Additional Wiring
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
The State of Change (SOC) catalyst monitor uses the signals from both the upstream and downstream O2 sensors to detect aging of the catalyst. Based on the fact that when a catalyst ages, it loses some of its Oxygen Storage Capacity (OSC). As a result, part of the untreated exhaust gases can breakthrough the catalyst and causes the downstream O2 sensor to deviate from its neutral (Stoichiometric) position. By observing the activities in the downstream O2 signal, the degradation level of catalyst can be detected. In general, the higher the downstream O2 sensor SOC value, the more exhaust gas breakthrough and the lower the OSC of the catalytic converter.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
The State of Change (SOC) catalyst monitor uses the signals from both the upstream and downstream O2 sensors to detect aging of the catalyst. Based on the fact that when a catalyst ages, it loses some of its Oxygen Storage Capacity (OSC). As a result, part of the untreated exhaust gases can breakthrough the catalyst and causes the downstream O2 sensor to deviate from its neutral (Stoichiometric) position. By observing the activities in the downstream O2 signal, the degradation level of catalyst can be detected. In general, the higher the downstream O2 sensor SOC value, the more exhaust gas breakthrough and the lower the OSC of the catalytic converter.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
The EVAP Purge Monitor tests the integrity of the hoses/tube between the throttle body/intake and the fuel tank. The monitor is a two stage test and runs only after the EVAP system passes the small leak test. Stage one is non-intrusive. The PCM monitors the purge vapor ratio and the ESM switch closed ratio. If the purge vapor ratio is above a calculated value, the monitor passes. If the ESM switch closed ratio is greater than calculated value when purge flow is greater than a minimum value, the monitor passes. Stage two is an intrusive test and runs only if stage one does not pass. The PCM commands the purge solenoid to flow at a specified rate to force the purge vapor ratio to update. The ratio is compared to a calibrated specification. If it is less than specified, a one trip failure is recorded. This test can detect if the purge hose is off, obstructed, or the purge valve is not operational.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
The EVAP Purge Monitor tests the integrity of the hoses/tube between the throttle body/intake and the fuel tank. The monitor is a two stage test and runs only after the EVAP system passes the small leak test. Stage one is non-intrusive. The PCM monitors the purge vapor ratio and the ESM switch closed ratio. If the purge vapor ratio is above a calculated value, the monitor passes. If the ESM switch closed ratio is greater than calculated value when purge flow is greater than a minimum value, the monitor passes. Stage two is an intrusive test and runs only if stage one does not pass. The PCM commands the purge solenoid to flow at a specified rate to force the purge vapor ratio to update. The ratio is compared to a calibrated specification. If it is less than specified, a one trip failure is recorded. This test can detect if the purge hose is off, obstructed, or the purge valve is not operational.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
Fuel level is recorded when the ignition key is turned off and is compared to the fuel level when the ignition key is turned back on. The PCM recognizes an increase in fuel level and will fail the Medium leak test because the fuel cap is broken or not installed properly. GAS CAP will be displayed in odometer to inform the owner that the cap is off of loose.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
The fuel level rationality will set a fault for a fuel level reading that does not change over an accumulated mileage threshold to keep stuck high or stuck low fuel levels from disabling OBD monitors. If the vehicle is fitted with a saddle tank fuel system this feature includes diagnostics for both of the sending units and diagnostics for a siphon tube that has become disconnected or plugged. The power up test looks to see a large enough fuel level voltage change from the last key-off to the following engine run. The engine run test looks to see a fuel level voltage change over an accumulated mileage.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
The vehicle speed sensor rationality is a continuous test that monitors the vehicle speed sensor for lack of activity. The rationality will not run if a limp-in exists for MAP, Throttle Position, and Engine Coolant Temperature. If vehicle speed sensor is below a minimum threshold for a period of time after the vehicle is operated at a sufficient load, a failure will be indicated.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
The vehicle speed sensor rationality is a continuous test that monitors the vehicle speed sensor for lack of activity. The rationality will not run if a limp-in exists for MAP, Throttle Position, and Engine Coolant Temperature. If vehicle speed sensor is below a minimum threshold for a period of time after the vehicle is operated at a sufficient load, a failure will be indicated.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
The objective of the Idle Speed Rationality is to monitor the ability to achieve and maintain a steady idle condition. The monitor will judge the functionality of the idle speed control system by monitoring RPM during idle. If RPM does not come within a calibrated dead band of target idle speed, a timer is started. If the timer reaches its maximum threshold without any sign of the RPM trending towards control, a soft failure is generated.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
The objective of the Idle Speed Rationality is to monitor the ability to achieve and maintain a steady idle condition. The monitor will judge the functionality of the idle speed control system by monitoring RPM during idle. If RPM does not come within a calibrated dead band of target idle speed, a timer is started. If the timer reaches its maximum threshold without any sign of the RPM trending towards control, a soft failure is generated.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
Spark adjustment during a cold start is intended to provide quick response to idle speed variations. The spark adjust diagnostics monitors spark advance on a cold start over a period of time, then compares the average spark advance to a threshold.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
The objective of the Dynamic Crankshaft Fuel Control is to reduce the fuel as much as possible during a cold start. The DCFC begins subtracting fuel from a high limit upon a cold start and keeps removing fuel in an attempt to get to a calibrated lean limit. DCFC stops removing fuel when rough idle is detected or the lean limit is reached.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.
For complete wiring diagrams refer to SYSTEM WIRING DIAGRAMS article.