TUCSON(JM) > 2008 > G 2.

7 DOHC > Fuel System

Fuel System > General Information > Specifications

SPECIFICATIONS
FUEL DELIVERY SYSTEM
Items Specification

Fuel Tank Capacity 65 L (17.7 U.S.gal., 14.32 Imp.gal.)

Fuel Retrun System Type Returnless

Fuel Filter Type High pressure type (built in Fuel Pump Assembly)

Type Built in fuel pump assembly

Fuel Pressure Regulator Regulated Fuel
343 kpa (3.5 kg/cm², 49.8 psi)
Pressure

Fuel Pump Type Electrical, in-tank type

ENGINE MANAGEMENT SYSTEM

SENSORS Mass Air Flow Sensor (MAFS) Type Hot film type

Output Idle: about 0.5V

Voltage
3000 rpm: about 1.0V

Intake Air Temperature Sensor (IATS) Type Thermistor type

Resistance -40°C(-40°F) 45.3 kΩ

-10°C(14°F) 9.2 kΩ

20°C(68°F) 2.5 kΩ

80°C(176°F) 0.33 kΩ

130°C(256°F) 0.09 kΩ

Engine Coolant Temperature Sensor Type Thermistor type

(ECTS)
Resistance -40°C(-40°F) 48.14 kΩ

14.13 ~ 16.83
-20°C(-4°F)
kΩ

0°C(32°F) 5.79 kΩ

2.31 ~ 2.59
20°C(68°F)
kΩ

40°C(104°F) 1.15 kΩ

60°C(140°F) 0.59 kΩ
 80°C(176°F) 0.32 kΩ

Throttle Position Sensor (TPS) Type Variable Resistor Type

Resistance 1.6 ~ 2.4 kΩ

Output C.T 0.25 ~ 0.8V

Voltage
W.O.T 4.25 ~ 4.7V

SENSORS Heated Oxygen Sensor (HO2S) Zirconia Sensor (including

Type
Heater)

Output
0 ~ 1V
Voltage

Heater
3.0 ~ 4.0Ω at 23±5°C
Resistance

Knock Sensor Type Piezo-electric type

Capacitance 0.8 ~1.6 nF

Camshaft Position Sensor (CMPS) Type Hall Effect Sensor

Output
0 ~ 5.0V
Voltage

Crankshaft Position Sensor (CKPS) Type Hall Effect Sensor

Output
0 ~ 5.0V
Voltage

Fuel Tank Pressure Sensor (FTPS) Type Piezo - Resistavity Type

Output
Approx. 2.5 V at idle
Voltage

Fuel Level Sensor (FLS) Type Variable Resistor Type

ACTUATORS Injector Type Electromagnetic Type

Number 6

Coil
13.8 ~ 15.2 Ω at 20°C
Resistance

Purge Control Solenoid Valve (PCSV) Type Duty Control Type

Coil
24.5 ~ 27.5 Ω at 20°C
Resistance

Canister Close Valve (CCV) Type ON/OFF Control Type

Coil
23.0 ~ 26.0 Ω at 20°C (68°F)
Resistance

Idle Speed Control Actuator (ISCA) Type Double Coil Type

 Coil 17.0 ~ 18.2 Ω
CLOSE
Resistance (at 20°C)

14.9 ~ 16.1 Ω
OPEN
(at 20°C)

Intake Manifold Tuning Valve #1 Coil

29.0 ~ 35.0 Ω at 20°C
(Surge Tank Side) Resistance

Intake Manifold Tuning Valve #2 Coil

29.0 ~ 35.0 Ω at 20°C
(Intake Manifold Side) Resistance

Ignition Coil Type Mold Coil type

Primary Coil 0.74±10% Ω

Secondary
13.3±15% kΩ
Coil

SERVICE STANDARD

A/C OFF 700±100 rpm

Basic Idle rpm (After warm up)
A/C ON 750±100 rpm

Ignition Timing(After warm up, at idle) BTDC 12°±5°

TIGHTENING TORQUES
ENGINE CONTROL SYSTEM
Items N·m kgf·m lbf·ft

ECM bracket installation bolt/nut 3.9 ~ 5.9 0.4 ~ 0.6 2.9 ~ 4.3

Mass air flow sensor clamp installation 2.9 ~ 4.9 0.3 ~ 0.5 2.2 ~ 3.6

Crankshaft position sensor installation

3.9 ~ 5.9 0.4 ~ 0.6 2.9 ~ 4.3
bolt

Crankshaft position sensor connector

19.6 ~ 21.6 2.0 ~ 2.2 14.5 ~ 15.9
bracket installation bolt

Crankshaft position sensor wheel

4.9 ~ 5.9 0.5 ~ 0.6 3.6 ~ 4.3
installation screw

Knock sensor installation bolt 16.7 ~ 25.5 1.7 ~ 2.6 12.3 ~ 18.8

Knock sensor connector bracket

3.9 ~ 5.9 0.4 ~ 0.6 2.9 ~ 4.3
installation bolt
Engine coolant temperature sensor
19.6 ~ 39.2 2.0 ~ 4.0 14.5 ~ 28.9
installation

Heated Oxygen Sensor (Bank 1,

39.2 ~ 49.1 4.0 ~ 5.0 28.9 ~ 36.2
Sensor 1)

Heated Oxygen Sensor (Bank 1,

39.2 ~ 49.1 4.0 ~ 5.0 28.9 ~ 36.2
Sensor 2)

Heated Oxygen Sensor (Bank 2,

39.2 ~ 49.1 4.0 ~ 5.0 28.9 ~ 36.2
Sensor 1)

Heated Oxygen Sensor (Bank 2,

39.2 ~ 49.1 4.0 ~ 5.0 28.9 ~ 36.2
Sensor 2)

Camshaft position sensor connector

3.9 ~ 5.9 0.4 ~ 0.6 2.9 ~ 4.3
bracket installation bolt

Oil pressure switch installation 14.7 ~ 21.6 1.5 ~ 2.2 10.9 ~ 15.9

Intake air temperature sensor

19.6 ~ 29.4 2.0 ~ 3.0 14.5 ~ 21.7
installation

Throttle position sensor installation

1.0 ~ 2.5 0.15 ~ 0.25 0.7 ~ 1.8
screws

Idle speed control actuator installation

5.9 ~ 7.8 0.6 ~ 0.8 4.3 ~ 5.8
bolts

FUEL DELIVERY SYSTEM

Items N·m kgf·m lbf·ft

Delivery pipe installation bolts 9.8 ~ 14.7 1.0 ~ 1.5 7.2 ~ 10.9

Throttle body installation bolt/nut 14.7 ~ 19.6 1.5 ~ 2.0 10.9 ~ 14.5

Accelerator pedal installation bolt 7.8 ~ 11.8 0.8 ~ 1.2 5.8 ~ 8.7

Fuel tank mounting nut 39.2 ~ 54.0 4.0 ~ 5.5 28.9 ~ 39.8

Fuel System > General Information > Special Service Tools

SPECIAL SERVICE TOOLS

Tool
Illustration Application
(Number and name)
09353-24100 Measuring the fuel line pressure
Fuel Pressure Gauge

09353-38000 Connection between the delivery pipe

Fuel Pressure Gauge and fuel feed line
Adapter

09353-24000 Connection between Fuel Pressure

Fuel Pressure Gauge Gauge (09353-24100) and Fuel
Connector Pressure Gauge Adapter (09353-38000)

