DESCRIPTION
This DTC is stored when the engine does not start even though the STA signal is input or when the engine takes a long time to start, and when the engine speed is low or the engine stalls just after the engine starts.
Using the Techstream, the conditions present when the DTC was stored can be confirmed by referring to the freeze frame data. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.
It is necessary to check if the vehicle ran out of fuel before performing troubleshooting, as this DTC is also stored when there is engine starting trouble due to running out of fuel.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P1604 | Either condition is met: The engine speed is less than 500 RPM with the STA signal on for a certain amount of time (refer to the illustration below) (1 trip detection logic). After the engine starts (engine speed is 500 RPM or more), the engine speed drops to 200 RPM or less within approximately 2 seconds (1 trip detection logic). | Immobiliser system Engine assembly (excess friction, compression loss) Starter assembly Crankshaft position sensor Engine coolant temperature sensor Fuel pump Fuel pump control system Fuel pipes Fuel injector assembly Throttle body with motor assembly Pressure regulator Battery Drive plate Spark plug Ignition coil circuit Intake system Camshaft timing oil control valve assembly Mass air flow meter Air fuel ratio sensor Valve timing Fuel Purge VSV Intake valve Exhaust valve ECM |
Scheme 189
The ECM continuously monitors its main and sub CPUs. This self-check ensures that the ECM is functioning properly. If outputs from the CPUs are different and deviate from the standard, the ECM will illuminate the MIL and store this DTC immediately.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P1607 | ECM CPUs malfunction. | ECM |
The throttle actuator is operated by the ECM and opens and closes the throttle valve using gears.
The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle body with motor assembly. The throttle position sensor provides feedback to the ECM. This feedback allows the ECM to appropriately control the throttle actuator and monitor the throttle opening angle as the ECM responds to driver inputs.
HINT
This ETCS (Electronic Throttle Control System) does not use a throttle cable.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2102 | Conditions (a) and (b) are met for 2.0 seconds (1 trip detection logic): (a) Throttle actuator duty ratio is 80% or more. (b) Throttle actuator current is below 0.5 A. | Open in throttle actuator circuit Throttle actuator ECM |
| P2103 | Either condition is met (1 trip detection logic): There is a hybrid IC diagnosis signal failure. There is a hybrid IC current limiter port failure. | Short in throttle actuator circuit Throttle actuator Throttle valve Throttle body with motor assembly ECM |
MONITOR DESCRIPTION
The ECM monitors the electrical current through the electronic actuator, and detects malfunctions and open circuits in the throttle actuator based on this value. If the current is outside the standard range, the ECM determines that there is a malfunction in the throttle actuator. In addition, if the throttle valve does not function properly (for example, if it is stuck on), the ECM determines that there is a malfunction. The ECM then illuminates the MIL and stores a DTC.
Example
When the electrical current is less than 0.5 A and the throttle actuator duty ratio is 80% or more, the ECM interprets this as the current being outside the standard range, illuminates the MIL and stores DTC P2102.
If the malfunction is not repaired successfully, the DTC is stored when the engine is quickly revved to a high RPM several times after the engine is started and has idled for 5 seconds.
The idling speed is controlled by the Electronic Throttle Control System (ETCS).
The ETCS is comprised of a throttle actuator, which operates the throttle valve, and a throttle position sensor, which detects the opening amount of the throttle valve.
The ECM controls the throttle actuator to adjust the throttle valve opening amount so that the idling speed is maintained at the target idling speed.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2109 | The ISC learned value is approximately 3 times larger than normal even though the actual intake air amount during idling is within the normal range (up to 1.5 times the normal amount) (5 trip detection logic). | Throttle body with motor assembly |
HINT
- The ISC learned value is the calculated intake air amount corresponding to the throttle opening amount necessary to maintain the idling speed.
- This malfunction is only detected once per trip. After it has been detected once, the system will not monitor for the malfunction for the rest of the trip.
