Engine Control System (Introduction): Other Nissan Quest IV

Precaution for Supplemental Restraint System (SRS) "AIR BAG" and "SEAT BELT PRE-TENSIONER"

The Supplemental Restraint System such as "AIR BAG" and "SEAT BELT PRE-TENSIONER", used along with a front seat belt, helps to reduce the risk or severity of injury to the driver and front passenger for certain types of collision. Information necessary to service the system safely is included in the " SRS AIRBAG " and " SEAT BELTS " articles of this Service Information.

PRECAUTIONS WHEN USING POWER TOOLS (AIR OR ELECTRIC) AND HAMMERS

Precautions For Xenon Headlamp Service

Precaution for Procedure without Cowl Top Cover

When performing the procedure after removing cowl top cover, cover the lower end of windshield with urethane, etc. to prevent damage to windshield.

Scheme 59

Scheme 60

1. When removing the 12V battery terminal, turn OFF the ignition switch and wait at least 30 seconds. NOTE: ECU may be active for several tens of seconds after the ignition switch is turned OFF. If the battery terminal is removed before ECU stops, then a DTC detection error or ECU data corruption may occur.
2. For vehicles with 2 batteries, be sure to connect the main battery and the sub battery before turning ON the ignition switch. NOTE: If the ignition switch is turned ON with any one of the terminals of main battery and sub battery disconnected, then DTC may be detected.
3. After installing the 12V battery, always check "Self Diagnosis Result" of all ECUs and erase DTC. NOTE: The removal of 12V battery may cause a DTC detection error.

Special Service Tools

The actual shapes of Kent-Moore tools may differ from those of special service tools illustrated here.

Tool number (Kent-Moore No.) Tool name Description (J-44321) Fuel pressure gauge kit Checks fuel pressure (J-44321-6) Fuel pressure adapter Connects fuel pressure gauge to quick connector type fuel lines

Scheme 61

Commercial Service Tools

Tool name (Kent-Moore No.) Description (J-45488) Quick connector release Removes fuel tube quick connectors in engine room Leak detector i.e.: (J-41416) Locates the EVAP leakage EVAP service port adapter i.e.: (J-41413-OBD) Apply positive pressure through EVAP service port Fuel filler cap adapter i.e.: (MLR-8382) Checks fuel tank vacuum relief valve opening pressure Socket wrench Removes and installs engine coolant temperature sensor. Refer to " EXPLODED ". Oxygen sensor thread cleaner i.e.: (J-43897-18) (J-43897-12) Reconditions the exhaust system threads before installing a new oxygen sensor. Use with anti-seize lubricant shown below. 18 mm diameter with pitch 1.5 mm for Zirconia Oxygen Sensor 12 mm diameter with pitch 1.25 mm for Titania Oxygen Sensor Anti-seize lubricant i.e.: (Permatex™ 133AR or equivalent meeting MIL specification MIL-A-907) Lubricates oxygen sensor thread cleaning tool when reconditioning exhaust system threads

Scheme 62

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Scheme 71

1. ECM (Engine Control Module) controls the engine.
2. ECM consists of a microcomputer and connectors for signal input and output and for power supply.
3. Battery voltage is supplied to the ECM even when the ignition switch is turned OFF for the ECM memory function of the DTC memory, the air-fuel ratio feedback compensation value memory, the idle air volume learning value memory, etc.

Malfunction Indicator lamp (MIL)

Malfunction Indicator lamp (MIL) is located on the combination meter.

MIL will illuminate when the ignition switch is turned ON without the engine running. This is a bulb check.

When the engine is started, MIL should turn OFF. If the MIL remains illuminated, the on board diagnostic system has detected an engine system malfunction.

For details, refer to " DIAGNOSIS DESCRIPTION ".

Accelerator Pedal Position Sensor

The accelerator pedal position sensor is installed on the upper end of the accelerator pedal assembly. The sensor detects the accelerator position and sends a signal to the ECM.

Scheme 72

Accelerator pedal position sensor has two sensors. These sensors are a kind of potentiometers which transform the accelerator pedal position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the accelerator pedal and feed the voltage signals to the ECM. The ECM judges the current opening angle of the accelerator pedal from these signals and controls the throttle control motor based on these signals.

Idle position of the accelerator pedal is determined by the ECM receiving the signal from the accelerator pedal position sensor. The ECM uses this signal for the engine operation such as fuel cut.

Scheme 73

OUTLINE

Electric throttle control actuator consists of throttle body, throttle valve, throttle control motor and throttle position sensor.

Scheme 74

THROTTLE CONTROL MOTOR

The throttle control motor is operated by the ECM and it opens and closes the throttle valve.

The current opening angle of the throttle valve is detected by the throttle position sensor and it provides feedback to the ECM to control the throttle control motor to make the throttle valve opening angle properly in response to driving condition.

THROTTLE POSITION SENSOR

The throttle position sensor responds to the throttle valve movement. The throttle position sensor has two sensors. These sensors are a kind of potentiometers which transform the throttle valve position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the throttle valve and feed the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and the ECM controls the throttle control motor to make the throttle valve opening angle properly in response to driving condition.

Scheme 75

Ignition Coil (With Power Transistor)

The ignition signal from the ECM is sent to and amplified by the power transistor. The power transistor turns ON and OFF the ignition coil primary circuit. This ON/OFF operation induces the proper high voltage in the coil secondary circuit.

Scheme 76

Fuel Injector

The fuel injector is a small, precise solenoid valve. When the ECM supplies a ground to the fuel injector circuit, the coil in the fuel injector is energized. The energized coil pulls the ball valve back and allows fuel to flow through the fuel injector into the intake manifold. The amount of fuel injected depends upon the injection pulse duration. Pulse duration is the length of time the fuel injector remains open. The ECM controls the injection pulse duration based on engine fuel needs.

Scheme 77

MASS AIR FLOW SENSOR

The mass air flow sensor (1) is placed in the stream of intake air. It measures the intake flow rate by measuring a part of the entire intake flow. The mass air flow sensor controls the temperature of the hot wire to a certain amount. The heat generated by the hot wire is reduced as the intake air flows around it. The more air, the greater the heat loss.

Therefore, the electric current supplied to hot wire is changed to maintain the temperature of the hot wire as air flow increases. The ECM detects the air flow by means of this current change.

Scheme 78

INTAKE AIR TEMPERATURE SENSOR

The intake air temperature sensor is built-into mass air flow sensor. The sensor detects intake air temperature and transmits a signal to the ECM.

The temperature sensing unit uses a thermistor which is sensitive to the change in temperature. Electrical resistance of the thermistor decreases in response to the temperature rise.

INTAKE AIR TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS

Scheme 79

Camshaft Position Sensor (PHASE)

The camshaft position sensor (PHASE) senses the retraction of intake camshaft to identify a particular cylinder. The camshaft position sensor (PHASE) senses the piston position.

When the crankshaft position sensor (POS) system becomes inoperative, the camshaft position sensor (PHASE) provides various controls of engine parts instead, utilizing timing of cylinder identification signals.

The sensor consists of a permanent magnet and Hall IC.

When engine is running, the high and low parts of the teeth cause the gap with the sensor to change.

The changing gap causes the magnetic field near the sensor to change.

Due to the changing magnetic field, the voltage from the sensor changes.

ECM receives the signals as shown in the figure below.

Scheme 80

Scheme 81

Crankshaft Position Sensor (POS)

The crankshaft position sensor (POS) is located on the oil pan facing the gear teeth (cogs) of the signal plate. It detects the fluctuation of the engine revolution.

The sensor consists of a permanent magnet and Hall IC.

When the engine is running, the high and low parts of the teeth cause the gap with the sensor to change.

The changing gap causes the magnetic field near the sensor to change.

Due to the changing magnetic field, the voltage from the sensor changes.

The ECM receives the voltage signal and detects the fluctuation of the engine revolution.

ECM receives the signals as shown in the figure below.

Scheme 82

Intake Valve Timing Control Solenoid Valve

Intake valve timing control solenoid valve is activated by ON/OFF pulse duty (ratio) signals from the ECM.

The intake valve timing control solenoid valve changes the oil amount and direction of flow through intake valve timing control unit or stops oil flow.

The longer pulse width advances valve angle.

The shorter pulse width retards valve angle.

