SECTION 6E - 3.5L ENGINE DRIVEABILITY AND

EMISSIONS

Abbreviation Charts

Component Locator

Engine Component Locator Table

ECM Circuit Diagram

Ground Point Chart

Location

Cable Harness & Connector Location

Connector List

Relay And Fuse

Relay And Fuse Box Location

Fuse And Relay Location

ECM Wiring Diagram

ECM Connector Pin Assignment & Output Signal

General Description For ECM And Sensors

Engine Control Module (ECM)

Mass Air Flow (MAF) Sensor & Intake Air

Temperature (IAT) Sensor

Throttle Position Sensor (TPS)

Idle Air Control (IAC) Valve

Camshaft Position (CMP) Sensor

Crankshaft Position (CKP) Sensor

Engine Coolant Temperature (ECT) Sensor

Vehicle Speed Sensor (VSS)

Heated Oxygen (O2) Sensor

General Description For Fuel Metering

Acceleration Mode

Battery Voltage Correction Mode

Clear Flood Mode

Deceleration Mode

Fuel Cutoff Mode

Run Mode

Starting Mode

Fuel Metering System Components

Fuel Injector

Fuel Pressure Regulator

Fuel Rail

Fuel Pump Electrical Circuit

Camshaft Position (CMP) Sensor Signal

General Description For Electronic Ignition System

Ignition Coils & Control

Ignition Control ECM Output

Spark Plug

General Description For Evaporative Emission

System

EVAP Control System

Results of Incorrect Operation

General Descriprion For Exhaust Gas Recirculation

(EGR) System

Linear EGR Valve

Linear EGR valve Operation and Results of

Incorrect Operation

Strategy Based Diagnostics

Overview

Strategy Based Diagnostics Chart

Diagnostic Thought Process

1. Verify The Complaint

2. Perform Preliminary Checks

3. Check Bulletins And Troubleshooting Hints

4. Perform Service Manual Diagnostic Checks

5a And 5b. Perform Service Manual Diagnostic

Procedures

5c. Technician Self Diagnoses

5d. Intermittent Diagnosis

Symptom Simulation Tests

5e. Vehicle Operates As Designed

6. Re-Examine The Complaint

7. Repair And Verify Fix

General Service Information

Aftermarket Electrical and Vacuum Equipment

Electrostatic Discharge Damage

Maintenance Schedule

Visual/Physical Engine Compartment Inspection

Basic Knowledge Of Tools Required

Serial Data Communications

Class II Serial Data Communications

On-Board Diagnostic (OBD)

On-Board Diagnostic Tests

Comprehensive Component Monitor Diagnostic

Operation

Input Components

Output Components

Passive and Active Diagnostic Tests

Intrusive Diagnostic Tests

Warm-Up Cycle

Techline

The Diagnostic Executive

Diagnostic Information

Check Engine Lamp (MIL)

Extinguishing the MIL

Intermittent Check Engine Lamp

Data Link Connector (DLC)

Verifying Vehicle Repair

Reading Flash Diagnostic Trouble Codes

Reading Diagnostic Trouble Codes Using a

TECH 2

Clearing Diagnostic Trouble Codes

On-Board Diagnosis (Self-Diagnosis)

Tech 2 Connection

Diagnosis with TECH 2

Typical Scan Data & Definitions (Engine Data)

Typical Scan Data & Definitions (O2 Sensor Data)

Miscellaneous Test

Plotting Snapshot Graph

Plotting Graph Flow Chart (Plotting Graph After

Obtaining Vehicle Information)

Flow Chart For Snapshot Replay (Plotting

Graph)

Snapshot Display With TIS2000

Service Programming System (SPS)

How To Use Breaker Box

On-Board Diagnostic (OBD) System Check

No Check Engine Lamp (MIL)

Check Engine Lamp (MIL) "On" Steady

Fuel Injector Coil Test Proce dure And Fuel Injector

Balance Test Procedure

Fuel System Electrical Test

Fuel System Diagnosis

A/C System Circuit Diagnosis

ECM Diagnostic Trouble Codes (DTC)

Multiple DTC Sets Troubleshooting Aids

DTC P0101 (Flash Code 61) Mass Air Flow Sensor

Circuit Range/Performance

DTC P0102 (Flash Code 61) Mass Air Flow Sensor

Circuit Low Input

DTC P0103 (Flash Code 61) Mass Air Flow Sensor

Circuit High Input

DTC P0107 (Flash Code 33) Barometer Sensor

Voltage Low

DTC P0108 (Flash Code 33) Barometer Sensor

Voltege High

DTC P0112 (Flash Code 23) Intake Air Temperature

(IAT) Sensor Low Input

DTC P0113 (Flash Code 23) Intake Air Temperature

(IAT) Sensor High Input

DTC P0117 (Flash Code 14) Engine Coolant

Temperaturer (ECT) Sensor Low Input

DTC P0118 (Flash Code 14) Engine Coolant

Temperaturer (ECT) Sensor High Input

DTC P0121 (Flash Code 21) Throttle Position

Sensor (TPS) Circuit Range/Performance

DTC P0122 (Flash Code 21) Throttle Position

Sensor (TPS) Circuit Low Input

DTC P0123 (Flash Code 21) Throttle Position

Sensor (TPS) Cir cuit High Input

DTC P0131 (Flash Code 15) O2 Sensor Circuit Low

Voltage (Bank 1 Sensor 1)

DTC P0151 (Flash Code 15) O2 Sensorcircuit Low

Voltage (Bank 2 Sensor 1)

DTC P0132 (Flash Code 15) O2 Sensor Circuit High

Voltage (Bank 1 Sensor 1)

DTC P0152 (Flash Code 15) O2 Sensor Circuit High

Voltage (Bank 2 Sensor 1)

DTC P0134 (Flash Code 15) O2 Sensor Circuit No

Activity Detected (Bank 1 Sensor 1)

DTC P0154 (Flash Code 15) O2 Sensor Circuit No

Activity Detected (Bank 2 Sensor 1)

DTC P0171 (Flash Code 44) O2 Sensor System Too

Lean (Bank 1)

DTC P0174 (Flash Code 44) O2 Sensor System Too

Lean (Bank 2)

DTC P0172 (Flash Code 45) O2 Sensor System Too

Rich (Bank 1)

DTC P0175 (Flash Code 45) O2 Sensor System Too

Rich (Bank 2)

DTC P1171 (Flash Code 44) Fuel Supply System

Lean During Power Enrichment (Type A)

DTC P1172 (Flash Code 44) Fuel Supply System

Lean During Power Enrichment (Type B)

DTC P0201 (Flash Code 31) Injector 1 Control

Circuit

DTC P0202 (Flash Code 31) Injector 2 Control

Circuit

DTC P0203 (Flash Code 31) Injector 3 Control

Circuit

DTC P0204 (Flash Code 31) Injector 4 Control

Circuit

DTC P0205 (Flash Code 31) Injector 5 Control

Circuit

DTC P0206 (Flash Code 31) Injector 6 Control

Circuit

DTC P0336 (Flash Code 29) Crankshaft Position

Sensor Circuit Range/Performance (58x)

DTC P0337 (Flash Code 29) Crankshaft Position

Sensor Circuit No Signal (58x)

DTC P0341 (Flash Code 41) Camshaft Position

Sensor Circuit Range/Performance

DTC P0342 (Flash Code 41) Camshaft Position

Sensor Cir cuit No Signal

DTC P0351 (Flash Code 42) Ignition 1 Control

Circuit

DTC P0352 (Flash Code 42) Ignition 2 Control

Circuit

DTC P0353 (Flash Code 42) Ignition 3 Control

Circuit

DTC P0354 (Flash Code 42) Ignition 4 Control

Circuit

DTC P0355 (Flash Code 42) Ignition 5 Control

Circuit

DTC P0356 (Flash Code 42) Ignition 6 Control

Circuit

DTC P0404 (Flash Code 32) EGR Circuit

Range/Performance (Open Valve)

DTC P1404 (Flash Code 32) EGR Circuit

Range/Performance (Closed Valve)

DTC P0405 (Flash Code 32) EGR Circuit Low

DTC P0406 (Flash Code 32) EGR Circuit High

DTC P0444 Evap Purge Solenoid Valve Circuit Low

Voltage

DTC P0445 Evap Purge Solenoid Valve Circuit High

Voltage

DTC P0500 (Flash Code 24) Vehicle Speed Sensor

(VSS) Circuit Range/Performance

DTC P0562 (Flash Code 66) System Voltage Low

DTC P0563 (Flash Code 66) System Voltage High

DTC P0601 (Flash Code 51) Engine Control Module

(ECM) Memory Checksum

DTC P0602 Programming Error

DTC P1508 (Flash Code 22) Idle Air Control System

Low/Closed

DTC P1509 (Flash Code 22) Idle Air Control System

High/Open

DTC P1601 (Flash Code 65) Can Bus Off

DTC U2104 (Flash Code 67) Can Bus Reset Counter

Over-Run

DTC P1626 Immobiliser No Signal

DTC P1631 Immobiliser Wrong Signal

DTC P1648 Immobiliser Wrong Security Code

Entered

DTC P1649 Immobiliser Function Not Programmed

Symptom Diagnosis

Preliminary Checks

Visual/Physical Check

Intermittent

Engine Cranks But Will Not Run

Hard Start Symptom

Rough, Unstable, Or Incorrect Idle, Stalling

Symptom

Surges And/Or Chugs Symptom

Hesitation, Sa g, Stumble Symptom

Cuts Out, Misses Symptom

Lack Of Power, Sluggish Or Spongy Symptom

Detonation/Spark Knock Sy mptom

Poor Fuel Economy Symptom

Excessive Exhaust Emissions Or Odors

Symptom

Dieseling, Run-On Symptom

Backfire Symptom

On-Vehicle Service Procedure

Engine Control Module (ECM)

Crankshaft Position (CKP) Sensor

Camshaft Position (CMP) Sensor

Engine Coolant Temperature (ECT) Sensor

Mass Air Flow (MAF) Sensor & Intake Air

Temperature (IAT) Sensor

Throttle Position Sensor (TPS)

Idle Air Control (IAC) Valve

Heated Oxygen Sensor (HO2s)

Evap Canister Purge Valve Solenoid

Fuel Pressure Relief

Fuel Rail Assembly

Fuel Injectors

Fuel Pressure Regulator

Ignition Coil

Spark Plugs

Special Tools

Abbreviation Charts

Abbreviations Appellation

A/C Air conditioner

A/T Automatic transmission

ACC Accessory

BLK Black

BLU Blue

BRN Brown

CAN Controller Ar ea Network

CEL Check eng ine lam p

CKP Crankshaft position

CMP Camshaft position

DLC Data link connector

DTC Diagnosis tr ouble code

DVM Digital volt age meter

ECM Engine contro l m odule

ECT Engine coolant t em per ature

EEPROM Electrically erasable & programmable r ead only memory

EGR Exhaust gas recalculat ion

GND Ground

GRY Gray

HO2S Heated Oxygen Sensor

IAT Intake air temperature

IAC Idle air control

IG Ignition

M/T Manual transmission

MAF Ma ss air fl ow

MIL Malfunction indicator lamp

OBD On-board diagnostic

ORN Orange

PNK Pink

PROM Progr ammable read only memor y

RED Red

SW Switch

TPS Thrott le posit ion sensor

TCM Transmission control module

VIO Violet

VSS Vehicle speed sensor

WHT White

WO T Wide open thr ottle

YEL Yellow

Component Locator

Engine Component Locator Table

465

Legend

(1) Engine Control Module (ECM)

(2) Throttle Position Sensor (TPS)

(3) Idle Air Control (IAC) Valve

(4) Battery

(5) Relay & Fuse Box

(6) Auto Cruise Actuator

(7) Mass Air Flow (MAF) & Intake Air Temperature

(IAT) Sensor Assembly

47362518

Legend

(1) Injector #1 Cy linder

(2) Injector #3 Cy linder

(3) Injector #5 Cy linder

(4) EGR Valve

(5) Ignition Coil #1 Cylinder

(6) Ignition Coil #3 Cylinder

(7) Ignition Coil #5 Cylinder

(8) Engine Coolant Temperature (ECT) Sensor

41623

Legend

(1) Injector #2 Cy linder

(2) Injector #4 Cy linder

(3) Injector #6 Cy linder

(4) Idle Air Control (IAC) Valve

(5) Throttle Position Sensor

(6) Ignition Coil #2 Cylinder

(7) Ignition Coil #4 Cylinder

(8) Ignition Coil #6 Cylinder

(9) Canister Purge Solenoid Valve

(1) Bank 1 Heated Oxygen Sensor (RH)

(1) Bank 2 Heated Oxygen Sensor (LH)

(1) Crankshaft Position (CKP) Sensor

(1) Camshaft Position Sensor (CMS)

(2) EGR Valve

(1) Canister

(1) Fuel Tank

(2) Fuel Pump

(1) Vehicle Speed Sensor (VSS)

(1) Po wer St eering Pressure Switch

ECM Circuit Diagram

Ground Point Chart

Ground Point Chart (1/4)

RTW38DXF004501

Ground Point Chart (2/4)

RTW38DXF004401

Ground Point Chart (3/4)

RTW38DXF004001

Ground Point Chart (4/4)

RTW38DXF003901

Location

P−

−−

−5

P−

−−

−6

Cable Harness & Connector Location

RTW38DMF000301

810R300094

6VE1 Engine

RTW36ELF000301

Connector List

No. Connector face No. Connector face

B-24

Green

Meter-B

C-108

White

J/B E1

B-56

White

J/B I4

C-109

Silver

Body-LH ; ground

B-58

Black

Check connector

E-2

Magnetic clutch

B-62

White

Ignition switch (IGSUB : G1)

E-6

Fuel injector

B-63

White

Ignition switch (IGSUB : G2)

E-7

Fuel injector

B-68

Immobilizer

E-8

Fuel injector

C-2

Silver

Engine room-RH ground

E-9

Fuel injector

C-24

Triple pressure switch

E-51

Fuel injector

C-94

Gray

TCM-(A)

E-52

Fuel injector

C-107

White

J/B E2

E-53

Ignition coil

No. Connector face No. Connector face

E-54

Ignition coil

E-64

Oil pressure switch (P/STRG)

E-55

Ignition coil

E-66

Duty solenoid

E-56

Ignition coil

E-68

Throttle position sensor

E-57

Ignition coil

E-69

Temperature sensor

E-58

Ignition coil

E-70

IACV

E-59

Crank position sensor

E-72

Engine earth-A

E-60

ECM-A

E-73

Engine earth-A

E-61

ECM-B

E-74

Engine earth-B

E-62

Cam position sensor

E-76

EGR valve

E-63

MAF sensor

E-77

O2 sensor RH-Front

No. Connector face No. Connector face

E-78

O2 sensor LH-Front

P-1

Silver

Battery (+)

E-79

Neutral start switch

P-2

Silver

Relay & Fuse box

F-2

White

Fuel pump & sensor

P-5

Silver

Battery (-)

H-4

White

Engine ~ Engine room

P-8

White

ACG (L)

H-6

White

Engine room ~ INST

P-10

Silver

Engine ground

H-7

White

Engine room ~ INST

X-2

Black

Relay ; Front Fog lamp

H-9

Blue

Engine room ~ Chassis

X-13

Black

Relay ; ECM MAIN

H-18

White

Engine room ~ INST

X-14

Black

Relay ; A/C Compressor

H-22

White

Engine ~ Engine room C

X-15

Black

Relay ; Thermo

H-23

White

Engine ~ Engine room B

X-17

Black

DIODE

Relay And Fuse

Relay And Fuse Box Location

RELAY & FUSE BOX

RELAY (6VE1)

NO. Relay name

X-1 RELAY; TAIL LIGHT

X-2 RELAY; FUEL PUMP

X-3 RELAY; HORN

X-4 RELAY; DIMMER

X-5 RELAY; FOG LIGHT

X-6 RELAY; STARTER

X-7 RELAY; COND, FAN

X-8 RELAY; 

X-9 RELAY; HAZARD-RH

X-10 RELAY; HAZARD-LH

X-11 RELAY; HEATER

X-12 RELAY; HEAD LIGHT

X-13 RELAY; ECM MAIN

X-14 RELAY; A/C COMP

X-15 RELAY; THERMO

FUSE

ENGINE MODEL

FUSE NO. 6VE1

EB-1 20A ECM

EB-2 10A ECM (B)

EB-3 10A TCM

EB-4 15A FRT FOG

EB-5 10A ILLUMI

EB-6 10A TAIL

EB-7 10A H/LIGHT-RH

EB-8 10A H/LIGHT-LH

EB-9 10A O2 SENSOR

EB-10 20A FUEL PUMP

EB-11 \

EB-12 \

EB-13 10A A/C

EB-14 10A 4W D

EB-15 10A HORN

EB-16 10A H AZARD

SLOW BLOW FUSE

ENGINE MODEL

FUSE NO. 6VE1

SBF-1 100A MAIN

SBF-2 \

SBF-3 \

SBF-4 20A COND, FAN

SBF-5 40A IG 1

SBF-6 40A ABS-1

SBF-7 30A ABS-2

SBF-8 30A BLO WER

SBF-9 50A IG 2

Fuse And Relay Location

RTW36EMF000701

FUSE

NO. Capacity Indication on label NO. Capacity Indication on label

1   12 15A CIGER

2 10A ABS 13 15A AUDIO (+B)

3   14 20A DO OR LOCK

4 15A BACK UP 15 10A M ETER (+B)

5 15A M ETER 16 10A RO OM

6 10A TURN 17 10A ANTI THE FT

7 15A ELEC.IG 18 15A STOP

8 15A ENGINE 19 15A ACC SOCKET

9 20A FRT WIPER 20 10A STARTER

10 15A EGR 21 10A SRS

11 10A AUDIO

SLOW BLOW FUSE

NO. Capacity Indication on label

22 20A RR DEF

23 30A POW ER WINDOW

RELA Y

Connector No. B-7 B-8 B-40

6VE1 REAR DEFOGGER

POWER WINDOW ACC SOCKET

FUSE BOX

ECM Wiring Diagram

ECM Wiring Diagram (1/10)

RTW36EMF000301

ECM Wiring Diagram (2/10)

RTW36EMF000401

ECM Wiring Diagram (3/10)

RTW36EMF000501

ECM Wiring Diagram (4/10)

RTW36EMF000601

ECM Wiring Diagram (5/10)

RTW36EMF000901

ECM Wiring Diagram (6/10)

RTW36ELF000201

ECM Wiring Diagram (7/10)

RTW36EMF000201

ECM Wiring Diagram (8/10)

RTW36ELF000101

ECM Wiring Diagram (9/10)

RTW36EMF000101

ECM Wiring Diagram (10/10)

RTW36EMF000801

ECM Connector Pin Assignment & Output Signal

Connector A Port: View Looking Into ECM Case

Signal or Continuity Tester Position

No. B/Box

No. Pin Function Wire

Color Key SW

Off Key SW

On Engine

Idle Engine

2000rpm

ECM

Connection Range (+) (-)

A1 1

Connection - - - - - - - - -

A2 2

Connection - - - - - - - - -

A3 3

Connection - - - - - - - - -

A4 4

Ground

(Case) BLK/

RED Continuity

with ground - - - Disconnect Ω 4 GND

A5 5

EGR Valve

Solenoid

(Signal) YEL Less than

1V Battery voltage (DC V)

Wave form

or approx.

7V (AC V)

while EGR

is activated

Connect DC V/

AC V 5 GND

A6 6

ECM Main

Relay BLU/

YEL

Less than

1V / Battery

voltage

while

ECM main

relay is

activated

Battery voltage Connect DC V 6 GND

A7 7 Ground BLK/

YEL Continuity

with ground - - - Disconnect Ω 7 GND

A8 8 Ground BLK/

YEL Continuity

with ground - - - Disconnect Ω 8 GND

A9 9

EGR Valve

Position

(Output)

YEL/

RED

Approx.

1.3kΩ (9-

22)/ Approx.

5.2kΩ (9-

24)

- - - Disconnect Ω 9

22/

A10 10

CAN

(Controller

Area

Network)

High

RED Approx.

120Ω Wave form Disconnect Ω 10 11

A11 11

CAN

(Controller

Area

Network) Low

WHT - Wave form - - - -

A12 12

Connection - - - - - - - - -

Signal or Continuity Tester Position

No. B/Box

No. Pin Function Wire

Color Key SW

Off Key SW

On Engine

Idle Engine

2000rpm

ECM

Connection Range (+) (-)

A13 13

Connection - - - - - - - - -

A14 14

Connection - - - - - - - - -

A15 15

Connection - - - - - - - - -

A16 16

Connection - - - - - - - - -

A17 17

Connection - - - - - - - - -

A18 18

Connection - - - - - - - - -

A19 19

Intake Air

Temperature

(IAT) Sensor

YEL/

GRN Less than

1V Approx. 1.8V at IAT 30 Connect DC V 19 GND

A20 20

Connection - - - - - - - - -

A21 21

Engine

Coolant

Temperature

(ECT) Sensor

BLU/

RED Less than

1V Approx. 2.6V at ECT 80 Connect DC V 21 GND

A22 22

EGR Valve &

ECT Sensor

Ground

YEL/

BLK

Approx.

0.3KΩ at

ECT 80

(22-21) /

Approx.

5.4KΩ EGR

(22-24)

- - - Disconnect Ω 21/24 GND

A23 23

Crank

Position

(CKP) Sensor

(Output)

YEL - - Wave form

or approx.

2.3V

Wave form

or approx.

1.9V Connect AC V 23 GND

A24 24

Crank

Position

(CKP) Sensor

& EGR Valve

(Voltage

Supply)

RED/

BLU Less than

1V Approx. 5V Connect DC V 24 25

A25 25

Crank

Position

(CKP) Sensor

(Ground)

YEL/

BLK Continuity

with ground - - - Connect Ω 25 GND

A26 26

Connection - - - - - - - - -

A27 27

Connection - - - - - - - - -

Signal or Continuity Tester Position

No. B/Box

No. Pin Function Wire

Color Key SW

Off Key SW

On Engine

Idle Engine

2000rpm

ECM

Connection Range (+) (-)

A28 28

ECM Main

Relay BLU/

RED

Battery

voltage /

Less than

1V while

ECM main

relay is

activated

Less than 1V Connect DC V 28 GND

A29 29

Connection - - - - - - - - -

A30 30

No. 5 Ignition

Coil RED/

YEL - - Wave form - - - -

A31 31

No. 3 Ignition

Coil RED/

BLU - - Wave form - - - -

A32 32

No. 1 Ignition

Coil RED - - Wave form - - - -

A33 33

Ground

(Power) BLK/

RED Continuity

with ground - - - Disconnect Ω 33 GND

A34 34 No. 5 Injector GRN/

BLK Less than

1V Battery voltage Connect DC V 34 GND

A35 35 No. 3 Injector BLU Less than

1V Battery voltage Connect DC V 35 GND

A36 36 No. 1 Injector GRN/

WHT Less than

1V Battery voltage Connect DC V 36 GND

A37 37

Ground

(Case) BLK/

RED Continuity

with ground - - - Disconnect Ω 37 GND

A38 38

Connection - - - - - - - - -

A39 39

Connection - - - - - - - - -

A40 40

Connection - - - - - - - - -

Connector B Port: View Looking Into ECM Cace

Signal or Continuity Tester Position

No. B/Box

No. Pin Function Wire

Color Key SW Off Key SW On Engine Idle Engine

2000rpm ECM

Connection Range (+) (-)

B1 41

Connection - - - - - - - - -

B2 42

Connection - - - - - - - - -

Signal or Continuity Tester Position

No. B/Box

No. Pin Function Wire

Color Key SW Off Key SW On Engine Idle Engine

2000rpm ECM

Connection Range (+) (-)

B3 43 No. 2 Injector GRN/

ORG Less than

1V Battery voltage Connect DC V 43 GND

B4 44 No. 4 Injector GRN/

RED Less than

1V Battery voltage Connect DC V 44 GND

B5 45 No. 6 Injector GRN/

YEL Less than

1V Battery voltage Connect DC V 45 GND

B6 46

Ground

(Power) BLK Continuity

with ground - - - Disconnect Ω 46 GND

B7 47

No. 2 Ignition

Coil RED/

BLK - - Wave form Connect - - -

B8 48

No. 4 Ignition

Coil RED/

WHT - - Wave form Connect - - -

B9 49

No. 6 Ignition

Coil RED/

GRN - - Wave form Connect - - -

B10 50

Connection - - - - - - - - -

B11 51

A/C

Compressor

Relay

GRY/

RED Battery

voltage Battery voltage / Less than 1V while

A/C compressor is activated Connect DC V 51 GND

B12 52

Tacho Meter

Signal BLK/

RED - -

Approx.

40Hz by

wave form

or approx.

6.3V

Approx.

100Hz by

wave form

or approx.

6.3V

Connect AC V 52 GND

B13 53

Idle Air

Control Valve

(IACV) 1 BLU Less than

1V Less than 1V / Battery voltage Connect DC V 53 GND

B14 54

Idle Air

Control Valve

(IACV) 2

BLU/

WHT Less than

1V Less than 1V / Battery voltage Connect DC V 54 GND

B15 55

Canister

Purge

Solenoid

Valve

RED/

BLU Less than

1V Battery

voltage

Wave form/

battery

voltage

while

solenoid

valve is

not

activated

Battery

voltage

while

solenoid

valve is

not

activated

Connect DC V 55 GND

B16 56

Idle Air

Control Valve

(IACV) 3

BLU/

RED Less than

1V Less than 1V / Battery voltage Connect DC V 56 GND

B17 57

Idle Air

Control Valve

(IACV) 4

BLU/

BLK Less than

1V Less than 1V / Battery voltage Connect DC V 57 GND

B18 58

Check

Engine Lamp

(Immobilizer

Control Unit

Terminal B7)

BRN/

YEL Less than

1V Less than

1V Battery voltage while

lamp is turned off Connect DC V 58 GND

Signal or Continuity Tester Position

No. B/Box

No. Pin Function Wire

Color Key SW Off Key SW On Engine Idle Engine

2000rpm ECM

Connection Range (+) (-)

B19 59

Fuel Pump

Relay GRN/

WHT Less than

Less than

1V / Battery

voltage

while

fuel pump is

activated

Battery voltage Conne ct DC V 59 GND

B20 60

Mass Air

Flow (MAF)

Sensor

BLK/

YEL Less than

1V Approx.

0.45V

Approx.

1.5V at 750

rpm Approx. 2V Connect DC V 60 GND

B21 61

Bank 1

Oxygen

Sensor PNK Less than

1V Approx.

0.4V 0.1 - 0.9V Connect DC V 61 62

B22 62

Bank 1

Oxygen

Sensor

(Ground)

BLU/

YEL Continuity

with ground - - - Connect Ω 62 GND

B23 63

Bank 2

Oxygen

Sensor RED Less than

1V Approx.

0.4V 0.1 - 0.9V Connect DC V 63 64

B24 64

Bank 2

Oxygen

Sensor

(Ground)

BLU/

BLK Continuity

with ground - - - Connect Ω 64 GND

B25 65

To Data Link

Connector

No.6

BLK/

GRN Less than

1V Approx. 5V Connect DC V 65 GND

B26 66

Throttle

Position

Sensor (TPS)

(Output)

BLU

Approx. 4.7KΩ at idle or

Approx. 1KΩ at WOT

(66-67)/Approx. 0.6KΩ at

idle or Approx. 4.3KΩ at

WOT (66-79)

- - Disconnect Ω 66

67 /

B27 67

TPS & Cam

Position

Sensor

(Supply)

GRN Less than

1V Approx. 5V Connect DC V 67 GND

B28 68

Camshaft

Angle Sensor

(Signal) BLU - -

Approx.

6.4Hz by

wave form

or 0.6 -

0.8V

Approx.

16.5Hz by

wave form

or 0.6 -

0.8V

Connect AC V 68 GND

B29 69

Inhibitor

Switch (AT

Only) BLK Less than

1V Less than 1V at P or N range / Battery

voltage at other than P or N range Connect DC V 69 GND

B30 70

Power

Steering

Pressure

Switch

GRN/

YEL Less than

Less than 1V when switch is turned on

Battery voltage when switch is turned

off Connect DC V 70 GND

B31 71

Thermo

Relay GRN/

BLK Less than

1V Battery voltage when A/C request is

activated Connect DC V 71 GND

Signal or Continuity Tester Position

No. B/Box

No. Pin Function Wire

Color Key SW Off Key SW On Engine Idle Engine

2000rpm ECM

Connection Range (+) (-)

B32 72

Vehicle

Speed Signal

(Immobilizer

Control Unit

Terminal B8)

WHT Less than

1V - Approx. 14.0Hz by wave

form or approx. 4.0V at

20km/h Connect AC V 72 GND

B33 73

Ignition

Switch BLU/

YEL Less than

1V Battery voltage Connect DC V 73 GND

B34 74

Back Up

Power Supply RED/

WHT Battery voltage Connect DC V 74 GND

B35 75

Connection - - - - - - - - -

B36 76

ECM Main

Relay RED/

BLU

Less than

1V / Battery

voltage

while

ECM main

relay

is activated

Battery voltage Connect DC V 76 GND

B37 77

ECM Main

Relay RED/

BLU

Less than

1V / Battery

voltage

while

ECM main

relay

is activated

Battery voltage Connect DC V 77 GND

B38 78

To Data Link

Connect to

No. 2 GRN - - - - - - - -

B39 79

TPS, MAF,

IAT

& Camshaft

Angle Sensor

Ground

RED

Continuity

with

ground. /

Approx.

1.4KΩ

at IAT 30

- - - Disconnect Ω 79 19

B40 80

Connection - - - - - - - - -

GENERAL DESCRIPTION FOR ECM AND

SENSORS

Engine Control Module (ECM)

1 2

(1) A Port

(2) B Port

The engine control module (ECM) is located on the

common chamber. The ECM controls the following.

· Fuel metering system

· Ignition timing

· On-board diagnostics for powertrain functions.

The ECM constantly observes the information from

various sensors. The ECM controls the systems tha

affect vehicle performance. And it performs the

diagnostic function of the system.

The function can recognize operational problems, and

warn to the driver through the check engine lamp, and

store diagnostic trouble code (DTC). DTCs identify the

problem areas to aid the technician in marking repairs.

The input / output devices in the ECM include analog to

digital converts, signal buffers, counters and drivers.

The ECM controls most components with electronic

switches which complete a ground circuit when turned

on.

Inputs (Operating condition read):

· Battery voltage

· Electrical ignition

· Exhaust oxygen content

· Mass air flow

· Intake air temperature

· Engine coolant temperature

· Crankshaft position

· Camshaft position

· Throttle position

· Vehicle speed

· Power steering pressure

· Air conditioning request on or off

· EGR valve position

Outputs (Systems controlled):

· Ignition control

· Fuel control

· Idle air control

· Fuel pump

· EVAP canister purge

· Air conditioning

· Diagnostics functions

For vehicles with automatic transmission, the

interchange of data between the engine control module

(ECM) and the transmission control module (TCM) is

performed via a CAN-bus system.

The following signals are exchanged via the CAN-bus:

ECM to TCM:

· ECM CAN signal status

· Engine torque

· Coolant temperature

· Throttle position

· Engine speed

· A/C status

· CAN valid counter

TCM to ECM:

· Ignition timing retard request

· Garage shift status

· CAN valid counter

Mass Air Flow (MAF) Sensor & Intake Air

Temperature (IAT) Sensor

The MAF sensor is part of the intake air system.

It is fitted between the air cleaner & throttle body and

measure the mass air flowing into the engine.

The MAF sensor uses a hot wire element to determine

the amount of air flowing into the engine. (The wire

temperature reaches to 170 - 300°C)

The MAF sensor assembly consist of a MAF sensor

element and an intake air temperature sensor that are

both exposed to the air flow to be measured.

The MAF sensor element measures the partial air mass

through a measurement duct on the sensor housing.

Using calibration, there is an extrapolation to the entire

mass air flow to the engine.

The IAT sensor is a thermistor. A temperature changes

the resistance value. And it changes voltage. In other

words it measures a temperature value. Low air

temperature produces a high resistance.

The ECM supplies 5 volts signal to the IAT sensor

through resisters in the ECM and measures the voltage.

The signal voltage will be high when the air temperature

is cold, and it will be low when the air temperature is

hot. The ECM uses to this value

Throttle Position Sensor (TPS)

(1) Throttle Position Sensor (TPS)

(2) Idle Air Control Valve (IACValve)

The TPS is a potentiometer connected to throttle shaft

on the throttle body.

The engine control module (ECM) monitors the voltage

on the signal line and calculates throttle position. As the

throttle valve angle is changed when accelerator pedal

moved. The TPS signal also changed at a moved

throttle valve. As the throttle valve opens, the output

increases so that the output voltage should be high.

The throttle body has a throttle plate to control the

amount of air delivered to the engine. Vacuum ports

located behind the throttle plate provide the cacuum

signals needed by various components.

Engine coolant is directed through a coolant cavity in

the throttle body to warm the throttle valve and to

prevent icing.

Characteristic of IAT Sensor

100

1000

10000

100000

-30 10 50 90 130

Temperature (Ž

)

Resistance (Ω)

Idle Air Control (IAC) Valve

Step

Coil

ABCD

Coil A High

(ECM B13)

On On

Coil A Low

(ECM B16)

On On

Coil B High

(ECM B14)

On On

Coil B Low

(ECM B17)

On On

(IAC Valve Close Direction)

(IAC Valve Open Direction)

The idle air control valve (IAC) valve is two directional

and gives 2-way control. It has a stepping motor

capable of 256 steps, and also has 2 coils. With power

supply to the coils controlled steps by the engine control

module (ECM), the IAC valve's pintle is moved to adjust

idle speed, raising it for fast idle when cold or there is

extra load from the air conditioning or power steering.

By moving the pintle in (to decrease air flow) or out (to

increase air flow), a controlled amount of the air can

move around the throttle plate. If the engine speed is

too low, the engine control module (ECM) will retract the

IAC pintle, resulting in more air moving past the throttle

plate to increase the engine speed.

If the engine speed is too high, the engine control

module (ECM) will extend the IAC pintle, allowing less

air to move past the throttle plate, decreasing the

engine speed.

The IAC pintle valve moves in small step called counts.

During idle, the proper position of the IAC pintle is

calculated by the engine control module (ECM) based

on battery voltage, coolant temperature, engine load,

and engine speed.

If the engine speed drops below a specified value, and

the throttle plate is closed, the engine control module

(ECM) senses a near-stall condition. The engine control

module (ECM) will then calculate a new IAC pintle valve

position to prevent stalls.

If the IAC valve is disconnected and reconnected with

the engine running, the idle speed will be wrong. In this

case, the IAC must be reset. The IAC resets when the

key is cycled "On" then "Off". When servicing the IAC, it

should only be disconnected or connected with the

ignition "Off".

The position of the IAC pintle valve affects engine start-

up and the idle characteristic of the vehicle.

If the IAC pintle is fully open, too much air will be

allowed into the manifold. This results in high idle

speed, along with possible hard starting and lean

air/fuel ratio.

Camshaft P osition (CMP) Sensor

1 2

(1) Camshaft Position (CMP) Sensor

(2) EGR Valve

With the use of sequential multi-point fuel injection, a

hall element type camshaft position (CMP) is adopted to

provide information to be used in making decisions on

injection timing to each cylinder. It is mounted on the

rear of the left-hand cylinder head and sends signals to

the ECM.

The CMP signal is created as piston #1 is

approximately 25 deg. after top dead center on the

power stroke.

Crankshaft Position (CKP) Sensor

The crankshaft position (CKP) sensor, which sends a

signal necessary for deciding on injection timing to the

ECM, is mounted on the right-hand side of the cylinder

block.

The crankshaft has a 58 teeth press-fit timing disc, from

which the CKP sensor reads the position of the

crankshaft at all the times. It converts this to an

electrical signal, which it sends to the ECM.

Of the 58 teeth, 57 have a base with of 3°, and are

evenly spaced, but tooth No. 58 is 15° wide at its based

to serve as a timing mark, allowing the sensor to report

the standard crankshaft position.

Using the 58 X signals per rotation and the timing-mark

signal sent by the CKP sensor, the ECM is able to

accurately calculate engine speed and crank position.

Also, the position of each cylinder is precisely known by

the ECM from signals sent by the camshaft position

(CMP) sensor, so the sequential multi-point fuel

injection can be controlled with accuracy.

The 58 X signals are converted by the ECM into a

retangle wave signal. This converted signal is sent from

the ECM terminal B12 to the tachometer and transfer

control module terminal 15.

Engine Coolant Temperature (ECT) Sensor

The ECT sensor is a thermistor. A temperature

changes the resistance value. And it changes voltage.

In other words it measures a temperature value. It is

installed on the coolant stream. Low coolant

temperature produces a high resistance.

The ECM supplies 5 volts signal to the ECT sensor

through resisters in the ECM and measures the voltage.

The signal voltage will be high when the engine

temperature is cold, and it will be low when the engine

temperature is hot.

Characteristic of ECT Sensor

100

1000

10000

100000

-30 10 50 90 130

Temperature (Ž

)

Resistance (Ω)

Vehicle Speed Sensor (VSS)

The VSS is a magnet rotated by the transmission output

shaft. The VSS uses a hall element. It interacts with the

magnetic field treated by the rotating magnet. It outputs

pulse signal. The 12 volts operating supply from the

meter fuse.

Heated Oxygen (O2) Sensor

(1) Bank 1 Heated Oxygen Sensor (RH)

(1) Bank 2 Heated Oxygen Sensor (LH)

Each oxygen sensor consists of a 4-wire low

temperature activated zirconia oxygen analyzer element

with heater for operating temperature of 315°C, and

there is one mounted on each exhaust pipe.

A constant 450millivolt is supplied by the ECM between

the two supply terminals, and oxygen concentration in

the exhaust gas is reported to the ECM as returned

signal voltage.

The oxygen present in the exhaust gas reacts with the

sensor to produce a voltage output. This voltage should

constantly fluctuate from approximately 100mV to

1000mV and the ECM calculates the pulse width

commanded for the injectors to produce the proper

combustion chamber mixture.

Low oxygen sensor output voltage is a lean mixture

which will result in a rich commanded to compensate.

High oxygen sensor output voltage is a rich mixture

which result in a lean commanded to compensate.

When the engine is first started the system is in "Open

Loop" operation. In "Open Loop", the ECM ignores the

signal from the oxygen sensors. When various

conditions (ECT, time from start, engine speed &

oxygen sensor output) are met, the system enters

"Closed Loop" operation. In "Closed Loop", the ECM

calculates the air fuel ratio based on the signal from the

oxygen sensors.

Heated oxygen sensors are used to minimize the

amount of time required for closed loop fuel control to

begin operation and allow accurate catalyst monitoring.

The oxygen sensor heater greatly decreases the

amount of time required for fuel control sensors to

become active.

Oxygen sensor heaters are required by catalyst monitor

and sensors to maintain a sufficiently high temperature

which allows accurate exhaust oxygen content readings

further away from the engine.

General Description For Fuel Metering

The fuel metering system starts with the fuel in the fuel

tank. An electric fuel pump, located in the fuel tank,

pumps fuel to the fuel rail through an in-line fuel filter.

The pump is designed to provide fuel at a pressure

above the pressure needed by the injectors.

A fuel pressure regulator in the fuel rail keeps fuel

available to the fuel injectors at a constant pressure.

A return line delivers unused fuel back to the fuel tank.

The basic function of the air/fuel metering system is to

control the air/fuel delivery to the engine. Fuel is

delivered to the engine by individual fuel injectors

mounted in the intake manifold.

The main control sensor is the heated oxygen sensor

located in the exhaust system. The heated oxygen

sensor reports to the ECM how much oxygen is in the

exhaust gas. The ECM changes the air/fuel ratio to the

engine by controlling the amount of time that fuel

injector is "On".

The best mixture to minimize exhaust emissions is 14.7

parts of air to 1 part of gasoline by weight, which allows

the catalytic converter to operate most efficiently.

Because of the constant measuring and adjusting of the

air/fuel ratio, the fuel injection system is called a "closed

loop" system.

The ECM monitors signals from several sensors in

order to determine the fuel needs of the engine. Fuel is

delivered under one of several conditions called

"mode". All modes are controlled by the ECM.

Acceleration Mode

The ECM provides extra fuel when it detects a rapid

increase in the throttle position and the air flow.

Battery Voltage Correction Mode

When battery voltage is low, the ECM will compensate

for the weak spark by increasing the following:

• The amount of fuel delivered.

• The idle RPM.

• Ignition dwell time.

Clear Flood Mode

Clear a flooded engine by pushing the accelerator pedal

down all the way. The ECM then de-energizes the fuel

injectors. The ECM holds the fuel injectors de-

energized as long as the throttle remains above 80%

and the engine speed is below 800 RPM. If the throttle

position becomes less than 80%, the ECM again begins

to pulse the injectors "ON" and "OFF," allowing fuel into

the cylinders.

Deceleration Mode

The ECM reduces the amount of fuel injected when it

detects a decrease in the throttle position and the air

flow. When deceleration is very fast, the ECM may cut

off fuel completely for short periods.

Engine Speed/Vehicle Speed/Fuel Disable Mode

The ECM monitors engine speed. It turns off the fuel

injectors when the engine speed increase above 6400

RPM. The fuel injectors are turned back on when

engine speed decreases below 6150 RPM.

Fuel Cutoff Mode

No fuel is delivered by the fuel injectors when the

ignition is "OFF." This prevents engine run-on. In

addition, the ECM suspends fuel delivery if no reference

pulses are detected (engine not running) to prevent

engine flooding.

Run Mode

The run mode has the following two conditions:

• Open loop

• Closed loop

When the engine is first started the system is in "open

loop" operation. In "open loop," the ECM ignores the

signal from the heated oxygen sensor (HO2S). It

calculates the air/fuel ratio based on inputs from the TP,

ECT, and MAF sensors.

The system remains in "open loop" until the following

conditions are met:

• The HO2S has a varying voltage output showing

that it is hot enough to operate properly (this

depends on temperature).

• The ECT has reached a specified temperature.

•

specific amount of time has elapsed since

starting the engine.

• Engine speed has been greater than a specified

RPM since start-up.

The specific values for the above conditions vary with

different engines and are stored in the programmable

read only memory (PROM). When these conditions are

met, the system enters "closed loop" operation. In

"closed loop," the ECM calculates the air/fuel ratio

(injector on-time) based on the signal from the HO2S.

This allows the air/fuel ratio to stay very close to 14.7:1.

Starting Mode

When the ignition is first turned "ON," the ECM

energizes the fuel pump relay for two seconds to allow

the fuel pump to build up pressure. The ECM then

checks the engine coolant temperature (ECT) sensor

and the throttle position sensor to determine the proper

air/fuel ratio for starting.

The ECM controls the amount of fuel delivered in the

starting mode by adjusting how long the fuel injectors

are energized by pulsing the injectors for very short

times.

Fuel Metering System Components

The fuel metering system is made up of the following

parts.

• Fuel injector

• Throttle Body

• Fuel Rail

• Fuel Pressure regulator

• ECM

• Crankshaft position (CKP) sensor

• Camshaft position (CMP) sensor

• Idle air control valve

• Fuel pump

Fuel Injector

The sequential multi-port fuel injection fuel injector is a

solenoid operated device controlled by the ECM. The

ECM energizes the solenoid, which opens a valve to

allow fuel delivery.

The fuel is injected under pressure in a conical spray

pattern at the opening of the intake valve. Excess fuel

not used by the injectors passes through the fuel

pressure regulator before being returned to the fuel

tank.

Fuel Pressure Regulator

The fuel pressure regulator is a diaphragm-operated

relief valve mounted on the fuel rail with fuel pump

pressure on one side and manifold pressure on the

other side. The fuel pressure regulator maintains the

fuel pressure available to the injector at three times

barometric pressure adjusted for engine load. It may be

serviced separate.

If the pressure is too low, poor performance and a DTC

P0131, P0151, P0171, P0174, P1171 or P1174 will be

the result. If the pressure is too high, excessive odor

and/or a DTC P0132, P0152, P0172 or P0175 will be

the result. Refer to Fuel System Diagnosis for

information on diagnosing fuel pressure conditions.

Fuel Rail

The fuel rail is mounted to the top of the engine and

distributes fuel to the individual injectors. Fuel is

delivered to the fuel inlet tube of the fuel rail by the fuel

lines. The fuel goes through the fuel rail to the fuel

pressure regulator. The fuel pressure regulator

maintains a constant fuel pressure at the injectors.

Remaining fuel is then returned to the fuel tank.

055RV009

Fuel Pump Electrical Circuit

When the key is first turned "ON," the ECM energizes

the fuel pump relay for two seconds to build up the fuel

pressure quickly. If the engine is not started within two

seconds, the ECM shuts the fuel pump off and waits

until the engine is cranked. When the engine is cranked

and the 58 X crankshaft position signal has been

detected by the ECM, the ECM supplies 12 volts to the

fuel pump relay to energize the electric in-tank fuel

pump.

An inoperative fuel pump will cause a "no-start"

condition. A fuel pump which does not provide enough

pressure will result in poor performance.

Camshaft Position (CMP) Sensor Signal

The ECM uses this signal to determine the position of

the number 1 piston during its power stroke, allowing

the ECM to calculate true sequential multiport fuel

injection. Loss of this signal will set a DTC P0341. If the

CMP signal is lost while the engine is running, the fuel

injection system will shift to a calculated sequential fuel

injection based on the last fuel injection pulse, and the

engine will continue to run. The engine can be restarted

and will run in the calculated sequential mode as long

as the fault is present, with a 1-in-6 chance of being

correct.

General Description For Electronic Ignition System

Ignition Coils & Control

A separate coil-at-plug module is located at each spark

plug.

The coil-at-plug module is attached to the engine with

two screws. It is installed directly to the spark plug by an

electrical contact inside a rubber boot.

A three way connector provides 12 volts primary supply

from the ignition coil fuse, a ground switching trigger

line from the ECM, and ground.

The ignition control spark timing is the ECM's method of

controlling the spark advance and the ignition dwell.

The ignition control spark advance and the ignition dwell

are calculated by the ECM using the following inputs.

• Engine speed

• Crankshaft position (CKP) sensor

• Camshaft position (CMP) sensor

• Engine coolant temperature (ECT) sensor

• Throttle position sensor

• Park or neutral position switch

• Vehicle speed sensor

• ECM and ignition system supply voltage

Based on these sensor signal and engine load

information, the ECM sends 5V to each ignition coil

requiring ignition. This signal sets in the power

transistor of the ignition coil to establish a grounding

circuit for the primary coil, applying battery voltage to

the primary coil.

At the ignition timing, the ECM stops sending the 5V

signal voltage. Under this condition the power transistor

of the ignition coil is set off to cut the battery voltage to

the primary coil, thereby causing a magnetic field

generated in the primary coil to collapse.

On this moment a line of magnetic force flows to the

secondary coil, and when this magnetic line crosses the

coil, high voltage induced by the secondary ignition

circuit to flow through the spark plug to the ground.

Ignition Control ECM Output

The ECM provides a zero volt (actually about 100 mV to

200 mV) or a 5-volt output signal to the ignition control

(IC) module. Each spark plug has its own primary and

secondary coil module ("coil-at-plug") located at the

spark plug itself. When the ignition coil receives the

5-volt signal from the ECM, it provides a ground path for

the B+ supply to the primary side of the coil-at -plug

module. This energizes the primary coil and creates a

magnetic field in the coil-at-plug module. When the

ECM shuts off the 5-volt signal to the ignition control

module, the ground path for the primary coil is broken.

The magnetic field collapses and induces a high voltage

secondary impulse which fires the spark plug and

ignites the air/fuel mixture.

The circuit between the ECM and the ignition coil is

monitored for open circuits, shorts to voltage, and

shorts to ground. If the ECM detects one of these

events, it will set one of the following DTCs:

• P0351: Ignition coil Fault on Cylinder #1

• P0352: Ignition coil Fault on Cylinder #2

• P0353: Ignition coil Fault on Cylinder #3

• P0354: Ignition coil Fault on Cylinder #4

• P0355: Ignition coil Fault on Cylinder #5

• P0356: Ignition coil Fault on Cylinder #6

Spark Plug

lthough worn or dirty spark plugs may give satisfactory

operation at idling speed, they frequency fail at higher

engine speeds. Faulty spark plugs may cause poor fuel

economy, power loss, loss of speed, hard starting and

generally poor engine performance. Follow the

scheduled maintenance service recommendations to

ensure satisfactory spark plug performance. Refer to

Maintenance and Lubrica tion.

Normal spark plug operation will result in brown to

grayish-tan deposits appearing on the insulator portion

of the spark plug. A small amount of red-brown, yellow,

and white powdery material may also be present on the

insulator tip around the center electrode. These

deposits are normal combustion by-products of fuels

and lubricating oils with additives. Some electrode wear

will also occur. Engines which are not running properly

are often referred to as “misfiring." This means the

ignition spark is not igniting the air/fuel mixture at the

proper time.

Spark plugs may also misfire due to fouling, excessive

gap, or a cracked or broken insulator. If misfiring

occurs before the recommended replacement interval,

locate and correct the cause.

Carbon fouling of the spark plug is indicated by dry,

black carbon (soot) deposits on the portion of the spark

plug in the cylinder. Excessive idling and slow speeds

under light engine loads can keep the spark plug

temperatures so low that these deposits are not burned

off. Very rich fuel mixtures or poor ignition system

output may also be the cause. Refer to DTC P0172.

