Engine Controls - Self-Diagnostics - Q45: Other Infiniti Q45 III

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 first time, ECM stores the first trip DTC, along with first trip freeze-frame data. Only one set of freeze-frame data can be stored in ECM (either first trip freeze-frame data or freeze-frame data). There is no priority for first trip freeze frame data. It is updated each time a different first trip DTC is stored. If a fault is detected for the second time, first 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

Using MIL

Malfunction Indicator Light (MIL) can be used for DTC retrieval and front Heated Oxygen Sensor (HO2S) monitoring. (Scheme 78) 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 78

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.

1. Enter diagnostic test mode II. See «ENTERING DIAGNOSTIC TEST MODE II (SELF-DIAGNOSTIC RESULTS MODE)»(ref-151807-S40803245402003010800000) under RETRIEVING DIAGNOSTIC TROUBLE CODES.
2. Fully depress accelerator pedal and hold for more than 10 seconds. Fully release accelerator pedal. To confirm DTCs are cleared, ensure DTC 0000 is set.

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.

ECM (DTCs Not Accessible)

Maximum engine speed is 3000 RPM. Fuel injection operates in simultaneous mode. Ignition timing is fixed. Fuel pump relay remains on when engine is running and off when engine stalls. Cooling fan control solenoid valve is off (cooling fan operates at maximum speed when engine is running). If ECM fail-safe mode is confirmed, replace ECM.

Checking SRT Code Status

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 .

Setting SRT Codes

To set all SRT codes as complete, drive vehicle according to procedure shown in illustration. (Scheme 79) 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 79

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.
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. NOTE: When starting engine, CONSULT-II may display BATTERY VOLTAGE IS LOW. Charge battery, even if using charged battery.
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

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

DATA MONITOR (SPEC) MODE DESCRIPTIONS

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

Ensure that accelerator pedal is fully released. Turn ignition on and wait at least 2 seconds. Turn ignition off and wait at least 10 seconds. Turn ignition on and wait at least 2 seconds. Turn ignition off and wait at least 10 seconds.

Turn ignition on. Turn ignition off and wait at least 10 seconds. Make sure 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.

IDLE AIR VOLUME LEARNING

Note. Idle air volume learning must be performed after idle speed or ignition timing is adjusted, or after electric throttle control actuator or ECM is replaced.

Pre-Conditioning

Before proceeding, ensure the following conditions are met

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, 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. Or, drive vehicle for 10 minutes to warm up transmission.

With CONSULT-II

1. Perform «THROTTLE VALVE CLOSED POSITION LEARNING»(ref-151807-S22752529262003010800000) procedure. Start engine and warm to normal operating temperature.
2. Ensure all conditions under «PRE-CONDITIONING»(ref-151807-S40646729792003010800000) are met. Select IDLE AIR VOL LEARN in WORK SUPPORT mode with CONSULT-II. Press START and wait 20 seconds.
3. Ensure CMPLT is displayed. Quickly increase engine speed 2 or 3 times. Ensure idle speed is 600-700 RPM and ignition timing is 12-22° BTDC.
4. 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. See TROUBLE SHOOTING - NO CODES article. If engine stalls or idle speed fluctuates, repair cause of condition and repeat procedure.

Without CONSULT-II

1. Perform «THROTTLE VALVE CLOSED POSITION LEARNING»(ref-151807-S22752529262003010800000) procedure. Start engine and warm to normal operating temperature.
2. Ensure all conditions under «PRE-CONDITIONING»(ref-151807-S40646729792003010800000) are met. Turn ignition off and wait at least 10 seconds. Ensure accelerator pedal is fully released.
3. Turn ignition on and wait 3 seconds. Fully depress and fully release accelerator pedal quickly 5 times within 5 seconds.
4. Wait 7 seconds, then fully depress accelerator pedal and hold until MIL goes off (it will take about 20 seconds).
5. Fully release accelerator pedal within 3 seconds after MIL goes off. Start engine and let it idle. Wait 20 seconds. Quickly depress and release accelerator pedal 2 or 3 times.
6. Ensure idle speed is 600-700 RPM and ignition timing is 12-22° 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.
7. 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. See TROUBLE SHOOTING - NO CODES article. If engine stalls or idle speed fluctuates, repair cause of condition and repeat procedure.

