Engine Controls - Self-Diagnostics - M45: Other Infiniti M45 II

Two Trip Detection Logic

The Malfunction Indicator Lamp (MIL) on the instrument panel lights up when the same malfunction is detected in 2 consecutive trips (Two trip detection logic), or when the ECM enters fail-safe mode. When a malfunction is detected for the 1st time, 1st trip DTC and 1st trip Freeze Frame data are stored in the ECM memory. The MIL will not light up at this stage. If the same malfunction is detected again during the next drive, the DTC and Freeze Frame data are stored in the ECM memory, and the MIL lights up. The MIL lights up at the same time when the DTC is stored. The "Trip" in the "Two Trip Detection Logic" means a driving mode in which self-diagnosis is performed during vehicle operation. Specific on board diagnostic items will cause the ECM to light up or blink the MIL, and store DTC and Freeze Frame data, even in the 1st trip (Scheme 636)

Scheme 636

Emission-Related Diagnostic Information

For identification of DTCs that are System Readiness Tests (SRT) (Scheme 637)- (Scheme 640).

Scheme 637

Scheme 638

Scheme 639

Scheme 640

FREEZE-FRAME DATA

Note. 1st trip freeze-frame data values can only be displayed with Nissan's CONSULT, and are not displayed on generic scan tool.

ECM records operating conditions such as fuel system status, calculated load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed, vehicle speed and absolute pressure. Freeze-frame data is a "snapshot" of these operating conditions present when a fault is detected. When a fault is detected for the 1st time, ECM stores the 1st trip DTC, along with 1st trip freeze-frame data. Only one set of freeze-frame data can be stored in ECM (either 1st trip freeze-frame data or freeze-frame data). There is no priority for 1st trip freeze frame data. It is updated each time a different 1st trip DTC is stored. If a fault is detected for the second time, 1st trip freeze-frame data is replaced with freeze-frame data.

Freeze-frame data is updated in order of priority. See FREEZE FRAME PRIORITY IDENTIFICATION table. If a priority 1 fault (misfire or fuel injection system malfunction) is detected in another trip when priority 2 freeze-frame data is already stored in ECM, priority 2 freeze-frame data will be replaced by priority 1 freeze-frame data.

Note. Only one 1st trip DTC and one freeze-frame data "snapshot" can be stored in ECM. If using a generic scan tool, 1st trip DTC freeze-frame information may not be accessible. Use CONSULT-II to retrieve 1st trip DTC freeze-frame information.

FREEZE FRAME PRIORITY IDENTIFICATION

Work Flow

To ensure correct diagnosis and repair, testing should be done in the following order

