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Fuel System

Tightening Torques
Engine Control System
Item kgf.m N.m lb-ft
ECM installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Mass air flow sensor installation bolt 0.4 ~ 0.6 3.9 ~ 5.9 2.9 ~ 4.3
Engine coolant temperature sensor installation 2.0 ~ 4.0 19.6 ~ 39.2 14.5 ~ 28.9
Manifold absolute pressure sensor installation bolt 0.9 ~ 1.2 8.8 ~ 11.8 6.5 ~ 8.7
Crankshaft position sensor installation bolt 0.7 ~ 1.0 6.9 ~ 9.8 5.1 ~ 7.2
Camshaft position sensor (Bank 1/Intake) installation bolt 0.7 ~ 1.0 6.9 ~ 9.8 5.1 ~ 7.2
Camshaft position sensor (Bank 1/Exhaust) installation bolt 0.7 ~ 1.0 6.9 ~ 9.8 5.1 ~ 7.2
Camshaft position sensor (Bank 2/Intake) installation bolt 0.7 ~ 1.0 6.9 ~ 9.8 5.1 ~ 7.2
Camshaft position sensor (Bank 2/Exhaust) installation bolt 0.7 ~ 1.0 6.9 ~ 9.8 5.1 ~ 7.2
Knock sensor #1 (Bank 1) installation bolt 1.6 ~ 2.4 15.7 ~ 23.5 11.6 ~ 17.4
Knock sensor #2 (Bank 2) installation bolt 1.6 ~ 2.4 15.7 ~ 23.5 11.6 ~ 17.4
Heated oxygen sensor (Bank 1 / sensor 1) installation 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
Heated oxygen sensor (Bank 1 / sensor 2) installation 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
Heated oxygen sensor (Bank 2 / sensor 1) installation 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
Heated oxygen sensor (Bank 2 / sensor 2) installation 4.0 ~ 5.0 39.2 ~ 49.1 28.9 ~ 36.2
CVVT oil temperature sensor installation 2.0 ~ 4.0 19.6 ~ 39.2 14.5 ~ 28.9
Electronic throttle body installation bolt 0.9 ~ 1.2 8.8 ~ 11.8 6.5 ~ 8.7
Purge control solenoid valve bracket installation bolt 0.9 ~ 1.2 8.8 ~ 11.8 6.5 ~ 8.7
CVVT oil control valve (Bank 1 / Intake) installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
CVVT oil control valve (Bank 1 / Exhaust) installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
CVVT oil control valve (Bank 2 / Intake) installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
CVVT oil control valve (Bank 2 / Exhaust) installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Variable intake solenoid valve installation nut 0.9 ~ 1.2 8.8 ~ 11.8 6.5 ~ 8.7
Ignition coil installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Ignition coil condenser installation bolt 1.0 ~ 1.2 9.8 ~ 11.8 7.2 ~ 8.7
Fuel tank pressure snesor installation bolt 0.4 ~ 0.6 3.9 ~ 5.9 2.9 ~ 4.3
Canister close valve installation bolt 0.4 ~ 0.6 3.9 ~ 5.9 2.9 ~ 4.3

Fuel Delivery System

Item kgf.m N.m lb-ft
Fuel tank band installation nut 4.0 ~ 5.5 39.2 ~ 54.0 28.9 ~ 39.8
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Fuel pump installation bolt 0.2 ~ 0.3 2.0 ~ 2.9 1.4 ~ 2.2
Sub fuel sender installation bolt 0.2 ~ 0.3 2.0 ~ 2.9 1.4 ~ 2.2
Filler-neck assembly installation bolt 0.8 ~ 1.2 7.8 ~ 11.8 5.8 ~ 8.7
Filler-neck assembly installation nut 0.4 ~ 0.6 3.9 ~ 5.9 2.9 ~ 4.3
Accelerator pedal module installation bolt 0.9 ~ 1.4 8.8 ~ 13.7 6.5 ~ 10.1

Fuel System

Special Service Tools

Tool (Number and Name) Illustration Application
Fuel Pressure Gauge Measuring the fuel line pressure
(09353-24100)

Fuel Pressure Gauge Adapter Connection between the delivery pipe and the fuel feed
(09353-38000) line

Fuel Pressure Gauge Connector Connection between the Fuel Pressure Gauge (09353-
(09353-24000) 24100) and the Fuel Pressure Gauge Adapter (09353-
38000)

Fuel System

Basic Troubleshooting
Basic Troubleshooting Guide
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Customer Problem Analysis Sheet

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Basic Inspection Procedure

Measuring Condition of Electronic Parts' Resistance
The measured resistance at high temperature after vehicle running may be high or low. So all resistance must be measured at ambient temperature (20°C, 68°F), unless
stated otherwise.

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

Strong vibration may break sensors, actuators or relays

2) Connectors and Harness
: Lightly shake the connector and wiring harness vertically and then horizontally.
● Simulating Heat
1) Heat components suspected of causing the malfunction with a hair dryer or other heat source.

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

• DO NOT heat the ECM directly.
● Simulating Water Sprinkling
1) Sprinkle water onto vehicle to simulate a rainy day or a high humidity condition.
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DO NOT sprinkle water directly into the engine compartment or electronic components.
● Simulating Electrical Load
1) Turn on all electrical systems to simulate excessive electrical loads (Radios, fans, lights, rear window defogger, etc.).

Connector Inspection Procedure

1. Handling of Connector
A. Never pull on the wiring harness when disconnecting connectors.

B. When removing the connector with a lock, press or pull locking lever.

C. Listen for a click when locking connectors. This sound indicates that they are securely locked.
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D. When a tester is used to check for continuity, or to measure voltage, always insert tester probe from wire harness side.

E. Check waterproof connector terminals from the connector side. Waterproof connectors cannot be accessed from harness side.
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• Use a fine wire to prevent damage to the terminal.

• Do not damage the terminal when inserting the tester lead.
2. Checking Point for Connector
A. While the connector is connected:
Hold the connector, check connecting condition and locking efficiency.
B. When the connector is disconnected:
Check missed terminal, crimped terminal or broken core wire by slightly pulling the wire harness.
Visually check for rust, contamination, deformation and bend.
C. Check terminal tightening condition:
Insert a spare male terminal into a female terminal, and then check terminal tightening conditions.
D. Pull lightly on individual wires to ensure that each wire is secured in the terminal.

3. Repair Method of Connector Terminal

A. Clean the contact points using air gun and/or shop rag.

Never use sand paper when polishing the contact points, otherwise the contact point may be damaged.
B. In case of abnormal contact pressure, replace the female terminal.

