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▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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Fuel System > Engine Control System > P0265 Cylinder 2 Injector Circuit High
Component Location
General Description
Based on information from various sensors, the PCM measures the fuel injection amount. The fuel injector is a solenoid-operated
valve and the fuel injection amount is controlled by length of time the fuel injector is held open. The PCM controls each injector by
grounding the control circuit. When the PCM energizes the injector by grounding the control circuit, the circuit voltage should be
low (theoretically 0V) and the fuel is injected. When the PCM de-energizes the injector by opening control circuit, the fuel injector
is closed and circuit voltage should momentarily peak.
DTC Description
PCM sets DTC P0265 if the PCM detects that injector (Cylinder #2) control circuit is open or shorted to battery voltage.
• 10V < Battery voltage < 16V • Open or short to battery in control
Enable Conditions
• Engine speed(rpm) >30 harness.
• Poor connection or damaged
Threshold Value • Short to battery or Line break
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Specification
Temp.(°C) Temp.(°F) Resistance (Ω)
20 68 13.8~15.2
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect injector connector
3. Measure resistance between control terminal and power terminal of the injector connector. (Component side)
Specification :
▶ Check injector for contamination, deterioration, or damage. Substitute with a known-good injector and
check for proper operation. If the problem is corrected, replace injector and then go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. B+
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▶ Check for a open in the power supply circuit between the main relay and the Injector.
▶ Check for open or blown 15A injector fuse.
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
▶ Check control circuit for open or short. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Fuel System > Engine Control System > P0267 Cylinder 3 Injector Circuit Low
Component Location
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General Description
Based on information from various sensors, the ECM measures the fuel injection amount. The fuel injector is a solenoid-operated
valve and the fuel injection amount is controlled by length of time the fuel injector is held open. The ECM controls each injector by
grounding the control circuit. When the ECM energizes the injector by grounding the control circuit, the circuit voltage should be
low (theoretically 0V) and the fuel is injected. When the ECM de-energizes the injector by opening control circuit, the fuel injector
is closed and circuit voltage should momentarily peak.
DTC Description
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ECM sets DTC P0267 if the ECM detects that injector (Cylinder #3) control circuit is shorted to ground.
Specification
Temp.(°C) Temp.(°F) Resistance (Ω)
20 68 13.8~15.2
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect injector connector
3. Measure resistance between control terminal and power terminal of the injector connector. (Component side)
Specification :
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▶ Go to next step as below.
▶ Check injector for contamination, deterioration, or damage. Substitute with a known-good injector and
check for proper operation. If the problem is corrected, replace injector and then go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. B+
▶ Check for a open in the power supply circuit between the main relay and the Injector.
▶ Check for open or blown 10A injector fuse.
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
Specification : Infinite
▶ Repair open or short to ground in control harness and go to "Verification of Vehicle Repair" procedure .
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▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
cardiagn.com
Fuel System > Engine Control System > P0268 Cylinder 3 Injector Circuit High
Component Location
General Description
Based on information from various sensors, the PCM measures the fuel injection amount. The fuel injector is a solenoid-operated
valve and the fuel injection amount is controlled by length of time the fuel injector is held open. The PCM controls each injector by
grounding the control circuit. When the PCM energizes the injector by grounding the control circuit, the circuit voltage should be
low (theoretically 0V) and the fuel is injected. When the PCM de-energizes the injector by opening control circuit, the fuel injector
is closed and circuit voltage should momentarily peak.
DTC Description
PCM sets DTC P0268 if the PCM detects that injector (Cylinder #3) control circuit is open or shorted to battery voltage.
• 10V < Battery voltage < 16V • Open or short to battery in control
Enable Conditions
• Engine speed(rpm) >30 harness.
• Poor connection or damaged
Threshold Value • Short to battery or Line break
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Specification
Temp.(°C) Temp.(°F) Resistance (Ω)
20 68 13.8~15.2
cardiagn.com
Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect injector connector
3. Measure resistance between control terminal and power terminal of the injector connector. (Component side)
Specification :
▶ Check injector for contamination, deterioration, or damage. Substitute with a known-good injector and
check for proper operation. If the problem is corrected, replace injector and then go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. B+
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▶ Check for a open in the power supply circuit between the main relay and the Injector.
▶ Check for open or blown 15A injector fuse.
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
▶ Check control circuit for open or short. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Fuel System > Engine Control System > P0270 Cylinder 4 Injector Circuit Low
Component Location
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General Description
Based on information from various sensors, the ECM measures the fuel injection amount. The fuel injector is a solenoid-operated
valve and the fuel injection amount is controlled by length of time the fuel injector is held open. The ECM controls each injector by
grounding the control circuit. When the ECM energizes the injector by grounding the control circuit, the circuit voltage should be
low (theoretically 0V) and the fuel is injected. When the ECM de-energizes the injector by opening control circuit, the fuel injector
is closed and circuit voltage should momentarily peak.
DTC Description
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ECM sets DTC P0270 if the ECM detects that injector (Cylinder #4) control circuit is shorted to ground.
Specification
Temp.(°C) Temp.(°F) Resistance (Ω)
20 68 13.8~15.2
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cardiagn.com
Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect injector connector
3. Measure resistance between control terminal and power terminal of the injector connector. (Component side)
Specification :
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▶ Go to next step as below.
▶ Check injector for contamination, deterioration, or damage. Substitute with a known-good injector and
check for proper operation. If the problem is corrected, replace injector and then go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. B+
▶ Check for a open in the power supply circuit between the main relay and the Injector.
▶ Check for open or blown 10A injector fuse.
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
Specification : Infinite
▶ Repair open or short to ground in control harness and go to "Verification of Vehicle Repair" procedure .
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▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
cardiagn.com
Fuel System > Engine Control System > P0271 Cylinder 4 Injector Circuit High
Component Location
General Description
Based on information from various sensors, the PCM measures the fuel injection amount. The fuel injector is a solenoid-operated
valve and the fuel injection amount is controlled by length of time the fuel injector is held open. The PCM controls each injector by
grounding the control circuit. When the PCM energizes the injector by grounding the control circuit, the circuit voltage should be
low (theoretically 0V) and the fuel is injected. When the PCM de-energizes the injector by opening control circuit, the fuel injector
is closed and circuit voltage should momentarily peak.
DTC Description
PCM sets DTC P0271 if the PCM detects that injector (Cylinder #4) control circuit is open or shorted to battery voltage.
• 10V < Battery voltage < 16V • Open or short to battery in control
Enable Conditions
• Engine speed(rpm) >30 harness.
• Poor connection or damaged
Threshold Value • Short to battery or Line break
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Specification
Temp.(°C) Temp.(°F) Resistance (Ω)
20 68 13.8~15.2
cardiagn.com
Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect injector connector
3. Measure resistance between control terminal and power terminal of the injector connector. (Component side)
Specification :
▶ Check injector for contamination, deterioration, or damage. Substitute with a known-good injector and
check for proper operation. If the problem is corrected, replace injector and then go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. B+
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▶ Check for a open in the power supply circuit between the main relay and the Injector.
▶ Check for open or blown 15A injector fuse.
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
▶ Check control circuit for open or short. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Fuel System > Engine Control System > P0300 Random/Multiple Cylinder Misfire Detected
Component Location
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General Description
The Misfire monitor diagnostic is based on crankshaft rotation velocity variation. The ECM determines crankshaft rotational
velocity using the crankshaft position sensor and camshaft position sensor. When a cylinder misfires the crankshaft slows down
momentarily. By monitoring the crankshaft and camshaft position sensor signals, the ECM can calculate when a misfire occurs.
For a non-catalyst damaging misfire, the diagnostic will be required to report a misfire present within 1000-3200 engine
revolutions. For catalyst damaging misfire, the diagnostic will respond to monitor 200 engine revolutions. Rough roads may cause
false misfire detection. The rough road(acceleration)sensor consists of a piezoelectric vibration pick up which detects vertical
acceleration of the vehicle. The sensor signal is used by the ECM to determine the degree of vertical movement of the car, for
example, on a bumpy road. Since this may also cause uneven engine running, the ECM uses the signal to distinguish the
cardiagn.com
phenomenon from actual misfiring.
DTC Description
If the ECM detects that engine speed variation indicates a misfire sufficient to cause three-way catalyst converter damage or
emissions level to exceed standard value, the ECM sets misfire DTC. If the misfire rate is high enough to damage the catalyst,
the MIL will flash to alert the vehicle operator. With a more than two cylinder misfire detection, the ECM sets P0300.
Specification
Temp.(°C) Temp.(°F) Primary ignition coil (Ω) Secondary ignition coil(kΩ)
20 68 0.5~0.6 7.5~10.2
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If any DTCs related to injectors, HO2S, ECT(Engine Coolant Temperature)Sensor, Throttle Position sensor or Mass Air Flow
Sensor are stored, do ALL REPAIRS associated with those codes before proceeding with this troubleshooting procedure. If
the misfire rate is high enough to cause possible catalyst damage(if the MIL was blinking), ensure that the monitoring for
DTC P0420 is completed and passed after verifying the misfire repair.
cardiagn.com
5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or ECM's connector or was repaired and
ECM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ If any misfire DTCs related to companion cylinders{P0301(Cylinder1)&P0304(Cylinder4), P0302
(Cylinder2))&P0303(Cylinder3)} are also stored, go to "Ignition System Inspection" procedure.If not, go to
next step as below.
Visual Inspection
1. Visually/physically inspect for the following conditions
- Vacuum hoses in engine room for splits, kinks and improper installation
- Positive crankcase ventilation valve for improper installation, damaged o-rings and malfunctioning .
- Verify that the ECM ground connections are clean and properly tightened.
2. Check MAFS and ECTS for the following conditions:
- Contamination, deterioration, poor connection or damaged harness
- The MAF signal displayed on the scantool should increase as engine speed increases
- The engine coolant temperature displayed on the scantool should close to the actual coolant temperature.
3. Was a problem found in any of the above areas?
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Timing Inspection
1. With ignition "OFF", set up an oscilloscope as follows :
Channel A (+): terminal 3 of the Crankshaft Position Sensor(CKPS), (-): ground
Channel B (+): terminal 3 of the Camshaft Position Sensor(CMPS), (-): ground
2. Start the engine and check for signal waveform whether synchronize with camshaft sensor or not.
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Fig.1)The CMPS falling(rising) edge is coincided with 3~5 tooth of the CKP from one longer signal(missing tooth)
3. Is the signal waveform normal?
▶ Repair or readjust as necessary, if air gap of the CKPS is exceeds specification [0.3~1.7 mm
(0.012~0.067 in)]. If OK, check that the crankshaft and camshaft are correctly aligned the matching marks
of the pulleys. Repair or readjust as necessary and go to "Verification of Vehicle Repair" procedure.
(3) Measure the resistance of the primary and secondary ignition coil related to the misfiring cylinder(s)
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cardiagn.com
1. Fuel Line Pressure Inspection
(1) Check the fuel for excessive water, alcohol, or other contaminants. Replace contaminated fuel as necessary.
(2) Install a fuel pressure gage
(3) Inspect fuel pressure with normal idle status
Specification : 338~348kPa(3.45~3.55kg/cm²)
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
Specification : After engine stops, the gauge reading should hold for minimum 5 minutes
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
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▶ Verify if the engine has excessive coolant consumption. If yes, check for damaged inlet water passage,
engine block, cylinder head or head gasket. Repair or replace as necessary and go to "Verification of
Vehicle Repair" procedure.
▶ If the cylinder compression in 1 or more cylinders is low, pour a small amount of engine oil into the
cylinder through the spark plug hole and repeat compression test for cylinders with low compression
pressure.- If adding oil helps the compression, it is likely that the piston rings and/or cylinder bore are
worn or damaged.- If pressure stays low, a valve may be sticking or seating is improper, or there may be
leakage past the gasket. Repair or replace as necessary and go to "Verification of Vehicle Repair"
procedure.
cardiagn.com
Verification of Vehicle Repair
After a repair, it is essential to verify that the fault has been corrected.
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode.
2. Press F4(DTAL) and confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted
in the freeze frame data or enable conditions .
3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0301 Cylinder 1-Misfire detected
Component Location
General Description
The Misfire monitor diagnostic is based on crankshaft rotation velocity variation. The PCM determines crankshaft rotational
velocity using the crankshaft position sensor and camshaft position sensor. When a cylinder misfires the crankshaft slows down
momentarily. By monitoring the crankshaft and camshaft position sensor signals, the PCM can calculate when a misfire occurs.
For a non-catalyst damaging misfire, the diagnostic will be required to report a misfire present within 1000-3200 engine
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revolutions. For catalyst damaging misfire, the diagnostic will respond to monitor 200 engine revolutions. Rough roads may cause
false misfire detection. The rough road(acceleration)sensor consists of a piezoelectric vibration pick up which detects vertical
acceleration of the vehicle. The sensor signal is used by the PCM to determine the degree of vertical movement of the car, for
example, on a bumpy road. Since this may also cause uneven engine running, the PCM uses the signal to distinguish the
phenomenon from actual misfiring.
DTC Description
If the PCM detects that engine speed variation indicates a misfire sufficient to cause three-way catalyst converter damage or
emissions level to exceed standard value, the PCM sets DTC P0301. If the misfire rate is high enough to damage the catalyst, the
MIL will flash to alert the vehicle operator.
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• No relevant failure • Uneven compression
• 11V< Battery voltage • Air leakage
• Fuel cut off not active • Improper Fuel pressure or dirty
fuel.
