SM 11

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Fuel System
Fuel System > General Information > Specifications

Specifications
Fuel Delivery System
Items Specification
Fuel Tank Capacity 43 lit. (11.4 U.S.gal., 45.4 U.S.qt., 37.8 Imp.qt.)
Fuel Filter Type Paper type
Low Pressure Fuel Line 480 ~ 520 kPa (4.89 ~ 5.30 kgf/cm², 69.6 ~ 75.4 psi)
Fuel Pressure
High Pressure Fuel Line 5.0 ~ 12.0 MPa (51.0 ~ 122.4 kgf/cm², 725.2 ~ 1740.5 psi)
Type Electrical, in-tank type
Fuel Pump
Driven by Electric motor
Type Mechanical type
High Pressure Fuel Pump
Driven by Camshaft
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Sensors
Manifold Absolute Pressure Sensor (MAPS)
Type: Piezo-resistive pressure sensor type
Specification
Pressure
Output Voltage (V)
[kPa (kgf/cm², psi)]
20.0 (0.20, 2.9) 0.79
46.7 (0.47, 6.77) 1.84
101.3 (1.03, 14.7) 4.0
Intake Air Temperature Sensor (IATS)

Type: Thermistor type
Specification
Temperature Resistance
°C °F (kΩ)
-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 1.56 ~ 1.74
60 140 0.54 ~ 0.62
80 176 0.29 ~ 0.34
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Engine Coolant Temperature Sensor (ECTS)

Type: Thermistor type
Specification
°C °F (kΩ)
-40 -40 48.14
-20 -4 14.13 ~ 16.83
0 32 5.79
20 68 2.31 ~ 2.59
40 104 1.15
60 140 0.59
80 176 0.32
Throttle Position Sensor (TPS) [integrated into ETC module]

Type: Hall IC Non-contact sensor type
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Specification
Output Voltage (V)
Throttle angle(°)
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
Crankshaft Position Sensor (CKPS)

Type: Magnetic field sensitive Type
Specification
Item Specification
774 ~ 946 [20°C
Coil Resistance (Ω)
(68°F)]
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Camshaft Position Sensor (CMPS)
Type: Hall effect type
Knock Sensor (KS)
Type: Piezo-electricity type
Specification
Item Specification
Capacitance
950 ~ 1,350
(pF)
Resistance(MΩ) 4.87
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]

Type: Zirconia (ZrO2) [Linear] Type
Specification
Item Specification
Heater Resistance (Ω) 2.4 ~ 4.0
[20°C(69.8°F)]
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Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
Type: Zirconia (ZrO2) [Binary] Type
Specification
Output
A/F Ratio (λ)
Voltage(V)
RICH 0.6 ~ 1.0
LEAN 0 ~ 0.4
Item Specification
Heater Resistance (Ω) Approx. 9.0
[21°C(69.8°F)]
Rail Pressure Sensor (RPS)

Type: Piezo-electricity type
Specification
Accelerator Position Sensor (APS)

Type: Variable resistor type
Specification
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Accelerator Output Voltage (V)

Position APS1 APS2
C.T 0.7 ~ 0.8 0.275 ~ 0.475
W.O.T 3.8 ~ 4.4 1.75 ~ 2.35
Fuel Tank Pressure Sensor (FTPS)

Type: Piezo - Resistivity type
Specification
Pressure
[kPa (kgf/cm², in Output Voltage (V)
H2O)
-6.67 (-0.068, -26.8) 0.5
0 2.5
+6.67 (0.068, 26.8) 4.5
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Actuators
Injector
Specification
Item Specification
Coil Resistance 1.5 [20°C(68°F)]
(Ω)
ETC Motor [integrated into ETC Module]

Specification
Item Specification
Coil Resistance (Ω) 0.3 ~ 100
[20°C(68°F)]
Purge Control Solenoid Valve (PCSV)

Specification
Item Specification
Coil Resistance (Ω) 22.0 ~ 26.0
[20°C(68°F)]
CVVT Oil Control Valve (OCV)

Specification
Item Specification
[20°C(68°F)]
Variable Intake Solenoid (VIS) Valve

Specification
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Item Specification
[20°C(68°F)]
Fuel Pressure Regulator Valve

Specification
Item Specification
Coil Resistance 0.5 [20°C(68°F)]
(Ω)
Ignition Coil
Type: Stick type
Specification
Item Specification
Primary Coil Resistance (Ω) 0.75 ± 15 [20°C(68°F)]
Secendary Coil Resistance
5.9 [20°C(68°F)]
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(kΩ)
Canister Close Valve (CCV)

Specification
Item Specification
19.8 ~ 20.8
(20°C)
Service Standard
Item Specification
Ignition Timing (°) BTDC 3 ± 10
Neutral, N, 630 ± 100
A/C OFF P-range
Idle Speed D-range 630 ± 100
(rpm) Neutral, N, 700 ± 100
A/C ON P-range
D-range 700 ± 100
Tightening Torques
Engine Control System
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Item kgf.m N.m lb-ft
ECM installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
ECM bracket installation bolt/nut 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.
Manifold absolute pressure sensor installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Engine Coolant Temperature Sensor installation 3.0 ~ 4.0 29.4 ~ 39.2 21.7 ~ 28.9
Crankshaft position sensor installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
Camshaft position sensor (Bank 1 / Intake)
0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
installation bolt
Camshaft position sensor (Bank 1 / Exhaust)
0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
installation bolt
Knock sensor installation bolt 1.9 ~ 2.5 18.6 ~ 24.5 13.7 ~ 18.1
Heated oxygen sensor (Bank 1 / sensor 1) installation 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
Heated oxygen sensor (Bank 1 / sensor 2) installation 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
Rail pressure sensor installation 3.0 ~ 3.5 29.4 ~ 34.3 21.7 ~ 25.3
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Electronic throttle body installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Purge control solenoid valve bracket installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
CVVT oil control valve (Bank 1 / Intake) installation
1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
bolt
CVVT oil control valve (Bank 1 / Exhaust)
1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
installation bolt
Ignition coil installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Fuel Delivery System

Item kgf.m N.m lb-ft
Fuel tank installation nut 4.0 ~ 5.5 39.2 ~ 54.0 28.9 ~ 39.8
Fuel pump plate cover installation bolt 0.2 ~ 0.3 2.0 ~ 2.9 1.4 ~ 2.2
Filler-neck assembly bracket installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
Filler-neck assembly installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
Accelerator pedal module installation nut 1.3 ~ 1.6 12.8 ~ 15.7 9.4 ~ 11.6
Accelerator pedal module installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
Delivery pipe installation bolt 1.9 ~ 2.4 18.6 ~ 23.5 13.7 ~ 17.4
High pressure fuel pump installation bolt 1.3 ~ 1.5 12.8 ~ 14.7 9.4 ~ 10.9
High pressure fuel pipe installation nut 2.7 ~ 3.3 26.5 ~ 32.4 19.5 ~ 23.9
High pressure fuel pipe function block installation 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
bolt
Fuel System > General Information > Special Service Tools

Special Service Tools
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Item Illustration Application
Fuel Pressure Gauge Measuring the fuel line pressure
(09353-24100)
Fuel Pressure Gauge Adapter Connection between the high pressure fuel
(09353-02100) pump and the fuel feed line
Heated Oxygen Sensor Socket Removal and installation of the heated oxygen
Wrench sensor
(09392-2H100)
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Torque Wrench Socket Removal and installation of the high pressure
(09314-3Q100) or fuel pipe
(09314-27130) (19mm)
Injector Combustion Seal Installation of the injector combustion seal

Guide & Sizing tool
(09353-2B000)
Fuel System > General Information > Troubleshooting

Basic Troubleshooting
Basic Troubleshooting Guide
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Customer Problem Analysis Sheet

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Basic Inspection Procedure

Measuring Condition of Electronic Parts' Resistance
The measured resistance at high temperature after vehicle running may be high or low. So all resistance must be
measured at ambient temperature (20°C, 68°F), unless stated otherwise.
The measured resistance in except for ambient temperature (20°C, 68°F) is reference value.
Intermittent Problem Inspection Procedure
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Sometimes the most difficult case in troubleshooting is when a problem symptom occurs but does not occur again
during testing. An example would be if a problem appears only when the vehicle is cold but has not appeared when
warm. In this case, the technician should thoroughly make out a "Customer Problem Analysis Sheet" and recreate
(simulate) the environment and condition which occurred when the vehicle was having the issue.
1. Clear Diagnostic Trouble Code (DTC).
2. Inspect connector connection, and check terminal for poor connections, loose wires, bent, broken or corroded
pins, and then verify that the connectors are always securely fastened.
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3. Slightly shake the connector and wiring harness vertically and horizontally.
4. Repair or replace the component that has a problem.
5. Verify that the problem has disappeared with the road test.
● Simulating Vibration
1) Sensors and Actuators
: Slightly vibrate sensors, actuators or relays with finger.
Strong vibration may break sensors, actuators or relays
2) Connectors and Harness

: Lightly shake the connector and wiring harness vertically and then horizontally.
● Simulating Heat
1) Heat components suspected of causing the malfunction with a hair dryer or other heat source.
• DO NOT heat components to the point where they may be damaged.

• DO NOT heat the ECM directly.
● Simulating Water Sprinkling

1) Sprinkle water onto vehicle to simulate a rainy day or a high humidity condition.
DO NOT sprinkle water directly into the engine compartment or electronic components.
● Simulating Electrical Load

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1) Turn on all electrical systems to simulate excessive electrical loads (Radios, fans, lights, rear window defogger,
etc.).
Connector Inspection Procedure
1. Handling of Connector
A. Never pull on the wiring harness when disconnecting connectors.
B. When removing the connector with a lock, press or pull locking lever.
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C. Listen for a click when locking connectors. This sound indicates that they are securely locked.
D. When a tester is used to check for continuity, or to measure voltage, always insert tester probe from wire
harness side.
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E. Check waterproof connector terminals from the connector side. Waterproof connectors cannot be accessed
from harness side.
• Use a fine wire to prevent damage to the terminal.

• Do not damage the terminal when inserting the tester lead.
2. Checking Point for Connector

A. While the connector is connected:
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Hold the connector, check connecting condition and locking efficiency.
B. When the connector is disconnected:
Check missed terminal, crimped terminal or broken core wire by slightly pulling the wire harness.
Visually check for rust, contamination, deformation and bend.
C. Check terminal tightening condition:
Insert a spare male terminal into a female terminal, and then check terminal tightening conditions.
D. Pull lightly on individual wires to ensure that each wire is secured in the terminal.
3. Repair Method of Connector Terminal

A. Clean the contact points using air gun and/or shop rag.
Never use sand paper when polishing the contact points, otherwise the contact point may be
damaged.
B. In case of abnormal contact pressure, replace the female terminal.

Wire Harness Inspection Procedure
1. Before removing the wire harness, check the wire harness position and crimping in order to restore it correctly.
2. Check whether the wire harness is twisted, pulled or loosened.
3. Check whether the temperature of the wire harness is abnormally high.
4. Check whether the wire harness is rotating, moving or vibrating against the sharp edge of a part.
5. Check the connection between the wire harness and any installed part.
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6. If the covering of wire harness is damaged; secure, repair or replace the harness.
Electrical Circuit Inspection Procedure
● Check Open Circuit
1. Procedures for Open Circuit
A. Continuity Check
B. Voltage Check
If an open circuit occurs (as seen in [FIG. 1]), it can be found by performing Step 2 (Continuity Check Method)
or Step 3 (Voltage Check Method) as shown below.
2. Continuity Check Method
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When measuring for resistance, lightly shake the wire harness above and below or from side to side.
Specification (Resistance)
1Ω or less → Normal Circuit
1MΩ or Higher → Open Circuit
A. Disconnect connectors (A), (C) and measure resistance between connector (A) and (C) as shown in [FIG.
2].
In [FIG.2.] the measured resistance of line 1 and 2 is higher than 1MΩ and below 1 Ω respectively.
Specifically the open circuit is line 1 (Line 2 is normal). To find exact break point, check sub line of line 1 as
described in next step.
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B. Disconnect connector (B), and measure for resistance between connector (C) and (B1) and between (B2)
and (A) as shown in [FIG. 3].
In this case the measured resistance between connector (C) and (B1) is higher than 1MΩ and the open circuit
is between terminal 1 of connector (C) and terminal 1 of connector (B1).
3. Voltage Check Method

A. With each connector still connected, measure the voltage between the chassis ground and terminal 1 of each
connectors (A), (B) and (C) as shown in [FIG. 4].
The measured voltage of each connector is 5V, 5V and 0V respectively. So the open circuit is between
connector (C) and (B).
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● Check Short Circuit
1. Test Method for Short to Ground Circuit
A. Continuity Check with Chassis Ground
If short to ground circuit occurs as shown in [FIG. 5], the broken point can be found by performing Step 2
(Continuity Check Method with Chassis Ground) as shown below.
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2. Continuity Check Method (with Chassis Ground)
Lightly shake the wire harness above and below, or from side to side when measuring the resistance.
Specification (Resistance)
1Ω or less → Short to Ground Circuit
1MΩ or Higher → Normal Circuit
A. Disconnect connectors (A), (C) and measure for resistance between connector (A) and Chassis Ground as
shown in [FIG. 6].
The measured resistance of line 1 and 2 in this example is below 1 Ω and higher than 1MΩ respectively.
Specifically the short to ground circuit is line 1 (Line 2 is normal). To find exact broken point, check the sub
line of line 1 as described in the following step.
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B. Disconnect connector (B), and measure the resistance between connector (A) and chassis ground, and
between (B1) and chassis ground as shown in [FIG. 7].
The measured resistance between connector (B1) and chassis ground is 1Ω or less. The short to ground
circuit is between terminal 1 of connector (C) and terminal 1 of connector (B1).
● Testing For Voltage Drop