1. Get detailed information about the conditions and the environment when the incident/symptom occurred using the diagnostic work sheet. see scheme 8
2. Before confirming the concern, check and write down, or print out using CONSULT-II or GST, the (1st trip) DTC and the (1st trip) freeze frame data, then erase the DTC and the data. See «RETRIEVING DIAGNOSTIC TROUBLE CODES»(ref-159509-S16072544242003121500000). The (1st trip) DTC and the (1st trip) freeze frame data can be used when duplicating the incident at steps 3 and 4. If the incident cannot be verified, see «INTERMITTENTS»(ref-151809-S41696183142003010800000) in TROUBLE SHOOTING - NO CODES article. Study the relationship between the cause, specified by (1st trip) DTC, and the symptom described by the customer. See «SYMPTOMS»(ref-151809-S08420560722003010800000) in TROUBLE SHOOTING - NO CODES article. Also check related service bulletins for information.
3. Try to confirm the symptom and under what conditions the incident occurs. The diagnostic work sheet and the freeze frame data are useful to verify the incident. Connect CONSULT-II to the vehicle in DATA MONITOR (AUTO TRIG) mode and check real time diagnosis results. If the incident cannot be verified, see «INTERMITTENTS»(ref-151809-S41696183142003010800000) in TROUBLE SHOOTING - NO CODES article. If the malfunction code is not detected, go to next step. If the malfunction code is detected, skip step No. 4 and perform step 5.
4. Try to detect the (1st trip) DTC by driving in or performing the appropriate DTC confirmation procedure. Check and read the (1st trip) DTC and (1st trip) freeze frame data by using CONSULT-II or GST. During the (1st trip) DTC verification, be sure to connect CONSULT-II to the vehicle in DATA MONITOR (AUTO TRIG) mode and check real time diagnosis results. If the incident cannot be verified, see «INTERMITTENTS»(ref-151809-S41696183142003010800000) in TROUBLE SHOOTING - NO CODES article. In case the DTC confirmation procedure is not available, perform the overall function check instead. The (1st trip) DTC cannot be displayed by this check, however, this simplified check is an effective alternative. The NG result of the overall function check is the same as the (1st trip) DTC detection.
5. Take the appropriate action based on the results of steps 1 - 4. If a DTC is indicated, proceed to appropriate trouble diagnosis for that DTC. If the normal code (P0000)is indicated, proceed to the «BASIC DIAGNOSTIC PROCEDURES»(ref-151802) article and perform basic diagnostic procedures. Then diagnose by symptom. See «SYMPTOMS»(ref-151809-S08420560722003010800000) in TROUBLE SHOOTING - NO CODES article.
6. Identify where to begin diagnosis based on the relationship study between symptom and possible causes. Inspect the system for mechanical binding, loose connectors or wiring damage using appropriate wiring diagrams. See ENGINE PERFORMANCE «ENGINE PERFORMANCE»(ref-158468-S14027383452003092900000) in SYSTEM WIRING DIAGRAMS article in ELECTRICAL. Gently shake the related connectors, components or wiring harness with CONSULT-II set in "DATA MONITOR (AUTO TRIG)" mode. Check the voltage of the related ECM terminals or monitor the output data from the related sensors with CONSULT-II. See «PIN VOLTAGE & PID VALUE CHARTS»(ref-151811-S37205397072003010800000) in PIN VOLTAGE/PID VALUE CHARTS article. The diagnostic procedure contains a description based on open circuit inspection. Inspect the circuit for a short. Repair or replace the malfunction parts. If malfunctioning part cannot be detected, see «INTERMITTENTS»(ref-151809-S41696183142003010800000) in TROUBLE SHOOTING - NO CODES article.
7. Once you have repaired the circuit or replaced a component, you need to run the engine in the same conditions and circumstances which resulted in the customer's initial complaint. Perform the DTC confirmation procedure of currently logged DTC and confirm the normal code DTC P0000 is detected. If the incident is still detected in the final check, go to step 6 and use a method different from the previous one. Before returning the vehicle to the customer, be sure to erase the unnecessary (already fixed 1st trip) DTC in ECM. See «CLEARING DIAGNOSTIC TROUBLE CODES»(ref-159509-S16089186672003121500000).

Using MIL

Malfunction Indicator Light (MIL) can be used for DTC retrieval and front Heated Oxygen Sensor (HO2S) monitoring. (Scheme 641) When ignition is turned on with engine off, MIL should illuminate. This is a bulb check. If MIL does not illuminate, repair MIL circuit. See appropriate INSTRUMENT PANELS article in ACCESSORIES & EQUIPMENT or, see DTC P0650: MIL (CIRCUIT) under DIAGNOSTIC TESTS. When engine is started, MIL should go off. If MIL remains on, ECM has detected a malfunction. If MIL is flashing when engine is running, ECM may be in diagnostic test mode II.

Scheme 641

Using CONSULT-II

1. If ignition is on, turn ignition off and wait at least 10 seconds. Turn ignition on. If DTC is A/T related, go to next step. If DTC is not A/T related, go to step 3 .
2. Turn CONSULT-II on and press A/T. Press SELF-DIAG RESULTS. Press ERASE. DTC in TCM is now cleared. Press BACK twice.
3. Press ENGINE. Press SELF-DIAG RESULTS. Press ERASE. DTC in ECM is now cleared.

