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RONDO(UN) > 2009 > G 2.4 DOHC > Fuel System

Fuel System > General Information > Specifications

Specifications
Fuel Delivery System

Items Specification
Fuel Tank Capacity 60 lit. (63.4 US.qt, 52.8 Imp.qt, 15.8 US.gal)
Fuel Filter (built in Fuel Pump Assembly) Type Paper type
Fuel Pressure Regulator Regulated
338 ~ 348 kpa(3.45 ~ 3.55 kgf/cm², 49.0 ~ 50.5 psi)
(built in Fuel Pump Assembly) Fuel Pressure
Type Electrical, in-tank type
Fuel Pump
Driven by Electric motor
Fuel Retrun System Pressure Returnless

Sensors
Manifold Absolute Pressure Sensor (MAPS)
▷ Type: Piezo-resistive pressure sensor type
▷ Specification
Pressure (kPa) Output voltage (V)
20 0.79
46.7 1.84
101.32 4

Intake Air Temperature Sensor (IATS)

▷ Type: Thermistor type
▷ Specification
Temperature [°C(°F)] Resistance (kΩ)
-40(-40) 40.93 ~ 48.35
-30(-22) 23.43 ~ 27.34
-20(-4) 13.89 ~ 16.03
-10(14) 8.50 ~ 9.71
0(32) 5.38 ~ 6.09
10(50) 3.48 ~ 3.90
20(68) 2.31 ~ 2.57
25(77) 1.90 ~ 2.10
30(86) 1.56 ~ 1.74
40(104) 1.08 ~ 1.21
60(140) 0.54 ~ 0.62
80(176) 0.29 ~ 0.34

Engine Coolant Temperature Sensor (ECTS)

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▷ Type: Thermistor type

▷ Specification
Temperature [°C(°F)] Resistance(kΩ)
-40(-40) 48.14
-20(-4) 14.13 ~ 16.83
0(32) 5.79
20(68) 2.31 ~ 2.59
40(104) 1.15
60(140) 0.59
80(176) 0.32

Throttle Position Sensor (TPS)

▷ Type: Variable resistor type
▷ Specification
Output voltage (V) [Vref = 5.0V]
Throttle angle (°)
TPS1 TPS2
0 0 5.00
10 0.48 4.52
20 0.95 4.05
30 1.43 3.57
40 1.9 3.10
50 2.38 2.62
60 2.86 2.14
70 3.33 1.67
80 3.81 1.19
90 4.29 0.71
100 4.76 0.24
105 5 0
C.T
0.3 ~ 0.7 4.3 ~ 4.7
(6~15°)
W.O.T
4.45 ~ 4.85 0.15 ~ 0.55
(93~102°)

Items Sensor resistance (kΩ)

TPS1 0.875 ~ 1.625
TPS2 0.875 ~ 1.625

Heated Oxygen Sensor (HO2S) [Bank 1/ Sensor 1]

▷ Type: Zirconia (ZrO2) type
▷ Specification
Items Specification
Heater Resistance (Ω) 2.5 ~ 3.3 [20°C(68°F)]

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Heated Oxygen Sensor (HO2S) [Bank 1/ Sensor 2]

▷ Type: Zirconia (ZrO2) type
▷ Specification
A/F Ratio Output Voltage (V)
Rich 0.6 ~ 1.0
Lean 0 ~ 0.4

Items Specification
Heater Resistance (Ω) 3.3 ~ 4.1 [20°C(68°F)]

Camshaft Position Sensor (CMPS) #1 [Intake]

▷ Type: Hall effect type
Camshaft Position Sensor (CMPS) #2 [Exhaust]
▷ Type: Hall effect type
Crankshaft Position Sensor (CKPS)
▷ Type: Magnetic field sensitive type
Knock Sensor (KS)
▷ Type: Piezo-electricity type
▷ Specification
Items Specification
Capacitance (pF) 1,480 ~ 2,200
Resistance(MΩ) 1

Accelerator Position Sensor (APS)

▷ Type: Variable resistor type
▷ Specification
Output voltage (V) [Vref = 5.0V]
Pedal Position
APS1 APS2
C.T 0.7 ~ 0.8 0.29 ~ 0.46
W.O.T 3.85 ~ 4.35 1.93 ~ 2.18

Items Sensor resistance (kΩ)

APS1 0.7 ~ 1.3 [20°C(68°F)]
APS2 1.4 ~ 2.6 [20°C(68°F)]

Fuel Tank Pressure Sensor (FTPS)

▷ Type: Piezo-resistive pressure sensor
▷ Specification
Pressure (kPa) Output voltage (V)
-3.75 4.5
0 1.5
1.25 0.5

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Actuators
Injector
▷ Number: 4
▷ Specification
Items Specification
Coil Resistance (Ω) 13.8 ~ 15.2 [20°C(68°F)]

Purge Control Solenoid Valve (PCSV)

▷ Specification
Items Specification
Coil Resistance (Ω) 19.0 ~ 22.0 [20°C(68°F)]

CVVT Oil Control Valve (OCV) #1 [Intake]

▷ Specification
Items Specification
Coil Resistance (Ω) 6.9 ~ 7.9 [20°C(68°F)]

CVVT Oil Control Valve (OCV) #2 [Exhaust]

▷ Specification
Items Specification
Coil Resistance (Ω) 6.9 ~ 7.9 [20°C(68°F)]

Ignition Coil
▷ Type: Stick type
▷ Specification
Items Specification
Primary Coil Resistance (Ω) 0.62 ± 10％[20°C(68°F)]
Secondary Coil Resistance (kΩ) 7.0 ± 15％[20°C(68°F)]

ETC Motor
▷ Specification
Item Specification
Coil Resistance (Ω) 1.2 ~ 1.8 [20°C(68°F)]

Canister Close Valve (CCV)

▷ Type: ON/OFF Control type
▷ Specification
Item Specification
Coil Resistance (Ω) 15.5 ~ 18.5 [20°C(68°F)]

Variable Intake Solenoid (VIS) Valve

▷ Specification
Item Specification
Coil resistance (Ω) 30.0 ~ 35.0 [20°C(68°F)]

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Variable Charge Motion Actuator (VCMA)

▷ Specification
[Motor]
Item Specification
Coil Resistance (Ω) 3.4 ~ 4.4 [20°C(68°F)]

[Position sensor]
Item Specification
Coil Resistance (kΩ) 3.44 ~ 5.16 [20°C(68°F)]

Service standard

Ignition Timing BTDC 8° ± 5°

Neutral,N,P-range
A/CON OFF
D-range
Idle Speed 620 ± 100 rpm
Neutral,N,P-range
A/CON ON
D-range

Tightening torques
Engine control system

Item Kgf.m N.m lb-ft

ECM installation bolts 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Manifold absolute pressure
1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
sensor installation bolt
Engine coolant temperature
3.0 ~ 4.0 29.4 ~ 39.2 21.7 ~ 28.9
sensor installation
Throttle position sensor
0.15 ~ 0.25 1.5 ~ 2.5 1.1 ~ 1.8
installation screws
Crankshaft position sensor
1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
installation bolt
Crankshaft position sensor -
target wheel installation 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
screw
Camshaft position sensor #1,
1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
#2 installation bolt
Knock sensor installation bolt 1.9 ~ 2.4 18.6 ~ 23.5 13.7 ~ 17.4
Heated oxygen sensor (Bank
4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
1 / Sensor 1) installation
Heated oxygen sensor (Bank
4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
1 / Sensor 2) installation
CVVT Oil control valve #1,
1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
#2 installation bolt

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Purge control solenoid valve

1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
installation bolt
ETC (Electronic throttle
control) module installation 0.8 ~ 1.0 7.8 ~ 9.8 5.8 ~ 7.2
bolt
Ignition coil assembly
0.4 ~0.6 3.9 ~ 5.9 2.9 ~ 4.3
installation bolts

Fuel delivery system

Items kgf.m N.m lb-ft
Fuel tank installation 16.0 ~ 18.0 157 ~ 176.6 115.8 ~ 130.2
bolts/nuts
Fuel pump plate cover 8.0 ~ 10.0 78.5 ~ 98.0 57.8 ~ 72.3
installation
Accelerator pedal installation
0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
nuts
Delivery pipe installation 2.0 ~ 2.5 19.6 ~ 24.5 14.5 ~ 18.1

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 Adapter and fuel feed line

09353-24000 Connection between Fuel Pressure

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

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09310-2B200 Removing and Installing the fuel pump

Fuel Pump Plate Cover Wrench plate cover

Fuel System > General Information > Troubleshooting

Basic Troubleshooting

Basic Troubleshooting Guide

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Customer Problem Analysis Sheet

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Basic Inspection Procedure

Measuring Condition of Electronic Parts' Resistance
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 stated otherwise.