Fuel System > General Information > Troubleshooting

BASIC TROUBLESHOOTING

BASIC TROUBLESHOOTING GUIDE

CUSTOMER PROBLEM ANALYSIS SHEET
1. VEHICLE INFORMATION
(I) VIN:
 (II) Production Date:

(III) Odometer Reading: (miles)

2. SYMPTOMS
□ Engine does not turn over □ Incomplete combustion
□ Unable to start
□ Initial combustion does not occur

□ Difficult to start □ Engine turns over slowly □ Other_________________

□ Rough idling □ Incorrect idling

□ Poor idling □ Unstable idling (High: ______ rpm, Low: ______rpm)
□ Other __________________________________

□ Soon after starting □ After accelerator pedal depressed

□ After accelerator pedal released □ During A/C ON
□ Engine stall
□ Shifting from N to D-range
□ Other _______________________________________________

□ Poor driving (Surge) □ Knocking □ Poor fuel economy

□ Others
□ Back fire □ After fire □ Other ____________________________

3. ENVIRONMENT
□ Constant □ Sometimes (_________________) □ Once only
Problem frequency
□ Other ___________________________________________

Weather □ Fine □ Cloudy □ Rainy □ Snowy □ Other __________________

Outdoor temperature Approx. _____ °C/°F

□ Highway □ Suburbs □ Inner City □ Uphill □ Downhill

Place
□ Rough road □ Other ___________________________________

Engine temperature □ Cold □ Warming up □ After warming up □ Any temperature

□ Starting □ Just after starting (____ min) □ Idling □ Racing

Engine operation □ Driving □ Constant speed □ Acceleration □ Deceleration
□ A/C switch ON/OFF □ Other _____________________________

4. MIL/DTC
MIL (Malfunction Indicator
□ Remains ON □ Sometimes lights up □ Does not light
Lamp)

Normal check □ Normal □ DTC (_______________________________________)

(Pre-check) □ Freeze Frame Data
DTC
□ Normal □ DTC (_______________________________________)
Check mode
□ Freeze Frame Data

BASIC INSPECTION PROCEDURE

The measured resistance at high temperature after vehicle running may be high or low. So all
resistance must be measured at ambient temperature (20°C, 68°F), unless there is any notice.
 The measured resistance in except for ambient temperature (20°C, 68°F) is reference value.

Sometimes the most difficult case in troubleshooting is when a problem symptom occurs but does not
occur again during testing. An example would be if a problem appears only when the vehicle is cold
but has not appeared when warm. In this case, the technician should thoroughly make out a
"CUSTOMER PROBLEM ANALYSIS SHEET" and recreate (simulate) the environment and condition
which occurred when the vehicle was having the issue.
1. Clear Diagnostic Trouble Code (DTC).
2. Inspect connector connection, and check terminal for poor connections, loose wires, bent, broken
or corroded pins, and then verify that the connectors are always securely fastened.

3. Slightly shake the connector and wiring harness vertically and horizontally.
4. Repair or replace the component that has a problem.
5. Verify that the problem has disappeared with the road test.
● SIMULATING VIBRATION
1) Sensors and Actuators
: Slightly vibrate sensors, actuators or relays with finger.

Strong vibration may break sensors, actuators or relays

2) Connectors and Harness

: Lightly shake the connector and wiring harness vertically and then horizontally.
● SIMULATING HEAT
1) Heat components suspected of causing the malfunction with a hair dryer or other heat sourre.

• DO NOT heat components to the point where they may be damaged.

• DO NOT heat the ECM/PCM directly.
● SIMULATING WATER SPRINKLING
1) Sprinkle water onto vehicle to simulate a rainy day or a high humidity condition.
 DO NOT sprinkle water directly into the engine compartment or electronic components.

● SIMULATING ELECTRICAL LOAD

1) Turn on all electrical systems to simulate excessive electrical loads (Radios, fans, lights, etc.).

CONNECTOR INSPECTION PROCEDURE

1. Handling of Connector
A. Never pull on the wiring harness when disconnecting connectors.

B. When removing the connector with a lock, press or pull locking lever.

C. Listen for a click when locking connectors. This sound indicates that they are securely locked.

D. When a tester is used to check for continuity, or to measure voltage, always insert tester probe
from wire harness side.
 E. Check waterproof connector terminals from the connector side. Waterproof connectors cannot
be accessed from harness side.

• Use a fine wire to prevent damage to the terminal.

• Do not damage the terminal when inserting the tester lead.

2. Checking Point for Connector

A. While the connector is connected:
Hold the connector, check connecting condition and locking efficiency.
B. When the connector is disconnected:
Check for missing terminal, crimped terminal or broken core wire by slightly pulling the wire
harness.
Visually check for rust, contamination, deformation and bend.
C. Check terminal tightening condition:
Insert a spare male terminal into a female terminal, and then check terminal tightening
conditions.
D. Pull lightly on individual wires to ensure that each wire is secured in the terminal.
3. Repair Method of Connector Terminal
A. Clean the contact points using air gun and/or shop rag.

Never use sand paper when polishing the contact points, otherwise the contact point may
be damaged.

B. In case of abnormal contact pressure, replace the female terminal.

WIRE HARNESS INSPECTION PROCEDURE

1. Before removing the wire harness, check the wire harness position and crimping in order to restore
it correctly.
2. Check whether the wire harness is twisted, pulled or loosened.
3. Check whether the temperature of the wire harness is abnormally high.
4. Check whether the wire harness is rotating, moving or vibrating against the sharp edge of a part.
5. Check the connection between the wire harness and any installed part.
6. If the covering of wire harness is damaged; secure, repair or replace the harness.

ELECTRICAL CIRCUIT INSPECTION PROCEDURE

1. Procedures for Open Circuit
A. Continuity Check
B. Voltage Check
If an open circuit occurs (as seen in [FIG. 1]), it can be found by performing Step 2 (Continuity
Check Method) or Step 3 (Voltage Check Method) as shown below.

2 Continuity Check Method

.
 When measuring for resistance, lightly shake the wire harness above and below or from side to
side.

Specification (Resistance)
1Ω or less → Normal Circuit
1MΩ or Higher → Open Circuit

A. Disconnect connectors (A), (C) and measure resistance between connector (A) and (C) as
shown in [FIG. 2].
In [FIG.2.] the measured resistance of line 1 and 2 is higher than 1MΩ and below 1 Ω
respectively. Specifically the open circuit is line 1 (Line 2 is normal). To find exact break point,
check sub line of line 1 as described in next step.

B. Disconnect connector (B), and measure for resistance between connector (C) and (B1) and
between (B2) and (A) as shown in [FIG. 3].
In this case the measured resistance between connector (C) and (B1) is higher than 1MΩ and
the open circuit is between terminal 1 of connector (C) and terminal 1 of connector (B1).

3. Voltage Check Method

A. With each connector still connected, measure the voltage between the chassis ground and
terminal 1 of each connectors (A), (B) and (C) as shown in [FIG. 4].
The measured voltage of each connector is 5V, 5V and 0V respectively. So the open circuit is
between connector (C) and (B).
4. Test Method for Short to Ground Circuit
A. Continuity Check with Chassis Ground
If short to ground circuit occurs as shown in [FIG. 5], the broken point can be found by performing
below Step 2 (Continuity Check Method with Chassis Ground) as shown below.

5 Continuity Check Method (with Chassis Ground)

.

Lightly shake the wire harness above and below, or from side to side when measuring the
resistance.

