Engine Control System Hyundai Santa Fe III

Overview

The California Air Resources Board (CARB) began regulation of On Board Diagnostics (OBD) for vehicles sold in California beginning with the 1988 model year. The first phase, OBD-I, required monitoring of the fuel metering system, Exhaust Gas Recirculation (EGR) system and additional emission related components. The Malfunction Indicator Lamp (MIL) was required to light and alert the driver of the fault and the need for repair of the emission control system. Associated with the MIL was a fault code or Diagnostic Trouble Code (DTC) identifying the specific area of the fault.

The OBD system was proposed by CARB to improve air quality by identifying vehicle exceeding emission standards. Passage of the Federal Clean Air Act Amendments in 1990 has also prompted the Environmental Protection Agency (EPA) to develop On Board Diagnostic requirements. CARB OBD-II regulations were followed until 1999 when the federal regulations were used.

The OBD-II system meets government regulations by monitoring the emission control system. When a system or component exceeds emission threshold or a component operates outside tolerance, a DTC will be stored and the MIL illuminated.

The diagnostic executive is a computer program in the Engine Control Module (ECM) or Powertrain Control Module (PCM) that coordinates the OBD-II self-monitoring system. This program controls all the monitors and interactions, DTC and MIL operation, freeze frame data and scan tool interface.

Freeze frame data describes stored engine conditions, such as state of the engine, state of fuel control, spark, RPM, load and warm status at the point the first fault is detected. Previously stored conditions will be replaced only if a fuel or misfire fault is detected. This data is accessible with the scan tool to assist in repairing the vehicle.

The center of the OBD-II system is a microprocessor called the Engine Control Module (ECM) or Powertrain Control Module (PCM).

The ECM or PCM receives input from sensors and other electronic components (switches, relays, and others) based on information received and programmed into its memory (keep alive random access memory, and others), the ECM or PCM generates output signals to control various relays, solenoids and actuators.

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1. GST (Generic scan tool)
2. MIL (Malfunction indication lamp) - MIL activity by transistor The Malfunction Indicator Lamp (MIL) is connected between ECM or PCM-terminal Malfunction Indicator Lamp and battery supply (open collector amplifier). In most cars, the MIL will be installed in the instrument panel. The lamp amplifier can not be damaged by a short circuit. Lamps with a power dissipation much greater than total dissipation of the MIL and lamp in the tester may cause a fault indication. At ignition ON and engine revolution (RPM) < MIN. RPM, the MIL is switched ON for an optical check by the driver.
3. MIL illumination When the ECM or PCM detects a malfunction related emission during the first driving cycle, the DTC and engine data are stored in the freeze frame memory. The MIL is illuminated only when the ECM or PCM detects the same malfunction related to the DTC in two consecutive driving cycles.
4. MIL elimination Misfire and Fuel System Malfunctions: For misfire or fuel system malfunctions, the MIL may be eliminated if the same fault does not reoccur during monitoring in three subsequent sequential driving cycles in which conditions are similar to those under which the malfunction was first detected. All Other Malfunctions: For all other faults, the MIL may be extinguished after three subsequent sequential driving cycles during which the monitoring system responsible for illuminating the MIL functions without detecting the malfunction and if no other malfunction has been identified that would independently illuminate the MIL according to the requirements outlined above.
5. Erasing a fault code The diagnostic system may erase a fault code if the same fault is not re-registered in at least 40 engine warm-up cycles, and the MIL is not illuminated for that fault code.
6. Communication Line (CAN) Bus Topology: Line (bus) structure Wiring: Twisted pair wire Off Board DLC Cable Length: Max. 5m Data Transfer Rate Diagnostic: 500 kbps Service Mode (Upgrade, Writing VIN): 500 or 1Mbps)
7. Driving cycle A driving cycle consists of engine start up, and engine shut off.
8. Warm-up cycle A warm-up cycle means sufficient vehicle operation such that the engine coolant temperature has risen by at least 40 degrees Fahrenheit from engine starting and reaches a minimum temperature of at least 160 degrees Fahrenheit.
9. Trip cycle A trip means vehicle operation (following an engine-off period) of duration and driving mode such that all components and systems are monitored at least once by the diagnostic system except catalyst efficiency or evaporative system monitoring when a steady-speed check is used, subject to the limitation that the manufacturer-defined trip monitoring conditions shall all be encountered at least once during the first engine start portion of the applicable FTP cycle.
10. DTC format Diagnostic Trouble Code (SAE J2012) DTCs used in OBD-II vehicles will begin with a letter and are followed by four numbers. The letter of the beginning of the DTC identifies the function of the monitored device that has failed. A "P" indicates a powertrain device, "C" indicates a chassis device. "B" is for body device and "U" indicates a network or data link code. The first number indicates if the code is generic (common to all manufacturers) or if it is manufacturer specific. A "0" & "2" indicates generic, "1" indicates manufacturer-specific. The second number indicates the system that is affected with a number between 1 and 7. The following is a list showing what numbers are assigned to each system. Fuel and air metering Fuel and air metering (injector circuit malfunction only) Ignition system or misfire Auxiliary emission controls Vehicle speed controls and idle control system Computer output circuits Transmission The last two numbers of the DTC indicates the component or section of the system where the fault is located.
11. Freeze frame data

When a freeze frame event is triggered by an emission related DTC, the ECM or PCM stores various vehicle information as it existed the moment the fault occurred. The DTC number along with the engine data can be useful in aiding a technician in locating the cause of the fault. Once the data from the 1st driving cycle DTC occurrence is stored in the freeze frame memory, it will remain there even when the fault occurs again (2nd driving cycle) and the MIL is illuminated.

