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Engine Control System (Diagnostic Codes (P1604-P2610) & Circuit Tests)): Diagnosis Lexus GX J150

Testing & Diagnostics 49 illustrations ~31444 words

INSPECTION PROCEDURE

HINT

  1. In contrast to normal malfunction diagnosis for components, circuits and systems, DTC P1604 is used to determine the malfunctioning area from the problem symptoms and freeze frame data when the user mentions problems such as starting difficulty. As these DTCs can be stored as a result of certain user actions, even if these DTCs are output, if the customer makes no mention of problems, clear these DTCs without performing any troubleshooting and return the vehicle to the customer.
  2. If any other DTCs are output, perform troubleshooting for those DTCs first.
  3. When the Data List item "Immobiliser Fuel Cut" is ON, the engine cannot be started.
  4. Read freeze frame data using the Techstream. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.
  5. When confirming the freeze frame data, be sure to check all 5 sets of freeze frame data. Refer to «FREEZE FRAME DATA»(ref-524126-S18115652042013012800000) .
  6. When confirming freeze frame data, if there are multiple items related to the cause of the malfunction, perform troubleshooting for all related items.
  7. Try to start the vehicle under the conditions recorded in the freeze frame data which were present when the malfunction occurred. Confirm the data at this time and compare it with the freeze frame data.
  8. If the malfunction does not reoccur, carefully check the vehicle conditions from when the malfunction occurred using freeze frame data.
  9. When performing inspections, jiggle the relevant wire harnesses and connectors in an attempt to reproduce malfunctions that do not always occur.
  10. If the same inspection or replacement procedure appears 2 times when performing an inspection procedure, it is not necessary to repeat the procedure the second time.

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  1. Malfunction Recurrence and Inspection Areas Freeze frame data exists, but the malfunction (starting difficulty) has not reoccurred and the malfunction conditions are unknown. The engine speed recorded in the freeze frame data is 0 rpm (the engine does not crank). HINT: One of the following problems may be present: battery depletion, excess engine friction, a starter malfunction or a crankshaft position sensor malfunction. If the battery voltage is less than 6 V during cranking, there is a high probability that engine friction is abnormal. If the battery voltage drops to 5 V or less when starting the engine, the battery may be malfunctioning. If the battery voltage fluctuates while cranking the engine, it can be concluded that cranking is being performed. When the engine speed is 0 rpm, the crankshaft position sensor and/or ECM may be malfunctioning. All engine speeds recorded in the freeze frame data are between 60 and 250 rpm (the engine cranks but there is no combustion). HINT: If the engine speed is between 60 and 250 rpm (no initial combustion), there may be a wiring problem or a complete failure of an ignition or fuel system part. Due to an engine coolant temperature sensor malfunction, the fuel injection volume is extremely high or low and the engine may not be able to be started. The engine speed recorded in the freeze frame data is 250 rpm or higher (the initial combustion and starter turnoff timing is too late). HINT: If the engine speed is 250 rpm or higher (combustion occurs but the initial combustion and starter turnoff timing is too late), the fuel injection volume is often incorrect (too low or too high) and determining the cause of the malfunction is often difficult. Due to an engine coolant temperature sensor malfunction, the fuel injection volume is extremely high or low and engine starting trouble may occur. If Long FT is incorrect, there may be a fuel supply problem due to the injectors or fuel pump being clogged, etc. If the engine cranking speed is too high, compression loss may have occurred due to carbon interfering with the valve operation. When the malfunction (starting difficulty) can be reproduced, or malfunction conditions are known, perform the following inspections ("Problem Symptoms" and "Systems to Inspect"). Problem Symptoms The engine does not crank. HINT: The starter is normal if a noise that indicates the starter pinion gear is extending is heard. The battery may be fully depleted or there may be excess engine friction. The engine cranking speed is abnormal. HINT: If the engine cranking speed is too high (for example, 300 rpm or higher with no combustion), compression loss may have occurred because carbon interfered with valve operation, etc. There is no initial combustion. HINT: If there is no initial combustion, there is probably a wiring problem or an ignition or fuel system part malfunction. The engine stalls after starter turnoff. HINT: If the engine stalls after starter turnoff, the air-fuel ratio may be incorrect or the VVT may have a problem returning. The initial combustion and starter turnoff occur late. HINT: If the initial combustion and starter turnoff occur late, the fuel injection volume is probably incorrect (too low or too high). HINT: Causes of fuel system malfunctions according to conditions present at the time of the malfunction. When 2 to 3 minutes have elapsed after stopping the engine: Fuel pressure loss due to the pressure regulator failing to maintain the fuel pressure. When 15 to 120 minutes have elapsed after stopping the engine: Problem with fuel injector fuel seal. When a long time has elapsed after stopping the engine: Pressure regulator is stuck open. Systems to Inspect Intake system Ignition system Fuel system
  2. INSPECTION FLOW Freeze frame data exists, but the malfunction (starting difficulty) has not reoccurred and the malfunction conditions are unknown. Freeze Frame Data Item Result Suspected Area Procedure Engine Speed 0 rpm (no engine cranking at all) Battery fully depleted Engine assembly (excess friction) Starter assembly Immobiliser system Crankshaft position sensor ECM 4 to 9 60 to 250 rpm (engine cranks but no initial combustion*1) Fuel pump control system Ignition system Engine coolant temperature sensor Fuel injection system 10 to 14 250 rpm or higher (combustion occurs but initial combustion and starter turnoff*2 occur late) Engine assembly (compression loss) Fuel injection system Fuel pump control system 15 to 23 HINT: *1: First combustion after cranking begins. *2: Condition when engine speed increases and starter can be turned off. When the malfunction (starting difficulty) can be reproduced, or when malfunction conditions are known. Problem Symptoms Problem Symptom Suspected Area Suspected Component Procedure The engine does not crank Battery malfunction Battery fully depleted 26 to 31 Starting system Starter assembly (includes pinion gear wear or tooth damage) Starting system Immobiliser system Immobiliser system Engine assembly Engine assembly (excess friction) Drive plate wear or tooth damage Cranking speed too low Battery malfunction Battery fully depleted 32 to 34 Starting system Starter assembly Engine assembly Engine assembly (excess friction) Cranking speed too high Engine assembly Engine assembly (compression loss) There is no initial combustion Fuel supply problem Cannot maintain pressure due to pressure regulator malfunction Fuel injector leak Fuel leak from fuel line Fuel pump control system Fuel pump 35 to 50 Ignition system malfunction Spark plug Crankshaft position sensor Ignition coil assembly Engine stalls after starter turnoff Air suction Intake system connections 51 to 59 Deposits in throttle body Throttle body assembly VVT valve does not return properly Camshaft timing oil control valve assembly Mass air flow meter malfunction Mass air flow meter assembly EGR valve does not close properly EGR valve assembly The initial combustion and starter turnoff occur late Engine coolant temperature sensor malfunction Engine coolant temperature sensor 60 to 73 Mass air flow meter malfunction Mass air flow meter assembly Abnormal A/F learned value Air fuel ratio sensor Deviation from fuel injection characteristics Fuel injector assembly Wet-fouled or dry-fouled spark plug Spark plug Lack of fuel pressure Fuel pressure regulator assembly Fuel pump Fuel pump control system Systems to Inspect Troubleshooting by System Suspected Area Suspected Component Procedure Fuel system troubleshooting A Abnormal A/F learned value Fuel injector assembly 89 to 96 97 to 104 Rough idling Crankshaft position sensor Abnormal fuel pressure Fuel Fuel leak from fuel line Fuel pump Fuel pressure regulator assembly Fuel system troubleshooting B Abnormal concentration of HC in surge tank Purge VSV system Fuel injector assembly Intake valve 105 to 107 Fuel system troubleshooting C Injection signal system malfunction Fuel injector assembly Crankshaft position sensor Camshaft position sensor ECM 75 to 79 Intake system troubleshooting Difference between ISC target value and opening angle when idling Engine assembly (compression loss) Valve timing Engine coolant temperature sensor ECM 86 to 88 108 to 110 Ignition system troubleshooting Camshaft and/or crankshaft position sensor signal malfunction Crankshaft position sensor system (including sensor installation) Camshaft position sensor system (including sensor installation) ECM 80 to 85 111 to 116

