SECTION 6E2 - C24SE ENGINE DRIVEABILITY AND

EMISSIONS

Abbreviations Charts

Component Locator

ECM Circuit Diagram

Ground Poi nt Chart

Location

Cable Harness & Connector Location

Connector List

Relay And Fuse

Relay & Fuse Box Location

Fuse & Relay Location

ECM Wiring Diagram

ECM Connector Pin Assignment & Output Signal

General Description For ECM And Sensors

Engine Control Module (ECM)

Manifold Absolute Pressure (MAP) Sensor

Throttle Position Sensor (TPS)

Idle Air Control (IAC) Valve

Crankshaft Position (CKP) Sensor

Engine Coolant Temperature (ECT) Sensor

Intake Air Temperature (IAT) Sensor

Vehic le Speed Sen so r (VSS )

Heated Oxygen (O2) Sensor

General Description For Fuel Metering

Battery Voltage Correction Mode

Clear Floo d Mode

Deceleration Fuel Cutoff (DFCO) Mode

Engine Speed/ Vehicle Speed/ Fuel Disable Mode

Acceleration Mode

Fuel Cutof f Mode

Starting Mod e

Run Mode

Fuel Mete ring System Components

Fuel Inj ect or

Fuel Pr essu re Regul ator

Fuel Rail

Fuel Pump Electrical Circuit

Thottle Body Unit

General Description For Electric Ignition System

Spark Plug

General Description For Evaporative Emission System

EVAP Emission Control System Purpose

EVAP Emission Control System Operation

System Fault Detection

Positive Crankcase Ventilation (PCV) System

Crank cas e Ven til ati on System Purpo se

A/C Clutch Diagnosis

A/C Clutch Circuit Operation

A/C Clutch Circuit Purpose

A/C Request Signal

Holden 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

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

Visual/Physical Engine Compartment Inspection

Basic Knowledge of Tools Required

On-Board Diagnostic (OBD)

On-Board Diagnostic Tests

The Diagnostic Executive

Diagnostic Information

Malfunction Indicator Lamp

Data Link Connector (DLC)

Verifying Vehicle Repair

On-Board Diagnosis (Self-Dianosis)

Diagnosis With Tech 2 Scan Tool

Clearing Diagnostic Trouble Codes

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 Metering System Check

Fuel Injector Coil Test Procedure And Fuel Injector

Balance Test Procedure

Injector Coil Test Procedure (Steps 1-6) and

Injector Balance Test Procedure (Steps 7-11)

The Tech 2 Scan Tool

Techline

Fuel System Electrical Test

Fuel System Diagnosis

ECM Diagnostic Trouble Codes (DTC)

Diagnostic Trouble Code (DTC) P0107 Manifold

Absolute Pressure Circuit Low Input

Diagnostic Trouble Code (DTC) P0108 Manifold

Absolute Pressure Circuit High Input

Diagnostic Trouble Code (DTC) P0112 Intake Air

Temperature Sensor Low Input

Diagnostic Trouble Code (DTC) P0113 Intake

Air Temperature Sensor High Input

Diagnostic Trouble Code (DTC) P0117 Engine

Coolant Temp eratur e Sen sor Low Inpu t

Diagnostic Trouble Code (DTC) P0118 Engine

Coolant Temp eratur e Sen sor Hig h Input

Diagnostic Trouble Code (DTC) P0122 Throttle

Position Sensor Low Input

Diagnostic Trouble Code (DTC) P0123 Throttle

Position Sensor High Input

Diagnostic Trouble Code (DTC) P0131 O2 Sensor

Circuit Low Voltage (Bank 1 Sensor 1)

Diagnostic Trouble Code (DTC) P0132 O2 Sensor

Circuit High Voltage (Bank 1 Sensor 1)

Diagnostic Trouble Code (DTC) P0134 O2 Sensor

No Activity Defected Circuit (Bank 1 Sensor 1)

Diagnostic Trouble Code (DTC) P0135 O2 Sensor

Heater Circuit (Bank 1 Sensor 1)

Diagnostic Trouble Code (DTC) P0201

Injector 1 Control Circuit

Diagnostic Trouble Code (DTC) P0202

Injector 2 Control Circuit

Diagnostic Trouble Code (DTC) P0203

Injector 3 Control Circuit

Diagnostic Trouble Code (DTC) P0204

Injector 4 Control Circuit

Diagnostic Trouble Code (DTC) P0325

Knock Sensor (KS) Circuit Malfunction

Diagnostic Trouble Code (DTC) P0327

Knock Sensor (KS) Circuit Low Input

Diagnostic Trouble Code (DTC) P0336

Crankshaft Position (CKP) Sensor Circuit

Range/Per forma nc e ( 58x)

Diagnostic Trouble Code (DTC) P0337 Crankshaft

Position (CKP) Sensor Circuit Low Input (58x)

Diagnostic Trouble Code (DTC) P0351

Ignition 1 Control Circuit

Diagnostic Trouble Code (DTC) P0352

Ignition 2 Control Circuit

Diagnostic Trouble Code (DTC) P0443

Evaporative Emission (EVAP) Control

System Purge Control Valve Circuit Malfunction

Diagnostic Trouble Code (DTC) P0502

Vehicle Speed Sensor (VSS) Circuit Low Input

Diagnostic Trouble Code (DTC) P0562

System Voltage Low

Diagnostic Trouble Code (DTC) P0563

System Voltage High

Diagnostic Trouble Code (DTC) P0601

ECM Memory Checksum

Diagnostic Trouble Code (DTC) P0602

Programming Error

Diagnostic Trouble Code DTC P0650 Malfunction

Indicator Lamp (MIL) Contorol Circuit Malfunction

Diagnostic Trouble Code (DTC) P1167 Fuel Supply

System Rich During Deceleration Fuel Cut Off

Diagnostic Trouble Code (DTC) P1171 Fuel Supply

System Lean During Power Enrichment

Diagnostic Trouble Code (DTC) P1625

ECM System Reset

Diagnostic Trouble Code (DTC) P1626

Immobiliser No Signal

Diagnostic Trouble Code (DTC) P1631

Immobiliser Wrong Signal

Diagnostic Trouble Code (DTC) P1648

Wrong Security Code Entered

Diagnostic Trouble Code (DTC) P1649

Immobiliser Function Not Programmed

Diagnostic Trouble Code (DTC) P1693

Tachometer Output Low Voltage

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, Sag, Stumble Symptom

Cuts Out, Misses Symptom

Lack Of Power, Sluggish Or Spongy Symptom

Detonation/spark Knock Symptom

Poor Fuel Economy Symptom

Excessive Exhaust Emissions Or Odors Symptom

Dieseling, Run-on Symptom

Backfire Symptom

On-vehicle Service Procedure

Engine Cont ro l Modu le (ECM)

Crankshaft Position (CKP) Sensor

Engine Coolant Temperature (ECT) Sensor

Intake Air Temperature (IAT) Sensor

Manifold Absolute Pressure (MAP) Sensor

Throttle Position Sensor (TPS)

Idle Ai r Contr o l (IA C ) Va lv e

Knock Sensor

Power Steering Pressure (PSP) Switch

Heated Oxygen Sensor (HO2S)

Evap Canister Purge Valve Solenoid

Fuel Pressure Relief

Fuel Rail Assembly

Fuel Injector

Fuel Pressure Regulator

Ignition Coil

Spark Plugs

Spark Plug Cables

Special Service Tools

Abbreviations Charts

Abbreviations Appellation

A/C Air Conditioner

A/T Automatic Transmission

ACC Accessory

BLK Black

BLU Blue

BRN Brown

CEL Check Engine Lamp

CKP Crankshaft Position

DLC Data Link Connector

DTC Diagnostic Trouble Code

DVM Digital Volt Meter

ECM Engine Control Module

ECT Engine Coolant Temperature

EEPROM Electrically Erasable & Programmable Read Only Memory

EVAP Evaporative Emission

EVRV Electric Vacuum Regulating Valve

EXH Exhaust

FT Fuel Temperature

GND Ground

GRY Gray

HOS2 Heated Oxygen Sensor

IAC Idel Air Control

IAT Intake Air Temperature

IG Ignition

ITP Intake Throttle Position

KS Knock Sensor

M/T Manual Transmission

MAP Manifold Absolute Pressure

MIL Malfunction Indicator Lamp

OBD On-Board Diagnostic

ORN Orange

OT Oil Temperature

PNK Pink

RED Red

SW Switch

TB Throttle Body

TEMP Temperature

TP Throttle Position

VSS Vehicle Speed Sensor

WHT White

YEL Yellow

Component Locator

EndOFCallout

Legend

(1) Engine Coolant Temperature (ECT) Sensor

(2) Crankshaft Position (CKP) Sensor

ndOFCallout

Legend

(1) Idle Air Control (IAC) Valve

(2) Throttle Position Sensor (TPS)

(3) K noc k Se nso r (KS)

(4) Manifol d Absolute Pressure (MAP) Sensor

2 4

(1)

(2) Air Cleaner

Idle Air Control (IAC) Valve (3)

(4) Engine Coolant Temperature (ECT) Sensor

Engine Control Module (ECM)

3 2 1

(1)

(2)

(3)

Intake Air Temperature (IAT) Sensor

Idle Air Control (IAC) Valve

Throttle Position Sensor (TPS)

1234

(1)

(2) Injector #1 Cylinder

Injector #2 Cylinder (3)

(4) Injector #3 Cylinder

Injector #4 Cylinder (Under the ECM)

(1) Ignition Coil Module Assembly (1) Heated Oxygen Sensor

(1) Crankshaft Position (CKP) Sensor (1) K noc k Se nso r (KS)

(1)

(2) Engine Coolant Temperature (ECT) Sensor

Thermo Meter Sensor

2 1

(1) Manifol d Absolute Pressure (MAP) Sensor

(1)

(2) Throttle Position Sensor

Idle Air Control (IAC) Valve

(1) EVAP Purge Solenoid

(1) Canister (1)

(2) Fuel Tank

Fuel Pump

1 2

(1)

(2) Vehicle Speed Sensor (VSS)

Transmission Assembly

1 2

(1)

(2) Power Steering Pressure Switch

Power Steering Oil Pump Assem bl y

ECM Circuit Diagram

Ground Po int Chart

Ground Point Chart (1/4)

Ground Point Chart (2/4)

Ground Point Chart (3/4)

Ground Point Chart (4/4)

Location

Cable Harness & Connector Location

Connector List

No. Connector face No. Connector face

B-24

Green Meter-B

E-6

Injector pump

B-58

Black Check connector

E-7

Fuel injector

B-62

White Ignition switch (IGSUB : G1)

E-8

Fuel injector

B-63

White Ignition switch (IGSUB : G2)

E-9

Fuel injector

B-68

Immobiliser

E-18

Ignition coil

C-2

Silver Engine room-RH ground

E-60

ECM

C-56

ECM

E-72

Engine earth-A

C-107

White J/B E2

E-74

Engine earth-B

C-108

White J/B E1

E-77

sensor

C-121

IAT sensor

E-84

Knock sensor

No. Connector face No. Connector face

E-85

MAP sensor

P-2

Silver Relay & Fuse box

F-2

White Fuel pump & sensor

P-5

Silver Batter y (-)

H-4

White Engine room ~ Mission

P-6

Silver Body earth (Ground)

H-6

White Engine room ~ INST

P-10

Silver Engine ground

H-7

White Engine room ~ INST

X-2

Black Rela y; Fuel pomp

H-9

Blue Engine room ~ Chassis

X-11

Black Relay; Heater

H-18

White Engine room ~ INST

X-14

Black Relay; A/C Compressor

H-31

Engine room ~ Mission

X-15

Black Relay; Thermo

H-34

Engine ~ Engine room

P-1

Silver Battery (+)

Relay & Fuse

Relay & Fuse Box Location

RELAY & FUSE BOX

RELAY

No. RELAY (C24SE)

X-1 RELAY; TAIL LIGHT

X-2 RELAY; FUEL PUMP

X-3 RELAY; HORN

X-4 RELAY; DIMMER

X-5 —

X-6 RELAY; STARTER

X-7 RELAY; COND, FAN

X-8 RELAY; —

X-9 —

X-10 —

X-11 RELAY; HEATER

X-12 RELAY; HEAD LIGHT

X-13 —

X-14 RELAY; A/C COMP

X-15 RELAY; THERMO

FUSE

SLOW BLOW FUSE

ENGINE MODEL

FUSE NO. C24SE

EB-1 15A ECM

EB-2 —

EB-3 —

EB-4 15A ACG (S)

EB-5 10A ILLUMI

EB-6 10A TAIL

EB-7 10A H/LIGHT-RH

EB-8 10A H/LIGHT-LH

EB-9 20A FUEL PUMP

EB-10 10A O

SENSOR

EB-11 —

EB-12 —

EB-13 10A A/C

EB-14 —

EB-15 10A HORN

EB-16 10A HAZARD

ENGINE MODEL

FUSE NO. C24SE

SBF-1 10 0A MA IN

SBF-2 —

SBF-3 —

SBF-4 20A COND, FAN

SBF-5 40A IG 1

SBF-6 —

SBF-7 —

SBF-8 30A BLOWER

SBF-9 50A IG 2

Fuse & Relay Location

FUSE

SLOW BL OW FUS E

RELAY

No. Capacity Indication on label No. Capacity Indication on label

1— — 1215ACIGER

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

3 — — 14 20A DOOR LOCK

4 15A BACK UP 15 10A METER (+B)

5 15A METER 16 10A ROOM

6 10A TURN 17 10A ANTI THEFT

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

No. Capacity Indication on label

22 20A RR DEF

23 20A POWER WINDOW

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

C24SE REAR DEFOGGER POWER WINDOW ACC SOCKET

FUSE BOX

ECM Wiring Diagram

ECM Wiring Diagram (1/9)

Buttery

Voltage

0.5

RED/

YEL

Engine

Room-RH

µP

J2-32

0.5

BRN/

YEL

Engine

Control

Module

(ECM)

Check

Engine

Lamp

Imnobiliser

Control

Unit

METER

15A

Ignition

0.5

BLU

J2-4

0.5

GRN

J2-30

Diag

SW Class 2

Serial

Data

0.85 BLK

Diagnostic

Comectar

16151413121110 9

87654321

METER

10A

ECM Wiring Diagram (2/9)

VIgn

Engine

Control

Module

(ECM)

Ignition

µPµPµP

Meter

15A

VIgn

Check

Engine

Sped

Meter Tacho

Meter

0.85

YEL

0.8 YEL/GRN

0.5 BRN/YEL

CPU

0.5

WHT

J2-23J2-25

0.5

BRN/

YEL

(–) (+)

Vehicle

Speed

Sensor

J2-32

678

Imnobiliser

Control

Unit

ECM Wiring Diagram (3/9)

µP

VIgn

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

ECM Wiring Diagram (4/9)

Battery Voltage

PNK/

BLU

Injector

Cylinder

Injector

Cylinder

Injector

Cylinder

Injector

Cylinder

J1-9

BLU/

BLK

J1-22

BLU/

WHT

J1-8

COIL

MODULE

BLU/

YEL

J1-11

0.85

GRN

J1-19

0.85

BLU

J1-18

µP

IGN

Switch

IGN

Fuse

15A

Engine

Control

Module

(ECM)

ECM Wiring Diagram (5/9)

Idle

Air

Control(IAC) Valve

0.5

YEL/

BLU

J1-28

0.5

YEL/

GRN

J1-30

0.5

BLU/

RED

J1-13

0.5

YEL/

BLK

J1-29

Engine

Control

Module

(ECM)

ECM Wiring Diagram (6/9)

Intake

Air

Temperature(IAT)

Sensor

0.5

GRN

J2-1

0.5

YEL/

GRN

J2-22

0.5

GRN/

YEL

J2-20

0.5

BLU/

YEL

0.5

BLU/

YEL

Engine

15A

Ignition

Battery V oltage

J2-3

0.5

GRN/

WHT

J1-5

+5V

µPµP

Power

Steering

Pressure

Evaporativ

Emission(EVAP)

Canistor

Purge

Valve

Solenoid

Engine

Control

Module

(ECM)

ECM Wiring Diagram (7/9)

Manifold

Absolute

Pressure(MAP) Sensor

Crankshaft

Position(CKP)

Sensor

µP

0.5

GRY/

BLU

J1-16

0.5

GRY/

RED

J1-24

0.5

YEL/

RED

J1-31

0.5

BLK/

WHT

J1-1

0.5

BLK/

WHT

J1-2

0.5

BLK/

WHT

J1-17

0.5

BLK

J1-6

0.5

WHT

J1-21

INLET

MANIFOLD

5 V olts

Reference

Engine

Control

Module

(ECM)

ECM Wiring Diagram (8/9)

µP

0.5

GRY

J1-27

+5V

µP

5Volts

Reference

Knock

Sensor

0.5

YEL

0.5

WHT/

BLU

J1-7

0.5

BLU/

PNK

J1-32

0.5

BLK/

YEL

J1-15J1-3

Engine

Coolant

Temperature(ECT)

Sensor

Throttle

Position Sensor

Knock Filter

Module

Engine

Control

Module

(ECM)

ECM Wiring Diagram (9/9)

Battery

Voltage

A/C

10A

COMPRESSOR

RELAY

0.5

BRN/

YEL

0.5

GRY/

RED

J2-13

0.5

GRN/

BLK

J2-26

MAGNETIC

CLUTCH

µP

A/C PRESSURE S/W

THERMO

RELAY

µP

Engine

Control

Module

(ECM)

ECM Connector Pin As signment & Output Signal

Connector J1 Port: View Looking Into ECM Case

17 16

PIN16PIN1

PIN17 PIN32

No. B/Box

No. Pin Function Wire

Color

Signal or Contin uity ECM

Connection

Tester Posi tion

Key SW

Off Key SW

On Engine

Idle Engine

2000rpm Range (+) (-)

J1-1 1 Ground BLK/WHT Continuity

with

ground

- - - Disconnect Ω1GND

J1-2 2 Ground BLK/WHT Continuity

with

ground

- - - Disconnect Ω2GND

J1-3 3 Knock Sensor Signal YEL - - - - - - - -

J1-4 4 No Connection - - - - - - - - -

J1-5 5 Canister Purge

Solenoid Valve GRN/

WHT Less than

1V Battery

voltage Wave form / b a ttery

voltage while solenoid

is not activated

Connect DC V 5 GND

J1-6 6 Crankshaft Position

(CKP) Senso r

(Ground)

BLK Continuity

with

ground

- - - Connect Ω6GND

J1-7 7 Throttle Position

Sensor (TPS) Output

Signal

WHT/BLU Approx. 6.0kΩ at idle /

Approx. 1.7kΩ at WO T

Approx. 2.3kΩ at idle /

Approx. 6.6kΩ at WOT

- - Disconnect Ω7 1 5 /

J1-8 8 No. 3 Injector BLU/WHT Less t han

1V Battery

voltage Wave form Connect DC V 8 GND

J1-9 9 No. 1 Injector PNK/BLU Less than

1V Battery

voltage Wave form Connect DC V 9 GND

J1-10 10 No Connection - - - - - - - - -

J1-11 11 No. 4 Injector BLU/YEL Less than

1V Battery

voltage Wave form Connect DC V 11 GND

J1-12 12 No Connection - - - - - - - - -

J1-13 13 Idle Air Control Valve

(I ACV) C oil B High YEL/BLU Less than

1V Less than 1V / Battery voltage Connect DC V 13 GND

J1-14 14 No Connection - - - - - - - - -

J1-15 15 Throttle Position

Sensor (TPS) Power

Supply

BLK/YEL Less than

1V Approx. 5V Connect DC V 15 32

J1-16 16 MAP Sensor Ground GRY/BLU Continuity

with

ground

- - - Connect Ω16 GND

J1-17 17 Ground BLK/W HT Continuity

with

ground

- - - Connect Ω17 GND

J1-18 18 Coil Module No. 1 &

No.4 BLU Less than

1V Battery

voltage Wave form Connect DC V 18 GND

J1-19 19 Coil Module No. 2 &

No. 3 GRN Less than

1V Battery

voltage Wave form Connect DC V 19 GND

J1-20 20 No Connection - - - - - - - - -

J1-21 21 Crankshaft Position

(CKP) Sensor Signal WHT - - Wave

form or

approx.

3.7V

Wave

form or

approx.

7.7V

Connect AC V 21 6

J1-22 22 No.2 Injector BLU/BLK Less than

1V Battery

voltage Wave form Connect DC V 22 GND

J1-23 23 No Connection - - - - - - - - -

J1-24 24 MAP Sensor Signal GRY/RED Less t han

1V Approx.

4.8V Approx.

1.3V Approx.

0.9V Connect DC V 24 16

J1-25 25 No Connection - - - - - - - - -

J1-26 26 No Connection - - - - - - - - -

J1-27 27 Engine Coolant Temp.

(ECT) Sensor Signal GRY Less than

1V Approx. 2.5V at ECT 80°C Connect DC V 27 32

J1-28 28 Idle Air Control Valve

(I ACV) C oil A High YEL/BLK Less than

1V Less than 1V / Battery voltage Connect DC V 28 GND

J1-29 29 Idle Air Control Valve

(I ACV) C oil B Low YEL/GRN Less than

1V Less than 1V / Battery voltage Connect DC V 29 GND

J1-30 30 Idle Air Control Valve

(I ACV) C oil A Low BLU/WHT Less than

1V Less than 1V / Battery voltage Connect DC V 30 GND

J1-31 31 MAP Sensor Power

Supply YEL/RED Less than

1V Approx.. 5V Connect DC V 31 16

J1-32 32 ECT Sensor, Knock

Sensor, Throttle

Position Sensor

Ground

BLU/PNK Continuity

with

ground

- - - Connect Ω32 GND

No. B/Box

No. Pin Function Wire

Color

Signal or Contin uity ECM

Connection

Tester Posi tion

Key SW

Off Key SW

On Engine

Idle Engine

2000rpm Range (+) (-)

Connector J2 Port: View Looking Into ECM Case

17 16

PIN32

PIN1

PIN17

PIN16

No. B/Box

No. Pin Function Wire

Color

Signal or Contin uity ECM

Connection

Tester Posi tion

Key SW

Off Key SW

On Engine

Idle Engine

2000rpm Range (+) (-)

J2-1 33 Intake Air Temp. (IAT )

Sensor Ground GRN Continuity

with

ground

- - - Disconnect Ω33 GND

J2-2 34 Battery Power Supply RED/

WHT Battery voltage Connect DC V 34 GND

J2-3 35 Ignition Power Supply BLU/YEL Less than

1V Battery voltage Connect DC V 35 GND

J2-4 36 To Data Link

Connector No. 6 BLU Less than

1V Approx. 5V Connect DC V 36 GND

J2-5 37 No Connection - - - - - - - - -

J2-6 38 Oxygen Sensor

(Ground) PNK Continuity

with

ground

- - - Connect Ω38 GND

J2-7 39 No Connection - - - - - - - - -

J2-8 40 No Connection - - - - - - - - -

J2-9 41 No Connection - - - - - - - - -

J2-10 42 No Connection - - - - - - - - -

J2 - 11 43 Fuel Pum p R elay GR N /

WHT Less than

1V Less than

1V /

Battery

voltage

while fuel

pump is

activated

Battery voltage Connect DC V 43 GND

J2-12 44 No Connection - - - - - - - - -

J2-13 45 A/C Compressor

Relay GRY/RED Less than

1V Battery

voltage Less than 1V Connect DC V 45 GND

J2-14 46 No Connection - - - - - - - - -

J2-15 47 No Connection - - - - - - - - -

J2-16 48 No Connection - - - - - - - - -

J2-17 49 No Connection - - - - - - - - -

J2-18 50 Battery Power Supply RED/

WHT Battery voltage Connect DC V 50 GND

J2-19 51 No Connection - - - - - - - - -

J2-20 52 Power Steering

Pressure Switch GRN/YEL Less than

1V Less than 1V when switch is turned

on / Battery voltage when switch is

turned off

Connect DC V 52 GND

J2-21 53 Oxygen Sensor BLU Less t han

1V Approx.

0.4V 0.1 - 0.9V Connect DC V 53 38

J2-22 54 Intake Air Tem p. (IAT )

Sensor (Signal) YEL/GRN Less than

1V Approx. 1.8V at IAT 30°C Connect DC V 54 33

J2-23 55 Vehicle Speed Signal

(Immobiliser Control

Unit Term inal B8)

WHT - - Approx. 16Hz by wave

form or approx. 4.8V at

20km/h

Connect AC V 55 G ND

J2-24 56 No Connection - - - - - - - - -

J2-25 57 Tachometer Output

Signal BLK/RED - W ave form - - - -

J2-26 58 Thermo Relay GRN/ BLK Less than

1V Battery voltage when A/C request is

activated Connect DC V 58 GND

J2-27 59 No Connection - - - - - - - - -

J2-28 60 No Connection - - - - - - - - -

J2-29 61 No Connection - - - - - - - - -

J2-30 62 To Data Link

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

J2-31 63 Oxygen Sensor Heater BLU/WHT Continuity

with

ground

- - - Connect Ω63 GND

J2-32 64 Check Engine Lamp

(Immobiliser Control

Unit Term inal B7)

BRN/YEL Less than

1V Less than

1V Battery voltage while

lamp is turned off Connect DC V 64 GND

No. B/Box

No. Pin Function Wire

Color

Signal or Contin uity ECM

Connection

Tester Posi tion

Key SW

Off Key SW

On Engine

Idle Engine

2000rpm Range (+) (-)

General Description For ECM And

Sensors

Engine Control Module (ECM)

The engine con tr ol mod ule (ECM ) is loca ted on the

intake manifold. The ECM controls the following.

• Fuel metering system

• Ignition timing

• On-board diagnostics for electrical functions.

The ECM constantly observes the information from vari-

ous sensors. The ECM controls the systems that 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 diagn ostic trouble code (DTC). DTCs ide nti fy 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 (Operatin g cond ition re ad):

• Battery voltage

• Electrical ignition

• Exhaust oxygen content

• Intake manifold pressure

• Intake air temperature

• Engine coola nt tempe ra ture

• Crankshaft position

• Knock signa l

• Throttle position

• Vehic le sp eed

• Power steering pressure

• Air conditioning request on or off

Outputs (Systems controlled):

• Ignition co ntrol

• Fuel control

• Idle air control

• Fuel pump

• EVAP canister purge

• Air conditioning

• Diagnostic s functi ons

Manifold Absolute Pressure (MAP) Sensor

The MAP sensor is a strain gage. A pressure strains the

resistance on the silicon base. At that time the

resistance value changes. And it changes voltage. In

other words it measures a pressure value. It is installed

to the intake manifold. Output voltage of the MAP

sensor is low as pressure is low.

(1) J1 Port

(2) J2 Port

1 2

Output V oltage (V)

0.5

1.5

2.5

3.5

4.5

10 20 305 1525354540 50 55

Pressure (KPa)

Characteristic of MAP Sensor (Reference)

60 65 7570 8580 90 95 100

Throttle Position Sensor (TPS)

The TPS is a potentiometer connected to throttle shaft

on the throttle body.

The engine control mo dule (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.

Idle Air C ontrol (IAC ) Valve

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

and giv es 2-way control. W ith power supply to the c oils

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 pin tle, res ulting 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 engi ne runnin g, the idle spee d will be wrong . In this

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

key is cycled “On” then “Off”. When servic ing the IAC, it

should only be disconnected or connected with the

ignition “Off”.

The po sitio n of the IAC pin tle valv e affects engin e 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.