Wire Harness Inspection Procedure

1. Before removing the wire harness, check the wire harness position and crimping in order to restore it correctly.
2. Check whether the wire harness is twisted, pulled or loosened.
3. Check whether the temperature of the wire harness is abnormally high.
4. Check whether the wire harness is rotating, moving or vibrating against the sharp edge of a part.
5. Check the connection between the wire harness and any installed part.
6. If the covering of wire harness is damaged; secure, repair or replace the harness.
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Electrical Circuit Inspection Procedure

● Check Open Circuit
1. Procedures for Open Circuit
A. Continuity Check
B. Voltage Check
If an open circuit occurs (as seen in [FIG. 1]), it can be found by performing Step 2 (Continuity Check Method) or Step 3 (Voltage Check Method) as shown below.

2. Continuity Check Method

When measuring for resistance, lightly shake the wire harness above and below or side to side.
Specification (Resistance)
1Ω or less → Normal Circuit
1MΩ or Higher → Open Circuit
A. Disconnect connectors (A), (C) and measure resistance between connector (A) and (C) as shown in [FIG. 2].
In [FIG.2.] the measured resistance of line 1 and 2 is higher than 1MΩ and below 1 Ω respectively. Specifically the open circuit is line 1 (Line 2 is normal). To find
exact break point, check sub line of line 1 as described in next step.
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B. Disconnect connector (B), and measure for resistance between connector (C) and (B1) and between (B2) and (A) as shown in [FIG. 3].
In this case the measured resistance between connector (C) and (B1) is higher than 1MΩ and the open circuit is between terminal 1 of connector (C) and terminal 1
of connector (B1).

3. Voltage Check Method

A. With each connector still connected, measure the voltage between the chassis ground and terminal 1 of each connectors (A), (B) and (C) as shown in [FIG. 4].
The measured voltage of each connector is 5V, 5V and 0V respectively. So the open circuit is between connector (C) and (B).
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● Check Short Circuit

1. Test Method for Short to Ground Circuit
A. Continuity Check with Chassis Ground
If short to ground circuit occurs as shown in [FIG. 5], the broken point can be found by performing Step 2 (Continuity Check Method with Chassis Ground) as shown
below.

2. Continuity Check Method (with Chassis Ground)

Lightly shake the wire harness above and below, or from side to side when measuring the resistance.
Specification (Resistance)
1Ω or less → Short to Ground Circuit
1MΩ or Higher → Normal Circuit
A. Disconnect connectors (A), (C) and measure for resistance between connector (A) and Chassis Ground as shown in [FIG. 6].
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The measured resistance of line 1 and 2 in this example is below 1 Ω and higher than 1MΩ respectively. Specifically the short to ground circuit is line 1 (Line 2 is
normal). To find exact broken point, check the sub line of line 1 as described in the following step.

B. Disconnect connector (B), and measure the resistance between connector (A) and chassis ground, and between (B1) and chassis ground as shown in [FIG. 7].
The measured resistance between connector (B1) and chassis ground is 1Ω or less. The short to ground circuit is between terminal 1 of connector (C) and terminal
1 of connector (B1).

Symptom Troubleshooting Guide Chart

Main symptom Diagnostic procedure Also check for
Unable to start 1. Test the battery
(Engine does not turn over) 2. Test the starter
3. Inhibitor switch (A/T) or clutch start switch (M/T)
Unable to start 1. Test the battery • DTC
(Incomplete combustion) 2. Check the fuel pressure • Low compression
3. Check the ignition circuit • Intake air leaks
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4. Troubleshooting the immobilizer system • Slipped or broken timing belt

(In case of immobilizer lamp flashing) • Contaminated fuel
Difficult to start 1. Test the battery • DTC
2. Check the fuel pressure • Low compression
3. Check the ECT sensor and circuit (Check DTC) • Intake air leaks
4. Check the ignition circuit • Contaminated fuel
• Weak ignition spark
Poor idling 1. Check the fuel pressure
(Rough, unstable or incorrect 2. Check the Injector • DTC
Idle) 3. Check the long term fuel trim and short term fuel trim • Low compression
(Refer to CUSTOMER DATASTREAM) • Intake air leaks
4. Check the idle speed control circuit (Check DTC) • Contaminated fuel
5. Inspect and test the Throttle Body • Weak ignition spark
6. Check the ECT sensor and circuit (Check DTC)
Engine stall 1. Test the Battery
• DTC
2. Check the fuel pressure
• Intake air leaks
3. Check the idle speed control circuit (Check DTC)
• Contaminated fuel
4. Check the ignition circuit
• Weak ignition spark
5. Check the CKPS Circuit (Check DTC)
Poor driving 1. Check the fuel pressure
(Surge) 2. Inspect and test Throttle Body • DTC
3. Check the ignition circuit • Low compression
4. Check the ECT Sensor and Circuit (Check DTC) • Intake air leaks
5. Test the exhaust system for a possible restriction • Contaminated fuel
6. Check the long term fuel trim and short term fuel trim (Refer to CUSTOMER • Weak ignition spark
DATASTREAM)
Knocking 1. Check the fuel pressure
2. Inspect the engine coolant • DTC
3. Inspect the radiator and the electric cooling fan • Contaminated fuel
4. Check the spark plugs
Poor fuel economy 1. Check customer's driving habitsIs
· A/C on full time or the defroster mode on?
· Are tires at correct pressure? • DTC
· Is excessively heavy load being carried? • Low compression
· Is acceleration too much, too often? • Intake air leaks
2. Check the fuel pressure • Contaminated fuel
3. Check the injector • Weak ignition spark
4. Test the exhaust system for a possible restriction
5. Check the ECT sensor and circuit
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Hard to refuel 1. Test the canister close valve • Malfunctioning gas station filling nozzle
(Overflow during refueling) 2. Inspect the fuel filler hose/pipe (If this problem occurs at a specific gas
· Pinched, kinked or blocked? station during refueling)
· Filler hose is torn
3. Inspect the fuel tank vapor vent hose between the EVAP. canister and air filter
4. Check the EVAP. canister

