Engine Control System (Introduction) (Except Hybrid): Other Infiniti QX60 I

Precaution for Supplemental Restraint System (SRS) "AIR BAG" and "SEAT BELT PRE-TENSIONER"

The Supplemental Restraint System such as "AIR BAG" and "SEAT BELT PRE-TENSIONER", used along with a front seat belt, helps to reduce the risk or severity of injury to the driver and front passenger for certain types of collision. Information necessary to service the system safely is included in the " SRS AIRBAG SYSTEM (EXCEPT HYBRID) " and " SEAT BELTS (EXCEPT HYBRID) " articles of this Service Information.

PRECAUTIONS WHEN USING POWER TOOLS (AIR OR ELECTRIC) AND HAMMERS

Precautions For Xenon Headlamp Service

Precaution for Procedure without Cowl Top Cover

When performing the procedure after removing cowl top cover, cover the lower end of windshield with urethane, etc. to prevent damage to windshield.

Scheme 80

Special Service Tools

The actual shapes of Kent-Moore tools may differ from those of special service tools illustrated here.

Tool number (Kent-Moore No.) Tool name Description (J-44321) Fuel pressure gauge kit Checks fuel pressure (J-44321-6) Fuel pressure adapter Connects fuel pressure gauge to quick connector type fuel lines

Scheme 81

Commercial Service Tools

Tool name (Kent-Moore No.) Description (J-45488) Quick connector release Removes fuel tube quick connectors in engine room Leak detector i.e.: (J-41416) Locates the EVAP leakage EVAP service port adapter i.e.: (J-41413-OBD) Applies positive pressure through EVAP service port Fuel filler cap adapter i.e.: (MLR-8382) Checks fuel tank vacuum relief valve opening pressure Socket wrench Removes and installs engine coolant temperature sensor. Refer to " EXPLODED ". Oxygen sensor thread cleaner i.e.: (J-43897-18) (J-43897-12) Reconditions the exhaust system threads before installing a new oxygen sensor. Use with anti-seize lubricant shown below. 18 mm diameter with pitch 1.5 mm for Zirconia Oxygen Sensor 12 mm diameter with pitch 1.25 mm for Titania Oxygen Sensor Anti-seize lubricant i.e.: (Permatex™ 133AR or equivalent meeting MIL specification MIL-A-907) Lubricates oxygen sensor thread cleaning tool when reconditioning exhaust system threads

Scheme 82

Scheme 83

Scheme 84

Scheme 85

Scheme 86

Scheme 87

Scheme 88

Scheme 89

Scheme 90

Scheme 91

Accelerator Pedal Position Sensor

The accelerator pedal position sensor is installed on the upper end of the accelerator pedal assembly. The sensor detects the accelerator position and sends a signal to the ECM.

Scheme 92

Accelerator pedal position sensor has two sensors. These sensors are a kind of potentiometers which transform the accelerator pedal position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the accelerator pedal and feed the voltage signals to the ECM. The ECM judges the current opening angle of the accelerator pedal from these signals and controls the throttle control motor based on these signals.

Idle position of the accelerator pedal is determined by the ECM receiving the signal from the accelerator pedal position sensor. The ECM uses this signal for the engine operation such as fuel cut.

Scheme 93

A/F SENSOR 1 HEATER

A/F sensor 1 heater is integrated in the sensor.

The ECM performs ON/OFF duty control of the A/F sensor 1 heater corresponding to the engine operating condition to keep the temperature of A/F sensor 1 element within the specified range.

ASCD Steering Switch

ASCD steering switch has variant values of electrical resistance for each button. ECM reads voltage variation of switch, and determines which button is operated.

OUTLINE

The power generation voltage variable control enables fuel consumption to be decreased by reducing the engine load which is caused by the power generation of the generator.

Based on sensor signals, ECM judges whether or not the power generation voltage variable control is performed. When performing the power generation voltage variable control, ECM calculates the target power generation voltage based on the sensor signal. And ECM sends the calculated value as the power generation command value to IPDM E/R.

Scheme 94

BATTERY CURRENT SENSOR

The battery current sensor is installed to the battery cable at the negative terminal. The sensor measures the charging/discharging current of the battery.

BATTERY TEMPERATURE SENSOR

Battery temperature sensor is integrated in battery current sensor.

The sensor measures temperature around the battery.

The electrical resistance of the thermistor decreases as temperature increases.

< Reference data >

Scheme 95

Camshaft Position Sensor (PHASE)

The camshaft position sensor (PHASE) senses the retraction of intake camshaft to identify a particular cylinder. The camshaft position sensor (PHASE) senses the piston position.

When the crankshaft position sensor (POS) system becomes inoperative, the camshaft position sensor (PHASE) provides various controls of engine parts instead, utilizing timing of cylinder identification signals.

The sensor consists of a permanent magnet and Hall IC.

When engine is running, the high and low parts of the teeth cause the gap with the sensor to change.

The changing gap causes the magnetic field near the sensor to change.

Due to the changing magnetic field, the voltage from the sensor changes.

ECM receives the signals as shown in the figure below.

Scheme 96

Scheme 97

COOLING FAN MOTOR

Cooling fan motor receives cooling fan motor operating voltage from cooling fan control module. The revolution speed of cooling fan motor is controlled by duty cycle of the voltage.

COOLING FAN CONTROL MODULE

Cooling fan control module receives ON/OFF pulse duty signal from IPDM E/R. Corresponding to this ON/OFF pulse duty signal, cooling fan control module sends cooling fan motor operating voltage to cooling fan motor. The revolution speed of cooling fan motor is controlled by duty cycle of the voltage.

Crankshaft Position Sensor (POS)

The crankshaft position sensor (POS) is located on the oil pan facing the gear teeth (cogs) of the signal plate. It detects the fluctuation of the engine revolution.

The sensor consists of a permanent magnet and Hall IC.

When the engine is running, the high and low parts of the teeth cause the gap with the sensor to change.

The changing gap causes the magnetic field near the sensor to change.

Due to the changing magnetic field, the voltage from the sensor changes.

The ECM receives the voltage signal and detects the fluctuation of the engine revolution.

ECM receives the signals as shown in the figure below.

Scheme 98

Scheme 99

1. ECM (Engine Control Module) controls the engine.
2. ECM consists of a microcomputer and connectors for signal input and output and for power supply.
3. Battery voltage is supplied to the ECM even when the ignition switch is turned OFF for the ECM memory function of the DTC memory, the air-fuel ratio feedback compensation value memory, the idle air volume learning value memory, etc.

Electric throttle control actuator consists of throttle body, throttle valve, throttle control motor and throttle position sensor.

Scheme 100

THROTTLE CONTROL MOTOR

The throttle control motor is operated by the ECM and it opens and closes the throttle valve.

The current opening angle of the throttle valve is detected by the throttle position sensor and it provides feedback to the ECM to control the throttle control motor to make the throttle valve opening angle properly in response to driving condition.

THROTTLE POSITION SENSOR

The throttle position sensor responds to the throttle valve movement. The throttle position sensor has two sensors. These sensors are a kind of potentiometers which transform the throttle valve position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the throttle valve and feed the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and the ECM controls the throttle control motor to make the throttle valve opening angle properly in response to driving condition.

Scheme 101

Electronic Controlled Engine Mount

In the idle range, ECM turns OFF the electronically-controlled engine mount control solenoid valve and applies manifold pressure to the electronically-controlled engine mount. This decreases damping force of the electronically-controlled engine mount and absorbs vibrations traveling from the engine to the body for improving the quietness.

In the driving range, ECM turns ON the electronically-controlled engine mount control solenoid valve and cuts manifold pressure applied on the electronically-controlled engine mount. This increases damping force of the electronically-controlled engine mount and reduces vibrations generated during driving.

Engine Coolant Temperature Sensor

The engine coolant temperature sensor is used to detect the engine coolant temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the engine coolant temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.

Scheme 102

< Reference data >

Engine Oil Pressure Sensor

The engine oil pressure (EOP) sensor is detects engine oil pressure and transmits a voltage signal to the ECM.

Scheme 103

Engine Oil Temperature Sensor

The engine oil temperature sensor is used to detect the engine oil temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the engine oil temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.

< Reference data >

EVAP Canister

The fuel vapor in the sealed fuel tank is led into the EVAP canister which contains activated carbon and the vapor is stored there when the engine is not operating or when refueling to the fuel tank.

For details, refer to " EVAPORATIVE EMISSION SYSTEM: SYSTEM DESCRIPTION ".

EVAP Canister Purge Volume Control Solenoid Valve

The EVAP canister purge volume control solenoid valve is used to control the flow rate of fuel vapor from the EVAP canister. The EVAP canister purge volume control solenoid valve is moved by ON/OFF pulses from the ECM. The longer the ON pulse, the greater the amount of fuel vapor that will flow through the valve.

Scheme 104

EVAP Canister Vent Control Valve

The EVAP canister vent control valve is located on the EVAP canister and is used to seal the canister vent.

This solenoid valve responds to signals from the ECM. When the ECM sends an ON signal, the coil in the solenoid valve is energized. A plunger will then move to seal the canister vent. The ability to seal the vent is necessary for the on board diagnosis of other evaporative emission control system components.

This solenoid valve is used only for diagnosis, and usually remains opened.

When the vent is closed, under normal purge conditions, the evaporative emission control system is depressurized and allows "EVAP Control System" diagnosis.

Scheme 105

EVAP Control System Pressure Sensor

The EVAP control system pressure sensor detects pressure in the purge line. The sensor output voltage to the ECM increases as pressure increases.