When ON and OFF pulse widths become equal, the solenoid valve stops oil pressure flow to fix the intake valve angle at the control position.

Scheme 83

Engine Coolant Temperature Sensor

The engine coolant temperature sensor is used to detect the engine coolant temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the engine coolant temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.

Scheme 84

ENGINE COOLANT TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS

Engine Oil Temperature Sensor

The engine oil temperature sensor is used to detect the engine oil temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the engine oil temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.

ENGINE OIL TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS

Knock Sensor

The knock sensor is attached to the cylinder block. It senses engine knocking using a piezoelectric element. A knocking vibration from the cylinder block is sensed as vibrational pressure. This pressure is converted into a voltage signal and sent to the ECM.

Scheme 85

VIAS Control Solenoid Valve 1 and 2

The VIAS control solenoid valve cuts the intake manifold vacuum signal for power valve control. It responds to ON/OFF signals from the ECM. When the solenoid is OFF, the vacuum signal from the intake manifold is cut. When the ECM sends an ON signal the coil pulls the plunger downward and sends the vacuum signal to the power valve actuator.

Power Valve Actuator 1 and 2

The power valves are used to control the suction passage of the variable induction air control system. They are set in the fully closed or fully opened position by the power valve actuators operated by the vacuum stored in the vacuum tank. The vacuum to power valve actuators is controlled by the VIAS control solenoid valves.

Electronic Controlled Engine Mount

In the idle range, ECM turns OFF the electronically-controlled engine mount control solenoid valve and applies manifold pressure to the electronically-controlled engine mount. This decreases damping force of the electronically-controlled engine mount and absorbs vibrations traveling from the engine to the body for improving the quietness.

In the driving range, ECM turns ON the electronically-controlled engine mount control solenoid valve and cuts manifold pressure applied on the electronically-controlled engine mount. This increases damping force of the electronically-controlled engine mount and reduces vibrations generated during driving.

Refrigerant Pressure Sensor

The refrigerant pressure sensor is installed at the condenser of the air conditioner system. The sensor uses an electrostatic volume pressure transducer to convert refrigerant pressure to voltage. The voltage signal is sent to ECM, and ECM controls cooling fan system.

Scheme 86

The power generation voltage variable control enables fuel consumption to be decreased by reducing the engine load which is caused by the power generation of the generator.

Based on sensor signals, ECM judges whether or not the power generation voltage variable control is performed. When performing the power generation voltage variable control, ECM calculates the target power generation voltage based on the sensor signal. And ECM sends the calculated value as the power generation command value to IPDM E/R.

Scheme 87

BATTERY CURRENT SENSOR

The battery current sensor is installed to the battery cable at the negative terminal. The sensor measures the charging/discharging current of the battery.

BATTERY TEMPERATURE SENSOR

Battery temperature sensor is integrated in battery current sensor. The sensor measures temperature around the battery.

The electrical resistance of the thermistor decreases as temperature increases.

BATTERY TEMPERATURE SENSOR, VOLTAGE AND RESISTANCE SPECIFICATIONS

Power Steering Pressure Sensor

Power steering pressure sensor is installed to the power steering high-pressure tube and detects a power steering load.

This sensor is a potentiometer which transforms the power steering load into output voltage, and emits the voltage signal to the ECM. The ECM controls the electric throttle control actuator and adjusts the throttle valve opening angle to increase the engine speed and adjusts the idle speed for the increased load.

COOLING FAN MOTOR RELAY

Power supply for the cooling fan motor is provided via cooling fan motor relay.

EVAP Canister

The fuel vapor in the sealed fuel tank is led into the EVAP canister which contains activated carbon and the vapor is stored there when the engine is not operating or when refueling to the fuel tank.

For details, refer to " EVAPORATIVE EMISSION SYSTEM: SYSTEM DESCRIPTION ".

EVAP Canister Purge Volume Control Solenoid Valve

The EVAP canister purge volume control solenoid valve is used to control the flow rate of fuel vapor from the EVAP canister. The EVAP canister purge volume control solenoid valve is moved by ON/OFF pulses from the ECM. The longer the ON pulse, the greater the amount of fuel vapor that will flow through the valve.

Scheme 88

EVAP Canister Vent Control Valve

The EVAP canister vent control valve is located on the EVAP canister and is used to seal the canister vent.

This solenoid valve responds to signals from the ECM. When the ECM sends an ON signal, the coil in the solenoid valve is energized. A plunger will then move to seal the canister vent. The ability to seal the vent is necessary for the on board diagnosis of other evaporative emission control system components.

This solenoid valve is used only for diagnosis, and usually remains opened.

When the vent is closed, under normal purge conditions, the evaporative emission control system is depressurized and allows "EVAP Control System" diagnosis.

Scheme 89

EVAP Control System Pressure Sensor

The EVAP control system pressure sensor detects pressure in the purge line. The sensor output voltage to the ECM increases as pressure increases.

Scheme 90

A/F SENSOR 1 HEATER

A/F sensor 1 heater is integrated in the sensor.

The ECM performs ON/OFF duty control of the A/F sensor 1 heater corresponding to the engine operating condition to keep the temperature of A/F sensor 1 element within the specified range.

HEATED OXYGEN SENSOR 2 HEATER

Heated oxygen sensor 2 heater is integrated in the sensor.

The ECM performs ON/OFF control of the heated oxygen sensor 2 heater corresponding to the engine speed, amount of intake air and engine coolant temperature.

FUEL PUMP

The ECM activates the fuel pump for 1 second after the ignition switch is turned ON to improve engine start ability. If the ECM receives a engine speed signal from the camshaft position sensor (PHASE), it knows that the engine is rotating, and causes the pump to operate. If the engine speed signal is not received when the ignition switch is ON, the engine stalls. The ECM stops pump operation and prevents battery discharging, thereby improving safety. The ECM does not directly drive the fuel pump. It controls the ON/OFF fuel pump relay, which in turn controls the fuel pump.

Scheme 91

FUEL LEVEL SENSOR

The fuel level sensor is mounted in the fuel level sensor unit.

The sensor detects a fuel level in the fuel tank and transmits a signal to the combination meter. The combination meter sends the fuel level sensor signal to the ECM via the CAN communication line.

It consists of two parts, one is mechanical float and the other is variable resistor. Fuel level sensor output voltage changes depending on the movement of the fuel mechanical float.

Fuel Tank Temperature Sensor

The fuel tank temperature sensor is used to detect the fuel temperature inside the fuel tank. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the fuel temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.

FLUID TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS

ASCD Steering Switch

ASCD steering switch has variant values of electrical resistance for each button. ECM reads voltage variation of switch, and determines which button is operated.

Refer to " AUTOMATIC SPEED CONTROL DEVICE (ASCD): SYSTEM DESCRIPTION " for the ASCD function.

Stop Lamp Switch & ASCD Brake Switch

Stop lamp switch and ASCD brake switch are installed to brake pedal bracket.

ECM detects the state of the brake pedal by those two types of input (ON/OFF signal).

Scheme 92

This system returns blow-by gas to the intake manifold.

The positive crankcase ventilation (PCV) valve is provided to conduct crankcase blow-by gas to the intake manifold.

During partial throttle operation of the engine, the intake manifold sucks the blow-by gas through the PCV valve.

Normally, the capacity of the valve is sufficient to handle any blow-by and a small amount of ventilating air. The ventilating air is drawn from the air inlet tubes into the crankcase. In this process the air passes through the hose connecting air inlet tubes to rocker cover.

Under full-throttle condition, the manifold vacuum is insufficient to draw the blow-by flow through the valve. The flow goes through the hose connection in the reverse direction.

On vehicles with an excessively high blow-by, the valve does not meet the requirement. This is because some of the flow will go through the hose connection to the air inlet tubes under all conditions.

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From the beginning of refueling, the air and vapor inside the fuel tank go through refueling EVAP vapor cut valve and EVAP/ORVR line to the EVAP canister. The vapor is absorbed by the EVAP canister and the air is released to the atmosphere.

When the refueling has reached the full level of the fuel tank, the refueling EVAP vapor cut valve is closed and refueling is stopped because of auto shut-off. The vapor which was absorbed by the EVAP canister is purged during driving.

