Engine Control System (Introduction) (Usa & Canada): Other Nissan Rogue II

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 article of this Service Information

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

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 61

Special Service Tools

The actual shape of the tools may differ from those illustrated here.

Tool number (Kent-Moore No.) Tool name Description (J-44321) Fuel pressure gauge kit Checks fuel pressure KV10120000 Fuel tube adapter Measures fuel pressure

Scheme 62

Scheme 63

Commercial Service Tools

Tool name (Kent-Moore No.) Description Leak detector i.e.: (J-41416) Locates the EVAP leak EVAP service port adapter i.e.: (J-41413-OBD) Applies 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 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 antiseize 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 64

Scheme 65

Scheme 66

Scheme 67

Scheme 68

Scheme 69

Scheme 70

Scheme 71

Scheme 72

ECM

The ECM consists of a microcomputer and connectors for signal input and output and for power supply. The ECM controls the engine.

Scheme 73

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 74

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 75

Electric Throttle Control Actuator

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

Scheme 76

THROTTLE CONTROL MOTOR RELAY

Power supply for the throttle control motor is provided to the ECM via throttle control motor relay. The throttle control motor relay is ON/OFF controlled by the ECM. When the ignition switch is turned ON, the ECM sends an ON signal to throttle control motor relay and battery voltage is provided to the ECM. When the ignition switch is turned OFF, the ECM sends an OFF signal to throttle control motor relay and battery voltage is not provided to the ECM.

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 77

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 78

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 79

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 sends the control signal to the fuel pump control module, which in turn controls the fuel pump.

Scheme 80

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.

Scheme 81

TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS

MASS AIR FLOW SENSOR

The mass air flow sensor is placed in the stream of intake air. It measures the intake flow rate by measuring a part of the entire intake flow. The MAF sensor controls the temperature of the heater in sensing element to a certain amount. The temperature distribution around the heater changes according to the increase in intake air volume. The change is detected by a thermistor and the air volume data is sent to ECM by the MAF sensor.

Scheme 82

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.

TEMPERATURE AND VOLTAGE SPECIFICATIONS

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 83

TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS

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 84

Scheme 85

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.

Scheme 86

ECM receives the signals as shown in the figure below.

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 87

Intake Valve Timing Intermediate Lock Control Solenoid Valve

Intake valve timing intermediate lock control solenoid valve is activated by ON/OFF signals from the ECM.

The intake valve timing intermediate lock control solenoid valve opens/closes the path of oil pressure acting on the lock key in the camshaft sprocket (INT).

1. When the solenoid valve becomes ON, oil pressure to the lock key is trained to perform intermediate lock.
2. When the solenoid valve becomes OFF, oil pressure is acted on the lock key to release the intermediate lock.

Exhaust Valve Timing Control Position Sensor

Exhaust valve timing control position sensor detects the protrusion of the signal plate installed to the exhaust camshaft front end.

This sensor signal is used for sensing a position of the exhaust camshaft. 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.

Scheme 88

Exhaust Valve Timing Control Solenoid Valve

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

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

The longer pulse width retards valve angle.

The shorter pulse width advances valve angle.

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

Intake Manifold Runner Control Valve

Intake manifold runner control valve (1) is integrated to intake manifold.

Intake manifold runner control valve is mounted each port of the intake manifold and opened/closed by the intake manifold runner control valve motor.

ECM controls the intake manifold runner control valve motor, according to signals of engine speed, water temperature, etc. and stabilizes combustion by generating a strong tunable flow.

Scheme 89

INTAKE MANIFOLD RUNNER CONTROL VALVE MOTOR

Intake manifold runner control valve motor is connected to the rear end of the valve shaft.

The motor opens or closes the valve by the output signal of the ECM.

INTAKE MANIFOLD RUNNER CONTROL VALVE POSITION SENSOR

Intake manifold runner control valve position sensor is connected to the front end of the valve shaft.

The sensor consists of valuable resister. It senses the valve shaft movement and feeds the voltage signals to the ECM.

Air Fuel Ratio (A/F) Sensor 1

The sensor element of the A/F sensor 1 is composed an electrode layer, which transports ions. It has a heater in the element.

Scheme 90

The sensor is capable of precise measurement lambda = 1, but also in the lean and rich range. Together with its control electronics, the sensor outputs a clear, continuous signal throughout a wide lambda range.

The exhaust gas components diffuse through the diffusion layer at the sensor cell. An electrode layer is applied voltage, and this current relative oxygen density in lean. Also this current relative hydrocarbon density in rich.

Therefore, the A/F sensor 1 is able to indicate air fuel ratio by this electrode layer of current. In addition, a heater is integrated in the sensor to ensure the required operating temperature of approximately 760°C (1, 400°F).

Scheme 91

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

The heated oxygen sensor 2, after three way catalyst (manifold), monitors the oxygen level in the exhaust gas.

Even if switching characteristics of the air fuel ratio (A/F) sensor 1 are shifted, the air fuel ratio is controlled to stoichiometric, by the signal from the heated oxygen sensor 2.

This sensor is made of ceramic zirconia. The zirconia generates voltage from approximately 1 V in richer conditions to 0 V in leaner conditions.

Under normal conditions the heated oxygen sensor 2 is not used for engine control operation.

Scheme 92

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.

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 93

Engine Oil Pressure Sensor

The engine oil pressure (EOP) sensor is detects engine oil pressure and transmits a voltage signal to the ECM.

Scheme 94

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.

VOLTAGE AND RESISTANCE SPECIFICATIONS

Cooling Fan

The ECM controls the cooling fan corresponding to the vehicle speed, engine coolant temperature, refrigerant pressure, and air conditioner ON signal. The control system has 4-step control [HIGH/MIDDLE/LOW/OFF]. Cooling fan operates at each speed when the current flows in the cooling fan motor.