Scheme 106

Fuel Injector

The fuel injector is a small, precise solenoid valve. When the ECM supplies a ground to the fuel injector circuit, the coil in the fuel injector is energized. The energized coil pulls the ball valve back and allows fuel to flow through the fuel injector into the intake manifold. The amount of fuel injected depends upon the injection pulse duration. Pulse duration is the length of time the fuel injector remains open. The ECM controls the injection pulse duration based on engine fuel needs.

Scheme 107

FUEL PUMP

The ECM activates the fuel pump for 1 second after the ignition switch is turned ON to improve engine start ability. If the ECM receives a engine speed signal from the camshaft position sensor (PHASE), it knows that the engine is rotating, and causes the pump to operate. If the engine speed signal is not received when the ignition switch is ON, the engine stalls. The ECM stops pump operation and prevents battery discharging, thereby improving safety. The ECM does not directly drive the fuel pump. It sends the control signal to the fuel pump control module, which in turn controls the fuel pump.

Scheme 108

FUEL LEVEL SENSOR

The fuel level sensor is mounted in the fuel level sensor unit.

The sensor detects a fuel level in the fuel tank and transmits a signal to the combination meter. The combination meter sends the fuel level sensor signal to the ECM via the CAN communication line.

It consists of two parts, one is mechanical float and the other is variable resistor. Fuel level sensor output voltage changes depending on the movement of the fuel mechanical float.

FUEL TANK TEMPERATURE SENSOR

The fuel tank temperature sensor is used to detect the fuel temperature inside the fuel tank. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the fuel temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.

< Reference data >

HEATED OXYGEN SENSOR 2 HEATER

Heated oxygen sensor 2 heater is integrated in the sensor.

The ECM performs ON/OFF control of the heated oxygen sensor 2 heater corresponding to the engine speed, amount of intake air and engine coolant temperature.

ICC Steering Switch

ICC steering switch has variant values of electrical resistance for each button. ECM reads voltage variation of switch, and determines which button is operated.

Ignition Coil (With Power Transistor)

The ignition signal from the ECM is sent to and amplified by the power transistor. The power transistor turns ON and OFF the ignition coil primary circuit. This ON/OFF operation induces the proper high voltage in the coil secondary circuit.

Scheme 109

Intake Valve Timing Control Solenoid Valve

Intake valve timing control solenoid valve is activated by ON/OFF pulse duty (ratio) signals from the ECM.

The intake valve timing control solenoid valve changes the oil amount and direction of flow through intake valve timing control unit or stops oil flow.

The longer pulse width advances valve angle.

The shorter pulse width retards valve angle.

When ON and OFF pulse widths become equal, the solenoid valve stops oil pressure flow to fix the intake valve angle at the control position.

Scheme 110

Knock Sensor

The knock sensor is attached to the cylinder block. It senses engine knocking using a piezoelectric element. A knocking vibration from the cylinder block is sensed as vibrational pressure. This pressure is converted into a voltage signal and sent to the ECM.

Scheme 111

Malfunction Indicator lamp (MIL)

Malfunction Indicator lamp (MIL) is located on the combination meter.

MIL will illuminate when the ignition switch is turned ON without the engine running. This is a bulb check.

When the engine is started, MIL should turn OFF. If the MIL remains illuminated, the on board diagnostic system has detected an engine system malfunction.

For details, refer to " DIAGNOSIS DESCRIPTION ".

MASS AIR FLOW SENSOR

The mass air flow sensor (1) is placed in the stream of intake air. It measures the intake flow rate by measuring a part of the entire intake flow. The mass air flow sensor controls the temperature of the hot wire to a certain amount. The heat generated by the hot wire is reduced as the intake air flows around it. The more air, the greater the heat loss.

Therefore, the electric current supplied to hot wire is changed to maintain the temperature of the hot wire as air flow increases. The ECM detects the air flow by means of this current change.

Scheme 112

INTAKE AIR TEMPERATURE SENSOR

The intake air temperature sensor is built-into mass air flow sensor. The sensor detects intake air temperature and transmits a signal to the ECM.

The temperature sensing unit uses a thermistor which is sensitive to the change in temperature. Electrical resistance of the thermistor decreases in response to the temperature rise.

< Reference data >

Oil Pressure Warning Lamp

Oil pressure warning lamp is located on the combination meter.

It indicates the low pressure of the engine oil and the malfunction of the engine oil pressure system.

Combination meter turns the oil pressure warning lamp ON/OFF according to the oil pressure warning lamp signal received from ECM via CAN communication.

For details, refer to " ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE: SYSTEM DESCRIPTION ".

Scheme 113

Power Valve Actuator 1 and 2

The power valves are used to control the suction passage of the variable induction air control system. They are set in the fully closed or fully opened position by the power valve actuators operated by the vacuum stored in the vacuum tank. The vacuum to power valve actuators is controlled by the VIAS control solenoid valves.

Refrigerant Pressure Sensor

The refrigerant pressure sensor is installed at the condenser of the air conditioner system. The sensor uses an electrostatic volume pressure transducer to convert refrigerant pressure to voltage. The voltage signal is sent to ECM, and ECM controls cooling fan system.

Scheme 114

Stop Lamp Switch & Brake Pedal Position Switch/ICC Brake Switch

Stop lamp switch and brake pedal position switch/ICC brake switch are installed to brake pedal bracket.

ECM detects the state of the brake pedal by those two types of input (ON/OFF signal).

VIAS Control Solenoid Valve 1 and 2

The VIAS control solenoid valve cuts the intake manifold vacuum signal for power valve control. It responds to ON/OFF signals from the ECM. When the solenoid is OFF, the vacuum signal from the intake manifold is cut. When the ECM sends an ON signal the coil pulls the plunger downward and sends the vacuum signal to the power valve actuator.

Scheme 115

This system returns blow-by gas to the intake manifold.

The positive crankcase ventilation (PCV) valve is provided to conduct crankcase blow-by gas to the intake manifold.

During partial throttle operation of the engine, the intake manifold sucks the blow-by gas through the PCV valve.

Normally, the capacity of the valve is sufficient to handle any blow-by and a small amount of ventilating air.

The ventilating air is drawn from the air inlet tubes into the crankcase. In this process the air passes through the hose connecting air inlet tubes to rocker cover.

Under full-throttle condition, the manifold vacuum is insufficient to draw the blow-by flow through the valve.

The flow goes through the hose connection in the reverse direction.

On vehicles with an excessively high blow-by, the valve does not meet the requirement. This is because some of the flow will go through the hose connection to the air inlet tubes under all conditions.

Scheme 116

Scheme 117

From the beginning of refueling, the air and vapor inside the fuel tank go through refueling EVAP vapor cut valve and EVAP/ORVR line to the EVAP canister. The vapor is absorbed by the EVAP canister and the air is released to the atmosphere.

When the refueling has reached the full level of the fuel tank, the refueling EVAP vapor cut valve is closed and refueling is stopped because of auto shut-off. The vapor which was absorbed by the EVAP canister is purged during driving.

Scheme 118

Battery current sensor (with battery temperature sensor) is not used for engine control system.

VARIOUS FUEL INJECTION INCREASE/DECREASE COMPENSATION

In addition, the amount of fuel injected is compensated to improve engine performance under various operating conditions as listed below.

< Fuel increase >

1. During warm-up
2. When starting the engine
3. During acceleration
4. Hot-engine operation
5. When selector lever position is changed from N to D
6. High-load, high-speed operation

< Fuel decrease >

1. During deceleration
2. During high engine speed operation

Scheme 119

The mixture ratio feedback system provides the best air-fuel mixture ratio for drive ability and emission control. The three way catalyst (manifold) can better reduce CO, HC and NOx emissions. This system uses A/F sensor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The ECM adjusts the injection pulse width according to the sensor voltage signal. For more information about A/F sensor 1, refer to " AIR FUEL RATIO (A/F) SENSOR 1 ". This maintains the mixture ratio within the range of stoichiometric (ideal air-fuel mixture).

This stage is referred to as the closed loop control condition.

Heated oxygen sensor 2 is located downstream of the three way catalyst (manifold). Even if the switching characteristics of A/F sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal from heated oxygen sensor 2.

1. Open Loop Control The open loop system condition refers to when the ECM detects any of the following conditions. Feedback control stops in order to maintain stabilized fuel combustion. Deceleration and acceleration High-load, high-speed operation Malfunction of A/F sensor 1 or its circuit Insufficient activation of A/F sensor 1 at low engine coolant temperature High engine coolant temperature During warm-up After shifting from N to D When starting the engine

MIXTURE RATIO SELF-LEARNING CONTROL

The mixture ratio feedback control system monitors the mixture ratio signal transmitted from A/F sensor 1. This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to the theoretical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes during operation (i.e., fuel injector clogging) directly affect mixture ratio.

Accordingly, the difference between the basic and theoretical mixture ratios is monitored in this system. This is then computed in terms of "injection pulse duration" to automatically compensate for the difference between the two ratios.

"Fuel trim" refers to the feedback compensation value compared against the basic injection duration. Fuel trim includes "short-term fuel trim" and "long-term fuel trim".

"Short-term fuel trim" is the short-term fuel compensation used to maintain the mixture ratio at its theoretical value. The signal from A/F sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the theoretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and an increase in fuel volume if it is lean.

"Long-term fuel trim" is overall fuel compensation carried out over time to compensate for continual deviation of the "short-term fuel trim" from the central value. Continual deviation will occur due to individual engine differences, wear over time and changes in the usage environment.

