DESCRIPTION
The fuel pump for high pressure is attached to the insulator, which is attached to the cylinder head cover. The pump activates according to the position of the cam on the exhaust side camshaft (bank 1). The fuel pump for high pressure increases the pressure of the fuel supplied from the fuel pump in the fuel tank to 4 to 13 MPa (40.8 to 132.6 kgf/cm 2 , 580 to 1886 psi) according to the operating condition, and it feeds the fuel to the fuel delivery pipe.
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P1235 | High Pressure Fuel Pump Circuit | Open or short in fuel pump for high pressure circuit for 1 second or more (1 trip detection logic). | Open or short in fuel pump for high pressure circuit Fuel pump for high pressure Injector driver (EDU) ECM | Comes on | DTC stored |
MONITOR DESCRIPTION
The injector driver has the integrated circuit (IC) which monitors the electrical circuit between the spill control valve and injector driver. If an open circuit is detected, the IC sends the malfunction signal (FPD) to the ECM. Then, the ECM illuminates the MIL and sets a DTC immediately.
The ECM continuously monitors its main and sub CPUs. This self-check ensures that the ECM is functioning properly. If outputs from the CPUs are different and deviate from the standard, the ECM will illuminate the MIL and store this DTC.
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P1607 | Cruise Control Input Processor | ECM CPUs malfunction (1 trip detection logic). | ECM | Comes on | DTC stored |
The Swirl Control Valves (SCV) are built into the intake manifold. The swirl control valves use a position sensor and a DC motor. A swirl control valve is located at one side of each pair of independent intake ports. Depending on signals from the ECM, the DC motor opens and closes the swirl control valves. The position sensor detects the opening angle of the swirl control valves. When the swirl control valves close, the velocity of the intake air flow that passes through the port on the other side of the independent intake port will become faster, enhancing lateral turbulent flow in the combustion chamber. As a result, when engine coolant temperature is low, atomization of fuel will be enhanced, stabilizing combustion in the cylinder. Also fuel consumption is decreased due to increased combustion efficiency when the engine is running at a low speed with a light load.
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2004 | Intake Manifold Runner Control Stuck Open (Bank 1) | The swirl control valve opening angle is 20°CA or more after requesting the swirl control valve to fully close (2 trip detection logic). | Open or short in intake air control valve actuator (for swirl control valve) circuit Intake air control valve actuator (for swirl control valve) Intake manifold Swirl control valve position sensor ECM | Comes on | DTC stored |
| P2006 | Intake Manifold Runner Control Stuck Closed (Bank 1) | The swirl control valve opening angle is less than 35°CA after requesting the swirl control valve to fully open (2 trip detection logic). | Open or short in intake air control valve actuator (for swirl control valve) circuit Intake air control valve actuator (for swirl control valve) Intake manifold Swirl control valve position sensor ECM | Comes on | DTC stored |
HINT
When P2004 and/or P2006 is output, use the Techstream to confirm IAC Sensor Voltage (swirl control sensor output voltage) while performing Control the SCV Duty Ratio of the Active Test.
| Control the SCV Duty Ratio | IAC Sensor Voltage |
|---|---|
| 100% | 3.2 to 4.8 V |
| 100% | 0.2 to 1.0 V |
REFERENCE (NORMAL CONDITION: WHEN ENGINE WARMED UP)
When the ECM has requested a swirl control valve close operation but the actual swirl control valve opening angle is 20°CA or more for 10 seconds, DTC P2004 is stored. When the ECM has requested a swirl control valve open operation but the actual swirl control valve opening angle is less than 35°CA for 10 seconds, DTC P2006 is stored.
The ECM activates the intake air control valve actuator (for swirl control valve), which opens and closes the Swirl Control Valve (SCV). The ECM activates the DC motor based on engine speed, coolant temperature, engine load signal and other conditions.
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2009 | Intake Manifold Runner Control Circuit Low (Bank 1) | Both of the following conditions continue for 0.5 seconds (1 trip detection logic). (a) The output duty of the intake air control valve actuator is 100% or higher. (b) The current of the intake air control valve actuator is less than 0.35 A. | Open or short in intake air control valve actuator (for swirl control valve) circuit Intake air control valve actuator (for swirl control valve) Intake manifold ECM | Comes on | DTC stored |
| P2010 | Intake Manifold Runner Control Circuit High (Bank 1) | Either of the following conditions continues for 6 times or more (1 trip detection logic). (a) The motor drive IC has overcurrent. (b) The motor drive IC overheats. | Open or short in intake air control valve actuator (for swirl control valve) circuit Intake air control valve actuator (for swirl control valve) Intake manifold ECM | Comes on | DTC stored |
When the voltage of the DC motor (intake air control valve actuator) deviates from the standard range, the ECM determines that a malfunction has occurred and stores a DTC.
The Swirl Control Valve (SCV) position sensor is a non-contact type sensor.
The position sensor measures the opening angle of the swirl control valve. The sensor is reliable and accurate, as it is electrically controlled by Hall-effect elements.