• Misfire = 12~54% within 200 rev.(Catalyst temperature
Threshold Case1 • Blocked/Leaking injectors
>1050°C (1922°F))
Value • Leakage between cooling system
Case2 • Misfire = 1.2% within 1000 rev. and cylinder
Specification
Temp.(°C) Temp.(°F) Primary ignition coil (Ω) Secondary ignition coil(kΩ)
20 68 0.5~0.6 7.5~10.2
If any DTCs related to injectors, HO2S, ECT(Engine Coolant Temperature)Sensor, Throttle Position sensor or Mass Air Flow
Sensor are stored, do ALL REPAIRS associated with those codes before proceeding with this troubleshooting procedure. If
the misfire rate is high enough to cause possible catalyst damage(if the MIL was blinking), ensure that the monitoring for
DTC P0420 is completed and passed after verifying the misfire repair.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or ECM's connector or was repaired and
ECM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ If any misfire DTCs related to companion cylinders{P0301(Cylinder1)&P0304(Cylinder4), P0302
(Cylinder2))&P0303(Cylinder3)} are also stored, go to "Ignition System Inspection" procedure.If not, go to
next step as below.
Visual Inspection
1. Visually/physically inspect for the following conditions
- Vacuum hoses in engine room for splits, kinks and improper installation
- Positive crankcase ventilation valve for improper installation, damaged o-rings and malfunctioning .
- Verify that the ECM ground connections are clean and properly tightened.
2. Check MAFS and ECTS for the following conditions:
- Contamination, deterioration, poor connection or damaged harness
- The MAF signal displayed on the scantool should increase as engine speed increases
- The engine coolant temperature displayed on the scantool should close to the actual coolant temperature.
3. Was a problem found in any of the above areas?
Timing Inspection
1. With ignition "OFF", set up an oscilloscope as follows :
Channel A (+): terminal 3 of the Crankshaft Position Sensor(CKPS), (-): ground
Channel B (+): terminal 3 of the Camshaft Position Sensor(CMPS), (-): ground
2. Start the engine and check for signal waveform whether synchronize with camshaft sensor or not.
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cardiagn.com
Fig.1)The CMPS falling(rising) edge is coincided with 3~5 tooth of the CKP from one longer signal(missing tooth)
3. Is the signal waveform normal?
▶ Repair or readjust as necessary, if air gap of the CKPS is exceeds specification [0.3~1.7 mm
(0.012~0.067 in)]. If OK, check that the crankshaft and camshaft are correctly aligned the matching marks
of the pulleys. Repair or readjust as necessary and go to "Verification of Vehicle Repair" procedure.
(3) Measure the resistance of the primary and secondary ignition coil related to the misfiring cylinder(s)
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(1) Visually/physically inspect the spark plug related to the misfiring cylinder(s) for the following conditions
- Damaged insulation, Worn electrodes, Oil or fuel fouled, Loose terminals and cracks
- Check for electrode gap : 1.0 - 1.1 mm (0.039 - 0.043 in.)
- Check if the spark plug for the relevant cylinder is lighter in color than the other plugs.
(2) Was a problem found in any of the above areas?
Specification : 338~348kPa(3.45~3.55kg/cm²)
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
cardiagn.com
"Verification of Vehicle Repair" procedure.
Specification : After engine stops, the gauge reading should hold for minimum 5 minutes
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
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▶ Verify if the engine has excessive coolant consumption. If yes, check for damaged inlet water passage,
engine block, cylinder head or head gasket. Repair or replace as necessary and go to "Verification of
Vehicle Repair" procedure.
▶ If the cylinder compression in 1 or more cylinders is low, pour a small amount of engine oil into the
cylinder through the spark plug hole and repeat compression test for cylinders with low compression
pressure.- If adding oil helps the compression, it is likely that the piston rings and/or cylinder bore are
worn or damaged.- If pressure stays low, a valve may be sticking or seating is improper, or there may be
leakage past the gasket. Repair or replace as necessary and go to "Verification of Vehicle Repair"
procedure.
cardiagn.com
▶ System performing to specification at this time. Clear the DTC
Fuel System > Engine Control System > P0302 Cylinder 2-Misfire detected
Component Location
General Description
The Misfire monitor diagnostic is based on crankshaft rotation velocity variation. The PCM determines crankshaft rotational
velocity using the crankshaft position sensor and camshaft position sensor. When a cylinder misfires the crankshaft slows down
momentarily. By monitoring the crankshaft and camshaft position sensor signals, the PCM can calculate when a misfire occurs.
For a non-catalyst damaging misfire, the diagnostic will be required to report a misfire present within 1000-3200 engine
revolutions. For catalyst damaging misfire, the diagnostic will respond to monitor 200 engine revolutions. Rough roads may cause
false misfire detection. The rough road(acceleration)sensor consists of a piezoelectric vibration pick up which detects vertical
acceleration of the vehicle. The sensor signal is used by the PCM to determine the degree of vertical movement of the car, for
example, on a bumpy road. Since this may also cause uneven engine running, the PCM uses the signal to distinguish the
phenomenon from actual misfiring.
DTC Description
If the PCM detects that engine speed variation indicates a misfire sufficient to cause three-way catalyst converter damage or
emissions level to exceed standard value, the PCM sets DTC P0302. If the misfire rate is high enough to damage the catalyst, the
MIL will flash to alert the vehicle operator.
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Mil On Case1 • Immediate
Condition Case2 • 2 Driving Cycles
Specification
Temp.(°C) Temp.(°F) Primary ignition coil (Ω) Secondary ignition coil(kΩ)
20 68 0.5~0.6 7.5~10.2
If any DTCs related to injectors, HO2S, ECT(Engine Coolant Temperature)Sensor, Throttle Position sensor or Mass Air Flow
Sensor are stored, do ALL REPAIRS associated with those codes before proceeding with this troubleshooting procedure. If
the misfire rate is high enough to cause possible catalyst damage(if the MIL was blinking), ensure that the monitoring for
DTC P0420 is completed and passed after verifying the misfire repair.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or ECM's connector or was repaired and
ECM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ If any misfire DTCs related to companion cylinders{P0301(Cylinder1)&P0304(Cylinder4), P0302
(Cylinder2))&P0303(Cylinder3)} are also stored, go to "Ignition System Inspection" procedure.If not, go to
next step as below.
Visual Inspection
1. Visually/physically inspect for the following conditions
- Vacuum hoses in engine room for splits, kinks and improper installation
- Positive crankcase ventilation valve for improper installation, damaged o-rings and malfunctioning .
- Verify that the ECM ground connections are clean and properly tightened.
2. Check MAFS and ECTS for the following conditions:
- Contamination, deterioration, poor connection or damaged harness
- The MAF signal displayed on the scantool should increase as engine speed increases
- The engine coolant temperature displayed on the scantool should close to the actual coolant temperature.
3. Was a problem found in any of the above areas?
Timing Inspection
1. With ignition "OFF", set up an oscilloscope as follows :
Channel A (+): terminal 3 of the Crankshaft Position Sensor(CKPS), (-): ground
Channel B (+): terminal 3 of the Camshaft Position Sensor(CMPS), (-): ground
2. Start the engine and check for signal waveform whether synchronize with camshaft sensor or not.
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Fig.1)The CMPS falling(rising) edge is coincided with 3~5 tooth of the CKP from one longer signal(missing tooth)
3. Is the signal waveform normal?
▶ Repair or readjust as necessary, if air gap of the CKPS is exceeds specification [0.3~1.7 mm
(0.012~0.067 in)]. If OK, check that the crankshaft and camshaft are correctly aligned the matching marks
of the pulleys. Repair or readjust as necessary and go to "Verification of Vehicle Repair" procedure.
(3) Measure the resistance of the primary and secondary ignition coil related to the misfiring cylinder(s)
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(1) Visually/physically inspect the spark plug related to the misfiring cylinder(s) for the following conditions
- Damaged insulation, Worn electrodes, Oil or fuel fouled, Loose terminals and cracks
- Check for electrode gap : 1.0 - 1.1 mm (0.039 - 0.043 in.)
- Check if the spark plug for the relevant cylinder is lighter in color than the other plugs.
(2) Was a problem found in any of the above areas?
Specification : 338~348kPa(3.45~3.55kg/cm²)
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
cardiagn.com
"Verification of Vehicle Repair" procedure.
Specification : After engine stops, the gauge reading should hold for minimum 5 minutes
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
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▶ Verify if the engine has excessive coolant consumption. If yes, check for damaged inlet water passage,
engine block, cylinder head or head gasket. Repair or replace as necessary and go to "Verification of
Vehicle Repair" procedure.
▶ If the cylinder compression in 1 or more cylinders is low, pour a small amount of engine oil into the
cylinder through the spark plug hole and repeat compression test for cylinders with low compression
pressure.- If adding oil helps the compression, it is likely that the piston rings and/or cylinder bore are
worn or damaged.- If pressure stays low, a valve may be sticking or seating is improper, or there may be
leakage past the gasket. Repair or replace as necessary and go to "Verification of Vehicle Repair"
procedure.
cardiagn.com
▶ System performing to specification at this time. Clear the DTC
Fuel System > Engine Control System > P0303 Cylinder 3-Misfire detected
Component Location
General Description
The Misfire monitor diagnostic is based on crankshaft rotation velocity variation. The ECM determines crankshaft rotational
velocity using the crankshaft position sensor and camshaft position sensor. When a cylinder misfires the crankshaft slows down
momentarily. By monitoring the crankshaft and camshaft position sensor signals, the ECM can calculate when a misfire occurs.
For a non-catalyst damaging misfire, the diagnostic will be required to report a misfire present within 1000-3200 engine
revolutions. For catalyst damaging misfire, the diagnostic will respond to monitor 200 engine revolutions. Rough roads may cause
false misfire detection. The rough road(acceleration)sensor consists of a piezoelectric vibration pick up which detects vertical
acceleration of the vehicle. The sensor signal is used by the ECM to determine the degree of vertical movement of the car, for
example, on a bumpy road. Since this may also cause uneven engine running, the ECM uses the signal to distinguish the
phenomenon from actual misfiring.
DTC Description
If the PCM detects that engine speed variation indicates a misfire sufficient to cause three-way catalyst converter damage or
emissions level to exceed standard value, the PCM sets DTC P0303. If the misfire rate is high enough to damage the catalyst, the
MIL will flash to alert the vehicle operator.
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Mil On Case1 • Immediate
Condition Case2 • 2 Driving Cycles
Specification
Temp.(°C) Temp.(°F) Primary ignition coil (Ω) Secondary ignition coil(kΩ)
20 68 0.5~0.6 7.5~10.2
If any DTCs related to injectors, HO2S, ECT(Engine Coolant Temperature)Sensor, Throttle Position sensor or Mass Air Flow
Sensor are stored, do ALL REPAIRS associated with those codes before proceeding with this troubleshooting procedure. If
the misfire rate is high enough to cause possible catalyst damage(if the MIL was blinking), ensure that the monitoring for
DTC P0420 is completed and passed after verifying the misfire repair.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or ECM's connector or was repaired and
ECM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ If any misfire DTCs related to companion cylinders{P0301(Cylinder1)&P0304(Cylinder4), P0302
(Cylinder2))&P0303(Cylinder3)} are also stored, go to "Ignition System Inspection" procedure.If not, go to
next step as below.
Visual Inspection
1. Visually/physically inspect for the following conditions
- Vacuum hoses in engine room for splits, kinks and improper installation
- Positive crankcase ventilation valve for improper installation, damaged o-rings and malfunctioning .
- Verify that the ECM ground connections are clean and properly tightened.
2. Check MAFS and ECTS for the following conditions:
- Contamination, deterioration, poor connection or damaged harness
- The MAF signal displayed on the scantool should increase as engine speed increases
- The engine coolant temperature displayed on the scantool should close to the actual coolant temperature.
3. Was a problem found in any of the above areas?
Timing Inspection
1. With ignition "OFF", set up an oscilloscope as follows :
Channel A (+): terminal 3 of the Crankshaft Position Sensor(CKPS), (-): ground
Channel B (+): terminal 3 of the Camshaft Position Sensor(CMPS), (-): ground
2. Start the engine and check for signal waveform whether synchronize with camshaft sensor or not.
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Fig.1)The CMPS falling(rising) edge is coincided with 3~5 tooth of the CKP from one longer signal(missing tooth)
3. Is the signal waveform normal?
▶ Repair or readjust as necessary, if air gap of the CKPS is exceeds specification [0.3~1.7 mm
(0.012~0.067 in)]. If OK, check that the crankshaft and camshaft are correctly aligned the matching marks
of the pulleys. Repair or readjust as necessary and go to "Verification of Vehicle Repair" procedure.
(3) Measure the resistance of the primary and secondary ignition coil related to the misfiring cylinder(s)
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(1) Visually/physically inspect the spark plug related to the misfiring cylinder(s) for the following conditions
- Damaged insulation, Worn electrodes, Oil or fuel fouled, Loose terminals and cracks
- Check for electrode gap : 1.0 - 1.1 mm (0.039 - 0.043 in.)
- Check if the spark plug for the relevant cylinder is lighter in color than the other plugs.
(2) Was a problem found in any of the above areas?
Specification : 338~348kPa(3.45~3.55kg/cm²)
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
cardiagn.com
"Verification of Vehicle Repair" procedure.
Specification : After engine stops, the gauge reading should hold for minimum 5 minutes
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
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▶ Verify if the engine has excessive coolant consumption. If yes, check for damaged inlet water passage,
engine block, cylinder head or head gasket. Repair or replace as necessary and go to "Verification of
Vehicle Repair" procedure.