(1) Throttle Position Sensor

(2) Idle Air Control (IAC) Valve

Output V oltage (V)

0.5

1.5

2.5

3.5

4.5

10 20 305 1525354540 50 55

Throttle Angle (%)

Characteristic of TPS (Reference)

60 65 7570 8580 90 95 100

Ste

Coil ABCD

Coil A High

(ECM J 1-28 ) On On

Coil A Low

(ECM J 1-30 ) On On

Coil B High

(ECM J 1-13 ) On On

Coil B Low

(ECM J 1-29 ) On On

(IAC Valve Close Direction)

(IAC Valve Open Direction)

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 left-hand side of the cylinder

block just back of the A/C compressor.

The crank shaft has a 58 teeth pre ss- fit timing d isc, fr om

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.

Using the 58 X signals per rotation and the ti ming-mark

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

accurately calculate engine speed and crank position.

The ECM conv erts the 58 X signa ls into squar e signa ls.

This conv erte d s ig nal is s ent fr om the ECM termi nal J 2-

25 to the tachometer.

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

temper atur e is hot.

-30

Resistance ( )

-20-100 1020304050

Temperature (ºC)

60 70 80 90 100 110 120 130

Intake Air Temper ature (IAT) Sensor

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

Vehicle Speed Sensor (VSS)

The VSS is a magnet rotated by the transmission output

shaft. The VSS uses a hall ele ment. It in teracts with the

magnetic field treated by the r otating magnet. It out puts

pulse signal. The 12 volts operating supply from the

meter fuse.

Heated Oxy g en (O

) Sensor

The heated 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 cons tant 450mi lliv olt is suppl ied 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

senso r to pr od uc e a vol tage o utpu t. T h is v ol tage s ho uld

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

calc ulates th e air fuel rat io based on the signa l from the

oxygen sensors.

General Description For Fuel

Metering

The fuel metering sys tem starts with the fu el 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 m ixture to minim ize exha ust emiss ions is 14.7

parts of air to 1 part of ga soli ne by w eight, w hich a llows

the catalytic converter to operate most efficiently.

Because of the cons tant measu ring and adjusti ng 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 d etermine the fuel needs of the engine. F uel is

delivered under one of several conditions called “mode”.

All modes are controlled by the ECM.

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.

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 75% and the

engine speed is below 800 RPM. If the throttle position

becomes less than 75%, the ECM again begins to pulse

the injectors ON and OFF, allowing fuel into the

cylinders.

Deceleration Fuel Cutoff (DFCO) 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. Until enable conditions meet the

engine revolution less 1000 rpm or manifold absolute

pressure less than 10 kpa.

Engine Speed/ Vehicle Speed/ Fuel Disable

Mode

The ECM monitors engine speed. It turns off the fuel

injector s when t he engine speed inc reases ab ove 6000

RPM. The fuel injectors are turned back on when

engine speed decreases below 3500 RPM.

Acceleration Mode

The ECM provides extra fuel when it detects a rapid

increase in the throttle position and the air flow.

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.

Starting Mode

When th e i gni tio n is f irs t tur ne d ON , t he EC M ene rgiz es

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 startin g.

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.

Run Mode

The run mode has the following two conditions:

• Open loop

• Closed loop

When the engine is first s tarted, the system is in “open

loop” operation. In “Open Loop,” the ECM ignores the

signal from the heated oxygen sensor (HO2S). It

calcula t es the a ir/fu el r at io b ased on inputs from th e T P,

ECT, and MAP sensors.

The system remains in “Open Loop” until the following

conditions are met:

• The HO2S has a v arying vol tage output sho wing tha t

it is hot enough to oper ate properly (thi s depends on

temperature).

• The ECT has reached a specified temperature.

• A 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 o nly memory (PRO M). When t hese condition s 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.

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

• Idle air control (IAC) valve

•Fuel pump

Fuel Injector

The group 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 press ure adjus ted for engi ne loa d. It may b e

serviced separately.

If the pressure is too low or poor performance, DTC

P0131 or P1171 wi ll be the result. If the pr essure is too

high, DTC P0132 or P1167 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 f uel inlet tub e of the fue l 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.

Fuel Pump Elec trical Circ uit

When the k ey is first tur ne d ON, the ECM energi ze s 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 engi ne i s cr an ke d. W he n the en gin e i s cr ank ed

and the 58X crankshaft position signal has been

detecte d by the ECM, the E CM 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.

Thottle Body Unit

The throttle body has a throttle plate to control the

amount of air delivered to the engine. The Thottle

position s ensor and IAC val ve are also mou nted on the

throttle body.

Vacuum ports located behind the throttle plate provide

the vacuum 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.

General Description For Electric

Ignition System

The engine use two ignition coils, one per two cylinders.

A two wire connector provides a battery voltage primary

supply through the ignition fuse.

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

• Engine coolant temperature (ECT) sensor

• Throttle position sensor

• Vehicle speed sensor

• ECM and ignition system supply voltage

Ignition coil works to generate only the secondary

voltage be receiving the primary voltage from ECM.

The primary voltage is generated at the coil driver

located in the ECM. The coil driver generate the primary

voltage based on the crankshaft position signal. In

accordance with the crankshaft position signal, ignition

coil driver determines the adequate ignition timing and

also cylinder number to ignite.

Ignition timing is determined the coolant temperature,

intake air temperature, engine speed, engine load,

knock sensor signal, etc.

Spark Plug

Although worn or dirty spark plugs may give satisfactory

operation at idling speed, they frequently 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 Lubrication.

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. While other ignition and fuel system causes

must also be considered, possible causes include

ignition system conditions which allow the spark voltage

to reach ground in some other manner than by jumping

across the air gap at the tip of the spark plug, leaving

the air/fuel mixture unburned. Misfiring may also occur

when the tip of the spark plug becomes overheated and

ignites the mixture before the spark jumps. This is

referred to as “pre-ignition.”

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 P1167.

Oil fouling of the spark plug is indicated by wet oily

depo sits on the p ortio n o f the s park plug i n the c ylin der,

usua ll y wi th l i t tl e e lectrode we ar. T hi s ma y be c au s ed b y

oil d uring br eak-i n of n ew or newly o verhaul ed eng ines .

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.

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 improper gap adjustment or 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.

Low or high spark plug installation torque or improper

seating c an result in the spark pl ug runni ng too hot an d

can cause excessive center electrode wear. The plug

and the c ylind er he ad se ats must be i n good c ontact 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 o f 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 re-

gapping, or 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.

A broken or cracked lower insulator tip (around the

center electrode) may result from damage during re-

gapping or from “heat shock” (spark plug suddenly

operating too hot).

• Damage during re-gapping can happen if the gapping

tool is pushed against the center electrode or the

insulator around it, causing the insulator to crack.

When re -gapping a s park plug, ma ke the adju stment

by bending only the ground side terminal, keeping the

tool clear of other parts.

• “Heat shock” breakage in the lower insulator tip

generally occurs during several engine operating

conditions (high speeds or heavy loading) and may

be caused by over-advanced timing or low grade

fuels. He at shock refers to a rapid increas e in the tip

temperature that causes the insulator material to

crack.

Spark plugs with les s t han th e reco mm ende d am ount of

service c an s om eti mes be c lea ned and re- ga ppe d, the n

returned to service. However , if there is any doubt about

the servic eab il ity of a spark plu g, repl ac e it . Spark plugs

with cracked or broken insulators should always be

replaced.

General Description For Evaporat ive

Emission System

EVAP Emission Control System Purpose

The bas ic e va porat iv e e mi ss io n con tr ol sys tem u sed o n

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 Emission Control System Operation

The EVAP canister purge is controlled by a solenoid

valve that allows the manifold vacuum to purge the

canister. The engine control module (ECM) supplies a

ground to energize the solenoid valve (purge on). The

EVAP purge solenoid control is pulse-width modulated

(PWM ) (turned on and off several times a se cond). The

duty cycle (pulse width) is determined by engine

operating conditions including load, throttle position,

coolant temperature and ambient temperature. The duty

cycle is calculated by the ECM. the output is

commanded when the appropriate conditions have

been met. These conditions are:

• The engine is fully warmed up.

• The engine has been running for a specified time.

• The IAT reading is above 10°C (50°F).

• Purge/Vacuum Hoses. Made of rubber compounds,

these hoses route the gasoline fumes from their

sources to the canister and from the canister to the

intake air flow.

• EVAP Canister. Mounted on a bracket ahead of the

fuel tank, the canister stores fuel vapors until the

ECM determined that engine conditions are right for

them to be removed and burned.

Poor idle, stalling and Poor driveability can be caused

by:

• A malfunctioning purge solenoid.

• A damaged canister.

• Hoses that are split, cracked, or not connected

properly.

System Fau lt Detection

The EVAP leak detection strategy is based on applying

vacuum to the EVAP system and monitoring vacuum

decay. At an appropriate time, the EVAP purge solenoid

is turned “ON,” allowing the engine vacuum to draw a

small vacuum on the entire evaporative emission

system.

(1) Purge Sol en oid Valve

(2) From Canistor to Purge Solenoid

(3) From Purge Solenoid to Intake

(1) Canistor

(2) Air Separator

1 3 2

1 2

After the desired vacuum level has been achieved, the

EVAP purge solenoid is turned “OFF,” sealing the

system. A l ea k is dete ct ed b y moni tor i ng f or a d ec reas e

in vacuum level over a given time period, all other

variables remaining constant.

If the desired vacuum level cannot be achieved in the

test described above, a large leak or a faulty EVAP

purge control solenoid valve is indicated.

Leaks can be caused by the following conditions:

• Missing or faulty fuel cap

• Disconnected, damaged, pinched, or blocked EVAP

purge line

• Disconnected, damaged, pinched, or blocked fuel

tank vapor line

• Disconnected or faulty EVAP purge control solenoid

valve

• Open ignition feed circuit to the purge solenoid

• Damaged EVAP canister

• Leaking fuel sender assembly O-ring

• Leaking fuel tank or fuel filler neck

The ECM supplies a ground to energize the purge

control solenoid valve (purge “ON” ). Th e EVAP pu rge

control is turned “ON” and “OFF,” several times a

second. The duty cycle (pulse width) is determined by

engine operating conditions including load, throttle

position , c ool ant t emp eratur e a nd a mbi en t tem peratu re .

The duty cycle is c alculat ed by the EC M and the o utput

is commanded when the appropriate conditions have

been met.

The syste m checks for cond itions that cause the EVAP

system to purge continuously by commanding the EVAP

purge solenoid “OFF”, EVAP purge solenoid du ty ratio

“0%”. If fuel tank vacuum level increases during the test,

a contin uous purge flow co ndition is in dicated. Thi s can

be caused by the following conditions:

• EVAP purge solenoid leaking

• EVAP purge and engine vacuum lines switched at the

EVAP purge control solenoid valve

• EVAP purge control solenoid valve driver circuit

grounded

Positive Crankcase Ventilation (PCV)

System

Crankcase Ventilation System Purpose

The crankcase ventilation system is used to consume

crankc ase vapors i n the combus tion process instead of

venting them to the atmosphere. Fresh air from the

throttle body is supplied to the crankcase and mixed

wit h bl o w- by g a se s. T his mixtur e is t h en passed th r o u gh

the positive crankcase ventilation (PCV) port into the

intake manifold.

While the engine is running, exhaust gases and small

amounts of the fuel/air mixture escape past the piston

rings and enter the crankcase. these gases are mixed

with clean air entering through a tube from the air intake

duct.

During normal, part-throttle operation, the system is

designed to allow crankcase gases to flow through the

PCV hose into the intake manifold to be consumed by

normal combustion.

A plugged positive crankcase ventilation port or PCV

hose may cause the following conditions:

• Rough idle.

• Stalling or slow idle speed.

• Oil leaks.

• Sludge in the engine .

A leaking PCV hose would cause:

• Rough idle.

• Stalling.

• High idle speed.

A/C Clutch Diagnosis

A/C Clutch Circuit Operation

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

the ECM when the A/C is selected through the A/C

control switch.

The A/C compressor clutch relay is controlled through

the ECM. This allows the ECM to modify the idle air

control position prior to the A/C clutch engagement for

better idl e qual ity. If the en gine oper ating condit ions are

within their specified calibrated acceptable ranges, the

ECM will en abl e the A/C c om pres so r relay. Th is is don e

by providing a ground path for the A/C relay coil within

the ECM. When the A/C compressor relay is enabled,

battery voltage is supplied to the compressor relay is

enabled, battery voltage is supplied to the compressor

clutch coil.

The ECM will enable the A/C compressor clutch

whenever the engine is running and the A/C has been

requested. The ECM will not enable the A/C

compressor clutch if any of the following conditions are

met:

• The engine speed is greater than 6000 RPM.

• The ECT is greater than 122°C (251°F).

• The throttle is more than 95% open.

A/C Clutch Circuit Purpose

The A/C compressor operation is controlled by the

engine control module (ECM) for the following reasons:

• It improves idle quality during compressor clutch

engagement.

• It improves wide open throttle (WOT) performance.

• It provides A/C com pressor pr otection fr om operatio n

with incorrect refrigerant pressures.

The A/C electrical system consists of the following

components:

• The A/C control switch.

• The A/C refrigerant pressure switches.

• The A/C compressor clutch.

• The A/C compressor clutch relay.

•The ECM.

A/C Request Signal

This signal tells the ECM when the A/C mode is

selected at the A/C control switch. The ECM uses this

input to adjust the idle speed before turn ing on the A /C

clutch. The A/C compressor will be inoperative if this

signal is not available to the ECM.

Refer to A/C Clutch Circuit Diagnosis for A/C wiring

diagrams and diagnosis for the A/C electrical system.

Holden Strategy Based Diagnostics

Overview

As a re tail serv ic e t ech ni cian, you ar e p art of the Hold en

service team. The team goal is FIX IT RIGHT THE

FIRST TIME for the satisfa ction of every custome r. Yo u

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.

St rategy Based Diagnostic s (refer to F igure 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 diagnos tic thought pr ocess. Thi s method of think ing

optimize s your diagno sis in the following ways:

• Improves your understanding and definition of the

customer complaint

• Saves tim e b y avo idi ng testing and/o r repla ci ng goo d

parts

• Allows you to look at the problem from different

perspectives

• Guides yo u to determin e what level of understanding

about system operation is needed:

– Owner’s manual level

– Service manual level

– In-depth (engineering) level

– Owner’s manual leve l

– Service manual level

– In-depth (engineering) level

1. Verify the Complaint

What you should do

To verify the customer co mplaint, you ne ed 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

• Vehic le road te sts

• 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 Holden Service Bulletin on

Holden Web site.

The initial checks may vary depending on the

compl exity of the system and may in clude the follow ing

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 II or other technical equipment for viewing DTCs

• Service manual information:

– Component locations

– Harness routing

– Wiring schem ati cs

– Procedures for viewing DTCs

• Dealership service history file

• Vehic le road te st

• 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

• Access Holden Bulletin W eb sit e,

https://www.einet.Holden.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:

• A 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 b egin 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 (theory 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 TP sensor, for example)?

– Is it a signal ge nerati ng devi ce (MAF sens or 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):

– Are there areas where wires could be chafed

or pinched (brackets or frames)?

– Are there areas subjected to extreme

temperatures?

– Are there areas subjected to vibration or

movement (engine, transmission or

suspension)?

– Are there are as expos ed to moistu re, road s alt

or other corrosives (battery acid, oil or other

fluids)?

– Are 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 th e presen t cond ition, as well a s could not ca use

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 fr om further investig ation)

• For two or more circuits that do not share a common

power or ground, concentrate on areas where

harnesses are routed together or 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 frequency

interference)

• Aftermarket equipment

Intermittent diagnosis requires careful analysis of

suspected systems to help prevent replacing good

parts. This m ay i nvolve using cr eativity a nd i ngenui ty to

interpret customer complaints and simulating all

exter nal and internal system conditi ons to duplicat e 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: Analyze 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 smaller

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 power 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 for

problem simulation procedures. Refer to service manual

sections 6E and 8A for information about intermittent

diagnosis. Follow 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 II and Tech II 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 compone nt.

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 windo w 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

operatin g as des igned i s perceiv ed to be unsatis factory

or undesirable. In general, this is due to:

• A lack of understanding by the customer

• A conflict between customer expectations and

vehicle des ig n inten t

• 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

• Examinin g bulletins a nd other ser vice i nformation for

supplementary information

• Compare syst em opera tion to an identical vehicl e

If the condition is due to a customer misunderstanding

or a con flict between c ustomer expec tation an d system

operation, you should explain the system operation to

the custo mer.

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

resour ce s to faci li tate the diagno sti c pr oces s:

• Vehicle service information (service manual, etc.)

• Holden 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 com pl ain t.

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, 5 c or 5d ) . If al l po ss ible options have bee n

explored, you may call or seek Holden field support.

What resources you should use

Whenever possible, you should use the following

resources to facilitate the diagnostic process:

• Service manual

• Accumulated information form a previous diagnostic

path

• Service information and publications

• Holden 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 applic able, you should ca rry out prev entive me asures

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

Aftermar ket El ectrical 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 vacu um equipme nt 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 electric system to

malfunction. This may also include equipment not

connected to the vehicle electrical system such as

portable tele pho nes and radio s. Th erefo re , the fi rst ste p

in diagnosing any electric 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.

There are several ways for a person to become

statically charged. The most common methods of

charging are by friction and induction.

• An example of char ging by fric tion is a perso n slid ing

across a vehicle seat.

• Charge by induc tion o ccurs when a per son w ith well-

insulated shoes stands near a highly charged object

and momentarily 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.

Non-OEM Pa rts

All of the OBD diagnostics have been calibrated to run

with OEM parts. Accordingly, if commercially sold

sensor or switch is installed, it makes a wrong diagnosis

and turns on the check engi ne lam p.

Aftermarket electronics, such as cellular phones,

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

control system if they are improperly installed. This may

cause a false sensor reading and turn on the check

engine lamp.

Poor Vehicle Maintenance

The se nsitivity of OBD dia gnostics will caus e the check

engine lamp to turn on if the vehicle is not maintained

properly. Restricted oil 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.

Related System Faults

Many of the OBD system diagnostics will not run if the

ECM detects a fault on a related system or component.

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

emiss ion test fail ure. This can o ften lead to r epairing 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 co nnection s, burned or chafed s pots, pinched

wires, contact with sharp edges or contact with hot

exhaust manifolds or pipes.

Basic Knowledge of Tools Required

NOTE: 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.

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

record s the fo llowing data :

• The diagnosti c test has been comp leted si nce the la st

ignition cycle.

• The diagnosti c test has passed during the cu rren t ignition

cycle .

• The fault iden tified by the diagn ostic te st is not curren tly

active.

When a diagnostic te st reports a fail resul t, the diagno stic

executive records the following data:

• The diagnosti c test has been comp leted si nce the la st

ignition cycle.

• The fault identified by the diagnostic test is currently active.

• The fault has been active during thi s ignition cycle.

• The operating conditions at the time of the failure.

The Diagnostic Executive

The Diagnostic Executive is a unique segment of software

which is designed to coordinate 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 listed as follows:

• Commanding the check engine la mp on and off

• DTC logging and clea ring

• Current status information on each diagnostic

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

requiremen t that the vehicl e fun cti oned corre 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 ca pab ility is co mpl emented by the

diagnostic procedures co ntai ned in this ma nua l.

The langua ge of communica ting the source of the malfunction

is a system of di agnosti c trou ble codes. When a ma lfun ction is

detected by the con trol mo dul e, a diag nosti c tro uble code is

set and the check engine lamp is illuminated.

Malfunc tion Indica tor Lamp

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 remains illuminated after the engine is started, i

the engine control module (ECM) detects a fault.

diagnostic trouble code (DTC) is stored any time the ECM

illumina tes the MIL due to an emi ssion re lated fau l t.

Data Link Connector (DLC)

The provision fo r communi ca tion with the control mo dule i s the

Data Link Connector (DLC). It is located behind the lower front

instrument pane l. The DLC is used to connect to a Tech2 .

Some common uses of the Tech2 are listed below:

• Identifying stored Diagnosti c Trou ble Code s (DTCs).

• Clearing DTCs.

• Reading serial data.

Verifying Vehicle Repair

Verifica tion of ve hi cle rep ai r w ill be mo re comprehensi ve fo r

vehicles with OBD system diagnostic. Following a repair, the

technician shoul d perfo rm the following steps:

1. Review and record the Fail Records for the DTC which

has been diagnosed .

2. Clear DTC(s).

3. Operate the vehicle within conditions noted in the Fail

Records.

4. Monitor the DTC status information for the specific DTC

which has been diagnosed until the diagnostic test

associated with that DTC runs.

Following these steps is very impo rta nt in verifyin g repairs on

OBD systems. Failure to follow these steps could result in

unnecessary repai rs.

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

diagnostic fault is n o t present.

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 illumi na te.

The MIL indicates tha t an emission related faul t has occurred

and vehicle service is required. The following is a list of the

modes of operation for the MIL:

On-Board Diagnosis (Self-Diagnosis)

The Tech 2 Scan Tool

The Tech 2 scan tool is used to electrically diagnose and

check the vehicle electronic systems. The Tech 2 enhances

the diagnosis efficiency, even though the troubleshooting can

be done without the Tech 2.

Legend

(1) PCMCIA Card

(2) Loop Back Connecto r

(3) SAE 16/19 Pin Adaptor

(4) DLC Cable

(5) Tec h 2 S ca n To ol

1. Tech 2 Components:

• Tech 2 scan tool ki t (No . 70 00086), Tech 2 scan tool

(No. 7000057) a nd DLC cable (No . 3000095).

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

back connector (No. 3000112) (2) and PC MCIA card

(No. 3000117) (1).

2. Connecting Tech 2 to the Vehicle:

• Check the key switch is turn OFF.

• Insert the PCMCIA card (1) into th e Te ch 2 (5) . No te

that the PCMCIA card must be installed in the slot

closest to the Tech 2 screen.

NOTE: Check that power is not supplied to the Tech 2

when installing or remo vin g the PCMC IA card.

• Connect the SAE 16/19 adapter (3 ) to the data lin k

connector of the vehicle.

• Connect the DLC cable (4 ) to th e Tech 2 (5 ).

• Connect the SAE 16/19 adapter (3 ) to the data lin k

connector (DLC) of the vehicle.

• Turn the key switch of the vehicle ON and press the

"PWR" key of the Tech 2.

• Check the display of the Tech 2.

Diagnosis With Tech 2 Scan Tool

The preferred method for reading diagnostic trouble code(s) is

to use a Tech2 scan tool. When reading DTC(s), follo

instructions supplied by the Tech 2 manufacturer.

If No Codes are Set:

• R e fe r to Fl: Data D isplay and iden tify the ele ctri cal faul ts

that are not indicated by a troub le code .

• Refe r to "SYMPTOM DIAGNOSIS".

If codes are set:

1. Record all trouble codes displayed by Tech 2 and check i

the codes are intermittent.

2. Clear the codes.

3. Road test the vehicle to reproduce the faulty status.

4. Check trouble codes again using the Tech 2.

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

inte rmi t ten t. In this ca se , re fe r to "DIAGNOSIS AIDS".

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

7. Check trouble codes again using the Tech 2.

Clearing Diagnostic Trouble Codes

To clear Diagnostic Trouble Codes (DTCs), use the Tech2

"clear DTCs" or "clear information" function. When clearing

DTCs follow instructions supplied by the Tech2 manufacturer.

Techline

TECH 2 Operating Flow Cart (Start Up)

Select “2.XL L4 HV240” in Vehicle Identification menu and the following table is shown in the Tech 2 screen.

Main Menu

F0: Diagnostic

F1: Service Programming System (SPS)

F2: View Capture Data

F3: Tool Option

F4: Download/ Upload Help

Press “ENTER” key.

Vehicle Identification

(3) 2003

(2) 2002

(1) 2001

(Y) 2000

(X) 1999

(W) 1998

Select “F0: Diagnostic”.

Select “(3) 2003” or later.

Press (ENTER) to Continue

System Selection Menu

F0: Powertrain

F1: Chassis

F3: Body

Select “(TF/UC)”.

Vehicle Identification

4JH1-TC Bosch

4JH1-T Denso

2.XL L4 HV240

3.5L V6 6VE1 Hitachi

AW30-40LE

AT JR405E

Select “F0: Powertrain”.

Select “2.XL L4 HV240”.

Vehicle Identification

(UB) Trooper, Bighorn

(UE) Rodeo,/Amigo, Wizard/Mu

(TF/UC) LUV, Frontier, LAO-Rodeo

(TBR)

(N*) ELF, NPR, NQR

F0: Diagnostic Trouble Code

The pur pose o f the “D iag nos tic Trouble Cod es” m ode 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 c ycle s. In addi tio n, it will dis pla y al l 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 M IL. Type C and Type D DTCs cann ot be di splay ed

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

usin g this option.

This selec ti on wi ll rep or t typ e B DTCs onl y after the MIL

has been requested.

Last Test Failed

This selection will display only DTCs that have failed the

last ti me the test run . The last test m ay have run d uring

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

display ed. For type C and type D DT Cs, 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 c ycle s be fore thi s op tio n is selec ted will not be

displayed.

Failed This Ignition

This selection will display all DTCs that have failed

during the present ignition cycle.

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

“Snapsho t” allows you to focus on maki ng the condit ion

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: Programming (Factory Use Only)

The pu rpose o f “Prog rammi ng” is to progr am VI N in the

ECM and lock the programmed data.

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

F1: Data Display

F0: Engine Data

F1: O

Sensor Data

F2: Snapshot

F3: Misc ell an eou s Tes t

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: IAC Control

F1: IAC Reset

F4: Injector Balance Test

F4: Program mi ng

F0: Program VIN

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 diagnostics are functioning properly. Tech 2 values from a

properly-running engine may be used for comparison with the engine you are diagnosing.

Condition : Vehicle st opp in g, en gin e runn ing, air con dit ioning off & after warm- up (Co ol ant te mpe ratur e a ppr oxim ately

80 deg.)

Tech 2 Parameter Units Idle 2000rpm Description

1 Engine Speed rpm 775 - 875 1950 - 2050 The actual engine speed is measured by ECM from the

CKP sensor 58X signal.

2 Desired Idle Speed rpm 825 800 - 850 The desired engine idle speed that the ECM

commanding. The ECM compens ates for various engine

loads.

3 Engine Coolant

Temperature °C or °F 80 - 90 80 - 90 The ECT is measured by ECM from ECT sensor output

voltage. When the engine is normally warm upped, this

data displays approximately 80 °C or more.

4 Start Up ECT (Engine

Coolant Tem perature) °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.

5Intake Ai r

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.

6 Start Up IAT (Intake

Air Temperature) °C or °F Depends on

ambient temp. at

start-up

Depends on

ambient temp. at

start-up

Start-up IAT is measured by ECM f rom IAT sens or output

voltage when engine is started.

7 Manifold Absolute

Pressure Kpa 33 - 38 26 - 30 The MAP (Kpa) is measured by ECM from MAP output

voltage. This data is changing by inlet manifold pressure.

8 Throttle Position % 02 - 5 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.

9 Barometric Pressure Kpa Depends on

altitude Depends on

altitude The barometric pressure is measured by ECM from the

MAP sensor output voltage monitored during key up and

wide open throttle. This data is changing by altitude.

10 Calculated Air Flow g/s 4.0 - 5.0 8.0 - 10.0

11 Air Fuel Ratio 14.6:1 14.6:1 This displays the ECM commanded value. In closed loop,

this should normally be displayed around 14.2:1 - 14.7:1.