Specification (Resistance)
1Ω or less → Short to Ground Circuit
1MΩ or Higher → Normal Circuit

A. Disconnect connectors (A), (C) and measure for resistance between connector (A) and Chassis
Ground as shown in [FIG. 6].
The measured resistance of line 1 and 2 in this example is below 1 Ω a nd higher than 1MΩ
respectively. Specifically the short to ground circuit is line 1 (Line 2 is normal). To find exact
broken point, check the sub line of line 1 as described in the following step.
 B. Disconnect connector (B), and measure the resistance between connector (A) and chassis
ground, and between (B1) and chassis ground as shown in [FIG. 7].
The measured resistance between connector (B1) and chassis ground is 1Ω or less. The short
to ground circuit is between terminal 1 of connector (C) and terminal 1 of connector (B1).

SYMPTOM TROUBLESHOOTING GUIDE CHART

MAIN SYMPTOM DIAGNOSTIC PROCEDURE ALSO CHECK FOR
1. Test the battery
Unable to start 2. Test the starter
(Engine does not
3. Inhibitor switch (A/T) or clutch start switch
turn over)
(M/T)
• DTC
1. Test the battery
• Low compression
Unable to start 2. Check the fuel pressure
• Intake air leaks
(Incomplete 3. Check the ignition circuit
• Slipped or broken timing
combustion) 4. Troubleshooting the immobilizer system (In
belt
case of immobilizer lamp ON)
• Contaminated fuel

1. Test the battery • DTC

2. Check the fuel pressure • Low compression
Difficult to start 3. Check the ECT sensor and circuit (Check • Intake air leaks
DTC) • Contaminated fuel
4. Check the ignition circuit • Weak ignition spark

Poor idling 1. Check the fuel pressure • DTC

(Rough, unstable 2. Check the Injector • Low compression
or incorrect Idle) 3. Check the long term fuel trim and short term • Intake air leaks
fuel trim (Refer to CUSTOMER • Contaminated fuel
DATASTREAM) • Weak ignition spark
4. Check the idle speed control circuit (Check
DTC)
5. Inspect and test the Throttle Body
6. Check the ECT sensor and circuit (Check
DTC)
1. Test the Battery
2. Check the fuel pressure • DTC
3. Check the idle speed control circuit (Check • Intake air leaks
Engine stall DTC) • Contaminated fuel
4. Check the ignition circuit • Weak ignition spark
5. Check the CKPS Circuit (Check DTC)
1. Check the fuel pressure
2. Inspect and test Throttle Body
3. Check the ignition circuit • DTC
4. Check the ECT Sensor and Circuit (Check • Low compression
Poor driving DTC)
• Intake air leaks
(Surge) 5. Test the exhaust system for a possible
• Contaminated fuel
restriction
• Weak ignition spark
6. Check the long term fuel trim and short term
fuel trim (Refer to CUSTOMER
DATASTREAM)
1. Check the fuel pressure
2. Inspect the engine coolant • DTC
Knocking
3. Inspect the radiator and the electric cooling fan • Contaminated fuel
4. Check the spark plugs
1. Check customer's driving habits
• Is A/C on full time or the defroster mode on?
• Are tires at correct pressure?
• DTC
• Is excessively heavy load being carried?
• Low compression
• Is acceleration too much, too often?
Poor fuel economy • Intake air leaks
2. Check the fuel pressure
• Contaminated fuel
3. Check the injector
• Weak ignition spark
4. Test the exhaust system for a possible
restriction
5. Check the ECT sensor and circuit
1. Test the canister close valve
2. Inspect the fuel filler hose/pipe • Malfunctioning gas station
Hard to refuel • Pinched, kinked or blocked? filling nozzle (If this
(Overflow during • Filler hose is torn problem occurs at a
refueling) 3. Inspect the fuel tank vapor vent hose between specific gas station during
the EVAP. canister and air filter refueling)
4. Check the EVAP. canister
Fuel System > Engine Control System > Description and Operation

COMPONENTS LOCATION
1. Mass Air Flow Sensor (MAFS) 2. Intake Air Temperature Sensor (IATS)

4. Throttle Position Sensor (TPS)

3. Engine Coolant Temperature Sensor (ECTS)
8. Idle Speed Contorl Actuator (ISCA)

5. Camshaft Position Sensor (CMPS) 6. Crankshaft Position Sensor (CKPS)

7.Injector 10. Knock Sensor

11. VIS Control Solenoid Valve

14. Purge Control Solenoid Valve (PCSV) 15. Main Relay

16. Ignition Coil 18. Heated Oxygen Sensor (Bank 1, Sensor 1)

19. Heated Oxygen Sensor (Bank 1, Sensor 2) 20. Heated Oxygen Sensor (Bank 2, Sensor 1)

21. Heated Oxygen Sensor (Bank 2, Sensor 2)

Fuel System > Engine Control System > Troubleshooting

INSPECTION CHART FOR DIAGNOSTIC TROUBLE CODES(DTC)

DTC Description MIL Page

U0101 Serial Communication Problem with TCU (Timeout) ●

P0030 O2 Sensor Heater - Heater Control Circuit (Bank 1/Sensor 1) ●

P0031 O2 Sensor Heater Circuit low (Bank 1 / Sensor 1) ●

P0032 O2 Sensor Heater Circuit high (Bank 1 / Sensor 1) ●

O2 Sensor Heater - Heater Control Circuit (Bank 1 / Sensor

P0036 ●
2)

P0037 O2 Sensor Heater Circuit low (Bank 1 / Sensor 2) ●

P0038 O2 Sensor Heater Circuit high (Bank 1 / Sensor 2) ●

O2 Sensor Heater - Heater Control Circuit (Bank 2 / Sensor

P0050 ●
1)

P0051 O2 Sensor Heater Circuit low (Bank 2 / Sensor 1) ●

P0052 O2 Sensor Heater Circuit high (Bank 2 / Sensor 1) ●

O2 Sensor Heater - Heater Control Circuit (Bank 2 / Sensor

P0056 ●
2)

P0057 O2 Sensor Heater Circuit low (Bank 2 / Sensor 2) ●

P0058 O2 Sensor Heater Circuit high (Bank 2 / Sensor 2) ●

Mass or Volume Air Flow Circuit Range / Performance

P0101 ●
Problem

P0102 Mass or Volume Air Flow Circuit Low Input ●

P0103 Mass or Volume Air Flow Circuit high Input ●

P0111 Intake Air Temperature Circuit Range/performance ●

P0112 Intake Air Temperature Circuit Low Input ●

P0113 Intake Air Temperature Circuit High Input ●

P0116 Engine Coolant Temperature Circuit Range / Performance ●

P0117 Engine Coolant Temperature Circuit Low Input ●

P0118 Engine Coolant Temperature Circuit High Input ●

P0119 Engine Coolant Temperature Circuit Intermittent ●

Throttle / Pedal Position Circuit Range / Per formance

P0121 ●
Proble

P0122 Throttle / Pedal Position Circuit Low Input ●

P0123 Throttle / Pedal Position Circuit High Input ●

Insufficient Coolant Temperature for Colsed Loop Fuel

P0125 ●
Control

Coolant Thermostat (Coolant Temp. below Thermostat

P0128 ●
Regulating Temp.)

