The California Air Resources Board (CARB) began regulation of On Board
Diagnostics (OBD) for vehicles sold in California beginning with the 1988 model
year. The first phase, OBD-I, required monitoring of the fuel metering system, Exhaust
Gas Recirculation (EGR) system and additional emission related components. The Malfunction
Indicator Lamp (MIL) was required to light and alert the driver of the fault and
the need for repair of the emission control system. Associated with the MIL was
a fault code or Diagnostic Trouble Code (DTC) idenfying the specific area of the
fault.
The OBD system was proposed by CARB to improve air quality by identifying vehicle
exceeding emission standards. Passage of the Federal Clean Air Act Amendments in
1990 has also prompted the Environmental Protection Agency (EPA) to develop On Board
Diagnostic requirements. CARB OBD-II regulations were followed until 1999 when the
federal regulations were used.
The OBD-II system meets government regulations by monitoring the emission control
system. When a system or component exceeds emission threshold or a component operates
outside tolerance, a DTC will be stored and the MIL illuminated.
The diagnostic executive is a computer program in the Engine Control Module (ECM)
or PowertrainControl Module (PCM) that coordinates the OBD-II self-monitoring system.
This program controls all the monitors and interactions, DTC and MIL operation,
freeze frame data and scan tool interface.
Freeze frame data describes stored engine conditions, such as state of the engine,
state of fuel control, spark, RPM, load and warm status at the point the first fault
is detected. Previously stored conditions will be replaced only if a fuel or misfire
fault is detected. This data is accessible with the scan tool to assist in repairing
the vehicle.
The center of the OBD-II system is a microprocessor called the Engine Control Module
(ECM) or Powertrain Control Module(PCM).
The ECM or PCM receives input from sensors
and other electronic components (switches, relays, and others) based on information
received and programmed into its memory (keep alive random access memory, and others),
the ECM or PCM generates output signals to control various relays, solenoids and
actuators.
2. Configuration of hardware and related terms
1) GST (Generic scan tool)
2) MIL (Malfunction indication lamp) - MIL activity by transistor
The Malfunction Indicator Lamp (MIL) is connected between ECM or PCM-terminal Malfunction
Indicator Lamp and battery supply (open collector amplifier).
In most cars, the
MIL will be installed in the instrument panel. The lamp amplifier can not be damaged
by a short circuit.
Lamps with a power dissipation much greater than total dissipation of the MIL and
lamp in the tester may cause a fault indication.
? At ignition ON and engine revolution
(RPM)< MIN. RPM, the MIL is switched ON for an optical check by the driver.
3) MIL illumination
When the ECM or PCM detects a malfunction related emission
during the first driving cycle, the DTC and engine data are stored in the freeze
frame memory. The MIL is illuminated only when the ECM or PCM detects the same malfunction
related to the DTC in two consecutive driving cycles.
4) MIL elimination
? Misfire and Fuel System Malfunctions:
For misfire or fuel system malfunctions, the MIL may be eliminated if the same fault
does not reoccur during monitoring in three subsequent sequential driving cycles
in which conditions are similar to those under which the malfunction was first detected.
? All Other Malfunctions:
For all other faults, the MIL may be extinguished after
three subsequent sequential driving cycles during which the monitoring system responsible
for illuminating the MIL functions without detecting the malfunction and if no other
malfunction has been identified that would independently illuminate the MIL according
to the requirements outlined above.
5) Erasing a fault code
The diagnostic system may erase a fault code if the same
fault is not re-registered in at least 40 engine warm-up cycles, and the MIL is
not illuminated for that fault code.
6) Communication Line (CAN)
•
Bus Topology : Line (bus) structure
•
Wiring : Twisted pair wire
•
Off Board DLC Cable Length :
Max. 5m
•
Data Transfer Rate
-
Diagnostic : 500 kbps
-
Service Mode (Upgrade, Writing
VIN) : 500 or 1Mbps)
7) Driving cycle
A driving cycle consists of engine start up, and engine shut
off.
8) Warm-up cycle
A warm-up cycle means sufficient vehicle operation such that
the engine coolant temperature has risen by at least 40 degrees Fahrenheit from
engine starting and reaches a minimum temperature of at least 160 degrees Fahrenheit.
9) Trip cycle
A trip means vehicle operation (following an engine-off period)
of duration and driving mode such that all components and systems are monitored
at least once by the diagnostic system except catalyst efficiency or evaporative
system monitoring when a steady-speed check is used, subject to the limitation that
the manufacturer-defined trip monitoring conditions shall all be encountered at
least once during the first engine start portion of the applicable FTP cycle.
10) DTC format
•
Diagnostic Trouble Code (SAE
J2012)
•
DTCs used in OBD-II vehicles
will begin with a letter and are followed by four numbers.
The letter of the beginning of the DTC identifies the function of the monitored
device that has failed. A "P" indicates a powertrain device, "C" indicates a chassis
device. "B" is for body device and "U" indicates a network or data link code. The
first number indicates if the code is generic (common to all manufacturers) or if
it is manufacturer specific. A "0" & "2" indicates generic, "1" indicates manufacturer-specific.
The second number indicates the system that is affected with a number between 1
and 7.
The following is a list showing what numbers are assigned to each system.
1.
Fuel and air metering
2.
Fuel and air metering(injector
circuit malfunction only)
3.
Ignition system or misfire
4.
Auxiliary emission controls
5.
Vehicle speed controls and idle
control system
6.
Computer output circuits
7.
Transmission
The last two numbers of the DTC indicates the component or section of the system
where the fault is located.
11) Freeze frame data
When a freeze frame event is triggered by an emission related
DTC, the ECM or PCM stores various vehicle information as it existed the moment
the fault ocurred. The DTC number along with the engine data can be useful in aiding
a technician in locating the cause of the fault. Once the data from the 1st driving
cycle DTC ocurrence is stored in the freeze frame memory, it will remain there even
when the fault ocurrs again (2nd driving cycle) and the MIL is illuminated.