12 S park Advance °CA 10 - 15 25 - 32 This displays the amount of spark advance being

commanded by the ECM.

13 Engine Load % 2 - 5 5 - 10 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.

14 Injection Pulse Width ms 3.0 - 4.5 3.0 - 4.0 This displays the amount of time the ECM is

commanding each injector On during each engine cycle.

A longer injector pulse width will cause more fuel to be

delivered. Injector pulse width should increase with

increased engine load.

15 Fuel System Stat us 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.

16 Knock Present Yes/No No No

17 Knock Counter - -

18 Knock Retard °CA 00 This displays the commanded ignition spark timing retard

timing based on the signal from the knock sensor.

19 A/C Clutch Relay On/Off Off Off This displays whether the ECM has commanded the A/C

compressor clutch “On” or “Off”.

20 A/C Request Yes/No Off Off This displays the air conditioner request signal. This

should display “On” when the air conditioner switch is

switched on.

21 EV AP Purge Solenoid

(Evaporative

Emission)

%0 - 10 0 - 10 This displays the duty signal from the ECM to control the

canister purge solenoid valve.

22 Deceleration Fuel

Cutoff Active/

Inactive Inactive Inactive 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. Until enable conditions meet the engine

revolution less than 1000rpm or MAP less than 10KPa.

23 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.

24 Idle Air Control Steps 20 - 30 65 - 75 This displays the ECM commanded position of the idle air

control valve pintle. A larger number means that more air

is being commanded through the idle air passage.

25 Idle Speed Variation rpm -25 - 0 1125 - 1225

26 Vehic le Speed km/h or

mph 00 This displays vehicle speed. The vehicle speed is

measured by ECM from the vehicle speed sensor.

27 Ignition Voltage V 11.0 - 14.5 11.0 - 14.5 This displays the system voltage measured by the ECM

at ignition feed.

28 Reference Voltage V 5.00 5.00

29 Malfunction Indicator

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

Lamp. This should display “On” w hen the Check Engine

Lamp is turned on.

30 Time From Start - - This displays the engine time elapsed since the engine

was started. If the engine is stopped, engine run t ime will

be reset to 00:00:00

Tech 2 Parameter Units Idle 2000rpm Description

Typical Scan Data & Definitions (O

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 diagnostics are functioning properly. Tech 2 values from a

properly-running engine may be used for comparison with the engine you are diagnosing.

Condition : Vehicle st opp in g, en gin e runn ing, air con dit ioning off & after warm- up (Co ol ant te mpe ratur e a ppr oxim ately

80 deg.)

Tech 2 Parameter Units Idle 2000rpm Description

1 Engine Speed rpm 710 - 860 1950 - 2050 The actual engine speed is measured by ECM from the

CKP sensor 58X signal.

2 Desired Idle Speed rpm 800 - 850 800 - 850 The desired engine idle speed that the ECM

commanding. The ECM compens ates for various engine

loads.

3 Engine Coolant

Temperature °C or °F 80 - 90 80 - 90 The ECT is measured by ECM from ECT sensor output

voltage. When the engine is normally warm upped, this

data displays approximately 80 °C or more.

4 Start Up ECT (Engine

Coolant Tem perature) °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.

5Intake Ai r

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.

6 Start Up IAT (Intake

Air Temperature) °C or °F Depends on

ambient temp. at

start-up

Depends on

ambient temp. at

start-up

Start-up IAT is measured by ECM f rom IAT sens or output

voltage when engine is started.

7 Manifold Absolute

Pressure Kpa 33 - 38 26 - 30 The MAP (Kpa) is measured by ECM from MAP output

voltage. This data is changing by inlet manifold pressure.

8 Barometric Pressure Kpa Depends on

altitude Depends on

altitude The barometric pressure is measured by ECM from the

MAP sensor output voltage monitored during key up and

wide open throttle. This data is changing by altitude.

9 Throttle Position % 02 - 5 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.

10 Calculated Air Flow g/s 4.0 - 5.0 8.0 - 10.0 This displays intake air amount. The mass air flow is

measured by ECM from the MAF sensor output voltage.

11 Air Fuel Ratio 14.6:1 14.6:1 This displays the ECM commanded value. In closed loop,

this should normally be displayed around 14.2:1 - 14.7:1.

12 Fuel System Stat us 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 Engine Load % 2 - 5 5 - 10 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.

14 B1 O

Sensor Ready

(Bank 1) 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.

15 B1S1 S tatus

(Bank 1 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.

16 Fuel Trim Learned Yes/No Yes Yes When conditions are appropriate for enabling long term

fuel trim corrections, fuel trim learn will display “Yes”. This

indicates that the long term fuel trim is respo nding to the

short term fuel trim. If the fuel trim lean displays “No”,

then long term fuel trim will not respond to changes in

sho r t te rm fue l tri m.

17 Fuel Trim Cell 15 - 20 1 T his displays dependent on eng ine speed and calculated

intake air flow reading. A plot of engine speed versus

intake air flow amount is divided into the cells. Fuel trim

cell indicates which cell is currently active.

18 B1S1 O

Sensor

(Bank1 Sensor 1) mV 50 - 950 50 -950 This disp lays 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.

19 B1 Short Term Fuel

Trim (Bank 1) %-3 - 0 -10 - 14 The short term fuel trim to a bank represents a short term

correction 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

mainly remained less than 450mV, 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.

20 B1 Long Term Fuel

Trim (Bank 1) %-10 - 0 0 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. A negative value

indicates that the fuel system is rich and fuel delivery is

being reduced (decreased injector pulse width). A

positive value indicates that a lean condition exists and

the ECM is com pensating by add fuel (increas ed injector

pulse width). Because long te rm fuel trim tends to follow

short term fuel trim, a value in the negative range due to

canister purge at idle should not be cons idered unusual.

Fuel trim values at maximum authority may indicate an

excessively rich or lean system.

21 Power Enrichment Yes/No No No The ECM provides the extra amount of fuel when it

detects a rapid increase in the throttle position and air

flow (Power Enrichment). Under this condition the ECM

should detect a “rich condition (high oxygen sensor

voltage).

22 Time From Start - - This displays the engine time elapsed since the engine

was started. If the engine is stopped, engine run t ime will

be reset to 00:00:00

Tech 2 Parameter Units Idle 2000rpm Description

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”, “2.XL L4

HV240” & “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 E ngine Lamp)” in the i nstrume nt panel is turne d

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 i s normal if fuel p ump sound is gener ated 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 i s operated, duty r atio of EVAP pu rge

solenoid is changed 10%-by-10%.

– Press “Increase” key.

Then, EVAP Purge Solenoid is increases 10%-by-

10%.

– Press “Quit” Key.

F3: IAC System

F0: IAC Control

When the Tech 2 is operated, “Idle Air Control”

increases or decreases 5steps-by-5steps up to

150steps.

The circuit is normal if idle engine speed is changed in

accordance with this operation.

– Press “Increase” key.

Then, Idle Air Control is increases 1osteps-by-

10steps up to 160steps. Engine speed is also

changed by this operation.

– Press “Quit” Key.

F1: IAC Reset

When the Tech 2 is operated, “Idle Air Control” resets.

The circuit is normal if idle engine speed is droped in

accordance with this operation.

– Press “Increase” key.

Then, Desired Idle speed is increases 50rpm-by-

50rpm up to 15 50rpm . E ngi ne s pe ed is a lso c han ged

by this operation.

– Press “Quit” Key.

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

Start Up IAT 25 °C

Manifold Absolute Pressure 35KPa

EVAP Purge Solenoi d 30 %

IAC Control

Engine Speed 8 00 RPM

Desired Idle Speed 762 RPM

Engine Coolant Temperature 80 °C

Start Up ECT 50 °C

Intake Air Temperature 30 °C

Start Up IAT 25 °C

Manifold Absolute Pressure 35KPa

Idle Air Control 30 Steps

IAC Reset

Engine Speed 8 00 RPM

Desired Idle Speed 762 RPM

Engine Coolant Temperature 80 °C

Start Up ECT 50 °C

Intake Air Temperature 30 °C

Start Up IAT 25 °C

Manifold Absolute Pressure 35KPa

Idle Air Control 30 Steps

F4: Injector Balance Test

When the Tech 2 is operated, selected injector turns ON

or OFF.

The circuit is normal if engine vibration is changed at

selected cylinder in accordance with this operation

when engine is idling.

– Press “Injector Off” key.

Then, eng in e spe ed drops and vibrati on occurs when

a cylinder is selected.

– Press “Quit” Key.

Injector Balance Test

Engine Speed 800 RPM

Desired Idle Speed 762 RPM

Engine Coolant Temperature 80

Start Up ECT 50

Intake Air Temperature 30

Start Up IAT 25

Manifold Absolute Pressure 35KPa

Injector 1 On

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,

accura te diagno sis is possi ble, eve n though t he ve hicle

is not available.

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

D06RY00167

Flow Chart For Snapshot Replay (Plotting Graph)

060RX0-40

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 displaye d by executing the thr ee ste ps below sho wn:

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 (transfer from diagnosis teste r)] 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 parameter list on the screen.

Graph Display Values And 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

previo us parameter. For displayin g the graph di splay scre en in full siz e, move the cur sor 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] window 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.

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 s creen of “Diagno st ic Test er and P roce ssing Prog ram S electi on”, ch oose the one th at will com ply wi th the

following.

• Diagnostic tester in use

• New programming by the existing module or new programming by the replaced/new module.

• Fixing position of the control unit.

6. Upon completion of the selection, push the button of “Continue”.

2. Demand of Data

1. Connect Tech-2 to the vehicle. When activated by turning on the power of Tech-2, push the “Enter” switch.

2. Turn on the ignition switch (without starting the engine)

3. In the main menu of Diagnostic Tester, push “F1: Service Programming System (SPS)”.

4. Push “F0: Request Info” of Tech-2.

5. Where vehicle data has been already saved in Tech 2, the existing data come on display. In this instance, as Tech-

2 starts asking wheth er to k eep the d ata or to co nti nue o btaining an ew da ta from the c on tro l un it, cho os e eithe r o f

them.

6. If you select “continue”, you have to select “Model Year”, “Vehicle Type”, “Controller Type (Engine)”.

7. After that. then push button and turn Ignition switch tuned on, off, on following Tech-2 display. Tech-2 will read

information from controller after this procedure.

8. During obtaining infor mation , Tech-2 i s rece iving infor matio n from the co ntrol uni t cho sen. In replac ing the contr ol

unit, plea se be sure to undertake “Ob taining Informatio n” from the new unit. Wi th VIN not being progr ammed into

the new control unit at the time of shipment, “obtaining information” is not complete (because the vehicle model,

engine model an d model year are specified from VIN). For the procedure get additio nal information on vehicles,

instruction will be provided in dialog form, when TIS2000 is in operation.

9. Following instructions by Tech-2, push the “Exit” switch of Tech-2, turn off the ignition of the vehicle and turn off the

power of Tech-2, thereby removing from the vehicle.

3. Data Exchange

1. Connect Tech-2 to P/C, turn on the power and click the “Next” button of P/C.

2. Check VIN of the vehi cle and ch oos e “Next” .

3. When a lack of data is asked from among the following menu, enter accordingly.

Select following Menu

• Model Year

• Model

• Engine type

• Transmission type

• Destination code (vehicles for general export)*1

• Immobiliser

* 1: How to read the destination code

Destination code can be read from ID Plate affixed on vehicles, while on VIN plate the destination code is described at

the right-hand edge of Body Type line. In Fig.-3, the destination code can be read as “EK4 (Europe)”.

4. After choosing the data, click the “Next” button.

5. When all the necessary information is entered, the “details” of software within the database that match the entered

data will appear for confirmation. Click the “Program” switch and then download the new software onto Tech-2.

6. “Data Transf er” comes on displ ay. The progres s of down loading wi ll be dis played on the scree n in the for m of bar

graph.

7. Upon finishing the data transfer, turn off the power of Tech-2, removing from P/C.

4. Programming of ECM

1. Check to see if batteries are fully charged, while ABS connectors shall be removed from the vehicle.

2. Connect Tech-2 to Vehicle Diagnostic Connectors.

3. Turn on the power of Tech-2 and the title screen comes on display.

4. Turn on the ignition (without allowing the engine to start)

5. On the title screen of Tech-2, push the “Enter” button.

6. Choose “F: Service Programming System” on the main screen and then choose “Fl: Programming”.

7. While data is being transferred, “Downloading” will be displayed on the Tech-2 screen.

8. Upon finishing the data transfe r, Tech-2 w ill display “ Reprogramming Successful”. Push the “Ex it” button to bring

program to completion.

9. Foll owing “P rocedu re 2: D ema nd of Data”, try over again “Info rmation Obtaining” and check to c onfirm if t he data

has been correctly re-loaded.

10. Upon finishing confirmation, turn off the ignition of the vehicle and then turn off the power of Tech-2, removing from

the vehicle.

How To Use Breaker Box

The engine control module (ECM) and other connectors have water proof connector and special terminal. Water proof

terminal d oes not all ow to use back prove. In addition , the engine control mod ule (ECM) s pecial term inal can n ot let

regular digital voltage meter prove to access, because terminal shape is very fin pin type.

In order to preven t damage of fema le terminal and conne ctor itself, the breaker box and adapter is the most suitable

special tool.

3 1

(1) Engine Control Module (ECM)

(2) Harness Adapter (3) Breaker Box

Breake r Box Con n ection Type A

Breake r box connect ion type A, c heck for “o pen circuit”

and “short to ground circuit”.

4 3 152

(1) Engine Control Module (ECM)

(2) Harness Adapter

(3) Breaker Box

(4) Digital Voltage Meter

(5) ECM - Harness Adapter Disconnection

Breake r Box Con n ection Type B

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.

4 3 152

(1) Engine Control Module (ECM)

(2) Harness Adapter

(3) Breaker Box

(4) Digital Voltage Meter

(5) ECM - Harness Adapter Connection

On-Board Diagnostic (OBD) System Check

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

An intermittent may be caused by a poor connection,

rubbed-through wire insulation or a wire broken inside

the insulation. 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 Engi ne Lamp (MIL ) shoul d be ON stea dy

with the ignition “On”, engine “Off”. If not, “No Check

Engine Lamp (M IL)” chart s hould be used to is olate the

malfunction.

2. Che cks the Clas s 2 data circuit an d ensures that the

ECM is able to transmit serial data.

3. This test ensures that the ECM is capable of

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. Th e Tech2 parameter s which is not within the typical

range m ay help to iso late the area wh ich is c ausing the

problem.

12. Th is v ehicle i s equ ipped with EC M whic h util izes an

electrically erasable programmable read only memory

(EEPROM).

Buttery

Voltage

0.5

RED/

YEL

Engine

Room-RH

µP

J2-32

0.5

BRN/

YEL

Engine

Control

Module

(ECM)

Check

Engine

Lamp

Imnobiliser

Control

Unit

METER

15A

Ignition

0.5

BLU

J2-4

0.5

GRN

J2-30

Diag

SW Class 2

Serial

Data

0.85 BLK

Diagnostic

Comectar

16151413121110 9

87654321

METER

10A

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

CHECK

ENGINE Lamp

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

2 . A t t e m p t t o d i s p l a y “ E n g i n e D a t a ” w i t h t h e Te c h 2 .

Does the Tech 2 display “Engine Data” and “O

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 Infor By Priority” in

“Diagnostic Trouble Code”.

3. 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 “O

Sensor Data”.

Are the displayed values within the range? —

Refer to

SYMPTOM

DIAGNOSIS

Refer to

TYPICAL

SCAN DATA

7 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?

—

Repair faulty

harness and

verify repair Go to Step 8

8 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?

—

Repair faulty

harness and

verify repair Go to Step 9

B58

54 B58

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.

W as the DVM indicated specified value?

Less than 1V Go to Step 10

Repair faulty

harness and

verify repair

10 Using the DVM and check the data link connector

communicati on circ ui t.

1. Ignition “On”, engine “Off”.

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

Was the DVM indicated battery voltage?

—

Repair faulty

harness and

verify repair Go to Step 11

11 Using the DVM and check the data link connector

communicati on circ ui t.

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?

—

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 E CM using

the “SPS (Service Programming System)”.

W as the problem solved? — Verify repair Go to Step 13

Step Action Value(s) Yes No

V V

54 B58

V V

B58 62

B58

C56(J2) 430 62

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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

No Check Engine Lamp (MIL)

Circuit Description

The check engine lamp should be illuminated and

steady fo r abou t five seco nds wi th t he igni ti on “O N” an d

the engi ne s topped. Ig nition feed vol tage is s uppli ed t o

the check engine lamp bulb through the meter fuse.

The Engine Control Module (ECM) turns the check

engine lamp “ON” by grounding the check engine lamp

driver circuit.

Diagnostic Aids

An intermittent check engine lamp may be cased by a

poor connection, rubbed-through wire insulation, or a

wire broken inside the insulation. Check for the

followi ng ite ms :

• 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 check engine lamp driver circuit, or an

open in the instrument cluster ignition feed.

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

open ECM i gnition or batt ery feed, or a poor ECM to

engine ground.

Buttery

Voltage

0.5

RED/

YEL

Engine

Room-RH

µP

J2-32

0.5

BRN/

YEL

Engine

Control

Module

(ECM)

Check

Engine

Lamp

Imnobiliser

Control

Unit

METER

15A

Ignition

0.5

BLU

J2-4

0.5

GRN

J2-30

Diag

SW Class 2

Serial

Data

0.85 BLK

Diagnostic

Comectar

16151413121110 9

87654321

METER

10A

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

2 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?

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

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?

— 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.

Foll owing ECM pr ogramming, the immobi liser 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 —

32 C56(J2)

32 17

C56(J2) B24

Check Engine Lamp (MIL) “On” Steady

Circuit Description

The check engine lamp should always be illuminated

and steady for about five seconds with ignition “ON” and

the engine stopped. Ignition feed voltage is supplied

directl y to the ch eck en gine lam p indic ator. The Engin e

Control Module (ECM) turns the check engine lamp

“ON” by grounding the check engine lamp driver circuit.

The check engine lamp should not remain “ON” with the

engine running and no DTC(s) set. A steady check

engine lamp with the engine running and no DTC(s)

suggests a short to ground in the check engine lamp

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.

Buttery

Voltage

0.5

RED/

YEL

Engine

Room-RH

µP

J2-32

0.5

BRN/

YEL

Engine

Control

Module

(ECM)

Check

Engine

Lamp

Imnobiliser

Control

Unit

METER

15A

Ignition

0.5

BLU

J2-4

0.5

GRN

J2-30

Diag

SW Class 2

Serial

Data

0.85 BLK

Diagnostic

Comectar

16151413121110 9

87654321

METER

10A

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?

— 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.

Foll owing ECM pr ogramming, the immobi liser 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 —

32 C56(J2)

Fuel Metering System Check

Some failures of the fuel metering system will result in an “Engine Cranks But Will Not Run” symptom. If this condition

exists, refer to the Cranks But Will Not Run chart. This chart will determine if the problem is caused by the ignition

system, the ECM, or the fuel pump electrical circuit.

Refer to Fuel System Electrical Test for the fuel system wiring schematic.

If there is a fuel delivery problem, refer to Fuel System Diagnosis, which diagnoses the fuel injectors, the fuel pressure

regulator, and the fuel pump.

Followings are applicable to the vehicles with closed Loop System:

If a malfunction occurs in the fuel metering system, it usually results in either a rich HO2S signal or a lean HO2S

signal. This condition is indicated by the HO2S voltage, which causes the ECM to change the fuel calculation (fuel

injector pulse width) based on the HO2S reading. Changes made to the fuel calculation will be indicated by a change

in the long term fuel trim values which can be monitored with a Scan Tool. Ideal long term fuel trim values are around

0%; for a lean HO2S signal, the ECM will add fuel, resulting in a fuel trim value above 0%. Some variations in fuel trim

values are normal because all engines are not exactly the same. If the evaporative emission canister purge is 02

status may be rich condition. 02 status indicates the lean condition, refer to DTC P1171 for items which can cause a

lean HO2S signal.

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 5-8840-

0378-0 T-Joint to the fuel pressure connection on the

fuel rail.

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 t hat o cc urs dur in g the co nne cti on o f 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:

• 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:

7. The Fuel Injector Balance Test portion of this chart

(S tep 7 through S tep 11) checks the mechanical (fuel

delivery) portion of the fuel injector. An engine

coold own perio d of 10 min utes i s neces sar y in ord er

to avoid irregula r fuel pressure r eadings du e to “Hot

Soak” fuel boiling.

Resistance Ohms Voltage Specification at

10°C-35°C (50°F-95°F)

11.8-12.6 5.7-6.6

Highest Ac ce ptable Voltage

Reading Above/Below

35°C/10°C (95°F/50°F)

Acceptable

Subtracted Value

9.5Volts 0.6Volt

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

NOTE: These figures are examples only.

CYLINDER

1234

1st Reading (1) 296kPa

(43psi) 296kPa

(43psi)

2nd Reading (2) 205kPa

(29psi) 205kPa

(29psi) 196kPa

(28psi) 274kPa

(39psi)

Amount of Drop

(1st Reading-2nd Reading) 91kPa

(14psi) 91kPa

(14psi) 100kPa

(15psi) 22kPa

(4psi)

Av. Drop = 166kPa/24psi

±10kPa/1.5psi

= 156 - 176kPa or

22.5 - 25.5psi

Faulty, Lean

(Too Little Fuel

Drop)

Faulty, Lean

(Too Little Fuel

Drop)

Faulty, Lean

(Too Little Fuel

Drop)

Faulty, Lean

(Too Little Fuel

Drop)

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 2Go to OBD

System Check

2 1. Turn the engine OFF.

NOTE: 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 5-8840-2589-0 Injector

Adapter Cable.

4. Remove the harness connector of the Fuel

Injector and connect the 5-8840-2589-0 Injector

Adapter Cable for F/I check.

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 5-8840-2392-0 Digital

Voltmeter (DVM) to the fuel 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)

35°C (95°F) Go to Step 3 Go to Step 5

3 1. Set the injector adapter cable to 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 adapter cable 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? 5.7-6.6V 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 —

5 1. Set the Injector Adapter Cable to 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 Adapter Cable to the nex t 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? 9.5V Go to Step 4 Go to Step 6

6 1. Identify the highest voltage reading recorded

(other than those above 9.5V).

2. Subtract t he voltage read ing 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? 0.6V 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 th e 5-8840-037 8-0 Fuel Pres sure Gauge

to the fuel pressure test port.

2. Energize the fuel pump using the Scan Tool.

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?

296kPa-

376kPa

(43-55psi) 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 5-8840-0378-0 Fuel Injector Tester

and 5-8840-2589-0 Injector Adapter Cable to 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 Scan Tool 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 f uel i nje cto r by d epr es sing th e “ P ush

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 a ny fuel in je ct or ha ve a p re ssu re dr op va lu e t hat

is either higher than the average pressure drop or

lower tha n the aver age pres s ure dro p by the spec ifie d

value? 10kPa

(1.5psi) 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.

NOTE: Do not repeat any portion of this test before

running the engine in order to prevent the engine from

flooding.

Does any fue l injec tor still have a pre ssure dr op valu e

that is either higher than the average pressure drop or

lower tha n the aver age pres s ure dro p by the spec ifie d

value? 10kPa

(1.5psi) Go to Step 11 Go to

Symptoms

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

Injector.

2. Disconnect the 5-8840-2589-0 Injector Adapter

Cable for F/I che ck and re-connec t the original F/ I

check connector.

Is the action complete? — Verify repair —

Step Action Value(s) Yes No

Fuel System Electrical Test

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 scan tool.

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

fitting s wit h a shop towel bef or e d isco nne ct ing , to

catch any fuel tha t may leak out. Place the to wel

in an approved container when the disconnect is

completed.

µP

VIgn

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

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 alow it to stall.

4. Crank the engine for an additional 3 seconds.

Fuel Pressure Gauge Installation

1. Remove the fuel pressure fitting cap.

2. Install fuel pressure 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? —

Go to Fuel

System

Diagnosis 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.

Was the problem found?

— Verify repair Go to Step 5

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.

W as the DVM indicated specified value?

Continuity Go to Step 6

Replace fuel

pump relay and

verify repair

11 C56(J2)

F2X2

Fuel Pump Relay

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.

W as the DVM indicated specified value?

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 Usi ng the DVM and chec k the fuel pum p relay gr ound

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?

—

Repair faulty

harness and

verify repair Go to Step 9

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.

W as the DVM indicated specified value?

Battery

voltage Go to Step 11 Go to Step 10

Step Action Value(s) Yes No

11 C56(J2) X2

1X2

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.

W as the DVM indicated specified value?

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? — Verify repair —

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.

W as the DVM indicated specified value?

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? — Verify repair —

15 Replace the fuel pump.

W as 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 E CM using

the “SPS (Service Programming System)”.

W as the problem solved? — Verify repair Go to Step 17

Step Action Value(s) Yes No

1F2

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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

Fuel System Diagnosis

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 pum p will rema in ON as l ong as

the engine is cranking or running and the ECM is

receiv in g 58X cr an ks ha ft posit ion pul se s. If there ar e n o

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 duel 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 b e 283-37 6 kPa ( 41-55 psi). T his pres sure is

controlled by the amount of pressure the spring

inside the fuel pressure regulator can provide.

µP

VIgn

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

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 2 Scan Tool.

Following are applicable to the vehicle with

closed Loop System:

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 20

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 45 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 44 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 scan tool. 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

fitting s wit h a shop towel bef or e d isco nne ct ing , to

catch any fuel tha t may leak out. Place the to wel

in an approved container when the disconnect is

completed.

Fuel Pressure Relief Procedure

1. Remove the fuel cap.

2. Located on the intake manifold which is at the top

right part of the engine.

3. Start the engine and allow it to stall.

4. Crank the engine for an additional 3 seconds.

Fuel Pressure Gauge Installation

1. Remove the fuel pressure fitting cap.

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

fuel feed line located on the upper right side of the

engine.

3. Reinstall the fuel pump relay.

Fuel System Diagnosis

Step Action Value(s) Yes No

1 Was the “On-Boa rd Diagnosti c (OBD) Sys tem 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.

4. Turn the ignition ON.

NOTE: The fuel pump will run for approximately 2

seconds. Use the Scan Tool 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? 283-376 kPa

(41-55 psi) Go to Step 3 Go to Step 17

3 Does the fuel pressure indicated by the fuel pressure

gauge remain constant?

NOTE: The fuel pressure will drop when the fuel

pump stops running, then it should stabilize and

remain constant. — Go to Step 4 Go to Step 12

4 1. When the vehicle is at normal operating

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 rea din g drop by the amo unt sp ec ified 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 —

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 Scan Tool.

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.

W as a problem found? — Verify repair Go to Step 14

14 Remove the fuel tank and inspect for leaky hose or in-

tank fuel line.

W as 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 Scan Tool.

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

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 Scan Tool.

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 Scan Tool.

2. Using suitable pliers which will not damage the

fuel hose, gr adually apply pres sure with the pliers

to pinch the flexible fuel return hose closed. 376 kPa

(55 psi)

Step Action Value(s) Yes No

Does the fuel pressure indicated by the fuel pressure

gauge rise above the first specified value?

Caution: Do not let the fuel pressure exceed the

second specified value. 414 kPa

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

23 1. Command the fuel pump ON with the Scan Tool.