▶ If the cylinder compression in 1 or more cylinders is low, pour a small amount of engine oil into the
cylinder through the spark plug hole and repeat compression test for cylinders with low compression
pressure.- If adding oil helps the compression, it is likely that the piston rings and/or cylinder bore are
worn or damaged.- If pressure stays low, a valve may be sticking or seating is improper, or there may be
leakage past the gasket. Repair or replace as necessary and go to "Verification of Vehicle Repair"
procedure.
cardiagn.com
▶ System performing to specification at this time. Clear the DTC
Fuel System > Engine Control System > P0304 Cylinder 4-Misfire detected
Component Location
General Description
The Misfire monitor diagnostic is based on crankshaft rotation velocity variation. The ECM determines crankshaft rotational
velocity using the crankshaft position sensor and camshaft position sensor. When a cylinder misfires the crankshaft slows down
momentarily. By monitoring the crankshaft and camshaft position sensor signals, the ECM can calculate when a misfire occurs.
For a non-catalyst damaging misfire, the diagnostic will be required to report a misfire present within 1000-3200 engine
revolutions. For catalyst damaging misfire, the diagnostic will respond to monitor 200 engine revolutions. Rough roads may cause
false misfire detection. The rough road(acceleration)sensor consists of a piezoelectric vibration pick up which detects vertical
acceleration of the vehicle. The sensor signal is used by the ECM to determine the degree of vertical movement of the car, for
example, on a bumpy road. Since this may also cause uneven engine running, the ECM uses the signal to distinguish the
phenomenon from actual misfiring.
DTC Description
If the PCM detects that engine speed variation indicates a misfire sufficient to cause three-way catalyst converter damage or
emissions level to exceed standard value, the PCM sets DTC P0304. If the misfire rate is high enough to damage the catalyst, the
MIL will flash to alert the vehicle operator.
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cardiagn.com
Mil On Case1 • Immediate
Condition Case2 • 2 Driving Cycles
Specification
Temp.(°C) Temp.(°F) Primary ignition coil (Ω) Secondary ignition coil(kΩ)
20 68 0.5~0.6 7.5~10.2
If any DTCs related to injectors, HO2S, ECT(Engine Coolant Temperature)Sensor, Throttle Position sensor or Mass Air Flow
Sensor are stored, do ALL REPAIRS associated with those codes before proceeding with this troubleshooting procedure. If
the misfire rate is high enough to cause possible catalyst damage(if the MIL was blinking), ensure that the monitoring for
DTC P0420 is completed and passed after verifying the misfire repair.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or ECM's connector or was repaired and
ECM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ If any misfire DTCs related to companion cylinders{P0301(Cylinder1)&P0304(Cylinder4), P0302
(Cylinder2))&P0303(Cylinder3)} are also stored, go to "Ignition System Inspection" procedure.If not, go to
next step as below.
Visual Inspection
1. Visually/physically inspect for the following conditions
- Vacuum hoses in engine room for splits, kinks and improper installation
- Positive crankcase ventilation valve for improper installation, damaged o-rings and malfunctioning .
- Verify that the ECM ground connections are clean and properly tightened.
2. Check MAFS and ECTS for the following conditions:
- Contamination, deterioration, poor connection or damaged harness
- The MAF signal displayed on the scantool should increase as engine speed increases
- The engine coolant temperature displayed on the scantool should close to the actual coolant temperature.
3. Was a problem found in any of the above areas?
Timing Inspection
1. With ignition "OFF", set up an oscilloscope as follows :
Channel A (+): terminal 3 of the Crankshaft Position Sensor(CKPS), (-): ground
Channel B (+): terminal 3 of the Camshaft Position Sensor(CMPS), (-): ground
2. Start the engine and check for signal waveform whether synchronize with camshaft sensor or not.
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Fig.1)The CMPS falling(rising) edge is coincided with 3~5 tooth of the CKP from one longer signal(missing tooth)
3. Is the signal waveform normal?
▶ Repair or readjust as necessary, if air gap of the CKPS is exceeds specification [0.3~1.7 mm
(0.012~0.067 in)]. If OK, check that the crankshaft and camshaft are correctly aligned the matching marks
of the pulleys. Repair or readjust as necessary and go to "Verification of Vehicle Repair" procedure.
(3) Measure the resistance of the primary and secondary ignition coil related to the misfiring cylinder(s)
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(1) Visually/physically inspect the spark plug related to the misfiring cylinder(s) for the following conditions
- Damaged insulation, Worn electrodes, Oil or fuel fouled, Loose terminals and cracks
- Check for electrode gap : 1.0 - 1.1 mm (0.039 - 0.043 in.)
- Check if the spark plug for the relevant cylinder is lighter in color than the other plugs.
(2) Was a problem found in any of the above areas?
Specification : 338~348kPa(3.45~3.55kg/cm²)
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
cardiagn.com
"Verification of Vehicle Repair" procedure.
Specification : After engine stops, the gauge reading should hold for minimum 5 minutes
▶ Inspect the suspected area. Refer to table as below. Repair or replace as necessary and go to
"Verification of Vehicle Repair" procedure.
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▶ Verify if the engine has excessive coolant consumption. If yes, check for damaged inlet water passage,
engine block, cylinder head or head gasket. Repair or replace as necessary and go to "Verification of
Vehicle Repair" procedure.
▶ If the cylinder compression in 1 or more cylinders is low, pour a small amount of engine oil into the
cylinder through the spark plug hole and repeat compression test for cylinders with low compression
pressure.- If adding oil helps the compression, it is likely that the piston rings and/or cylinder bore are
worn or damaged.- If pressure stays low, a valve may be sticking or seating is improper, or there may be
leakage past the gasket. Repair or replace as necessary and go to "Verification of Vehicle Repair"
procedure.
cardiagn.com
▶ System performing to specification at this time. Clear the DTC
Fuel System > Engine Control System > P0315 Crankshaft Position System Variation Not
Learned
Component Location
General Description
The Crankshaft Position Sensor (CKPS) is a hall effect type sensor that generates voltage using a sensor and a target wheel
mounted on the crankshaft; there are 58 slots in the target wheel where one is longer than the others. When the slot in the wheel
aligns with the sensor, the sensor voltage outputs low. When the metal (tooth) in the wheel aligns with the sensor, the sensor
voltage outputs high. During one crankshaft rotation there are 58 rectangular signals and one longer signal. The PCM calculates
engine RPM by using the sensor’ s signal and controls the injection duration and the ignition timing. Using the signal differences
caused by the longer slot, the PCM identifies which cylinder is at top dead center.
DTC Description
The PCM sets DTC P0315 when the number of crankshaft teeth during one revolution is incorrect or crankshaft signal is missing
while camshaft signal is detected.
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Diagnostic Time •-
Mil On Condition •-
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Fig.1) The square wave signal should be smooth and without any distortion.
Fig.2)The CMPS falling(rising) edge is coincided with 3~5 tooth of the CKP from one longer signal(missing tooth)
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Set up an oscilloscope as follows :
Channel A (+): terminal 2 of the CKPS(back probe), (-): ground
Channel B (+): terminal 2 of the CMPS(back probe), (-): ground
2. Start the engine and check for signal waveform compared with reference waveform as below.
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Fig.1) The square wave signal should be smooth and without any distortion.
Fig.2) The CMPS falling(rising) edge is coincided with 3rd~5th tooth of the CKP from one longer signal(missing tooth)
3. Is the signal waveform normal?
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▶ Remove CKP and calculate air gap between sensor and flywheel/torque converter. Readjust as
necessary and go to "Verification of Vehicle Repair" procedure.
Air gap [0.3~1.7 mm [0.012~0.067 in] = measure distance from housing to teeth on flywheel/torque
converter (measurement "A") and from mounting surface on sensor to sensor tip (measurement "B")
subtract "B" from "A"
- If fail to synchronize with CMP sensor, check that the crankshaft and camshaft are correctly aligned
the matching marks of the pulleys. Repair or readjust as necessary and go to "Verification of Vehicle
Repair" procedure.
- Check CKPS for contamination, deterioration, or damage. Substitute with a known-good CKPS and
check for proper operation. If the problem is corrected, replace CKPS and then go to "Verification of
Vehicle Repair" procedure.
cardiagn.com
3. Has a problem been found?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Fuel System > Engine Control System > P0325 Knock Sensor 1 Circuit (Bank 1 or Single Sensor)
Component Location
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General Description
The knock sensor is attached to the cylinder block and senses engine knocking. The sensor contains a piezoelectric element that
converts vibration (or noise) into voltage signal and sends this signal to PCM. With input signals from camshaft position and
crankshaft position sensor, PCM can identify which cylinder is knocking. PCM filters vibrations and determines if the vibrations
are knocking signal. The Engine Control Module (PCM) uses this signal to suppress knocking by retarding ignition timing. The
PCM will set a code (Malfunction Indicator Lamp will Not turn on) if during two driving cycles the Knock sensor's output voltage
falls below minimum threshold. This code indicates an unexpected vibration is being read by the Knock sensor or PCM under
normal engine operation.
DTC Description
The PCM monitors the range of the analog input signal from knock sensor to check sensor failure that is short circuit or open
circuit. If the difference between knock signal and noise level is smaller than the threshold during defined time period, the DTC
P0325 is set. In case the noise level is higher than the upper threshold or lower than the lower threshold, the DTC P0325 is set
too.
cardiagn.com
circuit
• No relevant failure
• Poor connection or damaged
Threshold Value • Difference between sensor signal and noise level < 0.08V harness
• Faulty knock sensor
Diagnostic Time • 10 sec.
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Approx. 0Ω
▶ Check for an open in ground circuit. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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(1) Measure resistance between signal terminal of the sensor harness connector and chassis ground.
Specification : Infinite
▶ Check signal circuit for short to ground. Repair as necessary and go to "Verification of Vehicle
Repair" procedure.
Specification : Approx. 0V
cardiagn.com
3. Check for open in signal harness
(1) Ignition "OFF"
(2) Measure resistance between signal terminal of sensor harness connector and Knock signal terminal of the PCM harness
connector.
Specification : Approx. 0Ω
Component Inspection
1. Component resistance inspection
(1) Measure resistance between signal terminal and ground terminal of the sensor connector(Component side).
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(3) Rap on vise with a ball peen hammer while monitoring oscilloscope screen (there should be a spike of less than 1 volt with
each hammer strike).
▶ Check knock sensor for contamination, deterioration, or damage. Substitute with a known-good sensor
and check for proper operation. If the problem is corrected, replace sensor and then go to "Verification of
Vehicle Repair" procedure.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode.
2. Press F4(DTAL) and confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted
in the freeze frame data or enable conditions .
3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0335 Crankshaft Position Sensor \'A\' Circuit
Component Location
General Description
The Crankshaft Position Sensor (CKPS) is a hall effect type sensor that generates voltage using a sensor and a target wheel
mounted on the crankshaft; there are 58 slots in the target wheel where one is longer than the others. When the slot in the wheel
aligns with the sensor, the sensor voltage outputs low. When the metal (tooth) in the wheel aligns with the sensor, the sensor
voltage outputs high. During one crankshaft rotation there are 58 rectangular signals and one longer signal. The PCM calculates
engine RPM by using the sensor’ s signal and controls the injection duration and the ignition timing. Using the signal differences
caused by the longer slot, the PCM identifies which cylinder is at top dead center.
DTC Description
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The PCM sets DTC P0335 when the number of crankshaft teeth during one revolution is incorrect or crankshaft signal is missing
while camshaft signal is detected.
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Diagnostic Circuit Diagram
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Fig.1) The square wave signal should be smooth and without any distortion.
Fig.2)The CMPS falling(rising) edge is coincided with 3~5 tooth of the CKP from one longer signal(missing tooth)
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Approx. B+
▶ Check for a open in the power supply circuit between the main relay and the CKPS.
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
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1. Ignition "OFF"
2. Measure resistance between ground terminal of CKPS harness connector and chassis ground.
Specification : Approx. 0Ω
Specification : Approx. 5V
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▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
Specification : Approx. 0V
Component Inspection
1. Set up an oscilloscope as follows :
Channel A (+): terminal 2 of the CKPS(back probe), (-): ground
Channel B (+): terminal 2 of the CMPS(back probe), (-): ground
2. Start the engine and check for signal waveform compared with reference waveform as below.
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Fig.1) The square wave signal should be smooth and without any distortion.
Fig.2,3) The CMPS falling(rising) edge is coincided with 3rd~5th tooth of the CKP from one longer signal(missing tooth)
3. Is the signal waveform normal?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Remove CKP and calculate air gap between sensor and flywheel/torque converter. Readjust as
necessary and go to "Verification of Vehicle Repair" procedureNote) Air gap [0.3~1.7 mm [0.012~0.067 in]
= measure distance from housing to teeth on flywheel/torque converter (measurement "A") and from
mounting surface on sensor to sensor tip (measurement "B") subtract "B" from "A"
▶ If air gap is OK, check CKPS for contamination, deterioration, or damage. Substitute with a known-good
CKPS and check for proper operation. If the problem is corrected, replace CKPS and then go to
"Verification of Vehicle Repair" procedure.
Fuel System > Engine Control System > P0340 Camshaft Position Sensor \'A\' Circuit (Bank 1 or
Single Sensor)
Component Location
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General Description
The Camshaft Position Sensor (CMPS) is a sensor that detects the compression TDC of the NO. 1 cylinder. The CMPS consists
of a hall type sensor and a target on the end of the intake camshaft. When the target triggers the sensor, the sensor voltage is 5V.
If not, the sensor voltage is 0V. These CMPS signal is sent to the PCM and the PCM uses the CMPS signal for synchronizing the
firing of sequential fuel injectors.