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  1. CHECK FOR ANY OTHER DTCS OUTPUT AND RECORD FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read the DTCs and record the freeze frame data. HINT: This freeze frame data shows the actual engine conditions when engine starting trouble occurred. When confirming the freeze frame data, be sure to check all 5 data sets of freeze frame data. The fourth set of freeze frame data is the data recorded when the DTC is stored. RESULT Result Proceed to Only DTC P1604 is output A DTCs other than P1604 are output B B --> See step 117 A: Go to next step
  2. CHECK ENGINE IMMOBILISER SYSTEM Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / All Data / Immobiliser Fuel Cut. Read the value displayed on the Techstream. OK Immobiliser Fuel Cut is OFF. HINT: After reconnecting the battery cable, if the engine is started immediately (without waiting 1.8 seconds after turning the engine switch on (IG)), the engine will stop (due to the key verification process). The engine can be started after that. NG --> See step 118 OK: Go to next step
  3. CHECK MALFUNCTION CONDITION Confirm the problem symptoms. RESULT Result Proceed to Freeze frame data exists, but the starting difficulty cannot be reproduced and it is unknown what kind of starting difficulty occurred A The problem symptoms can be reproduced, or the malfunction conditions are known B B --> See step 25 A: Go to next step
  4. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the engine switch on (IG). Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored. Refer to «FREEZE FRAME DATA»(ref-524126-S18115652042013012800000) . RESULT Freeze Frame Data Item Suspected Area Proceed to Engine Speed Battery Voltage All 5 sets of freeze frame data are 0 rpm (no engine cranking at all) Minimum voltage is below 5 V Battery fully depleted A Minimum voltage is 5 V or higher Starter malfunction Crankshaft position sensor system Excess engine friction Immobiliser system ECM B 60 to 250 rpm (engine cranks but no initial combustion) - Fuel pump control system Ignition system Engine coolant temperature sensor Immobiliser system Fuel injection system C 250 rpm or higher (combustion occurs but initial combustion and starter turnoff occur late) - Engine assembly Fuel injection system Fuel pump control system D HINT: When DTC P1604 is stored, either "Engine Start Hesitation"*1 or "Low Rev for Eng Start"*2 in the freeze frame data will be ON. If "Low Rev for Eng Start" is ON, proceed to E. *1: This value turns ON when the engine speed does not reach a certain value for a certain period of time when starting the engine. *2: This value turns ON when the engine stalls immediately after starting the engine. If "Low Rev for Eng Start" is ON, as there is a possibility that the low engine speed or engine stall was caused by the user, confirm the following freeze frame data items. Immobiliser Fuel Cut Engine Speed (Starter off) Shift SW Status (R, D) B --> See step 5 C --> See step 10 D --> See step 15 E --> See step 51 A --> CHARGE OR REPLACE BATTERY
  5. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the engine switch on (IG). Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored. Refer to «FREEZE FRAME DATA»(ref-524126-S18115652042013012800000) . RESULT Freeze Frame Data Item Result Suspected Area Proceed to Battery Voltage Minimum voltage is 6 V or higher and voltage does not fluctuate*1 Starter system A Minimum voltage is 6 V or higher and voltage fluctuates*2, *3 Crankshaft position sensor system ECM B Minimum voltage is 5 to 6 V*4 Excess engine friction Battery fully depleted C HINT: *1: The 5 sets of freeze frame data show approximately the same battery voltage. *2: The 5 sets of freeze frame data show different battery voltages. *3: If the voltage fluctuates, it can be determined that cranking is being performed. When the engine speed is 0 rpm, the crankshaft position sensor system and/or the ECM may be malfunctioning. *4: There may be excess engine friction. Make sure that the crankshaft rotates smoothly when turning it by hand. Excess engine friction may have occurred temporarily. Remove the cylinder head cover and oil pan, and check for foreign matter such as iron fragments. If there is a malfunction or signs of a malfunction present, perform a detailed inspection by disassembling all the parts. B --> See step 6 C --> CHECK AND REPAIR ENGINE OR BATTERY A --> See step 119
  6. CHECK SENSOR INSTALLATION Check the tightening and installation condition of the crankshaft position sensor bolt. Check the connection of the crankshaft position sensor connector. RESULT Result Proceed to Normal A Abnormal B B --> See step 120 A: Go to next step
  7. CHECK CRANKSHAFT POSITION SENSOR Disconnect the crankshaft position sensor connector. Check for oil on the connector terminals. OK No oil on the terminals. NG --> See step 121 OK: Go to next step
  8. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Disconnect the crankshaft position sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C42-1 (NE+) - C28-6 (NE+) Always Below 1 ohms C42-2 (NE-) - C28-5 (NE-) Always Below 1 ohms C42-3 (VC) - C28-16 (VCV2) Always Below 1 ohms C42-1 (NE+) or C28-6 (NE+) - Body ground Always 10 kohms or higher C42-2 (NE-) or C28-5 (NE-) - Body ground Always 10 kohms or higher C42-3 (VC) or C28-16 (VCV2) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  9. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-524262-S07027689612013012800000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 123 OK --> See step 122
  10. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the engine switch on (IG). Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored. Refer to «FREEZE FRAME DATA»(ref-524126-S18115652042013012800000) . RESULT Freeze Frame Data Item Suspected Area Proceed to Coolant Temp, Ambient Temperature, Intake Air Coolant Temp, Ambient Temperature Fuel Pump/Speed Status Difference between Coolant Temp, Ambient Temperature and Intake Air is 10°C or more*1 Coolant Temp is 125°C or higher, or below Ambient Temperature by 15°C or more - Engine coolant temperature sensor A Other than above All 5 sets of freeze frame data are ON - B At least 1 of the 5 sets of freeze frame data is OFF Fuel pump control system C Difference between Coolant Temp, Ambient Temperature and Intake Air is less than 10°C*2 - At least 1 of the 5 sets of freeze frame data is OFF Fuel pump control system C All 5 sets of freeze frame data are ON - B HINT: *1: A long time had not elapsed after stopping the engine. *2: A long time had elapsed after stopping the engine. B --> See step 11 C --> See step 125 A --> See step 124
  11. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Disconnect the connector from the fuel suction tube. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition S4-4 - Body ground Active Test is being performed 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Fuel Pump) HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> See step 126 OK: Go to next step
  12. CHECK TERMINAL VOLTAGE (FUEL INJECTOR POWER SOURCE) Disconnect the fuel injector connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Cylinder Tester Connection Switch Condition Specified Condition No. 1 E1-2 - Ground Engine switch on (IG) 11 to 14 V No. 2 n1-2 - Ground Engine switch on (IG) 11 to 14 V No. 3 E2-2 - Ground Engine switch on (IG) 11 to 14 V No. 4 n2-2 - Ground Engine switch on (IG) 11 to 14 V No. 5 E3-2 - Ground Engine switch on (IG) 11 to 14 V No. 6 n3-2 - Ground Engine switch on (IG) 11 to 14 V No. 7 E4-2 - Ground Engine switch on (IG) 11 to 14 V No. 8 n4-2 - Ground Engine switch on (IG) 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Fuel Injector Assembly) HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR FUEL INJECTOR POWER SOURCE CIRCUIT OK: Go to next step
  13. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for fuel leakage from the fuel pipes. RESULT Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. When performing the Active Test, if there is no operating noise from the fuel pump, the fuel pump system may be malfunctioning. Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected. B --> See step 14 A --> REPAIR OR REPLACE FUEL LINE
  14. CHECK FUEL SYSTEM Check for foreign matter, such as iron particles, around the fuel pump, fuel pump filter and inside the fuel tank, and for signs that the fuel pump was stuck. RESULT Result Proceed to There is foreign matter or signs that fuel pump was stuck A There is no foreign matter and no signs that fuel pump was stuck B B --> See step 24 A --> REPAIR OR REPLACE FUEL SYSTEM
  15. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the engine switch on (IG). Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored. Refer to «FREEZE FRAME DATA»(ref-524126-S18115652042013012800000) . RESULT Freeze Frame Data Item Suspected Area Proceed to Coolant Temp, Ambient Temperature, Intake Air Coolant Temp, Ambient Temperature Long FT Engine Speed Difference between Coolant Temp, Ambient Temperature and Intake Air is 10°C or more Coolant Temp is 125°C or higher, or below Ambient Temperature by 15°C or more - - Engine coolant temperature sensor A Other than above -15% or less, or +15% or more - Fuel pump control system Fuel injector assembly B -15 to +15% Minimum speed is 300 rpm or more*1 Engine assembly C Minimum speed is less than 300 rpm Fuel system Intake air system D Difference between Coolant Temp, Ambient Temperature and Intake Air is less than 10°C - -15% or less, or +15% or more - Fuel pump control system Fuel injector assembly B -15 to +15% Minimum speed is 300 rpm or more*1 Engine assembly C Minimum speed is less than 300 rpm Fuel system Intake air system D HINT: *1: Compression loss may have occurred in the engine assembly. B --> See step 16 C --> CHECK AND REPAIR ENGINE D --> See step 18 A --> See step 127
  16. INSPECT FUEL INJECTOR ASSEMBLY Check that no carbon is stuck to the fuel injector. OK No carbon present. NG --> See step 128 OK: Go to next step
  17. CHECK FUEL SYSTEM Check for foreign matter, such as iron particles, around the fuel pump, fuel pump filter and inside the fuel tank, and for signs that the fuel pump was stuck. RESULT Result Proceed to There is foreign matter or signs that fuel pump was stuck A There is no foreign matter and no signs that fuel pump was stuck B B --> See step 24 A --> REPAIR OR REPLACE FUEL SYSTEM
  18. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the engine switch on (IG). Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored. Refer to «FREEZE FRAME DATA»(ref-524126-S18115652042013012800000) . RESULT Freeze Frame Data Item Result Suspected Area Proceed to Coolant Temp Engine coolant temperature is 40°C or less*1 Fuel pressure regulator assembly A Engine coolant temperature is 40 to 90°C*2 Fuel injector assembly B Engine coolant temperature is 90°C or higher*3 Fuel pressure regulator assembly A HINT: *1: If the engine coolant temperature is 40°C or less (after stopping the engine and the vehicle has not been driven for a long period of time), the fuel pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability of the system to maintain fuel pressure after stopping the engine. *2: If the engine coolant temperature is 40 to 90°C (15 to 120 minutes have passed after stopping the engine), there may be fuel leaking from a fuel injector. *3: If the engine coolant temperature is 90°C or more (2 to 5 minutes have passed after stopping the engine), there may be a problem with the fuel pressure regulator failing to maintain the fuel pressure. Attach a fuel pressure gauge and check the ability of the fuel pressure regulator to maintain fuel pressure after stopping the engine. B --> See step 20 A: Go to next step
  19. CHECK FUEL PRESSURE HINT: For the fuel pressure inspection, refer to the following procedures. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524273-S28719777252013012800000) . Attach a fuel pressure gauge and check the fuel pressure after stopping the engine. Standard 147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine) HINT: If the engine cannot be started, read the values after cranking the engine. RESULT Result Proceed to Normal A Abnormal B A --> See step 24 B --> See step 177
  20. CHECK FUEL INJECTOR ASSEMBLY Clean the inside of the surge tank with compressed air. After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes. RESULT Result Proceed to 400 ppm or more A Less than 400 ppm B HINT: If the concentration is 400 ppm or more, a fuel injector may have a sealing problem. B --> See step 22 A: Go to next step
  21. CHECK FUEL INJECTOR ASSEMBLY Inspect the fuel injector assembles. Refer to «INSPECTION - Step 1»(ref-524269-S37380659192013012800000) . RESULT Result Proceed to Abnormal A Normal B B --> See step 22 A --> See step 178
  22. CHECK THROTTLE BODY ASSEMBLY Check if carbon is in the airflow passage. RESULT Result Proceed to Carbon in passage A No carbon present B B --> See step 23 A --> See step 129
  23. CHECK INTAKE SYSTEM Check the intake system for vacuum leaks. Refer to «ON-VEHICLE INSPECTION - Step 3»(ref-524270-S25831447522013012800000) . OK No leaks in intake system. NG --> REPAIR OR REPLACE INTAKE SYSTEM OK: Go to next step
  24. PERFORM SIMULATION TEST Check if the engine can be started. RESULT Result Proceed to Engine can be started A Engine cannot be started B B --> See step 25 A --> END
  25. CONFIRM PROBLEM SYMPTOM Confirm the problem symptoms. HINT: The problem symptoms below can be determined by reading the freeze frame data. RESULT Problem Symptom Suspected Area Proceed to The engine does not crank Battery fully depleted Starter assembly (includes pinion gear wear or tooth damage) Starter system Engine assembly (excess friction) Drive plate wear or tooth damage A Abnormal cranking speed Battery fully depleted Starter assembly Engine assembly (excess friction, compression loss) B There is no initial combustion (combustion does not occur even once)*1 Fuel pressure regulator fuel pressure maintenance Fuel injector leak Fuel leak from fuel line Fuel pump control system Fuel pump Spark plug Crankshaft position sensor system Ignition coil system EGR valve assembly C The engine stalls after starter turnoff (engine stalls immediately after the first time the engine speed increases)*2 Intake system connections Throttle body assembly Camshaft timing oil control valve assembly Mass air flow meter system EGR valve assembly D The initial combustion and starter turnoff occur late*3 Engine coolant temperature sensor Mass air flow meter assembly Air fuel ratio sensor Heated oxygen sensor Fuel injector assembly Spark plug Fuel pressure regulator assembly Fuel pump Fuel pump control system E HINT: If there is hesitation (cranking speed is slow and combustion occurs before passing TDC) during the initial cranking period, the battery charge may be insufficient or the starter may be malfunctioning. *1: If there is no initial combustion, a wire harness may be malfunctioning, or the ignition or fuel system may be malfunctioning. *2: If the engine stalls after starter turnoff, the air-fuel ratio may be incorrect or the camshaft timing oil control valve may have a problem returning. *3: If the initial combustion and starter turnoff occur late, the fuel injection volume may be incorrect (too low or too high). B --> See step 32 C --> See step 35 D --> See step 51 E --> See step 60 A: Go to next step
  26. PERFORM SIMULATION TEST When cranking the engine, check for a noise indicating that the starter pinion gear is extending, and check that the starter pinion gear is not spinning freely. RESULT Problem Symptom Suspected Area Proceed to A noise indicating that the starter pinion gear is extending is heard and the starter pinion gear is not spinning freely*1 Battery Excess engine friction Starter assembly A A noise indicating that the starter pinion gear is extending is heard but the starter pinion gear is spinning freely Drive plate Starter assembly B A noise indicating that the starter pinion gear is extending is not heard Battery Starter assembly Starter system C HINT: *1: The battery may be fully depleted or there may be excess engine friction. B --> See step 29 C --> See step 30 A: Go to next step
  27. INSPECT BATTERY Check the electrolyte quantity. Standard Electrolyte quantity is within the specified range. Inspect the specific gravity. Inspect the specific gravity of each cell. Standard specific gravity 1.25 to 1.29 (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. It is not necessary to inspect a maintenance-free battery. Inspect the battery voltage. Turn the engine switch off and turn on the headlights for 20 to 30 seconds. This will remove the surface charge from the battery. Measure the battery voltage. Standard voltage 12.5 to 12.9 V (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. Measure the battery voltage when cranking the engine. Standard Approximately 6 V or higher (0°C (32°F) or higher) HINT: When the battery is depleted, the horn becomes quieter. NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
  28. CHECK ENGINE ASSEMBLY Check that the crankshaft rotates smoothly when rotating it by hand. OK Crankshaft rotates smoothly. HINT: Excess engine friction may have occurred temporarily. Remove the cylinder head cover and oil pan, and check for foreign matter such as iron fragments. If there is a malfunction or signs of a malfunction present, perform a detailed inspection by disassembling all the parts. NG --> REPAIR OR REPLACE ENGINE ASSEMBLY OK --> See step 130
  29. CHECK STARTER ASSEMBLY Remove the starter assembly. Refer to «REMOVAL»(ref-524268-S00269934362013012800000) . Check for starter pinion gear wear and damage. OK There is no wear or damage. NG --> See step 132 OK --> See step 131
  30. INSPECT BATTERY Check the electrolyte quantity. Standard Electrolyte quantity is within the specified range. Inspect the specific gravity. Inspect the specific gravity of each cell. Standard specific gravity 1.25 to 1.29 (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. It is not necessary to inspect a maintenance-free battery. Inspect the battery voltage. Turn the engine switch off and turn on the headlights for 20 to 30 seconds. This will remove the surface charge from the battery. Measure the battery voltage. Standard voltage 12.5 to 12.9 V (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. Measure the battery voltage when cranking the engine. Standard Approximately 6 V or higher (0°C (32°F) or higher) HINT: When the battery is depleted, the horn becomes quieter. NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
  31. INSPECT STARTER ASSEMBLY Inspect the starter assembly. Refer to «INSPECTION»(ref-524268-S23345136412013012800000) . NG --> See step 134 OK --> See step 133
  32. PERFORM SIMULATION TEST Check the cranking speed. RESULT Problem Symptom Suspected Area Proceed to Cranking speed is slow (100 rpm or less) Battery Starter assembly Excess engine friction A Cranking speed is fast (300 rpm or more)*1 Engine compression loss B HINT: *1: If the cranking speed is fast, there may be compression loss. B --> CHECK AND REPAIR ENGINE A: Go to next step
  33. INSPECT BATTERY Check the electrolyte quantity. Standard Electrolyte quantity is within the specified range. Inspect the specific gravity. Inspect the specific gravity of each cell. Standard specific gravity 1.25 to 1.29 (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. It is not necessary to inspect a maintenance-free battery. Inspect the battery voltage. Turn the engine switch off and turn on the headlights for 20 to 30 seconds. This will remove the surface charge from the battery. Measure the battery voltage. Standard voltage 12.5 to 12.9 V (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. Measure the battery voltage when cranking the engine. Standard Approximately 6 V or higher (0°C (32°F) or higher) HINT: When the battery is depleted, the horn becomes quieter. NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
  34. CHECK ENGINE Check that the crankshaft rotates smoothly when rotating it by hand. OK Crankshaft rotates smoothly. HINT: Excess engine friction may have occurred temporarily. Remove the cylinder head cover and oil pan, and check for foreign matter such as iron fragments. If there is a malfunction or signs of a malfunction present, perform a detailed inspection by disassembling all the parts. NG --> REPAIR OR REPLACE ENGINE OK --> See step 135
  35. CHECK FUEL INJECTOR ASSEMBLY Using a sound scope or screwdriver, check for a fuel injector operating noise while cranking the engine. OK Fuel injector operating noise is heard. NG --> See step 48 OK: Go to next step
  36. CHECK FUEL PRESSURE Inspect the fuel pressure. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524273-S28719777252013012800000) . NG --> See step 46 OK: Go to next step
  37. CHECK SPARK PLUG AND SPARK Check for sparks. Refer to «ON-VEHICLE INSPECTION - Step 1»(ref-524247-S37516351052013012800000) . NG --> See step 41 OK: Go to next step
  38. CONFIRM VEHICLE CONDITION Confirm the conditions present when the malfunction occurred based on the customer problem analysis. RESULT Problem Symptom Suspected Area Proceed to When the engine is stopped and a long time has passed, engine starting trouble occurs*1 Fuel pressure regulator is stuck open A When the engine is stopped and approximately 15 to 120 minutes have passed, engine starting trouble occurs*2 Fuel injector leak B When the engine is stopped and approximately 2 to 3 minutes have passed, engine starting trouble occurs*3 Failure to maintain fuel pressure by fuel pressure regulator A Condition other than above, or there is an inconsistency in the conditions present when engine starting trouble occurs - C*4 HINT: *1: The fuel pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability of the system to maintain fuel pressure after stopping the engine. *2: Fuel may be leaking from a fuel injector. *3: The fuel pressure regulator may not be able to maintain the fuel pressure. Attach a fuel pressure gauge and check the ability of the fuel pressure regulator to maintain fuel pressure after stopping the engine. *4: From step 74, perform fuel system troubleshooting C (steps 75 to 79). B --> See step 40 C --> See step 74 A: Go to next step
  39. CHECK FUEL PRESSURE HINT: For the fuel pressure inspection, refer to the following procedures. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524273-S28719777252013012800000) . Attach a fuel pressure gauge and check the fuel pressure after stopping the engine. RESULT Result Proceed to 147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine) A*1 Below 147 kPa (1.5 kgf/cm 2 ) (5 minutes after stopping the engine) B HINT: If the engine cannot be started, check the fuel pressure after cranking the engine. *1: From step 74, perform fuel system troubleshooting C (steps 75 to 79). A --> See step 74 B --> See step 136
  40. CHECK FUEL INJECTOR ASSEMBLY After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes. RESULT Result Proceed to 400 ppm or more A Less than 400 ppm B*1 HINT: If the concentration is 400 ppm or more, a fuel injector may have a sealing problem. *1: From step 74, perform fuel system troubleshooting C (steps 75 to 79). B --> See step 74 A --> See step 137
  41. CHECK SPARK PLUG Inspect the spark plugs. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524247-S37516351052013012800000) . HINT: Even if the spark plug of only one cylinder is malfunctioning, replace the spark plugs of all cylinders. NG --> See step 138 OK: Go to next step
  42. READ VALUE USING TECHSTREAM (ENGINE SPEED) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Data List / Engine Speed. Start the engine. While running the engine, read the value of Engine Speed. Standard A value that matches the actual engine speed is constantly output. HINT: Check the engine speed using a line graph. If the engine cannot be started, check the engine speed while cranking the engine. If the engine speed is 0 rpm, the crankshaft position sensor may have an open or short circuit. NG --> See step 139 OK: Go to next step
  43. CHECK TERMINAL VOLTAGE (IGNITION COIL POWER SOURCE) Disconnect the ignition coil connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition C1-1 (+B) - C1-4 (GND) Engine switch on (IG) 11 to 14 V C2-1 (+B) - C2-4 (GND) Engine switch on (IG) 11 to 14 V C3-1 (+B) - C3-4 (GND) Engine switch on (IG) 11 to 14 V C4-1 (+B) - C4-4 (GND) Engine switch on (IG) 11 to 14 V C5-1 (+B) - C5-4 (GND) Engine switch on (IG) 11 to 14 V C6-1 (+B) - C6-4 (GND) Engine switch on (IG) 11 to 14 V C39-1 (+B) - C39-4 (GND) Engine switch on (IG) 11 to 14 V C40-1 (+B) - C40-4 (GND) Engine switch on (IG) 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Ignition Coil Assembly) HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> See step 140 OK: Go to next step
  44. CHECK HARNESS AND CONNECTOR (IGNITION COIL - ECM) Disconnect the ignition coil connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C1-2 (IGF1) - C30-6 (IGF1) Always Below 1 ohms C2-2 (IGF2) - C31-5 (IGF2) Always Below 1 ohms C3-2 (IGF2) - C31-5 (IGF2) Always Below 1 ohms C4-2 (IGF1) - C30-6 (IGF1) Always Below 1 ohms C5-2 (IGF2) - C31-5 (IGF2) Always Below 1 ohms C6-2 (IGF1) - C30-6 (IGF1) Always Below 1 ohms C39-2 (IGF1) - C30-6 (IGF1) Always Below 1 ohms C40-2 (IGF2) - C31-5 (IGF2) Always Below 1 ohms C1-2 (IGF1) or C30-6 (IGF1) - Body ground Always 10 kohms or higher C2-2 (IGF2) or C31-5 (IGF2) - Body ground Always 10 kohms or higher C3-2 (IGF2) or C31-5 (IGF2) - Body ground Always 10 kohms or higher C4-2 (IGF1) or C30-6 (IGF1) - Body ground Always 10 kohms or higher C5-2 (IGF2) or C31-5 (IGF2) - Body ground Always 10 kohms or higher C6-2 (IGF1) or C30-6 (IGF1) - Body ground Always 10 kohms or higher C39-2 (IGF1) or C30-6 (IGF1) - Body ground Always 10 kohms or higher C40-2 (IGF2) or C31-5 (IGF2) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  45. CHECK HARNESS AND CONNECTOR (IGNITION COIL - ECM) Disconnect the ignition coil connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C1-3 (IGT1) - C30-24 (IGT1) Always Below 1 ohms C2-3 (IGT2) - C29-27 (IGT2) Always Below 1 ohms C3-3 (IGT3) - C30-27 (IGT3) Always Below 1 ohms C4-3 (IGT4) - C29-26 (IGT4) Always Below 1 ohms C5-3 (IGT5) - C29-25 (IGT5) Always Below 1 ohms C6-3 (IGT6) - C30-28 (IGT6) Always Below 1 ohms C39-3 (IGT7) - C30-26 (IGT7) Always Below 1 ohms C40-3 (IGT8) - C30-25 (IGT8) Always Below 1 ohms C1-3 (IGT1) or C30-24 (IGT1) - Body ground Always 10 kohms or higher C2-3 (IGT2) or C29-27 (IGT2) - Body ground Always 10 kohms or higher C3-3 (IGT3) or C30-27 (IGT3) - Body ground Always 10 kohms or higher C4-3 (IGT4) or C29-26 (IGT4) - Body ground Always 10 kohms or higher C5-3 (IGT5) or C29-25 (IGT5) - Body ground Always 10 kohms or higher C6-3 (IGT6) or C30-28 (IGT6) - Body ground Always 10 kohms or higher C39-3 (IGT7) or C30-26 (IGT7) - Body ground Always 10 kohms or higher C40-3 (IGT8) or C30-25 (IGT8) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. If the wire harness is normal, after replacing the ignition coil assembly, check if engine starting trouble occurs again. If engine starting trouble occurs again, proceed to step 74 and perform troubleshooting for the ignition system (steps 80 to 85). NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 141
  46. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for an operating sound from the fuel pump. Standard Control the Fuel Pump / Speed Specified Condition ON Operating sound heard OFF Operating sound not heard HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. NG --> See step 142 OK: Go to next step
  47. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for fuel leakage from the fuel pipes. RESULT Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected. If there are no fuel leaks, after inspecting the fuel pump control system, check if engine starting trouble occurs again. If engine starting trouble occurs again, proceed to step 74 and perform fuel system troubleshooting C (steps 75 to 79). B --> See step 143 A --> REPAIR OR REPLACE FUEL LINE
  48. READ VALUE USING TECHSTREAM (ENGINE SPEED) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Data List / Engine Speed. Start the engine. While running the engine, read the value of Engine Speed. Standard A value that matches the actual engine speed is constantly output. HINT: Check the engine speed using a line graph. If the engine cannot be started, check the engine speed while cranking the engine. If the engine speed is 0 rpm, the crankshaft position sensor may have an open or short circuit. NG --> See step 144 OK: Go to next step
  49. CHECK TERMINAL VOLTAGE (FUEL INJECTOR POWER SOURCE) Disconnect the fuel injector connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Cylinder Tester Connection Switch Condition Specified Condition No. 1 E1-2 - Ground Engine switch on (IG) 11 to 14 V No. 2 n1-2 - Ground Engine switch on (IG) 11 to 14 V No. 3 E2-2 - Ground Engine switch on (IG) 11 to 14 V No. 4 n2-2 - Ground Engine switch on (IG) 11 to 14 V No. 5 E3-2 - Ground Engine switch on (IG) 11 to 14 V No. 6 n3-2 - Ground Engine switch on (IG) 11 to 14 V No. 7 E4-2 - Ground Engine switch on (IG) 11 to 14 V No. 8 n4-2 - Ground Engine switch on (IG) 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Fuel Injector Assembly) HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> See step 181 OK: Go to next step
  50. CHECK HARNESS AND CONNECTOR (FUEL INJECTOR - ECM) Disconnect the fuel injector connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Cylinder Tester Connection Condition Specified Condition No. 1 E1-1 - Body ground Always 10 kohms or higher E1-1 - C31-6 (#10) Always Below 1 ohms No. 2 n1-1 - Ground Always 10 kohms or higher n1-1 - C31-1 (#20) Always Below 1 ohms No. 3 E2-1 - Ground Always 10 kohms or higher E2-1 - C31-7 (#30) Always Below 1 ohms No. 4 n2-1 - Ground Always 10 kohms or higher n2-1 - C31-2 (#40) Always Below 1 ohms No. 5 E3-1 - Ground Always 10 kohms or higher E3-1 - C31-8 (#50) Always Below 1 ohms No. 6 n3-1 - Ground Always 10 kohms or higher n3-1 - C31-3 (#60) Always Below 1 ohms No. 7 E4-1 - Ground Always 10 kohms or higher E4-1 - C31-9 (#70) Always Below 1 ohms No. 8 n4-1 - Ground Always 10 kohms or higher n4-1 - C31-4 (#80) Always Below 1 ohms HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 145
  51. CHECK MASS AIR FLOW METER ASSEMBLY Connect the Techstream to the DLC3. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or higher. HINT: The A/C switch and all accessory switches should be off, and the shift lever should be in N or P. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / MAF. Check MAF in the Data List during idling. Standard 3.4 to 6.2 gm/s. NG --> See step 59 OK: Go to next step
  52. CHECK INTAKE SYSTEM Check for air leakage in the intake system [due to vacuum hose disconnection, cracks, damaged gaskets, etc.]. Refer to «ON-VEHICLE INSPECTION - Step 3»(ref-524270-S25831447522013012800000) . HINT: If the accelerator pedal is released after racing the engine, the inspection is easier to perform because the vacuum inside the intake manifold increases and the air suction noise becomes louder. If Short FT and Long FT are largely different from the normal values (differ by more than 15%) when idling (intake air volume is small) and almost the same as the normal values when racing the engine (for example, when maintaining a speed of 3000 rpm) (intake air volume is high), air leakage may be present. OK There is no air leakage. NG --> REPAIR OR REPLACE INTAKE SYSTEM OK: Go to next step
  53. CHECK THROTTLE BODY ASSEMBLY Disconnect the throttle body connector. HINT: When the connector is disconnected, the vehicle enters fail-safe mode and the throttle valve opening angle is 4 to 7°. Crank the engine and check that it starts. RESULT Result Proceed to Engine starts A Engine does not start B Connect the throttle body connector. HINT: When this inspection is performed, the MIL may illuminate. After finishing the inspection, check and clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . B --> See step 55 A: Go to next step
  54. CHECK THROTTLE BODY ASSEMBLY Check if carbon is in the airflow passage. OK No carbon present. NG --> REMOVE FOREIGN OBJECT AND CLEAN THROTTLE BODY OK: Go to next step
  55. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE VVT SYSTEM) Connect the Techstream to the DLC3. Turn the Techstream on. Warm up the engine. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the VVT System (Bank 1) or Control the VVT System (Bank 2). HINT: When performing the Active Test, make sure the A/C is on and the shift lever is in N. Check the engine speed while operating the camshaft timing oil control valve using the Techstream. OK Techstream Operation Specified Condition OFF Normal engine speed ON Soon after camshaft timing oil control valve switched from OFF to ON, engine idles roughly or stalls RESULT Result Proceed to NG A OK B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. When the results of the inspection using the Active Test are normal but the valve operating noise is abnormal, check the valve for any signs of problems. If the camshaft timing oil control valve is stuck ON, the valve overlap increases and combustion worsens due to the internal EGR which may cause the engine to stall. B --> See step 56 A --> See step 146
  56. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE VVT EXHAUST LINEAR) Connect the Techstream to the DLC3. Turn the Techstream on. Warm up the engine. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the VVT Exhaust Linear (Bank1) or Control the VVT Exhaust Linear (Bank2). HINT: When performing the Active Test, make sure the A/C is on and the shift lever is in N. Check the engine speed while operating the camshaft timing oil control valve using the Techstream. OK*1 Techstream Operation Specified Condition 0% Normal engine speed 100% Engine idles roughly or stalls HINT: *1: From step 74, perform intake system troubleshooting (steps 86 to 88). If engine starting trouble still occurs, perform fuel system troubleshooting A (steps 89 to 96). Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. When the results of the inspection using the Active Test are normal but the valve operating noise is abnormal, check the valve for any signs of problems. If the camshaft timing oil control valve is stuck ON, the valve overlap increases and combustion worsens due to the internal EGR which may cause the engine to stall. NG --> See step 184 OK: Go to next step
