2007 - MX-5 Service Highlights

Engine
Body and Accessories
Service Highlights - Engine
2007 - MX-5

Outline

ENGINE ABBREVIATIONS[LF]
ENGINE FEATURES[LF]
ENGINE SPECIFICATION[LF]

On-Board Diagnostics

DIAGNOSTIC TEST MODE[LF]

DTC DETECTION LOGIC AND CONDITIONS[LF]
KOEO/KOER SELF-TEST[LF]
PID/DATA MONITOR AND RECORD[LF]
SIMULATION TEST[LF]

Control System

FUEL INJECTION CONTROL OPERATION [LF]

Service Highlights - Body and Accessories
2007 - MX-5

Glass/Windows/Mirrors

POWER WINDOW SYSTEM OUTLINE

POWER WINDOW SYSTEM WIRING DIAGRAM
EXTERIOR OPEN FUNCTION OUTLINE
EXTERIOR OPEN FUNCTION STRUCTURAL VIEW
EXTERIOR OPEN FUNCTION BLOCK DIAGRAM
EXTERIOR OPEN FUNCTION OPERATION

Security and Locks

SECURITY AND LOCKS OUTLINE[ADVANCED KEYLESS SYSTEM]

ON-BOARD DIAGNOSYS SYSTEM OPERATION[ADVANCED KEYLESS SYSTEM]

Exterior Trim

EXTERIOR TRIM OUTLINE

EXTERIOR TRIM STRUCTURAL VIEW
POWER RETRACTABLE HARDTOP SYSTEM OUTLINE
POWER RETRACTABLE HARDTOP SYSTEM STRUCTURAL VIEW
POWER RETRACTABLE HARDTOP SYSTEM WIRING DIAGRAM
POWER RETRACTABLE HARDTOP SYSTEM OPERATION
POWER RETRACTABLE HARDTOP CONTROL MODULE FUNCTION
POWER RETRACTABLE HARDTOP LINK CONSTRUCTION/OPERATION
DECK PANEL LINK CONSTRUCTION/OPERATION
ROOF/DECK PANEL MOTOR FUNCTION
ROOF/DECK PANEL MOTOR CONSTRUCTION
POWER RETRACTABLE HARDTOP SWITCH OUTLINE
POWER RETRACTABLE HARDTOP SWITCH CONSTRUCTION/OPERATION
ON-BOAD DIAGNOSTIC OUTLINE
ON-BOAD DIAGNOSTIC PID DATE MONITOR FUNCTION

Instrumentation/Driver Info.

INSTRUMENT CLUSTER OUTLINE

INSTRUMENT CLUSTER SPECIFICATIONS
POWER RETRACTABLE HARDTOP WARNING ALARM OUTLINE
POWER RETRACTABLE HARDTOP WARNING ALARM CONSTRUCTION/OPERATION

Control System

CONTROLLER AREA NETWORK (CAN) SYSTEM OUTLINE

CAN SYSTEM STRUCTURAL VIEW
CAN SYSTEM WIRING DIAGRAM
CAN SYSTEM DESCRIPTION
 Next >

2007 - MX-5 - Engine

ENGINE ABBREVIATIONS[LF]

ABS Antilock Brake System

AT Automatic Transmission

ATDC After Top Dead Center

BTDC Before Top Dead Center

CAN Controller Area Network

CCM Comprehensive Component Monitor

CM Control Module

DC Drive Cycle

DSC Dynamic Stability Control

EX Exhaust

HU Hydraulic Unit

IN Intake

KOEO Key On Engine Off

KOER Key On Engine Running

MT Manual Transmission

OCV Oil Control Valve

PCV Positive Crankcase Ventilation

PID Parameter Identification

RAM Random Access Memory

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2007 - MX-5 - Engine

ENGINE FEATURES[LF]

On-board Diagnostic

To meet OBD-II regulations Mode 03 of diagnostic test modes changed

Improved serviceability Mode 01, 06, and 08 of diagnostic test modes changed

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2007 - MX-5 - Engine

ENGINE SPECIFICATION[LF]

Specification

Specification

2006MY
Item 2007MY MX-5
MX-5

LF (2.0L) LF (2.0L)

MECHANICAL

Type DOHC-16 valves in-line, 4-cylinder ←

Combustion chamber Pentroof ←

1,999
Displacement (ml {cc, cu in}) ←
{1,999, 122.0}

87.5 × 83.1
Bore × stroke (mm {in}) ←
{3.44 ×3.27}

Compression ratio 10:8 ←

Compression 1,720
(kPa {kgf/cm 2, psi} [rpm]) ←
pressure {17.54, 249.5} [300]

Open BTDC (°) 0—30 ←

IN
Close ABDC (°) 32—62 ←
Valve timing
Open BBDC (°) 42 ←
EX
 Close ATDC (°) 5 ←

0.22—0.28 {0.0087—0.011}
IN ←
[Engine cold]
Valve clearance (mm {in})
0.27—0.33 {0.0107—0.0129}
EX ←
[Engine cold]

LUBRICATION SYSTEM

Type Force-fed type ←

337—591 {3.44—6.03, 49.0—

Oil pressure (reference value)
(kPa {kgf/cm 2, 85.8} ←
[oil temperature: 100°C {212°F}] psi} [rpm])
[3,000]

Type Trochoid gear type ←

Oil pump Relief valve opening

pressure (kPa {kgf/cm 2, 420—520 {4.28—5.30, 60.9—
←
psi} 75.4}
(reference value)

Type Full-flow, paper element ←

Oil filter
(kPa {kgf/cm 2,
Bypass pressure 80—120 {0.82—1.22, 11.6—17.4} ←
psi})

(L {US qt, lmp

Total (dry engine) 4.6 {4.9, 4.0} ←
qt})

Oil capacity (approx. (L {US qt, lmp

Oil replacement 3.9 {4.1, 3.4} ←
quantity) qt})

Oil and oil filter (L {US qt, lmp

4.3 {4.5, 3.8} ←
replacement qt})

COOLING SYSTEM

Type Water-cooled, Electromotive ←

(L {US qt, lmp

Coolant capacity (approx. quantity) 7.5 {7.9, 6.6} ←
qt})

Water pump Type Centrifugal, V-ribbed belt-driven ←

 Type Wax, bottom-bypass ←

Opening
(°C {°F}) 80—84 {176—183} ←
temperature
Thermostat

Full-open temperature (°C {°F}) 97 {207} ←

Full-open lift (mm {in}) 8.0 {0.31} or more ←

Radiator Type Corrugated fin ←

Cap valve opening (kPa {kgf/cm 2, 93.2—122.6 {0.95—1.25, 13.5—

Cooling system cap ←
pressure psi}) 17.8}

Type Electric ←

Number of blades 5 ←
Cooling fan
Outer diameter (mm {in}) 360 {14.2} ←

Fan motor output (W) 120 ←

FUEL SYSTEM

Type Hi-ohmic ←

Injector Type of fuel delivery Top-feed ←

Type of drive Voltage ←

(kPa {kgf/cm 2,
Pressure regulator control pressure Approx. 390 {3.98, 56.6} ←
psi})

Fuel pump type Electric ←

(L {US gal, lmp

Fuel tank capacity 48 {12, 10} ←
gal})

Premium unleaded fuel

Fuel type (Anti-knock index) ←
91 [(R+M)/2 method] or adove (96
RON or more)

EMISSION SYSTEM

EGR type Stepping motor ←

 WU-TWC (monolith), TWC
Catalyst form ←
(monolith)

Evaporative emission (EVAP) control system Charcoal canister type ←

Positive crankcase ventilation (PCV) system Closed type ←

CHARGING SYSTEM

Voltage (V) 12 ←

Battery Type and capacity

(A·h) 46B24L (36) ←
(5-hour rate)

Output (V-A) 12-100 ←

Generator Regulated voltage ←

Controlled by PCM
Self diagnosis function ←

IGNITION SYSTEM

Type SEI (Single Electronic Ignition) ←

Spark advance Electronic ←

1—3—4—2 (all cylinders

←
independent firing)

Ignition system

Firing order

Spark plug Type L3G2 18 110, L3Y1 18 110 ←

STARTING SYSTEM
 Type Coaxial reduction ←
Starter
Output (kW) 1.4 ←

Engine oil specification

Item U.S.A. and CANADA Except U.S.A. and CANADA

Engine oil
grade

API SM or ILSAC

Engine oil
5W–20
viscosity

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2007 - MX-5 - Body and Accessories

SECURITY AND LOCKS OUTLINE[ADVANCED KEYLESS SYSTEM]

Due to the adoption of the power retractable hardtop, DTC U0207 has been added.

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2007 - MX-5 - Body and Accessories

ON-BOARD DIAGNOSYS SYSTEM OPERATION[ADVANCED KEYLESS SYSTEM]

DTC Table

DTC

System malfunction location

mazda modular diagnostic system (M-MDS)
display

Abnormal message from power retractable hardtop control

U0207
module

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2007 - MX-5 - Engine

DIAGNOSTIC TEST MODE[LF]

To meet OBD-II regulations, the following diagnostic test modes have been adopted.

Diagnostic test mode Item

Mode 01 Sending diagnostic data (PID data monitor/On-board system readiness test)

Mode 02 Sending freeze frame data

Mode 03 Sending emission-related malfunction code (DTC)

Mode 04 Clearing/resetting emission-related malfunction information

Mode 06 Sending intermittent monitoring system test results (DMTR)

Mode 07 Sending continuous monitoring system test results (pending code)

Mode 08 On-board device control (simulation test, active command mode)

Mode 09 Request vehicle information

Sending Diagnostic Data

PID data monitor

The PID data monitor items are shown below.

PID data monitor table

Full names Unit

Fuel system loop status Refer to list below.

LOAD %
ECT °C °F

Short term fuel trim %

Long term fuel trim %

MAP kPa

Engine speed rpm

Vehicle speed km/h mph

Spark advance °

IAT °C °F

MAF g/s

Absolute TP %

O2S location No unit

Input voltage from rear HO2S V

Short term fuel trim associated with rear HO2S %

OBD requirement according to vehicle design No unit

Time since engine start s

Distance travelled while MIL is activated km miles

EGR valve control signal %

Purge solenoid valve control signal %

Fuel level %

Number of warm ups since DTCs cleared No unit

Distance travelled since DTCs cleared km miles

Barometric pressure kPa

Lambda —

Front HO2S output current mA

Estimated catalyst converter temperature °C °F

PCM voltage V

Absolute load value %

Theoretical air/fuel ratio coefficient to calculate target air/fuel ratio No unit

Relative TP %

Ambient air temperature °C °F

TP from TP sensor No.2 %

APP from APP sensor No.1 %

APP from APP sensor No.2 %

Throttle actuator control signal %

Meaning of fuel system loop status

The following information is displayed on the tester.

Feedback stops: ECT is lower than the determined feedback zone.

Feedback operating: HO2S being used for feedback is normal.

Feedback stops: Open loop due to driving condition

Feedback stops: Open loop due to detected system fault

Feedback operating: Malfunction occurred in HO2S (rear) system

On-board system readiness test

The items supported by the on-board system readiness test are shown below.

Continuous monitoring system

HO2S heater

HO2S
 Fuel system

Misfire

CCM

Intermittent monitoring system

HO2S heater

HO2S

Catalyst

EGR system

Evaporative system

Engine cooling system

Cold start emission reduction strategy monitoring

Sending Freeze Frame Data

The Freeze Frame Data monitor items are shown below.

Freeze frame data monitor table

Full names Unit

DTC that caused required Freeze Frame Data storage No unit

Fuel system loop status Refer to list below.

LOAD %

ECT °C °F

Short term fuel trim %

Long term fuel trim %

MAP kPa

Engine speed rpm

Vehicle speed km/h mph

Spark advance °
IAT °C °F

MAF g/s

Absolute TP %

Time since engine start s

EGR valve control signal %

Purge solenoid valve control signal %

Fuel level %

Number of warm ups since DTCs cleared No unit

Distance travelled since DTCs cleared km miles

Barometric pressure kPa

Estimated catalyst converter temperature °C °F

PCM voltage V

Absolute load value %

Theoretical air/fuel ratio coefficient to calculate target air/fuel ratio No unit

Relative TP %

Ambient air temperature °C °F

TP from TP sensor No.2 %

APP from APP sensor No.1 %

APP from APP sensor No.2 %

Throttle actuator control signal %

Meaning of fuel system loop status

The following information is displayed on the tester.

 Feedback stops: ECT is lower than the determined feedback zone.

Feedback operating: HO2S being used for feedback is normal.

Feedback stops: Open loop due to driving condition

Feedback stops: Open loop due to detected system fault

Feedback operating: Malfunction occurred in HO2S (rear) system

Sending Emission-related Malfunction Code

The DTCs are shown below.