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.

Possible Causes

Malfunction is detected when

1. The alignment of the intake valve timing control has been mis-registered.
2. There is a gap between angle of target and phase-control angle degree.

When malfunction "A" or "B" is detected, the ECM enters fail-safe mode. MIL will illuminate, and ECM will not energize IVT control solenoid valve, and system will not function.

Possible causes are

1. IVT control position sensor circuit open or shorted.
2. Defective IVT control position sensor.
3. Defective crankshaft position sensor (POS).
4. Defective camshaft position sensor (PHASE).
5. Accumulation of debris to signal pickup area of camshaft.

Note. Perform the following DTC confirmation tests in order. If a DTC confirmation test has been previously performed, turn ignition off and wait at least 10 seconds before performing next DTC confirmation test.

Malfunction is detected when front HO2S heater circuit current is out of normal range (an improper voltage drop signal is detected by ECM). Possible causes are

1. HO2S heater circuit open or shorted.
2. Defective HO2S heater.

Malfunction is detected when rear HO2S heater circuit current is out of normal range (an improper voltage drop signal is detected by ECM). Possible causes are

1. HO2S heater circuit open or shorted.
2. Defective HO2S2 heater.

Malfunction is detected when

1. A high voltage from the sensor is sent to ECM under light load driving condition.
2. A low voltage from the sensor is sent to ECM under heavy load driving condition.

Possible causes for malfunction "A" are

1. MAF sensor circuit open or shorted.
2. Defective MAF sensor.

Possible causes for malfunction "B" are

1. MAF sensor circuit open or shorted.
2. Intake air leaks.
3. Defective MAF sensor.

Malfunction is detected when

1. An excessively high voltage from the sensor is sent to ECM when engine is not running (P0103).
2. An excessively low voltage from the sensor is sent to ECM when engine is running (P0102).
3. A high voltage from the sensor is sent to ECM under light load driving condition.
4. A low voltage from the sensor is sent to ECM under heavy load driving condition.
5. A voltage from the sensor is constantly about one volt when engine is running (P1102).

Note. When malfunction "B" is detected, ECM enters fail-safe mode. MIL will be illuminated and engine speed will not rise more than 2400 RPM due to fuel cut.

Possible causes for malfunction "A" or "C" are

1. MAF sensor circuit open or shorted.
2. Defective MAF sensor.

Possible causes for malfunction "B", "D" or "E" are

1. MAF sensor circuit open or shorted.
2. Intake air leaks.
3. Defective MAF sensor.

Malfunction is detected when

1. An excessively low or high voltage from the sensor is sent to ECM.
2. Rationally incorrect voltage from the sensor is sent to ECM, compared with the voltage signal from engine coolant temperature sensor.

Possible causes are

1. IAT sensor circuit open or shorted.
2. Defective IAT sensor.

Malfunction is detected when

1. An excessively low or high voltage from the TP sensor No. 1 is sent to ECM (P0222 or P0223).
2. An excessively low or high voltage from the TP sensor No. 2 is sent to ECM (P0122 or P0123).
3. A difference between signals from sensor No. 1 and sensor No. 2 is out of the specified range (P2135).

Possible causes for malfunction "A", "B" and "C"

1. Open or short in TP sensor No. 1 or 2 signal circuit.
2. Defective electronic throttle control actuator (TP sensor No. 1 or No. 2.

ECM enters fail-safe mode if malfunction "A", "B" or "C" is detected. ECM controls the electric throttle control actuator in regulating the throttle opening in order for the idle position to be within +10 degrees. ECM regulates an opening speed about 5 seconds to an opening of 10 degrees. Acceleration will be poor.