•
Freeze Frame List
1)
Calculated Load Value
2)
Engine RPM
3)
Fuel Trim
4)
Fuel Pressure (if available)
5)
Vehicle Speed (if available)
6)
Coolant Temperature
7)
Intake Manifold Pressure (if
available)
8)
Closed-or Open-loop operation
9)
Fault code
3. OBD-II system readiness tests
1) Catalyst monitoring
The catalyst efficiency monitor is a self-test strategy within the ECM or PCM that
uses the downstream Heated Oxygen Sensor (HO2S) to determine when a catalyst has
fallen below the minimum level of effectiveness in its ability to control exhaust
emission.
2) Misfire monitoring
Misfire is defined as the lack of proper combustion in the
cylinder due to the absence of spark, poor fuel metering, or poor compression. Any
combustion that does not occur within the cylinder at the proper time is also a
misfire. The misfire detection monitor detects fuel, ignition or mechanically induced
misfires. The intent is to protect the catalyst from permanent damage and to alert
the customer of an emission failure or an inspection maintenance failure by illuminating
the MIL . When a misfire is detected, special software called freeze frame data
is enabled. The freeze frame data captures the operational state of the vehicle
when a fault is detected from misfire detection monitor strategy.
3) Fuel system monitoring
The fuel system monitor is a self-test strategy within
the ECM or PCM that monitors the adaptive fuel table The fuel control system uses
the adaptive fuel table to compensate for normal variability of the fuel system
components caused by wear or aging. During normal vehicle operation, if the fuel
system appears biased lean or rich, the adaptive value table will shift the fuel
delivery calculations to remove bias.
4) Engine cooling system monitoring
The cooling system monitoring is a self-test
strategy within the ECM or PCM that monitors ECTS (Engine Coolant Temperature Sensor)
and thermostat about circuit continuity, output range, rationality faults.
5) O2 sensor monitoring
OBD-II regulations require monitoring of the upstream
Heated O2 Sensor (H2OS) to detect if the deterioration of the sensor has exceeded
thresholds. An additional HO2S is located downstream of the Warm-Up Three Way Catalytic
Converter (WU-TWC) to determine the efficiency of the catalyst.
Although the downstream H2OS is similar to the type used for fuel control, it functions
differently. The downstream HO2S is monitored to determine if a voltage is generated.
That voltage is compared to a calibrated acceptable range.
6) Evaporative emission system monitoring
The EVAP. monitoring is a self-test
strategy within the ECM or PCM that tests the integrity of the EVAP. system. The
complete evaporative system detects a leak or leaks that cumulatively are greater
than or equal to a leak caused by a 0.040 inch and 0.020 inch diameter orifice.
7) Air conditioning system monitoring
The A/C system monitoring is a self-test
strategy within the ECM or PCM that monitors malfunction of all A/C system components
at A/C ON.
8) Comprehensive components monitoring
The comprehensive components monitoring
is a self-test strategy within the ECM or PCM that detects fault of any electronic
powertrain components or system that provides input to the ECM or PCM and is not
exclusively an input to any other OBD-II monitor.
Components and Components Location
Components Location
1. Engine Control Module (ECM)
2. Manifold Absolute Pressure Sensor (MAPS)
3. Intake Air Temperature Sensor (IATS)
4. Engine Coolant Temperature Sensor (ECTS)
5. Throttle Position Sensor (TPS) [integrated into ETC Module]
6. Crankshaft Position Sensor (CKPS)
7. Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
8. Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust]
9. Knock Sensor (KS)
10. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 1]
11. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 2]
12. Accelerator Position Sensor (APS)
13. Fuel Tank Pressure Sensor (FTPS)
14. Fuel Level Sensor (FLS)
15. A/C Pressure Transducer (APT)
16. ETC Motor [integrated into ETC Module]
17. Injector
18. Purge Control Solenoid Valve (PCSV)
19. CVVT Oil Control Valve (OCV) [Bank 1 / Intake] #1
20. CVVT Oil Control Valve (OCV) [Bank 1 / Intake] #2
21. CVVT Oil Control Valve (OCV) [Bank 1 / Exhaust]
22. Variable Intake Solenoid (VIS) Valve
23. Variable Charge Motion Actuator (VCMA)
24. Canister Close Valve (CCV)
25. Ignition Coil
26. Main Relay
27. Fuel Pump Relay
28. Data Link Connector (DLC) [16-Pin]
29. Multi-Purpose Check Connector [20-Pin]
1. Engine Control Module (ECM)
2. Manifold Absolute Pressure Sensor (MAPS)
3. Intake Air Temperature Sensor (IATS)
4. Engine Coolant Temperature Sensor (ECTS)
5. Throttle Position Sensor (TPS)
16. ETC Motor
6. Crankshaft Position Sensor (CKPS)
7. Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
8. Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust]
Engine Coolant Temperature Sensor (ECTS) signal input
Idle
Analog
Min. 0.1V ~ Max
17
Throttle Position Sensor (TPS) 2 signal input
Idle
Analog
Min. 0.4V ~ Max. 4.5V
18
-
19
-
20
-
21
Sensor power (+5V)
IG OFF
DC voltage
Max. 0.5V
IG ON
4.9 ~ 5.1V
22
-
23
ETC Motor [-] control output
Idle
PWM
Operating freq.: 1000Hz (estimated)