  57. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE EGR STEP POSITION) Connect the Techstream to the DLC3. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or higher. HINT: When performing the Active Test, make sure the shift lever is in P or N. The A/C switch and all accessory switches should be off. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the EGR Step Position. Confirm that Throttle Idle Position is ON and check the engine idling condition and the value of MAP in the Data List while performing the Active Test. HINT: Do not leave the EGR valve open for 10 seconds or more during the Active Test. Be sure to return the EGR valve to step 0 when the Active Test is completed. OK MAP and idling condition change in response to EGR step position as follows. Standard - EGR Step Position (Active Test) Step 0 Step 0 to 30 Idling condition Steady idling Idling changes from steady to rough idling or engine stalls MAP (Data List) 20 to 40 kPa (150 to 300 mmHg) MAP value is at least 10 kPa (75 mmHg) higher than when EGR valve is fully closed OK --> See step 74 NG --> See step 58
  58. INSPECT EGR VALVE ASSEMBLY Remove the EGR valve assembly. Refer to «REMOVAL»(ref-524251-S06751532262013012800000) . Check if the EGR valve is stuck open. OK EGR valve is tightly closed. OK --> See step 74 NG --> See step 185
  59. CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - ECM) Disconnect the mass air flow meter connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C27-3 (VG) - C29-14 (VG) Always Below 1 ohms C27-2 (E2G) - C29-13 (E2G) Always Below 1 ohms C27-3 (VG) or C29-14 (VG) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. If the wire harness is normal, after replacing the mass air flow meter, check if engine starting trouble occurs again. If engine starting trouble occurs again, proceed to step 74 and perform intake system troubleshooting (steps 86 to 88). If engine starting trouble still occurs, perform fuel system troubleshooting A (steps 89 to 96). NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 147
  60. INSPECT ENGINE COOLANT TEMPERATURE SENSOR Inspect the engine coolant temperature sensor. Refer to «INSPECTION»(ref-524262-S10537552662013012800000) . HINT: If the engine coolant temperature sensor is malfunctioning, after replacing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 74 and perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. NG --> See step 148 OK: Go to next step
  61. CHECK HARNESS AND CONNECTOR (ENGINE COOLANT TEMPERATURE SENSOR - ECM) Disconnect the engine coolant temperature sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C18-2 - C30-17 (THW) Always Below 1 ohms C18-1 - C29-7 (E2) Always Below 1 ohms C18-2 or C30-17 (THW) - Body ground Always 10 kohms or higher C18-1 or C29-7 (E2) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. If the wire harness or connector is malfunctioning, after replacing or repairing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 74 and perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  62. CHECK MASS AIR FLOW METER ASSEMBLY Connect the Techstream to the DLC3. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or higher. HINT: The A/C switch and all accessory switches should be off, and the shift lever should be in N or P. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / MAF. Check MAF in the Data List during idling. Standard 3.4 to 6.2 gm/s. HINT: If the mass air flow meter is malfunctioning, after replacing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 74 and perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. NG --> See step 149 OK: Go to next step
  63. CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - ECM) Disconnect the mass air flow meter connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C27-3 (VG) - C29-14 (VG) Always Below 1 ohms C27-2 (E2G) - C29-13 (E2G) Always Below 1 ohms C27-3 (VG) or C29-14 (VG) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. If the wire harness or connector is malfunctioning, after replacing or repairing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 74 and perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  64. READ VALUE USING TECHSTREAM Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Data List / Long FT and Atmosphere Pressure. RESULT Data List Item Result Suspected Area Proceed to Long FT +25% or more or less than -25% Air fuel ratio sensor Heated oxygen sensor Mass air flow meter assembly Fuel injector assembly ECM A Atmosphere Pressure 80 kPa or less (when elevation is 0 m) Both Data List items listed above Values are other than above - B B --> See step 68 A: Go to next step
  65. PERFORM SIMULATION TEST Remove the EFI and ETCS fuses from the engine room relay block. After 60 seconds or more elapse, install the EFI and ETCS fuses. Check if the engine can be started. RESULT Result Proceed to Engine can be started A Engine cannot be started B B --> See step 68 A: Go to next step
  66. INSPECT AIR FUEL RATIO SENSOR Connect the Techstream to the DLC3. Start the engine. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / Fuel System Status #1 and Fuel System Status #2. Confirm that Fuel System Status #1 and Fuel System Status #2 are both CL. Enter the following menus: Powertrain / Engine and ECT / Data List / AF Lambda B1S1 and AF Lambda B2S1. Confirm that AF Lambda B1S1 and AF Lambda B2S1 are both within the range of 0.95 to 1.05 when idling. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F sensor. Read the output voltage from the air fuel ratio sensor when increasing and decreasing the fuel injection volume. Standard Techstream Display Injection Volume Specified Condition AFS Voltage B1S1 AFS Voltage B2S1 +12% Air fuel ratio sensor output voltage is below 3.1 V -12% Air fuel ratio sensor output voltage is higher than 3.4 V RESULT Result Proceed to Normal A Abnormal B HINT: The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds. If the air fuel ratio sensor is malfunctioning, after replacing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 74 and perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. B --> See step 150 A: Go to next step
  67. PERFORM SIMULATION TEST Check if the idling speed is stable after starting the engine. OK Speed is stable. HINT: After replacing the fuel injector or mass air flow meter, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 74 and perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. NG --> See step 152 OK --> See step 151
  68. CHECK FUEL PRESSURE Inspect the fuel pressure. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524273-S28719777252013012800000) . NG --> See step 73 OK: Go to next step
  69. CHECK SPARK PLUG Inspect the spark plugs. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524247-S37516351052013012800000) . RESULT Result Proceed to All cylinders are normal A One cylinder is abnormal*1 B All cylinders are abnormal*2, *3 C HINT: *1: If one cylinder is abnormal, replace the spark plug of that cylinder and inspect the ignition and fuel system for that cylinder. After performing repairs, check if engine starting trouble occurs again. If engine starting trouble still occurs, proceed to step 74 and perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. *2: If all cylinders are abnormal, replace the spark plugs of all cylinders and check if engine starting trouble occurs again. If engine starting trouble still occurs, proceed to step 74 and perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. *3: Engine starting trouble may occur if the vehicle is driven extremely short distances repeatedly. B --> See step 153 C --> See step 154 A: Go to next step
  70. CONFIRM VEHICLE CONDITION Confirm the conditions present when the malfunction occurred based on the customer problem analysis. RESULT Problem Symptom Suspected Area Proceed to When the engine is stopped and a long time has passed, engine starting trouble occurs*1 Fuel pressure regulator is stuck open A When the engine is stopped and approximately 15 to 120 minutes have passed, engine starting trouble occurs*2 Fuel injector leak B When the engine is stopped and approximately 2 to 3 minutes have passed, engine starting trouble occurs*3 Failure to maintain fuel pressure by fuel pressure regulator A Condition other than above, or there is an inconsistency in the conditions present when engine starting trouble occurs - C*4 HINT: *1: The fuel pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability of the system to maintain fuel pressure after stopping the engine. *2: Fuel may be leaking from a fuel injector. *3: The fuel pressure regulator may not be able to maintain the fuel pressure. Attach a fuel pressure gauge and check the ability of the fuel pressure regulator to maintain fuel pressure after stopping the engine. *4: From step 74, perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. B --> See step 72 C --> See step 74 A: Go to next step
  71. CHECK FUEL PRESSURE HINT: For the fuel pressure inspection, refer to the following procedures. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524273-S28719777252013012800000) . Attach a fuel pressure gauge and check the fuel pressure after stopping the engine. RESULT Result Proceed to 147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine) A*1 Below 147 kPa (1.5 kgf/cm 2 ) (5 minutes after stopping the engine) B HINT: If the engine cannot be started, check the fuel pressure after cranking the engine. *1: From step 74, perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. A --> See step 74 B --> See step 155
  72. CHECK FUEL INJECTOR ASSEMBLY Clean the inside of the surge tank with compressed air. After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes. RESULT Result Proceed to 400 ppm or more A Less than 400 ppm B*1 HINT: If the concentration is 400 ppm or more, a fuel injector may have a sealing problem. *1: From step 74, perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. B --> See step 74 A --> See step 156
  73. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for fuel leakage from the fuel pipes. RESULT Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected. If there are no fuel leaks, after inspecting the fuel pump control system, check if engine starting trouble occurs again. If engine starting trouble still occurs, proceed to step 74 and perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. B --> See step 157 A --> REPAIR OR REPLACE FUEL LINE
  74. CHECK MALFUNCTION CONDITION If the malfunction could not be identified during the inspections in steps 38, 39, 40 and 47, perform fuel system troubleshooting C (steps 75 to 79). RESULT Performed Step Troubleshooting by System Procedure Proceed to Steps 38, 39, 40 and 47 Fuel system troubleshooting C 75 to 79 A If the malfunction could not be identified during the inspection in step 45, perform ignition system troubleshooting (steps 80 to 85). RESULT Performed Step Troubleshooting by System Procedure Proceed to Step 45 Ignition system troubleshooting 80 to 85 B If the malfunction could not be identified during the inspections in steps 55, 56, 57, 58 and 59, perform intake air system troubleshooting (steps 86 to 88). If engine starting trouble still occurs, perform fuel system troubleshooting A (steps 89 to 96). RESULT Performed Step Troubleshooting by System Procedure Proceed to Step 55, 56, 57, 58, 59 Intake air system troubleshooting 86 to 88 C Fuel system troubleshooting A 89 to 96 If the malfunction could not be identified during the inspections in steps 60, 61, 62, 63, 66, 67, 69, 70, 71, 72 and 73, perform fuel system troubleshooting A (steps 97 to 104), fuel system troubleshooting B (steps 105 to 107), intake air system troubleshooting (steps 108 to 110), and ignition system troubleshooting (steps 111 to 116), in that order. RESULT Performed Step Troubleshooting by System Procedure Proceed to Steps 60, 61, 62, 63, 66, 67, 69, 70, 71, 72 and 73 Fuel system troubleshooting A 97 to 104 D Fuel system troubleshooting B 105 to 107 Intake air system troubleshooting 108 to 110 Ignition system troubleshooting 111 to 116 B --> See step 80 C --> See step 86 D --> See step 97 A: Go to next step
  75. INSPECT FUEL INJECTOR ASSEMBLY Inspect the fuel injector assembles. Refer to «INSPECTION - Step 1»(ref-524269-S37380659192013012800000) . NG --> See step 182 OK: Go to next step
  76. CHECK TERMINAL VOLTAGE (FUEL INJECTOR POWER SOURCE) Disconnect the fuel injector connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Cylinder Tester Connection Switch Condition Specified Condition No. 1 E1-2 - Ground Engine switch on (IG) 11 to 14 V No. 2 n1-2 - Ground Engine switch on (IG) 11 to 14 V No. 3 E2-2 - Ground Engine switch on (IG) 11 to 14 V No. 4 n2-2 - Ground Engine switch on (IG) 11 to 14 V No. 5 E3-2 - Ground Engine switch on (IG) 11 to 14 V No. 6 n3-2 - Ground Engine switch on (IG) 11 to 14 V No. 7 E4-2 - Ground Engine switch on (IG) 11 to 14 V No. 8 n4-2 - Ground Engine switch on (IG) 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Fuel Injector Assembly) HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> See step 183 OK: Go to next step
  77. CHECK HARNESS AND CONNECTOR (FUEL INJECTOR - ECM) Disconnect the fuel injector connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Cylinder Tester Connection Condition Specified Condition No. 1 E1-1 - Body ground Always 10 kohms or higher E1-1 - C31-6 (#10) Always Below 1 ohms No. 2 n1-1 - Ground Always 10 kohms or higher n1-1 - C31-1 (#20) Always Below 1 ohms No. 3 E2-1 - Ground Always 10 kohms or higher E2-1 - C31-7 (#30) Always Below 1 ohms No. 4 n2-1 - Ground Always 10 kohms or higher n2-1 - C31-2 (#40) Always Below 1 ohms No. 5 E3-1 - Ground Always 10 kohms or higher E3-1 - C31-8 (#50) Always Below 1 ohms No. 6 n3-1 - Ground Always 10 kohms or higher n3-1 - C31-3 (#60) Always Below 1 ohms No. 7 E4-1 - Ground Always 10 kohms or higher E4-1 - C31-9 (#70) Always Below 1 ohms No. 8 n4-1 - Ground Always 10 kohms or higher n4-1 - C31-4 (#80) Always Below 1 ohms HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  78. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-524262-S07027689612013012800000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 79 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  79. CHECK CAMSHAFT POSITION SENSOR Replace the camshaft position sensor. Refer to «REMOVAL»(ref-524262-S27580867712013012800000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 158 OK --> END (CAMSHAFT POSITION SENSOR IS DEFECTIVE)
  80. CHECK CRANKSHAFT POSITION SENSOR Check the tightening and installation condition of the crankshaft position sensor bolt. Check the connection of the crankshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 159 OK: Go to next step
  81. CHECK CAMSHAFT POSITION SENSOR Check the tightening and installation condition of the camshaft position sensor bolt. Check the connection of the camshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 160 OK: Go to next step
  82. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Disconnect the crankshaft position sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C42-1 (NE+) - C28-6 (NE+) Always Below 1 ohms C42-2 (NE-) - C28-5 (NE-) Always Below 1 ohms C42-3 (VC) - C28-16 (VCV2) Always Below 1 ohms C42-1 (NE+) or C28-6 (NE+) - Body ground Always 10 kohms or higher C42-2 (NE-) or C28-5 (NE-) - Body ground Always 10 kohms or higher C42-3 (VC) or C28-16 (VCV2) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  83. CHECK HARNESS AND CONNECTOR (CAMSHAFT POSITION SENSOR - ECM) Disconnect the camshaft position sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C41-1 (G2) - C28-9 (G2) Always Below 1 ohms C41-2 (G-) - C28-10 (G2-) Always Below 1 ohms C41-3 (VC) - C28-16 (VCV2) Always Below 1 ohms C41-1 (G2) or C28-9 (G2) - Body ground Always 10 kohms or higher C41-2 (G-) or C28-10 (G2-) - Body ground Always 10 kohms or higher C41-3 (VC) or C28-16 (VCV2) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  84. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-524262-S07027689612013012800000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 85 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  85. CHECK CAMSHAFT POSITION SENSOR Replace the camshaft position sensor. Refer to «REMOVAL»(ref-524262-S27580867712013012800000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 161 OK --> END (CAMSHAFT POSITION SENSOR IS DEFECTIVE)
  86. READ VALUE USING TECHSTREAM (ISC LEARNING VALUE) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Start the engine and warm it up until the engine coolant temperature stabilizes with the A/C switch and all the accessory switches off. Enter the following menus: Powertrain / Engine and ECT / Data List / ISC Learning Value. RESULT Data List Item Result Suspected Area Proceed to ISC Learning Value (engine displacement (liters) x 0.9) or more Valve timing Compression A Less than (engine displacement (liters) x 0.9) - B B --> See step 88 A: Go to next step
  87. CHECK CYLINDER COMPRESSION PRESSURE Inspect the compression. Refer to «ON-VEHICLE INSPECTION - Step 3»(ref-524246-S42637380202013012800000) . NG --> REPAIR OR REPLACE ENGINE ASSEMBLY OK --> CHECK VALVE TIMING
  88. INSPECT ENGINE COOLANT TEMPERATURE SENSOR Inspect the engine coolant temperature sensor. Refer to «INSPECTION - Step 1»(ref-524262-S31343895302013012800000) . NG --> See step 162 OK: Go to next step
  89. CHECK FUEL PRESSURE HINT: For the fuel pressure inspection, refer to the following procedures. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524273-S28719777252013012800000) . Attach a fuel pressure gauge and check the fuel pressure when cranking the engine and after stopping the engine. RESULT Vehicle State Specified Condition Cranking engine 304 to 343 kPa (3.1 to 3.5 kgf/cm 2 ) 5 minutes after stopping engine 147 kPa (1.5 kgf/cm 2 ) or higher NG --> See step 95 OK: Go to next step
  90. READ VALUE USING TECHSTREAM (LONG FT) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Data List / Long FT. RESULT Data List Item Result Suspected Area Proceed to Long FT -15 to +15% Wire harness or connector Fuel A +15% or more, or less than -15% Fuel injector assembly B B --> See step 163 A: Go to next step
  91. PERFORM SIMULATION TEST Check if the idling speed is stable after starting the engine and if an unstable idling speed has ever occurred in the past. RESULT Problem Symptom Suspected Area Proceed to Current unstable idling speed or history of unstable idling speed Crankshaft position sensor system A All current and past idling speeds are stable Fuel B HINT: Through the customer problem analysis, confirm the fuel being used and the location at which the fuel was added to check if the malfunction is caused by the fuel in the vehicle. B --> REPLACE FUEL A: Go to next step
  92. CHECK CRANKSHAFT POSITION SENSOR Check the tightening and installation condition of the crankshaft position sensor bolt. Check the connection of the crankshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 164 OK: Go to next step
  93. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Disconnect the crankshaft position sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C42-1 (NE+) - C28-6 (NE+) Always Below 1 ohms C42-2 (NE-) - C28-5 (NE-) Always Below 1 ohms C42-3 (VC) - C28-16 (VCV2) Always Below 1 ohms C42-1 (NE+) or C28-6 (NE+) - Body ground Always 10 kohms or higher C42-2 (NE-) or C28-5 (NE-) - Body ground Always 10 kohms or higher C42-3 (VC) or C28-16 (VCV2) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  94. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-524262-S07027689612013012800000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 165 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  95. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for fuel leakage from the fuel pipes. RESULT Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. When performing the Active Test, if there is no operating noise from the fuel pump, the fuel pump system may be malfunctioning. Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected. B --> See step 96 A --> REPAIR OR REPLACE FUEL LINE
  96. INSPECT FUEL PUMP Inspect the fuel pump. Refer to «INSPECTION - Step 1»(ref-524269-S37352554872013012800000) . HINT: Make sure there is no foreign matter such as iron particles on the fuel pump and no signs that the fuel pump was stuck. Make sure the internal connector is securely connected. Make sure the fuel pump filter is not clogged. NG --> See step 169 OK --> See step 166
  97. CHECK FUEL PRESSURE HINT: For the fuel pressure inspection, refer to the following procedures. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524273-S28719777252013012800000) . Attach a fuel pressure gauge and check the fuel pressure after stopping the engine. RESULT Result Proceed to 147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine) A Below 147 kPa (1.5 kgf/cm 2 ) (5 minutes after stopping the engine) B B --> See step 103 A: Go to next step
  98. READ VALUE USING TECHSTREAM (LONG FT) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Data List / Long FT. RESULT Data List Item Result Suspected Area Proceed to Long FT -15 to +15% Wire harness or connector Fuel A +15% or more, or less than -15% Fuel injector assembly B B --> See step 176 A: Go to next step
  99. PERFORM SIMULATION TEST Check if the idling speed is stable after starting the engine and if an unstable idling speed has ever occurred in the past. RESULT Problem Symptom Suspected Area Proceed to Current unstable idling speed or history of unstable idling speed Crankshaft position sensor system A All current and past idling speeds are stable Fuel B HINT: Through the customer problem analysis, confirm the fuel being used and the location at which the fuel was added to check if the malfunction is caused by the fuel in the vehicle. B --> REPLACE FUEL A: Go to next step
  100. CHECK CRANKSHAFT POSITION SENSOR Check the tightening and installation condition of the crankshaft position sensor bolt. Check the connection of the crankshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 167 OK: Go to next step
  101. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Disconnect the crankshaft position sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C42-1 (NE+) - C28-6 (NE+) Always Below 1 ohms C42-2 (NE-) - C28-5 (NE-) Always Below 1 ohms C42-3 (VC) - C28-16 (VCV2) Always Below 1 ohms C42-1 (NE+) or C28-6 (NE+) - Body ground Always 10 kohms or higher C42-2 (NE-) or C28-5 (NE-) - Body ground Always 10 kohms or higher C42-3 (VC) or C28-16 (VCV2) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  102. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-524262-S07027689612013012800000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 168 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  103. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for fuel leakage from the fuel pipes. RESULT Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. When performing the Active Test, if there is no operating noise from the fuel pump, the fuel pump system may be malfunctioning. Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected. B --> See step 104 A --> REPAIR OR REPLACE FUEL LINE
  104. INSPECT FUEL PUMP Inspect the fuel pump. Refer to «INSPECTION - Step 1»(ref-524269-S37352554872013012800000) . HINT: Make sure there is no foreign matter such as iron particles on the fuel pump and no signs that the fuel pump was stuck. Make sure the internal connector is securely connected. Make sure the fuel pump filter is not clogged. NG --> See step 179 OK: Go to next step
  105. CHECK PURGE VSV Disconnect the vacuum hose (on the canister side) of the purge VSV. Start the engine. Idle the engine. Disconnect the connector of the purge VSV. Check if air flows through the purge VSV. Standard Air does not flow Connect the connector of the purge VSV. Connect the vacuum hose of the purge VSV. HINT: When this inspection is performed, the MIL may illuminate. After finishing the inspection, check and clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . NG --> See step 170 OK: Go to next step
  106. CHECK FUEL INJECTOR ASSEMBLY Clean the inside of the surge tank with compressed air. After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes. RESULT Result Proceed to 400 ppm or more A Less than 400 ppm B HINT: If the concentration is 400 ppm or more, a fuel injector may have a sealing problem. B --> See step 107 A --> See step 171
  107. CHECK INTAKE VALVE Check if carbon is on the intake valves. RESULT Result Proceed to Carbon present A No carbon present B B --> See step 108 A --> CLEAN INTAKE VALVE
  108. READ VALUE USING TECHSTREAM (ISC LEARNING VALUE) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Start the engine, turn off all accessory switches and warm up the engine until the engine coolant temperature stabilizes. Enter the following menus: Powertrain / Engine and ECT / Data List / ISC Learning Value. RESULT Data List Item Result Suspected Area Proceed to ISC Learning Value (engine displacement (liters) x 0.9) or more Valve timing Compression A Less than (engine displacement (liters) x 0.9) - B B --> See step 110 A: Go to next step
  109. CHECK CYLINDER COMPRESSION PRESSURE Inspect the compression. Refer to «ON-VEHICLE INSPECTION - Step 3»(ref-524246-S42637380202013012800000) . NG --> REPAIR OR REPLACE ENGINE ASSEMBLY OK --> See step 172
  110. INSPECT ENGINE COOLANT TEMPERATURE SENSOR Inspect the engine coolant temperature sensor. Refer to «INSPECTION»(ref-524262-S10537552662013012800000) . NG --> See step 173 OK: Go to next step
  111. CHECK CRANKSHAFT POSITION SENSOR Check the tightening and installation condition of the crankshaft position sensor bolt. Check the connection of the crankshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 174 OK: Go to next step
  112. CHECK CAMSHAFT POSITION SENSOR Check the tightening and installation condition of the camshaft position sensor bolt. Check the connection of the camshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 175 OK: Go to next step
  113. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Disconnect the crankshaft position sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C42-1 (NE+) - C28-6 (NE+) Always Below 1 ohms C42-2 (NE-) - C28-5 (NE-) Always Below 1 ohms C42-3 (VC) - C28-16 (VCV2) Always Below 1 ohms C42-1 (NE+) or C28-6 (NE+) - Body ground Always 10 kohms or higher C42-2 (NE-) or C28-5 (NE-) - Body ground Always 10 kohms or higher C42-3 (VC) or C28-16 (VCV2) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  114. CHECK HARNESS AND CONNECTOR (CAMSHAFT POSITION SENSOR - ECM) Disconnect the camshaft position sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C41-1 (G2) - C28-9 (G2) Always Below 1 ohms C41-2 (G-) - C28-10 (G2-) Always Below 1 ohms C41-3 (VC) - C28-16 (VCV2) Always Below 1 ohms C41-1 (G2) or C28-9 (G2) - Body ground Always 10 kohms or higher C41-2 (G-) or C28-10 (G2-) - Body ground Always 10 kohms or higher C41-3 (VC) or C28-16 (VCV2) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  115. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-524262-S07027689612013012800000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 116 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  116. CHECK CAMSHAFT POSITION SENSOR Replace the camshaft position sensor. Refer to «REMOVAL»(ref-524262-S27580867712013012800000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 180 OK --> END (CAMSHAFT POSITION SENSOR IS DEFECTIVE)
  117. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-524126-S26606347652013012800000)
  118. REPAIR ENGINE IMMOBILISER SYSTEM. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(ref-524134-S00151205232013012800000)
  119. CHECK STARTER SIGNAL CIRCUIT. Refer to «Starter Signal Circuit»(ref-524264-S20070938892013012800000)
  120. SECURELY REINSTALL SENSOR. Refer to «INSTALLATION»(ref-524262-S41379947072013012800000)
  121. REPLACE CRANKSHAFT POSITION SENSOR. Refer to «REMOVAL»(ref-524262-S07027689612013012800000)
  122. END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE). Refer to «REMOVAL»(ref-524262-S07027689612013012800000)
  123. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  124. REPLACE ENGINE COOLANT TEMPERATURE SENSOR. Refer to «REMOVAL»(ref-524262-S05147910282013012800000)
  125. CHECK FUEL PUMP CONTROL SYSTEM. Refer to «Fuel Pump Control Circuit»(ref-524264-S32606429692013012800000)
  126. REPAIR FUEL PUMP CONTROL SYSTEM. Refer to «Fuel Pump Control Circuit»(ref-524264-S32606429692013012800000)
  127. REPLACE ENGINE COOLANT TEMPERATURE SENSOR. Refer to «REMOVAL»(ref-524262-S05147910282013012800000)
  128. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S42378634592013012800000)
  129. CLEAN OR REPLACE THROTTLE BODY ASSEMBLY. Refer to «REMOVAL»(ref-524262-S00817459492013012800000)
  130. INSPECT STARTER ASSEMBLY. Refer to «INSPECTION»(ref-524268-S23345136412013012800000)
  131. REPLACE DRIVE PLATE AND RING GEAR SUB-ASSEMBLY. Refer to «REMOVAL»(ref-524246-S01931215272013012800000)
  132. REPLACE STARTER ASSEMBLY. Refer to «REMOVAL»(ref-524268-S00269934362013012800000)
  133. CHECK STARTER SIGNAL CIRCUIT. Refer to «Starter Signal Circuit»(ref-524264-S20070938892013012800000)
  134. REPLACE STARTER ASSEMBLY. Refer to «REMOVAL»(ref-524268-S00269934362013012800000)
  135. INSPECT STARTER ASSEMBLY. Refer to «INSPECTION»(ref-524268-S23345136412013012800000)
  136. REPLACE FUEL PRESSURE REGULATOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S40080142782013012800000)
  137. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S42378634592013012800000)
  138. REPLACE SPARK PLUG. Refer to «REMOVAL»(ref-524262-S23907377132013012800000)
  139. CHECK CRANKSHAFT POSITION SENSOR CIRCUIT. Refer to «DTC P0335: Crankshaft Position Sensor "A" Circuit; DTC P0337: Crankshaft Position Sensor "A" Circuit Low Input; DTC P0338: Crankshaft Position Sensor "A" Circuit High Input; DTC P0339: Crankshaft Position Sensor "A" Circuit Intermittent»(ref-524266-S42603005702013012800000)
  140. CHECK POWER SOURCE CIRCUIT. Refer to «PROCEDURE - Step 1»(ref-524266-S28511242032013012800000)
  141. REPLACE IGNITION COIL ASSEMBLY. Refer to «REMOVAL»(ref-524262-S23907377132013012800000)
  142. CHECK FUEL PUMP CONTROL SYSTEM. Refer to «Fuel Pump Control Circuit»(ref-524264-S32606429692013012800000)
  143. CHECK FUEL PUMP CONTROL SYSTEM. Refer to «Fuel Pump Control Circuit»(ref-524264-S32606429692013012800000)
  144. REPLACE CRANKSHAFT POSITION SENSOR. Refer to «REMOVAL»(ref-524262-S07027689612013012800000)
  145. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  146. REPLACE CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (FOR INTAKE SIDE). Refer to «REMOVAL»(ref-524262-S07212957182013012800000)
  147. REPLACE MASS AIR FLOW METER ASSEMBLY. Refer to «REMOVAL»(ref-524262-S00293573342013012800000)
  148. REPLACE ENGINE COOLANT TEMPERATURE SENSOR. Refer to «REMOVAL»(ref-524262-S05147910282013012800000)
  149. REPLACE MASS AIR FLOW METER ASSEMBLY. Refer to «REMOVAL»(ref-524262-S00293573342013012800000)
  150. REPLACE AIR FUEL RATIO SENSOR. Refer to «REMOVAL»(ref-524262-S00247626492013012800000)
  151. REPLACE MASS AIR FLOW METER ASSEMBLY. Refer to «REMOVAL»(ref-524262-S00293573342013012800000)
  152. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S42378634592013012800000)
  153. REPLACE SPARK PLUG (ABNORMAL CYLINDER). Refer to «REMOVAL»(ref-524262-S23907377132013012800000)
  154. REPLACE SPARK PLUG (ALL). Refer to «REMOVAL»(ref-524262-S23907377132013012800000)
  155. REPLACE FUEL PRESSURE REGULATOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S40080142782013012800000)
  156. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S42378634592013012800000)
  157. CHECK FUEL PUMP CONTROL SYSTEM. Refer to «Fuel Pump Control Circuit»(ref-524264-S32606429692013012800000)
  158. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  159. SECURELY REINSTALL SENSOR. Refer to «INSTALLATION»(ref-524262-S41379947072013012800000)
  160. SECURELY REINSTALL SENSOR. Refer to «INSTALLATION»(ref-524262-S17322198632013012800000)
  161. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  162. REPLACE ENGINE COOLANT TEMPERATURE SENSOR. Refer to «REMOVAL»(ref-524262-S05147910282013012800000)
  163. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S42378634592013012800000)
  164. SECURELY REINSTALL SENSOR. Refer to «INSTALLATION»(ref-524262-S41379947072013012800000)
  165. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  166. REPLACE FUEL PRESSURE REGULATOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S40080142782013012800000)
  167. SECURELY REINSTALL SENSOR. Refer to «INSTALLATION»(ref-524262-S41379947072013012800000)
  168. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  169. REPLACE FUEL PUMP. Refer to «REMOVAL»(ref-524269-S41706281042013012800000)
  170. INSPECT PURGE VSV. Refer to «INSPECTION - Step 1»(ref-524251-S38986652952013012800000)
  171. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S42378634592013012800000)
  172. ADJUST VALVE TIMING. Refer to «REASSEMBLY»(ref-524246-S09750024602013012800000)
  173. REPLACE ENGINE COOLANT TEMPERATURE SENSOR. Refer to «REMOVAL»(ref-524262-S05147910282013012800000)
  174. SECURELY REINSTALL SENSOR. Refer to «INSTALLATION»(ref-524262-S41379947072013012800000)
  175. SECURELY REINSTALL SENSOR. Refer to «INSTALLATION»(ref-524262-S17322198632013012800000)
  176. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S42378634592013012800000)
  177. REPLACE FUEL PRESSURE REGULATOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S40080142782013012800000)
  178. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S42378634592013012800000)
  179. REPLACE FUEL PUMP. Refer to «REMOVAL»(ref-524269-S41706281042013012800000)
  180. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  181. REPAIR POWER SOURCE CIRCUIT See step 1
  182. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-524269-S42378634592013012800000)
  183. REPAIR POWER SOURCE CIRCUIT See step 1
  184. REPLACE CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (FOR EXHAUST SIDE). Refer to «REMOVAL»(ref-524262-S07212957182013012800000)
  185. REPLACE EGR VALVE ASSEMBLY. Refer to «REMOVAL»(ref-524251-S06751532262013012800000)