Refer to " COOLING FAN CONTROL: SYSTEM DESCRIPTION " for cooling fan operation.

EVAP Canister

EVAP canister stores the generated fuel vapors in the sealed fuel tank to activated charcoals of EVAP canister when the engine is not operating or when refueling to the fuel tank.

Scheme 95

EVAP Canister Purge Volume Control Solenoid Valve

The EVAP canister purge volume control solenoid valve uses a ON/OFF duty 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 96

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 97

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 98

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 99

Stop Lamp Switch & Brake Pedal Position Switch

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

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

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.

Information Display

The operation mode of the ASCD is indicated on the information display in the combination meter.

ECM transmits the status signal to the combination meter via CAN communication according to ASCD operation.

Scheme 100

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 then 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.

Scheme 101

Scheme 102

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 103

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 is changed from N to D
6. High-load, high-speed operation

< Fuel decrease >

1. During deceleration
2. During high engine speed operation

Scheme 104

The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control. The three way catalyst (manifold) can then 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 long-term to compensate for continual deviation of the short term fuel trim from the central value. Such deviation will occur due to individual engine differences, wear over time and changes in the usage environment.

Scheme 105

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 firing order. This system is used when the engine is running.
2. Simultaneous Multiport Fuel Injection System Fuel is injected simultaneously into all four cylinders twice each engine cycle. In other words, pulse signals of the same width are simultaneously transmitted from the ECM. The four injectors will then receive the signals two 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 106

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 is changed from N to D
6. High-load, high-speed operation

< Fuel decrease >

1. During deceleration
2. During high engine speed operation

MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)

The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control. The three way catalyst (manifold) can then 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

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 long-term to compensate for continual deviation of the short term fuel trim from the central value. Such deviation will occur due to individual engine differences, wear over time and changes in the usage environment.

FUEL INJECTION TIMING

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 firing order. This system is used when the engine is running.
2. Simultaneous Multiport Fuel Injection System Fuel is injected simultaneously into all four cylinders twice each engine cycle. In other words, pulse signals of the same width are simultaneously transmitted from the ECM. The four injectors will then receive the signals two 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 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 107

INTAKE VALVE TIMING CONTROL

System Diagram

Scheme 108

System Description

Scheme 109

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.

INTAKE VALVE TIMING INTERMEDIATE LOCK CONTROL

System Diagram

Scheme 110

System Description

The intake valve timing intermediate lock control improves the cleaning ability of exhaust gas at cold starting by fixing the camshaft sprocket (INT) with two lock keys and bringing the cam phase into intermediate phase.

Scheme 111

Cam phase is fixed at the intermediate phase by two lock keys in the camshaft sprocket (INT). Lock key 1 controls retard position and lock key 2 controls advance position.

ECM controls the intermediate phase lock by opening/closing the intake valve timing intermediate lock control solenoid valve to control oil pressure acting on the lock key and locking/unlocking the lock key.

Lock/Unlock Activation

When ECM activates the intake valve timing intermediate lock control solenoid valve, oil pressure generated in the oil pump is drained through the oil pressure path in the control valve. Since oil pressure is not acted on the lock key, the lock key position is fixed by the spring tension and the cam phase is fixed at the intermediate phase.

When ECM deactivates the intake valve timing intermediate lock control solenoid valve, unlocking oil pressure acts on each lock key. Lock key 1 is not released because it is under load due to sprocket rotational force. For this reason, lock key 2 is released first by being pushed up by unlocking oil pressure. When lock key 2 is released, some clearance is formed between lock key 1 and the rotor due to sprocket rotational force and return spring force. Accordingly, lock key 1 is pushed up by unlocking oil pressure and the intermediated phase lock is released.

Scheme 112

When stopping the engine

When the ignition switch is turned from idle state to OFF, ECM receives an ignition switch signal from BCM via CAN communication and activates the intake valve timing intermediate lock control solenoid valve and drains oil pressure acting on the lock key before activating the intake valve timing control solenoid valve and operating the cam phase toward the advance position.

The cam phase is fixed by the lock key when shifting to the intermediated phase and ECM performs Lock judgment to stop the engine.

When starting the engine

When starting the engine by cold start, ECM judges the locked/unlocked state when ignition switch is turned ON. When judged as locked state (fixed at the intermediate phase), the intake valve timing intermediate lock control solenoid valve is activated. Since oil pressure does not act on the lock key even when the engine is started, the cam phase is fixed at the intermediate phase and the intake valve timing control is not performed. When the engine stops without locking the cam phase at the intermediate phase due to an engine stall and the state is not judged as locked, the intake valve timing intermediate lock control solenoid valve and the intake valve timing control solenoid valve are activated and the cam phase shifts to the advanced position to be locked at the intermediate phase. Even when not locked in the intermediate lock phase due to no oil pressure or low oil pressure, a ratchet structure of the camshaft sprocket (INT) rotor allows the conversion to the intermediate phase in stages by engine vibration.

When engine coolant temperature is more than 60°C, the intake valve timing is controlled by deactivating the intake valve timing intermediate lock control solenoid valve and releasing the intermediate phase lock.

When the engine is started after warming up, ECM releases the intermediate phase lock immediately after the engine start and controls the intake valve timing.

Scheme 113

Scheme 114

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

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

Scheme 115

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.

The ASCD operation status is indicated by two indicators (CRUISE and SET on the information display) on the combination meter. If any malfunction occurs in ASCD system, SET indicator blinks and ASCD control is deactivated.