×: ApplicableN/A: Not applicable

DTC No. Self-

Memory
Condition MIL DC Monitor item test
function
07MY 06MY type*3

B1342 ← PCM malfunction OFF N/A N/A C, O N/A

P0011 ← CMP timing over-advanced ON 1 CCM C, R ×

P0012 ← CMP timing over-retarded ON 2 CCM C, R ×

P0016 ← CKP-CMP correlation ON 2 CCM C ×

Front HO2S heater control circuit

P0030 ← ON 2 HO2S heater C, O, R ×
problem

P0031 ← Front HO2S heater circuit low input ON 2 HO2S heater C, O, R ×

P0032 ← Front HO2S heater circuit high input ON 2 HO2S heater C, O, R ×

P0037 ← Rear HO2S heater circuit low input ON 2 HO2S heater C, O, R ×

P0038 ← Rear HO2S heater circuit high input ON 2 HO2S heater C, O, R ×

Manifold absolute pressure/atmospheric

P0069 ← ON 2 CCM C ×
pressure correlation

MAF sensor circuit range/performance

P0101 ← ON 2 CCM C ×
problem

P0102 ← MAF sensor circuit low input ON 1 CCM C, O, R ×

P0103 ← MAF sensor circuit high input ON 1 CCM C, O, R ×

P0107 ← MAP sensor circuit low input ON 1 CCM C, O, R ×

P0108 ← MAP sensor circuit high input ON 1 CCM C, O, R ×

IAT sensor circuit range/performance

P0111 ← ON 2 CCM C ×
problem

P0112 ← IAT sensor circuit low input ON 1 CCM C, O, R ×

P0113 ← IAT sensor circuit high input ON 1 CCM C, O, R ×

Engine coolant temperature circuit

P0116 ← ON 1 Engine cooling system C ×
range/performance

P0117 ← ECT sensor circuit low input ON 1 Engine cooling system C, O, R ×

P0118 ← ECT sensor circuit high input ON 1 Engine cooling system C, O, R ×

P0122 ← TP sensor No.1 circuit low input ON 1 CCM C, O, R ×

P0123 ← TP sensor No.1 circuit high input ON 1 CCM C, O, R ×

Excessive time to enter closed loop fuel

P0125 ← ON 2 Engine cooling system C ×
control

P0126 ← ON 2 Engine cooling system C ×

Coolant thermostat stuck open
P0128 ← ON 2 Engine cooling system C ×

P0130 ← Front HO2S circuit problem ON 2 HO2S C, O, R ×

P0131 ← Front HO2S circuit low input ON 2 HO2S C, O, R ×

P0132 ← Front HO2S circuit high input ON 2 HO2S C, O, R ×

P0133 ← Front HO2S circuit problem ON 2 HO2S C ×

P0134 ← Front HO2S no activity detected ON 2 HO2S C, R ×

P0137 ← Rear HO2S circuit low input ON 2 HO2S C, O, R ×

P0138 ← Rear HO2S circuit high input ON 2 HO2S C, O, R ×

P0139 ← Rear HO2S circuit problem ON 2 HO2S C ×

P0140 ← Rear HO2S no activity detected ON 2 HO2S C, R ×

P0222 ← TP sensor No.2 circuit low input ON 1 CCM C, O, R ×

P0223 ← TP sensor No.2 circuit high input ON 1 CCM C, O, R ×

1
P0300 ← Random misfire detected Flash/ON or Misfire C, R ×
2

1
P0301 ← Cylinder No.1 misfire detected Flash/ON or Misfire C, R ×
2

1
P0302 ← Cylinder No.2 misfire detected Flash/ON or Misfire C, R ×
2

1
P0303 ← Cylinder No.3 misfire detected Flash/ON or Misfire C, R ×
2

1
P0304 ← Cylinder No.4 misfire detected Flash/ON or Misfire C, R ×
2

P0327 ← KS circuit low input ON 1 CCM C, O, R ×

P0328 ← KS circuit high input ON 1 CCM C, O, R ×

P0335 ← CKP sensor circuit problem ON 1 CCM C ×

P0340 ← CMP sensor circuit problem ON 1 CCM C ×

P0401 ← EGR flow insufficient detected ON 2 EGR system C, R ×

EGR valve (stepping motor) circuit

P0403 ← ON 2 CCM C, O, R ×
problem

Warm up catalyst system efficiency

P0421 ← ON 2 Catalyst C ×
below threshold

Evaporative emission control system

P0441 ← ON 2 Evaporative system C, R ×
incorrect purge flow
 Evaporative emission control system
P0442 ← ON 2 Evaporative system C, R ×
leak detected (small leak)

P0443 ← Purge solenoid valve circuit problem ON 2 CCM C, O, R ×

Change over valve (COV) (EVAP system

P0446 ← ON 2 CCM C, R ×
leak detection pump) stuck close

Evaporative emission control system

P0455 ← ON 2 Evaporative system C, R ×
leak detected (gross leak)

Evaporative emission control system

P0456 *1 ← ON 2 Evaporative system C, R ×
leak detected (very small leak)

Fuel gauge sender unit

P0461 ← ON 2 CCM C ×
range/performance problem

P0462 ← Fuel gauge sender unit circuit low input ON 2 CCM C, O, R ×

Fuel gauge sender unit circuit high

P0463 ← ON 2 CCM C, O, R ×
input

Cooling fan relay No.1 control circuit

P0480 ← OFF 1 Other C, O, R ×
malfunction

Cooling fan relay No.2 control circuit

P0481 ← OFF 1 Other C, O, R ×
malfunction

Cooling fan relay No.3 control circuit

P0482 ← OFF 1 Other C, O, R ×
malfunction

P0500 *4 ← VSS circuit problem ON 2 CCM C ×

P0505 ← Idle speed control system problem OFF N/A N/A R N/A

Idle speed control system RPM lower

P0506 ← ON 2 CCM C ×
than expected

Idle speed control system RPM higher

P0507 ← ON 2 CCM C ×
than expected

Cold start emission

Cold start idle air control system
P050A N/A ON 2 reduction strategy C, R ×
performance
monitoring

Cold start emission

P050B N/A Cold start ignition timing performance ON 2 reduction strategy C, R ×
 monitoring

P0550 ← PSP switch circuit malfunction ON 2 CCM C ×

P0564 ← Cruise control switch circuit malfunction OFF 1 Other C ×

P0571 ← Brake switch circuit problem OFF 1 Other C ×

P0601 ← PCM memory check sum error ON 1 CCM C, O, R ×

P0602 ← PCM programming error ON 1 CCM C, O, R ×

PCM random access memory (RAM)

P0604 ← ON 1 CCM C, O, R ×
error

P0606 ← PCM processor ON 1 CCM C, O, R ×

P0610 ← PCM vehicle options error ON 1 CCM C, O, R ×

Throttle actuator control circuit

P0638 ← ON 1 CCM C ×
range/performance problem

Variable intake air solenoid valve circuit

P0661 ← OFF 1 Other C, O, R ×
low input

Variable intake air solenoid valve circuit

P0662 ← OFF 1 Other C, O, R ×
high input

P0703 ← Brake switch input circuit problem ON 2 CCM C ×

Clutch pedal position (CPP) switch input

P0704 *2 ← ON 2 CCM C ×
circuit problem

P0850 *2 ← Neutral switch input circuit problem ON 2 CCM C ×

P1260 ← Immobilizer system problem OFF 1 Other C, O N/A

P2088 ← Oil control valve (OCV) circuit low ON 1 CCM C, O, R ×

P2089 ← Oil control valve (OCV) circuit high ON 1 CCM C, O, R ×

P2096 ← Target A/F feedback system too lean ON 2 Fuel system C ×

P2097 ← Target A/F feedback system too rich ON 2 Fuel system C ×

 Throttle actuator circuit
P2101 ← ON 1 CCM C, R ×
range/performance

Throttle actuator control module

P2107 ← ON 1 CCM C, R ×
processor error

Throttle actuator control module

P2108 ← ON 1 CCM C, R ×
performance error

TP sensor minimum stop

P2109 ← ON 1 CCM C, R ×
range/performance problem

Throttle actuator control system

P2112 ← ON 1 CCM C, R ×
range/performance problem

Throttle actuator control throttle body

P2119 ← ON 2 CCM C, R ×
range/performance problem

P2122 ← APP sensor No.1 circuit low input ON 1 CCM C, O, R ×

P2123 ← APP sensor No.1 circuit high input ON 1 CCM C, O, R ×

P2127 ← APP sensor No.2 circuit low input ON 1 CCM C, O, R ×

P2128 ← APP sensor No.2 circuit high input ON 1 CCM C, O, R ×

TP sensor No.1/No.2 voltage correlation

P2135 ← ON 1 CCM C, O, R ×
problem

APP sensor No.1/No.2 voltage

P2138 ← ON 1 CCM C, O, R ×
correlation problem

P2177 ← Fuel system too lean at off idle ON 2 Fuel system C, R ×

P2178 ← Fuel system too rich at off idle ON 2 Fuel system C, R ×

P2187 ← Fuel system too lean at idle ON 2 Fuel system C, R ×

P2188 ← Fuel system too rich at idle ON 2 Fuel system C, R ×

P2195 ← Front HO2S signal stuck lean ON 2 HO2S C ×

P2196 ← Front HO2S signal stuck rich ON 2 HO2S C ×

P2228 ← BARO sensor circuit low input ON 1 CCM C, O, R ×

P2229 ← BARO sensor circuit high input ON 1 CCM C, O, R ×

EVAP system leak detection pump

P2401 ← ON 2 CCM C, R ×
motor circuit low

EVAP system leak detection pump

P2402 ← ON 2 CCM C, R ×
motor circuit high

EVAP system leak detection pump sense

P2404 ← ON 2 CCM C, R ×
circuit problem

EVAP system leak detection pump sense

P2405 ← ON 2 CCM C, R ×
circuit low input

EVAP system leak detection pump sense

P2407 ← ON 2 CCM C, R ×
circuit intermittent

P2502 ← Charging system voltage problem OFF 1 Other C, R ×

P2503 ← Charging system voltage low OFF 1 Other C, R ×

P2504 ← Charging system voltage high OFF 1 Other C, R ×

P2507 ← PCM B+ voltage low ON 1 CCM C, O, R ×

PCM internal engine off timer

P2610 ← ON 2 CCM C ×
performance

*1

California emission regulation applicable model

*2

MT
*3

C: CMDTC self-test, O: KOEO self-test, R: KOER self-test

*4

With ABS/DSC or MT without ABS/DSC

Sending Intermittent Monitoring System Test Results

The items supported by the sending intermittent monitoring system are shown below.

TEST ID Description Related system

10:01:80 HO2S (Front) lean-to-rich response time (calculated)

10:01:81 HO2S (Front) rich-to-lean response time (calculated)

10:01:82 HO2S (Front) lean-to-rich response time (calculated)

10:01:83 HO2S (Front) rich-to-lean response time (calculated) HO2S

10:02:03 Low HO2S (Rear) voltage for switch time calculation (constant)

10:02:04 High HO2S (Rear) voltage for switch time calculation (constant)

10:02:05 HO2S (Rear) rich-to-lean response time (calculated)

10:21:80 HO2S (Front) and HO2S (Rear) switching time ratio Catalyst

10:31:83 EGR pressure variation EGR

10:3A:80 EVAP system leak detection pump large leak check

10:3B:80 EVAP system leak detection pump small leak check

EVAP
10:3C:80*1 EVAP system leak detection pump very small leak check

10:3D:80 Purge flow monitor

10:A2:0B Cylinder No.1 average misfire counts for last 10 DC

10:A2:0C Cylinder No.1 misfire counts for last/current DC

10:A3:0B Cylinder No.2 average misfire counts for last 10 DC

10:A3:0C Cylinder No.2 misfire counts for last/current DC

Misfire
10:A4:0B Cylinder No.3 average misfire counts for last 10 DC

10:A4:0C Cylinder No.3 misfire counts for last/current DC

10:A5:0B Cylinder No.4 average misfire counts for last 10 DC

10:A5:0C Cylinder No.4 misfire counts for last/current DC

10:E1:80 Heat radiation ratio

Thermostat
10:E1:81 Engine coolant temperature
*1
California emission regulation applicable model

Sending Continuous Monitoring System Test Results

These appear when a problem is detected in a monitored system.

1-drive cycle type

If any problems are detected in the first drive cycle, pending codes will be stored in the
PCM memory, as well as DTCs.

After pending codes are stored, if the PCM determines that the system is normal in any
future drive cycle, the PCM deletes the pending codes.

2-drive cycle type

The code for a failed system is stored in the PCM memory in the first drive cycle. If the
problem is not found in the second drive cycle, the PCM determines that the system
returned to normal or the problem was mistakenly detected, and deletes the pending code
when the ignition switch is turned to the ON position in the next drive cycle. If the
problem is found in the second drive cycle too, the PCM determines that the system has
failed, and stores the pending codes, and the DTCs.

After pending codes are stored, if the PCM determines that the system is normal in any
future drive cycle, the PCM deletes the pending codes.

DLC-2 Outline

The DLC-2 located in the driver compartment is a service connector defined by OBD-II
regulations.

The following are functions for each terminal.

Terminal name Function

B+ Battery positive voltage

CAN_L Serial communication Lo terminal

CAN_H Serial communication Hi terminal

GND1 Ground (chassis)

GND2 Ground (signal)

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2007 - MX-5 - Engine

DTC DETECTION LOGIC AND CONDITIONS[LF]

B1342 PCM malfunction

Malfunction in the PCM internal circuit.

P0011 CMP Timing over-advanced

The actual valve timing is over-advanced by 15 ° from the target valve timing for
specified period when the oil control valve (OCV) is controlled in the maximum valve
timing retard condition.

Monitoring condition

Engine coolant temperature is above 63 °C {145.4 °F}

P0012 CMP timing over-retarded

Actual valve timing is over-retarded by 10 ° from the target valve timing for specified
period when the oil control valve (OCV) system control is within the feedback range.

Monitoring condition

Engine coolant temperature is above 63 °C {145.4 °F}

P0016 CKP-CMP correlation

The PCM monitors the input pulses from the CKP sensor and CMP sensor. If the input pulse
pick-up timing do not match each other, the PCM determines that the camshaft position
does not coincide with the crankshaft position.

P0030 Front HO2S heater control circuit problem

The PCM monitors the front HO2S impedance when under the front HO2S heater control
for 200 s. If the impedance is more than 44 ohms, the PCM determines that there is a
front HO2S heater control circuit problem.

P0031 Front HO2S heater circuit low input

The PCM monitors the front HO2S heater control voltage when the PCM turns the front
HO2S heater off. If the control voltage exceeds 50% of the battery voltage, the PCM
determines that the front HO2S heater control circuit voltage is low.

P0032 Front HO2S heater circuit high input

The PCM monitors the front HO2S heater control voltage when the PCM turns the front
HO2S heater on. If the control voltage is less than 50% of the battery voltage, the PCM
determines that the front HO2S heater control circuit voltage is high.

P0037 Rear HO2S heater circuit low input

The PCM monitors the rear HO2S heater control voltage when the PCM turns the rear
HO2S heater off. If the control voltage exceeds 25% of the battery voltage, the PCM
determines that the rear HO2S heater control circuit voltage is low.

P0038 Rear HO2S heater circuit high input

The PCM monitors the rear HO2S heater control voltage when the PCM turns the rear
HO2S heater on. If the control voltage is less than 57% of the battery voltage, the PCM
determines that the rear HO2S heater control circuit voltage is high.

