DESCRIPTION
HINT
- Although the DTC titles include oxygen sensor, these DTCs relate to the air fuel ratio sensor.
- Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located near the engine assembly.
The air fuel ratio sensor generates voltage* that corresponds to the actual air fuel ratio. This sensor voltage is used to provide the ECM with feedback so that it can control the air fuel ratio. The ECM determines the deviation from the stoichiometric air fuel ratio level, and regulates the fuel injection duration. If the air fuel ratio sensor malfunctions, the ECM is unable to control the air fuel ratio accurately.
The air fuel ratio sensor is a planar type with an integrated heater, which heats the solid electrolyte (zirconia element). This heater is controlled by the ECM. When the intake air volume is low (the exhaust gas temperature is low), current flows to the heater to heat the sensor, in order to facilitate accurate oxygen concentration detection. In addition, the sensor and heater portions are narrower than the conventional type. The heat generated by the heater is conducted to the solid electrolyte through the alumina, therefore the sensor activation is accelerated.
A three-way catalytic converter is used in order to convert the carbon monoxide (CO), hydrocarbon (HC), and nitrogen oxide (NOx) into less harmful substances. To allow the three-way catalytic converter to function effectively, it is necessary to keep the air fuel ratio of the engine near the stoichiometric air fuel ratio.
*: Value changes inside the ECM. Since the air fuel ratio sensor uses a current output element, the current is converted to a voltage inside the ECM. Any measurements taken at the air fuel ratio sensor or ECM connectors will show a constant voltage.
Scheme 37
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2237 P2240 | Open in the circuit between terminals A1A+ (A2A-) and A1A- (A2A-) of the air fuel ratio sensor while engine running (2 trip detection logic) | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
| P2238 P2241 | Case 1: Condition (a) or (b) continues for 5.0 seconds or more(2 trip detection logic):(a) Voltage at terminal A1A+ (A2A+) is 0.5 V or less(b) Voltage difference between terminals A1A+ (A2A+) and A1A- (A2A-) is 0.1 V or less for 10 seconds Case 2: Air fuel ratio sensor admittance: Less than 0.015 1/ohms(2 trip detection logic) | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
| P2239 P2242 | A1A+ (A2A+) voltage is more than 4.5 V for 5.0 seconds or more (2 trip detection logic) | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
| P2252 P2255 | A1A- (A2A-) voltage is 0.5 V or less for 5.0 seconds or more (2 trip detection logic) | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
| P2253 P2256 | A1A- (A2A-) voltage is more than 4.5 V for 5.0 seconds or more (2 trip detection logic) | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
HINT
- DTCs P2237, P2238, P2239, P2252 and P2253 indicate malfunctions related to the bank 1 air fuel ratio sensor circuit.
- DTCs P2240, P2241, P2242, P2255 and P2256 indicate malfunctions related to the bank 2 air fuel ratio sensor circuit.
- Bank 1 refers to the bank that includes cylinder No. 1.
- Bank 2 refers to the bank that does not include cylinder No. 1.
MONITOR DESCRIPTION
The air fuel ratio sensor varies its output voltage in proportion to the air fuel ratio. If the air fuel ratio sensor impedance (alternating current resistance) or voltage output deviates greatly from the standard range, the ECM determines that there is an open or short in the air fuel ratio sensor circuit.
The circuit description can be found in the EVAP (Evaporative Emission) System. Refer to DESCRIPTION .
5 hours*1 after the engine switch is turned off, the leak detection pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure.
HINT
*1: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the engine switch is turned off, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the engine switch is turned off, the monitor check starts 2.5 hours later.