2. Remove th e fuel filler cap an d listen for the s ound

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

Step Action Value(s) Yes No

ECM Diagnostic Trouble Codes (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.

• Stores a freeze frame (If empty).

• Stores a fail record.

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

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.

Type D

• Non emission related.

• Does not request illumination of any lamp.

• Stores a history DTC on the first trip.

• Does not store a freeze frame.

• Stores fail record when test fails.

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

Diagnostic Trouble Code (DTC) P0107 Manifold Absolute Pressure

Circuit Low Input

Manifold

Absolute

Pressure(MAP) Sensor

Crankshaft

Position(CKP)

Sensor

µP

0.5

GRY/

BLU

J1-16

0.5

GRY/

RED

J1-24

0.5

YEL/

RED

J1-31

0.5

BLK/

WHT

J1-1

0.5

BLK/

WHT

J1-2

0.5

BLK/

WHT

J1-17

0.5

BLK

J1-6

0.5

WHT

J1-21

INLET

MANIFOLD

5 V olts

Reference

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The manifold absolute pressure (MAP) sensor responds

to changes in intake manifold pressure. The MAP

sensor signal voltage to the engine control module

(ECM) varies from below 2 volts at idle (low manifold

pressure) to above 4 volts with the ignition ON, engine

not running or at wide-open throttle (high manifold

pressure).

A “speed den sity” method of determining e ngine load is

used on t he 2.4L eng in e. T hi s is c al cu lat ed u sing inputs

from the MAP sensor, the CKP Sensor, and the Intake

Air Temperature (IAT) sensor. The MAP sensor is the

main sensor used in this calculation, and measuring

engine load is its main function.

The ECM monitors the MAP signals for voltages outside

the normal range (10-104 kpa) of the MAP sensor. If the

ECM detects a MAP signal voltage that is excessively

low, Diagnostic Trouble Code P0107 will be 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.

• If these codes are also set, it could indicate a

problem with the 5 Volt reference circuit.

• Damaged harness - Inspect the wiring harness for

damage, short to ground, short to battery positive,

and open circuit. If the harness appears to be OK,

obse rve the MAP disp lay 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.

Diagnostic Trouble Code (DTC) P0107 Manifold Absolute Pressure Circuit Low Input

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

P0107 A Manifold Absolute Pressure Circuit

Low Input 1. No DTC rela ting to TPS.

2. Throttle position is more than 0% if engine

speed is below 1000rpm, or throttle posi-

tion more than 5% if engine speed is more

than 1000rpm.

3. MAP sensor output is below 12KPa.

The ECM uses default manifold absolute

pressure value based on engine speed

and throttle position.

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 P0107 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0107 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the MAP sensor or

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Visually check the MAP.

Was the problem found? — Go to Step 9 Go to Step 6

6 Using the DVM and check the MAP sensor power

suppl y ci rcui t .

1. Ignition “On”, engine “Off”.

2. Disconnect the MAP sensor connector.

3. Check the circuit for open or short to ground

circuit.

Was the DVM indicated specified value?

Approximately

5.0V Go to Step 8 Go to Step 7

7 Repair the open or short to ground circuit between the

ECM and MAP sensor

Was the problem solved?

— Verify repair Go to Step 11

Step Action Value(s) Yes No

31 24

E85E60(J1)

E85 3

31 3

E85E60(J1)

8 Using the DVM and check the MAP sensor signal

circuit.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disconnect MAP sensor connector.

4. Check the circuit for open, sho rt to sensor gr ound

or shor t to ground circ uit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the MAP sensor connector and ECM

connector.

3. Check the circuit for open, sho rt to sensor gr ound

or shor t to ground circ uit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 9

9 Substitute a known good MAP sensor and recheck.

Was the problem solved ? — Go to Step 10 Go to Step 1 1

10 Replace the MAP sensor.

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 EC M 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 —

Step Action Value(s) Yes No

E85

16 24

E85E60(J1)

Diagnostic Trouble Code (DTC) P0108 Manifold Absolute Pressure

Circuit High Input

Manifold

Absolute

Pressure(MAP) Sensor

Crankshaft

Position(CKP)

Sensor

µP

0.5

GRY/

BLU

J1-16

0.5

GRY/

RED

J1-24

0.5

YEL/

RED

J1-31

0.5

BLK/

WHT

J1-1

0.5

BLK/

WHT

J1-2

0.5

BLK/

WHT

J1-17

0.5

BLK

J1-6

0.5

WHT

J1-21

INLET

MANIFOLD

5 V olts

Reference

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The manifold absolute pressure (MAP) sensor responds

to changes in intake manifold pressure. The MAP

sensor signal voltage to the engine control module

(ECM) varies from below 2 volts at idle (low manifold

pressure) to above 4 volts with the ignition ON, engine

not running or at wide-open throttle (high manifold

pressure).

A “speed den sity” method of determining e ngine load is

used on t he 2.4L eng in e. T hi s is c al cu lat ed u sing inputs

from the MAP sensor, RPM, CKP Sensor, and the

Intake Air Temperature (IAT) sensor. The MAP sensor is

the main senso r used in thi s cal culati on , and me as ur in g

engine load is its main function.

The ECM monitors the MAP signals for voltages outside

the normal range (10-104 kpa) of the MAP sensor. If the

ECM detects a MAP signal voltage that is excessively

high, Diagnostic Trouble Code P0108 will be 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.

• If these codes are also set, it could indicate a

problem with the 5 Volt reference circuit.

• Damaged harness - Inspect the wiring harness for

damage; an open circuit, a short to ground, or a short

to voltage. If the har ness appears to be OK, obser ve

the MAP 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.

Diagnostic Trouble Code (DTC) P0108 Manifold Absolute Pressure Circuit High Input

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

P0108 A Manifold Absolute Pressure Circuit

High Input 1. No DTC rela ting to TPS.

2. Throttle position is below 15% if engine

speed is below 2500rpm, or throttle posi-

tion is below 35% if engine speed is more

than 2500rpm.

3. Engine run time is longer than 10 seconds.

4. MAP sensor output is more than 103KPa.

The ECM uses default manifold absolute

pressure value based on engine speed

and throttle position.

Step Action Value(s) Yes No

1 Was the “On-Boa rd Diagnosti c (OBD) Sys tem 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 P0108 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

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 “F2: DTC Information”.

Was the DTC P0108 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the MAP sensor or

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Visually chec k the MAP sens or.

Was the problem found? — Go to Step 11 Go to Step 6

6 Using the DVM and check the MAP sensor power

supply circuit.

1. Ignition “On”, engine “Off”.

2. Disconnect the MAP sensor connector.

3. Check the circuit for short to voltage circuit.

W as the DVM indicated specified value?

Approximately

5.0V Go to Step 8 Go to Step 7

7 Repair the short to voltage circuit between the ECM

and MAP sensor.

Was the problem solved?

— Verify repair Go to Step 13

8 Using the DVM and check the MAP sensor signal

circuit.

1. Ignition “On”, engine “Off”.

2. Disconnect the MAP sensor connector.

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

W as the DVM indicated specified value?

Less than 1V Go to Step 9

Repair faulty

harness and

verify repair

Step Action Value(s) Yes No

31 24

E85E60(J1)

E85 3

31 3

E85E60(J1)

E85 2

9 Using the DVM and check the MAP sensor ground

circuit.

1. Ignition “On”, engine “Off”.

2. Disconnect the MAP sensor connector .

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

W as the DVM indicated specified value?

Less than 1V Go to Step 10

Repair faulty

harness and

verify repair

10 Using the DVM and check the MAP sensor ground

circuit.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disconnect the MAP sensor connector.

4. Check the circuit for open circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the MAP sensor connector and ECM

connector.

3. Check the circuit for open circuit.

Was the problem found?

—

Repair faulty

harnes s and

verify repair G o to Step 11

11 Substitute a known good MAP sensor and recheck.

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

12 Replace the MAP sensor.

Is the action complete? — Verify repair —

13 Is the ECM programmed with the latest software

release?

If not, download the latest software to the E CM using

the “SPS (Service Programming System)”.

Was the problem solved? — Verify repair Go to Step 14

Step Action Value(s) Yes No

E85

1E85

16 E85E60(J1)

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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

Diagnostic Trouble Code (DTC) P0112 Intake Air Temperature

Sensor Low Input

Intake

Air

Temperature(IAT)

Sensor

0.5

GRN

J2-1

0.5

YEL/

GRN

J2-22

0.5

GRN/

YEL

J2-20

0.5

BLU/

YEL

0.5

BLU/

YEL

Engine

15A

Ignition

Battery V oltage

J2-3

0.5

GRN/

WHT

J1-5

+5V

µPµP

Power

Steering

Pressure

Evaporativ

Emission(EVAP)

Canistor

Purge

Valve

Solenoid

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The intake air temperature (IAT) sensor is a thermistor

which mea sures the t emperature of th e air entering th e

engine. The engine control module (ECM) applies 5

volts through a pull -up resisto r to the IAT s ensor. W hen

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. Diagnostic Trouble Code P0112 will set when

the ECM detects an excessively low signal voltage

(short to ground) 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, short to ground, short to battery and open

circuit. If the harness ap pears 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 displa y will indicate the location of

the fault.

Diagnostic Trouble Code (DTC) P0112 Intake Air Temperature Sensor Low Input

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

P0112 A Intake Air Temperature Sensor Low

Input 1. No DTC relating to VSS.

2. Vehicle speed is more than 25km/h.

3. Engine run time is longer than 120 sec-

onds.

4. IAT sensor output is more than 149°C.

The ECM uses 20°C condition as substi-

tute.

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 P0112 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0112 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

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?

— Verify repair Go to Step 5

5 Remove the IAT sensor and visually check.

Was the problem found? — Go to Step 8 Go to Step 6

C56(J2) C121

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?

Standard

resistance Go to Step 7 Go to Step 8

7 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) Ref. 6E-80.

3. Disconnect the IAT sensor connector.

4. Check the circuit for short to sensor ground or

ground circuit.

Was the problem found?

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?

—

Repair faulty

harness and

verify repair Go to Step 10

Step Action Value(s) Yes No

Temperature (°C) Resistance (Ω) (Approximately)

-20 32040

0 9788

20 3516

40 1439

60 656

80 327

100 175

IAT Sensor 1

33 54

C56(J2) 1

8 Substitute a known good IAT sensor assembly and

recheck.

Was the problem solved? — Go to Step 9 Go to Step 10

9 Replace the 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 1 1

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 EC M 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 —

Step Action Value(s) Yes No

Diagnostic Trouble Code (DTC) P0113 Intake Air Temperature

Sensor High Input

Intake

Air

Temperature(IAT)

Sensor

0.5

GRN

J2-1

0.5

YEL/

GRN

J2-22

0.5

GRN/

YEL

J2-20

0.5

BLU/

YEL

0.5

BLU/

YEL

Engine

15A

Ignition

Battery V oltage

J2-3

0.5

GRN/

WHT

J1-5

+5V

µPµP

Power

Steering

Pressure

Evaporativ

Emission(EVAP)

Canistor

Purge

Valve

Solenoid

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The intake air temperature (IAT) sensor is a thermistor

which mea sures the t emperature of th e air entering th e

engine. The engine control module (ECM) applies 5

volts through a pull -up resisto r to the IAT s ensor. W hen

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

resistanc e is lo wer causing the EC M to moni tor a lo wer

voltage. Diagnostic Trouble Code 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, short to ground, short to battery positive,

and open circuit. 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.

Diagnostic Trouble Code (DTC) P0113 Intake Air Temperature Sensor High Input

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

P0113 A Intake Air Temperature Sensor High

Input 1. No DTC relating to VSS & ECT sensor .

2. Vehicle speed is below 70km/h.

3. 3Engine coolant temperature is more than -

8°C.

4. Engine run time is longer than 120 sec-

onds.

5. Mass air flow is below 30g/s.

6. IAT sensor output is below -38°C.

The ECM uses 20°C condition as substi-

tute.

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 P0113 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0113 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

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?

— Verify repair Go to Step 5

C56(J2) C121

5 Visually check the IAT sensor.

Was the problem found? — Go to Step 12 Go to Step 6

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?

Standard

resistance Go to Step 7 Go to Step 12

7 Using the DVM and check the IAT sensor signal

circuit.

1. Ignition “On”, engine “Off”.

2. Disconnect the IAT sensor connector.

3. Check the ci rcui t for open circuit.

Was the DVM indicated specified value?

Approximately

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?

— Verify repair Go to Step 14

Step Action Value(s) Yes No

Temperature (°C) Resistance (Ω) (Approximately)

-20 32040

0 9788

20 3516

40 1439

60 656

80 327

100 175

IAT Sensor 1

C121

C56(J2) C121

9 Repair the short to voltage circuit between the ECM

and IAT sensor.

Was the problem solved?

— Verify repair Go to Step 14

10 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?

Less than 1V Go to Step 11

Repair faulty

harness and

verify repair

11 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) Ref. 6E-80.

3. Disconnect the IAT sensor connector.

4. Check the ci rcui t for open circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the IAT sensor connector.

3. Check the ci rcui t for open circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 14

12 Substitute a known good IAT sensor assembly and

recheck.

Was the problem solved ? — Go to Step 13 Go to Step 14

Step Action Value(s) Yes No

C56(J2) C121

C121 2

C56(J2) C121 2

13 Replace the 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 EC M 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 —

Step Action Value(s) Yes No

Diagnostic Trouble Code (DTC) P0117 Engine Coolant Temperature

Sensor Low Input

µP

0.5

GRY

J1-27

+5V

µP

5Volts

Reference

Knock

Sensor

0.5

YEL

0.5

WHT/

BLU

J1-7

0.5

BLU/

PNK

J1-32

0.5

BLK/

YEL

J1-15J1-3

Engine

Coolant

Temperature(ECT)

Sensor

Throttle

Position Sensor

Knock Filter

Module

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The engine coolant temperature (ECT) sensor is a

thermistor mounted in the engine coolant stream. 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. Diagnostic T rouble

code P0117 set when the ECM detects an excessively

low signal voltage on the engine coolant 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, short to ground, short to battery positive,

and open circuit. If the harness appears to be OK,

obse rve the ECT display on t he Tech 2 w hile mov ing

connectors and wiring harnesses related to the ECT

sensor. A chan ge in th e ECT display will indicate the

location of the fault.

Diagnostic Trouble Code (DTC) P0117 Engine Coolant Temperature Sensor Low Input

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

P0117 A Engine Coolant Temperature Sensor

Low Input 1. Engine run time is longer than 120 sec-

onds.

2. ECT sensor output is more than 149°C.

The ECM uses default engine coolant

temperature value based on intake air

temperature and engine run time.

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 P0117 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0117 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for po or/faul ty connec tio n at the ECT se nsor or

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Visually check the ECT sensor.

Was the problem found? — Go to Step 8 Go to Step 6

E60(J1) E69

32 27

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?

Standard

resistance Go to Step 7 Go to Step 8

Step Action Value(s) Yes No

Temperature (°C) Resistance (Ω) (Approximately)

-20 32040

0 9788

20 3516

40 1439

60 656

80 327

100 175

120 100

ECT Sensor 1

7 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) Ref. 6E-80.

3. Disconnect the ECT sensor connector.

4. Check the circuit for short to sensor ground or

ground circuit.

Was the problem found?

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?

—

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

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 1 1

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 EC M 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 —

Step Action Value(s) Yes No

27 32

E60(J1)

Diagnostic Trouble Code (DTC) P0118 Engine Coolant Temperature

Sensor High Input

µP

0.5

GRY

J1-27

+5V

µP

5Volts

Reference

Knock

Sensor

0.5

YEL

0.5

WHT/

BLU

J1-7

0.5

BLU/

PNK

J1-32

0.5

BLK/

YEL

J1-15J1-3

Engine

Coolant

Temperature(ECT)

Sensor

Throttle

Position Sensor

Knock Filter

Module

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The engine coolant temperature (ECT) sensor is a

thermistor mounted in the engine coolant stream. 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. Diagnostic T rouble

code P0118 set when the ECM detects an excessively

high signal voltage on the engine coolant 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, short to ground, short to battery positive,

and open circuit. If the harness appears to be OK,

obse rve the ECT display on t he Tech 2 w hile mov ing

connectors and wiring harnesses related to the ECT

sensor. A chan ge in th e ECT display will indicate the

location of the fault.

Diagnostic Trouble Code (DTC) P0118 Engine Coolant Temperature Sensor High Input

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

P0118 A Engine Coolant Temperature Sensor

High Input 1. Engine run time is longer than 120 sec-

onds.

2. ECT sensor output is below -38°C.

The ECM uses default engine coolant

temperature value based on intake air

temperature and engine run time.

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 P0118 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0118 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for po or/faul ty connec tio n at the ECT se nsor or

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Visually check the ECT sensor.

Was the problem found? — Go to Step 12 Go to Step 6

E60(J1) E69

32 27

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?

Standard

resistance Go to Step 7 Go to Step 12

7 Using the DVM and check the ECT sensor signal

circuit.

1. Ignition “On”, engine “Off”.

2. Disconnect the ECT sensor connector.

3. Check the ci rcui t for open circuit.

Was the DVM indicated specified value?

Approximately

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 ECT

sensor.

Was the problem solved?

— Verify repair Go to Step 14

Step Action Value(s) Yes No

Temperature (°C) Resistance (Ω) (Approximately)

-20 32040

0 9788

20 3516

40 1439

60 656

80 327

100 175

120 100

ECT Sensor 1

E69

E60(J1) E69

27 1

9 Repair the short to voltage circuit between the ECM

and ECT sensor.

Was the problem solved?

— Verify repair Go to Step 14

10 Using the DVM and check the ECT sensor ground

circuit.

1. Ignition “On”, engine “Off”.

2. Disconnect the ECT sensor connector.

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

Was the DVM indicated specified value?

Less than 1V Go to Step 11

Repair faulty

harness and

verify repair

11 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) Ref. 6E-80.

3. Disconnect the ECT sensor connector.

4. Check the ci rcui t for open circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the ECT sensor connector.

3. Check the ci rcui t for open circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 14

Step Action Value(s) Yes No

E60(J1) E69

27 1

E69 2

32 E60(J1) E69

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 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 EC M 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 —

Step Action Value(s) Yes No

Diagnostic Trouble Code (DTC) P0122 Throttle Position Sensor Low Input

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The throttle position sensor circuit provides a signal

voltage that changes relative to throttle blade angle. The

signal voltage will vary from below 1 volt at closed

throttle to about 4 volts at wide open throttle (WOT).

The TPS signal is used by the engine control module

(ECM) for fuel control and most of the ECM-controlled

outputs. If the ECM de tect a co ntinuo us short to gr ound

in the TPS or circuit, then a code P0122 will set.

Diagnostic Aids

• 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, short to ground, short to battery positive,

and open circuit. 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.

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

P0122 A Throttle Position Sensor Low Input TPS output voltage is below 0.14V. The ECM uses 0% condition as substitute.

µP

0.5

GRY

J1-27

+5V

µP

5Volts

Reference

Knock

Sensor

0.5

YEL

0.5

WHT/

BLU

J1-7

0.5

BLU/

PNK

J1-32

0.5

BLK/

YEL

J1-15J1-3

Engine

Coolant

Temperature(ECT)

Sensor

Throttle

Position Sensor

Knock Filter

Module

Engine

Control

Module

(ECM)

Diagnostic Trouble Code (DTC) P0122 Throttle Position Sensor Low Input

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 P0122 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0122 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

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?

— Verify repair Go to Step 5

5 Visually check the TPS.

Was the problem found? — Go to Step 10 Go to Step 6

6 Using the DVM and check the TPS.

1. Ignition “Off”, engine “Off”.

2. Disco nne ct TP S co nne cto r.

3. Measur e the resi stanc e of TPS .

Does the tester indicate standard resistance as shown

in the following table?

Standard

resistance Go to Step 7 Go to Step 10

E60(J1) E68

32 15 7

Measurement

Terminal Resistance (Ω)

1 - 2 Approximately 5.6kΩ at idle position &

WOT

2 - 3 Approximately 6.0kΩ at idle position

Approximately 1.7kΩ at WOT

1 - 3 Approximately 2.3kΩ at idle position &

WOT

2 1

TPS

7 Using the DVM and check the TPS power supply

circuit.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the TP S co nne cto r.

3. Check the circuit for open or short to ground

circuit.

Was the DVM indicated specified value?

Approximately

5.0V Go to Step 9 Go to Step 8

8 Repair the open or short to ground circuit between the

ECM and TPS.

Was the problem solved?

— Verify repair Go to Step 12

Step Action Value(s) Yes No

E68 2

E60(J1) E68

9 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) Ref. 6E-80.

3. Disco nne ct TP S co nne cto r.

4. Check the circuit for open, sho rt to sensor gr ound

or shor t to ground circ uit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the TPS connector and ECM

connector.

3. Check the circuit for open, sho rt to sensor gr ound

or shor t to ground circ uit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 12

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 12

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 EC M 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 —

Step Action Value(s) Yes No

732

E68

32 7 3

E60(J1) E68

Diagnostic Trouble Code (DTC) P0123 Throttle Position Sensor High Input

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The throttle position sensor circuit provides a voltage

signal t hat changes r elative to thr ottle blade angl e. The

signal voltage will vary from below 1 volt at closed

throttle to about 4 volts at wide open throttle (WOT).

The TPS is used by the engine control module (ECM)

for fuel cont rol an d most of the ECM -co ntrolled outputs.

If the ECM de tect a con tin uou s s hort vo lta ge in the TPS

or circuit, then a code P0123 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.

• If these codes are also set, it could indicate a

problem with the 5 Volt reference circuit or

components itself.

• Damaged harness - Inspect the wiring harness for

damage, short to ground, short to battery positive and

open circuit. If the harness appears to be OK,

observe the Throttle Position sensor 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.

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

P0123 A Throttle Position Sensor High Input TPS output voltage is more than 4.9V. The ECM uses 0% condition as substitute.

µP

0.5

GRY

J1-27

+5V

µP

5Volts

Reference

Knock

Sensor

0.5

YEL

0.5

WHT/

BLU

J1-7

0.5

BLU/

PNK

J1-32

0.5

BLK/

YEL

J1-15J1-3

Engine

Coolant

Temperature(ECT)

Sensor

Throttle

Position Sensor

Knock Filter

Module

Engine

Control

Module

(ECM)

Diagnostic Trouble Code (DTC) P0123 Throttle Position Sensor High Input

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 P0123 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0123 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

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?

— Verify repair Go to Step 5

5 Visually check the TPS.

Was the problem found? — Go to Step 12 Go to Step 6

6 Using the DVM and check the TPS.

1. Ignition “Off”, engine “Off”.

2. Disco nne ct TP S co nne cto r.

3. Measur e the resi stanc e of TPS .

Does the tester indicate standard resistance as shown

in the following table?

Standard

resistance Go to Step 7 Go to Step 12

E60(J1) E68

32 15 7

Measurement

Terminal Resistance (Ω)

1 - 2 Approximately 5.6kΩ at idle position &

WOT

2 - 3 Approximately 6.0kΩ at idle position

Approximately 1.7kΩ at WOT

1 - 3 Approximately 2.3kΩ at idle position &

WOT

2 1

TPS

7 Using the DVM and check the TPS power supply

circuit.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the TP S co nne cto r.

3. Check the circuit for short to voltage circuit.

Was the DVM indicated specified value?

Approximately

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?

— Verify repair Go to Step 14

9 Using the DVM and check the TPS signal circuit.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the TP S co nne cto r.

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

Was the DVM indicated specified value?

Less than 1V Go to Step 10

Repair faulty

harness and

verify repair

10 Using the DVM and check the TPS ground circuit.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the TP S co nne cto r .

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

Was the DVM indicated specified value?

Less than 1V Go to Step 11

Repair faulty

harness and

verify repair

Step Action Value(s) Yes No

E68 2

E60(J1) E68

E68

11 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) Ref. 6E-80.

3. Disco nne ct the TP S co nne cto r.

4. Check the ci rcui t for open circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the TPS connector and ECM

connector.

3. Check the ci rcui t for open circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 14

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 14

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 EC M 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 —

Step Action Value(s) Yes No

1E68

32 1

E60(J1) E68

Diagnostic Trouble Code (DTC) P0131 O

Sensor Circuit Low Voltage

(Bank 1 Sensor 1)

µP

VIgn

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

Condition for setting the DTC and action taken when the DTC sets

Circuit Description

The engine control module (ECM) supplies a bias

voltage of about 450 mV between the heated oxygen

sensor (HO2S) signal and low circuits. The oxygen

sensor varies the voltage within a range of about 1000

mV when the exhaust is rich, down through about 10

mV when exhaust is lean. 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 excessively low for an

extended period of time, Diagnostic Trouble Code

P0131 will be set.

Diagnostic Aids

Check for the following conditions:

• Heated oxygen sensor wiring - The sensor pigtail

may be routed incorrectly and/or contacting the

exhaust system. Also, check for shorts to ground,

shorts to battery positive and open circuits.

• Poor ECM to engine block grounds.

• Fuel pressure - The system will go lean if pressure is

too low. The ECM can compensate for some

decrease. However, if fuel pressure is too low, a

Diagnostic Trouble Code P0131 may be set. Refer to

Fuel System Diagnosis.

• Lean injector(s) - Perform “Injector Balance Test.”

• Vacuum leaks - Check for disconnected or damaged

vacuum hoses and for vacuum leaks at the intake

manifold, throttle body, EGR system, and PCV

system.

• 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.

• 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. For

the procedure to check for fuel contamination, Refer

to Fuel System Diagnosis.

Diagnostic Trouble Code (DTC) P0131 O

Sensor Circuit Low Voltage (Bank 1 Sensor 1)

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

P0131 A O

SensorCircuit Low Voltage (Bank 1

Sensor 1) 1. No DTC relating to MAP sensor, TPS,

EVAP purge, ECT sensor, CKP sensor,

VSS, injector control circuit and ignition

control circuit.

2. Engine coolant temperature is more than

60°C.

3. O

sensor bank 1 output voltage is below

50mV in “Closed Loop” condition.

“Open Loop” fuel control.

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 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0131 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the O

sensor or

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Using the DVM and check the O

sensor circu it.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the O

sensor connector.

3. Check the circuit for short to heater ground or

ground circuit.

Was the DVM indicated specified value?

Approximatly

450mV Go to Step 7 Go to Step 6

Step Action Value(s) Yes No

C56(J2) E77

31 21

21 E77

6 Using the DVM and check the O

sensor circu it.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disco nne ct the O

sens or.

4. Check the circuit for short to heater ground or

short to ground circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the O

sensor connector and ECM

connector.

3. Check the circuit for short to heater ground or

short to ground circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 15

7 Using the DVM and check the O

sensor circu it.

1. Ignition “Off”, engine “Off”.

2. Disconnect the the O

sensor connector.

3. Check the circuit for short to heater ground circuit.

Was the DVM indicated specified value?

No continuity Go to Step 9 Go to Step 8

8 Repair the short to heater ground circuit.

Was the problem found? — Verify repair Go to Step 15

Step Action Value(s) Yes No

38 53 63

31 21

C56(J2)

21 6

C56(J2)

124

1234

O2 Sensor

9 1. Using the Tech 2, ignition “On” and engine “On”.

2. Monitor the “Manifold Absolute Pressure” in the

data display.

Does the Tech 2 indicate correct “Manifold Absolute

Pressure” in accordance with engine speed or

acceleration? — Go to Step 11 Go to Step 10

10 Remove the MAP sensor and check for the following

conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAP sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as neces sa ry.