P0130 O2 sensor Circuit Malfunction(Bank 1 / Sensor 1) ●

P0131 O2 Sensor Circuit Low Input(Bank 1 / Sensor 1) ●

P0132 O2 Sensor Circuit High Input(Bank 1 / Sensor 1) ●

P0133 O2 Sensor Circuit Slow Response (Bank 1 / Sensor 1) ●

O2 Sensor Circuit - Transition Switch Time Malfunction /

P0133 ●
Slope (Bank 1 / Sensor 1)

P0134 O2 Sensor Circuit No Activity Detected (Bank 1 / Sensor 1) ●

P0136 O2 Sensor Circuit Malfunction (Bank 1 / Sensor 2) ●

P0137 O2 Sensor Circuit Low Input (Bank 1 / Sensor 2) ●

P0138 O2 Sensor Circuit High Input (Bank 1 / Sensor 2) ●

P0139 O2 SEnsor CIrcuit Slow Response (Bank 1 / Sensor 2) ●

P0150 O2 sensor Circuit Malfunction(Bank 2 / Sensor 1) ●

P0151 O2 Sensor Circuit Low Input (Bank 2 / Sensor 1) ●

P0152 O2 Sensor Circuit High Input (Bank 2 / Sensor 1) ●

P0153 O2-Sensor Circuit Slow Response (Bank 2 / Sensor 1) ●

O2 Sensor Circuit - Transition Switch Time Malfunction /

P0153 ●
Slope (Bank 2 / Sensor 1)

P0154 O2 Sensor Circuit No Activity Detected (Bank 2 / Sensor 1) ●

P0156 O2 Sensor Circuit Malfunction (Bank 2 / Sensor 2) ●

P0157 O2 Sensor Circuit Low Input (Bank 2 / Sensor 2) ●

P0158 O2 Sensor Circuit High Input (Bank 2 / Sensor 2) ●

P0159 O2 Sensor Circuit Slow Response (Bank 2 / Sensor 2) ●

P0140 O2 Sensor Circuit No Activity Detected (Bank 1 / Sensor 2) ●

P0160 O2 Sensor Circuit No Activity Detected (Bank 2 / Sensor 2) ●

P0170 O2 Sensor System - Lambda Controller at the Limit (Bank 1) ●

P0171 Fuel Trim Malfunction - System Too Lean (Bank 1) ●

P0172 Fuel Trim Malfunction - System Too Rich (Bank 1) ●

P0173 O2 Sensor System - Lambda Controller at the Limit (Bank 2) ●

P0174 Fuel Trim Malfunction - System Too Lean (Bank 2) ●

P0175 Fuel Trim Malfunction - System Too Rich (Bank 2) ●

P0230 Fuel Pump Circuit Malfunction ▲

P0261 Cylinder 1 - Injector Circuit Low ●

P0262 Cylinder 1 - Injector Circuit High ●

P0264 Cylinder 2 - Injector Circuit Low ●

P0265 Cylinder 2 - Injector Circuit High ●

P0267 Cylinder 3 - Injector Circuit Low ●

P0268 Cylinder 3 - Injector Circuit High ●

P0270 Cylinder 4 - Injector Circuit Low ●

P0271 Cylinder 4 - Injector Circuit High ●

P0273 Cylinder 5 - Injector Circuit Low ●

P0274 Cylinder 5 - Injector Circuit High ●

P0276 Cylinder 6 - Injector Circuit Low ●

P0277 Cylinder 6 - Injector Circuit High ●

P0300 Multiple Cylinder Misfire Detected ●

P0301 Cylinder 1 - Misfire detected ●

P0302 Cylinder 2 - Misfire detected ●

P0303 Cylinder 3 - Misfire detected ●

P0304 Cylinder 4 - Misfire detected ●

P0305 Cylinder 5 - Misfire detected ●

P0306 Cylinder 6 - Misfire detected ●

P0315 Segment Time Acquisition Incorrect ▲

P0325 Knock Sensor 1 Circuit Malfunction ▲

P0330 Knock Sensor 2 Circuit Malfunction ▲

P0335 Crankshaft Position Sensor Circuit Malfunction ●

P0340 Camshaft Position Sensor Circuit Malfunction ●

P0350 Ignition Coil Primary / Secondary Circuit Malfunction ▲

P0351 Ignition Coil 'A' Primary / Secondary Circuit Malfunction ▲

P0352 Ignition Coil 'B' Primary / Secondary Circuit Malfunction ▲

P0353 Ignition Coil 'C' Primary / Secondary Circuit Malfunction ▲

P0354 Ignition Coil 'D' Primary / Secondary Circuit Malfunction ▲

P0355 Ignition Coil 'E' Primary / Secondary Circuit Malfunction ▲

P0356 Ignition Coil 'F' Primary / Secondary Circuit Malfunction ▲

P0420 Catalyst System Efficiency below Threshold (Bank 1) ●

P0430 Catalyst System Efficiency below Threshold (Bank 2) ●

P0441 Evap. Emission Ctrl. System Incorrect Purge Flow ●

P0442 Evap. Emission Ctrl. System - Small Leak detected (1.0 mm) ●

P0444 Evap. Emission Ctrl. System - Purge Ctrl. Valve Circuit Open ●

Evap. Emission Ctrl. System - Purge Ctrl. Valve Circuit

P0445 ●
Shorted

P0447 Evap. Emission Ctrl. System - Vent Circuit Open (SOV) ●

P0448 Evap. Emission Ctrl. System - Vent Circuit Shorted (SOV) ●

P0449 Evap. Emission Ctrl. System - Vent Valve / Solenoid circuit ●

Evap. Emission Ctrl. System - Pressure SEnsor Range /

P0451 ●
Performance (DTP_CON)

P0452 Evap. Emission Ctrl. System - Pressure Sensor Low Input ●

P0453 Evap. Emission Ctrl. System - Pressure Sensor High Input ●

Evap. Emission Ctrl. System - Pressure Sensor Intermittent

P0454 ●
(DTP_NOISE)

Evap. Emission Ctrl. System - Large Leak detected (or tank

P0455 ●
cap loose/off)