Forward direction
Turn on: max 0.1V
Frewheeling: max 0.1V
Reverse direciton
Turn on: Battery voltage
Frewheeling: max 0.1V
24
-
25
Motor [+] control output
26
-
27
-
28
-
29
-
30
-
31
Electrical load signal input
Idle
PWM
Freq.: 125Hz or 200Hz or 60Hz
Duty rate 0% ~ 100%
32
-
33
-
34
-
35
-
36
-
37
Sensor ground
Idle
DC
Max. 0.5V
38
Throttle Position Sensor (TPS) 1 signal input
Idle
Analog
Min. 0.4V ~ Max. 4.5V
39
-
40
Alternator PWM control output
IG OFF
PWM
Battery voltage
IG ON
Max. 0.5V
41
-
42
Sensor power (+5V)
IG OFF
DC
Max. 0.5V
IG ON
Min. 4.75V ~ Max. 5.25V
43
-
44
-
45
-
46
-
47
-
48
-
49
-
50
-
51
-
52
-
53
-
54
VCMA Feedback ground
55
-
56
Camshaft Position Sensor (CMPS) [Bank 1/Exhaust] signal input
Idle
Pulse
Around 7Hz at 850rpm
Around 25Hz at 3000rpm
57
-
58
-
59
-
60
-
61
Sensor ground
Idle
DC
Max. 0.5V
62
Manifold Absolute Pressure Sensor (MAPS) signal input
Idle
Analog
Min. 0.8V ~ Max. 4.2V
63
Sensor power (+5V)
IG OFF
DC voltage
Max. 0.5V
IG ON
4.9 ~ 5.1V
64
-
65
-
66
-
67
-
68
-
69
-
70
-
71
-
72
-
73
-
74
Sensor ground
Idle
DC
Max. 0.5V
75
-
76
VCMA Feedback signal input
77
Camshaft Position Sensor (CMPS) [Bank 1/Exhaust] signal input
Idle
Pulse
Around 7Hz at 850rpm
Around 25Hz at 3000rpm
78
Sensor ground
Idle
DC
Max. 0.5V
79
-
80
-
81
-
82
-
83
VG (Virtual Ground)
Idle
Analog
Min. 0.2V ~ Max. 5.2V
84
VN (NERNST Cell Voltage)
Idle
Analog
Min. 0.2V ~ Max. 5.2V
85
-
86
-
87
-
88
-
89
-
90
-
91
-
92
-
93
-
94
-
95
Crankshaft Position Sensor (+) signal input
Idle
Frequency
Vpp Min. : 18V at Idle (for 1 rail)
Vpp Max. : 90V at 5000rpm (for 1 rail)
96
-
97
-
98
Camshaft Position Sensor (CMPS) [Bank 1/Intake] signal input
Idle
Pulse
Around 7Hz at 850rpm
Around 25Hz at 3000rpm
99
Sensor ground
Idle
DC
Max. 0.5V
100
Knock Sensor (KS) signal input
Idle
Analog / Frequency
Freq.: Min. 8KHz ~ Max. 12KHz
Level: Min. 180 ~ Max. 300mVpp
101
Intake Air Temperature Sensor (IATS) signal input
Idle
Analog
Min. 0.1V ~ Max. 4.7V
102
-
103
-
104
VN (NERNST Cell Voltage)
Idle
Analog
Min. 0.2V ~ Max. 5.2V
105
VIP (Current Pump)
Idle
Analog
Min. 0.2V ~ Max. 5.2V
Connector [C300-B]
Pin No.
Description
Condition
Type
Level
1
Power ground
Idle
DD
Mx 0Va.5m
2
Power ground
Idle
DC
Max. 50mV
3
Battery power (B+)
IG OFF
DC
Max. 0.5V
IG ON
Battery Voltage
4
Power ground
Idle
DC
Max. 50mV
5
Battery power (B+)
IG OFF
DC
Max. 0.5V
IG ON
Battery Voltage
6
Battery power (B+)
IG OFF
DC
Max. 0.5V
IG ON
Battery Voltage
7
-
8
FLEX-RAY (High)
9
-
10
Accelerator Position Sensor (APS) 2 signal input
Idle
Analog
Min. 0.6V -Max. 4.3V
11
A/C Pressure Transducer (APT) signal input
12
-
13
-
14
Sensor power (+5V)
IG OFF
DC
Max. 0.5V
IG ON
Min. 4.75V - Max. 5.25V
15
-
16
Sensor power (+5V)
IG OFF
DC
Max. 0.5V
IG ON
Min. 4.75V - Max. 5.25V
17
Sensor power (+5V)
IG OFF
DC
Max. 0.5V
IG ON
Min. 4.75V - Max. 5.25V
18
Main Relay control output
Relay OFF
DC
Battery Voltage
Relay ON
Min. -.03V -Max. 1.2V
19
Fuel Pump Relay control output
Relay OFF
DC
Battery Voltage
Relay ON
Min. -.03V -Max. 1.2V
20
-
21
-
22
Injector (Cylinder #2) control output
Idle
DC
Hi: Battery voltage
LO: Max. 0.5V
48-50V
23
Injector (Cylinder #3) control output
Idle
DC
Hi: Battery voltage
LO: Max. 0.5V
48-50V
24
-
25
FLEX-RAY (Low)
26
Electrical signal input [Blower Max. Switch]
27
Accelerator Position Sensor (APS) 1 signal input
Idle
Analog
Min. 0.6V -Max. 4.3V
28
Sensor ground
Idle
DC
Max. 50mV
29
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] signal input
Idle
Analog
Min. 0.6V - Max. 1.0V
DC
30
Fuel Tank Pressure Sensor signal input
31
-
32
-
33
-
34
Start Motor contol switch
Switch ON
Digital
Battery voltage
Switch OFF
Min. -0.3V - Max. 0.5V
35
CVVT Oil Control (OCV) Valve [Bank 1/Exhaust] control output
Idle
PWM
Operating freq. range: 300Hz
Duty rate: 0% - 100%
36
CVVT Oil Control (OCV) Valve [Bank 1/Intake] #1 control output
Idle
PWM
Operating freq. range: 300Hz
Duty rate: 0% - 100%
37
-
38
A/C Relay control output
Relay OFF
DC
Battery Voltage
Relay ON
Min. -.03V -Max. 1.2V
39
Injector (Cylinder #4) control output
Idle
DC
Hi: Battery voltage
LO: Max. 0.5V
48-50V
40
Ignition Coil (Cylinder #2) control output
Idle
Pulse
Turn on: Max. 1.6V
Ignition Coil (Cylinder #3) control output
Turn off: Battery voltage
41
Battery power (B+)
IG OFF
DC
Max. 0.5V
IG ON
Battery Voltage
42
-
43
-
44
-
45
Sensor ground
Idle
DC
Max. 50mV
46
Sensor ground
Idle
DC
Max. 50mV
47
Sensor ground
Idle
DC
Max. 50mV
48
-
49
-
50
Sensor ground
Idle
DC
Max. 50mV
51
-
52
-
53
-
54
Canister Close Valve (CCV) control output
55
CVVT Oil Control (OCV) Valve [Bank 1/Intake] #2 control output
56
Injector (Cylinder #1) control output
Idle
DC
Hi: Battery voltage
LO: Max. 0.5V
48-50V
57
Ignition Coil (Cylinder #1) control output
Idle
Pulse
Turn on: Max. 1.6V
Ignition Coil (Cylinder #4) control output
Turn off: Battery voltage
58
-
59
-
60
C-CAN [Low]
RECESSIVE
Pulse
2.0~3.0V
DOMINANT
0-0.5V
61
Fuel Tank Level Sensor signal input
62
-
63
-
64
-
65
Brake Light Switch signal input
Swich ON
Digital
Battery voltage
Switch OFF
Min. -0.3V -Max. 0.5V
66
Start signal input
67
Engine speed signal output
Idle
Frequency
Around 26Hz at 850rpm, idle
Around 16Hz at 3000rpm
68
Immobilizer communication line
When