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The measured resistance in except for ambient temperature (20°C, 68°F) is reference value.

Intermittent Problem Inspection Procedure

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 source.

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

• DO NOT heat the ECM directly.

● Simulating Water Sprinkling

1) Sprinkle water onto vehicle to simulate a rainy day or a high humidity condition.

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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, rear window defogger, 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.

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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 missed 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

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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

● Check Open Circuit
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.

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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).

● Check Short Circuit

1. 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 Step 2 (Continuity
Check Method with Chassis Ground) as shown below.

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2. 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 and 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).

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● Testing For Voltage Drop

This test checks for voltage drop along a wire, or through a connection orswitch.
1) Connect the positive lead of a voltmeter to the end of the wire (or to the side of the connector or switch) closest to
the battery.
2) Connect the negative lead to the other end of the wire. (or the other side of the connector or switch)
3) Operate the circuit.
4) The voltmeter will show the difference in voltage between the two points. A difference, or drop of more than 0.1 volts
(50mV in 5V circuits), may indicate a problem. Check the circuit for loose or dirty connections.

Symptom Troubleshooting Guide Chart

Main symptom Diagnostic procedure Also check for
Unable to start 1. Test the battery
(Engine does not turn 2. Test the starter
over) 3. Inhibitor switch (A/T) or clutch start switch (M/T)
Unable to start 1. Test the battery • DTC
(Incomplete 2. Check the fuel pressure • Low compression
combustion) 3. Check the ignition circuit • Intake air leaks
4. Troubleshooting the immobilizer system • Slipped or broken timing
(In case of immobilizer lamp flashing) belt
• Contaminated fuel

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Difficult to start 1. Test the battery • DTC

2. Check the fuel pressure • Low compression
3. Check the ECT sensor and circuit (Check DTC) • Intake air leaks
4. Check the ignition circuit • Contaminated fuel
• Weak ignition spark
Poor idling 1. Check the fuel pressure
(Rough, unstable or 2. Check the Injector • DTC
incorrect Idle) 3. Check the long term fuel trim and short term fuel trim • Low compression
(Refer to CUSTOMER DATASTREAM) • Intake air leaks
4. Check the idle speed control circuit (Check DTC) • Contaminated fuel
5. Inspect and test the Throttle Body • Weak ignition spark
6. Check the ECT sensor and circuit (Check DTC)
Engine stall 1. Test the Battery
• DTC
2. Check the fuel pressure
• Intake air leaks
3. Check the idle speed control circuit (Check DTC)
• Contaminated fuel
4. Check the ignition circuit
• Weak ignition spark
5. Check the CKPS Circuit (Check DTC)
Poor driving 1. Check the fuel pressure
(Surge) 2. Inspect and test Throttle Body • DTC
3. Check the ignition circuit • Low compression
4. Check the ECT Sensor and Circuit (Check DTC) • Intake air leaks
5. Test the exhaust system for a possible restriction • Contaminated fuel
6. Check the long term fuel trim and short term fuel trim (Refer • Weak ignition spark
to CUSTOMER DATASTREAM)
Knocking 1. Check the fuel pressure
2. Inspect the engine coolant • DTC
3. Inspect the radiator and the electric cooling fan • Contaminated fuel
4. Check the spark plugs
Poor fuel economy 1. Check customer's driving habitsIs
· 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? • 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
Hard to refuel 1. Test the canister close valve
(Overflow during 2. Inspect the fuel filler hose/pipe • Malfunctioning gas
refueling) · Pinched, kinked or blocked? station filling nozzle (If
· Filler hose is torn this problem occurs at a
3. Inspect the fuel tank vapor vent hose between the EVAP. specific gas station
canister and air filter during refueling)
4. Check the EVAP. canister

Fuel System > Engine Control System > Description and Operation

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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,
Exhaust 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) identifying 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 Powertrain Control 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 or 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 or
PCM generates output signals to control various relays, solenoids and actuators.

2. Configuration of hardware and related terms

1) GST (Generic Scan Tool)
[ TYPE (I) K-LINE ]

[ TYPE (II) CAN ]

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2) MIL (Malfunction Indication Lamp) - MIL Activity by Transistor

The Malfunction Indicator Lamp (MIL) is connected between ECM or 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.
3) MIL Illumination

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When the ECM or 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 or PCM detects the same malfunction
related to the DTC in two consecutive driving cycles.
4) MIL Elimination
● 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.
5) Erasing a fault code
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. A GST may be needed to erase a fault code.
6) Communication line
● K-LINE
• Bidirectional line
• K-LINE is defined as the line which provides information in a serial digital form from ECM or PCM to the diagnostic
tester. CAN BUS is used bi-directionally, in which case it may carry commands or data from the diagnostic tester to
the ECM or PCM. CAN BUS is also used to initialize the serial communication.
● CAN (CONTROLLER AREA NETWORK)
• Bus Topology : Line (bus) structure
• Wiring : Twisted pair wire
• Off Board DLC Cable Length : Max. 5m
• Data Transfer Rate
- Diagnostic : 500 kbps
- Service Mode (Upgrade, Writing VIN) : 500 or 1Mbps)
7) Driving cycle
A driving cycle consists of engine start up, specific driving parameters, and engine shut off and includes the period of
engine off time up to the next engine startup.
8) Warm-up cycle
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 temperature of at least 160 degrees Fahrenheit.
9) Trip cycle
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.
10) DTC Format
• 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

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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.
11) Freeze frame data
When a freeze frame event is triggered by an emission related DTC, the ECM or PCM stores various vehicle information
as it existed the moment the fault occurred. 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 occurrence is stored in the
freeze frame memory, it will remain there even when the fault occurrs 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

1) Catalyst monitoring
The catalyst efficiency monitor is a self-test strategy within the ECM or 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.
2) Misfire monitoring
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.
3) Evaporative emission system monitoring
The EVAP. monitoring is a self-test strategy within the ECM or 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.
4) Fuel system monitoring
The fuel system monitor is a self-test strategy within the ECM or 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.
5) Oxygen sensor monitoring
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.
7) Engine cooling system monitoring
The cooling system monitoring is a self-test strategy within the ECM or PCM that monitors ECTS (Engine Coolant

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Temperature Sensor) and thermostat about circuit continuity, output range, rationality faults.
8) Cold start emission reduction strategy monitoring
Catalyst heating function is used to reduce cold start emission. Combination of increased engine speed and air mass
flow rate (MAF) and also spark timing retardation results in faster exhaust gas temperature increase. It can be realized
by opening more idle speed actuator during catalyst heating phase.
If lower air path restriction happens, engine torque is slightly decreased due to low MAF. A low MAF is compensated by
spark advance increase to keep constant engine torque. But engine speed deviation does not happen in this time.
If higher air path restriction happens, even though spark timing compensates, engine speed cannot meet the target
engine speed due to very low MAF.
Therefore, key control parameter for catalyst heating function is air path. Air path is represented as MAF deviation in
EMS control parameter.
9) CVVT system monitoring
Continuously Variable Valve Timing (CVVT) monitoring is divided in two parts:
- Check steady deviation between camshaft set-point and actual camshaft position
- Check camshaft position response during changing camshaft set-point
10) Comprehensive components monitoring
The comprehensive components monitoring is a self-test strategy within the ECM or PCM that detects fault of any
electronic powertrain components or system that provides input to the ECM or PCM and is not exclusively an input to
any other OBD-II monitor.
11) Air conditioning system monitoring
The A/C system monitoring is a self-test strategy within the ECM or PCM that monitors malfunction of all A/C system
components at A/C ON.
Requirement:
If a vehicle incorporates an engine control strategy that alters off idle fuel and/or spark control like when the A/C system
is on, the OBD II system shall monitor all electronic air conditioning system components for malfunctions. If the system
were to fail, it would invoke alternate control while the A/C system is on or cause the system to invoke analternate
control while the A/C system is off.
Additionally, the OBD II system shall monitor for malfunction all electronic air conditioning system components that are
used as part of the diagnostic strategy for any other monitored system or component.
Implementation plan:
Malfunction of A/C system components is not used as a part of the diagnostic strategy for other monitored system or
component.

