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1F-44

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AFFECTED VIN

G32D GSL ENGKYRON SUPPLEMENT - 2006.03

TROUBLE CODE DIAGNOSIS

CLEARING TROUBLE CODESNoticeTo prevent Engine Control Module (ECM) dam-age,the key must be OFF when disconnecting or recon-necting the power to the ECM (for example batterycable, ECM pigtail connector, ECM fuse, jumpercables, etc.)

When the ECM sets a diagnostic trouble code (DTC),the Malfunction Indicator Lamp (MIL) will be turned ONand a DTC will be stored in the ECM’s memory. If the

problem is intermittent, the light will go out after 10 sec-onds if the fault is no longer present. The DTC will stayin the ECM’s memory until the battery voltage for 10seconds will clear all stored DTCs.

DTCs should be cleared after repairs have been com-pleted. Some diagnostic tables will tell you to clear thecodes before using the chart. This allows the ECM toset the DTC while going through the chart, which willhelp to find the cause of the problem more quickly.

MIL Code List

P0010P0101P0102P0103P0111P0112P0113P0116P0117P0118P0120P0121P0125P0131P0132P0133P0134P0135P0137P0138P0140P0141P0151P0152P0153P0154P0155P0157P0158P0160P0161P0171P0172P0174

DTC No. Type

EEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEEE

Page

1F-0481F-0511F-0511F-0511F-0511F-0511F-0511F-0551F-0551F-0551F-0571F-0581F-0551F-0611F-0611F-0611F-0611F-0611F-0621F-0621F-0621F-0621F-0621F-0621F-0621F-0621F-0621F-0631F-0631F-0631F-0631F-0631F-0641F-064

226, 227091011050304020001

104, 105, 108, 109, 121, 123, 185116, 119

06898084

82, 8385 ~ 87

908891

92, 94, 95209200204

202, 203205 ~ 207

210208211

212, 214, 21581, 97, 99, 101, 10393, 96, 98, 100, 102

201, 217, 219, 221, 223

Symptom No.

Camshaft actuator circuit shortMAF rationalityMAF low inputMAF high inputIAT sensor rationalityIAT sensor volt lowIAT sensor volt highECT sensor rationalityECT sensor output lowECT sensor output highThrottle actuator faultThrottle actuator function faultECT not warm-upO2S 1 min voltageO2S 1 volt highO2S 1 period too longO2S 1 not activeO2S 1 heater circuit shortO2S 2 min voltageO2S 2 volt highO2S 2 not lean after SASO2S 2 heater circuit shortO2S 3 min voltageO2S 3 volt highO2S 3 period too longO2S 3 not activeO2S 3 heater short circuitO2S 4 min voltageO2S 4 volt highO2S 4 not lean after SASO2S 4 heater short circuitFuel trim lean : bank1Fuel trim rich : bank1Fuel trim lean : bank2

Description

1F-45

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DTC No. Type Page

1F-0641F-067

1F-0971F-0701F-0701F-0731F-0731F-0731F-0731F-0731F-0741F-0741F-0741F-0741F-0741F-0741F-0741F-0761F-0761F-0761F-0761F-0761F-0761F-0761F-0761F-0761F-0761F-0761F-0761F-0761F-0761F-0791F-0791F-0811F-0811F-0841F-0841F-0861F-0861F-0861F-0871F-0871F-0901F-0901F-0911F-0911F-0911F-0921F-0921F-0921F-093

Symptom No. Description

P0175P0220

P0221P0231P0232P0261P0262P0264P0265P0267P0268P0270P0271P0273P0274P0276P0277P0300P0300P0301P0301P0302P0302P0303P0303P0304P0304P0305P0305P0306P0306P0325P0330P0335P0336P0340P0341P0351P0352P0353P0420P0430P0444P0445P0460P0462P0463P0481P0500P0501P0562

213, 216, 218, 222122, 125 ~ 127,160 ~ 164, 167

232 ~ 25135347372757477767978193192195194

5657

17, 20, 6718581964656650634140163839

32, 33129, 133, 134

130, 13108

Fuel trim rich : bank2Pedal position sensor fault

ETC faultFuel pump short to GND/OpenFuel pump short to BatteryInjector1 short to GND/OpenInjector1 short to BatteryInjector2 short to GND/OpenInjector2 short to BatteryInjector3 short to GND/OpenInjector3 short to BatteryInjector4 short to GND/OpenInjector4 short to BatteryInjector5 short to GND / OpenInjector5 short to BatteryInjector6 short to GND / openInjector6 short to BatteryMisfire(multiple cylinders) Catalyst damageMisfire(multiple cylinders) Emission increaseMisfire(#1 cylinder) Catalyst damageMisfire(#1 cylinder) Emission increaseMisfire(#2 cylinder) Catalyst damageMisfire(#2 cylinder) Emission increaseMisfire(#3 cylinder) Catalyst damageMisfire(#3 cylinder) Emission increaseMisfire(#4 cylinder) Catalyst damageMisfire(#4 cylinder) Emission increaseMisfire(#5 cylinder) Catalyst damageMisfire(#5 cylinder) Emission increaseMisfire(#6 cylinder) Catalyst damageMisfire(#6 cylinder) Emission increaseKnock sensor 1 output lowKnock sensor 2 output lowCPS faultCPS out of rangeCyl 1. Synchronization faultCamshaft position sensor faultIgnition Coil 1(cyl 2/5)Ignition Coil 2(cyl 3/4)Ignition Coil 3(cyl 1/6)Catalyst bank1 efficiency below thresholdCatalyst bank2 efficiency below thresholdPCV short to GND/OpenPCV short to BatteryTank level rationalityFuel sensor short to BatteryFuel sensor short to GNDMOL Low short to Battery/GNDAuto cruiser lever faultVehicle speed sensor faultBattery volt low

EE

CnlEEEEEEEEEEEEEEAEAEAEAEAEAEAEEEEE

CnlEEEEEEEEEEE

CnlCnlEE

1F-46

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DTC No. Type Page

1F-0921F-0941F-096,1F-0981F-0961F-0961F-0961F-0991F-1001F-100

1F-1011F-102


P0564P0600P0601

P0602P0604P0605P0650P0661P0662P0702P0702P0705P0715P0720P0730P0730P0740P0743P0748P0753P0758P0763P0778P0836P1570P1813

13223, 24, 26 ~ 31, 59 ~ 6121, 110, 120, 138 ~ 140,

186 ~ 190, 231142136

137, 143 ~ 146224, 225

199198175168177176178179183181172173168170171174180

25, 14162

Auto cruiser function faultCAN faultCPU fault

Coding rationalityDefective RAMChecksum faultMIL short circuitIntake manifold resonance flap short to GND/OpenIntake manifold resonance flap short to BatteryTransmission control unitSolenoid valve voltage supply (out of tolerance)Selection lever errorSpeed sensor errorOutput speed errorInvalid transmission state (hydraulic part)Gear recognition(repeatedly) negativeTorque converter lock-up clutch heat controlPWM solenoid valve, lock up converter clutchRegulating solenoid valve, modulator pressureSolenoid valve, 1-2/4-5 shiftingSolenoid valve, 2-3 shiftingSolenoid valve, 3-4 shiftingRegulating solenoid valve, shift pressureTransfer case errorStart immobilizer faultClutch switch fault

CnlEE

EEEEEEAEEEEEEAEEEEEEE

CnlE

Error type

A: MIL is switched on as soon as the error occurs

E: MIL is switched on after 2 valid driving cycles

Cnl: MIL is never switched on but DTC is stored as soon as the error occurs

1F-47

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Effect

-

Idle speed is improved

Blow-by gas is decreased

Valve overlap is decreased

Torque is increased

Fuel loss is decreased

NOx is decreased

Engine overrun is prohibited

Engine RPM

Engine stop

0 ~ 1,500 rpm

1,500 ~ 4,300 rpm

Above 4,300 rpm

Camshaft Position

Retard

Retard

Advanced

Retard

CAMSHAFT ACTUATOR

When the engine is running, the camshaft actuator rotates the intake camshaft hydraulically and mechanically relativeto the camshaft sprocket by 32° crank angle to the “advanced” position and back to the “retard” position.

The camshaft actuator is actuated electro-mechanically by the Engine Control Module (ECM).

The positioning time of apporx. 1 second is dependent on the engine oil pressure at the camshaft actuator and on the oilviscosity and oil temperature, respectively.

The camshaft indicator on the camshaft sprocket provides the camshaft rotational speed to the position sensor as aninput parameter for the engine ignition control unit.

Operation Condition of Camshaft Actuator

1. Bolt

2. Camshaft actuator

3. Bolt

4. Armature

5. Roll pin

6. Nut

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Camshaft Actuator Current Consumption Inspection1. Run the engine to reach the coolant temperature above 70 °C.

2. Increase the engine rpm up to 2000 rpm

3. Measure the current between the No. 1 and No. 2 pin of the camshaft actuator connector.

Specified value 1 ~ 1.5 A

Symptom No. Description Trouble Area Maintenance Hint

• Monitoring the actual operationalstatus through scan tool

• Inspection the ECM pin 73 aboutshort circuit or open

• Inspection the power source shortcircuit or open to cam actuator

• Inspection the magnet andhardware

• Inspection the ECM

Camshaft actuatorshort circuit to

battery

When malfunction of camphasing control

226

Camshaft actuatorshort circuit toground or open

227

NoticeIf the measured value is not within the specified value, check the cable.

DTC No.

P0010

C115

1F-49

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HFM (HOT FILM AIR MASS) SENSOR

General

ApplicationThe micro-mechanical HFM6 hot-film air mass sensor with flow direction detection by pulsating mass air flow has beenconceived for load recording with internal combusion engines with petrol and diesel fuel injection.

The HFM6 installation is effected in the air intake system between the air filter and the throttle device, in the case ofsupercharged engines between the air cleaner and the supercharger. The HFM6 is installed either as a plug-in sensor inan existing part of the airducting, such as, e.g. the air cleaner housing, or as pre-assembled plug-in sensor moduleincluding cylinder housing.