| Sequence | Operation | Description | Duration |
|---|---|---|---|
| ECM activation | Activated by soak timer, 5 hours (7 or 9.5 hours) after engine switch is turned off. | ||
| A | Atmospheric pressure measurement | Vent valve is turned off (vent) and EVAP system pressure is measured by ECM in order to register atmospheric pressure. If pressure in EVAP system is not between 70 kPa and 110 kPa (525 mmHg and 825 mmHg), ECM cancels EVAP system monitor. | 10 seconds |
| B | First 0.02 inch leak pressure measurement | In order to determine 0.02 inch leak pressure standard, vacuum pump creates negative pressure (vacuum) through 0.02 inch orifice and then ECM checks if vacuum pump and vent valve operate normally. | 360 seconds |
| C | EVAP system pressure measurement | Vent valve is turned on (closed) to shut EVAP system. Negative pressure (vacuum) is created in EVAP system, and then EVAP system pressure is measured. Write down measured value as they will be used in leak check. If EVAP pressure does not stabilize within 15 minutes, ECM cancels EVAP system monitor. | 15 minutes*2 |
| D | Purge VSV monitor | Purge VSV is opened and then EVAP system pressure is measured by ECM. Large increase indicates normal. | 10 seconds |
| E | Second 0.02 inch leak pressure measurement | After second 0.02 inch leak pressure measurement, leak check is performed by comparing first and second 0.02 inch leak pressure standards. If stabilized system pressure is higher than second 0.02 inch leak pressure standard, ECM determines that there is a leak in EVAP system. | 60 seconds |
| F | Final check | Atmospheric pressure is measured and then monitoring result is recorded by ECM. |
*2: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize.
Scheme 38
P2420: Vent valve stuck open (vent)
In operation C, the vent valve turns ON (closed) and the EVAP system pressure is then measured by the ECM, using the canister pressure sensor, to conduct an EVAP leak check. If the pressure does not increase when the vent valve is open, the ECM interprets this as the vent valve being stuck open. The ECM illuminates the MIL and sets the DTC.
Scheme 39
The circuit description can be found in the EVAP (Evaporative Emission) System. Refer to DESCRIPTION .
5 hours*1 after the engine switch is turned off, the leak detection pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure.
HINT
*1: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the engine switch is turned off, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the engine switch is turned off, the monitor check starts 2.5 hours later.
| Sequence | Operation | Description | Duration |
|---|---|---|---|
| ECM activation | Activated by soak timer, 5 hours (7 or 9.5 hours) after engine switch is turned off. | ||
| A | Atmospheric pressure measurement | Vent valve is turned off (vent) and EVAP system pressure is measured by ECM in order to register atmospheric pressure. If pressure in EVAP system is not between 70 kPa and 110 kPa (525 mmHg and 825 mmHg), ECM cancels EVAP system monitor. | 10 seconds |
| B | First 0.02 inch leak pressure measurement | In order to determine 0.02 inch leak pressure standard, vacuum pump creates negative pressure (vacuum) through 0.02 inch orifice and then ECM checks if vacuum pump and vent valve operate normally. | 360 seconds |
| C | EVAP system pressure measurement | Vent valve is turned on (closed) to shut EVAP system. Negative pressure (vacuum) is created in EVAP system, and then EVAP system pressure is measured. Write down measured value as they will be used in leak check. If EVAP pressure does not stabilize within 15 minutes, ECM cancels EVAP system monitor. | 15 minutes*2 |
| D | Purge VSV monitor | Purge VSV is opened and then EVAP system pressure is measured by ECM. Large increase indicates normal. | 10 seconds |
| E | Second 0.02 inch leak pressure measurement | After second 0.02 inch leak pressure measurement, leak check is performed by comparing first and second 0.02 inch leak pressure standards. If stabilized system pressure is higher than second 0.02 inch leak pressure standard, ECM determines that there is a leak in EVAP system. | 60 seconds |
| F | Final check | Atmospheric pressure is measured and then monitoring result is recorded by ECM. |
*2: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize.
P2420: Vent valve stuck open (vent)
In operation C, the vent valve turns ON (closed) and the EVAP system pressure is then measured by the ECM, using the canister pressure sensor, to conduct an EVAP leak check. If the pressure does not increase when the vent valve is open, the ECM interprets this as the vent valve being stuck open. The ECM illuminates the MIL and sets the DTC.
To ensure the accuracy of the EVAP (Evaporative Emission) monitor values, the soak timer, which is built into the ECM, measures 5 hours (+/- 15 minutes) from when the engine switch is turned off, before the monitor runs. This allows the fuel to cool down, which stabilizes the EVAP pressure. When 5 hours have elapsed, the ECM turns on.
Scheme 40
5 hours after the engine switch is turned off, the soak timer activates the ECM to begin the EVAP system monitor. While the engine is running, the ECM monitors the synchronization of the soak timer and the CPU clock. If these two are not synchronized, the ECM interprets this as a malfunction, illuminates the MIL and sets the DTC (2 trip detection logic).