Was the problem found? — Verify repair 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 accordance 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 neces sa ry.

Was the problem found? — Verify repair Go to Step 13

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

Refer to Injector

Coil Test &

Injector

Balance Test

Procedure

14 Check for fuel pressure.

Refer to “Fuel System Diagnosis”.

Was the fuel pressure correct? — Go to Step 15

Refer to Fuel

System

Diagnosis

15 Replace the O

sens or.

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 EC M 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 —

Step Action Value(s) Yes No

Diagnostic Tro uble Code (DTC) P0132 O

Sensor Circuit High

Voltage (Bank 1 Sensor 1)

µP

VIgn

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

Condition for setting the DTC and action taken when the DTC sets

Circuit Description

The engine control module (ECM) supplies a bias

voltage of about 450 mV between the heated oxygen

sensor (HO2S) signal and low circuits. The oxygen

sensor varies the voltage within a range of about 1000

mV when the exhaust is rich, down through about 10

mV when exhaust is lean. 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 excessively high for an

extended period of time, Diagnostic Trouble Code

P0132 will 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

Diagnostic Trouble Code P0132 may be set. Refer to

Fuel System Diagnosis.

• Perform “Injector Balance Test” - Refer to Fuel

System Diagnosis.

• Check the EVAP canister for fuel saturation - If full of

fuel, check canister control and hoses. Refer to

Evaporative (EVAP) Emission Control System.

• Check for a leak in the fuel pressure regulator

diaphragm by checking the vacuum line to the

regulator for the presence of fuel.

• An intermittent TPS output will cause the system to

go rich due to a false indication of the engine

accelerating.

• Silicon contamination 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 affected HO2S.

Diagnostic Trouble Code (DTC) P0132 O

Sensor Circuit High Voltage (Bank 1 Sensor 1)

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

P0132 A O

Sensor Circuit High V oltage (Bank 1

Sensor 1) 1. No DTC relating to MAP sensor, TPS,

EVAP purge, ECT sensor, CKP sensor,

VSS, injector control circuit and ignition

control circuit.

2. Engine coolant temperature is more than

60°C.

3. O

sensor bank 1 output voltage is more

than 952mV in “Closed Loop” condition.

“Open Loop” fuel control.

Step Action Value(S) Yes No

1 Was the “On-Board Di agnostic (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 P0132 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0132 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the O

sensor or

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Using the DVM and check the O

sensor circu it.

1. Ignition “On”, engine “Off”.

2. Disconnect the the O

sensor connector.

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

Was the DVM indicated specified value?

Approximatly

450mV Go to Step 7 Go to Step 6

6 Using the DVM and check the O

sensor circu it.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the O

sensor connector.

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

Was the DVM indicated specifed value?

Less than 1V Go to Step 15

Repair faulty

harness and

verify repair

7 Using the DVM and check the O

sensor circu it.

1. Ignition “Off”, engine “Off”.

2. Disconnect the the O

sensor connector.

3. Check the circuit for short to heater power supply

circuit.

Was the DVM indicated specified value?

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

Step Action Value(S) Yes No

C56(J2) E77

31 21

21 E77

1 2

E77

124

1234

O2 Sensor

9 1. Using the Tech 2, ignition “On” and engine “On”.

2. Monitor the “Manifold Absolute Pressure” in the

data display.

Does the Tech 2 indicate correct “Manifold Absolute

Pressure” in accordance with engine speed or

acceleration? — Go to Step 11 Go to Step 10

10 Remove the MAP sensor and check for the following

conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAP sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as neces sa ry.

Was the problem found? — Verify repair 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 accordance 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 neces sa ry.

Was the problem found? — Verify repair Go to Step 13

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

Refer to Injector

Coil Test &

Injector

Balance Test

Procedure

14 Check for fuel pressure.

Refer to “Fuel System Diagnosis”.

Was the fuel pressure correct? — Go to Step 15

Refer to Fuel

System

Diagnosis

15 Replace the O

sens or.

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 EC M 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 —

Step Action Value(S) Yes No

Diagnostic Trouble Code (DTC) P0134 O

Sensor No Activity Defected Circuit

(Bank 1 Sensor 1)

µP

VIgn

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

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 oxygen

sensor varies the voltage within a range of about 1000

mV when the exhaust is rich, down through about 10

mV when exhaust is lean. 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 rem ains at or near the 450 mV

bias for an extended period of ti me, Diagnostic Trou ble

Code P0134 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 connection,

and damaged harness.

Diagnostic Trouble Code (DTC) P0134 O

Sensor Circuit No

Activity Detected (Bank 1 Sensor 1)

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

P0134 A O

Sensor Circuit No Activity Detected

(Bank 1 Sensor 1) 1. No DTC relating to MAP sensor, TPS,

EVAP purge, ECT sensor, CKP sensor,

VSS, injector control circuit and ignition

control circuit.

2. Engine coolant temperature is more than

60°C.

3. Engine run time is longer than 40 seconds.

4. Mass air flow is more than 7g/s.

5. O

sensor bank 1 output voltage is

between 300mV and 600mV.

“Open Loop” fuel control.

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 P0134 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0134 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the O

sensor or

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Using the DVM and check the O

sensor circu it.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the O

sensor connector.

3. Check the ci rcui t for open circuit.

Was the DVM indicated specified value?

Approximatly

450mV Go to Step 7 Go to Step 6

6 Using the DVM and check the O

sensor circu it.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disco nne ct the O

sens or.

4. Check the ci rcui t for open circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the O

sensor connector and ECM

connector.

3. Check the ci rcui t for open circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 13

Step Action Value(s) Yes No

C56(J2) E77

31 21

21 E77

1 2

38 53

E77

6C56(J2) E77

7 1. Using the Tech 2, ignition “On” and engine “On”.

2. Monitor the “Manifold Absolute Pressure” in the

data display.

Does the Tech 2 indicate correct “Manifold Absolute

Pressure” in accordance with engine speed or

acceleration? — Go to Step 9 Go to Step 8

8 Remove the MAP sensor and check for the following

conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAP sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as neces sa ry.

Was the problem found? — Verify repair 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 accordance 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 neces sa ry.

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

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

Refer to Injector

Coil Test &

Injector

Balance Test

Procedure

12 Check for fuel pressure.

Refer to “Fuel System Diagnosis”.

Was the fuel pressure correct? — Go to Step 13

Refer to Fuel

System

Diagnosis

13 Replace the O

sens or.

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 EC M 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 —

Step Action Value(s) Yes No

Diagnostic Trouble Code (DTC) P0135 O

Sensor Heater Circuit

(Bank 1 Sensor 1)

Condition for setting the DTC and action ta ken when the DTC sets

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

P0135 A O

SensorHeater Circuit (Bank 1 Sen-

sor 1 ) 1. No DTC relating to MAP sensor and ECT

sensor.

2. Engine coolant temperature is more than

60°C.

3. Engine run time is longer than 20 seconds.

4. MAP sensor output is more than 70KPa.

5. O

sensor bank 1 heater current more than

10mA.

No fail-s a fe fu n ction.

µP

VIgn

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

Circuit Description

Heated oxygen sensors are used to minimize the

amount of time required for “Closed Loop” fuel control

operation and to allow accurate catalyst monitoring. The

oxygen sensor heater greatly decreases the amount of

time requi red for fuel control se nsors Bank 1 HO2S 1 1

to become active. Oxygen sensor heaters are required

by catalys t monito r senso rs Bank 1 HO2S 2 to m ain tain

a sufficiently high temperature which allows accurate

exhaust oxygen content readings further from the

engine.

The engine control module (ECM) will run the heater

test only after a cold start (determined by engine coolant

and intake air temperature at the time of start-up) and

only once during an ignition cycle. When the engine is

started the ECM will monitor the HO2S voltage. When

the HO2S voltage indicates a sufficiently active sensor,

the ECM looks at how much time has elapsed since

start-up. If the EC M deter mines that too much ti me was

required for the Bank 1 HO2S 1 to become active, a

Diagnostic Trouble Code P0135 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; shorts to ground, shorts to battery positive

and open circuits.

Diagnostic Trouble Code (DTC) P0135 O

Sensor Heater Circuit (Bank 1 Sensor 1)

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 P0135 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0135 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the O

sensor or

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Visually check the O

sensor.

Was the problem found? — Go to Step 11 Go to Step 6

3 4

C56(J2) E77

6 Using the DVM and check the O

sensor.

1. Ignition “Off”, engine “Off”.

2. Disconnect O

senso r conne ctor

3. Measur e the resi stanc e of heater.

Was the tester indicated specified value?

Approximately

12.5Ω at 20°C Go to Step 7 Go to Step 11

7 Using the DVM and check the heater power supply

circuit for the affected cylinder.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the O

sensor connector.

3. Check the ci rcui t for open circuit.

Was the DVM indicated specified value?

Battery

voltage Go to Step 9 Go to Step 8

8 Repair the open or short to ground circuit between the

“O

Sensor” fuse (10A) and O

sensor.

Is the action complete? — Verify repair —

Step Action Value(s) Yes No

1234

O2 Sensor

E77

9 Using the DVM and check the heater ground circuit.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disco nne ct the O

sensor connector.

4. Check the circuit for open or short to ground

circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the O

sensor connector and ECM

connector.

3. Check the circuit for open or short to ground

circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 10

10 Using the DVM and check the heater ground circuit.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the O

sensor connector.

3. Check the circuit for short to battery voltage

circuit.

Was the DVM indicated voltage?

—

Repair faulty

harness and

verify repair Go to Step 12

11 Replace the O

sens or.

Was the problem solved? — Verify repair Go to Step 12

Step Action Value(s) Yes No

E77

31 E56(J2) E77

E77

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 EC M 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 —

Step Action Value(s) Yes No

Diagnostic Trouble Code (DTC) P0201 Injector 1 Control Circuit

Diagnostic Trouble Code (DTC) P0202 Injector 2 Control Circuit

Diagnostic Trouble Code (DTC) P0203 Injector 3 Control Circuit

Diagnostic Trouble Code (DTC) P0204 Injector 4 Control Circuit

Condition for setting the DTC and action ta ken when the DTC sets

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

P0201 A Injector 1 Control Circuit 1. Engine is running.

2. Engine speed is more than 1000rpm.

3. Injector voltage does not meet to the bat-

tery voltage when the injector is com-

manded Off or does not meet to the 0V

when the injector is commanded On.

No fail-s a fe fu n ction.

P0202 A Injector 2 Control Circuit

P0203 A Injector 3 Control Circuit

P0204 A Injector 4 Control Circuit

Battery Voltage

PNK/

BLU

Injector

Cylinder

Injector

Cylinder

Injector

Cylinder

Injector

Cylinder

J1-9

BLU/

BLK

J1-22

BLU/

WHT

J1-8

COIL

MODULE

BLU/

YEL

J1-11

0.85

GRN

J1-19

0.85

BLU

J1-18

µP

IGN

Switch

IGN

Fuse

15A

Engine

Control

Module

(ECM)

Circuit Description

The engine control module (ECM) has four 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 ECM measures a voltage drop through a

fixed r es istor an d controls i t. T h e v oltage on each dr iv er

is monitored to detect a fault. If the voltage is not what

the ECM e xpects to m onitor on th e circuit, a Diagnos tic

Trouble Code is set. This Diagnostic Trouble Code is

also set if an injector driver is shorted to voltage.

Diagnostic Aids

An injector driver circuit that is open or shorted to

voltage will cause a Diagnostic Trouble Code P0201 to

set. It will also cause a misfire due to an inoperative

injector. A misfire Diagnostic Trouble Code 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 faulty

injectors.

Diagnostic Trouble Code (DTC) P0201 Injector 1 Control Circuit

Diagnostic Trouble Code (DTC) P0202 Injector 2 Control Circuit

Diagnostic Trouble Code (DTC) P0203 Injector 3 Control Circuit

Diagnostic Trouble Code (DTC) P0204 Injector 4 Control Circuit

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 P02 01, P0202, P 0203 or P020 4 stored a s

“Present F ailur e” ? — Go t o Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0201, P0202, P0203 or P0204 stored

in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the injector or

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Visually check the injector for the affected cylinder.

Was the problem found? — Go to Step 11 Go to Step 6

8911 E-60(J1)

E-6/E-7/E-8/E-9

6 Using the DVM and check the injector coil for the

affected cylinder.

1. Ignition “Off”, engine “Off”.

2. Disconnect injector connector for the affected

cylinder.

3. Measure the resistance of injector coil.

Was the tester indicated specified value?

Approximately

12.5Ω at 20°C Go to Step 7 Go to Step 11

Step Action Value(s) Yes No

Injector

7 Using the DVM and check the injector power supply

circuit for the affected cylinder.

1. Ignition “On”, engine “Off”.

2. Disconnect the injector connector for the affected

cylinder.

3. Check the ci rcui t for open circuit.

Was the DVM indicated specified value?

Battery

voltage Go to Step 9 Go to Step 8

8 Repair the open or short to ground circuit between the

“IGN” fuse (15A) and injector for the affected cylinder.

Is the action complete? — Verify repair —

Step Action Value(s) Yes No

1E-6No.1 Cylinder

1E-7No.2 Cylinder

1E-8No.3 Cylinder

1E-9No.4 Cylinder

9 Using the DVM and check the injector signal circuit for

the affected cylind er.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disconnect the injector connector for the affected

cylinder.

4. Check the circuit for open or short to ground

circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 10

Step Action Value(s) Yes No

E-6

No.1 Cylinder

22 2

E-7

No.2 Cylinder

E-8

No.3 Cylinder

11 2

E-9

No.4 Cylinder

9Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the injector connector for the affected

cylinde r and ECM conne ct or.

3. Check the circuit for open or short to ground

circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 10

Step Action Value(s) Yes No

E-60(J1) E-6

No.1 Cylinder

E-60(J1) E-7

No.2 Cylinder

E-60(J1) E-8

No.3 Cylinder

E-60(J1) E-9

No.4 Cylinder

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?

—

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

Programming System (SPS) in this manual.

Following EC M 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 —

Step Action Value(s) Yes No

E-6

No.1 Cylinder

E-7

No.2 Cylinder

E-8

No.3 Cylinder

E-9

No.4 Cylinder

Diagnostic Trouble Code (DTC) P0325 Knock Sensor (KS) Circuit Malfunction

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The kno ck sens or (K S) sys tem is use d to det ect eng ine

detonation. The knock sensor produced an AC voltage

signal. T he knock se nsor sends this signal to the ECM .

The amplitude and the frequency of the AC voltage

signal depends upon the knock level being detected.

The ECM wil l then retard the spark timing based on the

signals from the Knock Sensor.

Diagnostic Aids

Correct any abnormal engine noise before using the

diagno sti c table.

Check for an open circuit.

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

P0325 B Knock Sensor Module Circuit 1. No DTC relating to MAP sensor.

2. Engine coolant temperature is more than

50°C.

3. Engine speed is more than 1600rpm.

4. Knock sensor filter module integrated cir-

cuit malfunction.

ECM retards ignition timing 4°C.

µP

0.5

GRY

J1-27

+5V

µP

5Volts

Reference

Knock

Sensor

0.5

YEL

0.5

WHT/

BLU

J1-7

0.5

BLU/

PNK

J1-32

0.5

BLK/

YEL

J1-15J1-3

Engine

Coolant

Temperature(ECT)

Sensor

Throttle

Position Sensor

Knock Filter

Module

Engine

Control

Module

(ECM)

Diagnostic Trouble Code (DTC) P0325 Knock Sensor Module Circuit

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 P0325 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0325 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the knock sensor

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Visually check the knock sensor.

Was the problem found? — Go to Step 10 Go to Step 6

6 Listen to the engine noise while raising and lowering

the engine speed .

Is a knock or audible noise present? — Go to Step 7 Go to Step 8

7 Repair the mechanical engine problem or a loose

bracket or component.

Is the action complete? — Verify repair —

E-60(J1) E-84

8 Using the DVM and check the knock sensor circuit.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disconnect the knock sensor.

4. Check the ci rcui t for open circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disco nnect the knoc k sensor co nnector and ECM

connector.

3. Check the ci rcui t for open circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 9

9 Substitute a known good knock sensor and recheck.

Was the problem solved? — Go to Step 10 Go to Step 11

10 Replace the knock sensor.

Was the problem solved? — Verify repair Go to Step 1 1

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 EC M 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 —

Step Action Value(s) Yes No

332

E-84 21

E-60(J1) E-84

Diagnostic Trouble Code (DTC) P0327 Knock Sensor (KS) Circuit Low Input

µP

0.5

GRY

J1-27

+5V

µP

5Volts

Reference

Knock

Sensor

0.5

YEL

0.5

WHT/

BLU

J1-7

0.5

BLU/

PNK

J1-32

0.5

BLK/

YEL

J1-15J1-3

Engine

Coolant

Temperature(ECT)

Sensor

Throttle

Position Sensor

Knock Filter

Module

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The ECM uses the Knock Sensor (KS) in order to detect

engine detonation. This allows the ECM to retard the

Ignition Control (IC) spark timing based on the KS signal

the ECM receives. The knock sensors produce an AC

signal that rides on the 1.3 volts DC. The signal’s

amplitude and frequency are dependent upon the

amount of the knock being experienced.

The ECM det er mi nes wh ether the kn ock is oc c urri ng by

comparing the signal level on the KS circuit with a

voltage level on the noise channel. The normal engine

noise varies depending on the engine speed and load.

Then the ECM determines that an abnormally high

noise channel voltage level is being experienced, a

Diagnostic Trouble Code P0327 sets.

Diagnostic Aids

Check for the following conditions:

A poor connection at the ECM. Inspect the knock

sensor and the ECM connectors for: , broken locks,

improperly formed or damaged terminals.

• Backed out terminals

• Broken locks

• Improperly formed or damaged terminals

Also, check the wiring harness for: shorts to ground,

shorts to battery positive, and open circuits.

• A misrouted harness. Inspect the knock sensor

harness in order to ensure that it is not routed too

close to high voltage wires such as spark plug leads.

Diagnostic Trouble Code (DTC) P0327 Knock Sensor Circuit

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

P0327 A Knock Sensor Circuit 1. No DTC relating to MAP sensor.

2. Engine coolant temperature is more than

50°C.

3. Engine speed is more than 1600rpm.

4. Knock sensor harness short to ground or

short to voltage circuit.

ECM retards ignition timing 4°C.

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 P0327 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0327 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the knock sensor

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

repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

E-60(J1) E-84

5 Visually check the knock sensor.

Was the problem found? — Go to Step 9 Go to Step 6

6 Using the DVM and check the knock sensor circuit.

1. Ignition “Off”, engine “Off”.

2. Disco nnect the knoc k sensor co nnector and ECM

connector.

3. Check the circuit for short to sensor ground or

ground circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 7

7 Using the DVM and check the knock sensor circuit.

1. Ignition “On”, engine “Off”.

2. Disconnect the knock sensor connector.

3. Check the circuit for short to battery voltage

circuit.

Was the DVM indicated battery voltage?

—

Repair faulty

harness and

verify repair Go to Step 8

8 Substitute a known good knock sensor and recheck.

Was the problem solved? — Go to Step 9 Go to Step 10

9 Replace the knock sensor.

Was the problem solved? — Verify repair Go to Step 10

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 1 1

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 EC M 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 —

Step Action Value(s) Yes No

E-84

Diagnostic Trouble Code (DTC) P0336 Crankshaft Position (CKP)

Sensor Circuit Range/Performance (58X)

Diagnostic Trouble Code (DTC) P0337 Crankshaft Position (CKP)

Sensor Circuit Low Input (58X)

Manifold

Absolute

Pressure(MAP) Sensor

Crankshaft

Position(CKP)

Sensor

µP

0.5

GRY/

BLU

J1-16

0.5

GRY/

RED

J1-24

0.5

YEL/

RED

J1-31

0.5

BLK/

WHT

J1-1

0.5

BLK/

WHT

J1-2

0.5

BLK/

WHT

J1-17

0.5

BLK

J1-6

0.5

WHT

J1-21

INLET

MANIFOLD

5 V olts

Reference

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The 58X r eferenc e sig nal is pr oduce d by the cran ksha ft

position (CKP) sensor. During one crankshaft

revolution, 58 crankshaft pulses will be produced. The

engine control module (ECM) uses the 58X reference

signal to c alculate engine RP M and cra nkshaft posit ion.

The ECM constantly monitors the number of pulses on

the 58X reference circuit. If the ECM receives an

incorrec t number of pulses on the 58X refe rence circ uit,

Diagnostic Trouble Code P0336 will set. If the ECM

does not receive pluses on the 58X reference circuit,

Diagnostic Trouble Code P0337 will set.

Diagnostic Aids

An intermittent may be caused by a poor connection,

rubbed-through wire insulation or a wire broken inside

the insulation. Check 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; shorts to ground, shorts to battery positive

and open circuits. If the harness appears to be OK,

discon nect the ECM, turn the ign ition on and obs er ve

a voltmet er connecte d to the 58X refe rence ci rcuit at

the ECM harness connector while moving connectors

and wiring harnesses related to the ECM. A change

in voltage will indicate the location of the fault.

Diagnostic Trouble Code (DTC) P0336 Crankshaft Position Sensor

Circuit Range/Performance (58x)

Diagnostic Trouble Code (DTC) P0337 Crankshaft Position Sensor Circuit Low Input (58x)

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

P0336 B Crankshaft Position Sensor Circuit

Range/Performance (58X ) 1. Engine is running.

2. Extra or missing pulse is detected consecu-

tively.

No fail-s a fe fu n ction.

P0337 B Crankshaft Position Sensor Circuit Low

Input (58X) No pulse is detected during engine cranking.

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 Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 Aids

and Go to Step

4 Check for poor/faulty connection at the CKP sensor or

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

repair the faulty terminal.

Was the problem found?

— Verify repair Go to Step 5

5 Visually check the CKP sensor. If a faulty installation

is found, repair as necessary.

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

6 Using the DVM and check the CKP sensor circuit.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Check the resistance of the CKP sensor.

Was the DVM indicated specified value?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the ECM connector.

3. 3. Check the resistance of the CKP sensor.

Was the DVM indicated specified value?

Approximately

0.55kΩ at

20°C Go to Step 10 Go to Step 7

7 Using the DVM and check the CKP sensor circuit.

1. Ignition “Off”, engine “Off”.

2. Disconnect the CKP sensor connector.

3. Check the resistance of the CKP sensor.

Was the DVM indicated specified value?

Approximately

0.55kΩ at

20°C Go to Step 8 Go to Step 14

Step Action Value(s) Yes No

6 1

E-60(J1) E-59

621

E-60(J1)

CKP Sensor 1

8 Using the DVM and check the CKP sensor circuit.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disconnect the CKP sensor connector.

4. Check th e circuit for op en, short to sensor wire o r

short to ground circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the ECM connector.

3. Disconnect the CKP sensor connector.

4. Check th e circuit for op en, short to sensor wire o r

short to ground circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 9

Step Action Value(s) Yes No

621

E-59 21

6E-60(J1)

E-59

E-60(J1) 6

9 Using the DVM and check the CKP sensor circuit.

1. Ignition “On”, engine “Off”.

2. Disconnect the CKP sensor connector.

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

If the DVM indicated out of specified value, repair

faulty harness and verify repair.

Is the action complete?

Less than 1V Verify repair —

10 Using the DVM and check the CKP sensor signal.

1. Ignition “On”, engine “On”.

2. Measure the CKP output voltage at the sensor

and ECM.

Does the tester indicate standard voltage?

If a oscilloscope is available, monitor the CKP sensor

signal. Does the oscilloscope indicate correct wave

form?

Go to Step 13 Go to Step 11

11 Remove the CKP sensor from the flywheel housing

and visually check.

Check for the following conditions.

• Objects sticking the CKP sensor.

• Objects sticking the CKP sensor pulser.

If a problem is found, repair as neces sa ry.

Was the problem found? — Verify repair Go to Step 12

12 Check the CKP sensor shield wire for open or short

circuit.

Was the problem found? —

Repair faulty

harness and

verify repair Go to Step 13

Step Action Value(s) Yes No

V V

E-59 2

Measurement Point V oltage (V) (AC Range)

At CKP sensor terminal 1 & 2 Approx. 3.7V in engine idle

Approx. 7.7V at 2000rpm

At ECM E60 (J1) connector 21 & 6

CKP Sensor Signal Reference Wave Form

0V→

Measurement Terminal: J1-21 (+) J1-6 (-)

Measurement Scale: 10V/div 5.0ms/div

Measurement Condition: Engine speed at 2000rpm

13 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 14

14 Substitute a known good CKP sensor and recheck.

Was the problem solved ? — Go to Step 15 Go to Step 16

15 Replace the CKP sensor.

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 EC M 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 —

Step Action Value(s) Yes No

Diagnostic Trouble Code (DTC) P0351 Ignition 1 Control Circuit

Diagnostic Trouble Code (DTC) P0352 Ignition 2 Control Circuit

Battery Voltage

PNK/

BLU

Injector

Cylinder

Injector

Cylinder

Injector

Cylinder

Injector

Cylinder

J1-9

BLU/

BLK

J1-22

BLU/

WHT

J1-8

COIL

MODULE

BLU/

YEL

J1-11

0.85

GRN

J1-19

0.85

BLU

J1-18

µP

IGN

Switch

IGN

Fuse

15A

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The ignition control circuit provides a zero volt or a 5 volt

signal to the ignition control module. The normal circuit

voltage is zero volts. When the module receives the 5

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

the B+ voltage supplied to the ignition primary coil.

When the ECM turns off the 5 volts to the module, the

module will remove the ground path of the ignition

primary coils; causing the magnetic field produces a

voltage in the secondary coils which fires the spark

plug.

The circuit between the ECM and the ignition control

module is monitored for an open circuit, short to voltage,

and shor t to ground. W hen the ECM detects a problem

in the ignition control circuit, it will set DTC P0351 or

P0352.

Diagnostic Aids

Check for the following conditions:

• Poor connection at the 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 ; Open circuits, sh orts to ground, or shor ts to

Voltage. If the harness appears to be OK, observe

the Tech 2 display related to DTC P0351 or P0352

while moving the connector and wiring related to the

ignition system. A change in the display will indicate

the location of the fault.

Diagnostic Trouble Code (DTC) P0351 Ignition 1 Control Circuit

Diagnostic Trouble Code (DTC) P0352 Ignition 2 Control Circuit

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

P0351 A Ignition 1 Control Circuit #2 or #3cylinder ignition signals are not

detected consecutively. No fail- safe func tion.

P0352 A Ignition 2 Control Circuit #1 or #4 cylinder ignition signals are not

detected consecutively.

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 P0351 or P0352 stored as “Present

Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0351 or P0352 stored in this ignition

cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the ignition coil

module or ECM connector. If a poo r/faulty connec tion

is found, repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Visually check the ignition coil module.

Was the problem found? — Go to Step 12 Go to Step 6

6 Using the DVM and check the ignition coil module

signal circuit for the affected coil.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the ign ition coi l mod ule conne ct or.

3. Check the circuit for short to battery voltage circuit

for the affected coil.

Was the DVM indicated battery voltage?

—

Repair faulty

harness and

verify repair Go to Step 7

Step Action Value(s) Yes No

19 18

E-60(J1) E-18

E-18

Coil 1

E-18 3

Coil 2

7 Using the DVM and check the ignition coil signal

circuit for the affected coil.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disco nne ct the ign ition coi l mod ule conne ct or.

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

for the affected coil.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disco nnect the i gnition coil module conn ector a nd

ECM connector.