Note. If the ignition switch stays "ON" after repair work, be sure to turn ignition switch "OFF" once. Wait at least 10 seconds and then turn it "ON" (engine stopped) again.

1. Enter diagnostic test mode II. See «ENTERING DIAGNOSTIC TEST MODE II (SELF-DIAGNOSTIC RESULTS MODE)»(ref-159509-S00959244132003121500000) .
2. Fully depress accelerator pedal and hold for more than 10 seconds. Fully release accelerator pedal. To confirm DTCs are cleared, ensure DTC P0000 is set.
3. The following data is cleared when the ECM memory is erased: Diagnostic trouble codes. 1st trip diagnostic trouble codes. Freeze frame data. 1st trip freeze frame data. System Readiness Test (SRT) codes. Test values.

FAIL-SAFE MODES

ECM enters a fail-safe mode if certain malfunctions are detected due to an open or short circuit. When ECM enters fail-safe mode, MIL illuminates. Refer to all diagnostic tests that apply for description and testing of circuit affected.

SRT Item

The SRT item table shows required self-diagnostic items to set the SRT to "CMPLT". (Scheme 642)

Scheme 642

SRT Set Timing

Note. SRT can be set as "CMPLT" together with the DTC(s). Therefore, DTC check must always be carried out prior to the state emission inspection even though the SRT indicates "CMPLT".

The SRT is set as "CMPLT" after self-diagnosis has been performed one or more times. Completion of SRT is done regardless of whether the result is OK or NG. The set timing is different between OK and NG results and is shown in the SRT set timing table. (Scheme 643)

When all SRT related self-diagnoses showed OK results in a single cycle (Ignition OFF-ON-OFF), the SRT will indicate "CMPLT". See Case 1 in (Scheme 643). When all SRT related self-diagnoses showed OK results through several different cycles, the SRT will indicate "CMPLT" at the time the respective self-diagnoses have at least one OK result. See Case 2 in (Scheme 643). If one or more SRT related self-diagnoses showed NG results in 2 consecutive cycles, the SRT will also indicate "CMPLT". See Case 3 in (Scheme 643).

The table in (Scheme 643) shows that the minimum number of cycles for setting SRT as "INCMP" is one for each self-diagnosis. See (Case 1 and 2), or 2 for one of self-diagnoses. See (Case 3). However, in preparation for the state emissions inspection, it is unnecessary for each self-diagnosis to be executed twice (Case 3) for the following reasons

1. The SRT will indicate "CMPLT" at the time the respective self-diagnoses have one OK result.
2. The emissions inspection requires "CMPLT" of the SRT only with OK self-diagnosis results.
3. When, during SRT driving pattern, 1st trip DTC (NG) is detected prior to "CMPLT" of SRT, the self-diagnosis memory must be erased from ECM after repair.
4. If the 1st trip DTC is erased, all the SRT will indicate "INCMP".

Scheme 643

SRT Service Procedure

If a vehicle has failed the state emissions inspection due to one or more SRT items indicating "INCMP" (Scheme 644)

Scheme 644

How To Display SRT Code

1. With CONSULT-II Select "SRT STATUS" in "DTC CONFIRMATION" mode with CONSULT-II. For items whose SRT codes are set, a "CMPLT" is displayed on the CONSULT-II screen. For items whose SRT codes are not set, "INCMP" is displayed. (Scheme 645) "INCMP" means the self-diagnosis is incomplete and SRT is not set. "CMPLT" means the self-diagnosis is complete and SRT is set. If any category is incomplete, go to «SETTING SRT CODES»(ref-159509-S00218755482003121500000).
2. Without CONSULT-II Select MODE 1 with scan tool, and observe SRT STATUS. An INCMP display for any SRT system indicates the self-diagnosis for that circuit is incomplete. SRT systems that have completed self-diagnosis will be indicated by CMPLT, indicating SRT is set. If any category is incomplete, go to «SETTING SRT CODES»(ref-159509-S00218755482003121500000).