Fuel System

OBD-II review
1. Overview
The California Air Resources Board (CARB) began regulation of On Board Diagnostics (OBD) for vehicles sold in california beginning with the 1988 model year. The first
phase, OBD-I, required monitoring of the fuel metering system, Exhust Gas Recirculation (EGR) system and additional emission related components. The Malfunction
Indicator Lamp (MIL) was required to light and alert the driver of the fault and the need for repair of the emission control system. Associated with the MIL was a fault code or
Diagnostic Trouble Code (DTC) idenfying the specific area of the fault.
The OBD system was proposed by CARB to improve air quality by identifying vehicle exceeding emission standards. Passage of the Federal Clean Air Act Amendments in
1990 has also prompted the Environmental Protection Agency (EPA) to develop On Board Diagnostic requirements. CARB OBD-II regulations were followed until 1999
when the federal regulations were used.
The OBD-II system meets government regulations by monitoring the emission control system. When a system or component exceeds emission threshold or a component
operates outside tolerance, a DTC will be stored and the MIL illuminated.
The diagnostic executive is a computer program in the Engine Control Module (ECM) or PowertrainControl Module (PCM) that coordinates the OBD-II self-monitoring
system. This program controls all the monitors and interactions, DTC and MIL operation, freeze frame data and scan tool interface.
Freeze frame data describes stored engine conditions, such as state of the engine, state of fuel control, spark, RPM, load and warm status at the point the first fault is
detected. Previously stored conditions will be replaced only if a fuel or misfire fault is detected. This data is accessible with the scan tool to assist in repairing the vehicle.
The center of the OBD-II system is a microprocessor called the Engine Control Module (ECM) or Powertrain Control Module(PCM).
The ECM or PCM receives input from sensors and other electronic components (switches, relays, and others) based on information received and programmed into its
memory (keep alive random access memory, and others), the ECM or PCM generates output signals to control various relays, solenoids and actuators.

2. Configuration of hardware and related terms

1) GST (Generic scan tool)
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2) MIL (Malfunction indication lamp) - MIL activity by transistor

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The Malfunction Indicator Lamp (MIL) is connected between ECM or PCM-terminal Malfunction Indicator Lamp and battery supply (open collector amplifier).
In most cars, the MIL will be installed in the instrument panel. The lamp amplifier can not be damaged by a short circuit.
Lamps with a power dissipation much greater than total dissipation of the MIL and lamp in the tester may cause a fault indication.
▷ At ignition ON and engine revolution (RPM)< MIN. RPM, the MIL is switched ON for an optical check by the driver.
3) MIL illumination
When the ECM or PCM detects a malfunction related emission during the first driving cycle, the DTC and engine data are stored in the freeze frame memory. The MIL is
illuminated only when the ECM or PCM detects the same malfunction related to the DTC in two consecutive driving cycles.
4) MIL elimination
● Misfire and Fuel System Malfunctions:
For misfire or fuel system malfunctions, the MIL may be eliminated if the same fault does not reoccur during monitoring in three subsequent sequential driving cycles in
which conditions are similar to those under which the malfunction was first detected.
● All Other Malfunctions:
For all other faults, the MIL may be extinguished after three subsequent sequential driving cycles during which the monitoring system responsible for illuminating the MIL
functions without detecting the malfunction and if no other malfunction has been identified that would independently illuminate the MIL according to the requirements
outlined above.
5) Erasing a fault code
The diagnostic system may erase a fault code if the same fault is not re-registered in at least 40 engine warm-up cycles, and the MIL is not illuminated for that fault code.
6) Communication Line (CAN)
• Bus Topology : Line (bus) structure
• Wiring : Twisted pair wire
• Off Board DLC Cable Length : Max. 5m
• Data Transfer Rate
-
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Diagnostic : 500 kbps

- Service Mode (Upgrade, Writing VIN) : 500 or 1Mbps)
7) Driving cycle
A driving cycle consists of engine start up, and engine shut off.
8) Warm-up cycle
A warm-up cycle means sufficient vehicle operation such that the engine coolant temperature has risen by at least 40 degrees Fahrenheit from engine starting and reaches
a minimum temperature of at least 160 degrees Fahrenheit.
9) Trip cycle
A trip means vehicle operation (following an engine-off period) of duration and driving mode such that all components and systems are monitored at least once by the
diagnostic system except catalyst efficiency or evaporative system monitoring when a steady-speed check is used, subject to the limitation that the manufacturer-defined
trip monitoring conditions shall all be encountered at least once during the first engine start portion of the applicable FTP cycle.
10) DTC format
• Diagnostic Trouble Code (SAE J2012)
• DTCs used in OBD-II vehicles will begin with a letter and are followed by four numbers.
The letter of the beginning of the DTC identifies the function of the monitored device that has failed. A "P" indicates a powertrain device, "C" indicates a chassis device. "B"
is for body device and "U" indicates a network or data link code. The first number indicates if the code is generic (common to all manufacturers) or if it is manufacturer
specific. A "0" & "2" indicates generic, "1" indicates manufacturer-specific. The second number indicates the system that is affected with a number between 1 and 7.
The following is a list showing what numbers are assigned to each system.
1. Fuel and air metering
2. Fuel and air metering(injector circuit malfunction only)
3. Ignition system or misfire
4. Auxiliary emission controls
5. Vehicle speed controls and idle control system
6. Computer output circuits
7. Transmission
The last two numbers of the DTC indicates the component or section of the system where the fault is located.
11) Freeze frame data
When a freeze frame event is triggered by an emission related DTC, the ECM or PCM stores various vehicle information as it existed the moment the fault ocurred. The
DTC number along with the engine data can be useful in aiding a technician in locating the cause of the fault. Once the data from the 1st driving cycle DTC ocurrence is
stored in the freeze frame memory, it will remain there even when the fault ocurrs again (2nd driving cycle) and the MIL is illuminated.
• Freeze Frame List
1) Calculated Load Value
2) Engine RPM
3) Fuel Trim
4) Fuel Pressure (if available)
5) Vehicle Speed (if available)
6) Coolant Temperature
7)
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Intake Manifold Pressure (if available)