P0456 Evap. Emission Ctrl. System - Small Leak detected (0.5 mm) ●

P0461 Fuel Level Sensor Circuit Range/Performance ▲

P0462 Fuel Level Sensor Circuit Low Input ▲

P0463 Fuel Level Sensor Circuit High Input ▲

P0464 Fuel Level Sensor Circuit Intermittent ▲

P0501 Vehicle Speed Sensor Range / Performance ●

P0505 Idle Air Control System ●

P0506 Idle Control System - RPM lower than expected ●

P0507 Idle Control System - RPM higher than expected ●

P0551 Power Steering Switch Circuit Malfunction ▲

P0560 System Voltage Malfunction ▲

P0562 System Voltage Low ●

P0563 System Voltage High ●

P0630 VIN not Programmed or Incompactible - ECM/PCM ●

P0605 Internal Control Module Read Only Memory(ROM) Error ●

 P0650 Malfunction Indicator Lamp(MIL) Control Circuit Malfunction ▲

P0661 Intake manifold tuning valve #1(IV) control circuit low ▲

P0662 Intake manifold tuning valve #1(IV) control circuit high ▲

P0664 Intake manifold tuning valve #2(MV) control circuit low ▲

P0665 Intake manifold tuning valve #2(MV) control circuit high ▲

P0700 TCU Request for MIL On / Freeze Frame to ECU via CAN ●

P1505 Idle Charge Actuator Signal Low of Coil #1 ●

P1506 Idle Charge Actuator Signal High of Coil #1 ●

P1507 Idle Charge Actuator Signal Low of Coil #2 ●

P1508 Idle Charge Actuator Signal High of Coil #2 ●

● : MIL ON & FAULT CODE MEMORY

▲ : MIL OFF & FAULT CODE MEMORY

Fuel System > Engine Control System > Repair procedures

OBD-II REVIEW

1. OVERVIEW
The California Air Resources Board (CARB) began regulation of On Board Diagnostics (OBD) for
vehicles sold in california beginning with the 1988 model year. The first phase, OBD-I, required
monitoring of the fuel metering system, Exhust Gas Recirculation (EGR) system and additional
emission related components. The Malfunction Indicator Lamp (MIL) was required to light and alert
the driver of the fault and the need for repair of the emission control system. Associated with the MIL
was a fault code or Diagnostic Trouble Code (DTC) idenfying the specific area of the fault.
The OBD system was proposed by CARB to improve air quality by identifying vehicle exceeding
emission standards. Passage of the Federal Clean Air Act Amendments in 1990 has also prompted
the Environmental Protection Agency (EPA) to develop On Board Diagnostic requirements. CARB
OBD-II regulations were followed until 1999 when the federal regulations were used.
The OBD-II system meets government regulations by monitoring the emission control system. When a
system or component exceeds emission threshold or a component operates outside tolerance, a DTC
will be stored and the MIL illuminated.
The diagnostic executive is a computer program in the Engine Control Module (ECM) or
PowertrainControl Module (PCM) that coordinates the OBD-II self-monitoring system. This program
controls all the monitors and interactions, DTC and MIL operation, freeze frame data and scan tool
interface.
Freeze frame data describes stored engine conditions, such as state of the engine, state of fuel
control, spark, RPM, load and warm status at the point the first fault is detected. Previously stored
conditions will be replaced only if a fuel or misfire fault is detected. This data is accessible with the
scan tool to assist in repairing the vehicle.
The center of the OBD-II system is a microprocessor called the Engine Control Module (ECM) or
Powertrain Control Module(PCM).
The ECM/PCM receives input from sensors and other electronic components (switches, relays, and
others) based on information received and programmed into its memory (keep alive random access
memory, and others), the ECM/PCM generates output signals to control various relays, solenoids and
actuators.

2. CONFIGURATION OF HARDWARE AND RELATED TERMS

The Malfunction Indicator Lamp (MIL) is connected between ECM/PCM-terminal Malfunction Indicator
Lamp and battery supply (open collector amplifier).
In most cars, the MIL will be installed in the instrument panel. The lamp amplifier can not be damaged
by a short circuit.
Lamps with a power dissipation much greater than total dissipation of the MIL and lamp in the tester
may cause a fault indication.
▷ At ignition ON and engine revolution (RPM)< MIN. RPM, the MIL is switched ON for an optical
check by the driver.
When the ECM/PCM detects a malfunction related emission during the first driving cycle, the DTC
and engine data are stored in the freeze frame memory. The MIL is illuminated only when the
ECM/PCM detects the same malfunction related the DTC in two consecutive driving cycles.
● Misfire and Fuel System Malfunctions:
For misfire or fuel system malfunctions, the MIL may be eliminated if the same fault does not reoccur
during monitoring in three subsequent sequential driving cycles in which conditions are similar to
those under which the malfunction was first detected.
● All Other Malfunctions:
For all other faults, the MIL may be extinguished after three subsequent sequential driving cycles
during which the monitoring system responsible for illuminating the MIL functions without detecting
the malfunction and if no other malfunction has been identified that would independently illuminate the
MIL according to the requirements outlined above.
The diagnostic system may erase a fault code if the same fault is not re-registered in at least 40
engine warm-up cycles, and the MIL is not illuminated for that fault code.
• Bidirectional line
• K-Line is defined as the line which provides information in a serial digital form from ECM/PCM to
the diagnostic tester. K-Line is used bidirectionally, in which case it may carry commands or data
from the diagnostic tester to the ECM/PCM. K-Line is also used to initialize the serial
communication.
A driving cycle consists of engine start up, and engine shut off.
A warm-up cycle means sufficient vehicle operation such that the engine coolant temperature has
risen by at least 40 degrees Fahrenheit from engine starting and reaches a minimum has risen by at
least 40 degrees Fahrenheit from engine starting and reaches a minimum temperature of at least 160
degrees Fahrenheit.
A trip means vehicle operation (following an engine-off period) of duration and driving mode such that
all components and systems are monitored at least once by the diagnostic system except catalyst
efficiency or evaporative system monitoring when a steady-speed check is used, subject to the
limitation that the manufacturer-defined trip monitoring conditions shall all be encountered at least
once during the first engine start portion of the applicable FTP cycle.
• Diagnostic Trouble Code (SAE J2012)
• DTCs used in OBD-II vehicles will begin with a letter and are followed by four numbers.
The letter of the beginning of the DTC identifies the function of the monitored device that has failed. A
"P" indicates a powertrain device, "C" indicates a chassis device. "B" is for body device and "U"
indicates a network or data link code. The first number indicates if the code is generic (common to all
manufacturers) or if it is manufacturer specific. A "0" & "2" indicates generic, "1" indicates
manufacturer-specific. The second number indicates the system that is affected with a number
between 1 and 7.
The following is a list showing what numbers are assigned to each system.
1) Fuel and air metering
2) Fuel and air metering(injector circuit malfunction only)
3) Ignition system or misfire
4) Auxiliary emission controls
5) Vehicle speed controls and idle control system
6) Computer output circuits
7) Transmission
The last two numbers of the DTC indicates the component or section of the system where the fault is
located.
When a freeze frame event is triggered by an emission related DTC, the ECM/PCM stores various
vehicle information as it existed the moment the fault ocurred. The DTC number along with the engine
data can be useful in aiding a technician in locating the cause of the fault. Once the data from the 1st
driving cycle DTC ocurrence is stored in the freeze frame memory, it will remain there even when the
fault ocurrs again (2nd driving cycle) and the MIL is illuminated.
• Freeze Frame List
1) Calculated Load Value
2) Engine RPM
3) Fuel Trim
4) Fuel Pressure (if available)
5) Vehicle Speed (if available)
6) Coolant Temperature
7) Intake Manifold Pressure (if available)
8) Closed-or Open-loop operation
9) Fault code

3. OBD-II SYSTEM READINESS TESTS

The catalyst efficiency monitor is a self-test strategy within the ECM/PCM that uses the downstream
Heated Oxygen Sensor (HO2S) to determine when a catalyst has fallen below the minimum level of
effectiveness in its ability to control exhaust emission.
Misfire is defined as the lack of proper combustion in the cylinder due to the absence of spark, poor
fuel metering, or poor compression. Any combustion that does not occur within the cylinder at the
proper time is also a misfire. The misfire detection monitor detects fuel, ignition or mechanically
induced misfires. The intent is to protect the catalyst from permanent damage and to alert the
customer of an emission failure or an inspection maintenance failure by illuminating the MIL . When a
misfire is detected, special software called freeze frame data is enabled. The freeze frame data
captures the operational state of the vehicle when a fault is detected from misfire detection monitor
strategy.
The fuel system monitor is a self-test strategy within the ECM/PCM that monitors the adaptive fuel
table The fuel control system uses the adaptive fuel table to compensate for normal variability of the
fuel system components caused by wear or aging. During normal vehicle operation, if the fuel system
appears biased lean or rich, the adaptive value table will shift the fuel delivery calculations to remove
bias.
The cooling system monitoring is a self-test strategy within the ECM/PCM that monitors ECTS
(Engine Coolant Temperature Sensor) and thermostat about circuit continuity, output range, rationality
faults.
OBD-II regulations require monitoring of the upstream Heated O2 Sensor (H2OS) to detect if the
deterioration of the sensor has exceeded thresholds. An additional HO2S is located downstream of
the Warm-Up Three Way Catalytic Converter (WU-TWC) to determine the efficiency of the catalyst.
Although the downstream H2OS is similar to the type used for fuel control, it functions differently. The
downstream HO2S is monitored to determine if a voltage is generated. That voltage is compared to a
calibrated acceptable range.
The EVAP. monitoring is a self-test strategy within the ECM/PCM that tests the integrity of the EVAP.
system. The complete evaporative system detects a leak or leaks that cumulatively are greater than
or equal to a leak caused by a 0.040 inch and 0.020 inch diameter orifice.
The A/C system monitoring is a self-test strategy within the ECM/PCM that monitors malfunction of all
A/C system component at A/C ON.
The comprehensive components monitoring is a self-test strategy within the ECM/PCM that detects
fault of any electronic powertrain components or system that provides input to the ECM/PCM and is
not exclusively an input to any other OBD-II monitor.
Fuel System > Engine Control System > Engine Control Module (ECM) >
Schematic Diagrams