DTC Description
The PCM monitors the camshaft sensor signal transition position which must change only once per crankshaft revolution. If no
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camshaft signal is detected while crankshaft signal is detected, the PCM sets DTC P0340.
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Monitor DTC Status
1. Clear the DTC with GDS.
2. Operate the vehicle within the following conditions:
- Engine run time at idle over 10 minutes
- Engine Oil Temp. is between 20°C(68°F) and 110°C(230°F)
3. Ignition"ON" & Engine"OFF"
4. Using a GDS, monitor DTC
5. Go to applicable troubleshooting procedure for the following conditions
- If any DTCs related to OCV(P0011) are stored, do ALL REPAIRS associated with those codes before proceeding with this
troubleshooting procedure.
- If DTC P0340 is set again, go to next step as below.
- If other DTCs are stored, go to the applicable troubleshooting procedure.
- If no DTC output, go to "Verification of Vehicle Repair" procedure.
6. Click "DTC Status" on the menu bar to see DTC's information.
7. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
8. Read "DTC Status" parameter
9. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
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Specification : Approx. B+
▶ Check for a open in the power supply circuit between the main relay and the CMPS.
▶ Especially check for open or blown 10A sensor fuse.
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
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Specification : Approx. 0Ω
Specification : Infinite
Specification : Approx. 0V
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connector.
Specification : Approx. 0Ω
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Component Inspection
1. Set up an oscilloscope as follows :
Channel A (+): terminal 2 of the CKPS(back probe), (-): ground
Channel B (+): terminal 2 of the CMPS(back probe), (-): ground
2. Start the engine and check for signal waveform compared with reference waveform as below.
Fig.1) The square wave signal should be smooth and without any distortion.
Fig.2,3) The CMPS falling(rising) edge is coincided with 3rd~5th tooth of the CKP from one longer signal(missing tooth)
3. Is the signal waveform normal?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
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procedure.
▶ Remove CKP and calculate air gap between sensor and flywheel/torque converter. Readjust as
necessary and go to "Verification of Vehicle Repair" procedureNote) Air gap [0.3~1.7 mm [0.012~0.067 in]
= measure distance from housing to teeth on flywheel/torque converter (measurement "A") and from
mounting surface on sensor to sensor tip (measurement "B") subtract "B" from "A"
▶ If air gap is OK, check CKPS for contamination, deterioration, or damage. Substitute with a known-good
CKPS and check for proper operation. If the problem is corrected, replace CKPS and then go to
"Verification of Vehicle Repair" procedure.
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Fuel System > Engine Control System > P0420 Catalyst System Efficiency below Threshold
(Bank 1)
Component Location
General Description
The PCM uses dual oxygen sensors to monitor the efficiency of the manifold catalytic converter (warm-up catalytic converter). By
monitoring the oxygen storage capacity of a catalyst, its efficiency can be indirectly calculated. The upstream (front) HO2S is
used to detect the amount of oxygen in the exhaust gas before it enters the catalytic converter. A low voltage indicates high
oxygen contents (lean air mixture). A high voltage indicates low oxygen contents (rich air mixture). When the catalyst efficiency
drops, no chemical reaction takes place. This means the concentration of oxygen will be the same at the rear as it is at the front.
The output voltage of the rear HO2S copies the voltage of the front HO2S.To monitor the system, the lean-to-rich switches of the
front HO2S to the rear HO2S is counted. The ratio of rear switches to front switches is used to determine whether the catalyst is
operating properly. An effective catalyst will have fewer rear switches than front switches, that is, a ratio closer to zero.
DTC Description
The PCM calculates oscillation size of rear HO2S signal which represents catalyst conversion properties. This oscillation size will
determine if catalyst conversion is low due to aging or poisoning from leaded fuel or misfiring. The PCM sets P0420 if the average
of calculated oscillation size of rear HO2S signal during predetermined duration is higher than the predetermined threshold.
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GDS Parameter
Test Condition
HO2S SNSR VOL.-B1/S1 HO2S SNSR VOL.-B1/S2
Signal is switching from rich
Normal Value when (above 0.45V) to lean(below
Idle after warm up above 0.7V
circuit is normal 0.45V) a minimum of 3 times
in 10 seconds.
HO2S(B1S1) signal circuit open Approx. 0.43~0.45V -
HO2S(B1S2) signal circuit open - Approx. 0.43~0.45V
If any codes relating to injectors, HO2S, ECT(Engine Coolant Temperature)Sensor, Throttle Position sensor or Mass Air
Flow Sensor are stored, do ALL REPAIRS associated with those codes before proceeding with this troubleshooting tree.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
TWC Inspection
1. Visually/physically inspect the three-way catalyst(TWC) converter for the following damage:
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▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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▶ Go to the applicable troubleshooting procedure.
Fuel System > Engine Control System > P0441 Evaporative Emission System Incorrect Purge
Flow
Component Location
General Description
The evaporative emission control system prevents hydrocarbon (HC) vapors from the fuel tank from escaping into the
atmosphere where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The PCM
controls the Purge Control Solenoid Valve (PCSV) to purge any collected vapors from the canister back to the engine for
combustlon. This valve is actuated by the purge control signal from the PCM and controls fuel vapor from the canister to the
intake manifold.
DTC Description
During "test of vapour generation" a new value from the tank pressure sensor is measured and compared with the start pressure
at beginning of "test of vapour generation".The PCM sets DTC P0441 if the pressure signal decrease occurs and the difference is
below the predetermined threshold.
If same error code is set in the next driving cycle, the PCM illuminates the MIL.
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Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
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▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and go to "Verification
of Vehicle Repair" procedure
Component Inspection
■ PCSV Inspection
1. Ignition "OFF"
2. Disconnect the hose leading from the PCSV to intake manifold at intake manifold.
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3. Using a vacuum pump, apply vacuum to the manifold side of the vacuum hose and verify PCSV holds vacuum.
4. Ignition "ON" & Engine "OFF"
5. Install GDS and select "EVAP PURGE VALVE" on the Actuation Test mode
6. Activates "EVAP PURGE VALVE" by pressing "STRT(F1)" key
7. Verify PCSV release vacuum while valve is activating(should hear a faint click from PCSV)
8. Repeat this procedure 4 or 5 times to ensure PCSV reliability.
Specification:
▶ Verify arrow on PCSV is pointing towards intake manifold. If it is not, reverse installation. Reinstall as
necessary and go to "Verification of Vehicle Repair" procedure.
If OK, thoroughly check fuel vapor hoses and hose clamps between PCSV and intake manifold. Repair as
necessary. If OK, test with a new PCSV and check for proper operation. If problem is corrected, replace
PCSV and go to "Verification of Vehicle Repair" procedure
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
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Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
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Fuel System > Engine Control System > P0442 Evaporative Emission System-Leak detected
(small leak)
General Description
Due to the increasing ambient temperature of the fuel and the return of unused hot fuel from the engine, fuel vapors are
generated in the tank. In order to control the release of these vapors to the atmosphere, the evaporative emissions control system
is used. The evaporative emission control system reduces hydrocarbon (HC) emissions by trapping fuel tank vapors until they can
be burned in the combustion process. Evaporating fuel is stored in a charcoal canister until it can be flushed into the intake
manifold. The evaporative emission control system is made up of a fuel tank that can be completely sealed from outside air, a
Fuel Tank Pressure Sensor (FTPS), a Canister Close Valve (CCV) that seals the canister from the outside air, a canister filled
with activated charcoal granules, a Purge Control Solenoid Valve (PCSV). The evaporative emission system can be checked for
leaks by sealing the system off from the outside air, creating a vacuum, and monitoring if the system can hold that vacuum
sufficiently for a set amount of time. If it cannot, a leak exists somewhere in the system.
DTC Description
The PCM closes the Canister Close Valve (CCV) at the charcoal canister to seal off the evaporative emission system and then
opens purge control valve (PCSV) to generate a vacuum in the fuel tank. After vacuum generation, the PCM measures pressure
differential curve in the fuel tank and sets DTC P0442 or P0456 if the vacuum generated within a monitoring period increases
above a defined threshold.
If same error code is set in the next driving cycle, the PCM illuminates the MIL.
• 4°C(39.2°F) < Start Coolant temp. < 35°C(95°F) • Fuel filler cap damage or missing
• Ambient air temperature model >-10°C(14°F) • Faulty or damaged fuel filler pipe
• Vehicle speed< 10km/h(6mph) • Leaking, disconnected or plugged
fuel vapor lines
• Time after start >590 sec.
• CANISTER CLOSE VALVE
• Limited Canister saturation
Enable Conditions • PCSV
• Estimated altitude< 2.4km(8000ft)
• Canister
• Idle speed engine operating state
• Faulty Fuel Tank Pressure
• Minimum canister purge time: 5~25sec.(depending on
Sensor (FTPS)
canister load)
• Fuel in lines due to faulty Rollover
• Differential fuel tank Pressure : -11~4 hpa
Valve
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Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
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2. No relevant DTC
3. Fuel level is below 80%
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and go to "Verification
of Vehicle Repair" procedure.
Component Inspection
■ PCSV to Intake manifold Line Inspection
1. Ignition "OFF"
2. Disconnect the hose leading from the PCSV to the intake manifold at PCSV
3. Using a vacuum pump, apply specified vacuum[Approx. 25cmHg(10 inHg)] to the manifold side of the valve and verify PCSV
holds vacuum.
4. Ignition "ON" & Engine "OFF"
5. Install GDS and select "EVAP PURGE VALVE" on the Actuation Test mode
6. Activates "EVAP PURGE VALVE" by pressing "STRT(F1)" key
7. Verify PCSV release vacuum while valve is activating(should hear a faint click from PCSV)
8. Repeat this procedure 4 or 5 times to ensure PCSV reliability.
Specification:
▶ Verify arrow on PCSV is pointing towards intake manifold. If it is not, reverse installation. Reinstall as
necessary and go to "Verification of Vehicle Repair" procedure.
If OK, thoroughly check fuel vapor hoses and hose clamps between PCSV and intake manifold. Repair as
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necessary. If OK, test with a new PCSV and check for proper operation. If problem is corrected, replace
PCSV and go to "Verification of Vehicle Repair" procedure.
▶ Check for cracks or damage in hose connecting CCV and canister. Repair or replace as necessary and
go to "Verification of Vehicle Repair" procedure.
If OK, replace CCV. If CCV was stuck closed, inspect all lines and canister for liquid fuel. Replace any
contaminated components and blow out lines and go to "Verification of Vehicle Repair" procedure.
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■ Fuel Tank Pressure Sensor Inspection
1. Ignition "ON" & Engine "OFF" .
2. Measure FTPS output voltage between Signal terminal (back probe) of the FTPS harness connector and chassis ground
Pressure(kPa) Voltage(V)
-3.75 4.5
0 1.5
1.25 0.5
▶ Check for cracks or damage in hose connecting canister and fuel pump. Repair or replace as
necessary.
Check for open or short in FTPS harness. Repair as necessary.If OK, test with a new FTPS and check for
proper operation. If problem is corrected, replace FTPS and go to "Verification of Vehicle Repair"
procedure.
▶ Check for cracks or damage in hose connecting PCSV and canister. Repair or replace as necessary
and go to "Verification of Vehicle Repair" procedure.
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▶ Repair or replace leaking system component(s) and go to "Verification of Vehicle Repair" procedure.
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4. Check the suspect area for leaks with a soap solution.
5. Were any leak(s) found?
▶ Repair or replace leaking system component(s) and go to "Verification of Vehicle Repair" procedure.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
Fuel System > Engine Control System > P0444 Evaporative Emission System-Purge Control
Valve Circuit Open
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Component Location
General Description
The evaporative emission control system prevents hydrocarbon (HC) vapors from the fuel tank from escaping into the
atmosphere where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The PCM
controls the Purge Control Solenoid Valve (PCSV) to purge any collected vapors from the canister back to the engine for
combustion. This valve is actuated by the purge control signal from the PCM and controls fuel vapor flow from the canister to the
intake manifold.
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DTC Description
PCM sets DTC P0444 if the PCM detects that the PCSV control circuit is open.
Specification
Temp.(°C) Temp.(°F) PCSV Resistance(Ω)
20 68 Approx. 16
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Signal Waveform & Data
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect PCSV connector
3. Measure resistance between power terminal and signal terminal of PCSV connector(Component side).
▶ Check PCSV for contamination, deterioration, or damage. Substitute with a known-good PCSV and
check for proper operation. If the problem is corrected, replace PCSV and then go to "Verification of
Vehicle Repair" procedure
Specification : Approx. B+
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▶ Check for a open in the power supply circuit. Repair as necessary and go to "Verification of Vehicle
Repair" procedure
▶ Check control circuit for open or short. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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3. Has a problem been found?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
Fuel System > Engine Control System > P0445 Evaporative Emission System-Purge Control
Valve Circuit Shorted
Component Location
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General Description
The evaporative emission control system prevents hydrocarbon (HC) vapors from the fuel tank from escaping into the
atmosphere where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The PCM
controls the Purge Control Solenoid Valve (PCSV) to purge any collected vapors from the canister back to the engine for
combustion. This valve is actuated by the purge control signal from the PCM and controls fuel vapor flow from the canister to the
intake manifold.
DTC Description
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PCM sets DTC P0445 if the PCM detects that the PCSV control circuit is shorted to ground or shorted to battery voltage.