Scheme 645

Setting SRT Codes

To set all SRT codes as complete, drive vehicle according to procedure shown in illustrations. (Scheme 646)and (Scheme 647). Perform driving procedure one or more times. If driving procedure is interrupted, repeat procedure. Operate vehicle with shift lever in "D" position and overdrive turned on.

Scheme 646

Scheme 647

Driving Patterns

Note. Driving patterns are also referred to as drive cycles.

For driving patterns and explanation of driving patterns (Scheme 648)- (Scheme 651).

Scheme 648

Scheme 649

Scheme 650

Scheme 651

Work Support Mode

This mode can be used for the following functions

1. FUEL PRESSURE RELEASE Use to release fuel pressure. Fuel pump will stop by touching START during engine idling. Crank a few times after engine stalls.
2. IDLE AIR VOL LEARN Use to perform idle air volume learning procedure. The idle air volume that keeps the engine within the specified range is memorized in ECM.
3. SELF-LEARNING CONT Use to clear the coefficient of self-learning control value. Air/fuel mixture ratio returns to the original coefficient.
4. EVAP SYSTEM CLOSE Use when testing EVAP system for leaks. This will open vacuum cut valve by-pass valve and close EVAP canister vent control valve in order to seal EVAP system under the following conditions: Ignition switch on. Engine not running. Ambient temperature is above 32°F (0°C). No vacuum and no high pressure in EVAP system. Fuel tank temperature is more than 32°F (0°C). Within 10 minutes after starting EVAP SYSTEM CLOSE. When trying to execute EVAP SYSTEM CLOSE when above conditions are not met, CONSULT-II will discontinue it and display appropriate instruction.
5. TARGET IDLE RPM ADJ Use when setting target idle speed. This function is usually unnecessary.
6. TARGET IGNITION TIMING ADJ Use when adjusting target ignition timing. After adjustment, verify target ignition timing with a timing light.

Self-Diagnostic Results Mode

For DTC and 1st trip DTC descriptions, see DIAGNOSTIC TROUBLE CODE DEFINITIONS . Freeze frame data and 1st trip freeze frame data show a snapshot of the following items at the moment a malfunction is detected.

1. FUEL SYS-B1 Or FUEL SYS-B2 Fuel injection system status for bank 1 or bank 2. One of the following modes is displayed: MODE 2: Open loop due to detected system malfunction. MODE 3: Open loop due to driving conditions (power enrichment, deceleration enrichment). MODE 4: Closed loop - using oxygen sensor(s) as feedback for fuel control. MODE 5: Open loop - has not yet satisfied condition to go into closed loop.
2. CAL/LD VALUE [%] Calculated load value.
3. COOLANT TEMP [°C] Or [°F] Engine coolant temperature.
4. S-FUEL TRIM-B1 Or S-FUEL TRIM-B2 [%] Short-term fuel trim (indicates dynamic or instantaneous feedback compensation to base fuel schedule) for bank 1 or bank 2.
5. L-FUEL TRIM-B1 Or L-FUEL TRIM-B2 [%] Long-term fuel trim (indicates much more gradual feedback compensation to the base fuel schedule than short-term fuel trim).
6. ENGINE SPEED [RPM] Engine speed.
7. VHCL SPEED [Km/h] or [MPH] Vehicle speed.
8. B/FUEL SCHDL [Msec] Base fuel schedule.
9. INT/A TEMP SE [°C] or [°F] Intake air temperature.

Data Monitor Mode

For DATA MONITOR mode descriptions, see DATA MONITOR MODE DESCRIPTIONS table.

DATA MONITOR MODE DESCRIPTIONS

Data Monitor (SPEC) Mode

Note. Any monitored item that does not match the vehicle being diagnosed is deleted from the display automatically.

For DATA MONITOR (SPEC) mode descriptions, see DATA MONITOR (SPEC) MODE DESCRIPTIONS table.