Scheme 120

Two types of systems are used.

1. Sequential Multiport Fuel Injection System Fuel is injected into each cylinder during each engine cycle according to the ignition order. This system is used when the engine is running.
2. Simultaneous Multiport Fuel Injection System Fuel is injected simultaneously into all six cylinders twice each engine cycle. In other words, pulse signals of the same width are simultaneously transmitted from the ECM. The six injectors will then receive the signals 2 times for each engine cycle. This system is used when the engine is being started and/or if the fail-safe system (CPU) is operating.

FUEL SHUT-OFF

Fuel to each cylinder is cut off during deceleration, operation of the engine at excessively high speeds or operation of the vehicle at excessively high speeds.

Scheme 121

BASIC ASCD SYSTEM

Refer to Owner's Manual for ASCD operating instructions.

Automatic Speed Control Device (ASCD) allows a driver to keep vehicle at predetermined constant speed without depressing accelerator pedal. Driver can set vehicle speed in advance between approximately 40 km/h (25 MPH) and 144 km/h (89 MPH).

ECM controls throttle angle of electric throttle control actuator to regulate engine speed.

Operation status of ASCD is indicated by CRUISE indicator and SET indicator in combination meter. If any malfunction occurs in the ASCD system, it automatically deactivates control.

Note. Always drive vehicle in a safe manner according to traffic conditions and obey all traffic laws.

INPUT/OUTPUT SIGNAL CHART

SET SPEED RANGE

ASCD system can be set the following vehicle speed.

ECO DRIVE INDICATOR LAMP CONTROL

1. ECO drive indicator turns OFF under the following conditions. While driving at low speeds [2 MPH (3.2 km/h) or less] or high speeds [90 MPH (144 km/h) or more]. Intelligent cruise control is in operation. Selector lever is in R range.

ECO PEDAL CONTROL

1. When switching from ECO mode to the other mode by operating the drive mode select switch, ECO pedal reaction force is generated in common with ECO mode until the accelerator pedal is released.
2. ECO pedal reaction force is not generated under the following conditions. Intelligent cruise control is in operation. Accelerator pedal is depressed quickly. Selector lever is in N or R range. ECO pedal reaction force setting is OFF.

Note. ECO pedal control is only for vehicles with an intelligent pedal (distance control assist).

ENGINE OUTPUT CHARACTERISTICS AFTER SWITCHING MODE

1. Engine output characteristics after switching mode by operating the drive mode select switch are as follows. After switching mode to a mode that engine output increase, engine output characteristics are changed by releasing the accelerator pedal. After switching mode to a mode that engine output decreases, engine output characteristics are changed immediately.
2. When an accelerator angle is constant, engine output characteristics are as follows. SPORT = STANDARD > ECO > SNOW

OUTPUT CHARACTERISTICS DESCRIPTION

FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA

The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed, vehicle speed, absolute throttle position, base fuel schedule and intake air temperature at the moment a malfunction is detected.

Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data. The data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT or GST. The 1st trip freeze frame data can only be displayed on the CONSULT screen.

Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority for 1st trip freeze frame data and it is updated each time a different 1st trip DTC is detected. However, once freeze frame data (2nd trip detection/MIL on) is stored in the ECM memory, 1st trip freeze frame data is no longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the following priorities to update the data.

For example, the EGR malfunction (Priority: 2) was detected and the freeze frame data was saved in the 2nd trip. After that when the misfire (Priority: 1) is detected in another trip, the freeze frame data will be updated from the EGR malfunction to the misfire. The 1st trip freeze frame data is updated each time a different malfunction is detected. There is no priority for 1st trip freeze frame data. However, once freeze frame data is stored in the ECM memory, 1st trip freeze data is no longer stored (because only one freeze frame data or 1st trip freeze frame data can be stored in the ECM). If freeze frame data is stored in the ECM memory and freeze frame data with the same priority occurs later, the first (original) freeze frame data remains unchanged in the ECM memory.

Both 1st trip freeze frame data and freeze frame data (along with the DTCs) are cleared when the ECM memory is erased.

COUNTER SYSTEM CHART

Scheme 122

Explanation for Driving Patterns for "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Driving Pattern B

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

Driving Pattern C

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

Example

If the stored freeze frame data is as per the following

Engine speed: 850 RPM, Calculated load value: 30%, Engine coolant temperature: 80°C (176°F)

To be satisfied with driving pattern C, the vehicle should run under the following conditions

Engine speed: 475 - 1, 225 RPM, Calculated load value: 27 - 33%, Engine coolant temperature: more than 70°C (158°F)

Relationship Between MIL, DTC, 1st Trip DTC and Driving Patterns Except For "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Scheme 123

Explanation for Driving Patterns Except for "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Driving Pattern A

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

Driving Pattern B

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

DRIVING PATTERN A

Driving pattern A means a trip satisfying the following conditions.

1. Engine speed reaches 400 RPM or more.
2. Engine coolant temperature rises by 20°C (36°F) or more after starting the engine.
3. Engine coolant temperature reaches 70°C (158°F) or more.
4. The ignition switch is turned from ON to OFF.

Note. When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern A. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern A.

DRIVING PATTERN B

Driving pattern B means a trip satisfying the following conditions.

1. Engine speed reaches 400 RPM or more.
2. Engine coolant temperature reaches 70°C (158°F) or more.
3. Vehicle speed of 70 - 120 km/h (44 - 75 MPH) is maintained for 60 seconds or more under the control of closed loop.
4. Vehicle speed of 30 - 60 km/h (19 - 37 MPH) is maintained for 10 seconds or more under the control of closed loop.
5. Under the closed loop control condition, the following state reaches 12 seconds or more in total: Vehicle speed of 4 km/h (2 MPH) or less with idling condition.
6. The state of driving at 10 km/h (7 MPH) or more reaches 10 minutes or more in total.
7. A lapse of 22 minutes or more after engine start.

Note. Drive the vehicle at a constant velocity. When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern B. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern B.

DRIVING PATTERN C

Driving pattern C means operating vehicle as per the following

The following conditions should be satisfied at the same time

Engine speed: (Engine speed in the freeze frame data) ±375 RPM

Calculated load value: (Calculated load value in the freeze frame data) x (1±0.1) [%]

Engine coolant temperature condition

1. When the freeze frame data shows lower than 70°C (158°F), engine coolant temperature should be lower than 70°C (158°F).
2. When the freeze frame data shows higher than or equal to 70°C (158°F), engine coolant temperature should be higher than or equal to 70°C (158°F).

Note. When the same malfunction is detected regardless of the above vehicle conditions, reset the counter of driving pattern C. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern C. The 1st trip DTC will be cleared when C counter is counted once without the same malfunction after DTC is stored in ECM.

DRIVING PATTERN D

Driving pattern D means a trip satisfying the following conditions.

1. The state of driving at 40 km/h (25 MPH) reaches 300 seconds or more in total.
2. Idle speed lasts 30 seconds or more.
3. A lapse of 600 seconds or more after engine start.

Note. When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern D. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern D.

SRT SET TIMING

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 table below.

When all SRT related self-diagnoses show OK results in a single cycle (Ignition OFF-ON-OFF), the SRT will indicate "CMPLT". --> Case 1 above

When all SRT related self-diagnoses show OK results through several different cycles, the SRT will indicate "CMPLT" at the time the respective self-diagnoses have at least one OK result. --> Case 2 above If one or more SRT related self-diagnoses show NG results in 2 consecutive cycles, the SRT will also indicate "CMPLT". --> Case 3 above

The table above shows that the minimum number of cycles for setting SRT as "INCMP" is the number one (1) for each self-diagnosis (Case 1 & 2) or the number two (2) for one of self-diagnoses (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 (1) OK result.
2. The emissions inspection requires "CMPLT" of the SRT only with OK self-diagnosis results.
3. During SRT driving pattern, the 1st trip DTC (NG) is detected prior to "CMPLT" of SRT and the self-diagnosis memory must be erased from the ECM after repair.
4. If the 1st trip DTC is erased, all the SRT will indicate "INCMP". 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".

BULB CHECK MODE

Description

This function allows damage inspection in the MIL bulb (blown, open circuit, etc.).

Operation Procedure

1. Turn ignition switch ON.
2. The MIL on the instrument panel should stay ON. If it remains OFF, check MIL circuit. Refer to " «DIAGNOSIS PROCEDURE»(ref-657669-S16921647522014092100000) ".

SRT STATUS MODE

Description

This function allows to read if ECM has completed the self-diagnoses of major emission control systems and components. For SRT, refer to " DIAGNOSIS DESCRIPTION: SYSTEM READINESS TEST (SRT) CODE ".

Operation Procedure

Scheme 124

1. Turn ignition switch ON and wait 20 seconds.
2. SRT status is indicated as shown below. ECM continues to illuminate MIL if all SRT codes are set. ECM blinks MIL for about 10 seconds if all SRT codes are not set.

MALFUNCTION WARNING MODE

Description

In this function ECM turns on or blinks MIL when it detects a malfunction in the emission control system components and/or the powertrain control components (which affect vehicle emissions) to inform the driver that a malfunction has been detected.

Operation Procedure

1. Turn ignition switch ON.
2. Check that MIL illuminates. If it remains OFF, check MIL circuit. Refer to " «DIAGNOSIS PROCEDURE»(ref-657669-S16921647522014092100000) ".
3. Start engine and let it idle. For two trip detection logic diagnoses, ECM turns on MIL when it detects the same malfunction twice in the two consecutive driving cycles. For 1st trip detection logic diagnoses, ECM turns on MIL when it detects a malfunction in one driving cycle. ECM blinks MIL when it detects a malfunction that may damage the three way catalyst (misfire).