Specification
Temp.(°C) Temp.(°F) PCSV Resistance(Ω)
20 68 Approx. 16
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Signal Waveform & Data
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect PCSV connector
3. Measure resistance between power terminal and signal terminal of PCSV connector(Component side).
▶ Check PCSV for contamination, deterioration, or damage. Substitute with a known-good PCSV and
check for proper operation. If the problem is corrected, replace PCSV and then go to "Verification of
Vehicle Repair" procedure
Specification : Approx. B+
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▶ Check for a open in the power supply circuit. Repair as necessary and go to "Verification of Vehicle
Repair" procedure
▶ Check control circuit for open or short. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
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3. Has a problem been found?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
Fuel System > Engine Control System > P0447 Evaporative Emission System-Vent Control
Circuit Open
Component Location
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General Description
The evaporative emissions system prevents hydrocarbon (HC) vapors from the fuel tank from escaping into the atmosphere
where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The Canister Closing Valve
(CCV) closes off the air inlet into the canister for leak detection of the evaporative emission system. The CCV also prevents fuel
vapors from escaping from the canister. When the engine purges the HC vapors from the canister, the clean air comes into the
canister through the canister air-filter and the CCV.
DTC Description
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PCM sets DTC P0447 if the PCM detects that the CCV control line is open.
Enable Conditions • 10V < Battery voltage < 16V • Open in CCV harness
• Poor connection or damaged
Threshold Value • Line Break
harness
Diagnostic Time • 3 sec. • Faulty CCV
Mil On Condition • 2 Driving Cycles
Specification
Canister Close Valve Normal Parameter At 20°C (68°F)
Resistance 23 ~ 26Ω
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect CCV connector
3. Measure resistance between Power terminal and Control terminal of the CCV connector(Component side)
▶ Check CCV for contamination, deterioration, or damage. Substitute with a known-good CCV and check
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for proper operation. If the problem is corrected, replace CCV and then go to "Verification of Vehicle
Repair" procedure
▶ Check for an open in the power supply circuit. Repair as necessary and go to "Verification of Vehicle
Repair" procedure.
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▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Fuel System > Engine Control System > P0448 Evaporative Emission System - Vent Control
Circuit Shorted
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Component Location
General Description
The evaporative emissions system prevents hydrocarbon (HC) vapors from the fuel tank from escaping into the atmosphere
where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The Canister Closing Valve
(CCV) closes off the air inlet into the canister for leak detection of the evaporative emission system. The CCV also prevents fuel
vapors from escaping from the canister. When the engine purges the HC vapors from the canister, the clean air comes into the
canister through the canister air-filter and the CCV.
DTC Description
PCM sets DTC P0448 if the PCM detects that the CCV control line is short to ground or short to battery line.
Enable Conditions • 10V < Battery voltage < 16V • Short circuit in CCV harness
• Poor connection or damaged
Threshold Value • Short circuit to ground or battery
harness
Diagnostic Time • 3 sec. • Faulty CCV
Mil On Condition • 2 Driving Cycles
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Specification
Canister Close Valve Normal Parameter At 20°C (68°F)
Resistance 23 ~ 26Ω
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect CCV connector
3. Measure resistance between Power terminal and Control terminal of the CCV connector(Component side)
▶ Check CCV for contamination, deterioration, or damage. Substitute with a known-good CCV and check
for proper operation. If the problem is corrected, replace CCV and then go to "Verification of Vehicle
Repair" procedure.
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▶ Check for an open in the power supply circuit. Repair as necessary and go to "Verification of Vehicle
Repair" procedure.
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▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Fuel System > Engine Control System > P0449 Evaporative Emission System-Vent Valve /
Solenoid Circuit
Component Location
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General Description
The evaporative emissions system prevents hydrocarbon (HC) vapors from the fuel tank from escaping into the atmosphere
where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The Canister Closing Valve
(CCV) closes off the air inlet into the canister for leak detection of the evaporative emission system. The CCV also prevents fuel
vapors from escaping from the canister. When the engine purges the HC vapors from the canister, the clean air comes into the
canister through the canister air-filter and the CCV.
DTC Description
The PCM measures pressure in the fuel tank by means of tank pressure sensor during all engine operating states except engine
stop and start. PCM sets DTC P0449 if the PCM detects that the fuel tank pressure is too low as a result of the stuck closed CCV.
And the same error code is set in the next driving cycle, the PCM illuminates the MIL.
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• Differential fuel tank pressure V_DTP<1.6V
Diagnostic Time • 10 sec.
Specification
Canister Close Valve Normal Parameter At 20°C (68°F)
Resistance 23 ~ 26Ω
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Monitor DTC Status
If DTCs (or pending codes) relating to CCV are present, do ALL REPAIRS associated with those codes before proceeding
with this troubleshooting tree.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
■ Canister Air-Filter inspection
1. Disassemble the Canister Air-Filter and hose from their respective positions.
2. Check the Canister air-filter for contamination.
3. Is Canister Air-Filter contaminated with dust?
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▶ If CCV was stuck closed, inspect all lines and canister for liquid fuel. Replace any contaminated
components and blow out lines. Check CCV for contamination, deterioration, or damage. Substitute
with a known-good CCV and check for proper operation. If the problem is corrected, replace CCV and
then go to "Verification of Vehicle Repair" procedure.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
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▶ Check for open or short in power supply circuit.
Measure voltage between terminal 5 of the CCV harness connector and chassis ground(Approx. 5V)
Check for open or short in control circuit.
Measure voltage between terminal 6 of the CCV harness connector and chassis ground(Approx. 4~5V)
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
Fuel System > Engine Control System > P0451 Evaporative Emission System-Pressure Sensor
Range / Performance
Component Location
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General Description
The evaporative emission control system prevents hydrocarbon vapors from escaping from the fuel tank into the atmosphere
where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The Fuel Tank Pressure
Sensor (FTPS) is an integral part of the evaporative monitoring system. The PCM monitors the FTPS signal to detect vacuum
decay and excess vacuum. The FTPS measures the difference between the air pressure inside the fuel tank and outside air
pressure to check the purge control solenoid valve operation and for leak detection in the evaporative emission control system by
monitoring pressure and vacuum levels in the fuel tank during the purge control solenoid valve operating cycles.
DTC Description
The PCM monitors pressure in the fuel tank by means of Fuel Tank Pressure Sensor (FTPS) during purge control valve opening
or closing phase. This monitoring will determine if pressure sensor signal is stuck. The PCM sets DTC P0451 if pressure variation
is smaller than the predetermined threshold.
If same error code is set in the next driving cycle, the PCM illuminates the MIL.
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Enable Conditions
• Modeled ambient air temperature >-10°C(14°F) • Poor connection or damaged
• No relevant failure harness
• 11 < Battery Voltage <16V • Faulty FTPS
Specification
Pressure -3.75 kPa(-1.10 inHg) 0 kPa(0 inHg) 1.25 kPa(0.37 inHg)
FTPS output voltage 4.5 V 1.5 V 0.5 V
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Monitor DTC Status
If DTCs (or pending codes) relating to FTPS are present, do ALL REPAIRS associated with those codes before proceeding
with this troubleshooting tree.
Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and go to "Verification
of Vehicle Repair" procedure.
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Component Inspection
1. Ignition "ON" & Engine "OFF".
2. Measure voltage between signal terminal of the sensor harness connector and chassis ground(Do not disconnect FTPS
harness connector)
Pressure(kPa(hPa)) Voltage(V)
-3.75(-37.5) 4.5
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0 1.5
1.25(12.5) 0.5
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
▶ Check for cracks or damage in hose connecting canister and fuel pump. Repair or replace as
necessary.
▶ Check for open or short in FTPS harness. Repair as necessary.
If OK, test with a new FTPS and check for proper operation. If problem is corrected, replace FTPS and go
to "Verification of Vehicle Repair" procedure.
Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
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Fuel System > Engine Control System > P0452 Evaporative Emission System-Pressure Sensor
Low Input
Component Location
General Description
The evaporative emission control system prevents hydrocarbon vapors from escaping from the fuel tank into the atmosphere
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where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The Fuel Tank Pressure
Sensor (FTPS) is an integral part of the evaporative monitoring system. The PCM monitors the FTPS signal to detect vacuum
decay and excess vacuum. The FTPS measures the difference between the air pressure inside the fuel tank and outside air
pressure to check the purge control solenoid valve operation and for leak detection in the evaporative emission control system by
monitoring pressure and vacuum levels in the fuel tank during the purge control solenoid valve operating cycles.
DTC Description
PCM sets DTC P0452 if the PCM detects signal voltage lower than the possible range of a properly operating FTPS.
Enable Conditions • 11V< Battery voltage <16V • Short to ground in FTPS harness
• Poor connection or damaged
Threshold Value • Tank pressure signal < 0.32V
harness
Diagnostic Time • 0.5 sec. • Faulty FTPS
Mil On Condition • 2 Driving Cycles
Specification
Pressure -3.75 kPa(-1.10 inHg) 0 kPa(0 inHg) 1.25 kPa(0.37 inHg)
FTPS output voltage 4.5 V 1.5 V 0.5 V
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Diagnostic Circuit Diagram
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Approx. 5V
▶ Check for a open/short in the power supply circuit. Repair as necessary and go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. 5V
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Component Inspection
1. Ignition "ON" & Engine "OFF".
2. Measure voltage between signal terminal of the sensor harness connector and chassis ground(Do not disconnect FTPS
harness connector)
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Pressure(kPa(hPa)) Voltage(V)
-3.75(-37.5) 4.5
0 1.5
1.25(12.5) 0.5
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check for cracks or damage in hose connecting canister and fuel pump. Repair or replace as
necessary.
▶ Check for open or short in FTPS harness. Repair as necessary.
If OK, test with a new FTPS and check for proper operation. If problem is corrected, replace FTPS and go
to "Verification of Vehicle Repair" procedure
Fuel System > Engine Control System > P0453 Evaporative Emission System-Pressure Sensor
High Input
Component Location
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General Description
The evaporative emission control system prevents hydrocarbon vapors from escaping from the fuel tank into the atmosphere
where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The Fuel Tank Pressure
Sensor (FTPS) is an integral part of the evaporative monitoring system. The PCM monitors the FTPS signal to detect vacuum
decay and excess vacuum. The FTPS measures the difference between the air pressure inside the fuel tank and outside air
pressure to check the purge control solenoid valve operation and for leak detection in the evaporative emission control system by
monitoring pressure and vacuum levels in the fuel tank during the purge control solenoid valve operating cycles.
DTC Description
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PCM sets DTC P0453 if the PCM detects signal voltage higher than the possible range of a properly operating FTPS.
Specification
Pressure -3.75 kPa(-1.10 inHg) 0 kPa(0 inHg) 1.25 kPa(0.37 inHg)
FTPS output voltage 4.5 V 1.5 V 0.5 V
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Diagnostic Circuit Diagram
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Approx. 0Ω
▶ Check for a open or short to battery in ground circuit. Repair as necessary and go to "Verification of
Vehicle Repair" procedure.
Specification : Approx. 5V
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Specification : Approx. 0V
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3. Has a problem been found?
Component Inspection
1. Ignition "ON" & Engine "OFF".
2. Measure voltage between signal terminal of the sensor harness connector and chassis ground(Do not disconnect FTPS
harness connector)
Pressure(kPa(hPa)) Voltage(V)
-3.75(-37.5) 4.5
0 1.5
1.25(12.5) 0.5
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check for cracks or damage in hose connecting canister and fuel pump. Repair or replace as
necessary.
Check for open or short in FTPS harness. Repair as necessary.
If OK, test with a new FTPS and check for proper operation. If problem is corrected, replace FTPS and go
to "Verification of Vehicle Repair" procedure.
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Fuel System > Engine Control System > P0454 Evaporative Emission System-Pressure Sensor
Intermittent
Component Location
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General Description
The evaporative emission control system prevents hydrocarbon vapors from escaping from the fuel tank into the atmosphere
where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The Fuel Tank Pressure
Sensor (FTPS) is an integral part of the evaporative monitoring system. The PCM monitors the FTPS signal to detect vacuum
decay and excess vacuum. The FTPS measures the difference between the air pressure inside the fuel tank and outside air
pressure to check the purge control solenoid valve operation and for leak detection in the evaporative emission control system by
monitoring pressure and vacuum levels in the fuel tank during the purge control solenoid valve operating cycles.
DTC Description
The PCM monitors pressure stability in the fuel tank by means of Fuel Tank Pressure Sensor (FTPS) for predetermined duration
just before start the leakage monitoring to detect noise signal of pressure sensor. The PCM sets DTC P0454 if the pressure
fluctuation is bigger than predetermined threshold.
If same error code is set in the next driving cycle, the PCM illuminates the MIL.
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Specification
Pressure -3.75 kPa(-1.10 inHg) 0 kPa(0 inHg) 1.25 kPa(0.37 inHg)
FTPS output voltage 4.5 V 1.5 V 0.5 V
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Diagnostic Circuit Diagram
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If DTCs (or pending codes) relating to FTPS are present, do ALL REPAIRS associated with those codes before proceeding
with this troubleshooting tree.
Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
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4. Is DTC P0454 set again?
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and go to "Verification
of Vehicle Repair" procedure.
Component Inspection
1. Ignition "ON" & Engine "OFF".
2. Measure voltage between signal terminal of the sensor harness connector and chassis ground(Do not disconnect FTPS
harness connector)
Pressure(kPa(hPa)) Voltage(V)
-3.75(-37.5) 4.5
0 1.5
1.25(12.5) 0.5
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
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locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
▶ Check for cracks or damage in hose connecting canister and fuel pump. Repair or replace as
necessary.
Check for open or short in FTPS harness. Repair as necessary.
If OK, test with a new FTPS and check for proper operation. If problem is corrected, replace FTPS and go
to "Verification of Vehicle Repair" procedure
Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
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EVAP. Leakage Test enable conditions
- Following conditions must be fulfilled to start the test.