- The system uses the throttle body with motor assembly and mass air flow meter to detect this malfunction.
If there are deposits in the throttle valve, a decrease in the ISC flow rate may cause engine stall an unstable idling. Therefore, the necessary ISC flow rate for idling is maintained using the ISC learned value and feedback. The ECM stores this DTC if the ISC learned value approaches its limit. The ECM begins monitoring for the DTC detection conditions when the following preconditions are met: 1) the mass air flow meter is normal; 2) atmospheric pressure is 85 kPa (638 mmHg) or higher; 3) the vehicle has been driven at a speed of 30 km/h (19 mph) or more at least once; and 4) the engine coolant temperature is 45°C (113°F) or less at engine start, the engine is warmed up and conditions for ISC learning are met, or the ignition switch has been turned to ON (include engine running) for 1 hour or more, the engine is warmed up and conditions for ISC learning are met.
The throttle actuator is operated by the ECM, and opens and closes the throttle valve using gears. The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle body with motor assembly. The throttle position sensor provides feedback to the ECM so that the ECM can control the throttle actuator (throttle valve) appropriately in response to driver inputs.
HINT
This ETCS (Electronic Throttle Control System) does not use a throttle cable.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2111 | Throttle actuator does not close when signaled by the ECM (1 trip detection logic). | Throttle actuator Throttle body with motor assembly Throttle valve |
| P2112 | Throttle actuator does not open when signaled by the ECM (1 trip detection logic). | Throttle actuator Throttle body with motor assembly Throttle valve |
The ECM determines that there is a malfunction in the ETCS when the throttle valve remains at a fixed angle despite a high drive current from the ECM. The ECM illuminates the MIL and stores a DTC.
If the malfunction is not repaired successfully, the DTC is stored when the accelerator pedal is fully depressed and released quickly (to fully open and close the throttle valve) after the engine is next started.
The ETCS (Electronic Throttle Control System) has a dedicated power supply circuit. The voltage (+BM) is monitored and when it is low (below 4 V), the ECM determines that there is a malfunction in the ETCS and cuts off the current to the throttle actuator.
When the voltage becomes unstable, the ETCS itself becomes unstable. For this reason, when the voltage is low, the current to the throttle actuator is cut. If repairs are made and the system returns to normal, the ECM then allows the current to flow to the throttle actuator so that it can be restarted after the ignition switch is turned off.
HINT
This ETCS does not use a throttle cable.
Scheme 190
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2118 | Open in the ETCS power source (+BM) circuit (1 trip detection logic). | Open in ETCS power source circuit Battery Battery terminals ETCS fuse ECM |
The ECM monitors the battery supply voltage applied to the throttle actuator.
When the power supply voltage (+BM) drops below 4 V for 0.8 seconds or more, the ECM interprets this as an open in the power supply circuit (+BM). The ECM illuminates the MIL and stores the DTC.
If the malfunction is not repaired successfully, the DTC is stored 5 seconds after the engine is next started.
The Electronic Throttle Control System (ETCS) is composed of the throttle actuator, throttle position sensor, accelerator pedal position sensor and ECM. The ECM operates the throttle actuator to regulate the throttle valve in response to driver inputs. The throttle position sensor detects the opening angle of the throttle valve, and provides the ECM with feedback so that the throttle valve can be appropriately controlled by the ECM.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2119 | Throttle valve opening angle continues to vary greatly from the target opening angle (1 trip detection logic). | ETCS (Electronic Throttle Control System) ECM |
The ECM determines the actual opening angle of the throttle valve from the throttle position sensor signal. The actual opening angle is compared to the target opening angle calculated by the ECM. If the difference between these two values is outside the standard range, the ECM interprets this as a malfunction in the ETCS. The ECM then illuminates the MIL and stores the DTC.
