Engine Control (Sfi) (Diagnostic Codes (P0455-P2A00) & Circuit Tests): Diagnosis Lexus LX J200

DTC SUMMARY

INSPECTION PROCEDURE

Refer to the EVAP System. Refer to 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.

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1. CHECK OPERATION OF SPEEDOMETER Drive the vehicle and check whether the operation of the speedometer in the combination meter is normal. HINT: The vehicle speed sensor is operating normally if the speedometer reading is normal. If the speedometer does not operate, check it by following the procedure described in Speedometer Malfunction. Refer to «Speedometer Malfunction»(ref-385211-S02827268622011021400000) . NG --> See step 6 OK: Go to next step
2. READ VALUE USING TECHSTREAM (VEHICLE SPD) 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 / Vehicle Speed. Drive the vehicle. Read the value displayed on the Techstream. OK Vehicle speeds displayed on Techstream and speedometer display are equal. NG --> See step 3 OK --> See step 7
3. CHECK COMBINATION METER ASSEMBLY (+S VOLTAGE) Disconnect the E77 combination meter 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 E77-6 (+S) - Body ground Engine switch on (IG) 4.5 to 5.5 V NG --> See step 5 OK: Go to next step
4. CHECK COMBINATION METER ASSEMBLY (SPD SIGNAL WAVEFORM) Move the shift lever to N. Jack up the vehicle. 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 E77-6 (+S) - Body ground Engine switch on (IG) Wheel turned slowly Voltage generated intermittently HINT: The output voltage should fluctuate up and down, similarly to the diagram, when the wheel is turned slowly. NG --> See step 8 OK: Go to next step
5. CHECK HARNESS AND CONNECTOR (COMBINATION METER - ECM) Disconnect the E77 combination meter connector. Disconnect the A38 ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition E77-6 (+S) - A38-13 (SPD) Always Below 1 ohms E77-6 (+S) or A38-13 (SPD) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 9
6. GO TO MALFUNCTION IN SPEEDOMETER. Refer to «Speedometer Malfunction»(ref-385211-S02827268622011021400000)
7. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-385195-S42681660092011021400000)
8. REPLACE COMBINATION METER ASSEMBLY. Refer to «REMOVAL»(ref-385212-S42439280212011021400000)
9. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

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. STP signal conditions can be checked using the Techstream. 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 / Stop Light Switch. Check the STP signal when the brake pedal is depressed and released.

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1. CHECK STOP LIGHT SWITCH ASSEMBLY (B+ VOLTAGE) Disconnect the A30 stop light switch connector. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A30-2 - Body ground Always 11 to 14 V A30-3 - Body ground Engine switch on (IG) 11 to 14 V NG --> See step 4 OK: Go to next step
2. INSPECT STOP LIGHT SWITCH ASSEMBLY Remove the stop light switch. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Switch Condition Specified Condition 1 - 2 Pin not pushed Below 1 ohms Pin pushed 10 kohms or higher 3 - 4 Pin not pushed 10 kohms or higher Pin pushed Below 1 ohms NG --> See step 5 OK: Go to next step
3. CHECK ECM (STP, ST1- VOLTAGE) Disconnect the A38 ECM connector. 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 A38-35 (ST1-) - Body ground Brake pedal released 11 to 14 V Brake pedal depressed 0 to 3 V A38-36 (STP) - Body ground Brake pedal released 0 to 3 V Brake pedal depressed 11 to 14 V NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 6
4. INSPECT FUSE (STOP AND IGN) Remove the STOP and IGN fuses 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 STOP fuse Always Below 1 ohms IGN fuse Always Below 1 ohms NG --> CHECK FOR SHORTS IN ALL HARNESSES AND CONNECTORS CONNECTED TO FUSE AND REPLACE FUSE OK --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ECM - STOP LIGHT SWITCH)
5. REPLACE STOP LIGHT SWITCH ASSEMBLY. Refer to «REMOVAL»(ref-385213-S23013949742011021400000)
6. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

HINT

1. The following conditions may also cause DTC P0505 to be stored: The floor carpet overlapping slightly onto the accelerator pedal, causing the accelerator pedal to be slightly depressed and therefore the throttle valve position to be slightly open. The accelerator pedal being not fully released.
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

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. DTC P050B may be stored when the engine has the symptoms listed below. If necessary, check the trouble areas listed below. Symptoms Factor Trouble Area Low idle speed when engine is cold (immediately after engine start) Excessive engine friction Engine oil deterioration Drive belt tension A/C compressor Generator P/S pump Rough idle when engine is cold (immediately after engine start) Abnormal combustion Fuel quality
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. If other DTCs relating to different systems that have terminal E2 as the ground terminal are output simultaneously, terminal E2 may have an open circuit.
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. CHECK HARNESS AND CONNECTOR (ECM - POWER STEERING OIL PRESSURE SENSOR) Disconnect the C53 ECM connector. Disconnect the C28 power steering oil pressure sensor connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C28-2 (PSP) - C53-72 (PSP) Always Below 1 ohms C28-1 (VC) - C53-67 (VCV1) Always Below 1 ohms C28-3 (E2) - C53-97 (ETHW) Always Below 1 ohms C28-2 (PSP) or C53-72 (PSP) - Body ground Always 10 kohms or higher C28-1 (VC) or C53-67 (VCV1) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
2. REPLACE POWER STEERING OIL PRESSURE SENSOR Replace the power steering oil pressure sensor. Refer to «REMOVAL»(ref-385180-S11389012102011021400000) . NEXT: Go to next step
3. CONFIRM WHETHER DTC OUTPUT RECURS 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 / Trouble Codes. Read the DTCs. RESULT Result Proceed to P0550, P0552 and/or P0553 are output A No DTC is output B B --> END A --> See step 4
4. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

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.

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1. INSPECT FUSE (EFI MAIN) Remove the EFI MAIN fuse 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 EFI MAIN fuse Always Below 1 ohms NG --> CHECK FOR SHORTS IN ALL HARNESSES AND CONNECTORS CONNECTED TO FUSE AND REPLACE FUSE OK: Go to next step
2. CHECK HARNESS AND CONNECTOR (EFI NO. 1 FUSE - ECM, BATTERY) Check the harness and the connector between the EFI MAIN fuse and ECM. Remove the EFI MAIN fuse from the engine room relay block. Disconnect the A38 ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition EFI MAIN fuse terminal 2 - A38-1 (BATT) Always Below 1 ohms EFI MAIN fuse terminal 2 or A38-1 (BATT) - Body ground Always 10 kohms or higher Check the harness and the connector between the EFI MAIN fuse and battery. Remove the EFI MAIN fuse from the engine room relay block. Disconnect the positive battery terminal. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition Battery positive (+) terminal - EFI MAIN fuse terminal 1 Always Below 1 ohms Battery positive (+) terminal or EFI MAIN fuse terminal 1- Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
3. INSPECT BATTERY Check that the battery is not depleted. Refer to «ON-VEHICLE INSPECTION - Step 1»(ref-385198-S27849551852011021400000) . OK Battery is not depleted. NG --> REPLACE BATTERY OK: Go to next step
4. CHECK BATTERY TERMINAL Check that the battery terminals are not loose or corroded. OK Battery terminals are not loose or corroded. NG --> REPAIR BATTERY TERMINAL OK: Go to next step
5. CHECK WHETHER DTC OUTPUT RECURS Connect the Techstream to the DLC3. Turn the engine switch on (IG) and turn the Techstream on. Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-385195-S41751571112011021400000) . Turn the engine switch off and turn the Techstream off. Start the engine and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read DTCs. RESULT Result Proceed to P0560 is output A No DTC is output B B --> See step 6 A --> See step 7
6. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-385195-S42681660092011021400000)
7. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

HINT

1. The following troubleshooting flowchart is based on the premise that the engine is cranked normally. If the engine will not crank, proceed to the Problem Symptoms Table. Refer to «PROBLEM SYMPTOMS TABLE»(ref-385195-S37394592872011021400000) .
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. READ VALUE USING TECHSTREAM (STARTER SIGNAL) 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 / Data List / All Data / Starter Signal. Check the value displayed on the Techstream when the engine switch is turned to the START positions. OK Engine Switch Position Starter Signal On (IG) OFF START ON NG --> See step 2 OK --> See step 4
2. INSPECT PARK/NEUTRAL POSITION SWITCH ASSEMBLY Disconnect the C19 PNP switch connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 4 (B) - 5 (L) Shift lever in P Below 1 ohms Shift lever in N Below 1 ohms Shift lever not in P and N 10 kohms or higher NG --> See step 6 OK: Go to next step
3. CHECK HARNESS AND CONNECTOR (PNP SWITCH - ECM) Disconnect the C19 PNP switch connector. Disconnect the A38 ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C19-5 - A38-46 (STA) Always Below 1 ohms C19-5 or A38-46 (STA) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 5
4. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-385195-S42681660092011021400000)
5. GO TO CRANKING HOLDING FUNCTION CIRCUIT. Refer to «Cranking Holding Function Circuit»(ref-385202-S09567238652011021400000)
6. REPLACE PARK/NEUTRAL POSITION SWITCH ASSEMBLY. Refer to «REMOVAL»(ref-385187-S39883543742011021400000)