1. Freeze Frame List

1. Calculated Load Value
2. Engine RPM
3. Fuel Trim
4. Fuel Pressure (if available)
5. Vehicle Speed (if available)
6. Coolant Temperature
7. Intake Manifold Pressure (if available)
8. Closed-or Open-loop operation
9. Fault code

OBD-II system readiness tests

1. Catalyst monitoring The catalyst efficiency monitor is a self-test strategy within the ECM or PCM that uses the downstream Heated Oxygen Sensor (HO2S) to determine when a catalyst has fallen below the minimum level of effectiveness in its ability to control exhaust emission.
2. Misfire monitoring Misfire is defined as the lack of proper combustion in the cylinder due to the absence of spark, poor fuel metering, or poor compression. Any combustion that does not occur within the cylinder at the proper time is also a misfire. The misfire detection monitor detects fuel, ignition or mechanically induced misfires. The intent is to protect the catalyst from permanent damage and to alert the customer of an emission failure or an inspection maintenance failure by illuminating the MIL. When a misfire is detected, special software called freeze frame data is enabled. The freeze frame data captures the operational state of the vehicle when a fault is detected from misfire detection monitor strategy.
3. Fuel system monitoring The fuel system monitor is a self-test strategy within the ECM or PCM that monitors the adaptive fuel table The fuel control system uses the adaptive fuel table to compensate for normal variability of the fuel system components caused by wear or aging. During normal vehicle operation, if the fuel system appears biased lean or rich, the adaptive value table will shift the fuel delivery calculations to remove bias.
4. Engine cooling system monitoring The cooling system monitoring is a self-test strategy within the ECM or PCM that monitors ECTS (Engine Coolant Temperature Sensor) and thermostat about circuit continuity, output range, rationality faults.
5. O2 sensor monitoring OBD-II regulations require monitoring of the upstream Heated O2 Sensor (H2OS) to detect if the deterioration of the sensor has exceeded thresholds. An additional HO2S is located downstream of the Warm-Up Three Way Catalytic Converter (WU-TWC) to determine the efficiency of the catalyst. Although the downstream H2OS is similar to the type used for fuel control, it functions differently. The downstream HO2S is monitored to determine if a voltage is generated. That voltage is compared to a calibrated acceptable range.
6. Evaporative emission system monitoring The EVAP. monitoring is a self-test strategy within the ECM or PCM that tests the integrity of the EVAP. system. The complete evaporative system detects a leak or leaks that cumulatively are greater than or equal to a leak caused by a 0.040 inch and 0.020 inch diameter orifice.
7. Air conditioning system monitoring The A/C system monitoring is a self-test strategy within the ECM or PCM that monitors malfunction of all A/C system components at A/C ON.
8. Comprehensive components monitoring The comprehensive components monitoring is a self-test strategy within the ECM or PCM that detects fault of any electronic powertrain components or system that provides input to the ECM or PCM and is not exclusively an input to any other OBD-II monitor.
9. A/C system component monitoring

Requirement

If a vehicle incorporates an engine control strategy that alters off idle fuel and/or spark control when the A/C system is on, the OBD II system shall monitor all electronic air conditioning system components for malfunctions that cause the system to fail to invoke the alternate control while the A/C system is on or cause the system to invoke the alternate control while the A/C system is off.

Additionally, the OBD II system shall monitor for malfunction all electronic air conditioning system components that are used as part of the diagnostic strategy for any other monitored system or component.

Implementation plan

No engine control strategy incorporated that alters off idle fuel and/or spark control when A/C system is on. Malfunction of A/C system components is not used as a part of the diagnostic strategy for other monitored system or component.

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ECM Terminal Function

CONNECTOR DESCRIPTION (E100-A)

CONNECTOR DESCRIPTION (C100-B)

ECM Terminal Input/Output Signal

CONNECTOR DESCRIPTION (E100-A)

CONNECTOR DESCRIPTION (C100-B)

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Removal

Note. When replacing the ECM, the vehicle equipped with the immobilizer must be performed procedure as below.

[In the case of installing used ECM]

1. Perform "ECM Neutral mode" procedure with GDS. Refer to «NEUTRALIZING OF ECM»(/hyundai/santa-fe/iii-2012-2016/remont/door-locks-anti-theft-systems/#immobilizer-system__neutralizing-of-ecm) .
2. After finishing "ECM Neutral mode", perform Refer to «REPLACEMENT»(/hyundai/santa-fe/iii-2012-2016/remont/door-locks-anti-theft-systems/#immobilizer-system__replacement) .

[In the case of installing new ECM]

Perform "Key teaching" procedure with GDS.

(Refer to REPLACEMENT

Note. When replacing the ECM, the vehicle equipped with the smart key system (Button start) must be performed procedure as below.

[In the case of installing used ECM]

1. Perform "ECM Neutral mode" procedure with GDS. Refer to «NEUTRALIZING OF ECM»(/hyundai/santa-fe/iii-2012-2016/remont/door-locks-anti-theft-systems/#immobilizer-system__neutralizing-of-ecm) .
2. After finishing "ECM Neutral mode", insert the key (or press the start button) and turn it to the IGN ON and OFF position. Then the ECM learns the smart key information automatically.

[In the case of installing new ECM]

Insert the key (or press the start button) and turn it to the IGN ON and OFF position. Then the ECM learns the smart key information automatically.