Scheme 43
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2014 | Intake Manifold Runner Position Sensor / Switch Circuit (Bank 1) | The swirl control valve position sensor output voltage flutters up and down beyond the normal operating range (less than 0.2 V, or higher than 4.8 V) for more than 0.5 seconds (open or short) (1 trip detection logic). | Open or short in swirl control valve position sensor circuit Swirl control valve position sensor (built into intake air control valve actuator) ECM | Comes on | DTC stored |
| P2016 | Intake Manifold Runner Position Sensor / Switch Circuit Low (Bank 1) | The swirl control valve position sensor output voltage is less than 0.2 V for more than 0.5 seconds (short) (1 trip detection logic). | Open or short in swirl control valve position sensor circuit Swirl control valve position sensor (built into intake air control valve actuator) ECM | Comes on | DTC stored |
| P2017 | Intake Manifold Runner Position Sensor / Switch Circuit High (Bank 1) | The swirl control valve position sensor output voltage is higher than 4.8 V for more than 0.5 seconds (open) (1 trip detection logic). | Open or short in swirl control valve position sensor circuit Swirl control valve position sensor (built into intake air control valve actuator) ECM | Comes on | DTC stored |
HINT
When DTC P2014, P2016 or P2017 is output, use the Techstream to confirm the IAC Sensor Voltage (swirl control valve position sensor output voltage). Enter the following menus: Powertrain / Engine and ECT / Data List / Gas Intake Control / IAC Sensor Voltage.
| IAC Sensor Voltage | Malfunction |
|---|---|
| 0.2 V or less | IAC1 circuit shorted VC circuit open |
| 4.8 V or higher | VC and IAC1 circuits shorted IAC1 circuit open E2 circuit open |
The ECM IAC1 terminal voltage increases in correlation with the opening angle of the swirl control valve. When the swirl control valve is fully closed, approximately 0.69 V is applied to the IAC1 terminal. When the swirl control valve is fully open, approximately 3.518 V is applied to the IAC1 terminal.
When the output voltage of the IAC1 terminal deviates from the standard range, the ECM determines that a malfunction has occurred in the position sensor and stores a DTC.
The throttle actuator is operated by the ECM and opens and closes the throttle valve using gears.
The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle body with motor assembly. The throttle position sensor provides feedback to the ECM. This feedback allows the ECM to appropriately control the throttle actuator and monitor the throttle opening angle as the ECM responds to driver inputs.
HINT
This Electronic Throttle Control System (ETCS) does not use a throttle cable.
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2102 | Throttle Actuator Control Motor Circuit Low | Both of the following conditions continue for 2.0 seconds (1 trip detection logic): (a) The throttle actuator drive duty cycle is 80% or higher. (b) The throttle actuator current is less than 0.5 A. | Open in throttle actuator circuit Throttle actuator ECM | Comes on | DTC stored |
| P2103 | Throttle Actuator Control Motor Circuit High | Either of the following conditions is met (1 trip detection logic): A motor driver IC high current limiter monitor input failure. A motor driver IC high current inhibit signal on. | Short in throttle actuator circuit Throttle actuator Throttle valve Throttle body with motor assembly ECM | Comes on | DTC stored |
The ECM monitors the electrical current through the electronic actuator, and detects malfunctions and open circuits in the throttle actuator based on this value. If the current is outside the standard range, the ECM determines that there is a malfunction in the throttle actuator. In addition, if the throttle valve does not function properly (for example, stuck on), the ECM determines that there is a malfunction. The ECM then illuminates the MIL and stores a DTC.
The throttle actuator is operated by the ECM, and opens and closes the throttle valve using gears. The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle body with motor assembly. The throttle position sensor provides feedback to the ECM. This feedback allows the ECM to appropriately control the throttle actuator and monitor the throttle opening angle as the ECM responds to driver inputs.
HINT
This Electronic Throttle Control System (ETCS) does not use a throttle cable.
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2111 | Throttle Actuator Control System - Stuck Open | The ECM signals the throttle actuator to close, but the actuator is stuck (1 trip detection logic). | Throttle actuator Throttle body with motor assembly Throttle valve Wire harness or connector ECM | Comes on | DTC stored |
| P2112 | Throttle Actuator Control System - Stuck Closed | The ECM signals the throttle actuator to open, but the actuator is stuck (1 trip detection logic). | Throttle actuator Throttle body with motor assembly Throttle valve Wire harness or connector ECM | Comes on | DTC stored |
The ECM determines that there is a malfunction in the ETCS when the throttle valve remains at a fixed angle despite a high drive current from the ECM. The ECM illuminates the MIL and stores a DTC.
The electronic throttle control system has a dedicated power supply circuit. The voltage (+BM) is monitored and when it is low (less than 4 V), the ECM determines that there is a malfunction in the electronic throttle control system and cuts off the current to the throttle actuator.
When the voltage becomes unstable, the electronic throttle control system itself becomes unstable. For this reason, when the voltage is low, the current to the throttle actuator is cut. If repairs are made and the system returns to normal, turn the engine switch off. The ECM then allows the current to flow to the throttle actuator so that it can be restarted.