HINT

  1. By using the Techstream to perform the Air Injection Check operation in the System Check, the air-fuel ratio and the pressure in the secondary air injection system passage can be checked while the secondary air injection system is operating. This helps technicians to troubleshoot the system when it malfunctions.
  2. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.

Scheme 81

Scheme 81: PROCEDURE
Scheme 81: PROCEDURE

Scheme 82

Scheme 82
Scheme 82

Scheme 83

Scheme 83
Scheme 83

Scheme 84

Scheme 84
Scheme 84
  1. CHECK AIR INJECTION CONTROL DRIVER (POWER SOURCE CIRCUIT) Disconnect the air injection control driver connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A13-5 (+B) - Body ground Engine switch on (IG) 11 to 14 V (near battery voltage) TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Air Injection Control Driver) NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  2. CHECK HARNESS AND CONNECTOR (AIR INJECTION CONTROL DRIVER - ECM, BODY GROUND) Disconnect the ECM connector. Disconnect the air injection control driver connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C29-23 (AIRP) - A13-4 (SIP) Always Below 1 ohms C28-26 (AIRV) - A13-3 (SIV) Always Below 1 ohms C29-30 (AIDI) - A13-2 (DI) Always Below 1 ohms A13-1 (E) - Body ground Always Below 1 ohms C29-23 (AIRP) or A13-4 (SIP) - Body ground Always 10 kohms or higher C28-26 (AIRV) or A13-3 (SIV) - Body ground Always 10 kohms or higher C29-30 (AIDI) or A13-2 (DI) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  3. INSPECT AIR INJECTION CONTROL DRIVER (DI TERMINAL VOLTAGE) Disconnect the air injection control driver connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A13-2 (DI) - A13-1 (E) Engine switch on (IG) 11 to 14 V (near battery voltage) TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Air Injection Control Driver) NG --> See step 7 OK: Go to next step
  4. PERFORM ACTIVE TEST USING TECHSTREAM Disconnect the air injection control driver connector. Connect terminals DI and SIV of the wire harness connector for the air injection control driver. TEXT IN ILLUSTRATION *1 Air Injection Control Driver *2 ECM *a Front view of wire harness connector (to Air Injection Control Driver) Connect the Techstream to the DLC3. Turn the engine switch on (IG) and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV 1: OPEN, ASV 2: OPEN. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the secondary air injection system forced operation while the engine is idling. Measure the voltage between the SIV and E terminals of the ECM connector when the secondary air injection system is ON and OFF. Turn the engine switch off. NOTE: Performing Air Injection Check repeatedly may cause damage to the secondary air injection system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. Standard Voltage Tester Connection Condition Specified Condition A13-3 (SIV) - A13-1 (E) AIR PUMP: ON, ASV: OPEN 0.5 to 2 V A13-3 (SIV) - A13-1 (E) AIR PUMP: OFF, ASV: CLOSE 11 to 14 V Connect terminals DI and SIP of the wire harness connector for the air injection control driver. TEXT IN ILLUSTRATION *1 Air Injection Control Driver *2 ECM *a Front view of wire harness connector (to Air Injection Control Driver) Connect the Techstream to the DLC3. Turn the engine switch on (IG) and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV 1: OPEN, ASV 2: OPEN. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the secondary air injection system forced operation while the engine is idling. Measure the voltage between the SIP and E terminals of the ECM connector when the secondary air injection system is ON and OFF. Turn the engine switch off. NOTE: Performing Air Injection Check repeatedly may cause damage to the secondary air injection system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. Standard Voltage Tester Connection Condition Specified Condition A13-4 (SIP) - A13-1 (E) AIR PUMP: ON, ASV: OPEN 0.5 to 2 V A13-4 (SIP) - A13-1 (E) AIR PUMP: OFF, ASV: CLOSE 11 to 14 V Reconnect the air injection control driver connector. NG --> See step 8 OK: Go to next step
  5. REPLACE AIR INJECTION CONTROL DRIVER Replace the air injection control driver. Refer to «REMOVAL»(ref-524251-S27959668022013012800000) . NEXT: Go to next step
  6. CHECK WHETHER DTC OUTPUT RECURS Start the engine and warm it up. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Air injection check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the System Check operation by pressing ENTER (Next). After operating the secondary air injection system, perform the following to confirm the secondary air injection system pending codes: Press the Exit button. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes / Pending. Read DTCs. RESULT Result Proceed to No output A Other DTCs are output B Turn the engine switch off. NOTE: When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. B --> See step 9 A --> END
  7. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  8. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  9. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)

HINT

  1. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
  1. The throttle actuator current (Throttle Motor Current) and the throttle actuator duty ratio (Throttle Motor Open Duty/Throttle Motor Close Duty) can be read using the Techstream. However, the ECM shuts off the throttle actuator current when the ETCS malfunctions.