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1. Turn ignition switch OFF and disconnect the negative (-) battery cable.
2. Remove the cover.
3. Disconnect the ECM connector (A).
4. Remove the battery tray. (Refer to " «BATTERY»(/hyundai/santa-fe/iii-2012-2016/remont/charging-system/#charging-system) ")
5. Remove the ECM bracket installation bolts (A) and nut (B).
6. Remove the air cleaner assembly. Refer to " «AIR CLEANER»(/hyundai/santa-fe/iii-2012-2016/remont/exhaust/#intake-and-exhaust-system) .
7. After removing the installation bolts (A), remove the ECM (B) from the bracket.

Installation

Note. When replacing the ECM, the vehicle equipped with the immobilizer must be performed procedure as below.

[In the case of installing used ECM]

1. Perform "ECM Neutral mode" procedure with GDS. (Refer to Body Electrical System - "Immobilizer System")
2. After finishing "ECM Neutral mode", perform «SMART KEY»(/hyundai/santa-fe/iii-2012-2016/remont/door-locks-anti-theft-systems/#smart-key-system) . (Refer to «IMMOBILIZER SYSTEM - SANTA FE»(/hyundai/santa-fe/iii-2012-2016/remont/door-locks-anti-theft-systems/#immobilizer-system) .

[In the case of installing new ECM]

Perform "Key teaching" procedure with GDS.

(Refer to SMART KEY .

Note. When replacing the ECM, the vehicle equipped with the smart key system (Button start) must be performed procedure as below.

[In the case of installing used ECM]

1. Perform "ECM Neutral mode" procedure with GDS. (Refer to Body Electrical System - "Immobilizer System").
2. After finishing "ECM Neutral mode", insert the key (or press the start button) and turn it to the IGN ON and OFF position. Then the ECM learns the smart key information automatically.

[In the case of installing new ECM]

Insert the key (or press the start button) and turn it to the IGN ON and OFF position. Then the ECM learns the smart key information automatically.

Note. This ECM is a PCM type that includes a Transaxle Control Module (TCM).

Therefore TCM must be performed TCM learning procedure after replacing or re-installing a TCM.

(Refer to Automatic Transaxle System - "Automatic Transaxle Control System").

1. Installation is reverse of removal. ECM installation nut: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lbf.ft) ECM installation screw: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lbf.ft) ECM bracket installation bolt/nut: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lbf.ft)

ECM Problem Inspection Procedure

1. TEST ECM GROUND CIRCUIT: Measure resistance between ECM and chassis ground using the backside of ECM harness connector as ECM side check point. If the problem is found, repair it. Specification: Below 1ohms
2. TEST ECM CONNECTOR: Disconnect the ECM connector and visually check the ground terminals on ECM side and harness side for bent pins or poor contact pressure. If the problem is found, repair it.
3. If problem is not found in Step 1 and 2 , the ECM could be faulty. If so, replace the ECM with a new one, and then check the vehicle again. If the vehicle operates normally then the problem was likely with the ECM.
4. RE-TEST THE ORIGINAL ECM: Install the original ECM (may be broken) into a known-good vehicle and check the vehicle. If the problem occurs again, replace the original ECM with a new one. If problem does not occur, this is intermittent problem. Refer to "Intermittent Problem Inspection Procedure" in «BASIC INSPECTION PROCEDURE»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-controlfuel-system-general-information__basic-inspection-procedure) .

VIN Programming Procedure

VIN (Vehicle Identification Number) is a number that has the vehicle's information (Maker, Vehicle Type, Vehicle Line/Series, Body Type, Engine Type, Transmission Type, Model Year, Plant Location and so forth. For more information, please refer to the group "GI" in this SERVICE MANUAL).

When replacing an ECM, the VIN must be programmed in the ECM. If there is no VIN in ECM memory, the fault code (DTC P0630) is set.

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1. Select "VIN Writing" function in "Vehicle S/W Management".
2. Select "Write VIN" in "ID Register".
3. Input the VIN. WARNING: Before inputting the VIN, confirm the VIN again because the programmed VIN cannot be changed.
4. Turn the ignition switch OFF, then back ON.

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IDB terminal function

CONNECTOR DESCRIPTION (E100-IDB)

IDB Terminal input/output signal

CONNECTOR DESCRIPTION (E100-IDB)

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1. Turn the ignition switch off and disconnect the battery negative (-) cable.
2. Remove the glove box housing. Refer to " «GLOVE BOX HOUSING»(/hyundai/santa-fe/iii-2012-2016/remont/gauges-instrument-panels/#crash-pad) .
3. Disconnect the injector drive box (IDB) connector (A).
4. Remove the IDB bracket assembly (A) after removing the bolt and nuts.

1. Install in the reverse order of removal. IDB bracket installation bolt/nut: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)

Description

The Electronic Throttle Control (ETC) System consists of a throttle body with an integrated control motor and throttle position sensor (TPS). Instead of the traditional throttle cable, an Accelerator Position Sensor (APS) is used to receive driver input. The ECM uses the APS signal to calculate the target throttle angle; the position of the throttle is then adjusted via ECM control of the ETC motor. The TPS signal is used to provide feedback regarding throttle position to the ECM. Using ETC, precise control over throttle position is possible; the need for external cruise control modules/cables is eliminated.