HINT
The electronic throttle control system does not use a throttle cable.
Scheme 44
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2118 | Throttle Actuator Control Motor Current Range / Performance | An open in the electronic throttle control system power source (+BM) circuit (1 trip detection logic). | Open in electronic throttle control system power source circuit Battery Battery terminals ETCS fuse ECM | Comes on | DTC stored |
The ECM monitors the battery supply voltage applied to the throttle actuator.
When the power supply voltage (+BM) is less than 4 V for 0.8 seconds or more, the ECM interprets this as an open in the power supply circuit (+BM). The ECM illuminates the MIL and stores this DTC.
The electronic throttle control system is composed of the throttle actuator, throttle position sensor, accelerator pedal position sensor, and ECM. The ECM operates the throttle actuator to regulate the throttle valve in response to driver inputs. The throttle position sensor detects the opening angle of the throttle valve, and provides the ECM with feedback so that the throttle valve can be appropriately controlled by the ECM.
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2119 | Throttle Actuator Control Throttle Body Range / Performance | The throttle valve opening angle continues to vary greatly from the target opening angle (1 trip detection logic). | Electronic throttle control system Wire harness or connector ECM | Comes on | DTC stored |
The ECM determines the actual opening angle of the throttle valve from the throttle position sensor signal. The actual opening angle is compared to the target opening angle commanded by the ECM. If the difference between these two values is outside the standard range, the ECM interprets this as a malfunction in the electronic throttle control system. The ECM then illuminates the MIL and stores this DTC.
HINT
- This Electronic Throttle Control System (ETCS) does not use a throttle cable.
- These DTCs relate to the accelerator pedal position sensor.
The accelerator pedal position sensor is built into the accelerator pedal sensor assembly and has 2 sensor circuits: VPA (main) and VPA2 (sub). This sensor is a non-contact type sensor and uses Hall-effect elements in order to yield accurate signals even in extreme driving conditions, such as at high speeds as well as very low speeds. The voltage, which is applied to terminals VPA and VPA2 of the ECM, varies between 0.5 V and 4.75 V in proportion to the operating angle of the accelerator pedal (throttle valve). A signal from VPA indicates the actual accelerator pedal opening angle (throttle valve opening angle) and is used for engine control. A signal from VPA2 conveys the status of the VPA circuit and is used to check the accelerator pedal position sensor itself.
The ECM monitors the actual accelerator pedal opening angle (throttle valve opening angle) through the signals from VPA and VPA2, and controls the throttle actuator according to these signals.
Scheme 45
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2120 | Throttle / Pedal Position Sensor / Switch "D" Circuit | VPA fluctuates rapidly beyond the upper and lower malfunction thresholds for 0.5 seconds or more (1 trip detection logic). | Accelerator pedal sensor assembly ECM | Comes on | DTC stored |
| P2122 | Throttle / Pedal Position Sensor / Switch "D" Circuit Low Input | VPA is 0.4 V or less for 0.5 seconds or more when the accelerator pedal is depressed (1 trip detection logic). | Accelerator pedal sensor assembly Open in VCPA circuit Open or ground short in VPA circuit ECM | Comes on | DTC stored |
| P2123 | Throttle / Pedal Position Sensor / Switch "D" Circuit High Input | VPA is 4.8 V or higher for 2.0 seconds or more (1 trip detection logic). | Accelerator pedal sensor assembly Open in EPA circuit ECM | Comes on | DTC stored |
| P2125 | Throttle / Pedal Position Sensor / Switch "E" Circuit | VPA2 fluctuates rapidly beyond the upper and lower malfunction thresholds for 0.5 seconds or more (1 trip detection logic). | Accelerator pedal sensor assembly ECM | Comes on | DTC stored |
| P2127 | Throttle / Pedal Position Sensor / Switch "E" Circuit Low Input | VPA2 is 1.2 V or less for 0.5 seconds or more when the accelerator pedal is depressed (1 trip detection logic). | Accelerator pedal sensor assembly Open in VCP2 circuit Open or ground short in VPA2 circuit ECM | Comes on | DTC stored |
| P2128 | Throttle / Pedal Position Sensor / Switch "E" Circuit High Input | Both of the following conditions continue for 2.0 seconds or more (1 trip detection logic): (a) VPA2 is 4.8 V or higher. (b) VPA is between 0.4 V and 3.45 V. | Accelerator pedal sensor assembly Open in EPA2 circuit ECM | Comes on | DTC stored |
| P2138 | Throttle / Pedal Position Sensor / Switch "D" / "E" Voltage Correlation | Either of the following conditions continues for 2.0 seconds or more (1 trip detection logic): (a) The difference between VPA and VPA2 is 0.02 V or less. (b) VPA is 0.4 V or less, and VPA2 is 1.2 V or less. | Short between VPA and VPA2 circuits Accelerator pedal sensor assembly ECM | Comes on | DTC stored |
HINT
When any of these DTCs are output, check the accelerator pedal position sensor voltage using the Techstream. Enter the following menus: Powertrain / Engine and ECT / Data List / Gas Throttle / Accel Sensor Out No. 1 and Accel Sensor Out No. 2.