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

Main symptom Diagnostic procedure Also check for
Unable to start 1. Test the battery
(Engine does not turn 2. Test the starter
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over) 3. Inhibitor switch (A/T) or clutch start switch (M/T)
Unable to start 1. Test the battery • DTC
(Incomplete 2. Check the fuel pressure • Low compression
combustion) 3. Check the ignition circuit • Intake air leaks
4. Troubleshooting the immobilizer system • Slipped or broken
(In case of immobilizer lamp flashing) timing belt
• Contaminated fuel
Difficult to start 1. Test the battery • DTC
2. Check the fuel pressure • Low compression
3. Check the ECTS and circuit (Check DTC) • Intake air leaks
4. Check the ignition circuit • Contaminated fuel
• Weak ignition spark
Poor idling 1. Check the fuel pressure
(Rough, unstable or 2. Check the Injector • DTC
incorrect Idle) 3. Check the long term fuel trim and short term fuel trim • Low compression
(Refer to CUSTOMER DATASTREAM) • Intake air leaks
4. Check the idle speed control circuit (Check DTC) • Contaminated fuel
5. Inspect and test the Throttle Body • Weak ignition spark
6. Check the ECTS and circuit (Check DTC)
Engine stall 1. Test the Battery
• DTC
2. Check the fuel pressure
• Intake air leaks
3. Check the idle speed control circuit (Check DTC)
• Contaminated fuel
4. Check the ignition circuit
• Weak ignition spark
5. Check the CKPS Circuit (Check DTC)
Poor driving 1. Check the fuel pressure
(Surge) 2. Inspect and test Throttle Body • DTC
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3. Check the ignition circuit • Low compression
4. Check the ECTS and Circuit (Check DTC) • Intake air leaks
5. Test the exhaust system for a possible restriction • Contaminated fuel
6. Check the long term fuel trim and short term fuel trim • Weak ignition spark
(Refer to CUSTOMER DATASTREAM)
Knocking 1. Check the fuel pressure
2. Inspect the engine coolant • DTC
3. Inspect the radiator and the electric cooling fan • Contaminated fuel
4. Check the spark plugs
Poor fuel economy 1. Check customer's driving habitsIs
· A/C on full time or the defroster mode on?
· Are tires at correct pressure? • DTC
· Is excessively heavy load being carried? • Low compression
· Is acceleration too much, too often? • Intake air leaks
2. Check the fuel pressure • Contaminated fuel
3. Check the injector • Weak ignition spark
4. Test the exhaust system for a possible restriction
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5. Check the ECTS and circuit
Hard to refuel 1. Test the canister close valve
(Overflow during 2. Inspect the fuel filler hose/pipe • Malfunctioning gas
refueling) · Pinched, kinked or blocked? station filling nozzle (If
· Filler hose is torn this problem occurs at a
3. Inspect the fuel tank vapor vent hose between the canister specific gas station
and fuel tank air filter during refueling)
4. Check the canister
Fuel System > Engine Control System > Description and Operation
OBD-II review
1. Overview
The California Air Resources Board (CARB) began regulation of On Board Diagnostics (OBD) for vehicles sold in
California beginning with the 1988 model year. The first phase, OBD-I, required monitoring of the fuel metering
system, Exhaust Gas Recirculation (EGR) system and additional emission related components. The Malfunction
Indicator Lamp (MIL) was required to light and alert the driver of the fault and the need for repair of the emission
control system. Associated with the MIL was a fault code or Diagnostic Trouble Code (DTC) 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,
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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)
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2) MIL (Malfunction indication lamp) - MIL activity by transistor
The Malfunction Indicator Lamp (MIL) is connected between ECM or PCM-terminal Malfunction Indicator Lamp
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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
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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) Drive cycle
A Drive Cycle is when a vehicle is operation (following an engine-off period) for a 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.
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 Cycle is when a vehicle is driven under the conditions for one or more of the monitors is completed. After
repairing the vehicle for an emission related fault, dirving the vehicle under the conditions to run the monitor for the
system is concidered a Trip.
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.
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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
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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
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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.
9) A/C system component monitoring
Requirement:
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If a vehicle incorporates an engine control strategy that alters off idle fuel and/or spark control when the A/C system
is on, the OBD II system shall monitor all electronic air conditioning system components for malfunctions that cause
the system to fail to invoke the alternate control while the A/C system is on or cause the system to invoke the
alternate control while the A/C system is off.
Additionally, the OBD II system shall monitor for malfunction all electronic air conditioning system components that
are used as part of the diagnostic strategy for any other monitored system or component.
Implementation plan:
No engine control strategy incorporated that alters offidle fuel and/or spark control when A/C system is on.
Malfuction of A/C system components is not used as a part of the diagnostic strategy for other monitored system or
component.
Fuel System > Engine Control System > Components and Components Location
Components Location
Page 22 of 188
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Page 23 of 188
1. Engine Control Module (ECM) 16. A/C Pressure Transducer (APT)
2. Manifold Absolute Pressure Sensor (MAPS) 17. ETC Motor [integrated into ETC Module]
3. Intake Air Temperature Sensor (IATS) 18. Injector
4. Engine Coolant Temperature Sensor (ECTS) 19. Purge Control Solenoid Valve (PCSV)
5. Throttle Position Sensor (TPS) [integrated into ETC 20. CVVT Oil Control Valve (OCV) [Bank 1 /
Module] Intake]
6. Crankshaft Position Sensor (CKPS) 21. CVVT Oil Control Valve (OCV) [Bank 1 /
7. Camshaft Position Sensor (CMPS) [Bank 1 / Intake] Exhaust]
8. Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust] 22. Variable Intake Solenoid (VIS) Valve
9. Knock Sensor (KS) 23. Fuel Pressure Control Valve (FPCV)
10. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 1] 24. Canister Close Valve (CCV)
11. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 2] 25. Ignition Coil
12. Rail Pressure Sensor (RPS) 26. Main Relay
13. Accelerator Position Sensor (APS) 27. Fuel Pump Relay
14. Fuel Tank Pressure Sensor (FTPS) 28. Data Link Connector (DLC) [16-Pin]
15. Fuel Level Sender (FLS) 29. Multi-Purpose Check Connector [20-Pin]
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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)

17. ETC Motor
6. Crankshaft Position Sensor (CKPS) 7. Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
8. Camshaft Position Sensor (CMPS) [Bank 1 /
Exhaust]
Page 24 of 188
9. Knock Sensor (KS) 10. Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
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11. Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] 12. Rail Pressure Sensor (RPS)
18. Injector
13. Accelerator Position Sensor (APS) 14. Fuel Tank Pressure Sensor (FTPS)
15. Fuel Level Sender (FLS) 16. A/C Pressure Transducer (APT)
Page 25 of 188
19. Purge Control Solenoid Valve (PCSV) 20. CVVT Oil Control Valve (OCV) [Bank 1 / Intake]
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21. CVVT Oil Control Valve (OCV) [Bank 1 / 22. Variable Intake Solenoid (VIS) Valve
Exhaust]
23. Fuel Pressure Control Valve (FPCV) 24. Canister Close Valve (CCV)
25. Ignition Coil 26. Main Relay

27. Fuel Pump Relay
29. Multi-Purpose Check Connector [20-Pin]
Page 26 of 188
28. Data Link Connector (DLC) [16-Pin]
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Fuel System > Engine Control System > Engine Control Module (ECM) > Schematic Diagrams
ECM Terminal And Input/Output signal [M/T]
ECM Terminal Function (M/T)

Connector [EGGM-AG]
Pin
Description Connected to
No.
1 Injector (Cylinder #3) [High] control output Injector (Cylinder #3)
3 Injector (Cylinder #2) [Low] control output Injector (Cylinder #2)
4 -
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] heater Heated Oxygen Sensor (HO2S) [Bank
5
control output 1/Sensor 1]
6 -
Page 27 of 188
7 Supply power (+5V) Cruise control switch
8 -
9 -
10 -
11 -
12 Immobilizer indication lamp control output Cluster
13 -
14 Cooling fan relay [High] control output Cooling fan relay [High]
CVVT Oil Control Valve (OCV) [Bank 1/Exhaust] control CVVT Oil Control Valve (OCV) [Bank
15
output 1/Exhaust]
19 -
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Heated Oxygen Sensor (HO2S) [Bank 1/Sensor2] heater Heated Oxygen Sensor (HO2S) [Bank
20
control output 1/Sensor 2]
21 -
22 -
Engine Coolant Temperature Sensor (ECTS)
23 Engine Coolant Temperature Sensor (ECTS) signal input
Engine Coolant Temperature Sensor

24 Sensor ground
(ECTS)
25 -
26 Fuel Tank Pressure Sensor (FTPS) signal input Fuel Tank Pressure Sensor (FTPS)
Fuel pump relay control output (Without Immobilizer) Fuel pump relay
27 Canister Close Valve (CCV) control output (With
Immobilizer)
28 -
29 A/C compressor relay control output A/C compressor relay
30 -
31 Ignition coil (Cylinder #3) control output Ignition coil (Cylinder #3)
34 Fuel Pressure Control Valve (FPCV) [High] control output Fuel Pressure Control Valve (FPCV)
35 ETC motor [-] control output ETC motor
36 -
37 Knock Sensor (KS) signal input Knock Sensor (KS)
38 Sensor ground Knock Sensor (KS)
Page 28 of 188
39 Blower switch Max. siganl input Heater control module
40 Brake Light switch signal input Brake switch
41 Wheel Speed Sensor [B] signal input [without ABS/ESC] Wheel Speed Sensor (WSS)
42 Wheel Speed Sensor [A] signal input [without ABS/ESC] Wheel Speed Sensor (WSS)
43 -
44 -
CVVT Oil Control Valve (OCV) [Bank 1/Intake] control CVVT Oil Control Valve (OCV) [Bank
45
output 1/Intake]
49 Fuel Pressure Control Valve (FPCV) [Low] control output Fuel Pressure Control Valve (FPCV)
50 ETC motor [+] control output ETC motor
51 -
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52 -
53 Brake Test switch signal input Brake switch
54 -
55 Clutch switch signal input Clutch switch
56 Electric load signal input [Defrost] Alternator
57 Alternator COM signal output Alternator
58 -
59 Cooling fan relay [Low] control output Cooling fan relay
60 Variable Intake Solenoid (VIS) valve control output Variable Intake Solenoid (VIS) valve
Connector [EGGM-KG]
Pin
No.
1 ECM ground Chassis ground
4 Battery power (B+) Main relay
5 Battery power (B+) Battery
6 Battery power (B+) Battery
8 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 2]
Accelerator Position Sensor (APS) 1 signal
9 Accelerator Position Sensor (APS) 1
input
10 Sensor ground Accelerator Position Sensor (APS) 2
Page 29 of 188
11 -
12 Sensor ground Fuel Tank Pressure Sensor (FTPS)
13 -
14 Throttle Position Sensor (TPS) 1 signal input Throttle Position Sensor (TPS) 1
15 -
16 -
17 Fuel Level signal input Fuel Level Sender (FLS)
18 Sensor power (+5V) Accelerator Position Sensor (APS) 2
19 -
20 Sensor power (+5V)
A/C Pressure Transducer (APT)
21 -
22 Wiper switch signal input Wiper switch
23 -
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24 Alternator PWM signal output Alternator
25 -
26 -
27 -
28 -
29 Ignition switch signal input
Heated Oxygen Sensor (HO2S) [Bank 1 /
30 Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 2]
Sensor 2] signal input
Accelerator Position Sensor (APS) 2 signal
31 Accelerator Position Sensor (APS) 2
input
33 -
34 -
35 Sensor ground Throttle Position Sensor (TPS)
37 -
38 -
39 Sensor power (+5V) Throttle Position Sensor (TPS) 1,2
Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust]
Page 30 of 188
43 A/C switch input A/C control module
44 A/C pressure switch A/C control module
45 A/C Pressure Transducer (APT) signal input A/C Pressure Transducer (APT)
46 Vehicle speed signal input Vehicle Speed Sensor
47 -
48 -
49 -
Malfunction Indicator Lamp (MIL) control
50 Malfunction Indicator Lamp (MIL)
output
51 -
52 VS-/IP- (Common Ground for VS, IP) Heated Oxygen Sensor [Bank 1/Sensor 1]
53 Rc/Rp (Pump Cell Voltage) Heated Oxygen Sensor [Bank 1/Sensor 1]
54 -
55 -
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56 Ground Cruise Control Switch
57 -
58 Rail Pressure Sensor (RPS) signal input Rail Pressure Sensor (RPS)
59 Cruise Control Switch signal input Cruise Control Switch
60 Start signal input PDM module
61 LIN communication signal input Battery sensor
62 -
Other control module, Data Link Connector (DLC), Multi-
63 CAN [Low]
Purpose Check Connector
64 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust]
Camshaft Position Sensor (CMPS) [Bank 1 /
65 Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust]
Exhaust] signal input
66 -
Crankshaft Position Sensor (CKPS) [B] signal
67 Crankshaft Position Sensor (CKPS)
input
68 -
69 -
70 -
71 -
Purge Control Solenoid Valve (PCSV) control
72 Purge Control Solenoid Valve (PCSV)
output
73 -
74 VS+ (NERNST Cell Voltage) Heated Oxygen Sensor [Bank 1/Sensor 1]
75 Rc (Compensative Resistance) Heated Oxygen Sensor [Bank 1/Sensor 1]
Page 31 of 188
76 Sensor ground Rail Pressure Sensor (RPS)
77 Sensor ground A/C Pressure Transducer (APT)
78 Sensor ground Manifold Absolute Pressure Sensor (MAPS)
79 Intake Temperature Sensor (IATS) signal input Intake Temperature Sensor (IATS)
80 Manifold Absolute Pressure Sensor (MAPS)
signal input
81 -
82 -
Smart Key Control Module [With Button Engine Start
System]
83 Immobilizer communication line
Immobilizer Control Module [Without Button Engine Start
System]
84 -
85 CAN [High]
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86 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
87 Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
Intake] signal input
88 Head lamp switch input Multi-function switch
Crankshaft Position Sensor (CKPS) [A] signal
input
Canister Close Valve (CCV) control output
(Without Immobilizer)
90
Fuel pump relay control output (With
Fuel pump relay
Immobilizer)
91 -
92 -
93 Main relay control output Main relay
94 Start relay (Low) control output Start relay
ECM Terminal Input/Output Signal (M/T)