HINT

Read freeze frame data using the Techstream. Freeze frame data records the engine conditions when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, 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. INSPECT CAMSHAFT POSITION SENSOR (SENSOR POWER SOURCE) Disconnect the C2 camshaft 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 C2-3 (VC) - Body ground Engine switch on (IG) 4.5 to 5.0 V NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
2. CHECK HARNESS AND CONNECTOR (ECM - CAMSHAFT POSITION SENSOR) Disconnect the C2 camshaft position sensor connector. Disconnect the C53 ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C2-1 (G2) - C53-90 (G2) Always Below 1 ohms C2-2 (G-) - C53-89 (G2-) Always Below 1 ohms C2-1 (G2) or C53-90 (G2) - Body ground Always 10 kohms or higher C2-2 (G-) or C53-89 (G2-) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
3. INSPECT SENSOR INSTALLATION (CAMSHAFT POSITION SENSOR) Check the camshaft position sensor installation. OK The camshaft position sensor is installed properly. NG --> See step 7 OK: Go to next step
4. INSPECT CAMSHAFT TIMING PLATE (SIGNAL PLATE TOOTH) Check the teeth of the signal plate. OK Sensor plate teeth do not have any cracks or deformation. NG --> See step 8 OK: Go to next step
5. REPLACE CAMSHAFT POSITION SENSOR Replace the camshaft position sensor. Refer to «REMOVAL»(ref-385180-S11473386012011021400000) . NEXT: Go to next step
6. CONFIRM WHETHER DTC OUTPUT RECURS Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-385195-S41751571112011021400000) . Start the engine. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read DTCs. RESULT Result Proceed to No DTC is output A P1340, P1342 and/or P1343 are output B HINT: If the engine does not start, replace the ECM. B --> See step 9 A --> END
7. SECURELY REINSTALL SENSOR. Refer to «INSTALLATION»(ref-385180-S29319276002011021400000)
8. REPLACE CAMSHAFT TIMING PLATE. Refer to «REMOVAL»(ref-385174-S02392549452011021400000)
9. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

HINT

Diagnostic information output by the Air Injection Control Driver (AID) can be confirmed by connecting an oscilloscope to the diagnostic information terminal of the AID. Reading the waveform while performing the AIR system intrusive operation provided in the System Check function, allows the possible trouble areas to be narrowed down.

Note. This Air Injection Check only allows technicians to operate the AIR 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 AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (WAIT or ERROR). If an ERROR is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing the Air Injection Check repeatedly may cause damage to the AIR system. If necessary, 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.

AID Diagnostic Signal Waveforms ECM Commands DTCs (ECM Output) Suspected Trouble Areas 100% Duty Ratio Any Secondary Air Injection (AIR) System operation P1613 P1614 Open in diagnostic signal circuit Air Injection Control Driver (AID) Open in AID BATT circuit Short between +B and diagnostic signal circuits 0% Duty Ratio AIR System: ON (Air pump ON, ASV ON) P1613 P1614 Open or short in air pump or Air Switching Valve (ASV) command signal circuit (ECM - AID) Short between diagnostic signal circuit and body ground AID ECM 0% Duty Ratio AIR System: OFF (Air pump OFF, ASV OFF) - Normal 20% Duty Ratio Air Pump: ON P0418 P0419 Short between air pump drive circuit and body ground Harness and connector (AID - Pump) Air pump AID ECM 20% Duty Ratio Air Pump: OFF P0418 P0419 Open in air pump drive circuit (AID - Pump) Harness and connector (AID - Pump) Air pump AID ECM 40% Duty Ratio ASV: ON P0412 P0415 Short between ASV drive circuit and body ground Harness and connector (AID - ASV) ASV AID ECM 40% Duty Ratio ASV: OFF P0412 P0415 Open in ASV drive circuit (AID-ASV) Harness and connector (AID - ASV) AID ASV ECM 80% Duty Ratio AIR System: OFF (Air pump OFF, ASV OFF) P1613 P1614 AID ECM 80% Duty Ratio AIR System: ON (Air pump ON, ASV ON) - Normal Other than above (other than 0, 20, 40, 80 and 100% duty) - P1613 P1614 AID Open in AID ground circuit

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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.

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1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P1613 OR P1614) 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 / Trouble Codes. Read DTCs. RESULT Result Proceed to P1613 and/or P1614 are output A P1613 and/or P1614 and other DTCs are output B If any DTCs other than P1613 and P1614 are output, troubleshoot those DTCs first. B --> See step 7 A: Go to next step
2. CHECK AIR INJECTION CONTROL DRIVER (POWER SOURCE CIRCUIT) Disconnect the C30 or C32 Air Injection Control Driver (AID) 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 C30-5 (+B) - Body ground Engine switch on (IG) 11 to 14 V (near battery voltage) C32-5 (+B2) - 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
3. CHECK HARNESS AND CONNECTOR (AID - ECM, BODY GROUND) Disconnect the A38 or C53 ECM connector. Disconnect the C30 or C32 AID connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C53-54 (AIRP) - C30-4 (SIP) Always Below 1 ohms C53-28 (AIRV) - C30-3 (SIV) Always Below 1 ohms C53-53 (ARP2) - C32-4 (SIP2) Always Below 1 ohms A38-43 (ARV2) - C32-3 (SIV2) Always Below 1 ohms C53-30 (AIDI) - C30-2 (DI) Always Below 1 ohms C53-29 (AID2) - C32-2 (DI2) Always Below 1 ohms C30-1 (E) - Body ground Always Below 1 ohms C32-1 (E2) - Body ground Always Below 1 ohms C53-54 (AIRP) or C30-4 (SIP) - Body ground Always 10 kohms or higher C53-28 (AIRV) or C30-3 (SIV) - Body ground Always 10 kohms or higher C53-53 (ARP2) or C32-4 (SIP2) - Body ground Always 10 kohms or higher A38-43 (ARV2) or C32-3 (SIV2) - Body ground Always 10 kohms or higher C53-30 (AIDI) or C30-2 (DI) - Body ground Always 10 kohms or higher C53-29 (AID2) or C32-2 (DI2) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
4. INSPECT AIR INJECTION CONTROL DRIVER (DI TERMINAL VOLTAGE) Disconnect the C30 or C32 AID 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 C30-2 (DI) - C30-1 (E) Engine switch on (IG) 11 to 14 V (near battery voltage) C32-2 (DI2) - C32-1 (E2) Engine switch on (IG) 11 to 14 V (near battery voltage) 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-385179-S08790593802011021400000) . NEXT: Go to next step
6. CONFIRM 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) and turn the Techstream on. Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-385195-S41751571112011021400000) . 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 Next. After operating the AIR system, perform the following to confirm the AIR system pending codes: Press the Exit button. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read DTCs. RESULT Result Proceed to No DTC is 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. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-385195-S22583078532011021400000)
8. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)
9. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-385195-S22583078532011021400000)

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.

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1. INSPECT THROTTLE BODY (RESISTANCE OF THROTTLE ACTUATOR) Disconnect the C4 throttle body connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 2 (M+) - 1 (M-) 20°C (68°F) 0.3 to 100 ohms NG --> See step 5 OK: Go to next step
2. CHECK HARNESS AND CONNECTOR (THROTTLE ACTUATOR - ECM) Disconnect the C4 throttle body connector. Disconnect the C53 ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C4-2 (M+) - C53-19 (M+) Always Below 1 ohms C4-1 (M-) - C53-18 (M-) Always Below 1 ohms C4-2 (M+) or C53-19 (M+) - Body ground Always 10 kohms or higher C4-1 (M-) or C53-18 (M-) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
3. INSPECT THROTTLE BODY ASSEMBLY Check for foreign objects between the throttle valve and the housing. OK No foreign objects between throttle valve and housing. NG --> REMOVE FOREIGN OBJECT AND CLEAN THROTTLE BODY OK: Go to next step
4. INSPECT THROTTLE VALVE Check if the throttle valve opens and closes smoothly. OK Throttle valve opens and closes smoothly. NG --> See step 6 OK --> See step 7
5. REPLACE THROTTLE BODY ASSEMBLY. Refer to «REMOVAL»(ref-385180-S20571009392011021400000)
6. REPLACE THROTTLE BODY ASSEMBLY. Refer to «REMOVAL»(ref-385180-S20571009392011021400000)
7. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