Oil fouling of the spark plug is indicated by wet oily

deposits on the portion of the spark plug in the cylinder,

usually with little electrode wear. This may be caused by

oil during break-in of new or newly overhauled engines.

Deposit fouling of the spark plug occurs when the

normal red-brown, yellow or white deposits of

combustion by products become sufficient to cause

misfiring. In some cases, these deposits may melt and

form a shiny glaze on the insulator around the center

electrode. If the fouling is found in only one or two

cylinders, valve stem clearances or intake valve seals

may be allowing excess lubricating oil to enter the

cylinder, particularly if the deposits are heavier on the

side of the spark plug facing the intake valve.

TS23995

Excessive gap means that the air space between the

center and the side electrodes at the bottom of the

spark plug is too wide for consistent firing. This may be

due to excessive wear of the electrode during use. A

check of the gap size and comparison to the gap

specified for the vehicle in Maintenance and Lubrication

will tell if the gap is too wide. A spark plug gap that is

too small may cause an unstable idle condition.

Excessive gap wear can be an indication of continuous

operation at high speeds or with engine loads, causing

the spark to run too hot. Another possible cause is an

excessively lean fuel mixture.

TS23992

Low or high spark plug installation torque or improper

seating can result in the spark plug running too hot and

can cause excessive center electrode wear. The plug

and the cylinder head seats must be in good contact for

proper heat transfer and spark plug cooling. Dirty or

damaged threads in the head or on the spark plug can

keep it from seating even though the proper torque is

applied. Once spark plugs are properly seated, tighten

them to the torque shown in the Specifications Table.

Low torque may result in poor contact of the seats due

to a loose spark plug. Over tightening may cause the

spark plug shell to be stretched and will result in poor

contact between the seats. In extreme cases, exhaust

blow-by and damage beyond simple gap wear may

occur.

Cracked or broken insulators may be the result of

improper installation, damage during spark plug heat

shock to the insulator material. Upper insulators can be

broken when a poorly fitting tool is used during

installation or removal, when the spark plug is hit from

the outside, or is dropped on a hard surface. Cracks in

the upper insulator may be inside the shell and not

visible. Also, the breakage may not cause problems

until oil or moisture penetrates the crack later.

TS2394

A broken or cracked lower insulator tip (around the

center electrode) may result from “heat shock" (spark

plug suddenly operating too hot).

TS23993

• "Heat shock" breakage in the lower insulator tip

generally occurs during several engine operating

conditions (high speeds or heavy loading) and ma

be caused by over-advanced timing or low grade

fuels. Heat shock refers to a rapid increase in the

tip temperature that causes the insulator material

to crack.

If there is any doubt about the serviceability of a spark

plug, replace it. Spark plugs with cracked or broken

insulators should always be replaced.

General Description For Evaporative Emission System

3 1

(1) Purge Solenoid Valve

(2) From Canistor to Purge Solenoid

(3) From Purge Solenoid to Intake

(1) Canistor

(2) Air Separator

The basic evaporative emission control system used on

the charcoal canister storage method. The method

transfers fuel vapor from the fuel tank to an activated

carbon (charcoal) storage devise to hold the vapors

when the vehicle is not operating.

The canister is located on the rear axle housing by the

frame cross-member.

When the engine is running, the fuel vapor is purged

from the carbon element by intake air flow and

consumed in the normal combustion process.

EVAP Control System

The evaporate emission canister purge is controlled by

a duty solenoid valve that allows manifold to purge the

canister when following operating conditions are met.

Purge solenoid valve operating condition at idle

condition:

• Engine speed is below 1000rpm.

• Vehicle speed is below 3km/h.

• Engine coolant temperature is more than 80°C.

• Intake air temperature is more than 10°C.

• In closed loop operation.

All above conditions are met for 4 seconds.

Purge solenoid valve operating condition at other than

idle condition:

• Engine speed is below 6375rpm.

• Vehicle speed is more than 14km/h.

• Engine coolant temperature is more than 60°C.

All above conditions are met for 4 seconds.

Results of Incorrect Operation

Poor idle, stalling and poor driveability can be caused

by:

• Inoperative purge solenoid.

• Damaged canister.

• Hoses split, cracked and/or not connected to the

proper tubes.

Evidence of fuel loss or fuel vapor odor can be caused

by:

• Liquid fuel leaking from fuel lines, or fuel pump.

• Cracked or damaged canister.

• Disconnected, misrouted, kinked, deteriorated or

damaged vapor hoses, or control hoses.

If the solenoid is always open, the canister can purge to

the intake manifold at all times. This can allow extra fuel

at idle or during warm-up, which can cause rough or

unstable idle, or too rich operation.

If the solenoid is always closed, the canister can

become over-loaded, resulting in fuel odor.

General Description For Exhaust Gas Recirculation (EGR) System

Linear EGR Valve

060R200237

Legend

(1) ECM

(2) Linear EGR Valve

(3) Throttle

(4) Exhaust Manifold

The exhaust gas re-circulation (EGR) system is used to

reduce emission levels of oxides of nitrogen (NOx).

NOx emission levels are caused by a high combustion

levels by decreasing the combustion temperature.

The EGR valve feeds small amount of exhaust gas

back into the combustion chamber. The fuel/air mixture

will be diluted and combustion temperatures reduced.

The ECM monitors the EGR actual position and adjusts

the pintle position accordingly.

Linear EGR valve Operation and Results of

Incorrect Operation

The linear EGR valve is designed to accurately supply

EGR to the engine independent of intake manifold

vacuum. The valve controls EGR flow from the exhaust

to the intake manifold through an orifice with a ECM

controlled pintle. During operation, the ECM controls

pintle position by monitoring the pintle position feedback

signal.

The feedback signal can be monitored with a Tech2 as

"EGR Valve (V)". "It should always be near the

commanded EGR position "Desired EGR Opening (V)".

The linear EGR valve is activated under the following

conditions:

• No DTC relating to the EGR.

• Engine speed is between 1200 and 4375rpm.

• Engine coolant temperature is between 20 and

100.

• Throttle position sensor output voltage is below

3V.

Too mach EGR flow at idle, cruise or cold operation

may cause any of the following conditions to occur:

• Engine stalls after a cold start.

• Engine stalls at idle after deceleration.

• Vehicle surges during cruise.

• Rough idle.

Too little or no EGR flow may allow combustion

temperatures to get too high. This could cause:

• Spark knock (detonation).

• Engine overheating.

• Emission test failure.

• Poor fuel economy.

Strategy Based Diagnostics

Overview

As a retail service technician, you are part of the ISUZU

service team. The team goal is FIX IT RIGHT THE

FIRST TIME for the satisfaction of every customer. You

are a very important member of the team as you

diagnose and repair customer vehicles.

You have maximum efficiency in diagnosis when you

have an effective, organized plan for your work.

Strategy Based Diagnostics (refer to Figure 1) provides

you with guidance as you create and follow a plan of

action for each specific diagnostic situation.

Strategy Based Diagnostics Chart

Diagnostic Thought Process

As you follow a diagnostic plan, every box on the

Strategy Based Diagnostics chart requires you to use

the diagnostic thought process. This method of thinking

optimizes your diagnosis in the following ways:

• Improves your understanding and definition of the

customer complaint

• Saves time by avoiding testing and/or replacing

good parts

•

llows you to look at the problem from different

perspectives

• Guides you to determine what level o

understanding about system operation is needed:

− Owner’s manual level

− Service manual level

− In-depth (engineering) level

1. Verify the Complaint

What you should do

To verify the customer complaint, you need to know the

correct (normal) operating behavior of the system and

verify that the customer complaint is a valid failure of

the system.

The following information will help you verify the

complaint:

• WHAT the vehicle model/options are

• WHAT aftermarket and dealer-installed

accessories exist

• WHAT related system(s) operate properly

• WHEN the problem occurs

• WHERE the problem occurs

• HOW the problem occurs

• HOW LONG the condition has existed (and if the

system ever worked correctly)

• HOW OFTEN the problem occurs

• Whether the severity of the problem has

increased, decreased or stayed the same

What resources you should use

Whenever possible, you should use the following

resources to assist you in verifying the complaint:

Service manual Theory or Circuit Description

sections

• Service manual “System Performance Check”

• Owner manual operational description

• Technician experience

• Identical vehicle for comparison

• Circuit testing tools

• Vehicle road tests

• Complaint check sheet

• Contact with the customer

2. Perform Preliminary Checks

NOTE: An estimated 10 percent of successful

vehicle repairs are diagnosed with this step!

What you should do

You perform preliminary checks for several reasons:

• To detect if the cause of the complaint is

VISUALLY OBVIOUS

• To identify parts of the system that work correctly

• To accumulate enough data to correctly and

accurately search for a ISUZU Service Bulletin.

The initial checks may vary depending on the

complexity of the system and may include the following

actions:

• Operate the suspect system

• Make a visual inspection of harness routing and

accessible/visible power and ground circuits

• Check for blown fuses

• Make a visual inspection for separated connectors

• Make a visual inspection of connectors (includes

checking terminals for damage and tightness)

• Check for any DTCs stored by the on-board

computers

• Sense unusual noises, smells, vibrations or

movements

• Investigate the vehicle service history (call other

dealerships, if appropriate)

What resources you should use

Whenever appropriate, you should use the following

resources for assistance in performing preliminary

checks:

• Tech 2 or other technical equipment for viewing

DTCs

• Service manual information:

− Component locations

− Harness routing

− Wiring schematics

− Procedures for viewing DTCs

• Dealership service history file

• Vehicle road test

• Identical vehicle or system for comparison

3. Check Bulletins and Troubleshooting

Hints

NOTE: As estimated 30 percent of successful

vehicle repairs are diagnosed with this step!

What you should do

You should have enough information gained from

preliminary checks to accurately search for a bulletin

and other related service information. Some service

manual sections provide troubleshooting hints that

match symptoms with specific complaints.

What resources you should use

You should use the following resources for assistance

in checking for bulletins and troubleshooting hints:

• Printed bulletins

•

ccess ISUZU Bulletin Web site,

https://www.einet.isuzu.co.jp//

• Videotapes

• Service manual

4. Perform Service Manual Diagnostic

Checks

What you should do

The “System Checks” in most service manual sections

and in most cells of section 8A (electrical) provide you

with:

•

systematic approach to narrowing down the

possible causes of a system fault

• Direction to specific diagnostic procedures in the

service manual

• Assistance to identify what systems work correctly

What resources you should use

Whenever possible, you should use the following

resources to perform service manual checks:

• Service manual

• Technical equipment (for viewing DTCs and

analyzing data)

• Digital multimeter and circuit testing tools

• Other tools as needed

5a and 5b. Perform Service Manual

Diagnostic Procedures

NOTE: An estimated 40 percent of successful

vehicle repairs are diagnosed with these steps!

What you should do

When directed by service manual diagnostic checks,

you must then carefully and accurately perform the

steps of diagnostic procedures to locate the fault related

to the customer complaint.

What resources you should use

Whenever appropriate, you should use the following

resources to perform service manual diagnostic

procedures:

• Service manual

• Technical equipment (for analyzing diagnostic

data)

• Digital multimeter and circuit testing tools

• Essential and special tools

5c. Technician Self Diagnoses

When there is no DTC stored and no matching

symptom for the condition identified in the service

manual, you must begin with a thorough understanding

of how the system(s) operates. Efficient use of the

service manual combined with you experience and a

good process of elimination will result in accurate

diagnosis of the condition.

What you should do

Step 1: Identify and understand the suspect

circuit(s)

Having completed steps 1 through 4 of the Strategy

Based Diagnostics chart, you should have enough

information to identify the system(s) or sub-system(s)

involved. Using the service manual, you should

determine and investigate the following circuit

characteristics:

• Electrical:

− How is the circuit powered (power distribution

charts and/or fuse block details)?

− How is the circuit grounded (ground distribution

charts)?

− How is the circuit controlled or sensed (theor

of operation):

− If it is a switched circuit, is it normally open or

normally closed?

− Is the power switched or is the ground

switched?

− Is it a variable resistance circuit (ECT sensor

or TPS, for example)?

− Is it a signal generating device (MAF sensor

of VSS, for example)?

− Does it rely on some mechanical/vacuum

device to operate?

• Physical:

− Where are the circuit components (component

locators and wire harness routing diagrams):

−

re there areas where wires could be

chafed or pinched (brackets or frames)?

−

re there areas subjected to extreme

temperatures?

− Are there areas subjected to vibration o

movement (engine, transmission o

suspension)?

−

re there areas exposed to moisture, road

salt or other corrosives (battery acid, oil o

other fluids)?

−

re there common mounting areas with

other systems/components?

− Have previous repairs been performed to

wiring, connectors, components or mounting

areas (causing pinched wires between panels

and drivetrain or suspension components

without causing and immediate problem)?

− Does the vehicle have aftermarket or dealer-

installed equipment (radios, telephone, etc.)

Step 2: Isolate the problem

At this point, you should have a good idea of what could

cause the present condition, as well as could not cause

the condition. Actions to take include the following:

• Divide (and separate, where possible) the system

or circuit into smaller sections

• Confine the problem to a smaller area of the

vehicle (start with main harness connections while

removing panels and trim as necessary in order to

eliminate large vehicle sections from furthe

investigation)

• For two or more circuits that do not share a

common power or ground, concentrate on areas

where harnesses are routed together o

connectors are shared (refer to the following hints)

Hints

Though the symptoms may vary, basic electrical failures

are generally caused by:

• Loose connections:

− Open/high resistance in terminals, splices,

connectors or grounds

• Incorrect connector/harness routing (usually in

new vehicles or after a repair has been made):

− Open/high resistance in terminals, splices,

connectors of grounds

• Corrosion and wire damage:

− Open/high resistance in terminals, splices,

connectors of grounds

• Component failure:

− Opens/short and high resistance in relays,

modules, switches or loads

• Aftermarket equipment affecting normal operation

of other systems You may isolate circuits by:

• Unplugging connectors or removing a fuse to

separate one part of the circuit from another part

• Operating shared circuits and eliminating those

that function normally from the suspect circuit

• If only one component fails to operate, begin

testing at the component

• If a number of components do no operate, begin

tests at the area of commonality (such as power

sources, ground circuits, switches or major

connectors)

What resources you should use

Whenever appropriate, you should use the following

resources to assist in the diagnostic process:

• Service manual

• Technical equipment (for data analysis)

• Experience

• Technical Assistance

• Circuit testing tools

5d. Intermittent Diagnosis

By definition, an intermittent problem is one that does

not occur continuously and will occur when certain

conditions are met. All these conditions, however, may

not be obvious or currently known. Generally,

intermittents are caused by:

• Faulty electrical connections and wiring

• Malfunctioning components (such as sticking

relays, solenoids, etc.)

• EMI/RFI (Electromagnetic/radio frequenc

interference)

• Aftermarket equipment

Intermittent diagnosis requires careful analysis of

suspected systems to help prevent replacing good

parts. This may involve using creativity and ingenuity to

interpret customer complaints and simulating all

external and internal system conditions to duplicate the

problem.

What you should do

Step 1: Acquire information

A thorough and comprehensive customer check sheet

is critical to intermittent problem diagnosis. You should

require this, since it will dictate the diagnostic starting

point. The vehicle service history file is another

source for accumulating information about the

complaint.

Step 2: Analy ze the intermittent problem

Analyze the customer check sheet and service history

file to determine conditions relevant to the suspect

system(s).

Using service manual information, you must identify,

trace and locate all electrical circuits related to the

malfunctioning system(s). If there is more than one

system failure, you should identify, trace and locate

areas of commonality shared by the suspect circuits.

Step 3: Simulate the symptom and isolate the

problem

Simulate the symptom and isolate the system by

reproducing all possible conditions suggested in Step 1

while monitoring suspected circuits/components/

systems to isolate the problem symptom. Begin with the

most logical circuit/component.

Isolate the circuit by dividing the suspect system into

simpler circuits. Next, confine the problem into a smalle

area of the system. Begin at the most logical point (or

point of easiest access) and thoroughly check the

isolated circuit for the fault, using basic circuit tests.

Hints

You can isolate a circuit by:

• Unplugging connectors or removing a fuse to

separate one part of the circuit from another

• If only component fails to operate, begin testing

the component

• If a number of components do not operate, begin

test at areas of commonality (such as powe

sources, ground circuits, switches, main

connectors or major components)

• Substitute a known good part from the parts

department or the vehicle system

• Try the suspect part in a known good vehicle See

Symptom Simulation Tests on the next page fo

problem simulation procedures. Refer to service

manual Sections 6E and Sections 8A fo

information about intermittent diagnosis. Follo

procedures for basic circuit testing in service

manual Section 8A.

What resources you should use

Whenever appropriate, you should use the following

resources to assist in the diagnostic process:

• Service manual

• Bulletins

• Digital multimeter (with a MIN/MAX feature)

• Tech 2 and Tech 2 upload function

• Circuit testing tools (including connector

kits/harnesses and jumper wires)

• Experience

• Intermittent problem solving simulation methods

• Customer complaint check sheet

Symptom Simulation Tests

1. Vibration

This method is useful when the customer complaint

analysis indicates that the problem occurs when the

vehicle/system undergoes some form of vibration.

For connectors and wire harness, slightly shake

vertically and horizontally. Inspect the connector joint

and body for damage. Also, tapping lightly along a

suspected circuit may be helpful.

For parts and sensors, apply slight vibration to the part

with a light tap of the finger while monitoring the system

for a malfunction.

2. Heat

This method is important when the complaint suggests

that the problem occurs in a heated environment. Apply

moderate heat to the component with a hair drier or

similar tool while monitoring the system for a

malfunction.

CAUTION: Care must be take to avoid overheating

the component.

3. Water and Moisture

This method may be used when the complaint suggests

that the malfunction occurs on a rainy day or under

conditions of high humidity. In this case, apply water in

a light spray on the vehicle to duplicate the problem.

CAUTION: Care must be take to avoid directly

exposing electrical connections to water.

4. Electrical loads

This method involves turning systems ON (such as the

blower, lights or rear window defogger) to create a load

on the vehicle electrical system at the same time you

are monitoring the suspect circuit/component.

5e. Vehicle Operates as Designed

This condition refers to instances where a system

operating as designed is perceived to be unsatisfactory

or undesirable. In general, this is due to:

• A lack of understanding by the customer

•

conflict between customer expectations and

vehicle design intent

• A system performance that is unacceptable to the

customer

What you should do

You can verify that a system is operating as designed

by:

• Reviewing service manual functional/diagnostic

checks

• Examining bulletins and other service information

for supplementary information

• Compare system operation to an identical vehicle

If the condition is due to a customer misunderstanding

or a conflict between customer expectation and system

operation, you should explain the system operation to

the customer.

If the complaint is due to a case of unsatisfactory

system performance, you should contact Technical

Assistance for the latest information.

What resources you should use

Whenever possible, you should use the following

resources to facilitate the diagnostic process:

• Vehicle service information (service manual, etc.)

• ISUZU field support

• Experience

• Identical vehicle or system for comparison

6. Re-examine the complaint

When you do not successfully find/isolate the problem

after executing a diagnostic path, you should re-

examine the complaint.

What you should do

In this case, you will need to backtrack and review

information accumulated from step 1 through 4 of

Strategy Based Diagnostics. You also should repeat

any procedures that require additional attention.

A previous path may be eliminated from consideration

only if you are certain that all steps were executed as

directed. You must then select another diagnostic path

(step 5a, 5b, 5c or 5d). If all possible options have been

explored, you may call or seek ISUZU field support.

What resources you should use

Whenever possible, you should use the following

resources to facilitate the diagnostic process:

• Service manual

•

ccumulated information form a previous

diagnostic path

• Service information and publications

• ISUZU field support

7. Repair and Verify Fix

What you should do

After you have located the cause of the problem, you

must execute a repair by following recommended

service manual procedures.

When the repair is completed, you should verify the fix

by performing the system checks under the conditions

listed in the customer complaint.

If applicable, you should carry out preventive measures

to avoid a repeat complaint.

What resources you should use

Whenever possible, you should use the following

resources to facilitate the repair process:

• Electrical repair procedures

• Service manual information and publications

General Service Information

Aftermarket Electrical and Vacuum

Equipment

Aftermarket (add-on) electrical and vacuum equipment

is defined as any equipment which connects to the

vehicle's electrical or vacuum systems that is installed

on a vehicle after it leaves the factory. No allowances

have been made in the vehicle design for this type of

equipment.

NOTE: No add-on vacuum equipment should be

added to this vehicle.

NOTE: Add-on electrical equipment must only be

connected to the vehicle's electrical system at the

battery (power and ground).

Add-on electrical equipment, even when installed to

these guidelines, may still cause the powertrain system

to malfunction. This may also include equipment not

connected to the vehicle electrical system such as

portable telephones and radios. Therefore, the first

step in diagnosing any powertrain problem is to

eliminate all aftermarket electrical equipment from the

vehicle. After this is done, if the problem still exists, it

may be diagnosed in the normal manner.

Electrostatic Discharge Damage

Electronic components used in the ECM are often

designed to carry very low voltage. Electronic

components are susceptible to damage caused by

electrostatic discharge. Less than 100 volts of static

electricity can cause damage to some electronic

components. By comparison, it takes as much as 4000

volts for a person to feel even the zap of a static

discharge.

TS23793

There are several ways for a person to become

statically charged. The most common methods of

charging are by friction and induction.

•

n example of charging by friction is a person sliding

across a vehicle seat.

• Charge by induction occurs when a person with well

insulated shoes stands near a highly charged object

and momentary touches ground. Charges of the

same polarity are drained off leaving the person

highly charged with the opposite polarity. Static

charges can cause damage, therefore it is important

to use care when handling and testing electronic

components.

NOTE: To prevent possible electrostatic discharge

damage, follow these guidelines:

• Do not touch the ECM connector pins or soldered

components on the ECM circuit board.

• Do not open the replacement part package until

the part is ready to be installed.

• Before removing the part from the package,

ground the package to a known good ground on

the vehicle.

• If the part has been handled while sliding across

the seat, while sitting down from a standing

position, or while walking a distance, touch a

known good ground before installing the part.

Fuel Quality

Fuel quality is not a new issue for the automotive

industry, but its potential for turning on the MIL (“Check

Engine" lamp) with OBD systems is new.

Fuel additives such as “dry gas" and “octane

enhancers" may affect the performance of the fuel. The

Reed Vapor Pressure of the fuel can also create

problems in the fuel system, especially during the spring

and fall months when severe ambient temperature

swings occur. A high Reed Vapor Pressure could show

up as a Fuel Trim DTC due to excessive canister

loading. High vapor pressures generated in the fuel

tank can also affect the Evaporative Emission

diagnostic as well.

Using fuel with the wrong octane rating for your vehicle

may cause driveability problems. Many of the major

fuel companies advertise that using “premium" gasoline

will improve the performance of your vehicle. Most

premium fuels use alcohol to increase the octane rating

of the fuel. Although alcohol-enhanced fuels may raise

the octane rating, the fuel's ability to turn into vapor in

cold temperatures deteriorates. This may affect the

starting ability and cold driveability of the engine.

Low fuel levels can lead to fuel starvation, lean engine

operation, and eventually engine misfire.

Non-OEM Parts

All of the OBD diagnostics have been calibrated to run

with OEM parts.

Aftermarket electronics, such as cellular phones,

stereos, and anti-theft devices, may radiate EMI into the

control system if they are improperly installed. This ma

cause a false sensor reading and turn on the MIL

(“Check Engine" lamp).

Environment

Temporary environmental conditions, such as localized

flooding, will have an effect on the vehicle ignition

system. If the ignition system is rain-soaked, it can

temporarily cause engine misfire and turn on the MIL

(“Check Engine" lamp).

Vehicle Marshaling

The transportation of new vehicles from the assembly

plant to the dealership can involve as many as 60 key

cycles within 5Km miles of driving. This type of

operation contributes to the fuel fouling of the spark

plugs and will turn on the MIL (“Check Engine" lamp).

Poor Ve hicle Maintenance

The sensitivity of OBD diagnostics will cause the MIL

(“Check Engine" lamp) to turn on if the vehicle is not

maintained properly. Restricted air filters, fuel filters,

and crankcase deposits due to lack of oil changes or

improper oil viscosity can trigger actual vehicle faults

that were not previously monitored prior to OBD. Poor

vehicle maintenance can not be classified as a

“non-vehicle fault", but with the sensitivity of OBD

diagnostics, vehicle maintenance schedules must be

more closely followed.

Severe Vibration

The Misfire diagnostic measures small changes in the

rotational speed of the crankshaft. Severe driveline

vibrations in the vehicle, such as caused by an

excessive amount of mud on the wheels, can have the

same effect on crankshaft speed as misfire.

Related System Faults

Many of the OBD system diagnostics will not run if the

ECM detects a fault on a related system or component.

One example would be that if the ECM detected a

Misfire fault, the diagnostics on the catalytic converter

would be suspended until Misfire fault was repaired. If

the Misfire fault was severe enough, the catalytic

converter could be damaged due to overheating and

would never set a Catalyst DTC until the Misfire fault

was repaired and the Catalyst diagnostic was allowed to

run to completion. If this happens, the customer may

have to make two trips to the dealership in order to

repair the vehicle.

Maintenance Schedule

Refer to the Maintenance Schedule.

Visual/Physical Engine Compartment

Inspection

Perform a careful visual and physical engine

compartment inspection when performing any

diagnostic procedure or diagnosing the cause of an

emission test failure. This can often lead to repairing a

problem without further steps. Use the following

guidelines when performing a visual/physical inspection:

• Inspect all vacuum hoses for punches, cuts,

disconnects, and correct routing.

• Inspect hoses that are difficult to see behind other

components.

• Inspect all wires in the engine compartment for

proper connections, burned or chafed spots, pinched

wires, contact with sharp edges or contact with hot

exhaust manifolds or pipes.

Basic Knowledge of Tools Required

Lack of basic knowledge of this powertrain when

performing diagnostic procedures could result in an

incorrect diagnosis or damage to powertrain

components. Do not attempt to diagnose a powertrain

problem without this basic knowledge.

A basic understanding of hand tools is necessary to

effectively use this section of the Service Manual.

Serial Data Communications

Class II Serial Data Communications

This vehicle utilizes the “Class II" communication

system. Each bit of information can have one of two

lengths: long or short. This allows vehicle wiring to be

reduced by transmitting and receiving multiple signals

over a single wire. The messages carried on Class II

data streams are also prioritized. If two messages

attempt to establish communications on the data line at

the same time, only the message with higher priority will

continue. The device with the lower priority message

must wait. The most significant result of this regulation

is that it provides Tech 2 manufacturers with the

capability to access data from any make or model

vehicle that is sold.

The data displayed on the other Tech 2 will appear the

same, with some exceptions. Some scan tools will only

be able to display certain vehicle parameters as values

that are a coded representation of the true or actual

value. For more information on this system of coding,

refer to Decimal/Binary/Hexadecimal Conversions.

On this vehicle the Tech 2 displays the actual values for

vehicle parameters. It will not be necessary to perform

any conversions from coded values to actual values.

On-Board Diagnostic (OBD)

On-Board Diagnostic Tests

A diagnostic test is a series of steps, the result of which

is a pass or fail reported to the diagnostic executive.

When a diagnostic test reports a pass result, the

diagnostic executive records the following data:

• The diagnostic test has been completed since the

last ignition cycle.

• The diagnostic test has passed during the current

ignition cycle.

• The fault identified by the diagnostic test is not

currently active.

When a diagnostic test reports a fail result, the

diagnostic executive records the following data:

• The diagnostic test has been completed since the

last ignition cycle.

• The fault identified by the diagnostic test is currently

active.

• The fault has been active during this ignition cycle.

• The operating conditions at the time of the failure.

Remember, a fuel trim DTC may be triggered by a list of

vehicle faults. Make use of all information available

(other DTCs stored, rich or lean condition, etc.) when

diagnosing a fuel trim fault.

Comprehensive Component

Monitor Diagnostic Operation

Input Components

Input components are monitored for circuit continuity

and out-of-range values. This includes rationality

checking. Rationality checking refers to indicating a

fault when the signal from a sensor does not seem

reasonable, i.e.throttle position sensor that indicates

high throttle position at low engine loads. Input

components may include, but are not limited to the

following sensors:

• Vehicle Speed Sensor (VSS)

• Inlet Air Temperature (IAT) Sensor

• Crankshaft Position (CKP) Sensor

• Throttle Position Sensor (TPS)

• Engine Coolant Temperature (ECT) Sensor

• Camshaft Position (CMP) Sensor

• Barometer Sensor

• Mass Air Flow (MAF) Sensor

In addition to the circuit continuity and rationality check

the ECT sensor is monitored for its ability to achieve a

steady state temperature to enable closed loop fuel

control.

Output Components

Output components are diagnosed for proper response

to control module commands. Components where

functional monitoring is not feasible will be monitored for

circuit continuity and out-of-range values if applicable.

Output components to be monitored include, but are not

limited to, the following circuit:

• Idle Air Control (IAC) Valve

• Control module controlled EVAP Canister Purge

Valve

• Electronic Transmission controls

• A/C relays

• VSS output

• MIL control

Refer to ECM and Sensors in General Descriptions.

Passive and Active Diagnostic Tests

A passive test is a diagnostic test which simply monitors a

vehicle system or component. Conversely, an active test,

actually takes some sort of action when performing

diagnostic functions, often in response to a failed passive

test.

Intrusive Diagnostic Tests

This is any on -board test run by the Diagnostic Manage ment

System which may have an effect on vehicle performance or

emission le vels.

Warm-Up Cycle

A warm-up cycle means that the engine temperature must

reach a minimum of 70° C (160° F) and rise at least 22° C

(40° F) over the course of a trip.

The Diagnostic Executive

The Diagno stic Executive i s a unique segment of so ftware

which i s de signed to coordina te and prioritise the diagnostic

procedures as well as define the protocol for recording and

displaying their results. The main responsibilities of the

Diagnostic Executive are li sted as fol low s:

• Commanding the MIL ("Che ck Engi ne" la mp ) on and

off.

• DTC logging and clearing

• Freeze Frame data for the first emission related DTC

recorded.

• Current status information on each diagnostic.

The Diagno sti c Executive records DTCs and turns on the

MIL when emissio n-re la ted faul ts occur. It can also turn off

the MIL if the conditions cease which caused the DTC to

set.

Diagnostic Information

The diagnostic charts and functional checks are designed to

locate a faulty circuit or component through a process of

logical decisions. The charts are prepared with the

requirement tha t th e vehicl e fun cti oned co rre ctly at th e ti me

of assembly and that there are not multiple faults present.

There is a continuous self-diagnosis on certain control

functions. This diagnostic capability is complemented by the

diagnostic procedures co ntained in th is manua l. The

language of communi cating the sou rce of the malfunction is

a system of diagnostic tro uble codes. When a malfunction is

detected by the control mo dule, a diagnosti c trou ble co de is

set and the MIL (`Check Engine" lamp) is illuminated.

Check Engine Lamp (MIL)

The malfunction indicator lamp (MIL) is located in the

instrument pane l clus ter. The MIL will di splay the follow ing

symbol when commanded ‘ON’.

The MIL indicates that an emission related fault has

occurred and vehicle se rvice is required. The following is a

list of the modes of operation for the MIL:

• The MIL illuminates when the ignition switch is turned

‘ON’, with the engine ‘OFF’. This is a bulb test to ensure

that the MIL is able to illuminate.

• The MIL turns ’OFF’ after the engine is started, if a

diagnostic fault i s not present.

• The MIL rem ains illuminated aft er the engine is starte d,

if the engine control module (ECM) detects a fault. A

diagnostic trouble code (DTC) is stored any time the

ECM illuminates the MIL due to an emission related

fault.

Extinguishing the MIL

When the MIL is on, th e Diagno stic Execut ive w ill turn off

the MIL after three consecutive trips that a "test passed" has

been reporte d fo r the dia gno stic test tha t origina lly cau sed

the MIL to illuminate.

Although the MIL has been turned off, the DTC w ill remain in

the ECM me mory (bo th Free ze Fr ame and Failur e Reco rd s)

until forty (40) warm-up cycles after no faults have been

completed.

If the MIL was set by either a fuel trim or misfire-related

DTC, additional requ iremen ts must be met. In ad diti on to th e

requirements stated in the previous paragraph, these

requirements are as follows:

• The diagnostic tests that are passed must occur with

375 RPM of the RPM data stored at the time the last

test failed.

• Plus or minus ten (10) percent of the engine load that

was stored at the time the last test failed.

• Similar engine tempera ture condi tions (w armed up or

warming up ) as those stored at the time the last failed.

Meeting these requirements ensures that the fault which

turned on the MIL has been corrected.

The MIL ("Check Engine" lamp) is on the instrument panel

and has the follow ing fun ctions:

• It informs the driver that a fault that affects vehicle

emission le vels ha s occurred and tha t the vehicle

should be taken for se rvice as soon as possible .

• As a bulb and system check, the MIL will come "ON"

with the key "ON" and the engine not runn ing . When

the engine is sta rted , the MIL w ill turn "OFF."

• When the MIL remains "ON" while the engine is

running, or when a ma l function i s su spe cted due to a

driveability or emission s problem, a Pow ertrain On -

Board Diagnostic (OBD) Sy stem Check mu st be

performed. The procedures for these checks are given

in On-Board Diagnostic (OBD) System Check. These

checks will expose faul ts w hich may not be detected if

other diagnostics are perfo rmed fi rst.

Intermittent Check Engine Lamp

In the case of an "intermittent" fault, the MIL ("Check

Engine" lamp ) may illuminate an d then (after three trips) go

"OFF". However, the correspond ing diagno stic trouble code

will be stored in the memo ry . When unexpected dia gnosti c

trouble codes appear, check for an in termi ttent mal function.

A diagnostic troub le cod e may rese t. Consult the .

"Diagnostic Aids" a s sociated with the diagnostic trouble

code. A physical inspection of the applicable sub-system

most often will resolve the problem.

Data Link Connector (DLC)

The provision for communicating with the control module is

the Data Lin k Conne ctor (DLC). Th e DLC is used to connect

to a Tech 2. Some common uses of the Tech 2 are listed

below:

• Identifying stored Diagno stic Trouble Codes (D TCs).

• Clearing DTCs.

• Performing out put control tests.

• Reading serial data .

Data Link Connector (DLC)

Verifying Vehicle Repair

Verification of vehicle repair will be more comprehensive for

vehicles with OBD system diagnostic. Following a repair, the

technician should perform the following steps:

1. Review and record the Fail Records and/or Free ze

Frame data for the DTC which has been diagnosed

(Freeze Frame data will only be stored for an A or B

type diagnostic and only if the MIL has been

requested).

2. Clear DTCs).

3. Operate the vehicle within conditions noted in the Fail

Records and/or Freeze Frame data.

4. Monitor the DTC status information for the specific DTC

which has been diagnosed until the diagnostic te st

associated with that DTC runs.

Following these steps are very important in verifying repairs

on OBD systems. Failure to fo llow the se step s could result

in unnecessary repairs

Reading Flash Diagnostic Trouble Codes

The provision for co mmuni cating w it the Engine Cont rol

Module (ECM) is the Da ta Lin k Connecto r (DLC), loca ted as

shown next.

It is used in the assembly plant to receive information, to

check that the engine is ope rati ng properly before i t lea ve s

the plant.

The diagnostic trouble code(s) (DTC(s) stored in the ECM

memory can be read eith er th rough a hand -held diagnosti c

scanner plugged in to th e DLC or by counting the numbe r of

flashes of the Check Engine Lamp MIL ) when the diagno stic

test terminal of the DLC is ground ed.

The DLC terminal ‘6’ (diagno stic request) is pulled ‘Low’

(grounded) by jumpering to DLC terminal ‘4’, which is a

ground wire.

This will signal the ECM that you want to "flash" DTC(s), if

any are present. On ce te rminals ‘4 ’ and ‘6’ have been

connected, the i gnition switch must be turned to the "ON"

position, with the engine not running . At th is poin t, the

"Check Engine" MIL shou ld flash DTC 12, th ree times

consecutively.

This would be the foll owing flash, sequence : "flash , pause ,

flash, flash, long pause, flash, pause, flash, flash. DTC 12

indicates th a t the ECM diagn ostic sy stem is opera ting.

If DTC 12 is not indicated, a problem is present within the

diagnostic sy stem itself, and should be addressed by

consulting the appropria te diagnostic chart in

DRIVEABILITY AND EMISSIONS. pause,

If DTC 12 is flashed and no other codes are stored in th e

ECM memory, then this code will continue to be fla shed .

However, if a DTC i s sto re d, then i t w ill then fla sh th a t DTC,

three times.

If more than one D TC has been stored in the ECM memory,

those DTC(s) will be flashed, from the lowest to the highest,

with each D TC being display ed th ree times.

Reading Diagnostic Trouble Codes Using

a TECH 2

The procedure for read ing diagnostic trou ble cod e(s) is to

use a Tech 2 diagnosti c san too l. When reading DTC( s),

follow instructions supplied by the Tech 2 manufacturer.

0.4 Sec 0.4 Sec

OFF

3.2 Sec. 1.2 Sec. 3.2 Sec.

0.4 Sec 0.4 Sec

OFF

3.2 Sec. 1.2 Sec. 3.2 Sec.

Self-diagnosis Start

Normal Code (12)

Trouble Code (32)

12 12 12 14 14 14 32 32 32

In case DTC 14 & 32 are stored

Clearing Diagnostic Trouble Codes

Important: Do not clear DTCs unless directed to do so

by the service information provided for each diagnostic

procedure. When DTCs are cleared, the Freeze Frame

and Failure Record data which may help diagnose an

intermittent fault will also be erased from memory.

If the fault that caused the DTC to be stored into

memory has been corrected, the Diagnostic Executive

will begin to count the “warm-up" cycles with no further

faults detected, the DTC will automatically be cleared

from the ECM memory.

To clear Diagnostic Trouble Codes (DTCs), use the

Tech 2 “clear DTCs" or “clear information" function.

When clearing DTCs follow instructions supplied by the

Tech 2 manufacturer.

When a Tech 2 is not available, DTCs can also be

cleared by disconnecting one of the following sources

for at least thirty (30) seconds.

To prevent system damage, the ignition key must be

“OFF" when disconnecting or reconnecting battery

power.

• The power source to the control module. Examples:

fuse, pigtail at battery ECM connectors etc.

• The negative battery cable. (Disconnecting the

negative battery cable will result in the loss of other

on-board memory data, such as preset radio tuning).

On-Board Diagnosis

(Self-Diagnosis)

1. The Engine Control Module (ECM) conducts a

self-test of most of the wiring and components in

the system each time the key is turned to ON, and

can detect faults in the system while the key is ON.

If a fault is detected, the ECM will store a trouble

code in memory and flash the CHECK ENGINE

indicator to alert the driver.

2. The Diagnostic Trouble Codes (DTC) can be

displayed by shorting together terminals and the

Data Link Connector (DLC) located below

Instrument Panel of drivers side.

The CHECK ENGINE indicator will flash DTC 12

three times, followed by any DTC.If several DTC are

stored, each DTC will be displayed three times. The

DTC will be displayed in numerical order. The DTC

display will continue as long as the DLC is shorted.

Some DTC can cause other DTC to be stored, It is

important to diagnose and repair the lowest

numbered DTC first before going on to the higher

numbered DTC.

Techline

Tech 2 Connection

Tech 2 scan tool is used to electrically diagnose the

automatic transmission system and to check the

system. The Tech 2 enhances the diagnosis efficiency

though all the troubleshooting can be done without the

Te c h 2 .

1. Configuration of Tech 2

• Tech 2 scan tool kit (No. 7000086), Tech 2

scan tool (No. 7000057) and DLC cable (No.

3000095).

•SAE 16/19 adapter (No. 3000098) (3), RS232

loop back connector (No. 3000112) (2) and

PCMCIA card (No. 3000117) (1).

2. Tech 2 Connection

• Check the key switch is turn OFF.

• Insert the PCMCIA card (1) into the Tech 2 (5).

• Connect the SAE 16/19 adapter (3) to the DLC

• Turn the key switch of the vehicle ON and press

the “PWR” key of the Tech 2.

• Check the display of the Tech 2.

NOTE: Be sure to check that the power is not

supplied to the Tech 2 when attaching or removing

the PCMCIA card.

Diagnosis w ith TECH 2

If No Codes are Set

• Refer to F1: Data Display and identify the

electrical faults that are not indicated by trouble

code.

• Refer to "SYMPTOM DI AGNOSIS".

If Codes are Set

1. Record all trouble codes displayed by Tech 2 and

check id the codes are intermittent.

2. Clear the codes.

3. Drive the vehicle for a test to reproduce the fault

status.

4. Check trouble codes again using the Tech 2.

5. If no codes is displayed by test driving, the fault is

intermittent. In this case, refer to "DIAGNOSIS

AIDS".

6. If a code is present, refer to DTC Chart for

diagnosis.

7. Check trouble codes again using the Tech 2.

Select "3.5L V6 6VE1 Hitachi" in Vehicle Identification

menu and the following table is shown in the Tech 2

screen.

F0: Diagnostic Trouble Code

F0: Read DTC Infor By Priority

F1: Clear DTC Information

F2: DTC Information

F0: History

F1: MIL SVS or Message Requested

F2: Last Test Failed

F3: Test Failed Since Code Cleared

F4: Not Run Since Code Cleared

F5: Failed This Ignition

F3: Freeze Frame/Failure Record

F1: Data Display

F0: Engine Data

F1: O2 Sensor Data

F2: Snapshot

F3: Miscellaneous Test

F0: Lamps

F0: Malfunction Indicator Lamps

F1: Relays

F0: Fuel Pump Relay

F1: A/C Clutch Relay

F2: EVAP

F0: Purge Solenoid

F3: IAC System

F0: RPM Control

F1: IAC Control

F4: Fuel System

F0: Fuel Trim Reset

F4: System Information

F0: MIL/System Status

F0: Diagnostic Trouble Code

The purpose of the "Diagnostic Trouble Codes" mode is

to display stored trouble code in the

ECM.

When "Clear DTC Information" is selected, a "Clear

DTC Information", warning screen appears.

This screen informs you that by cleaning DTC's "all

stored DTC information in the ECM will be erased".

After clearing codes, confirm system operation by test

driving the vehicle.

Use the "DTC Information" mode to search for a

specific type of stored DTC information.

History

This selection will display only DTCs that are stored in

the ECM's history memory. It will not display Type B

DTCs that have not requested the MIL ("Check Engine

Lamp"). It will display all type A and B DTCs that

requested the MIL and have failed within the last 40

warm-up cycles. In addition, it will display all type C and

D DTCs that have failed within the last 40 warm-up

cycles.

MIL SVC or Message Request

This selection will display only DTCs that are requesting

the MIL. Type C and Type D DTCs cannot be displayed

using the MIL. Type C and D DTCs cannot be displayed

using this option.

This selection will report type B DTCs only after the MIL

has been requested.

Last Test Failed

This selection will display only DTCs that have failed the

last time the test run. The last test may have run during

a previous ignition cycle of a type A or type B DTC is

displayed. For type C and type D DTCs, the last failure

must have occurred during the current ignition cycle to

appear as last test fail.

Test Failed Since Code Cleared

The selection will display all active and history DTCs

that have reported a test failure since the last time

DTCs were cleared. DTCs that last failed more that 40

warm-up cycles before this option is selected will not be

displayed.

Failed This Ignition

This selection will display all DTCs that have failed

during the present ignition cycle.

Freeze Frame/Failure Record

This selection will display stored various vehicle

information at the moment an emission related fault

when the MIL ("Check Engine Lamp") is commanded

on.

The Freeze Frame data will not be erased unless the

associated history DTC is cleared.

F1: Data Display

The purpose of the "Data Display" mode is to

continuously monitor data parameters.

The current actual values of all important sensors and

signals in the system are display through F1 mode.

See the "Typical Scan Data" section.

F2: Snapshot

"Snapshot" allows you to focus on making the condition

occur, rather than trying to view all of the data in

anticipation of the fault.

The snapshot will collect parameter information around

a trigger point that you select.

F3: Miscellaneous Test:

The purpose of "Miscellaneous Test" mode is to check

for correct operation of electronic system actuators.

F4: System Information

The "MIL/System Status" informs number of stored

DTC.

Typical Scan Data & Definitions (Engine Data)

Use the typical values table only after the On-Board Diagnostic System check has been completed, no DTC(s) were noted, and you have determined that the On-Board

Diagnostic are functioning properly.

Tech2 values from a properly running engine may be used for comparison with the engine you are diagnosing.

Condition : Vehicle stopping, engine running, air conditioning off & after warm-up (Coolant temperature approximately 80°C)

Tech 2

Parameter Units Idle 2000rpm Definitions

1 Ignition Voltage V 10.5 − 14.5 10.5 − 14.5 This displays the system voltage measured by the ECM at ignition feed.

2 Engine Speed rpm 710 − 860 1950 − 2050 The actual engine speed is measured by ECM from the CKP sensor 58X signal.

3 Desired Idle

Speed rpm 750 − 770 750 − 770 The desired engine idle speed that the ECM commanding.

The ECM compensates for various engine loads.

4 Engine Coolant

Temperature °C or °F 80 − 90 (°C) 80 − 90 (°C) The ECT is measured by ECM from ECT sensor output voltage.

W hen the engine is normally warm upped, this data displays approximately 80 °C or

more.

5 Start Up ECT

(Engine Coolant

Temperature)

°C or °F Depends on

engine coolant

temp. at time of

start-up

Depends on

engine coolant

temp. at time of

start-up

Start-up ECT is measured by ECM from ECT sensor output voltage when engine is

started.

6 Intake Air

Temperature °C or °F Depends on

ambient temp. Depends on

ambient temp. The IAT is measured by ECM from IAT sensor output voltage.

This data is changing by intake air temperature.

7 Throttle Position % 0 4 − 6 Throttle position operating angle is measured by the ECM from throttle position

output voltage.

This should display 0% at idle and 99 − 100% at full throttle.

8 Throttle Position

Sensor V 0.4 − 0.7 0.6 − 0.8 The TPS output voltage is displayed.

This data is changing by accelerator operating angle.

9 Mass Air Flow g/s 5.0 − 8.0 13.0 − 16.0 This displays intake air amount.

The mass air flow is measured by ECM from the MAF sensor output voltage.

10 Air Fuel Ratio 14.7:1 14.7:1 This displays the ECM commanded value.

In closed loop, this should normally be displayed around 14.2:1 − 14.7:1.

11 Idle Air Control Steps 10 − 20 20 − 30 This displays the ECM commanded position of the idle air control valve pintle.

larger number means that more air is being commanded through the idle air

passage.

12 EGR Valve V 0.6 − 1.0 0.6 − 1.0 The EGR position sensor output voltage is displayed.

This data is changing by EGR valve solenoid operating position.

13 Desired EGR

Openring V 0 − 1.2 0 − 1.2 The ECM commanded EGR position sensor voltage is displayed.

ccording to the current position, ECM changes EGR valve solenoid operating

position to meet the desired position.

14 EGR Valve On

Duty % 0 60 − 80 This displays the duty signal from the ECM to control the EGR valve.

15 Engine Load % 2 − 7 8 − 15 This displays is calculated by the ECM form engine speed and MAF sensor reading.

Engine load should increase with an increase in engine speed or air flow amount.

16 B1 Fuel System

Status Open Loop/ Close

Loop Close Loop Close Loop

17 B2 Fuel System

Status Open Loop/ Close

Loop Close Loop Close Loop

When the engine is first started the system is in "Open Loop" operation.

In "Open Loop", the ECM ignores the signal from the oxygen sensors.

When various conditions (ECT, time from start, engine speed & oxygen sensor

output) are met, the system enters "Closed Loop" operation.

In "Closed Loop", the ECM calculates the air fuel ratio based on the signal from the

oxygen sensors.

18 Fuel Trim

Learned (Bank 1) Yes/No Yes Yes

19 Fuel Trim

Learned (Bank 2) Yes/No Yes Yes

When c onditions ar e appropr iate f or enabling long term f uel trim c or rec tions , f uel tr im

learn will display "Yes".

This indicates that the long term fuel trim is responding to the short term fuel trim.

If the f uel trim lean displays "No", then long term fuel trim will not re spond to c hanges

in short term fuel trim.

20 Injection Pulse

Bank 1 ms 2.0 − 4.0 2.0 − 4.0

21 Injection Pulse

Bank 2 ms 2.0 − 4.0 2.0 − 4.0

This displays the amount of time the ECM is commanding each injector On during

each engine cycle.

longer injector pulse width will cause more fuel to be delivered. Injector pulse width

should increase with increased engine load.

22 Spark Advance °CA 10 − 15 35 − 42 This displays the amount of spark advance being commanded by the ECM.

Tech 2

Parameter Units Idle 2000rpm Definitions

23 A/C Request (Air

Conditioning) On/Off Off Off This displays the air conditioner request s ignal. T his should dis play "On" when the air

conditioner switch is switched on.

24 A/C Clutch On/Off Off Off This displays whether the ECM has com manded the A/C compressor clutch "On" or

"Off".

25 EVAP Purge

Solenoid

(Evaporative

Emission)

% 50 − 80 0 This displays the duty signal from the ECM to control the canister purge solenoid

valve.

26 Fuel Trim Cell 49 − 52 13 − 17 This displays dependent on engine speed and MAF sensor reading.

A plot of engine speed versus MAF amount is divided into the cells.

Fuel trim cell indicates which cell is currently active.