Connector [EGGM-AG]
Pin
Description Condition Type Level
No.
Relay DC
1 Injector (Cylinder #3) [High] control output 71V
ON/OFF voltage
Relay DC
ON/OFF voltage
Relay OFF DC 71V
3 Injector (Cylinder #2) [Low] control output
Relay ON voltage Max. 1.0V
Page 32 of 188
4 -
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] Relay OFF DC Battery voltage
5
heater control output Relay ON voltage Max. 1.65V
6 -
7 Supply power (+5V)
8 -
9 -
10 -
11 -
12 -
13 Immobilizer indication lamp control output
Relay OFF DC Battery voltage
14 Cooling fan relay [High] control output
High: Battery
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CVVT Oil Control Valve (OCV) [Bank 1/Exhaust] voltage
15 Idle Pulse
control output
Low: Max. 1.65V
Relay DC
ON/OFF voltage
Relay DC
ON/OFF voltage
Relay OFF DC 71V
19 -
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor2] Relay OFF DC Battery voltage
20
heater control output Relay ON voltage Max. 1.65V
21 -
22 -
23 Engine Coolant Temperature Sensor (ECTS) signal input Idle Analog 0.270 ~ 4.77V
DC
24 Sensor ground Idle Max. 50mV
voltage
25 -
26 Fuel Tank Pressure Sensor (FTPS) signal input Idle Analog 0.3343 ~ 0.4667V
Canister Close Valve (CCV) control output (With Active DC Battery voltage
Immobilizer) Inactive voltage Max. 1.76V
27
Fuel pump relay control output (Without Immobilizer)
28 -
Page 33 of 188
29 A/C compressor relay control output
30 -
1st voltage: 370 ~
430V
31 Ignition coil (Cylinder #3) control output Idle Pulse
ON voltage: Max.
2.2V
1st voltage: 370 ~
430V
ON voltage: Max.
2.2V
Relay OFF DC 71V
Fuel Pressure Control Valve (FPCV) [High] control Relay DC
34 16V
output ON/OFF voltage
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High: Battery
35 ETC motor [-] control output Idle Pulse voltage
Low: Max. 1.0V
36 -
Knocking Variable
37 Knock Sensor (KS) signal input
Normal Frequency
Knocking Variable
38 Sensor ground
Normal Frequency
39 Blower switch Max. siganl input
ON DC Battery voltage
40 Brake Light switch signal input
OFF voltage Max. 2.25V
41 Wheel Speed Sensor [B] signal input [without ABS/ESC]
42 Wheel Speed Sensor [A] signal input [without ABS/ESC]
43 -
44 -
High: Battery
CVVT Oil Control Valve (OCV) [Bank 1/Intake] control voltage
45 Idle Pulse
output
Low: Max. 1.65V
1st voltage: 370 ~
430V
ON voltage: Max.
2.2V
Page 34 of 188
1st voltage: 370 ~
430V
ON voltage: Max.
2.2V
Relay OFF DC 71V
Fuel Pressure Control Valve (FPCV) [Low] control Relay OFF DC 16V
49
output Relay ON voltage Max. 1.0V
High: Battery
50 ETC motor [+] control output Idle Pulse voltage
Low: Max. 1.0V
51 -
52 -
53 Brake Test switch signal input
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54 -
55 Clutch switch signal input
56 Electric load signal input [Defrost]
High: Battery
57 Alternator COM signal output Idle Pulse voltage
Low: Max. 0.6V
58 -
59 Cooling fan relay [Low] control output
60 Variable Intake Solenoid (VIS) valve control output
Connector [EGGM-KG]
Pin
No.
DC
1 ECM ground Idle Max. 50mV
voltage
DC
voltage
DC
voltage
IG OFF DC Max. 1.0V
4 Battery power (B+)
IG ON voltage Battery voltage
Page 35 of 188
IG OFF DC Max. 1.0V
IG OFF DC Max. 1.0V
IG OFF DC Max. 1.0V
DC
voltage
9 Accelerator Position Sensor (APS) 1 signal input Idle Analog 0.674 ~ 4.379 V
DC
voltage
11 -
DC
voltage
13 -
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14 Throttle Position Sensor (TPS) 1 signal input Idle Analog 0.33 ~ 4.72 V
15 -
16 -
17 Fuel Level signal input Idle Analog 0.193 ~ 4.0V
IG OFF DC Max. 0.5V
IG ON voltage 4.9 ~ 5.1V
19 -
IG OFF DC Max. 0.5V
21 -
22 Wiper switch signal input
OFF voltage Max. 2V
23 Neutral switch signal input
High: Battery voltage
24 Alternator PWM signal output Idle Pulse
Low: Max. 1.5V
25 -
26 -
27 Auto Stop Lamp output
28 -
IG OFF DC Max. 1.0V
29 Ignition switch signal input
Page 36 of 188
Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 2] Engine Rich: 0.6 ~ 1.0V
30 Analog
signal input Running Lean: Max. 0.4V
DC
voltage
33 -
34 -
DC
voltage
37 -
38
IG OFF DC Max. 0.5V
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IG OFF DC Max. 0.5V
IG OFF DC Max. 0.5V
IG OFF DC Max. 0.5V
43 A/C switch input
44 A/C pressure switch
45 A/C Pressure Transducer (APT) signal input A/C ON Analog 0.348 ~ 4.63 V
High: Min. 5.4V
46 Vehicle speed signal input Idle Pulse
Low: Max. 2.25V
47 -
48 -
49 -
50 Malfunction Indicator Lamp (MIL) control output
51 -
DC
52 VS-/IP- (Common Ground for VS, IP) Idle Max. 50mV
voltage
53 Rc/Rp (Pump Cell Voltage) Idle Analog 0 ~ 5.1V
54 -
55 -
56 Ground
57 -
Page 37 of 188
58 Rail Pressure Sensor (RPS) signal input Idle Analog 0.43 ~ 3.46V
59 Cruise Control Switch signal input
60 Start signal input
OFF voltage Max. 2V
RECESSIVE max 5.6V (at 14V)
61 LIN communication signal input Pulse
DOMINANT min 8.4V (at 14V)
62 -
RECESSIVE 2.0 ~ 3.0V
63 CAN [Low] Pulse
DOMINANT 0.5 ~ 2.25V
DC
voltage
Camshaft Position Sensor (CMPS) [Bank 1 / High: min. 4.8V
65 Idle Pulse
Exhaust] signal input Low: Max. 0.6V
66 -
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67 Crankshaft Position Sensor (CKPS) [B] signal input Idle Pulse Vp_p: Min. 1.0V
68 -
69 -
70 -
71 -
72 Purge Control Solenoid Valve (PCSV) control output
73 -
74 VS+ (NERNST Cell Voltage) Idle Analog 0 ~ 5.1V
75 Rc (Compensative Resistance) Idle Analog 0 ~ 5.1V
DC
76 Sensor ground Idle -
voltage
DC
voltage
DC
voltage
79 Intake Temperature Sensor (IATS) signal input Idle Analog 0.209 ~ 4.756V
Manifold Absolute Pressure Sensor (MAPS) signal
80 Idle Analog 0.6683 ~ 4.346V
input
81 -
82 -
Page 38 of 188
High: Min. 8.4V(at
When 14V)
83 Immobilizer communication line Pulse
transmitting Low: Max. 6.44V(at
14V)
84 -
85 CAN [High] Pulse
DC
voltage
Camshaft Position Sensor (CMPS) [Bank 1 / Intake] High: min. 4.8V
87 Idle Pulse
signal input Low: Max. 0.6V
88 Head lamp switch input
89 Crankshaft Position Sensor (CKPS) [A] signal input Idle Pulse Vp_p: Min. 1.0V
Canister Close Valve (CCV) control output (Without Active DC Battery voltage
Immobilizer) Inactive voltage Max. 1.76V
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90
Fuel pump relay control output (With Immobilizer)
91 -
92 -
93 Main relay control output
94 Start relay control output
ECM Terminal And Input/Output signal [A/T]
ECM Terminal Function (A/T)

Connector [EGGA-AG]
Pin
No.
Page 39 of 188
5 -
6 -
7 Purge Control Solenoid Valve (PCSV) control output Purge Control Solenoid Valve (PCSV)
8 Start relay control output Start relay
9 -
10 -
Manifold Absolute Pressure Sensor
11 Sensor power (+5V) (MAPS)
13 Sensor ground
(ECTS)
14 -
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16 -
17 -
18 Sensor power (+5V) Throttle Position Sensor (TPS) 1,2
20 Ground Cruise control switch
21 -
22 -
23 -
Heated Oxygen Sensor [Bank 1/Sensor 1] heater control
24 Heated Oxygen Sensor [Bank 1/Sensor 1]
output
Heated Oxygen Sensor [Bank 1/Sensor 2] heater control
25 Heated Oxygen Sensor [Bank 1/Sensor 2]
output
26 -
27 -
28 -
29 -
30 A/C pressure switch signal input A/C pressure switch
31 A/C switch signal input A/C switch
32 Sensor ground Throttle Position Sensor (TPS) 1,2
33 -
35 -
Page 40 of 188
36 -
37 -
38 -
39 -
40 -
41 Sensor ground Heated Oxygen Sensor [Bank 1/Sensor 2]
42 -
43 -
44 -
45 -
46 -
47 -
48 -
49 -
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50 -
51 Alternator PWM signal output Alternator
52 -
53 Brake switch signal input Brake switch
54 Accelerator Position Sensor (APS) 1 signal input Accelerator Position Sensor (APS) 1
55 Blower switch Max. signal input Heater & A/C control module
56 Accelerator Position Sensor (APS) 2 signal input Accelerator Position Sensor (APS) 2
57 -
58 -
59 -
60 Sensor ground Knock Sensor (KS)
61 Knock Sensor (KS) signal input Knock Sensor (KS)
68 -
69 -
70 -
71 -
Page 41 of 188
72 -
73 -
74 -
75 -
76 -
77 Fuel Tank Pressure Sensor (FTPS) signal input Fuel Tank Pressure Sensor (FTPS)
78 Fuel Level Sender (FLS) signal input Fuel Level Sender (FLS)
79 Cruise control switch signal Cruise control switch
80 -
81 -
82 Engine Coolant Temperature Sensor (ECTS) signal input
(ECTS)
83 VS-/IP- (Common Ground for VS, IP) Heated Oxygen Sensor [Bank 1/Sensor 1]
84 VS+ (NERNST Cell Voltage) Heated Oxygen Sensor [Bank 1/Sensor 1]
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85 Fuel Pressure Control Valve (FPCV) [Low] control output Fuel Pressure Control Valve (FPCV)
86 Fuel Pressure Control Valve (FPCV) [High] control output Fuel Pressure Control Valve (FPCV)
87 -
88 -
89 -
90 -
91 -
92 -
93 -
94 -
95 -
96 -
97 -
98 -
99 -
100 -
101 -
102 -
103 Heated Oxygen Sensor [Bank 1/Sensor 2] signal input Heated Oxygen Sensor [Bank 1/Sensor 2]
104 Rc/Rp (Pump Cell Voltage) Heated Oxygen Sensor [Bank 1/Sensor 1]
105 Rc (Compensative Resistance) Heated Oxygen Sensor [Bank 1/Sensor 1]
Connector [EGGA-KG]
Page 42 of 188
Pin
No.
3 Battery power (B+) Ignition switch
5 Battery power (B+) Ignition switch
7 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust]
8 Sensor ground Manifold Absolute Pressure Sensor (MAPS)
9 -
10 Sensor ground Rail Pressure Sensor (RPS)
11 -
12 -
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Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust]
14 -
A/C Pressure Transducer (APT)
16 Alternator COM signal output Alternator
17 -
18 -
19 -
20 Cooling fan relay [Low] control output Cooling fan relay
21 -
22 ETC motor [-] control output ETC motor
23 ETC motor [+] control output ETC motor
24 -
25 Sensor ground A/C Pressure Transducer (APT)
26 Manifold Absolute Pressure Sensor (MAPS)
signal input
27 Rail Pressure Sensor (RPS) signal input Rail Pressure Sensor (RPS)
Intake Air Temperature Sensor (IATS) signal
28 Intake Air Temperature Sensor (IATS)
input
29 Electric load signal input [Defrost] Alternator
30 Electric load signal input [Head lamp switch] Alternator
31 -
Page 43 of 188
32 -
33 -
34 -
35 -
36 Cooling fan relay [High] control output Cooling fan relay
(Without Immobilizer)
37
Fuel pump relay control output (With
Fuel pump relay
Immobilizer)
38 -
CVVT Oil Control Valve (OCV) [Bank
39 CVVT Oil Control Valve (OCV) [Bank 1/Exhaust]
1/Exhaust] control output
41 -
42 Sensor ground Fuel Tank Pressure Sensor (FTPS)
cardiagn.com
43 -
44 A/C Pressure Transducer (APT) signal input A/C Pressure Transducer (APT)
45 -
46 Brake Light switch signal input Brake switch
47 Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust]
Exhaust] signal input
48 -
49 Wiper switch signal input Wiper switch
50 Main relay control output Main relay
Fuel pump relay control output (Without
Fuel pump relay
Immobilizer)
51
(With Immobilizer)
52 -
53 -
54 Immobilizer indication lamp control output Immobilizer indication lamp
55 -
CVVT Oil Control Valve (OCV) [Bank
56 CVVT Oil Control Valve (OCV) [Bank 1/Intake]
1/Intake] control output
58 -
59 -
Page 44 of 188
60 CAN [High]
Smart Key Control Module [With Button Engine Start
System]
61 Immobilizer communication line
Immobilizer Control Module [Without Button Engine Start
System]
62 LIN communication signal input Battery sensor
63 -
64 Vehicle speed signal input Vehicle Speed Sensor
65 -
66 Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
Intake] signal input
67 Start signal input PDM module
68 Ignition switch signal input Ignition switch
69 -
cardiagn.com
70 -
71 Start relay control output Start relay
72 -
73 -
76 -
77 CAN [Low]
78 Sensor ground Crankshaft Position Sensor (CKPS)
input
80 Sensor ground Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
Wheel Speed Sensor [B] signal input [without
81 Wheel Speed Sensor (WSS)
ABS/ESC]
Wheel Speed Sensor [A] signal input [without
82 Wheel Speed Sensor (WSS)
ABS/ESC]
83 A/C compressor relay control output A/C compressor relay
84 -
Variable Intake Solenoid (VIS) Valve control
85 Variable Intake Solenoid (VIS) Valve
output
86 -
87 -
Page 45 of 188
Malfunction Indiation Lamp (MIL) control
88 Malfunction Indiation Lamp (MIL)
output
89 -
90 -
ECM Terminal Input/Output Signal (A/T)

Connector [EGGA-AG]
Pin
No.
Relay DC
ON/OFF voltage
Relay DC
ON/OFF voltage
Relay DC
ON/OFF voltage
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Relay DC
ON/OFF voltage
5 -
6 -
7 Purge Control Solenoid Valve (PCSV) control output
8 Start relay control output
9 -
10 -
IG OFF DC Max. 0.5V
DC
voltage
14 -
IG OFF DC Max. 0.5V
16 -
17 -
IG OFF DC Max. 0.5V
Page 46 of 188
IG OFF DC Max. 0.5V
DC
20 Ground Idle Max. 50mV
voltage
21 -
22 -
23 -
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1] heater Relay OFF DC Battery voltage
24
control output Relay ON voltage Max. 1.65V
Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2] heater Relay OFF DC Battery voltage
25
control output Relay ON voltage Max. 1.65V
26 -
27 -
28 -
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29 -
30 A/C pressure switch signal input
OFF voltage Max. 2V
31 A/C switch signal input
OFF voltage Max. 2V
DC
voltage
33 -
35 -
36 -
37 -
38 -
39 -
40 -
DC
voltage
42 -
43 -
44 -
45 -
46 -
47 -
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48 -
49 -
50 -
High: Battery
51 Alternator PWM signal output Idle Pulse voltage
Low: Max. 1.5V
52 -
53 Brake switch signal input
ON DC Max. 1.0V
55 Blower switch Max. signal input
OFF voltage Battery voltage
57 -
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58 -
59 -
Knocking Variable
60 Sensor ground
Normal Frequency
Knocking Variable
61 Knock Sensor (KS) signal input
Normal Frequency
DC
voltage
DC
voltage
Relay OFF DC 71V
Relay OFF DC 71V
Relay OFF DC 71V
Relay OFF DC 71V
68 -
69 -
70 -
71 -
72 -
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73 -
74 -
75 -
76 -
0.3343 ~
77 Fuel Tank Pressure Sensor (FTPS) signal input Idle Analog
0.4667V
78 Fuel Level signal input Idle Analog 0.193 ~ 4.0V
79 Cruise control switch signal
80 -
81 -
82 Engine Coolant Temperature Sensor (ECTS) signal input Idle Analog 0.270 ~ 4.77V
DC
83 VS-/IP- (Common Ground for VS, IP) Idle Max. 50mV
voltage
84 VS+ (NERNST Cell Voltage) Idle Analog 0 ~ 5.1V
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Relay OFF DC 16V
85 Fuel Pressure Control Valve (FPCV) [Low] control output
Relay DC
86 Fuel Pressure Control Valve (FPCV) [High] control output 16V
ON/OFF voltage
87 -
88 -
89 -
90 -
91 -
92 -
93 -
94 -
95 -
96 -
97 -
98 -
99 -
100 -
101 -
102 -
Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 2] signal Engine Rich: 0.6 ~ 1.0V
103 Analog
input Running Lean: Max. 0.4V
104 Rc/Rp (Pump Cell Voltage) Idle Analog 0 ~ 5.1V
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105 Rc (Compensative Resistance) Idle Analog 0 ~ 5.1V
Connector [EGGA-KG]
Pin
No.
1 ECM ground Idle DC voltage Max. 50mV
IG OFF Max. 1.0V
3 Battery power (B+) DC voltage
IG ON Battery voltage
IG OFF Max. 1.0V
IG OFF Max. 1.0V
7 Sensor ground Idle DC voltage Max. 50mV
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9 -
11 -
12 -
IG OFF Max. 0.5V
13 Sensor power (+5V) DC voltage
IG ON 4.9 ~ 5.1V
14 -
IG OFF Max. 0.5V
15 Sensor power (+5V) DC voltage
IG ON 4.9 ~ 5.1V
16 Alternator COM signal output Idle Pulse
Low: Max. 0.6V
17 -
18 -
19 -
Relay OFF Battery voltage
20 Cooling fan relay [Low] control output DC voltage
Relay ON Max. 1.76V
21 -
22 ETC motor [-] control output Idle Pulse
Low: Max. 1.0V
23 ETC motor [+] control output Idle Pulse
Low: Max. 1.0V
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24 -
Manifold Absolute Pressure Sensor (MAPS) signal
26 Idle Analog 0.6683 ~ 4.346V
input
27 Rail Pressure Sensor (RPS) signal input Idle Analog 0.43 ~ 3.46V
28 Intake Temperature Sensor (IATS) signal input Idle Analog 0.209 ~ 4.756V
ON Battery voltage
29 Electric load signal input [Defrost] DC voltage
OFF Max. 2.25V
ON Max. 2.25V
30 Electric load signal input [Head lamp switch] DC voltage
OFF Battery voltage
31 -
32 -
33 -
34 -
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35 -
36 Cooling fan relay [High] control output DC voltage
Relay ON Max. 1.76V
Canister Close Valve (CCV) control output Active Battery voltage
DC voltage
(Without Immobilizer) Inactive Max. 1.76V
37
Fuel pump relay control output (With Immobilizer) DC voltage
Relay ON Max. 1.44V
38 -
CVVT Oil Control Valve (OCV) [Bank High: Battery voltage
39 Idle Pulse
1/Exhaust] control output Low: Max. 1.65V
1st voltage: 370 ~
430V
ON voltage: Max.
2.2V
41 -
43 -
44 A/C Pressure Transducer (APT) signal input A/C ON Analog 0.348 ~ 4.63 V
45 -
ON Battery voltage
46 Brake Light switch signal input DC voltage
OFF Max. 2.25V
47 Idle Pulse
Exhaust] signal input Low: Max. 0.6V
Page 51 of 188
48 -
ON Battery voltage
49 Wiper switch signal input DC voltage
OFF Max. 2V
50 Main relay control output DC voltage
Relay ON Max. 1.7V
Canister Close Valve (CCV) control output (With Active Battery voltage
DC voltage
Immobilizer) Inactive Max. 1.76V
51
Fuel pump relay control output (Without Relay OFF Battery voltage
DC voltage
Immobilizer) Relay ON Max. 1.44V
52 -
53 -
54 Malfunction Indiation Lamp (MIL) control
55 -
CVVT Oil Control Valve (OCV) [Bank 1/Intake] High: Battery voltage
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56 Idle Pulse
control output Low: Max. 1.65V
1st voltage: 370 ~
430V
ON voltage: Max.
2.2V
58 -
59 -
60 CAN [High] Pulse
High: Min. 8.4V(at
When 14V)
61 Immobilizer communication line Pulse
transmitting Low: Max. 6.44V(at
14V)
RECESSIVE max 5.6V (at 14V)
62 LIN communication signal input Pulse
DOMINANT min 8.4V (at 14V)
63 -
High: Min. 5.4V
64 Vehicle speed signal input Idle Pulse
Low: Max. 2.25V
65 -
66 Idle Pulse
Intake] signal input Low: Max. 0.6V
ON Battery voltage
67 Start signal input DC voltage
OFF Max. 2V
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IG OFF Max. 1.0V
68 Ignition switch signal input DC voltage
69 -
70 -