Pulse
Hi: Min. 8.5V
communicating
after IG ON
Lo: Max. 3.5V
69
-
70
-
71
Purge Control Solenoid Valve (PCSV) control output
Relay OFF
DC
Battery voltage
Relay ON
Max. 1.76V
72
Electronic Thermo Sensor signal input
73
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] Heater control output
Relay OFF
DC
Battery voltage
Relay ON
Max. 0.5V
74
Ignition Coil (Cylinder #2) control output
Idle
Pulse
Turn on: Max. 1.6V
Ignition Coil (Cylinder #3) control output
Turn off: Battery voltage
75
-
76
-
77
C-CAN [High]
RECESSIVE
Pulse
2.0~3.0V
DOMINANT
2.75~4.5V
78
-
79
Vehicle speed signal input
Idle
Frequency
Duty rate 40% - 60%
80
Electrical load signal input [Wiper]
81
-
82
-
83
Brake Test Switch signal input
Swich ON
Digital
Battery voltage
Switch OFF
Min. -0.3V -Max. 0.5V
84
-
85
LIN communication
86
Cooling Fan Relay [Low] control output
IG OFF
PWM
Battery voltage
IG ON
Min. -0.3V -Max. 1.2V
87
Cooling Fan Relay [High] control output
IG OFF
DC
Battery voltage
IG ON
Min. -0.3V -Max. 1.2V
88
Variable Intake Solenoid (VIS) Valve control output
89
-
90
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] Heater control output
Relay OFF
DC
Battery voltage
Relay ON
Max. 0.5V
91
Ignition Coil (Cylinder #1) control output
Idle
Pulse
Turn on: Max. 1.6V
Ignition Coil (Cylinder #4) control output
Turn off: Battery voltage
Circuit Diagram
Engine Control Module (ECM) Repair procedures
Removal
•
When replacing the ECM,
the vehicle equipped withthe immobilizer must be performed procedure
asbelow.
[In the case of installing used ECM]
1) Perform "ECM Neutral mode" procedure with GDS.
(Refer to Body Electrical System - "Immobilizer System")
2) After finishing "ECM Neutral mode", perform "Keyteaching" procedure
with GDS.
(Refer to Body Electrical System - "Immobilizer System")
[In the case of installing new ECM]
Perform "Key teaching" procedure
with GDS.
(Refer to Body Electrical System - "Immobilizer System")
•
When replacing the ECM,
the vehicle equipped withthe smart key system (Button start) must
beperformed procedure as below.
[In the case of installing used
ECM]
1) Perform "ECM Neutral mode" procedure with GDS.
(Refer to Body Electrical System - "Immobilizer System")
2) After finishing "ECM Neutral mode", insert the key(or press the
start button) and turn it to the IGN ONand OFF position. Then the
ECM learns the smartkey information automatically.
[In the case of installing new ECM]
Insert the key (or press the
start button) and turn itto the IGN ON and OFF position. Then the
ECMlearns the smart key information automatically.
1.
Turn ignition switch OFF and
disconnect the negative (-) battery cable.
2.
Remove the battery.
(Refer
to Engine Electrical System - "Battery")
3.
Disconnect the ECM Connector
(A).
4.
Remove the mounting bolts (A)
and then remove the ECM (B).
Installation
•
When replacing the ECM,
the vehicle equipped withthe immobilizer must be performed procedure
asbelow.
[In the case of installing used ECM]
1) Perform "ECM Neutral mode" procedure with GDS.
(Refer to Body
Electrical System - "Immobilizer System")
2) After finishing "ECM Neutral mode", perform "Keyteaching" procedure
with GDS.
(Refer to Body Electrical System - "Immobilizer System")
[In the case of installing new ECM]
Perform "Key teaching" procedure
with GDS.
(Refer to Body Electrical System - "Immobilizer System")
•
When replacing the ECM,
the vehicle equipped withthe smart key system (Button start) must
beperformed procedure as below.
[In the case of installing used
ECM]
1) Perform "ECM Neutral mode" procedure with GDS.
(Refer to Body
Electrical System - "Immobilizer System")
2) After finishing "ECM Neutral mode", insert the key(or press the
start button) and turn it to the IGN ONand OFF position. Then the
ECM learns the smartkey information automatically.
[In the case of installing new ECM]
Insert the key (or press the
start button) and turn itto the IGN ON and OFF position. Then the
ECMlearns the smart key information automatically.
1.
Installation is reverse of removal.
ECM installation bolt :
7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
ECM bracket installation bolt :
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m,
7.2 ~ 8.7 lb-ft)
ECM Problem Inspection Procedure
1.
TEST ECM GROUND CIRCUIT: Measure
resistance between ECM and chassis ground using the backside of ECM harness
connector as ECM side check point. If the problem is found, repair it.
Specification : Below 1?
2.
TEST ECM CONNECTOR: Disconnect
the ECM connector and visually check the ground terminals on ECM side and
harness side for bent pins or poor contact pressure. If the problem is found,
repair it.
3.
If problem is not found in Step
1 and 2, the ECM could be faulty. If so, make sure there were no DTC's before
swapping the ECM with a new one, and then check the vehicle again. If DTC's
were found, examine this first before swapping ECM.
4.
RE-TEST THE ORIGINAL ECM: Install
the original ECM (may be broken) into a known-good vehicle and check the
vehicle. If the problem occurs again, replace the original ECM with a new
one. If problem does not occur, this is intermittent problem (Refer to “Intermittent
Problem Inspection Procedure” in Basic Inspection Procedure).