Depending on the required air flow rate of the combustion engine, various cylinder housing sizes are provided.

The HFM6 also records, in addition to the air mass taken in by the engine, the temperature of the air taken in.

The HFM6 may only be operated with a suitable control unit.

Design and FunctionThe hot-film air mass sensor is a thermal flowmeter. The sensor element with its temperature sensors and the heatingarea is exposed to the air mass flow. Through a metering channel on the plug-in sensor housing a portion of the air flowfrom the cylinder housing is routed past a sensor element.

A thin diaphragm is generated on the silicon-based sensor element by means of etching. A heating resistor and varioustemperature sensors are laid out on this diaphragm. The heating area is located in the centre of the diaphragm, which is

1. Plug-in sensor

1

2

2. Cylinder housing

1F-50

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Intake Air Temperature

The Intake Air Temperature (IAT) sensor is a part of Hot Film Air Mass (HFM) sensor and is a thermistor, a resistor whichchanges value based on the temperature of the air entering the engine. Low temperature produces a high resistance,while high temperature causes a low resistance as the following table.

The ECM provides 5 volts to the IAT sensor through a resistor in the ECM and measures the change in voltage todetermine the IAT. The voltage will be high when the manifold air is cold and low when the air is hot. The ECM knows theintake IAT by measuring the voltage.

The IAT sensor is also used to control spark timing when the manifold air is cold.

Temp. (°C) R min.(ΩΩΩΩΩ) R nom. (ΩΩΩΩΩ) R max. (ΩΩΩΩΩ)

-40

-20

0

20

40

60

80

100

120

130

35,140

12,660

5,119

2,290

1,096

565

312

184

114

91

39,260

13,850

5,499

2,420

1,166

609

340

202

127

102

43,760

15,120

5,829

2,551

1,238

654

370

222

141

114

controlled to an excess temperature using a heating resistor and a temperature sensor. The degree of this excess

temperature depends on the temperature of the air flowing in. Without incoming air flow, the temperature at the dia-phragm edges declines in an approximately linear fashion. Temperature sensors are located symmetrically in relation tothe heating area upstream and downstream of the heating area. When there is no incoming flow, these sensors indicatethe same temperature. With incoming flow, the part of the diaphragm upstream of the heating area is cooled down dueto heat transfer in the boundary layer. The downstream temperature sensor approximately retains its temperature, dueto the air heated up in the heating area.

The temperature sensors indicate a temperature difference which is dependent upon amount and direction of the incom-ing flow. The difference signal of the temperature sensor is evaluated as a resistance bridge.

Digital signal processing takes place after digitising the resistor bridge voltage and the intake air temperature sensorsignal. This enables temperature compensation on the basis of the chip temperature and a standardization of the outputcharacteristic curve.

The plug-in sensor housing contains the electronic module with the evaluation circuit for the sensor.

A/D CountSignal(Voltage)

Voltage

NTC output voltage (1K Ohm Pull-Up)

Temperature

1F-51

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C115

Circuit DescriptionThe heated element on the MAF is a platinum film resistor (heater). It is located on a ceramic plate together with the otherelements in the bridge circuit. The temperature sensitive resistor (flow sensor) also included in the bridge. The separationof heater and flow sensor facilitates design of the control circuitry. Saw cuts are employed to ensure thermal decouplingbetween the heating element and the intake air temperature (IAT) sensor. The complete control circuitry is located on asingle layer. The voltage at the heater provides the index for the mass air flow. The MAF’s electronic circuitry then convertsthe voltage to a level suitable for processing in the ECM. This device does not need a burn off process to maintain itsmeasuring precision over an extended period. In recognition of the fact that most deposits collect on the sensor element’sleading edge, the essential thermal transfer elements are located downstream on the ceramic layer. The sensor elementis also design to ensure that deposits will not influence the flow pattern around the sensor.

The IAT sensor uses a thermistor to control the signal voltage to the ECM. The ECM supplies 5 volt reference and aground to the sensor. When the air is cold, the resistance is high; therefore the IAT signal voltage will be high. If theintake air is warm, resistance is low; therefore the IAT signal voltage will be low.

DTC No. Description Trouble Area Maintenance Hint

• Monitoring the actual air tem-perature through scan tool

• Inspection the ECM pin 80, 79about short circuit or open withbad contact

• Inspection the IAT sensor(integrated in HFM sensor)


• Monitoring the actual air massflow through scan tool


• Inspection the MAF sensor(integrated 11 in HFM sensor)


Symptom No.

Mass air flowsensor high voltage

MAF sensor short circuit topower

P0103

Mass air flowsensor low voltage

MAF sensor short circuit toground or open

P0102

Mass air flowsensor plausibility

Malfunction in recognition ofMAF

When air mass not plausible

P0101

11

10

09

Intake air temperaturesensor low voltage

IAT sensor short circuit toground or open

P0112 03

Intake air temperaturesensor plausibility

Malfunction in recognition of IAT

When functional problemP0111 05

Intake air temperaturesensor high voltage

IAT sensor short circuit to powerP0113 04

1F-52

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Mass Air Flow Sensor 5 volt Power Supply Inspection1. Turn the ignition switch to “OFF” position.

2. Disconnect the HFM sensor connector.

3. Turn the ignition switch to “ON” position.

4. Measure the voltage between the ECM pin No. 108 and MAF sensor connecter terminal No. 3.

NoticeIf the measured value is not within the specified value, the possible cause may be in cableor ECM coupling.


NoticeIf the measured value is not within the specified value, the possible cause may be in cableor ECM coupling.

Mass Air Flow Sensor 12 volt Power Supply Inspection1. Turn the ignition switch to “OFF” position.

2. Disconnect the HFM sensor connector.



NoticeIf the measured value is not within the specified value, the possible cause may be in cable or Over VoltageProtection Relay (OVPR).

Specified value 4.7 ~ 5.2 V


Specified value 11 ~ 14 V

Mass Air Flow Sensor Input Voltage Inspection1. Turn the ignition switch to “ON” position.

2. Measure the signal voltage between the ECM pin

Ignition “ON”

IdlingEnginestatus

Specified Value

0.9 ~ 1.1 v

1.3 ~ 1.7 v(Coolant tempera-ture is over 70 °C)

Application

NoticeIf the measured value is not within the specified value, the possible cause may be in cable or MAF sensorin itself. Perform the 5 volt power supply inspection procedures.

1F-53

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ENGINE COOLANT TEMPERATURE (ECT) SENSOR

Engine Coolant Temperature (ECT) sensor detects coolant temperature and supplies information to the ECM. It iscomposed of metal housing with two NTC resistor, 4 pin connector. The ECM provides a 5 volt signal to the ECT sensorthrough a dropping resistor. When the engine is cold, the ECT sensor provides high resistance, which the ECM detectsas a high signal voltage. As the engine warms up, the sensor resistance becomes lower, and the signal voltage drops.At normal engine operating temperature, the ECT signal will measure about 1.5 to 2.0 volts.

The ECM uses information about coolant temperature to make the necessary calculations for:

• Fuel delivery

• Ignition control

• Knock sensor system

• Idle speed

• Torque converter clutch application

• Canister purge

• Cooling fan operation

• Others

1. Artificial resin housing

2. Metal housing

3. NTC (Negative Tcemperature Coefficient) resistor

4. Connector

5. Engine coolant temperature sensor

1F-54

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Specified Value (V)

3.57

1.22

0.78

Temperature (°C)

20

80

100

Engine Coolant Temperature Sensor Inspection1. Turn the ignition switch to “ON” position.

2. Measure the voltage between the ECM pin No. 78 and No. 79.

-40

-30

-20

-10

0

10

20

30

40

50

60

70

80

90

100

110

120

130

140

48,550

27,000

15,570

9,450

5,890

3,790

2,500

1,692

1,170

826

594

434

322

243

185

143

111.6

88

71.2

4.90

4.82

4.70

4.52

4.43

3.96

3.57

3.14

2.70

2.26

1.86

1.51

1.22

0.98

0.78

0.63

0.50

0.40

0.33

Temperature (°C) Resistance (ΩΩΩΩΩ) Voltage (V)

3. Turn the ignition switch to “OFF” position.

4. Disconnect the ECT sensor connector.


6. Measure the resistance between the ECT sensor terminal pin No. 1 and No. 4.

NoticeReplace wiring and coolant temperature sensor if out of specified value.

Specified Value (V)

2,500

322

185

Temperature (°C)

20

80

100

1F-55

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Symptom No.

Circuit DescriptionThe ECT sensor uses a thermistor to control the signal voltage to the ECM. The ECM supplies a voltage on the signalcircuit to the sensor. When the engine coolant is cold, the resistance is high; therefore the ECT signal voltage will be high.

Maintenance Hint

• Monitoring the actual coolanttemperature through scan tool


• Inspection the ECT sensor


C115

Trouble AreaDescriptionDTC No.

Malfunction in recognition of ECT

When minimum temperature forlambda control after warm up

Engine coolanttemperature insuffi-cient for closed loop

fuel control

06P0125

Malfunction in recognition of ECT

When drop to about 50°Cbelow after warm up

Engine coolanttemperature sensor

plausibility02P0116

ECT sensor short circuit topower


high voltage01P0118

ECT sensor short circuit toground or open


low voltage00P0117

1F-56

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THROTTLE VALVE ACTUATOR

The throttle actuator is actuated by the Engine ControlModule(ECM) according to the position of the accelera-tor pedal position.

It has two potentiometers which signal the position of thethrottle valve to the ECM to enable it to recognize thevarious engine load states.

Ignition “OFF”In the de-energized states the throttle valve position isdetermined to be spring capsule.

Ignition “ON”When the ignition S/W on the servo motor in the throttleactuator is operated by the ECM. The throttle valve adoptsa position in line with the coolant temperature.