71 Start relay control output DC voltage
Relay ON Max. 2.64V
72 -
73 -
1st voltage: 370 ~
430V
ON voltage: Max.
2.2V
IG OFF Max. 1.0V
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76 -
77 CAN [Low] Pulse
79 Idle Pulse Vp_p: Min. 1.0V
input
Wheel speed sensor [B] signal input [without SINE
81 Vehicle running Vp_p: Min. 0.2V
ABS/VDC] waveform
Wheel speed sensor [A] signal input [without SINE
82 Vehicle running Vp_p: Min. 0.2V
ABS/VDC] waveform
83 A/C compressor relay control output DC voltage
Relay ON Max. 1.0V
84 -
Variable Intake Solenoid (VIS) valve control Relay OFF Battery voltage
85 DC voltage
output Relay ON Max. 1.65V
86 -
87 -
88 Malfunction Indiation Lamp (MIL) control output
89 -
90 -
Page 53 of 188
1st voltage: 370 ~
430V
ON voltage: Max.
2.2V
Circuit Diagram
(M/T)
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(A/T)
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Fuel System > Engine Control System > Engine Control Module (ECM) > Repair procedures
Removal
Page 61 of 188
When replacing the ECM, the vehicle equipped with immobilizer must be performed the procedure as below.
[In the case of installing used ECM]
1. Perform "Neutral mode" procedure with GDS. (Refer to "Immobilizer" in BE group)
2. Insert the key and turn it to the IGN ON and OFF position.
Then the ECM key register process is completed automatically.
[In the case of installing new ECM]
- Insert the key and turn it to the IGN ON and OFF position.
1. Turn ignition switch OFF and disconnect the negative (-) battery cable.
2. Disconnect the ECM Connector (A).
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3. Remove the battery (Refer to "Charging System" in EM group).
4. Remove the mounting bolts and nut, and then remove the ECM bracket assembly (A).
Installation
When replacing the ECM, the vehicle equipped with immobilizer must be performed the procedure as below.
[In the case of installing used ECM]
1. Perform "Neutral mode" procedure with GDS. (Refer to "Immobilizer" in BE group)
2. Insert the key and turn it to the IGN ON and OFF position.
[In the case of installing new ECM]
- Insert the key and turn it to the IGN ON and OFF position.
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1. Installation is reverse of removal.
ECM installation bolt:

9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 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 1Ω
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.
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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).
Fuel System > Engine Control System > 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.
Page 63 of 188
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1. Dry bearing 5. Magnet
2. DC motor 6. Hall IC
3. Non-contact 7. Yoke
hall sensor 8. Stator
4. Gear
Schematic Diagram
Fuel System > Engine Control System > ETC (Electronic Throttle Control) System > Troubleshooting
Fail-Safe Mode
Page 64 of 188
Item Fail-Safe
ETC Motor Throttle valve stuck at 7°
TPS 1 fault ECM looks at TPS2
TPS TPS 2 fault ECM looks at TPS1
TPS 1,2 fault Throttle valve stuck at 7°
APS 1 fault ECM looks at APS 2
APS APS 2 fault ECM looks at 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)
Fuel System > Engine Control System > ETC (Electronic Throttle Control) System > Specifications
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Specification
[Throttle Position Sensor (TPS)]
Output Voltage (V)
Throttle angle(°)
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
Page 65 of 188
[ETC Motor]
Item Specification
Coil Resistance (Ω) 0.3 ~100 [20°C(68°F)]
Fuel System > Engine Control System > ETC (Electronic Throttle Control) System > Schematic
Diagrams
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Circuit Diagram
(M/T)
Page 66 of 188
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(A/T)
Page 67 of 188
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Fuel System > Engine Control System > 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.
Specification: Refer to “Specification”
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.
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4. Check that the resistance is within the 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 “Intake And Exhaust System” in EM group).
3. Disconnect the ETC module connector (A).
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4. Disconnect the coolant hoses (A).
5. Remove the installation bolts, and then remove the ETC module (A) from the engine.
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.
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Electronic throttle body Installation bolt:

9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Adjustment
ETC module learning procedure
When installing new ETC module or re-installing it, ETC module learning procedure must be performed.
1. Hold the ignition key or the start button at the IG ON position during 5 seconds.
2. Turn ignition swich OFF and then start the engine.
DTC codes (P0638, P2110) might be displayed if ETC module learning procedure does not performed after
replacing ETC module.
Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) > Description
and Operation
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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.
Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) > Specifications
Specification
Pressure
Output Voltage (V)
[kPa (kgf/cm², psi)]
20.0 (0.20, 2.9) 0.79
46.7 (0.47, 6.77) 1.84
101.3 (1.03, 14.7) 4.0
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Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) >
Troubleshooting
Signal Waveform
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Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) > Schematic
Diagrams
Circuit Diagram
(M/T)
Page 71 of 188
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(A/T)
Page 72 of 188
Fuel System > Engine Control System > Manifold Absolute Pressure Sensor (MAPS) > Repair
procedures
Inspection
2. Measure the output voltage of the MAPS at idle and IG ON.
Specification: Refer to "Specification"
Removal
2. Disconnect the manifold absolute pressure sensor connector (A).
3. Remove the installation bolt (B), and then remove the sensor from the surge tank.
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Installation

• Insert the sensor in the installation hole and be careful not to damage.
Manifold absolute pressure sensor installation bolt:

9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Fuel System > Engine Control System > 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
Page 73 of 188
Temperature Coefficient (NTC) Thermister and it's resistance changes in reverse proportion to the temperature.
Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Specifications
Specification
°C °F (kΩ)
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-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 1.56 ~ 1.74
60 140 0.54 ~ 0.62
80 176 0.29 ~ 0.34
Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Schematic Diagrams
Circuit Diagram
(M/T)
Page 74 of 188
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(A/T)
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Fuel System > Engine Control System > Intake Air Temperature Sensor (IATS) > Repair procedures
Inspection
2. Disconnect the IATS connector.
3. Measure resistance between the IATS terminals 3 and 4.
Fuel System > Engine Control System > 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 that changes resistance with the temperature.
The electrical resistance of the ECTS decreases as the temperature increases, and increases as the temperature
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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.
Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) > Specifications
Specification
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Temperature
Resistance (kΩ)
°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
Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) > Schematic
Diagrams
Circuit Diagram
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(M/T)
(A/T)
Page 77 of 188
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Fuel System > Engine Control System > Engine Coolant Temperature Sensor (ECTS) > Repair
procedures
Inspection
2. Remove the ECTS (Refer to "Removal").
3. After immersing the thermistor of the sensor into engine coolant, measure resistance between the ECTS terminals
3 and 4.
Removal
2. Disconnect the engine coolant temperature sensor connector (A).
3. Supplement the engine coolant (Refer to “Cooling System” in EM group).
Installation
Page 78 of 188

• Apply the engine coolant to the O-ring.
Engine Coolant Temperature Sensor installation :

29.4 ~ 39.2 N.m (3.0 ~ 4.0 kgf.m, 21.7 ~ 28.9 lb-ft)
Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Description and
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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 in ladder frame and generates alternating current by magnetic flux field which is made by the
sensor and the target wheel when the engine rotates. The target wheel consists of 58 slots and 2 missing slots on 360
CA (Crank Angle).
Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Specifications
Specification
Item Specification
774 ~ 946 [20°C
(68°F)]
Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Troubleshooting
Waveform
Page 79 of 188
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This example shows a typical Crankshaft Position Sensor(CkPS) and Camshaft Position Sensor(CMPS) waveform
at idle.The PCM controls the injection and ignition timing by using these signals.
Generally CkPS signal is used to detect the piston's position and CMPS signal is used to detect the Top Dead
Center of each cylinder.
Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Schematic Diagrams
Circuit Diagram
(M/T)
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(A/T)
Page 81 of 188
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Fuel System > Engine Control System > Crankshaft Position Sensor (CKPS) > Repair procedures
Inspection
1. Check signal waveform of CKPS and CMPS using a GDS.
Specification: Refer to “Waveform”
Removal
2. Disconnect the crankshaft position sensor connector (A) and remove the sensor (B) after removing the installation
bolt.
Installation

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• Apply the engine oil to the O-ring.
Crankshaft position sensor installation bolt:

7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
Fuel System > Engine Control System > 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.
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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.
Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Troubleshooting
Wave Form
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Fuel System > Engine Control System > Camshaft Position Sensor (CMPS) > Schematic Diagrams
Circuit Diagram
(M/T)
Page 85 of 188
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(A/T)
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Fuel System > Engine Control System > 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 while the engine is running or right after engine is turned off. The
part and engine oil is hot and can cause burns.
[Bank 1 / Intake]
2. Disconnect the camshaft position sensor connector (A).
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3. Remove the installation bolt (B), and then remove the sensor.
[Bank 1 / Exhaust]
2. Disconnect the camshaft position sensor connector (A).
3. Remove the hanger and the protector.
4. Remove the installation bolt (B), and then remove the sensor.
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Installation

• Apply the engine oil to the O-ring.
• Be careful not to damage the sensor housing and the connector.

• Be careful not to damage the O-ring.
Camshaft position sensor installation bolt:

7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
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Fuel System > Engine Control System > 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.
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Fuel System > Engine Control System > Knock Sensor (KS) > Specifications
Specification
Item Specification
Capacitance
950 ~ 1,350
(pF)
Resistance
4.87
(MΩ)
Fuel System > Engine Control System > Knock Sensor (KS) > Schematic Diagrams
Circuit Diagram
(M/T)
Page 89 of 188
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(A/T)
Fuel System > Engine Control System > Knock Sensor (KS) > Repair procedures
Removal
2. Remove the intake manifold (Refer to “Intake And Exhaust System” in EM group).
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3. Disconnect the injector connector (A).
4. Remove the installation bolt (B), and then remove the sensor from the cylinder block.
Installation

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Knock sensor installation bolt:

18.6 ~ 24.5 N.m (1.9 ~ 2.5 kgf.m, 13.7 ~ 18.1 lb-ft)
Fuel System > Engine Control System > 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 Manifold Catalytic Converter. The sensor output voltage 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.
Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Specifications
Specification
HO2S [Bank 1/Sensor 1]
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Item Specification
2.4 ~ 4.0
Heater Resistance (Ω)
[20°C(68°F)]
HO2S [Bank 1/Sensor 2]

Output
A/F Ratio (λ)
Voltage(V)
RICH 0.6 ~ 1.0
LEAN 0 ~ 0.4
Item Specification
Approx. 9.0
Heater Resistance (Ω)
[21°C(69.8°F)]
Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Troubleshooting
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Signal Waveform
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Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Schematic Diagrams
Circuit Diagram
(M/T)
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(A/T)
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Fuel System > Engine Control System > Heated Oxygen Sensor (HO2S) > Repair procedures
Inspection
2. Disconnect the HO2S connector.
3. Measure resistance between the HO2S terminals 4 and 5 [B1/S1].
4. Measure resistance between the HO2S terminals 3 and 4 [B1/S2].
Removal
2. Disconnect the connector (A), and then remove the sensor (B).
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Note that the SST (Part No.: 09392-2H100) is useful when removing the heated oxygen
sensor.
[Bank 1 / Sensor 1]
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[Bank 1 / Sensor 2]
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Installation

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• 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).
Heated oxygen sensor installation:

39.2 ~ 49.1 N.m (4.0 ~ 5.0 kgf.m, 28.9 ~ 36.2 lb-ft)
Fuel System > Engine Control System > Rail Pressure Sensor (RPS) > Description and Operation
Description
Rail Pressure Sensor (RPS) is installed on the delivery pipe and measures the instantaneous fuel pressure in the
delivery pipe. The sensing element (Semiconductor element) built in the sensor converts the pressure to voltage
signal. By using this signal, the ECM can control correct injection amount and timing and adjusts the fuel pressure
with the fuel pressure regulator valve if the target pressure and the actual pressure calculated by the RPS output
signal are different.
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Fuel System > Engine Control System > Rail Pressure Sensor (RPS) > Specifications
Specification
Fuel System > Engine Control System > Rail Pressure Sensor (RPS) > Troubleshooting
Signal Waveform
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Fuel System > Engine Control System > Rail Pressure Sensor (RPS) > Schematic Diagrams
Circuit Diagram
(M/T)
Page 99 of 188
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(A/T)
Fuel System > Engine Control System > Rail Pressure Sensor (RPS) > Repair procedures
Inspection
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2. Measure the output voltage of the RPS at idle and various engine speed.
Condition Output Voltage (V)
Idle Approx. 1.2
1,500 rpm 2.2 ~ 2.5
6,300 rpm Approx. 3.0
Removal
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. Remove the intake manifold (Refer to “Intake And Exhaust System” in EM group).
4. Disconnect the rail pressure sensor connector (A), and then remove the sensor (B) from the delivery pipe.
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Installation