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

WARNING/INDICATOR/CHIME LIST: Warning lamps/Indicator lamps

WARNING

INDICATOR/INFORMATION

Name Design Function (1) CRUISE indicator (2) SET indicator " AUTOMATIC SPEED CONTROL DEVICE (ASCD): SYSTEM DESCRIPTION "

Scheme 116

DESIGN/PURPOSE

When a malfunction which increases exhaust gases is detected, ECM turns ON MIL and informs the driver of the necessity of inspection and repair.

When a malfunction which causes damage to the catalyst is detected, ECM immediately blinks MIL to alert the driver.

Scheme 117

BULB CHECK

The bulb turns ON after turning ON the ignition switch (engine stop) and turns OFF after restarting the engine.

SIGNAL PATH

1. When the lighting conditions of the malfunction indicator lamp (MIL) are satisfied, ECM transmits a malfunction indicator lamp (MIL) signal to the combination meter via CAN communication.
2. The combination meter turns ON or blinks the malfunction indicator lamp (MIL), according to a signal received from ECM.

LIGHTING CONDITION

When all of the following conditions are satisfied

1. Ignition switch: ON
2. DTC which influences on exhaust gasses is judged.

For DTCs that the malfunction indicator lamp turns ON and the number of DTC diagnosis trips, refer to " DTC INDEX ".

SHUTOFF CONDITION

When any of the following conditions is satisfied

1. Ignition switch: OFF
2. Erase DTC

Note. For the conditions of erasing DTC, refer to " DIAGNOSIS DESCRIPTION: DTC AND FREEZE FRAME DATA ".

Scheme 118

When engine oil pressure is low, the engine oil pressure warning informs the driver of low oil pressure to prevent damage to the engine.

Symbol Message Low oil pressure: See owner's Manual

Not applicable

ECM calculates an engine oil pressure according to a signal transmitted from the engine oil pressure sensor. After engine running when the engine oil pressure is low and at least 5 seconds, ECM transmits the engine oil pressure warning signal to combination meter via CAN communication. Then the engine oil pressure warning displays.

When all of the following conditions for at least 5 seconds are satisfied

1. Ignition switch: ON
2. Engine oil pressure is less than specified value.
3. Engine speed is more than 500 RPM.

When any of the following conditions is satisfied

1. Ignition switch: OFF
2. Engine oil pressure is the specified value or more.
3. Engine speed is less than 500 RPM.

Scheme 119

Warn the driver that the fuel filler cap is left opened.

Symbol Message Loose Fuel Cap

Scheme 120

For detailes, refer to " FUEL FILLER CAP WARNING SYSTEM: SYSTEM DESCRIPTION ".

Scheme 121

Scheme 122

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.

SET SPEED RANGE

ASCD system can be set the following vehicle speed.

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

For details about patterns B and C under "Fuel Injection System" and "Misfire", see "EXPLANATION FOR DRIVING PATTERNS FOR "MISFIRE < EXHAUST QUALITY DETERIORATION >", "FUEL INJECTION SYSTEM" below figure.

For details about patterns A and B under Other, see "EXPLANATION FOR DRIVING PATTERNS FOR "MISFIRE < EXHAUST QUALITY DETERIORATION >", "FUEL INJECTION SYSTEM" below figure.

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

Scheme 123

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 124

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-616733-S41957624432014051900000) ".

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 125

1. Turn ignition switch ON and wait 20 seconds.
2. SRT status is indicated as shown blow. 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-616733-S41957624432014051900000) ".
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

1. Diagnostic trouble codes
2. 1st trip diagnostic trouble codes
3. Freeze frame data
4. 1st trip freeze frame data
5. System readiness test (SRT) codes
6. Test values