Scheme 95

INPUT/OUTPUT SIGNAL CHART

VARIOUS FUEL INJECTION INCREASE/DECREASE COMPENSATION

In addition, the amount of fuel injected is compensated to improve engine performance under various operating conditions as listed below.

< Fuel increase >

1. During warm-up
2. When starting the engine
3. During acceleration
4. Hot-engine operation
5. When selector lever position is changed from N to D
6. High-load, high-speed operation

< Fuel decrease >

1. During deceleration
2. During high engine speed operation

Scheme 96

The mixture ratio feedback system provides the best air-fuel mixture ratio for drive ability and emission control. The three way catalyst (manifold) can better reduce CO, HC and NOx emissions. This system uses A/F sensor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The ECM adjusts the injection pulse width according to the sensor voltage signal. For more information about A/F sensor 1, refer to " AIR FUEL RATIO (A/F) SENSOR 1 ". This maintains the mixture ratio within the range of stoichiometric (ideal air-fuel mixture).

This stage is referred to as the closed loop control condition.

Heated oxygen sensor 2 is located downstream of the three way catalyst (manifold). Even if the switching characteristics of A/F sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal from heated oxygen sensor 2.

1. Open Loop Control The open loop system condition refers to when the ECM detects any of the following conditions. Feedback control stops in order to maintain stabilized fuel combustion. Deceleration and acceleration High-load, high-speed operation Malfunction of A/F sensor 1 or its circuit Insufficient activation of A/F sensor 1 at low engine coolant temperature High engine coolant temperature During warm-up After shifting from N to D When starting the engine

MIXTURE RATIO SELF-LEARNING CONTROL

The mixture ratio feedback control system monitors the mixture ratio signal transmitted from A/F sensor 1. This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to the theoretical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes during operation (i.e., fuel injector clogging) directly affect mixture ratio.

Accordingly, the difference between the basic and theoretical mixture ratios is monitored in this system. This is then computed in terms of "injection pulse duration" to automatically compensate for the difference between the two ratios.

"Fuel trim" refers to the feedback compensation value compared against the basic injection duration. Fuel trim includes "short-term fuel trim" and "long-term fuel trim".

"Short-term fuel trim" is the short-term fuel compensation used to maintain the mixture ratio at its theoretical value. The signal from A/F sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the theoretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and an increase in fuel volume if it is lean.

"Long-term fuel trim" is overall fuel compensation carried out over time to compensate for continual deviation of the "short-term fuel trim" from the central value. Continual deviation will occur due to individual engine differences, wear over time and changes in the usage environment.

Scheme 97

Two types of systems are used.

1. Sequential Multiport Fuel Injection System Fuel is injected into each cylinder during each engine cycle according to the ignition order. This system is used when the engine is running.
2. Simultaneous Multiport Fuel Injection System Fuel is injected simultaneously into all six cylinders twice each engine cycle. In other words, pulse signals of the same width are simultaneously transmitted from the ECM. The six injectors will then receive the signals 2 times for each engine cycle. This system is used when the engine is being started and/or if the fail-safe system (CPU) is operating.

FUEL SHUT-OFF

Fuel to each cylinder is cut off during deceleration, operation of the engine at excessively high speeds or operation of the vehicle at excessively high speeds.

Scheme 98

BASIC ASCD SYSTEM

Refer to Owner's Manual for ASCD operating instructions.

Automatic Speed Control Device (ASCD) allows a driver to keep vehicle at predetermined constant speed without depressing accelerator pedal. Driver can set vehicle speed in advance between approximately 40 km/h (25 MPH) and 144 km/h (89 MPH).

ECM controls throttle angle of electric throttle control actuator to regulate engine speed.

Operation status of ASCD is indicated by CRUISE on combination meter. If any malfunction occurs in the ASCD system, it automatically deactivates control.

Note. Always drive vehicle in a safe manner according to traffic conditions and obey all traffic laws.

Scheme 99

The evaporative emission system is used to reduce hydrocarbons emitted into the atmosphere from the fuel system. This reduction of hydrocarbons is accomplished by activated charcoals in the EVAP canister.

The fuel vapor in the sealed fuel tank is led into the EVAP canister which contains activated carbon and the vapor is stored there when the engine is not operating or when refueling to the fuel tank.

The vapor in the EVAP canister is purged by the air through the purge line to the intake manifold when the engine is operating. EVAP canister purge volume control solenoid valve is controlled by ECM. When the engine operates, the flow rate of vapor controlled by EVAP canister purge volume control solenoid valve is proportionally regulated as the air flow increases.

EVAP canister purge volume control solenoid valve also shuts off the vapor purge line during decelerating and idling.

Scheme 100

Scheme 101

This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the intake valve.

The ECM receives signals such as crankshaft position, camshaft position, engine speed, and engine coolant temperature. Then, the ECM sends ON/OFF pulse duty signals to the intake valve timing (IVT) control solenoid valve depending on driving status. This makes it possible to control the shut/open timing of the intake valve to increase engine torque in low/mid speed range and output in high-speed range.

Scheme 102

INPUT SIGNAL CHART

OUTPUT SIGNAL CHART

Scheme 103

In the medium speed range, the ECM sends the ON signal to the VIAS control solenoid valve. This signal introduces the intake manifold vacuum into the power valve actuator and therefore closes the power valve. Under this condition, the pressure waves of the exhaust stroke do not disturb the pressure waves of the intake stroke of each opposite bank. Therefore, charging efficiency is increased together with the effect of the long intake passage.

However, in the high speed range, the ECM sends the OFF signal to the VIAS control solenoid valve and the power valve is opened. Under this condition, the pressure waves of intake stroke are resonant with those of each opposite bank exhaust stroke. Therefore, charging efficiency is also increased.

In addition, both valves 1 and 2 are opened or closed in other ranges mentioned above. Thus maximum charging efficiency is obtained for the various driving conditions.

Scheme 104

SET SPEED RANGE

ASCD system can be set the following vehicle speed.

CANCEL CONDITION

1. When any of following conditions exist, the cruise operation is canceled. CANCEL switch is pressed ASCD MAIN switch pressed (Set speed is cleared) More than two switches at ASCD steering switch are pressed at the same time (Set speed is cleared) Brake pedal is depressed Selector lever position is changed to N, P or R Vehicle speed decreased to 13 km/h (8 MPH) lower than the set speed TCS system is operated
2. When the ECM detects any of the following conditions, the ECM cancels the cruise operation and informs the driver by blinking CRUISE indicator lamp. Engine coolant temperature is slightly higher than the normal operating temperature. Then CRUISE indicator lamp is blinked slowly. NOTE: Engine coolant temperature decreases to the normal operating temperature, CRUISE indicator lamp stop blinking and the cruise operation is able to work. Malfunction for some self-diagnoses regarding ASCD system. SET indicator lamp is blinked quickly.
3. When ASCD MAIN switch is turned to OFF during the cruise control driving, all of ASCD operations is canceled and vehicle speed memory is erased.

FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA

The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed, vehicle speed, absolute throttle position, base fuel schedule and intake air temperature at the moment a malfunction is detected.

Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data. The data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT or GST. The 1st trip freeze frame data can only be displayed on the CONSULT screen.

Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority for 1st trip freeze frame data and it is updated each time a different 1st trip DTC is detected. However, once freeze frame data (2nd trip detection/MIL on) is stored in the ECM memory, 1st trip freeze frame data is no longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the following priorities to update the data.

For example, the EGR malfunction (Priority: 2) was detected and the freeze frame data was saved in the 2nd trip. After that when the misfire (Priority: 1) is detected in another trip, the freeze frame data will be updated from the EGR malfunction to the misfire. The 1st trip freeze frame data is updated each time a different malfunction is detected. There is no priority for 1st trip freeze frame data. However, once freeze frame data is stored in the ECM memory, 1st trip freeze data is no longer stored (because only one freeze frame data or 1st trip freeze frame data can be stored in the ECM). If freeze frame data is stored in the ECM memory and freeze frame data with the same priority occurs later, the first (original) freeze frame data remains unchanged in the ECM memory.

Both 1st trip freeze frame data and freeze frame data (along with the DTCs) are cleared when the ECM memory is erased.