VIN Programming Procedure
VIN (Vehicle Identification Number) is a number that
has the vehicle's information (Maker, Vehicle Type, Vehicle Line/Series, Body Type,
Engine Type, Transmission Type, Model Year, Plant Location and so forth. For more
information, please refer to the group "GI" in this SERVICE MANUAL). When replacing
an ECM, the VIN must be programmed in the ECM. If there is no VIN in ECM memory,
the fault code (DTC P0630) is set.
•
The programmed VIN cannot
be changed. When writing the VIN, confirm the VIN carefully.
1.
Select "VIN Writing" function
in "Vehicle S/W Management".
2.
Select "Write VIN" in "ID Register".
3.
Input the VIN.
•
Before inputing
the VIN, confirm the VIN again because the programmed VIN
cannot be changed.
4.
Turn the ignition switch OFF,
then back ON.
ETC (Electronic Throttle Control) System Description and Operation
Description
The Electronic Throttle Control (ETC) System consists of a throttle body with an
integrated control motor and throttle position sensor (TPS). Instead of the traditional
throttle cable, an Accelerator Position Sensor (APS) is used to receive driver input.
The ECM uses the APS signal to calculate the target throttle angle; the position
of the throttle is then adjusted via ECM control of the ETC motor. The TPS signal
is used to provide feedback regarding throttle position to the ECM. Using ETC, precise
control over throttle position is possible; the need for external cruise control
modules/cables is eliminated.
Schematic Diagram
ETC (Electronic Throttle Control) System Troubleshooting
Fail-Safe Mode
Item
Fail-Safe
ETC Motor
Throttle valve stuck at 7°
TPS
TPS 1 fault
Replace it with TPS 2
TPS 2 fault
Replace it with TPS 1
TPS 1,2 fault
Throttle valve stuck at 7°
APS
APS 1 fault
Replace it with APS 2
APS 2 fault
Replace it with APS 1
APS 1,2 fault
Engine idle state
•
When throttle value is
stuck at 7°, engine speed is limited at below 1,500rpm and vehicle
speed at maximum 40 ~ 50 km/h (25 ~ 31 mph).
ETC (Electronic Throttle Control) System Specifications
Specification
Throttle angle (°)
Output voltage (V) [Vref = 5.0V]
TPS1
TPS2
0
0.5
4.5
10
0.96
4.05
20
1.41
3.59
30
1.87
3.14
40
2.32
2.68
50
2.78
2.23
60
3.23
1.77
70
3.69
1.32
80
4.14
0.86
90
4.6
0.41
98
4.65
0.35
C.T (0)
0.5
4.5
W.O.T (86)
4.41
0.59
[ETC Motor]
Item
Specification
Coil Resistance (?)
0.3 ~ 100 [20°C(68°F)]
ETC (Electronic Throttle Control) System Schematic Diagrams
Circuit Diagram
ETC (Electronic Throttle Control) System Repair procedures
Inspection
Throttle Position Sensor (TPS)
1.
Connect the GDS on the Data Link
Connector (DLC).
2.
Start the engine and measure
the output voltage of TPS 1 and 2 at C.T. and W.O.T.
Throttle Angle
Output Voltage (V)
TPS 1
TPS 2
C.T
0.5
4.5
W.O.T
4.41
0.59
ETC Motor
1.
Turn the ignition switch OFF.
2.
Disconnect the ETC module connector.
3.
Measure resistance between the
ETC module terminals 1 and 2.
4.
Check that the resistance is
within the specification.
Specification : Refer to "Specification"
Removal
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Remove the resonator and the
air intake hose.
(Refer to Engine Mechanical System - "Air Cleaner")
3.
Disconnect the ETC module connector
(A).
4.
Disconnect the coolant hoses
(A).
5.
Remove the installation bolts
(B), and then remove the ETC module from the engine.
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped. In this case, use it after
inspecting.
1.
Installation is reverse of removal.
Electronic throttle body Installation
bolt :
7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
Manifold Absolute Pressure Sensor (MAPS) Description and Operation
Description
Manifold Absolute Pressure Sensor (MAPS) is a speed-density type sensor and is installed
on the surge tank. It senses absolute pressure of the surge tank and transfers the
analog signal proportional to the pressure to the ECM. By using this signal, the
ECM calculates the intake air quantity and engine speed.
The MAPS consists of
a piezo-electric element and a hybrid IC amplifying the element output signal. The
element is silicon diaphragm type and adapts pressure sensitive variable resistor
effect of semi-conductor. Because 100% vacuum and the manifold pressure apply to
both sides of the sensor respectively, this sensor can output analog signal by using
the silicon variation proportional to pressure change.
Intake Air Temperature Sensor (IATS) Description and Operation
Description
Intake Air Temperature Sensor (IATS) is included inside Manifold Absolute Pressure
Sensor and detects the intake air temperature.
To calculate precise air quantity,
correction of the air temperature is needed because air density varies according
to the temperature. So the ECM uses not only MAPS signal but also IATS signal. This
sensor has a Negative Temperature Coefficient (NTC) Thermister and it's resistance
changes in reverse proportion to the temperature.
Intake Air Temperature Sensor (IATS) Specifications
Specification
Temperature [°C(°F)]
Resistance (k?)
-40(-40)
40.93 ~ 48.35
-20(-4)
13.89 ~ 16.03
0(32)
5.38 ~ 6.09
10(50)
3.48 ~ 3.90
20(68)
2.31 ~ 2.57
40(104)
1.08 ~ 1.21
50(122)
0.76 ~ 0.85
60(140)
0.54 ~ 0.62
80(176)
0.29 ~ 0.34
Intake Air Temperature Sensor (IATS) Schematic Diagrams
Circuit Diagram
Intake Air Temperature Sensor (IATS) Repair procedures
Inspection
1.
Turn the ignition switch OFF.
2.
Disconnect the IATS connector.
3.
Measure resistance between the
IATS terminals 3 and 4.
4.
Check that the resistance is
within the specification.
Specification : Refer to "Specification"
Engine Coolant Temperature Sensor (ECTS) Description and Operation
Description
Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage
of the cylinder head for detecting the engine coolant temperature. The ECTS uses
a thermistor whose resistance changes with the temperature.