P0069 Manifold absolute pressure/atmospheric pressure correlation

PCM monitors differences between intake manifold vacuum and atmospheric pressure. If
the difference is below –12 kPa {–90 mmHg, –3.5 inHg} or above 12 kPa {90
mmHg, 3.5 inHg} when the following conditions are met, the PCM determines that there
is a MAP sensor performance problem.

MONITORING CONDITION

12—15 s from when ignition switch is turned off.

Intake air temperature is above -10°C {14 °F}.

Engine coolant temperature is above 70°C {158°F}.

P0101 MAF sensor circuit range/performance problem

PCM monitors mass intake air flow amount when the engine is running.

If the mass intake air flow amount is above 37 l/s for 5 s and the engine
speed is below 2,000 rpm with the engine running, the PCM determines
that the detected mass intake air flow amount is too high.

If the mass intake air flow amount is below 4.4—59 l/s (The value
depends on engine speed.) for 5 s and the engine speed is above 1,000
rpm with the engine running and the throttle opening angle above 50
%, the PCM determines that detected the mass intake air flow amount is
too low.

P0102 MAF sensor circuit low input

The PCM monitors input voltage from the MAF sensor when the engine running. If the
input voltage is below 0.21 V, the PCM determines that the MAF circuit has a
malfunction.

P0103 MAF sensor circuit high input

The PCM monitors the input voltage from the MAF sensor when the engine running. If the
input voltage is above 4.9 V, the PCM determines that the MAF circuit has a malfunction.

P0107 MAP sensor circuit low input

The PCM monitors the input voltage from the MAP sensor when intake air temperature is
above –10 °C {14 °F}. If the input voltage is below 0.1 V, the PCM determines that
the MAP sensor circuit has a malfunction.

MONITORING CONDITIONS

Calculated load: 13—32 %

P0108 MAP sensor circuit high input

The PCM monitors the input voltage from the MAP sensor when intake air temperature is
above –10 °C {14 °F}. If input the voltage is above 4.9 V, the PCM determines that
the MAP sensor circuit has a malfunction.

MONITORING CONDITIONS

Calculated load: 13—32 %

P0111 IAT sensor circuit range/performance problem

If intake air temperature is higher than engine coolant temperature by 18 °C {32.4 °F}
for 1.2 s with ignition switch on *, the PCM determines that there is a intake air
temperature sensor circuit range/performance problem.

*: Ignition switch on when 6 h or more has passed since the previous ignition switch off

P0112 IAT sensor circuit low input

The PCM monitors the IAT sensor signal. If the PCM detects that the IAT sensor voltage is
below 0.16 V, the PCM determines that the IAT sensor circuit has a malfunction.

P0113 IAT sensor circuit high input

The PCM monitors the IAT sensor signal. If the PCM detects that the IAT sensor voltage is
above 4.84 V, the PCM determines that IAT sensor circuit has a malfunction.

P0116 Engine coolant temperature circuit range/performance

The PCM monitors the maximum value and minimum value of engine coolant temperature
when the engine is started and 5 min have been passed after leaving the vehicle 6 h or
more. If difference between maximum and minimum values of engine coolant temperature
is below 6 °C {10.8 °F} the PCM determines that there is an ECT circuit
range/performance problem.

P0117 ECT sensor circuit low input

The PCM monitors the ECT sensor signal at PCM terminal 2AH. If the PCM detects the ECT
sensor voltage below 0.2 V, the PCM determines that the ECT sensor circuit has
malfunction.

P0118 ECT sensor circuit high input

The PCM monitors the ECT sensor signal at PCM terminal 2AH. If the PCM detects the ECT
sensor voltage is above 4.58 V, the PCM determines that the ECT sensor circuit has
malfunction.

P0122 TP sensor No.1 circuit low input

If the PCM detects that the TP sensor No.1 voltage is below 0.1 V while the engine is
running, the PCM determines that the TP sensor No.1 circuit has a malfunction.

P0123 TP sensor No.1 circuit high input

If the PCM detects the TP sensor No.1 voltage is to be above 4.9 V after ignition switch
to the ON position, PCM determines that TP sensor No.1 circuit has a malfunction.

P0125 Excessive time to enter closed loop fuel control

The PCM monitors the ECT sensor signal at PCM terminal 2AH after engine is started while
the engine is cold. If the engine coolant temperature does not reach the expected
temperature for specified period, the PCM determines that it has taken an excessive
amount of time for the engine coolant temperature to reach the temperature necessary to
start closed-loop fuel control.
P0126 Coolant thermostat stuck open

If the ECT signal never exceeds 71 °C {160 °F} after engine start for specified period,
PCM determines that the coolant thermostat is stuck open.

MONITORING CONDITIONS

IAT: above –10 °C {14 °F}

Vehicle speed: over 6 km/h {3.7 mph}

P0128 Coolant thermostat stuck open

PCM monitors MAF, IAT, VSS and EAT signals and calculate radiator’s heat radiation ratio
while following monitoring conditions are met. If calculated value exceeds threshold, PCM
determines that the coolant thermostat is stuck open.

MONITORING CONDITIONS

IAT: above -10°C {14 °F}

ECT at engine start: below 36 °C {97 °F}

Difference between ECT at engine start and minimum IAT: below 6 °C

{10.8 °F}

Vehicle speed: over 30 km/h {18.6 mph}

P0130 Front HO2S circuit problem

The PCM monitors the front HO2S impedance when under the front HO2S heater control. If
the impedance is more than 500 ohms, the PCM determines that there is a front HO2S
circuit problem.

P0131 Front HO2S circuit low input

The PCM monitors the input voltage from the front HO2S and the front HO2S output
current when the engine is running. If the input voltage is less than 1.8 V or the output
current is less than –5 mA, the PCM determines that the front HO2S circuit voltage is
low.

P0132 Front HO2S circuit high input

The PCM monitors the input voltage from the front HO2S and the front HO2S output
current when the engine is running. If the input voltage is more than 3.8 V or the output
current is more than 5 mA, the PCM determines that the front HO2S circuit voltage is
high.

P0133 Front HO2S circuit problem

The PCM monitors the peak differential value of oxygen sensor signal after A/F fluctuation
being provided when the following conditions are met. If the peak differential value is
lower than the threshold value.

The PCM determines that front HO2S circuit is slow.

MONITORING CONDITIONS

HO2S heater, HO2S, and TWC Repair Verification Drive Mode

Following conditions are met:

 Front HO2S heater monitor is completed.

Fuel system loop status is closed loop fuel control.

Engine speed: 1,750—3,500 rpm

Charging efficiency: 25—63 % (at engine speed: 2,500 rpm)

Intake air volume: 5—40 g/s

Engine coolant temperature above 70 °C {158 °F}

P0134 Front HO2S no activity detected

The PCM monitors the front HO2S element impedance when the following conditions are
met. If the front HO2S element impedance is 80 ohms or more, the PCM determines that
front HO2S is not activated.

MONITORING CONDITIONS

HO2S, HO2S heater and TWC Repair Verification Drive Mode

Following conditions are met

Time from engine start is above 30 s (ECT when engine

start is 20 °C {68 °F}).

P0137 Rear HO2S circuit low input

The PCM monitors input voltage from rear HO2S. If the input voltage from the rear HO2S
is below 0.1 V for 35.2 s the PCM determines that circuit input is low.

MONITORING CONDITIONS

HO2S, HO2S heater and TWC repair verification drive mode

Following conditions are met.

Engine speed is above 1,500 rpm.

Engine coolant temperature is above 70 °C {158 °F}.

Fuel injector control in rear HO2S closed loop control.

The PCM monitors the input voltage from the rear HO2S when the following conditions are
met. Under the following monitoring conditions, if the input voltage from the rear HO2S
does not even exceed 0.1 V though the short term fuel trim is controlled up to 20.5 %
for 9.6 s, the PCM determines that sensor circuit input is low.

MONITORING CONDITIONS

HO2S, HO2S heater and TWC repair verification drive mode

Following conditions are met for above 20.8 s.

Engine speed is above 1,500 rpm.

Engine coolant temperature is above 70 °C {158 °F}.

P0138 Rear HO2S circuit high input

The PCM monitors input voltage from rear HO2S. If the input voltage from the rear HO2S
sensor is above 1.2 V for 0.8 s, the PCM determines that circuit input is high.
P0139 Rear HO2S circuit problem

The PCM monitors the rich (0.4 V) to lean (0.3 V) response time of the rear HO2S. The
PCM measures the response time when the following conditions are met. The PCM
determines a rear HO2S response deterioration malfunction when the measured response
time is more than the threshold value (80 ms) five consecutive times.

MONITORING CONDITIONS

PCM Adaptive Memory Production, HO2S heater, HO2S, and TWC Repair
Verification Drive Mode

Following conditions are met:

During deceleration fuel cut

Engine speed is above 500 rpm.

Engine coolant temperature is above 70 °C {158 °F}.

Rear HO2S output voltage ia above 0.4 V.

The PCM monitors for a time-out malfunction (when rear HO2S remains above 0.3 V for
longer than a specified period of time during fuel cut control). The PCM measures the
amount of time from when the following conditions are met until the rear HO2S output
voltage drops below 0.3 V. The PCM determines a rear HO2S time-out malfunction when
the detected time is more than the threshold value (6 s) three consecutive times.

MONITORING CONDITIONS

PCM Adaptive Memory Production, HO2S heater, HO2S, and TWC Repair
Verification Drive Mode

Following conditions are met:

During deceleration fuel cut

Engine speed is above 500 rpm.

Engine coolant temperature is above 70 °C {158 °F}.

Rear HO2S is activated (more than 0.55 V)

P0140 Rear HO2S no activity detected

The PCM monitors the input voltage from the rear HO2S when the following conditions are
met. Under the following monitoring conditions, if the input voltage from the rear HO2S
does not even exceed 0.55 V though the short term fuel trim is controlled up to 20.5%
for 9.6 s, the PCM determines that sensor circuit is not activated.

MONITORING CONDITIONS

HO2S, HO2S heater and TWC repair verification drive mode

Following conditions are met for above 20.8 s

Engine speed is above 1,500 rpm.

Engine coolant temperature is above 70 °C {158 °F}.

Rear HO2S voltage is above 0.1 V

P0222 TP sensor No.2 circuit low input

If PCM detects TP sensor No.2 voltage is to be below 0.1 V after the ignition switch to
the ON position, the PCM determines that TP circuit has a malfunction.

P0223 TP sensor No.2 circuit high input

If the PCM detects the TP sensor No.2 voltage is to be above 4.9 V after the ignition
switch to the ON position, the PCM determines that the TP circuit has a malfunction.

P0300 Random misfire detected

The PCM monitors CKP sensor input signal interval time. The PCM calculates change of
interval time for each cylinder. If change of interval time exceeds preprogrammed criteria,
the PCM detects misfire in the corresponding cylinder. While the engine is running, the
PCM counts number of misfires that occurred at 200 crankshaft revolutions and 1,000
crankshaft revolutions and calculates misfire ratio for each crankshaft revolution. If the
ratio exceeds the preprogrammed criteria, the PCM determines that a misfire, which can
damage catalytic converter or affect emission performance, has occurred.

P0301, P0302, P0303, P0304 Cylinder No.1, No.2, No.3, No.4 misfire detected

The PCM monitors CKP sensor input signal interval time. The PCM calculates the change of
interval time for each cylinder. If the change of interval time exceeds the preprogrammed
criteria, the PCM detects a misfire in the corresponding cylinder. While the engine is
running, the PCM counts number of misfires that occurred at 200 crankshaft revolutions
and 1,000 crankshaft revolutions and calculates misfire ratio for each crankshaft
revolution. If the ratio exceeds the preprogrammed criteria, the PCM determines that a
misfire, which can damage catalytic converter or affect emission performance, has
occurred.

P0327 KS circuit low input

The PCM monitors input signal from the KS when the engine is running. If the input
voltage is below 0.01 V the PCM determines that the KS circuit has a malfunction.

P0328 KS circuit high input

The PCM monitors the input signal from the KS when the engine is running. If the input
voltage is above 4.58 V the PCM determines that KS circuit has a malfunction.

P0335 CKP sensor circuit problem

If the PCM does not receive the input voltage from the CKP sensor for 4.2 s while the MAF
is 1.95 g/s {0.25 lb/min.} or above, the PCM determines that the CKP sensor circuit
has a malfunction.

If a malfunction is detected in the input pulse pattern from the CKP sensor.

P0340 CMP sensor circuit problem

The PCM monitors the input voltage from the CMP sensor when the engine is running. If
the PCM does not receive the input voltage from the CMP sensor while the PCM receives
the input signal from the CKP sensor, the PCM determines that the CMP circuit has a
malfunction.

If a malfunction is detected in the input pulse pattern from the CMP sensor.

P0401 EGR flow insufficient detected

PCM monitors difference in intake manifold pressures when EGR is operated and when it is
stopped. If the difference is too small, PCM determines that EGR flow insufficient.

P0403 EGR valve (stepping motor) circuit problem

The PCM monitors the EGR valve control signal voltage and current. If the following
conditions are met, the PCM determines that there is the EGR control circuit problem.

The PCM turns the EGR valve off, but the voltage of the EGR valve control
signal remains low.

The PCM turns the EGR valve on, but the current of the EGR valve control
signal remains high.

P0421 Warm up catalyst system efficiency below threshold

PCM compares number of front HO2S and rear HO2S inversions for a predetermined time.
PCM monitors number of inversions rear side performs while front side inverts for a
specified number of times when the following monitoring conditions are met, PCM detects
inversion ratio. If inversion ratio is below threshold, PCM determines that catalyst has
deteriorated.

MONITORING CONDITION

Calculated TWC temperature: more than 400 °C {752 °F}

Engine speed: 1,500— 3,000 rpm

LOAD: 15— 48 % (at engine speed 2,000 rpm)

P0441 Evaporative emission control system incorrect purge flow

PCM measures the purge line pressure, which is the vacuum when a following condition. If
vacuum between charcoal canister and intake manifold does not reach the specified, PCM
determines that the EVAP system has clogging.