8) Closed-or Open-loop operation
9) Fault code

3. OBD-II system readiness tests

1) Catalyst monitoring
The catalyst efficiency monitor is a self-test strategy within the ECM or PCM that uses the downstream Heated Oxygen Sensor (HO2S) to determine when a catalyst has
fallen below the minimum level of effectiveness in its ability to control exhaust emission.
2) Misfire monitoring
Misfire is defined as the lack of proper combustion in the cylinder due to the absence of spark, poor fuel metering, or poor compression. Any combustion that does not
occur within the cylinder at the proper time is also a misfire. The misfire detection monitor detects fuel, ignition or mechanically induced misfires. The intent is to protect the
catalyst from permanent damage and to alert the customer of an emission failure or an inspection maintenance failure by illuminating the MIL . When a misfire is detected,
special software called freeze frame data is enabled. The freeze frame data captures the operational state of the vehicle when a fault is detected from misfire detection
monitor strategy.
3) Fuel system monitoring
The fuel system monitor is a self-test strategy within the ECM or PCM that monitors the adaptive fuel table The fuel control system uses the adaptive fuel table to
compensate for normal variability of the fuel system components caused by wear or aging. During normal vehicle operation, if the fuel system appears biased lean or rich,
the adaptive value table will shift the fuel delivery calculations to remove bias.
4) Engine cooling system monitoring
The cooling system monitoring is a self-test strategy within the ECM or PCM that monitors ECTS (Engine Coolant Temperature Sensor) and thermostat about circuit
continuity, output range, rationality faults.
5) O2 sensor monitoring
OBD-II regulations require monitoring of the upstream Heated O2 Sensor (H2OS) to detect if the deterioration of the sensor has exceeded thresholds. An additional HO2S
is located downstream of the Warm-Up Three Way Catalytic Converter (WU-TWC) to determine the efficiency of the catalyst.
Although the downstream H2OS is similar to the type used for fuel control, it functions differently. The downstream HO2S is monitored to determine if a voltage is
generated. That voltage is compared to a calibrated acceptable range.
6) Evaporative emission system monitoring
The EVAP. monitoring is a self-test strategy within the ECM or PCM that tests the integrity of the EVAP. system. The complete evaporative system detects a leak or leaks
that cumulatively are greater than or equal to a leak caused by a 0.040 inch and 0.020 inch diameter orifice.
7) Air conditioning system monitoring
The A/C system monitoring is a self-test strategy within the ECM or PCM that monitors malfunction of all A/C system components at A/C ON.
8) Comprehensive components monitoring
The comprehensive components monitoring is a self-test strategy within the ECM or PCM that detects fault of any electronic powertrain components or system that
provides input to the ECM or PCM and is not exclusively an input to any other OBD-II monitor.
9) A/C system component monitoring
Requirement:
If a vehicle incorporates an engine control strategy that alters off idle fuel and/or spark control when the A/C system is on, the OBD II system shall monitor all electronic air
conditioning system components for malfunctions that cause the system to fail to invoke the alternate control while the A/C system is on or cause the system to invoke the
alternate control while the A/C system is off.
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Additionally, the OBD II system shall monitor for malfunction all electronic air conditioning system components that are used as part of the diagnostic strategy for any other
monitored system or component.
Implementation plan:
No engine control strategy incorporated that alters offidle fuel and/or spark control when A/C system is on. Malfuction of A/C system components is not used as a part of the
diagnostic strategy for other monitored system or component.
Fuel System

Components Location
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1. ECM (Engine Control Module) 19. Accelerator Position Sensor (APS)

2. Mass Air Flow Sensor (MAFS) 20. A/C Pressure Transducer (APT)
3. Intake Air Temperature Sensor (IATS) 21. Power Steering Pressure Sensor (PSPS)
4. Manifold Absolute Pressure Sensor (MAPS) [Without EHPS]
5. Engine Coolant Temperature Sensor (ECTS) 22. Fuel Tank Pressure Sensor (FTPS)
6. Throttle Position Sensor (TPS) [integrated into ETC Module] 23. Fuel Level Sensor (FLS)
7. Crankshaft Position Sensor (CKPS) 24. ETC Motor [integrated into ETC Module]
8. Camshaft Position Sensor (CMPS) [Bank 1 / Intake] 25. Injector
9. Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust] 26. Purge Control Solenoid Valve (PCSV)
10. Camshaft Position Sensor (CMPS) [Bank 2 / Intake] 27. CVVT Oil Control Valve (OCV) [Bank 1 / Intake]
11. Camshaft Position Sensor (CMPS) [Bank 2 / Exhaust] 28. CVVT Oil Control Valve (OCV) [Bank 1 / Exhaust]
12. Knock Sensor (KS) [Bank 1] 29. CVVT Oil Control Valve (OCV) [Bank 2 / Intake]
13. Knock Sensor (KS) [Bank 2] 30. CVVT Oil Control Valve (OCV) [Bank 2 / Exhaust]
14. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 1] 31. Variable Intake Solenoid (VIS) Valve
15. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 2] 32. Canister Close Valve (CCV)
16. Heated Oxygen Sensor (HO2S) [Bank 2 / Sensor 1] 33. Ignition Coil
17. Heated Oxygen Sensor (HO2S) [Bank 2 / Sensor 2] 34. Main Relay
18. CVVT Oil Temperature Sensor (OTS) 35. Fuel Pump Relay
36. Data Link Connector (DLC) [16 Pin]
37. Multi-Purpose Check Connector [20 Pin]
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1. ECM (Engine Control Module) 2. Mass Air Flow Sensor (MAFS)

3. Intake Air Temperature Sensor (IATS)

4. Manifold Absolute Pressure Sensor (MAPS) 5. Engine Coolant Temperature Sensor (ECTS)
6. Throttle Position Sensor (TPS) 18. CVVT Oil Temperature Sensor (OTS)
[integrated into ETC Module]
25. ETC Motor [integrated into ETC Module]

7. Crankshaft Position Sensor (CKPS) 8. Camshaft Position Sensor (CMPS) [Bank 1 / Intake]
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9. Camshaft Position Sensor (CMPS) [Bank 1 / Exhaust] 10. Camshaft Position Sensor (CMPS) [Bank 2 / Intake]

11. Camshaft Position Sensor (CMPS) [Bank 2 / Exhaust] 12. Knock Sensor (KS) [Bank 1]
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13. Knock Sensor (KS) [Bank 2] 14. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 1]

15. Heated Oxygen Sensor (HO2S) [Bank 1 / Sensor 2] 16. Heated Oxygen Sensor (HO2S) [Bank 2 / Sensor 1]

17. Heated Oxygen Sensor (HO2S) [Bank 2 / Sensor 2] 19. Accelerator Position Sensor (APS)
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20. A/C Pressure Transducer (APT) 21. Power Steering Pressure Sensor (PSPS)

22. Fuel Tank Pressure Sensor (FTPS) 23. Fuel Level Sensor (FLS)
32. Canister Close Valve (CCV)
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25. Injector 26. Purge Control Solenoid Valve (PCSV)

33. Ignition Coil 31. Variable Intake Solenoid (VIS) Valve

27. CVVT Oil Control Valve (OCV) [Bank 1 / Intake] 28. CVVT Oil Control Valve (OCV) [Bank 1 / Exhaust]
29. CVVT Oil Control Valve (OCV) [Bank 2 / Intake]
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30. CVVT Oil Control Valve (OCV) [Bank 2 / Exhaust] 34. Main Relay
35. Fuel Pump Relay