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

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. INSPECT FUSE (ETCS) Remove the ETCS fuse 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 ETCS fuse Always Below 1 ohms NG --> CHECK FOR SHORTS IN ALL HARNESSES AND CONNECTORS CONNECTED TO FUSE AND REPLACE FUSE OK: Go to next step
2. CHECK HARNESS AND CONNECTOR (ECM - ETCS FUSE, ETCS FUSE - BATTERY) Check the harness and connector between the ETCS fuse and ECM. Remove the ETCS fuse from the engine room relay block. Disconnect the C53 ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition ETCS fuse terminal 2 - C53-41 (+BM) Always Below 1 ohms ETCS fuse terminal 2 or C53-41 (+BM) - Body ground Always 10 kohms or higher Check the harness and connector between the ETCS fuse and positive battery cable. Remove the ETCS fuse from the engine room relay block. Disconnect the cable from the positive (+) battery terminal. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition Positive battery cable - ETCS fuse terminal 1 Always Below 1 ohms Positive battery cable or ETCS fuse terminal 1 - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
3. INSPECT ECM (+BM VOLTAGE) Disconnect the C53 ECM connector. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition C53-41 (+BM) - C53-81 (E1) Always 11 to 14 V NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (TERMINAL E1 - BODY GROUND) OK --> See step 4
4. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

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. These DTCs relate to the Accelerator Pedal Position (APP) 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 174

Scheme 175

Scheme 176

1. READ VALUE USING TECHSTREAM (ACCELERATOR POSITION SENSOR) 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 / Data List / ETCS / 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 Released --> Depressed --> Released 0.5 to 4.5 V 1.2 to 4.7 V Difference between Accel Sensor Out No. 1 and Accel Sensor Out No. 2 is higher than 0.02 V Difference between Accel Sensor Out No. 1 and Accel Sensor Out No. 2 is higher than 0.02 V RESULT Result Proceed to NG A OK B B --> See step 5 A: Go to next step
2. CHECK HARNESS AND CONNECTOR (ACCELERATOR PEDAL POSITION SENSOR - ECM) Disconnect the A31 accelerator pedal position (APP) sensor connector. Disconnect the A38 ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition A31-6 (VPA) - A38-55 (VPA) Always Below 1 ohms A31-5 (EPA) - A38-58 (EPA) Always Below 1 ohms A31-4 (VCPA) - A38-57 (VCPA) Always Below 1 ohms A31-3 (VPA2) - A38-56 (VPA2) Always Below 1 ohms A31-2 (EPA2) - A38-60 (EPA2) Always Below 1 ohms A31-1 (VCP2) - A38-59 (VCP2) Always Below 1 ohms A31-6 (VPA) or A38-55 (VPA) - body ground Always 10 kohms or higher A31-5 (EPA) or A38-58 (EPA) - body ground Always 10 kohms or higher A31-4 (VCPA) or A38-57 (VCPA) - body ground Always 10 kohms or higher A31-3 (VPA2) or A38-56 (VPA2) - body ground Always 10 kohms or higher A31-2 (EPA2) or A38-60 (EPA2) - body ground Always 10 kohms or higher A31-1 (VCP2) or A38-59 (VCP2) - body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
3. CHECK ECM (VCPA AND VCP2 VOLTAGE) Disconnect the A31 APP 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 A31-4 (VCPA) - A31-5 (EPA) Engine switch on (IG) 4.5 to 5.5 V A31-1 (VCP2) - A31-2 (EPA2) Engine switch on (IG) 4.5 to 5.5 V NG --> See step 6 OK: Go to next step
4. REPLACE ACCELERATOR PEDAL ASSEMBLY Replace the accelerator pedal assembly. Refer to «REMOVAL»(ref-385180-S06546962002011021400000) . 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) and turn the Techstream on. Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-385195-S41751571112011021400000) . Start the engine. Allow the engine to idle for 15 seconds. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read DTCs. RESULT Result Proceed to P2120, P2122, P2123, P2125, P2127, P2128, and/or P2138 are output A No DTC is output B B --> SYSTEM OK A --> See step 7
6. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)
7. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

HINT

1. This DTC relates to the Accelerator Pedal Position (APP) 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 (A/F) 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. DTC P2A00 may be stored when the air-fuel ratio is stuck rich or lean.
4. 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.
5. When viewed from the rear of the engine assembly, Bank 1 is on the right side and Bank 2 is on the left side.
6. A low A/F sensor voltage could be caused by a rich air-fuel mixture. Check for conditions that would cause the engine to run rich.
7. A high A/F sensor voltage could be caused by a lean air-fuel mixture. Check for conditions that would cause the engine to run lean.

HINT

Malfunctioning areas can be identified by performing the Control the Injection Volume for A/F Sensor function provided in the Active Test. The Control the Injection Volume for A/F Sensor function can help to determine whether the Air-fuel Ratio (A/F) sensor, Heated Oxygen (HO2) sensor and other potential trouble areas are malfunctioning.

The following instructions describe how to conduct the Control the Injection Volume for A/F Sensor operation using the Techstream.

1. (a) Connect the Techstream to the DLC3.
2. (b) Start the engine and turn the Techstream on.
3. (c) Warm up the engine at an engine speed of 2,500 rpm for approximately 90 seconds.
4. (d) Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor.
5. (e) Perform the Control the Injection Volume for A/F Sensor operation with the engine idling (press the RIGHT or LEFT button to change the fuel injection volume).
6. (f) Monitor the output voltages of the A/F and HO2 sensors (AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2) displayed on the Techstream.

HINT

1. The Control the Injection Volume for A/F Sensor operation lowers the fuel injection volume by 12.5% or increases the injection volume by 25%.

1. The sensors react in accordance with increases and decreases in the fuel injection volume.

Standard

Note. The A/F sensor has an output delay of a few seconds and the HO2 sensor (for Sensor 2) output has a maximum output delay of approximately 20 seconds.

Case A/F Sensor (Sensor 1) Output Voltage HO2 Sensor (Sensor 2) Output Voltage Main Suspected Trouble Area 1 - 2 A/F sensor A/F sensor heater A/F sensor circuit 3 HO2 sensor HO2 sensor heater HO2 sensor circuit 4 Injector Fuel pressure Gas leakage from exhaust system (Air-fuel ratio extremely rich or lean)

Scheme 177

Scheme 178

1. Following the Control the Injection Volume for A/F Sensor procedure enables technicians to check and graph the voltage outputs of both the A/F and HO2 sensors.
2. To display the graph, enter the following menus on the Techstream: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / A/F Control System / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2.