Closed PositionIn the closed throttle position, the servo motor controlsengine speed by operating the throttle valve further (greatermixture) or closing it further (reduced mixture), depend-ing on coolant temperature and engine load. When this isdone, the throttle valve can be closed further by the servomotor overcoming the force of the spring capsule (me-chanical end stop). If the actuator is deenergized, thethrottle valve is resting against the spring capsule.

Consequently, the throttle valve opening is a constant 10~ 12° approximately.

At no load, this produces an engine speed of about 1,800 rpm

DrivingWhen driving (part/full throttle), the servo motor controlsthe throttle valve in line with the various load states andaccording to the input signals from the pedal value sen-sor according to the input signals from the pedal valuesensor according to the position of the accelerator pedal.

The function of the EA (electronic accelerator) in the ECMdetermines the opening angle of the throttle valve throughthe throttle actuator. Further functions are;

• Idle speed control

• Cruise control

• Reducing engine torque for ASR/ABS operation

• Electronic accelerator emergency running

• Storing faults

• Data transfer through CAN

1F-57

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BrR

BrR

C115

Maintenance Hint

• Monitoring the actual valuesthrough

• Inspection the ECM pin 84, 85,87, 112, 67, 68 about shortcircuit or open with bad contact

• Inspection the throttle valveactuator


Trouble AreaDescriptionSymptom No.DTC No.

TPS 1 short circuit to groundor open

Throttle positionsensor 1 low voltage

104

TPS 1 short circuit to powerThrottle position

sensor 1 high voltage105

TPS 2 short circuit to groundor open

Throttle positionsensor 2 low voltage

108

TPS 2 short circuit to powerThrottle position

sensor 2 high voltage109

When supply voltage of theactuator short circuit to

power Inspection the ECM

Throttle actuatorfailure

121P0120

When shut down ofoutput driver

Different mass air flowsensor signal with

throttle position sensor123

When defective of bothpotentiometers

Both throttle positionsensor failure

125

When difference betweenTPS 1 and TPS 2

Throttle positionsensor 1 not plau-

sible with

Throttle positionsensor 2

126

1F-58

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When actuator adaptionfluctuation or not meet the

condition scan tool

Throttle actuatorlearning control failure

116

P0121

Maintenance Hint

• Monitoring the actual valuesthrough scan tool

• Inspection the ECM pin 84, 85,87, 112, 67, 68 about shortcircuit or open with bad contact

• Inspection the throttle valveactuator



When failure of wiring har-ness or actuator

High permanentthrottle signal

127

P0120When difference between

MAF and TPS signal

Mass air flow sensorand throttle position

sensor failure185

When return spring defectiveof actuator with bad contact

Throttle valve returnspring failure

119

Circuit DescriptionThe ECM supplies a 5 volt reference signal and a ground to the TP sensor. The TP sensor sends a voltage signal backto the ECM relative to the throttle plate opening. The voltage signal will vary from approximately 0.3 ~ 0.9 volts at closedthrottle, to over 4.0 ~ 4.6 volts at Wide Open Throttle (WOT).

The TP sensors serve for engine load control according to the drive pedal command. Load adjustments independent ofthe drive pedal command can be implemented; such functions are, for instance, idle control, speed control, drive slipcontrol, load shock damping, and similar functions.

When the actuator current fails, the throttle valve is returned to emergency operating position by a spring. The throttlevalve position, thereby the actuator drive position check back is provided by two potentiometers. The motor positions thethrottle valve against the return spring force. Motor and return spring are two separate energy sources. Each of Them isable to position the throttle valve in emergency position alone. Throttle valve position check back and monitoring isprovided by two actual value potentiometers connected to the engine control electronics.

Throttle Actuator DC MotorInspection


2. Measure the signal voltage between the ECM pinNo. 67 and No. 68.

Throttle Actuator Inspection1. Turn the ignition switch to “ON” position.

2. Measure the TPS 1 signal voltage at the ECM pin No.87 and TPS 2 signal voltage at the ECM pin No. 85.

Pedal Position

Closed

Opened

Closed

Opened

TPS 1

TPS 2

Specified Value

0.3 ~ 0.9V

1 4.0 ~ 4.6V

4.0 ~ 4.6V

0.3 ~ 0.9V

Ignition “ON”

Idling

Enginestatus

Specified Value

0.8 ~ 2.3 v

1.0 ~ 2.5 v(Coolant tempera-ture is over 70 °C)

Application

Throttle Actuator DC MotorResistance

1. Turn the ignition switch to “OFF” position.

2. Measure the resistance between the ECM pin No.67 and No. 68.

Specified value <10 Ω

1F-59

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Oxygen Sensor

The oxygen sensor is unique among the engine controlsensors because is acts like a battery and is able togenerate its own low voltage signal. It is located the ex-haust system and monitors the amount of oxygen in theexhaust stream and provides feedback to the EngineControl Module (ECM).

The electrically heated oxygen sensor warms up quicklyand remains hot, even at idle when the exhaust manifoldmay cool down.

The ECM applies a reference voltage of 450 mv to theoxygen sensor, the ECM compares this reference volt-age with the voltage generated by oxygen sensor. Theamount of voltage the oxygen sensor generates is pro-portionate to the difference between the amount of oxy-gen in the outside air and the exhaust gases. The atmo-sphere contains about 21% oxygen. The exhaust from arich air/fuel ratio contains almost no oxygen. With a largedifference between the amounts of oxygen containing thetwo surface, the sensor generates less voltage.

When the exhaust gas is rich (below 14.7 : 1), the volt-age output is high, above 450 mv. When the exhaust gasis lean (above 14.7 : 1 air/fuel ratio), the sensor’s voltageoutput is low, below 450 mv.

The ECM uses oxygen sensor information for:

• Open loop / closed loop criteria

• Ideal air / fuel ratio

EXHAUST SYSTEM

Catalytic ConverterThe purpose of the catalytic converter is to convert thethree pollutants of carbon monoxide(CO), hydrocarbons(HC) and oxides of nitrogen (NOx) contained in the ex-haust of gasoline engines, into the harmless compoundsof water (H2O), carbon dioxide (CO2) and nitrogen (N2).

The catalytic converter contains a catalyst, a word com-ing from the Greek and which designates the elementessential for catalyst which triggers chemical reactionswithout itself being consumed.

These catalysts in the 3-way catalytic converter are therare metals platinum (Pt) and rhodium (Rh).

The catalytic converter consists essentially of three mainelements. The exhaust gases flow through the catalyticconverter and, in so doing, coming into contact with raremetals (Pt and Rh).

The following chemical reaction are produced.

CO + O2 → CO2

HC + O2 → CO2 + H2ONOx → N2

+ O2

1F-60

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1F-61

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Symptom No.

85

86

87

Maintenance Hint

• Monitoring the actual outputsignal through scan tool


• Inspection the oxygen sensor


• Monitoring the heating statusthrough scan tool

• Inspection the ECM pin 9 aboutshort circuit or open with badcontact

• Inspection the heating powersource

• Inspection the heating circuit ofoxygen sensor


Trouble Area

When recognition theheating circuit

When recognition the heatingcurrents that more or less

than set values (less than 0.2A or more than 2A)

When recognition the heatingvoltages than less than set

values (less than 2V)

Description

Oxygen sensorheater failure

Oxygen sensorheater short circuit

to battery

Oxygen sensorheater short circuitto ground or open

DTC No.

P0135

89

When recognition the outputthat more than nominal

threshold, malfunction ofsensing voltage.

Oxygen sensor lowvoltage

P0131

80



Oxygen sensorhigh voltage

P0132

84When slow response of

sensor signalOxygen sensorslow response

P0133

82

83

When recognition the outputthat not active the sensor etc.

When recognition the outputthat no lean signal after

overrun fuel shut-off

Oxygen sensor noactivity detected

Oxygen sensor notlean after overrun

fuel shut-off

P0134

1F-62

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205

206

207















Oxygen sensor 3heater failure

Oxygen sensor 3heater short circuit

to battery

Oxygen sensor 3heater short circuitto ground or open

P0155

209



Oxygen sensor 3low voltage

P0151

200



Oxygen sensor 3high voltage

P0152

204When slow response of

sensor signalOxygen sensor 3

slow responseP0153

202

203

When recognition the outputthat not active the sensor etc.

When recognition the outputthat no lean signal after


Oxygen sensor 3no activity detected

Oxygen sensor 3not lean after


P0154

Symptom No.

92

94

95

Maintenance Hint










Trouble Area






Description



to battery


DTC No.

P0141

90




P0137

88




P0138

91When recognition the output

that no lean signal afteroverrun fuel shut up

Oxygen sensor 2not lean after SAS

P0140

1F-63

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AFFECTED VIN


Symptom No.

212

214

215

Maintenance Hint










Trouble Area






Description



to battery


P0161

210




P0157

208




P0158

211

When recognition the outputthat no lean signal afer

overrun fuel shut up

Oxygen sensor 4not lean after SASP0160

DTC No.

• Inspection the intake air leakage

• Inspection the injection quanti-ties with injector block orleakage

• Inspection the exhaust leakage


Bank 1 systemshort term fuel trimadaptation below

lean threshold

81

When recognition the valueless than nominal control

threshold, it means that whenbig deviation in control rangeof adaptation values throughfuel and air mixture formation

Bank 1 systemshort term fuel trim

at lean stop97

When recognition the shortterm fuel trim that less than

nominal threshold

Bank 1 system idleadaptation failure

(below rich threshold)99

When recognition the longterm fuel trim exceeds lean

threshold

P0171

Bank 1 systemlearning control failure

(lean, low load)101


threshold

Bank 1 systemlearning control

failure (rich, low load)103


threshold

1F-64

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• Inspection the intakeair leakage

• Inspection the injectionquantities with injectorblock or leakage

• Inspection the exhaustleakage


213

201

216

217

218

P0175

219

P0174

221

222

223

Maintenance Hint

• Inspection the intakeair leakage

• Inspection the injectionquantities with injectorblock or leakage

• Inspection the exhaustleakage


Symptom No.DTC No.