Fuel System > Engine Control System > Components and Components Location
Component location

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1. PCM (Powertrain Control Module) 14. Fuel Tank Pressure Sensor (FTPS)
2. Manifold Absolute Pressure Sensor (MAPS) 15. Fuel Level Sensor (FLS)
3. Intake Air Temperature Sensor (IATS) 16. A/C Pressure Transducer (APT)
4. Engine Coolant Temperature Sensor (ECTS) 17. ETC Module (Including TPS & ETC Motor)
5. Crankshaft Position Sensor (CKPS) 18. Injector
6. Camshaft Position Sensor (CMPS) #1 [Intake] 19. Purge Control Solenoid Valve (PCSV)
7. Camshaft Position Sensor (CMPS) #2 [Exhaust] 20. CVVT Oil Control Valve (OCV) #1 [Intake]
8. Knock Sensor (KS) 21. CVVT Oil Control Valve (OCV) #2 [Exhaust]
9. Heated Oxygen Sensor (HO2S) 22. Canister Close Valve (CCV)
[Bank 1/Sensor 1] [ULEV] 23. Variable Intake Solenoid (VIS) Valve
10. Heated Oxygen Sensor (HO2S) 24. Variable Charge Motion Actuator (VCMA) [SULEV
[Bank 1/Sensor 2] [ULEV] only]
11. Heated Oxygen Sensor (HO2S) 25. Ignition coil
[Bank 1/Sensor 1] [SULEV] 26. Main relay
12. Heated Oxygen Sensor (HO2S) 27. Fuel pump relay
[Bank 1/Sensor 2] [SULEV] 28. Data link connector (DLC)
13. Accelerator Position Sensor (APS) 29. Multi-purpose check connector

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1. PCM (Powertrain Control Module) 2. Manifold Absolute Pressure Sensor (MAPS)

3. Intake Air Temperature Sensor (IATS)

4. Engine Coolant Temperature Sensor (ECTS) 6. Camshaft Position Sensor (CMPS) #1 [Intake]
5. Crankshaft Position Sensor (CKPS)

7. Camshaft Position Sensor (CMPS) #2 [Exhaust] 8. Knock Sensor (KS)

9. Heated Oxygen Sensor (HO2S) 10. Heated Oxygen Sensor(HO2S)

[Bank 1/Sensor 1] [ULEV] [Bank 1/Sensor 2] [ULEV]

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11. Heated Oxygen Sensor (HO2S) 13. Accelerator Position Sensor (APS)
[Bank 1/Sensor 1] [SULEV]
12. Heated Oxygen Sensor (HO2S)
[Bank 1/Sensor 2] [SULEV]

14. Fuel Tank Pressure Sensor (FTPS) 15. Fuel Level Sensor (FLS)
22. Canister Close Valve (CCV)

16. A/C Pressure Transducer (APT) 17. ETC Module (Including TPS & ETC Motor)

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18. Injector 19. Purge Control Solenoid Valve (PCSV)

25. Ignition coil

20. CVVT Oil Control Valve (OCV) #1 [Intake] 21. CVVT Oil Control Valve (OCV) #2 [Exhaust]

23. Variable Intake Solenoid (VIS) valve 24. Variable Charge Motion Actuator (VCMA) [SULEV
only]

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26. Main relay

27. Fuel pump relay

Fuel System > Engine Control System > Powertrain Control Module (PCM) > Schematic
Diagrams
Powertrain control module (PCM)
1. PCM harness connector

2. PCM terminal function

Connector [C301-K]

Pin Description Connected to

1 Power ground Chassis ground
2 Battery voltage supply after ignition switch Ignition Switch
3 Power ground Chassis ground
4 Battery voltage supply after main relay Main Relay
5 Power ground Chassis ground
6 Battery voltage supply Battery
7 Wheel speed sensor (WSS) [+] signal input Wheel speed sensor (WSS)
8 -
9 Fuel level sensor (FLS) signal input Fuel level sensor (FLS)

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10 -
11 -
12 Knock sensor (KS) signal input Knock sensor (KS)
13 Sensor ground Accelerator position sensor #2
14 Sensor ground Engine coolant temperature sensor (ECTS)
15 Camshaft position sensor (CMPS) #2 signal input Camshaft position sensor (CMPS) #2
16 -
17 Crankshaft position sensor (CKPS) signal input Crankshaft position sensor (CKPS)
18 VS-/IP- (C ommon ground for VS, IP) Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
19 VS+ (Nernst cell voltage) Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
20 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
21 -
22 Sensor feedback [SULEV] Variable Charge Motion Actuator (VCMA)
23 Fuel consumption signal output Trip computer
24 -
25 Injector (Cylinder #1) control output Injector (Cylinder #1)
26 Injector (Cylinder #3) control output Injector (Cylinder #3)
27 Injector (Cylinder #4) control output Injector (Cylinder #4)
28 Injector (Cylinder #2) control output Injector (Cylinder #2)
29 Wheel speed sensor (WSS) [-] signal input Wheel speed sensor (WSS)
30 Sensor power (+5V) Manifold absolute pressure sensor (MAPS)
Manifold absolute pressure sensor (MAPS) signal
31 Manifold absolute pressure sensor (MAPS)
input
32 Throttle position sensor (TPS) #2 signal input Throttle position sensor (TPS) #2 [ETC module]
Engine coolant temperature sensor (ECTS) signal
33 Engine coolant temperature sensor (ECTS)
input
34 Sensor ground Knock sensor (KS)
35 Accelerator Position Sensor (APS) #2 signal input Accelerator Position Sensor (APS) #2
36 Sensor power (+5V) Accelerator Position Sensor (APS) #2
37 Sensor ground Camshaft position sensor (CMPS) #2
38 -
39 Sensor ground Crankshaft position sensor (CMPS)
40 Vehicle speed signal input ABS/VDC control module
41 -
42 RC (Compensative Resistance) Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
43 Sensor power (+5V) A/C pressure transducer (APT)
44 Sensor ground [SULEV] Variable Charge Motion Actuator (VCMA)
45 -
46 -
47 -

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48 -
49 -
50 Variable intake solenoid valve (VIS) control output Variable intake solenoid valve (VIS)
51 Battery voltage supply after main relay Main relay
52 Fuel tank pressure sensor (FTPS) signal input Fuel tank pressure sensor (FTPS)
53 Intake Air temperature sensor (IATS) signal input Intake Air temperature sensor (IATS)
54 A/C pressure transducer (APT) signal input A/C pressure transducer (APT)
55 -
56 -
57 Sensor ground A/C pressure transducer (APT)
58 -
59 Sensor ground Throttle position sensor (TPS) #1,2 [ETC module]
60 Sensor power (+5V) Accelerator Position Sensor (APS) #1
61 Sensor ground Accelerator Position Sensor (APS) #1
62 Camshaft position sensor (CMPS) #1 signal input Camshaft position sensor (CMPS) #1
63 Sensor power (+5V) Throttle position sensor (TPS) #1,2 [ETC module]
64 Main relay control output Main relay
65 Cooling fan relay [Low] control output Cooling fan relay
66 CVVT Oil control valve (OCV) #1 control output CVVT Oil control valve (OCV) #1
67 Purge control solenoid valve (PCSV) control output Purge control solenoid valve (PCSV)
68 CVVT Oil control valve (OCV) #2 control output CVVT Oil control valve (OCV) #2
69 Immobilizer lamp control output Immobilizer lamp (Cluster)
70 Fuel pump relay control output Fuel pump relay
71 ETC motor [A] control output ETC motor [ETC module]
72 ETC motor [B] control output ETC motor [ETC module]
73 Sensor ground Fuel tank pressure sensor (FTPS)
Manifold absolute pressure sensor (MAPS), Intake
74 Sensor ground
Air temperature sensor (IATS)
75 Immobilizer communication line Immobilizer control module
76 -
77 CAN [High] ABS/VDC control module
78 CAN [Low] ABS/VDC control module
79 -
80 Throttle position sensor (TPS) #1 signal input Throttle position sensor (TPS) #1 [ETC module]
81 -
82 Accelerator Position Sensor (APS) #1 signal input Accelerator Position Sensor (APS) #1
83 Sensor ground Camshaft position sensor (CMPS) #1
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
84 Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
signal input
85 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]

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86 Engine speed signal output Tachometer (Cluster)

87 A/C compressor relay control output A/C compressor relay
88 Cooling fan relay [High] control output Cooling fan relay
89 Cruise control indicator lamp Cruise control indicator [2.4 DOHC]
90 Cruise control indicator lamp Cruise control indicator [2.4 DOHC]
91 Canister close valve (CCV) control output Canister close valve (CCV)
92 Malfunction Indicator Lamp (MIL) control output Malfunction Indicator Lamp (Cluster)
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
93 Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
heater control output
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
94 Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
heater control output

Connector [C301-A]

Pin Description Connected to

Ignition coil (Cylinder #1) control output
Ignition coil (Cylinder #1)
(Non-Immobilizer)
1
Ignition coil (Cylinder #4) control output (With-
Ignition coil (Cylinder #4)
Immobilizer)
2 Ignition coil shield ground Ignition coil (Cylinder #1,2,3,4)
3 Transaxle control output
4 Transaxle control output
5 Transaxle control output
6 -
7 -
8 -
9 Transaxle control output
10 Transaxle control output
11 Transaxle control output
12 Transaxle control output
13 -
14 Alternator signal Alternator
15 Sensor ground Cruise switch
Ignition coil (Cylinder #3) control output
Ignition coil (Cylinder #3)
(Non-Immobilizer)
16
Ignition coil (Cylinder #2) control output (With-
Ignition coil (Cylinder #2)
Immobilizer)
17 Transaxle control output
18 Transaxle control output
19 Transaxle control output
20 Transaxle control output
21 -