Scheme 179

Scheme 180

Scheme 181

1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO P2195, P2196, P2197 OR P2198) 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 P2195, P2196, P2197 or P2198 is output A P2195, P2196, P2197 or P2198 and other DTCs are output B HINT: If any DTCs relating to the A/F sensor (DTCs for the A/F sensor heater or A/F sensor admittance) are output, troubleshoot those DTCs first. B --> See step 23 A: Go to next step
2. READ VALUE USING TECHSTREAM (TEST VALUE OF A/F SENSOR) Connect the Techstream to the DLC3. Turn the engine switch on (IG) and turn the Techstream on. Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-385195-S41751571112011021400000) . Allow the vehicle to drive in accordance with the drive pattern described in the Confirmation Driving Pattern. Enter the following menus: Powertrain / Engine and ECT / Monitor / O2 Sensor. Check that the status of O2 Sensor is Complete. If the status is still Incomplete, drive the vehicle according to the driving pattern again. Enter the following menus: Powertrain / Engine and ECT / Monitor / O2 Sensor / Details / RANGE B1 S1 or RANGE B2 S1. Check the test value of the A/F sensor output current during fuel cut. RESULT Test Value Proceed to Within normal range (1.4 mA or higher, and below 3.6 mA) A Outside normal range (Below 1.4 mA, or 3.6 mA or higher) B B --> See step 20 A: Go to next step
3. READ VALUE USING TECHSTREAM (OUTPUT VOLTAGE OF A/F SENSOR) Connect the Techstream to the DLC3. Start the engine. Turn the Techstream on. Warm up the A/F sensor at an engine speed of 2,500 rpm for 90 seconds. Enter the following menus: Powertrain / Engine and ECT / Data List / A/F Control System / Snapshot / AFS Voltage B1S1 or AFS Voltage B2S1 and Engine Speed. Check the A/F sensor voltage 3 times, when the engine is in each of the following conditions: (1) While idling (check for at least 30 seconds). (2) At an engine speed of approximately 2500 rpm (without any sudden changes in engine speed). (3) Raise the engine speed to 4000 rpm and then quickly release the accelerator pedal so that the throttle valve is fully closed. Standard Voltage Condition A/F Sensor Voltage Variation Reference (1) and (2) Remains at approximately 3.3 V 3.1 V to 3.5 V (3) Increases to 3.8 V or higher This occurs during engine deceleration (when fuel cut performed) HINT: For more information, see the diagrams below. If the output voltage of the A/F sensor remains at approximately 3.3 V (see Malfunction Condition diagram) under any conditions, including those above, the A/F sensor may have an open circuit (this will also happen if the A/F sensor heater has an open circuit). If the output voltage of the A/F sensor remains at either approximately 3.8 V or higher, or 2.8 V or less (see Malfunction Condition diagram) under any conditions, including those above, the A/F sensor may have a short circuit. The ECM stops fuel injection (fuel cut) during engine deceleration. This causes a lean condition and results in a momentary increase in the A/F sensor output voltage. The ECM must establish a closed throttle valve position learning value to perform fuel cut. If the battery terminal has been reconnected, the vehicle must be driven at more than 16 km/h (10 mph) to allow the ECM to learn the closed throttle valve position. When the vehicle is driven: The output voltage of the A/F sensor may be below 2.8 V during fuel enrichment. For the vehicle, this translates to a sudden increase in speed with the accelerator pedal fully depressed when trying to overtake another vehicle. The A/F sensor is functioning normally. The A/F sensor is a current output element; therefore, the current is converted into a voltage inside the ECM. Measuring the voltage at the connectors of the A/F sensor or ECM will show a constant voltage result. NG --> See step 10 OK: Go to next step
4. PERFORM CONFIRMATION DRIVING PATTERN NEXT: Go to next step
5. CHECK WHETHER DTC OUTPUT RECURS (DTC P2195, P2196, P2197 OR P2198) Read DTCs using the Techstream. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes / Pending. Read pending DTCs. RESULT Result Proceed to P2195, P2196, P2197 or P2198 is output A No DTC is output B B --> END A: Go to next step
6. REPLACE AIR FUEL RATIO SENSOR Replace the air fuel ratio sensor. Refer to «REMOVAL»(ref-385180-S08600195632011021400000) . NEXT: Go to next step
7. PERFORM CONFIRMATION DRIVING PATTERN NEXT: Go to next step
8. CHECK WHETHER DTC OUTPUT RECURS (DTC P2195, P2196, P2197 OR P2198) Read DTCs using the Techstream. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes / Pending. Read pending DTCs. RESULT Result Proceed to No DTC is output A P2195, P2196, P2197 or P2198 is output B B --> See step 24 A: Go to next step
9. CONFIRM IF VEHICLE HAS RUN OUT OF FUEL IN PAST NO --> See step 25 YES --> DTC CAUSED BY RUNNING OUT OF FUEL
10. INSPECT AIR FUEL RATIO SENSOR (HEATER RESISTANCE). Refer to «PROCEDURE - Step 1»(ref-385203-S02879863162011021400000) NG --> See step 26 OK: Go to next step
11. INSPECT INTEGRATION NO. 1 RELAY (A/F). Refer to «PROCEDURE - Step 3»(ref-385203-S02879863162011021400000) NG --> REPLACE INTEGRATION NO. 1 RELAY (A/F) OK: Go to next step
12. CHECK HARNESS AND CONNECTOR (A/F SENSOR - ECM) Disconnect the C47 or C48 air-fuel ratio (A/F) 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 C47-2 (+B) - Body ground Engine switch on (IG) 11 to 14 V C48-2 (+B) - Body ground Engine switch on (IG) 11 to 14 V Turn the engine switch off. Disconnect the C53 ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C47-1 (HA1A) - C53-22 (HA1A) Always Below 1 ohms C47-3 (A1A+) - C53-126 (A1A+) Always Below 1 ohms C47-4 (A1A-) - C53-125 (A1A-) Always Below 1 ohms C48-1 (HA2A) - C53-20 (HA2A) Always Below 1 ohms C48-3 (A2A+) - C53-103 (A2A+) Always Below 1 ohms C48-4 (A2A-) - C53-102 (A2A-) Always Below 1 ohms C47-1 (HA1A) or C53-22 (HA1A) - Body ground Always 10 kohms or higher C47-3 (A1A+) or C53-126 (A1A+) - Body ground Always 10 kohms or higher C47-4 (A1A-) or C53-125 (A1A-) - Body ground Always 10 kohms or higher C48-1 (HA2A) or C53-20 (HA2A) - Body ground Always 10 kohms or higher C48-3 (A2A+) or C53-103 (A2A+) - Body ground Always 10 kohms or higher C48-4 (A2A-) or C53-102 (A2A-) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
13. CHECK AIR INDUCTION SYSTEM Check the air induction system for vacuum leakage. Refer to «ON-VEHICLE INSPECTION - Step 4»(ref-385207-S27270430232011021400000) . OK No leakage from air induction system. NG --> See step 27 OK: Go to next step
14. CHECK FUEL PRESSURE Check the fuel pressure. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-385210-S35705251302011021400000) . NG --> REPAIR OR REPLACE FUEL SYSTEM OK: Go to next step
15. INSPECT FUEL INJECTOR ASSEMBLY Check the injector injection [whether fuel volume is high or low, and whether injection pattern is poor]. Refer to «INSPECTION - Step 1»(ref-385205-S07443860352011021400000) . NG --> See step 28 OK: Go to next step
16. REPLACE AIR FUEL RATIO SENSOR Replace the air fuel ratio sensor. Refer to «REMOVAL»(ref-385180-S08600195632011021400000) . NEXT: Go to next step
17. PERFORM CONFIRMATION DRIVING PATTERN NEXT: Go to next step
18. CHECK WHETHER DTC OUTPUT RECURS (DTC P2195, P2196, P2197 OR P2198) Read DTCs using the Techstream. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes / Pending. Read pending DTCs. RESULT Result Proceed to No DTC is output A P2195, P2196, P2197 or P2198 is output B B --> See step 29 A: Go to next step
19. CONFIRM IF VEHICLE HAS RUN OUT OF FUEL IN PAST NO --> See step 30 YES --> DTC CAUSED BY RUNNING OUT OF FUEL
20. REPLACE AIR FUEL RATIO SENSOR Replace the air fuel ratio sensor. Refer to «REMOVAL»(ref-385180-S08600195632011021400000) . NEXT: Go to next step
21. PERFORM CONFIRMATION DRIVING PATTERN NEXT: Go to next step
22. CHECK WHETHER DTC OUTPUT RECURS Read DTCs using the Techstream. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes / Pending. Read pending DTCs. RESULT Result Proceed to No DTC is output A P2195, P2196, P2197 or P2198 is output B B --> See step 31 A --> END
23. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-385195-S22583078532011021400000)
24. REPLACE ECM AND PERFORM CONFIRMATION DRIVING PATTERN. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)
25. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-385195-S42681660092011021400000)
26. REPLACE AIR FUEL RATIO SENSOR. Refer to «REMOVAL»(ref-385180-S08600195632011021400000)
27. REPAIR OR REPLACE AIR INDUCTION SYSTEM. Refer to «REMOVAL»(ref-385209-S10769205742011021400000)
28. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-385205-S13608547102011021400000)
29. REPLACE ECM AND PERFORM CONFIRMATION DRIVING PATTERN. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)
30. CHECK INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-385195-S42681660092011021400000)
31. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

HINT

Malfunctioning areas can be identified by performing the Control the Injection Volume for A/F sensor function provided in the Active Test. The Control the Injection Volume for A/F sensor function can help to determine whether the Air-Fuel Ratio (A/F) sensor, Heated Oxygen (HO2) sensor and other potential trouble areas are malfunctioning.

The following instructions describe how to conduct the Control the Injection Volume for A/F sensor operation using the Techstream.

1. (a) Connect the Techstream to the DLC3.
2. (b) Start the engine and turn the Techstream on.
3. (c) Warm up the engine at an engine speed of 2500 rpm for approximately 90 seconds.
4. (d) Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F sensor.
5. (e) Perform the Active Test operation with the engine idling (press the RIGHT or LEFT button to change the fuel injection volume).
6. (f) Monitor the output voltages of the A/F and HO2 sensors (AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2) displayed on the Techstream.

HINT

1. The Control the Injection Volume for A/F sensor operation lowers the fuel injection volume by 12.5% or increases the injection volume by 25%.

1. Each sensor reacts in accordance with increases and decreases in the fuel injection volume.

Standard

Note. The A/F sensor has an output delay of a few seconds and the HO2 sensor has a maximum output delay of approximately 20 seconds.

Case A/F Sensor (Sensor 1) Output Voltage HO2 Sensor (Sensor 2) Output Voltage Main Suspected Trouble Area 1 - 2 A/F sensor A/F sensor heater A/F sensor circuit 3 HO2 sensor HO2 sensor heater HO2 sensor circuit 4 Injector Fuel pressure Gas leakage from exhaust system (Air-fuel ratio extremely rich or lean)

1. Following the Control the Injection Volume for A/F Sensor procedure enables technicians to check and graph the output voltages of both the A/F and HO2 sensors.
2. To display the graph, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / A/F Control System / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2.