| Trouble Area | Accelerator Pedal Fully Released | Accelerator Pedal Fully Depressed | ||
|---|---|---|---|---|
| Accel Sensor Out No. 1 | Accel Sensor Out No. 2 | Accel Sensor Out No. 1 | Accel Sensor Out No. 2 | |
| Open in VCP circuit | 0 to 0.2 V | 0 to 0.2 V | 0 to 0.2 V | 0 to 0.2 V |
| Open or ground short in VPA circuit | 0 to 0.2 V | 1.2 to 2.0 V | 0 to 0.2 V | 3.4 to 4.75 V |
| Open or ground short in VPA2 circuit | 0.5 to 1.1 V | 0 to 0.2 V | 2.6 to 4.5 V | 0 to 0.2 V |
| Open in EPA circuit | 4.5 to 4.98 V | 4.5 to 4.98 V | 4.5 to 4.98 V | 4.5 to 4.98 V |
| Normal condition | 0.5 to 1.1 V | 1.2 to 2.0 V | 2.6 to 4.5 V | 3.4 to 4.75 V |
HINT
Accelerator pedal positions are expressed as voltages.
When either output voltage of VPA or VPA2 deviates from the standard range, or the difference between the output voltages of the 2 sensor circuits is more than the threshold, the ECM determines that there is a malfunction in the accelerator pedal position sensor. The ECM then illuminates the MIL and stores a DTC.
Example
When the output voltage of VPA is 0.4 V or less for 0.5 seconds or more when the accelerator pedal is fully depressed, DTC P2122 is stored.
Refer to DTC P2120.
Refer to DESCRIPTION
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2121 | Throttle / Pedal Position Sensor / Switch "D" Circuit Range / Performance | Either of the following conditions is met for 0.5 seconds (1 trip detection logic): 1. Difference between VPA and VPA2 is less than 0.4 V, or higher than 1.2 V. (learned value of accelerator off position) 2. Difference between VPA and VPA2 is greater than or equal to the specified value. | Accelerator pedal sensor assembly ECM | Comes on | DTC stored |
The accelerator pedal position sensor is mounted on the accelerator pedal bracket. The accelerator pedal position sensor has 2 sensor elements and 2 signal outputs: VPA and VPA2. VPA is used to detect the actual accelerator pedal angle (used for engine control) and VPA2 is used to detect malfunctions in VPA. When the difference between the output voltages of VPA and VPA2 deviates from the standard, the ECM determines that the accelerator pedal position sensor is malfunctioning. The ECM illuminates the MIL and stores this DTC.
HINT
Although the DTC titles say oxygen sensor, these DTCs relate to the air fuel ratio sensor.
The air fuel ratio sensor generates voltage* that corresponds to the actual air fuel ratio. This sensor voltage is used to provide the ECM with feedback so that it can control the air fuel ratio. The ECM determines the deviation from the stoichiometric air fuel ratio level, and regulates the fuel injection duration. If the air fuel ratio sensor malfunctions, the ECM is unable to control the air fuel ratio accurately.
The air fuel ratio sensor is a planar type and integrated with the heater, which heats the solid electrolyte (zirconia element). This heater is controlled by the ECM. When the intake air volume is low (the exhaust gas temperature is low), a current flows into the heater to heat the sensor, in order to facilitate accurate oxygen concentration detection. In addition, the sensor and heater portions are a narrow type. The heat generated by the heater is conducted to the solid electrolyte through the alumina, therefore sensor activation is accelerated.
In order to obtain a high purification rate of the carbon monoxide (CO), hydrocarbon (HC) and nitrogen oxide (NOx) components in the exhaust gas, a three-way catalytic converter is used. For the most efficient use of the three-way catalytic converter, the air fuel ratio must be precisely controlled so that it is always close to the stoichiometric level.
*: Value changes inside the ECM. Since the air fuel ratio sensor is a current output element, the current is converted into a voltage inside the ECM. Any measurements taken at the air fuel ratio sensor or ECM connectors will show a constant voltage.