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Fail-Safe Mode

Note. When throttle value is stuck at 7°, engine speed is limited at below 1, 500rpm and vehicle speed at maximum 40 ~ 50 km/h (25 ~ 31 mph)

Specification

VOLTAGE SPECIFICATION - THROTTLE POSITION SENSOR (TPS)

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ETC MOTOR SPECIFICATION

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Throttle Position Sensor (TPS)

1. Connect the GDS on the Data Link Connector (DLC).
2. Start the engine and measure the output voltage of TPS 1 and 2 at C.T. and W.O.T. Throttle angle(°) Output Voltage (V) TPS1 TPS2 C. T 0.5 4.5 W.O.T 4.41 0.59

ETC Motor

1. Turn the ignition switch OFF.
2. Disconnect the ETC module connector.
3. Measure resistance between the ETC module terminals 1 and 2.
4. Check that the resistance is within the specification.

Specification: Refer to " SPECIFICATION "

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Remove the air intake hose. (Refer to " «AIR CLEANER»(/hyundai/santa-fe/iii-2012-2016/remont/exhaust/#intake-and-exhaust-system) ")
3. Disconnect the ETC module connector (A).
4. Disconnect the coolant hoses (B).
5. Remove the installation bolts, and then remove the ETC module (C) from the engine.

1. Installation is reverse of removal. Electronic throttle body Installation bolt: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)

ETC module learning procedure

When installing new ETC module or re-installing it, ETC module learning procedure must be performed.

1. Hold the ignition key or the start button at the IG ON position during 5 seconds.
2. Turn ignition switch OFF and then start the engine. CAUTION: DTC codes (P0638, P2110) might be displayed if ETC module learning procedure does not performed after replacing ETC module.

Barometric Pressure Sensor (BPS) is a speed-density type sensor and is installed on the air cleaner assembly. It senses absolute pressure of the air cleaner assembly and transfers the analog signal proportional to the pressure to the ECM. By using this signal, the ECM calculates the intake air quantity and engine speed.

The BPS consists of a piezo-electric element and a hybrid IC amplifying the element output signal. The element is silicon diaphragm type and adapts pressure sensitive variable resistor effect of semi-conductor. Because 100% vacuum and the manifold pressure apply to both sides of the sensor respectively, this sensor can output analog signal by using the silicon variation proportional to pressure change.

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Inspection

1. Connect the GDS on the Data Link Connector (DLC).
2. Measure the output voltage of the BPS at idle and IG ON. Specification: Refer to " «SPECIFICATION»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) "

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the barometric pressure sensor connector (A).
3. Remove the installation bolt (B), and then remove the sensor from the air cleaner assembly.

1. Installation is reverse of removal. Barometric pressure sensor installation bolt: 3.9 ~ 5.9 N.m (0.4 ~ 0.6 kgf.m, 2.9 ~ 4.3 lb-ft)

Intake Air Temperature Sensor (IATS) is included inside Barometric Pressure Sensor (BPS) and detects the intake air temperature. To calculate precise air quantity, correction of the air temperature is needed because air density varies according to the temperature. So the ECM uses not only BPS signal but also IATS signal. This sensor has a Negative Temperature Coefficient (NTC) thermistor and it's resistance changes in reverse proportion to the temperature.

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1. Turn the ignition switch OFF.
2. Disconnect the IATS connector.
3. Measure resistance between the IATS terminals 3 and 4.
4. Check that the resistance is within the specification. Specification: Refer to " «SPECIFICATION»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) "

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the intake air temperature sensor connector (A).
3. Remove the installation bolts (B), and then vertically remove the sensor from the air cleaner assembly.

1. Installation is reverse of removal. Intake air temperature sensor: 3.9 ~ 5.9 N.m (0.4 ~ 0.6 kgf.m, 2.9 ~ 4.3 lb-ft)

Manifold Absolute Pressure Sensor (MAPS) is a speed-density type sensor and is installed on the surge tank. It senses absolute pressure of the surge tank and transfers the analog signal proportional to the pressure to the ECM.

By using this signal, the ECM calculates the intake air quantity and engine speed.

The MAPS consists of a piezo-electric element and a hybrid IC amplifying the element output signal. The element is silicon diaphragm type and adapts pressure sensitive variable resistor effect of semi-conductor.

Because 100% vacuum and the manifold pressure apply to both sides of the sensor respectively, this sensor can output analog signal by using the silicon variation proportional to pressure change.

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1. Connect the GDS on the Data Link Connector (DLC).
2. Measure the output voltage of the MAPS at idle and IG ON. Condition Output Voltage (V) IG ON Approx. 4.44V Idle Approx. 0.75V

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the manifold absolute pressure sensor connector (A).
3. Remove the installation bolt (B), and then vertically remove the sensor from the surge tank.

1. Installation is reverse of removal. Manifold absolute pressure sensor Installation bolt: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)

Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage of the cylinder head for detecting the engine coolant temperature. The ECTS uses a thermistor whose resistance changes with the temperature.

The electrical resistance of the ECTS decreases as the temperature increases, and increases as the temperature decreases. The reference +5V is supplied to the ECTS via a resistor in the ECM. That is, the resistor in the ECM and the thermistor in the ECTS are connected in series. When the resistance value of the thermistor in the ECTS changes according to the engine coolant temperature, the output voltage also changes ion duration and controls the ignition timing using the information of engine coolant temperature to avoid engine stalling and improve driveability.

During cold engine operation, the ECM increases the fuel injection duration and controls the ignition timing using the information of engine coolant temperature to avoid engine stalling and improve driveability.

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1. Turn the ignition switch OFF.
2. Disconnect the ECTS connector.
3. Remove the ECTS Refer to " «REMOVAL»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) .
4. After immersing the thermistor of the sensor into engine coolant, measure resistance between the ECTS terminals 3 and 4.
5. Check that the resistance is within the specification.

Specification: Refer to " SPECIFICATION .