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

The vent valve is built into the canister pump module.

Refer to the EVAP System. Refer to 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.

Scheme 182

Scheme 183

1. CHECK HARNESS AND CONNECTOR (PRESSURE SENSOR - ECM) Disconnect the C35 or C36 pressure sensor connector. Disconnect the A38 and C53 ECM connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C35-3 (AIP) - A38-54 (AIP) Always Below 1 ohms C35-2 (VC) - C53-66 (VCV2) Always Below 1 ohms C35-4 (E2) - C53-98 (ETHA) Always Below 1 ohms C36-3 (AIP2) - A38-53 (AIP2) Always Below 1 ohms C36-2 (VC2) - C53-66 (VCV2) Always Below 1 ohms C36-4 (E22) - C53-97 (ETHW) Always Below 1 ohms C35-3 (AIP) or A38-54 (AIP) - Body ground Always 10 kohms or higher C35-2 (VC) or C53-66 (VCV2) - Body ground Always 10 kohms or higher C36-3 (AIP2) or A38-53 (AIP2) - Body ground Always 10 kohms or higher C36-2 (VC2) or C53-66 (VCV2) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
2. INSPECT AIR SWITCHING VALVE (PRESSURE SENSOR) Connect a pressure gauge to the air pressure sensor as shown in the illustration. 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 / Data List / Air pump pressure (absolute) and Air Pump2 Pressure (Absolute). Check that the pressure displayed on the Techstream fluctuates when applying the pressure to the pressure sensor with the pressure gauge. NOTE: Do not let foreign matter enter the sensor when applying pressure. OK Pressure fluctuates in response to pressure applied with pressure gauge. HINT: The Techstream displays the air pump pressure as absolute pressure. NG --> See step 3 OK --> See step 4
3. REPLACE AIR SWITCHING VALVE. Refer to «REMOVAL»(ref-385179-S25483102562011021400000)
4. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

HINT

Determination by ECM monitoring

The ECM locates malfunctions in the Secondary Air Injection (AIR) system by detecting the pressure in the AIR passage between the air pump and Air Switching Valve (ASV) and stores DTC(s). Soon after a cold engine start, the monitor runs for a short time while the AIR system is both ON and OFF. The ECM detects both the pressure and the exhaust pulsation and compares them.

The following 8 patterns are AIR system pressure conditions in the AIR system passage.

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 1

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 2

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 3

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 4

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 5

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 6

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 7

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 ASV is assumed to be open. The ECM locates malfunctions from the combination of pressures detected when the AIR 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 AIR 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 ASV, the average pressure is higher than in case 1 (approximately 20 to 30 kPa).
2. In case 1, the average pressure is approximately 3 to 11 kPa. The value of 2.4 kPa indicated in the table above is a threshold for detecting pump malfunctions.

HINT

1. If the vacuum hose between the ASV and the pressure sensor is not connected correctly, case 4 may occur.
2. 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.
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.

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) and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP 1: ON, ASV1: OPEN, AIR PUMP 2: ON, ASV2: OPEN and AIR PUMP 1: OFF, ASV1 CLOSE, AIR PUMP 2: OFF, 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 AIR system intrusive operation while the engine is idling. Check that the air pump (AIR PUMP), ASV and pressure in the AIR system passage (PRESSURE) displayed on the Techstream indicate the conditions shown in the table below. Standard Operations AIR PUMP ASV PRESSURE*1 PULSATION*2 AIR PUMP: ON, ASV: OPEN ON OPEN 2.4 kPa or higher 20 kPa or higher AIR PUMP: OFF, ASV: CLOSE OFF CLOSE Below 2.4 kPa Below 30 kPa *1: Average pumping pressure (gauge pressure). The pressure should be 2.4 kPa or higher when the AIR 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 AIR system. Turn the engine switch off. NOTE: This Air Injection Check only allows technicians to operate the AIR 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 AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (WAIT or ERROR). If an ERROR is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing the Air Injection Check repeatedly may cause damage to the AIR system. If necessary, 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.

Scheme 184

Scheme 185

Scheme 186

Scheme 187

1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO SECONDARY AIR INJECTION SYSTEM DTCS) 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 / Trouble Codes. Read DTCs. RESULT Result Proceed to P2440, P2441, P2442 and/or P2443 are output A P2440, P2441, P2442 and/or P2443 and P0412 and/or P0415 are output B P2440, P2441, P2442 and/or P2443 and other DTCs (except P0412 and P0415) are output C If any DTCs other than P0412, P0415, P2440, P2441, P2442 and/or P2443 are output, troubleshoot those DTCs first. C --> See step 13 B --> See step 12 A: Go to next step
2. PERFORM ACTIVE TEST USING TECHSTREAM Visual check Start the engine and warm it up. Turn the engine switch off. Disconnect the No. 1 air hose. 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 1: ON, ASV1: OPEN, AIR PUMP 2: ON, 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, AP and ASV operation can be selected. Start the engine. Perform the AIR system intrusive 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 ASV 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 1: ON, ASV1: OPEN, AIR PUMP 2: ON, ASV2: OPEN and AIR PUMP 1: ON, ASV1: CLOSE, AIR PUMP 2: ON, 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 AIR 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 AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (WAIT or ERROR). If an ERROR is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing the Air Injection Check repeatedly may cause damage to the AIR system. If necessary, 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 Air Pump Operations ASV Operations Exhaust Gas Pulsation ON OFF Not detected ON ON Detected Other inspection method: The ASV operation can be confirmed by checking the cumulative pressure pulsation* provided in the System Check. Perform System Check operation under Manual Mode. *: 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 AIR system. Start the engine and warm it up. Turn the engine switch off. 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 1: ON, ASV1: OPEN, AIR PUMP 2: ON, ASV2: OPEN and AIR PUMP 1: OFF, ASV1: CLOSE, AIR PUMP 2: OFF, ASV2: CLOSE. Start the engine after the Techstream initialization is finished. Perform the AIR system intrusive operation while the engine is idling. Check that the air-fuel ratio and pressure in the secondary air injection system passage (Pulsation) displayed on the Techstream indicate the conditions shown in the table below. Turn the engine switch off. OK AIR System Operation Pulsation Condition (ECM Calculation) Air-Fuel Ratio (Reference) AIR PUMP: ON, ASV: OPEN 20 kPa or higher 18 or more AIR PUMP: OFF, ASV: CLOSE Below 30 kPa Approximately 14.5 (around stoichiometric air-fuel ratio) Reference: If the air pump operation is confirmed as normal. Refer to «DTC P2444: Secondary Air Injection System Pump Stuck On Bank1; DTC P2445: Secondary Air Injection System Pump Stuck Off Bank1; DTC P2446: Secondary Air Injection System Pump Stuck On Bank 2; DTC P2447: Secondary Air Injection System Pump Stuck Off Bank 2»(ref-385202-S33280157252011021400000) , the air-fuel ratio detected in front of three-way catalytic converter changes in response to the secondary air pumped into the exhaust port when the air pump operates. RESULT Result Proceed to NG A OK B B --> See step 9 A: Go to next step
3. INSPECT AIR TUBE (BLOCKAGES AND LEAKAGES) Check that the No. 2 and No. 3 air tubes are securely connected to both the exhaust manifold and the ASV. Inspect the air tube for blockages and damage. OK No blockages and damage on intake pipe. NG --> See step 14 OK: Go to next step
4. INSPECT AIR SWITCHING VALVE Inspect the air switching valve. Refer to «INSPECTION - Step 1»(ref-385179-S20989078302011021400000) . NG --> See step 15 OK: Go to next step
5. INSPECT AIR INJECTION CONTROL DRIVER (POWER SOURCE OF AIR INJECTION CONTROL DRIVER) Disconnect the C29 and C30 or C31 and C32 air injection control driver (AID) connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C30-1 (E) - Body ground Always Below 1 ohms C32-1 (E2) - 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 Switch Condition Specified Condition C29-1 (BATT) - Body ground Always 11 to 14 V (near battery voltage) C30-5 (+B) - Body ground Engine switch on (IG) 11 to 14 V (near battery voltage) C31-1 (BAT2) - Body ground Always 11 to 14 V (near battery voltage) C32-5 (+B2) - Body ground Engine switch on (IG) 11 to 14 V (near battery voltage) NG --> REPAIR OR REPLACE AIR INJECTION CONTROL DRIVER POWER SOURCE CIRCUIT OK: Go to next step
6. CHECK HARNESS AND CONNECTOR (ECM - AIR INJECTION CONTROL DRIVER) Disconnect the A38 or C53 ECM connector. Disconnect the C30 or C32 AID connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C53-28 (AIRV) - C30-3 (SIV) Always Below 1 ohms A38-43 (ARV2) - C32-3 (SIV2) Always Below 1 ohms NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
7. REPLACE AIR INJECTION CONTROL DRIVER Replace the air injection control driver. Refer to «REMOVAL»(ref-385179-S08790593802011021400000) . NEXT: Go to next step
8. 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) and turn the Techstream on. Clear DTCs (if output). Refer to «DTC CHECK / CLEAR»(ref-385195-S41751571112011021400000) . 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 Next. After operating the AIR system, perform the following to confirm the AIR 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 16 OK --> END
9. INSPECT VACUUM HOSES (AIR SWITCHING VALVE - PRESSURE SENSOR) OK No blockage and no deformation in vacuum hose. NG --> REPAIR OR REPLACE VACUUM HOSE OK: Go to next step
10. READ VALUE USING AIR SWITCHING VALVE (PRESSURE SENSOR) See step 2 NG --> See step 17 OK --> See step 11
11. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-385195-S42681660092011021400000)
12. GO TO AIR SWITCHING VALVE INSPECTION PROCEDURE (P0412 AND P0415). Refer to «INSPECTION PROCEDURE»(ref-385203-S33730066742011021400000)
13. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-385195-S22583078532011021400000)
14. REPLACE AIR TUBE. Refer to «REMOVAL»(ref-385179-S25483102562011021400000)
15. REPLACE AIR SWITCHING VALVE. Refer to «REMOVAL»(ref-385179-S25483102562011021400000)
16. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)
17. REPLACE AIR SWITCHING VALVE. Refer to «REMOVAL»(ref-385179-S25483102562011021400000)