Scheme 46
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2195 | Oxygen (A/F) Sensor Signal Stuck Lean (Bank 1 Sensor 1) | Either of following conditions 1 or 2 met: Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is higher than 3.8 V. (b) Heated oxygen sensor voltage is 0.21 V or higher. While the fuel-cut operation is performed (during vehicle deceleration), the air fuel ratio sensor current is 2.1 mA or higher for 3 seconds (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 1 sensor 1) circuit Air fuel ratio sensor (bank 1 sensor 1) Intake system Fuel pressure Fuel pressure sensor Fuel injector assembly ECM | Comes on | DTC stored |
| P2196 | Oxygen (A/F) Sensor Signal Stuck Rich (Bank 1 Sensor 1) | Either of following conditions 1 or 2 met: Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is less than 2.8 V. (b) Heated oxygen sensor voltage is less than 0.59 V. While the fuel-cut operation is performed (during vehicle deceleration), the air fuel ratio sensor current is less than 0.23 mA for 3 seconds (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 1 sensor 1) circuit Air fuel ratio sensor (bank 1 sensor 1) Intake system Fuel pressure Fuel pressure sensor Fuel injector assembly ECM | Comes on | DTC stored |
| P2197 | Oxygen (A/F) Sensor Signal Stuck Lean (Bank 2 Sensor 1) | Either of following conditions 1 or 2 met: Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is higher than 3.8 V. (b) Heated oxygen sensor voltage is 0.21 V or higher. While the fuel-cut operation is performed (during vehicle deceleration), the air fuel ratio sensor current is 2.1 mA or higher for 3 seconds (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 2 sensor 1) circuit Air fuel ratio sensor (bank 2 sensor 1) Intake system Fuel pressure Fuel pressure sensor Fuel injector assembly ECM | Comes on | DTC stored |
| P2198 | Oxygen (A/F) Sensor Signal Stuck Rich (Bank 2 Sensor 1) | Either of following conditions 1 or 2 met: Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is less than 2.8 V. (b) Heated oxygen sensor voltage is less than 0.59 V. While the fuel-cut operation is performed (during vehicle deceleration), the air fuel ratio sensor current is less than 0.23 mA for 3 seconds (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 2 sensor 1) circuit Air fuel ratio sensor (bank 2 sensor 1) Intake system Fuel pressure Fuel pressure sensor Fuel injector assembly ECM | Comes on | DTC stored |
HINT
- DTCs P2195 and P2196 indicate malfunctions related to the bank 1 air fuel ratio sensor circuit.
- DTCs P2197 and P2198 indicate malfunctions related to the bank 2 air fuel ratio sensor circuit.
- When any of these DTCs are stored, check the air fuel ratio sensor voltage output by entering the following menus on the Techstream: Powertrain / Engine and ECT / Data List / Gas AF Control / AFS Voltage B1S1 or AFS Voltage B2S1.
- Short-term fuel trim values can also be read using the Techstream.
- The ECM regulates the voltages at the A1A+, A2A+, A1A- and A2A- terminals of the ECM to a constant level. Therefore, the air fuel ratio sensor output voltage cannot be confirmed without using the Techstream.
- If an air fuel ratio sensor malfunction is detected, the ECM will store a DTC.
Sensor Voltage Detection Monitor
Under air fuel ratio feedback control, If the air fuel ratio sensor output voltage is less than 2.8 V (very rich condition) for 5 seconds despite the heated oxygen sensor output voltage being less than 0.59 V, the ECM stores DTC P2196 or P2198. Alternatively, if the air fuel ratio sensor output voltage is higher than 3.8 V (very lean condition) for 5 seconds despite the heated oxygen sensor output voltage being 0.21 V or higher, DTC P2195 or P2197 is stored.
Sensor Current Detection Monitor
A rich air fuel mixture causes a low air fuel ratio sensor current, and a lean air fuel mixture causes a high air fuel ratio sensor current. Therefore, the sensor output becomes low during acceleration, and it becomes high during deceleration with the throttle valve fully closed. The ECM monitors the air fuel ratio sensor current during fuel-cut and detects any abnormal current values.
If the air fuel ratio sensor output is 2.1 mA or higher for more than 3 seconds of cumulative time, the ECM interprets this as a malfunction in the air fuel ratio sensor and stores DTC P2195 or P2197 (stuck on high side). If the air fuel ratio sensor output is less than 0.23 mA for more than 3 seconds of cumulative time, the ECM stores DTC P2196 or P2198 (stuck on low side).
Scheme 47
Refer to DTC P0300.
Refer to DESCRIPTION
Refer to DTC P2195, P2197.