To ensure the accuracy of the EVAP (Evaporative Emission) monitor values, the soak timer, which is built into the ECM, measures 5 hours (+/- 15 minutes) from when the engine switch is turned off, before the monitor runs. This allows the fuel to cool down, which stabilizes the EVAP pressure. When 5 hours have elapsed, the ECM turns on.
5 hours after the engine switch is turned off, the soak timer activates the ECM to begin the EVAP system monitor. While the engine is running, the ECM monitors the synchronization of the soak timer and the CPU clock. If these two are not synchronized, the ECM interprets this as a malfunction, illuminates the MIL and sets the DTC (2 trip detection logic).
Refer to DTC P2195. Refer to DESCRIPTION .
HINT
- DTC P2A00 indicates malfunctions related to the bank 1 air fuel ratio sensor.
- DTC P2A03 indicates malfunctions related to the bank 2 air fuel ratio sensor.
- Bank 1 refers to the bank that includes cylinder No. 1.
- Bank 2 refers to the bank that does not include cylinder No. 1.
- Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located near the engine assembly.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2A00 P2A03 | Calculated value for air fuel ratio sensor response rate deterioration level is less than threshold (2 trip detection logic) | Air fuel ratio sensor (bank 1, 2 sensor 1) Air fuel ratio sensor (bank1, 2 sensor 1) heater ECM |
After the engine is warmed up, the ECM performs air fuel ratio feedback control to maintain the air fuel ratio at the stoichiometric level. In addition, active air fuel ratio control is performed for approximately 10 seconds after preconditions are met in order to measure the air fuel ratio sensor response rate. During active air fuel ratio control, the ECM forcibly increases and decreases the injection volume to a certain amount, based on the stoichiometric air fuel ratio learned during normal air fuel ratio control, and measures the air fuel ratio sensor response rate. The ECM receives a signal from the air fuel ratio sensor while performing active air fuel ratio control and uses it to calculate the air fuel ratio sensor response rate deterioration level.
If the value for air fuel ratio sensor response rate deterioration level is beyond the threshold, the ECM interprets this as a malfunction and sets the DTC.
Scheme 41
Refer to DTC P2195. Refer to DESCRIPTION .
HINT
- DTC P2A00 indicates malfunctions related to the bank 1 air fuel ratio sensor.
- DTC P2A03 indicates malfunctions related to the bank 2 air fuel ratio sensor.
- Bank 1 refers to the bank that includes cylinder No. 1.
- Bank 2 refers to the bank that does not include cylinder No. 1.
- Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located near the engine assembly.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2A00 P2A03 | Calculated value for air fuel ratio sensor response rate deterioration level is less than threshold (2 trip detection logic) | Air fuel ratio sensor (bank 1, 2 sensor 1) Air fuel ratio sensor (bank1, 2 sensor 1) heater ECM |
After the engine is warmed up, the ECM performs air fuel ratio feedback control to maintain the air fuel ratio at the stoichiometric level. In addition, active air fuel ratio control is performed for approximately 10 seconds after preconditions are met in order to measure the air fuel ratio sensor response rate. During active air fuel ratio control, the ECM forcibly increases and decreases the injection volume to a certain amount, based on the stoichiometric air fuel ratio learned during normal air fuel ratio control, and measures the air fuel ratio sensor response rate. The ECM receives a signal from the air fuel ratio sensor while performing active air fuel ratio control and uses it to calculate the air fuel ratio sensor response rate deterioration level.
If the value for air fuel ratio sensor response rate deterioration level is beyond the threshold, the ECM interprets this as a malfunction and sets the DTC.