1. Engine warm up at Idle Status
2. No relevant DTC
3. Fuel level is below 80%
Fuel System > Engine Control System > P0455 Evaporative Emission System-Leak detected
(Large leak)
General Description
Due to the increasing ambient temperature of the fuel and the return of unused hot fuel from the engine, fuel vapors are
generated in the tank. In order to control the release of these vapors to the atmosphere, the evaporative emissions control system
is used. The evaporative emission control system reduces hydrocarbon (HC) emissions by trapping fuel tank vapors until they can
be burned in the combustion process. Evaporating fuel is stored in a charcoal canister until it can be flushed into the intake
manifold. The evaporative emission control system is made up of a fuel tank that can be completely sealed from outside air, a
Fuel Tank Pressure Sensor (FTPS), a Canister Close Valve (CCV) that seals the canister from the outside air, a canister filled
with activated charcoal granules, a Purge Control Solenoid Valve (PCSV). The evaporative emission system can be checked for
leaks by sealing the system off from the outside air, creating a vacuum, and monitoring if the system can hold that vacuum
sufficiently for a set amount of time. If it cannot, a leak exists somewhere in the system.
DTC Description
The PCM closes the Canister Close Valve (CCV) at the charcoal canister to seal off the evaporative emission system and then
opens purge control valve (PCSV) to generate a vacuum in the fuel tank. This vacumm generation phase will determine if there is
a large leak like tank cap open or canister shut off valve (CCV) stuck open. The PCM sets DTC P0455 if the pressure in the fuel
tank does not drop as low as predetermined threshold during predetermined maximum vacuum generation period.
If the same error code is set in the next driving cycle, the PCM illuminates the MIL.
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Diagnostic Circuit Diagram
If any codes relating to Fuel tank pressure sensor, Canister closing valve or PCSV circuits are present, do ALL REPAIRS
associated with those codes before proceeding with this troubleshooting tree.
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Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and go to "Verification
of Vehicle Repair" procedure.
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Component Inspection
■ Fuel Filler Cap & Pipe Inspection
1. Check fuel filler cap for being tightly installed, has o-ring seal installed and is in good condition.
2. Verify cap releases pressure / vacuum at specified values
Specification : Approx. 2 psi pressure and approximately 1.5 inches of mercury vacuum).
▶ Thoroughly check fuel filler pipe for cracks, damage and o-ring seat for deformation and replace as
necessary. Go to next step as below.
▶ Replace fuel filler cap and go to "Verification of Vehicle Repair" procedure
▶ Verify arrow on PCSV is pointing towards intake manifold. If it is not, reverse installation. Reinstall as
necessary and go to "Verification of Vehicle Repair" procedure.
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If OK, thoroughly check fuel vapor hoses and hose clamps between PCSV and intake manifold. Repair as
necessary. If OK, test with a new PCSV and check for proper operation. If problem is corrected, replace
PCSV and go to "Verification of Vehicle Repair" procedure
▶ Check for cracks or damage in hose connecting CCV and canister. Repair or replace as necessary and
go to "Verification of Vehicle Repair" procedure.
If OK, replace CCV. If CCV was stuck closed, inspect all lines and canister for liquid fuel. Replace any
contaminated components and blow out lines and go to "Verification of Vehicle Repair" procedure
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■ Fuel Tank Pressure Sensor(FTPS) Inspection
1. Ignition "ON" & Engine "OFF".
2. Measure voltage between signal terminal of the sensor harness connector and chassis ground(Do not disconnect FTPS
harness connector)
Pressure(kPa(hPa)) Voltage(V)
-3.75(-37.5) 4.5
0 1.5
1.25(12.5) 0.5
▶ Check for cracks or damage in hose connecting canister and fuel pump. Repair or replace as
necessary.
Check for open or short in FTPS harness. Repair as necessary.
If OK, test with a new FTPS and check for proper operation. If problem is corrected, replace FTPS and go
to "Verification of Vehicle Repair" procedure
▶ Check for cracks or damage in hose connecting PCSV and canister. Repair or replace as necessary
and go to "Verification of Vehicle Repair" procedure.
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▶ Repair or replace leaking system component(s) and go to "Verification of Vehicle Repair" procedure
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pressure
4. Check the suspect area for leaks with a soap solution.
5. Were any leak(s) found?
▶ Repair or replace leaking system component(s) and go to "Verification of Vehicle Repair" procedure
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
Fuel System > Engine Control System > P0456 Evaporative Emission System-Leak detected
(very small leak)
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General Description
Due to the increasing ambient temperature of the fuel and the return of unused hot fuel from the engine, fuel vapors are
generated in the tank. In order to control the release of these vapors to the atmosphere, the evaporative emissions control system
is used. The evaporative emission control system reduces hydrocarbon (HC) emissions by trapping fuel tank vapors until they can
be burned in the combustion process. Evaporating fuel is stored in a charcoal canister until it can be flushed into the intake
manifold. The evaporative emission control system is made up of a fuel tank that can be completely sealed from outside air, a
Fuel Tank Pressure Sensor (FTPS), a Canister Close Valve (CCV) that seals the canister from the outside air, a canister filled
with activated charcoal granules, a Purge Control Solenoid Valve (PCSV). The evaporative emission system can be checked for
leaks by sealing the system off from the outside air, creating a vacuum, and monitoring if the system can hold that vacuum
sufficiently for a set amount of time. If it cannot, a leak exists somewhere in the system.
DTC Description
The PCM closes the Canister Close Valve (CCV) at the charcoal canister to seal off the evaporative emission system and then
opens purge control valve (PCSV) to generate a vacuum in the fuel tank. After vacuum generation, the PCM measures pressure
differential curve in the fuel tank and sets DTC P0442 or P0456 if the vacuum generated within a monitoring period increases
above a defined threshold.
If same error code is set in the next driving cycle, the PCM illuminates the MIL.
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underpressure in Fuel Tank
• Fuel filler cap damage or missing
• 4°C(39.2°F) < Start Coolant temp.< 35°C(95°F) • Faulty or damaged fuel filler pipe
• Ambient Air temperature model > -10°C • Leaking, disconnected or plugged
• Time after Start 590 sec. fuel vapor lines
• Vehicle speed< 5km/h(3mph) • CANISTER CLOSE VALVE
• Estimated altitude< 2.4km(8000ft) • PCSV
Enable Conditions
• Differential fuel tank pressure: -11 ~ 4hPa • Canister
• Limited canister saturation >-10% • Faulty Fuel Tank Pressure
• Minimum purge time 5~25 sec(depending on canister load) Sensor (FTPS)
• No relevant failure • Fuel in lines due to faulty Rollover
• 11V < Battery voltage > 16V Valve
• On-Board Refueling Vapor
Threshold Value • 0.73mm (0.03in) > Leak diameter > 0.42mm (0.017in)
Recovery Valve (ORVR valve) or
Diagnostic Time • 30 sec. In idle when all enable conditions fulfilled stuck closed CCV
Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
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▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and go to "Verification
of Vehicle Repair" procedure
Component Inspection
■ PCSV to Intake manifold Line Inspection
1. Ignition "OFF"
2. Disconnect the hose leading from the PCSV to the intake manifold at PCSV
3. Using a vacuum pump, apply specified vacuum[Approx. 25cmHg(10 inHg)] to the manifold side of the valve and verify PCSV
holds vacuum.
4. Ignition "ON" & Engine "OFF"
5. Install GDS and select "EVAP PURGE VALVE" on the Actuation Test mode
6. Activates "EVAP PURGE VALVE" by pressing "STRT(F1)" key
7. Verify PCSV release vacuum while valve is activating(should hear a faint click from PCSV)
8. Repeat this procedure 4 or 5 times to ensure PCSV reliability.
Specification:
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PCSV is ON(should hear a faint click from PCSV) Holds vacuum
PCSV is OFF Release vacuum
▶ Verify arrow on PCSV is pointing towards intake manifold. If it is not, reverse installation. Reinstall as
necessary and go to "Verification of Vehicle Repair" procedure.
If OK, thoroughly check fuel vapor hoses and hose clamps between PCSV and intake manifold. Repair as
necessary. If OK, test with a new PCSV and check for proper operation. If problem is corrected, replace
PCSV and go to "Verification of Vehicle Repair" procedure
▶ Check for cracks or damage in hose connecting CCV and canister. Repair or replace as necessary and
go to "Verification of Vehicle Repair" procedure.
If OK, replace CCV. If CCV was stuck closed, inspect all lines and canister for liquid fuel. Replace any
contaminated components and blow out lines and go to "Verification of Vehicle Repair" procedure
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Pressure(kPa(hPa)) Voltage(V)
-3.75(-37.5) 4.5
0 1.5
1.25(12.5) 0.5
▶ Check for cracks or damage in hose connecting canister and fuel pump. Repair or replace as
necessary.
Check for open or short in FTPS harness. Repair as necessary.
If OK, test with a new FTPS and check for proper operation. If problem is corrected, replace FTPS and go
to "Verification of Vehicle Repair" procedure
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(3) Using a vacuum pump, apply specified vacuum[Approx. 4 inHg(14 kPa)] to the manifold side of the valve for 1 minute and
verify PCSV holds vacuum.
(4) Is pressure within specification?
▶ Check for cracks or damage in hose connecting PCSV and canister. Repair or replace as necessary
and go to "Verification of Vehicle Repair" procedure
▶ Repair or replace leaking system component(s) and go to "Verification of Vehicle Repair" procedure
▶ Repair or replace leaking system component(s) and go to "Verification of Vehicle Repair" procedure
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
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locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
Evaporative Emissions Systems (EVAP) Leak Tests can be run by the GDS. The tests are automated and provide either
a pass-fail result or directions to check for DTCs.
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5. Monitoring for (pending) DTC.Is the same DTC set?
Fuel System > Engine Control System > P0501 Vehicle Speed Sensor \'A\' Range/Performance
General Description
The Wheel Speed Sensor (WSS) generates a waveform with a frequency proportional to the speed of the vehicle. The signal
generated by the WSS informs the PCM not only if the vehicle speed is low or high but also if the vehicle is or is not moving. The
PCM uses this signal to control the fuel injection, ignition timing, transaxle shift scheduling and torque converter clutch
scheduling. The WSS signal is also used to detect rough road conditions.
DTC Description
The PCM evaluates engine speed and mass air flow if there is no vehicle speed signal. This evaluation of both values will detect
open circuit or short circuit errors on the wheel speed sensor. The PCM sets DTC P2159 if there is no vehicle speed signal from
wheel speed sensor while both engine speed and mass air flow are higher than predetermined threshold during the
predetermined time
Threshold case1 • Vehicle Speed = 0 with high engine speed and engine load
Value
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Specification : Infinite
Specification : Approx. 0V
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Specification : Approx. 0Ω
▶ Check for poor connection between PCM and component: backed out terminal, improper mating,
broken locks or poor terminal to wire connection. Repair as necessary and go to "Verification of
Vehicle Repair" procedure
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
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ABS/ESP Control Module harness connector.
Specification : Infinite
Specification : Approx. 0V
Specification : Approx. 0Ω
▶ Check for poor connection between PCM and component: backed out terminal, improper mating,
broken locks or poor terminal to wire connection. Repair as necessary and go to "Verification of
Vehicle Repair" procedure
▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
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Fuel System > Engine Control System > P0505 Idle Air Control System
Component Location
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General Description
When the TP sensor’s signal indicates closed throttle position and the engine is idling, the PCM adjusts the idle speed control
actuator so that the engine runs at the correct idling speed, regardless of coolant temperature, load and etc. When the additional
load applied in the engine, the air flow through the idle speed control actuator is increased momentarily to raise the idling speed.
DTC Description
The PCM monitors engine speed deviation from the target idle engine speed when the vehicle is stopped and the throttle valve
opening is stable. The PCM sets DTC P0505 if the difference to the target idle engine speed is lower or higher than the
predetermined threshold.
• No relevant failure
• Catalyst heating active • A stuck or binding throttle plate
• Drive train is not engaged • Maladjustment of the accelerator
Enable Conditions • Estimated altitude > 820 hpa cable
• 11V< Battery voltage <16V • Restriction in intake or exhaust
• Time after start elapsed > 20 sec. system
• Lambda controller not active • Carbonustment of the accelerator
cable
• Integral of deviation between MAP_setpoint and • Contact resistance in connectors
Threshold Value
MAP_sensor > threshold value.
• Faulty ICA valve
Diagnostic Time • 12 seconds
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Fig 1) The above waveforms are the voltage signals generated when the ISCA operates. This ISCA is a duty type and the time
opened determines the duty amount. The left side is the waveform of the ISCA Opening coil during idle.
The right side is the waveform of the ISCA Closing coil during idle.
If any MAFS or ISCA codes are present, do ALL REPAIRS associated with them before proceeding with this troubleshooting
tree.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
System Inspection
■ Air Leakage Inspection
1. Visually/physically inspect the air leakage in intake/exhaust system as following items,
- Check for throttle Plate being held open with excessive carbon deposits
- Vacuum hoses for splits, kinks and improper connections.
- Throttle body gasket
- Positive crankcase ventilation valve for improper installation, damaged o-rings and malfunctioning .
- Gasket between intake manifold and cylinder head
- Seals between intake manifold and fuel injectors
- Exhaust system between HO2S and Three way catalyst for air leakage
2. Was a problem found in any of the above areas?
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▶ Go to next step as below
Component Inspection
■ ISCA Inspection
1. Ignition "OFF".
2. Remove ISCA from Throttle body and Check for throttle bore, throttle plate and the ISCA passages for chocking and for any
foreign objects. Repair or clean as necessary.