HINT

  1. Read freeze frame data using the Techstream. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.
  1. Since a pending DTC is not stored for this DTC, it takes time to confirm whether the malfunction has been successfully repaired by checking for this DTC. When confirming whether the malfunction has been successfully repaired, compare "ISC Learning Value" recorded in the freeze frame data with "ISC Learning Value" in the Data List after repairs have been made to save time.

Scheme 85

Scheme 85: PROCEDURE
Scheme 85: PROCEDURE
  1. CHECK FOR ANY OTHER DTCS OUTPUT (IN ADDITION TO P2109) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read the DTCs. RESULT Result Proceed to Only DTC P2109 is output A DTC P2109 and other DTCs are output B HINT: If any DTCs other than P2109 are output, troubleshoot those DTCs first. B --> See step 6 A: Go to next step
  2. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the engine switch on (IG). Using the Techstream, check "ISC Learning Value" in the freeze frame data. Refer to «FREEZE FRAME DATA»(ref-524126-S18115652042013012800000) . HINT: Be sure to check "ISC Learning Value" in the freeze frame data as it is used when confirming whether the malfunction has been successfully repaired. NEXT: Go to next step
  3. REMOVE FOREIGN OBJECT (CLEAN THROTTLE BODY ASSEMBLY) Clean off any deposits from the inside of the throttle body. Push open the throttle valve and wipe off any carbon from the valve and bore using a cloth soaked in non-residue solvent. NOTE: Make sure that the cloth or your fingers do not get caught in the valve. Make sure that foreign matter does not enter the throttle body. Do not directly apply non-residue solvent to the throttle body or wash the throttle body. Cleaning solvent may leak into the motor from the shaft and cause problems such as rust or valve movement problems. If there is coating material on the edge of the valve, be careful not to remove it. Push the throttle valve open gently with your finger and check that the throttle valve moves smoothly. HINT: If the throttle valve does not open smoothly, replace the throttle body assembly. NEXT: Go to next step
  4. READ VALUE USING TECHSTREAM (ISC LEARNING VALUE) Remove the EFI and ETCS fuses at the same time, wait 60 seconds or more, and then reinstall the fuses to reset the ISC learned value. Start the engine and fully warm it up. HINT: The A/C switch and all accessory switches should be off. Leave the vehicle idling for 3 minutes or more and check that the engine speed is at the standard idling speed. HINT: Check the freeze frame data and make sure that the vehicle conditions are the same as when the DTC was stored. Using the Techstream, check "ISC Learning Value". OK The value is half of "ISC Learning Value" recorded in the freeze frame data or less. NG --> See step 5 OK --> END
  5. REPLACE THROTTLE BODY ASSEMBLY. Refer to «REMOVAL»(ref-524262-S00817459492013012800000)
  6. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-524126-S26606347652013012800000)

HINT

  1. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
  2. Refer to "Data List / Active Test" [Throttle Position Command, Throttle Position No. 1, Throttle Motor Current, Throttle Motor Duty (Open), Throttle Motor Duty (Close)]. Refer to «DATA LIST / ACTIVE TEST»(ref-524126-S20424571482013012800000) .

Note. Inspect the fuses of circuits related to this system before performing the following inspection procedure.

HINT

Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.

HINT

  1. Refer to "Data List / Active Test" [Throttle Position Commanded, Throttle Position No. 1, Throttle Motor Current, Throttle Motor Duty (Open) and Throttle Motor Duty (Close)]. Refer to «DATA LIST / ACTIVE TEST»(ref-524126-S20424571482013012800000) .
  2. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.

HINT

  1. These DTCs relate to the accelerator pedal position sensor.
  2. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.

Scheme 86

Scheme 86: PROCEDURE
Scheme 86: PROCEDURE

Scheme 87

Scheme 87
Scheme 87
  1. READ VALUE USING TECHSTREAM (ACCELERATOR PEDAL POSITION SENSOR) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / All Data / Accel Sensor Out No. 1 and Accel Sensor Out No. 2. Read the value displayed on the Techstream. Standard Voltage Accelerator Pedal Operation Accel Sensor Out No. 1 Accel Sensor Out No. 2 Difference between Accel Sensor Out No. 1 and Accel Sensor Out No. 2 Released 0.5 to 1.1 V 1.2 to 2.0 V More than 0.02 V Depressed 2.6 to 4.5 V 3.4 to 5.0 V TEXT IN ILLUSTRATION *a Depressed *b Released OK --> See step 5 NG --> See step 2
  2. CHECK HARNESS AND CONNECTOR (ACCELERATOR PEDAL POSITION SENSOR - ECM) Disconnect the accelerator pedal position sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition A16-6 (VPA) - G45-6 (VPA) Always Below 1 ohms A16-5 (EPA) - G45-3 (EPA) Always Below 1 ohms A16-4 (VCPA) - G45-4 (VCPA) Always Below 1 ohms A16-3 (VPA2) - G45-5 (VPA2) Always Below 1 ohms A16-2 (EPA2) - G45-1 (EPA2) Always Below 1 ohms A16-1 (VCP2) - G45-2 (VCP2) Always Below 1 ohms A16-6 (VPA) or G45-6 (VPA) - Body ground Always 10 kohms or higher A16-5 (EPA) or G45-3 (EPA) - Body ground Always 10 kohms or higher A16-4 (VCPA) or G45-4 (VCPA) - Body ground Always 10 kohms or higher A16-3 (VPA2) or G45-5 (VPA2) - Body ground Always 10 kohms or higher A16-2 (EPA2) or G45-1 (EPA2) - Body ground Always 10 kohms or higher A16-1 (VCP2) or G45-2 (VCP2) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  3. INSPECT ECM (VCPA AND VCP2 VOLTAGE) Disconnect the accelerator pedal position sensor connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A16-4 (VCPA) - A16-5 (EPA) Engine switch on (IG) 4.5 to 5.5 V A16-1 (VCP2) - A16-2 (EPA2) Engine switch on (IG) 4.5 to 5.5 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Accelerator Pedal Position Sensor Assembly) NG --> See step 6 OK: Go to next step
  4. REPLACE ACCELERATOR PEDAL POSITION SENSOR ASSEMBLY Replace the accelerator pedal position sensor assembly. Refer to «REMOVAL»(ref-524262-S17646998722013012800000) . NEXT: Go to next step
  5. CHECK WHETHER DTC OUTPUT RECURS (ACCELERATOR PEDAL POSITION SENSOR DTCS) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern. Read DTCs. RESULT Result Proceed to P2120, P2122, P2123, P2125, P2127, P2128 and/or P2138 is output A No DTC is output B B --> END A --> See step 7
  6. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  7. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)

HINT

  1. This DTC relates to the accelerator pedal position sensor.
  2. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.

HINT

  1. Although the DTC titles say oxygen sensor, these DTCs relate to the air fuel ratio sensor.
  2. Sensor 1 refers to the sensor mounted in front of the Three-way Catalytic Converter (TWC) and located near the engine assembly.
  3. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
  4. A low air fuel ratio sensor voltage could be caused by a rich air-fuel mixture. Check for conditions that would cause the engine to run rich.
  5. A high air fuel ratio sensor voltage could be caused by a lean air-fuel mixture. Check for conditions that would cause the engine to run lean.
  6. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transmission.
  7. Bank 2 refers to the bank that does not include the No. 1 cylinder.
  8. Sensor 1 refers to the sensor closest to the engine assembly.
  9. Sensor 2 refers to the sensor farthest away from the engine assembly.

HINT

  1. Refer to "Data List / Active Test" [AFS Voltage B1S1 and AFS Voltage B2S1]. Refer to «DATA LIST / ACTIVE TEST»(ref-524126-S20424571482013012800000) .
  2. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
  3. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transmission.
  4. Bank 2 refers to the bank that does not include the No. 1 cylinder.
  5. Sensor 1 refers to the sensor closest to the engine assembly.
  6. Sensor 2 refers to the sensor farthest away from the engine assembly.

DTC SUMMARY

DTC No.Monitoring ItemMalfunction Detection ConditionTrouble AreaDetection TimingDetection Logic
P2420Vent valve stuck open (vent)Following condition is met during the key-off EVAP monitor: EVAP pressure change when the vent valve is closed (ON) is less than 0.3 kPa-g (2.25 mmHg-g).Canister pump module (Reference orifice, leak detection pump, vent valve) Connector/wire harness (Canister pump module - ECM) ECMWhile engine switch off2 trip

HINT

The vent valve is built into the canister pump module.

Refer to EVAP System. Refer to INSPECTION PROCEDURE .

HINT

  1. Refer to "Data List / Active Test" [Air Pump Pressure (Absolute) and Air Pump2 Pressure (Absolute)]. Refer to «DATA LIST / ACTIVE TEST»(ref-524126-S20424571482013012800000) .
  2. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
  3. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transmission.
  4. Bank 2 refers to the bank that does not include the No. 1 cylinder.

Scheme 88

Scheme 88: PROCEDURE
Scheme 88: PROCEDURE
  1. CHECK HARNESS AND CONNECTOR (PRESSURE SENSOR - ECM) Disconnect the air switching valve connector. Disconnect the ECM connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C35-2 (AIP) - G44-1 (AIP) Always Below 1 ohms C35-1 (VC) - C28-16 (VCV2) Always Below 1 ohms C35-3 (E2) - C29-7 (E2) Always Below 1 ohms C36-2 (AIP2) - G44-2 (AIP2) Always Below 1 ohms C36-1 (VC2) - C28-16 (VCV2) Always Below 1 ohms C36-3 (E22) - C29-7 (E2) Always Below 1 ohms C35-2 (AIP) or G44-1 (AIP) - Body ground Always 10 kohms or higher C35-1 (VC) or C28-16 (VCV2) - Body ground Always 10 kohms or higher C36-2 (AIP2) or G44-1 (AIP2) - Body ground Always 10 kohms or higher C36-1 (VC2) or C28-16 (VCV2) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  2. CHECK TERMINAL VOLTAGE (VC OF AIR SWITCHING VALVE) Disconnect the air switching valve connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C35-1 (VC) - C35-3 (E2) Engine switch on (IG) 4.5 to 5.5 V C36-1 (VC2) - C36-3 (E22) Engine switch on (IG) 4.5 to 5.5 V TEXT IN ILLUSTRATION *A Bank 1 *B Bank 2 *a Front view of wire harness connector (to Air Switching Valve Assembly) NG --> See step 5 OK: Go to next step
  3. REPLACE AIR SWITCHING VALVE ASSEMBLY Replace the air switching valve assembly. HINT: Replace the air switching valve assembly for bank 1. Refer to «REMOVAL»(ref-524251-S06527927302013012800000) . Replace the air switching valve assembly for bank 2. Refer to «REMOVAL»(ref-524251-S34147328552013012800000) . NEXT: Go to next step
  4. CHECK WHETHER DTC OUTPUT RECURS Perform the Confirmation Driving Pattern. RESULT Display (DTC Output) Proceed to NORMAL (No DTC output) A ABNORMAL (P2431, P2432, P2433, P2436, P2437 or P2438 output) B B --> See step 6 A --> END
  5. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  6. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)

HINT

Refer to "Data List / Active Test" [Air Pump Pressure (Absolute), Air Pump2 Pressure (Absolute) and Air Pump Pulsation Pressure]. Refer to DATA LIST / ACTIVE TEST .

HINT

Determination by ECM monitoring

The ECM locates malfunctions in the secondary air injection system by detecting the pressure in the secondary air injection passage between the air pump and air switching valve and stores a DTC. Soon after a cold engine start, the monitor runs for a short time while the secondary air injection system is both ON and OFF. The ECM detects both the pressure and the exhaust pulsation and compares them.

The following 8 patterns are secondary air injection system pressure conditions in the secondary air injection system passage.

Air PumpON
Air Switching ValveOpen
Pressure1 kPa or higher
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 1

Air PumpOFF
Air Switching ValveOpen
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 2

Air PumpON
Air Switching ValveClosed
Pressure1 kPa or higher
Pulsation DetectionExhaust gas pulsation not detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 3

Air PumpOFF
Air Switching ValveClosed
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation not detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 4

Air PumpON
Air Switching ValveOpen
Pressure1 kPa or higher
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 5

Air PumpOFF
Air Switching ValveOpen
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 6

Air PumpON
Air Switching ValveClosed
Pressure1 kPa or higher
Pulsation DetectionExhaust gas pulsation not detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 7

Air PumpOFF
Air Switching ValveClosed
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation not detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 8

If the detected pressure is high, the air pump is assumed to be ON and if it alternates sharply, the air switching valve is assumed to be open. The ECM locates malfunctions from the combination of pressures detected when the secondary air injection system is ON and OFF.

HINT

The exhaust pulsation value is calculated in the ECM. If the calculated value exceeds a certain level, the ECM determines that the exhaust pulsation is in the secondary air injection system.

HINT

  1. In case 3 and 7, as the pressure sensor detects a slight pump operation pulsation, the detected value is not constant. Since the pump outlet is blocked by closing the air switching valve, the average pressure is higher than in case 1 (approximately 12 to 20 kPa).
  2. In case 1, the average pressure is approximately 3 to 11 kPa. The value of 1 kPa indicated in the table above is a threshold for detecting pump malfunctions.
Detected Condition while secondary air injection Operating: Air Pump ON, Air Switching Valve OpenDetected Condition while secondary air injection not Operating: Air Pump OFF, Air Switching Valve ClosedECM DeterminationDTC Output
Case 1Case 8Normal
Case 1Case 6Air switching valve stuck openP2440 or P2442
Case 1Case 7Air pump stuck ONP2444
Case 2Case 8Air pump stuck OFFP2445 or P2447
Case 3Case 8Air switching valve stuck closedP2441 or P2443
Case 1Case 5Air switching valve stuck open and air pump stuck ONP2440 and/or P2442 and P2444
Case 2Case 6Air switching valve stuck open and air pump stuck OFFP2440 and/or P2442 and P2445 or P2447
Case 3Case 7Air switching valve stuck closed and air pump stuck ONP2441 and/or P2443 and P2444
Case 4Case 8Air switching valve stuck closed and air pump stuck OFFP2441 and/or P2443 and P2445 and/or P2447

HINT

  1. By using the Techstream to perform the Air Injection Check operation in the System Check, the air-fuel ratio and the pressure in the secondary air injection system passage can be checked while the secondary air injection system is operating. This helps technicians to troubleshoot the system when it malfunctions. Furthermore, pending codes also can be checked by performing Utility / Air Injection Check / Automatic Mode after the repair.
  2. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
  1. System Check
  2. The pressure in the secondary air passage can be checked using the Techstream. Start the engine and warm it up. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV 1: OPEN, ASV 2: OPEN and AIR PUMP: OFF, ASV 1: CLOSE, ASV 2: CLOSE. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the secondary air injection system forced operation while the engine is idling. Check that the air pump (AIR PUMP), air switching valve (ASV) and pressure in the secondary air injection system passage (PRESSURE) displayed on the Techstream indicate the conditions shown in the table below. Standard Techstream Operation Air Pump Air Switching Valve Pressure*1 Pulsation*2 AIR PUMP: ON, ASV: OPEN ON OPEN 1 kPa or higher 12 kPa or higher AIR PUMP: OFF, ASV: CLOSE OFF CLOSE Below 2.5 kPa Below 20 kPa *1: Average pumping pressure (gauge pressure). The pressure should be 1 kPa or higher when the secondary air injection system operates. *2: The cumulative exhaust pulsation calculated by the ECM. If the calculated value exceeds a certain level, the ECM determines that the exhaust pulsation is in the secondary air injection system. Turn the engine switch off. NOTE: This Air Injection Check only allows technicians to operate the secondary air injection system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While secondary air injection system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (WAIT or ERROR). If ERROR is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the secondary air injection system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes.

HINT

  1. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transmission.
  2. Bank 2 refers to the bank that does not include the No. 1 cylinder.