If the malfunction is not repaired successfully, the DTC is stored when the accelerator pedal is quickly released (to close the throttle valve) after the engine speed reaches 5000 RPM by the accelerator pedal being fully depressed (fully opening the throttle valve).
HINT
This ETCS (Electronic Throttle Control System) does not use a throttle cable.
The accelerator pedal position sensor is mounted on the accelerator pedal sensor assembly and has 2 sensor circuits: VPA (main) and VPA2 (sub). This sensor is a non-contact type and uses Hall-effect elements in order to yield accurate signals even in extreme driving conditions, such as at high speeds as well as very low speeds. The voltage, which is applied to terminals VPA and VPA2 of the ECM, varies between 0.5 V and 4.5 V in proportion to the amount the accelerator pedal is depressed (throttle valve opening angle). The signal from VPA indicates the actual accelerator pedal position (throttle valve opening angle) and is used for engine control. The signal from VPA2 conveys the status of the VPA circuit and is used to check the accelerator pedal position sensor itself.
The ECM monitors the actual accelerator pedal position (throttle valve opening angle) through the signals from VPA and VPA2, and controls the throttle actuator according to these signals.
Scheme 191
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2120 | VPA fluctuates rapidly beyond the upper and lower malfunction thresholds for 0.5 seconds or more (1 trip detection logic). | Accelerator pedal sensor assembly ECM |
| P2122 | VPA is 0.4 V or less for 0.5 seconds or more when the accelerator pedal is fully released (1 trip detection logic). | Accelerator pedal sensor assembly Open in VCPA circuit Open or ground short in VPA circuit ECM |
| P2123 | VPA is 4.8 V or higher for 2.0 seconds or more (1 trip detection logic). | Accelerator pedal sensor assembly Open in EPA circuit ECM |
| P2125 | VPA2 fluctuates rapidly beyond the upper and lower malfunction thresholds for 0.5 seconds or more (1 trip detection logic). | Accelerator pedal sensor assembly ECM |
| P2127 | VPA2 is 1.2 V or less for 0.5 seconds or more when the accelerator pedal is fully released (1 trip detection logic). | Accelerator pedal sensor assembly Open in VCP2 circuit Open or ground short in VPA2 circuit ECM |
| P2128 | Conditions (a) and (b) are met for 2.0 seconds or more (1 trip detection logic): (a) VPA2 is 4.8 V or higher. (b) VPA is between 0.4 V and 3.45 V. | Accelerator pedal sensor assembly Open in EPA2 circuit ECM |
| P2138 | Condition (a) or (b) is met for 2.0 seconds or more (1 trip detection logic): (a) Difference between VPA and VPA2 is 0.02 V or less. (b) VPA is 0.4 V or less and VPA2 is 1.2 V or less. | Short between VPA and VPA2 circuits Accelerator pedal sensor assembly ECM |
HINT
When any of these DTCs are output, check the accelerator pedal position sensor voltage by entering the following menus: Powertrain / Engine and ECT / Data List / Accel Sensor Out No. 1 and Accel Sensor Out No. 2.
| Trouble Area | Accel Sensor Out No. 1 When Accelerator Pedal Released | Accel Sensor Out No. 2 When Accelerator Pedal Released | Accel Sensor Out No. 1 When Accelerator Pedal Depressed | Accel Sensor Out No. 2 When Accelerator Pedal Depressed |
|---|---|---|---|---|
| VCP circuit open | 0 to 0.2 V | 0 to 0.2 V | 0 to 0.2 V | 0 to 0.2 V |
| Open or ground short in VPA circuit | 0 to 0.2 V | 1.2 to 2.0 V | 0 to 0.2 V | 3.4 to 4.7 V |
| Open or ground short in VPA2 circuit | 0.5 to 1.1 V | 0 to 0.2 V | 2.6 to 4.5 V | 0 to 0.2 V |
| EPA circuit open | 4.5 to 5.0 V | 4.5 to 5.0 V | 4.5 to 5.0 V | 4.5 to 5.0 V |
| Normal condition | 0.5 to 1.1 V | 1.2 to 2.0 V | 2.6 to 4.5 V | 3.4 to 4.7 V |
HINT
Accelerator pedal positions are expressed as voltages.