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Remove the air cleaner assembly. (Refer to " «AIR CLEANER»(/hyundai/santa-fe/iii-2012-2016/remont/exhaust/#intake-and-exhaust-system) ")
3. Disconnect the engine coolant temperature sensor connector (A).
4. Remove the spring clip (B), and then pull the sensor from the water temperature control assembly. CAUTION: Note that engine coolant may be flowed out from the water temperature control assembly when removing the sensor.
5. Supplement the engine coolant. (Refer to " «COOLANT»(/hyundai/santa-fe/iii-2012-2016/remont/cooling-system-mechanical/#engine-cooling-system) ")

1. Installation is reverse of removal. Engine coolant temperature sensor installation: 29.4 ~ 39.2 N.m (3.0 ~ 4.0 kgf.m, 21.7 ~ 28.9 lb-ft)

Crankshaft Position Sensor (CKPS) detects the crankshaft position and is one of the most important sensors of the engine control system. If there is no CKPS signal input, the engine may stop because of CKPS signal missing. This sensor is installed on the cylinder block or the transaxle housing and generates alternating current by magnetic flux field which is made by the sensor and the target wheel when engine runs.

The target wheel consists of 58 slots and 2 missing slots on 360 degrees CA (Crank Angle).

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1. Check the signal waveform of the CMPS and CKPS using the GDS. Specification: Refer to " «WAVE FORM»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) "

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Remove the air cleaner assembly. (Refer to " «AIR CLEANER»(/hyundai/santa-fe/iii-2012-2016/remont/exhaust/#intake-and-exhaust-system) ")
3. Disconnect the crankshaft position sensor connector (A).
4. Remove the installation bolt (B), and then vertically remove the sensor from the transaxle housing.

1. Installation is reverse of removal. Crankshaft position sensor installation bolt: 6.9 ~ 9.8 N.m (0.7 ~ 1.0 kgf.m, 5.1 ~ 7.2 lb-ft)

Camshaft Position Sensor (CMPS) is a hall sensor and detects the camshaft position by using a hall element.

It is related with Crankshaft Position Sensor (CKPS) and detects the piston position of each cylinder which the CKPS can't detect. The two CMPS are installed on engine head cover of bank 1 and 2 respectively and uses a target wheel installed on the camshaft. The Cam Position sensor is a hall-effect type sensor. As the target wheel passes the Hall sensor, the magnetic field changes in the sensor. The sensor then switches a signal which creates a square wave.

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1. Check the signal waveform of the CMPS and CKPS using the GDS. Specification: Refer to " «WAVE FORM»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) "

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the camshaft position sensor connector (A).
3. Remove the installation bolt (B), and then vertically remove the sensor from the cylinder head. [Bank 1/Intake] [Bank 1/Exhaust] [Bank 2/Intake] [Bank 2/Exhaust]

1. Installation is reverse of removal. Camshaft position sensor installation bolt: 6.9 ~ 9.8N.m (0.7 ~ 1.0kgf.m, 5.1 ~ 7.2lb-ft)

Knocking is a phenomenon characterized by undesirable vibration and noise and can cause engine damage. The two Knock Sensor (KS) are installed inside the V-valley of the cylinder block and senses engine knocking.

When knocking occurs, the vibration from the cylinder block is applied as pressure to the piezoelectric element.

When a knock occurs, the sensor produces voltage signal. The ECM retards the ignition timing when knocking occurs. If the knocking disappears after retarding the ignition timing, the ECM will advance the ignition timing. This sequential control can improve engine power, torque and fuel economy.

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the knock sensor connector (A).
3. Remove the intake manifold. (Refer to " «INTAKE MANIFOLD»(/hyundai/santa-fe/iii-2012-2016/remont/exhaust/#intake-and-exhaust-system) ")
4. Remove the installation bolt (A), and then remove the sensor from the cylinder block.

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the knock sensor connector (A).
3. Remove the intake manifold. (Refer to " «INTAKE MANIFOLD»(/hyundai/santa-fe/iii-2012-2016/remont/exhaust/#intake-and-exhaust-system) ")
4. Remove the installation bolt (A), and then remove the sensor from the cylinder block.

1. Installation is reverse of removal. Knock sensor installation bolt: 15.7 ~ 23.5 N.m (1.6 ~ 2.4 kgf.m, 11.6 ~ 17.4 lb-ft)

Heated Oxygen Sensor (HO2S) consists of the zirconium and the alumina and is installed on upstream and downstream of the Warm-up Catalytic Converter (WCC).

After it compares oxygen consistency of the atmosphere with the exhaust gas, it transfers the oxygen consistency of the exhaust gas to the ECM. When A/F ratio is rich or lean, it generates approximately 1V or 0V respectively. In order that this sensor normally operates, the temperature of the sensor tip is higher than 370°C (698°F). So it has a heater which is controlled by the ECM duty signal.

When the exhaust gas temperature is lower than the specified value, the heater warms the sensor tip.