3. Ignition "ON" & Engine "OFF".
4. Connect GDS and select "IDLE SPEED ACTUATOR" parameter on the "ACTUATION TEST" mode.
5. Activates ISCA by pressing "STAT" key.
6. Check the ISCA for clicking sound and visually verifying valve closes and opens.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
▶ Check ISCA valve for contamination, deterioration, or damage. Substitute with a known-good ISCA
valve and check for proper operation. If the problem is corrected, replace ISCA valve and then go to
"Verification of Vehicle Repair" procedure
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Fuel System > Engine Control System > P0506 Idle Air Control System-RPM Lower than
Expected
Component Location
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General Description
When the TP sensor’s signal indicates closed throttle position and the engine is idling, the PCM adjusts the idle speed control
actuator so that the engine runs at the correct idling speed, regardless of coolant temperature, load and etc. When the additional
load applied in the engine, the air flow through the idle speed control actuator is increased momentarily to raise the idling speed.
DTC Description
The PCM monitors engine speed deviation from the target idle engine speed when the vehicle is stopped and the throttle valve
opening is stable. The PCM sets DTC P0506 if the difference to the target idle engine speed is lower than the predetermined
threshold.
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Fig 1) The above waveforms are the voltage signals generated when the ISCA operates. This ISCA is a duty type and the time
opened determines the duty amount. The left side is the waveform of the ISCA Opening coil during idle.
The right side is the waveform of the ISCA Closing coil during idle.
If any MAFS or ISCA codes are present, do ALL REPAIRS associated with them before proceeding with this troubleshooting
tree.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
System Inspection
■ Check for restricted intake or exhaust system
1. Visually/physically inspect the following items:
- Air cleaner filter element for excessive dirt or for any foreign objects
- Throttle body inlet for damage or for any foreign objects
- Restricted exhaust system
2. Was a problem found in any of the above areas?
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Component Inspection
■ ISCA Inspection
1. Ignition "OFF".
2. Remove ISCA from Throttle body and Check for throttle bore, throttle plate and the ISCA passages for chocking and for any
foreign objects. Repair or clean as necessary.
3. Ignition "ON" & Engine "OFF".
4. Connect GDS and select "IDLE SPEED ACTUATOR" parameter on the "ACTUATION TEST" mode.
5. Activates ISCA by pressing "STAT" key.
6. Check the ISCA for clicking sound and visually verifying valve closes and opens.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure.
▶ Check ISCA valve for contamination, deterioration, or damage. Substitute with a known-good ISCA
valve and check for proper operation. If the problem is corrected, replace ISCA valve and then go to
"Verification of Vehicle Repair" procedure.
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Verification of Vehicle Repair
After a repair, it is essential to verify that the fault has been corrected.
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode.
2. Press F4(DTAL) and confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted
in the freeze frame data or enable conditions .
3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0507 Idle Air Control System-RPM Higher than
Expected
Component Location
General Description
When the TP sensor’s signal indicates closed throttle position and the engine is idling, the PCM adjusts the idle speed control
actuator so that the engine runs at the correct idling speed, regardless of coolant temperature, load and etc. When the additional
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load applied in the engine, the air flow through the idle speed control actuator is increased momentarily to raise the idling speed.
DTC Description
The PCM monitors engine speed deviation from the target idle engine speed when the vehicle is stopped and the throttle valve
opening is stable. The PCM sets DTC P0507 if the difference to the target idle engine speed is higher than the predetermined
threshold.
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Diagnostic Time • 16 seconds
Fig 1) The above waveforms are the voltage signals generated when the ISCA operates. This ISCA is a duty type and the time
opened determines the duty amount. The left side is the waveform of the ISCA Opening coil during idle.
The right side is the waveform of the ISCA Closing coil during idle.
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If any MAFS or ISCA codes are present, do ALL REPAIRS associated with them before proceeding with this troubleshooting
tree.
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
System Inspection
■ Accelerator Cable & Throttle plate Inspection
1. Visually/physically inspect the following items. Repair or adjust as necessary and go to next step.
- Check that the Accelerator Cable is not sticking or moving sluggishly.
- Check Accelerator Cable free play [0.040~0.120 in. (1.0~3.0 mm)].
2. Remove Intake Hose and inspect Throttle Plate for excessive carbon deposits.
3. Is Throttle Plate being held open with excessive carbon deposits?
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▶ Go to next step as below
Component Inspection
■ ISCA Inspection
1. Ignition "OFF".
2. Remove ISCA from Throttle body and Check for throttle bore, throttle plate and the ISCA passages for chocking and for any
foreign objects. Repair or clean as necessary.
3. Ignition "ON" & Engine "OFF".
4. Connect GDS and select "IDLE SPEED ACTUATOR" parameter on the "ACTUATION TEST" mode.
5. Activates ISCA by pressing "STAT" key.
6. Check the ISCA for clicking sound and visually verifying valve closes and opens.
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
▶ Check ISCA valve for contamination, deterioration, or damage. Substitute with a known-good ISCA
valve and check for proper operation. If the problem is corrected, replace ISCA valve and then go to
"Verification of Vehicle Repair" procedure
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Fuel System > Engine Control System > P0560 System Voltage
Component Location
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General Description
The PCM provides ground to one side of the coil of the main relay and the other side is connected to the battery. The PCM
monitors battery voltage and the voltage after the main relay.
DTC Description
The PCM measures the voltage from ignition key and from main relay respectively and compares two voltages. This comparison
will watch if the Main Relay has switched and remains on after ignition Key-On and if it has switched off after the ignition Key-Off.
The PCM sets DTC P0560 if the voltage after Main Relay is lower than a predetermined threshold after ignition key-on or higher
than a predetermined threshold after ignition key-off.
Mil On Condition •-
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Signal Waveform & Data
Fig 1) Open circuit in Main relay control of the PCM harness terminal : Approx. 0.2V(Battery voltage parameter)
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. With Ignition OFF, remove the main relay
2. Measure resistance between power terminal and control terminal of the main relay(Component side).
3. Apply 12V and a ground to power and control terminals of the main relay(Components side).
4. Check if the main relay works well when it is energized. (If the main relay works normally, a clicking sound can be heard.)
5. Does the main relay operate normally?
▶ Check main relay for contamination, deterioration, or damage. Substitute with a known-good main relay
and check for proper operation. If the problem is corrected, replace main relay and then go to "Verification
of Vehicle Repair" procedure.
Specification : Approx. B+
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4. Measure the voltage between 'power to sensor' terminal of the main relay harness connector and chassis ground.
Approx. 1.5V
Specification : Approx. B+
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▶ Go to next step as below.
▶ Check control circuit for open or short circuit between main relay and PCM. Repair as necessary and go
to "Verification of Vehicle Repair" procedure.
Specification : Approx. B+
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
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Fuel System > Engine Control System > P0562 System Voltage Low
Component Location
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General Description
The PCM provides ground to one side of the coil of the main relay and the other side is connected to the battery. The PCM
monitors battery voltage and the voltage after the main relay.
DTC Description
PCM sets DTC P0562 if the PCM detects system voltage lower than the possible range of battery voltage.
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Signal Waveform & Data
Fig 1) Open circuit in Main relay control of the PCM harness terminal : Approx. 0.2V(Battery voltage parameter)
If any codes relating to system voltage(P0562) is stored, do ALL REPAIRS associated with those codes before proceeding
with troubleshooting
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
System Inspection
1. Start the engine and raise the engine speed to 2,500~3,000 RPM
2. Turn ON all electrical loads by turning on the headlamps, and by turning on the high blower motor, etc
3. Monitor the battery(ignition) voltage parameter on the Scantool data list
Specification :
▶ Possibility of charging system malfunction. Repair or replace alternator and battery. Refer to Charging
System group in Workshop manual. And then go to "Verification of Vehicle Repair" procedure.
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2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
cardiagn.com
Fuel System > Engine Control System > P0563 System Voltage High
Component Location
General Description
The PCM provides ground to one side of the coil of the main relay and the other side is connected to the battery. The PCM
monitors battery voltage and the voltage after the main relay.
DTC Description
PCM sets DTC P0563 if the PCM detects system voltage higher than the possible range of battery voltage.
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Signal Waveform & Data
Fig 1) Open circuit in Main relay control of the PCM harness terminal : Approx. 0.2V(Battery voltage parameter)
If any codes relating to system voltage(P0563) is stored, do ALL REPAIRS associated with those codes before proceeding
with troubleshooting
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
System Inspection
1. Start the engine and raise the engine speed to 2,500~3,000 RPM
2. Turn ON all electrical loads by turning on the headlamps, and by turning on the high blower motor, etc
3. Monitor the battery(ignition) voltage parameter on the Scantool data list
Specification :
▶ Possibility of charging system malfunction. Repair or replace alternator and battery. Refer to Charging
System group in Workshop manual. And then go to "Verification of Vehicle Repair" procedure.
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2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
cardiagn.com
Fuel System > Engine Control System > P0605 Internal Control Module Read Only Memory
(ROM) Error
Component Location
General Description
A malfunction is detected by using a checksum technique for verifying data. The digital data is composed of zeros and ones. A
checksum is the total of all ones in a string of data. By comparing the checksum value with a stored value, a malfunction can be
detected.
DTC Description
The PCM monitors RAM areas and communication connections between microcontroller and output drivers and sets DTC P0605
if failure is detected.
Enable Conditions •-
• Contact resistance in connectors
Threshold Value • RAM test or checksum error
• Faulty PCM
Diagnostic Time • 100 msec.
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
▶ Using a scan tool, check PCM software version and upgrade as necessary. If version is the newest one,
check PCM for contamination, deterioration, or damage. Substitute with a known-good PCM and check for
proper operation. If the problem is corrected, replace PCM and then go to "Verification of Vehicle Repair"
procedure.
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It is necessary to perform the TPS adaptation procedure with Scan tool when the throttle body
assembly or PCM is replaced.
■ TPS adaptation procedure
1. Erase previous TPS adaptation value using Scan tool.
2. Ignition "OFF" and then "ON" without cranking. Wait for 10 seconds under enable conditions
- Enable conditions : Battery >10V & Intake Air Temp. >5.3°C(41.5°F) & 5.3°C(41.5°F) <Engine
CoolantTemp. <99.8°C(211.6°F)
3. After TPS adaptation, the system normality should be confirmed by reading out "FMY" on the Scan
Tool
▶ If voltage fluctuates, check circuit for loose, bent or corroded terminals, Repair as necessary and go to
"Verification of Vehicle Repair" procedure
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3. Read "DTC Status" parameter .
4. Is parameter displayed "History(Not Present) fault"?
Fuel System > Engine Control System > P0630 VIN Not Programmed or Incompatible-ECM/PCM
General Description
Regulations require that all 2005 and subsequent model year vehicles shall have the Vehicle Identification Number(VIN) available
in a standardized format through the standardized data link connector in accordance with SAE J1979 specifications. Using a scan
tool, PERFORM "VIN WRITING" procedure after replacing or reflashing a PCM.
DTC Description
The PCM monitors ROM areas and sets DTC P0630 if there is no Vehicle Identification Number(VIN) information.
Enable Conditions •-
• PCM is Virgin(not programmed)
Threshold Value •-
status
Diagnostic Time •-
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
System Inspection
1. Was the PCM just replaced or reflashed?
▶ Using a scan tool, perform "VIN WRITING" procedure. Refer to the latest Reference manual for scan
tool and go to "Verification of Vehicle Repair" procedure
▶ Using a scan tool, read VIN information.
If there is no proper VIN information, perform "VIN WRITING" procedure.
If VIN information exists, substitute with a known-good PCM and check for proper operation. If the
problem is corrected, replace PCM.
And go to "Verification of Vehicle Repair" procedure.
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Fuel System > Engine Control System > P0650 Malfunction Indicator Lamp (MIL) Control Circuit
General Description
The Malfunction Indicator Lamp (MIL), which is located in the instrument cluster, comes on to notify the driver that there may be a
problem with the vehicle and that service is needed. Immediately after the ignition switch turns on, the malfunction indicator lamp
is lit to indicate that the MIL operates normally and goes off after starting
DTC Description
PCM sets DTC P0650 if the PCM detects that the MIL control line is open or short circuit to ground or battery line.
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Diagnostic Circuit Diagram
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
▶ Remove instrument cluster and inspect MIL bulb. If it is burned out, replace bulb. If bulb is okay, locate
source of open between bulb and Meter Fuse. Repair as necessary and go to "Verification of Vehicle
Repair" procedure
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
▶ Check for source of short to GND between bulb and PCM. Repair as necessary and go to "Verification
of Vehicle Repair" procedure
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Fuel System > Engine Control System > P0700 Transmission Control System (MIL Request)
General Description
The TCM can request activation of the MIL lamp Via a communication line to the PCM. This is only a request from TCM to PCM
to turn the MIL on. The fault code is stored in the TCM. Select Transaxle system on the Scantool and monitor DTC related
automatic transaxle system.
DO ALL REPAIRS associated malfunction with A/T.
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DTC Detecting Condition
Item Detecting Condition Possible Cause
DTC Strategy • TCU request via CAN
Enable Conditions •-
Fuel System > Engine Control System > P1505 Idle Speed Control Actuator Signal Low of Coil
#1
Component Location
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General Description
The Idle Speed Control Actuator(ISCA) is installed on the intake manifold and controls the intake airflow that is bypassed around
the throttle plate to keep constant engine speed when the throttle valve is closed. The function of the ISCA valve is to maintain
idle speed according to various engine loads and conditions, and also to provide additional air during starting. The ISCA valve
consists of an opening coil, a closing coil, and a permanent magnet. Based on information from various sensors, the PCM
controls both coils by grounding their control circuits. According to the control signals from the PCM, the valve rotor rotates to
control the by pass airflow into the engine.