DATA MONITOR (SPEC) MODE DESCRIPTIONS

CONSULT-II Reference Value In Data Monitor Mode

Specification data are reference values. Specification data are output/input reference values which are detected or supplied by the ECM at the connector. Specification data may not be directly related to their components signals/values/operations. The following is an example: Adjust ignition timing with a timing light before monitoring IGN TIMING, because the monitor may show the specification data in spite of the ignition timing not being adjusted to the specification data. This IGN TIMING monitors the data calculated by the ECM according to the signals input from the camshaft position sensor and other ignition timing related sensors. For data monitor reference value tables (Scheme 652)- (Scheme 654).

Scheme 652

Scheme 653

Scheme 654

Major Sensor Reference Graph In Data Monitor Mode

The following are the major sensor reference graphs in "DATA MONITOR" mode

Scheme 655

Scheme 656

1. CLSD THL POS, ACCEL SEN 1, THRTL SEN 1 The following illustration shows the data for "CLSD THL POS", "ACCEL SEN 1" and "THRTL SEN 1" when depressing the accelerator pedal with the ignition switch "ON" and with selector lever in "D" position. (Scheme 655) The signal of "ACCEL SEN 1" and "THRTL SEN 1" should rise gradually without any intermittent drop or rise after "CLSD THL POS" is changed from "ON" to "OFF".
2. ENG SPEED, MAS A/F SE-B1, THRTL POS SEN, HO2S2 (B1), HO2S1 (B1), INJ PULSE-B1 The following illustration shows the data for "ENG SPEED", "MAS A/F SE-B1", "THRTL POS SEN", "HO2S2 (B1)", "HO2S1 (B1)" and "INJ PULSE-B1" when revving engine quickly up to 4,800 RPM under no load after warming up engine sufficiently. (Scheme 656) Each value is for reference, the exact value may vary.

Mode 2: Freeze Frame Data

This mode gains access to emission-related data value information stored by ECM during the freeze frame portion of self-diagnostic mode during engine operation.

Mode 4: Clearing Codes

This mode can clear all emission related diagnostic information for DTCs. These include

1. Clear number of DTCs (MODE 1).
2. Clear DTCs (MODE 3).
3. Clear DTC for freeze-frame data (MODE 1).
4. Clear freeze-frame data (MODE 2).
5. Reset status of system monitoring test (MODE 1).
6. Clear on-board monitoring results (MODE 6 and 7).

Mode 6: On-Board Tests

This mode accesses the results of on-board diagnostic monitoring tests of specific components and systems that are not continuously monitored.

Mode 7: On-Board Tests

This mode enables the off-board test drive to obtain test results for emission-related powertrain components and systems that are continuously monitored during normal driving conditions.

Learning Procedure

1. Ensure that accelerator pedal is fully released.
2. Turn ignition switch "ON" and wait at least 2 seconds.
3. Turn ignition switch "OFF" wait at least 10 seconds.
4. Turn ignition switch "ON" and wait at least 2 seconds.
5. Turn ignition switch "OFF" wait at least 10 seconds.

Turn ignition on. Turn ignition off and wait at least 10 seconds. Ensure that throttle valve moves during 10-second period by listening for operating sound.

INFINITI VEHICLE IMMOBILIZER SYSTEM

Infiniti Vehicle Immobilizer System (IVIS) must be initialized after Engine Control Module (ECM) has been replaced. See appropriate IMMOBILIZER SYSTEMS article in ACCESSORIES & EQUIPMENT.

Preparation

Before performing idle air volume learning procedure, ensure that all of the following conditions are satisfied. Learning will be cancelled if any of the following conditions are missed for even a moment

1. Battery voltage: more than 12.9 volts at idle.
2. Engine coolant temperature: 158-210°F (70-99°C).
3. Transmission: Park or Neutral.
4. A/C, headlights and rear window defogger: off.
5. Headlight switch: 1st position (only on vehicles with daytime running lights).
6. Steering wheel: straight-ahead position.
7. Vehicle speed: stopped.
8. Transmission: warmed up. If using CONSULT-II on A/T-equipped vehicle, confirm FLUID TEMP SE in DATA MONITOR mode of A/T system indicates less than .9 volt. If not using CONSULT-II, drive vehicle for 10 minutes to warm up transmission.