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VOLTAGE SPECIFICATION - BANK 1/SENSOR 2, BANK 2/SENSOR 2

VOLTAGE SPECIFICATION - BANK 1/SENSOR 1, BANK 2/SENSOR 1

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1. Turn the ignition switch OFF.
2. Disconnect the HO2S connector.
3. Measure resistance between the HO2S terminals 3 and 4.
4. Check that the resistance is within the specification. Specification: Refer to " «SPECIFICATION»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) "

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the connector (A), and then remove the sensor (B). NOTE: Note that the SST (Part No.: 09392-2H100) is useful when removing the heated oxygen sensor. [Bank 1/Sensor 1] [Bank 1/Sensor 2] [Bank 2/Sensor 1] 70[Bank 2/Sensor 2]

1. Installation is reverse of removal. Heated oxygen sensor installation: 35.3 ~ 45.1 N.m (3.6 ~ 4.6 kgf.m, 26.0 ~ 33.3 lb-ft)

Rail Pressure Sensor (RPS) is installed on the delivery pipe and measures the instantaneous fuel pressure in the delivery pipe. The sensing element (Semiconductor element) built in the sensor converts the pressure to voltage signal. By using this signal, the ECM can control correct injection amount and timing and adjusts the fuel pressure with the fuel pressure regulator valve if the target pressure and the actual pressure calculated by the RPS output signal are different.

Scheme 74

Scheme 75

Scheme 76

Scheme 77

1. Connect the GDS on the Data Link Connector (DLC).
2. Measure the output voltage of the RPS at idle and various engine speed. Condition Output Voltage (V) Idle Approx. 1.2 1, 500 rpm 2.0 ~ 2.2 6, 300 rpm Approx. 2.8

Scheme 78

1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Release the residual pressure in fuel line. (Refer to " «RELEASE RESIDUAL PRESSURE IN FUEL LINE»(/hyundai/santa-fe/iii-2012-2016/remont/fuel-system/#fuel-delivery-system__release-residual-pressure-in-fuel-line) ") CAUTION: When removing the fuel pump relay, a Diagnostic Trouble Code (DTC) may occur. Delete the code with the GDS after completion of "Release Residual Pressure in Fuel Line" work.
3. Remove the intake manifold. (Refer to " «INTAKE MANIFOLD»(/hyundai/santa-fe/iii-2012-2016/remont/exhaust/#intake-and-exhaust-system) ")
4. Disconnect the rail pressure sensor connector (A), and then remove the sensor from the delivery pipe.

1. Installation is reverse of removal. Rail Pressure Sensor Installation: 29.4 ~ 34.3 N.m (3.0 ~ 3.5 kgf.m, 21.7 ~ 25.3 lb-ft)

Continuous Variable Valve Timing (CVVT) system advances or retards the valve timing of the intake and exhaust valve in accordance with the ECM control signal which is calculated by the engine speed and load.

By controlling CVVT, the valve over-lap or under-lap occurs, which makes better fuel economy and reduces exhaust gases (NOx, HC) and improves engine performance through reduction of pumping loss, internal EGR effect, improvement of combustion stability, improvement of volumetric efficiency, and increase of expansion work.

This system consist of

1. the CVVT Oil Control Valve (OCV) which supplies the engine oil to the cam phaser or cuts the engine oil from the cam phaser in accordance with the ECM PWM (Pulse With Modulation) control signal
2. the CVVT Oil Temperature Sensor (OTS) which measures the engine oil temperature
3. and the Cam Phaser which varies the cam phase by using the hydraulic force of the engine oil.

The engine oil getting out of the CVVT oil control valve varies the cam phase in the direction (Intake Advance/Exhaust Retard) or opposite direction (Intake Retard/Exhaust Advance) of the engine rotation by rotating the rotor connected with the camshaft inside the cam phaser.

Scheme 79

Scheme 80

1. Turn the ignition switch OFF.
2. Disconnect the OTS connector.
3. Remove the OTS. (Refer to " «REMOVAL»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) ")
4. After immersing the thermistor of the sensor into engine coolant, measure resistance between the OTS terminals 1 and 2.
5. Check that the resistance is within the specification. Specification: Refer to " «SPECIFICATION»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) "

Scheme 81

1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Remove the air cleaner assembly. (Refer to " «AIR CLEANER»(/hyundai/santa-fe/iii-2012-2016/remont/exhaust/#intake-and-exhaust-system) ")
3. Disconnect the connector (A), and then remove the CVVT oil temperature sensor (B).

1. Installation is reverse of removal. CVVT oil temperature sensor installation: 34.3 ~ 41.1 N.m (3.5 ~ 4.5 kgf.m, 25.3 ~ 32.5 lb-ft)

Accelerator Position Sensor (APS) is installed on the accelerator pedal module and detects the rotation angle of the accelerator pedal. The APS is one of the most important sensors in engine control system, so it consists of the two sensors which adapt individual sensor power and ground line. The second sensor monitors the first sensor and its output voltage is half of the first one. If the ratio of the sensor 1 and 2 is out of the range (approximately 1/2), the diagnostic system judges that it is abnormal.

Scheme 82

Scheme 83

Scheme 84

1. Connect the GDS on the Data Link Connector (DLC).
2. Turn the ignition switch ON.
3. Measure the output voltage of the APS 1 and 2 at C.T and W.O.T. Specification: Refer to " «SPECIFICATION»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) "

Scheme 85

Scheme 86

1. Turn the ignition switch OFF and disconnect the negative (-) battery cable.
2. Disconnect the accelerator position sensor connector (A).
3. Remove the installation bolt (B) and nuts (C), and the remove the accelerator pedal module.

1. Installation is reverse of removal. Accelerator pedal module installation bolt: 8.8 ~ 13.7 N.m (0.9 ~ 1.4 kgf.m, 6.5 ~ 10.1 lb-ft) Accelerator pedal module installation nut: 16.7 ~ 25.5 N.m (1.7 ~ 2.6 kgf.m, 12.3 ~ 18.8 lb-ft)

Fuel Tank Pressure Sensor (FTPS) is a component of the evaporative emission control system and is installed on the fuel tank, the fuel pump, or the canister. It checks the purge control solenoid valve operation and detects a leakage of the system.