COUNTER SYSTEM CHART

Relationship Between MIL, DTC, 1st Trip DTC and Driving Patterns for "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Scheme 105

Explanation for Driving Patterns for "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Driving Pattern B

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

Driving Pattern C

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

Example

If the stored freeze frame data is as per the following

Engine speed: 850 rpm, Calculated load value: 30%, Engine coolant temperature: 80°C (176°F)

To be satisfied with driving pattern C, the vehicle should run under the following conditions

Engine speed: 475 - 1, 225 rpm, Calculated load value: 27 - 33%, Engine coolant temperature: more than 70°C (158°F)

Relationship Between MIL, DTC, 1st Trip DTC and Driving Patterns Except For "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Scheme 106

Explanation for Driving Patterns Except for "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Driving Pattern A

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

Driving Pattern B

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

DRIVING PATTERN A

Driving pattern A means a trip satisfying the following conditions.

1. Engine speed reaches 400 rpm or more.
2. Engine coolant temperature rises by 20°C (36°F) or more after starting the engine.
3. Engine coolant temperature reaches 70°C (158°F) or more.
4. The ignition switch is turned from ON to OFF.

Note. When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern A. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern A.

DRIVING PATTERN B

Driving pattern B means a trip satisfying the following conditions.

1. Engine speed reaches 400 rpm or more.
2. Engine coolant temperature reaches 70°C (158°F) or more.
3. Vehicle speed of 70 - 120 km/h (44 - 75 MPH) is maintained for 60 seconds or more under the control of closed loop.
4. Vehicle speed of 30 - 60 km/h (19 - 37 MPH) is maintained for 10 seconds or more under the control of closed loop.
5. Under the closed loop control condition, the following state reaches 12 seconds or more in total: Vehicle speed of 4 km/h (2 MPH) or less with idling condition.
6. The state of driving at 10 km/h (7 MPH) or more reaches 10 minutes or more in total.
7. A lapse of 22 minutes or more after engine start.

Note. Drive the vehicle at a constant velocity. When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern B. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern B.

DRIVING PATTERN C

Driving pattern C means operating vehicle as per the following

The following conditions should be satisfied at the same time

Engine speed: (Engine speed in the freeze frame data) ±375 rpm

Calculated load value: (Calculated load value in the freeze frame data) x (1±0.1) [%]

Engine coolant temperature condition

1. When the freeze frame data shows lower than 70°C (158°F), engine coolant temperature should be lower than 70°C (158°F).
2. When the freeze frame data shows higher than or equal to 70°C (158°F), engine coolant temperature should be higher than or equal to 70°C (158°F).

Note. When the same malfunction is detected regardless of the above vehicle conditions, reset the counter of driving pattern C. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern C. The 1st trip DTC will be cleared when C counter is counted once without the same malfunction after DTC is stored in ECM.

DRIVING PATTERN D

Driving pattern D means a trip satisfying the following conditions.

1. The state of driving at 40 km/h (25 MPH) reaches 300 seconds or more in total.
2. Idle speed lasts 30 seconds or more.
3. A lapse of 600 seconds or more after engine start.

Note. When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern D. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern D.

SRT SET TIMING

SRT is set as "CMPLT" after self-diagnosis has been performed one or more times. Completion of SRT is done regardless of whether the result is OK or NG. The set timing is different between OK and NG results and is shown in the table below.

When all SRT related self-diagnoses show OK results in a single cycle (Ignition OFF-ON-OFF), the SRT will indicate "CMPLT". --> Case 1 above

When all SRT related self-diagnoses show OK results through several different cycles, the SRT will indicate "CMPLT" at the time the respective self-diagnoses have at least one OK result. --> Case 2 above

If one or more SRT related self-diagnoses show NG results in 2 consecutive cycles, the SRT will also indicate "CMPLT". --> Case 3 above

The table above shows that the minimum number of cycles for setting SRT as "INCMP" is the number one (1) for each self-diagnosis (Case 1 & 2) or the number two (2) for one of self-diagnoses (Case 3). However, in preparation for the state emissions inspection, it is unnecessary for each self-diagnosis to be executed twice (Case 3) for the following reasons

1. The SRT will indicate "CMPLT" at the time the respective self-diagnoses have one (1) OK result.
2. The emissions inspection requires "CMPLT" of the SRT only with OK self-diagnosis results.
3. During SRT driving pattern, the 1st trip DTC (NG) is detected prior to "CMPLT" of SRT and the self-diagnosis memory must be erased from the ECM after repair.
4. If the 1st trip DTC is erased, all the SRT will indicate "INCMP". NOTE: SRT can be set as "CMPLT" together with the DTC(s). Therefore, DTC check must always be carried out prior to the state emission inspection even though the SRT indicates "CMPLT".

BULB CHECK MODE

Description

This function allows damage inspection in the MIL bulb (blown, open circuit, etc.).

Operation Procedure

1. Turn ignition switch ON.
2. The MIL on the instrument panel should stay ON. If it remains OFF, check MIL circuit. Refer to " «DIAGNOSIS PROCEDURE»(ref-672638-S41256662972014112400000) ".

SRT STATUS MODE

Description

This function allows to read if ECM has completed the self-diagnoses of major emission control systems and components. For SRT, refer to " DIAGNOSIS DESCRIPTION: SYSTEM READINESS TEST (SRT) CODE ".

Operation Procedure

Scheme 107

1. Turn ignition switch ON and wait 20 seconds.
2. SRT status is indicated as shown below. ECM continues to illuminate MIL if all SRT codes are set. ECM blinks MIL for about 10 seconds if all SRT codes are not set.

MALFUNCTION WARNING MODE

Description

In this function ECM turns on or blinks MIL when it detects a malfunction in the emission control system components and/or the powertrain control components (which affect vehicle emissions) to inform the driver that a malfunction has been detected.

Operation Procedure

1. Turn ignition switch ON.
2. Check that MIL illuminates. If it remains OFF, check MIL circuit. Refer to " «DIAGNOSIS PROCEDURE»(ref-672638-S41256662972014112400000) ".
3. Start engine and let it idle. For two trip detection logic diagnoses, ECM turns on MIL when it detects the same malfunction twice in the two consecutive driving cycles. For 1st trip detection logic diagnoses, ECM turns on MIL when it detects a malfunction in one driving cycle. ECM blinks MIL when it detects a malfunction that may damage the three way catalyst (misfire).

FUNCTION

DATA MONITOR MODE

Note. The following table includes information (items) inapplicable to this vehicle. For information (items) applicable to this vehicle, refer to CONSULT display items.

Monitored Item

For reference values of the following items, refer to " REFERENCE VALUE ".

Note. Any monitored item that does not match the vehicle being diagnosed is deleted from the display automatically.

WORK SUPPORT MODE

DIAGNOSIS SYSTEM WORK ITEM LIST

PHYSICAL VALUES

Note. ECM is located in the engine room left side near battery. Specification data are reference values. Pulse signal is measured by CONSULT.

