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DESCRIPTION
When troubleshooting On-Board Diagnostic (OBD II) vehicles, the vehicle must be connected to the OBD II scan tool (complying with SAE J1987). Various data output from the vehicle's ECM can then be read.
OBD II regulations require that the vehicle's on-board computer illuminates the Malfunction Indicator Lamp (MIL) on the instrument panel when the computer detects a malfunction in
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- The emission control system/components
- The powertrain control components (which affect vehicle emissions)
- The computer. In addition, the applicable Diagnostic Trouble Codes (DTCs) prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not reoccur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory.
To check DTCs, connect the scan tool to the Data Link Connector 3 (DLC3) of the vehicle. The scan tool displays DTCs, the freeze frame data and a variety of the engine data.
The DTCs and freeze frame data can be erased with the scan tool (see «DTC CHECK/CLEAR» ).
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Check mode has a higher sensitivity to malfunctions and can detect malfunctions that normal mode cannot detect. Check mode can also detect all the malfunctions that normal mode can detect. In check mode, DTCs are detected with 1-trip detection logic.
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- Make sure that the items below are true: Battery positive voltage 11 V or more Throttle valve fully closed Transmission in the P or N position A/C switched OFF
- Turn the ignition switch OFF.
- Connect the hand-held tester to the Controller Area Network Vehicle Interface Module (CAN VIM). Then connect the CAN VIM to the Data Link Connector 3 (DLC3).
- Turn the ignition switch ON.
- Enter the following menus: DIAGNOSIS/ ENHANCED OBD II/ CHECK MODE.
- Change the ECM to check mode. Make sure the MIL flashes as shown in the illustration. NOTE: All DTCs and freeze frame data recorded will be erased if: The hand-held tester is used to change the ECM from normal mode to check mode or vice-versa; or 2) during check mode, the ignition switch is turned from ON to ACC or OFF. Before check mode, make notes of the DTCs and freeze frame data.
- Start the engine. The MIL should turn off after the engine starts.
- Simulate the conditions of the malfunction described by the customer.
- After simulating the malfunction conditions, use the hand-held tester diagnosis selector to check the DTC and freeze frame data.
MONITOR DESCRIPTION
After the ECM sends the "target" duty-cycle signal to the OCV, the ECM monitors the OCV current to establish an "actual" duty-cycle. The ECM detects a malfunction and sets a DTC when the actual duty-cycle varies from the target duty-cycle ratio.
This monitor runs for 1 second (the first second of engine idle) after the engine is started.
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The ECM optimizes the valve timing using the VVT system to control the intake valve camshaft. The VVT system includes the ECM, the OCV and the VVT actuator. The ECM sends a target "duty-cycle" control to the OCV. This control signal, applied to the OCV, regulates the oil pressure supplied to the VVT controller. The VVT controller can advance or retard the intake valve camshaft.
Example
A DTC will set if: 1) the difference between the target and actual valve timing is more than 5 degrees of the Crankshaft Angle (CA) and the condition continues for more than 4.5 seconds; or 2) the OCV is forcibly activated 63 times or more.
Advanced cam DTCs are subject to 1 trip detection logic.
Retarded cam DTCs are subject to 2 trip detection logic.
The monitor runs if all the conditions below are met
- After engine warm-up (engine coolant temperature 75°C (167°F) or more)
- After driving the vehicle over 40 km/h (64 mph) for 3 minutes.
- After idling the engine for 3 minutes.
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If the difference between target and actual camshaft timing is larger than the specified value, the ECM operates the VVT actuator.
Then, the ECM monitors the camshaft timing change for 5 seconds.
The ECM optimizes the valve timing using the VVT system to control the intake valve camshaft. The VVT system includes the ECM, the Oil Control Valve (OCV) and the VVT controller. The ECM sends a target duty-cycle control signal to the OCV. This control signal, applied to the OCV, regulates the oil pressure supplied to the VVT controller. The VVT controller can advance or retard the intake valve camshaft. The ECM celebrates the valve timing of the VVT system by setting the camshaft to the maximum retard angle when, engine speed is idling. The ECM closes the OCV to retard the cam. The ECM stores this value as VVT learned value. When the difference between the target valve timing and the actual valve timing is more than 5°Crankshaft Angle (CA) the ECM learns it.