Rail Pressure Sensor Installation:

29.4 ~ 34.3 N.m (3.0 ~ 3.5 kgf.m, 21.7 ~ 25.3 lb-ft)
Fuel System > Engine Control System > 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
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diagnostic system judges that it is abnormal.
Fuel System > Engine Control System > Accelerator Position Sensor (APS) > Specifications
Specification
Accelerator Output Voltage (V)
Position APS1 APS2
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C.T 0.7 ~ 0.8 0.275 ~ 0.475
W.O.T 3.8 ~ 4.4 1.75 ~ 2.35
Fuel System > Engine Control System > Accelerator Position Sensor (APS) > Schematic Diagrams
Circuit Diagram
(M/T)
Page 102 of 188
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(A/T)
Page 103 of 188
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Fuel System > Engine Control System > Accelerator Position Sensor (APS) > Repair procedures
Inspection
2. Turn the ignition switch ON.
3. Measure the output voltage of the APS 1 and 2 at C.T and W.O.T.
Fuel System > Engine Control System > 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.
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Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Specifications
Specification
Pressure [kPa (kgf/cm²,
Output Voltage (V)
in H2O)
-6.67 (-0.068, -26.8) 0.5
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0 2.5
+6.67 (0.068, 26.8) 4.5
Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Schematic Diagrams
Circuit Diagram
(M/T)
Page 105 of 188
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(A/T)
Fuel System > Engine Control System > Fuel Tank Pressure Sensor (FTPS) > Repair procedures
Inspection
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2. Measure the output voltage of the FTPS.
Removal
2. Remove the rear seat (Refer to "Seat" in BD group).
3. Remove the fuel pump service cover (A).
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4. Disconnect the fuel tank pressure sensor connector.
5. Remove the fuel tank pressure sensor (A) after releasing the hooks vertically.
Installation

• 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.
Fuel System > Engine Control System > 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
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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, and then settle at system voltage.
Fuel System > Engine Control System > Injector > Specifications
Specification
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Item Specification
Coil Resistance
1.5 [20°C(68°F)]
(Ω)
Fuel System > Engine Control System > Injector > Troubleshooting
Signal Waveform
Page 108 of 188
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Fuel System > Engine Control System > Injector > Schematic Diagrams
Circuit Diagram
(M/T)
Page 109 of 188
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(A/T)
Page 110 of 188
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Fuel System > Engine Control System > Injector > Repair procedures
Inspection
2. Disconnect the injector connector.
3. Measure resistance between the injector terminals 1 and 2.
Removal
In case of removing the high pressure fuel pump, high pressure fuel pipe, delivery pipe, and injector, there may be
injury caused by leakage of the high pressure fuel. Before repairing the high pressure system, be sure to release the
residual pressure in fuel line as step 2 in below procedure.
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3. Remove the delivery pipe & injector assembly (Refer to "Delivery Pipe" in this group).
4. Remove the connector (A) and the fixing clip (B), and then separate the injector from the delivery pipe.
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Installation
1. Combustion seal
2. Rubber washer
3. Support disc
4. O-ring
• Do not reuse the used injector fixing clip.

• Apply engine oil to the injector O-ring.

• Do not reuse the used injector O-ring.
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• Do not reuse the used bolt.
• When inserting the injector, be careful not to damage the injector tip.
• Do not reuse the support disc.

• Do not reuse the injector rubber washer.
• When replacing the rubber washer, the steal plate (A) part should be faced the cylinder installation part and the
rubber plate (B) part should be faced the injector body part.
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• Do not reuse the combustion seal.
Replacement
The injector combustion seal should be replaced new one to prevent leakage after removing the injector.
1. Remove the combustion seal (A) with a wire cutter.
Grip the sealing ring carefully, pull it to form a small loop and then cut it.
Be careful not to damage the surface of the valve sleeve with the wire
cutter.
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2. Before the assembly of the sealing ring the groove must be cleaned using a clean cloth.
Any coking of the injector sealing surface must be carefully removed with a brass-wire brush.
The surfaces of the new sealing ring must be clean and free of grease.
3. Place the seal installing guide (B) (SST No.: 09353-2B000) on the tip of the injector not to damage the injector
tip (A).
Push the sealing ring (C) with thumb and index finger over the conical assembly tool until it snaps into the groove.
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The complete assembly must not take longer than 2 to 3 seconds.
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4. To size the sealing ring the injector is first introduced into the sizing tool (A) (SST No.: 09353-2B000) and then
pressed and at the same time rotated 180° into the sizing tool.
5. Pull the injector out of the sizing tool by turning it in the reverse direction to that used for the press-in process.
Check that the seal ring has not been damaged during assembly to the injector and that no circumferential
scratches are present.
Do not reuse the combustion seal.
The seal must be completely free of grease and oil.
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6. Check the combustion seal (A) installation.
Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Description and
Operation
Description
Purge Control Solenoid Valve (PCSV) is installed on the surge tank and controls the passage between the canister
and the intake manifold. It is a solenoid valve and is open when the 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.
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Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Specifications
Specification
Item Specification
22.0 ~ 26.0
[20°C(68°F)]
Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Schematic Diagrams
Circuit Diagram
(M/T)
(A/T)
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Page 116 of 188
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Fuel System > Engine Control System > Purge Control Solenoid Valve (PCSV) > Repair procedures
Inspection
2. Disconnect the PCSV connector.
3. Measure resistance between the PCSV terminals 1 and 2.
Removal
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 after removing the bolt (C).
Installation
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• Use care to keep foreign material out of the valve.

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)
Fuel System > Engine Control System > 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.
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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 supplies the engine oil to the cam phaser or cuts the engine oil from the
cam phaser in accordance with the ECM PWM (Pulse With Modulation) control signal,
- the CVVT Oil Temperature Sensor (OTS) which measures the engine oil temperature,
-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.
Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Specifications
Specification
Item Specification
6.9 ~ 7.9
[20°C(68°F)]
Page 118 of 188
Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Schematic Diagrams
Circuit Diagram
(M/T)
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(A/T)
Page 119 of 188
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Fuel System > Engine Control System > CVVT Oil Control Valve (OCV) > Repair procedures
Inspection
2. Disconnect the OCV connector.
3. Measure resistance between the OCV terminals 1 and 2.
Removal
2. Disconnect the CVVT oil control valve connector (A).
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3. Remove the installation bolt (B), and then remove the valve from the engine.
[Bank 1 / Intake]
[Bank 1 / Exhaust]
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Installation

• Apply engine oil to the valve O-ring.

CVVT oil control valve installation bolt:

9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Fuel System > Engine Control System > 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).
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Engine VIS
Operation
condition valve
Increasing engine performance in low engine speed by reducing intake interference
Medium speed Closed
among cylinders
Low / High Minimizing intake resistance by shortening intake manifold length and increasing area
Open
speed of air entrance
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Fuel System > Engine Control System > Variable Intake Solenoid (VIS) Valve > Specifications
Specification
Item Specification
30.0 ~ 35.0
Coil resistance (Ω)
[20°C(68°F)]
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Fuel System > Engine Control System > Variable Intake Solenoid (VIS) Valve > Schematic Diagrams
Circuit Diagram
(M/T)
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(A/T)
Fuel System > Engine Control System > Variable Intake Solenoid (VIS) Valve > Repair procedures
Page 123 of 188
Inspection
2. Disconnect the VIS valve connector.
3. Measure resistance between VIS valve terminals 1 and 2.
Removal
2. Disconnect the variable intake solenoid valve connector (A).
3. Disconnect the vacuum hoses (B) from the valve.
4. Remove the installation bolt, and then remove the valve (C) from the surge tank.
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Installation

• Use care to keep foreign material out of the valve.

Fuel System > Engine Control System > Fuel Pressure Control Valve > Description and Operation
Description
Fuel Pressure Regulator Valve is installed on the high pressure fuel pump and controls fuel flow flowing into the
injectors in accordance with the ECM signal calculated based on various engine condition.
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Fuel System > Engine Control System > Fuel Pressure Control Valve > Specifications
Specification
Item Specification
Coil Resistance
0.5 [20°C(68°F)
(Ω)
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Fuel System > Engine Control System > Fuel Pressure Control Valve > Troubleshooting
Signal Waveform
Fuel System > Engine Control System > Fuel Pressure Control Valve > Schematic Diagrams
Page 125 of 188
Circuit Diagram
(M/T)
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(A/T)
Fuel System > Engine Control System > Fuel Pressure Control Valve > Repair procedures
Inspection
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2. Disconnect the fuel pressure regulator valve connector.
3. Measure resistance between the fuel pressure regulator valve terminals 1 and 2.
Fuel System > Engine Control System > 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.
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Fuel System > Engine Control System > Canister Close Valve (CCV) > Specifications
Specification
Item Specification
19.8 ~ 20.8
[20°C(68°F)
Fuel System > Engine Control System > Canister Close Valve (CCV) > Schematic Diagrams
Circuit Diagram
(M/T)
Page 127 of 188
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(A/T)
Fuel System > Engine Control System > Canister Close Valve (CCV) > Repair procedures
Inspection
2. Disconnect the CCV connector.
3. Measure resistance between the CCV terminal 1 and 2.
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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
2. Lift the vehicle.
3. Disconnect the canister close valve connector (A).
4. Disconnect the ventilation hose (B) from the fuel tank air filter and canister close valve.
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5. Remove the fuel tank air filter assembly after removing a bolt (A).
6. Remove the bracket (A) after pulling it.

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7. Release the lever (A), and then separate the canister close valve (B) from the fuel tank air filter (C) after rotating
it in the direction of the arrow in the figure.
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Installation

Fuel System > ISG (Idle Stop & Go) System > Description and Operation
Description
Idle Stop & Go (ISG) function automatically switches off the engine when the car is at a standstill if the and starts it
again as soon as the brake pedal is released. This not only reduces fuel consumption, it also lowers emissions. Idle
Stop & Go (ISG) function also has a built-in sensitivity to driving safety and comfort.
The engine is not switched off if certain conditions relating to safety and comfort have not been fulfilled (For
example, when the engine oil is still cold, when the battery is running low or when the outside temperature is below
3°C). It can be deactivated by pressing the ISG OFF switch on the crash pad lower panel.
Sample scenario: switching off the engine at a standstill at a red traffic light or in stop-and-go traffic.
How to use:
1. Engine Auto-Stop: D-range + brake pedal is pressed.
2. Engine Auto-Start:
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- Brake pedal is released.
- N-range + brake pedal is pressed.
Operation
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1. Vehicle moving.
2. The transmission lever position is D-range. The brake pedal is released.
3. The engine is running. (Vehicle moving).
4. The driver brakes until the vehicle comes to a standstill.
5. The transmission lever position is D-range. The brake pedal is pressed
6. The engine stops. The symbol "AUTO STOP" lights up in the instrument cluster.
7. The driver wants to continue the journey.
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8. The transmission lever position is D-range. The brake pedal is released.
9. The engine is running again. The symbol goes out.
Operation Condition for the ISG function
1. Auto stop or Auto start condition (If all of the below condition are satisfied)
Items State Remark
ISG OFF Switch off
Switch
Closed
(seat/door/hood)
Lever position D or N range Prohibit operation on gear ‘P, R’
Pressed Auto Stop
Brake pedal
Released Auto Start
Driving conditions After driving higher than 8kph (5
Vehicle speed Vehicle speed = 0 Mph
Mph)
Air conditioning Ambient temperature is between
system -2 ~ 35 °C (28.4 ~ 95 °F)
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Engine Coolant
Temperature Over 78 °C (172.4 °F)
(ECT)
Brake Pressure Below -35kpa
SOC Over 77% To protect Battery
Battery conditions
Temperature 2 ~ 55 °C (35.6 ~ 131 °F)
Steering wheel Operating angle Below 180°
Parking condition Slope Up hill <12%, Down hill < 8%
Brake Booster Pressure Sensor
Brake Master Cylinder Pressure
Sensor Error
Sensor, Brake Pedal Sensor,
APS, Battery Sensor
ISG related part error
TM Electronic Auxiliary Pump
ESC System Defect Mode
Related System Error
CAN Communication Error
Engine Limp Home Mode
2. Forced re-start conditions (If any of the below condition is not satisfied)
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Component Conditions State Remark
Low pressure for braking system Over -35kpa
Low battery voltage Below 12.1V for 180
sec
Conditions Active defroster of front glass On

for safety When inertial speed reach 1Mph with (down hill) Over 1Mph (Kph) Inertial Speed
Open the door or unfasten driver’s seat belt Open Brake Pedal Pressed
Elapsed much of stop time
On the steep slope way
Conditions Turn on the air-conditioner or max blower speed or bad performance of air conditioning and
for heating
convenience Active ‘ISG OFF’ button
Sign of Blinking of lamp for 5 second and indicating on cluster

forced auto
re-start
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3. Restriction conditions for Auto-Stop operation
To protect system and safety auto-stop system is restricted below the conditions
Large steering angle when car is stop
Low brake operating pressure
Turn on the air conditioner with max blower
When battery Condition is poor (low SOC)
Active defroster of front or rear glass
Unfasten driver’s seat belt or open the door and hood
On the steep slope way
With ISG system errors, and other diagnosis
4. Restriction condition for auto Re-Start operation

Open hood (have to restart by key for repairman’s safety )
5. Restriction condition for OBD Check & Emission control

Auto Stop system During Canister purge monitoring
will be limited
During OBD check
To restrict continuous Cranking Start Motor can operate for two seconds at the longest
(for Emission Control) (just once)
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The ISG system is strongly networked with the power management. In the event of battery replacement,
disconnection of the battery terminal or after changing the engine management system, the reference data regarding
the battery charge state and battery condition can be lost.
They are only available again a closed-circuit current measurement of approximate 4 hours in which the vehicle
may not be wakened. In this time, the ISG system is inactive.
ISG system deactivation by fault.