When the output voltage of either VPA or VPA2 deviates from the standard range, or the difference between the output voltages of the 2 sensor circuits is less than the threshold, the ECM determines that there is a malfunction in the accelerator pedal position sensor. The ECM then illuminates the MIL and stores a DTC.
If the malfunction is not repaired successfully, the DTC is stored 2 seconds after the engine is next started.
Refer to DTC P2120. Refer to DESCRIPTION.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2121 | Difference between VPA and VPA2 is less than 0.4 V, or more than 1.2 V for 0.5 seconds (1 trip detection logic). | Accelerator pedal sensor assembly ECM |
When the difference between the output voltages of VPA and VPA2 deviates from the standard, the ECM determines that the accelerator pedal sensor assembly is malfunctioning. The ECM turns on the MIL and stores the DTC.
The air fuel ratio sensor generates a voltage* that corresponds to the actual air-fuel ratio. This sensor voltage is used to provide the ECM with feedback so that it can control the air-fuel ratio. The ECM determines the deviation from the stoichiometric air-fuel ratio and regulates the fuel injection time. If the air fuel ratio sensor malfunctions, the ECM is unable to control the air-fuel ratio accurately.
The air fuel ratio sensor is of the planar type and is integrated with a heater, which heats the solid electrolyte (zirconia element). This heater is controlled by the ECM. When the intake air volume is low (the exhaust gas temperature is low), a current flows through the heater to heat the sensor in order to facilitate accurate air-fuel ratio detection. The heat generated by the heater is conducted to the solid electrolyte through the alumina, thereby accelerating the sensor activation.
In order to obtain a high purification rate of the carbon monoxide (CO), hydrocarbon (HC) and nitrogen oxide (NOx) components in the exhaust gas, a TWC is used. For the most efficient use of the TWC, the air-fuel ratio must be precisely controlled so that it is always close to the stoichiometric level.
*: The value changes inside the ECM. Since the air fuel ratio sensor is a current output element, the current is converted into a voltage inside the ECM. Any measurements taken at the air fuel ratio sensor or ECM connectors will show a constant voltage.
Scheme 192
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2195 P2197 | Conditions (a) and (b) are met for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is higher than 3.8 V. (b) Heated oxygen sensor voltage is 0.21 V or higher. | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) Air fuel ratio sensor heater (sensor 1) Air fuel ratio sensor heater and No. 1 integration relay circuits Air induction system Fuel pressure Fuel injector assembly ECM |
| While the fuel-cut operation is performed (during vehicle deceleration), the air fuel ratio sensor current is 3.6 mA or higher for 3 seconds (2 trip detection logic). | Air fuel ratio sensor ECM | |
| P2196 P2198 | Conditions (a) and (b) are met for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is below 2.8 V. (b) Heated oxygen sensor voltage is below 0.59 V. | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) Air fuel ratio sensor heater (sensor 1) Air fuel ratio sensor heater and No. 1 integration relay circuits Air induction system Fuel pressure Fuel injector assembly ECM |
| While the fuel-cut operation is performed (during vehicle deceleration), the air fuel ratio sensor current is below 1.4 mA for 3 seconds (2 trip detection logic). | Air fuel ratio sensor ECM |
HINT
- DTCs P2195 and P2196 indicate malfunctions related to the bank 1 air fuel ratio sensor circuit.
- DTCs P2197 and P2198 indicate malfunctions related to the bank 2 air fuel ratio sensor circuit.
- Bank 1 refers to the bank that includes cylinder No. 1.
- Bank 2 refers to the bank that includes cylinder No. 2.