37. Multi-Purpose Check Connector [20 Pin]

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Fuel System

ECM Terminal And Input/Output signal

ECM Harness Connector

ECM Terminal Function

Connector [ELG-A]
Pin No. Description Connected to
1 2nd CAN [High] Multi-Purpose Check Connector
2 2nd CAN [Low] Multi-Purpose Check Connector
3 -
4 -
5 -
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6 -
7 -
8 -
9 -
10 -
11 -
12 -
13 -
14 -
15 Alternator "FR" PWM signal input Alternator
16 Ground Cruise Control Switch
17 Sensor ground Feul Tank Pressure Sensor (FTPS)
18 A/C Switch "ON" signal input A/C Control Module
19 -
20 -
21 Brake Switch 2 signal input Brake Switch
22 -
23 Brake Switch 1 signal input Brake Switch
24 -
25 Cruise Control Switch signal input Cruise Control Switch
26 -
Immobilizer Control Unit
[Without Button Engine Start System]
27 Immobilizer communication line
Instrument Panel Module
[With Button Engine Start System]
28 Feul Tank Pressure Sensor (FTPS) signal input Feul Tank Pressure Sensor (FTPS)
29 Fuel Level Sensor (FLS) [TOTAL] signal input Fuel Level Sensor (FLS)
30 Fuel Level Sensor (FLS) [MIDDLE] signal input Fuel Level Sensor (FLS)
31 Electrical Load signal input Head Lamp Relay
32 A/C Pressure Transducer (APT) signal input A/C Pressure Transducer (APT)
A/C Pressure Transducer (APT)
33 Sensor ground Power Steering Pressure Sensor (PSPS)
[Without EHPS]
34 -
35 -
36 Alternator "C" PWM signal output Alternator
37 Canister Close Valve (CCV) control output Canister Close Valve (CCV)
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38 Batterypower (B+) Main Relay

39 Batterypower (B+) Main Relay
40 Batterypower (B+) Main Relay
Other control module, Data Link Connector (DLC), Multi-Purpose Check
41 CAN [High]
Connector
Other control module, Data Link Connector (DLC), Multi-Purpose Check
42 CAN [Low]
Connector
43 Main Relaycontrol output Main Relay
44 Intake Air Temperature Sensor (IATS) signal input Intake Air Temperature Sensor (IATS)
45 LIN (Local Interconnect Network) Serial Bus Line Battery Sensor
Power Steering Pressure Sensor (PSPS)
46 Power Steering Pressure Sensor (PSPS) signal input
[Without EHPS]
47 Mass Air Flow Sensor (MAFS) signal input Mass Air Flow Sensor (MAFS)
48 Sensor ground Accelerator Position Sensor (APS) 2
49 Accelerator Position Sensor (APS) 2 signal input Accelerator Position Sensor (APS) 2
50 -
51 -
52 Vehicle speed signal input ESC Control Module
53 Sensor ground Intake Air Temperature Sensor (IATS)
54 Accelerator Position Sensor (APS) 1 signal input Accelerator Position Sensor (APS) 1
55 Sensor ground Accelerator Position Sensor (APS) 1
56 Sensor power (+5V) Feul Tank Pressure Sensor (FTPS)
57 Sensor power (+5V) Accelerator Position Sensor (APS) 2
A/C Pressure Transducer (APT)
58 Sensor power (+5V) Power Steering Pressure Sensor (PSPS)
[Without EHPS]
59 Sensor power (+5V) Accelerator Position Sensor (APS) 1
60 -
61 Engine speed signal output Power Distribution Module (PDM)
62 -
63 Malfunction Indicator Lamp (MIL) control output Malfunction Indicator Lamp (MIL)
64 A/C Compressor “CUT” signal output A/C Control Module
65 -
66 Cooling Fan control signal (PWM) control output Cooling Fan Control Module
67 -
68 -
69 -
 Page 31 of 182

70 Fuel Pump Relay control output Fuel Pump Relay

71 Variable Intake Solenoid (VIS) Valve control output Variable Intake Solenoid (VIS) Valve
72 Immobilizer Lamp control output Immobilizer Lamp
73 -
74 -
75 -
76 -
77 -
78 Purge Control Solenoid Valve (PCSV) control output Purge Control Solenoid Valve (PCSV)
79 -
80 -

Connector [CLG-B]
Pin No. Description Connected to
1 ETC Motor [-] control output ETC Motor
2 ETC Motor [+] control output ETC Motor
3 -
4 CVVT Oil Temperature Sensor (OTS) signal input CVVT Oil Temperature Sensor (OTS)
5 -
6 -
Engine Coolant Temperature Sensor (ECTS)
7 Engine Coolant Temperature Sensor (ECTS)
signal input
Manifold Absolute Pressure Sensor (MAPS)
8 Manifold Absolute Pressure Sensor (MAPS)
signal input
9 -
10 -
11 Sensor power (+5V) Manifold Absolute Pressure Sensor (MAPS)
12 Batterypower (B+) Ignition Switch
13 Sensor power (+5V) Throttle Position Sensor (TPS) 2
14 Sensor ground Throttle Position Sensor (TPS) 1
Camshaft Position Sensor (CMPS) [Bank 2/Intake]
15 Sensor power (+5V)
Camshaft Position Sensor (CMPS) [Bank 2/Exhaust]
16 Sensor power (+5V) Throttle Position Sensor (TPS) 1
Camshaft Position Sensor (CMPS) [Bank 2/Intake]
17 Sensor ground
Camshaft Position Sensor (CMPS) [Bank 2/Exhaust]
Camshaft Position Sensor (CMPS) [Bank 1/Intake]
18 Sensor ground
Camshaft Position Sensor (CMPS) [Bank 1/Exhaust]
 Page 32 of 182