Scheme 89

Scheme 89: PROCEDURE
Scheme 89: PROCEDURE

Scheme 90

Scheme 90
Scheme 90

Scheme 91

Scheme 91
Scheme 91

Scheme 92

Scheme 92
Scheme 92
  1. CHECK FOR ANY OTHER DTCS OUTPUT (IN ADDITION TO SECONDARY AIR INJECTION SYSTEM DTCS) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read DTCs and freeze frame data. RESULT Result Proceed to P2440, P2441, P2442 and/or P2443 A P2440 and/or P2441 and P0412 B P2442 and/or P2443 and P0416 and/or P0417 C P2440, P2441, P2442 and/or P2443 and other DTCs (except P0412, P0416 and P0417) are output D HINT: If any DTCs other than P0412, P0416, P0417, P2440, P2441, P2442 and/or P2443 are output, troubleshoot those DTCs first. B --> See step 15 C --> GO TO AIR SWITCHING VALVE INSPECTION PROCEDURE (P0416 AND P0417) D --> See step 16 A: Go to next step
  2. PERFORM ACTIVE TEST USING TECHSTREAM (SECONDARY AIR INJECTION SYSTEM OPERATION) Perform a visual check: Start the engine and warm it up. Turn the engine switch off. Disconnect the No. 1 and No. 2 air injection system hoses. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV1: OPEN, ASV2: OPEN. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the secondary air injection system forced operation while the engine is idling. Place your hand near the air switching valve port and check that the exhaust gas pressure pulsates when the air switching valve is turned on. WARNING: To avoid the danger of being burned by the exhaust gas, bring your hand close to the valve port slowly. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV1: OPEN, ASV2: OPEN and AIR PUMP: ON, ASV1: CLOSE, ASV2: CLOSE. Check that the exhaust gas does not pulsate when the ASV is turned off. Turn the engine switch off. NOTE: This Air Injection Check only allows technicians to operate the secondary air injection system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While secondary air injection system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (WAIT or ERROR). If ERROR is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the secondary air injection system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. OK Air Pump Operation Air Switching Valve Operation Exhaust Gas Pulsation ON OFF Not detected ON ON Detected TEXT IN ILLUSTRATION *A Bank 1 *B Bank 2 NG --> See step 4 OK: Go to next step
  3. INSPECT AIR SWITCHING VALVE ASSEMBLY (PRESSURE SENSOR) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / Air pump pressure (Absolute) and Air Pump2 Pressure (Absolute). Check the pressure displayed on the Techstream. Standard pressure 45 to 135 kPa HINT: The Techstream displays the air pump pressure as absolute pressure. RESULT Result Proceed to OK A NG (for Bank 1) B NG (for Bank 2) C B --> See step 18 C --> See step 19 A --> END
  4. INSPECT AIR TUBE (BLOCKAGE AND LEAK) Check that the No. 3 and No. 4 air tubes are securely connected to both the exhaust manifold and the air switching valve. Inspect the air tube for blockages and damage. OK No blockages in or damage to air tubes. TEXT IN ILLUSTRATION *A Bank 1 *B Bank 2 NG --> REPLACE AIR TUBE OK: Go to next step
  5. INSPECT AIR SWITCHING VALVE ASSEMBLY Inspect the air switching valve assembly for bank 1. Refer to «INSPECTION - Step 1»(ref-524251-S02533730292013012800000) . Inspect the air switching valve assembly for bank 2. Refer to «INSPECTION - Step 1»(ref-524251-S05131196592013012800000) . RESULT Result Proceed to OK A NG (for Bank 1) B NG (for Bank 2) C B --> See step 17 C --> See step 20 A: Go to next step
  6. INSPECT AIR INJECTION VSV RELAY (AI-VSV) Inspect the air injection VSV relay (AI-VSV). Refer to «ON-VEHICLE INSPECTION - Step 5»(ref-524262-S35068267992013012800000) . NG --> REPLACE AIR INJECTION VSV RELAY (AI-VSV) OK: Go to next step
  7. CHECK AIR INJECTION VSV RELAY (AI-VSV) (POWER SOURCE) Remove the air injection VSV relay (AI-VSV). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition Air injection VSV relay (AI-VSV) terminal 2 - Body ground Always 11 to 14 V TEXT IN ILLUSTRATION *1 Engine Room Relay Block *2 Air Injection VSV Relay (AI-VSV) Reinstall the air injection VSV relay (AI-VSV). NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  8. CHECK HARNESS AND CONNECTOR (AIR INJECTION VSV RELAY (AI-VSV) - ECM) Remove the air injection VSV relay (AI-VSV). Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition Air injection VSV relay (AI-VSV) terminal 1 - C30-20 (AIR1) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition Air injection VSV relay (AI-VSV) terminal 1 or C30-20 (AIR1) - Body ground Always 10 kohms or higher Reinstall the air injection VSV relay (AI-VSV). Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  9. INSPECT AIR INJECTION CONTROL DRIVER (POWER SOURCE OF AIR INJECTION CONTROL DRIVER) Disconnect the air injection control driver connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition A13-1 (E) - Body ground Always Below 1 ohms TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Air Injection Control Driver) Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition A14-1 (BATT) - Body ground Always 11 to 14 V (near battery voltage) A13-5 (+B) - Body ground Engine switch on (IG) 11 to 14 V (near battery voltage) NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  10. CHECK HARNESS AND CONNECTOR (ECM - AIR INJECTION CONTROL DRIVER) Disconnect the ECM connectors. Disconnect the air injection control driver connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C28-26 (AIRV) - A13-3 (SIV) Always Below 1 ohms NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  11. PERFORM ACTIVE TEST USING TECHSTREAM Disconnect the air injection control driver connector. Connect terminals DI and SIV of the wire harness connector for the air injection control driver. TEXT IN ILLUSTRATION *1 Air Injection Control Driver *2 ECM *a Front view of wire harness connector (to Air Injection Control Driver) Connect the Techstream to the DLC3. Turn the engine switch on (IG) and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV 1: OPEN, ASV 2: OPEN. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the secondary air injection system forced operation while the engine is idling. Measure the voltage between the SIV and E terminals of the ECM connector when the secondary air injection system is ON and OFF. Turn the engine switch off. NOTE: Performing Air Injection Check repeatedly may cause damage to the secondary air injection system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. Standard Voltage Tester Connection Condition Specified Condition A13-3 (SIV) - A13-1 (E) AIR PUMP: ON, ASV: OPEN 0.5 to 2 V A13-3 (SIV) - A13-1 (E) AIR PUMP: OFF, ASV: CLOSE 11 to 14 V Connect terminals DI and SIP of the wire harness connector for the air injection control driver. TEXT IN ILLUSTRATION *1 Air Injection Control Driver *2 ECM *a Front view of wire harness connector (to Air Injection Control Driver) Connect the Techstream to the DLC3. Turn the engine switch on (IG) and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV 1: OPEN, ASV 2: OPEN. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the secondary air injection system forced operation while the engine is idling. Measure the voltage between the SIP and E terminals of the ECM connector when the secondary air injection system is ON and OFF. Turn the engine switch off. NOTE: Performing Air Injection Check repeatedly may cause damage to the secondary air injection system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. Standard Voltage Tester Connection Condition Specified Condition A13-4 (SIP) - A13-1 (E) AIR PUMP: ON, ASV: OPEN 0.5 to 2 V A13-4 (SIP) - A13-1 (E) AIR PUMP: OFF, ASV: CLOSE 11 to 14 V Reconnect the air injection control driver connector. NG --> See step 14 OK: Go to next step
  12. REPLACE AIR INJECTION CONTROL DRIVER Replace the air injection control driver. Refer to «REMOVAL»(ref-524251-S27959668022013012800000) . NEXT: Go to next step
  13. CHECK WHETHER DTC OUTPUT RECURS (DTC P2440, P2441, P2442 AND/OR P2443) Start the engine and warm it up. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear DTCs (if stored). Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the System Check operation by pressing ENTER (Next). Perform the following to confirm the secondary air injection system pending codes: Press the Exit button. Check pending DTCs. Turn the engine switch off. OK No pending DTC output. NOTE: When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. NG --> See step 21 OK --> END
  14. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  15. GO TO AIR SWITCHING VALVE INSPECTION PROCEDURE (P0412). Refer to «INSPECTION PROCEDURE»(ref-524265-S22629164592013012800000)
  16. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-524126-S26606347652013012800000)
  17. REPLACE AIR SWITCHING VALVE ASSEMBLY. Refer to «REMOVAL»(ref-524251-S06527927302013012800000)
  18. REPLACE AIR SWITCHING VALVE ASSEMBLY. Refer to «REMOVAL»(ref-524251-S06527927302013012800000)
  19. REPLACE AIR SWITCHING VALVE ASSEMBLY. Refer to «REMOVAL»(ref-524251-S34147328552013012800000)
  20. REPLACE AIR SWITCHING VALVE ASSEMBLY. Refer to «REMOVAL»(ref-524251-S34147328552013012800000)
  21. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)

HINT

Determination by ECM monitoring

The ECM locates malfunctions in the secondary air injection system by detecting the pressure in the secondary air injection passage between the air pump and air switching valve and stores a DTC. Soon after a cold engine start, the monitor runs for a short time while the secondary air injection system is both ON and OFF. The ECM detects both the pressure and the exhaust pulsation and compares them.

The following 8 patterns are secondary air injection system pressure conditions in the secondary air injection system passage.

Air PumpON
Air Switching ValveOpen
Pressure1 kPa or higher
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 1

Air PumpOFF
Air Switching ValveOpen
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 2

Air PumpON
Air Switching ValveClosed
Pressure1 kPa or higher
Pulsation DetectionExhaust gas pulsation not detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 3

Air PumpOFF
Air Switching ValveClosed
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation not detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 4

Air PumpON
Air Switching ValveOpen
Pressure1 kPa or higher
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 5

Air PumpOFF
Air Switching ValveOpen
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 6

Air PumpON
Air Switching ValveClosed
Pressure1 kPa or higher
Pulsation DetectionExhaust gas pulsation not detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 7

Air PumpOFF
Air Switching ValveClosed
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation not detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 8

If the detected pressure is high, the air pump is assumed to be ON and if it alternates sharply, the air switching valve is assumed to be open. The ECM locates malfunctions from the combination of pressures detected when the secondary air injection system is ON and OFF.

HINT

The exhaust pulsation value is calculated in the ECM. If the calculated value exceeds a certain level, the ECM determines that the exhaust pulsation is in the secondary air injection system.

HINT

  1. In case 3 and 7, as the pressure sensor detects a slight pump operation pulsation, the detected value is not constant. Since the pump outlet is blocked by closing the air switching valve, the average pressure is higher than in case 1 (approximately 12 to 20 kPa).
  2. In case 1, the average pressure is approximately 3 to 11 kPa. The value of 1 kPa indicated in the table above is a threshold for detecting pump malfunctions.
Detected Condition while secondary air injection Operating: Air Pump ON, Air Switching Valve OpenDetected Condition while secondary air injection not Operating: Air Pump OFF, Air Switching Valve ClosedECM DeterminationDTC Output
Case 1Case 8Normal
Case 1Case 6Air switching valve stuck openP2440 or P2442
Case 1Case 7Air pump stuck ONP2444
Case 2Case 8Air pump stuck OFFP2445 or P2447
Case 3Case 8Air switching valve stuck closedP2441 or P2443
Case 1Case 5Air switching valve stuck open and air pump stuck ONP2440 and/or P2442 and P2444
Case 2Case 6Air switching valve stuck open and air pump stuck OFFP2440 and/or P2442 and P2445 or P2447
Case 3Case 7Air switching valve stuck closed and air pump stuck ONP2441 and/or P2443 and P2444
Case 4Case 8Air switching valve stuck closed and air pump stuck OFFP2441 and/or P2443 and P2445 and/or P2447

HINT

  1. By using the Techstream to perform the Air Injection Check operation in the System Check, the air-fuel ratio and the pressure in the secondary air injection system passage can be checked while the secondary air injection system is operating. This helps technicians to troubleshoot the system when it malfunctions. Furthermore, pending codes also can be checked by performing Utility / Air Injection Check / Automatic Mode after the repair.
  2. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
  1. System Check
  2. The pressure in the secondary air passage can be checked using the Techstream. Start the engine and warm it up. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV1: OPEN, ASV2: OPEN and AIR PUMP: OFF, ASV1 CLOSE, ASV2 CLOSE. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the secondary air injection system forced operation while the engine is idling. Check that the air pump (AIR PUMP), air switching valve (ASV) and pressure in the secondary air injection system passage (PRESSURE) displayed on the Techstream indicate the conditions shown in the table below. Standard Techstream Operation Air Pump Air Switching Valve Pressure*1 Pulsation*2 AIR PUMP: ON, ASV: OPEN ON OPEN 1 kPa or higher 12 kPa or higher AIR PUMP: OFF, ASV: CLOSE OFF CLOSE Below 2.5 kPa Below 20 kPa *1: Average pumping pressure (gauge pressure). The pressure should be 1 kPa or higher when the secondary air injection system operates. *2: The cumulative exhaust pulsation calculated by the ECM. If the calculated value exceeds a certain level, the ECM determines that the exhaust pulsation is in the secondary air injection system. Turn the engine switch off. NOTE: This Air Injection Check only allows technicians to operate the secondary air injection system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While secondary air injection system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (WAIT or ERROR). If ERROR is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the secondary air injection system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes.

HINT

  1. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transmission.
  2. Bank 2 refers to the bank that does not include the No. 1 cylinder.

Scheme 93

Scheme 93: PROCEDURE
Scheme 93: PROCEDURE
  1. CHECK FOR ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P2444, P2445 AND/OR P2447) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read DTCs. RESULT Result Proceed to P2444, P2445 and/or P2447 is output A P2444, P2445 and/or P2447 and P0418 are output B P2444, P2445 and/or P2447 and other DTCs (except P0418) are output C HINT: If any DTCs other than P0418, P2444, P2445 and/or P2447 are output, troubleshoot those DTCs first. B --> See step 17 C --> See step 18 A: Go to next step
  2. PERFORM ACTIVE TEST USING TECHSTREAM (SECONDARY AIR INJECTION SYSTEM OPERATION) Start the engine and warm it up. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV1: OPEN, ASV2: OPEN and AIR PUMP: OFF, ASV1: CLOSE, ASV2: CLOSE. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the secondary air injection system forced operation while the engine is idling. Check that the air pump (AIR PUMP), air switching valve (ASV) and pressure in the secondary air injection system passage (PRESSURE) displayed on the Techstream indicate the conditions shown in the table below. Standard Techstream Operation Air Pump Air Switching Valve PRESSURE* AIR PUMP: ON, ASV: OPEN ON ON 1 kPa or higher [A] AIR PUMP: OFF, ASV: CLOSE OFF OFF Below 2.5 kPa [B] *: Average pumping pressure. The pressure should be 1 kPa or higher when the secondary air injection system operates. Standard The pressures for [A] and [B] should differ by 1 kPa or more. Turn the engine switch off. NOTE: This Air Injection Check only allows technicians to operate the secondary air injection system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While secondary air injection system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (WAIT or ERROR). If ERROR is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the secondary air injection system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. NG --> See step 4 OK: Go to next step
  3. CHECK WHETHER DTC OUTPUT RECURS (DTC P2444, P2445 AND/OR P2247) Start the engine and warm it up. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear DTCs (if stored). Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the System Check operation by pressing ENTER (Next). Perform the following to confirm the secondary air injection system pending codes: Press the Exit button. Check pending DTCs. Turn the engine switch off. NOTE: When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. RESULT Result Proceed to P2444, P2445 and/or P2447 is output A No pending DTC is output B B --> See step 19 A: Go to next step
  4. INSPECT AIR SWITCHING VALVE ASSEMBLY (PRESSURE SENSOR) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / Air pump pressure (Absolute) and Air Pump2 Pressure (Absolute). Check the pressure displayed on the Techstream. Standard pressure 45 to 135 kPa HINT: The Techstream displays the air pump pressure as absolute pressure. RESULT Result Proceed to OK A NG (for Bank 1) B NG (for Bank 2) C B --> See step 20 C --> See step 24 A: Go to next step
  5. CHECK AIR INJECTION SYSTEM PIPE CONNECTIONS Check that all the pipes and hoses between the air pump and air switching valve are securely connected. Inspect the pipes and hoses for blockages and damage. OK Secondary air injection system piping has no blockages or damage. NG --> REPAIR OR REPLACE AIR INJECTION SYSTEM PIPING OK: Go to next step
  6. INSPECT AIR INJECTION CONTROL DRIVER (AIR INJECTION CONTROL DRIVER POWER SOURCE CIRCUIT) Disconnect the air injection control driver connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition A13-1 (E) - Body ground Always Below 1 ohms Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition A14-1 (BATT) - Body ground Always 11 to 14 V (near battery voltage) A13-5 (+B) - Body ground Engine switch on (IG) 11 to 14 V (near battery voltage) TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Air Injection Control Driver) NG --> REPAIR OR REPLACE AIR INJECTION CONTROL DRIVER POWER SOURCE CIRCUIT OK: Go to next step
  7. CHECK HARNESS AND CONNECTOR (ECM - AIR INJECTION CONTROL DRIVER) Disconnect the ECM connector. Disconnect the air injection control driver connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C29-23 (AIRP) - A13-4 (SIP) Always Below 1 ohms NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  8. CHECK AIR PUMP ASSEMBLY Inspect the air pump assembly. Refer to «ON-VEHICLE INSPECTION - Step 1»(ref-524251-S00337661632013012800000) . OK --> See step 11 NG --> See step 9
  9. REPLACE AIR PUMP ASSEMBLY Replace the air pump assembly. Refer to «REMOVAL»(ref-524251-S31616325492013012800000) . NEXT: Go to next step
  10. CHECK WHETHER DTC OUTPUT RECURS (DTC P2444, P2445 AND/OR P2447) Start the engine and warm it up. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear DTCs (if stored). Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Air injection check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the System Check operation by pressing ENTER (Next). Perform the following to confirm the secondary air injection system pending codes: Press the Exit button. Check pending DTCs. OK No pending DTC is output. Turn the engine switch off. NOTE: When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. NG --> See step 11 OK --> END
  11. PERFORM ACTIVE TEST USING TECHSTREAM Disconnect the air injection control driver connector. Connect terminals DI and SIV of the wire harness connector for the air injection control driver. TEXT IN ILLUSTRATION *1 Air Injection Control Driver *2 ECM *a Front view of wire harness connector (to Air Injection Control Driver) Connect the Techstream to the DLC3. Turn the engine switch on (IG) and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV 1: OPEN, ASV 2: OPEN. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the secondary air injection system forced operation while the engine is idling. Measure the voltage between the SIV and E terminals of the ECM connector when the secondary air injection system is ON and OFF. Turn the engine switch off. NOTE: Performing Air Injection Check repeatedly may cause damage to the secondary air injection system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. Standard Voltage Tester Connection Condition Specified Condition A13-3 (SIV) - A13-1 (E) AIR PUMP: ON, ASV: OPEN 0.5 to 2 V A13-3 (SIV) - A13-1 (E) AIR PUMP: OFF, ASV: CLOSE 11 to 14 V Connect terminals DI and SIP of the wire harness connector for the air injection control driver. TEXT IN ILLUSTRATION *1 Air Injection Control Driver *2 ECM *a Front view of wire harness connector (to Air Injection Control Driver) Connect the Techstream to the DLC3. Turn the engine switch on (IG) and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP: ON, ASV 1: OPEN, ASV 2: OPEN. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the secondary air injection system forced operation while the engine is idling. Measure the voltage between the SIP and E terminals of the ECM connector when the secondary air injection system is ON and OFF. Turn the engine switch off. NOTE: Performing Air Injection Check repeatedly may cause damage to the secondary air injection system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. Standard Voltage Tester Connection Condition Specified Condition A13-4 (SIP) - A13-1 (E) AIR PUMP: ON, ASV: OPEN 0.5 to 2 V A13-4 (SIP) - A13-1 (E) AIR PUMP: OFF, ASV: CLOSE 11 to 14 V Reconnect the air injection control driver connector. NG --> See step 16 OK: Go to next step
  12. REPLACE AIR INJECTION CONTROL DRIVER Replace the air injection control driver. Refer to «REMOVAL»(ref-524251-S27959668022013012800000) . NEXT: Go to next step
  13. CHECK WHETHER DTC OUTPUT RECURS (DTC P2444, P2445 AND/OR P2447) Start the engine and warm it up. Turn the engine switch off. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear DTCs (if stored). Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Air injection check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the System Check operation by pressing ENTER (Next). Perform the following to confirm the secondary air injection system pending codes: Press the Exit button. Check pending DTCs. OK No pending DTC is output. Turn the engine switch off. NOTE: When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the engine switch turned on (IG) or the engine running. Turn the engine switch off when the Air Injection Check operation finishes. NG --> See step 14 OK --> END
  14. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE EGR STEP POSITION) Connect the Techstream to the DLC3. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or higher. HINT: When performing the Active Test, make sure the shift lever is in P or N. The A/C switch and all accessory switches should be off. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the EGR Step Position. Confirm that Throttle Idle Position is ON and check the engine idling condition and the value of MAP in the Data List while performing the Active Test. HINT: Do not leave the EGR valve open for 10 seconds or more during the Active Test. Be sure to return the EGR valve to step 0 when the Active Test is completed. OK MAP and idling condition change in response to EGR step position as follows. Standard - EGR Step Position (Active Test) Step 0 Step 0 to 30 Idling condition Steady idling Idling changes from steady to rough idling or engine stalls MAP (Data List) 20 to 40 kPa (150 to 300 mmHg) MAP value is at least 10 kPa (75 mmHg) higher than when EGR valve is fully closed NG --> See step 15 OK --> See step 22
  15. INSPECT EGR VALVE ASSEMBLY Remove the EGR valve assembly. Refer to «REMOVAL»(ref-524251-S06751532262013012800000) . Check if the EGR valve is stuck open. OK EGR valve is tightly closed. NG --> See step 21 OK --> See step 23
  16. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  17. GO TO AIR PUMP INSPECTION PROCEDURE. Refer to «INSPECTION PROCEDURE»(ref-524265-S30993925902013012800000)
  18. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-524126-S26606347652013012800000)
  19. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-524126-S03735106152013012800000)
  20. REPLACE AIR SWITCHING VALVE ASSEMBLY. Refer to «REMOVAL»(ref-524251-S06527927302013012800000)
  21. REPLACE EGR VALVE ASSEMBLY. Refer to «REMOVAL»(ref-524251-S06751532262013012800000)
  22. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  23. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  24. REPLACE AIR SWITCHING VALVE ASSEMBLY. Refer to «REMOVAL»(ref-524251-S34147328552013012800000)
DTC No.Monitoring ItemMalfunction Detection ConditionTrouble AreaDetection TimingDetection Logic
P2610Soak timer (built into ECM)There is an ECM internal malfunction (2 trip detection logic).ECMEngine running2 trip

HINT

  1. DTC P2610 is stored if an internal ECM problem is detected. Diagnostic procedures are not required. ECM replacement is necessary.
  2. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.