MONITORING CONDITION

Engine speed: 1,500—3,500 rpm

Throttle opening angle:11— 20 %

Vehicle speed: 69.5—136 km/h {43.2—84.5 mph} [MT]/34.5—136

km/h {21.4—84.5 mph} [AT]

P0442 Evaporative emission control system leak detected (small leak)

PCM measures the pump load current (EVAP line pressure) when the specified period has
passed after EVAP system is sealed when monitoring conditions are met. If the load does
not reach the reference current value within the specified period, PCM determines that the
EVAP system has small leak.

MONITORING CONDITION

The ignition switch is turned off.

IAT: 4.4—35 °C {40—95 °F}

Battery voltage: 11 V or above

Atmospheric pressure: 72.2 kPa {542 mmHg, 21.3 inHg} or above

Fuel tank level: 15—85%

 Time from engine off: 5 h 10 min.

P0443 Purge solenoid valve circuit problem

The PCM monitors the purge solenoid valve control signal voltage and current. If the
following conditions are met, the PCM determines that there is the purge solenoid valve
control circuit problem.

The PCM turns the purge solenoid valve off, but the voltage of the purge
solenoid valve control signal remains low.

The PCM turns the purge solenoid valve on, but the current of the purge
solenoid valve control signal remains high.

P0446 Change over valve (COV) (EVAP system leak detection pump) stuck close

The PCM monitors pump load current (EVAP line pressure), while evaporative leak monitor
is operating. When the decrease in pump load current is less than the specification after
the reference current value has been obtained, the PCM determines change over valve
(COV) in EVAP system leak detection pump has a malfunction.

P0455 Evaporative emission control system leak detected (gross leak)

PCM measures the pump load current (EVAP line pressure) when the specified period has
passed after EVAP system is sealed when monitoring conditions are met. If the load does
not reach the reference current value within the specified period, PCM determines that the
EVAP system has gross leak.

MONITORING CONDITION

The ignition switch is turned off.

IAT: 4.4—35 °C {40—95 °F}

Battery voltage: 11 V or above

Atmospheric pressure: 72.2 kPa {542 mmHg, 21.3 inHg} or above

Fuel tank level: 15—85%

Time from engine off: 5 h 10 min.

P0456 Evaporative emission control system leak detected (very small leak)

PCM measure the pump load current (EVAP line pressure) when a specified period has
passed after EVAP system is sealed when monitoring conditions are met. If the load does
not reach the reference load value or rate of the load increase lower than the specified
within a specified period, PCM determines that the EVAP system has very small leak.

MONITORING CONDITION

The ignition switch is turned off.

IAT: 4.4—35 °C {40—95 °F}

Battery voltage: 11 V or above

Atmospheric pressure: 72.2 kPa {542 mmHg, 21.3 inHg} or above

Fuel tank level: 15—85%

Time from engine off: 5 h 10 min.

P0461 Fuel gauge sender unit range/performance problem

The PCM monitors the fuel tank level difference before and after the PCM-calculated fuel
consumption has reached more than 25 L {26.4 US qt, 22 Imp qt}. If the difference is
less than 5%, the PCM determines that there is a fuel gauge sender unit
range/performance problem.

P0462 Fuel gauge sender unit circuit low input

The PCM monitors the fuel level signal and fuel gauge sender unit output voltage from the
instrument cluster. If the PCM detects a fuel level or fuel gauge sender unit output voltage
is too low, the PCM determines that the fuel gauge sender unit circuit has a malfunction.

P0463 Fuel gauge sender unit circuit high input

The PCM monitors the fuel level signal and fuel gauge sender unit output voltage from the
instrument cluster. If the PCM detects a fuel level or fuel gauge sender unit output voltage
is too high, the PCM determines that the fuel gauge sender unit circuit has a malfunction.

P0480 Cooling fan relay No.1 control circuit malfunction

The PCM monitors the cooling fan relay No.1 control signal voltage and current. If the
following conditions are met, the PCM determines that there is the cooling fan relay No.1
control circuit problem.

The PCM turns the cooling fan relay No.1 off, but the voltage of the
cooling fan relay No.1 control signal remains low.

The PCM turns the cooling fan relay No.1 on, but the current of the
cooling fan relay No.1 control signal remains high.

P0481 Cooling fan relay No.2 control circuit malfunction

The PCM monitors the cooling fan relay No.2 control signal voltage and current. If the
following conditions are met, the PCM determines that there is the cooling fan relay No.2
control circuit problem.

The PCM turns the cooling fan relay No.2 off, but the voltage of the
cooling fan relay No.2 control signal remains low.

The PCM turns the cooling fan relay No.2 on, but the current of the
cooling fan relay No.2 control signal remains high.

P0482 Cooling fan relay No.3 control circuit malfunction

The PCM monitors the cooling fan relay No.3 control signal voltage and current. If the
following conditions are met, the PCM determines that there is the cooling fan relay No.3
control circuit problem.

The PCM turns the cooling fan relay No.3 off, but the voltage of the
cooling fan relay No.3 control signal remains low.

The PCM turns the cooling fan relay No.3 on, but the current of the
cooling fan relay No.3 control signal remains high.

P0500 VSS circuit problem

With ABS/DSC

If an error in the wheel speed signal from the ABS/DSC HU/CM is

detected by CAN when the following conditions are met:
 Neutral switch and clutch pedal position switch are OFF

Load is above 40 %

Engine speed is 2,000 rpm or above

Brake switch is OFF

Shift lever position (P, N, R position) (AT)

MT without ABS/DSC

Vehicle speed signal from vehicle speed sensor is below 3.7 km/h {2.3
mph} when the following conditions are met:

Neutral switch and clutch pedal position switch are OFF

Load is above 40 %

Engine speed is 2,000 rpm or above

Brake switch is OFF

P0505 Idle speed control system problem

The PCM cannot control idle speed toward target idle speed while KOER self test.

P0506 Idle speed control system RPM lower than expected

Actual idle speed is lower than expected by 100 rpm for 14 s, when brake pedal is
depressed (brake switch is on) and steering wheel is held straight ahead (power steering
pressure (PSP) switch is off).

P0507 Idle speed control system RPM higher than expected

Actual idle speed is higher than expected by 200 rpm for 14 s, when the brake pedal is
depressed (brake switch is on) and steering wheel is held straight ahead (power steering
pressure (PSP) switch is off).

P050A Cold start idle air control system performance

Actual idle speed is lower than expected by 100 rpm for 8.4 s when the target idle speed
correction value for cold start is above 0 rpm or ignition retard value is above 10 ° CA.

NOTE:

If atmospheric pressure is less than 72.3 kPa {542 mmHg, 21.3

inHg} or intake air temperature is below -10 °C {14 °F}, the PCM
cancels diagnosis of P050A.

P050B Cold start ignition timing performance

The PCM monitors actual ignition timing using the CKP sensor while electronic spark
advance control fast idle correction operating. If the ignition timing is out of specified
range, the PCM determines that the ignition timing at cold condition has performance
problem.

P0550 PSP switch circuit malfunction

The PCM monitors PSP switch signal at PCM terminal 2T. If input voltage is low voltage
(switch stays on) for 1 min. when the VSS is above 60.0 km/h {37.4 mph} and ECT is
above 60 °C {140 °F}, the PCM determines that PSP switch circuit has malfunction.
P0564 Cruise control switch circuit malfunction

The PCM monitors the cruise control switch signal at PCM terminal 1AQ. If the PCM detects
that any one of following switches (ON OFF, SET/-, SET/COAST, RES/+) remains on for 2
min, the PCM determines that the cruise control switch circuit has a malfunction.

P0571 Brake switch circuit problem

The PCM monitors changes in input voltage for brake switch No.1 and No.2. If the PCM
detects that both brake switches No.1 and No.2 remain on or off for 15 s, it determines
that the brake switch circuit has a malfunction.

P0601 PCM memory check sum error

PCM internal memory check sum error

P0602 PCM programming error

No configuration data in the PCM

P0604 PCM random access memory (RAM) error

PCM internal RAM malfunction.

P0606 PCM processor

The PCM internal CPU malfunction

P0610 PCM vehicle options error

PCM data configuration error

P0638 Throttle actuator control circuit range/performance problem

The PCM compares the actual TP with the target TP when the engine is running. If the
difference is more than the specification, the PCM determines that there is a throttle
actuator control circuit range/performance problem.

P0661 Variable intake air solenoid valve circuit low input

The PCM monitors the variable intake air solenoid valve control signal. If the PCM turns
variable intake air solenoid valve off but voltage at PCM terminal still remains low, the
PCM determines that variable intake air solenoid valve circuit has malfunction.

P0662 Variable intake air solenoid valve circuit high input

The PCM monitors the variable intake air solenoid valve control signal at PCM terminal. If
the PCM turns variable intake air solenoid valve on but voltage at PCM terminal still
remains high, the PCM determines that the variable intake air solenoid valve circuit has
malfunction.

P0703 Brake switch input circuit problem

The PCM monitors changes in input voltage from the brake switch No.1. If the PCM does
not the voltage changes while alternately accelerating and decelerating 8 times, the PCM
determines that the brake switch No.1 circuit has a malfunction.

P0704 Clutch pedal position (CPP) switch input circuit problem

The PCM monitors changes in input voltage from the CPP switch. If the PCM does not
detect the voltage changes while the vehicle runs with vehicle speed above 30 km/h {19
mph} and stops 8 times alternately, the PCM determines that the CPP switch circuit has a
malfunction.

P0850 Neutral switch input circuit problem

The PCM monitors changes in input voltage from the neutral switch. If the PCM does not
detect the voltage changes while driving the vehicle at a vehicle speed above 30 km/h
{19 mph} and clutch pedal turns press and depress 10 times repeatedly, the PCM
determines that the neutral switch circuit has a malfunction

P1260 Immobilizer system problem

The instrument cluster detects an immobilizer system malfunction.

P2088 Oil control valve (OCV) circuit low

The PCM monitors the OCV voltage. If the PCM detects the OCV control voltage (calculated
from the OCV) is below the threshold voltage (calculated from the battery positive
voltage), the PCM determines that the OCV circuit has a malfunction.

P2089 Oil control valve (OCV) circuit high

The PCM monitors the OCV voltage. If the PCM detects that the OCV control voltage
(calculated from the OCV) is above the threshold voltage (calculated from battery positive
voltage), the PCM determines that the OCV circuit has a malfunction.

P2096 Target A/F feedback system too lean

The PCM monitors the target A/F fuel trim when under the target A/F feedback control. If
the fuel trim is more than the specification, the PCM determines that the target A/F
feedback system is too lean.

MONITORING CONDITION

Rear HO2S voltage is above 0.1 V

P2097 Target A/F feedback system too rich

The PCM monitors the target A/F fuel trim when under the target A/F feedback control. If
the fuel trim is less than specification, the PCM determines that the target A/F feedback
system is too rich.

P2101 Throttle actuator circuit range/performance

The PCM monitors the input voltage from the drive-by-wire relay when the PCM turns the
drive-by-wire relay on. If the input voltage is less than 5.0 V, the PCM determines that
the drive-by-wire relay control circuit voltage is low.

The PCM monitors the input voltage from the drive-by-wire relay when the PCM turns the
drive-by-wire relay off. If the input voltage is more than 5.0 V the PCM determines that
the drive-by-wire relay control circuit voltage is high.

P2107 Throttle actuator control module processor error

Throttle actuator control module internal processor error

P2108 Throttle actuator control module performance error

PCM internal malfunction.

P2109 TP sensor minimum stop range/performance problem

The PCM monitors the minimum TP when the closed TP learning is completed. If the TP is
less than 6.03% or more than 18.7%, the PCM determines that there is a TP sensor
minimum stop range/performance problem.

P2112 Throttle actuator control system range/performance problem

The PCM monitors the throttle actuator control duty ratio when the engine is running. If
the duty ratio is more than 95%, the PCM determines that there is a throttle actuator
control system range/performance problem.

P2119 Throttle actuator control throttle body range/performance problem

The PCM compares the actual TP with initial setting TP when the ignition switch is off. If
the difference is less than the specification, the PCM determines that there is a throttle
actuator control circuit range/performance problem.

P2122 APP sensor No.1 circuit low input

The PCM monitors the input voltage from APP sensor No.1 when the engine is running. If
the input voltage is less than 0.35 V, the PCM determines that the APP sensor No.1
circuit input voltage is low.

P2123 APP sensor No.1 circuit high input

The PCM monitors the input voltage from APP sensor No.1 when the engine is running. If
the input voltage is above 4.8 V, the PCM determines that the APP sensor No.1 circuit
input voltage is high.

P2127 APP sensor No.2 circuit low input

The PCM monitors the input voltage from APP sensor No.2 when the engine is running. If
the input voltage is less than 0.35 V, the PCM determines that the APP sensor No.2
circuit has a malfunction.

P2128 APP sensor No.2 circuit high input

The PCM monitors the input voltage from APP sensor No.2 when the engine is running. If
the input voltage is more than 4.8 V, the PCM determines that the APP sensor No.2
circuit has a malfunction.

P2135 TP sensor No.1/No.2 voltage correlation problem

The PCM compares the input voltage from TP sensor No.1 with the input voltage from TP
sensor No.2 when the engine is running. If the difference is more than the specification,
the PCM determines that there is a TP sensor No.1/No.2 voltage correlation problem.

P2138 APP sensor No.1/No.2 voltage correlation problem

The PCM compares the input voltage from APP sensor No.1 with the input voltage from
APP sensor No.2 when the engine is running. If the difference is more than the
specification, the PCM determines that there is an APP sensor No.1/No.2 angle correlation
problem.

P2177 Fuel system too lean at off idle

PCM monitors short term fuel trim (SHRTFT), long term fuel trim (LONGFT) during closed
loop fuel control at off-idle. If the LONGFT and the sum total of these fuel trims exceed
preprogrammed criteria. PCM determines that fuel system is too lean at off-idle.

P2178 Fuel system too rich at off idle

PCM monitors short term fuel trim (SHRTFT), long term fuel trim (LONGFT) during closed
loop fuel control at off-idle. If the LONGFT and the sum total of these fuel trims exceed
preprogrammed criteria. PCM determines that fuel system is too rich at off-idle.