- When any of these DTCs is stored, check the air fuel ratio sensor output voltage by entering the following menus: Powertrain / Engine and ECT / Data List / All Data / AFS Voltage B1S1 or AFS Voltage B2S1.
- Short-term fuel trim values can also be read using the Techstream.
- The ECM maintains the voltages at the A1A+ and A1A-, and A2A+ and A2A- terminals of the ECM at a constant level. Therefore, the air fuel ratio sensor output voltage cannot be confirmed without using the Techstream.
- If the air fuel ratio sensor is malfunctioning, the ECM stores DTC P2195, P2196, P2197 or P2198.
Sensor voltage detection monitor
Under air-fuel ratio feedback control, if the air fuel ratio sensor output voltage indicates a rich or lean air-fuel ratio for a certain period of time, the ECM determines that there is a malfunction in the air fuel ratio sensor. The ECM illuminates the MIL and stores a DTC.
Example
If the air fuel ratio sensor output voltage is below 2.8 V (a very rich condition) for 5 seconds despite the rear heated oxygen sensor output voltage being below 0.59 V, the ECM stores DTC P2196 or P2198. Alternatively, if the air fuel ratio sensor output voltage is higher than 3.8 V (a very lean condition) for 5 seconds despite the rear heated oxygen sensor output voltage being 0.21 V or higher, DTC P2195 or P2197 is stored.
Sensor current detection monitor
A rich air-fuel mixture causes a low air fuel ratio sensor current, and a lean air-fuel mixture causes a high air fuel ratio sensor current. Therefore, the sensor output becomes low during acceleration, and it becomes high during deceleration with the throttle valve fully closed. The ECM monitors the air fuel ratio sensor current during fuel-cut and detects any abnormal current values.
If the air fuel ratio sensor output is 3.6 mA or higher for more than 3 seconds of cumulative time, the ECM interprets this as a malfunction in the air fuel ratio sensor and stores DTC P2195 or P2197 (stuck on high side). If the air fuel ratio sensor output is below 1.4 mA for more than 3 seconds of cumulative time, the ECM stores DTC P2196 or P2198 (stuck on low side).
Scheme 193
Refer to DTC P2195. Refer to DESCRIPTION.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2237 P2240 | Open in the circuit between terminals AF+ and AF- of the air fuel ratio sensor while the engine is running (2 trip detection logic). | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) ECM |
| P2238 P2241 | Case 1: Condition (a) or (b) is met for 5.0 seconds or more (2 trip detection logic):(a) AF+ voltage is 0.5 V or less.(b) (AF+) - (AF-) is 0.1 V or less. Case 2: Air fuel ratio sensor admittance is below 0.022 1/ohms (2 trip detection logic). | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) ECM |
| P2239 P2242 | AF+ voltage is higher than 4.5 V for 5.0 seconds or more (2 trip detection logic). | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) ECM |
| P2252 P2255 | AF- voltage is 0.5 V or less for 5.0 seconds or more (2 trip detection logic). | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) ECM |
| P2253 P2256 | AF- voltage is higher than 4.5 V for 5.0 seconds or more (2 trip detection logic). | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) ECM |
HINT
- DTCs P2237, P2238, P2239, P2252 and P2253 indicate malfunctions related to the bank 1 air fuel ratio sensor circuit.
- DTCs P2240, P2241, P2242, P2255 and P2256 indicate malfunctions related to the bank 2 air fuel ratio sensor circuit.
- Bank 1 refers to the bank that includes cylinder No. 1.
- Bank 2 refers to the bank that includes cylinder No. 2.
The air fuel ratio sensor varies its output voltage in proportion to the air-fuel ratio. If the air fuel ratio sensor impedance (alternating current resistance) or output voltage deviates greatly from the standard range, the ECM determines that there is an open or short in the air fuel ratio sensor circuit.
Refer to EVAP (Evaporative Emission) System. Refer to DESCRIPTION.
5 hours* after the ignition switch is turned off, the leak detection pump creates negative pressure (vacuum) in the EVAP system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure.