19 Ignition Coil (Cylinder #6) control output Ignition Coil (Cylinder #6)
20 -
21 Crankshaft Position Sensor (CKPS) [High] signal input Crankshaft Position Sensor (CKPS)
22 -
Knock Sensor (KS) #1 [Bank 1]
23 Sensor Shield
Knock Sensor (KS) #2 [Bank 2]
Camshaft Position Sensor (CMPS)[Bank 2/Intake]
24 Camshaft Position Sensor (CMPS) [Bank 2/Intake]
signal input
Camshaft Position Sensor (CMPS)[Bank 1/Intake]
25 Camshaft Position Sensor (CMPS) [Bank 1/Intake]
signal input
26 Camshaft Position Sensor (CMPS)[Bank 2/Exhaust] signal input Camshaft Position Sensor (CMPS) [Bank 2/Exhaust]
27 Camshaft Position Sensor (CMPS)[Bank 1/Exhaust] signal input Camshaft Position Sensor (CMPS) [Bank 1/Exhaust]
28 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 2/Sensor 1]
29 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 2/Sensor 2]
30 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
31 Sensor ground Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
Camshaft Position Sensor (CMPS) [Bank 1/Intake]
32 Sensor power (+5V)
Camshaft Position Sensor (CMPS) [Bank 1/Exhaust]
33 Sensor ground Engine Coolant Temperature Sensor (ECTS)
Manifold Absolute Pressure Sensor (MAPS)
34 Sensor ground
CVVT Oil Temperature Sensor (OTS)
35 Power ground Chassis Ground
36 Power ground Chassis Ground
37 Power ground Chassis Ground
38 Power ground Chassis Ground
39 Power ground Chassis Ground
40 Ignition Coil (Cylinder #4) control output Ignition Coil (Cylinder #4)
Crankshaft Position Sensor (CKPS) [Low]
41 Crankshaft Position Sensor (CKPS)
signal input
42 -
43 -
44 -
45 -
46 -
47 -
48 Throttle Position Sensor (TPS) 1 signal input Throttle Position Sensor (TPS) 1
49 Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
 Page 33 of 182

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

signal input
Heated Oxygen Sensor (HO2S)[Bank 1/Sensor 2]
50 Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
signal input
Heated Oxygen Sensor (HO2S)[Bank 2/Sensor 1]
51 Heated Oxygen Sensor (HO2S) [Bank 2/Sensor 1]
signal input
Heated Oxygen Sensor (HO2S)[Bank 2/Sensor 2]
52 Heated Oxygen Sensor (HO2S) [Bank 2/Sensor 2]
signal input
53 Knock Sensor (KS) [Bank 2] [High] signal input Knock Sensor (KS) [Bank 2]
54 Knock Sensor (KS) [Bank 2] [Low] signal input Knock Sensor (KS) [Bank 2]
55 Knock Sensor (KS) [Bank 1] [Low] signal input Knock Sensor (KS) [Bank 1]
56 Knock Sensor (KS) [Bank 1] [High] signal input Knock Sensor (KS) [Bank 1]
57 Throttle Position Sensor (TPS) 2 signal input Throttle Position Sensor (TPS) 2
58 Sensor ground Throttle Position Sensor (TPS) 2
59 -
60 Ignition Coil (Cylinder #2) control output Ignition Coil (Cylinder #2)
CVVT Oil Control Valve (OCV)[Bank 2/Intake]
61 CVVT Oil Control Valve (OCV) [Bank 2/Intake]
control output
CVVT Oil Control Valve (OCV)[Bank 1/Intake]
62 CVVT Oil Control Valve (OCV) [Bank 1/Intake]
control output
63 Injector (Cylinder #2) control output Injector (Cylinder #2)
64 Injector (Cylinder #3) control output Injector (Cylinder #3)
CVVT Oil Control Valve (OCV)[Bank 1/Exhaust]
65 CVVT Oil Control Valve (OCV) [Bank 1/Exhaust]
control output
CVVT Oil Control Valve (OCV)[Bank 2/Exhaust]
66 CVVT Oil Control Valve (OCV) [Bank 2/Exhaust]
control output
Heated Oxygen Sensor (HO2S)[Bank 2/Sensor 1]
67 Heated Oxygen Sensor (HO2S) [Bank 2/Sensor 1]
Heater control output
68 Injector (Cylinder #4) control output Injector (Cylinder #4)
69 Injector (Cylinder #5) control output Injector (Cylinder #5)
Heated Oxygen Sensor (HO2S)[Bank 1/Sensor 1]
70 Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 1]
Heater control output
71 Injector (Cylinder #6) control output Injector (Cylinder #6)
72 Injector (Cylinder #1) control output Injector (Cylinder #1)
Heated Oxygen Sensor (HO2S)[Bank 2/Sensor 2]
73 Heated Oxygen Sensor (HO2S) [Bank 2/Sensor 2]
Heater control output
74 Heated Oxygen Sensor (HO2S)[Bank 1/Sensor 2] Heated Oxygen Sensor (HO2S) [Bank 1/Sensor 2]
Heater control output
 Page 34 of 182

75 -
76 Batterypower (B+) Battery
77 Ignition Coil (Cylinder #3) control output Ignition Coil (Cylinder #3)
78 Ignition Coil (Cylinder #5) control output Ignition Coil (Cylinder #5)
79 Ignition Coil (Cylinder #1) control output Ignition Coil (Cylinder #1)
80 -

ECM Terminal Input/Output Signal

Connector [ELG-A]
Pin
Description Condition Type Level
No.
RECESSIVE 2.0 ~ 3.0V
1 2nd CAN [High] Pulse
DOMINANT 2.75 ~ 4.5V
RECESSIVE 2.0 ~ 3.0V
2 2nd CAN [Low] Pulse
DOMINANT 0.5 ~ 2.25V
3 -
4 -
5 -
6 -
7 -
8 -
9 -
10 -
11 -
12 -
13 -
14 -
High:Batteryvoltage
Low: Max. 1.5V
15 Alternator "FR" PWM signal input Idle PWM
133
5
16 Ground Idle DC Max. 150mV
17 Sensor ground Idle DC Max. 150mV
S/W ON DC Min. 5.7V
18 A/C Switch "ON" signal input
S/W OFF DC Max. 1.0V
19 -
 Page 35 of 182