FUNCTION

1. Diagnostic trouble codes
2. 1st trip diagnostic trouble codes
3. Freeze frame data
4. 1st trip freeze frame data
5. System readiness test (SRT) codes
6. Test values

DATA MONITOR MODE

Note. The following table includes information (items) inapplicable to this vehicle. For information (items) applicable to this vehicle, refer to CONSULT display items. For reference values of the following items, refer to " REFERENCE VALUE ".

MONITORED ITEM DESCRIPTION

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

WORK SUPPORT MODE

Work Item

PHYSICAL VALUES

Note. ECM is located in the engine room left side near battery. Specification data are reference values. Pulse signal is measured by CONSULT.

Terminal No. Description Condition Value (Approx.) + - Signal name Input/Output 1 (R) 128 (B) Throttle control motor power supply Input [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 2 (G) 128 (B) Throttle control motor (Close) Output [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully released 0 - 14 V (1) 3 (Y) 128 (B) A/F sensor 1 heater (bank 2) Output [Engine is running] Warm-up condition Idle speed (More than 140 seconds after starting engine) 2.9 - 8.8 V (1) 4 (LG) 107 (W) Engine oil pressure sensor Input [Engine is running] Warm-up condition Idle speed 1.3 V (1) [Engine is running] Warm-up condition Engine speed is 2, 000 RPM 2.7 V (1) 5 (W) 128 (B) Throttle control motor (Open) Output [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully depressed 0 - 14 V (1) [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully released 0 - 14 V (1) 6 (BR) 128 (B) A/F sensor 1 heater (bank 1) Output [Engine is running] Warm-up condition Idle speed (More than 140 seconds after starting engine) 2.9 - 8.8 V (1) 9 (LG) 128 (B) Ignition signal No. 3 Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 0 - 0.2 V (1) 10 (LG) Ignition signal No. 2 11 (LG) Ignition signal No. 1 13 (LG) Ignition signal No. 6 [Engine is running] Warm-up condition Engine speed: 2, 000 RPM 0.1 - 0.4 V (1) 14 (LG) Ignition signal No. 5 15 (LG) Ignition signal No. 4 12 (B) - ECM ground - - - 16 (B) - ECM ground - - - 19 (R) - Sensor ground (Throttle position sensor) - - - 22 (B) 128 (B) Throttle position sensor 1 Input [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully released More than 0.36 V [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully depressed Less than 4.75 V 23 (W) 128 (B) Throttle position sensor 2 Input [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully released Less than 4.75 V [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully depressed More than 0.36 V 24 (G) 19 (R) Sensor power supply (Throttle position sensor) - [Ignition switch: ON] 5 V 26 (GR) 128 (B) Power supply for ECM (Backup) Input [Ignition switch: OFF] BATTERY VOLTAGE (11 - 14 V) 31 (V) 128 (B) ECM relay (Self shut-off) Output [Engine is running] [Ignition switch: OFF] A few seconds after turning ignition switch OFF 0 - 1.5 V [Ignition switch: OFF] More than a few seconds after turning ignition switch OFF BATTERY VOLTAGE (11 - 14 V) 33 (Y) 128 (B) Fuel injector No. 1 Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle BATTERY VOLTAGE (11 - 14 V) (1) 44 (V) Fuel injector No. 2 45 (V) Fuel injector No. 6 46 (Y) Fuel injector No. 5 [Engine is running] Warm-up condition Engine speed: 2, 000 RPM BATTERY VOLTAGE (11 - 14 V) (1) 47 (V) Fuel injector No. 4 48 (Y) Fuel injector No. 3 34 (G) 128 (B) Throttle control motor relay Output [Ignition switch: ON --> OFF] 0 - 1.0 V --> BATTERY VOLTAGE (11 - 14 V) --> 0 V [Ignition switch: ON] 0 - 1.0 V 37 (SB) 128 (B) Heated oxygen sensor 2 heater (bank 1) Output [Engine is running] Engine speed: Below 3, 600 RPM after the following conditions are met Engine: after warming up Keeping the engine speed between 3, 500 and 4, 000 RPM for 1 minute and at idle for 1 minute under no load 10 V (1) [Ignition switch: ON] Engine stopped [Engine is running] Engine speed: Above 3, 600 RPM BATTERY VOLTAGE (11 - 14 V) 38 (BR) 128 (B) Electronic controlled engine mount control solenoid valve Output [Engine is running] Idle speed 0 - 1.0 V [Engine is running] Engine speed: More than 950 RPM BATTERY VOLTAGE (11 - 14 V) 39 (BR) 128 (B) VIAS control solenoid valve 1 Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition When revving engine up to 5, 000 RPM quickly BATTERY VOLTAGE (11 - 14 V) ↓ 0 - 1.0 V ↓ BATTERY VOLTAGE (11 - 14 V) 40 (BR) 128 (B) VIAS control solenoid valve 2 Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition When revving engine up to 5, 000 RPM quickly BATTERY VOLTAGE (11 - 14 V) ↓ 0 - 1.0 V ↓ BATTERY VOLTAGE (11 - 14 V) 41 (SB) 128 (B) Heated oxygen sensor 2 heater (bank 2) Output [Engine is running] Engine speed: Below 3, 600 RPM after the following conditions are met Engine: after warming up Keeping the engine speed between 3, 500 and 4, 000 RPM for 1 minute and at idle for 1 minute under no load 10 V (1) [Ignition switch: ON] Engine stopped [Engine is running] Engine speed: Above 3, 600 RPM BATTERY VOLTAGE (11 - 14 V) 42 (BR) 128 (B) EVAP canister purge volume control solenoid valve Output [Engine is running] Idle speed Accelerator pedal: Not depressed even slightly, after engine starting BATTERY VOLTAGE (11 - 14 V) (1) [Engine is running] Engine speed: approximately 2, 000 RPM (More than 100 seconds after starting engine) BATTERY VOLTAGE (11 - 14 V) (1) 43 (W) 128 (B) Fuel pump relay Output [Ignition switch: ON] For 1 second after turning ignition switch ON [Engine is running] 0 - 1.0 V 54 (LG) 84 (Y) Sensor power supply [Crankshaft position sensor (POS)] - [Ignition switch: ON] 5 V 55 (BR) 128 (B) Intake valve timing control solenoid valve (bank 1) Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition Engine speed: 2, 000 RPM 7 - 12 V (1) 56 (Y) 128 (B) Intake valve timing control solenoid valve (bank 2) Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition Engine speed: 2, 000 RPM 7 - 12 V (1) 57 (L) 128 (B) Heated oxygen sensor 2 (bank 1) Input [Engine is running] Revving engine from idle to 3, 000 RPM quickly after the following conditions are met Engine: after warming up Keeping the engine speed between 3, 500 and 4, 000 RPM for 1 minute and at idle for 1 minute under no load 0 - 1.0 V 58 (L) 128 (B) Heated oxygen sensor 2 (bank 2) Input [Engine is running] Revving engine from idle to 3, 000 RPM quickly after the following conditions are met Engine: after warming up Keeping the engine speed between 3, 500 and 4, 000 RPM for 1 minute and at idle for 1 minute under no load 0 - 1.0 V 59 (B) - Sensor ground (Heated oxygen sensor 2) - - - 63 (SB) 64 (V) Refrigerant pressure sensor Input [Engine is running] Warm-up condition Both A/C switch and blower fan motor switch: ON (Compressor operates) 1.0 - 4.0 V 64 (V) - Sensor ground (Refrigerant pressure sensor) - - - 66 (W) - - - - - 67 (Y) - - - - - 68 (G) - - - - - 69 (B) 128 (B) A/F sensor 1 (bank 1) Input [Engine is running] Warm-up condition Engine speed: 2, 000 RPM 2.2 V Output voltage varies with air fuel ratio. 70 (BR) 76 (B) Engine coolant temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with engine coolant temperature. 73 (W) 128 (B) A/F sensor 1 (bank 1) Input [Ignition switch: ON] 1.8 V 74 (V) 80 (BR) Intake air temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with intake air temperature. 75 (LG) - - - - - 76 (B) - Sensor ground (Engine coolant temperature sensor, engine oil temperature sensor) - - - 77 (B) 128 (B) A/F sensor 1 (bank 2) Input [Engine is running] Warm-up condition Engine speed: 2, 000 RPM 2.2 V Output voltage varies with air fuel ratio. 78 (G) 76 (B) Engine oil temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with engine oil temperature. 80 (BR) - Sensor ground (Mass air flow sensor, intake air temperature sensor) - - - 81 (W) 128 (B) A/F sensor 1 (bank 2) Input [Ignition switch: ON] 1.8 V 82 (P) 80 (BR) Mass air flow sensor Input [Engine is running] Warm-up condition Idle speed 0.9 - 1.2 V [Engine is running] Warm-up condition Engine speed: 2, 500 RPM 1.6 - 1.9 V 83 (BR) 88 (LG) Sensor power supply [Camshaft position sensor (PHASE) (bank 1)] - [Ignition switch: ON] 5 V 84 (Y) - Sensor ground [Crankshaft position sensor (POS)] - - - 85 (B) 91 (-) Knock sensor (bank 1) Input [Engine is running] Idle speed 2.5 V (2) 86 (W) 91 (-) Knock sensor (bank 2) Input [Engine is running] Idle speed 2.5 V (2) 87 (V) 92 (SB) Sensor power supply [Camshaft position sensor (PHASE) (bank 2)] - [Ignition switch: ON] 5 V 88 (LG) - Sensor ground [Camshaft position sensor (PHASE) (bank 1)] - - - 89 (L) 84 (Y) Crankshaft position sensor (POS) Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 4.0 - 5.0 V (1) [Engine is running] Engine speed: 2, 000 RPM 4.0 - 5.0 V (1) 91 (-) - Sensor ground [Knock sensor (bank 1), knock sensor (bank 2)] - - - 92 (SB) - Sensor ground [Camshaft position sensor (PHASE) (bank 2)] - - - 93 (LG) 92 (SB) Camshaft position sensor (PHASE) (bank 2) Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 3.0 - 5.0 V (1) [Engine is running] Engine speed is 2, 000 RPM 3.0 - 5.0 V (1) 94 (GR) 88 (LG) Camshaft position sensor (PHASE) (bank 1) Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 3.0 - 5.0 V (1) [Engine is running] Engine speed is 2, 000 RPM 3.0 - 5.0 V (1) 96 (P) 64 (V) Sensor power supply (Refrigerant pressure sensor) - [Ignition switch: ON] 5 V 97 (W) (4) (R) (5) 100 (R) (4) (W) (5) Accelerator pedal position sensor 1 Input [Ignition switch: ON] Engine stopped Accelerator pedal: Fully released 0.5 - 1.0 V [Ignition switch: ON] Engine stopped Accelerator pedal: Fully depressed 4.2 - 4.8 V 98 (P) (4) (B) (5) 116 (G) (4) (L) (5) Accelerator pedal position sensor 2 Input [Ignition switch: ON] Engine stopped Accelerator pedal: Fully released 0.25 - 0.50 V [Ignition switch: ON] Engine stopped Accelerator pedal: Fully depressed 2.0 - 2.5 V 99 (R) (4) (G) (5) 100 (R) (4) (W) (5) Sensor power supply (Accelerator pedal position sensor 1) - [Ignition switch: ON] 5 V 100 (R) (4) (W) (5) - Sensor ground (Accelerator pedal position sensor 1) - - - 101 (G) 108 (R) ASCD steering switch Input [Ignition switch: ON] ASCD steering switch: OFF 4 V [Ignition switch: ON] MAIN switch: Pressed 0 V [Ignition switch: ON] CANCEL switch: Pressed 1 V [Ignition switch: ON] RESUME/ACCELERATE switch: Pressed 3 V [Ignition switch: ON] SET/COAST switch: Pressed 2 V ICC steering switch Input [Ignition switch: ON] ICC steering switch: OFF 4.2 V [Ignition switch: ON] MAIN switch: Pressed 0 V [Ignition switch: ON] CANCEL switch: Pressed 1.9 V [Ignition switch: ON] RESUME/ACCELERATE switch: Pressed 3.7 V [Ignition switch: ON] SET/COAST switch: Pressed 3.2 V [Ignition switch: ON] DISTANCE switch: Pressed 2.6 V [Ignition switch: ON] DYNAMIC DRIVE ASSISTANCE switch: Pressed 1.0 V 102 (O) 112 (G) EVAP control system pressure sensor Input [Ignition switch: ON] 1.8 - 4.8 V 103 (Y) (4) (W) (5) 116 (G) (4) (L) (5) Sensor power supply (Accelerator pedal position sensor 2) - [Ignition switch: ON] 5 V 104 (P) - Data link connector Input/Output - - 106 (Y) 128 (B) EVAP canister vent control valve Output [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 107 (W) 112 (G) Sensor power supply (EVAP control system pressure sensor, engine oil pressure sensor) - [Ignition switch: ON] 5 V 108 (R) - Sensor ground (ASCD steering switch) - - - 109 (SB) 128 (B) Ignition switch Input [Ignition switch: OFF] 0 V [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 111 (BR) 120 (LG) Fuel tank temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with fuel tank temperature. 112 (G) - Sensor ground (EVAP control system pressure sensor, engine oil pressure sensor) - - - 113 (P) - CAN communication line (CAN-L) Input/Output - - 114 (L) - CAN communication line (CAN-H) Input/Output - - 116 (G) (4) (L) (5) - Sensor ground (Accelerator pedal position sensor 2) - - - 118 (W) 128 (B) PNP signal Input [Ignition switch: ON] Selector lever: P or N position BATTERY VOLTAGE (11 - 14 V) [Ignition switch: ON] Selector lever: Except above position 0 V 120 (LG) - Sensor ground (Fuel tank temperature sensor) - - - 121 (LG) 128 (B) Power supply for ECM Input [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 122 (R) 128 (B) Stop lamp switch Input [Ignition switch: OFF] Brake pedal: Fully released 0 V [Ignition switch: OFF] Brake pedal: Slightly depressed BATTERY VOLTAGE (11 - 14 V) 123 (B) 124 (B) - ECM ground - - - 126 (LG) 128 (B) Brake pedal position switch/ICC brake switch Input [Ignition switch: ON] Brake pedal: Slightly depressed 0 V [Ignition switch: ON] Brake pedal: Fully released BATTERY VOLTAGE (11 - 14 V) 127 (B) 128 (B) - ECM ground - - - (1) Average voltage for pulse signal (Actual pulse signal can be confirmed by oscilloscope.) (2) This may vary depending on internal resistance of the tester. (3) Before measuring the terminal voltage, confirm that the battery is fully charged. Refer to " HOW TO HANDLE BATTERY ". (4) Without ICC. (5) With ICC