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22 -
23 -
24 Transaxle control output
25 Transaxle control output
26 Transaxle control output
27 -
28 -
29 Brake lamp switch signal input Brake switch
30 Cruise switch signal input Cruise switch
Ignition coil (Cylinder #4) control output
Ignition coil (Cylinder #4)
(Non-Immobilizer)
31
Ignition coil (Cylinder #1) control output (With-
Ignition coil (Cylinder #1)
Immobilizer)
32 Transaxle control output
33 Transaxle control output
34 Transaxle control output
35 Transaxle control output
36 Transaxle control output
37 -
38 Transaxle control output
39 Transaxle control output
40 Transaxle control output
41 -
42 Blower switch input Blower switch
43 Clutch switchsignal Clutch switch
44 Brake switch signal input Brake switch
45 Motor [+] control output [SULEV] Variable Charge Motion Actuator [VCMA]
Ignition coil (Cylinder #2) control output
Ignition coil (Cylinder #2)
(Non-Immobilizer)
46
Ignition coil (Cylinder #3) control output (With-
Ignition coil (Cylinder #3)
Immobilizer)
47 Transaxle control output
48 Transaxle control output
49 Transaxle control output
50 Transaxle control output
51 Transaxle control output
52 Transaxle control output
53 Transaxle control output
54 Transaxle control output
55 Transaxle control output

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56 -
57 A/C switch ON input A/C switch
58 Power steering switch signal input Power steering switch
59 -
60 Motor [-] control output [SULEV] Variable Charge Motion Actuator [VCMA]

3. Input / output signal

Connector [C301-K]
inoutput signal
Pin Description Condition Test result Remark
Type Level
1 Power ground Idle DC voltage Max. 50 mV
IG OFF Max. 0.5 V 10.2 mV
2 Ignition switch signal input DC voltage
IG ON Battery voltage 12.02 V
3 Power ground Idle DC voltage Max. 50 mV 2.8 mV

Battery voltage supply after IG OFF Max. 1.0 V 3.1 mV

4 DC voltage
main relay IG ON Battery voltage 12.1 V
5 ECU ground Idle DC voltage Max. 50 mV 1.8 mV
Removing the
Battery voltage supply after Current Below 2.0 mA 0.38 mA
6 key
main relay
Always DC voltage Battery voltage 12.7 V
15Hz :Min. 0.13Vpp
Wheel speed sensor Engine run SINE 1000Hz :Min. 0.2Vpp
7
(WSS) [+] signal input (30KPH) WAVE
Through :Max.
250Vpp
8 -
Fuel level sensor (FLS)
9 Idle Analog Max. 9.0 V 6.85 V
signal input
10 -
11 -

Knock sensor (KS) signal Knocking Irregula 0.3 ~ 0.3 V

12 Normal
input Normal Frequency 0V
13 Sensor ground Idle DC voltage Max. 50 mV 30 mV
14 Sensor ground Idle DC voltage Max. 50 mV 12.4 mV

Camshaft position sensor High :Battery voltage 5.0 V Frequency :

15 Idle PULSE
(CMPS) #2 signal input Low : Max . 0.5V 0.2 V 5.36 Hz (Idle)

16 -

Crankshaft position sensor High :Battery voltage 5.00 V Frequency :

17 Idle PULSE
(CMPS) signal input Low : Max. 0.5V 40 mV 600 Hz (Idle)

VS-/IP- (Common Ground Hi: 2.7V

18 Engine run Analog Reference for VS,IP
for VS, IP) Lo: 2.0V

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Normal : 450±50mV 440mV

Rich : Max. Mormal
508mV
19 VS+ (Nernst Cell Voltage) Engine run Analog + 150mV
Lean : Max. Mormal
356mV
- 150mV
Normal : 0±500mV 440mV
Rich : Max. Mormal
-860mV
20 Rc/Rp (Pump Cell Voltage) Engine run Analog -1.5mV
Lean : Max. Mormal
870mV
+1.5V
21 -
22 Sensor feedback Idle DC 0.5 ~ 4.5V
Frequency :3.33
High :Battery voltage 13.7 V
Fuel consumption signal Hz
23 Idle PULSE
output PULSE Width :
Low : Max. 0.5V 0V
500 µs
24 -
Frequency :
13.8 V
Injector (Cylinder #1) High :Battery voltage 5.21 Hz (Idle)/
25 Idle PULSE 200 mV
control output Low : Max . 1.0V Injection time :
54.1 V
2.74 ms
Frequency :
13.9 V
Injector (Cylinder #3) High :Battery voltage 5.18 Hz (Idle)/
26 Idle PULSE 170 mV
control output Low : Max . 1.0V Injection time :
53.9 V
2.73 ms
Frequency :
High :Battery voltage 14 V
Injector (Cylinder #4) 5.24 Hz (Idle)/
27 Idle PULSE 160 mV
control output Injection time :
Low : Max . 1.0V 54.3 V
2.70 ms
Frequency :
14.1 V
Injector (Cylinder #2) High :Battery voltage 5.21 Hz (Idle)/
28 Idle PULSE 160 mV
control output Low : Max . 1.0V Injection time :
53.9 V
2.73 ms
15Hz :Min. 0.13Vpp
Wheel speed sensor
Engine run SINE 1000Hz :Min. 0.2Vpp
29 (WSS) [-] signal input [with
(30KPH) WAVE Through :Max.
ABS]
250Vpp
IG OFF Max. 0.5V 0 mV
30 Sensor power (+5V) DC voltage
IG ON 5±0.1V 4.98 V
Manifold absolute pressure
31 Idle Analog 0.8 V ~ 1.6 V 1.37 V
sensor (MAPS) signal input

Throttle position sensor C.T 4.2 ~ 5.0V 4.52 V

32 Analog
(TPS) #2 signal input W.O.T 3.3 ~ 3.8V 3.68 V
Engine coolant temperature
33 Idle Analog 0.5V ~ 4.5V 1.02 V
sensor (ECTS) signal input
34 Sensor ground Idle DC voltage Max. 50 mV 8 mV

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Accelerator Position Sensor C.T 0.3 ~ 0.9V 0.4 V

35 Analog
(APS) #2 signal input W.O.T 1.5 ~ 3.0V 1.9 V
IG OFF Max. 0.5V 5 mV
36 Sensor power (+5V) DC voltage
IG ON 5±0.1V 5.02 V
37 Sensor ground Idle DC voltage Max. 50 mV 11 mV
38 -
39 Sensor ground Idle DC voltage Max. 50 mV 11 mV
Frequency :
High : Min. 4.5V 5V
46.9 Hz (Idle)
40 Vehicle speed signal input Engine run PULSE
Duty(-) :
Low : Max. 0.5V 0V
50.4% (Idle)
41 -
Rc (Compensative │Rc-Rc/Rp│< ± 0.1V
42 Idle Analog -107mV
Resistance within
IG OFF Max. 0.5V
43 Sensor power (+5V) DC voltage N.A.
IG ON 5±0.1V
44 Sensor ground [SULEV] Always DC voltage 0 ~ 0.5V
Frequency : 100
High :Battery voltage 14.0 V
Hz
Throttle position signal Duty(+) :
45 Idle PULSE
output 5.05% (Idle)
Low : 0 ~ 0.5 V 60 mV
: 8.93% (3000
rpm)
46 -
47 -
48 -
49 -

Variable intake solenoid Active Max. 1.0 V 316 mV

50 DC voltage
valve (VIS) control output Inactive Battery voltage 14 V

Battery voltage supply after IG OFF Max. 1.0 V 3.1 mV

51 DC voltage
main relay IG ON Battery voltage 12.3 V
Fuel tank pressure sensor
52 Idle DC voltage 0.4 ~ 4.6V 2.47 V
(FTPS) signal input
Intake Air temperature
53 Idle Analog 0V ~ 5V 2.55 V
sensor (IATS) signal input
A/C OFF :
A/C pressure transducer 1.29 V
54 Idle DC voltage 0.4 ~ 4.6V
(APT) signal input A/C ON :
2.01 V
55 -
56 -
57 Sensor ground Idle DC voltage Max. 50 mV 11 mV
58 -

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59 Sensor ground Idle DC voltage Max. 50 mV 6 mV

IG OFF Max. 0.5V 10 mV
60 Sensor power (+5V) DC voltage
IG ON 5±0.1V 5.02 V
61 Sensor ground Idle DC voltage Max. 50 mV 30 mV

Camshaft position sensor High :Battery voltage 5.0 V Frequency :