P2187 Fuel system too lean at idle

PCM monitors short term fuel trim (SHRTFT) and long term fuel trim (LONGFT) during
closed loop fuel control at idle. If the LONGFT and the sum total of these fuel trims exceed
preprogrammed criteria. PCM determines that fuel system is too lean at idle.

P2188 Fuel system too rich at idle

PCM monitors short term fuel trim (SHRTFT), long term fuel trim (LONGFT) during closed
loop fuel control at idle. If the LONGFT and the sum total of these fuel trims exceed
preprogrammed criteria. PCM determines that fuel system is too rich at idle.

P2195 Front HO2S signal stuck lean

The PCM monitors the front HO2S output when the following conditions are met. If the
output is more than 1.15 for 25 s, the PCM determines that the front HO2S signal
remains lean.

MONITORING CONDITION

ECT: more than 70 °C {158 °F}

Engine speed: 1,000—3,200 rpm

MAF amount: 6—80 g/s {0.80—10.58 lb/min}

Target A/F feedback system status: feedback control

Output voltage from the middle HO2S: more than 0.2 V

P2196 Front HO2S signal stuck rich

The PCM monitors the front HO2S output current when the following conditions are met. If
the output current is less than 0.85 for 25 s, the PCM determines that the front HO2S
signal remains rich.

MONITORING CONDITION

ECT: more than 70 °C {158 °F}

Engine speed: 1,000—3,200 rpm

MAF amount: 6—80 g/s {0.80—10.58 lb/min}

Target A/F feedback system status: feedback control

Output voltage from the middle HO2S: less than 0.7 V

P2228 BARO sensor circuit low input

PCM monitors input voltage from BARO sensor. If input voltage is below 2.1 V, PCM
determines that BARO sensor circuit has malfunction.

P2229 BARO sensor circuit high input

PCM monitors input voltage from BARO sensor. If input voltage is above 4.0 V, PCM
determines that BARO sensor circuit has malfunction.

P2401 EVAP system leak detection pump motor circuit low

The PCM monitors pump load current (EVAP line pressure), while evaporative leak monitor
is operating. If the pump load current is lower than specified, the PCM determines EVAP
system leak detection pump motor circuit has a malfunction.

P2402 EVAP system leak detection pump motor circuit high

The PCM monitors pump load current (EVAP line pressure), while evaporative leak monitor
is operating. If the pump load current is higher than specified, the PCM determines EVAP
system leak detection pump motor circuit has a malfunction.

P2404 EVAP system leak detection pump sense circuit problem

The PCM monitors pump load current (EVAP line pressure), while evaporative leak monitor
is operating. After obtaining the reference current value, if the time in which the pump
load current reaches the reference current value is less than the specification, the PCM
determines air filter has a malfunction.

P2405 EVAP system leak detection pump sense circuit low input

The PCM monitors pump load current (EVAP line pressure), while evaporative leak monitor
is operating. If the current is lower than the specification while the PCM obtains the
reference current value, the PCM determines EVAP system leak detection pump orifice has
a malfunction.

P2407 EVAP system leak detection pump sense circuit intermittent

The PCM monitors pump load current (EVAP line pressure), while evaporative leak monitor
is operating. When either of the following is detected 6 times or more successively, the
PCM determines EVAP system leak detection pump heater has a malfunction:

While obtaining the reference current value, the change in pump load
current exceeds the specification.

After obtaining the reference current value, the pump load current is kept
lower than the maximum pump load current for more than the specified
time.

P2502 Charging system voltage problem

PCM judges generator output voltage is above 17 V or battery voltage is below 11 V

during engine running.

P2503 Charging system voltage low

PCM needs more than 20 A from generator, and judges generator output voltage to be
below 8.5 V during engine running.

P2504 Charging system voltage high

PCM judges generator output voltage is above 18.5 V or battery voltage is above 16.0 V
during engine running.

P2507 PCM B+ voltage low

The PCM monitors the voltage of back-up battery positive terminal. If the PCM detects
battery positive terminal voltage below 2.5 V for 2 s, the PCM determines that the
backup voltage circuit has a malfunction.

P2610 PCM internal engine off timer performance

PCM internal engine off timer is damaged.

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2007 - MX-5 - Engine

KOEO/KOER SELF-TEST[LF]

The self-test function consists of the KOEO (Key On Engine Off) self-test, performed when
the ignition switch is turned to the ON position and the engine is stopped; and the KOER
(Key On Engine Running) self-test, performed when idling. If a malfunction is detected
when either self-test is executed, a DTC is displayed on the Mazda Modular Diagnostic
System (M-MDS). Using the self-test function, the present malfunction or a successful
repair is readily confirmed. Refer to the self-test function table for the corresponding
DTCs.

KOEO (Key ON, Engine Off) Self-test

The KOEO self-test is a powertrain control system self-diagnosis, performed when the
ignition switch is turned to the ON position and the engine is stopped. A KOEO self-test
begins when the connected Mazda Modular Diagnostic System (M-MDS) sends an execute
command to the PCM.

As the KOEO self-test is performed, the PCM performs the inspection for set DTCs and if a
malfunction is detected the DTC is displayed on the Mazda Modular Diagnostic System (M-
MDS).

KOER (Key ON, Engine Running) Self-test

The KOER self-test is a powertrain control system self-diagnosis, performed when the
ignition switch is turned to the ON position and the engine is idling. A KOER self-test
begins when the connected Mazda Modular Diagnostic System (M-MDS) sends an execute
command to the PCM.

As the KOER self-test is performed, the PCM performs the inspection for set DTCs and if a
malfunction is detected the DTC is displayed on the Mazda Modular Diagnostic System (M-
MDS).

KOEO/KOER self-test table×: ApplicableN/A: Not applicable

DTC No. Test condition

Condition
07MY 06MY KOEO KOER

B1342 ← PCM malfunction × N/A

P0011 ← CMP timing over-advanced N/A ×

P0012 ← CMP timing over-retarded N/A ×

P0016 ← CKP-CMP correlation N/A N/A

P0030 ← Front HO2S heater control circuit problem × ×

P0031 ← Front HO2S heater circuit low input × ×

P0032 ← Front HO2S heater circuit high input × ×

P0037 ← Rear HO2S heater circuit low input × ×

P0038 ← Rear HO2S heater circuit high input × ×

P0069 ← Manifold absolute pressure/atmospheric pressure correlation N/A N/A

P0101 ← MAF sensor circuit range/performance problem N/A N/A

P0102 ← MAF sensor circuit low input × ×

P0103 ← MAF sensor circuit high input × ×

P0107 ← MAP sensor circuit low input × ×

P0108 ← MAP sensor circuit high input × ×

P0111 ← IAT sensor circuit range/performance problem N/A N/A

P0112 ← IAT sensor circuit low input × ×

P0113 ← IAT sensor circuit high input × ×

P0116 ← Engine coolant temperature circuit range/performance N/A N/A

P0117 ← ECT sensor circuit low input × ×

P0118 ← ECT sensor circuit high input × ×

P0122 ← TP sensor No.1 circuit low input × ×

P0123 ← TP sensor No.1 circuit high input × ×

P0125 ← Excessive time to enter closed loop fuel control N/A N/A

P0126 ← N/A N/A

 Coolant thermostat stuck open
P0128 ← N/A N/A

P0130 ← Front HO2S circuit problem × ×

P0131 ← Front HO2S circuit low input × ×

P0132 ← Front HO2S circuit high input × ×

P0133 ← Front HO2S circuit problem N/A N/A

P0134 ← Front HO2S no activity detected N/A ×

P0137 ← Rear HO2S circuit low input × ×

P0138 ← Rear HO2S circuit high input × ×

P0139 ← Rear HO2S circuit problem N/A N/A

P0140 ← Rear HO2S no activity detected N/A ×

P0222 ← TP sensor No.2 circuit low input × ×

P0223 ← TP sensor No.2 circuit high input × ×

P0300 ← Random misfire detected N/A ×

P0301 ← Cylinder No.1 misfire detected N/A ×

P0302 ← Cylinder No.2 misfire detected N/A ×

P0303 ← Cylinder No.3 misfire detected N/A ×

P0304 ← Cylinder No.4 misfire detected N/A ×

P0327 ← KS circuit low input × ×

P0328 ← KS circuit high input × ×

P0335 ← CKP sensor circuit problem N/A N/A

P0340 ← CMP sensor circuit problem N/A N/A

P0401 ← EGR flow insufficient detected N/A ×

P0403 ← EGR valve (stepping motor) circuit problem × ×

P0421 ← Warm up catalyst system efficiency below threshold N/A N/A

P0441 ← Evaporative emission control system incorrect purge flow N/A ×

P0442 ← Evaporative emission control system leak detected (small leak) N/A ×

P0443 ← Purge solenoid valve circuit problem × ×

P0446 ← Change over valve (COV) (EVAP system leak detection pump) stuck close N/A ×

P0455 ← Evaporative emission control system leak detected (gross leak) N/A ×

P0456*1 ← Evaporative emission control system leak detected (very small leak) N/A ×

P0461 ← Fuel gauge sender unit range/performance problem N/A N/A

P0462 ← Fuel gauge sender unit circuit low input × ×

P0463 ← Fuel gauge sender unit circuit high input × ×

P0480 ← Cooling fan relay No.1 control circuit malfunction × ×

P0481 ← Cooling fan relay No.2 control circuit malfunction × ×

P0482 ← Cooling fan relay No.3 control circuit malfunction × ×

P0500 *3 ← VSS circuit problem N/A N/A

P0505 ← Idle speed control system problem N/A ×

P0506 ← Idle speed control system RPM lower than expected N/A N/A

P0507 ← Idle speed control system RPM higher than expected N/A ×

P050A N/A Cold start idle air control system performance × ×

P050B N/A Cold start ignition timing performance × ×

P0550 ← PSP switch circuit malfunction N/A N/A

P0564 ← Cruise control switch circuit malfunction N/A N/A

P0571 ← Brake switch circuit problem N/A N/A

P0601 ← PCM memory check sum error × ×

P0602 ← PCM programming error × ×

P0604 ← PCM random access memory (RAM) error × ×

P0606 ← PCM processor × ×

P0610 ← PCM vehicle options error × ×

P0638 ← Throttle actuator control circuit range/performance problem N/A N/A

P0661 ← Variable intake air solenoid valve circuit low input × ×

P0662 ← Variable intake air solenoid valve circuit high input × ×

P0703 ← Brake switch input circuit problem N/A N/A

P0704 *2 ← Clutch pedal position (CPP) switch input circuit problem N/A N/A

P0850 *2 ← Neutral switch input circuit problem N/A N/A

P1260 ← Immobilizer system problem × N/A

P2088 ← Oil control valve (OCV) circuit low × ×

P2089 ← Oil control valve (OCV) circuit high × ×

P2096 ← Target A/F feedback system too lean N/A N/A

P2097 ← Target A/F feedback system too rich N/A N/A

P2101 ← Throttle actuator circuit range/performance N/A ×

P2107 ← Throttle actuator control module processor error N/A ×

P2108 ← Throttle actuator control module performance error N/A ×

P2109 ← TP sensor minimum stop range/performance problem N/A ×

P2112 ← Throttle actuator control system range/performance problem N/A ×

P2119 ← Throttle actuator control throttle body range/performance problem N/A ×

P2122 ← APP sensor No.1 circuit low input × ×

P2123 ← APP sensor No.1 circuit high input × ×

P2127 ← APP sensor No.2 circuit low input × ×

P2128 ← APP sensor No.2 circuit high input × ×

P2135 ← TP sensor No.1/No.2 voltage correlation problem × ×

P2138 ← APP sensor No.1/No.2 voltage correlation problem × ×

P2177 ← Fuel system too lean at off idle N/A ×

P2178 ← Fuel system too rich at off idle N/A ×

P2187 ← Fuel system too lean at idle N/A ×

P2188 ← Fuel system too rich at idle N/A ×

P2195 ← Front HO2S signal stuck lean N/A N/A

P2196 ← Front HO2S signal stuck rich N/A N/A

P2228 ← BARO sensor circuit low input × ×

P2229 ← BARO sensor circuit high input × ×

P2401 ← EVAP system leak detection pump motor circuit low N/A ×

P2402 ← EVAP system leak detection pump motor circuit high N/A ×

P2404 ← EVAP system leak detection pump sense circuit problem N/A ×

P2405 ← EVAP system leak detection pump sense circuit low input N/A ×

P2407 ← EVAP system leak detection pump sense circuit intermittent N/A ×

P2502 ← Charging system voltage problem N/A ×

P2503 ← Charging system voltage low N/A ×

P2504 ← Charging system voltage high N/A ×

P2507 ← PCM B+ voltage low × ×

P2610 ← PCM internal engine off timer performance N/A N/A

*1

California emission regulation applicable model

*2

MT
*3

With ABS/DSC or MT without ABS/DSC

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2007 - MX-5 - Engine

PID/DATA MONITOR AND RECORD[LF]

The PID/DATA monitor items are shown below.