- Fault in communication line (LIN/CAN)
Fault Electric oil pump
Fault ESC System
Fault Limp home mode
- Fault brake booster vacuum pressure sensor
Fault Brake master cylinder pressure sensor
Fault Brake pedal switch
Fault Battery sensor
When the ISG related sensors or system error occurs, the ISG OFF switch lights up. Especially when the battery
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sensor is replaced or reinstalled, the vehicle must be placed in the ignition switch OFF for about 4 hours for
recalibration.
The ISG function is operated about 4 hours later normally. But in the case of first 25 times, the ISG function can be
operated regardless of recalibration.
When the engine is in Idle stop mode, it's possible to restart the engine without the driver taking any action.
Before leaving the car or doing anything in the engine room area, stop the engine by turning the ignition key to the
LOCK position or removing it.
Fuel System > ISG (Idle Stop & Go) System > Components and Components Location
Components Location
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1. Battery sensor 8. Brake switch
2. Brake Booster Vacuum Pressure 9. Door switch
Sensor (BBVPS) 10. Seat belt switch
3. AGM battery 11. Hood switch
4. DC/ DC Converter (LDC) 12. Electric Oil Pump (EOP)
5. ISG OFF Switch 13. Oil Pump Unit (OPU)
6. Alternator
7. Starter
1. Battery sensor 2. Brake Booster Vacuum Pressure Sensor

3. AGM battery (BBVPS)
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4. DC/ DC Converter (LDC) 5. ISG OFF Switch
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6. Alternator 7. Starter
8. Brake switch 9. Door switch
10. Seat belt switch 11. Hood switch

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12. Electric Oil Pump (EOP) 13. Oil Pump Unit (OPU)
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Fuel System > ISG (Idle Stop & Go) System > Battery Sensor > Description and Operation
Description
Vehicles have many control units that use more electricity. These units control their own system based on information
from diverse sensors. It is important to have a stable power supply as there diverse sensors giving a variety of
information. Battery sensor (A) is mounted on battery (-) terminal. It transmits battery voltage, current, temperature
information to ECM. ECM controls generating voltage by duty cycle based on these signals.
When battery sensor signal fault occurs, inspect the vehicle parasitic draw in advance after inspecting the sensor
because the sensor will behave abnormally when the parasitic draw is more than 100mA. (Refer to vehicle
parasitic current inspection)
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It takes a few hours for a new battery sensor to detect the battery state correctly.
Perform the following process after replacing the battery sensor.
1. Ignition switch ON/OFF.
2. Park the vehicle about 4 hours.
3. After 4 hours later, check that the SOC (State of charge) of battery is displayed on GDS properly.
4. After engine start ON/OFF 2 times or more, check the SOF (State of function) of battery using GDS.
For the vehicle equipped with a battery sensor, be careful not to damage the battery sensor when the battery is
replaced or recharged.
• When replacing the battery, it should be same one (type, capacity and brand) that is originally installed on your
vehicle. If a battery of a different type is replaced, the battery sensor may recognize the battery to be abnormal.
• When installing the ground cable on the negative post of battery, tighten the clamp with specified torque of 4.0
~ 6.0 N.m (0.4 ~ 0.6 kgf.m, 3.0 ~ 4.4 lb-ft). An excessive tightening torque can damage the PCB internal
circuit and the battery terminal.
• When recharging the battery, ground the negative terminal of the booster battery to the vehicle body.
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- Refer to DTC manual code “U1111, U1112” to inspect the battery sensor.
- Must replace the engine wiring assembly to replace the battery sensor. Battery sensor doesn’t be replaced as a
part only.
Fuel System > ISG (Idle Stop & Go) System > Brake Booster Vacuum Pressure Sensor > Description
and Operation
Description
In order to ensure adequate brake power assistance in every situation, the brake booster is equipped with a partial
vacuum sensor. The brake booster vacuum pressure sensor is located beside the brake booster.
Fuel System > ISG (Idle Stop & Go) System > Brake Booster Vacuum Pressure Sensor > Schematic
Diagrams
Circuit Diagram
Page 138 of 188
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Fuel System > ISG (Idle Stop & Go) System > Brake Booster Vacuum Pressure Sensor > Repair
procedures
Inspection
1. Check installation status of BBVPS and Vacuum hose or damage of vacuum hose.
2. Connect GDS to DLC (Data Link Cable).
3. Warm up the engine to normal operating temperature.
4. Monitor "BBVPS" parameter on GDS.
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Fig.1) Idle Status

Fig.2) Brake pressure signal
With a brake partial vacuum that is too low, the ISG function also starts without activity on the part of the
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driver.
Insufficient brake partial vacuum can lead to safety risks during braking manoeuvres, when rolling on an incline.
To prevent this, the engine is started.
(Refer to “DTC P0557, P0558” in DTC manual)
Fuel System > ISG (Idle Stop & Go) System > AGM Battery > Description and Operation
Description
AGM battery is used for especially heavy load on the vehicle network depending on equipment and requirements.
AGM stands for Absorbent Glass Material Battery; that is absorbent glass fibre fleece. AGM batteries are fitted in
models with electrical loads/consumers which have a high energy demand.
The constantly increasing energy demand of modern vehicle electrical systems calls for ever more powerful battery
solutions.
The power consumption is considerable even when the vehicle is parked.
The somewhat higher price compared with a battery of similar size is fully balanced by the following benefits:
- Significantly longer service life
- Increased starting reliability at low temperatures
- 100 % freedom from maintenance
- Low risk in event of an accident (reduced risk to the environment)
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Recharging
Check the battery condition
The battery condition cannot be determined solely on the basis of the battery charge state. If there is a suspicion of a
damaged battery, check the battery condition with the GR8 battery tester. With a low battery charge state, recharge
the battery.
Recharging the AGM battery
The battery may be charged using the battery chargers at a constant charge voltage of 14.8V.
If possible, the battery temperature during charging should be between 68°F and 86°F.
Only chargers with voltage clamping (IU or WU curve) may be used or chargers with IUoU curve which have a
trickle.
IU or WU charging technique
Optimized charging voltage for IU or WU: 14.7V (at 68°F ~ 86°F.) about 24 hours
Min. charging voltage at 68°F: 14.4V
Max. charging voltage at 68°F: 14.8V
10% of capacity is recommended as charging current (e.g. 60Ah : 10 = 6,0A charging current).
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Do not charge the AGM battery with>15.2V. No quick-charging routines.
If the battery is charged directly at the battery terminals on vehicles with battery sensor, misinterpretations of
battery condition and under certain circumstances also unwanted Check Control messages or fault memory entire
can occur.
After recharging finished, let the battery stand for over 10 hours with normal temperature for battery stabilization.
Fuel System > ISG (Idle Stop & Go) System > AGM Battery > Specifications
Specification
Items Specification
48 - 24 GL
Type
(AGM Battery - 60Ah)
Cold cranking amperage [at -
680 (EN)
AGM Battery 18°C (-0.4°F)]
Reserve capacity 100 min
Specific gravity [at
1.310 ± 0.01
25°C(77°F)]
• COLD CRANKING AMPERAGE is the amperage a battery can deliver for 30 seconds and maintain a
terminal voltage of 7.2V or greater at a specified temperature.
• RESERVE CAPACITY RATING is amount of time a battery can deliver 25A and maintain a minimum
terminal voltage of 10.5V at 26.7°C(80.1°F).
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Fuel System > ISG (Idle Stop & Go) System > AGM Battery > Repair procedures
Removal and Installation
1. Remove the battery.
(1) Disconnect the battery terminals (A).
Tightening torque
(+) terminal :
7.8 ~ 9.8 N.m (0.8 ~ 1.0 kgf.m, 5.8 ~ 7.2 lb-ft)
(-) terminal (without battery sensor) :
7.8 ~ 9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~ 7.2lb-ft)
(-) terminal (with battery sensor) :
4.0 ~ 6.0N.m (0.4 ~ 0.6kgf.m, 3.0 ~ 4.4lb-ft)
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2. Remove the air duct and air cleaner assembly. (Refer to EM group).
3. Remove the battery insulation pad (A).
4. Remove the battery (B) after removing the mounting bracket.
Tightening torque :
8.8 ~ 13.7 N.m (0.9 ~ 1.4 kgf.m, 6.5 ~ 10.1 lb-ft)
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5. Remove the ECM (B) and the battery tray (C) after disconnecting the ECM connector (A).
Tightening torque
ECM bracket bolts & nut :
9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2 ~ 8.7 lb-ft)
Battery tray bolts :
8.8 ~ 13.7N.m (0.9 ~ 1.4kgf.m, 6.5 ~ 10.1lb-ft)
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6. Installation is the reverse order of removal.
When installing the battery, fix the mounting bracket on the tray correctly.
• ISG (Idle stop & go) system equipped vehicle always use the AGM battery only. If flooded battery has
installed, this can potentially lead to engine electrical trouble or ISG system error.
• Replace same capacity of the AGM battery.
Ensure the AGM battery is placed correctly on the battery tray. In all cases, an AGM battery must be
installed and the battery sensor calibrated for the ISG system to function. After the battery has been
changed or disconnected, the battery sensor must be calibrated. After connecting the battery, start the
engine at least once. Then park the car for at least 4 hours with the ignition off. After the 4 hours, the
engine should be started two times. At this time the battery sensor will be calibrated.
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Do not open the AGM battery.
The AGM battery must not be opened under any circumstances as the introduction of oxygen from the air
will cause the battery to lose its chemical equilibrium and rendered non-operational.
Inspection
Battery Diagnostic Flow
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Vehicle parasitic current inspection
1. Turn all the electric devices OFF, and then turn the ignition switch OFF.
2. Close all doors except the engine hood, and then lock all doors.
(1) Disconnect the hood switch connector.
(2) Close the trunk lid.
(3) Close the doors or remove the door switches.
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3. Wait a few minutes until the vehicle’s electrical systems go to sleep mode.
For an accurate measurement of a vehicle parasitic current, all electrical systems should go to sleep mode.
(It takes at least one hour or at most one day.) However, an approximate vehicle parasitic current can be
measured after 10~20 minutes.
4. Connect an ammeter in series between the battery (-) terminal and the ground cable, and then disconnect the
clamp from the battery (-) terminal slowly.
Be careful that the lead wires of an ammeter do not come off from the battery (-) terminal and the ground
cable to prevent the battery from being reset. In case the battery is reset, connect the battery cable again,
and then start the engine or turn the ignition switch ON for more than 10 sec. Repeat the procedure from
No. 1.
To prevent the battery from being reset during the inspection,
1) Connect a jump cable between the battery (-) terminal and the ground cable.
2) Disconnect the ground cable from the battery (-) terminal.
3) Connect an ammeter between the battery (-) terminal and the ground cable.
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4) After disconnecting the jump cable, read the current value of the ammeter.
5. Read the current value of the ammeter.

A. If the parasitic current is over the limit value, search for abnormal circuit by removing a fuse one by one and
checking the parasitic current.
B. Reconnect the suspected parasitic current draw circuit fuse only and search for suspected unit by removing a
component connected with the circuit one by one until the parasitic draw drops below limit value.
Limit value (after 10~20 min.) : Below 50mA
Cleaning
1. Make sure the ignition switch and all accessories are in the OFF position.
2. Disconnect the battery cables (negative first).
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3. Remove the battery from the vehicle.
Care should be taken in the event the battery case is cracked or leaking, to protect your skin from the
electrolyte.
Heavy rubber gloves (not the household type) should be wore when removing the battery.
4. Inspect the battery tray for damage caused by the loss of electrolyte. If acid damage is present, it will be
necessary to clean the area with a solution of clean warm water and baking soda. Scrub the area with a stiff brush
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and wipe off with a cloth moistened with baking soda and water.
5. Clean the top of the battery with the same solution as described above.
6. Inspect the battery case and cover for cracks. If cracks are present, the battery must be replaced.
7. Clean the battery posts with a suitable battery post tool.
8. Clean the inside surface of the terminal clamps with a suitable battery cleaning tool. Replace damaged or frayed
cables and broken terminal clamps.
9. Install the battery in the vehicle.
10. Connect the cable terminals to the battery post, making sure tops of the terminals are flush with the tops of the
posts.
11. Tighten the terminal nuts securely.
12. Coat all connections with light mineral grease after tightening.
When batteries are being charged, an explosive gas forms beneath the cover of each cell. Do not smoke
near batteries being charged or which have recently been charged. Do not break live circuit at the
terminals of batteries being charged.
A spark will occur when the circuit is broken. Keep open flames away from battery.
Fuel System > ISG (Idle Stop & Go) System > DC/DC Converter > Components and Components
Location
Component Location
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1. DC/DC Converter
Fuel System > ISG (Idle Stop & Go) System > DC/DC Converter > Schematic Diagrams
Circuit Diagram
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In the ISG mode, if the power of an audio system turnsOFF by drawdown while “Auto Starting” or “Idle cardiagn.com
Starting”function operates, replace the DC/DC converter.
Fuel System > ISG (Idle Stop & Go) System > DC/DC Converter > Repair procedures
1. Disconnect the battery negative terminal.
Tightening torque
Without battery sensor :
7.8 ~ 9.8 N.m (0.8 ~ 1.0 kgf.m, 5.8 ~ 7.2 lb-ft)
With battery sensor :
4.0 ~ 6.0 N.m (0.4 ~ 0.6 kgf.m, 3.0 ~ 4.4 lb-ft)
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2. Remove the glove box housing. (Refer to BD group)
3. Disconnect the connector (A) and then remove the DC/DC converter (B).
4. Installation is reverse order of removal.
After disconnecting then reconnecting the battery negative cable, the ISG function dose not operates until
the system is stabilized, about 4 hours.
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Fuel System > ISG (Idle Stop & Go) System > ISG OFF Switch > Description and Operation
Description
The ISG OFF switch on the crash pad lower panel can be used to deactivate the ISG function.
Fuel System > ISG (Idle Stop & Go) System > ISG OFF Switch > Repair procedures
Inspection
1. Remove the crash pad side switch assembly (A) from the switch panel on the crach pad of the driver's side.
2. Remove the ISG switch (A) from the switch assembly.

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3. Check the continuity between the switch 2 and 3 terminals as the ISG OFF switch is engaged.
Fuel System > ISG (Idle Stop & Go) System > Alternator > Description and Operation
Description
The charging system included a battery, an alternator with a built-in regulator, and the charging indicator light and
wire.
The Alternator has eight built-in diodes, each rectifying AC current to DC current.
Therefore, DC current appears at alternator "B" terminal.
In addition, the charging voltage of this alternator is regulated by the battery voltage detection system.
The alternator is regulated by the battery voltage detection system. The main components of the alternator are the
rotor, stator, rectifier, capacitor brushes, bearings and OAD (Overrunning Alternator Decoupler) pulley. The brush
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holder contains a built-in electronic voltage regulator.
1. Brush
2. OAD (Overrunning Alternator Decoupler) pulley
3. Rotor
4. Ststor
5. Rectifier
Alternator Management System

Alternator management system controls the charging voltage set point in order to improve fuel economy, manage
alternator load under various operating conditions, keep the battery charged, and protect the battery from over-
charging. ECM controls generating voltage by duty cycle (charging control, discharging control, normal control)
based on the battery conditions and vehicle operating conditions.
The system conducts discharging control when accelerating a vehicle. Vehicle reduces an alternator load and
consumes an electric power form a battery.
The system conducts charging control when decelerating a vehicle. Vehicle increases an alternator load and charges
a battery.
Fuel System > ISG (Idle Stop & Go) System > Alternator > Specifications
Specification
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Items Specification
Rated voltage 13.5V, 110A
Speed in use 1,000 ~ 18,000rpm
IC Regulator built-in
Voltage regulator
type
ISG Alternator
Regulator setting External mode ECU control
voltage Internal mode 14.55 ± 0.3V
Temperature External mode ECU control
compensation Internal mode -3.5 ± 2mV / °C
Fuel System > ISG (Idle Stop & Go) System > Alternator > Repair procedures
On-vehicle Inpection
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• Check that the battery cables are connected to the correct terminals.
• Disconnect the battery cables when the battery is given a quick charge.
• Never disconnect the battery while the engine is running.
Check The Battery Terminals And Fuses
1. Check that the battery terminals are not loose or corroded.
2. Check the fuses for continuity.
Inspect Drive Belt
1. Visually check the belt for excessive wear, frayed cords etc.
If any defect has been found, replace the drive belt.
Cracks on the rib side of a belt are considered acceptable. If the belt has chunks missing from the ribs, it
should be replaced.
Drive belt tension measurement and adjustment

Belt tension measurement
Measure the belt tension using a mechanical tension gauge or a sonic tension meter.
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Tension
New belt: 637.4 ~ 735.5N (65 ~ 75kg, 143.3 ~ 165.3lb)
Used belt: 490.3 ~ 588.4N (50 ~ 60kg, 110.2 ~ 132.3lb)
• If the engine has run for 5 minutes or more, the belt tension must be adjusted as a used belt.
• When installing the V-ribbed belt, all grooves on the pulley should be covered with belt ribs.
• A loose belt causes slip noise.
• Too tight belt cause bearing of alternator and water pump to damage.
Using a mechanical tension gauge (BT-33-73F, BTG-2 type)
1. While pressing the handle (A) of the gauge, insert the belt (B) between pulley and pulley (or idler) into the gap
between spindle (C) and hook (D).
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2. After releasing the handle (A), read a value on the dial pointed by the indicator (B).
Using a sonic tension meter (U-505/507 type)

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1. Input the belt specifications into the tension meter.
Location of Input data
Belt type
measurement M (Mass, g/m.rib) W (Width, rib) S (Span, mm)
Crankshaft pulley to A/C
With A/C 013.4 006.0 178.9
compressor pulley
Idler to alternator pulley Actual measurement
Without A/C 013.4 006.0
value
Measurement of S (Span) : Caculate average value after measuring the distance 3~4 times.
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D : Idler
d : Alternator pulley
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2. Locate the micro phone (B) close to the center of belt span (A) and bounce the belt by finger 2~3 times. Read a
value on the display.
[With A/C]
[Without A/C]
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If adjustment is necessary :
1. Loosen the mounting bolts (A).
2. Tighten the adjusting bolt(B) clockwise in loose tension ; loosen the bolt counterclockwise in high tension.
3. Recheck tension of the belt.