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

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

WORK SUPPORT MODE

Work Item

PHYSICAL VALUES

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

Terminal No. (Wire color) Description Condition Value (Approx.) + - Signal name Input/Output 1 (G) 128 (BR) Throttle control motor (Close) Output [Ignition switch: ON] Engine stopped Selector lever: D Accelerator pedal: Fully released 1.8 V (1) 2 (GR) 128 (BR) Throttle control motor power supply Input [Ignition switch: ON] Battery voltage (11 - 14 V) 3 (L) 128 (BR) Throttle control motor (Open) Output [Ignition switch: ON] Engine stopped Selector lever: D Accelerator pedal: Fully depressed 3.2 V (1) 4 (W) 8 (-) Knock sensor Input [Engine is running] Idle speed 2.5 V 8 (-) - Sensor ground (Knock sensor shield circuit) - - - 9 (Y) 10 (P) 13 (L) 14 (G) 128 (BR) Fuel injector No. 4 Fuel injector No. 3 Fuel injector No. 1 Fuel injector No. 2 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) [Engine is running] Warm-up condition Engine speed: 2, 000 RPM Battery voltage (11 - 14 V) (1) 16 (BR) - ECM ground - - - 17 (BG) 128 (BR) 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: About 2, 000 RPM (More than 100 seconds after starting engine.) Battery voltage (11 - 14 V) (1) 18 (P) 128 (BR) Fuel pump relay Output [Ignition switch: ON] For 1 second after turning ignition switch ON [Engine is running] 0 - 1.0 V [Ignition switch: ON] More than 1 second after turning ignition switch ON Battery voltage (11 - 14 V) 21 (V) 128 (BR) Throttle control motor relay Output [Ignition switch: OFF] Battery voltage (11 - 14 V) [Ignition switch: ON] 0 - 1.0 V 22 (Y) 23 (B) Heated oxygen sensor 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 23 (B) - Sensor ground (Heated oxygen sensor 2) - - - 25 (P) 26 (BR) Engine oil temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with engine oil temperature. 26 (BR) - Sensor ground (Engine oil temperature sensor) - - - 27 (L) - Sensor ground (Engine coolant temperature sensor) - - - 28 (G) 27 (L) Engine coolant temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with engine coolant temperature. 30 (R) - Sensor ground [Camshaft position sensor (PHASE)] - - - 31 (W) 30 (R) Camshaft position sensor (PHASE) Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 1.0 - 2.0 (1) [Engine is running] Engine speed is 2, 000 RPM 1.0 - 2.0 (1) 32 (B) - Sensor power supply [Camshaft position sensor (PHASE)] - [Ignition switch: ON] 5.0 V 33 (V) 34 (GR) Intake air temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with intake air temperature. 34 (GR) - Sensor ground (Mass air flow sensor, intake air temperature sensor) - - - 35 (BR) 34 (GR) Mass air flow sensor Input [Ignition switch: ON] Engine stopped 1.3 V [Engine is running] Warm-up condition Idle speed 1.3 - 1.6 V [Engine is running] Warm-up condition Engine is revving from idle to about 4, 000 RPM 1.3 - 1.6 to 2.5 V (Check for linear voltage rise in response to engine being increased to about 4, 000 rpm.) 36 (L) - Sensor power supply (Mass air flow sensor, intake air temperature sensor) - [Ignition switch: ON] 5.0 V 37 (-) - Shield - - - 38 (SB) - Sensor ground (Engine oil pressure sensor) - - - 39 (P) 38 (SB) Engine oil pressure sensor Input [Engine is running] Warm-up condition Idle speed 1.3 V (1) [Engine is running] Warm-up condition Engine speed is 2, 000 RPM 2.7 V (1) 40 (W) 38 (SB) Sensor power supply (Engine oil pressure sensor) - [Ignition switch: ON] 5.0 V 41 (Y) 128 (BR) A/F sensor 1 Input [Ignition switch: ON] 2.2 V 42 (B) - Sensor ground [Exhaust valve timing control position sensor] - - - 43 (LG) 42 (B) Exhaust valve timing control position sensor Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 1.0 - 2.0 (1) [Engine is running] Engine speed is 2, 000 RPM 1.0 - 2.0 (1) 44 (Y) - Sensor power supply [Exhaust valve timing control position sensor] - [Ignition switch: ON] 5 V 45 (G) 128 (BR) A/F sensor 1 Input [Engine is running] Engine speed is 2, 000 RPM 1.8 V Output voltage varies with air fuel ratio. 49 (G) 128 (BR) Intake manifold runner control valve motor (Close) Output [Ignition switch ON] Engine coolant temperature: Between -7°C (19°F) and 60°C (140°F) Accelerator pedal: Depressed --> fully released Battery voltage appears for about 1 second. 50 (V) 128 (BR) Intake manifold runner control valve motor power supply Input [Ignition switch: ON] Battery voltage (11 - 14 V) 51 (Y) 128 (BR) Intake manifold runner control valve motor (Open) Output [Ignition switch ON] Engine coolant temperature: Between -7°C (19°F) and 60°C (140°F) Accelerator pedal: Fully released --> depressed Battery voltage appears for about 1 second. 