The electrical resistance
of the ECTS decreases as the temperature increases, and increases as the temperature
decreases. The reference +5V is supplied to the ECTS via a resistor in the ECM.
That is, the resistor in the ECM and the thermistor in the ECTS are connected in
series. When the resistance value of the thermistor in the ECTS changes according
to the engine coolant temperature, the output voltage also changes.
During cold engine operation, the ECM increases the fuel injection duration and
controls the ignition timing using the information of engine coolant temperature
to avoid engine stalling and improve drivability.
Engine Coolant Temperature Sensor (ECTS) Specifications
Specification
Temperature
Resistance (k?)
°C
°F
-40
-40
48.14
-20
-4
14.13 ~ 16.83
0
32
5.79
20
68
2.31 ~ 2.59
40
104
1.15
60
140
0.59
80
176
0.32
Engine Coolant Temperature Sensor (ECTS) Schematic Diagrams
Circuit Diagram
Engine Coolant Temperature Sensor (ECTS) Repair procedures
Inspection
1.
Turn the ignition switch OFF.
2.
Disconnect the ECTS connector.
3.
Remove the ECTS.
4.
After immersing the thermistor
of the sensor into engine coolant, measure resistance between the ECTS terminals
1 and 3.
5.
Check that the resistance is
within the specification.
Specification : Refer to "Specification"
Removal
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Disconnect the engine coolant
temperature sensor connector (A).
3.
Remove the sensor (B).
•
Note that engine
coolant may be flowed out from the water temperature control
assembly when removing the sensor.
4.
Supplement the engine coolant.
(Refer to Engine Mechanical System - "Coolant")
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped.
•
Apply the engine coolant
to the O-ring.
•
Insert the sensor in
the installation hole and be careful not to damage.
Crankshaft Position Sensor (CKPS) Description and Operation
Description
Crankshaft Position Sensor (CKPS) detects the crankshaft position and is one of
the most important sensors of the engine control system. If there is no CKPS signal
input, the engine may stop because of CKPS signal missing. This sensor is installed
on the cylinder block or the transaxle housing and generates alternating current
by magnetic flux field which is made by the sensor and the target wheel when engine
runs.
The target wheel consists of 58 slots and 2 missing slots on 360 degrees
CA (Crank Angle).
Crankshaft Position Sensor (CKPS) Specifications
Specification
Item
Specification
Coil Resistance (?)
774 ~ 946 [20°C(68°F)]
Crankshaft Position Sensor (CKPS) Troubleshooting
Waveform
Crankshaft Position Sensor (CKPS) Schematic Diagrams
Circuit Diagram
Crankshaft Position Sensor (CKPS) Repair procedures
Inspection
1.
Check signal waveform of CKPS
and CMPS using a scan tool.
Specification : Refer to "Waveform"
Removal
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Disconnect the crankshaft position
sensor connector (A) and remove the sensor after removing the installation
bolt.
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped. If the component has been
dropped, inspect before installing.
•
Apply the engine oil
to the O-ring.
•
Insert the sensor in
the installation hole and be careful not to damage.
1.
Installation is reverse of removal.
Crankshaft position sensor
installation bolt :
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Camshaft Position Sensor (CMPS) Description and Operation
Description
Camshaft Position Sensor (CMPS) is a hall sensor and detects the camshaft position
by using a hall element.
It is related with Crankshaft Position Sensor (CKPS)
and detects the piston position of each cylinder which the CKPS can't detect.
The CMPS is installed on engine head cover and uses a target wheel installed on
the camshaft. The Cam Position sensor is a hall-effect type sensor. As the target
wheel passes the Hall sensor, the magnetic field changes in the sensor. The sensor
then switches a signal which creates a square wave.
Camshaft Position Sensor (CMPS) Troubleshooting
Wave Form
Camshaft Position Sensor (CMPS) Schematic Diagrams
Circuit Diagram
Camshaft Position Sensor (CMPS) Repair procedures
Inspection
1.
Check the signal waveform of
the CMPS and CKPS using the GDS.
Specification : Refer to "Wave
Form"
Removal
•
DON’T remove the camshaft
position sensor during engine running or right after engine stops,
or a scald by the flowed out engine oil may occur.
[Bank 1 / Intake]
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Disconnect the camshaft position
sensor connector (B) after removing the clip (A).
3.
Remove the installation bolt
(C), and then remove the sensor.
[Bank 1 / Exhaust]
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Disconnect the camshaft position
sensor connector (B) after removing the clip (A).
3.
Remove the installation bolt
(C), and then remove the sensor.
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped. In this case, use it after
inspecting.
•
Apply the engine oil
to the O-ring.
•
Insert the sensor in
the installation hole and be careful not to damage when installation.
•
Be careful not to damage
the sensor housing and the connector.
•
Be careful not to damage
the O-ring.
1.
Installation is reverse of removal.
Camshaft position sensor installation
bolt :
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Knock Sensor (KS) Description and Operation
Description
Knocking is a phenomenon characterized by undesirable vibration and noise and can
cause engine damage. Knock Sensor (KS) is installed on the cylinder block and senses
engine knocking.
When knocking occurs, the vibration from the cylinder block is
applied as pressure to the piezoelectric element. When a knock occurs, the sensor
produces voltage signal. The ECM retards the ignition timing when knocking occurs.
If the knocking disappears after retarding the ignition timing, the ECM will advance
the ignition timing. This sequential control can improve engine power, torque and
fuel economy.
Knock Sensor (KS) Specifications
Specification
Item
Specification
Capacitance (pF)
850 ~ 1,150
Knock Sensor (KS) Schematic Diagrams
Circuit Diagram
Knock Sensor (KS) Repair procedures
Removal
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Disconnect the knock sensor connector
(A).
3.
Remove the intake manifold.
(Refer to Engine Mechanical System - "Intake Manifold")
4.
Remove the installation bolt
(A), and then remove the sensor from the cylinder block.
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped. In this case, use it after
inspecting.
Heated Oxygen Sensor (HO2S) Description and Operation
Description
Heated Oxygen Sensor (HO2S) consists of zirconium and alumina and is installed both
upstream and downstream of the Catalytic Converter. It varies in accordance with
the air/fuel ratio.