4. After adjusting tension, tighten the through bolts.
Tightening torque
12mm (0.47in) bolt : 19.6 ~ 26.5 Nm (2.0 ~ 2.7 kgf.m, 14.5 ~ 19.5 Ib-ft)
14mm (0.55in) bolt : 29.4 ~ 41.2 Nm (3.0 ~ 4.2 kgf.m, 21.7 ~ 30.4 Ib-ft)
Visually Check Alternator Wiring And Listen For Abnormal Noises

1. Check that the wiring is in good condition.
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2. Check that there is no abnormal noise from the alternator while the engine is running.
Check Discharge Warning Light Circuit
1. Warm up the engine and then turn it off.
2. Turn off all accessories.
3. Turn the ignition switch "ON". Check that the discharge warning light is lit.
4. Start the engine. Check that the light is lit.
If the light does not go off as specified, troubleshoot the discharge light circuit.
Inspect Charging System
Voltage Drop Test Of Alternator Output Wire
This test determines whether or not the wiring between the alternator "B" terminal and the battery (+) terminal is
good by the voltage drop method.
Preparation
1. Turn the ignition switch to "OFF".
2. Disconnect the output wire from the alternator "B" terminal. Connect the (+) lead wire of ammeter to the "B"
terminal of alternator and the (-) lead wire of ammeter to the output wire. Connect the (+) lead wire of voltmeter
to the "B" terminal of alternator and the (-) lead wire of voltmeter to the (+) terminal of battery.
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Test
1. Start the engine.
2. Turn on the headlamps and blower motor, and set the engine speed until the ammeter indicates 20A.
And then, read the voltmeter at this time.
Result
1. The voltmeter may indicate the standard value.
Standard value : 0.2V max
2. If the value of the voltmeter is higher than expected (above 0.2V max.), poor wiring is suspected. In this case
check th e wiring from the alternator "B" terminal to the battery (+) terminal. Check for loose connections, color
change due to an over-heated harness, etc. Correct them before testing again.
3. Upon completion of the test, set the engine speed at idle.
Turn off the headlamps, blower motor and the ignition switch.
Output Current Test
This test determines whether or not the alternator gives an output current that is equivalent to the normal output.
Preparation
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1. Prior to the test, check the following items and correct as necessary.
Check the battery installed in the vehicle to ensure that it is good condition. The battery checking method is
described in the section "Battery".
The battery that is used to test the output current should be one that has been partially discharged. With a fully
charged battery, the test may not be conducted correctly due to an insufficient load.
Check the tension of the alternator drive belt. The belt tension check method is described in the section "Inspect
drive belt".
2. Turn off the ignition switch.
3. Disconnect the battery ground cable.
4. Disconnect the alternator output wire from the alternator "B" terminal.
5. Connect a DC ammeter (0 to 150A) in series between the "B" terminal and the disconnected output wire. Be
sure to connect the (-) lead wire of the ammeter to the disconnected output wire.
Tighten each connection securely, as a heavy current will flow. Do not rely on clips.
6. Connect a voltmeter (0 to 20V) between the "B" terminal and ground. Connect the (+) lead wire to the alternator
"B" terminal and (-) lead wire to a good ground.
7. Attach an engine tachometer and connect the battery ground cable.
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8. Leave the engine hood open.
Test
1. Check to see that the voltmeter reads as the same value as the battery voltage. If the voltmeter reads 0V, and the
open circuit in the wire between alternator "B" terminal and battery (+) terminal or poor grounding is suspected.
2. Start the engine and turn on the headlamps.
3. Set the headlamps to high beam and the heater blower switch to HIGH, quickly increase the engine speed to
2,500 rpm and read the maximum output current value indicated by the ammeter.
After the engine start up, the charging current quickly drops. Therefore, the above operation must be done
quickly to read the maximum current value correctly.
Result
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1. The ammeter reading must be higher than the limit value. If it is lower but the alternator output wire is in good
condition, remove the alternator from the vehicle and test it.
Limit value : 60% of the voltage rate
• The nominal output current value is shown on the nameplate affixed to the alternator body.
• The output current value changes with the electrical load and the temperature of the alternator itself.
Therefore, the nominal output current may not be obtained. If such is the case, keep the headlamps on
the cause discharge of the battery, or use the lights of another vehicle to increase the electrical load.
The nominal output current may not be obtained if the temperature of the alternator itself or ambient
temperature is too high. In such a case, reduce the temperature before testing again.
2. Upon completion of the output current test, lower the engine speed to idle and turn off the ignition switch.
4. Remove the ammeter and voltmeter and the engine tachometer.
5. Connect the alternator output wire to the alternator "B" terminal.
6. Connect the battery ground cable.
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Regulated Voltage Test
The purpose of this test is to check that the electronic voltage regulator controls voltage correctly.
Preparation
1. Prior to the test, check the following items and correct if necessary.
Check that the battery installed on the vehicle is fully charged. The battery checking method is described in the
section "Battery".
Check the alternator drive belt tension. The belt tension check method is described in the section "Inspect drive
belt".
2. Turn ignition switch to "OFF".
4. Connect a digital voltmeter between the "B" terminal of the alternator and ground. Connect the (+) lead of the
voltmeter to the "B" terminal of the alternator. Connect the (-) lead to good ground or the battery (-) terminal.
5. Disconnect the alternator output wire from the alternator "B" terminal.
6. Connect a DC ammeter (0 to 150A) in series between the "B" terminal and the disconnected output wire.
Connect the (-) lead wire of the ammeter to the disconnected output wire.
7. Attach the engine tachometer and connect the battery ground cable.
Test
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1. Turn on the ignition switch and check to see that the voltmeter indicates the following value.
Voltage: Battery voltage
If it reads 0V, there is an open circuit in the wire between the alternator "B" terminal and the battery and the
battery (-) terminal.
2. Start the engine. Keep all lights and accessories off.
3. Run the engine at a speed of about 2,500 rpm and read the voltmeter when the alternator output current drops to
10A or less
Result
1. If the voltmeter reading dosen't agree with the standard value, the voltage regulator or the alternator is faulty.
2. Upon completion of the test, reduce the engine speed to idle, and turn off the ignition switch.
4. Remove the voltmeter and ammeter and the engine tachometer.
5. Connect the alternator output wire to the alternator "B" terminal.
6. Connect the battery ground cable.
Removal and installation

1. Disconnect the battery negative terminal first, then the positive terminal.
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Tightening torque
(+) terminal :
7.8 ~ 9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~ 7.2lb-ft)
(-) terminal (without battery sensor):
7.8 ~ 9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~ 7.2lb-ft)
(-) terminal (with battery sensor):
4.0 ~ 6.0N.m (0.4 ~ 0.6kgf.m, 3.0 ~ 4.4lb-ft)
2. Remove the drive belt.

(1) Loosen the through bolt (A).
(2) Loosen the tension by turning the tension adjusting bolt (B).
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(3) Remove the drive belt (A).
3. Disconnect the A/C compressor switch connector (A), the alternator connector (B) and the cable from the
alternator "B" terminal (C).
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4. Remove the alternator (A).
Tightening torque :
19.6~26.5 Nm (2.0~2.7 kgf.m, 14.5~19.5 Ib-ft)-12mm bolt
29.4~41.2 Nm (3.0~4.2 kgf.m, 21.7~30.4 Ib-ft)-14mm bolt
5. Installation is the reverse order of removal.

6. Adjust the alternator belt tension after installation.
Fuel System > ISG (Idle Stop & Go) System > Starter > Description and Operation
Description
The starting system includes the battery, starter, solenoid switch, inhibitor switch (A/T), ignition switch, ignition lock
switch, connection wires and the battery cable.
When the ignition key is turned to the start position, current flows and energizes the starter motor's solenoid coil.
The solenoid plunger and clutch shift lever are activated, and the clutch pinion engages the ring gear.
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The contacts close and the starter motor cranks. In order to prevent damage caused by excessive rotation of the
starter armature when the engine starts, the clutch pinion gear overruns.
In conjunction with the ISG function, the starter motor must do a great deal more work. The starter motor is
therefore configured for a significantly higher number of start cycles. The components of the starter motor have been
adapted to the higher requirements.
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There are two kinds of starter, ISG type starter and the other.
When replace the starter, confirm that the part number and connector shape.
ISG (Idle stop & go) system equipped vehicle always use the ISG type starter only. If the other starter has
installed, this can potentially lead to engine electrical trouble or ISG system error.
Do not disassemble the ISG type starter.

If the starter troubles occur, replace the starter.
Fuel System > ISG (Idle Stop & Go) System > Starter > Repair procedures
1. Disconnect the battery negative terminal.
2. Remove the air duct and air cleaner assembly. (Refer to EM group)
3. Disconnect the starter cable (B) from the B terminal on the solenoid then disconnect the connector (A) from the S
terminal.
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4. Remove the 2 bolts holding the starter, then remove the starter (A).
Tighting torque :
42.2 ~ 53.9 Nm (4.3 ~ 5.5 kgf.m, 31.1 ~ 39.8 lb-ft)
5. Installation is the reverse of removal.
Fuel System > ISG (Idle Stop & Go) System > Electric Oil Pump > Description and Operation
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Description
This transaxle has a standard Mechanical Oil Pump (MOP) linked to the input shaft to generates oil pressure when
input shaft rotates.
But, this transaxle equipped with ISG system also has an Electric Oil Pump (EOP). Because the ISG system
features Auto-Stop which starts and stops the engine as needed. The Auto-Stop feature prevents the Mechanical
Oil Pump (MOP) from operating and building enough pressure for the transaxle to operate. When the vehicle comes
to a stop with the engine off, Mechanical Oil Pump (MOP) cannot generate sufficient oil pressure during the initial
startup or during low speed driving.
For these reasons, the Electric Oil Pump (EOP) takes on this role as an additional device that can generate the
required oil pressure when the vehicle comes to a stop or during low speed driving. The Electric Oil Pump (EOP)
supplies oil pressure to the Under Drive Brake (UD/B).
Fuel System > ISG (Idle Stop & Go) System > Electric Oil Pump > Schematic Diagrams
Circuit Diagram
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Fuel System > ISG (Idle Stop & Go) System > Electric Oil Pump > Repair procedures
Removal
1. Disconnect the negative (-) battery terminal.
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2. Disconnect the Electric Oil Pump (EOP) connector (A).
3. Remove the under cover (A) after lifting the vehicle with lift.
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4. Remove the Electric Oil Pump (B) after removing the bolts (A-4ea).
Tightening torque:
19.6 ~ 25.5 N.m (2.0 ~ 2.6 kgf.m, 14.4 ~ 18.8 lb-ft)
Installation
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Fuel System > ISG (Idle Stop & Go) System > Oil Pump Unit (OPU) > Schematic Diagrams
Oil Pump Unit (OPU) Connector
Opu Connector Terminal Function

EGGG114-A EGGG114-B
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Pin Pin
Description Description
No. No.
1 Motor power(W) 1 CAN communication (High)
2 Motor power(V) 2 CAN communication (Low)
3 Hall sensor(Ground) 3 -
4 Ground 4 -
5 Motor power(U) 5 -
6 Shield ground 6 -
7 Hall sensor signal input (W) 7 -
8 Hall sensor signal input (V) 8 -
9 Hall sensor signal input (U) 9 Ignition ON / Start
10 Hall sensor power 10 -
11 Battery voltage
Circuit diagram
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Fuel System > ISG (Idle Stop & Go) System > Oil Pump Unit (OPU) > Repair procedures
Removal
1. Remove the negative (-) battery terminal.
2. Remove the crash pad lower panel. (Refer to “Crash pad” in BD group.)
3. Remove the oil pump unit connector to the left side of the brake pedal.
4. Remove the oil pump unit (A) after removing the nuts (3ea).
Installation
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Inspection
OPU Problem Inspection Procedure
1. TEST OPU GROUND CIRCUIT: Measure resistance between OPU and chassis ground using the backside of
OPU harness connector as OPU side check point. If the problem is found, repair it.
Specification: Below 1Ω
2. TEST OPU CONNECTOR: Disconnect the OPU connector and visually check the ground terminals on OPU
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 OPU could be faulty. If so, make sure there were no DTC's before
swapping the OPU with a new one, and then check the vehicle again. If DTC's were found, examine this first
before swapping OPU.
4. RE-TEST THE ORIGINAL OPU: Install the original OPU (may be broken) into a known-good vehicle and
check the vehicle. If the problem occurs again, replace the original OPU with a new one. If problem does not
occur, this is intermittent problem (Refer to “Intermittent Problem Inspection Procedure” in Basic Inspection
Procedure
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Refer to DTC manual code “P1775, P1777” to inspect oil pump unit.
Fuel System > ISG (Idle Stop & Go) System > Brake Switch > Description and Operation
Description
The present brake switch is used as an input variable for the ISG function to detect bracke operation.
Fuel System > ISG (Idle Stop & Go) System > Brake Switch > Repair procedures
Inspection
1. Connect a circuit tester to the connector of stop lamp switch, and check whether or not there is continuity when
the plunger of the stop lamp switch is pushed in and when it is released.
2. The stop lamp switch is in good condition if there is no continuity when plunger (A) is pushed.
Removal
1. Turn ignition switch OFF.
2. Remove the crash pad lower panel. (Refer to the Body group-"crash pad")
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3. Disconnect the stop lamp switch connector (A).
Installation
1. Install is reverse of removal.
Fuel System > ISG (Idle Stop & Go) System > Door Switch > Description and Operation
Description
Via the seat belt/Door switch, the ISG function can detect that the driver has fastened the seat belt/door. If the
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driver has not fastened the seat belt/door, the ISG function reacts as follows. If the seat belt or door is opened, the
engine must not be started or stopped by the ISG function for safety reasons.
Fuel System > ISG (Idle Stop & Go) System > Door Switch > Repair procedures
Inspection
1. Remove the door switch and check for continuity between the terminals.
Removal
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1. Remove the door switch (A) after loosening the bolt.
Installation
Fuel System > ISG (Idle Stop & Go) System > Seat Belt Switch > Description and Operation
Description
Via the seat belt/Door switch, the ISG function can detect that the driver has fastened the seat belt/door. If the
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driver has not fastened the seat belt/door, the ISG function reacts as follows. If the seat belt or door is opened, the
Fuel System > ISG (Idle Stop & Go) System > Seat Belt Switch > Repair procedures
Inspection
1. Remove the connector from the switch.
2. Check for continuity between terminals.
Seat belt condition Continuity
Non-conductive
Fastened
(∞Ω)
Not fastened Conductive (Ω)
Removal
1. Remove the front seat.
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2. After loosening the mounting bolt, then remove the front seat belt buckle (A).
Installation
Fuel System > ISG (Idle Stop & Go) System > Hood switch > Description and Operation
Description
The hood switch is included as the influencing factors in the calculation of the ISG function. If the hood is open, the
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Fuel System > ISG (Idle Stop & Go) System > Hood switch > Repair procedures
Inspection
1. Disconnect the hood switch connector (A).
2. Check for continuity between terminals
Removal
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1. After loosening the mounting bolts and connector, then remove the hood switch (A).
Installation
Fuel System > Fuel Delivery System > Components and Components Location
Components Location
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1. Fuel Tank 6. Fuel Tank Band
2. Fuel Pump 7. Fuel Filler Hose
3. Fuel Filter 8. Ventilation Hose
4. Fuel Pressure Regulator 9. Vapor Tube
5. Canister 10. Fuel Pump Plate
Cover
[High Pressure Fuel Line]
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1. High Pressure Fuel 3. Delivery Pipe
Pump 4. Injector
2. High Pressure Fuel
Pipe
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Fuel System > Fuel Delivery System > Repair procedures

Fuel Pressure Test
2. Install the Special Service Tool (SST).

(1) Disconnect the fuel feed tube from the delivery pipe.
There may be some residual pressure even after “Release Residual Pressure in Fuel Line” work, so
cover the hose connection with a shop towel to prevent residual fuel from spilling out before
disconnecting any fuel connection.
(2) Install the special service tool for measuring the fuel pressure in between the fuel feed tube and the fuel
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delivery pipe (Refer to the figure below).
3. Inspect fuel leakage on connections among the fuel feed tube, the delivery pipe, and the SST components with IG
ON.
4. Measure Fuel Pressure.
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(1) Start the engine and measure the fuel pressure at idle.
Fuel Pressure:
429 ~ 469 kPa (4.38 ~ 4.79 kgf/cm², 62.3 ~ 68.1 psi)
If the fuel pressure differs from the standard value, repair or replace the related part (Refer to the table
below).
Fuel
Cause Related Part
Pressure
Fuel filter clogged Fuel Filter
Too Low
Fuel leakage Fuel Pressure Regulator
Too High Fuel pressure regulator valve stuck Fuel Pressure Regulator
(2) Stop the engine, and then check for the change in the fuel pressure gauge reading.
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Standard Value: The gauge reading should hold for about 5 minutes after the engine stops
If the gauge reading should not be held, repair or replace the related part (Refer to the table below).
Fuel Pressure Related

Cause
(After Engine Stops) Part
Fuel Pressure Drops Slowly Leakage on injector Injector
Fuel Pressure Drops Immediately Check valve of fuel pump stuck open Fuel Pump
(3) Turn the ignition switch OFF.

5. Release the residual pressure in fuel line (Refer to “Release Residual Pressure in Fuel Line”).
6. Test End
(1) Remove the Special Service Tool (SST) from the fuel feed tube and the delivery pipe.
(2) Connect the fuel feed tube and the delivery pipe.
Release Residual Pressure in Fuel Line
There may be some residual pressure even after “Release Residual Pressure in Fuel Line” work, so cover the hose
connection with a shop towel to prevent residual fuel from spilling out before disconnecting any fuel connection.
1. Turn the ignition switch OFF and disconnect the battery (-) cable.
2. Remove the rear seat cushion. (Refer to seat in BD group.)
Page 174 of 188
3. Remove the service cover (A).
4. Disconnect the fuel pump connector (A).
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5. Reconnect the battery negative cable.
6. Run the engine for about 1 minutes to lower the pressure in the low pressure line.
7. Turn the engine off.
8. Disconnect the low pressure fuel line quick connector at the High Pressure Pump. Use rags to cover opening and
catch spills while removing the fuel line.
9. Start the engine and let it idle until the engine stops. At this point the pressure should be under 30 psi.
10. Proceed with the service or repair. Use rags to cover opening and catch spills when opening up the high
pressure system.
11. Reinstall / re-connect all components in reverse order of removal. Start engine and confirm proper operation,
and make sure there are no fuel leaks.
12. After completing, clear DTC(s) using GDS scan tool (the procedure described above will cause DTC to set).
Fuel System > Fuel Delivery System > Fuel Tank > Repair procedures
Removal
2. Remove the rear seat [LH] (Refer to “Seat” in BD group).
Page 175 of 188
5. Disconnect the fuel feed tube quick connector (B).
6. Disconnect the fuel tank pressure sensor connector (C).
7. Disconnect the vapor tube (D).
8. Lift the vehicle and support the fuel tank with a jack.
9. Remove the center muffler assembly (Refer to “Intake And Exhaust System” in EM group).
10. Disconnect the fuel filler hose (A) and the vapor hose (B).
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11. Remove the parking brake line installation bolt (A).
12. Remove the fuel tank from the vehicle after removing the fuel tank band (A).
Page 176 of 188
Installation
Fuel tank band installation nut:

39.2 ~ 54.0 N.m (4.0 ~ 5.5 kgf.m, 28.9 ~ 39.8 lb-ft)
Fuel System > Fuel Delivery System > Fuel Pump > Repair procedures
Removal
2. Remove the rear seat [LH] (Refer to “Seat” in BD group).
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5. Disconnect the fuel feed tube quick connector (B).
6. Disconnect the fuel tank pressure sensor connector (C).
7. Disconnect the vapor tube quick-connector (D).
8. Remove the plate cover (E) after removing the installation bolts, and then remove the fuel pump from the fuel
tank.
Page 177 of 188
Installation
Fuel pump plate cover installation bolt :

1.96 ~ 2.94 N.m (0.2 ~ 0.3 kgf.m, 1.44 ~ 2.17 lb-ft)
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Be careful of fuel pump direction when installing.
Inspection
[Fuel pump]
1. Turn ignition switch OFF and disconnect the negative (-)battery cable.
2. Remove the fuel pump assembly.
3. Check motor operation by fuel pump connector (A) connecting power(No.2) and ground(No.4)
Pin No. discription

1 Fuel sender signal
2 Fuel pump (+)
3 Fuel sender ground
4 Fuel pump (-)
[Fuel sender]
Page 178 of 188
1. Using an ohmmeter, measure the resistance between terminals 1 and 3 of sender connector (A) at each float
level.
Pin No. discription

1 Fuel sender signal
2 Fuel pump (+)
3 Fuel sender ground
4 Fuel pump (-)
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2. Also check that the resistance changes smoothly when the float is moved from "E" to "F".
Position Resistance (Ω) Capacity (ℓ)
E 197 ~ 203 2.8
1/2 64.2 ~ 68.2 22.3
F 6 ~ 10 41.8
Fuel System > Fuel Delivery System > Fuel Filter > Repair procedures
Replacement
1. Remove the fuel pump (Refer to “Fuel Pump” in this group).
2. Disconnect the electric pump wiring connector (A) and the fuel sender connector (B).
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3. Remove the head assembly (A) after releasing the cushion fixing clip (B).
4. Disconnect the fuel tube quick-connectors (C).
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5. Remove the fuel sender (A) in the direction of an arrow.
6. Disconnect the fuel tube connector (A).

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7. Remove the cut valve (A) after releasing hooks (B).
8. Remove the reservior-cup (B) after releasing the fixing hooks (A).
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9. Release the fixing hooks, and then remove the pre-filter (A) and the fuel pressure regulator (B).
Be careful of O-ring.
Page 181 of 188
10. Replace new fuel filter.
1. Head Assembly
2. Electric Pump Motor
3. Fuel Filter
4. Fuel Sender
5. Fuel Pressure Regulator
6. Pre-filter
7. Reservoir cup
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Fuel System > Fuel Delivery System > Filler-Neck Assembly > Repair procedures
Removal
1. Open the fuel filler door, and then remove the filler-neck assembly mounting screws (A).
2. Disconnect the fuel filler hose (A) and the vapor hose (B).
Page 182 of 188
3. Remove the filler-neck assembly from the vehicle after removing the bracket mounting bolt (A).
Installation
Filler-neck assembly bracket installation nut :

7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
Filler-neck assembly installation screw :
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7.8 ~ 11.8 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)
Fuel System > Fuel Delivery System > Accelerator Pedal > Repair procedures
Removal
1. Turn the ignition switch OFF and disconnect the negative (-) battery cable.
2. Disconnect the accelerator position sensor connector (A).
3. Remove the installation nuts (B), and then remove the accelerator pedal module.
Installation
Accelerator pedal module installation nut:

12.7 ~ 15.7 N.m (1.3 ~ 1.6 kgf.m, 9.4 ~ 11.6 lb-ft)
Fuel System > Fuel Delivery System > Delivery Pipe > Repair procedures
Removal
Page 183 of 188
3. Remove the intake manifold (Refer to "Intake And Exhaust System" in EM group).
4. Disconnect the injector connectors (A) and the rail pressure sensor connector (B).
5. Remove the high pressure fuel pipe (C).
6. Remove the engine oil gauge.
7. Remove the installation bolt (D), and then remove the delivery pipe and injector assembly from the engine.
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Installation
Page 184 of 188
• Do not use already used injector fixing clip again.
Do not reuse the support disc.

Do not reuse the injector rubber washer.
Do not reuse the combustion seal.

• Apply engine oil to the injector O-ring.

• Do not use already used injector O-ring again.
• Do not use already used bolt again.
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• When insert the injector, be careful not to damage the injector tip.
Delivery pipe installation bolt:

18.6 ~ 23.5 N.m (1.9 ~ 2.4 kgf.m, 13.7 ~ 17.4 lb-ft)
High pressure fuel pipe installation nut:
26.5 ~ 32.4 N.m (2.7 ~ 3.3 kgf.m, 19.5 ~ 23.9 lb-ft)
Fuel System > Fuel Delivery System > High Pressure Fuel Pump > Repair procedures
Removal
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. Remove the air cleaner and the air intake hose (Refer to “Intake And Exhaust System” in EM group).
4. Disconnect the fuel pressure regulator valve connector (A).
Page 185 of 188
5. Disconnect the fuel feed tube quick-connector (B).
6. Remove the high pressure fuel pipe.

(1) Remove the installation nut (A) from the high pressure fuel pump with the special service tool [SST No.:
09314-3Q100 or 09314-27130]
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(2) Remove the installation nut (B) from the delivery pipe with the special service tool [SST No.: 09314-3Q100
or 09314-27130]
(3) Disconnect the engine coolant temperature sensor connector.

(4) Remove the function block (C), and then remove the high pressure fuel pipe.
Page 186 of 188
7. Remove the installation bolts (D), and then remove the high pressure fuel pump from the cylinder head assembly.
Unscrew in turn the two bolts in small step (0.5 turns). In case of fully unscrewing one of the two bolts with
the other bolt installed, the housing surface of the cylinder head may be broken because of tension of the
pump spring.
Installation
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• Be sure to check the low pressure fuel hose quick-connector (A) is completely connected to the high pressure
fuel pump until a confirmation 'click' sound is heard.
• Be sure to re-check the low pressure fuel hose is completely connected to the high pressure fuel pump by
pulling it after connecting.
• Be sure to install the high pressure fuel pipe (B) with the specified torques.
• Because fuel leak may cause fire, securely Inspect leakage of all fuel line connection parts at engine start
condition.
• Before installing the high pressure fuel pump, position the roller tappet in the lowest position by rotating the
crankshaft. Otherwise the installation bolts may be broken because of tension of the pump spring.
• Be careful to be free from foreign materials when assembling.
• Do not reuse the used bolt.

Page 187 of 188
• Do not reuse the used high pressure fuel pipe.
• When tightening the installation bolts of the high pressure fuel pump, tighten in turn the bolts in small step (0.5
turns) after tightening them with hand-screwed torque.

• First hand-tighten the fasteners fully until they are not fastened any more in orderto have them inserted in place
and then completely tighten to the specified torque using a torque wrench.
If not tightening the bolts or nuts in a straight line with the mating bolt holes or fittings, it may cause a fuelleak
due to broken threads.
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• Apply engine oil to the O-ring (A) of the high pressure fuel pump, the roller tappet (B), and the protrusion (C).
Also apply engine oil to the groove on the location where the protrusion (C) is installed.
Use the special service tool [SST No.: 09314-3Q100 or 09314-27130] to install the high pressure fuel
pipe.
Page 188 of 188
High pressure fuel pump installation bolt:

12.8 ~ 14.7 N.m (1.3 ~ 1.5 kgf.m, 9.4 ~ 10.9 lb-ft)
High pressure fuel pipe installation nut:
26.5 ~ 32.4 N.m (2.7 ~ 3.3 kgf.m, 19.5 ~ 23.9 lb-ft)
High pressure fuel pipe function block installation bolt: 9.8 ~ 11.8 N.m (1.0 ~ 1.2 kgf.m, 7.2
~ 8.7 lb-ft)
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Page 1 of 188

Fuel System > General Information > Specifications

Intake Air Temperature Sensor (IATS)

Engine Coolant Temperature Sensor (ECTS)

Throttle Position Sensor (TPS) [integrated into ETC module]

Crankshaft Position Sensor (CKPS)

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

Rail Pressure Sensor (RPS)

Accelerator Position Sensor (APS)

Accelerator Output Voltage (V)

Fuel Tank Pressure Sensor (FTPS)

ETC Motor [integrated into ETC Module]

Purge Control Solenoid Valve (PCSV)

CVVT Oil Control Valve (OCV)

Variable Intake Solenoid (VIS) Valve

Fuel Pressure Regulator Valve

Canister Close Valve (CCV)

Fuel Delivery System

Fuel System > General Information > Special Service Tools

Injector Combustion Seal Installation of the injector combustion seal

Fuel System > General Information > Troubleshooting

Customer Problem Analysis Sheet

Basic Inspection Procedure

Strong vibration may break sensors, actuators or relays

2) Connectors and Harness

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

● Simulating Water Sprinkling

● Simulating Electrical Load

• Use a fine wire to prevent damage to the terminal.

2. Checking Point for Connector

3. Repair Method of Connector Terminal

B. In case of abnormal contact pressure, replace the female terminal.

2. Continuity Check Method

3. Voltage Check Method

● Testing For Voltage Drop

Symptom Troubleshooting Guide Chart

4. Engine Coolant Temperature Sensor (ECTS) 5. Throttle Position Sensor (TPS)

25. Ignition Coil 26. Main Relay

28. Data Link Connector (DLC) [16-Pin]

ECM Terminal Function (M/T)

Engine Coolant Temperature Sensor

ECM Terminal Input/Output Signal (M/T)

ECM Terminal And Input/Output signal [A/T]

ECM Terminal Function (A/T)

ECM Terminal Input/Output Signal (A/T)

Relay OFF Battery voltage

ECM installation bolt:

ECM Problem Inspection Procedure

Specification: Refer to “Specification”

Specification: Refer to “Specification”

• Install the component with the specified torques.

Electronic throttle body Installation bolt:

Specification: Refer to "Specification"

• Install the component with the specified torques.

Manifold absolute pressure sensor installation bolt:

Specification: Refer to “Specification”

Specification: Refer to “Specification”

3. Supplement the engine coolant (Refer to “Cooling System” in EM group).

• Install the component with the specified torques.

• Apply the engine coolant to the O-ring.

Engine Coolant Temperature Sensor installation :

Specification: Refer to “Waveform”