52 (B) - ECM ground - - - 53 (P) 128 (BR) A/F sensor 1 heater Input [Engine is running] Warm-up condition Idle speed (More than 140 seconds after starting engine) 2.9 - 8.8 V (1) 54 (V) 128 (BR) Heated oxygen sensor 2 heater 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) 56 (GR) 128 (BR) Intake valve timing intermediate lock control solenoid valve Output [Engine is running] Warm-up condition Idle speed 0 V [Engine is running] Cold condition [Engine coolant temperature: below 60°C (140°F)] Idle speed Battery voltage (11 - 14 V) 70 (BR) - Sensor ground [Crankshaft position sensor (POS)] - - - 71 (GR) 70 (BR) 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 V (1) [Engine is running] Engine speed: 2, 000 RPM 4.0 V (1) 72 (L) - Sensor power supply [Crankshaft position sensor (POS)] - [Ignition switch: ON] 5.0 V 73 (-) - Shield - - - 77 (W) 78 (B) Throttle position sensor 2 Input [Ignition switch: ON] Engine stopped Selector lever: D Accelerator pedal: Fully released Less than 4.75 V [Ignition switch: ON] Engine stopped Selector lever: D Accelerator pedal: Fully depressed More than 0.36 V 78 (B) - Sensor ground (Throttle position sensor 1, 2) - - - 79 (G) 78 (B) Throttle position sensor 1 Input [Ignition switch: ON] Engine stopped Selector lever: D Accelerator pedal: Fully released More than 0.36 V [Ignition switch: ON] Engine stopped Selector lever: D Accelerator pedal: Fully depressed Less than 4.75 V 80 (R) - Sensor power supply (Throttle position sensor) - [Ignition switch: ON] 5.0 V 81 (R) 128 (BR) Power supply for ECM (Backup) Input [Ignition switch: OFF] Battery voltage (11 - 14 V) 83 (L) 92 (LG) Intake manifold runner control valve position sensor Input [Ignition switch ON] Engine coolant temperature: Between -7°C (19°F) and 60°C (140°F) Accelerator pedal: Fully released Less than 1.4 V [Ignition switch ON] Engine coolant temperature: Between -7°C (19°F) and 60°C (140°F) Accelerator pedal: Slightly depressed More than 2.8 V 84 (V) - Sensor power supply (Intake manifold runner control valve position sensor) - [Ignition switch: ON] 5.0 V 85 (G) - Lin communication line Input/Output - - 86 (Y) 128 (BR) Ignition signal No. 1 Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 0 - 0.1 V (1) 87 (BR) Ignition signal No. 2 90 (W) Ignition signal No. 3 [Engine is running] Warm-up condition Engine speed: 2, 000 RPM 0 - 0.2 V (1) 91 (SB) Ignition signal No. 4 89 (P) 128 (BR) ECM relay (Self shut-off) Output [Engine is running] [Ignition switch: OFF] A few seconds after turning ignition switch OFF 0 - 1.0 V [Ignition switch: OFF] More than a few seconds after turning ignition switch OFF Battery voltage (11 - 14 V) 92 (LG) - Sensor ground (Intake manifold runner control valve position sensor) - - - 93 (L) 128 (BR) Intake valve timing control solenoid valve Output [Engine is running] Warm-up condition Idle speed 0 V [Engine is running] Warm-up condition When revving engine up to 2, 000RPM Quickly Battery voltage (11 - 14 V) (1) 94 (BR) 128 (BR) Exhaust valve timing control solenoid valve Output [Engine is running] Warm-up condition Idle speed 0 V [Engine is running] Warm-up condition Engine speed: 2, 000 RPM Battery voltage (11 - 14 V) 97 (GR) 128 (BR) EVAP canister vent control valve Output [Ignition switch: ON] Battery voltage (11 - 14 V) 99 (P) - CAN communication line (CAN-L) Input/Output - - 100 (L) - CAN communication line (CAN-H) Input/Output - - 103 (Y) 124 (W) 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 104 (R) - Sensor power supply (Refrigerant pressure sensor) - [Ignition switch: ON] 5.0 V 109 (LG) 128 (BR) Ignition switch Input [Ignition switch: OFF] 0 V [Ignition switch: ON] Battery voltage (11 - 14 V) 110 (G) 111 (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] ACCEL/RES switch: Pressed 3 V [Ignition switch: ON] COAST/SET switch: Pressed 2 V 111 (BR) - Sensor ground (ASCD steering switch) - - - 113 (R) - Sensor power supply (EVAP control system pressure sensor) - [Ignition switch: ON] 5.0 V 114 (BR) 124 (W) EVAP control system pressure sensor Input [Ignition switch: ON] 0.5 - 4.6 V 115 (V) 128 (BR) 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) 116 (GR) 128 (BR) Brake pedal position switch Input [Ignition switch: OFF] Brake pedal: Fully released Battery voltage (11 - 14 V) 117 (W) 128 (BR) PNP signal Input [Ignition switch: ON] Selector lever: P or N Battery voltage (11 - 14 V) [Ignition switch: ON] Selector lever: Except above 0 V 118 (SB) - Sensor power supply (Accelerator pedal position sensor 2) - [Ignition switch: ON] 5.0 V 119 (Y) 120 (LG) Accelerator pedal position sensor 2 Input [Ignition switch: ON] Engine stopped Accelerator pedal: Fully released 0.25 - 0.5 V [Ignition switch: ON] Engine stopped Accelerator pedal: Fully depressed 2.0 - 2.5 V 120 (LG) - Sensor ground (Accelerator pedal position sensor 2) - - - 121 (BR) 128 (BR) Power supply for ECM Input [Ignition switch: ON] Battery voltage (11 - 14 V) 122 (V) - Sensor power supply (Accelerator pedal position sensor 1) - [Ignition switch: ON] 5.0 V 123 (BR) - ECM ground - - - 124 (W) - Sensor ground (EVAP control system pressure sensor, refrigerant pressure sensor) - - - 125 (BG) 128 (BR) Fuel tank temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with fuel tank temperature 126 (GR) 127 (L) 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 127 (R) - Sensor ground (Accelerator pedal position sensor 1) - - - 128 (BR) - ECM ground - - - (1) Average voltage for pulse signal (Actual pulse signal can be confirmed by oscilloscope.)