PID/DATA monitor table (reference)×: ApplicableN/A: Not applicable

Item
definition Unit/Condition PCM terminal
07MY 06MY

AAT ← Ambient air temperature °C °F N/A

AC_REQ ← Refrigerant pressure switch (high, low) Off/On 1AU

ACCS ← A/C relay Off/On 1I

AFR ← Air/fuel ratio N/A 2AD

AFR_ACT ← Actual air/fuel ratio N/A N/A

ALTF ← Generator field coil control duty value % 2AI

ALTT V ← Generator output voltage V 2AJ

APP ← Accelerator pedal position % 1AO, 1AP

← %
APP1 APP sensor No.1 1AO
← V

← %
APP2 APP sensor No.2 1AP
← V

ARPMDES ← Target engine speed RPM N/A

← Pa
BARO Barometric pressure N/A
← V
BOO ← Brake switch Off/On 1AB, 1AF

BPA N/A Brake pressure applied switch Off/On N/A

CATT11_DSD ← Catalyst temperature °C °F N/A

CHRGLP ← Generator warning light Off/On N/A

COLP ← Refrigerant pressure switch (middle) OFF/ON 1J

CPP*1 ← Clutch pedal position Off/On 1D

CPP/PNP *1 ← Shift lever position Drive/Neutral 1X

DTCCNT ← Number of DTC detected N/A N/A

← °C °F
ECT Engine coolant temperature 2AH
← V

EQ_RAT11 ← Actual lambda signal N/A N/A

EQ_RAT11_DSD ← Target lambda N/A N/A

ETC_ACT ← Throttle control ° N/A

← %
ETC_DSD Throttle control desired N/A
← °

EVAPCP ← Purge solenoid valve duty value % 2C

FAN1 ← Cooling fan relay No.1 control signal Off/On 1M

FAN2 ← Cooling fan relay No.2 control signal Off/On 1N

FAN3 ← Cooling fan relay No.3 control signal Off/On 1R

FLI ← Fuel level % N/A

FP ← Fuel pump relay Off/On 1H

2BB, 2BC, 2BD,

FUELPW ← Fuel injector duration sec
2AZ

OL/CL/

OL–Drive/
FUELSYS ← Fuel system status N/A
OL–Fault/

CL–Fault

GENVDSD ← Target generator voltage V N/A

HTR11 ← Front HO2S heater control Off/On 2BG

HTR12 ← Rear HO2S heater control Off/On 2BE

← °C °F
IAT Intake air temperature 1AT
← V

IMTV ← Variable intake air control Off/On 2J

← 1D,1X
INGEAR Gears are engaged Off/On
← N/A

IVS ← CTP condition Idle/Off Idle N/A

KNOCKR ← Knocking retard ° 2U

EVAP system leak detection pump detect incorrect

LDP_EVAPCP ← A N/A
purge flow

LDP_IDL ← EVAP system leak detection pump idle current A N/A

LDP_MON ← EVAP system leak detection pump monitoring current A N/A

LDP_REF ← EVAP system leak detection pump reference current A N/A

LDP_SLDV ← EVAP system small leak detection value A N/A

LDP_VSL_FV ← EVAP system very small leak detection fail value mA/sec N/A

LDP_VSL_SV ← EVAP system very small leak detection safe value mA/sec N/A

LDP_VSLDV *2 ← EVAP system very small leak detection value mA/sec N/A
LOAD ← Engine load % N/A

LONGFT1 ← Long term fuel trim % N/A

← g/sec
MAF Mass air flow 1AK
← V

← Pa
MAP Manifold absolute pressure 2AG
← V

MIL ← Malfunction indicator lamp Off/On N/A

MIL_DIS ← Travelled distance since MIL illuminated km N/A

O2S11 ← Front HO2S A 2AD

O2S12 ← Rear HO2S V 2Q

PSP ← PSP switch Low/High 2T

Not Learnt/
RFCFLAG ← PCM adaptive memory produce verification N/A
Learnt

RO2FT1 ← Rear HO2S fuel trim N/A N/A

RPM ← Engine speed RPM 2W

SCCS ← Cruise control switch V 1AQ

SEGRP ← EGR control N/A 2K, 2G, 2L, 2H

SEGRP DSD ← EGR valve position desired % N/A

SELTESTDTC N/A Diagnostic trouble codes N/A N/A

SHRTFT1 ← Short term fuel trim (front) % N/A

SHRTFT12 ← Short term fuel trim (rear) % N/A

SPARKADV ← Ignition timing ° 2S

test ← Test mode Off/On N/A

TIRESIZE ← Tire revolution per mile rev/mile N/A

TP REL ← Throttle position signal (relative value) % N/A

← %
TP1 TP sensor No.1 2AK
← V

← %
TP2 TP sensor No.2 2AL
← V

TPCT ← TP sensor voltage at CTP V N/A

VPWR ← Battery positive voltage V 1BA

← 2O*4

VSS Vehicle speed KPH

1AM *3, 5, 1AI *3,
← 5

VT ACT1 ← Actual valve timing ° 2E

Difference between target valve timing and actual

VT DIFF1 ← ° N/A
valve timing

VT DUTY1 ← OCV control) % 2E

*1
MT
*2
California emission regulation applicable model
*3
With ABS, DSC HU/CM
*4
MT without ABS/DSC
*5
AT without ABS/DSC

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2007 - MX-5 - Engine

SIMULATION TEST[LF]

The simulation items are shown below.

Simulation item table×: ApplicableN/A: Not applicable

Item Test condition

Applicable component Unit/condition PCM terminal
07MY 06MY KOEO KOER

ACCS ← A/C relay Off/On × × 1I

ALTF ← Generator (field coil) % N/A × 2AI

ARPMDES N/A Target engine speed RPM × × N/A

EVAPCP ← Purge solenoid valve % × × 2C

FAN1 ← Cooling fan relay No.1 Off/On × × 1M

FAN2 ← Cooling fan relay No.2 Off/On × × 1N

FAN3 ← Cooling fan relay No.3 Off/On × × 1R

FP ← Fuel pump relay Off/On × × 1H

FUELPW1 ← Fuel injector % × × 2BB, 2BC, 2BD, 2AZ

GENVDSD ← Target generator voltage V N/A × N/A

HTR11 ← Front HO2S heater Off/On × × 2BG

HTR12 ← Rear HO2S heater Off/On × × 2BE

IMTV ← Variable intake air solenoid valve Off/On × × 2J

INJ_1 ← Fuel injector No.1 OFF N/A × 2BB

INJ_2 ← Fuel injector No.2 OFF N/A × 2BC

INJ_3 ← Fuel injector No.3 OFF N/A × 2BD

INJ_4 ← Fuel injector No.4 OFF N/A × 2AZ

SEGRP ← EGR valve stepping motor position N/A × × 2K, 2G, 2L, 2H

test ← Test mode Off/On × × N/A

VT DUTY1 Wt ← CMP sensor % × × 2E

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2007 - MX-5 - Engine

FUEL INJECTION CONTROL OPERATION [LF]

Operation

Injection timing

There is synchronized fuel injection, which performs fuel injection by the setting of the crankshaft position, and
non-synchronized fuel injection which performs fuel injection when the condition for fuel injection is met
regardless of the crankshaft position.

Synchronized fuel injection

The crankshaft rotation is synchronized by each intake and exhaust stroke of the cylinders, and fuel injection is
performed by the fuel injection timing and the injection amount corresponding to the input signals of the following
sensors.

CKP sensor, MAF sensor, ECT sensor, IAT sensor

Non-synchronized fuel injection

The crankshaft rotation is not synchronized and fuel injection is performed by the injection timing and injection
amount as triggered by the input signals of the following sensors.

TP sensor, MAF sensor, ECT sensor, IAT sensor

Relation between synchronized and non-synchronized fuel injection

If synchronized and non-synchronized fuel injection happen to occur together, fuel is injected by adding the fuel
injection timing of both.

Injection Time

The PCM calculates the fuel injection amount according to the engine operation conditions as the fuel injection
time and energizes the fuel injectors.

Fuel injector energization time and operation conditions

The fuel injectors cause an operation delay with the start of energization from the PCM. The PCM calculates the
fuel injection time by adding the non-injection time (ineffective injection time) with the actual injection time
(effective injection time), and energizes the fuel injectors for this time.
 The fuel injection time is based on the following formula:

Fuel injection time = effective injection time + ineffective injection time

Ineffective injection time

The fuel injectors cause a delay in operation due to a delay in the build-up of operation current
from coil inductance with the start of energization, and by the mass of the needle valve and
plunger, and spring resistance. This delay is the ineffective injection time.

The non-injection time is affected by the change in battery voltage. Accordingly, the PCM sets
the non-injection time according to the battery voltage

Effective injection time

The fuel injector opening valve time which is the actual fuel injection time is called the effective
injection amount.

Determination of Effective Injection Time

The PCM divides the engine operation conditions into control zones according to engine speed and engine load
and determines the effective injection time at each control zone to perform optimum air/fuel ratio control in all
engine driving ranges.
Start zone

Purpose

Improved engine startability

Operation condition

When engine speed is 500 rpm or less.

Determination of fuel injection time

According to engine coolant temperature (ECT sensor) and engine speed (CKP sensor)

Feedback Zone

Purpose

Improved fuel economy

Improved exhaust gas purification

Control condition

During engine operation other than high load volume increase zone and engine start zone.

Determination of fuel injection time

During normal driving, the amounts of various correction types are added to the basic injection time to set to the
theoretical air/fuel ratio.

High load volume increase zone

Purpose

Improved driveability

TWC protection

Control condition

Either the charging efficiency or the throttle valve opening angle is a fixed value or more.

Determination of fuel injection time

Corrections are added to the basic injection amount and the high load coefficient is calculated according to the
 engine speed, mass intake airflow amount and the throttle valve opening angle.

Excessive speed fuel cut zone

Purpose

Engine protection

Control conditions

When the engine speed is 7,000 rpm or more (WOT).

When engine speed is 5,500 rpm or more and the engine coolant temperature is approx. -15 °C {5 °F} or less.

When the following conditions continue for 5 min or more:

Vehicle is stopped.

Engine speed is 1,500 rpm or more.

Engine coolant temperature is approx. 40 °C {104 °F}.

When the following conditions continue for 2 min or more:

Vehicle is stopped.

Engine speed is 3,000 rpm or more.

Engine coolant temperature is approx. 40 °C {104 °F}.

When the following conditions continue for 10 s or more:

Vehicle is stopped.

Engine speed is 6,500 rpm or more.

Engine coolant temperature is approx. 40 °C {104 °F}.

NOTE:

The PCM determines that the driver continues to unintentionally depress the
accelerator pedal

Determination of fuel injection time

Fuel injection time is set to 0 (fuel cut).

Deceleration fuel cut zone

Purpose

Improved fuel economy

Prevents overheating of the catalytic converter

Control conditions

When the engine conditions are as follows (10 s or longer after engine start):

Fully closed throttle valve

When the engine speed is at set value or more (differs depending on the ECT) (charging
efficiency at fixed value or more, mass airflow sensor normal)

Determination of fuel injection time

The fuel injection time is set to 0 (fuel cut).

Calculation method list for fuel injection time

A: Fuel injection time base, B: Correction for fuel injection time

Control zone

Contents

(Fuel injection time, calculation method, or determination method)

Injection time at Set value according to engine coolant temperature (low engine coolant
A
start temperature→long injection time)

Basic injection time Basic injection time = charging efficiency x fuel flow coefficient A A

Fuel cut Fuel injection time = 0 A A

Ineffective Set time according to injector performance

A A A
injection time

Purpose: Maintains stability of engine speed just after engine start

Correction condition

Volume increase Specified time according to engine coolant temperature directly after
correction at engine engine start B B
start
Correction amount

Low engine coolant temperature→large correction

Low intake air temperature→large correction

Purpose: Controls air/fuel ratio to the theoretical air/fuel ratio

Correction condition

Front HO2S feedback When engine coolant temperature is at set value or more
B
correction
Correction amount

Front HO2S current value 0 mA or less→volume decrease correction

Front HO2S current value 0 mA or more→volume increase correction

Purpose: Corrects feedback amount according to deterioration of front HO2S and

catalytic converter

Correction condition

Engine coolant temperature is at set value or more

Rear HO2S feedback
B
correction Engine speed is 500—4,250 rpm

Charging efficiency is 10—80%

Correction amount

According to rear HO2S electromotive force→correction

Purpose: Ensures engine speed stability during D-range shifting

Correction condition
D-range correction
 Throttle valve fully-closed and shifted into D range B
(AT)
Correction amount

Low engine coolant temperature→large correction

Purpose: Improved engine output, decrease of exhaust gas temperature

Correction condition

According to engine speed when the throttle valve opening angle is

High load volume
the fixed value or more, otherwise, according to engine speed and B
increase correction
charging efficiency

Correction amount

High engine speed, high charging efficiency→large correction

Purpose: When engine coolant temperature is low, maintains combustion stability

Correction condition

Warm-up volume While at set engine coolant temperature

B B
increase correction
Correction amount

High charging efficiency, low engine coolant temperature→large

correction

Purpose: Maintains engine speed stability during A/C operation

Correction condition
A/C load increase
A/C is operating B B
correction
Correction amount

Low engine coolant temperature→large correction

Purpose: Corrects fuel injection delay during acceleration to ensure drive stability

Correction condition

When acceleration amount (change in the amount of charging

Acceleration increase efficiency) is at set value or more B B
correction
Correction amount

Low engine coolant temperature→large correction

Large acceleration amount→large correction

Purpose: Ensures engine speed stability after fuel cut recovery

Correction condition
Deceleration volume
When recovery from fuel cut B
increase correction
Correction amount

Low engine speed→large correction

Purpose: Corrects deviation in air/fuel ratio from changes due to aged deterioration of
mechanical devices

Correction condition
Learning correction B B
Under any condition except purge control

Correction amount

Learning value based on average of feedback correction value

 Purpose: Corrects ineffective charging time deviation from change in intake manifold
vacuum

Correction condition
Intake air pressure
B B
correction Under any condition except start zone

Correction amount

More intake manifold vacuum→large correction

Fuel Cut

Includes fuel cut under the following conditions except fuel cut at excessive engine speed according to engine
operation and deceleration fuel cut.

Excess vehicle speed fuel cut

Purpose

To prevent overspeed

Control condition

If the vehicle reaches a high speed, fuel-cut is performed to keep the vehicle speed below the speed limit.

Sensor damage fuel cut

Purpose

To prevent engine damage from abnormal ignition due to a malfunction input of a cylinder identification or the
engine speed signal.

Control condition

When damage to the crankshaft position sensor or camshaft position sensor is detected.

Dechoke control

Purpose

To improve engine starting startability when spark plugs are flooded.

Control conditions

When cranking close to fully-open throttle valve

Fuel cut during immobilizer system activation

Purpose

To prevent vehicle theft

Execution conditions

When an engine stop request signal is received from the immobilizer system, the PCM force-stops the fuel
injectors. Therefore the engine stops.

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2007 - MX-5 - Body and Accessories

POWER WINDOW SYSTEM OUTLINE

An exterior open function has been added to the power window system.

The power retractable hardtop and power windows operate simultaneously such that the
power windows open at the same time the power retractable hardtop begins to operate.