Malfunction is detected when rationally incorrect voltage from sensor is sent to ECM, compared with the voltage signal from engine coolant temperature sensor. Possible causes are

1. IAT sensor circuit open or shorted.
2. Defective IAT sensor.

Malfunction is detected when the engine coolant temperature does not reach specified temperature even though the engine has run long enough. Possible causes are

1. Defective thermostat.
2. Leakage from sealing portion of thermostat.
3. Defective engine coolant temperature sensor.

Malfunction is detected when HO2S voltage is too high. Possible causes are

1. HO2S circuit open or shorted.
2. Defective HO2S.

Malfunction is detected when HO2S response time is too long. Possible causes are

1. HO2S circuit open or shorted.
2. Defective HO2S.
3. Defective HO2S heater.
4. Fuel pressure incorrect.
5. Defective injectors.
6. Intake air leaks.
7. Exhaust leaks.
8. Defective PCV valve.
9. Defective Mass Airflow (MAF) sensor.

Note. Before proceeding, ensure ambient temperature is more than 14°F (-10°C) and battery voltage is more than 11 volts at idle.

Malfunction is detected when the voltage from the sensor is constantly about .3 volt. Possible causes are

1. Front HO2S signal circuit open or shorted.
2. Defective front HO2S.

Note. Before proceeding, ensure battery voltage is more than 11 volts at idle.

Malfunction is detected when the maximum voltage from the sensor is not high enough. Possible causes are

1. HO2S circuit open or shorted.
2. Defective HO2S2.

Malfunction is detected when it takes more time for the sensor to respond between rich and lean than the specified time. Possible causes are

1. HO2S circuit open or shorted.
2. Defective HO2S2.
3. Fuel pressure incorrect.
4. Defective injectors.
5. Intake air leaks.

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.

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

1. Defective front HO2S.
2. Defective injectors.
3. Exhaust leaks.
4. Fuel pressure incorrect.
5. Defective Mass Airflow (MAF) sensor.

Malfunction is detected when ECM receives an excessively low or high voltage from FTT sensor, or when voltage received is rationally incorrect compared to ECT sensor and IAT sensor. Possible causes are

1. FTT sensor circuit open or shorted.
2. Defective FTT sensor.

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.

Malfunction is detected when ECM receives an excessively low or high voltage from knock sensor. Possible causes are

1. Knock sensor circuit open or shorted.
2. Defective knock sensor.

Malfunction is detected when

1. CKP sensor (POS) signal is not detected by ECM during engine cranking.
2. Proper pulse signal from CKP sensor (POS) is not sent to ECM when engine is running.
3. CKP sensor (POS) signal is not in the normal pattern during engine running.

Possible causes are

1. CKP sensor (POS) circuit open or shorted.
2. Defective CKP sensor (POS).

Malfunction is detected when

1. Cylinder No. signal is not sent to ECM for the first few seconds during engine cranking.
2. Cylinder No. signal is not sent to ECM during engine running.
3. Cylinder No. signal is not in the normal pattern during engine running.

Possible causes are

1. CMP sensor (PHASE) circuit is open or shorted.
2. Defective CMP sensor (PHASE).
3. Defective starter motor.
4. Faulty starting system circuit.
5. Dead (weak) battery.

Malfunction is detected when 3-way catalyst does not have enough oxygen storage capacity or 3-way catalyst is not operating properly. Possible causes are

1. Defective 3-way catalyst (exhaust manifold).
2. Exhaust leak.
3. Intake air leaks.
4. Defective injectors.
5. Defective spark plugs.
6. Incorrect ignition timing.

Malfunction is detected when EVAP control system has a leak between intake manifold and EVAP control system pressure sensor. Possible causes are

1. EVAP canister purge volume control solenoid valve stuck closed.
2. Defective EVAP control system pressure sensor and/or circuit.
3. Loose, disconnected or improper connection of vacuum hose.
4. Blocked vacuum hose.
5. Cracked EVAP canister.
6. Defective EVAP canister purge volume control solenoid valve circuit.
7. Defective accelerator pedal position sensor.
8. Blocked purge port.
9. Defective EVAP canister vent control valve.