The Transmission Control Module (TCM) and ECM perform 2-way communication with each other via the Controller Area Network (CAN). The TCM sends signals to the ECM concerning required engine speed, required engine torque, warning indicators in the combination meter, DTCs and other data. The ECM sends signals to the TCM concerning engine speed, opening angle of the throttle valve, temperature of intake air, temperature of engine coolant, engine torque and other data. If the TCM cannot communicate with the ECM, the TCM will conclude that there is a malfunction in the CAN system, illuminate the MIL and set a DTC.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| U0101 | Following conditions are met for 1.25 seconds (1 trip detection logic): Engine switch on (IG) Battery voltage 10.5 V or more No intercommunication between ECM and TCM | ECM to TCM circuit TCM ECM |
The Transmission Control Module (TCM) and ECM perform 2-way communication with each other via the Controller Area Network (CAN). The TCM sends signals to the ECM concerning required engine speed, required engine torque, warning indicators in the combination meter, DTCs and other data. The ECM sends signals to the TCM concerning engine speed, opening angle of the throttle valve, temperature of intake air, temperature of engine coolant, engine torque and other data. If the TCM cannot communicate with the ECM, the TCM will conclude that there is a malfunction in the CAN system, illuminate the MIL and set a DTC.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| U0101 | Following conditions are met for 1.25 seconds (1 trip detection logic): Engine switch on (IG) Battery voltage 10.5 V or more No intercommunication between ECM and TCM | ECM to TCM circuit TCM ECM |
LOCATION
Scheme 42
The active control engine mount system decreases engine vibration at a low engine speed using the vacuum switching valve for ACM. The vacuum switching valve for ACM is controlled by a pulse signal transmitted to the vacuum switching valve for ACM from the ECM. The frequency of this pulse signal is matched to the engine speed to decrease engine vibration.
Scheme 43
LOCATION
The active control engine mount system decreases engine vibration at a low engine speed using the vacuum switching valve for ACM. The vacuum switching valve for ACM is controlled by a pulse signal transmitted to the vacuum switching valve for ACM from the ECM. The frequency of this pulse signal is matched to the engine speed to decrease engine vibration.
| *1 | Location of EVAP (Evaporative Emission) System | *2 | Purge VSV |
|---|---|---|---|
| *3 | EVAP Hose (to Intake Manifold) | *4 | EVAP Hose (from Canister) |
| *5 | Canister Pump Module | *6 | Canister |
| *7 | Air Filter | *8 | Air Inlet Port |
| *9 | Fuel Cap | *10 | Fuel Tank |
| *11 | Purge Line |
TEXT IN ILLUSTRATION
HINT
The canister pressure sensor, the leak detection pump and the vent valve are built into the canister pump module.
| *1 | EVAP System Circuit | *2 | Intake Manifold |
|---|---|---|---|
| *3 | Purge VSV | *4 | Throttle Valve |
| *5 | Canister | *6 | Cut-off Valve |
| *7 | Fuel Tank | *8 | Air Cleaner |
| *9 | ECM | *10 | Canister Filter |
| *11 | Soak Timer | *12 | Canister Pump Module |
| *13 | Fuel Cap | *14 | Roll-Over Valve |
TEXT IN ILLUSTRATION
Note. In this vehicle's EVAP system, turning on the vent valve does not seal off the EVAP system. To check for leaks in the EVAP system, disconnect the air inlet vent hose and apply pressure from the atmospheric side of the canister.
While the engine is running, if a predetermined condition (closed-loop, etc.) is met, the purge VSV is opened by the ECM and stored fuel vapors in the canister are purged into the intake manifold. The ECM changes the duty cycle of the purge VSV to control purge flow volume.
The purge flow volume is also determined by the intake manifold pressure. Atmospheric pressure is allowed into the canister through the vent valve to ensure that the purge flow is maintained when negative pressure (vacuum) is applied to the canister.
The following two monitors run to confirm the appropriate EVAP system operation.
- Key-off monitor This monitor checks for EVAP (evaporative emission) system leaks and canister pump module malfunctions. The monitor starts 5 hours* after the engine switch is turned off. At least 5 hours are required for the fuel to cool down to stabilize the EVAP pressure, thus making the EVAP system monitor more accurate. The leak detection pump creates negative pressure (vacuum) in the EVAP system and the pressure is measured. Finally, the ECM monitors for leaks from the EVAP system, and malfunctions in both the canister pump module and purge VSV based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the engine switch is turned off, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the engine switch is turned off, the monitor check starts 2.5 hours later.