27 Fuel Pump On/Off On On This displays operating status for the fuel pump main relay.

This should display "On" when the key switch is turned on and while engine is

running.

28 Deceleration Fuel

Cutoff Active/ Inactive Inactive Inactive The ECM will command the deceleration fuel mode when it detects a closed throttle

position while the vehicle is traveling.

While in decreasing fuel mode, the ECM will decrease the amount of fuel delivered

by entering open loop and decreasing the injector pulse width.

29 Power Enrichment Yes/No No No The ECM will command power enrichment mode "Yes" when a large increase in

throttle position and load is detected.

W hile in power enrichm ent mode, the ECM will increase the am ount of f uel delivered

by entering open loop and increasing the injector pulse width.

30 Vehicle Speed km/h or mph 0 0 This displays vehicle speed.

The vehicle speed is measured by ECM from the vehicle speed sensor.

31 Cam Signal Present/ Missing Present Present This displays input signal from the camshaft position sensor.

When the correct pulse is generated, signal is received.

32 PSP Switch

(Power Steering

Pressure)

Normal Pressure /

High Pressure Normal Pressure Normal Pressure This displays the power steering pressure signal.

This should display "High Pressure" when the steering is steered.

33 Torque Request

(Timing Retard) °CA 0 0

34 Security Code

Status Programmable/

Not

Programmable

Programmable Programmable This should display "Programmable" when the correct security code is programmed.

35 Immobiliser

Function

Programmed

Valid/ Invalid Valid Valid This should display "Valid" when the immobiliser is programmed.

36 Security Code Okay/ Not Okay Okay Okay This should display "Okay" when the correct security code is programmed.

37 Immobiliser

Sy stem Error / Not Error Not Erro r Not Error This should display "Not Error" when the immobiliser is normal.

38 Malfunction

Indicator Lamp On/Off Off Off This displays operating status for the Check Engine Lamp.

This should display "On" when the Check Engine Lamp is turned on.

39 Time From Start   This displays the engine time elapsed since the engine was started.

If the engine is stopped, engine run time will be reset to 00:00:00

Typical Scan Data & Definitions (O2 Sensor Data)

Use the typical values table only after the On-Board Diagnostic System check has been completed, no DTC(s) were noted, and you have determined that the On-Board

Diagnostic are functioning properly.

Tech2 values from a properly running engine may be used for comparison with the engine you are diagnosing.

Condition : Vehicle stopping, engine running, air conditioning off & after warm-up (Coolant temperature approximately 80 °C)

Tech 2

Parameter Units Idle 2000rpm Definitions

1 Ignition Voltage V 10.5 − 14.5 10.5 − 14.5 This displays the system voltage measured by the ECM at ignition feed.

2 Engine Speed rpm 710 − 860 1950 − 2050 The actual engine speed is measured by ECM from the CKP sensor 58X signal.

3 Desired Idle

Speed rpm 750 − 770 750 − 770 The desired engine idle speed that the ECM commanding.

The ECM compensates for various engine loads.

4 Engine Coolant

Temperature °C or °F 80 − 90 (°C) 80 − 90 (°C) The ECT is measured by ECM from ECT sensor output voltage.

W hen the engine is normally warm upped, this data displays approximately 80 °C or

more.

5 Start Up ECT

(Engine Coolant

Temperature)

°C or °F Depends on

engine coolant

temp. at time of

start-up

Depends on

engine coolant

temp. at time of

start-up

Start-up ECT is measured by ECM from ECT sensor output voltage when engine is

started.

6 Throttle Position % 0 4 − 6 Throttle position operating angle is measured by the ECM from throttle position

output voltage.

This should display 0% at idle and 99 − 100% at full throttle.

7 Throttle Position

Sensor V 0.4 − 0.7 0.6 − 0.8 The TPS output voltage is displayed.

This data is changing by accelerator operating angle.

8 Mass Air Flow g/s 5.0 − 8.0 13.0 − 16.0 This displays intake air amount.

The mass air flow is measured by ECM from the MAF sensor output voltage.

9 Air Fuel Ratio 14.7:1 14.7:1 This displays the ECM commanded value. In closed loop, this should normally be

displayed around 14.2:1 − 14.7:1.

10 Engine Load % 2 − 7 8 − 15 This displays is calculated by the ECM form engine speed and MAF sensor reading.

Engine load should increase with an increase in engine speed or air flow amount.

11 B1 Fuel System

Status Open Loop/ Close

Loop Close Loop Close Loop

12 B2 Fuel System

Status Open Loop/ Close

Loop Close Loop Close Loop

When the engine is first started the system is in "Open Loop" operation.

In "Open Loop", the ECM ignores the signal from the oxygen sensors.

When various conditions (ECT, time from start, engine speed & oxygen sensor

output) are met, the system enters "Closed Loop" operation.

In "Closed Loop", the ECM calculates the air fuel ratio based on the signal from the

oxygen sensors.

13 B1S1 O2 Sensor

(Bank1 Sensor 1) mV 50 − 950 50 −950

14 B2S1 O2 Sensor

(Bank2 Sensor 1) mV 50 − 950 50 − 950

This displays the exhaust oxygen sensor output voltage.

Should fluctuate constantly within a range between 10mV (lean exhaust) and

1000mV (rich exhaust) while operating in closed loop.

15 B1 O2 Sensor

Ready (Bank 1) Yes/No Yes Yes

16 B2 O2 Sensor

Ready (Bank 2) Yes/No Yes Yes

This displays the status of the exhaust oxygen sensor.

This display will indicate "Yes" when the ECM detects a fluctuating oxygen sensor

output voltage sufficient to allow closed loop operation.

This will not occur unless the oxygen sensor is warmed up.

17 B1 Long Term

Fuel Trim (Bank

% -10 − 20 -10 − 20

18 B2 Long Term

Fuel Trim (Bank

% -10 − 20 -10 − 20

The long term fuel trim is delivered from the short term fuel term values and

represents a long term correction of fuel delivery for bank in question.

A value of 0% indicates that fuel delivery requires no compensation to maintain the

ECM commanded air fuel ratio.

negative value indicates that the fuel system is rich and fuel delivery is being

reduced (decreased injector pulse width).

positive value indicates that a lean condition exists and the ECM is com pensating

by add fuel (increased injector pulse width).

Because long term fuel trim tends to follow short term fuel trim, a value in the

negative range due to canister purge at idle should not be considered unusual.

Fuel trim values at maximum authority may indicate an excessively rich or lean

system.

Tech 2

Parameter Units Idle 2000rpm Definitions

19 B1 Short Term

Fuel Trim (Bank

% -10 − 20 -10 − 20

20 B2 Short Term

Fuel Trim (Bank

% -10 − 20 -10 − 20

The short term fuel trim to a bank r epresents a shor t term c orrection to the bank fuel

delivery by the ECM in response to the amount of time the bank fuel control oxygen

sensor voltage spends above or below the 450mV threshold.

If the oxygen sensor voltage has m ainly remained less than 450m V, indicating a lean

air/fuel, short term fuel trim will increase into the positive range above 0% and the

ECM will pass fuel.

If the oxygen sensor voltage stays mainly above the threshold, short term fuel trim

will decrease below 0% into the negative range while the ECM reduces fuel delivery

to compensate for the indicated rich condition.

Under certain conditions such as extended idle and high ambient temperatures,

canister purge may cause short term fuel trim to read in the negative range during

normal operation.

Fuel trim values at maximum authority may indicate an excessively rich or lean

system.

21 Fuel Trim Cell 49 − 52 13 − 17 This displays dependent on engine speed and MAF sensor reading.

A plot of engine speed versus MAF amount is divided into the cells.

Fuel trim cell indicates which cell is currently active.

22 Fuel Trim

Learned (Bank 1) Yes/No Yes Yes

23 Fuel Trim

Learned (Bank 2) Yes/No Yes Yes

When c onditions ar e appropr iate f or enabling long term f uel trim c or rec tions , f uel tr im

learn will display "Yes".

This indicates that the long term fuel trim is responding to the short term fuel trim.

If the f uel trim lean displays "No", then long term fuel trim will not re spond to c hanges

in short term fuel trim.

24 B1S1 Status

(Bank 1 Sensor 1) Rich / Lean Rich / Lean Rich / Lean

25 B2S1 Status

(Bank 2 Sensor 1) Rich / Lean Rich / Lean Rich / Lean

This displays dependent on the exhaust oxygen sensor output voltage.

Should fluctuate constantly "Rich" and "Lean" in closed loop.

Miscellaneous Test

The state of each circuit can be tested by using

miscellaneous test menus. Especially when DTC cannot

be detected, a faulty circuit can be diagnosed by testing

each circuit by means of these menus.

Even DTC has been detected, the circuit tests using

these menus could help discriminate between a

mechanical trouble and an electrical trouble.

Connect Tech 2 and select "Powertrain", "3.5L V6 6VE1

Hitachi" & "Miscellaneous Test".

F0: Lamps

F0: Malfunction Indicator Lamp

When the Tech 2 is operated, "Malfunction Indicator

Lamp (Check Engine Lamp)" is turned on or off.

The circuit is normal if the "Malfunction Indicator Lamp

(Check Engine Lamp)" in the instrument panel is turned

on or off in accordance with this operation.

F1: Relays

F0: Fuel Pump Relay

When the Tech 2 is operated, fuel pump relay signal

turns ON or OFF.

The circuit is normal if fuel pump sound is generated in

accordance with this operation when key switch is

turned ON.

"F1: A/C Clutch Relay"

When the Tech 2 is operated, A/C clutch relay signal

turns ON or OFF.

The circuit is normal if A/C compressor clutch is

energized in accordance with this operation when the

engine is running.

F2: EVAP

F0: Purge Solenoid

When the Tech 2 is operated, duty ratio of EVAP purge

solenoid is changed 10%-by-10%.

Purge Solenoid

Engine Speed 800 RPM

Desired Idle Speed 762 RPM

Engine Coolant Temperature 80 °C

Start Up ECT 50 °C

Intake Air Temperature 30 °C

Throttle Position 0 %

Throttle Position Sensor 0.49 V

EVAP Purge Solenoid 10 %

• Press "Increase" key.

Then, EVAP Purge Solenoid increases

10%-by-10%.

• Press "Quit" Key.

F3: IAC System

F0: RPM Control

When the Tech 2 is operated, "Desired Idle Speed"

increases 50rpm-by-50rpm up to 1550rpm.

The circuit is normal if engine speed is changed in

accordance with this operation.

RPM Control

Engine Speed 850 RPM

Desired Idle Speed 850 RPM

Engine Coolant Temperature 80 °C

Start Up ECT 50 °C

Intake Air Temperature 30 °C

Barometric Pressure 104 Kpa

Throttle Position 0 %

Desired Idle Speed 850 RPM

• Press "Increase" key.

Then, Desired Idle speed increases

50rpm-by-50rpm up to 1550rpm. Engine speed is

also changed by this operation.

• Press "Quit" Key.

F0: IAC Control

When the Tech 2 is operated, "Idle Air Control"

increases or decreases 10steps-by-10steps up to

160steps.

The circuit is normal if idle engine speed is changed in

accordance with this operation.

IAC Control

Engine Speed 875 RPM

Desired Idle Speed 762 RPM

Engine Coolant Temperature 80 Ž

Start Up ECT 50 Ž

Intake Air Temperature 30 Ž

Barometric Pressure 104 Kpa

Throttle Position 0 %

Idle Air Control 30 Steps

• Press "Increase" key.

Then, Idle Air Control increases 10steps-by-

10steps up to 160steps.

Engine speed is also changed by this operation.

• Press "Quit" Key.

F4: Fuel System

F0: Fuel Trim Reset

When the Tech 2 is operated, "Long Term Fuel Trim" is

reset to 0%.

Fuel Trim Reset

B1 Long Term Fuel Trim (Bank 1) 3 %

B2 Long Term Fuel Trim (Bank 2) 3 %

B1 Short Term Fuel Trim (Bank 1) −1 %

B2 Short Term Fuel Trim (Bank 2) −2 %

Fuel Trim Cell 53

Fuel Trim Learned (Bank 1) Yes

Fuel Trim Learned (Bank 2) Yes

B1S1 Status (Bank 1 Sensor 1) Lean

• Press "Reset" key.

Then, B1 & B2 Long Term Fuel Trim is reseted to

0%.

• Press "Quit" Key.

Plotting Snapshot Graph

This test selects several necessary items from the data

list to plot graphs and makes data comparison on a long

term basis. It is an effective test particularly in emission

related evaluations.

060RX037

For trouble diagnosis, you can collect graphic data

(snap shot) directly from the vehicle.

You can replay the snapshot data as needed.

Therefore, accurate diagnosis is possible, even though

the vehicle is not available.

Plotting Graph Flow Chart (Plotting Graph After Obtaining Vehicle Information)

D06RY00167

Flow Chart for Snapshot Replay (Plotting Graph)

060RX040

Snapshot Display With TIS2000

Procedures for transferring and displaying Tech2

snapshot data by using TIS2000 [Snapshot Upload]

function is described below.

Snapshot data can be displayed with [Snapshot Upload]

function included in TIS2000.

By analyzing these data in various methods, trouble

conditions can be checked.

Snapshot data is displayed by executing the three steps

below shown:

1. Record the snapshot data, in Tech2.

2. Transfer the snapshot data to PC.

After recording the snapshot in Tech2, transfer the data

from Tech2 to PC by the below procedures.

1. Start TIS2000.

2. Select [Snapshot Upload] on the TIS2000 start

screen.

3. Select [Upload from trouble diagnosis tool (transfe

from diagnosis tester)] or click the corresponding

icon of the tool bar.

4. Select Tech2, and transfer the recorded snapshot

information.

5. Select the transferred snapshot.

6. After ending transfer of the snapshot, data

parameter list is displayed on the screen.

3. Snapshot data is displayed with TIS2000

[Snapshot Upload] function.

Snapshot is stored in the PC hard disk or floppy disk,

and can be displayed any time.

Stored snapshot can be displayed by the below

procedures.

1. Start TIS2000.

2. Select [Snapshot Upload] on the TIS2000 start

screen.

3. Select [Open the existing files] or click the

corresponding icon of the tool bar.

4. Select the transferred snapshot.

5. Open the snapshot, to display the data paramete

list on the screen.

Graph display Values a nd graphs (Max. 3 graphs):

1. Click the icon for graph display. [Graph Parameter]

window opens.

2. Click the first graph icon of the window upper part,

and select one parameter from the list of the

window lower part. Selected parameter is

displayed nest to the graph icon. Graph division

can be selected in the field on the parameter right

side.

3. Repeat the same procedures with the 2nd and 3rd

icons.

4. After selecting all parameters to be displayed

(Max. 3 parameters), click [OK] button.

5. Parameter selected is displayed in graph form on

the right of the data parameter on the screen.

6. Graph display can be moved with the navigation

icon.

7. For displaying another parameter by graph, click

the parameter of the list, drug the mouse to the

display screen while pressing the mouse button

and release the mouse button. New parameter is

displayed at the position of the previous

parameter. For displaying the graph display screen

in full size, move the cursor upward on the screen.

When the cursor is changed to the magnifying

glass form, click the screen. Graph screen is

displayed on the whole screen.

Display of graphs on one screen (Max. 6 graphs):

1. Click the 6 graph icon. [Graph Parameter] windo

opens.

2. Click the graph icon, select the parameter to be

displayed from the list and change divisions

according to necessity.

3. Repeat the same procedures with the graph icons,

from the 2nd to 6th.

4. Click the [OK] button to display.

5. In this case, parameters are displayed only in

graph form. All parameters are displayed in one

graph.

6. The graph display screen can be moved with the

navigation icon.

Service Programming System (SPS)

The procedure to program the control unit by using the

Service Programming System (SPS) software

contained in TIS2000 is explained below.

NOTE:

•

••

• If the Engine Control Module (ECM) was

programmed, the Immobiliser System must be

linked to the ECM: Refer to section 11

"Immobiliser System-ECM replacement" for the

ECM/Immobiliser linking procedure.

•

••

• Should T ech2 display "SPS Procedure w as not

successful", engine will not start, but no DT Cs

are present, low battery voltage or poo

electrical connections should be the primary

suspects. Perform the SPS procedure again

after rectifying the fault/s.

IMPORTANT:

Perform the following checks before attempting to

program the control unit:

•

••

• The Tech2 PCMCIA card is programmed with

the latest software release.

•

••

• The latest release of TIS2000 is loaded on the

PC.

•

••

• The vehicle battery is fully charged.

•

••

• The control unit to be programmed is

connected to the vehicle.

1. Preparations of TIS 2000

1. Connect Tech 2 to P/C.

2. Check to see if Hardware Key is plugged into Port.

3. Activate TIS 2000 by P/C.

4. On the activating screen of TIS2000, choose

"Service Programming System"

5. On the screen of "Diagnostic Tester and

Processing Program Selection", choose the one

that will comply with the following.

• Diagnostic tester in use

• New programming by the existing module or ne

programming by the replaced/new module.

• Fixing position of the control unit.

6. Upon completion of the selection, push the button

of "Continue".

Requesting Data From The Vehicle

1. Connect TECH2 to the vehicle, turn on TECH 2 and

press “ENTER” at the start-up screen.

2. Turn the ignition ON

3. At the main menu screen, select F1: Service

Programming System (SPS)

4. Select F0: Request Info

5. Where existing data has already been saved in

TECH2, this data will be displayed. Choose whether

to keep the existing data, or to obtain new data from

the control unit.

6. If ‘continue’ is selected, select the correct Model

Year, Vehicle Type and Controller Type.

7. Follow the instructions on the TECH2 screen.

TECH2 will now obtain and display the requested data.

NOTE: If the control unit has been replaced, the VIN will

not be displayed. As the vehicle Model Year, Model

Type and Engine Type are specified from the VIN, the

correct VIN must be entered once TECH2 is connected

to TIS2000.

8. Press EXIT, turn the ignition OFF and then turn

TECH2 OFF.

Remove TECH2 from the vehicle.

Data Exchange

1. Connect TECH2 to the PC; ensuring the hardware

key is plugged into the correct PC port.

2. Turn TECH2 ON

3. Start the TIS2000 program

4. Select the Service Programming System

5. At the screen “Diagnostic Tester and Processing

Program Selection”, select:

• The diagnostic tester in use (TECH2)

• Whether programming an existing module or

programming a new module.

6. Click the NEXT button on the TIS2000 screen

7. Check the VIN displayed, if necessary enter the

correct vehicle VIN.

8. Click the NEXT button on the TIS2000 screen

9. Check the following information displayed:

• Model Year

• Model Type

• Engine Type

• Transmission Type

• Destination Code **

• Immobiliser

** The Destination Code can be read from the Body &

Option Plate affixed to the left side inner guard. Refer

to figure 3, which shows the Destination Code EK4

(General Export)

Note: Australian Destination Code is RR3

10. Click the NEXT button on the TIS2000 screen

11. If all the necessary information has been entered,

the “details” of the software within the TIS2000

Database that match the entered data will be

displayed for confirmation.

12. Click the PROGRAM button on the TIS2000 screen

to commence the software download to TECH2

13. “Data Transfer” will be displayed. The progress of

downloading will be displayed on the screen in the

form of a bar graph

14. When data transfer is complete, turn TECH2 OFF

and remove from the PC.

Programming the Control Unit

1. Ensure the vehicle battery is fully charged and, if

the vehicle is fitted with ABS, remove the

connectors from the ABS Control Unit

2. Connect TECH2 to the vehicle DLC,

3. Turn the ignition ON

4. Turn TECH 2 ON and press “ENTER” at the start-

up screen

5. At the main menu screen, select F1: Service

Programming System (SPS)

6. Select F1: Programming

7. While data is being transferred, “Downloading” will

be displayed on the TECH2 screen.

8. Upon completion of the data transfer, TECH2 will

display “Reprogramming Successful”

9. Press EXIT to bring programming to completion.

10. Perform “Requesting Data From The Vehicle”

Steps 1-4 and confirm the correct data has been

downloaded.

11. Press EXIT, turn TECH2 OFF and then turn the

ignition OFF.

12. Remove TECH2 from the vehicle.

NOTE:

• If the Engine Control Module (ECM) was

programmed, the Immobiliser System must be

linked to the ECM: Refer to Section 11- Engine

Immobiliser System - ECM Replaced for the

ECM/Immobiliser linking procedure

• Should TECH2 display “SPS Procedure was not

successful”, engine will not start, but no DTCs are

present, low battery voltage or poor electrical

connections should be the primary suspects.

Perform the SPS procedure again after rectifying

the fault/s.

How To Use Breaker Box

Legend

(1) Engine Control Module (ECM)

(2) Harness Adapter

(3) Breaker Box

The engine control module (ECM) and other connectors

have water proof connector and special terminal. Water

proof terminal does not allow to use back prove. In

addition, the ECM special terminal can not let regular

digital voltage meter prove to access, because terminal

shape is very fin pin type.

In order to prevent damage of female terminal and

connector itself, the breaker box and adapter is the

most suitable special tool.

Breaker Box Connection Type A

Legend

(1) Engine Control Module (ECM)

(2) Harness Adapter

(3) Breaker Box

(4) Digital Voltage Meter

(5) ECM - Harness Adapter Disconnection

Breaker box connection type A, check for "open circuit"

and "short to ground circuit".

Breaker Box Connection Type B

Legend

(1) Engine Control Module (ECM)

(2) Harness Adapter

(3) Breaker Box

(4) Digital Voltage Meter

(5) ECM - Harness Adapter Connection

Breaker box connection type B, check for "short to

power supply circuit" and "power, signal voltage check"

between the engine control module (ECM) and

electrical components.

On-Board Diagnostic (OBD) System Check

RTW36EMF000301

Circuit Description

The on-board diagnostic system check is the starting

point for any driveability complaint diagnosis. Before

using this procedure, perform a careful visual/physical

check of the ECM and engine grounds for cleanliness

and tightness.

The on-board diagnostic system check is an organized

approach to identifying a problem created by an

electronic engine control system malfunction.

Diagnostic Aids

A poor connection, rubbed-through wire insulation or a

wire broken inside the insulation may cause an

intermittent. Check for poor connections or a damaged

harness. Inspect the ECM harness and connector for

improper mating, broken locks, improperly formed or

damaged terminals, poor terminal-to-wire connection,

and damaged harness.

Test Description

Number(s) below refer the step number(s) on the

Diagnostic Chart:

1. The Check Engine Lamp (MIL) should be ON

steady with the ignition "On", engine "Off". If not,

"No Check Engine Lamp (MIL)" chart should be

used to isolate the malfunction.

2. Checks the Class 2 data circuit and ensures that

the ECM is able to transmit serial data.

3. This test ensures that the ECM is capable o

controlling the Check Engine Lamp (MIL) and the

Check Engine Lamp (MIL) driver circuit is not

shorted to ground circuit.

4. If the engine will not start, "Engine Cranks But Will

Not Run" chart should be used to diagnose the

fault.

6. The Tech2 parameters, which are not within the

typical range, may help to isolate the area, which is

causing the problem.

12. This vehicle is equipped with ECM which utilizes

an electrically erasable programmable read onl

memory (EEPROM).

On-Board Diagnostic (OBD) System Check

Step Action Value (s) Yes No

1 1. Ignition "On", engine "Off".

2. Check the "CHECK ENGINE" lamp (MIL).

Does the "CHECK ENGINE" lamp turn "On"? - Go to Step 2

Go to No CHEC

ENGINE Lamp

2 1. Using the Tech 2, ignition "On" and engine "Off".

2. Attempt to display "Engine Data" with the Tech 2.

Does the Tech 2 display "Engine Data" and "O2

Sensor Data"? - Go to Step 3 Go to Step 7

3 1. Using the Tech 2, ignition "On" and engine "Off".

2. Select the "Miscellaneous Test" and perform the

"Malfunction Indicator Lamp" in "Lamps".

3. Operate the Tech 2 in accordance with the Tech 2

instructions.

Does the "CHECK ENGINE" lamp turn "Off"? - Go to Step 4

Go to CHECK

ENGINE LAMP

On Steady

4 Attempt to start the engine. Does the engine start and

continue to "Run"? - Go to Step 5

Go to Engine

Cranks But Will

Not Run

5 1. Using the Tech 2, ignition "On" and engine "Off".

2. Select the "Read DTC In for By Priority" in

"Diagnostic Trouble Code".

Are any DTCs stored? - Go to DTC Chart Go to Step 6

6 Compare typical scan data values displayed on the

Tech 2 "Engine Data" and "O2 Sensor Data".

Are the displayed values within the range? -

Refer to

SYMPTOM

DIAGNOSIS

Refer to

TYPICAL SCAN

DATA

Using the DVM and check the data link connector

power supply circuit.

1. Ignition "Off", engine "Off".

2. Check the circuit for open circuit.

Was the problem found?

B-58

Repair faulty

harness and

verify repair

Go to Step 8

Step Action Value (s) Yes No

Using the DVM and check the data link connector

ground circuit.

1. Ignition "Off", engine "Off".

2. Check the circuit for open circuit.

Was the problem found?

ƒ¶ƒ¶

54 B-58

Repair faulty

harness and

verify repair

Go to Step 9

Using the DVM and check the data link connector

ground circuit.

1. Ignition "On", engine "Off".

2. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

54 B-58

Less than 1V Go to Step 10

Repair faulty

harness and

verify repair

Using the DVM and check the data link connector

communication circuit.

1. Ignition "On", engine "Off".

2. Check the circuit for short to power supply circuit.

Was the DVM indicated battery voltage?

B-582

Repair faulty

harness and

verify repair

Go to Step 11

Step Action Value (s) Yes No

Using the DVM and check the data link connector

communication circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the ECM connector.

3. Check the circuit for open or short to ground circuit.

Was the problem found?

ƒ¶

38 E-61(B)

B-58

Repair faulty

harness and

verify repair

Go to Step 12

12 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 13

13 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

No Check Engine Lamp (MIL)

RTW36EMF000301

Circuit Description

The “Check Engine" lamp (MIL) should always be

illuminated and steady with the ignition “ON" and the

engine stopped. Ignition feed voltage is supplied to the

MIL bulb through the meter fuse. The Engine Control

Module (ECM) turns the MIL “ON" by grounding the MIL

driver circuit.

Diagnostic Aids

A poor connection, rubbed-through wire insulation, or a

wire broken inside the insulation may case an

intermittent MIL. Check for the following items:

• Inspect the ECM harness and connections for

improper mating, broken locks, improperly formed or

damaged terminals, poor terminal-to-wire connection,

and damaged harness.

• If the engine runs OK, check for a faulty light bulb, an

open in the MIL driver circuit, or an open in the

instrument cluster ignition feed.

• If the engine cranks but will not run, check for an

open ECM ignition or battery feed, or a poor ECM to

engine ground.

No Check Engine Lamp (MIL)

Step Action Value (s) Yes No

1 Check the meter fuse (15A). If the fuse is burnt out,

repair as necessary.

Was the problem found? - Verify repair Go to Step 2

Step Action Value (s) Yes No

Using the DVM and check the "CHECK ENGINE"

lamp circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the ECM connector.

3. Ignition "On".

4. Check the circuit for open circuit.

Was the DVM indicated specified value?

E-61(B) 18

Battery voltage

Go to Step 5

Go to Step 3

3 Check the "CHECK ENGINE" lamp bulb. If the bulb is

burnt out, repair as necessary.

Was the problem found? - Verify repair Go to Step 4

Using the DVM and check the "CHECK ENGINE"

lamp circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the meter connector and ECM

connector.

3. Check the circuit for open circuit.

Was the problem found?

ƒ¶

E-61(B)

B-24

Verify repair

Go to Step 5

5 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 6

6 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Check Engine Lamp (MIL) “On" Steady

RTW36EMF000301

Circuit Description

The “Check Engine" lamp (MIL) should always be

illuminated and steady with ignition “ON" and the engine

stopped. Ignition feed voltage is supplied directly to the

MIL indicator. The Engine Control Module (ECM) turns

the MIL “ON" by grounding the MIL driver circuit.

The MIL should not remain “ON" with the engine

running and no DTC(s) set. A steady MIL with the

engine running and no DTC(s) suggests a short to

ground in the MIL driver circuit.

Diagnostic Aids

An intermittent may be caused by a poor connection,

rubbed–through wire insulation, or a wire broken inside

the insulation. Check for the following items:

• Poor connection or damaged harness – Inspect the

ECM harness and connectors for improper mating,

broken locks, improperly formed or damaged

terminals, poor terminal-to-wire connection, and

damaged harness.

Check Engine Lamp (MIL) “ON" Steady

Step Action Value (s) Yes No

1 1. Ignition "Off", engine "Off".

2. Disconnect the ECM connector.

3. Ignition "On".

Was the "CHECK ENGINE" lamp turned on? - Go to Step 2 Go to Step 4

2 Using the DVM and check the "CHECK ENGINE"

lamp circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the meter connector and ECM

connector.

3. Check the circuit for short to ground circuit.

Was the problem found?

ƒ¶

B-2417

ƒ¶

E-61(B) 18

- Verify repair Go to Step 3

3 Replace the meter assembly.

Is the action complete? - Verify repair -

4 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 5

5 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Fuel Injector Coil Test Procedure And Fuel Injector

Balance Test Procedure

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart:

2. Relieve the fuel pressure by connecting the 5–

8840–0378–0 Fuel Pressure Gauge to the fuel

pressure connection on the fuel rail.

CAUTION: In order to reduce the r isk of fire and

personal injury, wrap a shop towel around the fuel

pressure connection. The towel will absorb any fuel

leakage that occurs during the connection of the

fuel pressure gauge. Place the towel in an approved

container when the connection of the fuel pressure

gauge is complete.

Place the fuel pressure gauge bleed hose in an

approved gasoline container.

With the ignition switch “OFF," open the valve on

the fuel pressure gauge.

3. Record the lowest voltage displayed by the DVM

after the first second of the test. (During the first

second, voltage displayed by the DVM may be

inaccurate due to the initial current surge.)

Injector Specifications:

Resistance Ohms Voltage Specification at

10°C−35°C (50°F−95°F)

11.8 – 12.6 5.7 – 6.6

• The voltage displayed by the DVM should be within

the specified range.

• The voltage displayed by the DVM may increase

throughout the test as the fuel injector windings

warm and the resistance of the fuel injector

windings changes.

• An erratic voltage reading (large fluctuations in

voltage that do not stabilize) indicates an

intermittent connection within the fuel injector.

5. Injector Specifications:

Highest Acceptable

Voltage Reading

Above/Below 35°C/10°C

(95°F/50°F)

Acceptable Subtracted

Value

9.5 Volts 0.6 Volts

7. The Fuel Injector Balance Test portion of this chart

(Step 7 through Step 11) checks the mechanical

(fuel delivery) portion of the fuel injector. An engine

cool-down period of 10 minutes is necessary in

order to avoid irregular fuel pressure readings due

to “Hot Soak" fuel boiling.

Injector Coil Test Procedure (Steps 1-6) and Injector Balance Test Procedure (Steps 7-11)

CYLINDER 1 2 3 4 5 6

1st Reading (1) 296 kPa

(43 psi)

296 kPa

(43 psi)

296 kPa

(43 psi)

296 kPa

(43 psi)

296 kPa

(43 psi)

296 kPa

(43 psi)

2nd Reading (2) 131 kPa

(19 psi)

117 kPa

(17 psi)

124 kPa

(18 psi)

145 kPa

(21 psi)

131 kPa

(19 psi)

130 kPa

(19 psi)

Amount of Drop

(1st Reading–2nd Reading)

165 kPa

(24 psi)

179 kPa

(26 psi)

172 kPa

(25 psi)

151 kPa

(22 psi)

165 kPa

(24 psi)

166 kPa

(24 psi)

Av.drop = 166 kpa/24 psi

±10 kpa/1.5 psi

= 156- 176 kPa or

22.5- 25.5 psi

OK Faulty, Rich

(Too Much

Fuel Drop)

OK Faulty, Lean

(Too Little

Fuel Drop)

OK OK

NOTE: These figures are examples only.

Injector Coil Test Procedure (Steps 1-6) and Injector Balance Test Procedure (Steps 7-11)

Step Action Value(s) YES NO

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to Step 2 Go to OBD

System Check

2 1. Turn the engine “OFF."

In order to prevent flooding of a single cylinder and

possible engine damage, relieve the fuel pressure

before performing the fuel injector coil test procedure.

2. Relieve the fuel pressure. Refer to Test

Description Number 2.

3. Connect the 5–8840–2618–0 Fuel Injector Tester

to B+ and ground, and to the 5–8840–2635–0

Injector Switch Box.

4. Connect the injector switch box to the gray fuel

injector harness connector located at the rear of

the air cleaner assembly.

5. Set the amperage supply selector switch on the

fuel injector tester to the “Coil Test" 0.5 amp

position.

6. Connect the leads from the Digital Voltmeter

(DVM) to the injector tester. Refer to the

illustrations associated with the test description.

7. Set the DVM to the tenths scale (0.0).

8. Observe the engine coolant temperature.

Is the engine coolant temperature within the specified

values? 10°C (50°F) to

35°C (95°F) Go to Step 3 Go to Step 5

3 1. Set injector switch box injector #1.

2. Press the “Push to Start Test" button on the fuel

injector tester.

3. Observe the voltage reading on the DVM.

Important: The voltage reading may rise during the

test.

4. Record the lowest voltage observed after the first

second of the test.

5. Set the injector switch box to the next injector and

repeat steps 2, 3, and 4.

Did any fuel injector have an erratic voltage reading

(large fluctuations in voltage that did not stabilize) or a

voltage reading outside of the specified values? 5.7-6.6 V Go to Step 4 Go to Step 7

4 Replace the faulty fuel injector(s). Refer to Fuel

Injector.

Is the action complete? — Go to Step 7 —

Step Action Value(s) YES NO

5 1. Set injector switch box injector #1.

2. Press the “Push to Start Test" button on the fuel

injector tester.

3. Observe the voltage reading on the DVM.

Important: The voltage reading may rise during the

test.

4. Record the lowest voltage observed after the first

second of the test.

5. Set the injector switch box to the next injector and

repeat steps 2, 3, and 4.

Did any fuel injector have an erratic voltage reading

(large fluctuations in voltage that did not stabilize) or a

voltage reading above the specified value? 9.5 V Go to Step 4 Go to Step 6

6 1. Identify the highest voltage reading recorded (other

than those above 9.5 V).

2. Subtract the voltage reading of each injector from

the highest voltage selected in step 1. Repeat until

you have a subtracted value for each injector.

For any injector, is the subtracted Value in step 2

greater than the specified value? 0.6 V Go to Step 4 Go to Step 7

7 CAUTION: In order to reduce the risk of fire and

personal injury, wrap a shop towel around the fuel

pressure connection. The towel will absorb any

fuel leakage that occurs during the connection of

the fuel pressure gauge. Place the towel in an

approved container when the connection of the

fuel pressure gauge is complete.

1. Connect the 5–8840–0378–0 Fuel Pressure Gauge

to the fuel pressure test port.

2. Energize the fuel pump using the Tech 2.

3. Place the bleed hose of the fuel pressure gauge

into an approved gasoline container.

4. Bleed the air out of the fuel pressure gauge.

5. With the fuel pump running, observe the reading

on the fuel pressure gauge.

Is the fuel pressure within the specified values?

296 kpa-376

kpa

(43-55 psi) Go to Step 8

Go to Fuel

System

Diagnosis

8 Turn the fuel pump “OFF."

Does the fuel pressure remain constant? — Go to Step 9

Go to Fuel

System

Diagnosis

Step Action Value(s) YES NO

9 1. Connect the 5–8840–2618–0 Fuel Injector Tester

and 5–8840–2635–0 Injector Switch Box the fuel

injector harness connector.

2. Set the amperage supply selector switch on the

fuel injector tester to the “Balance Test" 0.5-2.5

amp position.

3. Using the Tech 2 turn the fuel pump “ON" then

“OFF" in order to pressurize the fuel system.

4. Record the fuel pressure indicated by the fuel

pressure gauge after the fuel pressure stabilizes.

This is the first pressure reading.

5. Energize the fuel injector by depressing the “Push

to Start Test" button on the fuel injector tester.

6. Record the fuel pressure indicated by the fuel

pressure gauge after the fuel pressure gauge

needle has stopped moving. This is the second

pressure reading.

7. Repeat steps 1 through 6 for each fuel injector.

8. Subtract the second pressure reading from the first

pressure reading for one fuel injector. The result

is the pressure drop value.

9. Obtain a pressure drop value for each fuel injector.

10. Add all of the individual pressure drop values.

This is the total pressure drop.

11. Divide the total pressure drop by the number of

fuel injectors. This is the average pressure drop.

Does any fuel injector have a pressure drop value that

is either higher than the average pressure drop or

lower than the average pressure drop by the specified

value? 10 kpa

(1.5 psi) Go to Step 10 Go to OBD

System Check

10 Re-test any fuel injector that does not meet the

specification. Refer to the procedure in step 11.

Do not repeat any portion of this test before running

the engine in order to prevent the engine from

flooding.

Does any fuel injector still have a pressure drop value

that is either higher than the average pressure drop or

lower than the average pressure drop by the specified

value? 10 kpa

(1.5 psi) Go to Step 11 Go to

Symptoms

11 Replace the faulty fuel injector(s). Refer to Fuel

Injector.

Is the action complete? — Verify repair —

Fuel System Electrical Test

RTW36ELF000101

Circuit Description

When the ignition switch is first turned “ON," the Engine

Control Module (ECM) energizes the fuel pump relay

which applies power to the in-tank fuel pump. The fuel

pump relay will remain “ON" as long as the engine is

running or cranking and the ECM is receiving 58X

crankshaft position pulses. If no 58X crankshaft position

pulses are present, the ECM de-energizes the fuel

pump relay within 2 seconds after the ignition is turned

“ON" or the engine is stopped.

The fuel pump delivers fuel to the fuel rail and injectors,

then to the fuel pressure regulator. The fuel pressure

regulator controls fuel pressure by allowing excess fuel

to be returned to the fuel tank. With the engine stopped

and ignition “ON," the fuel pump can be turned “ON" by

using a command by the Tech 2.

Diagnostic Aids

An intermittent may be caused by a poor connection,

rubbed-through wire insulation, or a wire broken inside

the insulation. Check for the following items:

• Poor connection or damaged harness – Inspect the

ECM harness and connectors for improper mating,

broken locks, improperly formed or damaged

terminals, poor terminal-to-wire connection, and

damaged harness.

CAUTION: To reduce the risk of fire and personal

injury:

• It is necessary to relieve fuel system pressure

before connecting a fuel pressure gauge. Refer to

Fuel Pressure Relief Procedure, below.

• A small amount of fuel may be released when

disconnecting the fuel lines. Cover fuel line

fittings with a shop towel before disconnecting,

to catch any fuel that may leak out. Place the

towel in an approved container when the

disconnect is completed.

Fuel Pressure Relief Procedure

1. Remove the fuel cap.

2. Remove the fuel pump relay from the underhood

relay center.

3. Start the engine and allow it to stall.

4. Crank the engine for an additional 3 seconds.

Fuel Gauge Installation

1. Remove the fuel pressure fitting cap.

2. Install fuel gauge 5-8840-0378-0 to the fuel feed line

located in front of and above the right side valve

cover.

3. Reinstall the fuel pump relay.

Fuel System Electrical Test

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Using the Tech 2, ignition "On" and engine "On".

2. Select the "Miscellaneous Test" and perform the

"Fuel Pump Relay" in the "Relays".

3. Operate the Tech 2 in accordance with procedure.

Was the fuel pump operated, when the Tech 2 is

operated? - Test completed Go to Step 3

3 Check the "Fuel Pump" fuse (20A). If the fuse is burnt

out, repair as necessary.

Was the problem found? - Verify repair Go to Step 4

4 Check for poor/faulty connection at the fuel pump, fuel

pump relay or ECM connector. If a poor/faulty

connection is found, repair as necessary.

E-61(B)

X-2

F-2 C-109

1 4

Was the problem found? - Verify repair Go to Step 5

Step Action Value (s) Yes No

5 Using the DVM and check the fuel pump relay.

1. Ignition "Off", engine "Off".

2. Remove the fuel pump relay from the relay box.

3. Check the relay coil.

Was the DVM indicated specified value?

X-2

ƒ¶

Continuity Go to Step 6

Replace fuel

pump relay and

verify repair

6 Using the DVM and check the fuel pump relay power

supply circuit.

1. Ignition "On", engine "Off".

2. Remove the fuel pump relay from the relay box.

3. Check the circuit for open or short to ground circuit.

Was the DVM indicated specified value?

X-2

Battery voltage Go to Step 8 Go to Step 7

7 Repair the open or short to ground circuit between the

"ECM" fuse (15A) and fuel pump relay.

Is the action complete? - Verify repair -

8 Using the DVM and check the fuel pump relay ground

circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the ECM connector.

3. Remove the fuel pump relay from the relay box.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

E-61(B)

X-2

ƒ¶

Repair faulty

harness and

verify repair Go to Step 9

Step Action Value (s) Yes No

9 Using the DVM and check the fuel pump relay power

supply circuit.

1. Ignition "Off", engine "Off".

2. Remove the fuel pump relay from the relay box.

3. Check the circuit for open circuit.

Was the DVM indicated specified value?

X-2

Battery voltage Go to Step 11 Go to Step 10

10 Repair the open circuit between the fuel pump relay

and battery.

Is the action complete? - Verify repair -

11 Using the DVM and check the fuel pump power supply

circuit.

1. Ignition "On", engine "Off".

2. Disconnect the fuel pump connector.

3. Check the circuit for open or short to ground circuit.

Was the DVM indicated specified value?

F-2

Battery voltage Go to Step 13 Go to Step 12

12 Repair the open or short to ground circuit between the

fuel pump relay and fuel pump.

Is the action complete?

F-2

X-2

- Verify repair -

Step Action Value (s) Yes No

13 Using the DVM and check the fuel pump ground

circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the fuel pump connector.

3. Check the circuit for open circuit.

Was the DVM indicated specified value?

F-2

ƒ¶

Continuity Go to Step 15 Go to Step 14

14 Repair the open circuit between the fuel pump and

body ground.

Is the action complete?

F-2

C-109

- Verify repair -

15 Replace the fuel pump.

Was the problem solved? - Verify repair Go to Step 16

16 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 17

17 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Fuel System Diagnosis

RTW36ELF000501

Legend

(1) Fuel Filler Cap

(2) Fuel Tank

(3) Rollove r Valve

(4) Fuel Pump Assembly

(5) Fuel Filter

(6) Fuel Rail Right

(7) Intake Air P ort Right Bank

(8) Fuel Rail Left

(9) Intake Air Port Left Bank

(10) Fuel Pressure Control Valve

(11) Common Chamber

(12) Duty Solenoid Valve

(13) Throttle Valve

(14) Canister

(15) Check Valve

(16) Air Separator

Circuit Description

When the ignition switch is turned “ON," the Engine

Control Module (ECM) will turn “ON" the in-tank fuel

pump. The in-tank fuel pump will remain “ON" as long

as the engine is cranking or running and the ECM is

receiving 58X crankshaft position pulses. If there are no

58X crankshaft position pulses, the ECM will turn the

in-tank fuel pump “OFF" 2 seconds after the ignition

switch is turned “ON" or 2 seconds after the engine

stops running.

The in-tank fuel pump is an electric pump within an

integral reservoir. The in-tank fuel pump supplies fuel

through an in-line fuel filter to the fuel rail assembly. The

fuel pump is designed to provide fuel at a pressure

above the pressure needed by the fuel injectors. A fuel

pressure regulator, attached to the fuel rail, keeps the

fuel available to the fuel injectors at a regulated

pressure. Unused fuel is returned to the fuel tank by a

separate fuel return line.

Test Description

Number(s) below refer to the step number(s) on the

Diagnostic Chart.

2. Connect the fuel pressure gauge to the fuel feed line

as shown in the fuel system illustration. Wrap a shop

towel around the fuel pressure connection in order to

absorb any fuel leakage that may occur when

installing the fuel pressure gauge. With the ignition

switch “ON" and the fuel pump running, the fuel

pressure indicated by the fuel pressure gauge

should be 333-376 kpa (3.4-3.8 kg/cm2 / 48-55 psi).

This pressure is controlled by the amount of

pressure the spring inside the fuel pressure regulator

can provide.

3. A fuel system that cannot maintain a constant fuel

pressure has a leak in one or more of the following

areas:

• The fuel pump check valve.

• The fuel pump flex line.

• The valve or valve seat within the fuel pressure

regulator.

• The fuel injector(s).

4. Fuel pressure that drops off during acceleration,

cruise, or hard cornering may case a lean condition.

A lean condition can cause a loss of power, surging,

or misfire. A lean condition can be diagnosed using

a Tech 1 Tech 2. If an extremely lean condition

occurs, the oxygen sensor(s) will stop toggling. The

oxygen sensor output voltage(s) will drop below 500

mV. Also, the fuel injector pulse width will increase.

Important: Make sure the fuel system is not operating

in the “Fuel Cut-Off Mode."

When the engine is at idle, the manifold pressure is

low (high vacuum). This low pressure (high vacuum)

is applied to the fuel pressure regulator diaphragm.

The low pressure (high vacuum) will offset the

pressure being applied to the fuel pressure regulator

diaphragm by the spring inside the fuel pressure

regulator. When this happens, the result is lower fuel

pressure. The fuel pressure at idle will vary slightly

as the barometric pressure changes, but the fuel

pressure at idle should always be less than the fuel

pressure noted in step 2 with the engine “OFF."

16.Check the spark plug associated with a particular

fuel injector for fouling or saturation in order to

determine if that particular fuel injector is leaking. If

checking the spark plug associated with a particular

fuel injector for fouling or saturation does not

determine that a particular fuel injector is leaking,

use the following procedure:

• Remove the fuel rail, but leave the fuel lines and

injectors connected to the fuel rail. Refer to Fuel

Rail Assembly in On-Vehicle Service.

• Lift the fuel rail just enough to leave the fuel

injector nozzles in the fuel injector ports.

CAUTION: In order to reduce the risk of fire and

personal injury that may result from fuel spraying

on the engine, verify that the fuel rail is positioned

over the fuel injector ports and verify that the fuel

injector retaining clips are intact.

• Pressurize the fuel system by connecting a 10

amp fused jumper between B+ and the fuel pump

relay connector.

• Visually and physically inspect the fuel injector

nozzles for leaks.

17. A rich condition may result from the fuel pressure

being above 376 kpa (55 psi). A rich condition may

cause a DTC P0132 or a DTC P0172 to set.

Driveability conditions associated with rich conditions

can include hard starting (followed by black smoke)

and a strong sulfur smell in the exhaust.

20.This test determines if the high fuel pressure is due

to a restricted fuel return line or if the high fuel

pressure is due to a faulty fuel pressure regulator.

21.A lean condition may result from fuel pressure below

333 kpa (48 psi). A lean condition may cause a DTC

P0131 or a DTC P0171 to set. Driveability conditions

associated with lean conditions can include hard

starting (when the engine is cold ), hesitation, poor

driveability, lack of power, surging , and misfiring.

22.Restricting the fuel return line causes the fuel

pressure to rise above the regulated fuel pressure.

Command the fuel pump “ON" with the Tech 2. The

fuel pressure should rise above 376 kpa (55 psi) as

the fuel return line becomes partially closed.

NOTE: Do not allow the fuel pressure to exceed 414

kpa (60 psi). Fuel pressure in excess of 414 kpa (60

psi) may damage the fuel pressure regulator.

CAUTION: To reduce the risk of fire and personal

injury:

• It is necessary to relieve fuel system pressure

before connecting a fuel pressure gauge. Refer to

Fuel Pressure Relief Procedure, below.

• A small amount of fuel may be released when

disconnecting the fuel lines. Cover fuel line

fittings with a shop towel before disconnecting,

to catch any fuel that may leak out. Place the

towel in an approved container when the

disconnect is completed.

Fuel Pressure Relief Procedure

1. Remove the fuel cap.

2. Remove the fuel pump relay from the underhood

relay center.

3. Start the engine and allow it to stall.

4. Crank the engine for an additional 3 seconds.

Fuel Gauge Installation

1. Remove the fuel pressure fitting cap.

2. Install fuel gauge 5-8840-0378-0 to the fuel supply

line located in front of and above the right side valve

cover.

3. Reinstall the fuel pump relay.

Fuel System Diagnosis

Step Action Value(s) YES NO

1 Was the “On-Board Diagnostic (OBD) System Check"

performed? — Go to

Step 2 Go to OBD

System Check

2 1. Turn the ignition “OFF."

2. Turn the air conditioning system “OFF."

3. Relieve fuel system pressure and install the fuel

pressure gauge.

Refer to 6E-114 FUEL GAUGE INSTALLATION

4. Turn the ignition “ON."

NOTE: The fuel pump will run for approximately 2

seconds. Use the Tech 2 to command the fuel

pump “ON".

5. Observe the fuel pressure indicated by the fuel

pressure gauge with the fuel pump running.

Is the fuel pressure within the specified limits? 290-376 kpa

(42-55 psi) Go to Step 3 Go to Step 17

3 The fuel pressure will drop when the fuel pump stops

running, then it should stabilize and remain constant.

Does the fuel pressure indicated by the fuel pressure

gauge remain constant? — Go to Step 4 Go to Step 12

4 1. When the vehicle is at normal operation

temperature, turn the ignition “ON" to build fuel

pressure and observe the measurement on the

gauge.

2. Start the engine and observe the fuel pressure

gauge.