Scheme 126

Scheme 127

Scheme 128

Scheme 129

Scheme 130

Scheme 131

Scheme 132

Scheme 133

Scheme 134

Scheme 135

Scheme 136

Scheme 137

Scheme 138

Scheme 139

Scheme 140

Fail Safe Pattern

Fail Safe List

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-616720-S12240950972014051900000) ".) 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. 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". Study the relationship between the cause detected by DTC and the symptom described by the customer. (Symptom Matrix Chart is useful. Refer to " «SYMPTOM TABLE»(ref-616733-S03539088222014051900000) ".) 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-616733-S21462525122014051900000) " and " «FAIL SAFE»(ref-616720-S34615204752014051900000) ". 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 Refer to " «DESCRIPTION»(ref-616733-S21462525122014051900000) " and " «FAIL SAFE»(ref-616720-S34615204752014051900000) ". 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 check that DTC is detected again. If two or more DTCs are detected, refer to " «DTC INSPECTION PRIORITY CHART»(ref-616720-S14925402042014051900000) " 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 on 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-616709-S18434043682014051900000) ".
6. PERFORM BASIC INSPECTION Perform " «WORK PROCEDURE»(ref-616720-S00209709272014051900000) ". Do you have CONSULT? YES: GO TO 7. NO: GO TO 9 .
7. PERFORM SPEC IN DATA MONITOR MODE With CONSULT Check that "MASS AIR FLOW SENSOR (Hz)", "B/FUEL SCHDL", and "A/F ALPHA-B1" are within the SP value using "SPEC" in "DATA MONITOR" mode with CONSULT. Refer to " «COMPONENT FUNCTION CHECK»(ref-616720-S12436301512014051900000) ". 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-616720-S35975095592014051900000) ". 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-616733-S03539088222014051900000) " 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 in this Engine Control article described 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-616709-S19143979892014051900000) ". 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-616720-S08605110152014051900000) ".
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. : GO TO 12.
12. FINAL CHECK When DTC was detected in step 2 , perform DTC CONFIRMATION PROCEDURE or Component Function Check again, and then check that the malfunction have been completely repaired. When symptom was described from the customer, refer to confirmed symptom in step 3 or 4 , and check 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. If the completion of SRT is needed, drive vehicle under the specific driving pattern. Refer to " «SRT SET DRIVING PATTERN»(ref-616720-S05624369212014051900000) ". 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-616720-S33161712612014051900000) ". Erase permanent DTCs. Refer to " «DESCRIPTION»(ref-616720-S06713924702014051900000) ". : 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-616733-S32596990302014051900000) " 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-616733-S32596990302014051900000) ". : GO TO 6.
6. PERFORM INITIALIZATION OF IVIS (NATS) SYSTEM AND REGISTRATION OF ALL IVIS (NATS) IGNITION KEY IDS Refer to " «DIAGNOSIS AND REPAIR WORK FLOW»(ref-616736-S00914476532014051900000) " (with intelligent key system) or " «WORK FLOW»(ref-616737-S38964232222014051900000) " (without intelligent key system). : 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-616720-S39548123282014051900000) ". : GO TO 10.
10. PERFORM ACCELERATOR PEDAL RELEASED POSITION LEARNING Perform Accelerator Pedal Released Position Learning. Refer to " «WORK PROCEDURE»(ref-616720-S13788919192014051900000) ". : GO TO 11.
11. PERFORM THROTTLE VALVE CLOSED POSITION LEARNING Perform Throttle Valve Closed Position Learning. Refer to " «WORK PROCEDURE»(ref-616720-S02703137402014051900000) ". : GO TO 12.
12. PERFORM IDLE AIR VOLUME LEARNING Perform Idle Air Volume Learning. Refer to " «WORK PROCEDURE»(ref-616720-S23433204712014051900000) ". : END

1. CHECK VIN Check the VIN of the vehicle and note it. Refer to " «IDENTIFICATION NUMBER»(ref-616709-S17386974372014051900000) ". : GO TO 2.
2. PERFORM VIN REGISTRATION With CONSULT Turn ignition switch ON and engine stopped. Select "VIN REGISTRATION" in "WORK SUPPORT" mode of "ENGINE" using CONSULT. Follow the instruction of CONSULT display. : END

1. START Make sure 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 of "ENGINE" using CONSULT. 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: Engine coolant temperature is 25°C (77°F) or less before engine starts. Warm up the engine. NOTE: Raise engine coolant temperature until it reaches 65°C (149°F) or more. 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. : END

1. START With CONSULT Start engine and warm it up to normal operating temperature. Select "SELF-LEARNING CONT" in "WORK SUPPORT" mode of "ENGINE" using 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. Make sure DTC P0102 is detected. Select Service $04 with GST to erase the DTC P0102. : END

FUEL PRESSURE RELEASE

1. FUEL PRESSURE RELEASE With CONSULT Turn ignition switch ON. Perform " «FUEL PRESSURE RELEASE»(ref-616720-S01908169962014051900000) " in "WORK SUPPORT" mode of "ENGINE" using CONSULT. Start engine. After engine stalls, crank it two or three times to release all fuel pressure. Turn ignition switch OFF. Without CONSULT Remove fuel pump fuse located in IPDM E/R. For the fuse number, refer to " «WIRING DIAGRAM»(ref-616720-S23734002652014051900000) ". For the fuse arrangement, refer to " «IPDM E/R TERMINAL ARRANGEMENT»(ref-616710-S03892614782014051900000) ". Start engine. After engine stalls, crank it two or three times to release all fuel pressure. Turn ignition switch OFF. Reinstall fuel pump fuse after servicing fuel system. : END

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. Use Fuel Pressure Gauge Kit [SST: (J-44321)] to check fuel pressure.

Scheme 141

1. FUEL PRESSURE CHECK Release fuel pressure to zero. Connect fuel tube adapter [SST: KV10120000] (B) to quick connector. Turn ignition switch ON and check for fuel leakage. Start engine and check for fuel leakage. Read the indication of fuel pressure gauge. At idling: Approximately 350 kPa (3.57 kg/cm 2 , 51 psi) Is the inspection result normal? YES: INSPECTION END NO: GO TO 2.
2. CHECK FUEL HOSES AND FUEL TUBES Check fuel hoses and fuel tubes for clogging. Is the inspection result normal? YES: Replace "fuel filter and fuel pump assembly". Refer to " «REMOVAL AND INSTALLATION»(ref-616738-S34345374102014051900000) ". NO: Repair or replace error-detected parts.

OUTLINE

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 142

SRT Set Driving Pattern

Scheme 143

*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 144

Scheme 145

1. CHECK DTC Check DTC. Is any DTC detected? YES: Repair malfunction(s) and erase DTC. Refer to " «DTC INDEX»(ref-616720-S41551788372014051900000) ". 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-616720-S27851245252014051900000) ". With GST Select Service $01 with GST. Is SRT code(s) set? YES: GO TO 11 . 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-616720-S33161712612014051900000) ". Check DTC. Is any DTC detected? YES: Repair malfunction(s) and erase DTC. Refer to " «DTC INDEX»(ref-616720-S41551788372014051900000) ". NO: GO TO 10 .
4. PERFORM ROAD TEST Check the "Performance Priority" in the "SRT ITEM" table. Refer to " «DESCRIPTION»(ref-616720-S33161712612014051900000) ". Perform the most efficient SRT set driving pattern to set the SRT properly. Refer to " «SRT SET DRIVING PATTERN»(ref-616720-S05624369212014051900000) ". 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-616720-S08605110152014051900000) ". : 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. 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. 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. 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-616720-S27851245252014051900000) ". With GST Select Service $01 with GST. Is SRT(s) set? YES: GO TO 11. NO: Call TECH LINE or take appropriate action.
11. 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-616720-S06713924702014051900000) ". NO: END