Malfunction is detected when an excessively low (P0444) or high (P0445) voltage signal is sent to ECM through the valve. Possible causes are

1. Solenoid valve circuit is open or shorted.
2. Defective EVAP canister purge volume control solenoid valve.

Malfunction is detected when improper voltage is sent to ECM through EVAP-CVCV. Possible causes are

1. EVAP-CVCV circuit open or shorted.
2. Defective EVAP-CVCV.

Malfunction is detected when an excessively low voltage from the sensor is sent to ECM. Possible causes are

1. Sensor circuit is open or shorted.
2. Defective EVAP control system pressure sensor.

Malfunction is detected when an excessively high voltage from the sensor is sent to ECM. Possible causes are

1. Sensor circuit is open or shorted.
2. Defective EVAP control system pressure sensor.
3. Defective EVAP canister vent control valve.
4. Defective EVAP canister.
5. Defective water separator.
6. Defective vacuum hose from EVAP canister vent control valve to water separator.

Malfunction is detected when EVAP system has a very small leak or EVAP system does not operate properly. Possible causes are

1. Incorrect fuel tank vacuum relief valve.
2. Incorrect fuel filler cap used.
3. Fuel filler cap remains open or fails to close.
4. Foreign matter caught in fuel filler cap.
5. Leak in line between intake manifold and EVAP canister purge volume control solenoid valve.
6. Foreign matter caught in EVAP canister vent control valve.
7. EVAP canister or fuel tank leaks.
8. EVAP purge line (pipe and vacuum hose) leaks.
9. EVAP purge line vacuum hose.
10. Blocked or bent vacuum hose to EVAP control system pressure sensor.
11. Loose or disconnected vacuum hose.
12. Defective EVAP canister vent control valve and/or circuit.
13. Defective EVAP canister purge volume control solenoid valve and/or circuit.
14. Defective fuel tank temperature sensor.
15. EVAP canister vent control valve "O" ring is missing or damaged.
16. Defective water separator.
17. EVAP canister is saturated with water.
18. Defective EVAP control system pressure sensor.
19. Defective refueling control valve.
20. ORVR system leaks.
21. Defective fuel level sensor and/or circuit.
22. Foreign matter caught in EVAP canister purge volume control solenoid valve.

Malfunction is detected when ECM receives a varied signal from fuel level sensor while vehicle is parked. Possible causes are

1. Fuel level sensor circuit open or shorted.
2. Defective fuel level sensor.

Malfunction is detected when the output signal of the fuel level sensor does not change within the specified range even though the vehicle has been driven a long distance. Possible causes are

1. Fuel level sensor circuit open or shorted.
2. Defective fuel level sensor.

Malfunction is detected when ECM receives an excessively low or high voltage from fuel level sensor. Possible causes are

1. Fuel level sensor circuit open or shorted.
2. Defective fuel level sensor.

Malfunction is detected when zero MPH signal is sent to ECM while vehicle is moving. Possible causes are

1. CAN communication line open or shorted.
2. Defective VDC/TCS/ABS control unit.
3. Defective wheel sensors.
4. Defective instrument cluster.
5. Vehicle speed sensor circuit is open or shorted.

Malfunction is detected when idle speed is not in specified range. Possible causes are

1. Defective electric throttle control actuator.
2. Intake air leak.

Note. If target idle speed is not 600-700 RPM, perform IDLE AIR VOLUME LEARNING procedure before proceeding. See PROGRAMMING .

Note. Before proceeding, ensure battery voltage is more than 11 volts at idle and ambient temperature is more than 14°F (-10°C).

Malfunction is detected when the idle speed is more than the target idle speed by 200 RPM or more. Possible causes are

1. Defective electric throttle control actuator.
2. Intake air leak.
3. Defective PCV system.

Malfunction is detected when an excessively low or high voltage from the power steering pressure sensor is sent to ECM. Possible causes are

1. PSP sensor circuit open or shorted.
2. Defective PSP sensor.

Malfunction is detected when

1. ECM calculation function is malfunctioning.
2. ECM EEPROM system is malfunctioning.
3. ECM self shut-off system is malfunctioning.