Did the reading drop by the amount specified after the

engine was started? 21-105 kpa

(3-15 psi) Go to Step 5 Go to Step 9

5 Is fuel pressure dropping off during acceleration,

cruise, or hard cornering? — Go to Step 6 Check for

improper fuel

6 Visually and physically inspect the following items for

a restriction:

• The in-line fuel filter.

• The fuel feed line.

Was a restriction found? — Verify repair Go to Step 7

7 Remove the fuel tank and visually and physically

inspect the following items:

• The fuel pump strainer for a restriction.

• The fuel line for a leak.

• Verify that the correct fuel pump is in the vehicle.

Was a problem found in any of these areas? — Verify repair Go to Step 8

8 Replace the fuel pump.

Is the action complete? — Verify repair —

Step Action Value(s) YES NO

9 1. Disconnect the vacuum hose from the fuel

pressure regulator.

2. With the engine idling, apply 12-14 inches of

vacuum to the fuel pressure regulator.

Does the fuel pressure indicated by the fuel pressure

gauge drop by the amount specified? 21-105 kpa

(3-15 psi) Go to Step 10 Go to Step 11

10 Locate and repair the loss of vacuum to the fuel

pressure regulator.

Is the action complete? — Verify repair —

11 Replace the fuel pressure regulator.

Is the action complete? — Verify repair —

12 1. Run the fuel pump with the Tech 2.

2. After pressure has built up, turn off the pump and

clamp the supply hose shut with suitable locking

pliers.

Does the fuel pressure indicated by the fuel pressure

gauge remain constant? — Go to Step 13 Go to Step 15

13 Visually inspect the fuel supply line and repair any

leaks.

Was a problem found? — Verify repair Go to Step 14

14 Remove the fuel tank and inspect for leaky hose or

in-tank fuel line.

Was a problem found? — Verify repair Go to Step 8

15 1. If the pliers are still clamped to the fuel supply

hose, remove the locking pliers.

2. With suitable locking pliers, clamp the fuel return

line to prevent fuel from returning to the fuel tank.

3. Run the fuel pump with the Tech 2.

4. After pressure has built up, remove power to the

pump.

Does the fuel pressure indicated by the fuel pressure

gauge remain constant? — Go to Step 11 Go to Step 16

16 Locate and replace any leaking fuel injector(s).

Is the action complete? — Verify repair —

17 Is the fuel pressure indicated by the fuel pressure

gauge above the specified limit? 376 kpa (55

psi) Go to

Step 18 Go to Step 21

Step Action Value(s) YES NO

18 1. Relieve the fuel pressure. Refer to the Fuel

Pressure Relief.

2. Disconnect the fuel return line from the fuel rail.

3. Attach a length of flexible hose to the fuel rail

return outlet passage.

4. Place the open end of the flexible hose into an

approved gasoline container.

5. Run the fuel pump with the Tech 2.

6. Observe the fuel pressure indicated by the fuel

pressure gauge with the fuel pump running.

Is the fuel pressure within the specified limits? 290-376 kpa

(42-55 psi) Go to Step 19 Go to Step 20

19 Locate and correct the restriction in the fuel return

line.

Is the action complete? — Verify repair —

20 Visually and physically inspect the fuel rail outlet

passages for a restriction.

Was a restriction found? — Verify repair Go to Step 11

21 Is the fuel pressure indicated by the fuel pressure

gauge above the specified value? 0 kpa (0 psi) Go to Step 22 Go to Step 23

22 1. Command the fuel pump “ON" with the Tech 2.

2. Using suitable pliers which will not damage the fuel

hose, gradually apply pressure with the pliers to

pinch the flexible fuel return hose closed.

CAUTION: Do not let the fuel pressure exceed the

second specified value.

Does the fuel pressure indicated by the fuel pressure

gauge rise above the first specified value?

376 kpa (55

psi). 414 kpa

(60 psi). Go to Step 11 Go to Step 7

23 1. Command the fuel pump “ON" with the Tech 2.

2. Remove the fuel filler cap and listen for the sound

of the fuel pump running.

3. Turn the pump off.

Was the fuel pump running? — Go to Step 7

Go to Fuel

System

Electrical Test

Chart

A/ C System Circuit Diagnosis

RTW36EMF000101

Circuit Description

When air conditioning and blower fan are selected, and

if the system has a sufficient refrigerant charge, a

12-volt signal is supplied to the A/C request input of the

Engine Control Module (ECM). The A/C request signal

may be temporarily canceled during system operation

by the electronic thermostat in the evaporator case. The

electronic thermostat may intermittently remove the

control circuit ground for the A/C thermostat relay to

prevent the evaporator from forming ice. When the A/C

request signal is received by the ECM, the ECM

supplies a ground from the compressor clutch relay if

the engine operating conditions are within acceptable

ranges. With the A/C compressor relay energized,

voltage is supplied to the compressor clutch coil.

The ECM will enable the compressor clutch to engage

whenever A/C has been selected with the engine

running, unless any of the following conditions are

present:

• The A/C request switch is "Off".

• The engine speed is lower than 550rpm or greater

than 6375rpm.

• The engine coolant temperature is greater than

120.

Diagnostic Aids

To diagnose an the intermittent fault, check for the

following conditions:

• Poor connection at the ECM–Inspect connections for

backed-out terminals, improper mating, broken locks,

improperly formed or damaged terminals, and poor

terminal-to-wire connection.

• Damaged harness–Inspect the wiring harness for

damage. If the harness appears to OK, observe the

A/C clutch while moving connectors and wiring

harnesses related to the A/C. A sudden clutch

malfunction will indicate the source of the intermittent

fault.

A/C Clutch Diagnosis

This chart should be used for diagnosing the electrical

portion of the A/C compressor clutch circuit. A Tech 2

will be used in diagnosing the system. The Tech 2 has

the ability to read the A/C request input to the ECM. The

Tech 2 can display when the ECM has commanded the

A/C clutch “ON." The Tech 2 should have the ability to

override the A/C request signal and energize the A/C

compressor relay.

A/C Clutch Control Circuit Diagnosis

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 Are the A/C setting conditions met? - Go to Step 3

Set the setting

condition and Go

to Step 3

3 Is the A/C compressor worked properly? - Diagnosis

completed Go to Step 4

4 Does the blower motor operate? - Go to Step 6 Go to Step 5

5 Repair the blower motor circuit.

Is the action complete? - Verify repair -

6 1. Using the Tech 2, ignition "On" and engine "On".

2. Select the "Miscellaneous Test" and perform the

"A/C Clutch Relay" in the "Relays".

3. Operate the Tech 2 in accordance with procedure.

Was the A/C compressor magnet clutch engaged,

when the Tech 2 is operated? - Go to Step 15 Go to Step 7

7 Check the "A/C" fuse (10A). If the fuse is burnt out,

repair as necessary.

Was the problem found? - Verify repair Go to Step 8

8 Check for poor/faulty connection at the A/C

compressor, A/C compressor relay or ECM connector.

If a poor/faulty connection is found, repair as

necessary.

Was the problem found?

E-2 1X-14

E-61(B) 11

- Verify repair Go to Step 9

Step Action Value (s) Yes No

Using the DVM and check the A/C compressor relay.

1. Ignition "Off", engine "Off".

2. Remove the A/C compressor relay from the relay

box.

3. Check the relay coil.

Was the DVM indicated specified value?

X-14

ƒ¶

Continuity Go to Step 10

Replace A/C

compressor relay

and verify repair

Using the DVM and check the A/C compressor relay

power supply circuit.

1. Ignition "On", engine "Off".

2. Remove the A/C compressor relay from the relay

box.

3. Check the circuit for open or short to ground circuit.

Was the DVM indicated specified value?

X-14

V V

Battery voltage Go to Step 12 Go to Step 11

11 Repair the open or short to ground circuit between the

"A/C" fuse (10A) and A/C compressor relay .

Is the action complete? - Verify repair -

Using the DVM and check the A/C compressor relay

ground circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the ECM connector.

3. Remove the A/C compressor relay from the relay

box.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

E-61(B)

X-14

ƒ¶ ƒ¶

Repair faulty

harness and

verify repair Go to Step 13

Step Action Value (s) Yes No

Using the DVM and check the A/C magnet clutch

power supply circuit.

1. Using the Tech 2, ignition "On" and engine "Off".

2. Select the "Miscellaneous Test" and perform the

"A/C Clutch Relay" in the "Relays".

3. Operate the Tech 2 in accordance with procedure.

4. Disconnect the A/C clutch connector. Check the

circuit for open or short to ground circuit.

Was the DVM indicated specified value?

E-2

Battery voltage Go to Step 27 Go to Step 14

14 Repair the open or short to ground circuit between the

A/C compressor relay and A/C magnet clutch.

Is the action complete? E-2

X-14

- Verify repair -

15 Check for poor/faulty connection at the thermo relay,

triple pressure switch, thermostat or ECM connector. If

a poor/faulty connection is found, repair as necessary.

Was the problem found?

E-61(B)

X-15

C-24 C-55

3 4

- Verify repair Go to Step 16

Step Action Value (s) Yes No

Using the DVM and check the thermo relay.

1. Ignition "Off", engine "Off".

2. Remove the thermo relay from the relay box.

3. Check the relay coil.

Was the DVM indicated specified value?

X-15

443

ƒ¶

Continuity Go to Step 17

Replace thermo

relay and verify

repair

Using the DVM and check the thermo relay pow er

supply circuit.

1. Ignition "On", engine "Off".

2. Remove the thermo relay from the relay box.

3. Check the circuit for open or short to ground circuit.

Was the DVM indicated specified value?

X-15

V V

Battery voltage Go to Step 19 Go to Step 18

18 Repair the open or short to ground circuit between the

"A/C" fuse (10A) and thermo relay.

Is the action complete? - Verify repair -

Using the DVM and check the triple pressure switch

circuit.

1. Ignition "On", engine "Off".

2. Turn "On" blower motor.

3. Disconnect the triple pressure switch connector.

4. Check the circuit for open or short to ground circuit.

Was the DVM indicated specified value?

C-24

Battery voltage Go to Step 21 Go to Step 20

Step Action Value (s) Yes No

20 Repair the open or short to ground circuit between the

thermo relay and triple pressure switch.

Is the action complete?

C-24

X-15

- Verify repair -

Using the DVM and check the triple pressure switch.

1. Ignition "Off", engine "Off".

2. Disconnect the triple pressure switch connector.

3. Check the switch.

Was the switch closed?

Triple P r es s u r e

ƒ¶

- Go to Step 23 Go to Step 22

22 Replace the triple pressure switch.

Is the action complete? - Verify repair -

Using the DVM and check the thermostat circuit.

1. Ignition "On", engine "Off".

2. Turn "On" blower motor.

3. Disconnect the triple pressure switch connector.

4. Check the circuit for open or short to ground circuit.

Was the DVM indicated specified value?

C-55

Battery voltage Go to Step 25 Go to Step 24

24 Repair the open or short to ground circuit between the

triple pressure switch and thermostat.

Is the action complete?

C-55

C-24 22

- Verify repair -

25 Replace the thermostat.

Is the action complete? - Verify repair -

Step Action Value (s) Yes No

Using the DVM and check the thermo relay input

circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the ECM connector.

3. Remove the thermo relay from the relay box.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

E-61(B)

X-15

ƒ¶

Repair faulty

harness and

verify repair Go to Step 28

27 Replace the A/C compressor.

Was the problem solved? - Verify repair

28 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 29

29 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

ECM Diagnostic Trouble Codes (DTC)

DTC Type A

• Emission related.

• Requests illumination of the MIL (Malfunction Indicator Lamp = Check Engine Lamp) of the first trip with a fail.

• Stores a history DTC on the first trip with a fail.

• Stores a freeze frame (If empty).

• Stores a fail record.

• Updates the fail record each time the diagnostic test fails.

DTC Type B

• Emission related.

• "Armed" after one trip with fail.

• "Disarmed" after one trip with a pass.

• Requests illumination of the MIL on the second consecutive trip with a fail."

• Store a history DTC on the second consecutive trip with a fail. (The DTC will be armed after the first fail.)

• Stores a freeze frame on the second consecutive trip with a fail (If empty ).

• Stores a fail record when the first test fails (not dependent on consecutive trip).

• Updates the fail record each time the diagnostic test fails.

DTC Type D

• Non emission related.

• Does not request illumination of any lamp.

• Stores a history DTC on the first trip with a fail.

• Does not store a freeze frame.

• Stores fail record when test fails.

• Updates the fail record each time the diagnostic test fails.

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

P0101 B Mass Air Flow Sensor Circuit

Range/Performance 1. No DTC relating to barometer sensor, TPS,

CMP sensor, CKP sensor and MAF sensor

(low input & high input).

2. Engine speed is between 2800rpm and

4500rpm.

3. Throttle position sensor output voltage is

between 1V and 3V.

4. Intake air temperature is between -14°C and

70°C.

5. Air flow amount below 0.04g/s (small air) or

more than 177g/s (large air). Above

conditions are met for 3 seconds.

No fail-safe function. Air flow amount is more than

0.04g/s or below 177g/s. 1. Air intake is obstructed.

2. Sensor signal circuit short to voltage circuit.

3. MAF sensor malfunction.

4. Electrical interference.

5. ECM malfunction.

B20/B39 -

P0102 A Mass Air Flow Sensor Circuit

Low Input MAF sensor output voltage is below 0.3V. MAF sensor output voltage is

more than 0.3V. 1. Sensor power supply circuit open circuit.

2. Sensor signal circuit open or short to ground

circuit.

3. Poor connector connection.

4. MAF sensor malfunction.

5. ECM malfunction.

B20 -

P0103 A Mass Air Flow Sensor Circuit

High Input MAF sensor output voltage is more than 4.9V.

The ECM uses default mass

air flow value based on IAC

valve position, throttle position,

barometer pressure and

engine speed.

MAF sensor output voltage is

below 4.9V. 1. Sensor signal circuit short to voltage circuit.

2. Sensor ground circuit open or short to voltage

circuit.

3. MAF sensor malfunction.

4. ECM malfunction.

B20/B39 P0113/

P0123/

P0341/

P0342

P0107 A Barometer Sensor Voltage

Low Barometer sensor output voltage is below 0.1V. Barometer sensor output

voltage is more than 0.1V. ECM malfunction. - - 33

P0108 A Barometer Sensor Voltage

High Barometer sensor output voltage is more than

5.1V.

The ECM use output voltage

4.8V condition as substitute. Barometer sensor output

voltage is below 5.1V. ECM malfunction. - -

P0112 A Intake Air Temperature Sensor

Low Input IAT sensor output voltage is below 0.08V. IAT sensor output voltage is

more than 0.08V. 1. Sensor signal circuit short to ground circuit.

2. IAT sensor malfunction.

3. ECM malfunction.

A19 - 23

P0113 A Intake Air Temperature Sensor

High Input IAT sensor output voltage is more than 4.9V.

The ECM use 40°C conditions

as substitute.

IAT sensor output voltage is

below 4.9V. 1. Sensor signal circuit open or short to voltage

circuit.

2. Sensor ground circuit open or short to voltage

circuit.

3. Poor connector connection

4. IAT sensor malfunction.

5. ECM malfunction.

A19/ B39 P0103/

P0123/

P0341/

P0342

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

P0117 A Engine Coolant Temperature

Sensor Low Input ECT sensor output voltage is below 0.08V. ECT sensor output voltage is

more than 0.08V. 1. Sensor signal circuit short to ground circuit.

2. ECT sensor malfunction.

3. ECM malfunction.

A21 - 14

P0118 A Engine Coolant Temperature

Sensor High Input ECT sensor output voltage is more than 4.8V.

The ECM uses default engine

coolant temperature value

based on start-up ECT and

time from start.

ECT sensor output voltage is

below 4.8V. 1. Sensor signal circuit open or short to voltage

circuit.

2. Sensor ground circuit open or short to voltage

circuit.

3. Poor connector connection

4. ECT sensor malfunction.

5. ECM malfunction.

A21/ A22 P0406

1. No DTC relating to barometer sensor, ECT

sensor, CMP sensor, CKP sensor, MAF

sensor and TPS (low input & high input).

2. Engine speed is more than 2000rpm.

3. Engine coolant temperature is more than

75°C.

4. TPS output voltage is between 0.24V and

0.26V. Above conditions are met for 3

seconds.OR

P0121 A Throttle Position Sensor

Range/Performance

1. No DTC relating to barometer sensor, ECT

sensor, CMP sensor, CKP sensor, MAF

sensor and TPS (low input & high input).

2. Engine speed is below 3200rpm.

3. Engine coolant temperature is more than

75°C.

4. TPS output voltage is between 4.54V and

4.56V. Above conditions are met for 3

seconds.

No fail-safe function. TPS output voltage is below

0.24V or more than 0.26V. OR

TPS output voltage is below

4.54V or more than 4.56V.

1. TPS malfunction.

2. Sensor signal circuit short to voltage circuit.

3. Electrical interference.

4. ECM malfunction.

B27/

B26/B39 -

P0122 A Throttle Position Sensor Low

Input TPS output voltage is below 0.24V. TPS output voltage is more

than 0.24V. 1. Sensor power supply circuit open or short to

ground circuit.

2. Sensor signal circuit open or short to ground

circuit.

3. Poor connector connection.

4. TPS malfunction. 5. ECM malfunction.

B27/ B26 P0336/

P0337 or

P0342

P0123 A Throttle Position Sensor High

Input TPS output voltage is more than 4.56V.

The ECM uses default throttle

position value based on mass

air flow and engine speed.

TPS output voltage is below

4.56V. 1. Sensor power supply circuit short to voltage

circuit.

2. Sensor signal circuit short to voltage circuit.

3. Sensor ground circuit open or short to voltage

circuit.

4. Poor connector connection.

5. TPS malfunction.

6. ECM malfunction.

B27/

B26/B39 P0103/

P0113/

P0341/

P0342

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

P0131 A O2 Sensor Circuit Low Voltage

(Bank 1 Sensor 1) B21/B22 P0171/

P1171/

P1172

P0151 A O2 Sensor Circuit Low Voltage

(Bank 2 Sensor 1)

1. No DTC relating to ECT sensor, CMP sensor,

CKP sensor, VSS, injector control circuit,

ignition control circuit and O2 sensor circuit no

activity (bank 1 & 2).

2. Engine speed is between 1000rpm and

4000rpm.

3. Engine coolant temperature is between 70°C

and 110°C.

4. Vehicle speed is between 0km/h and

120km/h.

5. Engine load is between 80 and 160. 6.

Throttle position fluctuation is below 0.28V.

7. O2 sensor bank 1 or bank 2 output voltage is

more than 400mV for 50 seconds.

"Open Loop" fuel control. O2 sensor bank 1 or bank 2

output voltage is below 400mV

for 50 seconds.

1. Sensor harness open or short to ground

circuit.

2. O2 sensor malfunction.

3. MAF sensor output is incorrect.

4. Air intake line malfunction.

5. AC valve malfunction.

6. Low fuel pressure.

7. njector malfunction.

8. ECM malfunction.

B23/ B24 P0174/

P1171/

P1172

P0132 A O2 Sensor Circuit High Voltage

(Bank 1 Sensor 1) B21/B22 P0172

P0152 A O2 Sensor Circuit High Voltage

(Bank 2 Sensor 1)

1. No DTC relating to ECT sensor, CMP sensor,

CKP sensor, VSS, injector control circuit,

ignition control circuit and O2 sensor circuit no

activity (bank 1 & 2).

2. Engine speed is between 1000rpm and

4000rpm.

3. Engine coolant temperature is between 70°C

and 110°C.

4. Vehicle speed is between 0km/h and

120km/h.

5. Engine load is between 80 and 160.

6. Throttle position fluctuation is below 0.28V.

7. O2 sensor bank 1 or bank 2 output voltage is

below 600mV for 50 seconds.

"Open Loop" fuel control. O2 sensor bank 1 or bank 2

output voltage is more than

600mV for 50 seconds.

1. Sensor harness open or short to ground

circuit.

2. O2 sensor malfunction.

3. MAF sensor output is incorrect.

4. Air intake line malfunction.

5. AC valve malfunction.

6. Low fuel pressure.

7. Injector malfunction.

8. EVAP purge solenoid valve malfunction.

9. Ignition system malfunction.

10. Spark plug malfunction.

11. ECM malfunction.

B23/ B24 P0175

P0134 A O2 Sensor Circuit No Activity

Detected (Bank 1 Sensor 1) B21/B22 -

P0154 A O2 Sensor Circuit No Activity

Detected (Bank 2 Sensor 1)

1.No DTC relating to MAF sensor, ECT sensor,

CMP sensor, CKP sensor, VSS, injector

control circuit and ignition control circuit.

2. Engine coolant temperature is more than

70°C.

3. Vehicle speed is more than 60km/h.

4. O2 sensor bank 1 or bank 2 output voltage is

between 350mV and 600mV.

"Open Loop" fuel control. O2 sensor bank 1 or bank 2

output voltage is below 0.35mV

consecutively. OR O2 sensor

bank 1 or bank 2 output

voltage is more than 600mV

consecutively.

1. O2 sensor malfunction.

2. ECM malfunction.

B23/ B24 -

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

P0171 B O2 Sensor System Too Lean

(Bank 1) - - 44

P0174 B O2 Sensor System Too Lean

(Bank 2)

1. No DTC relating to MAF sensor, IAT sensor,

ECT sensor, TPS, CMP sensor, CKP sensor,

VSS, injector control circuit, ignition control

circuit, O2 sensor circuit low voltage & high

voltage (bank 1 & 2) and O2 sensor circuit no

activity (bank 1 & 2).

2. Engine speed is more than 600rpm.

3. Intake air temperature is more than 50°C.

4. Engine coolant temperature is between 35°C

and 120°C.

5. Engine load is more than 20.

6. EVAP purge solenoid valve on-duty is below

100%. 7. Air-fuel ratio correction volume is

more than 150% for 20 seconds.

No fail-safe function. Air fuel ratio correction volume

is between 50% and 150% for

5 seconds.

1. Sensor harness open or short to ground

circuit.

2. O2 sensor malfunction.

3. MAF sensor output is incorrect.

4. Air intake line malfunction.

5. IAC valve malfunction.

6. Low fuel pressure.

7. Injector malfunction.

8. ECM malfunction.

- -

P0172 B O2 Sensor System Too Rich

(Bank 1) - - 45

P0175 B O2 Sensor System Too Rich

(Bank 2)

1. No DTC relating to MAF sensor, IAT sensor,

ECT sensor, TPS, CMP sensor, CKP sensor,

VSS, injector control circuit, ignition control

circuit, O2 sensor circuit low voltage & high

voltage (bank 1 & 2) and O2 sensor circuit no

activity (bank 1 & 2).

2. Engine speed is more than 600rpm.

3. Intake air temperature is more than 50°C.

4. Engine coolant temperature is between 35°C

and 120°C.

5. Engine load is more than 20.

6. EVAP purge solenoid valve on-duty is below

100%.

7. Air-fuel ratio correction volume is below 50%

for 20 seconds.

No fail-safe function. Air fuel ratio correction volume

is between 50% and 150% for

5 seconds.

1. Sensor harness open or short to ground

circuit.

2. O2 sensor malfunction.

3. MAF sensor output is incorrect.

4. Air intake line malfunction.

5. AC valve malfunction.

6. Low fuel pressure.

7. Injector malfunction.

8. EVAP purge solenoid valve malfunction.

9. Ignition system malfunction.

10. Spark plug malfunction.

11. ECM malfunction.

- -

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

P1171 D

Fuel Supply System Lean

During Power Enrichment

(Type A)

B21/B22/

B23/ B24 - 44

P1172 D

Fuel Supply System Lean

During Power Enrichment

(Type B)

1. No DTC relating to MAF sensor, IAT sensor,

ECT sensor, TPS, CMP sensor, CKP sensor,

VSS, injector control circuit, ignition control

circuit, O2 sensor circuit low voltage & high

voltage (bank 1 & 2) and O2 sensor circuit no

activity (bank 1 & 2).

2. Engine speed is between 1000rpm and

6000rpm.

3. Intake air temperature is below 70°C.

4. Engine coolant temperature is between 30°C

and 120°C.

5. Engine load is between 150 and 255.

6. Throttle position output is more than 2.22V

and fluctuation is below 0.28V.

7. Except fuel cut operation.

8. O2 sensor output voltage below 250mV for 10

seconds.

No fail-safe function.

O2 sensor output voltage is

more than 520mV for 5

seconds.

1. Sensor harness open or short to ground

circuit.

2. O2 sensor malfunction.

3. MAF sensor output is incorrect. 4. Air intake

line malfunction.

5. IAC valve malfunction.

6. Low fuel pressure.

7. Injector malfunction.

8. ECM malfunction.

B21/B22/

B23/ B24 -

P0201 A Injector 1 Control Circuit A36 -

P0202 A Injector 2 Control Circuit B3 -

P0203 A Injector 3 Control Circuit A35 -

P0204 A Injector 4 Control Circuit B4 -

P0205 A Injector 5 Control Circuit A34 -

P0206 A Injector 6 Control Circuit

1. No DTC relating to CMP sensor and CKP

sensor.

2. Under sequential injection.

3. Injection pulse is between 2.5ms and 7.5 ms.

4. Except fuel cut operation.

5. Engine speed is between 600rpm and

2000rpm.

6. 30 injection signals are not detected

consecutively.

No fail-safe function. 30 injection signals are

detected consecutively. 1. Injector harness open circuit, short to ground

or short to voltage.

2. Injector malfunction.

3. ECM malfunction.

B5 -

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

P0336 B Crankshaft Position Sensor

Circuit Range/Performance

(58X)

1. No DTC relating to CMP sensor.

2. Engine speed is below 2000rpm.

3. Extra or missing pulse is detected

consecutively.

1. CKP sensor harness open circuit, short to

ground or short to voltage.

2. Poor connector connection.

3. CKP sensor malfunction.

4. Pulse sensing gap incorrect.

5. Electrical interference.

6. Magnetic interference.

7. ECM malfunction.

A23/ A24/

A25 P0122/

P0337

P0337 B Crankshaft Position Sensor

Circuit No Signal (58X) 1. No DTC relating to CKP sensor.

2. Engine speed is below 2000rpm.

3. ncorrect pulse is detected consecutively.

No fail-safe function.

Correct pulse is detected

consecutively.

1. CKP sensor harness open circuit, short to

ground or short to voltage.

2. CMP sensor signal circuit short to ground

circuit.

3. TPS & CMP sensor power supply circuit short

to ground.

4. Poor connector connection.

5. CKP sensor malfunction.

6. Pulse sensing gap incorrect.

7. Electrical interference.

8. Magnetic interference.

9. ECM malfunction.

A23/ A24/

A25 P0112/

P0336

P0341 B Camshaft Position Sensor

Circuit Range/Performance 1. Engine speed below 2000rpm.

2. No crankshaft position sensor DTC P0336 or

P0337.

3. ncorrect pulse is detected consecutively.

1. CMP sensor harness open circuit, short to

ground or short to voltage.

2. Poor connector connection.

3. CMP sensor malfunction.

4. Pulse sensing gap incorrect.

5. Electrical interference.

6. Magnetic interference.

7. ECM malfunction.

B27/B28/

B39 P0103/

P0113/

P0123/

P0342

P0342 B Camshaft Position Sensor

Circuit No Signal 1. No DTC relating to CKP sensor.

2. Engine speed is below 2000rpm.

3. No pulse is detected consecutively.

Fuel cut is operated at high

engine speed.

Correct pulse is detected

consecutively.

1. CMP sensor harness open circuit, short to

ground or short to voltage.

2. Poor connector connection.

3. CMP sensor malfunction.

4. Pulse sensing gap incorrect.

5. Electrical interference.

6. Magnetic interference.

7. ECM malfunction.

B27/B28/

B39 P0103/

P0113/

P0123/

P0341 or

P0122

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

P0351 A Ignition 1 Control Circuit A32 -

P0352 A Ignition 2 Control Circuit B7 -

P0353 A Ignition 3 Control Circuit A31 -

P0354 A Ignition 4 Control Circuit B8 -

P0355 A Ignition 5 Control Circuit A30 -

P0356 A Ignition 6 Control Circuit

1. No DTC relating to CMP sensor and CKP

sensor.

2. Engine speed is between 250rpm and 850

rpm.

3. 10 ignition signals are not detected

consecutively.

Fuel cut is operated more than

2000rpm. 10 ignition signals are detected

consecutively. 1. Ignition coil harness open circuit, short to

ground or short to voltage.

2. Ignition coil malfunction.

3. ECM malfunction.

B9 -

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

P0404 B EGR Circuit

Range/Performance (Open

Valve)

1. Engine is stopping.

2. No DTC relating to ECT sensor, CKP sensor

and VSS.

3. Vehicle speed is below 4km/h.

4. Engine coolant temperature is more than

75°C.

5. EGR solenoid valve on-duty ratio is more than

100%.

6. EGR valve output monitoring signal high.

EGR valve output monitoring

signal low. 1. EGR solenoid harness short to voltage circuit.

2. EGR valve sticking.

3. ECM malfunction.

A5 -

P1404 B EGR Circuit

Range/Performance (Closed

Valve)

1. Engine is running.

2. Engine speed is below 4000rpm.

3. No DTC relating to CKP sensor.

4. EGR solenoid valve on-duty ratio is 0%.

5. EGR valve output monitoring signal low.

1. EGR operation is stopped.

2. EGR valve closed position

learning operation is

disabled.

3. EGR position feedback is

disabled.

EGR valve output monitoring

signal high. 1. EGR solenoid harness open circuit or short to

ground circuit.

2. EGR valve sticking.

3. ECM malfunction.

A5 -

P0405 B EGR Circuit Low 1. No DTC relating to EGR circuit

range/performance.

2. EGR solenoid valve on-duty ratio is more than

40%.

3. EGR position sensor output voltage is below

0.3V.

EGR position sensor output

voltage is more than 0.3V. 1. EGR position sensor power supply circuit

open or short to ground circuit.

2. EGR position sensor signal circuit open or

short to ground circuit.

3. Poor connector connection.

4. EGR valve malfunction.

5. ECM malfunction.

A9/ A24 -

P0406 B EGR Circuit High 1. No DTC relating to EGR circuit

range/performance.

2. EGR solenoid valve on-duty ratio is below

40%.

3. EGR position sensor output voltage is more

than 4.6V.

No fail-safe function.

EGR position sensor output

voltage is below 4.6V. 1. EGR position sensor power supply circuit

short to voltage circuit.

2. EGR position sensor signal circuit short to

voltage circuit.

3. EGR position sensor ground circuit open or

short to voltage circuit.

4. Poor connector connection.

5. EGR valve malfunction.

6. ECM malfunction.

A9/ A22/

A24 P0118

P0444 A EVAP Purge Solenoid Valve

Circuit Low Voltage 1. No DTC relating to CKP sensor and system

voltage.

2. Engine speed is below 4000rpm.

3. Purge solenoid valve on-duty ratio is below

48%.

4. Purge solenoid valve output monitoring signal

low.

Purge solenoid valve output

monitoring signal high. 1. Solenoid harness open circuit or short to

ground.

2. Solenoid malfunction.

3. ECM malfunction.

B15 -

P0445 A EVAP Purge Solenoid Valve

Circuit High Voltage 1. No DTC relating to CKP sensor and system

voltage.

2. Engine speed is below 4000rpm.

3. Purge solenoid valve on-duty ratio is more

than 50%.

4. Purge solenoid valve output monitoring signal

high.

No fail-safe function.

Purge solenoid valve output

monitoring signal low. 1. Solenoid harness short to voltage.

2. Solenoid malfunction.

3. ECM malfunction.

B15 -

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

24 P0500 B

Vehicle Speed Sensor Circuit

Range/Performance 1. Engine speed is below 5000rpm.

2. Under fuel cut operation.

3. Vehicle speed sensor output is below 1km/h.

Above conditions are met for 4 seconds.

The ECM use 10km/h

condition as substitute. Vehicle speed sensor output is

more than 2km/h. 1. Sensor harness open circuit, short to ground

circuit or short to voltage circuit.

2. Poor connector connection.

3. Electrical interference.

4. Magnetic interference.

5. VSS malfunction.

6. ECM malfunction.

B32 -

P0562 D

System Voltage Low Battery voltage is below 6V for more than 20

seconds. 1. Battery power feed harness open circuit or

short to ground circuit.

2. ECM ground harness open or poor

connection.

3. Poor connector connection.

4. Battery malfunction.

5. Charge system malfunction.

6. ECM malfunction.

- - 66

P0563 A System Voltage High Battery voltage is above 16V for more than 20

seconds.

No fail-safe function. Battery voltage is between 6V

and 16V.

1. Charge system malfunction.

2. Battery jump start cable misconnect.

3. ECM malfunction.

- -

51 P0601 A

Control Module Memory

Checksum ECM memory area error. Engine control disabled. Memory are is OK. 1. ECM malfunction. - -

- P0602 -

Programming Error ECM memory area error. Engine control disabled. Memory are is OK. 1. ECM is not programmed. - -

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

P1508 B Idle Air Control System

Low/Closed 1. No DTC relating to MAF sensor, IAT sensor,

ECT sensor, TPS, CMP sensor, CKP sensor,

VSS and system voltage.

2. Engine speed is between 675rpm and

6000rpm.

3. Engine coolant temperature is more than

75°C.

4. Intake air temperature is between -10°C and

80°C.

5. Vehicle is stopping.

6. Small amount of intake air through the idle air

control valve. (Idle air control valve is sticking

at close position.) Above conditions are met

for 2 seconds.

1. IAC valve harness open circuit, short to

ground circuit or short to voltage circuit.

2. Poor connector connection.

3. IAC valve malfunction.

4. IAC valve is sticking at close position.

5. ECM malfunction.

B13/ B14/

B16/ B17 - 22

P1509 B Idle Air Control System

High/Open 1. No DTC relating to MAF sensor, IAT sensor,

ECT sensor, TPS, CMP sensor, CKP sensor,

VSS and system voltage.

2. Engine speed is between 675rpm and

6000rpm.

3. Engine coolant temperature more than 75°C.

4. Intake air temperature is between -10°C and

80°C.

5. Vehicle is stopping.

6. Large amount of intake air through the idle air

control valve. (Idle air control valve is sticking

at open position.) Above conditions are met

for 2 seconds.

Fuel cut is operated at high idle

speed.

Correct amount of air intake

through the idle air control

valve. (Correct movement of

the idle air control valve.)

1. IAC valve harness open circuit, short to

ground circuit or short to voltage circuit.

2. Poor connector connection.

3. IAC valve malfunction.

4. IAC valve is sticking at open position.

5. ECM malfunction.

B13/ B14/

B16/ B17 -

65 P1601 D

CAN BUS Off CAN BUS off condition is detected consecutively. CAN BUS on condition is

detected consecutively for 2

seconds.

1. ECM and TCM communication circuit open,

short to ground or short to voltage.

2. Electrical interference.

3. ECM malfunction.

4. TCM malfunction.

A10/ A11 -

67 U2104 D

CAN BUS Reset Counter

Overrun 1. No DTC CAN BUS Off.

2. CAN valid counter does not change for 2

seconds.

Torque reduction control is

disable.

CAN valid counter changes

consecutively for 2 seconds. 1. ECM and TCM communication circuit open,

short to ground or short to voltage.

2. Electrical interference.

3. ECM malfunction.

4. TCM malfunction.

A10/ A11 P1767/

U2104 (AT)

Flash

Code

Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related

ECM Pin

No.

Multiple

DTC

P1626 -

Immobiliser No Signal No response from immobiliser control unit. 1. ECM and immobiliser control unit

communication circuit open circuit, short to

ground circuit or short to voltage circuit.

2. Electrical interference.

3. Magnetic interference.

4. ECM malfunction.

5. Immobiliser control unit malfunction.

6. Transponder key malfunction.

B18/ B32 B****

P1631 -

Immobiliser Wrong Signal Received response is not correct. 1. ECM malfunction.

2. Immobiliser control unit malfunction.

3. Transponder key malfunction.

- B****

P1648 -

Wrong Security Code Entered Received incorrect security code. 1. ECM malfunction.

2. Immobiliser control unit malfunction.

3. Transponder key malfunction.

- B****

P1649 -

Immobiliser Function Not

Programmed Immobiliser function is not programmed in the

ECM.

1. Engine does not start.

2. Check engine lamp flash.

No recovery

ECM malfunction. - B****

Multiple DTC Sets Troubleshooting Aids

An open or short to voltage circuit in the sensor ground circuit between the ECM terminal A22 and splice will cause one

or more of following DTCs to be set:

•

••

• P0406 (Flash Code 32): EGR Circuit High

•

••

• P0118 (Flash Code 14): Engine Coolant Temperature Sensor High Input

A short to ground circuit in the sensor power supply circuit between the ECM terminal A24 and splice will cause one or

more of following DTCs to be set:

•

••

• P0122 (Flash Code 21): Throttle Position Sensor Low Input

•

••

• P0336 (Flash Code 29): Crankshaft Position Sensor Circuit Range/Performance (58X)

•

••

• P0337 (Flash Code 29): Crankshaft Position Sensor Circuit No Signal (58X)

RTW36EMF000501

An open or short to voltage circuit in the sensor ground circuit between the ECM terminal B39 and splice will cause one

or more of following DTCs to be set:

•

••

• P0103 (Flash Code 61): Mass Air Flow Sensor Circuit High Input

•

••

• P0113 (Flash Code 23): Intake Air Temperature Sensor High Input

•

••

• P0123 (Flash Code 21): Throttle Position Sensor High Input

•

••

• P0341(Flash Code 41): Camshaft Position Sensor Circuit Range/Performance

•

••

• P0342 (Flash Code 41): Camshaft Position Sensor Circuit No Signal

An open circuit in the sensor power supply circuit between the ECM terminal B27 and splice will cause one or more of

following DTCs to be set:

•

••

• P0122 (Flash Code 21): Throttle Position Sensor Low Input

•

••

• P0342 (Flash Code 41): Camshaft Position Sensor Circuit No Signal

A short to ground circuit in the sensor power supply circuit between the ECM terminal B27 and splice will cause one or

more of following DTCs to be set:

•

••

• P0122 (Flash Code 21): Throttle Position Sensor Low Input

•

••

• P0336 (Flash Code 29): Crankshaft Position Sensor Circuit Range/Performance (58X)

•

••

• P0337 (Flash Code 29): Crankshaft Position Sensor Circuit No Signal (58X)

A short to ground circuit in the sensor signal circuit between the ECM terminal B28 and sensor will cause one of

following DTC to be set:

•

••

• P0337 (Flash Code 29): Crankshaft Position Sensor Circuit No Signal (58X)

RTW36EMF000401

Too low fuel pressure (poor fuel) will cause one or more of following DTCs to be set.

•

••

• P0131 (Flash Code 15): O2 Sensor Circuit Low Voltage (Bank 1 Sensor 1)

•

••

• P0151 (Flash Code 15): O2 Sensor Circuit Low Voltage (Bank 2 Sensor 1)

•

••

• P0171 (Flash Code 44): O2 Sensor System Too Lean (Bank1)

•

••

• P0174 (Flash Code 44): O2 Sensor System Too Lean (Bank 2)

•

••

• P1171 (Flash Code 44): Fuel Supply System Lean During Power Enrichment (Type A)

•

••

• P1172 (Flash Code 44): Fuel Supply System Lean During Power Enrichment (Type B)

Too high fuel pressure (excessive fuel) will cause one or more of following DTCs to be set.

•

••

• P0132 (Flash Code 15): O2 Sensor Circuit High Voltage (Bank1 Sensor 1)

•

••

• P0152 (Flash Code 15): O2 Sensor Circuit High Voltage (Bank 2 Sensor 1)

•

••

• P0172 (Flash Code 45): O2 Sensor System Too Rich (Bank 1)

•

••

• P0175 (Flash Code 45): O2 Sensor System Too Rich (Bank 2)

RTW36ELF000101

Diagnostic Trouble Code (DTC) P0101 (Flash Code 61) Mass Air Flow

Sensor Circuit Range/Performance

RTW36EMF000401

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

61 P0101 B Mass Air Flow Sensor

Circuit

Range/Performance

1. No DTC relating to barometer sensor, TPS, CMP sensor,

CKP sensor and MAF sensor (low input & hi gh i nput ).

2. Engine s peed i s between 2800rpm and 4500rpm .

3. Throttl e position sensor output volt age i s between 1V and

3V.

4. Intake air temperature is bet ween -14°C and 70°C.

5. Air f l ow am ount below 0.04g/s (small air) or more than

177g/s (large ai r).

Above condit i ons are met f or 3 seconds.

No fail-s afe functi on.

Circuit Description

The mass air flow (MAF) sensor measures the amount

of air which passes through it into the engine during a

given time. The Engine Control Module (ECM) uses the

mass air flow information to monitor engine operating

conditions for fuel delivery calculations. A large quantity

of air entering the engine indicates an acceleration or

high load situation, while a small quantity or air indicates

deceleration or idle.

The MAF sensor produces a frequency signal which

can be monitored using a Tech 2. The frequency will

vary within a range of around 4 to 7 g/s at idle to around

25 to 40 g/s at maximum engine load. DTC P0101 will

be set if the signal from the MAF sensor does not match

a predicted value based on throttle position and engine

RPM.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Mis-routed harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Refer to Intermittents under service category

Symptoms.

Any un-metered air may cause this DTC to set. Check

for the following:

• The duct work at the MAF sensor for leaks.

• An engine vacuum leak.

• The PCV system for vacuum leaks.

• An incorrect PCV valve.

• The engine oil dip stick not fully seated.

• The engine oil fill cap loose or missing.

Diagnostic Trouble Code (DTC) P0101 (Flash Code 61) Mass A i r Flow Sensor Circuit Range/Performance

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0101 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Aids

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0101 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Aids

and Go to Step 4

4 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow"

increase, when engine speed is increased?

- Go to Step 6 Go to Step 5

Step Action Value (s) Yes No

5 Remove the MAF & IAT sensor assembly and check

for the following conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair Go to Step 6

6 Check for poor/faulty connection at the MAF sensor or

ECM connector. If a poor/faulty connection is found,

repair as necessary.

Was the problem found?

E-61(B)

E-63

- Verify repair Go to Step 7

7 Remove the MAF & IAT sensor assembly and visually

check.

Was the problem found? - Go to Step 11 Go to Step 8

Using the DVM and check the MAF sensor signal

circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the MAF sensor connector.

3. Ignition "On".

4. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-63

Less than 1V

Go to Step 9

Repair faulty

harness and

verify repair

Step Action Value (s) Yes No

9 Check any accessory parts which may cause electric

interference. -

Remove the

accessory parts

and verify repair Go to Step 10

10 Check the shield wire for open or short circuit.

Was the problem found? - Verify repair Go to Step 11

11 Substitute a known good MAF & IAT sensor assembly

and recheck.

Was the problem solved? - Go to Step 12 Go to Step 13

12 Replace the MAF & IAT sensor assembly.

Is the action complete? - Verify repair

13 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 14

14 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0102 (Flash Code 61) Mass Air Flow

Sensor Circuit Low Input

RTW36EMF000401

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Ty pe DTC Name DTC Setting Condition Fail-Safe (Back Up)

61 P0102 A Mass Air Flow Sensor

Circuit Low Input MAF sens or output voltage is below 0.3V. The E CM uses default mass ai r f l ow

value based on IAC valve positi on,

throttl e position, barometer pres sure

and engine speed.

Circuit Description

The mass air flow (MAF) sensor measures the amount

of air which passes through it into the engine during a

given time. The Engine Control Module (ECM) uses the

mass air flow information to monitor engine operating

conditions for fuel delivery calculations. A large quantity

of air entering the engine indicates an acceleration or

high load situation, while a small quantity of air indicates

deceleration or idle.

The MAF sensor produces a frequency signal which

can be monitored using a Tech 2. The frequency will

vary within a range of around 4 to 7 g/s at idle to around

25 to 40 g/s at maximum engine load. DTC P0102 will

be set if the signal from the MAF sensor is below the

possible range of a normally operating MAF sensor.

Diagnostic Aids

Check for the following conditions:

• Poor connection at ECM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Misrouted harness – Inspect the MAF sensor

harness to ensure that it is not routed too close to

high voltage wires.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Tech 2 while moving connectors and wiring

harnesses related to the MAF sensor. A change in

the display will indicate the location of the fault.

If DTC P0102 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set

Diagnostic Trouble Code (DTC) P0102 (Flash Code 61) Mass Air Flow Sensor Circuit Low Input

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0102 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Aids

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0102 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Aids

and Go to Step 4

4 Check for poor/faulty connection at the MAF sensor or

ECM connector. If a poor/faulty connection is found,

repair as necessary.

Was the problem found?

E-61(B)

E-63

- Verify repair Go to Step 5

Step Action Value (s) Yes No

5 Remove the MAF & IAT sensor assembly and visually

check.

Was the problem found? - Go to Step 8 Go to Step 6

Using the DVM and check the MAF sensor signal

circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the MAF sensor connector.

4. Check the circuit for open, short to sensor ground

or short to ground circuit.

Was the problem found?

60 79

ƒ¶

Breaker Box

E-63

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the MAF sensor connector and ECM

connector.

3. Check the circuit for open, short to sensor ground

or short to ground circuit.

Was the problem found?

E-61(B)

ƒ¶

ƒ¶ ƒ¶ E-63 4

Repair faulty

harness and

verify repair Go to Step 7

Step Action Value (s) Yes No

Using the DVM and check the MAF sensor power

supply circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the MAF sensor connector and ECM

main relay.

3. Check the circuit for open circuit.

Was the problem found?

ƒ¶

X-13 E-63

Repair faulty

harness and

verify repair

Go to Step 8

8 Substitute a known good MAF & IAT sensor assembly

and recheck.

Was the problem solved? - Go to Step 9 Go to Step 10

9 Replace the MAF & IAT sensor assembly.

Is the action complete? - Verify repair -

10 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 11

11 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0103 (Flash Code 61) Mass Air Flow

Sensor Circuit High Input

RTW36EMF000401

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

61 P0103 A Mass Air Flow Sens or

Circuit High Input MAF sensor output voltage is m ore than 4.9V. The ECM uses default mass air flow

value based on IAC valve positi on,

throttle position, barometer pressure

and engine speed.

Circuit Description

The mass air flow (MAF) sensor measures the amount

of air which passes through it into the engine during a

given time. The Engine Control Module (ECM) uses the

mass air flow information to monitor engine operating

conditions for fuel delivery calculations. A large quantity

of air entering the engine indicates an acceleration or

high load situation, while a small quantity of air indicates

deceleration or idle.

The MAF sensor produces a frequency signal which

can be monitored using a Tech 2. The frequency will

vary within a range of around 4  7 g/s at idle to around

25 to 40 g/s at maximum engine load. DTC P0103 will

be set if the signal from the MAF sensor is above the

possible range of a normally operating MAF sensor.

Diagnostic Aids

If DTC P0103 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

Diagnostic Trouble Code (DTC) P0103 (Flash Code 61) Mass Air Flow Sensor Circuit High Input

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0103 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Aids

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0103 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Aids

and Go to Step 4

4 Check for poor/faulty connection at the MAF sensor or

ECM connector. If a poor/faulty connection is found,

repair as necessary.

Was the problem found?

E-61(B)

E-63

- Verify repair Go to Step 5

5 Remove the MAF & IAT sensor assembly and visually

check.

Was the problem found? - Go to Step 9 Go to Step 6

Step Action Value (s) Yes No

Using the DVM and check the MAF sensor ground

circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the MAF sensor connector.

4. Check the circuit for open circuit.

Was the problem found?

Breaker Box E-63

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the MAF sensor connector and ECM

connector.

3. Check the circuit for open circuit.

Was the problem found?

E-63

E-61(B)

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 7

Using the DVM and check the MAF sensor ground

circuit.

1. Ignition "On", engine "Off".

2. Disconnect the MAF sensor connector .

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-63

Less than 1V

Go to Step 8

Repair faulty

harness and

verify repair

Step Action Value (s) Yes No

Using the DVM and check the MAF sensor signal

circuit.

1. Ignition "On", engine "Off".

2. Disconnect the MAF sensor connector.

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-63

Less than 1V

Go to Step 11

Repair faulty

harness and

verify repair

9 Substitute a known good MAF & IAT sensor assembly

and recheck.

Was the problem solved? - Go to Step 10 Go to Step 11

10 Replace the MAF & IAT sensor assembly.

Is the action complete? - Verify repair -

11 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 12

12 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0107 (Flash Code 33)

Barometer Sensor Voltage Low

Diagnostic Trouble Code (DTC) P0108 (Flash Code 33)

Barometer Sensor Voltage High

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

33 P0107 A Barometer Sensor

Voltage Low Barometer sensor output voltage is bel ow 0.1V .

P0108 A Barometer Sensor

Voltage High Barometer s ensor output voltage is more than 5.1V.

The ECM use output voltage 4.8V

condition as subs titute.

Circuit Description

The ECM monitors the Barometer signals for voltages

outside the normal range of the Barometer sensor. If

the ECM detects a Barometer signal voltage that is

excessively low, DTC P0107 will be set.

If the ECM detects a Barometer signal voltage that is

excessively high, DTC P0108 will be set.

Diagnostic Aids

If DTC P0107 or P0108 cannot be duplicated, the

information included in the Failure Records data can be

useful in determining vehicle mileage since the DTC

was last set. If it is determined that the DTC occurs

intermittently, performing the DTC P0107 or P0108

Diagnostic Chart (Check procedure) may isolate the

cause of the fault.