- Purge flow monitor The purge flow monitor consists of the 2 monitors. The 1st monitor is conducted every time and the 2nd monitor is activated if necessary. The 1st monitor While the engine is running and the purge VSV (Vacuum Switching Valve) is on (open), the ECM monitors the purge flow by measuring the EVAP pressure change. If negative pressure is not created, the ECM begins the 2nd monitor. The 2nd monitor The vent valve is turned off (open) and the EVAP pressure is measured. If the variation in the pressure is less than 0.15 kPa (1.13 mmHg), the ECM interprets this as the purge VSV being stuck closed, and illuminates the MIL and sets DTC P0441 (2 trip detection logic). Atmospheric pressure check: In order to ensure reliable malfunction detection, the variation between the atmospheric pressures, before and after the purge flow monitor, is measured by the ECM. TEXT IN ILLUSTRATION *1 EVAP Purge Flow *2 to Intake Manifold *3 ECM *4 Soak Timer *5 Purge VSV (on) *6 Fuel Cap *7 Canister Filter *8 Fuel Tank *9 Leak Detection Pump (off) *10 Canister Pressure Sensor *11 Reference Orifice (0.02 inch) *12 Vent Valve (off) *13 Canister Pump Module *14 Canister Component Operation Canister Contains activated charcoal to absorb EVAP (evaporative emissions) generated in fuel tank. Cut-off valve Located in fuel tank. Valve floats and closes when fuel tank is 100% full. Purge VSV (Vacuum Switching Valve) Opens or closes line between canister and intake manifold. ECM uses purge VSV to control EVAP purge flow. In order to discharge EVAP absorbed by canister to intake manifold, ECM opens purge VSV. EVAP discharge volume to intake manifold controlled by purge VSV duty cycle (current-carrying time) (Open: on; Closed: off). Roll-over valve Located in fuel tank. Valve closes by its own weight when vehicle overturns to prevent fuel from spilling out. Soak timer Built into ECM. To ensure accurate EVAP monitor, measures 5 hours (+/-15 min) after engine switch is turned off. This allows fuel to cool down, stabilizing EVAP pressure. When approximately 5 hours elapsed, ECM activates ( see scheme 3see scheme 3 ). Canister pump module Consists of (a) to (d) below. Canister pump module cannot be disassembled. (a) Vent valve Vents and closes EVAP system. When ECM turns valve on, EVAP system is closed. When ECM turns valve off, EVAP system is vented. Negative pressure (vacuum) is created in EVAP system to check for EVAP leaks by closing purge VSV, turning on vent valve (closing it) and operating leak detection pump ( (Scheme 37)(Scheme 37) ). (b) Canister pressure sensor Indicates pressure as voltage. ECM supplies regulated 5 V to canister pressure sensor, and uses feedback from sensor to monitor EVAP system pressure ( see scheme 2see scheme 2 ). (c) Leak detection pump Creates negative pressure (vacuum) in EVAP system for leak check. (d) Reference orifice Has opening with 0.02 inch diameter. Vacuum is produced through orifice by closing purge VSV, turning off vent valve and operating leak detection pump to monitor reference pressure. Reference pressure indicates small leak of EVAP. TEXT IN ILLUSTRATION *1 Canister Pump Module (Scheme 37) *2 Airflow *3 Condition: Purge Flow *4 Condition: Leak Check *5 Vent Valve: off (vent) *6 to Canister Filter (Atmosphere) *7 Canister *8 Reference Orifice (0.02 Inch) *9 Canister Pressure Sensor *10 Leak Detection Pump: off *11 Vent Valve: on (closed) *12 Leak Detection Pump: on
When the engine switch is turned on (IG), the battery voltage is applied to IGSW of the ECM. The output signal from the MREL terminal of the ECM causes a current to flow to the coil, closing the contact of the EFI MAIN relay and supplying power to terminals +B and +B2 of the ECM.
Scheme 44
When the engine switch is turned on (IG), the battery voltage is applied to IGSW of the ECM. The output signal from the MREL terminal of the ECM causes a current to flow to the coil, closing the contact of the EFI MAIN relay and supplying power to terminals +B and +B2 of the ECM.
The ECM constantly uses 5 V from the battery voltages supplied to the +B (BATT) terminal to operate the microprocessor. The ECM also provides this power to the sensors through the VC output circuit.
Scheme 45
When the VC circuit is shorted, the microprocessor in the ECM and sensors that are supplied power through the VC circuit are inactivated because the power is not supplied from the VC circuit. Under this condition, the system does not start up and the MIL does not illuminate even if the system malfunctions.
HINT
Under normal conditions, the MIL is illuminated for several seconds when the engine switch is first turned on (IG). The MIL goes off when the engine is started.