62 Idle PULSE
(CMPS) #1 signal input Low : Max. 0.5V 0.2 V 5.2 Hz (Idle)

IG OFF Max. 0.5V 0 mV

63 Sensor power (+5V) DC voltage
IG ON 5±0.1V 4.98 V

relay OFF 12.3 V

Battery voltage
64 Main relay control output DC voltage 730 mV
relay ON Max. 1.0 V
52.1 V
Frequency : 300
Cooling fan relay [Low] High :Battery voltage 10.4 V
65 A/C ON PULSE Hz
control output
Low : 0~ 0.5 V 60 mV Duty(+) : 10.18%
15.0 V
Frequency : 300
High :Battery voltage 120 mV
CVVT Oil control valve Hz
66 Idle PULSE 15.0 V
(OCV) #1 control output
Duty(+) :
Low : Max. 1.0V
84.7% (Idle)
14.3 V
Purge control solenoid Inactive High :Battery voltage
67 PULSE 80 mV Frequency : 16 Hz
valve (PCSV) control output Active Low : Max. 1.0V
57 V
13.5 V
CVVT Oil control valve High :Battery voltage Frequency : 300
68 Idle PULSE 100 mV
(OCV) #2 control output Low : Max. 1.0V Hz
13.5 V

Immobilizer lamp control lamp OFF High :Battery voltage 13.2 V

69 DC voltage
output lamp ON Low : Max . 2.0V 40 mV
12.8 V
relay OFF Battery voltage
Fuel pump relay control 40 mV Resistance :
70 DC voltage
output 47.3 V 680 Ohm
relay ON Max. 1.0V
680 Ohm

ETC motor [A] control High :Battery voltage 13.4 V

71 Idle PULSE
output Low : Max . 1.0V 0V

ETC motor [B] control High :Battery voltage 13.3 V

72 Idle PULSE
output Low : Max . 1.0V 0V
73 Sensor ground Idle DC voltage Max. 50 mV 5 mV
74 Sensor ground Idle DC voltage Max. 50 mV 7 mV

Immobilizer communication After IG.ON High : Min. 8.5V 11.8 V

75 PULSE
line Communication Low : Max . 3.5V 1.0 V
76 -
RECESSIVE 2.0 ~ 3.0 V 2.58 V Communication
77 CAN [High] PULSE
DOMINANT 2.75~4.5 V 3.54 V speed : 500kbps

78 CAN [Low] RECESSIVE PULSE 2.0 ~ 3.0 V 2.64 V Communication

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DOMINANT 0.5~2.25 V 1.52 V speed : 500kbps

79 -

Throttle position sensor C.T 0.3 ~ 0.9V 0.65 V

80 Analog
(TPS) #1 signal input W.O.T 1.5 ~ 3.0V 1.63 V
81 -

Accelerator Position Sensor C.T 0.3 ~ 0.9V 0.8 V

82 Analog
(APS) #1 signal input W.O.T 1.5 ~ 3.0V 4V
83 Sensor ground Idle DC voltage Max. 50 mV 12 mV
Heated Oxygen Sensor Rich : 0.6 ~ 1.0V 740 mV
84 (HO2S) [Bank 1/Sensor 2] Idle DC voltage
signal input Lean : Max. 0.4V 70 mV

85 Sensor ground Idle DC voltage Max. 50 mV 10 mV

High :Battery voltage 14.0 V
Low : Max. 0.5V 60 mV Duty(+) : 50%
86 Engine speed signal output Idle PULSE
(Idle)
Idle =
21 Hz
20~26Hz(Reference)

A/C compressor relay A/C OFF Battery voltage 14.3 V Resistance :

87 DC voltage
control output A/C ON Max. 1.0V 102 mV 680 Ohm

Cooling fan relay [High] Relay OFF Battery voltage 13.9 V

88 DC voltage
control output Relay ON Max. 1.0V 175 mV

Cruise control indicator

89
lamp

Cruise control indicator

90
lamp

13 V
Canister close valve (CCV) Inactive High :Battery voltage 20 mV
91 PULSE 57.7 V Vpeak : Max. 70V
control output
Active Low : Max. 1.0V

Malfunction Indicator Lamp lamp OFF Battery voltage 13.8 V

92 DC voltage
(MIL) control output lamp ON Max. 1.0V 54 mV
Heated Oxygen Sensor High :Battery voltage 14.4 V Frequency : 10 Hz
93 (HO2S) [Bank 1/Sensor 1] Engine run PULSE
heater control output Low : Max. 1.0V 0.36 V Duty(+) : 58.3%

Heated Oxygen Sensor Frequency :

High :Battery voltage 14V
94 (HO2S) [Bank 1/Sensor 2] Engine run PULSE 7.68Hz
heater control output Low : Max. 1.0V 0.31V Duty(+) : 53.9%

Connector [C301-A]

inoutput signal
Pin Description Condition Test result Remark
Type Level

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Ignition coil (Cylinder #1)

1st voltage :
control output 416 V Frequency :
300~400V
(Non-Immobilizer) 5.2 Hz (Idle)
1 Idle PULSE
Ignition coil (Cylinder #4) Injection time :
control output (With- ON voltage : Max. 2V 1.4 V 2.78 ms
Immobilizer)
2 Ignition coil shield ground Idle DC voltage Max. 50 mV 16.8 mV
3 Transaxle control output
4 Transaxle control output
5 Transaxle control output
6 -
7 -
8 -
9 Transaxle control output
10 Transaxle control output
11 Transaxle control output
12 Transaxle control output
13 -
High :Battery voltage 13.4 V
14 Alternator signal Idle PULSE
Low : Max 1.5 V 40 mV
15 Sensor ground Idle DC voltage Max. 50 mV
Ignition coil (Cylinder #3)
1st voltage : Frequency :
control output 416 V
300~400V 5.2 Hz (Idle)
(Non-Immobilizer)
16 Idle PULSE
Ignition coil (Cylinder #2)
Injection time :
control output (With- ON voltage : Max. 2V 1.3 V
2.73 ms
Immobilizer)
17 Transaxle control output
18 Transaxle control output
19 Transaxle control output
20 Transaxle control output
21 -
22 -
23 -
24 Transaxle control output
25 Transaxle control output
26 Transaxle control output
27 -
28 -
Brake ON Battery voltage
Brake lamp switch signal
29 Brake DC voltage
input Max. 0.5 V
OFF

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30 Cruise switch signal input

Ignition coil (Cylinder #4)
1st voltage :
control output 408 V Frequency :
300~400V
(Non-Immobilizer) 5.2 Hz (Idle)
31 Idle PULSE
Ignition coil (Cylinder #1) Injection time :
control output (With- ON voltage : Max. 2V 1.6 V 2.74 ms
Immobilizer)
32 Transaxle control output
33 Transaxle control output
34 Transaxle control output
35 Transaxle control output
36 Transaxle control output
37 -
38 Transaxle control output
39 Transaxle control output
40 Transaxle control output
41 -
A/C OFF Max. 0.5V 20 mV
42 Blower switch input DC voltage
A/C ON Battery voltage 11.8 V
RELEASE Max. 0.5V
43 Clutch switchsignal DC voltage
PUSH Battery voltage
PUSH Max. 0.5 V
44 Brake switch signal input DC voltage
Normal Battery voltage
Engine running duty :
below 50%
45 Motor [+] control output Engine run PWM
Offset learning duty :
0~ 100%
Ignition coil (Cylinder #2)
1st voltage : Frequency :
control output 410 V
300~400V 5.2 Hz (Idle)
(Non-Immobilizer)
46 Idle PULSE
Ignition coil (Cylinder #3)
Injection time :
control output (With- ON voltage : Max. 2V 1.5 V
2.78 ms
Immobilizer)
47 Transaxle control output
48 Transaxle control output
49 Transaxle control output
50 Transaxle control output
51 Transaxle control output
52 Transaxle control output
53 Transaxle control output
54 Transaxle control output
55 Transaxle control output

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56 -
A/C OFF Max. 0.5V 0V
57 A/C switch ON input DC voltage
A/C ON Battery voltage 14 V

Power steering switch signal S/W ON Max. 0.5V 0V

58 DC voltage
input S/W OFF Battery voltage 14 V
59 -
Engine running duty :
below 50%
60 Motor [-] control output Engine run PWM
Offset learning duty :
0~ 100%

Circuit diagram

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Fuel System > Engine Control System > Powertrain Control Module (PCM) > Repair
procedures
PCM problem inspection procedure
1. TEST PCM GROUND CIRCUIT: Measure resistance between PCM ground and chassis ground using the backside of
PCM harness connector ground as PCM side check point. If the problem is found, repair it.

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Specification (Resistance)
Between terminal 1 of C230-1 connector and chassis ground : 1Ω or less
Between terminal 2 of C230-1 connector and chassis ground : 1Ω or less

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

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 anPCM, the VIN must be
programmed in the PCM. If there is no VIN in PCM 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, SEDONA 3.5L V6).