Component Function Check

1. START Make sure that all of the following conditions are satisfied. Vehicle driven distance: More than 5, 000 km (3, 107 miles) Barometric pressure: 98.3 - 104.3 kPa (1.003 - 1.064 kg/cm 2 , 14.25 - 15.12 psi) Atmospheric temperature: 20 - 30°C (68 - 86°F) Engine coolant temperature: 75 - 95°C (167 - 203°F) Transmission: Warmed-up After the engine is warmed up to normal operating temperature, drive vehicle until "ATF TEMP SEN" (CVT fluid temperature sensor signal) indicates more than 60°C (140°F). Electrical load: Not applied* Engine speed: Idle *: Rear window defogger switch, air conditioner switch, lighting switch are OFF. Steering wheel is straight ahead. : GO TO 2.
2. PERFORM "SPEC" OF "DATA MONITOR" MODE With CONSULT NOTE: Perform "SPEC" in "DATA MONITOR" mode in maximum scale display. Perform " «WORK PROCEDURE»(ref-616720-S00209709272014051900000) ". Select "B/FUEL SCHDL", "A/F ALPHA-B1" and "MASS AIR FLOW SENSOR (Hz)" in "SPEC" of "DATA MONITOR" mode with CONSULT. Make sure that monitor items are within the SP value. Is the inspection result normal? YES: END NO: Proceed to " «DIAGNOSIS PROCEDURE»(ref-616720-S35975095592014051900000) ".