Diagnostic Trouble Code (DTC) P0107 (Flash Code 33) Barometer Sensor Voltage Low

Diagnostic Trouble Code (DTC) P0108 (Flash Code 33) Barometer Sensor Voltage High

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0107 or P0108 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Aids

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0107 or P0108 stored in this ignition

cycle? - Go to Step 4 Refer to

Diagnostic Aids

4 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 5

5 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0112 (Flash Code 23) Intake Air

Temperature (IAT) Sensor Low Input

RTW36EMF000401

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

23 P0112 A Intake Air Temperature

Sensor Low Input IAT sensor output voltage is below 0.08V. The ECM use 40°C conditions as

substitute.

Circuit Description

The intake air temperature (IAT) sensor is a thermistor

which measures the temperature of the air entering the

engine. The Engine Control Module (ECM) applies 5

volts through a pull-up resistor to the IAT sensor. When

the intake air is cold, the sensor resistance is high and

the ECM will monitor a high signal voltage on the IAT

signal circuit. If the intake air is warm, the sensor

resistance is lower, causing the ECM to monitor a lower

voltage. DTC P0112 will set when the ECM detects an

excessively low signal voltage on the intake air

temperature sensor signal circuit.

Diagnostic Aids

Check for the following conditions:

• Poor connection at ECM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the IAT display on the Tech 2 while moving

connectors and wiring harnesses related to the IAT

sensor. A change in the IAT display will indicate the

location of the fault.

If DTC P0112 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

Diagnostic Trouble Code (DTC) P0112 (Flash Code 23) Intake Air Temperature (IAT) Sensor Low Input

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0112 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Aids

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0112 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Aids

and Go to Step 4

4 Check for poor/faulty connection at the IAT sensor or

ECM connector. If a poor/faulty connection is found,

repair as necessary.

Was the problem found?

E-60(A)

E-61(B)

E-63

- Verify repair Go to Step 5

Step Action Value (s) Yes No

5 Remove the MAF & IAT sensor assembly and visually

check.

Was the problem found? - Go to Step 8 Go to Step 6

Using the DVM and check the IAT sensor.

1. Ignition "Off", engine "Off".

2. Disconnect IAT sensor connector.

3. Measure the resistance of IAT sensor.

Does the tester indicate standard resistance as shown

in the following table?

MAF & IAT Sensor

ƒ¶

Temperature (°C) Resistance (Ω)

(Approximately)

-20 14210

0 5402

20 2343

40 1131

60 596

80 338

100 203 Standard

resistance Go to Step 7 Go to Step 8

Step Action Value (s) Yes No

Using the DVM and check the IAT sensor signal

circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the IAT sensor connector.

4. Check the circuit for short to sensor ground or

ground circuit.

Was the problem found?

19 79

ƒ¶

Breaker Box

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the IAT sensor connector.

3. Check the circuit for short to sensor ground or

ground circuit.

Was the problem found? E-60(A)

E-61(B)

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 10

Step Action Value (s) Yes No

8 Substitute a known good MAF & IAT sensor assembly

and recheck.

Was the problem solved? - Go to Step 9 Go to Step 10

9 Replace the MAF & IAT sensor assembly.

Is the action complete? - Verify repair -

10 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 11

11 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTCP0113 (Flash Code 23) Intake Ai r

Temperature (IAT)Sensor High Input

RTW36EMF000401

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

23 P0113 A Intake Air Temperature

Sensor High Input IAT sensor output voltage is more than 4.9V . The ECM use 40°C conditions as

substitute.

Circuit Description

The intake air temperature (IAT) sensor is a thermistor

which measures the temperature of the air entering the

engine. The Engine Control Module (ECM) applies 5

volts through a pull-up resistor to the IAT sensor. When

the intake air is cold, the sensor resistance is high and

the ECM will monitor a high signal voltage on the IAT

signal circuit. If the intake air is warm, the sensor

resistance is lower causing the ECM to monitor a lower

voltage. DTC P0113 will set when the ECM detects an

excessively high signal voltage on the intake air

temperature sensor signal circuit.

Diagnostic Aids

Check for the following conditions:

• Poor connection at ECM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the IAT display on the Tech 2 while moving

connectors and wiring harnesses related to the IAT

sensor. A change in the IAT display will indicate the

location of the fault.

If DTC P0113 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

Diagnostic Trouble Code (DTC) P0113 (Flash Code 23) Intake Air Temperature (IAT) Sensor High Input

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0113 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Aids

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0113 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Aids

and Go to Step 4

Step Action Value (s) Yes No

4 Check for poor/faulty connection at the IAT sensor or

ECM connector. If a poor/faulty connection is found,

repair as necessary.

Was the problem found?

E-60(A)

E-61(B)

E-63

- Verify repair Go to Step 5

5 Visually check the IAT sensor.

Was the problem found? - Go to Step 12 Go to Step 6

Using the DVM and check the IAT sensor.

1. Ignition "Off", engine "Off".

2. Disconnect IAT sensor connector.

3. Measure the resistance of IAT sensor.

Does the tester indicate standard resistance as shown

in the following table?

MAF & IAT Sensor

ƒ¶

Temperature (°C) Resistance (Ω)

(Approximately)

-20 14210

0 5402

20 2343

40 1131

60 596

80 338

100 203

Standard

resistance

Go to Step 7

Go to Step 12

Step Action Value (s) Yes No

Using the DVM and check the IAT sensor signal

circuit.

1. Ignition "On", engine "Off".

2. Disconnect the IAT sensor connector.

3. Check the circuit for open circuit.

Was the DVM indicated specified value?

E-63

pproximately

5.0V

Go to Step 10

Less than 1V:

Go to Step 8

More than

specified value:

Go to Step 9

8 Repair the open circuit between the ECM and IAT

sensor.

Was the problem solved? E-60(A)

E-63 5

- Verify repair Go to Step 14

9 Repair the short to voltage circuit between the ECM

and IAT sensor.

Was the problem solved? E-60(A)

E-63 5

- Verify repair Go to Step 14

Step Action Value (s) Yes No

Using the DVM and check the IAT sensor ground

circuit.

1. Ignition "On", engine "Off".

2. Disconnect the IAT sensor connector.

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-63

Less than 1V

Go to Step 11

Repair faulty

harness and

verify repair

Using the DVM and check the IAT sensor ground

circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the IAT sensor connector.

4. Check the circuit for open circuit.

Was the problem found?

Breaker Box

E-63

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the IAT sensor connector.

3. Check the circuit for open circuit.

Was the problem found?

E-61(B)

E-63

ƒ¶

Repair faulty

harness and

verify repair Go to Step 14

Step Action Value (s) Yes No

12 Substitute a known good MAF & IAT sensor assembly

and recheck.

Was the problem solved? - Go to Step 13 Go to Step 14

13 Replace the MAF & IAT sensor assembly.

Is the action complete? - Verify repair -

14 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 15

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0117 (Flash Code 14) Engine

Coolant Temperature (ECT) Sensor Low Input

RTW36EMF000501

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

14 P0117 A Engine Coolant

Temperature Sensor

Low Input

ECT sensor output voltage i s below 0.08V. The ECM uses default engine

coolant temperat ure val ue based on

start -up E CT and time f rom start.

Circuit Description

The engine coolant temperature (ECT) sensor is a

thermistor mounted on a coolant crossover pipe at the

rear of the engine. The Engine Control Module (ECM)

applies a voltage (about 5 volts) through a pull-up

resistor to the ECT signal circuit. When the engine

coolant is cold, the sensor (thermistor) resistance is

high, therefore the ECM will measure a high signal

voltage. As the engine coolant warms, the sensor

resistance becomes lower, and the ECT signal voltage

measured at the ECM drops. With a fully warmed-up

engine, the ECT signal voltage should measure about

1.5 to 2.0 volts.

Diagnostic Aids

Check for the following conditions:

• Poor connection at ECM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the ECT display on the Tech 2 while moving

connectors and wiring harnesses related to the ECT

sensor. A change in the ECT display will indicate the

location of the fault.

If DTC P0117 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last set.

If it is determined that the DTC occurs intermittently.

Diagnostic Trouble Code (DTC) P0117 (Flash Code 14) Engine Coolant Temperature (ECT) Sensor Low Input

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0117 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Aids

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0117 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Aids

and Go to Step 4

4 Check for poor/faulty connection at the ECT sensor or

ECM connector. If a poor/faulty connection is found,

repair as necessary.

Was the problem found?

E-69

E-60(A) 21

- Verify repair Go to Step 5

5 Visually check the ECT sensor.

Was the problem found? - Go to Step 8 Go to Step 6

Using the DVM and check the ECT sensor.

1. Ignition "Off", engine "Off".

2. Disconnect ECT sensor connector.

3. Measure the resistance of ECT sensor.

Does the tester indicate standard resistance as shown

in the following table?

ECT Sensor

ƒ¶

Temperature (°C) Resistance (Ω)

(Approximately)

-20 32040

0 9788

20 3516

40 1439

60 656

80 327

100 175

Standard

resistance

Go to Step 7

Go to Step 8

Step Action Value (s) Yes No

Using the DVM and check the ECT sensor signal

circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the ECT sensor connector.

4. Check the circuit for short to sensor ground or

ground circuit.

Was the problem found?

21 22

ƒ¶

Breaker Box

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the ECT sensor connector.

3. Check the circuit for short to sensor ground or

ground circuit.

Was the problem found? E-60(A)

ƒ¶ ƒ¶

2122

Repair faulty

harness and

verify repair

Go to Step 10

8 Substitute a known good ECT sensor assembly and

recheck.

Was the problem solved? - Go to Step 9 Go to Step 10

Step Action Value (s) Yes No

9 Replace the ECT sensor.

Is the action complete? - Verify repair -

10 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 11

11 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0118 (Flash Code 14)

Engine Coolant Temperature (ECT) Sensor High Input

RTW36EMF000501

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

14 P0118 A Engine Coolant

Temperature Sensor

High Input

ECT sensor output voltage is more than 4.8V. The ECM uses default engine

coolant temperature value based on

start-up ECT and time from start.

Circuit Description

The engine coolant temperature (ECT) sensor is a

thermistor mounted in on a coolant crossover pipe at

the rear of the engine. The Engine Control Module

(ECM) applies a voltage (about 5 volts) through a

pull-up resistor to the ECT signal circuit. When the

engine coolant is cold, the sensor (thermistor)

resistance is high, therefore the ECM will measure a

high signal voltage. As the engine coolant warms, the

sensor resistance becomes less, and the ECT signal

voltage measured at the ECM drops. With a fully

warmed-up engine, the ECT signal voltage should

measure about 1.5 to 2.0 volts.

Diagnostic Aids

Check for the following conditions:

• Poor connection at ECM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the ECT display on the Tech 2 while moving

connectors and wiring harnesses related to the ECT

sensor. A change in the ECT display will indicate the

location of the fault.

If DTC P0118 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last

set.

Diagnostic Trouble Code (DTC) P0118 (Flash Code 14) Engine Coolant

Temperature (ECT) Sensor High Input

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0118 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "C lear DTC Inf ormation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0118 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check for poor/fault y connec tion at the ECT sens or or

ECM connector. If a poor/faulty connection is found,

repair as necess ary.

Was the problem found?

E-69

E-60(A) 21

- Verify repair Go to Step 5

5 Visually check the ECT sensor. Was the problem

found? - Go to Step 12 Go to Step 6

Using the DVM and check the ECT sensor.

1. Ignition "Off", engine "Off".

2. Disconnect ECT sensor connector.

3. Measure the resistance of ECT sensor.

Does the tes ter in dic at e s ta ndard r es istanc e as s h o wn

in the following table?

ECT Sensor

ƒ¶

Temperature (°C) Resistance (Ω)

(Approximately)

-20 32040

0 9788

20 3516

40 1439

60 656

80 327

100 175

120 100

Standard

resistance

Go to Step 7

Go to Step 12

Step Action Value (s) Yes No

Using the DVM and check the ECT sensor signal

circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the ECT sens or connec tor .

3. Check the circuit for open circuit.

Was the DVM indicated specified value?

E-69

pproximately

5.0V

Go to Step 10

Less than 1V:

Go to Step 8

More than

specif ied value:

Go to Step 9

8 Repair the open circuit between the ECM and ECT

sensor.

Was the problem solved? E-60(A)

E-69

- Verify repair Go to Step 14

9 Repair the short to voltage circuit between the ECM

and ECT sensor .

Was the problem solved? E-60(A)

E-69

- Verify repair Go to Step 14

Using the DVM and check the ECT sensor ground

circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the ECT sens or connector .

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-69

Less than 1V

Go to Step 11

Repair faulty

harness and

verify repair

Step Action Value (s) Yes No

Using the DVM and check the ECT sensor ground

circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected)

Refer to 6E-91 page.

3. Disconnec t the ECT sens or connector .

4. Check the circuit for open circuit.

Was the problem found?

Breaker Box

E-69

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnec t the ECT sens or connector .

3. Check the circuit for open circuit.

Was the problem found? E-60(A)

E-69

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 14

12 Substitute a known good ECT sensor assembly and

recheck.

Was the problem solved? - Go to Step 13 Go to Step 14

13 Replace the ECT sensor.

Is the action complete? - Verify repair -

14 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repai r Go to step 15

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this m anual. Following

ECM programming, the immobiliser system (if

equipped) must be l inked to the ECM. Ref er to s ec ti o n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0121 (Flash Code 21) Throttle

Position Sensor (TPS) Circuit Range/Performance

RTW36EMF000401

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setti n g Co ndition Fai l-Safe (Back Up)

P0121

Throttle Position

Sensor

Range/Performance

1. No DTC relating to barometer sensor, ECT sensor, CMP

sensor, CKP sensor, MAF sensor and TPS (low input &

high input).

2. E ngi ne speed is m ore than 2000rpm.

3. Engine coolant temperature is more than 75°C.

4. TP S output voltage is between 0.24V and 0.26V.

Above conditions are met for 3 seconds.

1. No DTC relating to barometer sensor, ECT sensor, CMP

sensor, CKP sensor, MAF sensor and TPS (low input &

high input).

2. E ngi ne speed is bel ow 3200rpm.

3. Engine coolant temperature is more than 75°C.

4. TP S output voltage is between 4.54V and 4.56V.

Above conditions are met for 3 seconds.

No fail-s afe funct i on.

Circuit Description

The TPS circuit provides a voltage signal that changes

relativ e to thrott le bl ade an gle. T he sign al vo lta ge wil l

vary from about 0.6 volts at closed throttle to about 4.5

volts at wide open throttle (WOT).

The TPS signal is one of the most important inputs

used by the Engine Control Module (ECM) for fuel

control and many of the ECM-controlled outputs. The

ECM monitors throttle position and compares actual

throttle position from the TPS to a predicted TPS value

calculated from engine speed. If the ECM detects an

out-of-range condition, DTC P0121 will set.

Diagnostic Aids

Check for the following conditions:

• Poor connection at ECM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the ECT display on the Tech 2 while moving

connectors and wiring harnesses related to the

sensor. A change in the display will indicate the

location of the fault.

If DTC P0121 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last

set.

Diagnostic Trouble Code (DTC) P0121 (Flash Code 21) Throttle Position

Sensor (TPS) Circuit Range/Performance

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0121 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0121 stored in this ignition cy cle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor t he "T hr ottle Pos i ti on" in the dat a dis pl a y.

Does the Tech 2 indicate correct "Throttle Position"

from 0% to 100% depending on accelerator pedal

operation? - Go to Step 6 Go to Step 5

5 1. Using the Tech 2, ignition "On" and engine "Off

2. Monitor t he "T hr ottle Pos i ti on" in the dat a dis pl a y.

3. Adjust the TPS within 0% to 100%.

Was the problem solved? - Verify repair Go to Step 12

Step Action Value (s) Yes No

6 Check for the following conditions.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair Go to Step 7

7 Check for poor/faulty connection at the TPS or ECM

connector. If a poor/faulty connection is found, repair

the faulty terminal.

Was the problem found?

E-61(B)

2739

E-68

1 2 3

- Veri fy repair Go to Step 8

8 Visually check the TPS.

Was the problem found? - Go to Step 12 Go to Step 9

Using the DVM and check the TPS signal circuit.

1. Ignition "On", engine "Off".

2. Disconnect the TPS connector.

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-68 2

Less than 1V

Go to Step 10

Repair faulty

harness and

verify repair

Step Action Value (s) Yes No

10 Check any accessory parts which may cause electric

interference.

Was the problem found? -

Remove the

accessory parts

and verify repair Go to Step 11

11 Check the shield wire for open or short circuit.

Was the problem found? - V erify repair Go to Step 12

12 Substitute a known good TPS and recheck.

Was the problem solved? - Go to Step 13 Go to Step 14

13 Replace the TPS.

Is the action complete? - Verify repair -

14 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 15

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) m ust be l ink ed to th e ECM. Refer to sect io n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0122 (Flash Code 21) Throttle

Position Sensor Circuit Low Input

RTW36EMF000401

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

21 P0122 A Throttle Position

Sensor Low Input TPS output voltage is below 0.24V. The ECM uses default throttle

positi on value bas ed on mass air

flow and engine speed.

Circuit Description

The TPS circuit provides a voltage signal that changes

relativ e to thrott le bl ade an gle. The signal vo lta ge wil l

vary from below 0.6 volts at closed throttle to about 4.5

volts at wide open throttle (WOT).

The TPS signal is used by the Engine Control Module

(ECM) for fuel control and many of the ECM-controlled

outputs.

Diagnostic Aids

Check for the following conditions:

• Poor co nnec t ion at ECM – Ins pec t harnes s

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the throttle position display on the Tech 2 while

moving connectors and wiring harnesses related to

the TPS. A change in the display will indicate the

location of the fault.

If DTC P0122 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last

set.

Diagnostic Trouble Code (DTC) P0122 (Flash Code 21) Throttle Position Sensor Circuit Low Input

Step Action Value (s) Yes No

1 W as the "On-Boar d Diagno stic (OBD) S ystem Check "

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0122 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Selec t "Clear DT C Infor mation " with the T ech2 a nd

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0122 stored in this ignition cy cle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check for poor/faulty connection at the TPS or ECM

connector. If a poor/faulty connection is found, repair

as necessary.

Was the problem found?

E-61(B)

2739

E-68

1 2 3

- Verify repair Go to Step 5

5 Visually check the TPS.

Was the problem found? - Go to Step 10 Go to Step 6

Step Action Value (s) Yes No

6 Using the DVM and check the TPS.

1. Ignition "Off", engine "Off".

2. Disconnect TPS connector.

3. Measure the r es istanc e of TPS.

Does the tes ter in dic ate sta ndard r es is t anc e as shown

in the following table?

TPS

ƒ¶ ƒ¶

ƒ¶

Measurement Terminal Resistance (ƒ¶

)

1 - 2 Approxim ately 4. 7kƒ¶

at id le pos itio n

Appr oximatel y 1.0k ƒ¶

at WOT

2 – 3 A ppr oximately 0.6kƒ¶

at id le pos itio n

Appr oximatel y 4.3k ƒ¶

at WOT

1 – 3 A ppr oximatel y 5.0k at i dl e posit i on & WOT

Standard

resistance

Go to Step 7

Go to Step 10

Using the DVM and check the TPS power supply

circuit.

1. Ignition "On", engine "Off".

2. Disconnect the TPS connector.

3. Check the circuit for open or short to ground circuit.

Was the DVM indicated specified value?

E-68

pproximately

5.0V

Go to Step 9

Go to Step 8

Step Action Value (s) Yes No

8 Repa ir the o pen or shor t to ground c ircui t between t he

ECM and TPS.

Was the problem solved?

E-68

E-61(B)

- Verify repair Go to Step 12

Using the DVM and check the TPS signal circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect TPS connector.

4. Check the circuit for open, short to sensor ground

or short to ground circuit.

Was the problem found?

66 79

ƒ¶

Breaker Box E-68

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the TPS connector and ECM

connector.

3. Check the circuit for open, short to sensor ground

or short to ground circuit.

Was the problem found?

E-61(B)

E-68 2

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 12

Step Action Value (s) Yes No

10 Substitute a known good TPS and recheck.

Was the problem solved? - Go to Step 11 Go to Step 12

11 Replace the TPS.

Is the action complete? - Verify repair -

12 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 13

13 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming S ys tem (SPS) in this manual. Fo llowing

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to sec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0123 (Flash Code 21) Throttle

Position Sensor Circuit High Input

RTW36EMF000401

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

21 P0123 A Throttle Position

Sensor High Input TPS output voltage is more than 4.56V. The ECM uses default throttle

positi on value bas ed on mass air

flow and engine speed.

Circuit Description

The TPS circuit provides a voltage signal that changes

relativ e to thrott le bl ade an gle. T he signal voltage will

vary from about 0.6 volts at closed throttle to about 4.5

volts at wide open throttle (WOT).

The TPS signal is one of the most important inputs

used by the Engine Control Module (ECM) for fuel

control and m an y of the ECM-c ontr ol le d outputs .

Diagnostic Aids

Check for the following conditions:

• Poor connection at ECM – Inspect harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the TPS display on the Tech 2 while moving

connectors and wiring harnesses related to the TP

sensor. A change in the display will indicate the

location of the fault.

• Faulty TPS – With the ignition key “ON," engine

“OFF," observe the TPS display on the Tech 2 while

slowly depressing the accelerator to wide open

throttle. If a voltage over 4.88 volts is seen at any

point in normal accelerator travel, replace the TPS.

If DTC P0123 cannot be duplicated, the information

included in the Failure Records data can be useful in

determining vehicle mileage since the DTC was last

set.

Diagnostic Trouble Code (DTC) P0123 (Flash Code 21) Throttle Position Sensor Circuit High Input

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0123 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0123 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check for poor/faulty connection at the TPS or ECM

connector. If a poor/faulty connection is found, repair

as necessary.

Was the problem found?

E-61(B)

2739

E-68

1 2 3

- Verify repair Go to Step 5

5 Visually check the TPS.

Was the problem found? - Go to Step 12 Go to Step 6

Using the DVM and check the TPS.

1. Ignition "Off", engine "Off".

2. Disconnect TPS connector.

3. Measure the resistance of TPS.

Does the tes ter indic ate sta ndard resist ance as s hown

in the following table?

TPS

ƒ¶ ƒ¶

ƒ¶

Measurement Terminal Resi stance (Ω)

1 - 2 Approxim ately 4.7kΩ at idle position

Approximatel y 1.0kΩ at WOT

2 – 3 Approximately 0. 6kΩ at idle position

Approximatel y 4.3kΩ at WOT

1 – 3 Approximately 5. 0k at idle posi tion &

WOT

Standard

resistance

Go to Step 7

Go to Step 12

Step Action Value (s) Yes No

Using the DVM and check the TPS power supply

circuit.

1. Ignition "On", engine "Off".

2. Disconnect the TPS connector.

3. Check the circuit for short to voltage circuit.

Was the DVM indicated specified value?

E-68

pproximately

5.0V

Go to Step 9

Go to Step 8

8 Repair the short to voltage circuit between the ECM

and TPS.

Was the problem solved?

E-68

E-61(B)

- Verify repair Go to Step 14

Using the DVM and check the TPS signal circuit.

1. Ignition "On", engine "Off".

2. Disconnect the TPS connector.

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-68

Less than 1V

Go to Step 10

Repair faulty

harness and

verify repair

Step Action Value (s) Yes No

Using the DVM and check the TPS ground circuit.

1. Ignition "On", engine "Off".

2. Disconnect the TPS connector .

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-68

Less than 1V

Go to Step 11

Repair faulty

harness and

verify repair

Using the DVM and check the TPS ground circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A. (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the TPS connector.

4. Check the circuit for open circuit.

Was the problem found? E-68 3

Breaker Box

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the TPS connector and ECM connector.

3. Check the circuit for open circuit.

Was the problem found?

E-61(B)

E-68 3

ƒ¶

Repair faulty

harness and

verify repair Go to Step 14

Step Action Value (s) Yes No

12 Substitute a known good TPS and recheck.

Was the problem solved? - Go to Step 13 Go to Step 14

13 Replace the TPS.

Is the action complete? - Verify repair -

14 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Veri fy repair Go to step 1 5

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) m ust be l inked t o th e ECM. Refer to sect io n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0131 (Flash Code 15) O2 Sensor

Circuit Low Voltage (Bank 1 Sensor 1)

Diagnostic Trouble Code (DTC) P0151 (Flash Code 15) O2 Sensor

Circuit Low Voltage (Bank 2 Sensor 1)

RTW36ELF000101

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0131 A O2 Sensor Circuit Low

Voltage (Bank 1 Sensor

P0151 A O2 Sensor Circuit Low

Voltage (Bank 2 Sensor

1. No DTC relating to ECT sensor, CMP sensor, CKP sensor,

VSS, inject or cont rol ci rcuit, i gnit i on cont rol circuit and O2

sensor circuit no act i vity (bank 1 & 2).

2. Engine speed is between 1000rpm and 4000rpm.

3. Engine coolant temperat ure is between 70°C and 110°C.

4. Vehicle speed is between 0km/h and 120km/h.

5. Engine load is between 80 and 160.

6. Throttle position fluct uat i on is below 0.28V.

7. O2 sensor bank 1 or bank 2 output voltage is more than

400mV for 50 seconds.

"Open Loop" fuel control.

Circuit Description

The Engine Control Module (ECM) supplies a bias

voltage of about 450 mV between the heated oxygen

sensor (HO2S) signal high and signal low circuits. The

ECM constantly monitors the HO2S signal during

“closed loop" operation and compensates for a rich or

lean condition by decreasing or increasing injector

pulse width as necessary. If HO2S voltage remains

excessively low for an extended period of time, DTC

P0131 or P0151 will be set.

Diagnostic Aids

Check for the following conditions:

• Heated oxygen sensor wiring – The sensor pigtail

may be routed incorrectly and contacting the exhaust

system.

• Poor ECM to engine bloc k grounds.

• F uel pr ess ur e – The syste m will go lean if press ure is

too low. The ECM can compensate for some

decrease. However, If fuel pressure is too low, a

DTC P0131 or P0151 may be set. Refer to

Fuel System Diagnosis.

• Lean injector(s) – Perform “Injector Balance Test."

• Exhaust leaks – An exhaust leak may cause outside

air to be pulled into the exhaust gas stream past the

HO2S, causing the system to appear lean. Check for

exhaust leaks that may cause a false lean condition

to be indicated.

• MAF sensor – The system can go lean if the MAF

sensor sign al ind ic ates an eng ine air f lo w

measurement that is not correct. Disconnect the

MAF sensor to see if the lean condition is corrected.

If so, replace the MAF sensor.

• Fuel contamination – Water, even in small amounts,

can be delivered to the fuel injectors. The water can

cause a lean exhaust to be indicated. Excessive

alcohol in the fuel can also cause this condition.

Refer to Fuel System Diagnosis for the procedure

to check for fuel contamination.

• If none of the above conditions are present, replace

the affected HO2S.

Diagnostic Trouble Code (DTC) P0131 (Flash Code 15) O2 Sensor Circuit Low Volta ge (Bank 1 Sensor 1)

Diagnostic Trouble Code (DTC) P0151 (Flash Code 15) O2 Sensor Circuit Low Volta ge (Bank 2 Sensor 1)

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0131 or P0151 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC I nformation " with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0131 or P0151 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

Step Action Value (s) Yes No

4 Check for poor/faulty connection at the O2 sensor or

ECM connector. If a poor/faulty connection is found,

repair as neces sary.

Was the problem found?

E-77/E-78

E-61(B) 21

24 22

- Verify repair Go to Step 5

Using the DVM an d c hec k the O2 s ens or cir c uit f or the

affected bank.

1. Ignition "On", engine "Off".

2. Disconnect the O2 sensor connector for the

affected bank.

3. Check the circuit for open, short to heater ground

or ground circuit.

Was the DVM indicated specified value?

E-77/E-78

BANK1/BANK2

Approximatly

450mV

Go to Step 7

Go to Step 6

Step Action Value (s) Yes No

6 Using the DVM an d c hec k the O2 s ens or c ir c uit f or the

affected bank.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the O2 sensor for the affected bank.

4. Check the circuit for open, short to heater ground

or short to ground circuit.

Was the problem found?

61 62

ƒ¶

Breaker Box E-77

ƒ¶

ƒ¶ƒ¶

BANK1

63 64

ƒ¶

Breaker Box

ƒ¶

ƒ¶ƒ¶

BANK2 E-78

ƒ¶

Step Action Value (s) Yes No

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the O2 sensor connector for the

affected bank and ECM connector.

3. Check the circuit for open, short to heater ground

or short to ground circuit.

Was the problem found?

E-77

ƒ¶

E-61(B)

ƒ¶ ƒ¶

ƒ¶

BANK1

E-78

ƒ¶

E-61(B)

ƒ¶ ƒ¶

ƒ¶

BANK2

Repair faulty

harness and

verify repair Go to Step 15

Using the DVM an d c hec k the O2 s ens or cir c uit f or the

affected bank.

1. Ignition "Off", engine "Off".

2. Disconnect the O2 sensor connector for the

affected bank.

3. Check the circuit for short to heater ground circuit.

Was the DVM indicated specified value?

O2 Sensor

BANK1/BANK2

ƒ¶

No continuity

Go to Step 9

Go to Step 8

Step Action Value (s) Yes No

8 Repair the short to heater ground circuit.

Was the problem found? - Verify repair Go to Step 15

9 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow"

increase, when engine speed is increased?

- Go to Step 11 Go to Step 10

10 Remove the MAF & IAT sensor assembly and check

for the following conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0101 and Go to

Step 11

11 1. Using the Tech 2, ignition "On" and engine "On".

2. Select the "Miscellaneous Test" and perform the

"IAC Control" in the "IAC System".

3. Operate the Tech 2 in accrodance with procedure.

Was the engine speed changed, when the IAC Valve

is operating step by step? - Go to Step 13 Go to Step 12

12 Check for the following conditions.

• Objects blocking the IAC Valve.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P1508/P1509

and Go to Step

Step Action Value (s) Yes No

13 Check for injector for the affected bank.

Refer to "Injector Coil Test & Injector Balance Test

Procedure"

Was the injector operation correct? - Go to Step 14

Reefer to Injector

Coil Test &

Injecotr Balance

Test Procedure

14 Check for fuel pressure.

Refer to "F u el Sy st em Di ag nos is".

Was the fuel pressure correct? - Go to Step 15

Refer to Fuel

System

Diagnosis

15 Replace the O2 sensor for the affected bank.

Was the problem solved? - Verify repair Go to Step 16

16 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 17

17 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming S ystem (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) m ust be link ed to the ECM. Ref er to s ection

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0132 (F lash Code 15) O2 Sensor

Circuit High Voltage (Bank 1 Sensor 1)

Diagnostic Trouble Code (DTC) P0152 (F lash Code 15) O2 Sensor

Circuit High Voltage (Bank 2 Sensor 1)

RTW36ELF000101

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0132 A O2 S ensor Ci rcuit High

Voltage (Bank 1 Sensor

P0152 A O2 S ensor Ci rcuit High

Voltage (Bank 2 Sensor

1. No DTC relating to ECT sensor, CMP sensor, CKP sensor,

VSS, inject or cont rol ci rcuit, i gnit i on cont rol circuit and O2

sensor circuit no act i vity (bank 1 & 2).

2. E ngi ne speed is bet ween 1000rpm and 4000rpm.

3. Engine coolant temperature is between 70 and 110.

4. V ehi cle speed is between 0km/h and 120km/h.

5. E ngi ne l oad is between 80 and 160.

6. Throt tle position fluctuation is below 0.28V.

7. O2 s ensor bank 1 or bank 2 output voltage is below 600mV

for 50 seconds.

"Open Loop" fuel control.

Circuit Description

The Engine Control Module (ECM) supplies a bias

voltage of about 450 mV between the heated oxygen

sensor (HO2S) signal high and signal low circuits. The

ECM constantly monitors the HO2S signal during

“closed loop" operation and compensates for a rich or

lean condition by decreasing or increasing injector

pulse width as nec es sary. If the HO2S volta ge remains

excessively high for an extended period of time, DTC

P0132 or P0152 wi ll be set .

Diagnostic Aids

Check the following items:

• Fuel pressure – The system will go rich if pressure is

too high. The ECM can compensate for some

increase. However, if fuel pressure is too high, a

DTC P0132 or P0152 may be set. Refer to

Fuel System Diagnosis.

• Perform “Injector Balance Test" – Refer to

Fuel System Diagnosis.

• Check the canister for fuel saturation – If full of fuel,

check canister control and hoses.

• MAF sensor –The system can go rich if MAF sensor

signal indicates an engine airflow measurement that

is not correct. Disconnect the MAF sensor to see it

the rich condition is corrected. If so, replace the MAF

sensor.

• Check for a leak in the fuel pressure regulator

diaphragm by checking the vacuum line to the

regulator for the presence of fuel. There should be

no fuel in the vacuum line.

• An inter mittent thrott le pos it ion se ns or output will

cause the system to go rich due to a false indication

of the engine accelerating.

• Shorted Heated Oxygen Sensor (HO2S) –If the

HO2S is internally shorted, the HO2 S vo ltag e

displayed on the Tech 2 will be over 1 volt. Try

disconnecting the affected HO2S with the key “ON,"

engine “OFF." If the displayed HO2S voltage

changes from over 1000 mV to around 450 mV,

replace the HO2S . Silic on c ontamination of the

HO2S can also cause a high HO2S voltage to be

indicated. This condition is indicated by a powdery

white deposit on the portion of the HO2S exposed to

the exhaust stream. If contamination is noticed,

replace the af f ec ted HO2S.

• O pen HO2 S Signa l C irc uit or Fault y HO2S–A poor

connection or open in the HO2S signal circuit can

cause the DTC to set during deceleration fuel mode.

An HO2S which is faulty and not allowing a full

voltage swing between the rich and lean thresholds

can also cause this condition. Operate the vehicle by

monitoring the HO2S voltage with a Tech 2. If the

HO2S voltag e is lim ited within a range bet ween 300

mV to 600 mV, check the HO2S signal circuit wiring

and associated terminal conditions.

• If none of the above conditions are present, replace

the affected HO2S.

Diagnostic Trouble Code (DTC) P0132 (Flash Code 15) O2 Sensor Circuit High Voltage (Bank 1 Sensor 1)

Diagnostic Trouble Code (DTC) P0152 (Flash Code 15) O2 Sensor Circuit High Voltage (Bank 2 Sensor 1)

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0132 or P0152 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC I nformation " with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0132 or P0152 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

Step Action Value (s) Yes No

4 Check for poor/faulty connection at the O2 sensor or

ECM connector.

If a poor/faulty connection is found, repair as

necessary.

Was the problem found?

E-77/E-78

E-61(B) 21

24 22

- Verify repair Go to Step 5

Using the DVM an d c hec k the O2 s ens or cir c uit f or the

affected bank.

1. Ignition "On", engine "Off".

2. Disconnect the O2 sensor connector for the

affected bank.

3. Check the circuit for open, short to heater ground

or ground circuit.

Was the DVM indicated specified value?

E-77/E-78

BANK1/BANK2

Approximatly

450mV

Go to Step 7

Go to Step 6

Using the DVM an d c hec k the O 2 s ens or c ir cuit for the

affected bank.

1. Ignition "On", engine "Off".

2. Disconnect the O2 sensor connector for the

affected cylinder.

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specifed value?

E-77/E-78

BANK1/BANK2

V V

Less than 1V

Go to Step 15

Repair faulty

harness and

verify repair

Step Action Value (s) Yes No

Using the DVM an d c hec k the O2 s ens or c ir c uit f or the

affected bank.

1. Ignition "Off", engine "Off".

2. Disconnect the O2 sensor connector for the

affected bank.

3. Check the circuit for short to heater power supply

circuit.

Was the DVM indicated specified value?

O2 Sensor

BANK1/BANK2

ƒ¶

No continuity

Go to Step 9

Go to Step 8

8 Repair the short to heater power supply circuit.

Was the problem found? - Verify repair Go to Step 15

9 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow"

increase, when engine speed is increased?

- Go to Step 11 Go to Step 10

10 Remove the MAF & IAT sensor assembly and check

for the following conditions.

• -Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0101 and Go to

Step 11

11 1. Using the Tech 2, ignition "On" and engine "On".

2. Select the "Miscellaneous Test" and perform the

"IAC Control" in the "IAC System".

3. Operate the Tech 2 in accrodance with procedure.

Was the engine speed changed, when the IAC Valve

is operating step by step?

- Go to Step 13 Go to Step 12

Step Action Value (s) Yes No

12 Check for the following conditions.

• Objects blocking the IAC Valve.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P1508/P1509

and Go to Step

13 Check for injector for the affected bank.

Refer to "Injector Coil Test & Injector Balance Test

Procedure".

Was the injector operation correct? - Go to Step 14

Reefer to Injector

Coil Test &

Injector Balance

Test Procedure

14 Check for fuel pressure.

Refer to "F u el Sy s tem Di ag nos is".

Was the fue l pressure correct? - Go to Step 15

Refer to Fuel

System

Diagnosis

15 Replace the O2 sensor for the affected bank.

Was the problem solved? - Verify repair Go to Step 16

16 Is the ECM programmed with the latest software

rele ase?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 17

17 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming S ystem (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) m ust be link ed to the ECM. Ref er to s ection

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0134 (Flash Code 15) O2 Sensor

Circuit No Activity Detected (Bank 1 Sensor 1)

Diagnostic Trouble Code (DTC) P0154 (Flash Code 15) O2 Sensor

Circuit No Activity Detected (Bank 2 Sensor 1)

RTW36ELF000101

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0134 A O2 Sensor Circuit No

Activity Detected (Bank

1 Sensor 1)

P0154 A O2 Sensor Circuit No

Activity Detected (Bank

2 Sensor 1)

1. No DTC relating to MAF sensor, ECT sensor, CMP sensor,

CKP sensor, VSS, injector control circuit and ignition

control circuit.

2. Engine coolant temperat ure is more than 70°C.

3. Vehicle speed is more than 60km/h.

4. O2 sensor bank 1 or bank 2 output voltage is between

350mV and 600mV.

"Open Loop" fuel control.

Circuit Description

• The Engine Control Module (ECM) supplies a bias

voltage of about 450 mV between the heated oxygen

sensor (HO2S) high and low circuits. The ECM

constantly monitors the HO2S signal during “closed

loop" operation and compensates for a rich or lean

condition by decreasing or increasing injector pulse

width as necessary. If the Bank 1 HO2S 1 voltage

remains at or near the 450 mV bias for an extended

period of time, DTC P0134 or P0154 will be set,

indicating an open sensor signal or sensor low

circuit.

Diagnostic Aids

Check for the following conditions:

• Poor connection or damaged harness – Inspect the

harness connectors for backed-out terminals,

improper mating, broken locks, improperly formed or

damaged terminals, poor terminal-to-wire

connecti on, and dam aged harnes s .

• Faulty HO2S heater or heater circuit – With the

ignition “ON," engine “OFF," after a cool down

period, the HO2S 1 voltage displayed on the Tech 2

is normally 455-460 mV. A reading over 1000 mV

indicates a signal line shorted to voltage. A reading

under 5 mV indicates a signal line shorted to ground

or signal lines shorted together. Disconnect the

HO2S and connect a test light between the HO2S

ignition feed and heater ground circuits. If the test

light does not light for 2 seconds when the ignition is

turned on, repair the open ignition feed or sensor

ground circuit as necessary. If the test light lights and

the HO2S signal and low circuits are OK, replace the

HO2S.

• Intermittent test – With the Ignition “ON," monitor the

HO2S signa l vo ltag e whil e moving the wiring harn es s

and related connectors. If the fault is induced, the

HO2S signal voltage will change. This may help

isolate the location of the malfunction.

Diagnostic Trouble Code (DTC) P0134 (Flash Code 15) O2 Sensor Circuit No Activity Detected

(Bank 1 Sensor 1)

Diagnostic Trouble Code (DTC) P0154 (Flash Code 15) O2 Sensor Circuit No Activity Detected

(Bank 2 Sensor 1)

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0134 or P0154 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Selec t "Clear DT C Inform ation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in " F2: DTC Information"

Was the DTC P0134 or P0154 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

Step Action Value (s) Yes No

4 Check for poor/faulty connection at the O2 sensor or

ECM connector. If a poor/faulty connection is found,

repair as necessary.

Was the problem found?

E-77/E-78

E-61(B) 21

24 22

- Verify repair Go to Step 5

Using the DVM and check the O2 sensor circuit for

the affected bank.

1. Ignition "On", engine "Off".

2. Disconnect the O2 sensor connector for the

affected bank.

3. Check the circuit for open, short to heater ground

or ground circuit.

Was the DVM indicated specified value?

E-77/E-78

BANK1/BANK2

Approximatly

450mV

Go to Step 6

Go to Step 12

Using the DVM and check the O2 sensor heater

power supply circuit for the affected bank.

1. Ignition "On", engine "Off".

2. Disconnect the O2 sensor connector for the

affected cylinder.

3. Check the circuit for open circuit.

Was the DVM indicated specified value?

E-77/E-78

BANK1/BANK2

Batter y volta ge

Go to Step 9

Go to Step 7

7 Repair the o pen or short to ground c ircui t between t he

fuel pum p rela y and O2 se nsor hea ter for the aff ected

cylinder.

Was the problem found? - Verify repair Go to Step 8

Step Action Value (s) Yes No

8 Repair the op en circuit betw een the O2 sensor heat er

and engine ground for the affected cylinder.

Was the problem found? - Verify repair Go to Step 9

Using the DVM and check the O2 sensor heater

circuit for the affected bank.

1. Ignition "Off", engine "Off".

2. Disconnect the O2 sensor connector for the

affected bank.

3. Check the circuit for short circuit.

Was the tester indicated specified value?

O2 Sensor

BANK1/BANK2

ƒ¶

Approximatly

16.5Ω at 20°C

Go to Step 12

Approximataly

0Ω: Go to Step

No continuitly:

Go to Step 11

10 Repair the s hort circuit bet ween the O2 sensor heater

power supply and ground circ uit.

Is the action complete? - Verify repair -

11 Replace the O2 sensor for the affected bank.

Was the problem solved? - Verify repair Go to Step 12

12 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 13

13 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming S ys tem ( SPS) in this manual. Foll owing

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to sec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0171 (Flash Code 44) O2 Sensor

System Too Lean (Bank 1)

Diagnostic Trouble Code (DTC) P0174 (Flash Code 44) O2 Sensor

System Too Lean (Bank 2)

RTW36ELF000101

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0171 B O2 S ensor S ystem Too

Lean (Bank 1)

P0174 B O2 S ensor S ystem Too

Lean (Bank 2)

1. No DTC relating to MAF sensor, IAT sensor, ECT sensor,

TPS, CMP sens o r , CKP sens o r , VSS, in jector control

circuit, i gniti on cont rol ci rcuit, O2 sensor ci rcuit low voltage

& high voltage (bank 1 & 2) and O2 sensor circuit no

activit y (bank 1 & 2).

2. Engine speed is more than 600rpm.

3. Intake air temperature is more than 50°C.

4. Engine coolant temperat ure is between 35°C and 120°C.

5. Engine load is more than 20.

6. EVAP purge solenoid valve on-duty is bel ow 100%.

7. Air-fuel ratio correc tion volume is more than 150%

for 20 seconds.

No fail-s afe funct i on.

Circuit Description

To provide the best possible combination of driveability,

fuel economy , and emission control, a “closed loop"

air/fuel metering system is used. While in “closed loop,"

the Engine Control Module (ECM) monitors the HO2S

signals and adjusts fuel delivery based upon the HO2S

signal voltages. A change made to fuel delivery will be

indicated by the long and short term fuel trim values

which can be monitored with a Tech 2. Ideal fuel trim

values are around 0%; if the HO2S signals are

indicating a lean condition the ECM will add fuel,

resulting in fuel trim values above 0%. If a rich condition

is detected, the fue l trim values will be belo w 0%,

indicating that the ECM is reducing the amount of fuel

delivered. If an excessively lean condition is detected,

the ECM will set DTC P0171 or P0174.

The ECM's maximum authority to control long term fuel

trim allows a range between –15% (automatic

transmission) or –12% (manual transmission) and

+20%. The ECM monitors fuel trim under various

engine speed/load fuel trim cells before determining the

status the fuel trim diagnostic.

Diagnostic Aids

Check for the following conditions:

• Poor co nnec t ion at ECM – Ins pect harn es s

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the HO2S display on the Tech 2 while moving

connectors and wiring harnesses related to the

engine harness. A change in the display will indicate

the location of the fault.

Diagnostic Trouble Code (DTC) P0171 (Flash Code 44) O2 Sensor System Too Lean (Bank 1)

Diagnostic Trouble Code (DTC) P0174 (Flash Code 44) O2 Sensor System Too Lean (Bank 2)

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0171 or P0174 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0171 or P0174 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

Step Action Value (s) Yes No

4 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow"

increase, when engine speed is increased?

- Go to Step 6 Go to Step 5

5 Remove the MAF & IAT sensor assembly and check

for the following conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0101 and Go to

Step 6

6 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Posi ti on" in the data displa y.

Does the Tech 2 indicate correct "Throttle Position"

from 0% to 100% depending on accelerator pedal

operation? - Go to Step 8 Go to Step 7

7 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Posi ti on" in the data displa y.

3. Adjust the TPS within 0% to 100%.

Was the action complete? - Verify repair -

8 Check for the following conditions.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0121 and Go to

Step 9

9 1. Using the Tech 2, ignition "On" and engine "On".

2. Select the "Miscellaneous Test" and perform the

"IAC Control" in the "IAC System".

3. Operate the Tech 2 in accrodance with procedure.

Was the engine speed changed, when the IAC Valve

is operating step by step? - Go to Step 11 Go to Step 10

Step Action Value (s) Yes No

10 Check for the following conditions.

• Objects blocking the IAC Valve.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P1508/P1509

and Go to Step

11 Check for injector for the affected bank.

Refer to "Injector Coil Test & Injector Balance Test

Procedure".

Was the injector operation correct? - Go to Step 12

Reefer to Injector

Coil Test &

Injecotr Balance

Test Procedure

12 Check for fuel pressure.

Refer to "F u el Sy st em Di ag nos is".

Was the fuel pressure correct? - Go to Step 13

Refer to Fuel

System

Diagnosis

13 Replace the O2 sensor for the affected bank.

Was the problem solved? - Verify repair Go to Step 14

14 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Veri fy repair Go to step 15

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) m ust be l inked t o th e ECM. Refer to sect io n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0172 (Flash Code 45) O2 Sensor

System Too Rich (Bank 1)

Diagnostic Trouble Code (DTC) P0175 (Flash Code 44) O2 Sensor

System Too Rich (Bank 2)

RTW36ELF000101

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0172 B O2 S ensor System Too

Rich (Bank 1)

P0175 B O2 S ensor System Too

Rich (Bank 2)

1. No DTC relating to MAF sensor, IAT sensor, ECT sensor,

TPS, CMP sens o r , CKP sens o r , VSS, in jector control

circuit, i gniti on cont rol ci rcuit, O2 sensor ci rcuit low voltage

& high voltage (bank 1 & 2) and O2 sensor circuit no

activit y (bank 1 & 2).

2. Engine speed is more than 600rpm.

3. Intake air temperature is more than 50°C.

4. Engine coolant temperat ure is between 35°C and 120°C.

5. Engine load is more than 20.

6. EVAP purge solenoid valve on-duty is bel ow 100%.

7. Air-fuel ratio correc tion volume is below 50% for 20

seconds.

No fail-safe function.

Circuit Description

To provide the best possible combination of driveability,

fuel economy , and emission control, a “closed loop"

air/fuel metering system is used. While in “closed loop,"

the Engine Control Module (ECM) monitors the heated

oxygen sensors (HO2S) signals and adjusts fuel

delivery based upon the HO2S signal voltages. A

change made to fuel delivery will be indicated by the

long and short term fuel trim values which can be

monitored with a Tech 2. Ideal fuel trim values are

around 0%; if the HO2S signals are indicating a lean

condition the ECM will add fuel, resulting in fuel trim

values above 0%. If a rich condition is detected, the fuel

trim values will be below 0%, indicating that the ECM is

reducing the amount of fuel delivered. If an excessively

rich condition is detected on Bank 1, the ECM will set

DTC P0172 or P0175.

The ECM's maximum authority to control long term fuel

trim allows a range between –15% (automatic

transmission) or –12 (manual transmission) and +20%.

The ECM's maximum authority to control short term fuel

trim allows a range between –11% and +20%. The

ECM monitors fuel trim under various engine

speed/load fuel trim cells before determining the status

of the fuel trim diagnostic.

Diagnostic Aids

Check for the following conditions:

• Poor co nnec t ion at ECM – Ins pect harn es s

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the HO2S display on the Tech 2 while moving

connectors and wiring harnesses related to the

engine harness. A change in the display will indicate

the location of the fault.

Diagnostic Trouble Code (DTC) P0172 (Flash Code 45) O2 Sensor System Too Rich (Bank 1)

Diagnostic Trouble Code (DTC) P0175 (Flash Code 44) O2 Sensor System Too Rich (Bank 2)

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0172 or P0175 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0172 or P0175 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

Step Action Value (s) Yes No

4 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow"

increase, when engine speed is increased?

- Go to Step 6 Go to Step 5

5 Remove the MAF & IAT sensor assembly and check

for the following conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0101 and Go to

Step 6

6 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Posi ti on" in the data displa y.