If the learned value meets both of the following conditions ("a" and "b"), the ECM interprets this as a defect in the VVT system and sets a DTC.
- VVT learning value is less than 20°CA or more than 39°CA.
- Above condition continues for 18 seconds or more.
This DTC shows that the camshaft was installed toward the crankshaft at an incorrect angle (for example: jumped tooth of timing belt).
This monitor runs after the engine is idling for 5 minutes.
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The sensing portion of the HO2S has a zirconia element which is used to detect oxygen concentration in exhaust. If the zirconia element is at the proper temperature and difference of the oxygen concentration between the inside and outside surface of the sensor is large, the zirconia element will generate voltage signals. In order to increase the oxygen concentration detecting capacity in the zirconia element, the ECM supplements the heat from the exhaust with heat from a heating element inside the sensor. When current in the HO2S heater is out of the standard operating range, the ECM interprets this as a fault in the HO2S heater. The ECM illuminates the MIL and sets a DTC.
Normally, the HO2S heater current is 0.4 to 1.0 A.
Example
The ECM will set a high current DTC if the current in the sensor is more than 2 A. Similarly, the ECM will set a low current DTC if the current is less than 0.25 A.
The monitor runs if engine is started and run at idle for 9 minutes or more.
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If there is a defect in the MAF meter or an open or short circuit, the voltage level will deviate outside the normal operating range. The ECM interprets this deviation as a defect in the MAF meter and sets a DTC.
Example
When the sensor voltage output is less than 0.2 V or more than 4.9 V and if either condition continues more than 3 seconds.
This monitor runs for 3 seconds (the first 3 seconds of engine idle) after the engine is started (1 trip detection logic).
HINT
After confirming DTC P0100, P0102 or P0103, use the hand-held tester to confirm the MAF ratio from the ALL menu (to reach the ALL menu: DIAGNOSIS / ENHANCED OBD II / DATA LIST / ALL).
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The Mass Air Flow (MAF) meter helps the ECM calculate the amount of air flowing through the throttle valve. The ECM uses this information to determine the fuel injection time and provide a proper air fuel ratio. Inside the MAF meter, there is a heated platinum wire exposed to the flow of intake air. By applying a specific current to the wire, the ECM heats this wire to a given temperature. The flow of incoming air cools the wire and an internal thermistor, affecting their resistance. To maintain a constant current value, the ECM varies the voltage applied to these components in the MAF meter. The voltage level is proportional to the air flow through the sensor. The ECM interprets this voltage as the intake air amount. If there is a defect in the sensor or an open or short circuit, the voltage level will deviate outside the normal operating range. The ECM interprets this deviation as a defect in the MAF meter and sets a DTC.
Example: If the voltage is more than 2.2 V at idle or less than 0.4 V at idle off, the ECM interprets this as a defect in the MAF meter and sets a DTC.
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The ECM monitors the sensor voltage and uses this value to calculate the IAT. When the sensor output voltage deviates from the normal operating range, the ECM interprets this as a fault in the IAT sensor and a DTC.
Example
When the sensor voltage output is -40°C (-40°F) (P0113) or more than 140°C (284°F) (P0112) and if either condition continues 0.5 seconds or more.
This monitor runs 0.5 seconds after the ignition switch is turned ON (1 trip detection logic).
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The ECT sensor is used to monitor the engine coolant temperature. The ECT sensor has a thermistor that varies its resistance depending on the temperature of the engine coolant. When the coolant temperature is low the resistance in the thermistor increases. When the temperature is high, the resistance drops. The variations in resistance are reflected in the voltage output from the sensor. The ECM monitors the sensor voltage and uses this value to calculate the ECT. When the sensor output voltage deviates from the normal operating range, the ECM interprets this as a fault in the ECT sensor and sets a DTC.