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POWER WINDOW SYSTEM WIRING DIAGRAM

With exterior open function

Without exterior open function

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EXTERIOR OPEN FUNCTION OUTLINE

An exterior open function has been adopted so that the power window system can be
operated from outside the vehicle.

This system can operate in conjunction with the transmitter (open operation only).

Operation item Open operation (Automatic open)

Transmitter UNLOCK button operation

(long press, approx. 1.5 s or more)

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EXTERIOR OPEN FUNCTION STRUCTURAL VIEW

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EXTERIOR OPEN FUNCTION BLOCK DIAGRAM

With Advanced Keyless System

With Keyless Entry System

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EXTERIOR OPEN FUNCTION OPERATION

With the system, door glass can open in conjunction with the UNLOCK operation of the transmitter.

One opening operation fully opens (automatic open) door glass.

The keyless control module sends the signal requiring the open operation to the power window control unit (power window
main switch) based on the signals input from the switches.

The power window control unit (power window main switch) sends open operation signal to the power window motor based
on the required signal, and operates the door glass.

Open Function/Operation in Conjunction with Transmitter

The door glass can be opened by holding the button in the UNLOCK position for approx. 1.5 s or more within the
transmitter reception area.

When the door glass is not fully open, operate and hold the transmitter UNLOCK position for approx. 1.5 s, and the door
glass performs automatic open operation to fully open the door glass. During the automatic open operation, if the
transmitter is operated again *1, it stops in that position.

*1
The operation button can be either the LOCK/UNLOCK/PANIC button. Also, the holding time is not factored.

Operation Prohibition/Stop Condition

When the following conditions are met before the operation, the exterior open function does not operate. Also, if the
 conditions are met during the operation, the operation stops.

Either door/trunk is open (when the door switch or trunk compartment light switch is ON)

The key is inserted in the steering lock (when the keyless switch is ON)

The push switch is pressed in or the start knob (ignition switch) is in a position other than the LOCK (with
advanced keyless system)

The transmitter is not in the reception area

The transmitter is operated during the operation (LOCK, UNLOCK, PANIC operation)

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EXTERIOR TRIM OUTLINE

Convertible top has been adopted.

A power retractable hardtop system has been adopted which opens/closes automatically
via switch operation.

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EXTERIOR TRIM STRUCTURAL VIEW

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2007 - MX-5 - Body and Accessories

POWER RETRACTABLE HARDTOP SYSTEM OUTLINE

A switch-operated, open/close power retractable hardtop system has been adopted.

The power retractable hardtop system consists of the following functions:

Auto-open/close function

Fail-safe function

Malfunction detection function

The buzzer sounds during operation and when a malfunction is detected.

Since the power retractable hardtop operates in conjunction with the power windows, the
door glass opens 100 mm at the same time the power retractable hardtop begins to
operate.

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POWER RETRACTABLE HARDTOP SYSTEM STRUCTURAL VIEW

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POWER RETRACTABLE HARDTOP SYSTEM WIRING DIAGRAM

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POWER RETRACTABLE HARDTOP SYSTEM OPERATION

Operation Conditions

The Power retractable hardtop operates when all of the following conditions are met.

Ignition switch is in the ON position

The trunk lid is in the fully closed position.

The selector lever is in the P or N position (A/T).

The shift lever is in the neutral position (When the neutral switch is ON) (M/T).

The vehicle speed is 3 km/h {1.86 mph} or less.

The power supply voltage is between 8.5 to 16.5 V.

The top lock switch is unlocked.

Power Retractable Hardtop Operation

Open operation timing chart

 Pauses depending on the operation the same as the close operation timing chart.

Open operation

1. When the Power retractable hardtop open switch is turned on with all the Power retractable hardtop operation conditions met, the
Power retractable hardtop open request signal is sent to the Power retractable hardtop control module.

2. The Power retractable hardtop control module confirms the operation conditions when it receives the signal, and if all the conditions are
met, it sends an operation start beep signal to the instrument cluster.

3. The window glass open request signal is sent to the power window main switch.

4. When the door glass lowers approx. 100 mm, the deck panel motor operates and the deck panel moves in the open direction.

5. When the deck panel link pin contacts the deck panel open position switch and the switch is turned on, the deck panel is determined to
be fully open and the deck panel motor stops.
6. The roof panel motor operates and the roof panel moves in the open direction.

7. When the roof panel link pin contacts the Power retractable hardtop open position switch and the switch is turned on, the roof panel is
determined to be fully open and the roof panel motor stops.

8. The deck panel motor operates and the deck panel moves in the close direction.

9. Because link A rotates in the direction of the arrow due to the deck panel motor rotation, the roof hook cable is pulled and the roof
 hook is locked.

10. When the deck panel link pin contacts the deck panel close switch and the switch is turned off, the deck panel is determined to be
fully closed and the deck panel motor stops.

11. When the Power retractable hardtop open operation is finished, an operation finish beep signal is sent to the instrument cluster.

Close operation timing chart

Close operation

1. When the Power retractable hardtop close switch is turned on with all the Power retractable hardtop operation conditions met, Power
retractable hardtop close request signal is sent to the Power retractable hardtop control module.

2. The Power retractable hardtop control module confirms the operation conditions when it receives the signal, and if all the conditions are
met, it sends an operation start beep signal to the instrument cluster.

3. The window glass open request signal is sent to the power window main switch.
4. When the door glass lowers approx. 100 mm, the deck panel motor operates and the deck panel moves in the open direction.

5. Because link A rotates in the direction of the arrow due to the deck panel motor rotation, the roof hook cable loosens and the roof
hook is unhooked.

6. When the deck panel link pin contacts the deck panel open position switch and the switch is turned on, the deck panel is determined to
be fully open and the deck panel motor stops.

7. The roof panel motor operates and the roof panel moves in the close direction.

8. When the roof panel link pin contacts the Power retractable hardtop close position switch and the switch is turned on, the roof panel is
determined to be fully closed and the roof panel motor stops.
 9. The deck panel motor operates and the deck panel moves in the close direction.

10. When the deck panel link pin contacts the deck panel close switch and the switch is turned off, the deck panel is determined to be
fully closed and the deck panel motor stops.

11. When the Power retractable hardtop close operation is finished, an operation finish beep signal is sent to the instrument cluster.

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POWER RETRACTABLE HARDTOP CONTROL MODULE FUNCTION

Controls the Power retractable hardtop control module, roof motor, and the deck panel motor based on
the signals from each switch.

A fail-safe function has been adopted which stops the operation if an abnormal signal is detected from
any part during Power retractable hardtop operation.

A self-diagnostic function has been adopted which can verify the malfunctioning area.

FAIL-SAFE FUNCTION

The power retractable hardtop control module monitors each input/output part, and if a malfunction is
detected, performs the following actions.

Item Detection Condition Action after malfunction detected Recovery condition

Power supply Power supply Power retractable hardtop not operated → Power supply voltage
voltage error voltage is 7.5 V or Inhibits Power retractable hardtop operation is between 8.5 to 16.5
less, or 17.5 V or V.
more. Power retractable hardtop operating → Stops
Power retractable hardtop operation

Roof/deck Sensor power Stops motor operation The ignition switch is

panel motor supply voltage is 5 turned from the ON
Hall sensor V or less. position in the
power supply following order.
voltage error
OFF→
ON

Roof/deck Roof/deck panel Temporarily stops the operation, however, the operation can Pulse signal detected
panel motor motor Hall sensor be performed by turning on the Power retractable hardtop
Hall sensor pulse signal cannot switch again.
malfunction be detected.

Door glass open If the signal is detected during the Power Door glass open
notification signal retractable hardtop close operation, inhibits notification signal can
cannot be detected. the operation after the Power retractable be detected.
hardtop is fully closed. (Only deck panel can
operate.)

If the signal is detected during the Power

retractable hardtop open operation, the
open operation continues and after the
operation finishes, the close operation can
be performed only once. Inhibits the
Door glass operation after the Power retractable
open hardtop is fully closed. (Only deck panel can
notification operate.)
signal error

Open notification If the signal is detected with the Power Continuous reception
signal is received retractable hardtop fully closed and not of the open
continuously for 30 operating, inhibits the operation. notification signal
s or more. stops temporarily.
If the signal is detected with the Power
retractable hardtop fully open and not
operating, the Power retractable hardtop
close operation can be performed only once.
Inhibits the operation after the Power
retractable hardtop is fully closed.

Supply voltage to Stops motor operation The ignition switch is

the motor is turned from the ON
Roof/deck lowered. position in the
panel motor following order.
malfunction
OFF→
ON

Roof motor Difference in pulse Stops motor operation Power retractable

(Left and right count number hardtop switch is
position between left and operated again.
combination) right is at a certain
level or more. However, if detected
three times or more,
the ignition switch is
turned from the ON
position in the
following order.

OFF→
ON

Deck panel Difference in pulse Stops motor operation Power retractable

motor (Left count number hardtop switch is
and right between left and operated again.
position right is at a certain
combination) level or more. However, if detected
three times or more,
the ignition switch is
turned from the ON
position in the
following order.

OFF→
ON

Power The Power Inhibits Power retractable hardtop operation. Normal logic is
retractable retractable detected.
hardtop/deck hardtop/deck panel
panel limit limit switch is
switch malfunctioning.
malfunction

Top lock switch on Close operation can be performed only once. Inhibits the Top lock switch off is
is detected with the operation after the Power retractable hardtop is fully closed. detected.
Power retractable
hardtop open.

Top lock switch

malfunction Top lock switch off None Vehicle speed 0 km/h
is detected with the is detected.
Power retractable
hardtop closed and
vehicle speed
detected.

Switch input is 1 V Inhibits Power retractable hardtop operation. Normal input voltage
or less. is recovered.

Switch on signal is Inhibits Power retractable hardtop operation. Power retractable

detected for 30 s or hardtop switch off
Power
more after IG-ON. signal is detected.
retractable
hardtop switch
malfunction Power retractable Inhibits Power retractable hardtop operation. Power retractable
hardtop open and hardtop switch off
close on signals are signal is detected.
detected
simultaneously for
30 s or more.

CAN system of the Inhibits Power retractable hardtop operation. Normal communication
Power retractable is recovered.
hardtop control
module is
malfunctioning.

CAN Inhibits Power retractable hardtop operation. Normal communication

communication is recovered.
error between PCM
and Power
Communication retractable hardtop
error control module

CAN Inhibits Power retractable hardtop operation. Normal communication

communication is recovered.
error between TCM
and Power
retractable hardtop
control module

Vehicle speed Inhibits Power retractable hardtop operation. Normal communication

signal error is recovered.

Buzzer operation function

Sends beep signals to the instrument cluster before and after the Power retractable hardtop system
operation, when the operation is refused, and during an operation warning. (See POWER RETRACTABLE
HARDTOP WARNING ALARM CONSTRUCTION/OPERATION.)

Power retractable hardtop indicator light control

Sends illumination or flash signal to the power retractable hardtop indicator light in the following
pattern depending on the Power retractable hardtop status.
 Illumination pattern Illumination condition Lights off condition

Open
Power operation
retractable Power retractable hardtop is finished.
hardtop operation is continued.
Close
operating
operation
is finished

Power Power
retractable retractable
hardtop is hardtop
fully switch is
opened turned on.
and the top
lock is Top lock is
unlocked. locked
(Top lock after close
switch is operation
OFF.) is finished.
Power
retractable Power
hardtop half- retractable
open and not hardtop
operating switch is
turned off
during
Power
retractable
hardtop
operation
and the
operation
is
temporarily
stopped.

DTC is detected or Malfunction

recorded.(The power is repaired
retractable hardtop or the DTC
indicator light does not is cleared.
Power illuminate depending on the
retractable DTC.)
hardtop
system (The power retractable
malfunctioning hardtop indicator light does
not illuminate depending on
the DTC.)(See ON-BOAD
DIAGNOSTIC PID DATE
MONITOR FUNCTION .)

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POWER RETRACTABLE HARDTOP LINK CONSTRUCTION/OPERATION

Construction

Installed to the inside of the Power retractable hardtop.

The front roof panel is installed to the front roof panel link.

The middle roof panel is installed to the middle roof panel link and roof motor link.

The roof motor link gear is integrated with the roof motor link.

The rear window glass is installed to rear window glass link A.

The Power retractable hardtop fully opens/closes via the rotation of each link in conjunction with the roof motor rotation.

Operation

Open operation

1. After the deck panel is fully opened, the roof motor starts rotating based on the operation signal from the Power retractable
hardtop control module.

2. The roof motor link gear and the roof motor link start rotating due to the roof motor rotation, and at the same time, the middle
roof panel and the middle roof panel link rotate.

3. The front roof panel link and rear window glass link B rotate due to the middle roof panel link rotation.

4. Rear window glass link A rotates faster than the middle roof panel link at pivot fulcrum A, rear window glass link A moves
downward, and the rear window glass moves in the inner side of the middle roof panel

5. Due to the rotation of the roof link at pivot fulcrum B, the middle roof panel, rear window glass, and the front roof panel move
 to the fully-open position.

6. When the roof motor link rotates to the fully-open position, A part of the roof motor link shown in the figure presses the Power
retractable hardtop open position switch stopping the roof motor rotation.

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DECK PANEL LINK CONSTRUCTION/OPERATION

Construction

The links rise according to the rotation of the deck panel links to fully open or close the deck.

The deck panel limit switch is installed to the deck panel link (RH).

The guide for the deck panel manual open/close is installed to the deck panel base link. (Refer to the Workshop Manual for the
procedure.)

Operation

1. The deck panel motor starts to rotate based on an operation signal of the power retractable hardtop control module.

2. The sector gear rotates according to the deck panel motor rotation, and the lock pin area of the deck panel base link and sector
gear are disengaged.

3. The knob presses deck panel link A upward by the rotation of the sector gear.
 4. Deck panel link A is pressed upward to fully open the deck panel.

5. When deck panel link A is fully opened, the sector gear pin shown in the figure presses the deck panel open position switch to stop
the deck panel motor rotation.

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ROOF/DECK PANEL MOTOR FUNCTION

The motor rotates normally/reversely according to the signal from the power retractable
hardtop control module to move the roof panel automatically.

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ROOF/DECK PANEL MOTOR CONSTRUCTION

Consists of a motor, connector, and gear.