The sensor must be hot in order to operate normally. To keep
it hot, the sensor has a heater which is controlled by the ECM via a duty cycle
signal. When the exhaust gas temperature is lower than the specified value, the
heater warms the sensor tip.
Heated Oxygen Sensor (HO2S) Specifications
Specification
HO2S [Bank 1/Sensor 1] (Linear type)
Item
Specification
Heater Resistance (?)
2.4 ~ 4.0 [20°C(68°F)]
HO2S [Bank 1/Sensor 2] (Binary type)
A/F Ratio (?)
Output Voltage(V)
RICH
0.6 ~ 1.0
LEAN
0 ~ 0.4
Item
Specification
Heater Resistance (?)
Approx. 9.0 [20°C(68°F)]
Heated Oxygen Sensor (HO2S) Schematic Diagrams
Circuit Diagram
Heated Oxygen Sensor (HO2S) Repair procedures
Inspection
1.
Turn the ignition switch OFF.
2.
Disconnect the HO2S connector.
3.
Measure resistance between the
HO2S terminals 2 and 5 [B1/S1].
Measure resistance between the HO2S terminals
3 and 4 [B1/S2].
4.
Check that the resistance is
within the specification.
Specification : Refer to "Specification"
Removal
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Disconnect the connector (A),
and then remove the sensor (B).
•
Note that the
SST (Part No.: 09392-2H100) is useful when removing the
heated oxygen sensor.
[Bank 1 / Sensor 1]
[Bank 1 / Sensor 2]
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped. In this case, use it after
inspecting.
•
DON’T use a cleaner,
spray, or grease to sensing element and connector of the sensor
because oil component in them may malfunction the sensor performance.
•
Sensor and its wiring
may be damaged in case of contacting with the exhaust system (Exhaust
Manifold, Catalytic Converter, and so on).
Accelerator Position Sensor (APS) Description and Operation
Description
Accelerator Position Sensor (APS) is installed on the accelerator pedal module and
detects the rotation angle of the accelerator pedal. The APS is one of the most
important sensors in engine control system, so it consists of the two sensors which
adapt individual sensor power and ground line. The second sensor monitors the first
sensor and its output voltage is half of the first one. If the ratio of the sensor
1 and 2 is out of the range (approximately 1/2), the diagnostic system judges that
it is abnormal.
Accelerator Position Sensor (APS) Specifications
Specification
Accelerator
Position
Output Voltage (V)
APS1
APS2
C.T
0.7 ~ 0.8
0.325 ~ 0.425
W.O.T
3.98 ~ 4.22
1.93 ~ 2.17
Accelerator Position Sensor (APS) Schematic Diagrams
Circuit Diagram
Accelerator Position Sensor (APS) Repair procedures
Inspection
1.
Connect the GDS on the Data Link
Connector (DLC).
2.
Turn the ignition switch ON.
3.
Measure the output voltage of
the APS 1 and 2 at C.T and W.O.T.
Specification : Refer to "Specification"
Fuel Tank Pressure Sensor (FTPS) Description and Operation
Description
Fuel Tank Pressure Sensor (FTPS) is a component of the evaporative emission control
system and is installed on the fuel tank, the fuel pump, or the canister. It checks
the purge control solenoid valve operation and detects a leakage of the system.
Fuel Tank Pressure Sensor (FTPS) Specifications
Specification
Pressure [kPa (kgf/cm?, in H2O)
Output Voltage (V)
-6.67 (-0.068, -26.8)
0.5
0
2.5
+6.67 (0.068, 26.8)
4.5
Fuel Tank Pressure Sensor (FTPS) Schematic Diagrams
Circuit Diagram
Fuel Tank Pressure Sensor (FTPS) Repair procedures
Inspection
1.
Connect the GDS on the Data Link
Connector (DLC).
2.
Measure the output voltage of
the FTPS.
Specification : Refer to "Specification"
Removal
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Remove the rear seat.
(Refer
to Body - "Rear Seat Assembly")
3.
Remove the fuel pump service
cover (A).
4.
Disconnect the fuel tank pressure
sensor connector (A).
5.
Remove the fuel tank pressure
sensor (B) after releasing the hooks vertically.
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped. In this case, use it after
inspecting.
•
Insert the sensor in
the installation hole and be careful not to damage when installation.
1.
Installation is reverse of removal.
Injector Description and Operation
Description
Based on information from various sensors, the ECM can calculate the fuel amount
to be injected. The fuel injector is a solenoid-operated valve and the fuel injection
amount is controlled by length of injection time. The ECM controls each injector
by grounding the control circuit. When the ECM energizes the injector by grounding
the control circuit, the circuit voltage should be low (theoretically 0V) and the
fuel is injected. When the ECM de-energizes the injector by opening control circuit,
the fuel injector is closed and circuit voltage should momentarily peak.
Injector Specifications
Specification
Item
Specification
Coil Resistance (?)
13.8 ~ 15.2 [20°C(68°F)]
Injector Schematic Diagrams
Circuit Diagram
Injector Repair procedures
Inspection
1.
Turn the ignition switch OFF.
2.
Disconnect the injector connector.
3.
Measure resistance between the
injector terminals 1 and 2.
4.
Check that the resistance is
within the specification.
Specification : Refer to "Specification"
Removal
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Release the residual pressure
in fuel line.
(Refer to "Release Residual Pressure in Fuel Line" in this group).
•
When removing
the fuel pump relay, a Diagnostic Trouble Code (DTC) may
occur. Delete the code with the GDS after completion of
"Release Residual Pressure in Fuel Line" work.
3.
Disconnect the injector connector
(A).
4.
Disconnect the fuel feed tube
quick-connector (B).
5.
Remove the installation bolt
(C), and then remove the delivery pipe & injector assembly from the engine.
6.
Remove the fixing clip (A), and
then separate the injector from the delivery pipe.
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped. In this case, use it after
inspecting.
Purge Control Solenoid Valve (PCSV) Description and Operation
Description
Purge Control Solenoid Valve (PCSV) is installed on the intake manifold and controls
the evaporative purge between the canister and the intake manifold. It is a normally
closed solenoid valve and is open when the ECM grounds the valve control line. When
the passage is open (PCSV ON), fuel vapor stored in the canister is transferred
to the intake manifold.