Example
When the ECM calculates that the ECT is -40°C (-40°F) (P0118) or more than 140°C (284°F) (P0117) and that either condition continues for 0.5 seconds or more, the ECM will set a DTC.
This monitor runs 0.5 seconds after the ignition switch is turned ON (1 trip detection logic).
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The ECT sensor is used to monitor the engine coolant temperature. The ECT sensor has a thermistor that varies its resistance depending on the temperature of the engine coolant. When the coolant temperature is low, the resistance in the thermistor increases. When the temperature is high, the resistance drops. The variations in resistance are reflected in the voltage output from the sensor. The ECM monitors the sensor voltage and uses this value to calculate the ECT. When the sensor output voltage deviates from the normal operating range, the ECM interprets this as a fault in the ECT sensor and sets a DTC.
Examples
- Upon starting the engine, the ECT is between 35°C (95°F) and 60°C (140°F). If after driving for 250 seconds, the ECT still remains within 3°C (5.4°F) of the starting temperature, a DTC will be set (2 trip detection logic).
- Upon starting the engine, the ECT is over 60°C (140°F). If, after driving for 250 seconds, the ECT still remains within 1°C (1.8°F) of the starting temperature, a DTC will be set (6 trip detection logic).
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The ECM uses the TP sensor to monitor the throttle valve opening angle.
- There is a specific voltage difference expected between VTA1 and VTA2 for each throttle opening angle. If the difference between VTA1 and VTA2 is incorrect, the ECM interprets this as a default and will set a DTC.
- VTA1 and VTA2 each have a specific voltage operating range. If VTA1 or VTA2 is out of the normal operating range, the ECM interprets this as a fault and will set a DTC.
- VTA1 and VTA2 should never be close to the same voltage levels.
- VTA1 is within 0.02 V of VTA2, the ECM interprets this as a short circuit in the throttle position sensor system and will set a DTC.
This monitor runs for 2 seconds (the first 2 seconds of engine idle) after the engine is started (1 trip detection logic).
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The ECM uses the TP sensor to monitor the throttle valve opening angle.
This sensor includes two signals: VTA1 and VTA2. VTA1 is used to detect the throttle opening angle and VTA2 is used to detect malfunctions in VTA1. There are several checks that the ECM performs confirm proper operation of the throttle position sensor and VTA1.
There is a specific voltage difference expected between VTA1 and VTA2 for each throttle opening angle. If the voltage output difference of the VTA1 and VTA2 deviates from the normal operating range, the ECM interprets this as a malfunction of the throttle position sensor. The ECM will turn on the MIL and set a DTC. This monitor runs for 2 seconds (the first 2 seconds of engine idle) after the engine is started (1 trip detection logic).
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The ECT sensor is used to monitor the temperature of the engine coolant. The resistance of the sensor varies with the actual coolant temperature. The ECM applies a voltage to the sensor and the varying resistance of the sensor causes the signal voltage to vary. The ECM monitors the ECT signal voltage after engine start-up. If, after sufficient time has passed, the sensor still reports that the engine is not warm enough for closed-loop fuel control, the ECM interprets this as a fault in the sensor or cooling system and sets a DTC.
Example
The ECT is 0°C (32°F) at engine start. After 5 minutes running time, the ECT sensor still indicates that the engine is not warm enough to begin air fuel ratio feedback control of the air-fuel ratio. The ECM interprets this as a fault in the sensor or cooling system and will set a DTC.
This monitor runs when the ECT at engine start was -6.6°C (20°F) and the engine has run 5 minutes.
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The ECM uses the HO2S information to regulate the air-fuel ratio close to the stoichiometric ratio. This maximums the catalytic converter's ability to purify the exhaust gases. The sensor detects oxygen levels in the exhaust gas and sends a signal to the ECM.