Scheme 125

Scheme 126

Scheme 127

Scheme 128

Scheme 129

Scheme 130

Scheme 131

Scheme 132

DETAILED FLOW

1. GET INFORMATION FOR SYMPTOM Get the detailed information from the customer about the symptom (the condition and the environment when the incident/malfunction occurred) using the "Diagnostic Work Sheet". (Refer to " «DIAGNOSTIC WORK SHEET»(ref-657660-S01997588662014092100000) ".) Ask if the customer requests I/M examination. Malfunction information, obtained: GO TO 2. No Malfunction information, but a request for I/M examination: GO TO 13 .
2. CHECK DTC Check DTC of "All DTC Reading". Perform the following procedure if DTC is displayed. Record DTC and freeze frame data. (Print them out with CONSULT or GST.) Erase only DTC of "ENGINE". With CONSULT: Refer to "How to Erase DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-657660-S02421833882014092100000) ". Without CONSULT: Refer to "How to Erase Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-657660-S29573799342014092100000) ". Turn ignition switch OFF. Study the relationship between the cause detected by DTC and the symptom described by the customer. (Symptom Table is useful. Refer to " «SYMPTOM TABLE»(ref-657669-S02362413582014092100000) ".) Check related service bulletins for information. Are any symptoms described and any DTCs detected? Symptom is described, DTC is detected: GO TO 3. Symptom is described, DTC is not detected: GO TO 4 . Symptom is not described, DTC is detected: GO TO 5 .
3. CONFIRM THE SYMPTOM Try to confirm the symptom described by the customer (except MIL ON). Also study the normal operation and fail-safe related to the symptom. Refer to " «DESCRIPTION»(ref-657669-S42853121982014092100000) " and " «FAIL-SAFE»(ref-657660-S16834088232014092100000) ". Diagnosis Work Sheet is useful to verify the incident. Verify relation between the symptom and the condition when the symptom is detected. : GO TO 5 .
4. CONFIRM THE SYMPTOM Try to confirm the symptom described by the customer. Also study the normal operation and fail-safe related to the symptom. Refer to " «DESCRIPTION»(ref-657669-S42853121982014092100000) " and " «FAIL-SAFE»(ref-657660-S16834088232014092100000) ". Diagnosis Work Sheet is useful to verify the incident. Verify relation between the symptom and the condition when the symptom is detected. : GO TO 6 .
5. PERFORM DTC CONFIRMATION PROCEDURE Perform DTC CONFIRMATION PROCEDURE for the displayed DTC, and then make sure that DTC is detected again. If two or more DTCs are detected, refer to " «DTC INSPECTION PRIORITY CHART»(ref-657660-S17824226132014092100000) " and determine trouble diagnosis order. NOTE: Freeze frame data is useful if the DTC is not detected. Perform Component Function Check if DTC CONFIRMATION PROCEDURE is not included in this Service Information. This simplified check procedure is an effective alternative though DTC cannot be detected during this check. If the result of Component Function Check is NG, it is the same as the detection of DTC by DTC CONFIRMATION PROCEDURE. Is DTC detected? YES: GO TO 10 . NO: Check according to " «INTERMITTENT INCIDENT»(ref-657649-S33739261482014092100000) ".
6. PERFORM BASIC INSPECTION Perform " «WORK PROCEDURE»(ref-657660-S16380176452014092100000) ". Do you have CONSULT? YES: GO TO 7. NO: GO TO 9 .
7. PERFORM SPEC IN DATA MONITOR MODE With CONSULT Make sure that "MAS A/F SE-B1", "MAS A/F SE-B2", "B/FUEL SCHDL", "A/F ALPHA-B1" and "A/F ALPHA-B2" are within the SP value using CONSULT "SPEC" in "DATA MONITOR" mode of "ENGINE". Refer to " «COMPONENT FUNCTION CHECK»(ref-657660-S32133202752014092100000) ". Is the measurement value within the SP value? YES: GO TO 9 . NO: GO TO 8.
8. DETECT MALFUNCTIONING PART BY TROUBLE DIAGNOSIS - SPECIFICATION VALUE Detect malfunctioning part according to " «DIAGNOSIS PROCEDURE»(ref-657660-S35120847892014092100000) ". Is a malfunctioning part detected? YES: GO TO 11 . NO: GO TO 9.
9. DETECT MALFUNCTIONING SYSTEM BY SYMPTOM TABLE Detect malfunctioning system according to " «SYMPTOM TABLE»(ref-657669-S02362413582014092100000) " based on the confirmed symptom in step 4 , and determine the trouble diagnosis order based on possible causes and symptoms. : GO TO 10.
10. DETECT MALFUNCTIONING PART BY DIAGNOSIS PROCEDURE Inspect according to Diagnosis Procedure of the system. NOTE: The Diagnosis Procedure described is based on open circuit inspection. A short circuit inspection is also required for the circuit check in the Diagnosis Procedure. For details, refer to " «CIRCUIT INSPECTION»(ref-657649-S42754370632014092100000) ". Is a malfunctioning part detected? YES: GO TO 11. NO: Monitor input data from related sensors or check voltage of related ECM terminals using CONSULT. Refer to " «REFERENCE VALUE»(ref-657660-S06719384542014092100000) ".
11. REPAIR OR REPLACE THE MALFUNCTIONING PART Repair or replace the malfunctioning part. Reconnect parts or connectors disconnected during Diagnosis Procedure again after repair and replacement. Check DTC. If DTC is displayed, erase it. With CONSULT: Refer to "How to Erase DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-657660-S02421833882014092100000) ". Without CONSULT: Refer to "How to Erase Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-657660-S29573799342014092100000) ". : GO TO 12.
12. FINAL CHECK When DTC was detected in step 2 , perform DTC CONFIRMATION PROCEDURE or Component Function Check again, and then make sure that the malfunction have been completely repaired. When symptom was described from the customer, refer to confirmed symptom in step 3 or 4 , and make sure that the symptom is not detected. Is DTC detected and does symptom remain? YES-1: DTC is detected: GO TO 10 . YES-2: Symptom remains: GO TO 6 . NO-1: No request for I/M examination from the customer: Before returning the vehicle to the customer, always erase unnecessary DTC in ECM and TCM ( With CONSULT: Refer to "How to Read DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-657660-S02421833882014092100000) ", Without CONSULT: Refer to "How to Read Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-657660-S29573799342014092100000) "). NO-2: I/M examination, requested from the customer: GO TO 13.
13. PREPARE FOR I/M EXAMINATION Set SRT codes. Refer to " «DESCRIPTION»(ref-657660-S28086585532014092100000) ". Erase permanent DTCs. Refer to " «DESCRIPTION»(ref-657660-S14148068862014092100000) ". : INSPECTION END.