HINT

Determination by ECM monitoring

The ECM locates malfunctions in the Secondary Air Injection (AIR) system by detecting the pressure in the AIR passage between the air pump and Air Switching Valve (ASV) and stores DTC(s). Soon after a cold engine start, the monitor runs for a short time while the AIR system is both ON and OFF. The ECM detects both the pressure and the exhaust pulsation and compares them.

The following 8 patterns are AIR system pressure conditions in the AIR system passage.

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 1

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 2

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 3

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 4

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 5

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 6

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 7

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 ASV is assumed to be open. The ECM locates malfunctions from the combination of pressures detected when the AIR 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 AIR 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 ASV, the average pressure is higher than in case 1 (approximately 20 to 30 kPa).
2. In case 1, the average pressure is approximately 3 to 11 kPa. The value of 2.4 kPa indicated in the table above is a threshold for detecting pump malfunctions.

HINT

1. If the vacuum hose between the ASV and the pressure sensor is not connected correctly, case 4 may occur.
2. 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.
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.

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) and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP 1: ON, ASV1: OPEN, AIR PUMP 2: ON, ASV2: OPEN and AIR PUMP 1: OFF, ASV1 CLOSE, AIR PUMP 2: OFF, 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 AIR system intrusive operation while the engine is idling. Check that the air pump (AIR PUMP), ASV and pressure in the AIR system passage (PRESSURE) displayed on the Techstream indicate the conditions shown in the table below. Standard Operations AIR PUMP ASV PRESSURE*1 PULSATION*2 AIR PUMP: ON, ASV: OPEN ON OPEN 2.4 kPa or higher 20 kPa or higher AIR PUMP: OFF, ASV: CLOSE OFF CLOSE Below 2.4 kPa Below 30 kPa *1: Average pumping pressure (gauge pressure). The pressure should be 2.4 kPa or higher when the AIR 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 AIR system. Turn the engine switch off. NOTE: This Air Injection Check only allows technicians to operate the AIR 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 AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (WAIT or ERROR). If an ERROR is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing the Air Injection Check repeatedly may cause damage to the AIR system. If necessary, 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.

Scheme 188

Scheme 189

Scheme 190

1. CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P2444, P2445, P2446 AND/OR P2447) 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 / Trouble Codes. Read DTCs. RESULT Result Proceed to P2444, P2445, P2446 and/or P2447 are output A P2444, P2445, P2446 and/or P2447 and P0418 and/or P0419 are output B P2444, P2445, P2446 and/or P2447 and other DTCs (except P0418 and P0419) are output C If any DTCs other than P0418, P0419, P2444, P2445, P2446 and/or P2447 are output, troubleshoot those DTCs first. C --> See step 13 B --> See step 12 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) and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Air Injection Check / Manual Mode / AIR PUMP 1: ON, ASV1: OPEN, AIR PUMP 2: ON, ASV2: OPEN and AIR PUMP 1: OFF, ASV1: CLOSE, AIR PUMP 2: OFF, 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 AIR system intrusive operation while the engine is idling. Check that the air pump (AIR PUMP), ASV and pressure in the AIR system passage (PRESSURE) status displayed on the Techstream indicate the conditions shown in the table below. Standard Operation AIR PUMP ASV PRESSURE* AIR PUMP: ON, ASV: OPEN ON ON 2.4 kPa or higher AIR PUMP: OFF, ASV: CLOSE OFF OFF Below 2.4 kPa *: Average pumping pressure. The pressure should be 2.4 kPa or higher when the AIR system operates. Turn the engine switch off. NOTE: This Air Injection Check only allows technicians to operate the AIR 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 AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (WAIT or ERROR). If an ERROR is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing the Air Injection Check repeatedly may cause damage to the AIR system. If necessary, 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, P2446 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) and turn the Techstream on. Clear DTCs (if output). Refer to «DTC CHECK / CLEAR»(ref-385195-S41751571112011021400000) . 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 Next. After operating the AIR system, perform the following to confirm the AIR 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, P2446 and/or P2447 are output A No pending DTC is output B B --> See step 14 A: Go to next step
4. CHECK VACUUM HOSES (PRESSURE SENSOR - AIR SWITCHING VALVE) Check the vacuum hose connections with the pressure sensor and ASV. Inspect the vacuum hose for blockages and damage. OK Vacuum hose has no blockages or damage. NG --> REPAIR OR REPLACE VACUUM HOSE OK: Go to next step
5. INSPECT AIR SWITCHING VALVE (PRESSURE SENSOR) See step 2 NG --> See step 15 OK: Go to next step
6. CHECK AIR INJECTION SYSTEM PIPE CONNECTIONS Check that all the pipes and hoses between the air pump and ASV are securely connected. Inspect the pipes and hoses for blockages and damage. OK AIR system piping has no blockages or damage. NG --> REPAIR OR REPLACE AIR INJECTION SYSTEM PIPING OK: Go to next step
7. INSPECT AIR PUMP Disconnect the C33 or C34 air pump connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 1 - 2 20°C (68°F) 0.44 to 1 ohms If the result is not as specified, replace the air pump. HINT: To check the air pump operation, use the Air Injection Check function described in the System Check. NG --> See step 16 OK: Go to next step
8. INSPECT AIR INJECTION CONTROL DRIVER (AIR INJECTION CONTROL DRIVER POWER SOURCE CIRCUIT) Disconnect the C29 and C30 or C31 and C32 air injection control driver (AID) connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C30-1 (E) - Body ground Always Below 1 ohms C32-1 (E2) - 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 Switch Condition Specified Condition C29-1 (BATT) - Body ground Always 11 to 14 V (near battery voltage) C30-5 (+B) - Body ground Engine switch on (IG) 11 to 14 V (near battery voltage) C31-1 (BAT2) - Body ground Always 11 to 14 V (near battery voltage) C32-5 (+B2) - Body ground Engine switch on (IG) 11 to 14 V (near battery voltage) NG --> REPAIR OR REPLACE AIR INJECTION CONTROL DRIVER POWER SOURCE CIRCUIT OK: Go to next step
9. CHECK HARNESS AND CONNECTOR (ECM - AIR INJECTION CONTROL DRIVER) Disconnect the C53 ECM connector. Disconnect the C30 or C32 AID connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C53-54 (AIRP) - C30-4 (SIP) Always Below 1 ohms C53-53 (ARP2) - C32-4 (SIP2) Always Below 1 ohms NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
10. REPLACE AIR INJECTION CONTROL DRIVER Replace the air injection control driver. Refer to «REMOVAL»(ref-385179-S08790593802011021400000) . NEXT: Go to next step
11. CHECK WHETHER DTC OUTPUT RECURS (DTC P2444, P2445, P2446 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) and turn the Techstream on. Clear DTCs (if output). Refer to «DTC CHECK / CLEAR»(ref-385195-S41751571112011021400000) . 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 Next. After operating the AIR system, perform the following to confirm the AIR system pending codes: Press the Exit button. Check pending DTCs. Turn the engine switch off. OK No pending DTC is 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 17 OK --> END
12. GO TO AIR PUMP INSPECTION PROCEDURE. Refer to «INSPECTION PROCEDURE»(ref-385203-S33323626502011021400000)
13. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-385195-S22583078532011021400000)
14. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-385195-S42681660092011021400000)
15. REPLACE AIR SWITCHING VALVE. Refer to «REMOVAL»(ref-385179-S25483102562011021400000)
16. REPLACE AIR PUMP. Refer to «REMOVAL»(ref-385179-S26165580022011021400000)
17. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)

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.