CIRCUIT DIAGRAM
ECM PROBLEM INSPECTION PROCEDURE
1 TEST ECM GROUND CIRCUIT: Measure resistance between ECM and chassis ground using the
. backside of ECM harness connector as ECM side check point. If the problem is found, repair it.
 Specification (Resistance)
Between terminal 4 of C30-1 connector and chassis ground : 1Ω or less
Between terminal 5 of C30-1 connector and chassis ground : 1Ω or less
Between terminal 6 of C30-1 connector and chassis ground : 1Ω or less

2. TEST ECM CONNECTOR: Disconnect the ECM connector and visually check the ground terminals
on ECM side and harness side for bent pins or poor contact contact pressure. If the problem is
found, repair it.
3. If problem is not found in Step 1 and 2, the ECM could be faulty. If so, replace the ECM with a new
one, and then check the vehicle again. If the vehicle operates normally then the problem was likely
with the ECM.
4. RE-TEST THE ORIGINAL ECM : Install the original ECM (may be broken) into a known-good
vehicle and check the vehicle. If the problem occurs again, replace the original ECM with a new
one. If problem does not occur, this is intermittent problem (Refer to INTERMITTENT PROBLEM
PROCEDURE in BASIC INSPECTION PROCEDURE)

Fuel System > Engine Control System > Engine Control Module (ECM) >
Description and Operation

1. ECM HARNESS CONNECTOR

2. ECM TERMINAL FUNCTION

[CONNECTOR C30-1]
PIN
Description Connected to Remark
NO.

1 Ignition key switch signal Ignition key

2 Not connected -

3 Diagnostic data line Data Link Connector (DLC)

4 ECM ground Chassis ground

5 Power stages 1 ground Chassis ground

6 Power stages 2 ground Chassis ground

7 Battery voltage Battery

8 Battery voltage after main relay Main relay

 9 Battery voltage after main relay Main relay

[CONNECTOR C30-2]
PIN
Description Connected to Remark
NO.

1 HO2S heater (B1/S1) HO2S (B1/S1)

2 Not connected -

3 Not connected -

4 Not connected -

5 Not connected -

6 Not connected -

7 HO2S heater (B1/S2) HO2S (B1/S2)

8 HO2S shield (B1/S1) HO2S (B1/S1)

9 HO2S shield (B2/S1) HO2S (B2/S1)

10 HO2S shield (B1/S2) HO2S (B1/S2)

11 HO2S shield (B2/S2) HO2S (B2/S2)

12 Not connected -

13 HO2S heater (B2/S1) HO2S (B2/S1)

14 HO2S signal input (B1/S1) HO2S (B1/S1)

15 HO2S signal input (B2/S1) HO2S (B2/S1)

16 HO2S signal input (B1/S2) HO2S (B1/S2)

17 Fuel consumption signal TRIP COMPUTER

18 HO2S signal input (B2/S2) HO2S (B2/S2)

19 HO2S heater (B2/S2) HO2S (B2/S2)

20 HO2S ground (B1/S1) HO2S (B1/S1)

21 HO2S ground (B2/S1) HO2S (B2/S1)

22 HO2S ground (B1/S2) HO2S (B1/S2)

23 Main relay Main relay

24 HO2S ground (B2/S2) HO2S (B2/S2)

[CONNECTOR C30-3]
PIN
Description Connected to Remark
NO.
1 MAFS signal input MAFS

2 Not connected -

3 Not connected -

4 Not connected -

5 Not connected -

6 Not connected -

7 Not connected -

8 CKPS signal input CKPS

9 Not connected -

10 TPS supply TPS

11 Not connected -

12 Not connected -

13 Not connected -

14 Not connected -

15 Not connected -

16 Not connected -

17 MAFS ground MAFS ground

18 Not connected -

19 TPS signal input TPS

20 TPS ground TPS

21 CKPS ground CKPS

22 IATS signal input IATS

23 IATS ground IATS

24 ECTS signal input ECTS

25 ECTS ground ECTS

26 Power steer'g load input Power steering switch

27 Not connected -

28 Not connected -

29 Knock sensor1, input A (CYL 1/3/5) Knock sensor1(CYL 1/3/5)

30 Knock sensor1, input B (CYL 1/3/5) Knock sensor1(CYL 1/3/5)

31 Knock sensor2, input A (CYL 2/4/6) Knock sensor2(CYL 2/4/6)

32 Knock sensor2, input B (CYL 2/4/6) Knock sensor2(CYL 2/4/6)

33 Injector output (CYL.1) Injector (CYL.1)

34 Injector output (CYL.2) Injector (CYL.2)

35 Injector output (CYL.3) Injector (CYL.3)

36 Injector output (CYL.4) Injector (CYL.4)

37 Injector output (CYL.5) Injector (CYL.5)

38 Injector output (CYL.6) Injector (CYL.6)

39 Not connected -

40 Not connected -

41 Not connected -

42 Canister purge sol. Valve control Canister purge sol. Valve

43 Not connected -

44 Not connected -

45 VIS sol 1. Output Variable Intake control System sol. 1

46 ISCA PWM output 2 ISCA

47 ISCA PWM output 1 ISCA

48 Knock sensor shield Knock sensor

49 Not connected -

50 Not connected -

51 Not connected -

52 VIS sol2. Output Variable Intake control System sol. 2

[CONNECTOR C30-4]
PIN
Description Connected to Remark
NO.

1 Not connected MAFS

2 Not connected -

3 Not connected -

4 Fuel tank pressure sensor supply Fuel tank pressure sensor

5 Fuel level sender signal Fuel level sender

6 Not connected -

7 CMPS signal CMPS

8 CMPS ground CMPS

9 Not connected -

10 Fuel pump relay control Fuel pump relay

11 Not connected -

12 Not connected -

13 TPS PWM output EPS, ECS

14 Fuel tank pressure sensor ground Fuel tank pressure sensor

15 Fuel level sender ground Fuel level sender

16 Not connected -

17 Engine speed signal Tachometer(Cluster)

18 Fan low Fan low relay

19 Not connected -

20 MIL MIL(Cluster)

21 Not connected -

22 Wheel( or Vehicle) speed sensor signal Wheel( or Vehicle) speed sensor

23 A/C comp. input(Low/High sw) A/C comp

24 A/C switch input A/C switch

25 A/C comp. input(middle sw) A/C middle sw

26 Not connected -

27 Not connected -

28 Not connected -

29 A/C comp. relay control A/C comp. relay

30 Canister close valve Canister close valve

31 Not connected -

32 Not connected -

33 Not connected -

34 Fuel tank pressure sensor signal Fuel tank pressure sensor

35 Not connected -

36 CAN(High) TCM, ESP, ABS, 4WD ECM

37 CAN(Low) TCM, ESP, ABS, 4WD ECM

38 Wheel speed sensor ground Wheel speed sensor

39 Wheel speed sensor signal Wheel speed sensor

40 Fan high Fan high relay

[CONNECTOR C30-5]
PIN
Description Connected to Remark
NO.