Work Procedure

1. SAVE ECM DATA With CONSULT Turn ignition switch OFF. Reconnect all harness connectors disconnected. Turn ignition switch ON. Select "SAVING DATA FOR REPLC CPU" in "WORK SUPPORT" mode of "ENGINE" using CONSULT. Follow the instruction of CONSULT display. NOTE: Necessary data in ECM is copied and saved to CONSULT. Go to Step 2 regardless of with or without success in saving data. : GO TO 2.
2. CHECK ECM PART NUMBER Check ECM part number to see whether it is blank ECM or not. NOTE: Part number of blank ECM is 23703 - xxxxx. Check part number when ordering ECM or the one included in the label on the container box. Is the ECM a blank ECM? YES: GO TO 3. NO: GO TO 5 .
3. SAVE ECM PART NUMBER Read out the part number from the old ECM and save the number, following the programming instructions. Refer to CONSULT Operation Manual. NOTE: The ECM part number is saved in CONSULT. Even when ECM part number is not saved in CONSULT, go to 4. : GO TO 4.
4. PERFORM ECM PROGRAMMING After replacing ECM, perform the ECM programming. Refer to CONSULT Operation Manual. NOTE: Refer to " «REMOVAL AND INSTALLATION»(ref-657669-S31567145272014092100000) " for replacement of ECM. During programming, maintain the following conditions: Ignition switch: ON Electric load: OFF Brake pedal: Not depressed Battery voltage: 12 - 13.5 V (Be sure to check the value of battery voltage by selecting "BATTERY VOLT" in "Data monitor" of CONSULT.) : GO TO 6 .
5. REPLACE ECM Replace ECM. Refer to " «REMOVAL AND INSTALLATION»(ref-657669-S31567145272014092100000) ". : GO TO 6.
6. PERFORM INITIALIZATION OF IVIS (NATS) SYSTEM AND REGISTRATION OF ALL IVIS (NATS) IGNITION KEY IDS Refer to " «ECM: WORK PROCEDURE»(ref-657687-S12498617702014092100000) ". : GO TO 7.
7. CHECK ECM DATA STATUS Check if the data is successfully copied from the ECM at Step 1 (before replacement) and saved in CONSULT. Is the data saved successfully? YES: GO TO 8. NO: GO TO 9 .
8. WRITE ECM DATA With CONSULT Select "WRITING DATA FOR REPLC CPU" in "WORK SUPPORT" mode of "ENGINE" using CONSULT. Follow the instruction of CONSULT display. NOTE: The data saved by "SAVING DATA FOR REPLC CPU" is written to ECM. : GO TO 10 .
9. PERFORM VIN REGISTRATION Refer to " «WORK PROCEDURE»(ref-657660-S40552099892014092100000) ". : GO TO 10.
10. PERFORM ACCELERATOR PEDAL RELEASED POSITION LEARNING Refer to " «WORK PROCEDURE»(ref-657660-S05651331822014092100000) ". : GO TO 11.
11. PERFORM THROTTLE VALVE CLOSED POSITION LEARNING Refer to " «WORK PROCEDURE»(ref-657660-S41908675562014092100000) ". : GO TO 12.
12. PERFORM IDLE AIR VOLUME LEARNING Refer to " «WORK PROCEDURE»(ref-657660-S13844869402014092100000) ". : END

1. START Check that accelerator pedal is fully released. Turn ignition switch ON and wait at least 2 seconds. Turn ignition switch OFF and wait at least 10 seconds. Turn ignition switch ON and wait at least 2 seconds. Turn ignition switch OFF and wait at least 10 seconds. : END

1. START WITH CONSULT Turn ignition switch ON. Select "CLSD THL POS LEARN" in "WORK SUPPORT" mode. Follow the instructions on the CONSULT display. Turn ignition switch OFF and wait at least 10 seconds. Check that throttle valve moves during the above 10 seconds by confirming the operating sound. WITHOUT CONSULT Start the engine. NOTE: Coolant temperature is less than 25°C (77°F) before engine starts. Warm up the engine. NOTE: Warm up the engine until "COOLAN TEMP/S" on "DATA MONITOR" of CONSULT reaches more than 65°C (149°F). Turn ignition switch OFF and wait at least 10 seconds. NOTE: Check that throttle valve moves during the above 10 seconds by confirming the operating sound. : END

1. START With CONSULT Start engine and warm it up to normal operating temperature. Select "SELF-LEARNING CONT" in "WORK SUPPORT" mode with CONSULT. Clear mixture ratio self-learning value by touching "CLEAR". With GST Start engine and warm it up to normal operating temperature. Turn ignition switch OFF. Disconnect mass air flow sensor harness connector. Restart engine and let it idle for at least 5 seconds. Stop engine and reconnect mass air flow sensor harness connector. Select Service $03 with GST. Check that DTC P0102 is detected. Select Service $04 with GST to erase the DTC P0102. : END

1. CHECK VIN Check the VIN of the vehicle and note it. Refer to " «IDENTIFICATION PLATE»(ref-657649-S20585748472014092100000) ". : GO TO 2.
2. PERFORM VIN REGISTRATION With CONSULT Turn ignition switch ON with engine stopped. Select "VIN REGISTRATION" in "WORK SUPPORT" mode. Follow the instructions on the CONSULT display. : END

FUEL PRESSURE RELEASE

With CONSULT

1. Turn ignition switch ON.
2. Perform " «FUEL PRESSURE RELEASE»(ref-657660-S00912453652014092100000) " in "WORK SUPPORT" mode with CONSULT.
3. Start engine.
4. After engine stalls, crank it 2 or 3 times to release all fuel pressure.
5. Turn ignition switch OFF.

Without CONSULT

Scheme 133

1. Remove fuel pump fuse (2) located in IPDM E/R (1).
2. Start engine.
3. After engine stalls, crank it 2 or 3 times to release all fuel pressure.
4. Turn ignition switch OFF.
5. Reinstall fuel pump fuse after servicing fuel system.

FUEL PRESSURE CHECK

Note. Prepare pans or saucers under the disconnected fuel line because the fuel may spill out. The fuel pressure cannot be completely released because this models do not have fuel return system. Be careful not to scratch or get the fuel hose connection area dirty when servicing, so that the quick connector o-ring maintains seal ability. Use Fuel Pressure Gauge Kit [SST: - (J-44321)] and Fuel Pressure Adapter [SST: - (J-44321-6)] to check fuel pressure.