93

96

98

P0172

100

102

Bank 2 system shortterm fuel trim

adaptation above richthreshold

When recognition the value more thannominal control threshold, it means

that when big deviation in controlrange of adaptation values through fuel

and air mixture formation

Bank 2 system shortterm fuel trim adaptation

below lean threshold

When recognition the value less thannominal control threshold, it means



Bank 2 system shortterm fuel trim at rich stop

When recognition the short termfuel trim that more than nominal

threshold

Bank 2 system short termfuel trim at lean stop

When recognition the short termfuel trim that less than nominal

threshold


(above rich threshold)

When recognition the long termfuel trim exceeds rich threshold


(below rich threshold)

When recognition the long termfuel trim exceeds lean threshold

Bank 2 system learningcontrol failure (lean, low load)


Bank 2 system learningcontrol failure (rich, high load)


Bank 2 system learningcontrol failure (rich, low load)


Description Trouble Area

Bank 1 system shortterm fuel trim

adaptation above richthreshold

When recognition the value more thannominal control threshold, it means



Bank 1 system shortterm fuel trim at rich stop

When recognition the short termfuel trim that more than nominal

threshold


(above rich threshold)


Bank 1 system learningcontrol failure (rich, low load)


Bank 1 system learningcontrol failure (rich, high load)


1F-65

CHANGED BY

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AFFECTED VIN


Oxygen Sensor Signal Voltage Inspection1. Maintain the engine speed is at idle while the coolant temperature is over 80 °C.

2. Measure the oxygen sensor signal voltage between the ECM terminal No. 16 and No. 17.

NoticeIf the measured value is not within the specified value, the possible cause may be in cable, oxygen sensoror ECM.

Oxygen Sensor Heating Voltage Inspection1. Maintain the engine speed is at idle while the coolant temperature is over 80 °C.

2. Measure the oxygen sensor signal voltage between the ECM terminal No. 11 and No. 9.


Oxygen Sensor Heating Current Consumption Inspection1. Turn the ignition switch to “ON” position.

2. Measure the oxygen sensor heating current consumption between the ECM terminal No. 9 and No. 5.



Specified value 11 ~ 14 V

Specified value 0.2 ~ 2.0 A

Circuit DescriptionIn order to control emissions, a catalytic converter is used to covert harmful emissions into harmless water vapor andcarbon dioxide. The ECM has the ability to monitor this process by using a oxygen sensor. The oxygen sensor producesand output signal which indicates the storage capacity of the catalyst. This in turn indicates the catalyst’s ability toconvert exhaust emission effectively. If the oxygen sensor pig tail wiring, connector, or terminal is damaged. Do notattempt to repair the wiring, connector, or terminals. In order for the sensor to function properly, it must have a clean airreference provided to it. This clean air reference is obtained by way of the oxygen sensor wire(s). Any attempt to repairthe wires, connector, or terminal and degrade the oxygen sensor performance.

1F-66

CHANGED BY

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AFFECTED VIN


ACCELERATOR PEDAL MODULE

The Acceleration Pedal Position (APP) sensor is mounted on the accelerator pedal assembly. The sensor is actuallytwo individual APP sensors and one housing. This sensor works with the Throttle Position (TP) sensor to provide inputto the Engine Control Module (ECM) regarding driver requested accelerator pedal and throttle angle at the throttle body.

When the APP Sensor is DefectedWhen the APP1 or APP 2 sensor is defected condition, the engine is still running at idle condition but, the acceleratorpedal reaction is not response correctly and also, the engine rpm will be reacted to 4,000 rpm slowly. If the APP 1sensor is out of order, the APP 2 sensor will be conducted with signal as a default signal but, the throttle valve openingis limited 60% and delayed opening speed.

When the TP Sensor or Servo Motor is DefectedWhen the TP 1, 2 sensor or servo motor is defected condition, the throttle valve will be closed to the spring capsule byspring force, at this condition, the throttle valve will open 10° ~ 20°and engine rpm will be controlled by ECM with opening(ON/OFF) time of injector. The engine rpm will be maintaining 900 rpm (at idle) to 1,800 according to the engine load.

1. Accelerator pedal

2. Accelerator pedal sensor

3. Bolts

4. 6-pin connector

5. Bolt

1F-67

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Symptom No.

122

160

161

162

163

164

167

2 4 3 1 6 5

Maintenance Hint

• Monitoring the actual valuesthrough scan tool

• Inspection the ECM pin 31, 47,32, 48, 59, 51 about short circuitor open with

• Inspection the APP sensor


Trouble Area

When malfunction of APPsensor

APP 1 sensor short circuit toground or open

APP 1 sensor short circuit topower

APP 2 sensor short circuit toground or open

APP 2 sensor short circuit topower bad contact

When difference betweenAPP 1 sensor and APP 2

sensor

When defective of both APPsensor

Description

Acceleration pedalposition sensor

signal failure

Acceleration pedalposition 1 sensor

low voltage

Acceleration pedalposition sensor 1

high voltage


low voltage


high voltage

Accelerator pedalposition sensor 1not plausible withaccelerator pedalposition sensor 2

Both setpointaccelerator pedalposition sensor

defective

DTC No.

P0220

1F-68

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AFFECTED VIN


Circuit DescriptionThe ECM supplies a 5 or 2.5 volt reference signal and a ground to the APP sensor 1or 2. The ECM calculates on thesesignal lines. The APP sensor output changes as the accelerator pedal is moved. The output of the APP 1and APP2sensor are low, about 0.4 ~ 0.7 volts and 0.2 ~ 0.35 volts respectively at the closed throttle position. As pushing theaccelerator pedal, the output increases so that the output voltages will be about 4.3 ~ 4.8 volts and 2.1 ~ 2.4 voltsindividually when accelerating fully with the kick down, at Wide Open Throttle (WOT).

Acceleration Pedal Position Sensor 1 Inspection1. Turn the ignition switch to “ON” position.

2. Measure the signal voltage between the ECM pin No. 47andNo. 31while operating the accelerator pedal as followingconditions.

• Not depress the pedal (closed throttle position)

• Fully depress the pedal (full throttle with kick down)

NoticeIf measured value is not within the specified value, check the pedal valve sensor and the supply voltage toAPP 1 sensor.

Acceleration Pedal Position Sensor 2 Inspection1. Turn the ignition switch to “ON” position.

2. Measure the signal voltage between the ECM pin No. 48 and No. 50 while operating the accelerator pedal asfollowing conditions.

• Not depress the pedal (closed throttle position)

• Fully depress the pedal (full throttle with kick down)

NoticeIf measured value is not within the specified value, check the pedal valve sensor and the supply voltage toAPP sensor 2.

Condition of Throttle Valve

Closed throttle valve

Fully depressed throttle valve

Specified Value (V)

0.3 ~ 0.7

4.3 ~ 4.8

Condition of Throttle Valve

Closed throttle valve

Fully depressed throttle valve

Specified Value (V)

0.1 ~ 0.4

2.1 ~ 2.5

1F-69

CHANGED BY

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AFFECTED VIN


FUEL PUMP

1. Flange and harness assembly

2. Spring

3. Fuel pump

4. Float

5. Thermistor

6. Float arm

7. Thermistor housing

8. Resistor card and wiper

Requirements for Fuel Pump

Item

System pressure

Maximum pressure

Minimum pressure

Nominal voltage

Minimum amount of fuelsupply

Specified Value

3.8 bar

8.5 bar (12 V)

5.0 bar (12 V)

12 V

114 Liter/Hr (12 V, 3.8 bar,-30 ~ +70 °C)

Item

Minimum delivery at 8v

Operating voltage

Maximum allowable current

Ambient temperature

Maximum amount of fuelsupply

Specified Value

30 Litre/Hr

8 V

7.5 A

-30 ~ +70 °C

165 Liter/Hr (12V, 3.8 bar,-30 ~ +70 °C)

1F-70

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Circuit DescriptionWhen the ignition switch is turned ON, the ECM will activate the pump relay and run the in-tank fuel pump. The fuelpump will operate as long as the engine is cranking or running and the ECMis receiving ignition reference pulses.

If there are no reference pulses, the ECM will shut off the fuel pump within 2 seconds after the ignition switch is turnedON, engine stopped or engine stalled.

Fuel Pump Relay InspectionMeasure the voltage between the ECM terminal No. 33 and ground.

Ignition Switch: ON

Cranking

0 V (for1 ~ 2 sec.)

0 V

F30

BG

6

C902 3

C204

20A FuseF44

Maintenance Hint

• Inspection the Engine ControlModule (ECM) pin 33 aboutshort circuit or open with badcontact

• Inspection the fuel pump relay


Trouble Area

When short circuit to groundor open open with bad

contact

When short circuit to powersource

Description

Fuel pump relayshort circuit toground or open

Fuel pump relayshort circuit to

battery

Symptom No.

35

34

DTC No.

P0231

P0232

1F-71

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Measure the Fuel Delivery from the Fuel Pump1. Disconnect the return pipe from fuel distributor and insert the appropriate hose into it.

2. Place the hose end into the beaker with the minimum capacity of 1 Liter


4. Connect the terminal No. 33 and No. 5 of ECM with a service wire.

5. Measure the fuel delivery from the fuel pump

NoticeCheck the fuel filter and fuel line when the fuel delivery is not within specified value.

Measure the Current Consumption of Fuel Pump1. Remove the fuel pump relay from fuse and relay box in trunk, and turn the ignition switch to “ON” position.

2. Using a multimeter, measure the current consumption by connecting the terminal No. 30 and No. 87 of the fuelpump relay connector.

NoticeReplace the fuel pump relay if the measured value is over 9 A.

Specified value 1 Liter/max. 35 sec.