Terminal No. Description Condition Value (Approx.) + - Signal name Input/Output 1 (G/W) 128 (B) Throttle control motor power supply Input [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 2 (P) 128 (B) Throttle control motor (Close) Output [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully released 0 - 14 V (1) 3 (SB) 128 (B) A/F sensor 1 heater (bank 2) Output [Engine is running] Warm-up condition Idle speed (More than 140 seconds after starting engine) 2.9 - 8.8 V (1) 5 (L) 128 (B) Throttle control motor (Open) Output [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully depressed 0 - 14 V (1) [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully released 0 - 14 V (1) 6 (BR/Y) 128 (B) A/F sensor 1 heater (bank 1) Output [Engine is running] Warm-up condition Idle speed (More than 140 seconds after starting engine) 2.9 - 8.8 V (1) 8 (P) 128 (B) Starter motor relay cut off signal Output [Ignition switch: ON] 0 V [Engine is running] Idle speed BATTERY VOLTAGE (11 - 14 V) 9 (L/B) 128 (B) Ignition signal No. 3 Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on rpm at idle 0 - 0.2 V (1) 10 (G/R) Ignition signal No. 2 11 (Y/R) Ignition signal No. 1 13 (GR/R) Ignition signal No. 6 [Engine is running] Warm-up condition Engine speed: 2, 000 rpm 0.1 - 0.4 V (1) 14 (P) Ignition signal No. 5 15 (W) Ignition signal No. 4 12 (B) - ECM ground - - - 16 (B/Y) - ECM ground - - - 19 (B) - Sensor ground (Throttle position sensor) - - - 22 (W) 128 (B) Throttle position sensor 1 Input [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully released More than 0.36 V [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully depressed Less than 4.75 V 23 (R) 128 (B) Throttle position sensor 2 Input [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully released Less than 4.75 V [Ignition switch: ON] Engine stopped Selector lever: D position Accelerator pedal: Fully depressed More than 0.36 V 24 (G) 19 (B) Sensor power supply (Throttle position sensor) - [Ignition switch: ON] 5 V 26 (W/L) 128 (B) Power supply for ECM (Backup) Input [Ignition switch: OFF] BATTERY VOLTAGE (11 - 14 V) 31 (W/B) 128 (B) ECM relay (Self shut-off) Output [Engine is running] [Ignition switch: OFF] A few seconds after turning ignition switch OFF 0 - 1.5 V [Ignition switch: OFF] More than a few seconds after turning ignition switch OFF BATTERY VOLTAGE (11 - 14 V) 33 (R/B) 128 (B) Fuel injector No. 1 Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on rpm at idle BATTERY VOLTAGE (11 - 14 V) (1) 44 (R/W) Fuel injector No. 2 45 (P/B) Fuel injector No. 6 46 (L/W) Fuel injector No. 5 [Engine is running] Warm-up condition Engine speed: 2, 000 rpm BATTERY VOLTAGE (11 - 14 V) (1) 47 (LG/R) Fuel injector No. 4 48 (R/Y) Fuel injector No. 3 34 (O) 128 (B) Throttle control motor relay Output [Ignition switch: ON --> OFF] 0 - 1.0 V --> BATTERY VOLTAGE (11 - 14 V) --> 0 V [Ignition switch: ON] 0 - 1.0 V 37 (P/B) 128 (B) Heated oxygen sensor 2 heater (bank 1) Output [Engine is running] Engine speed: Below 3, 600 rpm after the following conditions are met Engine: after warming up Keeping the engine speed between 3, 500 and 4, 000 rpm for 1 minute and at idle for 1 minute under no load 10 V (1) [Ignition switch: ON] Engine stopped [Engine is running] Engine speed: Above 3, 600 rpm BATTERY VOLTAGE (11 - 14 V) 38 (BR/W) 128 (B) Electronic controlled engine mount control solenoid valve Output [Engine is running] Idle speed 0 - 1.0 V [Engine is running] Engine speed: More than 950 rpm BATTERY VOLTAGE (11 - 14 V) 39 (V) 128 (B) VIAS control solenoid valve 1 Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition When revving engine up to 5, 000 rpm quickly BATTERY VOLTAGE (11 - 14 V) ↓ 0 - 1.0 V ↓ BATTERY VOLTAGE (11 - 14 V) 40 (GR/B) 128 (B) VIAS control solenoid valve 2 Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition When revving engine up to 5, 000 rpm quickly BATTERY VOLTAGE (11 - 14 V) ↓ 0 - 1.0 V ↓ BATTERY VOLTAGE (11 - 14 V) 41 (R) 128 (B) Heated oxygen sensor 2 heater (bank 2) Output [Engine is running] Engine speed: Below 3, 600 rpm after the following conditions are met Engine: after warming up Keeping the engine speed between 3, 500 and 4, 000 rpm for 1 minute and at idle for 1 minute under no load 10 V (1) [Ignition switch: ON] Engine stopped [Engine is running] Engine speed: Above 3, 600 rpm BATTERY VOLTAGE (11 - 14 V) 42 (P/L) 128 (B) EVAP canister purge volume control solenoid valve Output [Engine is running] Idle speed Accelerator pedal: Not depressed even slightly, after engine starting BATTERY VOLTAGE (11 - 14 V) (1) [Engine is running] Engine speed: approximately 2, 000 rpm (More than 100 seconds after starting engine) BATTERY VOLTAGE (11 - 14 V) (1) 43 (GR) 128 (B) Fuel pump relay Output [Ignition switch: ON] For 1 second after turning ignition switch: ON [Engine is running] 0 - 1.0 V 54 (R/G) 84 (Y/B) Sensor power supply [Crankshaft position sensor (POS)] - [Ignition switch: ON] 5 V 55 (R) 128 (B) Intake valve timing control solenoid valve (bank 1) Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition Engine speed: 2, 000 rpm 7 - 12 V (1) 56 (Y) 128 (B) Intake valve timing control solenoid valve (bank 2) Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition Engine speed: 2, 000 rpm 7 - 12 V (1) 57 (W) 128 (B) Heated oxygen sensor 2 (bank 1) Input [Engine is running] Revving engine from idle to 3, 000 rpm quickly after the following conditions are met Engine: after warming up Keeping the engine speed between 3, 500 and 4, 000 rpm for 1 minute and at idle for 1 minute under no load 0 - 1.0 V 58 (W/L) 128 (B) Heated oxygen sensor 2 (bank 2) Input [Engine is running] Revving engine from idle to 3, 000 rpm quickly after the following conditions are met Engine: after warming up Keeping the engine speed between 3, 500 and 4, 000 rpm for 1 minute and at idle for 1 minute under no load 0 - 1.0 V 59 (B) - Sensor ground (Heated oxygen sensor 2) - - - 63 (R) 64 (G) Refrigerant pressure sensor Input [Engine is running] Warm-up condition Both A/C switch and blower fan motor switch: ON (Compressor operates) 1.0 - 4.0 V 64 (G) - Sensor ground (Refrigerant pressure sensor) - - - 66 (BR) 68 (G/B) Battery current sensor Input [Engine is running] Battery: Fully charged (3) Idle speed 2.6 - 3.5 V 67 (W) 68 (G/B) Battery temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with battery temperature. 68 (G/B) - Sensor ground (Battery current sensor) - - - 69 (P) 73 (L) A/F sensor 1 (bank 1) Input [Ignition switch: ON] 2.2 V 70 (Y) 76 (B/R) Engine coolant temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with engine coolant temperature. 73 (L) 128 (B) A/F sensor 1 (bank 1) Input [Engine is running] Warm-up condition Engine speed: 2, 000 rpm 1.8 V Output voltage varies with air fuel ratio. 74 (L/Y) 80 (G/B) Intake air temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with intake air temperature. 75 (R/Y) 68 (G/B) Sensor power supply (Battery current sensor) - [Ignition switch: ON] 5 V 76 (B/R) - Sensor ground (Engine coolant temperature sensor/Engine oil temperature sensor) - - - 77 (V) 81 (LG) A/F sensor 1 (bank 2) Input [Ignition switch: ON] 2.2 V 78 (G) 76 (B/R) Engine oil temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with engine oil temperature. 80 (G/B) - Sensor ground (Mass air flow sensor/Intake air temperature sensor) - - - 81 (LG) 128 (B) A/F sensor 1 (bank 2) Input [Engine is running] Warm-up condition Engine speed: 2, 000 rpm 1.8 V Output voltage varies with air fuel ratio. 82 (O) 80 (G/B) Mass air flow sensor Input [Engine is running] Warm-up condition Idle speed 0.9 - 1.2 V [Engine is running] Warm-up condition Engine speed: 2, 500 rpm 1.6 - 1.9 V 83 (G/W) 88 (B/R) Sensor power supply [Camshaft position sensor (PHASE) (bank 1)] - [Ignition switch: ON] 5 V 84 (Y/B) - Sensor ground [Crankshaft position sensor (POS)] - - - 85 (B) 91 (-) Knock sensor (bank 1) Input [Engine is running] Idle speed 2.5 V (2) 86 (W) 91 (-) Knock sensor (bank 2) Input [Engine is running] Idle speed 2.5 V (2) 87 (R/W) 92 (Y/G) Sensor power supply [Camshaft position sensor (PHASE) (bank 2)] - [Ignition switch: ON] 5 V 88 (B/R) - Sensor ground [Camshaft position sensor (PHASE) (bank 1)] - - - 89 (W/B) 84 (Y/B) Crankshaft position sensor (POS) Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on rpm at idle 4.0 - 5.0 V (1) [Engine is running] Engine speed: 2, 000 rpm 4.0 - 5.0 V (1) 91 (-) - Sensor ground (Knock sensor) - - - 92 (Y/G) - Sensor ground [Camshaft position sensor (PHASE) (bank 2)] - - - 93 (BR/W) 92 (Y/G) Camshaft position sensor (PHASE) (bank 2) Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on rpm at idle 3.0 - 5.0 V (1) [Engine is running] Engine speed is 2, 000 rpm 3.0 - 5.0 V (1) 94 (W/R) 88 (B/R) Camshaft position sensor (PHASE) (bank 1) Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on rpm at idle 3.0 - 5.0 V (1) [Engine is running] Engine speed is 2, 000 rpm 3.0 - 5.0 V (1) 96 (BR/W) 64 (G) Sensor power supply (Refrigerant pressure sensor) - [Ignition switch: ON] 5 V 97 (W) 100 (B) Accelerator pedal position sensor 1 Input [Ignition switch: ON] Engine stopped Accelerator pedal: Fully released 0.5 - 1.0 V [Ignition switch: ON] Engine stopped Accelerator pedal: Fully depressed 4.2 - 4.8 V 98 (O) 116 (G) Accelerator pedal position sensor 2 Input [Ignition switch: ON] Engine stopped Accelerator pedal: Fully released 0.25 - 0.50 V [Ignition switch: ON] Engine stopped Accelerator pedal: Fully depressed 2.0 - 2.5 V 99 (P) 100 (B) Sensor power supply (Accelerator pedal position sensor 1) - [Ignition switch: ON] 5 V 100 (B) - Sensor ground (Accelerator pedal position sensor 1) - - - 101 (Y) 108 (BR) ASCD steering switch Input [Ignition switch: ON] ASCD steering switch: OFF 4 V [Ignition switch: ON] MAIN switch: Pressed 0 V [Ignition switch: ON] CANCEL switch: Pressed 1 V [Ignition switch: ON] RESUME/ACCELERATE switch: Pressed 3 V [Ignition switch: ON] SET/COAST switch: Pressed 2 V 102 (LG) 112 (V) EVAP control system pressure sensor Input [Ignition switch: ON] 1.8 - 4.8 V 103 (GR) 116 (G) Sensor power supply (Accelerator pedal position sensor 2) - [Ignition switch: ON] 5 V 104 (LG) - Data link connector Input/Output - - 106 (V) 128 (B) EVAP canister vent control valve Output [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 107 (W) 112 (V) Sensor power supply (EVAP control system pressure sensor) - [Ignition switch: ON] 5 V 108 (BR) - Sensor ground (ASCD steering switch) - - - 109 (G) 128 (B) Ignition switch Input [Ignition switch: OFF] 0 V [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 111 (Y) 120 (SB) Fuel tank temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with fuel tank temperature. 112 (V) - Sensor ground (EVAP control system pressure sensor) - - - 113 (P) - CAN communication line Input/Output - - 114 (L) - CAN communication line Input/Output - - 116 (G) - Sensor ground (Accelerator pedal position sensor 2) - - - 118 (R) 128 (B) PNP signal Input [Ignition switch: ON] Selector lever: P or N position BATTERY VOLTAGE (11 - 14 V) [Ignition switch: ON] Selector lever: Except above position 0 V 120 (SB) - Sensor ground (Fuel tank temperature sensor) - - - 121 (L) 128 (B) Power supply for ECM Input [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 122 (SB) 128 (B) Stop lamp switch Input [Ignition switch: OFF] Brake pedal: Fully released 0 V [Ignition switch: OFF] Brake pedal: Slightly depressed BATTERY VOLTAGE (11 - 14 V) 123 (B) 124 (B) - ECM ground - - - 126 (BR) 128 (B) ASCD brake switch Input [Ignition switch: ON] Brake pedal: Slightly depressed 0 V [Ignition switch: ON] Brake pedal: Fully released BATTERY VOLTAGE (11 - 14 V) 127 (B) 128 (B) - ECM ground - - - (1) Average voltage for pulse signal (Actual pulse signal can be confirmed by oscilloscope.) (2) This may vary depending on internal resistance of the tester. (3) Before measuring the terminal voltage, confirm that the battery is fully charged. Refer to " HOW TO HANDLE BATTERY "