Learning Procdure With CONSULT-II

1. Perform «ACCELERATOR PEDAL RELEASED POSITION LEARNING»(ref-159509-S26193429132004010500000) .
2. Perform «THROTTLE VALVE CLOSED POSITION LEARNING»(ref-159509-S02430540672003121500000) . Start engine and warm to normal operating temperature.
3. Ensure all conditions under «PREPARATION»(ref-159509-S26048108202003121500000) are met. Select IDLE AIR VOL LEARN in WORK SUPPORT mode with CONSULT-II. Press START and wait 20 seconds.
4. Ensure CMPLT is displayed. Quickly increase engine speed 2 or 3 times. Ensure idle speed is 600-700 RPM and ignition timing is 7-17 degrees BTDC.
5. If INCMP is displayed, proceed as follows: Ensure throttle valve is fully closed. Check PCV valve operation. Ensure no vacuum leaks exist. If problem is found, repair as necessary. If problem is not found, it may be helpful to perform «TROUBLE DIAGNOSIS (SPECIFICATION VALUE)»(ref-159509-S36193840582003123000000) under SCAN TOOL USAGE or see «TROUBLE SHOOTING - NO CODES»(ref-151809) article. If engine stalls or idle speed fluctuates, repair cause of condition and repeat procedure.

Learning Procdure Without CONSULT-II

1. Perform «ACCELERATOR PEDAL RELEASED POSITION LEARNING»(ref-159509-S26193429132004010500000) .
2. Perform «THROTTLE VALVE CLOSED POSITION LEARNING»(ref-159509-S02430540672003121500000) . Start engine and warm to normal operating temperature.
3. Ensure all conditions under «PREPARATION»(ref-159509-S26048108202003121500000) are met. Turn ignition off and wait at least 10 seconds. Ensure accelerator pedal is fully released.
4. Turn ignition on and wait 3 seconds. Fully depress and fully release accelerator pedal quickly 5 times within 5 seconds.
5. Wait 7 seconds, then fully depress accelerator pedal and hold until MIL goes off (it will take about 20 seconds).
6. Fully release accelerator pedal within 3 seconds after MIL goes off. Start engine and let it idle. Wait 20 seconds. Rev up the engine 2 or 3 times.
7. Ensure idle speed is 600-700 RPM and ignition timing is 7-17 degrees BTDC with transmission in Park or Neutral. If idle speed and ignition timing are not as specified, result will be incomplete. Go to next step.
8. Proceed as follows: Ensure throttle valve is fully closed. Check PCV valve operation. Ensure no vacuum leaks exist. If problem is found, repair as necessary. If problem is not found, it may be helpful to perform «TROUBLE DIAGNOSIS (SPECIFICATION VALUE)»(ref-159509-S36193840582003123000000) under SCAN TOOL USAGE or see «TROUBLE SHOOTING - NO CODES»(ref-151809) article. If engine stalls or idle speed fluctuates, repair cause of condition and repeat procedure.

DRIVE CYCLES

Note. For drive cycle information, see SYSTEM READINESS TEST under SELF-DIAGNOSTIC SYSTEM.

SUMMARY

If no diagnostic trouble code is present but driveability problem still exists, proceed to TROUBLE SHOOTING - NO CODES article for symptom diagnostic or intermittent diagnosis procedures.

For CONSULT-II reference value in data monitor mode (Scheme 657)

Scheme 657

For CONSULT-II reference value in data monitor mode (Scheme 658)

Scheme 658

For CONSULT-II reference value in data monitor mode (Scheme 659)

Scheme 659

For CONSULT-II reference value in data monitor mode (Scheme 660)

Scheme 660

Overall Function Check Procedure For Malfunction "B"

For overall function check procedure for malfunction "B" (Scheme 661)

Scheme 661

For CONSULT-II reference value in data monitor mode (Scheme 662)

Scheme 662

For CONSULT-II reference value in data monitor mode (Scheme 663)

Scheme 663

For CONSULT-II reference value in data monitor mode (Scheme 664)