Scheme 46
Scheme 47
Scheme 48
Scheme 49
Scheme 50
Scheme 51
- CHECK MIL Check that the Malfunction Indicator Lamp (MIL) illuminates when turning the engine switch on (IG). OK MIL lights up. NG --> See step 2 OK --> See step 14
- CHECK CONNECTION BETWEEN TECHSTREAM AND ECM Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Check the communication between the Techstream and ECM. Result Result Proceed to Communication is possible A Communication is not possible B A --> See step 15 B: Go to next step
- CHECK MIL (THROTTLE POSITION SENSOR) Disconnect the throttle position sensor connector. Turn the engine switch on (IG). Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the throttle position sensor connector. A --> See step 16 B: Go to next step
- CHECK MIL (ACCELERATOR PEDAL SENSOR ASSEMBLY) Disconnect the accelerator pedal sensor assembly connector. Turn the engine switch on (IG). Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the accelerator pedal sensor assembly connector. A --> See step 17 B: Go to next step
- CHECK MIL (VVT SENSOR FOR INTAKE SIDE BANK 1) Disconnect the VVT sensor for intake side bank 1 connector. Turn the engine switch on (IG). Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor for intake side bank 1 connector. B --> See step 18 A: Go to next step
- CHECK MIL (VVT SENSOR FOR INTAKE SIDE BANK 2) Disconnect the VVT sensor for intake side bank 2 connector. Turn the engine switch on (IG). Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor for intake side bank 2 connector. B --> See step 19 A: Go to next step
- CHECK MIL (VVT SENSOR FOR EXHAUST SIDE BANK 1) Disconnect the VVT sensor for exhaust side bank 1 connector. Turn the engine switch on (IG). Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor for exhaust side bank 1 connector. B --> See step 20 A: Go to next step
- CHECK MIL (VVT SENSOR FOR EXHAUST SIDE BANK 2) Disconnect the VVT sensor for exhaust side bank 2 connector. Turn the engine switch on (IG). Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor for exhaust side bank 2 connector. B --> See step 21 A: Go to next step
- CHECK MIL (CANISTER PUMP MODULE) Disconnect the canister pump module connector. Turn the engine switch on (IG). Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the canister pump module connector. B --> See step 22 A: Go to next step
- CHECK HARNESS AND CONNECTOR (THROTTLE POSITION SENSOR - ECM) Disconnect the throttle position sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition D1-80 (VCTA) or D28-5 (VC) - Body ground Always 10 kohms or higher TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to Throttle Position Sensor) *2 Front view of wire harness connector (to ECM) Reconnect the throttle position sensor connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (THROTTLE POSITION SENSOR - ECM) OK: Go to next step
- CHECK HARNESS AND CONNECTOR (ACCELERATOR PEDAL SENSOR ASSEMBLY - ECM) Disconnect the accelerator pedal sensor assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition A46-1 (VCP2) or A43-59 (VCP2) - Body ground Always 10 kohms or higher A46-4 (VCPA) or A43-57 (VCPA) - Body ground Always 10 kohms or higher TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to Accelerator Pedal Sensor Assembly) *2 Front view of wire harness connector (to ECM) Reconnect the accelerator pedal position sensor. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ACCELERATOR PEDAL POSITION SENSOR - ECM) OK: Go to next step
- CHECK HARNESS AND CONNECTOR (VVT SENSOR FOR INTAKE SIDE BANK 2 - ECM) Disconnect the VVT sensor for intake side bank 2 connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition D23-3 (VC) or D1-66 (VCV2) - Body ground Always 10 kohms or higher TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to VVT Sensor for Intake Side Bank 2) *2 Front view of wire harness connector (to ECM) Reconnect the VVT sensor for intake side bank 2 connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (VVT SENSOR FOR INTAKE SIDE BANK 2 - ECM) OK: Go to next step
- CHECK HARNESS AND CONNECTOR (VCV1 CIRCUIT) Disconnect the VVT sensor for intake side bank 1 connector. Disconnect the VVT sensor for exhaust side bank 1 connector. Disconnect the VVT sensor for exhaust side bank 2 connector. Disconnect the canister pump module connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition D1-67 (VCV1) - Body ground Always 10 kohms or higher TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to ECM) Reconnect the canister pump module connector. Reconnect the VVT sensor for exhaust side bank 2 connector. Reconnect the VVT sensor for exhaust side bank 1 connector. Reconnect the VVT sensor for intake side bank 1 connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 23