Purge Control Solenoid Valve (PCSV) Specifications
Specification
Item
Specification
Coil Resistance (?)
22.0 ~ 26.0 [20°C(68°F)]
Purge Control Solenoid Valve (PCSV) Schematic Diagrams
Circuit Diagram
Purge Control Solenoid Valve (PCSV) Repair procedures
Inspection
1.
Turn the ignition switch OFF.
2.
Disconnect the PCSV connector.
3.
Measure resistance between the
PCSV terminals 1 and 2.
4.
Check that the resistance is
within the specification.
Specification : Refer to "Specification"
Removal
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Disconnect the purge control
solenoid valve connector (A).
3.
Disconnect the vapor hoses (B)
from the purge control solenoid valve.
4.
Remove the valve (C) from the
surge tank after pulling it.
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped. In this case, use it after
inspecting.
•
Use care to keep foreign
material out of the valve.
1.
Installation is reverse of removal.
Purge control solenoid valve
bracket installation bolt :
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
CVVT Oil Control Valve (OCV) Description and Operation
Description
Continuous Variable Valve Timing (CVVT) system advances or retards the valve timing
of the intake and exhaust valve in accordance with the ECM control signal which
is calculated by the engine speed and load.
By controlling CVVT, the valve over-lap
or under-lap occurs, which makes better fuel economy and reduces exhaust gases (NOx,
HC) and improves engine performance through reduction of pumping loss, internal
EGR effect, improvement of combustion stability, improvement of volumetric efficiency,
and increase of expansion work.
This system consist of
-the CVVT Oil Control Valve (OCV) which regulates the engine oil to and from
the cam phaser in accordance with the ECM PWM (Pulse With Modulation) control signal,
-and the Cam Phaser which varies the cam phase by using the hydraulic force of the
engine oil.
The engine oil getting out of the CVVT oil control valve varies the
cam phase in the direction (Intake Advance/Exhaust Retard) or opposite direction
(Intake Retard/Exhaust Advance) of the engine rotation by rotating the rotor connected
with the camshaft inside the cam phaser.
[Bank 1 / Intake] #1
[Bank 1 / Intake] #2
[Bank 1 / Exhaust]
CVVT Oil Control Valve (OCV) Specifications
Specification
[Bank 1 / Intake] #1 , [Bank 1 / Exhaust]
Item
Specification
Coil Resistance (?)
9.4 ~ 10.4 [20°C(68°F)]
[Bank 1 / Intake] #2
Item
Specification
Coil Resistance (?)
10.8 ~ 12.8 [20°C(68°F)]
CVVT Oil Control Valve (OCV) Schematic Diagrams
Circuit Diagram
CVVT Oil Control Valve (OCV) Repair procedures
Inspection
1.
Turn the ignition switch OFF.
2.
Disconnect the OCV connector.
3.
Measure resistance between the
OCV terminals 1 and 2.
4.
Check that the resistance is
within the specification.
Specification : Refer to "Specification"
Removal
1.
Turn the ignition switch OFF
and disconnect the battery negative (-) cable.
2.
Disconnect the CVVT oil control
valve connector (A).
3.
Remove the installation bolt
(B), and then remove the valve from the engine.
[Bank 1 / Intake] #1
[Bank 1 / Intake] #2
[Bank 1 / Exhaust]
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped. In this case, use it after
inspecting.
•
Apply engine oil to the
valve O-ring.
1.
Installation is reverse of removal.
CVVT oil control valve installation
bolt :
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Variable Intake Solenoid (VIS) Valve Description and Operation
Description
Variable Intake manifold Solenoid (VIS) valve is installed on the intake manifold.
The VIS valve controls the vacuum modulator which activates a valve in the intake
manifold. The ECM opens or closes this valve according to engine condition (Refer
to below table).
Engine condition
VIS valve
Operation
Medium speed
Closed
Increasing engine performance in low engine speed by reducing intake interference
among cylinders
Low / High speed
Open
Minimizing intake resistance by shortening intake manifold length and increasing
area of air entrance
Canister Close Valve (CCV) Description and Operation
Description
Canister Close Valve (CCV) is normally open and is installed on the canister ventilation
line. It seals evaporative emission control system by shutting the canister from
the atmosphere during EVAP leak detection process.
Canister Close Valve (CCV) Specifications
Specification
Item
Specification
Coil Resistance (?)
19.5 ~ 22.5 [20°C(68°F)]
Canister Close Valve (CCV) Schematic Diagrams
Circuit Diagram
Canister Close Valve (CCV) Repair procedures
Inspection
1.
Turn the ignition switch OFF.
2.
Disconnect the CCV connector.
3.
Measure resistance between the
CCV terminal 1 and 2.
4.
Check that the resistance is
within the specification.
Specification : Refer to "Specification"
5.
Disconnect the vapor hose connected
with the canister from the CCV.
6.
Connect a vacuum pump to the
nipple.
7.
Ground the CCV control line and
apply battery voltage to the CCV power supply line.
8.
Apply vacuum and check the valve
operation.
Specification : Vacuum maintained
Removal
1.
Turn ignition switch OFF and
disconnect the battery negative (-) terminal.
2.
Remove the canister assembly.
(Refer to Emission Control System - "Canister")
3.
Remove the installation bolt
(A), and then remove the air filter (B).
4.
Release the lever (A), and then
separate the canister close valve (B) from the fuel tank air filter after
rotating it in the direction of the arrow in the figure.
5.
Install a new fuel tank air filter
in accordance with the reverse order.
Installation
•
Install the component
with the specified torques.
•
Note that internal damage
may occur when the component is dropped. In this case, use it after
inspecting.
1.
Installation is reverse of removal.
Variable Charge Motion Actuator (VCMA) Description and Operation
Description
The Variable Charge Motion Actuator (VCMA) is installed on the inlet of the intake
manifold.
It consists of a DC motor which actuates the VCM valve and a position sensor
which detects the position of the VCM valve.
The VCM system tumbles air flow entering into combustion chamber of each cylinder
by closing the VCM valve in the cold start conditions.
This tumble effect reduces
cold start emissions by improving atomization
Variable Charge Motion Actuator (VCMA) Components and Components Location
Hyundai Elantra AD: Engine Control System