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

for the affected coil.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 8

Step Action Value(s) Yes No

E-18

Coil 1

E-18

Coil 2

E-18E-60(J1)

18 2

Coil 1

E-18E-60(J1)

19 3

Coil 2

8 Using the DVM and check the ignition coil module

power supply circuit.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the ign ition coi l mod ule conne ct or.

3. Check the ci rcui t for open circuit.

Was the DVM indicated specified value?

Battery

voltage Go to Step 10 Go to Step 9

9 Repair the open or short to ground circuit between the

“IGN. Coil” fuse (15A) and ignition coil module.

Is the action complete? — Verify repair —

10 Replace the ignition coil module.

Was the problem solved? — Verify repair Go to Step 1 1

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 EC M 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 —

Step Action Value(s) Yes No

E-18

Diagnostic Trouble Code (DTC) P0443 Evaporative Emission (EVAP) Control

System Purge Control Valve Circuit Malfunction

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The Engine Control Module (ECM) controls the

Evaporative Emission (EVAP) Canister Purge Solenoid

Valve thr oug h the u se of a contr ol (g rou nd) cir cuit. If th e

ECM commands the Purge solenoid to maximum duty

cycle (100%) but the voltage remains High (12 Volts);

or, if the ECM commands the Purge solenoid to

minimum duty cycle (0%) but the voltage remains Low

(0 volts), then DTC P0443 will set.

Diagnostic Aids

• Poor connections, or a damaged harness - Inspect

the harness connectors for: backed-out terminals,

improper mating or damaged terminals. Also check

for open circuits, shorts to ground, and shorts to

voltage.

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

P0443 B EVAP Em ission Control System Purge

Control Circuit EVAP purge solenoid circuit open, short to

ground or short to voltage circuit. No fail -safe fun ction.

Intake

Air

Temperature(IAT)

Sensor

0.5

GRN

J2-1

0.5

YEL/

GRN

J2-22

0.5

GRN/

YEL

J2-20

0.5

BLU/

YEL

0.5

BLU/

YEL

Engine

15A

Ignition

Battery V oltage

J2-3

0.5

GRN/

WHT

J1-5

+5V

µPµP

Power

Steering

Pressure

Evaporativ

Emission(EVAP)

Canistor

Purge

Valve

Solenoid

Engine

Control

Module

(ECM)

Diagnostic Trouble Code (DTC) P0443 EVAP Emission Control

System Purge Control Circuit

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 P0443 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0443 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the purge solenoid

valve or ECM connecto r. If a poor /faulty connec tion is

found, repair as necessary.

Was the problem found?

— Verify repair Go to Step 5

5 Using the DVM and check the purge solenoid valve.

1. Ignition “Off”, engine “Off”.

2. Disconnect purge solenoid valve connector.

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

E-60(J1) E-66

EVAP Purge Solenoid

6 Using the DVM and check the purge solenoid valve

power supply circuit.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the pur ge so len oid valv e con nec to r.

3. Check the ci rcui t for open circuit.

Was the DVM indicated specified value?

Battery

voltage Go to Step 8 Go to Step 7

7 Repair the open or short to ground circuit between the

“Engine” fuse (15A) and purge solenoid valve.

Is the action complete? — Verify repair -

8 Using the DVM and check the purge solenoid valve

solenoid signal circuit.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disco nne ct the pur ge so len oid valv e con nec to r.

4. Check the circuit for open or short to ground

circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the purge solenoid valve connector

and ECM conne cto r.

3. Check the circuit for open or short to ground

circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 9

Step Action Value(s) Yes No

E-66 2

E-66

E-60(J1) 51

9 Using the DVM and check the purge solenoid valve

signal circuit.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the pur ge so len oid valv e con nec to r.

3. Check the circuit for short to battery voltage

circuit.

Was the DVM indicated battery voltage?

—

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

Programming System (SPS) in this manual.

Following EC M 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 —

Step Action Value(s) Yes No

E-66

Diagnostic Trouble Code (DTC) P0502 Vehicle Speed Sensor (VSS)

Circuit Low Input

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The vehicle speed sensor has a magnet rotated by the

transmission output shaft. Attached to the sensor is a

hall effect circuit that interacts with the magnetic field

created by the rotating magnet. A 12-volt operating

supply fo r the speed sensor hall circuit is suppli ed from

the meter fuse.

Diagnostic Aids

• 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.

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

P0502 B Vehicle Speed Sensor Circuit Low

Input 1. No DTC relating to MAP sensor, TPS, ECT

sensor, injector control circuit and ignition

control circuit.

2. Engine is running.

3. V ehicle speed is below 3km/h in power

condition or 2km/h in deceleration condi-

tion.

ECM uses 0km/h condition as substitute.

VIgn

Engine

Control

Module

(ECM)

Ignition

µPµPµP

Meter

15A

VIgn

Check

Engine

Sped

Meter Tacho

Meter

0.85

YEL

0.8 YEL/GRN

0.5 BRN/YEL

CPU

0.5

WHT

J2-23J2-25

0.5

BRN/

YEL

(–) (+)

Vehicle

Speed

Sensor

J2-32

678

Imnobiliser

Control

Unit

Diagnostic Trouble Code (DTC) P0502 Vehicle Speed Sensor Circuit Low Input

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 P0502 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0502 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faulty connection at the VSS, meter,

immobiliser control unit (if equipped), ECM and other

connecto rs . If a poo r /faulty c onn ectio n i s foun d, re pair

the faulty termina l.

Was the problem found?

— Verify repair Go to Step 5

5 Remove the VSS from the housing case and visually

check.

Was the problem found? — Go to Step 19 Go to Step 6

910

C-56(J2)

B-68

B-24

E-44

6 Using the DVM and check the VSS signal.

1. Ignition “On”, vehicle “Run (lift up)”.

2. Measur e the VSS outp ut voltag e at sensor, meter,

immobiliser control unit (if equipped) and ECM.

Does the tester indicate specified value?

If a oscilloscope is available, monitor the VSS signal.

Does the oscilloscope indicate correct wave form?

Refer to

Diagnostic Aids

and Go to Step

21 Refer the table

Step Action Value(s) Yes No

Measurement Position Voltage (V)

(AC Range) If No

Good

VSS terminal 3 & GND Approximately

7.0 V at 20km/h Go to

Step 7

Meter B24 connector 9 &

GND Go to

Step 11

Meter B24 connector 10 &

GND Go to

Step 13

Immobiliser control unit B68

connector 6 & GND Go to

Step 14

Immobiliser control unit B68

connector 8 & GND Approximately

4.8 V at 20km/h Go to

Step 16

ECM C56 (J2) connector 23 &

GND Go to

Step 17

Vehicle Speed Sensor Reference Wave Form

0V→

Measurement Scale: 10V/div 50ms/div

Measurement Condition: Vehicle speed 20km/h

Measurement Terminal: At Vehicle Speed Sens or

Vehicle Speed Sensor Reference Wave Form

0V→

Measurement Scale: 10V/div 50ms/div

Measurement Condition: Vehicle speed 20km/h

Measurement Terminal: At Engine Control Module

7 Using the DVM and check the VSS power supply

circuit.

1. Ignition “On”, engine “Off”.

2. Disconnect the VSS connector.

3. Check the circuit for open or short to ground

circuit.

Was the DVM indicated specified value?

Battery

voltage Go to Step 9 Go to Step 8

8 Repair the open circuit between the VSS and meter

fuse.

Is the action complete? — Verify repair —

9 Using the DVM and check the VSS ground circuit.

1. Ignition “On”, engine “Off”.

2. Disconnect the VSS connector.

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

Was the DVM indicated specified value?

Less than 1V Go to Step 10

Repair faulty

harness and

verify repair

10 Using the DVM and check the VSS ground circuit.

1. Ignition “Off”, engine “Off”.

2. Disconnect the VSS connector.

3. Check the ci rcui t for open circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 19

Step Action Value(s) Yes No

E-44

E-44 2

11 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?

Less than 1V Go to Step 12

Repair faulty

harness and

verify repair

12 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 circuit for open or short to ground

circuit.

If a open or short to g round circui t is found, re pair the

faulty harness and verify repair.

Is the action complete?

— Verify repair —

13 Replace the speed meter.

Is the action complete? — Verify repair —

14 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?

Less than 1V Go to Step 15

Repair faulty

harness and

verify repair

Step Action Value(s) Yes No

B-24

E-44 3

B-68

15 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 g round circui t is found, re pair the

faulty harness and verify repair.

Is the action complete?

— Verify repair —

16 Replace the immobiliser control unit (if equipped).

Is the action complete? — Verify repair —

17 Using the DVM and check the VSS signal circuit.

1. Ignition “Off”, engine “Off”.

2. Disconnect the immobiliser control unit connector

(if equip ped ) and ECM conne ct or.

3. Ignition “On”.

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

Was the DVM indicated specified value?

Less than 1V Go to Step 18

Repair faulty

harness and

verify repair

Step Action Value(s) Yes No

B-24

B-68

C-56(J2) 23

18 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) Ref. 6E-80.

3. Disconnect the immobiliser control unit connector

(if equipped).

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

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the immobiliser control unit connector

(if equip ped ) and ECM conne ct or.

3. Check the circuit for open or short to ground

circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 21

19 Substitute a known good VSS and recheck.

Was the problem solved ? — Go to Step 20 Go to Step 21

20 Replace the VSS.

Was the problem solved? — Verify repair Go to Step 21

21 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 22

22 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 EC M 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 —

Step Action Value(s) Yes No

B-68 8

B-68C-56(J2) 23

Diagnostic Trouble Code (DTC) P0562 System Voltage Low

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The engine cont rol module (EC M) monitors the system

voltage on the ignition feed terminal to the ECM. A

system voltage Diagnostic Trouble Code will set

whenever the voltage is below a calibrated value.

Diagnostic Aids

• If the Diagnostic Trouble Code sets when an

accessory is operated, check for a poor connection or

excessive current draw.

• Check for open circuits or shorts to ground on the

ECM’s battery or ignition inputs.

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

P0562 D S yst em Voltage Low Battery voltage is below 11V. No fail-safe function.

µP

VIgn

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

Diagnostic Trouble Code (DTC) P0562 System Voltage Low

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 P0562 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0562 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

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 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

6 Check for poor/faulty connection at the ECM

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

as necessary.

Was the problem found?

— Verify repair Go to Step 7

7 Check for poor/faulty connection of the ECM ground

at the inlet manifold. If a poor/faulty connection is

found, repair as necessary.

Was the problem found?

— Verify repair Go to Step 8

8 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 9

C-56(J2) E-60(J1)

E-72

9 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 EC M 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 —

Step Action Value(s) Yes No

Diagnostic Trouble Code (DTC) P0563 System Voltage High

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The engine cont rol module (EC M) monitors the system

voltage on the ignition feed terminals to the ECM. A

system voltage Diagnostic Trouble Code will set

whenever the voltage is above a calibrated value.

Diagnostic Aids

Check for a faulty charging system components.

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

P0563 A System Voltage High Battery voltage is above 16V. No fail-safe function.

µP

VIgn

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

Diagnostic Trouble Code (DTC) P0563 System Voltage High

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 P0563 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0563 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

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 EC M 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) P0601 ECM Memory Checksum

Condition for setting the DTC and action ta ken when the DTC sets

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 powertrain diagnostics operation.

Unlike the PROM used in past applications, the

EEPROM is not replaceable. When the ECM is

replaced or a calibration update is required, the ECM

must be programmed using a Tech 2.

Diagnostic Aids

• Diagnostic Trouble Code P0601 indicates that the

contents of the EEPROM have changed since the

ECM was programmed. The only possible repair is

ECM reprogramming or replacement. Check service

bulletins to program the replacement ECM with the

correct software an d calibration for the vehicle.

Diagnostic Trouble Code (DTC) P0601 ECM Memory Checksum

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

P0601 A ECM Memory Check sum ECM mem ory area error. Engine control disabled.

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 P0601 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0601 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 EC M 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) P0602 Programming Error

Condition for setting the DTC and action ta ken when the DTC sets

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 powertrain diagnostics operation.

Unlike the PROM used in past applications, the

EEPROM is not replaceable. When the ECM is

replaced or a calibration update is required, the ECM

must be programmed using a Tech 2.

Diagnostic Aids

• Diagnostic Trouble Code P0602 indicates when non

programmed ECM is used without service

programming system (SPS). The replacement ECM

must be programmed.

Diagnostic Trouble Code (DTC) P0602 Programming Error

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

P0602 - Programming Error ECM memory area error. Engine control disabled.

Step Action Value(s) Yes No

1Was the “On-B oard Diagno stic (OBD ) System C heck”

performed?

—Go to Step 2

Go to On

Board

Diagnostic

(OBD) System

Check

21. 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 Aids

3Download the latest software to the ECM using the

“SPS (Service Programming System)”.

Is the action complete? — Verify repair —

Diagnostic Trouble Code (DTC) P0650 Malfunction Indicator Lamp (MIL)

Contorol Circuit Malfunction

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The check engine lamp should always be illuminated

and steady with ignition “ON” and the engine stopped.

Ignition feed voltage is supplied directly to the check

engine lamp indicator. The Engine Control Module

(ECM) turns the check engine lamp “ON” by grounding

the check engine lamp driver circuit. The check engine

lamp should not remain “ON” with the engine running

and no DTC(s) set. A steady check engine lamp with

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

ground in the check engine lamp 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.

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

P0650 A Malfunction Indicator Lamp (MIL) Con-

trol Circuit Malfunction Chec k engine lamp circuit open, short to

ground or short to voltage circuit. No fail -safe fun ction.

Buttery

Voltage

0.5

RED/

YEL

Engine

Room-RH

µP

J2-32

0.5

BRN/

YEL

Engine

Control

Module

(ECM)

Check

Engine

Lamp

Imnobiliser

Control

Unit

METER

15A

Ignition

0.5

BLU

J2-4

0.5

GRN

J2-30

Diag

SW Class 2

Serial

Data

0.85 BLK

Diagnostic

Comectar

16151413121110 9

87654321

METER

10A

Diagnostic Trouble Code (DTC) P0650 Malfunction Indicator Lamp (MIL)

Control Circuit Malfunction

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 P0650 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P0650 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 1. Ignition “On”, engine “Off”.

2. Check the “Ch ec k Eng ine ” lamp .

Does the lamp turn “On”? — Go to Step 5 Go to Step 6

5 1. Ignition “On”, engine “Off”.

2. Check the “Ch ec k Eng ine ” lamp .

Does the lamp turn “Off”? — Go to Step 9 Go to Step 7

6 Check the “Check Engine” lamp bulb.

If the bulb is burnt out, repair as necessary.

Was the problem found? — Verify repair Go to Step 7

7 Check for poor/faulty connection at the meter

connector and ECM connector. If a poor/faulty

connection is found, repair as necessary.

Was the problem found?

— Verify repair Go to Step 8

32 17

C-56(J2) B-24

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) Ref. 6E-80.

3. Remove the meter connector.

4. Check the circuit for open or short to ground

circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the ECM connector.

3. Remove the meter connector.

4. Check the circuit for open or short to ground

circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair 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

Programming System (SPS) in this manual.

Following EC M 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 —

Step Action Value(s) Yes No

B-24

C-56(J2) B-24

32 17

Diagnostic Trouble Code (DTC) P1167 Fuel Supply System Rich

During Deceleration Fuel Cut Off

µP

VIgn

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

Condition for setting the DTC and action ta ken when the DTC sets

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 deceleration (fuel cut

off). The ECM monitors the voltage of the oxygen

sensor during fuel cut off. When a fuel cut off mode of

operation is requested during “Closed Loop” operation

(by dec eleration), t he ECM wil l provide more fuel t o the

engine. Under these conditions the ECM should detect

a “lean” condition (low oxygen sensor voltage). If this

“lean” exh aust is not detected at this tim e, a Diagnostic

Trouble Code P1167 will 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

Diagnost ic Trouble Code P1167 may be set. Re fer to

Fuel System Diagnosis.

• Perform “Injector Balance Test” - Refer to Fuel

System Diagnosis.

• Check t he EVAP canist er fo r fuel satur ation - If f ull o f

fuel, check canister control and hoses. Refer to

Evaporative (EVAP) Emission Control System.

• Check for a leak in the fuel pressure regulator

diaphragm by checking the vacuum line to toe

regulator for the presence of fuel.

• An intermittent TP sensor output will cause the

system to go rich due to a false indication of the

engine accelerating.

• Silicon contamination 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 affected HO2S.

Diagnostic Trouble Code (DTC) P1167 Fuel Supply System Rich During

Deceleration Fuel Cutoff

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

P1167 D Fuel Supply System Rich During

Deceleration Fuel Cutoff 1.No DTC relating to MAP sensor, TPS,

EVAP purge, ECT sensor, CKP sensor,

VSS, injector control circuit and ignition

control circuit.

2. O

sensor bank 1 output voltage is more

than 550mV in deceleration fuel cutoff

mode.

No fail-s a fe fu n ction.

Step Action Value(s) Yes No

1 Was the “On-Board Di agnostic (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 P1167 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P1167 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 1. Using the Tech 2, ignition “On” and engine “Off”.

2. Monitor the “Thrott le Posit ion ” in the data display.

Does the Te ch 2 indica te correct “Thr ottle Position ” in

accordance with accelerator pedal operation? — Go to Step 6 Go to Step 5

5 Check for the following conditions.

• Objects blocking the throttle valve.

• Incorrectly installed.

If a problem is found, repair as neces sa ry.

Was the problem found? — Verify repair Go to Step 12

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

2. Monitor the “Manifold Absolute Pressure” in the

data display.

Does the Tech 2 indicate correct “Manifold Absolute

Pressure” in accordance with engine speed or

acceleration? — Go to Step 8 Go to Step 7

7 Remove the MAP sensor and check for the following

conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAP sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as neces sa ry.

Was the problem found? — Verify repair Go to Step 13

8 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 accordance with procedure.

Was the engine speed changed, when the IAC valve

is operating step by step? — Go to Step 10 Go to Step 9

9 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 neces sa ry.

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

10 Check for injector for the affected bank.

Refer to “Injector Coil Test & Injector Balance Test

Procedure”.

Was the injector operation correct? —Go to Step 11

Refer to Injector

Coil Test &

Injector

Balance Test

Procedure

11 Check for fuel pressure.

Refer to “Fuel System Diagnosis”.

Was the fuel pressure correct? — Go to Step 15

Refer to Fuel

System

Diagnosis

12 Replace the TPS.

Is the action complete? — Verify repair —

13 Replace the MAP sensor.

Is the action complete? — Verify repair —

14 Replace the IAC valve.

Is the action complete? — Verify repair —

Step Action Value(s) Yes No

15 Replace the O

sens or.

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 EC M 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 —

Step Action Value(s) Yes No

Diagnostic Trouble Code (DTC) P1171 Fuel Supply System

Lean During Power Enrichment

µP

Ign

Crankshaft

Position

Sensor

J1-1 J1-2 J1-17

Battery

Voltage

Battery

Voltage

2.0

WHT ECM

10A

450

A/D Converter

Vcc

+5V -+

TIMING

COVER

J2-6 J2-21

Fuel

Pump

FUEL

PUMP

20A

2.0

BLK

2.0

BLK/

BLU

Fuel

Pump

Relay

SENSOR

10A

Heated

Sensor

0.85

RED/

WHT

0.5

GRN/

WHT

0.5

RED/

WHT

0.5

BLU/

WHT

0.5

BLU

0.5 PNK

J2-31 J2-11 J2-2 J2-18

Engine

Control

Module

(ECM)

Condition for setting the DTC and action taken when the DTC sets

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 Diagnostic

Trouble Code P1171 will set. A plugged fuel filter or

restricted fuel line can prevent adequate amounts of fuel

from being supplied during power enrichment mode.

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 block ground.

• Fuel pressure - The system will go lean if pressure is

too low. The ECM can compensate for some

decrease. However, if fuel pressure is too low, a

diagnostic Trouble Code P1171 may be set. Refer to

Fuel System Diagnosis.

• Lean injector(s) - Perform “Injector Balance Test.”

• Vacuum leaks - Check for disconnected or damaged

vacuum hoses and for vacuum leaks at the intake

manifold, throttle body, and PCV system.

• 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.

• 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 contam ination.

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

P1171 D Fuel Supply System Lean During

Power Enrichm ent 1. No DTC relating to MAP sensor, TPS,

EVAP purge, ECT sensor, CKP sensor,

VSS, injector control circuit and ignition

control circuit.

2. Engine coolant temperature is more than

60°C.

3. Mass air flow is below 13.5m/s.

4. O

sensor bank 1 output voltage is below

350mV in power enrichment mode.

No fail-s a fe fu n ction.

Diagnostic Trouble Code (DTC) P1171 Fuel Supply System Lean During Power Enrichment

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 P1171 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P1171 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 1. Using the Tech 2, ignition “On” and engine “Off”.

2. Monitor the “Thrott le Posit ion ” in the data display.

Does the Te ch 2 indica te correct “Thr ottle Position ” in

accordance with accelerator pedal operation? — Go to Step 6 Go to Step 5

5 Check for the following conditions.

• Objects blocking the throttle valve.

• Incorrectly installed.

If a problem is found, repair as neces sa ry.

Was the problem found? — Verify repair Go to Step 12

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

2. Monitor the “Manifold Absolute Pressure” in the

data display.

Does the Tech 2 indicate correct “Manifold Absolute

Pressure” in accordance with engine speed or

acceleration? — Go to Step 8 Go to Step 7

7 Remove the MAP sensor and check for the following

conditions.

• Objects blocking the air cleaner.

• Objects blocking the MAP sensor.

• Objects blocking the throttle valve.

• Vacuum leaking at intake duct.

• Vacuum leaking at throttle body.

If a problem is found, repair as neces sa ry.

Was the problem found? — Verify repair Go to Step 13

8 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 accordance with procedure.

Was the engine speed changed, when the IAC valve

is operating step by step? — Go to Step 10 Go to Step 9

9 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 neces sa ry.

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

10 Check for injector for the affected bank.

Refer to “Injector Coil Test & Injector Balance Test

Procedure”.

Was the injector operation correct? —Go to Step 11

Refer to Injector

Coil Test &

Injector

Balance Test

Procedure

11 Check for fuel pressure.

Refer to “Fuel System Diagnosis”.

Was the fuel pressure correct? — Go to Step 15

Refer to Fuel

System

Diagnosis

12 Replace the TPS.

Is the action complete? — Verify repair —

13 Replace the MAP sensor.

Is the action complete? — Verify repair —

14 Replace the IAC valve.

Is the action complete? — Verify repair —

15 Replace the O

sens or.

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 EC M 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 —

Step Action Value(s) Yes No

Diagnostic Trouble Code (DTC) P1625 ECM System Reset

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The powertrain control module (ECM) monitors

unexpected ECM reset. This will not turn on MIL light

on, only records code DTC P1625.

Diagnostic Aids

Check for the follwing conditions:

• P1625 alone stored does not need diagnosis. Clear

DTC code.

NOTE: DTC P1625 is a DTC to record a ECM reset

history. If DTC P1625 is not reset and no engine

abnormality occurs after learing the DTC, no farther

diagnostic procedures are required.

Diagnostic Trouble Code (DTC) P1625 ECM System Reset

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

P1625 B ECM

System Reset ECM reset has occurred other than “On”. Engine control disabled.

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 P1625 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P1625 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

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 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 EC M 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) P1626 Immobiliser No Signal

VIgn

Engine

Control

Module

(ECM)

Ignition

µPµPµP

Meter

15A

VIgn

Check

Engine

Sped

Meter Tacho

Meter

0.85

YEL

0.8 YEL/GRN

0.5 BRN/YEL

CPU

0.5

WHT

J2-23J2-25

0.5

BRN/

YEL

(–) (+)

Vehicle

Speed

Sensor

J2-32

678

Imnobiliser

Control

Unit

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The ECM decides whether that is an abnomality in the

immobiliser control system. DTC P1626 is recorded by

the ECM when no response from immobiliser.

Diagnostic Aids

Check for the following conditions:

• Poor connection at 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 harnass connector

while moving connectors and wiring harnesses

relates to the MIL. A change in voltage will indicate

the location of the fault.

Diagnostic Trouble Code (DTC) P1626 Immobiliser No Signal

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

P1626 - Immobiliser No Signal No response from immobiliser control unit. 1. Engine does not start.

2. Check engine lamp flash.

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 P1626 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P1626 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 1. Using the Tech 2, ignition “On” and engine “Off”.

2. Sele ct “Im mob ilis er” i n the syst em se lecti on me nu

“Body”.

3. Select “Read DTC Info Ordered By Priority” in the

“Diagn ositi c 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 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?

— Verify repair Go to Step 6

6 Using the DVM and check the “CHECK ENGINE”

lamp circuit.

1. Ignition “Off”, engine “Off”.

2. Disconnect the meter connector and immobiliser

contr ol uni t connec tor.

3. Ignition “On”.

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

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 7

Step Action Value(s) Yes No

32 23 7 8

C-56(J2) B-68

V V

B-24

B-68

7 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) Ref. 6E-80.

3. Disconnect the immobiliser control unit connector.

4. Check the circuit for open or short to ground

circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the the immobiliser control unit

connector and ECM connector.

3. Check the circuit for open or short to ground

circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 8

8 Using the DVM and check the VSS signal circuit.

1. Ignition “Off”, engine “Off”.

2. Disconnect the immobiliser control unit connector

and ECM conne cto r.

3. Ignition “On”.

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

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 9

Step Action Value(s) Yes No

B-68 7

C-56(J2)

32 7

B-68

C-56(J2)

B-68

9 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) Ref. 6E-80.

3. Disconnect the immobiliser control unit connector.

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

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the immobiliser control unit connector

and ECM conne cto r.

3. Check the circuit for open or short to ground

circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Srtep 10

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 1 1

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 EC M 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 —

Step Action Value(s) Yes No

B-68 8

23 B-68

C-56(J2) 8

Diagnostic Trouble Code (DTC) P1631 Immobiliser Wrong Signal

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The ECM decides whether that is an abnomality in the

immobiliser control system. DTC P1631 is recorded by

the ECM when received response was not correct.

Diagnostic Aids

Check for the following conditions:

• Poor connection at 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 harnass connector

while moving connectors and wiring harnesses

relates to the MIL. A change in voltage will indicate

the location of the fault.

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

P1631 - Immobiliser Wrong Signal Rece ived response is not correct. 1. Engine does not start.

2. Check engine lamp flash.

VIgn

Engine

Control

Module

(ECM)

Ignition

µPµPµP

Meter

15A

VIgn

Check

Engine

Sped

Meter Tacho

Meter

0.85

YEL

0.8 YEL/GRN

0.5 BRN/YEL

CPU

0.5

WHT

J2-23J2-25

0.5

BRN/

YEL

(–) (+)

Vehicle

Speed

Sensor

J2-32

678

Imnobiliser

Control

Unit

Diagnostic Trouble Code (DTC) P1631 Immobiliser Wrong Signal

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 P1631 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P1631 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 1. Using the Tech 2, ignition “On” and engine “Off”.

2. Sele ct “Im mob ilis er” i n the syst em se lecti on me nu

“Body”.

3. Select “Read DTC Info Ordered By Priority” in the

“Diagn ositi c 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 EC M 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) P1648 Wrong Security Code Entered

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The ECM decides whether that is an abnomality in the

immobiliser control system. DTC P1648 is recorded by

the ECM when received incorrect security code.