Does the Tech 2 indicate correct "Throttle Position"

from 0% to 100% depending on accelerator pedal

operation? - Go to Step 8 Go to Step 7

7 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Posi ti on" in the data displa y.

3. Adjust the TPS within 0% to 100%.

Is the action complete? - Verify repair -

8 Check for the following conditions.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0121 and Go to

Step 9

1. Using the Tech 2, ignition "On" and engine "On".

2. Select the "Miscellaneous Test" and perform the

"IAC Control" in the "IAC System".

3. Operate the Tech 2 in accrodance with procedure.

Was the engine speed changed, when the IAC Valve

is operating step by step?

Go to Step 11

Go to Step 10

10 Check for the following conditions.

• Objects blocking the IAC Valve.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P1508/P1509

and Go to Step

Step Action Value (s) Yes No

11 Check for injector for the affected bank.

Refer to "Injector Coil Test & Injector Balance Test

Procedure".

Was the injector operation correct? - Go to Step 12

Reefer to Injector

Coil Test &

Injecotr Balance

Test Procedure

12 Check for fuel pressure.

Refer to "F u el Sy st em Di ag nos is".

Was the fuel pressure correct? - Go to Step 13

Refer to Fuel

System

Diagnosis

13 Replace the O2 sensor for the affected bank.

Was the problem solved? - Verify repair Go to Step 14

14 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 15

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) m ust be l inked t o th e ECM. Refer to sect io n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P1171 (Flash Code 44) Fuel Supply

System Lean During Power Enrichment (T ype A)

Diagnostic Trouble Code (DTC) P1172 (Flash Code 44) Fuel Supply

System Lean During Power Enrichment (T ype B)

RTW36ELF000101

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P1171 D Fuel Supply System

Lean During Power

Enrichment (Type A)

P1172 D Fuel Supply System

Lean During Power

Enrichment (Type B)

1. No DTC relating to MAF sensor, IAT sensor, ECT sensor,

TPS, CMP sens o r , CKP sens o r , VSS, in jector control

circuit, i gniti on cont rol ci rcuit, O2 sensor ci rcuit low voltage

& high voltage (bank 1 & 2) and O2 sensor circuit no

activit y (bank 1 & 2).

2. Engine speed is between 1000rpm and 6000rpm.

3. Intake air temperature is below 70°C.

4. Engine coolant temperat ure is between 30°C and 120°C.

5. Engine load is between 150 and 255.

6. Throttle position out put is more than 2.22V and fluctuat i on

is below 0.28V.

7. Except fuel cut operation.

8. O2 sensor output voltage below 250mV for 10 seconds.

No fail-s afe funct i on.

Circuit Description

The engine control module (ECM) internal circuitry can

identify if the vehicle fuel system is capable of

supplying adequate amounts of fuel during heavy

acceleration (power enrichment). The ECM monitors

the voltage of the oxygen sensor during power

enrichment. When a power enrichment mode of

operation is requested during “closed loop" operation

(by heavy acceleration), the ECM will provide more fuel

to the engine. Under these conditions the ECM should

detect a “rich" condition (high oxygen sensor voltage). If

this “rich" exhaust is not detected at this time, a DTC

P1171 or P1172 will set. A plugged fuel filter, restricted

fuel line, restricted in-tank filter or defective fuel pump

can prevent adequate amouts of fuel from being

supplied during power enrichment mode.

Diagnostic Aids

• A restricted fuel filter or fuel line, restricted in-tank

filter, or a defective fuel pomp may supply adequate

amounts of fuel at idle, but may not be able to supply

enough fuel during heavy acceleration.

• Water or alcohol in the fuel may cause low HO2S

voltage during acceleration.

• Check for faulty or plugged fuel injector(s).

• Check for low fuel.

Diagnostic Trouble Code (DTC) P1171 (Flash Code 44) Fuel Supply System Lean

During Power Enrichment (Type A)

Diagnostic Trouble Code (DTC) P1172 (Flash Code 44) Fuel Supply System Lean

During Power Enrichment (Type B)

Step Action Value (s) Yes No

1 W as the "On-Board D iagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P1171 or P1172 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Selec t "Clear DTC Inf ormation" with the Te ch2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P1171 or P1172 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow"

increase, when engine speed is increased?

- Go to Step 6 Go to Step 5

5 Remove the MAF & IAT sensor assembly and check

for the following conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0101 and Go to

Step 6

Step Action Value (s) Yes No

6 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Posi ti on" in the data displa y.

Does the Tech 2 indicate correct "Throttle Position"

from 0% to 100% depending on accelerator pedal

operation? - Go to Step 8 Go to Step 7

7 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Posi ti on" in the data displa y.

3. Adjust the TPS within 0% to 100%.

Is the action complete? - Verify repair -

8 Check for the following conditions.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0121 and Go to

Step 9

1. Using the Tech 2, ignition "On" and engine "On".

2. Select the "Miscellaneous Test" and perform the

"IAC Control" in the "IAC System".

3. Operate the Tech 2 in accrodance with procedure.

Was the engine speed changed, when the IAC Valve

is operating step by step?

Go to Step 10

10 Check for the following conditions.

• Objects blocking the IAC Valve.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P1508/P1509

and Go to Step

11 Check for injector for the affected bank.

Refer to "Injector Coil Test & Injector Balance Test

Procedure".

Was the injector operation correct? - Go to Step 12

Reefer to Injector

Coil Test &

Injector Balance

Test Procedure

12 Check for fuel pressure.

Refer to "F u el Sy st em Di ag nos is".

Was the fuel pressure correct? - Go to Step 13

Refer to Fuel

System

Diagnosis

13 Replace the O2 sensor for the affected bank.

Was the problem solved? - Verify repair Go to Step 14

14 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 15

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming System (SPS) in this m anual. Followi ng

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0201 (Flash Code 31)

Injector 1 Control Circuit

Diagnostic Trouble Code (DTC) P0202 (Flash Code 31)

Injector 2 Control Circuit

Diagnostic Trouble Code (DTC) P0203 (Flash Code 31)

Injector 3 Control Circuit

Diagnostic Trouble Code (DTC) P0204 (Flash Code 31)

Injector 4 Control Circuit

Diagnostic Trouble Code (DTC) P0205 (Flash Code 31)

Injector 5 Control Circuit

Diagnostic Trouble Code (DTC) P0206 (Flash Code 31)

Injector 6 Control Circuit

RTW36EMF000901

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0201 A Inj ector 1 Control Circuit

P0202 A Inj ector 2 Control Circuit

P0203 A Inj ector 3 Control Circuit

P0204 A Inj ector 4 Control Circuit

P0205 A Inj ector 5 Control Circuit

P0206 A Inj ector 6 Control Circuit

1. No DTC relating to CMP sensor and CKP sensor.

2. Under sequential i nject i on.

3. Injection pulse is between 2.5ms and 7.5 ms.

4. Except fuel cut operation.

5. Engine speed is between 600rpm and 2000rpm.

6. 30 injection signals are not det ected consecutively.

No fail-safe function.

Circuit Description

The Engine Control Module ECM has six individual

injector driver circuits. Each controls an injector. When

a driver circuit is grounded by the (ECM), the injector is

activated. The ECM monitors the current in each driver

circuit. The voltage on each driver is monitored to

detect a fault. If the voltage is not what the ECM

expects to monitor on the circuit, a DTC is set. This

DTC is also set if an injector driver is shorted to voltage

or if there is an open circuit.

Diagnostic Aids

An injector driver circuit that is open or shorted to

voltage will cause a DTC P0201, P0202, P0203,

P0204, P0205 or P0206 to set. It will also cause a

misfire due to an inoperative injector. A misfire DTC will

also be set indicating which cylinder is inoperative.

Long term and short term fuel trims that are excessively

high or low are a good indication that an injector is

faulty.

Use Fuel Injector Coil Test Procedure to check for

fault y injector s .

Diagnostic Trouble Code (DTC) P0201 (Flash Code 31) Injector 1 Control Circuit

Diagnostic Trouble Code (DTC) P0202 (Flash Code 31) Injector 2 Control Circuit

Diagnostic Trouble Code (DTC) P0203 (Flash Code 31) Injector 3 Control Circuit

Diagnostic Trouble Code (DTC) P0204 (Flash Code 31) Injector 4 Control Circuit

Diagnostic Trouble Code (DTC) P0205 (Flash Code 31) Injector 5 Control Circuit

Diagnostic Trouble Code (DTC) P0206 (Flash Code 31) Injector 6 Control Circuit

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic (OBD) System Chec k"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0201, P0202, P0203, P0204, P0205 or

P0206 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DT C Inform ation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0201, P0202, P0203, P0204, P0205

or P0206 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

Step Action Value (s) Yes No

4 Check for poor/faulty connection at the injector or

ECM connector. If a poor/faulty connection is found,

repair as necess ary.

Was the problem found?

E-61(B)

5 3

E-60(A)

3436

E-6/E-7/E-8/E-9/

E-51/E-52

- Verify repair Go to Step 5

5 Visually check the injector for affected cylinder.

Was the problem found? - Go to Step 11 Go to Step 6

Using the DVM and check the injector coil.

1. Ignition "Off", engine "Off".

2. Disconnect injector connector for the affected

cylinder.

3. Measure the resistance of injector coil.

Does the tester indicate standard resistance?

Injector

ƒ¶

pproximately

15Ω at 20°C

Go to Step 7

Go to Step 11

Step Action Value (s) Yes No

Using the DVM and check the injector power supply

circuit.

1. Ignition "On", engine "Off".

2. Disconnect the injector connector for the affected

cylinder.

3. Check the circuit for open circuit.

Was the DVM indicated specified value?

E-6/E-7/E-8/E-9/

E-51/E-52

Batter y volta ge

Go to Step 9

Go to Step 8

8 Repair the o pen or short to ground c ircui t between t he

ECM main relay and injector for the affected cylinder.

Is the action complete? - Verify repair -

9 Using the DVM and check the injector signal circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the injector connector for the affected

cylinder.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

Breaker Box

ƒ¶

E-6

ƒ¶

No.1 Cylinder

Breaker Box

ƒ¶

E-7

ƒ¶

No.2 Cylinder

Step Action Value (s) Yes No

Breaker Box

ƒ¶

E-8

ƒ¶

No.3 Cylinder

Breaker Box

ƒ¶

E-9

ƒ¶

No.4 Cylinder

Breaker Box

ƒ¶

E-51

ƒ¶

No.5 Cylinder

Breaker Box

ƒ¶

E-52

ƒ¶

No.6 Cylinder

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the injector connector for the affected

cylinder and ECM connector.

3. Check the circuit for open or short to ground circuit.

Was the problem found?

E-60(A)

E-6

ƒ¶

No.1 Cylinder

E-61(B)

E-7

ƒ¶

No.2 Cylinder

Step Action Value (s) Yes No

E-60(A)

E-8

ƒ¶

No.3 Cylinder

E-61(B)

E-9

ƒ¶

No.4 Cylinder

E-60(A)

E-51

ƒ¶

No.5 Cylinder

E-61(B)

E-52

ƒ¶

No.6 Cylinder

Repair faulty

harness and

verify repair Go to Step 10

Step Action Value (s) Yes No

10 Using the DVM and check the injector signal circuit.

1. Ignition "On", engine "Off".

2. Disconnect the injector connector for the affected

cylinder.

3. Check the circuit for short to battery voltage circuit.

Was the DVM indicated battery voltage?

E-6/E-7/E-8/E-9/

E-51/E-52

Repair faulty

harness and

verify repair Go to Step 12

11 Replace the injector for the affected cylinder.

Was the problem solved? - Verify repair Go to Step 12

12 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 13

13 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming S ystem (SPS) in this m anual. Follo wing

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Ref er to s ec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0336 (Flash Code 29) Crankshaft

Position Sensor Circuit Range/Performance (58x)

Diagnostic Trouble Code (DTC) P0337 (Flash Code 29) Crankshaft

Position Sensor Circuit No Signal (58x)

RTW36EMF000501

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0336 B Crankshaft Position Sensor Circuit

Range/Perform ance (58X) 1. No DTC relating to CMP sensor.

2. Engine speed is below 2000rpm.

3. Extra or missing pulse is detected c onsecutively.

P0337 B Crankshaft Position Sensor Circuit

No Signal (58X) 1. No DTC relating to CKP sensor.

2. Engine speed is below 2000rpm.

3. Incorrect puls e is detect ed consecutively.

No fail-safe function.

Circuit Description

The CKP reference signal is produced by the

crankshaft position (CKP) sensor. During one

crankshaft revolution, crankshaft pulses will be

produced. The Engine Control Module (ECM) uses the

CKP reference signal to calculate engine RPM and

crankshaft position. The ECM constantly monitors the

number of pulses on the CKP reference circuit and

compares them to the number of camshaft position

(CMP) signal pulses being received. If the ECM

receives an incorrect number of pulses on the CKP

reference circuit, DTC P0336 will set.

Diagnostic Aids

An intermittent may be caused by a poor connection,

rubbed–through wire insulation or a wire broken inside

the insulation. Chec k for:

• Poor connection – Inspect the ECM harness and

connectors for improper mating, broken locks,

improperly formed or damaged terminals, and poor

terminal-to-wire connection.

• Damaged harness – Inspect the wiring harness for

damage.

Reviewing the Failure Re cords vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. Th is may assist in diagnosing the condition.

Diagnostic Trouble Code (DTC) P0336 (Flash Code 29) Crankshaft Position Sensor Circuit

Range/Performance (58X)

Diagnostic Trouble Code (DTC) P0337 (Flash Code 29) Crankshaft Position Sensor Circuit No Signal (58X)

Step Action Value (s) Yes No

1 Was the "On-Board Di agnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0336 or P0337 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "C lear DTC Inf ormation" with th e Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in " F2: DTC Information"

Was the DTC P0336 or P0337 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check any accessory parts which may cause electric

interference or magnetic interference.

Was the problem found? -

Remove the

accessory parts

and verify repair Go to Step 5

5 Attempt to start the engine.

Does the engine start and continue to "Run"? - Go to Step 6 Go to Step 7

Step Action Value (s) Yes No

Using the DVM and check the CKP sensor signal.

1. Ignition "On", engine "On".

2. Measure t he CKP output voltage at the se nsor and

ECM.

Does the tester indicate standard voltage?

Measurement Point Volt age (V) (AC Range)

At CKP sensor terminal 3 & GND

At ECM E60 connector A23 & GND

Approximatel y 1.9 V at

2000rpm

If a oscilloscope is available, monitor the CKP sensor

signal.

Doe s the oscilloscope indicate correct wave form?

Crankshaft Position Sensor Reference Wave Form

Measurement Terminal: A23 (+) A25 (-)

Measurement Scale: 2. 0V/div 5.0ms / div

Measurement Condi tion: Engine speed at 2000rpm

Go to Step 17 Go to Step 7

7 Check f or poor /faulty conn ection at th e C KP sens or or

ECM connector. If a poor/faulty connection is found,

repair the faulty terminal.

Was the problem found? E-60(A) 23

E-59

- Verify repair Go to Step 8

Step Action Value (s) Yes No

8 Remove the CKP sensor from the cylinder block and

vi sually check.

Check for the following conditions.

• Objects sticking the CKP sensor.

• Objects sticking the CKP sensor pluser.

• Gear missing the CKP sensor pluser.

Was the problem found? - Verify repai r Go to Ste p 9

Using the DVM and check the CKP sensor power

supply circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the CK P sensor connector.

3. Check the circuit for ope n, short to ground or short

to battery voltage circuit.

Was the DVM indicated specified value?

E-59

pproximately

5.0V

Go to Step 12

Less than 1V:

Go to Step 10

More than

specif ied value:

Go to Step 11

10 Repair th e open or s hort t o groun d circ uit be twee n the

ECM and CKP sensor.

Was the problem solved? E-60(A)

E-59

24 1

- Verify repair Go to Step 21

Step Action Value (s) Yes No

11 Repair the short to battery voltag e circuit between th e

ECM and CKP sensor.

Was the problem solved? E-60(A)

E-59

24 1

- Verify repair Go to Step 21

12 Using the DVM and check the CKP sensor signal

circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnec t the CK P sensor connector.

4. Check the circuit for open, short to sensor ground

or short to ground circuit.

Was the problem found?

23 25

ƒ¶

Breaker Box E-59

ƒ¶ƒ¶

Step Action Value (s) Yes No

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the CKP sensor connector and ECM

connector.

3. Check the circuit for open, short to sensor ground

or short to ground circuit.

Was the problem found?

E-60(A)

E-59

ƒ¶

25 23

Repair faulty

harness and

verify repair Go to Step 13

Using the DVM and check the CKP sensor signal

circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the CK P sensor connector.

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-59

Less than 1V

Go to Step 14

Repair faulty

harness and

verify repair

Step Action Value (s) Yes No

Using the DVM and check the CKP sensor ground

circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-9 1 page.

3. Disconnect CKP sensor connector.

4. Check the circuit for open circuit.

Was the problem found?

Break er Box E-59

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the CKP sensor connector and ECM

connector.

3. Check the circuit for open circuit.

Was the problem found? E-60(A)

E-59

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 15

Using the DVM and check the CKP ground circuit.

1. Ignition "On", engine "Off".

2. Disconnect the CKP sensor connector .

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-59

Less than 1V

Go to Step 21

Repair faulty

harness and

verify repair

16 Check the CKP sensor shield wire for open or short

circuit.

Was the problem found? - Verify repair Go to Step 17

Step Action Value (s) Yes No

17 Check for poor/faulty connection at the TPS, CMP

sensor or ECM connector. If a poor/faulty connection

is found, repair the faulty terminal.

Was the problem found?

E-61(B)

E-62 E-68

1 2

- Verify repair Go to Step 18

Using the DVM and check the CMP sensor signal

circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the CMP sensor connector and ECM

connector.

3. Check the circuit for short to sensor ground or short

to ground circuit.

Was the problem found?

E-62

ƒ¶ ƒ¶

Repair faulty

harness and

verify repair

Go to Step 19

Using the DVM and check the TPS or CMP sensor

power supply circuit.

1. Ignition "On", engine "Off".

2. Disconnect the TPS or CMP sensor connector.

3. Check the circuit for open or short to ground circuit.

Was the DVM indicated specified value?

E-62

E-68

V V

pproximately

5.0V

Go to Step 23

Go to Step 20

20 Repair the short to ground circuit between the ECM

and TPS or CMP sensor.

Was the problem solved? - Verify repair Go to Step 23

Step Action Value (s) Yes No

21 Substitute a known good CKP sensor and recheck.

Was the problem solved? - Go to Step 21 Go to Step 23

22 Replace the CKP sensor.

Was the problem solved? - Verify repair Go to Step 23

23 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 24

24 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this m anual. Following

ECM programming, the immobiliser system (if

equipped) must be l inked to the ECM. Ref er to s ect i o n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trou ble Code (DTC) P0341(Fl ash Co de 41) Camsha f t

Position Sensor Circuit Range/Performance

Diagnostic Trouble Code (DTC) P0342 (Flash Code 41) Camshaft

Position Sensor Circuit No Signal

RTW36EMF000401

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0341 B Camshaft Position Sensor

Circuit Range/Performance 1. Engine speed below 2000rpm.

2. No crankshaft position sensor DTC P0336 or P0337.

3. Incorrect puls e is detect ed consecutively.

P0342 B Camshaft Position Sensor

Circuit No Signal 1. No DTC relating to CKP sensor.

2. Engine speed is below 2000rpm.

3. No pulse is detected consecutivel y.

Fuel cut is operated at high

engine speed.

Circuit Description

If the ECM receives an incorrect number of pulses on

the CMP reference circuit, DTC P0341 will set.

If the ECM does not receive pulses on the CMP

reference circuit, DTC P0342 will set.

Diagnostic Aids

An intermittent may be caused by a poor connection,

rubbed–through wire insulation or a wire broken inside

the insulation. Chec k for:

• Poor connection — Inspect the ECM harness and

connectors for improper mating, broken locks,

improperly formed or damaged terminals, and poor

terminal-to-wire connection.

• Damaged harness — Inspect the wiring harness for

damage.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Diagnostic Trouble Code (DTC) P0341(Flash Code 41) Camshaft Position Sensor Circuit

Range/Performance

Diagnostic Trouble Code (DTC) P0342 (Flash Code 41) Camshaft Position Sensor Circuit No Signal

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0341 or P0342 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0341 or P0342 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check any accessory parts which may cause electric

interference or magnetic interference.

Was the problem found? -

Remove the

accessory parts

and verify repair Go to Step 5

If a oscilloscope is available, monitor the CMP sensor

signal. Does the oscilloscope indicate correct wave

form?

Camshaf t Position Sensor Referenc e Wave Form

Measurement T erminal: B28 (+) B39 (-)

Measurement Scale: 2. 0V/div 10ms/ di v

Measurement Condi tion: Engine speed at 2000rpm

Refer to

Diagnostic Ai ds

and Go to Step

Not available:

Go to Step 6

Fixed at low:

Go to Step 6

Fixed at High:

Go to Step 12

Step Action Value (s) Yes No

6 Check for poor/faulty connection at the TPS, CMP

sensor or ECM connector. If a poor/faulty connection

is found, repair the faulty terminal.

Was the problem found?

E-61(B)

39 27

28 E-68

E-62

123

- Verify repair Go to Ste p 7

7 Remove the CMP sensor from the cylinder head and

vi sually check.

• Objects sticking the CMP sensor.

Was the problem found? - Verify repair Go to Step 8

8 1. Ignition "On", engine "Off".

2. Disconnec t the CM P senso r connector .

3. Check the circuit for open, short to ground or short

to battery voltage circuit.

Was the DVM indicated specified value?

E-62

pproximately

5.0V Go to Step 11

Less than 1V:

Go to Step 9

More than

specif ied value:

Go to Step 10

9 Repair the open, short to sensor gorund or short to

ground circuit between the ECM and CMP sensor.

Was the problem solved?

E-61(B)

E-62

- Verify repair Go to Step 15

Step Action Value(s) Yes No

10 Rep air the short to battery voltage circuit bet ween the

ECM and CMP sensor.

Was the problem solved?

– Verif y repair Go to Step 15

11 Using the DM M, check the CMP sensor signal circuit.

Breaker box is a vailable:

1. Ignition "Off", engine "Off".

2. Install the breaker bo x as type A (ECM

disconnected).

Refer to page 6E-86.

3. Disconnect th e CMP sensor connector.

4. Check the circ uit for open circuit.

Was the problem found?

Breaker box is not available:

1. Ignition ‘OFF ’, engine ‘OFF’.

2. Disconnect th e wiring harness connectors from

the CMP sensor and the ECM.

3. Check the circ uit for open circuit.

Was the problem found?

–

Repair faulty

harness and

verify repair Go to Step 12

Step Action Value (s) Yes No

Using the DVM and check the CMP sensor signal

circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the CM P senso r connector .

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-62

Less than 1V

Go to Step 13

Repair faulty

harness and

verify repair

Using the DVM and check the CMP sensor ground

circuit.

1. Ignition "On", engine "Off".

2. Disconnect the CMP sensor connector .

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-62

Less than 1V

Go to Step 14

Repair faulty

harness and

verify repair

14 Check the shield wire for open or short circuit.

Was the problem found? - Verify repair Go to Step 15

15 Substitute a known good CMP sensor and recheck.

Was the problem solved? - Go to Step 16 Go to Step 17

16 Replace the CMP sensor.

Was the problem solved? - Verify repair Go to Step 17

17 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repai r Go to step 18

18 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) m ust be l ink ed to th e ECM. Refer to sect io n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0351 (Flash Code 42)

Ignition 1 Control Circuit

Diagnostic Trouble Code (DTC) P0352 (Flash Code 42)

Ignition 2 Control Circuit

Diagnostic Trouble Code (DTC) P0353 (Flash Code 42)

Ignition 3 Control Circuit

Diagnostic Trouble Code (DTC) P0354 (Flash Code 42)

Ignition 4 Control Circuit

Diagnostic Trouble Code (DTC) P0355 (Flash Code 42)

Ignition 5 Control Circuit

Diagnostic Trouble Code (DTC) P0356 (Flash Code 42)

Ignition 6 Control Circuit

RTW36ELF000201

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0351 A Ignition 1 Control

Circuit

P0352 A Ignition 2 Control

Circuit

P0353 A Ignition 3 Control

Circuit

P0354 A Ignition 4 Control

Circuit

P0355 A Ignition 5 Control

Circuit

P0356 A Ignition 6 Control

Circuit

1. No DTC relating to CMP sensor and CKP sensor.

2. Engine speed is between 250rpm and 850 rpm.

3. 10 ignition signals are not detected consecutively.

Fuel cut is operated more than

2000rpm.

Circuit Description

The Engine Control Module's (ECM) control circuit 1

provides a zero-volt or a 5-volt output signal to the

ignition coil. The normal voltage on the circuit is zero

volts. When the ignition coil receives the 5-volt signal

from the ECM, it provides a ground path for the B+

supply to the primary side of the number 1 ignition coil.

When the ECM shuts off the 5 volts to the ignition coil,

the ignition coil turns “OFF." This causes the ignition

coil primary magnetic field to collapse, producing a

voltage in the secondary coil which fires the spark plug.

The circuit between the ECM and ignition coil is

monitored for an open circuit, short to voltage, and

short to ground. When the ECM detects a problem on

ignition control circuit, it will set a DTC P0351, P0352,

P0353, P0354, P0355 or P0356.

Diagnostic Aids

Check for the following conditions:

• Poor connection at ECM – Inspect the harness

connectors for backed-out terminals, improper

mating, broken locks, improperly formed or damaged

terminals, and poor terminal-to-wire connections.

• Damaged harness – Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the Tech 2 display related to DTC P0351 or P0352,

P0353, P0354, P0355 or P0356 wh ile m oving the

connector and wiring related to the ignition system. A

change in the display will indicate the location of the

fault.

Reviewing the Failure Records vehicle mileage since

the diagnostic test last failed may help determine how

often the condition that caused the DTC to be set

occurs. This may assist in diagnosing the condition.

Diagnostic Trouble Code (DTC) P0351 (Flash Code 42) Ignition 1 Control Circuit

Diagnostic Trouble Code (DTC) P0352 (Flash Code 42) Ignition 2 Control Circuit

Diagnostic Trouble Code (DTC) P0353 (Flash Code 42) Ignition 3 Control Circuit

Diagnostic Trouble Code (DTC) P0354 (Flash Code 42) Ignition 4 Control Circuit

Diagnostic Trouble Code (DTC) P0355 (Flash Code 42) Ignition 5 Control Circuit

Diagnostic Trouble Code (DTC) P0356 (Flash Code 42) Ignition 6 Control Circuit

Step Action Value (s) Yes No

1 W as the "On- Board D iagnostic (OBD) Syst em Check "

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0351, P0352, P0353, P0354, P0355 or

P0356 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Cl ear DTC Inform ation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC DTC P0351, P0352, P0353, P0354,

P0355 or P0356 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

Step Action Value (s) Yes No

4 Check for poor/fault y connection at the ignition coil or

ECM connector. If a poor/faulty connection is found,

repair as neces s ar y.

Was the problem found? E-60(A)

E-61(B)

E-53/E-54/E-55/

E-56/E-57/E-58

E-73/E-74

32 30

9 7

123

- Verify repair Go to Step 5

5 Visually check the ignition coil for the affected

cylinder.

Was the problem found? - Go to Step 12 Go to Step 6

Using the DVM and check the ignition coil signal

circuit for the affected cylinder.

1. Ignition "On", engine "Off".

2. Disconnect the ignition coil connector for the

affected cylinder.

3. Check the circuit for short to battery voltage circuit.

Was the DVM indicated battery voltage?

E-53/E-54/E-55/

E-56/E-57/E-58

Repair faulty

harness and

verify repair

Go to Step 7

Step Action Value (s) Yes No

Using the DVM and check the ignition coil signal

circuit for the affected cylinder.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the ignition coil connector for the

affected cylinder.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

Breake r Box

No.1 Cylinder

ƒ¶

E-53

ƒ¶

Breake r Box

No.2 Cylinder

ƒ¶

E-54

ƒ¶

Breake r Box

No.3 Cylinder

ƒ¶

E-55

ƒ¶

Breaker Box

No.4 Cylinder

ƒ¶

E-56

ƒ¶

Breaker Box

No.5 Cylinder

ƒ¶

E-57

ƒ¶

Step Action Value (s) Yes No

Breaker Box

No.6 Cylinder

ƒ¶

E-58

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the ignition coil connector for the

affected cylinder and ECM connector.

3. Check the circuit for open or short to ground circuit.

Was the problem found?

E-60(A)

E-53

ƒ¶

No.1 Cy li n der

E-60(A)

E-54

ƒ¶

No.2 Cylinder

E-60(A)

E-55

ƒ¶

No.3 Cylinder

Step Action Value (s) Yes No

E-60(A)

E-56

ƒ¶

No.4 Cylinder

E-60(A)

E-57

ƒ¶

No.5 Cylinder

E-60(A)

E-58

ƒ¶

No.6 Cylinder

Repair faulty

harness and

verify repair Go to Step 8

Using the DVM and check the ignition coil power

supply circuit.

1. Ignition "On", engine "Off".

2. Disconnect the ignition coil connector for the

affected cylinder.

3. Check the circuit for open circuit.

Was the DVM indicated specified value?

E-53/E-54/E-55/

E-56/E-57/E-58

Battery volta ge

Go to Step 10

Go to Step 9

Step Action Value (s) Yes No

9 Repair the o pen or s hort to ground circ uit bet ween the

"IGN. COIL" (15A) and ignition coil for the affected

cylinder.

Is the action complete? - Verify repair -

Using the DVM and check the ignition coil ground

circuit for the affected cylinder.

1. Ignition "On", engine "Off".

2. Disconnect the ignition coil connector for the

affected cylinder.

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-53/E-54/E-55/

E-56/E-57/E-58

Less than 1V

Go to Step 11

Repair faulty

harness and

verify repair

11 Using the DVM and check the ignition coil ground

circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the ignition coil connector for the

affected cylinder and ECM connector.

3. Check the circuit for open circuit.

Was the problem found?

E-53/E-54/E-55/

E-56/E-57/E-58

ƒ¶

Repair faulty

harness and

verify repair Go to Step 12

12 Replace the ignition coil for the affected cylinder.

Was the problem solved? - Verify repair Go to Step 13

13 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 14

14 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming System (SPS) i n this m anual. Follo wing

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. R efer to sec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0404 (Flash Code 32) EGR Circuit

Range/Perfomance (Open Valve)

Diagnostic Trouble Code (DTC) P1404 (Flash Code 32) EGR Circuit

Range/Perfomance (Closed Val ve)

RTW36EMF000501

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0404 B EGR Circuit

Range/Performance

(Open Valve)

1. Engine is stopping.

2. No DTC relating to ECT sensor, CKP sensor and VSS.

3. Vehicle speed is below 4km/h.

4. Engine coolant temperat ure is more than 75°C.

5. EGR solenoid valve on-duty ratio is more than 100%.

6. EGR valve output monitoring signal high.

P1404 B EGR Circuit

Range/Performance

(Closed Val ve)

1. Engine is running.

2. Engine speed is below 4000rpm.

3. No DTC relating to CKP sensor.

4. EGR solenoid valve on-dut y rat io is 0%.

5. EGR valve output monitoring signal low.

1. EGR operat i on is stopped.

2. EGR valve closed position

learning operation is dis abl ed.

3. EGR position feedback is

disabled.

Circuit Description

The engine control module (ECM) monitors the EGR

valve pintle position input to ensure that the valve

responds properly to commands from the PCM, and to

detect a fault if pintle position is different

fromcommanded position.

Diagnostic Aids

Check for the following conditions:

• Excessive carbon deposit on EGR valve shaft

maycause EGR stuck open or unsmooth operation.

Those carbon deposit may occur by unusual

portoperation. Clean up carbon may make

smoothfunction of EGR valve.

• Poor connection or damaged harness −Inspect

thewiring harness for damage. If the harness

appears to be OK, observe the EGR actual position

display on the Tech 2 while moving connectors and

wiring harnesses related to EGR valve. A change in

the displa y will indic at e the loc at ion of the fault.

Diagnostic Trouble Code (DTC) P0404 (Flash Code 32) Egr Circuit Range/Perfomance (Open Valve)

Diagnostic Trouble Code (DTC) P1404 (Flash Code 32) Egr Circuit Range/Perfomance (Closed Valve)

Step Action Value (s) Yes No

1 W as the "On-Boar d Di agno stic (OBD) S ystem Chec k "

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0404 or P1404 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Sel ect "C lear DT C Inf orm ation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0404 or P1404 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check for poor/faulty connection at the EGR valve or

ECM connector. If a poor/faulty connection is found,

repair as necessary.

Was the problem found? E-60(A)

E-76

- Verify repair Go to Step 5

Step Action Value (s) Yes No

Using the DVM and check the EGR valve.

1. Ignition "Off", engine "Off".

2. Disconnec t EG R va lv e con nector .

3. Measure the resistance of EGR valve solenoid coil.

Does the tester indicate standard resistance?

EGR Valve

ƒ¶

Apporoximatel

y 8.3 Ω at 20°C

Go to Step 6

Go to Step 11

Inspect the EGR valve.

1. Remove the EGR valve from the engine.

2. Inspect the EG R v al ve whether there is any carbon

deposit on shaft.

If excessive carbon deposit is found, clean up the

EGR valve and inspect damage of the pintle and seat.

Was the problem found?

Verify repair or

Go to Step 11

Go to Step 7

Using the DVM and check the EGR valve solenoid

power supply circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the EG R va lv e connec tor .

3. Check the circuit for open circuit.

Was the DVM indicated specified value?

E-76

Batter y volta ge

Go to Step 9

Go to Step 8

8 Repair the open or short to ground circuit between the

ECM main relay and EGR valve.

Is the action complete? - Verify repair -

Step Action Value (s) Yes No

Using the DVM and check the EGR valve solenoid

signal circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnec t EG R va lv e connec tor .

4. Check the circuit for open, short to sensor ground

or short to ground circuit.

Was the problem found?

522

ƒ¶

Breaker Box

E-76

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the EGR valve connector and ECM

connector.

3. Check the circuit for open, short to sensor ground

or short to ground circuit.

Was the problem found? E-60(A)

ƒ¶

E-76

ƒ¶

22 5

Repair faulty

harness and

verify repair

Go to Step 10

Using the DVM and check the EGR valve solenoid

signal circuit.

1. Ignition "Off", engine "Off".

2. Disconnec t the EG R va lv e connec tor .

3. Check the circuit for short to battery voltage circuit.

Was the DVM indicated battery voltage?

E-76

Repair faulty

harness and

verify repair

Go to Step 11

Step Action Value (s) Yes No

11 Substitute a known good EGR valve and recheck.

Was the problem solved? - Go to Step 12 Go to Step 13

12 Replace the EGR valve.

Was the problem solved? - Verify repair Go to Step 13

13 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 14

14 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program m ing S ystem (SPS) in this m anual. Fol lowin g

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to

section 11 “Immobiliser System-ECM

replacement” for the ECM/Immobiliser linking

procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0405 (Flash Code 32)

EGR Circuit Low

RTW36EMF000501

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

32 P0405 B EG R Ci rcuit Low 1. No DTC relati ng to EGR circuit range/perf ormance.

2. EGR solenoid valve on-duty ratio is more than 40%.

3. EGR position sensor out put voltage i s below 0.3V.

No fail-safe function.

Circuit Description

The engine control module (ECM) monitors the EGR

valve pintle position input to ensure that the valve

responds properly to command from the ECM. If

current pintle position voltage indicates less than 0.3 V

the ECM will set DTC P0405.

Diagnostic Aids

Check for the following conditions:

• Poor connection or damaged harness – Inspect the

wiring harness for damage. If the harness appears to

be OK, observe the EGR actual position display on

the Tech 2 while moving connectors and wiring

harnesses related to EGR valve. A change in the

display will indicate the location of the fault.

Diagnostic Trouble Code (DTC) P0405 (Flash Code 32) Egr Circuit Low

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic (O BD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0405 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Selec t "Clear DT C Inform ation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0405 stored in this ignition cy cle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check for poor/faulty connection at the EGR valve or

ECM connector. If a poor/faulty connection is found,

repair as necessary.

Was the problem found?

E-60(A)

E-76

234

- Verify repair Go to Step 5

5 Visually check the EGR valve.

Was the problem found? - Go to Step 10 Go to Step 6

Using the DVM and check the EGR valve position

sensor.

1. Ignition "Off", engine "Off".

2. Disconnec t EG R va lv e con nector .

3. Measure the resistance of EGR valve position

sensor.

Does the tes ter in dic at e s t a ndard r es is t anc e as s ho wn

in the following table?

EGR Valve

ƒ¶ ƒ¶

EGR Valve

ƒ¶

34 2

Measurement Terminal Resi stance (Ω)

2 – 3 Approximately 1.1k Ω

3 – 4 Approximately 4.5k Ω

2 - 4 Approximately 4.7kΩ

Standard

resistance

Go to Step 7

Go to Step 10

Step Action Value (s) Yes No

Using the DVM and check the EGR valve position

sensor power supply circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the EG R va lv e connec tor .

3. Check the circuit for open or short to ground circuit.

Was the DVM indicated specified value?

E-76

Approximately

5.0V

Go to Step 9

Go to Step 8

8 Repair the o pen or short to ground c ircui t between t he

ECM and EGR valve position sensor circuit.

Was the problem solved?

E-76 4

E-60(A)

- Verify repair Go to Step 12

Step Action Value (s) Yes No

Using the DVM and check the EGR valve position

sensor signal circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnec t EG R va lv e connec tor .

4. Check the circuit for open, short to sensor ground

or short to ground circuit.

Was the problem found?

E-76

ƒ¶ ƒ¶

922

ƒ¶

Breaker Box

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the EGR valve connector and ECM

connector.

3. Check the circuit for open, short to sensor ground

or short to ground circuit.

Was the problem found?

E-76

E-60(A) 9

ƒ¶ ƒ¶

Repair faulty

harness and

verify repair

Go to Step 10

Step Action Value (s) Yes No

10 Substitute a known good EGR valve and recheck.

Was the problem solved? - Go to Step 11 Go to Step 12

11 Replace the EGR valve.

Is the action complete? - Verify repair -

12 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 13

13 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming S ys tem (SPS) in this manual. Foll owing

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to sec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0406 (Flash Code 32)

EGR Circuit High

RTW36EMF000501

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

32 P0406 B EG R Ci rcuit Hi gh 1. No DTC relati ng to EGR circuit range/perf ormance.

2. EGR solenoid valve on-duty ratio is below 40%.

3. EGR position sensor out put voltage i s more than 4. 6V.

No fail-safe function.

Circuit Description

The engine control module (ECM) monitors the EGR

valve pintle position input to ensure that the valve

responds properly to command from the ECM. If

current pintle position voltage indicates more than 4.6 V

the ECM will set DTC P0406.

Diagnostic Aids

Check for the following conditions:

• Poor connection or damaged harness – Inspect the

wiring harness for damage. If the harness appears to

be OK, observe the EGR actual position display on

the Tech 2 while moving connectors and wiring

harnesses related to EGR valve. A change in the

display will indicate the location of the fault.

Diagnostic Trouble Code (DTC) P0406 (Flash Code 32) Egr Circuit High

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic (O BD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0406 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Selec t "Clear DT C Inform ation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0406 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check for poor/faulty connection at the EGR valve or

ECM connector. If a poor/faulty connection is found,

repair as neces sary.

Was the problem found?

E-60(A)

E-76

234

- Verify repair Go to Step 5

5 Visually check the EGR valve.

Was the problem found? - Go to Step 12 Go to Step 6

Using the DVM and check the EGR valve position

sensor.

1. Ignition "Off", engine "Off".

2. Disconnec t EG R va lv e connec tor .

3. Measure the resistance of EGR valve position

sensor.

Does the tes ter in dic at e s ta ndar d r es istance as s ho wn

in the following table?

EGR Valve

ƒ¶ ƒ¶

EGR Valve

ƒ¶

34 2

Measurement Terminal Resi stance (Ω)

2 – 3 Approximately 1.1k Ω

3 – 4 Approximately 4.5k Ω

2 - 4 Approximately 4.7kΩ

Standard

resistance

Go to Step 7

Go to Step 12

Step Action Value (s) Yes No

Using the DVM and check the EGR position sensor

power supply circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the EG R va lv e connec tor .

3. Check the circuit for short to voltage circuit.

Was the DVM indicated specified value?

E-76

pproximately

5.0V

Go to Step 9

Go to Step 8

8 Repair the short to voltage circuit between the ECM

and EGR valve.

Was the problem solved?

E-76 4

E-60(A)

- Verify repair Go to Step 14

9 Using the DVM and check the EGR position sensor

signal circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the EG R va lv e connec tor .

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-76

Less than 1V

Go to Step 10

Repair faulty

harness and

verify repair

Step Action Value (s) Yes No

Using the DVM and check the EGR position sensor

ground circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the EG R va lv e connec tor .

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-76

Less than 1V

Go to Step 11

Repair faulty

harness and

verify repair

Using the DVM and check the EGR position sensor

ground circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnec t the EG R va lv e connec tor .

4. Check the circuit for open circuit.

Was the problem found?

Breaker Box

E-76

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the EGR valve connector and ECM

connector.

3. Check the circuit for open circuit.

Was the problem found? E-60(A)

E-76

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 12

12 Substitute a known good EGR valve and recheck.

Was the problem solved? - Go to Step 13 Go to Step 14

Step Action Value (s) Yes No

13 Replace the EGR valve.

Is the action complete? - Verify repair -

14 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 15

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming S ys tem (SPS) in this manual. Fo llowing

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to sec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0444 Evap Purge Solenoid

Valve Circuit Low Voltage

Diagnostic Trouble Code (DTC) P0445 Evap Purge Solenoid

Valve Circuit High Voltage

RTW36EMF000601

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P0444 A EVAP Purge Solenoid

Valve Circuit Low

Voltage

1. No DTC relating to CKP sensor and system voltage.

2. Engine speed is below 4000rpm.

3. Purge solenoid valve on-duty ratio is below 48%.

4. Purge solenoid valve output monitoring signal low.

No fail-safe function.

−

P0445 A EVAP Purge Solenoid

Valve Circ uit Hi gh

Voltage

1. No DTC relating to CKP sensor and system voltage.

2. Engine speed is below 4000rpm.

3. Purge solenoid valve on-duty ratio is more than 50%.

4. Purge solenoid valve output monitoring si gnal hi gh.

No fail-safe function.

Circuit Description

The canister purge solenoid valve is controlled by the

Engine Train Control Module (ECM).

At an appropriate time, the EVAP canister purge

solenoid is “ON," allowing engine vacuum to draw a

small vacuum on the entire evaporative emissions

system.

Diagnostic Aids

An intermittent may be caused by the following:

• Poor connections.

• Mis routed harness.

• Rubbed through wire insulation.

• Broken wire inside the insulation.

Check for the following conditions:

• Poor connection at ECM-Inspect harness connectors

for backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-Inspect the wiring harness for

damage. If the harness appears to be OK, observe

the EVAP purge solenoid display on the Tech 2 while

moving connectors and wiring harnesses related to

the sensor.

A change in the display will indicate the location of

the fault. If DTC P0444 or P0445 cannot be

duplicated, the information included in the Failure

Records data can be us ef ul in determined vehicl e

mileage since the DTC was last set.

If it is determined that the DTC occurs intermittently,

performing the DTC P0444 or P0445 Diagnostic

Chart may isolate the cause of the fault.

Diagnostic Trouble Code (DTC) P0444 Evap Purge Solenoid Valve Circuit Low Voltage

Diagnostic Trouble Code (DTC) P0445 Evap Purge Solenoid Valve Circuit High Voltage

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic (OBD) System Chec k"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0444 or P0445 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DT C Inform ation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0444 or P0445 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check for poor/f aulty connec tion at the pur ge soleno id

valve or ECM conn ector. If a poor /faulty co nnection is

found, repair as necessary.

Was the problem found?

E-61(B)

E-66

- Verify repair Go to Step 5

Step Action Value (s) Yes No

Using the DVM and check the purge solenoid valve.

1. Ignition "Off", engine "Off".

2. Disconnec t pur g e sol eno id va lv e conn ector .

3. Measure the resistance of purge solenoid valve

coil.

Does the tester indicate standard resistance?

25 - 30Ω at

20°C

Go to Step 6

Go to Step 9

Using the DVM and check the purge solenoid valve

power supply circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the pur g e solenoid valve con nec tor.

3. Check the circuit for open circuit.

Was the DVM indicated specified value?

E-66

Battery voltage

Go to Step 8

Go to Step 7

7 Repair the o pen or short to ground c ircui t between t he

"Engine" fuse (15A) and purge solenoid valve.

Is the action complete? - Verify repair -

Step Action Value (s) Yes No

Using the DVM and check the purge solenoid valve

solenoid sig nal circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnec t the pur g e solenoid valve con nec tor.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

Breaker Box E-66

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnec t the purge s o le n oid valve c onn ec tor a nd

ECM connector.

3. Check the circuit for open or short to ground circuit.

Was the problem found?

E-61(B)

E-66

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 9

Step Action Value (s) Yes No

Using the DVM and check the purge solenoid valve

signal circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the pur g e solenoid valve con nec tor.

3. Check the circuit for short to battery voltage circuit.

Was the DVM indicated battery voltage?

E-66

Repair faulty

harness and

verify repair

Go to Step 10

10 Substitute a known good purge solenoid valve and

recheck.

Was the problem solved? - Go to Step 11 Go to Step 12

11 Replace the purge solenoid valve.

Was the problem solved? - Verify repair Go to Step 12

12 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 13

13 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming S ys tem (SPS) in this manual. Fo llowing

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to sec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0500 (Flash Code 24) Vehicle

Speed Sensor (VSS) Circuit Range/Performance

RTW36EMF000601

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fai l -Safe (Back Up)

24 P0500 B Vehicle Speed Sensor

Circuit

Range/Performance

1. Engine speed is below 5000rpm.

2. Under fuel cut operati on.

3. Vehicle speed sensor output is below 1km/h.

Above conditions are m et for 4 seconds.

The ECM use 10km/h condition as

substitute.

Circuit Description

The vehicle speed sensor has a magnet rotated by the

transmission output shaft. Attached to the sensor is a

hall effect circuit the interacts with the magnetic field

treated by the rotating magnet. A 12-volt operating

supply for the speed sensor hall circuit is supplied from

the meter fuse. The VSS pulses to ground the 9-volt

signal sent from the Engine Control Module (ECM) on

the reference circuit. The ECM interprets vehicle speed

by the number of pulses to ground per second on the

reference circuit.

Diagnostic Aids

An intermittent may be caused by a poor connection,

rubbed–through wire insulation or a wire broken inside

the insulation. Chec k for:

• Poor connection — Inspect the ECM harness and

connectors for improper mating, broken locks,

improperly formed or damaged terminals, and poor

terminal-to-wire connection.

• Damaged harness — Inspect the wiring harness for

damage.

Diagnostic Trouble Code (DTC) P0500 (Flash Code 24) Vehicle Speed Sensor (VSS)

Circuit Range/Performance

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed?

- Go to Step 2

Go to On Board

Diagnostic

(OBD) System

Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0500 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0500 stored in this ignition cy cle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check any accessory parts which may cause electric

interference or magnetic interference.

Was the problem found? -

Remove the

accessory parts

and verify repair Go to Step 5

5 Perform test drive and check the speed meter.

Does the speed meter indicate correct vehicle speed. - Go to Step 6 Go to Step 7

6 Perform test drive and use the Tech 2.

Monitor the "Vehicle Speed" in the data display.

Does the Tech 2 indicate correct vehicle speed as

same as the speed meter indication in the instrument

panel? - Go to Step 25 Go to Step 8

Step Action Value (s) Yes No

7 Check f or poor/fault y connection at the VSS and meter

connectors. If a poor/faulty connection is found, repair

the faulty terminal.

Was the problem found?

B-24

E-44 109

27 28

- Verify repair Go to Step 9

8 Check for poor/faulty connection at the immobiliser

control u nit (if equ ipped) , ECM and other con nector s. I f

a poor/faulty connection is found, repair the faulty

terminal.

Was the problem found?

B-68

E-61(B)

- Verify repair Go to Step 10

9 Remove the VSS from the housing case and visually

check.

Was the problem found? - Go to Step 23 Go to Step 10

Step Action Value (s) Yes No

Using the DVM and check the VSS signal.

1. Ignition "On", vehicle "Run (lift up)".

2. Measure the VSS output voltage at sensor, meter,

immobiliser control unit (if equipped) and ECM.

Does the tester indicate specified value?

Measurement Position V ol t age (V)

(AC Range) If No Good

VSS terminal 3 & GND Go to

Step 11

Meter B24 connec tor 9 & GND Go to

Step 15

Meter B24 connec tor 10 & GND Go to

Step 17

Immobiliser control unit B68

connect or 6 & GND

Approximately

6.0 V at 20km/h

Go to

Step 18

Immobiliser control unit B68

connect or 8 & GND Go to

Step 20

ECM B61 connec t or 32 & GND

Approximately

4.0 V at 20km/h Go to

Step 21

If a oscilloscope is available, monitor the VSS signal.

Does the oscilloscope indicate correct wave form?