Scheme 134

1. Release fuel pressure to zero.
2. Remove fuel hose using Quick Connector Release [SST: - (J-45488)]. Do not twist or kink fuel hose because it is plastic hose. Do not remove fuel hose (1) from quick connector. Keep fuel hose connections clean.
3. Install Fuel Pressure Adapter [SST: - (J-44321-6)] (B) and Fuel Pressure Gauge kit [SST: - (J44321)] (A) as shown in the figure below. Do not distort or bend fuel rail tube when installing fuel pressure gauge adapter. When reconnecting fuel hose, check the original fuel hose for damage and abnormality.
4. Turn ignition switch ON (reactivate fuel pump) and check for fuel leakage.
5. Start engine and check for fuel leakage.
6. Read the indication of fuel pressure gauge kit [SST: - (J-44321)]. During fuel pressure check, check for fuel leakage from fuel connection every 3 minutes. At idling: Approximately 350 kPa (3.57 kg/cm 2 , 51 psi)
7. If result is unsatisfactory, go to next step.
8. Check the following. Fuel hoses and fuel tubes for clogging Fuel filter for clogging Fuel pump Fuel pressure regulator for clogging
9. If OK, replace fuel pressure regulator. If NG, repair or replace malfunctioning part.
10. Before disconnecting Fuel Pressure Gauge kit [SST: - (J-44321)] and Fuel Pressure Adapter [SST: - (J-44321-6)], release fuel pressure to zero.

In order to set all SRTs, the self-diagnoses as in the "SRT ITEM" table must have been performed at least once. Each diagnosis may require actual driving for a long period of time under various conditions.

SRT ITEM

The table below shows required self-diagnostic items to set the SRT to "CMPLT".

SRT SERVICE PROCEDURE

If a vehicle has failed the state emissions inspection due to one or more SRT items indicating "INCMP", review the flowchart diagnostic sequence, referring to the following flowchart.

Scheme 135

SRT Set Driving Pattern

Scheme 136

1. The time required for each diagnosis varies with road surface conditions, weather, altitude, individual driving habits, etc.
2. "Zone A" is the fastest time where required for the diagnosis under normal conditions*. If the diagnosis is not completed within "Zone A", the diagnosis can still be performed within "Zone B".

*: Normal conditions

1. Sea level
2. Flat road
3. Ambient air temperature: 20 - 30°C (68 - 86°F)

Note. Diagnosis is performed as quickly as possible under normal conditions. However, under other conditions, diagnosis may also be performed. [For example: ambient air temperature other than 20 - 30°C (68 - 86°F)]

Scheme 137

Scheme 138

1. CHECK DTC Check DTC. Is any DTC detected? YES: Repair malfunction(s) and erase DTC. Refer to " «DTC INDEX»(ref-657660-S27550410972014092100000) ". NO: GO TO 2.
2. CHECK SRT STATUS With CONSULT Select "SRT STATUS" in "DTC & SRT CONFIRMATION" mode with CONSULT. Without CONSULT Perform "SRT status" mode with " «ON BOARD DIAGNOSIS FUNCTION»(ref-657660-S29573799342014092100000) ". With GST Select Service $01 with GST. Is SRT code(s) set? YES: GO TO 12 . NO-1: With CONSULT: GO TO 3. NO-2: Without CONSULT: GO TO 4 .
3. DTC CONFIRMATION PROCEDURE Select "SRT WORK SUPPORT" in "DTC & SRT CONFIRMATION" mode with CONSULT. For SRT(s) that is not set, perform the corresponding "DTC CONFIRMATION PROCEDURE" according to the "Performance Priority" in the "SRT ITEM" table. Refer to " «DESCRIPTION»(ref-657660-S28086585532014092100000) ". Check DTC. Is any DTC detected? YES: Repair malfunction(s) and erase DTC. Refer to " «DTC INDEX»(ref-657660-S27550410972014092100000) ". NO: GO TO 11 .
4. PERFORM ROAD TEST Check the "Performance Priority" in the "SRT ITEM" table. Refer to " «DESCRIPTION»(ref-657660-S28086585532014092100000) ". Perform the most efficient SRT set driving pattern to set the SRT properly. Refer to " «SRT SET DRIVING PATTERN»(ref-657660-S03822078812014092100000) ". In order to set all SRTs, the SRT set driving pattern must be performed at least once. : GO TO 5.
5. PATTERN 1 Check the vehicle condition; Engine coolant temperature is -10 to 35°C (14 to 95°F). Fuel tank temperature is more than 0°C (32°F). Start the engine. Keep engine idling until the engine coolant temperature is greater than 70°C (158°F) NOTE: ECM terminal voltage is follows; Engine coolant temperature -10 to 35°C (14 to 95°F): 3.0 - 4.3 V 70°(158°F): Less than 4.1 V Fuel tank temperature: Less than 1.4 V Refer to " «REFERENCE VALUE»(ref-657660-S06719384542014092100000) ". : GO TO 6.
6. PATTERN 2 Drive the vehicle. And depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH), then release the accelerator pedal and keep it released for more than 10 seconds. Depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH) again NOTE: Checking the vehicle speed with GST is advised. When steady-state driving is performed again even after it is interrupted, each diagnosis can be conducted. In this case, the time required for diagnosis may be extended. : GO TO 7.
7. PATTERN 3 Operate vehicle following the driving pattern shown in the figure below. Release the accelerator pedal during deceleration of vehicle speed from 90 km/h (56 MPH) to 0 km/h (0 MPH). : GO TO 8.
8. PATTERN 4 Operate vehicle, following the driving pattern shown in the figure below. Drive the vehicle in a proper gear at 60 km/h (38 MPH) and maintain the speed. Release the accelerator pedal fully at least 5 seconds. Repeat the above two steps at least 5 times. : GO TO 9.
9. PATTERN 5 The accelerator pedal must be held very steady during steady-state driving. If the accelerator pedal is moved, the test must be conducted again. : GO TO 10.
10. PATTERN 6 Cool down the engine so that the engine coolant temperature lowers between 15 - 35°C (59 - 95°F). CAUTION: Never turn the ignition switch ON while cooling down the engine. Engine coolant temperature at engine start is between 15 - 35°C (59 - 95°F) and has lowered 45°C (113°F) or more since the latest engine stop. : GO TO 11.
11. CHECK SRT STATUS With CONSULT Select "SRT STATUS" in "DTC & SRT CONFIRMATION" mode with CONSULT. Without CONSULT Perform "SRT status" mode with " «ON BOARD DIAGNOSIS FUNCTION»(ref-657660-S29573799342014092100000) ". With GST Select Service $01 with GST. Is SRT(s) set? YES: GO TO 12. NO: Call TECH LINE or take appropriate action.
12. CHECK PERMANENT DTC NOTE: Permanent DTC cannot be checked with a tool other than CONSULT or GST. With CONSULT Select "SRT STATUS" in "DTC & SRT CONFIRMATION" mode with CONSULT. With GST Select Service $0A with GST. Is permanent DTC(s) detected? YES: Proceed to " «DESCRIPTION»(ref-657660-S14148068862014092100000) ". NO: END

When a DTC is stored in ECM

When a DTC is stored in ECM and MIL is ON, a permanent DTC is erased with MIL shut-off if the same malfunction is not detected after performing the driving pattern for MIL shut-off three times in a raw.

Scheme 139

When a DTC is not stored in ECM

The erasing method depends on a permanent DTC stored in ECM. Refer to the following table.

Note. If the applicable permanent DTC includes multiple groups, perform the procedure of Group B first. If the permanent DTC is not erased, perform the procedure of Group A.

Component Function Check

1. START Check that all of the following conditions are satisfied. Vehicle driven distance: More than 5, 000 km (3, 107 miles) Barometric pressure: 98.3 - 104.3 kPa (1.003 - 1.064 kg/cm 2 , 14.25 - 15.12 psi) Atmospheric temperature: 20 - 30°C (68 - 86°F) Engine coolant temperature: 75 - 95°C (167 - 203°F) Transmission: Warmed-up After the engine is warmed up to normal operating temperature, drive vehicle until "FLUID TEMP SE" (CVT fluid temperature sensor signal) indicates more than 60°C (140°F). Electrical load: Not applied Rear window defogger switch, air conditioner switch lighting switch are OFF. Steering wheel is straight ahead. Engine speed: Idle : GO TO 2.
2. PERFORM "SPEC" OF "DATA MONITOR" MODE With CONSULT NOTE: Perform "SPEC" in "DATA MONITOR" mode in maximum scale display. Perform basic inspection. Refer to " «WORK PROCEDURE»(ref-657660-S16380176452014092100000) ". Select "B/FUEL SCHDL", "A/F ALPHA-B1", "A/F ALPHA-B2" and "MAS A/F SE-B1" in "SPEC" of "DATA MONITOR" mode with CONSULT. Check that monitor items are within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: Proceed to " «DIAGNOSIS PROCEDURE»(ref-657660-S35120847892014092100000) ".