HINT

Malfunctioning areas can be identified by performing the Control the Injection Volume for A/F sensor function provided in the Active Test. The Control the Injection Volume for A/F sensor function can help to determine whether the Air-Fuel Ratio (A/F) sensor, Heated Oxygen (HO2) sensor and other potential trouble areas are malfunctioning.

The following instructions describe how to conduct the Control the Injection Volume for A/F sensor operation using the Techstream.

1. (a) Connect the Techstream to the DLC3.
2. (b) Start the engine and turn the Techstream on.
3. (c) Warm up the engine at an engine speed of 2,500 rpm for approximately 90 seconds.
4. (d) Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F sensor.
5. (e) Perform the Active Test operation with the engine in an idling condition (press the RIGHT or LEFT button to change the fuel injection volume).
6. (f) Monitor the output voltages of the A/F and HO2 sensors (AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2) displayed on the Techstream. HINT: The Control the Injection Volume for A/F sensor operation lowers the fuel injection volume by 12.5% or increases the injection volume by 25%. Each sensor reacts in accordance with increases and decreases in the fuel injection volume. Standard Display Item (Sensor) Injection Volume Status Voltage AFS Voltage B1S1 (A/F) +25% Rich Below 3.1 V -12.5% Lean Higher than 3.4 V O2S B1S2 (HO2) +25% Rich Higher than 0.55 V -12.5% Lean Below 0.4 V AFS Voltage B2S1 (A/F) +25% Rich Below 3.1 V -12.5% Lean Higher than 3.4 V O2S B2S2 (HO2) +25% Rich Higher than 0.55 V -12.5% Lean Below 0.4 V

Note. The A/F sensor has an output delay of a few seconds and the HO2 sensor has a maximum output delay of approximately 20 seconds.

Case A/F Sensor (Sensor 1) Output Voltage HO2 Sensor (Sensor 2) Output Voltage Main Suspected Trouble Area 1 - 2 A/F sensor A/F sensor heater A/F sensor circuit 3 HO2 sensor HO2 sensor heater HO2 sensor circuit 4 Fuel injector Fuel pressure Gas leakage from exhaust system (Air-fuel ratio extremely rich or lean)

1. Following the Control the Injection Volume for A/F Sensor procedure enables technicians to check and graph the voltage outputs of both the A/F and HO2 sensors.
2. To display the graph, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / A/F Control System / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2.

HINT

1. Sensor 1 refers to the sensor mounted in front of the Three-Way Catalytic Converter (TWC) and located near the engine assembly.
2. DTC P2A00 indicates malfunctions related to the bank 1 A/F sensor.
3. DTC P2A03 indicates malfunctions related to the bank 2 A/F sensor.
4. Bank 1 refers to the bank that includes the No. 1 cylinder.
5. Bank 2 refers to the bank that includes the No. 2 cylinder.
6. DTC P2A00 or P2A03 may be stored when the air-fuel ratio is stuck rich or lean.
7. A low A/F sensor voltage could be caused by a rich air-fuel mixture. Check for conditions that would cause the engine to run rich.
8. A high A/F sensor voltage could be caused by a lean air-fuel mixture. Check for conditions that would cause the engine to run lean.
9. 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 confirmed.
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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Scheme 213

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) and 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 higher 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 (AUTOMATIC MODE) NOTE: The Evaporative System Check (Automatic Mode) consists of 5 steps performed automatically by the Techstream. It takes a maximum of approximately 18 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-385195-S41751571112011021400000) . 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, perform the Monitor Confirmation (See "Diagnostic Help" menu). After this confirmation, check for pending DTCs. If no DTCs are output, the EVAP system is normal. NEXT: Go to next step
3. PERFORM EVAP SYSTEM CHECK (MANUAL MODE) 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-385195-S41751571112011021400000) . 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 DTCs* Test Result Suspected 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 higher Canister pressure sensor noise B *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedures 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 DTCs* Test Result Suspected Trouble Area Proceed to - Virtually no variation in EVAP pressure during step 1/5. 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" procedures above. HINT: The first reference pressure is the value determined in step 2/5. 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 DTCs* Test Result Suspected 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" procedures above. D --> See step 20 C --> See step 29 B --> See step 11 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 DTCs* Test Result Suspected Trouble Area Proceed to - EVAP pressure increases by 0.3 kPa-g (2.25 mmHg-g) or higher 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" procedures above. C --> See step 29 B --> See step 19 A: Go to next step
8. PERFORM EVAP SYSTEM CHECK (STEP 3/5) Wait until the EVAP pressure change is below 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 saturated. 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 DTCs* Test Result Suspected Trouble Area Proceed to - EVAP pressure increases by 0.3 kPa-g (2.25 mmHg-g) or higher 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 higher 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 below 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" procedures above. C --> See step 12 B --> See step 15 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 DTCs* Test Result Suspected Trouble Area Proceed to - EVAP pressure (step 3/5) below second reference pressure (step 5/5) Not yet determined (no leakage 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" procedures above. B --> See step 12 A --> See step 35
11. PERFORM EVAP SYSTEM CHECK (STEP 3/5) Check the EVAP pressure in step 3/5. RESULT DTCs* Test Result Suspected Trouble Area Proceed to P043F EVAP pressure less than [reference pressure] measured at 2/5 Reference orifice high-flow A P2401 EVAP pressure almost same as [reference pressure] measured at 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" procedures above. HINT: The first reference pressure is the value determined in step 2/5. B --> See step 22 A --> See step 29
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 Test Result Suspected 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 C --> See step 15 B --> See step 14 A: Go to next step
13. CHECK FUEL TANK CAP ASSEMBLY Check that the fuel tank cap is correctly installed and confirm 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 EVAP tester. Remove the fuel tank cap and install it onto 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 Test Result Suspected 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 C --> See step 27 B --> See step 26 A --> See step 28
14. INSPECT PURGE VSV Turn the engine switch off. Disconnect the C16 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 Test Result Suspected Trouble Area Proceed to No suction ECM A Suction applied Purge VSV B B --> See step 30 A --> See step 34
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 Test Result Suspected 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 B --> See step 25 A: Go to next step
16. INSPECT PURGE VSV Remove the purge VSV. Refer to «REMOVAL»(ref-385179-S32887095742011021400000) . Apply battery voltage to the terminals of the purge VSV. Using an air gun, confirm that air flows from port A to port B. RESULT Test Result Suspected Trouble Area Proceed to Air flows - A No air flow Purge VSV B B --> See step 30 A: Go to next step
17. CHECK HARNESS AND CONNECTOR (POWER SOURCE OF PURGE VSV) Disconnect the C16 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 Result Suspected Trouble Area Proceed to C16-1 - 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 B --> See step 31 A: Go to next step
18. CHECK HARNESS AND CONNECTOR (PURGE VSV - ECM) Disconnect the C53 ECM connector and the C16 purge VSV connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition C53-63 (PRG) - C16-2 Always Below 1 ohms C53-63 (PRG) - Body ground Always 10 kohms or higher C16-2 - Body ground Always 10 kohms or higher NG --> See step 31 OK --> See step 34
19. INSPECT CANISTER PUMP MODULE (POWER SOURCE FOR VENT VALVE) Turn the engine switch off. Disconnect the M1 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 Result Suspected Trouble Area Proceed to M1-9 (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 B --> See step 31 A: Go to next step
20. INSPECT CANISTER PUMP MODULE (VENT VALVE OPERATION) Turn the engine switch off. Disconnect the M1 canister pump module connector. Apply battery voltage to 9 (VLVB) and 8 (VGND) terminals of the canister pump module. Touch the canister pump module to confirm the vent valve operation. RESULT Test Result Suspected Trouble Area Proceed to Operating 1. Wire harness between vent valve and ECM 2. ECM A Not operating Vent valve B B --> See step 29 A: Go to next step
21. CHECK HARNESS AND CONNECTOR (ECM - CANISTER PUMP MODULE) Disconnect the A38 ECM connector. Disconnect the M1 canister pump module connector. Measure the resistance according to the value(s) in the table below. RESULT Tester Connection Condition Result Suspected Trouble Area Proceed to A38-30 (VPMP) - M1-8 (VGND) Always Below 1 ohms ECM A Always 10 kohms or higher Wire harness between ECM and canister pump module B B --> See step 31 A --> See step 34
22. PERFORM ACTIVE TEST USING TECHSTREAM (VACUUM PUMP [ALONE]) Turn the engine switch off. Disconnect the M1 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 Result Suspected Trouble Area Proceed to M1-1 (MTRB) - Body ground Leak detection pump turned on and off using the Techstream Below 3 V when OFF 11 to 14 V when ON Wire harness between leak detection pump and body ground Leak detection pump A Leak detection pump turned on and off using the Techstream Below 3 V when OFF and ON Wire harness between leak detection pump and ECM ECM B Leak detection pump turned on and off using the Techstream 9 to 14 V when OFF and ON Wire harness between leak detection pump and ECM ECM B B --> See step 24 A: Go to next step
23. CHECK HARNESS AND CONNECTOR (CANISTER PUMP MODULE - BODY GROUND) Turn the engine switch off. Disconnect the M1 canister pump module connector. Measure the resistance according to the value(s) in the table below. RESULT Tester Connection Condition Result Suspected Trouble Area Proceed to M1-6 (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 B --> See step 31 A --> See step 29
24. CHECK HARNESS AND CONNECTOR (ECM - CANISTER PUMP MODULE) Turn the engine switch off. Disconnect the M1 canister pump module connector. Disconnect the A38 ECM connector. Measure the resistance according to the value(s) in the table below. RESULT Tester Connection Condition Result Suspected Trouble Area Proceed to A38-49 (MPMP) - M1-1 (MTRB) Always Below 1 ohms ECM A Always 10 kohms or higher Wire harness between ECM and canister pump module B B --> See step 31 A --> See step 34
25. INSPECT INTAKE MANIFOLD (EVAP PURGE PORT) 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 Test Result Suspected Trouble Area Proceed to Suction applied Purge line between intake manifold and purge VSV A No suction Intake manifold B Reconnect the purge line. B --> See step 33 A --> See step 32
26. CORRECTLY REINSTALL OR REPLACE FUEL TANK CAP 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 install and tighten it until a few click sounds are heard. NEXT --> See step 36
27. REPLACE FUEL TANK CAP HINT: When replacing the fuel cap, use a fuel cap that meets OEM specifications, and install 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 the 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 the fuel tank from the canister. Block the canister side and conduct an inspection. In this way, the fuel tank can be excluded as an area suspected of causing fuel leaks. NEXT --> See step 36
29. REPLACE CANISTER ASSEMBLY Replace the canister assembly. Refer to «REMOVAL»(ref-385179-S36397510152011021400000) . 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. NEXT --> See step 36
30. REPLACE PURGE VSV Replace the purge VSV. Refer to «REMOVAL»(ref-385179-S32887095742011021400000) . 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-385180-S10778133792011021400000) . NEXT --> See step 36
35. REPAIR OR REPLACE PARTS AND COMPONENTS INDICATED BY OUTPUT DTCS Repair the malfunctioning areas indicated by the DTCs that had been 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 18 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-385195-S41751571112011021400000) . 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 --> COMPLETED