The inner surface of the sensor element is exposed to outside air. The outer surface of the sensor element is exposed to the exhaust gases. The sensor element is made of platinum coated zirconia and includes an integrated heating element. The HO2S's output voltage changes suddenly in the vicinity of the stoichiometric air-fuel ratio. The HO2S generates waveforms of a voltage between 0.1V and 0.9 V in response to the oxygen concentration in the exhaust gas. When the HO2S voltage is 0.45 V or more, the ECM judges that the air-fuel ratio is RICH. When it is 0.45 V or less, the ECM judges that the air-fuel ratio is LEAN. The ECM monitors the response feature of the HO2S. If the response time of the HO2S status change from RICH to LEAN or (vice versa) becomes longer, the ECM interprets this as a malfunction in the HO2S and sets a DTC.
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The ECM uses the HO2S to optimize the air-fuel mixture with closed-loop fuel control. This control helps decrease exhaust emissions by providing the catalyst with a nearly stoichiometric mixture. The sensor detects the oxygen level in the exhaust gas and the ECM uses this data to control the air-fuel ratio. The sensor output voltage ranges from 0.1 V to 0.9 V. If the signal voltage is less than 0.45 V, the air-fuel ratio is LEAN. If the signal voltage is more than 0.45 V, the air-fuel ratio is RICH. If the sensor does not indicate RICH even once despite the conditions for the closed-loop fuel control being met and the specified time period has passed, the ECM will conclude that the closed-loop fuel control is malfunctioning. The ECM will illuminate the MIL and a DTC is set.
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The ECM monitors the HO2S (sensor 2) by checking to make sure
- The HO2S voltage does not remain Rich (above 0.5 volts) or Lean (below 0.4 volts) while the vehicle is accelerating and decelerating for 4 to 8 minutes. If the voltage remains either Rich or Lean, the ECM interprets this as a malfunction, illuminates the MIL and sets a DTC.
- The HO2S voltage does not remain at less than 0.05 V for a long time while the vehicle is running. If the voltage remains at less than 0.05 V for a long time, the ECM interprets this as a malfunction, illuminates the MIL and sets a DTC.
- The sensor's voltage drops to below 0.2 V (extremely Lean status) immediately when the vehicle decelerates and fuel-cut is operating. If the voltage does not drops to below 0.2 V, the ECM determine that the sensor's response feature has deteriorated, illuminates the MIL and sets a DTC.
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Under closed-loop fuel control, fuel injection amounts that deviate from the ECM's estimated fuel amount because a change in the long-term fuel trim compensation value. This long-term fuel trim is adjusted when there are persistent deviations in the short-term fuel trim values. And the deviation from a simulated fuel injection amount by the ECM affects the smoothed fuel trim learning value. The smoothed fuel trim learning value is the combination of smoothed short term fuel trim (fuel feedback compensation value) and smoothed long term fuel trim (learning value of the air-fuel ratio). When the smoothed fuel trim learning value exceeds the DTC threshold, the ECM interprets this as a fault in the fuel system and sets a DTC.
Example
The smoothed fuel trim leaning value is above 40% or below -35%. The ECM interprets this as a failure in the fuel system.
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The ECM illuminates the MIL (2 trip detection logic) as follows (DTC is stored after 2 trip detection)
- The misfiring rate exceeds a threshold value and could cause emissions deterioration.
- During the first 1,000 crankshaft revolutions after engine starts, an excessive misfire rate (approximately 20 to 50 misfires per 1,000 crankshaft revolutions) occurs once.
- An excessive misfire rate (approximately 20 to 60 times misfire per 1,000 crankshaft revolutions) occurs 4 times.
The ECM flashes the MIL continuously (MIL flashes immediately) as follows (DTC is stored after 2 trip detection)
- Within 200 crankshaft revolutions at a high RPM, the threshold for "percent of misfire causing catalyst damage" is reached once.
- Within 200 crankshaft revolutions at a normal RPM, the threshold for "percent of misfire causing catalyst damage" is reached 3 times.
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If the output signal remains low or high for more than 10 seconds, the ECM interprets this as a fault in the knock sensor and sets a DTC.