Scheme 87

Scheme 88

Scheme 89

1. Connect the GDS on the Data Link Connector (DLC).
2. Measure the output voltage of the FTPS. Specification: Refer to " «SPECIFICATION»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) "

Scheme 90

Scheme 91

1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Remove the rear seat. (Refer to " «REAR SEAT ASSEMBLY»(/hyundai/santa-fe/iii-2012-2016/remont/seats/#rear-seat) ")
3. Remove the fuel pump service cover (A).
4. Disconnect the fuel tank pressure sensor connector (A).
5. Remove the fuel tank pressure sensor (B) after releasing the hooks vertically.

1. Installation is reverse of removal.

Based on information from various sensors, the ECM can calculate the fuel amount to be injected. The fuel injector is a solenoid-operated valve and the fuel injection amount is controlled by length of injection time. The ECM controls each injector by grounding the control circuit. When the ECM energizes the injector by grounding the control circuit, the circuit voltage should be low (theoretically 0V) and the fuel is injected. When the ECM de-energizes the injector by opening control circuit, the fuel injector is closed and circuit voltage should momentarily peak, and then settle at system voltage.

Scheme 92

Scheme 93

Scheme 94

1. Turn the ignition switch OFF.
2. Disconnect the injector connector.
3. Measure resistance between the injector terminals 1 and 2.
4. Check that the resistance is within the specification. Specification: Refer to " «SPECIFICATION»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) "

Scheme 95

1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Release the residual pressure in fuel line. (Refer to " «RELEASE RESIDUAL PRESSURE IN FUEL LINE»(/hyundai/santa-fe/iii-2012-2016/remont/fuel-system/#fuel-delivery-system__release-residual-pressure-in-fuel-line) ") CAUTION: When removing the fuel pump relay, a Diagnostic Trouble Code (DTC) may occur. Delete the code with the GDS after completion of "Release Residual Pressure in Fuel Line" work.
3. Remove the delivery pipe & injector assembly. (Refer to " «DELIVERY PIPE»(/hyundai/santa-fe/iii-2012-2016/remont/fuel-system/#fuel-delivery-system) ")
4. Remove the connector (A) and the fixing clip (B), and then separate the injector from the delivery pipe.

Scheme 96

Scheme 97

1. Installation is reverse of removal.

Replacement

The injector combustion seal should be replaced new one to prevent leakage after removing the injector.

Scheme 98

Scheme 99

Scheme 100

Scheme 101

Scheme 102

Scheme 103

1. Remove the combustion seal (A) with a wire cutter. CAUTION: Grip the sealing ring carefully, pull it to form a small loop and then cut it. Be careful not to damage the surface of the valve sleeve with the wire cutter.
2. Before the assembly of the sealing ring the groove must be cleaned using a clean cloth. Any coking of the injector sealing surface must be carefully removed with a brass-wire brush. CAUTION: The surfaces of the new sealing ring must be clean and free of grease.
3. Place the seal installing guide (B) (SST No.: 09353-2B000) on the tip of the injector not to damage the injector tip (A). Push the sealing ring (C) with thumb and index finger over the conical assembly tool until it snaps into the groove. The complete assembly must not take longer than 2 to 3 seconds.
4. To size the sealing ring the injector is first introduced into the sizing tool (A) (SST No.: 09353-2B000) and then pressed and at the same time rotated 180° into the sizing tool.
5. Pull the injector out of the sizing tool by turning it in the reverse direction to that used for the press-in process. CAUTION: Check that the seal ring has not been damaged during assembly to the injector and that no circumferential scratches are present. Do not reuse the combustion seal. The seal must be completely free of grease and oil.
6. Check the combustion seal (A) installation.

Purge Control Solenoid Valve (PCSV) is installed on the surge tank and controls the passage between the canister and the intake manifold. It is a solenoid valve and is open when the ECM grounds the valve control line. When the passage is open (PCSV ON), fuel vapor stored in the canister is transferred to the intake manifold.

Scheme 104

Scheme 105

1. Turn the ignition switch OFF.
2. Disconnect the PCSV connector.
3. Measure resistance between the PCSV terminals 1 and 2.
4. Check that the resistance is within the specification. Specification: Refer to "Specification"

Scheme 106

1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the purge control solenoid valve connector (A).
3. Disconnect the vapor hoses (B) from the purge control solenoid valve.
4. Remove the valve from the bracket.

1. Installation is reverse of removal. Purge control solenoid valve bracket installation bolt: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m 7.2 ~ 8.7 lb-ft)

Continuous Variable Valve Timing (CVVT) system advances or retards the valve timing of the intake and exhaust valve in accordance with the ECM control signal which is calculated by the engine speed and load.

By controlling CVVT, the valve over-lap or under-lap occurs, which makes better fuel economy and reduces exhaust gases (NOx, HC) and improves engine performance through reduction of pumping loss, internal EGR effect, improvement of combustion stability, improvement of volumetric efficiency, and increase of expansion work.

This system consist of

1. the CVVT Oil Control Valve (OCV) which supplies the engine oil to the cam phaser or runs out the engine oil from the cam phaser in accordance with the ECM PWM (Pulse With Modulation) control signal
2. the CVVT Oil Temperature Sensor (OTS) which measures the engine oil temperature
3. and the Cam Phaser which varies the cam phase by using the hydraulic force of the engine oil.

The engine oil getting out of the CVVT oil control valve varies the cam phase in the direction (Intake Advance/Exhaust Retard) or opposite direction (Intake Retard/Exhaust Advance) of the engine rotation by rotating the rotor connected with the camshaft inside the cam phaser.