Only possible cause is a faulty ECM. When malfunction "A" is detected, ECM will enter fail-safe mode. ECM stops electric throttle control actuation, and throttle valve is fixed at about 5 degrees. When accelerator pedal reaches a throttle opening of 30 degrees or more, throttle valve opens to a maximum of 20 degrees using accelerator cable.

Malfunction is detected when

1. An excessively high voltage is sent to ECM through the MIL circuit under the condition that calls for MIL to light up.
2. An excessively low voltage is sent to ECM through the MIL circuit under the condition that calls for MIL not to light up.

Possible causes are

1. MIL circuit open or shorted.
2. Defective instrument cluster (MIL LED).

ECM enters fail-safe mode when both DTC P0650 and another DTC, which calls for MIL to light up, are detected at the same time. When in fail-safe mode, engine speed will not rise more than 2500 RPM due to fuel cut.

Malfunction is detected when ECM back-up RAM system does not function properly. Possible causes are

1. ECM power supply (back-up) circuit is open or shorted.
2. Defective ECM.

Malfunction is detected when an improper voltage is sent to the ECM through IVT control solenoid valve. Possible causes are

1. IVT control solenoid valve circuit open or shorted.
2. Defective IVT control solenoid valve.

Malfunction is detected when an excessively high or low voltage from the radiator coolant temperature sensor is sent to ECM. ECM will enter fail-safe mode. ECM controls on assumption that the radiator coolant temperature is 207°F (97°C).

Possible causes are

1. Radiator coolant temperature sensor circuit open or shorted.
2. Defective radiator coolant temperature sensor.

Malfunction is detected when

1. Electric throttle control actuator does not function properly due to the return spring malfunction.
2. Throttle valve opening angle in fail-safe mode is not in specified range.
3. ECM detect the throttle valve is stuck open.

ECM enters fail-safe mode when malfunction is detected. When malfunction "A" is detected, ECM controls electric throttle actuator by regulating throttle opening around idle position. The engine speed will not rise more than 2000 RPM.

When malfunction "B" is detected, ECM controls electric throttle control actuator by regulating throttle opening to 20 degrees or less.

When malfunction "C" is detected, the following occurs: while vehicle is driving, it slows down gradually by fuel cut. After vehicle stops, engine stalls. The engine can restart in Park or Neutral, and engine speed will not exceed 1000 RPM.

Note. Perform the following DTC confirmation tests in order. If a DTC confirmation test has been previously performed, turn ignition off and wait at least 10 seconds before performing next DTC confirmation test.

Malfunction is detected when

1. Electric throttle control feedback function does not operate properly. When malfunction "A" is detected, ECM enters fail-safe mode and MIL lights up.
2. An excessively high current flows through throttle control motor to ECM.

When in fail-safe mode, ECM stops electric throttle control actuator control, and throttle valve is maintained at a fixed opening (about 5 degrees) by the return spring. When the accelerator pedal depressed value reaches a throttle opening of 30 degrees or more, the throttle valve opens to a maximum of 20 degrees by the accelerator wire.

Possible causes are

1. Throttle control motor circuit open or shorted.
2. Defective electric throttle control actuator.

Malfunction is detected when

1. ECM detects throttle control motor relay is stuck on.
2. ECM detects a voltage of power source for throttle control motor relay is excessively low.

When malfunction "A" is detected, ECM enters fail-safe mode. When in fail-safe mode, ECM stops electric throttle control actuator control, and throttle valve is maintained at a fixed opening (about 5 degrees) by the return spring.