2. Select "VIN WRITING".

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3. Check the PCM status.

• VIRGIN: VIN is not programmed

• LEARNT: VIN has been already programmed

Is the PCM 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.

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

6. Turn the ignition switch OFF, then back ON.

7. Verify the programmed VIN in the PCM memory.

Replacement
1. Turn ignition switch off.
2. Disconnect the battery (-) cable from the battery.
3. Remove the PCM cover and disconnect the PCM connetor(s) (A).

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4. Unscrew the PCM mounting bolts (B) and remove the PCM (C) from the air cleaner assembly.

5. Install a new PCM.

PCM mounting bolts:

9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)

Fuel System > Engine Control System > ETC (Electronic Throttle control) System >
Description and Operation
Function And Operation Principle
ETC (Electronic Throttle Control) system is electronically controlled throttle device which controls the throttle valve. It
consists of ETC motor, throttle body and throttle position sensor (TPS). A mechanical throttle control system receives a
driver's intention via a wire cable between the accelerator and the throttle valve, when the ETC system receives the
signal from the Accelerator Position Sensor (APS) installed on the accelerator pedal. After the PCM receives the APS
signal and calculates the throttle opening angle, it activates the throttle valve by using the ETC motor. The ETC can have
the cruise control function without any special devices.

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Fuel System > Engine Control System > ETC (Electronic Throttle control) System >
Schematic Diagrams
Schematic Diagram

Fuel System > Engine Control System > ETC (Electronic Throttle control) System >
Specifications
Specification
[Throttle position sensor]

Output Voltage (V)[Vref = 5.0V]

Throttle Angle (°)
TPS1 TPS2
0 0 5.00
10 0.48 4.52
20 0.95 4.05
30 1.43 3.57
40 1.90 3.10
50 2.38 2.62
60 2.86 2.14
70 3.33 1.67
80 3.81 1.19
90 4.29 0.71
100 4.76 0.24
105 5.00 0
C.T (6 ~ 15°) 0.3 ~ 0.7 4.3 ~ 4.7

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W.O.T (93 ~ 102°) 4.45 ~ 4.85 0.15 ~ 0.55

Item Sensor Resistance (kΩ)

TPS1 0.875 ~ 1.625
TPS2 0.875 ~ 1.625

[ETC motor]

Item Sensor Resistance

Coil Resistance (Ω) 1.2 ~ 1.8 [20°C (68°F)]

Fuel System > Engine Control System > ETC (Electronic Throttle control) System >
Schematic Diagrams
Circuit Diagram

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Fuel System > Engine Control System > ETC (Electronic Throttle control) System >
Troubleshooting
Fail-safe Mode

ITEMS FAIL-SAFE
ETC Motor Throttle valve stuck at 5°
TPS 1 fault Replace it with TPS2
TPS TPS 2 fault Replace it with TPS1
TPS 1,2 fault Throttle valve stuck at 5°
APS 1 fault Replace it with APS2
APS APS 2 fault Replace it with APS1
APS 1,2 fault Throttle valve stuck at 5°

When throttle value is stuck at 5°, engine speed is limited at below 1,500rpm and vehicle speed at maximum 40 ~
50 km/h (25 ~ 31mph).

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Fuel System > Engine Control System > ETC (Electronic Throttle control) System > Repair
procedures
Component Inspection

Throttle position sensor (TPS)

1. Connect a scantool on the Data Link Connector (DLC).
2. Start engine and check output voltages of TPS 1 and 2 at C.T and W.O.T.

Specification: Refer to Specification section.

3. Turn ignition switch OFF and disconnect the scantool from the DLC.
4. Disconnect ETC module connector and measure resistance between ETC module terminals 1 and 2.

Specification: Refer to Specification section.

ETC motor
1. Disconnect ETC module connector and measure resistance between ETC module terminals 3 and 6.

Specification: Refer to Specification section.

ETC system initialization

When ignition switch is turned from OFF to ON, ETC system learns the throttle angle in 1 sec.
1. Throttle valve moves from limp-home position to close position.
2. And then, it opens to about 15° and moves to limp-home position.

Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) >
Description and Operation
Function And Operation Principle

Manifold Absolute Pressure Sensor (MAPS) is speed-density type sensor and is installed on the surge tank. This MAPS
senses absolute pressure in surge tank and transfers this analog signal proportional to the pressure to the PCM. The
PCM calculates the intake air quantity and engine speed based on this signal. This MAPS consists of piezo-electric
element and hybrid IC that amplifies the element output signal. The element is silicon diaphragm type and adapts
pressure sensitive variable resistor effect of semi-conductor. 100% vacuum and the manifold pressure applies to both
sides of it respectively. The sensor outputs the silicon variation proportional to pressure change by voltage.

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Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) >
Specifications
Specification

Pressure(kPa) Output Voltage (V)

20.0 0.79
46.66 1.84
101.32 4.0

Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) >
Schematic Diagrams
Circuit Diagram

Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) >
Repair procedures
Component Inspection
1. Connect a scantool on Data Link Connector (DLC).
2. Check MAPS output voltage at idle and IG ON.
Condition Output Voltage (V)
Idle 0.8 ~ 1.6
IG ON 3.9 ~ 4.1

Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) >
Description and Operation

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Function And Operation Principle

Intake Air Temperature Sensor (IATS) is installed inside the Manifold Absolute Pressure Sensor (MAPS) and detects the
intake air temperature. Air density varies according to the temperature, so to calculate precise air quantity, there is a
correction for intake air temperature. So the PCM uses not only MAPS signal but also IATS signal. This sensor has a
Negative Temperature Coefficient (NTC) and its resistance is in reverse proportion to the temperature.

Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) >
Specifications
Specification

Temperature [°C (°F)] Resistance (kΩ)

-40 (-40) 40.93 ~ 48.35
-30 (-22) 23.43 ~ 27.34
-20 (-4) 13.89 ~ 16.03
-10 (14) 8.50 ~ 9.71
0 (32) 5.38 ~ 6.09
10 (50) 3.48 ~ 3.90
20 (68) 2.31 ~ 2.57
25 (77) 1.90 ~ 2.10
30 (86) 1.56 ~ 1.74
40 (104) 1.08 ~ 1.21
60 (140) 0.54 ~ 0.62
80 (176) 0.29 ~ 0.34

Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Schematic
Diagrams
Circuit Diagram

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Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Repair
procedures
Component Inspection
1. Turn ignition switch OFF.
2. Disconnect IATS connector.
3. Measure resistance between IATS terminals 3 and 4.
4. Check that the resistance is within the specification.

Specification: Refer to Specification section.

Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) >
Description and Operation
Function And Operation Principle
Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage of the cylinder head for detecting
the engine coolant temperature. The ECTS uses a thermistor whose resistance changes with the temperature. The
electrical resistance of the ECTS decreases as the temperature increases, and increases as the temperature
decreases. The reference 5 V in the PCM is supplied to the ECTS via a resistor in the PCM.That is, the resistor in the
PCM and the thermistor in the ECTS are connected in series. When the resistance value of the thermistor in the ECTS
changes according to the engine coolant temperature, the output voltage also changes. During cold engine operation the
PCM increases the fuel injection duration and controls the ignition timing using the information of engine coolant
temperature to avoid engine stalling and improve drivability.

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Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) >
Specifications
Specification

Temperature [°C(°F)] Resistance(kΩ)

-40(-40) 48.14
-20(-4) 14.13 ~ 16.83
0(32) 5.79
20(68) 2.31 ~ 2.59
40(104) 1.15
60(140) 0.59
80(176) 0.32

Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) >
Schematic Diagrams
Circuit Diagram

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Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) >
Repair procedures
Component Inspection
1. Turn ignition switch OFF.
2. Disconnect ECTS connector.
3. Remove the ECTS.
4. After immersing the thermistor of the sensor into engine coolant, measure resistance between ECTS terminals 3 and
4.
5. Check that the resistance is within the specification.

Specification: Refer to Specification section.

Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Description
and Operation
Function And Operation Principle
Camshaft Position Sensor (CMPS) is a hall sensor and detects the camshaft position by using a hall element. It is
related with Crankshaft Position Sensor (CKPS) and detects the piston position of each cylinder which the CKPS can't
detect. The CMPS are installed on engine head cover and uses a target wheel installed on the camshaft. This sensor
has a hall-effect IC which output voltage changes when magnetic field is made on the IC with current flow.

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Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) >
Troubleshooting
Waveform

Fig.1) The square wave signal should be smooth and without any distortion.
Fig.2,3)The CMPS falling(rising) edge is coincided with 3~5 tooth of the CKP from one longer signal(missing tooth)

Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Schematic
Diagrams
Circuit Diagram

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Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Repair
procedures
Component Inspection
1. Check signal waveform of CMPS and CKPS using a scantool.