Refer to DESCRIPTION
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P219A | Bank 1 Air-Fuel Ratio Imbalance | The difference in air fuel ratios between the cylinders exceeds the threshold (2 trip detection logic). | Fuel injector assembly Intake system Gas leaks from exhaust system Ignition system Compression pressure Air fuel ratio sensor (bank 1 sensor 1) ECM | Comes on | DTC stored |
| P219B | Bank 2 Air-Fuel Ratio Imbalance | The difference in air fuel ratios between the cylinders exceeds the threshold (2 trip detection logic). | Fuel injector assembly Intake system Gas leaks from exhaust system Ignition system Compression pressure Air fuel ratio sensor (bank 2 sensor 1) ECM | Comes on | DTC stored |
| P219C | Cylinder 1 Air-Fuel Ratio Imbalance | The difference in air fuel ratios between the cylinders exceeds the threshold (2 trip detection logic). | Fuel injector assembly Intake system Gas leaks from exhaust system Ignition system Compression pressure Air fuel ratio sensor (bank 1 sensor 1) ECM | Comes on | DTC stored |
| P219D | Cylinder 2 Air-Fuel Ratio Imbalance | The difference in air fuel ratios between the cylinders exceeds the threshold (2 trip detection logic). | Fuel injector assembly Intake system Gas leaks from exhaust system Ignition system Compression pressure Air fuel ratio sensor (bank 2 sensor 1) ECM | Comes on | DTC stored |
| P219E | Cylinder 3 Air-Fuel Ratio Imbalance | The difference in air fuel ratios between the cylinders exceeds the threshold (2 trip detection logic). | Fuel injector assembly Intake system Gas leaks from exhaust system Ignition system Compression pressure Air fuel ratio sensor (bank 1 sensor 1) ECM | Comes on | DTC stored |
| P219F | Cylinder 4 Air-Fuel Ratio Imbalance | The difference in air fuel ratios between the cylinders exceeds the threshold (2 trip detection logic). | Fuel injector assembly Intake system Gas leaks from exhaust system Ignition system Compression pressure Air fuel ratio sensor (bank 2 sensor 1) ECM | Comes on | DTC stored |
| P21A0 | Cylinder 5 Air-Fuel Ratio Imbalance | The difference in air fuel ratios between the cylinders exceeds the threshold (2 trip detection logic). | Fuel injector assembly Intake system Gas leaks from exhaust system Ignition system Compression pressure Air fuel ratio sensor (bank 1 sensor 1) ECM | Comes on | DTC stored |
| P21A1 | Cylinder 6 Air-Fuel Ratio Imbalance | The difference in air fuel ratios between the cylinders exceeds the threshold (2 trip detection logic). | Fuel injector assembly Intake system Gas leaks from exhaust system Ignition system Compression pressure Air fuel ratio sensor (bank 2 sensor 1) ECM | Comes on | DTC stored |
Fuel System Air Fuel Ratio Cylinder Imbalance Monitor
The ECM uses the air fuel ratio sensor and crankshaft position sensor to monitor the difference in air fuel ratios between the cylinders caused by differences in injection volumes between the cylinders, leakage in the intake or exhaust system, etc.
When the air fuel ratios of the cylinders are lean or rich with respect to each other, the ECM determines that a problem is present and stores a DTC.
Air Fuel Ratio Sensor Monitoring Method: P219A and/or P219B are stored primarily when a rich side imbalance is detected.
When the system detects a difference in air fuel ratios between the cylinders due to fluctuation in the air fuel ratio sensor output over 1 engine cycle (2 crankshaft revolutions), the system determines that there is a problem.
Crankshaft Position Sensor Monitoring Method: P219C, P219D, P219E, P219F, P21A0 and/or P21A1 are stored primarily when a lean side imbalance is detected.
The system monitors the engine speed variation and when the variation becomes large, the system determines that there is a difference in air fuel ratios between the cylinders, which it determines to be a problem.
Refer to DTC P2195.
Refer to DESCRIPTION
| DTC No. | Detection Item | DTC Detection Condition | Trouble Area | MIL | Memory |
|---|---|---|---|---|---|
| P2237 | Oxygen (A/F) Sensor Pumping Current Circuit / Open (Bank 1 Sensor 1) | An open in the circuit between terminals A1A+ and A1A- of the air fuel ratio sensor while the engine is running (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 1 sensor 1) circuit Air fuel ratio sensor (bank 1 sensor 1) ECM | Comes on | DTC stored |
| P2238 | Oxygen (A/F) Sensor Pumping Current Circuit Low (Bank 1 Sensor 1) | Case 1: Condition (a) or (b) continues for 5.0 seconds or more (2 trip detection logic):(a) Voltage at terminal A1A+ is 0.5 V or less(b) Voltage difference between terminals A1A+ and A1A- is 0.1 V or less Case 2: Air fuel ratio sensor admittance is less than 0.0054 1/ohms (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 1 sensor 1) circuit Air fuel ratio sensor (bank 1 sensor 1) ECM | Comes on | DTC stored |
| P2239 | Oxygen (A/F) Sensor Pumping Current Circuit High (Bank 1 Sensor 1) | The A1A+ voltage is higher than 4.5 V (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 1 sensor 1) circuit Air fuel ratio sensor (bank 1 sensor 1) ECM | Comes on | DTC stored |
| P2240 | Oxygen (A/F) Sensor Pumping Current Circuit / Open (Bank 2 Sensor 1) | An open in the circuit between terminals A2A+ and A2A- of the air fuel ratio sensor while the engine is running (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 2 sensor 1) circuit Air fuel ratio sensor (bank 2 sensor 1) ECM | Comes on | DTC stored |