Possible causes are

1. Throttle control motor relay circuit is open or shorted.
2. Defective throttle control motor relay.

Malfunction is detected when ECM detects short in both circuits between ECM and throttle control motor. When the malfunction is detected, the ECM enters fail-safe mode and the MIL lights up. ECM stops the electric throttle control actuator control and throttle valve is maintained at a fixed opening (about 5 degrees) by the return spring. Possible causes are

1. Throttle control motor circuit is shorted.
2. Defective electric throttle control actuator (throttle control motor).

Malfunction is detected when an excessively high or low voltage from the sensor is sent to ECM. Possible causes are

1. IVT control position sensor circuit open or shorted.
2. Defective IVT control position sensor.
3. Defective crankshaft position sensor (POS).
4. Defective camshaft position sensor (PHASE).
5. Accumulation of debris on signal pick-up portion of camshaft.

Malfunction is detected when the maximum and minimum voltage from the sensor are not reached to the specified voltages. Possible causes are

1. Defective HO2S.
2. Defective HO2S heater.
3. Fuel pressure incorrect.
4. Defective injectors.
5. Intake air leaks.

Note. Before proceeding, ensure ambient temperature is more than 14°F (-10°C) and battery voltage is more than 11 volts at idle.

Malfunction is detected when the maximum and minimum voltage from the sensor are beyond the specified voltages. Possible Causes are

1. Defective HO2S.
2. Defective HO2S heater.
3. Fuel pressure incorrect.
4. Defective injectors.

Note. Before proceeding, ensure ambient temperature is more than 14°F (-10°C) and battery voltage is more than 11 volts at idle.

Malfunction is detected when the minimum voltage from the sensor is not reached to the specified voltage. Possible causes are

1. Sensor circuit is open or shorted.
2. Defective HO2S2.
3. Incorrect fuel pressure.
4. Defective injectors.

Malfunction is detected when the maximum voltage from the sensor is not reached to the specified voltage. Possible causes are

1. Sensor circuit is open or shorted.
2. Defective HO2S2.
3. Incorrect fuel pressure.
4. Defective injectors.
5. Intake air leaks.

Malfunction is detected when either left or right bank does not operate in closed loop. Possible causes are

1. Front HO2S circuit open or shorted.
2. Defective front HO2S.
3. Defective front HO2S heater.

Note. DTC P1148 and P1168 have one trip detection logic.

Note. Freeze frame data is not stored in ECM for this self-diagnosis. MIL will not light up for this self-diagnosis.

Malfunction is detected when ECM receives a malfunction information from VDC/TCS/ABS control unit. Possible causes are

1. Defective VDC/TCS/ABS control unit.
2. Defective TCS-related parts.

Note. Freeze frame data is not stored in ECM for this self-diagnosis. MIL will not light up for this self-diagnosis.

Malfunction is detected when ECM cannot receive the information from VDC/TCS/ABS control unit continuously. Possible causes are

1. CAN communication line between ECM and VDC/TCS/ABS control unit is open or shorted.
2. Defective VDC/TCS/ABS control unit.
3. Dead (weak) battery.

Malfunction is detected when engine coolant temperature reaches an abnormally high temperature. Possible causes are

1. Cooling fan speed control circuit is shorted to ground.
2. Defective cooling fan speed control solenoid valve.
3. Defective cooling fan pump.
4. Defective cooling fan drive pump.
5. Defective cooling fan.
6. Defective radiator coolant temperature sensor.
7. Defective radiator hose.
8. Defective radiator.
9. Defective radiator cap.
10. Defective water pump.
11. Defective thermostat.
12. Defective drive belts.

Malfunction is detected when an improper voltage signal from the FPCM, which is supplied to a point between the fuel pump and the dropping resistor, is detected by ECM. Possible causes are

1. FPCM circuit is shorted.
2. Defective dropping resistor.
3. Defective FPCM.

Possible Cause

Malfunction is detected when closed throttle position learning value is excessively low. Possible cause is a defective electric throttle control actuator (TP sensor No. 1 and No. 2).

Malfunction is detected when closed throttle position learning is not performed successfully repeatedly. Possible cause is a defective electric throttle control actuator (TP sensor No. 1 and No. 2).