HINT
*: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the ignition switch is turned off, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the ignition switch is turned off, the monitor check starts 2.5 hours later.
| Sequence | Operation | Description | Duration |
|---|---|---|---|
| ECM activation | Activated by soak timer 5, 7 or 9.5 hours after ignition switch turned off. | ||
| A | Atmospheric pressure measurement | Vent valve turned OFF (vent) and EVAP system pressure measured by ECM in order to register atmospheric pressure. If pressure in EVAP system not between 76 kPa-a and 110 kPa-a (570 mmHg-a and 825 mmHg-a), ECM cancels EVAP system monitor. | 60 seconds |
| B | First reference pressure measurement | In order to determine reference pressure, leak detection pump creates negative pressure (vacuum) through reference orifice, and then ECM checks if leak detection pump and vent valve operate normally. | 360 seconds |
| C | EVAP system pressure measurement | Vent valve turned ON (closed) to shut EVAP system. Negative pressure (vacuum) created in EVAP system, and EVAP system pressure then measured. Write down measured value as it will be used in leak check. If EVAP pressure does not stabilize within 15 minutes, ECM cancels EVAP system monitor. | 15 minutes * |
| D | Purge VSV monitor | Purge VSV opened, and then EVAP system pressure measured by ECM. Large increase indicates normality. | 10 seconds |
| E | Second reference pressure measurement | After second reference pressure measurement, leak check performed by comparing first and second reference pressure. If stabilized system pressure higher than second reference pressure, ECM determines that EVAP system leaking. | 60 seconds |
| Final check | Atmospheric pressure measured, and then monitoring result recorded by ECM. |
*: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize.
Scheme 194
P2420: Vent valve stuck open (vent)
In operation C, the vent valve turns ON (closes), and the EVAP system pressure is then measured by the ECM using the canister pressure sensor to conduct an EVAP leak check. If the pressure does not increase when the vent valve is commanded to close, the ECM interprets this as the vent valve being stuck open. The ECM illuminates the MIL and stores the DTC.
Scheme 195
The soak timer operates after the ignition switch is turned off. When a certain amount of time has elapsed after turning the ignition switch off, the soak timer activates the ECM to perform malfunction checks which can only be performed after the engine is stopped. The soak timer is built into the ECM.
Scheme 196
- While the engine is running, the ECM monitors the synchronization of the soak timer and CPU clock. If these two are not synchronized, the ECM interprets this as a malfunction, illuminates the MIL and stores the DTC.
- If the soak timer activates the ECM even though only a short amount of time has elapsed since the ignition switch was turned off, or if the soak timer does not activate the ECM even though a considerable amount of time has elapsed since the ignition switch was turned off, the ECM determines that the soak timer is malfunctioning, illuminates the MIL and stores a DTC the next time the ignition switch is turned to ON.
When the ignition switch is turned to ON, the battery voltage is applied to terminal IGSW of the ECM. The output signal from the MREL terminal of the ECM causes a current to flow to the coil of the No. 1 integration relay (EFI MAIN), closing the contacts and supplying power to both terminal +B and +B2 of the ECM.
Scheme 197
The ECM constantly generates a 5 V power source voltage from the battery voltage supplied to the +B (BATT) terminal to operate the microprocessor. The ECM also provides this power source voltage to the sensors through the VC output circuit.
Scheme 198
When the VC circuit is short-circuited, the microprocessor in the ECM and sensors that are supplied with power through the VC circuit are inactivated because the power is not supplied from the VC circuit. Under this condition, the system does not start up and the MIL does not illuminate even if the system malfunctions.
HINT
Under normal conditions, the MIL is illuminated for several seconds when the ignition switch is first turned to ON, and then goes off when the engine starts.