The monitor for DTC P0327, P0328, P0332 and P0333 run after the engine is started and 5 seconds have passed.
The monitors for DTC P0325 and P0330 run after the engine is warmed up (ECT is 60°C (140°F) or more) and the vehicle is driven over 40 km/h (25 mph) for 1 minute.
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Knock sensor rationality
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Knock sensor range check
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If there is no signal from the CKP sensor even though the engine is revolving, the ECM interprets this as a malfunction of the sensor.
This monitor runs for 10 seconds (the first 10 seconds of engine idle) after the engine is started.
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If there is no signal from the VVT sensor even though the engine is revolving, or if the rotation of the camshaft and the crankshaft is not synchronized, the ECM interprets this as a malfunction of the sensor.
This monitor runs for 10 seconds (the first 10 seconds of engine idle) after the engine is started.
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The ECM uses Heated Oxygen Sensor (HO2S) mounted before and after the Three-Way Catalyst (TWC) to monitor its' efficiency. The front sensor sends pre-catalyst air-fuel information to the ECM. The rear sensor sends post-catalyst information to the ECM. The ECM compares these two signals to judge the efficiency of the catalyst and the catalyst's ability to store oxygen. During normal operation, the TWC stores and releases oxygen as needed. The capacity to store oxygen results in a low variation in the post-TWC exhaust stream as shown on the next page.
If the catalyst is functioning normally, the waveform of the HO2S (sensor 2) slowly switches between RICH and LEAN. If the catalyst is deteriorated, the waveform will alternate frequently between RICH and LEAN. As the catalyst efficiency degrades, its ability to store oxygen is reduced and the catalyst output becomes more variable.
When running the catalyst monitor, the ECM begins to measure the signal length of the HO2S (sensor 1) and HO2S (sensor 2). The ECM calculates the rate of signal length of the HO2S (sensor 1) and HO2S (sensor 2) (catalyst deterioration level). If the catalyst deterioration level exceeds the threshold, the ECM interprets this as a catalyst malfunction. The ECM illuminates the MIL (2 trip detection logic) and sets a DTC. The monitor runs after
- The engine is warmed up (Engine Coolant Temperature (ECT) is 75°C (167°F) or more).
- The vehicle is drive at approximately 60 to 100 km/h (37 to 63 mph) for 15 minutes.
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The ECM assumes that the vehicle is being driven when the engine RPM is more than 2,000 RPM and the Park/Neutral Position (PNP) switch was turned OFF (for 30 seconds). If there is no signal from the VSS when the vehicle is being driven, the ECM interprets this as a malfunction in the VSS. The ECM illuminates the Malfunction Indicator Lamp (MIL) and sets a DTC.
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The ECM detects idle speed and idle air flow amount for Idle Speed Control (ISC). The ECM concludes that the ISC is malfunctioning if: 1) the learned value of the ISC remains at the maximum or minimum 5 times or more during drive cycle, and 2)while driving at 10 km/h (6 mph) or more, the actual idle RPM varies from the target RPM by -200 to -100 RPM or 100 to 200 RPM 5 times or more during a drive cycle.
Example
If the actual idle RPM varies from the target idle RPM by more than 200 RPM* five times during a drive cycle, the ECM will turn on the MIL and a DTC is set.
***RPM threshold varies with engine load.
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IAC functional check
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IAC range check
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The battery supplies electricity to the ECM even when the ignition switch is OFF. This electricity allows the ECM to store data such as DTC history, freeze frame data, fuel trim values, and other data. If the battery voltage falls below a minimum level, these memory are cleared and the ECM will conclude that there is a fault in the power supply circuit. At the next engine start, the ECM will turn on the MIL and set a DTC.
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HINT
If DTC P0560 is present, the ECM will not store other DTCs.