Specified value 5 ~ 9 A

1F-72

CHANGED BY

EFFECTIVE DATE

AFFECTED VIN


FUEL INJECTOR

The Multipoint Fuel Injection (MFI) assembly is a solenoid-operated device controlled by the Engine Control Module(ECM) that meters pressurized fuel to an each individual cylinder. The injector sprays the fuel, in precise quantities ata point in time determined by the ECM, directly to ward the cylinder intake valve. ECM energizes the fuel injectorsolenoid to lift the needle valve and to flow the fuel through the orifice. This injector’s discharge orifice is calibrated tomeet the effective fuel atomization necessary for both ensuring the maximum homogeneity in the air-fuel mixture andholding the condensation along the walls of the intake tract to a minimum.

Fuel enters the top feed injector from above and flows through its vertical axis. The lower end extends into the intakevalve. Fuel from the tip is directed at the intake valve, causing it to become further atomized and vaporized beforeentering the combustion chamber.

A fuel injector which is stuck partially open would cause a loss of fuel pressure after the engineis shut down. Also, anextended crank time would be noticed on some engines. Dieseling could also occur because some fuel could bedelivered to the engine after the ignition is turned off.

1. Fuel rail

2. O-ring

3. Injector bracket

4. Injector

5. O-ring

1F-73

CHANGED BY

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Symptom No.

RW RW RW RW RW RW RW

C115

YW

YW

C212

RW

20

Maintenance HintTrouble AreaDescriptionDTC No.

• Inspection the power to injector#1 or bad contact

• Inspection the injector


72

When malfunction of injectorcircuit

Injector #1 short circuit to power

No. 1 injector shortcircuit to batteryP0262

• Inspection the ECM pin 63 aboutshort circuit or open with bad contact



73


Injector #1 short circuit toground or open

No. 1 injector shortcircuit to ground or

openP0261




74



No. 2 injector shortcircuit to battery

P0265




75




openP0264







open77P0267

1F-74

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Maintenance HintTrouble AreaDescriptionSymptom No.DTC No.




76




P0268





Injector #4 short circuit topower


78P0271







open79P0270







192P0274







open193P0273







194P0277







open195P0276

1F-75

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8.0 ms

3 ~ 5 ms

14 ms

Injector Spray Pattern Check1. Turn the ignition switch OFF.

2. Remove the fuel injector connectors.

3. Remove the fuel distributor and injector with a unit. Atthis time, do not remove the supply and return line.

NoticePrepare the beaker for taking the fuel.

4. Connect the shop made cable to the injector with a firingorder.

5. Connect the other end of shop made cable to the positivebattery cable and negative battery cable.

6. Turn the ignition switch ON.

7. Check the injector for normal spray pattern as shown inthe figure. Check injector for leaks or later drop

Injector Resistance Inspection1. Turn the ignition switch OFF.

2. Remove the fuel injector connectors.

3. Measure the fuel injector coil resistance using amultimeter.

NoticeReplace the fuel injector if the measured value is outof the specified values. Check the connector and wireconnection between the ECM and the injector if themeasured values are normal.

Injector Pulse Width Inspection1. Turn the ignition switch OFF.

2. Install the scan tool.

3. Turn the ignition switch ON.

4. Monitor the “INJECTION TIME” with a scan tool.

Specified value 14 ~ 17 Ω

Cranking

Engine Idle

Wide Open Throttle (WOT)

1F-76

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MISFIRE

DTC

P0300

P0302

P0301

P0304

P0303

P0306

P0305

Description

Misfire (Multiple cylinders) Catalyst damage

Misfire (Multiple cylinders) Emission increase

Misfire (#2 cylinder) Catalyst damage

Misfire (#2 cylinder) Emission increase











Circuit DescriptionThe Engine Control Module (ECM) monitors the crank-shaft and camshaft positions to detect if the engine ismisfiring. The ECM looks for a quick drop in crankshaftspeed. It may take between one to several tests to storea Diagnostic Trouble Code (DTC) and illuminate the Mal-function Indicator Lamp (MIL). Under light misfireconditions, it may also take more than one trip to set aDTC. Severe. Misfire will flash the MIL, indicating thatcatalyst damage is possible.

Misfire of cylinder 1 is monitored by cylinder selectiveengine roughness measuring. The actual roughness valueis compared with the actual (emission and catalystdamage) threshold.

Conditions for Setting the DTC• DTCs P0101, P0102, P0103, P0111, P0112, P0113,

P0335, P0336, P0341, P0351, P0352, P0353 (3.2LDOHC) and P0600 are not set.

• Counting of misfire within 1000 revolutions andexceeding misfire EC emissions threshold is 70 forA/T and 102 for M/T (2.3L DOHC)

• Counting of misfire within 1000 revolutions andexceeding misfire EC emissions threshold is 3.5%(3.2L DOHC)

• Counting of misfire within 200 revolution and exceedingmisfire catalyst damage is greater than 18 weighted(MIL BLINK after 1st exceed).

• Misfire starting end (500 rpm) is reached.

• At least one injector is reversible shut down by limiteris not present.

• Engine speed is between 500 and 5700 rpm (2.3LDOHC).

• Engine speed is between 450 and 4000 rpm (3.2LDOHC).

• Load gradient is between 0.05 and -0.05.

• At least two injectors are irreversible shut down ormarked for shut down is not present.

• Load below threshold is between 0.17 and 0.34 (2.3LDOHC).

• Load below threshold is between 0.18 and 0.35 (3.2LDOHC).

• Increment wheel compensation precess is successfulfinished.

• Gear shift (A/T) is not active.

• Crankshaft/camshaft synchronizationis no fault.

• Tip down during cruise control active is not active.

• Tank level is greater than 13 liters.

• Clutch lever is greater than 13 liters.

1F-77

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Action Taken When the DTC Sets• The MIL will illuminate after two consecutive driving

cycles in which the diagnostic runs with the faultactive.

OR

• The MIL will illuminate immediately and flash if thecatalyst darnage misfire is present.

• The ECM will record operating conditions at the timethe diagnostic fails. This information will be stored inthe Freeze Frame and Failure Records buffers.

• A history DTC is stored.

Conditions for Clearing the MIL/DTC• The MIL will turn off after three consecutive driving

cycles in which the diagnostic runs without a fault.

• A history DTC will clear after 40 consecutive warm-upcycles without a fault.

• The DTC(s) can be cleared by using the scan tool.

Diagnostic AidsAn intermittent can also be the result of a defective reluctorwheel. Remove the CKP sensor and inspect the reluctorwheel through the sensor mount hole. Check for porosityand the condition of wheel.

The Scan tool active misfire counts should pick up anintermittent misfire problem. Watch the scan tool misfirecounter. When a specific cylinder misfires under certainload, conditions may be duplicated in the stall.

Test DescriptionThe number(s) below refer to specific step(s) on the diag-nostic table.

1. Euro On-Board Diagnostic (EOBD) System Checkprompts the technician to complete some basicchecks and store the freeze frame and failure recordsdata on the scan tool if applicable. This creates anelectronic copy of the data taken when themalfunction occurred. The information is then storedon the scan tool for later reference.

3. A visual/physical inspection should include checkingthe following components:

• The wiring for proper connections, pinches orcuts.

• The ECM grounds for being clean and tight.

• The vacuum hoses for splits, kinks, and improperconnections as shown on the Vehicle EmissionInformation label.

• Check thoroughly for any type of leak orrestriction.

• Check for air leaks at the throttle body mountingarea and intake manifold sealing surface.

5. When all the accumulators are relatively equal, themisfire is being caused by something that affectsthe entire engine. When they are not, the misfire isbeing caused by something that is specific to twoor more cylinders.

6. Whenever the misfire is not present, operating thevehicle may be necessary to duplicate the condi-tions in the Freeze Frame Data in order to detectmisfire. Depending on the engine load, the condi-tions may have to be maintained for up to 20 sec-onds. When the misfire is present. A history misfirecounter will store the number of misfires that haveoccurred until the DTC is cleared.

8. Check fuel for water, alcohol, etc. (Water in the fuelcan cause an occasional random misfire.)

9. A basic engine problem that affects all cylinders isthe only possibility at this point. (Cam timing, throttlebody leak, restricted air flow, etc.)

11. Tests the ignition system voltage output using a sparktester.

12. Replace any spark plugs that are worn, cracked orfouled.

13. Checks for voltage at the ignition feed circuits.

18. Whenever the driver circuit is shorted to ground, thelight will be on steady. When the driver circuit isshorted to voltage or open, the light will be off.

19. Since voltage is supplied to the fuel injector on asingle circuit, the malfunction can only be a poorconnection or open in the fuel injector harness. Anopen before the harness would result in an ”EngineCranks But Will Not Run” complaint.

24. Before replacing the ECM, check terminals forimproper mating, broken locks, or physical damageto the wiring harness. The replacement ECM mustbe reprogrammed. Refer to the latest Techlineprocedure for ECM reprogramming.

1F-78

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KNOCK SENSOR (KS)

The Knock Sensor (KS) detects abnormal knocking in the engine. The two KS are mounted in the engine block near thecylinders. The sensors produce an output voltage which increases with the severity of the knock. This signal is sent tothe Engine Control Module (ECM) via a shielded cable. The ECM then adjusts the ignition timing to reduce the sparkknock.

1F-79

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When recognition in morethan control gain threshold atnormal operational conditionof other system during over 75and 3,000 rpm running area

(cylinder 4, 5, 6)

Circuit DescriptionThe KS system is used to detect engine detonation, allowing the ECM to retard the ignition control spark timing basedon the KS signal being received. The KS signal’s amplitude and frequency depend upon the amount of knock beingexperienced. The ECM monitors the KS signal and can diagnose the KS sensor and circuitry.

Knock Sensor Resistance Inspection1. Disconnect the coupling from ECM while the ignition switch is in “OFF” position.

2. Measure the resistance between the coupling terminal pin No. 118 and No. 117 and terminal pin No. 115 and No.114 using a multimeter.