Specification : Refer to "WAVE FORM"

Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Description
and Operation
Function And Operation Principle
Crankshaft Position Sensor (CKPS) detects the crankshaft position and is one of the most important sensors of the
engine control system. If there is no CKPS signal input, the engine may stop because of CKPS signal missing. This
sensor is installed on transaxle housing and generates alternating current by magnetic flux field which is made by the
sensor and the target wheel when engine runs. The target wheel consists of 58 slots and 2 missing slots on 360 degrees
CA (Crank Angle).

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Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) >
Troubleshooting
Waveform

Fig.1) The square wave signal should be smooth and without any distortion.
Fig.2,3)The CMPS falling(rising) edge is coincided with 3~5 tooth of the CKP from one longer signal(missing tooth)

Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Schematic
Diagrams
Circuit Diagram

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Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Repair
procedures
Component Inspection
1. Check signal waveform of CKPS and CMPS using a scantool.

Specification : Refer to "WAVE FORM"

Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Description and
Operation
Function And Operation Principle
Heated Oxygen Sensor (HO2S) consists of zirconium and alumina and is installed on upstream and downstream of the
Manifold Catalyst Converter (MCC). After it compares oxygen consistency of the atmosphere with the exhaust gas, it
communicates the oxygen consistency of the exhaust gas to the PCM. The temperature of the sensor's tip normally
operates above 370°C (698°F). It uses a heater which is controlled by the PCM duty signal. When the exhaust gas
temperature is lower than the specified value, the heater warms the sensor tip.

Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Specifications
Specification
HO2S [Bank 1/Sensor 1]
Item Specification
Heater Resistance (Ω) 2.5 ~ 3.3 [20°C (68°F)]

HO2S [Bank 1/Sensor 2]

A/F Ratio Output Voltage (V)

RICH 0.6 ~ 1.0

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LEAN 0.1 ~ 0.4

Item Specification
Heater Resistance (Ω) 3.3 ~ 4.1 [20°C (68°F)]

Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Schematic
Diagrams
Circuit Diagram

Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Repair

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procedures
Component Inspection
1. Disconnet the HO2S connector.
2. Measure resistance between HO2S heater terminals 3 and 5 [B1/S1].
3. Measure resistance between HO2S heater terminals 3 and 4 [B1/S2].
4. Check that the resistance is within the specification.

Specification: Refer to Specification section.

Fuel System > Engine Control System > Knock Sensor (KS) > Description and Operation
Function And Operation Principle
Knocking is a phenomenon characterized by undesirable engine detonation or pinging that can cause engine damage.
Knock Sensor (KS) senses engine and cylinder block knocking. When knocking occurs, the vibration from the cylinder
block is applied as pressure to the piezoelectric element. The sensor transfers the voltage signal higher than the
specified value to the PCM and the PCM retards the ignition timing. If the knocking disappears after retarding the ignition
timing, the PCM will advance the ignition timing. This sequential control can improve engine power, torque and fuel
economy.

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Fuel System > Engine Control System > Knock Sensor (KS) > Specifications
Specification

Item Specification
Capacitance (pF) 1,480 ~ 2,200
Resistance (MΩ) 1.0

Fuel System > Engine Control System > Knock Sensor (KS) > Troubleshooting
Waveform

The knock sensor is installed at cylinder block to detect the vibration effectively during engine running.
The above waveform shows the signal waveform of knock sensor when knock doesn't happen. Generally, knock sensor
signals have more noise than other sensors.

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Fuel System > Engine Control System > Knock Sensor (KS) > Schematic Diagrams
Circuit Diagram

Fuel System > Engine Control System > Injector > Description and Operation
Function And Operation Principle
Based on information from various sensors, the PCM calculates the fuel injection amount. The fuel injector is a solenoid-
operated valve and the fuel injection amount is controlled by length of time that the fuel injector is held open. The PCM
controls each injector by grounding the control circuit. When the PCM energizes the injector by grounding the control
circuit, the circuit voltage should be low (theoretically 0V) and the fuel is injected. When the PCM de-energizes the
injector by opening control circuit, the fuel injector is closed and circuit voltage should momentarily peak.

Fuel System > Engine Control System > Injector > Specifications
Specification

Item Specification
Coil Resistance (Ω) 13.8 ~ 15.2 [20°C (68°F)]

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Fuel System > Engine Control System > Injector > Schematic Diagrams
Circuit Diagram

Fuel System > Engine Control System > Injector > Repair procedures
Component Inspection
1. Turn ignition switch OFF.
2. Disconnect injector connector.
3. Measure resistance between injector terminals 1 and 2.
4. Check that the resistance is within the specification.

Specification: Refer to Specification section.

Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Description and
Operation
Function And Operation Principle
The Continuously Variable Valve Timing (CVVT) system controls the amount of valve over-lap or under-lap by varying the

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amount of oil flow into an assembly mounted on the intake/exhaust camshaft. The PCM controls the oil control valve. As
oil is directed into the chambers of the CVVT assembly, the cam phase is changed to suit various performance and
emissions requirements.
1. When camshaft rotates engine rotation-wise: Intake-Advance / Exhaust-Retard
2. When camshaft rotates counter engine rotation-wise: Intake- Retard / Exhaust- Advance

Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Specifications
Specification

Item Specification
Coil Resistance (Ω) 6.9 ~ 7.9 [20°C (68°F)]

Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Schematic
Diagrams
Circuit Diagram

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Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Repair procedures
Component Inspection
1. Turn ignition switch OFF.
2. Disconnect OCV connector.
3. Measure resistance between OCV terminals 1 and 2.
4. Check that the resistance is within the specification.

Specification: Refer to Specification section.

Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) >
Description and Operation
Function And Operation Principle
Purge Control Solenoid Valve (PCSV) is installed on the surge tank and controls the passage between the canister and
the intake manifold. It is a solenoid valve and is open when the PCM grounds the valve control line. When the passage is
open (PCSV ON), fuel vapors stored in the canister is transferred to the intake manifold.

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Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) >
Specifications
Specification

Item Specification
Coil Resistance (Ω) 19.0 ~ 22.0 [20°C (68°F)]

Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Schematic
Diagrams
Circuit Diagram

Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Repair
procedures
Component Inspection
1. Turn ignition switch OFF.
2. Disconnect PCSV connector.
3. Measure resistance between PCSV terminals 1 and 2.
4. Check that the resistance is within the specification.

Specification: Refer to Specification section.

Fuel System > Engine Control System > Accelerator Position Sensor (APS) > Description
and Operation
Function And Operation Principle

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Accelerator Position Sensor (APS) is installed on the accelerator pedal module and detects the rotation angle of the
accelerator pedal. The APS is one of the most important sensors in engine control system. It consists of two sensors
which control individual sensor power and ground line. The second sensor monitors the first sensor and its output voltage
is half of the first one. If the ratio of the sensor 1 and 2 (approximately 1/2) is out of the range, the diagnostic system
judges it as abnormal.

Fuel System > Engine Control System > Accelerator Position Sensor (APS) >
Specifications
Specification

Output Voltage (V) [Vref = 5.0V]

Pedal Position
APS1 APS2
C.T 0.7 ~ 0.8 0.29 ~ 0.46
W.O.T 3.85 ~ 4.35 1.93 ~ 2.18

Items Sensor Resistance (kΩ)

APS1 0.7 ~ 1.3 [20°C (68°F)]
APS2 1.4 ~ 2.6 [20°C (68°F)]

Fuel System > Engine Control System > Accelerator Position Sensor (APS) > Schematic
Diagrams
Circuit Diagram

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Fuel System > Engine Control System > Accelerator Position Sensor (APS) > Repair
procedures
Component Inspection
1. Connect a scan tool to the Diagnosis Link Connector (DLC).
2. Start engine and check output voltages of APS 1 and 2 at C.T and W.O.T.

Specification: Refer to Specification section.

3. Turn ignition switch OFF and disconnect the scantool from the DLC.
4. Disconnect APS connector and measure resistance between APS terminals 4 and 5 (APS 1).

Specification: Refer to Specification section.

5. Disconnect APS connector and measure resistance between APS terminals 1 and 6 (APS 2).

Specification: Refer to Specification section.

Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Description
and Operation
Function And Operation Principle
The evaporative emission control system prevents hydrocarbon vapors from escaping from the fuel tank into the
atmosphere where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The

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Fuel Tank Pressure Sensor (FTPS) is installed on fuel pump assembly and is an integral part of the evaporative
monitoring system. The PCM monitors the FTPS signal to detect vacuum decay and excess vacuum. The FTPS
measures the difference between the air pressure insidethe fuel tank and atmospheric air pressure. The FTPS also
checks the purge control solenoid valve operation and leak detection in the evaporative emission control system by
monitoring pressure and vacuum levels in the fuel tank during the purge control solenoid valve operating cycles.

Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) >
Specifications
Specification

Pressure (kPa) Output Voltage (V)

-3.75 4.5
0 1.5
+1.25 0.5

Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Schematic
Diagrams
Circuit Diagram

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Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Repair
procedures
Component Inspection
1. Connect a scantool on Diagnosis connector (DLC).
2. Check FTPS output voltage at idle.
Condition Output Voltage (V)
Idle Approx. 1.5

Fuel System > Engine Control System > Canister Close Valve (CCV) > Description and
Operation
Function And Operation Principle
The evaporative emission control system prevents hydrocarbon (HC) vapors from the fuel tank from escaping into the
atmosphere where they could form photochemical smog. Gasoline vapors are collected in the charcoal canister. The
Canister Close Valve (CCV) closes off the air inlet into the canister for leak detection of the evaporative emission
system. The CCV also prevents fuel vapors from escaping from the canister. When the engine purges the HC vapors
from the canister, the clean air comes into the canister through the canister air-filter and the CCV.

Fuel System > Engine Control System > Canister Close Valve (CCV) > Specifications
Specification

Item Specification
Coil Resistance (Ω) 15.5 ~ 18.5 [20°C (68°F)]

Fuel System > Engine Control System > Canister Close Valve (CCV) > Schematic Diagrams
Circuit Diagram

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Fuel System > Engine Control System > Canister Close Valve (CCV) > Repair procedures
Component Inspection
1. Turn ignition switch OFF.
2. Disconnect CCV connector.
3. Measure resistance between CCV terminals 1 and 2.
4. Check that the resistance is within the specification.

Specification : Refer to Specification section.

Fuel System > Engine Control System > Variable Intake Solenoid (VIS) Valve > Description
and Operation
Function And Operation Principle
Variable Intake manifold Solenoid (VIS) valve is installed on the intake manifold. The VIS valve controls the vacuum
modulator which activates a valve in the intake manifold. The PCM opens or closes this valve according to engine
condition (Refer to below table).

Engine Condition VIS Valve Operation

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Increasing engine performance in low engine speed by reducing intake

Medium speed Closed
interference among cylinders
Minimizing intake resistance by shortening intake manifold length and
Low / High speed Open
increasing area of air entrance

Fuel System > Engine Control System > Variable Intake Solenoid (VIS) Valve >
Specifications
Specification

Item Specification
Coil resistance (Ω) 30.0 ~ 35.0 [20°C(68°F)]

Fuel System > Engine Control System > Variable Intake Solenoid (VIS) Valve > Schematic
Diagrams
Circuit Diagram

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Fuel System > Engine Control System > Variable Intake Solenoid (VIS) Valve > Repair
procedures
Component Inspection
1. Turn ignition switch OFF.
2. Disconnect the electric variable swirl control actuator connector.
3. Measure resistance between VIS valve terminals 1 and 2.

Specification: Refer to Specification section.

Fuel System > Engine Control System > Variable Charge Motion Actuator (VCMA) >
Description and Operation
Function And Operation Principle
The Variable Charge Motion Actuator (VCMA) is installed to the inlet of combustion chambers in the intake manifold.
It consists of a DC motor which actuates the VCM valve and a position sensor which detects the position of the VCM
valve.
The VCM system tumbles air flow entering into combustion chamber of each cylinder by closing the VCM valve in the
cold start conditions.
This tumble effet reduces emisson gas by increasing air/ fuel mixture.

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Fuel System > Engine Control System > Variable Charge Motion Actuator (VCMA) >
Components and Components Location
Components

1. VCM Coupling 6. Insert nut

2. VCM Shaft 7. VCM Stabilizer Cover
3. VCM Stabilizer O-ring 8. VCM Valve
4. VCM Stabilizer 9. VCM Hole cover
5. VCM O-ring

The VCM actuator has to be installed at the fully closing positon of the VCM valve.
If it doesn't, the VCM coupling of the VCM shaft can't be put in the the VCM actuator.

Fuel System > Engine Control System > Variable Charge Motion Actuator (VCMA) >
Specifications
Specification
Motor

Item Specification
Coil Resistance (Ω) 3.4 ~ 4.4 [20°C(68°F)]

Position sensor

Item Specification
Coil Resistance (kΩ) 3.44 ~ 5.16 [20°C(68°F)]

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Fuel System > Engine Control System > Variable Charge Motion Actuator (VCMA) >
Schematic Diagrams
Circuit Diagram

Fuel System > Engine Control System > Variable Charge Motion Actuator (VCMA) > Repair
procedures
Component Inspection
1. Turn ignition switch OFF.
2. Disconnect the electric variable swirl control actuator connector.
3. Check that swirl valve is stuck by foreign material.
4. Measure resistance between motor (+) and (-) control terminals of the motor.
5. Check that the resistance is within the specification.

Specification: Refer to Specification section.

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6. Measure resistance between voltage supply terminal and ground terminal of the position sensor.
7. Check that the resistance is within the specification.

Specification: Refer to Specification section.

Fuel System > Fuel Delivery System > Components and Components Location
Component Location

1. Fuel Tank 6. Vent Hose

2. Fuel Pump (Including Fuel Filter) 7. Fuel Tank Air Filter
3. Fuel Pressure Regulator 8. Fuel Tank Pressure Sensor (FTPS)

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4. Fuel Pump Plate Cover 9. Canister Close Valve (CCV)

5. Fuel Filler Hose 10. Fuel Level Sensor (FLS)

Fuel System > Fuel Delivery System > Repair procedures

Fuel Pressure Test

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Fuel System > Fuel Delivery System > Fuel Tank > Repair procedures
Removal
1. Preparation
(1) Remove the 3rd seat (Refer to "SEAT" in BD group).

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(2) Open the service cover (A).

(3) Disconnect the fuel pump connector (A).

(4) Start the engine and wait until fuel in fuel line is exhausted.
(5) After engine stalls, turn the ignition switch to OFF position.

2. Disconnect the fuel feed tube quick-connector (A), the fuel tank pressure sensor connector (B), and the canister close
valve connector (C).

3. Lift the vehicle and remove the muffler assembly (Refer to "INTAKE AND EXHAUST SYSTEM" in EMA group).
4. Support the fuel tank with a jack.
5. Disconnect the fuel filler hose (A) and vent hose (B).

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6. Disconnect the vacuum hoses (A) from the canister (B).

7. Remove the upper arm (A), the lower arm (B), the assist arm (C), and the stabilizer bar (D) from the fuel tank &
suspension member assembly.

8. Remove the mounting bolts (E) and nuts (F), and then remove the fuel tank & suspension member assembly from the
vehicle.

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Installation
Installation is reverse of removal.

Fuel tank mounting bolts/nuts:

157 ~ 176.6 N·m (16.0 ~ 18.0 kgf·m, 115.8 ~ 130.2 lb-ft)

Fuel System > Fuel Delivery System > Fuel Pump > Repair procedures
Removal (Including Fuel Filter And Fuel Pressure Regulator)
1. Preparation
(1) Remove the 3rd seat (Refer to "SEAT" in BD group).
(2) Open the service cover (A).

(3) Disconnect the fuel pump connector (A).

(4) Start the engine and wait until fuel in fuel line is exhausted.
(5) After engine stalls, turn the ignition switch to OFF position.

2. Disconnect the fuel feed tube quick-connector (A), the fuel tank pressure sensor connector (B), and the canister close
valve connector (C).

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3. Remove the rubber cover (D).

4. Unscrew the fuel pump plate cover (A) with the special service tool (SST No.: 09310-2B200) and remove the fuel
pump assembly.

Installation
Installation is reverse of removal.

Fuel Pump Plate Cover Tightening :

78.5 ~ 98.1N.m (8.0 ~ 10.0 kgf.m, 57.9 ~ 72.4 lb-ft)

Fuel System > Fuel Delivery System > Accelerator Pedal and Cable > Repair procedures
Removal
1. Turn ignition switch off and disconnect the battery (-) cable from the battery.
2. Disconnect the accelerator position sensor connector.

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3. Unfasten the three mounting nuts and remove the accelerator pedal from the vehicle.

Installation
1. Installation is reverse of removal.

Accelerator pedal mounting nuts :

7.8 ~ 11.8N·m (0.8 ~ 1.2kgf.m, 5.8 ~ 8.7lb-ft)

Fuel System > Fuel Delivery System > Filler-Neck Assembly > Repair procedures
Removal
1. Disconnect the fuel filler hose (A) and vent hose (B).

2. Open the fuel filler door and unfasten the filler-neck assembly mounting screws (A).

3. Remove the rear-LH wheel, tire, and the inner wheel house.
4. Remove the bracket mounting bolts (A,B) and remove the filler-neck assembly.

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Installation
1. Installation is reverse of removal.

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