Scheme 108

Scheme 109

Scheme 110

Scheme 111

Scheme 112

Scheme 113

Scheme 114

DETAILED FLOW

1. GET INFORMATION FOR SYMPTOM Get the detailed information from the customer about the symptom (the condition and the environment when the incident/malfunction occurred) using the "Diagnostic Work Sheet". (Refer to " «DIAGNOSTIC WORK SHEET»(ref-672625-S41511109212014112400000) ".) Ask if the customer requests I/M examination. Malfunction information, obtained: GO TO 2. No Malfunction information, but a request for I/M examination: GO TO 13 .
2. CHECK DTC Check DTC of "All DTC Reading". Perform the following procedure if DTC is displayed. Record DTC and freeze frame data. (Print them out with CONSULT or GST.) Erase only DTC of "ENGINE". With CONSULT: Refer to "How to Erase DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-672625-S10372405532014112400000) ". Without CONSULT: Refer to "How to Erase Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-672625-S25020738282014112400000) ". Turn ignition switch OFF. Study the relationship between the cause detected by DTC and the symptom described by the customer. (Symptom Table is useful. Refer to " «SYMPTOM TABLE»(ref-672638-S14334509972014112400000) ".) Check related service bulletins for information. Are any symptoms described and any DTCs detected? Symptom is described, DTC is detected: GO TO 3. Symptom is described, DTC is not detected: GO TO 4 . Symptom is not described, DTC is detected: GO TO 5 .
3. CONFIRM THE SYMPTOM Try to confirm the symptom described by the customer (except MIL ON). Also study the normal operation and fail-safe related to the symptom. Refer to " «DESCRIPTION»(ref-672638-S33480040562014112400000) " and " «FAIL-SAFE»(ref-672625-S11293846632014112400000) ". Diagnosis Work Sheet is useful to verify the incident. Verify relation between the symptom and the condition when the symptom is detected. : GO TO 5 .
4. CONFIRM THE SYMPTOM Try to confirm the symptom described by the customer. Also study the normal operation and fail-safe related to the symptom. Refer to " «DESCRIPTION»(ref-672638-S33480040562014112400000) " and " «FAIL-SAFE»(ref-672625-S11293846632014112400000) ". Diagnosis Work Sheet is useful to verify the incident. Verify relation between the symptom and the condition when the symptom is detected. : GO TO 6 .
5. PERFORM DTC CONFIRMATION PROCEDURE Perform DTC CONFIRMATION PROCEDURE for the displayed DTC, and then make sure that DTC is detected again. If two or more DTCs are detected, refer to " «DTC INSPECTION PRIORITY CHART»(ref-672625-S16711709492014112400000) " and determine trouble diagnosis order. NOTE: Freeze frame data is useful if the DTC is not detected. Perform Component Function Check if DTC CONFIRMATION PROCEDURE is not included in this Service Information. This simplified check procedure is an effective alternative though DTC cannot be detected during this check. If the result of Component Function Check is NG, it is the same as the detection of DTC by DTC CONFIRMATION PROCEDURE. Is DTC detected? YES: GO TO 10 . NO: Check according to " «INTERMITTENT INCIDENT»(ref-672611-S01525861502014112400000) ".
6. PERFORM BASIC INSPECTION Perform " «WORK PROCEDURE»(ref-672625-S39356364922014112400000) ". Do you have CONSULT? YES: GO TO 7. NO: GO TO 9 .
7. PERFORM SPEC IN DATA MONITOR MODE With CONSULT Make sure that "MAS A/F SE-B1", "MAS A/F SE-B2", "B/FUEL SCHDL", "A/F ALPHA-B1" and "A/F ALPHA-B2" are within the SP value using CONSULT "SPEC" in "DATA MONITOR" mode of "ENGINE". Refer to " «COMPONENT FUNCTION CHECK»(ref-672638-S23240835492014112400000) ". Is the measurement value within the SP value? YES: GO TO 9 . NO: GO TO 8.
8. DETECT MALFUNCTIONING PART BY TROUBLE DIAGNOSIS - SPECIFICATION VALUE Detect malfunctioning part according to " «DIAGNOSIS PROCEDURE»(ref-672638-S37231213442014112400000) ". Is a malfunctioning part detected? YES: GO TO 11 . NO: GO TO 9.
9. DETECT MALFUNCTIONING SYSTEM BY SYMPTOM TABLE Detect malfunctioning system according to " «SYMPTOM TABLE»(ref-672638-S14334509972014112400000) " based on the confirmed symptom in step 4 , and determine the trouble diagnosis order based on possible causes and symptoms. : GO TO 10.
10. DETECT MALFUNCTIONING PART BY DIAGNOSIS PROCEDURE Inspect according to Diagnosis Procedure of the system. NOTE: The Diagnosis Procedure described is based on open circuit inspection. A short circuit inspection is also required for the circuit check in the Diagnosis Procedure. For details, refer to " «CIRCUIT INSPECTION»(ref-672611-S23449458522014112400000) ". Is a malfunctioning part detected? YES: GO TO 11. NO: Monitor input data from related sensors or check voltage of related ECM terminals using CONSULT. Refer to " «REFERENCE VALUE»(ref-672625-S38402512872014112400000) ".
11. REPAIR OR REPLACE THE MALFUNCTIONING PART Repair or replace the malfunctioning part. Reconnect parts or connectors disconnected during Diagnosis Procedure again after repair and replacement. Check DTC. If DTC is displayed, erase it. With CONSULT: Refer to "How to Erase DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-672625-S10372405532014112400000) ". Without CONSULT: Refer to "How to Erase Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-672625-S25020738282014112400000) ". : GO TO 12.
12. FINAL CHECK When DTC was detected in step 2 , perform DTC CONFIRMATION PROCEDURE or Component Function Check again, and then make sure that the malfunction have been completely repaired. When symptom was described from the customer, refer to confirmed symptom in step 3 or 4 , and make sure that the symptom is not detected. Is DTC detected and does symptom remain? YES-1: DTC is detected: GO TO 10 . YES-2: Symptom remains: GO TO 6 . NO-1: No request for I/M examination from the customer: Before returning the vehicle to the customer, always erase unnecessary DTC in ECM and TCM ( With CONSULT: Refer to "How to Read DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-672625-S10372405532014112400000) ", Without CONSULT: Refer to "How to Read Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-672625-S25020738282014112400000) "). NO-2: I/M examination, requested from the customer: GO TO 13.
13. PREPARE FOR I/M EXAMINATION Set SRT codes. Refer to " «DESCRIPTION»(ref-672625-S41879649712014112400000) ". Erase permanent DTCs. Refer to " «DESCRIPTION»(ref-672625-S20417442512014112400000) ". : INSPECTION END.