Vehicl e S peed Sensor Reference Wave Form

Measurement Scale: 5V /div 50m s/div

Measurement Condi tion: Vehicle speed 20km/h

Measurement Terminal: A t Vehicle Speed Sensor

Vehicl e S peed Sensor Reference Wave Form

Measurement Scale: 5V /div 50m s/div

Measurement Condi tion: Vehicle speed 20km/h

Measurement Terminal: At Engine Control Module

Refer to

Diagnostic Ai ds

and Go to Step

Refer the table

Step Action Value (s) Yes No

Using the DVM and check the VSS power supply

circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the V SS co nne c tor.

3. Check the circuit for open or short to ground circuit.

Was the DVM indicated specified value?

E-44

Battery

voltage

Go to Step 13

Go to Step 12

12 Repair the open circuit between the VSS and meter

fuse.

Is the action complete? - Verify repair -

Using the DVM and check the VSS ground circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the V SS co nne c tor.

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-44

Less than 1V Go to Step 14

Repair faulty

harness and

verify repair

Using the DVM and check the VSS ground circuit.

1. Ignition "Off", engine "Off".

2. Disconnec t the V SS co nne c tor.

3. Check the circuit for open circuit.

Was the problem found? E-44

ƒ¶

Repair faulty

harness and

verify repair Go to Step 23

Step Action Value (s) Yes No

Using the DVM and check the VSS signal circuit.

1. Ignition "On", engine "Off".

2. Disconnect the VSS connector and meter

connector.

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

E-44 3B-24

Less than 1V

Go to Step 16

Repair faulty

harness and

verify repair

Using the DVM and check the VSS signal circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the VSS connector and meter

connector.

3. Check the c ircuit for open or s hort to groun d circuit.

If a open or short to ground circuit is found, repair

the fault y harnes s and verify repair.

Is the action complete?

E-44 3

ƒ¶

B-24 9

ƒ¶

Veri fy repair

17 Replace the speed meter.

Is the action complete? - Verify repair -

Using the DVM and check the VSS signal circuit.

1. Ignition "On", engine "Off".

2. Disconnect the meter connector and immobiliser

control unit connector (if equipped).

3. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

B-24 B-68

V V

Less than 1V

Go to Step 19

Repair faulty

harness and

verify repair

Step Action Value (s) Yes No

Using the DVM and check the VSS signal circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the meter connector and immobiliser

control unit connector (if equipped).

3. Check the circuit for open or short to ground circuit.

If a open or short to ground circuit is found, repair the

fault y harness and ver ify repair.

Is the action complete?

B-24 B-68

ƒ¶ ƒ¶

Veri fy repair

20 Replace the immobiliser control unit (if equipped).

Is the action complete? - Verify repair -

Using the DVM and check the VSS signal circuit.

1. Ignition "Off", engine "Off".

2. Disconnect th e immobilis er control uni t connector (if

equipped) and ECM connector.

3. Ignition "On".

4. Check the circuit for short to power supply circuit.

Was the DVM indicated specified value?

B-68

E-61(B)

Less than 1V

Go to Step 22

Repair faulty

harness and

verify repair

Step Action Value (s) Yes No

Using the DVM and check the VSS signal circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect th e immobilis er control uni t connector (if

equipped).

4. Check the circuit for open or shot to ground circuit.

Was the problem found?

Breaker Box

ƒ¶

B-68

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect th e immobilis er control uni t connector (if

equipped) and ECM connector.

3. Check the circuit for open or short to ground circuit.

Was the problem found?

E-61(B)

B-68

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 25

23 Substitute a known good VSS and recheck.

Was the problem solved? - Go to Step 24 Go to Step 25

24 Replace the VSS.

Was the problem solved? - Verify repair Go to Step 25

25 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Veri fy repair Go to step 26

26 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be l inked to the ECM. Ref er to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0562 (Flash Code 66) System

Voltage Low

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

66 P0562 D Syst em Voltage Low Battery voltage is below 6V for more than 20 seconds. No fail -safe function.

Circuit Description

The engine control module (ECM) monitors the system

voltage on the ignition feed terminals to the ECM. A

system voltage DTC will set whenever the voltage is

above a calibr at ed value.

Diagnostic Aids

If the DTC sets when an accessory is operated, check

for a poor connection or defective accessory.

Diagnostic Trouble Code (DTC) P0562 (Flash Code 66) System Voltage Low

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic (O BD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0562 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Selec t "Clear DT C Infor mation " with the T ech2 a nd

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0562 stored in this ignition cy cle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Ignition Voltage" in the data display.

3. Load the electrical system by turning on the

headlights , etc ..

Does the Tech 2 indicate enough ignition voltage? 10 - 14V Go to Step 6 Go to Step 5

5 Using the DVM and check the battery voltage at the

battery terminal.

Does the tester indicate enough battery voltage? 10 - 14V Go to Step 6

Check the

charging system,

charge or replace

the battery

Step Action Value (s) Yes No

6 Check for poor/faulty connection at the ECM

connector. If a poor/faulty connection is found, repair

as necessary.

Was the problem found? E-60(A)37 33 7

28 84

E-61(B)

37 33

36 34 6

- Verify repair Go to Step 7

7 Check for poor/faulty connection of the ECM ground

at the common chamber right and left. If a poor/faulty

connection is found, repair as necessary.

Was the problem found?

E-72/E-73/E-74

- Verify repair Go to Step 8

8 Using the DVM and check the ECM ground circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Check the circuit for open circuit.

Was the problem found?

7Breaker Box 4637338

ƒ¶ ƒ¶ƒ¶ƒ¶

ƒ¶

Step Action Value (s) Yes No

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnec t the EC M conn e c tor.

3. Check the circuit for open circuit.

Was the problem found?

E-60(A)

ƒ¶ ƒ¶ ƒ¶ ƒ¶ ƒ¶

37 33 8 7

E-61(B)

ƒ¶

Repair faulty

harness and

verify repai r

Go to Step 9

9 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 10

10 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming S ys tem (SPS) in this manual. Fo llowing

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to sec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0563 (Flash Code 66)

System Voltage High

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

66 P0563 A Sys tem Voltage High Batt ery volt age is above 16V f or more than 20 seconds. No fail-safe functi on.

Circuit Description

The engine control module (ECM) monitors the system

voltage on the ignition feed terminals to the ECM. A

system voltage DTC will set whenever the voltage is

above a calibr at ed va lue .

Diagnostic Aids

If the DTC sets when an accessory is operated, check

for a poor connection or defective accessory.

Diagnostic Trouble Code (DTC) P0563 (Flash Code 66) System Voltage High

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed?

- Go to Step 2

Go to On Boar

Diagnostic

(OBD) System

Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0563 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed This

Ignition" in "F 2: DT C Information"

Was the DTC P0563 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step

4 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Ignition Voltage" in the data display.

3. Load the electrical system by turning on the

headlights , etc ..

Does the Tech 2 indicate correct ignition voltage? 10 - 14V Go to Step 5

Check the

charging

system and Go

to Step 5

5 Is the battery jamp start cable incorrectly connecting? - Verify

procedure Go to Step 6

6 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using the

"SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 7

7 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM progr amming, the im mobiliser system ( if equipped)

must be linked to the ECM. Refer to section 11

“Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0601 (Flash Code 51) Engine

Control Module (ECM) Memory Checksum

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

51 P0601 A Control Module

Memory Check sum ECM memory area error. Engine control disabl ed.

Circuit Description

The engine control module (ECM) used in this vehicle

utilizes an electrically erasable programmable read-only

memory (EEPROM). The EEPROM contains program

information and the calibrations required for engine,

transmission, and engine diagnostics operation.

Unlike the PROM used in past applications, the

EEPROM is not replaceable.

Diagnostic Aids

• DTC P0601 indicates that the contents of the

EEPROM have changed since the ECM was

programmed. The only possible repair is ECM

replacement.

Diagnostic Trouble Code (DTC) P0601 (Flash Code 51) Engine Control Module (ECM) Memory Checksum

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic (OBD) System Chec k"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0601 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DT C Inform ation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P0601 stored in this ignition cycle? - Go to Step 4 Refer to

Diagnostic Ai ds

4 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 5

5 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming S ys tem ( SPS) in this m anual. Foll owing

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to sec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P0602 Programming Error

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

51 P0602 - Programming Error ECM memory area error. Engine control disabled.

Circuit Description

The engine control module (ECM) used in this vehicle

utilizes an electrically erasable programmable read-only

memory (EEPROM). The EEPROM contains program

information and the calibrations required for engine,

transmission, and engine diagnostics operation.

Unlike the PROM used in past applications, the

EEPROM is not replaceable.

Diagnostic Aids

Check for following conditions.

• When reprogramming operation is stopped under

Service Programming System (SPS), DTC P0602

will be set.

• When non programmed ECM (service ECM) is used

without Ser vice Pr ogr am ming System (SPS), DTC

P0602 will be set.

Diagnostic Trouble Code (DTC) P0602 Programming Error

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic (O BD) System Chec k"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P0602 stored as "Present Failure"? - Go to Step 3 Refer to

Diagnostic Ai ds

3 Download the latest software to the ECM. "SPS

(Service Programming Sy stem) is neces sa ry."

Is the action complete? - Verify repair -

Diagnostic Trouble Code (DTC) P1508 (Flash Code 22)

Idle Air Control System Low/ Closed

Diagnostic Trouble Code (DTC) P1509 (Flash Code 22)

Idle Air Con trol S ystem High/Open

RTW36EMF000201

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

P1508 B Idl e Air Control System

Low/Closed 1. No DTC relating to MAF sensor, IAT sensor, ECT sensor,

TPS, CMP sensor, CKP sensor, VSS and system voltage.

2. Engine speed is between 675rpm and 6000rpm.

3. Engine coolant temperat ure is more than 75°C.

4. Intake air temperature is between -10°C and 80°C.

5. Vehicle is stopping.

6. Small amount of intake air through the idle air control

valve. (Idle ai r control valve is sticking at close position.)

Above conditions are met for 2 seconds.

P1509 B Idl e Air Control System

High/Open 1. No DTC relating to MAF sensor, IAT sensor, ECT sensor,

TPS, CMP sensor, CKP sensor, VSS and system voltage.

2. Engine speed is between 675rpm and 6000rpm.

3. Engine coolant temperat ure more than 75°C.

4. Intake air temperature is between -10°C and 80°C.

5. Vehicle is stopping.

6. Large amount of intake air through the idle air control

valve. (Idle ai r cont rol valve is st icki ng at open position. )

Above conditions are met for 2 seconds.

Fuel cut is operated at high idle

speed.

Circuit Description

The engine control module (ECM) controls engine idle

speed by adjusting the position of the idle air control

(IAC) motor pintle. The IAC is a bi-directional stepper

motor driven by two coils. The ECM applies current to

the IAC coils in steps (counts) to extend the IAC pintle

into a passage in the throttle body to decrease air flow.

The ECM reverses the current to retract the pintle,

increasing air flow. This method allows highly accurate

control of idle speed and quick response to changes in

engine load. If the ECM detects a condition where too

low of an idle speed is present and the ECM is unable

to adjust idle speed by increasing the IAC counts, DTC

P1508 or P1509 will set, indicating a problem with the

idle control system.

Diagnostic Aids

Check for the following conditions:

• Poor connection at ECM or IAC motor – Inspect

harness connectors for backed-out terminals,

improper mating, broken locks, improperly formed or

damaged terminals, and poor terminal-to-wire

connection.

• Damaged harness – Inspect the wiring for damage.

• Restricted air intake system – Check for a possible

collapsed air intake duct, restricted air filter element,

or foreign objects blocking the air intake system.

Diagnostic Trouble Code (DTC) P1508 (Flash Code 22) Idle Air Control System Low/Closed

Diagnostic Trouble Code (DTC) P1509 (Flash Code 22) Idle Air Control System High/Open

Step Action Value (s) Yes No

1 W as the "On- Board Diagno stic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P1508 or P1509 stored as "Present

Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Inform ation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P1508 or P1509 stored in this ignition

cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

Step Action Value (s) Yes No

4 Check for the following conditions.

• Objects blocking the Idle Air Control (IAC) Valve.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair Go to Step 5

5 Check for poor/faulty connection at the IAC Valve or

ECM connector.

If a poor/faulty connection is found, repair the faulty

terminal.

Was the problem found?

E-61(B) 13

E-70

456

- Verify repair Go to Step 6

6 Remove the IAC Valve and visually check.

Was the problem found? - Go to Step 12 Go to Step 7

Step Action Value (s) Yes No

Using the DVM and check the IAC Valve coil at IAC

Valve.

1. Ignition "Off", engine "Off".

2. Disconnec t the IAC Val ve c onnec t or .

3. Check the coil resistance.

Does the tes ter i nd icate s ta ndar d r es istance as s ho wn

in the following table?

IAC Valve

ƒ¶ƒ¶

ƒ¶ ƒ¶

Measurement Terminal Resi stance (Ω)

1 - 2 Approximately 50Ω

2 - 3 Approxim ately 50Ω

1 – 3 Approximately 100Ω

4 - 5 Approximately 50Ω

5 - 6 Approximately 50Ω

4 - 6 Approxim ately 100Ω

Go to Step 8

Go to Step 12

Using the DVM and check the IAC Valve power

supply circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the IAC Valve connector and ECM

main relay

3. Check the circuit for open circuit.

Was the problem found?

X-13 E-70

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 9

Step Action Value (s) Yes No

Using the DVM and check the IAC Valve circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type B. (ECM

connection)

3. Using the Tech 2, ignition "On" and engine "Off".

4. Select the "Miscellaneous Test" and perform the

"IAC Control" in the "IAC System".

5. Operate the Tech 2 in accrodance with procedure.

Does the DVM indicate correct characteristic as

shown in the following table, when the IAC Valve is

operating step by step?

53 54

Breaker Box 5756

V V V V

Measurement Point IACV steps at

0, 20, 40, c

160 IACV steps at

10, 30, 50, c

150

Coil A High (Breaker Box 53 & GND) Less than 1V Battery voltage

Coil A Low (Breaker Box 56 & GND) Battery voltage Less than 1V

Coil B High (Breaker Box 54 & GND) Less than 1V Battery voltage

Coil B Low (Breaker Box 57 & GND) Battery voltage Less than 1V

Breaker box is not available:

1. Using the Tech 2, ignition "On" and engine "Off".

2. Select the "Miscellaneous Test" and perform the

"IAC Control" in the "IAC System".

3. Operate the T ech 2 in acc ordanc e with pr oc ed ur e.

Does the DVM indicate correct characteristic as

shown in the following table, when the IAC Valve is

operating step by step?

E-61(B)

V V V V

16 14

Measurement Point IACV steps at

0, 20, 40, c

160 IACV steps at

10, 30, 50, c

150

Coil A High (ECM E61 conn ector 13 & GND) Less than 1V Battery voltage

Coil A Low (ECM E61 connector 16 & GND) Battery voltage Less than 1V

Coil B High (ECM E61 connector 14 & GND) Less than 1V Battery voltage

Coil B Low (ECM E61 connector 17 & GND) Battery voltage Less than 1V

- Go to Step 14

Fixed at less than

1V: Go to Step

Fixed at battery

voltage: Go to

Step 11

Step Action Value (s) Yes No

Using the DVM and check the IAC Valve circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnec t the IAC Val ve c onnec t or .

4. Check the circuit for open or short to ground circuit.

Was the problem found?

53 54

Breaker Box 5756

E-70

ƒ¶

ƒ¶ ƒ¶ ƒ¶ 1

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnec t the IAC Val ve c onnec t or .

3. Check the circuit for open or short to ground circuit.

Was the problem found?

E-61(B)

E-70

ƒ¶

ƒ¶ƒ¶ƒ¶

Repair faulty

harness and

verify repair Go to Step 14

Step Action Value (s) Yes No

Using the DVM and check the IAC Valve circuit.

1. Ignition "On", engine "Off".

2. Disconnec t the IAC Val ve c onnector.

3. Check the circuit for short to power supply circuit.

Was the DVM indicate voltage?

E-70

V V V V

436

Repair faulty

harness and

verify repair

Go to Step 14

12 Substitute a known good IAC Valve and recheck.

Was the problem solved? - Go to Step 13 Go to Step 14

13 Replace the IAC Valve.

Was the problem solved? - Verify repair Go to Step 14

14 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 15

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming System (SPS) i n this m anual. Follow ing

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. R efer to sec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repai r -

Diagnostic Trouble Code (DTC) P1601 (Flash Code 65) Can Bus Off

RTW36EMF000601

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

65 P1601 D CAN BUS Off CAN B US off conditi on is detect ed consecutively. Torque reduction control is disable.

Circuit Description

The engine control system in 6VE1 uses high speed

CAN bus system. The individual CAN bus systems are

connected via two interfaces and can exchange

information and data. This allows control modules that

are connected to different CAN bus systems to

communicate. Engine control modules (ECM) in the

vehicle that require cont inuous, rapid communication

are connected to the high speed CAN bus. The engine

is continuously notified of the current engine load

status. Since the ECM has to react immediately to load

status changes, rapid communication is required

between the ECM and the automatic transmission

control module. The high speed CAN bus in the 6VE1

is designed as a two-wire CAN bus (twisted pair). The

wires are shielded and twisted. The engine rate is 500K

band.

Diagnostic Aids

• Inspect the wiring for poor electrical connection at

the ECM. Look for possible bent, backed out,

deformed or damaged terminals. Check for weak

terminal tension as well. Also check for a chafed wire

that could short to bare metal or other wiring. Inspect

for a broken wire inside the insulation.

• When diagnosing for a possible intermittent short or

open condition, move the wiring harness while

observing test equipment for a change.

• Inspect the wiring for EMI (Erectro-M agnetic

Interference). Check that all wires are properly

routed away from coil, and generator. Also check for

improperly installed electrical options. When this test

is performed, turn “OFF" on electronic autoparts

switches to improperly for a noise preventing.

Diagnostic Trouble Code (DTC) P1601 (Flash Code 65) CAN Bus Off

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic (O BD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P1601 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Selec t "Clear DT C Inform ation" with the T ech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P1601 stored in this ignition cy cle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check any accessory parts which may cause electric

interference.

Was the problem found? -

Remove the

accessory parts

and verify repair Go to Step 5

5 1. Using the Tech 2, ignition "On" and engine "Off".

2. Select "AW30-40LE" in the system selection menu

"Powertrain".

3. Select "Read DTC Info Ordered By Priority" in the

"Diagnositic Trouble Code".

Was the any DTC's P**** or U**** stored in this

ignition cycle? -

Refer to

"Automatic

Transmission

Workshop

Manual" & Go to

DTC Chart P****

or U**** Go to Step 6

Step Action Value (s) Yes No

6 Check for poor/faulty connection at the TCM or ECM

connector. If a poor/faulty connection is found, repair

as necessary.

Was the problem found? E-60(A) 11

C- 94

- Verify repair Go to Step 7

Using the DVM and check the CAN BUS high circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the TCM connector.

3. Ignition "On".

4. Check the circuit for short to power supply circuit.

Was the problem found?

C- 94

Repair faulty

harness and

verify repair

Go to Step 8

Using the DVM and check the CAN BUS low circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the TCM connector.

3. Ignition "On".

4. Check the circuit for short to power supply circuit.

Was the problem found?

C- 94

Repair faulty

harness and

verify repair

Go to Step 9

Step Action Value (s) Yes No

Using the DVM and check the ECM CAN BUS circuit.

1. Ignition "Off", engine "Off".

2. Disconnect TCM connector.

3. Measure the r es istanc e of ECM CAN BUS circui t.

Does the tester indicate standard resistance?

C-94

ƒ¶

pproximately

120Ω

Go to Step 14

Close to 0Ω:

Go to Step 10

No resistance:

Go to Step 11

10 Repair the open circuit between the ECM CAN BUS

high and low circuit.

Was the problem solved?

E-60(A)

C-94

- Verify repair Go to Step 15

Step Action Value (s) Yes No

Using the DVM and check the CAN BUS high circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the TCM connector.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

Breaker Box C- 94

ƒ¶

ƒ¶ 17

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the TCM connector and ECM

connector.

3. Check the circuit for open or short to ground circuit.

Was the problem found? E-60(A)

C- 94

ƒ¶

Repair faulty

harness and

verify repair Go to Step 12

Step Action Value (s) Yes No

12 Using the DVM and check the CAN BUS low circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the TCM connector.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

Breaker Box C- 94

ƒ¶

ƒ¶ 7

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the TCM connector and ECM

connector.

3. Check the circuit for open or short to ground circuit.

Was the problem found? E-60(A)

C- 94

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 13

Step Action Value (s) Yes No

13 Is the ECM or TCM programmed with the latest

software rele ase?

If not, download the latest software to the ECM or

TCM using the "SPS (Service Programming

System)".

Was the problem solved? - Verify repair Go to Step 14

14 Replace the TCM.

Was the problem solved?

IMPORTANT: The replacement TCM must be

programmed. "SPS (Service Programming System)

and is necessary." - Verify rep air Go to step 15

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming System (SPS) in t his manual. F ollowin g

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Ref er to s ect io n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) U2104 (Flash Code 67) Can Bus

Reset Counter Over-Run

RTW36EMF000601

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

67 U2104 D CAN BUS Reset

Counter Overrun 1. No DTC CAN BUS Off.

2. CAN valid counter does not change for 2 seconds . Torque reducti on cont rol is disable.

Circuit Description

The engine control system in 6VE1 uses high speed

CAN bus system. The individual CAN bus systems are

connected via two interfaces and can exchange

information and data. This allows control modules that

are connected to different CAN bus systems to

communicate. Engine control modules (ECM) in the

vehicle that require continuous, rapid communication

are connected to the high speed CAN bus. The engine

is continuously notified of the current engine load

status. Since the ECM has to react immediately to load

status changes, rapid communication is required

between the ECM and the automatic transmission

control module. The high speed CAN bus in the 6VE1

is designed as a two-wire CAN bus (twisted pair). The

wires are shielded and twisted. The engine rate is 500K

band.

Diagnostic Aids

• Inspect the wiring for poor electrical connection at

the ECM. Look for possible bent, backed out,

deformed or damaged terminals. Check for weak

terminal tension as well. Also check for a chafed wire

that could short to bare metal or other wiring. Inspect

for a broken wire inside the insulation.

• When diagnosing for a possible intermittent short or

open condition, move the wiring harness while

observing test equipment for a change.

• Inspect the wiring for EMI (Erectro-Magnetic

Interference). Check that all wires are properly

routed away from coil, and generator. Also check for

improperly installed electrical options. When this test

is performed, turn “OFF" on electronic auto parts

switches to improperly for a noise preventing.

Diagnostic Trouble Code (DTC) U2104 (Flash Code 67) CAN Bus Reset Counter Over-Run

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic (O BD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC U2104 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Selec t "Clear DT C Infor mation " with the T ech2 a nd

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC U2104 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 1. Using the Tech 2, ignition "On" and engine "Off".

2. Select "AW30-40LE" in the system selection menu

"Powertrain".

3. Select "Read DTC Info Ordered By Priority" in the

"Diagnositic Trouble Code".

Was the any DTC's P**** or U**** stored in this

ignition cycle? -

Refer to

"Automatic

Transmission

Workshop

Manual" & Go to

DTC Chart P****

or U**** Go to Step 5

5 Check any accessory parts which may cause electric

interference.

Was the problem found? -

Remove the

accessory parts

and verify repair Go to Step 6

Step Action Value (s) Yes No

6 Check for poor/faulty connection at the TCM or ECM

connector. If a poor/faulty connection is found, repair

as necessary.

Was the problem found? E-60(A) 11

C- 94

- Verify repair Go to Step 7

Using the DVM and check the CAN BUS high circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the TCM connector.

3. Ignition "On".

4. Check the circuit for short to power supply circuit.

Was the problem found?

C- 94

Repair faulty

harness and

verify repair

Go to Step 8

Using the DVM and check the CAN BUS low circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the TCM connector.

3. Ignition "On".

4. Check the circuit for short to power supply circuit.

Was the problem found?

C- 94

Repair faulty

harness and

verify repair

Go to Step 9

Step Action Value (s) Yes No

Using the DVM and check the ECM CAN BUS circuit.

1. Ignition "Off", engine "Off".

2. Disconnect TCM connector.

3. Measure the r es ist ance of ECM CAN BUS circui t.

Does the tester indicate standard resistance?

C-94

ƒ¶

pproximately

120Ω

Go to Step 14

Close to 0Ω: Go

to Step 10

No resistance:

Go to Step 11

10 Repair the open circuit between the ECM CAN BUS

high and low circuit.

Was the problem solved?

E-60(A)

C-94

- Verify repair Go to Step 15

Step Action Value (s) Yes No

Using the DVM and check the CAN BUS high circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the TCM connector.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

Break e r Box C-94

ƒ¶

ƒ¶ 17

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the TCM connector and ECM

connector.

3. Check the circuit for open or short to ground circuit.

Was the problem found? E-60(A)

C- 94

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 12

Step Action Value (s) Yes No

Using the DVM and check the CAN BUS low circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnect the TCM connector.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

Break er Box C- 94

ƒ¶

ƒ¶ 7

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the TCM connector and ECM

connector.

3. Check the circuit for open or short to ground circuit.

Was the problem found? E-60(A)

C- 94

ƒ¶

Repair faulty

harness and

verify repair

Go to Step 13

Step Action Value (s) Yes No

13 Is the ECM or TCM programmed with the latest

software release?

If not, download the latest software to the ECM or

TCM using the "SPS (Service Programming

System)".

Was the problem solved? - Verify repair Go to step 14

14 Replace the TCM.

Was the problem solved?

IMPORTANT: The replacement TCM must be

programmed. "SPS (Service Programming System)

and is necessary." - Verify repair Go to Step 15

15 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this m anual. Following

ECM programming, the immobiliser system (if

equipped) must be l inked to the ECM. Ref er to s ec ti o n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Veri fy repair -

Diagnostic Trouble Code (DTC) P1626 Immobiliser No Signal

RTW36EMF000601

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

67 P1626 - Immobiliser No Signal No res ponse from immobiliser control unit. 1. Engine does not start.

2. Check engine lamp flash.

Circuit Description

The Engine Control Module (ECM) decides whether

that is an abnom ality in the imm obilis er contro l s ystem.

DTC P1626 is recorded by the ECM when no response

from immobliser.

Diagnostic Aids

Check for the following conditions:

• Poor connection at Engine Control Module (ECM)

and immobiliser inspect harness connectors for

backed out terminals, improper mating, broken

lock s, improperl y for med or dam aged terminals, and

poor terminal to wire connection.

• Damaged harness-inspect the wiring harness for

damage, if the harness appears to be OK,

disconnect the ECM and immobiliser, turn the

ignition "ON" and observe a voltmeter connected to

the suspect driver circuit at the ECM and

immobiliser harness connector while moving

connectors and wiring harnesses relates to the

Check Engine Lamp (MIL). A change in voltage will

indicate the location of the fault.

Diagnostic Trouble Code (DTC) P1626 Immobiliser No Signal

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic (O BD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P1626 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Selec t "Clear DT C Infor mation " with the T ech2 a nd

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P1626 stored in this ignition cy cle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 Check any accessory parts which may cause electric

interference.

Was the problem found? -

Remove the

accessory parts

and verify repair Go to Step 5

5 1. Using the Tech 2, ignition "On" and engine "Off".

2. Select "Immobiliser" in the system selection menu

"Body".

3. Select "Read DTC Info Ordered By Priority" in the

"Diagnositic Trouble Code".

Was the any DTC's B**** stored in this ignition cycle? -

Refer to

"Immobiliser

Workshop

Manual" & Go to

DTC Chart B**** Go to Step 6

6 Check for poor/faulty connection at the immobiliser

control unit connector or ECM connector. If a

poor/faulty connection is found, repair as necessary.

Was the problem found?

E-61(B)

B-68

32 18

- Verify repair Go to Step 7

Step Action Value (s) Yes No

Using the DVM and check the "CHECK ENGINE"

lamp circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the meter connector and immobiliser

control un it connec tor .

3. Ignition "On".

4. Check the circuit for short to power supply circuit.

Was the problem found?

B-68 7

Repair faulty

harness and

verify repai r

Go to Step 8

Using the DVM and check the "CHECK ENGINE"

lamp circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnec t the im mobiliser contr ol un it con nec tor.

4. Check the circuit for open or short to ground circuit.

Was the problem found?

Breaker Box

ƒ¶

B-68

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the immobiliser control unit connector

and ECM connec tor.

3. Check the circuit for open or short to ground circuit.

Was the problem found?

E-61(B)

B-68

ƒ¶

Repair faulty

harness and

verify repai r

Go to Step 9

Step Action Value (s) Yes No

Using the DVM and check the VSS signal circuit.

1. Ignition "Off", engine "Off".

2. Disconnect the immobiliser control unit connector

and ECM connec tor.

3. Ignition "On".

4. Check the circuit for short to power supply circuit.

Was the problem found?

B-68 8

Repair faulty

harness and

verify repair

Go to Step 10

Using the DVM and check the VSS signal circuit.

Breaker box is available:

1. Ignition "Off", engine "Off".

2. Install the breaker box as type A (ECM

disconnected).

Refer to 6E-91 page.

3. Disconnec t the im mobiliser c ontr ol un it con nec tor .

4. Check the circuit for open or shot to ground circuit.

Was the problem found?

Breaker Box

ƒ¶

B-68

ƒ¶

Breaker box is not available:

1. Ignition "Off", engine "Off".

2. Disconnect the immobiliser control unit connector

and ECM connec tor.

3. Check the circuit for open or short to ground circuit.

Was the problem found?

B-68 8

E-61(B)

ƒ¶

Repair faulty

harness and

verify repair

Go to Srtep 11

Step Action Value (s) Yes No

11 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repai r Go to step 12

12 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming System (SPS) in th is manual. F ollowin g

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to sec tion

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Ve rify repair -

Diagnostic Trouble Code (DTC) P1631 Immobiliser Wrong Signal

RTW36EMF000601

Condition For Setting The DTC and A ction Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

67 P1631 - Immobiliser Wrong

Signal Received response is not correct. 1. Engine does not start.

2. Check engine lamp fl ash.

Circuit Description

The ECM decides whet her that is an abnor malit y in the

immobiliser control system. DTC P1631 is recorded by

the ECM when receive d res pons e was not correc t.

Diagnostic Aids

Check for the following conditions:

• Poor connection at Engine Control Module (ECM)

and immobiliser inspect harness connectors for

backed out terminals, improper mating, broken

lock s, improperl y for med or dam aged terminals , and

poor terminal to wire connection.

• Damaged harness-inspect the wiring harness for

damage, if the harness appears to be OK,

disconnect the ECM and immobiliser, turn the

ignition "ON" and observe a voltmeter connected to

the suspect driver circuit at the ECM and

immobiliser harness connector while moving

connectors and wiring harnesses relates to the

Check Engine Lamp (MIL). A change in voltage will

indicate the location of the fault .

Diagnostic Trouble Code (DTC) P1631 Immobiliser Wrong Signal

Step Action Value (s) Yes No

1 W as the "On- Board Diagn ostic ( OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P1631 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Ai ds

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Selec t "Clear DTC Infor mation " with th e Tech2 a nd

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P1631 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Ai ds

and Go to Step 4

4 1. Using the Tech 2, ignition "On" and engine "Off".

2. Select "Immobiliser" in the system selection menu

"Body".

3. Select "Read DTC Info Ordered By Priority" in the

"Diagnositic Trouble Code".

Was the any DTC's B**** stored in this ignition cycle? -

Refer to

"Immobiliser

Workshop

Manual" & Go to

DTC Chart B**** Go to Step 5

5 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repai r Go to step 6

6 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Program ming System (SPS) in this m anual. Followin g

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to sec tio n

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Ve rify repair -

Diagnostic Trouble Code (DTC) P1648 Wrong Security Code Entered

RTW36EMF000601

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)

67 P1648 - Wrong Security Code

Entered Received i ncorrect security code. 1. Engine does not start.

2. Check engi ne l amp flas h.

Circuit Description

The ECM decides whether that is an abnormality in the

immobiliser control system. DTC P1648 is recorded by

the ECM when received security code was not correct.

Diagnostic Aids

Check for the following conditions:

• Poor connection at Engine Control Module (ECM)

and immobiliser inspect harness connectors for

backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-inspect the wiring harness for

damage, if the harness appears to be OK,

disconnect the ECM and immobiliser, turn the

ignition "ON" and observe a voltmeter connected to

the suspect driver circuit at the ECM and immobiliser

harness connector while moving connectors and

wiring harnesses relates to the Check Engine Lamp

(MIL). A change in voltage will indicate the location

of the fault.

Diagnostic Trouble Code (DTC) P1648 Wrong Security Code Entered

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P1648 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Aids

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P1648 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Aids

and Go to Step 4

4 1. Using the Tech 2, ignition "On" and engine "Off".

2. Select "Immobiliser" in the system selection menu

"Body".

3. Select "Read DTC Info Ordered By Priority" in the

"Diagnositic Trouble Code".

Was the any DTC's B**** stored in this ignition cycle? -

Refer to

"Immobiliser

Workshop

Manual" & Go to

DTC Chart B**** Go to Step 5

5 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 6

6 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Diagnostic Trouble Code (DTC) P1649 Immobiliser

Function Not Programmed

RTW36EMF000601

Condition For Setting The DTC and Action Taken When The DTC Sets

Flash

Code Code Type DTC Name DTC Setting Condi ti on Fail -Safe (Back Up)

67 P1649 - Immobiliser Function

Not Programmed Im mobiliser function is not programmed in the ECM. 1. Engine does not start.

2. Check engi ne l amp flas h.

Circuit Description

The ECM decides whether that is an abnormality in the

immobiliser control system. DTC P1649 is recorded by

the ECM when immobiliser function was not

programmed in the ECM.

Diagnostic Aids

Check for the following conditions:

• Poor connection at Engine Control Module (ECM)

and immobiliser inspect harness connectors for

backed out terminals, improper mating, broken

locks, improperly formed or damaged terminals, and

poor terminal to wire connection.

• Damaged harness-inspect the wiring harness for

damage, if the harness appears to be OK,

disconnect the ECM and immobilizer, turn the

ignition "ON" and observe a voltmeter connected to

the suspect driver circuit at the ECM and immobilizer

harness connector while moving connectors and

wiring harnesses relates to the Check Engine Lamp

(MIL). A change in voltage will indicate the location

of the fault.

Diagnostic Trouble Code (DTC) P1649 Immobiliser Function Not Programmed

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Connect the Tech 2.

2. Review and record the failure information.

3. Select "F0: Read DTC Infor By Priority" in "F0:

Diagnostic Trouble Code".

Is the DTC P1649 stored as "Present Failure"? - Go to Step 3

Refer to

Diagnostic Aids

and Go to Step 3

3 1. Using the Tech2, ignition "On" and engine "Off".

2. Select "Clear DTC Information" with the Tech2 and

clear the DTC information.

3. Operate the vehicle and monitor the "F5: Failed

This Ignition" in "F2: DTC Information"

Was the DTC P1649 stored in this ignition cycle? - Go to Step 4

Refer to

Diagnostic Aids

and Go to Step 4

4 1. Using the Tech 2, ignition "On" and engine "Off".

2. Select "Immobiliser" in the system selection menu

"Body".

3. Select "Read DTC Info Ordered By Priority" in the

"Diagnositic Trouble Code".

Was the any DTC's B**** stored in this ignition cycle? -

Refer to

"Immobiliser

Workshop

Manual" & Go to

DTC Chart B**** Go to Step 5

5 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 6

6 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Symptom Diagnosis

Preliminary Checks

Before using this section, perform the "On-Board

Diagnostic (OBD) System Check" and verify all of the

following items:

• The engine control module (ECM) and check engine

lamp (MIL=malfunction indicator lamp) are operating

correctly.

• There are no Diagnostic Trouble Code(s) stored.

• Tech 2 data is within normal operating range. Refer

to Typical Scan Data Values.

• Verify the customer complaint and locate the correct

symptom in the table of contents. Perform the

procedure included in the symptom chart.

Visual/Physical Check

Several of the symptom procedures call for a careful

visual/physical check. This can lead to correcting a

problem without further checks and can save valuable

time. This check should include the following items:

• ECM grounds for cleanliness, tightness and proper

location.

• Vacuum hoses for splits, kinks, and proper

connection. Check thoroughly for any type of leak or

restriction.

• Air intake ducts for collapsed or damaged areas.

• Air leaks at throttle body mounting area, manifold

absolute pressure (MAP) sensor and intake manifold

sealing surfaces.

• Ignition wires for cracking, harness, and carbon

tracking.

• Wiring for proper connections, pinches and cuts.

Intermittent

Important: An intermittent problem may or may not turn

on the check engine lamp (MIL=malfunction indicator

lamp) or store a Diagnostic Trouble Code. Do NOT use

the Diagnostic Trouble Code (DTC) charts for

intermittent problems.

The fault must be present to locate the problem.

Most intermittent problems are cased by faulty electrical

connections or wiring. Perform a careful visual/physical

check for the following conditions.

• Poor mating of the connector halves or a terminal

not fully seated in the connector (backed out).

• Improperly formed or damaged terminal.

• All connector terminals in the problem circuit should

be carefully checked for proper contact tension.

• Poor terminal-to-wire connection. This requires

removing the terminal form the connector body to

check.

• Ignition coils shorted to ground and arcing at ignition

wires or plugs.

• Check engine lamp (MIL=malfunction indicator lamp)

wire to ECM shorted to ground.

• Poor ECM grounds. Refer to the ECM wiring

diagrams.

Road test the vehicle with a Digital Multimeter

connected to a suspected circuit. An abnormal voltage

when the malfunction occurs is a good indication that

there is a fault in the circuit being monitored.

Using Tech 2 to help detect intermittent conditions. The

Tech 2 have several features that can be used to

located an intermittent condition. Use the following

features to find intermittent faults:

To check for loss of diagnostic code memory,

disconnect the mass air flow (MAF) sensor and idle the

engine until the check engine lamp (MIL=malfunction

indicator lamp) comes on. Diagnostic Trouble Code

P0102 should be stored and kept in memory when the

ignition is turned OFF.

If not, the ECM is faulty. When this test is completed,

make sure that you clear the Diagnostic Trouble Code

P0102 from memory.

An intermittent check engine lamp (MIL=malfunction

indicator lamp) with no stored Diagnostic Trouble Code

may be caused by the following:

• Ignition coil shorted to ground and arcing at ignition

wires or plugs.

• Check engine lamp (MIL=malfunction indicator lamp)

wire to ECM short to ground.

• Poor ECM grounds. Refer to the ECM wiring

diagrams.

Check for improper installation of electrical options such

as light, cellular phones, etc. Check all wires from ECM

to the ignition control module for poor connections.

Check for an open diode across the A/C compressor

clutch and check for other open diodes (refer to wiring

diagrams in Electrical Diagnosis).

Techline

If problem has not been found, refer to ECM connector

symptom tables.

• Check the "Broadcast Code" of the ECM, and

compare it with the latest Isuzu service bulletins

and/or Isuzu EEPROM reprogramming equipment to

determine if an update to the ECM's

reprogrammable memory has been released.

To check the "Broadcast Code", connect the Tech 2,

then look for "ID info." then select "Broadcast Code".

This should display a 4 character code, such as "8501"

(example only).

This identifies the contents of the reprogrammable

software and calibration contained in the ECM.

If the "Broadcast Code" is not the most current

available, it is advisable to reprogram the ECM's

EEPROM memory, which may either help identify a

hard-to find problem or may fix the problem.

The Service Programming System (SPS) will not allow

incorrect software programming or incorrect calibration

changes.

Engine Cranks But Will Not Run

DEFINITIONS: Engine cranks, but will not run. (The

engine never start.)

NOTE: The replacement ECM must be programmed.

Refer to section of the Service Programming

System (SPS) in this manual. Following ECM

programming, the immobiliser system (if equipped)

must be linked to the ECM. Refer to section 11

"Immobiliser System-ECM replacement" for the

ECM/Immobiliser linking procedure.

Should Tech2 display "SPS Procedure was not

successful", engine will not start, but no DTCs are

present, low battery voltage or poor electrical

connections should be the primary

suspects.Perform the SPS procedure again after

rectifying the fault/s.

NOTE: The vehicle with immobiliser system, this

system may be activated. Check the immobiliser

system diagnosis.

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually/physical check performed? - Go to Step 4 Go to Visual /

physical Check

4 Check the "Meter" fuse (15A), "Engine" fuse (15A),

"IGN Coil" fuse (15A) and "Fuel Pump" fuse (20A). If

the fuse is burnt out, repair as necessary.

Was the problem found? - Verify repair Go to Step 5

Step Action Value (s) Yes No

5 Check the ECM grounds to verify that they are clean

and tight. Refer to the ECM wiring diagrams.

Was a problem found? - Verify repair Go to Step 6

6 Check the fuel quality.

Is the customer using proper fuel? - Go to Step 7 Replace fuel

7 Visually/phy sically inspect for the following conditions:

• Restrict air intake system. Check for a restricted air

filter element, or foreign objects blocking the air

intake system.

• Check for objects blocking the IAC passage or

throttle bore, excessive deposits in the throttle bore

and on the throttle plate.

• Check for a condition that causes a large vacuum

leak, such as an incorrectly installed or faulty

crankcase ventilation hose/brake booster hose.

Was a problem found? - Verify repair Go to Step 8

8 1. Using a Tech 2, display the IAC value.

2. Check for a faulty, plugged, or sticking IAC

operation.

Was the problem found? - Verify repair Go to Step 9

9 Check the CKP sensor signal or installation condition.

Refer to DTC P0336 "Crankshaft Position Sensor

Circuit Range/Performance" and DTC P0337

"Crankshaft Position Sensor Circuit No Signal".

Was a problem found? - Verify repair Go to Step 10

10 Check for proper ignition voltage output with the spark

tester.

Was a problem found? - Verify repair Go to Step 11

11 1. Remove the spark plugs and check for gas or oil

fouling cracks, wear, improper gap, burned

electrodes, heavy deposits, or improper heat

range.

2. If spark plugs are fouled, the cause of fouling must

be determined before replacing the spark plugs.

Was a problem found? - Verify repair Go to Step 12

12 Check the fuel pressure. Refer to Fuel System

Diagnosis.

Was a problem found? - Verify repair Go to Step 13

13 Perform the procedure in Fuel System Pressure Test

to determine if there is a problem with fuel delivery.

Was a problem found? - Verify repair Go to Step 14

14 Visually/physically check the vacuum hose for splits,

kinks and proper connections and routing.

Was a problem found? - Verify repair Go to Step 15

15 Check the exhaust system for a possible restriction:

• Damaged or collapsed pipes.

• Internal muffler failure.

Was a problem found? - Verify repair Go to Step 16

Step Action Value (s) Yes No

16 Check for the following engine mechanical problems

(refer to Engine Mechanical section):

• Low compression.

• Leaking cylinder head gaskets.

• Worn camshaft.

• Camshaft drive belt slipped or stripped.

Was a problem found? - Verify repair Go to Step 17

17 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 18

18 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 19

19 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Hard Start Symptom

DEFINITIONS: Engine cranks, but does not start for a

long time. Does eventually start, or may start and then

immediately stall.

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually /physical check performed? - Go to Step 4 Go to Visual /

physical Check

4 1. Using a Tech 2, display the ECT sensor and IAT

sensor value.

2. Check the specified value or wire.

Was the problem found? - Verify repair Go to Step 5

5 Check the ECM grounds to verify that they are clean

and tight. Refer to the ECM wiring diagrams.

Was a problem found? - Verify repair Go to Step 6

6 Visually/physically inspect for the following conditions:

• Restrict air intake system. Check for a restricted air

filter element, or foreign objects blocking the air

intake system.

• Check for objects blocking the IAC passage or

throttle bore, excessive deposits in the throttle bore

and on the throttle plate.

• Check for a condition that causes a large vacuum

leak, such as an incorrectly installed or faulty

crankcase ventilation hose/brake booster hose.

Was a problem found? - Verify repair Go to Step 7

7 1. Using a Tech 2, display the IAC value.

2. Check for a faulty, plugged, or sticking IAC

operation.

Was the problem found? - Verify repair Go to Step 8

8 Check the CKP sensor signal or installation condition.

Refer to DTC P0336 "Crankshaft Position Sensor

Circuit Range/Performance" and DTC P0337

"Crankshaft Position Sensor Circuit No Signal".

Was a problem found? - Verify repair Go to Step 9

9 Check for proper ignition voltage output with a spark

tester.

Was the problem found? - Verify repair Go to Step 10

Techline

Step Action Value (s) Yes No

10 1. Remove the spark plugs and check for gas or oil

fouling cracks, wear, improper gap, burned

electrodes, heavy deposits, or improper heat

range.

2. If spark plugs are fouled, the cause of fouling must

be determined before replacing the spark plugs.

Was a problem found? - Verify repair Go to Step 11

11 Check for water or alcohol contaminated fuel.

Was a problem found? - Verify repair Go to Step 12

12 Perform the procedure in Fuel System Pressure Test

to determine if there is a problem with fuel delivery.

Was a problem found? - Verify repair Go to Step 13

13 1. Check the injector connectors.

2. If any of the connectors are connected at an

improper cylinder, connect as necessary.

Was a problem found? - Verify repair Go to Step 14

14 Check for the following engine mechanical problems

(refer to Engine Mechanical section):

• Low compression.

• Leaking cylinder head gaskets.

• Worn camshaft.

• Camshaft drive belt slipped or stripped.

Was a problem found? - Verify repair Go to Step 15

15 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 16

16 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 17

17 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Rough, Unstable, Or Incorrect Idle, Stalling Symptom

DEFINITIONS: Engine runs unevenly at idle. If severe,

the engine or vehicle may shake. Engine idle speed

may vary in RPM. Either condition may be severe

enough to stall the engine.

time

rpm

Rough Idle Stall

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually /physical check performed? - Go to Step 4 Go to Visual /

physical Check

4 1. Check for incorrect idle speed. Ensure that the

following conditions are present.

• Engine fully warm.

• Accessories are OFF. 2. Using a Tech 2, monitor

IAC position.

Is the IAC position within the specified values? 10 - 20 Steps Go to Step 6 Go to Step 5

5 Visually/physically inspect for the following conditions:

• Restrict air intake system. Check for a restricted air

filter element, or foreign objects blocking the air

intake system.

• Check for objects blocking the IAC passage or

throttle bore, excessive deposits in the throttle bore

and on the throttle plate.

• Check for a condition that causes a large vacuum

leak, such as an incorrectly installed or faulty

crankcase ventilation hose/brake booster hose.

Was a problem found? - Verify repair Go to Step 6

6 1. Using a Tech 2, display the ECT sensor and IAT

sensor value.

2. Check the specified value or wire.

Was the problem found? - Verify repair Go to Step 7

Step Action Value (s) Yes No

7 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow" as

shown in the following graph, when engine speed is

increasing little by little?

MAF Sensor Output Characteristic (Reference)

750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000

Tec h2 Readi ng Engine Speed (rpm )

Tech2 Reading MAF (g/s)

- Go to Step 9 Go to Step 8

8 Remove the MAF & IAT sensor assembly and check

for the following conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0101 and Go to

Step 9

9 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

Does the Tech 2 indicate correct "Throttle Position"

from 0% to 100% depending on accelerator pedal

operation? - Go to Step 11 Go to Step 10

10 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

3. Adjust the accelerator cable or TPS within 0% to

100%.

Is the action complete? - Verify repair -

11 Check for the following conditions.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair Go to Step 12

Step Action Value (s) Yes No

12 Check the fuel control Heated Oxygen Sensor

(HO2S). When monitored on the Tech 2, the HO2S

should respond quickly to different throttle positions. If

it doesn't check for silicon or other contaminates from

fuel or use of improper sealant. The sensors may have

a white powdery coating. Silicon contamination sends

a rich exhaust signal which causes the ECM to

command and excessively lean air/fuel mixture.

Was a problem found? - Verify repair Go to Step 13

13 Check the fuel pressure. Refer to Fuel System

Diagnosis.

Was a problem found? - Verify repair Go to Step 14

14 Perform the procedure in Fuel System Pressure Test

to determine if there is a problem with fuel delivery.

Was a problem found? - Verify repair Go to Step 15

15 Monitor "B1S1 (Bank 1 Sensor 1) Status" and "B2S1

(Bank 2 Sensor 1) Status" on the Tech 2.

Is the "B1S1 (Bank 1 Sensor 1) Status" or "B2S1

(Bank 2 Sensor 1) Status" in the rich condition? - Go to Step 16 Go to Step 17

16 Check items that can cause the engine to run rich.

Refer to DTC P0172 "O2 Sensor System Too Rich

(Bank 1)" or DTC P0175 "O2 Sensor System Too Rich

(Bank 2)".

Was a problem found? - Verify repair Go to Step 18

17 Check items that can cause the engine to run lean.

Refer to DTC P0171 "O2 Sensor System Too Lean

(Bank 1)" or DTC P0174 "O2 Sensor System Tool

Lean (Bank 2)".

Was a problem found? - Verify repair Go to Step 18

18 Check for proper ignition voltage output with the spark

tester.

Was a problem found? - Verify repair Go to Step 19

19 Check the ignition coils for cracks or carbon tracking.

If a problem is found, repair as necessary.

Was a problem found? - Verify repair Go to Step 20

20 1. Remove the spark plugs and check for gas or oil

fouling cracks, wear, improper gap, burned

electrodes, heavy deposits, or improper heat range.

2. If spark plugs are fouled, the cause of fouling must

be determined before replacing the spark plugs.

Was a problem found? - Verify repair Go to Step 21

21 1. Check the injector connectors.