Diagnostic Aids

Check for the following conditions:

• Poor connection at 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 harnass connector

while moving connectors and wiring harnesses

relates to the MIL. A change in voltage will indicate

the location of the fault.

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

P1648 - Wrong Security Code Entered Received incorrect securit y code. 1. Engine does not start.

2. Check engine lamp flash.

VIgn

Engine

Control

Module

(ECM)

Ignition

µPµPµP

Meter

15A

VIgn

Check

Engine

Sped

Meter Tacho

Meter

0.85

YEL

0.8 YEL/GRN

0.5 BRN/YEL

CPU

0.5

WHT

J2-23J2-25

0.5

BRN/

YEL

(–) (+)

Vehicle

Speed

Sensor

J2-32

678

Imnobiliser

Control

Unit

Diagnostic Trouble Code (DTC) P1648 Wrong Security Code Entered

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 P1648 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P1648 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 1. Using the Tech 2, ignition “On” and engine “Off”.

2. Sele ct “Im mob ilis er” i n the syst em se lecti on me nu

“Body”.

3. Select “Read DTC Info Ordered By Priority” in the

“Diagn ositi c 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 EC M 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

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

The ECM decides whether that is an abnomality in the

immobiliser control system. DTC P1649 is recorded by

the ECM when security code & secret key not

programmed.

Diagnostic Aids

Check for the following conditions:

• Poor connection at 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 harnass connector

while moving connectors and wiring harnesses

relates to the MIL. A change in voltage will indicate

the location of the fault.

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

P1649 - Immobiliser Function Not Programmed Immobiliser function is not programmed in the

ECM. 1.Engine does not start.

2. Check engine lamp flash.

VIgn

Engine

Control

Module

(ECM)

Ignition

µPµPµP

Meter

15A

VIgn

Check

Engine

Sped

Meter Tacho

Meter

0.85

YEL

0.8 YEL/GRN

0.5 BRN/YEL

CPU

0.5

WHT

J2-23J2-25

0.5

BRN/

YEL

(–) (+)

Vehicle

Speed

Sensor

J2-32

678

Imnobiliser

Control

Unit

Diagnostic Trouble Code (DTC) P1649 Immobiliser Function Not Programmed

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 P1649 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P1649 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 1. Using the Tech 2, ignition “On” and engine “Off”.

2. Sele ct “Im mob ilis er” i n the syst em se lecti on me nu

“Body”.

3. Select “Read DTC Info Ordered By Priority” in the

“Diagn ositi c 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 EC M 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) P1693 Tachometer Output Low Voltage

Condition for setting the DTC and action ta ken when the DTC sets

Circuit Description

Based on the information from the Crank Position

Sensor (CKP), X58 reference signal is generated at

each rotation of the crankshaft.

Engine Control Module (ECM) converts X58 reference

signal into the square wave signal which is used to drive

the pulse generator of the tachometer.

When the wave length of the output signal is long, the

tacho meter indic ates the engine speed is low, and vi se

versa.

This malfunction detects a low impedance short to

ground or open contact on the Tacho output, the

Diagnostic Trouble Code P1693 will be set.

Diagnostic Aids

• Poor connections or a damaged harness - Inspect

the harness connections for: backed out terminals,

imprope, mating or damaged terminals. Also check

for open circuit, short to ground, and short to voltage.

• This malfunction detects a low impedance short to

ground or open contact on the ECM out put circuit.

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

P1693 B Tachometer Output Low Voltage Tacho output circuit short to ground circuit. No fail-safe function.

VIgn

Engine

Control

Module

(ECM)

Ignition

µPµPµP

Meter

15A

VIgn

Check

Engine

Sped

Meter Tacho

Meter

0.85

YEL

0.8 YEL/GRN

0.5 BRN/YEL

CPU

0.5

WHT

J2-23J2-25

0.5

BRN/

YEL

(–) (+)

Vehicle

Speed

Sensor

J2-32

678

Imnobiliser

Control

Unit

Diagnostic Trouble Code (DTC) P1693 Tachometer Output Low Voltage

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 P1693 stored as “Present Failure”? — Go to Step 3

Refer to

Diagnostic Aids

and Go to Step

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

2. Select “Cl ear D TC I nform ati on” w ith 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 P1693 stored in this ignition cycle? — Go to Step 4

Refer to

Diagnostic Aids

and Go to Step

4 Check for poor/faul ty connectio n at the ECM or meter

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

the faulty termina l.

Was the problem found?

— Verify repair Go to Step 5

5 If a oscilloscope is available, monitor the Tachometer

output signal. Does the oscilloscope indicate correct

wave form?

—Go to Step 10

Not available:

Go to Step 6

Fixed at low:

Go to Step 6

Fixed at High:

Go to Step 7

C-56(J2) B-24 11

Tachometer Output Signal Reference Wave Form

0V→

Measurement Terminal: J2-25 (+) J1-1 (-)

Measurement Scale: 10V/div 5.0ms/div

Measurement Condition: Engine Speed at 2000rpm

6 Using the DVM and check the Tacho output circuit.

Breaker box is available:

1. Ignition “Off”, engine “Off”.

2. Install the breaker box as type A. (ECM

disconnected) Ref. 6E-80.

3. Disco nne ct the mete r connec to r.

4. Check the circuit for open or short to ground

circuit.

Was the problem found?

Breaker box is not available:

1. Ignition “Off”, engine “Off”.

2. Disconnect the ECM connector.

3. Disco nne ct the mete r connec to r.

4. Check the circuit for open or short to ground

circuit.

Was the problem found?

—

Repair faulty

harness and

verify repair Go to Step 7

7 Using the DVM and check the Tacho output circuit.

1. Ignition “On”, engine “Off”.

2. Disco nne ct the mete r connec to r.

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

Was the DVM indicated specified value?

Less than 1V Go to Step 8

Repair faulty

harness and

verify repair

8 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 9

Step Action Value(s) Yes No

B-24 11

25 C-56(J2) B-24

B-24 11

9 Replace the Tacho meter.

Was the problem solved? — Verify repair Go to Step 10

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 1 1

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 EC M 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 —

Step Action Value(s) Yes No

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 malfunction

indicator lamp (MIL = Check Engine 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, shown on the “Emission Control System

Schematics”. 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 malfunction indicator lamp (MIL) 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.

• MIL (Check Engine 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 has several features that can be used to located

an intermittent condition.

An intermittent MIL (Check Engine 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.

• MIL (Check Engine 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).

If problem has not been found, refer to ECM connector

symptom tables.

• Check the “Broadcast Code” of the ECM, and

compare it with the la test Isuzu servic e bulletin s 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 sh oul d di sp lay a 4 char ac te r code , su ch as “XBYA”

(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.

Techline

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.

NOTE: The vehicle with immobiliser system, this system may be activated. Check the immobiliser system diagosis.

Step Action Value(s) Yes No

1 Was the “On-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as 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 “Ignition coil” fuse (15A) and “ECM” fuse

(15A).

W as a fuse blown? — Verify repair Go to Step 5

5 1. Ignition ON

2. Use a DVM to verify that battery voltage at the

ignition coil fuse, and the ECM fuse.

Was battery voltage presented at the fuses? — Go to Step 6 Verify & repair

6 1. Visually/physically inspect for the following

conditions:

• Restriction of 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

vacuu m lea k, such as an inc or r ect ly i ns talled or

faulty cra nkcase venti lation hose/br ake booster

hose.

W as a problem found? — Verify repair Go to Step 7

7 1. Usin g a Te ch 2, displ ay the IAC va lue .

2. Check for a faulty, plugged, or sticking IAC

operation.

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

8 1. Usin g a Tech 2, dis pl ay the MAP sensor val ue.

2. Check for a fault y, pl ugged, or incorre ctly ins talled

MAP sensor.

Was the problem found? — Verify repair Go to Step 9

9 If oscilloscope is available, check the wave form of the

CKP signal.

Was the correct wave form found? — Go to Step 12 Go to Step 10

10 Check the CKP sensor wire for open or short circuit.

W as a problem found? — Verify repair Go to Step 11

11 Replace CKP sensor.

Is there still problem? — Replace pulsar

ring. Verify repair

12 Visually/physically inspect the secondary ignition

wires. Check for the following conditions:

• Verify that all ignition wire resistance are less than

the specified value.

• Verify that ignition wires are correctly routed to

eliminate cross-fitting.

• Verify that ignition wires are not arcing to ground.

Spraying the secondary ignition wires with a light

mist of water may help locate an intermittent

problem.

Was a problem found?

#1 cyl. 4.4kΩ

#2 cyl. 3.6kΩ

#3 cyl. 3.1kΩ

#4 cyl. 2.8kΩVerify repair Go to Step 13

13 1. Disc on nec t the spark pl ug hig h ten si on cab le fr om

No.1 spark plug.

2. Install a spark tester at the end of the

disconnected ignition coil.

3. Clip the spark tester to a good ground.

4. Observe the spark tester while the engine is

cranking.

Was a crisp blue spark observed? (Only one or two

sparks followed by no result is considered the same

as “No Spark”.) — Go to Step 21 Go to Step 14

14 1. Disconnect the ignition coil harness connector.

2. Check for an open or short circuit between the

ignition coil and the ECM.

W as a problem found? — Verify repair Go to Step 15

15 1. Ignition “On”.

2. Using a Di gi tal Vo ltm eter ( DV M) ch eck th e ignitio n

wire coil at the ignition coil harness connector.

Was the voltage equal t o the specified value? Battery

voltage Go to Step 16 Verify repair

16 1. Ignition “Off”.

2. With DVM, check for an open in the ground wire at

the ignition coil harness connector.

Was the ground wire OK? — Go to Step 17 Verify repair

17 Replace the ignition coil, verify the repair.

Attempt to start the engine.

Is there still a problem? — Go to Step 18 Verify repair

18 Use an ohmmeter to check the ignition coil primary

winding resistance.

Was the primary winding resistance approximately

equal to the specified value? 0.8-18kΩGo to Step 19 Go to Step 20

19 Use an ohmmeter to check the ignition c oil se condary

winding resistance.

Was the primary winding resistance hear around the

to the specified value? 2.5kΩGo to Step 21 Go to Step 20

20 Replace the ignition coil. — Verify repair —

21 1. Remove the spark plugs from all cylinders.

2. Visually inspect the spark plug electrodes.

3. Replace any spark plugs with loose or missing

electrodes or cracked insulators.

Did your inspection reveal any spark plugs exhibiting

excessive fouling? —

Correct the

fouling

conditi on G o to Step 22

Step Action Value(s) Yes No

22 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 23

23 Refer to Fuel System Diagnosis to determine if there

is a problem with fuel delivery.

Was a problem found? — Verify repair Go to Step 24

24 Check for the following engine mechanical problems

(refer to Engine Mechanical):

• Low compression

• Leaking cylinder head gaskets

• Worn camshaft

• 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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

Hard Star t Symptom

DEFINITIONS: Engine cranks, but does not start for a long time. Does eventually start, of may start and then

immediately stall.

Step Action Value(s) Yes No

1 Was the “On-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as 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. Visually/physically inspect for the following

conditions:

• Restriction of 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

vacuu m lea k, such as an inc or r ect ly i ns talled or

faulty cra nkcase venti lation hose/br ake booster

hose.

W as a problem found? — Verify repair Go to Step 5

5 1. Usin g a Te ch 2, displ ay the IAC va lue .

2. Check for a faulty, plugged, or sticking IAC

operation.

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

6 Check engine coolant temperature (ECT) sensor for

shift in value.

1. After 8 hours with hood up and the engine not

running, connect the Tech 2.

2. Ignition On, engine not running.

3. Using Tech 2, compare Engine Coolant

Temperature to Intake Air Temperature.

Are ECT and IAT within the specified value of each

other? ±5°C Go to Step 8 Go to Step 7

7 1. Using a Tech 2, display the engine coolant

temperature and note the value.

2. Check the resistance of the engine coolant

temperature sensor.

Is the actual resistance near the resistance value in

the chart for the temperature that was noted?

—Go to Step 8

Replace the

ECT sensor.

Verify repair

8 1. Using a Tech 2, display the MAP sensor value in

comparison with atmosphere temperature.

2. Check for a fault y, pl ugged, or incorre ctly ins talled

MAP sensor.

Was the problem found? — Verify repair Go to Step 9

9 Visually/physically inspect all spark plug high-tension

cables. Check for the following conditions:

• Verify that the resistance of all spark plug high-

tension cables are less than the specified value.

• Verify that the all spark plug high-tension cables are

correctly fitted to eliminate cross-fitting.

• Verify that the all spark plug high-tension cables are

not arcing to ground.

Spraying the spark plug high-tension cables with a

light mist of water may help locate an intermittent

problem.

Was a problem found?

#1 cyl. 4.4kΩ

#2 cyl. 3.6kΩ

#3 cyl. 3.1kΩ

#4 cyl. 2.8kΩVerify repair Go to Step 10

10 Check for proper ignition voltage output with a spark

tester.

W as the 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.

W as a problem found? — Verify repair Go to Step 12

12 Check for a loose ignition control module ground.

W as a problem found? — Verify repair Go to Step 13

13 1. Check the ignition coil secondary resistance.

2. Replace the coil if it is greater than the specified

resistance.

Did the coil require replacement? 2.5kΩVerify repair Go to Step 14

Step Action Value(s) Yes No

Temperature (°C) Resistance (Ω) (Approximately)

-20 32040

0 9788

20 3516

40 1439

60 656

80 327

100 175

120 100

14 Drain sample fuel, visual inspection.

Any suspecion about the fuel, such as discoloration,

particle, contamination, water, unusual smell, then

drain the fuel from fuel tank.

Replace the fuel from know vehicle source.

If any suspicion of alcohol contamination, completely

drain the fuel, replace by fuel from known vehicle

source. — Verify repair Go to Step 15

15 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 16

16 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 17

17 Check for the following engine mechanical problems

(refer to Engine Mechanical):

• Low compression

• Leaking cylinder head gaskets

• Worn camshaft

• Camshaft drive belt slipped or stripped

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 20

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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

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.

Step Action Value(s) Yes No

1 Was the “On-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as a bulletin found that addresses the symptom? — Verify repair Go to Step 3

3 Was a visual/physical check performed? —Go to Step 4 Go to Visual /

physical Check.

4 1. Check for faulty, plugged or incorrectly installed

PCV va lve.

2. Verify that the PCV system is not plugged.

W as a problem found? — Verify repair Go to Step 5

5 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? 20-30 Steps Go to Step 7 Go to Step 6

6 1. Visually/physically inspect for the following

conditions:

• Restrictio n of the ai r intake sys tem . Che ck fo r 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

vacuu m lea k, such as an inc or r ect ly i ns talled or

faulty cra nkcase venti lation hose/br ake booster

hose.

W as a problem found? — Verify repair Go to Step 7

7 1. Using a Tech 2, display the engine coolant

temperature and note the value.

2. Check the resistance of the engine coolant

temperature sensor.

Is the actual resistance near the resistance value in

the chart for the temperature that was noted?

—Go to Step 8

Replace the

ECT sensor.

Verify repair

8 1. Using a Tech 2, display the MAP sensor value in

comparison with atmosphere temperature.

2. Check for a fault y, pl ugged, or incorre ctly ins talled

MAP sensor.

Was the problem found? — Verify repair Go to Step 9

9 U sing Tech 2, m onitor thro ttle po sitio n with the eng ine

idling.

Is the throttle position at the specified value and

steady?

0% Go to Step 10

Refer to

Diagnostic

Trouble Code

P0123 for

further

diagnosis

10 Check for proper ignition voltage output with the spark

tester.

W as 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.

W as a problem found? — Verify repair Go to Step 12

12 Check for a loose ignition control module ground.

W as a problem found? — Verify repair Go to Step 13

13 Check items that can cause the engine to run rich.

Refer to DTC P1167 “Fuel Supply System Rich During

Deceleration Fuel Cut Off”.

W as a problem found? — Verify repair Go to Step 14

14 Check items that can cause the engine to run lean.

Refer to DTC P1171 “Fuel Supply System Lean

During Power Enrichment”.

W as a problem found? — Verify repair Go to Step 15

15 Check the injector connectors, if any of the injectors

are connected any incorrect cylinder, correct as

necessary.

W as a problem found? — Verify repair Go to Step 16

16 1. Check for faulty engine mounts.

2. If a problem is found, repair as necessary.

W as a problem found? — Verify repair Go to Step 17

Step Action Value(s) Yes No

Temperature (°C) Resistance (Ω) (Approximately)

-20 32040

0 9788

20 3516

40 1439

60 656

80 327

100 175

120 100

17 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 18

18 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 19

19 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 20

20 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 21

21 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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

Surges And/or Chugs Symptom

DEFINITIONS: See the ill ustration be low. Feel s like the

vehicle speeds up and slows down with no charge in the

accelerator pedal.

Step Action Value(s) Yes No

1 Was the “On-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as a bulletin found that addresses the symptom? — Verify repair Go to Step 3

3 Was a visual/physical check performed? —Go to Step 4 Go to Visual /

physical Check.

4 Be sure that the driver understands A/C compressor

operation as explained in the owner ’s manual. Inform

the customer how the A/C clutch operate.

Is the customer experiencing a normal condition? — System OK Go to Step 5

5 1. Using a Tech 2, display the MAP sensor value in

comparison with atmosphere temperature.

2. Check for a fault y, pl ugged, or incorre ctly ins talled

MAP sensor.

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

6 Observe the throttle position display on the Tech 2

while slowly increasing throttle pedal.

Is the throttle position at the specified value and

steady in any position?

—Go to Step 7

Refer to

Diagnostic

Trouble Code

P0123 for

further

diagnosis

7 Check the knock sensor wire, shield wire, or

installation condition.

W as a problem found? — Verify repair Go to Step 8

8 Run Engine.

Check the fuel control Heated Oxygen Sensor

(HO2S). When monitored on the Tech 2, the HO2S

should res po nd qu ic kl y to differen t thr ottl e po si tio ns . If

it does n’t check for s ilicon or other contaminates from

fuel or use of improper sealant. The sensors may

have a white powdery coating. Silicon contamination

sends a rich exhaust signa l which causes the ECM to

command an excessively lean air/fuel mixture.

W as a problem found? — Verify repair Go to Step 9

9 Check the fuel pressure. Refer to Fuel System

Diagnosis.

W as a problem found? — Verify repair Go to Step 10

10 Moni tor “B1S1 (B ank 1 Sensor 1) Status” on the Tec h

Is the “B1S1 (Bank 1 Sensor 1) Status” in the rich

condition? — Verify repair Go to Step 11

11 Check items that can cause the engine to run rich.

Refer to DTC P1167 “Fuel Supply System Rich During

Deceleration Fuel Cut Off”.

W as a problem found? — Verify repair Go to Step 12

12 Check items that can cause the engine to run lean.

Refer to DTC P1171 “Fuel Supply System Lean

During Power Enrichment”.

W as a problem found? — Verify repair Go to Step 13

13 Check for proper ignition voltage output with the spark

tester.

W as a problem found? — Verify repair Go to Step 14

14 Check for a loose ignition control module ground.

W as a problem found? — Verify repair Go to Step 15

15 Visually/physically inspect all spark plug high-tension

cables. Check for the following conditions:

• Verify that the resistance of all spark plug high-

tension cables are less than the specified value.

• Verify that the all spark plug high-tension cables are

correctly fitted to eliminate cross-fitting.

• Verify that the all spark plug high-tension cables are

not arcing to ground.

Spraying the spark plug high-tension cables with a

light mist of water may help locate an intermittent

problem.

Was a problem found?

#1 cyl. 4.4kΩ

#2 cyl. 3.6kΩ

#3 cyl. 3.1kΩ

#4 cyl. 2.8kΩVerify repair Go to Step 16

16 1. Check the ignition coil secondary resistance.

2. Replace the coil if it is greater than the specified

resistance.

Did the coil require replacement? 2.5kΩVerify 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.

W as 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.

W as 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.

W as a problem found? — Verify repair Go to Step 20

20 Visually/physically check the vacuum hose for splits,

kinks and proper connections and routing.

W as 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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

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.

Step Action Value(s) Yes No

1 Was the “On-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as a bulletin found that addresses the symptom? — Verify repair Go to Step 3

3 Was a visual/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 a Tech 2, display the MAP sensor value in

comparison with atmosphere temperature.

2. Check for a fault y, pl ugged, or incorre ctly ins talled

MAP sensor.

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

6 Observe the throttle position display on the Tech 2

while slowly increasing throttle pedal.

Does the throttle position increase steady with

increasing smoothly?

—Go to Step 7

Refer to

Diagnostic

Trouble Code

P0123 for

further

diagnosis

7 Check the knock sensor wire, shield wire, or

installation condition.

W as a problem found? — Verify repair Go to Step 8

8 Run Engine.

Check the fuel control Heated Oxygen Sensor

(HO2S). When monitored on the Tech 2, the HO2S

should res po nd qu ic kl y to differen t thr ottl e po si tio ns . If

it does n’t check for s ilicon or other contaminates from

fuel or use of improper sealant. The sensors may

have a white powdery coating. Silicon contamination

sends a rich exhaust signa l which causes the ECM to

command and excessively lean air/fuel mixture.

W as a problem found? — Verify repair Go to Step 9

9 Check the fuel pressure. Refer to Fuel System

Diagnosis.

W as a problem found? — Verify repair Go to Step 10

10 Moni tor “B1S1 (B ank 1 Sensor 1) Status” on the Tec h

Is the “B1S1 (Bank 1 Sensor 1) Status” in the rich

condition? — Go to Step 11 Go to Step 12

11 Check items that can cause the engine to run rich.

Refer to DTC P1167 “Fuel Supply System Rich During

Deceleration Fuel Cut Off”.

W as a problem found? — Verify repair Go to Step 12

12 Check items that can cause the engine to run lean.

Refer to DTC P1171 “Fuel Supply System Lean

During Power Enrichment”.

W as a problem found? — Verify repair Go to Step 13

13 Check for proper ignition voltage output with the spark

tester.

W as a problem found? — Verify repair Go to Step 14

14 Check for a loose ignition control module ground.

W as a problem found? — Verify repair Go to Step 15

15 Visually/physically inspect all spark plug high-tension

cables. Check for the following conditions:

• Verify that the resistance of all spark plug high-

tension cables are less than the specified value.

• Verify that the all spark plug high-tension cables are

correctly fitted to eliminate cross-fitting.

• Verify that the all spark plug high-tension cables are

not arcing to ground.

Spraying the spark plug high-tension cables with a

light mist of water may help locate an intermittent

problem.

Was a problem found?

#1 cyl. 4.4kΩ

#2 cyl. 3.6kΩ

#3 cyl. 3.1kΩ

#4 cyl. 2.8kΩVerify repair Go to Step 16

16 1. Check the ignition coil secondary resistance.

2. Replace the coil if it is greater than the specified

resistance.

Did the coil require replacement? 2.5kΩVerify 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.

W as a problem found? — Verify repair Go to Step 18

18 Check the ECM grounds to verify that they are clean

and tight. Refer to the ECM wiring diagrams.

W as a problem found? — Verify repair Go to Step 19

19 Visually/physically check the vacuum hose for splits,

kinks and proper connections and routing.

W as a problem found? — Verify repair Go to Step 20

Step Action Value(s) Yes No

20 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 21

21 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 22

22 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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

Cuts Out, Miss es Sympt om

DEFINITIONS: Steady pulsation or jerking that follows

engine s pee d; us ual ly m ore p ro nou nc ed as en gin e lo a d

increases.

Step Action Value(s) Yes No

1 Was the “On-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as a bulletin found that addresses the symptom? — Verify repair Go to Step 3

3 Was a visual/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 in

Electrical Diagnosis.

W as a problem found? — Verify repair Go to Step 5

5 Check for a loose or short circuit of ignition coil

modu le vo ltage feed.

W as a problem found? — Verify repair Go to Step 6

6 Check for a loose or short circuit of ignition coil

modu le groun d.

W as a problem found? — Verify repair Go to Step 7

7 Visually/physically inspect all spark plug high-tension

cables. Check for the following conditions:

• Verify that the resistance of all spark plug high-

tension cables are less than the specified value.

• Verify that the all spark plug high-tension cables are

correctly fitted to eliminate cross-fitting.

• Verify that the all spark plug high-tension cables are

not arcing to ground.

Spraying the spark plug high-tension cables with a

light mist of water may help locate an intermittent

problem.

Was a problem found?

#1 cyl. 4.4kΩ

#2 cyl. 3.6kΩ

#3 cyl. 3.1kΩ

#4 cyl. 2.8kΩVerify repair Go to Step 7

8 Check the CKP sensor wire, shield wire, or installation

condition.

W as a problem found? — Verify repair Go to Step 9

9 M onitor “B1S1 ( Bank 1 Sens or 1) Status” on the Tech

Is the “B1S1 (Bank 1 Sensor 1) Status” in the rich

condition? — Go to Step 10 Go to Step 11

10 Check items that can cause the engine to run rich.

Refer to DTC P1167 “Fuel Supply System Rich During

Deceleration Fuel Cut Off”.

W as a problem found? — Verify repair Go to Step 11

11 Monitor “B1S1 (Bank 1 S ensor 1) Status” on the Tec h

Is the “B1S1 (Bank 1 Sensor 1) Status” in the lean

condition? — Go to Step 12 Go to Step 13

12 Check items that can cause the engine to run lean.

Refer to DTC P1171 “Fuel Supply System Lean

During Power Enrichment”.

W as a problem found? — Verify repair Go to Step 13

13 1. Visually/physically inspect for the following

conditions:

• Restriction of 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

vacuu m lea k, such as an inc or r ect ly i ns talled or

faulty cra nkcase venti lation hose/br ake booster

hose.

W as a problem found? — Verify repair Go to Step 14

14 Check the injector connectors, if any of the injectors

are connected an incorrect cylinder, correct as

necessary.

W as a problem found? — Verify repair Go to Step 15

15 Perform the Injector Coil/Balance Test.

W as 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.

W as a problem found? — Verify repair Go to Step 17

17 Check for proper ignition voltage output with the spark

tester.

W as 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.

W as 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):

• 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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

Lack Of Power, 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-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as a bulletin found that addresses the symptom? — Verify repair Go to Step 3

3 Was a visual/physical check performed? —Go to Step 4 Go to Visual /

physical Check.

4 1. Re move and check the air filter ele ment 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 ECM grounds to verify that they are clean

and tight. Refer to the ECM wiring diagrams.

W as a problem found? — Verify repair Go to Step 6

6 1. Using a Tech 2, display the MAP sensor value in

comparison with atmosphere temperature.

2. Check for a fault y, pl ugged, or incorre ctly ins talled

MAP sensor.

Was the problem found? — Verify repair Go to Step 7

7 1. Using a Tech 2, display the ECT sensor and IAT

sensor value and warm up condition compared

with the typical data.

2. Check the specified value or wire.

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

8 Observe the throttle position display on the Tech 2

while slowly increasing throttle pedal.

Does the throttle position increase steady with

increasing smoothly?

—Go to Step 9

Refer to

Diagnostic

Trouble Code

P0123 for

further

diagnosis

9 Check the knock sensor wire, shield wire, or

installation condition.

W as a problem found? — Verify repair Go to Step 10

10 Run Engine.

Check the fuel control Heated Oxygen Sensor

(HO2S). When monitored on the Tech 2, the HO2S

should res po nd qu ic kl y to differen t thr ottl e po si tio ns . If

it does n’t check for s ilicon or other contaminates from

fuel or use of improper sealant. The sensors may

have a white powdery coating. Silicon contamination

sends a rich exhaust signa l which causes the ECM to

command and excessively lean air/fuel mixture.