Scheme 146

Scheme 147

DETAILED PROCEDURE

1. CHECK "A/F ALPHA-B1" With CONSULT Start engine. Confirm that the testing conditions are met. Refer to " «COMPONENT FUNCTION CHECK»(ref-616720-S12436301512014051900000) ". Select "A/F ALPHA-B1" in "SPEC" of "DATA MONITOR" mode, and make sure that the each indication is within the SP value. NOTE: Check "A/F ALPHA-B1" for approximately 1 minute because they may fluctuate. It is NG if the indication is out of the SP value even a little. Is the measurement value within the SP value? YES: GO TO 17 . NO-1: Less than the SP value: GO TO 2. NO-2: More than the SP value: GO TO 3 .
2. CHECK "B/FUEL SCHDL" Select "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: GO TO 4 . NO: More than the SP value: GO TO 19 .
3. CHECK "B/FUEL SCHDL" Select "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: GO TO 6 . NO-1: More than the SP value: GO TO 6 . NO-2: Less than the SP value: GO TO 25 .
4. CHECK "A/F ALPHA-B1" Stop the engine. Disconnect PCV hose, and then plug it. Start engine. Select "A/F ALPHA-B1" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: GO TO 5. NO: GO TO 6 .
5. CHANGE ENGINE OIL Stop the engine. Change engine oil. NOTE: This symptom may occur when a large amount of gasoline is mixed with engine oil because of driving conditions (such as when engine oil temperature does not rise enough since a journey distance is too short during winter). The symptom will not be detected after changing engine oil or changing driving condition. : INSPECTION END
6. CHECK FUEL PRESSURE Check fuel pressure. (Refer to " «WORK PROCEDURE»(ref-616720-S42626896142014051900000) ".) Is the inspection result normal? YES: GO TO 9 . NO-1: Fuel pressure is too high: Replace "fuel filter and fuel pump assembly", refer to " «REMOVAL AND INSTALLATION»(ref-616738-S34345374102014051900000) ", and then GO TO 8 . NO-2: Fuel pressure is too low: GO TO 7.
7. DETECT MALFUNCTIONING PART Check fuel hoses and fuel tubes for clogging Is the inspection result normal? YES: Replace "fuel filter and fuel pump assembly", refer to " «REMOVAL AND INSTALLATION»(ref-616738-S34345374102014051900000) ", and then GO TO 8. NO: Repair or replace and then GO TO 8.
8. CHECK "A/F ALPHA-B1" Start engine. Select "A/F ALPHA-B1" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: GO TO 9.
9. PERFORM POWER BALANCE TEST Perform "POWER BALANCE" in "ACTIVE TEST" mode. Make sure that the each cylinder produces a momentary engine speed drop. Is the inspection result normal? YES: GO TO 12 . NO: GO TO 10.
10. DETECT MALFUNCTIONING PART Check the following. Ignition coil and its circuit (Refer to " «COMPONENT FUNCTION CHECK»(ref-616733-S06321193252014051900000) ".) Fuel injector and its circuit (Refer to " «COMPONENT FUNCTION CHECK»(ref-616733-S19201697082014051900000) ".) Intake air leakage Low compression pressure (Refer to " «COMPRESSION PRESSURE»(ref-616715-S04135017302014051900000) ".) Is the inspection result normal? YES: Replace fuel injector, refer to " «REMOVAL AND INSTALLATION»(ref-616715-S42365849392014051900000) ", and then GO TO 11. NO: Repair or replace malfunctioning part and then GO TO 11.
11. CHECK "A/F ALPHA-B1" Start engine. Select "A/F ALPHA-B1" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: GO TO 12.
12. CHECK A/F SENSOR 1 FUNCTION Perform all DTC CONFIRMATION PROCEDURE related with A/F sensor 1. For DTC P0130, refer to " «DTC DESCRIPTION»(ref-616733-S42537307032014051900000) ". For DTC P0131, refer to " «DTC DESCRIPTION»(ref-616733-S35825290702014051900000) ". For DTC P0132, refer to " «DTC DESCRIPTION»(ref-616733-S13326624752014051900000) ". For DTC P014C, P014D, P15A, P15B refer to " «DTC DESCRIPTION»(ref-616733-S00175057742014051900000) ". For DTC P2096, P2097, refer to " «DTC DESCRIPTION»(ref-616733-S38217423652014051900000) ". Is any DTC detected? YES: GO TO 15 . NO: GO TO 13.
13. CHECK A/F SENSOR 1 CIRCUIT Perform DIAGNOSTIC PROCEDURE according to corresponding DTC. : GO TO 14.
14. CHECK "A/F ALPHA-B1" Start engine. Select "A/F ALPHA-B1" in "SPEC" of "DATA MONITOR" mode, and make sure that the each indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: GO TO 15.
15. DISCONNECT AND RECONNECT ECM HARNESS CONNECTOR Stop the engine. Disconnect ECM harness connector. Check pin terminal and connector for damage, and then reconnect it. : GO TO 16.
16. CHECK "A/F ALPHA-B1" Start engine. Select "A/F ALPHA-B1" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: Detect malfunctioning part according to " «SYMPTOM TABLE»(ref-616733-S03539088222014051900000) ".
17. CHECK "B/FUEL SCHDL" Select "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO-1: More than the SP value: GO TO 18. NO-2: Less than the SP value: GO TO 25 .
18. DETECT MALFUNCTIONING PART Check for the cause of large engine friction. Refer to the following. Engine oil level is too high Engine oil viscosity Belt tension of power steering, alternator, A/C compressor, etc. is excessive Noise from engine Noise from transmission, etc. Check for the cause of insufficient combustion. Refer to the following. Valve clearance malfunction Intake valve timing control function malfunction Camshaft sprocket installation malfunction, etc. : Repair or replace malfunctioning part, and then GO TO 30 .
19. CHECK INTAKE SYSTEM Check for the cause of uneven air flow through mass air flow sensor. Refer to the following. Crushed air ducts Malfunctioning seal of air cleaner element Uneven dirt of air cleaner element Improper specification of intake air system Is the inspection result normal? YES: GO TO 21 . NO: Repair or replace malfunctioning part, and then GO TO 20.
20. CHECK "A/F ALPHA-B1", AND "B/FUEL SCHDL" Select "A/F ALPHA-B1" and "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and make sure that the each indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: "B/FUEL SCHDL" is more, "A/F ALPHA-B1" is less than the SP value: GO TO 21.
21. DISCONNECT AND RECONNECT MASS AIR FLOW SENSOR HARNESS CONNECTOR Stop the engine. Disconnect mass air flow sensor harness connector. Check pin terminal and connector for damage and then reconnect it again. : GO TO 22.
22. CHECK "A/F ALPHA-B1" Start engine. Select "A/F ALPHA-B1" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: Detect malfunctioning part of mass air flow sensor circuit and repair it. Refer to " «DTC DESCRIPTION»(ref-616733-S35184702092014051900000) ". Then GO TO 29 . NO: GO TO 23.
23. CHECK "MASS AIR FLOW SENSOR (HZ)" Select "MASS AIR FLOW SENSOR (Hz)" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: GO TO 24. NO: More than the SP value: Replace mass air flow sensor, refer to " «REMOVAL AND INSTALLATION»(ref-616715-S11829881912014051900000) ", and then GO TO 29 .
24. REPLACE ECM Replace ECM. Refer to " «REMOVAL AND INSTALLATION»(ref-616733-S32596990302014051900000) ". : GO TO 29 .
25. CHECK INTAKE SYSTEM Check for the cause of uneven air flow through mass air flow sensor. Refer to the following. Crushed air ducts Malfunctioning seal of air cleaner element Uneven dirt of air cleaner element Improper specification of intake air system Is the inspection result normal? YES: GO TO 27 . NO: Repair or replace malfunctioning part, and then GO TO 26.
26. CHECK "B/FUEL SCHDL" Select "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: Less than the SP value: GO TO 27.
27. CHECK "MASS AIR FLOW SENSOR (HZ)" Select "MASS AIR FLOW SENSOR (Hz)" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: GO TO 28. NO: Less than the SP value: Replace mass air flow sensor, refer to " «REMOVAL AND INSTALLATION»(ref-616715-S11829881912014051900000) ", and then GO TO 30 .
28. CHECK INTAKE SYSTEM Check for the cause of air leak after the mass air flow sensor. Refer to the following. Disconnection, looseness, and cracks in air duct Looseness of oil filler cap Disconnection of oil level gauge Open stuck, breakage, hose disconnection, or cracks of PCV valve Disconnection or cracks of EVAP purge hose, open stuck of EVAP canister purge volume control solenoid valve Malfunctioning seal of rocker cover gasket Disconnection, looseness, or cracks of hoses, such as vacuum hose, connecting to intake air system parts Malfunctioning seal of intake air system, etc. : GO TO 30 .
29. CHECK "A/F ALPHA-B1" AND "B/FUEL SCHDL" Select "A/F ALPHA-B1" and "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: Detect malfunctioning part according to " «SYMPTOM TABLE»(ref-616733-S03539088222014051900000) ".
30. CHECK "B/FUEL SCHDL" Select "B/FUEL SCHDL" in "SPEC" of "DATA MONITOR" mode, and then make sure that the indication is within the SP value. Is the measurement value within the SP value? YES: INSPECTION END NO: Detect malfunctioning part according to " «SYMPTOM TABLE»(ref-616733-S03539088222014051900000) ".