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- READ VALUE OF HAND-HELD TESTER (BATTERY VOLTAGE) Connect the hand-held tester to the Controller Area Network Vehicle Interface Module (CAN VIM). Then connect the CAN VIM to the DLC3. Enter the following menus: DIAGNOSIS/ ENHANCED OBD II/ DATA LIST/ALL/BATTERY VOLTAGE. Result: The battery voltage is 0 V, proceed to A. The battery voltage is except 0 V, proceed to B. B: Go to step 4 A: Go to next step.
- CHECK FUSE (EFI NO. 1 FUSE) Remove the EFI NO. 1 fuse from the engine room Relay Block (R/B). Measure the resistance in the EFI NO. 1 fuse. Standard: Below 1 ohm Reinstall the EFI NO. 1 fuse. NG: REPLACE FUSE AND FIND CAUSE FOR FUSE BEING BLOWN OK: Go to next step.
- CHECK WIRE HARNESS (ECM - EFI FUSE - BATTERY) Check the harness and the connector between the EFI NO. 1 fuse and the ECM. Remove the EFI NO. 1 fuse from the engine room R/B. Disconnect the E3 ECM connector. Measure the resistance of the wire harness side connectors. Standard: Check the harness and the connector between the EFI NO. 1 fuse and the battery. Remove the EFI NO. 1 fuse from the engine room R/B. Disconnect the battery positive terminal. Measure the resistance of the wire harness side connectors. Standard: NG: REPAIR OR REPLACE HARNESS AND CONNECTOR OK: Go to next step.
- INSPECT BATTERY Check that the battery is not depleted. NG: REPLACE BATTERY OK: CHECK FOR INTERMITTENT PROBLEMS (See «CHECK FOR INTERMITTENT PROBLEMS» )
The ECM continuously monitors it's internal memory status, internal circuits, and output signals sent to the throttle actuator. This self-check insures that the ECM is functioning properly. If any malfunction is detected, the ECM will set the appropriate DTC and illuminate the MIL.
The ECM memory status is diagnosed by internal "mirroring" of the main CPU and the sub CPU to detect Random Access Memory (RAM) errors. The two CPUs also perform continuous mutual monitoring. The ECM illuminates the MIL and set a DTC if: 1) outputs from the two CPUs are different and deviate from the standards, 2) the signals sent to the throttle actuator deviate from the standards, 3) a malfunction is found in the throttle actuator supply voltage, and 4) any other ECM malfunction is found.
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While the engine is being cranked, the battery positive voltage is applied to terminal STA of the ECM. If the ECM detects the Starter Control Signal (STA) while the vehicle is being driven, it will conclude that there is a fault in the starter control circuit. The ECM will turn on the MIL and set a DTC.
This monitor runs when the vehicle is driven at 20 km/h (12 mph) for over 20 seconds.
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- READ VALUE OF HAND-HELD TESTER (STARTER SIGNAL) Connect the hand-held tester to the Controller Area Network Vehicle Interface Module (CAN VIM). Then connect the CAN VIM to the DLC3. Turn the ignition switch ON and push the hand-held tester main switch ON. Enter the following menus: DIAGNOSIS/ ENHANCED OBD II/ DATA LIST/ ALL/ STARTER SIG. Confirm the starter signal status when the ignition switch is operated. Standard: OK: Go to step 6. NG: Go to next step.
- INSPECT PARK/NEUTRAL POSITION SWITCH ASSY (See «DTC P0705 TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION (PRNDL INPUT), DTC P0850 PARK/NEUTRAL SWITCH INPUT CIRCUIT» ) Move the shift lever to the P or N position. If the hand-held tester indicates that the PNP SW (NSW) is ON, the PNP switch is considered to be normal. NG: REPAIR OR REPLACE PNP SWITCH (SEE «PARK/NEUTRAL POSITION SWITCH ASSY» ) AND GO TO STEP 3 OK: Go to next step.