20 -
Brake ON Max. 0.5V
21 Brake Switch 2 signal input DC
Brake OFF Battery Voltage
22 -
Brake ON Battery Voltage
23 Brake Switch 1 signal input DC
Brake OFF Max. 0.5V
24 -
MAIN 11.1 ~ 12.1V
SET 1.0 ~ 1.8V
25 Cruise Control Switch signal input DC
CANCEL -0.5 ~ 0.5V
RESUME 2.5 ~ 3.5V
26 -
Hi: Min. Vbatt X 80%
When transmitting
Lo: Max. Vbatt X 20%
27 Immobilizer communication line DC
Hi: Min. Vbatt X 70%
When receiving
Lo: Max. Vbatt X 30%
28 Feul Tank Pressure Sensor (FTPS) signal input Idle DC 0.14 ~ 4.86V
29 Fuel Level Sensor (FLS) [TOTAL] signal input Idle DC 0.88 ~ 8.45V
30 Fuel Level Sensor (FLS) [MIDDLE] signal input Idle DC 0.3 ~ 4.9V
31 Electrical Load signal input
32 A/C Pressure Transducer (APT) signal input A/C ON DC 0.5 ~ 4.5V
33 Sensor ground Idle DC Max. 150mV
34 -
35 -
High: Min. 4.0V
36 Alternator "C" PWM control output Idle PWM
Low: Max. 2.0V
Open Battery Voltage
37 Canister Close Valve (CCV) control output DC
Close Max. 1.0V
38 Batterypower (B+) Idle DC Battery Voltage
39 Batterypower (B+) Idle DC Battery Voltage
40 Batterypower (B+) Idle DC Battery Voltage
RECESSIVE 2.0 ~ 3.0V
41 CAN [High] Pulse
DOMINANT 2.75 ~ 4.5V
RECESSIVE 2.0 ~ 3.0V
42 CAN [Low] Pulse
DOMINANT 0.5 ~ 2.25V
Relay ON Max. 1.7V
43 Main Relay control output DC
Relay OFF Battery Voltage
 Page 36 of 182

Intake Air Temperature Sensor (IATS)signal 4.85V (-40°C)

44 Idle DC
input 0.07V (150°C)
Hi: Min. Vbatt X 80%
When transmitting
LIN (Local Interconnect Network) Serial Bus Lo: Max. Vbatt X 20%
45 DC
Line Hi: Min. Vbatt X 70%
When receiving
Lo: Max. Vbatt X 30%
Power Steering Pressure Sensor (PSPS)
46 Idle DC 0.3 ~ 4.53V
signal input
High: Min.4.5V
Low: Max. 0.6V
47 Mass Air Flow Sensor (MAFS) signal input Idle Pulse
768
Duty= 50%
48 Sensor ground Idle DC Max. 150mV
C.T 0.29 ~ 0.46V
49 Accelerator Position Sensor (APS) 2 signal input DC
W.O.T 1.93 ~ 2.18V
50 -
51 -
High: Min. 4.0V
Vehicle Low: Max. 1.1V
52 Vehicle speed signal input Pulse
Run 6.4
Duty= 50%
53 Sensor ground Idle DC Max. 150mV
C.T 0.58 ~ 0.93V
54 Accelerator Position Sensor (APS) 1 signal input DC
W.O.T 3.85 ~ 4.35V
55 Sensor ground Idle DC Max. 150mV
56 Sensor power (+5V) Idle DC 4.9 ~ 5.1V
57 Sensor power (+5V) Idle DC 4.9 ~ 5.1V
58 Sensor power (+5V) Idle DC 4.9 ~ 5.1V
59 Sensor power (+5V) Idle DC 4.9 ~ 5.1V
60 -
High: Battery Voltage
Low: Max. 1.1V
61 Engine speed signal output Idle Pulse
0
47.5
62 -
MIL ON Max. 0.5V
63 Malfunction Indicator Lamp (MIL) control output DC
MIL OFF Battery Voltage
 Page 37 of 182

64 A/C Compressor “CUT” signal output

65 -
High: Battery Voltage
Cooling Fan control signal (PWM) control Low: Max. 0.5V
66 Idle Pulse
output Frequency= 300Hz
0
67 -
68 -
69 -
Relay ON Max. 1.1V
70 Fuel Pump Relay control output DC
Relay OFF Battery Voltage
Variable Intake Solenoid (VIS) Valve control Valve Open Battery Voltage
71 DC
output Valve Close Max. 1.1V
Lamp ON Max. 1.1V
72 Immobilizer Lamp control output DC
Lamp OFF Battery Voltage
73 -
74 -
75 -
76 -
77 -
High: Battery Voltage
Low: Max. 1.0V
78 Purge Control Solenoid Valve (PCSV) control output Idle Pulse
Frequency= 30Hz
0
79 -
80 -

Connector [CLG-B]
Pin
Description Condition Type Level
No
1 ETC Motor [-] control output Idle PWM Battery Voltage
High: Battery Voltage
Low: Max.1.0V
2 ETC Motor [+] control output Idle Pulse
1,500
0
3 -
4 Idle DC 0.15(150°C) ~ 4.85V(-40°C)
 Page 38 of 182

CVVT Oil Temperature Sensor (OTS) signal

input
5 -
6 -
Engine Coolant Temperature Sensor (ECTS)
7 Idle DC 0 ~ 5.0V
signal input
Manifold Absolute Pressure Sensor (MAPS) 4.43V (107kPa)
8 Idle DC
signal input 0.75V (20kPa)
9 -
10 -
11 Sensor power (+5V) Idle DC 4.9 ~ 5.1V
12 Battery power (B+) Idle DC Battery Voltage
13 Sensor power (+5V) Idle DC 4.9 ~ 5.1V
14 Sensor ground Idle DC Max. 150mV
15 Sensor power (+5V) Idle DC 4.9 ~ 5.1V
16 Sensor power (+5V) Idle DC 4.9 ~ 5.1V
17 Sensor ground Idle DC Max. 150mV
18 Sensor ground Idle DC Max. 150mV
Vpeak = 400V
19 Ignition Coil (Cylinder #6) control output Idle Pulse
0
20 -
Crankshaft Position Sensor (CKPS) [High] SINE 0.4 < Vp_p < 200V
21 Idle
signal input Wave 55
22 -
23 Sensor Shield Idle DC Max. 150mV
High: 3.2 ~ Vcc
Camshaft Position Sensor (CMPS)
24 Idle Pulse Low: Max. 0.7V
[Bank 2/Intake] signal input
0
High: 3.2 ~ Vcc
Camshaft Position Sensor (CMPS)
25 Idle Pulse Low: Max. 0.7V
[Bank 1/Intake] signal input
0
High: 3.2 ~ Vcc
Camshaft Position Sensor (CMPS)
26 Idle Pulse Low: Max. 0.7V
[Bank 2/Exhaust] signal input
0
High: 3.2 ~ Vcc
Camshaft Position Sensor (CMPS)
27 Idle Pulse Low: Max. 0.7V
[Bank 1/Exhaust] signal input
0
 Page 39 of 182