Scheme 107

Scheme 108

1. Turn the ignition switch OFF.
2. Disconnect the OCV connector.
3. Measure resistance between the OCV terminals 1 and 2.
4. Check that the resistance is within the specification. Specification: Refer to " «SPECIFICATION»(/hyundai/santa-fe/iii-2012-2016/remont/testing-diagnostics/#engine-control-system) "

Scheme 109

Scheme 110

1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Remove the intake manifold. (Refer to " «INTAKE MANIFOLD»(/hyundai/santa-fe/iii-2012-2016/remont/exhaust/#intake-and-exhaust-system) ")
3. Disconnect the CVVT oil control valve connector (A).
4. Remove the installation bolt (B), and then remove the valve from the engine. [Bank 1] [Bank 2]

Scheme 111

Scheme 112

Scheme 113

Scheme 114

1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the CVVT oil control valve connector (A). [Bank 1] [Bank 2]
3. Remove the cylinder head cover. (Refer to " «CYLINDER HEAD COVER»(/hyundai/santa-fe/iii-2012-2016/remont/mechanical/#cylinder-head-assembly) ")
4. Remove the installation bolt (A), and then remove the valve from the engine. [Bank 1] [Bank 2]

1. Installation is reverse of removal. CVVT oil control valve installation bolt: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)

Variable Intake manifold Solenoid (VIS) valves are installed on the intake manifold (VIS Valve 1) and the surge tank (VIS Valve 2). These VIS valve 1 and 2 control vacuum modulators which activate valves in the intake manifold and the surge tank. These valves are opened or closed by ECM according to engine condition (Refer to below table).

Scheme 115

Scheme 116

1. Turn the ignition switch OFF.
2. Disconnect the VIS valve connector.
3. Measure resistance between the VIS valve terminals 1 and 2.
4. Check that the resistance is within the specification. Specification: Refer to "Specification"

Scheme 117

Scheme 118

1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the variable intake solenoid valve connector (A).
3. Disconnect the vacuum hoses (B, C) from the valve.
4. Remove the installation nut (D), and then remove the valve. [Valve 1 (Intake manifold)] [Valve 2 (Surge tank)]

1. Installation is reverse of removal. Variable intake solenoid valve installation nut: 5.9 ~ 8.8 N.m (0.6 ~ 0.9 kgf.m, 4.3 ~ 6.5 lb-ft)

Fuel Pressure Regulator Valve is installed on the high pressure fuel pump and controls fuel flow flowing into the injectors in accordance with the ECM signal calculated based on various engine condition.

Scheme 119

Scheme 120

Scheme 121

1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Disconnect the fuel pressure regulator valve connector.
3. Measure resistance between the fuel pressure regulator valve terminals 1 and 2.
4. Check that the resistance is within the specification. Specification: Refer to "Specification"

(Refer to " HIGH PRESSURE FUEL PUMP ")

(Refer to " HIGH PRESSURE FUEL PUMP ")

Canister Close Valve (CCV) is installed on the canister ventilation line. It seals evaporative emission control system by shutting the canister from the atmosphere when leakage detecting system operates.

Scheme 122

Scheme 123

1. Turn the ignition switch OFF.
2. Disconnect the CCV connector.
3. Measure resistance between the CCV terminal 1 and 2.
4. Check that the resistance is within the specification. Specification: Refer to "Specification"
5. Disconnect the vapor hose connected with the canister from the CCV.
6. Connect a vacuum pump to the nipple.
7. Ground the CCV control line and apply battery voltage to the CCV power supply line.
8. Apply vacuum and check the valve operation. Specification: Vacuum maintained

Scheme 124

Scheme 125

Scheme 126

Scheme 127

Scheme 128

Scheme 129

Scheme 130

Scheme 131

Scheme 132

1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Lift the vehicle.
3. Disconnect the canister close valve extension connector (A).
4. Disconnect the vapor tube quick-connector (A) from the canister.
5. Disconnect the ventilation tube quick-connector (B) from the fuel tank air filter.
6. Remove the canister assembly (C) after removing the mounting bolts and nut.
7. Remove the canister protector (A) from the canister (B) after removing the installation 4 bolts.
8. Remove the canister close valve connector (A).
9. Remove the fuel tank air filter & canister close valve assembly (A) after rotating it in the direction of the arrow in the figure.
10. Release the lever (A), and then separate the canister close valve (B) from the fuel tank air filter (C) after rotating it in the direction of the arrow in the figure.

Note. Install the component with the specified torques. Note that internal damage may occur when the component is dropped. If the component has been dropped, inspect before installing.

1. Install in the reverse order of removal. Canister protector installation bolt: 3.9 ~ 5.9 N.m (0.4 ~ 0.6 kgf.m, 2.9 ~ 4.3 lb-ft) Canister assembly installation bolt/nut: 3.9 ~ 5.9 N.m (0.4 ~ 0.6 kgf.m, 2.9 ~ 4.3 lb-ft)

See also:
• NEUTRALIZING OF ECM
• REPLACEMENT
• BATTERY
• AIR CLEANER
• SMART KEY
• IMMOBILIZER SYSTEM - SANTA FE
• BASIC INSPECTION PROCEDURE
• GLOVE BOX HOUSING
• COOLANT
• RELEASE RESIDUAL PRESSURE IN FUEL LINE
• REAR SEAT ASSEMBLY
• DELIVERY PIPE
• CYLINDER HEAD COVER
• SPECIFICATION
• SPECIFICATION