Work Procedure

1. SAVE ECM DATA With CONSULT Turn ignition switch OFF. Reconnect all harness connectors disconnected. Turn ignition switch ON. Select "SAVING DATA FOR REPLC CPU" in "WORK SUPPORT" mode of "ENGINE" using CONSULT. Follow the instruction of CONSULT display. NOTE: Necessary data in ECM is copied and saved to CONSULT. Go to Step 2 regardless of with or without success in saving data. : GO TO 2.
2. CHECK ECM PART NUMBER Check ECM part number to see whether it is blank ECM or not. NOTE: Part number of blank ECM is 23703 - xxxxx. Check part number when ordering ECM or the one included in the label on the container box. Is the ECM a blank ECM? YES: GO TO 3. NO: GO TO 5 .
3. SAVE ECM PART NUMBER Read out the part number from the old ECM and save the number, following the programming instructions. Refer to CONSULT Operation Manual. NOTE: The ECM part number is saved in CONSULT. Even when ECM part number is not saved in CONSULT, go to 4. : GO TO 4.
4. PERFORM ECM PROGRAMMING After replacing ECM, perform the ECM programming. Refer to CONSULT Operation Manual. NOTE: Refer to " «REMOVAL AND INSTALLATION»(ref-672638-S41961629162014112400000) " for replacement of ECM. During programming, maintain the following conditions: Ignition switch: ON Electric load: OFF Brake pedal: Not depressed Battery voltage: 12 - 13.5 V (Be sure to check the value of battery voltage by selecting "BATTERY VOLT" in "Data monitor" of CONSULT.) : GO TO 6 .
5. REPLACE ECM Replace ECM. Refer to " «REMOVAL AND INSTALLATION»(ref-672638-S41961629162014112400000) ". : GO TO 6.
6. PERFORM INITIALIZATION OF IVIS (NATS) SYSTEM AND REGISTRATION OF ALL IVIS (NATS) IGNITION KEY IDS Refer to " «ECM: WORK PROCEDURE»(ref-672643-S14948856922014112400000) ". : GO TO 7.
7. CHECK ECM DATA STATUS Check if the data is successfully copied from the ECM at Step 1 (before replacement) and saved in CONSULT. Is the data saved successfully? YES: GO TO 8. NO: GO TO 9 .
8. WRITE ECM DATA With CONSULT Select "WRITING DATA FOR REPLC CPU" in "WORK SUPPORT" mode of "ENGINE" using CONSULT. Follow the instruction of CONSULT display. NOTE: The data saved by "SAVING DATA FOR REPLC CPU" is written to ECM. : GO TO 10 .
9. PERFORM VIN REGISTRATION Refer to " «WORK PROCEDURE»(ref-672625-S32231612672014112400000) ". : GO TO 10.
10. PERFORM ACCELERATOR PEDAL RELEASED POSITION LEARNING Perform Accelerator Pedal Released Position Learning. Refer to " «WORK PROCEDURE»(ref-672625-S42429012022014112400000) ". : GO TO 11.
11. PERFORM THROTTLE VALVE CLOSED POSITION LEARNING Perform Throttle Valve Closed Position Learning. Refer to " «WORK PROCEDURE»(ref-672625-S35212184942014112400000) ". : GO TO 12.
12. PERFORM IDLE AIR VOLUME LEARNING Perform Idle Air Volume Learning. Refer to " «WORK PROCEDURE»(ref-672625-S41087216452014112400000) ". : END

1. START Check that accelerator pedal is fully released. Turn ignition switch ON and wait at least 2 seconds. Turn ignition switch OFF and wait at least 10 seconds. Turn ignition switch ON and wait at least 2 seconds. Turn ignition switch OFF and wait at least 10 seconds. : END

1. START WITH CONSULT Turn ignition switch ON. Select "CLSD THL POS LEARN" in "WORK SUPPORT" mode. Follow the instructions on the CONSULT display. Turn ignition switch OFF and wait at least 10 seconds. Check that throttle valve moves during the above 10 seconds by confirming the operating sound. WITHOUT CONSULT Start the engine. NOTE: Coolant temperature is less than 25°C (77°F) before engine starts. Warm up the engine. NOTE: Warm up the engine until "COOLAN TEMP/S" on "DATA MONITOR" of CONSULT reaches more than 65°C (149°F). Turn ignition switch OFF and wait at least 10 seconds. NOTE: Check that throttle valve moves during the above 10 seconds by confirming the operating sound. : END

1. START With CONSULT Start engine and warm it up to normal operating temperature. Select "SELF-LEARNING CONT" in "WORK SUPPORT" mode with CONSULT. Clear mixture ratio self-learning value by touching "CLEAR". With GST Start engine and warm it up to normal operating temperature. Turn ignition switch OFF. Disconnect mass air flow sensor harness connector. Restart engine and let it idle for at least 5 seconds. Stop engine and reconnect mass air flow sensor harness connector. Select Service $03 with GST. Check that DTC P0102 is detected. Select Service $04 with GST to erase the DTC P0102. : END

1. CHECK VIN Check the VIN of the vehicle and note it. Refer to " «INFORMATION ABOUT IDENTIFICATION OR MODEL CODE»(ref-672611-S25788333472014112400000) ". : GO TO 2.
2. PERFORM VIN REGISTRATION With CONSULT Turn ignition switch ON with engine stopped. Select "VIN REGISTRATION" in "WORK SUPPORT" mode. Follow the instructions on the CONSULT display. : END

With CONSULT

1. Turn ignition switch ON.
2. Perform " «FUEL PRESSURE RELEASE»(ref-672625-S16778918212014112400000) " in "WORK SUPPORT" mode with CONSULT.
3. Start engine.
4. After engine stalls, crank it 2 or 3 times to release all fuel pressure.
5. Turn ignition switch OFF.