| P2241 | Oxygen (A/F) Sensor Pumping Current Circuit Low (Bank 2 Sensor 1) | Case 1: Condition (a) or (b) continues for 5.0 seconds or more (2 trip detection logic):(a) Voltage at terminal A2A+ is 0.5 V or less(b) Voltage difference between terminals A2A+ and A2A- is 0.1 V or less Case 2: Air fuel ratio sensor admittance is less than 0.0054 1/ohms (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 2 sensor 1) circuit Air fuel ratio sensor (bank 2 sensor 1) ECM | Comes on | DTC stored |
| P2242 | Oxygen (A/F) Sensor Pumping Current Circuit High (Bank 2 Sensor 1) | The A2A+ voltage is higher than 4.5 V (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 2 sensor 1) circuit Air fuel ratio sensor (bank 2 sensor 1) ECM | Comes on | DTC stored |
| P2252 | Oxygen (A/F) Sensor Reference Ground Circuit Low (Bank 1 Sensor 1) | The A1A- voltage is 0.5 V or less (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 1 sensor 1) circuit Air fuel ratio sensor (bank 1 sensor 1) ECM | Comes on | DTC stored |
| P2253 | Oxygen (A/F) Sensor Reference Ground Circuit High (Bank 1 Sensor 1) | The A1A- voltage is higher than 4.5 V (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 1 sensor 1) circuit Air fuel ratio sensor (bank 1 sensor 1) ECM | Comes on | DTC stored |
| P2255 | Oxygen (A/F) Sensor Reference Ground Circuit Low (Bank 2 Sensor 1) | The A2A- voltage is 0.5 V or less (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 2 sensor 1) circuit Air fuel ratio sensor (bank 2 sensor 1) ECM | Comes on | DTC stored |
| P2256 | Oxygen (A/F) Sensor Reference Ground Circuit High (Bank 2 Sensor 1) | The A2A- voltage is higher than 4.5 V (2 trip detection logic). | Open or short in air fuel ratio sensor (bank 2 sensor 1) circuit Air fuel ratio sensor (bank 2 sensor 1) ECM | Comes on | DTC stored |
These DTCs are output when there is an open or short in the air fuel ratio sensor circuit, or if the air fuel ratio sensor output drops. To detect these problems, the voltage of the air fuel ratio sensor is monitored when turning the engine switch on (IG), and the admittance (admittance is an electrical term that indicates the ease of flow of current) is checked while driving. If the voltage of the air fuel ratio sensor is between 0.5 V and 4.5 V, it is considered normal. If the voltage is out of the specified range, or the admittance is less than the standard value, the ECM determines that there is a malfunction in the air fuel ratio sensor. If the same malfunction is detected in the next driving cycle, the ECM illuminate and a store DTC.
The description can be found in EVAP (Evaporative Emission) System.
Refer to EVAP System [04/2013 - ]
5 hours* after the engine switch is turned off, the leak detection pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure.
HINT
*: If the engine coolant temperature is not less than 35°C (95°F) 5 hours after the engine switch is turned off, the monitor check starts 2 hours later. If it is still not less than 35°C (95°F) 7 hours after the engine switch is turned off, the monitor check starts 2.5 hours later.
| Sequence | Operation | Description | Duration |
|---|---|---|---|
| ECM activation | Activated by soak timer, 5 hours (7 or 9.5 hours) after engine switch is turned off. | ||
| A | Atmospheric pressure measurement | Vent valve is turned off (vent) and EVAP system pressure is measured by ECM in order to register atmospheric pressure. If pressure in EVAP system is not between 70 kPa(abs) and 110 kPa(abs) [525 mmHg(abs) and 825 mmHg(abs)], ECM cancels EVAP system monitor. | 60 seconds |
| B | First reference pressure measurement | In order to determine reference pressure, leak detection pump creates negative pressure (vacuum) through reference orifice and then ECM checks if leak detection pump and vent valve operate normally. | 360 seconds |
| C | EVAP system pressure measurement | Vent valve is turned on (closed) to shut EVAP system. Negative pressure (vacuum) is created in EVAP system, and then EVAP system pressure is measured. Write down measured value as they will be used in leak check. If EVAP pressure does not stabilize within 15 minutes, ECM cancels EVAP system monitor. | 15 minutes* |
| D | Purge VSV monitor | Purge VSV is opened and then EVAP system pressure is measured by ECM. Large increase indicates normal. | 10 seconds |
| E | Second reference pressure measurement | After second reference pressure measurement, leak check is performed by comparing first and second reference pressure measurements. If stabilized system pressure is higher than second reference pressure, ECM determines that there is a leak in EVAP system. | 60 seconds |
| Final check | Atmospheric pressure is measured and then monitoring result is recorded by ECM. |
*: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize.
Scheme 48
| *1 | Purge VSV: Off (Closed) | *2 | Purge VSV: On (Open) |
|---|---|---|---|
| *3 | Vent Valve: Off (Vent) | *4 | Vent Valve: On (Closed) |
| *5 | Leak Detection Pump: Off | *6 | Leak Detection Pump: On |
| *7 | Reference Orifice (0.02 inch) | *8 | Canister Pressure Sensor |
| *9 | Canister | *10 | Fuel Tank |
| *11 | Canister Pump Module | *12 | Canister Filter |
| *a | Operation A: Atmospheric Pressure Measurement | *b | Operation B, E: Reference Pressure Measurement |
| *c | Operation C: EVAP System Pressure Measurement | *d | Operation D: Purge VSV Monitor |
| *e | Atmospheric Pressure | *f | Negative Pressure |
P2420: Vent valve stuck open (vent)
In operation C, the vent valve turns on (closed) and the EVAP system pressure is then measured by the ECM using the canister pressure sensor to conduct an EVAP leak check. If the pressure does not increase when the vent valve is open, the ECM interprets this as the vent valve being stuck open. In this case the ECM will illuminate the MIL and store this DTC.