- PROCEED TO NEXT SUSPECTED AREA SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-400784-S08835480482011051800000)
- GO TO MIL CIRCUIT. Refer to «MIL Circuit»(ref-400785-S09336412852011051800000)
- REPLACE THROTTLE WITH MOTOR BODY ASSEMBLY. Refer to «REMOVAL»(ref-400788-S10183594902011051800000)
- REPLACE ACCELERATOR PEDAL SENSOR ASSEMBLY. Refer to «REMOVAL»(ref-400788-S22677338542011051800000)
- REPLACE VVT SENSOR FOR INTAKE SIDE BANK 1. Refer to «REMOVAL»(ref-400788-S07691691552011051800000)
- REPLACE VVT SENSOR FOR INTAKE SIDE BANK 2. Refer to «REMOVAL»(ref-400788-S07691691552011051800000)
- REPLACE VVT SENSOR FOR EXHAUST SIDE BANK 1. Refer to «REMOVAL»(ref-400788-S07691691552011051800000)
- REPLACE VVT SENSOR FOR EXHAUST SIDE BANK 2. Refer to «REMOVAL»(ref-400788-S07691691552011051800000)
- REPLACE CHARCOAL CANISTER ASSEMBLY. Refer to «REMOVAL»(ref-400795-S14536407672011051800000)
- REPLACE ECM. Refer to «REMOVAL»(ref-400788-S26250166532011051800000)
The ECM constantly uses 5 V from the battery voltages supplied to the +B (BATT) terminal to operate the microprocessor. The ECM also provides this power to the sensors through the VC output circuit.
When the VC circuit is shorted, the microprocessor in the ECM and sensors that are supplied power through the VC circuit are inactivated because the power is not supplied from the VC circuit. Under this condition, the system does not start up and the MIL does not illuminate even if the system malfunctions.
HINT
Under normal conditions, the MIL is illuminated for several seconds when the engine switch is first turned on (IG). The MIL goes off when the engine is started.
Refer to DTC P0230. Refer to DESCRIPTION .
Scheme 52
Refer to DTC P0230. Refer to DESCRIPTION .
The fuel injector assemblies are located on the intake manifold. They inject fuel into the cylinders based on signals from the ECM.
Scheme 53
The fuel injector assemblies are located on the intake manifold. They inject fuel into the cylinders based on signals from the ECM.
While the engine is being cranked, current flows from terminal STAR of the power management control ECU to the park/neutral position switch and also flows to terminal STA of the ECM (STA signal).
Scheme 54
While the engine is being cranked, current flows from terminal STAR of the power management control ECU to the park/neutral position switch and also flows to terminal STA of the ECM (STA signal).
This circuit opens and closes the intake air control valve assembly in response to changes in the engine load in order to increase the intake efficiency using the acoustic control induction system.
When the engine speed is between 0 and 4300 rpm and the throttle valve opening angle is 60° or more, the ECM supplies current to the actuator (on status), to close the intake air control valve assembly. Under other conditions, the VSV is usually off and the intake air control valve assembly is open.
Scheme 55
Scheme 56
This circuit opens and closes the intake air control valve assembly in response to changes in the engine load in order to increase the intake efficiency using the acoustic control induction system.
When the engine speed is between 0 and 4300 rpm and the throttle valve opening angle is 60° or more, the ECM supplies current to the actuator (on status), to close the intake air control valve assembly. Under other conditions, the VSV is usually off and the intake air control valve assembly is open.
The air cleaner is equipped with 2 inlets, one of which is opened or closed by the air intake control valve. This system reduces intake noise and increases engine power at low-to-high engine speed ranges.
When the engine is operating in the low-to-mid speed range, this control operates the air intake control valve to close one of the air cleaner inlets. When the engine speed is more than 3600 rpm and the opening angle of the throttle valve is more than 60°, the ECM activates the VSV and opens the air intake control valve.
Scheme 57
Scheme 58
The air cleaner is equipped with 2 inlets, one of which is opened or closed by the air intake control valve. This system reduces intake noise and increases engine power at low-to-high engine speed ranges.
When the engine is operating in the low-to-mid speed range, this control operates the air intake control valve to close one of the air cleaner inlets. When the engine speed is more than 3600 rpm and the opening angle of the throttle valve is more than 60°, the ECM activates the VSV and opens the air intake control valve.