NoticeReplace the KS if the measured values is out of the specified values. Check the connector and wire connectionbetween ECM and the KS if the measured values are normal.

Specified value >10 MΩ

Maintenance Hint

• Inspection the ECM pin 118,117about short circuit or openwith bad contact

• Inspection the KS 1 malfunction



• Inspection the KS 2 malfunction


Trouble Area

When recognition in morethan control gain threshold atnormal operational conditionof other system during over 75and 3,000 rpm running area

(cylinder 1, 2, 3)

Description

No. 2 knock sensorsignal failure

No. 1 knock sensorsignal failure

Symptom No.

57

56

DTC No.

P0330

P0325

C115

GW

GW

1F-80

CHANGED BY

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AFFECTED VIN


CRANKSHAFT POSITION (CKP) SENSOR

1. Crankshaft position sensor

2. Bolt

3. Segment

4. Flywheel

This Electronic Ignition (EI) system uses inductive or pick up type magnetic Crankshaft Position (CKP) sensor. TheCKP sensor is located in the opposite side of the crankshaft pulley and triggers the pick-up wheel teeth which isequipped 60 - 2 teeth with a gap of 2 teeth at 360 degree spacing. This sensor protrudes throughits mount to within 1.1± 0.14 mm.

The output of the sensor is a sinusoidal signal. Each tooth of the pick-up 60 - 2 wheel generates a positive half wave.

The Engine Control Module (ECM) uses this sensor signal to generate timed ignition and injection pulses that it sendsto the ignition coils and to the fuel injectors.

1F-81

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Crankshaft positionsensor signal failure

(no engine revolu-tion signal)

Crankshaft positionsensor signal failure

(gap recognitionfailure)

Crankshaft positionsensor adaptation

failure

Crankshaft positionsensor signal failure(rpm > max. value)

17

20

67

18

Circuit DescriptionThe 58X reference signal is produced by the CKP sensor. During one crankshaft revolution, 58 crankshaft pulses will beproduced. The ECM uses the 58X reference signal to calculate engine rpm and CKP. The ECM constantly monitors thenumber of pulses on the 58X reference circuit and compares them to the number of Camshaft Position (CMP) signal pulsesbeing received. If the ECM receives and incorrect number of pulses on the 58X reference circuit, this failure code will set.

Crankshaft Position Sensor Resistance Inspection1. Disconnect the coupling “E” of ECM while the ignition switch is in “OFF” position.

2. Measure the resistance between the coupling terminal pin No. 99 and No. 100 using a multimeter.

NoticeMeasure the insulator resistance of the CKP sensor if out of the specified value.


Specified value 1,050 ~ 1,400 Ω

Maintenance Hint

• Monitoring the actual rpmthrough or scan tool

• Inspection the ECM pin 100, 99about short circuit with badcontact

• Inspection the CKP sensor

• Inspection the air gap betweensensor and drive plate

• Inspection the drive plate (teethcondition)


Even through cam positionrecognition is normal, nocrankshaft position signal

recognition

When implausible recognitionof cam and crank angle

signal or intermittent sensingthe signal or error count of

undetected gap.

When faulty crank anglesensor adaption

When more than applicablerevolution values or implau-sible to 60-2 teeth scan tool

Trouble Area

P0335

P0336

DTC No.

GW

GW

C115

10099

1F-82

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AFFECTED VIN


Crankshaft Position Sensor OutputWave Inspection

1. Measure the output wave between the ECM terminalsNo. 99 and No. 100 using the scan tool or the oscilloscopewhile engine cranking (start motor activated).

NoticeCheck the segment or crankshaft position sensor andair gap if cannot get the output wave as shown in thefigure.

Crankshaft Position SensorInsulator Resistance Inspection

1. Disconnect the coupling from ECM while the ignitionswitch is in “OFF” position.

2. Measure the resistance between the coupling terminalpin No. 100 and No. 69 using a multimeter.

NoticeMeasure the check and ground terminal of the CKPsensor if out of the specified value.

Specified value >20 kΩ

1F-83

CHANGED BY

EFFECTIVE DATE

AFFECTED VIN


CAMSHAFT POSITION (CMP) SENSOR

The Camshaft Position (CMP) sensor sends a CMP signal to the Engine Control Module (ECM). The ECM uses thissignal as a “synchronized pulse” to trigger the injectors in the proper sequence. The ECM uses the CMP signal toindicate the position of the #1 piston during its power stroke. This allows the ECM to calculate true sequential fuelinjection mode of operation.

1. Camshaft position sensor connector

2. Bolt

3. Camshaft position sensor

4. O-ring

Circuit DescriptionThe CMP sensor sends a cam position signal to the ECM. If the cam position signal is lost while the engine is running,the fuel injection system shifts to a calculated sequential fuel injection mode based on the last fuel injection pulse, andthe engine continuous to run.

Camshaft Position Sensor Signal Voltage Inspection1. Measure the voltage between the ECM terminal No. 11 and No. 106 while the engine speed is at idle.

NoticeThe signal voltage will be changed in the range of 1.2 ~ 1.7V.

1F-84

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AFFECTED VIN


Camshaft Position Sensor OutputWave Inspection

1. Measure the output wave between the ECM terminalsNo. 104 and No. 106 using the scan tool or theoscilloscope while engine speed is at idle.

NoticeReplace the CAM sensor if cannot get the out-putwave as shown in the figure.

Camshaft Position Sensor PowerSupply Inspection

1. Disconnect the CMP sensor Connector.

2. Measure the voltage between the No. 1and No. 3 pin ofthe CMP sensor connector while the ignition switch is in“ON” position.

NoticeIf the measured value is not within the specified value,check the cable.

Maintenance Hint

• Inspection the source voltage ofCMP sensor


• Inspection the CMP sensor

• Inspection the damage of sensoror sprocket



When synchronization fault ofcylinder 1

(TDC recognition)

Camshaft positionsensor signal : No.1 cylinder synchro-

nization failure

58P0340

When no cam recognitionsignal during TN 24 counts

more. (maintain the constantlow or high level)

Camshaft positionsensor signal : No.1 cylinder recogni-

tion failure

19P0341

C115

1F-85

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IGNITION COIL

The Electronic Ignition (EI) system ignition coil is located on the cylinder head cover. The double ended coils receive thesignal for the Engine Control Module (ECM) which controls the spark advance.

Each EI system ignition coil provides the high voltage to two spark plugs simultaneously;

T1/1: cylinder 2 and 5



The EI system ignition coil is not serviceable and must be replaced as an assembly.

1. Control cable connection

2. Ignition cable

3. Spark plug connector

4. Coupling plug

5a, 5b.Secondary voltage connection

E. Iron core

L1. Secondary ignition coil

L2. Primary ignition coil

1F-86

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64

65

66

Symptom No. Description Trouble Area

No ignition voltageoutput

(No. 1 ignition coil)





Malfunction of ignitioncircuit Primary currentvalues or secondary

short circuit

Circuit DescriptionThe Electronic Ignition (EI) system uses a waste spark method of spark distribution. The Crankshaft Position (CKP)sensor sends reference pulses to the ECM. The ECM then triggers the EI system ignition coils. Once the ECM triggersthe EI system ignition coils both of the connected spark plugs fire at the same time. One cylinder is on its compressionstroke at the same time that the other is on the exhaust stroke, resulting in lower energy needed to fire the spark pluginthe cylinder on its exhaust stroke.

This leaves there remainder of the high voltage to be used to fire the spark plug in the cylinder on its compression stroke.

Since the CKP sensor is in a fixed position, timing adjustments are not possible or needed.

C115

C212

C115

20

C115

GW

GWGW

Maintenance Hint

• Inspection the ECM pin 70 (71 and72) about short circuit or open withbad contact

• Inspection the power source to ignition

• Inspection the power source toignition coil

• Inspection the ignition coil, hightension cords etc.

• Inspecti on the spark plug (wet,cracks, wear, improper gap, burnedelectrodes, heavy deposit)


P0351

P0352

P0353

DTC No.

10099

1F-87

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Catalyst Bank 1 effciency below threshould

Catalyst Bank 2 effciency below threshould

Catalystic

DTC

P0420

P0430

DescriptionSymptom No.

50

63

System Description

The vehicle with 6 cylinder has two independent manifoldcoupled catalysts: one for cylinder 1, 2, 3 called bank 1and the other one for 4, 5, 6 called bank2.

For measuring the oxygen storage capacity the functioncalculates the amplitude ratio between downstream andupstream oxygen sensor amplitude for each bankseparately.

Several amplitude ratios will be calculated in different load-speed windows. The function calculates the mean valueof each window for bank 1 and for bank 2, separately andtransforms the amplitude ratio to a calculated conversionrate.

If the mean value of the calculated conversion rate from awindow for one bank is below the conversion limit and therequired number of amplitude ratios in this window isreached then this window and this bank are marked asfailed.

If in one window the mean value of bank1 and bank2, isbelow the emission threshold and the required number ofcalculated amplitude ratios is reached for each bank thenthis window is marked as failed for both banks.

If two windows of one bank are marked as failed in onedriving cycle the catalyst system is detected as failed.

Catalyst diagnosis is carried out once in each driving cycle.

Conditions for Setting the DTC• Catalyst monitoring is not finished.

• Lambda control closed loop is active.

• DTCs P0116, P0117, P0118, P0125, P0131, P0132,P0133, P0134, P0135, P0137, P0138, P0140, P0141,P0171, P0172, P0300, P0301, P0302, P0303, P0304,P0305 and P0306 are not set.

• Calculated catalyst temperature is greater than570 °C (1058 °F) for activation.

• Calculated catalyst temperature is less than500 °C (932 °F) for deactivation.

• Engine temperature is greater than 60 °C (140 °F).

• Purge factor is less than 16.

• Vehicle speed for activation is less than 120 km/h.

• Vehicle speed for deactivation is greater than 140 km/h.