- READ VALUE OF HAND-HELD TESTER (STARTER SIGNAL) Connect the hand-held tester to the CAN VIM. Then connect the CAN VIM to the DLC3. Turn the ignition switch ON and push the hand-held tester main switch ON. Enter the following menus: DIAGNOSIS/ ENHANCED OBD II/ DATA LIST/ ALL/ STARTER SIG. Confirm the starter signal status when the ignition switch is operated. Standard: OK: SYSTEM OK NG: Go to next step.
- INSPECT IGNITION SWITCH Measure the resistance of the ignition switch. Standard: NG: REPLACE IGNITION SWITCH AND GO TO STEP 5 OK: Go to next step.
- READ VALUE OF HAND-HELD TESTER (STARTER SIGNAL) Connect the hand-held tester to the CAN VIM. Then connect the CAN VIM to the DLC3. Turn the ignition switch ON and push the hand-held tester main switch ON. Enter the following menus: DIAGNOSIS/ ENHANCED OBD II/ DATA LIST/ ALL/ STARTER SIG. Confirm the starter signal status when the ignition switch is operated. Standard: NG: REPAIR OR REPLACE HARNESS AND CONNECTOR OK: Go to next step. SYSTEM OK
If there is no signal from the CMP sensor even though the engine is turning, or if the rotation of the camshaft and the crankshaft is not synchronized, the ECM interprets this as a malfunction of the sensor.
This monitor runs for 5 seconds (the first 5 seconds of engine idle) after the engine is started.
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CMP sensor range check
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CMP/CKP misalignment and CMP sensor malfunction
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The ECM monitors the flow of electrical current through the electronic throttle actuator, and detects malfunctions or open circuits in the throttle actuator based on the value of the electrical current. When the current deviates from the standard values, the ECM concludes that there is a fault in the throttle actuator. Or, if the throttle valve is not functioning properly (for example, stuck ON) the ECM concludes that there is a fault and turns on the MIL and set a DTC.
Example
When the current is more than 10 A. Or, the current is less than 0.5 A when the actuator driving duty ratio is exceeding 80%. The ECM concludes that the current is deviated from the standard values, turns on the MIL and a DTC is set.
This monitor runs after the engine is started, idled for 5 seconds and then quickly revved at a high RPM several times.
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P2102
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P2103
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The ECM concludes that there is a malfunction of the ETCS when the throttle valve remains at a fixed an despite high drive current from the ECM. The ECM will turn on the MIL and set a DTC.
To activate the monitor, start the engine fully depress/fully release the accelerator pedal quickly (fully open/ fully close the throttle valve).
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P2111
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P2112
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The ECM monitors the battery supply voltage applied to the throttle actuator.
When the power supply voltage (+BM) drops below 4 V for 0.8 seconds or more, the ECM interprets this an open in the power supply circuit (+BM). The ECM illuminates the MIL and sets a DTC.
This monitor runs for 5 seconds (the first 5 seconds of engine idle) after the engine is started.
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The ECM determines the "actual" throttle angle based on the throttle position sensor signal. The "actual" throttle position is compared to the "target" throttle position commanded by the ECM. If the difference of these two values exceeds a specified limit, the ECM interprets this as a fault in the ETCS system. The ECM turns on the MIL and sets a DTC.
Start the engine, fully depress the accelerator pedal until the engine reaches 5,000 RPM (full open the throttle valve), and quickly release the accelerator pedal (close the throttle valve).
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When either voltage output VPA1 or VPA2 deviates from the standard range, or the difference between the voltage outputs of the two sensors is less than threshold, the ECM concludes that there is a defect in the APP sensor. The ECM turns on the MIL and sets a DTC.
Example
When the voltage output of the VPA1 below 0.2 V or exceeds 4.8 V.
This monitor runs for 2 seconds (the first 2 seconds of engine idle) after the engine is started (1 trip detection logic).
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When the difference between voltage outputs of VPA1 or VPA2 deviate from the standard range, the ECM concludes that there is a defect in the APP sensor. The ECM turns on the MIL and sets a DTC.
This monitor runs for 1 second (the first second of engine idle) after the engine is started.
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See also:
• INSPECTION
• INSPECTION
• REPLACEMENT
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION