Ssangyoung Kyron Supplement

1F-44
TROUBLE CODE DIAGNOSIS

CLEARING TROUBLE CODES
Notice problem is intermittent, the light will go out after 10 sec-
To prevent Engine Control Module (ECM) dam-age, onds if the fault is no longer present. The DTC will stay
the key must be OFF when disconnecting or recon- in the ECM’s memory until the battery voltage for 10
necting the power to the ECM (for example battery seconds will clear all stored DTCs.
cable, ECM pigtail connector, ECM fuse, jumper DTCs should be cleared after repairs have been com-
cables, etc.) pleted. Some diagnostic tables will tell you to clear the
codes before using the chart. This allows the ECM to
When the ECM sets a diagnostic trouble code (DTC), set the DTC while going through the chart, which will
the Malfunction Indicator Lamp (MIL) will be turned ON help to find the cause of the problem more quickly.
and a DTC will be stored in the ECM’s memory. If the
MIL Code List

DTC No. Symptom No. Description Type Page
P0010 226, 227 Camshaft actuator circuit short E 1F-048
P0101 09 MAF rationality E 1F-051
P0102 10 MAF low input E 1F-051
P0103 11 MAF high input E 1F-051
P0111 05 IAT sensor rationality E 1F-051
P0112 03 IAT sensor volt low E 1F-051
P0113 04 IAT sensor volt high E 1F-051
P0116 02 ECT sensor rationality E 1F-055
P0117 00 ECT sensor output low E 1F-055
P0118 01 ECT sensor output high E 1F-055
P0120 104, 105, 108, 109, 121, 123, 185 Throttle actuator fault E 1F-057
P0121 116, 119 Throttle actuator function fault E 1F-058
P0125 06 ECT not warm-up E 1F-055
P0131 89 O2S 1 min voltage E 1F-061
P0132 80 O2S 1 volt high E 1F-061
P0133 84 O2S 1 period too long E 1F-061
P0134 82, 83 O2S 1 not active E 1F-061
P0135 85 ~ 87 O2S 1 heater circuit short E 1F-061
P0138 88 O2S 2 volt high E 1F-062
P0140 91 O2S 2 not lean after SAS E 1F-062
P0141 92, 94, 95 O2S 2 heater circuit short E 1F-062
P0152 200 O2S 3 volt high E 1F-062
P0153 204 O2S 3 period too long E 1F-062
P0154 202, 203 O2S 3 not active E 1F-062
P0155 205 ~ 207 O2S 3 heater short circuit E 1F-062
P0158 208 O2S 4 volt high E 1F-063
P0160 211 O2S 4 not lean after SAS E 1F-063
P0161 212, 214, 215 O2S 4 heater short circuit E 1F-063
P0171 81, 97, 99, 101, 103 Fuel trim lean : bank1 E 1F-063
P0172 93, 96, 98, 100, 102 Fuel trim rich : bank1 E 1F-064
P0174 201, 217, 219, 221, 223 Fuel trim lean : bank2 E 1F-064
CHANGED BY G32D GSL ENG

EFFECTIVE DATE KYRON SUPPLEMENT - 2006.03
AFFECTED VIN
1F-45

P0175 213, 216, 218, 222 Fuel trim rich : bank2 E 1F-064
P0220 122, 125 ~ 127, Pedal position sensor fault E 1F-067
160 ~ 164, 167
P0221 232 ~ 251 ETC fault Cnl 1F-097
P0231 35 Fuel pump short to GND/Open E 1F-070
P0232 34 Fuel pump short to Battery E 1F-070
P0261 73 Injector1 short to GND/Open E 1F-073
P0262 72 Injector1 short to Battery E 1F-073
P0273 193 Injector5 short to GND / Open E 1F-074
P0276 195 Injector6 short to GND / open E 1F-074
P0300 Misfire(multiple cylinders) Catalyst damage A 1F-076
P0300 Misfire(multiple cylinders) Emission increase E 1F-076
P0301 Misfire(#1 cylinder) Catalyst damage A 1F-076
P0301 Misfire(#1 cylinder) Emission increase E 1F-076
P0325 56 Knock sensor 1 output low E 1F-079
P0330 57 Knock sensor 2 output low E 1F-079
P0335 17, 20, 67 CPS fault E 1F-081
P0336 18 CPS out of range E 1F-081
P0340 58 Cyl 1. Synchronization fault Cnl 1F-084
P0341 19 Camshaft position sensor fault E 1F-084
P0351 64 Ignition Coil 1(cyl 2/5) E 1F-086
P0420 50 Catalyst bank1 efficiency below threshold E 1F-087
P0430 63 Catalyst bank2 efficiency below threshold E 1F-087
P0444 41 PCV short to GND/Open E 1F-090
P0445 40 PCV short to Battery E 1F-090
P0460 16 Tank level rationality E 1F-091
P0462 38 Fuel sensor short to Battery E 1F-091
P0463 39 Fuel sensor short to GND E 1F-091
P0481 32, 33 MOL Low short to Battery/GND Cnl 1F-092
P0500 129, 133, 134 Auto cruiser lever fault Cnl 1F-092
P0501 130, 131 Vehicle speed sensor fault E 1F-092
P0562 08 Battery volt low E 1F-093
G32D GSL ENG CHANGED BY

KYRON SUPPLEMENT - 2006.03 EFFECTIVE DATE
AFFECTED VIN
1F-46

P0564 132 Auto cruiser function fault Cnl 1F-092
P0600 23, 24, 26 ~ 31, 59 ~ 61 CAN fault E 1F-094
P0601 21, 110, 120, 138 ~ 140, CPU fault E 1F-096,
186 ~ 190, 231 1F-098
P0602 142 Coding rationality E 1F-096
P0604 136 Defective RAM E 1F-096
P0605 137, 143 ~ 146 Checksum fault E 1F-096
P0650 224, 225 MIL short circuit E 1F-099
P0661 199 Intake manifold resonance flap short to GND/Open E 1F-100
P0662 198 Intake manifold resonance flap short to Battery E 1F-100
P0702 175 Transmission control unit A
P0702 168 Solenoid valve voltage supply (out of tolerance) E
P0705 177 Selection lever error E
P0715 176 Speed sensor error E
P0720 178 Output speed error E
P0730 179 Invalid transmission state (hydraulic part) E
P0730 183 Gear recognition(repeatedly) negative E
P0740 181 Torque converter lock-up clutch heat control A
P0743 172 PWM solenoid valve, lock up converter clutch E
P0748 173 Regulating solenoid valve, modulator pressure E
P0753 168 Solenoid valve, 1-2/4-5 shifting E
P0758 170 Solenoid valve, 2-3 shifting E
P0763 171 Solenoid valve, 3-4 shifting E
P0778 174 Regulating solenoid valve, shift pressure E
P0836 180 Transfer case error E
P1570 25, 141 Start immobilizer fault Cnl 1F-101
P1813 62 Clutch switch fault E 1F-102
Error type
A: MIL is switched on as soon as the error occurs
E: MIL is switched on after 2 valid driving cycles
Cnl: MIL is never switched on but DTC is stored as soon as the error occurs

AFFECTED VIN
1F-47
CAMSHAFT ACTUATOR
1. Bolt 4. Armature
2. Camshaft actuator 5. Roll pin
3. Bolt 6. Nut
When the engine is running, the camshaft actuator rotates the intake camshaft hydraulically and mechanically relative
to the camshaft sprocket by 32° crank angle to the “advanced” position and back to the “retard” position.
The camshaft actuator is actuated electro-mechanically by the Engine Control Module (ECM).
The positioning time of apporx. 1 second is dependent on the engine oil pressure at the camshaft actuator and on the oil
viscosity and oil temperature, respectively.
The camshaft indicator on the camshaft sprocket provides the camshaft rotational speed to the position sensor as an
input parameter for the engine ignition control unit.
Operation Condition of Camshaft Actuator

Engine RPM Camshaft Position Effect
Engine stop Retard -
Idle speed is improved
0 ~ 1,500 rpm Retard Blow-by gas is decreased
Valve overlap is decreased
Torque is increased
1,500 ~ 4,300 rpm Advanced Fuel loss is decreased
NOx is decreased
Above 4,300 rpm Retard Engine overrun is prohibited

AFFECTED VIN
1F-48
C115
DTC No. Symptom No. Description Trouble Area Maintenance Hint

• Monitoring the actual operational
Camshaft actuator status through scan tool
226 short circuit to
• Inspection the ECM pin 73 about
battery
short circuit or open
When malfunction of cam
P0010 • Inspection the power source short
phasing control
circuit or open to cam actuator
Camshaft actuator
• Inspection the magnet and
227 short circuit to
hardware
ground or open
• Inspection the ECM
Camshaft Actuator Current Consumption Inspection

1. Run the engine to reach the coolant temperature above 70 °C.
2. Increase the engine rpm up to 2000 rpm
3. Measure the current between the No. 1 and No. 2 pin of the camshaft actuator connector.
Specified value 1 ~ 1.5 A
Notice
If the measured value is not within the specified value, check the cable.

AFFECTED VIN
1F-49
HFM (HOT FILM AIR MASS) SENSOR
1. Plug-in sensor 2. Cylinder housing
General
Application
The micro-mechanical HFM6 hot-film air mass sensor with flow direction detection by pulsating mass air flow has been
conceived for load recording with internal combusion engines with petrol and diesel fuel injection.
The HFM6 installation is effected in the air intake system between the air filter and the throttle device, in the case of
supercharged engines between the air cleaner and the supercharger. The HFM6 is installed either as a plug-in sensor in
an existing part of the airducting, such as, e.g. the air cleaner housing, or as pre-assembled plug-in sensor module
including cylinder housing.
Depending on the required air flow rate of the combustion engine, various cylinder housing sizes are provided.
The HFM6 also records, in addition to the air mass taken in by the engine, the temperature of the air taken in.
The HFM6 may only be operated with a suitable control unit.
Design and Function

The hot-film air mass sensor is a thermal flowmeter. The sensor element with its temperature sensors and the heating
area is exposed to the air mass flow. Through a metering channel on the plug-in sensor housing a portion of the air flow
from the cylinder housing is routed past a sensor element.
A thin diaphragm is generated on the silicon-based sensor element by means of etching. A heating resistor and various
temperature sensors are laid out on this diaphragm. The heating area is located in the centre of the diaphragm, which is
AFFECTED VIN
1F-50
controlled to an excess temperature using a heating resistor and a temperature sensor. The degree of this excess
temperature depends on the temperature of the air flowing in. Without incoming air flow, the temperature at the dia-
phragm edges declines in an approximately linear fashion. Temperature sensors are located symmetrically in relation to
the heating area upstream and downstream of the heating area. When there is no incoming flow, these sensors indicate
the same temperature. With incoming flow, the part of the diaphragm upstream of the heating area is cooled down due
to heat transfer in the boundary layer. The downstream temperature sensor approximately retains its temperature, due
to the air heated up in the heating area.
The temperature sensors indicate a temperature difference which is dependent upon amount and direction of the incom-
ing flow. The difference signal of the temperature sensor is evaluated as a resistance bridge.
Digital signal processing takes place after digitising the resistor bridge voltage and the intake air temperature sensor
signal. This enables temperature compensation on the basis of the chip temperature and a standardization of the output
characteristic curve.
The plug-in sensor housing contains the electronic module with the evaluation circuit for the sensor.
Intake Air Temperature
The Intake Air Temperature (IAT) sensor is a part of Hot Film Air Mass (HFM) sensor and is a thermistor, a resistor which
changes value based on the temperature of the air entering the engine. Low temperature produces a high resistance,
while high temperature causes a low resistance as the following table.
The ECM provides 5 volts to the IAT sensor through a resistor in the ECM and measures the change in voltage to
determine the IAT. The voltage will be high when the manifold air is cold and low when the air is hot. The ECM knows the
intake IAT by measuring the voltage.
The IAT sensor is also used to control spark timing when the manifold air is cold.
Temp. (°C) Ω)
R min.(Ω Ω)
R nom. (Ω Ω)
R max. (Ω
-40 35,140 39,260 43,760
-20 12,660 13,850 15,120
0 5,119 5,499 5,829
20 2,290 2,420 2,551
40 1,096 1,166 1,238
60 565 609 654
80 312 340 370
100 184 202 222
120 114 127 141
130 91 102 114
Voltage
NTC output voltage (1K Ohm Pull-Up)
A/D Count
Signal(Voltage)
Temperature

AFFECTED VIN
1F-51
C115
Malfunction in recognition of • Monitoring the actual air tem-

Mass air flow perature through scan tool
P0101 09 MAF
sensor plausibility • Inspection the ECM pin 80, 79
When air mass not plausible
about short circuit or open with
Mass air flow MAF sensor short circuit to bad contact
P0102 10
sensor low voltage ground or open • Inspection the IAT sensor
(integrated in HFM sensor)
Mass air flow MAF sensor short circuit to
P0103 11 • Inspection the ECM
sensor high voltage power
• Monitoring the actual air mass
Intake air temperature Malfunction in recognition of IAT flow through scan tool
P0111 05
sensor plausibility When functional problem • Inspection the ECM pin 81, 105
Intake air temperature IAT sensor short circuit to
P0112 03 bad contact
sensor low voltage ground or open
• Inspection the MAF sensor
Intake air temperature (integrated 11 in HFM sensor)
P0113 04 IAT sensor short circuit to power
sensor high voltage • Inspection the ECM
Circuit Description
The heated element on the MAF is a platinum film resistor (heater). It is located on a ceramic plate together with the other
elements in the bridge circuit. The temperature sensitive resistor (flow sensor) also included in the bridge. The separation
of heater and flow sensor facilitates design of the control circuitry. Saw cuts are employed to ensure thermal decoupling
between the heating element and the intake air temperature (IAT) sensor. The complete control circuitry is located on a
single layer. The voltage at the heater provides the index for the mass air flow. The MAF’s electronic circuitry then converts
the voltage to a level suitable for processing in the ECM. This device does not need a burn off process to maintain its
measuring precision over an extended period. In recognition of the fact that most deposits collect on the sensor element’s
leading edge, the essential thermal transfer elements are located downstream on the ceramic layer. The sensor element
is also design to ensure that deposits will not influence the flow pattern around the sensor.
The IAT sensor uses a thermistor to control the signal voltage to the ECM. The ECM supplies 5 volt reference and a
ground to the sensor. When the air is cold, the resistance is high; therefore the IAT signal voltage will be high. If the
intake air is warm, resistance is low; therefore the IAT signal voltage will be low.

AFFECTED VIN
1F-52
Mass Air Flow Sensor Input Voltage Inspection

1. Turn the ignition switch to “ON” position.
2. Measure the signal voltage between the ECM pin
Application Specified Value

Ignition “ON” 0.9 ~ 1.1 v
Engine 1.3 ~ 1.7 v
status Idling (Coolant tempera-
ture is over 70 °C)
Notice
If the measured value is not within the specified value, the possible cause may be in cable or MAF sensor
in itself. Perform the 5 volt power supply inspection procedures.
Mass Air Flow Sensor 5 volt Power Supply Inspection

1. Turn the ignition switch to “OFF” position.
2. Disconnect the HFM sensor connector.
4. Measure the voltage between the ECM pin No. 108 and MAF sensor connecter terminal No. 3.
Specified value 4.7 ~ 5.2 V
Notice
If the measured value is not within the specified value, the possible cause may be in cableor ECM coupling.
Notice
If the measured value is not within the specified value, the possible cause may be in cableor ECM coupling.
Mass Air Flow Sensor 12 volt Power Supply Inspection

2. Disconnect the HFM sensor connector.
Specified value 11 ~ 14 V
Notice
If the measured value is not within the specified value, the possible cause may be in cable or Over Voltage
Protection Relay (OVPR).

AFFECTED VIN
1F-53
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
1. Artificial resin housing 4. Connector

2. Metal housing 5. Engine coolant temperature sensor
3. NTC (Negative Tcemperature Coefficient) resistor
Engine Coolant Temperature (ECT) sensor detects coolant temperature and supplies information to the ECM. It is
composed of metal housing with two NTC resistor, 4 pin connector. The ECM provides a 5 volt signal to the ECT sensor
through a dropping resistor. When the engine is cold, the ECT sensor provides high resistance, which the ECM detects
as a high signal voltage. As the engine warms up, the sensor resistance becomes lower, and the signal voltage drops.
At normal engine operating temperature, the ECT signal will measure about 1.5 to 2.0 volts.
The ECM uses information about coolant temperature to make the necessary calculations for:
• Fuel delivery
• Ignition control
• Knock sensor system
• Idle speed
• Torque converter clutch application
• Canister purge
• Cooling fan operation
• Others

AFFECTED VIN
1F-54
Temperature (°C) Ω)
Resistance (Ω Voltage (V)
-40 48,550 4.90
-30 27,000 4.82
-20 15,570 4.70
-10 9,450 4.52
0 5,890 4.43
10 3,790 3.96
20 2,500 3.57
30 1,692 3.14
40 1,170 2.70
50 826 2.26
60 594 1.86
70 434 1.51
80 322 1.22
90 243 0.98
100 185 0.78
110 143 0.63
120 111.6 0.50
130 88 0.40
140 71.2 0.33
Engine Coolant Temperature Sensor Inspection

2. Measure the voltage between the ECM pin No. 78 and No. 79.
Temperature (°C) Specified Value (V)

20 3.57
80 1.22
100 0.78

4. Disconnect the ECT sensor connector.
6. Measure the resistance between the ECT sensor terminal pin No. 1 and No. 4.
Temperature (°C) Specified Value (V)
20 2,500
80 322
100 185
Notice
Replace wiring and coolant temperature sensor if out of specified value.

AFFECTED VIN
1F-55
C115

Engine coolant Malfunction in recognition of ECT
P0116 02 temperature sensor When drop to about 50°C
plausibility below after warm up
Engine coolant • Monitoring the actual coolant
ECT sensor short circuit to temperature through scan tool
P0117 00 temperature sensor
ground or open
low voltage • Inspection the ECM pin 78, 79
Engine coolant
ECT sensor short circuit to bad contact
P0118 01 temperature sensor
power • Inspection the ECT sensor
high voltage
Engine coolant • Inspection the ECM
Malfunction in recognition of ECT
temperature insuffi-
P0125 06 When minimum temperature for
cient for closed loop
lambda control after warm up
fuel control
Circuit Description
The ECT sensor uses a thermistor to control the signal voltage to the ECM. The ECM supplies a voltage on the signal
circuit to the sensor. When the engine coolant is cold, the resistance is high; therefore the ECT signal voltage will be high.

AFFECTED VIN
1F-56
THROTTLE VALVE ACTUATOR
The throttle actuator is actuated by the Engine Control Consequently, the throttle valve opening is a constant 10
Module(ECM) according to the position of the accelera- ~ 12° approximately.
tor pedal position. At no load, this produces an engine speed of about 1,800 rpm
It has two potentiometers which signal the position of the
throttle valve to the ECM to enable it to recognize the Driving
various engine load states.
When driving (part/full throttle), the servo motor controls
the throttle valve in line with the various load states and
Ignition “OFF” according to the input signals from the pedal value sen-
In the de-energized states the throttle valve position is sor according to the input signals from the pedal value
determined to be spring capsule. sensor according to the position of the accelerator pedal.
The function of the EA (electronic accelerator) in the ECM
Ignition “ON” determines the opening angle of the throttle valve through
When the ignition S/W on the servo motor in the throttle the throttle actuator. Further functions are;
actuator is operated by the ECM. The throttle valve adopts • Idle speed control
a position in line with the coolant temperature. • Cruise control
• Reducing engine torque for ASR/ABS operation
Closed Position • Electronic accelerator emergency running
In the closed throttle position, the servo motor controls • Storing faults
engine speed by operating the throttle valve further (greater
• Data transfer through CAN
mixture) or closing it further (reduced mixture), depend-
ing on coolant temperature and engine load. When this is
done, the throttle valve can be closed further by the servo
motor overcoming the force of the spring capsule (me-
chanical end stop). If the actuator is deenergized, the
throttle valve is resting against the spring capsule.

AFFECTED VIN
1F-57
BrR
C115
BrR

Throttle position TPS 1 short circuit to ground
104
sensor 1 low voltage or open
Throttle position
105 TPS 1 short circuit to power
sensor 1 high voltage
Throttle position TPS 2 short circuit to ground
108
sensor 2 low voltage or open
Throttle position • Monitoring the actual values
109 TPS 2 short circuit to power
sensor 2 high voltage through
When supply voltage of the • Inspection the ECM pin 84, 85,
Throttle actuator
P0120 121 actuator short circuit to 87, 112, 67, 68 about short
failure
power Inspection the ECM circuit or open with bad contact
Different mass air flow • Inspection the throttle valve
When shut down of
123 sensor signal with actuator
output driver
throttle position sensor • Inspection the ECM
Both throttle position When defective of both
125
sensor failure potentiometers
Throttle position
sensor 1 not plau-
When difference between
126 sible with
TPS 1 and TPS 2
Throttle position
sensor 2
AFFECTED VIN
1F-58

High permanent When failure of wiring har-
127
throttle signal ness or actuator
• Monitoring the actual values
P0120 Mass air flow sensor through scan tool
When difference between
185 and throttle position • Inspection the ECM pin 84, 85,
MAF and TPS signal
sensor failure 87, 112, 67, 68 about short
When actuator adaption circuit or open with bad contact
Throttle actuator
116 fluctuation or not meet the • Inspection the throttle valve
learning control failure
P0121 condition scan tool actuator
Throttle valve return When return spring defective • Inspection the ECM
119
spring failure of actuator with bad contact
Circuit Description
The ECM supplies a 5 volt reference signal and a ground to the TP sensor. The TP sensor sends a voltage signal back
to the ECM relative to the throttle plate opening. The voltage signal will vary from approximately 0.3 ~ 0.9 volts at closed
throttle, to over 4.0 ~ 4.6 volts at Wide Open Throttle (WOT).
The TP sensors serve for engine load control according to the drive pedal command. Load adjustments independent of
the drive pedal command can be implemented; such functions are, for instance, idle control, speed control, drive slip
control, load shock damping, and similar functions.
When the actuator current fails, the throttle valve is returned to emergency operating position by a spring. The throttle
valve position, thereby the actuator drive position check back is provided by two potentiometers. The motor positions the
throttle valve against the return spring force. Motor and return spring are two separate energy sources. Each of Them is
able to position the throttle valve in emergency position alone. Throttle valve position check back and monitoring is
provided by two actual value potentiometers connected to the engine control electronics.
Throttle Actuator Inspection Throttle Actuator DC Motor

1. Turn the ignition switch to “ON” position. Resistance
2. Measure the TPS 1 signal voltage at the ECM pin No. 1. Turn the ignition switch to “OFF” position.
87 and TPS 2 signal voltage at the ECM pin No. 85. 2. Measure the resistance between the ECM pin No.
Pedal Position Specified Value 67 and No. 68.
Closed 0.3 ~ 0.9V Specified value <10 Ω

TPS 1
Opened 1 4.0 ~ 4.6V
Closed 4.0 ~ 4.6V
TPS 2
Opened 0.3 ~ 0.9V
Throttle Actuator DC Motor

Inspection
2. Measure the signal voltage between the ECM pin
No. 67 and No. 68.
Application Specified Value
Ignition “ON” 0.8 ~ 2.3 v
Engine 1.0 ~ 2.5 v
status Idling (Coolant tempera-
ture is over 70 °C)

AFFECTED VIN
1F-59
EXHAUST SYSTEM
Catalytic Converter
The purpose of the catalytic converter is to convert the These catalysts in the 3-way catalytic converter are the
three pollutants of carbon monoxide(CO), hydrocarbons rare metals platinum (Pt) and rhodium (Rh).
(HC) and oxides of nitrogen (NOx) contained in the ex- The catalytic converter consists essentially of three main
haust of gasoline engines, into the harmless compounds elements. The exhaust gases flow through the catalytic
of water (H2O), carbon dioxide (CO2) and nitrogen (N2). converter and, in so doing, coming into contact with rare
The catalytic converter contains a catalyst, a word com- metals (Pt and Rh).
ing from the Greek and which designates the element The following chemical reaction are produced.
essential for catalyst which triggers chemical reactions CO + O2 → CO2
without itself being consumed. HC + O2 → CO2 + H2O
NOx → N2 + O2
Oxygen Sensor
The oxygen sensor is unique among the engine control When the exhaust gas is rich (below 14.7 : 1), the volt-
sensors because is acts like a battery and is able to age output is high, above 450 mv. When the exhaust gas
generate its own low voltage signal. It is located the ex- is lean (above 14.7 : 1 air/fuel ratio), the sensor’s voltage
haust system and monitors the amount of oxygen in the output is low, below 450 mv.
exhaust stream and provides feedback to the Engine The ECM uses oxygen sensor information for:
Control Module (ECM).
• Open loop / closed loop criteria
The electrically heated oxygen sensor warms up quickly
• Ideal air / fuel ratio
and remains hot, even at idle when the exhaust manifold
may cool down.
The ECM applies a reference voltage of 450 mv to the
oxygen sensor, the ECM compares this reference volt-
age with the voltage generated by oxygen sensor. The
amount of voltage the oxygen sensor generates is pro-
portionate to the difference between the amount of oxy-
gen in the outside air and the exhaust gases. The atmo-
sphere contains about 21% oxygen. The exhaust from a
rich air/fuel ratio contains almost no oxygen. With a large
difference between the amounts of oxygen containing the
two surface, the sensor generates less voltage.

AFFECTED VIN
1F-60

AFFECTED VIN
1F-61

When recognition the output
Oxygen sensor low that more than nominal
P0131 89
voltage threshold, malfunction of
sensing voltage.
When recognition the output • Monitoring the actual output
Oxygen sensor that more than nominal signal through scan tool
P0132 80
high voltage threshold, malfunction of
• Inspection the ECM pin 16, 17
sensing voltage.
Oxygen sensor When slow response of bad contact
P0133 84
slow response sensor signal • Inspection the oxygen sensor
Oxygen sensor no When recognition the output • Inspection the ECM
82
activity detected that not active the sensor etc.
P0134
Oxygen sensor not When recognition the output
83 lean after overrun that no lean signal after
fuel shut-off overrun fuel shut-off
Oxygen sensor When recognition the • Monitoring the heating status

85
heater failure heating circuit through scan tool
When recognition the heating short circuit or open with bad
Oxygen sensor
currents that more or less contact
P0135 86 heater short circuit
than set values (less than 0.
to battery • Inspection the heating power
2A or more than 2A)
source
Oxygen sensor When recognition the heating • Inspection the heating circuit of
87 heater short circuit voltages than less than set oxygen sensor
to ground or open values (less than 2V) • Inspection the ECM

AFFECTED VIN
1F-62

Oxygen sensor 2 that more than nominal
P0137 90
low voltage threshold, malfunction of • Monitoring the actual output
sensing voltage. signal through scan tool
When recognition the output • Inspection the ECM pin 19, 20
Oxygen sensor 2 that more than nominal about short circuit or open with
P0138 88
high voltage threshold, malfunction of bad contact
sensing voltage. • Inspection the oxygen sensor
When recognition the output • Inspection the ECM
Oxygen sensor 2
P0140 91 that no lean signal after
not lean after SAS
overrun fuel shut up
Oxygen sensor 2 When recognition the • Monitoring the heating status

92
Oxygen sensor 2
2A or more than 2A)
source
Oxygen sensor 2 When recognition the heating • Inspection the heating circuit of
P0151 209
low voltage threshold, malfunction of
sensing voltage.
When recognition the output • Monitoring the actual output
Oxygen sensor 3 that more than nominal signal through scan tool
P0152 200
high voltage threshold, malfunction of
• Inspection the ECM pin 22, 23
sensing voltage.
Oxygen sensor 3 When slow response of bad contact
P0153 204
slow response sensor signal • Inspection the oxygen sensor
Oxygen sensor 3 When recognition the output • Inspection the ECM
202
no activity detected that not active the sensor etc.
P0154
Oxygen sensor 3 When recognition the output
203 not lean after that no lean signal after
overrun fuel shut-off overrun fuel shut-off

205
Oxygen sensor 3
2A or more than 2A)
source
AFFECTED VIN
1F-63

P0157 210
low voltage threshold, malfunction of • Monitoring the actual output
sensing voltage. signal through scan tool
When recognition the output • Inspection the ECM pin 25, 26
Oxygen sensor 4 that more than nominal about short circuit or open with
P0158 208
high voltage threshold, malfunction of bad contact
sensing voltage. • Inspection the oxygen sensor
When recognition the output • Inspection the ECM
Oxygen sensor 4
P0160 211 that no lean signal afer
not lean after SAS
overrun fuel shut up

212
Oxygen sensor 4
2A or more than 2A)
source
When recognition the value
Bank 1 system less than nominal control
short term fuel trim threshold, it means that when
81
adaptation below big deviation in control range
lean threshold of adaptation values through
fuel and air mixture formation
Bank 1 system When recognition the short
• Inspection the intake air leakage
97 short term fuel trim term fuel trim that less than
• Inspection the injection quanti-
at lean stop nominal threshold
ties with injector block or
P0171 Bank 1 system idle When recognition the long leakage
99 adaptation failure term fuel trim exceeds lean
• Inspection the exhaust leakage
(below rich threshold) threshold
Bank 1 system When recognition the long
101 learning control failure term fuel trim exceeds lean
(lean, low load) threshold
Bank 1 system When recognition the long
103 learning control term fuel trim exceeds lean
failure (rich, low load) threshold

AFFECTED VIN
1F-64

When recognition the value more than
Bank 1 system short
nominal control threshold, it means
term fuel trim
93 that when big deviation in control
adaptation above rich
range of adaptation values through fuel
threshold
and air mixture formation
When recognition the short term • Inspection the intake

Bank 1 system short air leakage
96 fuel trim that more than nominal
term fuel trim at rich stop
threshold • Inspection the injection
P0172 quantities with injector
Bank 1 system idle
When recognition the long term block or leakage
98 adaptation failure
fuel trim exceeds rich threshold • Inspection the exhaust
(above rich threshold)
leakage
Bank 1 system learning When recognition the long term
100 • Inspection the ECM
control failure (rich, low load) fuel trim exceeds rich threshold

102
control failure (rich, high load) fuel trim exceeds rich threshold
When recognition the value less than

Bank 2 system short nominal control threshold, it means
201 term fuel trim adaptation that when big deviation in control
below lean threshold range of adaptation values through fuel
When recognition the short term
Bank 2 system short term
217 fuel trim that less than nominal
fuel trim at lean stop
threshold
P0174 Bank 2 system idle
When recognition the long term
fuel trim exceeds lean threshold
(below rich threshold)

221
control failure (lean, low load) fuel trim exceeds lean threshold
Bank 2 system learning When recognition the long term • Inspection the intake
223 air leakage
control failure (rich, low load) fuel trim exceeds lean threshold
• Inspection the injection
When recognition the value more than quantities with injector
Bank 2 system short
nominal control threshold, it means block or leakage
term fuel trim
213 that when big deviation in control
adaptation above rich • Inspection the exhaust
range of adaptation values through fuel
threshold leakage
When recognition the short term
Bank 2 system short
P0175 216 fuel trim that more than nominal
term fuel trim at rich stop
threshold
Bank 2 system idle
When recognition the long term
fuel trim exceeds rich threshold
(above rich threshold)
222
control failure (rich, high load) fuel trim exceeds rich threshold

AFFECTED VIN
1F-65
Circuit Description
In order to control emissions, a catalytic converter is used to covert harmful emissions into harmless water vapor and
carbon dioxide. The ECM has the ability to monitor this process by using a oxygen sensor. The oxygen sensor produces
and output signal which indicates the storage capacity of the catalyst. This in turn indicates the catalyst’s ability to
convert exhaust emission effectively. If the oxygen sensor pig tail wiring, connector, or terminal is damaged. Do not
attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly, it must have a clean air
reference provided to it. This clean air reference is obtained by way of the oxygen sensor wire(s). Any attempt to repair
the wires, connector, or terminal and degrade the oxygen sensor performance.
Oxygen Sensor Signal Voltage Inspection

1. Maintain the engine speed is at idle while the coolant temperature is over 80 °C.
2. Measure the oxygen sensor signal voltage between the ECM terminal No. 16 and No. 17.
Notice
If the measured value is not within the specified value, the possible cause may be in cable, oxygen sensor
or ECM.
Oxygen Sensor Heating Voltage Inspection

1. Maintain the engine speed is at idle while the coolant temperature is over 80 °C.
2. Measure the oxygen sensor signal voltage between the ECM terminal No. 11 and No. 9.
Specified value 11 ~ 14 V
Notice
or ECM.
Oxygen Sensor Heating Current Consumption Inspection

2. Measure the oxygen sensor heating current consumption between the ECM terminal No. 9 and No. 5.
Specified value 0.2 ~ 2.0 A
Notice
or ECM.

AFFECTED VIN
1F-66
ACCELERATOR PEDAL MODULE
1. Accelerator pedal 4. 6-pin connector

2. Accelerator pedal sensor 5. Bolt
3. Bolts
The Acceleration Pedal Position (APP) sensor is mounted on the accelerator pedal assembly. The sensor is actually
two individual APP sensors and one housing. This sensor works with the Throttle Position (TP) sensor to provide input
to the Engine Control Module (ECM) regarding driver requested accelerator pedal and throttle angle at the throttle body.
When the APP Sensor is Defected

When the APP1 or APP 2 sensor is defected condition, the engine is still running at idle condition but, the accelerator
pedal reaction is not response correctly and also, the engine rpm will be reacted to 4,000 rpm slowly. If the APP 1
sensor is out of order, the APP 2 sensor will be conducted with signal as a default signal but, the throttle valve opening
is limited 60% and delayed opening speed.
When the TP Sensor or Servo Motor is Defected

When the TP 1, 2 sensor or servo motor is defected condition, the throttle valve will be closed to the spring capsule by
spring force, at this condition, the throttle valve will open 10° ~ 20°and engine rpm will be controlled by ECM with opening
(ON/OFF) time of injector. The engine rpm will be maintaining 900 rpm (at idle) to 1,800 according to the engine load.

AFFECTED VIN
1F-67
2 4 3 1 6 5

Acceleration pedal
When malfunction of APP
122 position sensor
sensor
signal failure
Acceleration pedal
APP 1 sensor short circuit to
160 position 1 sensor
ground or open
low voltage
Acceleration pedal
161 position sensor 1
power
high voltage • Monitoring the actual values
Acceleration pedal through scan tool
162 position sensor 2 • Inspection the ECM pin 31, 47,
ground or open
P0220 low voltage 32, 48, 59, 51 about short circuit
Acceleration pedal or open with
163 position sensor 2 • Inspection the APP sensor
power bad contact
high voltage • Inspection the ECM
Accelerator pedal
position sensor 1 When difference between
164 not plausible with APP 1 sensor and APP 2
accelerator pedal sensor
position sensor 2
Both setpoint
accelerator pedal When defective of both APP
167
position sensor sensor
defective

AFFECTED VIN
1F-68
Circuit Description
The ECM supplies a 5 or 2.5 volt reference signal and a ground to the APP sensor 1or 2. The ECM calculates on these
signal lines. The APP sensor output changes as the accelerator pedal is moved. The output of the APP 1and APP2
sensor are low, about 0.4 ~ 0.7 volts and 0.2 ~ 0.35 volts respectively at the closed throttle position. As pushing the
accelerator pedal, the output increases so that the output voltages will be about 4.3 ~ 4.8 volts and 2.1 ~ 2.4 volts
individually when accelerating fully with the kick down, at Wide Open Throttle (WOT).
Acceleration Pedal Position Sensor 1 Inspection

2. Measure the signal voltage between the ECM pin No. 47andNo. 31while operating the accelerator pedal as following
conditions.
• Not depress the pedal (closed throttle position)
• Fully depress the pedal (full throttle with kick down)
Condition of Throttle Valve Specified Value (V)

Closed throttle valve 0.3 ~ 0.7
Fully depressed throttle valve 4.3 ~ 4.8
Notice
If measured value is not within the specified value, check the pedal valve sensor and the supply voltage to
APP 1 sensor.
Acceleration Pedal Position Sensor 2 Inspection

2. Measure the signal voltage between the ECM pin No. 48 and No. 50 while operating the accelerator pedal as
following conditions.
• Not depress the pedal (closed throttle position)
• Fully depress the pedal (full throttle with kick down)
Condition of Throttle Valve Specified Value (V)
Closed throttle valve 0.1 ~ 0.4
Fully depressed throttle valve 2.1 ~ 2.5
Notice
If measured value is not within the specified value, check the pedal valve sensor and the supply voltage to
APP sensor 2.

AFFECTED VIN
1F-69
FUEL PUMP
1. Flange and harness assembly 5. Thermistor

2. Spring 6. Float arm
3. Fuel pump 7. Thermistor housing
4. Float 8. Resistor card and wiper
Requirements for Fuel Pump

Item Specified Value Item Specified Value
System pressure 3.8 bar Minimum delivery at 8v 30 Litre/Hr
Maximum pressure 8.5 bar (12 V) Operating voltage 8V
Minimum pressure 5.0 bar (12 V) Maximum allowable current 7.5 A
Nominal voltage 12 V Ambient temperature -30 ~ +70 °C
Minimum amount of fuel 114 Liter/Hr (12 V, 3.8 bar, Maximum amount of fuel 165 Liter/Hr (12V, 3.8 bar,
supply -30 ~ +70 °C) supply -30 ~ +70 °C)

AFFECTED VIN
1F-70
Fuse
20A
F44
F30
C902 3
C204 6
BG

Fuel pump relay When short circuit to ground • Inspection the Engine Control
P0231 35 short circuit to or open open with bad Module (ECM) pin 33 about
ground or open contact short circuit or open with bad
Fuel pump relay contact
When short circuit to power • Inspection the fuel pump relay
P0232 34 short circuit to
source
battery • Inspection the ECM
Circuit Description
When the ignition switch is turned ON, the ECM will activate the pump relay and run the in-tank fuel pump. The fuel
pump will operate as long as the engine is cranking or running and the ECMis receiving ignition reference pulses.
If there are no reference pulses, the ECM will shut off the fuel pump within 2 seconds after the ignition switch is turned
ON, engine stopped or engine stalled.
Fuel Pump Relay Inspection

Measure the voltage between the ECM terminal No. 33 and ground.
Ignition Switch: ON 0 V (for1 ~ 2 sec.)

Cranking 0V

AFFECTED VIN
1F-71
Measure the Fuel Delivery from the Fuel Pump

1. Disconnect the return pipe from fuel distributor and insert the appropriate hose into it.
2. Place the hose end into the beaker with the minimum capacity of 1 Liter
4. Connect the terminal No. 33 and No. 5 of ECM with a service wire.
5. Measure the fuel delivery from the fuel pump
Specified value 1 Liter/max. 35 sec.
Notice
Check the fuel filter and fuel line when the fuel delivery is not within specified value.
Measure the Current Consumption of Fuel Pump

1. Remove the fuel pump relay from fuse and relay box in trunk, and turn the ignition switch to “ON” position.
2. Using a multimeter, measure the current consumption by connecting the terminal No. 30 and No. 87 of the fuel
pump relay connector.
Specified value 5~9A
Notice
Replace the fuel pump relay if the measured value is over 9 A.

AFFECTED VIN
1F-72
FUEL INJECTOR
1. Fuel rail 4. Injector

2. O-ring 5. O-ring
3. Injector bracket
The Multipoint Fuel Injection (MFI) assembly is a solenoid-operated device controlled by the Engine Control Module
(ECM) that meters pressurized fuel to an each individual cylinder. The injector sprays the fuel, in precise quantities at
a point in time determined by the ECM, directly to ward the cylinder intake valve. ECM energizes the fuel injector
solenoid to lift the needle valve and to flow the fuel through the orifice. This injector’s discharge orifice is calibrated to
meet the effective fuel atomization necessary for both ensuring the maximum homogeneity in the air-fuel mixture and
holding the condensation along the walls of the intake tract to a minimum.
Fuel enters the top feed injector from above and flows through its vertical axis. The lower end extends into the intake
valve. Fuel from the tip is directed at the intake valve, causing it to become further atomized and vaporized before
entering the combustion chamber.
A fuel injector which is stuck partially open would cause a loss of fuel pressure after the engineis shut down. Also, an
extended crank time would be noticed on some engines. Dieseling could also occur because some fuel could be
delivered to the engine after the ignition is turned off.

AFFECTED VIN
1F-73
RW RW RW RW RW RW RW
C212 20
YW RW
C115
YW
When malfunction of injector • Inspection the ECM pin 63 about

No. 1 injector short short circuit or open with bad contact
circuit
P0261 73 circuit to ground or
Injector #1 short circuit to • Inspection the injector
open
ground or open • Inspection the ECM
• Inspection the power to injector
When malfunction of injector
No. 1 injector short #1 or bad contact
P0262 72 circuit
circuit to battery • Inspection the injector
Injector #1 short circuit to power

circuit
open
When malfunction of injector #2 or bad contact
No. 2 injector short
P0265 74 circuit

circuit
open

AFFECTED VIN
1F-74

When malfunction of injector #3 or bad contact
No. 3 injector short
P0268 76 circuit

circuit
open
When malfunction of injector • Inspection the power to injector
No. 4 injector short circuit #4 or bad contact
P0271 78
circuit to battery Injector #4 short circuit to • Inspection the injector
power • Inspection the ECM

circuit
open

P0274 192

circuit
open
P0277 194

AFFECTED VIN
1F-75
Injector Spray Pattern Check

1. Turn the ignition switch OFF.
2. Remove the fuel injector connectors.
3. Remove the fuel distributor and injector with a unit. At
this time, do not remove the supply and return line.
Notice
Prepare the beaker for taking the fuel.
4. Connect the shop made cable to the injector with a firing

order.
5. Connect the other end of shop made cable to the positive
battery cable and negative battery cable.
6. Turn the ignition switch ON.
7. Check the injector for normal spray pattern as shown in
the figure. Check injector for leaks or later drop
Injector Resistance Inspection

2. Remove the fuel injector connectors.
3. Measure the fuel injector coil resistance using a
multimeter.
Specified value 14 ~ 17 Ω
Notice
Replace the fuel injector if the measured value is out
of the specified values. Check the connector and wire
connection between the ECM and the injector if the
measured values are normal.
Injector Pulse Width Inspection

2. Install the scan tool.
3. Turn the ignition switch ON.
4. Monitor the “INJECTION TIME” with a scan tool.
Cranking 8.0 ms
Engine Idle 3 ~ 5 ms
Wide Open Throttle (WOT) 14 ms

AFFECTED VIN
1F-76
MISFIRE
DTC Description
Misfire (Multiple cylinders) Catalyst damage

P0300
Misfire (Multiple cylinders) Emission increase
Misfire (#1 cylinder) Catalyst damage

P0301
Misfire (#1 cylinder) Emission increase

P0302

P0303

P0304

P0305

P0306
Circuit Description • Counting of misfire within 200 revolution and exceeding

misfire catalyst damage is greater than 18 weighted
The Engine Control Module (ECM) monitors the crank-
(MIL BLINK after 1st exceed).
shaft and camshaft positions to detect if the engine is
• Misfire starting end (500 rpm) is reached.
misfiring. The ECM looks for a quick drop in crankshaft
speed. It may take between one to several tests to store • At least one injector is reversible shut down by limiter
a Diagnostic Trouble Code (DTC) and illuminate the Mal- is not present.
function Indicator Lamp (MIL). Under light misfire • Engine speed is between 500 and 5700 rpm (2.3L
conditions, it may also take more than one trip to set a DOHC).
DTC. Severe. Misfire will flash the MIL, indicating that • Engine speed is between 450 and 4000 rpm (3.2L
catalyst damage is possible. DOHC).
Misfire of cylinder 1 is monitored by cylinder selective • Load gradient is between 0.05 and -0.05.
engine roughness measuring. The actual roughness value
• At least two injectors are irreversible shut down or
is compared with the actual (emission and catalyst
marked for shut down is not present.
damage) threshold.
• Load below threshold is between 0.17 and 0.34 (2.3L
Conditions for Setting the DTC DOHC).
• Load below threshold is between 0.18 and 0.35 (3.2L
• DTCs P0101, P0102, P0103, P0111, P0112, P0113,
DOHC).
P0335, P0336, P0341, P0351, P0352, P0353 (3.2L
DOHC) and P0600 are not set. • Increment wheel compensation precess is successful
finished.
• Counting of misfire within 1000 revolutions and
exceeding misfire EC emissions threshold is 70 for • Gear shift (A/T) is not active.
A/T and 102 for M/T (2.3L DOHC) • Crankshaft/camshaft synchronizationis no fault.
• Counting of misfire within 1000 revolutions and • Tip down during cruise control active is not active.
exceeding misfire EC emissions threshold is 3.5% • Tank level is greater than 13 liters.
(3.2L DOHC) • Clutch lever is greater than 13 liters.
AFFECTED VIN
1F-77
Action Taken When the DTC Sets • The vacuum hoses for splits, kinks, and improper
connections as shown on the Vehicle Emission
• The MIL will illuminate after two consecutive driving Information label.
cycles in which the diagnostic runs with the fault
• Check thoroughly for any type of leak or
active.
restriction.
OR
• Check for air leaks at the throttle body mounting
• The MIL will illuminate immediately and flash if the area and intake manifold sealing surface.
catalyst darnage misfire is present.
5. When all the accumulators are relatively equal, the
• The ECM will record operating conditions at the time
misfire is being caused by something that affects
the diagnostic fails. This information will be stored in the entire engine. When they are not, the misfire is
the Freeze Frame and Failure Records buffers. being caused by something that is specific to two
• A history DTC is stored. or more cylinders.
6. Whenever the misfire is not present, operating the
Conditions for Clearing the MIL/DTC vehicle may be necessary to duplicate the condi-
• The MIL will turn off after three consecutive driving tions in the Freeze Frame Data in order to detect
cycles in which the diagnostic runs without a fault. misfire. Depending on the engine load, the condi-
• A history DTC will clear after 40 consecutive warm-up tions may have to be maintained for up to 20 sec-
cycles without a fault. onds. When the misfire is present. A history misfire
counter will store the number of misfires that have
• The DTC(s) can be cleared by using the scan tool.
occurred until the DTC is cleared.
8. Check fuel for water, alcohol, etc. (Water in the fuel
Diagnostic Aids
can cause an occasional random misfire.)
An intermittent can also be the result of a defective reluctor
9. A basic engine problem that affects all cylinders is
wheel. Remove the CKP sensor and inspect the reluctor
the only possibility at this point. (Cam timing, throttle
wheel through the sensor mount hole. Check for porosity
body leak, restricted air flow, etc.)
and the condition of wheel.
11. Tests the ignition system voltage output using a spark
The Scan tool active misfire counts should pick up an
tester.
intermittent misfire problem. Watch the scan tool misfire
counter. When a specific cylinder misfires under certain 12. Replace any spark plugs that are worn, cracked or
fouled.
load, conditions may be duplicated in the stall.
13. Checks for voltage at the ignition feed circuits.
Test Description 18. Whenever the driver circuit is shorted to ground, the
light will be on steady. When the driver circuit is
The number(s) below refer to specific step(s) on the diag-
shorted to voltage or open, the light will be off.
nostic table.
19. Since voltage is supplied to the fuel injector on a
1. Euro On-Board Diagnostic (EOBD) System Check
single circuit, the malfunction can only be a poor
prompts the technician to complete some basic
connection or open in the fuel injector harness. An
checks and store the freeze frame and failure records
open before the harness would result in an ”Engine
data on the scan tool if applicable. This creates an
Cranks But Will Not Run” complaint.
electronic copy of the data taken when the
malfunction occurred. The information is then stored 24. Before replacing the ECM, check terminals for
on the scan tool for later reference. improper mating, broken locks, or physical damage
to the wiring harness. The replacement ECM must
3. A visual/physical inspection should include checking
be reprogrammed. Refer to the latest Techline
the following components:
procedure for ECM reprogramming.
• The wiring for proper connections, pinches or
cuts.
• The ECM grounds for being clean and tight.

AFFECTED VIN
1F-78
KNOCK SENSOR (KS)
The Knock Sensor (KS) detects abnormal knocking in the engine. The two KS are mounted in the engine block near the
cylinders. The sensors produce an output voltage which increases with the severity of the knock. This signal is sent to
the Engine Control Module (ECM) via a shielded cable. The ECM then adjusts the ignition timing to reduce the spark
knock.

AFFECTED VIN
1F-79
GW
C115
GW
When recognition in more

than control gain threshold at • Inspection the ECM pin 118,
No. 1 knock sensor normal operational condition 117about short circuit or open
P0325 56 with bad contact
signal failure of other system during over 75
and 3,000 rpm running area • Inspection the KS 1 malfunction
(cylinder 1, 2, 3) • Inspection the ECM
When recognition in more • Inspection the ECM pin 115, 114

than control gain threshold at about short circuit or open with
No. 2 knock sensor normal operational condition bad contact
P0330 57
signal failure of other system during over 75 • Inspection the KS 2 malfunction
and 3,000 rpm running area • Inspection the ECM
(cylinder 4, 5, 6)
Circuit Description
The KS system is used to detect engine detonation, allowing the ECM to retard the ignition control spark timing based
on the KS signal being received. The KS signal’s amplitude and frequency depend upon the amount of knock being
experienced. The ECM monitors the KS signal and can diagnose the KS sensor and circuitry.
Knock Sensor Resistance Inspection

1. Disconnect the coupling from ECM while the ignition switch is in “OFF” position.
2. Measure the resistance between the coupling terminal pin No. 118 and No. 117 and terminal pin No. 115 and No.
114 using a multimeter.
Specified value >10 MΩ
Notice
Replace the KS if the measured values is out of the specified values. Check the connector and wire connection
between ECM and the KS if the measured values are normal.

AFFECTED VIN
1F-80
CRANKSHAFT POSITION (CKP) SENSOR
1. Crankshaft position sensor 3. Segment

2. Bolt 4. Flywheel
This Electronic Ignition (EI) system uses inductive or pick up type magnetic Crankshaft Position (CKP) sensor. The
CKP sensor is located in the opposite side of the crankshaft pulley and triggers the pick-up wheel teeth which is
equipped 60 - 2 teeth with a gap of 2 teeth at 360 degree spacing. This sensor protrudes throughits mount to within 1.1
± 0.14 mm.
The output of the sensor is a sinusoidal signal. Each tooth of the pick-up 60 - 2 wheel generates a positive half wave.
The Engine Control Module (ECM) uses this sensor signal to generate timed ignition and injection pulses that it sends
to the ignition coils and to the fuel injectors.

AFFECTED VIN
1F-81
GW
C115
GW
99 100

Crankshaft position Even through cam position
sensor signal failure recognition is normal, no
17 • Monitoring the actual rpm
(no engine revolu- crankshaft position signal
tion signal) recognition through or scan tool
When implausible recognition • Inspection the ECM pin 100, 99

Crankshaft position about short circuit with bad
of cam and crank angle
20 sensor signal failure contact
P0335 signal or intermittent sensing
(gap recognition
the signal or error count of • Inspection the CKP sensor
failure)
undetected gap. • Inspection the air gap between
Crankshaft position sensor and drive plate
67 When faulty crank angle
sensor adaptation • Inspection the drive plate (teeth
sensor adaption
failure condition)
Crankshaft position When more than applicable • Inspection the ECM
P0336 18 sensor signal failure revolution values or implau-
(rpm > max. value) sible to 60-2 teeth scan tool
Circuit Description
The 58X reference signal is produced by the CKP sensor. During one crankshaft revolution, 58 crankshaft pulses will be
produced. The ECM uses the 58X reference signal to calculate engine rpm and CKP. The ECM constantly monitors the
number of pulses on the 58X reference circuit and compares them to the number of Camshaft Position (CMP) signal pulses
being received. If the ECM receives and incorrect number of pulses on the 58X reference circuit, this failure code will set.
Crankshaft Position Sensor Resistance Inspection

1. Disconnect the coupling “E” of ECM while the ignition switch is in “OFF” position.
2. Measure the resistance between the coupling terminal pin No. 99 and No. 100 using a multimeter.
Specified value 1,050 ~ 1,400 Ω
Notice
Measure the insulator resistance of the CKP sensor if out of the specified value.
AFFECTED VIN
1F-82
Crankshaft Position Sensor Output

Wave Inspection
1. Measure the output wave between the ECM terminals
No. 99 and No. 100 using the scan tool or the oscilloscope
while engine cranking (start motor activated).
Notice
Check the segment or crankshaft position sensor and
air gap if cannot get the output wave as shown in the
figure.
Crankshaft Position Sensor

Insulator Resistance Inspection
1. Disconnect the coupling from ECM while the ignition
switch is in “OFF” position.
2. Measure the resistance between the coupling terminal
pin No. 100 and No. 69 using a multimeter.
Specified value >20 kΩ
Notice
Measure the check and ground terminal of the CKP
sensor if out of the specified value.

AFFECTED VIN
1F-83
CAMSHAFT POSITION (CMP) SENSOR
1. Camshaft position sensor connector 3. Camshaft position sensor

2. Bolt 4. O-ring
The Camshaft Position (CMP) sensor sends a CMP signal to the Engine Control Module (ECM). The ECM uses this
signal as a “synchronized pulse” to trigger the injectors in the proper sequence. The ECM uses the CMP signal to
indicate the position of the #1 piston during its power stroke. This allows the ECM to calculate true sequential fuel
injection mode of operation.
Circuit Description
The CMP sensor sends a cam position signal to the ECM. If the cam position signal is lost while the engine is running,
the fuel injection system shifts to a calculated sequential fuel injection mode based on the last fuel injection pulse, and
the engine continuous to run.
Camshaft Position Sensor Signal Voltage Inspection

1. Measure the voltage between the ECM terminal No. 11 and No. 106 while the engine speed is at idle.
Notice
The signal voltage will be changed in the range of 1.2 ~ 1.7V.

AFFECTED VIN
1F-84
C115
Camshaft position • Inspection the source voltage of

When synchronization fault of CMP sensor
sensor signal : No.
P0340 58 cylinder 1
1 cylinder synchro- • Inspection the ECM pin 106, 104
(TDC recognition)
nization failure about short circuit or open with
bad contact
Camshaft position When no cam recognition • Inspection the CMP sensor
sensor signal : No. signal during TN 24 counts • Inspection the damage of sensor
P0341 19
1 cylinder recogni- more. (maintain the constant or sprocket
tion failure low or high level) • Inspection the ECM
Camshaft Position Sensor Output

Wave Inspection
1. Measure the output wave between the ECM terminals
No. 104 and No. 106 using the scan tool or the
oscilloscope while engine speed is at idle.
Notice
Replace the CAM sensor if cannot get the out-put
wave as shown in the figure.
Camshaft Position Sensor Power

Supply Inspection
1. Disconnect the CMP sensor Connector.
2. Measure the voltage between the No. 1and No. 3 pin of
the CMP sensor connector while the ignition switch is in
“ON” position.
Notice
If the measured value is not within the specified value,
check the cable.

AFFECTED VIN
1F-85
IGNITION COIL
1. Control cable connection 5a, 5b. Secondary voltage connection

2. Ignition cable E. Iron core
3. Spark plug connector L1. Secondary ignition coil
4. Coupling plug L2. Primary ignition coil
The Electronic Ignition (EI) system ignition coil is located on the cylinder head cover. The double ended coils receive the
signal for the Engine Control Module (ECM) which controls the spark advance.
Each EI system ignition coil provides the high voltage to two spark plugs simultaneously;
T1/1: cylinder 2 and 5
The EI system ignition coil is not serviceable and must be replaced as an assembly.

AFFECTED VIN
1F-86
C212 20
C115
GW
C115
C115
GW GW
99 100
No ignition voltage • Inspection the ECM pin 70 (71 and

P0351 64 output 72) about short circuit or open with
(No. 1 ignition coil) bad contact
• Inspection the power source to ignition
Malfunction of ignition • Inspection the power source to
No ignition voltage
circuit Primary current ignition coil
P0352 65 output
values or secondary
(No. 2 ignition coil) • Inspection the ignition coil, high
short circuit
tension cords etc.
No ignition voltage • Inspecti on the spark plug (wet,
P0353 66 output cracks, wear, improper gap, burned
(No. 3 ignition coil) electrodes, heavy deposit)
Circuit Description
The Electronic Ignition (EI) system uses a waste spark method of spark distribution. The Crankshaft Position (CKP)
sensor sends reference pulses to the ECM. The ECM then triggers the EI system ignition coils. Once the ECM triggers
the EI system ignition coils both of the connected spark plugs fire at the same time. One cylinder is on its compression
stroke at the same time that the other is on the exhaust stroke, resulting in lower energy needed to fire the spark plugin
the cylinder on its exhaust stroke.
This leaves there remainder of the high voltage to be used to fire the spark plug in the cylinder on its compression stroke.
Since the CKP sensor is in a fixed position, timing adjustments are not possible or needed.
AFFECTED VIN
1F-87
Catalystic
DTC Symptom No. Description
P0420 50 Catalyst Bank 1 effciency below threshould
P0430 63 Catalyst Bank 2 effciency below threshould
System Description Fault detection if calculated catalyst conversion rate in

The vehicle with 6 cylinder has two independent manifold two different windows is less than threshold value. (de-
coupled catalysts: one for cylinder 1, 2, 3 called bank 1 pending on load-speed window)
and the other one for 4, 5, 6 called bank2. Threshold value is less than 15 %
For measuring the oxygen storage capacity the function • Load/speed in one window is between 0.18/1290 and 0.
calculates the amplitude ratio between downstream and 27/2400 for M/T and 0.02/1050 and 0.34/2010 for A/T.
upstream oxygen sensor amplitude for each bank • Load gradient is less than 0.05 [1/100ms].
separately.
• Engine speed gradient is less than 90[rpm/100ms].
Several amplitude ratios will be calculated in different load-
• Lambda control period time is between 160 and 2000
speed windows. The function calculates the mean value
ms for M/T and 180 and 2000 ms for A/T.
of each window for bank 1 and for bank 2, separately and
transforms the amplitude ratio to a calculated conversion Threshold value is less than 14 %
rate. • Load/speed in one window is between 0.27/1290 and 0.
If the mean value of the calculated conversion rate from a 37/2400 for M/T and 0.34/1200 and 0.40/2100 for A/T.
window for one bank is below the conversion limit and the • Load gradient is less than 0.045 [1/100ms].
required number of amplitude ratios in this window is • Engine speed gradient is less than 80[rpm/100ms].
reached then this window and this bank are marked as • Lambda control period time is between 120 and 2700
failed. ms for M/T and 160 and 1800 ms for A/T.
If in one window the mean value of bank1 and bank2, is Threshold value is less than 13 %
below the emission threshold and the required number of
• Load/speed in one window is between 0.37/1500 and 0.
calculated amplitude ratios is reached for each bank then
45/2400 for M/T and 0.40/1320 and 0.52/2490 for A/T.
this window is marked as failed for both banks.
• Load gradient is less than 0.04 [1/100ms].
If two windows of one bank are marked as failed in one
driving cycle the catalyst system is detected as failed. • Engine speed gradient is less than 75 [rpm/100ms].
Catalyst diagnosis is carried out once in each driving cycle. • Lambda control period time is between 120 and 1600
ms for M/T and 160 and 1600 ms for A/T.
Conditions for Setting the DTC Threshold value is less than 12 %
• Catalyst monitoring is not finished.
• Load/speed in one window is between 0.47/1710 and 0.
• Lambda control closed loop is active. 60/2610 for M/T and 0.52/1590 and 0.63/2490 for A/T.
• DTCs P0116, P0117, P0118, P0125, P0131, P0132, • Load gradient is less than 0.035 [1/100ms].
P0133, P0134, P0135, P0137, P0138, P0140, P0141,
• Engine speed gradient is less than 70 [rpm/100ms].
P0171, P0172, P0300, P0301, P0302, P0303, P0304,
P0305 and P0306 are not set. • Lambda control period time is between 80 and 1400
• Calculated catalyst temperature is greater than ms for M/T and 1400 ms for A/T.
570 °C (1058 °F) for activation. Action Taken When the DTC Sets
• Calculated catalyst temperature is less than • The MIL will illuminate after two consecutive driving
500 °C (932 °F) for deactivation. cycle in which the diagnostic runs with the fault ac-
• Engine temperature is greater than 60 °C (140 °F). tive.
• Purge factor is less than 16. • The ECM will record operating conditions at the time
• Vehicle speed for activation is less than 120 km/h. the diagnostic fails. This information will be stored in
• Vehicle speed for deactivation is greater than 140 km/h. the Freeze Frame and Failure Records buffers.
• Lambda pilot controller active for time since ‘start • A history DTC is stored.
finished’ is greater than 1.5 seconds.
AFFECTED VIN
1F-88
Conditions for Clearing the MIL/DTC 1. Euro On-Board Diagnostic (EOBD) System Check
• The MIL will turn off after three consecutive driving prompts the technician to complete some basic
cycles in which the diagnostic runs without a fault. checks and store the freeze frame and failure records
data on the scan tool if applicable. This creates an
• A history DTC will clear after 40 consecutive warm-up
electronic copy of the data taken when the malfunc-
cycles without a fault.
tion occurred. The information is then stored on the
• The DTC(s) can be cleared by using the scan tool. scan tool for later reference.
Diagnostic Aids 2. If any component DTCs are set, diagnose those
The catalyst test may abort due to a change in the en- DTCs first. A fault in a component can cause the
gine load. Do not change the engine load (i.e. A/C, cool- converter to appear degraded or may have caused
ing fan, heater motor) while a catalyst test is in progress. its failure.
Mean value calculation of amplitude ratios between post 3. This step includes checks for conditions that can
and pre O2 sensor bank 2 in four different load-speed cause the TWC to appear degraded. Repair any
windows and transformed to conversion rate. problems found before proceeding with this table.
An intermittent problem may be caused by a poor con- 5. If the TWC needs to be replaced, make sure that
nection, rubbed-through wire insulation, or a wire that is another condition is not present which would cause
broken inside the insulation. the converter to become damaged. These conditions
may include: misfire; high engine oil or coolant con-
Any circuitry, that is suspected as causing the intermit-
sumption, retarded spark timing or weak spark. To
tent complaint, should be thoroughly checked for the fol-
avoid damaging the replacement converter, correct
lowing conditions:
any possible causes of converter damage before
• Backed-out terminals replacing the catalytic converter.
• Improper mating 6. Clearing DTCs allows the catalyst test to be run up
• Broken locks to 6 times this ignition cycle. Once the ignition is
• Improperly formed cycled, the test will run only once. Driving the vehicle
• Damaged terminals heats the catalyst to a test temperature. The ECM
must see a predetermined amount of time at above
• Poor terminal-to-wire connection
idle before allowing the catalyst test to run at idle.
Test Description Once at idle, the ECM will allow the system to
stabilize and then test the catalyst in 2 stages.
The number(s) below refer to specific step(s) on the diag-
nostic table. 7. If no faults have been found at this point and no
additional DTCs were set, refer to ”Diagnostic Aids”
in this section for additional checks and information.

AFFECTED VIN
1F-89
PURGE CONTROL VALVE
1. Purge control valve 3. Line to conister

2. Line to engine
The fuel vaporization control system is in stalled to inhibit the fuel vaporized gas from discharging into the atmosphere.
The fuel vaporized gas that is accumulated in the canister abstracts through the purge control valve purification during
the engine combustion (except the decreasing mode) and coolant temperature of over 80°C. For this reason, the Engine
Control Module (ECM) transacts the engine speed, air inflow quantity, coolant temperature, and intake temperature.
The purge control valve is activated by the ECM frequency according with the engine rotating speed to adjust the
purification rate. The purification rate is determined by the continuous valve opening interval.
The purge control valve is activated by the ECM for the following conditions:
• Coolant temperature of over 80°C
• Engine speed of over 1,000 rpm
• 2 minutes after starting
• When the fuel cut-off mode is not activated

AFFECTED VIN
1F-90
Ef26
YR
C108 18 7
C206 21

Purge control valve When short circuit to ground
short circuit or open with bad
P0444 41 short circuit to or open circuit or open with
contact.
ground or open bad contact
• Inspection the source power of
valve
Purge control valve • Inspection the purge control
When short circuit to power
P0445 40 short circuit to solenoid vale
source
battery
Test
1. Maintain the normal temperature and idling state by
operating the engine.
2. Connect the ECM terminal No. 34 and check for normal
operation through the output waves using oscilloscope.
Notice
Test during purge control valve operation after the
minimum of 1 minute after the engine turned on.
3. Connect the ECM terminal No. 34 and check for current
consumption during the ignition switch ON.
Specified value 0.3 ~ 0.5 A
4. Remove the line to canister and measure the pressure

with the vacuum pressure gauge.
> 500 mbar
(after approx. 1 min.)
Specified value
purge control valve oper-
ates at this time
Notice
Test while at normal temperature and at idling state
by operating the engine.

AFFECTED VIN
1F-91
FUEL LEVEL SENSOR

Circuit Description Conditions for Clearing the MIL/DTC
The Engine Control Module (ECM) uses the signal from • The MIL will turn off after three consecutive
the fuel level sensor to calculate expected vapor pres- driving cycles in which the diagnostic runs without
sure within the fuel system. Vapor pressure varies as the a fault.
fuel level changes. Vapor pressure is critical in determin- • A history DTC will clear after 40 consecutive warm-
ing if the Evaporative Emission (EVAP) system is operat- up cycles without a fault.
ing properly. The fuel level signal is also used to deter-
• The DTC(s) can be cleared by using the scan tool.
mine if the fuel level is too high or too low to be able to
accurately detect EVAP system faults. This Diagnostic Diagnostic Aids
Trouble Code (DTC) detects a fuel level sensor that sends
Resistance checks for the fuel level sensor:
out a noisy signal.
• Empty = 280 ohms or more.
Conditions for Setting the DTC • Half full = about 110 ohms.
Consumption test • Full = 38 ohms or less.
• Fuel level change is less than 2L.
Test Description
• Consumption since plausibilization start is greater
than 35 L. The number(s) below refer to specific step(s) on the
diagnostic table.
• Voltage is greater than 8 volts. (3.2 L DOHC)
1. Euro On-Board Diagnostic (EOBD) System Check
• Battery voltage is less than 15 volts.
prompts the technician to complete some basic
Action Taken When the DTC Sets checks and store the freeze frame and failure
records data on the scan tool if applicable. This
• The MIL will illuminate after two consecutive driving cycle
creates an electronic copy of the data taken when
in which the diagnostic runs with the fault ac-tive.
the malfunction occurred. The information is then
• The ECM will record operating conditions at the time stored on the scan tool for later reference.
the diagnostic fails. This information will be stored in
2. The replacement ECM must be reprogrammed.
the Freeze Frame and Failure Records buffers.
Re-fer zto the least Techline procedure for ECM
• A history DTC is stored. repro-gramming.
DTC Symptom No. Description

P0460 16 Tank lever rationality
P0462 38 Fuel sensor short to battery
P0463 39 Fuel sensor short to GNS

AFFECTED VIN
1F-92
CRUISE CONTROL SWITCH
Fuse
10A
F27
YR
LY BG GR RrG
DTC No. Description Trouble Area Maintenance Hint

• Step1. Monitoring the actual rpm
MOL low short through Diagnostic program or
32 When short circuit to Ubatt
circuit to battery Scan Tool
• Step2. Inspection the ECU Pin
P0481 60 about short circit or open
MOL low short to When short circuit to ground • Step3. Inspection the circuit
33
GND or open board of Cluster
• Step4. Inspection the ECU
Cruise control “OFF”

Cruise control system
129 due to message
message counter fault
counter failure • Monitoring the actual recognition
Cruise control system status and vehicle speed signal
Cruise control
P0500 133 Implausible condition of through scan tool
acceleration failure
acceleration signal • Inspection the Engine Control
Cruise control system Module (ECM) pin 52 53 54 55
Cruise control
134 Implausible condition of 57 about short circuit or open
deceleration failure
deceleration signal with bad contact
Vehicle speed • Inspection the CAN and ABS

130 When malfunction of auto-cruise
signal failure • Inspection the cruise control
P0501 system Implausible condition of lever switch
Vehicle speed
131 vehicle speed signal.
signal failure • Inspection the ECM
Cruise control lever Cruise control lever
P0564 132
failure defective
Circuit Description
Cruise control is an automatic speed control system that maintain a desired driving speed without using the accelerator
pedal. The vehicle speed must be greater than 50 km/h to engage cruise control.

AFFECTED VIN
1F-93
SYSTEM VOLTAGE
CE Box
Fuse Fuel pump
Ef 45 Relay “86”
GY

• Monitoring the actual battery
voltages through the scan tool
• Inspection the Engine Control
Malfunction in recognition of
Module (ECM) pin 12, 11, 10, 5
system source voltage. Less
System voltage too about short circuit or open with
P0562 08 than minimum 8 volts in
low bad contact
2,000 rpm below, or less than
• Inspection the over voltage
10 volts in 2,000 rpm above.
protection relay
• Inspection the battery
• Inspection ECM

AFFECTED VIN
1F-94
SERIAL DATA COMMUNICATION
SB9
C103 3
L
8
C202
Fuse
7.5A
F54
L
G202 G202
33 34
C206

• Inspection the ASR unit with CAN
When CAN signal message connection
CAN communica-
missing or implausibility for • Inspection the Engine Control
23 tion failure: ASR/
ASR/MSR unit or not Module (ECM) pin 38, 37 about short
MSR
initialized condition circuit or open with bad contact
• Inspection the ABS unit with CAN

When CAN signal message connection
CAN communica- missing or implausibility for
P0600 24 • Inspection the ECM pin 38, 37 about
tion failure: ABS ABS unit or not initialized
short circuit or open with bad contact
condition
• Inspection the TCM unit with

When CAN signal message CAN connection
CAN communica-
missing or implausibility for
26 tion failure: TCU (A/ • Inspection the ECM pin 38, 37 about
TCU unit or not initialized
T only) short circuit or open with bad contact
condition

AFFECTED VIN
1F-95

When CAN signal message
CAN communica-
27 tion failure: TOD • Inspection the TOD unit with CAN
TOD unit or not initialized
(E32 only) connection
condition
• Inspection the ECM pin 38, 37 about
When CAN signal message short circuit or open with bad contact
28 CAN missing SL • Inspection the ECM
SL unit or not initialized
Message
condition
• Inspection the ABS/ESP unit with
CAN communica-
29 tion failure: ID 200h • Inspection the ECM pin 38, 37 about
ABS/ESP unit or not initial-
not plausible short circuit or open with bad contact
ized condition
• Inspection the ABS/ESP unit with
CAN communica-
30 tion failure: ID 208h • Inspection the ECM pin 38, 37 about
ABS/ESP unit or not
not plausible short circuit or open with bad contact
initialized condition
When CAN signal message • Inspection the each control unit
CAN communica- with CAN connection
tion failure: commu-
P0600 31 each unit • Inspection the ECM pin 38, 37 about
nication initializa-
(ABS, ASR, TCM, TOD etc.) short circuit or open with bad contact
tion failure
or not initialized condition • Inspection the ECM
• Inspection the MSR unit with CAN
connection
CAN communica- When CAN signal message • Inspection the Engine Control
tion failure: MSR missing or implausibility for Module (ECM) pin 38, 37 about short
59
data transmission ASR unit or not initialized circuit or open with bad contact
not plausible condition • Inspection the ECM
• Inspection the ASR unit with CAN
connection
CAN communica- When CAN signal message Module (ECM) pin 38, 37 about
tion failure: ASR missing or implausibility for short circuit or open with bad
60
data transmission MSR unit or not initialized contact
not plausible condition
When CAN signal message Module (ECM) pin 38, 37 about
CAN missing missing or implausibility for short circuit or open with bad
61
cluster Message Cluter unit or not initialized contact
condition
Circuit Description
The provision for communicating with the ECM is the Data Link Connector (DLC). It is located in the instrument
panel fuse block. The DLC is used to connect the scan tool. Battery power and ground is supplied for the scan tool
through the DLC. CAN line is used to communicate with the other module such as the Transmission Control Module
(TCM) and Transfer Case Control Unit (TCCU).
AFFECTED VIN
1F-96
INTERNAL FAILURE
• Inspection the coding condition
through scan tool
Transmission When faulty of variant coding • Inspection the Engine Control
P0601 21
coding failure of transmission Module (ECM)
• Inspection the CAN line
• Inspection the TCM
When malfunction of ECM

Uncoded/
P0602 142 coding-required ECM • Fulfill the ECM variant coding
unprogramed ECM
encoding
When malfunction of random

P0604 136 ECM failure (RAM) access memory - ECM • Inspection the ECM
internal error
137 ECM failure
ECM failure
(EEPROM/Flash -
143
EPPOM checksum
failure)
ECM failure (coding When malfunction of ECM
P0605 • Inspection the ECM
144 ID checksum internal
failure)
ECM failure (coding
145
checksum failure)
ECM failure
146 (programming
checksum failure)

AFFECTED VIN
1F-97
ELECTRONIC THROTTLE CONTROLLER SAFETY MALFUNCTION

232 Over deceleration limit (CPU 2)
233 Over acceleration limit (CPU 2)
Cruise control lever dual

234
operation (CPU 2)
Cruise control lever safety

235
terminal failure (CPU 2)
Unusual pedal position

236
variation (CPU 2)
Unusual throttle position

237
variation (CPU 2)
Unusual throttle
238 controller monitoring data
comparison fault (CPU 2)
Unusual accelerator pedal
239 position sensor comparison
fault (CPU 2)
240 Throttle potentiometer

comparison fault (CPU 2) System internal • Inspection the Engine Control
P0221
Unusual CPU failure Module (ECM)
241
communication (CPU 2)
Unusual CPU
242
configuration (CPU 2)
243 A/D converter failure (CPU 2)
Accelerator pedal position

244 sensor setpoint fault between
CPU 1 and CPU 2 (ECM)
Position controller setpoint

245
fault between CPU 1 and CPU 2
MSR setpoint fault between

246
CPU 1 and CPU 2
Idle control setpoint fault

247
between CPU 1 and CPU 2
248 A/D converter overflow (CPU 2)
249 ROM fault (CPU 2)
250 RAM fault (CPU 2)
251 Cycle monitor fault (CPU 2)

AFFECTED VIN
1F-98
DTC No. Failur Code Description Trouble Area Maintenance Hint
Throttle actuator
110
learning data fault
117 Exceed fuel-cut safety time
Cruise control
120
interruption memory failure
138 Call Monitoring
Servo motor control output

139
interruption memory failure
140 Servo motor open/short

System internal • Inspection the Engine Control
P0601
ECM failure failure Module (ECM)
186
(incompatible CPU)
ECM failure (CPUs communi-

187
cation failure)
ECM failure (CPU 2 configu-

188
ration failure)
189 ECM failure (CPU 2 fault)
ECM failure (CPU run time

190
failure between CPUs)
ECM failure (CPU 2 cruise

231
control message counter failure)

AFFECTED VIN
1F-99
MIL
Circuit Description • The ECM will record operating conditions at the time
When the ignition is turned ON, the Malfunction Indica- the diagnostic fails. This information will be stored in
tor Lamp (MIL) will be turned ON and remain ON until the the Freeze Frame and Failure Records buffer.
engine is running if no Diagnostic Trouble Codes (DTCs) • A history DTC is stored.
are stored. Battery voltage is supplied through the igni-
tion switch directly to the MIL telltale. The Engine Control Conditions for Clearing the MIL/DTC
Module (ECM) controls the MIL by providing a ground path • The MIL will turn OFF after 3 consecutive driving
through the MIL control circuit to turn ON the MIL. cycles in which the diagnostic runs without a fault.
DTC P0650-224 sets when the MIL circuit is short to • A history DTC will clear after 40 consecutive warm-up
battery. cycles without a fault.
• DTC(s) can be cleared by using the scan tool.
Conditions for Setting the DTC
• Current is between 1 ampare and 2 ampares Diagnostic Aids
(depending on driver condition). • Inspect the wiring for poor electrical connections at
• Voltage is less than 2 volts for ground, 5 consecutive the MIL and ECM connectors. Look for possible bent,
tesrs. backed out, deformed or damaged terminals. Check
• Voltage is less than 3 volts for open, 5 consecutive for weak terminal tension as well. Also check for chafed
tests. wires that could short to bare metal or other wiring.
Inspect for broken wire inside the insulation.
Action Taken When the DTC Sets • If diagnosing for a possible intermittent short or open
• The Malfunction Indicator Lamp (MIL) will illuminate condition, move or massage the wiring harness while
after two consecutive driving cycles in which the diag- observing test equipment for a change.
nostic runs with the fault active.

• Step1. Monitoring the actual rpm
through Diagnostic program or
224 MIL lamp short When short circuit or open
Scan Tool
circit to ubatt the MIL lamp crcuit
• Step2. Inspection the ECU Pin
P0650 60 about short circit or open
MIL lamp short • Step3. Inspection the circuit
When short circuit or open
225 circit to to ground/ board of Cluster
the MIL lamp crcuit
open • Step4. Inspection the ECU

AFFECTED VIN
1F-100
RESONANCE FLAP
C115
• Monitoring the actual operational

Resonance flap status and vehicle speed signal
Resonance flap short circuit through scan tool
P0661 199 short circuit to
to ground or open
ground or open • Inspection the Engine Control
Module (ECM) pin 97 about short
circuit or open with bad contact
• Inspection the power source short
Resonance flap circuit or open to resonance flap
Resonance flap short circuit
P0662 198 short circuit to • Inspection the resonance flap
to power
battery solenoid and hardware
Circuit Description
A pneumatically actuated resonance flap is located on the intake manifold, and will be opened and closed by load, which
operates resonance flap according to engine and controlled by ECM and rpm.
Resonance flap is closed at idle/partial load (less than 3,800/rpm). The switch valve will be adjusted by ECM and
resonance flap will be closed. By increasing air flow passage through dividing intake air flow toward both air collection
housing. This leads to a significant increase in the torque in the lower speed range.
Resonance flap is open at full load (over 3,800/rpm). The switch valve will not be adjusted by ECM and resonance flap will
be open. The collected air in the air collection housing will not be divided and intake air passage will be shorten.

AFFECTED VIN
1F-101
IMMOBILIZER
S205 F27
12 YR
G207

• D Inspection the Engine Control
Module (ECM) pin 13, 14 about
short circuit or open with bad contact
Communication • Inspection the power source or
When missing the
25 with transponder ground short circuit or open of
transponder signal
missing immobilizer unit
P1570 • Inspection the transponder
condition (broken etc.)
When malfunction of immobilizer

Required immobilizer
Unprogramed ECM
141 encoding, no paired condition • Fulfill the immobilizer pairing
with immobilizer
of immobilizer even through
start trial
Circuit Description
Immobilizer is a device disabling vehicle ignition unless a specific key is used and designed to help prevent vehicle theft.
Immobilizer is comprised of two devices, a key with encoded transponder and ECM with the same encoding of the
transponder. When a key is inserted into the hole to start vehicle and turned to ON, the ECM reads and decodes the
transponder code and, if the same, starts the engine, it is called immobilizer. It means immobilizer system disables
starting by stopping fuel supply if the code in the transponder does not match the code stored in ECM each other.

AFFECTED VIN
1F-102
CLUTCH SWITCH

Module (ECM) pin 43 aboutshout
Clutch switch When malfunction of clutch circuit or open
P1813 62
defective switch
• Inspection the clutch switch

AFFECTED VIN

Ssangyoung Kyron Supplement

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1F-44

TROUBLE CODE DIAGNOSIS

MIL Code List

CHANGED BY G32D GSL ENG

DTC No. Symptom No. Description Type Page

G32D GSL ENG CHANGED BY

DTC No. Symptom No. Description Type Page

CHANGED BY G32D GSL ENG

Operation Condition of Camshaft Actuator

G32D GSL ENG CHANGED BY

DTC No. Symptom No. Description Trouble Area Maintenance Hint

Camshaft Actuator Current Consumption Inspection

Specified value 1 ~ 1.5 A

CHANGED BY G32D GSL ENG

HFM (HOT FILM AIR MASS) SENSOR

1. Plug-in sensor 2. Cylinder housing

Design and Function

CHANGED BY G32D GSL ENG

DTC No. Symptom No. Description Trouble Area Maintenance Hint

Malfunction in recognition of • Monitoring the actual air tem-

G32D GSL ENG CHANGED BY

Mass Air Flow Sensor Input Voltage Inspection

Application Specified Value

Mass Air Flow Sensor 5 volt Power Supply Inspection

Specified value 4.7 ~ 5.2 V

Mass Air Flow Sensor 12 volt Power Supply Inspection

CHANGED BY G32D GSL ENG

ENGINE COOLANT TEMPERATURE (ECT) SENSOR

1. Artificial resin housing 4. Connector

G32D GSL ENG CHANGED BY

Engine Coolant Temperature Sensor Inspection

Temperature (°C) Specified Value (V)

3. Turn the ignition switch to “OFF” position.

CHANGED BY G32D GSL ENG

DTC No. Symptom No. Description Trouble Area Maintenance Hint

G32D GSL ENG CHANGED BY

THROTTLE VALVE ACTUATOR

CHANGED BY G32D GSL ENG

DTC No. Symptom No. Description Trouble Area Maintenance Hint

DTC No. Symptom No. Description Trouble Area Maintenance Hint

Throttle Actuator Inspection Throttle Actuator DC Motor

Closed 0.3 ~ 0.9V Specified value <10 Ω

Throttle Actuator DC Motor

CHANGED BY G32D GSL ENG

G32D GSL ENG CHANGED BY

CHANGED BY G32D GSL ENG

DTC No. Symptom No. Description Trouble Area Maintenance Hint

Oxygen sensor When recognition the • Monitoring the heating status

G32D GSL ENG CHANGED BY

DTC No. Symptom No. Description Trouble Area Maintenance Hint

Oxygen sensor 2 When recognition the • Monitoring the heating status

Oxygen sensor 3 When recognition the • Monitoring the heating status

DTC No. Symptom No. Description Trouble Area Maintenance Hint

When recognition the output

Oxygen sensor 4 When recognition the • Monitoring the heating status

G32D GSL ENG CHANGED BY

DTC No. Symptom No. Description Trouble Area Maintenance Hint

When recognition the short term • Inspection the intake

Bank 1 system learning When recognition the long term

When recognition the value less than

Bank 2 system learning When recognition the long term

CHANGED BY G32D GSL ENG

Oxygen Sensor Signal Voltage Inspection