Two Hall effect switches are located in the connector.

In the connector, the roof motor has one Hall effect switch and the deck panel motor has two (only one Hall effect switch is
used). (The Hall effect switch does not detect rotation direction.)

Hall effect switch 1 outputs one pulse cycle for each rotation of the motor axle and the power retractable hardtop control
module detects motor rotation speed from this.

Roof panel motor construction view

Deck panel motor construction view

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POWER RETRACTABLE HARDTOP SWITCH OUTLINE

The power retractable hardtop electric open/close operation is performed by the power
retractable hardtop open and close switches.

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POWER RETRACTABLE HARDTOP SWITCH CONSTRUCTION/OPERATION

The power retractable hardtop switch is integrated with the hazard warning switch.

The operational switch operates at the point the switch has been continuously pressed on
for 100 ms.

Depending on the power retractable hardtop position and operation conditions, the
operation switch input reception is restricted as follows:

Power retractable
hardtop position
Power Power
Power retractable hardtop
retractable retractable
Power Power operation after switch Restriction
hardtop open hardtop close
retractable retractable determined to be on/off
switch input switch input
hardtop hardtop
position operation

power retractable
Full open Stopped ON OFF Stop hardtop open switch
inoperative

power retractable
Full closed Stopped OFF On operation Stop hardtop close switch
inoperative

power retractable
ON at the same ON at the same hardtop open and
All positions Stopped Stop
time time close switch
inoperative

power retractable
Operates
Full open Stopped During ON Stop hardtop close switch
afterward
inoperative

power retractable
Operates
Full closed Stopped During ON Stop hardtop open switch
afterward
inoperative

power retractable
Except fully During open On operation hardtop open and
During ON operations stop
open operation afterward close switch
inoperative
 power retractable
Except fully During close On operation hardtop open and
During ON operations stop
closed operation afterward close switch
inoperative

Once the operation switch has operated, the next operation switch does not operate unless
an off-operation for the switch operation is detected.

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ON-BOAD DIAGNOSTIC OUTLINE

Special Features

The power retractable hardtop has an on-board diagnostic function to facilitate system
diagnosis.

The on-board diagnostic function consists of the following functions: a malfunction

detection function, which detects overall malfunctions in the power retractable hardtop-
related parts; a memory function, which stores detected DTCs; a display function, which
indicates system malfunctions by DTC display; and a PID/data monitoring function, which
reads out specific input/output signals.

Using the mazda modular diagnostic system (M-MDS), DTCs can be read out and cleared,
and the PID/data monitoring function can be activated.

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ON-BOAD DIAGNOSTIC PID DATE MONITOR FUNCTION

On-board Diagnostic Function

Malfunction detection function

Detects overall malfunctions in the power retractable hardtop-related parts.

Memory function

Stores malfunctions in the power retractable hardtop-related parts detected by the

malfunction detection function, and the stored malfunction contents are not cleared even if
the ignition switch is turned to the LOCK position or the negative battery cable is
disconnected.

DTC table

DTC Malfunction indication

Mazda modular Description

Buzzer Power retractable hardtop
diagnostic system (M-
sound indicator light flashing
MDS) display

Power retractable hardtop control

B1342 None None
module internal malfunction

Operation Flashing pattern for a power

Battery power supply voltage increases
B1317 reject retractable hardtop
(17.5 V or more)
sound *1 malfunction *1

Operation Flashing pattern for a power

Battery power supply voltage decreases
B1318 reject retractable hardtop
(less than 7.5 V)
sound *1 malfunction *1

Operation Flashing pattern for a power

B296D Hall sensor low power supply voltage reject retractable hardtop
sound malfunction

Flashing pattern for a power

 Door glass communication error (during
U0030 None retractable hardtop
power retractable hardtop operation)
malfunction

Flashing pattern for a power

Door glass communication error (during
U0031 None retractable hardtop
power retractable hardtop not operation)
malfunction

Operation Flashing pattern for a power

B296A Roof motor pulse signal error (RH) reject retractable hardtop
sound malfunction

Operation Flashing pattern for a power

U294B Roof motor pulse signal error (LH) reject retractable hardtop
sound malfunction

Operation Flashing pattern for a power

Deck panel motor pulse signal error
B293C reject retractable hardtop
(RH)
sound malfunction

Operation Flashing pattern for a power

Deck panel motor pulse signal error
B293B reject retractable hardtop
(LH)
sound malfunction

Operation Flashing pattern for a power

B293E Roof motor circuit malfunction (RH) reject retractable hardtop
sound malfunction

Operation Flashing pattern for a power

B293D Roof motor circuit malfunction (LH) reject retractable hardtop
sound malfunction

Operation Flashing pattern for a power

Deck panel motor circuit malfunction
B294C reject retractable hardtop
(RH)
sound malfunction

Operation Flashing pattern for a power

Deck panel motor circuit malfunction
B293F reject retractable hardtop
(LH)
sound malfunction

Roof motor opening angle does not Operation Flashing pattern for a power
B294D match (Pulse count number do not reject retractable hardtop
match) sound malfunction

Deck panel motor opening angle does Operation Flashing pattern for a power
B294E not match (Pulse count number do not reject retractable hardtop
match) sound malfunction

Operation Flashing pattern for a power

Power retractable hardtop/deck panel
B294F reject retractable hardtop
limit switch malfunction
 sound *2 malfunction

Flashing pattern for a power

B296B Top lock switch malfunction None retractable hardtop
malfunction

Operation Flashing pattern for a power

Power retractable hardtop switch
B296C reject retractable hardtop
malfunction
sound *2 malfunction

Operation Flashing pattern for a power

U0073 CAN system communication error reject retractable hardtop
sound *2 malfunction

Operation Flashing pattern for a power

U0100 Communication error to PCM reject retractable hardtop
sound *2 malfunction

Operation Flashing pattern for a power

U0101 Communication error to TCM reject retractable hardtop
sound *2 malfunction

Operation Flashing pattern for a power

Vehicle speed signal communication
U2197 reject retractable hardtop
error
sound *2 malfunction

*1
No buzzer sound and power retractable hardtop indicator light illumination if the power
retractable hardtop operation is inhibited while it is not operating.
*2
No buzzer sound except when the power retractable hardtop switch is turned on.

PID/Data Monitor Function

The PID/data monitor function is used for optionally selecting input/output signal monitor
items preset in the power retractable hardtop control module and reading them out in real-
time.

Use the mazda modular diagnostic system (M-MDS) to read the PID/data monitor.

PID/data monitor table

PID name (definition) Data contents Unit/Operation Terminal

DTC_CNT Number of continuous DTCs − −

VPWR Module Supply Voltage V 1X

VSS Vehicle speed MPH/KPH −

RHT_OP Power Retractable Hardtop Open Position Sensor On/Off 1T

RHT_CL Power Retractable Hardtop Closed Position Sensor On/Off 1R

DECK_OP Deck Open Position Sensor On/Off 3F

DECK_CL Deck Close Position Sensor On/Off 3O

SW_OP Power Retractable Hardtop Open Switch On/Off 1H

SW_CL Power Retractable Hardtop Close Switch On/Off 1H

SW_STRIKER Top Lock Switch On/Off 1D

SW_TRUNK Trunk Switch On/Off 1F

TR_OP_CTL Trunk Opener Control On/Off −

Indicator power retractable hardtop Indicator Light On/Off 2C

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INSTRUMENT CLUSTER OUTLINE

Due to the adoption of the power retractable hardtop, the power retractable hardtop
warning alarm has been added.

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INSTRUMENT CLUSTER SPECIFICATIONS

Item Specification

Warning alarms

Sound 1,900
(Hz)
frequency

Operation start
sound

Operation
Power retractable complete
hardtop warning sound
alarm Sound
cycle
Operation
reject sound

Warning

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POWER RETRACTABLE HARDTOP WARNING ALARM OUTLINE

Alerts the power retractable hardtop system operation according to a signal from the
power retractable hardtop control module.

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POWER RETRACTABLE HARDTOP WARNING ALARM CONSTRUCTION/OPERATION

System Wiring Diagram

Operation

Operation start sound

A buzzer in the instrument cluster sounds if both of the following two conditions are met:

Power retractable hardtop operation conditions are met.

The power retractable hardtop (open/close) switch is pressed.

Operation complete sound

A buzzer sounds when the power retractable hardtop open or close operation is completed.

Operation reject sound

 A buzzer in the instrument cluster sounds if any of the following conditions are met:

The power retractable hardtop operation conditions are not met when the
power retractable hardtop (open/close) switch is pressed.

The power retractable hardtop (open/close) switch is pressed with the

power retractable hardtop system DTC detected.

The power retractable hardtop (open/close) switch is pressed when the

power retractable hardtop is fully closed and the system DTC is stored.

Power retractable hardtop operation conditions are not met during power
retractable hardtop operation.

An power retractable hardtop system DTC is detected during power

retractable hardtop operation.

Warning

A buzzer in the instrument cluster sounds if any of the following conditions are met with
the power retractable hardtop half open.

Vehicle speed signal is input.

The selector lever is in any position except P or N (AT vehicles).

The selector lever is not in neutral (neutral switch normal condition) (MT
vehicles).

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CAN SYSTEM DESCRIPTION

CAN Signal-Chart

OUT: Output (sends signal)IN: Input (receives signal)

Multiplex module

Signal Keyless
ABS HU/CM or Steering Instrument Power retractable hardtop
PCM TCM control
DSC HU/CM angle sensor cluster control module
module

Engine speed OUT IN IN (DSC) IN – IN –

OUT – IN IN IN
Vehicle speed – –
IN OUT – – –

Engine coolant temperature OUT IN – – – IN –

Engine torque OUT IN IN (DSC) – – – –

Accelerator pedal position OUT IN IN (DSC) – – – –

TP OUT IN IN (DSC) – – – –

Intake air temperature OUT IN – – – – –

Ignition timing OUT IN – – – – –

Engine specification OUT – IN – – – –

Brake pedal position OUT IN – – – – –

OUT IN IN
Tire circumference (front/rear) – – – –
IN – OUT

OUT IN
Immobilizer-related information – – – – –
IN OUT

OUT – IN
Travelled distance – – – –
 IN OUT IN

Fuel injection amount OUT – – – – IN –

OUT –
MIL on request – – – IN –
– OUT

Generator warning light on

OUT – – – – IN –
request

Cruise main/set indicator light

OUT – – – – IN –
on request

Transmission type OUT – IN – – – IN

AT gear position/selector lever

IN OUT – – – IN IN
position (AT)

Neutral switch status (MT) OUT – – – – – IN

ATF temperature (AT) IN OUT – – – – –

Desired gear position (AT) IN OUT IN (DSC) – – – –

TCC status (AT) IN OUT IN (DSC) – – – –

AT warning light on request

IN OUT – – – IN –
(AT)

Brake system status

IN – OUT – – – –
(EBD/ABS/DSC)

Wheel speed (LF, RF, LR, RR) IN – OUT – – – –

Brake system warning light on

– – OUT – – IN –
request

ABS warning light on request – – OUT – – IN –

DSC indicator light on request – – OUT (DSC) – – IN –

DSC OFF light on request – – OUT (DSC) – – IN –

Security light on request – – – OUT – IN –

Steering angle sensor status – – IN (DSC) – OUT – –

Fuel tank level IN – – – – OUT –

Parking brake position – – IN (DSC) – – OUT –

Power retractable hardtop
– – – – – IN OUT
warning alarm request

Power retractable hardtop

– – – IN – – OUT
information

Trunk lid operation – – – IN – – OUT

Deck panel limit switch (close

– – – IN – – OUT
switch) status

On-Board Diagnostic Function

Some DTCs have been changed.

The on-board diagnostic function is incorporated into the following module:

PCM

TCM (AT)

DSC HU/CM (with DSC)

ABS HU/CM (with ABS)

Keyless control module

Steering angle sensor (with DSC)

Instrument cluster

Power retractable hardtop control module (with power retractable hardtop)

Using the Mazda Modular Diagnostic System (M-MDS), DTCs can be read out and deleted.

Block diagram
 Self-malfunction diagnostic function

1. The self-malfunction diagnostic function determines that there is a malfunction, and outputs a signal, as a
DTC, to the DLC-2. The DTC can be read out using the Mazda Modular Diagnostic System (M-MDS).

DTC table

DTC Malfunction location DTC output module

PCM

TCM
 DSC HU/CM

ABS HU/CM
U0073CAN system communication error
Power retractable hardtop control
module

Keyless control module

Instrument cluster

TCM

DSC HU/CM

Power retractable hardtop control

U0100Communication error to PCM
module

Keyless control module

Instrument cluster

PCM

DSC HU/CM
U0101Communication error to TCM Power retractable hardtop control
module

Instrument cluster

PCM
U0121Communication error to DSC HU/CM or ABS HU/CM
Instrument cluster

PCM
U0155Communication error to instrument cluster
DSC HU/CM

Abnormal message from power retractable hardtop control

U0207 Keyless control module
module

U0214Communication error to keyless control module Instrument cluster

U0323Communication error to instrument cluster Keyless control module

DSC HU/CM

U1900Communication error to other module ABS HU/CM

Steering angle sensor

DSC HU/CM

U2023Abnormal message from PCM ABS HU/CM

Keyless control module

U2197Invalid vehicle speed signal data Power retractable hardtop control module

Instrument cluster
U2516CAN system communication error
Information display
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CAN SYSTEM STRUCTURAL VIEW

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CAN SYSTEM WIRING DIAGRAM

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CONTROLLER AREA NETWORK (CAN) SYSTEM OUTLINE

Due to the adoption of the power retractable hardtop control module, the CAN system has
been changed.

Twisted-pair wiring is used for connections between the following modules. (Each electrical
module hereafter referred to as a CAN system-related module):

PCM

TCM (AT)

DSC HU/CM (with DSC)

ABS HU/CM (with ABS)

Keyless control module (with advanced keyless system)

Steering angle sensor (with DSC)

Instrument cluster

Power retractable hardtop control module (with power retractable

hardtop)

With an on-board diagnostic function included for each multiplex module, display of DTCs
using the Mazda Modular Diagnostic System (M-MDS) has improved serviceability.

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