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DTC Description
PCM sets DTC P1505 if the PCM detects that the ISCA(OPEN) control circuit is open or short to ground.
Specification
Temperature Opening Coil(Ω) Closing Coil(Ω)
20°C(68°F) 11.1~12.7 14.6~16.2
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Signal Waveform & Data
Fig 1) The above waveforms are the voltage signals generated when the ISCA operates. This ISCA is a duty type and the time
opened determines the duty amount. The left side is the waveform of the ISCA Opening coil during idle.
The right side is the waveform of the ISCA Closing coil during idle.
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect ISCA valve connector
3. Measure resistance between Open control terminal and power terminal of ISCA connector(Component side).
Specification
▶ Check ISCA for contamination, deterioration, or damage. Substitute with a known-good ISCA and check
for proper operation. If the problem is corrected, replace ISCA and then go to "Verification of Vehicle
Repair" procedure.
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Specification : Approx. B+
▶ Check for an open or short to ground in the power supply circuit between the ISCA valve and main
relay. Repair as necessary and go to "Verification of Vehicle Repair" procedure.
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▶ Repair as necessary and go to "Verification of Vehicle Repair" procedure.
▶ Thoroughly check for poor connection between PCM and component: backed out terminal, improper
mating, broken locks or poor terminal to wire connection. Repair as necessary and go to "Verification of
Vehicle Repair" procedure
Fuel System > Engine Control System > P1506 Idle Speed Control Actuator Signal High of Coil
#1
Component Location
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General Description
The Idle Speed Control Actuator(ISCA) is installed on the intake manifold and controls the intake airflow that is bypassed around
the throttle plate to keep constant engine speed when the throttle valve is closed. The function of the ISCA valve is to maintain
idle speed according to various engine loads and conditions, and also to provide additional air during starting. The ISCA valve
consists of an opening coil, a closing coil, and a permanent magnet. Based on information from various sensors, the PCM
controls both coils by grounding their control circuits. According to the control signals from the PCM, the valve rotor rotates to
control the by pass airflow into the engine.
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DTC Description
PCM sets DTC P1506 if the PCM detects that the ISCA(OPEN) control circuit is short to battery.
Enable Conditions • 10V < Battery voltage < 16V • Short to battery in harness
• Poor connection or damaged
Threshold Value • Short to battery
harness
Diagnostic Time • 2 sec. • Faulty ICA valve
Mil On Condition • 2 Driving Cycles
Specification
Temperature Opening Coil(Ω) Closing Coil(Ω)
20°C(68°F) 11.1~12.7 14.6~16.2
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect ISCA valve connector
3. Measure resistance between Open control terminal and power terminal of ISCA connector(Component side).
Specification
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▶ Go to next step as below
▶ Check ISCA for contamination, deterioration, or damage. Substitute with a known-good ISCA and check
for proper operation. If the problem is corrected, replace ISCA and then go to "Verification of Vehicle
Repair" procedure
Specification : Approx. B+
▶ Check for an open or short to ground in the power supply circuit between the ISCA valve and main
relay. Repair as necessary and go to "Verification of Vehicle Repair" procedure
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▶ Thoroughly check for poor connection between PCM and component: backed out terminal, improper
mating, broken locks or poor terminal to wire connection. Repair as necessary and go to "Verification of
Vehicle Repair" procedure
Fuel System > Engine Control System > P1507 Idle Speed Control Actuator Signal Low of Coil
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#2
Component Location
General Description
The Idle Speed Control Actuator(ISCA) is installed on the intake manifold and controls the intake airflow that is bypassed around
the throttle plate to keep constant engine speed when the throttle valve is closed. The function of the ISCA valve is to maintain
idle speed according to various engine loads and conditions, and also to provide additional air during starting. The ISCA valve
consists of an opening coil, a closing coil, and a permanent magnet. Based on information from various sensors, the PCM
controls both coils by grounding their control circuits. According to the control signals from the PCM, the valve rotor rotates to
control the by pass airflow into the engine.
DTC Description
PCM sets DTC P1507 if the PCM detects that the ISCAV(CLOSE) control line is open or short to ground.
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Specification
Temperature Opening Coil(Ω) Closing Coil(Ω)
20°C(68°F) 11.1~12.7 14.6~16.2
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect ISCA valve connector
3. Measure resistance between Close control terminal and power terminal of ISCA connector(Component side).
Specification
▶ Check ISCA for contamination, deterioration, or damage. Substitute with a known-good ISCA and check
for proper operation. If the problem is corrected, replace ISCA and then go to "Verification of Vehicle
Repair" procedure.
Specification : Approx. B+
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▶ Check for an open or short to ground in the power supply circuit between the ISCA valve and main
relay. Repair as necessary and go to "Verification of Vehicle Repair" procedure
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3. Has a problem been found?
▶ Thoroughly check for poor connection between PCM and component: backed out terminal, improper
mating, broken locks or poor terminal to wire connection. Repair as necessary and go to "Verification of
Vehicle Repair" procedure
Fuel System > Engine Control System > P1508 Idle Speed Control Actuator Signal High of Coil
#2
Component Location
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General Description
The Idle Speed Control Actuator(ISCA) is installed on the intake manifold and controls the intake airflow that is bypassed around
the throttle plate to keep constant engine speed when the throttle valve is closed. The function of the ISCA valve is to maintain
idle speed according to various engine loads and conditions, and also to provide additional air during starting. The ISCA valve
consists of an opening coil, a closing coil, and a permanent magnet. Based on information from various sensors, the PCM
controls both coils by grounding their control circuits. According to the control signals from the PCM, the valve rotor rotates to
control the by pass airflow into the engine.
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DTC Description
PCM sets DTC P1508 if the PCM detects that the ISCA(CLOSE) control circuit is short to battery.
Specification
Temperature Opening Coil(Ω) Closing Coil(Ω)
20°C(68°F) 11.1~12.7 14.6~16.2
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Monitor DTC Status
1. Connect GDS and select "Diagnostic Trouble Codes(DTCs)" mode
2. Click "DTC Status" on the menu bar to see DTC's information.
3. Confirm that "DTC Readiness Flag" indicates "Complete". If not, drive the vehicle within conditions noted in the freeze frame
data or enable conditions.
4. Read "DTC Status" parameter.
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- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Disconnect ISCA valve connector
3. Measure resistance between Close control terminal and power terminal of ISCA connector(Component side).
Specification
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▶ Go to next step as below
▶ Check ISCA for contamination, deterioration, or damage. Substitute with a known-good ISCA and check
for proper operation. If the problem is corrected, replace ISCA and then go to "Verification of Vehicle
Repair" procedure
Specification : Approx. B+
▶ Check for an open or short to ground in the power supply circuit between the ISCA valve and main
relay. Repair as necessary and go to "Verification of Vehicle Repair" procedure
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▶ Thoroughly check for poor connection between PCM and component: backed out terminal, improper
mating, broken locks or poor terminal to wire connection. Repair as necessary and go to "Verification of
Vehicle Repair" procedure
Fuel System > Engine Control System > U0001 High Speed CAN Communication Bus off
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General Description
A communication line exists between the Engine Control Module(PCM) and the Transaxle Control Module(TCM). The
communication is through a Control Area Network(CAN). Without CAN communication, an independent pin and wiring is needed
to receive a sensor information from a PCM. The more information to be communicated, the more wirings is required. In case of
CAN communication type, all the information need to be communicated among control modules such as PCM and ABS control
module use CAN lines.
DTC Description
The PCM determines CAN communication error and sets DTC U0001 if communication with other control devices (e.g. ABS) via
CAN is impossible or PCM detects that communication time via CAN exceeds threshold value.
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Signal Waveform & Data
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
▶ Check for open in wiring related to the CAN communication(PCM, EPS, MTS and vertical resistor at the
junction box). Repair as necessary and then go to "Verification of Vehicle Repair" procedure
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▶ Repair CAN communication line for a short to ground. And then go to "Verification of Vehicle Repair"
procedure.
Specification : Approx. 0V
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5. Is voltage within the specification?
▶ Repair CAN communication line for a short to battery. And then go to "Verification of Vehicle Repair"
procedure.
Component Inspection
1. Ignition "OFF"
2. Measure resistance between High signal terminal and Low signal terminal of PCM connector(PCM side).
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
▶ Check PCM for contamination, deterioration, or damage. Substitute with a known-good PCM and check
for proper operation. If the problem is corrected, replace PCM and then go to "Verification of Vehicle
Repair" procedure.
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Fuel System > Engine Control System > U0101 Lost Communication With TCM
General Description
A communication line exists between the Engine Control Module(PCM) and the Transaxle Control Module(TCM). The
communication is through a Control Area Network(CAN). Without CAN communication, an independent pin and wiring is needed
to receive a sensor information from a PCM. The more information to be communicated, the more wirings is required. In case of
CAN communication type, all the information need to be communicated among control modules such as PCM and ABS control
module use CAN lines.
DTC Description
The PCM determines CAN communication error and sets DTC U0101 if no message received from TCM
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DTC Detecting Condition
Item Detecting Condition Possible Cause
DTC Strategy • No Message coming from TCU
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Signal Waveform & Data
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5. Is parameter displayed "History(Not Present) fault"?
- History (Not Present) fault : DTC occurred but has been cleared.
- Present fault : DTC is occurring at present time.
▶ Fault is intermittent caused by poor contact in the sensor's and/or PCM's connector or was repaired and
PCM memory was not cleared. Thoroughly check connectors for looseness, poor connection, bending,
corrosion, contamination, deterioration, or damage. Repair or replace as necessary and then go to
"Verification of Vehicle Repair" procedure.
▶ Go to next step as below.
Component Inspection
1. Ignition "OFF"
2. Measure resistance between High signal terminal and Low signal terminal of PCM connector(PCM side).
▶ Check for poor connection between PCM and component: backed out terminal, improper mating, broken
locks or poor terminal to wire connection. Repair as necessary and go to "Verification of Vehicle Repair"
procedure
▶ Check PCM for contamination, deterioration, or damage. Substitute with a known-good PCM and check
for proper operation. If the problem is corrected, replace PCM and then go to "Verification of Vehicle
Repair" procedure.
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1. Many malfunctions in the electrical system are caused by poor harness(es) and terminals. Faults can also be caused by
interference from other electrical systems, and mechanical or chemical damage.
2. Thoroughly check connectors for looseness, poor connection, bending, corrosion, contamination, deterioration, or damage.
3. Has a problem been found?
▶ Check for continuity in wiring related to the CAN communication line(PCM, EPS, MTS and vertical
resistor at the junction box.). Repair as necessary and then go to "Verification of Vehicle Repair"
procedure
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Fuel System > Fuel Delivery System > Components and Components Location
Component Location
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1. Fuel Tank 8. Ventilation Hose
2. Fuel Pump 9. Canister
3. Fuel Filter (Included Fuel Pump) 10. Fuel Tank Pressure Sensor (FTPS)
4. Fuel Pressure Regulator 11. Canister Close Valve (CCV)
5. Fuel Pump Plate Cover 12. Fuel Level Sensor (FLS)
6. Fuel Filler Hose 13. Fuel Tank Air Filter
7. Leveling Hose 14. Separator
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Fuel System > Fuel Delivery System > Fuel Tank > Repair procedures
Removal
1. Preparation
(1) Remove the rear seat cushion (Refer to "Seat" in BD group).
(2) Open the service cover (A).
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(4) Start the engine and wait until fuel in fuel line is exhausted.
(5) After engine stalls, turn the ignition switch to OFF position.
2. Disconnect the fuel feed quick-connector (A), the vapor vacuum tube quick-connector (B), and the canister close valve
connector (C).
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3. Lift the vehicle and support the fuel tank with a jack.
4. Disconnect the fuel filler hose (A), the leveling hose (B) and the vapor hose (C).
5. Unscrew the fuel tank band mounting nuts (A) and remove the fuel tank (B).
Installation
Installation is reverse of removal.
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Fuel System > Fuel Delivery System > Fuel Pump > Repair procedures
Removal
1. Preparation
(1) Remove the rear seat cushion (Refer to "Seat" in BD group).
(2) Open the service cover (A).
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(4) Start the engine and wait until fuel in fuel line is exhausted.
(5) After engine stalls, turn the ignition switch to OFF position.
2. Disconnect the fuel feed tube quick-connector (A), the vapor tube quick-connector (B), and the canister close valve connector
(C).
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Installation
Installation is reverse of removal.
When installing the fuel pump module, be careful not to get the seal-ring entangled.
Fuel System > Fuel Delivery System > Fuel Filter > Repair procedures
Replacement
1. Remove the fuel pump (Refer to “Fuel Pump” in this group).
2. Disconnect the electric pump & sender wiring connector (A) and remove the regulator cap (B).
3. Disconnect the electric pump wiring connector (A) from the pump.
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5. Remove the cushion pipe fixing clip (B) after pressing the head assembly (C).
6. Separate the head assembly (C) from the fuel pump & filter assembly after disengaging the three fixing hooks (D).
7. Separate the fuel filter (A) from the fuel pump assembly (B) after disengaging the three fixing hooks (C).
Fuel System > Fuel Delivery System > Filler-Neck Assembly > Repair procedures
Removal
1. Disconnect the fuel filler hose (A), the leveling hose (B) and the ventilation hose (C).
2. Open the fuel filler door and unfasten the filler-neck assembly mounting screws (A).
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3. Remove the rear-LH wheel, tire, and the inner wheel house.
4. Remove the bracket mounting bolt (A) and remove the filler-neck assembly.
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Installation
1. Installation is reverse of removal.
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