Engine Control System (Fuel System (G6EA - Gsl 2.7L)): Other Kia Optima II

3) MIL ILLUMINATION

When the ECM or PCM detects a malfunction related emission during the first driving cycle, the DTC and engine data are stored in the freeze frame memory. The MIL is illuminated only when the ECM or PCM detects the same malfunction related to the DTC in two consecutive driving cycles.

4) MIL ELIMINATION

1. Misfire and Fuel System Malfunctions: For misfire or fuel system malfunctions, the MIL may be eliminated if the same fault does not reoccur during monitoring in three subsequent sequential driving cycles in which conditions are similar to those under which the malfunction was first detected.
2. All Other Malfunctions: For all other faults, the MIL may be extinguished after three subsequent sequential driving cycles during which the monitoring system responsible for illuminating the MIL functions without detecting the malfunction and if no other malfunction has been identified that would independently illuminate the MIL according to the requirements outlined above.

5) ERASING A FAULT CODE

The diagnostic system may erase a fault code if the same fault is not re-registered in at least 40 engine warm-up cycles, and the MIL is not illuminated for that fault code.

6) K-LINE

1. Bidirectional line
2. K-Line is defined as the line which provides information in a serial digital form from ECM or PCM to the diagnostic tester. K-Line is used bidirectionally, in which case it may carry commands or data from the diagnostic tester to the ECM or PCM. K-Line is also used to initialize the serial communication.

7) DRIVING CYCLE

A driving cycle consists of engine start up, and engine shut off.

8) WARM-UP CYCLE

A warm-up cycle means sufficient vehicle operation such that the engine coolant temperature has risen by at least 40 degrees Fahrenheit from engine starting and reaches a minimum temperature of at least 160 degrees Fahrenheit.

9) TRIP CYCLE

A trip means vehicle operation (following an engine-off period) of duration and driving mode such that all components and systems are monitored at least once by the diagnostic system except catalyst efficiency or evaporative system monitoring when a steady-speed check is used, subject to the limitation that the manufacturer-defined trip monitoring conditions shall all be encountered at least once during the first engine start portion of the applicable FTP cycle.

11) FREEZE FRAME DATA

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

1. Freeze Frame List Calculated Load Value Engine RPM Fuel Trim Fuel Pressure (if available) Vehicle Speed (if available) Coolant Temperature Intake Manifold Pressure (if available) Closed-or Open-loop operation Fault code

1) CATALYST MONITORING

The catalyst efficiency monitor is a self-test strategy within the ECM or PCM that uses the downstream Heated Oxygen Sensor (HO2S) to determine when a catalyst has fallen below the minimum level of effectiveness in its ability to control exhaust emission.

2) MISFIRE MONITORING

Misfire is defined as the lack of proper combustion in the cylinder due to the absence of spark, poor fuel metering, or poor compression. Any combustion that does not occur within the cylinder at the proper time is also a misfire. The misfire detection monitor detects fuel, ignition or mechanically induced misfires. The intent is to protect the catalyst from permanent damage and to alert the customer of an emission failure or an inspection maintenance failure by illuminating the MIL. When a misfire is detected, special software called freeze frame data is enabled. The freeze frame data captures the operational state of the vehicle when a fault is detected from misfire detection monitor strategy.

3) FUEL SYSTEM MONITORING

The fuel system monitor is a self-test strategy within the ECM or PCM that monitors the adaptive fuel table The fuel control system uses the adaptive fuel table to compensate for normal variability of the fuel system components caused by wear or aging. During normal vehicle operation, if the fuel system appears biased lean or rich, the adaptive value table will shift the fuel delivery calculations to remove bias.

4) ENGINE COOLING SYSTEM MONITORING

The cooling system monitoring is a self-test strategy within the ECM or PCM that monitors ECTS (Engine Coolant Temperature Sensor) and thermostat about circuit continuity, output range, rationality faults.

5) O2 SENSOR MONITORING

OBD-II regulations require monitoring of the upstream Heated O2 Sensor (H2OS) to detect if the deterioration of the sensor has exceeded thresholds. An additional HO2S is located downstream of the Warm-Up Three Way Catalytic Converter (WU-TWC) to determine the efficiency of the catalyst.

Although the downstream H2OS is similar to the type used for fuel control, it functions differently. The downstream HO2S is monitored to determine if a voltage is generated. That voltage is compared to a calibrated acceptable range.

6) EVAPORATIVE EMISSION SYSTEM MONITORING

The EVAP. monitoring is a self-test strategy within the ECM or PCM that tests the integrity of the EVAP. system. The complete evaporative system detects a leak or leaks that cumulatively are greater than or equal to a leak caused by a 0.040 inch and 0.020 inch diameter orifice.