• Lambda pilot controller active for time since ‘startfinished’ is greater than 1.5 seconds.

Fault detection if calculated catalyst conversion rate intwo different windows is less than threshold value. (de-pending on load-speed window)

Threshold value is less than 15 %

• Load/speed in one window is between 0.18/1290 and 0.27/2400 for M/T and 0.02/1050 and 0.34/2010 for A/T.

• Load gradient is less than 0.05 [1/100ms].

• Engine speed gradient is less than 90[rpm/100ms].

• Lambda control period time is between 160 and 2000ms for M/T and 180 and 2000 ms for A/T.




• Engine speed gradient is less than 80[rpm/100ms].





• Engine speed gradient is less than 75 [rpm/100ms].





• Engine speed gradient is less than 70 [rpm/100ms].

• Lambda control period time is between 80 and 1400ms for M/T and 1400 ms for A/T.

Action Taken When the DTC Sets

• The MIL will illuminate after two consecutive drivingcycle in which the diagnostic runs with the fault ac-tive.



1F-88

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Conditions for Clearing the MIL/DTC• The MIL will turn off after three consecutive driving

cycles in which the diagnostic runs without a fault.



Diagnostic Aids

The catalyst test may abort due to a change in the en-gine load. Do not change the engine load (i.e. A/C, cool-ing fan, heater motor) while a catalyst test is in progress.

Mean value calculation of amplitude ratios between postand pre O2 sensor bank 2 in four different load-speedwindows and transformed to conversion rate.

An intermittent problem may be caused by a poor con-nection, rubbed-through wire insulation, or a wire that isbroken inside the insulation.

Any circuitry, that is suspected as causing the intermit-tent complaint, should be thoroughly checked for the fol-lowing conditions:

• Backed-out terminals

• Improper mating

• Broken locks

• Improperly formed

• Damaged terminals

• Poor terminal-to-wire connection

Test DescriptionThe number(s) below refer to specific step(s) on the diag-nostic table.

1. Euro On-Board Diagnostic (EOBD) System Checkprompts the technician to complete some basicchecks and store the freeze frame and failure recordsdata on the scan tool if applicable. This creates anelectronic copy of the data taken when the malfunc-tion occurred. The information is then stored on thescan tool for later reference.

2. If any component DTCs are set, diagnose thoseDTCs first. A fault in a component can cause theconverter to appear degraded or may have causedits failure.

3. This step includes checks for conditions that cancause the TWC to appear degraded. Repair anyproblems found before proceeding with this table.

5. If the TWC needs to be replaced, make sure thatanother condition is not present which would causethe converter to become damaged. These conditionsmay include: misfire; high engine oil or coolant con-sumption, retarded spark timing or weak spark. Toavoid damaging the replacement converter, correctany possible causes of converter damage beforereplacing the catalytic converter.

6. Clearing DTCs allows the catalyst test to be run upto 6 times this ignition cycle. Once the ignition iscycled, the test will run only once. Driving the vehicleheats the catalyst to a test temperature. The ECMmust see a predetermined amount of time at aboveidle before allowing the catalyst test to run at idle.Once at idle, the ECM will allow the system tostabilize and then test the catalyst in 2 stages.

7. If no faults have been found at this point and noadditional DTCs were set, refer to ”Diagnostic Aids”in this section for additional checks and information.

1F-89

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PURGE CONTROL VALVE

The fuel vaporization control system is in stalled to inhibit the fuel vaporized gas from discharging into the atmosphere.

The fuel vaporized gas that is accumulated in the canister abstracts through the purge control valve purification duringthe engine combustion (except the decreasing mode) and coolant temperature of over 80°C. For this reason, the EngineControl Module (ECM) transacts the engine speed, air inflow quantity, coolant temperature, and intake temperature.

The purge control valve is activated by the ECM frequency according with the engine rotating speed to adjust thepurification rate. The purification rate is determined by the continuous valve opening interval.

The purge control valve is activated by the ECM for the following conditions:

• Coolant temperature of over 80°C

• Engine speed of over 1,000 rpm

• 2 minutes after starting

• When the fuel cut-off mode is not activated

1. Purge control valve

2. Line to engine

3. Line to conister

1F-90

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When short circuit to groundor open circuit or open with

bad contact41

Purge control valveshort circuit toground or open

P0444

DTC No.

4. Remove the line to canister and measure the pressurewith the vacuum pressure gauge.

Test1. Maintain the normal temperature and idling state by

operating the engine.

2. Connect the ECM terminal No. 34 and check for normaloperation through the output waves using oscilloscope.

NoticeTest during purge control valve operation after theminimum of 1 minute after the engine turned on.

3. Connect the ECM terminal No. 34 and check for currentconsumption during the ignition switch ON.

NoticeTest while at normal temperature and at idling stateby operating the engine.

Specified value 0.3 ~ 0.5 A

Specified value

> 500 mbar(after approx. 1 min.)

purge control valve oper-ates at this time

C108

C206

18

21

YR

7

Ef26

Maintenance Hint

• Inspection the ECM pin 34 aboutshort circuit or open with badcontact.

• Inspection the source power ofvalve

• Inspection the purge controlsolenoid vale


Trouble AreaSymptom No. Description

When short circuit to powersource

40Purge control valve

short circuit tobattery

P0445

1F-91

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16

38

39

FUEL LEVEL SENSOR

Circuit Description

The Engine Control Module (ECM) uses the signal fromthe fuel level sensor to calculate expected vapor pres-sure within the fuel system. Vapor pressure varies as thefuel level changes. Vapor pressure is critical in determin-ing if the Evaporative Emission (EVAP) system is operat-ing properly. The fuel level signal is also used to deter-mine if the fuel level is too high or too low to be able toaccurately detect EVAP system faults. This DiagnosticTrouble Code (DTC) detects a fuel level sensor that sendsout a noisy signal.

Conditions for Setting the DTC

Consumption test

• Fuel level change is less than 2L.

• Consumption since plausibilization start is greaterthan 35 L.

• Voltage is greater than 8 volts. (3.2 L DOHC)

• Battery voltage is less than 15 volts.


• The MIL will illuminate after two consecutive driving cyclein which the diagnostic runs with the fault ac-tive.



Conditions for Clearing the MIL/DTC

• The MIL will turn off after three consecutivedriving cycles in which the diagnostic runs withouta fault.

• A history DTC will clear after 40 consecutive warm-up cycles without a fault.


Diagnostic Aids

Resistance checks for the fuel level sensor:

• Empty = 280 ohms or more.

• Half full = about 110 ohms.

• Full = 38 ohms or less.

Test Description

The number(s) below refer to specific step(s) on thediagnostic table.

1. Euro On-Board Diagnostic (EOBD) System Checkprompts the technician to complete some basicchecks and store the freeze frame and failurerecords data on the scan tool if applicable. Thiscreates an electronic copy of the data taken whenthe malfunction occurred. The information is thenstored on the scan tool for later reference.

2. The replacement ECM must be reprogrammed.Re-fer zto the least Techline procedure for ECMrepro-gramming.

Tank lever rationality

Fuel sensor short to battery

Fuel sensor short to GNS

DTC

P0460

P0462

P0463

DescriptionSymptom No.

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• Step1. Monitoring the actual rpmthrough Diagnostic program orScan Tool

• Step2. Inspection the ECU Pin60 about short circit or open

• Step3. Inspection the circuitboard of Cluster

• Step4. Inspection the ECU

CRUISE CONTROL SWITCH

Circuit DescriptionCruise control is an automatic speed control system that maintain a desired driving speed without using the acceleratorpedal. The vehicle speed must be greater than 50 km/h to engage cruise control.

LY BG GR RrG

YR

10AFuseF27

Maintenance HintTrouble Area

Cruise control systemmessage counter fault

When malfunction of auto-cruisesystem Implausible condition of

vehicle speed signal.

Cruise control leverdefective

Cruise control systemImplausible condition of

acceleration signal

Cruise control systemImplausible condition of

deceleration signal

Description

Cruise control “OFF”due to messagecounter failure

Vehicle speedsignal failure

Vehicle speedsignal failure

Cruise control leverfailure

Cruise controlacceleration failure

Cruise controldeceleration failure

129

130

131

132

133

134

DTC No.

P0501

P0564

P0500

When short circuit to Ubatt

When short circuit to groundor open

MOL low shortcircuit to battery

MOL low short toGND

P0481

32

33

• Monitoring the actual recognitionstatus and vehicle speed signalthrough scan tool

• Inspection the Engine ControlModule (ECM) pin 52 53 54 5557 about short circuit or openwith bad contact

• Inspection the CAN and ABS

• Inspection the cruise controllever switch


1F-93

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SYSTEM VOLTAGE


• Monitoring the actual batteryvoltages through the scan tool

• Inspection the Engine ControlModule (ECM) pin 12, 11, 10, 5about short circuit or open withbad contact

• Inspection the over voltageprotection relay

• Inspection the battery

• Inspection ECM

System voltage toolow

Malfunction in recognition ofsystem source voltage. Less

than minimum 8 volts in2,000 rpm below, or less than10 volts in 2,000 rpm above.

08

FuseEf 45

GY

CE BoxFuel pumpRelay “86”

DTC No.

P0562

1F-94

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SERIAL DATA COMMUNICATION

Symptom No.

26

24

23

G202 G202

C20633 34

C202

L

8

L

C103 3

SB9

7.5A FuseF54

Maintenance Hint

• Inspection the TCM unit withCAN connection

• Inspection the ECM pin 38, 37 aboutshort circuit or open with bad contact


• Inspection the ABS unit with CANconnection



• Inspection the ASR unit with CANconnection

• Inspection the Engine ControlModule (ECM) pin 38, 37 about shortcircuit or open with bad contact


Trouble Area

When CAN signal messagemissing or implausibility forTCU unit or not initialized

condition

When CAN signal messagemissing or implausibility forABS unit or not initialized

condition

When CAN signal messagemissing or implausibility for

ASR/MSR unit or notinitialized condition

Description

CAN communica-tion failure: TCU (A/

T only)

CAN communica-tion failure: ABS

CAN communica-tion failure: ASR/

MSR

DTC No.