Scheme 664

For CONSULT-II reference value in data monitor mode (Scheme 665)

Scheme 665

Overall Function Check

For overall function check (Scheme 666)

Scheme 666

For CONSULT-II reference value in data monitor mode (Scheme 667)

Scheme 667

For overall function check (Scheme 668)

Scheme 668

For CONSULT-II reference value in data monitor mode (Scheme 669)

Scheme 669

For CONSULT-II reference value in data monitor mode (Scheme 670)

Scheme 670

For overall function check (Scheme 671)

Scheme 671

Possible Causes

Malfunction is detected when mixture ratio compensation amount is too large (mixture is too lean). Possible causes are

1. Intake air leaks.
2. Defective front HO2S.
3. Defective injectors.
4. Exhaust leaks.
5. Fuel pressure incorrect.
6. Lack of fuel.
7. Defective Mass Airflow (MAF) sensor.
8. Incorrect PCV hose connection.

For CONSULT-II reference value in data monitor mode (Scheme 672)

Scheme 672

Malfunction is detected when one cylinder misfires or multiple cylinders misfire. Possible causes are

1. Improper spark plug.
2. Insufficient compression.
3. Incorrect fuel pressure.
4. Injector circuit is open or shorted.
5. Defective fuel injectors.
6. Intake air leak.
7. Ignition secondary circuit is open or shorted.
8. Lack of fuel.
9. Defective drive plate or flywheel.
10. Defective front HO2S.
11. Incorrect PCV hose connection.

For CONSULT-II reference value in data monitor mode (Scheme 673)

Scheme 673

For overall function check (Scheme 674)

Scheme 674

For CONSULT-II reference value in data monitor mode (Scheme 675)

Scheme 675

For overall function check (Scheme 676)

Scheme 676

For overall function check (Scheme 677)

Scheme 677

For overall function check (Scheme 678)

Scheme 678

For overall function check (Scheme 679)

Scheme 679

For overall function check (Scheme 680)

Scheme 680

For overall function check (Scheme 681)

Scheme 681

For overall function check (Scheme 682)

Scheme 682

Main 12 Causes Of Overheating

For the main 12 causes of overheating (Scheme 683)

Scheme 683

For overall function check (Scheme 684)

Scheme 684

For overall function check (Scheme 685)

Scheme 685

Malfunction is detected when ECM receives an improper voltage signal from vacuum cut valve by-pass valve. Possible causes are

1. Vacuum cut valve by-pass valve circuit open or shorted.
2. Defective vacuum cut valve by-pass valve.

Malfunction is detected when vacuum cut valve by-pass valve does not operate properly. Possible causes are

1. Defective vacuum cut valve by-pass valve.
2. Defective vacuum cut valve.
3. Blockage in by-pass hoses.
4. Fault in EVAP Control System Pressure Sensor (EVAP-CSPS) or circuit.
5. Defective EVAP Canister Vent Control Valve (EVAP-CVCV).
6. Blockage in hose between fuel tank and vacuum cut valve.
7. Blockage in hose between EVAP canister and vacuum cut valve.
8. Defective EVAP canister.
9. Blockage in fuel tank purge port.

Malfunction is detected when PNP switch signal does not change between starting and driving. Possible causes are

1. PNP switch circuit open or shorted.
2. Defective PNP switch.

Malfunction is detected when ECM detects difference between 2 vehicle speed sensor signals is out of specified range. Possible causes are

1. Revolution sensor circuit open or shorted.
2. Wheel sensor circuit open or shorted.
3. Defective TCM.
4. Defective VDC/TCS/ABS control unit.
5. Defective instrument cluster.

Malfunction is detected when brake switch signal is not sent to ECM for an extremely long time while vehicle is driving. Possible causes are

1. Stop lamp switch circuit open or shorted.
2. Defective stop lamp switch.

Malfunction is detected when

1. ECM cannot communicate to other control units.
2. ECM cannot communicate for more than the specified time.

Possible cause is CAN communication line is open or shorted.