7) AIR CONDITIONING SYSTEM MONITORING

The A/C system monitoring is a self-test strategy within the ECM or PCM that monitors malfunction of all A/C system components at A/C ON.

8) COMPREHENSIVE COMPONENTS MONITORING

The comprehensive components monitoring is a self-test strategy within the ECM or PCM that detects fault of any electronic powertrain components or system that provides input to the ECM or PCM and is not exclusively an input to any other OBD-II monitor.

Scheme 82

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Scheme 86

[THROTTLE POSITION SENSOR]

VOLTAGE OUTPUT CHART

SENSOR RESISTANCE CHART

Scheme 87

[ETC MOTOR]

SENSOR RESISTANCE SPECIFICATION

Scheme 88

FAIL-SAFE MODE

FAIL-SAFE MODE

Scheme 89

1. Connect a scan tool on Diagnosis Link Connector (DLC).
2. Start engine and check output voltages of TPS 1 and 2 at C.T. and W.O.T. VOLTAGE OUTPUT CHART Condition Output Voltage (V) TPS 1 TPS 2 C.T. 0.25-0.9 V Min. 4.0 V W.O.T. Min. 4.0 V 0.25-0.9V
3. Turn ignition switch OFF and disconnect the scan tool from the DLC.
4. Disconnect ETC module connector and measure resistance between ETC module terminals 4 and 1 (TPS 1).
5. Measure resistance between ETC module terminals 7 and 6 (TPS 2).

Specification: Refer to SPECIFICATION .

Scheme 90

1. Disconnect ETC module connector and measure resistance between ETC module terminals 5 and 8. Specification: Refer to «SPECIFICATION»(ref-266013-S30640359582007092700000) .

ETC SYSTEM INITIALIZATION

1. Erase DTC(s) memorized in PCM with a scan tool.
2. Turn ignition switch off and wait for about 10 seconds.
3. Turn ignition switch on for more then 1 second. (At this time, the PCM records initial position of ETC motor on its EEPROM).

[BANK AND ITS COLOR]

BANK AND ITS COLOR

CONNECTOR [C201-1]

CONNECTOR TERMINAL REFERENCE - C201-1

CONNECTOR [C201-2]

CONNECTOR TERMINAL REFERENCE - C201-2

CONNECTOR TERMINAL INPUT/OUTPUT SIGNAL REFERENCE - C201-1

CONNECTOR TERMINAL INPUT/OUTPUT SIGNAL REFERENCE - C201-2

Scheme 91

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Scheme 96

1. TEST PCM GROUND CIRCUIT: Measure resistance between PCM and chassis ground using the backside of PCM harness connector as PCM side check point. If the problem is found, repair it. Specification (Resistance): 1ohms or less
2. TEST PCM CONNECTOR: Disconnect the PCM connector and visually check the ground terminals on PCM side and harness side for bent pins or poor contact pressure. If the problem is found, repair it.
3. If problem is not found in Step 1 and 2 , the PCM could be faulty. If so, replace the PCM with a new one, and then check the vehicle again. If the vehicle operates normally then the problem was likely with the PCM.
4. RE-TEST THE ORIGINAL PCM: Install the original PCM (may be broken) into a known-good vehicle and check the vehicle. If the problem occurs again, replace the original PCM with a new one. If problem does not occur, this is intermittent problem (Refer to «INTERMITTENT PROBLEM INSPECTION PROCEDURE»(ref-266012-S14232454212007092700000) ).

VIN PROGRAMMING PROCEDURE

VIN (Vehicle Identification Number) is a number that has the vehicle's information (Maker, Vehicle Type, Vehicle Line/Series, Body Type, Engine Type, Transmission Type, Model Year, Plant Location and so forth. For more information, please refer to GENERAL INFORMATION . When replacing an ECM, the VIN must be programmed in the ECM. If there is no VIN in ECM memory, the fault code (DTC P0630) is set.

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1. Select "Vehicle" and "Engine" (For example, SEDONA 3.5L V6).
2. Select "VIN WRITING".
3. Check the ECM status. NOTE: VIRGIN: VIN is not programmed LEARNT: VIN has been already programmed Is the ECM status "VIRGIN"? YES : --> Go to next step 4. NO : --> END
4. Write the VIN with cursor, function and number keys. WARNING: Before pressing the "ENTER" key, confirm the VIN again because the programmed VIN cannot be changed.
5. After verifying the written VIN, press the "ENTER" key.
6. Turn the ignition switch OFF, then back ON.
7. Verify the programmed VIN in the ECM memory.