The Malfunction Indicator Lamp (MIL) is used to indicate vehicle malfunctions detected by the ECM. By turning the engine switch on (IG), power is supplied to the MIL circuit, and the ECM provides the circuit ground which illuminates the MIL.
The MIL operation can be checked visually. When the engine switch is first turned on (IG), the MIL should illuminate and should then turn off. If the MIL remains illuminated or does not illuminate, conduct the following troubleshooting procedure. If the ECM detects any trouble, the MIL illuminates. At this time, the ECM records a DTC in the memory.
Scheme 59
Scheme 60
Scheme 61
- CHECK THAT MIL ILLUMINATES Turn the engine switch on (IG). Check the illumination of the MIL. Result Result Proceed to MIL remains illuminated (Even after engine switch is turned on (IG) and several seconds have passed, MIL still remains illuminated) A MIL remains off (Does not illuminate at all) B MIL illuminates for several seconds, but turns off after engine is started C C --> See step 8 B --> See step 5 A: Go to next step
- CHECK WHETHER MIL TURNS OFF Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Check if any DTCs have been stored. Note any DTCs. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-400784-S05337578742011051800000) . Check if the MIL goes off. Result Result Proceed to MIL goes off A MIL does not go off B B --> See step 3 A --> REPAIR CIRCUIT INDICATED BY OUTPUT DTC
- CHECK HARNESS AND CONNECTOR (CHECK FOR SHORT IN WIRE HARNESS) Disconnect the ECM connector. Turn the engine switch on (IG). Check if the MIL is illuminated. Result Result Proceed to MIL is not illuminated A MIL is illuminated B TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to ECM) Reconnect the ECM connector. B --> See step 4 A --> See step 9
- CHECK HARNESS AND CONNECTOR (COMBINATION METER ASSEMBLY - ECM) Disconnect the combination meter assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition F16-21 (CHK) or A43-24 (W) - Body ground Always 10 kohms or higher TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to Combination Meter Assembly) *2 Front view of wire harness connector (to ECM) Reconnect the combination meter assembly connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (COMBINATION METER ASSEMBLY - ECM) OK --> See step 10
- CHECK IF ENGINE STARTS Start the engine. Result Result Proceed to Engine starts A Engine does not start* B HINT: *: The Techstream cannot communicate with the ECM. B --> See step 11 A: Go to next step
- CHECK HARNESS AND CONNECTOR (ECM TERMINAL VOLTAGE) Disconnect the ECM 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 A43-24 (W) - Body ground Engine switch on (IG) 11 to 14 V TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to ECM) Reconnect the ECM connector. NG --> See step 7 OK --> See step 9
- CHECK HARNESS AND CONNECTOR (COMBINATION METER ASSEMBLY - ECM) Disconnect the combination meter assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition F16-21 (CHK) - A43-24 (W) Always Below 1 ohms TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to Combination Meter Assembly) *2 Front view of wire harness connector (to ECM) Reconnect the ECM connector. Reconnect the combination meter assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (COMBINATION METER ASSEMBLY - ECM) OK --> See step 12
- PROCEED TO NEXT SUSPECTED AREA SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-400784-S08835480482011051800000)
- REPLACE ECM. Refer to «REMOVAL»(ref-400788-S26250166532011051800000)
- REPLACE COMBINATION METER ASSEMBLY. Refer to «REMOVAL»(ref-400807-S03467652992011051800000)
- GO TO VC OUTPUT CIRCUIT. Refer to «VC Output Circuit»(ref-400785-S18480994472011051800000)
- REPLACE COMBINATION METER ASSEMBLY. Refer to «REMOVAL»(ref-400807-S03467652992011051800000)
The Malfunction Indicator Lamp (MIL) is used to indicate vehicle malfunctions detected by the ECM. By turning the engine switch on (IG), power is supplied to the MIL circuit, and the ECM provides the circuit ground which illuminates the MIL.
The MIL operation can be checked visually. When the engine switch is first turned on (IG), the MIL should illuminate and should then turn off. If the MIL remains illuminated or does not illuminate, conduct the following troubleshooting procedure. If the ECM detects any trouble, the MIL illuminates. At this time, the ECM records a DTC in the memory.