P0600

1F-95

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Description

CAN communica-tion failure: ID 208h

not plausible

CAN communica-tion failure: TOD

(E32 only)

CAN communica-tion failure: ASR

data transmissionnot plausible

CAN communica-tion failure: MSRdata transmission

not plausible

CAN communica-tion failure: commu-nication initializa-

tion failure

Circuit DescriptionThe provision for communicating with the ECM is the Data Link Connector (DLC). It is located in the instrumentpanel fuse block. The DLC is used to connect the scan tool. Battery power and ground is supplied for the scan toolthrough the DLC. CAN line is used to communicate with the other module such as the Transmission Control Module(TCM) and Transfer Case Control Unit (TCCU).

CAN communica-tion failure: ID 200h

not plausible

Maintenance Hint

• Inspection the ABS/ESP unit withCAN connection



• Inspection the TOD unit with CANconnection



• Inspection the Engine ControlModule (ECM) pin 38, 37 aboutshort circuit or open with badcontact


• Inspection the MSR unit with CANconnection

• Inspection the Engine ControlModule (ECM) pin 38, 37 about shortcircuit or open with bad contact


• Inspection the ASR unit with CANconnection

• Inspection the each control unitwith CAN connection



• Inspection the ABS/ESP unit withCAN connection



Trouble Area


ABS/ESP unit or notinitialized condition

When CAN signal messagemissing or implausibility forTOD unit or not initialized

condition

When CAN signal messagemissing or implausibility forASR unit or not initialized

condition

When CAN signal messagemissing or implausibility forMSR unit or not initialized

condition


each unit(ABS, ASR, TCM, TOD etc.)

or not initialized condition

When CAN signal messagemissing or implausibility forABS/ESP unit or not initial-

ized condition

Symptom No.

30

27

60

59

31

29

DTC No.

P0600

CAN missing SLMessage


SL unit or not initializedcondition

28

CAN missingcluster Message

• Inspection the Engine ControlModule (ECM) pin 38, 37 aboutshort circuit or open with badcontact


When CAN signal messagemissing or implausibility forCluter unit or not initialized

condition

61

1F-96

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INTERNAL FAILURE

137

143

144

145

146

Maintenance Hint


Trouble Area

When malfunction of ECMinternal

Description

ECM failure

ECM failure(EEPROM/Flash -EPPOM checksum

failure)

ECM failure (codingID checksum

failure)

ECM failure (codingchecksum failure)

ECM failure(programming

checksum failure)

DTC No.

P0605

21

• Inspection the coding conditionthrough scan tool

• Inspection the Engine ControlModule (ECM)

• Inspection the CAN line

• Inspection the TCM

When faulty of variant codingof transmission

Transmissioncoding failure

P0601

136 • Inspection the ECMWhen malfunction of random

access memory - ECMinternal error

ECM failure (RAM)P0604

142 • Fulfill the ECM variant codingWhen malfunction of ECM

coding-required ECMencoding

Uncoded/unprogramed ECM

P0602

Symptom No.

1F-97

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ELECTRONIC THROTTLE CONTROLLER SAFETY MALFUNCTION

Symptom No. Maintenance Hint


Trouble Area

System internalfailure

232

233

234

235

236

237

238

Description

Over deceleration limit (CPU 2)

Over acceleration limit (CPU 2)

Cruise control lever dualoperation (CPU 2)

Cruise control lever safetyterminal failure (CPU 2)

Unusual pedal positionvariation (CPU 2)

Unusual throttle positionvariation (CPU 2)

Unusual throttlecontroller monitoring datacomparison fault (CPU 2)

DTC No.

P0221

Unusual accelerator pedalposition sensor comparison

fault (CPU 2)

Throttle potentiometercomparison fault (CPU 2)

Unusual CPUcommunication (CPU 2)

Unusual CPUconfiguration (CPU 2)

Accelerator pedal positionsensor setpoint fault between

CPU 1 and CPU 2 (ECM)

Position controller set- pointfault between CPU 1 and CPU 2

MSR setpoint fault betweenCPU 1 and CPU 2

Idle control setpoint faultbetween CPU 1 and CPU 2

A/D converter overflow (CPU 2)

Cycle monitor fault (CPU 2)

A/D converter failure (CPU 2)

ROM fault (CPU 2)

RAM fault (CPU 2)

239

240

241

242

244

245

246

247

248

251

243

249

250

1F-98

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Maintenance Hint


Trouble Area

System internalfailure

DescriptionFailur CodeDTC No.

110

117

120

138

139

140

186

187

188

189

190

231

Throttle actuatorlearning data fault

Exceed fuel-cut safety time

Cruise controlinterruption memory failure

Call Monitoring

Servo motor control outputinterruption memory failure

Servo motor open/short

ECM failure(incompatible CPU)

ECM failure (CPUs communi-cation failure)

ECM failure (CPU 2 configu-ration failure)

ECM failure (CPU 2 fault)

ECM failure (CPU run timefailure between CPUs)

ECM failure (CPU 2 cruisecontrol message counter failure)

P0601

1F-99

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MIL

Circuit Description

When the ignition is turned ON, the Malfunction Indica-tor Lamp (MIL) will be turned ON and remain ON until theengine is running if no Diagnostic Trouble Codes (DTCs)are stored. Battery voltage is supplied through the igni-tion switch directly to the MIL telltale. The Engine ControlModule (ECM) controls the MIL by providing a ground paththrough the MIL control circuit to turn ON the MIL.

DTC P0650-224 sets when the MIL circuit is short tobattery.

Conditions for Setting the DTC

• Current is between 1 ampare and 2 ampares(depending on driver condition).

• Voltage is less than 2 volts for ground, 5 consecutivetesrs.

• Voltage is less than 3 volts for open, 5 consecutivetests.


• The Malfunction Indicator Lamp (MIL) will illuminateafter two consecutive driving cycles in which the diag-nostic runs with the fault active.

• The ECM will record operating conditions at the timethe diagnostic fails. This information will be stored inthe Freeze Frame and Failure Records buffer.


Conditions for Clearing the MIL/DTC

• The MIL will turn OFF after 3 consecutive drivingcycles in which the diagnostic runs without a fault.


• DTC(s) can be cleared by using the scan tool.

Diagnostic Aids

• Inspect the wiring for poor electrical connections atthe MIL and ECM connectors. Look for possible bent,backed out, deformed or damaged terminals. Checkfor weak terminal tension as well. Also check for chafedwires that could short to bare metal or other wiring.Inspect for broken wire inside the insulation.

• If diagnosing for a possible intermittent short or opencondition, move or massage the wiring harness whileobserving test equipment for a change.

Description Trouble Area Maintenance Hint

• Step1. Monitoring the actual rpmthrough Diagnostic program orScan Tool

• Step2. Inspection the ECU Pin60 about short circit or open

• Step3. Inspection the circuitboard of Cluster

• Step4. Inspection the ECU

MIL lamp shortcircit to ubatt

When short circuit or openthe MIL lamp crcuit

224

MIL lamp shortcircit to to ground/

open225

DTC No.

P0650

Symptom No.

When short circuit or openthe MIL lamp crcuit

1F-100

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RESONANCE FLAP

Circuit DescriptionA pneumatically actuated resonance flap is located on the intake manifold, and will be opened and closed by load, whichoperates resonance flap according to engine and controlled by ECM and rpm.

Resonance flap is closed at idle/partial load (less than 3,800/rpm). The switch valve will be adjusted by ECM andresonance flap will be closed. By increasing air flow passage through dividing intake air flow toward both air collectionhousing. This leads to a significant increase in the torque in the lower speed range.

Resonance flap is open at full load (over 3,800/rpm). The switch valve will not be adjusted by ECM and resonance flap willbe open. The collected air in the air collection housing will not be divided and intake air passage will be shorten.


• Monitoring the actual operationalstatus and vehicle speed signalthrough scan tool

• Inspection the Engine ControlModule (ECM) pin 97 about shortcircuit or open with bad contact

• Inspection the power source shortcircuit or open to resonance flap

• Inspection the resonance flapsolenoid and hardware


Resonance flapshort circuit to

battery

Resonance flap short circuitto power

198

Resonance flapshort circuit toground or open

Resonance flap short circuitto ground or open

199

C115

DTC No.

P0662

P0661

1F-101

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AFFECTED VIN


When malfunction of immobilizer

Required immobilizerencoding, no paired conditionof immobilizer even through

start trial

IMMOBILIZER

Symptom No.

25

Circuit DescriptionImmobilizer is a device disabling vehicle ignition unless a specific key is used and designed to help prevent vehicle theft.

Immobilizer is comprised of two devices, a key with encoded transponder and ECM with the same encoding of thetransponder. When a key is inserted into the hole to start vehicle and turned to ON, the ECM reads and decodes thetransponder code and, if the same, starts the engine, it is called immobilizer. It means immobilizer system disablesstarting by stopping fuel supply if the code in the transponder does not match the code stored in ECM each other.

141

Maintenance Hint

• D Inspection the Engine ControlModule (ECM) pin 13, 14 aboutshort circuit or open with bad contact

• Inspection the power source orground short circuit or open ofimmobilizer unit

• Inspection the transpondercondition (broken etc.)


• Fulfill the immobilizer pairing

Trouble Area

When missing thetransponder signal

Description

Communicationwith transponder

missing

Unprogramed ECMwith immobilizer

DTC No.

P1570

S205

12

G207

YRF27

1

1F-102

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CLUTCH SWITCH

Description Trouble Area Maintenance HintDTC No. Symptom No.

• Inspection the Engine ControlModule (ECM) pin 43 aboutshoutcircuit or open

• Inspection the clutch switch


Clutch switchdefective

When malfunction of clutchswitch

62P1813

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