2. If any of the connectors are connected at an

improper cylinder, connect as necessary.

Was a problem found? - Verify repair Go to Step 22

22 Check the ECM grounds to verify that they are clean

and tight. Refer to the ECM wiring diagrams.

Was a problem found? - Verify repair Go to Step 23

Step Action Value (s) Yes No

23 1. Check for faulty engine mounts.

2. If a problem is found, repair as necessary.

Was a problem found? - Verify repair Go to Step 24

24 Check for the following engine mechanical problems

(refer to Engine Mechanical section):

• Low compression.

• Leaking cylinder head gaskets.

• Worn camshaft.

• Sticking or leaking valves. -Valve timing.

• Broken valve springs.

• Camshaft drive belt slipped or stripped.

Was a problem found? - Verify repair Go to Step 25

25 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 26

26 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 27

27 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Surges And/Or Chugs Symptom

DEFINITIONS: Engine power variation under steady

throttle or cruise. Feels like the vehicle speeds up and

slows down with no charge in the accelerator pedal.

time

rpm

Surge

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually /physical check performed? - Go to Step 4 Go to Visual /

physical Check

4 Be sure that the driver understands transmission

torque converter clutch and A/C compressor operation

as explained in the owner's manual. Inform the

customer how the torque converter clutch (TCC) (if

A/T model) and the A/C clutch operate.

Is the customer experiencing a normal condition? - System OK Go to Step 5

5 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow" as

shown in the following graph, when engine speed is

increasing little by little?

MA F Sensor Output Characteristic (Reference)

750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000

Tec h2 Reading Engine Speed (rpm)

Tec h2 Readi ng M AF (g/s)

- Go to Step 7 Go to Step 6

Step Action Value (s) Yes No

6 Remove the MAF & IAT sensor assembly and check

for the following conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0101 and Go to

Step 7

7 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

Does the Tech 2 indicate correct "Throttle Position"

from 0% to 100% depending on accelerator pedal

operation?

- Go to Step 9 Go to Step 8

8 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

3. Adjust the accelerator cable or TPS within 0% to

100%.

Is the action complete? - Verify repair -

9 Check for the following conditions.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair Go to Step 10

10 Check the fuel control Heated Oxygen Sensor

(HO2S). When monitored on the Tech 2, the HO2S

should respond quickly to different throttle positions. If

it doesn't check for silicon or other contaminates from

fuel or use of improper sealant. The sensors may have

a white powdery coating. Silicon contamination sends

a rich exhaust signal which causes the ECM to

command and excessively lean air/fuel mixture.

Was a problem found? - Verify repair Go to Step 11

11 Check the fuel pressure. Refer to Fuel System

Diagnosis.

Was a problem found? - Verify repair Go to Step 12

12 Monitor "B1S1 (Bank 1 Sensor 1) Status" and "B2S1

(Bank 2 Sensor 1) Status" on the Tech 2.

Is the "B1S1 (Bank 1 Sensor 1) Status" or "B2S1

(Bank 2 Sensor 1) Status" in the rich condition? - Go to Step 13 Go to Step 14

Step Action Value (s) Yes No

13 Check items that can cause the engine to run rich.

Refer to DTC P0172 "O2 Sensor System Too Rich

(Bank 1)" or DTC P0175 "O2 Sensor System Too Rich

(Bank 2)".

Was a problem found? - Verify repair Go to Step 15

14 Check items that can cause the engine to run lean.

Refer to DTC P0171 "O2 Sensor System Too Lean

(Bank 1)" or DTC P0174 "O2 Sensor System Tool

Lean (Bank 2)".

Was a problem found? - Verify repair Go to Step 15

15 Check for proper ignition voltage output with the spark

tester.

Was a problem found? - Verify repair Go to Step 16

16 Check the ignition coils for cracks or carbon tracking.

If a problem is found, repair as necessary.

Was a problem found? - Verify repair Go to Step 17

17 1. Remove the spark plugs and check for gas or oil

fouling cracks, wear, improper gap, burned

electrodes, heavy deposits, or improper heat range.

2. If spark plugs are fouled, the cause of fouling must

be determined before replacing the spark plugs.

Was a problem found? - Verify repair Go to Step 18

18 1. Check the injector connectors.

2. If any of the connectors are connected at an

improper cylinder, connect as necessary.

Was a problem found? - Verify repair Go to Step 19

19 Check the ECM grounds to verify that they are clean

and tight. Refer to the ECM wiring diagrams.

Was a problem found? - Verify repair Go to Step 20

20 Visually/physically check the vacuum hose for splits,

kinks and proper connections and routing.

Was a problem found? - Verify repair Go to Step 21

Step Action Value (s) Yes No

21 Check the exhaust system for a possible restriction:

• Damaged or collapsed pipes.

• Internal muffler failure.

Was a problem found? - Verify repair Go to Step 22

22 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 23

23 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 24

24 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Hesitation, Sag, Stumble Symptom

DEFINITIONS: Momentary lack of response as the

accelerator is pushed down. Can occur at any vehicle

speed. Usually most pronounced when first trying to

make the vehicle move, as from a stop sign. May cause

the engine to stall if severe enough.

time

rpm

Sug

Hesitation

Stumble

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually/physical check performed? - Go to Step 4 Go to Visual /

physical Check.

4 Check the fuel quality.

Is the customer using improper fuel or degraded fuel? - Replace fuel Go to Step 5

5 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow" as

shown in the following graph, when engine speed is

increasing little by little?

MAF Sensor Output Characteristic (Reference)

750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000

Tec h2 Readi ng Engine Speed (rpm )

Tec h2 Readi ng M AF (g/s)

- Go to Step 7 Go to Step 6

Step Action Value (s) Yes No

6 Remove the MAF & IAT sensor assembly and check

for the following conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0101 and Go to

Step 7

7 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

Does the Tech 2 indicate correct "Throttle Position"

from 0% to 100% depending on accelerator pedal

operation?

- Go to Step 9 Go to Step 8

8 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

3. Adjust the accelerator cable or TPS within 0% to

100%.

Is the action complete? - Verify repair -

9 Check for the following conditions.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair Go to Step 10

10 Check the fuel control Heated Oxygen Sensor

(HO2S). When monitored on the Tech 2, the HO2S

should respond quickly to different throttle positions. If

it doesn't check for silicon or other contaminates from

fuel or use of improper sealant. The sensors may have

a white powdery coating. Silicon contamination sends

a rich exhaust signal which causes the ECM to

command and excessively lean air/fuel mixture.

Was a problem found? - Verify repair Go to Step 11

11 Check the fuel pressure. Refer to Fuel System

Diagnosis. Was a problem found? - Verify repair Go to Step 12

Step Action Value (s) Yes No

12 Monitor "B1S1 (Bank 1 Sensor 1) Status" and "B2S1

(Bank 2 Sensor 1) Status" on the Tech 2.

Is the "B1S1 (Bank 1 Sensor 1) Status" or "B2S1

(Bank 2 Sensor 1) Status" in the rich condition? - Go to Step 13 Go to Step 14

13 Check items that can cause the engine to run rich.

Refer to DTC P0172 "O2 Sensor System Too Rich

(Bank 1)" or DTC P0175 "O2 Sensor System Too Rich

(Bank 2)".

Was a problem found? - Verify repair Go to Step 15

14 Check items that can cause the engine to run lean.

Refer to DTC P0171 "O2 Sensor System Too Lean

(Bank 1)" or DTC P0174 "O2 Sensor System Tool

Lean (Bank 2)".

Was a problem found? - Verify repair Go to Step 15

15 Check for proper ignition voltage output with the spark

tester.

Was a problem found? - Verify repair Go to Step 16

16 Check the ignition coils for cracks or carbon tracking.

If a problem is found, repair as necessary.

Was a problem found? - Verify repair Go to Step 17

17 1. Remove the spark plugs and check for gas or oil

fouling cracks, wear, improper gap, burned

electrodes, heavy deposits, or improper heat

range.

2. If spark plugs are fouled, the cause of fouling must

be determined before replacing the spark plugs.

Was a problem found? - Verify repair Go to Step 18

18 1. Check the injector connectors.

2. If any of the connectors are connected at an

improper cylinder, connect as necessary.

Was a problem found? - Verify repair Go to Step 19

Step Action Value (s) Yes No

19 Check the ECM grounds to verify that they are clean

and tight. Refer to the ECM wiring diagrams.

Was a problem found? - Verify repair Go to Step 20

20 Visually/physically check the vacuum hose for splits,

kinks and proper connections and routing.

Was a problem found? - Verify repair Go to Step 21

21 Check the exhaust system for a possible restriction:

• Damaged or collapsed pipes.

• Internal muffler failure.

Was a problem found? - Verify repair Go to Step 22

22 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 23

23 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 24

24 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser system (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Cuts Out, Misses Symptom

DEFINITIONS: Steady pulsation or jerking that follows

engine speed; usually more pronounced as engine load

increases.

time

rpm

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually /physical check performed? - Go to Step 4 Go to Visual /

physical Check.

4 Check the ECM grounds to verify that they are clean

and tight. Refer to the ECM wiring diagrams.

Was a problem found? - Verify repair Go to Step 5

7 Check the CKP sensor signal or installation condition.

Refer to DTC P0336 "Crankshaft Position Sensor

Circuit Range/Performance" and DTC P0337

"Crankshaft Position Sensor Circuit No Signal".

Was a problem found? - Verify repair Go to Step 8

8 Monitor "B1S1 (Bank 1 Sensor 1) Status" and "B2S1

(Bank 2 Sensor 1) Status" on the Tech 2.

Is the "B1S1 (Bank 1 Sensor 1) Status" or "B2S1

(Bank 2 Sensor 1) Status" in the rich condition? - Go to Step 9 Go to Step 10

9 Check items that can cause the engine to run rich.

Refer to DTC P0172 "O2 Sensor System Too Rich

(Bank 1)" or DTC P0175 "O2 Sensor System Too Rich

(Bank 2)".

Was a problem found? - Verify repair Go to Step 11

10 Check items that can cause the engine to run lean.

Refer to DTC P0171 "O2 Sensor System Too Lean

(Bank 1)" or DTC P0174 "O2 Sensor System Tool

Lean (Bank 2)".

Was a problem found? - Verify repair Go to Step 11

Step Action Value (s) Yes No

11 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

Does the Tech 2 indicate correct "Throttle Position"

from 0% to 100% depending on accelerator pedal

operation? - Go to Step 13 Go to Step 12

12 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

3. Adjust the accelerator cable or TPS within 0% to

100%.

Is the action complete? - Verify repair -

13 Check for the following conditions.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair Go to Step 14

14 Visually/physically inspect for the following conditions:

• Restrict air intake system. Check for a restricted air

filter element, or foreign objects blocking the air

intake system.

• Check for objects blocking the IAC passage or

throttle bore, excessive deposits in the throttle bore

and on the throttle plate.

• Check for a condition that causes a large vacuum

leak, such as an incorrectly installed or faulty

crankcase ventilation hose/brake booster hose.

Was a problem found? - Verify repair Go to Step 15

15 Perform the Injector Coil/Balance Test.

Was a problem found. - Verify repair Go to Step 16

16 1. Check for fuel in the pressure regulator vacuum

hose.

2. If fuel is present, replace the fuel pressure regulator

assembly.

Was a problem found? - Verify repair Go to Step 17

17 Check for proper ignition voltage output with the spark

tester.

Was a problem found? - Verify repair Go to Step 18

18 1. Remove the spark plugs and check for gas or oil

fouling cracks, wear, improper gap, burned

electrodes, heavy deposits, or improper heat

range.

2. If spark plugs are fouled, the cause of fouling must

be determined before replacing the spark plugs.

Was a problem found? - Verify repair Go to Step 19

Step Action Value (s) Yes No

19 Check for the following engine mechanical problems

(refer to Engine Mechanical Section):

• Low compression. -Leaking cylinder head gaskets.

• Worn camshaft. -Sticking or leaking valves.

• Valve timing. -Broken valve springs.

• Camshaft drive belt slipped or stripped.

Was a problem found? - Verify repair Go to Step 20

20 1. Check for faulty engine mounts.

2. If a problem is found, repair as necessary.

Was a problem found? - Verify repair Go to Step 21

21 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 22

22 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 23

23 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser sy stem (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Lack Of Pow e r, Sluggish Or Spongy Symptom

DEFINITIONS: Engine delivers less than expected

power. Attempting part-throttle acceleration results in

little or no increase in vehicle speed.

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed?

- Go to Step 2

Go to

On Board

Diagnostic

(OBD) System

Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found, correct

the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually /physical check performed?

- Go to Step 4

Go to Visual /

physical

Check.

4 1. Remove and check the air filter element for dirt or

restrictions.

2. Replace the air filter element if necessary.

Was a repair required? - Verify repair Go to Step 5

5 Check the fuel quality.

Is the customer using improper fuel or degraded fuel? - Replace fuel Go to Step 6

6 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow" as shown in

the following graph, when engine speed is increasing little by

little?

MAF Sensor Output Characteristic (R eference)

750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000

Tech2 Reading Engine Speed (rpm)

Tech2 Reading MAF (g/s)

- Go to Step 8 Go to Step 7

Step Action Value (s) Yes No

7 Remove the MAF & IAT sensor assembly and check for the

following conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0101 and Go

to Step 8

8 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

Does the Tech 2 indicate correct "Throttle Position" from 0%

to 100% depending on accelerator pedal operation? - Go to Step 10 Go to Step 9

9 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

3. Adjust the accelerator cable or TPS within 0% to 100%.

Is the action complete? - Verify repair -

10 Check for the following conditions.

• Objects blocking the throttle valve.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair Go to Step 11

11 Check the fuel control Heated Oxygen Sensor (HO2S). When

monitored on the Tech 2, the HO2S should respond quickly to

different throttle positions. If it doesn't check for silicon or other

contaminates from fuel or use of improper sealant. The

sensors may have a white powdery coating. Silicon

contamination sends a rich exhaust signal which causes the

ECM to command and excessively lean air/fuel mixture.

Was a problem found? - Verify repair Go to Step 12

12 Check the fuel pressure. Refer to Fuel System Diagnosis.

Was a problem found? - Verify repair Go to Step 13

13 Monitor "B1S1 (Bank 1 Sensor 1) Status" and "B2S1 (Bank 2

Sensor 1) Status" on the Tech 2.

Is the "B1S1 (Bank 1 Sensor 1) Status" or "B2S1 (Bank 2

Sensor 1) Status" in the rich condition? - Go to Step 14 Go to Step 15

Step Action Value (s) Yes No

14 Check items that can cause the engine to run rich. Refer to

DTC P0172 "O2 Sensor System Too Rich (Bank 1)" or DTC

P0175 "O2 Sensor System Too Rich (Bank 2)".

Was a problem found? - Verify repair Go to Step 16

15 Check items that can cause the engine to run lean. Refer to

DTC P0171 "O2 Sensor System Too Lean (Bank 1)" or DTC

P0174 "O2 Sensor System Tool Lean (Bank 2)".

Was a problem found? - Verify repair Go to Step 16

16 Check for proper ignition voltage output with the spark tester.

Was a problem found? - Verify repair Go to Step 17

17 Check the ignition coils for cracks or carbon tracking. If a

problem is found, repair as necessary.

Was a problem found? - Verify repair Go to Step 18

18 1. Remove the spark plugs and check for gas or oil fouling

cracks, wear, improper gap, burned electrodes, heavy

deposits, or improper heat range.

2. If spark plugs are fouled, the cause of fouling must be

determined before replacing the spark plugs.

Was a problem found? - Verify repair Go to Step 19

19 Visually/physically check the vacuum hose for splits, kinks and

proper connections and routing.

Was a problem found? - Verify repair Go to Step 20

20 Check the exhaust system for a possible restriction:

• Damaged or collapsed pipes.

• Internal muffler failure.

Was a problem found? - Verify repair Go to Step 21

Step Action Value (s) Yes No

21 Check the torque converter clutch (TCC) for proper operation

(if A/T model). If a problem is found, repair as necessary.

Was a problem found? - Verify repair Go to Step 22

22 Check for the following engine mechanical problems (refer to

Engine Mechanical Section):

• Low compression.

• Leaking cylinder head gaskets.

• Worn camshaft.

• Sticking or leaking valves.

• Valve timing.

• Broken valve springs.

• Camshaft drive belt slipped or stripped.

Was a problem found? - Verify repair Go to Step 23

23 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no malfunctions

have been found, review/inspect the following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit and/or

system.

Was a problem found? - Verify repair Go to Step 24

24 Is the ECM programmed with the latest software release?

If not, download the latest software to the ECM using the

"SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 25

25 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be programmed.

Refer to section of the Service Programming System (SPS) in

this manual. Following ECM programming, the immobiliser

system (if equipped) must be linked to the ECM. Refer to

section 11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Detonation/Spark Knock Symptom

DEFINITIONS: A mild to sever ping, usually worse

under acceleration. The engine makes a shape metallic

knocking sound that changes with throttle opening.

Prolonged detonation may lead to complete engine

failure.

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually /physical check performed? - Go to Step 4 Go to Visual /

physical Check.

4 1. If Tech 2 readings are normal (refer to Typical Scan

Data Values) and there are no engine mechanical

faults, fill the fuel tank with a known quality

gasoline.

2. Re-evaluate the vehicle performance.

Is detonation present? - Go to Step 5 Verify repair

5 Check for obvious overheating problems:

• Low engine coolant.

• Restricted air flow to radiator.

• Incorrect coolant solution.

If a problem is found, repair as necessary.

Was a problem found? - Verify repair Go to Step 6

6 1. Using a Tech 2, display the ECT sensor and IAT

sensor value.

2. Check the specified value or wire.

Was the problem found? - Verify repair Go to Step 7

Step Action Value (s) Yes No

7 1. Using the Tech 2, ignition "On" and engine "On".

2. Monitor the "Mass Air Flow" in the data display.

Does the Tech 2 indicate correct "Mass Air Flow" as

shown in the following graph, when engine speed is

increasing little by little?

MA F Sensor Output Characteri stic (Reference)

750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000

Tec h2 Readi ng Engine Speed (rpm)

Tech2 Reading MAF (g/s)

- Go to Step 9 Go to Step 8

8 Remove the MAF & IAT sensor assembly and check

for the following conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAF sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as necessary.

Was the problem found? - Verify repair

Refer to DTC

P0101 and Go to

Step 9

9 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

Does the Tech 2 indicate correct "Throttle Position"

from 0% to 100% depending on accelerator pedal

operation?

- Go to Step 11 Go to Step 10

10 1. Using the Tech 2, ignition "On" and engine "Off".

2. Monitor the "Throttle Position" in the data display.

3. Adjust the accelerator cable or TPS within 0% to

100%.

Is the action complete? - Verify repair -

11 Check the fuel control Heated Oxygen Sensor

(HO2S). When monitored on the Tech 2, the HO2S

should respond quickly to different throttle positions. If

it doesn't check for silicon or other contaminates from

fuel or use of improper sealant. The sensors may have

a white powdery coating. Silicon contamination sends

a rich exhaust signal which causes the ECM to

command and excessively lean air/fuel mixture.

Was a problem found? - Verify repair Go to Step 12

Step Action Value (s) Yes No

12 Check the fuel pressure. Refer to Fuel System

Diagnosis.

Was a problem found? - Verify repair Go to Step 13

13 Monitor "B1S1 (Bank 1 Sensor 1) Status" and "B2S1

(Bank 2 Sensor 1) Status" on the Tech 2.

Is the "B1S1 (Bank 1 Sensor 1) Status" or "B2S1

(Bank 2 Sensor 1) Status" in the lean condition? - Go to Step 14 Go to Step 15

14 Check items that can cause the engine to run lean.

Refer to DTC P0171 "O2 Sensor System Too Lean

(Bank 1)" or DTC P0174 "O2 Sensor System Tool

Lean (Bank 2)".

Was a problem found? - Verify repair Go to Step 15

15 Check spark plugs for proper heat range.

Were incorrect spark plugs installed? - Verify repair Go to Step 16

16 1. Remove excessive carbon buildup with a top

engine cleaner.

2. Re-evaluate vehicle performance.

Is detonation still present? - Verify repair Go to Step 17

17 Check for an engine mechanical problem. Perform a

cylinder compression check. Refer to Engine

Mechanical.

Was a problem found? - Verify repair Go to Step 18

18 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 19

19 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 19

20 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser sy stem (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Poor Fuel Economy Symptom

DEFINITIONS: Fuel economy, as measured by an

actual road test, is noticeably lower than expected. Also,

economy is noticeably lower than it was on this vehicle

at one time, as previousl shown by an actual road test.

(Larger than standard tires will cause odometer

readings to be incorrect, and that may cause fuel

economy to appear poor when it is actually normal.)

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually /physical check performed? - Go to Step 4 Go to Visual /

physical Check.

4 Check owner's driving habits.

• Is the A/C On full time (defroster mode On)?

• Are tires at the correct pressure?

• Are excessively heavy loads being carried?

• Is acceleration too much, too often? - Go to Step 5 Go to Step 6

5 Review the items in Step 4 with the customer and

advise as necessary.

Is the action complete? - System OK -

6 Visually/phy sically check: Vacuum hoses for splits,

kinks, and improper connections.

Was a problem found? - Verify repair Go to Step 7

7 Check for low engine coolant level.

Was a problem found? - Verify repair Go to Step 8

8 Check for incorrect or faulty engine thermostat. Refer

to Engine Cooling.

Was a problem found? - Verify repair Go to Step 9

9 Remove and check the air filter element for dirt or for

restrictions.

Was a problem found? - Verify repair Go to Step 10

10 Check the torque converter clutch (TCC) for proper

operation (if A/T model). If a problem is found, repair

as necessary.

Was a problem found? - Verify repair Go to Step 11

11 1. Using a Tech 2, display the ECT sensor and IAT

sensor value.

2. Check the specified value or wire.

Was the problem found? - Verify repair Go to Step 12

Step Action Value (s) Yes No

12 1. Remove the spark plugs and check for gas or oil

fouling cracks, wear, improper gap, burned

electrodes, heavy deposits, or improper heat

range.

2. If spark plugs are fouled, the cause of fouling must

be determined before replacing the spark plugs.

Was a problem found? - Verify repair Go to Step 13

13 Check for proper calibration of the speedometer.

Does the speed indicated on the speed meter closely

match the vehicle speed displayed on the Tech 2? - Go to Step 15 Go to Step 14

14 Diagnose and repair the inaccurate speedometer

condition as necessary. Refer to Vehicle Speed

Sensor in Electrical Diagnosis. - Verify repair -

15 Check for proper calibration of the fuel gauge.

Was a problem found? - Verify repair Go to Step 16

16 Check for the following engine mechanical problems

(refer to Engine Mechanical):

• Low compression.

• Worn camshaft.

• Sticking or leaking valves.

• Valve timing.

Was a problem found? - Verify repair Go to Step 17

17 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 18

18 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 19

19 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser sy stem (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Excessive Exhaust Emissions Or Odors Symptom

DEFINITIONS: Vehicle fails an emission test. There is

excessive "rotten egg" smell. (Excessive odors do not

necessarily indica te excessive emissions.)

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually /physical check performed? - Go to Step 4 Go to Visual /

physical Check.

4 Is the customer continual accelerated On/Off in cold

condition? - System OK Go to Step 5

5 Is the customer used lead fuel? - Replace to

Unlead fuel Go to Step 6

6 Check for vacuum leaks (vacuum lines, intake

manifold, throttle body, etc.)

Were any vacuum leaks found? - Verify repair & Go

to Step 17 Go to Step 7

7 1. Check fuel cap for proper installation.

2. Secure the fuel cap if necessary.

Was a problem found? - Verify repair & Go

to Step 17 Go to Step 8

8 Check the fuel pressure. Refer to Fuel System

Pressure Test.

Was a problem found? - Verify repair & Go

to Step 17 Go to Step 9

9 1. Check for faulty , plugged or incorrectly installed

PCV valve.

2. Verify that the PCV system is not plugged.

Was a problem found? - Verify repair & Go

to Step 17 Go to Step 10

10 Check the injector connectors, if any of the injectors

are connected an incorrect cylinder, correct as

necessary.

Was a problem found? - Verify repair & Go

to Step 17 Go to Step 11

11 Perform the Injector Coil/Balance Test.

Was a problem found? - Verify repair & Go

to Step 17 Go to Step 12

12 Check for a problem with the engine cooling system.

Was a problem found? - Verify repair & Go

to Step 17 Go to Step 13

Step Action Value (s) Yes No

13 Check EVAP canister for fuel loading. Refer to

Evaporative Emission Control System.

Was a problem found? - Verify repair & Go

to Step 17 Go to Step 14

14 Check the EVAP purge solenoid valve operation.

Is the valve operated normally? - Verify repair & Go

to Step 17 Verify repair & Go

to Step 15

15 Check the exhaust system for a possible restriction:

• Damaged or collapsed pipes.

• Internal catalytic converter failure.

Was a problem found? - Verify repair & Go

to Step 17 Go to Step 16

16 1. Remove excessive carbon buildup with a top

engine cleaner. Refer to the instructions on the top

engine cleaner can.

2. Perform the exhaust emission test.

Does the vehicle pass the test? - System OK Go to Step 18

17 Perform the exhaust emission test.

Does the vehicle pass the test? - System OK Go to Step 18

18 Check the fuel control Heated Oxygen Sensor

(HO2S). When monitored on the Tech 2, the HO2S

should respond quickly to different throttle positions. If

it doesn't check for silicon or other contaminates from

fuel or use of improper sealant. The sensors may have

a white powdery coating. Silicon contamination sends

a rich exhaust signal which causes the ECM to

command and excessively lean air/fuel mixture.

Was a problem found? - Verify repair Go to Step 19

19 Monitor "B1S1 (Bank 1 Sensor 1) Status" and "B2S1

(Bank 2 Sensor 1) Status" on the Tech 2.

Is the "B1S1 (Bank 1 Sensor 1) Status" or "B2S1

(Bank 2 Sensor 1) Status" in the rich condition? - Go to Step 20 Go to Step 21

20 Check items that can cause the engine to run rich.

Refer to DTC P0172 "O2 Sensor System Too Rich

(Bank 1)" or DTC P0175 "O2 Sensor System Too Rich

(Bank 2)".

Was a problem found? - Verify repair Go to Step 22

21 Check items that can cause the engine to run lean.

Refer to DTC P0171 "O2 Sensor System Too Lean

(Bank 1)" or DTC P0174 "O2 Sensor System Tool

Lean (Bank 2)".

Was a problem found? - Verify repair Go to Step 22

Step Action Value (s) Yes No

22 Check for the following engine mechanical problems

(refer to Engine Mechanical):

• Low compression.

• Leaking cylinder head gaskets.

• Worn camshaft. -Sticking or leaking valves.

• Valve timing. -Broken valve springs.

Was a problem found? - Verify repair Go to Step 23

23 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 24

24 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 25

25 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser sy stem (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Dieseling, Run-On Symptom

DEFINITIONS: Engine continues to run after key is

turned OFF, but runs very rough. If engine runs

smoothly, check the ignition switch and adjustment.

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually /physical check performed? - Go to Step 4 Go to Visual /

physical Check.

4 Check for a short between voltage circuit and the

ignition feed circuit.

Was a problem found? - Verify repair Go to Step 5

5 Check the fuel leaking from injector. Perform the

Injector Coil/Balance Test.

Was a problem found? - Verify repair Go to Step 6

6 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 7

7 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 8

8 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser sy stem (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

Backfire Symptom

DEFINITIONS: Fuel ignites in the intake manifold, or in

the exhaust system, making a loud popping noise.

Step Action Value (s) Yes No

1 Was the "On-Board Diagnostic (OBD) System Check"

performed? - Go to Step 2

Go to On Board

Diagnostic (OBD)

System Check

2 1. Perform a bulletin search.

2. If a bulletin that addresses the symptom is found,

correct the condition as instructed in the bulletin.

Was a bulletin found that addresses the symptom? - Verify repair Go to Step 3

3 Was a visually /physical check performed? - Go to Step 4 Go to Visual /

physical Check.

4 Check for proper ignition voltage output with the spark

tester.

Was a problem found? - Verify repair Go to Step 5

5 Check the ignition coils for cracks or carbon tracking.

If a problem is found, repair as necessary.

Was a problem found? - Verify repair Go to Step 6

6 1. Remove the spark plugs and check for gas or oil

fouling cracks, wear, improper gap, burned

electrodes, heavy deposits, or improper heat

range.

2. If spark plugs are fouled, the cause of fouling must

be determined before replacing the spark plugs.

Was a problem found? - Verify repair Go to Step 7

7 Check the fuel pressure. Refer to Fuel System

Pressure Test.

Was a problem found? - Verify repair Go to Step 8

8 Refer to Fuel System Diagnosis to determine if there

is a problem with fuel delivery.

Was a problem found? - Verify repair Go to Step 9

9 Check the CKP sensor signal, shield wire, or

installation condition. Refer to DTC P0336 "Crankshaft

Position Sensor Circuit Range/Performance" and DTC

P0337 "Crankshaft Position Sensor Circuit No Signal".

Was a problem found? - Verify repair Go to Step 10

10 Check for the following engine mechanical problems

(refer to Engine Mechanical):

• Low compression.

• Leaking cylinder head gaskets.

• Worn camshaft.

• Sticking or leaking valves.

• Valve timing.

• Broken valve springs.

• Camshaft drive belt slipped or stripped.

Was a problem found? - Verify repair Go to Step 11

Step Action Value (s) Yes No

11 Check the intake and exhaust manifold for casting

flash. Refer to Engine Mechanical.

Was a problem found? - Verify repair Go to Step 12

12 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been found, review/inspect the

following:

• Visual/physical inspection.

• Tech 2 data.

• All electrical connections within a suspected circuit

and/or system.

Was a problem found? - Verify repair Go to Step 13

13 Is the ECM programmed with the latest software

release?

If not, download the latest software to the ECM using

the "SPS (Service Programming System)".

Was the problem solved? - Verify repair Go to step 14

14 Replace the ECM.

Is the action complete?

IMPORTANT: The replacement ECM must be

programmed. Refer to section of the Service

Programming System (SPS) in this manual. Following

ECM programming, the immobiliser sy stem (if

equipped) must be linked to the ECM. Refer to section

11 “Immobiliser System-ECM replacement” for the

ECM/Immobiliser linking procedure. - Verify repair -

On-Vehicle Service Procedure

Engine Control Module (ECM)

NOTE:

To prevent possible electrostatic discharge

damage, follow these guidelines:

• Do not touch the control module connector pins

or soldere d components on the control module

circuit board.

• Do not open the replacement part package until

the par is ready to be installed.

• Before removing the part from the package,

ground the package to a known good ground on

the vehicle.

• If the part has been handled while sliding across

the seat, or while sitting down from a standing

position, or while walking a distance, touch a

known good ground before installing the part.

NOTE:

To prevent internal ECM damage, the ignition must

be in the "OFF" position in order to disconnect or

reconnect power to the ECM (for example: battery

cable, ECM pigtail, ECM fuse, jumper cables, etc.).

NOTE:

When replacing the production ECM with a service

ECM, it is important to transfer the broadcast code

and production ECM number to the service ECM

label. This will allow positive identification of ECM

parts throughout the service life of the vehicl e.

Location

On the common chamber.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect the two connectors from the ECM.

3. Remove four bolts.

4. Remove the ECM from common chamber.

Installation Procedure

1. Put on the ECM on the common chamber.

2. Tighten the ECM by four bolts.

3. Connect the two connectors to the ECM.

4. Connect the negative battery cable.

NOTE:

The replacement ECM must be programmed.

Service Programming System (SPS) and

immobiliser programming (if equipped) is/are

necessary. In case "SPS procedure does not

succeed" or "engine does not run but No DTC after

SPS", low vehicle battery voltage or disconnected

electrical connector (e.g. poor connection of data

link connector) are supposed. Perform the SPS

procedure once again by correct conditions. The

programming ECM will be recovered normally.

Crankshaft Position (CKP) Sensor

Location

Right-hand side of the cylinder block.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect connector from the CKP sensor.

3. Loosen a bolt and remove the CKP sensor from

the cylinder block.

NOTE:

Use caution to avoid any hot oil that might drip out.

Installation Procedure

1. Install the CKP sensor to the cylinder block.

Before installation, apply small amount of engine

oil to the O-ring.

2. Tighten CKP sensor by a bolt with specified

tightening torque.

Tightening Torque

Bolt: 10N⋅

⋅⋅⋅m (1.0kgf⋅

⋅⋅⋅m).

3. Connect a sensor connector to the CKP sensor.

4. Connect the negative battery cable.

NOTE:

Verify any DTCs (diagnosis Trouble Code) are not

stored after replacement.

Camshaft P osition (CMP) Sensor

Location

The rear of right bank of the cylinder head.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect connector from the CMP sensor.

3. Loosen a bolt and remove the CMP sensor from

the cylinder head.

Installation Procedure

1. Install the CMP sensor to the cylinder head.

Before installation, apply small amount of engine

oil to the O-ring.

2. Tighten CMP sensor by a bolt with specified

tightening torque.

Tightening Torque

Bolt: 10N⋅

⋅⋅⋅m (1.0kgf⋅

⋅⋅⋅m)

3. Connect a sensor connector to the CMP sensor.

4. Connect the negative battery cable.

NOTE:

Verify any DTCs (diagnosis Trouble Code) are not

stored after replacement.

Engine Coolant Temperature (ECT) Sensor

Location

Installed to the thermostat housing.

Removal Procedure

1. Disconnect the negative battery cable.

2. Drain enough engine coolant so that the coolant

level will be below the ECT sensor.

3. Disconnect connector from the ECT sensor.

4. Loosen and remove the ECT sensor from the

thermostat housing.

NOTE:

Cool down the engine before above procedures are

carried out.

Installation Procedure

pply sealer to threads of screw at the ECT

sensor.

2. Tighten the ECT sensor with specified tightening

torque.

Tightening Torque

13N⋅

⋅⋅⋅m (1.3kgf⋅

⋅⋅⋅m)

3. Connect a ECT sensor connector to the ECT

sensor.

4. Fill the engine coolant.

5. Connect the negative battery cable.

NOTE:

Verify any DTCs (diagnosis Trouble Code) are not

stored after replacement.

Verify no engine coolant leaking from the sensor

threads after replacement.

Mass Air Flow (MAF) Sensor & Intake Air

Temperature (IAT) Sensor

Location

Installed to the intake duct housing.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect a MAF & IAT sensor connector from

the MAF & IAT sensor.

3. Loosen two screws and remove the MAF & IAT

sensor from the intake duct.

Installation Procedure

1. Install the MAF & IAT sensor into intake air duct.

2. Tighten MAF & IAT sensor by two screws.

3. Connect a sensor connector to the MAF & IAT

sensor.

4. Connect the negative battery cable.

NOTE:

Verify any DTCs (diagnosis Trouble Code) are not

stored after replacement.

Throttle Position Sensor (TPS)

Location

Installed on the throttle body.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect the TPS connector.

3. Loosen two screws and remove TPS from the

throttle body.

Installation Procedure

1. Temporary tighten the TPS by two screws.

2. Connect a TPS connectors to the TPS.

3. Connect the Tech2 to the vehicle.

4. Connect the negative battery cable.

5. Select "Data Display" with the Tech2.

7. Check the throttle position data and adjust the TPS

position.

8. Tighten two screws.

NOTE:

Verify any DTCs (diagnosis Trouble Code) are not

stored after replacement.

Idle Air Control (IAC) Valve

Location

Installed on the throttle body.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect the IAC valve connector.

3. Loosen two screws and remove IAC valve from

the throttle body.

Cleaning and Inspection

1. Clean the IAC valve O-ring sealing surface, pintle

valve seat and air passage.

2. Us e carbur etor cleaner and a parts cleaning brus h

to remove carbon deposit.

Do not use a cleaner that contain methyl ethyl

ketone. This is an extremely strong solvent and not

necessary for this type of deposit.

3. Shiny spots on the pintle are normal and do not

indicate misalignment or a bent pintle shaft.

4. Inspect the IAC valve O-ring for cuts, cracks or

distortion.

Measurement

In order to install a new IAC valve, messier the distance

between the tip of the pintle and the mounting flange. If

that measurement is 28mm (1.1in.) or less, the valve

need no adjustment. If the measurement is greater than

28mm (1.1in.), apply finger pressure and retract the

valve. The force required to retract the pintle on a new

valve will not damage the valve, shaft, or pintle.

28mm(1.1in.)

or less

Installation Procedure

1. Tighten the IAC valve by two screws.

2. Connect a IAC valve connector to the IAC valve.

3. Connect the negative battery cable.

NOTE:

Verify any DTCs (diagnosis Trouble Code) are not

stored after replacement.

Heated Oxygen Sensor (HO2S)

Location

Installed on the exhaust pipe for each bank.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect the O2 sensor connector.

3. Loosen and remove the O2 sensor from the

exhaust pipe.

Bank 1 Heated Oxygen Sensor (Right bank)

Bank 2 Heated Oxygen Sensor (Left bank)

Inspection

• Inspect the louvered end of the sensor for grease,

dirt, excessive carbon build up or other

contamination.

• A special anti-seize compound is used on the O2

sensor threads. This compound consists of glass

breads suspended in a liquid graphite solution.

T he graphite burns away with engine heat, but the

glass breads will remain, marking the sensor

easier to remove.

• New or service sensors will already have the

compound applied to the threads. If a sensor is

removed and is to be reinstalled for any reason,

the threads must have anti-seize compound

applied.

Installation Procedure

1. Install the O2 sensor to the exhaust pipe.

Apply anti-seize compound or the equivalent to the

threads of the oxygen sensor, if necessary.

2. Tighten the O2 sensor with specified tightening

torque.

Tightening Torque

Bolt: 42N⋅

⋅⋅⋅m (4.3kgf⋅

⋅⋅⋅m)

3. Connect a sensor connector to the O2 sensor.

4. Connect the negative battery cable.

NOTE:

Verify any DTCs (diagnosis Trouble Code) are not

stored after replacement.

Verify no exhaust gas leaking from the sensor

threads after replacement.

Evap Canister Purge Valve Solenoid

Location

On the intake manifold.

Removal Procedure

1. Disconenct the negative battery cable.

2. Disconnect a purge solenoid connector from the

purge solenoid.

3. Disconnect two hoses from the purge solenoid

valve.

4. Loosen a bolt and remove the purge solenoid from

the intake manifold.

Installation Procedure

1. Put on the purge solenoid on the intake manifold.

2. Tighten the purge solenoid by a bolt.

3. Connect a connector to the purge solenoid.

4. Connect two hoses to the purge solenoid valve.

5. Connect the negative battery cable.

NOTE:

Verify any DTCs (diagnosis Trouble Code) are not

stored after replacement.

Verify proper connection of two hoses.

Fuel Pressure Relief

Caution:

To reduce the risk of the fire and personal injury, it

is necessary to relive the fuel system pressure

before servicing the fuel system components.

Caution:

After relieving the fuel system pressure, a small

amount of fuel may be released when servicing fuel

lines or connections. Reduce the chance of

personal injury by covering the fuel line fitting with

a short towel before disconnecting the fittings. The

towel will absorb any fuel that may leak out. When

the disconnect is completed, place the towel in an

approved container.

1. Remove the fuel filler cap.

2. Remove the fuel pump relay.

3. Start the engine and allow it to stall.

3. Crank the engine for about 30 seconds.

4. Disconnect the negative battery cable.

Fuel Rail Assembly

Removal Procedure

NOTE:

• Do not attempt to remove the fuel inlet fitting on

the fuel rail. It is staked in place. Removing the

fuel inlet fitting will result in damage to the fuel

rail or the internal O-ring seal.

• Use care when removing the fuel rail assembly in

order to prevent damage to the injector electrical

connector terminals and the injector spray tips.

• Fittings should be capped and holes plugged

during servicing to prevent dirt and other

contaminants from entering open lines and

passages.

Important: Before removal, the fuel rail assembly may

be cleaned with a spray type engine cleaner. Follow the

spray package instructions. Do not immerse the fuel

rails in liquid cleaning solvent.

1. Depressurize the fuel system. Refer to

Fuel Pressure Relief Procedure in this Section.

2. Disconnect the negative battery cable.

3. Remove the engine cover.

4. Disconnect the accelerator pedal cable from throttle

body and cable bracket.

5. Disconnect the connectors from, solenoid valve,

sensing valve.

6. Disconnect the vacuum hose on canister VSV and

positive crankcase ventilation hose.

7. Remove the common chamber Refer to the

common chamber in Engine Mechanical.

1. Lift up carefully on the fuel injectors. Do not

separate the fuel injectors from the fuel rail.

2. If an injector becomes separated from the fuel

rail, the infector O-ring seals and the retainer

clip must be replaced.

3. Drain residual fuel into an approved container.

060RW044

8. If removal of the fuel pressure regulator is

necessary, refer to Fuel Pressure Regulator.

9. If removal of the fuel injectors is necessary , refer to

Fuel Injectors.

Installation Procedure

1. If the fuel injectors were removed, install them.

Refer to Fuel Injectors.

2. If the fuel pressure regulator was removed, install

it. Refer to Fuel Pressure Regulator.

3. Install the common chamber. Refer to

common chamber in engine Mechanical.

060RW044

4. Connect the vacuum hose on Canister VSV and

positive crankcase ventilation hose.

5. Connect the connectors to, solenoid valve.

6. Connect the accelerator pedal cable to throttle

body and cable bracket.

7. Install the engine cover.

8. Connect the negative battery cable.

9. Crank the engine until it starts. Cranking the

engine may take longer than usual due to trapped

air in the fuel rail and in the injectors.

Fuel Injectors

Removal Procedure

NOTE: If the fuel injectors are leaking, the engine oil

may be contaminated with fuel. Check the oil for

signs of contamination and change the oil and the

filter if necessary.

NOTE: Use care in removing the fuel injectors in

order to prevent damage to the fuel injector

electrical connector pins or the fuel injector

nozzles. The fuel injector is an electrical component

and should not be immersed in any type of cleaner

as this may damage the fuel injector.

Important: Fuel injectors are serviced as a complete

assembly only.

1. Disconnect the negative battery cable.

2. Remove the upper intake manifold. Refer to

Common Chamber in Engine Mechanical..

3. Remove the fuel rail. Refer to Fuel Rail.

060RW044

4. Remove the injector retainer clip.

F06RW017

5. Remove the fuel injector assembly.

6. Remove the O-ring from the fuel injector.

7. Remove the O-ring backup from the fuel injector .

Inspection Procedure

1. Inspect the O-rings for cracks or leaks.

2. Replace worn or damaged O-rings.

3. Lubricate the new O-rings with engine oil before

installation.

Installation Procedure

1. Install the O-ring backup on the fuel injector.

2. Install the new O-ring on the fuel injector.

3. Install the fuel injector on the fuel rail.

F06RW017

4. Use new fuel injector retainer clips to retain the fuel

injector to the fuel rail.

5. Coat the end of the fuel injector with engine oil.

6. Install the fuel rail. Refer to Fuel Rail.

060RW044

7. Install the upper intake manifold. Refer to

Common Chamber in Engine Mechanical.

8. Install the engine cover.

9. Connect the negative battery cable.

Fuel Pressure Regulator

Removal Procedure

CAUTION: To reduce the risk of fire and personal

injury, it is necessary to relieve the fuel system

pressure before servicing the fuel system

components.

CAUTION: After relieving the system pressure, a

small amount of fuel may be released when

servicing fuel lines or connections. Reduce the

chance of personal injury by covering the fuel line

fittings with a shop towel before disconnecting the

fittings. The towels will absorb any fuel that may

leak out. When the disconnect is completed, place

the towel in an approved container.

NOTE: Compressed air must never be used to test

or clean a fuel pressure regulator, as damage to the

fuel pressure regulator may result.

NOTE: To prevent damage to the fuel pressure

regulator, do not immerse the pressure regulator in

solvent.

1. Depressurize the fuel system. Refer to Fuel

Pressure Relief Procedure.

2. Disconnect the negative battery cable.

3. Remove the fuel pump relay. Refer to Fuel Pump

Relay.

4. Remove the pressure regulator hose from the fuel

pressure regulator.

5. Remove the two bolts from the protector that

secures the common chamber.

060RW066

6. Remove the fuel pressure regulator attaching

screw.

060RW116

7. Remove the fuel pressure regulator from the fuel

rail.

Disassembly Procedure

1. Remove the O-ring from the fuel pressure regulator.

2. Remove the fuel return line from the fuel pressure

regulator.

3. Remove the O-ring from the fuel return line.

• The O-ring may be left inside the fuel pressure

regulator instead of on the fuel return line.

060RW116

Assembly Procedure

1. Install a new O-ring on the fuel return line.

2. Install the fuel return line on the fuel pressure

regulator.

Do not over-tighten the swivel nut on the fuel pressure

regulator. The fuel pressure regulator can be damaged

and fuel may leak if the swivel nut is over-tightened.

3. Tighten the swivel nut.

4. Install a new O-ring on the fuel pressure regulator.

Installation Procedure

1. Install the fuel pressure regulator attaching screw.

Tighten

• Tighten the fuel pressure regulator attaching screw

to 3 N⋅m (0.3 kg⋅m/26 lb in.).

060RW116

2. Install the fuel pressure regulator on the fuel rail.

3. Install the two bolts to the protector that secures

the common chamber.

060RW066

4. Install the pressure regulator hose to the fuel

pressure regulator.

5. Install the fuel pump relay. Refer to Fuel Pump

Relay.

6. Connect the negative battery cable.

7. Crank the engine until it starts. Cranking the engine

may take longer than usual due to trapped air in the

fuel lines.

Ignition Coil

Removal Procedure

1. Disconnect battery ground cable.

2. Ignition coil connector and ignition coil.

• Disconnect three connector from ignition coil.

• Remove harness bracket bolt on cylinder head

cover.

• Remove fixing bolts on ignition coil.

060RW001

Legend

(1) Ignition Coil Connector

(2) Bolt

(3) Ignition Coil Assembly

Inspection Procedure

Check the ignition coil assembly for insulation. Check

terminals for corrosion or damage, and replace as

necessary.

Measuring resistance of ignition coil assembly.

Terminal No. Limit

1 to 2 Without 0 ohm or infinity

maximum ohm.

1 to 3 Same as above

2 to 3 Same as above

Measure resistance of ignition coil assembly, and

replace the ignition coil assembly if its value exceeds

the standard.

060RW006

Installation Procedure

1. Install the ignition coil assembly (3).

Connect ignition coil connector (1) and ignition coil

(3), then tighten bolt (2) to the specified torque.

Torque: 4 N⋅

⋅⋅⋅m (0.4 kg⋅

⋅⋅⋅m/35 lb in)

060RW001

2. Connect battery ground cable.

Spark Plugs

Removal Procedure

1. Remove spark plugs.

Inspection Procedure

The spark plug affects entire engine performance and

therefore its inspection is very important.

• Check electrode and insulator for presence of

cracks, and replace if any.

• Check electrode for wear, and replace if necessary.

• Check gasket for damage, and replace if necessary.

• Measure insulation resistance with an ohmmeter,

and replace if faulty.

• Adjust spark plug gap to 1.0 mm (0.04 in)  1.1

mm (0.043 in).

• Check fuel and electrical systems if spark plug is

extremely dirty.

• Use spark plugs having low heat value (hot type

plug) if fuel and electrical systems are normal.

• Use spark plugs having high heat value (cold type

plug) if insulator and electrode are extremely

burned.

Sooty Spark Plugs

Much deposit of carbon or oil on the electrode and

insulator of spark plug reduces the engine performance.

Possible causes:

• Too rich mixture

• Presence of oil in combustion chamber

• Incorrectly adjusted spark plug gap

Burning Elec trodes

This fault is characterized by scorched or heavily

oxidized electrode or blistered insulator nose.

Possible causes:

• Too lean mixture

• Improper heat value

Measuring Insulation Resistance

• Measure insulation resistance using a 500 volt

megaohm meter.

• Replace spark plugs if measured value is out of

standard.

Insulation resistance: 50 MΩ

ΩΩ

Ω or more

011RS010

Cleaning Spark Plugs

• Clean spark plugs with a spark plug cleaner.

• Raise the ground electrode to an angle of 45 to 60

degrees. If electrode is wet, dry it before cleaning.

• After spark plug is thoroughly cleaned, check

insulator for presence of cracks.

• Clean threads and metal body with a wire brush.

• File the electrode tip if electrode is extremely worn.

• Bend the ground electrode to adjust the spark plug

gap.

011RS011

Installation Procedure

1. Spark plugs

• Tighten spark plugs to the specified torque.

Torque: 18 N⋅

⋅⋅⋅m (1.8 kg⋅

⋅⋅⋅m/13 lb ft)

Special Tools

ILLUSTRATION PART NO.PART NAME ILLUSTRATION PART NO.PART NAME

5–8840–0285–0

(J 39200)

High Impedance

Multimeter (Digital

Voltmeter – DVM)

Breaker Box

(1) PCMCIA Card

(2) RS232 Loop Back

Connector

(3) SAE 16/19 Adapter

(4) DLC Cable

(5) TECH 2

5–8840–2618–0

Fuel Injector Tester

5–8840–0385–0

(J 35616-A/BT-8637)

Connector Test Adapter

Kit

5–8840–0378–0

(J 34730-E)

Port Fuel Injection

Diagnostic Kit

5–8840–2635–0

(J 39021-90)

Injector Switch Box

5–8840–0383–0

(J 26792/BT-7220-1)

Spark Tester