Scheme 199
Scheme 200
Scheme 201
- CHECK MIL Check that the Malfunction Indicator Lamp (MIL) lights up when the ignition switch is turned to ON. OK MIL lights up. NG --> See step 2 OK --> SYSTEM OK
- CHECK COMMUNICATION BETWEEN TECHSTREAM AND ECM Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Check the communication between the Techstream and ECM. RESULT Result Proceed to Communication is possible A Communication is not possible B A --> See step 12 B: Go to next step
- CHECK MIL (THROTTLE BODY WITH MOTOR ASSEMBLY) Disconnect the B13 throttle body with motor assembly connector. Turn the ignition switch to ON. Check the MIL. RESULT Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the throttle body with motor assembly connector. A --> See step 13 B: Go to next step
- CHECK MIL (ACCELERATOR PEDAL SENSOR ASSEMBLY) Disconnect the A3 accelerator pedal sensor assembly connector. Turn the ignition switch to ON. Check the MIL. RESULT Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the accelerator pedal sensor assembly connector. A --> See step 14 B: Go to next step
- CHECK MIL (VVT SENSOR FOR INTAKE SIDE OF BANK 1) Disconnect the B21 VVT sensor (for Intake Side of Bank 1) connector. Turn the ignition switch to ON. Check the MIL. RESULT Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor (for Intake Side of Bank 1) connector. A --> See step 15 B: Go to next step
- CHECK MIL (VVT SENSOR FOR EXHAUST SIDE OF BANK 1) Disconnect the B23 VVT sensor (for Exhaust Side of Bank 1) connector. Turn the ignition switch to ON. Check the MIL. RESULT Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor (for Exhaust Side of Bank 1) connector. A --> See step 16 B: Go to next step
- CHECK MIL (VVT SENSOR FOR EXHAUST SIDE OF BANK 2) Disconnect the B24 VVT sensor (for Exhaust Side of Bank 2) connector. Turn the ignition switch to ON. Check the MIL. RESULT Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor (for Exhaust Side of Bank 2) connector. A --> See step 17 B: Go to next step
- CHECK MIL (VVT SENSOR FOR INTAKE SIDE OF BANK 2) Disconnect the B22 VVT sensor (for Intake Side of Bank 2) connector. Turn the ignition switch to ON. Check the MIL. RESULT Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor (for Intake Side of Bank 2) connector. A --> See step 18 B: Go to next step
- CHECK MIL (CANISTER PUMP MODULE) Disconnect the O15 canister pump module connector. Turn the ignition switch to ON. Check the MIL. RESULT Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the canister pump module connector. A --> See step 19 B: Go to next step
- CHECK MIL (POWER STEERING OIL PRESSURE SWITCH) Disconnect the B31 power steering oil pressure switch connector. Turn the ignition switch to ON. Check the MIL. RESULT Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the power steering oil pressure switch connector. A --> See step 20 B: Go to next step
- CHECK HARNESS AND CONNECTOR Disconnect the B13 throttle body with motor assembly connector. Disconnect the A3 accelerator pedal sensor assembly connector. Disconnect the B21 VVT sensor (for Intake Side of Bank 1) connector. Disconnect the B23 VVT sensor (for Exhaust Side of Bank 1) connector. Disconnect the B24 VVT sensor (for Exhaust Side of Bank 2) connector. Disconnect the B22 VVT sensor (for Intake Side of Bank 2) connector. Disconnect the O15 canister pump module connector. Disconnect the B31 power steering oil pressure switch connector. Disconnect the B36, B38 and F50 ECM connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition B38-13 (VCTA) - Body ground Always 10 kohms or higher F50-4 (VCPA) - Body ground Always 10 kohms or higher F50-2 (VCP2) - Body ground Always 10 kohms or higher B36-15 (VCV1) - Body ground Always 10 kohms or higher B36-16 (VCV2) - Body ground Always 10 kohms or higher Reconnect the throttle body with motor assembly connector. Reconnect the accelerator pedal sensor assembly connector. Reconnect the VVT sensor connectors. Reconnect the canister pump module connector. Reconnect the power steering oil pressure switch connector. Reconnect the ECM connectors. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 21