Scheme 115

1. Remove fuel pump fuse (2) located in IPDM E/R (1).
2. Start engine.
3. After engine stalls, crank it 2 or 3 times to release all fuel pressure.
4. Turn ignition switch OFF.
5. Reinstall fuel pump fuse after servicing fuel system.

FUEL PRESSURE CHECK

Note. Prepare pans or saucers under the disconnected fuel line because the fuel may spill out. The fuel pressure cannot be completely released because this models do not have fuel return system. Be careful not to scratch or get the fuel hose connection area dirty when servicing, so that the quick connector o-ring maintains seal ability. Use Fuel Pressure Gauge Kit [SST: - (J-44321)] and Fuel Pressure Adapter [SST: - (J-44321-6)] to check fuel pressure.

Scheme 116

1. Release fuel pressure to zero.
2. Remove fuel hose using Quick Connector Release [SST: - (J-45488)]. Do not twist or kink fuel hose because it is plastic hose. Do not remove fuel hose (1) from quick connector. Keep fuel hose connections clean.
3. Install Fuel Pressure Adapter [SST: - (J-44321-6)] (B) and Fuel Pressure Gauge kit [SST: - (J44321)] (A) as shown in figure below. Do not distort or bend fuel rail tube when installing fuel pressure gauge adapter. When reconnecting fuel hose, check the original fuel hose for damage and abnormality.
4. Turn ignition switch ON (reactivate fuel pump) and check for fuel leakage.
5. Start engine and check for fuel leakage.
6. Read the indication of fuel pressure gauge kit [SST: - (J-44321)]. During fuel pressure check, check for fuel leakage from fuel connection every 3 minutes. At idling: Approximately 350 kPa (3.57 kg/cm 2 , 51 psi)
7. If result is unsatisfactory, go to next step.
8. Check the following. Fuel hoses and fuel tubes for clogging Fuel filter for clogging Fuel pump Fuel pressure regulator for clogging
9. If OK, replace fuel pressure regulator. If NG, repair or replace malfunctioning part.
10. Before disconnecting Fuel Pressure Gauge kit [SST: - (J-44321)] and Fuel Pressure Adapter [SST: - (J-44321-6)], release fuel pressure to zero.

In order to set all SRTs, the self-diagnoses as in the "SRT ITEM" table must have been performed at least once. Each diagnosis may require actual driving for a long period of time under various conditions.

SRT ITEM

The table below shows required self-diagnostic items to set the SRT to "CMPLT".

SRT SERVICE PROCEDURE

If a vehicle has failed the state emissions inspection due to one or more SRT items indicating "INCMP", review the flowchart diagnostic sequence, referring to the following flowchart.

Scheme 117

SRT Set Driving Pattern

Scheme 118

*1: Depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH), then release the accelerator pedal and keep it released for more than 10 seconds. Depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH) again.

*2: Checking the vehicle speed with GST is advised.

1. The time required for each diagnosis varies with road surface conditions, weather, altitude, individual driving habits, etc.
2. "Zone A" is the fastest time where required for the diagnosis under normal conditions*. If the diagnosis is not completed within "Zone A", the diagnosis can still be performed within "Zone B".

*: Normal conditions

1. Sea level
2. Flat road
3. Ambient air temperature: 20 - 30°C (68 - 86°F) NOTE: Diagnosis is performed as quickly as possible under normal conditions. However, under other conditions, diagnosis may also be performed. [For example: ambient air temperature other than 20 - 30°C (68 - 86°F)]

Scheme 119

Scheme 120

1. CHECK DTC Check DTC. Is any DTC detected? YES: Repair malfunction(s) and erase DTC. Refer to " «DTC INDEX»(ref-672625-S01367364052014112400000) ". NO: GO TO 2.
2. CHECK SRT STATUS With CONSULT Select "SRT STATUS" in "DTC & SRT CONFIRMATION" mode with CONSULT. Without CONSULT Perform "SRT status" mode with " «ON BOARD DIAGNOSIS FUNCTION»(ref-672625-S25020738282014112400000) ". With GST Select Service $01 with GST. Is SRT code(s) set? YES: GO TO 12 . NO-1: With CONSULT: GO TO 3. NO-2: Without CONSULT: GO TO 4 .
3. DTC CONFIRMATION PROCEDURE Select "SRT WORK SUPPORT" in "DTC & SRT CONFIRMATION" mode with CONSULT. For SRT(s) that is not set, perform the corresponding "DTC CONFIRMATION PROCEDURE" according to the "Performance Priority" in the "SRT ITEM" table. Refer to " «DESCRIPTION»(ref-672625-S41879649712014112400000) ". Check DTC. Is any DTC detected? YES: Repair malfunction(s) and erase DTC. Refer to " «DTC INDEX»(ref-672625-S01367364052014112400000) ". NO: GO TO 11 .
4. PERFORM ROAD TEST Check the "Performance Priority" in the "SRT ITEM" table. Refer to " «DESCRIPTION»(ref-672625-S41879649712014112400000) ". Perform the most efficient SRT set driving pattern to set the SRT properly. Refer to " «SRT SET DRIVING PATTERN»(ref-672625-S39340772622014112400000) ". In order to set all SRTs, the SRT set driving pattern must be performed at least once. : GO TO 5.
5. PATTERN 1 Check the vehicle condition; Engine coolant temperature is -10 to 35°C (14 to 95°F). Fuel tank temperature is more than 0°C (32°F). Start the engine. Keep engine idling until the engine coolant temperature is greater than 70°C (158°F) NOTE: ECM terminal voltage is follows; Engine coolant temperature -10 to 35°C (14 to 95°F): 3.0 - 4.3 V 70°(158°F): Less than 4.1 V Fuel tank temperature: Less than 1.4 V Refer to " «REFERENCE VALUE»(ref-672625-S38402512872014112400000) ". : GO TO 6.
6. PATTERN 2 Drive the vehicle. And depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH), then release the accelerator pedal and keep it released for more than 10 seconds. Depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH) again NOTE: Checking the vehicle speed with GST is advised. When steady-state driving is performed again even after it is interrupted, each diagnosis can be conducted. In this case, the time required for diagnosis may be extended. : GO TO 7.
7. PATTERN 3 Operate vehicle following the driving pattern shown in the figure below. Release the accelerator pedal during deceleration of vehicle speed from 90 km/h (56 MPH) to 0 km/h (0 MPH). : GO TO 8.
8. PATTERN 4 Operate vehicle, following the driving pattern shown in the figure below. Drive the vehicle in a proper gear at 60 km/h (38 MPH) and maintain the speed. Release the accelerator pedal fully at least 5 seconds. Repeat the above two steps at least 5 times. : GO TO 9.
9. PATTERN 5 The accelerator pedal must be held very steady during steady-state driving. If the accelerator pedal is moved, the test must be conducted again. : GO TO 10.
10. PATTERN 6 Start the engine and wait at least 2 hours. Turn ignition OFF and wait at least 90 minutes. : GO TO 11.
11. CHECK SRT STATUS With CONSULT Select "SRT STATUS" in "DTC & SRT CONFIRMATION" mode with CONSULT. Without CONSULT Perform "SRT status" mode with " «ON BOARD DIAGNOSIS FUNCTION»(ref-672625-S25020738282014112400000) ". With GST Select Service $01 with GST. Is SRT(s) set? YES: GO TO 12. NO: Call TECH LINE or take appropriate action.
12. CHECK PERMANENT DTC NOTE: Permanent DTC cannot be checked with a tool other than CONSULT or GST. With CONSULT Select "SRT STATUS" in "DTC & SRT CONFIRMATION" mode with CONSULT. With GST Select Service $0A with GST. Is permanent DTC(s) detected? YES: Proceed to " «DESCRIPTION»(ref-672625-S20417442512014112400000) ". NO: END

When a DTC is stored in ECM

When a DTC is stored in ECM and MIL is ON, a permanent DTC is erased with MIL shutoff if the same malfunction is not detected after performing the driving pattern for MIL shutoff three times in a raw.

Scheme 121

When a DTC is not stored in ECM

The erasing method depends on a permanent DTC stored in ECM. Refer to the following table.

Note. If the applicable permanent DTC includes multiple groups, perform the procedure of Group B first. If the permanent DTC is not erased, perform the procedure of Group A.