W as a problem found? — Verify repair Go to Step 11

11 Check the fuel pressure. Refer to Fuel System

Diagnosis.

W as a problem found? — Verify repair Go to Step 12

12 Moni tor “B1S1 (B ank 1 Sensor 1) Status” on the Tec h

Is the “B1S1 (Bank 1 Sensor 1) Status” in the rich

condition? — Verify repair Go to Step 13

13 Check items that can cause the engine to run rich.

Refer to DTC P1167 “Fuel Supply System Rich During

Deceleration Fuel Cut Off”.

W as a problem found? — Verify repair Go to Step 14

14 Check items that can cause the engine to run lean.

Refer to DTC P1171 “Fuel Supply System Lean

During Power Enrichment”.

W as a problem found? — Verify repair Go to Step 15

15 Check for proper ignition voltage output with a spark

tester.

W as the problem found? — Verify repair Go to Step 16

16 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.

W as a problem found? — Verify repair Go to Step 17

17 Drain sample fuel, visual inspection.

Any suspecion about the fuel, such as discoloration,

particle, contamination, water, unusual smell, then

drain the fuel from fuel tank.

Replace the fuel from know vehicle source.

If any suspencion of alcohol contamination,

completely drain the fuel, replace by fuel from known

vehicle source. — Verify repair Go to Step 18

18 Check the exhaust system for a possible restriction:

• Damaged or collapsed pipes

• Inter nal muffler f ailure

W as a problem found? — Verify repair Go to Step 19

19 Check for the following engine mechanical problems

(refer to Engine Mechan ic al ):

• Low compression

• Leaking cylinder head gaskets

• Worn camshaft

• Loose timing belt

W as a problem found? — Verify repair Go to Step 20

20 1. Review all diagnostic procedures within this table.

2. If all procedures have been completed and no

malfunctions have been foun d, review/inspect the

following:

• Visual/physical inspection

• Te ch 2 data

• All electrical connections within a suspected

circuit and/or system

W as a problem found? — Verify repair Go to Step 21

Step Action Value(s) Yes No

21 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 22

22 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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

Detonation/spark Knock Symptom

DEFINITIONS: A mil d to s ev ere p in g, u su all y wors e u nde r acce ler at ion . T he en gine makes a shar p metall ic knoc k ing

sound that changes with throttle opening. Prolonged detonation may lead to complete engine tailure.

Step Action Value(s) Yes No

1 Was the “On-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as a bulletin found that addresses the symptom? — Verify repair Go to Step 3

3 Was a visual/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 1. Check for obvious overheating problems:

• Low engine coolant

• Restricted air flow to radiato r

• Incorrect coolant solution

2. If a problem is found, repair as necessary.

W as a problem found? — Verify repair Go to Step 6

6 Check the fuel pressure. Refer to Fuel System

Diagnosis.

W as a problem found? — Verify repair Go to Step 7

7 1. Using a Tech 2, display the MAP sensor value in

comparison with atmosphere temperature.

2. Check for a fault y, pl ugged, or incorre ctly ins talled

MAP sensor.

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

8 1. Using a Tech 2, display the ECT sensor and IAT

sensor value and warm up condition compared

with the typical data.

2. Check the specified value or wire.

Was the problem found? — Verify repair Go to Step 9

9 Observe the throttle position display on the Tech 2

while slowly increasing throttle pedal.

Does the throttle position increase steady with

increasing smoothly?

—Go to Step 10

Refer to

Diagnostic

Trouble Code

P0123 for

further

diagnosis

10 Check the knock sensor wire, shield wire, or

installation condition.

W as a problem found? — Verify repair Go to Step 11

11 Check items that can cause the engine to run lean.

Refer to DTC P1171 “Fuel Supply System Lean

During Power Enrichment”.

W as a problem found? — Verify repair Go to Step 12

12 Check spark plugs for proper heat range.

Were incorrect spark plugs installed? — Verify repair Go to Step 13

13 1. Remove excessive carbon buildup with a top

engine cleaner.

2. Re-evaluate vehicle performance.

Is detonation still present? — Verify repair Go to Step 14

14 Check for an engine mechanical problem. Perform a

cylinder compression check. Refer to Engine

Mechanical.

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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

Poor Fuel Economy Symptom

DEFINITIONS: Fuel economy, as m eas ured by an a ctu al ro ad te st , is no tic ea bly lower th an e xp ec ted. Al so , economy

is noticeably lower than it was on this vehicle at one time, as previously shown by an actual road test.

Step Action Value(s) Yes No

1 Was the “On-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as a bulletin found that addresses the symptom? — Verify repair Go to Step 3

3 Was a visual/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/physically check: Vacuum hoses for splits,

kinks, and improper connections and routing as

shown on the “Emission Control System Schematics”.

W as a problem found? — Verify repair Go to Step 7

7 Check for low engine coolant level.

W as a problem found? — Verify repair Go to Step 8

8 Ch eck for incorrect or faulty engine thermostat. Refer

to Engine Cooling.

W as a problem found? — Verify repair Go to Step 9

9 Re move and check the air filter element for dirt or for

restrictions.

W as a problem found? — Verify repair Go to Step 10

10 1. Using a Tech 2, display the MAP sensor value in

comparison with atmosphere temperature.

2. Check for a fault y, pl ugged, or incorre ctly ins talled

MAP sensor.

W as the problem found? — Verify repair Go to Step 11

11 1. Using a Tech 2, display the ECT sensor and IAT

sensor value and warm up condition compared

with the typical data.

2. Check the specified value or wire.

W as the problem found? — Verify repair Go to Step 12

12 Check the knock sensor wire, shield wire, or

installation condition.

W as a problem found? — Verify repair Go to Step 13

13 Check the fuel pressure. Refer to Fuel System

Diagnosis.

W as a problem found? — Verify repair Go to Step 14

14 Moni tor “B1S1 (B ank 1 Sensor 1) Status” on the Tec h

Is the “B1S1 (Bank 1 Sensor 1) Status” in the rich

condition? — Verify repair Go to Step 15

15 Check items that can cause the engine to run rich.

Refer to DTC P1167 “Fuel Supply System Rich During

Deceleration Fuel Cut Off”.

W as a problem found? — Verify repair Go to Step 16

16 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.

W as a problem found? — Verify repair Go to Step 17

17 Check for proper calibration of the speedometer.

Does the s peed indicated on the speed meter closely

match the vehicle speed displayed on the Tech 2? — Go to Step 19 Go to Step 18

17B Check the vehicle speed on accurate chassisi dynamo

on check number of pulse fun speed sensor. See

typic al data below.

18 Diagnose and repair the inaccurate speedometer

condition as necessary. Refer to Vehicle Speed

Sensor in Electrical Diagnosis. — Verify Repair —

19 Check for proper calibration of the fuel gauge.

W as a problem found? — Verify repair Go to Step 20

20 Check for the following engine mechanical problems

(refer to Engine Mechan ic al ):

• Low compression

• Worn camshaft

• Sticking or leaking valves

• Valve timing

W as 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 foun d, review/inspect the

following:

• Visual/physical inspection

• Te ch 2 data

• All electrical connections within a suspected

circuit and/or system

W as 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 E CM using

the “SPS (Service Programming System)”.

W as the problem solved? — Verify repair Go to Step 23

Step Action Value(s) Yes No

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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

Excessive Exhaust Emissions Or Odors Symptom

DEFINITIONS: Vehicle fails an emission test. There is excessive “rotten egg” smell. (Excessive odors do not

necessarily ind i cate excessive emissions.)

Step Action Value(s) Yes No

1 Was the “On-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as a bulletin found that addresses the symptom? — Verify repair Go to Step 3

3 Was a visual/physical check performed? —Go to Step 4 Go to Visual /

physical Check.

4 D o es the cus tomer con tin ual accelerat e On /O ff durin g

cold condition? — System OK Go to Step 5

5 Is the customer using the incorrect fuel type? —Replace with

unleaded fuel Go to Step 6

6 Check for vacuum leaks (vacuum lines, intake

manifold, throttle body, etc.)

Were any vacuum leaks found? — 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? — Go to Step 17 Go to Step 8

8 Check the fuel pressure. Refer to Fuel System

Pressure Test.

Was a problem found? — Go to Step 17 Go to Step 9

9 1. Check for faulty, plugged or incorrectly installed

PCV va lve.

2. Verify that the PCV system is not plugged.

Was a problem found? — Go to Step 17 Go to Step 10

10 Check the injector connectors, if any of the injectors

are connected to an incorrect cylinder, correct as

necessary.

Was a problem found? — Go to Step 17 Go to Step 11

11 Perform the Injector Coil/Balance Test.

Was a problem found. — Go to Step 17 Go to Step 12

12 Check for a problem with the engine cooling system.

Was a problem found? — Go to Step 17 Go to Step 13

13 Check EVAP canister for fuel loading. Refer to

Evaporative Emission Control System.

Was a problem found? — Go to Step 17 Go to Step 14

14 Check the EVAP purge solenoid valve operation.

Is the valve operated normally? — 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 16 Go to Step 17

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 Run Engine.

Check the fuel control Heated Oxygen Sensor

(HO2S). When monitored on the Tech 2, the HO2S

should res po nd qu ic kl y to differen t thr ottl e po si tio ns . If

it does n’t check for s ilicon or other contaminates from

fuel or use of improper sealant. The sensors may

have a white powdery coating. Silicon contamination

sends a rich exhaust signa l which causes the ECM to

command and excessively lean air/fuel mixture.

W as a problem found? — Verify repair Go to Step 19

19 Moni tor “B1S1 (B ank 1 Sensor 1) Status” on the Tec h

Is the “B1S1 (Bank 1 Sensor 1) Status” in the rich

condition? — Go to Step 20 Go to Step 21

20 1. Check items that can cause the engine to run rich.

Refer to Diagnostic Aids in DTC P1167 “Fuel

Supply Sy st em Ri ch Durin g Dec el erati on F u el Cu t

Off”. Make any necessary repairs.

2. Perform the exhaust emission test.

Does the vehicle pass the test? — System OK Go to Step 22

21 1. Check items that can cause the engine to run

lean. Refer to Diagnostic Aids in DTC P1171 “Fuel

Supply System Lean During Power Enrichment”.

Make any necessary repairs.

2. Perform the exhaust emission test.

Does the vehicle pass the test? — System OK Go to Step 22

22 Check for the following engine mechanical problems

(refer to Engine Mechan ic al ):

• Low compression

• Leaking cylinder head gaskets

• Worn camshaft

• Sticking or leaking valves

• Valve timing

• Broken valve springs

W as 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 foun d, review/inspect the

following:

• Visual/physical inspection

• Te ch 2 data

• All electrical connections within a suspected

circuit and/or system

W as 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 E CM using

the “SPS (Service Programming System)”.

W as the problem solved? — Verify repair Go to Step 25

Step Action Value(s) Yes No

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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

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 2Go to 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 visual/physical check performed?—Go to Step 4Go to Visual /

physical Check.

4 Check for a short between battery voltage and the

ignition feed circuit.

Was a problem found? — Verify repair Go to Step 5

5 Check the fuel leaking from injector. Refer to Fuel

System Diagnostic.

Was the 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.

Foll owing ECM pr ogramming, the immobi liser 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 —

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-Boar d Diagnostic ( OBD) Syst em Check”

performed? — Go to Step 2 Go to 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.

W as a bulletin found that addresses the symptom? — Verify repair Go to Step 3

3 Was a visual/physical check performed? —Go to Step 4 Go to Visual /

physical Check.

4 Check for proper ignition voltage output with the spark

tester.

W as a problem found? — Verify repair Go to Step 5

5 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.

W as a problem found? — Verify repair Go to Step 6

6 Visually/physically inspect all spark plug high-tension

cables. Check for the following conditions:

• Verify that the resistance of all spark plug high-

tension cables are less than the specified value.

• Verify that the all spark plug high-tension cables are

correctly fitted to eliminate cross-fitting.

• Verify that the all spark plug high-tension cables are

not arcing to ground.

Spraying the spark plug high-tension cables with a

light mist of water may help locate an intermittent

problem.

Was a problem found?

#1 cyl. 4.4kΩ

#2 cyl. 3.6kΩ

#3 cyl. 3.1kΩ

#4 cyl. 2.8kΩVerify repair Go to Step 7

7 Check the fuel pressure. Refer to Fuel System

Pressure Test.

W as a problem found? — Verify repair Go to Step 8

8 Check for an intermittent ignition system malfunction:

• Intermittent CKP 58X signal

• Intermittent ignition feed circuit or sensor ground

circuit to the crankshaft position sensor.

W as a problem found? — Verify repair Go to Step 9

9Refer to Fuel System Diagnosis to determine if there

is a problem with fuel delivery.

W as 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

11 Check leakage at exhaust system.

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.

Foll owing ECM pr ogramming, the immobi liser 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 —

Step Action Value(s) Yes No

On-Vehicle Service Procedure

Engine Control Module (ECM)

Location

On the intake manifold.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect the two connectors from the ECM.

3. Remove four bolts.

4. Remo ve the ECM from bracket.

Installation Procedure

1. Put on the ECM to the bracket.

2. Tighten the ECM by four bolts with specified

tightening torque.

Tightening torque

• Bolts: 8.0 - 12.0 N·m (0.8 - 1.2 kgf·m)

3. Connect the two connectors to the ECM.

4. Connect the negative battery cable.

NOTE: Verify any DTCs (diagnosis Trouble Code) are

not stored after replacement.

Crankshaft Position (CKP) Sensor

Location

Left-hand side of the cylinder block. (Back of the A/C

compressor)

Removal Procedure

1. Disconnect the negative battery cable.

2. Remove the drive belt. Refer to Engine Me chanical

Section.

3. Remove the A/C compressor from engine. Refer to

Engine Mechanical Section.

4. Disconnect connector from the CKP sensor.

5. Loos en a bol t and rem ove the CKP sens or 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.

2. Tighten CKP sensor by a bolt with specified

tighteni ng torque .

Tightening Torque

• Bolt: 6N·m (0.6kgf·m)

3. Reinstall the A/C compressor to the engine.

4. Reins tall the acc ess or y driv e belt.

5. 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 en gine before abo ve procedur es

are carried out.

Installation Procedure

1. Apply sealer to threads of screw at the ECT sensor.

2. Tighten the ECT sensor with specified tightening

torque.

Tightening Torque

• Bolt: 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 replac em ent .

Intake Air Temperature (IAT) Sensor

Location

Installed to the intake duct housing.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect a IAT sensor connector from the IAT

sensor.

3. Remove the IAT sensor from the intake duct.

Installation Procedure

1. Install the IAT sensor into intake air duct.

2. Connect a IAT sensor connector to the IAT sensor.

3. Connect the negative battery cable.

NOTE: Verify any DTCs (diagnosis Trouble Code) are

not stored after replacement.

Manifold Absolute Pressure (MAP) Sensor

Location

Installed on the intake manifo ld.

Removal Procedure

1. Disconenct the negative battery cable.

2. Disconnect a MAP sensor connector from the MAP

sensor.

3. Loosen a bol t and remov e the MAP s ens or fr om th e

intake manifold.

4. Remove the MAP sensor from the bracket.

Installation Procedure

1. Tighten the MAP sensor by a bolt with specified

tightening torque.

Tightening Torque

• Bolt: 8N·m (0.8kgf·m)

2. Connect a MAP sensor connector to the MAP

sensor.

3. 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.

6. Check the throttle position data and adjust the TPS

position.

7. Tighten two screws.

NOTE: Verify any DTCs (diagnosis Trouble Code) are

not stored after replacement.

Idle Air Con trol (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 v alve from the

throttle body.

Cleaning and Inspecti on

1. Clean the IAC valve O-ring sealing surface, pintle

valve seat and air passag e.

2. Use carburetor cleaner and a parts cleaning brush

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

• Clean the IAC valve O-ring sealing surface, pintle

valve seat and air passage.

• Use carbureto r cleaner and a parts clea ning brush 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.

• Shiny spots on the pintle are normal and do not

indicate misalignment or a bent pintle shaft.

• Inspect the IAC valve O-ring for cuts, cracks or

distortion. Replace the O-ring if damaged.

Installation Procedure

1. Tighten the IAC valve by two screws.

2. Connect a IAC valve connector to the MAP sensor.

3. Connect the negative battery cable.

NOTE: Verify any DTCs (diagnosis Trouble Code) are

not stored after replacement.

Knock Sensor

Location

Right-hand side of the cylinder block.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect the knock sensor connector.

3. Loosen a bolt and remove knock sensor from the

cylinder block.

Installation Procedure

1. Tighten the knock sensor by a bolt with specified

tightening torque.

Tightening Torque

• Bolt: 20N·m (2.0kgf·m)

2. Connect a knock sensor connector to the knock

sensor.

3. Connect the negative battery cable.

NOTE: Verify any DTCs (diagnosis Trouble Code) are

not stored after replacement.

Power Steering Pressure (PSP) Switch

Location

Installed on the power steering pump assembly.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect the power steering pressure switch

connector.

3. Loosen and remove the power steering pressure

switch from the power steering pump.

Installation Procedure

1. Install the power steering pressure switch to the

power steering pump.

2. Tighten the power steering pressure switch.

3. Connect a connector to the power steering pressure

switch.

4. Connect the negative battery cable.

NOTE: Verify any DTCs (diagnosis Trouble Code) are

not stored after replacement.

Verify no power steering fluid leaking from the sensor

threads after replacement.

Heated Oxygen Sensor (HO2S)

Location

Installed on the exhaus t pipe.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disco nne ct the O

sensor connector.

3. Loosen and remove the O

sensor from the exhaust

pipe.

Inspection

Inspect the louvered end of the sensor for grease, dirt,

excessive carbon build up or other contamination.

Installation Procedure

1. Install the O

sensor to the exhaust pipe.

2. Tighten the O

sensor with specified tightening

torque.

Tightening Torque

• Bolt: 42N·m (4.3kgf·m)

3. Connect a O

sensor connector to the O

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. Slide from the bracket and remove the purge

solenoid.

Installation Procedure

1. Insert EVAP purge solenoid valve onto the bracket.

2. Connect two hoses to the purge solenoid valve.

3. Connect a purge solenoid connector to the purge

solenoid.

4. 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 fire and personal

injury, it is necessary to relieve 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. Remo ve the fuel filler cap.

2. Remove the fuel pump relay from the underhood

relay box.

3. Start the engine and allow it to stall.

4. Crank the engine for about 30 seconds.

5. Disconnect the negative battery cable.

Fuel Rail Assembly

Removal Procedure

NOTE:

• Use care when removing the fuel rail assembly in

order to prevent damage to the injector al connector

terminal and the injector spray tips.

• Fitting should be capped and holes plugged during

servicing to prevent dir t and other con taminants from

entering open lines and passage.

Important: An eight-digit identification number is

stamped on side of the fuel injector. Refer to this

number when you service the fuel rail or when a

replacement part is required.

1. Disconnect 4 injector connectors.

2. Lift side-clip up on the fuel rail.

3. Disconnect fuel pressure regulator hose.

4. Disconnect wiring harness from the bands on the

fuel rail .

5. Remove the intake pipe.

6. Loos en fla re nut.

A. Lift up the injectors carefully to separate them

from intake manifold.

B. Lift up the fuel rail with injectors as assembly.

Do not separate the fuel injectors from fuel rail.

C. If an injector become separated from fuel rail,

injector backup O-ring and injector retainer clip

must be repla ced.

D. Drain residual fuel from fuel rail into an

approved container.

7. If removal of fuel pressure regulator is necessary,

Refer to Fuel Pressure Regulator Removal

Procedure.

8. If removal of fuel injector is necessary, Refer to Fuel

Injecto rs Remova l Procedu re.

Installation Procedure

1. Install the fuel injectors if necessary. Refer to Fuel

Injector Installation Procedure.

2. Install the fuel pressure regulator if necessary. Refer

to Fuel Pressure Regulator Installation

Procedure.

3. Place the fuel inje ctor ra il asse mbly on the ma nifol d

and insert the injectors into each port by pushing

fuel rail.

4. Install two fuel rail retaining bolts. Tighten fuel rail

retaining bolt to 19 N·m (1.9kgf·m)

5. Place wiring harness in its place and secure it with

two nuts.

6. Connect all connector to each fuel injector.

7. Connect the fuel supply line securely. Do not over

tighten.

8. Connect the fuel return line securely. Do not over

tighten.

9. Connect the negative battery cable.

10. Cran k the engin e until it starts. Crank ing the eng ine

may take l on ger th an us ual du e to trap ped ai r in the

fuel sy stem. Ch eck for l eak. If fuel l eak is obse rved,

stop engine immediately. Before correcting fuel

leak, be sure to depressurize system again.

Fuel Injector

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 filter if

necessary.

NOTE: Use care in removing the fuel injector in order to

prevent damage to the fuel injector al connector pins or

fuel injector nozzles. The fuel injector is an al

component and should not be immersed in any type of

cleaner as this may damage the fuel injector.

Important: Fuel injectors are serviced as complete

assembl y onl y.

1. Disconnect the negative battery cable.

2. Disconnect al connector from fuel injector.

3. Remove the fuel rail. Refer to Fuel Rail Removal

Procedure.

4. Remo ve the fuel inje cto r retain er cli p.

5. Remo ve the fuel inje cto r assembly fro m fuel rail .

6. Remove O-ring from the fuel injector.

7. Remove O-ring backup from fuel injector.

Inspection

1. Inspect O-ring for crack, damage or leaks.

2. Replace worn or damaged O-ring.

3. Lubricate the new O-rings with engine oil before

installation.

Installation Procedure

1. Lubricate the new O-ring with engine oil.

2. Install the O-ring backup on the fuel injector.

3. Inst all new O-ring on the fuel injector.

4. Install all four injector on the fuel rail.

5. Use new injector retainer clip to retain the injetor to

the fuel rail.

6. Coat the end of the fuel injector with engine oil.

7. Install fuel rail assembly. Tighten the nuts to 19 N·m

(1.9 kgf·m). Refer to Fuel Rail Installation

Procedure.

Tighten the flare nut to 27 - 33 N·m (2.8 - 3.4 kgf·m).

8. 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 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 shop 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.

NOTE: Compressed air must never be used to test or

clean a fuel pressure regulator, as damage to the fuel

pressure regulator may occur.

NOTE: To prevent damage to the fuel pressure

regulator, do not immerse the pressure regulator in

solvent.

Removal Procedure

1. Depressurize the fuel system. Refer to

Fuel Pressure Relief Procedure.

2. Disconnect the negative battery cable.

3. Remove the fuel pump relay.

4. Disconnect the vacuum line form fuel pressure

regulator.

5. Remove the fuel pressure regulator retaining screw.

6. Remove the fuel pressure regulator from fuel rail.

Installation Procedure

1. Insert the fuel pressure regulator into the fuel rail.

2. Install the fuel pressure regulator retaining bracket

and tighten with a screw.

3. Connect vacuum line onto the fuel pressure

regulator.

4. Install the fuel pump relay.

5. Connect the negative battery cable.

6. Cran k the engin e until it starts. Crank ing the eng ine

may take l on ger th an us ual du e to trap ped ai r in the

fuel line.

7. Tighten the flare nut to 27 - 33 N·m (2.8 - 3.4 kgf·m).

Ignition Coil

Location

Back of the engine right-hand side.

Removal Procedure

1. Disconnect the negative battery cable.

2. Disconnect the ignition coil connector.

3. Disconnect four spark plug cables from the ignition

coil.

4. Loosen three bolts and remove ignition coil from the

bracket.

Installation Procedure

1. Tighten the ignition coil by three bolts.

2. Connect four spark plug cables to the ignition coil.

3. Connect a ignition coil connector to the ignition coil.

4. Connect the negative battery cable.

NOTE: Verify any DTCs (diagnosis Trouble Code) are

not stored after replacement.

Verify proper connection of spark plug cables for each

cylinders.

Spark Plugs

Location

Installed on the left-hand side of cyl inder head.

Removal Procedure

1. Disconnect the negative battery cable

2. Remo ve the spark plug cabl e.

3. Remove the spark plug.

Inspection

1. Check the insulator for cracks. Replace the spark

plug if cracks are present.

2. Check the electrode condition and replace the spark

plug if necessary.

If the spark plug electrodes and insulators are fouled

with carbon or oil, the engine will not operate efficiently.

There are a number of possible causes:

• Fuel mixture is too rich.

• Oil in the combustion chamber.

• The spark plug gap is not set correctly.

If spark plug fouling is excessive, check the fuel and al

system for possible causes of trouble. If fuel and al

system are normal, install spark plugs of a higher heat

range which have the s ame physic al di mensions as the

original equipment spark plugs.

The following symptoms are characteristics of spark

plugs that are running too hot:

• Fuel mixture is too lean.

• Heat range is incorrect.

If vehicle usage does not conform to normal driving

conditions, a more suitable spark plug may be

substituted.

If fuel and al system are normal, in most cases of this

sort, the problem can be corrected by using a colder

type spark plug with the same physical dimensions as

the original equipment spark plug.

3. Check the gaskets for damage and replace if

necessary.

4. Measure the spark plug gap. The specification is 1.0

to 1.1mm (0.039 to 0.043").

5. Adjust the spark gap by bending the grounded

electrode.

Installation

1. Tighten the spark plug to the 25N·m (2.5kgf·m).

2. Push the spark plug cable in until it snaps in.

Installation Procedure

1. Install the spark plug to the cylinder head.

2. Tighten the spark plug with specified tightening

torque.

Tightening Torque

• Bolt: 25N·m (2.5kgf·m)

3. Connect the spark plug cable to the spark plug.

4. Connect the negative battery cable.

NOTE: Verify any DTCs (diagnosis Trouble Code) are

not stored after replacement.

Verify proper connection of spark plug cables for each

cylinders.

Spark Plug Cables

The cable contains a synthetic conductor which is easily

damaged. Never stretch or kink the cable. Disconnect

the cable fr om spark plug and the igniti on co il .

The original equipment cables and the ignition coil are

marked to show correct location of the cables. If spark

plug cables or the ignition coil are replaced previously,

before cables are removed from the ignition coil, mark

the cables and the coil so they can be reconnected in

the same position.

Inspection

NOTE: Never pun cture the spa r k plu g ca ble’s insulation

with a needle or the pointed end of a probe into the

cable. An increase in resistance would be created which

would cause the cable to become defective.

1. If the cable has broken or cracked insulation, it must

be replaced.

2. If the terminals are corroded or loose, the cable

must be replaced.

3. Check that the cable resistance does not exceed

specified value.

#1 cylinder: 3.50kΩ - 5.24kΩ

#2 cylinder: 2.89kΩ - 4.33kΩ

#3 cylinder: 2.49kΩ - 3.73kΩ

#4 cylinder: 2.22kΩ - 3.32kΩ

Special Service Tools

ILLUSTRATION TOOL NO.

TOLL NAME

5-8840-0285-0

(J 39200)

High Impedance

Multimeter

(Digital Voltmeter -DVM)

(1) PCMCIA Card

(2) RS232 Loop Back

Connector

(3) SAE 16/19 Adapter

(4) DLC Cable

(5) TECH 2

5-8840-0385-0

(J 35616-A/BT-8637)

Connector Test Adapter Kit

5-8840-0378-0

(J34730-E)

Port Fuel Injection

Diagnostic Kit

Breaker Box

5-8840-2589-0

Injector Adapter Cable