28 Sensor ground Idle DC Max. 150mV

29 Sensor ground Idle DC Max. 150mV
30 Sensor ground Idle DC Max. 150mV
31 Sensor ground Idle DC Max. 150mV
32 Sensor power (+5V) Idle DC 4.9 ~ 5.1V
33 Sensor ground Idle DC Max. 150mV
34 Sensor ground Idle DC Max. 150mV
35 Power ground Idle DC Max. 150mV
36 Power ground Idle DC Max. 150mV
37 Power ground Idle DC Max. 150mV
38 Power ground Idle DC Max. 150mV
39 Power ground Idle DC Max. 150mV
Vpeak = 400V
40 Ignition Coil (Cylinder #4) control output Idle Pulse
0
Crankshaft Position Sensor (CKPS) [Low] SINE 0.4 < Vp_p < 200V
41 Idle
signal input Wave 55
42 -
43 -
44 -
45 -
46 -
47 -
C.T 0.25 ~ 0.9V
48 Throttle Position Sensor (TPS) 1 signal input DC
W.O.T Min. 4.0V
Heated Oxygen Sensor (HO2S) RICH 0.75 ~ 0.92V
49 DC
[Bank 1/Sensor 1] signal input LEAN 0.04 ~ 0.1V
Heated Oxygen Sensor (HO2S) RICH 0.75 ~ 0.92V
50 DC
[Bank 1/Sensor 2] signal input LEAN 0.04 ~ 0.1V
Heated Oxygen Sensor (HO2S) RICH 0.75 ~ 0.92V
51 DC
[Bank 2/Sensor 1] signal input LEAN 0.04 ~ 0.1V
Heated Oxygen Sensor (HO2S) RICH 0.75 ~ 0.92V
52 DC
[Bank 2/Sensor 2] signal input LEAN 0.04 ~ 0.1V
Knocking Variable -0.3 ~ 0.3V
53 Knock Sensor (KS) [Bank 2] [High] signal input
Normal Frequency 0V
Knocking Variable -0.3 ~ 0.3V
54 Knock Sensor (KS) [Bank 2] [Low] signal input
Normal Frequency 0V
55 Knock Sensor (KS) [Bank 1] [Low] signal input Knocking -0.3 ~ 0.3V
 Page 40 of 182

Normal Variable 0V
Frequency
Knocking Variable -0.3 ~ 0.3V
56 Knock Sensor (KS) [Bank 1] [High] signal input
Normal Frequency 0V
C.T Min. 4.0V
57 Throttle Position Sensor (TPS) 2 signal input DC
W.O.T 0.25 ~ 0.9V
58 Sensor ground Idle DC Max. 150mV
59 -
Vpeak = 400V
60 Ignition Coil (Cylinder #2) control output Idle Pulse
0
High: Battery Voltage
Low: Max. 1.0V
61 CVVT Oil Control Valve (OCV)[Bank 2/Intake] control output Idle PWM
Frequency= 128Hz
0
High: Battery Voltage
Low: Max. 1.0V
62 CVVT Oil Control Valve (OCV)[Bank 1/Intake] control output Idle PWM
Frequency= 128Hz
0
High: Battery Voltage
Low: Max. 1.0V
63 Injector (Cylinder #2) control output Idle PWM
0
47 < Vpeak < 64V
High: Battery Voltage
Low: Max. 1.0V
64 Injector (Cylinder #3) control output Idle PWM
0
47 < Vpeak < 64V
High: Battery Voltage
CVVT Oil Control Valve (OCV) Low: Max. 1.0V
65 Idle PWM
[Bank 1/Exhaust] control output Frequency= 128Hz
0
High: Battery Voltage
CVVT Oil Control Valve (OCV) Low: Max. 1.0V
66 Idle PWM
[Bank 2/Exhaust] control output Frequency= 128Hz
0
High: Battery Voltage
Heated Oxygen Sensor (HO2S)
67 Idle PWM Low: Max. 1.15V
[Bank 2/Sensor 1] Heater control output
0
 Page 41 of 182

High: Battery Voltage

Low: Max. 1.0V
68 Injector (Cylinder #4) control output Idle PWM
0
47 < Vpeak < 64V
High: Battery Voltage
Low: Max. 1.0V
69 Injector (Cylinder #5) control output Idle PWM
0
47 < Vpeak < 64V
High: Battery Voltage
Heated Oxygen Sensor (HO2S)
70 Idle PWM Low: Max. 1.15V
[Bank 1/Sensor 1] Heater control output
0
High: Battery Voltage
Low: Max. 1.0V
71 Injector (Cylinder #6) control output Idle PWM
0
47 < Vpeak < 64V
High: Battery Voltage
Low: Max. 1.0V
72 Injector (Cylinder #1 ) control output Idle PWM
0
47 < Vpeak < 64V
High: Battery Voltage
Heated Oxygen Sensor (HO2S)[Bank 2/Sensor 2] Heater control
73 Idle PWM Low: Max. 1.15V
output
0
High: Battery Voltage
Heated Oxygen Sensor (HO2S)
74 Idle PWM Low: Max. 1.15V
[Bank 1/Sensor 2] Heater control output
0
75 -
76 Batterypower (B+) Idle DC Battery Voltage
Vpeak = 400V
77 Ignition Coil (Cylinder #3) control output Idle Pulse
0
Vpeak = 400V
78 Ignition Coil (Cylinder #5) control output Idle Pulse
0
Vpeak = 400V
79 Ignition Coil (Cylinder #1) control output Idle Pulse
0
80 -

Fuel System
 Page 42 of 182

Circuit Diagram
Page 43 of 182
Page 44 of 182
Page 45 of 182
Page 46 of 182
 Page 47 of 182

Fuel System
 Page 48 of 182

VIN programming procedure

VIN (Vehicle Identification Number) is a number that has the vehicle's information (Maker, Vehicle Type, Vehicle Line/Series, Body Type, Engine Type, Transmission Type,
Model Year, Plant Location and so forth. For more information, please refer to the group "GI" in this SERVICE MANUAL). When replacing an ECM, the VIN must be
programmed in the ECM. If there is no VIN in ECM memory, the fault code (DTC P0630) is set.

The programmed VIN cannot be changed. When writing the VIN, confirm the VIN carefully
1. Select "Vehicle" and "Engine" (For example, TUCSON 2.0L L4).

2. Select "VIN WRITING".

 Page 49 of 182

3. Check the PCM status.

• VIRGIN: VIN is not programmed

• LEARNT: VIN has been already programmed
Is the PCM status "VIRGIN"?

▶ Go to next step 4.

▶ END
4. Write the VIN with cursor, function and number keys.

Before pressing the "ENTER" key, confirm the VIN again because the programmed VIN cannot be changed.
 Page 50 of 182

5. After verifying the written VIN, press the "ENTER" key.

6. Turn the ignition switch OFF, and then turn ON.

7. Verify the programmed VIN in the ECM memory.

Fuel System