Engine Control System - Turbo: Other Hyundai Veloster I

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 (M/T)

PIN DESCRIPTION - CONNECTOR (EGGM-A)

PIN DESCRIPTION - CONNECTOR (EGGM-K)

ECM Terminal Input/Output Signal (M/T)

PIN DESCRIPTION - CONNECTOR (EGGM-AG)

PIN DESCRIPTION - CONNECTOR (EGGM-K)

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ECM Terminal Function (A/T)

PIN DESCRIPTION - CONNECTOR (EGGA-A)

PIN DESCRIPTION - CONNECTOR (EGGA-K)

ECM Terminal Input/Output Signal (A/T)

PIN DESCRIPTION - CONNECTOR (EGGA-A)

PIN DESCRIPTION - CONNECTOR (EGGA-K)

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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. Specification : Refer to " «SPECIFICATION»(ref-609319-S38919434842014041600000) "

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»(ref-609319-S38919434842014041600000) "

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1. Turn the ignition switch OFF and disconnect the battery negative (-) cable.
2. Remove the resonator and the air intake hose. (Refer to " «AIR CLEANER»(ref-609292-S06516152692014041600000) ")
3. Disconnect the ETC module connector (A).
4. Remove the installation bolts, and then remove the ETC module (A) from the engine.

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.

Signal Waveform

The three waveforms below are taken from the #1 and #4 injectors. The top waveform is from the high side (feed side) of the #1 and #4 injectors, while the middle waveform is from the low side (ground side) of the #1 injector and the bottom waveform is from the low side of the #4 injector.

The middle waveform is the same as the top waveform because there is no ground for the circuit. With no current flowing in the circuit, the #1 injector is not energized and fuel does not flow.

The bottom waveform shows that ground is supplied and there is a voltage drop across the #4 injector. With current flowing in the circuit, the #4 injector is energized and fuel flows.

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