Note. The Techstream is required to conduct the following diagnostic troubleshooting procedure.

HINT

  1. Using the Techstream monitor results enables the EVAP (Evaporative Emission) system to be checked.
  2. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.

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  1. CONFIRM DTC Turn the engine switch off and wait for 10 seconds. Turn the engine switch on (IG). Turn the engine switch off and wait for 10 seconds. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Confirm DTCs and freeze frame data. If any EVAP system DTCs are stored, the malfunctioning area can be determined using the table below. NOTE: If the reference pressure difference between the first and second checks is more than the specification, all the DTCs relating to the reference pressure (P043E, P043F, P2401, P2402 and P2419) are stored. NEXT: Go to next step
  2. PERFORM EVAP SYSTEM CHECK (AUTO OPERATION) NOTE: The Evaporative System Check (Automatic Mode) consists of 5 steps performed automatically by the Techstream. It takes a maximum of approximately 23 minutes. Do not perform the Evaporative System Check when the fuel tank is more than 90% full because the cut-off valve may be closed. If the cut-off valve is closed, the fuel tank leak check is not possible. Do not run the engine during this operation. When the temperature of the fuel is 35°C (95°F) or higher, a large amount of vapor forms and any check results become inaccurate. When performing the Evaporative System Check, keep the temperature below 35°C (95°F). Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Evaporative System Check / Automatic Mode. After the Evaporative System Check is completed, check for pending DTCs by entering the following menus: Powertrain / Engine and ECT / Trouble Codes / Pending. HINT: If no pending DTCs are displayed, perform Monitor Confirmation (see "Diagnostic Help" menu). After this confirmation, check for pending DTCs. If no DTCs are displayed, the EVAP system is normal. NEXT: Go to next step
  3. PERFORM EVAP SYSTEM CHECK (MANUAL OPERATION) NOTE: In the Evaporative System Check (Manual Mode), perform the series of 5 Evaporative System Check steps manually using the Techstream. Do not perform the Evaporative System Check when the fuel tank is more than 90% full because the cut-off valve may be closed. If the cut-off valve is closed, the fuel tank leak check is not possible. Do not run the engine during this operation. When the temperature of the fuel is 35°C (95°F) or higher, a large amount of vapor forms and any check results become inaccurate. When performing the Evaporative System Check, keep the temperature below 35°C (95°F). Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Evaporative System Check / Manual Mode. NEXT: Go to next step
  4. PERFORM EVAP SYSTEM CHECK (STEP 1/5) Check the EVAP pressure in step 1/5. RESULT DTC No.* Result Trouble Area Proceed to - Virtually no variation in EVAP pressure Not yet determined A P0451 EVAP pressure fluctuates by +/-0.3 kPa-g (+/-2.25 mmHg-g) or more Canister pressure sensor noise B *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. B --> See step 29 A: Go to next step
  5. PERFORM EVAP SYSTEM CHECK (STEP 1/5 TO 2/5) Check the EVAP pressure in steps 1/5 and 2/5. RESULT DTC No.* Result Trouble Area Proceed to - Virtually no variation in EVAP pressure during step 1/5, and then decreases to reference pressure. Not yet determined A P2402 Small difference between EVAP pressures during steps 1/5 and 2/5 Leak detection pump stuck ON B *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. HINT: The value determined in step 2/5 is the first reference pressure. B --> See step 22 A: Go to next step
  6. PERFORM EVAP SYSTEM CHECK (STEP 2/5) HINT: Make a note of the pressures checked in steps (a) and (b) below. (a) Check the EVAP pressure 4 seconds after the leak detection pump is activated.* *: The leak detection pump begins to operate as step 1/5 finishes and step 2/5 starts. (b) Check the EVAP pressure again when it has stabilized. This pressure is the reference pressure. RESULT DTC No.* Result Trouble Area Proceed to - EVAP pressure in step (b) between -4.85 kPa-g and -1.057 kPa-g (-36.4 mmHg-g and -7.93 mmHg-g) Not yet determined A P043F and P2401 EVAP pressure in step (b) -1.057 kPa-g (-7.93 mmHg-g) or higher Reference orifice high flow Leak detection pump stuck OFF B P043E EVAP pressure in step (b) below -4.85 kPa-g (-36.4 mmHg-g) Reference orifice clogged C P2419 EVAP pressure in step (a) higher than -1.057 kPa-g (-7.93 mmHg-g) Vent valve stuck closed D *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. B --> See step 11 C --> See step 29 D --> See step 20 A: Go to next step
  7. PERFORM EVAP SYSTEM CHECK (STEP 2/5 TO 3/5) Check the EVAP pressure increase in step 3/5. RESULT DTC No.* Result Trouble Area Proceed to - EVAP pressure increases by 0.3 kPa-g (2.25 mmHg-g) or more within 10 seconds of proceeding from step 2/5 to step 3/5 Not yet determined A P2420 No variation in EVAP pressure despite proceeding from step 2/5 to step 3/5 Vent valve stuck open (vent) B P0451 No variation in EVAP pressure during steps 1/5 through 3/5 Canister pressure sensor output value stuck C *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. B --> See step 19 C --> See step 29 A: Go to next step
  8. PERFORM EVAP SYSTEM CHECK (STEP 3/5) Wait until the EVAP pressure change is less than 0.1 kPa-g (0.75 mmHg-g) for 30 seconds. Measure the EVAP pressure and record it. HINT: A few minutes are required for the EVAP pressure to become stable. When there is little fuel in the fuel tank, it takes up to 15 minutes. NEXT: Go to next step
  9. PERFORM EVAP SYSTEM CHECK (STEP 4/5) Check the EVAP pressure in step 4/5. RESULT DTC No.* Result Trouble Area Proceed to - EVAP pressure increases by 0.3 kPa-g (2.25 mmHg-g) or more within 10 seconds of proceeding from step 3/5 to step 4/5 Not yet determined A P0441 EVAP pressure increases by 0.3 kPa-g (2.25 mmHg-g) or more within 10 seconds of proceeding from step 3/5 to step 4/5 Problems in purge line between purge VSV and intake manifold B P0441 Variation in EVAP pressure less than 0.3 kPa-g (2.25 mmHg-g) for 10 seconds after proceeding from step 3/5 to step 4/5 Purge VSV stuck closed C *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. B --> See step 15 C --> See step 12 A: Go to next step
  10. PERFORM EVAP SYSTEM CHECK (STEP 5/5) Check the EVAP pressure in step 5/5. Compare the EVAP pressure in step 3/5 and the second reference pressure (step 5/5). RESULT DTC No.* Result Trouble Area Proceed to - EVAP pressure (step 3/5) below second reference pressure (step 5/5) Not yet determined (no leak from EVAP system) A P0441 and P0455 EVAP pressure (step 3/5) higher than [second reference pressure (step 5/5) x 0.2] Purge VSV stuck open EVAP gross leak B P0456 EVAP pressure (step 3/5) higher than second reference pressure (step 5/5) EVAP small leak B *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. A --> See step 35 B --> See step 12
  11. PERFORM EVAP SYSTEM CHECK (STEP 3/5) Check the EVAP pressure in step 3/5. RESULT DTC No.* Result Trouble Area Proceed to P043F EVAP pressure less than reference pressure measured in step 2/5 Reference orifice high-flow A P2401 EVAP pressure almost same as reference pressure measured in step 2/5 Leak detection pump stuck OFF B *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. HINT: The first reference pressure is the value determined in step 2/5. A --> See step 29 B --> See step 22
  12. PERFORM ACTIVE TEST USING TECHSTREAM (PURGE VSV) Enter the following menus: Powertrain / Engine and ECT / Active Test / Activate the VSV for EVAP Control. Disconnect the hose (connected to the canister) from the purge VSV. Start the engine. Using the Techstream, turn off the purge VSV (Activate the VSV for EVAP Control: OFF). Use your finger to confirm that the purge VSV has no suction. Using the Techstream, turn on the purge VSV (Activate the VSV for EVAP Control: ON). Use your finger to confirm that the purge VSV has suction. RESULT Result Trouble Area Proceed to No suction when purge VSV turned OFF, and suction applied when turned ON Purge VSV normal A Suction applied when purge VSV turned OFF Purge VSV stuck open B No suction when purge VSV turned ON Purge VSV stuck closed Problems with purge line between purge VSV and intake manifold C TEXT IN ILLUSTRATION *1 Purge VSV *2 Hose (to Canister) B --> See step 14 C --> See step 15 A: Go to next step
  13. CHECK FUEL TANK CAP ASSEMBLY Check that the fuel tank cap is correctly installed and confirm that the fuel tank cap meets OEM specifications. Tighten the fuel tank cap until a few click sounds are heard. HINT: If an EVAP tester is available, check the fuel tank cap using the Techstream. Remove the fuel tank cap and install it to a fuel tank cap adapter. Connect an EVAP tester pump hose to the adapter and pressurize the cap to 3.2 to 3.7 kPa (24 to 28 mmHg) using an EVAP tester pump. Seal the adapter and wait for 2 minutes. Check the pressure. If the pressure is 2 kPa (15 mmHg) or higher, the fuel tank cap is normal. RESULT Result Trouble Area Proceed to Fuel tank cap correctly installed - A Fuel tank cap loose Fuel tank cap improperly installed Defective fuel tank cap Fuel tank cap does not meet OEM specifications B Defective fuel tank cap - B No fuel tank cap - C A --> See step 28 B --> See step 26 C --> See step 27
  14. INSPECT PURGE VSV Turn the engine switch off. Disconnect the purge VSV connector. Disconnect the hose (connected to the canister) from the purge VSV. Start the engine. Use your finger to confirm that the purge VSV has no suction. RESULT Result Trouble Area Proceed to No suction ECM A Suction applied Purge VSV B TEXT IN ILLUSTRATION *1 Purge VSV *2 Hose (to Canister) A --> See step 34 B --> See step 30
  15. CHECK PURGE LINE (PURGE VSV - INTAKE MANIFOLD) Disconnect the hose (connected to the intake manifold) from the purge VSV. Start the engine. Use your finger to confirm that the hose has suction. RESULT Result Trouble Area Proceed to Suction applied Purge line between purge VSV and intake manifold normal A No suction Intake manifold port Purge line between purge VSV and intake manifold B TEXT IN ILLUSTRATION *1 Purge VSV *2 Hose (to Intake Manifold) B --> See step 25 A: Go to next step
  16. INSPECT PURGE VSV Remove the purge VSV. Refer to «REMOVAL»(ref-524251-S39307399192013012800000) . Apply the battery voltage to the terminals of the purge VSV. Using an air gun, confirm that air flows from port A to port B. RESULT Result Trouble Area Proceed to Air flows - A No airflow Purge VSV B B --> See step 30 A: Go to next step
  17. CHECK HARNESS AND CONNECTOR (POWER SOURCE OF PURGE VSV) Disconnect the purge VSV connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. RESULT Tester Connection Switch Condition Specified Condition Trouble Area Proceed to C8-1 - Body ground Engine switch on (IG) 11 to 14 V Normal A Engine switch on (IG) Other than condition above Wire harness or connectors between purge VSV and battery B TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Purge VSV) B --> See step 31 A: Go to next step
  18. CHECK HARNESS AND CONNECTOR (PURGE VSV - ECM) Disconnect the ECM connector. Disconnect the purge VSV connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C30-18 (PRG) - C8-2 Always Below 1 ohms C30-18 (PRG) - Body ground Always 10 kohms or higher C8-1 - Body ground Always 10 kohms or higher OK --> See step 34 NG --> See step 31
  19. INSPECT CANISTER PUMP MODULE (POWER SOURCE FOR VENT VALVE) Turn the engine switch off. Disconnect the canister pump module connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. RESULT Tester Connection Switch Condition Specified Condition Trouble Area Proceed to R27-5 (VLVB) - Body ground Engine switch on (IG) 11 to 14 V Wire harness between vent valve and ECM Vent valve ECM A Engine switch on (IG) Below 3 V Power source wire harness of vent valve B TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Canister Pump Module) B --> See step 31 A: Go to next step
  20. INSPECT CANISTER PUMP MODULE (VENT VALVE OPERATION) Turn the engine switch off. Disconnect the canister pump module connector. Apply battery voltage to terminals 5 (VLVB) and 1 (VGND) of the canister pump module. Touch the canister pump module to confirm the vent valve operation. RESULT Result Trouble Area Proceed to Operating 1. Wire harness between vent valve and ECM 2. ECM A Not operating Vent valve B TEXT IN ILLUSTRATION *1 Component without harness connected (Canister) B --> See step 29 A: Go to next step
  21. CHECK HARNESS AND CONNECTOR (ECM - CANISTER PUMP MODULE) Disconnect the ECM connector. Disconnect the canister pump module connector. Measure the resistance according to the value(s) in the table below. RESULT Tester Connection Condition Specified Condition Trouble Area Proceed to G45-19 (VPMP) - R27-1 (VGND) Always Below 1 ohms ECM A Always 10 kohms or higher Wire harness between ECM and canister pump module B A --> See step 34 B --> See step 31
  22. PERFORM ACTIVE TEST USING TECHSTREAM (VACUUM PUMP (ALONE)) Turn the engine switch off. Disconnect the canister pump module connector. Turn the engine switch on (IG). Enter the following menus: Powertrain / Engine and ECT / Active Test / Activate the Vacuum Pump. Measure the voltage according to the value(s) in the table below. RESULT Tester Connection Condition Specified Condition Trouble Area Proceed to R27-3 (MTRB) - Body ground Leak detection pump is turned ON and OFF using the Techstream Below 3 V when OFF 9 to 14 V when ON Wire harness between leak detection pump and body ground Leak detection pump A Below 3 V when OFF and ON Wire harness between leak detection pump and ECM ECM B 11 to 14 V when OFF and ON ECM C TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Canister Pump Module) B --> See step 24 C --> See step 34 A: Go to next step
  23. CHECK HARNESS AND CONNECTOR (CANISTER PUMP MODULE - BODY GROUND) Turn the engine switch off. Disconnect the canister pump module connector. Measure the resistance according to the value(s) in the table below. RESULT Tester Connection Condition Specified Condition Trouble Area Proceed to R27-4 (MGND) - Body ground Always Below 1 ohms Leak detection pump A Always 10 kohms or higher Wire harness between canister pump module and body ground B A --> See step 29 B --> See step 31
  24. CHECK HARNESS AND CONNECTOR (ECM - CANISTER PUMP MODULE) Turn the engine switch off. Disconnect the canister pump module connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. RESULT Tester Connection Condition Specified Condition Trouble Area Proceed to G45-7 (MPMP) - R27-3 (MTRB) Always Below 1 ohms ECM A Always 10 kohms or higher Wire harness between ECM and canister pump module B A --> See step 34 B --> See step 31
  25. INSPECT INTAKE MANIFOLD (EVAP PURGE PORT) Stop the engine. Disconnect the purge line from the intake manifold. Start the engine. Use your finger to confirm that the port of the intake manifold has suction. RESULT Result Trouble Area Proceed to Suction applied Purge line between intake manifold and purge VSV A No suction Intake manifold B Reconnect the purge line. A --> See step 32 B --> See step 33
  26. CORRECTLY REINSTALL OR REPLACE FUEL TANK CAP ASSEMBLY HINT: When reinstalling the fuel tank cap, tighten it until a few click sounds are heard. When replacing the fuel tank cap, use a fuel tank cap that meets OEM specifications, and tighten it until a few click sounds are heard. NEXT --> See step 36
  27. REPLACE FUEL TANK CAP ASSEMBLY HINT: When replacing the fuel cap, use a fuel cap that meets OEM specifications, and tighten it until a few click sounds are heard. NEXT --> See step 36
  28. LOCATE EVAP LEAK PART Disconnect the vent hose. Connect an EVAP tester to the canister pump module with an adapter. Pressurize the EVAP system to 3.2 to 3.7 kPa (24 to 28 mmHg). Apply soapy water to the piping and connecting parts of the EVAP system. Look for areas where bubbles appear. This indicates the leak point. Repair or replace the leak point. HINT: Disconnect the hose between the canister and fuel tank from the canister. Block the canister side and conduct an inspection. This way, the fuel tank can be excluded as an area suspected of causing fuel leaks. TEXT IN ILLUSTRATION *1 Vent Hose (to Canister Filter) *2 Canister Pump Module *3 EVAP Tester *4 Adapter *a Disconnect the Vent Hose - - NEXT --> See step 36
  29. REPLACE CANISTER Replace the canister. Refer to «REMOVAL»(ref-524251-S05625440442013012800000) . NOTE: When replacing the canister, check the canister pump module interior and related pipes for water, fuel and other liquids. If liquids are present, check for disconnections and/or cracks in the following: 1) the pipe from the air inlet port to the canister pump module; 2) the canister filter; and 3) the fuel tank vent hose. TEXT IN ILLUSTRATION *1 Fuel Tank Vent Hose *2 Vent Hose *3 Air Inlet Port *4 Fuel Tank *5 Canister - - *a Inspection Area (check for disconnection and/or cracks) - - NEXT --> See step 36
  30. REPLACE PURGE VSV Replace the purge VSV. Refer to «REMOVAL»(ref-524251-S39307399192013012800000) . NEXT --> See step 36
  31. REPAIR OR REPLACE HARNESS OR CONNECTOR NEXT --> See step 36
  32. REPLACE PURGE LINE (INTAKE MANIFOLD - PURGE VSV) NEXT --> See step 36
  33. INSPECT INTAKE MANIFOLD (EVAP PURGE PORT) Check that the EVAP purge port of the intake manifold is not clogged. If necessary, replace the intake manifold. NEXT --> See step 36
  34. REPLACE ECM Replace the ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000) . NEXT --> See step 36
  35. REPAIR OR REPLACE PARTS AND COMPONENTS INDICATED BY OUTPUT DTCS Repair the malfunctioning areas indicated by the DTCs that were confirmed when the vehicle was brought in. NEXT: Go to next step
  36. PERFORM EVAP SYSTEM CHECK (AUTO OPERATION) NOTE: The Evaporative System Check (Automatic Mode) consists of 5 steps performed automatically by the Techstream. It takes a maximum of approximately 23 minutes. Do not perform the Evaporative System Check when the fuel tank is more than 90% full because the cut-off valve may be closed. If the cut-off valve is closed, the fuel tank leak check is not possible. Do not run the engine in this step. When the temperature of the fuel is 35°C (95°F) or higher, a large amount of vapor forms and any check results become inaccurate. When performing an Evaporative System Check, keep the temperature below 35°C (95°F). Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-524126-S41645429092013012800000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Evaporative System Check / Automatic Mode. After the Evaporative System Check is completed, check for pending DTCs by entering the following menus: Powertrain / Engine and ECT / Trouble Codes / Pending. HINT: If no pending DTCs are output, the repair has been successfully completed. NEXT --> END