1 Ignition coil 3 output (CYL. 3, 6) Ignition coil 3 (CYL. 3, 6)

2 Ignition coil 2 output (CYL. 2, 5) Ignition coil 2 (CYL. 2, 5)

3 Ignition coil 1 output (CYL. 1, 4) Ignition coil 1 (CYL. 1, 4)

4 Not connected -

5 Ignition power stages ground Chassis ground

6 Not connected -

7 Not connected -

8 Not connected -

9 Not connected -

3. ECM TERMINAL INPUT/OUTPUT SIGNAL

[CONNECTOR C30-1]
PIN Description Vehicle Input, output value
NO. State Remark
Type Range

1 Ignition switch IG ON DC Vbatt

IG OFF 0 ~ 0.5 Volt

2 Not connected

3 Diagnosis line IG ON PULSE

(K-line)

4 ECM ground ALWAYS Static signal 0 ~ 0.5 Volt

Power stage1
5 ALWAYS Static signal 0 ~ 0.5 Volt
ground
Power stage2
6 ALWAYS Static signal 0 ~ 0.5 Volt
ground
7 Battery voltage ALWAYS DC Battery Voltage
8 Battery voltage IG ON DC Battery Voltage
after main relay
IG OFF 0 ~ 0.5 Voltage
 9 Battery voltage IG ON DC Battery Voltage
after main relay
IG OFF 0 ~ 0.5 Voltage

[CONNECTOR C30-2]
PIN Description Vehicle Input, output value Remark
NO. State
Type Range

1 HO2S heater Engine PWM

(B1/S1) RUN

2 Not connected
3 Not connected
4 Not connected
5 Not connected
6 Not connected
7 HO2S heater Engine PWM
(B1/S2) RUN

Freq : 10 Hz
HO2S shield Static
8 0 Volt
(B1/S1) signal
HO2S shield Static
9 0 Volt
(B2/S1) signal
HO2S shield Static
10 0 Volt
(B1/S2) signal
HO2S shield Static
11 0 Volt
(B2/S2) signal
12 Not connected
13 HO2S heater Engine PWM
(B2/S1) RUN

Freq : 10Hz
14 HO2S input (B1/S1) 3000rpm PULSE
after warm-
up

Freq:1.1 Hz
15 HO2S input (B2/S1) 3000 rpm PULSE
after
warm-up

Freq : 1.1 Hz
16 HO2S input (B1/S2) Racing PULSE

Freq: 1.1 Hz

Fuel consumption
17 Engine RUN PULSE
signal
Freq : depend on
Fuel Consumption
18 HO2S input (B2/S2) Racing PULSE

Freq : 1.1 Hz
19 HO2S heater Engine PWM
(B1/S2) RUN

Freq : 10HZ
3000 rpm
HO2S ground
20 after PULSE 0 ~ 0.4 Volt
(B1/S1)
warm-up
3000 rpm
HO2S ground
21 after PULSE 0 ~ 0.4 Volt
(B2/S1)
warm-up
3000 rpm
HO2S ground
22 after PULSE 0 ~ 0.4 Volt
(B1/S2)
warm-up
23 Main relay IG OFF after DC 0 ~ 1 Volt
warm-up Vbatt
24 3000 rpm
HO2S ground
after PLUSE 0 ~ 0.4 Volt
(B2/S2)
warm-up

[CONNECTER C30-3]
PIN Description Vehicle State Input, output value Remark
NO. Type Range

1 MAFs signal input IDLE Analog 0.5 Volt

2000 rpm 1 Volt

2 Not connected

3 Not connected

4 Not connected

5 Not connected

6 Not connected

7 Not connected

8 CKPS signal IDLE Frequency

input 3000 rpm

600 ~ 900 Hz
2700 ~ 3300 Hz
9 Not connected
10 TPS Supply After IG ON DC VCC
11 Not connected
12 Not connected
13 Not connected
14 Not connected
15 Not connected
16 Not connected
17 MAFS ground Static signal 0 ~ 0.5 Volt
18 Not connected
IDLE 0.25 ~ 0.8 Volt
19 TPS signal input Analog
Wide open 4.25 ~ 4.7 Volt
20 TPS ground Static signal 0 ~ 0.5 Volt
21 CKPS ground Static signal 0 ~ 0.5 Volt
0°C 4.3 Volt
22 Signal input Analog
20°C 3.44 Volt
23 IATS ground Static signal 0 ~ 0.5 Volt
24 ECTS signal input COLD(20°C) Analog 3.44 Volt
WARM(80°C) 1.25 Volt
25 ECTS ground Static signal 0 ~ 0.5 Volt
POWER ON
0 ~ 0.5 Volt
26 STEER'G OFF DC
Vbatt
LOAD INPUT
27 Not connected
28 Not connected
29 Knock sensor1, Knocking Frequency -0.3 ~ 0.3 Volt
input A Normal 0 Volt
(CYL 2/4/6)
Knock sensor2,
30 input B
(CYL 1/3/5)
Knock sensor2,
Knocking -0.3 ~ 0.3 Volt
31 input B Frequency
Normal 0 Volt
(CYL 2/4/6)
Knock sensor2,
32 input B
(CYL 2/4/6)
33 Injector IG ON DC
output(CYL.1) 3000 rpm (PWM)

Freq : 20 ~ 30Hz
34 Injector IG ON DC
output(CYL.2) 3000 rpm (PWM)

Freq : 20 ~ 30Hz
35 Injector IG ON DC
output(CYL.3) 3000 rpm (PWM)

Freq : 20 ~ 30Hz
36 Injector IG ON DC
output(CYL.4) 3000 rpm (PWM)

Freq : 20 ~ 30Hz
37 Injector DC
output(CYL.5) (PWM)

Freq : 20 ~ 30Hz
38 Injector DC
output(CYL.6) (PWM)
 Freq : 20 ~ 30Hz
39 Not connected
40 Not connected
41 Not connected
42 Canister purge Inactive Active PULSE
sol. v/v contorl (After warm up & PWM
racing)

Freq:20Hz
43 Not connected
44 Not connected
45 VIS solenoid 0 ~ 0.5 Volt
output 14 Volt
46 ISCA PWM
output2
Idle(close) PWM

Freq:100Hz
47 ISCA PWM Idle(open) PWM
output1

Freq:100Hz
Knock sensor
48 GND 0 ~ 0.5 Volt
shield
49 Not connected
50 Not connected
51 Not connected
52 VIS solenoid2 ON DC 0 ~ 0.5 Volt
output OFF 14 Volt

[CONNECTOR C30-4]
PIN Description Vehicle State Input, output value Remark
NO.
Type Range

1 Not connected

2 Not connected

3 Not connected

Fuel tank IG ON 5V
4 pressure sensor Static signal
supply IG OFF 0 ~ 0.5V
 Fuel level
5 DC 0~Vcc
sender signal

6 Not connected

7 CMPS signal IDLE Frequency

input (after cranking)

8 CMPS ground Static signlal 0~0.5 Volt

9 Not connected
IG SW ON Vbatt
10 Fuel pump relay DC
IDLE 0~0.5 Volt
11 Not connected
12 Not connected
13 TPS PWM C.T Engine run
output to W.O.T 5%
EPS/ECS DUTY(C.T)
91%
DUTY(W.O.T)
Freq:100Hz
Fuel tank
14 pressure sensor GND 0 ~ 0.5Volt
ground
Fuel level
15 GND 0~0.5 Volt
sender ground
16 Not connected
17 ENGINE ENGINE Frequency
SPEED RUN
SIGNAL