Scheme 140

Scheme 141

DETAILED PROCEDURE

1. CHECK "A/F ALPHA-B1", "A/F ALPHA-B2" With CONSULT Start engine. Confirm that the testing conditions are met. Refer to " «COMPONENT FUNCTION CHECK»(ref-657660-S32133202752014092100000) ". Select "A/F ALPHA-B1", "A/F ALPHA-B2" in "SPEC" of "DATA MONITOR" mode, and check that each indication is within the SP value. NOTE: Check "A/F ALPHA-B1", "A/F ALPHA-B2" for approximately 1 minute because they may fluctuate. It is NG if the indication is out of the SP value even a little. Is the measurement value within the SP value? YES: GO TO 17 . NO-1: Less than the SP value: GO TO 2. NO-2: More than the SP value: GO TO 3 .
2. CHECK "B/FUEL SCHDL" Select "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and check that the indication is within the SP value. Is the measurement value within the SP value? YES: GO TO 4 . NO: More than the SP value: GO TO 19 .
3. CHECK "B/FUEL SCHDL" Select "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and check that the indication is within the SP value. Is the measurement value within the SP value? YES: GO TO 6 . NO-1: More than the SP value: GO TO 6 . NO-2: Less than the SP value: GO TO 25 .
4. CHECK "A/F ALPHA-B1", "A/F ALPHA-B2" Stop the engine. Disconnect PCV hose, and then plug it. Start engine. Select "A/F ALPHA-B1", "A/F ALPHA-B2" in "SPEC" of "DATA MONITOR" mode, and check that each indication is within the SP value. Is the measurement value within the SP value? YES: GO TO 5. NO: GO TO 6 .
5. CHANGE ENGINE OIL Stop the engine. Change engine oil. NOTE: This symptom may occur when a large amount of gasoline is mixed with engine oil because of driving conditions (such as when engine oil temperature does not rise enough since a journey distance is too short during winter). The symptom will not be detected after changing engine oil or changing driving conditions. : INSPECTION END
6. CHECK FUEL PRESSURE Check fuel pressure. (Refer to " «WORK PROCEDURE»(ref-657660-S03940891962014092100000) ".) Is the inspection result normal? YES: GO TO 9 . NO-1: Fuel pressure is too high: Replace "fuel filter and fuel pump assembly", refer to " «EXPLODED VIEW»(ref-657678-S42944034142014092100000) ", and then GO TO 8 . NO-2: Fuel pressure is too low: GO TO 7.
7. DETECT MALFUNCTIONING PART Check fuel hoses and fuel tubes for clogging. Is the inspection result normal? YES: Replace "fuel filter and fuel pump assembly", refer to " «EXPLODED VIEW»(ref-657678-S42944034142014092100000) ", and then GO TO 8. NO: Repair or replace malfunctioning part and then GO TO 8.
8. CHECK "A/F ALPHA-B1", "A/F ALPHA-B2" Start engine. Select "A/F ALPHA-B1", "A/F ALPHA-B2" in "SPEC" of "DATA MONITOR" mode, and check that each indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: GO TO 9.
9. PERFORM POWER BALANCE TEST Perform "POWER BALANCE" in "ACTIVE TEST" mode. Check that the each cylinder produces a momentary engine speed drop. Is the inspection result normal? YES: GO TO 12 . NO: GO TO 10.
10. DETECT MALFUNCTIONING PART Check the following below. Ignition coil and its circuit (Refer to " «COMPONENT FUNCTION CHECK»(ref-657669-S40084598522014092100000) ".) Fuel injector and its circuit (Refer to " «COMPONENT FUNCTION CHECK»(ref-657669-S01380795152014092100000) ".) Intake air leakage Low compression pressure (Refer to " «ON-VEHICLE SERVICE»(ref-657655-S00280298572014092100000) ".) Is the inspection result normal? YES: Replace fuel injector, refer to " «EXPLODED VIEW»(ref-657655-S07289416802014092100000) ", and then GO TO 11. NO: Repair or replace malfunctioning part and then GO TO 11.
11. CHECK "A/F ALPHA-B1", "A/F ALPHA-B2" Start engine. Select "A/F ALPHA-B1", "A/F ALPHA-B2" in "SPEC" of "DATA MONITOR" mode, and check that each indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: GO TO 12.
12. CHECK A/F SENSOR 1 FUNCTION Perform all DTC CONFIRMATION PROCEDURE related with A/F sensor 1. For DTC P0130, P0150, refer to " «DTC LOGIC»(ref-657669-S02204056722014092100000) ". For DTC P0131, P0151, refer to " «DTC LOGIC»(ref-657669-S26368668122014092100000) ". For DTC P0132, P0152, refer to " «DTC LOGIC»(ref-657669-S15892965022014092100000) ". For DTC P014C, P014D, P014E, P014F, P015A, P015B, P015C, P015D, refer to " «DTC LOGIC»(ref-657669-S38807773932014092100000) ". For DTC P2096, P2097, P2098, P2099, refer to " «DTC LOGIC»(ref-657669-S24638879572014092100000) ". Are any DTCs detected? YES: GO TO 15 . NO: GO TO 13.
13. CHECK A/F SENSOR 1 CIRCUIT Perform Diagnostic Procedure according to corresponding DTC. : GO TO 14.
14. CHECK "A/F ALPHA-B1", "A/F ALPHA-B2" Start engine. Select "A/F ALPHA-B1", "A/F ALPHA-B2" in "SPEC" of "DATA MONITOR" mode, and check that each indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: GO TO 15.
15. DISCONNECT AND RECONNECT ECM HARNESS CONNECTOR Stop the engine. Disconnect ECM harness connector. Check pin terminal and connector for damage, and then reconnect it. : GO TO 16.
16. CHECK "A/F ALPHA-B1", "A/F ALPHA-B2" Start engine. Select "A/F ALPHA-B1", "A/F ALPHA-B2" in "SPEC" of "DATA MONITOR" mode, and check that each indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: Detect malfunctioning part according to " «SYMPTOM TABLE»(ref-657669-S02362413582014092100000) ".
17. CHECK "B/FUEL SCHDL" Select "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and check that the indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO-1: More than the SP value: GO TO 18. NO-2: Less than the SP value: GO TO 25 .
18. DETECT MALFUNCTIONING PART Check for the cause of large engine friction. Refer to the following. Engine oil level is too high Engine oil viscosity Belt tension of power steering, alternator, A/C compressor, etc. is excessive Noise from engine Noise from transmission, etc. Check for the cause of insufficient combustion. Refer to the following. Valve clearance malfunction Intake valve timing control function malfunction Camshaft sprocket installation malfunction, etc. : Repair or replace malfunctioning part, and then GO TO 30 .
19. CHECK INTAKE SYSTEM Check for the cause of uneven air flow through mass air flow sensor. Refer to the following. Crushed air ducts Malfunctioning seal of air cleaner element Uneven dirt of air cleaner element Improper specification of intake air system Is the inspection result normal? YES: GO TO 21 . NO: Repair or replace malfunctioning part, and then GO TO 20.
20. CHECK "A/F ALPHA-B1", "A/F ALPHA-B2", AND "B/FUEL SCHDL" Select "A/F ALPHA-B1", "A/F ALPHA-B2", and "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and check that each indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: "B/FUEL SCHDL" is more, "A/F ALPHA-B1", "A/F ALPHA-B2" are less than the SP value: GO TO 21.
21. DISCONNECT AND RECONNECT MASS AIR FLOW SENSOR HARNESS CONNECTOR Stop the engine. Disconnect mass air flow sensor harness connector. Check pin terminal and connector for damage and then reconnect it again. : GO TO 22.
22. CHECK "A/F ALPHA-B1", "A/F ALPHA-B2" Start engine. Select "A/F ALPHA-B1", "A/F ALPHA-B2" in "SPEC" of "DATA MONITOR" mode, and check that each indication is within the SP value. Is the measurement value within the SP value? YES: Detect malfunctioning part of mass air flow sensor circuit and repair it. Refer to " «DIAGNOSIS PROCEDURE»(ref-657669-S35033137382014092100000) ". Then GO TO 29 . NO: GO TO 23.
23. CHECK "MAS A/F SE-B1" Select "MAS A/F SE-B1" in "SPEC" of "DATA MONITOR" mode, and check that the indication is within the SP value. Is the measurement value within the SP value? YES: GO TO 24. NO: More than the SP value: Replace mass air flow sensor, refer to " «EXPLODED VIEW»(ref-657655-S35343396792014092100000) ", and then GO TO 29 .
24. REPLACE ECM Replace ECM. Refer to " «REMOVAL AND INSTALLATION»(ref-657669-S31567145272014092100000) ". : GO TO 29 .
25. CHECK INTAKE SYSTEM Check for the cause of uneven air flow through mass air flow sensor. Refer to the following. Crushed air ducts Malfunctioning seal in air cleaner element Uneven dirt in air cleaner element Improper specification in intake air system Is the inspection result normal? YES: GO TO 27 . NO: Repair or replace malfunctioning part, and then GO TO 26.
26. CHECK "B/FUEL SCHDL" Select "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and check that the indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: Less than the SP value: GO TO 27.
27. CHECK "MAS A/F SE-B1" Select "MAS A/F SE-B1" in "SPEC" of "DATA MONITOR" mode, and check that the indication is within the SP value. Is the measurement value within the SP value? YES: GO TO 28. NO: Less than the SP value: Replace mass air flow sensor, refer to " «EXPLODED VIEW»(ref-657655-S35343396792014092100000) ", and then GO TO 30 .
28. CHECK INTAKE SYSTEM Check for the cause of air leakage after the mass air flow sensor. Refer to the following. Disconnection, looseness, and cracks in air duct Looseness of oil filler cap Disconnection of oil level gauge Open stuck, breakage, hose disconnection, or cracks in PCV valve Disconnection or cracks in EVAP purge hose, stuck open EVAP canister purge volume control solenoid valve Malfunctioning seal in rocker cover gasket Disconnection, looseness, or cracks in hoses, such as a vacuum hose, connecting to intake air system parts Malfunctioning seal in intake air system, etc. : GO TO 30 .
29. CHECK "A/F ALPHA-B1", "A/F ALPHA-B2", AND "B/FUEL SCHDL" Select "A/F ALPHA-B1", "A/F ALPHA-B2", and "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and check that each indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: Detect malfunctioning part according to " «SYMPTOM TABLE»(ref-657669-S02362413582014092100000) ".
30. CHECK "B/FUEL SCHDL" Select "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and then check that the indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: Detect malfunctioning part according to " «SYMPTOM TABLE»(ref-657669-S02362413582014092100000) ".