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

Scheme 214

Scheme 215

Scheme 216

Scheme 217

Scheme 218

Scheme 219

Scheme 220

Scheme 221

1. PERFORM ACTIVE TEST USING TECHSTREAM (FUEL PUMP) 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 / 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 5 OK: Go to next step
2. CHECK HARNESS AND CONNECTOR (FUEL PUMP ECU - ECM, BODY GROUND) Disconnect the N2 fuel pump ECU connector. Disconnect the A38 ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition N2-5 (FPC) - A38-52 (FPC) Always Below 1 ohms N2-4 (DI) - A38-18 (DI) Always Below 1 ohms N2-6 (E) - Body ground Always Below 1 ohms N2-5 (FPC) or A38-52 (FPC) - Body ground Always 10 kohms or higher N2-4 (DI) or A38-18 (DI) - Body ground Always 10 kohms or higher M2-1 (FP-) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
3. REPLACE FUEL PUMP ECU Replace the fuel pump ECU. Refer to «REMOVAL»(ref-385205-S12575805932011021400000) . NEXT: Go to next step
4. CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED Check the fuel pump operation. OK Malfunction has been repaired successfully. NG --> See step 18 OK --> END
5. INSPECT CIRCUIT OPENING RELAY (C/OPN) Remove the circuit opening relay (C/OPN) 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 3 - 5 No battery voltage applied to terminals 1 and 2 10 kohms or higher 3 - 5 Battery voltage applied to terminals 1 and 2 Below 1 ohms NG --> REPLACE CIRCUIT OPENING RELAY (C/OPN) OK: Go to next step
6. INSPECT CIRCUIT OPENING RELAY (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 NG --> See step 13 OK: Go to next step
7. CHECK HARNESS AND CONNECTOR (CIRCUIT OPENING RELAY - ECU, FUEL PUMP ECU) Remove the circuit opening relay (C/OPN) from the engine room relay block. Disconnect the A38 ECM connector. Disconnect the N2 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) - A38-48 (FC) Always Below 1 ohms C/OPN relay (3) - N2-3 (+B) Always Below 1 ohms C/OPN relay (1) or A38-48 (FC) - Body ground Always 10 kohms or higher C/OPN relay (3) or N2-3 (+B) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
8. CHECK HARNESS AND CONNECTOR (FUEL PUMP - FUEL PUMP ECU) Disconnect the N1 fuel pump connector. Disconnect the N2 fuel pump ECU connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition N1-4 (B2) - N2-2 (FP) Always Below 1 ohms N1-5 (E2) - N2-1 (FP-) Always Below 1 ohms N1-4 (B2) or N2-2 (FP) - Body ground Always 10 kohms or higher N1-5 (E2) or N2-1 (FP-) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
9. INSPECT FUEL PUMP Inspect the fuel pump. Refer to «INSPECTION - Step 1»(ref-385205-S17341431172011021400000) . NG --> See step 17 OK: Go to next step
10. CHECK HARNESS AND CONNECTOR (FUEL PUMP ECU - ECM, BODY GROUND) Disconnect the N2 fuel pump ECU connector. Disconnect the A38 ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition N2-5 (FPC) - A38-52 (FPC) Always Below 1 ohms N2-4 (DI) - A38-18 (DI) Always Below 1 ohms N2-6 (E) - Body ground Always Below 1 ohms N2-5 (FPC) or A38-52 (FPC) - Body ground Always 10 kohms or higher N2-4 (DI) or A38-18 (DI) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
11. REPLACE FUEL PUMP ECU Replace the fuel pump ECU. Refer to «REMOVAL»(ref-385205-S12575805932011021400000) . NEXT: Go to next step
12. CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED Check the fuel pump operation. OK Malfunction has been repaired successfully. NG --> See step 18 OK --> END
13. CHECK HARNESS AND CONNECTOR (CIRCUIT OPENING RELAY - EFI NO. 2 RELAY, IGN FUSE) Remove the circuit opening relay (C/OPN) from the engine room relay block. Remove the EFI NO. 2 relay (EFI NO. 2) from the engine room relay block. Remove the IGN fuse 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) - IGN fuse (2) Always Below 1 ohms C/OPN relay (5) - EFI NO. 2 relay (3) Always Below 1 ohms C/OPN relay (2) or IGN fuse (2) - Body ground Always 10 kohms or higher C/OPN relay (5) or EFI NO. 2 relay (3) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
14. INSPECT EFI NO. 2 RELAY (EFI NO. 2) Remove the EFI NO. 2 relay (EFI NO. 2) 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 3 - 5 No battery voltage applied to terminals 1 and 2 10 kohms or higher 3 - 5 Battery voltage applied to terminals 1 and 2 Below 1 ohms NG --> REPLACE EFI NO. 2 RELAY (EFI NO. 2) OK: Go to next step
15. CHECK HARNESS AND CONNECTOR (EFI NO. 2 RELAY - INTEGRATION RELAY, BATTERY AND BODY GROUND) Remove the EFI MAIN 2 fuse 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 EFI MAIN 2 fuse Always Below 1 ohms Reinstall the EFI MAIN 2 fuse. Remove the EFI NO. 2 relay (EFI NO. 2) from the engine room relay block. Remove the integration relay from the engine room relay block. Disconnect the 1B integration relay connector. Disconnect the cable from the positive (+) battery terminal. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition EFI NO. 2 relay (1) - 1B-4 Always Below 1 ohms EFI NO. 2 relay (5) - Positive (+) battery cable Always Below 1 ohms EFI NO. 2 relay (2) - Body ground Always Below 1 ohms EFI NO. 2 relay (1) or 1B-4 - Body ground Always 10 kohms or higher EFI NO. 2 relay (5) or Positive (+) battery cable - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 16
16. GO TO ECM POWER SOURCE CIRCUIT. Refer to «ECM Power Source Circuit»(ref-385202-S16463853352011021400000)
17. REPLACE FUEL PUMP. Refer to «REMOVAL»(ref-385205-S17071734972011021400000)
18. REPLACE ECM. Refer to «REMOVAL»(ref-385180-S10778133792011021400000)