Fuel and Emissions Systems (v6) Acura TSX II

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Intermittent Failures

The term intermittent failure means a system may have had a failure, but it checks OK now. If the malfunction indicator lamp (MIL) on the dash does not come on, check for poor connections or loose terminals at all connectors related to the circuit that you are troubleshooting. If the MIL was on but then went out, the original problem may have been intermittent.

Service Information

Periodically, new PCM software or new service procedures may become available. Always check on-line for the latest software or service information related to the DTCs or symptoms you are troubleshooting.

Opens and Shorts

Open and short are common electrical terms. An open is a break in a wire or at a connection. A short is an accidental connection of a wire to ground or to another wire. In simple electronics, this usually means something won't work at all. With complex electronics (such as PCMs) this can sometimes mean something works, but not the way it's supposed to.

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1. Start the engine, and check the MIL (A). NOTE: If the ignition switch is turned to ON (II), the MIL stays on for 15-20 seconds (see «HOW TO SET READINESS CODES»(/acura/tsx/ii-2008-2014/remont/testing-diagnostics/#fuel-and-emissions-systems-v6) ).
2. If the MIL stays on, connect the HDS to the data link connector (DLC) (A) located under the driver's side of the dashboard.
3. Turn the ignition switch to ON (II).
4. Make sure the HDS communicates with the PCM and other vehicle systems. If it doesn't, go to the DLC circuit troubleshooting (see «DLC CIRCUIT TROUBLESHOOTING»(/acura/tsx/ii-2008-2014/remont/testing-diagnostics/#pgm-fi-system-v6__dlc-circuit-troubleshooting) ).
5. Check the diagnostic trouble code (DTC) and note it. Also check the freeze data and/or on-board snapshot data, and download any data found. Then refer to the «INDICATED DTC'S TROUBLESHOOTING»(/acura/tsx/ii-2008-2014/remont/testing-diagnostics/#fuel-and-emissions-systems-v6__dtc-troubleshooting-index) , and begin the appropriate troubleshooting procedure. NOTE: Freeze data indicates the engine conditions when the first system malfunction, misfire, or fuel trim malfunction that activated the MIL was detected. The HDS can read the DTC, the freeze data, the on-board snapshot, the current data, and other powertrain control module (PCM) data. For specific operations, refer to the user's manual that came with the HDS.
6. If no DTCs are found, go to the MIL circuit troubleshooting (see «MIL CIRCUIT TROUBLESHOOTING»(/acura/tsx/ii-2008-2014/remont/testing-diagnostics/#pgm-fi-system-v6) ).

If the MIL did not stay on

If the MIL did not stay on but there is a driveability problem, do the symptom troubleshooting.

If you can't duplicate the DTC

Some of the troubleshooting requires you to reset the PCM and try to duplicate the DTC. If the problem is intermittent and you can't duplicate the DTC, do not continue through the procedure. To do so will only result in confusion and possibly, a needlessly replaced PCM.

HDS Clear Command

The PCM stores various specific data to backup the system even if there is no electrical power such as when the battery negative terminal or the No. 15 BACK UP Fl ECU (10 A) fuse are disconnected. Stored data based on failed parts should be cleared by using the CLEAR COMMAND of the HDS, if parts are replaced.

The HDS has three kinds of clear commands to meet this purpose. They are DTC clear, PCM reset, and CKP pattern clear. The DTC clear command erases all stored DTC codes, freeze data, on-board snapshot, and readiness codes. This must be done with the HDS after reproducing the DTC during troubleshooting.

The PCM reset command erases all stored DTCs, freeze data, on-board snapshot, readiness codes, and all specific data to correct the system except CKP pattern. If the CKP pattern data in the PCM was cleared, you must do the CKP pattern learn procedure. The CKP pattern clear command erases only CKP pattern data. This command is for repair of a misfire or the CKP sensor.

Scan Tool Clear Command

If you are using a generic scan tool to clear commands, be aware that there is only one setting for clearing the PCM, and it clears all commands at the same time (CKP pattern learn, idle learn, readiness codes, freeze data, on-board snapshot, and DTCs). After you clear all commands, you then need to do these procedures, in this order: PCM idle learn procedure (see PCM IDLE LEARN PROCEDURE ); CKP pattern learn procedure; test-drive to set readiness codes to complete (see CATALYTIC CONVERTER MONITOR AND READINESS CODE ).

DTC Clear

1. Clear the DTC with the HDS while the engine is stopped.
2. Turn the ignition switch to LOCK (0).
3. Turn the ignition switch to ON (II), and wait 30 seconds.
4. Turn the ignition switch to LOCK (0), and disconnect the HDS from the DLC.

PCM Reset

1. Reset the PCM with the HDS while the engine is stopped.
2. Turn the ignition switch to LOCK (0).
3. Turn the ignition switch to ON (II), and wait 30 seconds.
4. Turn the ignition switch to LOCK (0), and disconnect the HDS from the DLC.
5. Do the PCM idle learn procedure (see «PCM IDLE LEARN PROCEDURE»(/acura/tsx/ii-2008-2014/remont/testing-diagnostics/#idle-control-system-v6__pcm-idle-learn-procedure) ).

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1. Connect the HDS to the data link connector (DLC) (A) located under the driver's side of the dashboard.
2. Turn the ignition switch to ON (II).
3. Make sure the HDS communicates with the PCM and other vehicle systems. If it doesn't, go to the DLC circuit troubleshooting (see «DLC CIRCUIT TROUBLESHOOTING»(/acura/tsx/ii-2008-2014/remont/testing-diagnostics/#pgm-fi-system-v6__dlc-circuit-troubleshooting) ).
4. Select CRANK PATTERN in the ADJUSTMENT MENU with the HDS.
5. Select CRANK PATTERN CLEAR, and clear the CKP pattern.
6. Select CRANK PATTERN LEARNING with the HDS, and follow the screen prompts.

Learn Procedure (without the HDS)

1. Start the engine. Hold the engine speed at 3,000 rpm without load (in P or N) until the radiator fan comes on.
2. Test-drive the vehicle on a level road: Decelerate (with the throttle fully closed) from an engine speed of 2,500 rpm down to 1,000 rpm with the transmission in 2nd.
3. Repeat step 2 several times.
4. Turn the ignition switch to LOCK (0).
5. Turn the ignition switch to ON (II), and wait 30 seconds.

How to End a Troubleshooting Session (required after any troubleshooting)

1. Reset the PCM with the HDS.
2. Do the PCM idle learn procedure (see «PCM IDLE LEARN PROCEDURE»(/acura/tsx/ii-2008-2014/remont/testing-diagnostics/#idle-control-system-v6__pcm-idle-learn-procedure) ).
3. Turn the ignition switch to LOCK (0).
4. Disconnect the HDS from the DLC. NOTE: The PCM is part of the immobilizer system. If you replace the PCM, for the engine to start, you must use the HDS to instruct the new PCM and the immobilizer-keyless control unit to recognize each other's unique serial code.

How to Troubleshoot Circuits at the PCM Connectors

Note. The PCM overwrites data and monitors the EVAP system for about 40 minutes after the ignition switch is turned to LOCK (0). Jumping the SCS line after turning the ignition switch to LOCK (0) cancels this function. Disconnecting the PCM during this function, without jumping the SCS line first, can damage the PCM.

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1. Jump the SCS line with the HDS.
2. Remove the bolts (D).
3. Disconnect PCM connectors A, B, and C. NOTE: PCM connectors A, B, and C have symbols (A=[], B=delta, C=o) embossed on them for identification.
4. When diagnosis/troubleshooting is done at the PCM connector, use the terminal test port (A) above the terminal you need to check.
5. Connect one side of the patch cord's terminals (A) to a commercially available digital multimeter (B), and connect the other side of the terminals (C) to a commercially available banana jack (Pomona Electronics Tool No. 3563 or equivalent) (D).
6. Gently contact the pin probe (male) at the terminal test port from the terminal side. Do not force the tips into the terminals. NOTE: For accurate results, always use the pin probe (male). To prevent damage to the connector terminals, do not insert test equipment probes, paper clips, or other substitutes. Damaged terminals cause a poor connection and an incorrect measurement. Do not puncture the insulation on a wire. Punctures can cause poor or intermittent electrical connections.

Substituting the PCM

Special Tools Required

1. Honda Diagnostic System (HDS) tablet tester
2. Honda Interface Module (HIM) and an iN workstation with the latest HDS software version
3. HDS pocket tester
4. GNA600 and an iN workstation with HDS and CM update software
5. MVCI unit with the latest control module (CM) update software installed

Any one of above updating tools can be used.

Note. Use this procedure when you have to substitute a known-good PCM during troubleshooting procedures. Make sure the HDS/iN workstation or the MVCI has the latest HDS software version.

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1. Connect the HDS to the data link connector (DLC) (A) located under the driver's side of the dashboard.
2. Turn the ignition switch to ON (II).
3. Make sure the HDS communicates with the PCM and other vehicle systems. If it doesn't, go to the DLC circuit troubleshooting (see «DLC CIRCUIT TROUBLESHOOTING»(/acura/tsx/ii-2008-2014/remont/testing-diagnostics/#pgm-fi-system-v6__dlc-circuit-troubleshooting) ).
4. Turn the ignition switch to LOCK (0).
5. Do the battery removal procedure (see «RECONNECTION»(/acura/tsx/ii-2008-2014/remont/body-electrical/#battery-v6__reconnection) ).
6. Remove the bolts (D).
7. Disconnect PCM connectors A, B, and C, then remove the PCM assembly (E). NOTE: PCM connectors A, B, and C have symbols (A=[], B=delta, C=o) embossed on them for identification.
8. Remove the cover (A) and the bracket (B) from the PCM (C).
9. Install a known-good PCM in the reverse order of removal.
10. Do the battery installation procedure (see «RECONNECTION»(/acura/tsx/ii-2008-2014/remont/body-electrical/#battery-v6__reconnection) ).
11. Turn the ignition switch to ON (II). NOTE: DTC P0630 (VIN Not Programmed or Mismatch) may be stored because the VIN has not been programmed into the PCM; ignore it, and continue this procedure.
12. Manually input the VIN to the PCM with the HDS.
13. Select the IMMOBI SYSTEM with the HDS.
14. Enter the immobilizer PCM code that you got from the iN, or use the PCM replacement procedure in the IMMOBI MENU of the HDS; it allows you to start the engine.
15. Select the PGM-FI system, and reset the PCM with the HDS.
16. Update the PCM if it does not have the latest software (see «PCM UPDATE»(/acura/tsx/ii-2008-2014/remont/testing-diagnostics/#pgm-fi-system-v6__pcm-update) ).
17. Do the PCM idle learn procedure (see «PCM IDLE LEARN PROCEDURE»(/acura/tsx/ii-2008-2014/remont/testing-diagnostics/#idle-control-system-v6__pcm-idle-learn-procedure) ).
18. Do the CKP pattern clear/CKP pattern learn procedure.

OBD Status

The OBD status shows the current system status of each DTC and all of the parameters. This function is used to see if the repair was successfully completed. The results of diagnostic tests for the DTC are displayed as

1. PASSED: The on board diagnosis is successfully finished.
2. FAILED: The on board diagnosis has finished but failed.
3. EXECUTING: The vehicle is in enable criteria conditions of the DTC and the on board diagnosis is running.
4. NOT COMPLETED: The on board diagnosis was running but is out of the enable conditions of the DTC.
5. OUT OF CONDITION: The vehicle has stayed out of the enable conditions of the DTC.

DTC Troubleshooting Index

DTC TROUBLESHOOTING INDEX CHART

Symptom Troubleshooting Index

When the vehicle has one of these symptoms, check for a diagnostic trouble code (DTC) with the HDS. If there is no DTC, do the diagnostic procedure for the symptom, in the sequence listed, until you find the cause.

SYMPTOM TROUBLESHOOTING INDEX

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Electronic Control Systems

The functions of the fuel and emission control systems are managed by the powertrain control module (PCM).

Self-Diagnosis

The PCM detects the failure of a signal from a sensor or from another control unit and stores a Pending DTC or a Confirmed DTC. Depending on the failure, a Confirmed DTC is stored in either the first or the second drive cycle. When a Confirmed DTC is stored, the PCM turns on the malfunction indicator lamp (MIL) by a signal sent to the gauge via F-CAN.

1. One Drive Cycle Detection Method When an abnormality occurs in the signal from a sensor or from another control unit, the PCM stores a Confirmed DTC and turns on the MIL immediately.
2. Two Drive Cycle Detection Method When an abnormality occurs in the signal from a sensor or from another control unit in the first drive cycle, the PCM stores a Pending DTC. The MIL does not come on at this time. If the failure continues in the second drive cycle, the PCM stores a Confirmed DTC and turns on the MIL.

Fail-Safe Function

When an abnormality occurs in the signal from a sensor or from another control unit, the PCM ignores that signal and substitutes a pre-programmed value for them that allows the engine to continue running. This causes a Confirmed DTC to be stored and the MIL to come on.

MIL Bulb Check and Readiness Code Condition

When the ignition switch is turned to ON (II), the PCM turns on the MIL via the F-CAN circuit for about 15 to 20 seconds to check the bulb condition. If any readiness codes are not set to complete, the MIL flashes five times. If all readiness codes are set to complete, the MIL goes off.

Self Shut Down (SSD) Mode

After the ignition switch is turned to LOCK (0), the PCM stays on (about 40 minutes). If the PCM connector is disconnected during this time, the PCM may be damaged. To cancel this mode, disconnect the negative cable from the battery or jump the SCS line with the HDS after the ignition switch is turned to LOCK (0).

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PCM CONNECTOR A (49P) TERMINALS REFERENCE CHART

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PCM CONNECTOR B (49P) TERMINALS REFERENCE CHART

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PCM CONNECTOR C (49P) TERMINALS REFERENCE CHART

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PGM-FI System

The programmed fuel injection (PGM-FI) system is a sequential multiport fuel injection system.

Alternator Control

The alternator signals the PCM during charging. The PCM then controls the voltage generated at the alternator according to the electrical load determined by the electrical load detector (ELD) and the driving mode. This reduces engine load to improve fuel economy.

Air Conditioning (A/C) Compressor Clutch Relay

When the PCM receives a demand for cooling from the A/C system, it delays the compressor from being energized, and enriches the mixture to assure a smooth transition to the A/C mode.

Air Fuel Ratio (A/F) Sensor

The A/F sensor operates over a wide air/fuel range. The A/F sensor is installed upstream of the warm up three way catalytic converter (WU-TWC), and it sends signals to the PCM which varies the duration of fuel injection accordingly.

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Barometric Pressure (BARO) Sensor

The BARO sensor is inside the PCM. It converts atmospheric pressure into a voltage signal that is used by the PCM to modify the basic duration of the fuel injection discharge.

Camshaft Position (CMP) Sensor

The CMP sensor detects the position of the No. 1 cylinder as a reference for sequential fuel injection to each cylinder.

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Crankshaft Position (CKP) Sensor

The CKP sensor detects crank shaft speed, and is used by the PCM to determine ignition timing, timing for the fuel injection of each cylinder, and engine misfire detection.

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Engine Coolant Temperature (ECT) Sensors 1 and 2

ECT sensors 1 and 2 are temperature dependent resistors (thermistors). The resistance decreases as the engine coolant temperature increases.

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Ignition Timing Control

The PCM contains the memory for basic ignition timing at various engine speeds and manifold absolute pressures. It also adjusts the timing according to engine coolant temperature.

Injector Timing and Duration

The PCM contains the memory for basic discharge duration at various engine speeds and manifold pressures. The basic discharge duration, after being read out from the memory, is further modified by signals sent from various sensors to obtain the final discharge duration.

By monitoring long term fuel trim, the PCM detects long term malfunctions in the fuel system and sets DTCs (diagnostic trouble codes) if needed.

Knock Sensor

The knock control system adjusts the ignition timing to minimize knock.

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Malfunction Indicator Lamp (MIL) Indication (In relation to Readiness Codes)

The vehicle has certain readiness codes that are part of the on-board diagnostics for the emissions systems. If the vehicle's battery has been disconnected or gone dead, if DTCs have been cleared, or if the PCM has been reset, these codes are reset. In some states, part of the emissions testing is to make sure these codes are set to complete. If ail of them are not set to complete, the vehicle may fail the test, or the test cannot be finished.

To check if the readiness codes are set to complete, turn the ignition switch to ON (II), but do not start the engine. The MIL will come on for 15-20 seconds. If it then goes off, the readiness codes are complete. If it flashes five times, one or more readiness codes are not set to complete. To set each code, drive the vehicle or run the engine as described in the procedures (see PROCEDURE ).

Manifold Absolute Pressure (MAP) Sensor

The MAP sensor converts manifold absolute pressure into electrical signals that are sent to the PCM.

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Mass Air Flow (MAF) Sensor/Intake Air Temperature (IAT) Sensor

The mass airflow (MAF) sensor/intake air temperature (IAT) sensor contains a hot wire sensor, a cold wire sensor, and a thermistor. It is in the intake air passage. The resistance of the hot wire sensor, the cold wire sensor, and the thermistor changes due to intake air temperature and airflow. The control circuit in the MAF sensor controls the current to keep the hot wire at a set temperature. The current is converted to voltage in the control circuit, then output to the PCM.

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Output Shaft (Countershaft) Speed Sensor

This sensor detects countershaft speed.

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Secondary Heated Oxygen Sensor (Secondary HO2S)

The secondary HO2S detects the oxygen content in the exhaust gas downstream of the warm up three way catalytic converter (WU-TWC), and sends signals to the PCM. To stabilize its output, the sensor has an internal heater. The PCM compares the HO2S output with the A/F sensor output to determine catalyst efficiency. A secondary HO2S is installed in each bank, downstream of the WU-TWCs.

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Starter Control System Diagram

The starter control system controls the starter motor.

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1. When the ignition switch is turned to START (III), the PCM applies current to starter cut relay 1 and starter cut relay 2, then battery voltage is applied to the starter solenoid, and the starter motor runs.
2. Once the ignition switch is released, the PCM keeps the starter motor running until the engine starts. If the PCM detects that the engine starts, the PCM stops applying current to the relays, and the starter motor stops.
3. If you turn the ignition switch to START (III) while the engine is running, the starter motor does not operate.
4. In the following cases, the PCM stops the starter motor: After the starter motor operates for 10 seconds (to prevent the starter motor from overheating). If the engine rpm is too high during starter motor operation.
5. If there is a problem with the starter control system, a message appears on the gauge display. When the message is on, the engine can only be started by turning and holding the ignition switch in the START (III) position.

Electronic Throttle Control System

The throttle is electronically controlled. Refer to the system diagram to see a functional layout of the system.

Idle control: When the engine is idling, the PCM controls the throttle actuator to maintain the proper idle speed according to engine loads.

Acceleration control: When the accelerator pedal is pressed, the PCM opens the throttle valve based on the accelerator pedal position (APP) sensor signal.

Cruise control: The PCM controls the throttle actuator to maintain the set speed when cruise control is operating. The throttle actuator takes the place of the cruise control actuator.

Accelerator Pedal Position (APP) Sensor

As the accelerator pedal position changes, the sensor varies the signal voltage to the PCM which then controls the throttle position.

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Throttle Body

The throttle body is a single-barrel side draft type. The lower portion of the throttle valve is heated by engine coolant from the cylinder head to prevent icing of the throttle plate.

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Electronic Throttle Control System Diagram

The electronic throttle control system consists of the throttle actuator, throttle position (TP) sensor A/B, accelerator pedal position (APP) sensor A/B, the electronic throttle control system (ETCS) control relay, and the PCM.

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1. The VTEC system changes the cam profile to correspond to engine speed. It maximizes torque at low engine speed and output at high engine speed. The low lift cam is used at low engine speeds, and the high lift cam is used at high engine speeds.
2. The intake valve side has primary and secondary rocker arms. These rocker arms are locked and separated to change the cam profile by switching the oil passages. Roller rockers are used to minimize mechanical friction.
3. The VTEC system oil pressure is switched by the rocker arm oil control valve changing the hydraulic circuit. The rocker arm oil control valve is controlled by the rocker arm oil control solenoid. The rocker arm oil pressure switch detects VTEC system oil pressure and sends this information to the PCM. INTAKE VALVE LIFT POSITION REFERENCE CHART ENGINE SPEED ROCKER ARM OIL CONTROL SOLENOID INTAKE VALVE LIFT LOW OFF LOW HIGH ON HIGH

At low engine speed

The rocker arm oil control solenoid is turned off by the PCM. Oil pressure from the rocker arm oil control valve does not enter the rocker shaft. The intake primary and secondary rocker arms are separated by a return spring and lifted by the low lift cam lobe.

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At high engine speed

The rocker arm oil control solenoid is turned on by the PCM. Oil pressure from the rocker arm control solenoid enters the intake secondary rocker arm via the rocker shaft, and it moves the VTEC switching piston in the intake secondary rocker arm. This causes the VTEC switching piston to slide into the primary rocker arm, locking the primary and secondary rocker arms together. Both intake rocker arms are lifted by the high lift cam lobe.

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Idle Control System

When the engine is cold, if the A/C compressor is on, the transmission is in gear, the brake pedal is pressed, the power steering load is high, or the alternator is charging, the PCM controls current to the throttle actuator to maintain the correct idle speed.

Brake Pedal Position Switch

The brake pedal position switch signals the PCM when the brake pedal is pressed.

Fuel Cutoff Control

During deceleration with the throttle valve closed, current to the injectors is cut off to improve fuel economy at engine speeds over 850 rpm. Fuel cutoff control also occurs when the engine speed exceeds 6,900 rpm, regardless of the position of the throttle valve, to protect the engine from over-revving. When the vehicle is stopped, the PCM cuts the fuel at engine speeds over 5,000 rpm. On a cold engine, fuel cut occurs at a lower engine speed.

Fuel Pump Control

When the ignition switch is turned to ON (II), the PCM grounds PGM-FI main relay 2 which feeds current to the fuel pump for 2 seconds to pressurize the fuel system. When the engine starts, the PCM grounds PGM-FI main relay 2 and feeds current to the fuel pump. When the engine is not running and the ignition is ON (II), the PCM cuts ground to PGM-FI main relay 2 which cuts current to the fuel pump.

PGM-FI Main Relays 1 and 2

PGM-FI main relay 1 is energized whenever the ignition switch is ON (II) to supply battery voltage to the PCM, power to the injectors, and power for PGM-FI main relay 2. PGM-FI main relay 2 is energized to supply power to the fuel pump for 2 seconds when the ignition switch is turned to ON (II), and when the engine is cranking or running.

Intake Manifold Tuning (IMT) Valve

Engine power is adjusted by opening and closing the intake manifold tuning (IMT) valve. When the valve is closed, there is high torque at low engine speed. When the valve is open, there is high torque at high engine speed.

The (IMT) valve actuator has a sensor that detects the IMT valve position and sends it to the PCM.

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Warm Up Three Way Catalytic Converter (WU-TWC) and Under-floor Three Way Catalytic Converter (Under-floor TWC)

The WU-TWC/Under-floor TWC converts hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx) in the exhaust gas to carbon dioxide (C02), nitrogen (N2), and water vapor.

WU-TWC

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UNDER-FLOOR TWC

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Exhaust Gas Recirculation (EGR) System

Refer to the system diagram to see a functional layout of the system.

EGR Valve

The EGR valve lowers peak combustion temperatures and reduces oxides of nitrogen emissions (NOx) by recirculating exhaust gas through the intake manifold and into the combustion chambers.

Exhaust Gas Recirculation (EGR) System Diagram

The EGR system reduces oxides of nitrogen (NOx) emissions by recirculating exhaust gas through the EGR pipe to the intake manifold, and into the combustion chambers. Routing the exhaust gas through the EGR pipe helps to prevent carbon deposits from forming in the intake manifold and the throttle body. The PCM memory includes the ideal EGR valve position for varying operating conditions.

The EGR valve position sensor detects the amount of EGR valve lift and sends it to the PCM. The PCM then compares it with the ideal lift in its memory (based on signals sent from other sensors). If there is any difference between the two, the PCM cuts current to the EGR valve.

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Positive Crankcase Ventilation (PCV) System

The PCV valve prevents blow-by gasses from escaping into the atmosphere by venting them into the intake manifold.

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Evaporative Emission (EVAP) Control System

Refer to the system diagram to see a functional layout of the system.

EVAP Canister

The EVAP canister temporarily stores fuel vapor from the fuel tank until it can be purged from the EVAP canister into the engine and burned.

EVAP Canister Purge Valve

When the engine coolant temperature is below 140°F (60°C), the PCM turns off the EVAP canister purge valve which cuts vacuum to the EVAP canister.

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Fuel Tank Pressure (FTP) Sensor

The FTP sensor converts fuel tank absolute pressure into an electrical input to the PCM.

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EVAP Canister Vent Shut Valve

The EVAP canister vent shut valve is on the EVAP canister.

The EVAP canister vent shut valve controls the venting of the EVAP canister.

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Evaporative Emission (EVAP) Control Diagram

The EVAP controls minimize the amount of fuel vapor escaping to the atmosphere. Vapor from the fuel tank is temporarily stored in the EVAP canister until it can be purged from the canister into the engine and burned.

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1. The EVAP canister is purged by drawing fresh air through it and into a port on the intake manifold. The purging vacuum is controlled by the EVAP canister purge valve, which operates whenever the engine coolant temperature is above 140°F (60°C).
2. During refueling, the fuel tank vapor control valve opens from pressure in the fuel tank and vents the fuel vapor to the EVAP canister.

Fuel Cap Warning Message

The PCM detects a loose or missing fuel fill cap as an evaporative system leak and alerts the driver by showing a warning message in the gauge display.

The first time a leak is detected, a TIGHTEN FUEL CAP message appears on the multi-information display (A). To scroll to another message, press the select/reset button. The TIGHTEN FUEL CAP message appears each time you restart the engine until the system turns the message off. Turn the engine off, then replace or tighten the fuel fill cap until it clicks at least once.

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Procedure

1. Tighten the fuel fill cap until it clicks.
2. Clear the Pending DTC with the HDS.
3. Verify there is no leak by doing the EVAP FUNCTION TEST in the INSPECTION MENU with the HDS.

1. Tighten the fuel fill cap until it clicks.
2. Start the engine, then turn the ignition switch to LOCK (0).
3. Repeat step 2 two more times.

The vehicle has certain readiness codes that are part of the on-board diagnostics for the emissions systems. If the vehicle's battery has been disconnected or gone dead, if DTCs have been cleared, or if the PCM has been reset, these readiness codes are reset to incomplete. In some states, part of the emissions testing is to make sure these codes are set to complete. If all of them are not set to complete, the vehicle may fail the emission test, or the test cannot be finished.

To check if the readiness codes are set to complete, turn the ignition switch to ON (II), but do not start the engine. The MIL comes on for 15-20 seconds. If it then goes off, the readiness codes are set to complete. If it flashes five times, one or more readiness codes are not set to complete. To set readiness codes from incomplete to complete, do the procedure for the appropriate code.

To check the status of a specific DTC system, check the OBD status in the DTC MENU with the HDS (see OBD STATUS ). This screen displays the DTC, the current data list of the enable criteria, and the status of the readiness testing.

Catalytic Converter Monitor and Readiness Code

Note. During the procedure, do not turn the ignition switch to ACC (I) or LOCK (0). All readiness codes are cleared when the battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS. Low ambient temperatures or excessive stop-and-go traffic may increase the drive time needed to switch the readiness code from incomplete to complete. The readiness code will not switch to complete until all the enable criteria are met. If a fault in the secondary HO2S system caused the MIL to come on, the readiness code cannot be set to complete until you correct the fault.

Enable Criteria

1. ECT SENSOR 1 at 158°F (70°C) or more.
2. IAT SENSOR at 20°F (-7°C) or more.
3. Vehicle speed above 25 mph (40 km/h).

1. Connect the HDS to the vehicle's data link connector (DLC), and bring up the READINESS CODEs screen for Catalyst in the DTCs MENU.
2. Start the engine.
3. Test-drive the vehicle under stop-and-go conditions with short periods of steady cruise. After about 5 miles (8 km), the readiness code should switch to complete.
4. If the readiness code is still not set to complete, check for a Pending DTC with the HDS. If there is no DTC, one or more of the enable criteria were probably not met; repeat the procedure.

Evaporative Emission (EVAP) Control System Monitor and Readiness Code

Note. All readiness codes are cleared when the battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

1. Battery voltage is more than 10.5 V.
2. Engine at idle.
3. ECT SENSOR 1 and 2 between 176°F (80°C) and 212°F (100°C).
4. MAP SENSOR less than 46.6 kPa (14 inHg, 350 mmHg).
5. Vehicle speed 0 mph (0 km/h).
6. IAT SENSOR between 32°F (0°C) and 212°F (100°C).

1. Connect the HDS to the DLC.
2. Start the engine.
3. Select the EVAP TEST in the INSPECTION MENU with the HDS, then select the FUNCTION TEST in the EVAP TEST MENU. If the result is normal, readiness is complete. If the result is not normal, go to the next step.
4. Check for a Pending DTC. If there is no DTC, one or more of the enable criteria were probably not met; repeat the procedure.

Air Fuel Ratio (A/F) Sensor Monitor and Readiness Code

Note. During the procedure, do not turn the ignition switch to ACC (I) or LOCK (0). All readiness codes are cleared when the battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

ECT SENSOR 1 at 140°F (60°C) or more.

1. Start the engine.
2. Test-drive the vehicle under stop-and-go conditions with short periods of steady cruise. During the drive, decelerate (with the throttle fully closed) for 5 seconds. After about 3.5 miles (5.6 km), the readiness code should switch from incomplete to complete.
3. Check the readiness codes screen for the AIR FUEL RATIO (A/F) SENSOR in the DTCs MENU with the HDS. If the screen shows complete, readiness is complete. If the screen shows not complete, go to the next step.
4. Check for a Pending DTC. If there is no DTC, the enable criteria was probably not met. Select the DATA LIST Menu. Check ECT SENSOR 1 in the ALL DATA LIST with the HDS. If ECT SENSOR 1 is less than 140°F (60°C), run the engine until it is more than 140°F (60°C), then repeat the procedure.

Air Fuel Ratio (A/F) Sensor Heater Monitor Readiness Code

Note. All readiness codes are cleared when the battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

1. Start the engine, and let it idle for 1 minute. The readiness code should switch from incomplete to complete.
2. If the readiness code is still not set to complete, check for a Pending DTC. If there is no DTC, repeat the procedure.

Misfire Monitor and Readiness Code

1. This readiness code is always set to available because misfiring is continuously monitored.
2. Monitoring pauses, and the misfire counter resets, if the vehicle is driven over a rough road.
3. Monitoring also pauses, and the misfire counter holds at its current value, if the throttle position changes more than a predetermined value, or if driving conditions fall outside the range of any related enable criteria.

Fuel System Monitor and Readiness Code

1. This readiness code is always set to available because the fuel system is continuously monitored during closed loop operation.
2. Monitoring pauses when the catalytic converter, the EVAP control system, and the A/F sensor monitors are active.
3. Monitoring also pauses when any related enable criteria are not being met. Monitoring resumes when the enable criteria is again being met.

Comprehensive Component Monitor and Readiness Code

This readiness code is always set to available because the comprehensive component monitor is continuously running whenever the engine is cranking or running.

EGR Monitor and Readiness Code

Note. During the procedure, do not turn the ignition switch to ACC (I) or LOCK (0). All readiness codes are cleared when the battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

ECT SENSOR 1 at 176°F (80°C) or more.

1. Connect the HDS to the DLC.
2. Start the engine.
3. Drive at a steady speed with the transmission in D, at 50-62 mph (80-100 km/h) or above, for more than 10 seconds.
4. With the transmission in D, decelerate from 62 mph (100 km/h) or above by completely releasing the throttle for at least 5 seconds. If the engine is stopped during this procedure, go to step 3 and do the procedure again.
5. Check the OBD status screen for DTC P0401 in the DTCs MENU with the HDS. If it is passed, readiness is complete. If it is not passed, go to step 3 and retest.

See also:
• DLC CIRCUIT TROUBLESHOOTING
• MIL CIRCUIT TROUBLESHOOTING
• PCM IDLE LEARN PROCEDURE
• RECONNECTION
• PCM UPDATE
• DTC P0102: MAF SENSOR CIRCUIT LOW VOLTAGE
• DTC P0103: MAF SENSOR CIRCUIT HIGH VOLTAGE
• DTC P0107: MAP SENSOR CIRCUIT LOW VOLTAGE
• DTC P0108: MAP SENSOR CIRCUIT HIGH VOLTAGE
• DTC P0111: IAT SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM
• DTC P0112: IAT SENSOR CIRCUIT LOW VOLTAGE
• DTC P0113: IAT SENSOR CIRCUIT HIGH VOLTAGE
• DTC P0116: ECT SENSOR 1 CIRCUIT RANGE/PERFORMANCE PROBLEM
• DTC P0117: ECT SENSOR 1 CIRCUIT LOW VOLTAGE
• DTC P0118: ECT SENSOR 1 CIRCUIT HIGH VOLTAGE
• DTC TROUBLESHOOTING
• DTC P0123: TP SENSOR A CIRCUIT HIGH VOLTAGE
• DTC P0125: ECT SENSOR 1 MALFUNCTION/SLOW RESPONSE
• DTC P0128: COOLING SYSTEM MALFUNCTION
• DTC P0133: REAR A/F SENSOR (BANK 1, SENSOR 1) MALFUNCTION/SLOW RESPONSE; DTC P0153: FRONT A/F SENSOR (BANK 2, SENSOR 1) MALFUNCTION/SLOW RESPONSE
• DTC P0134: REAR A/F SENSOR (BANK 1, SENSOR 1) HEATER SYSTEM MALFUNCTION; DTC P0154: FRONT A/F SENSOR (BANK 2, SENSOR 1) HEATER SYSTEM MALFUNCTION
• DTC P0135: REAR A/F SENSOR (BANK 1, SENSOR 1) HEATER CIRCUIT MALFUNCTION; DTC P0155: FRONT A/F SENSOR (BANK 2, SENSOR 1) HEATER CIRCUIT MALFUNCTION
• DTC P0137: REAR SECONDARY HO2S (BANK 1, SENSOR 2) CIRCUIT LOW VOLTAGE; DTC P0157: FRONT SECONDARY HO2S (BANK 2, SENSOR 2) CIRCUIT LOW VOLTAGE
• DTC P0138: REAR SECONDARY HO2S (BANK 1, SENSOR 2) CIRCUIT HIGH VOLTAGE; DTC P0158: FRONT SECONDARY HO2S (BANK 2, SENSOR 2) CIRCUIT HIGH VOLTAGE
• DTC P0139: REAR SECONDARY HO2S (BANK 1, SENSOR 2) SLOW RESPONSE; DTC P0159: FRONT SECONDARY HO2S (BANK 2, SENSOR 2) SLOW RESPONSE
• DTC P0141: REAR SECONDARY HO2S (BANK 1, SENSOR 2) HEATER CIRCUIT MALFUNCTION; DTC P0161: FRONT SECONDARY HO2S (BANK 2, SENSOR 2) HEATER CIRCUIT MALFUNCTION
• DTC P0171: REAR BANK (BANK 1) FUEL SYSTEM TOO LEAN; DTC P0172: REAR BANK (BANK 1) FUEL SYSTEM TOO RICH; DTC P0174: FRONT BANK (BANK 2) FUEL SYSTEM TOO LEAN; DTC P0175: FRONT BANK (BANK 2) FUEL SYSTEM TOO RICH
• DTC P0222: TP SENSOR B CIRCUIT LOW VOLTAGE
• DTC P0223: TP SENSOR B CIRCUIT HIGH VOLTAGE
• DTC P0300: RANDOM MISFIRE AND ANY COMBINATION OF THE FOLLOWING:; DTC P0301: NO. 1 CYLINDER MISFIRE DETECTED; DTC P0302: NO. 2 CYLINDER MISFIRE DETECTED; DTC P0303: NO. 3 CYLINDER MISFIRE DETECTED; DTC P0304: NO. 4 CYLINDER MISFIRE DETECTED; DTC P0305: NO. 5 CYLINDER MISFIRE DETECTED; DTC P0306: NO. 6 CYLINDER MISFIRE DETECTED
• DTC P0351: NO. 1 CYLINDER IGNITION COIL CIRCUIT MALFUNCTION; DTC P0352: NO. 2 CYLINDER IGNITION COIL CIRCUIT MALFUNCTION; DTC P0353: NO. 3 CYLINDER IGNITION COIL CIRCUIT MALFUNCTION; DTC P0354: NO. 4 CYLINDER IGNITION COIL CIRCUIT MALFUNCTION; DTC P0355: NO. 5 CYLINDER IGNITION COIL CIRCUIT MALFUNCTION; DTC P0356: NO. 6 CYLINDER IGNITION COIL CIRCUIT MALFUNCTION
• DTC P0301: NO. 1 CYLINDER MISFIRE DETECTED; DTC P0302: NO. 2 CYLINDER MISFIRE DETECTED; DTC P0303: NO. 3 CYLINDER MISFIRE DETECTED; DTC P0304: NO. 4 CYLINDER MISFIRE DETECTED; DTC P0305: NO. 5 CYLINDER MISFIRE DETECTED; DTC P0306: NO. 6 CYLINDER MISFIRE DETECTED
• DTC P0325: KNOCK SENSOR CIRCUIT MALFUNCTION
• DTC P0335: CKP SENSOR NO SIGNAL
• DTC P0339: CKP SENSOR CIRCUIT INTERMITTENT INTERRUPTION
• DTC P0365: CMP SENSOR CIRCUIT NO SIGNAL
• DTC P0369: CMP SENSOR CIRCUIT INTERMITTENT INTERRUPTION
• DTC TROUBLESHOOTING
• DTC P0401: EGR INSUFFICIENT FLOW
• DTC P0404: EGR CIRCUIT RANGE/PERFORMANCE PROBLEM
• DTC P0406: EGR VALVE POSITION SENSOR CIRCUIT HIGH VOLTAGE
• DTC TROUBLESHOOTING
• DTC TROUBLESHOOTING
• DTC P0451: FTP SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM
• DTC P0452: FTP SENSOR CIRCUIT LOW VOLTAGE
• DTC P0453: FTP SENSOR CIRCUIT HIGH VOLTAGE
• DTC P0455: EVAP SYSTEM LARGE LEAK DETECTED; DTC P0456: EVAP SYSTEM VERY SMALL LEAK DETECTED
• DTC P0457: EVAP SYSTEM LEAK DETECTED/FUEL FILL CAP LOOSE OR MISSING
• DTC TROUBLESHOOTING
• DTC P0463: FUEL LEVEL SENSOR (FUEL GAUGE SENDING UNIT) CIRCUIT HIGH VOLTAGE
• DTC P0496: EVAP SYSTEM HIGH PURGE FLOW DETECTED
• DTC P0498: EVAP CANISTER VENT SHUT VALVE CIRCUIT LOW VOLTAGE
• DTC P0499: EVAP CANISTER VENT SHUT VALVE CIRCUIT HIGH VOLTAGE
• DTC TROUBLESHOOTING
• DTC P0507: IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED
• DTC P050A: COLD START IDLE AIR CONTROL SYSTEM PERFORMANCE PROBLEM
• DTC P050B: COLD START IGNITION TIMING CONTROL SYSTEM PERFORMANCE PROBLEM
• DTC P0532: A/C PRESSURE SENSOR CIRCUIT LOW VOLTAGE
• DTC P0533: A/C PRESSURE SENSOR CIRCUIT HIGH VOLTAGE
• DTC P0562: CHARGING SYSTEM LOW VOLTAGE
• DTC P0563: PCM POWER SOURCE CIRCUIT UNEXPECTED VOLTAGE
• DTC P0602: PCM PROGRAMMING ERROR
• DTC P0615: STARTER CUT RELAY STRLD CIRCUIT MALFUNCTION
• DTC P062F: PCM INTERNAL CONTROL MODULE KEEP ALIVE MEMORY (KAM) ERROR
• DTC P0641: SENSOR REFERENCE VOLTAGE A MALFUNCTION
• DTC P0651: SENSOR REFERENCE VOLTAGE B MALFUNCTION
• TC P0685: PCM POWER CONTROL CIRCUIT/INTERNAL CIRCUIT MALFUNCTION
• DTC TROUBLESHOOTING
• DTC P1078: IMT VALVE STUCK IN LOW RPM POSITION
• DTC P1109: BARO SENSOR CIRCUIT OUT OF RANGE HIGH
• DTC P1128: MAP SENSOR SIGNAL LOWER THAN EXPECTED
• DTC P1129: MAP SENSOR SIGNAL HIGHER THAN EXPECTED
• DTC P1172: REAR A/F SENSOR (BANK 1, SENSOR 1) CIRCUIT OUT OF RANGE HIGH; DTC P1174: FRONT A/F SENSOR (BANK 2, SENSOR 1) CIRCUIT OUT OF RANGE HIGH
• DTC P1297: ELD CIRCUIT LOW VOLTAGE
• DTC P1298: ELD CIRCUIT HIGH VOLTAGE
• DTC P1458: FTP SENSOR RANGE/PERFORMANCE PROBLEM
• DTC P145C: EVAP SYSTEM PURGE FLOW MALFUNCTION
• DTC P1549: CHARGING SYSTEM HIGH VOLTAGE
• DTC P1658: ETCS CONTROL RELAY ON MALFUNCTION
• DTC P1659: ETCS CONTROL RELAY OFF MALFUNCTION
• DTC P1683: THROTTLE VALVE DEFAULT POSITION SPRING PERFORMANCE PROBLEM
• DTC P1684: THROTTLE VALVE RETURN SPRING PERFORMANCE PROBLEM
• DTC P16BC: ALTERNATOR FR TERMINAL CIRCUIT/IGP CIRCUIT LOW VOLTAGE
• DTC P16BD: STARTER CUT RELAY 2 MALFUNCTION
• DTC P16BE: STARTER CUT RELAY 1 MALFUNCTION
• DTC P16BF: STARTER CUT RELAY STRLY CIRCUIT MALFUNCTION
• DTC P2101: ETCS MALFUNCTION
• DTC P2118: THROTTLE ACTUATOR CURRENT RANGE/PERFORMANCE PROBLEM
• DTC P2122: APP SENSOR A (TP SENSOR D) CIRCUIT LOW VOLTAGE
• DTC P2123: APP SENSOR A (TP SENSOR D) CIRCUIT HIGH VOLTAGE
• DTC P2127: APP SENSOR B (TP SENSOR E) CIRCUIT LOW VOLTAGE
• DTC P2128: APP SENSOR B (TP SENSOR E) CIRCUIT HIGH VOLTAGE
• DTC P2135: TP SENSOR A/B INCORRECT VOLTAGE CORRELATION
• DTC P2138: APP SENSOR A/B (TP SENSOR D/E) INCORRECT VOLTAGE CORRELATION
• DTC P2176: THROTTLE ACTUATOR CONTROL SYSTEM IDLE POSITION NOT LEARNED
• DTC P2183: ECT SENSOR 2 CIRCUIT RANGE/PERFORMANCE PROBLEM
• DTC P2184: ECT SENSOR 2 CIRCUIT LOW VOLTAGE
• DTC P2185: ECT SENSOR 2 CIRCUIT HIGH VOLTAGE
• DTC P2195: REAR A/F SENSOR (BANK 1, SENSOR 1) SIGNAL STUCK LEAN; DTC P2197: FRONT A/F SENSOR (BANK 2, SENSOR 1) SIGNAL STUCK LEAN
• DTC P2227: BARO SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM
• DTC P2228: BARO SENSOR CIRCUIT LOW VOLTAGE
• DTC P2237: REAR A/F SENSOR (BANK 1, SENSOR 1) IP CIRCUIT HIGH VOLTAGE; DTC P2240: FRONT A/F SENSOR (BANK 2, SENSOR 1) IP CIRCUIT HIGH VOLTAGE
• DTC P2238: REAR A/F SENSOR (BANK 1, SENSOR 1) IP CIRCUIT LOW VOLTAGE; DTC P2241: FRONT A/F SENSOR (BANK 2, SENSOR 1) IP CIRCUIT LOW VOLTAGE
• DTC P2243: REAR A/F SENSOR (BANK 1, SENSOR 1) VCENT CIRCUIT HIGH VOLTAGE; DTC P2247: FRONT A/F SENSOR (BANK 2, SENSOR 1) VCENT CIRCUIT HIGH VOLTAGE
• DTC P2245: REAR A/F SENSOR (BANK 1, SENSOR 1) VCENT CIRCUIT LOW VOLTAGE; DTC P2249: FRONT A/F SENSOR (BANK 2, SENSOR 1) VCENT CIRCUIT LOW VOLTAGE
• DTC P2251: REAR A/F SENSOR (BANK 1, SENSOR 1) VS CIRCUIT HIGH VOLTAGE; DTC P2254: FRONT A/F SENSOR (BANK 2, SENSOR 1) VS CIRCUIT HIGH VOLTAGE
• DTC P2252: REAR A/F SENSOR (BANK 1, SENSOR 1) VS CIRCUIT LOW VOLTAGE; DTC P2255: FRONT A/F SENSOR (BANK 2, SENSOR 1) VS CIRCUIT LOW VOLTAGE
• DTC P2270: REAR SECONDARY HO2S (BANK 1, SENSOR 2) CIRCUIT SIGNAL STUCK LEAN; DTC P2272: FRONT SECONDARY HO2S (BANK 2, SENSOR 2) CIRCUIT SIGNAL STUCK LEAN
• DTC TROUBLESHOOTING
• DTC P2413: EGR SYSTEM MALFUNCTION
• DTC P2610: PCM IGNITION OFF INTERNAL TIMER MALFUNCTION
• DTC TROUBLESHOOTING
• DTC P2647: ROCKER ARM OIL PRESSURE SWITCH CIRCUIT HIGH VOLTAGE
• DTC P2648: ROCKER ARM OIL CONTROL SOLENOID CIRCUIT LOW VOLTAGE
• DTC P2649: ROCKER ARM OIL CONTROL SOLENOID CIRCUIT HIGH VOLTAGE
• DTC U0029: F-CAN MALFUNCTION (BUS-OFF (PCM))
• DTC U0122: F-CAN MALFUNCTION (PCM-VSA MODULATOR-CONTROL UNIT)
• DTC U0131: F-CAN MALFUNCTION (PCM-EPS CONTROL UNIT)
• DTC U0155: F-CAN MALFUNCTION (PCM-GAUGE CONTROL MODULE)
• DTC U0300: PGM-FI SYSTEM AND A/T SYSTEM PROGRAM VERSION MISMATCH
• BATTERY TEST
• STARTER PERFORMANCE TEST
• FUEL PRESSURE TEST
• FUEL PUMP CIRCUIT TROUBLESHOOTING
• SYMPTOM TROUBLESHOOTING INFORMATION
• THROTTLE BODY CLEANING
• IDLE SPEED INSPECTION
• THROTTLE BODY TEST
• APP SENSOR SIGNAL INSPECTION
• FUEL CAP WARNING MESSAGE SYSTEM TROUBLESHOOTING
• HOW TO SET READINESS CODES
• INDICATED DTC'S TROUBLESHOOTING
• CATALYTIC CONVERTER MONITOR AND READINESS CODE
• OBD STATUS