Scheme 49
The soak timer operates after the engine switch is turned off. When a certain amount of time has elapsed after turning the engine switch off, the soak timer activates the ECM to perform malfunction checks which can only be performed after the engine is stopped. The soak timer is built into the ECM.
Scheme 50
- While the engine is running, the ECM monitors the synchronization of the soak timer and the CPU clock. If these two are not synchronized, the ECM will interprets this as a malfunction, illuminates the MIL and store this DTC.
- If the soak timer activates the ECM even though only a short amount of time has elapsed since the engine switch was turned off, or if the soak timer does not activate the ECM even though a considerable amount of time has elapsed since the engine switch was turned off, the ECM determines that the soak timer is malfunctioning, illuminates the MIL and stores a DTC the next time the engine switch is turned on (IG).
When the engine switch is turned on (IG), battery voltage is applied to the IGSW terminal of the ECM. The output signal from the MREL terminal of the ECM causes current to flow to the coil of the semiconductor pwr integration ECU (EFI MAIN1 relay), closing the contact and supplying power to terminals +B and +B2 of the ECM.
Scheme 51
The ECM constantly generates 5 V power source voltage from the battery voltages supplied to the +B (BATT) terminal to operate the microprocessor. The ECM also provides this power to the sensors through the VC output circuit.
Scheme 52
When the VC circuit is short-circuited, the microprocessor in the ECM and sensors that are supplied with power through the VC circuit are deactivated because the power is not supplied from the VC circuit. Under this condition, the system does not start up and the MIL does not illuminate even if the system malfunctions.
HINT
Under normal conditions, the MIL is illuminated when the engine switch is turned on (IG). The MIL goes off when the engine is started.
Scheme 53
Scheme 54
The fuel pump circuit consists of the ECM, fuel pump and fuel pump control ECU (which operates the fuel pump). Based on the engine output, the ECM determines the fuel pump speed. The speed is then converted to a duty signal and sent to the fuel pump control ECU. Based on the signal sent from the ECM, the fuel pump ECU adjust the fuel pump operation speed.
Scheme 55
While the engine is being cranked, current flows from terminal STAR of the certification ECU (smart key ECU assembly) to the park/neutral position switch assembly and to terminal STA of the ECM (STA signal).
The cold start fuel injector assembly is attached to the intake air surge tank and is designed to improve startability when the engine is cold. It operates when the engine coolant temperature is -12°C (10°F) or less, and the starter signal is on.
Scheme 56
This circuit opens and closes the intake air control valve assembly (built into intake air surge tank assembly) in response to changes in the engine load in order to increase the intake efficiency using the acoustic control induction system.
When the engine speed is between 1900 and 4200 rpm and the throttle valve opening angle is 30° or more, the ECM supplies current to the actuator (on status), to close the intake air control valve assembly. Under other conditions, the intake air control valve assembly is open.
Scheme 57
| *1 | Intake Air Surge Tank Assembly | *2 | Intake Air Control Valve Assembly |
|---|---|---|---|
| *a | Intake Air Control Valve Assembly Close | *b | Throttle Valve Opening Angle |
| *c | Engine Speed |
Scheme 58
When the vehicle is being driven, depressing the accelerator pedal sensor assembly and brake pedal will activate the brake override system to restrict driving torque. The conditions for activating the brake override system as well as the items that are controlled are explained below.
Scheme 59
Activation Conditions
- When the accelerator pedal and brake pedal are depressed. NOTE: The vehicle may not enter the brake override system control due to the relation of the accelerator pedal angle and the vehicle's speed.
Items Controlled
- When the vehicle speed is extremely low, the accelerator opening value used when controlling the engine is reduced more than normal. HINT: During control, the Accelerator Position value in the Data List will be lower than normal.
- When the vehicle speed is not extremely low, the accelerator opening value is forcibly lowered to a fixed value. HINT: During control, the Accelerator Position value in the Data List is forcibly reduced to a specified value regardless of the actual accelerator opening value (Accel Sens. No. 1 Volt %). During brake override system control, the operation indicator is displayed on the meter.
Deactivation Conditions
- When the brake pedal or the accelerator pedal returns to some degree.
The Malfunction Indicator Lamp (MIL) is used to indicate vehicle malfunctions detected by the ECM. When the engine switch on (IG), power is supplied to the MIL circuit, and the ECM provides the circuit ground which illuminates the MIL.
The MIL operation can be checked visually. When the engine switch is turned on (IG), the MIL should be illuminated and should then turn off after the engine is started. If the MIL remains illuminated or is not illuminated, conduct the following troubleshooting procedure using the Techstream.
Scheme 60
When SNOW is selected, the operation of the throttle motor is moderated to control engine output. This helps to reduce skidding of the drive wheels, and assists with takeoff acceleration, driving straightness and turning stability.