18 FAN LOW FAN ON DC 0~0.5 Volt

RELAY FAN OFF Vbatt
19 Not connected
During IG ON DC 0~0.5 Volt
20 MIL
after START Vbatt
21 Not connected
22 Vehicle speed Vehicle PULSE
Sensor signal/ RUN
Wheel speed (80km/h)
Sensor
signal(ABS)
250Hz from ABS
25Hz from VSP
23 A/C COMP. SW OFF DC 0~0.5 Volt
SW(HI/LOW) SW ON Vbatt
24 A/C SW SW OFF DC 0~0.5 Volt
SW ON Vbatt
25 A/C COMP. SW OFF DC 0~0.5 Volt
SW(MID) SW ON Vbatt
26 Not connected
27 Not connected
28 Not connected
29 A/CON COMP A/C ON DC 0~0.5 Volt
RESSOR A/C OFF Vbatt
RELAY
CLOSE Vbatt
30 CCV control DC
OPEN 0 ~ 0.5Volt
31 Not connected
32 Not connected
33 FTPS input Engine run ANALOG
34 Not connected
35 Not connected
36 CAN(HIGH) Recessive DC 2.0~3.0Volt
Dominant 2.75~4.5Volt
37 CAN(LOW) Recessive DC 2.0~3.0Volt
Dominant 0.5~2.25Volt
Wheel speed
38 Static signal 0V
sensor ground
Wheel speed
39 Run Vehicle
sensor signal
40 Ran relay(high) FAN OFF DC V batt

[CONNECTOR C30-5]
PIN Description Vehicle State Input, output value Remark
NO.
Type Range

1 Ignition ENGINE PULSE

Coil3(CYL.3/6) RUN

2 Ignition ENGINE PULSE

Coil3(CYL.2/5) RUN
 3 Ignition ENGINE PULSE
Coil1(CYL.1/4) RUN

4 Not connected
Ignition power Static
5 0Volt
stages ground ground
6 Not connected
7 Not connected
8 Not connected
9 Not connected

ECM PROBLEM INSPECTION PROCEDURE

1 TEST ECM GROUND CIRCUIT: Measure resistance between ECM and chassis ground using the
. backside of ECM harness connector as ECM side check point. If the problem is found, repair it.

Specification (Resistance)
Between terminal 4 of C30-1 connector and chassis ground : 1Ω or less
Between terminal 5 of C30-1 connector and chassis ground : 1Ω or less
Between terminal 6 of C30-1 connector and chassis ground : 1Ω or less

2. TEST ECM CONNECTOR: Disconnect the ECM connector and visually check the ground terminals
on ECM side and harness side for bent pins or poor contact contact pressure. If the problem is
found, repair it.
3. If problem is not found in Step 1 and 2, the ECM could be faulty. If so, replace the ECM with a new
one, and then check the vehicle again. If the vehicle operates normally then the problem was likely
with the ECM.
4. RE-TEST THE ORIGINAL ECM : Install the original ECM (may be broken) into a known-good
vehicle and check the vehicle. If the problem occurs again, replace the original ECM with a new
one. If problem does not occur, this is intermittent problem (Refer to INTERMITTENT PROBLEM
PROCEDURE in BASIC INSPECTION PROCEDURE)

Fuel System > Engine Control System > Engine Control Module (ECM) > Repair
procedures

VIN PROGRAMMING PROCEDURE

VIN (Vehicle Identification Number) is a number that has the vehicle's information (Maker, Vehicle
Type, Vehicle Line/Series, Body Type, Engine Type, Transmission Type, Model Year, Plant Location
and so forth. For more information, please refer to the group "GI" in this SERVICE MANUAL). When
replacing an ECM, the VIN must be programmed in the ECM. If there is no VIN in ECM memory, the
fault code (DTC P0630) is set.

The programmed VIN cannot be changed. When writing the VIN, confirm the VIN carefully
1. Select "Vehicle" and "Engine" (For example, TUCSON 2.0L L4).

2. Select "VIN WRITING".

3. Check the ECM status.

 • VIRGIN: VIN is not programmed
• LEARNT: VIN has been already programmed
Is the ECM status "VIRGIN"?

▶ Go to next step 4.

▶ END
4. Write the VIN with cursor, function and number keys.

Before pressing the "ENTER" key, confirm the VIN again because the programmed VIN cannot
be changed.

5. After verifying the written VIN, press the "ENTER" key.

6. Turn the ignition switch OFF, and then turn ON.
7. Verify the programmed VIN in the ECM memory.

Fuel System > Engine Control System > Injector > Repair procedures

INSPECTION
1 Measure resistance between the terminal 1 and 2 of the injector.
.
Injector Resistance: 13.8 ~ 15.2 Ω at 20°C (68°F)

2. If the resistance is not within specification, replace the injector.

Fuel System > Fuel Delivery System > Components and Components Location

Component Location
Fuel System > Fuel Delivery System > Repair procedures

FUEL PRESSURE TEST

Fuel System > Fuel Delivery System > Fuel Tank > Repair procedures

REMOVAL

When lifting up or down vehicle, be sure to place blocks between vehicle and lifter to prevent fuel
tank from being damaged.
1. Remove the front and main muffler assembly (Refer to group “EM” in this Work Shop Manual).
2. Remove the propeller-shaft (For 4WD only).
3. Disconnect the fuel filler hose (A), fuel leveling hose (B) and ventilation hose (C).

4. Lift the vehicle and support the fuel tank with a jack, and then remove the two fuel tank band.

5. Remove the four parking brake mounting bolts(A).

6. Down the fuel tank slowly until work space is made, and then disconnect the fuel pump connector
(A) and fuel feed hose(B).

7. Disconnect the sub fuel sender connector (A).

8. Remove the fuel tank.

INSTALLATION
1. Install the fuel tank according to the reverse order of "REMOVAL" procedure.

Fuel tank band mounting bolts : 39.2 ~ 54.0 N·m (4.0 ~ 5.5 kgf·m, 28.9 ~ 39.8 lbf·ft)

Fuel System > Fuel Delivery System > Fuel Pump > Repair procedures
REMOVAL (INCLUDING FUEL FILTER AND FUEL PRESSURE REGULATOR)
1. Turn ignition switch to “OFF” and disconnect the battery negative (-) terminal.
2. Remove the rear seat cushion flame hinge bolts, and then lift the cushion (Refer to group “BD” in
this Service Manual).
3. Remove the service cover (A) under the carpet.

4. Disconnect the fuel pump wiring connector (A).

5. Remove the fuel feed hose (B) and suction hose (C).
6. Remove the fuel pump plate mounting bolts (D).
7. Remove the fuel pump assembly.

INSTALLATION
1. Install the fuel pump according to the reverse order of "REMOVAL" procedure.

Fuel System > Fuel Delivery System > Sub Fuel Sender > Repair procedures

REMOVAL
1. Turn ignition switch to “OFF” and disconnect the battery negative (-) terminal.
2. Remove the rear seat cushion flame hinge bolts, and then lift the cushion (Refer to group “BD” in
this Service Manual).
3. Remove the service cover (B) under the carpet.

4. Disconnect the fuel sender (Sub) wiring connector (A).

5. Disconnect the suction hose (B).

6. Remove the fuel sender (Sub) plate mounting bolt (C).
7. Remove the fuel sender (Sub) assembly.
INSTALLATION
1. Install the sub fuel sender according to the reverse order of "REMOVAL" procedure.