Malfunction is detected when ECM detects a voltage of power source for sensor is excessively low or high. Possible causes are

1. TP sensor No. 1 and No. 2 circuit is shorted.
2. APP sensor No. 1 circuit is shorted.
3. MAF sensor circuit is shorted.
4. EVAP control system pressure sensor circuit is shorted
5. Power steering pressure sensor circuit is shorted.
6. Refrigerant pressure sensor circuit is shorted.
7. Defective electric throttle control actuator (TP sensor No. and No. 2).
8. Defective APP sensor No. 1.
9. Defective MAF sensor.
10. Defective EVAP control system pressure sensor.
11. Defective power steering pressure sensor.
12. Defective refrigerant pressure sensor.
13. Defective ECM terminal.

Malfunction is detected when canister purge flow is detected during specified driving conditions, even when EVAP-CPVCV is completely closed. Possible causes are

1. Defective EVAP Control System Pressure Sensor (EVAP-CSPS).
2. EVAP-CPVCV stuck open.
3. Defective EVAP Canister Vent Control Valve (EVAP-CVCV).
4. Defective EVAP canister.
5. EVAP system hoses misrouted or plugged.

Note. Before proceeding, ensure ambient temperature is more than 41°F (5°C).

Malfunction is detected when EVAP-CVCV remains closed under certain driving conditions. Possible causes are

1. Defective EVAP-CVCV.
2. Faulty EVAP Control System Pressure Sensor (EVAP-CSPS) or circuit.
3. Blockage in hose to EVAP-CVCV.
4. Defective water separator.
5. EVAP canister saturated with water.

Malfunction is detected when EVAP-CVCV remains open under certain driving conditions. Possible causes are

1. Defective EVAP-CVCV.
2. Faulty EVAP Control System Pressure Sensor (EVAP-CSPS) or circuit.
3. Blockage in EVAP-CVCV hose.
4. Defective water separator.
5. EVAP canister saturated with water.
6. Defective vacuum cut valve.

Malfunction is detected when ECM receives a high voltage from fuel level sensor. Possible cause is fuel level sensor circuit open or shorted.

Malfunction is detected when

1. An excessively low amount of current flows through the cooling fan speed control solenoid valve to the ECM, even though radiator coolant temperature is low.
2. An excessively high amount of current flows through the cooling fan speed control solenoid valve to the ECM, even though radiator coolant temperature is high.

Possible causes are

1. Cooling fan speed control solenoid valve circuit is open or shorted.
2. Defective cooling fan speed control solenoid valve.

Note. Perform the following DTC confirmation tests in order. If a DTC confirmation test has been previously performed, turn ignition off and wait at least 10 seconds before performing next DTC confirmation test.

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. CAN communication line circuit is open or shorted.
2. Revolution sensor circuit open or shorted.
3. Wheel sensor circuit open or shorted.
4. Defective TCM.
5. Defective VDC/TCS/ABS control unit.
6. Defective instrument cluster.

Malfunction is detected when

1. Next gear position signal and current gear position signal are not in normal pattern compared with shift pattern signal.
2. Next gear position signal and current gear position signal are different even though shift change signal is off.

Possible causes are

1. CAN communication line circuit is open or shorted.
2. Defective TCM.
3. Defective A/T unit assembly.

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. An excessively low or high voltage from APP sensor No. 1 is sent to ECM (P2122 or P2123).
2. An excessively low or high voltage from APP sensor No. 2 is sent to ECM (P2127 or P2128).
3. A difference between signals from sensor No. 1 and sensor No. 2 is out of the specified range (P2138).

When malfunction "A", "B" or "C" is detected, ECM enters fail-safe mode. ECM will only allow throttle to open 10 degrees. Throttle opening speed is about 5 seconds. Acceleration will be poor.

Possible causes are

1. APP sensor No. 1 or No. 2 circuit open or shorted.
2. Defective accelerator pedal position sensor No. 1 or No. 2.

Malfunction is detected when

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

Possible cause is CAN communication line is open or shorted.