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

Scheme 113

Scheme 113: PROCEDURE
Scheme 113: PROCEDURE

Scheme 114

Scheme 114
Scheme 114
  1. CHECK NO. 1 INTEGRATION RELAY (POWER SOURCE) Remove the No. 1 integration relay from the engine room relay block. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition 1C-1 - Body ground Always 11 to 14 V TEXT IN ILLUSTRATION *1 Engine Room Relay Block *a Front view of wire harness connector (to No. 1 Integration Relay) NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (NO. 1 INTEGRATION RELAY - BATTERY) OK: Go to next step
  2. INSPECT NO. 1 INTEGRATION RELAY (EFI) Inspect the No. 1 integration relay (EFI). Refer to «ON-VEHICLE INSPECTION - Step 3»(ref-524262-S35068267992013012800000) . NG --> See step 9 OK: Go to next step
  3. CHECK HARNESS AND CONNECTOR (NO. 1 INTEGRATION RELAY - ECM, BODY GROUND) Check the harness and connectors between the No. 1 integration relay and ECM. Remove the No. 1 integration relay from the engine room relay block. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition G44-9 (MREL) - 1B-2 Always Below 1 ohms G44-22 (+B) - 1B-4 Always Below 1 ohms G44-23 (+B2) - 1B-4 Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition G44-9 (MREL) or 1B-2 - Body ground Always 10 kohms or higher G44-22 (+B) or 1B-4 - Body ground Always 10 kohms or higher G44-23 (+B2) or 1B-4 - Body ground Always 10 kohms or higher Check the harness and connectors between the No. 1 integration relay and body ground. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1B-3 - Body ground Always Below 1 ohms NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  4. CHECK HARNESS AND CONNECTOR (ECM - BODY GROUND) Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition C30-12 (E1) - Body ground Always Below 1 ohms NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  5. INSPECT ECM (IGSW VOLTAGE) Disconnect the ECM connectors. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition G45-21 (IGSW) - C30-12 (E1) Engine switch on (IG) 11 to 14 V TEXT IN ILLUSTRATION *a Rear view of wire harness connector (to ECM) NG --> See step 6 OK --> See step 10
  6. INSPECT NO. 1 INTEGRATION RELAY (IG2) Inspect the No. 1 integration relay (IG2). Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524262-S35068267992013012800000) . NG --> See step 11 OK: Go to next step
  7. CHECK HARNESS AND CONNECTOR (NO. 1 INTEGRATION RELAY - ECM) Remove the No. 1 integration relay from the engine room relay block. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1A-5 - G45-21 (IGSW) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1A-5 or G45-21 (IGSW) - Body ground Always 10 kohms or higher Result Result Proceed to Out of normal range A Within normal range B B --> See step 8 A --> REPAIR OR REPLACE HARNESS OR CONNECTOR
  8. CHECK HARNESS AND CONNECTOR (NO. 1 INTEGRATION RELAY - POWER MANAGEMENT CONTROL ECU) Remove the No. 1 integration relay from the engine room relay block. Disconnect the power management control ECU connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1A-1 - G38-8 (IG2D) Always Below 1 ohms 1A-3 - Body ground Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition G38-8 (IG2D) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 12
  9. REPLACE NO. 1 INTEGRATION RELAY. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524272-S42449560502013012800000)
  10. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  11. REPLACE NO. 1 INTEGRATION RELAY. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-524272-S42449560502013012800000)
  12. CHECK SMART ACCESS SYSTEM WITH PUSH-BUTTON START. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(ref-524115-S31394580062013012800000)

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

This troubleshooting procedure is based on the premise that the engine can be started. If the engine cannot be started, proceed to Problem Symptoms Table. Refer to PROBLEM SYMPTOMS TABLE .

Scheme 115

Scheme 115: PROCEDURE
Scheme 115: PROCEDURE
  1. PERFORM ACTIVE TEST USING TECHSTREAM (FUEL PUMP) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. Check whether operating sounds can be heard while operating the fuel pump using the Techstream. OK Operating sounds can be heard from fuel pump. NG --> See step 2 OK --> See step 16
  2. INSPECT CIRCUIT OPENING RELAY (C/OPN) Inspect the circuit opening relay (C/OPN). Refer to «ON-VEHICLE INSPECTION - Step 1»(ref-524262-S35068267992013012800000) . NG --> REPLACE CIRCUIT OPENING RELAY (C/OPN) OK: Go to next step
  3. INSPECT CIRCUIT OPENING RELAY (C/OPN) (POWER SOURCE VOLTAGE) Remove the circuit opening relay (C/OPN) from the engine room relay block. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition C/OPN relay (2) - Body ground Engine switch on (IG) 11 to 14 V C/OPN relay (5) - Body ground Engine switch on (IG) 11 to 14 V TEXT IN ILLUSTRATION *1 Engine Room Relay Block *2 Circuit Opening Relay (C/OPN) NG --> See step 10 OK: Go to next step
  4. CHECK HARNESS AND CONNECTOR (CIRCUIT OPENING RELAY (C/OPN) - ECM AND FUEL PUMP ECU) Remove the circuit opening relay (C/OPN) from the engine room relay block. Disconnect the ECM connector. Disconnect the fuel pump ECU connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C/OPN relay (1) - G45-8 (FC) Always Below 1 ohms C/OPN relay (3) - S7-4 (+B) Always Below 1 ohms C/OPN relay (1) or G45-8 (FC) - Body ground Always 10 kohms or higher C/OPN relay (3) or S7-4 (+B) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  5. CHECK HARNESS AND CONNECTOR (FUEL PUMP - FUEL PUMP ECU) Disconnect the fuel pump connector. Disconnect the fuel pump ECU connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition S4-4 (B2) - S8-1 (FP) Always Below 1 ohms S4-5 (E2) - S8-2 (FP-) Always Below 1 ohms S4-4 (B2) or S8-1 (FP) - Body ground Always 10 kohms or higher S4-5 (E2) or S8-2 (FP-) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  6. INSPECT FUEL PUMP Inspect the fuel pump. Refer to «INSPECTION - Step 1»(ref-524269-S37352554872013012800000) . NG --> See step 13 OK: Go to next step
  7. CHECK HARNESS AND CONNECTOR (FUEL PUMP ECU - ECM AND BODY GROUND) Disconnect the fuel pump ECU connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition S7-1 (FPC) - G44-3 (FPC) Always Below 1 ohms S7-2 (DI) - G45-26 (DI) Always Below 1 ohms S7-3 (E) - Body ground Always Below 1 ohms S7-1 (FPC) or G44-3 (FPC) - Body ground Always 10 kohms or higher S7-2 (DI) or G45-26 (DI) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  8. REPLACE FUEL PUMP ECU Replace the fuel pump ECU. Refer to «REMOVAL»(ref-524269-S08258622802013012800000) . NEXT: Go to next step
  9. CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED Check the fuel pump operation. OK Malfunction has been repaired successfully. NG --> See step 14 OK --> END
  10. CHECK HARNESS AND CONNECTOR (CIRCUIT OPENING RELAY (C/OPN) - FUEL PUMP RELAY (F/PMP) AND NO. 1 INTEGRATION RELAY) Remove the circuit opening relay (C/OPN) from the engine room relay block. Remove the fuel pump relay (F/PMP) from the engine room relay block. Remove the No. 1 integration relay from the engine room relay block. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C/OPN relay (2) - 1A-5 Always Below 1 ohms C/OPN relay (5) - F/PMP relay (3) Always Below 1 ohms C/OPN relay (2) or 1A-5 - Body ground Always 10 kohms or higher C/OPN relay (5) or F/PMP relay (3) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  11. INSPECT FUEL PUMP RELAY (F/PMP) Inspect the fuel pump relay (F/PMP). Refer to «ON-VEHICLE INSPECTION - Step 6»(ref-524262-S35068267992013012800000) . NG --> REPLACE FUEL PUMP RELAY (F/PMP) OK: Go to next step
  12. CHECK HARNESS AND CONNECTOR (FUEL PUMP RELAY (F/PMP) - NO. 1 INTEGRATION RELAY, BATTERY AND BODY GROUND) Remove the fuel pump relay (F/PMP) from the engine room relay block. Remove the No. 1 integration relay from the engine room relay block. Disconnect the No. 1 integration relay connector. Disconnect the cable from the battery positive (+) terminal. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition F/PMP relay (1) - 1B-4 Always Below 1 ohms F/PMP relay (5) - Positive (+) battery cable Always Below 1 ohms F/PMP relay (2) - Body ground Always Below 1 ohms F/PMP relay (1) or 1B-4 - Body ground Always 10 kohms or higher F/PMP relay (5) or Positive (+) battery cable - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 15
  13. REPLACE FUEL PUMP. Refer to «REMOVAL»(ref-524269-S41706281042013012800000)
  14. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  15. GO TO ECM POWER SOURCE CIRCUIT. Refer to «ECM Power Source Circuit»(ref-524264-S01180072842013012800000)
  16. PROCEED TO NEXT SUSPECTED AREA SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-524126-S16095176252013012800000)

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

HINT

This chart is based on the premise that the engine can crank normally. If the engine cannot crank normally, proceed to Problem Symptoms Table. Refer to PROBLEM SYMPTOMS TABLE .

Scheme 116

Scheme 116: PROCEDURE
Scheme 116: PROCEDURE
  1. READ VALUE USING TECHSTREAM (STARTER SIGNAL) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / Starter Signal. Read the value. OK Engine Switch Position Starter Signal On (IG) Close START Open NG --> See step 2 OK --> See step 9
  2. CHECK STARTER RELAY (ST) (POWER SOURCE) Remove the starter relay (ST) from the engine room relay block. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition Starter relay (ST) terminal 1 - Body ground Engine cranking 11 to 14 V HINT: The engine does not crank because the relay is not installed. TEXT IN ILLUSTRATION *1 Starter Relay (ST) *2 Engine Room Relay Block Reinstall the starter relay (ST). NG --> See step 5 OK: Go to next step
  3. INSPECT STARTER RELAY (ST) Inspect the starter relay (ST). Refer to «ON-VEHICLE INSPECTION - Step 7»(ref-524262-S35068267992013012800000) . NG --> REPLACE STARTER RELAY (ST) OK: Go to next step
  4. CHECK HARNESS AND CONNECTOR (STARTER RELAY (ST) - BODY GROUND) Remove the starter relay (ST) from the engine room relay block. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition Starter relay (ST) terminal 2 - Body ground Always Below 1 ohms Reinstall the starter relay (ST). NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (STARTER RELAY (ST) - BODY GROUND) OK --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ECM - PARK/NEUTRAL POSITION SWITCH)
  5. CHECK HARNESS AND CONNECTOR (STARTER RELAY (ST) - PARK/NEUTRAL POSITION SWITCH) Remove the starter relay (ST) from the engine room relay block. Disconnect the park/neutral position switch connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition Starter relay (ST) terminal 1 - C33-5 Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition Starter relay (ST) terminal 1 or C33-5 - Body ground Always 10 kohms or higher Reinstall the starter relay (ST). Reconnect the park/neutral position switch connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  6. INSPECT PARK/NEUTRAL POSITION SWITCH ASSEMBLY Inspect the park/neutral position switch assembly. Refer to «INSPECTION - Step 1»(ref-524256-S29021654012013012800000) . NG --> See step 8 OK: Go to next step
  7. CHECK HARNESS AND CONNECTOR (PARK/NEUTRAL POSITION SWITCH - POWER MANAGEMENT CONTROL ECU) Disconnect the park/neutral position switch connector. Disconnect the power management control ECU connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition C33-4 - G38-3 (STAR) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition C33-4 or G38-3 (STAR) - Body ground Always 10 kohms or higher Reconnect the park/neutral position switch connector. Reconnect the power management control ECU connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 10
  8. REPLACE PARK/NEUTRAL POSITION SWITCH ASSEMBLY. Refer to «REMOVAL»(ref-524256-S42278416762013012800000)
  9. PROCEED TO NEXT SUSPECTED AREA SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-524126-S16095176252013012800000)
  10. GO TO SMART ACCESS SYSTEM WITH PUSH-BUTTON START. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(ref-524115-S31394580062013012800000)

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

Scheme 117

Scheme 117: PROCEDURE
Scheme 117: PROCEDURE
  1. PERFORM ACTIVE TEST USING TECHSTREAM (OPERATE VACUUM SWITCHING VALVE FOR ACIS) Disconnect the vacuum hose from port F on the vacuum switching valve (for ACIS). Connect the Techstream to the DLC3. Start the engine. Enter the following menus: Powertrain / Engine and ECT / Active Test / Active the VSV for Intake Control. Operate the vacuum switching valve for ACIS. Check the vacuum switching valve air flow when switching the vacuum switching valve. OK Test Condition Specified Condition Vacuum switching valve is ON Air from port E flows out through port F Vacuum switching valve is OFF Air from port E flows out through air filter TEXT IN ILLUSTRATION *a VSV is ON *b VSV is OFF *c Air NG --> See step 4 OK: Go to next step
  2. CHECK VACUUM HOSES (VACUUM SWITCHING VALVE (FOR ACIS) - INTAKE AIR CONTROL VALVE, INTAKE MANIFOLD) NG --> REPAIR OR REPLACE VACUUM HOSES OK: Go to next step
  3. INSPECT INTAKE MANIFOLD (INTAKE AIR CONTROL VALVE) Inspect the intake air control valve. Refer to «ON-VEHICLE INSPECTION - Step 1»(ref-524270-S25831447522013012800000) . NG --> See step 9 OK --> See step 7
  4. INSPECT VACUUM SWITCHING VALVE ASSEMBLY (FOR ACIS) Inspect the vacuum switching valve assembly (for ACIS). Refer to «ON-VEHICLE INSPECTION»(ref-524275-S15174743562013012800000) . NG --> See step 8 OK: Go to next step
  5. CHECK HARNESS AND CONNECTOR (VACUUM SWITCHING VALVE (FOR ACIS) - ECM AND NO. 1 INTEGRATION RELAY) Disconnect the vacuum switching valve (for ACIS) connector. Disconnect the ECM connector. Remove the No. 1 integration relay from the engine room relay block. Disconnect the No. 1 integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C9-2 - C30-19 (ACIS) Always Below 1 ohms C9-1 - 1B-4 Always Below 1 ohms C9-2 or C30-19 (ACIS) - Body ground Always 10 kohms or higher C9-1 or 1B-4 - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 6
  6. REPLACE ECM. Refer to «REMOVAL»(ref-524262-S01887464392013012800000)
  7. PROCEED TO NEXT SUSPECTED AREA SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-524126-S16095176252013012800000)
  8. REPLACE VACUUM SWITCHING VALVE ASSEMBLY (FOR ACIS). Refer to «REMOVAL»(ref-524275-S37991557192013012800000)
  9. REPLACE INTAKE MANIFOLD. Refer to «REMOVAL»(ref-524275-S37991557192013012800000)

Inspection Method

Drive at 10 km/h (6.25 mph), depress the accelerator pedal by 1/2 to 3/4 and keep it in that position. Under these conditions, if the engine speed decreases to 1000 rpm when the brake pedal is depressed, then the brake override system has been activated.

WARNINGWhen carrying out the inspection, use a place where you are able to carry it out safely and also pay close attention to your surroundings. Also, when driving make absolutely sure that all road traffic laws, such as speed limits, are observed.

HINT

  1. Under normal conditions, the Accelerator Position value changes in response to the Accel Sens. No. 1 Volt % value. For more information on the numerical values, refer to the Data List. Refer to «DATA LIST / ACTIVE TEST»(ref-524126-S20424571482013012800000) .
  2. If the Data List values of Accelerator Position and Accel Sens. No. 1 Volt % do not match, and the value of Accelerator Position changes but the value of Accel Sens. No. 1 Volt % is constant, this confirms that the brake override system has activated. (Data can be captured relatively easily by using the snapshot function in the Data List. Confirm the data after performing the driving test.)

Note. The brake override system restricts driving torque if the brake pedal is depressed when driving with the accelerator pedal depressed. If a customer reports experiencing loss of torque after the accelerator and brake pedals have both been intentionally depressed, explain to the customer that this is not a malfunction, and that the customer should avoid depressing both the accelerator and brake pedals at the same time. Example: While operating the accelerator pedal, the customer uses their left foot to operate the brake pedal.

More articles — Engine Control System (Diagnostic Codes (P1604-P2610) & Circuit Tests))