- GO TO MIL CIRCUIT. Refer to «MIL Circuit»(ref-422119-S26934456342011092600000)
- REPLACE THROTTLE BODY WITH MOTOR ASSEMBLY. Refer to «REMOVAL»(ref-421954-S26809158672011092600000)
- REPLACE ACCELERATOR PEDAL SENSOR ASSEMBLY. Refer to «REMOVAL»(ref-421954-S19385432982011092600000)
- REPLACE VVT SENSOR (FOR INTAKE SIDE OF BANK 1). Refer to «REMOVAL»(ref-421954-S36760255232011092600000)
- REPLACE VVT SENSOR (FOR EXHAUST SIDE OF BANK 1). Refer to «REMOVAL»(ref-421954-S36760255232011092600000)
- REPLACE VVT SENSOR (FOR EXHAUST SIDE OF BANK 2). Refer to «REMOVAL»(ref-421954-S36760255232011092600000)
- REPLACE VVT SENSOR (FOR INTAKE SIDE OF BANK 2). Refer to «REMOVAL»(ref-421954-S36760255232011092600000)
- REPLACE CANISTER ASSEMBLY. Refer to «REMOVAL»(ref-422126-S24142266332011092600000)
- REPLACE POWER STEERING OIL PRESSURE SWITCH. Refer to «REMOVAL»(ref-421954-S23857653462011092600000)
- REPLACE ECM. Refer to «REMOVAL»(ref-421954-S13588411562011092600000)
The fuel pump circuit consists of the ECM, fuel pump and fuel pump ECU (which operates the fuel pump). Based on the engine output, the ECM determines the fuel pump speed. The speed is then converted to a duty signal and sent to the fuel pump ECU. Based on the signal sent from the ECM, the fuel pump ECU adjusts the fuel pump operation speed among 3 settings.
Scheme 202
The fuel injector assemblies are located on the intake manifold. They inject fuel into the cylinders based on the signals from the ECM.
Scheme 203
While the engine is being cranked, current flows from terminal ST1 of the ignition switch*1 or terminal STAR of the power management control ECU*2 to the park/neutral position switch and also flows to terminal STA of the ECM (STA Signal).
- *1: w/o Smart Key System
- *2: w/ Smart Key System
Scheme 204
Scheme 205
When the vehicle is being driven with the accelerator pedal depressed, depressing the brake pedal without releasing the accelerator pedal will activate the brake override system to restrict driving torque. The conditions for activating the brake override system as well as the items that are controlled are explained below.
Scheme 206
Activation Conditions
- Vehicle is running at or above the specified speed.
- The accelerator pedal is depressed beyond a specified level, and then the brake pedal is depressed.
Note. The vehicle may not enter the brake override system control due to the relation of the accelerator pedal angle and the vehicle's speed.
Items Controlled
- Driving torque is restricted.
HINT
During brake override system control, the value for the accelerator pedal angle (which is used for engine control) is forcibly reduced to a specified value. For this reason, the Data List value for Accelerator Position (applied to electronic throttle control) will be replaced with a specified value regardless of the actual accelerator pedal angle (Accel Sens. No. 1 Volt %, Accel Sens. No. 2 Volt %)
Deactivation Conditions
- When the Stop Light Switch turns OFF or the actual accelerator pedal angle increases or decreases beyond the specified range.
The MIL (Malfunction Indicator Lamp) is used to indicate the detection of vehicle malfunctions by the ECM. When the ignition switch is turned to ON, power is supplied to the MIL circuit and the ECM provides the circuit ground which illuminates the MIL.
The MIL operation can be checked visually; when the ignition switch is first turned to ON, the MIL should be illuminated and should then turn off. If the MIL remains illuminated or is not illuminated, conduct the following troubleshooting procedure using the Techstream.
